INTRODUCING MMA

The Monorail Manufacturers Association, Inc. (MMA) is an independent incorporated trade

association affiliated with the Material Handling Industry. The membership of MMA is
made up of companies which produce the preponderance of patented and enclosed track
underhung cranes and monorail systems.
MMA operates through committees with programs and policies reviewed and adopted by
the membership with representation from each member company. MMA is represented on
a number of standards developing committees and actively supports the development and
certification of safety standards by the ANSI consensus method.
MMA member companies are concerned, conscientious manufacturers affiliated in an
industry association to provide voluntary standards for the mechanical, structural and
electrical design of patented and enclosed track underhung cranes and monorail systems
and to formulate guidelines for the proper use, operation and maintenance of these
equipment and systems.

Monorail Manufacturers Association, Inc.

8720 Red Oak Boulevard, Suite 201
Charlotte, NC 28217-3992
Ph.: (704) 676-1190
Fax: (704) 676-1199
www.mhia.org/mma

Guidelines for Specifying...

AUTOMATED
ELECTRIFIED
MONORAIL SYSTEMS

8720 Red Oak Blvd., Suite 201

Charlotte, NC 28217-3992
Telephone: 704-676-1190
Fax: 704-676-1199
www.mhia.org/mma

TABLE OF CONTENTS

1.0

General

2.0

AEM General Specifications

3.0

AEM Track

4.0

Conductor Bars

5.0

System Types

6.0

AEM Vehicles

7.0

AEM Carriers (Load Fixture)

8.0

AEM Horizontal Turns

9.0

AEM Track Switches and Turntables

10.0

AEM Incline

11.0

AEM Anti-Back-Up Device (On Incline Track)

12.0

AEM Anti-Runaway Device (On Incline Track)

13.0

AEM Vertical Drop or Lift Sections

14.0

Maintenance Spurs

15.0

Dead End Spurs

16.0

Considerations for AEM Diagnostics

17.0

Terms and Definitions

GUIDELINES FOR SPECIFYING

AUTOMATED ELECTRIFIED MONORAIL (AEM) SYSTEMS
1.0

GENERAL

1.1

Purpose
These Guidelines have been developed by the member companies of the Automated
Electrified Monorail (AEM) Product Section of the Material Handling Institute, a division of
the Material Handling Industry (MHI), which is comprised of leading suppliers of Automated Electrified Monorail systems in North America.
Their purpose is to act as a guide in the selection, design, planning and implementation of
Automated Electrified Monorail Systems.

1.2

Scope
These guidelines apply to AEM systems utilizing both single and multiple tracks either
suspended type or inverted including all curves, switches, transfer devices, trolley, lift/
drop section and associated equipment. The Guidelines do not encompass all of the
safety precautions and safeguards applicable to monorail systems primarily used for the
transportation of personnel.

1.3

Disclaimers
The Guidelines are advisory only. They have been promulgated by the member companies of the Automated Electrified Monorail Product Section of MHI with the sole intent of
offering information for the parties engaged in the marketing, buying or use of such systems. Reference to the Guidelines in inquiries by the purchaser is permissible. They are
not intended to and do not in any way limit the prerogative of a manufacturer to design or
produce Automated Electrified Monorail Systems. Whenever mandatory or other language used in the guidelines seems to impose requirements, these are intended to be
advisory only.

1.3.1 Disclaimer of Warranty

AEM and MHI make no warranties whatsoever in connection with these Guidelines. They
specifically disclaim all implied warranties of merchantability or of fitness for particular
purpose. No warranties (express, implied, or statutory) are made in connection with these
Guidelines.

1.3.2 Disclaimer of Liability

Users specifically understand and agree that AEM, MHI, their officers, agents and employees should not be liable in tort and in contract-whether based on warranty, negligence,
strict liability, or any other theory of liability - for any action or failure to act in respect to the
design, erection, installation, manufacture, preparation for sale, characteristics, features,
or delivery of anything derived from, or covered by, these Guidelines. By employing or
otherwise referring to these Guidelines, it is the users intent and understanding to absolve
and protect AEM, MHI, their successors, assigns, officers, agents, and employees from
any and all tort, contract, or other liability.

2.0

AEM GENERAL SPECIFICATIONS

2.1

Reference may be made to portions of other specifications within the text of these specifications. Referenced specifications are as follows:

ANSI

C1 National Electric Code

AISC

Specification for Design, Fabrication and Erection of Steel for Buildings

of the American Institute of Steel Construction.

NEMA

National Electrical Manufacturers Association Standards

ANSI/AWS

D1.1 American Welding Society Specification for Structural Welding.

(Current Revision).

OSHA

Applicable Occupational Safety and Health Standards.

VDI

3643 Recommended guidelines by the Association of German Engineers

for Electrified Monorails (EHB - Electro Hangebahnen).

2.2

For the purpose of these specifications it is assumed that the AEM vehicles and equipment will operate indoors in normal ambient temperatures (0 to 40C) and normal atmospheric conditions; free from excessive dust, moisture and corrosive fumes. When severe
atmospheric conditions, outdoor application and/or heavier duty cycles may apply or occur, special design considerations should be given and fully defined in the requirements.

2.3

Design Criteria

2.3.1 All AEM support steel and guard steel should be in accordance with the design fabrication and erection of steel for buildings criteria contained in the AISC Specifications for
Design.
2.3.2 All weldments should be designed with allowable stresses in accordance with industry
applicable standard ANSI/AWS D1.1.
2.3.3 All field welding should conform to ANSI/AWS D1.1 Specification for structural welding
code.
2.3.4 Where powered hoists are used, an impact allowance should be included in design calculations for AEM vehicles, bridges, transfers and monorail supporting tracks. The impact
allowance should be 1/2% of the rated lifted load for each foot per minute of hoisting speed
with a minimum allowance of 15% and a maximum of 50%.
2.3.5 Where two or more AEM vehicles operate on a monorail track, the maximum loading
conditions on the monorail track runway should be defined by the AEM manufacture.
The loading should consider positioning loaded AEM vehicles accumulated in line. Means
are to be provided by the AEM manufacturer to prevent the vehicles from being positioned
to exceed the design limitation.

2.4

Clearances

2.4.1 A minimum clearance of two inches should be provided between the AEM vehicle and
any lateral or overhead obstruction not related to an AEM component such as track
switch, hanger clamp etc.

2.4.2 Clearance should be provided at the curves of an AEM system to allow for the swing of
the load when the AEM vehicle negotiates a curve. Clearance should be determined
by giving due consideration to the size, weight, load configuration and speed of the
AEM vehicle when traveling through the curve radius.

2.4.3 Clearance should be provided

between accumulated AEM vehicles, between the trailing edge
of the carriers or load of a leading AEM vehicle and the leading
edge of the carriers or load of a
following AEM vehicle.

2.4.4 Clearance should be provided between the handrail and/or wall and
a passing AEM vehicle, carrier or
load to allow a minimum clear space
of 20 inches (500mm) for maintenance personnel.
2.4.5 Clearance should be provided between two passing AEM vehicles,
carriers, or loads to allow a minimum clear space of 20 inches
(500mm) for maintenance personnel.
5

2.4.6 Clearance should be provided vertically

between the bottom of an AEM carrier
load and the top surface of the basket
guard, floor or platforms. This minimum
clearance should be 3.
3.0

AEM TRACK

3.1

AEM track section should be sized based on proposed carrying capacity, AEM vehicle
configuration and scope of work.

3.2

AEM track should be capable of supporting the weight of the AEM vehicle, carrier, and
the live load. Additional external loads should also be considered when applicable.

3.2.1 The maximum vertical deflection under full accumulated load should not exceed 1/300
of the span.
3.3

AEM track splices should be precision cut and should maintain vertical and horizontal
alignment providing for a smooth transition from rail to rail.

3.4

Expansion Joints

3.4.1 Expansion joints should be provided in the AEM track at building expansion joints.
Expansion joints will be designed to assure smooth vehicle movement under all conditions.
3.4.2 Additional expansion joints should be added as required to accommodate temperature variation and to maintain sufficient track gap at switches, turntables, lifts and other
moving track components.
3.4.3 Track hangers should be provided on each side of expansion joints. Spacing will be no
more than 24 (1690mm) from the expansion joint.
3.5

Installation

3.5.1 The AEM track should be accurately installed straight, level and square relative to the
vertical and horizontal axis.
3.5.2 The track should be installed horizontally level and straight along the center line within
1/8 (3mm) measured at all track hangers. The track should maintain the vertical axis
square within one degree of vertical.
3.6

Required falling parts guards, platforms, walkways, etc. should be attached to the
building or support steel. Supporting external loads from the AEM track is not permitted.

3.7

The track should be supported by track hanger. The track hangers will be secured to
the track with bolts or clamps. The track hanger will be attached to the building steel or
support steel.
6

4.0

CONDUCTOR BARS

4.1

General

4.1.1 The conductor bars should be surrounded by an insulator. The insulator should allow the
collector shoe to contact the conductor bar and also provide touch protection for individuals.
4.1.2 The conductor bar system will be designed such that normal wear occurs on the collector
shoes rather than the bus bar.
4.1.3 The quantity of conductor bars will be based on system requirements and scope of work.
4.2

Conductor Bar Installation

4.2.1 The conductor hanger clamps should be connected to the track using bolts or a snap in
anger. If bolted hangers are used, vibration proof, self-locking nuts should be used.
4.2.2 On short sections of conductor bars, such as on track switches and vertical lifts, the conductors will be secured to prevent them from being moved by the collector shoes on the
AEM vehicle.
4.2.3 All burrs from the cut ends of conductor bar should be removed.
4.2.4 Cable connections to the conductor bars should be bolted or screwed on. Plug-in connections are not acceptable. All cable feeds should be covered so wiring is not exposed on the
back side of the conductor bar. Zone splice boxes bolted to track should have a minimum
of 24 (609.6mm) of flexible electrical cable attached for the possible future adjustment.
4.2.5 Isolation of zones will be accomplished by terminating the bar and using a lead-out piece,
then a lead-in piece into the next bar. A gap will be provided to assure that residual
metallic particles will not short the zones together. Inserts that could become coated with
conductive residue are not acceptable.
4.2.6 The conductor bar system should accommodate track expansion joints.
4.2.7 The conductor bar system should account for the difference in thermal expansion between
the conductor and the track.
5.0

SYSTEM TYPES

5.1

Type 1 System
Type 1 Systems are an AEM configuration including an Isection track with conductors mounted to the track webb
and top riding trolleys.

5.1.1 The top horizontal surface of the type 1 track will support the top running vehicle. The top and bottom guide
surfaces should be perpendicular to the top of the track.
Side guide surfaces should allow full contact of the vehicle trolley side guide rollers on straight track sections,
horizontal and vertical curves.
5.1.2 Track mounted devices will be either bolted or clamped to the AEM aluminum track. No
welding of components to the track will be permitted. Track mounted devices include track
hangers, splice connections, and electrical control components.
7

5.2

Light Duty Type 1 track configuration should have a flange width of 2.362 (60mm) and
a depth of 7.087 (180mm). Light duty track should have the capacity to support a minimum of 1100 lbs. (500kg) per single trolley or minimum 2200 lbs. (1000 kg) per double
trolley.

5.3

Heavy Duty Type 1 track configuration should have a

flange width of 3.150 (80mm) and a depth of 9.449
(240mm). Heavy Duty Type 1 track should have the
capacity to support 3000 lbs. (1300kg) per single trolley
or 6000lbs. (2700kg) per double trolley.

6.0

AEM VEHICLES

6.1

The AEM vehicle should be used to transport the carrier and live load throughout the
system. The vehicle may have a single drive trolley or multiple drive and idler trolleys.
Vehicle trolley configuration will be per the application and scope of work.

6.2

Construction

6.2.1 Wheel bearings should have a minimum B-10 life of 5000 hours at 75% of the rated capacity.
6.2.2 The trolley frame should employ fail safe construction in the event of load wheel loss, axle
failure or guide roller damage, the trolley frame will support the vehicle and load from the
track. The design of the vehicle will allow removal from the track at any point in the
system.

6.3

Guide Wheels

6.3.1 The side guide wheels should stabilize and direct the vehicle along the AEM track.
6.3.2 Type 1 guide wheel tread surfaces should be 90o to the drive wheel tread surface. These
wheels should have ball bearing construction with a nonmetallic tread. The wheels will be
mounted to the trolley frame and should be removable.
6.3.3 Type 1 guide wheels should be pre-greased and permanently sealed.
6.4

Drive Trolley

6.4.1 General
The vehicle should be propelled by the drive wheel mounted on the drive trolley. The drive
trolley consists of a motor, gear reduction unit and current collector shoes, drive wheel,
guide wheels and trolley frame.

6.4.2 Drive Wheel

The Type 1 drive wheel will contact the top of the AEM track. The drive wheel should support
part of the load bar, carrier and live load to maintain sufficient friction. The drive wheel should
have a nonmetallic tread.

6.4.3 Drive Motor

The motor horsepower is to be determined based on total vehicle weight with carrier and
maximum live load. The horsepower should allow a loaded vehicle to start at any position
on the AEM track. The motor type, final horsepower and drive speeds will be determined
by the application and scope of work.

6.4.4 Gear Reduction Unit

The gear reduction unit should be designed to have a 1.5 service factor. The gear reduction ratio should be determined based on scope of work.
The gear reduction unit will be lubricated. The gear case should be properly sealed to
prevent lubricant seepage onto loadbar and live load.

6.4.5 Motor Brake

A motor brake to be used as a minimum for emergency stopping should be provided and
mounted on the motor of each drive trolley. The brake should not be located on the output
side of the reducer.

6.4.6 Type 1 Vehicle Clutch

A clutch and external clutch actuation lever should be provided on each Type 1 drive
trolley. The clutch will allow the vehicle to be manually moved in the event of drive unit
failure or be pulled by a chain assist conveyor.

6.5

Drive Trolley Electrical

6.5.1 Vehicle Control Panel

The board control panel should be mounted on the vehicle in an easily removable enclosure. The onboard control panel should include the required controls for vehicle movement per the scope of work.

6.5.2 The controls on board the vehicle should include:

A means to disconnect power on board the vehicle
Power to the vehicle indicator light
6.5.3 Collector Shoes
Collector shoes will be provided to conduct electricity from the conductor bars to the drive
trolley. The electrical power will be used for vehicle control, system communication and
onboard device power.
These shoes should be spring-loaded and individually replaceable. The shoes should be
provided with floating mounts to allow for negotiation of horizontal turns, vertical curves
and irregularities in the conductor bar. Collector shoes should be placed near the vertical
center line of the load wheel to minimize wear problems on horizontal turns and vertical
curves.

6.5.4 Sensing Devices

If a proximity switch is used for low speed accumulating it should be mounted on the front
of the vehicle. The proximity switch mount should protect the switch from accidental contact with a preceding vehicle.

6.6

Idler Trolley

6.6.1 General
6.6.2 Idler Load Wheel
The Idler Type 1 load wheel should have nonmetallic tread. The wheel will be equipped
with a ball or roller bearings and will be mounted on an axle to the idler trolley frame.
Bearings should be pregreased and permanently sealed.

6.7

Load and Tow Bars

6.7.1 General
Load bars and 3 tow bars should have sufficient strength and rigidity to maintain consistent
trolley spacing and alignment.

6.7.2 Load bars should attach to the trolley frames with hardened steel pins and replaceable
bearings or bushings. The connection pins should have a running fit with the replaceable
bearings.
7.0

AEM CARRIERS (LOAD FIXTURE)

7.1

Each AEM vehicle will support a carrier (load fixture) which holds the live load. The actual
design of the carrier will be based on the scope of work.

10

7.2

Powered Carriers

7.2.1 Devices may include automatic or manually operated mechanisms as required by the
scope of work.
7.2.2 Typical powered devices may include:
Lift/lowers
Powered Roller Beds

8.0

AEM HORIZONTAL TURNS

8.1

General
AEM horizontal turns should be rolled or bent from the same cross section as the straight
track.
The Type 1 minimum horizontal turn radius is 750mm and in general the chordal dimension of a 90o turn should be equal to or greater than the maximum vehicle trolley centers.

8.2

Installation
In order to minimize track movement due to vehicle travel around the turn cross bracing or
another suitable method may be required.

11

9.0

AEM TRACK SWITCHES AND TURNTABLES

9.1

General
AEM track switches are utilized for routing AEM vehicles to various destination points.
This is typically done by means of a moveable rail section.

9.2

Construction

9.2.1 All track switches should be constructed and installed to maintain alignment with incoming
and outgoing track.
9.2.2 Stops should be provided as an integral part of the track switch to block the end of an
incoming track when the switch track is not aligned with the incoming and outgoing track.
9.2.3 Standard 2-way and 3-way type track switches should not be shifted with an AEM vehicle
on the moveable track.
12

9.2.4 Means should be provided to hold the moveable frame in a stationary position during
passage of an AEM vehicle through the track switch.
10.0

AEM INCLINE AND DECLINE TRACK

10.1

The AEM incline (and decline) track allows the AEM vehicle to travel from one elevation to
another. The curve track should be made from the same profile as the AEM straight track.

10.2

The minimum radius of the vertical curve should allow adequate vehicle and trolley clearance through the curve. The trolley side guide wheel should not lose apparent contact with
the track guide roller surface while traveling through the curve. The minimum design
vertical curve radius should allow the curve to be manufactured without exceeding the safe
limits of the design properties of the cross section and of the materials.

10.3

Systems with incline track should have proper vehicle horsepower and brakes for starting
and stopping on the slope. Under normal operation conditions sliding while stopping on
the declines is not allowed. Under emergency stop conditions sliding should be minimized.

10.4

On both incline and decline track sections the need for safety devices should be determined by the scope of work. If required, safety devices should be designed to overcome
uncontrolled vehicle movement down the incline or decline track section.

11.0

AEM ANTI-BACK-UP DEVICE (ON INCLINE TRACK)

11.1

General
Track mounted anti-back-up devices will prevent a failed vehicle from rolling backward on
an incline track section. The device should be able to withstand the impact of a loaded
vehicle bringing the loaded vehicle to a stop.

11.2

Anti-Back-Up Device Location

When anti-back-up devices are required, they should be placed according to the scope of
work.

13

11.0

AEM ANTI-BACK-UP DEVICE (ON INCLINE TRACK)

11.1

General
Track mounted anti-back-up devices will prevent a failed vehicle from rolling backward on
an incline track section. The device should be able to withstand the impact of a loaded
vehicle, bringing the loaded vehicle to a stop.

11.2

Anti-Back-Up Device Location

When anti-back-up devices are required, they should be placed according to the scope of
work.

12.0

AEM ANTI-RUNAWAY DEVICE (ON DECLINE TRACK)

12.1

An anti-runaway device should prevent a failed AEM vehicle from rolling down a vertical
curve decline track section without control. The device should be able to withstand the
impact of a loaded vehicle, bringing the loaded vehicle to a stop. The device should
operate in a fail safe condition.

12.2

Anti-Runaway Device Location

When anti-runaway devices are required they should be placed according to the scope of
work.

13.0

AEM VERTICAL DROP OR LIFT SECTIONS

13.1

General
AEM vertical lift units allow AEM vehicles
to change elevation. The lift carriage will
support the lift track section, AEM vehicle,
carrier, and live load. The lift track will
be the same configuration as the standard AEM track.

13.2

Vertical drop or lift sections should maintain alignment of the fixed tracks and the
movable tracks to enable the passage
of a vehicle.

13.3

Means should be provided to prevent a

vehicle from running off either end of the
movable track when the movable track
is not in alignment with the fixed tracks.

13.4

Stops should prevent a vehicle from running off the open ends of the fixed tracks
when the movable track is not in alignment with the fixed tracks.

13.5

Installation
If lift stations are attached to the building, the lift and support design should take into
consideration the possible movement of building steel.

14

14.0
14.1

MAINTENANCE SPUR
The maintenance spur is an area within a system where maintenance is performed on the
AEM vehicle. Typically there are two types of maintenance spurs that are utilized in an
AEM system. The first type has entrance and exit track switches to allow the vehicles to
enter and exit the main system. The second type has one track switch which allows the
vehicle to enter and exit the main system.

15.0
15.1

DEAD END SPURS

A mechanical stop should be provided to prevent a vehicle from running off an open end of
track.

16.0
16.1

CONSIDERATIONS FOR AEM DIAGNOSTICS

Several options are available for the purposes of monitoring and/or obtaining diagnostic
information for an AEM system. The system(s) can be monitored from a central location
(either plant floor or control room environment), from several locations closer to the equipment or at the actual equipment itself. Tools used to accomplish this include PC based
graphics packages, indicator light panels, message displays, etc. Some factors determining the methods used include budget constraints, size of the AEM system, and environment of the installed system.
Information exists at both the off-board and on-board (vehicle) locations which can be
helpful to the user. Benefits of displaying and/or gathering this data could include; increased responsiveness to faulted conditions, providing current system activity and equipment status information, reductions in equipment downtime, assisting maintenance personnel by quickly providing troubleshooting information, etc.

16.1.1 Typical on-ground information that could be obtained:

AEM system mode status (auto, manual, E-Stopped, etc.).
Track switch mode, position and fault status.
Current vehicle locations and tracking information including: Zone location, vehicle ID, Load ID, loaded/unloaded status of vehicle, etc.
Locations throughout the system containing stalled/faulted AEM vehicles.
Lift equipment mode, position and fault status.
Collector shoe wear status.
Bar code scanner status and performance information.
16.1.2 Typical Vehicle on-board information that could be obtained:
Vehicle mode status (auto, manual, faulted, etc.)
Vehicle present circuit active/faulted status.
Speed command status from off-board controller.
Motor overload tripped.
Drive status information.
16.1.3 Vehicle Run
Many of todays Variable Frequency Drives (VFDs) provide some form of diagnostics,
such as a numeric fault code indication, pulsed LED indicators, etc. These provide detailed drive diagnostics: under/over voltage conditions, ground fault, microprocessor fault,
over current conditions, etc.
16.1.4 The above items are not completely inclusive of all diagnostic information obtainable from
an AEM system, but are presented in order to provide a general guideline as to some of
the information and tools available when considering AEM diagnostics.
15

17.0

TERMS AND DEFINITIONS

17.1

ACCUMULATION SENSOR ACTUATOR - An actuation surface which provides the means

for triggering the accumulation sensor on the following vehicle.

17.2

AEM - Automated Electrified Monorail describes a conveying system which consists of

monorail track, track mounted electrification, individually powered vehicles, a supporting
structure, a control system, lifts switches and turntables as is necessary.

17.3

AEM VEHICLE - An assembly consisting of vehicle on board controls, drive trolley, idler
trolley (if required) and the load bar connecting the trolleys. The vehicle supports the
carrier and live load.

17.4

ANTI-BACK-UP - A mechanical safety device mounted on a vertical incline, to prevent

reversal of a loaded carrier under action of gravity when forward travel is interrupted.

17.5

ANTI-RUNAWAY - A safety device mounted on a vertical decline to stop a carrier and

thus prevent runaway in the event of an electrical or mechanical failure.

17.6

CARRIER - The load carrying fixture supported by the AEM vehicle.

17.7

COLLECTORS - Electrical contacting devices providing a path for current flow from stationary conductor bars to moving equipment.

17.8

CONDUCTOR BARS - Track mounted insulated bar used to transmit electric current to
the vehicle.

17.9

DRIVE TROLLEY - A motor-driven trolley which propels the vehicle.

17.10 HORIZONTAL TURNS - Formed or fabricated sections of track used to change the
horizontal direction of vehicle travel.
17.11 INCLINE/DECLINE CURVES - Formed or fabricated sections of track constructed to
change direction of the path in a vertical plane.
17.12 IDLER TROLLEY - A non-motorized trolley.
16

17.13 LIVE LOAD - The product or other applied load which is to be transported by the AEM
vehicle/carrier, including any container pallet, basket, tub, etc.

17.14 LOAD BAR - A Structural member connecting two trollies and supporting the carrier.
17.15 RATED LOAD - The maximum fully loaded vehicle weight designated by the manufacturer for which the AEM system is designed and built.
17.16 TRACK SWITCH - A device used to merge or diverge track paths.
17.17 TRACK - Profiles upon which the AEM vehicles operate.
17.18 TRACK HANGER - A component of the AEM system which mechanically connects the
AEM track to its supporting structure.
17.19 TRACK TURNTABLE - A track device containing section(s) of track which can be rotated
with a loaded vehicle on it to align the track with other tracks used for routing of vehicles
from one track to another.
17.20 TRACK DROP/LIFT SECTION - A mechanism which permits a section of track(s) to be
lifted or lowered in order to align one track with a track at another elevation.
17.21 TOW BAR - A Structural member connecting two trollies but supporting no other load.
17.22 VARIABLE FREQUENCY DRIVE (VFD) - An electronic device that controls the speed,
torque and direction of an AC motor.

17

MEMBERS* of the MONORAIL MANUFACTURERS ASSOCIATION, INC.

Acco Chain & Lifting Products
P.O. Box 792
York, PA 17405-0792
(800) 967-7333

Rapistan Systems
507 Plymouth Avenue NE
Grand Rapids, MI 49505
(616) 913-6200

Assembly Technology & Test, Inc.

12841 Stark Road
Livonia, MI 48150-1525
(734) 522-1900

Shepard Niles Inc.

250 North Genesee Street
Montour Falls, NY 14865
(607) 535-7111

Columbus McKinnon Corporation

140 John James Audubon Parkway
Amherst, NY 14228-1197
(716) 689-5400

Spanco, Inc.
P.O. Box 888
Morgantown, PA 19543
(610) 286-7200

Demag Cranes and Components Corporation

29201 Aurora Road
Solon, OH 44139-1895
(440) 248-2400

TC American Monorail, Inc.

3839 County Road 116
Hamel, MN 55340
(763) 478-6565

Gorbel, Inc.
600 Fishers Run
P.O. Box 593
Fishers, NY 14453
(800) 821-0086

Trambeam Corporation
P.O. Box 211
Attalla, AL 35954
(256) 538-9983

Ingersoll-Rand Company
P.O. Box 970
Annandale, NJ 08801
(908) 238-7000
Jervis B. Webb Company
34375 West 12 Mile Road
Farmington Hills, MI 48331
(248) 377-4950

Unified Industries
1033 Sutton Street
Howell, MI 48843
(517) 546-3220
United States Monorail
1234 Washington Street
Boston, MA 02118
(617) 482-8383

Knight Industries & Associates, Inc.

1160 Centre Road
Auburn Hills, MI 48326
(248) 377-4950

*as of April 2001