DEPARTMENT OF REGULATORY AGENCIES PASSENGER TRAMWAYS 3 CCR 718-1 [Editor’s Notes follow the text of the rules at the end of this CCR Document.] _______________________________________________________________________________ Rule 0.1 Preamble and incorporation by reference. Sections 12-20-204(1) and 12-150-105(1)(a), C.R.S., allows the Colorado Passenger Tramway Safety Board (“Board”) to “use as general guidelines the standards contained in the 'American Standard Safety Code for Aerial Passenger Tramways', as adopted by the American Standards Association, Incorporated, as amended from time to time.” Since 1965, when this provision was enacted, the American Standards Association, Inc., has been succeeded by the American National Standards Institute, Inc. and the American Standard Safety Code updated. The relevant publications are now known as the “American National Standard for Passenger Ropeways – Aerial Tramways, Aerial Lifts, Surface Lifts, Tows and Conveyors – Safety Requirements” (“ANSI B77.1- 2017”) and the “American National Standard for Funiculars – Safety Requirements” (“ANSI B77.2-2014”). The Board adopts and incorporates by reference, with certain additions, revisions, and deletions, the ANSI standards as listed below:

B77.1-1960 June 8, 1960 USA standard Safety Code for Aerial Passenger Tramways B77.1a-1963 July 1, 1963 Addenda to USA standard Safety Code for Aerial Passenger Tramways B77.1b-1965 July 26, 1965 Addenda to USA standard Safety Code for Aerial Passenger Tramways B77.1-1970 March 17, 1970 American National Standard - Safety Requirements for Aerial Passenger Tramways B77.1-1973 January 25, 1973 American National Standard - Safety Requirements for Aerial Passenger Tramways B77.1-1976 November 19, 1975 American National Standard - Safety Requirements for Aerial Passenger Tramways B77.1a-1978 January 17, 1978 Addendum to American National Standard - Safety Requirements for Aerial Passenger Tramways B77.1-1982 July 16, 1982 American National Standard - for passenger tramways - aerial tramways and lifts, surface lifts and tows – Safety Requirements B77.1a-1986 December 2, 1985 Supplement to American National Standard - for passenger tramways - aerial tramways and lifts, surface lifts and tows – Safety Requirements B77.1b-1988 March 14, 1988 Supplement to American National Standard - for passenger tramways - aerial tramways and lifts, surface lifts and tows – Safety Requirements B77.1-1990 March 26, 1990 American National Standard for Passenger Tramways - Aerial Tramways and Lifts, Surface Lifts and Tows - Safety Requirements B77.1-1992 December 2, 1992 American National Standard for Passenger Tramways - Aerial Tramways, Aerial Lifts, Surface Lifts, Tows - Safety Requirements B77.1-1999 March 11, 1999 American National Standard for Passenger Ropeways - Aerial Tramways, Aerial Lifts, Surface Lifts, Tows and Conveyors - Safety Requirements B77.2-2004 December 31, 2003 American National Standard for Funiculars- Safety Requirements Aerial Tramways, Aerial Lifts, Surface Lifts, Tows and Conveyors - Safety Requirements B77.1-2006 April 17, 2006 American National Standard for Passenger Ropeways - Aerial Tramways, Aerial Lifts, Surface Lifts, Tows and Conveyors - Safety Requirements B77.1-2011 May 2, 2011 American National Standard for Passenger Ropeways - Aerial Tramways, Aerial Lifts, Surface Lifts, Tows and Conveyors - Safety Requirements B77.1-2017 April 15, 2019 American National Standard for Passenger Ropeways - Aerial Tramways, Aerial Lifts, Surface Lifts, Tows and Conveyors - Safety Requirements B77.2-2014 April 15, 2019 American National Standard for Funiculars- Safety Requirements Aerial Tramways, Aerial Lifts, Surface Lifts, Tows and Conveyors - Safety Requirements As used in this document, the term “rules and regulations” means the referenced ANSI Standards and the “State of Colorado Department of Regulatory Agencies Passenger Tramway Safety Board Rules and Regulations.” The Board Rules and Regulations do not include any later amendments to or editions of the standards listed above.

A copy of each of the standards, codes, and guidelines listed above are available for public inspection at the Board office at the Division of Professions and Occupations, Department of Regulatory Agencies, 1560 Broadway, Suite 1350, Denver, Colorado, 80202, and at any state publications depository library. For further information regarding how this material can be obtained or examined, contact the Board's Program Director at 1560 Broadway, Suite 1350, Denver, Colorado, 80202, (303) 894-7785. Section 1 General Requirements 1.1 Scope. This document establishes a standard for the design, manufacture, construction, operation and maintenance of the passenger Tramways in the State of Colorado. For this standard, passenger Tramways include:

(1) Aerial Tramways (single and double reversible).

(2) Aerial lifts (detachable lifts, chair lifts, and similar equipment).

(3) Surface lifts (T-bar lifts, J-bar lifts, platter lifts, and similar equipment).

(4) Tows (wire and fiber rope tows).

(5) Funiculars.

(6) Conveyor lifts.

These rules and regulations are promulgated by the Colorado Passenger Tramway Safety Board pursuant to the authority conferred by section 12-150-101 et seq., C.R.S., as amended.

1.2 Purpose. The purpose of this standard is to develop a system of principles, specifications, and performance criteria that will meet the following objectives:

(1) Reflect the current state of the art of Tramway design, operation, maintenance, and construction It is recognized that certain dangers and risks are inherent in machines of this type and their operation. It is also recognized that inherent and other risks or dangers exist for those who are in the process of approaching, loading, unloading and departing from passenger Tramways. This system is intended to result in Tramways that are designed, constructed, operated, and maintained in a manner that helps reduce danger and exposure to risk to passengers and maintenance and operational personnel and to encourage improvements in productivity, efficiency, development, and progress consistent with the objectives. Such a system with these stated objectives constitutes a safety standard.

1.2.3 Exceptions. Strict application of the provisions of this standard may not be appropriate in every instance. Wherever it may be proposed to depart from the provisions of this standard, the authority having jurisdiction may grant exceptions from the literal requirements or permit the use of other devices or methods that provide features comparable to those included in this standard, providing that after receiving such evidence as the Board may require, the Board determines that:

(a) The granting of such an exception would be consistent with, and would aid in, implementing the legislative policy set forth in section 12-150-101, C.R.S., and, either;

(b) Compliance with applicable rules and regulations from which an exception is sought would create an unreasonable operational or design condition; or (c) Compliance with applicable rules and regulations from which an exception is sought would create an unreasonable economic burden.

1.2.4.1 Existing installations. Existing tramways, when reinstalled, shall be classified as new installations (see 1.2.4.2). For tramways that have not been relocated, but have not had routine maintenance performed within the previous two years or longer, these tramways shall be subject to an acceptance test as outlined in 2.1.1.11, 3.1.1.11, 4.1.1.11, 5.1.1.11, 6.1.1.11, 7.1.1.11 (ANSI B77.1) and 2.1.1.11 (ANSI B77.2) Acceptance Test. This test and inspection shall verify that the tramway is in compliance with the rules and regulations that were in effect at the time the tramway was originally constructed and current rules that affect all tramways. A tramway modification or alteration shall be defined by 21.1 and meet the requirements of 21.3, 21.4, and 21.5.

If an ANSI B77.1 or CPTSB rule was in existence at the time of the ropeway installation date or modification date of an existing tramway and is absent from the current CPTSB rules and regulations, it shall continue to be required.

1.2.4.2 Relocated installations. Existing ropeways, when removed and reinstalled, shall be classified as new installations. New installations which have not received their initial registration by the effective date of these rules and regulations shall meet the requirements in effect at the time of initial registration (See 21.1.1).

1.2.4.3 New installations. New installations which have not received their initial registration by the effective date of these rules and regulations shall meet the requirements in effect at the time of initial registration (See 21.1.1).

1.2.4.4 Major tramway modification. A major tramway modification shall be defined as an alteration of the current design of the tramway which results in (See 21.1.2):

(a) A change in the design speed of the system;

(b) A change in the rated capacity by changing the number of carriers, spacing of carriers, or load capacity of carriers;

(c) A change in the path of the rope;

(d) Any change in the type of brakes and/or backstop devices or components thereof;

(e) A change in the structural arrangements;

(f) A change in power or type of prime mover or auxiliary engine;

(g) A change to control system logic.

1.2.5 Interpretation of Rules and Regulations. Additional explanation or interpretation of these rules and regulations shall be the responsibility and at the reasonable discretion of the Board. An appeal to the ruling of the Board may be made in conformance with section 24-4-106, C.R.S.

1.2.6 Existing Laws or Ordinances. This standard shall be considered as supplementary to any existing law or ordinance covering the installation or operation of these facilities. All construction shall be in accordance with applicable codes of the state or its political subdivisions and the codes and standards of the industry.

1.4 Definitions.

Authority having jurisdiction: The Colorado Passenger Tramway Safety Board is the authority having jurisdiction over passenger tramway facilities in the State of Colorado. Other public or private bodies may exercise a concurrent jurisdiction over a particular installation by virtue of location or other interests. No such joint jurisdiction shall be limited by these rules and regulations; neither shall these requirements be mitigated by others without the concurrence of the Board. Critical components: Critical components are those parts of a tramway or lift system, the failure of which is likely to cause serious injury to the passengers. The list of critical components for a tramway or lift system shall include, but not be limited to the following:

(1) Carrier, including grip, hanger, chair, or gondola;

(2) Haul rope sheaves, sheave units and their attachments;

(3) Terminal sheaves and their attachments;

(4) Tension systems and their attachments;

(5) Wire rope, including haul ropes, track ropes and counterweight ropes. Design integrity: Verification of design integrity means verification that the tramway conforms to the original design accepted by the Board and such modifications as have been authorized by the Board. Qualified Engineer: An engineer who is licensed as a Professional Engineer in the State of Colorado. Qualified Software Programmer: A qualified software programmer is a person who, by his/her knowledge, experience, and training in the field of software programming and ropeways, or authorized by the ropeway manufacturer, is capable of developing and changing the software logic to operate the protection, operational and supervision circuits for the aerial ropeway. The software programmer is expected to be familiar with the current CPTSB and ANSI standards. Safety gate: See Stop Gate.

Stop gate: A stop gate is a type of automatic stopping device that, when actuated by a passenger's weight, contact, or passage, will automatically stop the tramway. For the purposes of complying with these rules and regulations, stop gate and safety gate shall be considered to have the same meaning.

1.5 Quality assurance program.

Written Quality Assurance (QA) programs shall be developed and utilized to ensure the integrity of the design, manufacture, installation, operation, and maintenance of passenger ropeways. The objective of these QA programs is to assure that passenger ropeways meet the applicable requirements of this standard.

1.5.1 Design.

A Qualified Engineer shall design, or be in responsible charge of the design of new and modified passenger ropeways (see 1.4 – Qualified Engineer).

The designer's QA program for new, modified, or relocated ropeways shall include verification and documentation of the design criteria. This program shall include calculations, analysis, and checking procedures.

For relocated ropeways the designer of the relocation shall be responsible for the establishment of the QA program for that installation. The designer shall describe what QA methods were used for the various components of the relocated ropeway. These methods may include sampling procedures, nondestructive testing, and prior satisfactory “in use” service.

1.5.2 Manufacture.

The ropeway manufacturer's QA program for ropeways shall include verification and documentation that manufactured parts conform to the design criteria. For relocated ropeways, this requirement is for newly manufactured parts only.

1.5.3 Construction.

For new or modified ropeways, a qualified engineer shall certify to the owner that the construction and installation has been completed in accordance with the final design criteria for such work. The installer's QA program for all new or modified ropeways, including rope tows, shall include verification and documentation that the ropeways installation conforms to the design criteria.

1.5.4 Operation and maintenance.

The owner's QA program for all ropeways shall include verification and documentation that the ropeway is operated and maintained in accordance with the design criteria, including the performance of in-use periodic testing by qualified personnel. Section 2 Aerial Tramways Note: Timeframes relate to the ropeway installation date or modification date whichever controls, unless otherwise noted.

2.1.1.3.1 Location of power lines. Power lines shall be located a

1. minimum distance equal to the height of poles or support structures from any passenger tramway so that poles and electrical lines cannot touch any portion of the tramway, loading or unloading points or platforms and tow path, if applicable, upon collapse of poles or lines, unless suitable and approved precautions are taken to safeguard human lives.

2.1.1.3.2 Air space requirements.

1. 2.1.1.3.2.1 Structures.

   Note: Timeframes stated for this Rule define the air space requirements for each ropeway at the time when the encroachment was known to the area and DO NOT pertain to the installation date of the ropeway. No passenger tramway installation shall be permitted to operate when a structure encroaches into the air space of the passenger tramway, defined as the area bounded by vertical planes commencing at a point thirty-five feet from the intersection of the vertical planes of the ropes or cables and ground surface.

   For purposes of this Rule, buildings controlled by the licensee used primarily for maintenance and operation of the lift and other tramways shall not be considered structures; however, buildings must comply with the following.

2. (1) No flammable liquids may be stored in the building outside of a UL listed container or storage cabinet, unless such flammable liquids are in the original containers and intended for daily usage. Quantities must be consistent with normal daily use. Class I or II flammable storage materials shall be limited to two gallons in a UL listed container and must be stored either in an outside storage area or in a UL listed cabinet.
3. (2) The building must be within the view of the attendant but not impair the sight line of the lift.
4. (3) Entrances to all machinery, operators', and attendants' rooms shall be locked when not in use. Unattended entrances accessible to public, which may be left open, shall be equipped with barriers to prevent entry.
5. 2.1.1.3.2.2 Cables or ropes.

   Note: Timeframes stated for this Rule define the air space requirements for each ropeway at the time when the encroachment was known to the area and DO NOT pertain to the installation date of the ropeway. Any cable or rope installed on or near a ropeway that may represent a hazard to the ropeway shall be monitored to automatically stop the ropeway if the cable or rope fails. Failure would be defined as per Section 23.1 (g).

   EXCEPTION: Track or haul ropes are excluded from this Rule.

2.1.1.6 Structures and foundations.

All structures and foundations shall be designed and constructed in conformance with 1.3 and shall be appropriate for the site. Applied design loads shall include dead, live, snow, wind, and dynamic loads due to normal conditions and for foreseeable abnormal conditions.

Structures and foundations located in snow creep areas shall be designed for such conditions and loads, or protective structures shall be provided as required by the conditions.

2.1.1.11.2 Acceptance tests.

Before an aerial tramway that is new or relocated or that has not been operated for routine maintenance within the previous two years is opened to the public, it shall be given thorough tests by qualified personnel to verify compliance with the plans and specifications of the designer. The designer or manufacturer shall propose and submit an acceptance test procedure.

Thorough load and operating tests shall be performed under full loading and any partial loadings that may provide the most adverse operating conditions. Test load per carrier shall be 110% of the design live load. The functioning of all manual and automatic stops, limit switches, deropement switches, and communications shall be checked. Acceleration and deceleration rates shall be confirmed under all loadings (see 2.1.2.4, 2.1.2.5). Motive power and all braking devices (see 2.1.2.6) shall be proved adequate under the most adverse loading conditions.

A plot of rope speed versus time shall be recorded for stops that the manufacturer or Qualified Engineer has designated in the acceptance test procedure. As a minimum, the plot shall show the rope speed every 0.2 seconds from the initiation of the stop to when the rope is stopped. The final brake system settings and brake force test values shall be documented in the acceptance test results (see also 2.1.2.6).

Any changes to software logic that would affect a Protection or Operation Circuit after the start of initial testing shall result in a restart of testing to ensure software logic changes have not affected those systems already tested. Retesting for changes in software parameters shall be at the discretion of the Authorities Having Jurisdiction (AHJ).

2.1.1.12 Safety of operating and maintenance personnel.

Provision shall be incorporated in the aerial tramway design to render the system inoperable when necessary for the protection of personnel working on the aerial tramway. See 2.3.1.1 for placement of applicable warning signs.

The aerial tramway shall incorporate an audible warning device that signals of an impending start of the ropeway. After the start button is pressed, the device shall sound an audible alarm for a minimum of two seconds and shall continue until the ropeway begins to move. The audible device shall be heard inside and outside all terminals and machine rooms above the ambient noise level.

2.1.2.1.2 Evacuation power unit.

An evacuation power unit with an independent power source shall be provided to move the carrier(s) to a terminal in the event of failure of the primary power unit(s). The power unit shall be electrically wired to meet the requirements of

2.2.3.1 so that it can be stopped by the Emergency Shutdown Circuit.

The evacuation power unit shall not depend upon the mechanical integrity of the prime mover to move the aerial tramway. The prime mover shall be disconnectable in the event of a mechanical lockup.

The evacuation power unit shall be designed to become operational and move the loaded passenger carriers to the terminals within one hour from the time of initiating its connection.

2.1.2.1.4 Rescue system drive.

A separate drive system or a permutation of the Evacuation Drive used to move the rope for a separate rescue car shall be electrically wired to meet the requirements of 2.2.3.1 so that it can be stopped by an Emergency Shutdown Circuit.

2.1.2.5 Brakes.

The aerial tramways shall have the following friction-type brakes: – service brake (see 2.1.2.5.1);

– drive sheave brake (see 2.1.2.5.2);

– track cable brake (see 2.1.4.3.2).

All drive braking systems shall be designed and monitored to ensure that:

a) Once the aerial tramway begins movement in the intended direction, the brakes are maintained in the open position;

b) The service brake shall not open prior to the drive system developing torque;

c) Multiple brakes or brake systems shall not be simultaneously applied such that excessive deceleration is applied to the aerial tramway under any condition of loading;

d) The failure of one braking system to properly decelerate the aerial tramway shall automatically initiate a second braking system, if any. The service brake and drive sheave brake shall be designed such that failure of one braking system shall not impair the function of the other systems, and all brakes shall have the braking force applied by springs, weights, or other approved forms of stored energy.

The service brake and drive sheave brake shall be designed to assure operation under all anticipated conditions.

Deceleration rates specified in 2.1.2.4 shall be achieved by each brake without the aid of other braking devices or drive regeneration.

All drive braking systems shall be capable of operation to comply with the daily inspections and periodic testing.

A qualified engineer shall furnish a written procedure to be followed and specify the auxiliary equipment necessary for periodic testing and adjustment of the holding force of each brake. This procedure shall be performed during the acceptance test, and at the frequency specified, to demonstrate the ability of each brake to produce the required torque.

Such testing shall be accomplished as part of normal maintenance during the operating season, but shall be performed when the aerial tramway is not open to the public.

2.1.2.5.1 Service brake.

The service brake can be located at any point in the drive train such that there is no belt, friction clutch, or similar friction-type device between the brake and the drive sheave.

The service brake shall be an automatic brake to stop and hold the aerial tramway under the most unfavorable design loading condition. The rate of application of this brake shall be adjustable. This brake shall have the design capability to decelerate the aerial tramway at a rate of two feet (0.6 meter) per second squared when operating under the most unfavorable condition of overhauling load and at full speed.

2.1.2.5.2 Drive sheave brake.

Drive sheave brake controls shall be located and the brake activated in a manner that deceleration will begin within three seconds after the operator or attendant reacts to the stimulus to apply the brake.

The drive sheave brake shall operate on the drive sheave assembly. Application of the drive sheave brake shall automatically disconnect the power source to the power unit in use. This brake shall act automatically when the speed of the haul rope exceeds the design speed by 15% in either direction or if the carriers travel beyond their normal stopping position in either terminal. The drive sheave brake shall be an automatic brake to stop and hold the aerial tramway under the most unfavorable design loading condition. The rate of application of this brake shall be adjustable. This brake shall have the design capability to decelerate the aerial tramway operating at full speed, with the design loading condition most unfavorable to stopping, at 1.5 feet (0.5 meter) per second squared and within the parameters specified in 2.1.2.4.

2.1.2.6.1 General.

Moving machine parts that normally may be in reach of personnel shall be fitted with guards conforming to American National Standard Safety standard for mechanical power transmission apparatus, ANSI/ASME B15.1-1992. Protection against static electricity shall be provided. Fire-fighting device(s) shall be available.

2.1.2.11 Manual and automatic control devices.

All control devices and switches shall conform to the requirements of 2.2.1.7.

2.1.2.11.1 Manual control devices.

The following manual control devices that will initiate a stop shall be installed and conspicuously and permanently marked:

a) A stop device at each terminal platform;

b) A stop device on the conductor’s control console in each carrier when a conductor is required in the carrier;

c) A stop device at the operator’s station;

d) Emergency shutdown device (see 2.1.5 and 2.2.1.7.2).

2.1.2.11.2 Provisions for automatic stop devices.

The following automatic stop devices or systems shall be installed:

a) A device(s) that will be actuated in the event manual or automatic controls fail to reduce aerial tramway speeds to design values at critical control points along the line;

b) A device(s) that will stop the aerial tramway before the carrier reaches its limit of travel. An adequate bumper system shall also be installed;

c) A device(s) that will stop the aerial tramway before any counterweight, other tension system device, or tension sheave carriage reaches either end of its travel, or when the tension system exceeds its range of normal operating travel. When pneumatic or hydraulic tension systems are used, pressure-sensing devices shall also be incorporated that will stop the aerial tramway system in case the operating pressure goes above/below the design pressure range. Such pressure-sensing devices shall be located close to the actual tensioning device. It shall not be possible to isolate the pressure sensor from the actual tensioning device;

d) A device that will be actuated by the application of a track cable brake. These devices shall effect an emergency shutdown;

e) A device that will stop the aerial tramway in the event a cabin door is not closed;

f) A mechanical overspeed device mounted on the driving sheave shall effect an emergency shutdown in the event of a 15% overspeed;

g) A device that will effect a stop of the aerial tramway in the event of inadvertent actuation of the brake system(s);

h) A device that will stop the aerial tramway in the event that the haul rope comes in contact with the track cable or other grounded equipment (bicable systems only).

2.1.3.3.2 Sheave and sheave unit design.

Sheave flanges shall be as deep as possible, considering other features of the system. At the same time, rope attachments shall be designed in relation to the sheave groove so as not to contact sheave flanges during normal operations, taking into consideration the anticipated amount of wear of the sheave liner groove. Attachments shall be allowed to contact sheave flanges adjacent to the haul rope when the carrier swings, provided that this is considered in the design of the attachments and sheaves. Furthermore, rope attachments, sheave flanges, and hanger guides shall be designed so that hangers cannot be caught behind guides, and so that ropes and attachments cannot be deroped from sheaves if the carrier is swinging within design limits as it approaches or passes the tower.

Suitable guards, of sufficient strength to resist the lateral forces caused by an inside deropement, shall be installed.

Construction of the entire sheave unit shall be such that the rope cannot become entangled in the sheave unit in the event the rope leaves the sheave toward the outside.

A suitable device, or system shall be installed and maintained that will stop the aerial tramway in case of deropement of a sheave unit (see 2.2.3.4). If the gauge of the haul rope system is varied at any point along the line, the horizontal departure at any one tower shall be provided for in the design so that deropement cannot occur by virtue of such a departure.

Sheave mounts or mounting frames shall be designed to be adjustable, allowing the sheave units to be aligned and held in the plane of the rope. See also 2.1.1.5 through 2.1.1.5.7 for the effect of tower height and location on sheave units.

2.1.3.4 Track cable saddles and mounts.

Cable catchers shall be provided on the saddles on both sides of each track cable. Cable catchers are not required if the track cable shoes are designed to reduce the risk of deropement. The radius of a track cable saddle shall be determined by the one of the following criteria that requires the largest radius:

a) To be large enough to minimize bending stresses in the cable. In any event, the radius shall be equal to at least 1200 times the largest dimension of the outer wire of the cable;

NOTE – In shaped wire, consider the greater dimension (width or height) not diagonal measurement.

b) To be large enough to provide smooth transition of the carriage assembly from span to span;

c) To be large enough to reduce the bearing pressure to a value that will permit proper lubrication of the cable to facilitate sliding in the saddle groove;

d) To be large enough so that the radial acceleration of the carrier is not greater than 6.6 feet (2.0 meters) per second squared calculated as follows: V2/R is not greater than 6.6 feet (2.0 meters) per second squared V = Carrier speed in feet (meters) per second R = Radius of shoe in feet (meters)

The minimum pressure on the saddle shoes shall be not less than 1.5 times the pressure required to hold the rope in contact with the shoes when a wind force of six pounds per square foot (290 pascals) is applied upwards on the rope, parallel to the reaction on the tower.

The saddle shall be long enough to ensure that, under maximum design loading conditions, the cable will not come into contact with the end of the saddle groove. Saddles shall be designed so that the track cable brake, if any, may function at the time the carrier is passing the saddle without deropement of the carriage wheels. Saddles shall permit free passage of the carriage even when the carrier is swinging laterally to its design limit as it approaches or passes the tower. If the gauge of the aerial tramway is varied at any point along the line, horizontal departure at any one tower shall be kept to a minimum to avoid deropement of the carriage wheels as they pass over the saddle.

Systems without track cable brakes shall have the saddles encircle the track cables not less than 180 degrees.

2.1.5 Provisions for operating personnel.

Operator and attendant stations shall be located to provide visual surveillance of the station and the line in the vicinity of the station or in a cabin. When enclosed, they shall be heated, ventilated, and lighted as required to perform the function of the station. They shall contain, inside the station when enclosed:

a) The communications and controls required of the station;

b) The operating instructions and emergency procedures;

c) A fire extinguisher.

This does not preclude additional communications and controls located outside the enclosed station. All enclosed stations shall be locked to prevent unauthorized entry when unattended. The operator shall be located where he/she can observe the aerial tramway in operation and may be located in a cabin. The physical appearance, operation, and location of emergency shutdown devices shall differentiate them from other operating devices or controls. The operator’s controls and communicating devices shall be within reach without leaving his/her position.

2.1.6.1 Operational manual.

The designer of each new or reinstalled aerial tramway shall prepare an operational manual for use with each installation. The manual shall describe the function and operation of the components and provide instructions for the correct usage of the installation.

2.2 Electrical design and installation.

2.2.1.3 Protection.

All transformer stations and other high voltage electrical equipment shall be marked with conspicuous warning signs and shall be protected so as to prevent unauthorized persons from entering the area or coming in contact with any portion of the equipment or wiring. All power equipment shall be protected against overloads by circuit breakers or fuses.

2.2.1.4 Voltage limitations for overhead circuits.

Signal, communication, and control circuits may be supported between towers that support the aerial tramway. Voltage on overhead or exposed circuits shall be limited to fifty volts with the exception of the intermittent ring-down circuits for telephone systems.

2.2.1.7 Operating control circuits.

2.2.1.7.1 Operating circuits.

All aerial tramway systems shall contain one or more normally de-energized circuit(s) that, when energized, allow(s) the system to start, accelerate to and run at designated speeds, and when interrupted or de-energized by manual stop switches, automatic stop devices, inadvertent ground or a power failure, cause(s) the system to stop.

Operating circuits shall not have anything across or parallel with the contacts of switches, relays, or automatic stopping devices (including solid state devices monitoring the circuits or devices), unless it can be shown that any failure mode of the device placed across the contacts does not defeat the purpose of the operating circuit devices.

All start/run/stop and speed control switches shall be conspicuously and permanently marked with the proper function.

All automatic and manual stop and shutdown devices shall be of the manually reset type. An exception to this requirement is allowed for magnetic or optically operated automatic stop devices, if the operating circuit is such that it indicates that such devices initiated the stop and the circuit is of the manually reset type. Manual stop switches (push button) shall be positively opened mechanically and their opening shall not be dependent upon springs.

2.2.1.7.2 Emergency shutdown circuit.

All aerial tramway systems shall include a normally de-energized circuit that, when energized, allows the system to run and when interrupted, effects a shutdown (see 1.4.22). The shutdown shall have priority over all other control stops or commands. If, for any reason, the operator has lost control of the aerial tramway while using the operating control circuitry, the controls shall include an emergency shutdown circuit allowing the operator/attendant to stop the aerial tramway. Any one of the following conditions is considered a loss of control of an aerial tramway:

a) Aerial tramway will not SLOW DOWN when given the command to do so;

b) Aerial tramway will not STOP when given the command to do so;

c) Aerial tramway OVERSPEEDS beyond control settings and/or maximum design speed;

d) Aerial tramway ACCELERATES faster than normal design acceleration;

e) Aerial tramway SELF-STARTS or SELF-ACCELERATES without the command to do so;

f) Aerial tramway REVERSES direction unintentionally and without the command to do so.

The shutdown circuit shall not have anything across or parallel with the contacts of switches, relays, or other devices in this circuit, but can have such devices as solid state monitoring devices and microprocessors in series with the manual shutdown device and main control contactor (main control disconnect coil). This circuit shall include a manual shutdown device at each station and in the machine room. The shutdown device shall be conspicuously and permanently marked and shall be red in color (see 2.1.5).

2.2.1.7.3 Bypass circuits.

A temporary bypass circuit may be installed for malfunctions in operating control circuitry (see 2.3.2.5.9).

2.2.9 Manual control devices.

All automatic and manual stop and shutdown devices shall be of the manually reset type. An exception to this requirement is allowed for magnetic or optically operated automatic stop devices, if the operating circuit is such that it indicates that such devices initiated the stop and the circuit is of the manually reset type.

Manual stop switches (push button) shall be positively opened mechanically and their opening shall not be dependent upon springs.

Manual control devices shall be installed at all conductor and operator work positions, control rooms, machine rooms, and out-of-doors in proximity to all loading and unloading areas. As a minimum, each operator and conductor work position shall include an emergency shutdown device and a Normal Stop device. All manual control devices located in or on a control cabinet shall be mounted so that they are in the same plane or face of the cabinet. All control devices shall be conspicuously and permanently marked with the proper function and color code.

2.2.12 Software security.

The “as built” documents shall include a procedure, developed by the aerial lift manufacturer or a Qualified Engineer, to ensure the security of the software logic and operating parameters that will control the aerial lift. Upon completion of the acceptance testing this procedure shall be implemented in a manner that will prevent unauthorized personnel from making changes to the software logic or operating parameters. All programmable logic and parameters shall be documented.

Software programming and changes to the software logic shall be made by a qualified software programmer. Software programmers shall provide documents that include:

1. Software logic development date;

2. Software logic current revision number;

3. Software logic current revision date;

4. List of software logic changes for each revision that explain changes in detail;

5. Name of software logic programmer that made each revision;

6. Testing procedures for each change of software logic;

7. Personnel that completed the testing.

2.3.1.3 Operational plan for transportation of recreational equipment. Each licensee shall have an operational plan that has procedures for transportation of sports equipment and recreational devices by foot passengers. This plan shall be consistent with the tramway manufacturer's specifications and instructions, if any.

2.3.2.5 Operational requirements.

2.3.2.5.1 General.

The owner and supervisor of each aerial lift shall review the requirements of Section 2 and referenced Annexes of this standard to ascertain that original design and installation conditions have not been altered in a manner so as to violate the requirements of the standard.

2.3.2.5.2 Preoperational minimum ridership requirements.

Each licensee shall have an operational plan that identifies criteria for pre- operational tramway inspections for the transportation of personnel on aerial ropeways. Implementation of these procedures is intended for the protection of all personnel and shall be the responsibility of the area operator, supervisor, and the authorized individual.

The preoperational plan shall include, but not be limited to: Minimum Requirements Prior to the daily preoperational ride and the completion of X.3.2.4.2 Daily preoperational inspection, or any initial start-up of the ropeway, the following minimum steps shall be taken;

1. At least one brake and stop switch has been operated and proves to function properly, and either items two or three are performed.

2. The ropeway is operated slowly for a minimum of three minutes, or a length of time equal to the time a carrier takes to cross the longest span on the installation.

3. The lift line is visually inspected in one of two ways:

1. a) The entire lift line is visually inspected from the ground by trained personnel.
2. b) The lift line inspection occurs while riding the aerial ropeway. If this method is used, the first rider shall be in constant communication with the operator.

The plan shall also include the following requirements:

1. i) Evacuation of pre-ride personnel. The number of available evacuation personnel, the method of transportation of those persons, the required evacuation equipment and the method of transport of evacuated personnel.
2. ii) Trained operational and maintenance availability. A requirement that trained operational and maintenance personnel shall be immediately available to attempt to restart the tramway if the tramway stops.

For the purpose of this Rule, “area employee” means an individual: (1) who performs services for an area operator, as that term is defined by section 12-150- 103(1), C.R.S.; (2) who receives financial compensation directly from the area operator for those services; and (3) whose services only the area operator has the right to control (i.e., the area operator has the right to direct the services the individual will perform for the area operator and how the individual will perform those services).

A. For Licensed Ropeways and Unlicensed Ropeways After Initial Testing, including Expired Licenses An area employee that is directly related to the opening of the aerial lift (i.e. Ski Patrol, Lift Maintenance, and Lift Operators) shall conduct the pre-operational inspection ride. If any other area employee is to ride the lift prior to the completion of the pre-operational inspection, the personnel responsible for the pre-operational inspection ride shall ride in the first carriers in front of the area employee. As used in this Rule, the term “area employee” specifically excludes independent contractors, subcontractors, vendors, and their personnel.

B. Unlicensed Ropeways Prior to Testing and Licensing Only personnel related to the completion of the construction, operation, and buildings directly related to the operation of the tramway may be transported by the tramway prior to testing and licensing.

2.3.2.5.3 Starting.

Following procedural clearances, the aerial lift shall be started by the operator or at the direction of the operator.

2.3.2.5.4 (Reserved)

2.3.2.5.5 Stops.

After any stop of an aerial lift, the operator shall determine the cause of the stop, and not restart until clearance has been obtained from all attended stations.

2.3.2.5.6 Termination of daily operations.

Procedures shall be established for terminating daily operations in such a manner that passengers will not be left on the aerial lift after it has been shut down. Loading ramps, as required, shall be closed and so marked. When either loading or unloading portions of an intermediate station are not in operation, it shall be so signed and the loading station shall be closed to public access.

2.3.2.5.7 Damage to carriers.

Should any carrier become damaged or otherwise rendered unfit for passenger transportation during normal operation, it shall be clearly and distinctively marked and not used for passengers until repaired or replaced. It shall be removed from the line as soon as feasible.

2.3.2.5.8 Hazardous conditions.

When wind or icing conditions are such that operation is hazardous to passengers or equipment, according to predetermined criteria based upon the area’s operational experience and the designer’s design considerations, the aerial lift shall be unloaded and the operation discontinued. If necessary under the predetermined criteria, device(s) shall be installed at appropriate location(s) to ascertain wind velocity and direction when aerial lifts are operated. No aerial lift shall operate when there is an electrical storm in the immediate vicinity. Should such conditions develop while the aerial lift is in operation, loading of passengers shall be terminated, and operation shall be continued only as long as necessary to unload all passengers. When such shutdown has been caused by an electrical storm, grounding of control circuits and haul ropes that are used as conductors in communication systems is permissible. Such grounding shall be removed prior to resumption of passenger operations.

2.3.2.5.9 Bypass requirements.

The use of temporary circuits that have been installed for the purpose of bypassing failed electrical circuit(s) (see 2.2.6) shall meet these requirements in the following order:

a) The condition that the circuit indicated is in default shall be thoroughly inspected to ensure an electrical operating circuit malfunction, rather than the indicated condition, actually exists;

b) The bypass shall be authorized only by the aerial lift supervisor or his/her designated representative;

c) When a bypass is in operation, the function bypassed shall be under constant, close visual observation;

d) The use of a bypass circuit shall be logged and shall indicate when, who authorized, and for what duration a bypass was used;

e) The operator control panel shall indicate that a bypass is in use.

2.3.2.5.10 Evacuation.

A plan for evacuation of passengers from each aerial lift shall be developed and documented. The plan shall include:

a) The definition of the line of authority in the event of an evacuation. This line of authority shall list:

1. 1) The positions responsible for determining the need for and ordering an evacuation by use of the evacuation power unit or evacuation from individual carriers;
2. 2) The personnel responsible for performing the evacuation, for first aid, and for ground care of evacuated passengers.

b) A description of the equipment necessary for evacuation and where it will be stored;

c) Provisions for adequate training in the functions performed in the evacuation process at least once each operating season. Such drills are to be recorded in the operational log of each aerial tramway (see 2.3.5.1);

d) An estimate of the time necessary for the total evacuation of each aerial lift;

e) A description of unusual terrain conditions and how each of these conditions will be dealt with during an evacuation;

f) An estimate of when the evacuation should begin in the event the aerial lift becomes inoperable;

g) Provisions for communications with passengers of an inoperable aerial lift, the frequency of such communication, how soon after the aerial tramway becomes inoperable such communication to the passengers will start, and the frequency of communications thereafter;

h) The methods of evacuation to be used for the typical passenger, incapacitated passenger, passengers using common adaptive ski equipment, and non-ambulatory passengers;

i) Provisions for communication with the evacuation teams;

j) Provisions for suspending the evacuation in the event that the aerial lift is made operable during the evacuation;

k) Provisions for control and assistance of evacuated persons until released;

l) Provisions for a post-evacuation report.

All nonmetallic rope used for evacuation shall be of nylon or polyester (Dacron) fiber of either laid or braided construction. Laid rope of nylon shall be of a hard lay. These ropes shall be either of a static rescue type or a dynamic mountaineering type. Breaking strength, when new, shall be at least 15 times the maximum expected operating load but in no case less than 4000 pounds (17.8 kilonewtons). No natural fiber or polypropylene ropes shall be used. These ropes shall be carefully stored when not in use and shall be examined after each completed aerial lift evacuation and prior to each season of operation, both summer and winter, to ascertain that they are in satisfactory condition. Carabiners, if used, shall be of the locking type.

2.3.5.6 Software parameter log.

A software parameters log shall be maintained for each aerial lift. This log is intended for changes in software parameters that can be altered which affect the supervision circuit. The log shall include, but not be limited to:

a) Current software parameter values;

b) Changes to software parameter values;

c) Date of changes made;

d) Documentation of testing for each change of parameter values;

e) Personnel making parameter changes.

Section 3 Detachable grip aerial lifts Note: Timeframes relate to the ropeway installation date or modification date whichever controls, unless otherwise noted.

3.1.1.3.1 Location of power lines.

Jan, 1, 1977 to Present:

Power lines shall be located a minimum distance equal to the height of poles or support structures from any passenger tramway so that poles and electrical lines cannot touch any portion of the tramway, loading or unloading points or platforms and tow path, if applicable, upon collapse of poles or lines, unless suitable and approved precautions are taken to safeguard human lives.

3.1.1.3.2 Air space requirements.

1. 3.1.1.3.2.1 Structures.

   Note: Timeframes stated for this Rule define the air space requirements for each ropeway at the time when the encroachment was known to the area and DO NOT pertain to the installation date of the ropeway. May 15, 2000 to Present:

   No passenger tramway installation shall be permitted to operate when a structure encroaches into the air space of the passenger tramway, defined as the area bounded by vertical planes commencing at a point thirty-five feet from the intersection of the vertical planes of the ropes or cables and ground surface.

   For purposes of this Rule, buildings controlled by the licensee used primarily for maintenance and operation of the lift and other tramways shall not be considered structures; however, buildings must comply with the following.

2. (1) No flammable liquids may be stored in the building outside of a UL listed container or storage cabinet, unless such flammable liquids are in the original containers and intended for daily usage. Quantities must be consistent with normal daily use. Class I or II flammable storage materials shall be limited to two gallons in a UL listed container and must be stored either in an outside storage area or in a UL listed cabinet.
3. (2) The building must be within the view of the attendant but not impair the sight line of the lift.
4. (3) Entrances to all machinery, operators', and attendants' rooms shall be locked when not in use. Unattended entrances accessible to public, which may be left open, shall be equipped with barriers to prevent entry.
5. Jan. 1, 1994 to May 15, 2000:

   No passenger tramway installation shall be permitted to operate when a structure encroaches into the air space of the passenger tramway, defined as the area bounded by planes having an outward slope of one horizontal and two vertical and commencing at a point twenty feet horizontally outside of the intersection of the vertical planes of ropes or cables and ground surface.

6. Dec. 30, 1977 to Jan. 1, 1994:

   No passenger tramway installation shall be permitted whenever the Passenger Tramway Operator does not have permanent and irrevocable control of the following air space (except when the passenger tramway is located on Forest Service land): the area bounded by planes having an outward slope of one horizontal and two vertical and commencing at a point twenty feet horizontally outside of the intersection of the vertical planes of ropes or cables and ground surface.

   Prior to Dec. 30, 1977:

   None required

7. 3.1.1.3.2.2 Cables or ropes.

   Note: Timeframes stated for this Rule define the air space requirements for each ropeway at the time when the encroachment was known to the area and DO NOT pertain to the installation date of the ropeway. May 15, 2000 to Present:

   Any cable or rope installed on or near a ropeway that may represent a hazard to the ropeway shall be monitored to automatically stop the ropeway if the cable or rope fails. Failure would be defined as per Section 23.1 (g).

   1. EXCEPTION: Track or haul ropes are excluded from this Rule. Prior to May 15, 2000:

   Not required

8. 3.1.1.5.2.1 Line Clearances.

   Jan, 1, 1984 to Nov. 1, 1991:

   Terminals and towers shall be designed and installed to provide the clearances as herein specified and to minimize surge of the line under operating conditions. Local wind conditions shall be taken into consideration.

   The minimum distance between passing carriers, each swung ten degrees inward from the vertical, shall be the greater of the following:

9. a) 2 feet 6 inches b) 1/2% of the span length (applies to gondolas only).

   The distance between haul ropes, (or track cables), for the purpose of these checks, shall be considered as equal to the gauge of the line. External structures, posts, or obstructions, other than lift structural components, shall have at least four feet (1.22 meters) of clearance from either edge of a loaded open carrier passenger seat or open cabin body (measured from the outermost attachments on or parts of the carrier while the carrier is hanging in a vertical position).

   Prior to Jan. 1, 1984:

   Terminals and towers shall be designed and installed to provide the clearances as herein specified and to minimize surge of the line under operating conditions. Local wind conditions shall be taken into consideration.

   The minimum distance between passing carriers, each swung 10 degrees inward from the vertical, shall be the greater of the following:

10. a) 2 feet 6 inches b) 1/2% of the span length (applies to gondolas only).

    The distance between haul ropes, (or track cables), for the purpose of these checks, shall be considered as equal to the gauge of the line.

11. 3.1.1.5.2.3 Terminal clearances.

    Prior to Nov. 1, 1991:

    Not required.

3.1.1.6 Structures and foundations.

All structures and foundations shall be designed and constructed in conformance with 1.3 and shall be appropriate for the site. Applied design loads shall include dead, live, snow, wind, and dynamic loads due to normal conditions and for foreseeable abnormal conditions.

Structures and foundations located in snow creep areas shall be designed for such conditions and loads, or protective structures shall be provided as required by the conditions.

3.1.1.11.2 Acceptance tests.

Before an aerial lift that is new or relocated or that has not been operated for routine maintenance within the previous two years is opened to the public, it shall be given thorough tests by qualified personnel to verify compliance with the plans and specifications of the designer. The designer or manufacturer shall propose and submit an acceptance test procedure.

Thorough load and operating tests shall be performed under full loading and any partial loadings that may provide the most adverse operating conditions. Test load per carrier shall be 110% of the design live load. The functioning of all push- button stops, stop cords, automatic stops, limit switches, deropement switches, and communications shall be checked. Acceleration and deceleration rates shall be confirmed under all loadings (see 3.1.2.4, 3.1.2.5). Motive power and all braking and rollback devices (see 3.1.2.6) shall be proved adequate under the most adverse loadings.

On systems operating at 600 feet per minute (3 meters per second) or greater, a plot of rope speed versus time shall be recorded for stops that the manufacturer or Qualified Engineer has designated in the acceptance test procedure. As a minimum, the plot shall show the rope speed every 0.2 seconds from the initiation of the stop to when the rope is stopped. The final brake system settings and brake test values shall be documented in the acceptance test results. Any changes to software logic that would affect a Protection or Operation Circuit after the start of initial testing shall result in a restart of testing to ensure software logic changes have not affected those systems already tested. Retesting for changes in software parameters shall be at the discretion of the Authorities Having Jurisdiction (AHJ).

3.1.2.1.2 Evacuation power unit.

An evacuation power unit (see 1.4 – evacuation power unit) with an independent power source shall be provided that can readily be used to unload the aerial lift in the event of failure of the prime mover. The evacuation power unit shall not depend upon the mechanical integrity of any other power unit to drive the aerial lift. This unit shall be electrically wired to meet the requirements of 3.2.3.1 so that it can be stopped by the Emergency Shutdown Circuit. As a minimum, the evacuation power unit shall be capable of starting and moving a line with all carriers loaded to 110% of capacity in weight in a forward direction at not less than 100 feet per minute (0.51 meters per second).

The evacuation power unit shall be designed to become operational and move all the carriers to or through terminal areas within one hour from the time of initiating its connection.

3.1.2.1.3 Power unit interlock.

Prior to May 15, 2006:

Not required.

3.1.2.5 Stops and shutdowns.

For all stops, the minimum average rate of the carrier’s horizontal deceleration shall be adequate to prevent carrier collision in the receiving and launching mechanisms. The maximum rate of the rope deceleration shall be five feet per second squared (1.52 meters per second squared). These measurements shall be measured over any one second interval under any operating condition while the carrier is attached to the haul rope and referenced to the rope speed at the drive terminal. Normal stop: (see 1.4 – normal stop). If a service brake is required (see table 3-1), it shall have been applied by the time the aerial lift comes to a stop. Emergency shutdown: (see 1.4 – emergency shutdown) The drive sheave brake shall be applied. The service brake, if installed, shall have been applied by the time the aerial lift comes to a stop. The designer shall designate which control functions of the ropeway system shall initiate an emergency shutdown.

The designer may define other stopping modes other than normal and emergency shutdown. For other stopping modes, the designer shall specify the method of stopping, including the type and timing of brake(s) that may be applied, and the stopping criteria. Table 3-1 Required Stopping Devices Aerial lift category Service Brake Drive sheave Rollback Retarding brake device device (see 3.1.2.4)

Self braking: Required* Required Not Not A lift that decelerates, stops & Required Required remains stopped within the service brake performance requirements without a braking device Non-overhauling: Required Required Not Not A lift that will not accelerate in Required Required either direction when it is not driven, but is not self-braking Overhauling reverse direction: Required* Required Required Not A lift that will accelerate in the Required reverse direction when it is not driven Overhauling forward: Required Required Not Required A lift that will accelerate in the Required forward direction when it is not driven * A service brake is not required if the overhauling reverse direction aerial lift will meet the service brake stopping requirements under the most unfavorable design loading conditions

3.1.2.6 Brakes and rollback devices.

May 15, 2006 to April 15, 2019:

The aerial lift shall have the following friction-type brakes and other devices as specified in table 3-1:

– Service brake (see 3.1.2.6.1);

– Drive sheave brake (see 3.1.2.6.2);

– Rollback device (see 3.1.2.6.3).

All braking systems shall be designed and monitored to ensure that:

a) Once the aerial lift begins movement in the intended direction, the brakes are maintained in the open position;

b) The service brake shall not open prior to the drive system developing sufficient torque to prevent overhauling;

EXCEPTION – For an aerial lift that overhauls only in the reverse direction, a drive train backstop (3.1.2.6.4) may be used in lieu of the above.

c) Multiple brakes or brake systems shall not be simultaneously applied such that excessive deceleration is applied to the aerial lift under any anticipated conditions of loading;

d) The failure of one braking system to properly decelerate the aerial lift shall automatically initiate a second braking system, if any. The service brake, drive sheave brake, and rollback device shall be designed such that failure of one braking system will not impair the function of the other systems. All brakes shall have the braking force applied by springs, weights, or other approved forms of stored energy.

The service brake, drive sheave brake, and rollback device shall be designed to assure operation under all anticipated conditions.

Each braking system shall be capable of operation to comply with daily inspections and periodic testing.

The manufacturer or a Qualified Engineer shall furnish a written procedure to be followed and specify the auxiliary equipment necessary for periodic testing and adjustment of the holding force of each brake, rollback, and backstop device. The procedure shall additionally specify:

e) The minimum and maximum holding force for the service brake and drive sheave brake independently, and;

f) The minimum and maximum stopping distance for the service brake and drive sheave brake independently, with a specified loading condition. This baseline procedure shall be performed at the completion of the acceptance test and then at the frequency specified in order to demonstrate the ability of each brake to produce the required force.

Testing shall be accomplished as part of normal maintenance during the operating season, but shall not be performed when the aerial lift is open to the public. As a minimum, this testing shall be performed monthly during the operating season. If a device is permanently installed to cause a brake, or rollback device, to be disabled for testing or reverse rotation, it shall be electronically monitored so that the aerial lift cannot be operated in its normal mode when the brake is so disabled. Prior to May 15, 2006:

The aerial lift shall have the following friction-type brakes and other devices as specified in table 3-1:

– Service brake (see 3.1.2.6.1);

– Drive sheave brake (see 3.1.2.6.2);

– Rollback device (see 3.1.2.6.3).

All braking systems shall be designed and monitored to ensure that:

a) Once the aerial lift begins movement in the intended direction, the brakes are maintained in the open position;

b) The service brake shall not open prior to the drive system developing sufficient torque to prevent overhauling;

EXCEPTION – For an aerial lift that overhauls only in the reverse direction, a drive train backstop (3.1.2.6.4) may be used in lieu of the above.

c) Multiple brakes or brake systems shall not be simultaneously applied such that excessive deceleration is applied to the aerial lift under any anticipated conditions of loading;

d) The failure of one braking system to properly decelerate the aerial lift shall automatically initiate a second braking system, if any. The service brake, drive sheave brake, and rollback device shall be designed such that failure of one braking system will not impair the function of the other systems, and all brakes shall have the braking force applied by springs, weights, or other approved forms of stored energy.

The service brake, drive sheave brake, and rollback device shall be designed to assure operation under all anticipated conditions.

Deceleration rates specified in 3.1.2.4 shall be achieved by each brake without the aid of other braking devices or drive regeneration.

Each braking system shall be capable of operation to comply with daily inspections and periodic testing.

A Qualified Engineer shall furnish a written procedure to be followed and specify the auxiliary equipment necessary for periodic testing and adjustment of the holding force of each brake, rollback, and backstop device. This procedure shall be performed during the acceptance test, and then at the frequency specified, to demonstrate the ability of each brake to produce the required torque.

Such testing shall be accomplished as part of normal maintenance during the operating season, but shall be performed when the aerial lift is not open to the public. If a device is permanently installed to cause a brake, or rollback device, to be disabled for testing or reverse rotation, it shall be electronically monitored so that the aerial lift cannot be operated in its normal mode when the brake is so disabled.

3.1.2.6.1 Service brake.

The service brake can be located at any point in the drive train such that there is no belt, friction clutch, or similar friction-type device between the brake and the drive sheave. The service brake shall not act on the same braking surface as the drive sheave brake.

The service brake shall be an automatic brake to stop and hold the aerial lift under the most unfavorable design loading condition. Deceleration rates specified in 3.1.2.5 shall be achieved by the service brake without the aid of other braking devices or drive regeneration.

The brake shall be in a normally applied position. It shall be held open for operation of the aerial lift and shall be applied when its power is removed or the aerial lift is stopped.

3.1.2.6.2 Drive sheave brake.

Jan. 1, 1988 to April 15, 2019:

The bullwheel brake shall operate on any drive terminal bullwheel assembly that meets the requirements of 3.1.2.8.2.

The bullwheel brake shall be an automatic brake to stop and hold the aerial lift under the most unfavorable design loading condition. Deceleration rates specified in 3.1.2.5 shall be achieved by the bullwheel brake without the aid of other braking devices or drive regeneration.

Application of the bullwheel brake shall automatically disconnect the power source to the power unit in use. This brake shall act automatically when the speed of the haul rope exceeds the design value by 15% in either direction. Prior to May 15, 2011:

The drive sheave brake shall operate on the drive sheave assembly. The drive sheave brake shall be an automatic brake to stop and hold the aerial lift under the most unfavorable design loading condition. Deceleration rates specified in 3.1.2.5 shall be achieved by the drive sheave brake without the aid of other braking devices or drive regeneration.

Application of the drive sheave brake shall automatically disconnect the power source to the power unit in use. This brake shall act automatically when the speed of the haul rope exceeds the design value by 15% in either direction.

3.1.2.6.3 Rollback device.

The rollback device shall act directly on the drive sheave assembly or on the haul rope. Under the most unfavorable design loading condition, the rollback device shall automatically control reverse rotation of the aerial lift, as defined herein. The rollback device shall bring the aerial lift to a stop if unintentional reverse rotation occurs. The rollback device shall be activated if the haul rope travels in excess of thirty-six inches (915 mm) in the reverse direction (see 3.2.3.7 for electrical requirements).

3.1.2.6.4 Drive train backstop.

A drive train backstop device may be installed on an aerial lift. If used, it shall conform to the following requirements:

a) A drive train backstop device is a one-way or overrunning clutch device. The drive train shall be so arranged that there is no belt, friction clutch, or similar friction-type device between the backstop device and the drive sheave;

b) The backstop device shall be rated for the maximum design load;

c) Under the most unfavorable design loading condition, the backstop device shall automatically prevent reverse rotation of the aerial lift before the aerial lift travels in excess of thirty-six inches (915 mm) in the reverse direction.

3.1.2.7.2 Other machinery locations.

Jan. 1, 1988 to Present:

The acceleration/deceleration areas, conveyor areas, and associated access ways shall be well ventilated. These areas shall have a permanently installed lighting system which is adequate for proper machinery maintenance and safety of personnel. Access ways shall be provided for inspection and proper maintenance while the equipment is in operation. Access ways shall have:

(1) Stairs or secured ladder.

(2) Skid resistant floors, platforms, or catwalks which provide access as defined in subparagraph three herein to all manual and automatic safety devices (switches) and tensioning system components. Access to other areas shall be denied while equipment is in operation.

(3) A minimum vertical clearance of 80 inches (2 m), and a minimum horizontal clearance of 24 inches (61 cm). If a component crosses the access way, vertical clearance may be reduced as follows: a) a minimum of 60 inches (152 cm), for a maximum distance of 36 inches (92 cm); or

1. b) a minimum of 48 inches (122 cm), for a maximum distance of 12 inches (30.5 cm). If the obstruction exceeds 15 inches (38 cm), in height, above the floor, stairs shall be provided to allow passage over the obstruction.

(4) Railings protecting floor openings and moving machine parts. Moving parts shall be considered guarded if they are located a minimum of 12 inches (30.5 cm) from the vertical plane of the railing. Railings shall consist of a top rail, located 36 42 inches (91 106 cm) from the walking surface; a mid rail, located approximately midway between top rail and walking surface; and a 4 inch high (10 cm) solid toe plate. Railings shall be designed and constructed to resist anticipated loadings. The requirements of Rules 3.1.2.6.1 and 3.1.2.6.4, as revised, shall be in effect for all installations constructed subsequent to January 1, 1988. For all installations completed prior to January 1, 1988 reasonable compliance with Rules 3.1.2.6.1 and 3.1.2.6.4 as revised shall be accomplished prior to November 1, 1990.

Prior to Jan 1, 1988:

Not required.

3.1.2.7 Location of machinery.

3.1.2.7.1 General.

Moving machine parts that normally may be in reach of personnel shall be fitted with guards. Where breakage of a power transmission component can result in injury, provisions shall be made for appropriate containment of said components. Guards and containment shall be done in conformance to American National Standard, ANSI/ASME, B15.1-2000 (R2008), Safety Standard for Mechanical Power Transmission Apparatus. Protection against static electricity shall be provided. Fire-fighting device(s) shall be available (see F.6 in Annex F).

3.1.2.7.2 Machinery not housed in a machine room.

Provisions shall be made to keep the public away from the machinery. All machinery and controls shall be rated for use in their intended environment.

3.1.2.7.3 Machinery housed in a machine room.

May 15, 2011 to April 15, 2019:

The machine room shall be adequately ventilated. It shall have a permanently installed lighting system, adequate for proper machinery maintenance and to reduce the risk of injury to operating personnel. The arrangement of the machinery shall permit proper maintenance. A door with a suitable lock shall be provided, and the design shall keep the public away from the machinery. When a passageway is provided between machines or machinery and walls, a minimum passageway width of eighteen inches (460 mm) shall be maintained. Means shall be provided to heat the machine room unless the designer or manufacturer certifies in writing that the drive system machinery is rated for operation in an unheated room.

3.1.2.7.4 Egress.

Jan. 1, 1994 to April 15, 2019:

Permanent stairs and walkways shall be provided for egress from all machinery areas. The maximum angle of inclination for the stairs shall not exceed seventy degrees. Stairs and walkways shall have a minimum width of 18 inches. Stair treads shall have a minimum depth of four inches. Walkway surfaces and stair treads shall be constructed of non-skid bar grating or expanded metal. Handrails shall be provided.

Prior to Jan 1, 1994:

Not required.

3.1.2.8.2 Hall rope terminal bullwheels (Bullwheel).

May 15, 2006 to April 15, 2019:

Provisions shall be incorporated in the terminal design to retain the terminal bullwheels in their approximate normal operating position in the event of failure of the bearings, shaft, or hub.

Provisions shall be incorporated in the terminal and rope retention design to control the position of the rope, including possible overhaul, to minimize the effects of its departure from its normal operating position. The minimum diameter of terminal bullwheels shall be seventy-two times the nominal diameter of the haul rope. The bullwheel assembly shall be designed to retain the haul rope in the event of a deropement from the bullwheel. A flange extension of 1-1/2 times the rope diameter (measured radially from the bottom of the rope groove) shall be deemed adequate for retention. Terminal bullwheels that act as driving, braking, or holding bullwheels shall be so designed that the haul rope does not slip in the bullwheel groove. The design coefficient of friction for a particular bullwheel liner shall not exceed the values shown in table 3-4.

Table 3-4 Design coefficient of friction for bullwheel liners Bullwheel liner Coefficient of friction Steel or cast iron grooves 0.070 Leather 0.150 Rubber, neoprene, or others 0.205 Prior to May 15, 2006:

Haul rope terminal sheave frames shall be designed to retain the rope in the event of the failure of the sheave, shaft, or mounting. In instances where the sheave is cantilevered, the design working stresses shall not be more than 60% of those otherwise allowable.

The minimum diameter of terminal sheaves shall be seventy-two times the nominal diameter of the haul rope. The sheave assembly shall be designed to retain the haul rope in the event of a deropement from the sheave. A flange extension of 1-½ times the rope diameter (measured from the bottom of the rope groove) shall be deemed adequate for retention.

Haul rope terminal sheaves that act as driving, braking, or holding sheaves shall be so designed tht the haul rope does not slip in the sheave groove. The design coefficient of friction for a particular sheave liner shall not exceed the following values:

Sheave Liner Coefficient of Friction Steel or cast iron grooves 0.070 Leather 0.150 Rubber, neoprene, or other 0.205

3.1.2.10 Tension systems.

Prior to May 15, 2006:

Counterweights, hydraulic and pneumatic cylinders, or other suitable devices shall be used to provide the tensioning requirements of the particular installation. All devices used to provide the tension shall have sufficient travel to adjust to all normal operating changes in loading and temperature.

The tension for haul ropes and track cables for all modes of operation shall be determined by the design engineer. Tension systems may be automatic or manual; however, all systems shall have monitoring equipment that will automatically prevent operation outside of design limits (see 3.1.2.11.2(c)). Tension systems may be adjustable to provide proper tensions for different modes of aerial lift operation.

The tension system design shall consider changes, for each mode of operation, in tensions due to rope elongation, friction, and other forces affecting traction on driving, braking, or holding sheaves, tower and sheave loading, and maximum vertical loads on grips to assure that tensions remain within design limits.

3.1.2.10.1 Hydraulic and pneumatic systems. (Previously 3.1.2.9.1 in

1. ANSI 1999)

Hydraulic and pneumatic cylinders, when used, shall have sufficient ram travel to accommodate all normal operating changes in loading and temperature. Provisions shall be made to keep the cylinder free from climatic-induced conditions and contaminants that may interfere with free movement. If the system fails to provide the design operating pressure, the aerial lift shall be able to be operated to unload passengers.

Cylinders and their attachments shall each have a minimum factor of safety of 5. The factor of safety is equal to the ultimate tensile strength of the cylinder divided by the maximum steady state design tension.

The systems providing operating pressure for the cylinder shall have a minimum factor of safety of 5 unless a high velocity check valve or flow control device is used where the pressure line is connected to the cylinder. The check valve shall be rated to hold twice the normal operating pressure. The remainder of the system shall not exceed the manufacturer’s published working pressure. Provisions shall be made to restrict the movement of pressure lines or hoses should they become severed under pressure. When pneumatic storage cylinders, accumulators, or other similar devices are used, they shall be located so that they cannot be knocked over or damaged.

3.1.2.10.2 Counterweights. (Previously 3.1.2.9.2 in ANSI 1999)

Counterweights, when used, shall be arranged to move freely up and down. Enclosures for counterweights shall be provided where necessary to prevent snow, ice, water, and other materials from accumulating under and around the counterweights and interfering with their free movement. Visual access shall be provided to areas beneath and above all counterweights contained in enclosures or pits. When a counterweight is contained in a structural frame, guides shall be provided to protect the frame and to ensure free movement of the counterweight. Where snow enclosures are not required, guardrails or enclosures shall be provided to prevent unauthorized persons from coming in contact with or passing under counterweights.

3.1.2.10.3 Wire ropes in tension systems. (Previously 3.1.2.9.3 in ANSI

1. 1999)

Wire ropes in tension systems shall have a minimum factor of safety of 6 when new (see 7.1.3.1). On arrangements involving rope reeving, the maximum design static tension with sheave friction taken into account shall be the basis for determining the factor of safety. See 7.3 for additional requirements. No rotation- resistant ropes shall be used in tension systems (see 1.4 B rotation-resistant rope).

Wire ropes in tension systems shall be adjusted so that the counterweight will reach the end of its travel before the attached tension sheave carriage comes within six inches (150 mm) of the end of its travel. When wire ropes are used with pneumatic or hydraulic cylinders, they shall be adjusted so that connecting devices will not contact the reeving devices before the ram reaches the travel limits of the cylinder.

3.1.2.10.4 Chains in tension systems. (Previously 3.1.2.9.4 in ANSI 1999)

Roller, leaf, or welded link chains may be used in tension systems (see section 7).

For chain used as a tensioning component, where the chain does not pass through or around sprockets, the minimum factor of safety shall be five (see 7.1.3.3). For applications of chain where any sprockets are used, the minimum factor of safety shall be six.

3.1.2.10.5 Cable winches or chain-adjusting devices. (Previously

1. 3.1.2.9.5 in ANSI 1999)

Winches or other mechanical devices that are used for take-up and remain part of the system shall have a minimum factor of safety of 6 against their ultimate capacity. They shall have a positive lock against release. Where this factor cannot be established by the manufacturer’s endorsement, a device shall be installed on the tension system rope or chain ahead of the winch/mechanical device that will keep the tension system intact in the event of a failure or release of the device.

The diameter of the winding drum shall not be less than the specified minimum sheave diameters referenced as Condition C in 3.1.2.7.3 for rope.

3.1.2.11 Anchoring devices.

All anchoring end connections shall be above finished grade. Any portion of an anchorage below ground shall be protected against loss of strength due to corrosion. Wire ropes or strands and their connections, used to anchor, tension, or otherwise secure terminal structures, shall be designed with a minimum factor of safety of 6. Where adjusting devices are used in the arrangement, the devices shall be capable of being securely locked or removed during operation.

All connections of ropes or cables used in anchoring devices shall be in accordance with the requirements of A.3.2 in Annex A.

3.1.2.12 Terminal entrance and exit guides.

From the point where the grip first enters the terminal rails or guides to the point where the grip or carrier is stabilized, provisions shall be made to accept the carriers and the grips into the terminal at the maximum rope speed when the carriers are swung to the limits specified in 3.1.1.5.2.1.

3.1.2.13 Carrier Acceleration/Deceleration/ Spacing system.

Smooth acceleration and deceleration of the carrier shall be accomplished to and from the rope at any speed.

EXCEPTION – Gravity launch/retrieve or similar systems with a single operational speed. The rate of the carrier’s acceleration to, and deceleration from, the maximum rope speed shall not exceed eight feet per second squared (2.44 meters per second squared) under the most unfavorable accelerating or braking condition. Upon clamping to the haul rope, the differential of carrier velocity and rope speed shall not unduly affect either passenger comfort or mechanical wear. Automatic carrier spacers or other suitable systems shall control the interval between carriers. Provisions shall be made to ensure that the carrier spacing shall never be less than the distances specified in the design. Unbalanced loading shall be controlled to the extent required by the design through the use of automatic carrier counters or other suitable systems.

In the case of open carriers, or where mechanical requirements for minimum spacing in the terminals exist, a system to prevent abnormal carrier spacing throughout the terminal carrier conveying system shall be installed (see 3.2.3.9). Open carriers shall not be allowed to come together in locations where passengers are normally present.

3.1.3.1 Towers.

Nov. 1, 1991 to April 15, 2019:

The design of the tower structure and foundation shall be in accordance with the requirements of 3.1.1.6. Where guyed towers are used and guys intersect the ground within or near ski runs, the guys shall be marked for visibility. Means shall be provided for ready access from the ground to all tower tops. Permanent ladders are required for heights above those accessible by portable ladders. Portable ladders, if used, shall be in at least sufficient quantity to be available at each point where attendants are positioned. Portable ladders extending more than twenty feet (6.10 meters) shall not be used.

Permanent anchor points shall be provided on all tower tops for the attachment of fall protection devices.

Towers shall be identified with successive numbers clearly visible to passengers. Where towers are designed to permit variations in rope height, sheave unit supports shall be guided and attached so as to prevent misalignment by rotation during normal operation.

Prior to Nov. 1, 1991:

The design of the tower structure and foundation shall be in accordance with the requirements of 3.1.1.6. Where guyed towers are used and guys intersect the ground within or near ski runs, the guys shall be marked for visibility. Means shall be provided for ready access from the ground to all tower tops. Permanent ladders are required for heights above those accessible by portable ladders. Portable ladders, if used, shall be in at least sufficient quantity to be available at each point where attendants are positioned. Portable ladders extending more than twenty feet (6.10 meters) shall not be used.

Towers shall be identified with successive numbers clearly visible to passengers. Where towers are designed to permit variations in rope height, sheave unit supports shall be guided and attached so as to prevent misalignment by rotation

3.1.3.3.2 Sheave and sheave unit design.

May 15, 2006 to April 15, 2019:

Sheave flanges shall be as deep as possible, considering other features of the system. At the same time, rope grips shall be designed in relation to the sheave groove so as not to contact sheave flanges during normal operations, taking into consideration the anticipated amount of wear of the sheave liner groove. Grips shall be allowed to contact sheave flanges adjacent to the haul rope when the carrier swings, provided that this is considered in the design of the grips and sheaves. Furthermore, rope grips, sheave flanges, and hanger guides shall be designed so that hangers cannot be caught behind guides, and so that haul ropes and grips cannot be deroped from sheaves if the carrier is swinging within design limits as it approaches or passes the tower.

If the gauge of the haul rope system is varied at any point along the line, the horizontal departure at any one tower shall be provided for in the design so that deropement cannot occur by virtue of such a departure.

Sheave unit design shall include the following features:

a) Suitable guards, of sufficient strength to resist the lateral forces caused by an inside deropement, shall be installed.

b) Construction of the entire sheave unit shall be such that the haul rope cannot become entangled in the sheave unit in the event the rope leaves the sheave toward the outside.

c) Sheave mounts or mounting frames shall be designed to be adjustable, allowing the sheave units to be aligned and held in the plane of the rope.

d) On each sheave unit, rope-catching devices shall be installed to reduce the risk of the haul rope moving excessively in the direction of the load on the sheave unit in the event of deropement. These devices shall be located less than one-half the diameter of the sheaves from the normal operating position of the rope and shall extend a minimum of two rope diameters beyond the sheave flange.

Alternatively, when the catcher is located so that the rope cannot move in the direction of the load when it passes from the edge of the sheave to a position in the catcher, the catcher shall extend a minimum of two rope diameters beyond the center of the rope when the rope has reached the point where the deropement switch device initiates a stop.

e) Rope-catching devices shall be designed to permit the passage of the haul rope and grips after deropement. The catcher shall be independent from the sheave.

f) On each sheave unit, suitable deropement switch devices shall be installed and maintained that will stop the lift in case of deropement (see 3.2.4.3).

g) On aerial lifts where the carrier speed exceeds 600 feet per minute (3.0 meters per second), at least one device that senses the position of the rope shall be installed on each sheave unit (see 3.2.5.2). See also 3.1.1.5 through 3.1.1.5.7 for the effect of tower height and location on sheave units.

May 15, 1994 to May 15, 2006:

Sheave flanges shall be as deep as possible, considering other features of the system. At the same time, rope grips shall be designed in relation to the sheave groove so as not to contact sheave flanges during normal operations, taking into consideration the anticipated amount of wear of the sheave liner groove. Grips shall be allowed to contact sheave flanges adjacent to the haul rope when the carrier swings, provided that this is considered in the design of the grips and sheaves. Furthermore, rope grips, sheave flanges, and hanger guides shall be designed so that hangers cannot be caught behind guides, and so that haul ropes and grips cannot be deroped from sheaves if the carrier is swinging within design limits as it approaches or passes the tower.

Suitable guards, of sufficient strength to resist the lateral forces caused by an inside deropement, shall be installed.

Construction of the entire sheave unit shall be such that the haul rope cannot become entangled in the sheave unit in the event the rope leaves the sheave toward the outside.

On each sheave unit, rope-catching devices shall be installed to reduce the risk of the haul rope moving excessively in the direction of the load on the sheave unit in the event of deropement. These devices shall be located less than one- half the diameter of the sheaves from the normal operating position of the rope and shall extend a minimum of two rope diameters beyond the sheave flange. Alternatively, when the catcher is located so that the rope cannot move in the direction of the load when it passes from the edge of the sheave to a position in the catcher, the catcher shall extend a minimum of two rope diameters beyond the center of the rope when the rope has reached the point where the deropement switch device initiates a stop. Rope-catching devices shall be designed to permit the passage of the haul rope and grips after deropement. The catcher shall be independent from the sheave.

On each sheave unit, suitable deropement switch devices shall be installed and maintained that will stop the lift in case of deropement. On lifts where the carrier speed exceeds 600 feet per minute (3.0 meters per second), at least one device that senses the position of the rope shall be installed on each sheave unit. The device shall initiate a stop before the rope leaves the sheave in the horizontal direction or when the rope is displaced in the vertical direction by one rope diameter plus the distance that the rope is displaced vertically from the sheave by the grip.

If the gage of the haul rope system is varied at any point along the line, the horizontal departure at any one tower shall be provided for in the design so that deropement cannot occur by virtue of such a departure.

Sheave mounts or mounting frames shall be designed to be adjustable, allowing the sheave units to be aligned and held in the plane of the rope. See also 3.1.1.4 through 3.1.1.4.7 for the effect of tower height and location on sheave units.

Prior to May 15, 1994:

Sheave flanges shall be as deep as possible, considering other features of the system. At the same time, rope grips shall be designed in relation to the sheave groove so as not to contact sheave flanges during normal operations, taking into consideration the anticipated amount of wear of the sheave liner groove. Grips shall be allowed to contact sheave flanges adjacent to the haul rope when the carrier swings, provided that this is considered in the design of the grips and sheaves. Furthermore, rope grips, sheave flanges, and hanger guides shall be designed so that hangers cannot be caught behind guides, and so that haul ropes and grips cannot be deroped from sheaves if the carrier is swinging within design limits as it approaches or passes the tower.

Suitable guards, of sufficient strength to resist the lateral forces caused by an inside deropement, shall be installed to prevent the rope from falling into a dangerous position within the tower structure.

Construction of the entire sheave unit shall be such that the haul rope cannot become entangled in the sheave unit in the event the rope leaves the sheave toward the outside.

On each sheave unit, rope-catching devices shall be installed to reduce the risk of the haul rope moving excessively in the direction of the load on the sheave unit in the event of deropement. These devices shall be located less than one- half the diameter of the sheaves from the normal operating position of the rope and shall extend a minimum of two rope diameters beyond the sheave flange. They shall be designed to permit the passage of the haul rope and grips after deropement.

On each sheave unit, suitable deropement switch devices shall be installed and maintained that will stop the lift in case of deropement. If the gage of the haul rope system is varied at any point along the line, the horizontal departure at any one tower shall be provided for in the design so that deropement cannot occur by virtue of such a departure.

Sheave mounts or mounting frames shall be designed to be adjustable, allowing the sheave units to be aligned and held in the plane of the rope. See also 3.1.1.4 through 3.1.1.4.7 for the effect of tower height and location on sheave units.

1. 3.1.4.3.4.3 Incorrect attachment (Previously 3.1.4.3.7 in ANSI
   1. 1992)

   May 2, 2011 to Present:

   The designer shall incorporate provisions to stop the grip and carrier in a controlled fashion when a grip is incorrectly attached to the rope.

2. a) monocable systems The path of the rope from the terminal where passengers are loaded shall be approximately level or inclined upward for a length at least equal to:

   L (feet) = V 2 (ft/minute) or 14,400 L (meters) = V 2 (meter/sec)

   1. 1.22

   L = Length of level or inclined upward rope V = rope speed during passenger loading at that station An incorrectly attached grip tripping the last checking switch shall cause the rope to stop in a distance not greater than the calculated length “L” or in the case where a greater length of level or inclined upward rope is provided, in a distance not greater than the length provided.

3. b) bicable systems On bicable systems terminals, the designer shall incorporate provisions to stop in a controlled fashion an incorrectly attached carrier after the grip attachment point.

   A sign, visible to the operating personnel in the station requiring the reduced rope speed, is required. It shall state the “maximum rope speed during loading” (see table D-1(s)) if the aerial lift must be slowed below the designed speed to comply with 3.1.4.3.4.3(a).

   May 15, 2000 to May 2, 2011:

   The designer shall incorporate provisions to stop the grip and carrier in a controlled fashion when a grip is incorrectly attached to the rope. The path of the rope from the terminal where passengers are loaded shall be approximately level or inclined upward for a length at least equal to: L (feet) = V2(ft/minute) or 14,400 L (meters) = V2(meter/sec)

   1. 1.22

   L = Length of level or inclined upward rope V = rope speed during passenger loading at that station An incorrectly attached grip tripping the last checking switch shall cause the rope to stop in a distance not greater than the calculated length “L” or in the case where a greater length of level or inclined upward rope is provided, in a distance not greater than the length provided.

4. Nov. 1, 1991 to May 15, 2000 At each carrier launching position (any area where a grip is designed to attach to the haul rope), devices shall be installed that will stop the aerial lift if any grip incorrectly attaches to the haul rope. When a grip is detected to be incorrectly attached to the rope, the designer shall incorporate provisions to stop the grip and carrier so that it will come to a stop in a controlled fashion, or the path of the rope from the terminal where passengers are loaded shall be approximately level or inclined upward for a length at least equal to the calculated stopping distance. The level or sloping length of rope shall be measured from the last switch where the grip is checked for attachment to the rope. Calculated stopping distance for this subsection is equal to: D = V2(ft/minute) or D = V2(meter/sec)
   1. 14,400 1.22 D = stopping distance V = rope speed during passenger loading at that station Upon clamping to the haul rope or haul-carrying rope, the carrier velocity and rope speed shall not vary sufficiently to introduce unduly either passenger discomfort or mechanical wear.

3.1.4.4.2 Cabin.

May 15, 2000 to May 15, 2006:

Fully enclosed passenger cabins shall be ventilated. They shall be equipped with doors that fill the entire entrance opening. The minimum clearance width opening shall be thirty-two inches (815 mm). Each door shall be provided with a lock located in such a manner that it can be unlocked only by authorized persons or by automatic means.

The horizontal gap between the cabin door opening floor edge and platform edge shall not be greater than 1 inch (25.4 mm). The height of the cabin floor to the platform shall be within ± ½ inch (±12.7 mm). Where it is not operationally or structurally practical to meet these requirements, platform devices, vehicle devices, system devices, or bridge plates shall be provided for independent loading.

All windows shall be of shatter-resistant material.

Means of emergency evacuation of passengers shall be provided. The maximum capacity of each cabin, both in pounds and kilograms and number of passengers, shall be posted in a conspicuous place in each cabin (see table D-1(r)).

The minimum clear floor space in accessible cabins shall be forty-eight inches by thirty inches (1220 mm x 760 mm). Where special accessible cabins are used, it is recommended the waiting interval should not exceed ten minutes. All carriers shall be clearly identified with numbers located on each end of each carrier.

Semi-open carriers shall meet applicable requirements for enclosed cabins and open chairs.

Jan. 1, 1994 to May 15, 2000:

Fully enclosed passenger cabins shall be ventilated. They shall be equipped with doors that fill the entire entrance opening. Each door shall be provided with a lock located in such a manner that it can be unlocked only by authorized persons or by automatic means.

All windows shall be of shatter-resistant material.

Means of emergency evacuation of passengers shall be provided. The maximum capacity of each cabin, both in pounds and kilograms and number of passengers, shall be posted in a conspicuous place in each cabin. If passengers are to remain standing, floor space of 2.5 square feet (0.23 square meter) per person shall be available; the width of cabin seats shall be at least eighteen inches (46 cm) per person.

All carriers shall be clearly identified with numbers located on each end of each carrier.

Semi-open carriers shall meet applicable requirements for enclosed cabins and open chairs.

3.1.4.4.4 Chairs.

Chair lift carriers shall be designed to support a vertical load four times the design load without permanent deformations of the assembly or component parts.

All carriers shall be uniquely identified with numbers visible to the operator and attendant.

Each chair shall be equipped with a railing at each side, to a height of not less than four inches (100 mm) above the seat for a distance of not less than twelve inches (305 mm) from the back of the seat. For aerial lifts operating primarily for skiers, the thickness of the chair seat front, including padding, shall not exceed five inches (125 mm) from the top of the seating surface to the bottom of the curl. Tilt back angle of the seat bottom should be a minimum of seven degrees when loaded. Loaded shall mean an evenly distributed load using load test criteria. Provisions shall be made to keep the tails of skis from passing through and becoming trapped in open spaces between framework, safety restraints and chair seat underside.

For aerial lifts operating primarily for foot passengers, each chair shall be equipped with a restraining device that will not open under forward pressure. The chair shall be designed to accommodate equipment for the purpose of emergency evacuation of passengers.

3.1.4.4.5 Work carrier design.

Prior to May 15, 2020:

Not required.

3.1.6.2 Maintenance manual.

The designer of each new or relocated aerial lift shall provide with delivery of the installation, a maintenance manual in English, for that installation. The manual shall describe recommended maintenance and testing procedures, including:

a) Types of lubricants required and frequency of application;

b) Definitions and measurements to determine excessive wear;

c) Recommended frequency of service to specific components;

d) Carrier inspection plan (see 3.3.4.3);

e) Brake testing and adjustment;

f) Dynamic testing procedures.

3.2.1.1 Applicable codes.

May 15.2006 to April 15, 2019:

All electrical systems shall comply with American National Standard, ANSI/NFPA 70- 2011, National Electrical Code and the Institute of Electrical and Electronics Engineers, IEEE C2-2007, National Electrical Safety Code.

May 15, 2000 to May 15, 2006:

All electrical systems shall comply with 3.2.1.1 Applicable codes of the B77.1-1999 ANSI Standard.

Jan. 1, 1994 to May 15, 2000:

All electrical systems shall comply with 3.2.1.1 Applicable codes of the B77.1-1992 ANSI Standard.

Nov. 1, 1991 to Jan 1, 1994:

All electrical systems shall comply with 3.2.1.1 Applicable codes of the B77.1-1990 ANSI Standard.

Jan. 1, 1984 to Nov 1, 1991:

All electrical systems shall comply with 3.2.1.1 Applicable codes of the B77.1-1982 ANSI Standard.

Jan 1, 1977 to Jan. 1, 1984:

All electrical work shall comply with 3.2.1.1 Applicable codes of the B77.1-1976 ANSI Standard.

Jan 1, 1974 to Jan. 1, 1977:

All electrical work shall comply with 3.2.1.1 Applicable codes of the B77.1-1973 ANSI Standard.

Jan 1, 1972 to Jan 1, 1974:

All electrical work shall comply with 3.2.1.1 Applicable codes of the B77.1-1970 ANSI Standard.

Prior to Jan 1, 1972:

All electrical work shall comply with 3.2.1.1 Applicable codes of the B77.1-1960 ANSI Standard.

3.2.1.2 Location.

May 15, 2006 to April 15, 2019:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 3.2.1.2 Location of the B77.1-2006 ANSI Standard. May 15, 2000 to May 15, 2006:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 3.2.1.2 Location of the B77.1-1999 ANSI Standard.

Jan. 1, 1994 to May 15, 2000:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 3.2.1.2 Location of the B77.1-1992 ANSI Standard.

Nov. 1, 1991 to Jan 1, 1994:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 3.2.1.2 Location of the B77.1-1990 ANSI Standard.

Jan. 1, 1984 to Nov 1, 1991:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 3.2.1.2 Location of the B77.1-1982 ANSI Standard. Prior to Jan. 1, 1984:

All exposed electrical power transmission wiring shall be so located that in case of collapse or breakage of the power line it will not come into contact with carriers, ropes, or passengers.

3.2.1.3 Protection.

Prior to May 15, 2006:

All transformer stations and other high voltage electrical equipment shall be marked with conspicuous warning signs and shall be protected so as to prevent unauthorized persons from entering the area or coming in contact with any portion of the equipment or wiring. All power equipment shall be protected against overloads by circuit breakers or fuses.

3.2.1.4 Overhead cables.

May 15, 2006 to April 15, 2019:

Only signal, communication, and control circuit cables may be supported between towers that support the aerial lift. Voltage shall be limited to low voltage, twenty-four volts nominal.

EXCEPTION – Circuits for telephone systems may exceed the low voltage requirements. Overhead cables shall be securely mounted to tower and terminal structures and positioned in such a way that they do not contact the haul rope, track rope, or carriers under normal aerial lift operating conditions. If a cable parts and displaces from its normal position, the aerial lift shall stop (see 3.2.5(d)).

Prior to May 15, 2006:

Signal, communication, and control circuits may be supported between towers that support the aerial lift. Voltage on overhead or exposed circuits shall be limited to fifty volts with the exception of the intermittent ring-down circuits for telephone systems.

3.2.1.5 Wiring.

All wiring shall be in accordance with the designer’s specifications and applicable codes.

3.2.1.5.1 Control wiring classification.

All control wiring shall be Class 1 in accordance with Article 725 of ANSI/NFPA 70-2011.

EXCEPTION – Overhead cables (see 3.2.1.4).

3.2.1.5.2 Communication wiring.

All communication wiring and systems are exempted from the requirements in Article 800 of ANSI/NFPA 70-2011.

3.2.1.5.3 Insulation.

All control wiring is exempted from the requirements of Article 725.49 Part B of ANSI/NFPA 70-2011. The designer shall specify conductor size, type, and insulation suitable for the electrical and mechanical requirements of the application.

3.2.1.5.4 Exterior lighting and snowmaking circuits.

Prior to April 15, 2019 All ungrounded exterior lighting and snowmaking circuits, mounted on or within 60 feet (18.3 meters) of the aerial lift centerline, shall have ground fault protection (see 1.4 – ground fault protection).

3.2.1.5.5 Ground fault interrupter protection.

May 15, 2006 to April 15, 2019:

All 120-volt single phase, 15 and 20 ampere receptacles in areas where electrical diagnostic equipment, electrical hand tools, or portable lighting equipment may be used shall have ground fault circuit interrupter protection for personnel (see

1.4 – ground-fault circuit interrupter).

EXCEPTION – Receptacles dedicated to permanently mounted devices need not comply with this requirement.

Prior to May 15, 2006:

Not required.

3.2.1.6 Grounding.

3.2.1.6.1 Structures.

All metallic structures shall be bonded to form a grounding electrode system as defined in Article 250 of ANSI/NFPA 70-2011. Electrical continuity of all metal parts of the structures shall be assured by mechanical connection and shall be electrically bonded to the common bonding conductor.

3.2.1.6.2 Drive terminal structure.

The drive terminal structure shall have one point referred to as the grounding electrode, as defined in ANSI/NFPA 70-2011. All dc and ac electrical systems shall be referenced to this point. If an electrical prime mover is used, the electric service grounding conductor shall terminate at this point, as well as the structure’s ground referenced in 3.2.1.6.1. Under the worst-case conditions, the resistance from the grounding electrode to any grounded point within the aerial lift system shall not exceed 50 ohms, for the purpose of grounding the electrical circuit. The grounding system for the aerial lift shall not be used as a grounding system for any other system not related to the aerial lift system. To ensure that the 50-ohm grounding requirement is met under all conditions of soil, moisture, temperature, and circulating ground and air currents, all terminals and line structures shall be bonded together with a common bonding conductor. The bonding conductor may be the support or messenger cable of an overhead control cable, the ground shield for an underground control cable, or some other conductor running the full length of the aerial lift system, bonded to each of the terminals and the line structures and shall be of sufficient conductance to meet the 50-ohm requirement.

3.2.1.6.3 Haul rope grounding.

May 15, 2011 to April 15, 2019:

Grounding sheaves with conductive liners or equivalent means should be provided at one location for the purpose of grounding haul ropes and track cables, as applicable, for static electrical discharge. For the haul rope on bicable systems or monocable systems with an isolated or insulated haul rope incorporated in the operating circuitry, no means of grounding are required when the operating circuit takes into consideration static electrical discharge. Jan 1, 1984 to May 15, 2011:

Grounding sheaves with conductive liners or equivalent means should be provided at each end of the tramway for the he purpose of grounding haul ropes and track cables, as applicable, for static electrical discharge. For the haul rope on bicable systems or monocable systems with an isolated or insulated haul rope incorporated in the operating circuitry, no means of grounding are required when the operating circuit takes into consideration static electrical discharge. Prior to Jan 1, 1984:

Not required.

3.2.1.6.4 Lightning protection.

If lightning protection is provided, it shall follow American National Standard, ANSI/NFPA 780-2008, Standard for the Installation of Lightning Protection Systems.

3.2.2 Electrical system circuit design and classification.

The designer or manufacturer responsible for the design shall identify and classify any new electrical circuits not already classified as protection circuits, operation circuits, or supervision circuits.

3.2.2.1 Circuit priority.

Protection circuits shall have priority over all other circuits. Operation circuits shall have priority over supervision circuits. If any circuit’s function is connected to circuits of a higher level of protection, it shall be classified at the higher level.

3.2.3 Protection circuits.

Electrical circuits designed to stop the aerial lift in the event of a malfunction or failure of the aerial lift system shall be classified protection circuits. All aerial lift systems shall contain two or more protection circuit(s) at least one of which shall be designated the emergency shutdown circuit (see 3.2.3.1). Protection circuits shall be energized to permit system operation and when de- energized shall initiate a stop, or shall be of such design to provide the equivalent level of protection.

A protection circuit may include one or more non- complex elements (see 1.4 – non-complex elements) and/or complex electronic elements (see 1.4 – complex electronic elements). The designer shall make use through continuous diagnostic coverage (see 1.4 – continuous diagnostic coverage) that the failure of a complex electronic element will cause the aerial lift to stop unless another element in the protection circuit is performing the same function (redundancy). If functional redundancy is implemented, the failure of the first element must be annunciated, at a minimum, at the beginning of operations on a daily basis. The designer or manufacturer shall develop procedures and frequency for testing protection circuits. As a minimum, all protection circuits shall be calibrated and tested annually. Protection circuits include, but are not limited to:

a) Emergency shutdown (see 3.2.3.1);

b) Stop gate (see 3.2.3.2);

c) Tension system fault (see 3.2.3.3);

d) Deropement circuit(s) (see 3.2.3.4);

e) Brake system (see 3.2.3.5);

f) Overspeed (see 3.2.3.6);

g) Rollback detection device (see 3.2.3.7);

h) Anti-collision (see 3.2.3.9);

k) Grip force fault (see 3.2.3.10);

l) Improper grip attachment, detachment (see 3.2.3.11);

m) Stop cord.

3.2.3.1 Emergency shutdown circuit.

All aerial lift systems shall include at least one protection circuit labeled emergency shutdown circuit (see 1.4 – emergency shutdown). The shutdown shall have priority over all other control stops or commands. If, for any reason, the operator has lost control of the aerial lift while using the operating control circuitry, the controls shall include an emergency shutdown circuit allowing the operator/attendant to stop the aerial lift. Any one of the following conditions is considered a loss of control of an aerial lift:

a) Aerial lift will not SLOW DOWN when given the command to do so;

b) Aerial lift will not STOP when given the command to do so;

c) Aerial lift OVERSPEEDS beyond control settings and/or maximum design speed;

d) Aerial lift ACCELERATES faster than normal design acceleration;

e) Aerial lift SELF-STARTS or SELF- ACCELERATES without the command to do so;

f) Aerial lift REVERSES direction unintentionally and without the command to do so.

3.2.3.2 Stop gates.

On aerial lifts using chairs, an automatic stopping device beyond each unloading area are required where passengers wearing skis are required to disembark. The device shall automatically stop the aerial lift in the event a passenger rides beyond the intended point of unloading. The operation of the automatic stop device may be delayed or overridden momentarily by the operator or attendant.

3.2.3.3 Tension system.

Active tension systems, (i.e. counterweight, hydraulic, etc.) shall have a protection device(s) that will stop the aerial lift when the haul rope tension carriage exceeds its range of normal operations.

3.2.3.4 Deropement detection.

On each sheave unit, suitable deropement detection devices shall be installed and maintained that will stop the lift in case of deropement (see 3.1.3.3.2(f), 3.1.1.5.1(g)). Bicable systems shall also have a system or device that will initiate a stop if the following is detected:

a) The haul rope comes in contact with the track cable(s), other ropes, communication lines, or grounded equipment;

b) The track cable leaves the saddle into the cable catcher.

3.2.3.5 Braking system.

All braking systems shall be designed and monitored to ensure that they meet the requirements of 3.1.2.6 (a) through 3.1.2.6 (d).

3.2.3.6 Overspeed.

If the line speed exceeds the design speed by 10%, the service brake, if installed, shall slow and stop the aerial lift automatically.

A system or device shall be installed that will automatically apply the bullwheel brake when the speed of the haul rope exceeds the design value by 15% in either direction.

3.2.3.7 Rollback detection device.

The rollback detection device shall activate the rollback device and bring the aerial lift to a stop if unintentional reverse rotation occurs. The rollback device shall be activated if the haul rope travels in excess of thirty-six inches (915 mm) in the reverse direction.

3.2.3.8 Stop cord.

Prior to April 15, 2019, This Specific ANSI-B771-2017 Rule Number Not Required Note: See CPTSB Rule 3.2.9 Manual Control Devices

3.2.3.9 Anti-collision.

A system shall be provided that will prevent carrier collision in the receiving and launching mechanisms. The system shall include devices that will automatically stop the aerial lift before any carriers can come together while they are in the decelerating or accelerating process (see 3.1.2.13).

3.2.3.10 Grip force fault.

If the gripping force of the grip falls below the minimum required, the design of the system shall include provisions to stop the aerial lift (see 3.1.4.3.4.2).

3.2.3.11 Improper grip attachment, detachment.

a) Device(s) that will stop the aerial lift in the event a carrier grip does not engage properly to the haul rope at every grip attachment point (see 3.1.4.3.3.2).

b) Device(s) that will stop the aerial lift in the event a carrier does not disengage the haul rope properly at every grip disengaging point.

3.2.4 Operation circuits

An operation circuit is a circuit that provides power to or controls the aerial lift machinery. The designer or manufacturer shall identify the operation circuits that require periodic testing and develop procedures and frequency for testing. At a minimum, all operation circuits shall be tested and calibrated annually.

Operation circuits include, but are not limited to:

a) Power circuits;

b) Drive fault circuits;

c) Normal stop (see 1.4 – normal stop and 3.1.2.5);

d) Speed command circuits (i.e., fast, slow, etc.);

e) Carrier spacing system;

f) Internal combustion engine speed control;

g) Power unit interlock (see 3.1.2.1.3).

3.2.5 Supervision circuits.

Prior to Dec 15, 2018:

Supervision circuits include all communications systems. In addition, supervision circuits may be provided to monitor or supervise the performance of various aerial lift systems or provide the aerial lift operator with system information.

The designer or manufacturer shall identify supervision circuits that require periodic testing and develop procedures and frequency for testing supervision circuits. At a minimum, all supervision circuits shall be calibrated and tested annually.

Supervision circuits may include, but are not limited to:

a) Telephone and sound powered systems (see 3.1.1.7);

b) Information display circuits;

c) Audible warning devices (see 3.2.10);

d) Overhead cable supervision ( see 3.2.1.4);

e) Wind speed and direction sensors and display units;

f) Gearbox oil pressure, oil flow and temperature;

g) Pneumatic and hydraulic tension system pressure (see 3.2.5.1);

h) Unauthorized passenger detection;

i) Rope position detectors (see 3.2.5.2);

j) Station carrier spacing system (see 3.2.5.3);

k) Acceleration/deceleration error (see 3.2.5.4).

3.2.5.1 Pneumatic and hydraulic tension systems.

When pneumatic or hydraulic tension systems are used, pressure-sensing devices shall also be incorporated that will stop the aerial lift system in case the operating pressure goes above or below the design pressure range. Such pressure-sensing devices shall be located close to the actual tensioning device. It shall not be possible to isolate the pressure sensor from the actual tensioning device.

3.2.5.2 Rope position detection.

On aerial lifts where the carrier speed exceeds 600 feet per minute (3.0 meters per second), at least one device that senses the position of the rope shall be installed on each sheave unit. The device shall initiate a stop before the rope leaves the sheave in the horizontal direction or when the rope is displaced in the vertical direction by one rope diameter plus the distance that the rope is displaced vertically from the sheave by the grip (see 3.1.3.3.2(g)).

When the device that senses the position of the rope is the only deropement switch, it shall meet the requirements of a protection circuit as described in 3.2.3. An aerial lift system may utilize a rope position detector as a supervision circuit as described in 3.2.5 only if it has another deropement detection system that meets the requirements of a protection circuit.

3.2.5.3 Carrier spacing system.

Provisions shall be made to ensure that the station carrier spacing shall never be less that the distances specified by the designer (see 3.1.2.13). Devices shall be installed that will automatically initiate a stop in the event of abnormal carrier spacing in stations.

3.2.5.4 Acceleration/deceleration monitoring.

May 15, 2006 to April 15, 2019:

The rate of acceleration and deceleration of the aerial lift shall be monitored. In the event that the acceleration or deceleration exceeds the provisions of 3.1.2.4, the aerial lift shall stop and annunciate the error.

EXCEPTION – Prime movers equipped with fluid couplings, centrifugal clutches, or wound rotor motors.

Prior to May15, 2006 – Not Required

3.2.6 Bypass circuits.

A temporary circuit may be installed for the purpose of bypassing failed electrical circuits. The use of these bypass circuits shall meet the requirements of 3.3.2.5.9.

3.2.7 Electrical prime mover.

All aerial lift systems equipped with electrical prime movers (electrical motors) shall have phase- loss protection on all power phases and under-voltage protection or over-voltage protection, or both, when speed regulation can be adversely affected by such voltage variations.

3.2.8 Electronic speed-regulated drive monitoring.

All electronic speed-regulated drives and electric motors shall shut down in the event of:

a) Field loss (dc motors);

b) Overspeed;

c) Speed feedback loss as applicable;

d) Overcurrent.

3.2.9 Manual control devices.

May 15, 2006 to April 15, 2019:

All automatic and manual stop and shutdown devices shall be of the manually reset type. An exception to this requirement is allowed for magnetic or optically operated automatic stop devices, if the operating circuit is such that it indicates that such devices initiated the stop and the circuit is of the manually reset type.

Manual stop switches (push button) shall be positively opened mechanically and their opening shall not be dependent upon springs.

Manual control devices shall be installed in all attendants’ and operators’ work positions, in machine rooms, and out-of-doors in proximity to all loading and unloading areas. As a minimum, each of these control locations shall include an Emergency Shutdown device and a Normal Stop device. All manual control devices located in or on a control cabinet shall be mounted so that they are in the same plane or face of the cabinet. The control devices shall not be located in a position that would require the operator or attendant to pass through the path of moving carriers in order to operate the controls.

All control devices shall be conspicuously and permanently marked with the proper function and color code.

A full length stop cord or equivalent shall be provided adjacent to the terminal conveying equipment access ways provided for the inspection and maintenance while equipment is in operation.

Prior to May 15, 2006 All automatic and manual stop and shutdown devices shall be of the manually reset type. An exception to this requirement is allowed for magnetic or optically operated automatic stop devices, if the operating circuit is such that it indicates that such devices initiated the stop and the circuit is of the manually reset type. Manual stop switches (push button) shall be positively opened mechanically and their opening shall not be dependent upon springs. Manual control devices shall be installed in all attendants’ and operators’ work positions, in machine rooms, and out-of-doors in proximity to all loading and unloading areas. As a minimum at downhill loading stations, each of these control locations shall include an Emergency Shutdown device or a Normal Stop device. All manual control devices located in or on a control cabinet shall be mounted so that they are in the same plane or face of the cabinet. The control devices shall not be located in a position that would require the operator or attendant to pass through the path of moving carriers in order to operate the controls. The devices shall be conspicuously and permanently marked with the proper function and color code.

3.2.10 Safety of operating and maintenance personnel.

Provision shall be incorporated in the aerial lift design to render the system inoperable when necessary for Lock- out Tag-out protection of personnel working on the aerial lift. The sign “Personnel Working on Aerial Lift - Do Not Start” or a similar warning sign shall be hung on the main disconnect switch or at control points for starting the power units when persons are working on the aerial lift.

The aerial lift shall incorporate an audible warning device that signals an impending start of the aerial lift. After the start button is pressed, the device shall sound an audible alarm for a minimum of two seconds and shall continue until the aerial lift begins to move. The audible device shall be heard inside and outside all terminals and machine rooms above the ambient noise level.

3.2.11 Electrical system acceptance tests.

Upon completion of the acceptance test and before public operation of the aerial lift, the function of software and/or relay logic shall be certified by a Qualified Engineer and the certification shall be included in the acceptance test report. Any modifications made to the electrical design shall be clearly marked on the on-site documentation and signed by a Qualified Engineer (see 3.1.1.11.2).

3.2.12 Software security.

The “as built” documents shall include a procedure, developed by the aerial lift manufacturer or a Qualified Engineer, to ensure the security of the software logic and operating parameters that will control the aerial lift. Upon completion of the acceptance testing this procedure shall be implemented in a manner that will prevent unauthorized personnel from making changes to the software logic or operating parameters. All programmable logic and parameters shall be documented.

Software programming and changes to the software logic shall be made by a qualified software programmer. Software programmers shall provide documents that include:

1. Software logic development date;

2. Software logic current revision number;

3. Software logic current revision date;

4. List of software logic changes for each revision that explain changes in detail;

5. Name of software logic programmer that made each revision;

6. Testing procedures for each change of software logic;

7. Personnel that completed the testing.

3.2.13 Night operations.

For nighttime operation, operating aerial lifts shall be provided with lighting systems. Lighting shall be provided at loading and unloading areas.

3.2.13.1 Illumination.

Prior to Dec 15, 2018:

Lights shall be located in a manner to provide generally uniform illumination.

3.2.13.2 Types.

Lamps shall be of a type suitable and rated for minimum temperatures of the location. Fixtures shall be designed to maintain proper lamp-operating characteristics.

3.2.13.3 Location.

Lights shall be mounted on substantial poles or standards. Aerial lift towers and terminal structures may be used for supporting lights subject to the following requirements:

a) Approval shall be obtained from a Qualified Engineer;

b) The service conductors to each aerial lift tower or terminal structure shall be underground or in rigid raceways. No wiring shall be supported between towers and no open wiring shall pass over or under the aerial lift;

c) A separate enclosed disconnect or circuit breaker shall be required for each tower or terminal structure;

d) All metallic raceways on a tower or terminal structure shall be grounded;

e) The lighting installation shall not conflict with other requirements of this standard and shall not interfere with operations of the aerial lift in any manner.

3.2.13.4 Emergency lighting.

Emergency lighting shall be provided in the event of electric power failure to permit:

a) Regular unloading of an aerial lift;

b) Emergency evacuation of carriers;

c) Operation of the evacuation power unit.

3.3.1.2 Requirements for signs.

(a) The design of any sign as well as its support and the installation procedure of such sign shall be considered a minor modification if the sign or aggregate of signs on a given tower is greater than three feet square (nine square feet).

(b) Signs, fasteners, or supporting members shall not interfere with the operation of the tramway.

(c) The design of structural components shall be reviewed to consider the increase in loading caused by any sign.

(d) Signs shall not interfere with passenger or attendant vision.

3.3.1.3 Operational plan for transportation of recreational equipment. Each licensee shall have an operational plan that has procedures for transportation of sports equipment and recreational devices by foot passengers. This plan shall be consistent with the tramway manufacturer's specifications and instructions, if any.

3.3.2.4.4 Work carrier.

Not required.

Operational procedures for the work carrier shall be developed to include, but not limited to the following;

a) Identification system for work carrier grips, hangers and work platform so that maintenance personnel can clearly identify which work carrier is to be installed on which ropeway;

b) Proper number of carriers on line for work carrier use;

c) Procedure for installing and removing work carrier. Procedure shall include slip testing of clamping grip before use either by manual means or by the grip testing system;

d) Communications protocol between maintenance personnel and operator for starting, stopping, travel and applicable Lockout-Tagout;

e) Line speed while in use;

f) Installing and removing any additional work platforms and guard rails for travelling through terminals to include signage where needed to accomplish procedure;

g) Positioning of personnel on work platform while in motion;

h) Positioning of equipment and supplies in work carrier so that carrier hangs properly while in motion;

i) Rescue of maintenance personnel.

3.3.2.5 Operational requirements.

3.3.2.5.1 General.

The owner and supervisor of each aerial lift shall review the requirements of Section 3 and referenced Annexes of this standard to ascertain that original design and installation conditions have not been altered in a manner so as to violate the requirements of the standard.

3.3.2.5.2 Preoperational minimum ridership requirements.

Each licensee shall have an operational plan that identifies criteria for pre- operational tramway inspections for the transportation of personnel on aerial ropeways. Implementation of these procedures is intended for the protection of all personnel and shall be the responsibility of the area operator, supervisor, and the authorized individual.

The preoperational plan shall include, but not be limited to: Minimum Requirements Prior to the daily preoperational ride and the completion of X.3.2.4.2 Daily preoperational inspection, or any initial start-up of the ropeway, the following minimum steps shall be taken;

1. At least one brake and stop switch has been operated and proves to function properly, and either items 2 or 3 are performed.

2. The ropeway is operated slowly for a minimum of three minutes, or a length of time equal to the time a carrier takes to cross the longest span on the installation.

3. The lift line is visually inspected in one of two ways:

1. a) The entire lift line is visually inspected from the ground by trained personnel.
2. b) The lift line inspection occurs while riding the aerial ropeway. If this method is used, the first rider shall be in constant communication with the operator.

The plan shall also include the following requirements:

1. i) Evacuation of pre-ride personnel. The number of available evacuation personnel, the method of transportation of those persons, the required evacuation equipment and the method of transport of evacuated personnel.
2. ii) Trained operational and maintenance availability. A requirement that trained operational and maintenance personnel shall be immediately available to attempt to restart the tramway if the tramway stops.

For the purpose of this Rule, “area employee” means an individual: (1) who performs services for an area operator, as that term is defined by section 12-150- 103(1), C.R.S.; (2) who receives financial compensation directly from the area operator for those services; and (3) whose services only the area operator has the right to control (i.e., the area operator has the right to direct the services the individual will perform for the area operator and how the individual will perform those services).

A. For Licensed Ropeways and Unlicensed Ropeways After Initial Testing, including Expired Licenses An area employee that is directly related to the opening of the aerial lift (i.e. Ski Patrol, Lift Maintenance, and Lift Operators) shall conduct the pre-operational inspection ride. If any other area employee is to ride the lift prior to the completion of the pre-operational inspection, the personnel responsible for the pre-operational inspection ride shall ride in the first carriers in front of the area employee. As used in this Rule, the term “area employee” specifically excludes independent contractors, subcontractors, vendors, and their personnel.

B. Unlicensed Ropeways Prior to Testing and Licensing Only personnel related to the completion of the construction, operation, and buildings directly related to the operation of the tramway may be transported by the tramway prior to testing and licensing.

3.3.2.5.3 Starting.

Following procedural clearances, the aerial lift shall be started by the operator or at the direction of the operator. Capability for starting from other locations may be provided for maintenance or emergency operation.

3.3.2.5.4 Loading and unloading platforms.

The maze or corral, loading platform surface, breakover point, and the load/unload seat height shall be reasonably maintained according to the prevailing weather conditions and established procedures.

3.3.2.5.5 Stops.

After any stop of an aerial lift, the operator shall determine the cause of the stop, and not restart until clearance has been obtained from all attended stations.

3.3.2.5.6 Termination of daily operations.

Procedures shall be established for terminating daily operations in such a manner that passengers will not be left on the aerial lift after it has been shut down. Loading ramps, as required, shall be closed and so marked. When either loading or unloading portions of an intermediate station are not in operation, it shall be so signed and the loading station shall be closed to public access.

3.3.2.5.7 Damage to carriers.

Should any carrier become damaged or otherwise rendered unfit for passenger transportation during normal operation, it shall be clearly and distinctively marked and not used for passengers until repaired or replaced. It shall be removed from the line as soon as feasible.

3.3.2.5.8 Hazardous conditions.

When wind or icing conditions are such that operation is hazardous to passengers or equipment, according to predetermined criteria based upon the area’s operational experience and the designer’s design considerations, the aerial lift shall be unloaded and the operation discontinued. If necessary under the predetermined criteria, device(s) shall be installed at appropriate location(s) to ascertain wind velocity and direction when aerial lifts are operated. No aerial lift shall operate when there is an electrical storm in the immediate vicinity. Should such conditions develop while the aerial lift is in operation, loading of passengers shall be terminated, and operation shall be continued only as long as necessary to unload all passengers. When such shutdown has been caused by an electrical storm, grounding of control circuits and haul ropes that are used as conductors in communication systems is permissible. Such grounding shall be removed prior to resumption of passenger operations.

3.3.2.5.9 Bypass requirements.

The use of temporary circuits that have been installed for the purpose of bypassing failed electrical circuit(s) (see 3.2.6) shall meet these requirements in the following order:

a) The condition that the circuit indicated is in default shall be thoroughly inspected to ensure an electrical operating circuit malfunction, rather than the indicated condition, actually exists;

b) The bypass shall be authorized only by the aerial lift supervisor or his/her designated representative;

c) When a bypass is in operation, the function bypassed shall be under constant, close visual observation;

d) The use of a bypass circuit shall be logged and shall indicate when, who authorized, and for what duration a bypass was used;

e) The operator control panel shall indicate that a bypass is in use.

3.3.2.5.10 Evacuation. (See ANSI 2017 Rule 3.3.2.5.7 for Requirements)

3.3.5.6 Software parameter log.

A software parameters log shall be maintained for each aerial lift. This log is intended for changes in software parameters that can be altered which affect the supervision circuit. The log shall include, but not be limited to:

a) Current software parameter values;

b) Changes to software parameter values;

c) Date of changes made;

d) Documentation of testing for each change of parameter values;

e) Personnel making parameter changes.

Section 4 Fixed grip aerial lifts Note: Timeframes relate to the ropeway installation date or modification date whichever controls, unless otherwise noted.

4.1.1.3.1 Location of power lines.

Jan, 1, 1977 to Present:

Power lines shall be located a minimum distance equal to the height of poles or support structures from any passenger tramway so that poles and electrical lines cannot touch any portion of the tramway, loading or unloading points or platforms and tow path, if applicable, upon collapse of poles or lines, unless suitable and approved precautions are taken to safeguard human lives.

4.1.1.3.2 Air space requirements.

1. 4.1.1.3.2.1 Structures.

   Note: Timeframes stated for this Rule define the air space requirements for each ropeway at the time when the encroachment was known to the area and DO NOT pertain to the installation date of the ropeway. May 15, 2000 to Present:

   No passenger tramway installation shall be permitted to operate when a structure encroaches into the air space of the passenger tramway, defined as the area bounded by vertical planes commencing at a point thirty-five feet from the intersection of the vertical planes of the ropes or cables and ground surface.

   For purposes of this Rule, buildings controlled by the licensee used primarily for maintenance and operation of the lift and other tramways shall not be considered structures; however, buildings must comply with the following.

2. (1) No flammable liquids may be stored in the building outside of a UL listed container or storage cabinet, unless such flammable liquids are in the original containers and intended for daily usage. Quantities must be consistent with normal daily use. Class I or II flammable storage materials shall be limited to 2 gallons in a UL listed container and must be stored either in an outside storage area or in a UL listed cabinet.
3. (2) The building must be within the view of the attendant but not impair the sight line of the lift.
4. (3) Entrances to all machinery, operators', and attendants' rooms shall be locked when not in use. Unattended entrances accessible to public, which may be left open, shall be equipped with barriers to prevent entry.
5. Jan. 1, 1994 to May 15, 2000:

   No passenger tramway installation shall be permitted to operate when a structure encroaches into the air space of the passenger tramway, defined as the area bounded by planes having an outward slope of one horizontal and two vertical and commencing at a point twenty (20) feet horizontally outside of the intersection of the vertical planes of ropes or cables and ground surface.

6. Dec. 30, 1977 to Jan. 1, 1994:

   No passenger tramway installation shall be permitted whenever the Passenger Tramway Operator does not have permanent and irrevocable control of the following air space (except when the passenger tramway is located on Forest Service land): the area bounded by planes having an outward slope of one horizontal and two vertical and commencing at a point twenty feet horizontally outside of the intersection of the vertical planes of ropes or cables and ground surface.

   Prior to Dec. 30, 1977:

   None required

7. 4.1.1.3.2.2 Cables or ropes.

   Note: Timeframes stated for this Rule define the air space requirements for each ropeway at the time when the encroachment was known to the area and DO NOT pertain to the installation date of the ropeway. May 15, 2000 to Present:

   Any cable or rope installed on or near a ropeway that may represent a hazard to the ropeway shall be monitored to automatically stop the ropeway if the cable or rope fails. Failure would be defined as per Section 23.1 (g).

   EXCEPTION: Track or haul ropes are excluded from this Rule. Prior to May 15, 2000:

   Not required

4.1.1.5.2 Clearances.

Jan, 1, 1984 to Nov. 1, 1991:

Terminals and towers shall be designed and installed to provide the clearances as herein specified and to minimize surge of the line under operating conditions. Local wind conditions shall be taken into consideration. The minimum distance between passing carriers, each swung 10 degrees inward from the vertical, shall be the greater of the following:

a) 2 feet 6 inches b) 1/2% of the span length (applies to gondolas only).

The distance between haul ropes, (or track cables), for the purpose of these checks, shall be considered as equal to the gauge of the line. External structures, posts, or obstructions, other than lift structural components, shall have at least 4 feet (1.22 meters) of clearance from either edge of a loaded open carrier passenger seat or open cabin body (measured from the outermost attachments on or parts of the carrier while the carrier is hanging in a vertical position).

Dec. 31, 1977 to Jan. 1, 1984:

Terminals and towers shall be designed and installed to provide the clearances as herein specified and to minimize surge of the line under operating conditions. Local wind conditions shall be taken into consideration. The minimum distance between passing carriers, each swung 10 degrees inward from the vertical, shall be the greater of the following:

a) 2 feet 6 inches b) 1/2% of the span length (applies to gondolas only).

The distance between haul ropes, (or track cables), for the purpose of these checks, shall be considered as equal to the gauge of the line. Prior to Dec. 31, 1977:

All towers shall be equipped with guards to prevent contact of carriers or hangers with a tower structure or tower machinery except that such guards shall not be required if such contact does not occur when the carrier is swung freely 15 degrees from the vertical position.

In the absence of guards described herein, the following minimum clearances shall prevail when the carrier is swung inward 10 degrees from the vertical position:

(1) on chair lifts

1. (a) 18 inches between inside limit of passenger seat and tower clearance line or surface.
2. (b) 12 inches between innermost point on chair structure and tower clearance line or structure.

(2) on Gondola lifts:

1. a) With the windows open on the tower side, 18 inches between innermost point on carrier and tower clearance line or structure.
2. (b) With screened or closed windows on the tower side, 12 inches. Guards shall be so shaped and located that a 30- degree lateral swing from vertical shall not place and part of the loaded or empty carrier on the inner side of the guard.

On all towers, with or without guards, when a carrier is swung longitudinally by 15 degrees, there shall be no contact between any obstruction and any part of the carrier.

1. 4.1.1.5.2.2 Special requirements for chair lifts.

   The following clearance requirements shall be met to prevent entanglement of skis with tower structure. Clearance is here defined to mean the distance between inner limit of passenger seat and clearance line or surface of tower.

   With the chair swinging laterally 10 degrees from the vertical position, or to the limit permitted by the guards, if any, if clearance is less than 24 inches from any open frame tower or 18 inches from any closed tubular tower, guards shall be provided on the up-going side to keep skis from being caught in the structure. Such guards shall be at least 72 inches in height, extending 36 inches above and below average foot level. A tubular tower with permanent ladder rungs shall be considered as an open frame tower, with the following exceptions:

2. (1) If the ladder rungs are on the uphill side and are covered by simple fascia boards or equivalent over the previously mentioned 72-inch range, the tower may be considered as a closed tubular tower with respect to uphill skier traffic.
3. (2) If it can be demonstrated that ski tips can not be caught in the rungs of the ladder, the tower may be considered as a closed tubular tower.

4.1.1.5.3 Terminal clearances.

Prior to Nov. 1, 1991:

Not required.

4.1.1.6 Structures and foundations.

All structures and foundations shall be designed and constructed in conformance with 1.3 and shall be appropriate for the site. Applied design loads shall include dead, live, snow, wind, and dynamic loads due to normal conditions and for foreseeable abnormal conditions.

Structures and foundations located in snow creep areas shall be designed for such conditions and loads, or protective structures shall be provided as required by the conditions.

4.1.1.11.2 Acceptance tests.

Before an aerial lift that is new or relocated or that has not been operated for routine maintenance within the previous 2 years is opened to the public, it shall be given thorough tests by qualified personnel to verify compliance with the plans and specifications of the designer. The designer or manufacturer shall propose and submit an acceptance test procedure.

Test load per carrier shall be 110% of the design live load. Thorough load and operating tests shall be performed under full loading and any partial loadings that may provide the most adverse operating conditions. The functioning of all push- button stops, automatic stops, limit switches, deropement switches, and communications shall be checked. Acceleration and deceleration rates shall be satisfactory under all loadings (see 4.1.2.4). Motive power and all braking and rollback devices (see 4.1.2.6) shall be proved adequate under the most adverse loadings.

On systems operating at 600 feet per minute (3 meters per second) or greater, a plot of rope speed versus time shall be recorded for stops that the manufacturer or Qualified Engineer has designated in the acceptance test procedure. As a minimum, the plot shall show the rope speed every 0.2 seconds from the initiation of the stop to when the rope is stopped. The final brake system settings and brake test values shall be documented in the acceptance test results. Any changes to software logic that would affect a Protection or Operation Circuit after the start of initial testing shall result in a restart of testing to ensure software logic changes have not affected those systems already tested. Retesting for changes in software parameters shall be at the discretion of the Authorities Having Jurisdiction (AHJ).

4.1.2.1.2 Evacuation power unit.

An evacuation power unit (see 1.4 – evacuation power unit) with an independent power source shall be provided that can readily be used to unload the lift in the event of failure of the prime mover. The evacuation power unit shall not depend upon the mechanical integrity of any other power unit to drive the aerial lift. This unit shall be electrically wired to meet the requirements of 4.2.3.1 so that it can be stopped by the Emergency Shutdown Circuit. As a minimum, the evacuation power unit shall be capable of starting and moving a line with all carriers loaded to 110% of capacity in weight in a forward direction at not less than 100 feet per minute (0.51 meters per second).

The evacuation power unit shall be designed to become operational and move all the carriers to or through terminal areas within 1 hour from the time of initiating its connection.

4.1.2.1.3 Power unit interlock.

Prior to May 15, 2006:

Not required.

4.1.2.5 Stops and shutdowns.

For all stops, the minimum average rate of the rope deceleration shall be 1.0 feet per second squared (0.30 meters per second squared) averaged from the beginning to the end of stop. The maximum rate of the rope deceleration shall be 5 feet per second squared (1.52 meters per second squared). These rates measurements shall be measured over any one second interval under any operating condition and referenced to the rope speed at the drive terminal.

See table 4-3 for minimum and maximum stopping times and distances. Normal stop (see 1.4 – normal stop). If a service brake is required (see table 4-4), it shall have been applied by the time the aerial lift comes to a stop. Emergency shutdown: (see 1.4 – emergency shutdown). If a service brake is required (see table 4-4), it shall have been applied by the time the aerial lift comes to a stop. The designer shall designate which control functions of the aerial lift system shall initiate an emergency shutdown.

The designer may define other stopping modes other than normal and emergency shutdown. For other stopping modes, the designer shall specify the method of stopping, including the type and timing of brake(s) that may be applied, and the stopping criteria. Table 4-3 Minimum and Maximum Stopping Times and Distances Speed In Meters/Second Speed In Feet/Minute Speed Time Distance Speed Time Distance m/s Seconds Meters ft/min Seconds Feet Max. Min. Max. Min. Max. Min. Max. Min.

1.2 4.00 0.79 2.40 0.47 240.0 4.00 0.80 8.00 1.60

1.3 4.33 0.86 2.82 0.56 260.0 4.33 0.87 9.39 1.88

1.4 4.67 0.92 3.27 0.64 280.0 4.67 0.93 10.89 2.18

1.5 5.00 0.99 3.75 0.74 300.0 5.00 1.00 12.50 2.50

1.6 5.33 1.05 4.27 0.84 320.0 5.33 1.07 14.22 2.84

1.7 5.67 1.12 4.82 0.95 340.0 5.67 1.13 16.06 3.21

1.8 6.00 1.18 5.40 1.07 360.0 6.00 1.20 18.00 3.60

1.9 6.33 1.25 6.02 1.19 380.0 6.33 1.27 20.06 4.01

2.0 6.67 1.32 6.67 1.32 400.0 6.67 1.33 22.22 4.44

2.1 7.00 1.38 7.35 1.45 420.0 7.00 1.40 24.50 4.90

2.2 7.33 1.45 8.07 1.59 440.0 7.33 1.47 26.89 5.38

2.3 7.67 1.51 8.82 1.74 460.0 7.67 1.53 29.39 5.88

2.4 8.00 1.58 9.60 1.89 480.0 8.00 1.60 32.00 6.40

2.5 8.33 1.64 10.42 2.06 500.0 8.33 1.67 34.72 6.94

2.6 8.67 1.71 11.27 2.22 520.0 8.67 1.73 37.56 7.51

2.7 9.00 1.78 12.15 2.40 540.0 9.00 1.80 40.50 8.10

2.8 9.33 1.84 13.07 2.58 560.0 9.33 1.87 43.56 8.71

2.9 9.67 1.91 14.02 2.77 580.0 9.67 1.93 46.72 9.34

3.0 10.00 1.97 15.00 2.96 600.0 10.00 2.00 50.00 10.00

3.1 10.33 2.04 16.02 3.16 620.0 10.33 2.07 53.39 10.68

3.2 10.67 2.11 17.07 3.37 640.0 10.67 2.13 56.89 11.38

3.3 11.00 2.17 18.15 3.58 660.0 11.00 2.20 60.50 12.10

3.4 11.33 2.24 19.27 3.80 680.0 11.33 2.27 64.22 12.84

3.5 11.67 2.30 20.42 4.03 700.0 11.67 2.33 68.06 13.61

3.6 12.00 2.37 21.60 4.26 720.0 12.00 2.40 72.00 14.40

3.7 12.33 2.43 22.82 4.50 740.0 12.33 2.47 76.06 15.21

3.8 12.67 2.50 24.07 4.75 760.0 12.67 2.53 80.22 16.04

3.9 13.00 2.57 25.35 5.00 780.0 13.00 2.60 84.50 16.90

4.0 13.33 2.63 26.67 5.26 800.0 13.33 2.67 88.89 17.78

4.1 13.67 2.70 28.02 5.53 820.0 13.67 2.73 93.39 18.68

4.2 14.00 2.76 29.40 5.80 840.0 14.00 2.80 98.00 19.60

4.3 14.33 2.83 30.82 6.08 860.0 14.33 2.87 102.72 20.54

4.4 14.67 2.89 32.27 6.37 880.0 14.67 2.93 107.56 21.51

4.5 15.00 2.96 33.75 6.66 900.0 15.00 3.00 112.50 22.50

4.6 15.33 3.03 35.27 6.96 920.0 15.33 3.07 117.56 23.51

4.7 15.67 3.09 36.82 7.27 940.0 15.67 3.13 122.72 24.54

4.8 16.00 3.16 38.40 7.58 960.0 16.00 3.20 128.00 25.60

4.9 16.33 3.22 40.02 7.90 980.0 16.33 3.27 133.39 26.68

5.0 16.67 3.29 41.67 8.22 1000.0 16.67 3.33 138.89 27.78

5.1 17.00 3.36 43.35 8.56 1020.0 17.00 3.40 144.50 28.90

5.2 17.33 3.42 45.07 8.89 1040.0 17.33 3.47 150.22 30.04

5.3 17.67 3.49 46.82 9.24 1060.0 17.67 3.53 156.06 31.21

5.4 18.00 3.55 48.60 9.59 1080.0 18.00 3.60 162.00 32.40

5.5 18.33 3.62 50.42 9.95 1100.0 18.33 3.67 168.06 33.61

5.6 18.67 3.68 52.27 10.32 1120.0 18.67 3.73 174.22 34.84

5.7 19.00 3.75 54.15 10.69 1140.0 19.00 3.80 180.50 36.10

5.8 19.33 3.82 56.07 11.07 1160.0 19.33 3.87 186.89 37.38

5.9 19.67 3.88 58.02 11.45 1180.0 19.67 3.93 193.39 38.68

6.0 20.00 3.95 60.00 11.84 1200.0 20.00 4.00 200.00 40.00

4.1.2.6 Brakes and rollback devices.

May 15, 2006 to April 15, 2019:

The aerial lift shall have the following friction-type brakes and other devices as specified in table 4-3:

– service brake (see 4.1.2.6.1);

– drive sheave brake (see 4.1.2.6.2);

– rollback device (see 4.1.2.6.3);

– drive train backstop (see 4.1.2.6.4).

All braking systems shall be designed to ensure that:

a) once the aerial lift begins movement in the intended direction, the brakes are maintained in the open position;

b) the service brake shall not open prior to the drive system developing sufficient torque to prevent overhauling.

EXCEPTION – For an aerial lift that overhauls only in the reverse direction, a drive train backstop may be used in lieu of the above.

c) multiple brakes or brake systems shall not be simultaneously applied such that excessive deceleration is applied to the aerial lift under any anticipated conditions of loading;

d) the failure of one braking system to properly decelerate the aerial lift shall automatically initiate a second braking system, on an overhauling forward direction aerial lift.

The service brake, drive sheave brake, rollback device, and drive train backstop device shall be designed such that failure of one system will not impair the function of the other systems. All brakes shall have the braking force applied by springs, weights, or other approved forms of stored energy.

The service brake, drive sheave brake, rollback, and drive train backstop devices shall be designed to assure operation under all anticipated conditions. Each braking system shall be capable of operation to comply with daily inspections and periodic testing.

The manufacturer or a Qualified Engineer shall furnish a written procedure to be followed, and specify the auxiliary equipment necessary for periodic testing and adjustment of the holding force of each brake and backstop device. The procedure shall additionally specify:

e) the minimum and maximum holding force for the service brake and drive sheave brake independently; and f) the minimum and maximum stopping distance for the service brake and drive sheave brake independently, with a specified loading condition. This baseline procedure shall be performed at the completion of the acceptance test and then at the frequency specified in order to demonstrate the ability of each brake to produce the required force.

Testing shall be accomplished as part of normal maintenance during the operating season, but shall not be performed when the aerial lift is open to the public. As a minimum, this testing shall be performed monthly during the operating season. If a device is permanently installed to cause a brake, rollback, or drive train backstop device to be disabled for testing, it shall be electronically monitored so that the aerial lift cannot be operated in its normal mode when the brakes are so disabled. Prior to May 15, 2006:

The aerial lift shall have the following friction-type brakes and other devices as specified in table 4-3:

– service brake (see 4.1.2.6.1);

– drive sheave brake (see 4.1.2.6.2);

– rollback device (see 4.1.2.6.3);

– drive train backstop (see 4.1.2.6.4).

All braking systems shall be designed to ensure that:

a) once the aerial lift begins movement in the intended direction, the brakes are maintained in the open position;

b) the service brake shall not open prior to the drive system developing sufficient torque to prevent overhauling.

EXCEPTION – For an aerial lift that overhauls only in the reverse direction, a drive train backstop may be used in lieu of the above.

The service brake, drive sheave brake, rollback device, and drive train backstop device shall be designed such that failure of one system will not impair the function of the other systems, and all brakes shall have the braking force applied by springs, weights, or other approved forms of stored energy.

The service brake, drive sheave brake, rollback, and drive train backstop devices shall be designed to assure operation under all anticipated conditions. Stopping distances specified in 4.1.2.5.1 shall be achieved by each brake without the aid of other braking devices or drive regeneration.

Each braking system shall be capable of operation to comply with daily inspections and periodic testing.

A Qualified Engineer shall furnish a written procedure to be followed, and specify the auxiliary equipment necessary for periodic testing and adjustment of the holding force of each brake and backstop device. This procedure shall be performed during the acceptance test, and at the frequency specified, to demonstrate the ability of each brake to produce the required torque.

Such testing shall be accomplished as part of normal maintenance during the operating season, but shall be performed when the aerial lift is not open to the public. If a device is permanently installed to cause a brake, rollback, or drive train backstop device to be disabled for testing, it shall be electronically monitored so that the aerial lift cannot be operated in its normal mode when the brakes are so disabled. Table 4-3 - Required stopping devices Drive Drive Retarding Lift category Service Sheave Rollback train device Brake Brake device backstop (see 4.1.2.4)

Self-braking:

A lift that decelerates, Not Required Not Not Not stops, & remains stopped Required Required Required Required within the service brake performance requirements without a braking device Nonoverhauling: Required* Required Not Not Not A lift that will not accelerate Required Required Required in either direction when it is not driven, but is not self- braking Overhauling, Required Required Required Required Not reverse direction: Required A lift that will accelerate in the reverse direction when it is not driven Overhauling, Required Required Not Not Required forward direction: Required Required A lift that will accelerate in forward direction when it is not driven * A service brake is not required if the overhauling reverse direction lift will meet the service brake stopping requirements under most unfavorable design loading conditions.

4.1.2.6.1 Service brake.

The service brake shall be located at any point in the drive train such that there is no belt, friction clutch, or similar friction-type device between the brake and the drive sheave. The service brake shall not act on the same braking surface as the drive sheave brake.

The service brake shall be an automatic brake to stop and hold the aerial lift under the most unfavorable design loading condition. The deceleration rate or stopping distance specified in 4.1.2.5 shall be achieved by the service brake without the aid of other braking devices or drive regeneration. The brake shall be in a normally applied position. It shall be held open for operation of the aerial lift and shall be applied when the aerial lift is stopped.

4.1.2.6.2 Drive sheave (Bullwheel) brake.

From May 15, 2006 to April 15, 2019 The bullwheel brake shall operate on any drive terminal bullwheel assembly that meets the requirements of 4.1.2.8.2.

The bullwheel brake shall be capable of being activated both manually and automatically to stop and hold the aerial lift under the most unfavorable design loading condition. Deceleration rates or stopping distances specified in 4.1.2.5 shall be achieved by the bullwheel brake without the aid of other braking devices or drive regeneration.

On an aerial lift that is categorized as non-overhauling or self braking (see table 4-4), the bullwheel brake shall act automatically on a reverse direction rotation exceeding 36 inches (915 mm).

On an aerial lift that is categorized as overhauling reverse direction (see table 4- 3), the bullwheel brake shall act automatically as follows:

a) A reverse direction rotation exceeding that which normally activates the rollback device (see 4.1.2.6.3);

b) The speed of the haul rope exceeds the maximum design rope speed by 15% in the reverse direction.

Note – Based on passenger loading, a lift can be categorized as overhauling reverse direction, overhauling forward direction, or both. On an aerial lift that is categorized as overhauling forward direction (see table 4- 4), the bullwheel brake shall act automatically when the speed of the haul rope exceeds the maximum design rope speed by 15% in the forward direction. Application of the bullwheel brake shall automatically disconnect the power source to the power unit in use.

Prior to May 15, 2006 The drive sheave brake shall operate on the drive sheave assembly. The drive sheave brake shall be capable of being activated both manually and automatically to stop and hold the aerial lift under the most unfavorable design loading condition. Deceleration rates or stopping distances specified in 4.1.2.5 shall be achieved by the drive sheave brake without the aid of other braking devices or drive regeneration.

Application of the drive sheave brake shall automatically disconnect the power source to the power unit in use. This brake shall act automatically when the speed of the haul rope exceeds the design value by 15% in either direction of an overhauling lift.

4.1.2.6.3 Rollback device.

The rollback device shall act directly on the drive sheave assembly or on the haul rope. When it has been determined that under the most unfavorable design loading condition, haul rope slippage will not occur, the rollback device may be located at the return sheave assembly. However, the rollback device shall not be located at other than the drive station, unless its location will not decrease the factor of safety of the haul rope below the minimum permissible value whenever the rollback device is statically engaged.

Under the most unfavorable design loading condition, the rollback device shall automatically stop reverse rotation of the aerial lift before the haul rope travels in excess of 36 inches (915 mm) in the reverse direction (see 4.2.3.7 for electrical requirements).

4.1.2.6.4 Drive train backstop.

A drive train backstop device shall conform to the following requirements:

a) A drive train backstop device is a one-way or overrunning clutch device. The drive train shall be so arranged that there is no belt, friction clutch, or similar friction-type device between the backstop device and the drive sheave;

b) The backstop device shall be rated for the maximum design load;

c) Under the most unfavorable design loading condition, the backstop device shall automatically prevent reverse rotation of the aerial lift before the aerial lift travels in excess of 36 inches (915 mm) in the reverse direction.

4.1.2.7 Location of machinery.

4.1.2.7.1 General.

Moving machine parts that normally may be in reach of personnel shall be fitted with guards. Where breakage of a power transmission component can result in injury, provisions shall be made for appropriate containment of said components. Guards and containment shall be done in conformance to American National Standard, ANSI/ASME, B15.1-2000 (R2008), Safety Standard for Mechanical Power Transmission Apparatus. Protection against static electricity shall be provided. Fire-fighting device(s) shall be available (see F.6 in Annex F).

4.1.2.7.2 Machinery not housed in a machine room.

Provisions shall be made to keep the public away from the machinery. All machinery and controls shall be rated for use in their intended environment.

4.1.2.7.3 Machinery housed in a machine room.

May 15, 2011 to April 15, 2019:

The machine room shall be adequately ventilated. It shall have a permanently installed lighting system, adequate for proper machinery maintenance and to reduce the risk of injury to operating personnel. The arrangement of the machinery shall permit proper maintenance. A door with a suitable lock shall be provided, and the design shall keep the public away from the machinery. When a passageway is provided between machines or machinery and walls, a minimum passageway width of 18 inches (460 mm) shall be maintained. Means shall be provided to heat the machine room unless the designer or manufacturer certifies in writing that the drive system machinery is rated for operation in an unheated room.

4.1.2.7.4 Egress.

Jan. 1, 1994 to April 15, 2019:

Permanent stairs and walkways shall be provided for egress from all machinery areas. The maximum angle of inclination for the stairs shall not exceed 70 degrees. Stairs and walkways shall have a minimum width of 18 inches. Stair treads shall have a minimum depth of 4 inches. Walkway surfaces and stair treads shall be constructed of non-skid bar grating or expanded metal. Handrails shall be provided.

Prior to Jan 1, 1994:

Not required.

4.1.2.8.2 Hall rope terminal bullwheels.

May 15, 2006 to April 15, 2019:

Provisions shall be incorporated in the terminal design to retain the terminal bullwheels in their approximate normal operating position in the event of failure of the bearings, shaft, or hub.

Provisions shall be incorporated in the terminal and rope retention design to control the position of the rope, including possible overhaul, to minimize the effects of its departure from its normal operating position. The minimum diameter of terminal bullwheels shall be 80 times the nominal diameter of the haul rope. The bullwheel assembly or related structures shall be designed to minimize the probability of a deropement. A flange extension of 1-1/2 times the rope diameter (measured radially from the bottom of the rope groove) shall be one acceptable means of minimizing the probability of deropement when in full compliance with the provisions of 4.1.2.8.4.

Haul rope terminal bullwheels that act as driving, braking, or holding bullwheels shall be so designed that the haul rope does not slip in the bullwheel groove. The design coefficient of friction for a particular bullwheel liner shall not exceed the values shown in table 4-5.

Table 4-5 Design coefficient of friction for bullwheel liners Bullwheel liner Coefficient of friction Steel or cast iron grooves 0.070 Leather 0.150 Rubber, neoprene, or others 0.205 Prior to May 15, 2006:

Haul rope terminal sheave frames shall be designed to retain the rope in the event of the failure of the sheave, shaft, or mounting. In instances where the sheave is cantilevered, the design working stresses shall not be more than 60% of those otherwise allowable.

The minimum diameter of terminal sheaves shall be 72 times the nominal diameter of the haul rope. The sheave assembly shall be designed to retain the haul rope in the event of a deropement from the sheave. A flange extension of 1- ½ times the rope diameter (measured from the bottom of the rope groove) shall be deemed adequate for retention.

Haul rope terminal sheaves that act as driving, braking, or holding sheaves shall be so designed tht the haul rope does not slip in the sheave groove. The design coefficient of friction for a particular sheave liner shall not exceed the following values:

Sheave Liner Coefficient of Friction Steel or cast iron grooves 0.070 Leather 0.150 Rubber, neoprene, or other 0.205

4.1.2.10 Tension systems.

Prior to May 15, 2006:

Counterweights, hydraulic and pneumatic cylinders, or other suitable devices shall be used to provide the tensioning requirements of the particular installation. All devices used to provide the tension shall have sufficient travel to adjust to all normal operating changes in loading and temperature.

The tension for haul ropes for all modes of operation shall be determined by the design engineer. Tension systems may be automatic or manual; however, all systems shall have monitoring equipment that will automatically prevent operation outside of design limits (see 4.1.2.11.2(c)).

Tension systems may be adjustable to provide proper tensions for different modes of aerial lift operation.

The tension system design shall consider changes, for each mode of operation, in tensions due to rope elongation, friction and other forces affecting traction on driving, braking, or holding sheaves, tower and sheave loading, and maximum vertical loads on grips to assure that tensions remain within design limits.

4.1.2.10.1 Hydraulic and pneumatic systems. (Previously 4.1.2.9.1 in

1. ANSI 1999)

Hydraulic and pneumatic cylinders, when used, shall have sufficient ram travel to accommodate all normal operating changes in loading and temperature. Provisions shall be made to keep the cylinder free from climatic-induced conditions and contaminants that may interfere with free movement. If the system fails to provide the design operating pressure, the aerial lift shall be able to be operated to unload passengers.

Cylinders and their attachments shall each have a minimum factor of safety of 5. The factor of safety is equal to the ultimate tensile strength of the cylinder divided by the maximum steady-state design tension.

The systems providing operating pressure for the cylinder shall have a minimum factor of safety of 5 unless a high-velocity check-valve or flow-control device is used where the pressure line is connected to the cylinder. The check-valve shall be rated to hold twice the normal operating pressure. The remainder of the system shall not exceed the manufacturer’s published working pressures. Provisions shall be made to restrict the movement of pressure lines or hoses should they become severed under pressure. When pneumatic storage cylinders, accumulators, or other similar devices are used, they shall be located so that they cannot be knocked over or damaged.

4.1.2.10.2 Counterweights. (Previously 4.1.2.9.2 in ANSI 1999)

Counterweights, when used, shall be arranged to move freely up and down. Enclosures for counterweights shall be provided where necessary to prevent snow, ice, water, and other materials from accumulating under and around the counterweights and interfering with their free movement. Visual access shall be provided to areas beneath and above all counterweights contained in enclosures or pits. When a counterweight is contained in a structural frame, guides shall be provided to protect the frame and to ensure free movement of the counterweight. Where snow enclosures are not required, guardrails or enclosures shall be provided to prevent unauthorized persons from coming in contact with or passing under counterweights.

4.1.2.10.3 Wire ropes in tension systems. (Previously 4.1.2.9.3 in ANSI

1. 1999)

Wire ropes in tension systems shall have a minimum factor of safety of 6 when new (see 7.1.3.1). On arrangements involving rope reeving, the maximum design static tension with sheave friction taken into account shall be the basis for determining the factor of safety. See 7.3 for additional requirements. No rotation- resistant ropes shall be used in tension systems (see 1.4 B rotation-resistant ropes).

Wire ropes in tension systems shall be adjusted so that the counterweight will reach the end of its travel before the attached tension sheave carriage comes within 6 inches (150 mm) of the end of its travel. When wire ropes are used with pneumatic or hydraulic cylinders, they shall be adjusted so that connecting devices will not contact the reeving devices before the ram reaches the travel limits of the cylinder.

4.1.2.10.4 Chains in tension systems. (Previously 4.1.2.9.4 in ANSI

1. 1999)

Roller, leaf, or welded link chains may be used in tension systems (see section 7).

For chain used as a tensioning component, where the chain does not pass through or around sprockets, the minimum factor of safety shall be 5 (see 7.1.3.3). For applications of chain where any sprockets are used, the minimum factor of safety shall be 6.

4.1.2.10.5 Cable winches or chain adjusting devices. (Previously

1. 4.1.2.9.5 in ANSI 1999)

Winches or other mechanical devices that are used for take-up and remain part of the system shall have a minimum factor of safety of 6 against their ultimate capacity. They shall have a positive lock against release. Where this factor cannot be established by the manufacturer’s endorsement, a device shall be installed on the tension system rope or chain ahead of the winch/mechanical device that will keep the tension system intact in the event of failure or release of the device.

The diameter of the winding drum shall not be less than the specified minimum sheave diameters referenced as Condition C in 4.1.2.7.3 for rope.

4.1.3.1 Towers.

Nov. 1, 1991 to April 15, 2019:

The design of the tower structure and foundation shall be in accordance with the requirements of 4.1.1.6. Where guyed towers are used and guys intersect the ground within or near ski runs, the guys shall be marked for visibility. Means shall be provided for ready access from the ground to all tower tops. Permanent ladders are required for heights above those accessible by portable ladders. Portable ladders, if used, shall be in at least sufficient quantity to be available at each point where attendants are positioned. Portable ladders extending more than 20 feet (6.10 meters) shall not be used.

Permanent anchor points shall be provided on all tower tops for the attachment of fall protection devices.

Towers shall be identified with successive numbers clearly visible to passengers. Where towers are designed to permit variations in rope height, sheave unit supports shall be guided and attached so as to prevent misalignment by rotation during normal operation.

Prior to Nov. 1, 1991:

The design of the tower structure and foundation shall be in accordance with the requirements of 4.1.1.6. Where guyed towers are used and guys intersect the ground within or near ski runs, the guys shall be marked for visibility. Means shall be provided for ready access from the ground to all tower tops. Permanent ladders are required for heights above those accessible by portable ladders. Portable ladders, if used, shall be in at least sufficient quantity to be available at each point where attendants are positioned. Portable ladders extending more than 20 feet (6.10 meters) shall not be used.

Towers shall be identified with successive numbers clearly visible to passengers. Where towers are designed to permit variations in rope height, sheave unit supports shall be guided and attached so as to prevent misalignment by rotation

4.1.3.3.2 Sheave and sheave unit design.

May 15, 1994 to April 15, 2019:

Sheave flanges shall be as deep as possible, considering other features of the system. At the same time, rope grips shall be designed in relation to the sheave groove so as not to contact sheave flanges during normal operations, taking into consideration the anticipated amount of wear of the sheave liner groove. Grips shall be allowed to contact sheave flanges adjacent to the haul rope when the carrier swings, provided that this is considered in the design of the grips and sheaves. Furthermore, rope grips, sheave flanges, and hanger guides shall be designed so that hangers cannot be caught behind guides, and so that haul ropes and grips cannot be deroped from sheaves if the carrier is swinging within design limits as it approaches or passes the tower.

If the gauge of the haul rope system is varied at any point along the line, the horizontal departure at any one tower shall be provided for in the design so that deropement cannot occur by virtue of such a departure.

Sheave unit design shall include the following features:

a) Suitable guards, of sufficient strength to resist the lateral forces caused by an inside deropement, shall be installed;

b) Construction of the entire sheave unit shall be such that the haul rope cannot become entangled in the sheave unit in the event the rope leaves the sheave toward the outside;

c) Sheave mounts or mounting frames shall be designed to be adjustable, allowing the sheave units to be aligned and held in the plane of the rope;

d) On each sheave unit, rope-catching devices shall be installed to reduce the risk of the haul rope moving excessively in the direction of the load on the sheave unit in the event of deropement. These devices shall be located less than one-half the diameter of the sheaves from the normal operating position of the rope and shall extend a minimum of two rope diameters beyond the sheave flange. Alternatively, when the catcher is located so that the rope cannot move in the direction of the load when it passes from the edge of the sheave to a position in the catcher, the catcher shall extend a minimum of two rope diameters beyond the center of the rope when the rope has reached the point where the deropement switch device initiates a stop;

e) Rope-catching devices shall be designed to permit the passage of the haul rope and grips after deropement. The catcher shall be independent from the sheave;

f) On each sheave unit, suitable deropement switch devices shall be installed and maintained that will stop the lift in case of deropement (see 4.2.3.4);

g) On lifts where the carrier speed exceeds 600 feet per minute (3.0 meters per second), at least one device that senses the position of the rope shall be installed (see 4.2.5.2).

See also 4.1.1.5 through 4.1.1.5.3 for the effect of tower height and location on sheave units.

Prior to May 15, 1994:

Sheave flanges shall be as deep as possible, considering other features of the system. At the same time, rope grips shall be designed in relation to the sheave groove so as not to contact sheave flanges during normal operations, taking into consideration the anticipated amount of wear of the sheave liner groove. Grips shall be allowed to contact sheave flanges adjacent to the haul rope when the carrier swings, provided that this is considered in the design of the grips and sheaves. Furthermore, rope grips, sheave flanges, and hanger guides shall be designed so that hangers cannot be caught behind guides, and so that haul ropes and grips cannot be deroped from sheaves if the carrier is swinging within design limits as it approaches or passes the tower.

Suitable guards, of sufficient strength to resist the lateral forces caused by an inside deropement, shall be installed.

Construction of the entire sheave unit shall be such that the haul rope cannot become entangled in the sheave unit in the event the rope leaves the sheave toward the outside.

On each sheave unit, rope-catching devices shall be installed to reduce the risk of the rope moving excessively in the direction of the load on the sheave unit in the event of deropement. These devices shall be located less than one-half the diameter of the sheaves from the normal operating position of the rope and shall extend a minimum of two rope diameters beyond the sheave flange. Alternatively, when the catcher is located so that the rope cannot move in the direction of the load when it passes from the edge of the sheave to a position in the catcher, the catcher shall extend a minimum of two rope diameters beyond the center of the rope when the rope has reached the point where the deropement switch device initiates a stop. Rope-catching devices shall be designed to permit the passage of the haul rope and grips after deropement. The catcher shall be independent from the sheave.

On each sheave unit, suitable deropement switch devices shall be installed and maintained that will stop the lift in case of deropement. On lifts where the carrier speed exceeds 600 feet per minute (3.0 meters per second), at least one device that senses the position of the rope shall be installed on each sheave unit. The device shall initiate a stop before the rope leaves the sheave in the horizontal direction or when the rope is displaced in the vertical direction by one rope diameter plus the distance that the rope is displaced vertically from the sheave by the grip.

If the gage of the haul rope system is varied at any point along the line, the horizontal departure at any one tower shall be provided for in the design so that deropement cannot occur by virtue of such a departure.

Sheave mounts or mounting frames shall be designed to be adjustable, allowing the sheave units to be aligned and held in the plane of the rope. See also 4.1.1.4 through 4.1.1.4.3 for the effect of tower height and location on sheave units.

4.1.4.4.2 Cabin.

May 15, 2000 to May 15, 2006:

Fully enclosed passenger cabins shall be ventilated. They shall be equipped with doors that fill the entire entrance opening. The minimum clearance width opening shall be 32 inches (815 mm). Each door shall be provided with a lock located in such a manner that it can be unlocked only by authorized persons or by automatic means.

The horizontal gap between the cabin door opening floor edge and platform edge shall not be greater than 1 inch (25.4mm). The height of the cabin floor and the platform shall be within ± ½ inch (±12.7mm). Where it is not operationally or structurally practical to meet these requirements, platform devices, vehicle devices, system devices, or bridge plates shall be provided for independent loading.

All windows shall be of shatter-resistant material.

Means of emergency evacuation of passengers shall be provided. The maximum capacity of each cabin, both in pounds and kilograms and number of passengers, shall be posted in a conspicuous place in each cabin (see Annex D).

The minimum clear floor space in accessible cabins shall be 48 inches by 30 inches (1220 mm X 760 mm). Where special accessible cabins are used, it is recommended the waiting interval should not exceed 10 minutes. All carriers shall be clearly identified with numbers located on each end of each carrier.

Semi-open carriers shall meet applicable requirements for enclosed cabins and open chairs.

Jan. 1, 1994 to May 15, 2000:

Fully enclosed passenger cabins shall be ventilated. They shall be equipped with doors that fill the entire entrance opening. The minimum opening door width shall be 32 inches (815 mm). Each door shall be provided with a lock located in such a manner that it can be unlocked only by authorized persons or by automatic means.

The horizontal gap between the cabin door opening floor edge and platform edge shall not be greater than 1 inch (25.4mm). The height of the cabin floor and the platform shall be within 2 inch (12.7mm). Where it is not operationally or structurally practical to meet these requirements, platform devices, vehicle devices, system devices, or bridge plates shall be provided for independent loading.

All windows shall be of shatter-resistant material.

Means of emergency evacuation of passengers shall be provided. The maximum capacity of each cabin, both in pounds and kilograms and number of passengers, shall be posted in a conspicuous place in each cabin. The width of cabin seats shall be at least 18 inches (460 mm) per person. If passengers are to remain standing, floor space of 2.5 square feet (0.232 square meter) per person shall be available. The minimum clear floor space in accessible cabins shall be 48 inches by 30 inches (1220 mm X 760 mm). Where special accessible cabins are used, it is recommended the waiting interval should not exceed 10 minutes.

All carriers shall be clearly identified with numbers located on each end of each carrier.

Semi-open carriers shall meet applicable requirements for enclosed cabins and open chairs.

4.1.4.5.4 Chair safety details.

May 15, 1999 to April 15, 2019:

Each chair shall be equipped with a railing at each side, to a height of not less than 4 inches (100 mm) above the seat for a distance of not less than 12 inches (305 mm) from the back of the seat.

For aerial lifts operating primarily for skiers, the thickness of the chair seat front, including padding, shall not exceed 5 inches (125 mm) from the top of the seating surface to the bottom of the curl. Tilt back angle of the seat bottom should be a minimum of 7 degrees when loaded. Loaded shall mean an evenly distributed load using load test criteria. Provisions shall be made to keep the tails of skis from passing through and becoming trapped in open spaces between framework, safety restraints and chair seat underside.

For aerial lifts operating primarily for foot passengers, each chair shall be equipped with a restraining device that will not open under forward pressure. Prior to May 15, 1999:

Each chair shall be equipped with a railing at each side, to a height of not less than 4 inches (10 cm) above the seat for a distance of not less than 12 inches (30 cm) from the back of the seat.

For aerial lifts operating primarily for foot passengers, each chair shall be equipped with a restraining device that will not open under forward pressure.

4.1.4.5.5 Work carrier design.

A work carrier, when used, shall be of an approved type for the aerial lift on which it is used. Approval shall be by the ropeway manufacturer or a qualified engineer. Work carriers may be approved to be used on different aerial lifts. The work carrier shall be designed by a manufacturer or qualified engineer taking into consideration, but not limited to the following:

a) Supporting a vertical load 4 times the design dead plus live loads without permanent deformations of the assembly or component parts;

b) The grip specified meets 4.1.4.3 through 4.1.4.3.4;

c) Guard rail requirements;

d) Kick plate requirements;

e) Maintenance personnel work and travel positions;

f) Fall protection provisions.

A sign with the maximum live load capacity in pounds and kilograms shall be attached to the work carrier.

NOTE – The live load capacity includes the combined weight of passenger and materials.

4.1.6.2 Maintenance manual.

The designer of each new or relocated aerial lift shall provide with delivery of the installation, a maintenance manual in English for that installation. The manual shall describe recommended maintenance and testing procedures including:

a) Types of lubricants required and frequency of application;

b) Definitions and measurements to determine excessive wear;

c) Recommended frequency of service to specific components, including relocation of fixed grips;

d) Carrier Inspection Plan;

e) Brake testing and adjustment;

f) Dynamic testing procedure.

4.2.1.1 Applicable codes.

May 15, 2006 to April 15, 2019:

All electrical systems shall comply with American National Standard, ANSI/NFPA 70- 2011, National Electrical Code and the Institute of Electrical and Electronics Engineers, IEEE C2-2007, National Electrical Safety Code.

May 15, 2000 to May 15, 2006:

All electrical systems shall comply with 4.2.1.1 Applicable codes of the B77.1-1999 ANSI Standard.

Jan. 1, 1994 to May 15, 2000:

All electrical systems shall comply with 4.2.1.1 Applicable codes of the B77.1-1992 ANSI Standard.

Nov. 1, 1991 to Jan 1, 1994:

All electrical systems shall comply with 4.2.1.1 Applicable codes of the B77.1-1990 ANSI Standard.

Jan. 1, 1984 to Nov 1, 1991:

All electrical systems shall comply with 4.2.1.1 Applicable codes of the B77.1-1982 ANSI Standard.

Jan 1, 1977 to Jan. 1, 1984:

All electrical work shall comply with 4.2.1.1 Applicable codes of the B77.1-1976 ANSI Standard.

Jan 1, 1974 to Jan. 1, 1977:

All electrical work shall comply with 4.2.1.1 Applicable codes of the B77.1-1973 ANSI Standard.

Jan 1, 1972 to Jan 1, 1974:

All electrical work shall comply with 4.2.1.1 Applicable codes of the B77.1-1970 ANSI Standard.

Prior to Jan 1, 1972:

All electrical work shall comply with 4.2.1.1 Applicable codes of the B77.1-1960 ANSI Standard.

4.2.1.2 Location.

May 15, 2006 to April 15, 2019:

All electrical power transmission wiring located near or proposed to cross over conveyors shall comply with the applicable requirements of IEEE C2-2007. May 15, 2000 to May 15, 2006:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 4.2.1.2 Location of the B77.1-1999 ANSI Standard.

Jan. 1, 1994 to May 15, 2000:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 4.2.1.2 Location of the B77.1-1992 ANSI Standard.

Nov. 1, 1991 to Jan 1, 1994:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 4.2.1.2 Location of the B77.1-1990 ANSI Standard.

Jan. 1, 1984 to Nov 1, 1991:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 4.2.1.2 Location of the B77.1-1982 ANSI Standard. Prior to Jan. 1, 1984:

All exposed electrical power transmission wiring shall be so located that in case of collapse or breakage of the power line it will not come into contact with carriers, ropes, or passengers.

4.2.1.3 Protection.

Prior to May 15, 2006:

All transformer stations and other high voltage electrical equipment shall be marked with conspicuous warning signs and shall be protected so as to prevent unauthorized persons from entering the area or coming in contact with any portion of the equipment or wiring. All power equipment shall be protected against overloads by circuit breakers or fuses.

4.2.1.4 Overhead cables.

Prior to May 15, 2006:

Signal, communication, and control circuits may be supported between towers that support the aerial lift. Voltage on overhead or exposed circuits shall be limited to 50 volts with the exception of the intermittent ring-down circuits for telephone systems.

4.2.1.5.5 Ground fault interrupter protection.

Prior to May 15, 2006:

Not required.

4.2.1.6.3 Haul rope grounding.

Jan 1, 1984 to April 15, 2019:

Grounding sheaves with conductive liners or equivalent means should be provided at each end of the tramway for the he purpose of grounding haul ropes and track cables, as applicable, for static electrical discharge. For the haul rope on bicable systems or monocable systems with an isolated or insulated haul rope incorporated in the operating circuitry, no means of grounding are required when the operating circuit takes into consideration static electrical discharge. Prior to Jan 1, 1984:

Not required.

4.2.1.6.4 Lightning protection.

If lightning protection is provided, it shall follow American National Standard, ANSI/NFPA 780-2008, Standard for the Installation of Lightning Protection Systems.

4.2.2 Electrical system circuit design and classification.

May 15, 2006 to April 15, 2019:

The designer or manufacturer responsible for the design shall identify and classify any new electrical circuits not already classified as Protection Circuits, Operations Circuits, or Supervision Circuits Prior to May 15, 2006:

Not required.

4.2.2.1 Circuit priority.

May 15, 2006 to April 15, 2019:

Protection circuits shall have priority over all other circuits. Operation circuits shall have priority over supervision circuits. If any circuit’s function is connected to circuits of a higher level of protection, it shall be classified at the higher level. Prior to May 15, 2006:

Not required.

4.2.3 Protection circuits.

May 15, 2006 to April 15, 2019:

Electrical circuits designed to stop the aerial lift in the event of a malfunction or failure of the aerial lift system shall be classified protection circuits. All aerial lift systems shall contain two or more protection circuit(s) at least one of which shall be designated the emergency shutdown circuit (see 4.2.3.1). Protection circuits shall be energized to permit system operation and when deenergized shall initiate a stop, or shall be of such design to provide the equivalent level of protection.

A protection circuit may include one or more noncomplex elements (see 1.4 – non-complex element) and/or complex electronic elements (see 1.4 – complex electronic element). The designer shall make use through continuous diagnostic coverage (see 1.4 – continuous diagnostic coverage) that the failure of a complex electronic element will cause the aerial lift to stop unless another element in the protection circuit is performing the same function (redundancy). If functional redundancy is implemented, the failure of the first element must be annunciated, at a minimum, at the beginning of operations on a daily basis. The designer or manufacturer shall develop procedures and frequency for testing protection circuits. As a minimum, all protection circuits shall be calibrated and tested annually. Protection circuits include, but are not limited to:

a) Emergency shutdown (see 4.2.3.1);

b) Stop gate (see 4.2.3.2);

c) Tension system fault (see 4.2.3.3);

d) Deropement circuit(s) (see 4.2.3.4);

e) Brake system (see 4.2.3.5);

f) Overspeed (see 4.2.3.6 and 4.2.8(b));

g) Rollback detection device (see 4.2.3.7);

h) Stop cord (see 4.2.9) as applicable.

Prior to May 15, 2006:

Not required.

4.2.3.1 Emergency shutdown circuit.

May 15, 2006 to April 15, 2019:

All aerial lift systems shall include at least one protection circuit labeled emergency shutdown circuit (see 1.4 – emergency shutdown). The shutdown shall have priority over all other control stops or commands. If, for any reason, the operator has lost control of the aerial lift while using the operating control circuitry, the controls shall include an emergency shutdown circuit allowing the operator/attendant to stop the aerial lift. Any one of the following conditions is considered a loss of control of an aerial lift:

a) Aerial lift will not SLOW DOWN when given the command to do so;

b) Aerial lift will not STOP when given the command to do so;

c) Aerial lift OVERSPEEDS beyond control settings and/or maximum design speed;

d) Aerial lift ACCELERATES faster than normal design acceleration;

e) Aerial lift SELF-STARTS or SELFACCELERATES without the command to do so;

f) Aerial lift REVERSES direction unintentionally and without the command to do so.

Prior to May 15, 2006:

Not required.

4.2.3.3 Tension system.

Active tension systems, (i.e. counterweight, hydraulic, etc.) shall have a protection device(s) that will stop the lift when the haul rope tension carriage exceeds its range of normal operations.

4.2.3.4 Deropement switches.

4.2.3.4.1 Sheave unit.

On each sheave unit, suitable deropement detection devices shall be installed and maintained that will stop the lift in case of deropement (see 4.1.3.3.2(f), 4.1.1.5.1(g)).

4.2.3.4.2 Bullwheel.

Device(s) to stop the aerial lift if the haul rope departs the bullwheel from its normal running position.

4.2.3.5 Braking system.

All braking systems shall be designed to ensure that they meet the requirements of 4.1.2.6(a) through 4.1.2.6(d).

4.2.3.6 Overspeed.

If the line speed exceeds the design speed by 10% on an overhauling lift, the service brake, if installed, shall slow and stop the aerial lift automatically. A system or device shall be installed that will automatically apply the bullwheel brake on an overhauling lift when the speed of the haul rope exceeds the design speed by 15% in either direction.

4.2.3.7 Rollback detection device.

The rollback detection device shall activate the rollback device and bring the aerial lift to a stop if unintentional reverse rotation occurs. The rollback device shall automatically stop reverse rotation of the aerial lift before the haul rope travels in excess of 36 inches (915 mm) in the reverse direction (see 4.1.2.6.3).

4.2.8 Electronic speed-regulated drive monitoring.

All electronic speed-regulated drives and electric motors shall shut down in the event of:

a) Field loss (dc motors);

b) Overspeed;

c) Speed feedback loss as applicable;

d) Overcurrent.

4.2.9 Manual control devices.

May 15, 2006 to April 15, 2019:

All automatic and manual stop and shutdown devices shall be of the manually reset type. An exception to this requirement is allowed for magnetic or optically operated automatic stop devices, if the operating circuit is such that it indicates that such devices initiated the stop and the circuit is of the manually reset type.

Manual stop switches (push button) shall be positively opened mechanically and their opening shall not be dependent upon springs.

Manual control devices shall be installed in all attendants’ and operators’ work positions, in machine rooms, and out-of-doors in proximity to all loading and unloading areas. As a minimum, each of these control locations shall include an Emergency Shutdown device and a Normal Stop device. All manual control devices located in or on a control cabinet shall be mounted so that they are in the same plane or face of the cabinet. The control devices shall not be located in a position that would require the operator or attendant to pass through the path of moving carriers in order to operate the controls.

All control devices shall be conspicuously and permanently marked with the proper function and color code.

Prior to May 15, 2006:

All automatic and manual stop and shutdown devices shall be of the manually reset type. An exception to this requirement is allowed for magnetic or optically operated automatic stop devices, if the operating circuit is such that it indicates that such devices initiated the stop and the circuit is of the manually reset type. Manual stop switches (push button) shall be positively opened mechanically and their opening shall not be dependent upon springs. Manual control devices shall be installed in all attendants’ and operators’ work positions, in machine rooms, and out-of-doors in proximity to all loading and unloading areas. As a minimum at downhill loading stations, each of these control locations shall include an Emergency Shutdown device or a Normal Stop device. All manual control devices located in or on a control cabinet shall be mounted so that they are in the same plane or face of the cabinet. The control devices shall not be located in a position that would require the operator or attendant to pass through the path of moving carriers in order to operate the controls. The devices shall be conspicuously and permanently marked with the proper function and color code.

4.2.10 Safety of operating and maintenance personnel.

May 15, 1999 to April 15, 2019:

Provision shall be incorporated in the aerial lift design to render the system inoperable when necessary for the Lock-out Tag-out protection of personnel working on the aerial lift. The sign “Personnel Working on Lift - Do Not Start” or a similar warning sign shall be hung on the main disconnect switch or at control points for starting the power unit(s) when persons are working on the aerial lift.

The aerial lift shall incorporate an audible warning device that signals an impending start of the aerial lift. After the start button is pressed, the device shall sound an audible alarm for a minimum of 2 seconds and shall continue until the aerial lift begins to move. The audible device shall be heard inside and outside all terminals and machine rooms above the ambient noise level. Prior to May 15, 1999:

The sign “Personnel Working on Lift - Do Not Start” or a similar warning sign shall be hung on the main disconnect switch or at control points for starting the power unit(s) when persons are working on the aerial lift.

Provision shall be incorporated in the ropeway design to render the system inoperable when necessary for the Lock-out Tag-out protection of personnel working on the aerial lift.

4.2.11 Electrical system acceptance tests.

Upon completion of the acceptance test and before public operation of the aerial lift, the function of software and/or relay logic shall be certified by a Qualified Engineer. The certification shall be included in the acceptance test report. Any modifications made to the electrical design shall be clearly marked on the onsite documentation and signed by a Qualified Engineer (see 4.1.1.11.2).

4.2.12 Software security.

The “as built” documents shall include a procedure, developed by the aerial lift manufacturer or a Qualified Engineer, to ensure the security of the software logic and operating parameters that will control the aerial lift. Upon completion of the acceptance testing this procedure shall be implemented in a manner that will prevent unauthorized personnel from making changes to the software logic or operating parameters. All programmable logic and parameters shall be documented.

Software programming and changes to the software logic shall be made by a qualified software programmer. Software programmers shall provide documents that include:

1. Software logic development date;

2. Software logic current revision number;

3. Software logic current revision date;

4. List of software logic changes for each revision that explain changes in detail;

5. Name of software logic programmer that made each revision;

6. Testing procedures for each change of software logic;

7. Personnel that completed the testing.

4.2.13 Night operations.

For nighttime operation, operating aerial lifts shall be provided with lighting systems. Lighting shall be provided at loading and unloading areas.

4.2.13.1 Illumination.

Lights shall be located in a manner to provide generally uniform illumination.

4.2.13.2 Types.

Lamps shall be of a type suitable and rated for minimum temperatures of the location. Fixtures shall be designed to maintain proper lamp-operating characteristics.

4.2.13.3 Location.

Lights shall be mounted on substantial poles or standards. Aerial lift towers and terminal structures may be used for supporting lights subject to the following requirements:

a) Approval shall be obtained from a Qualified Engineer;

b) The service conductors to each aerial lift tower or terminal structure shall be underground or in rigid raceways. No wiring shall be supported between towers and no open wiring shall pass over or under the aerial lift;

c) A separate enclosed disconnect or circuit breaker shall be required for each tower or terminal structure;

d) All metallic raceways on a tower or terminal structure shall be grounded;

e) The lighting installation shall not conflict with other requirements of this standard and shall not interfere with operations of the aerial lift in any manner.

4.2.13.4 Emergency lighting.

Emergency lighting shall be provided in the event of electric power failure to permit:

a) Regular unloading of an aerial lift;

b) Emergency evacuation of carriers;

c) Operation of the evacuation drive.

4.3.1.2.1 Requirements for signs.

(a) The design of any sign as well as its support and the installation procedure of such sign shall be considered a minor modification if the sign or aggregate of signs on a given tower is greater than three feet square (nine square feet).

(b) Signs, fasteners, or supporting members shall not interfere with the operation of the tramway.

(c) The design of structural components shall be reviewed to consider the increase in loading caused by any sign.

(d) Signs shall not interfere with passenger or attendant vision.

4.3.1.3 Operational plan for transportation of recreational equipment. Each licensee shall have an operational plan that has procedures for transportation of sports equipment and recreational devices by foot passengers. This plan shall be consistent with the tramway manufacturer's specifications and instructions, if any.

4.3.2.4.4 Work carrier.

Not required.

4.3.2.5 Operational requirements.

4.3.2.5.1 General.

The owner and supervisor of each aerial lift shall review the requirements of Section 4 and referenced Annexes of this standard to ascertain that original design and installation conditions have not been altered in a manner so as to violate the requirements of the standard.

4.3.2.5.2 Preoperational minimum ridership requirements.

Each licensee shall have an operational plan that identifies criteria for pre- operational tramway inspections for the transportation of personnel on aerial ropeways. Implementation of these procedures is intended for the protection of all personnel and shall be the responsibility of the area operator, supervisor, and the authorized individual.

The preoperational plan shall include, but not be limited to: Minimum Requirements Prior to the daily preoperational ride and the completion of X.3.2.4.2 Daily preoperational inspection, or any initial start-up of the ropeway, the following minimum steps shall be taken;

1. At least one brake and stop switch has been operated and proves to function properly, and either items 2 or 3 are performed.

2. The ropeway is operated slowly for a minimum of three (3) minutes, or a length of time equal to the time a carrier takes to cross the longest span on the installation.

3. The lift line is visually inspected in one of two ways:

1. a) The entire lift line is visually inspected from the ground by trained personnel.
2. b) The lift line inspection occurs while riding the aerial ropeway. If this method is used, the first rider shall be in constant communication with the operator.

The plan shall also include the following requirements:

1. i) Evacuation of pre-ride personnel. The number of available evacuation personnel, the method of transportation of those persons, the required evacuation equipment and the method of transport of evacuated personnel.
   1. ii) Trained operational and maintenance availability. A requirement that trained operational and maintenance personnel shall be immediately available to attempt to restart the tramway if the tramway stops.

For the purpose of this Rule, “area employee” means an individual: (1) who performs services for an area operator, as that term is defined by section 12-50- 103(1), C.R.S.; (2) who receives financial compensation directly from the area operator for those services; and (3) whose services only the area operator has the right to control (i.e., the area operator has the right to direct the services the individual will perform for the area operator and how the individual will perform those services).

A. For Licensed Ropeways and Unlicensed Ropeways After Initial Testing, including Expired Licenses An area employee that is directly related to the opening of the aerial lift (i.e. Ski Patrol, Lift Maintenance, and Lift Operators) shall conduct the pre-operational inspection ride. If any other area employee is to ride the lift prior to the completion of the pre-operational inspection, the personnel responsible for the pre-operational inspection ride shall ride in the first carriers in front of the area employee. As used in this Rule, the term “area employee” specifically excludes independent contractors, subcontractors, vendors, and their personnel.

B. Unlicensed Ropeways Prior to Testing and Licensing Only personnel related to the completion of the construction, operation, and buildings directly related to the operation of the tramway may be transported by the tramway prior to testing and licensing.

4.3.2.5.3 Starting.

Following procedural clearances, the aerial lift shall be started by the operator or at the direction of the operator. Capability for starting from other locations may be provided for maintenance or emergency operation.

4.3.2.5.4 Loading and unloading platforms.

The maze or corral, loading platform surface, breakover point, and the load/unload seat height shall be reasonably maintained according to the prevailing weather conditions and established procedures.

4.3.2.5.5 Stops.

After any stop of an aerial lift, the operator shall determine the cause of the stop, and not restart until clearance has been obtained from all attended stations.

4.3.2.5.6 Termination of daily operations.

Procedures shall be established for terminating daily operations in such a manner that passengers will not be left on the aerial lift after it has been shut down. Loading ramps, as required, shall be closed and so marked. When either loading or unloading portions of an intermediate station are not in operation, it shall be so signed and the loading station shall be closed to public access.

4.3.2.5.7 Damage to carriers.

Should any carrier become damaged or otherwise rendered unfit for passenger transportation during normal operation, it shall be clearly and distinctively marked and not used for passengers until repaired or replaced. It shall be removed from the line as soon as feasible.

4.3.2.5.8 Hazardous conditions.

When wind or icing conditions are such that operation is hazardous to passengers or equipment, according to predetermined criteria based upon the area’s operational experience and the designer’s design considerations, the aerial lift shall be unloaded and the operation discontinued. If necessary under the predetermined criteria, device(s) shall be installed at appropriate location(s) to ascertain wind velocity and direction when aerial lifts are operated. No aerial lift shall operate when there is an electrical storm in the immediate vicinity. Should such conditions develop while the aerial lift is in operation, loading of passengers shall be terminated, and operation shall be continued only as long as necessary to unload all passengers. When such shutdown has been caused by an electrical storm, grounding of control circuits and haul ropes that are used as conductors in communication systems is permissible. Such grounding shall be removed prior to resumption of passenger operations.

4.3.2.5.9 Bypass requirements.

The use of temporary circuits that have been installed for the purpose of bypassing failed electrical circuit(s) (see 4.2.6) shall meet these requirements in the following order:

a) The condition that the circuit indicated is in default shall be thoroughly inspected to ensure an electrical operating circuit malfunction, rather than the indicated condition, actually exists;

b) The bypass shall be authorized only by the aerial lift supervisor or his/her designated representative;

c) When a bypass is in operation, the function bypassed shall be under constant, close visual observation;

d) The use of a bypass circuit shall be logged and shall indicate when, who authorized, and for what duration a bypass was used;

e) The operator control panel shall indicate that a bypass is in use.

4.3.2.5.10 Evacuation. (See ANSI 2017 Rule 3.3.2.5.7 for Requirements)

4.3.4.3.1 Carrier inspection plan.

The carrier inspection plan shall include the following:

a) Sampling size and frequency – The inspection plan shall identify the components to be inspected to assure a rotating minimum test sample of 20% of each aerial lifts’ carriers (to include at least 10) every year, or after a maximum of 2000 hours of operations, whichever comes first. EXCEPTION: For chairlifts utilizing insert clips, the sample size shall be a minimum of 33% every two years during the relocation of clips.

b) Inspection requirements – The documented inspection criteria shall include:

1. 1) Types and methods of inspections to be performed;
2. 2) Inspector qualifications;
3. 3) Identification and labeling of critical and non-critical components areas;
4. 4) Pre-inspection preparation and post test inspection treatment of components;
5. 5) Acceptance criteria;
6. 6) Additional sampling and retesting requirements.

Passenger carrier grips, clips, hanger arms or other components installed in a work carrier for line maintenance purposes shall have specific inspection protocols performed and documented before returning to a passenger carrier.

4.3.5.6 Software parameter log.

A software parameters log shall be maintained for each aerial lift. This log is intended for changes in software parameters that can be altered which affect the supervision circuit. The log shall include, but not be limited to:

a) Current software parameter values;

b) Changes to software parameter values;

c) Date of changes made;

d) Documentation of testing for each change of parameter values;

e) Personnel making parameter changes.

Section 5 Surface lifts Note: Timeframes relate to the ropeway installation date or modification date whichever controls, unless otherwise noted.

5.1.1.3.4 Location of power lines.

Jan, 1, 1977 to Present:

Power lines shall be located a minimum distance equal to the height of poles or support structures from any passenger tramway so that poles and electrical lines cannot touch any portion of the tramway, loading or unloading points or platforms and tow path, if applicable, upon collapse of poles or lines, unless suitable and approved precautions are taken to safeguard human lives.

5.1.1.3.5 Air space requirements.

1. 5.1.1.3.5.1 Structures.

   Note: Timeframes stated for this Rule define the air space requirements for each ropeway at the time when the encroachment was known to the area and DO NOT pertain to the installation date of the ropeway. May 15, 2000 to Present:

   No passenger tramway installation shall be permitted to operate when a structure encroaches into the air space of the passenger tramway, defined as the area bounded by vertical planes commencing at a point thirty-five (35) feet from the intersection of the vertical planes of the ropes or cables and ground surface.

   For purposes of this Rule, buildings controlled by the licensee used primarily for maintenance and operation of the lift and other tramways shall not be considered structures; however, buildings must comply with the following.

2. (1) No flammable liquids may be stored in the building outside of a UL listed container or storage cabinet, unless such flammable liquids are in the original containers and intended for daily usage. Quantities must be consistent with normal daily use. Class I or II flammable storage materials shall be limited to 2 gallons in a UL listed container and must be stored either in an outside storage area or in a UL listed cabinet.
3. (2) The building must be within the view of the attendant but not impair the sight line of the lift.
4. (3) Entrances to all machinery, operators', and attendants' rooms shall be locked when not in use. Unattended entrances accessible to public, which may be left open, shall be equipped with barriers to prevent entry.
5. Jan. 1, 1994 to May 15, 2000:

   No passenger tramway installation shall be permitted to operate when a structure encroaches into the air space of the passenger tramway, defined as the area bounded by planes having an outward slope of one horizontal and two vertical and commencing at a point twenty (20) feet horizontally outside of the intersection of the vertical planes of ropes or cables and ground surface.

6. Dec. 30, 1977 to Jan. 1, 1994:

   No passenger tramway installation shall be permitted whenever the Passenger Tramway Operator does not have permanent and irrevocable control of the following air space (except when the passenger tramway is located on Forest Service land): the area bounded by planes having an outward slope of one horizontal and two vertical and commencing at a point twenty (20) feet horizontally outside of the intersection of the vertical planes of ropes or cables and ground surface.

   Prior to Dec. 30, 1977:

   Not required

7. 5.1.1.3.5.2 Cables or ropes.

   Note: Timeframes stated for this Rule define the air space requirements for each ropeway at the time when the encroachment was known to the area and DO NOT pertain to the installation date of the ropeway. May 15, 2000 to Present:

   Any cable or rope installed on or near a ropeway that may represent a hazard to the ropeway shall be monitored to automatically stop the ropeway if the cable or rope fails. Failure would be defined as per Section 23.1 (g).

   1. EXCEPTION: Track or haul ropes are excluded from this Rule. Prior to May 15, 2000:

   Not required

5.1.1.5.2 Clearances.

Prior to Dec. 31, 1977:

A minimum clearance of 36 inches shall be maintained between the base of the tower and the vertical plane of the upward traveling cable. With respect to the downward traveling cable, a minimum clearance of 24 inches shall be provided between towing outfit in its normal position and the tower. This paragraph is not to be construed as preventing the authority having jurisdiction from requiring larger minimum clearances, at its discretion. A definite need for additional clearances arises when it is proposed to transport more than two skiers per towing outfit.

5.1.1.6 Structures and foundations.

All structures and foundations shall be designed and constructed in conformance with 1.3 and shall be appropriate for the site. Applied design loads shall include dead, live, snow, wind, and dynamic loads due to normal conditions and for foreseeable abnormal conditions. Structures and foundations located in snow creep areas shall be designed for such conditions and loads, or protective structures shall be provided as required by the conditions.

5.1.2.8.2 Haul rope terminal sheaves (Bullwheel and deflection

1. sheaves):

Haul rope terminal sheave frames shall be designed to retain the rope in the event of the failure of the sheave, shaft, or mounting. In instances where the sheave is cantilevered, the design working stresses shall not be more than 60% of those otherwise allowable.

The minimum diameter of terminal sheaves shall be 72 times the nominal diameter of the haul rope. The sheave assembly shall be designed to retain the haul rope in the event of a deropement from the sheave. A flange extension of 1- ½ times the rope diameter (measured from the bottom of the rope groove) shall be deemed adequate for retention.

Haul rope terminal sheaves that act as driving, braking, or holding sheaves shall be so designed tht the haul rope does not slip in the sheave groove. The design coefficient of friction for a particular sheave liner shall not exceed the following values:

Sheave Liner Coefficient of Friction Steel or cast iron grooves 0.070 Leather 0.150 Rubber, neoprene, or other 0.205

5.1.2.10 Tension systems.

Counterweights, hydraulic and pneumatic cylinders, or other suitable devices shall be used to provide the tensioning requirements of the particular installation. All devices used to provide the tension shall have sufficient travel to adjust to all normal operating changes in loading and temperature.

The tension for haul ropes for all modes of operation shall be determined by the design engineer. Tension systems may be automatic or manual; however, all systems shall have monitoring equipment that will automatically prevent operation outside of design limits (see 5.2.3.3 and 5.2.5.1 for electrical requirements).

Passive tension systems, (i.e. fixed anchorage) shall have a system or procedure to determine that the ropes and/or cables are within their operating tension range. The manufacturer or Qualified Engineer shall specify the checking procedures and intervals.

Tension systems may be adjustable to provide proper tensions for different modes of surface lift operation.

The tension system design shall consider changes, for each mode of operation, in tensions due to rope elongation, friction, and other forces affecting traction on driving, braking, or holding bullwheels, tower, and sheave loading, and maximum vertical loads on grips to assure that tensions remain within design limits.

5.1.3.1 Towers.

Prior to Nov. 1, 1991:

The design of the tower structure and foundation shall be in accordance with the requirements of 5.1.1.6. Where guyed towers are used and guys intersect the ground within or near ski runs, the guys shall be marked for visibility. Means shall be provided for ready access from the ground to all tower tops. Permanent ladders are required for heights above those accessible by portable ladders. Portable ladders, if used, shall be in at least sufficient quantity to be available at each point where attendants are positioned. Portable ladders extending more than 20 feet (6.10 meters) shall not be used.

Towers shall be identified with successive numbers clearly visible to passengers. Where towers are designed to permit variations in rope height, sheave unit supports shall be guided and attached so as to prevent misalignment by rotation

5.2 Electrical design and installation.

5.2.1 General design and installation testing.

Prior to operation of new surface lifts, or after any modification thereafter of the electrical system, the electrical system shall be tested and shown to meet the requirements of this standard and the test results shall be recorded. Design of all electronic controls and drives shall consider minimum sensitivity to electrical noise and electrical emissions, such as noise spikes from power lines and lightning, radio transmitters, thyristors (SCR),or solenoid of relay noise at levels and frequencies that could initiate loss of control.

5.2.1.1 Applicable codes.

May 15, 2006 to April 15, 2019:

All electrical systems shall comply with American National Standard, ANSI/NFPA 70- 2011, National Electrical Code and the Institute of Electrical and Electronics Engineers, IEEE C2-2007, National Electrical Safety Code.

May 15, 2000 to May 15, 2006:

All electrical systems shall comply with 5.2.1.1 Applicable codes of the B77.1-1999 ANSI Standard.

Jan. 1, 1994 to May 15, 2000:

All electrical systems shall comply with 5.2.1.1 Applicable codes of the B77.1-1992 ANSI Standard.

Nov. 1, 1991 to Jan 1, 1994:

All electrical systems shall comply with 5.2.1.1 Applicable codes of the B77.1-1990 ANSI Standard.

Jan. 1, 1984 to Nov 1, 1991:

All electrical systems shall comply with 5.2.1.1 Applicable codes of the B77.1-1982 ANSI Standard.

Jan 1, 1977 to Jan. 1, 1984:

All electrical work shall comply with 5.2.1.1 Applicable codes of the B77.1-1976 ANSI Standard.

Jan 1, 1974 to Jan. 1, 1977:

All electrical work shall comply with 5.2.1.1 Applicable codes of the B77.1-1973 ANSI Standard.

Jan 1, 1972 to Jan 1, 1974:

All electrical work shall comply with 5.2.1.1 Applicable codes of the B77.1-1970 ANSI Standard.

Prior to Jan 1, 1972:

All electrical work shall comply with 5.2.1.1 Applicable codes of the B77.1-1960 ANSI Standard.

5.2.1.2 Location.

May 15, 2006 to April 15, 2019:

All electrical power transmission wiring located near or proposed to cross over conveyors shall comply with the applicable requirements of IEEE C2-2007. May 15, 2000 to May 15, 2006:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 5.2.1.2 Location of the B77.1-1999 ANSI Standard.

Jan. 1, 1994 to May 15, 2000:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 5.2.1.2 Location of the B77.1-1992 ANSI Standard.

Nov. 1, 1991 to Jan 1, 1994:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 5.2.1.2 Location of the B77.1-1990 ANSI Standard.

Jan. 1, 1984 to Nov 1, 1991:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 5.2.1.2 Location of the B77.1-1982 ANSI Standard. Prior to Jan. 1, 1984:

All exposed electrical power transmission wiring shall be so located that in case of collapse or breakage of the power line it will not come into contact with carriers, ropes, or passengers.

5.2.1.3 Protection.

Prior to May 15, 2006:

All transformer stations and other high voltage electrical equipment shall be marked with conspicuous warning signs and shall be protected so as to prevent unauthorized persons from entering the area or coming in contact with any portion of the equipment or wiring. All power equipment shall be protected against overloads by circuit breakers or fuses.

5.2.1.4 Overhead cables.

Prior to May 15, 2006:

Signal, communication, and control circuits may be supported between towers that support the aerial lift. Voltage on overhead or exposed circuits shall be limited to 50 volts with the exception of the intermittent ring-down circuits for telephone systems.

5.2.1.5.5 Ground fault interrupter protection.

Prior to May 15, 2006:

Not required.

5.2.2 Electrical system circuit design and classification.

May 15, 2006 to April 15, 2019:

The designer or manufacturer responsible for the design shall identify and classify any new electrical circuits not already classified as Protection Circuits, Operations Circuits, or Supervision Circuits.

Prior to May 15, 2006:

Not required.

5.2.2.1 Circuit priority.

May 15, 2006 to April 15, 2019:

Protection circuits shall have priority over all other circuits. Operations circuits shall have priority over supervision circuits. If any circuit’s function is connected to circuits of a higher level of protection, it shall be classified at the higher level. Prior to May 15, 2006:

Not required.

5.2.3 Protection circuits.

May 15, 2006 to April 15, 2019:

Electrical circuits designed to stop the tow in the event of a malfunction or failure of the tow system shall be classified protection circuits. All tow systems shall contain one or more protection circuit(s) at least one of which shall be designated the emergency shutdown circuit (see 5.2.3.1). Protection circuits shall be energized to permit system operation and when deenergized shall initiate a stop, or shall be of such design to provide the equivalent level of protection. A protection circuit may include one or more noncomplex elements (see 1.4 – non-complex element) and/or complex electronic elements (see 1.4 – complex element). The designer shall make use through continuous diagnostic coverage (see 1.4 – continuous diagnostic coverage) that the failure of a complex electronic element will cause the tow to stop unless another element in the protection circuit is performing the same function (redundancy). If functional redundancy is implemented, the failure of the first element must be annunciated, at a minimum, at the beginning of operations on a daily basis.

The designer or manufacturer shall develop procedures and frequency for testing protection circuits. As a minimum, all protection circuits shall be calibrated and tested annually. Protection circuits include, but are not limited to:

a) Emergency shutdown (see 5.2.3.1);

b) Stop gate (see 5.2.3.2);

c) Tension system fault (see 5.2.3.3);

d) Deropement circuit(s) (see 5.2.3.4);

e) Brake system (if installed);

f) Overspeed (if installed)

g) Rollback detection device (if electrical).

Prior to May 15, 2006:

Not required.

5.2.3.1 Emergency shutdown circuit.

May 15, 2006 to April 15, 2019:

All surface lift systems shall include at least one protection circuit labeled emergency shutdown circuit (see 1.4 - emergency shutdown). The shutdown shall have priority over all other control stops or commands. If, for any reason, the operator has lost control of the surface lift while using the operating control circuitry, the controls shall include an emergency shutdown circuit allowing the operator/attendant to stop the surface lift. Any one of the following conditions is considered a loss of control of a surface lift:

a) Tow will not SLOW DOWN when given the command to do so;

b) Tow will not STOP when given the command to do so;

c) Tow OVERSPEEDS beyond control settings and/or maximum design speed;

d) Tow ACCELERATES faster than normal design acceleration;

e) Tow SELF-STARTS or SELF-ACCELERATES without the command to do so;

f) Tow REVERSES direction unintentionally and without the command to do so. Prior to May 15, 2006:

Not required.

5.2.3.3 Tension system.

Active tension systems, (i.e. counterweight, hydraulic, etc.) shall have a protection device(s) that will stop the lift when the haul rope tension carriage exceeds its range of normal operations.

5.2.3.4 Deropement switches.

On each sheave unit, suitable deropement detection devices shall be installed and maintained that will stop the surface lift in case of deropement (see 5.1.3.3.2(f)).

5.2.4 Operation circuits.

An operation circuit is a circuit that provides power to or controls the surface lift machinery. The designer or manufacturer shall identify operation circuits that require periodic testing and develop procedures and frequency for testing. As a minimum, all operation circuits shall be tested and calibrated annually.

Operation circuits include, but are not limited to:

a) Power circuits;

b) Drive fault circuits;

c) Normal stop (see 1.4 – normal stop and 5.1.2.5);

d) Speed command circuits (i.e., fast, slow, etc.);

e) Internal combustion engine speed control.

5.2.5 Supervision circuits.

Supervision circuits include all communications systems. In addition, supervision circuits may be provided to monitor or supervise the performance of various surface lift systems or provide the surface lift operator with system information.

The designer or manufacturer shall identify supervision circuits that require periodic testing and develop procedures and frequency for testing supervision circuits. As a minimum, all supervision circuits shall be calibrated and tested annually.

Supervision circuits may include, but are not limited to:

a) Telephone and sound powered systems (see 5.1.1.7);

b) Information display circuits;

c) Audible warning devices (see 5.2.10);

d) Overhead cable supervision (5.2.1.4);

e) Wind speed and direction sensors and display units;

f) Gearbox oil pressure, oil flow, and temperature;

g) Pneumatic and hydraulic tension system pressure (see 5.2.5.1).

5.2.5.1 Pneumatic and hydraulic tension systems.

When pneumatic or hydraulic tension systems are used, pressure-sensing devices shall also be incorporated that will stop the surface lift system in case the operating pressure goes above or below the design pressure range. Such pressure-sensing devices shall be located close to the actual tensioning device. It shall not be possible to isolate the pressure sensor from the actual tensioning device.

5.2.6 Bypass circuits.

A temporary circuit may be installed for the purpose of bypassing failed electrical circuits. The use of these bypass circuits shall meet the requirements of 5.3.2.5.9.

5.2.7 Electrical prime mover.

All surface lift systems equipped with electrical prime movers (electrical motors) shall have phase-loss protection on all power phases and under voltage protection or over voltage protection, or both, when speed regulation can be adversely affected by such voltage variations.

5.2.8 Electronic speed-regulated drive monitoring.

All electronic speed-regulated drives and electric motors shall shut down in the event of:

a) Field loss (dc motors);

b) Overspeed;

c) Speed feedback loss as applicable;

d) Overcurrent.

5.2.9 Manual control devices.

All automatic and manual stop and shutdown devices shall be of the manually reset type. An exception to this requirement is allowed for magnetic or optically operated automatic stop devices, if the operating circuit is such that it indicates that such devices initiated the stop and the circuit is of the manually reset type.

Manual stop switches (push button) shall be positively opened mechanically and their opening shall not be dependent upon springs.

Manual control devices shall be installed at all attendants’ and operators’ work positions, in machine rooms, and out-of-doors in proximity to all loading and unloading areas. As a minimum, each of these control locations shall include an Emergency Shutdown device. All manual control devices located in or on a control cabinet shall be mounted so that they are in the same plane or face of the cabinet. The control devices shall not be located in a position that would require the operator or attendant to pass through the path of moving carriers in order to operate the controls. The devices listed in Annex E shall be conspicuously and permanently marked with the proper function and color code.

5.2.10 Safety of operating and maintenance personnel.

Provision shall be incorporated in the surface lift design to render the system inoperable when necessary for Lock-out Tag-out protection of personnel working on the surface lift. The sign “Personnel Working on Lift - Do Not Start” or a similar warning sign shall be hung on the main disconnect switch or at control points for starting the power unit(s) when persons are working on the surface lift.

The surface lift shall incorporate an audible warning device that signals an impending start of the surface lift. After the start button is pressed, the device shall sound an audible alarm for a minimum of 2 seconds and shall continue until the surface lift begins to move. The audible device shall be heard inside and outside all terminals and machine rooms above the ambient noise level.

5.2.11 Electrical system acceptance tests.

Upon completion of the acceptance test and before public operation of the surface lift, the function of software and/or relay logic shall be certified by a Qualified Engineer. The certification shall be included in the acceptance test report. Any modifications made to the electrical design shall be clearly marked on the onsite documentation and signed by a Qualified Engineer (see 5.1.1.11.2).

5.2.12 Software security.

The “as built” documents shall include a procedure, developed by the lift manufacturer or a Qualified Engineer, to ensure the security of the software logic and operating parameters that will control the surface lift. Upon completion of the acceptance testing this procedure shall be implemented in a manner that will prevent unauthorized personnel from making changes to the software logic or operating parameters. All programmable logic and parameters shall be documented.

5.2.13 Night operations.

For nighttime operation, operating surface lifts shall be provided with lighting systems. The entire tow path shall be lit.

5.2.13.1 Illumination.

Lights shall be located in a manner to provide generally uniform illumination.

5.2.13.2 Types.

Lamps shall be of a type suitable and rated for minimum temperatures of the location. Fixtures shall be designed to maintain proper lamp-operating characteristics.

5.2.13.3 Location.

Lights shall be mounted on substantial poles or standards. Surface lift towers and terminal structures may be used for supporting lights subject to the following requirements:

a) Approval shall be obtained from a Qualified Engineer;

b) The service conductors to each surface lift tower or terminal structure shall be underground or in rigid raceways. No wiring shall be supported between towers and no open wiring shall pass over or under the surface lift;

c) A separate enclosed disconnect or circuit breaker shall be required for each tower or terminal structure;

d) All metallic raceways on a tower or terminal structure shall be grounded;

e) The lighting installation shall not conflict with other requirements of this standard and shall not interfere with operations of the surface lift in any manner.

5.2.13.4 Emergency lighting.

Emergency lighting shall be provided in the event of electric power failure to permit regular unloading of the surface lift.

5.3.1.2 Signs.

See normative Annex D for public sign requirements. See 5.2.1.3 for electrical warnings. The sign “Personnel Working on Lift - Do Not Start” or a similar warning sign shall be posted as required by 5.2.10.

See Annex E for Operator Control Device Labels See F.1.5.1 in Annex F for signage requirements for flammable and combustible liquid cabinets.

See F.4.5.7 in Annex F for hidden fuel tank warnings.

5.3.1.2.1 Requirements for signs.

(a) The design of any sign as well as its support and the installation procedure of such sign shall be considered a minor modification if the sign or aggregate of signs on a given tower is greater than three feet square (nine square feet).

(b) Signs, fasteners, or supporting members shall not interfere with the operation of the tramway.

(c) The design of structural components shall be reviewed to consider the increase in loading caused by any sign.

(d) Signs shall not interfere with passenger or attendant vision.

5.3.1.3 Operational plan for transportation of recreational equipment. Each licensee shall have an operational plan that has procedures for transportation of sports equipment and recreational devices by foot passengers. This plan shall be consistent with the tramway manufacturer's specifications and instructions, if any. Section 6 Tows Note: Timeframes relate to the ropeway installation date or modification date whichever controls, unless otherwise noted.

6.1.1.3.3 Location of power lines.

Jan, 1, 1977 to Present:

Power lines shall be located a minimum distance equal to the height of poles or support structures from any passenger tramway so that poles and electrical lines cannot touch any portion of the tramway, loading or unloading points or platforms and tow path, if applicable, upon collapse of poles or lines, unless suitable and approved precautions are taken to safeguard human lives.

6.1.1.3.4 Air space requirements.

1. 6.1.1.3.4.1 Structures.

   Note: Timeframes stated for this Rule define the air space requirements for each ropeway at the time when the encroachment was known to the area and DO NOT pertain to the installation date of the ropeway. May 15, 2000 to Present:

   No passenger tramway installation shall be permitted to operate when a structure encroaches into the air space of the passenger tramway, defined as the area bounded by vertical planes commencing at a point thirty-five (35) feet from the intersection of the vertical planes of the ropes or cables and ground surface.

   For purposes of this Rule, buildings controlled by the licensee used primarily for maintenance and operation of the lift and other tramways shall not be considered structures; however, buildings must comply with the following.

2. (1) No flammable liquids may be stored in the building outside of a UL listed container or storage cabinet, unless such flammable liquids are in the original containers and intended for daily usage. Quantities must be consistent with normal daily use. Class I or II flammable storage materials shall be limited to 2 gallons in a UL listed container and must be stored either in an outside storage area or in a UL listed cabinet.
3. (2) The building must be within the view of the attendant but not impair the sight line of the lift.
4. (3) Entrances to all machinery, operators', and attendants' rooms shall be locked when not in use. Unattended entrances accessible to public, which may be left open, shall be equipped with barriers to prevent entry.
5. Jan. 1, 1994 to May 15, 2000:

   No passenger tramway installation shall be permitted to operate when a structure encroaches into the air space of the passenger tramway, defined as the area bounded by planes having an outward slope of one horizontal and two vertical and commencing at a point twenty (20) feet horizontally outside of the intersection of the vertical planes of ropes or cables and ground surface.

6. Dec. 30, 1977 to Jan. 1, 1994:

   No passenger tramway installation shall be permitted whenever the Passenger Tramway Operator does not have permanent and irrevocable control of the following air space (except when the passenger tramway is located on Forest Service land): the area bounded by planes having an outward slope of one horizontal and two vertical and commencing at a point twenty (20) feet horizontally outside of the intersection of the vertical planes of ropes or cables and ground surface.

   Prior to Dec. 30, 1977:

   Not required

7. 6.1.1.3.4.2 Cables or ropes.

   Note: Timeframes stated for this Rule define the air space requirements for each ropeway at the time when the encroachment was known to the area and DO NOT pertain to the installation date of the ropeway. May 15, 2000 to Present:

   Any cable or rope installed on or near a ropeway that may represent a hazard to the ropeway shall be monitored to automatically stop the ropeway if the cable or rope fails. Failure would be defined as per Section 23.1 (g).

   1. EXCEPTION: Track or haul ropes are excluded from this Rule. Prior to May 15, 2000:

   Not required

6.2 Electrical design and installation.

6.2.1 General design and installation testing.

Prior to operation of newly installed tows, or after any modification thereafter of the electrical system, the electrical system shall be tested and shown to meet the requirements of this standard and the test results shall be recorded. Design of all electronic controls and drives shall consider minimum sensitivity to electrical noise and electrical emissions, such as noise spikes from power lines and lightning, radio transmitters, thyristors (SCR),or solenoid of relay noise at levels and frequencies that could initiate loss of control.

6.2.1.1 Applicable codes.

May 15, 2006 to April 15, 2019:

All electrical systems shall comply with American National Standard, ANSI/NFPA 70- 2011, National Electrical Code and the Institute of Electrical and Electronics Engineers, IEEE C2-2007, National Electrical Safety Code.

May 15, 2000 to May 15, 2006:

All electrical systems shall comply with 6.2.1.1 Applicable codes of the B77.1-1999 ANSI Standard.

Jan. 1, 1994 to May 15, 2000:

All electrical systems shall comply with 6.2.1.1 Applicable codes of the B77.1-1992 ANSI Standard.

Nov. 1, 1991 to Jan 1, 1994:

All electrical systems shall comply with 6.2.1.1 Applicable codes of the B77.1-1990 ANSI Standard.

Jan. 1, 1984 to Nov 1, 1991:

All electrical systems shall comply with 6.2.1.1 Applicable codes of the B77.1-1982 ANSI Standard.

Jan 1, 1977 to Jan. 1, 1984:

All electrical work shall comply with 6.2.1.1 Applicable codes of the B77.1-1976 ANSI Standard.

Jan 1, 1974 to Jan. 1, 1977:

All electrical work shall comply with 6.2.1.1 Applicable codes of the B77.1-1973 ANSI Standard.

Jan 1, 1972 to Jan 1, 1974:

All electrical work shall comply with 6.2.1.1 Applicable codes of the B77.1-1970 ANSI Standard.

Prior to Jan 1, 1972:

All electrical work shall comply with 6.2.1.1 Applicable codes of the B77.1-1960 ANSI Standard.

6.2.1.2 Location.

May 15, 2006 to April 15, 2019:

All electrical power transmission wiring located near or proposed to cross over conveyors shall comply with the applicable requirements of IEEE C2-2007. May 15, 2000 to May 15, 2006:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 6.2.1.2 Location of the B77.1-1999 ANSI Standard.

Jan. 1, 1994 to May 15, 2000:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 6.2.1.2 Location of the B77.1-1992 ANSI Standard.

Nov. 1, 1991 to Jan 1, 1994:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 6.2.1.2 Location of the B77.1-1990 ANSI Standard.

Jan. 1, 1984 to Nov 1, 1991:

All electrical power transmission wiring located near or proposed to cross over aerial lifts shall comply with 6.2.1.2 Location of the B77.1-1982 ANSI Standard. Prior to Jan. 1, 1984:

All exposed electrical power transmission wiring shall be so located that in case of collapse or breakage of the power line it will not come into contact with carriers, ropes, or passengers.

6.2.1.3 Protection.

May 15, 2006 to April 15, 2019:

All electrical equipment with operating voltages above 24 volts nominal shall be marked conspicuously with letters/numbers that are no smaller than ¼ inch (6 mm) in height designating the greatest voltage that may be in the equipment, the number of phases and whether the voltage is alternating or direct current. All electrical equipment rated over 600 volts shall be marked with conspicuous warning signs stating “Danger High Voltage”. EXCEPTION – 120 volt single phase lighting circuits and convenience outlets. All power equipment shall be protected against overloads by circuit breakers or fuses. In locations where electrical equipment, including batteries, is likely to be exposed to physical damage, enclosures or guards shall be so arranged and of such strength as to prevent such damage.

Prior to May 15, 2006:

All transformer stations and other high voltage electrical equipment shall be marked with conspicuous warning signs and shall be protected so as to prevent unauthorized persons from entering the area or coming in contact with any portion of the equipment or wiring. All power equipment shall be protected against overloads by circuit breakers or fuses.

6.2.1.4 Overhead cables.

Prior to May 15, 2006:

Signal, communication, and control circuits may be supported between towers that support the aerial lift. Voltage on overhead or exposed circuits shall be limited to 50 volts with the exception of the intermittent ring-dow circuits for telephone systems.

6.2.1.5.5 Ground fault interrupter protection.

Prior to May 15, 2006:

Not required.

6.2.2 Electrical system circuit design and classification.

May 15, 2006 to April 15, 2019:

The designer or manufacturer responsible for the design shall identify and classify any new electrical circuits not already classified as Protection Circuits, Operations Circuits, or Supervision Circuits Prior to May 15, 2006:

Not required.

6.2.2.1 Circuit priority.

May 15, 2006 to April 15, 2019:

Protection circuits shall have priority over all other circuits. Operations circuits shall have priority over supervision circuits. If any circuit’s function is connected to circuits of a higher level of protection, it shall be classified at the higher level. Prior to May 15, 2006:

Not required.

6.2.3 Protection circuits.

May 15, 2006 to April 15, 2019:

Electrical circuits designed to stop the tow in the event of a malfunction or failure of the tow system shall be classified protection circuits. All tow systems shall contain one or more protection circuit(s) at least one of which shall be designated the emergency shutdown circuit (see 6.2.3.1). Protection circuits shall be energized to permit system operation and when deenergized shall initiate a stop, or shall be of such design to provide the equivalent level of protection. A protection circuit may include one or more noncomplex elements (see 1.4 – non-complex element) and/or complex electronic elements (see 1.4 – complex element). The designer shall make use through continuous diagnostic coverage (see 1.4 – continuous diagnostic coverage) that the failure of a complex electronic element will cause the tow to stop unless another element in the protection circuit is performing the same function (redundancy). If functional redundancy is implemented, the failure of the first element must be annunciated, at a minimum, at the beginning of operations on a daily basis.

The designer or manufacturer shall develop procedures and frequency for testing protection circuits. As a minimum, all protection circuits shall be calibrated and tested annually. Protection circuits include, but are not limited to:

a) Emergency shutdown (see 6.2.3.1);

b) Stop gate (6.2.3.2);

c) Tension system fault (if installed);

d) Overspeed (see 6.2.8).

All automatic and manual stop and shutdown devices shall be of the manually reset type. An exception to this requirement is allowed for magnetic or optically operated automatic stop devices, if the operating circuit is such that it indicates that such devices initiated the stop and the circuit is of the manually reset type.

Manual stop switches (push button) shall be positively opened mechanically and their opening shall not be dependent upon springs.

Prior to May 15, 2006:

Not required.

6.2.3.1 Emergency shutdown circuit.

May 15, 2006 to April 15, 2019:

All tow systems shall include at least one protection circuit labeled emergency shutdown circuit (see 1.4 - emergency shutdown). The shutdown shall have priority over all other control stops or commands. If, for any reason, the operator has lost control of the tow while using the operating control circuitry, the controls shall include an emergency shutdown circuit allowing the operator/attendant to stop the tow. Any one of the following conditions is considered a loss of control of a tow:

a) Tow will not SLOW DOWN when given the command to do so;

b) Tow will not STOP when given the command to do so;

c) Tow OVERSPEEDS beyond control settings and/or maximum design speed;

d) Tow ACCELERATES faster than normal design acceleration;

e) Tow SELF-STARTS or SELF-ACCELERATES without the command to do so;

f) Tow REVERSES direction unintentionally and without the command to do so. Prior to May 15, 2006:

Not required.

6.2.4 Operation circuits.

May 15, 2006 to April 15, 2019:

An operation circuit is a circuit that provides power to or controls the tow machinery. The designer or manufacturer shall identify operation circuits that require periodic testing and develop procedures and frequency for testing. As a minimum, all operation circuits shall be tested and calibrated annually. Operation circuits include, but are not limited to:

a) Power circuits;

b) Drive fault circuits;

c) Normal stop (see 1.4 – normal stop and 6.1.2.5);

d) Speed command circuits (i.e., fast, slow, etc.).

Prior to May 15, 2006:

Not required.

6.2.5 Supervision circuits.

May 15, 2006 to April 15, 2019:

Supervision circuits include all communications systems. In addition, supervision circuits may be provided to monitor or supervise the performance of various tow systems or provide the tow operator with system information.

The designer or manufacturer shall identify supervision circuits that require periodic testing and develop procedures and frequency for testing supervision circuits. As a minimum, all supervision circuits shall be calibrated and tested annually.

Supervision circuits may include, but are not limited to:

a) Telephone and sound powered systems (see 6.1.1.7);

b) Information display circuits;

c) Audible warning devices;

d) Overhead cable supervision (6.2.1.4).

Prior to May 15, 2006:

Not required.

6.2.6 Bypass circuits.

A temporary circuit may be installed for the purpose of bypassing failed electrical circuits. The use of these bypass circuits shall meet the requirements of 6.3.2.5.9.

6.2.7 Electrical prime mover.

All tow systems equipped with electrical prime movers (electrical motors) shall have phase-loss protection on all power phases and under-voltage protection or overvoltage protection, or both, when speed regulation can be adversely affected by such voltage variations.

6.2.8 Electronic speed-regulated drive.

All electronic speed-regulated drives and electric motors shall shut down in the event of:

a) Field loss (dc motors);

b) Overspeed;

c) Speed feedback loss as applicable;

d) Overcurrent.

6.2.9 Manual control devices.

Manual control devices shall be installed at all attendants’ and operators’ work positions, in machine rooms, and out-of-doors in proximity to all loading and unloading areas. As a minimum, each of these control locations shall include an Emergency Shutdown device. All manual control devices located in or on a control cabinet shall be mounted so that they are in the same plane or face of the cabinet. The control devices shall not be located in a position that would require the operator or attendant to pass through the path of moving carriers in order to operate the controls. The devices listed in Annex E shall be conspicuously and permanently marked with the proper function and color code.

6.2.10 Safety of operating and maintenance personnel.

Provision shall be incorporated in the tow design to render the system inoperable when necessary for Lockout Tag-out protection of personnel working on the tow. The sign “Personnel Working on Tow - Do Not Start” or a similar warning sign shall be hung on the main disconnect switch or at control points for starting the power unit(s) when persons are working on the tow.

6.2.11 (Reserved)

6.2.12 (Reserved)

6.2.13 Night operations.

For night time operation, operating tows shall be provided with lighting systems. The entire tow path and operational areas shall be lighted.

6.2.13.1 Illumination.

Lights shall be located in a manner to provide generally uniform illumination.

6.2.13.2 Types.

Lamps shall be of a type suitable and rated for minimum temperatures of the location. Fixtures shall be designed to maintain proper lamp operating characteristics.

6.2.13.3 Location.

Lights shall be mounted on substantial poles or standards. Tow towers and terminal structures may be used for supporting lights subject to the following requirements:

a) Approval shall be obtained from a Qualified Engineer;

b) The service conductors to each tow tower or terminal structure shall be underground or in rigid raceways. No wiring shall be supported between towers and no open wiring shall pass over or under the tow;

c) A separate enclosed disconnect or circuit breaker shall be required for each tower or terminal structure;

d) All metallic raceways on a tower or terminal structure shall be grounded;

e) The lighting installation shall not conflict with other requirements of this standard and shall not interfere with operations of the tow in any manner.

6.2.13.4 Emergency lighting.

Emergency lighting shall be provided in the event of electric power failure to permit unloading of the tow.

6.3.1.2 Signs.

See normative Annex D for public sign requirements. See 6.2.1.3 for electrical warnings. The sign “Personnel Working on Lift - Do Not Start” or a similar warning sign shall be posted as required by 6.2.10.

See Annex E for Operator Control Device Labels See F.1.5.1 in Annex F for signage requirements for flammable and combustible liquid cabinets.

See F.4.5.7 in Annex F for hidden fuel tank warnings.

6.3.1.2.1 Requirement for signs.

(a) The design of any sign as well as its support and the installation procedure of each sign shall be considered a minor modification if the sign or aggregate of signs on a given tower is greater than three feet square (nine square feet).

(b) Signs, fasteners, or supporting members shall not interfere with the operation of the tramway.

(c) The design of structural components shall be reviewed to consider the increase in loading caused by any sign.

(d) Signs shall not interfere with passenger or attendant vision.

6.3.1.3 Operational plan for transportation of recreational equipment. Each licensee shall have an operational plan that has procedures for transportation of sports equipment and recreational devices by foot passengers. This plan shall be consistent with the tramway manufacturer's specifications and instructions, if any. Section 7 Conveyors Note: Timeframes relate to the ropeway installation date or modification date whichever controls, unless otherwise noted.

7.1.1.9.2 Unloading areas.

The transition stop device, profile, exit pathway and length of the unloading area shall be maintained in accordance with the manufacturer’s recommendations. When used primarily by skiers, the exit pathway shall be inclined downward in the direction of travel and away from the line of the uphill conveyor path to provide passenger movement away from the conveyor.

7.1.3 Line structure(s).

The design of structures supporting conveyor belting, the drive roller, idler roller and intermediate conveyor belt guide rollers shall be in accordance with the requirements of 7.1.1.6.

7.2 Electrical design and installation.

7.2.1 General design and installation testing.

Prior to operation of newly installed conveyors, or after any modification thereafter of the electrical system, the electrical system shall be tested and shown to meet the requirements of this standard and the test results shall be recorded. Design of all electronic controls and drives shall consider minimum sensitivity to electrical noise and electrical emissions, such as noise spikes from power lines and lightning, radio transmitters, thyristors (SCR),or solenoid of relay noise at levels and frequencies that could initiate loss of control.

7.2.1.1 Applicable codes.

May 15, 2006 to April 15, 2019:

All electrical systems shall comply with American National Standard, ANSI/NFPA 70- 2011, National Electrical Code and the Institute of Electrical and Electronics Engineers, IEEE C2-2007, National Electrical Safety Code.

May 15, 2000 to May 15, 2006:

All electrical systems shall comply with 8.2.1.1 Applicable codes of the B77.1-1999 ANSI Standard.

Jan. 1, 1994 to May 15, 2000:

All electrical systems shall comply with 6.2.1.1 Applicable codes of the B77.1-1992 ANSI Standard.

7.2.1.2 Location.

May 15, 2006 to April 15, 2019:

All electrical power transmission wiring located near or proposed to cross over conveyors shall comply with the applicable requirements of IEEE C2-2007. May 15, 2000 to May 15, 2006:

All electrical power transmission wiring located near or proposed to cross over conveyors shall comply with 8.2.1.2 Location of the B77.1-1999 ANSI Standard.

Jan. 1, 1994 to May 15, 2000:

All electrical power transmission wiring located near or proposed to cross over conveyors shall comply with 6.2.1.2 Location of the B77.1-1992 ANSI Standard.

7.2.1.3 Protection.

May 15, 2006 to April 15, 2019:

All electrical equipment with operating voltages above 24 volts nominal shall be marked conspicuously with letters/numbers that are no smaller than ¼ inch (6 mm) in height designating the greatest voltage that may be in the equipment, the number of phases and whether the voltage is alternating or direct current. All electrical equipment rated over 600 volts shall be marked with conspicuous warning signs stating “Danger High Voltage”. EXCEPTION – 120 volt single phase lighting circuits and convenience outlets. All power equipment shall be protected against overloads by circuit breakers or fuses. In locations where electrical equipment, including batteries, is likely to be exposed to physical damage, enclosures or guards shall be so arranged and of such strength as to prevent such damage.

Prior to May 15, 2006:

All transformer stations and other high voltage electrical equipment shall be marked with conspicuous warning signs and shall be protected so as to prevent unauthorized persons from entering the area or coming in contact with any portion of the equipment or wiring. All power equipment shall be protected against overloads by circuit breakers or fuses.

7.2.1.5.5 Ground fault interrupter protection.

Prior to May 15, 2006:

Not required.

7.2.2 Electrical system circuit design and classification.

May 15, 2006 to April 15, 2019:

The designer or manufacturer responsible for the design shall identify and classify any new electrical circuits not already classified as Protection Circuits, Operations Circuits, or Supervision Circuits May 15, 2006 to April 15, 2019:

Not required.

7.2.2.1 Circuit priority.

May 15, 2006 to April 15, 2019:

Protection circuits shall have priority over all other circuits. Operations circuits shall have priority over supervision circuits. If any circuit’s function is connected to circuits of a higher level of protection, it shall be classified at the higher level. Prior to May 15, 2006:

Not required

7.2.3 Protection circuits.

May 15, 2006 to April 15, 2019:

Electrical circuits designed to stop the conveyor in the event of a malfunction or failure of the conveyor system shall be classified protection circuits. All conveyor systems shall contain one or more protection circuit(s) at least one of which shall be designated the emergency shutdown circuit (see 7.2.3.1). Protection circuits shall be energized to permit system operation and when deenergized shall initiate a stop, or shall be of such design to provide the equivalent level of protection.

A protection circuit may include one or more noncomplex elements (see 1.4 – non-complex element) and/or complex electronic elements (see 1.4 – complex electronic element). The designer shall make use through continuous diagnostic coverage (see 1.4 – continuous diagnostic coverage) that the failure of a complex electronic element will cause the conveyor to stop unless another element in the protection circuit is performing the same function (redundancy). If functional redundancy is implemented, the failure of the first element must be annunciated, at a minimum, at the beginning of operations on a daily basis. The designer or manufacturer shall develop procedures and frequency for testing protection circuits. As a minimum, all protection circuits shall be calibrated and tested annually. Protection circuits include, but are not limited to:

a) Emergency shutdown (see 7.2.3.1);

b) Stop gate (if installed see 7.2.3.2);

c) Tension system fault (if installed see 7.1.2.10);

d) Belt transition stop device (see 7.2.3.3).

Prior to May 15, 2006:

Not required

7.2.3.1 Emergency shutdown circuit.

May 15, 2006 to April 15, 2019:

All conveyor systems shall include at least one protection circuit labeled emergency shutdown circuit (see 1.4 – emergency shutdown). The shutdown shall have priority over all other control stops or commands. If, for any reason, the operator has lost control of the conveyor while using the operating control circuitry, the controls shall include an emergency shutdown circuit allowing the operator/attendant to stop the conveyor. Any one of the following conditions is considered a loss of control of a conveyor:

a) Conveyor will not b) Conveyor will not STOP when given the command to do so;

c) Conveyor OVERSPEEDS beyond control settings and/or maximum design speed;

d) Conveyor ACCELERATES faster than the normal design acceleration;

e) Conveyor SELF-STARTS or SELFACCELERATES without the command to do so;

f) Conveyor REVERSES direction unintentionally without the command to do so. Prior to Dec.15, 2006:

Not required

7.2.3.3 Belt transition device.

Prior to May 15, 2006:

A belt transition stop device shall be provided. If an object continues to follow the belt past the belt transition stop device, the device shall move to relieve the pinch point and initiate the stop.

As a minimum, the belt transition stop device shall have the following features:

a) The leading edge of the device shall be marked with yellow and black warning stripes.

Exception: If the tramway utilizes rollers for the transition device, the yellow and black stripes are not required;

b) Reserved c) A stop shall be initiated by a force on the transition device not to exceed 30 pounds (133 newtons). The activating force shall be applied tangentially to the belt surface at the leading edge of the belt transition stop device. See Figure 7-1, ANSI 2006;

d) Reserved e) The distance between the belt surface and the belt transition device shall be minimized in the normal operating position;

f) The stop shall be initiated before the leading edge of the device moves 5/8 inch (15 mm) in the direction of its travel;

g) If the belt transition stop device is activated, the conveyor belt must stop within a belt travel distance of 12 inches (305 mm). At no time may the stopping distance be greater than ½ of the circumference of the drum;

h) If an object becomes entangled between the conveyor belt and the belt guard, the guard shall move to relieve the pinch point and initiate the stop. The guard shall be capable of moving the lesser of 5 inches (125 mm) or 150% of the distance required to stop the empty conveyor belt operating at full speed.

7.2.4 Operation circuits.

An operation circuit is a circuit that provides power to or controls the conveyor machinery. The designer or manufacturer shall identify operation circuits that require periodic testing and develop procedures and frequency for testing. As a minimum, all operation circuits shall be tested and calibrated annually. Operation circuits include, but are not limited to:

a) Power circuits;

b) Drive fault circuits;

c) Normal stop (see 1.4 – normal stop and 7.1.2.5);

d) Speed command circuits (i.e., fast, slow, etc.).

Prior to May 15, 2006:

Not required

7.2.5 Supervision circuits.

Supervision circuits include all communications systems. In addition, supervision circuits may be provided to monitor or supervise the performance of various conveyor systems or provide the conveyor operator with system information. The designer or manufacturer shall identify supervision circuits that require periodic testing and develop procedures and frequency for testing supervision circuits. As a minimum, all supervision circuits shall be calibrated and tested annually. Supervision circuits may include, but are not limited to:

a) Telephone and sound powered systems (see 7.1.1.7);

b) Information display circuits;

c) Audible warning devices.

Prior to May 15, 2006:

Not required

7.2.6 Bypass circuits.

No temporary bypass circuit may be installed for malfunctions of operating control circuitry.

7.2.7 Electrical prime mover.

All conveyor systems equipped with electrical prime movers (electrical motors) shall have phase- loss protection on all power phases and under-voltage protection or over-voltage protection, or both, when speed regulation can be adversely affected by such voltage variations.

7.2.8 Electronic speed-regulated drive monitoring.

All electronic speed-regulated drives and electric motors shall shut down in the event of:

a) Field loss (dc motors);

b) Overspeed;

c) Speed feedback loss as applicable;

d) Overcurrent.

7.2.9 Manual control devices.

All automatic and manual stop and shutdown devices shall be of the manually reset type. An exception to this requirement is allowed for magnetic or optically operated automatic stop devices, if the operating circuit is such that it indicates that such devices initiated the stop and the circuit is of the manually reset type.

Manual stop switches (push button) shall be positively opened mechanically and their opening shall not be dependent upon springs.

Manual control devices that will initiate a stop shall be installed at all attendants' and operators' work position, in machine rooms, machine compartments, access points to crawl spaces, and out-of-doors in proximity to all loading and unloading areas. All control devices listed in Annex E shall be conspicuously and permanently marked with the proper function and color code.

7.2.10 Safety of operating and maintenance personnel.

Provision shall be incorporated in the conveyor design to render the system inoperable when necessary for Lockout Tag-out protection of personnel working on the conveyor. The sign “Personnel Working on Conveyor - Do Not Start” or a similar warning sign shall be hung on the main disconnect switch or at control points for starting the power unit(s) when persons are working on the conveyor.

7.2.11 Electrical system acceptance tests.

Upon completion of the acceptance test and before public operation of the conveyor, the function of software and/or relay logic shall be certified by a Qualified Engineer. The certification shall be included in the acceptance test report. Any modifications made to the electrical design shall be clearly marked on the onsite documentation and signed by a Qualified Engineer (see 7.1.1.11.2).

7.2.12 Reserved.

7.2.13 Night operation.

For nighttime operations, operating conveyors shall be provided with lighting systems. The entire conveyor belt surface including the loading and unloading areas shall be lighted.

7.2.13.1 Illumination.

Lights shall be located in a manner to provide generally uniform illumination.

7.2.13.2 Types.

Lamps shall be of a type suitable and rated for minimum temperatures of the location. Fixtures shall be designed to maintain proper lamp operating characteristics.

7.2.13.3 Location.

Lights shall be mounted on substantial poles or standards.

7.2.13.4 Emergency lighting.

Emergency lighting shall be provided in the event of electric power failure to permit unloading of the conveyor.

7.3.1.2 Signs.

See normative Annex D for public sign requirements. See 7.2.1.3 for electrical warnings. The sign “Personnel Working on Lift - Do Not Start” or a similar warning sign shall be posted as required by 7.2.10.

See Annex E for Operator Control Device Labels See F.1.5.1 in Annex F for signage requirements for flammable and combustible liquid cabinets.

See F.4.5.7 in Annex F for hidden fuel tank warnings.

Section 8 Reserved Section 9 Funiculars (ANSI B77.2-2004)

2.1.1.8 Fuel tanks for combustion engines. This Rule is superceded by ANSI B77.1- 2006 Annex F Combustion engine(s) and fuel handling.

Section 10 Reserved Section 11 Reserved Section 12 Reserved Section 13 Reserved Section 14 Reserved Section 15 Reserved Section 16 Reserved Section 17 Reserved Section 18 Reserved Section 19 Reserved Section 20 Tramway Licensing

20.1 License Required.

A passenger Tramway not in compliance with these Rules and regulations may be licensed if it has been granted the necessary exceptions pursuant to Section 1.2.3. Terms, conditions or requirements limiting any license may be imposed if reasonably necessary to effect compliance with these Rules and regulations or to protect the safety of the public.

20.2 Issuance of license.

No license applied for shall be issued by the Board until it has received a letter from the area’s designated agent or appointed substitute designee stating that all the deficiencies listed in the inspection report have been corrected and the authority appointed by the Board has corroborated such letter. Such corroboration may be made by review of the above verified letter; subsequent inspection; the Board's own investigation; the receipt of additional documentation requested by the Board; or any other means which the Board or appointed authority deems appropriate. Such letter shall bear a recognizable signature, printed name, and title and be submitted as an original or transmitted by electronic means. The certificate shall be issued as soon as possible, but no later than seven (7) days after receipt of such letter, unless the Board has reasonable grounds to delay issuance and has given notice of such action and its reasons to the area operator affected prior to expiration of such seven (7) day period. The license, or copy thereof, shall be displayed prominently at the place where passengers are loaded.

20.3 Expiration of licenses.

Tramways are licensed during the fall licensing period or the spring licensing period as designated by the Board for one calendar year.

1. The fall licensing period shall be prior to the winter operating season.

2. The spring licensing period shall be prior to the summer operating season. If the Tramway is closed, the requirements of X.3.3 Maintenance must be current before the Tramway can reopen for public operation. Licenses shall expire one calendar year from the date of issue. Section 21 New installations and modifications

21.1 Definitions.

21.1.1 New installation. “New Installation” means any passenger tramway installation not previously licensed and shall include both new and relocated passenger tramways (also reference Rules 1.2.4.2 and 1.2.4.3).

21.1.2 Major tramway modification. “Major Tramway Modification” means any modification to a passenger tramway which alters its verified design or verified construction and which results in a substantive change:

(a) In design speed of the system; or (b) In capacity by changing the number of carriers, spacing of carriers, or load capacity of carriers; or (c) In the path of the rope; or (d) In the type of brakes and/or backstops or components thereof; or (e) In structural arrangements; or (f) In power or type of prime mover or auxiliary engine; or (g) To control system logic.

Design and construction verifications are required. A major tramway modification may be deemed a new installation by the Board and current requirements shall be applicable (reference Rule 1.2.4.4).

21.1.3 Minor modification. “Minor Modification” means any modification, addition, or deletion to a passenger tramway which does not meet the criteria of a major modification but which results in a significant change in the tramway’s verified design or verified construction and materially affects its integrity, operation or control. A design verification is required, however, no construction verification is required. A minor modification may be considered a major modification at the discretion of the Board. If the authority appointed by the Board disagrees with the classification of the modification as “minor”, the matter may be referred to the Board for a final decision.

21.1.4 Minor alteration. “Minor Alteration” means any other addition or deletion to a passenger tramway which does not meet the criteria of a major or minor modification or one for one replacement, and which does not materially affect the tramway’s integrity, operation or control. No design or construction verification is required. A minor alteration may be considered a minor modification or a major modification at the discretion of the Board.

21.1.5 One for one replacement. “One for One Replacement” means the replacement of a component with an equal component. A one for one replacement shall be considered as normal maintenance and not as a modification. No design or construction verification is required.

21.2 Procedures prior to public operation for new and relocated Installations.

21.2.1 Submittal of notice of new or relocated installation. Before construction of the new or relocated installation begins, the area operator shall give notice of such activity to the Board on the required forms and include the appropriate fee.

21.2.2 Acknowledgment of new or relocated installation. Upon receipt of the notice, the Board shall send an acknowledgment of such to the area operator together with the appropriate forms and requirements to complete the procedure as set forth in these Rules and regulations.

21.2.3 Submittal of request for exception. If the area operator proposes to depart from these Rules and regulations, a request for exception must be made in writing by the area operator as set forth in Rule 1.2.3.

21.2.4 Exception request procedure. Within thirty days after receipt of the request for exception as provided for in 21.2.3, the Board shall notify the area operator in writing of its action on the requested exception. If the Board denies or limits the requested exception, the Board's notification shall set forth the reasons for such action. Within sixty (60) days of the mailing of such notification, the area operator may appeal the Board's decision as provided for in Article 4 of Title 24 of the Colorado Revised Statutes.

21.2.5 Submittal of verification of design. Before construction of the new installation is begun, the Professional Engineer in responsible charge of the design shall verify to the Board on the appropriate forms that the passenger tramway design conforms to all rules and regulations of the Board. Copies of such designs, plans and specifications shall be submitted with this written verification.

21.2.6 Submittal of acceptance test request. Acceptance tests will be scheduled by the Board on a first come, first served basis. At least thirty (30) days before a requested acceptance test, the area operator shall notify the Board of a projected date for the required acceptance test. Upon receipt of such notification the Board shall establish a tentative acceptance test date for such passenger tramway and shall notify the area operator of the same. If the projected date changes the area operator shall immediately notify the Board of same, and the Board shall reschedule the acceptance test. No later than three (3) days before the date of the acceptance test, the area operator shall notify the Board that the passenger tramway is completed and ready for testing. The area operator shall verify to the Board that the required hours of continuous operation have been accomplished in accordance with 2.1.1.11.2 or 3.1.1.11.2 or 4.1.1.11.2. Upon receipt of such timely notifications, the initial inspection and acceptance test shall proceed as scheduled.

21.2.7 Submittal of acceptance test procedure. At least thirty (30) days before the scheduled acceptance test date, the area operator shall submit an acceptance test procedure which was prepared by the Professional Engineer in responsible charge of the design (see 2.1.1.11, 3.1.1.11, 4.1.1.11, 5.1.1.11, 6.1.1.11, 8.1.1.11, or 2.1.1.11 ANSI B77.2-2004) for approval by the Board or the authority appointed by the Board.

21.2.8 Submittal of verification of concrete construction. After the new installation or relocation is completed and before the initial inspection is conducted, and before the acceptance test is observed, the Professional Engineer in responsible charge of the tramway construction shall verify to the Board on the appropriate form that the foundations, soils and concrete test samples have been inspected and completed according to the design, plans and specifications for such work. This document shall be required prior to the acceptance test.

21.2.9 Submittal of verification of acceptance test. For new or modified ropeways, a qualified engineer shall witness the acceptance test and certify to the owner that the ropeway was in compliance with the CPTSB Rules and Regulations based on the successful completion of acceptance inspection (X.1.1.11.2).

Any deficiencies to the acceptance test shall be included in the acceptance test report by the Board Inspector (21.2.12).

21.2.10 Submittal of as-built drawings and additional documents. Prior to or during the acceptance test, the “As-Built” designs, plans, specifications and drawings signed and sealed by the design engineer shall be submitted to the Board. Within thirty days after the acceptance test, the authority appointed by the Board shall notify the area operator of any additional documents which must be submitted.

21.2.11 Inspection and acceptance test. All inspections and acceptance tests shall be according to these rules and regulations. Items failing to pass the acceptance test shall be retested if so directed by the Board.

21.2.12 Submittal of verification of initial inspection and acceptance test. The Board inspector shall report to the Board the results of the Acceptance Test and any deficiencies.

21.3 Procedures prior to public operation for tramways with major tramway modifications. In addition to the applicable requirements of Section 20 and Rule 1.2, the following procedure shall be completed prior to public operation of the passenger tramway.

21.3.1 Submittal of notice of modification. Before the major tramway modification commences, the area operator shall give notice of such activity to the Board on the required forms and include the appropriate fee.

21.3.2 Acknowledgment of major tramway modification. Upon receipt of the notice, the Board shall send an acknowledgment of such to the area operator together with the appropriate forms and requirements to complete the procedure as set forth in these rules and regulations.

21.3.3 Submittal of request for exception. If the area operator proposes to depart from these rules and regulations, a request for exception must be made in writing by the area operator as set forth in Rule 1.2.3.

21.3.4 Exception request procedure. Within thirty days after receipt of the request for exception as provided for in 21.3.3, the Board shall notify the area operator in writing of its action on the request. If the Board denies or limits the requested exception, the Board's notification shall set forth the reasons for such action. The area operator may appeal the Board's decision as provided for in Article 4 of Title 24 of the Colorado Revised Statutes.

21.3.5 Submittal of verification of design. Before construction of the major tramway modification is begun, the Professional Engineer in responsible charge of the design of the Tramway major modification shall verify to the Board on the appropriate forms that the design, plans and specifications for the major tramway modification conforms to all rules and regulations of the Board and is compatible with the existing Tramway design. Copies of such designs, plans and specifications shall be submitted with this written verification.

21.3.6 Submittal of acceptance test request. Acceptance tests will be scheduled by the Board on a first come, first served basis. At least thirty days before a requested acceptance test, the area operator shall notify the Board of a projected date for the acceptance test. Upon receipt of such notification, the Board shall establish a tentative acceptance test date for such passenger tramway and shall notify the area operator of the same. If the projected date changes, the area operator shall immediately notify the Board of same and the Board shall reschedule the acceptance test. No later than three days before the date of the acceptance test, the area operator shall notify the Board that the passenger tramway modification is completed and ready for testing.

21.3.7 Submittal of acceptance test procedure. At least thirty days before the scheduled acceptance test date, the area operator shall submit an acceptance test procedure which was prepared by the Professional Engineer in responsible charge of the design of the major tramway modification for approval by the Board or the authority appointed by the Board. The acceptance test procedure shall take into consideration the modification which was made to the passenger tramway and should be tailored to test the critical components of said modification.

21.3.8 Submittal of verification of concrete construction. After the major modification is completed and before the initial inspection is conducted, and before the acceptance test is observed, the Professional Engineer in responsible charge of the tramway construction shall verify to the Board on the appropriate form that the foundations, soils and concrete test samples have been inspected and completed according to the design, plans and specifications for such work. This document shall be required prior to the acceptance test.

21.3.9 Submittal of verification of acceptance test. For major modifications, a qualified engineer shall witness the acceptance test and certify to the owner that the ropeway was in compliance with the CPTSB Rules and Regulations based on the successful completion of acceptance inspection (X.1.1.11.2).

Any deficiencies to the acceptance test shall be included in the acceptance test report by the Board Inspector (21.3.12).

21.3.10 Submittal of as-built drawings and additional documents. Prior to or during the acceptance test, the “As-Built” designs, plans, specifications and drawings signed and sealed by the design engineer shall be submitted to the Board. Within thirty days after the acceptance test, the authority appointed by the Board shall notify the area operator of any additional documents which must be submitted 21.3.11 Inspection and acceptance test. All inspections and acceptance tests shall be according to these rules and regulations. Items failing to pass the acceptance test shall be retested if so directed by the Board.

21.3.12 Submittal of verification of initial inspection and acceptance test. The Board inspector shall report to the Board the results of the Acceptance Test and any deficiencies.

21.4 Procedures for tramways with minor modifications.

21.4.1 Submittal of notice of modification. Before the minor modification commences, the area operator shall give notice of such activity to the Board on the required forms.

21.4.2 Acknowledgment of minor modification. Upon receipt of the notice, the Board shall send an acknowledgment of such to the area operator together with the appropriate forms and requirements to complete the procedure as set forth in these rules and regulations.

21.4.3 Documentation of minor modifications. The area operator shall keep a log

documenting all minor modifications made to each of its passenger tramways. Such log shall be readily available for inspection by the Board or designated representatives of the Board and shall contain at a minimum the following information:

(a) Tramway name or other means of identification;

(b) Name of design engineer;

(c) Verification of design engineer on form approved by the Board;

(d) Date of modification;

(e) Purpose of modification;

(f) Description of modification;

(g) Names of personnel performing such modification;

(h) Date of modification review and acceptance by area operator or its authorized agent.

Each area operator's log of minor modifications shall be readily available to the Board's inspectors during every inspection.

21.5 Documentation of Minor Alterations. The area operator shall keep a log documenting all minor alterations made to each of its passenger tramways. Such log shall be readily available for inspection by the Board or designated representatives of the Board and shall contain at a minimum the following information:

(a) Tramway name or other means of identification;

(b) Date of alteration;

(c) Purpose of alteration;

(d) Description of alteration;

(e) Names of personnel performing such alteration;

(f) Date of alteration review and acceptance by area operator or its authorized agent. Each area operator's log of minor alterations shall be readily available to the Board's inspectors during every inspection.

Section 22 Inspections 22.1 Duty of the Area Operator. It is the primary responsibility of the area operator to perform such inspections on passenger Tramways that are necessary to protect the safety of the public.

22.2 Duty of the Board. The Board may cause to be made such inspections of passenger Tramways as it may reasonably require and may require the area operators to keep such records, make such tests, and produce such evidence as may be necessary in order to make the following determinations:

(a) Compliance with these rules and regulations and Title 12, Article 150, Part 1;

(b) Compliance with any terms, conditions and requirements of licensure;

(c) Compliance with any requirements of a granted exception (variance);

(d) Inspection disclosed no unreasonable safety hazard.

22.3 Required Inspections

22.3.1 Annual Licensing Inspection. The annual licensing inspection shall be made prior to approval of any application for licensure.

22.3.2 Annual Unannounced Inspection.

(1) In addition to the annual licensing inspection, an unannounced inspection of every passenger Tramway shall be made at least once a year during the high- use season. No passenger Tramway shall be shut down for an unannounced inspection during normal operating hours, unless sufficient daylight is not available for the inspection. Up to five Tramway stops, not to exceed three minutes in the aggregate, may be ordered by an inspector during normal operating hours. If additional stop time is required, it shall be done before or after normal operating hours.

Notwithstanding the provisions of this subsection, the Board reserves the authority to order a shutdown of a passenger Tramway for any reason set forth in these rules and regulations or in the Act.

(2) The inspector conducting the annual unannounced inspection shall take particular note of any deficiencies noted in the annual licensing inspection report. The inspector shall note any uncorrected deficiencies in the inspection report. Any uncorrected deficiencies noted in the prior inspection may be grounds for revocation or suspension of license.

22.3.3 Acceptance Test Inspection. All new Tramways, Tramways on which major Tramway modifications have been performed, and Tramways which have not been operated for routine maintenance within the previous two years shall have an acceptance test inspection in accordance with 21.2.10 and 21.3.10.

22.3.3.1 Acceptance test inspection during operating season. Tramways that

require relocation or a major modification during the Tramway’s operational season shall have an acceptance test inspection in accordance with 21.2.10 and 21.3.10.

22.3.4 Special inspections. In addition to the annual licensing and unannounced inspection of each passenger tramway, the Board may order such special inspections as it may require.

If events are warranted, this determination can be made for the Board by the Board Chair and the Supervisory Tramway Engineer. In the event that the Board Chair does not have technical experience with tramways, another Board member with such experience may assist the Chair in the evaluation. If the Board or its designees determine that an unreasonable hazard requiring emergency shutdown exists, procedures set forth in section 12-150-116, C.R.S. shall be followed.

Depending on the circumstances, the Board may reasonably require special procedures and conditions to be followed, including but not limited to, the following:

(a) That such special inspections be unannounced;

(b) That the inspection be conducted by a person other than a regular inspector employed by the Board when special expertise is required;

(c) That, in appropriate cases, the area operator conduct the inspection;

(d) That the inspection be completed in a time frame as specified by the Board;

(e) That the results of the inspection shall be communicated to the Board office within the time period set forth in the inspection order;

(f) That the ropeway be shut down during the inspection and that the inspection be completed before the public is allowed to ride, or continue to ride, the ropeway. Inspection orders shall be in writing. Service of inspection orders shall be made by delivering it to the area operator or the area operator’s agent by handing it to such person, leaving it at the person’s office with a clerk or other person in charge, or mailing it to the person’s last known address. Service by mail is complete on mailing.

22.3.5 Additional required inspection. In addition to the annual licensing and unannounced inspections for each passenger Tramway, there may be additional required inspections after each 2000 hours of operation.

22.4 Inspection Procedures for Annual Licensing and Unannounced Inspections

22.4.1 Inspection of Equipment. The inspector employed by the Board shall conduct a visual and audible inspection. The inspection shall determine whether any item of equipment does not appear to be in proper working order.

The inspector is not required to conduct specialized testing or inspection of devices which can only be accomplished by persons with special expertise, but the inspector shall recommend to the Board that further, specialized inspections be conducted if either visual and audible inspection, review of the relevant records and documents, or presentation of any other evidence reasonably indicates that such a inspection is warranted.

22.4.2 Inspection of Records and Other Documents

(1) The inspector, employed by the Board, shall reasonably review the required logs, manuals, test reports of required self inspections, and manufacturer's recommended operation and maintenance manuals.

(2) If the logs and records required by these rules and regulations or by order of the Board are not properly kept, the inspector shall so advise the Board in writing. If any of the documents to be inspected exist, but are not present for the inspection, the inspector shall not certify the passenger Tramway being inspected to the Board for licensure until he has had an opportunity to review such documents.

22.4.3 Other Areas of Inspection. The Board shall determine whether the area operator has established a reasonable training program for its operation and maintenance personnel and whether practices reasonably necessary for safe operations are being followed.

22.4.4 Inspection report. Upon completion of the inspection, the inspector shall provide the area operator of the passenger tramway(s) being inspected, or his agent, with a copy of the preliminary report of observations made during the inspection. As soon as possible, but no later than fifteen days after the completion of the inspection, the inspector shall transmit to the Board a final report. This report shall include a statement as to whether it reasonably appears to the inspector that the passenger tramway(s) inspected comply with the statutes, these rules and regulations, and any other applicable orders of the Board, and that the inspection of such passenger tramway(s) disclosed no unreasonable safety hazards.

For each passenger tramway inspected, the inspector shall list the items not in compliance with these rules and regulations. The area operator of the passenger tramway(s) inspected shall also receive a copy of the inspector's final report. Deficiencies stated in the annual inspection report shall be remedied as set forth in section 20.2.

Deficiencies stated in the annual unannounced inspection report and in any additional required inspection report(s) shall be remedied. A letter from the area’s designated agent or appointed substitute designee stating that all the deficiencies listed in the inspection report have been corrected, must be received by the Board office within twenty-eight days from the completion of the inspection. Such letter shall bear a recognizable signature, printed name, and title and be submitted as an original or transmitted by electronic means.

Deficiencies stated in an acceptance test report(s) as required in 22.3.3.1 shall be remedied. A letter from the area’s designated agent or appointed substitute designee stating that all the deficiencies listed in the inspection report have been corrected, must be received and acknowledged by the Board office before the tramway can open for public operation. Such letter shall bear a recognizable signature, printed name, and title and be submitted as an original or transmitted by electronic means. The inspection completion date shall be noted on both the preliminary and final inspection report.

22.4.5 Report of Unreasonable Hazard. If the inspector finds a condition in the passenger Tramway construction, operation or maintenance, logs, records or other documents (including the absence of these documents) exists which may endanger the safety of the public, the inspector shall immediately notify the area operator, or his agent, in writing, to this effect at the time of the inspection. The inspector shall also issue an immediate report to the Board for appropriate investigation and order. In the event that any of the documents required to be inspected or the lack thereof indicates that a violation of the Board's rules and regulations exists, or that a condition in passenger Tramway construction, operation, and maintenance exists, either of which may endanger the safety of the public, the inspector shall not certify the passenger Tramway being inspected to the Board for licensure. Additionally, an immediate report shall be made to the Board for appropriate investigation and order.

22.5 Qualified Inspectors

22.5.1 General Inspectors. All required inspections as listed in Rule 22.3 in these rules and regulations shall be conducted by qualified engineers who shall have demonstrated to the Board's satisfaction that they have a working knowledge of the Board's current rules and regulations and inspection procedures.

22.5.2 Inspector conflict of interest. No person, except a full-time employee of the Board, shall observe an acceptance test or conduct an inspection of a passenger Tramway if:

(a) During the past two years the inspector has been an employee of the owner or area operator of the Tramway; or, (b) The inspector was involved at any level of the design, construction or modification of any Tramway at that area in the past five years; or, (c) The inspector provided any other services to that area in the past five years. Each year, prior to July 1st, each contract inspector shall make known all potential conflicts of interest on appropriate forms provided by the Board. Inspectors shall disclose all known and potential conflicts of interest, business association or other circumstances that could influence their judgment or the quality of their inspections each year prior to July 1st on appropriate forms provided by the Board. Should any conflicts arise during the year, the inspector is obligated to report them to the Board staff immediately.

This policy is not intended per se to prohibit employees or members of an inspector's firm or company from doing work for an area operator, provided that disclosures of potential conflict are made and that appropriate measures are in place to ensure that the inspector is not involved in, or privy to, information concerning the work. Section 23 Passenger Tramway Incidents

23.1 Definitions.

“Reportable passenger Tramway incident” is defined as the following.

(a) Any incident from a possible malfunction of a passenger Tramway in which a person is injured or killed. The Tramway shall cease operation as defined by Section 23.3 Limitation of operation.

For the purposes of Section 23, the term “injured” is defined as bodily damage requiring immediate medical attention.

(b) Any incident in which a passenger is injured falling or jumping from a chair which is outside of the load or unload zone.

For the purposes of this Rule, the “load zone” is defined as the area from the “wait here” sign to a point where the “no ski closure” ends or in the event there are no ski closures, at a point where the vertical clearance of the lift line is greater than eight feet. This is measured from the bottom of the chair seat of an open carrier to the terrain or snow surface.

For the purposes of this Rule, the “unload zone” is defined is the area approaching the unload area where the vertical clearance is less than eight feet. This is measured from the bottom of an open carrier to the terrain or snow surface.

(c) Any unintentional deropement of an aerial Tramway regardless of whether or not the Tramway is evacuated. This does not apply to Surface Lifts, Tows and Conveyors.

(d) Any unplanned evacuation other than by prime mover or auxiliary power unit, regardless of cause. This does not apply to Surface Lifts, Tows and Conveyors.

(e) Any fire involving Tramway equipment or structures that poses a risk to passengers, operating personnel or the structural integrity of the Tramway.

(f) Failure of any electrical or mechanical component which results in the loss of control of the Tramway, unless the loss of control is a direct result of the malfunction of a single manual stop or speed control switch. Any of the following five conditions is considered a loss of control:

(1) Tramway will not slow down when given the command to do so;

(2) Tramway will not stop when given the command to do so;

(3) Tramway accelerates faster than normal design acceleration;

(4) Tramway self starts or self accelerates without the command to do so;

(5) Tramway reverses direction unintentionally and without the command to do so.

(g) The failure of the following components or their primary connections are reportable: Failure is defined as the inability of the listed components to continue to function as designed and continued operation would represent a hazard.

(1) Terminal Structure;

(2) Bullwheel;

(3) Brake System Components;

(4) Tower Structure;

(5) Sheave, Axle or Sheave Assembly;

(6) Carrier;

(7) Grip;

(8) Haul, Track or Counterweight Cable.

23.2 Reporting to the Board

(a) All reportable passenger Tramway incidents occurring during public operation shall be orally reported to a Board member or the authority appointed by the Board as soon as reasonably possible but no later than twenty-four hours after the time of such incident or within twenty-four hours after the incident becomes known to the area personnel. A written report shall be delivered to the Board on forms approved by the Board postmarked within five days of such incident or postmarked within five days after the incident becomes known to the area personnel.

(b) A reportable incident discovered on dates when the lift is not open to the public shall be orally reported to a Board member or the authority appointed by the Board as soon as reasonably possible, but no later than seventy-two hours after such incident becomes known to the area personnel. A written report shall be delivered to the Board on forms approved by the Board or postmarked within fifteen days following the verbal report. However, all oral reports must be made prior to reopening a lift. Area personnel is defined as personnel involved with the operation, supervision and maintenance of the Tramway. This includes, but is not limited to, lift maintenance, lift operations, ski patrol and all supervisory staff.

23.3 Limitation of Operation. When a death or injury results from a possible malfunction of a passenger Tramway, as defined in Section 23.1 (a), the owner or area personnel of the Tramway shall immediately cease operation and notify the Supervisory Tramway Engineer or a member of the Board by telephone. No part of the Tramway shall be removed or disturbed before permission has been given by a Board member, the Supervisory Tramway Engineer, or his designated representative, except to the extent that such action is necessary to avoid further death or serious injury.

An investigation of the occurrence shall then be initiated within twenty-four hours and shall precede any authorization to resume public operation of the Tramway. The report of investigation shall include a factual account of the incident, the nature and extent of injuries to persons, damage to the passenger Tramway, any witness statements, any other pertinent details, and recommendations for remedial measures to be taken prior to resuming operating.

23.4 Logs - Components. Area operators shall maintain a log in a format approved by the Board which shall contain reports of components replaced or repaired that do not meet the definitions of CPTSB section 23.1(g) and are not part of maintenance due to normal wear. These reports shall be submitted during public operation to the Board at monthly intervals not to exceed sixty days from the date of occurrence. When the lift is not open to the public, the Component Log shall be submitted on a monthly basis when routine maintenance is being performed. This log shall be available for inspection and, if requested by the Board or its duly authorized representative, the area operator shall make copies available of the relevant records relating to any of the components.

23.5 Logs - Stoppages. Area operators shall maintain a passenger Tramway log which shall contain reports of all passenger Tramway stoppages over ten minutes. For each such stoppage, the log shall contain the following information:

(a) Name and/or number of the passenger Tramway;

(b) Date of stoppage;

(c) Reason for stoppage;

(d) Description of any mechanical, structural, electrical, or other problem (if known);

(e) Under investigation (yes or no);

(f) Action taken, if any;

(g) Length of time the Tramway was down.

This log shall be available for inspection and, if requested by the Board or its duly authorized representative, the area operator shall make copies available of the relevant records relating to any of the stoppages.

23.6 Logs - Loading, Unloading Incidents and Passengers Falling or Jumping from Lifts Area operators shall maintain a log which shall contain reports of all loading and unloading incidents in which injury occurs. This log shall also contain any incident in which a passenger falls or jumps from a chair with no injury, of which the area personnel has knowledge, that is outside the load or unload zone. For the purposes of this Rule, the “load zone” and “unload zone” is defined in 23.1(b).

For each such loading and unloading incident, the log shall contain the following information:

(a) Name and/or number of the passenger Tramway ;

(b) Date the incident occurred;

(c) Name, address and age of person injured;

(d) Description of the injury;

(e) Description of the incident;

(f) Under investigation (yes or no).

For each such fall or jumping incident, the log shall contain the following information:

(a) Name and/or number of the passenger Tramway ;

(b) Date the incident occurred;

(c) Age and gender of person involved, if known;

(d) Location of incident;

(e) Under investigation (yes or no).

This log shall be available for inspection and, if requested by the Board or its duly authorized representative, the area operator shall make copies available of the relevant records relating to any of the incidents.

Section 24 Rules of board procedure.

24.1 Declaratory orders.

24.1.1 Basis of declaratory orders. Any person may petition the board for a Declaratory Order to terminate controversies or to remove uncertainties as to the applicability to the petitioner of any statutory provision or of any rule or order of the board.

24.1.2 Board discretion in considering petitions. The board will determine, in its discretion and without notice to petitioner, whether to rule upon any such petition. If the board determines that it will not rule upon such a petition, the board shall promptly notify the petitioner of its action and state the reasons for such action.

24.1.3 Basis of board consideration of petitions. In determining whether to rule upon a petition filed pursuant to this Rule, the board will consider the following matters, among others.

(a) Whether a ruling on the petition will terminate a controversy or remove uncertainties as to the applicability to the petitioner of any statutory provision or rule or order of the board.

(b) Whether the petition involves any subject, question, or issue that is the subject of a formal or informal matter of investigation currently pending before the board or a court involving one or more of the petitioners.

(c) Whether the petition involves any subject, question, or issue that is the subject of a formal or informal matter or investigation currently pending before the board or a court but not involving any petitioner.

(d) Whether the petition seeks a ruling on a moot or hypothetical question or will result in an advisory ruling or opinion.

(e) Whether the petitioner has some other adequate legal remedy, other than an action for declaratory relief pursuant to Rule 57, Colorado Rules of Civil Procedure, that will terminate the controversy or remove any uncertainty as to the applicability to the petitioner of the statute, rule or order in question.

24.1.4 Requirements of petitioner. Any petition filed pursuant to this rule shall set forth all of the following.

(a) The name and address of the petitioner and whether the petitioner is licensed pursuant to section 12-120-201 et seq., C.R.S., or section 12-120-301 et seq., C.R.S.

(b) The statute, rule, or order to which the petition relates.

(c) A concise statement of all of the facts necessary to show the nature of the controversy or uncertainty and the manner in which the statute, rule, or order in question applies or potentially applies to the petitioner.

24.1.5 Applicable procedures. If the board determines that it will rule on the petition, the following procedures shall apply.

(a) The board may rule upon the petition based solely upon the facts presented in the petition. In such a case, the following applies.

(i) Any ruling of the board will apply only to the extent of the facts presented in the petition and any amendment to the petition.

(ii) The board may order the petitioner to file a written brief, memorandum, or statement of position.

(iii) The board may set the petition, upon due notice to the petitioner, for a non-evidentiary hearing.

(iv) The board may dispose of the petition on the sole basis of the matters set forth in the petition.

(v) The board may request the petitioner to submit additional facts, in writing. In such event, such additional facts will be considered as an amendment to the petition.

(vi) The board may take administrative notice of facts pursuant to the Administrative Procedures Act (Section 24-4-105(8), C.R.S.) and may utilize its experience, technical competence, and specialized knowledge in the disposition of the petition.

(vii) If the board rules upon the petition without a hearing, it shall promptly notify the petitioner of its decision.

(b) The board may, in its discretion, set the petition for hearing, upon due notice to petitioner, for the purpose of obtaining additional facts or information or to determine the truth of any facts set forth in the petition or to hear oral argument on the petition. The notice to the petitioner setting such hearing shall set forth, to the extent necessary, that the petitioner shall have the burden of proving all of the facts stated in the petition, all of the facts necessary to show the nature of the controversy or uncertainty and the manner in which the statute, rule, or order in question applies or potentially applies to the petitioner, and any other facts the petitioner desires the board to consider.

24.1.6 Parties to the proceeding. The parties to any proceeding pursuant to this Rule shall be the board and the petitioner. Any other person may seek leave of the board to intervene in such a proceeding, and leave to intervene will be granted at the sole discretion of the board. A petition to intervene shall set forth the same matters as required by Rule 24.1.4. Any reference to a “petitioner” in this Rule also refers to any person who has been granted leave to intervene by the board.

24.1.7 Standing of declaratory orders. Any Declaratory Order or other order disposing of a petition pursuant to this Rule shall constitute an agency action subject to judicial review pursuant to section 24-4-106, C.R.S.

Annex E Operator control devices (Normative)

Table E-1 – Device function and characteristics FUNCTION COLOR LABEL FEATURES Mushroom actuator with a Normal Stop RED STOP minimum diameter of 1-3/8 inches (38 mm)

1. Actuator must be visible but shielded to prevent inadvertent operation.
   1. EMERGENCY Emergency Shutdown RED Exception: Shield is not SHUTDOWN required if the emergency shutdown stop is the only stop at the control location.

Annex F Combustion engine(s) and fuel handling F.3.1 (c) Evacuation power unit.

Prior to December 2, 2002:

Not required.

F.4.1 Structural members used as fuel tanks.

Prior to October 15, 2001:

Not required.

F.4.4 Outside aboveground or underground fuel supply tanks. Prior to October 15, 2001:

Not required.

F.4.6 Provisions for internal corrosion.

Prior to October 15, 2001:

Not required.

F.4.7.3 Supply tanks.

Prior to October 15, 2001:

Not required.

F.4.10.11 Fill pipes.

Prior to October 15, 2001:

Not required.

Annex G Welded link chain G.1.1 Chain Specifications.

Prior to May 15, 2006:

Not required.

G.1.2 Breaking strength.

Prior to May 15, 2006:

Not required.

G.1.3 Test procedures.

Prior to May 15, 2006:

Not required.

G.1.4 Chain test reports.

Prior to May 15, 2006:

Not required.

_______________________________________________________________________________ Editor’s Notes History Sections 1, 24 eff. 05/01/2007.

Rule 24.1 eff. 05/01/2008.

Section 20, Rule 22.4 eff. 01/01/2009.

Rules 20.2, 22.4.4 eff. 07/01/2009.

Rule 22.3.4 eff. 11/01/2009.

Section 0.1, Rule 1.2.4.1, Sections 2, 3, 4, 5, 6, 7, Annexes E, F, G eff. 05/15/2010. Rule 3.1.3.3.2 eff. 05/15/2011.

Rules 0.1, 1.5 eff. 05/15/2012.

Rules 1.4, 2.1.1.11.2, 2.2.12, 2.3.5.5, 3.1.1.11.2, 3.2.9, 3.2.12, 3.3.5.5, 4.1.1.11.2, 4.2.9, 4.2.12, 4.3.5.5 eff. 09/01/2012.

Rule 4.3.4.3.1 eff. 07/01/2013. Annex E repealed eff. 07/01/2013. Rule 3.3.4.3.1 repealed eff. 05/15/2014.

Annex E eff. 07/01/2014.

Rule 0.1, Section 1.2.4.1 eff. 11/01/2014.

Rules 2.2.9, 3.2.9, 4.2.9, 5.2.9, 6.2.9, 7.2.9 eff. 05/01/2015. Rules 3.2.9, 4.2.9 eff. 11/01/2015.

Section 21 eff. 01/01/2016.

Rules 2.3.2.5, 3.3.2.5, 4.3.2.5 eff. 05/15/2017.

Rule 3.1.4.3.4.3 eff. 07/01/2017.

Rules 0.1, 1.2.4.2 - 1.2.4.4, 2 - 7, 21.1.1, 21.1.2 eff. 04/15/2019.