ISSUE #4 - 2018
IN THIS ISSUE:
Cranes And Construction
Constructing A Sheet
And So Much More...
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B ISSUE #4 - 2018 marineconstructionmagazine.com
marineconstructionmagazine.com ISSUE #4 - 2018 1
TABLE of CONTENTS
Marine Construction® Magazine COVER
J.J. Smith & Company Inc. PHOTO
P.O. Box 1915
Naples, FL U.S.A. 34106 Photo Courtesy of:
marineconstructionmagazine.com Orion Marine Group,
Advertising & Subscription Information Houston, TX., U.S.A.
Call: (786) 510-1002 Anytime - Project
Days, Evenings or Weekends.
Houston, TX., U.S.A.
Steel & Piling Supplier:
JD Fields & Co. Inc.
Jennifer J. Smith
Let’s Talk Safety.........................................................................................4
EDITOR 5 Costs of Construction Delay.................................................................8
Christopher S. Smoot New Release: New Travel Lift Piers Fuel Local Economy......................14
New Release: Our distributor network is growing again! We welcome
ADVERTISING our newest distributor Rigs Sales Australia!.............................................16
[email protected] Cranes And Construction “Employer Responsibilities”................18
New Release: Involvement in Port of Esbjergs new East Port area.....24
GRAPHICS/LAYOUT/PRINTING New Release: Link-Belt TCCs Deliver for Challenging TEXRail Project.26
Presstige Printing New Release: Creative Pultrusions, Inc. Acquires
CARTOONIST/ARTIST Marine Construction Safety Practices...................................................34
Theresa M. McCracken News Release: Thern Celebrates 70 Years.............................................42
www.mchumor.com Rigging Accidents and What Could Have Prevented Them..............46
News Release: ShibataFenderTeam supports important lock project
CONTRIBUTING WRITER at Nesserlander Schleuse........................................................................50
S.S. Saucerman News Release: Joe Wagner Earns $1,000 DSC Dredge Best Paper
Freelance Writer for the Award at WEDA........................................................................................52
Building & Construction Industry Piling and the Duties of a “Pile Inspector”.............................................58
News Release: Denso Protal 600 Coal Tar Epoxy Coated Sheet Piles
Marine Construction® magazine is published every 2-months. for Harris County, TX for Flood Control....................................................60
All material with all contents are all the property of Marine Considerations When Constructing A Sheet Pile Wall...........................64
Construction® magazine. Marine Construction® magazine, web News Release: Underground Rotary Core Drill Rigs..............................70
site www.marineconstructionmagazine.com. All information Marine Contractors Insurance................................................................72
is protected, without limitation, pursuant to U.S. and foreign News Release: Festive opening ceremony of rubber mixing facility for
copyright and trademark laws. Contents may not be reproduced Shibata Industrial......................................................................................82
without prior written permission of the publisher, © 2015, 2016, General Marine Construction Safety Practices.....................................86
2017, 2018 J.J. Smith & Company; D.B.A. Marine Construction® Spud Barge Safety ................................................................................. 110
Magazine. All Rights Reserved. Printed in the U.S.A. Disclaimer:
The opinions expressed by the authors and/or editorials DEPARTMENTS
contained are those of the of the respective parties and do not
necessarily represent the opinion of the Publisher. Cartoons..........................................................................24, 84, 106
2 ISSUE #4 - 2018 marineconstructionmagazine.com
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LET’S from employees #1 and #2. This second The employer should also develop safe
TALK piling, which had also been sheared procedures and keep employees at a
SAFETY and was waiting for its wires to be cut, safe distance.
toppled over, crushing employee #1
At Marine Construction magazine we and grazing the chest of employee On may 10, 2002, employee #1, an
routinely receive emails/correspondence #2. Employee #1 died immediately. operator of the tug, was moving his
with regard to issues surrounding safety Employee #2 was hospitalized with tug to the shelter side of the barge. The
in Marine Construction. With this in mind, chest injuries. barge and two tugs were underway
we thought it only fitting that we would twenty minutes from the lucin rr cutoff
share in upcoming issues of Marine At approximately 6:05 p.M. On august where they had been extracting the
Construction magazine a current or 15, 1985, employee #1 was getting old wood pilings, when they were
past “safety story” that may in some ready to land a pile being set around a experiencing heavy waves from the
way, shape or form, prevent the same metal ring to form a cofferdam. He had southeast. Employee #1 removed
unfortunate incident from happening to moved his stirrups and the next pile was the port bow line from the barge. The
another. If this information causes any of swinging toward him when the pile he release of the line caused the tug to
us to rethink a certain assigned job, duty was positioned on suddenly dropped drift away from the barge. Employee #1
or task, then maybe in some small way, about 5 ft. The seat of his pants became attempted to regain control of the tug
we hope this information may contribute caught on the pile behind him and he so that he could release the port stern
in a positive manner. We hope so. was shot straight forward. Employee line. However, due to the attached
#1 fell approximately 30 ft, struck the stern line while the barge was moving,
At approximately 9:20 a.M. On june back of his head on the metal ring, the tug heeled over and took on water
4, 1988, employees #1 and #2 and a and slipped into the river. His body causing the tug to sink in 28 ft of water
coworker were shearing prestressed was removed 20 minutes later; he was and drowning employee #1.
precast reinforced 12” by 12” by 40 pronounced dead at the scene.
or 50 ft pilings that had been driven At approximately 3:00 p.M. On
as building supports for a new pulp At approximately 9:10 a.M. On december 23, 2003, employees #1 and
processing building. They were cutting november 14, 1988, employee #1 was a trackhoe operator were installing
the pilings to the appropriate elevation unloading 41 wood pilings that were 25 sheet pilings in a 9-foot-deep hole that
grade for the installation of the floor. ft long. He had removed the securing was dug for a manhole in a sewerline.
The procedure that had been used for chains and dropped the rear upright The pilings were to protect the
the past three years was that the initial support. He was dropping the front employees from cave-ins. Initially, the
shear of a piling would be performed support when a pin on the support operator would hold up each piling with
by a hydraulic cutter suspended by system sheared off, causing the pilings the trackhoe bucket, while employee
a crane and operated from a power to fall. Employee #1 was struck and #1 put it into place. Then, the trackhoe
unit at a distance from the piling. Since killed. would be used to push the piling into
each piling had four wire rope strands the mud. As the operator maneuvered
inside it, the pilings frequently remained Employee #1 and a coworker, the trackhoe to get it into position, the
standing after the initial shear and the both pile drivermen, were working bucket came into contact with a high
crew would then go back and use a in a storage yard separating two power line that contained 7,620 volts.
cutting torch to cut the strands before interlocked sheet pilings 33 and 23 ft Employee #1 came into contact with
the piling would fall. Employee #1, long respectively. The procedure was to the sheet piling and was electrocuted.
the signalman, was standing next to anchor one end to a horizontal pile of
employee #2, who was operating the sheeting with a chain sling connected At 11:00 p.M. On august 2, 2017,
power unit 23 ft away from the piling to a hole at one end of the 23 ft piece; an employee was working with two
that was being cut, and signaled him the other end was to be attached by a coworkers. They were handling winch
to release the cutter. Employee #1 chain sling hook through a hole at the cables lines and mooring lines in order
then signaled the coworker, who was opposite end of the 33 foot piece, with to move barges along the dock for
operating the crane, to lift the cutter off the master link attached to the load filling. The task of moving the barges by
the piling. At this point the piling toppled line of an american truck crane using a winch was routine and was conducted
and struck a second piling 14 feet away bolt type shackle. The crane operator 3 to 4 times per shift. While the deck
then lifted the assembly into a vertical winch/steel cable was being used to
position and applied a hoisting force pull a barge along the dock, the cable
to the anchored system to separate snapped and the employee was struck
the two pieces. After several tries the on the head. The wire line cable used
unlatched chain sling hook at the top on the winch was 3/4-inch diameter.
end of the piling disengaged, causing The manufacture required a 7/8-inch
the unsupported piling to fall and strike diameter for the winch. The employee
employee #1. He suffered serious head later died from head trauma after being
and body injuries and died. Employee transported to the hospital. n
#1 was wearing head protection, but
the piling weighed approximately
2,432 lb. A pile shackle or other positive
attachment should have been used.
4 ISSUE #4 - 2018 marineconstructionmagazine.com
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6 ISSUE #4 - 2018 marineconstructionmagazine.com
marineconstructionmagazine.com ISSUE #4 - 2018 7
5 COSTS OF
AbjNeecwt Take on an BIO: Steve (Stephen) Saucerman is a full-time commercial construction estimator/
Old Subject project manager for a Midwest general contractor and a freelance writer/author for
the construction industry. He also taught building construction technology part-time
at Rock Valley College in Rockford, IL for 11 years. Since 1976, his career includes
building materials, residential construction and commercial construction/project
By: S. S. Saucerman management. To dates, Saucerman’s feature articles have been published more than
2,000 times in construction-industry magazines and periodicals all over the world. He’s
Freelance Writer for the Building also published 2 books. Saucerman’s writing style is informative while entertaining,
& Construction Industry filled with common sense and experience (not ivory tower theory and jargon), and
relatable to the reader ... because he’s been there.
O k, you know by now that construction schedule from schedule delay and interruptions. This includes
delays are killers. That’s Construction 101. I’m also additional mobilization costs due to being interrupted
assuming you’re aware that delays cut into your during a phase of work originally anticipated to be
bottom line because you understand that the longer performed in one continuous exercise.
you tie up manpower and resources, the more you will ¡¡ Similar to that above but this time regarding additional
inevitably pay for: breaks in continuity from not having equipment
¡¡ Forced over/double-time rates to facilitate schedule and/or other specialized resources available when
targets and demands. required.
¡¡ Increased supervision and worker manhours which ¡¡ Penalties/fees associated with not meeting schedule
carry with them straight wages, fringes/benefits, demands - often in the form of liquidated damages
expediting/logistical time, human resource cost – and (LDs). LDs are monetary compensation (most often
all the expense that comes with having employees expressed as a ratio, such as $500/day) that the
on site. contractor must pay back to the client for each
day the construction project schedule extends past
¡¡ Extended jobsite general requirements and the promised (made at contract time) completion
conditions costs such that for storage trailers, offices/ date. In theory, LDs aren’t considered to be punitive
office supplies, phones/fax/computers, temporary (punishment) but more a recompense for things
utilities, fencing & security, dumpsters, porta-johns such as the client’s downtime, lack of productivity,
and the necessary things that keep a jobsite running loss of use/rents, or construction interim loan interest
smoothly. expense that may arise from his new building not
being ready to go. However - penalty or not - it is
¡¡ Bigger office and administrative salary outlays for not unusual to hear of a client threaten to assess LDs
project managers, safety officers, quality control to extract additional performance and/or otherwise
personnel and more (depending on the project). prod a tardy contractor along.
¡¡ Extended indirect/administrative expenses such as 5 NOT-SO-OBVIOUS COSTS OF CONSTRUCTION DELAY
insurances, bonding, accounting and document (i.e. So now that we’ve covered ramifications one
change orders) administration.
normally associates with prolonged project schedules
¡¡ Disruption in company cash flow in the form of 1) and the things many construction professionals already
having projected monthly payments come in lower understand, I’d like to go further and discuss a handful of
than expected due to the lengthening of the schedule (what I’ve found to be) less tangible - yet just as (more?)
(thereby ‘stretching’ out the finite contract amount consequential – fallouts from construction schedules
over more distribution periods and 2) unanticipated extending longer than they should. Let’s begin with:
deferment of the release of last-payment retention
monies and securities at the end of the project. 1. Diminished Worker Morale. Imagine you’re a
construction site superintendent overseeing a multi-
¡¡ Material price increases arising from materials being million-dollar project and you have the unenviable
ordered later than originally anticipated (this one task of coordinating perhaps 8-10 skilled trades (from
pops up a lot more than you think). different unions) and dozens of material deliveries
during any work day. Break a sweat yet? Ok, now
¡¡ Increased costs to store materials on site due to 1) let’s suppose each of these trade crews have their
longer periods of protection from the elements (to own agendas, motivations and opinions (of which
reduce damage), 2) security against theft/pilfering they’re seldom afraid to share ... funny how that is in
and 3) the dreaded ‘double-handling’ that goes construction) regarding virtually everything affecting
with moving materials back and forth for site access their work. Even on a ‘normal’ days, interaction
or other logistical reasons. between these parties and the superintendent can
be - well, tense.
¡¡ Costs associated with the disruption of your own
and/or a sub-contractor’s continuity that often result
8 ISSUE #4 - 2018 marineconstructionmagazine.com
marineconstructionmagazine.com ISSUE #4 - 2018 9
Now just for fun, let’s toss a completely unannounced company was partially responsible (as is often the
and highly volatile delay-grenade into the whole case; it’s seldom ONE culprit that single-handedly
mix and see what happens. It isn’t pretty (although sends a schedule south) for being behind, so the
perhaps enlightening if you happen to be an remedy isn’t going to be as easy as approaching the
anthropologist studying the de-evolution of man). client with a slam-dunk change order.
Just like that, everyone’s well-crafted schedules
are out the window and any/all previous goodwill So, what do you do now? The client wants the
and cooperation between parties is supplanted by exterior done. Period. He starts bringing LDs up in
attitudes far more mercenary and hostile. Friendly progress meetings. And after a few terse talks with
exchanges are replaced with sharp looks and crew your own corporate office (who are comfortably out
leaders seem to be spending inordinate cell minutes of the line of fire) you do indeed sheepishly ask for
explaining once again to corporate why they can’t a change order to cover the cost of the temporary
be in Houston on Monday. tenting, heaters, fuel, reduced productivity, added
supervision – everything you’ll need to complete
Before long, the work environment that started out your work in cold weather.
with so much potential and positivity at the beginning
turns dark and stormy as an almost visible burden It doesn’t go well. Because the client is well aware
lands on the shoulders of every souls unlucky enough you’re culpable for being behind, your request for
to be effected by the delay. And this added level of additional funds is received less than cheerfully and
pressure does something to a person. Individual pride instead you are rewarded with 15 colorful minutes
in one’s work almost inevitably grows less important of your client instructing you to insert your request
and the more primal need to just ‘get done and get deep within the confines of a wholly adult and
out of here’ takes over as the lone motive force for anatomically descriptive body location. In the end,
getting through the day. ‘Morale’, you ask? Well, you 1) ultimately eat the cost for winter weather and
maybe on the next job. 2) disenfranchise your client in the process – all due
to schedule creep.
2. Introduction of NEW General Requirement Costs. So,
it’s already a given that extended schedules cause 3. Heightened Exposure to Accidents & Liability. Here’s
one to pay more for general requirements (GR) - one we recently had happened to us on a project,
like those listed at the beginning of this article. This so we felt its impact firsthand. Most of us know that
is pretty straight-forward. But this makes one very in today’s world safety and accident-prevention
important assumption. It assumes the GR line item is no longer optional on the jobsite. The days of a
was even present at bid time. Let me explain. Take contractor treating the subject as an afterthought –
the following example: when the project was bid, it or something that’s addressed only after an actual
was assumed by the estimator that no cost provision accident occurs on site - are long gone. We live in
for winter weather construction (we’re a northern a litigative world and most commercial construction
contractor, so this comes up a lot with us) would be contracts call for strict safety and accident
required in the bid. This was a perfectly reasonable at prevention plans (in writing) and protocols before
the time and based on the projected work schedule any of your workers can go on site. One may even
included in the bid package. be judged for future work according to past safety
records or workers compensation scores.
Fast-forward to present: everyone’s on site and
working but the project schedule has been steadily It’s serious business and any risk manager worth
slipping over the past weeks and months and now - their salt will tell you that the primary way to reduce
lo and behold - the exterior work that you’d planned accidents on a jobsite is by decreasing your exposure
on performing in crisp, pleasant fall weather has now to those accidents (see where I’m going here?). It
been un-mercilessly pushed out until after Christmas. then follows that the longer your project schedule
But once again, let’s make matters worse (it’s way extends, the greater your exposure for potential
more fun that way). Let’s also suppose that your accidents will be. You can also factor the morale
argument into the equation stating that as the
project drags on, the greater the likelihood that a
worker’s caution, attentiveness and vigilance toward
all things safety-related may begin to weaken under
the yoke of schedule pressures.
4. Loss and Disruption of Future Work Opportunities.
A stark reality for most contracting firms is that
their company resources are (more or less) finite.
That is - regardless of size of scale – any particular
company model is built around a relatively static
number of employees in the field and a known
quantity of ancillary resources (i.e. equipment) that
10 ISSUE #4 - 2018 marineconstructionmagazine.com
marineconstructionmagazine.com ISSUE #4 - 2018 11
are available to them at any given time. If you’re promise, you’ve failed to deliver your ‘product’.
larger, the number is higher, smaller and there’s
not so much. Simple. This means that (with minor Which leads me to a phenomenon I’ve watched
exceptions involving temporary personnel and play out time and again over the many years I’ve
so forth) there’s generally no manpower to fill in been doing this. It goes like this: the contractor wins
once the company’s ‘stable’ of workers and/or the contract. It’s one of many jobs he’s juggling at
committed equipment has been exhausted. the time (doesn’t it always seem to be like that?)
and this happened to be the runt of the estimating
This restriction can hurt a company in two ways. First, litter at the time and so garnered the least attention
it can become a major factor in management’s to detail. After all, there are only so many hours in a
ability to go after future work. I can recount many day. Right? So, our contractor has mobilized on site
times in my own office where we’ve had solid and the work is underway, a mistake happens. It can
construction opportunities presented to us but be anything: a constructability issue, a missed cost
inevitably chose not to participate simply because item, maybe a bad cell on a spreadsheet causing a
(based on the information at the time) we wouldn’t hole in your scope.
have manpower available to perform the work
according to the proposed schedule. It’s always And though it doesn’t happen often, this time it’s
a difficult call because NO one likes to turn down a fairly substantial slip-up; enough of a misstep
work. And sure enough - a year later after all our to interrupt continuity on site and tack another
other schedules had played out and all the delays month onto the schedule. Of course, this in turn
had already wrought their havoc – we looked inflicts considerable distress onto the client who is
back and wished we’d gone after some of those a businessperson himself and (as you’re now finding
prospects. Now of course hindsight is 20/20 but it out) doesn’t suffer such gaffes well. Oh, but we’re
does demonstrate the effect schedule delays can not done. You see, the mistake itself wasn’t even
have on overall work flow. the worse part. The worse part was that:
Then there’s the flip-side: you DO choose to bid the IT HAPPENED EARLY IN THE SCHEDULE.
job based on your current manpower and resource Just two weeks in (on an eight-month schedule) and
projections and you (hooray!) win the bid. You made
a good choice based on the data at the time and already the lions-share of goodwill, comradery and trust
now you have a hard-won contract in hand and a you’d worked so hard to establish during the sales/bid
start date on the calendar. But here’s the thing: you period now lies faltering on life-support. But it’s not only
based your proposal on the fact that Crew A would the backlash from the mistake itself. From here on out -
be finishing up Project A roughly 2 weeks prior to this and all the way to punch- list - you’re virtually assured
new Project B’s start date. You even gave yourself to be under enhanced scrutiny, deeper analysis and
2 weeks of leeway. But in the interim between heightened distrust. Client’s don’t forget things like this
presenting your proposal and receiving the award and now his caution flags are straight up. It will take
letter, the [insert back-ordered critical path piece a ten-fold effort to coax them down again – if they
of equipment here] for Project A went belly-up on its ever go down. Unfortunately, you’ve been through it
promised delivery and Project A was now a month before so you know from experience that once you
behind. Just like that, BOTH projects - the one you’re land on the wrong side of a client’s suspicions, the only
doing and the other you’ve committed - are in peril. thing you can be assured of for the rest of the job is
And now, through little fault of your own, the only less leniency and a heightened, critical awareness
thing you have to look forward to is #5 on our list: of everything you do on site. As for the ‘benefit of a
doubt’? Forget it.
5. Loss of Client Trust. I saved this one for last because
– to me – it’s arguably the most devastating and CLOSING
destructive consequence of project schedules Construction project delay will never, ever go away
going on longer than promised. It’s about trust
- or more precisely, your client’s trust in you as a completely - not as long as humans are involved. But with
person and in your ability to deliver on your word. clear communication, strict discipline, and consistent
Building construction is a funny business. Though our enforcement of rules, policies, and expectations from
end-product may consist of gigantic monoliths of those running the project, the damaging effects of
solid concrete and steel, we are still very much a delay can be mitigated. And by reinforcing to every
service industry. Where manufacturers sell a tactile, member of your company – office and field - the
tangible widget that the customer may hold in doctrine that all delay is directly proportionate to X
their hand, we sell ourselves. Our client is paying number of lost dollars, you can forward the process
for our promise to deliver the many layers of service of transforming delay into something more tangible –
required to construct their project at an agreed-to something easier to quantify – wherein the ability to
price by an agreed-to time. If you should break that effectively target and (hopefully) implement remedies
will prove that much simpler to those in charge of such
tasks. Good luck! n
12 ISSUE #4 - 2018 marineconstructionmagazine.com
STEEL New DZ Profile
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800-233-6228 marineconstructionmagazine.com ISSUE #4 - 2018 13
NEW TRAVEL LIFT PIERS FUEL
Marina del Rey, California, USA – 11 October 2018 – Big Construction took place in phases, one dock at a time.
boats mean big money. They also mean big equipment This allowed the majority of boaters to stay in the marina
when it comes to repairs. Large vessels often have trouble during construction. Staying open means the marina can
finding boatyards in Southern California that are capable of keep current tenants and sustain cash flow.
servicing them, until now.
“Every project is unique and we work hard to make the
Boat owners in the region have a new option with the transition as smooth as possible for our clients,” said Eric
installation of a 100-ton travel lift pier at the The BoatYard Noegel, manager of project development for Bellingham
at Marina del Rey. The new Marine Travelift has opened up Marine.
The BoatYard to a much larger market. From fishing boats to
catamarans, there is a local demand for a machine of this The BoatYard at Marina del Rey is a full-service boat repair
stature. yard and marina. It provides customers with a one-stop shop
to handle all of their boating needs.
The lift sits on one of three new fixed concrete piers built
by Bellingham Marine. The piers have 35 ton, 100 ton, and Bellingham Marine is the world’s leading marina design-
135 ton capacities. In addition, Bellingham built the new build construction company. The company specializes in
114-slip marina. Included are new concrete floating docks, floating docks, platforms and wave attenuation systems for
aluminum gangways, and modern dockside utilities. The marinas worldwide. Visit www.bellingham-marine.com for
majority of the existing concrete guide pile are still in use. more information.n
14 ISSUE #4 - 2018 marineconstructionmagazine.com
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CRANES AND CONSTRUCTION
Employers who operate cranes on a construction site any problems found by the inspectors that either needed to
are responsible for complying with all aspects of the be fixed or that need to be checked in future inspections.
standard, but other employers whose personnel work These documents must be made available to all persons
at the site have responsibilities as well. These employer duties who conduct inspections under the standard, including
are consistent with OSHA’s multi-employer policy, which the shift inspections you must conduct while operating the
recognizes that the Occupational Safety and Health Act crane. If the lessor cannot produce the required inspection
imposes compliance duties on (1) employers who create or documents, you will need to conduct an annual inspection
control hazards, (2) employers whose employees are exposed and document the results of that inspection before operating
to hazards, and (3) employers with general supervisory the crane.
authority over a worksite. Question 3: I lease a crane to a construction contractor and
The following Questions and Answers explain the compliance provide an operator for the crane. While on the site, the
duties of different employers under various common situations. operator is supervised exclusively by the lessee’s foreman. Do
Question 1: I own and operate a crane on a construction I have any responsibilities under the standard?
site. The crane operator is my employee. What are my Answer 3: Yes. You must comply with all requirements of the
responsibilities under the standard? standard because your employee, the operator, would be
Answer 1: You must comply with all requirements of the exposed to any hazards resulting from the crane’s operation.
standard, as you control all hazards the crane may create. Moreover, you are responsible for any violations caused by
Question 2: I operate a leased crane on a construction site. the crane operator because you are the operator’s employer
The crane’s lessor has informed me that the crane meets and the lessee is relying on the operator’s knowledge and
OSHA’s standard. Can I rely on the lessor’s word and assume skills to ensure that operations are conducted safely.
that the crane complies with the standard? Question 4: I lease a crane to a construction contractor. I do
Answer 2: No. As the employer operating the crane you not provide an operator with the crane. However, when the
are responsible for complying with all requirements of the lessee tells me that the crane requires maintenance or repair,
standard. Even if the lessor states that the crane meets the I send my mechanic to do the necessary work. Do I have any
standard, you must take steps to verify that claim. One way responsibilities under the standard?
to verify their claim is to ask the lessor for the most recent Answer 4: Yes. Because the mechanic is your employee,
monthly and annual inspections reports, which will identify you must comply with section O.S.H.A. Standard 1429
(Qualifications of maintenance and repair workers), and you
are responsible for any hazards that result from the actions
of your mechanic that expose other workers on the site to
hazards. In addition, you are responsible for any violations to
18 ISSUE #4 - 2018 marineconstructionmagazine.com
which your mechanic is exposed while he/she is working on
Question 5: I lease a crane to a construction contractor. I do
not provide an operator for the crane, nor do I have anyone
inspect or repair the crane while it is on the site. Do I have any
responsibilities under the standard?
Answer 5: No. An employer who leases (or sells) a crane but
does not send any employees to the worksite where the
crane is used is not subject to the standard. However, as
noted in Answer 2, the lessee is responsible for the condition
of the crane and may ask you to produce written records of
past crane inspections or to provide other information about
Question 6: I am a contractor on a construction site. Another
contractor is using a crane on the site. None of my work
involves the crane. Do I have any responsibilities under the
Answer 6: Yes, because your employees may be exposed
to hazards caused by the crane’s operation. For example,
if a crane collapses due to being overloaded, employees
working elsewhere on the site can be killed or injured. And if,
for example, a crane makes electrical contact with a power
line, any employee touching or even near the crane can be
Even though you are not operating the crane, you must
be aware of potential crane hazards and are responsible
for protecting your employees against hazards you can
reasonably foresee. You must take reasonable steps to
protect your employees. For example, if you are concerned
with a crane’s stability due to potential overloading, unstable
barge conditions, or high winds or wave action, you must
satisfy yourself that the crane is stable before allowing your
employees to work where they would be in danger if the
crane collapses. One way is to ask the company operating
the crane or the controlling contractor on the site whether all
necessary precautions are being taken to ensure the crane’s
stability. Also, you have a duty to train your employees in the
hazards associated with their work, including those that might
arise from working near a crane.
Question 7: What training must I provide to my employees?
Answer 7: Training that must be provided under the standard to
equipment operators, signal persons, competent and qualified
persons, maintenance and repair workers, and workers who
work near the equipment can be found by reading O.S.H.A.
Section 1430. Additional training requirements are specified
in other provisions of the standard. In addition, 1926.21(b)
(2) requires employers to train construction workers how to
recognize and avoid the hazards associated with their work
and, depending on the circumstances, may require training
in topics not listed in the cranes and derricks standard. n
marineconstructionmagazine.com ISSUE #4 - 2018 19
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marineconstructionmagazine.com ISSUE #4 - 2018 21
DRIVING E QUIPMENT, INC. AME
NDATION ERICAN PILE
INVOLVEMENT IN PORT OF
ESBJERGS NEW EAST PORT AREA
The German based Headquarters of ShibataFenderTeam The fender systems were delivered in different variations:
recently completed an order for the Port of Esbjerg in 22 Element Fender systems consisting of 4 rubber Element
Denmark. 27 sets of FE 1000 Element Fender Systems were Fenders and one closed box steel panel (2 m x 5 m), and
delivered, as well as 29 sets of Pillar and T Head Bollards with five of the systems were engineered with a different design,
different capacities. consisting of 8 rubber Element Fenders each, and two
closed box steel panels (2 m x 5 m), both hinge-connected.
The Element Fender systems and bollards were installed
at the new East Port area at the Port of Esbjerg where Blue The master plan of the port was successfully put into
Water Shipping operates a new multiterminal. practice, and includes two new RoRo ramps and improved
conditions for RoRo traffic, which, according to the port, is
The development of the eastern port areas was based one of the core business areas for Esbjerg. The new terminal
on the 2004 master plan. According to Ole Ingrisch, Port and the RoRo facilities are also used from the wind turbine
Director, the goal was to create a flexible port area which industry and DFDS for their Immingham – Esbjerg route.
can be adapted to suit customers’ needs. Therefore not
only a new multiterminal was needed in this area, but Completion of the terminal is planned for spring 2018.
as well new fendering for the expected RoRo vessels.
ShibataFenderTeam’s Element Fender suited best for the We wish the Port of Esbjerg successful operations for the
customer’s need and had proven to work well on other East Port area. n
areas of the port.
24 ISSUE #4 - 2018 marineconstructionmagazine.com
LINK-BELT TCCS DELIVER FOR
CHALLENGING TEXRAIL PROJECT
Lexington, KY - March 7, 2018 - TEXRail is a 27.2 mile under existing overpasses,” said Wes Dowd, Operations
commuter rail system that will operate between downtown Superintendent for Davis Crane Service.
Fort Worth, Texas in Tarrant County and DFW International
Airport. Contract for the project was awarded to joint- “Adding the TCC-1100 was an eye opener to the
venture Archer Western - Herzog for $998 million USD. Davis telecrawler market for us. We quickly saw the advantages.
Motor Crane Service of Irving, Texas was selected as the So when the TCC-2500 came available we did our homework
contractor for bridge beam placement. and checked and double checked our measurements and
added it to our fleet. We feel that both of these cranes
“We needed a solution for a 250-ton class crane that really give us an advantage to deliver on the unique hoisting
could walk with a load. Multiple rail closures and tight setups needs of our customers,” said Dowd.
also meant that we could not use a crane that needed the
time and space to set outriggers. The final requirement was Please visit Link-Belt’s press site at http://www.linkbelt.
a crane that gave us the necessary headroom clearance com/ftphome.htm to download a news release and images
for this story. n
26 ISSUE #4 - 2018 marineconstructionmagazine.com
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31,300 630 110.8
ESZ17-630 31.1 157.4 30.31 24.7
1,670 21,496 770 120.7
266.6 24.80 26.7
ESZ18-630 33.6 36,410 630 130.5
1,805 266.3 27.56 21.7
36,360 700 105.7
ESZ19-630 36.1 277.5 27.56 22.7
1,940 37,890 700 110.6
288.7 27.56 23.6
ESZ17-700 32.3 39,420 700 115.4
1,735 299.2 27.56 24.6
40,860 700 120.2
ESZ18-700 33.6 310.3 27.56 25.6
1,805 42,380 700
409.1 27.56 125
ESZ19-700 34.9 55,870 700 26.2
1,875 438.0 27.56 127.9
59,810 700 28.3
ESZ19-10/10 36.1 466.8 27.56 138.1
1,940 63,750 700 30.4
667.3 27.56 148.4
ESZ20-700 37.4 91,130 700 34.0
2,010 688.4 27.56 166.1
94,000 700 35.2
ESZ24-700 45.3 709.3 27.56 171.8
2,435 96,860 700 36.3
730.2 27.56 177.4
ESZ26-700 48.4 99,720 700 37.5
2,600 751.3 27.56 183.1
102,590 700 38.7
ESZ28-700 51.4 188.8
More sections will be available soon.
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CREATIVE PULTRUSIONS, INC.
Alum Bank, PA – Creative Pultrusions, Inc. (CPI), a leading markets. A larger sales network and presence gives us the
pultrusions manufacturer, is pleased to announce its tools to educate new market spaces about the advantages
successful acquisition of Composite Advantage (CA) on of FRP. Our team is excited about the opportunity to work
October 5, 2018. Composite Advantage will be a division with the composite groups and to make a bigger impact in
under CPI, a subsidiary of Hill & Smith Holdings PLC. communities with FRP composites.”
Composite Advantage is an engineered solutions supplier Shane E. Weyant, CEO/President of CPI, commented,
of innovative Fiber Reinforced Polymer (FRP) products for “We are pleased to announce this acquisition and welcome
major infrastructure markets. CA’s unique infusion technology CA into our expanding composite groups. CA’s products,
combines progressive designs with the capability to mold combined with their advanced infusion manufacturing
large parts, perform on-site assembly, and support customer technology, will be greatly beneficial to our composite
installations. groups. We commend Scott, Andy, and the CA Team for
their dedication and their success in expanding CA. We
Since 2005, CA has developed lightweight, high-strength, want to continue our aggressive development of composite
cost-effective, FRP goods for structurally demanding products and solutions. We are excited about the future
applications and corrosive environments. CA offers a of our composite groups as we strategically position our
comprehensive menu of products ranging from bridge business units to expand the composite marketplace.”
decks, trail bridges, cantilever sidewalks, and rail platforms
to fender protection systems, pilings, naval ship separators, Established in 1973, Creative Pultrusions is located in
and other waterfront structures. Alum Bank, Pennsylvania, and is a subsidiary of Hill & Smith
Holdings PLC, an international group with leading positions
“For more than a decade, we have helped to in the design, manufacture and supply of infrastructure
build industry adoption of FRP composite products in products and galvanizing services to global markets. It serves
infrastructure, waterfront, and rail applications,” says Scott its customers from facilities principally in Australia, France,
Reeve, president of Composite Advantage. “Teaming with India, Norway, Sweden, UK and the USA. Headquartered
Creative Pultrusions Inc. and the Hill and Smith composite in the UK and quoted on the London Stock Exchange (LSE:
groups allows us to expand the way we serve our customers. HILS.L), Hill & Smith Holdings PLC employs some 4,400 staff,
With the wider range of products within the composite principally in 7 countries. n
groups, we will deliver even more valuable system solutions
for our customers. We will also have the resources to further
the growth of CA and expand FRP applications in our current
30 ISSUE #4 - 2018 marineconstructionmagazine.com
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NEW NOW OFFERING PILE CRUSHING AND UNDERWATER PILE CUTTING
When pile driving over water or performing any BARGE ACCESS
type of marine construction, there are numerous 1. Ramps for access to barges shall be of adequate strength,
safety precautions one should consider. While the
following is only a brief synopsis of some of the more common provided with side boards, well maintained, and properly
areas of concern, anyone performing such work should secured.
always proceed with caution. 2. Unless employees can step safely to or from the wharf,
float, barge, or river towboat, either a ramp, or a safe
GENERAL walkway, shall be provided.
1. Ring buoys shall be provided and readily available at 3. Jacob’s ladders (marine rope or chain ladder) shall be
of the double rung or flat tread type. They shall be well
intervals not exceeding 200 feet on all structures over maintained and properly secured.
water under the course of construction. 4. A Jacob’s ladder shall either hang without slack from its
2. Safety nets and safety harnesses are required lashings or be pulled up entirely.
3. Where employees are concentrated in groups, there 5. When the upper end of the means of access rests on or is
shall be additional ring buoys consisting of not less than flush with the top of the bulwark, substantial steps properly
1 additional buoy for each 25 employees in that area. secured and equipped with at least one substantial hand
Portable standards or equivalent means to hold the ring rail approximately 33 inches in height, shall be provided
buoys in plain view shall be provided. between the top of the bulwark and the deck.
4. Protection against such hazards as reptiles (snakes), 6. Obstructions shall not be laid on or across the gangway.
alligators, sharks and other animals. 7. The means of access shall be adequately illuminated for
5. Life vests, life preservers, and life (ring) buoys; its full length.
6. All floating rigs, with the exception of small work rafts or 8. Unless the structure makes it impossible, the means of
pontoons, shall be equipped with at least 2 ring buoys. access shall be so located that the load will not pass over
7. Lifesaving boats, manned boats (motor driven if necessary) employees.
shall be provided. 9.
8. Adequate toilets, wash stations and the like are readily
available on board. BARGE FIRST-AID AND LIFESAVING EQUIPMENT
1. The employer shall ensure that there is in the vicinity of
ANCHOR HANDLING BARGE
1. Vessels meeting the definition of anchor handling barge each barge in use at least one U.S. Coast Guard-approved
30-inch lifering with not less than 90 feet of line attached,
should have: and at least one portable or permanent ladder which will
a. All deck surfaces of the pontoon or barge shall be above reach the top of the apron to the surface of the water.
If the above equipment is not available at the pier, the
the water. employer shall furnish it during the time that he is working
b. Means for limiting the applied load, such as mechanical the barge.
2. Employees walking or working on the unguarded decks
means or marking the draft of the barge corresponding of barges shall be protected with U.S. Coast Guard-
to the rated load, shall be provided. Calculations shall be approved work vests or buoyant vests.
available and the barge shall be tested to verify rated
c. A ratchet and pawl shall be provided for releasing the
load from the hoisting machinery brake.
2. An operating manual/procedure shall be available for
use by the operator. The operator shall be trained in the
anchor handling barge systems operation.
a. If additional external load is superimposed above
that which can be hoisted with the onboard hoisting
machinery, then a chain stopper shall be used to remove
the external load from the A-frame and hoist machinery.
b. An anchor handling barge may be used for anchor
handling low lifting of loads such as anchor buoys/
weights, dredge pipe, submerged pipeline, pontoons,
and other loads provided they do not exceed the load
rating of the anchor barge. If used for any other lifting
application, the work platform will be considered a
34 ISSUE #4 - 2018 marineconstructionmagazine.com
marineconstructionmagazine.com ISSUE #4 - 2018 35
BARGE MATERIAL HANDLING derrick or vessel with an auxiliary shipboard crane shall meet
Operations fitting the definition of “material handling” shall be the USCG requirements for “Lifting”.
performed in conformance with applicable requirements of The load rating of a floating crane/derrick shall be the
Part 1918, “Safety and Health Regulations for Long Shoring”. maximum working loads at various radii as determined by the
The term “Long Shoring Operations” means the loading, manufacturer or qualified person considering list and trim for
unloading, moving, or handling of construction materials, each installation. The load rating shall specifically reflect the:
equipment and supplies, etc. into, in, on, or out of any vessel design standard; machine trim; machine list; and dynamic/
from a fixed structure or shore-to-vessel, vessel-to-shore or environmental loadings anticipated for the operational
fixed structure or vessel-to-vessel. envelope of the floating crane/derrick or auxiliary shipboard
BARGE WORKING SURFACES crane. A Naval Architectural Analysis shall be performed to
1. Employees shall not be permitted to walk along the sides determine these parameters that shall be used in generating
the load rating.
of covered lighters or barges with coamings more than 5 1. The load rating is dependent upon the structural
feet high, unless there is a 3-foot clear walkway, or a grab
rail, or a taut hand line is provided. competence of the crane or derrick, rope strength, hoist
2. Decks and other working surfaces shall be maintained in capacity, structural attachment to the floating platform,
a safe condition. and stability and freeboard of the floating platform.
3. Employees shall not be permitted to pass fore and aft, 2. When deck loads are to be carried while lifting, the
over, or around deck loads, unless there is a safe passage. situation shall be analyzed for modified ratings.
4. Employees shall not be permitted to walk over deck loads 3. When mounted on barges or pontoons, the rated loads
from rail to coaming unless there is a safe passage. If it is and radii of land cranes and derricks shall be modified as
necessary to stand at the outboard or inboard edge of recommended by the manufacturer or qualified person.
the deck load where less than 24 inches of bulwark, rail, The modification shall be evaluated by the qualified
coaming, or other protection exists, all employees shall person specific to the floating platform mounting the
be provided with a suitable means of protection against crane.
falling from the deck load. 4. Load charts shall be generated based on the crane load
COFFERDAM WORK rating for floating service. In addition, the load charts for
Cofferdam work presents safety problems unique to this type floating service shall comply with the specific standard it
of construction. Among them are limited access, limited work was designed to and clearly explain the floating platform
areas, damp or wet footing, and deep excavations. Provisions and dynamic/environmental parameters that apply to
must be made for safe access in terms of adequate walkways, the load chart.
rails, ladders, or stairs into and out of the lower levels. The load chart should, at a minimum, identify the following:
a. Draft limits (with deck cargo considered),
The work may be within a waterway, in which case additional b. Vessel motion limits,
safety regulations may apply. These would include provisions c. Vessel and crane list/trim limits, and
for flotation devices, boats, warning signals, and suitable d. Vessel condition (e.g., dry bilges, watertight integrity, etc.).
means for a rapid exit. The Construction Safety Orders should e. Crane manufacturer Notes, or reference to them.
be consulted for specific requirements. f. Safe Working Load Chart with:
CRANE BARGES, FLOATING DERRICKS, ETC. ¡¡ Mode of operation,
During lifting operations, the stability of the floating crane/ ¡¡ Environmental limits,
¡¡ Capacity (net or gross),
¡¡ Load, boom elevation, radius (with list/trim considered),
¡¡ Crane configuration, such as:
• Boom length,
• Amount of counterweight,
• Parts of wire, and
• Block size.
All crane manufacturer capacity tables should include the
boom elevation in degrees from the horizon at each noted
36 ISSUE #4 - 2018 marineconstructionmagazine.com
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capacity. Additionally, the capacity should be clearly ratings due to increased loading from list, trim, wave
defined (i.e., net or gross). action, and wind. This rating will be different for each size
of pontoon or barge used. Therefore, the load rating of
Stability - operating list or trim. Unless the crane or derrick barge or pontoon-mounted land cranes and derricks shall
manufacturer recommends a lesser value, the following shall not exceed that recommended by the manufacturer
be the maximum allowable list or trim: for the particular barge or pontoon under the expected
1. Cranes, designed for barge or pontoon mounting, rated at environmental conditions.
b. All deck surfaces of the pontoon or barge shall be above
25 tons (22,680 kg) capacity or less shall have a maximum the water.
allowable list or trim of 5º. c. The entire bottom area of the barge or pontoon shall be
2. Cranes, designed for barge or pontoon mounting, rated at submerged.
25 tons (22,680 kg) capacity or more shall have a maximum d. Provide tie-downs for derricks to transmit the loading to
allowable list or trim of 7º, although 5º is recommended. the barge or pontoon.
3. Derricks designed for barge or pontoon mounting, rated e. Cranes shall be blocked and secured to prevent shifting.
at any capacity shall have a maximum allowable list or
trim of 10º. ENVIRONMENTAL CONSIDERATIONS
4. Land cranes and derricks mounted on barges or pontoons 1. The project supervisor shall obtain daily weather forecasts
shall have a maximum allowable list or trim of 5º or the
maximum allowed by the crane manufacturer. before beginning work and as frequently thereafter as
STABILITY - DESIGN LOAD CONDITIONS: required to monitor any potential weather problems.
1. Cranes or derricks designed for barge or pontoon mounting 2. When a local weather storm warning exists, consideration
shall be stable. The following shall be the minimum allowable shall be given to the recommendations of the manufacturer
freeboard: for securing the crane.
a. Rated load, 60-mph (26.8-m/s) wind, 2-ft (0.6-m) minimum 3. Work shall be halted when environmental conditions
freeboard; exceed those delineated on the load chart.
b. Rated load plus 25%, 60-mph (26.8-m/s) wind, 1-ft (0.3-m) Truck- and crawler-cranes shall be attached to the barge or
minimum freeboard; pontoon by means of a tie-down system with some slack.
c. High boom, no load, 60-mph (26.8-m/s) wind, 2-ft (0.6-m)
minimum freeboard; MOVEMENT DURING LIFT OPERATIONS IS NOT PERMITTED.
d. For backward stability of the boom - high boom, no load, When loads approach the maximum rating of the crane or
full back list (least stable condition), 90-mph (40.2-m/s) derrick, the person responsible for the job shall ascertain that
wind. the weight of the load has been determined within +/- 10%
e. (4) For backward stability of the boom - high boom, no before it is lifted.
load, full back list (least stable condition), 90-mph (40.2- Means shall be provided for the operator to visually determine
m/s) wind. the list and trim of the barge or pontoon, as well as machinery
2. Land cranes and derricks mounted on barges or pontoons: list and trim in rotating crane cabs.
a. Barge- or pontoon-mounted land cranes require modified Principal walking surfaces shall be of a skid-resistant type.
Boom stops shall be provided to resist the boom fall
A boom angle indicator readable from the operator’s station
shall be provided on all floating cranes.
All floating cranes/derricks and shipboard auxiliary cranes
shall be fitted with load limiting devices (LLDs) or load
indicating devices (LID).
1. Duty cycle operations are exempt from these requirements.
2. Duty cycle cranes performing occasional non-critical lifts
shall comply with the following:
a. Total weight of load and rigging is known or calculated;
b. Load chart is reviewed for weight and planned radius;
c. Informal pre-lift meeting is held between all personnel
directly involved (operator, rigger, etc.) to review
the conditions present for that lift (environmental,
38 ISSUE #4 - 2018 marineconstructionmagazine.com
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Products referred to are underwritten by the insurers of ProSight Specialty Insurance Group: New York Marine and General Insurance Company,
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marineconstructionmagazine.com ISSUE #4 - 2018 39
All floating cranes/derricks and crane barges shall be recovery of the skiff, before the initiation of work at the site
equipped with wind speed and direction indicating devices and periodically thereafter as specified by the GDA (but at
within clear view of the operator’s station. least monthly or whenever new personnel are involved).
FLOATING PILE DRIVING RIGS
1. When pile drivers are working over water, all relevant SKIFFS SHALL BE KEPT AFLOAT OR READY FOR INSTANT LAUNCHING.
Required equipment must be onboard and meet or exceed
precautions for work over water should be taken in USCG requirements and the requirements of Section 19 of this
accordance with this code and in particular a suitable manual. Skiffs shall be equipped as follows:
boat should be kept readily available at all times. 1. Four oars (two if the skiff is motor powered);
2. All members of floating pile driving crews should be trained 2. Oarlocks attached to gunwales or the oars;
to handle boats. 3. One ball-pointed boat hook;
3. Floating pile driving rigs should be provided with a whistle, 4. One ring buoy with 70 ft (21.3 m) of 3/8-in (0.9-cm) solid
siren, horn or other effective signaling equipment.
4. Floating pile driving rigs should be provided with adequate braid polypropylene, or equivalent, line attached; and e.
fire-fighting equipment. PFDs in number equaling the skiff rating for the maximum
5. The weight of machinery on a floating pile driving rig should number of personnel allowed on board.
be evenly distributed so that the deck of the installation is In locations where waters are rough or swift, or where
horizontal. manually-operated boats are not practical, a power boat
6. Steel barge hulls should be divided into watertight suitable for the waters shall be provided and equipped for
7. Watertight compartments should be provided with siphons Skiffs and power boats shall have flotation tanks or buoyant
for the removal of water seepage. material capable of floating the boat and its equipment and
8. Barge deck hatches should have firmly fastened covers the crew.
that fit flush with the deck. On vessels (e.g., skiffs) without permanently mounted
9. Sufficient sheaves should be provided on the barge navigation lights, portable battery-operated navigation lights
deck to enable the crane or pile driving rig to be safely will be available and used for night operations.
maneuvered in any direction and safely secured in
position. OPERATIONAL GUIDANCE
10. Regular head counts should be taken of the pile driving 1. Operators shall monitor the wire lead from the boom tip
carefully to ensure that limits on off-lead and side-lead
LIFESAVING AND SAFETY SKIFFS identified in the load chart are not exceeded.
At least one skiff shall be immediately available at locations 2. Operators shall monitor environmental criteria for
where employees work over or immediately next to water. compliance with the criteria set forth in the load chart.
Personnel trained in launching and operating the skiff shall be 3. Operators should be aware that safety devices such as
readily available during working hours. Lifesaving personnel LLD(s) and LMI(s) do not offer protection against loads
shall perform a lifesaving drill, including the launching and generated by relative motions between a floating crane
and a fixed object to be lifted.
4. Whenever practical, crane use during buoy tending shall
be limited to lifting the freely suspended buoy clear of the
water onto the vessel.
5. Bilges shall be kept as dry as possible to eliminate the
adverse effect of free surface (sloshing liquid).
All lifts must be planned to avoid procedures that could
result in configurations where the operator cannot maintain
safe control of the lift. (A plan, in this case, might be a quick
discussion with the deck crew, and a verification of the
Lifts shall reflect floating operational parameters such as:
anticipated values for wire leads unknown load for extractions,
and upper limits on crane force. n
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NEWS THERN CELEBRATES
RELEASE 70 YEARS
need for technically skilled employees.
In 2018, Thern, Inc. is celebrating its 70th Anniversary Custom sales carried the company well into the 80’s, when
and recently hosted an event at their facility in Winona, tough economic times and strong competition forced Thern
Minnesota to celebrate the occasion. Thern is a leading to restructure itself. Fred again pioneered a new marketing
manufacturer of industrial quality hand winches, power approach by actively seeking out niche markets and
winches, and cranes. tailoring Thern’s products to meet their needs. These efforts
resulted in a line of portable davit cranes for the wastewater
At the celebration, the company took time to reflect industry, large electric winches for rail car and barge pulling,
on its humble beginnings, the many accomplishments and a highly popular series of portable power winches.
achieved through seven decades of operation, and how its
employees shaped its success. THE 90’S AND 2000’S
In January 1991, Royal Thern passed away and left Thern,
In 1948 Royal G. Thern founded Thern Machine Co. and Inc. in the capable hands of Fred Morgan. In 2000, Fred’s
son Tedd Morgan joined Thern’s Marketing Department and
set up shop in a 20 x 40 cement block building on 4th Avenue in 2013 was promoted to President/CEO. While Fred stepped
in Goodview, MN. Roy was a 1934 graduate of the University aside as CEO, he continues to remain active in the business,
of Wisconsin in mechanical engineering and had served both as member of the board of directors as well as assisting
in the Air Force during WWII. Roy applied his engineering from time to time with sales opportunities outside of the
skill to designing and manufacturing a variety of products United States.
for agricultural and industrial uses. Some of Thern’s early
products included a corn sheller, a lever operated chain Thern continued to develop products for niche markets,
hoist, a general-purpose hand winch and a cordwood saw while at the same time reengineering many of the products,
frame. One of the most successful early products was their which the company had been manufacturing since the
differential chain hoist. early 1960’s. In 2002 Thern introduced a line of winches and
hoists designed for use in the theatre industry. Since then,
Throughout the 1950’s and 60’s, Roy sold most of his Thern has developed a complete line of theatre rigging
products through the Sears Roebuck and Montgomery Ward products and has grown from being a bit player to become
catalogs. These sales provided a strong base income for the a significant supplier of rigging products in the Entertainment
fledgling company, which allowed Roy to research and Industry.
develop numerous additional products. It was during the
late 50’s and early 60’s that Thern designed and developed TODAY
many of the hand winches, power winches, and cranes, In 2013 Thern acquired LVH Entertainment Systems in
which became the core of the business for the next thirty
years. During this time Thern saw more and more business California as an installer for Thern’s line of theatre rigging
from industrial customers, where their products were used in equipment as well as lighting and electrical products. This
plant operations and OEM applications. acquisition allowed Thern’s engineers to gain first hand
knowledge about the installation and use of the theatre
Sales through Sears and Wards remained a large products and make many useful upgrades and extensions
component of the business until the late 70’s, when liability to the product line.
concerns and foreign competition drove Thern out of these
catalogs. The ability to change and adapt to shifting market
demands and competition has allowed Thern to thrive
THE 70’S AND 80’S both at home and abroad, expanding its customer base
Roy’s son-in-law, Fred A. Morgan, joined the Thern sales from its humble beginnings to making regular shipments to
force in 1977, at a critical time for the company. Industrial customers in Latin America, Europe, and Asia. Throughout
sales were slow and with the loss of Sears and Wards the years, one thing remains a constant...Thern’s dedication
customers, plus competitive products coming out of Asia, to meeting the needs of their customers. As Thern begins its
Thern faced a gloomy future. next decade of operation, the focus will be on continuing
to expand its portfolio of innovative products which allow
Fred was instrumental in developing a sales approach that their customers to lift, pull and position loads with ease. Thern
responded to customers’ unique application requirements. will also continue to invest in Winona, the community it has
With Fred’s guidance, Thern quickly developed a reputation called home for 70 years with new equipment to support
for made to order custom products. This opened up new manufacturing and additional employees to satisfy growing
markets to Thern and the company saw a dramatic increase demand for its products. Thern is in a strong position for
in large power winch sales, accompanied by an increased growth and looks forward to another 70 years of serving
customers with high quality material handling products.
Today, Thern employs more than 110 people, and sells
a broad line of standard and custom products across the
globe from their corporate headquarters and manufacturing
facility in Winona, Minnesota and from their European office
and warehouse in the Netherlands. n
42 ISSUE #4 - 2018 marineconstructionmagazine.com
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YOUR RESOURCE FOR THE USE OF TREATED TIMBER PILES
P.O. BOX 600191, JACKSONVILLE, FL 32260
PHONE: (904) 631-8309
E-MAIL: [email protected]
STRONG - AFFORDABLE - SUSTAINABLE
44 ISSUE #4 - 2018 marineconstructionmagazine.com
SHEET PILE DRIVER FROM NPK
NPK's excavator-mounted sheet pile driver is
a modi ed design of industry leading plate
compactors, adapted to direct powerful
vibration forces downward, optimizing driving
of sheet pile. Durable, shock-absorbing rubber
mounts protect the excavator's boom and stick
from vibration and shock loading. The mobility
and maneuverability of NPK sheeting drivers
permit operation in many areas previously
inaccessible: under low clearance obstructions
(bridges, etc.), around bridge piers, and next
to walls. This makes picking up, moving and
aligning the sheeting easy and stress-free
when driving and/or extracting. Designed for
excavators from 16,000 lbs. to 100,000 lbs.
• 180° free rotation allows precise alignment and positioning of the sheet
pile without having to reposition the machine. When not needed the swivel
can be locked into place; either parallel or perpendicular to the boom.
• Dedicated top mounting brackets, designed to OEM bucket speci cations,
provide a full range of motion when picking up the sheeting from the
• Simple operation means that any excavator operator can easily drive and
• Clamp tted with a hydraulic cylinder lock to prevent slippage.
• Shock-absorbing rubber mounts isolate vibration and reduce noise.
• Heavy duty, high e ciency gear motor.
• Integrated ow control and pressure relieving valves protect from
excessive ow and pressure.
• Oil splash lubrication eliminates routine greasing of the bearing.
Visit us on the web at NPK Construction Equipment, Inc.
7550 Independence Drive
Walton Hills, OH 44146-5541
Phone (440) 232-7900
Toll-free (800) 225-4379
Fax (440) 232-4382
RIGGING ACCIDENTS AND WHAT
COULD HAVE PREVENTED THEM
CASE HISTORY #3
When it comes to working over the water nothing Worker Injured While Performing Maintenance on a Crane
is more dangerous to a rigger than an improperly
secured load. Following are but a few Case A worker was removing a damaged load drum, weighing
Histories of some previous rigging incidents with some not so 3,500 pounds, from a crane. He was removing the final bolt
good outcomes that could have been avoided. from the gear side’s pedestal bearing using a brass drift pin
in his left hand and a hammer in his right hand. The drum’s
CASE HISTORY #1 gear side was secured with rigging, but it still shifted forward.
The worker’s left thumb and a portion of left index finger were
Worker Killed When Struck by Falling Exhaust Stack caught and crushed between the pedestal bearing and
another portion of the drum assembly. His left thumb was
Shipyard workers were using a wheel-mounted crane to amputated.
reposition two exhaust stacks that had been removed from a
vessel. The exhaust stacks were being placed close to each POSSIBLE WAYS TO PREVENT THIS TYPE OF ACCIDENT:
other while they were being prepared for sandblasting and
painting. The crane operator placed one exhaust stack on its ¡¡ Complete a pre-work plan including hazard assessment,
side and leaned the second stack against it while preparing sequence of events and possible danger areas.
to move the second stack onto its side. The crane operator
then slackened the line so that a rigger could reposition the ¡¡ Ensure that experienced personnel approve removal
wire rope. As the rigger approached the second stack, the procedures.
3-ton exhaust stack fell over and struck the rigger in the back
of the head, killing him instantly. ¡¡ Ensure that pinch points have been identified.
POSSIBLE WAYS TO PREVENT THIS TYPE OF ACCIDENT: ¡¡ Secure items when possible.
¡¡ Fully understand the sequence of rigging events. ¡¡ Keep hands and body parts away from pinch points.
¡¡ Understand the balance point of material. CASE HISTORY #4
¡¡ Ensure the drop position is secure. Worker Killed When Anchor Falls on Him
¡¡ Ensure the lifted item is chocked, if possible. A rigging crew was assigned to lay out an anchor chain prior
to painting. The 16-ton anchor and chain were placed on
CASE HISTORY #2 a barge with the anchor in a standing position. While the
worker was lifting a section of chain, the anchor fell on him
Worker Killed When Struck by Falling Anchor Chain and killed him.
A crew was rigging an anchor chain that weighed 29 tons POSSIBLE WAYS TO PREVENT THIS TYPE OF ACCIDENT:
to a 40-ton gantry crane using a 5/8 inch cable. The anchor
chain was being lifted in ten 90-foot coils. They were moving ¡¡ Ensure that workers are not working under the load or in the
the chain from a drydock to a barge for shipping. The load danger zone.
was moved over the barge and the operator was about to
lay it down when one of the cables snapped, causing a coil ¡¡ Ensure that the anchor is secured to prevent movement.
of chain to fall. At the same time a worker was boarding the
barge to help the riggers. The falling coil of anchor chain ¡¡ Lay anchor on the deck or in a cradle.
struck the worker on the back and the running chain knocked
him into the water. He died as a result of being struck by the
falling anchor chain.
POSSIBLE WAYS TO PREVENT THIS TYPE OF ACCIDENT:
¡¡ Do not work under suspended loads.
¡¡ Ensure that proper equipment is used for the lift. Both the
type of equipment and the load capacity of the equipment
must be reviewed to provide a safety margin.
¡¡ Ensure that lifting cables are inspected prior to use.
¡¡ Ensure that personnel are not working in the danger zone.
In this case, a 90’ coil of chain could fall over a wide area.
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CASE HISTORY #5 attached to the hook of the crane and was setting it up into
a single choker hitch to pick up and turn over the steel frame
Worker Struck by Object that was lying horizontally on two sawhorses. The hook on the
sling did not have a safety latch. The operator was standing
A rigging crew was working on moving a hull in an assembly between the load and another steel frame that was leaning
area. The hull section was being positioned by a two-crane vertically against the shop platform. The chain disconnected
lift from a horizontal position to a vertical position. The rigging from the hook and the vertical steel frame fell towards him.
crew was unhooking the rigging shackles from one crane, He was crushed between the two steel frames.
and installing the eye bolts for the rigging on the second
crane. While assembling a nut and bolt on a shackle on the POSSIBLE WAYS TO PREVENT THIS TYPE OF ACCIDENT:
lifting lug of the hull section, the entire unit shifted, catching a
worker’s foot under it which resulted in a crushing injury. The ¡¡ Ensure that workers do not place any part of their bodies
injured worker had been assigned as a helper to the rigging into areas where they might become trapped when
crew on the day of the accident. operating an overhead crane.
POSSIBLE WAYS TO PREVENT THIS TYPE OF ACCIDENT: ¡¡ Ensure that the tools and equipment used are regularly
inspected for defects and are replaced or repaired as
¡¡ Complete a pre-work plan which includes a hazard needed.
assessment, sequence of events, securing the load and
identifying possible danger areas. ¡¡ Ensure that workers who use cranes are trained in rigging
¡¡ Ensure that workers are qualified and trained before the
start of work. ¡¡ Perform daily inspection of cranes using safety checklists to
ensure that all equipment is working properly.
¡¡ Ensure that each new worker is trained and is properly
supervised. ¡¡ Ensure that the hook has a working safety latch, and if not,
¡¡ Ensure that pinch points are identified.
CASE HISTORY #8
¡¡ Properly secure cargo.
Welder Struck by Plate
CASE HISTORY #6
A welder was working with the ship repair crew which was
Worker Injured When Struck by Rolling Beam fitting a new 0.5-inch thick steel plate on the bottom hull
of a tanker. The crew was working on an 8-foot by 40-foot
Workers were placing support I-beams on straps while plate which would patch the outboard port side between
preparing to launch a large ship. One worker was assigned the center line and the bilge. Three chain-falls were used to
to be a lead worker for this task. A forklift was used to position lift the plate: two, 3-ton capacity chain-falls and one, 1-ton
the I-beams which had 24-inch by 36-inch plates welded on chain-fall. When the plate was raised, it was off by six inches
each end. After the lead shipwright rigged the sling on one of and did not fit up to the hull. The welder began welding a
the beams, he told the workers to clear the area. He jumped pad eye to the edge of the plate so that a come-along could
off the beam and walked to the west side of it so that the be attached and allow the plate to be pulled into position.
load handler could see him. When he got to the clear area, While the welder was welding the pad eye, one of the interior
he saw a worker on the ground. The beam had rolled toward pad eyes failed, resulting in a chain reaction that caused the
the east, and the corner of the end plate on the beam had plate to drop on the welder, crushing him.
struck the fallen worker’s left leg about mid-calf, fracturing
his leg. POSSIBLE WAYS TO PREVENT THIS TYPE OF ACCIDENT:
POSSIBLE WAYS TO PREVENT THIS TYPE OF ACCIDENT: ¡¡ Do not work under suspended loads.
¡¡ Complete a pre-work plan which includes hazard ¡¡ Complete pre-work plan including hazard assessment,
assessment, sequence of events and identifying possible sequence of events and possible danger areas.
¡¡ Use blocks or shoring to support the load while work is being
¡¡ Establish safety/exclusion zones. done.
¡¡ Ensure that pinch points are identified. ¡¡ Ensure that the lift plan is approved and utilized.
¡¡ Ensure that lift signal/warning is sounded. ¡¡ Ensure that rigging equipment meets or exceeds
requirements of lift and that a safety factor has been built in.
¡¡ Ensure that personnel are not in the area of the lift.
¡¡ Ensure that chain-falls are the same capacity when
CASE HISTORY #7 positioning loads.
Crane Operator Crushed Between Two Steel Frames When ¡¡ Ensure that the pad eyes are the appropriate size for their
Rigging Failed intended use and that the pad eyes are welded, not tack
The operator of an overhead crane was using a chain sling
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