Code of Colorado Regulations
700 - Department of Regulatory Agencies
718 - Passenger Tramway Safety Board
3 CCR 718-1 - PASSENGER TRAMWAYS
Section 24 - Rules of board procedure

(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.

(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.

(a) The board may rule upon the petition based solely upon the facts presented in the petition. In such a case, the following applies.

(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.

R.2.2.2.1 Circuit priority

May 15, 2006 to Present:

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

a) emergency shutdown (see R.2.2.3.1);

b) carriage overtravel detection device (see R..2.2.3.2);

c) tension system fault (see R.2.2.3.3);

d) deropement circuit(s) (see R.2.2.3.4);

e) brake system (see R. 2.2.3.5);

f) overspeed (see R..2.2.3.6);

g) speed regulation check points (see R.2.2.3.8);

h) cabin door fault (see 2.1.4.3.3);

i) track cable brake application detection (see 2.1.4.4.2.1).

a) speed regulation check points (see R.2.2.3.8);

b) carriage overtravel detection device (see R..2.2.3.2);

c) tension system fault (see R.2.2.3.3);

d) A device that will be actuated by the application of a track cable brake. These devices shall effect an emergency shutdown (see R.2.2.3.5);

e) A device that will stop the aerial tramway in the event a cabin door is not closed (see 2.1.4.3.3);

f) overspeed (see R..2.2.3.6);

g) brake system (see R. 2.2.3.5);

h) deropement circuit(s) (see R.2.2.3.4);

R.2.2.3.1 Emergency shutdown circuit

All aerial tramway 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 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:

R.2.2.3.2 Carriage overtravel

An overtravel sensing device shall be installed that will stop the system if a carriage travels beyond its normal stopping location.

R.2.2.3.3 Tension system

Active tension systems, (i.e. counterweight, hydraulic, etc.) shall have a protection device(s) that will stop the aerial tramway when the tension system exceeds its range of normal operation.

EXCEPTION - Track cable counterweight overtravel switches can be programmed to allow the trip to continue and lock out the next trip. Activation of the switch shall be continuously annunciated at the operator's position.

R.2.2.3.4 Deropement detection

Bicable systems shall have a system or device that will initiate a stop if the following is detected:

R.2.2.3.5 Braking system

May 15, 2006 to Present:

Braking systems must meet the requirements of 2.1.2.6.

Prior to May 15, 2006:

Braking systems must meet the requirements of 2.1.2.6. An automated stop device shall be installed that will be actuated by the application of a track cable brake. These devices shall effect an emergency shutdown;

R.2.2.3.6 Overspeed

May 15, 2006 to Present:

If the rope speed at the drive terminal exceeds the design speed by 10%, the service brake shall slow and stop the aerial tramway 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.

Prior to May 15, 2006:

The following automatic stop devices or systems shall be installed: A mechanical overspeed device mounted on the driving sheave shall affect an emergency shutdown in the event of a 15% overspeed.

R.2.2.3.7 Reserved

R.2.2.3.8 Speed regulation check points

May 15, 2006 to Present:

A redundant device or system shall initiate a stop in the event manual or automatic speed regulation fails to reduce aerial tramway speeds to the designed values in the station and tower approach zones.

Prior to May 15, 2006:

The following automatic stop devices or systems shall be installed: 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.

a) power circuits;

b) drive fault circuits;

c) normal stop (see 1.4 - normal stopand 2.1.2.5);

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

e) power unit interlock (see 2.1.2.1.3);

a) telephone and sound powered systems (see 2.1.1.7);

b) information display circuits;

c) audible warning devices (see 2.2.9);

d) overhead cable supervision (see 2.2.1.4);

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 R.2.2.5.1);

h) unauthorized passenger on platform detection;

i) acceleration/deceleration error (see R.2.2.5.2).

R.2.2.5.1 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 tramway 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.

R.2.2.5.2 Acceleration and speed monitoring

May 15, 2006 to Present:

The rate of acceleration and deceleration of the aerial tramway shall be monitored. In the event that the acceleration or deceleration exceeds the provisions of 2.1.2.4, the aerial tramway shall stop and annunciate the error.

Prior to May 15, 2006:

Not required

R.3.2.2.1 Circuit priority

May 15, 2006 to Present:

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

a) emergency shutdown (see R.3.2.3.1);

b) stop gate (see R.3.2.3.2);

c) tension system fault (see R.3.2.3.3);

d) deropement circuit(s) (see R.3.2.3.4);

e) brake system (see R.3.2.3.5);

f) overspeed (see R.3.2.3.6);

g) rollback detection device (see R.3.2.3.7);

h) anti-collision (see R.3.2.3.9);

k) grip force fault (see R.3.2.3.10);

l) improper grip attachment, detachment (see R.3.2.3.11);

m) stop cord.

a) improper grip attachment (see R.3.2.3.11);

b) improper grip detachment (see R.3.2.3.11);

c) tension system fault (see R.3.2.3.3 and R.3.2.5.1);

d) anti-collision (see R.3.2.3.9);

e) Carrier spacing system (see R.3.2.5.3 and 3.1.2.13);

f) overspeed (see R.3.2.3.6);

g) stop gate (see R.3.2.3.2);

R.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:

R.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.

R.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.

R.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(b)).

Bicable systems shall also have a system or device that will initiate a stop if the following is detected:

R.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).

R.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.

R.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 36 inches (915 mm) in the reverse direction.

R.3.2.3.8 Reserved

R.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).

R.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).

R.3.2.3.11 Improper grip attachment, detachment

a) power circuits;

b) drive fault circuits;

c) normal stop (see 1.4 - normal stopand 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).

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

b) information display circuits;

c) audible warning devices (see 3.2.9);

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 R.3.2.5.1);

h) unauthorized passenger detection;

i) rope position detectors (see R.3.2.5.2);

j) station carrier spacing system (see R.3.2.5.3);

k) acceleration/deceleration error (see R.3.2.5.4).

R.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.

R.3.2.5.2 Rope position detection

May 15, 1994 to Present:

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 R.3.2.3. An aerial lift system may utilize a rope position detector as a supervision circuit as described in R.3.2.5 only if it has another deropement detection system that meets the requirements of a protection circuit.

Prior to May 15, 1994

Not required.

R.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.

R.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 May 15, 2006

Not Required

R.4.2.2.1 Circuit priority

May 15, 2006 to Present:

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

a) emergency shutdown (see R.4.2.3.1);

b) stop gate (see R.4.2.3.2);

c) tension system fault (see R.4.2.3.3);

d) deropement circuit(s) (see R.4.2.3.4);

e) brake system (see R.4.2.3.5);

f) overspeed (see R.4.2.3.6 and 4.2.8(b));

g) rollback detection device (see R.4.2.3.7);

h) stop cord (see R.4.2.9) as applicable.

a) stop gate (see R.4.2.3.2);

b) deropement circuit(s) (see R.4.2.3.4);

c) tension system fault (see R.4.2.3.3);

d) overspeed (see R.4.2.3.6 and 4.2.8(b));

e) rollback detection device (see R.4.2.3.7);

R.4.2.3.1 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:

R.4.2.3.2 Stop gates

On lifts using chairs, an automatic stopping device beyond each unloading area shall be installed. The device shall automatically stop the aerial lift in the event a passenger rides beyond the intended point of unloading. The location of the stop device shall be in accordance with the following:

R.4.2.3.3 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.

R.4.2.3.4 Deropement switches

R.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).

R.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.

R.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).

a) power circuits;

b) drive fault circuits;

c) normal stop (see 1.4 - normal stop and 4.1.2.5);

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

e) internal combustion engine speed control;

f) power unit interlock (see 4.1.2.1.3);

a) telephone and sound powered systems (see 4.1.1.7);

b) information display circuits;

c) audible warning devices (see 4.2.9);

d) overhead cable supervision (4.2.1.4);

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 R.4.2.5.1);

h) unauthorized passenger detection;

i) rope position detectors (see R.4.2.5.2);

j) acceleration/deceleration error (see R.4.2.5.3).

R.4.2.5.1 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.

R.4.2.5.2 Rope Position Detection

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 (see 4.1.3.3.2(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 section R.4.2.3. A aerial lift system may utilize a rope position detector as a supervision circuit as described in section R.4.2.5 only if it has another deropement detection system that meets the requirements of a protection circuit.

R.4.2.5.3 Acceleration/deceleration monitoring.

May 15, 2006 to Present:

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 4.1.2.4, the aerial lift shall stop and annunciate the error.

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

Prior to May 15, 2006:

Not required.

R.5.2.2.1 Circuit priority

May 15, 2006 to Present:

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.

a) emergency shutdown (see R.5.2.3.1);

b) stop gate (see R.5.2.3.2);

c) tension system fault (see R.5.2.3.3);

d) deropement circuit(s) (see R.5.2.3.4);

e) brake system (if installed);

f) overspeed (if installed)

g) rollback detection device (if electrical).

a) stop gate (see R.5.2.3.2);

b) tension system fault (see R.5.2.3.3);

c) deropement circuit(s) (see R.5.2.3.4);

R.5.2.3.1 Emergency shutdown circuit

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:

R.5.2.3.2 Stop gates

Automatic stopping device(s) shall be installed beyond each unloading area to stop the surface lift if actuated by a person's passage.

For actuating device(s) of the suspended type, the suspended portion shall be strong enough to cause release of the actuating devices in use under the most adverse conditions, and each side shall be detachable and shall interrupt the operating circuit when detached. The location of the device(s) shall be in accordance with the following:

R.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.

R.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)).

a) power circuits;

b) drive fault circuits;

c) normal stop (see 1.4 - normal stopand 5.1.2.5);

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

e) internal combustion engine speed control.

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

b) information display circuits;

c) audible warning devices (see 5.2.9);

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 R.5.2.5.1).

R.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.

R.6.2.2.1 Circuit priority

May 15, 2006 to Present:

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.

a) emergency shutdown (see R.6.2.3.1);

b) stop gate (R.6.2.3.2);

c) tension system fault (if installed);

d) overspeed (see 6.2.7).

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.

a) stop gate (R.6.2.3.2);

R.6.2.3.1 Emergency shutdown circuit

May 15, 2006 to Present:

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:

R.6.2.3.2 Stop gates

Automatic stop device(s) shall be installed at each terminal and beyond each unloading area to stop the tow if actuated by a person's passage.

For actuating device(s) of the suspended type, the suspended portion shall be strong enough to cause release of the actuating devices in use under the most adverse conditions, and each side shall be detachable and shall interrupt the operating circuit when detached.

The device shall be in accordance with the following as applicable:

a) power circuits;

b) drive fault circuits;

c) normal stop (see 1.4 - normal stopand 6.1.2.5);

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

Prior to May 15, 2006:

Not required.

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.

R.7.2.2.1 Circuit priority

May 15, 2006 to Present:

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.

a) emergency shutdown (see R.7.2.3.1);

b) stop gate (if installed see R.7.2.3.2);

c) tension system fault (if installed see 7.1.2.10);

d) belt transition stop device (see R.7.2.3.3).

a) belt transition stop device (see R.7.2.3.3).

R.7.2.3.1 Emergency shutdown circuit

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:

Conveyor will not SLOW DOWN when given the command to do so;

R.7.2.3.2 Stop gate

A stop gate, if installed, shall be located 5 feet (1.53 meters) plus 150% of the distance required to stop the empty conveyor operating at maximum speed from the leading edge of the belt transition stop device.

R.7.2.3.3 Belt transition stop device

May 15, 2006 to Present:

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:

Figure 7-1 Force Angle

Click to view image

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) power circuits;

b) drive fault circuits;

c) normal stop (see 1.4 - normal stopand 7.1.2.5);

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

a) telephone and sound powered systems (see 7.1.1.7);

b) information display circuits;

c) audible warning devices.