wrn 2014 12

December 2014www.wireropenews.com

Torsional Stability of Offshore HoistsApplying new safety measures to offshore operations

story on page 16

Verrazzano-Narrows BridgeCelebrates its 50th Anniversary

story on page 8

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Wire Rope News & Sling Technology December 2014 7

Cover photo:On a main cable, an upward view of the Verrazzano-Narrows Bridge celebrating it’s 50th Anniversary.

Verrazzano-Narrows BridgeCelebrates its 50th Anniversary .....................8

For half of a century this bridge spanned the waters between Staten Island and Brooklyn, NY.By Peter Hildebrandt.

Torsional Stability of Offshore Hoists ..........16Assessing new safety measures for offshore operations in depths of thousands of feet.By John M. Walton.

Allegheny Portage Railroad NationalHistoric Site turns Fifty ..................................26

For 50 years this historic museum celebrates a railroad 130 years its elder.By Henry Vere.

Loos and Company Builds on its Strong History and Diversifies for the Future ..........34

This Connecticut manufacturer specializes in products for the world’s most critical applications.By Peter Hildebrandt.

Ropes of all types have aLong History on board Ships ........................38

A look at the ways rope is used aboard seafaring vessels throughout history.By Peter Hildebrandt.

December 23, 2014

Edward Bluvias, IIIPublisher & Editorial Director

Barbara SpencerContributing Editor/Suppliers Directory

Patricia BluviasCirculation Director

Don TywoniwProduction Manager/Co-Editor

2D GraphicsGraphics & Layout

web site: www.wireropenews.com

ISSN 0740-1809Wire Rope News & Sling Technology is published bimonthly by Wire Rope News, LLC, 511 Colonia Blvd., Colonia, New Jersey 07067-2819. Phone: 908-486-3221. Production Dept: 732-602-4006, Fax No. 732-396-4215.Address all correspondence concerning advertising, production, editorial, and circulation to Wire Rope News, LLC, P.O. Box 871, Clark, New Jersey 07066-0871, or email our production department at [email protected].

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Vol. 36, No. 2

ContentsFeatures

Advertiser’s Index ..............................................79Steel Industry News ..........................................51The Inventor’s Corner ........................................62New Products ....................................................75People in the News ............................................78Classified ...........................................................80

Departments

Photo copyright © Dave Frieder.

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2015 SuppliersDirectory Info:

Page 47

Correction: An error on the contents page of the October 2014 issue indicates that the article “On Stage: Rope Terminations Protect the Lives of Daring Performers” begins on page 24, when in fact it starts on page 28. We apologize for any confusion this may have caused.

Wire Rope News & Sling Technology December 20148

Verrazzano-Narrows BridgeCelebrates its 50th Anniversary

by Peter Hildebrandt

Thousands of recent New York Marathon runners may not have been aware of an anniversary in November 50 years back. In 1964, this bridge they were about to dash across was the last of the major bridges ever built in one of the most bridge-rich cities in the world. The Verrazzano-Narrows Bridge opened up vehicular traf-fic between Staten Island and Brooklyn, New York. Ironically, the day of the yearly marathon is also the only day out of the year when runners or walkers have access to this graceful engineering feat of the mid-twentieth century.

Until 1964, commuters from Stat-en Island were ferried to other boroughs in New York City.

The new bridge gave the isolated is-landers their first link to Brooklyn. A mixed blessing at the time, the bridge allowed displaced Brooklynites to flee to the suburban island just across the narrows – but only if they owned a car.

The bridge was purposely designed to shun mass transit and pedestrians, thus encouraging those in a higher income bracket to make use of the bridge. The approach construction on the Brooklyn side also permanently displaced 8,000 residents as construction of the 320 mil-lion dollar; two-tower suspension bridge took shape between 1959 and 1964.

Built in the days when “urban renew-al” was the order of the day, even the his-toric treasure, Fort Lafayette, an island coastal fortification in New York Harbor standing beside Fort Hamilton at the southern tip of what is now Bay Ridge, was destroyed as part of the bridge’s construction in 1960. The Brooklyn-side Bridge Towers are not founded on the old

Fort’s foundation as some people think. The old fort could never support the weight of the Tower. Both Towers are built on huge cofferdams.

The Verrazzano-Narrows Bridge now features a double-decked roadway and the towers always seen with suspen-sion bridges. The bridge connects two of New York’s four island boroughs, Brooklyn and Staten Island.

The Narrows are named for Floren-tine explorer Giovanni da Verrazzano. Verrazzano explored New York Harbor for Francis I of France in 1524, nearly 100 years before Henry Hudson sailed up the estuary and river bearing his name. Thus the bridge carries the name of the geographic areas it spans as well as its Renaissance explorer.

Naming the bridge for Verrazzano proved contentious. The Italian Ameri-can Historical Society of America pro-posed the name in 1951, as planning for the bridge started. Parks Commis-sioner Robert Moses turned down the proposal, whereupon the society under-took a public relations campaign to re-

establish the reputation of the largely forgotten Verrazzano and to promote the idea of naming the bridge for him.

Society director John N. LaCorte, suc-cessfully lobbied New York Governor Harriman to declare April 17th (the an-niversary of Verrazzano’s arrival in the harbor) Verrazzano Day. Future efforts by LaCorte resulted in similar proc-lamations by governors of East Coast states. Buoyed by these successes, LaCorte re-approached the Triborough Bridge and Tunnel Authority only to be turned down a second time. The man-ager of the authority, backed by Moses, proclaimed the name too long – adding that he’d never heard of Verrazzano.

The society later succeeded in lobbying to get a bill introduced in the NY State Assembly naming the bridge for the ex-plorer. After the introduction of the bill, the Staten Island Chamber of Commerce

Panoramic view of the Verrazzano-Narrows Bridge. Photo copyright © Breakers via Dreamstime.com.

Editors note: Though the name of the bridge is famously misspelled without the second “z”, we’ve opted to use the double “z” throughout this article for the sake of consistency and to honor the true spelling of the original name.


continued on next page

united with the society in promoting the name. The bill was signed into law in 1960 by Governor Rockefeller.

After nearly being named the JFK Bridge in the wake of the President’s assassination, the official name was widely ignored by local news outlets at the time of the dedication. A number of radio announcers and newspapers omitted any reference to Verrazzano, referring to the bridge as the Narrows Bridge, or the Brooklyn-Staten Island Bridge. The society kept up its efforts promoting the name until it at last firmly established itself in the vocabu-laries of area inhabitants.

However the bridge, for those alert to spelling foibles is also missing a “Z” on area signs. Governor Nelson Rock-efeller felt that the name should be “Americanized,” with a dropped let-ter. Apparently the Triborough Bridge and Tunnel Authority liked the idea of saving what amounted to a relatively small amount of money by not includ-ing the extra letter.

The Verrazzano-Narrows Bridge has a central span of 4,260 feet, making it the longest suspension bridge in the world at the time of its completion in 1964, surpassing the Golden Gate by just 60 feet UK’s Humber Bridge in turn opened in 1981 at 366 feet longer still. The Verrazzano-Narrows Bridge now has the 11th longest main span in the world; it is still the longest bridge span in both Americas. The bridge’s towers can be spotted from much of New York, including all of its boroughs and parts of New Jersey.

The bridge launches a vital link in the local and regional highway system. It marks the gateway to New York Har-bor; all cruise ships and container ships arriving at New York as well as New Jersey must pass underneath the bridge

and therefore must be built to accom-modate the clearance under the bridge. Even the funnel of the Queen Mary 2 was redesigned so there would be at least 13 feet of clearance at high tide.

New York area bridge expert and photographer, Dave Frieder, whose story and photos have graced the pages of Wire Rope News and Sling Technol-ogy, also ascended the towers of the Verrazzano-Narrows prior to Septem-ber 11, 2001. Frieder is also known as “Dave The Bridge Man,” a title given him by John Sexton a former personal

assistant to the great photographer, Ansel Adams.

Frieder explains that when the bridge opened it had the longest main span of any North American bridge, 60 feet longer than the Golden Gate Bridge in San Francisco. The Macki-nac Bridge, connecting the Upper and Lower Michigan Peninsulas is only lon-ger because of the long side span ap-proaches to the section containing the suspended roadway.

“The new Tappan Zee Bridge, farther

View of Cables and Tower from Mid-Span. Photo copyright © Dave Frieder.


continued from previous page

continued on page 12

up the Hudson River, will be a diago-nal cable stay bridge,” explains Frie-der. “Cable stay bridges are the way of the future perhaps due to a much lower construction cost. With them it’s a balancing act as towers are basically holding up the cables radiating in two directions to the bridge below.”

New York City has 2,027 bridges scat-tered among its four island boroughs and the one borough, the Bronx, actually on the North American continent. Those bridges include suspension bridges, can-tilever bridges and even small bridges over roadways or small water bodies. On the Verrazzano Bridge construction, the foundations were installed through the use of a huge cofferdam. These were on both sides of the bridge, for each its pair of towers.

Huge cutting edges, one foot in thick-ness at the bottom and four feet at the top were put into the harbor bottom. Vertical walls were built and filled with concrete. A concrete cap was placed atop that structure. Water jets were used and the huge walls would drive down into the muck and sand.

The capped circular well-like walls were 17 feet in diameter and as work proceeded were driven down a few hundred feet. Incredibly, they never reached bedrock. The resistance of the

sand and clay at that depth was great enough that the entire weight of the bridge and all its vehicles proved insig-nificant to the forces below; the tower foundations never did reach the bed-rock of the Narrows. The cofferdam was built around the main sections needed for the foundations in the water.

“These cofferdams were huge,” adds Frieder. “The tremie concrete cured un-derwater and for the last section of con-crete they left it open. A cap was placed on top and the foundations place on the cofferdams. The George Washington Bridge on the other hand had a founda-tion only ten feet below the water on the New York side and about 70 feet below the water in the New Jersey side.

“Today they would not use the Ver-razzano-Narrows Bridge technology; for the new Tappan Zee Bridge four to ten foot diameter piles are being used. Everything depends on the area where the bridge is located and the type of bridge being constructed when it comes to the foundation. In this case the Brooklyn side was shallower than the Staten Island side. This was best for these conditions.”

When completed, the tops of the tow-ers, being perpendicular to the surface of the earth are one and five eighths inches farther apart at the top than at the base. This reflects the curve in

the surface of the earth. There is also a 12 foot change in the distance of the center of the road deck from the sur-face of the water below from winter to summer. The bridge hangs lower in the summer due to the heat stretching or expanding the wires.

Neither the George Washington Bridge nor the Golden Gate Bridge have a variation in distance between the towers due to curvature of the earth; apparently they’re not quite long enough. The cable assemblies for the bridge’s main cables were so large as they were constructed that workers on the towers could place their hard hats in the bowl of the cables and slide down to have their lunch below.

Suspender ropes on the bridge were pre-stretched some 27 feet to account for the calculated weight of the bridge deck once it was in place. The bridge’s relatively flat road deck presented a challenge at this location bordering on both a wide harbor and the nearby open ocean with its strong winds. The streamlined deck profile channels fast-moving air over and under the struc-ture. With a double-decked design the problem could be magnified.

In the end, for the 12 lanes crossing the Narrows, 75 open boxes allow air to pass easily through the structure in addition to being rigid enough to resist movement. The 200,000 vehicles daily travel a surface expertly designed to resist the forces of the constant wind. This configuration proved so effective that some 30 years later the Japanese used it in the construction of their much longer Akashi Kaikyō Bridge* (12,831 feet in length) one built in both a seismically active area and prone to typhoons as well.

The bridge over the Narrows was the last great public works project in New York City overseen by Robert Mo-ses, the New York State Parks Com-missioner and head of the Triborough Bridge and Tunnel Authority. This cul-minated a great period of bridge build-ing over the last decades of the 19th Century and the first half of the 20th.

Moses had long desired the span as a means of completing the expressway system he had championed during his tenure. It was also the last project de-signed by Chief Engineer Othmar Am-mann, who had designed most of the other major crossings into and within New York City, including the George Washington Bridge, Bayonne Bridge, Bronx Whitestone Bridge, Triborough

Tower Arch and roadway. Photo copyright © Dave Frieder.

*See the August 2014 issue of Wire Rope News & Sling Technology.

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Washington Bridge. The bridge is af-fected by weather more than any other bridge in the city because of its size and isolated location close to the open

ocean. This structure is even on occa-sion closed – either partially or entirely – during strong wind and snow storms.

Brooklyn approach and shadow. Photo copyright © Dave Frieder.

continued from page 10Bridge, and the Throggs Neck Bridge. The plans to build the bridge caused considerable controversy in the Brook-lyn neighborhood of Bay Ridge, because many families had settled in homes in the area where the bridge now stands and were forced to relocate.

Each of the two towers contains one million bolts and three million riv-ets. The diameter of each of the four suspension cables is 36 inches. Each cable is composed of 26,108 wires at 61 strands at 428 wires per strand amounting to a total of 143,000 miles in length. The Roebling Company lost out on their bid to do the wire rope cables for the bridge to the American Bridge Company. But in the end, when the latter ran out of cabling they ended up having to use Roebling as subcon-tractor on the project to complete the work of construction.

The bridge’s two towers 693 feet high are the tallest structures in New York City outside of Manhattan and are taller than the tallest non-Manhat-tan building, the 658-foot One Court Square in Queens. The Verrazzano-Narrows Bridge towers are also taller than the 604-foot towers of the next-tallest New York Bridge, the George continued on page 14

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From 1964 to 1986, the toll was col-lected in both directions, until Staten Island residents concerned about pol-lution from idling vehicles decided on a one way toll. In 2010, eight of the unused Brooklyn-bound toll booths were removed to improve traffic flow at the toll plaza; the remaining three Brooklyn-bound toll booths. In Febru-ary, 2012, the last of those eastbound tollbooths were removed.

Robert Moses, longtime New York City planner and a main force behind the building of the bridge did not care for pedestrians, despite New York’s long tradition of having walkways on the older bridges for area residents. Thus the bridge was not built with a pedestrian walk-way; non-motorized transportation is limited to using the bridge during the New York City Mara-thon and Five Borough Bike Tour.

In 1993 the New York City Depart-ment of City Planning called for a footpath across the bridge as part of their “Green way Plan for New York City.” The DCP released a 1997 feasi-bility study stating that two footpaths running between the suspender ropes along the upper level, separated for pe-destrian and cyclist use, would cost a minimum of $26.5 million. The MTA at the time expressed concern about the “safety and liability inherent in any strategy that introduces pedestrian and bicycle access” to the bridge.

Residents living on both ends of the bridge have lobbied for pedestrian ac-cess. After much back and forth on the issue over the years, in 2013, an on-line

petition that yielded more than 2,500 signatures, as well as an organiza-tional sign-on letter with the support of 16 regional and local advocacy and planning administrations. On October 2, 2013 the MTA announced as part of its 2015-2034 Capital Needs Assess-ment that it would include a feasibility study for installing a pathway on the Verrazzano-Narrows Bridge.

As Frieder points out, one of the main impediments to such a plan is the lack of access at the bridge’s entrances for those crossing the structure on foot or bicycle. “It would be difficult for people to get onto the bridge or leave it at both ends,” says Frieder. “The bridge is very much designed solely for vehicles and at this point getting pedestrians on there too is problematic.

Signs at both ends of the bridge pro-hibit picture taking and video record-ing taping; however, it is not certain if the messages are intended to stop peo-ple from stopping on the bridge or ban photography and videography even from moving cars. Due to a number of suicide attempts, a sign that says “Life Is worth Living” along with a suicide hotline has been installed on the Stat-en Island approach.

“Unlike the Golden Gate Bridge or others around the city and country, suicides are perhaps not as much of an issue on this bridge,” adds Frieder. “One woman stopped her car and man-aged to jump off the bridge. Amazingly enough she survived her jump which resulted in two broken legs; she must have hit the water feet first.”

To preserve the bridge, zinc primer is

continued from page 12

View from Tower Arch, looking straight Down. Photo copyright © Dave Frieder.

applied to the surface after the bridge is carefully stripped of old paint. Then special sealing epoxy paint is used. Then a Polyethylene overcoat is used. “Contrary to popular belief, this is not done continually but once the painting is done, touch ups continue from that point one over time,” says Frieder.

“Another misconception is the idea that a body could be placed in concrete without anyone knowing. Concrete gets very hot when it is curing and poured, thus it cannot be poured too deep. Also, anything within the concrete would ruin its integrity. From an engineering and structural standpoint it must be a solid unit.”

On the bridge deck the road divider is being removed and a barrier will re-place that and the one and a half foot wide service walkway on the upper road deck will be removed. An Ortho-tropic, lightweight steel deck will be in-stalled. This will be much lighter than the concrete bridge deck.

“I’m guessing that the suspender wire ropes on the bridge will be replaced in another 25 to 30 years,” says Frieder. “Right now they are in pretty good shape.

“To do my photography on the bridge I had access to the towers. An elevator takes you to the top of the arch where you must climb a ladder to reach the Saddle Room. To get to the cables a lad-der takes you between both saddles and then a hatch must be opened to access a platform at the main cables. If you want to climb to the top of the tower, a gangway leads to another little ladder; that takes you to a hatch opening onto the top of the tower.”

The Throggs Neck Bridge, connect-ing Queens to the Bronx is an older, smaller sister to the Verrazzano-Nar-rows Bridge, according to Frieder. The Throggs Neck has a flatter arch in its towers. Only two bridges contain per-fect arches in their towers above and below the roadway, the George Wash-ington Bridge and the Bronx-White-stone Bridge. In 2009 all 262 of the mercury vapor fixtures in the bridge’s necklace lighting were replaced with energy efficient light-emitting diodes.

Starting in 1966 the bridge was the setting for a string of films and an epi-sode of a contemporary television show. The bridge named for a European ex-plorer happening upon this area back in 1524, continues to provide a link between the southernmost of the city’s boroughs as well as the starting point for the now world-famous marathon begun 13 years after the Verrazzano-Narrows Bridge opened up for automo-bile and truck traffic. WRN



Torsional Stability ofOffshore Hoists

by John M. Walton, B.Sc, C Eng, FIMechE, MBAConsulting Engineer - BRIDON International Ltd

Photographs courtesy of Bridon International Ltd.

The progression of lifting and lowering operations into ever-increasing depths of water has exposed a weakness in the long-established methods of assessing the torsional stability of multi-fall hoists. Instances of “cabling” have been reported on 2-fall hoists despite using “low-rotation” ropes in situations where they were expected to perform satisfactorily. The author explains how assumptions that worked perfectly well when heights of lift were a few hundreds of feet, can no longer be safely applied to Offshore operations in thousands of feet water depth. This article presents a new and more rigorous solution which reveals a secondary influence of height of lift on the torsional stability of multi-fall hoists. The revised theory is used to illustrate the severity of the problem faced by offshore operators and to examine alternative methods of solution.

It is now more than 40 years since the issue of torsional stability was first highlighted in the context of

multi-fall crane hoist ropes. At that time high-rise buildings were becom-ing more prevalent and high strength ropes with improved non-rotating prop-erties were still being developed. Con-sequently there was a pressing need for a better understanding of how and why multi-fall crane reeving systems became torsionally unstable at certain heights of lift, resulting in the charac-teristic “cabling” together of the rope falls, as shown in Figure 1 (page 18).

The response of British Ropes in 1973 was to devise a mathematical method[1] of assessing a given instal-lation, based on a simple static analy-sis to determine what size and type of hoist rope could be safely used. The re-sulting formulae have evidently with-stood the test of time - a joint paper[2] with Professor Roger Hobbs in 1993, serving to confirm the validity of the analytical solution proposed two de-cades earlier.

Recently however, further analyti-cal work has indicated that the above approach may become inapplicable in the case of very large heights of lift, such as those now being encountered in offshore marine operations. The earlier theory has been re-examined and found to be flawed in this con-text. This paper presents an improved method of analysis, which is expected to overcome the deficiencies of the ear-lier solution. Bridon International is pleased to acknowledge the contribu-tion of its offshore customers who pro-




vided the feedback that prompted this further study.

EXISTING THEORY

A basic assumption of the initial theo-ry was that the rope weight was negligi-ble compared to the working tension. In addition it was assumed that each of the rope falls was torsionally inert under zero tension, and that as the load on the hook increased, this would be shared equally between each of the rope falls. Given these assumptions it was shown that for a given reeving arrangement, the block displacement in the rotational sense could be predicted, providing the load-torque characteristic of the hoist rope was known. For example in the case of a simple 2-fall hoist with parallel falls the following expression for block rotation (Q) was derived:

SIN(Q)=LxTf/R², where L is the height of lift, Tf is the torque factor of the rope and R is the sheave radius.

Equivalent spacing factors were derived for all the common numbers

of falls (3, 4 etc up to 12), so that the same generic equations could be eas-ily applied with a pocket calculator. Significantly it was found that provid-ing the above assumptions were met, the level of rotational instability of the block was the same at all load levels. The load on the hook could therefore be ignored and attention focussed on the two most critical parameters, the rope torque factor and the height of lift.

From a risk perspective, it was pro-posed that 30° of block rotation, repre-senting a safety factor of 2 (based on the sine function), should be taken as the recommended limit. These simple rules allowed the maximum height of lift for a given rope construction to be predicted with both ease and apparent reliability.

For more complex lifting installa-tions, involving irregular reeving ar-rangements or a large number of falls (e.g. 32 or 64 falls), a computer pro-gramme was developed that allowed the block displacements to be exam-ined in greater detail. Both rotational

and translational displacements of the block were then derived for both the lifting and lowering scenarios in the quasi-static state. In this context it was recognised that the rope tensions would differ between falls, depending on the rope (bending) efficiency and the bear-ing losses at each pulley or sheave. Typ-ically a tension drop of 2% was allowed at each successive sheave, without al-lowing that the percentage losses might vary with the tensile load in the ropes. It is now known[3] that for well-engi-neered lifting installations, and well-lubricated ropes, the losses can be considerably lower than 2% at work-ing loads. Conversely, the tension drop can be significantly higher than 2% at very low rope tensions, such as those encountered when the load is detached from the hook.

RECENT DEVELOPMENTS

When news reached us of unexpected cabling problems being encountered in A & R operations offshore, it was initial-ly thought that there must have been re-sidual life in the ropes from installation or that the load/torque characteristics of the hoist rope were being viewed too optimistically. The problems occurred when lifting and lowering in very deep waters, where the installation is more sensitive to such effects. Interestingly however, the indications were that the rope falls were much more susceptible to cabling when the load was released than during the actual lifting or lower-ing operation, which made hook deploy-ment/recovery problematic.

Given this additional piece of infor-mation, it was deduced that the more likely explanation was the influence of rope weight, which had previously been discounted. The theoretical analysis of the torsional instability was modified accordingly and found to give dramati-cally different outcomes. In particular the revised theory shows that the tor-sional instability of a given reeving ar-rangement can be very sensitive to the hook load, with much greater probabil-ity of rope cabling at lower loads.

Once recognised, the reasons for this load sensitivity are quite easily explained. Whereas previously both the displacing and restoring forces (or torsional moments) acting on the block were both equally proportional to the same rope tensions, with deep-water (or high lift) operations this is evident-ly no longer the case. The torsional mo-ments from the ropes, which act to dis-place the block, are now proportional to the mean tension in the rope. For all

Figure 1. Rope falls are cabled together.

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ating parameters are known, the equa-tions can be solved for Q. However, the mathematical complexity is such that an iterative solution is required.

Alternatively, one can prescribe the value of block gyration (Q) and compute the relevant value of the independent variable, rope torque factor directly us-ing the following expression;

Torque Factor (Tf) = W x S x SIN(α) x SIN(β) / (W + w x L) /2

The analysis can be simplified fur-ther by assuming that the limiting value of block rotation before cabling occurs, is given by Qmax = π/2. In the

limit therefore, the earlier equations reduce to; α = SQRT[(R² + S²/4) / (2 x L)] and β = ATAN [2 x R/S]

Hence, the Maximum allowable torque factor will be given by;

Tf max = W x S x SIN(SQRT[(R² + S²/4)/(2 x L)] x SIN[ATAN(2 x R/S)]/(W + w x L)/2

Once the geometry of the reeving arrangement has been determined therefore, the torsional stability will be determined solely by the load that is attached to the hook block, relative to the average tension in each fall.



0

500

1000

1500

2000

2500

3000

0 50 100 150 200 250 300

LIM

ITIN

G HE

IGHT

or D

EPTH

OF

LIFT

- m

etre

s

VERTICAL LOAD AT BLOCK - tonnes

Figure 2 - Graph showing how Block Load influences Operating depth for Low Rotation rope in a typical 2-fall hoisting scenario

Top spacing = 5.0m

Top spacing = 1.4m

0

500

1000

1500

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0 5 10 15 20 25 30 35

LIM

ITIN

G HE

IGHT

or D

EPTH

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- m

etre

s

TOPSIDE ROPE SPACING - metres

Figure 3 - Graph showing effect of Topside spacing on Operating depth limit with a 2-fall hoist and 10te block load

practical purposes this can be taken as the tension in the rope at the mid-point of the height of lift, when rope weight is taken into account. Conversely the restoring forces acting on the block are no longer a function of the mean rope tension, but are proportional to the rope tensions immediately adjacent to the block, which can be significantly lower. Since rope weight is no longer a factor on the restoration side of the equation, the torsional stability situ-ation becomes sensitive to the level of tension in the ropes, particularly when the applied load reduces to just the weight of the block (i.e. when the pay-load is detached).

NEW PREDICTIVE THEORY

Given the above realisation, the theoretical analysis of a two-fall hoist system has been modified to take rope weight into account and the results are outlined below. It has been further as-sumed that the rope falls may well be non-vertical, since increasing the top-side spacing of the rope falls will have a beneficial effect on the torsional stabil-ity of the block.

In the general case therefore it can be shown that there is a limiting angle of rotation (Qmax) of the block (about its vertical axis) beyond which cabling of the falls will initiate. This critical upper-bound limit is governed by the following set of equations:-

Displacing torque at block = Tf x (W + w x L), where Tf is the torque factor of the hoist rope, W is the weight acting on the block (including pay-load), w is the weight/unit length of the rope, and L is the current length of the rope falls.

Horizontal displacement of each fall (X) = SQRT[R² - S x R x COS(Q) + S²/4], where R is the mean radius of the bottom sheave, S is the topside spacing of the rope falls and Q is the block rotation about a vertical axis out of the plane that it would have occu-pied had there been no torque exerted by the rope. The angular deviation of the rope falls from the vertical (α), can then be expressed as (X/2L), and hence;

Restoring torque at block = W x S x SIN(α) x SIN(β)/2, where β is the angle of deviation in plan of the falls from the plane of the bottom sheave block, which can be derived from the expression;

β = ATAN [R x SIN (Q) / (S/2 – R x COS (Q)].

When the block is in a state of static equilibrium, the above torques will just balance one another and if all the oper-

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However, there is an implied as-sumption in the above analysis, which cannot be ignored, and that is the tor-sional imbalance of the rope being lin-ear with rope tension. In practice the load-torque behaviour of ropes is often non-linear, particularly with Low-ro-tation Multistrand ropes operating at very light loads, and a constant value of torque factor cannot be assumed. In this scenario it will be more accurate to consider averaging the load-torque curve over the applicable load range, rather than just taking the torque val-ue at the mean tension.

The reflective reader will no doubt spot that there has been no mention of the inclined rope falls adopting a catenary shape, particularly at very low tensions. It is argued that since the falls will generally be near-verti-cal, the deviation of the falls from a straight line will be insignificant, and that where such effects do become appreciable they will act to improve the restoring force and hence the tor-sional stability. The above equations should therefore err on the side of caution. A similar objection could be raised about the effects of (e.g. tidal) currents on the linearity of the rope

falls, but this is considered to be be-yond the scope of this paper.

ILLUSTRATIVE RESULTS

The nature of the problem outlined above is perhaps best illustrated by studying a specific example of a crane hoist operating offshore in relatively deep waters, and examining how the key parameters can impact on the op-erating envelope of a typical installa-tion. Consider for example the case of a 70mm Multistrand hoist rope operating on 2-falls with hook block comprising a single-sheave that has a pitch circle di-ameter (PCD) of 20 x rope diameter, i.e. 1.40m. The rope will be assumed to be of the low rotation type, such as Dyform® 34LR and having a torque factor equiv-alent to 0.8% of rope diameter. Existing theory suggests that with parallel rope falls at 1.4m spacing, this rope will start cabling at an operating depth (or height of lift) of 875m, regardless of the sever-ity of loading.

When rope weight is taken into ac-count however, Figure 2 (page 20), based on the revised theory, shows just how sensitive to applied load this in-stallation is likely to be. The maximum height of lift with parallel falls (see red curve below) drops to 826m when the

block is fully loaded. When the load is released however, and the block load-ing falls to the weight of the hook and sheave etc., the critical height of lift at which cabling occurs, falls below 500m.

The situation can be quite readily improved by increasing the rope spac-ing at the top of the rig, for example to 5m, as shown in the blue curve above. This dramatically increases the maxi-mum height of lift to over 2500m, when the block is fully loaded. At the lower load level however, when the pay-load is released, the critical limit for cabling falls to less than 1000m. It is empha-sised that these figures are based on a block rotation of 90˚, this being the lim-iting position at which there is a high probability of cabling. In practice it is more likely that some margin of safety will be required.

If, for example, it was determined that the operating limit should be set at a block rotation of 45° rather than 90°, then in order to still reach the heights of lift represented by the blue curve above, it would be necessary to increase the top-side separation from 5.0m to 7.07m. It is no coincidence that the difference be-tween these figures reflects the change in the sine of the block deflection.


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continued from page 22The beneficial effect of increasing the

topside separation of the rope falls in proportion to the height of lift is fur-ther illustrated by Figure 3 (page 20), which is based on the same 2-fall sce-nario, but in which the minimum block weight has been arbitrarily set at 10te, by deliberately adding ballast to the hook if need be.

This demonstrates that by increasing the upper rope separation proportion-ately it is possible to achieve the same heights of lift as shown in Figure 2 and still control the risk of cabling when the pay-load is detached. Obviously there are practical limits to which this means of solution can be taken, at which point alternative remedies will need to be considered, as discussed below.

PRACTICAL SOLUTIONS

Once the above theory is understood, it becomes a relatively simple exercise to identify and assess the conditions under which the risk of cabling is likely to arise and to evaluate potential solu-tions, which fall into three categories:

1. Minimising the torsional imbalance of the rope, particularly at low loads,

2. Maximising the spacing of the rope falls, with emphasis on the

topside separation,3. Adding weight to the bottom

sheave block to increase the level of tension remaining in the rope when the pay-load is released.

One possible design solution which achieves both of the latter objectives would be to have two sheaves in tandem at the bottom block. These would be ar-ranged in-plane like a bicycle with the hook hanging in a central position where the foot-pedals would normally be. This would effectively double both the lower rope spacing and the weight of the block for little additional cost. It is emphasised however, that for torsional stability the topside rope separation should always exceed that at the bottom block.

Minimisation of the rope torque is obviously the province of the rope manufacturer, where it may be noted that improved high-performance mul-tistrand products are now becoming available, which are substantially torque-free under load and are begin-ning to deserve the often-abused title of “non-rotating” ropes. Nevertheless a running rope of helical construction will always have some residual torsion-al imbalance which points to the need for reeving arrangements that can eas-ily accommodate such tendencies.

An alternative approach would be to have a double winch system employing left-hand and right-hand ropes respec-tively for each of the falls. This would allow conventional 6- or 8-stranded hoist ropes to be used, providing that their torsional characteristics closely mirrored one another. The usual sin-gle-sheave bottom block arrangement would no longer be applicable but some form of tension equalisation would still be required, either using capstan winches or providing some means of automatic tension compensation at the bottom block, which could be perhaps provide feedback to the winch control system. Of course cabling at low loads in this scenario would become non-crit-ical, since both ropes are being recov-ered or deployed simultaneously at the same speed, and torsional stability will be restored as soon as the height of lift reduces sufficiently, or the hook load is increased to a working level. WRN

REFERENCES

1. “The Torsional Stability of Crane Hoist Ropes”, by J.M.Walton, British Ropes Ltd Report No. 731684 dated September 1973.

2. “Cabling of Crane Ropes”, R E Hobbs, D.M. Sharp & J.M. Walton, Wire Industry, pp 193-196, March 1993 No. 3.

3. “Wire Ropes: Tension, Endurance, Reliability” by Klaus Feyrer, AbeBooks.co.uk - ISBN 10: 3540338217 - ISBN 13: 9783540338215 – 2007.

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Allegheny Portage Railroad National Historic Site turns Fifty

by Henry Vere

One hundred and eighty years ago John Roebling’s persistence in his desire to try iron wire rope instead of hemp rope for the Allegheny Portage Railroad’s ten steep inclines, started wire rope on its long and colorful history. The Allegheny Portage Railroad opened in 1834 as part of the Pennsylvania Mainline Canal running between Philadelphia and Pittsburgh, the state’s answer to New York opening its own famous Erie Canal. Charles Dickens even penned a contemporary account of travel on the railroad in a chapter of his American Notes.

The Allegheny Portage Rail-road was the first railroad built through the mountains of central

Pennsylvania, operating from 1834 to 1854. The project allowed two canal divisions to maintain barge traffic be-tween the Ohio and Susquehanna Riv-ers. Considered an engineering wonder in its day, it played a vital role in be-ginning settlement of the interior of the United States beyond the Appala-chian Mountains. Along the route was the first railroad tunnel in the U.S. The Staple Bend Tunnel’s inaugura-tion occurred with great fanfare.

Today, what is left of the railroad is preserved within the Allegheny Portage Railroad National Historic Site operated by the National Park Service. The Samuel Lemon House, a tavern located beside the railroad was a popular stop for passengers. It

has been converted into an historical museum by the National Park Service. For those interested in visiting the park, it is located not far from Johns-town, Pennsylvania, which is in turn an hour and a half from Pittsburgh or four hours from Philadelphia on to-day’s modern highways.

The canal and portage railroad were the chief way to transport goods across the state. John Roebling, a young sur-veyor and engineer who had emigrated from Germany, had been traveling the state, taking on different jobs. Roebling noted hemp ropes were definitely a problem for the incline railroad, wear-ing out and breaking rather easily.

This situation got Roebling think-ing, according to Ranger Doug Bosley, at the Allegheny Portage Railroad Na-tional Historic Site. “Problems with hemp rope made him wonder if a rope

constructed out of very thin iron wires instead of fibers may work better on the inclines,” explains Bosley. “Roebling experimented with the idea of using iron rope before going to state officials operating the portage railroad, asking if they would try his idea out. State of-ficials eventually went along with the plan – with the condition Roebling would have to use his own resources for the experiment.”

In 1842, Roebling picked the shortest of the incline planes, number three, to try out his new idea in an effort to keep his expenses up front to a minimum. Minor modifications were made to the big wheels of the equipment so his iron wire rope would fit; the diameter of the wire rope was less than the hemp rope already in use. But in the end Roe-bling’s wire rope worked out well and went into use during the next year on

the third incline.Also the next year work

began on the replacement of hemp with iron wire rope on the other nine incline planes on the mountain. The art of constructing wire rope had never really been attempted in the United States before.

Roebling’s early wire ropes for the inclines of the Allegheny Portage Railroad were assembled out in the middle of a field on the out-skirts of Saxonburg, north of Pittsburgh, Pennsylva-nia. In time, Roebling would build a wire rope making factor in Trenton, New Jer-sey. Manufacturing opera-tions were moved there for his growing list of projects involving wire rope con-struction, in the late 1840s.

But for the time being, in

The Lemon House, the tavern that served travelers on the Portage Railroad.


the early 1840s, all of the wire ropes for the Allegheny Portage Railroad were hand-cranked and twisted together in the middle of a field with the help of some of his workers, his sons and nearby neighbors all pitching in to get the job done. One piece would be con-structed and then additional pieces to lengthen it would be spliced onto the original section. The ropes on the in-cline plane were a mile long.

“They made very long sections and then spliced those pieces together to get the mile-long pieces they needed for the incline,” adds Bosley. “Wire rope thickness ranged from one-and-three quarters of an inch to one-and-one half inch in diameter. The national historic site here has two replicas of the rope Roebling constructed. These, however, are crafted out of stainless steel. One of these is about one foot in length and the other is ten feet long, just to show how flexible such wire rope actually is.”

Iron was used to build the wire rope back then as steel-making was still ex-perimental and expensive. The Besse-mer process for creating steel had not been devised yet. Thus, from 1834 to 1842, hemp rope was only used in the incline railroad north of Johnstown.

In 1842, the first wire rope was intro-duced on one of the inclines. Then it took several more years to complete the project; by 1848 to 1849 all the incline planes had successful operating iron wire rope.

“They already had hemp contracts in place for a number of years, so the switchover had to be somewhat grad-ual. I suppose among the biggest chal-lenges with this project was simply get-ting someone to try this idea out. John Roebling had the idea, but really no one knew if it would work, so the state told him he could try it out.”

An early challenge was whether the rope should be twisted or parallel-laid like on a bridge, with individual wires on parallel bundles with the wrap-ping on them. Roebling made a shorter piece, parallel with the wrap covering it and used that on the Johnstown Boat Plane where boats were pulled out of the canal. Once the outer wrapping wore through, however, then the rest of the rope fell apart like a bunch of spaghetti. He decided for a rope used this way it needed to be twisted togeth-er the same as a typical twisted hemp rope, according to Bosley.

“When Roebling figured out the early construction challenges faced in the use of the rope, he saw the promise in the use of wire rope in such an appli-

cation,” says Bosley. “Overall this was a complicated system with the incline and the engines doing the hauling, plus this is also part of a canal system and visitors to the National Park Site get to see and understand what is involved.

“Visitors get a sense of how people ac-complished this amazing feat of getting goods over a mountain when the way became impassible with a canal boat. Branch canals going north and south went off this main one to service plac-es at other ends of Pennsylvania. But this main line was east to west. The whole mountain section was 36 miles in length. The inclines were each five miles in length and that is where Roe-bling’s new wire rope was used.”

A skew arch bridge displays the handiwork of skilled stone cutters of the time; this is also a feature of the park site. Finished in June 1833, the Staple Bend tunnel was advertised as the first railroad tunnel in the United States. It was the third tunnel of any kind built in the US, the first tunnels were for other canals in Pennsylvania.

Work began on the tunnel on Novem-ber 21, 1831 and often occurred during inclement conditions. The men were paid $13 per month plus room and board for twelve hour days six days per week. Workers chipped and blasted 901

Inside the Visitor Center.

All photographs © Allegheny Portage Railroad National Historic Site. continued on next page

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feet of solid rock to make the tunnel. Approximately 14,900 cubic yards of bedrock was removed using black pow-der blasting. This was done by drilling three feet long holes and packing them with powder.

Drilling one typical hole took up to three hours of hard effort using a three man crew. Nine to ten holes, each one-inch in diameter and thirty-six inches in length, were made before blast-ing. One pound of explosive powder wrapped in paper was pushed into each hole, tamped down, punctured with a sharp needle, and a had a fuse added. Fuses were lit with explosions set to occur at mealtime. Workers would eat while the dust settled then get to work cleaning (mucking) the tunnel. Of the 36-inch hole drilled only 18 inches, or half of the hole, was blasted.

The tunnel grew about 18 inches each day, with both sides moving toward the center. On December 21, 1832, work-men broke through the final barrier and connected the two ends of the tun-nel. There was much celebration with speeches and toasts. The full tunnel ex-cavation was completed in April 1833.

The ends of the Staple Bend Tunnel were lined with cut stone for safety.

Rock and dirt might fall due to rain or other weather, or from the effects of the portage railroad going through the tunnel. The flamboyant entrance-ways to the tunnel were designed to impress the travelers and the gen-eral public. The style was described as a “ Roman Revival style with low relief lintel supported by Doric pilas-ters on each side.” Of the total cost, $37,498.85, nearly half was to build

the fancy entrance ways.The Portage Railroad officially

opened March 18, 1834. It then became possible to travel from Philadelphia to Pittsburgh in four days. The ear-lier Conestoga wagons took 23 days to travel from Philadelphia to Pittsburgh – when the dirt roads were dry.

The total cost of the Public Works system was $16,504,655.84. The rail-

The Staple Bend Tunnel, the first railroad tunnel in America. It was part of the Portage and is also part of the park today.


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road system portion was $1,828,461.38. The railroad and canal system spurred trade in Pennsylvania. The canal and railroad carried raw materials east and manufactured goods to the west. With the building of the Mainline of Public Works Pennsylvania began an era of prosperity and eventually mak-ing Pennsylvania one of the greatest industrial states in the nation. The Al-

legheny Portage Railroad and the Pub-lic Works systems ran twenty three years, from 1834-1857.

The line proved a way west or east for merchants, passengers, slaves in pur-suit of freedom, and soldiers from the Mexican War. Unlike New York State’s Erie Canal which followed the Mohawk River Valley for many miles on its way to Lake Eire, the Pennsylvania canal

had a mountain to contend with. One 36 mile section had to be traversed with a railroad line to connect the two sections of canal. The steepness of the mountain’s flanks dictated the need for five incline planes on each side of the peak for a total of 10 inclines making a big staircase up one side of the moun-tain and then back down the other side.

On the relatively flat or level sections between the incline planes of track and on the top of the incline planes, horses were used to pull the loads and later on locomotives. The equipment for the in-clines featured steam-powered engines using an endless piece of rope made of hemp to haul the canal’s boats and loads up the incline. This was the same type of rope used to moor ships. But it wore out quickly in these conditions, breaking frequently as well as causing quite a few accidents.

On February 15,1854, the Pennsyl-vania Railroad company had completed its all rail line system from Philadel-phia to Pittsburgh. The completion of the Pennsylvania Railroad took busi-ness from the Public Works system. The new Pennsylvania Railroad had no inclines and was only on rails, no wa-ter. The Public Works system was un-

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continued from page 30profitable. May 16,1857 the legislature passed an act for the sale of the Main Line of the Public Works. On June 15, 1857 the Pennsylvania Railroad Com-pany purchased the system for $7.5 million and took possession on August 1,1857. The Pennsylvania Railroad of-ficially abandoned the Allegheny Por-tage Railroad on November 1, 1857.

On July 31, 1857, the Pennsylvania Railroad bought the portage railroad from the state. The part east of the Gal-litzin Tunnels re-opened as a freight

bypass line in 1904. CONRAIL aban-doned this line to Hollidaysburg, PA, in 1981 and removed the rails.

The Lemon House has re-opened as of May 10, 1997. A major restoration proj-ect was completed restoring the house to its 1840s appearance. While it is the original house on its original location, there is a great scarcity of information available about the home. Plans or con-tracts for building the house remain elusive. Documentary evidence is lack-ing, even as to the exact year the house was built. Much of the restoration was

founded on archeology work, period artwork, and documentation of other 19th century taverns in the local area.

In 1907, Henry Storey wrote that the east entrance facade of the tunnel had been removed for building purposes. He gave no indication of a date or the building on which the stones were used. The west entrance facade remains and is now restored to its former grandeur.

After the demise of the old Portage Railroad the tunnel had other uses. Nei-ther the “new Portage” nor the Pennsyl-vania Railroad used the tunnel. It was instead, a popular carriage route until the great Johnstown Flood of 1889. Af-terward, Flood damage and other con-cerns made the tunnel a less desirable driving spot although local residents continued to visit, and even go courting at the tunnel up until the 1940s.

In the 1940s a concrete liner was added to the east portal of the tunnel and large water lines as well as a water vault structure were built. The Manu-facturer’s Water Company closed the tunnel to the public and the water lines were used by Bethlehem Steel. In 2001 the tunnel became part of Allegheny Portage Railroad National Historic Site. Rock bolts, shoring posts, and other re-inforcements were added as well as a thin mortar between the historic blocks.

The Allegheny Portage Railroad Na-tional Historic Site today comprises some 1,250 acres including twelve to thirteen miles of hiking trails. The concept of a park on this location was brought to life fifty years ago, in 1964. Three years later the park opened to the public. Visitors can still witness the lengths those who came before them went to in going about their busi-ness and commerce in the new, rapidly growing country. Our country’s first wire rope played an important role in getting those goods over the Pennsyl-vania mountains. WRN

Restored drainage culvert under the Portage Railroad.



Loos and Company Buildson its Strong History andDiversifies for the Future


Tucked amid the rolling, lush countryside of northeastern Connecticut is a wire rope manufacturer whose motto could easily be, “whatever you do, we have a wire rope for you.” Don’t let the bucolic setting fool you. The mission of Loos and Company is to manufacture specialty wire, aircraft cable, and wire rope products for some of the world’s most critical applications, those that demand the highest standards of performance and reliability. And they are building on their humble begins more than 50 years ago by continuing to diversify so they can remain strong for decades to come.

Since opening its doors, Loos and Company has supplied aircraft cable and wire rope for many ap-

plications, spanning rigging and lifting to aviation, and everything in between. Founded in 1958, Loos and Company has grown from a three-car garage based business to some 220,000 square feet with its plant in the southern New England town of Pomfret, CT.

Starting out in business as a manu-facturer’s representative for hardware interests, Loos and Company imported and distributed aircraft cable and wire rope from Germany and Japan. They were soon stocking aircraft cable and wire rope, tools and fittings, as well as re-reeling and re-packaging products for their customers. In 1962, Loos and

Company began to make cable assem-blies. In 1964, they added equipment to produce plastic-coated cables. Since 1971, with the acquisition of its own stranding and closing machines, the company has been able to do what it

now does best –strand and close air-craft cable and wire rope in house. To-day, with the acquisition of a fully in-tegrated wire mill, Loos and Company can draw wire, strand cable, extrude plastics, manufacture hardware and tools for mechanical cable, manufac-ture cable assemblies, as well as test and package all of the above.

Loos and Company was featured back in an early issue of Wire Rope News & Sling Technology. Visitors to the facil-ity today may notice their expanded warehouse from the 1970s remains part of the company’s main building. But they’re not resting on their laurels. They continue to live up to a reputa-tion and company culture established decades back. Loos & Company is built on a proud tradition of innovation in a seemingly old-line industry. From that three car garage start-up they’ve grown to the recognized industry leader.

“Accomplishments like that only happen by doing things right,” ex-plains Robert Davis, marketing and sales manager. “This attitude of doing things right has allowed us to focus on

The Loos & Co., Inc. manufacturing plant in the late 1960’s.

Loos & Co., Inc. specializes in the manufacture of the cable and assemblies used in aircraft flight controls.

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developing products for new markets and has helped us to grow beyond our original markets into the wide range of product we sell today.”

Loos has used the development of products for critical applications to con-tinue to innovate for the future. Focus-ing resources on new applications and new markets has allowed it to become the industry leader in markets that ex-tend beyond aerospace flight controls to elevators, rescue hoists, earthquake bracing, rigging, scaffolding, automo-tive controls, and exercise equipment.

They have also continued to push their capabilities beyond the tradition-al aircraft cable sizes and materials. While specializing in the ability to draw stainless steel and high nickel alloys in their wire mill, they use these specialty materials to make strands, cables, and



ropes from .006” to 1 – ¼” in diameter. And by having both distinct operations under one roof – wire drawing and rope manufacturing - they are able to create custom product for their customers and continue to broaden the markets and applications they can support.

But no one market, region, or appli-cation dominates their business. “Our diversification allows us to learn, inno-vate, and continue to lead in the mar-ketplace,” says Davis. “It is what has ultimately given us the capability to draw wire, strand and close aircraft cable and wire rope, extrude jack-ets onto our products, and manufacture cable assemblies.”

It has also provided a buffer to protect them in case an area happens to drop off for any reason. They manufacture wire and cable for everything from automated self-scooping litter boxes to the flight control cables of C-130 aircraft. “This way we can do well during thin and during thick because demand for product does shift over time,” explains Robert Davis, Market-ing Manager with Loos and Company. “In a slowdown we are very

well-structured; the slowness in one area opens up opportunities in others.”

Loos makes a great deal of wire, air-craft cable, and wire rope at their facil-ity in Pomfret, CT, something they’ve done for a long time, and something they plan to do for a long time still. “Wire, aircraft cable, and wire rope of all sizes are found virtually everywhere you look, from medical instruments and tiny wires saving lives in hospital emergency rooms, to steel-belted radial

All images property of Loos & Co., Inc.

How the Loos & Co., Inc. Global headquarters in Pomfret, CT USA looks today.

An early investment by Loos & Co., Inc. was the capacity to

jacket wire rope and aircraft cable.

Founder Gus Loos in front of an original Loos & Co., Inc. sign.


Before armed sea conflict, pi-rate ships have also always been around, especially as long

as merchants ships plied the waters trading their goods. They tended to be lightweight with sails and rope rig-gings all designed for speed. In ancient times oar-powered pirate ships existed until sails were developed. Stealth, ruggedness, seaworthiness and plenty of arms have been requirements for pi-rate ships throughout time.

In the 1570s there was some ques-tion as to whether Francis Drake was a pirate or a privateer. To the Spanish he was clearly the former and to Queen Elizabeth, the latter. After raiding Spanish settlements up and down the western South American coast, his crew spied Spain’s greatest prize the famous galleon, Nuestra Senora de la Concep-cion. Drake cleverly had his crew take many of his ship’s lines and cast them out with mattresses and other items to slow his ship down and make it appear to be lumbering along – just the oppo-site of swift pirate raiding vessel.

The tactic worked and the Span-ish ship was duped and was able to be taken after the Golden Hind drew close enough to keep the galleon from escaping. The gold and silver raided from the ship was enough treasure to equal one entire year of typical revenue collected by the queen. The great age of sailing ships with their miles of rig-ging, chains and sails would go on for nearly another 250 years.

With the start of the industrial revo-lution came an eventual moved away from hemp ropes on ships as sail power was replaced with steam power and other types of fuels and locomotion. The man who comes to mind for many when we think of the first steam-powered ves-sel is Robert Fulton. Fulton was a multi-talented man, a painter, inventor and

engineer. He truly believed America’s economic future rested on the transfor-mation of its numerous waterways into navigable highways of commerce.

Fulton did not, however, invent the steamboat - as early as 1787, American John Fitch had sailed a steamboat on the Delaware River. Fulton reached his place in history by producing the first commercially successful steamboat. Fulton’s success raised the curtain for the commercial development of Amer-ica’s waterways, particularly the Ohio and the Mississippi.

In 1802 Fulton contracted with Rob-ert Livingston to build a steamboat that would ply the Hudson River. Liv-ingston held the rights for steamboat navigation on the waterway. By Au-gust 1807, Fulton’s boat was ready for a trial run from New York City to Al-bany and back.

On the afternoon of Monday August

17, the vessel was moored on the East River off Greenwich Village. Aboard were Fulton, Livingston and numerous adventurous friends eager to make the historic voyage. The boat (called the Cl-ermont by history although there is no evidence that Fulton used this name) was an odd looking craft 150 feet long and 13 feet wide, drawing 2 feet of wa-ter. Amidships was her engine, a steam boiler that belched flame and smoke as it powered two paddle wheels placed on either side of the hull.

At one o’clock Fulton cast off and be-gan his journey into history. The vessel ran into problems nearly straight off as the ship’s engine died shortly after leav-ing the dock. Fulton fixed the problem and the voyage started up once more. The boat headed up river at a speed of about 5 miles per hour. Twenty-four hours later the dauntless adventurers got to Robert Livingston’s manor house 110 miles up the Hudson. The journey


As long as there have been ships there have been ropes, tying the vessels up at shorelines or holding aloft sails for transport as well as flags for identification. Relatively lightweight hemp rope proved a good fit for sailing boats and ships over the centuries. Today, synthetic rope has been used to carry on many of the uses originally reserved for the hemp cords. Wire ropes serve a wide variety of functions as well, such as holding vital rigging or communication and data-gathering equipment in place.

Ropes of all types have aLong History on board Ships


All photos courtesy of Peter Hildebrandt.

Anchor winch with wire rope cable.

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continued from page 38ended the following day after an 8-hour voyage to Albany. The following day - Thursday August 20 - Fulton took on some passengers and began his return voyage, again stopping at Livingston’s manor before continuing to New York City the next day.

“It is a foolish scheme,” Fulton com-mented not long after the trip. “The mo-ment arrived in which the word was to be given for the boat to move. My friends were in groups on the deck. There was anxiety mixed with fear among them. They were silent, sad and weary. I read in their looks nothing but disaster, and almost repented of my efforts.

“The signal was given and the boat moved on a short distance and then stopped and became immovable. To the silence of the preceding moment, now succeeded murmurs of discontent, and agitations, and whispers and shrugs. I could hear distinctly repeated- ‘I told you it was so; it is a foolish scheme: I wish we were well out of it.’

“I elevated myself upon a platform and addressed the assembly. I stated that I knew not what was the matter, but if they would be quiet and indulge me for half an hour, I would either go on or abandon the voyage for that time. This short respite was conceded without objection. I went below and examined the machinery, and discovered that the cause was a slight maladjustment of some of the work. In a short time it was obviated. The boat was again put in mo-tion. She continued to move on. All were still incredulous. None seemed willing to trust the evidence of their own senses.”

A visitor from France, Michaux was one of only two new passengers who mustered the courage to book passage

on the return trip to New York City. Fear of the boiler exploding scared off any other would-be voy-agers. Michaux described his journey in a letter to a friend.

The vessel was lying alongside the wharf: a placard announced its return to New York for the next day but one, the 20th of August, and that it would take passengers at the same price as the sailing vessels - three dollars. So great was the fear of the explosion of the boiler that no one, ex-cept my companion and myself, dared to take pas-sage in it for New York.

“We quit Albany on the 20th of August in the presence of a great num-ber of spectators. Chan-cellor Livingston, whom we supposed to be one of the promoters of this new way of navigating rivers, was the only stranger with us: he quitted the boat in the afternoon to go to his country residence which was upon the left bank of the river. From every point on the river whence the boat, announced by the smoke of its chimney, could be seen, we saw the inhabitants collect; they waved their handkerchiefs and hurrahed for Ful-ton, whose passage they had probably noticed as he ascended the river.”

It would be decades though, before mechanized transport completely did

away with the need for sails and their hemp rope riggings. The Na-poleonic Wars saw something of an arms race on the sea between England and France. Worries about running out of coal and break-downs of the machin-ery kept sailing vessels dominant until steam power and sail were combined on some of the warships. Eventually the screw propeller and iron hulled ships came into the being.

The Great Britain was the first large screw propeller-driven ship. Iron hull arma-

ment developments such as plating started to interest designers, but hemp rope was still utilized for the riggings. The French launched their own vessel Gloire in response to the British ship. Gradually, rigging above for sails was replaced with more powerful turbines below. HMS Dreadnought started an-other naval arms race in the years be-fore World War I. These ships were the start of what today is considered the modern day battleships.

In time, wire rope, though excellent for many uses, was found to be ill-suit-ed to such actions as mooring ships. Synthetic ropes came to be popular for mooring. But the problem with syn-thetic ropes in a marine environment is the danger from something called “snap back.” The US Navy has had hundreds of injuries and a number of deaths over the years because synthet-ic rope snaps back to its original posi-tion when stretched. Legs and arms can be broken and lives can be ended in an instant.

Synthetic rope has good life expec-tancy and is lightweight, but unexpect-ed breakage is something that must be dealt with. Wire rope, by contrast has already been stretched so it doesn’t typically have such problems.

In 1960, the Massachusetts legisla-

Steamship Authority Fast Ferry departing for Nantucket Island. This vessel takes half the time than ferries carrying vehicles.

Wire rope helps in unloading vehicles in Hyannis.



ture created the Woods Hole, Martha’s Vineyard and Nantucket Steamship Authority to provide for “adequate transportation of persons and neces-saries of life for the Islands of Nan-tucket and Martha’s Vineyard.” This legislation empowered the Steamship Authority to acquire, maintain and op-erate a boat line between the mainland ports of Woods Hole (Falmouth) and Hyannis (Barnstable) on the one hand, and the Islands of Martha’s Vineyard and Nantucket, on the other.

The company’s legal mission is to serve as the “Lifeline to the Islands” for everyone from year-round residents, who depend on the ferries for all com-

merce and transportation to and from the mainland, to a significant seasonal population, to the tourists who visit for a day, a week or longer.

The Steamship Authority provides the only ferry service for Martha’s Vineyard and Nantucket carrying both passengers and vehicles, including com-mercial freight trucks. In addition, the Steamship Authority’s enabling act pro-vides licensing authority to the Steam-ship Authority to regulate the carriage of freight by water by private operators between the Massachusetts mainland and the Islands, as well as to regulate vessels certified by the U.S. Coast Guard to carry in excess of forty passengers in

their operation between the Massachusetts mainland and the Islands. Such provi-sions, however, do not apply to so-called “grandfathered” services operating prior to May 1973.

The Steamship Author-ity has its principal office in Woods Hole, Massachu-setts with ferry terminals in Woods Hole and Hyan-nis on Cape Cod, terminals in Vineyard Haven and Oak Bluffs on the Island of Martha’s Vineyard, and a terminal on the Island of Nantucket. The Steam-ship Authority owns and operates year-round park-ing lots in Woods Hole and Hyannis, and operates sea-sonal off-site parking lots in Falmouth, Bourne and Hyannis. The Steamship Authority also has a ves-sel maintenance facility in Fairhaven and a receiving

Wire rope on lifeboat crane.

Deck wire rope termination.




warehouse in Falmouth, and it rents property in Edgartown and Mashpee for its two reservation offices.

The Steamship Authority serves a complex patronage including year-round residents of the Islands who de-pend on the ferries for all commerce and transportation to and from the main-land, a significant seasonal population and tourist group, and the communities that serve as ports through which all traffic to the Islands pass. Each group has special needs and points of view that impact the Steamship Authority and how it does business.

The popularity of the Islands for both residential and recreational purposes has been reflected in increasing traffic and demands for service. The Steam-ship Authority currently operates nine vessels (including a high-speed passenger-only ferry) carrying passen-gers, automobiles and freight trucks. The Steamship Authority employs 750 people (peak season) with a workforce that is almost totally unionized, with eight bargaining units represented by four different unions.

The Steamship Authority’s budget is supported by operating revenues of around $80 million. Since 1962, the Steamship Authority has had only four annual operating deficits, and it has not had to assess the taxpayers of the participating communities for monetary support since 1963. In addition, the Steamship Authority has an on-time performance record of nearly 100 per-cent, with service interruptions mostly caused only by inclement weather.

Though the name harkens back to older vessels, actual steamships, to-day’s Steamship Authority boats run on diesel fuel. The name comes from years ago, prior to 1973 when the ships were all reciprocating steam engine-powered vessels. The older steamships contained much less capacity for such vehicles as the 18-wheeled trucks the current vessels transport with ease. Now all nine of the Steamship Author-ity’s ferries are diesel powered. Prior to diesel, the fuel was bunker C, a common fuel for steam-powered crafts which is similar in composition to road tar. Reciprocating engines feature multi-cylinder operation. Today, the diesel fuel powers turbine engines.

The wire rope cable on the decks of the boat is used for wifi equipment, ra-dar antennas, VHS television antennas as well as other communication equip-ment, according to Carl R. Walker, Di-rector of Maintenance and Engineer-


ing for the Steamship Authority. Wire rope is also utilized for the rescue boat davits. On the Island Home, the com-pany’s largest vessel, wire rope helps

to lift an additional deck for vehicles should the deck be needed. Hydraulic cylinders in those decks pull on wire rope cables and the vehicles are lifted up. Sixteen extra cars can beheld on this extra boat deck.

White barrels on the decks of the fer-ries contain inflatable rafts in case of problems with the vessels should they need to be deployed. The small rescue boat on deck is for use in case there is a man or woman overboard drill. Equip-ment is currently being updated to en-hance the vessels’ wifi capabilities.

“The wire rope rigging on our ships has helped with the success of our op-erations over the years,” adds Walker. “The Cape islands are beautiful. We are glad to be here to help visitors and commuters get easily to the islands with the rigging and equipment nearby to make the trip as effortless and com-fortable as possible.”

Sea transport and shipping has had a long rich history. But something had to be there to hold sails aloft on the May-flower and the many other ships of dis-covery. Wire rope, synthetic rope and that crafted from hemp are still there, holding vital equipment fast to decks and keeping those vessels from going adrift in stormy seas. WRN

Quality and attention to detail have allowed Loos & Co., Inc. to continue to grow.

LOOS & COMPANYcontinued from page 36

tires and overhead power transmission lines on high speed railways,” accord-ing to Davis. “We’ll continue to focus on the next design and the next ap-plication, and on investing to remain an industry leader.” And if history is a guide, this manufacturer, founded in the Mid-20th century, can take pride in the fact it has taken the steps to re-main a market leader through the Mid-21st century, and beyond. WRN

Wire rope rigging for small crane.


Choose your headings.Turn the page. Check the product headings youwish to be listed under and fill in the subheads.Subheads are free, but not required.For example, if you check "Wire Rope" as yourheading, and want to specify a certain type, suchas stainless steel, you should fill in the subheadlike this:

stainless steelo Wire Rope _ _ _ _ _ _ _ _ _ _ _ _ _ _

...and your listing will look like this:

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Choose your headings.Turn the page. Check the product headings youwish to be listed under and fill in the subheads.Subheads are free, but not required.For example, if you check "Wire Rope" as yourheading, and want to specify a certain type, suchas stainless steel, you should fill in the subheadlike this:

stainless steelo Wire Rope _ _ _ _ _ _ _ _ _ _ _ _ _ _

...and your listing will look like this:

Wire RopeStainless SteelYour Company NameYour Company AddressCompany Contact PersonCompany Phone & Fax NumbersCompany Web & E-mail Addresses

Fill in this form.Please type or print clearly.

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All listings in the printed version will appear in our online Suppliers Directory FREE.*And for just $100 more, all your listings will be linked online directly to your website.

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Mail, Fax or Email.To mail, simply fold and send.Fax: (508) 252-4890.Email: [email protected]? Call (508) 252-8078.

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$75 for first listing.$10 each add’l listing.

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Source: U.S. Dept. of Commerce, Bureau of Census.

Preliminary steel imports increase 13% in OctoberImport market share 31% in October

Based on preliminary Census Bu-reau data, the American Iron and Steel Institute (AISI) reported that the U.S. imported a total of 4,398,000 net tons (NT) of steel in October, includ-ing 3,396,000 net tons (NT) of finished steel (up 12.8% and 14.9%, respec-tively, vs. September final data). Year-to-date (YTD) total and finished steel imports are 36,963,000 and 27,812,000 net tons (NT), respectively, up 37% and 32% respectively, vs. 2013. Annualized total and finished steel imports in 2014 would be 44.4 and 33.4 million NT, up 38% and 34% respectively vs. 2013. Finished steel import market share was an estimated 31% in October and is estimated at 28% YTD.

Key finished steel products with a significant import increase in Octo-ber compared to September are heavy structural shapes (up 48%), plates in coils (up 37%), tin plate (up 30%), sheets and strip all other metallic coatings (up 30%), line pipe (up 27%), reinforc-ing bars (up 25%), hot rolled sheets (up 23%) and hot rolled bars (up 17%). Ma-jor products with significant YTD im-port increases vs. the same period last year include wire rods (up 87%), plates in coils (up 86%), cold rolled sheets (up 84%), cut lengths plates (up 70%), sheets and strip hot dipped galvanized (up 57%), heavy structural shapes (up 53%), hot rolled sheets (up 43%), sheets and strip all other metallic coatings (up 42%), mechanical tubing (up 31%), tin plate (up 26%), oil country goods (up 20%) and reinforcing bars (up 14%).

In October, the largest volumes of fin-ished steel imports from offshore were from South Korea (550,000 NT, up 43% vs. September final), China (368,000 NT, up 12%), Turkey (327,000 NT, up 88%) Japan (237,000 NT, up 36%) and Russia (119,000 NT, down 33%). For 10 months of 2014, the largest offshore suppliers were South Korea (4,563,000 NT, up 44%), China (2,710,000 NT, up 70%), Turkey (1,807,000 NT, up 67%), Japan (1,768,000 NT, up 10%) and Rus-sia (1,200,000 NT, up 518%). Below are charts on estimated steel import market share in recent months and on finished steel imports from offshore by country.

Steel Industry Applauds Wire Rod Imports Decision

The American Iron and Steel Insti-tute (AISI) applauded the decision by the Department of Commerce (DOC)

yesterday to impose duties on wire rod from China.

“A number of our steel producing members have been adversely im-pacted by the dumping of wire rod by China, and we are pleased that the De-partment of Commerce recognized the severity of the dumping taking place,” said Thomas J. Gibson, AISI president and CEO. “Significant duties are nec-essary to offset the level of dumping taking place, which has injured the American steel industry and our work-ers. The DOC decision yesterday is a significant step in ensuring aggressive enforcement of our trade laws.”

DOC’s determined that carbon and cer-tain alloy steel wire rod from China had been sold in the United States at dump-ing margins ranging from 106.19 percent to 110.25 percent, and that Chinese pro-ducers and exporters of these products have received subsidies ranging from 178.46 percent to 193.31 percent.

“Our steel producers can compete against anyone in the world, if the rules of international trade against dumping and subsidies are enforced.

This decision is a positive step in our ongoing efforts to enhance our indus-try’s competitiveness and put us on a level playing field,” Gibson concluded.

AISI Releases October SIMA Imports Data, Import Market Share 31 percent in October

Based on the Commerce Department’s most recent Steel Import Monitoring and Analysis (SIMA) data, the Ameri-can Iron and Steel Institute (AISI) re-ported today that steel import permit applications for the month of October total 4,382,000 net tons (NT)*. This was an 8% increase from the 4,043,000 permit tons recorded in September and a 12% increase from the September fi-nal imports total of 3,900,000 NT. Im-port permit tonnage for finished steel in October was 3,376,000, up 14% from the final imports total of 2,955,000 in September. For the first 10 months of 2014 (including October SIMA and September final), total and finished steel imports were 36,947,000 NT and 27,792,000 NT, respectively, up 37%

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continued from previous pageand 32% from the same period in 2013. The estimated finished steel import market share in October was 31% and is 28% year-to-date (YTD).

Finished steel imports with large in-creases in October permits vs. the Sep-tember final included standard rails (up 234%), heavy structural shapes (up 52%), plates in coils (up 37%), sheets and strip all other metallic coatings (up 32%), line pipe (up 28%), reinforcing bars (up 26%), hot rolled bars (up 16%), cut lengths plates (up 14%) and hot rolled sheets (up 14%). Products with significant year-to-date (YTD) increases vs. the same period in 2013 include plates in coils (up 86%), wire rods (up 86%), cold rolled sheets (up 85%), cut lengths plates (up 71%), sheets and strip hot dipped galvanized (up 56%), heavy structural shapes (up 54%), sheets and strip all other metallic coatings (up 42%), hot rolled sheets (up 42%), mechan-ical tubing (up 32%), tin plate (up 23%) and oil country goods (up 20%).

In October, the largest finished steel import permit applications for off-shore countries were for South Korea (532,000 NT, up 38% from September final), China (369,000 NT up 12%), Turkey (299,000 NT, up 72%), Japan (254,000, up 45%) and Russia (142,000 NT, down 21%). Through the first ten months of 2014, the largest offshore suppliers were South Korea (4,545,000 NT, up 43% from the same period in 2013), China (2,711,000 NT, up 70%) and Japan (1,785,000, up 11%).

* Monthly permit numbers provided to date may be understated, as entry documentation with the required im-port license number may be submitted up to ten days after imports have en-tered U.S. commerce.

Steel Industry Disappointed in Senate Keystone Vote

The American Iron and Steel Insti-tute (AISI) expressed disappointment that the U.S. Senate narrowly failed to advance legislation to move forward with the Keystone XL pipeline. The In-stitute urged the Obama Administra-tion to grant the presidential permit for the project and end the six years of bureaucratic hurdles that have delayed construction.

“Any further delay of this pipeline could have significant national security implications for our nation. If we do not secure the energy we need, which includes oil, we become vulnerable to external contingencies in an uncertain world. This pipeline is an opportunity for President Obama to show leadership and commitment to our nation’s energy

independence, job creation and security,” said Thomas J. Gibson, President and CEO of AISI. “The President can end the stalemate by approving the application to finish constructing and begin operat-ing the full Keystone XL pipeline. Any-thing less puts the future of our country’s energy development in jeopardy.”

Gibson said more than 42,000 jobs would be created and $2 billion in ad-ditional revenue to GDP would result in the building of the pipeline.

“Pipelines have long been recognized as one of the safest, most reliable and well-regulated ways to move crude oil and petroleum products, and steel pipe and tube plays a critical role in the production and transmission of oil and gas. The Keystone XL pipeline will be built to the most advanced specifica-tions and will be monitored and main-tained by state-of-the-art technologies. It is time to move ahead and put the steel to work,” said Gibson.

Steel Industry Group Provides Comments on China’s Trade Barriers

The American Iron and Steel Institute (AISI) urged the U.S.’s highest ranking trade officials to bring up the critical steel issues of China’s currency manipulation, overcapacity and non-market economy status when they meet with Chinese of-ficials at the U.S.-China Joint Commis-sion on Commerce and Trade (JCCT) on December 16-18 in Chicago.

In an emphatic letter to Secretary of Commerce Penny Pritzker and U.S. Trade Representative (USTR) Mike Froman, who are co-chairing the meet-ing, AISI President and CEO Thomas J. Gibson said that while “the full range of Chinese barriers to trade and trade-distorting practices are too nu-merous to list, we ask these priority ar-eas of concern to the U.S. steel industry be addressed.”

Gibson said that finished steel im-ports’ market share is estimated at 27 percent year to date, compared to 23 percent in 2013, and that finished steel imports from China have increased 70 percent through September 2014 com-pared to the same period last year. He said overcapacity in the Chinese steel industry and the fact that most of the Chinese industry is state owned or subsidized threatens even more injury to the North American steel industry, noting that more than 95 percent of the production of the top 20 steel groups in China is state-owned.

“One of the primary drivers of this surge in steel imports into the United States is the global overcapacity in

steelmaking. China has enough excess steel capacity (361 million net tons) to produce annually almost four times as much steel as the entire U.S. industry produces,” said Gibson. “Direct govern-ment intervention in steel markets by China, and other countries following its example, is at the heart of the over-capacity problem plaguing the global steel industry and is a critical matter we believe the U.S. government should address with the Chinese government during the upcoming JCCT meetings.”

In addition, Gibson said the U.S. gov-ernment has long sought to address concerns about currency manipulation through dialogue with the Chinese gov-ernment, “but these discussions have yet to translate into acceptable re-sults.” Gibson urged that Pritzker and Froman “consider new ways in which the Administration can take meaning-ful action to address this issue.”

Gibson also expressed concern that China is asking to be treated as a market economy under the U.S. anti-dumping law despite the fact that the Chinese economy continues to be un-der significant state control. He urged that these issues be primary topics at the meetings and that the U.S. govern-ment “vigorously defend the U.S. right” to continue to treat China as an NME.

Steel Institute Applauds Rebar Imports Decision

Just this past October, the American Iron and Steel Institute (AISI) issued the following statement on behalf of its U.S. producer members regarding the affirmative determination by the Inter-national Trade Commission (ITC) on rebar imports:

“We are pleased that the ITC has rec-ognized that the surge in rebar imports has caused damage to the American steel industry and our workers,” said Thomas J. Gibson, AISI President and CEO. “While we remain disappointed and surprised that the Department of Commerce last month [September] did not provide for full relief against un-fairly traded Turkish rebar imports, we are encouraged that [this] vote now clears the way for import duties.”

Gibson noted that on September 9 the Department of Commerce dropped a preliminary decision to impose anti-dumping duties on steel rebar imports from Turkey, while maintaining coun-tervailing duties on certain Turkish re-bar imports. Antidumping duties were also imposed on Mexican rebar imports.

ITC commissioners vote was unani-mously in favor of the complaint brought by Nucor Corp, Byer Steel, Cas-

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cade Steel, Commercial Metals Co and Gerdau Long Products North America.

American Iron and Steel Institute Elects New Board Members

The Board of Directors of the Ameri-can Iron and Steel Institute (AISI) elect-ed three new members to its Board of Directors. Lourenco Goncalves, Chair-man, President and CEO of Cliffs Natu-ral Resources, Inc.; Roger K. Newport, Senior Vice President, Finance and CFO of AK Steel Corporation; and Conrad J. Winkler, President and CEO of EVRAZ North America were unanimously ap-proved to join AISI’s 20-person Board.

“These three executives bring with them vast knowledge, experience and commitment to the steel industry. Their contributions to the AISI Board of Direc-tors, and the companies we represent, will enhance our advocacy and policy initiatives, and prominence in key steel markets,” said Thomas J. Gibson, Presi-dent and CEO of AISI. “We look forward to their continued leadership.”

Lourenco Goncalves has been Chair-man, President and CEO of Cliffs since August, and has served more than 30 years in the metals and mining indus-tries. He was Chairman of the Board,

President and CEO of Metals USA Holdings Corp. from 2006-2013, and was President, CEO and a director of the company since 2003. He also served as a board member of Ascometal SAS, and was President and CEO of Califor-nia Steel Industries, Inc. from 1998 to 2003. In the 1980’s, he held a number of operations and sales positions for Com-panhia Siderúrgica Nacional in Brazil.

In his current position, Roger K. Newport is responsible for the investor relations, controlling, financial plan-ning and analysis, and strategic and business planning functions for AK Steel. Before becoming CFO, Newport worked his way up the ranks of the company starting in 1985 a college co-op student in the Headquarters Ac-counting Department, and advancing through senior leadership positions in accounting, finance, sales, product management, and business planning and development.

Conrad Winkler joined EVRAZ North America in April 2011 as Executive Vice President of the Long Products business and was named President and CEO in July 2013. Before joining EVRAZ, Win-kler was Vice President and Partner for global management consulting firm Booz & Company. Winkler spent more

than 15 years at Booz, primarily in manufacturing focused industries. He also served in the United States Navy as a nuclear submarine officer.

September Steel Shipments Down 1.3 Percent From August

The American Iron and Steel Insti-tute (AISI) reported that for the month of September 2014, U.S. steel mills shipped 8,372,929 net tons, a 1.3 per-cent decrease from the 8,480,954 net tons shipped in the previous month, August 2014, and a 6.3 percent increase from the 7,879,747 net tons shipped in September 2013. Shipments year-to-date in 2014 are 74,123,773 net tons, a 3.1 percent increase vs. 2013 shipments of 71,898,807 net tons for nine months.

A comparison of September ship-ments to the previous month of August shows the following changes: hot dipped galvanized sheets and strip, up 5.0 per-cent, hot rolled sheets, down 1.0 percent and cold rolled sheet, down 3.0 percent.

Steel Institute Applauds Decision to Revoke Russian Steel Agreement

The American Iron and Steel Insti-tute (AISI) applauded the Department

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lar fast enough to accomplish the real-time, simultaneous competition among the seven participating countries in Latin America,” commented Ana Sol Ordonez, Key Account Manager and Co-owner of Zink Panama.

“The Spider Panama team provided exceptional local support and expertise for this extreme event,” added John Sotiroff, Vice President of Sales and Distribution for Spider. “They were instrumental in the planning and engi-neering stages as well as on-site during the competition to ensure that safe op-eration of the ST-180 in this event was achieved without a hitch. It was a suc-cessful endeavor for all involved.”

Video footage of Spider’s descent dur-ing Panama’s portion of the competi-tion can be viewed at http://youtu.be/h8l1g4eTDjs.

Record results at wire and Tube China 2014

The recent staging of wire China 2014, the 6th All China International

of Commerce’s (DOC) decision to revoke the outdated “suspension agreement” with Russia, which has prevented an-tidumping duties from being imposed on imports of hot-rolled steel from that country to the U.S.

Thomas J. Gibson, President and CEO of AISI, said, “This agreement, which was entered into 15 years ago, was designed for a different era and is clearly no longer working. Our indus-try should not have to endure injury from surging imports of Russian hot-rolled steel that are coming into this country under a deal that no longer serves its intended purpose. On behalf of domestic steelmakers, we welcome Commerce’s decision and are grateful for the support of the chairmen of the Congressional Steel Caucus, as well as Congressman Rick Crawford (R-AR), who have urged this action.”

Spider lifts athlete to new heights in Guinness World Record Competition

Spider, a division of SafeWorks, LLC, recently provided the suspended access solution for Gillette Antiperspi-

rants’ extreme athletic competition in Latin America.

The record-setting competition in-volved seven athletes simultaneously performing pull up exercises while sus-pended from different bridges across Latin America. Zink, the event devel-opment organization for Panama’s leg of the competition, turned to Spider to engineer a safe, reliable powered access solution that would safely transport the athlete to the top of the Centennial Bridge spanning the Panama Canal.

Spider’s ST-180 electric drum hoist, equipped with two lifelines and rope grabs, was rigged to a custom rigging point at the top of the bridge’s 425-ft tall pillar. The work basket’s 5,000-lb load capacity enabled an operator and the athlete to travel to the top with the required 4:1 safety factor. When they reached the top of the pillar, the ath-lete grabbed the bar while the operator lowered the basket several feet to allow room for the challenge. Once the pull-up challenge was completed, the ST-180 climbed again to gather the athlete and smoothly descended to the ground.

“We chose Spider’s solution to lift our Panamenia athlete 425 feet to guar-antee not only safety but also that he was transported to the top of the pil-

Photographs supplied by Spider, a division of SafeWorks, LLC

.



Wire and Cable Industry Trade Fair, and Tube China 2014, the 6th All Chi-na International Tube and Pipe Trade Fair, in Shanghai closed to record re-sults: a total of 1,461 exhibitors pre-sented the latest technology, machin-ery and products from the wire, cable and tube processing industries to more than 38,000 visitors.

In addition to the strong Chinese participation and many international exhibitors, wire and Tube China 2014 featured country group exhibits from Austria, France, Germany, Italy and the U.S. Exhibitors reported many in-ternational visitors who were not only interested in the products but also pre-pared to buy.

The organizers Messe Düsseldorf, Messe Düsseldorf China and their lo-cal partners - Metallurgical Council of China Council for the Promotion of In-ternational Trade (MC-CCPIT) and the Shanghai Electric Cable Research Insti-tute (SECRI) - were delighted with the positive feedback of the participants.

“Messe Düsseldorf, Messe Düsseldorf China and their local partners MC-CCPIT and SECRI are very satisfied with the outcome of the trade fair duo. With the rapid growth of wire & Tube China, we managed to not only exceed

the visitor and exhibitor results from 2012 but to also strengthen our posi-tion as Asia’s leading wire, cable and tube trade fairs, “ stated Werner M. Dornscheidt, CEO of Messe Düsseldorf.

The next wire and Tube China will be held at the Shanghai New Inter-national Expo Centre (SNIEC) from September 26 – 29, 2016. For further information on visiting or exhibiting at wire or Tube China 2016, contact Messe Düsseldorf North America, 150 North Michigan Avenue, Suite 2920, Chicago, IL 60601. Telephone: (312) 781-5180; Fax: (312) 781-5188; E-mail: [email protected]; Visit our web site http://www.mdna.com; Subscribe to our blog at http://blog.mdna.com; Fol-low us on twitter at http://twitter.com/WireTube_MDNA

Statements from Associations:Dr. Ferruccio Bellina, President,

ACIMAF: “This year the overall atten-dance was quite good and I think the participation of visitors was good. The exhibition is growing in terms of the exhibitors and is also more attractive for the visitors. The participation of Chinese companies is very strong. And competition is growing greatly.”

Mr. Steve Rika, Chairman, Interna-tional Wire & Machinery Association

(IWMA). “The general feedback could be very positive and this is the infor-mation we will give our membership - how successful people find the show. We hope we can increase the number of members attending the next show. Compared with the event two years ago, this year there seems to be a lot more attendance and new visitors.”

Mr. Dipl.-Ing. Peter Byroslawsky, Ex-ecutive Secretary, International Tube Association (ITA): “ITA is happy to par-ticipate for the sixth time in Tube China and it has always supported the tube in-dustry in China. Tube China has estab-lished its position not only in China but in the world as a meeting place for tube specialists, pipe makers, machinery and equipment suppliers as well as problem solvers. We were very pleased to enjoy the increase of visitors and exhibitors. Many of them here visited our booth. We look forwards to future shows and especially to Tube India which will take place in four weeks time.”

Rahul Sachdev, President, Wire & Cable Industry Suppliers Association (WCISA): “wire China is an important trade show for us. The visitors come here with specific projects. The event is becoming more international and we


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Spider brings LeBron James banner back to Cleveland

Spider, a division of SafeWorks, LLC, recently provided the suspended access solution for the installation of the latest, massive LeBron James banner on the Sherwin-Williams headquarters in Cleveland.

Spider is not a stranger to this par-ticular project. Since the erection of

the first LeBron banner in 2005, Spi-der has worked with Bricklayers, Inc. numerous times to both install and dismantle a variety of iconic banners at this site. But this was likely the big-gest challenge yet. At 2,600 lbs and 110 ft tall by 210 ft wide, this banner ranks in the top ten for largest wall banners in the United States.

Once again Spider collaborated with Bricklayers, Inc. to develop a thorough site plan to ensure proper rigging pro-cedures while maintaining a safe envi-ronment for the pedestrians and transit systems below. Spider’s 3 ft, 5 ft and 10 ft swing stage sections were powered by a combination of its reliable workhorse Zmac/1000® and innovative SC1000 traction hoists to provide safe working platforms for Bricklayers, Inc.’s instal-lation crew. Spider also provided 5x5 outrigger beams, outrigger beam sup-port frames, tiebacks, wire ropes, rope grabs, and safety lines to complete the powered access solution.

In addition to the equipment, Spider supervised the rigging process, provid-ed Competent Person Training to the installation crew, and remained on-site during the project to ensure this high-

continued from previous pagehad attendees from Asia, India and In-donesia at our booth. The North Ameri-can Pavilion continues to be improved and the overall infrastructure has also been updated.”

Dr. Kurt Eder, President, VOEDKM/AWCMA: “wire China was distinctively better than two years ago. We regis-tered strong increase in international visitor participation, including attend-ees from Saudi Arabia and Iran. The quality of the visitors was also better. Overall, the behavior of the Chinese has changed. With the improved standard of living, customers can afford to buy high quality products and consequently, the copying of Western equipment has decreased. The difference between Chi-nese and Western quality is understood and Chinese manufacturers realize that they need to offer their customers Western quality equipment - and this increased demand for original products was obvious at wire China 2014.”

Heinz Rockenhaeuser, President, In-ternational Wire and Cable Exhibitor’s Association (IWCEA): “wire china 2014 went very well and we had a lot of visi-tors especially on the first day. We are pleased with the four days of the show – many international attendees want to have meetings on Saturday. Visitor groups come to this event not just to see and order products but also to decide about exhibiting in two years from now.”

Arnd Kulaczewski, President/CEO, Niehoff Gruppe: “The trade fair’s sta-tus gained in importance. All globally active wire and cable manufacturers have to be at wire China. It is not just about having a presence here but about establishing production capacity in China. wire China 2014 had a posi-tive international response – in addi-tion to the Chinese participants there were visitors from Southeast Asia, the Middle East, Brazil, India, Iran, Iraq, Russia, Vietnam and the U.S.”

LGH Releases Video for Gantry

Lifting Gear Hire (LGH) recently launched a new product demonstration video. The video is now available on the LGH YouTube page, www.youtube.com/liftinggearhire. This video focuses on the set-up of aluminum gantries.

Gantries are an exceptionally popu-lar product because of the ease of use.They are lightweight, easily portable and boast adjustability in height and length of beams. The aluminum se-ries gantries can be assembled with just two people and select models offer pneumatic tires as an option. To view

Photographs supplied by Spider, a division of SafeWorks, LLC

.



to develop a consensus document that formed the basis of the rule.

“The uncertainty and delay around the new crane operator certification requirements jeopardizes the safety of construction workers and the gen-eral public,” said James T. Callahan, General President of the International Union of Operating Engineers, a mem-ber of CCOS. “It’s essential that OSHA gets it right, but we believe they can re-vise, correct, and re-issue the new cer-tification regulation well ahead of the November 2017 extension date.”

Since all but one of the 42 sections in the 2010 Standard have been agreed upon and enacted, the industry is now waiting on OSHA to correct the two in-effectual provisions and present clear and effective certification requirements.

ly-publicized project was a success. “Spider’s Cleveland team is awesome,”

commented Joe Mikols, President/Own-er of Bricklayers, Inc. “They are number one in customer support and consistent-ly execute intense industry knowledge. We’ve been working with Spider for a decade now, and they’ve earned our loy-alty. Hats off to the crew at Spider for another job well done.”

Time-laspe video footage of this mas-sive banner project can be viewed at http://youtu.be/IQCvOqrnwUU.

Leading construction groups form coalition calling for OSHA to correct and reissue long-awaited crane operator certification requirements

Coalition for Crane Operator Safety, which Includes Both Labor & Management Orgs., Says Lack of Effective Requirements is Jeopar-dizing Jobsite Safety, Hindering Construction Industry Progress, and Creating Compliance Issues; Calls for OSHA to Rescind Two Un-necessary Provisions

Ten of the nation’s leading construc-tion industry organizations today launched the Coalition for Crane Op-erator Safety (CCOS) – a group dedi-cated to ensuring the swift revision and finalization of the crane operator certification requirements within the Occupational Safety and Health Ad-ministration’s (OSHA) Cranes & Der-ricks in Construction Standard, which has been more than two decades in the making. CCOS is working with members of Congress and the Admin-istration to ensure that crane operator certification requirements in the Stan-dard are amended and finalized in a way that provides the highest degree of safety for the construction industry and the public.

CCOS – whose membership includes labor, management, equipment manu-facturing, insurance underwriters and accredited certification organizations – is specifically calling for OSHA to rescind the crane capacity certification requirement, as well as a provision that essentially equates employer cer-tification with qualification.

OSHA’s final requirements, pub-lished in 2010, contained these two pro-visions, which the industry argues are counterproductive and a misinterpre-tation of the intent of OSHA’s Cranes and Derricks Advisory Committee (C-DAC) – a group of 23 construction in-dustry leaders commissioned by OSHA

“Our primary issue with OSHA’s posi-tion on these matters is that it ignores the intent of C-DAC while adopting a literal interpretation of the language of the rule which, in some cases, was inserted by OSHA after C-DAC had completed and submitted its draft docu-ment,” said Bill Smith, executive vice president of NationsBuilders Insurance Services, Inc., CCOS member, and for-mer C-DAC representative. “For the re-cord, it was never the intent of C-DAC that crane operator certification should be according to the capacity of the crane, nor was it ever the intent of C-DAC to imply that crane operator certification was equal to qualification.”

Requiring certified crane operators to be retested on a higher capacity crane


continued from previous pageof the same type does not advance safe-ty and imposes tremendous financial burdens on employers and individual crane operators. This means that an operator certified to operate a 100-ton crane would not be permitted to oper-ate a 200-ton crane of the same type, despite wide consensus in the industry that certification based on capacity is unnecessary and burdensome.

“Adjudicating operator certification requirements based on capacity would add significant new complexity for em-ployers and their employees without yielding any discernible improvement in safety,” said Stephen Sandherr, Chief Executive Officer of The Associ-ated General Contractors of America (AGC), also a CCOS member. “As significant, no national safety study has found any additional safety ben-efits beyond certification by type, and OSHA has not analyzed the costs, ben-efits or other consequences of certifica-tion by capacity.”

OSHA’s new “deemed qualified” pro-vision – the second provision included in the agency’s 2010 certification re-quirements that has surprised CCOS members and the construction indus-try at large – eliminates the employer’s duty to train and qualify operators, which has existed since the passage of the OSH Act in 1970.

“On the issue of certification equaling qualification, all organizations, com-panies, unions and interested parties agree that simply having certification does not automatically qualify an op-erator for any piece of equipment ,” said Joel Dandrea, Executive Vice President of the Specialized Carriers & Rigging Association and member of CCOS. “To-gether, we are calling upon OSHA to fix and finalize the crane operator certifi-cation requirements, and we intend to work with both the Administration and Congress to make this happen.”

About the Coalition for Crane Operator Safety (CCOS)

The Coalition for Crane Operator Safe-ty (CCOS) is a group of national labor, construction management, equipment manufacturers, insurance underwriters, and accredited certification organizations dedicated to ensuring swift and effective resolution of the long-awaited OSHA Crane Operator Certification Standard. Members include: Associated Equip-ment Distributors (AED), Association of Equipment Manufacturers (AEM), The Associated General Contractors of Amer-ica (AGC), International Association of Bridge, Structural, Ornamental and Reinforcing Iron Workers Union, Inter-

national Union of Operating Engineers (IUOE), NationsBuilders Insurance Ser-vices, Inc. (NBIS), National Commission for the Certification of Crane Operators (NCCCO), The National Center for Con-struction Education and Research (NC-CER), Operating Engineers Certification Program (OECP), and Specialized Carri-ers & Rigging Association (SC&RA).

Van Beest USA secures ISO 9001:2008 Approval from Lloyd’s Register Quality Assurance

Van Beest USA, leading supplier of Green Pin® shackles, Excel hooks and other chain and wire rope fittings, has received ISO 9001:2008 certification from Lloyd’s Register Quality Assur-ance Ltd (LRQA). The approval from the international certification body confirms Van Beest’s quality manage-

ment system meets the requirements of the ISO standard.

ISO 9001 is a certified qual-ity management system (QMS) for organizations who want to prove their ability to consistently provide products and services that meet the needs of their customers and other relevant stakeholders.

The successful approval reinforces Van Beest’s commitment to continually improve its services. Chris Keffer, Managing Director at Van Beest USA says: “Recognition by LRQA is a great chievement that clearly signals to all our customers just how dedicated we are to supplying good quality products and services.”

SC&RA and SC&R Foundation Boards and Committees to Meet Jan. 4-7 at the Grand Wailea, Maui, Hawaii

The boards of SC&RA and the SC&R Foundation, as well as 21 committees reporting to them, will review their progress from 2014 and confirm pri-orities and new initiatives for 2015 and beyond during the January Board & Committee Meetings, Jan. 4-7, at the Grand Wailea, 3850 Wailea Alanui Drive, Maui, Hawaii.

Visit their web site at www.scranet.org to register for the meetings, review the schedule, download registration forms or register online, make room reservations and find useful travel information. For more information, please contact Surian Choi at [email protected] or call (703) 698-0291.

The Specialized Carriers and Rigging Association (SC&RA) is an internation-al trade association of more than 1,300 members from 43 nations. Members are involved in specialized transporta-tion, machinery moving and erecting, industrial maintenance, millwright-ing and crane and rigging operations, manufacturing and rental. SC&RA helps members run more efficient and safer businesses by monitoring and af-fecting pending legislation and regula-tory policies at the state and national levels; researching and reporting on safety concerns and best business prac-tices; and providing four yearly forums where these and other relevant mem-ber issues can be advanced.

Crane Users Conference hosted by Konecranes

On September 16-18, 2014, Kone-cranes hosted the 2014 Crane Users Conference in Galveston, TX, a com-

Chris Keffer



plimentary users meeting designed to help keep companies safe, productive and profitable.

The 2014 Crane Users Conference from Konecranes was ideal for experts involved in areas of material handling, such as overhead crane operation and maintenance, planning, and plant safety engineering. Over 40 end users from 22 different companies attended, representing industries such as pulp & paper, steel, aluminum, general manu-facturing, and petro chemical.

Crane User Conference attendees toured the Konecranes manufacturing facility in Houston, TX, which featured a demonstration of the latest overhead crane technologies available. Several breakout sessions were also held at the conference. Topics discussed included remote monitoring, advanced safety features, code compliance, employee programs and current crane technolo-gies available for maintenance ser-vices, equipment, modernizations and spare parts.

The 2014 Crane Users Conference offered a platform for crane users to discuss industry solutions and provide an opportunity to network with crane experts in compliance, parts, service technologies, and training.

Samson completes new innovation and training center and expanded manufacturing facility

Samson, a worldwide leader in per-formance cordage, has completed its 15,000 square foot (1,400 square me-ter) expansion at the Ferndale Wash-ington facility. The expansion includes a new Innovation and Training Center (ITC) and several enhancements to the manufacturing area.

The ITC was specially designed to create an environment of collaboration and innovation. It now houses both the Research and Development and Qual-ity functions, as well as an expanded test lab. The office space accommodates 16 engineers and field service techni-cians, 9 quality assurance technical professionals, a large-capacity train-ing room, and a full testing facility. The testing facility contains test beds that accommodate up to 1.1 million pounds break strength, a cyclic bend over sheave (CBOS) test bed, drop tow-ers, yarn and creep testers, a chemi-cal laboratory, and dedicated splicing benches to support product testing and customer/employee training.

The additional space and reconfigu-ration of the facility allowed for im-

provements in both the manufacturing and shipping areas. Part of Samson’s commitment to LEAN practices is a constant evaluation of the manufac-turing environment for efficiency and safety. The more efficient warehouse layout speeds up the pick-and-ship process, allowing for better staging of shipments and the new rack structures comply with the latest safety regula-tions. Four new shipping bays signifi-cantly expand the shipping capacity and the area improvements outside the building provide safer and more conve-nient access for trucking companies. In

addition, equipment was added to in-crease splice capability by 50%.

Beyond the operational improve-ments, there have also been significant upgrades to employee spaces. A new lunchroom was added to accommodate Samson’s growing number of employ-ees. It includes lockers, a technology station, and new bathrooms.

The result of these enhancements supports Samson’s goal of improving service to its customers while enhanc-ing safety throughout the facility. “I am extremely excited to see this fantastic


continued from previous pageleap in our technical and training ca-pabilities, while also being able to ac-complish some significant operational upgrades that support our endless drive to improve Samson’s service to our customers and safety,” said Mark Swiackey, Chief Operating Officer.

To celebrate the expansion, Samson hosted an open house for employees and their families. More than 150 peo-ple attended the event.

Wire & Cable India, Tube India International and Metallurgy India 2014 confirm leading position in India

At the recent staging of the trade fair trio WIRE & CABLE INDIA, Tube In-dia International and Metallurgy India 2014, 388 exhibitors from 25 countries presented the latest products for the wire and cable, tube and metallurgy industry. In addition to individual ex-hibitors, the trade fairs also featured country group exhibits from Austria, China, Germany, Italy and North America. A total of 10,600 trade visi-tors came to the Bombay Convention & Exhibition Center in Mumbai to find innovations, technologies and trends in the relevant sectors.

The Indian industrial sector depen-dents greatly on the automotive en-gineering, telecommunications and construction industries. Despite a slowdown in India’s economic growth in 2014, the trade fair stands at WIRE & CABLE INDIA, Tube India Interna-tional and Metallurgy India 2014 at-tracted a lot of interest. By being held concurrently, the three trade fairs of-fered visitors not only a central com-munication platform in India but also important synergies. Exhibitors were pleased with the high participation of visitors with decision-making author-ity and praised their pre-show prepa-rations. Many exhibitors have already announced that they plan to exhibit again in 2016.

“Speaking on behalf of Messe Düs-seldorf and Messe Düsseldorf India, we are very pleased that we have es-tablished an ideal industry platform for the Indian market by organizing WRE & CABLE INDIA, Tube India In-ternational and Metallurgy India 2014. As organizers of the world’s leading trade fairs wire & Tube, Gifa, Metec, Thermprocess and Newcast in Düs-seldorf, Germany, we can draw on a wide-ranging expertise and are, there-fore, confident that we will strengthen

the leading roles of our trade fairs on the Indian subcontinent even further,” stated Werner M. Dornscheidt, Chair-man and CEO of Messe Düsseldorf.

All three trade fairs were organized by Messe Düsseldorf and its subsid-iary Messe Düsseldorf India. Support was provided by important industry partners such as the International Wire and Cable Exhibitors Associa-tion (IWCEA), the International Wire & Machinery Association (IWMA), the Italian Wire Machinery Manufacturers Association (ACIMAF), the Wire and Cable Industry Suppliers Association USA (WCISA), the International Tube Association (ITA) and the German En-gineering Federation (VDMA). Several Indian industry associations such as the Steel Wire Manufacturers Asso-ciation of India (SWMAI), the Institute for Steel Development & Growth (IN-SDAG) and the Indian Stainless Steel Development Association (ISSDA) also supported the events. Messe Es-sen worked together with Messe Düs-seldorf India and the German Welding Society (DVS) for the organization of India Essen Welding & Cutting held at the same venue.

The next staging of WIRE & CABLE INDIA, Tube India International, Met-allurgy India and India Essen Welding & Cutting has been scheduled for Octo-ber 5 - 7, 2016 in Mumbai. For further information on visiting or exhibiting at WIRE & CABLE INDIA 2016, Tube India International 2016 or Metallurgy India 2016, contact Messe Düsseldorf North America, 150 North Michigan Avenue, Suite 2920, Chicago, IL 60601. Telephone: (312) 781-5180; Fax: (312) 781-5188; E-mail: [email protected]; Vis-it our web site www.mdna.com; Sub-scribe to our blog at blog.mdna.com; Follow us on twitter at twitter.com/WireTube_MDNA

Exhibitor Statements: WIRE & CABLE INDIA: Andy Lewis, Executive Manager,

International Wire & Machinery As-sociation:

“The IWMA was honored to support the 5th international exhibition for the wire and cable industry in India, excel-lently organized by Messe Düsseldorf and Messe Düsseldorf India. We were able to support our existing members at the show as well as meet with industry colleagues and many new contacts alike.”

Dr. Kalliopi Jain, Director – Con-tinuous Improvement, Associated En-gineers & Industrial Ltd.: “Wire & CA-BLE INDIA 2014 provides a platform to interact with our existing customers and to showcase our new developments.

It has always been the right place to start and establish good friendships in the industry and to approach new cli-ents. Especially this year, it has been an excellent show for our company.”

Tirthanker Banerjee, General Secre-tary, Steel Wire Manufacturers Asso-ciation of India (SWMAI):

“Being a part of this exhibition, as a supporting association and as an exhibitor, we are pleased to note the great success of the trade fair. The contents of the exhibition are on a very high level.”

Wilson Ling, Executive Vice Director, Shanghai Electric Cable Research In-stitute (SECRI): “SECRI participated in the WIRE & CABLE INDIA show several times and we are always sup-porting the communication of the Chi-na and India wire and cable industry. This trade fair has established its lead-ing position in South Asia. We are de-lighted to see the number of exhibitors and visitors growing and more oppor-tunities of cooperation and exchange.”

Daniel Thomas, Managing Director, Niehoff of India PVT LTD:

“The show was very well organized. There was good attendance from the entire industry despite the tough eco-nomic environment in India.”

Tube India InternationalMartina Stöver, Export Director,

Stappert Deutschland GmbH:“India is one of our target markets

for the future. That is why we partici-pated in Tube India 2014. The overall knowledge of the visitors improved a lot during the past few years; we see a big demand for our products. In my opinion, India will become more impor-tant in the future.”

Peter Byroslawsky, Executive Secre-tary, ITA:

“ITA is happy to participate for the 6th time in Tube India and has always supported the tube industry in India. The show has established its position in the world as a meeting place for tube specialists, pipe makers as well as ma-chinery and equipment suppliers and problem solvers. Many visitors came to the ITA booth.”

Matt Rutledge, Vice President, Scan Systems Corporation:

“The tube show organized by Messe Düsseldorf acts as integral part of Scan Systems’ overall marketing and brand-ing efforts. Scan Systems Corporation serves a small niche marketplace that would otherwise be difficult to reach. The tube show in India allows our group to cultivate relationships with current customers as well as start new relationships with OCTG facilities

working file 2/2/06 8:59 PM Page 14


around the world.”Metallurgy International IndiaPradeep Desai, Regional Manager,

IR Technology Services P. Ltd.:“The trade fair was nice, we show-

cased our analytical products and got good qualitative prospects through this show.”

Prakash Pai, Director, Inmar Engi-neering Service Pvt. Ltd. & Inmar Cor-poration Pvt. Ltd.:

“The exhibition had a worldwide at-tendance from members of metal pro-cessing industries and enabled us to develop contacts with many potential customers.”

Heena Mistry, Manager Marketing Co-ordination, Control Print Limited:

“It’s an excellent platform for buy-ers as well as seller to showcase their complete range of products along with complete details and a presence on a pan-Indian basis.”

Power Climber launches improved websites

Power Climber, a division of Safe-Works, LLC, has launched updated versions of its North American and international websites, www.power-climber.com and www.powerclimb-er.be.

The new sites feature fresh designs, easier navigation, and improved func-tionality. With updated content includ-ing product and application photos, lit-erature, and manuals, it is easier than ever to access information on Power Climber’s range of suspended access solutions from hoists and platforms to rigging and safety.

Additionally, the websites have been redesigned with the latest responsive technology, making them compatible with today’s browsers and mobile de-vices. This improves the online experi-ence, particularly for customers in the field or on the jobsite.

Power Climber’s North American dealers can log in to a secured area of powerclimber.com for exclusive pric-ing, service and product updates, while Power Climber’s European customers can navigate the new Industry Seg-ments section of powerclimber.be to see the full range of product capabili-ties and applications.

“At Power Climber, we continu-ally invest in tools that bring value to our customers,” comments Tejal Ranjan, Marketing Communications Manager. “Our new websites enable new and existing customers to easily access critical product and industry information with a few simple clicks, anytime, anywhere. It’s another way

we continue to lead the suspended access industry.”

About Power Climber: Power Climber is the innovative

technology leading manufacturer of suspended access hoisting, platform and safety solutions for use in all work at elevation. Founded in 1972 Power Climber has locations in Brussels, Bar-celona, Dubai, Mumbai, Melbourne, Hong Kong and Seattle to support cus-tomers globally. Focused on customer-inspired innovation, Power Climber has earned the right to partner with world-class facility owners, OEMs and the best-managed equipment hire companies worldwide. Power Climber is a division of SafeWorks which was formed in 1997 to bring together the most trusted and experienced brands in the industry - Spider, Power Climb-er and Power Climber Wind - to make work at height a safe, reliable, produc-tive experience. For further informa-tion, visit www.powerclimber.com or contact 1-800-560-2546.

SafeWorks awarded OHSAS 18001 Certification

SafeWorks, LLC has been awarded OHSAS 18001:2007 certification by National Quality Assurance (NQA).

OHSAS 18001:2007 is an interna-tionally accepted standard that defines and emphasizes the requirements for executing and operating an effective Occupational Health and Safety Man-agement System (OHS) for companies, their facilities and employees.

The company received this presti-

gious certificate after having a com-prehensive audit of SafeWorks’ OHS program. Achieving this certification demonstrates our knowledge, commit-ment and most importantly our adher-ence to best-in-class safety practices, continuing to show that safety is para-mount to SafeWorks when it comes to our employees and customers.

“During preparations for the OHSAS 18001 audits, we did a comprehensive evaluation of our health and safety pro-gram across the entire organization,” explained Mike Moritz, Vice President of Operations. “We were pleased to see our track record of no recordable inju-ries for over three years, and this was the next logical step to further improve our factory. By achieving this certifica-tion, it validates the activity and en-ergy SafeWorks has put forward over the years in making our facility a safe place to work.”

About SafeWorks, LLC: SafeWorks, LLC is a global leader in

manufacturing and distributing pow-ered access and safety solutions for a wide variety of energy, infrastructure, construction and restoration indus-tries. Formed in 1997, SafeWorks, LLC brings together the most trusted and experienced brands in the indus-try, Spider, Power Climber and Power Climber Wind to make work at height a safe, reliable, productive experience. With innovative technology capabili-ties and its worldwide sales, service and support network, SafeWorks is well-positioned for continued growth as the market leader.


Inventor’sCorner

By William Fischer

Methods of displacing movable partitions including a lateral restraintPat. 8,235,085 U.S. class 10/84.04 Int. class E06B 9/06Inventor: Michael W. Coleman, Salt Lake City, UT., Michael D. George, Kaysville, UT.Assignee: Won-Door Corporation, Salt Lake City, UT.

Methods and apparatuses are disclosed for laterally re-straining a movable partition. In one embodiment, a mov-able partition includes two laterally spaced structures wherein each structure includes a plurality of hingedly coupled panels. A lateral restraint mechanism is located and configured to prevent lateral displacement of one or both of the two structures. In one embodiment, a cable is disposed between and extends from along a lower edge of the two structures. The cable is maintained in tension, at least while the partition is in a deployed condition, to pre-

vent or minimize the lateral displacement of one or both of the structures such as when a draft or other external force acts on the two laterally spaced structures. In one embodi-ment, the cable may be operatively associated with one or more drive components used to displace the movable parti-tion. In another embodiment, the cable may be coupled to a take-up mechanism.

Referring to figures 1 through 3, an elevation view, a plan view and a perspective view are shown, respectively, of a movable partition 100. It is noted that, in figure 3, various portions of certain structures or components are partially sectioned for sake of clarity and simplicity in showing vari-ous aspects of the described embodiment. In the example shown in figures 1 and 2, the partition 100 may be in the form of a folding door. In certain embodiments, the parti-tion 100 may be used, for example, as a security door, a fire door or as both. In other embodiments, the partition need not be utilized as a fire or security door, but may be used simply for the subdividing of a larger space into smaller rooms or areas.

The partition 100 may be formed with a plurality of panels 102 that are connected to one another with hinges or other hinge-like structures 104 in an alternating pattern of panel 102/hinge structure 104. The hinged connection of the indi-vidual panels 102 enables the panels to fold relative to each other in an accordion or a plicated manner such that the partition 100 may be compactly stored, such as in a pocket 106 formed in a wall 108A of a building when the partition is in a retracted or folded state.

When in a deployed state, the partition 100 may extend from one wall 108A to a second wall 108B to act as a bar-rier (e.g., a fire or security barrier) or to divide one area or room into multiple rooms 110A and 110B. When it is desired

Thank you for your interest in the year end issue of the magazine, and Inventor’s Corner. All this year, we have endeavored to present breakthrough innovations that would propel the industry into new areas, and the economy to new heights. We are optimistic that next year will be much better, and we will continue to bring you interesting and productive new innovations. Have a great holiday, and happy new year.

Figure 1: Elevation view of a movable partition.



to deploy the partition 100 from a stowed condition to an extended position, for example, to secure an area during a fire, the partition 100 may be motivated along an overhead track 112 (see figure 3) across the space to provide an ap-propriate barrier. When in a deployed or an extended state, a leading edge of the partition 100, shown as a male lead post 114, may complementarily or matingly engage with a jamb or door post 116 that may be formed in a wall 108B of a building.

As best seen in figure 2, the partition 100 may include a first barrier or structure 118A and a second barrier or struc-ture 118B, each including a plurality of panels 102 coupled with one another by way of hinges or hinge-like structures 104. The second structure 118B is laterally spaced from the first structure 118A. Such a configuration may be utilized as a fire door wherein one structure (e.g., structure 118A) acts as a primary fire and smoke barrier, the space 120 between the two structures 118A and 118B acts as an insulator or a buffer zone, and the another structure (e.g., structure 118B) acts as a secondary fire and smoke barrier. Such a configu-ration may also be useful in providing an acoustical barrier when the partition 100 is used to subdivide a larger space into multiple, smaller rooms.

Various means may be used to displace the partition 100 from a stowed condition to a deployed condition and vice versa. For example, depending on the intended use of the partition 100, it may be displaced manually (i.e., by an indi-vidual pushing or pulling it along the track 112). In another embodiment, an appropriate actuator may be used to dis-place the partition 100. For example, a drive may include a motor 122 coupled to a pulley or gear 123 configured to drive a transmission member such as a belt or chain 124. In one embodiment of the present invention, a wire cable 126 may be coupled to the drive belt or chain 124 as a component of a lateral restraint mechanism.

A portion of the belt or chain 124 may be coupled to a trol-ley 125 that is configured to ride along the track 112. The trolley 125 may be coupled to a component of the partition 100 such as, for example, the lead post 114. Thus, actuation of the motor 122 and belt or chain 124 in a first direction results in displacement of the trolley 125 and lead post 114 so that the partition 100 may be deployed. Actuation of the motor 122 and belt or chain 124 in a second direction results in displacement of the trolley 125 and lead post 114 so that the partition 100 may be retracted.

Additionally, while not specifically shown, various sensors and switches may be employed in association with such a drive to assist in the control of the partition 100. For exam-ple, as shown in figure 1, when used as a fire door, the parti-tion 100 may include a switch or actuator 128, commonly referred to as “panic hardware.” Actuation of the panic hard-ware 128 allows a person located on one side of the partition 100 (e.g., in room 110A) to cause the partition 100 to open if it is closed, or to stop while it is closing, so as to provide access through the barrier formed by the partition 100 for a predetermined amount of time.

Still referring to figures 1 through 3, a lateral restraint mechanism 130 is operatively associated with the partition 100 to minimize or prevent lateral displacement of a lower edge 132 of the first structure 118A, the second structure 118B or both. In one embodiment, the lateral restraint mechanism 130 may include a cable 126, as previously men-tioned, having one end thereof coupled to the lead post 114 and another end thereof coupled to a portion of the drive belt or drive chain 124.

The wire cable 126 extends between the lead post 114 and a first redirect structure or mechanism 134 such as, for ex-ample, a pulley or a static guide, located at a longitudinal end of the partition 100 opposite that of the lead post 114 (e.g., in or adjacent the door pocket 106, if a door pocket is being used). In one embodiment, the portion of the cable 126 extending between the door post 114 and the first redirect mechanism 134 may also be disposed between, and extend substantially parallel to, the first and second structures 118A and 118B such that it is substantially concealed from a user after installation and during conventional operation of the partition 100.

Another portion of the cable 126 extends from the first re-direct mechanism 134 to a second redirect mechanism 136, which may be located near the overhead track 112 such as, for example, near the motor 122. Again, the first redirect mechanism 136 may include a dynamic mechanism, such as a pulley, or a static mechanism, such as an eyelet, a bent channel or some other similar structure. Yet another portion of the cable 126 extends from the second redirect mechanism 136 in a direction substantially parallel with the drive belt or drive chain 124 and has a portion thereof, such as at or near its end, coupled to a portion of the drive belt or drive chain 124.

Figure 2: Plan view of the movable partition.

Figure 3: Perspective view of the movable partition.


continued from previous pageMethod and apparatus for deep water deployment op-erationsPat. 8,235,228 U.S. class 212/256 Int. class B66C 23/10Inventor: Newt Vaastrand, Blommenholm, NO.Assignee: Aker Marine Contractors AS, Oslo, NO.

A method of deploying an object onto the seabed in very deep water from a vessel having a heave compensated deck crane, comprises lowering the object a distance into the sea while being suspended in the crane wire. In an initial step, a first fibre rope section of a first length is connected to the ob-ject via a first connector on the object before the lowering is started and is freely run out supporting from a storage reel during the descent. Subsequently, the first rope section is the object via a second connector located at the upper end of the first rope section, the second connector being supported by a support mechanism on the vessel deck, followed by off-loading the crane wire and disconnecting it from the object and heaving it up said first length for connection to the sec-ond connector at the vessel deck and taking over the load of the object.

Next, the object is lowered a second length into the water by the crane while a second rope section connected to the second connector is freely run out from a storage reel until a third connector located at the upper end of the second rope supports the load of the object in the support mechanism, whereupon the crane hook can be released and be brought up for re-connection to the third connector for the subse-quent deployment, and any further deployment by addition to the string of ropes, thereby allowing the object to reach a depth of up to 3000 meter, or even more.

Figure 4 is showing the support mechanism 1 made up by a hang-off cradle 2 supporting the roundel plate 3 that is connecting the 1000 meter rope sections 4. The roundel

3 has a number of holes in the circumference for rope and crane hook connections via rope thimbles 5 and shackles 7. The hang-off cradle has a vertical cut in the side plate, al-lowing the rope 4 to enter sideways into the hang-off cradle 2 and the roundel 3 to be lowered into the cradle for support. The ropes 4 are connected to the roundel 3 by a thimble 5, and the crane hook 11 is connected to the same by a grom-met 6 and shackle 7. The hang-off cradle 2 is supported on the edge of the vessel deck 8 by a structural grillage 9 canti-levered on the vessel side 10.

Figure 5 is showing the execution of the first sequence of deployment operation, with the object 14 with slings 15 and associated first roundel 3a being lowered down the first 1000 meter of the water depth on the crane wire 16 with the crane hook 11 and the crane boom 12, while the first 1000 meter of rope section 4a connected to the first roundel 3a is freely

Figure 4: Front and side elevations and a section through the support mechanism.

Figure 5: Transverse section of the vessel, showing the start of the first sequence of the deployment operation.

Figure 6: Transverse section of the vessel, showing the first sequence completed.



run out from the storage reel 13 located on the vessel deck 8. The object 14, being a structure or process unit, is suspended from the roundel 3a by slings with shackles 15. The rope storage reel 13 is capable of storing typically two 1000 meter rope sections.

The execution of the first sequence of the deployment op-eration is shown completed in figure 6, where lowering of the first 1000 meter of rope section 4a has ended and been

supported in the cradle 2 by landing the second roundel 3b, which has been connected to the first rope section, into it. The crane hook 11 and grommet 6 are disconnected from the first roundel 3a and heaved up and located beneath the crane boom 12. The second rope section 4b remains on the storage reel 13, ready to be pulled out and connected via the second roundel 3b to the first rope section 4a.

Figure 7 is showing the execution of the second sequence of the deployment operation, with the crane hook 11 con-nected to the second roundel 3b on top of the first rope sec-tion 4a, by lowering the object 14 the next 1000 meter while the second rope section 4b is connected to the same roundel 3b and is freely unreeled from the deck storage reel 13. The object 14 will then reach a depth of 2000 meter.

Figure 8 is showing the second sequence of the deployment when completed, with the object 14 suspended in the two first 1000 meter rope sections 4a and 4b from the support mechanism on the edge of the vessel deck 8, and with the crane hook 11 disconnected from the object 14 and heaved up. Deck storage reel 13 is now empty.

Recovery bumper with a multiple-pulley, multi-direc-tional winch-system and stabilizing support legsPat. 8,276,884 U.S. class 254/327 Int. class B66D 1/36Inventor: Bernard Rusiniak, Depew, NY.Assignee: Bernard Rusiniak, Depew, NY.

A remotely controllable recovery vehicle winch/stabilizing system, having a vehicle bumper; a first pulley attached to the bumper’s first end; a winch attached to bumper’s sec-ond end; a second pulley approximately midway between the first pulley and said winch and adjacent a swivel sheave; a cable, directed by the first and second pulleys and the swiv-el sheave, to be wound or unwound about the winch, with the pulleys, the swivel sheave, and the winch operatively arranged with respect to each other so as to maintain the cable perpendicular, or nearly so, to the rotational axis of the drum as it is fed to or played off of the drum so as to prevent the cable from jamming as the cable is used to either recover or deposit an object, and a set of stabilizing legs each attached to said bumper so as to stabilize and secure the recovery or release apparatus.

According, the inventor formulated a set of principles that enables the winch cable to be maintained perpendicular to the winch drum while the cable is being released from or played onto the drum, thus minimizing, or eliminating un-even feed of the winch cable onto the winch drum thus pre-venting tangling and jamming of the cable. Figure 9, a plan view of one favored embodiment, illustrates bumper/winch/stabilizing system 10 made according to the principles of the present invention. The system is contemplated for use on any machine that is used for lifting, pulling, or deposit-ing. For exemplary purposes, which are not to be taken as limiting, the embodiment is focused on how the invention’s principles are used on a tow truck, which includes, but is not limited to, wrecker trucks, breakdown trucks, recovery trucks, or lorries that are usually used to recover vehicles of any sort.

Heavy duty bumper 2, made from steel, aluminum, or any other material that offers the required strength and endur-ance, is exclusively designed for housing a winch system according to the principles of the present invention. Look-ing now at the upwardly-facing surface of bumper 2 are two cavities 6 and one cavity 8 set into the bumper and open-ing on the upwardly facing surface. In this example, the winch system further includes a remotely, hydraulic-power

Figure 7: Transverse section of the vessel, showing the second sequence of the deployment operation.

Figure 8: Transverse section of the vessel, showing the second sequence completed.


invention and all such power sources, including solar and others not so identified, but suitable, are contemplated for use with the invention.

When a vehicle requires recovering, the recovery vehicle fitted with a remotely controlled, hydraulically-powered winch system following the principles of the present inven-tion is positioned with respect to the vehicle being recovered and the remotely controlled, hydraulically-powered retract-able recovery stabilizing system 40 is put into place to level and stabilize the recovery vehicle. This step increases op-erator safety and protects against unwanted motion of the recovery vehicle. Even if the recovery vehicle can not be oriented in all possible positions with respect to the vehicle to be recovered, swivel sheave pulley 25 can be swiveled so that the vehicles are effectively oriented with respect to each other.

In order to attach the recovery winch cable to the object being recovered, cable 26 is played out from the winch drum so that it first is wound around pulley 12 and then about pulley 14. The pulleys change the direction of the applied force, transmit rotational motions, and/or realize a mechani-cal advantage in either or both linear and rotational motion to provide for an even winding of the cable on the drum. The use of more than one pulley provides for maximum redirec-tion of the pulling force to enhance even-winding of the cable on the drum. Moreover, the positioning of the pulleys and the winch relative to one another provides the cable length required for maximum control of cable movement and ori-entation. Cable 26 is then oriented about horizontal-axis, grooved, swivel-able sheave 24 providing direction-changing freedom of motion to the sheave. Thus, the swivel-able con-nection provides for the recovery vehicle to use the winch to recover an object regardless of the position of that object in

continued from previous pagesystem, which is not shown because such system and their analogs are well known in the art. The winch system also in-cludes winch 30 housed in cavity 8. Winch 30 is constructed of winch drum 16 (also referred to as a spool) that rotates about winch drum axle 18 to alternately play-out and wind-up cable 26.

The winch system further includes two vertical-axis grooved pulleys 12 and 14, also referred to as sheaves or blocks, housed in cavities 6. Note that cavity 8 is oriented at an angle with respect to the long axis of the bumper so that the winch drum 16 is always positioned perpendicularly to cable 26. Note also, that cavity 8 is positioned on one end of

the length of bumper 2 and that the cavity 6 that houses pul-ley 12 is located generally opposite to cavity 8 at the other end of bumper 2. Cavity 6 that houses pulley 14 is located midway between the two ends of bumper 2 just behind cav-ity 22. Set into the frontwardly-facing surface of bumper 2 and also opening to the upwardly-facing bumper surface cavity 22 houses horizontal-axis swivel-sheave 20 housed in housing 25.

Positioning the three pulleys and the winch in this man-ner relative to each other and to the vehicle to be recovered provides for cable 26 always being positioned perpendicu-larly, or nearly so, to winch drum 16 and for the length of cable 26 to be the length required for maximum control of cable 26. Cable 26, with hook 24 attached to its free end, has its other end attached to winch drum 16. Preventing cable

26 from coming off of either vertical-axis grooved pulley 12 or 14, guides 13 and 15 are positioned about the pulleys, respectively. From winch drum 16, cable 26 extends across the axial length of bumper 2 to pulley 12, further extend-ing to pulley 14, and then to swivel-sheave 25 from which cable 26 with hook 24 attached hangs free for use. In the embodiment illustrated, the winch system is powered by hy-draulics, but could just as well be powered using mechani-cal, electric, pneumatic, or internal combustion drives. The type of power chosen does not change the principles of the

Figure 9: Plan view of a bumper housing a winch-cable system.

Figure 10: Elevation view of the bumper housing a winch-cable system.



relation to the recovery vehicle. This means that the previously required positioning and

repositioning of the recovery vehicle in order to maintain the object to be recovered in perfect perpendicular align-ment with the recovery bumper is no longer required. Pro-tecting the bumper from damage when it is used to push an object being recovered is rubber padding 60 permanently attached to the bumper. To provide access to the winch hook and cable, the rubber padding is provided with an opening over the cavity that is housing the cable hook, cable end, and sheave. Optional cover plate 35, which is this example is hingedly attached to bumper 2 using hinges 32 for easy and rapid positioning of cover 35 over the top surface of the heavy-duty bumper to protect the pulley system parts housed in the cavities that open to the top of the bumper from effects of the elements. In the illustrated invention, such a cover is contemplated to be manufactured of steel or aluminum, but any material that will provide a durable cover is contemplated to be used with the invention. The hinged attachment of the cover to the bumpers provides for easy lifting of the cover when the relevant parts of the winch system need to be accessed. In another version, there is a snap-on cover which is easily removed in order to ac-cess the pulley system. It is clear then that the invention may be used with or without a cover and that any style and/or material used to make the cover is considered for use with the invention.

Another part of the bumper/winch system of this exam-ple, is hydraulically-powered retractable recovery stabiliz-ing system 40 as illustrated in the front elevation view of figure 10. It is to be understood that the retractable recov-ery stabilizing system 40 may be powered by any form of power, including but not limited to manual, electric, solar, and battery. As illustrated, stabilizing system 40 has at least two elongated stabilizer support legs 42 with one end of each support leg connected to the bottom of the bumper by swivel connector 50 and the opposing end of each sup-port leg 42 being provided with foot-pad 44 for secure, non-skid placement on the ground surface. In the vicinity of the midpoint of each leg 42 is attached a piston-controlled hinge 46 that is also attached to the bottom of the bumper to provide for remote control raising and lowering of the support legs. Also optional, are D-rings positioned in cavi-ties recessed into the outwardly facing surface of the bum-per to provide for extra line connection, if desired.

To use the system, the hook and cable of the bumper/winch system is accessed and played out through the open-ing that provides for such access in the rubber protective padding on the front outwardly facing bumper surface. Cable 26 is played out until the cable hook is securely an-chored to the object to be recovered. Optional, steel or alu-minum top bumper cover could also be raised at this time to its open position, if it is of hinged design, to view the working of the system. Using the recovery vehicle’s power system, the winch is then tensioned in the usual manner to move the object to be recovered. Tensioning the cable requires rewinding the cable on the drum until the desired tension is realized.

The pulley system design following the principles of the present invention maintains the required length of the winch cable in a perpendicular orientation with respect to the winch drum providing for smooth rewinding of the cable onto the winch eliminating the need to stop, out-wind and rewind multiple times in order to untangle a tangled cable in order to recover an object to be recovered. This advantage, in turn, prevents damage to the cable and, thus increases the

life span of the cable. In the event the object to be recovered is situated so that the recovery vehicle cable cannot be fed to the cable drum so that it is perpendicular to the rotational axis of the drum, the cable will likely become jammed and possibly damaged.

Once jammed, the cable must be manually unjammed and manually guided onto the drum. This process likely will need to be repeated several times before the cable is com-pletely wound on the drum. Using the principles of the pres-ent invention, the presence of the vertical-axis, direction-changing sheave 24 provides for the recovery vehicle to use the winch to recover an object regardless of the position of that object in relation to the recovery vehicle. Winch 30 is ac-tuated by the recovery vehicle’s hydraulic motor (not shown) to wind the cable onto the drum, in the system illustrated. The motor controlling the winch motion is, in the system il-lustrated, remotely operable in a suitably controlled, truck-battery-energized circuit (not shown but which is essentially conventional).

Helical toothed ropePat. 8,307,624 U. S. class 57/232 Int. class D02G 3/36Inventor: Kazuyoshi Ejima, Nagoya, JP.Assignee: Asahi Intecc Co. Ltd., Nagoya-Shi, JP.

A helical toothed rope includes a rope body including a first resin coating and a linear body including a second resin coating. The linear body is wound around the outer surface

of the rope body, and the second resin coating is fusion-bond-ed to the first resin coating.

Referring to figures 11 and 12, the helical toothed rope 1 includes a rope body 2 (which corresponds to a first rope ac-cording to the present invention) and a linear body 3 (which corresponds to a second rope according to the present inven-tion) wound around the outer surface of the rope body 2. The rope body 2 is formed by coating a wire rope 4 that serves as a core with a resin coating 5A (which corresponds to a first thermoplastic resin in the present invention). The linear body 3 is formed by coating a linear member 6 that serves as a core with a resin coating 5B (which corresponds to a second thermoplastic resin in the present invention).

The wire rope 4 that serves as the core of the rope body 2 has a “7x7 multi-strand structure” in which six outer strands 7 are twisted around the outer surface of a core strand 8. The core strand 8 includes seven austenitic stainless steel wires that are twisted together, and each outer strand 7 also in-cludes seven austenitic stainless steel wires that are twisted together. The resin coating 5A, which is made of nylon 12, is provided on the outer surface of the wire rope 4.

The linear member 6 that serves as the core of the linear

Figure 11: Partial front view illustrating the manner in which a helical toothed rope is used.


continued from previous pagebody 3 is made of the same austenitic stainless steel as that used in the rope body 2. The resin coating 5B, which is also made of nylon 12, is provided on the outer surface of the linear member 6.

The linear body 3 is wound around the outer surface of the rope body 2 such that the “direction in which the outer strands 7 are twisted” and the “direction in which the linear body 3 is wound around the rope body 2” with respect to the center line 9 of the helical toothed rope 1 are opposite to each other. The rope body 2 and the linear body 3 are fusion-bonded together by melting both the resin coating 5A and the resin coating 5B, by melting only the resin coating 5A, or by melting only the resin coating 5B. The linear body 3 is preferably fusion-bonded to the rope body 2 by melting both the resin coating 5A and the resin coating 5B. In such a case, the second rope is reliably fixed to the first rope and is prevented from being displaced from the first rope when the second rope meshes with a gear.

In the present embodiment, the resin coating 5A included in the rope body 2 and the resin coating 5B included in the linear body 3 are directly fusion-bonded together. Therefore, unlike the helical toothed rope according to the related art, it is not necessary to use an adhesive. In addition, the heli-cal toothed rope 1 can be manufactured without performing the step of applying an adhesive to the rope body 2 or the linear body 3. The helical toothed rope 1 can be manufac-tured simply by helically winding the linear body 3 around

the rope body 2, and then causing the linear body 3 and the rope body 2 in this state to pass through an environment where the temperature is set to a certain temperature or ir-radiating contacting portions of the resin coating 5A and the resin coating 5B with far-infrared rays. Thus, the process of manufacturing the helical toothed rope is simplified.

The helical toothed rope 1 applies an operational force to a gear H through the linear body 3. Therefore, the linear body 3 must be shaped such that the operational force can be transmitted to the gear H after the linear body 3 is fusion-bonded to the rope body 2. More specifically, although the adhesive can be saved and the manufacturing process can be simplified when the resin coating 5A included in the rope body 2 and the resin coating 5B included in the linear body 3 are directly fusion-bonded together, there is a possibility that the shape of the resin coating 5B will change when the resin coating 5A and the resin coating 5B melt.

As a result of various studies conducted by the inventors of the present invention, it was found that the shape of the resin coating 5B does not largely change after the melting process if the resin coating 5B is softer than the resin coat-ing 5A at an ordinary temperature and has a higher viscos-ity than that of the resin coating 5A in a molten state.

In particular, the resin coating 5B and the resin coating 5A were easily fusion-bonded together without changing the shape of the resin coating 5B when the resin coating 53 and the resin coating 5A were made of the following materials. That is, the resin coating 5B was made of nylon having plas-ticizer contained therein (hereinafter referred to as plasti-cizer-containing nylon), and the resin coating 5A was made of mixed resin of the plasticizer-containing nylon and resin containing less plasticizer than the plasticizer content in the plasticizer-containing nylon.

In the present embodiment, the resin coating 5B and the resin coating 5A are made of nylon 12. Nylon 12 has high melting characteristics and high flexibility, and is suitable for use as a material of the helical toothed rope 1 of the pres-ent embodiment. As an example, the helical toothed rope 1 according to the present embodiment was moved while the helical toothed rope 1 was meshed with the gear H. As a re-sult, no tooth jumping occurred. Although the resin coating 5A and the resin coating 53 according to the present em-bodiment are made of nylon 12, it is not necessary to use nylon 12. Any type of thermoplastic resin, such as polyimide elastomer, polyurethane, polyurethane elastomer, polyester, and polyester elastomer, may be used. The structure of the wire rope 4 in the rope body 2 (number of wires and com-

Figure 12: Cross sectional view of the helical toothed rope.

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binations thereof) and the structure of the linear member 6 in the linear body 3 (number of wires and combinations thereof) may be set arbitrarily.

Cord tightening toolPat. 8,820,716 U.S. class 254/231 Int. class B21F 9/00Inventor: Christopher A. Silver, Marshville, CA.Assignee: Christopher A. Silver, Marshville, CA.

A cord tightening tool used to tighten elongated flexible cord includes a frame with each outer end having a saddle that attaches to a cord to be tightened. A hook with a swivel mount is provided in a center of the frame that attaches to the cord between the saddles. A threaded shaft connected to the hook can be rotated to pull the cord downward to remove slack. The saddles and hook are interchangeable with differ-

ent shapes to be used with various types of cord materials.Referring first to figure 13, the apparatus 10 generally

includes a bow-shaped frame 20 with an interchangeable saddle 50 and hook 60 that can be attached to a cord 90 to force an elongated angled section and remove slack in the cord 90. The interchangeable saddle 50 and hook 60 allow the apparatus 10 to be used with different cord shapes, such as cables, wires, ropes, straps, and the like. The use of the apparatus 10 allows workers to remove sagging portions of wire fence rails, guy lines, ropes, tie-downs, strapping, or cord structures.

The apparatus 10 can generally include a “C”-shaped or semi-circular frame 20. The frame 20 can be approximately four to ten inches (4-10 in.) across based upon a particular application. The apparatus 10 is illustrated being configured for use with a round cord 90; however, the apparatus 10 pro-vides interchangeable structural features for use with vari-ous shapes and sizes of cord material (see figure 14).

The frame 20 can preferably be made using hollow square aluminum tubing or equivalent strong light-weight material. Each upwardly extending and opposing upper end 26 of the frame 20 provides for attachment to a respective round saddle assembly 50. The saddle assembly 50 can include a horizontal half-cylinder-shaped appendage which receivably supports a length of the round cord 90 to be shortened (see figure 15).

The frame 20 further provides for attachment of a central vertical assembly having a round hook assembly 60 and a drive shaft assembly 30 which in use, attaches to and pulls down on the round cord 90 at a half way point between the afore-mentioned round saddle assemblies 50 to remove any slack. The round hook assembly 60 and the drive shaft assembly 30

Figure 13: Front perspective view of a cord tightening tool.


continued from previous pageare joined together by a swivel mount 38. The frame 20 also includes an integral drive block 22 located at a lower interme-diate position. The drive block 22 includes a centrally-located threaded insert 24 being inserted into and through a center portion of the drive block 22 by a press fit. The threaded insert 24 provides threaded attachment to a threaded shaft 32 of the

drive shaft assembly 30. Both the threaded insert 24 and the threaded shaft 32 include matching fine threads which allow sufficient vertical adjustment of the round hook assembly 60 while preventing unintended rotation.

The swivel mount 38 can be removably attached to the round hook assembly 60 in a freely-rotating manner allow-ing the drive shaft assembly 30 to rotate while the round hook assembly 60 remains stationary and connected to the round cord 90. The drive shaft assembly 30 and round hook assembly 60 allow the round cord 90 to be pulled in a down-ward, linear direction in a controlled manner, thus produc-ing tension in the round cord 90 (see figure 16). A desired amount of slack in the round cord 90 can be removed as a portion of the cord 90 is forced out of alignment as the round saddle assemblies 50 support the end portions of a set length

of the round cord 90, and the centrally attached round hook assembly 60 pulls downwardly on the round cord 90.

As the drive shaft assembly 30 is rotated, it acts to lower or raise the round hook assembly 60 being attached to the round cord 90. The threaded shaft 32 of the drive shaft assembly 30 can engage the threaded insert 24 and can include inte-gral portions which enable rotary adjustment of the threaded shaft 32 including a hex nut drive 34 for adjustment using a wrench, a thumbscrew feature 35 for manual adjustment, and a hex rod drive 36 for attachment of a drill or similar motorized tools. The adjusting portions 34, 35, 36 can be ar-ranged in a linear manner at a bottom portion of the threaded shaft 32 and provide a plurality of adjustment methods. Addi-tionally, the thumbscrew feature 35 can also include a central aperture to enable rotation of the drive shaft assembly 30 by insertion of a screwdriver or similar tool.

The apparatus 10 can also include electrical isolation should the round cord 90 be electrified by a round saddle liner 53 and a round hook liner 66 (see figures 15 and 16). The round saddle assemblies 50 and the round hook assem-bly 60 are interchangeable to provide different shapes and configurations and allowing the frame 20 and drive shaft as-sembly 30 to be utilized with cable, wire, rope, flat straps, and the like; thus allowing the apparatus 10 to be used with guy lines, ropes, tie-downs, strapping, or similar cord struc-tures (see figure 14).

Referring now to figure 16, the swivel mount 38 of the drive shaft assembly 30 can be freely rotatably attached to the round hook assembly 60 by a first slot 39 and a second slot 40. The round hook assembly 60 can include a round cord hook 62 having an integral disc-shaped base 64. The round hook assembly 60 is rotatably engaged within the first 39 and second 40 slots. The slots 39, 40 can be formed or machined into side and top surfaces of the swivel mount 38, respectively. The slots 39, 40 intersect with each other to form an entrapping inverted “T”-shaped opening. The “T”-shaped opening provides sliding insertion of the disc-shaped base 64 and upwardly protruding round cord hook 62 of the round hook assembly 60.

The round cord hook 62 can include a round hook liner 66 made of a non-conductive material such as rubber, being es-pecially useful in cases where the round cord 90 performs an electrical function. The round hook liner 66 can preferably Figure 15: Close-up view of a saddle assembly of the disclosed cord

tightening tool.

Figure 16: Close-up view of drive shaft and hook of the disclosed cord tightening tool.

Figure 14: Front perspective view of another embodiment of the disclosed cord tightening tool.

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be affixed to the round cord hook 62 using industrial adhe-sives and covers an upper portion of the round cord hook 62 which may come in contact with the round cord 90, thereby providing electrical isolation capability.

Referring now to figure 15, each round saddle assembly 50 provides a contoured support to a length of the round cord 90. Each round saddle assembly 50 provides a unitary struc-ture having a half-cylinder-shaped round saddle 52. The saddle assembly 50 can optionally include a round saddle liner 53 which covers an upper concave surface. The saddle assembly 50 can also include a rectangular frame mount 54 that protrudes downwardly from a bottom surface. The frame mount 54 can be inserted into a slot 56 located at the upper end 26 of the frame 20 and fastened using a threaded fastener 80, such as a bolt, which passes through respective fastener apertures 28 and is envisioned to be secured with a nut fastener 82. The frame mount 54 and slot 56 allow the round saddle assembly 50 to tilt as tension is applied to the round cord 90 (see figure 13). The round saddle liner 53 provides round saddle 52 with similar electrical isolation capability as the aforementioned round hook liner 66.

Referring now to figure 14, another embodiment of the dis-closed apparatus 100 can include a flat saddle assembly 150 and a flat hook assembly 160. The flat saddle assemblies 150 and a flat hook assembly 160 include rectangular profiles suitable to a strap-type flat cord 92. It can be appreciated by one skilled in the art that the disclosed apparatus 10 can be introduced having a plurality of available saddle assemblies and hook assemblies which enable utilization of the appara-tus 10 with various sized and shaped cord types.

Each flat saddle assembly 150 can include a channel-shaped rectangular flat saddle 152 having a corresponding

flat saddle liner 153, which covers the three inner surfaces, to provide electrical isolation. Similarly shaped, the flat hook assembly 60 can include an inverted channel-shaped flat hook 162 having a corresponding flat hook liner 166. It is envisioned that a width dimension of the flat saddle 152 and flat hook 162 can be introduced in various sizes that match various types of corresponding flat cords 92. Further-more, it is envisioned that additional saddles and hooks can be introduced having various different profile shapes includ-ing, but not limited to: “V”-shaped, roller-type, and the like, and as such should not be interpreted as a limiting factor of the disclosed apparatus 10.

Elevator tension member monitoring devicePat. 8,851,239 U.S. class 187/393 Int. class B66B 1/34Inventor: Massanori Nakamori, Kanagawa-Prefecture, JP.Assignee: Otis Elevator Co., Farmington, CT.

A tension member monitoring device is provided with at least one contact sensor and a defect determining device. The contact sensor, which is arranged next to a correspond-ing tension member without touching the tension member, is configured to output a contact signal when contacted. The defect determining device, which receives the contact signal, is configured to determine whether there is a defect in the tension member, based on the contact signal.

Referring to the figures, hoist 6 provided with drive sheave 7 is installed in machine room 14 positioned at the upper-most part of hoistway 12. One end of at least one elevator tension member 3 is connected to elevator car 1, and the other end is connected to counterweight 2. When the tension member 3 (which may be, for example, a wire rope, a belt,


continued from previous pageetc.) is driven by hoist 6 via idler sheave 8 and drive sheave 7 provided with hoist 6, car 1 and counterweight 2 respec-tively move along car guide rails 4 (one of which is shown in figure 17) and counterweight guide rails 5 (again, one of which is shown in figure 17).

Tension member defect determining device 20 is provided with at least one contact sensor, which in the shown embodi-ments is an acoustic oscillator 21. Acoustic oscillator 21 is installed opposite tension member 3 inside machine room 14 and adjacent drive sheave 7. Acoustic oscillator 21 is pro-vided with support member 22, and at least one vibration plate 23 (figure 17 shows a plurality of vibration plates 23) mounted cantilevered on support member 22. The vibration plates 23, which are made of sheet metal, have a long, thin rectangular shape and extend toward tension member 3. The vibration plates 23 associated with a particular acous-tic oscillator 21 have substantially the same length so as to have substantially the same natural vibration frequency. The vibration plates 23 are arranged at substantially equal spacing along front edge 24 of support member 22 facing and extending toward a corresponding tension member 3.

The spacing between adjacent vibration plates 23 is less than the thickness (or diameter) of separable components (such as wires) in the tension member 3. In addition, the plu-rality of vibration plates 23 may be arranged so that front ends 23a that face tension member 3 surround part of the outer periphery of tension member 3 in the form of an arc (fig-ure 18). Thus, the spacing between the front end 23a of each vibration plate 23 and tension member 3 will be substantially equal. The spacing between front ends 23a of vibration plates 23 and tension member 3 is set to around several millimeters,

for example, so that vibration plates 23 will not touch tension member 3, which moves when the elevator is operated nor-mally. Therefore, when there are no defects in tension mem-ber 3, vibration plates 23 will not touch tension member 3.

Figure 17: Elevator system in which an embodiment of a tension member monitoring device is installed.

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However, if there are defective locations, such as breaks 28 (such as strand breaks or wire breaks) in the tension member 3, strands or wires projecting from the outer peripheral sur-face of tension member 3 at the location of the break 28 will touch a vibration plate 23 when the location of the break 28 passes the vibration plate 23. When the break 28 touches the vibration plate 23, the vibration plate 28 vibrates and pro-duces a contact signal in the form of a sound.

Referring to figure 18, with an application example of the present invention, elevator system 10 is provided with four tension members 3, each of which is associated with a cor-responding acoustic oscillator 21 that is installed opposite the respective tension member. The lengths of the vibration plates 23 of the four acoustic oscillators 21 are different, and therefore the natural vibration frequencies of the acoustic oscillators 21 are different, for example, 500 Hz, 800 Hz, 1 kHz and 1.5 kHz. When there is a defect in one tension member 3, a vibration plate 23 of the associated acoustic oscillator 21 is touched by strands or wires projecting from

the breakage 28 in the tension member 3, thereby causing the associated acoustic oscillator 21 to produce a noise with a natural vibration frequency that is distinct from the other vibration plates 23 of the other acoustic oscillators 21. As a result, the acoustic oscillator 21 that was touched by the wire or strand projecting from a break 28 (and, therefore, the tension member 3 corresponding to the acoustic oscilla-tor 21), can easily be specified by the frequency of the sound from the contacted vibration plate 23. Although in the ap-plication example shown, four tension members 3 are used, and four corresponding vibration plates 23 are provided with the acoustic oscillators corresponding to each tension member 3, the invention is not restricted in this way.

In addition, referring to figure 19, tension member defect determining device 20, which is arranged near acoustic os-cillators 21, is provided with microphone 25 (that detects sound from acoustic oscillators 21) and sensing circuit 30 connected to microphone 25. Sensing circuit 30 is provided with bandpass filter 32 that filters the signals sensed by mi-crophone 25, comparator 34, and memory 36. The acoustic signal sensed by microphone 25 includes peripheral noise, in addition to sound from acoustic oscillators 21. To account for (and substantially eliminate the effects of) the peripheral noise, bandpass filter 32 separates a frequency signal in the range that includes the natural vibration frequency of the vibration plates 23 from the output signal from microphone 25, and outputs the filtered signal to comparator 34. Com-parator 34 compares a reference signal and the filtered sig-nal that is outputted by the bandpass filter 32. If the filtered signal is greater than the reference signal, the comparator 34 outputs a defect detection signal.

Elevator system 10 is provided with rotary encoder 40 Figure 18: Top view of the tension member monitoring device.


continued from previous pageconnected to the hoist (figure 20). Rotary encoder 40 is syn-chronized to the movement of the tension members in the length direction, and generates addresses that specify the positions of the various locations on the tension members in the length direction. Addresses generated by rotary encoder 40 are recorded in memory 36 in sensing circuit 30. When a defect detection signal is outputted by comparator 34, the existence of the defect is recorded in the memory address corresponding to the defect’s location (as determined by the rotary encoder 40). Referring to figure 20, sensing circuit 30 is connected to elevator controller 50. Elevator controller 50 transmits data to monitoring center 70 over public circuit 60 to make defects in tension members 3 known. Locations of defects on tension members 3 can easily be retrieved by

reading the memory data that include the defect detection signals in the addresses.

Figure 21 is a flow chart showing an embodiment of a pro-cessing procedure of the tension member defect determining device 20 of the present invention. The tension member de-fect determining device of the present invention constantly monitors elevator tension members 3 during normal opera-tion. First, a counter that indicates the number of travel times N is incremented each time the elevator is operated (step 101). At step 102, a counter that indicates the location

R of the tension member as it passes acoustic oscillator 21 is incremented synchronously with rotary encoder 50. Then, the filtered signal at location R is read (step 103), and com-pared with a reference value (step 104). WRN

Figure 20: Block diagram of the tension member monitoring device.

Figure 21: Flow chart of the processing steps used in an embodiment of a tension member monitoring method.

Figure 19: Circuit diagram of a detection circuit.

Pat. 8,851,239


24-strand polyester cover boasts a var-iegated color design, is flexible, provides good handling, enhanced abrasion re-sistance, and excellent performance in stoppers and clutches. The Samthane-coated core is color coded to match the cover and accommodates cover strip-ping when racers need to save weight. Racers and cruisers alike will enjoy the higher strength of smaller diameters and greatly reduced weight that takes the work out of trimming.

“We’re excited to bring WarpSpeed® II to the sailing community,” said Da-vid Krupka, Regional Sales Manager. “It is built on our reputation of high quality and great performance. And what makes it even more attractive is that we are bringing it to the market at a better price than its predecessor, WarpSpeed®.”

WarpSpeed® II lives up to Samson’s standard for high performance prod-ucts that can be trusted for safe and se-cure use around the boat as a halyard, mainsheet, spinnaker sheet/guy, jib/genoa sheet, or control line. It is avail-able in six sizes from 1/4” – 9/16” in diameter and is available in four color options: variegated black, blue, green, or red with matching core.

Thimbles from Talurit - for extra strong and sturdy terminations

One of the most popular ways to fin-ish the end of a wire rope is to splice it into a loop or an eye; these provide a simple way to attach the wire rope to any anchor point; whilst this is to-tally acceptable, there may be times when the eye needs more strength and sturdiness; a simple eye splice can be crushed and damaged fairly easily,

National Band & Tag wire rope and chain sling tags

National Band & Tag Company proudly introduces their new and im-proved wire rope and chain sling tags!

These tags are used to properly identify certified wire ropes and chains.

These tags can be used to meet regulations by listing work load limits, se-rial numbers and chain or wire di-ameter, length, positions and capacity. These tags can also be customized to list information such as your compa-ny’s name, ad-dress and phone

number. Coming in November 2014 will be the new interactive online order form, making ordering your custom-ized wire rope and chain sling tags a

breeze! National Band & Tag Company is a family owned, American manu-facturer of bands and tags for all your identification needs. For more informa-tion check them out at www.national-band.com/slingtags/.

Samson Debuts WarpSpeed® IISamson, a worldwide leader in per-

formance cordage, introduces Warp-Speed® II at authorized Samson retail-ers in the United States and Canada. It replaces WarpSpeed®, Samson’s flag-ship running rigging line for more than a decade. WarpSpeed® II combines the great attributes of WarpSpeed® with added performance features, a trendy new look, and a value that both club and competitive racers appreciate.

WarpSpeed® II outperforms lines made with standard high modulus polyethylene (HMPE) in static applica-tions due to its core, which is made of creep-mitigating Dyneema® SK78 fiber, according to a company release. The

however if a steel thimble is added into the eye/loop whilst being spliced it will offer more strength, sturdiness and crush resistance.

Thimbles also offer good protection to the wires in the rope, protecting them from wear and kinks; therefore by add-ing a thimble to your wire rope you can greatly extend its working life.

There are two main kinds of thim-bles. The ordinary thimble which is fairly standard, and is appropriate for lighter applications, and then there is the solid thimble, which is more robust and suitable for heavy weight applica-tions. Both types are readily available in a wide range of sizes to suit different diameters of wire rope.

Konecranes Protected Areas Technology safeguards people and infrastructure

Overhead cranes that allow manage-ment to clearly define no-go areas in advance are delivering important safe-ty and productivity advantages in the automotive industry.

For more than 60 years, global crane manufacturer Konecranes has led the way in developing overhead crane sys-tems that improve safety, productivity and reliability. Konecranes Protected Areas uses laser telemetry to define and enforce no-go zones to prevent col-lisions between the load on the hook and valuable production machinery or busy working areas.

Up to 16 rectangular protected areas can be defined in advance, which the crane operator is not able to override or adjust. When the operator moves the hook towards a protected area, the crane will reduce its driving speed in a slowdown zone and finally stop at the protected area limit. Once a limit has been reached, the operator interface display shows the protected area icon. At this point the operator must manu-

Some samples of Talurit thimbles.


877-LIFT AMHallmaterialhandling.com

HOISTSOne STOp SHOp

RIGGInG HARDWARe

SLInGS


ally guide the load to circumnavigate the protected area. Konecranes sway control technology, another signature load control feature, allows manage-ment to tightly define its protected ar-eas to optimize factory workspace.

“Konecranes Protected Areas technol-ogy is a way for managers to increase the safety of both people and infrastruc-ture located close to an operating over-head crane,” says Doug Maclam, Vice President, Sales and Marketing, Kone-cranes Region Americas. “Protected Areas maximize the effective operating area of the crane and protect valuable loads as well as expensive machinery and facilities,” he continued.

Maclam says a compelling demon-stration of Protected Areas from Kone-cranes in action can be seen at Renault Car Corporation in Sandouville, France, an automotive stamping plant where managers wanted to prevent their crane from passing over certain zones for the safety of its personnel and machines.

“Konecranes’ great adaptability al-lows us to select functions according to the particular needs of users,” says François Marie, Renault’s maintenance manager. “For instance, at our San-douville factory we wanted to prevent the crane from passing over certain well-defined areas in order to ensure the safety of personnel and protect ma-chinery. Now, thanks to the Protected Areas feature and its telemetry lasers, there is considerably less risk that the hook will collide with the walkway to the offices, for example.”

According to Marie, the operators at Renault appreciate the enhanced oc-cupational safety and are permanently prevented from mistakenly making movements toward the offices.

Protected Areas from Konecranes is one of a suite of smart features that are available individually or in packages sold with Konecranes advanced lifting equipment. In some cases, it can also be available as a retrofit for older cranes.

For additional information contact Doug Maclam, Vice President Sales, Region Americas [email protected] or 281-445-2225.

Market leaders team up to deliver a DNVGL-Qualified deepwater lowering system

Cooperation between three compa-nies developing innovative solutions for deepwater installation has led to the introduction of a new system capa-ble of handling heavy loads at depths of well over three kilometers.

The companies involved are Deep

Tek, which provides a wide range of services to the oil and gas, salvage, scientific research and deep water min-ing sectors; Lankhorst Ropes, a world leading rope technology innovator and manufacturer of high performance syn-thetic ropes; and DSM Dyneema, the producer of Dyneema® ultra-high mo-lecular weight polyethylene fiber.

Working closely together, the three companies have developed a fully in-tegrated system based on Deep Tek’s drum winch technology for deploying and recovering payloads in even the deepest waters. Deep Tek has devel-oped and patented a spooling pattern that allows multiple layers of syn-


New rope design from Lankhorst with optimized fatigue and load bearing characteristics.

877-LIFT AMHallmaterialhandling.com

Now available with optional self-locking hooks for all lever

and hand chain hoist models. From ¾-ton

up to 6.3 ton capacity.

HOISTSONE STOP SHOP

RIGGING HARDWARE

SLINGS


thetic fiber rope to be spooled onto a load bearing winch drum with no risk of cutting in. Lankhorst has created a new rope design with fully optimized fatigue and load bearing characteris-tics for use in the deepwater lowering system. This rope is based on DSM Dyneema’s DM20 XBO fiber and a pro-prietary coating technology.

The new fully integrated and moni-tored system makes use of a rope con-dition management system and takes full advantage of Dyneema® fiber’s outstanding strength, enabling vessel owners to maximize their vessel out-put by dispensing with the weight of steel wire. It is currently being quali-fied by classification society DNVGL using Assurance Case methodology, which enables introduction of new technology without relaxing certifica-tion requirements.

The system has already found its first commercial success, with two or-ders placed by Jaya, the leading off-shore energy services group that is now part of the Mermaid Marine Group of Companies. Jaya will fit the system to 110-tonne cranes designed by J.J. Off-shore for two new 88-m ships.

Deep Tek’s Managing director Moya Crawford says the joint development leverages the three companies’ tech-nological capabilities and expertise, for the benefit of their customers. “It responds to the needs of vessel own-ers that wish to install higher loads in deeper waters using smaller and more economic vessels than before,” she says. “It also addresses concerns of ma-jor oil companies about the rising cost of developing deepwater fields.”

Wilco Stroet, Senior Vice President

Maritime, Oil and Gas at Lankhorst Ropes says: “All three partners believe the prospects for the new deepwater lowering system are excellent, and we will all be putting our weight behind the technology to make sure it succeeds in what are very competitive markets around the world.”

The new system is an outstanding ex-ample of the integration of world-lead-ing technologies from along the supply chain, and could only be achieved by strong partnership between the parties involved, says Jorn Boesten, Segment Manager Offshore at DSM Dyneema. “Dyneema® fibers have outstanding potential in deepsea environments, and we are very happy to work togeth-er with Lankhorst Ropes and Deep Tek to maximize this potential.”

Instructional video by Van BeestVan Beest has made a short demo

movie that shows the assembly and re-lease of a Green Pin® ROV Spring Re-lease Polar Shackle (P-5367).

The assembly is done either by hand

for smaller shackles, or with the aid of the compression tool.

You can watch this movie on the Van Beest YouTube channel by point-ing your browser to http://youtu.be/u98kYrDsGbk.

Load bearing winch drum from Deep Tek with patented spooling pattern.

In 1924, Germany’s ‘Adolf Bleichert & Co.’ celebrated its 50th Anniversary. By the time of this occasion, the company had designed and built the world’s record holding wire ropeways: Longest and highest elevation (Argentina); Length of system over water (New Caledonia); Steepest (Tanzania); Highest capacity (France); Northernmost (Norway); and, Southernmost (Chile).

Written by the great-great grandson of the company’s founder, this book includes over 100 pictures and detailed engineering drawings that explore the legendary company’s history, and several of its record-holding systems.

Available at Amazon.comfor your Kindle or other device.

‘Like’ it on Facebook forrelevant information and news.


Petersen Stainless Rigging, Ltd. appoints Kevin Bell as CEO

Petersen Stainless Rigging Ltd. an-nounced that Kevin Bell has been ap-pointed as the new CEO. The appoint-ment follows the stepping down of Norman Bell from the role of MD.

Kevin Bell had previously been re-sponsible for business development and during his tenure oversaw a doubling in turnover within a five year period. The role of business development manager has been filled by Aries Dijkhuizen.

“I am absolutely thrilled by the new challenge,” commented Kevin Bell, “We have achieved a great deal over the past few years but we must not get compla-cent. We are three years into a ten year master plan and it is going to be a lot of hard work to fulfill the potential of this company. Petersen has a great reputa-tion with our customers for product and service and we need to get that message out to the rest of the market.”

“The entire staff at Petersen would like to thank Norman Bell for his years of hard work and dedication. I am re-placing a truly exceptional individual which is a huge motivation. Petersen would not be the company it is today without his outstanding dedication and

Kevin Bell

talent. We are only able to reach so high by standing on the shoulders of a giant.”

Petersen Stainless Rigging is one of the world’s leading manufacturers of quality-assured stainless steel rigging and lifting equipment for the petro-chemical, lifting, architectural, yacht-ing and aerospace industries. For more info visit www.petersen-stainless.co.uk and www.liftingshackles.com.

Power Climber announces Kris Verhelst as International Business Development Manager

Power Climber, a division of Safe-Works, LLC, announces Kris Verhelst has joined its European team as Inter-national Business Development Man-ager. In this role, Verhelst is respon-sible for managing and developing the suspended scaffold dealership network for Power Climber’s European division.

Verhelst brings over fifteen years of international industrial management experience to his position. He is fluent in English, Italian, Danish, and Ger-man and holds a masters degree in fi-nance from the University of Brussels.

“Kris’s outstanding management and communication skills will undoubt-edly benefit our expanding customer base throughout Europe,” commented Edwin Holtkamp, Director of Sales for SafeWorks International, Power Climber’s parent company. “With his commitment to excellence and dedica-tion to customer satisfaction, Kris will be a welcomed addition to our driven international team, delivering the high quality products and services our Pow-er Climber dealers have come to know.”


Please turn to the pages indicated belowfor a detailed view of advertisers’ products or services.

Accutech .......................................................69

All Material Handling .................................76, 77

Allied Power Products ....................................30

Belt-Tech ........................................................45

Bleichert’s Wire Ropeways .............................78

Buffalo Lifting and Testing ..............................68

Caldwell Company, Inc. ......................12, 23, 84

Chant Engineering and Talurit ..........................19

Chicago Hardware ..........................................24

Cleveland City Forge .......................................25

The Crosby Group ......................................2, 57

Distributor Computer Systems ........................59

Downs Crane & Hoist Co., Inc. .......................73

Elite Sales, Inc. ..............................................39

Engineered Lifting Tech ..................................71

Esmet ............................................................37

Gaylin International Co. Pte. Ltd. .....................83

Ken Forging, Inc. ............................................28

KWS, Inc. .......................................................71

Landmann ........................................................6

Lift-All ............................................................53

Loos & Co. ....................................................35

Morse-Starrett Products Co. ...........................44

Muncy Industries .....................................31, 46

Peerless Chain ...............................................15

Premier Wire Rope ...........................................3

Promec ..........................................................44

Ronstan .........................................................29

Sea Catch ......................................................81

Skookum .......................................................55

Slingmax Rigging Products ...............................4

Slinguard Protectors .......................................54

Southern Wire ................................................22

SPS ...............................................................21

Strider~Resource ..........................................13

Suncor Stainless, Inc. .............................. 42-43

Taylor Chain Company ...................................61

Van Beest BV .................................................11

Vanguard .......................................................33

Victory Ground Support Equip. .......................59

Weisner .........................................................32

Windy Ridge Corp. .........................................69

Wirop Industrial Co., Ltd. ................................17

Yale Cordage, Inc. ..........................................41

Yoke Industrial Corp. ........................................5

Advertisers Index


POSITION AVAILABLEIf you are an outgoing, positive and motivated

individual, then come work for a growing com-pany. ALP INDUSTRIES, INC. has been in busi-ness for over 30 years and is one of the largest distributors of wire rope, chain, and nylon sling products in the U.S. Our nationwide company has sales offices located in the Eastern and West-ern United States. Due to recent expansion and growth we are looking for Outside Sales Repre-sentatives, Sales Managers and Branch Manag-ers with experience in the wire rope, chain and rigging industry.

Candidates must be highly motivated self-starters with a strong work ethic and high level of integrity. Excellent written and verbal com-munication skills. Familiarity with MS Word and Excel. College degree preferred.

Our compensation package includes a competi-tive salary with commission, paid vacation, medi-cal, vision, life insurance and 401(k) plan.

Please send your resume to [email protected].

All Material Handling Inc. (AMH), Chi-cago IL is a leading wholesale company of rig-ging products in the North-American market. (Hoists, Rigging Hardware, and Slings)

Seeking: National Sales Manager - based in our Chicago, IL location.

KEY RESPONSIBILITIES• Increase sales, acquisition of new distributors.• Contribute to management and strategic

planning of product life cycle. • Determine product requirement by conduct-

ing market research. • Develop and implement a go-to market plan. • Manage Sale Agents and Distributor rela-

tionships. • Train Sales Reps. • Prepare and update sales literature.REQUIREMENTS:• Minimum of 10 years of experience with rig-

ging products and the sales of rigging products.• Knowledgeable in technologies used in pro-

duction of rigging products.• Engineering degree or extensive work expe-

rience in the Rigging/Lifting products industry.• Advanced computer and MS office soft-

ware skills.• Travel to customer and non-customer sites

primarily in North America. AMH offers a comprehensive health & benefits

package plus a matching 401K plan. Please send your resume and salary requirements to [email protected].

Established and growing company in the lift-ing product industry located in Southern Califor-nia is seeking an inside sales representative to play a key role in growing our new product line that has positioned us for tremendous growth op-portunities. Industry experience preferred. Call 714-545-7444.

Regional Area Sales Manager seeking admin-istrative assistant to work 30-35 hours per week. Casual, relaxed work environment. Must be able to work independently and be self-motivated. Ide-al candidate has excellent organizational skills and proficient in MS Office products Word/Excel/PowerPoint). Experience with Quicken a plus but not a must.

Bridon’s mission is to be the Global Technol-ogy Leader in the manufacture of demanding rope applications and the customer’s first choice solutions provider. As a result of our continued effort to remain the industry leader, we are seek-ing qualified candidates to join our team. Bridon offers a comprehensive compensation and ben-efits package. Interested candidates may apply by sending a resume and salary requirements to [email protected].

Position: District Sales Manager in the Gulf Coast Region

This position is responsible for promoting, sell-ing, and securing orders from existing and pro-spective Oil & Gas and Crane customers through a relationship and technical knowledge based ap-proach. Bridon is known worldwide for superior quality and excellent product service. The suc-cessful candidate will articulate these strengths to extract maximum value for premium Bridon brand wire rope. The candidate will develop strong relationships with existing customers and active account prospecting where market share opportunities exist; generate new business at both existing and new accounts by leveraging our product capabilities and technical expertise.

The successful candidate will have knowledge of the Oil & Gas production and servicing busi-ness with at least 3 years’ experience in sales roles with a demonstrated track record of posi-tive results. In addition, the candidate shall have experience working with distribution, strong me-chanical aptitude, troubleshooting skills, as well as excellent communication skills – both oral and written. A technical degree is preferred.

Travel will be required 50% -70% of the time. International travel may also be required. Ideal candidate would be centrally located within the region or willing to relocate.

Marine industrial rigging shop looking for CDL driver and rigger experienced only must be willing to work in labor intense environment. Mechani-cally inclined. Contact John at 508-993-0070.

Southern Weaving is recruiting for an ex-perienced sales professional to serve our sling web market. The Sales Manager position will be based at our location in Greenville, SC; however, up to 70% travel is anticipated. Ideal candidate will have a college degree and at least seven years relevant industry experience.

To learn more about our company, please visit www.southernweaving.com. Interested candi-dates should email resume and salary require-ments to [email protected]. Please in-clude SALES in the subject line.

Southern Weaving provides equal employment opportunities to minorities, females, veterans, dis-abled individuals, as well as other protected groups.

Company: Southern Wire, a leading whole-saler/distributor of wire rope, slings, chain, and fittings is expanding its sales force.

We are seeking Inside Sales Representatives for the Memphis, TN area. We offer a competitive base salary and commission program. Our excel-lent benefits package includes medical, dental, life, disability, paid vacation, and 401K. Please visit company website: www.houwire.com.

College degree preferred - Industry knowledge a must. Send resume in confidence to: [email protected] or Fax# 662-893-4732. *No calls please*

Muncy Industries, LLC, has been providing quality wire rope fittings, lifting hardware, and machines for over 60 years. Originally based out of Pennsylvania, we have recently opened a sec-ond location in Lafayette, Louisiana. Muncy In-dustries is seeking an individual with experience in the wire rope industry to help lead the sales team in our Louisiana location.

Requirements include:• Knowledge of the wire rope industry or re-

lated industry in the gulf area is a must.• Excellent written and verbal communication

skills.• Team player, good with people.• Must be able to set and attain goals in a

timely manner.• Proficiency in Microsoft Word, Excel, and

Quick-Books.We offer competitive wages alongside an excel-

lent benefits package including 100% medical, life, disability, and 401K. Contact us via e-mail: [email protected] or fax: 570-649-5850.

Outside sales representative needed for a well established distributor of wire rope, rigging hardware, chain and related industry products, located in Central Arkansas. The qualified indi-vidual will possess industry knowledge and the ability to develop new accounts and grow exist-ing accounts. Our company offers a competitive salary, bonus structure and benefits package. If you are qualified please e-mail your resume with salary history to: Reference Box12-01 on subject line, and reply to [email protected].

Wire Rope Industries, one of the leading manufacturers of premium ropes with more than 125 years of experience, is opening a re-gional sales rep position to support the growing business in South/Central USA. We are looking for a dynamic candidate with experience in the lifting industry and a proven ability to excel in competitive environments. Strong personality, focus, drive, and the ability to develop accounts in a fast and sustainable way are required. We offer competitive compensation, industry-leading training, and opportunities for growth. If you are interested in joining the leading innovators in the premium market, please e-mail your resume to [email protected].

Company: Nelson Wire Rope CorporationDescription: Established in 1979 in Hatfield,

Pa, Nelson Wire Rope Corporation is a leader in wire rope fabrication and product distribution. We offer a wide array of products for the lifting, towing, construction, traffic control and other in-dustries.

Location: Hatfield, PAEmployee Type: FulltimeIndustry: Manufacturing, Wire Rope and Sling

IndustryJob Title: Outside-Inside SalesRequired Education: Industry experience, de-

gree preferred Required Travel: Frequent Day TripsOther: Local Candidates OnlyInterested candidates should e-mail resume to:

[email protected]. Job Duties and Responsibilities:• Aggressively identifies and contacts prospec-

tive customers by phone and on-site visits. Abil-ity to conduct sales presentations of company products or services while on site. Plans effective strategies to capture new business. Proven abil-ity to generate new sales.

• Provide inside customer service and sales. Skills and Qualifications:• Excellent customer service skills; strong

written and verbal communication skills, outgo-ing personality, team player.

• Effective time management, organization and multi-tasking skills.

• Proficient in Microsoft Word, Excel, Outlook.Education and Experience: • Minimum of three (3) years experience in an

Outside sales role, and five (5) years experience in Inside Sales/Customer Service experience.

• Knowledge of wire rope, crane cable, rigging, construction or related industry.

Inside wire rope sales representative:90+ year family owned business is looking for

an experienced inside Wire Rope representative, to replace retiring veteran salesman. Candidates must be reliable, honest, strong work ethic, and demonstrate good communication skills. Our company provides excellent compensation and benefits to our team members, including Paid va-cation, holiday, and sick leave, 401K Retirement plan with matching, excellent insurance benefits - Medical, Dental, Vision, RX, Short Term Dis-

continued


Philadelphia, PA Wire Rope & Fabrication shop has inside customer sales/service position. Experience in rigging or crane industries a plus. Contact us via e-mail: [email protected] or fax: 610-687-0912.

POSITION WANTEDOur client requires a part-time Bookkeeper

(1-2 days/week) to assist them with an ongo-ing temporary assignment. This position could become permanent for the right candidate. You will be responsible for Bookkeeping, Accounts Payable entering, setting up inventory, filing, organizing and some administrative duties. You must be able to thrive in a team environment and also work well alone.

The successful candidate for this role will have excellent knowledge of Simply Account-ing. Strong written and oral communication is a must. To be considered for this great opportu-nity please e-mail us at [email protected].

Outside sales professional with 20+ years ex-perience seeking full time position. Willing to relocate. Reply to [email protected].

continued

ability, Life Insurance. M-F. office hours. Drug free workplace.

Please reply to: Attention: Cherise, Rasmus-sen Wire Rope and Rigging Co. Inc. 415 south Cloverdale Street, P.O. Box 81206 Seattle, WA 98108, Phone: 206-762-3700, Fax: 206-762-5003, e-mail: [email protected].

Certified Slings & Supply, Florida’s largest family owned rigging, contractor and industrial supply company is seeking experienced sales representatives for our Florida territories.

The suitable candidate will be aggressive and detail-oriented with experience in selling over-head lifting, load securement and fall protection equipment along with other contractor supplies and have a proven successful sales history.

Our 53-year family-owned company provides excellent benefits to our team members includ-ing medical insurance, holiday and vacation pay and 401(k) with company match.

If you share our core values and the experi-ence we are looking for we look forward to hear-ing from you. E-mail your resume and salary requirements to Attention Team Member Re-lations at [email protected] or fax to 407-260-9196.

Our Purpose: To grow through challenge and opportunity ‘with passion’ while benefiting team members, customers and vendors. Our Core Val-ues: Service, Quality, Team, Commitment, Com-munication, Integrity, Respect. Our Mission: We will be the most trusted and respected company in rigging, overhead lifting, load securement and contractor supplies in the world. Please visit our website at www.certifiedslings.com. EOE/AA/MFDV. Drug Free Workplace – Drug testing required. Florida Locations include: Orlando, Miami, West Palm Beach, Fort Myers, Tampa and Ocala.

Fabrication manager/customer service. Work in a family oriented business with an opportuni-ty to earn part ownership. Need someone 35-55+ years old who started at the bottom and look-ing to finish at the top. Need hands on splicing experience, lifting rigging experience, test bed

knowledge, able to direct small growing crew. Basic computer knowledge. Willing to train and mentor young employees. Top wages and benefits for the right individual. Problem solver that our customers can depend on. Honesty and integrity a must. Call Chuck Farmer, President, Rouster Wire Rope and Rigging, Inc., 304-228-3722, in confidence.

Looking for sales professional. Comprehen-sive understanding of wire rope, chain, nylon, and fall protection preferred. Sales experience required. Competitive salary plus commission. Benefit package included. E-mail resumes to [email protected].

Texas Wire Rope Company expanding inside sales department. Individuals must have a strong technical, mechanical and basic math-ematical aptitude, including basic computer knowledge. Selected candidates must be quality conscious and able to handle multiple tasks. Pre-vious experience in the industrial supply market is necessary. We offer a drug-free, results-orient-ed work environment with excellent wages and advancement opportunities. Resumes received confidentially at [email protected].

Leading manufacturer of below the hook lift-ing devices seeks a mechanical engineer who has experience with designing below the hook lifters. Experience with motorized control systems is a plus. Excellent working environment, compen-sation and schedule all in a fantastic, southern coastal area! Please send resume to Tandemloc, 824 Highway 101, Havelock, NC 28532, [email protected] or call 252-463-8113.

Established wire rope distributor in North America is expanding into crane/container rope and fabrication. We are looking for an experi-enced individual that can assist in formulating a marketing and business plan. This position will eventually evolve to a sales manager or general manager. Fax your resume in strict confidence to 330-452-2331 attention Kris Lee or e-mail to [email protected]. Fax: (1-732) 396-4215


Experienced Wire Rope Sling (Flemish) fabri-cator needed. CWR Hawaii is seeking a worker with knowledge and hands-on ability to fabricate wire rope and chain assemblies. Full-time, 401k, vacation, insurance, and other benefits. Reloca-tiong cost can be negotiated.

If you are interested in working for our com-pany, please e-mail me at [email protected] or call me at 808-843-2020.

Loos & Co., Inc. manufactures stainless and nickel alloy wire and cable products. We are seek-ing an Engineer with experience in metallurgy, preferably with a wire drawing background. Must have a BS in metallurgy, or substantial industry experience in wire or specialty metals industries. Medical grade alloys knowledge is a definite plus. We offer competitive wages with a comprehensive benefit program. An EEO/AA Company.

Visit our website at www.loosco.com. Forward resumes to [email protected].

Former Division-Product Manager, Regional Outside Sales Manager desires southeast terri-tory to manage and solicit accounts in the wire rope, chain, fittings, and related industries. Over 25 years experience including District Manager, Bethlehem Wire Rope, Regional Manager, Wire Rope Ind Product Manager, Rud Chain, Inc. Interested parties reply to M.E. (Mike) Givens [email protected], ph 256-476-7700.

West Coast Wire Rope and Rigging is looking to hire experienced riggers. Please send your resume to: 7777 7th Ave. South, Seattle, WA 98108, attention manager.

SEEKING MERGERRigging products company seeks merger: A

nationally-prominent rigging equipment manu-facturer seeks to grow through merger with similar company. Strong brand recognition and extensive cargo control, wire rope, chain and synthetic sling production capabilities have fu-eled our growth. We now seek a merger partner so that we may take advantage of economies of scale and get to the “next level”. The business is not for sale; merger inquiries only. Principals only please, no brokers. Respond in confidence to [email protected].

Well established and growing manufacturer and distributor of overhead lifting and mate-rial handling products is seeking acquisitions to continue to power our growth. We are looking for rigging shops and hoists and crane distributors in the upper Midwest. Principles only please re-ply to [email protected].

REPS WANTEDSouthern Weaving is seeking Independent

Sales Representatives. We prefer a sales profes-sional who currently calls on sling makers and rigging companies and is familiar with the in-dustry. Check us out at www.southernweaving.com. For more information, contact Tommy Lee, Sales Director, at 864-240-9372 or [email protected].

Well established manufacturer of wire rope assemblies seeks manufacturer representatives for most major U.S. and Canadian markets. Visit our web site at www.thecableconnection.com. Please contact [email protected] or call Ray at (800) 851-2961

Sunwood Inc., manufacturer of nets, slings, etc. since 1986, (formerly known as Fl. nets & slings supply) is expanding nationwide & looking for ambitious independent reps in US and Can-ada. Check our webiste: www.netsandslings.com before contacting us. We offer several protected territories without any restriction of house ac-

counts. Generous commission paid when order is shipped (not when $ collected). Call 954-788-7144 or e-mail: [email protected].

Sales rep wanted for an established manufac-turer of labels and sling tags. We are looking for a sales rep that currently calls on sling makers and rigging companies and is familiar with the business. Etiflex is a registered trademark and manufactures custom sling tags for synthetic and wire rope slings and has an excellent repu-tation in the field. We advertise in trade journals and exhibit at industry shows to generate brand awareness. Please contact us at [email protected] or call 866-ETIFLEX for information.

Manufacturer Represtentatives for Lifting Equipment & Accessories wanted by ALL MA-TERIAL HANDLING, Inc. Territories are now available and supported by our 4 USA Ware-houses where our highly competitive and top quality products are stocked to the roof. Partner with us as we continue to grow market share. Check us out at www.allmaterialhandling.com and reach us at 877 543-8264, or e-mail [email protected].

HELP WANTEDFast growing Billings Montana industrial

supply and rigging shop seeks experienced rig-ger and wire rope assembler. Must be familiar with all aspects of rigging shop operations. E-mail resume to [email protected].

PRODUCT LINES WANTEDMerit Sales, Inc. (Manufacturer Represen-

tatives) is looking for rigging related lines to compliment the manufacturers we currently represent. If you need sales people in any of our states (AL, AR, FL, GA, LA, MS, NC, OK, SC, TN, TX, VA) please contact. We also have 2 re-gional warehouses available in the Atlanta area & Houston. e-mail: [email protected] or call Johnny at 713-664-7723.

EQUIPMENT WANTEDWanted: Used test stand for manual hoists

static testing, up to 10-tons. Contact John Gideon at [email protected] or Phone 770-266-5700.

Wanted 600t wire rope swaging press com-plete with dies in good order, please contact [email protected], or Tele 0064 3 366 1528.

Wanted: used wire rope cable, sizes 1-1/8”, 1”, and 7/8”. Please call for pricing. (740) 452-5770.

PROPERTY FOR SALEIndustrial Warehouse Opportunity: Atlanta

area. 20,000 sq.ft. with 2 dock height bay. First floor 1600 sq.ft.; Offices, 2nd floor, 3 bedroom/1 bath apt. or office, 1600 sq.ft. Central AC/heat. Total land: 2.24 acres near I-85, sale/lease/op-tion. Only $255,000 cash. E-mail: [email protected], tel. 706-599-3270.

PROFESSIONAL SERVICESDragline range & depth extended using grav-

ity return. Contact Nielsen by fax for details (fax) 904-342-0547

FOR SALENew wire rope for sale: surplus 2” dia. 6x26

RRL IWRC Young Heung, Kiswire & DSR w/Mill & ABS Certification. 10-Reels XXIP, 8-Reels XIP x 3,700 ft. $7.00 per ft. FOB Truck. Pasco, WA. Contact: Herb Coulter 509-586-0411.

“Nets & slings” equipment (used) are offered at bargain prices (best offer will take it): Singer- 6 Sewing machines H.D. w/benches. Kiwi- Web printing machine, complete set-up. Tinius Olsen- Testing machine 60K. Call us at 954-788-7144 or e-mail: [email protected].

3/16" Campbell Chain L3x51 Links- Zinc; 3200 pieces 48" with 5/16" S Hook; 1100 pieces 15" with 5/16"x2.5" O ring; In NC. Best Offer [email protected], 800-342-9130 x 124, Andy.

New wire rope 1-1/8” drill line 5000 ft. 6x195 BR RR IFWV $30,000 Aud & freight. Reply to Brayd Gross, Alpha Rigging SErvice, 11-13 Ger-berte Court, Wurruk, Victoria, Australia, 3850. Phone 0011+61351461088. E-mail: [email protected].

Crosby 7/8” G213 LPA shackles. NEW! 205 pieces available. Contact Gary Lee @ 1-800-844-3517. Fax 251-456-8860.

Impacto Cable cutters and parts available from Windy Ridge Corp. Tamworth, NH, USA. 800-639-2021. Fax 603-323-2322.

New Wireco: 6 X 26 construction, 7/8” X 5,700’ - 1” X 1,000’ ¾” X 3,500 – 5/8” X 3,000’ – 1-3/8” X 1,350’ – 1-3/8” X 1,500” – 7/16” X 5,000’ – 1” X 300. All New.

Also available: new assorted Esco shackles. Call Tom at 541-378-7006 for pricing and details.

HARDWARE FOR SALE12 new galvanized open spelter sockets for

sale $125 each. Sockets are for 1” wire rope, have 2” pin and are marked “108 YX9826 CE”. Con-tact Jim at [email protected].

Overstocked inventory for sale, 1-3/8” Shackle, WLL 13½ ton, galvanized, round pin, import. Su-per savings. Sold in minimum lots of 50 at $9 each. Eric Parkerson, Certified Slings, 407-331-6677.

EQUIPMENT FOR SALEReel-o-matic cable reel model RS/2M11. Ca-

pactiy 2500 lbs., 1.5 HP drive, 220V 3PH ma-chine $1500 - Call Shlomo 973-523-7760.

National swage 1000 ton press. Excellent condition, including most dies up to two inch, $110,000. Barry, Bilco Wire Rope & Supply Corp., 908-351-7800 or [email protected].

1-800 ton Esco, 1-500 ton National, 1-500 ton Esco, 1-350 Esco. 713-641-1552.

150 ton, Wirop C-type hydraulic swaging ma-chine for sale. Brand new, with 4 sets of dies. $19,500 or B/O. Call Oscar at 909-548-2884.

Wire Rope Grips for proof test machines. Sizes: 1-1/2”, 2”, 2-1/2”. Load cells & digital read-outs also available. Call Joe Roberts (912) 964-9465.

Prooftesters for sale. Capacities from 20,000 lbs. to 3,000,000 lbs. Call Joe Roberts (912) 964-9465.

CLASSIFIEDcontinued from previous page

Caldwell quality. Guaranteed.Our expanded INSTOCK* program has many items available for same dayshipment. Call us at 800-628-4263 to place your order now. Orders placedafter 12:00 PM (CST) ship the next business day. *Not all sizes are available for same day shipment.


SHIPS THE SAME DAYDesigned and manufactured to ASME B30.20 and BTH-1.

ORDER BY NOONNEW

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