You can employ a consultant to assist you but ensure they are offering truly independent advice, not having a sales biased or receiving a commission from a lift contractor. During the installation phase the lift needs to comply with The Lift Regulations and the easiest way to do this is to ensure compliance with the EN81 series of European Standards. More recently EN81-1 and EN81-2 (traction and hydraulic lifts respectively) have been replaced by EN81-20 and EN81-50. To ensure the lift is installed to the requirements of these standards there is a parochial British Standard BS8486 where a number of tests and checks will ensure compliance. Caveat: while this standard will make sure that components are functional it may not always pick up on poorly installed components - that is where a qualified consultant comes in. A new lift should also come with a Technical File as a requirement of The Lift Regulations. This documents how to operate, maintain and manage the lift in accordance with the manufacturers and designers’ requirements. The lift is now in service. Passengers are introduced into the risk profile and owners need to protect themselves against accidents such as being hit by doors, slips and trips, mid flight stops and so on. A good start is to make sure that you have all of the appropriate documentation available and that you employ a reputable maintenance contractor. It is alarming how many times I have encountered a lift owner not being able to lay their hands-on vital paperwork following an incident. During the service phase the requirements of The Lifting Operations & Lifting Equipment Regulations (LOLER) and The Provision & Use of Work Equipment Regulations (PUWER) may apply, as well as the overarching Health & Safety at Work Act. In addition, the Occupiers Liability Act and the Defective Premises Act need to be considered. In 2006 the precedent was set that a lift in an office building falls under PUWER as the lift is only being used as part of an employee’s work. I remember it well as I gave evidence in the case. The lift needs to be maintained in good condition and a sound maintenance contract needs to be entered into. The maintenance should be appropriate in terms of what the contract covers and also the number of visits per annum that the contractor attends to undertake the maintenance. Similar to servicing you car, this generally involves cleaning, adjusting and lubricating. Contracts vary and sometimes include the cost of parts and labour, other contracts simply undertake these requirements (cleaning, adjusting and so on) and anything else is chargeable.https://www.twinfm.com/the-ups-and-downs-of-managing-lifts
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Johnson’s video is a rare unedited look at what happens when one of the world’s most proficient autonomous vehicles gets tripped up by a few orange safety cones. “It’s no longer stranded and now it’s blocking, okay,” a remote operator is heard saying to Johnson at one point in the video, to which he replies, “Well, this is interesting!” The Alphabet-owned company has approximately 600 vehicles as part of its fleet. More than 300 vehicles operate in an approximately 100-square-mile service area that includes the towns of Chandler, Gilbert, Mesa, and Tempe — though its fully driverless cars are restricted to an area that is only half that size. (Waymo hasn’t disclosed how many of its vehicles operate without safety drivers.) When one of the world’s most proficient autonomous vehicles gets tripped up by a few orange safety cones In late 2018, the company launched a limited public ride-hailing service called Waymo One , but the only customers to get access were people who had first been vetted through Waymo’s early rider program of beta testers. Waymo said it has around 1,500 monthly active users from both programs, the same number it reported in December 2019. Waymo has a team of remote employees that watch the real-time feeds of each vehicle’s eight cameras and can help, with the push of a button, if the software runs into a difficult spot and needs a human eye to figure out what’s going on. But the company claims that the remote assistance team can’t “joystick” the vehicles, only offer suggestions to help extract the car from tough situations. One of those situations emerged in Johnson’s recent ride. The car wanted to make a right turn onto a street that had orange cones blocking that lane of traffic, which apparently confused the vehicle. In a statement provided to Johnson, Waymo said that it “detected an unusual situation and requested the attention of a remote fleet response specialist to provide additional information.” Where things got hairy is that apparently the remote specialist “provided incorrect guidance, which made it challenging for the Waymo driver to resume its intended route, and required Waymo’s roadside assistance team to complete the trip,” the company said. The remote operator tells Johnson that Waymo doesn’t assign a roadside assistance team to trail each of its fully autonomous vehicles in case something goes wrong. Crews are usually “two to five miles out,” she said. “It never was assigned one-to-one.” Crews are usually “two to five miles out” At this point in the video, the car starts to reverse from its position where it was slightly blocking the road to a spot where it was more fully clogging traffic. It then stops again, as if unsure how to proceed. The wheel turns slightly to the right on its own, but nothing happens. “Very interesting,” Johnson says, gamely watching this all happen from one of the middle captain seats. “Now it’s blocking the whole lane instead of half of it.” Meanwhile, a flatbed truck drives passed collecting all of the orange cones that originally confused the Waymo car.https://www.theverge.com/2021/5/14/22436584/waymo-driverless-stuck-traffic-roadside-assistance-video