Lifting matters september 2014

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PROMOTING SAFETY IN THE CRANE INDUSTRY.

SEPTEMBER 2014

THANKS TO THIS EDITION’S CONTRIBUTORS

EditorialFeature StoryFranna speed and stabilityJewelleryAccident report BrisbaneFIFO work and mental healthTechnical tips - D/D ratio of ‘DIN’ crane hooksIncredible storyAre your licences still current?

What’s new this month?

EDITORIAL

We were absolutely thrilled with the response we received after the relaunch of Lifting Matters in June. Within 24 hours of our first edition launching, it had gone full circle around the world and landed back in my inbox via an Irish colleague.

We are so proud of what Lifting Matters stands for, a collective responsibility for continuous improvement in crane industry safety, and it was great to see this supported internationally by clients and colleagues alike.

This edition, we explore in depth the training and certification system for crane driving in Australia, looking at how this system has developed and where it is heading in the future. We also delve into unfortunately all too common speed related Franna accidents, and pose the question of ‘where to from here?’

Hand injuries make up a significant portion of incidents in our industry, so we look at two separate hand related incidents this year. We also touch on mental health and the impact of long

shifts and night work on our people. This edition, we have a technical article from Stuart Edwards from Edwards Heavy Lift, looking at D/d ratio of DIN crane hooks.

Thank you for taking the time to read Lifting Matters. We hope it instigates healthy discussion in your company and with your colleagues. We would really love to hear from you, whether that be your opinion on some of the important issues raised this edition, or on any of your own incidents and lessons learned. Please, drop us an email at [email protected] or visit our Linked In profile at www.linkedin.com/company/lifting-matters. Lifting Matters is available for download at www.liftingskills.com.au/liftingmatters. Here you can also subscribe to receive Lifting Matters to your inbox each quarter. We also print Lifting Matters and we are happy to post hard copies for your smoko and waiting areas, again email us at [email protected].

Join us in our commitment to constantly improving our safety standards and processes. Read, share, and act upon the issues raised in Lifting Matters. We look forward to together protecting our people and saving lives in the crane industry.

Dashelle Bailey, Editor

IN THIS ISSUE01

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PAGE 1 | LIFTING MATTERS | SEPTEMBER 2014

TYPE RATING COURSES AND CERTIFICATION Qualifications for crane driving and rigging has become increasingly complex over the past 20 years, as cranes have become more sophisticated in technology and WHS awareness has increased. There now exists a multitude of qualification, licensing and competency frameworks, but none of which really address the core changes technological advances have mandated in the crane industry. It’s time for us to start thinking about implementing better and more efficient training, working together as an industry to develop a qualification system which is transferable between companies, has industry wide recognition, and addresses the differences between each individual crane model.


The complexity of cranes and the pace at which technological change occurs will continue to increase in the future. So far, advancements in technology and culture have resulted in various changes in the crane industry. The machinery has become increasingly complex with the invention of computerization and intelligent equipment features. 30 years ago the crane operator or mechanic had greasy overalls, a big hammer, a big spanner, an oil can and a typed black and white book of information. Today, the crane technician has a university degree, and both he and the operator have a laptop computer which is wirelessly connected to the internet for instant data transfer. The main service tool is now an electronic meter device. Operating functions and features have become increasingly complex and varied. Any good open class crane operator could once climb into any of the cranes of yesteryear without reference to the manual, and could make the machine function relatively safely within 15 minutes using basic skills and initiative. Today, any operator needs to undertake at least a day of familiarization training with each particular make and model of crane before he can operate it safely. Modern WHS laws and culture have a better understanding of risks and therefore have increased the responsibility

placed on individuals and companies. We now need to be completely sure the people using the machines have the required skills, experience, and culture to do so in a safe and responsible manner and that we have documented evidence of this in the event of an accident.

In response to these changes, we now have a complex and overlapping set of qualifications and regulations for skills in the cranes and rigging industry. The crane qualification systems currently in place in Australia include the following:

1. Nationally recognized mandatory WHS issued high risk licences for the various classes of cranes, including C2, C6, C1, CO etc., plus dogman, basic rigger etc., plus EWP and others. These are government regulated and are issued by government authorised RTOs. There are refresher requirements to keep licences current, but the qualification record system does not track the refresher courses or update them on licences. Under this system, some held licences were issued under outdated and lax training and assessment systems, and do not provide adequate assurance to an employer or end user regarding the licence holder’s skills or competency.

Hottest this month

FEATURE STORY

Hottest this month

FEATURE STORY


2. National Education Framework certifications such as a Certificate 3 or Certificate 4 in mobile crane operations. These qualifications include some of the high risk licences as part of the course and are similar to the old ‘tradesman’ and ‘advanced tradesman’ qualifications traditionally issued by TAFEs typically for trades like carpentry, mechanics, and fitter welders. They are a good way to demonstrate the broad skills of an individual, but there is no legal requirement for or recognition of operators holding Cert 3 or 4 qualifications. They do however hold some value for employers for assessment of competency. The crane industry cadetships currently being launched by the NSW branch of CICA will provide candidates with a pathway to these Cert 3 & 4 qualifications.

3. Road travel licences which are a part of the driving licence system in each state. These are mandatory requirements confirming skills and knowledge in relation to road travel of machines. This is a separate licence to the WHS high risk licences and is generally controlled by the state transport or police department.

4. Independent issued certificates for work at heights, use of earthmoving machinery and other activities or equipment where the mandatory high risk licences are not required by the WHS authorities. These qualifications are issued by training schools, equipment manufacturers and suppliers and by end users, and are generally not regulated. They are useful for demonstrating skills and prior training, and are useful evidence after incidents.

5. Verification of Competency (VOC) Certificates which have emerged quite recently and are used by project WHS teams and other end users to verify that high risk licence holders have maintained the skill and underlying knowledge required to execute complex jobs safely. Courses and tests are developed for a range of skills and competencies by training organisations and end users. VOCs provide evidence that competencies were responsibly managed in the lead up to an incident. They also upskill and test the workforce to reduce the risk of accidents. VOC certificates are really a duplication of the refresher requirements of the high risk licence, but they will continue to be used at least until the licence system is upgraded to record the update/refresher requirements.

6. Crane make and model specific training, typically delivered by manufacturers as part of the pre-delivery service for new machines, by training schools, or by companies who own and operate the machinery. Usually the owner or first operator is trained by the manufacturer on delivery and then information is informally passed on via various operators. This non documented process suffers from ‘Chinese Whispers’ and the correct information is often lost or confused in the process.

All of the above qualifications will continue to have a place in the crane industry but it is important we understand the significance and reason for each one. Looking forward, what we need is a qualification system that acknowledges the new diversity in crane make and models, and also consolidates some of the above frameworks into one simple and efficient model. A great opportunity exists for the industry to work together to develop a type rating system which is transferable between companies, has industry wide recognition, and which will improve the quality and skills of the operators.

Type Rating Certificates are a relatively new concept in the crane industry, which has been copied from the airline industry. A type rating certificate is recognition that an operator has undergone training and has acquired the knowledge and skills required to operate a particular make and model of machine. Over time it is expected the type rating certificate will replace VOCs and eliminate the need for a new VOC for every project. The key points of the Type Rating system will include:

A. Each operator will need to hold at least one type rating certificate in addition to their high risk licence. The high risk licence covers the general knowledge and skills required, while a type rating certificate will cover knowledge and skills for a particular make and model. This means that any new high risk licence holder will need to get at least one type rating certificate before he can drive any crane.

B. Manufacturers, distributors, crane users, and training companies will develop type rating courses for particular machines, and CICA will develop a standardised industry wide assessment. Initially the type rating certificates will


be unregulated and will be issued by the organisation offering the course. The technical depth and the duration of the type rating course will vary depending on the machine size and complexity.

C. Type rating courses will generally be offered at work places where machines are located and not at training schools as the courses will be specially designed around particular machines.

D. The aircraft type rating system has a requirement to ‘keep current’ on particular types of aircraft by having a requirement to do a minimum number of hours in the particular aircraft type each year. The type rating expires if the hours are not logged and kept current. This is a likely requirement for crane type ratings in the future as the machines are complex and operators need to be using them to remain familiar.

E. In the future, a live operator database can be developed which keeps track of operators’ type rating certificates and their currency. The database means the type certificates become easily transferable between companies and easily accessible by the end user.

CICA is ideally positioned to lead this process and to control the issue of the portable type rating certificates and the verification of the courses for each machine type rating, as well as standardised assessment. CICA is proceeding with the development of this type rating system, and will provide governance, audit and control of the programme, but with the actual training and practical assessment activities being undertaken by private enterprises.

Individuals, crane companies, and manufacturers will be invited to develop type rating courses for particular makes and models of cranes. The course will be audited and assessed by CICA to become a CICA approved type rating course. CICA will maintain a register of approved assessors and trainers for each type rating course. There may be more than one CICA approved type rating course for particular cranes models, and there will be several approved trainer assessors for each course. Once courses are approved the owners of the course will be able to offer

training and assessments, or they will be able to offer their course for sale or rent to others to become trainers and assessors. After crane operators have completed the courses and assessments they will apply to CICA and will be issued with a CICA approved type rating certificate for the particular machine. CICA will also maintain a live database of crane operator’s type rating certificates. These CICA type rating certificates will very soon replace VOCs for crane operators on major projects, much like the CICA CraneSafe sticker has become the benchmark for crane maintenance standards.

This type rating system provides a great opportunity for entrepreneurial senior crane operators and trainers. The industry needs dozens of high quality type rating courses developed. These will generally be based on the manufacturer familiarization courses but will also include some basic operational skills and some practical and special machine knowledge gained by use of machines. I therefore invite companies and individuals to start work on developing the type rating courses for your favourite machines so these are ready for audit and registration with the CICA Type rating System as soon as it is launched. This is an exciting time as we work together to improve the efficiency and effectiveness of training and qualifications in the crane industry.

Albert Smith Managing Director, Universal Cranes Group Board Member, CICA

We would love to hear your feedback on the proposed Type Rating System. You can comment on the Lifting Matters Linked In profile at www.linkedin.com/company/lifting-matters or email [email protected] to have your comment published in the next edition.

Safety Story

FRANNA SPEED AND STABILITY

As Lifting Matters receives more and more news of devastating speed related accidents involving Franna cranes in Australia and internationally, the debate and concern surrounding how to drive Frannas on public roads increases. It a major concern and the crane industry must adopt a policy and guidelines around the issue.

It’s an all too common tale: a Franna travelling at high speed on a public road crashes, injuring the driver or other drivers on the road, and sometimes even resulting in a fatality. It has sadly happened many times here in Australia and overseas. Franna cranes are a centre steered machine, which does not track speed naturally like a car or truck that has a natural self-centring steering system. Centre steer machines require high levels of concentration of the driver to keep them on the road, and this leads to increased fatigue in the driver compared to a truck or car.

So what is the solution to stop this unnecessary accident from occurring again and again? There are various options to consider, including putting limits on the distance Franna cranes can travel on the road, restricting the speed at which the crane can travel, or extreme measures such as banning Franna cranes on the road. There are many stakeholders to consider in this issue, all who have differing interests and desired outcomes. Manufacturers such as Terex Franna and TIDD have to be versatile and competitive, so they are motivated to match or better alternative models. A huge advantage of the Franna is its ability to drive on the road in Australia and New Zealand. The current models have maximum speeds of 95km per hour, and it is unlikely Terex Franna or TIDD would voluntarily reduce this and jeopardise the machine’s place in the market.

Larger corporate owners and users who have integrated HSE


teams are motivated by risk mitigation. In extreme cases, some companies have totally banned Franna type cranes because they perceive the risk to outweigh the benefits of the machine, while other companies have restricted the driving distance by time or kilometres and instead truck the machine to site, or have implemented speed restrictions. Urban midsized crane companies require Frannas to travel around city traffic without causing additional traffic congestion and therefore are motivated to have good acceleration and power to keep up with the traffic, but rarely need to travel higher than 60 to 70 kilometres per hour. Smaller and more remote crane companies who have long distances to travel are motivated by cost, therefore they want the ability to drive longer distances at high speeds. They want to avoid passing costs onto clients, and therefore would not consider the extra cost of a low bed trailer to transport the crane to site. State regulators have been reluctant to interfere because of pressure from users, but in some states such as NSW and South Australia speed restrictions are in enforced.

There isn’t really a one size fits all solution to this issue, but as an industry we need to develop guidelines for the authorities and for operators and customers. The guideline should provide a reasonable benchmark of acceptable standards for both the risk adverse corporate companies and the cost driven mid to small size businesses.

At Lifting Matters, our view is that all Franna cranes should be speed restricted mechanically or electronically, and by regulation to a limit of 65 or 70 kilometres per hour. This would make it uneconomical to drive them beyond about 60km, or a one hour journey. This simple speed restriction will save lives and will be self-regulating on long trips because cost will force sensible operators to use a low bed transporter.

In the meantime, it is up to each operator to take the risk of Frannas and speed very seriously. Don’t drive above 80 kilometres per hour, and stay alert and fully focused.

Do you think there should be a speed restriction imposed on Franna type cranes? Drop us a line at [email protected] and share your opinion.


Watches, rings, necklaces and other types of jewellery can cause serious injuries at work.

The risk of getting jewellery caught is one reason jewellery should not be worn on construction sites. Most of our body parts that are attached to jewellery that we wear cannot support our body weight. If we slip, fall or jump and our jewellery catches on a solid object, an amputation, deep cut, laceration or even strangulation could occur. Additionally, jewellery can also pose as a conductive hazard when working around live electrical equipment.

A recent incident that occurred which demonstrates the hazard posed by jewellery involved a worker accessing the cabin to a crane. The worker had mud on his boots which caused his foot to slip as he was climbing the ladder. As he has slipped, his wedding ring was caught on the crane. This resulted in a serious laceration on his ring finger, requiring the worker to be immediately taken to hospital for treatment.

This is a reminder to never wear rings, or other loose items that may be caught in plant or machinery on construction sites.

Special thanks to Universal Cranes for sharing this incident and lessons learned.

Focus on hand safety

JEWELLERY

May 1st 2014

ACCIDENT REPORT BRISBANE

Workers were demobilising a 250T Manitowoc crane from a site in Brisbane in early May. The specific task being completed was knocking out 6 inch diameter pins of the boom butt section.

An individual was using another pin (approximately 50mm diameter by 400mm long) to drive the required pin out of the connection. After driving the connection pin out the boom dropped and caught the individual’s finger between the pin and the butt hole. The person was taken by ambulance to hospital and required surgery to amputate his index finger between the first and the second knuckle.

Contributory factors to the occurance of this incident include incorrect tool use for the job, failure to keep hands clear of crush point, insufficient lighting for the task, and rushing to complete the job. The demobilisation of the crane was nearly complete and had involved delays during the shift due to rain.

Immediate corrective action is required to prevent a re-occurrence of this type of incident including:

• Selection of tool for the task. Ensure that an appropriate tool for the task is selected prior to commencing. In this instance, a tool needed to be used which did not allow the worker to place their hand into the crush zone.

• Never place hands/feet or any other body part in potential crush points. Prior to commencing a task, all potential crush points need to be identified. Suspended loads will always have a potential to cause crush injuries. Never place any body part beneath a suspended load at any time.

• Ensure that adequate lighting is provided for all night shift work.

• Ensure risk assessments are completed following delays in work. Delays can be frustrating, especially when they involve factors beyond our control such as poor weather. When re-commencing work, ensure that you take time to assess risk and determine if appropriate controls are in place. Do not take shortcuts for jobs that are running overtime.

Do you know of any innovations in methodology or equipmentv that have eliminated the need for hands or feet to be exposed to potential crush points? We would love to hear about them. Email [email protected] or comment on the Lifting Matters Linked In profile at www.linkedin.com/company/lifting-matters

Health and Wellbeing

FIFO WORK AND MENTAL HEALTH

A 25-year-old father of one working in the Pilbara in Western Australia took his own life last year after suffering depression. A week prior, he had told a documentary team that depression, relationship breakdowns and boredom was common among FIFO workers, and that the taxing roster and isolation from friends and family takes its toll.

There has been an increase in suicides by FIFO workers in Western Australia and calls nationally to further investigate the impact of FIFO rosters. In WA, a clinician has been appointed to conduct a case study on the issue.

Over three quarters of all suicides are males and 80% of FIFO workers are male. 1 in 8 men will have depression and 1 in 5 men will experience anxiety during their lifetime. Shift work is clinically proven to adversely affect mental health. Add social isolation, and family and financial stress to this mix, and it becomes clearer why mental health is such an important issue


for FIFO and shift workers alike.

Many workers in our industry are on FIFO or night work rosters, and we generally work extremely long hours in deadline driven environments. Depression and anxiety does not discriminate, and it is important we are all aware and open about mental health issues. There is nothing acceptable about the all too common ‘toughen up’ and ‘macho’ culture. Safety is about looking out for your work mates, and that includes their mental health as well as their physical health. For employers, giving personnel access to mental health assistance if and when required is a must, and training up supervisors and managers to recognise behavioural trends is also essential. It is important we instigate and maintain dialogue on this issue, as research shows dialogue is a key factor in suicide prevention.

Mates in Construction is a fantastic charity run by the Australian Building and Construction Industry. It provides community development programs on sites and supports workers in need through case management and a 24/7 help line. You can visit the Mates in Construction website www.matesinconstruction.com.au for more information and helpful resources. People seeking support and information about suicide, depression and anxiety can contact Lifeline on 13 11 14.


Technical Tips

D/D RATIO OF ‘DIN’ CRANE HOOKSBy Stuart Edwards, Professional Engineer, Edwards Heavy Lift

D/d ratio is the ratio of the diameter around which the sling is bent, divided by the diameter of the sling.

Whenever a sling body or eye is bent around a diameter, the strength of the sling may be decreased. Minimum D/d ratios must be maintained to ensure safe lifting and to achieve the stated WLL of the sling. This is relatively easy to calculate for end fittings like shackles and crane hooks that have a round profile, but have you ever wondered what radius to use to calculate the D/d ratio for a DIN style hook (typically supplied with cranes from Europe)?

At Edwards Heavy Lift, we’ve done some preliminary research and the most reliable information according to enquiries so far is that the corner radius r1 as pictured below in diagram 2 must

be used.The width b1, or radius h has also been suggested by some, however so far we have not come across anything official that would indicate this is acceptable. We have certainly seen many soft eyes of wire rope slings permanently deformed at the r1 position of the hook indicating this approach is a problem. One of the great things about the Lifting Matters newsletter is the opportunity for learning and discussion. We would be very interested to hear any information, experiences or opinions of others in the crane industry have on this issue. It might be something crane, sling &/or hook manufacturers could provide more guidance on.

HOW DOES THIS ISSUE APPLY TO EVERY DAY LIFTING?Example We wish to use two 52 mm wire ropes on a 100 tonne rams horn hook with a 60o included angle as per Diagram 3. The hook cross section is as per Diagram 4. The direct loaded WLL of the wire rope sling is 33 tonne. What is the capacity of this rigging arrangement?

Diagram 1: Front view of hook

Diagram 2: Section A-B through hook

Extract from DIN 15 402 Part 1

Diagram 3: Rigging arrangement


Diagram 4: Hook cross-section

ANSWERWith the correct diameter end fittings the SWL is 57 tonne. However, the SWL for this configuration (calculated in accordance with AS1666.2) is actually 42.75 tonne.

Why is this so? The hook radius r1 = 36 mm. To determine if the hook radius is suitable refer to AS1666.2 (wire rope):

(c) Where an endless sling or a soft eye of a sling interfaces with a fitting-

(i) the supporting surface of the fitting shall have a diameter of not less than the rope diameter: and

(ii) where the diameter of such a supporting surface is less than 1.5 rope diameters, the sling shall be derated by 25% in accordance with Item (m) of Clause 9.

Since the hook diameter of 72 mm (2 x 36 mm) is less than 1.5 rope diameters the capacity should be derated by 25% = 42.75 tonne which is not a suitable slinging arrangement for the 50 tonne load.

NOTES • Sling manufacturers and other standards may specify other

minimum diameters and/or reduction factors.

• We have noticed some manufacturers provide hooks with a sharper radius r1. For example we’ve physically measured one 100 tonne hook that had a 20 mm radius.

• Do not force eyes over hardware. Make sure that the width of hook or diameter of shackle is no bigger than 1/2 the length of the eye.

• The same concept applies to other slings such as synthetic round slings (soft slings) and chains but these have different minimum radius &/or deration factors.

OTHER SOLUTIONS • Use an alternative hook that has a more rounded profile

(maybe consider other brands of hook).

• Connect to shackles/other hardware with large enough diameter rather than directly to the hook.

• Use wire rope slings with thimble eyes (may require connection as per option above).

Please note this article is intended for guidance only. Whilst every care has been taken to ensure the accuracy of the contents, no responsibility will be accepted by the author, Edwards Heavy Lift or publisher for any errors. Further professional advice should be taken before making any decisions about the use of hooks, slings and any other rigging.

Stuart Edwards Edwards Heavy Lift | Greg Alderson and Associates Chartered Professional Engineers and Scientists

We would love to hear your feedback on this article. You can contact Stuart directly at [email protected] or email [email protected]

Technical Tips

D/D RATIO OF ‘DIN’ CRANE HOOKSBy Stuart Edwards, Professional Engineer, Edwards Heavy Lift


Incredible Story

“NOW THAT’S A SWING BRIDGE!”A Lifting Matters reader sent us a link to this incredible story from a bridge construction site in China. The 17,000 ton bridge section couldn’t be built in place as the busy rail way couldn’t be distrupted. So, the bridge was built parallel to the busy train line and rotated into place in just 90 minutes. This technique is actually from 1968, when Kingsgate Bridge was built across the River Wear in Durham. The bridge was built in two halves on the bank and swung 90 degrees into place.

http://www.dailymail.co.uk/news/article-2540068/Chinese-engineers-build-17-000-ton-flyover-section-90-degrees.html

www.liftingskills.com.au/liftingmatters | [email protected]

Reminder

ARE YOUR LICENCESSTILL CURRENT?

Since 2006, all states and territories have been phasing out ‘old style’ paper and plastic High Risk Work licences. Most jurisdictions have already phased these out, and it is important to know if you and your employees are still current. Operating under expired licences can incur hefty fines for both employees and employers. If your licences have expired, you are required to undertake full training assessment again. Below are examples of the current photographic licences, and a brief summary for each jurisdiction, and who to contact if you have any queries.

Jurisdiction Expiry of older licences* Contact

Queensland Transition period closed 30 June 2014 1300 369 915

New South Wales Transition period closed 31 December 2012 1800 201 225

Victoria Transition period closed 30 June 2012 1300 852 562

Australian Capital Territory Transition period closed 30 June 2012 02 6205 0200

Northern Territory Issued prior to 2005 = Expired

Issued 1 Jan. 2005 to 30 June 2010 = Expire 30 June 2015

1800 019 115

South Australia Issued 1 Jan 2002 – 31 Dec. 2004 = Expire 1 Sep. 2014

Issued 1 Jan 2005 – 31 Aug. 2010 = Expire 1 Sep. 2015

1300 307 877

Western Australia Transition period closed 30 June 2012 1300 307 877

*Please note, these dates may be extended by the Jurisdiction, please contact the issuing authority directly for clarification.

Matt Shuker General Manager – Lifting Skills


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Lifting matters september 2014