Hello and welcome to today's Webinar titled Rigging 101. Please be aware of the IMUA Policy Statement. It is my pleasure to introduce today's presenters, George Young, Nick Barry, and Robert Moore. George Young is President of the George Young Group of Companies and is one of two fourth generation owners of a specialty industrial contracting firm that has moved just about anything you can imagine from a 2,080 pound Liberty Bell to a whale to an elephant to a 7.5 million pound Goliath crane. Hand and crane rigging techniques passed on by previous generations have allowed Young to remain as the ninth largest alternative rigging contractor in the United States. Mr. Young is a former chairman of the Board of the Specialized Carriers and Riggers Association and a current board member of the General Building Contractors Association. Nick Barry is a program underwriter at Bituminous and has over 35 years of inland marine experience in all facets of underwriting including standard lines, excess and surplus as well as reinsurance. Mr. Barry is a graduate of Thomas Moore College and is a member of the IMUA Construction Committee. Robert Moore is the Corporate Secretary and Product Line Manager at Nation Builders Insurance Services. He has over 30 years of experience in the insurance industry specializing in niche insurance markets. He is an author and frequent lecturer on risk management and specialty line insurance issues. Mr. Moore has an undergraduate degree from John Terrell University and graduated magna cum laude and has a Juris Doctorate from Loyola University in Chicago. Gentlemen, welcome. The floor is all yours. Thank you. This is George Young and I'll begin today with a little discussion of rigging and riggers and the goals we'll attempt to achieve is to discuss the evolution of rigging and rigging tools, who is a rigger, where do they work and how diverse are their projects. This seems to be good information for potential underwriters. Rigging is actually a noun and it has many, many definitions but one definition is rigging is the process of lifting and moving heavy loads with ropes, chains and mechanical devices which include cranes and alternative lifting devices. But in my 30 some odd years in this business, I think the best practical definition I've ever heard is that as heavy and specialized carriers, we move over dimensional or overweight loads hundreds if not thousands of miles. As riggers, we move those same loads hundreds of feet either vertically or horizontally and as millwrights, we move those same loads hundreds of thousands of an inch as we bring them into perfect alignment or tolerance. The definition of rigging and millwrighting seems to vary across the country. Ancient rigging tools began with some that are still in use today. Rollers were used by the Egyptians and others to move large stones. The inclined plane was also used in combination with rollers and early cranes were used counterweighted by manpower. The wedge and the lever were ancient rigging devices that are in use every day today. In the Middle Ages, the trebuchet was a military item that combined mechanical advantage along with counterweights. That led to the early invention of some counterweighted cranes as are pictured here. Industrial revolution was next and steam was added to mechanical advantage and lifting capacities increased. Today, the modern rigger uses basic tools such as are shown here. A rigger uses dollies and skates. He uses jacks that might go from 5 ton to 250 ton or larger, pumps, a wide variety of hoisting gear including chain hoists, come-alongs, slings, shackles, spreader beams, all types of other hardware. He uses hauling gear to secure loads not only for hauling but perhaps while he's moving them with some of these tools. Our business is changing rapidly. Modern specialized tools are evolving quickly. When computer-aided design has been paired with hydraulics and pneumatics, portable steel structures, larger and larger mobile and sometimes not so mobile cranes, helicopters, and skidding and jacking systems sometimes known as jacking slides or hydro slides, our business is being revolutionized. Hydraulic gantries will lift everything from a 2,080 pound Liberty Bell to a 12 million pound submarine. On a weekly basis, these gantries lift turbines and generators and boilers, or they may be lifting at nuclear plants boiler feedwater pumps. Lift towers are very, very new upon the scene and they come in tractor trailers or containers and they self-erect where they erect with small cranes. They then take large vessels and stand them up in refineries, usually in restricted areas. Cranes of course are used by riggers every week. We install bioreactors in biopharmaceutical facilities, perform various types of lifting, or even lift things like 90-foot diameter digester lids at sewage treatment plants where you have to hook into them in approximately 32 places. HVAC units are lifted onto steel platforms. Certain types of cranes are so heavy that they need enormous mats to distribute their load, and cranes are used in refineries to upend vessels and do all types of hoisting. Riggers use tower cranes. Sometimes they're out in the middle of nowhere. Sometimes they're in refineries. Sometimes they're by themselves in crowded cities. Or, in some instances, you have multiple tower cranes on one site, and making sure that the load and the booms do not intersect is a big challenge. Instead of hydraulic telescopic cranes, there are also lattice boom cranes that riggers use. Those cranes can have enormous amounts of counterweight, sometimes exceeding a million pounds, many, many parts of hoist line to lift large loads, or they can be set up with long booms to lift loads onto the top of buildings in a congested city. These cranes come with rubber tires or crawlers, and they upend vessels in any type of a manufacturing system. These types of cranes typically also service the wind industry and are sometimes set on pedestals high above seaports. You also find riggers using different types of cranes, container cranes or goliath cranes. You might note in the picture at the bottom left that the goliath crane from General Dynamics is so large that they have two large cranes in and of themselves mounted on top just to service it. These types of cranes can pick hundreds of tons. They have enough hoist to be able to flip ship sections upside down, and some of them are outfitted to lift over 1,000 metric tons. Moving away from cranes, this is a picture of a hydroslide system. Our 500-ton hydroslide system here is moving a 621,000-pound transformer horizontally across a pad until it gets into its final position in the background of the photograph. This moves slowly, but about six feet every seven minutes, so if you miss the opportunity to see it, the piece will be moved before you know. We even use Goldhofer or Shorterly specialized trailers as lifting devices. They have hydraulic suspensions, and they can move underneath pieces that are sitting on beams and stools, and they can lift them up off the stools and move them around a job site, eliminating the need of a crane by turning a transportation device into a rigging tool. Any rigger worth his salt has a big fork truck, but they're getting very specialized. People are now starting to create hybrids that combine the best of hydraulic gantries and lift trucks. These units will self-unload. You can attach forks to them and lift heavy loads very high. You can use the same machine to lift and carry from the snout of the upper frame heavy loads. In the center picture, you can get underneath a bridge crane and use it like a big set of jacks to lift the bridge crane up above the rails, or you can buy an attachment that essentially turns the unit into a relatively heavy lift crane. For underwriters, where should you look for riggers doing their rigging? Well, you're going to find them on the ground, and the best place to find them first is in a classroom getting some certifications. Good rigging contractors will typically have third parties come in and teach their people in classroom settings and in a warehouse setting where they might practice upending loads. They also are taught how to inspect various pieces of equipment that they're going to use so that they can perform pre-shift or pre-use inspections to make sure the equipment is safe. You'll also find them doing unusual jobs. One of my ancestors was able to move the Liberty Bell and installed the clapper in the bell, and the current generation, though, used hydraulic gantries to lift the Liberty Bell a few years ago. Riggers are inventive and imaginative people. In this slide, the top section of a sculpture needed to be dismantled, but the sculpture itself was so old and weather-beaten that we couldn't touch it. So, a method of surrounding its base with steel and then lifting the steel, but not the sculpture, was devised. This is a typical use of imagination. You'll find riggers moving medical machines. This relatively small machine weighs 40,000 pounds, but it's a gamma knife that will bring radiation treatments to thousands of people who have tumors in their head and neck. You'll find riggers in any type of manufacturing. This is a biopharmaceutical setting where a bioreactor is being dismantled for shipment overseas. You'll find them assisting heavy haulers in the energy generation sector. Hoisting a variety of things in heavy industry. This is at Amtrak, where a 110-ton rotor is being lifted out of a frequency converter for repair and renovation. You'll find them in the petrochemical industry all the time, lifting everything from pipe to modules to upending vessels. You'll find them in shipbuilding, lifting everything from six and seven and 800-ton modules of ships to loading ship's stores onto a vessel before it sails. You'll find riggers in the steel industry in just about every facet. Putting in newspaper presses or sheet-fed presses in the printing industry. You'll find them in about every light and heavy industry, setting vessels or making multiple point picks of air handling units that then get lifted onto steel structures and inserted into the building. You'll even find them in resource recovery, supporting heavy haulers again as they move loads that weigh approximately a million pounds up 18 percent grades. You'll find riggers underground, installing conveyor or installing large crushers. Sharp eyes will note on the right-hand picture the figure of a man in between the two crushers to give you an idea of the size of the crushers. You'll find them on the water, loading out barges and then taking pieces and making intricate lifts and stacking them. You'll find them in harbors and lakes and docks. Here, a barge crane, a spud barge crane, is lifting a 500,000 pound transformer casing. You'll find them in salvage operations, getting the Concordia up or lifting locomotives out of the water. Perhaps one of you underwriters knows how that locomotive got in the water. You'll find them underwater, attaching lifting devices to the kursk, which was then lifted from the bottom of the ocean and set in the dry dock. You'll find them in the air using helicopters, lifting HVAC units on the roofs of buildings. You'll even find them in space as the orbiter's arm lifts a variety of pieces. But where you normally find a rigger is in a low-risk, mundane task. This is the normal things that we do, moving crates into buildings, nothing very exciting. Riggers always bring iron hands in velvet gloves to a project, and with a good one, you can make sure they'll always bring love to your project. I'll turn over module number two to Nick Berry. I unfortunately do not have pretty slides, so if I can move this... And it doesn't want to move for some reason. Oh. Nick, this is Robert. I got you. There it goes. Somebody else knows it. There it goes. Okay. Riggers, as George indicated, moves a myriad of objects. The basic difference probably between a rigger, although the definitions are different in different parts of the country, and a millwright is that a millwright will also do installing of the equipment that they're moving. Bob, do you want to elaborate at all? Well, we often look at it and talk about it from a perspective of the contractor who's picking up the load, is actually rigging it, then putting it on the truck, the specialized transportations, transports it from the place where it's been picked up, brings it to the job site. The rigger then re-rigs the load. The crane company comes in, picks it up, moves it, and then the rigger unhooks it, puts it in place in the millwright, and installs it. But it is right at ... Nick and George are right on. Throughout the country, the definition varies widely and significantly. Can somebody move me to 58 then? Okay. Now 59? Jobs lists are extremely important. You cannot just get a list of jobs in that they moved at a certain location. You have to get what they moved, how they moved it, how long it took, and how they moved it's essential. Law history, of course, speaks to itself. Inspection of equipment, as George was talking about, these individuals are supposed to have certifications, which is getting more and more important. I've heard too many times in the past that, well, who's doing the inspection? Well, Joe has 20 years experience. Well, that is not the answer. The answer is Joe is extremely and highly qualified and certified to be maintaining and inspecting this equipment. One of the reasons why you would want a log is because you want to make sure that this is being done on a routine basis. If it is not, these are all moving parts, and you can run into trouble. Maximum height and normal height of jobs is something you should know, because if they start to do stuff that are lift items that are not usual to what they've done in the past, you obviously could run into loss problems real quick. Alarm systems, as I mentioned, maximum and average height of jobs, maximum and average weight of jobs. Tandem lifts, obviously, you're trying to get two cranes to be doing the same thing at the same time, and you're just doubling up on your exposure and your chance of loss. Is that the right slide, Nick? Yes. Okay. Outriggers are important because they help stabilize the loads, and if we had a case a while back where they put the outriggers out, but they couldn't extend them completely, and then they didn't change the angle of the lift, and we suffered a loss because the crane overturned in the process of trying to lift it. So if you cannot extend the outriggers to their complete distance, you have to then re-alter and reconfigure your angles. And of course, it's very important to adhere to the manufacturer's specifications. Pricing, I really can't get into that, but that's normal for what we see. You may have your own criteria. Key hazards, obviously, improper inspection and maintenance of the cranes, improper setup of the cranes, the wrong angle. All of these will cause a loss very quickly if they're incorrect. Also, you have to worry about what kind of soil, is it soft, is it hard? Obviously, you're going to have problems if the ground surface is imperfect. And you have to remember that there's always a cost of setting up a crane, and if it's the incorrect crane to be using, there's a cost then associated with taking it down and bringing out the right crane. And of course, time is money, so sometimes people will try to do what is wrong, and of course, as I say at the bottom, the majority of crane losses are due to human error, not to anything else. And Robert Moore is next. So thanks, Nick and George. I start out by reintroducing the concept that started many, many years ago from a historical perspective that rigorous liability insurance was always going to insure the load while it was being moved. So it is insurance for a contractor's liability arising out of the moving of property and equipment that belonged to others, such as lifting air conditioning units onto the roof with a crane. We in the industry now, in the crane and rigging industry, got dealt with kind of a setback to a certain extent, as I like to phrase it, in the 1980s when there was a movement away from having rigorous liability insurance and trying to rig the commercial general liability insurance policy or make an argument that the commercial general liability insurance policy was going to cover risks that were being moved by cranes or in the rigging industry. But what they did was they moved away from all of the exclusions in a policy and actually started to remove the care, custody, and control exclusion in a policy. Your typical CGL policy states that this insurance does not apply to damage to property, property damage to property you own, rent, occupy, etc. And then it follows with that with personal property in the care, custody, or control of the insured. So if a crane is picking up a load that it had just rigged and it's on hook, many courts would talk about that that CGL policy would not cover that situation because the personal property that was on hook was under the care, custody, and control of the insured. As a general principle, a CGL policy was not intended to provide coverage for property entrusted in the care, custody, and control of the insured. So what has happened, though, throughout the years as we started to get through this and that's the slide where I talk about that, the J-4 exclusion was removed. Now one of the problems that we're going to see in a minute is when a CGL carrier tries to remove the J-4 exclusion and replaces it with an on-hook endorsement, there's still coverage gaps for the contractor which caused problems in the marketplace. Several courts have set forth that the public policy underlying the care, custody, and control exclusion is to prevent the CGL carrier from being a guarantor of the insured's workmanship. But the courts have eroded that in some states. And in eroding it, the way the courts have done it is to say that while the property you would think is under the care, custody, and control of the contractor, it's not actually under the care, custody, and control. The rigors liability policy actually provides your broadest form of on-hook coverage for third-party liability. And in addition to that, in your typical policy that's issued for rigors liability, along with the other inland marine parts, property and storage, property and transit is covered under your rigors liability. Now when I get into this, you're going to see how this kind of changes and kind of gives you the understanding as to why some companies have come out in the marketplace and made the on-hook endorsement their primary coverage, which when they do that, you no longer have coverage for property and storage or property and transit. But one of the other issues dealing with the rigors liability is that there's a limit then on it if you have not only the damage to the property, but also loss of use. And I'm going to explain that in a minute. When we look at care, custody, and control, it's largely dependent on the factual circumstances. The Supreme Court of Arkansas defines care, custody, and control, and in the majority of jurisdictions, it has a very broad interpretation as to what's under the care, custody, and control of an entity. The Illinois courts, though, kind of took it away and took part of that broadness away and have changed it to much more of an exclusive possessory control of the insured at the time of the loss. The property doesn't necessarily have to be an element of the work performed by the insured, but it is much more important to understand that these facts change everything. So in this first factual situation in Massachusetts, the Massachusetts court found where an insured was a contractor using a crane supplied by its owner under an oral rental agreement, and the owner supplied not only the driver of the crane, but also the operator to make the list, the owner's employees retained full control over the crane during the course of the work. The crane was damaged, and the owner sued the contractor for the cost of damage to the crane. While the contractor's CGL carrier denied coverage, the court looked at the factors involved and makes a huge distinction and determined that the being in charge of the workplace was typically a function of the general contractor. And without possession or control, because they found that in this situation the contractor did not have possession or control, the exclusion doesn't apply, and the insurer was therefore required to defend, which you would look at and say, well, wait a second, this is typically on this set of facts, wouldn't it typically be under the Arkansas case covered by the rigging liability coverage, not by the CGL, and typically it would. The issue, though, becomes a little more clear-cut when we talk about the Illinois case and the two-pronged test that Illinois had, where the named insured was a concrete foundation subcontractor hired to pour caissons for a bridge, and the named insured dug the holes, purchased the concrete to pour in, and was at that point then going to pour in from a concrete pump. The concrete pump goes on a hook, and an accident actually occurs when the boom of the crane collapsed, damaging the concrete pump truck. So it's on hook at that time. The Illinois court used the two-pronged test to say that the coverage would not apply under the CGL policy because it was under the care, custody, and control of the contractor at the time of the loss. Typically that's how it works. So in that situation, when we look at that set of facts, the common problem becomes, well, if the contractor didn't get riggers liability insurance, he's going to try and put it on his CGL coverage, and most CGL carriers are not going to allow that. The other issue that some of the brokers need to understand from an underwriting perspective deal more with the fact that if the insured has changed their CGL policy for the on hook, and said basically, while anything's on hook, it will be covered under the CGL policy, it's not going to provide coverage while the property is in storage or in transit if the contractor has taken it under storage. So the piece of equipment comes on the job site, they're going to keep it there for a couple of days, and then install it and rig it. That is a problem from the standpoint if they don't have riggers liability on it. We look at it from a dual standpoint of talking about the CGL policy and the on hook endorsement, and most of the time they've put on the on hook endorsement so that they can provide coverage through the CGL policy up through the excess policy and on top of the excess policy. Nick, do you want to comment on that from your inland marine underwriting standpoint as to how that coverage would work with the inland marine policy providing a riggers liability coverage? Well, the riggers is meant to provide coverage for direct damage if the load is dropped. So using that scenario that we're talking about, let's say as George's earlier slide had a medical device that was being installed in a building, and the device being installed accidentally drops, and it's a million dollar device, and it's on hook. The inland marine policy would pay the ... and let's say it's a million dollar inland marine policy. So Nick, given that scenario, then you're going to pay the claim, assuming everything else is covered, on the inland marine policy for the cost of damage to the equipment. Yes. Then what's going to happen is the contractor's going to be said, okay, there's a loss of use, and so the contractor on the loss of use claim is going to try to figure out where he's going to put it at since the riggers claim has already paid. There's a problem that's going to arise with the contractor, and that's why they've been putting more of this on hook endorsements on the CGL policy, and basically the endorsement form says that while it's on hook, it's covered, including loss of use. So that provides more coverage for it. But the better way of providing the coverage for rigging and for while a crane is moving something and taking temporary storage or in transit, is to provide the riggers liability on your inland marine policy. So that concludes my section of the presentation. Robert, Nick, and George, thank you for an excellent presentation. At this time, the presenters will take questions. To ask a question, press the Q&A button in the upper left-hand corner. Once you do, a box will drop down where you can type in your question and click ask. Here's our first question. What is the difference between a rigging contractor and a millwright? Do you want me to take this? Go ahead, Nick. Well, as we stated before, the definition varies, but the rigger is just going to be involved in moving the load. The millwright will be more involved in the installation, moving that, and installing it. He may not be moving it very far. It could be a piece of machinery moving a half an inch or a half a foot, but then he has to reinstall it. That, to me, is the difference between a millwright and a rigger. A rigger is not going to get involved in the installation. This is George Young. I would like to add, though, that very often, rigging companies have millwrights working for them and vice versa. You will find that in order to provide a complete job for the owner, companies like ours will transport the equipment to the site, we will offload and place it with our riggers, and then we will erect it with our millwrights. Very often, the riggers and the millwrights work hand in glove. Thank you. Here's our next question. Who does the certification? I'll chime in first on that. From a standpoint of certifying the operator of the crane equipment, there's an organization known as the National Certification for Crane Operators, NCCCO, and they are one of the largest companies that certify cranes, operators in the United States, and they come on and do it. As for the equipment, George and Nick, you guys want to take it? I'll chime in that the National Commission for the Certification of Crane Operators also offers a variety of certifications. It is the agency that our firm uses, and our riggers and our millwrights receive rigging certifications. They are third-party skills and written tests that the fellows have to pass. It's an assessment of knowledge retention. They also offer signal person certification. There are other certifying bodies within the United States that provide certification, but in my opinion, the gold standard is NCCCO. Okay, thank you. Next question. How are ground surfaces, and there's three related parts to this question, how are ground surfaces determined before a lift? What if it's in the city, or a city on the street, or a sidewalk? How do you know the ground will support the move? I'll answer that a little bit. The current regulations require that information on underground utilities is provided to the crane operator by the owner of a facility. If you're working in a street where the city may be the owner, typically you'll have underground utilities mapped out, and you may do soil borings to determine what type of soil is underneath the ground. From that point, you start to utilize load spreading methods to get the ground bearing pressures down to what is an engineeringly acceptable level. Okay, thank you. Another question, this one's for Nick. In your portion of the presentation, what did you mean by alarm systems? Is this the alarm systems on the crane when exceeding lifting capacity, or some other alarm? No, it's alarm systems on the crane. They're supposed to be in working order, so that if you start to exceed the capacity, they would engage and go off. Okay, thank you. Next question. Is there a commonly understood definition of on-hook? Using the medical equipment example, when is the device on-hook? We use the term on-hook commonly to refer after it's been rigged, and the crane actually has taken the piece of equipment and started the first aspect of the move. It would be where the hook is attached to the piece of equipment, and the operator starts to do the movement. George, would you agree or kind of disagree with that? I would agree with it, but then I would ask the question, if you're moving something on dollies and a crane is not involved, what type of coverage would be needed? There's liability, because your on-hook is no longer going to be available to you for that, since you don't have a crane involved. Okay, we have the next question. This one's for George. What do riggers hold themselves liable for? Actual cash value or some dollar limit per pound or ton? It depends on the type of insurance that you've purchased, but in many instances, we'll work on either an actual cash value or an actual cash value with a maximum, if we can, that may be defined by weight. It could be something like $10,000 per U.S. ton, or in some instances, we work upon agreed upon values. If it's a work of art, for example, we'll want in writing what that piece is worth, because it's hard to define afterwards. There are multiple ways of answering the question. One of the things that during the underwriting process, I think Nick started to touch on this, and I'll kind of throw this out there and then let Nick join in on this, is that the process of underwriting also involves taking a look at the contracts that the proposed insured is using, and in it, what do they put in there? So on if they're transporting something, how does their bill of lading work? Is there limitations in the bill of lading? It continues to go across from the transportation bill of lading into the contract that they're going to sign for doing work on a job site, and how much is going to be in their typical contract on the job site, and whether or not they have their own contracts that they use in their own risk management tools when they get onto a job site or when they contract. So oftentimes, for instance, George will call us and we'll talk with George about his contracts, and work with him to make sure that he has the right risk management in place for his contracts. Nick? Well, yes. You have to know how they're valuing whatever they're lifting. It could be an actual cash value. It could be brand new equipment or air conditioned equipment that you would probably value at replacement cost, but you have to look at the contract to see what they've actually agreed to, because the agent's not going to really know. The contract will state it, though. Thank you. Our next question. How do you determine when rigging liability and carrier liability begin and end? From a rigger's liability standpoint, it would end when the equipment, whatever load is being moved, and it could be moved across, it could be moved a few feet, whenever that job, whenever that move is completed, whenever that, whatever they're moving is put in place. Okay, next question. What is the difference between rigger's insurance and Steve Adoring insurance coverage? I'll give you a general answer to that. Rigger's insurance may be included in Steve Adoring insurance, but Steve Adoring insurance refers to the movement of loads on and off and around ships, in and about with ships. That's how we usually look at it. From the standpoint of looking at it from a Steve Adoring standpoint, many inland marine carriers that we deal with and that we're familiar with don't like to get into the Steve Adoring or Longshoreman's insurance and issues dealing with that in regards to those types of claims. It's usually, from our standpoint, try to get away from the ship. The movement of a load from a ship to a truck is covered under Steve Adoring insurance. The movement of the truck, once it starts to move out of the port, is covered under our cargo policy and as it moves somewhere else. Nick, any comment on that? For what it's worth, I agree with you. I don't like to do Steve Adoring because it's something I've not normally done in the past. Thank you. Our next question, what is the extent of a rigger's or millwright's responsibility for losses when they enter into long-term maintenance contracts at plants or facilities? Well, the rigger would be involved in just moving whatever equipment or machinery or product is being moved. It doesn't involve itself with long-term maintenance contracts. As riggers and as millwrights, we have long-term maintenance contracts with a variety of clients. The answer to the question is found typically in the indemnification portion of the specific contract that's negotiated. It may limit the liability or the rigger or millwright may accept full liability for those things which he or she is handling. Thank you. On a job with multiple lifts, is each lift an occurrence or is the whole job one occurrence if there are losses on multiple lifts? What other costs other than the direct physical damage would be paid under riggers? On a multiple lift job? Yes. Well, yes. Well, you have a limit, so whatever that limit is, once you get to that limit, you're done. You don't have any loss of use under a riggers. You're just moving something. We would take a look at it to see what the actual policy said as to whether or not there's different occurrences for each lift. In other words, on day one, you move something. Later on that day, you move something differently. We would be looking at how it's defined by each of the policies to tell you whether or not there's a separate limit applied to each lift. That's where I thought they were trying to go with the question. Thank you. Are most riggers responsible for also ensuring the installation exposure for the millwright? In order to avoid any gaps in coverage, would it be best if underwriters used millwright coverage form that would cover the transit, rigging, and installation? I'll try to tackle it. It depends on whether or not the rigger is the contractor responsible for the entire work. If the rigger is responsible, then you may want to consider doing the millwright if he's not only rigging but also doing all the millwright work versus the other way around. If the millwright's responsible for the contract, then how he contracts with the rigger, the rigger's going to limit his liability by just putting Seth Forth in his contract. He's only responsible for the rigging portion of the job. George, do you want to add on that? No, I don't have anything to add. I agree with what you said. We just have a few more questions. If a trucking firm was moving a large and heavy piece of equipment, would they need to hire a rigger to do the loading and unloading? Would the rigger provide the lifting equipment or just show up to use the crane provided? The answer varies all across the country. As heavy and specialized carriers, sometimes we load the piece. Sometimes the OEM or the manufacturer loads the piece. Sometimes you use an OEM provided overhead crane in their facility but our own labor and our own tools. Some crane rental companies, as part of their service, provide rigging tools to anybody who wants to use them. Some others provide absolutely none. There's no easy answer to cover the question. I agree. We almost have to take case as it comes because they're all going to be different. Okay. To George, please discuss briefly rigging plans and complexity prior to the actual rigging operation. Rigging jobs that we perform can go from incredibly simple moving a crate to very, very complex. Though there should be a job hazard analysis for each and every move, the complexity of the rigging plan is often going to increase with the value or the weight of what you're handling, various liabilities that there could be. For example, if you're lifting over a pipeline that carries $13 million of product a day, there may be critical lift plans required. It's also changes based upon legislation in different areas. Some areas don't require any lift plans or some clients don't require lift plans, whereas others require critical lift plans for every single lift that's made. Again, unfortunately, there's no easy answer that fits each and every situation. It can be anything from a one-page pre-lift plan to several books that determine how you're going to perform a certain function. You should always try to have at least a plan to show that you've thought through what's going to occur. Thank you. Here's our last question. Do construction companies typically do their rigging of equipment that will be part of a structure being built, or do they typically contract out the work to a rigger? Again, it all depends on the circumstances, the qualifications of the construction company. It could vary from job to job. One job, they may decide to do the rigging themselves. The next job, they want to hire somebody. I would concur. I'm sorry. I concur. That's all the questions that we have. Are there any closing comments? Okay. Thank you very much. Ms. George-Young, thank you very much for the opportunity to tell you a little bit about our industry. If any of the underwriters ever have questions about specific risks, they can feel free to get in touch with me, and I'd be happy to share some of our experiences as well as myself. Thank you. Thank you all for attending. Thank you for the opportunity to present our industry also. Thank you very much for an informative presentation. All attendees will receive an email with a link to an electronic survey. Please take a moment and provide feedback to IMUA. If there were several people at your location, please forward the link to each individual so they can also provide feedback.

Rigging 101

George Young

Nick Barry

Robert Moore

evolution of rigging

riggers and millwrights

rigging tools

importance of certifications

lifting heavy loads