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the latest material handling developments from Columbus McKinnon
Updated: 4 hours 32 min ago

Are Chain ID Tags Required on Tie-Downs?

Fri, 07/24/2015 - 01:00

Brad recently asked the following question in response to a blog post The Low-Down on Chain Tie-Downs:

“I wrote to my distributor and inquired about chain tags. Their representative replied that all they had in stock were CHAIN TAGS even though they listed CHAIN and SLING tags made by CM.
They sent me their part number for what I think is a sling tag. Is it okay to use that tag for my Grade 100 chains that I’m using as tie downs? They are not slings, just chains. As I understand it, my Grade 100 chains have to be labeled to prevent a Grade 30 rating by roadside inspectors. Your advice would be appreciated!”

Henry Brozyna, our Technical Instructor responds:

Thanks for reaching out to us on your question.

When you contacted your distributor, they automatically assumed that the tag you requested was for a sling (either Grade 80 or 100), which is what prompted them to send you a sling tag. Slings must always be tagged; tie-downs do not.

Inspectors rely on the embossing on the chain to indicate the grade of that tie-down as well as to determine its working load limit. The standard states, that if the embossing is not legible, then the inspector will use the minimum grade for that chain size, which will be Grade 30.

For example: A driver knows his chains are Grade 80. He is using the appropriate number of tie-downs to properly secure the load. At roadside inspection, if the inspector cannot find any legible embossing on the chain, he will apply the Grade 30 rating. With that, the tie-downs can no longer be used. Now, the load does not have sufficient tie-downs to safely secure it during transport.

As for tags, the standard does not require them on tie-down chain, and it would be left to the discretion of the inspector to determine if it’s an acceptable substitution.

Why take the risk? The grade should be legible on the chain if it is being used. If the embossed grade is worn down, the chain should be replaced.

 

Understanding Chain Slings: Why Do Only 3 of 4 Chain Legs Take the Load?

Fri, 07/17/2015 - 01:00

Randy, an Instrument Technician in the energy industry and recent safety webinar attendee, asks:

“Why do only 3 of 4 chain sling legs take the load?”

Peter Cooke, Columbus McKinnon Training Manager and Safety Webinar Presenter, answers:

When using a chain to build a sling, tolerances for chain can make the legs slightly longer or shorter than one another. Because of this, the National Association of Chain Manufacturers (NACM) agreed to only count 3 of the 4 legs of a triple or quad sling to be rated the same. When you first lift the load off the ground the legs that are under tension will stay under tension, so it is important for the rigger to visually see how many legs are loaded before lifting the load off the ground.

To do this, tension up the legs, but do not let the load leave the ground. Safely approach the sling being sure to stay out of the path of tension. You can then quickly check the legs by shacking them slightly. Although you may find all four legs are taking the load, only three are used for calculating the max working load limit of the sling.

It is important to always check the manufacturer’s load charts and safety information prior to making any lift. You must be qualified to lift the load you are rigging.

Want to learn more? View our Safety Webinar on How to Size Your Chain Slings.

Unified Industries Helps Automotive Manufacturer Solve Assembly Line Challenge

Fri, 07/10/2015 - 01:00

Enclosed Track Aluminum Rail System

To help solve an ergonomic problem they were encountering on their assembly line, a large automotive OEM approached Columbus McKinnon’s Unified Industries and our Channel Partner for assistance.

At the facility, employees working at the customer’s final assembly unload station were having difficulty moving the existing steel trussed overhead crane system – to the point that it even caused operator injury.

To address this issue, Unified and the Channel Partner visited the facility and developed an economical and effective solution. Together, they decided to remove the existing steel trussed rail system and replace it with the Unified ETA‐8 enclosed track aluminum system. Steel is much heavier than aluminum, so Unified’s aluminum system would make it much easier for the operators to move the crane system.

The team presented two options to the customer, each with difference performance features. The first option was a fully integrated Unified system with articulating end trucks that would allow for the easiest movement for the crane system. The second solution was the same Unified system with rigid end trucks that functioned similarly to the existing system they were currently using but was much lighter.

New Articulating System Reduces Push/Pull Force by 66%
After the demonstration, the customer decided to go with the articulating system due to their application requirements. The entire Unified ETA‐8 rail system was installed over the course of a single weekend –half the time it took to install their existing system. The customer was very impressed with the quick installation, specifically the fact that the Unified product came pre‐assembled unlike competitors’ steel trussed systems that have to be assembled in the field.

To compare the old steel system to the new Unified ETA‐8 system, the customer performed an internal push/pull test and found that they had reduced the push/pull force by 66%, which was a huge factor in helping to reduce operator injuries and making the system easier to operate. The customer was impressed with every aspect of the Unified ETA‐8 system, from the start of the project to its completion, and is looking forward to seeing the continued benefits the new rail system will provide.

Learn more about Unified Industries.

Summer Concert Series: Where is your CM Hoist?

Sun, 07/05/2015 - 01:00

 

 

Who doesn’t love the summer time and seeing a great concert with your favorite band? A few of our fans recently shared photos from their favorite summer concerts (top left, clockwise):

  • Eric Church, country music in Buffalo, New York.
  • Al Bano & Romina Power Performance. A duo from the past performing at the Roman Age Arena in Verona, Italy, with an amazing structure lifted & supported by 85 Lodestar hoists.
  • The 2015 NCAA March Madness Final Four, a three-day March Madness Music Festival, featuring headline performances by Imagine Dragons, Rihanna, and the Zac Brown Band in Indianapolis, Indiana.
  • Cirque du Soleil rehearsal photo for the Rock in Rio USA show in Las Vegas.

People shared these photos with us because they were excited to see our CM hoists in action!

Send Us Your Concert Photos!
We know that many of you have some great things planned for this summer, so we started a photo album on Facebook to capture some of your cool photos of Columbus McKinnon products working hard at concerts and events. If you spot them being used, please snap a photo and send it our way. We will post your pictures in our Facebook photo album and each month we will choose a lucky winner who will receive a box of some great CM promotional items!

There are many ways you can share your photos with us – choose your favorite channel and hashtag #cmlodestar!

Facebook
Instagram
Twitter: Industrial
Twitter: Entertainment
Google+

Or, send us your photos via email at [email protected]

Looking forward to seeing all of the wonderful places you will visit this summer!

In-Depth Alloy Chain Sling Inspection Part 5: OSHA Chain Sling Inspection

Fri, 06/19/2015 - 01:00

This article is Part 5 of a 5-part blog series that will cover what professional riggers should consider when performing an in-depth alloy chain sling inspection. Today, we’ll discuss OSHA chain sling inspection regulations and guidelines.

Since first published on July 27, 1975, the OSHA Chain Sling Inspection section has undergone very few changes. These regulations have and continue to serve as a comprehensive guide for those responsible for chain sling inspection.

Specifically, the applicable sections of the Code of Federal Regulations (29 CFR 1910.184) include:

1910.184(d) Inspections
Each day before being used, the sling and all fastenings and attachments shall be inspected for damage or defects by a competent person designated by the employer. Additional inspections shall be performed during sling use, where service conditions warrant. Damaged or defective slings shall be immediately removed from service.

1910.184(e) Alloy steel chain slings

1910.184 (e)(1) Sling identification
Alloy steel chain slings shall have permanently affixed durable identification stating size, grade, rated capacity, and reach.

1910.184(e)(2) Attachments

  • 1910.184(e)(2)(i)
    Hooks, rings, oblong links, pear shaped links, welded or mechanical coupling links or other attachments shall have a rated capacity at least equal to that of the alloy steel chain with which they are used or the sling shall not be used in excess of the rated capacity of the weakest component.
  • 1910.184(e)(2)(ii)
    Makeshift links or fasteners formed from bolts or rods, or other such attachments, shall not be used.

1910.184(e)(3) Inspections

  • 1910.184(e)(3)(i)
    In addition to the inspection required by paragraph (d) of this section, a thorough periodic inspection of alloy steel chain slings in use shall be made on a regular basis, to be determined on the basis of (A) frequency of sling use; (B) severity of service conditions; (C) nature of lifts being made; and (D) experience gained on the service life of slings used in similar circumstances. Such inspections shall in no event be at intervals greater than once every 12 months.
  • 1910.184(e)(3)(ii)
    The employer shall make and maintain a record of the most recent month in which each alloy steel chain sling was thoroughly inspected, and shall make such record available for examination.
  • 1910.184(e)(3)(iii)
    The thorough inspection of alloy steel chain slings shall be performed by a competent person designated by the employer, and shall include a thorough inspection for wear, defective welds, deformation and increase in length. Where such defects or deterioration are present, the sling shall be immediately removed from service.

Please note that while the requirements under (d) for daily inspections are not explicit as to scope or maintenance of records, it is possible that individual OSHA inspectors may have different views on conformity. However, the minimum 12-month interval inspections required under (e) call for thorough inspection and written records. It is this thorough type of inspection that the procedures recommended in our Rigging Catalog and CMCO Training Classes are designed to satisfy.

Of course, the fundamentals are equally applicable to the more cursory daily inspections made by riggers, users or inspectors (individuals deemed a “competent person”) and will enable them to fulfill their responsibility efficiently.

For more information:

 

Recommendations for Skewing Issues on an Overhead Crane

Fri, 06/12/2015 - 01:00

Daniel, a salesperson for a Columbus McKinnon Channel Partner and recent safety webinar attendee, asks:

“On my overhead crane, the rail to flange contact is opposite end-to-end of the end truck. On one end truck, the drive wheel to the flange is on the inside and on the other wheel, the contact is on the outside. What are your recommendations in this situation?”

Tom Reardon, Columbus McKinnon Technical Instructor and Safety Webinar Presenter, answers:

I gather from the question the crane is traveling in an orientation similar to the above example. This situation is not commonly caused by the runway. It is most often related to the crane.

If the crane is an A1 “type” drive configuration (see graphic below) some of the possible causes are:

  • Drive shaft couplings are defective/sloppy/loose
  • Weight/load is being carried at one extreme or the other on the bridge (trolley to the left or right of bridge)
  • Crane bridge is out of square
  • End trucks are bent or warped
  • Drive wheels are not “truly parallel.” This means the perpendicular center line of the left side drive wheel is not the same line as the perpendicular center line of the right side drive wheel.
  • Drive wheel diameters are not matched within CMAA Specification #70

If the crane is an A4 “type” drive configuration some of the possible causes are:

  • Weight/load is being carried at one extreme or the other on the bridge (trolley to the left or right of bridge)
  • Crane bridge is out of square
  • End trucks are bent or warped
  • Drive wheels are not “truly parallel.” This means the perpendicular center line of the left side drive wheel is not the same line as the perpendicular center line of the right side drive wheel
  • Drive wheel diameters are not matched within CMAA Specification #70
  • Bridge drive motors are not producing same output speed, starting torque, etc.

 

In case you missed our Safety Webinar “Identifying Tracking Problems with Cranes,” you can view it here.

In-Depth Alloy Chain Sling Inspection Part 4: Stretch and Chain Elongation

Fri, 06/05/2015 - 01:00

This article is Part 4 of a 5-part blog series that will cover what professional riggers should consider when performing an in-depth alloy chain sling inspection. Today, we’ll discuss stretch and chain elongation.

Stretched Links

A visual link-by-link inspection is the best way to detect dangerously stretched alloy chain links. Reach should also be measured from the upper bearing point on the master link to the bearing point on the lower hook. The smallest sign of binding or loss of clearance at the juncture points of a link indicates a collapse in the links’ sides due to stretch. Any amount of stretch indicates overloading, and the chain should be removed from service.

Note that a significant degree of stretch in a few individual links may be hidden by the apparent acceptable length gauge of the overall chain. This highlights the importance of link-by-link inspection.

Alloy steel sling chain typically exhibits well over 20% elongation before rupture. The combination of elongation and high strength provides energy absorption capacity. However, high elongation or stretch, by itself, is not an adequate indicator of shock resistance or general chain quality and should not be relied upon by riggers to provide advance warning of serious overloading and impending failure. Overloading must be prevented before it happens by selection of the proper type and size of slings. Again, any amount of stretch is overloading and the chain should be removed from service.

There is no short-cut method that will disclose all types of chain damage. Safety can only be achieved through proper inspection procedures. There is no adequate substitute for careful link-by-link scrutiny.

Additional Resources:

In-Depth Alloy Chain Sling Inspection Part 1: Twisting & Bending
In-Depth Alloy Chain Sling Inspection Part 2: Nicks and Gouges
In-Depth Alloy Chain Sling Inspection Part 3: Wear & Corrosion

To learn more, view our Chain Sling Inspection Safety Webinar.
Want to get trained? Check out our Qualified Rigger 3 day Workshop.

Pfaff-silberblau Products Perform in “The Miracle of Bern”

Fri, 05/22/2015 - 01:00

Photo Courtesy of http://www.stage-entertainment.de/

Columbus McKinnon recently supplied Pfaff-silberblau brand products for a new musical venue in Hamburg, Germany. Stage Entertainment constructed the ultra-modern performance venue, “Theater an der Elbe,” capable of holding more than 1,800 spectators for the production of “The Miracle of Bern.”

Stage Entertainment commissioned Columbus McKinnon Engineered Products GmbH, based in Kissing, for the design, project planning and construction of the stage upper machinery and the “iron curtain” for the venue.

For the technical fire-protection equipment and the stage upper machinery, the company invested in tried-and-trusted stage technology from Pfaff-silberblau – our powerful DELTA electromechanical wire rope winches. These winches are designed to move the stage scenery and props quickly and precisely, while ensuring a maximum level of safety for the performers on the stage in accordance with the safety regulations for public performance venues BGV C1 and DIN 56950.

For the daily performances of the musical, more than 28 DELTA winches are used. Designed for loads between 650 kg and 1,500 kg, they move stage scenery and props with a speed of 1.2 m/sec and approximately 8 km of wire rope. The winches are anchored in a fly loft, which Pfaff-silberblau designed, produced and installed to meet specific customer requirements. Altogether, Pfaff-silberblau engineers installed a total of 15 tons of structural steelwork for the theatre’s fly loft. This is a great example of Pfaff’s products at work in a tough and challenging application.

In-Depth Alloy Chain Sling Inspection Part 3: Wear and Corrosion

Fri, 05/15/2015 - 01:00

This article is Part 3 of a 5-part blog series that will cover what professional riggers should consider when performing an in-depth alloy chain sling inspection. Today, we’ll discuss wear and corrosion.

Figure 1: Inspection for interlink wear can be easily detected by collapsing the chain.

When used in rigorous material handling applications, chain can easily become worn or corroded. It is important to inspect chain for defects on a regular basis to avoid an unsafe lifting condition or even operator injury. When corrosion and wear occur, it results in a reduction of link cross-section which can lead to decreased strength of the chain.

Corrosion can occur anywhere chain comes in contact with harsh chemicals, water or when it is used in tough environments.

Wear can occur in any portion of a link that is subject to contact with another surface. The natural shape of chain confines wear, for the most part, to only two areas. These are, in order of importance, (a) at the bearing points of interlink contact, and (b) on the outsides of the straight side barrels that may be scraped from dragging chains along hard surfaces or out from under loads.

Figure 1 illustrates the condition of interlink wear and shows how to inspect for it. Notice how easily such wear can be detected by collapsing the chain to separate each link from its neighbors. An operator or inspector can also check for corrosion using the same method.

When wear or corrosion is observed, the next step is to determine how severe the damage is and if the chain can still be safely used. General surface corrosion can be removed by cleaning and oiling the chain. If pitting is observed after cleaning and oiling, remove from service. Next, the operator should take a caliper measurement across the worn section of chain and compare it to the minimum allowable dimension for that chain.

See the chart below for minimum section dimensions or wear allowances for Grade 80 and 100 Chain. If the chain does not meet these minimum dimensions, it should be removed from service and replaced.

Stay tuned for our next part in this series where we’ll talk about Chain Inspection.

Additional Resources:

In-Depth Alloy Chain Sling Inspection Part 1: Twisting & Bending
In-Depth Alloy Chain Sling Inspection Part 2: Nicks and Gouges

To learn more, view our Chain Sling Inspection Safety Webinar.
Want to get trained? Check out our Qualified Rigger 3 day Workshop.

Understanding the Difference between Chain Grades and How They’re Used

Fri, 05/08/2015 - 01:00


Chain has been around for over a thousand years. It is one of the most versatile and reliable ways to lift, tension and tie down materials in a variety of applications. In the past, people would use any type of chain to lift something, tie down a load or tow a vehicle. Proper inspection, safety procedures and general standards of practice for chain were lacking.

In recent years, due to safety concerns and regulations, the industry has begun to differentiate between various materials and grades of chain and the specific applications they should be used for. ASTM (American Society of Testing & Materials), ASME (American Society of Mechanical Engineers) and OSHA (Occupational Safety & Health Administration) began to publish safety standards and regulations for the manufacturing, testing, use, inspection and repair of chain.

Grades of Chain
One of the safety measures implemented was to place chain in Grades based on the ultimate breaking strength of that chain. This number is what we see today G30, G43, G70, G80 & G100 and the common grades. The number after each letter is N/mm2. For example, G80 means that the maximum stress on the chain at ultimate strength is 800 newtons per millimeter squared.

Working Load Limit (WLL) of Chain
The other safety measure was identifying which types of chain are appropriate and strong enough for overhead lifting.
Anytime we move or lift a load it is dangerous. Moving a load along the ground has the advantage that the ground is supporting the load. We have to overcome the coefficient of friction to move the load. The chain’s working load limit does not have to match the weight of the load. It needs to be able to handle the tension applied, which is based on the surface that it is being moved over plus some fraction of the weight of the load. This can be calculated using formulas.

If we lift that same load off the ground, we now have to overcome gravity. The chain’s working load limit will have to be of sufficient strength to support the weight of the load plus any additional forces imposed by angles and hitch type(s) used.

Which Chain Grade Should Be Used for Which Type of Application?
Alloy Chain Grade 80 or Grade 100 should be used for overhead lifting. ASTM states that alloy chain shall be able to elongate a minimum of 20% before fracture (7.3.5). To ensure that alloy chain consistently meets this requirement, ASTM requires the use of certain alloying elements in the manufacturing of the steel for alloy steel chain. These alloys can vary from company to company, but some key requirements are specified by ASTM. The alloy properties also improve the wear and tear that the chain will experience.  Note that when chain is in use, no amount of stretch is allowed.

Carbon Grade 70 chain is a “heat treated” carbon steel chain that has no alloying elements added to the steel. This chain will elongate before breaking but does not have the properties needed for overhead lifting; therefore, Grade 70 chain is not intended for overhead lifting. This chain is designed for use as a tie down chain or lashing for transportation. Grade 70 chain has a gold chromate finish to help resist corrosion from continuous exposure to the elements and the rigors of highway use, such as road salts in the winter.

When any type of overhead lifting is required, use only alloy chain slings unless specified by the manufacturer. The preferred chain for load securement is Grade 70, but any grade of chain can be used for tie downs or tensioning. You have to know your tensions in order to select the proper chain. Refer to load securement safety standards FMCSA (Federal Motor Carrier Safety Administration), CVSA (Commercial Vehicle Safety Alliance), WSTDA (Web Sling Tie down Association) or the state regulations for more information.

Training is key in knowing how to properly size and use any type of chain for any application. Learn more about Columbus McKinnon training programs.

Watch our Safety Webinar on Load Securement.

#rigsafe: Promoting Safe Rigging in the Entertainment Industry

Thu, 04/30/2015 - 17:39

On Friday, April 24th we celebrated #RigSafe day, an initiative started by the United States Institute for Theatre Technology (USITT) to promote safe rigging in the entertainment industry. USITT asked companies to join the initiative by sharing rigging safety tips on social media under the hashtag #rigsafe.

Columbus McKinnon participated in the event, tweeting our rigging safety tips throughout the day. We received such favorable feedback on the information we shared that we wanted to share them with those of you who may have missed out!

Tip 1: Disconnect the power source.

Before removing end covers on any electric hoist, you MUST turn off and remove the electrical power from the motor. One of the most common mistakes when you’re in a rush is to make a hoist adjustment without disconnecting the power source. If you’re very lucky, you’ll just get a small electric shock, but even a little jolt can be very dangerous and cause injury.

Be sure to turn off the power and disconnect the power cable from the hoist and remember to always use proper lockout tagout procedures.

Tip 2: Fall protection matters in the entertainment industry.

Choosing a proper harness, finding the anchorage needed and using the proper lanyard for the work area are critical. Work areas constantly change and you need the correct setup to ensure a safe environment in every work area. Take a Master Rigging class to improve your skills and work safe. Learn more: http://owl.li/M2qG7

Tip 3: Have the proper rescue plan in place.

Without a proven and practiced rescue plan, a situation can become very complicated. If a fall were to take place, the person must be brought down in a safe and timely manner.  Once on the ground, first responders should tend to the victim, then take them to the hospital. No matter their condition, the person must be checked out by medical personnel at the hospital.

Tip 4: It is never acceptable to choke a round polyester sling to another round sling.

 

Shackles or appropriate connectors are the only acceptable method of connecting slings to one another.

Tip 5: Inspection and maintenance of rigging systems should be one of the most important safety concerns for a rigger.

Ongoing inspection is key to safe rigging, and safe rigging starts with the manufacturer. The manufacturer will guide you on equipment application and safety practices, training and maintenance procedures. Thank you, Fernando Hernandez from the VER Rigging Division, for sharing this tip with us!

Read more about USITT’s own rigsafe program.

Unique Uses for CM Industrial Rigging Equipment

Fri, 04/17/2015 - 01:00

As a manufacturing and engineering company, Columbus McKinnon places high value in STEM education – education encouraging students to pursue careers in Science, Technology, Engineering and Math. But, in recent years, STEM education has evolved into STEAM education, which aims to connect art to these areas of study to demonstrate how industrial products can contribute to creative artistic pursuits.

A perfect example of STEAM in a real-world application was initiated by our Channel Partner, American Crane. Artist, Janet Echelman, created an aerial art sculpture entitled “Skies Painted with Unnumbered Sparks” in Vancouver, Canada, that is suspended from the 24-story Fairmont Waterfront Building and the Vancouver Convention Center. Weighing more than 3,500 lbs., the sculpture is made of 145 miles of braided fiber and 860,000 hand/machine made knots.

To keep pedestrians safe as they walked below the sculpture, American Crane relied on CM Master Links and CM Master Rings. Known for their strength and durability, CM rigging products were perfect for this unique application with working loads limits ranging from 10,000 up to 86,000 lbs and a 4:1 design factor.

Without the use of heavy-duty equipment and engineering know how, such an impressive art installation would not have been safe or possible. This is just one unique example of how industrial technology contributes to making the world a more beautiful place.

A big thank you to our Channel Partner, American Crane, for sharing this unique application story with us!

In-Depth Alloy Chain Sling Inspection Part 2: Nicks and Gouges

Fri, 04/10/2015 - 23:00

This article is Part 2 of a 5-part blog series that will cover what professional riggers should consider when performing an in-depth alloy chain sling inspection. Today, we’ll discuss nicks and gouges.

When chain is used to lift, pull or secure materials, the outside surface of the links can come in contact with foreign objects that can cause damage. Nicks and gouges frequently occur on the sides of a chain link, which are under compressive stress, reducing their potentially harmful effects.

The unique geometry of a chain link tends to protect tensile stress areas against damage from external causes. Figure 1 shows that these tensile stress areas are on the outside of the link body at the link ends where they are shielded against most damage by the presence of interconnected links.

Tensile stress areas are also located on the insides of the straight barrels, but these surfaces are similarly sheltered by their location. However, gouges can cause localized increases in the link stress and can be harmful if they are located in areas of tensile stress, especially if they are perpendicular to the direction of stress. Refer to Figure 1.

Figure 2 shows nicks of varying degrees of severity. Reading clockwise, at three o’clock there is a longitudinal mark in a compressive stress area. Since it is longitudinal and located in a compressive stress area, its effect is mitigated, but good workmanship calls for it to be filed out by hand.

At about five o’clock there is a deep transverse nick in an area of high shear stress. A similar nick is located at six o’clock in the zone of maximum tensile stress. Both of these nicks can create a potentially dangerous escalation of the local stress and must be filed out with careful attention to not damage other parts of the chain link or chain. A nick that was located at eight o’clock has been filed out properly. Although the final cross section is smaller, the link is stronger because the stress riser effect of the notch has been removed. The remaining cross section can now be evaluated for acceptablity by measuring it and applying the criterion for worn chain. See the “Wear Allowances Table” below. 

Additional Resources:

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