December 2016 Quick Draw Express Lift (SC-008) Incident
Report of Investigation
This report complies with sections 25-5-704(b) and 25-5-715(4) of the Colorado Revised Statutes
(“C.R.S.”) and the Colorado Passenger Tramway Safety Board Rule 23.3, which require a “report of
investigation” following an incident “when a death or injury results from a possible malfunction of a
passenger tramway.”1 This report provides an overview of the Colorado Passenger Tramway Safety
Board and details the incident, the investigation, and the findings of the Board.

Overview of the Colorado Passenger Tramway Safety Board
Colorado law established the Colorado Passenger Tramway Safety Board (“Board”) to assist in
safeguarding the life, health, property, and welfare of this state through its licensure, inspection and
regulation of passenger tramways. Since the establishment of the Board in 1965, there have been
seven lift related fatalities as a result of three incidents in Colorado. 2
To meet its objective of safeguarding the public, the legislature placed the primary responsibility for
design, construction, maintenance, operation, and inspection for passenger tramways with area
operators, while empowering the Board to prevent unnecessary mechanical hazards in the operation of
passenger tramways, and to assure reasonable design and construction, accepted safety devices and
sufficient personnel, and that periodic inspections and adjustments are made which are deemed
essential to the safe operation of passenger tramways. See §§ 25-5-701 and 705, C.R.S. Toward this
end, the Board is authorized to issue licenses, collect fees, receive complaints, conduct investigations,
prosecute or enjoin persons violating the Passenger Tramway Safety Act, hold hearings, impose
discipline on area operators for such violations, establish technical and safety committees, and
promulgate such rules as may be necessary and proper to carry out the provisions of the Passenger
Tramway Safety Act, including the use of the standards found in the American National Standard for
Passenger Ropeways-Aerial Tramways and Aerial Lifts, Surface Lifts, Tows, and Conveyors-Safety
Requirements, as promulgated by the American National Standards Institute (“ANSI standards”). § 25-5704 (a), C.R.S.
A public passenger tramway shall not be operated in the state of Colorado unless licensed by the
Board. § 25-5-709(2), C.R.S. All lifts in Colorado must be licensed annually prior to the operating
season. §§ 25-5-711, 712, and 713, C.R.S. Prior to annual licensure, each Colorado lift must be
inspected by Board inspection engineers 3 to confirm no unreasonable safety hazard exists, and to
confirm that the lift is in reasonable compliance with the current ANSI B77.1 Standard, the Passenger
Tramway Safety Act and Board Rules. § 25-5-712, C.R.S. The Board inspector conducts a visual and
audible inspection of: all safety systems and functions of the lift; functionality of all drive systems;
brake systems; speed controls; stops and tower safety systems, and any other lift specific systems,
including records and other documents. Board Rule 22.4. Once the inspection is complete, the Board
inspector provides a list of the deficiencies observed during the inspection that must be addressed
prior to licensure of the lift. Board Rule 22.4.4. The area operator must certify that these deficiencies
1

This report was prepared in furtherance of the Board’s duty to investigate and report as set forth in §§25-5-704(b) and 25-5715(4), C.R.S. and Board Rule 23.3, and does not, in and of itself, resolve any pending disciplinary complaints before the Board.
2

Colorado Tramway related fatalities occurred in 1976-four fatalities as a result of a cable incident; in 1985- two fatalities as a
result of a bullwheel failure; and, the 2016 fatality that is the subject of this investigation.
3

Board Inspection Engineers are required to be licensed as professional engineers in the state of Colorado pursuant to §25-5702(5), C.R.S., and Board Rule 22.5.

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 have been addressed before the lift is licensed for public operation. Board Rule 20.2. When the
inspector finds deficiencies that may be a risk to public safety, “the inspector shall issue an immediate
report to the Board for appropriate investigation and order” pursuant to section § 25-5-715(5), C.R.S.,
and Board Rule 22.4.5.
In addition to the annual pre-licensure inspection, the Board inspectors conduct unannounced
operational inspections during each operating season of the year. § 25-5-715, C.R.S., and Board Rule
22.3.2. These inspections focus on operational issues and confirm that deficiencies noted in the annual
inspection have been corrected and that the lift is being maintained and operated in a safe
manner. Board Rule 1.1.
Further, the Board must approve and inspect any major modification to a lift. § 25-5-710, C.R.S. Prior
to major modifications4 of any lift, licensees are required to submit documentation that includes a
verification statement that the design is in compliance with the applicable rules. The submission must
also include a proposed acceptance test procedure to demonstrate the modification meets applicable
rules and standards. Board Rule 21.3.7. A Board Inspector must be present during the acceptance
test. Board Rule 21.3.11. Upon successful completion of the test, the area must submit additional
documents confirming that the modification was installed according to the original proposal. After all
documentation has been reviewed, the Board may issue a license to allow public operation of the lift.

The Incident-Quick Draw Express Lift at Granby Ranch Ski Area
Description of the Incident
On the morning of December 29, 2016, three skiers boarded the Quick Draw Express Lift (SC-008)
(“QDE”) at the Granby Ranch Ski Area in Granby, Colorado. As their carrier (Carrier 58) approached
Tower 5, the carrier swung excessively and struck Tower 5. The three skiers were ejected from Carrier
58 and fell to the snow surface. Granby Police Department confirmed that one passenger was fatally
injured and the two other passengers were seriously injured. No other injuries were reported. The lift
was evacuated with the electric prime mover.
Description of Lift
The QDE is a detachable quad lift built in 1999 by Leitner Lifts (See attachment B). The lift has a slope
length of 4,360 feet and a vertical rise of 837 feet with 14 towers and a line gauge of seventeen feet
five inches (17’-5”). The lift’s ultimate design capacity is 2,400 passengers per hour at the design
speed of 1,100 feet per minute (ft./min.) in a clockwise rotation, but the current tested capacity is
1,800 passengers per hour.
The top fixed drive chairlift uses an Electric Prime Mover consisting of 500 horsepower (“hp”) electric
motor through a Sew Eurodrive gearbox. The Diesel Prime Mover is a Cummins N14-P475 engine
utilizing 475 hp through the same gearbox. The Evacuation Engine is a Cummins B5 9P-152 engine
utilizing 152 hp through a torque converter and a belted connection to the same gearbox.
The original electronic drive controls were a Control Techniques drive with a Leitner low voltage
system utilizing a Pilz “Programmable Logic Controller” (“PLC”). Until the new drive was installed in
December 2016, there had been no major electrical changes since the lift’s construction.
The tension system is a single hydraulic cylinder used in a compression application, or “push” style
design on the return bullwheel at the bottom terminal. The hydraulic controls are also located on the
carriage at the bottom terminal.

4

A Major tramway modification is defined as: an alteration of the current design of the tramway which results in:
a change in the design speed of the system; a change in the rated capacity by changing the number of carriers, spacing of
carriers, or load capacity of carriers; a change in the path of the rope; any change in the type of brakes and/or backstop devices
or components thereof; a change in the structural arrangements; a change in power or type of prime mover or auxiliary engine;
or, a change to control system logic. Board Rule 1.2.4.3.
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 The haul cable consists of a 6x25 Redaelli rope with a plastic core. The rope has not been shortened
from the original installation and the rope has stretched such that the tension carriage is near its
fullest extent, requiring a re-splice to shorten the cable in the near future.
The chairlift has 67 four-passenger carriers, Leitner model SA4-99 using a Leitner grip model LA48-95.
The grip is a two-spring, non-over center, style coil spring grip.

INVESTIGATION
The Investigation of this matter commenced on December 29, 2016, the date of the incident, and
preliminarily5 concluded March 30, 2017. The investigation included the assembly of an investigation
team, a review of the QDE lift history, licensure and inspections, extensive on-site testing of the QDE,
witness interviews/review of statements, and review of the information from the data logger.
Initial Board Assessment and Assembly of Investigation Team
Immediately following the incident, Area representatives evacuated the lift and closed the lift for
public operation. The Granby Ski Patrol was the first to respond to the scene at 10:55 a.m., and
contacted the Granby Police Department, who arrived at approximately 12:05 p.m. The Area then
notified the Board Supervisory Tramway Engineer (“STE”). Both the Granby Ski Patrol and Granby
Police Department assisted in taking witness statements as the lift was evacuated with the primary
drive (See attachment K). The weather was partly cloudy and the temperature was 30 degrees with
wind less than five miles per hour (“mph”). Area maintenance personnel preserved the lift’s recorded
drive performance data from the time of the incident.
The STE arrived from Denver at 1:30 p.m. on the day of the incident to coordinate the
investigation. The STE assembled an investigation team of four licensed professional engineers with
extensive tramway engineering experience.
The investigative team included:
1. Lawrence Smith, P.E. – Board STE (40*)
Responsible for overseeing the investigation
2. Thomas LaVenture, P.E. – Board inspecting engineer (30*)
Responsible for technical support and documentation
3. Bruce Allen, P.E. – Board inspecting engineer (20*)
Contributing technical support via telephone
4. Charles Peterson, P.E. – Independent consultant (41*)
Responsible for directing investigation and report development
Others present during the investigation included:
1.
2.
3.
4.
5.
6.

Jamie Bunch, P.E. – Tramway Engineer (40*)
Jim Fletcher, P.E. – Tramway Engineer (40*)
Josef Gmuender, P.E. – Consultant (30*)
Rod Stocking – Senior lift technician for Leitner/Poma (40*)
Ski Granby Ranch managers and lift maintenance personnel
Granby Police Department
*Years of experience in the aerial ropeway industry

5

Due to the unprecedented nature of this dynamic occurrence, continued investigation/analysis of this event will likely continue
for years.

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 Review of Quick Draw Express Licensure and Inspections
The QDE lift at Ski Granby Ranch (the “Area”) has been licensed to operate since December 9,
1999. During that time, the lift was inspected annually for both its licensing and unannounced
operational inspections. During its 18 years of operation, there have been no reported incidents
attributed to unstable lift dynamics.
The summer operational inspection of the QDE was conducted on August 7, 2016, by Board Inspector,
Bruce Allen, P.E. The report (See attachment C) noted a deficiency related to the incorrect labeling of
a tower test switch on the control panel. In their August 13, 2016, response to the deficiency (See
attachment M), the Area reported that the deficiency was corrected.
In early December 2016, the electrical controls of the QDE were modified per the “Notice of
Installation” received by the Board office in October of 2016 (See attachment D). The modification did
not change the existing manufacturer supplied low voltage control system. The Engineer of Record for
the modification was Joe Gmuender, P.E. The installation and drive setup was performed by Ed
Thompson of Electramic Associates.
The modifications to the QDE lift included:
1. Replacement of the original 1999 Control Techniques digital DC drive with an ABB DCS-800
digital DC drive;
2. Addition of an interface controller between existing low voltage controls and the new DC
drive. The interface controller adds safety functions for both electric and auxiliary operation;
3. Fine-tuning to set parameters in the new drive that controls how the drive interacts with the
electric motor that drives the lift; and,
4. Routine major maintenance of the electrical motor by the Area (off site - See attachment F).
The acceptance testing for the drive modification was conducted on December 5, 2016, by Board
Inspector, Bruce Allen, P.E. The test included the verification that the new drive was capable of
accelerating a fully loaded lift to design speed. Per ANSI Standard B77.1-2011, the test procedure (See
attachment G) requires the lift be loaded with 110% passenger weight on the up-going line. Containers
of water were utilized to simulate the passenger weight. The lift was driven backwards a minimum of
three times during testing to keep the loaded carriers on the heavy side and non-run loaded carriers
through the terminals. During the multiple acceleration tests, neither Inspector Allen nor any of the
personnel (See attachment E - “Personnel attending”) who witnessed the test reported any unusual
rope dynamics.
The annual licensing inspection for the QDE lift was completed by Inspector Allen, on December 5 and
8, 2016, concurrent with the new drive acceptance test. The Inspection Report dated December 12,
2016, noted a deficiency regarding the need to submit to the Board a software security procedure and
additional as-built documentation of the modification. The Area submitted a report to the Board on
December 14, 2016, correcting the deficiency (See attachment H).
In addition to the aforementioned deficiency, Inspector Allen noted a comment on the Inspection
Report. A comment is not a deficiency of the required standards, but rather a way of informing the
Area of a specific item that may need attention in the future. Inspector Allen noted “The new motor
drive’s proof of torque circuit is not able to maintain static torque or forward motion on a start with a
loaded lift due to the proprietary nature of the existing control system and brake control module. A
very slight rollback does occur on all loaded lift starts, and should be rectified when the new control
system is installed in 2017.” Inspector Allen further noted the proof of torque complied with the ANSI
B77.1 requirement 3.1.2.6(b) and the ANSI “proof of torque” requirement (See attachment I). The
comment was reviewed by the investigative team and since it is unrelated to dynamic effects on the
lift, it was not considered relevant to the incident or investigation.
The Area submitted all of the required documents (See attachment E) for the modification and testing
of the new drive and the lift was licensed on December 15, 2016, following the December 5 and 8, 2016
inspection and review of the December 12, 2016 Acceptance Test Report.
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 The investigative team also reviewed the initial Acceptance Test Report dated December 12, 2016,
from the December 5 and 8, 2016 inspection (See attachment G). In the case of a lift modification such
as this, the design engineer Joe Gmuender, P.E., is responsible for the programming, adjustments and
fine-tuning subject to the modification. The Board inspecting engineers are not responsible for review
of particular programmed settings such as drive parameters, but observe the test procedure to verify
performance complies with the Board Rule 21.3.11 and the ANSI B77.1-2011 Standard. The
investigative team found no deficiencies, unusual dynamics, or anomalies in the December 12, 2016
Acceptance Test Report.
Witness Statements
The investigative team reviewed the witness statements gathered by the Granby Police Department
and the Granby Ranch Ski Patrol for information. In addition, the investigative team was notified of a
post to the Area’s “Facebook” page regarding QDE operations on a day prior to the incident. These
statements provided a wealth of knowledge to allow the investigation team to get a better picture of
the dynamics as the incident unfolded and possible indications of input variables into the cause of the
incident (See Attachment K).
The statements allowed the investigation team to deduce the loaded characteristics of the three
loaded carriers ahead of the incident chair and four chairs back. Witness statements indicate Carrier
58 was the lightest loaded carrier in the grouping of affected carriers.
The witness statements also tell of Carrier 58 swing beginning at Tower 4 and continuing to increase
until contact was made at Tower 5. The statements also indicate the amount of carrier swing of the
other nearby carriers.
Witness statements also verified that there was no outside influence of energy, i.e. wind, tree contact
or other force inducing additional energies into the cable system, and indicated there was no passenger
misconduct.
One specific witness comment regarding the noticeable increase in dynamic cable movement during
the first 10 days of this season was further investigated by the STE. According to the witness, the line
was much more dynamic than in the previous 10 years they had been skiing at this area. During that
visit, these observations were reported to area representatives. The witness further stated the
dynamics occurred along the entire line.
Several witness statements allege multiple stops immediately prior to the incident. However, the
computer data logger does not show those stops. It was later understood with testing that those
perceived “stops” were actual changes in speed of the cable and gave the passengers the impression
that the chairlift had momentarily stopped, indicating additional dynamic movement in the chairlift.
All the information gathered from the witness statements allowed the investigation team a better
understanding of the overall situation surrounding Carrier 58’s contact with Tower 5.
Site Investigation
The site investigation and testing were conducted by the investigation team from December 29, 2016
to January 5, 2017.
The major components of the lift were inspected and found to be within industry standards and
complied with Board Rules and ANSI B77.1-2011 Standard. The investigative team verified that the
Carrier 58 contacted the Tower 5 tube. The marking on the Tower 5 tube was consistent with marks on
the outside surface of the Carrier 58 bail. In addition, there were matching marks on the grip rollers
and the outside flange of the lead-in sheave. The tensioning system was tested and found to be
functional with an expected amount of carriage movement under varying loading conditions.
While the investigation team was unable to recreate events exactly as they occurred on the date of the
incident, the investigation was able to reasonably simulate the variables present at the time of the
incident. To begin the testing, the empty lift was operated at various speeds with multiple changes of
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 speed. During one of the tests, there was some instability in certain carriers as they passed over and
uphill of Tower 12. No other indications of instability were observed. The investigative team noted
that Carrier 58 was removed from the line following the incident. The gap left by this missing carrier
was slowly closing as the carriers were automatically repositioned in the terminal to be a uniform
distance apart. The carriers are spaced in the upper terminal to be a pre-set distance apart based on
67 carriers on line. As with all detachable lifts, there is a gap that remains in the line between Carrier
67 and Carrier 1 during normal operation.
Carriers 55 through 63 (without Carrier 58) were loaded to simulate the estimated weight of passengers
as described in the witness statements. The eight loaded carriers were positioned on the down-going
line at the lower terminal. The lift was started and accelerated without noticeable carrier movement
at Tower 5. After repositioning the loaded carriers to the same starting location of the previous test,
the lift was again accelerated to design speed and given a random series of speed change
commands. There was significant carrier movement between Towers 2 and 4, but little movement
near Tower 5. However, carrier swing between Towers 3 and 4 became so violent that the test was
stopped before the lift was damaged. After load repositioning, the test was repeated with rapid speed
changes and yielded similar results. Tests were suspended for the day.
On January 2, 2017, there was a meeting of all parties to be involved in additional testing. After
lengthy discussions, the investigation team agreed the tuning within the newly installed drive was a
probable contributor to the observed carrier instability. The investigative team inspected the new
electronic drive. While reviewing the new electric drive parameters, it was noted that one particular
setting of the speed controller’s Proportional-Integral-Derivative (PID) parameters, TiS, was set outside
of the expected range.
When the lift is operating under electrical power, the lift motor converts electrical energy into
mechanical energy to accelerate the lift, and converts mechanical energy into electrical energy to
decelerate (slow down) the lift. The electrical energy is managed by the electronic “drive”. The PID
portion of the speed regulator controls the motor speed based on the measured real-time motor speed,
and the motor speed command. When a new motor drive is installed, the motor drive PID parameters
must be programmed based upon the overall mechanical and electrical properties of the individual ski
lift. The desired end result of programming the speed controller PID parameters is to have smooth
acceleration and deceleration, a constant steady state speed, and minimal speed overshoot. Also, the
PID must not overreact to disturbances such as a change in speed command or a change in load. If the
PID does overreact, the torque applied to the drive bullwheel can cause line dynamics or surging.
The investigation team noted another drive setting of interest. The deceleration time (“DecTime1”)
was set at 6.5 seconds. The DecTime1 makes the lift decelerate rapidly from “fast” to “slow.” The
investigation team developed a new test procedure to verify the hypothesis that these important
variables (TiS and DecTime1) could have contributed to the carrier instability. A series of six tests
were developed to determine the effect of increasing the TiS and DecTime1 parameter values to more
traditional values6 used for detachable chairlifts.
The testing continued on January 3, 2017, with the same loaded carrier configuration as used
previously. The weather had changed to include a light snow and temperatures ranging between three
and five degrees Fahrenheit during the testing with winds less than five mph. The test procedure
called for the lift to be operated in the same sequence of speed changes used on the previous tests
that resulted in instability. The test procedure that produced the dramatic carrier swing the previous
day was muted on the second day of testing due to decrease in temperature. However, the same type
of carrier swing was evident at the lower terminal. The team monitored the speed and current at the
6

The ANSI Standard is a “performance” standard, meaning that the standards do not include specific parameter settings, but
looks at the performance of the drive parameters so that the entire drive complies with the ANSI requirements of
acceleration/deceleration, stops and starts. The parameter “traditional values” or “typical settings” are those which are
utilized by a large proportion of other drive installers and ski lift manufacturers in the ski lift industry.

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 upper drive terminal. The team observed that increasing the TiS parameter to a typical setting did
indeed remove a vast majority of the instability as observed at lower terminal and on the drive display
screen at the top terminal. In addition, the investigative team observed that setting a larger
deceleration time (DecTim1 changed to 10 seconds) also resulted in decreased torque and carrier
dynamics. Following the extensive testing, the investigative team notified the Area that the new
electronic drive was unsafe for public operation. The STE further opined that the lift would be safe for
public operation using the Diesel Prime Mover since the Diesel Prime Mover operates independent of
the electronic drive.
The Board met on January 9, 2017, to review the initial findings of the investigation team. The Board
agreed to allow the Area to reopen the QDE lift under a Non-Disciplinary Interim Operation Agreement
(“Agreement”) requiring the Area operate the lift under the power of the Diesel Prime Mover as long as
there was no interface between the modified drive and control of the lift. In addition, Area personnel
had to monitor the lift to watch for any unusual lift dynamics and report any unusual dynamics to the
Board. The lift was reopened to the public under this Agreement on January 10, 2017.
On January 18, 2017, the Area personnel contacted the STE when acceleration drive faults occurred
with the Diesel Prime Mover. The acceleration rate of the empty lift at times was exceeding the 2.0
feet per second squared (“fps2) limit allowed by the ANSI B77.1 Standard (ANSI 3.1.2.4).
The STE arrived on site the following morning, January 19, 2017, prior to normal daily operations and
observed the acceleration faults and some indications of lift instability. The initial slow speed setting
of the diesel was reduced and resulted in the acceleration rate being reduced, and within the required
ANSI B77.1 Standard (ANSI 3.1.2.4). Following this adjustment, however, the lift began having “parity
faults” when the lift was started. This fault is an indication that the return bullwheel had rotated in
the reverse direction as determined by the encoder that is mounted on the PTO sheaves at the lower
terminal. The STE recommended that the Area close the lift pending further investigation. The Area
voluntarily closed the QDE lift for public use through an agreement with the Board, on January 19,
2017.
The STE investigated the dynamic response of the lift. Upon further testing, the STE found that the
high deceleration for the diesel and a quick restart was contributing to carrier instability of the
lift. The dynamic effects experienced during all speed changes was greatly reduced when there was a
time delay between any stops or changes in speed. This time delay allowed the lift dynamic energy to
naturally decay and the lift to become steady before adjusting the speed or starting. When a slow
command is initiated, the lift must go to that speed and remain there for a minimum of 15 seconds
before a fast command can be actuated. Also, the STE found that when the lift comes to a stop as a
result of pressing the stop button, if the STE imposed a 15 second delay before the lift could be
restarted, the dynamic energy decayed allowing the lift to steady. After additional testing, the STE
recommended that the lift was safe for public operation if the deceleration rate was below the ANSI
B77.1 requirement of 5.0 fps2 and there was a time delay after a speed change.
After the Board reviewed initial findings of the diesel shutdown, the Area signed an Amended NonDisciplinary Interim Operation Agreement (“Amended Agreement”) with the Board that required the
Area to “take appropriate measures to mechanically modify the lift to stabilize and remove the
dynamics from the lift.” The Area contacted Leitner/Poma to complete the modifications to the
lift. Leitner/Poma increased the tested time delay between speed changes from 15 seconds to 30
seconds. Following the modification, the STE and Board Inspector Chris Hale, P.E., inspected and
tested the lift with multiple load case scenarios, including the eight chairs loaded to simulate the
December 29, 2016 incident. The STE and Inspector Hale observed no lift dynamics. Based on the
inspection, the Board permitted the Area to reopen the lift for public operation, in accordance with
the terms of the Amended Agreement, on January 27, 2017. The terms of this Amended Agreement
required reduced speed and Area monitoring of the line. The Area operated QDE under the terms of
this Amended Agreement through April 2, 2017, the date the lift closed for the season (See attachment
L).

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 Review of Data Logger
On March 30, 2017, a member of the investigation team re-visited the site to gather more information
from the lift’s data logger, and to confirm measurements of several components of the line equipment
and tension cylinder. The lift is equipped with a data logger which records every fault and produces a
line graph of the motor current and lift speed for every start and stop since the QDE lift was installed
in 1999. The investigative team reviewed the data to determine the role of the motor drive and lift
operator in the incident. On the day of the incident, Record 38 of the data logger shows that the QDE
lift accelerating to a “Fast,” the lift’s maximum licensed design speed, and the motor current
waveform shows strong oscillations of 400 to 500 amperes (“amps”) with roughly a four second
oscillation period. The on-site team only observed current oscillations of this magnitude during testing
when commanding an increase in speed while the lift was in a deceleration or motor drive regeneration
mode. The current oscillations indicate that the operator had not allowed the QDE lift to reach its
steady state speed before commanding a Fast. Record 38 further documents a Tower 5 derail fault
when Carrier 58 struck Tower 5 and the lift decelerated to a stop.

Findings
The investigation team assembled by the STE included seven Licensed Professional Engineers with
combined ropeway experience of over 250 years. After reviewing the physical evidence, the
investigation team found that Carrier 58 collided with Tower 5 at an approximate 40 degree angle from
horizontal. Witness statements verified that the passengers were ejected from Carrier 58 when it
swung and hit Tower 5. The investigation confirms there was no passenger misconduct on the lift,
Carrier 58 did not collide with any external fixtures to cause it to swing into Tower 5 and the weather
conditions were not a factor. No one on the investigative team has ever witnessed or heard of a
similar event. Likewise, literature does not describe such an event.
At this stage of the analysis, the investigation team was able to isolate the two main contributing
factors to the incident. In addition, the investigation team identified multiple factors that may have
also contributed to the incident. The investigation team is in agreement that the lift should not be
operated for public use using any of the primary electric motor drive system that was modified,
repaired or replaced.
The investigation team found the following factors contributed to this event:
Contributing Factors:
1. Drive Modification. The testing confirmed two of the drive parameters may have created pulses
of energy that could explain the rope instability. The first parameter was the TiS parameter
with the PID part of the speed controller. During testing the TiS was increased from the setting
of 97 to 3200. The amount of lift dynamics was significantly reduced with the higher value.
The second drive parameter (“Speed Filter Time” ABB 50.06) that was evaluated directly
influences the actual lift speed measured by the drive. At the time of the incident, it was set
at 50 milliseconds (“ms”) compared to a more typical setting of 5 ms. It is probable that the
combined effect of this setting along with the TiS setting may have resulted in the drive trying
to respond too aggressively to lift demands when changing from “Fast” to “Slow” and back to
“Fast” again. With the Speed Filter Time at 50 ms, the motor speed measurements may lag
behind when conditions are changing rapidly. In this case, the drive may over-react because it
does not detect that the motor is keeping up with corrections.
2. Influence of Speed Changes. Unstable lift dynamics could only be re-created by making rapid
changes in the lift speed with the newly installed drive. Many of the witness statements
mention multiple changes of lift speed that occurred just prior to the incident. According to
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 the operator, he did not remember making any speed change prior to the incident. Although
the data logger does not record speed changes, there is supporting evidence indicating that
rapid and significant accelerations/decelerations of the lift occurred immediately prior to the
incident. Given the information provided by the data logger, the investigation team believes a
speed change occurred immediately prior to the incident.
The investigation team found the following factors may have contributed to this event:
Potential Contributing Factors
1. Control System Complexity. The new drive was the first major modification made to the lift’s
electrical control system since installed in 1999. The new ABB DCS-800 drive replaced the
original Control Techniques drive. The new drive required an interface with the original
Pilz/Leitner control system, which also controls the regulated service brake application. At
this stage of the analysis, it has not been possible to confirm that the interface was made
correctly due to the proprietary nature of the original Pilz programming.
2. Control Board Replacement. Maintenance personnel reported that in February 2016, one of the
control boards in the old DC drive was replaced. After the control board was installed, there
appears to have been a period where the lift operated with speed/current graph showing signs
of motor current instability similar to that seen during the testing. The graphs indicate that
the drive was tuned within a week and the instability was reduced.
3. Electric Motor Encoder Possible Damage. During the reinstallation of the rebuilt electric motor,
the motor had an internal lead that was not bolted down. Upon energizing the motor, the
unbolted lead resulted in a catastrophic failure of the main electrical circuit breaker. The
company that rebuilt the motor was consulted and came on site to make repairs to the electric
motor. The rebuild and re-installation of the electric motor occurred while the old drive was
still in place but prior to public operation in the fall of 2016. Without a complete analysis of
the electric motor and encoder, the possible connection or contribution is unknown.
4. Unknown Second Electrical Cycle. The data logs show a consistent low energy pulse into the
system at about a 3.7 second interval for the past 18 years. The timing is not speed
dependent. The source or significance of this “noise” has not been determined.
5. Tension System Verification. Rope stability is directly related to tension. A single hydraulic
cylinder is used in a “push” style application and is near full extension. It is possible the
cylinder may be “binding” due to the full extension and not operating consistently to maintain
constant rope tension. Any binding of the cylinder could affect the overall rope
tension. Detailed forensic testing of the tension system and the hydraulic cylinder would be
required to determine if the cylinder is binding and operating correctly when fully extended
and the significance to the incident OR a statement that it is determined that it could/would
be of little/considerable/no significance.
6. Natural Instability of the Profile. The incident was highly unusual in that the dramatic rope
and carrier instability appears to be somewhat localized between Towers 3 and 5. There
appears to have been a very unique combination of rope tension, carrier spacing, tower spans,
tower height, carrier loading and natural carrier movement that led to the transverse carrier
swing that resulted in Carrier 58 hitting Tower 5. Carriers 57 and 58 were relatively lightly
loaded with one adult and two children each amongst several fully loaded Carriers 55, 56, 59
QDE Final Investigation Report
May 10, 2017
Page 9 of 13

 and 60. Both Carriers 57 and 58 experienced excessive carrier swing prior to the collision of
Carrier 58. Further analysis is required to determine the influence of each of these variables.
7. Natural Harmonic Response of the Haul Rope. Fast/Slow speed commands by the operator in
rapid succession along with oscillating bullwheel torque from the selected tuning of the drive
combined to excite the natural harmonics in the lower spans of the lift. These factors resulted
in excessive carrier swing leading to the collision at Tower 5.
The rope position is primarily controlled by the tower sheave wheels at the end of each
span. The suspended carriers can swing on all three axes to create transverse displacement of
the rope which must be converted back to the longitudinal rope energy at the tower sheave
wheels or otherwise be absorbed by the towers and/or carriers. Tower 5 being relatively tall
and more flexible may not have been able to absorb much of the translational
energy. Standing transverse wave patterns occur in suspended cables with defined harmonics.

Conclusions
The purpose of the investigation was to comply with sections 25-5-704(b) and 25-5-715(4), C.R.S., and
Board Rule 23.3 that require an investigation be conducted “when a death or injury results from a
possible malfunction of a passenger tramway.”
Ropeway, or lift, malfunctions resulting in casualties are extremely rare. The incident that occurred
on December 29, 2016 at Granby Ranch was unprecedented. Although many factors may have
combined to amplify the effect of the rope instability leading to Carrier 58 colliding with Tower 5, as
outlined above, the performance of the new drive is considered to be the primary cause of the
incident.
Electronic drives are not manufactured specific to ropeways. In fact, the same drive may be used in
hundreds of other industries from paper mills and food processing to gravel quarries. In addition, each
lift is a one-of-a-kind, unique in its design, terrain, vertical profile, length, tower spacing, tower
sheaves, carrier spacing, and type of carrier-detachable or fixed grip. As a result, there are no
“standard” settings for the drive, but rather a recommended range of settings for the drive to power a
lift. The purpose of “tuning,” or “fine-tuning,” a drive during installation is to find the right
combination of drive parameter settings to optimize the lift performance under operational
conditions. It appears the new drive was not comprehensively tuned to this particular lift during
installation.
It is the conclusion of the investigation team that the selected tuning of the drive combined with the
natural harmonics of the lift system, along with rapid speed changes, caused the rope instability
resulting in Carrier 58 contacting Tower 5. The selected tuning of the drive resulted in oscillations of
the drive bullwheel torque. The rapid periodic changing of the applied torque caused rope instability
(surging) that was amplified by the natural lift dynamics. This rope surging is greatest near the bottom
terminal where the tension is lowest. In this case, the maximum instability (rapid speed change)
appears to have occurred as the lightly loaded Carrier 58 approached Tower 5. Witness statements
confirmed that the carrier was swinging as it approached the tower. The combination of rapidly
changing rope speed amplified the lateral swing to the point that the carrier struck Tower 5. The data
logger provides supporting evidence for this conclusion (See attachment J).
The investigation team deemed the drive unsafe for public operation and the lift was powered by the
Diesel Prime Mover from the time of the incident until the end of the ski season in accordance with the
aforementioned Agreements designed by the Board to ensure public safety. However, the investigation
team remains steadfast in its opinion that the existing configuration of the electronic drive and the
original, pre-modified low-voltage control system were unsafe for public operation.
QDE Final Investigation Report
May 10, 2017
Page 10 of 13

 To completely understand how the relationship of all the variables converged to produce this large and
unusual dynamic event, a detailed technical analysis would need to be completed to address those
items that may have contributed to the amplification of the rope instability. By using the historic drive
performance data from the data logger compared to the lift performance during and at the completion
of the testing, and lengthy extensive testing and monitoring of all variables, a better understanding of
the relationship of the multiple variables may explain in greater detail the effects of each variable in
the creation of the dynamic events. Unfortunately, given the lengthy testing and analyses required
and the depth of the analyses of the resulting data, that examination is beyond the scope of this
investigation and is better suited to an academic environment.
Moving forward, the STE, with the assistance of the investigation team, notes the following suggested
action items, above and beyond what current national and industry standards require, to ensure
optimal public safety on Colorado passenger tramways. These action items will be addressed through
Board subcommittees working in conjunction with ANSI, and include but are not limited to:
1. Tuning a drive. The current standards for acceptance testing only simulate an empty or a fully
loaded lift. The primary purpose of the test is to confirm that the lift can accelerate a loaded
lift with the primary and secondary drives from stop to full speed within a certain time. Moving
forward, each of the controlling PID parameters in the drive must be adjusted to the optimum
values for the correct response under multiple loading conditions.
Currently the drive parameters must be submitted to the Board as part of the testing
documentation. Consideration should be given to whether the drive parameters are tested and
optimized under operational conditions. It is recommended that all drive parameters be
submitted to the Board after they have been tuned by a qualified person.
2. Acceptance testing. Current industry standard acceptance testing verifies all the drive systems
are able to pull the full load. Because the quality of the drive components has evolved, so
must the acceptance testing. Given the occurrence of dynamics noted in this incident, current
acceptance test procedures need to be revisited with consideration given to the development
of new procedures. It is also recommended that the acceptance test procedure include a
grouping of loaded carriers. The dynamic actions of the carrier grouping should be observed
under multiple speed changes issued as fast as the software will allow. The dynamic action of
the cable should be observed in the longer spans in the area of the lowest tension. Lifts with
downhill capacity should be tested to confirm stability with the maximum allowable downhill
load. Example: New loading scenarios of carrier groupings at less than 110% load with empty
carriers mixed in under multiple speed variations. Consideration should be given to whether
personnel should be required along the line for visual confirmation of carrier swing.
3. Speed change time delay/Speed command delay. Delays need to be included in all speed
change commands to allow the cable to come to the desired speed for a certain length of time
to stabilize dynamics before another speed change can begin. It is recommended that each lift
is tested during the licensing inspections to confirm the appropriate time delay between speed
changes on all Prime Mover drive systems.
4. Stop time delay/Stop command delay. A delay needs to be included in all stop commands to
allow the cable to remain stationary for a certain length of time to stabilize dynamics before
the cable begins to move again. It is recommended that each lift is tested during the licensing
inspections to confirm the appropriate time delay after each stop on all Prime Mover drive
systems.
5. Monitor return bullwheel parameter. Under constant operation, the rotational speed of both
terminal bullwheels should be the same within normal lift dynamics. If there is a variation in
the two speeds, there are possible dynamic instabilities. Both bullwheel speeds are currently
being monitored on many new lifts. It is recommended that if the lift has such capabilities,
QDE Final Investigation Report
May 10, 2017
Page 11 of 13

 that any rapid variations in either bullwheel speed be monitored. If either bullwheel speed
changes in an unacceptable manner, the issue should be addressed prior to continued operation
of the lift to the public.
6. Analog Drive Modifications. Analog drives may react differently to speed control changes than a
digital drive. Review requirements for the design engineer to take into consideration when an
analog drive is replaced with a digital drive, to include the dynamic response of the lift, and
other considerations.
7. Potential drive modification conflicts. Many of the electrical controls of upgraded lifts are
monitored and adjusted by multiple subsystems. Most of these subsystems are software
protected by the manufacturer of the system. It can be difficult to determine if there is any
conflict between subsystems when one part of the control system is upgraded. It is
recommended that the design engineer take into consideration any existing systems that could
conflict with the modification.
8. Acceleration/Deceleration and overspeed monitoring. In the 2006 ANSI Standard, ANSI changed
the requirement of these monitoring systems to be located on the cable allowing the
monitoring of the cable whether it was driven by the Electric Prime Mover or Diesel Prime
Mover. The requirement was also added to all new and relocated fixed grip chairlifts built after
2006.
In older fixed grip chairlifts prior to 2006, if monitoring was included, it was usually found in
the Electric Motor Drive. After 2006, almost all drive controller manufacturers no longer
included these monitoring systems in the Electric Motor Drive.
Most existing fixed grip ropeways currently do not have these functions monitored as they were
built prior to 2006. The Board currently requires this monitoring be added to fixed grips during
major modifications of the Electric Motor Drive.
The result of adding these functions on the cable of earlier ropeways means that it is possible
to monitor and evaluate the acceleration/deceleration and overspeed of Diesel Prime Movers.
Most analog diesel controllers are setup to accelerate the ropeway when the lift is fully loaded
with a single acceleration curve. When the lift is empty, that same acceleration curve is
followed and can result in a faster acceleration than allowed by the ANSI Standard.
Considerations:
a. Add to ALL drive upgrades the testing of the Diesel Prime Mover to the
Acceptance Testing to verify ANSI compliance and possibly the review of
recently changed drives to be retested for diesel compliance.
b. Review the ANSI Standard for this acceleration rate as it applies to analog Diesel
Prime Movers and consider revisions to either the rate or method of testing.
c.

Consider “retesting” the existing chairlifts that have had drive modifications and
did NOT test the diesel drive with the new acceleration/deceleration and
overspeed monitoring.

d. Electric motor drive instability detection. Given the results of the testing following
the December 29, 2016 incident, there may be parameters and electronic drive
feedback that have the possibility of being used for indications of drive
instability. Investigate developing new test tools for electronic drives to allow
better monitoring of the drive parameters and drive stability.
QDE Final Investigation Report
May 10, 2017
Page 12 of 13

 9. Tuning an Electronic Drive and Licensure. Address the licensing aspect of “fine tuning” a drive,
including the consideration of issuing a “temporary” license until the tuning is complete and
signed off by a P.E. Another issue for board consideration includes the appropriate load for
“fine-tuning” a drive.
10. “Black Box” Recording Device. Consider requiring a “black box” recording device for all aerial
lifts for data collection of stops, starts, speed changes and any parameters that have
significant dynamic effects on the haul cable.
Appendices:
A – Lift Photos
B – Lift Data Sheet
C – Summer Inspection Report
D – Notice of Modification
E – Modification Paperwork
F – Electric Motor Rebuild Information
G – Acceptance Test for Modification
H – Licensing Response Letter from Granby
I – ANSI B77.1 3.1.2.6 Brakes Requirement
J – Computer Recorded Stop Printouts
K – Witness Statements
L – Amended Non-Disciplinary Interim Operation Agreement
M – Summer Inspection Response

QDE Final Investigation Report
May 10, 2017
Page 13 of 13

 Appendix

 

 

 

 

 

 

 

 

 

Appendix

COLORADO PASSENGER TRAMWAY SAFETY BOARD
LIFT EQUIPMENT DATA SHEET

SC-008

LIFT ID:

SC-008

LICENSEE:

Ski Granby Ranch

MANUFACTURER:

LEITNER

AREA ID:

SC

YEAR INSTALLED

1999

ENTRY DATE:

6/18/99

LIFT DESCRIPTION:

DETACH. QUAD CHAIR

LIFT NAME:

Quick Draw Express

LIFT CODE:

314

YEAR RELOCATED:

LIFT MODEL:

SA4C

OLD AREA ID:

ACTIVE LIFT:

YES

PUBLIC LAND:

USFS

LAST UPDATE:

12/12/16

GENERAL SPECIFICATIONS
CAPACITY (PRES):

1800

PPH

SPEED:

1100

CAPACITY (INT):

1800

PPH

OVERHAULING:

ROH

( FPM / MPS )

CAPACITY (ULT):

2400

PPH

LINE GAUGE:

17

VERTICAL RISE:

837

FT.

CARRIER SPACING

146.7

HORIZONTAL LENGTH:

4298

FT.

DRIVE LOCATION:

T

SLOPE LENGTH:

4386

FT.

TENSION LOCATION:

B

LOAD INTERVAL:

8

SEC.

ROTATION:

CW

CARRIER No.:

67

DOWNHILL LOAD:

50%

FT. 5
IN.
FT.

CARRIERS (OR %)

ROPE SPECIFICATIONS
MAIN HAUL ROPE
HAUL ROPE DIA:

40

HROPE MFG:

HAUL ROPE SPECS:

6x25 FW Black
93.3 TONS

HROPEWGHT:

REDAELLI
4.03 LBS./FT.

MAX UPHILL
ROPE ANGLE:

22.5

NOMINAL BREAK:
CALC SF:

5.6

DRIVE EQUIPMENT
DRIVE 'A' ( PRIME MOVER )
MAIN DRIVE (ELEC/GAS/DIESEL):

ELECTRIC

DRIVE BW DIA:

13.78

GEARBOX MDL:

KSS5 AB/FL/Vleft

DRIVE BW MFG:

LEITNER

( FT/M )

GEARBOX RATIO:

59.81

GEARBOX MFG:

LEITNER

MAIN DRV. LINE CONN:

U SHAFT

SECONDARY RED. MFG:

SEW EURODRIVE

DRV. LINE MFG:

SECONDARY RED. MDL:

DRV. LINE MDL:

R137
SECONDARY RED. RATIO: 5.15

DRV. LINE RATIO:

DRIVE 'B' ( PRIME MOVER )
DRIVE 'B' (GAS/D/ELEC):

DIESEL

DRIVE 'B' (TC/FC):

TORQUE CONV.

DRIVE 'B' MFG:

CUMMINS

DRIVE 'B' LINE CONN:

U SHAFT

DRIVE 'B' MDL:

N14-P475

DRIVE 'B' FUEL TANK:

EXT. TANK/DAY TANK

DRIVE 'B' HP:

475

DRV. LINE RATIO:

1:1

DRIVE 'B' (FT/EVAC):
DRIVE 'C' ( EVACUATION DRIVE )
DRIVE 'C' (GAS/D/ELEC):

DIESEL

DRIVE 'C' (TC/FC):

TORQUE CONV.

DRIVE 'C' MFG:

CUMMINS

DRIVE 'C' LINE CONN:

V-BELT

DRIVE 'C' MDL:

B5.9P-152

DRIVE 'C' FUEL TANK:

ENGINE MOUNTED

DRIVE 'C' HP:

152

DRV. LINE RATIO:

DRIVE 'C' (FT/EVAC):

Page: 1

 COLORADO PASSENGER TRAMWAY SAFETY BOARD
LIFT EQUIPMENT DATA SHEET

SC-008

BRAKING SYSTEMS
SERVICE BRAKE:

LEITNER Electro Mechanical

OVERSPEED 110%:

MOTOR ENCODER

DRIVE TRAIN BACKSTOP:

NO

OVERSPEED 115%:

ROPE ENCODER

DRIVE SHEAVE BRAKE:

LEITNER FE 100

BRAKE TEST TORQUE:

25% OF MOTOR CURR

ROLLBACK DEVICE:

LEITNER FE 100

ELECTRICAL SYSTEM
DRIVE SYSTEM
DRIVE MFG:

ABB

ELECTRIC MTR MFG:

GE

MODEL:

DCS800

ELECTRIC MTR MDL:

CD 5010 AY

AC OR DC:

DC

ELECTRIC MTR RPM:

1750

YEAR MFG:

2016

ELECTRIC MTR HP:

500

REGEN DRIVE:

YES

CONTROLER
(SCR/DRUM/SOFT START,
SCR
VFD, FULL VOLTAGE):
CONTROL SYSTEM
CONTROL MFG:

ANTICOLLISION MFG:

LEITNER
ANTICOLLISION YR MFG: 1999
DEROPEMENT CIRCUIT #1 RPD
(RPD,BRITTLE BAR,WIRE..):

LEITNER

MODEL:
YEAR MFG:

1999

PLC CONTROLED (Y/N):

YES

DEROPEMENT CIRCUIT #2 BRITLE BAR
(RPD,BRITTLE BAR,WIRE..):

TOWERS, GRIPS, LINE EQUIPMENT, CARRIER
TOWERS
NO. OF TOWERS:

LINE EQUIPMENT, CARRIERS
14

CARRIERS

SHEAVE TRAIN MFG:

LEITNER

SHEAVE TRAIN MDL:

460

SHEAVE LINER:

RUBBER

GRIPS

CARRIER MFG:

LEITNER

GRIP MFG:

LEITNER

CARRIER MDL:

SA4-99

GRIP MDL:

LA48-95

CARRIER YR MFG:

1999

GRIP YR MFG:

1999

GRIP SPRING TYPE:

COIL SPRING

GRIP SPRING QTY:

2

GRIP SLIP TEST:

1325

TOTAL WEIGHT
CARRIER,GRIP,HANGER):

474

RESTBAR ( Y/N ):

YES

FOOTREST ( Y/N ):

YE

LBS.

LBS.

TENSIONING EQUIPMENT
TOTAL TENSION FORCE:
TOP TENSION:

40465

LBS.
LBS.

LBS.

BOTTOM TENSION:

CWT ROPE MFG:

No. OF CYLINDERS:

CWT ROPE SPEC:

NOMINAL PRESSURE:

805

LBS.

CWT ROPE SF:

MAXIMUM PRESSURE:

925

LBS.

REEVE:

MINIMUM PRESSURE:

680

LBS.

RATIO:

ROD DIA:

CWT MATERIAL:

CYLINDER BORE:

Page: 2

 Appendix

August 13. 2015

Hello Nicki, this is my response letter for the summer unannounced inspection held on August 7, 2016
by Bruce Allen. On the Quick 

SC-OOB I QUICK DRAW EXPRESS 

A. Bottom Terminal

1) 3.3.3.1 General.

Relabei the bottom Tower Test switch located on the inside control door. Isis-e .- era-a: Irr-
:31: 5:1 

2) Comment.

The gearbox lubrication pump sounds rough. [Maintenance staff acknowledged that the pump has
sounded bad, but will verify the pump is ok for continued use. A backup pump is available as needed.)

Gearbw mbncaiiczn pump checked Reference ?ll' cider attached

B. Line

No deficiencies observed by Inspector.
C. Top Terminal

No deficiencies observed by Inspector.
D. Record Keeping

No deficiencies observed by Inspector.
E. General Deficiencies

No deficiencies observed by Inspector.

All deficiencies have been remedied.

Since rely,

 

Blaine Faulkner

Lift Maintenance Supervisor

 

- sc?inulin won? Work Order #1 0817-1

MECHANICAL ISSUE DATE: 8117mm
Lift Maintenance Department COMPONENT 111

CODE:
LIFT: SCOS Qumk Draw REPORTED BY: inspector

 

PROBLEM: RELABEL BOTTOM TOWER TEST INSIDE CONTROLS.

ACTION TAKEN: NEW LA 13311:?? 
A LL 

NOTE: WI 

. . -..NAMES I TOTAL HOURS INVOLVED:
TECHNICIANS: M??f 5; HRS. I
HELPERS: bl? NIT: FA ma?a Ci: _l

OPERATORS:

PARTS I MATERIALS USED:

COMMENTS: wag}: 991$? 

 

TECHNICIANS SIGNATURE: '3 I7 RECORD ENTERED

DATE: INITIAL
DATE: 

   

SUPERVISORS SIGNATURE:



 Worked?: 0317-2

MECHANICAL ISSUE DATE: 

Lift Maintenance Department COMPONENT 111
CODE:

LIFT: 3008 Quick Draw REPORTED BY: inspector

 

PROBLEM: THE GEARBOX LUBRICATION PUMP SOUNDS ROUGH.

ID OIL. - PwnP: 6x
uka. .3595). 1? Nb

iovktd?hu?a fim?b.

NOTE: WHEN Hill-11H mil" 7'47. ALECL Tr INK
IMF: Si I:r JH 7.25.7. T'l 

NAMES I TOTAL HOURS INVOLVED:

TECHNICIANS: {5145? . 2.53 HRS-

HELPERS: ?3,933; HRS.

OPERATORS: HRS.

 



PARTS 1' MATERIALS US ED:

 

COMMENTS: UMLK 

 

. . RECORD ENTERED
DATE: 

5 1c

INITIAL

 

DATE:

Appendix

 

 

Ki. 0 A 0 COLORADO PASSENGER TRAMWAY SAFETY BOARD
?53? Department of

Seawater? silence? NOTICE OF MODIFICATION OR INSTALLATION


\v fl In. . I.-5 .-.-I.

 

 

 

Pursuant to Colorado Passenger Tramway Safety Board?s rules and regulations, this form shall be
sent to the Board office prior to installation or modification of a tramway. Please provide all data
and enclose the applicable fee. Mail this completed form with a check, payable to Colorado
Passenger Tramway Safety Board, to same at 1560 Broadway. Suite 1350. Denver. Colorado
80202.

Licensee Granby Ranch

 

Address of Licensee 100 Village Rd. Granby, CO 80445

 

TYPE OF WORK. New Installation . I (see pmper fee bemw) - {see proper fee DEIDW)
Major MUG - {see properfee below) Minor i I (no fee required)
Type 01? Lift Leitner Detatch

NamerNumber of Lift Quick Draw Lift ID Number (if applicable) 80008

 

Name of Design Engineer Ed Thompson, EMAX Controls

 

Name Of Construction Engineer Joe Gmuender. Gmuender Engineering

 

Area Contact Person 8. Title Blaine Faulkner, Lift Maintenance Supervisor

 

Description Change Control Techniques drive to an ABB drive.

 

 

FEE SCHEDULE
The following fee schedule is in effect Jul},' 1, 2016 through June 30, 2017

PLEASE CIRCLE THE TYPE OF TRAMWAY CONSTRUCTION BEING COMPLETED

Modifications New or Relocated 

All Maior Modifications $150.00 $3150.00
Reversible $2775.00
$277500
Fixed Grip $1775.00
Surface Lift $1025.00
Incline Elevator $1025.00
Tow$ 655.00
Conveyor 655.00

(Fee includes construction fee plus licensing fee}

Designated Agent's Signature 

Title OIFCCALOF ?lam f'gi?n 090m. Date (26

FORM 100-16

 

Appendix

mmcm?m Mail: Box 452 Dobbins, Ca 95935
Ship: 14985 Fountain House Rd Dobbins, Ca 95935
an Phone 480.540.7829 435.877.2412


9 December, 2016

Mr. Blaine Faulkner
Ski Granby Ranch
PO. Box 1110
Granby, CO 80446

Certification of hardware and software function for DC drive replacement and ramp and speed monitor: Quick
Draw Express (SC-008), Ski Granbv Ranch CO

Blaine,

To the best of our knowledge, we have veri?ed that the function of hardware and software associated with the DC
drive replacement and the Ramp and Speed Monitor for Quick Draw Express Chair has been tested and is in
compliance with the design documents. The tests were conducted on December 5, 2016. The results of the testing
are documented in the acceptance test procedure (attached).

The software package consists of three parts

1. The PLC ladder logic: 

2. The Touch Screen program: SCREEN 12-5-2016 LOAD 

3. The DCSSOO DC drive changed parameter list
The software package was saved upon completion of testing and a zipped copy has been provided via email and on a
CD:

File Name: 
File Date: 12/09/2016 2:08 PM File Size: 1542 KB MD5 checksum: 

Any alterations to the software in any of the fore mentioned components shall be approved by the qualified software
programmer and/or qualified engineer prior to implementation.

If it is necessary to change any of the existing software or parameters the following procedure shall be followed:

1) Drive Parameter changes.

The approved drive parameter changes can be made by the user following instructions provided by Electramics
Associates, or by Electramics Associates directiy. Testing procedures, if required, shall be provided to confirm the
proper changes are made. The changes shall be documented on a change order document which must be included in
the lift documentation package. The change order document shall include a description of the reason for the changes,
the revised drive parameter list (with current revision number and date), name of the person who developed the
changed parameters, name of the person who implemented the changed parameters on the drive, and name of the
person who completed the testing procedures, if applicable.

2) PLC Programs
The PLC programs require development software to effect changes. Use of this software by the end user to alter

the program logic or parameters is not permitted. Any alterations to the programs shall be made by Electramic
Associates using a qualified software programmer. Changes to the PLC programs fall under 2 categories: Parameter

Changes and Logic Changes.

Parameter Changes can be transferred to the customer via replacement CPU modules with the changes made by
Electramics Associates. Altered CPU modules will be accompanied with a change order document which must be
included in the lift documentation package. Testing procedures, if required, shall be provided to confirm the proper

changes are made.

The change order document shall include the file name(s) for the changed PLC program (with current revision
number and date), a description of the reason for the changes, a list of the changed parameters including the line
numbers in the program where the changes are made, name of the person who developed the changed parameters,

name of the person who installed the replacement CPU module in the PLC, and name of the person who completed
the testing procedures, ifapplicable.

Logic Changes can be transferred to the customer via replacement CPU modules with the changes made by
Electramics Associates. Altered CPU modules will be accompanied with a change order document which must be
included in the lift documentation package. Testing procedures, if required, shall be provided to confirm the proper

changes are made.

The change order document shall include the file name(s) for the changed PLC program (with current revision
number and date), a description of the reason for the changes, a printout of the changed ladder logic including the line
numbers in the program where the changes are made, name of the person who developed the ladder logic changes,
name of the person who installed the replacement CPU module in the PLC, and name of the person who completed

the testing procedures, if applicable.

3) Touch Screen
Touch Screen changes can transferred to the customer be via a replacement touch screen with the changes made

by Electramics Associates, or via USB memory stick with the changes made by Electramics Associates. These will be
accompanied with a change order document which must be included in the lift documentation package. Testing
procedures, if required, shall be provided to con?rm the proper changes are made.

The change order document shall include the file name(s) for the changed Touch Screen (HMI) program (with
current revision number and date), a description of the reason for the changes, a screen shot of any changed screens,
name of the person who developed the changes, name of the person who installed the replacement Touch
Screen module or uploaded the replacement software in the Touch Screen, and name of the person who completed

the testing procedures, if applicable.



 

 

 

I.

itl
.- -1-  lI
:76: in. '53sfa;
(no ?aw;
i 
. (51M c? ems, ms.
. . Dec 2015 x. 
Josef Gmuender, PE

Ed Thompson
Electramic Associates Gmuender Engineering LLC

Changed Parameter List
Lift:
Area:
Drive:
Ser No:

Quickdraw Express
Granby Ranch CO
ABB DCS800-S02-1200-05-b
6748406C16243117

Rev:
Date:
Index
99
9902
9903
9904
9910
9911
9912
10
1001
1002
1003
1006
1008
1009
1015
1016
1020
1021
11
1102
1103
13
1301
1302
1303
1304
1305
1306
1307
1308
1309
1310
1311
1312
1313
1314
1315
1316
14
1401
1402
1403
1404
1405
1406
1407
1408
1409
1410
1411
1412
1413
1414
1415
1416
15
1501
1503
1504
1505
1506
1508
1509
1510
16
1602
1603
1604
1609
20
2001
2002
2003
2005
2006
2012

1
12/6/2016
Name

Color Code:

Default
Set by autotune
Parameters not listed are set at factory default

As Installed

Value

Note

Start-up data
M1NomVolt
M1NomCur
M1BaseSpeed
NomMainsVolt
M1NomFieldCur
M1UsedFexType

500
781
1750
480
8.25
Fex-425-Int

Start/Stop Select
CommandSel
Direction
reset
MotFanAck
Off2
E Stop
OnOff1
Start/Stop Command
ConvFanAck
MainContAck

Local I/O
DI4
D6
NotUsed
DI2
NotUsed
DI7
DI7
NotUsed
DI3

Speed Reference Inputs
Ref1Mux
Ref1Sel

Close
AI1

Analog Inputs
AI1HighVal
AI1LowVal
ConvModeAI1
FiltAI1
AI2HighVal
AI2LowVal
ConvModeAI2

10000 (speed cmd)
0
0-10 v uni
0
10000 (not used)
0
+/-10V Bi

FiltAI2
AI3HighVal
AI3LowVal
ConvModeAI3

10000 (not used)
0
+/-10V Bi

FiltAI3
AI4HighVal
AI4LowVal
ConvModeAI4

10000 (not used)
0
+/-10V Bi

FiltAI4

Digital Outputs

603
0
801
2
-801
3
802
11
802
8

DO1Index
DO1BitNo
DO2Index
DO2BitNo
DO3Index
DO3BitNo
DO4Index
DO4BitNo
DO5Index
DO5BitNo

(not used)
running
Drive Fault
Zero speed
torque proof
(not used)

DO6Index
DO6BitNo

(not used)

DO7Index
DO7BitNo

603 Main Ctct On
7

DO8Index
DO8BitNo
Analog Outputs

104 MotSpeed

IndexAO1
ConvModeAO1
FilterAO1
ScaleAO1

0-10v abs
10 ms
8600mv
108

IndexAO2
ConvModeAO2
FilterAO2
ScaleAO2

Mot Torq

+/-10V Bi
10 ms
6300 mv

System Control Inputs
Par Lock

Locked

SysPassCode
Local Lock
USI select

TRUE
extended

Limits
M1SpeedMin
M1SpeedMax
M1ZeroSpeedLim
TorqueMax
TorqueMin
M1CurLimitBrdg1

-306 at 1.1 m/s
1523 at 5.6 m/s
25
125%
-100%
150%

Index
21
2102
2103
2104
2110
2116
2118
22
2201
2202
24
2403
2409
30
3009
3012
3013
3016
31
3108
34
3401
42
4201
4203
4207
4208
43
4306
4307
4308
4309
4310
4314
44
4401
4402
4403
4412
4413
4414
45
4502
4518
50
5001
5002
5003
5004
5005
5006
51
5104
5105
5106
5107
5108
5109
5110
5111
5119
5128
5129
5130
5131
5132
5133
97
9719
98
9802

Name

Value

Note

Start / stop
Off1Mode
StopMode
E StopMode
FlyStart
MainContCtrlMode
FldHeatSel

RampStop
RampStop
CoastStop
FlyingStart
On
NotUsed

Speed Ramp

30
6.5

AccTime1
DecTime1
Speed Control

12
97

KpS (p part speed contr
TiS (I part speed control

Fault Functions

150%
90%
110%
1751

ArmOvrCurLev
M1 FldMinTrip
M1FldOvrCurLev
M1 Overspeed
Motor 1 Temperature
M1KlixonSel

NotUsed

Panel Display

103 SpeedActEnc

Display Par1 Select
Brake Control
M1BrakeCtrl

on

M1BrakeRefDly

0
start torque ref
20%

M1StrtTorqRefSel
StrtTorqRef
Current control

0.14
33
51.38
0.47
14

M1KpArmCur
M1TiArmCur
M1DiscontCurLim
M1ArmL
M1ArmR
RevDelay

15 ms

Field Excitation
Field Ctrl Mode

Fix
13.05
66
40
70
90

M1KpFEX
M1TiFEX

Field Cur Flux 40
Field Cur Flux 70
Field Cur Flux 90
Field Converter Settings

57
500

M1PosLimCtrl
FieldMinTripDelay
Speed Measurement

1523

M1SpeedScale
M1EncMeasMode
M1SpeedFbSel

A+-/B+encoder
300
3
50

M1EncPulseNo
Max Encoder Time
Speed Filter Time
Fieldbus

192
168
100
210
255
255
255
0
101
0114hex
0114hex
0040hex
0130hex
0308hex
Measurement
ZeroCurTimeOut

50 ms

Option modules
Comm Module

Fieldbus

 Load Test Procedure
for

Detachable Grip Chairlift
(rev 2)
Quick Draw Express Detachable Chair
Ski Granby Ranch, CO
CO SC-008
Date: 5 96?, 23%

1.0 Introduction

The Quick Draw Express detachable quad Chairlift, manufactured by Leitner, was installed in
1999 (area known as 801 Vista at the time). The original Control Techniques DC drive has been
replaced:

New ABB DCS-800 DC drive

Reuse existing DC motor

No changes to existing Leitner low voltage controls.
New cRamp and Speed Monitor? (Electramics)

9 6

The acceptance test is intended to con?rm the prOper function of the new DC drive and its
interface with the existing low voltage controls. The test will also test the function of the
independent ?Ramp and Speed Monitor? (RSM) that monitors overspeed, rollback, acceleration
and deceleration.

Quick Draw Express (SC-008) DC Drive Replacement, Ski Granby Ranch, CO

Acceptance Test

2.0 Lift Specifications
Lift Type

Slope Length

Vertical Rise

Number of Carriers (design)
Number of Carriers (actual)
Carrier Spacing (design)
Carrier spacing (actual)

Lift Speed

Capacity-Uphill (design)
Capacity-Downhill (design)
Capacity (actual)

Carrier type

Carrier weight

Drive Location

Drive bullwheel size

Main drive

Standby drive

Evac drive

Tension location
Tensioning force
Tension type

Return bullwheel size
Line gauge

Haul rope

Gearbox

Main Drive input

3.0 Personnel Attending

4 Passenger Detachable Grip

Chairlift
1310
256

 

Leitner 
215

Top

4.20

500 HP DC

Cummins N14-P475
Cummins 
Bottom

Hydraulic Cylinders
4.20

5.30

40 mm 6x25 RLL PC
Leitner 

Direct to gearbox

??Dec 2016
Page 2

111

(8.00 sec interval)

in (Q sec interval)

m/sec ((101? Ff/?h)
passengers/hour 
passengers/hour
passengers/hour

with Leitner SA4 grip

kg


1750 781A DC

ABB DC8800

with Rockford torque converter
with Rockford torque converter

kN

(55.5 bar, 805 psi)





(nom strength 830 kN)
i=59.8l

 

Name

Company Organization

 

3 221.116 Anew

?52 17/523

 

Jae-r 44%;er

giycewm gnaw-mm;-

 

[:77 

(15?

 

#729wa 95?25:; yr

[i'cgz?gm a; 5

 

(fugue [macaw-71

?13420? 16?7qu

 

pr Brew

(kimgr )2?!th

 

41.] (gin/2:" [Ira?'62!

 

[we Luz-a ?ea-m w.

 

 

 

 

 

Quick Draw Express (SC-008) DC Drive Replacement, Ski Granby Ranch, CO 1?9? Dec 2016

Acceptance Test Page 3

4.0

4.1

4.2

Initial Checks

Perform Visual review of entire line. 8?
Con?rm top and bottom communications is functional 8/
Hourmeter at start of testing: 90.5793 5?5;

 

Remote terminal operator switches/controls
Con?rm function of remote terminal-signals to drive station



Medium (return) 3/
Slow (return) 3?
Stop (Ch 1) (return) 19A1 (PNOZ X2)
Stop (Ch 2) (return) I35
Stop (Ch I) (return) Elf 33A0 (PNOZ X2)
Stop (Ch 2) (return) El/
Signal (return) 
Phone (return) 





Local terminat operator switches/controls
Con?rm function of local operator controls

INDICATION 

Fast DLS EV.
Fast CON 3/
Medium DLS EIJ
Medium 
Slow DLS El?
Slow CON El/
Slow OPS 13?
Stop DLS El/
Step CON IE
Stop OPS Eli. I
Stop STN 
Stop Cords STN El (normal stop)
Stop DLS 13?_
Stop OPS 
Stop CON EC,
Stop er 
Start DLS 
Start CON
auit Reset DLS 13?:
Fault Reset CON 13? .
Forward/Backward CON EV:
Signal El? 
Phone 

El

Cl

DLS=Downhill Loader Station-top
CONZOperator Console-top operator house
Station (motor platform)

Quick Draw Express DC Drive Repiacement, Ski Granby Ranch, CO 5?Dec 2016
Acceptance Test Page 4

4.3

4.4

DC Drive Leitner Controls


Main Motor Contaetor-Aux contact-1 when closed 0600)
Main Motor Contactor-Aux contact-0 when open 0600)
Drive Fault-1 when nofanlt El/ (X6-1, 0601)
Drive Fault-0 r-vhenjoulr (X6-1, 0601)
Proof ot?Torque-l when above set level l3" (X7-0, 0700)
Proof of Torque-0 when below set level (X7-0, 0700)
Run when running 1, 0611)
Run when stopped (at instance ofstop command)? (X6-1 1, 0611)
Reverse?f r-vnenjom-vard E/y (X6-15, 0613)
Medium El? 0614)
Fast 0615)
Torque Test Ill/(Via Modbus)

Ramp and Speed Monitor (RSM) Leitner Controls


Normal Stop-J when closed 13/ (19A1, DLS Stop+Drive Fault)
Norma} Stop-0 when open (19A1, DLS Stop+Drive Fault)
Emergency Stop?1 when no fault El/ (33AO, STN StoprDrive Fault)

Emergency Stop-0 whenfanlr (33A0, STN Stop+Drive Fault)

Quick Draw express (SC- -008) DC Drive Replacement Ski Granby Ranch, CO 5? Dec 2016
Acceptance Test Page 5

5.0

0% Ui-i, 0% DH (Main Drive-Electric)
Record tension carriage position: .
Record tension system pressure: ?0 If .

Main Drive-Electric:

 

Measure acceleration time: $1,212.12
Max motor torque during acceleration: .
Measure lift eed:
rev in 2 519560 yam/5 ?7 
Speed Meter Reading: 5 ch/N'er/z/ 
Tvlotor RPM: 5525,01
Steady state motor torque: 3:9 ?577?

Steady State a11natu1e voltage: 

Perform Coasting stop-(Use service brake test mode, bypass DA 92.10?Deceleration supervision
main drive?. DA 92.} l?Deceleration supervision service brake, hold service brake off during stop with
button inside control panel)

Stop time: '77 I
Stop distance?measured: 
Stop distance: l7} Ff (pelfcontrols) (5?2 3 A 44v ?60705! Mfr/Valli?)

 

Measured distance matches displayed distance 
Iv? ax deceleration rate: 

Biack Box pnoto taken? 16? 7&9 .

P-ZE Per rform \ormal Stop (drive ramp down service brake at zero speed?):
Stop time: ?70169
Stop (31: tance: {22: in $7 5/
Mai: oec e- -erarion rate: 3-5f .42
BEac K3 pacto taken? El? ?#70
?Jiax1egene1ative current during stop: 7/ 4 .

P-SJE. Perform Emergency Stop (emergency brake, servieebrake at ?zero speed?)
A . ., 
tarot; time 24 

Stop oLStance: 15,0?. 51/ 

- 1. :3 1
Max deceieration rate: 1 3.33? 
?lilac-<- ch? photo taken? El .

9e - o1111 Service Stop (Service blake only, modulated)
Stop tin 1e: 5
c. is?:ance: 

. . . We .1.
Va: oeceieratron rate: 3 
?BlaeK pox photo :aKen? El #7j: .

Quick Draw Express (SC-008) DC Drive Replacement, Ski Granby Ranch, CO Dec 2016
Acceptance Test "h Page 6

6.0

6.1

6.2

Load Lift to 100% 1.1 Design Load (for 110% UH 0% DH load test)

Design load for testing:
0.5 (Number of Chairs) (pass/Chair) l701b/?pass 1.1 Total test weight

0.5 {67?4) 4 170 1.1 23.562lb

*2 chairs in terminal on each end, 63 chairs on line

Chairs to load (for 110% test load):

(0.5 Number of Chairs) - Chairs left empty Chairs with test load

(0.5 63) - 4.5 27 Load 27 chairs
Total test weight Chairs with test load load per chair

23,562 27 873 lb per chair

Test weight for 50% load: 873 4 218 lbs/seat position

Load test material: 125/ 13W 4; 73511} (7777? 
wig/1152* J??ac? 1W mm! rams MW ?ag; wr
(was? fD 1W Ans-4L6)

 

Load carriers from Chair 1 to Chair 27 El/
Record tension sys:e1n pressure: 213? (fig (Z5 1(2ng 
Record tension carriage position: 1" fl/ 

 

Check static holding of brakes
(Note any adjustments performed)
Service brake:
Emergency brake:

Rollback brake:

111

Check dynamic rollback of brakes

Open service brake. Slowly open emergency brake and let lift roll back.
..Leitner Rollback switch sets Rollback Brake, activates E-Stop: El/
ELC Rollback activates E-Stop: 

Bypass Leimer rollback switch, RSM PLC Rollback. Set emergency brake. Open

service brake. Slowly Open emergency brake and let lift rollback to approximately 1/3 of

design speed. Set emergency brake: . 7 

Emergency brake stopping performance: MM 3?41'31 #2375; (if/7' @111?ij
4 325745 (my Kit/Mn?) wasp. ?ute l?v @0377

Set service brake. Open emergency brake. Slowly open service brake and let lift roll

back: .3.) aoyroximatety l/3 of design speed. Set service brake: 7 ??if.?
Ser?wnee stake Stopping performance: 1? 4r rm g??fl?r 0? ?5

AM) May (/3447.

 

Quick Draw Express (SC-008) DC Drive Replacement, Ski Granby Ranch, CO iDec 2016

 

 

Acceptance Test Page 7
6.3 110% UH, 0% DH Lift Tests (Main Drive-Electric)
Measure acceleration time: 
Max motor torque during acceleration: [?370 .
Measure lift speed:
Speed Meter Reading: 05? 57.5%!
Motor RPM: 15?? 
Steady state m0tor torque: 59%
1F. Perform Coasting stop (see procedure under section 5.0 P- 113)
Stop '1i111e: Q. ?7 7 EC.
310p diStance-ineasured:
Step distance: 293.04 (per controls)
Max deceleration rate: 2. 
?Black Box? photo taken? #1 ?22 .
2F. Pe Ito r111 Normal Stop (chive ramp down service blake at zero speed )2
Stop tirne: ?55_
Stop distance: 59 ?it;
11111111121231 eration rate: 3.34515 2'
B1acK K30 ox photo taken? .
Niaxere generative current during stop: .
.1. Emergency Stop (e111e1ge11cybrake, service brake at ze1o speed 
Sid; time: 5 4 5.
o1siance: 55 1?7. .
Ma: o'ecei erazion rate: 93-97 5 
B'1a 1 ck 3021 photo taken? 13/ 572?} 1

6.4

41F. Re: ?or: 11eS rvice Stop (Service brake only, modulatecgr.

5:011 .
51a. 651/ f) 
5121311166 a1io111 ate: 4153/ 
E11acK now taken? r" .

i111Lift Tests (Auxiliary Drive- -Diesel)
Me: strait": etc-leration time: ?25 SEC

33:16
74? [[1473

Engine RPM: IMG 2174';

 


11
L)



1

141.1155. Perform Normal Stop (engine ramp down, sewn/?125 brake at zero speed 

 

 

.12: -e 3/ #15? .
111.; see .1-1c..-a.1ats: .1 411? ?21"
?1315.31: 3.12; p1-oto taken? 1* 7ft .
. ?farm Emelgency Stop (engine kill ernergencg? brake service brake at' zero speed?)
?bg?
. 7?}?24 
711311011 13.16. J4 ya I 

 

?3121-111: 3a}; pno-to taKen?? Er" mg. 

 

 

Quick Draw Express (SC-008) DC Drive Replacement, Ski Granby Ranch, CO $fDec 2016
Acceptance Test Page 8

7.0 Lead Lift to 50% 1.1 Design Load (for 55% DH, 0% UH load test)

Empty even numbered carriers from Chair 1 to Chair 27 

Notes: ?Wm/mi? ?ame p59; fa ?it/E [Mmag #24, Ma '70
p1,: tear [377/2]: (Wm. wpr/a) 
7.1 5505/49 DH, 0% UH Lift Tests (Main Drive-Electric)
Measure acceleration time: 

I I 2 A
Max motor torque during acceleration: 4 7r; .
Measure lift speed:

Speed Meter Reading: ?/1970?
Ntotor RPM: IS 70 137/:
Steady state motor torque: Z7 79 .

1D: Perform Coasting stop-( see procedure under section 5.0, .Wr 

 

8:033 time: 

Stop diSIance-measured: .

Stop distance: (per controls)
Max deceleration rate: ?h .

?Black Box? photo taken? El .

2D Perform Normal Stop (drive ramp down, service brake at ?zero speed?):

  

 

 

 

Stop time: 12c
instance: .
Lviax cecereraticn rate: 3.47 5 
;m photo taken? #Zg'f-Z .
Trifi'ax regenerative current during stop: /1
3D. mfg-.21.: Emergency Stop (emergency brake, service brake at ?zero speed?)
$11213 Life: 
52.35) entrance: .
\r deceleration rate: 2 ?in 2
33>4? photo taken? 
4111. Perri-5:1: Service Stop (Service brake only, modulated)
converge: j??m

ceceieration rate: 9" 9/5 2

?Lilac; Sax? photo taken? 5? 27f .

Quick Draw Express (SC-008) DC Drive Replacement, Ski Granby Ranch, co 5: Dec 2016

 

Acceptance Test Page 9
8.0 Empty all carriers 

Unload all carriers. 13/

Record tension system pressure: 

Record tension carriage position: (f?f 

8.1

3.2

 

Repeat empty lift tests if changes made to brake settings

Any changes made??.lf no changes Sect 8.1 and 8.2 do not need to be performed: -
2w [Email/1m); 723 gm: 13772414 612 Pike: 5 51724113? 170?? It!? ?x 5 2?

 

0% til-l: (ll/lain Drive-Electric)

 

Measure acceleration time: 
Max moror torque during acceleration: 
Measure lift speed:
Speed ivieter Reading: 
Motor RP 
Steady state motor :orque: 

1E. {Jert?erm Normal Stop (drive ramp down, service brake at ?set speed?):

Stop time: 
Stop distance: 

2E. Perform Emergency Stop (drive disconnected, drive sheave brake, service brake at ?set speed?)
Stop time: 
diseance: 

31; Service Stop (drive disconnected, service brake only set)

gop time: 



nun-



 

SlFu Setrt?orni E-Only Stop activated. from ?service menu (drive disconnected, drive sheave brake only set)

   

 

 

  

Stop time: 
Stop sce 
095 eaten at, DH (Auxiliary Drive-Diesel)
Meessre time: 
Measure .1 speed:
7; ?1 .tter Reading: 
5- RPM: -

  

cg; cisence: 
piglet-anon rate: 
4c: Bax" photo taken? 
Emmi. eform Emergency Stop (engine kill, emergency brake, service brake at ?zero speed?)
:7 


1215;: rate:

?macs 337:6 photo taken? r? .

 

Quick Draw Express DC Drive Replacement, Ski Granby Ranch, CO {Dec 2016
Acceptance Test Page 10

9.0 Lift Safeties

9.1 DC Drive Safeties PLC Safeties

DC. Drive Safeties

DC Drive O?vercurrent Test: (change par 3009) ('53 25-7214- 4'3252? . (on DC drive display)
Motor Tach Feedback Loss: (pull isolation relay) El? . (on DC drive display)

DC LOSS (Change par. 4502 to 20%) 57% ?2?90 Pkg-?71 . (on DC drive display)
Motor Overspeed: 110% I 737 4/0130 . (on DC drive display)
Ramp fault accel time changed from 30 to 24 s)

EEK

 

 

 

 

 

HZS
Torque Limit Settings: Paiametei 256i ?Toquax?: (driving)
Paramete1 ?Toquin: - {41? (regen)
Motor Over $1.11 rent Setting: 3/ l5? (?42 
Phase Loss {open breaker to phase loss relay) P2105 Km,
Blower Fault (motor overload) El?
?Drive Fault? indicated on Leitner controls El
Contactor acknowledge ?o?l??aib 13/ 3222/: Levmda ?wdws' 135? my?)

 

"6,7175% 13772 m? 110% ?1,625,765?
RSM: PLC Module Safeties/Eunctions
(tested from service menu/PLC tests)
DRIVE (motor encoder 1 ABB Drive Analog output-Speed RSM PLC):

 

 

 

 

 

 

 

 

 

 

Normal es: 
PLC Encoder Loss ?If? 5/7le 13/ 
PLC \iot or Accel Fault at) 25? 
PLC *2 _Lt ecel :aL- .lt 40 El/ 
PLC-~3~Jiu-ui - -5 Oveispeed {1:22; [am 
PLC-Iviocor 10% Overspeed 3?39 (at: El/ 10% MOTOR SPEED
PLC-Speed-Motor vs Rope Enc Er pm ?71.5ng1}! IE, VS 
51 0 #53122 a? 
ERG: ?Log-:Lg-Jcoogazt

Normal Test 
ELL "421:5 Eneoae: Loss ms: 92.551? 3/ NS SPEED LOSS
P: Cum-15.: Ecol Aceel Fault be 25? 5/ ES FAULT 
:11: Erieoder Decel Fault lQ? ?16 El/ 
PLC nope Encoder 1 15% Overspeed 4525? 1?55? IE 15% 
51de code? 1 10% Overspeed ?573512- 121? 10% MOTOR 

tops coder Position Test my NS POSITION 
LS 51: inc Motor Enc 2 gar?:c?w enema?; El? NS- SPEE ROPE VS 
PLL 1..) .e Eocene- Rol' pack new; 1! ES- 

m2 0! 125 I?m: ?ft?W/l
__lff 1756.: 352-}? 56762:? {0564 52321,; #00 953.1,

 

 

 

Stop Command from RSM, E8 Emergency Stop Command from RSM

Quick Draw Excre ?ss 88- -OO8) DC Drive Replacement Ski Granby Ranch CO {Dec 2016
Acceptance Tear Page 11

10.0 Perferm Brake Torque Test

Follow 6 isting brake torque test procedures

73/2? [at 5611/7?; P?zmg 5.611;,
Wax/m. @2415 Aw? ?vmaa 3.4715 Au, 
{ma/m: #7 2.5% 7544??:

 

 

 

 

 

11.0 Lead Test Cemple?ted

COLORADO

Department of
Regulatory Agencies

 

DiViSlon of Professums and Occupations
Business and Inspections Branch

Passenger Tramway Safety Board

October 26, 2016

Mr. James Wolter

Director of Mountain Operations
Ski Granby Ranch

P.O. Box 1110

Granby, CO 80446

MAJOR MODIFICATION OF:

NAME: Quick Draw Express

LIFT ID: SC-008

CHANGE CONTROL TECHNIQUES DRIVE TO AN ABB DRIVE.

Dear Mr. Walter:

Pursuant to the rules and regulations of the Board, you have fulfilled the requirements of Rule
21.3.1 and the Board is authorizing you to proceed as required in Rule 21.3.2.

It is your responsibility to see that all submissions are complete and submitted in a timely

manner. Please be advised that only current forms will be accepted. All outdated forms should be
destroyed. The current Submissions Booklet, which includes the current forms, can be found on
the Board's website at 

The lift identification number must be included on all submissions to this office. If the lift
identification number is not included, the materials will be returned to you for resubmission.

If requests for variances are found to be necessary as a result of the acceptance test, a license to
operate cannot be issued until the Board has ruled on the variance request. Variance requests
must be routed through the Technical Committee prior to being placed on the Board's agenda.
Please give yourself plenty of time to get your variance requests through the Technical Committee
and Board. Every effort will be made in such an instance to obtain a decision as soon as possible,
however, the Board does have thirty days to act on a request for variance as per Rule 21.3.4

Sincerely,

Nicki Cochrell
Program Manager

1560 Broadway, Suite 1350, Denver, CO 80202 303894?7785 303.894.2310 

in},

("[87$ 

a



1

ii 



A 0333* COLORADO
. 0 Department Of
Regulatory Agencies

Division of and Occuoations

COLORADO PASSENGER TRAMWAY SAFETY BOARD

ELECTRICAL SYSTEM ACCEPTANCE TEST
ANSI X.2.11

Licensee Ski Granby Ranch Lift Identification SC-OOS

 

Name/Number of Lift Quick Draw Express Date 9 29/?

 

 

Name of Professional Engineer Josef C. Gmuender

VERIFICATION

I hereby certify that to the best of my knowledge and ability, the above-named
passenger tramway software and or relay logic functions have been verified and any
modifications made to the electrical design shall be clearly marked on the on? site
documentation according to ANSI X.2.11 Electrical system acceptance test requirement.

Professional Engineer?s Signature and Seal



SEAL 
SIGNATURE

 

FORM 130-15

COLORADO

Department of
Regulatory Agencies

i Division of Professions and {)ccuoatitms

 

COLORADO PASSENGER TRAMWAY SAFETY BOARD

SOFTWARE SECURITY
ANSI X.2.12

Lift Identification 30-008

9196:: we

Licensee Ski Granby Ranch
Date

Name/ Number of Lift Quick Draw Express

Name of Professional Engineer Josef C. Gmuender

VERIFICATION

I hereby verify that the "as built? documents include a procedure, that ensure the

security of the software logic and operating parameters that will control the aerial tramway

are in place and operational per ANSI X.2.12 Software security.

Professional Engineer?s Signature and Seal

SEAL 8:
SIGNATURE

  



Elf-Gig??

FORM 131?15

$3 COLORADO
Department of
Regulatory Agencies

Division of Professions and Occupations

COLORADO PASSENGER TRAMWAY SAFETY BOARD

VERIFICATION OF ACCEPTANCE TEST

FOR

NEW, RELOCAIED, OR MAIOR MODIFICATION OF TRAMWAYS

 

 

 

 

Licensee: Ski Granby Ranch

Lift Identification SC-008

ame/ Number of Lift: Quick Draw Express

Type of Lift: Detachable Grip Quad Chair
Date:

 

 

Name of Professional Engineer: Josef C. Gmuender

Address of Professional Engineer: 638 Long Valley Road, Gardnerville NV 89460

Description of Work: Replacement of existing DC drive with ABB DCS800, addition of
overspeed/accel/deoel monitor: 'Ramp and Speed Monitor' (RSM)

 

VERIFICATION

I hereby verify that to the best of my knowledge and ability, the above-named passenger
tramway l?s completed the acceptance test as required in X.1.1.11.2 and all applicable items of
X.1.1.11.1. All deficiencies discovered during the acceptance test have been documented in the

acceptance test report by the Board Inspector (21.2.12, 21.3.12) and shall be remedied prior to
operation (22.4.4).




Professional Engineers Signature and Seal 

CK
6
. . 
\in 

 
        


Zara:
SEAL 8:
SIGNATURE

FORM 102-15

Load Test Procedure
for

Detachable Grip Chairlift
(rev 2)
Quick Draw Express Detachable Chair
Ski Granby Ranch, CO
CO SC-008
Date: 5 96?, 23%

1.0 Introduction

The Quick Draw Express detachable quad Chairlift, manufactured by Leitner, was installed in
1999 (area known as 801 Vista at the time). The original Control Techniques DC drive has been
replaced:

New ABB DCS-800 DC drive

Reuse existing DC motor

No changes to existing Leitner low voltage controls.
New cRamp and Speed Monitor? (Electramics)

9 6

The acceptance test is intended to con?rm the prOper function of the new DC drive and its
interface with the existing low voltage controls. The test will also test the function of the
independent ?Ramp and Speed Monitor? (RSM) that monitors overspeed, rollback, acceleration
and deceleration.

Quick Draw Express (SC-008) DC Drive Replacement, Ski Granby Ranch, CO

Acceptance Test

2.0 Lift Specifications
Lift Type

Slope Length

Vertical Rise

Number of Carriers (design)
Number of Carriers (actual)
Carrier Spacing (design)
Carrier spacing (actual)

Lift Speed

Capacity-Uphill (design)
Capacity-Downhill (design)
Capacity (actual)

Carrier type

Carrier weight

Drive Location

Drive bullwheel size

Main drive

Standby drive

Evac drive

Tension location
Tensioning force
Tension type

Return bullwheel size
Line gauge

Haul rope

Gearbox

Main Drive input

3.0 Personnel Attending

4 Passenger Detachable Grip

Chairlift
1310
256

 

Leitner 
215

Top

4.20

500 HP DC

Cummins N14-P475
Cummins 
Bottom

Hydraulic Cylinders
4.20

5.30

40 mm 6x25 RLL PC
Leitner 

Direct to gearbox

??Dec 2016
Page 2

111

(8.00 sec interval)

in (Q sec interval)

m/sec ((101? Ff/?h)
passengers/hour 
passengers/hour
passengers/hour

with Leitner SA4 grip

kg


1750 781A DC

ABB DC8800

with Rockford torque converter
with Rockford torque converter

kN

(55.5 bar, 805 psi)





(nom strength 830 kN)
i=59.8l

 

Name

Company Organization

 

3 221.116 Anew

?52 17/523

 

Jae-r 44%;er

giycewm gnaw-mm;-

 

[:77 

(15?

 

#729wa 95?25:; yr

[i'cgz?gm a; 5

 

(fugue [macaw-71

?13420? 16?7qu

 

pr Brew

(kimgr )2?!th

 

41.] (gin/2:" [Ira?'62!

 

[we Luz-a ?ea-m w.

 

 

 

 

 

Quick Draw Express (SC-008) DC Drive Replacement, Ski Granby Ranch, CO 1?9? Dec 2016

Acceptance Test Page 3

4.0

4.1

4.2

Initial Checks

Perform Visual review of entire line. 8?
Con?rm top and bottom communications is functional 8/
Hourmeter at start of testing: 90.5793 5?5;

 

Remote terminal operator switches/controls
Con?rm function of remote terminal-signals to drive station



Medium (return) 3/
Slow (return) 3?
Stop (Ch 1) (return) 19A1 (PNOZ X2)
Stop (Ch 2) (return) I35
Stop (Ch I) (return) Elf 33A0 (PNOZ X2)
Stop (Ch 2) (return) El/
Signal (return) 
Phone (return) 





Local terminat operator switches/controls
Con?rm function of local operator controls

INDICATION 

Fast DLS EV.
Fast CON 3/
Medium DLS EIJ
Medium 
Slow DLS El?
Slow CON El/
Slow OPS 13?
Stop DLS El/
Step CON IE
Stop OPS Eli. I
Stop STN 
Stop Cords STN El (normal stop)
Stop DLS 13?_
Stop OPS 
Stop CON EC,
Stop er 
Start DLS 
Start CON
auit Reset DLS 13?:
Fault Reset CON 13? .
Forward/Backward CON EV:
Signal El? 
Phone 

El

Cl

DLS=Downhill Loader Station-top
CONZOperator Console-top operator house
Station (motor platform)

Quick Draw Express DC Drive Repiacement, Ski Granby Ranch, CO 5?Dec 2016
Acceptance Test Page 4

4.3

4.4

DC Drive Leitner Controls


Main Motor Contaetor-Aux contact-1 when closed 0600)
Main Motor Contactor-Aux contact-0 when open 0600)
Drive Fault-1 when nofanlt El/ (X6-1, 0601)
Drive Fault-0 r-vhenjoulr (X6-1, 0601)
Proof ot?Torque-l when above set level l3" (X7-0, 0700)
Proof of Torque-0 when below set level (X7-0, 0700)
Run when running 1, 0611)
Run when stopped (at instance ofstop command)? (X6-1 1, 0611)
Reverse?f r-vnenjom-vard E/y (X6-15, 0613)
Medium El? 0614)
Fast 0615)
Torque Test Ill/(Via Modbus)

Ramp and Speed Monitor (RSM) Leitner Controls


Normal Stop-J when closed 13/ (19A1, DLS Stop+Drive Fault)
Norma} Stop-0 when open (19A1, DLS Stop+Drive Fault)
Emergency Stop?1 when no fault El/ (33AO, STN StoprDrive Fault)

Emergency Stop-0 whenfanlr (33A0, STN Stop+Drive Fault)

Quick Draw express (SC- -008) DC Drive Replacement Ski Granby Ranch, CO 5? Dec 2016
Acceptance Test Page 5

5.0

0% Ui-i, 0% DH (Main Drive-Electric)
Record tension carriage position: .
Record tension system pressure: ?0 If .

Main Drive-Electric:

 

Measure acceleration time: $1,212.12
Max motor torque during acceleration: .
Measure lift eed:
rev in 2 519560 yam/5 ?7 
Speed Meter Reading: 5 ch/N'er/z/ 
Tvlotor RPM: 5525,01
Steady state motor torque: 3:9 ?577?

Steady State a11natu1e voltage: 

Perform Coasting stop-(Use service brake test mode, bypass DA 92.10?Deceleration supervision
main drive?. DA 92.} l?Deceleration supervision service brake, hold service brake off during stop with
button inside control panel)

Stop time: '77 I
Stop distance?measured: 
Stop distance: l7} Ff (pelfcontrols) (5?2 3 A 44v ?60705! Mfr/Valli?)

 

Measured distance matches displayed distance 
Iv? ax deceleration rate: 

Biack Box pnoto taken? 16? 7&9 .

P-ZE Per rform \ormal Stop (drive ramp down service brake at zero speed?):
Stop time: ?70169
Stop (31: tance: {22: in $7 5/
Mai: oec e- -erarion rate: 3-5f .42
BEac K3 pacto taken? El? ?#70
?Jiax1egene1ative current during stop: 7/ 4 .

P-SJE. Perform Emergency Stop (emergency brake, servieebrake at ?zero speed?)
A . ., 
tarot; time 24 

Stop oLStance: 15,0?. 51/ 

- 1. :3 1
Max deceieration rate: 1 3.33? 
?lilac-<- ch? photo taken? El .

9e - o1111 Service Stop (Service blake only, modulated)
Stop tin 1e: 5
c. is?:ance: 

. . . We .1.
Va: oeceieratron rate: 3 
?BlaeK pox photo :aKen? El #7j: .

Quick Draw Express (SC-008) DC Drive Replacement, Ski Granby Ranch, CO Dec 2016
Acceptance Test "h Page 6

6.0

6.1

6.2

Load Lift to 100% 1.1 Design Load (for 110% UH 0% DH load test)

Design load for testing:
0.5 (Number of Chairs) (pass/Chair) l701b/?pass 1.1 Total test weight

0.5 {67?4) 4 170 1.1 23.562lb

*2 chairs in terminal on each end, 63 chairs on line

Chairs to load (for 110% test load):

(0.5 Number of Chairs) - Chairs left empty Chairs with test load

(0.5 63) - 4.5 27 Load 27 chairs
Total test weight Chairs with test load load per chair

23,562 27 873 lb per chair

Test weight for 50% load: 873 4 218 lbs/seat position

Load test material: 125/ 13W 4; 73511} (7777? 
wig/1152* J??ac? 1W mm! rams MW ?ag; wr
(was? fD 1W Ans-4L6)

 

Load carriers from Chair 1 to Chair 27 El/
Record tension sys:e1n pressure: 213? (fig (Z5 1(2ng 
Record tension carriage position: 1" fl/ 

 

Check static holding of brakes
(Note any adjustments performed)
Service brake:
Emergency brake:

Rollback brake:

111

Check dynamic rollback of brakes

Open service brake. Slowly open emergency brake and let lift roll back.
..Leitner Rollback switch sets Rollback Brake, activates E-Stop: El/
ELC Rollback activates E-Stop: 

Bypass Leimer rollback switch, RSM PLC Rollback. Set emergency brake. Open

service brake. Slowly Open emergency brake and let lift rollback to approximately 1/3 of

design speed. Set emergency brake: . 7 

Emergency brake stopping performance: MM 3?41'31 #2375; (if/7' @111?ij
4 325745 (my Kit/Mn?) wasp. ?ute l?v @0377

Set service brake. Open emergency brake. Slowly open service brake and let lift roll

back: .3.) aoyroximatety l/3 of design speed. Set service brake: 7 ??if.?
Ser?wnee stake Stopping performance: 1? 4r rm g??fl?r 0? ?5

AM) May (/3447.

 

Quick Draw Express (SC-008) DC Drive Replacement, Ski Granby Ranch, CO iDec 2016

 

 

Acceptance Test Page 7
6.3 110% UH, 0% DH Lift Tests (Main Drive-Electric)
Measure acceleration time: 
Max motor torque during acceleration: [?370 .
Measure lift speed:
Speed Meter Reading: 05? 57.5%!
Motor RPM: 15?? 
Steady state m0tor torque: 59%
1F. Perform Coasting stop (see procedure under section 5.0 P- 113)
Stop '1i111e: Q. ?7 7 EC.
310p diStance-ineasured:
Step distance: 293.04 (per controls)
Max deceleration rate: 2. 
?Black Box? photo taken? #1 ?22 .
2F. Pe Ito r111 Normal Stop (chive ramp down service blake at zero speed )2
Stop tirne: ?55_
Stop distance: 59 ?it;
11111111121231 eration rate: 3.34515 2'
B1acK K30 ox photo taken? .
Niaxere generative current during stop: .
.1. Emergency Stop (e111e1ge11cybrake, service brake at ze1o speed 
Sid; time: 5 4 5.
o1siance: 55 1?7. .
Ma: o'ecei erazion rate: 93-97 5 
B'1a 1 ck 3021 photo taken? 13/ 572?} 1

6.4

41F. Re: ?or: 11eS rvice Stop (Service brake only, modulatecgr.

5:011 .
51a. 651/ f) 
5121311166 a1io111 ate: 4153/ 
E11acK now taken? r" .

i111Lift Tests (Auxiliary Drive- -Diesel)
Me: strait": etc-leration time: ?25 SEC

33:16
74? [[1473

Engine RPM: IMG 2174';

 


11
L)



1

141.1155. Perform Normal Stop (engine ramp down, sewn/?125 brake at zero speed 

 

 

.12: -e 3/ #15? .
111.; see .1-1c..-a.1ats: .1 411? ?21"
?1315.31: 3.12; p1-oto taken? 1* 7ft .
. ?farm Emelgency Stop (engine kill ernergencg? brake service brake at' zero speed?)
?bg?
. 7?}?24 
711311011 13.16. J4 ya I 

 

?3121-111: 3a}; pno-to taKen?? Er" mg. 

 

 

Quick Draw Express (SC-008) DC Drive Replacement, Ski Granby Ranch, CO $fDec 2016
Acceptance Test Page 8

7.0 Lead Lift to 50% 1.1 Design Load (for 55% DH, 0% UH load test)

Empty even numbered carriers from Chair 1 to Chair 27 

Notes: ?Wm/mi? ?ame p59; fa ?it/E [Mmag #24, Ma '70
p1,: tear [377/2]: (Wm. wpr/a) 
7.1 5505/49 DH, 0% UH Lift Tests (Main Drive-Electric)
Measure acceleration time: 

I I 2 A
Max motor torque during acceleration: 4 7r; .
Measure lift speed:

Speed Meter Reading: ?/1970?
Ntotor RPM: IS 70 137/:
Steady state motor torque: Z7 79 .

1D: Perform Coasting stop-( see procedure under section 5.0, .Wr 

 

8:033 time: 

Stop diSIance-measured: .

Stop distance: (per controls)
Max deceleration rate: ?h .

?Black Box? photo taken? El .

2D Perform Normal Stop (drive ramp down, service brake at ?zero speed?):

  

 

 

 

Stop time: 12c
instance: .
Lviax cecereraticn rate: 3.47 5 
;m photo taken? #Zg'f-Z .
Trifi'ax regenerative current during stop: /1
3D. mfg-.21.: Emergency Stop (emergency brake, service brake at ?zero speed?)
$11213 Life: 
52.35) entrance: .
\r deceleration rate: 2 ?in 2
33>4? photo taken? 
4111. Perri-5:1: Service Stop (Service brake only, modulated)
converge: j??m

ceceieration rate: 9" 9/5 2

?Lilac; Sax? photo taken? 5? 27f .

Quick Draw Express (SC-008) DC Drive Replacement, Ski Granby Ranch, co 5: Dec 2016

 

Acceptance Test Page 9
8.0 Empty all carriers 

Unload all carriers. 13/

Record tension system pressure: 

Record tension carriage position: (f?f 

8.1

3.2

 

Repeat empty lift tests if changes made to brake settings

Any changes made??.lf no changes Sect 8.1 and 8.2 do not need to be performed: -
2w [Email/1m); 723 gm: 13772414 612 Pike: 5 51724113? 170?? It!? ?x 5 2?

 

0% til-l: (ll/lain Drive-Electric)

 

Measure acceleration time: 
Max moror torque during acceleration: 
Measure lift speed:
Speed ivieter Reading: 
Motor RP 
Steady state motor :orque: 

1E. {Jert?erm Normal Stop (drive ramp down, service brake at ?set speed?):

Stop time: 
Stop distance: 

2E. Perform Emergency Stop (drive disconnected, drive sheave brake, service brake at ?set speed?)
Stop time: 
diseance: 

31; Service Stop (drive disconnected, service brake only set)

gop time: 



nun-



 

SlFu Setrt?orni E-Only Stop activated. from ?service menu (drive disconnected, drive sheave brake only set)

   

 

 

  

Stop time: 
Stop sce 
095 eaten at, DH (Auxiliary Drive-Diesel)
Meessre time: 
Measure .1 speed:
7; ?1 .tter Reading: 
5- RPM: -

  

cg; cisence: 
piglet-anon rate: 
4c: Bax" photo taken? 
Emmi. eform Emergency Stop (engine kill, emergency brake, service brake at ?zero speed?)
:7 


1215;: rate:

?macs 337:6 photo taken? r? .

 

Quick Draw Express DC Drive Replacement, Ski Granby Ranch, CO {Dec 2016
Acceptance Test Page 10

9.0 Lift Safeties

9.1 DC Drive Safeties PLC Safeties

DC. Drive Safeties

DC Drive O?vercurrent Test: (change par 3009) ('53 25-7214- 4'3252? . (on DC drive display)
Motor Tach Feedback Loss: (pull isolation relay) El? . (on DC drive display)

DC LOSS (Change par. 4502 to 20%) 57% ?2?90 Pkg-?71 . (on DC drive display)
Motor Overspeed: 110% I 737 4/0130 . (on DC drive display)
Ramp fault accel time changed from 30 to 24 s)

EEK

 

 

 

 

 

HZS
Torque Limit Settings: Paiametei 256i ?Toquax?: (driving)
Paramete1 ?Toquin: - {41? (regen)
Motor Over $1.11 rent Setting: 3/ l5? (?42 
Phase Loss {open breaker to phase loss relay) P2105 Km,
Blower Fault (motor overload) El?
?Drive Fault? indicated on Leitner controls El
Contactor acknowledge ?o?l??aib 13/ 3222/: Levmda ?wdws' 135? my?)

 

"6,7175% 13772 m? 110% ?1,625,765?
RSM: PLC Module Safeties/Eunctions
(tested from service menu/PLC tests)
DRIVE (motor encoder 1 ABB Drive Analog output-Speed RSM PLC):

 

 

 

 

 

 

 

 

 

 

Normal es: 
PLC Encoder Loss ?If? 5/7le 13/ 
PLC \iot or Accel Fault at) 25? 
PLC *2 _Lt ecel :aL- .lt 40 El/ 
PLC-~3~Jiu-ui - -5 Oveispeed {1:22; [am 
PLC-Iviocor 10% Overspeed 3?39 (at: El/ 10% MOTOR SPEED
PLC-Speed-Motor vs Rope Enc Er pm ?71.5ng1}! IE, VS 
51 0 #53122 a? 
ERG: ?Log-:Lg-Jcoogazt

Normal Test 
ELL "421:5 Eneoae: Loss ms: 92.551? 3/ NS SPEED LOSS
P: Cum-15.: Ecol Aceel Fault be 25? 5/ ES FAULT 
:11: Erieoder Decel Fault lQ? ?16 El/ 
PLC nope Encoder 1 15% Overspeed 4525? 1?55? IE 15% 
51de code? 1 10% Overspeed ?573512- 121? 10% MOTOR 

tops coder Position Test my NS POSITION 
LS 51: inc Motor Enc 2 gar?:c?w enema?; El? NS- SPEE ROPE VS 
PLL 1..) .e Eocene- Rol' pack new; 1! ES- 

m2 0! 125 I?m: ?ft?W/l
__lff 1756.: 352-}? 56762:? {0564 52321,; #00 953.1,

 

 

 

Stop Command from RSM, E8 Emergency Stop Command from RSM

Quick Draw Excre ?ss 88- -OO8) DC Drive Replacement Ski Granby Ranch CO {Dec 2016
Acceptance Tear Page 11

10.0 Perferm Brake Torque Test

Follow 6 isting brake torque test procedures

73/2? [at 5611/7?; P?zmg 5.611;,
Wax/m. @2415 Aw? ?vmaa 3.4715 Au, 
{ma/m: #7 2.5% 7544??:

 

 

 

 

 

11.0 Lead Test Cemple?ted

Appendix

Grand Junction Craig

 

819 P1tkinAvenuc(81501) 120 16111 Street (81625)
PO Box 429 Grand Junction CO 81502 PO Box 1527 - Craig, 81626
(Mike: 970.242 9981) I?m~ 970.242 9903 Of?ce: 970.824.7023 - 970.824.3621

. 
DIVISION:

Rocky Mountain Standby Power
2295 la? (jrass l)nvc(815115)? Pt.) Ho?: 1805 - (_irand Junction. CO 81502
Of?ce: 970.244.0960 - Fax; 970.243.8272 -

 

October 18, 2016

Granby Ranch
1000 Village Road
Granby (TO 80446

Attn: Blaine Faulkner

Reference: GE DC Motor Revised
maq

We are in receipt and have completed the tear down and inspection ot?the above referenced unit. Attached
please ?nd our revised workscope and pricing. Should you have any questions or require additional
information, please feel free to contact this of?ce at your earliest convenience.

#75] 
Qty 1 ea General Electric DC Motor
1750/1900 
500 Volt Armature, 300/150 Field Volt
Type CD50 

Workscope:
0 Receive unit
0 Tear down and inspect
0 Perform a series and mechanical tests. as a minimum: bridge. surge and lliput
windings; mic all bearings. joumals, housings, seals. seal ?t areas; as well as pcrfomt a TIR on rotor
shaft; record all tests performed and results achieved
0 Steam clean and bake all components

0 Steam clean and bake armature and ?elds

0 Recondition armature and ?elds

0 Sand blast and clean brush holder assembly
0 Turn and undercut commutator

0 Balance armature

0 Provide and replace brushes

0 Provide and replace bearings

- Reassemble complete unit
0 Paint
0 Package for shipment

 

Delivery: 1 week from receipt. ol?ordcr
Freight and tax not included in pricing

Sincerely,

Michael Anton

819 Pitkin Ave. (81501) 120 West 16th Street (81625)
PO. Box 429, Grand Junction, CO 81502 PO. Box 1527, Craig, CO 81626
Office: 970.242.9980 Fax: 970.242.9903 Office: 970.824.7023 - Fax: 970.824.3621

3000

 

1d Service

rm?

Customer: in i *w-?Vuji. Date:

 

 



i. 

 

Customer Workorder 

I
1.



. Contact: 'iygx J. i Hints-i."

Phone - l- l" 9/ i it i? "it; Fax 

 

 

Email:

 

Nameplate Information:

 

 

 

Description of Work Performed: 

 

 

 

 

Time on Site: Beginning - -, Ending .Travel Time: (round trip)?

 

Labor Rate: Standard Overtime
Additional:

 

Mileage: -. miles per mile

Materials:

 

 

 

Service J. 1-, Taxable: Yes No (circle one)

 

Removal Signature: Date:



Installation Signature/?7 - . Date: '1

 

I hereby acknowledge the satisfactory completion of the above described work.

Blue Copy Plant Green Copy ~Customer White Copy - File

mm: 1E

to} F9549 .mmENw 9:4; hr?fd?? 33am

Em a; m?:4m01/ mat/? 3235: wag;
93w 304cm. 2+2 330$ aadm

EV 9.81915 394$ Em?? 497%?

3043? n?yaw moi/Ln, ?22 0.3/21}

40 Qatar Pox. EN 35400 9)be wumnctam

1:3 v. mun, chmw?o 33L .3;me
by? Sac/Lia W?w?a? Omr? 
Ea 3,32?, 33 CAIQ. 29.69 7 531.4 323.0
994? Sn 3,26 2&4 vAvA??md 39.2.: Bug
-mm? pApA?pm? 3343.1 . ?gmd Win?i 1:0 20
.069 50E 31 oacrr? $926,. .. 112w,? 1.1sz ?mini 95A 3
noew? Eu?m .93 .33 VA 83 9.3.0
90.. W?wf?a.? GEN Am.
Aim. DEV mam. $5 $40 ?Erma Ed m?wrbn?? 
DH dw?? 31m E36: Em nozna?a m?mx?aw
Fw 00 1.1sz W9. 33.. $344; w?wy?x gmy?gt 33,..an
01A UPEW I mghm. .m.3?mh? bmw?fd w?yp?k $7
Newe?t?za?, Ac ham 93334: 19259
Pad W24 manual a?omj Eu ?an,
Evan Zw?pwr 

a A

ELDZN :bcrr?l??

53.. 3327:929le m?c?pqigm
6:15- .0 N?w 

 
 

??uff-j? ROCKY MOUNTAIN ELECTRIC MOTORS, INC. ..
dba EMTECH INC GRAND JUNCTION MVOICQ

PO BOX 429
DATE INVOICE I JOB NO.
GRAND JUNCTION, CO 81502

Ii i0] 242-9980 Fax: i970) 242?9903 10/26/2016 7450

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

   

 

 

BILL TO SHIP TO

GRANBY RANCH GRANBY RANCH

PO BOX 798 1000 VILLAGE ROAD

GRANBY CO 80446 GRANBY CO 80446

SALES TAX NO. P.O. NO. TERMS DUE DATE SHIP VIA
BLAINE C.O.D. 10/26/2016 RMEM
DESCRIPTION QTY RATE AMOUNT
GENERAL ELECTRIC
200HP, 150/300 FIELD VOLTS
2.53 FIELD AMPS, 550 ARM VOLTS
293 ARM AMPS, 1750 RPM
TYPE CD504AY, MN 50D222NA83AB01
SN 1-41 8-KT
WORK SCOPE AS PER QUOTE
LABOR
MATERIAL
MATERIAL
Sales Tax
A 2% INTEREST FEE WILL BE CHARGED ON ANY UNPAID BALANCE
AFTER 60 DAYS. TOtal -

 

 

 

 

 

Appendix

COLORADO

Department of
Regulatory Agencies
Division of Professions. and Occupations

COLORADO PASSENGER TRAMWAY SAFETY BOARD

VERIFICATION OF ACCEPTANCE TEST

FOR

NEW RELOCATED, OR MAIOR MODIFICATION TRAMWAYS

 

 

 

 

 

 

Licensee: Ski Granby Ranch
Lift Identification 
Name/ Number of Lift: Quick Draw Express
Type of Lift: Detachable Grip Quad Chair
Date:
Josef C. Gmuender

 

Name of Professional Engineer:
638 Long Valley Road, Gardnerville NV 89460

Address of Professional Engineer:
Replacement of existing DC drive with ABB DCSBOO. addition of
overspeedlacceiidecel monitor: 'Ramp and Speed Monitor? (RSM)

 

Description of Work:

VERIFICATION

I hereby verify that to the best of my knowledge and ability, the above-named passenger
tramway has completed the acceptance test as required in X11112 and all applicable items of
X.1.1.11.1. All de?ciencies discovered during the acceptance test have been documented in the

acceptance test report by the Board Inspector (21.2.12, 21.3.12) and shall be remedied prior to
operation (22.4.4). .

M.

0 
gl to(J1

Professional Engineer?s Signature and Seal



'3



     

l? Oigl'?iL 

a2 4? 
SEAL 
SIGNATURE

 

FORM 102-15

 

Load Test Procedure
for
Detachable Grip Chairlift

(rev 2)
Quick Draw Express Detachable Chair
Ski Granby Ranch, CO
CO SC-OOB
Date: 5 7% 7:94?

1.0 Introduction

The Quick Draw Express detachable quad Chairlift, manufacmred by Leitner, was installed in
1999 (area known as Sol Vista at the time). The original Control Techniques DC drive has been
replaced:

New ABE DC drive

Reuse existing DC motor

No changes to existing Leitner low voltage controls.
New ?Ramp and Speed Monitor? (Electramics)

90.9

The acceptance test is intended to con?rm the proper ?mction of the new DC drive and its
interface with the existing low voltage controls. The test will also test the ?mction of the
independent ?Ramp and Speed Monitor' (RSM) that monitors overspeed, rollback, acceleration
and deceleration.

Quick Draw Express (SC-008) DC Drive Replacement. Ski Granby Ranch. CO

Acceptance Test

2.0

Lift Speci?cations

Lift Type

5 Dec 2016
Page 2

4 Passenger Detachable Grip

Slope Length

Vertical Rise

Number of Carriers (design)
Number of Carriers (actual)
Carrier Spacing (design)
Carrier spacing (actual)
Lii?t speed

Capacity-Uphill (design)
Capacity-Downhill (design)
Capacity (actual)

Carrier type

Carrier weight

Drive Location

Drive bullwheel size

Main drive

Standby drive

Evac drive

Tension location
Tensioning force
Tension type

Return bullwheel size
Line gauge

Haul rope

Gearbox

Main Drive input

3.0 Personnel Attending

Chairlift
1310
25 6

67

M.

4-4.8
?fe

5.6

1800

900


Leitner 
215

Top

4.20

500 HP DC

Cummins I 4-P475
Cummins B5.9-P152
Bottom

Hydraulic Cylinders
4.20

5.30

40 mm 6x25 RLL PC
Leitner 

Direct to gearbox

1'11


(8.00 sec interval)

(E sec interval)

m/sec riff/trio)
passengers/hour
passengers/hour
passengers/hour

with Leitner LA48-95 3A4 grip
kg



1750 781 A DC
ABB Dcsaoo

with Rockford torque converter
with Rockford torque converter

kN

(55.5 bar, 805 psi)





(nom strength 830 kN)
i=59.81

 

Name

Company I Organization

 

312ml? ?ww

23/33

 

Jae: ?twwm

53%evwaaee {Skew-wean!

 

 

 

527 71/951,125" cw 
Frame ?ame} Ecgzawzvmas
gimme Kwakwaz 

 

Aw 19'1?" gift'gl

?imgi" 

 

JA-[ct? [are an?! Redeemed 612mm" [wax

 

 

 

 

 

 

Quick Draw Express (SC-008) DC Drive Replacement. Ski Granby Ranch. CO 5" Dec 2016
Acceptance Test

Page 3
4.0 Initial Checks
Perform visual review of entire line. 
Con?rm tOp and bottom communications is functional 
Hoot-meter at start of testing: 6995?? 

4.1 Remote terminal operator switcheslcontrols
Con?rm function of remote tenninal?signals to drive station

 


Medium (return) 
Slow (return) 
Stop (Ch 1) (return) 131/ (PNOZ X2)
Stop (Co 2) (return) l3?.
Stop {Ch 1) (return) Et? 33A0 (PNOZ x2)
Stop (Ch 2) (return) 3/
Signal (retum) Bf
Phone (return) 3/
CI
4.2 Loeal terminal operator switcheslcontrols
Con?rm function of local operator controls


Fast DLS 
Fast CON 8?
Medium DLS Er 
Moot-om cor-t 5,
Slow DLS
Slow CON 3:
Slow OPS
Stop DLS 13/
Stop 
Stop OPS 
Stop STN 
Stop Cords STN i3" E?normal stop)
Stop DLS 13?
Stop OPS ET:
a Stop cos 
Stop STN a:
Start LS
Start CON Ei/
stout Reset ms 
Fault Reset CON 
Forwardeackward CON 
Signal 12/
Phone El"

El

E1

DLS=Downhill Loader Station?top
CON=Operator Console-rep operator house
STN=Drive Station (motor platform)

Quick Draw Express (SC-008) DC Drive Replacement. Ski Granby Ranch. CO 5?Dec 2016
Acceptance Test Page 4

4.3

4.4

DC Drive Leitner Controls


Main Motor Contactor-Aux contact-I when closed 3/ 0600)
Main Motor Contactor?Aux contact-0 when open 0600)
Drive Fault-1 when "01661: 13/ 
Drive Fault-0 whenfault EV (X6- 1 060])
Proof of Torque?l when above set level (X741, 0700)
Proof of Torque-0 when below set level 3/ (X7-0, 0700)
Run when running l, 061 1)
Run when stopped (at instance ofstop command?E/r (X6-1 l, 0611)
Reverse?l 13? (KG-15, 0613)
Medium (X6- 1 6, 0614)
Fag-l- 1 7, 0615)
Torque Test G/(via Modbus)

Ram-go and Speed Monitor (RSM) Leitner Controls

I 
Ex'ormal Stop-I when closed (19m, DLS Stop+Drive Fault)
Normal Stop-0 when open 9A1, DLS Stop+Drive Fault)
Emergency Stop-I when no?mlt STN Stop+Drive Fault)
Emergency Stop?0 whenfault (33M), STN Stop+Drive Fault)

Quick Draw Express (SC-003) DC Drive Replacement, Ski Granby Ranch. CO 2-: Dec 2016

Acceptance Test Page 5
5.0 0% UH, 0% DH (Main Drive-Electric] 
Record tension carriage position: g??ca .
Record tension system pressure: 0 gr; .
Main Drive-Electric:
Measure acceleration time: 2-121:- .
Max motor torque during acceleration: a {a .
Measure lift 3 eed:
?9 sec>> 215??! qupm 
Speed Meter Reading: 5?3 1402:2522!ng flat? {Maw [?191 
Motor RPM: (5 Zj?
Steady state meter torque: 31-2 .- g?f
Steady State armature voltage: 

Perform Coasting stop-(Use service brake test mode, bypass DA 92.10?Deceleration supervision
main drive?, DA 92.1 l?Deceleration supervision service brake, hold service brake during stop with
button inside control panel)

Stop time: If, 77 I .
Stop distance-measured: (?2212 257', .
Stop distance: [?73 (13811001111013) (5?2 3 1-. 1:11; tern-am 

 

Measured distance matches displayed distance 
Lviax deceleration rate:



 

?Biack Box? phom taken? El, #712: .
P-ZE. Perfonn Normal Stop (drive ramp down. service brake at ?zero speed?):
Stop time: 4; 1/ 12:.
Stop distance: (3 r? 
I'v-iax deceleration rate: 35f 
?BE-ac}: Box? phoro taken? 7"
Max regenerative current during stop: A: .

P?Siie. Pe1form Emergency Stop (emergency b1 eke sewicgb?yke at zero speed?)
(of

Step time:
Stop eista1ce: lg 19?: 55%?
Max deceleration rate: ?39} 
?Biaek. Box? phoro taken? .

P- .13811'10131 Service Stop (Service brake only, modulated)
51.1.1:- 11a. 4' 2'3 5'
8:0 :1 distance: IE an 5.314

IV ace-cration rate: 3d! 1?

Black. Lion: photo taken? 

Quick Draw Express (SC-008) DC Drive Replacement, Ski Granby Ranch. CO Dec 2016
Acceptance Test Page 6

6.0

6.1

6.2

Load Lift to 100% 1.1 Design Load (for110% UH I 0% DH load test)
Design load for testing:
0.5 2: (Number of Chairs) (pass?chair) i701bfpass Li

Total test weight

0.5 {67-4) 4 170 1.1 23.562 lb
*2 chairs in terminal on each end, 63 chairs on line

Chairs to load (for 110% test load):

(0.5 Xumbcr of Chairs) - Chairs left empty Chairs with test load

(0.5 63} 4.5 27 Load chairs

fl

Total test weight I Chairs with test load load per chair

23,562 27

ll

873 lb per chair

Test weight for 50% load: 873 r? 4 218 position

Load test material: ?it/8 125/ (Maia/1f? 4; (W (01573
MJW read. your fie/5" way; 
('17wa 129 1W dance)

 

Load carriers from Chair 1 to Chair 27 El/
Record tension system pressure: er Org {271: Imam 
Record tension carriage position: (7 

 

Check static holding of brakes
(Note any adjustments performed)
Service brake:
Emergency brake:

Rollback brake:

Li?

Check dynamic rollback of brakes

Open service brake. Slowly open emergency brake and let lift roll back-
Rollback switch sets Rollback Brake, activates E?Stop: 
.. PLC Rollback activates E?Stop: Er"

Bypass Learner rollback switch, RSM FLC Rollback. Set emergency brake. Open
service brake. Slowly Open emergency brake and let lift rollback to approximately 1/3 of
desiga speed. Set emergency brake: ., Mp;
Emergency brake stopping performance: MW 46"? #653; 3/7 Age?? 
a r2524! (1a: Mm) may, a ?at-a 1* may can?
Set service brake. Open emergency brake. Slowly open service brake and let lift roll
barf-a '50 approximately 1/3 of design speed. Set service brake: . 
Series brake Stopping performance: MW MW, f' ?174"?
d. 0.5.313 (4. 2015 5v. Ema; (Ia/?39

Am? ?gram:

 

 

Quick Draw Exprees (SC-008) DC Drive Replacement. Ski Granby Ranch. (30 i Dec 2016
Acceptance Test Page 7

6.3 110% UH, 0% DH Lift Tests (Main Drive- ~Eleetric)

 

 

 

Measure acceleration time: '39 {821-
Max motor torque during acceleration: [537? .

Measure lift speed:
Speed Meter Reading: i! ?913 357/34
Motor RPM: 152:; 
Steady State meter torque: 

IF. Perform Coasting stop (see procedure under section 5. l) P- 1E)
Stop 12:22:32) 7 
Stop dietance?measured:
Stop distance: 21.29am (oer controls)
Max deceleration rate: 2 b2. @2272
?Black 3302? photo taken? 155/ 9'2? .

2F. Perform Normal Stop we ramp down service brake at zero speed?):
3' so; time: .
Stop dietance: 5?7 ?fund
Max deceleration rate: 3.5% 2'
Black Box? photo taken? El? 1?5! ?52: .
Max regenerative current during stop: .

3131;? form Emergency Stop (emergency brake, service brake at '2ero speed 
5203 
Stop oistance: 
Max deceleration rate: 99-57 3
'Biack 3-322? photo taken? 2,9215% 

Air? .32; for Service Stop (Service brake only. Inodulatec2:r
.. 9:03;: 2 T-C: 
EZUQ Cl: 6:1 '5 
deceleration rate: 4- 5-35 1
Brock 2502? photo taken? .

6.4 ?i?l'rlJ?Ie 23.55, 23% DH Lift Tests (Auxiliary Drive- -Diesel)
Measure at: eleratimt time. .25 {2'5
Meerre" Speed:

 

 

fete: Reading: 79;; 
Engiue RPM: I 955' 
142.2221 32:. term Normal Stop (engine ramp down, some brake at ?zero speed?):
3'3 j, 5?6.
9 3( 4 .
5-2.x Liegeiel?a'ion rate: (I 5251
315.32. 3325 photo taken? l3"- Iz? .
Z-Axcs? 3'2 2231'; It Emergency Stop (engine kill, brake service brake at? zero speed?)
323-: 5&2.
5.25:. t-i3" -. ?g .533!"

.. 12:; aeration rate: {Jig 
5121232: joit? pitcto taken? .

 

Quick Draw Express (SC-008) DC Drive Replacement. Ski Granby Ranch. CO ?iabec 2016
Acceptance Test Page 8

7.0 Load Lift to 50% 1.1 Design Load (for 55% DH, 0% UH load test)

Empty even numbered carriers From Chair 1 to Chair 27 El?

Notes: AVIILIW gin-5 5532? 72 ?it/E [Wag [/5423 Vivi 7E
53% it; 56o: 527/22: mm. air/a) 72%: Wary-4L

7.1 55% DH, 0% UH Lift Tests (Main Drive-Electric)

Measure acceleration time: 39151.
Max motor torque during acceleration: 422179 .
Meagure lift speed:
Speed Meter Reading: 1'79? 
Motor RPM: 
Steady state motor torque: A

1D, Perform Coasring stop?( see procedure under section 5.0, ?yer yaremwrab

 

Stop time: 
disrance?measured: .
Stop dismnee: (oer controls)
Max deceieration rate: .
'Black Box? photo taken? .
Perform Normal Stop (drive ramp down, service brake at ?zero speed?):
Stop time: m? 
3:0; distance: .
513:4 ceceiemtion rate: 3.4? E15 7'
?E-ece: i023 photo taken? El" SEE .
Max regenerative current during stop: ?5?9 [1151'

3D. Perform emergency Stop (emergency brake, service brake at ?zero speed?)

Ste; tiztie: . - sac,
Stop cisIance: 55? .
More deceleration rate: 7 9' ?411 '2
$1213}: on? photo taken? Er? ?253: 

4B. .3r31'f31'122 Service Stop (Service brake only, modulated)
520;; tine: 

Se} cisteizce: 125?"
Eve-e: rate: 55 

photo taken? tit 27f .

Quick Draw Express (SC-008) DC Drive Replacement, Ski Granby Ranch. CO 5: Dec 2016

Acceptance Test

 

Page 9
8.0 Empty all carriers
Unload all carriers. 
Record tension system pressure: (1W7 We?)
Record tension carriage position: 551W)

8.1

3.2

 

Repeat empty lift tests if changes made to brake settings

Any changes made?.lf no changes Sect and 8.2 do not need to be erfornted: .
(EM/mg 7? emit: res-772cc)" 618 were: arm/c; ?five(Main Drive-Electric)

 

Measure acceleration time: . 
Max motor torque during acceleration: 

Measure lit?t speed:
Speed Meter Readin g: 
Ivictor RPM 
Steady state motor torque: 

1E- Perform-i Normal Stop (drive ramp down, service brake at ?set speed?):

Stop tint-c: 
Stop dietance: 
2E. Pct-Sorry; Emergency Stop (drive disconnected, drive sheave brake, service brake at ?set speed?)
5203;} time: 
Sttr; 

3E. Perform Service Stop (drive service brake only set)

Stop time: 
Stop ?israme: 

4E. 'P?ct't?crzn Coasting ?service menu (drive disconnected, n0 brakes set)
8101:: time: 

5..
$12.12. 

5F, E-Only Stop activated?'om 'Serw'ce menu (drive disconnected, drive sheave brake only set)
Stop time: 
Sta; 

0% did. UH (Auxiliary Drive?Diesel)

 

Meearse acceleration time: 
Measure lit?: speed:
Sgr-eed i?z?I-ltor Reading: 
?esta. RPM: 

LABEL1. Perform Nonnal Stop (engine ramp down, service brake at ?zero speed?):

3:5} 
24.31 rate: 
?33::23 Eon? photo taken? A
Enact?; Perform Emergency Stop (engine kill, emergency brake, service brake at ?zero speed?)

11..- .. 4, . In.
rate: 
?Ejiee'x Bott? phato taken? 

Quick Draw Express DC Drive Replacement. Ski Granby Ranch. CO

Acceptance Test

9.0

9.1

Lift Safeties

Dc Drive Safeties I PLC Safeties

DC Drive Safeties

DC Drive Overcurrent Test: (change par 3009)
Tech Feedback Loss: (pull isolation relay)
DC Drive Field LOSS (change par. 4502 to 20%)

 

?ee 2015
Page 10

(3'23 93?: ?93? . (on DC drive display)
. (on DC drive display)
57% @1307. . (on DC drive display)

 

Morel" OverSpeed: 110% 
Ramp fault aecel time changed from 30 to 24 s)

Lim?'ii'ik

(on DC drive display)


(driving)
gregen)

Parameter ?2905' ?Toquax?:
Parameter ?Toquin':
1537:?? 3w?)
Pam: m~

Torque Limir Settings:

More: Over-current Setting:
Phase Loss [open breaker to phase loss relay)
Blower Fault (meter overload)
?Drive Fault? indicated on Lei?mer controls
ontaeror acknowledge in ABB
Arm?z? mama:
Br5Wy?- r7432
RSM: Module Safeties/Func-tions
(tested from service menufPLC. tests)
FROM. BRWE (meter encoder ABB Drive 5? Analog output-Speed RSM PLC):
Normal Test 
#155 57:30 El" 
25" 
#0 FAULT-DRIVE

 

 

 

are EM If air}: 4!th 
Fee'? Lary?e army?s ?291 at: WM)
#291. ?Mia?

 



PL-C-Moror Encoder Loss
PLC?N?lozor Accel Pauli

Pg: it: e! Feel: 

 

- 5% Overspeed 925' (8m 1 15% 
PLC-Sv?iozor 10% Overspeed ease (9w 3? MOTOR SPEED

PLC?Speed?Motor vs Rope Enc ?rm Egan El? vs 

 

 

Eadli wit-SEE 


Normal Test 
Encode:- Loss #391 953$ 3/ SPEED LOSS
PL C?I?iege Encoder Aceel Fault 5?2: 25' 
1:37: Encoder Decel Fault I 4?5 ?16? FAULT-ROPE
Encoder 1 15% Overspeed 4&2; 1 15% 
Encoder 1 10% Overspeed $517 ($69 El? 10% MOTOR 
?10336 Encoder Position Test a; V?w El? POSITION 

PLC-?peed Rope Ens vs Motor Bus 2 gar-rise; mm?; 8? ROPE VS 
ng- nape Edema-Rollback kW)" 3? 


Hun-i

gaffmz 39:? mm: a Wm;- mi 
ME: .3433 3.53}? ram vat/(r5 527w;- lzco Ff?o"!

 

 

 

 

Command from RSM ES Emervenc Sto Command from RSM

Quick Draw Express SC 003) DC Drive Replacement Ski Granby Ranch, co ?Dac 2016
Acceptance?? 331 Page 11

10.0 Perfmm Brake Torque Test

Follow existing brake torque test procedures

73W Fri?!? ems/7m Meme 55::ch 
Wag/m!? IBM-25 14:19 ?mma/ gm. fag?21.}
rm mur- Ih? 23% 

 

 

 

 

 

11.0 Load Test Completed

Appendix

COLORADO

Department of
Regulatory Agencies

 

DiViSlon of and Occupatlons

Business and Inspections Branch
Passenger Tramway Safety Board

December 14, 2016

Mr. James Wolter

Director of Mountain Operations
Ski Granby Ranch

P.O. Box 1110

Granby, CO 80446

RE: Annual Licensure Inspection

Dear Mr. Wolter:

Attached is the Annual Licensure Inspection report and invoice for your area.

In accordance with the Colorado Passenger Tramway Safety Board's rules and
regulations, a signed letter is required prior to the issuance of a license stating all
deficiencies in the Annual Licensure Inspection report have been remedied at the
time the letter is submitted.

Please address each deficiency individually. Letters which do not address each
deficiency individually will not be accepted by this office.

Recommendations to the area operator, comments and observations are not
classified as deficiencies. "Recommendations to the Board" will be discussed by the
Board at the next regular meeting.

Authorization to operate a passenger tramway in the State of Colorado will be by
receipt of a license. The Colorado Passenger Tramway Safety Board will not issue
verbal approval to operate.

Sincerely,

Nicki Cochrell
Program Manager

Attachments

1560 Broadway, Suite 1350, Denver, CO 80202 303894-7785 303.894.2310 

?If;



V'll. 1.90/1



"7 9.99?

I

ACCEPTANCE TEST AND ANNUAL LICENSING INSPECTION
GRANBY RANCH
DECEMBER 5 & 8, 2016

PREPARED FOR:
COLORADO PASSENGER TRAMWAY SAFETY BOARD
1560 BROADWAY, SUITE 1300
DENVER, COLORADO 80202

PREPARED BY:
BRUCE L. ALLEN, P.E.
HIGHLINE AUTOMATION
PO BOX 1368
SILVERTHORNE, CO 80498

 ANNUAL LICENSING INSPECTION
GRANBY RANCH

BRUCE L. ALLEN
December 5 & 8, 2016

December 12, 2016
Colorado Passenger Tramway Safety Board
1560 Broadway STE 1350
Denver, CO 80202-5146
RE:

ACCEPTANCE TEST AND ANNUAL LICENSING INSPECTION
GRANBY RANCH
DECEMBER 5 & 8, 2016

LIFTS: SC-008
Dear Board Members:
Enclosed is the Annual Licensing Inspection and Acceptance Test for a new DC motor drive on the Quick
Draw Express lift (SC-008) at Granby Ranch. This report is made pursuant to Sections 25-5-712 and
25-5-715 of the Colorado Revised Statutes (July 1, 2008).
The Acceptance Test was conducted on December 5, 2016, and the remainder of the Annual Licensing
Inspection was conducted on December 8, 2016. I was accompanied by Blaine Fau kner, and Andy
Birch of Granby Ranch. I gave a copy of the Preliminary Inspection Report to Blaine Faulkner on
December 8, 2016.
The tramways referenced in the attached report have been inspected according to established
procedures. Except for the deficiencies noted in the report, I did not observe any unreasonable safety
hazards, nor any violations of the statute of the May 15, 2016 edition of the Rules and Regulations of the
Colorado Passenger Tramway Safety Board.

Sincerely,
Bruce Allen, P.E.
Tramway Inspector
HIGHLINE AUTOMATION

December 12, 2016

2

 ANNUAL LICENSING INSPECTION
GRANBY RANCH

BRUCE L. ALLEN
December 5 & 8, 2016

SC-008 ( QUICK DRAW EXPRESS )............................................................................................. 4
GENERAL COMMENTS ................................................................................................................. 4
CPTSB FORM 25-06

3

 ANNUAL LICENSING INSPECTION
GRANBY RANCH

BRUCE L. ALLEN
December 5 & 8, 2016

SC-008 ( QUICK DRAW EXPRESS )
A.
Bottom Terminal
Comment – During the inspection, a flat tire caused a chair to stall which resulted in a chair
collision while running on the evacuation power unit (anti-collision not active). This lift still has
many of the original tires which are severely weathered, and should be replaced as soon as
possible.
B.
Line
No deficiencies observed by Inspector.
C.
Top Terminal
Comment – The new motor drive’s proof of torque circuit is not able to maintain static torque or
forward motion on a start with a loaded lift due to the proprietary nature of the existing control
system and brake control module. A very slight rol back does occur on all loaded lift starts, and
should be rectified when the new control system is installed in 2017.
D.
Record Keeping
1)
3.2.12 – Software Security.
Develop a Software Security procedure for protection of the motor drive parameters and the new
PLC interface logic. The procedure should address all the items required by the CPTSB Rules
and Regulations May 15, 2016 edition for 3.2.12, to protect against unauthorized changes as well
as a systematic approach to revision control and testing.
2)
21.3.10 – Submittal of As-Built drawings and additional documents.
Complete the As-Built drawings for the new motor drive and associated PLC interface and relay
logic, and submit a copy to the CPTSB.
E.
General Deficiencies
3)
Complete all items on CPTSB Form 25-06 prior to opening to the public.
GENERAL COMMENTS
The previous inspection report has been reviewed. This inspection verifies that all previous deficiencies
have been corrected.

4

 CPTSB ITEMS TO BE
COMPLETED PRIOR TO OPENING
During the licensing annual inspection, all of the following items may or may not be in place for the Inspector to
observe. For winter operation, it is understood that with early season snow conditions, snow may be
nonexistent and that you remove many of these items because of vandalism, construction etc., when the lift is
not being operated for public operation.

IT IS THE RESPONSIBILITY OF THE OPERATOR TO HAVE ALL OF THESE ITEMS IN PLACE
PRIOR TO OPERATION OF THE LIFT FOR PUBLIC USE.
X.1.1.5.1

Vertical clearances. Install appropriate barriers where there is inadequate
clearance under the lift line.

X.1.1.5.1

Vertical clearances. Remove temporary closure barriers that do not have adequate
clearance under the lift.

X.1.1.9

Loading and unloading areas. Properly prepare the surface at loading and
unloading areas.

X.1.2.6

Brakes and rollback devices. Torque test all brakes according to the approved
torque test procedures.

X.1.2.10.2

Counterweights. Install appropriate fencing around counterweights to prevent
unauthorized persons from coming in contact with or passing under
counterweight.

X.1.5

Provisions for operating personnel. Supply operating instructions and emergency
procedures in all operators and attendants stations.

X.2.3.2

Stop Gates. Where appropriate, properly install all removable stop gate wands or ropes.

Annex F.7

Provisions for operating personnel. Provide properly certified fire extinguishers
that are correctly hung in all operator and attendants stations and in the
machine room.

X.2.13.4

Emergency lighting. For those lifts that operate at night, verify that the emergency
lighting is properly installed and is functional.

X.3.1.2

Signs. Post all required signs at loading and unloading areas.

X.3.2.1.5

First aid. Provide all required first aid equipment, personnel, and supplies prior to public
operation.

X.3.2.4.1

Control of passengers. Install appropriate fencing and gates at the loading area for the
marshaling of passengers.

X.3.3

General (Maintenance). Complete all tramway maintenance that is defined on the
maintenance schedule as required prior to public operations.

If these items are not completed upon opening to public operation, they may be considered a
PREVIOUS DEFICIENCY during the Unannounced Inspection.
g:\business and technical\tramway\forms\prior to operation form-06

CPTSB FORM 25-06

 Load Test Procedure
for

Detachable Grip Chairlift
(rev 2)
Quick Draw Express Detachable Chair
Ski Granby Ranch, CO
co sc-ooe
Date: 5 1962', 75%

1.0 Introduction

The Quick Draw Express detachable quad Chairlift, manufactured by Leitner. was installed in
1999 (area known as So] Vista at the time). The original Control Techniques DC drive has been
replaced:

New ABE DES-800 DC. drive

Reuse existing DC motor

No changes to existing Leitner low voltage controls.
New ?Ramp and Speed Monitor? (Electramics)

The acceptance test is intended to con?rm the proper ?Jnction of the new DC drive and its
interface with the existing low voltage controls. The test will also test the function of the
independent ?Ramp and Speed Monitor? that monitors overspeed, rollback, acceleration
and deceleration.

Quick Draw Express DC Drive Replacement. Ski Granny Ranch. CO

Acceptance Test

2.0 Lift Specifications
Lift Type

Slope Length

Vertical Rise

Number ofC'arriers (design)
Number of Carriers (actual)
Carrier Spacing (design)
Carrier spacing (actual)

Li? speed

Capacity?Uphill (design)
Capacity-Downhill (design)
Capacity (actual)

Carrier type

Carrier weight

Drive Location

Drive bullwheel size

Main drive

Standby drive

Even?: drive

Tension location
Tensioning force
Tension type

Return bullwheel size
Line gauge

Haul rope

Gearbox

Main Drive input

3.0 Personnel Attending

4 Passenger Detachable Grip

Chairlift
1310

256

67

M.

44.3
133.9:

5.6



900


Leitner SIM-99
2 i 5

Top

4.20

500 HP DC

 

Cummins l4?P475
Cummins 35.9-P152
Bottom

Hydraulic Cylinders
4.20

5.30

40 mm 6x25 RLL PC
Leitner 

Direct to gearbox

?Dec 2015
Page 2

111


(8.00 sec interval}

at sec interval]

misec (H09 Ff?th)
passengers/hour 
passengers?iour
passengersi'hour

with Leitner 8A4 grip

kg

:11
I750 731A DC

ABE DCSSOO

with Rockford torque converter
with Rockford torque converter



(55.5 bar. 805 psi]



in

(nom strength 830 MM)
i=59.81

 

 

 

 

 

 

Name Company i? Organization
3mm Aim, 
x/e?er [gauge-mm ??ygwm Eudxummf
5P Maegan Ea swarms"
Educ; 9.56;? ?egw?wm;
. Rowe {Maniac ??ma?r are;

 

32-36%?

?azgr- Zorn-raw

 

J/ta? [47' Law-? whit)

dimer? ?rs-red

 

 

 

 

 

 

Quick Draw Express {80008} DC Replacement. Ski Grant-y Ranch, CO '5 Dec 2016
Acceptance Test Page 3

4.0 Initial Checks

 

 

Perform visual review of entire line. l3";
Con firm top and bottom communications is ?mctional Ell/
Hounneter at start of testing: 9051'? ft
4.1 Remote terminal Operator switchesleontrols
on?nn function of remote tenninalvsianals to drive station


Medium (return) El/
Slow (return) El?
Stop (Ch EV  9Al (PNOZ 
Step [Cu {return} 
(Ch. a; {return} El" 33m (PNOZ in)
F. Stop (Ch 21 (return El"
Signal (return) I3
Phone return) 

El?

CI

4.2 Local terminal operator switcheslcontrols
function of local operator controls

Fast DLS El"
Fast cow El?
Medium DLS '3 .
Meoittnt so; 
saw, DLS 
Slow CON 
Slow OPS I3
Stop DLS El/
Stop CON IE
Stop OPS Di 
Stop .3 TN El
Stop Cords .STN l3 Etnormai stop:
Stop DLS l3"
Stop DPS Dr
Step cos 13"?
Stop STN 8/
Start DLS 
Start con Ei/
Fauil Reset DLS Elf
Fault Reset CON Er
Backward CON 
Signal E-l/
Phone 
El


hill Loader Station-top
CON?Operator Console?Lop operator house
STN=Drivc Station {motor platform}

Quick Draw Express DC Dri'u'e Hepfacement. Ski Granby Ranch. CO 35:33:: 2016
Acceptance Tost Page 4

4.3

4.4

DC Drive Leitner Controls

CATICIN 
Main Mforor Conlaotow?xux contact?f when closed 3/ 0600)
Main Motor Conlaoior?Aux contact?(J when open 0600)
Drive Fault-I when nofmdz (X64, 0501 
Drive Fault-{J u-nmumm El? (X64, 050])
Proof of Torque?I when above 39! level (X741, 0700)
Proof ofTorquo?U when below so! {we} (xv?0, 0mm
Run 114m: Homing 1. 1]
Run (staru'stom-? when slapped in?ame oj'srop command)? 1)
Reverse?z" 'nroenjonmrd (316-15. [16 3}
Medium EV X646, 061?1}
F331 [335- I 7. 0615}
Torque Test G?Wia Modbus}

Ramp and Speed Monitor (RSM) Leitner Controls


hormal Stopqr when dosed (IQAI, DLS Stop4Drivo Fault)
Nonnal Stop-U when open DLS Stop+Drive Fault)

Stop-1' who}: no STN Stop-rDrivc Fault)
Emorgency Slop?0 H?hwrfam?! STN Stop+Drive Fault}

Quick Draw Express (36- 4103} DC Drive Replacement. Ski Granby Ranch CO 5? Dee 2015
Acceptance Test Page 5

5.0

0% UH, 0% DH (Main Drive-Electric)
Record tension carriage position: .
Record tension system pressure: ?0 g1 g? .

Main Drive-Electric:

Measure acceleration time: 2 
Max motor torque during acceleration: 6' 
Measure lift :1 eed:
in Lit-L: 19sec 25:7 til(2113111 571-11,?
Speed Merci Reading: 5% Zeqz??z/ Hit." fr/?w 
Motor RPM: {523' ?a
Steady state motor torque: r- 55-7-1

Steady state an more voltage: ?y 11L

P-l E. Perform Coasting stop?(Use service brake test mode. bypass DA supervision
main drive?. DA 92.} ?Deccleration supervision service brake. hold service brake off?dttring stop with
button insio?e control panel)

Stop time; 775
Stop distance?measured: 
Stop distance: /7j' [petfeontrolsl 62 A {Elia-ea: MW)

 

Measured distance matches displayed dtstauce 9?
kiss deceleration rate:



 

':'3iecit fiox? pnoto taken? #74? 

erfonn Normal Stop (drive ramp down service brake at zero speed i:
o_ . 
Stoe distance: .171 
max oecetemtion rate: 353'. if 1
'5'4?1'2111 Ems pnoto taken? 13" 
we?: regenerative current during stop: 71" .

P-Sti. Perform Emergency Stop {emergency brake. serviegbrake at 'zero speed?}

Stop time: .

Ste; eiszeoce: 15,5?- 

Putts oece:eration rate: 3.93 

Jessi-.211? photo taken? Ct .
Elks-5.. 1 e- to .n Senice Stop [Service brake- oniy, modulated}

5.11.1 -.-. . 2'5 

5.0.3 eistence: {35? 

has rate: - 3 
.i?lttes Etux? "photo El #71 ..

Quick Draw Express DC Drive Replacement, Ski Granby Ranch. CO Dec 2016
Acceptance Test Page a

5.0

6.1

6.2

Load Lift to 100% 1.1 Design Load (for110% UH I 0% DH load test)
Design load for testing:
{1.5 {Number o?r?Chairs'} ii lbepass Total test weight

(1.5 {til-ii] 4 at LI
*2 chairs in terminal on each end. 63 chairs on line

23.562 lh

Chairs to load (for 110% test load):

{05 ot?C?ltairsl Chairs left empty Chairs with test load

HIS 03] 4.5 3T Load 2? chairs
Total tesr weight Chairs with test load load per chair

23,562 . 2? 8?33 lb per chair

weight for 30% lead: 373 i? 4 2 l3 position

Load. test reaterial: {$418- 1291 (WIMP {a $944? (W (0?57?
Mum? FELL no game ?ance Av #445? Her
(mm: :2 Jar Ameli-E)

Load carriers from Chair 1 to Chair 27 
Record tensors sys:e;n pressure 33f (2&ch Hum)
Record tension carriage position: i a? [?57

 

Cheek static holding of brakes
(Note any adjustments performed)

Service brake: El"
Emergency brake: or"
Rollback brake: 
Check dynamic rollback of brakes
Open sewice brake. Slowly open emergency brake and let lift roll back.
?scene: Roilbaca switch sets Rollback Brake, activates E-St0p: 
ELC Rollback activates E-Stop: 

Bypass Lcirner rollback switch, RSM FLC Rollback. Set emergency brake. Open

service erase. Slowly open emergency brake and let lill rollback to approximately 113 of

design see-ed. Set emergency brake: 

stopping performance: MM ki- All?3'1; (1/7 #31553 grgxue??g

(ide- Ff/hm/ ween ?5 mag-e Irv/?ea may 

Se. sari-nee brake. Open emergency brake. Slowly open service brake and let li? roll

bid-Ca?. .a 1/3 of design Set service brake: - . 

era-ire stopping pet-Fonnance: MW 5mg {Ifr?z?l?y?p
(Edge-warm! Ar mino- {eioe Ma 1m) 9w; 

ATM Mayan-P.

 

Quick Draw Express DC Drive Replacement. Ski Granhy Ranch. CO i Dee 2016

 

 

 

 

Acceptance Test Page i'
6.3 110% UH, 0% DH Lift Tests (Main Drive?Electric)
Measure acceleration lime: '39 5711
Mair. motor torque during aceelemlion: 155'}; .
Measure speed:
Speed Meter Reading: ??35 
Motor RPM: 1521-? if?
Sleady scale motor torque: 50%
1F. Perform Coasting slop {see procedure under section 5.0. F-l E)
Slop Lime: 6. 3? .SEC
Siep disrenec- measured:
Srep distance: 25 5n oer controls]
Max rate: 2 the. 
?Biack Box? photo taken? l3? #1971 -
2F. Fe. from: Normal Stop [dr we ramp down service brake 31"21310 speed 
5:33 
chin-Ci}: 
as rate: '3 ft} 1
'-5.-Iscii box? pholo raken?? #ff? .
regenerdlix-?e currem during. slop: W12 .
3F. z-Jl'o "it. Stop (emergency brake, service brake 2-11 ?zcre speed")
Ste .3 limeion rate: 3
?:':31:1ek 3.3x photo taker-IiJ [11/ 1315?. 1
:il'i. Service Slop [Service brake only. modulate?? 4
x03; lint-c: . 
Le". 691' )9 K's-5 
ez'alirm rare: 4- 1

6.4

.312, e% DH Lift Tests (Auxiliary Brig-Diesel)

.. . :cleration lime:

 

Measureif see-ed:
39:51.. Reading: 3 
Engine ?19545: {4?53 12:15.9
-.. :orm Normal Stop {engine ramp down semi/$2 brake at 'zero speed?):

5'2 ZE- -
:?eie: . {-7117 1.
315133;; photo taken? Br 4 f? .
?Lorri. Emcr?gency Stop [engine kill. .emergenrg?; brake service brake at? zero speed rate; 4. if 
- - or? 3m: 

3:13.- 3.1.x. geoio mire-n?

 

QUEER Draw DC Drive Replacement. Ski Grant) Ranch [30 
Acceptance Test 32 DEC 2015

Page 8

T.0 Load Lift to 50% 1.1 Design Load (for 55% DH, 0% UH load test)

Empty even numbered carriers l'rem Chair 1 to Chair l3?

Notes: AVJILIW gill-3 (4'83 72, {May 1, 
575% in! .5262; em; A?r 3%!!me

7.1 IDH, 0% UH Lift Tests (Main Drive-Electric)

Measure acceleration time: 3013?.
Max meter torque during acceleration: 421'29 .
Measure iift speed:
Speed Meter Reading: if?? 
Meter RPM: 1'5 
Steady state meter tet?que: 2? f4- .

ll}. Pertinrtr: Coasting step-I: see prueedure under section 5.0- P-l E) ?'ng ymW'i?
Etna:
3.01:2 distance-measured:
323p eiganee:
.2 221:; rate:
?Black Box? photo taken? 

{per 

NIH

Pct-tern". Normal Step {drive ramp dawn, service brake at 'zero speed'}:

Stop 3.12:: 4- 1532:.
?Va?e 
.2222 heceieratien rate: 1
?i $21.25 petite tatten?? ..
T212252 regenerative current during step: m:
30. 9:11:31 :n?let?gency Step (emergency brake. service brake at ?zero speed')
5 11:33:: 5-59 
i-sa?a d?f? .
1.5.5 uceeleratien rate: 7?55 2
?2329 pheto taken? .
in} ien?ice Step [Service brake enty, modttlatem
4.222;: 7M-m
2 ?2 
.i tie rate: 5'1 .41

?22.32 5.4x" grim-3 tartan? #Z7f -

Quick Draw Express (SC-0081 DC Drive Replacement, Ski Granby Ranch. CO 5: Dee 2016

 

Acceptance Test Page 9
8.0 Empty all carriers .,

Unload ail carriers. 

Record tension system pressure: 1' ?fa?m}

Record tension carriage position: E?s-em)

8.1

 

Reoeat empty lift tests if changes made to brake settings

Any changes n1ade?.?.lr" no changes Sect and 8.2 do not need to he performed: a; 4 
Til/6? 73 Emir: fe??Mj' ?12 Pie-e Sew-mart} ?"1215" 

 

0% 9% DH (Main Drive-Electric)

 

Measure acceleration time: 
Man ETIOLOT torque during acceleration: 
Measure lit?t speed:
Speed ivieter Reading: .
Nicene RPM: .
steaoy state motor :orque: 

1E. Pertorm Normal Stop (drive ramp down, service brake at ?set speed?}:
Stop time: 
S-.op distance: A

2K, Feifarrs. ntergency Stop {drive disconnected. drive sheave brake: service brake at ?set Speed?}
31.51:; doze: 
Sto; ism?ice: 
3E. Perform Service Step (drive disconnected. service brake onlyr set1151112? I 



4E. .3crr": r1? Coasting stopuecn'i'orm?fi?om ?service memr (drive disconnected, no brakes set]
sictc: 


L-sa- cur

- 

5F: Dex-Fens) E?Dnlv Stop service menu drive disconnected, drive sheave brake only set}
?to tinte: 

Sin. 'ssrce: 

D?i-s eh: sea Evil-ii (Auxiliary Drive-Diesel)

 

steeieration time: 
iiai. speed:
rter Reading: 
ingot:- RPM: -
Tie-storm Normal Stop (engine ramp down, service brake at ?zero speed"):
assoc-c: 
a; tau-ration rate: 
3334' photo taken? "r

-. ?orm emergency Stop {engine kill, {Emergency brake, service brake at *zero speed?}

. s?r-srlon rate:
in?! photo taken? l3


1 I- 



Quick Draw Exareas

Acceptance Test
9.0 Lift Safetiee
9.1 DC Drive Safeties I PLC Safeties

DC Drive Saibties

DC Gmercurrem Test: I2h2n_22 pal-301:9}

Motor T'aeh Feedback Less: (pull isolmion relay}

DC Drive Fictd 1.022(21222222 put-150310 20%;

M0221: 1 [0?22 75?! 4mm

Ramp fauit time changed from 30 to 24 s)

gimit Settings:

More: Setting:
Phase 3.05:: {Open breaker to phase less relay)

DC Drive Replacement. Ski Grant-IIr Ranch. CO

5:322 2016
Page 10

H.913: fa?; (on DC drive disPJay)

.(On DC drive diaplay)
51-1 .2 e. 3?23; drive display}
.{On DC drive display)

?f



Palameter ?TOquax?: (driving)

 

Parameter 2?436- ?Toquin: - ?f2 [regent
155'? I52 (Km 
PM ML:

 

Bill)? Faun {meter overload}

?Drive Fault' indicated on Leitncr controls

Conteler in ABB

172322936119; QWQ
(57472

R311: 9.227 Moduie 321222252222222

(IeSIed service menuI'PLC tests)

FRESH-1 Immur encoder I ABB Drive Analog output-Speed 2* REM 

Normal Tee: 

5% NSJTACH 

 

 

11-? Jame-315.2?
25223-152: $222251; 
mania?

 



PL-C-TVIOEO: Encoder Loss

 

 

 

Mule? 4.31:3] limit -232" if FAULT-DRIVE
FL- 2221- 2- .il 4'0 
2, .2.. - .5 an} Que.2peed 93:25" 
.2122 232-222-2222 3?29 255:2 NS- 110% MOTOR SPEED

??rm mu Ei? NS SPEED MOTOR vs ROPE

PLC?SnccO?Motor vs Rope Em:
+?33.22- RAMP 

13.11.11: 

.. . -.. 
. 

Normal Test 

 

EL- - Loss Hm 3/ NS- ROPE SPEED LOSS
2.22:4 F221: 21? ES- DECEL 
L. [12221 F2211 PADDY-ROPE

PLC ?22:32: Honda 452-5 ET l5% 

.222- - i .2112 022222221 $512 f?fgi N5: 111% MOTOR 
131.2 2: - 1? .eOOer PGSiliOn Test my 3 ROPE POSITION LOSS
11-. Line In; Enc 2 EFM 13? NS- SPEE ROPE VS MOTOR
It. - '22 re- Mature-1:21:11 heels. Er?" awe?j 13?" ES 

5112:3222 WM or (?mix ,2 1'42 rm;
#1221}: 3E6: 352:? Jim 22mg My: new; 1222 free

 

 

Command from RSM- ES 2 Emerge-HOV Slop ommand From RSM

Quick Draw Express DC Drive Replacement. Ski Granhy Ranch, CO {Dec 2016
Acceptance Tam Page 11

10.0 Pea-farm Brake Torque Test

Folinw sxisting brake torque test procedures

?at am Hui Firms Emma m:
544:5 AMP airway An. ?:19


 

 

 

 

 

11.0 Lead Test ComPleted

12/14/2016 Statecous Executive Branch Mail (no subject)

STATE OF
COLORADO

 

Cosme" mom Nicki?

 

(no subject)
1 message

Blaine Faulkner
To: "Cochrell - lo I
Cc: Jamie Wolter

 
  
  

Wed, Dec 14, 2016 at 11:49 AM

This is my response letter for the ALI de?ciency list on SC-008(Quick Draw Express). Thank you.

 

Blaine Faulkner

Lift Maintance Supervisor
Granby Ranch, CO 80446
970.887.5154

let's connect!
facebook web instagram  twitter

Do Something Amazing for Your Family!

HOMES 0 SKI 0 GOLF - BIKE - FISH


LEI
23K

GRILL

1/1

ACCEPTANCE TEST AND ANNUAL LICENSING INSPECTION
GRANBY RANCH
DECEMBER 5 & 8, 2016

PREPARED FOR:
COLORADO PASSENGER TRAMWAY SAFETY BOARD
1560 BROADWAY, SUITE 1300
DENVER, COLORADO 80202

PREPARED BY:
BRUCE L. ALLEN, P.E.
HIGHLINE AUTOMATION
PO BOX 1368
SILVERTHORNE, CO 80498

 ANNUAL LICENSING INSPECTION
GRANBY RANCH

BRUCE L. ALLEN
December 5 & 8, 2016

December 12, 2016
Colorado Passenger Tramway Safety Board
1560 Broadway STE 1350
Denver, CO 80202-5146
RE:

ACCEPTANCE TEST AND ANNUAL LICENSING INSPECTION
GRANBY RANCH
DECEMBER 5 & 8, 2016

LIFTS: SC-008
Dear Board Members:
Enclosed is the Annual Licensing Inspection and Acceptance Test for a new DC motor drive on the
Quick Draw Express lift (SC-008) at Granby Ranch. This report is made pursuant to Sections 25-5-712
and 25-5-715 of the Colorado Revised Statutes (July 1, 2008).
The Acceptance Test was conducted on December 5, 2016, and the remainder of the Annual
Licensing Inspection was conducted on December 8, 2016. I was accompanied by Blaine Faulkner,
and Andy Birch of Granby Ranch. I gave a copy of the Preliminary Inspection Report to Blaine
Faulkner on December 8, 2016.
The tramways referenced in the attached report have been inspected according to established
procedures. Except for the deficiencies noted in the report, I did not observe any unreasonable safety
hazards, nor any violations of the statute of the May 15, 2016 edition of the Rules and Regulations of
the Colorado Passenger Tramway Safety Board.

Sincerely,
Bruce Allen, P.E.
Tramway Inspector
HIGHLINE AUTOMATION

2

 ANNUAL LICENSING INSPECTION
GRANBY RANCH
SC-008 ( QUICK DRAW EXPRESS )
GENERAL COMMENTS
CPTSB FORM 25-06

BRUCE L. ALLEN
December 5 & 8, 2016
4
4

3

 ANNUAL LICENSING INSPECTION
GRANBY RANCH

BRUCE L. ALLEN
December 5 & 8, 2016

SC-008 ( QUICK DRAW EXPRESS )
A.
Bottom Terminal
Comment – During the inspection, a flat tire caused a chair to stall which resulted in a chair
collision while running on the evacuation power unit (anti-collision not active). This lift still has
many of the original tires which are severely weathered, and should be replaced as soon as
possible.Problem tire replaced with new and replacing other worn tires soon as possible.
B.
Line
No deficiencies observed by Inspector.
C.
Top Terminal
Comment – The new motor drive’s proof of torque circuit is not able to maintain static torque or
forward motion on a start with a loaded lift due to the proprietary nature of the existing control
system and brake control module. A very slight rollback does occur on all loaded lift starts, and
should be rectified when the new control system is installed in 2017. Engineer planning new
controls is aware of this issue and will have it rectified with new system installation.
D.
Record Keeping
1)
3.2.12 – Software Security.
Develop a Software Security procedure for protection of the motor drive parameters and the new
PLC interface logic. The procedure should address all the items required by the CPTSB Rules
and Regulations May 15, 2016 edition for 3.2.12, to protect against unauthorized changes as well
as a systematic approach to revision control and testing. Deficiency corrected refer to WO#12145
2)
21.3.10 – Submittal of As-Built drawings and additional documents.
Complete the As-Built drawings for the new motor drive and associated PLC interface and relay
logic, and submit a copy to the CPTSB. Deficiancy corrected refer to WO# 1214-6
E.
General Deficiencies
3)
Complete all items on CPTSB Form 25-06 prior to opening to the public.Will complete all
items prior to opening.Refer to WO#1206-6
GENERAL COMMENTS
The previous inspection report has been reviewed. This inspection verifies that all previous deficiencies
have been corrected.

4

 Appendix

ANSI-2011 B77.1
3.1.2.6 Brakes and rollback devices
The aerial lift shall have the following friction-type brakes and other devices as specified in table 3-3:
- service brake (see 3.1.2.6.1);
- bullwheel 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:
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.

 Appendix

Date: 29f12f2016, Record N12: 37, Page:1

BlackBOX-Reports of 29/12/2016 

Record Nr.: 37, Registrated 011 RUN at 09:27:52

Dynamic Values for Motor and Brake
A 

  
 

-15 {10 -5--2 -1

Date: RecordNr.: 38, Page: 1

BlaekBox?Reports of 29/12/2016

Record Nr.: 38, Registrated 011 STOP at 09:30:28

Messages:

09:30:28,40 DA 9129 *Stop eh. ?i from return
09:30:28,40 DA 91.30 *Stop ch. 2 from return
09:30:28,40 DA 95.14 *Tower circuit 1

09:30:28,40 RA 95.20 5 FAULT

09:30:35,90 RA 91.06 *Cheekback direction signal parity

Dynamic Values for Motor and Brake

Date: 291922016, Record Nr.: 39, Page: 1

BlackBOX-Reports of 29/12/2016
RecordNr.: 39, Registrated on RUN at 09:39:33

Messages:

09:39:36,29 1 DA 91.29 *Step ch. 1 from return
09:39:36,29 DA 91.30 *Stop ch. 2 from return
09:39:36,29 RA 93.07 89

Dynamic Values for Motor and Brake

A "Hm-'1o .5 2092.515600.0

Date: 291132016, RecordNr.: 40, Page: 1

BlackBox?Reports of 29/12/2016
ReoordNr.: 40, Registrated 011 STOP at 09:39:36

MosSages?:

before 09:39:21 ,40 DA 91.29 *Stop ch. 1 from return
before 09:39:21,40 DA 91.30 *Stop ch. 2 from return
09:39:36,40 DA 91.29 *Stop ch. 1 from return
09:39:36,40 DA 91.30 *Stop ch. 2 from return
09:39:36,40 RA 93.07 89

Dynamic Values for Motor and Brake

. -A 

20 25': 30 35 40

-5oo.0 - -.

 

Date: 29!12f2016, Record Nr.:41, Page:1

BlackBox?Repor?ts of 29/ 12/2016

Record Nr.:41, Registrated on RUN at 09:40:56

Dynamic Values for Motor and Brake

W5 A 

 

Date: 29f12f2016, Record Nr.: 42, Page: 1

BlackBox-Reports of 29/12/2016
Record Nr.: 42, Registrated on PERIODIC CALL at 10:11:31

Dynamic Values for Motor and Brake

Date: 2911212016, RecordNr.: 43, Page: 1

BlackBOX?Reports of 29/12/2016

Record NL: 43,

Messages:

10:23:20,90 
10:23:20,90 
10:23:20,90 
10:23:20,90 
10:23:21,90:

Registrated on STOP. at 10:23 :20

DA 90.20 **N-Stop Return
DA 91.29 *Stop ch. 1 from return
DA 91.30 *Stop ch. 2 from return

RA 90.22 **N-St0p loading area

DA 90.19 *N-Stop relay

Dynamic Values for Motor and Brake

 

Date: 291?123?2016, Record NL: 44, Page: 1

BlackBox?Reports of 29/12/2016

Record Nr.: 44, Registrated on RUN at 10:28:23

Dynamic Values for Motor and Brake

Is A 





 

Date: 29I'12f2016, Record Na: 45, Page: I

BlackBox-Reports of 29/12/2016

Record Nr.:45, Regi'strated on STOP at 10:35:22

Messages:
10:35:22,59 DA 90.23 ??N-Stop downloading area

Dynamic Values for Motor and Brake

A 

 

2O

25?? 30

Date: 2910212016, RecordNr.: 46, Page: 1

BlackBox?Reports of 29/12/2016

Record Nr.: 46, Registrated on RUN at 11:05:05

Messages:
11:05:32,59 DA 90.24 ?bl-Stop operator consol

Dynamic Values for Motor and Brake

A 
I

5.0

  
 

45 -1o 20 25?: so 35 49

 

 



Date: 29f12l2016, Record Nr.: 47, Page: 1

BlackBox-Reports of 29/12/2016
RecordNr.: 47, Registrated on STOP at 11:05:32

Messages:
11:05:32,90 1 DA 90.24 **N?Stop operator consol

Dynamic Values for Motor and Brake

A 

 

Appendix

LS it?

was thc; lar?

12/30/16

8:10am

My name is Jordan Schwartz. i am a first year patroiler at Granby Ranch with over 25 years of skiing and
chair lift riding experience.

an 12,129,!16, i was leaded the Quicitdraw Express at Granby Ranch, chair 57. My chair censisted pf

. rnyseii', and 3 chiidren, about 12. years did and between QO?lz? each. The foliewing events

are my experiences with regard to the chair stopping and the passengers from chair 58. -

Foiie sing a brief steppage when my chair was between tpwers add, the lift began to acceierate again
which was the beginning an up and down metien of the chair and cabie through ieaded side at the line.
This continued through tower the span of towers 4&5, and the lift came to a stop as my chair was
approximateiy 100ft prior to tower 6. Several seconds prior to the stop, there was a rum bie through the
line which was followed by the ?thunk? of chair 53 hitting tower 5.

 
 

  

Shortly pri 5, i had reached my arm over the back side of the chair to hold on as this
est yerticai motiol had ever felt in a iift? Following grabbing on, and telling the 3
chiidren riding with me to held an, itelt the rumbie and proceeded to look backwards as the 3
passengers were failing from chair 58 and the new empty chair swaying side to side.

 

i wauid iike it to be noted that the mother was visibiy hoiding one of the children in what appeared to
be an attempt to protect the chiid from the impact of landing -

- immediately i cailed dispatch to report the incident and cali for help.

 

 

Jordan D. Schwartz

Ski Patroller

Granby Ranch, CO
970-387-5125 Qf?ce
970-710?02zi2 - Ceil

Load Percent: 98+ 


Lift Supervisor stated on her way up that morning {approximately 0900), lift was stopped for 8 minutes
a! for Fu71 fault; 0943 lift stopped more abruptly than usual and noted a Tower 5 fault. Lift restarted 10
minutes later on slow, then sped up to medium. Called last chair at 1015.

 

I .. tops and starts bouncing, swinging back and forward then steadied.
After that heard a cable and screaming

Chair 57 (ski patroller) quick stop then start; after Tower3 experienced a big vertical sway and
bouncing; after Tower 4 noticed increase in vertical movement then vibration and heard ?thunk?; turned
around and saw the victims had fallen and radioed to ski patrol

?@Chair 58 (victim?s chair) experienced swinging side to side, struck the tower and ejected

Cha159 experienced a stop, swinging front to back bouncing, then swinging side to side; ust missed
triking Tower4 stopped swinging after going through rollers but noticed that Chair 58 started
swinging when they stopped



  

 

 

Chair 60? stop and start then severe side to side on Dincline; equipment hit Tower 4, noticed swinging
had transferred 2 chairs ahead and observed Chair 58 strike Tower 5



Chair 61 - stopped then started a coupieof times; observed Chair 58 start swinging side to side, which
got worse and then hit the tower 

Chair 62, 63, or 64 (exact number unknown) iots of starting and stopping, their chair and others In
Zip front were swinging violently side to side wwg"





?Wum?nr 

Lift operator at bottom had no notable events but looked up when he heard yelling and noticed chairs
were swinging more than normal

gm ?253% {9 Vi 

cw Race so my

123130! 16

8:10am

My name is Jordan Schwartz. i am a first year patroller at Granby Ranch with over 25 years of skiing and
chair lift riding experience.

Qn i was loaded onto the Quitkdraw Express at Granby Ranch, chair My chair consisted of
. myseif, 22?lbs, and 3 children, ail about 12 years old and between 90-120 each. The following events
are my experiences with regard to the chair stopping and the passengers falling from chair 58.

a brief stoppage when 

which was?the beginning an up and down motion of the chair and cable through loaded side of the line.
This continued through tower the span of towers 4&5, and the lift came to a stop as my chair was
approximately iOUft prior to tower 6. Several seconds prior to the stop, there was a rumble through the
line which was followed by the ?thunk? of chair 58 hitting tower 5.

?3 at:

Shortly pm; _o 5, i had reached over the back side of the chair to hold on as this
was larest vertical motion l? 3 lift Following grabbing on, and telling the 3
children riding with me to hoid on, lfeit the proceeded to look backwards as the 3
passengers were falling from their 58 and the new empty chair swaying side to side.

 
 

 
    
 

i would like it to be noted that the mother was visibly holding one of the children in what appeared to
be an attempt to protect the child from the impact of landing. -

 

- immediately i called dispatch to report the incident and call for heip.

  

 

 



 
 

Jordan D. Schwartz

Ski Patroller
.L f: 5"

Granby Ranch, C0
Office
970-710-0242 - Cell

Load Percent: 98+ 
Ui?xo?l

Lift Supervisor stated on her way up that morning (approximately 0900), lift was stopped for 8 minutes
for F-71 fault; 0943 lift stopped more abruptly than usual and noted a Tower 5 fault. Lift restarted 10
minutes later on slow, then sped up to medium. Called last chair at 1015.

Fy' ?x 9

and starts, bouncing, swinging back and forward, then steadied.
After that heard a cable poppI

and screaming

 
  
 
 

Chair 57 - (ski patroller) quick stop then start; after Tower 3 experienced a big vertical sway and
bouncing; after Tower4 noticed increase in vertical movement then vibration and heard ?thunk?; turned
around and saw the victims had fallen and radioed to ski patrol

?f?Chair 58 (victim?s chair) experienced swinging side to side, struck the tower and ejected

Chair 59 ?experienced a stop, swinging front to back, bouncing, then swinging side to side; just missed
trIkzng Tower4 stopped swinging after going through rollers, but noticed that Chair 58 started

 
 

swinging when they stopped

 

 



Chair 60 stop and start then severe side to side on!- l?inclinehequipment hit Tower 4, noticed swinging
had transferred 2 chairs ahead and observed Chair 58'IStrike Tower 5

Chan 51 then started a (30%?le times, observed Chair 58 start swinging side to side which
got worse and then hit the tbwer 

Chair 62, 63, or 64 - (exact number unknown) lots of starting and stopping, their chair and others In
,1
(I front were swinging violently side to side 


Chair 63 or 64 (exact number unkno?Wn) did not experience stop/start -LN






Mama-0m?


?Wmme Hm I, 

Lift operator at bottom had no notable events but looked up when he heard yelling and noticed chairs
were swinging more than normal

,mirw-

 

Granby Ranch Witness Statement Card

  

 

.. I
Name" 5 {0 DateiZ/?fz Time 1530'?"
Street Address :9 D?z?w 

City State LEI) Code 716:1 
Phone :9 gii 4'11 "?32 ?1?173? 9

Your relationship to injured party: N91 

 

Did you see the incident occur? Eines No

describe what you know about the incident: in ?ix

3 1.5 L33 Jr? 1wa @591 111 ?ght/we} LL 1?1"

1111.3: 32-11111 a11- ML 111? 1-1-??ned. LLML

bin-+34? 751?1?1?142?!? /ir\-2 ?4 

waj) H?f??m {kWh (AHA (Erik?i W?s. (Lama; 

by injured party at scene: -. T) Ln?! {12: WE LX691
i: 

Are you a Granby Ranch Employee? Yes ?31390

 

 

I ACKN OWL BGE THAT ABOVE IS CORRECT
if: Ux?jw [19

Signature of Witness Date

 

a. bib Liz?M thus-{mint of?- par:
Granby Ranch Witness Statement Card

  

Name ji?iic?iiFZiEZV?F?E?L . A Date Time 7) 2'32?
Street Address 5?60 [Med MM 31? if

CitY Pi State mm Zip Code 
Phone 2' .. g7$ ?.8335 ?biz/3?

Your relationship to injured party: ACW

 

 

 

 

 

. 1 
Did you see the incident occur? El Yes El No Mia-C/ 
Please describe LWWhat youkn Iw about the incident: {if (SUN 0i NW, 
?Jb?mwi i065 I 

 

0% golf}: Mas?w? Ra?/?g 
crib g5!?

 

 

 

Comments by injured party at scenaw 1/919?ng 11W Aim.?
Lyme-WM MIA 03M: W35 J1 1e,? EMMA

Are you a Granby Ranch Empioyee? (gi Yes KM) 
I ACKNOWLEDGE THAT THE ABOVE INFORMATION IS CORRECT

A ("all ?ll
Signatf?o Witness 0 Date

Granby Ranch Witness Statement Card

 

Name Eda/:45 2.. Date [21% Time

Street Address 7 5' 7 Pea/6J1 69; cal. dam ~42

City State a Zip Code 5?0} 1
Phone 9 70'- ?12.

Your relationship to injured party: flail/bf fciua fr :1 liege-Le] 

 

Did you see the incident occur? ?les No
Please describe what you know about the incident: (ix/Lam ?fe-?ag
6:fir! 
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fig-?i?ex? (Cliffs/i) 1 (WJ '3?le iv) $4me Wai?ca?frh r/ifngAI/c/V? 
Comments by injured party at scene:
(52- 

Are you a Granbym Ranch Employee? Mes No

 

 

 

 

 

 
 

I ACKNOWLEDGE ABOVE INFORMATION IS CORRECT.

22,17 

Date

egg-J; . 
{33w -- ff? 

Additional space for comments: (371$. ?ex; Wm #42.
Jeajgf-?qu HM. ?gig iiWFWE-?ff 
Lag/Jail? ctg?t?w; ibism iwi Ml? jsuLW/??fn?if jigw?qzwa?
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Date

 

Sign?mre?DfMW isat?iier

Granby Ranch Witness Statement Card

Name 4G (73 IO Date ?22? i Ti
Street Address 1 gig g) 64*

City ?7/95 State 0 Zip Code 6 094155
Phone .. ?07 4?4 7 

Your relationship to injured party:

Did you see the incident occur? R?Yes No

Please describe what you know about the incident:

  

 

 

 

 

Are you a Granby Ranch Employee? El Yes No
IACKNOWLEDGE THAT THE ABOVE INFORMATION IS CORRECT

fm? 0 . 3242a; [lg
Signs we of fines: Date 

     

 


Date

2:
Signature ofMountaz'n Patro?er

. Fi?;
3min

3' mag-mg 5 

 

Granby Ranch Witness Statement Card

   

Name '25? ?FfizzTT A) Date 8" 4 Time H) :0 
Street Address 7 6798 5.53.8011) 0 

City 778-? State (q CJ Zip Code (SEW 
Phone 7m;-

Your relationship to injured party: :4 c" meaj my)
Did you see the incident occur? ?les No

 

Please describe what you know about the incident:
.3 (hur- (ax-m) 5Lu?h?nv??1 a
7?1: were. n- we: (as. Arvin 7-74 2? Peel-veg; 
(3.51.) . WE ?(Mi (?Lab-5? gwme T23 (EL/if.

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65 C. Mgr-?1?) 
Comments by injured party at scene: rim/Granby Ranch Employee? El Yes 
IACKNOWLEDGE THAT THE ABOVE INFORMATION IS CORRECT

(/3ng gala? 

Signature of Witness Date

ea
$9

 

 

 

Refusal of Care. I hereby acknowledge that I am refusing to allow the
Granby'Ranch Mountain Patrol to give me medical treatment and/or
transportatiOn to the ?rst aid facility.



Sigmtun a} Ride: (or guardian)- Date

 

 

Incident Location: 
Lift Involved: El Top ff] Bottom Operator:
Ski School Instructor: Type of ClassPatroller comments: ILJLI 5W. ?rearwmI 3 MIN 

It Mm Mm?Iran?: 
IJJL In, I 142.. 
rI ?gs. I: I. {,Mrggigia gay-?Snow Conditions: CI powder packed I3 hard Clsoft atria.
Ucorn {II-heavy Civaria?ole hug-1x t. m.

ViSibility: Cl fair CI overcast: CI 103 lj sno?erng l3 iIIn?ibg 

IIACKNOWIEDGE THAT THE ABOVE INFORMAIJUN IS CORRILTI w} IIMImxI; oIiw I Ito-I 2-Signarme 0fMountam Parm?erl

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Granby Ranch Witness Statement Card

 



Name Gag/1015" {4/46/1444 Date 42 2745 Time 4C) LL11
Street Address 3 2245 Lj?fmd? 4647:! ?iv?

City @6311 A11, State CO Zip Code gU gt} 2
Phone .1 01-? 11-7" 151 11? 6; 11114114111 0112111.)

Your relationship to injured party: 

Did you see the incident occur? ENC:

Please describe what you know about the incident: 4/1/ 4344131
?24? Ii ?31111144311 1 14111 94/14440744?1111ib 11147.5 

4?431?2. ?311% 013,114,135 457111114) 4\?ii 4* ?0 "?13 111.11

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13114111111 1.1112 111? 11? 1-1.4 xor1rm1qs1111
(?gm/V Cr ML 5441111114; 1.124114! 1

Comments by injured party at scene:

 

 

Are you a Granby Ranch Employee? El Yes 1511 No
ACKNOWLEDGE THAT THE ABOVE INFORMATION IS CORRECT



{24274 131.1 14/11,,

Signature of Mines Date

Additional space for comments:

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

-
Signatum?bf Mountain Patrol er



Date

 

   
 

Granby Ranch Witness Statement Card

 
 

 

 

 

 

 

 

Name ?ail Jg? Wit Dali/?2?? Twin :m
StreetAddress 413 FEW. if?? 913:7
City Ox?lwmfa' State 11"] Zip Code 372653}

 

Phone 3/768! (?56qu

Your relationship to injured party: 

Did you see the incident occur? No

Please describe what you know about the incident:

P214 ?1 07? ii?l'il'Wimbe?f arr-LN? 
iwxgac?" {Wm famed a

 

 

 

 

 


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Comments by injured party at scene: ?g?mwm writ amh? Mir Nam-ma
Wn?wm

 

{Tig?m? :3 w??h wisd- ?lif?ewwg d: Il?lolo?rwl 
?an 
Are you a Granby Ranch Employee? Yes we: Mk Fish? :3

I ACKNOWLEDGE THAT THE ABOVE INFORMATION IS CORRECT

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Signature of Witness 95/ Date

Additional space for comments:
5W7 cim $13 "@1ij 55% A ?7 ?it/ii.
VU ?1?0 {jgiv-JLI 
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Signature ofMountafn Patroller Date

 
  
 

 
 

Granby Ranch Witness Statement Card
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Name (5?3 Datellcl?l?IUTime

Street Address 01 3 k?im' (iota .5

Cityxletecdi'?ovx CiI?l'Ux State ?34 6? Zip Code 

Phone 57?3" 255%)? 80?5l

Your relationship to injured party: 

 

 

 

Did you see the incident occur? E?Yes No
Please describe what you know about the incident; ?23,
Chalk ?hi? Pig?L ?3r GLUQ 1:5 ?Ecol '14? am

cilcci m} a: 

 

 

 

Comments by injured party at scene: LOW Li: .WSaw; S)
Are you a Granby Ranch Employee? Yes We
THAT THE ABOVE INFOIWATION IS CORRECT:
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Sif?n?t?re of Witness Date

 

 

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Granb}r Ranch Witness Statement Card

 

 

 

Name 29? Date Time
Street Address 5 oi 
City I: IIDIWII II State Zip Code

 

 

Phone 537:2) @619 @595)
Your relationship to injured party: IIDU 
Did you see the incident occur? DYes IiNo
Please describe what you know about the incident:
Wm? 5"Iu?ln?w?s. W: Li 5?2Ia if?) 
LII itch?) I {tam/LII
jam/,1; 1,,ng 
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Comments by injured party at scene:

 

 

 

Are you a Granb}r Ranch Employee? Yes 
IACKNOWLEDGE THAT THE ABOVE INFORMATION IS CORRECT.

I ILW I 

Signatur?rof Wit ess Date

firm-MM 0:6
Granby Ranch Witness Statement Card

 

 

 

 

 

 

Name ?N?tu/q} Date Time
Street Address :City ya 55 State 1% Zip Code
Phone 5/7 

Your relationship to injured party: 

Did you see the incident occur? El Yes No

Please describe what you know about the incident:

 

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ON ul?ik flf?f?i? 

 

 

 

 

Comments by injured party at scene:

 

Are you a Granby Ranch Employee? El Yes No
I ACEEOWLEDGE TEAT THE ABOVE INFORMATION IS CORRECT

[225? 6

 

Signature of Witness Date

Granby Ranch Witness Statement Card

 

 

Name a? l- Eb?: Ll Date ?If ?5 
Street Address if 3W 3' 

City State Zip 5534? ?9

Phone 9 .76; 1351 ?7 
Your relationship to injured party: {Mg ,t


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Did you see the incident occur? Yes 0
Please describe what you know about the incident: J: 
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Comments by injured party at scene: WW 3mg. Wm 95%
WM l? ?rw?h ?g i447 qu

 

 

 

 

3: 3
Are you a Granby Ranch Employee? El Yes fag?! if 4 
I ACKNOWLEDGE THAT THE ABOVE INFORMATION IS 
. 
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Signature of Witness page

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4/14/2017

State.co.us Executive Branch Mail - FW: Granby Ranch Accident

Smith - DORA, Lawrence

Granby Ranch Accident
From: Marco Aieta
Sent: Saturday, December 31, 2016 8:45 AM
To: 'dora_tramwayboard@state.co.us'
Cc: 'Jennifer Aieta'
Subject: Granby Ranch Accident

We own a place at Granby Ranch and were at the ski area the week before the accident. We raised concerns about the
lift operation as it was much different than in years past. I mentioned it to a Granby Ranch official and my wife also
talked with one of the mechanics that was there to work on the lift. The intense, hi amplitude swinging and bounce was
way out of the ordinary and appeared to be a change in operational procedure to speed skier transport. If you would like
to discuss further, please contact me. Both my wife and I are registered engineers in the State of Colorado. Thanks!

E. Marco Aieta PHD, PE, BCEE
Executive Vice President

ACE Engineering LLC
2420 Ginny Way
Lafayette, CO 80026

Mobile: 303-489-1564

https://mail.google.com/mail/u/0/?ui=2&ik=64430c6528&view=pt&msg=15b1687f9daba670&search=inbox&siml=15b1687f9daba670

1/1

 Appendix

BEFORE THE COLORADO PASSENGER TRAMWAY SAFETY BOARD
STATE OF COLORADO

Case No. 2017-97

 

AMENDED NON-DISCIPLINARY INTERIM OPERATION AGREEMENT

 

IN THE MATTER OF THE LICENSE TO OPERATE THE QUICK DRAW
EXPRESS PASSENGER TRAMWAY LIFT (LICENSE NO. TRM.OSC-008)
BY SKI GRANBY RANCH,

Operator

 

IT IS HEREBY STIPULATED and agreed by and between Colorado
Passenger Tramway Board (?Board?) and Ski Granby Ranch (?Operator?)
(collectively, ?parties?), as follows:

1. Operator was licensed to operate the Quick Draw Express
passenger tramway lift (?lift?) in the state of Colorado on June 18, 1999 and was
issued license number TRM OSC-OO8, which Operator has held continuously
since that date. The lift is a Leitner-Poma detachable quad chair lift.

2. The Board has jurisdiction over Operator and over the subject matter
of this Amended Non-Disciplinary Interim Operation Agreement (?Amended
Agreement?).

8. On December 30, 2016, the Colorado Department of Regulatory
Agencies received written information from the Operator indicating
that, on December 29, 2016, three individuals fell from the lift, including a forty-
year-old woman, a twelve-year-old girl, and a nine-year-old girl (the ?incident?).
The written statement further stated that the forty-year-old woman was
pronounced dead at the Middle Park Medical Center on December 29, 2016. It
was later learned that the two juvenile girls were injured as a result of the fall.
The written notice further stated:

Granby Ranch voluntarily shut the lift down after running the lift to remove
all the remaining passengers from the lift. We agree to keep the lift shut
down until the inspector [sic] Larry Smith from deems the lift safe
to operate for the public and gives us permission to reopen.

4. By its December 30, 2016 letter and based upon the information and
the totality of the circumstances, Operator entered into an agreement for

Operator to cease operation of the lift until Operator received approval to
operate the lift from the Board or Larry Smith.

5. DORA, on behalf of the Board, initiated an investigation of the
incident and its cause on December 30, 2017, including on-scene testing,
interviews, and meetings among engineers and the investigative team. The
investigation revealed that Chair #58 on the lift struck support tower number ?ve
and the occupants were ejected or fell from that chair. The occupants fell
approximately twenty-?ve feet onto hard-packed snow. Operator?s Ski Patrol and
Grand County Emergency Medical Services responded. Investigations into the
incident were conducted by the Board, Operator, the Granby Police Department,
the Grand County Sheriffs Department, and the Grand County Coroner?s Of?ce.
The circumstances indicated that environmental factors, weather, and the
occupants of Chair #58 did not contribute to the cause of the incident.

6. Engineers involved in the Board investigation of the cause of the
incident identi?ed issues within the chairlift?s electrical drive/control system
that contributed to a rare dynamic event that occurred on the lift at the time of
the incident. The preliminary determination by the engineers involved in the
investigation indicates that the lift?s diesel prime mover is currently capable of
operating the Chairlift.

7. The facts of the incident show that, on December 29, 2016, an
unreasonable hazard existed in the continued operation of the lift. The Board and
the Supervisory Tramway Engineer, Larry Smith, had and continue to have
authority to order an emergency shutdown of the lift under section 25-5-716, C.R.S.
Operator voluntarily shut down the lift in lieu of an emergency shutdown order.

8. On January 4, 2017, the Board convened a special meeting to:
review materials relating to the incident, including information from an
ongoing investigation of the incident by the Granby Police Department and
materials contained in records of the ongoing administrative investigation of the
incident by and consider a request by Operator to reopen the lift. After
discussion, the Board moved to table further consideration of the incident pending
additional information.

9. On January 6, 2017 the Granby Police Department issued a public
fact sheet summarizing its investigation of the incident.

10. At a special meeting on January 9, 2017, the Board authorized the
parties to enter into the Agreement for Operator to resume operating the lift
under speci?c conditions and limitations.

11. Effective January 9, 2017, the Board and the Operator entered into a
Non-Disciplinary Interim Operation Agreement (?Agreement?).

12. The Operator reopened the lift for transportation of passengers on
January 10, 2017 in accordance with the Agreement.

13. On January 18, 2017, the Operator observed dynamic action in the
lift, voluntarily shut down the lift, and contacted Supervisory Tramway Engineer.

14. On the morning of January 19, 2017 the Supervisory Tramway
Engineer appeared at the lift and the area submitted a Voluntary Shut Down
form. The Supervisory Tramway Engineer conducted an investigation into the
condition and operation of the lift.

15. On January 20, 2017, the Board convened a special meeting to
consider the current lift condition and operation. The Board authorized the
parties to enter into this Amended Agreement for Operator to resume operating
the lift under speci?c conditions and limitations.

16. Operator agrees that the lift will remain closed to the public until this
Amended Agreement is fully executed by both parties. Operator agrees that, upon
reopening, Operator will only operate the lift according to the following speci?c
conditions and limitations while this Amended Agreement is in effect:

a. Operator Will continue to leave the lift disconnected from the
electrical drive. Operator will continue to Operate the lift with the diesel
prime mover only.

b. Operator shall take appropriate measures to mechanically
modify the lift to stabilize and remove dynamics from the lift. The Operator
shall not reopen the lift for public passenger transportation unless and until
the lift is subject to and passes dynamic acceptance testing and inspection
to the satisfaction of an inspector employed by the Board. Such dynamic
acceptance testing and inspection shall include partial loadings and full
110%) loadings.

c. Operator will increase surveillance and inspection of the lift.

i. Lift mechanics will visually inspect the entire lift,
from base terminal to top terminal, on their way up to the drive
station via snowmobile (top drive).

ii. Lift mechanics will Visually inspect the top terminal,
power the lift, supervise the operational pre-operation checks, and
ride the entire line in both directions.

Operator?s Ski Patrol personnel and top operator
will ride the up-side line together as a part of the pre-
operational inspection.

iv. The results of both the lift mechanics? visual
inspection and the Ski Patrol visual inspection, including any
irregular operating conditions of the lift, Will immediately be
reported to Patrol Dispatch. Patrol Dispatch shall record and
retain the results of all visual inspections.

d. Operator?s Ski Patrol personnel will conduct a supplemental
lift operating ?Line Check? protocol.

e. The rated capacity of the diesel motor is 900 feet per minute.
Operator will operate the lift at speeds within operational capacity and
below state-approved maximums:

i. Up to 600 feet per minute for two days after reopening
the lift;

ii. Up to but not more than 700 feet per minute beginning
on the third day after reopening the lift and continuing thereafter as
conditions allow.

f. Operator shall appoint trained and quali?ed individuals to
establish and perform routine visual ground checkpoints that will provide
a complete lift inspection from top to bottom. In addition, Operator shall
appoint trained and quali?ed individuals to ride the lift from top to
bottom. The inspections set forth in this paragraph shall observe the
physical condition and operation of the lift, including but not limited to
noting any irregularities in line dynamics. Lift maintenance personnel
will perform these inspections and report observations to patrol dispatch.
Patrol dispatch will record and retain the ?ndings of those inspections.
Ground inspections and ride checks required by this paragraph shall be
conducted daily during regular lift operations at 11:00 1:00 
3:00 5:00 and 7:00 pm.

g. Upon ?nding any irregular conditions or operation of the lift,
Operator shall immediately and safely slow and shut down the lift,

evacuate all passengers from the lift, and immediately report such
irregular conditions or operation directly to the Supervisory Tramway
Engineer and the Board.

17. Operator denies any and all allegations of any violation of Part 7 of
Article 5 of Title 25, C.R.S. (the ?Act?)

18. This Agreement shall remain in effect until such time as the parties
reach a ?nal disposition of this case or, in the event summary suspension
proceedings are initiated, an order for summary suspension enters.

19. The Board agrees that it will not institute summary suSpension
proceedings while this Amended Agreement is in effect so long as Operator
remains in compliance with this Amended Agreement and so long as the Board
does not learn of new information that would indicate that summary suSpension is
warranted.

20. Nothing in this Amended Agreement shall constitute disciplinary
action, a ?nding that Operator has engaged in any act or omission constituting
grounds for disciplinary action under the Act, or any admission by Operator that it
has engaged in any act or omission constituting grounds for disciplinary action
under the Act. There have been no ?nal determinations regarding Operator?s acts
or omissions relating to the incident or any cause thereof. Nothing in this
Amended Agreement shall constitute ?nal action, as de?ned in section 24?4-
102(1), C.R.S.

21. Nothing in this Amended Agreement shall preclude the Board or the
Supervisory Tramway Engineer from initiating disciplinary action or taking other
action pursuant to the Act, speci?cally including without limitation, sections 25-5-
706, -707, -708, -715, and -716, C.R.S., or issuing a ?nal agency order while this
Amended Agreement is in effect.

22. Operator understands that Operator has the right to be represented
by counsel of Operator?s choice in this matter. Operator is represented by
counsel in this matter.

23. The terms of this Amended Agreement were mutually negotiated and
determined by the parties.

24. The parties acknowledge that they understand the legal
consequences of this Amended Agreement, that the parties enter into this
Amended Agreement voluntarily, and that the parties agree that no term or
condition of this Amended Agreement is unconscionable.

25. This Agreement and all its. terms constitute a valid Board order for
purposes of section 25-5-707, C.R.S.

26. Invalidation of any portion of this Amended Agreement by judgment
or court order shall in no way affect any other provision, which provision shall
remain in full force and effect.

27. This Agreement shall be effective upon signature by Operator or its
duly authorized agent.

28. This Agreement constitutes the entire agreement between the
parties, and there are no other agreements or promises, written or oral, which
modify, interpret, construe or affect this Amended Agreement.

29. All costs and expenses incurred by Operator to comply with this
Amended Agreement shall be the sole responsibility of Operator, and shall in no
way be the obligation of the Board.

30. Upon becoming effective, this Amended Agreement shall be open to
public inspection and shall be publicized pursuant to the Board?s standard
policies and procedures.

31. The Board delegates full authority to the undersigned to execute
this Amended Agreement on behalf of the Board.

THE REMAINDER OF THIS PAGE INTENTIONALLY LEFT BLANK 

OPERATOR

5

Rod Kendal:

Vim of Operations and

Oparn?n; Of?ccr

Ranch Amenities. LDC Wu Ski
Onnby Band!

1000 Village Road

0min, Com 80446


Mam,

 

 

APPROVED AS 10 FORM:
THE mm LAW FIRM

Pm: .mou. X6042

PO. Box 5288

114 Villnp Plum. Bulls 801
Dillon. Colorado 80435
970?468-0210

Ammo: tor Omaha: 81d Grub, Ranch-

 
  
   

COLORADO PASSENGER
TRAMWAY SAFETY BOARD

 

1600 Broadway, Suite 1310
Doovor. Cohmdn 80902

ft.?
mZL?m o!
mung $017.

COM-MAN




S. Roberts, so 
in! Assist-mt army Omen!
Buinns: and Min mum

Mm for dag: Ooh'ndo Pun-auger
'l?runm Safety Board

(Manda Wu! 0111?!
Ollie at the Attorney Oman]
Badman and Hun-inc Sodlon
3800 Broadway. 10? Boat
Don'vor, Colman 30m
?Round



1H

Appendix

August 13. 2015

Hello Nicki, this is my response letter for the summer unannounced inspection held on August 7, 2016
by Bruce Allen. On the Quick 

SC-OOB I QUICK DRAW EXPRESS 

A. Bottom Terminal

1) 3.3.3.1 General.

Relabei the bottom Tower Test switch located on the inside control door. Isis-e .- era-a: Irr-
:31: 5:1 

2) Comment.

The gearbox lubrication pump sounds rough. [Maintenance staff acknowledged that the pump has
sounded bad, but will verify the pump is ok for continued use. A backup pump is available as needed.)

Gearbw mbncaiiczn pump checked Reference ?ll' cider attached

B. Line

No deficiencies observed by Inspector.
C. Top Terminal

No deficiencies observed by Inspector.
D. Record Keeping

No deficiencies observed by Inspector.
E. General Deficiencies

No deficiencies observed by Inspector.

All deficiencies have been remedied.

Since rely,

 

Blaine Faulkner

Lift Maintenance Supervisor

 

- sc?inulin won? Work Order #1 0817-1

MECHANICAL ISSUE DATE: 8117mm
Lift Maintenance Department COMPONENT 111

CODE:
LIFT: SCOS Qumk Draw REPORTED BY: inspector

 

PROBLEM: RELABEL BOTTOM TOWER TEST INSIDE CONTROLS.

ACTION TAKEN: NEW LA 13311:?? 
A LL 

NOTE: WI 

. . -..NAMES I TOTAL HOURS INVOLVED:
TECHNICIANS: M??f 5; HRS. I
HELPERS: bl? NIT: FA ma?a Ci: _l

OPERATORS:

PARTS I MATERIALS USED:

COMMENTS: wag}: 991$? 

 

TECHNICIANS SIGNATURE: '3 I7 RECORD ENTERED

DATE: INITIAL
DATE: 

   

SUPERVISORS SIGNATURE:



 Worked?: 0317-2

MECHANICAL ISSUE DATE: 

Lift Maintenance Department COMPONENT 111
CODE:

LIFT: 3008 Quick Draw REPORTED BY: inspector

 

PROBLEM: THE GEARBOX LUBRICATION PUMP SOUNDS ROUGH.

ID OIL. - PwnP: 6x
uka. .3595). 1? Nb

iovktd?hu?a fim?b.

NOTE: WHEN Hill-11H mil" 7'47. ALECL Tr INK
IMF: Si I:r JH 7.25.7. T'l 

NAMES I TOTAL HOURS INVOLVED:

TECHNICIANS: {5145? . 2.53 HRS-

HELPERS: ?3,933; HRS.

OPERATORS: HRS.

 



PARTS 1' MATERIALS US ED:

 

COMMENTS: UMLK 

 

. . RECORD ENTERED
DATE: 

5 1c

INITIAL

 

DATE: