Lifting Matters March 2019

MARCH 2019

PROMOTING SAFETY IN THE CRANE INDUSTRY Barge-mounted cranes and working over water Exploring the smarts and skill required to operate safely

Thanks to this edition’s contributors

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From the Editor March 2019 Welcome to the March edition of Lifting Matters.

This quarter we put a spotlight on bargemounted cranes. We delve into the critical factors of safe operation of cranes on water, including crane and barge size, crane chart de-rating, mooring systems, and barge deck layouts. We discover key learnings from several incidents involving cranes working on or near water, as well as examples of effective safety management working in this challenging environment.

We also revisit a key topic from the September 2018 issue, further exploring how mixed reality can be used in the crane industry for training and lift planning. We meet with Dr Yihai Fang from Monash University who is spearheading the use of virtual simulations to improve safety outcomes through lift planning and practice in a virtual environment as well as on site. We also learn more from Brisbane-based company Buildvation and their series of products that use artificial intelligence to assist crane operators and riggers, and chat with a crane operator on the ground about how these technologies might affect our day-to-day jobs.

Have you been across the new Heavy Vehicle National Law (HVNL) amendment that was introduced on 1 October 2018, more often referred to as the Chain of

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Responsibility? Our valued contributor CICA unpacks how this new legislation affects the crane industry.

Please get in touch with us! You can visit us on Facebook, LinkedIn or drop us an email at any time. If you have an incident report, ideas about safer and more efficient ways of working, widespread issues, valuable reminders or anything else safety related, we want to hear from you.

We look forward to working together to protect our people and save lives in the crane industry. Any contributions for our next edition are due by 15 May 2019.

If you prefer printed glossy copies for your crane cabs, cribs, mess hall or reception, please send your postal address and the number of copies you require to liftingmatters@writestrategy.com.au.

Lifting Matters is available to view at www.liftingmatters.com.au, or you can subscribe to receive an email copy each quarter.

Stay safe and see you next edition!

Thank you DASHELLE BAILEY, EDITOR liftingmatters@writestrategy.com.au

Contents EDITORIAL

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FEATURE ARTICLE Selecting the right barge and the right crane for an over-water project

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INCIDENT REPORT Milford Sound, New Zealand Cairns to Brisbane, Australia Alphen aan den Rijn, The Netherlands Picton Harbour, New Zealand

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SPOTLIGHT ON BARGE-MOUNTED CRANES Barge-mounted cranes came to the rescue off the New Zealand Coast

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INDUSTRY INNOVATION Manitowoc’s VPC improves safety and lift capacity for 26 barge-mounted cranes New technology applications could make crane driving safer and easier 30 Bringing safe and efficient new innovative technologies to the industry with a focus on digital transformation 34 OPERATOR’S OPINION How augmented and virtual reality will change our work in the field

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WORKING SAFELY Chain of Responsibility Law

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PEOPLE PROFILE John Humphries, The Crane Industry Council of Australia

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HEALTH & WELLBEING Workplace bullying

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Feature Article

Selecting the right barge and the right crane for an over-water project

By ALBERT SMITH, Lifting Matters Chief Sponsor Engineering and planning for crane lifts on dry land is complex enough, requiring consideration of load dimensions, pick and place positions and boom radius, ground conditions and environmental factors. But what about when you don’t have the luxury of solid earth under your crane wheels or tracks? When your lift requires you to place your crane on the water, things get a lot more complicated.

Crane barge work adds additional risks to the usual crane industry management and safety issues. On a barge, the crane is subject to the heal and list of the barge, and the barge is subject to the ebbs and flows of water.

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Crane barge work is exciting for lift engineers and planners, crane drivers, and dogmen alike as we get the opportunity to use our machinery in interesting and unique locations. But the added complexity and safety risks of cranes on barges must be taken seriously. There have been some catastrophic accidents where proper consideration has not been given to the unique factors at play when we put heavy machinery onto the water.

You will read about several incidents in this issue that in some cases sadly resulted in fatalities and in other cases thankfully just near misses. There are a few common misunderstandings about cranes on barges, some of which I will talk about here.

Feature Article

Crane and barge size A common question is “What size barge do I need for a particular size crane?”

To confidently answer this question for a specific lift, a qualified Naval Architect should be engaged to analyse the stability and suitability of a barge for any crane, configuration and load. I can provide some general guidelines as a starting point here, but a Naval Architect must look at your specific lift circumstances.

The other important characteristic to consider when selecting a barge for cranes is the ratio of the length to the width. Flat top barges suitable for cranes typically range from 4:1 to 2:1 length to width ratio.

Longer (4:1) is better to tow, but shorter and wider is better for crane stability. A basic guide for barge width, assuming a length and width ratio of 3, is as follows: Crane Capacity (tonnes)

Barge Width (metres)

50

9m

100

12 m

150

15 m

200

18 m

250

21 m

400

24 m

Barges are often described by their loaded mass or the carrying capacity. For example, a 50m x 18m barge is often described as a 1000t capacity barge. This information is not really relevant when considering barge sizes for a crane. It is better to describe crane barges by length and width, as these are the important parameters for determining what is required to carry a certain sized crane.

This table is provided as a very simple guide only. There are many other factors you must consider when selecting a barge, some of which include:

• • • •

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Boom height/length Crane max lift load Required lift radius Barge shape

•

Required working sea/waterway conditions

•

Required working wind conditions

Feature Article It is therefore important to establish these parameters before selecting possible barges.

Then, as I mentioned earlier, it is essential to have a qualified Naval Architect complete a stability analysis to check the suitability of the barge for any particular requirement of crane, configuration and load.

De-rating cranes on barges Another common misunderstanding is what percentage de-rate to apply to the crane chart for use on a barge. The answer is not so simple as it depends on the heal and list of the barge under load. Heal is the longitudinal tilt angle of the deck relative to horizontal, and list is the side tilt angle.

It can be hard to wrap your head around this. To demonstrate - if the crane is a mini crane on a huge aircraft carrier then the deck slope is almost nil, and thus it is likely no de-rate is required. Conversely, if the crane is a very long boom crane on a relatively small barge, then the tilt angle is higher and therefore the required de-rate percentage is significant. The calculations to accurately establish this are complex and specialised. For this reason, crane manufacturers generally do not issue percentage de-rate advice for their cranes on barges. Some crawler crane manufacturers issue barge charts for various maximum barge deck tilt angles.

Kurilpa Bridge Installation, Tank Street, Brisbane, QLD

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When your lift requires you to place your crane on the water, things get a lot more complicated.

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Harwood Bridge Beam Placement, Clarence River, NSW

Feature Article

Crane barge work is exciting for lift engineers and planners, crane drivers, and dogmen alike as we get the opportunity to use our machinery in interesting and unique locations.

These need to be used in conjunction with a professional Naval Architect for specialist calculations of the maximum tilt angles for a particular crane load and boom configuration combination.

Between the crane and the barge Another question to ask is “Do I need crane running beams, or timber mats, or can the crane go directly on to the barge deck?� Again, this is not so simple to answer with many factors to consider.

The characteristics of the barge will affect the answer such as the deck strength, the spacing of the lateral and longitudinal bulkheads, and the position of the strong points in the barge, all of which vary between different barges. Then, the crane itself must be considered. The crane track or outrigger geometry and the resulting loads on the barge deck is different for every crane. Plus, every available configuration on any crane and the load to be lifted transfers a different load to the barge deck.

As you can see, determining the need for mats or the design of heavy crane running beams is highly complex and needs careful engineering analysis.

There have been many expensive and dangerous mistakes over the years caused by a lack of understanding of the applied crane loads and the barge deck strength.

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Feature Article

Hydraulic mobile cranes on barges A common misunderstanding by the mobile crane industry is that hydraulic mobile cranes cannot be used on barges. It is a myth! Mobile cranes can be used safely on barges, providing there is appropriate consideration of the inherent attributes of mobile cranes:

•

Modern hydraulic all terrain cranes have complex electrical systems that are not generally designed for a corrosive marine environment. Special consideration should be given to maintenance including extra corrosion protection and reliability.

•

Mobile cranes apply concentrated loads via outriggers to the supporting deck or ground below. Deck strength needs to be considered under critical outrigger loads.

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•

Cantilever telescopic booms are heavier than conventional strut boom crawler cranes. This needs special consideration in calculation of barge deck tilt angles.

•

Cantilever telescopic booms are not designed for any out of level slew rings and are generally weak in side bending. Safe load capacity reduction for deck tilt angles is significantly more for cantilever telescopic booms than that of lattice strut booms.

This usually pushes the crane selection of barge cranes towards conventional crawler cranes.

So, the use of hydraulic mobile cranes on barges is not entirely impossible! But, there are additional matters to consider and higher capacity reduction factors are required.

Feature Article

Mooring Systems The barge moving and mooring system also needs to be carefully selected as the crane barge is no use if it cannot be correctly positioned, moved and controlled. There is a very wide range of systems available including:

•

Simple bollards and man-handled mooring lines.

•

Individual winches to anchors independently controlled.

•

Complex centrally controlled electric or hydraulic 4-8 point mooring systems.

•

Drop down mooring systems to keep nearby water space clear.

• •

Self-elevating, crane lifted, spuds including moveable or fixed.

•

Sophisticated sucker or mechanically connected mooring arms.

An important rule is to minimise the wastage of barge deck real estate and wherever possible use multilevel to double the effective space.

Jack up leg systems.

The barge mooring system often costs more than the crane or the barge itself. It is often an afterthought in the planning process but is critical to the success of barge mounted crane lifts.

Deck buildings, equipment and layout To be functional and provide a safe working environment for the on-barge team, the barge deck will usually require an office, lunch room, tool shed, toilets, sewer 12

system, water system, communications, power, and hydraulics. The lay down area needs to be carefully planned, along with suitable access and egress points. This is almost like a game of Tetris, as real estate on barge decks is always restricted.

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Safely lift from barges with the right lift planning Placing cranes on barges enables us to carry out important lifts on exciting projects such as bridge and wharf construction.

However, the unique factors at play do require us to carry out highly specialised analysis on the barge selection, crane de-rate percentage, mats and/or running

beams, and the overall crane configuration.

Do not undervalue the significantly different nature of operating a crane on a barge versus on solid ground!

Together with my team we have designed, set up and operated many crane barge combinations in recent years, ranging from 5 tonne teleboom minicranes on 13

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small pontoons up to 800 tonne capacity superlift crane barges. If you need planning advice for your next crane barge opportunity, please do not hesitate to contact me and I can put you in touch with some of our trusted and specialised barge crane engineers.

Incident Report

August 2012

Milford Sound, New Zealand Project

Fresh Water Basin Redevelopment Project

Cranes

55-tonne Kobelco 7055

The Outcome

Significant property damage. No injuries.

Key Learning

• Reminder to de-rate cranes when working on barges.

• Chain down and position the crane.

• Access and escape plans required, including life jackets.

In August 2012, a crawler crane tipped over the side of a pontoon – an incident which resulted in significant property damage. If the boom hadn’t been caught on an existing pile, the entire crane would have plunged into 6-metre deep water. Thankfully no injuries were sustained by the operator or other personnel.

The 55-tonne crawler crane was being operated from a flexi-float modular (un-powered) barge when it tipped over. The barge was secured in position by a combination of spuds and mooring winches to anchors and piles. Owned and operated by Smith Crane & Construction, the machine was carrying out piling works on the Fresh Water Basin Redevelopment in Milford Sound.

Investigations found the tip-over was caused by the machine being operated outside of its rated capacity at the radius and boom length being used. It was established that environmental factors and mechanical failure did not contribute to the incident. The crane was not

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Incident Report

Investigations found the tip-over was caused by the machine being operated outside of its capacity.

chained to the barge, as it was required to move on the barge deck during operations.

Key learnings from this incident

•

Crane assembly checklists must be completed

•

Chaining down is to be undertaken at each lifting position, at either end of the barge

•

The crane operator and dogman must complete lift plans

•

Operators should never exceed their crane’s Safe Working Load (SWL)

•

Crane barge charts must be followed and the crane must remain within its capacity including the de-rated capacity applied when working on a barge

Contributor (content and images): Smith Crane & Construction 15

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This incident also provides a valuable reminder of the importance of emergency response planning.

The incident investigation revealed the crane operator’s door had jammed. Had the crane plunged into the water the outcome of the incident could have been a devastating fatality. Although the cab and its operator did not end up in the water during this incident, emergency measures need to be in place for any crane operation over water. A break-glass hammer should be installed within easy reach of the operator, and the cab door or window should be jammed open during operation to allow for easy escape.

Incident Report

September 2015

Cairns to Brisbane, Australia Project

Tropical Reef Shipyard Upgrade

Cranes

Kobelco 7150

The Outcome

• Piling leader lost at sea. Approx. $400K property loss.

• No injuries.

Key Learning

Complete mobilisation and demobilisation checklists.

Smithbridge was engaged to undertake the upgrade of the Tropical Reef Shipyard in Cairns in 2015. This successful project involved demolition of an existing jetty head and construction of a 180m long sheetpiled wharf and new crane platform.

A Kobelco 7150 tonne crawler crane was deployed from Brisbane aboard the piling barge ‘Steel Trader,’ complete with the mooring system and other equipment, to carry out the project. Upon successful completion of the works, the team prepared the barge for demobilisation. The piling leader, Kobelco 7150, work boats and support barge were stowed onboard in preparation for the ocean tow back to Brisbane.

On its return voyage, in the middle of the night, the piling leader fell from the barge and was lost into the ocean. With the Kobelco’s boom resting on the leader, it was extremely fortunate the crane wasn’t also

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pulled into the ocean. No one was injured and there was no significant damage other than the loss of the pile leader (which had a value of around $400k).

This incident highlights the need for an established pre-voyage procedure and checklist, as well as high attention to detail when it comes to lashing for an ocean voyage. Investigations indicated the piling leader had not been secured properly for transportation. The locking pin at the base of the leader had likely vibrated out, causing the leader to tip over. The locking pin had either been incorrectly fixed, or it was damaged, or it was missing from the locking pin hole. It was determined the leader was lost at sufficient depth to not pose a risk to other shipping movements.

The incident is a costly reminder of the need for comprehensive loading and unloading plans including lashing requirements.

Incident Report

Tropical Reef is the only shipyard in Cairns capable of docking ships up to 100 metres and weighing up to 3,000 tonnes. Located in the industrial area of Cairns, Tropical Reef Shipyard is a privately-owned Australian company providing a range of ship repair services. It has the largest slipway capacity north of Brisbane.

Driving piles for the shipyard upgrade

Steel Trader loaded ready for demobilisation with leader positioned in corner and the 7150’s boom resting on top

Contributor (content and images): Smithbridge 17

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Incident Report

August 2015

Alphen aan den Rijn, The Netherlands Project

Koningin Juliana Bridge

Cranes

Terex AC700 and Liebherr LTM 1400-1

The Outcome

Major damage to shops and houses. No injuries.

Key Learning

• Do not underestimate dual lift complexity.

• Multiple contracting parties requires clear ownership of risk management.

Miraculously no one was injured when a lift involving two bargemounted cranes failed in the western Netherlands in 2015. Both cranes and the section of bridge they were attempting to lift crashed into the neighbouring properties which lined the banks of the Oude Rijn (Old Rhine) river.

Several homes and shops were destroyed. Initial fears were that people were buried in the rubble, but no one was injured in this incident.

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The aim was to lift and then manoeuvre a new section of the Koningin Juliana bridge into place. Two mobile cranes – a 400-tonne and 700-tonne – were mounted on separate barges and set to carry out a dual-lift of the bridge section from a third barge.

Incident Report

The Dutch Safety Board’s report revealed the lift engineering was entirely flawed. No matter how precisely the lift was executed, it was destined to fail. Both crane operators involved had limited tandem lift experience, and both underestimated the complexity and risks involved.

The official report found there was inadequate stability in the lift design. The lift plan did not allow for variables such as wind, or the crane movements . On top of this, the cranes were loaded to 100% of their rated capacity, and there was no ballasting plan for the barges to enable timely adjustments to be made.

The barge carrying the smaller crane tipped to the extent the crane’s mast failed, causing

the 400-tonne crane to topple over. This resulted in a domino effect as it pulled the lifted bridge section with it, which in turn caused the large crane to also topple.

Multiple subcontractors were involved in the lift, and each made assumptions about what each other were planning. Neither the main contractor nor the client delved into the detail to understand what preparations or risk management measures were in place.

Despite this work being carried out in an urban area, no consideration was given to the safety of people in the vicinity. This incident highlights, once again, a failure in the chain of responsibility within the construction industry.

Slewing action affecting inclination of barge

Lifting at 100% capacity Wind causing crane movement and barge inclination 400t 700t

Barge instability

The cranes slewed as per the lift plan to manoeuvre the bridge section towards the cranes, but this influenced the inclination of the barge. It was calculated that a displacement of the load by 20cm resulted in an 2.7˚ inclination of the barge.

Information and photo source: Dutch Safety Board, Lifting Accident Summary Report 19

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Incident Report

August 2015

Picton Harbour, New Zealand Project The Outcome Key Learning

Transport of cement for Dryden Bay construction site

• Double fatality.

• Two concrete trucks lost into the water.

• Do not underestimate dual lift complexity.

• Multiple contracting parties requires clear ownership of risk management.

In August 2015, two concrete trucks tipped off a barge and into Picton Harbour, killing both truck drivers. The drivers were trapped inside their cabs which sunk approximately 8 metres to the sea floor.

The two loaded concrete trucks were scheduled to travel from Picton Harbour by barge (Mac III) to Dryden Bay along with a third vehicle, a pump truck, which was to be used to discharge the cement upon arrival. Firth Industries was contracted to supply the cement, and McManaway was contracted to transport the two trucks.

On the day of the incident, the loading plan for the trucks was not adhered to. Instead of the Isuzu and Hino concrete trucks carrying 6 and 7 cubic metres respectively, they carried 5 and 8 cubic metres.

The lighter truck was loaded onto the barge first. Once it was in position, the driver of the second truck, the Hino, began to board Mac III. It was reported the deckhand signalled the driver to manoeuvre to 20

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the port side to offset the starboard list caused by the Isuzu. However, the truck headed towards the starboard side. When the driver began to correct the position, a juddering noise was said to have come from the barge. The rear end of the Hino immediately started to slide to starboard, towards the low side of the barge. As the Hino continued to slide, the list of the barge and the momentum of the truck increased. The tug skipper reported applying full engine revolutions and placed the tug’s wheel hard to port to provide an opposing force; however, the Hino toppled into the water. Seconds later the Isuzu also toppled over the top of the starboard bulwark into the water. The barge lost stability as weight was transferred from the loading ramp on to the barge deck.

The skipper, deckhand, and pump truck driver attempted to assist the drivers of the two concrete trucks, but tragically both drivers drowned.

Incident Report

The drivers were trapped inside their cabs which sunk approximately 8 metres to the sea floor.

Active failures that led to this event included:

1.

The Hino truck’s weight transfer from the ramp to barge caused the barge to lose stability, which in turn caused both trucks to slide to starboard and topple over

2.

Mac III’s reserve static stability during loading did not have sufficient margin for error

3.

A truck of greater weight (the Hino) than was normally carried on Mac III was loaded on the barge without proper analysis

4.

The Isuzu (6 wheeler) was greater in length than the trucks which were routinely carried on Mac III and McManaway’s other barges

5.

The centre of gravity of the loaded concrete trucks was higher than the usual centre of gravity carried on the barge.

Information source: Maritime New Zealand Accident Report 21

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This tragedy is a solemn reminder of the importance of working to an approved load plan, particularly when working on water and barges. The incident highlights the importance of proper planning and the completion of stability calculations for the particular load and load position on the barge. What may seem to be a minor adjustment in load weight, load length (or dimensions), positioning, and/or approach to the vessel, can have a very dramatic impact on the outcome.

Spotlight on barge-mounted cranes

Barge-mounted cranes came to the rescue off the New Zealand coast

MV Rena was carrying over 1300 containers when she ran aground Image credit: Maritime New Zealand

Barge-mounted cranes are often seen working diligently to deliver jetty and wharf projects and in the construction of bridges. What most of us never get to witness is these unsung heroes doing their thing at sea. Barge-mounted cranes are often the solution in the event of a ship wreckage or grounding. Project Rena is a great example of barge-mounted cranes being deployed to recover cargo which otherwise would have been lost at sea.

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On 5 October 2011, near the Astrolabe Reef, the cargo ship Rena ran aground near Tauranga, New Zealand. The Rena, a 236-metre container ship, was carrying 1,368 containers and 1,733 tonnes of heavy fuel oil when she hit the reef. By 13 October the ship was listing by 20 degrees and 88 of her containers had fallen into the sea. Due to increased pressure to her hull, Rena was expected to split in two at any time. The salvors’ first priority was to pump the oil

Spotlight on barge-mounted cranes

off the Rena, but bad weather hampered efforts and more than 350 tonnes of oil spilled into the ocean.

stern of the Rena where the containers were lifted off the ship and onto the tug Go Canopus.

Auckland Waikato Cranes was engaged by Svitzer Salver to recover containers from the precariously poised ship. Auckland Waikato Cranes deployed a Kobelco 7150 and one Liebherr LR1280 crane (supplied

by Smith Crane & Construction). The P&B Sea-Tow barge was deployed from Australia to carry the two cranes.

This project was a mammoth team effort lasting almost two years with crews working 7 days a week right through Christmas and Easter.

The Port of Tauranga provided the assembly area for the crawler cranes and a berth to walk the cranes onto Sea-Tow 60.

Once the cranes were secured to the barge, it was towed to the site and moored at the

The barge-mounted cranes not only removed freight from the Rena and the ocean but supported demolition works including cutting up the wreck and removing parts.

Rena split into two early in January 2012 due to the pressure on her hull Image credit: Maritime New Zealand

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Spotlight on barge-mounted cranes

The salvors’ first priority was to pump the oil off the Rena, but bad weather hampered efforts and more than 350 tonnes of oil spilled into the ocean.

Heavy swells surround the broken Rena 24 credit: LIFTING MATTERS Image Maritime New ZealandMARCH 2019

Spotlight on barge-mounted cranes

Dealing with a listing ship and tumbling cargo The location of the Rena on the Astrolabe reef made this a very challenging project.

The wreck was on a 22-degree list when the salvage operation commenced, making standing and walking difficult. Getting access to the containers from a man cage was impossible because of the pitching and rolling of the barge caused by the ocean swell.

Sea Tow 60 Barge Master Steve Morrow with the grounded Rena in the background.

Image credit: Maritime New Zealand

Riggers had to be lowered onto the containers from a helicopter.

Due to the list of the ship and the lean of the containers, the crew had to identify the sequence in which the containers could be safely removed. Prior to lifting each container, additional lashings were applied to the neighbouring containers to prevent them from falling. This painstaking process had to be repeated for each container.

Working in rough seas Rough seas made it impossible to place a container in an exact location on the shuttle barge without two or three crew members controlling the container tag lines.

A highly competent dogman was required to predict the movements of the load and the barge and to time the lowering of the hook to suit.

Health and safety risks for the project team included wind, sunburn, dehydration, Contributor: Auckland Waikato Cranes 25

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fatigue and physical strain. As well as managing the risks to personnel, Auckland Waikato Cranes implemented numerous safety measures for the cranes themselves prior to deploying the machines to sea.

Foul weather boom rests were installed for when the cranes were out of service as well as stools to prop the counterweights on. These measures reduced the wear and tear caused by the constant swaying motion of the barge. Tugger hoists were fitted to stop the pendulum effect of the hook (swinging the load out of radius or away from the crane) caused by the ocean swell as it passed under the barge.

All in all, this was an extremely challenging project, but it is a great illustration of how barge-mounted cranes can be a very valuable and flexible solution for a salvage mission.

Numerous parties and contractors were involved in the salvage project. It took until 2014 for the wreck to salvaged, along with approximately 77% of the initial containers.

Industry Innovation

Manitowoc’s VPC improves safety and lift capacity for barge-mounted cranes Manitowoc’s unique and patented Variable Position Counterweight, or VPC, remains one of the most significant innovations and contributors to crawler crane safety in recent times. It is unique in its ability to automatically position the counterweight to suit a required lift and it promotes safety by limiting listing, minimising ground pressures and ensuring stability.

Among its many benefits is its ability to allow increased capacity for lifts on barges.

The standard VPC and optional VPC-MAX technology is included on Manitowoc’s MLC300 (350t) and MLC650 (650/700t) models, and automatically positions the crane’s counterweight to match lifting 26

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demands. The counterweight moves along the rotating bed and automatically adjusts its position based on changes in boom angle. Because the counterweight attachment of the VPC-MAX never touches the ground, higher capacity lifts are possible, while set-up time is reduced, and transportation is easier and more economical.

One customer that took advantage of the VPC-MAX capabilities for a barge-mounted lift is Cianbro, a US-based construction firm that needed a crane to work atop a barge to help replace two aging transmission towers on the James River near Charlese City, Virginia.

XXX

It is unique in its ability to automatically position the counterweight to suit a required lift and it promotes safety by limiting listing and ensuring stability.

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Industry Innovation “In the past, we would have had to build a trestle, cofferdam or causeway to accommodate a traditional crawler crane with the necessary capacity,” said Mike Berry, lift superintendent for Cianbro. “The MLC650 has the right capacity and a compact footprint that fits securely on a barge, which enables us to lift from an optimal position on the river.”

“The MLC650 with the VPC is the only crane that had a load chart that would enable us to complete the project this efficiently,” continued Berry. “Also, you don’t get any listing of the crane on the barge, so you can lift without moving the crane. The VPC counterbalances everything, and the crane stays level, even when completing the heaviest lifts.”

Always centred

Standing at 130m tall, rising from the James River, the new towers help feed energy from a nearby nuclear plant to the surrounding area. While planning the project, it became clear that a bargemounted crane would provide more efficiency, as the crane could complete lifts in closer proximity to the transmission towers. Previous generations of crawler cranes that would have been used to get the reach and capacity needed for the job may have been too large for erection on a barge. But the MLC650 with VPC-MAX had the reach and capacity in specialty barge charts to get the job done.

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In the Midwest of the US, another company to make use of VPC technology for bargemounted lifts is Kraemer North America, a Wisconsin-based company. For its project the company chose a Manitowoc MLC300 crawler crane with VPC-MAX heavy lift attachment to help replace an aging truss bridge near Savanna, Illinois.

“With the VPC, the MLC300 is always finding a new centre of gravity based on the load that’s on the hook,” said Patrick Shea, project manager for Kraemer.

“This crane helped us to achieve almost zero list while working on the barge,

Industry Innovation keeping every lift level while minimising the barge’s rotation. And the VPC saves space, too—most crawler cranes with the required length of boom would not have fit on the barge in the first place.”

While planning the project—which involved the construction of two 292mlong outer plate girder spans and a central 166m-long tied-arch span—Kraemer realised that a barge-mounted crane solution would be necessary to access the lifts for the tied-arch span.

“The whole time we used the MLC300, we saw the barge list by less than a degree – it’s a testament to the stability that this crane provides and it’s a big reason we were able to keep to our schedule,” Shea said.

For more information about the Manitowoc VPC and its MLC300 and MLC650 cranes, visit www.manitowoc.com

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Industry Innovation

New technology applications could make crane driving safer and easier A team from Monash University has been developing simulation technology for use in lift planning and crane operation. Led by Dr Yihai Fang, the team has been motivated by the poor safety record in the construction industry particularly crane-related deaths and injuries.

Current practices in lift planning and crane operation are outdated and do not harness the power of newly available technologies such as simulation and mixed reality.

Dr Fang and his team have used these technologies to develop software that allows lift planners and crane operators to pre-plan and practice lifts in a closeto-reality and risk-free virtual environment. Dr Fang’s team has also used the same technology to develop a Real-time Smart Crane system that provides crane operators feedback on site conditions as they occur.

For example, the Real-time Smart Crane system can provide visual or audio alerts if a worker approaches or walks under a load, if a boom is approaching an overhead powerline, or if the crane is going to hit surrounding structures.

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Mixed reality and simulations are buzz words at the moment, and it’s easy to dismiss this topic as irrelevant to the crane industry.

But as crane operators or dogmen, what do these technologies really offer us?

Industry Innovation “We want to add another layer of protection and assistance to the operator and everyone on the construction site,” Dr Fang said. “Our research is developing a system that will do this in two ways. Firstly, through training and practice runs for very complex lifts. Secondly, through real-time information to the crane operator that the human eye may not pick up.”

Better planning by your lift engineering team to keep you safer Dr Fang’s Lift Virtual Prototyping system will enable your lift planning team to do more accurate lift plans. Being able to model the site and lift activities virtually and undertake simulation and analysis will ensure you are fully equipped with the right information and plan when you arrive on site with the crane. The lift plan can also be better integrated into the wider construction plan and schedule on site, increasing safety and efficiency by scheduling crane lifts safely around other construction activity.

Practice highly complex lifts before you are on site For particularly tricky lifts in tight spaces or with interactions with other work fronts or disciplines on site, you can use simulation technology to have a trial or practice run.

Data can be easily collected from the site using laser scanning technology and used to create a digital environment of the work site, referred to as an ‘as-built digital model’. You can have unlimited practice runs of the lift, factoring different wind

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speeds or surrounding activity. That way, when you arrive on site with the crane you are confident about what needs to be done and how to safely execute the lift.

Real-time feedback on site conditions When making the safest decisions on site, you are relying on having correct and timely information about the site environment. The Real-time Smart Crane system will provide you with the right information at the right time. System sensors installed on the crane can capture motions such as slewing speed and angles, which will appear in a model of the site on a screen in front of you in the cabin, in real time. This essentially acts as a virtual spotter, returning potential risks like collisions, possible overloading or tipping.

Audio or visual warnings will alert you to these risks, enabling you to make the safest decisions during a lift. If immediate danger is present, the crane can potentially autoshutdown to eliminate any danger to you or your workmates completely.

Collecting data to help you make better decisions in the future Dr Fang’s team is also using the data collected from the system to get a better understanding of why we make the decisions we do at the work front. As a crane operator, when you use a crane simulation, data can be collected about the lift decisions you make. Different operators from different backgrounds and experience levels will make different decisions in any

Industry Innovation

given set of circumstances. Being able to capture this information helps to us get an understanding of this, and then develop better training programs to ensure you and your colleagues have the best possible knowledge base to do your job safely.

Where to from here?

Dr Fang and Monash University have been working closely with the Crane Industry Council of Australia (CICA) on this research, getting industry perspective,

so the research is not purely academic.

Some manufacturers and other industry innovators are also doing similar research into how simulations and augmented reality can be used to keep you safer and reduce the number of crane-related incidents. It might sound a bit futuristic, but soon we will be integrating virtual and augmented reality into the crane industry to get better safety outcomes, so get ready for it! 

What do you think about using a simulation to practice crane lifts? We would love to hear your thoughts. Please email us at liftingmatters@writingstrategy.com.au and let us know how you see this technology playing a part in your daily job. For more information on Dr Fang’s and Monash University’s research, please contact Dr Yihai Fang at yihai.fang@monash.edu.

You can check out Dr Fang’s Virtual Prototyping at youtu.be/apsmmPg7T0Y and the team’s Real-time Smart Crane System at youtu.be/2ucKEoaEvgY or youtu.be/k5mF-EWhOHI.

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Visit the archives at; liftingmatters.com.au

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Industry Innovation

Bringing safe and efficient new innovative technologies to the industry with a focus on digital transformation Article contributed by Buildvation Buildvation is a Brisbane based start-up company focusing on making the mining and construction industries smarter and safer by applying the latest generation computing technologies (Internet of Things and Artificial Intelligence). The team has extensive experience in relevant industries (rigger / crane operator, automotive engineering and electronic / software engineering) and are working together to create high technology products that are practical, effective and optimised for the challenging work environments of construction and mining.

The initial focus for Buildvation is creating a portfolio of patented new products initially aimed at the crane industry.

They will complement the intuition of experienced riggers (and guess-work of those less experienced!) when depicting loads, especially for the more complex lifting scenarios.

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In a new approach to lifting safety, Buildvation is in the final stages of developing solutions which will provide the rigger and operator with lift-sensitive information (lift weight, radius, plumb of hook location, percentage of load capacity).

Sharing this data with the rigger, where previously only some of this information was available to the crane operator, will now give the immediate crew on the ground another layer of safety and protection.

These safety devices have been designed to work with any “luffing-type” cranes, primarily to eliminate the human error associated with “plumbing the hook” before the full weight of the load is lifted.

There are four main products set to launch in the market in 2019 which include:

Industry Innovation

Rigger Assist Rigger Assist is a retrofit product which improves the effectiveness of the rigger or dogman by displaying data and recommendations from sensors placed on the crane as well as parameters from the crane computer to ensure the setup of the load is optimised for a quick and clean lift.

A patented small module is attached to the collar on the hook of any luffing type crane.

It uses drone positioning technology and calculations in software to accurately measure the deviation of the hook from the vertical of the boom end, which is an indicator that the load will swing when lifted.

This device uses new radio technology with significantly superior range to Wi-Fi or Bluetooth to connect to the display unit, meaning even the highest of tower cranes can be monitored accurately even where there is interference with radio signals (for example around metal scaffolding).

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Data-Head Heads-Up Display for Hard Hats

Data-Head is a small patented module that attaches to the brim of the rigger’s hard hat with a heads-up display like that used on top of the range vehicles to display speed or direction on a windshield.

This device gives the rigger a perception of the display data floating in front of them like a hologram in their peripheral vision, whilst still being able to have a full field of vision to focus undistracted on the task at hand and be hands-free.

The module when paired with Rigger Assist, will (in the initial version) give the rigger the relevant data being measured from the hook (deviation from vertical in degrees) and in future versions include cranespecific data (weight of load, radius of hook and percentage of load capacity) as well as a display module available for the operator in the cabin.

Industry Innovation

Smart Safety Glasses

NZ safety glasses ratings (and still look good), incorporating technology from smartphones with an embedded computer, hi-res camera, microphone, speaker and a display designed for minimal distraction.

Key to the Smart Glasses solution is the long-range radio support that allows the glasses to be connected to systems up to a kilometre away.

Initially, these will be paired with Rigger Assist, with a future version able to integrate with operational IT systems that might be in a distant office giving the operator access to job sheets, safety specifications and audio/video chat.

Smart glasses offer great potential to improve the safety and operational efficiency on-site. However, industrialrated smart glasses available on the market today are unwieldy, expensive and have limited functionality. There is an opportunity to improve the physical as well as functional aspects, so that smart glasses earn their place as ‘must-have’ on-site equipment in the future.

The Buildvation Smart Glasses solution has been modelled, refined and developed in-house to address these shortcomings and opportunities for use in the Construction and Mining industries. The Smart Glasses currently under development are designed to be bulletproof to Australia/

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An example of a Smart Glasses solution for crane lifting could include support when a junior rigger is in a difficult lift situation, or a specialised lift where the rigger may not have the knowledge of what actions are needed, resulting in a more efficient and safe lifting procedure.

Other safety benefits include the ability to change and amend lift plans, JSAs and safety plans from the field, maximising efficiency with reduction in downtime.

Incidents can also be reviewed through recordings, giving management a greater chance to ensure the same mistakes are not repeated through inexperience.

Industry Innovation

Operational Crane Tracking Consistent feedback from crane operators has been the need to have a better understanding of the operational use of cranes out on jobs, for example, the duration of lifts versus idle time. This helps in understanding the efficiency of the fleet, saving on maintenance cycles, improving safety, scheduling efficiency and helping make more informed business decisions.

Current third-party fleet tracking systems provide information about the crane location, speed and other generic vehicle data, but little about lifting and crane-specific data useful to crane operators.

Crane manufacturers are starting to build online systems that report on detailed crane usage using inbuilt telematics available in the more expensive and modern cranes. However, for most operators who have a diverse fleet, these systems aren’t implemented in the same way and are only available on some cranes, making it difficult to provide a fleetwide view of crane operations. Using the technology developed for Rigger Assist, key data is extracted from the crane systems using telematics and software to

provide a consistent fleetwide view of the operational use of the cranes. Features include location maps, lifting time and weights, historical reports, alerts and maximum percentage capacity lifted.

For more information or to discuss the opportunities these technologies can bring to your business, please email info@buildvation.com or visit www.buildvation.com

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Operator’s Opinion

How augmented and virtual reality will change our work in the field Do you think mixed reality has the potential to change the way you do your job?

Any technology has the potential to make doing a job easier. It is always evolving from generation to generation bringing safer innovations and techniques. Augmented and virtual reality technologies bring obvious safety benefits and improvements, but it is not the sole contributor. There will always be a need for the human element in the field - the operator’s eyes and intuition being able to react at a moment’s notice to changing conditions on the work site.

Doctors performing surgery with robots are able to gain more control or a better result, but this isn’t always possible with cranes; a dogman or rigger needs to be present to watch and step in if required.

Steven Roberts Universal Cranes

Steven Roberts is a second-generation crane operator who has been working in the crane and rigging industry for 11 years.

Steve has operated Universal Cranes’ Grove GMK5220 for the past three of his eight years with the company. We caught up with Steve to get his thoughts on augmented and virtual reality in the crane industry, and the role of these technologies alongside operators into the future.

Steve shared his view on the potential of mixed realities playing an important complementary role in the safety of those in the industry.

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In what ways do you think the crane industry can or should adopt these technologies?

In terms of job planning in situations where there are many variables at play, simulations will assist in saving time on mobilisation, planning lifts in advance and saving time on set up. As a training tool, there is definite value in allowing new and untrained employees to learn and practice in different scenarios before they’re allowed in the field, saving time on explaining and avoiding potential errors on site.

Operator’s Opinion

It allows them to be mentored by a trained operator and practice over and over as a way of learning and perfecting techniques.

site, get you into the headspace for a job and turn up prepared. This is particularly beneficial for bigger, more complex jobs that require cohesion between lots of contractors and services allowing you to streamline a job right from the get-go.

Technologies in safety are always changing and improving. That being said, a person needs to go with their own experience and judgement in association with technology to make the best and safest decisions. A crane crew can’t solely rely on technology aids to make decisions especially when there are many variables at play that technology can’t always detect including working in the blind, wind directions, loads that aren’t level or lifting loads that aren’t on a level surface. So, we should be open to using the technology but still rely on our own knowledge and experience.

Some virtual applications can also help with winning a job – the ability to attend site, take photos and 3D images that can be used to plan, produce drawings and models can give a company the winning edge.

Do you think it will change things for the better or worse?

As long as these technologies make a site safer and don’t restrict the basics of a job, I can only foresee a positive impact on the industry. Similarly, as long as the technology doesn’t provide excessive non-relevant information and replace what is already supplied back from the dogman / rigger to the operator from the cab, I see a place for it working happily alongside existing and longstanding processes.

Can you see yourself adopting any of these technologies?

Most definitely. Many simulations will allow you to gain an early awareness of a

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Working Safely

Chain of Responsibility Law Article contributed by ALICE EDWARDS, Project Engineer - CICA The National Heavy Vehicle Regulator works to make the industry safer and this entails working together with stakeholders and making all parts of the supply chain accountable for the demands and pressures their off-road activities have on drivers and ultimately, other road users. Chain of Responsibility (CoR) means that not only is the driver responsible for safety on the road, but anyone who has control or influence over the transport activity.

The Heavy Vehicle National Law (HVNL) amendment went into effect on 1 October 2018 and has made some significant 40

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changes to the CoR law (see HVNL Chapter 1A, Part 1A.2, Clause 26C). The amendment abolishes deemed liability for parties in the CoR and replaces it with a duty to ensure, so far as is reasonably practicable, the safety of the party’s transport activities relating to the vehicle. This aligns CoR laws more closely with workplace health and safety laws.

Even though mobile cranes are a purposebuilt plant that is designed to perform lifting tasks, and lifting activities performed by mobile cranes are completed primarily off-road, according to HVNL Chapter 1,

Working Safely Part 1.2, Clause 6, mobile cranes are “heavy vehicles” and they are regulated under the HVNL. This means that crane owners need to comply with the requirements specified in the HVNL including the new CoR amendment for mobile cranes travelling on the road. Crane owners operating under the WHS regulations could apply the risk management process for lifting activities on site to travelling activities on the road, to manage their safety duty obligation under the HVNL.

Typically, an SMS is made up of four key components [1]:

•

Safety policy and documentation outlines what your business will do to manage safety. It focuses on the safety objectives, commitment, and accountability of your management and business owners and defines how they will build on experience to continually improve their SMS.

•

Safety risk management - this is the most important component of your SMS as it focuses on the risk identification, assessment and reporting process. The Master Code and the Crane Industry Code of Practice (the Crane Code) mentioned below, are two documents you can use for safety risk management.

•

Safety assurance - this component focuses on the ongoing reliability and performance of your SMS. Safety assurance is most often done through some form of regular monitoring and analysis of the system by conducting investigations after incidents or when errors occur, as well as undertaking audits or reviews of safety-related processes and procedures.

Safety Management System The best way to comply with the CoR law requirements is to have safety management systems (SMS) and controls in place, such as business practices, training, procedures and review processes. Having an SMS demonstrates that you are taking your safety obligations seriously by adopting a proactive approach to managing hazards and risks in your business.

Regardless of the size of a business, all parties in the CoR for heavy vehicle transport activities have a responsibility to ensure the safety of their operation. For example, a large crane hire company with many mobile cranes and crane support vehicles would most likely require a detailed and more complex SMS to ensure safety throughout their operations. A smaller crane hire company, however, may develop their SMS using basic procedures, checklists, and other simple tools. While these approaches are different, they can still achieve the same safety outcomes because they are appropriate for the size of the business and the activities it undertakes.

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Working Safely

•

Safety promotion and training - this component helps ensure everyone in your business is aware of your SMS and understands it. Safety promotion aims to encourage a positive safety culture within your business by involving your employees in developing your SMS and making safety improvements.

Safety-related training ensures your employees know what’s required of them and how to do it.

Not all four components are required for a company’s SMS, so crane owners should develop their own SMS based on their own business operation.

Industry Code of Practice An Industry Code of Practice establishes standards and procedures for parties in the chain of responsibility to identify, analyse, evaluate and mitigate the general risks associated with meeting obligations under the Heavy Vehicle National Law (HVNL).

Adopting the Code of Practice in your SMS is a voluntary choice by a party in the Chain of Responsibility. It is one way to take responsibility for the safety of transport activities. While applying the Code of Practice is not mandatory, it should be noted that a distinguishing feature of a Registered Industry Code of Practice (RICP) is its evidentiary role in court proceedings pursuant to chapter 10 of the HVNL [2].

There are two Industry Code of Practice documents that are relevant to the crane

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Working Safely industry, one is the Master Code and the other is the Crane Code. The Master Code published by the National Heavy Vehicle Regulator on 23 November 2018 is a Registered Industry Code of Practice that applies to all types of heavy vehicles and loads covered by the HVNL. The Crane Industry Code of Practice developed by CICA is currently in the final review stage and is a supplement code to the Master Code for the crane industry. The relationship between the Master Code and the Crane Code is similar to the relationship between AS1418.1 and AS1418.5.

the Master Code that are not applicable to mobile cranes. An example is that the Crane Code specifies that according to the HVNL Chapter 1, Part 1.2, Clause 7, mobile cranes covered under the Crane Code are not fatigue-regulated heavy vehicles. It is, therefore, not a requirement under the law, to manage the fatigue of the driver/operator of the mobile cranes in accordance with the applicable work and rest hours option (section 243 of the HVNL), and it is not a requirement under the law for the mobile crane driver/operator to maintain a work diary (section 293 of the HVNL).

The Crane Code covers the following types of plant-based mobile cranes:

• • • •

All terrain cranes Articulated cranes Hydraulic truck cranes Rough terrain/city cranes

Cranes that are truck-based, namely vehicle loading cranes are not covered in the Crane Code, so vehicle loading crane owners should adopt the Master Code in their SMS. The Crane Code of Practice considers and assesses risks and control measures that are specific to crane operations and identifies risks and control measures in The Crane Industry Council of Australia (CICA) as the administrator of the Crane Code welcomes your comments on the Draft Crane Code.

Please contact Alice Edwards: projeng@cica.com.au for a copy of the Draft Crane Code.

Safety Management System, NHVR, May 2018 - https://www.nhvr.gov.au/files/201805-0797-sms-fact-sheet.pdf Master Code, NHVR, November 2018 - https://www.nhvr.gov.au/files/ricp-master-code.pdf Photo Credit: Rix Ryan Photography [1]

[2]

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People Profile

John Humphries

What area of crane safety are you most passionate about?

Reducing preventable incidents through education and awareness. I am also interested in identifying safe crane configurations and journey routes, in order to move our cranes around the road network in a way that is sustainable and safe.

What do you think is the most important issue in crane safety today?

ies John Humphr Australia Council of e Industry The Cran

John Humphries has been part of The Crane Industry Council of Australia since June 2016. With a long career history as an automotive test engineer with General Motors, John moved into design and development for chassis and air induction components. Searching for a new challenge in a new industry, he applied for the Safety Liaison ( Victoria/Tasmania) role at CICA to make a difference to the lifting industry through safety improvements, while serving the members of the association.

We caught up with John to learn more about his passion for safety and his motivations for building an effective safety culture in the crane industry.

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Skill level and attitudes. 50% of the current crane operator and rigging licence holders are over 50 years old and due to retire soon. Safety comes from experience and knowledge, and we are faced with a significant shortage of experienced operators. These men and women are crucial for passing on invaluable experience, knowledge and a healthy respect for safety. All this is at a time when infrastructure works and construction are in an unofficial ‘boom’.

Tell us about the most important lesson learned you have come across in your crane safety experience. How have you implemented these learnings since this experience?

Everything is dangerous in some way.

Cranes do not cause accidents, nor do soft-slings, kitchen knives, lawnmowers or nail guns. It is the misuse of equipment that causes accidents, whether this is from lack of training or

People Profile How do you help to build an effective safety culture? What do you think are the keys to an effective safety culture?

A safety culture needs to come from the top down, and workers need to be given the right guidance, equipment and time frames to operate safely. An effective reporting channel needs to exist where concerns and feedback are fed back up the chain so that real change is implemented.

How do you see technology playing a part in improving safety outcomes in the crane industry?

education, a disregard for safety measures or human error. The most crucial aspect of safety is the operator, or more specifically: training, skills, attitude and health. I have learnt that by focussing on these, we have the best chance of avoiding incidents.

As a leader yourself, what do you see as the key attributes and behaviours for an effective safety leader?

I think you need to look at the root causes of problems, not just react to the symptoms.

Then be proactive about implementing effective long-term fixes. When something goes wrong, we shouldn’t just ban a piece of equipment or stand someone down. Communicating findings is important as well as implementing lessons learned, but that is often missed due to legal and insurance complexities.

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Computers already play a huge role in determining the maximum load, radius and height a crane with multiple configurations can lift safely. I see a huge opportunity for using complex swept path turn modelling and bridge assessments for optimising safe road access. There are fantastic crane operator Virtual Reality systems in development that may one day be a significant part of operator training in the same way that simulators are for airline pilots.

What’s the best advice you have for other safety professionals in the industry, or for people looking to become a safety professional?

Talk to as many people as you can, you don’t know what you don’t know.

Health & Wellbeing

Workplace bullying Article contributed by Safe Work Australia

Bullying is a widespread issue affecting the health and safety of the Australian workforce, regardless of the industry, occupation type or demographic profile.

Bullying can take different forms. It can be psychological or physical, direct or indirect, such as excluding someone from workrelated activities.

According to Safe Work Australia research, nearly one in ten (9.4 per cent) workers indicated having experienced workplace bullying within the last 6 months.

Examples of behaviour that may be workplace bullying if it is repeated, unreasonable and creates a risk to health and safety include:

Everyone has the right to be treated with respect and dignity while at work. To effectively prevent and manage workplace bullying, it is important to understand what it is, as well as its impact on worker health and safety.

What is workplace bullying?

Workplace bullying is repeated and unreasonable behaviour directed towards a worker or group of workers that creates a risk to their health and safety.

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•

abusive, humiliating, insulting or offensive language or comments

•

aggressive and intimidating behaviour

•

practical jokes or initiation, and

•

unjustified criticism or complaints.

Health & Wellbeing Not all behaviour that makes a worker feel upset or undervalued is bullying. It is reasonable for a supervisor to monitor and give feedback on a worker’s performance including the quality and timeliness of work.

For the business, bullying can result in serious implications including, significant costs from an increase of absences, staff turnover and workers’ compensation claims and a breach of work health and safety laws.

Impacts of workplace bullying

What employers should do

Workplace bullying can cause psychological and physical harm to the victim and those who witness it. Common effects can include stress, anxiety, depression, muscular tension, headaches and fatigue.

Employers have a duty to prevent and manage workplace bullying. To enforce clear standards of behaviour, a workplace bullying policy should be implemented, and workers should be trained and supported in using the procedures.

Bullying can negatively impact a worker’s performance, concentration and decisionmaking abilities, which can put everyone in harm’s way. Where workers are doing complex and dangerous jobs, such as operating a crane, inattention and poor decisions can have drastic consequences.

Employers should consult with workers and their representatives and consider their views during the development of policies.

It is crucial that policies are monitored and reviewed to ensure they continue to meet the needs of specific workforces.

Safe Work Australia’s Guide for preventing and responding to workplace bullying provides more information for employers about how to manage their duty. If you experience or witness bullying, you should refer to your workplace bullying policy and reporting procedures. Generally, policies advise workers to report bullying to a supervisor, health and safety representative (HSR) or union representative.

Safe Work Australia’s Dealing with workplace bullying – a worker’s guide provides further information about what to do for workers who may be experiencing or witnessing bullying.

You can find these documents together with additional resources on how to ensure your workplace is free from bullying at the Safe Work Australia website www.safeworkaustralia.gov.au/bullying

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Any questions?

Want to support?

Contact us! liftingmatters@writestrategy.com.au www.liftingmatters.com.au

Content deadline for next issue: 17 May 2019 Next issue available: 17 June 2019

Disclaimer – This newsletter is not an exhaustive list of all safety matters that need to be considered. Whilst care is taken in the preparation of this material, Lifting Matters does not guarantee the accuracy and completeness of this information and how it applies to your situation. Lifting Matters will not be responsible for any loss, damage or costs incurred as a result of errors or omissions in relation to the material in our publication or for any possible actions ensuing from information contained in our publication.

Any views or opinions represented in this publication are personal and belong solely to the author and do not represent those of people, institutions or organisations that the publisher may or may not be associated with in a professional or personal capacity unless explicitly stated.