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Door Controller Warranty Extension 36 Months!
High performance door system
Top-quality safety devices for high speed elevators
High adjustability for flexible installations
Active closin Active closing g system system for extreme operating conditions
Eco-friendly; low power consumption functions
Hidden bottom track available
Framed glass panels
Fire-rated executions
www.sematic.com
Contents
ELEVATOR WORLD April 2013
36
Vol. LXI No. 4
30
COVER STORY 36
Year in Review: Tall Trends of 2012 by Kevin Brass, Dr. Antony Wood and Marty Carver This 2012 review covers completed towers around the world, as well as construction trends the building industry can expect to see. Cover photo by Marc Tey
FEATURES 30
Inclined Elevator in Port D’Andratx, Spain by Ángel Pérez Sellers This Project Spotlight covers the main components and specifications of this private-residence installation, which views the sea and port.
50
Teachers Endorse Safe-T Rider Program The Elevator Escalator Safety Foundation conducted a survey and focus group on its Safe-T Rider program, and results show an overall positive perception.
CONTINUING EDUCATION 45
Maintaining Elevators and Escalators in the Transit Environment, Part 2
by Tim Eason 111
Continuing Education Assessment Examination Questions
50
F R E E
C a t a l o g
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Contents
72
58
COLUMNS
DEPARTMENTS
34
Young Engineers Club Takes on Cable Car Project
8
Editors’ Overview
10
Calendar
100
Lerch Bates’ Jay Popp Talks Tall Buildings and Traveling by Lee Freeland
16
Comments
18
U.S. Industry News
26
International Industry News
114
Product Spotlight
115
Classified
119
Advertisers Index
120
Last Glance
104
Emergency Access to Elevator Shafts by Dr. Lee Gray
FOCUS ON GREEN ISSUES 52
The Importance of Indoor Air Quality by Sasha Bailey
58
Sustainable Building: In-house LEED Specialists Provide Expertise by Jens Holtgrefe and Silke Richter
66
Energy Labels for Lifts Based on Guideline VDI 4707 by Dieter Roas
72
MVT: Newly Formed, Decades Old by Elizabeth Pate
74
Orona IDeO-innovation city: An Update by Xabier Barrutieta, Eneko Goikoetxea, Javier de la Fuente and Santiago Pérez Ocáriz
80
Energy Models for Lifts by Ana M. Lorente-Lafuente, Dr. José Luis Núñez-Bruis and Dr. Gina Barney
ONLINE EXTRAS www.elevatorworld.com • • • • •
The Council on Tall Buildings and Urban Habitat’s “Tall Buildings in Numbers” infographic spread A timelapse video and article of the 30-story Chinese building built in 15 days More photos on the “Warped Elevator” featured in this month’s Last Glance U.S. Patents APRIL WEB EXCLUSIVE: Scottsdale, Arizona, Fashion Square
74
Mission Statement The mission of ELEVATOR WORLD is the intelligent collection, management and distribution of information for the benefit of the industry, while providing a global marketing platform that expands the reach of the industry to all corners of the world. How to Contact ELEVATOR WORLD • Mail: P.O. Box 6507; Mobile, Alabama 36660 • Shipping: 354 Morgan Avenue; Mobile, Alabama 36606 • Phone: (251) 479-4514 or toll-free: 1-800-7305093 • Fax: (251) 479-7043 • E-mail:
[email protected] or
[email protected] • Website: www.elevatorworld.com Subscriber Services & Back Issues • ELEVATOR WORLD is available in both print and digital verisions. Questions regarding new print or digital subscriptions, renewals, bulk subscriptions, subscription payments, change of address, back issues or billing may call (251) 479-4514 or 1-800-730-5093, ext. 23, 12, or 19. News, Press Releases and Article Submissions • Submissions to be considered for publication should be sent to
[email protected]. Editorial space is non-paid; material is accepted based on newsworthiness or educational value and may be edited. Contact Managing Editor Angela C. Baldwin, ext. 30. Reprints/Permission • To order editorial or advertising reprints, call Patricia Cartee, ext. 23. • To obtain permission to use any part of ELEVATOR WORLD, call Ricia Hendrick, ext. 25. Advertising • For display, classified or online advertising information, contact Advertising Manager Lesley K. Hicks, ext. 29. The Bookstore • For educational books, posters, CDs, DVDs and videos, contact Syreeta White at ext. 19; online at www.elevatorbooks.com; or see our supplemental booklet in this issue. Online • www.elevatorworld.com: News, links, calendar, classifieds, bookstore, feature articles, people and products of the industry. Site updated daily. • www.TheElevatorMuseum.org: Take a tour of the history of the elevator industry. • safety.elevatorworld.com: Complete Safety Handbook PDF plus current revisions, quizzes, safety products, toolbox meetings and links. • www.elevatorworld.com/forums/: Express your opinion, ask for help, join a forum or get technical and business tips. • www.elevatorworldindia.com: Covers information about the free quarterly magazine ELEVATOR WORLD India, including a complete archives section. • www.theeurosource.com: Contains details regarding the yearly EURO Source directory, including the most recent directory in digital format.
Mailing Lists • ELEVATOR WORLD does not release its subscriber list. • The Elevator World Source© published yearly in January provides a comprehensive list of elevator industry suppliers, contractors, consultants and associations. Call Lesley Hicks, ext 29, for more information.
Printed on recycled paper
ELEVåTOR WÅRLD
®
Founder: William C. Sturgeon
STAFF President and Publisher Ricia S. Hendrick, ext. 25
Executive Vice President T. Bruce MacKinnon, ext. 20
Editor Robert S. Caporale, ext. 26
Managing Editor Angela C. Baldwin, ext. 30
Associate Editors Lee Freeland, ext. 41 Elizabeth Pate, ext. 13
Production Manager Lillie K. McWilliams, ext. 15
Graphic Design Associate Jessica Trippe, ext. 16
Web/Graphic Designer Dan Wilson, ext. 28
Director of Commercial Operations Patricia B. Cartee, ext. 23
Vice President of Marketing Brad O’Guynn, ext. 38
Advertising Manager Lesley K. Hicks, ext. 29
Advertising Account Executive Scott O. Brown, ext. 31
Commercial Assistant Cleo Brazile, ext. 12
Educational Sales Service Associate Syreeta White, ext. 19
Financial Associate Emma Gillette, ext. 33
1953
TECHNICAL RESOURCE GROUP Edward A. Donoghue; Dr. Lee Gray; Jim Marcusky; Zack McCain; Al Saxer; George Strakosch; John Koshak; Richard Baxter; and George Gibson CORRESPONDENTS AND CONTRIBUTORS Australia: John Inglis; Canada: John Murphy; China: Peng Jie, Zhang Lexiang, Dr. Albert So; Europe: Luc Rivet; Germany: Andreas Wirths; Hungary: Marius Makovsky; India: TAK Mathews; Iran: Amir Reza Hashemi; Israel: Ami Lustig; Italy: Massimo Bezzi; Japan: Masaru Matsumoto, Yutaka Otagiri, Youichi Saji, Shigeharu Kitamura; Mexico: Raul Gonzales Mora; New Zealand: Bob Johnston; Russia: Viktor Khristich, Yury Kireev; South America: Carmen Maldacena; Taiwan: Spenser Cheng; Turkey: Ersan Barlas; Sefa Targıt; United Arab Emirates: M.J. Mohamed Iqbal; United Kingdom: David Cooper; United States: John Koshak, Jim Coaker, Galen Dutch, Lawrence Fabian, Richard Gregory, David Herres ELEVATOR WORLD, INC. BOARD OF DIRECTORS AND OFFICERS Don Charest, Jo Chateau (Acting Treasurer), James Green, Ricia Hendrick (President, Chairman), Paul Horney, Martha Hulgan, Achim Hütter, T. Bruce MacKinnon (Executive V.P./Secretary), Davis Turner, Tricia Cartee (V.P. Commercial Operations), Brad O’Guynn (V.P. Marketing) CORRESPONDING PUBLICATIONS Argentina: Revista del Ascensor, Subir y Bajar; Brazil: Revista Elevador Brasil; China: China Elevator; Germany: Lift Report, Lift Journal; Greece: Anelkistiras – Greek Elevation Magazine; Iran: Donya-ye Asansor; Italy: Elevatori; Japan: Elevator Kai; Korea: Elevator & Parking Systems; The Netherlands: Liftinstituut Mededeling, Liftbouw; Poland: Dzwig Magazyn; Russia: Lift Russia; Spain: Ascensores y Montacargas, Vertical Report; South Africa: Lift Africa Magazine; Turkey: Asansör Dünyasi; Ukraine: Lift Expert; United Kingdom: Elevation ELEVATOR WORLD India is a quarterly magazine pubished by Elevator World, Inc. (Mobile, Alabama) and Virgo Publications (Bangalore, India). Advertising and subscription information can be found at website: www.elevatorworldindia.com. ELEVATOR WORLD is a registered trademark and all rights reserved. Copyright © 2013. For permission to reprint any portion of this magazine, please write ELEVATOR WORLD at P.O. Box 6507; Mobile, AL 36660. ELEVATOR WORLD is published in the interest of the members of the elevator industry, to improve communication within the industry and to further the continuing education of members of the industry. ELEVATOR WORLD publishes articles by contributing authors as a stimulation to thinking and not as directives. ELEVATOR WORLD publishes this material without accepting responsibility for its absolute accuracy, but with hopes that the vast majority of i t will have validity for the field. The ideas expressed therein should be tempered by recognized elevator engineering practices, guidelines, codes and standards. Publication of any article or advertisement should not be deemed as an endorsement by ELEVATOR WORLD. Printed by Cummings Printing, Inc., 4 Peters Brook Drive, Hooksett, NH 03106-6495. Periodicals postage paid at Mobile, Alabama, and at additional mailing office. Post Office Publication Number 172680 (ISSN 0013-6158), under the act of March 3rd. U.S. Pat. Office. POSTMASTER: address all correspondence to Elevator World, Inc., P.O. Box 6507, Mobile, AL 36660; fax: (251) 479-7043. Published on the 1st of the month. Subscription rates (print): U.S. and possessions: $75/ one year, $125/two years, $175/three years. International, including Canada: $125/one year, $225/two years, $325/three years; Digital format: $25; Single copies (print or digital): $15; THE ELEVATOR WORLD SOURCE© (print or digital): $46. (All subscribers receive THE ELEVATOR WORLD SOURCE© free.)
M X
MCX9
When Standard 8 x19 Sisal Core ropes come into contact with today’s “tight” elevator systems the results are pretty scary. You see much shorter hoist rope life and experience system breakdowns. No matter how low the initial cost, using old- fashioned Sisal Core rope designs in modern elevator systems featuring smaller, faster drive sheaves, closer sheave placements, tough reverse bends, and lower safety factors with dynamic rope loads, is just begging for real trouble. Which is why experienced professionals turn to Brugg X-series (Mixed and Steel Core) Point Contact ropes. These ropes can last from 200% to 600% longer than Sisal Core (use Brugg Rope Life Predictor to see for yourself) . And they offer rounder cross sections, lower elastic and permanent elongation rates, and greater flexibility than Sisal ropes too. Brugg X-series ropes save you big money over the life of
a contract because you rerope far less (and labor costs are about 75% of the cost of reroping). And since building owners often renew maintenance contracts with (or give new bids to) those they rarely call for breakdowns, using a High Performance (Brugg HP rope) now could extend the life of that service contract you’ll be bidding on later. Modern elevators are eating Sisal Core ropes alive. You can either check out X- series ropes or swim on alone. But if you decide to go the cheap route don’t be surprised with the consequences — they could turn out to be costly.
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E
ditors’ Overview by Robert S. Caporale, MSc
A Global Focus on “Green” Issues
It was recently reported by the International Energy Agency (IEA) that by 2020, the U.S. would surpass Saudi Arabia as the world’s leading oil-producing nation. However, IEA also anticipates that by 2035 the world energy demand will have risen 35%, necessitating a rapid rise in the use of renewable energy sources, along with lowering dependence on nuclear power, caused in part by the 2011 Fukushima Daiichi earthquakeinitiated power-plant disaster that occurred in Japan. In line with these predictions, we can expect to see the continuing development and use of wind and solar power to satisfy the world’s energy requirements, and this will continue to have a significant impact on the elevator industry, as evidenced by the recent announcement from Schindler of a solarpowered residential elevator reported on in this month’s annual Green Issue of ELEVATOR WORLD. Also included in this month’s issue are a number of feature stories and reports pertaining to how our industry is continuing to be environmentally responsive. Numerous elevator companies are actively participating in new-installation and modernization projects that are in compliance with the U.S. Green Building Council’s national standard for the Leadership in Energy and Environmental Design (LEED®) rating system for commercial, institutional and residential buildings. With the goal of such proj8
| WWW.ELEVATORWORLD.COM | April 2013
ects being to obtain the highest LEED ratings possible, it is essential the elevator industry play its part in this by providing energy efficient and sustainable equipment. Companies with equipment that can meet these criteria will have a significant competitive advantage, and this is the case not only in the U.S., but also throughout the rest of the world. A report in this month’s issue by Dieter Roas of TÜV SÜD Industrie Service describes how the aforementioned situation affects elevator companies in Europe and the guidelines that have been established in Germany for elevator companies to follow in this regard. Additionally, an article by ORONA not only brings us up to date on the progress that has been made on the construction of its new corporate headquarters and R&D center in Donostia-San Sebastián, Spain, but also how it will comply with the Spanish Building Research Establishment Environmental Assessment Method ES (LEED equivalent) system. An article by Ana M. LorenteLafuente, José Luis Núñez-Bruis and Dr. Gina Barney presents the energy standards with which elevators in Europe must comply. Presented within this article are standards that have been adopted throughout Europe and the methods used to assess and classify the energy consumption of lifts when running, as well as when they are in the standby mode.
Sasha Bailey of ThyssenKrupp Elevator has also provided a fine article on the importance of indoor air quality and how this relates to the design of elevator cabs. In this article, Bailey discusses not only the responsibilities in this regard to elevator installation and refurbishment companies, but also how and why they must be sure the products of their suppliers are responsive to this need. This is a must-read article for all elevator contractors and cab designers. The environmental responsibilities of elevator contractors and equipment suppliers of hydraulic elevators is the focus of an article on Mongrain Vertical Transport (MVT). Designing equipment for the present and planning for the world’s future environmental needs are discussed in detail in this article. In addition, MVT’s plans for how it will face the environmental challenges of the future are also explained. As in years past, readers of this year’s Green Issue will obtain a great deal of insight and knowledge relative to how our industry is addressing the environmental challenges of the present as well as the future. The goal being to ensure that the world will be a better and more sustainable place for us all to live in the coming decades. So be sure to read this month’s issue from cover to cover, as it is one of the most, if not the most, important EW issues of the year.
Calendar of Events To have an organization’s meetings listed in the Calendar, send details to ELEVATOR WORLD, P.O. Box 6507, Mobile, AL 36660. Material must be received two months prior to the date(s) of the issue in which you would like the event listed. Legend: Charitable/social event Education/training Meeting/conference Trade show/convention
22-26 – ISO/TC 178 Plenary and WG Meetings, 2 Park Avenue,
New York, NY. For more information, contact Geraldine Burdeshaw at phone: (646) 369-4467, fax: (212) 591-8501 or e-mail: burdeshawg@asme. org. 29-May 2 – IAEC Forum, San Antonio Marriott Riverwalk, San Antonio, TX. For more information, contact the International Association of Elevator Consultants (IAEC) at website: www.iaec.org.
MAY 2013
2013
APRIL 2013
1 – ASME A17.7/CSA B44.7 Performance-Based Code for Elevators and Escalators MasterClass, ASME
Headquarters, New York, New York. For more information, contact Marian Hess at phone: (212) 591-7161, e-mail: hessm@ asme.org or website: go.asme. org/masterclass101.
4-7 – Asansör Istanbul, TÜYAP
Beylikdüzü Fair and Congress Center, Istanbul, Turkey. For more information, contact the Istanbul Fair Organization at e-mail:
[email protected] or website: asansoristanbul.com . 8-12 – NAESA International QEI Training Course and Certification Exam, Baltimore,
MD. For more information, contact NAESA at phone: (360) 292-4968 or website: www. naesai.org/calendar.php . 10 – ECNY 2013 Supplier Showcase,
Villa Barone Manor, Bronx, NY. For more information, contact Doug Gilman at phone: (516) 248-7878 or e-mail: doug@ elitecabs.com. 13-16 – NAEC Spring Educational Conference, Ritz-Carlton
Laguna Niguel, Dana Point, CA. For more information, contact the National Association of Elevator Contractors’ (NAEC) Amanda Smith at phone: (770) 760-9660, fax: (770) 760-9714, e-mail:
[email protected] or website: www.naec.org . An expanded calendar with associated industry events is available at website: www.elevatorworld.com/ directory/event .
10
6-10 – ASME A17 Standards Committee Meetings, Boston,
MA area. For more information, contact Geraldine Burdeshaw at phone: (646) 369-4467 or e-mail:
[email protected]. 22-23 – Liftex 2013, London, U.K. Contact the Lift and Escalator Industry Association at website: www.liftex2013.com. 29-31 – LIFTBalkans 2013, Sofia, Bulgaria. For more information, contact organizer Via Expo Ltd. at e-mail:
[email protected]. JUNE 2013 4-8 – CECA Annual Convention,
Hilton Fallsview Casino and Resort, Niagara Falls, Canada. Contact organizer at website: www.ceca-acea.org. 6-8 – Lift Expo Russia, All-Russia Exhibition Center, Moscow, Russia. For more information, contact Evgenia Filippova at phone: (7) 495-974-7777, ext. 1067 or e-mail: filippova@ lift-expo.com.
| WWW.ELEVATORWORLD.COM | April 2013
10-14 – NAESA International QEI Training Course and Certification Exam,
Champaign, Illinois. For more information, contact NAESA at phone: (360) 292-4968 or website: www.naesai.org/ calendar.php. 11-12 – CTBUH 2013 International Conference, London, UK. For
more information, contact Patti Thurmond at e-mail:
[email protected] 18-20 – Elevator U Conference, Scheman Center, Iowa State
University, Ames, IA. For more information, contact Terri Flint at e-mail: tlfl
[email protected]. Continued
EDUCATION/ TRAINING COURSES Elevate Training Course London – September 19, 2013 Elevate Training Course (advanced class) London – September 20, 2013 Elevate Training Course Hong Kong – November 28, 2013 Elevate Training Course (advanced class) Hong Kong – November 29, 2013 Elevate Training Course Sydney – December 2, 2013 Elevate Training Course (advanced class) Sydney – December 3, 2013 For complete details on Elevate Training Courses, contact Peters Research Ltd. at website: www. peters-research.com/training. AMERICAN SOCIETY OF MECHANICAL ENGINEERS (ASME) INTERNATIONAL PROFESSIONAL DEVELOPMENT COURSE
For information on all courses, contact ASME toll free: (800) 843-2763 (outside North America: (973) 882-1170, fax: (973) 882-1717 or (973) 882-5155, e-mail:
[email protected] NAESA INTERNATIONAL QEI AND CODE TRAINING
For more information on all NAESA International Education programs and QEI testing, contact Dotty Stanlaske at phone: (360) 292-4968, fax: (360) 292-4973, e-mail:
[email protected]
Calendar
Continued
SEPTEMBER 2013
9-13 – ASME A17 Standards Committee Meetings, Canada. For more information, contact Geraldine Burdeshaw at phone: (646) 369-4467 or e-mail:
[email protected]. 22-26 – NAEC Annual Convention and Exposition, Tampa Convention Center, Tampa, FL. For more information, contact the National Association of Elevator Contractors’ (NAEC) Amanda Smith at phone: (770)
760-9660, fax: (770) 760-9714, e-mail:
[email protected] or website: www.naec.org . 26-27 – Symposium on Lift and Escalator Technologies, Highgate House, Northampton, U.K. For more information, visit website: www.liftsymposium. org. OCTOBER 2013
15-18 – Interlift 2013, Messezentrum, Augsburg, Germany. For more information, contact Joachim Kalsdorf or Sandra Geissler at Continued
REGIONAL MEETINGS AND EVENTS Canadian Elevator Contractors Association (CECA) Central Region
Meetings are held the first Thursday in February, April, October and December. Contact Brian Elliott at phone: (519) 745-5789, fax: (519) 745-7587, or e-mail: belliott@ delta-elevator.com Canadian Elevator Contractors Association (CECA) Eastern Region
Four meetings per year on an as-needed basis. Contact Pedro Oughourlian at phone: (514) 745-4455, fax: (514) 745-6613 or e-mail:
[email protected]. Canadian Elevator Contractors Association (CECA) Western Region Four meetings per year on
an as-needed basis. Contact Heiner Marnet at phone: (604) 299-4455, fax: (604)299-4453, or e-mail:
[email protected]. Chicago Elevator Association (CEA)
First Thursday of each month, September-June (no meetings during July and August). Contact Tom Przybyla at phone: (708) 371-2444 or fax: (708) 371-2477. Elevator Association of Florida
Meeting is held on the second Tuesday of January, April, July and October. Contact President Tom Waardenburg at phone: (954) 987-2038, fax: (866) 644-0130, e-mail: info@fla-elevatorassociation.org or website: www.fla-elevator-association.org. Elevator Association of Minnesota (EAM) September, December,
spring and a June golf outing. Contact Rick Lowenberg of Minnesota Elevator, Inc. at phone: (507) 245-4208.
12
| WWW.ELEVATORWORLD.COM | April 2013
Elevator Conference of New York (ECNY) Dates to be announced on
the ECNY website. Contact ECNY at e-mail:
[email protected] or website: www.ecnyweb.com. Elevator Industry Group of Southern California (EIGSC) Third Tuesday
of each month, January-May and September-December at Les Freres Taix Restaurant, 1911 Sunset Boulevard, Los Angeles, beginning at 11:30 a.m. Contact EIGSC at website: www. elevatorindustry.com. International Association of Elevator Consultants – New York (IAEC-New
York Region) Meets quarterly in March, June, September and December on the second Tuesday in New York, NY. Contact Joe Neto, Jr. at e-mail: jneto@josephneto. com. Massachusetts Elevator Safety Association (MESA) Meetings are held on
the second Tuesday of each month (except June, July and August) at the Phillips Old Colony House, Boston (Dorchester), MA. Contact President Eric Tragash at phone: (860) 678-7987, Treasurer Joe Zarba at phone: (508) 586-3610, e-mail:
[email protected] or website: www.mesassoc.com. The annual safety seminar is held in October of each year, with the golf outing in September of each year. Northern California Elevator Industry Group (NCEIG) Second
Wednesday of each month (except July, August and September). Contact NCEIG at website: www. nceig.org for meeting dates and locations.
Calendar
Continued
phone: (49) 0-821-58982-340, fax: (49) 0-821-58982-349, e-mail:
[email protected] or website: www.interlift.de.
JANUARY 2014 6-10 – ASME A17 Standards Committee Meetings. For more information, contact Geraldine Burdeshaw at phone: (646) 369-4467 or e-mail: burdeshaw@ asme.org.
MARCH 2014 29-April 1 – NAEC Spring Educational Conference, Sanibel Harbour Resort and Spa, Fort Meyers, FL. For more information, contact the National Association of Elevator Contractors’ (NAEC) Amanda Smith at phone: (770) 760-9660, fax: (770) 760-9714, e-mail:
[email protected] or website: www.naec.org.
MAY 2014 5-9 – ASME A17 Standards Committee Meetings. For more information, contact Geraldine Burdeshaw at phone: (646) 369-4467 or e-mail: burdeshaw@ asme.org.
JUNE 2014
3-7 – CECA Annual Convention, Quebec City, Canada. Contact organizer at website: www. ceca-acea.org. 10-14 – International Mechanical, Electrical & Engineering Exhibition, Kuala Lumpur Convention Centre, Kuala Lumpur, Malaysia. For more information, contact UBM MALAYSIA at phone: (603) 2176-8788, fax: (603) 2164-8786 or e-mail:
[email protected].
SEPTEMBER 2014
14
| WWW.ELEVATORWORLD.COM | April 2013
8-11 – NAEC Annual Convention and Exposition, Henry B. Gonzales Convention Center and Grand Hyatt San Antonio, San Antonio, TX. For more information, contact the National Association of Elevator Contractors’ (NAEC) Amanda Smith at phone: (770) 760-9660, fax: (770) 760-9714, e-mail:
[email protected] or website: www.naec.org.
Sassi Gearless
The project is created by our engineers, but the noise-less is inspired by nature. For more information about the Gearless range, please visit our web-site www.sassi.it
Comments
We invite comments from our readers at either the following postal, e-mail or Internet address: Postal: P.O. Box 6507; Mobile, AL 36660 E-mail:
[email protected] Website: www.elevatorworld.com ELEVATOR WORLD reserves the right to edit comments for length and clarity.
“ON CAMERA” KUDOS Thank you for featuring our “712 Main Street, Houston, Texas,” project in ELEVATOR WORLD’s February 2013 issue! It looks amazing! Kudos to you and your talented editorial team. Susan Flyzik Eklund’s Inc. P.O. Box 1566 Grapevine, Texas 76099 INDUSTRY PROFILE ON LIÊN RANDLE The Industry Profile on Liên Randle (ELEVATOR WORLD, May 2012) was a fantastic and impressive story. Randle is a force to be reckoned with in our industry, overcoming all the odds listed in the article with much style and grace. It is most impressive. I am proud of our association and Randle’s involvement, and all the trailblazers before her. She has real chutzpah. Mary Lewis
[email protected] THE LOSS OF STURGEON While reading through the December 2012 issue of ELEVATOR WORLD, I learned about the loss of William C. Sturgeon. I cannot fail to send you my heartfelt condolences. Sturgeon was a great man of superior competence and charisma. He was a man that my father, Corrado, deeply admired and was proud of his friendship. The void left by these unique people is something that we all feel. I am sure they will remain a clear example to everyone across the world for a long time. Carlo Daldoss President Daldoss Elevetronic SpA
[email protected]
16
| WWW.ELEVATORWORLD.COM | April 2013
EDITOR’S OVERVIEW CORRECTION Every month, I enjoy and appreciate reading ELEVATOR WORLD for its excellent coverage of all related topics to the elevator and escalator industry in general. But, as I was reading your EW February 2013 issue, I noticed a small error in your Editor’s Overview “Overview of the Industry,” where you wrote, “. . . the major storm that hit the northeastern U.S. on September 29, 2012.” The correct date should be October 29, 2012. Waldir Ribeiro Senior Engineer Schindler
[email protected]
We appreciate your correction of the error I made in my column about the date of Hurricane Sandy. We should have caught this during our proofing process, but as hard as we try to prevent errors in our copy, every so often, something like this gets by us. It’s good to know that loyal readers like you are looking after us. . . . Editor This two-DVD set provides a visual walkthrough of Elevator Fire Service Operations as required by ASME A17.1 1973-2009 including selections of code from NFPA72. The DVD is available in US and
6 Hours
Canadian versions.
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U.S. ATLANTA AIRPORT TO RECEIVE KONE MODERNIZATION
KONE will modernize 29 escalators at the Hartsfield Jackson Atlanta International Airport, which is among the world’s busiest airports. The contract includes 15 EcoMod® escalators ranging in rise from 13-46 ft. and 14 moving walks ranging in length from 167-307 ft. This is the airport’s fourth project to utilize the EcoMod solution, which involves the full replacement of escalators and/or moving walks without truss removal. In addition, KONE has served as the airport’s maintenance provider for the airport since its construction in 1979. The project will commence in May and is expected to be completed in February 2016. PEELLE MODERNIZES UN HEADQUARTERS ELEVATORS
The Peelle Co. has modernized the freight-elevator doors of the United Nations (UN) Headquarters in New York City. The company was contracted by KONE to motorize the existing 11 doors and seven gates on four freight elevators. Two door systems were originally installed by Peelle during the complex’s construction between 1947 and 1952. The units will also receive new controllers, fixtures and jacks. Modernization of the UN Headquarters’ 20 passenger elevators was completed by KONE in 2012. Another part of that project was KONE’s installation of three new passenger elevators, the entrances of which Peelle installed during that phase. BIALY TO PRESENT ASME MASTERCLASS
Louis Bialy, P.E., will present a new one-day American Society of Mechanical Engineers (ASME) MasterClass training program to provide in-depth knowledge on the application of the ASME A17.7/CSA B44.7 Performance Based Code for Elevators and Escalators. The event will be held on May 1 at ASME headquarters in New York City. Case studies and active group discussion will demonstrate
Industry News
the application of the code and responsibilities of manufacturers, Accredited Elevator/Escalator Certification Organizations and enforcing authorities. Bialy has 32 years of experience in elevator and escalator engineering. He said of the program: “This ASME MasterClass is designed to demonstrate how the ASME A17.7/B44.7 performance-based code provides a structured process for ensuring safety, while enabling innovation. It is structured on the assumption that participants have some working knowledge of the ASME A17.1/B44 code.” For more information or to register, contact Marian Hess at phone: (212) 591-7161, e-mail:
[email protected] or website: go.asme.org/masterclass101. SYSKA HENNESSY PERSONNEL CHANGES
Global consulting, engineering and commissioning firm Syska Hennessy Group, Inc. has hired Mike Rosenberg to lead the company’s regional commissioning practice from its Chicago office. Rosenberg brings more than 30 years of experience in design, installation, startup, operation, testing and troubleshooting of major building systems. For the past 22 years, he has served with a number of engineering and commissioning companies almost exclusively on commissioning building systems throughout the Midwest. Rosenberg has developed commissioning specifications, managed resources and teams, observed construction, and implemented and witnessed functional testing of building systems and troubleshooting. Traditionally, the commissioning practice for this location has been a blend of individual services from various locations, but the company has since organized it to become a centralized core offering from the Chicago office. The company stated Rosenberg represents a key component of its overall national growth, as well as its dedication to providing total-building solutions throughout the Chicago and Midwest region. Syska Hennessy also relocated Hamish List, a project manager and mechanical engineer, from its Los Angeles office to the group’s San Diego branch. List is a Leadership in Energy and Environmental Design Accredited Professional and, as of February, was seeking High-Performance
g r e b n e s o R
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U.S. Industry News
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Building Design Professional Certification. List will serve as the project manager and lead mechanical engineer on the San Diego Convention Center expansion project. In addition, he will play a leading role in projects throughout the southern California region.
dominiums, a hotel, ground-floor restaurants and retail space. Since 2006, the church has planned to improve open space and environmental sustainability at the site and better use its available real estate. Boston has approved the project’s project’s scope, and construction is set to begin at the end of the year.
PFLOW ANNOUNCES NEW FIELD TECHNICIAN
PFlow Industries, Inc., a manufacturer of vertical reciprocating conveyors, recently added Charlie Jenkins as a field technician. Jenkins will supervise the installation and startup of lifts, as well as perform any ongoing maintenance. He has 20 years of experience s n i in manufacturing maintenance, in k n e J cluding work with automatic storageretrieval systems and continuous-flow manufacturing. “[Jenkins] brings a unique perspective to servicing our lifts with his background in building maintenance,” PFlow Product Support Manager Pat Hermann said. TWO TOWERS FOR BOSTON’S
OTIS PROFILE RELEASED
Research and Markets has released “Otis Elevator Company: Company Profile and SWOT Analysis” to its list of publications. The profile contains in-depth information and data about the company and its operations. It includes a company overview; business description; strengths, weaknesses, opportunities and threats (SWOT) analysis; key competitors, facts and employees; locations and subsidiaries; company history; and information on products and services. The product can offer insight into the marketplace and a better understanding of internal and external industry factors, in addition to the chance to recognize potential partnerships and suppliers. For more information or to purchase, visit website: www.research andmarkets.com/research andmarkets. com/research/dmfnfl/otis_eleva /dmfnfl/otis_elevator. tor.
CHRISTIAN SCIENCE PLAZA
The construction of two high rises has been planned to revitalize Boston’s 14.5-acre 14.5-acre Christian Science Plaza. On January 23, the First Church of Christ, Christ, Scientist announced it had chosen Carpenter and Co. of Cambridge, Massachusetts, as master developer of 20- and 50-story towers on Belvidere and Dalton streets in the city’s Back Bay. Designers include Henry Cobb of New York City and Cambridge Seven Associates of Cambridge. According to Engineering News-Record, the taller tower would be one of the tallest structures in Boston. The buildings are to be mixed use, including apartments, con-
EKLUND’S HIRES REPRESENTATIVES
Eklund’s Inc. has announced the hiring of two business-development representatives. Janel Durko re joined Eklund Eklund’s ’s in r o o l k r y the company’s Chi a u D G cago office, having briefly departed after five years of being an Eklund’s Continued
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U.S. Industry News
Continued
representative in Chicago. Mark Gaylor was added to the company’s Maryland team and has more than 12 years of architectural sales experience, having spent several years as a project manager and estimator in the industry. He formerly worked for Jangho Curtain Wall Americas; ANCO, Inc.; YKK; and U.S. Aluminum, among others. BUREAU VE RITAS APPOINTS INSPECTION/CERTIFICATION VP
Bureau Veritas has selected Jorge Hercules to serve as vice president (VP) of its Elevators and Certification Division in North America. In his new role, Hercules will be responsible for the operations and continued growth of the divisions. Hercules has more than 36 years of experience in the testing, inspection and certification industry. Having been with Bureau Veritas for 32 years, he has gained knowledge of the organization’s global operations and inspection and auditing capabilities. s e l u c Hercules said: r e H “I am thrilled to be moving into this new position, leading two key growth areas for Bureau Veritas in North America. Utilizing modern technology and processes in a traditionally ‘manual’ industry allows us to provide faster and more accurate inspections and audits, benefitting our clients and inspectors. For our elevator-inspection group, this results in our ability to provide 160,000 inspections annually. . . while providing our clients faster turnaround times in all 50 states. . . .” Bureau Veritas’ National Elevator Inspection Services, Inc. is headquartered in St. Louis and is one of the largest elevator-inspection companies in the U.S., providing inspection services in all 50 states, the Virgin Islands and Puerto
Rico. The Bureau Veritas Certification systems-certification registrar serves more than 80,000 companies in more than 100 countries. LOS ANGELES TOWER DESIGN UNVEILED
In February, the final design of Wilshire Grand in downtown Los Angeles was unveiled by its developer Korean Air and the project team (ELEVATOR WORLD, July 2012). The 73-story mixed-use tower, which is expected to open in January 2017, is replacing the former Wilshire Grand Hotel and will feature a glass pediment spire, topping out at 1,100 ft., making it among the tallest buildings in the western U.S. The building will be equipped with 35 elevators and 14 escalators. The luxury hotel was designed by AC Martin of Los Angeles and will include retail and office space. In addition, Martin Project Management will oversee project management. Hanjin International, owner of Wilshire Grand, has a longstanding partnership with Korean Air, both of which have contributed to the city’s economic activity. Turner Construction Co. will oversee the project’s con A rendering of Wilshire Grand (photo courtesy struction, which will be of AC Martin) conducted by members of the Los Angeles/Orange Counties Building & Construction Trades Council, creating more than 11,000 local jobs. Continued
Three models to choose from:
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U.S. Industry News
Continued
By deconstructing the existing building, instead of imploding or demolishing it, many of the materials will be recycled, bringing an estimated US$4 million in recycling revenue. In addition, green-building techniques will be used, allowing the project to achieve Leadership in Energy and Environmental Design Silver certification. ALPS WIRE ROPE OPENS HOUSTON LOCATION
Alps Wire Rope has opened a warehouse location in Houston. Abe Guerrero will serve as branch manager, joining the existing sales team, which includes Market Development Manager Rick Coughran and Bill Lee. The increase in demand for wire-rope products in the region led to the opening of the distribution location. “It is about time. It has been 10 years in the making,” Coughran said. SCHINDLER 3300 GOES SOLAR
Schindler introduced an elevator powered by solar energy in February. The elevator, an adapted version of the company’s Schindler 3300 model, is being introduced to the market and is planned to be launched to the full market later this year. It boasts energy savings of 50% per year, compared to a conventional model. The elevator can be operated with solar energy, power from the grid, or a
combination of both. Full-solar operation is possible, depending on the configuration and available sunlight. The elevator’s rooftop solar panels are sized according to the building’s anticipated traffic level and larg e enough to power the elevator during extended periods of reduced sunlight. Tapping into the stored solar energy is intended to help ensure continuity of operation and minimize the risk of entrapment. Energy captured by the rooftop solar panels can be used immediately, stored in batteries and/ or resold to the grid. “This is just the starting point for elevators powered by renewable energy,” remarked Alain Garrigue, Zone Business manager at Schindler. “We will continue to optimize the technology. . .” SNAPCAB WEBSITE RELAUNCH
SnapCab has relaunched its website (www.snapcab. com) to help customers through the process of selecting, ordering and installing a new elevator interior. The site features a showroom, computer-aided-design drawings, Construction Specifications Institute three-part specifications and other resources for all SnapCab predesigned models. The site also features an interactive Google map to locate thousands of SnapCab projects, live chat and the ability to schedule an online design session with a project manager.
16th ANNUAL
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ATLANTIC ELEVATOR HIRES SERVICE SALES MANAGER
Network with your peers. Learn from those who have been there and done that
Hear from experts on common issues and get solutions that work on issues from Maintainability, Specifications and Procurement
Elevator tradeshow just for universities One-on-one time with elevator industry vendors
Silent Auction – Proceeds Donated to EESF
r r a C
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Atlantic Elevator has hired Erin Carr as Service Sales manager. Prior to joining the company, Carr was employed by Schindler, most recently as District Service manager. She will primarily be responsible for the expansion of the company’s maintenance client base across the region. In addition, she will
oversee and direct the sales team and provide the necessary leadership to ensure customer satisfaction throughout the sales process. During Carr’s tenure at Schindler, she gained experience in identifying and securing new business opportunities, managing national accounts and overseeing field service personnel across the region. A Connecticut native, Carr graduated from Boston College with a BS in Marketing and Economics, and has taken courses to complete her MBA at the University of Connecticut. She is also OSHA certified. KJA ANNOUNCES NEW ASSOCIATE DIRECTOR KJA Consultants Inc., one of North America’s oldest consulting firms, recently announced the addition of Kathryn Byszewski as associate director for the U.S. Byszewski has more than 20 years of elevator-industry ex i k s perience, and has worked in both sales w e z and project management positions for s y B various major projects. Byszewski has also held senior managing roles in sales and operations activities for major elevator companies in the Northeast U.S. WASHINGTON, D.C., METRO AWARDS KONE MODERNIZATION CONTRACT The Washington Metropolitan Area Transit Authority (WMATA) has awarded KONE a contract to replace 128 escalators at 34 stations throughout Washington, D.C.’s transportation system. The contract is part of WMATA’s improvement program, Metro Forward. KONE will replace the existing escalators with its ecologically efficient, heavyduty transit escalators, designed to meet the demands of areas with high traffic volumes. The project is expected to be completed by 2020.
In
Memoriam
JAMES B. EKLUND James “Jim” B. Eklund, founder of Eklund’s Inc., passed away on December 5, 2012, at the age of 76. The St. Paul, Minnesota, native began working at an elevator-manufacturing plant in Minnesota at the age of 18. He became a salesman there, and, in 1973, the expanding company sent him to Odessa, Texas, to start a new elevator factory. Seven years later, Eklund moved his family to Grapevine, Texas, and opened his own elevator-cab-manufacturing company, Eklund’s. His vision was to create a niche business to meet the expanding needs of the elevator trade with a top priority on customer service and satisfaction. Eklund retired at age 65, passing Eklund’s leadership to the next generation in his family. His daughter, Beth Cunningham, is president, and his two grandsons, Heath Cunningham and Joseph Eklund, hold management positions within the company. Eklund is also survived by his wife, Bernes, and two other children.
RODOLFO “RUDY” ALVARELLOS The Elevator Conference of New York announced that one of its members, Rodolfo “Rudy” Alvarellos, passed away on February 13. Alvarellos was an employee of GCF Inc./Tri-Tronics and a part of the elevator industry for more than 15 years. He is survived by his wife, Christine; mother, Sara; and siblings, Omar and Adrianna. Alvarellos was interred at Maple Grove Cemetery in Richmond Hill, New York.
April 2013 | ELEVATOR WORLD | 25
Dynamic
International
INDUSTRY NEWS
Australia ___________________ AUSTRALIA TOWERS IN THIRD STAGE
Construction began on the third stage of the Australia Towers development in January. This phase involves construction on One Australia Avenue in Sydney Olympic Park, to stand 120 m above sea level, making it what The Daily Telegraph calls “the tallest building in western Sydney.” The 30-story tower is to contain 300 apartments and a glass-clad roof garden/restaurant. According to Philip Vivian, director of the project’s architectural firm Bates Smart, “The final two towers on Australia Avenue are linked by a low-rise podium with retail tenancies and a gymnasium to create a lively street frontage.” The project is the third installment in a joint venture between Ecove and the Sydney Olympic Park Authority. The first tower was completed in early 2012 and houses around 600 residents in 216 apartments. The second tower, ATII, is to house 267 apartments and be completed in late 2014. Completion of One Australia Avenue is set for mid 2015.
Canada ____________________ MARINE GATEWAY DOOR, ENTRANCE CONTRACT
Peelle received orders from Minnesota Elevator, Inc. to supply 20 landing doors, 11 car gates and 20 channel-iron entrance frames for seven KONE elevators in Marine Gateway, Vancouver’s mixed-use, transit-oriented development (ELEVATOR WORLD, December 2012). Located adjacent to both the Marine Drive Canada Line station and South Vancouver bus loops, the Leadership in Energy and Environmental Design Gold-certified complex combines 820,000 sq. ft. of residential condominiums, rental housing, office buildings, and retail and public spaces.
Germany __________________ GUSTAV WOLF ANNOUNCES PERSONNEL CHANGES
Gustav Wolf Rope and Wire Works GmbH & Co. KG has announced personnel changes. Antonio J. Pagán was promoted to Export Sales manager of wire ropes. Located in Madrid, he will manage products outside of Germany with a focus on southern and Eastern Europe and South and Central America. He joined the company in 2009 as a
sales manager and was responsible for elevator wire rope in southern Europe. Pagán has more than 10 years of experience in the elevator industry and a degree in Physics from the Autonoma University of Madrid.
n á g a P
s n i k p o H
n i M
Jim Hopkins has joined Gustav Wolf Wire Rope (Suzhou) Co., Ltd. as Operations manager in Suzhou, China. He will lead the company in production, maintenance and process engineering. Hopkins has more than 40 years of mechanical engineering experience and a degree in Mechanical Engineering from the University of Birmingham in the U.K. In addition, he is a certified inspector for Xerox and a member of the Institute of Quality Assurance and American Society of Quality Control. Amy Zhou Min has returned to her former position as deputy general manager at Gustav Wolf Wire Rope (Suzhou) Co., Ltd. in Suzhou. As a member of the original management team in 2007, Min supported the startup of the business. In 2010, Min temporarily left the company. Prior to joining Gustav Wolf, Min worked with BP (China) Holdings Ltd. and Mead Johnson. Min has a degree in English and an MBA.
Japan ______________________ TOSHIBA HOLDS ENVIRONMENTAL EXHIBITION
Toshiba Corp. held its 22nd Environmental Exhibition at its headquarters in Tokyo on February 7-8. The exhibition showcased approximately 90 of the company’s latest environmentally conscious products and initiatives. Toshiba is promoting its “Toshiba Group Environmental Vision 2050,” which demonstrates what future environmental lifestyles could entail. The exhibition is open to the public and organized in four sections, each reflecting an aspect of Toshiba’s approach to ecologically friendly practices, which include “Greening of Products,” “Greening by Technology,” “Greening of Process” and “Green Management.” Continued
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International Industry News
Continued
Malaysia ___________________ EXPO TO INCLUDE IEM PARTICIPATION
The International Mechanical, Electrical & Engineering Exhibition, set for June 10-14, 2014, at the Kuala Lumpur Convention Centre in Kuala Lumpur, has garnered support from the Institute of Engineers, Malaysia (IEM). The professional body of approximately 23,000 engineers will organize technical seminars on “Vertical Transportation and Power Generation,” in addition to other environmentally friendly topics. There is also an opportunity for attendees to earn Continual Progress Development Points at the event. For more information, contact UBM MALAYSIA at A-81, Level 8, Hampshire Place Office, 157 Hampshire, 1 Jalan Mayang Sari 50450, Kuala Lumpur, Malaysia; phone: (603) 2176-8788; fax: (603) 2164-8786; or e-mail:
[email protected].
Middle East
________________
TWO TOWERS LAUNCHED BY DAMAC
Damac Properties is building a 150-m-high tower opposite Kingdom Tower in Riyadh, Saudi Arabia, and a 355-m-tall tower in Dubai Marina, Dubai. The former is branded “Damac Esclusiva Luxury Serviced Apartments,” and the latter has been dubbed “Damac Residenze.” The Riyadh project will contain approximately 100 luxury serviced apartments designed by Fendi, while the Dubai project will contain approximately 200 Fendi-branded properties, with regular Damac properties below. Arabtec has been appointed as main contractor for the 82-story Damac Residenze, and Al Hashim is carrying out the substructure work on the Riyadh project. Their values are estimated at US$327 million and US$213 million, respectively. Both developments are to be completed in 2016.
Rendering of Damac Residenze in Rendering of Damac Esclusiva in Riyadh, Dubai Marina, Dubai (courtesy of DAMAC) Saudi Ar abia (court esy of DAMAC)
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North America
_____________
NEW SCHINDLER FLEET VEHICLES
Schindler announced in February that it began the process of replacing more than 500 sedans in its North American vehicle fleet with the Toyota Prius Two, a gasoline/electric hybrid sedan. The process is expected to reduce the company’s greenhouse-gas emissions by 42% versus those of the company’s current sedan fleet. Schindler claims a 34% reduction (2,358 gal. of gasoline per year) in fleet greenhouse emissions following a 2010 replacement of its 2,000-plus non-sedan fleet with the Chevrolet HHR. The sedan fleet replacement will take place over the next three to four years.
Spain ______________________ MP GETS CONTRACT FOR AIRBUS STATION
MP Lifts has signed a contract with construction company Sacyr for the manufacture, supply and installation of the vertical-transport extension at the San Pablo industrial estate Airbus Military station in Seville. The project will take place in the factory’s delivery center, near the San Pablo airport, and include a panoramic lift with an MP optimized gearless machine (MPGO) with a 1000-kg capacity, reduced pit and counterweight safety gear. MP has already supplied and installed four platforms, 11 electric lifts with machine rooms and one without at the Airbus Military factory. The station holds the final assembly line of the new transport airplane from Airbus Military, the A400M, as well as the line of medium and light products from Airbus Military.
U.K. ______________________ PARTNERSHIP DESIGNED FOR RESEARCH, INNOVATION
The University of Northampton’s School of Science and Technology and ThyssenKrupp Elevator AG have established a partnership for research and innovation. The university’s Lift Engineering program includes postgraduate courses at MSc, MPhil and PhD levels that involve the study of advanced principles and philosophy underlying lift and escalator technologies. This agreement will underpin the program and extend the existing relationship between both institutions, forming a platform for developing long-term R&D plans. The partnership will involve efforts to bridge the gap between innovation and research. Professor Kamal Bechkoum, executive dean of the university’s School of Science and Technology, commented: “We are delighted that this prestigious partnership has been forged. In view of the present worldwide interest in the development of safe and cost-effective means of vertical
transportation in the modern built environment, this is an internationally important cooperation program in the area of lift engineering. The partnership demonstrates ThyssenKrupp’s recognition of the high standards of our research program in this area. It will be mutually beneficial and will lead to increasing research and innovations on both sides, creating safer and more-efficient lift transportation in world-class high-rise buildings.” Patrick Bass, senior vice president of Product, Research and Development at ThyssenKrupp Elevator AG, commented: “The Partnership will strengthen the innovation capacity of ThyssenKrupp Elevator and will help to develop new technology-based products. This additional cooperation allows us to continue to leverage the university resources to develop our teams and provides a platform for open innovation. We are excited and proud to have an opportu nity to work with such a prestigious university within our industry.” Worldwide
_________________
TE HIRES VP OF GLOBAL SALES TE Connectivity’s Industrial Business named Chuck Adams its vice president (VP) of Global Sales in January. Based in Harrisburg, Pennsylvania, Adams joins TE with 30 years of experience in capital, transportation, rail and energy. Most recently, he served as general manager of Global Sales at GE Intelligent Platforms, where he led sales for automation and embedded products and solutions. During his 14-year career at GE, Adams held various senior sales leadership positions, including Global Sales leader at GE Energy and general manager Parts for GE Transportation. Adams graduated with a BS in Accounting from Pennsylvania State University and earned an MBA from The Kellogg Graduate School of Management at Northwestern University. Part of its Industrial Business, TE’s elevator and escalator segment is divided into six groups: “Connectors & Connector Components,” “Filters & Accessories,” “Relays/Switches/ Sensors,” “Heat Shrink Tubing,” “Identification Products” and “Passive Components.” The segment is heavily involved in the company’s push to be known as a leader in “Smart Buildings” development.
In
Memoriam
DONALD CRASTO Donald “Don” Crasto passed away at the age of 52 on February 10. Crasto joined Otis as an apprentice immediately following high school. Upon completion of his apprenticeship, he became an elevator adjuster and troubleshooter in the Middle East region. Later, Crasto returned to India and was rehired by Otis, then transferred to Schindler India. He often said, “Safety has no quitting time,” and his excellent work habits are remembered by his friends. Crasto is survived by his wife, Michelle, and a son and daughter.
TREVOR JAMES YOUNG Trevor James Young passed away on January 3 in Sydney at 72 years of age. His early career was spent helping lift-control-system manufacturer EPL expand in Sydney, where high rises were being built on a large scale. Young apprenticed as an electrician, further aiding the expansion of the company into the Australasian market prior to its acquisition by KONE. EW Correspondent Bob Johnston said of his friend: “Young was always the one to pass on what he learned and inspire those many lift-industry apprentices of the time, who, at this moment, will all remember the benefit of his association. [Having been] an apprentice, field tech nician and manager, I, too, am indebted to the massive effort [Young] and his mentors such as Tony Watson provided in documenting and publishing what they had learnt in this technically challenging industry, that through their efforts and [those of] many of their peers, made EPL an industry technical leader in high-rise electronic-motor and lift-system control.”
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6 Hydraulic Elevator Logbook published by Log Books Unlimited
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3 2011 Revisions to the 2010 Field Employees’ Safety Handbook published by Elevator World, Inc.
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4 Inspection Handbook - 5th Edition by Zack McCain
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April 2013 | ELEVATOR WORLD | 29
Project Spotlight
Inclined Elevator in Port D’Andratx, Spain by Ángel Pérez Sellers In 2011, ThyssenKrupp Elevator completed the installation of an inclined elevator at a private residence in Port D’Andratx, a town on the island of Palma de Mallorca, Spain. The entrance and parking are located at the bottom of a slope, and the house is located at the top; therefore, the elevator improves resident accessibility. With two stops, the elevator is fully panoramic and provides scenic views of the sea and port. The car’s embarkation is located on the side and features safety glass with green filter and stainless steel finishing on the exterior. The traction is controlled by frequency and current-
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frequency drive to provide smooth starting and stopping. The machine room is located at the top of the elevator well, below the upper landing. The car and landing doors are central-opening, automatic doors with two stainless-steel-framed glass sheets. Main Components Guide-Rail System
Based on HEA commercial profiles that support and transmit the forces deriving from a great portion of the vehicle’s weight, from the counterweight and anchoring plates, the guide-rail system consists of a compact sandwich structure.
Opposite page (l-r): View of slope prior to installation Upper-landing elevator doors
the safety systems, as well as the operator, control, load- weighing exchange and well occupation system. Access to this area is via a trap door integrated into the aesthetics of the installation. Remaining open during the inspection maneuvers, the sling enables the maintenance operator to view the area while in motion in a position where the inspection controls are accessible. The rolling system features four trains with two wheels for heavy loads for long durations and another safety wheel (an anti-capsizing device) on each train. An additional two trains with four wheels each guide the elevator, using the wedging guide rail as a reference point. Counterweight
The counterweight has a low profile, enabling it to be displaced inside the HEA profiles. Displacement is via four trains with two wheels each and an additional wheel to avoid any possible lateral displacement of the counterweight. The space for the weights is thus used to avoid this component being excessively long. Traction Set Inclined elevator in Port D’Adratx
Sling
The structure is based on previous models but was modified for this installation. The sling consists of an inner space for inspection maneuvers, from where it is possible to safely access
The traction set consists of a new design for inclined traction in an engine room adjacent to the upper embarkation point. It has a robust structure of beams and a set of shock absorbers, installed in the three axes of space, which permit the engine to be fixed adequately and the dynamic forces received by the engine and Continued
April 2013 | ELEVATOR WORLD | 31
Inclined Elevator in Port D’Andratx, Spain ontinued
the structure to be softened. The engine has a reducer controlled by a current-frequency drive and governed by a standard maneuver. Door Operator
The door operator is a regulated speed operator with a bottom mechanism for lateral embarkation and was specifically designed for this installation. The design consists of a modification of an existing mechanism with a reliable cinematic function, to which a new inclined retractable runner was installed. The operator also features a blocking system, integrated for when the elevator is between floors. Safety System
As with other elevators, the main safety components consist of the speed limiter and wedging. However, this system features various new aspects. A standard latest-generation latest-generation limiter is used, mounted on a sliding tray within the sling with two diversion pulleys. By means of a single pull on the cable, when the speed goes past a pre-established regulation value, the limiter is blocked. The tray slides over guide rails while the elevator continues to advance. It actuates a small lever, which acts on the progressive wedging of a single wedge. The wedging slides over low-friction guide rails with respect to the sling, compressing a rubber shock absorber, Specifications which makes the slowing movement Load: 450 kg (six more gradual without jeopardizing persons) the reliability of the braking process. Upon unwedging, a recovery spring Speed: 1 mps takes the tray to its standby position Travel: 16.276 m and the wedge shock absorber to its Height difference: place of origin. In addition, a tensor 10.68 m keeps the cable limiter tense in the diIncline: 41°, rection of the trajectory by means of a constant and in a small vertical counterweight and straight line plastic deviation pulleys for changing direction. A safety brake on the axis Number of stops: of the engine is integrated into the Two axis to help avoid excess speed when going up. A safety stop rope along the
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entire length of the well provides immediate stopping in the event of danger. Electric Cabling
Power, communications and video cables are flexible cables guided between the maneuver cupboard and car by means of cable-carrying chain for an inclined application, which is displaced silently over a stainless-steel channel silently. The cable is installed in a tube, and both components are designed for outdoor conditions. Rescue
The rescue of passengers trapped in the elevator is carried out via an evacuation stairway, which runs parallel to the entire length of the well. Access to the stairway is via the car rescue door.
Ángel Pérez Sellers is an industrial engineer and Special Projects director for ThyssenKrupp Elevator Manufacturing Spain. He joined the company in 1987 and has held various positions, including Accessibility and Scenic Equipment manager for Spain and Portugal.
Changing the way you see things... www.formula-systems.com
Events
Young Engineers Club Takes on Cable Car Project On January 25, 72 sixth- and seventh-grade students in the Eastbourne Young Engineers Club participated in an engineering project at Bede’s Preparatory School in East Sussex, U.K. The challenge was designed based on the Emirates Air Line cable car project in London (ELEVATOR WORLD, January 2013). The club is chaired by David Cooper of LECS (UK) Ltd., who was also the consultant on the cable car project. The challenge consisted of 18 groups of four and required students to build two towers with a weight suspended between them until either a tower failed structurally or the weight applied grounded. The specification was that the towers should be at least 1 m tall and similar. The suspended weight should also allow the passage
A team of students shows one of the judges its tower construction.
of a boat under the line at high tide, similar to the Emirates Air Line project. The entries were judged on the design and quality of the tower construction, the loadbearing capacity and how the students worked as a team. Cooper formed the club in 2004 when he was president of the Eastbourne & District Chamber of Commerce. It was established to bring engineering to young students. Overseen by the Eastbourne Education Business Partnership Ltd., the club is linked with various schools and engineers and sees a different engineering theme each year. Activities are also coordinated by Tim Sorenson of Soren Learning Solutions Ltd.
One of the judges testing an entry
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Market Trends
2012 tallest #2: Princess Tower and Dubai Marina, Dubai (© Tameer Holding Investment)
Year in Review:
Tall Trends of 2012 Global Tall Building Completions Drop, but Uptick Expected in 2013
by Kevin Brass, Dr. Antony Wood and Marty Carver For the first time in six years, the number of tall buildings completed annually around the world declined in 2012, as the consequential effects of the 2008/2009 global financial crisis became evident in tall-building construction in many Western countries. Sixty-six buildings taller than 200 m were completed during 2012 – the third most in history, but down from the 82 finished in 2011. This number of completions was slightly lower than expected, with some projects under construction delayed or stalled. However, several of the projects forecast to finish in 2012 are now expected to be complete in 2013 and 2014, with global completion numbers expected to rise again next year.
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2012 tallest #1: Mecca Royal Clock Tower Hotel, Mecca, Saudi Arabia (© Fauzia Andrini Kes/CTBUH)
The year also saw several important milestones: Mecca Royal Clock Tower Hotel (at 601 m, the secondtallest building in the world) was completed in Saudi Arabia. It is only the world’s second megatall, defined by the Council on Tall Buildings and Urban Habitat (CTBUH) as a building taller than 600 m. Four of the six tallest buildings completed in 2012 were in Dubai, including the world’s tallest hotel, the 355-mhigh JW Marriott Marquis. The title of “Tallest Residential Building” exchanged hands twice in 2012, with both recipients located in the Dubai Marina. Fast-growing China finished 22 buildings taller than 200 m in 2012, 33% of the global number. Mecca had the most 200-m-tall completions in the world, with five. Canada added four buildings taller than 200 m, the most Canada has ever completed in a single year. Twelve of the 66 buildings completed in 2012 broke onto the top-100 list of tallest buildings in the world, representing a 12% change in the tallest 100 in a single year. With the addition of 66 buildings in 2012, the global number of buildings taller than 200 m has almost tripled since 2000, increasing from 263 to 756 at the end of 2012. The recent slowdown in the West was partially offset by tall-building construction in the Middle East and Asia, particularly China. In total, the year saw 35 and 16 buildings taller than 200 m completed in Asia and the Middle East, respectively. In contrast, six were completed in North America, including only two in the U.S., which once dominated tall-building development.
Far left: Zhengzhou Greenland Plaza, Zhengzhou, China (© SOM, Si-ye Zhang) Left: 2012 Tallest #60: Huarun Tower Chengdu MixC, Chengdu (© Chris Eden, Callison)
2012 tallest #40: Kempinski Hotel Chongqing, Chongqing, China (© Kempinski Hotels)
2012 tallest #6: JW Marriott Marquis Hotel Dubai, Dubai (© JW Marriott Marquis Hotel Dubai)
Several factors are spurring the move toward taller development. The limited availability of land in urban centers is driving up prices and prompting developers to build taller to recuperate their investments. Several countries, including China, are also in the midst of a dramatic shift from rural to urban economies. In addition, new technologies and building systems are increasing the efficiency of tall buildings, allowing developers to cost-effectively create taller projects. Continued
World’s Tallest 100 buildings by function, location and material (© CTBUH)
April 2013 | ELEVATOR WORLD | 37
Year in Review: Tall Trends of 2012
Global Tall Building Completions Drop, but Uptick Expected in 2013
ontinued
But the biggest factor, in some cities, is a sharp increase in prices for luxury apartments. In New York City, a full-floor apartment in One57, a project still under construction, sold for US$90 million in 2012. Fortyone of the tallest 100 projects completed in 2012 featured a residential component. Early in 2012, 23 Marina in Dubai earned the title of world’s tallest residential building at 393 m tall. A few months later, construction on the 413-m-tall Princess Tower was completed, with it taking the title of world’s tallest all-residential building. The four tallest residential buildings in the world are now located in Dubai. Asia and Australia China
The 22 buildings completed in China in 2012 were spread around 13 cities; Guangzhou was the busiest, completing four projects. Notable projects completed in 2012 include the 309-m-tall Pearl River Tower in Guangzhou, a Skidmore, Owings & Merrill (SOM)-designed tower hailed for its energy-efficient elements. The project includes wind turbines to generate energy for the building, as well as a double-façade curtain wall, radiant ceilings, solar panels, daylight harvesting and an under-floor ventilation system. Projections show that far from slowing, China’s tall building boom will continue in the next few years. Projects far along in construction include the 660-m-tall Ping An Finance Center in Shenzhen, 636-m-tall Wuhan Greenland Center and 632-m-tall Shanghai Tower – three of the tallest towers in the world. Also on the horizon: the muchdiscussed 838-m-tall tower built using a prefabricated system proposed by Broad Sustainable Building.
2012 tallest #55: Minyoun Plaza, Chengdu, China (© Ming Lai Architects)
South Korea
South Korea, one of the most active builders in recent years, only completed three buildings taller than 200 m in 2012, the fewest since 2008, when it completed two. The tallest completed last year was Three International Finance Center, a 284-m-tall tower in Continued
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The tallest 20 buildings completed in 2012 (© CTBUH)
2012 Tallest #11: Three International Finance Center, Seoul, South Korea (© Arquitectonica)
2012 Tallest #32: Marina Bay Financial Center, Singapore (© Philip Oldfield)
2012 Tallest #50: One Raffles Place Tower 2, Singapore (© Tange Associates)
April 2013 | ELEVATOR WORLD | 39
2012 Tallest #30: Bucheon Kumho Richencia, Bucheon, South Korea (© Haeahn Architecture, Park Youngchae)
2012 Tallest #61: Japan Post Tower, Tokyo (© Jahn Architects) 2012 Tallest #21: Tamkeen Tower, Riyadh, Saudi Arabia (© Khatib & Alami)
Year in Review: Tall Trends of 2012
Global Tall Building Completions Drop, but Uptick Expected in 2013
Seoul. South Korea now has 38 buildings taller than 200 m – ranking it fourth in the world behind China, the U.S. and the U.A.E. – and it continues to build new tall-building districts, with nine buildings taller than 200 m scheduled for completion in 2013. Australia
Australia completed three buildings taller than 200 m in 2012. These were the first to surpass the 200-m threshold in the country since 2007. Tall-building development in Australia has always been sporadic, with an increase in development often followed by construction droughts. In 2005, Australia completed four buildings taller than 200 m, including the 323-m-tall Q1 on the Gold Coast, which remains Australia’s tallest. From 2007 to 2011, there were no towers taller than 200 m completed. The three buildings taller than 200 m completed in 2012 mark the second-highest completion total in Australia’s history, tying its output in 1992. Middle East Dubai
Dubai continues to be a significant market for tallbuilding construction, despite its much-publicized drop-
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off in development after 2008. Four of the six tallest buildings completed globally in 2012 are in Dubai. The average height of these four buildings is 385 m, in contrast to an average of 310 m for the four buildings completed in Guangzhou and an average of 319 m for the five buildings completed in Mecca. Dubai, which boasts the world’s tallest building, the 828-m-tall Burj Khalifa, did not have a single building taller than 200 m before 1999. In 2012, several new projects were proposed by the government, although 25 projects taller than 400 m have been either stalled or cancelled in Dubai, according to data tracked by the CTBUH Skyscraper Center. Saudi Arabia
Saudi Arabia has not been known for significant numbers of tall buildings, but that is changing. Seven buildings taller than 200 m were completed in 2012, including the Mecca Clock Tower Hotel. More buildings taller than 200 m were completed in Mecca than in any other city in the world in 2012. The clock tower is part of the Abraj AlBait complex, which features seven buildings taller than 200 m. Four more of the towers in the project were completed in 2012: the Zam Zam Tower and Hajar Tower, each listed at 265 m. Another notable building completed in 2012 was the 258-m-tall Tamkeen Tower, the third-tallest building in Riyadh. Saudi Arabia currently has 12 buildings 200 m tall or taller, but in the next few years that number could double. Three supertall towers, defined as buildings taller than 300 m, are under construction in Riyadh, with two supertalls in development in Jeddah. The under-construction numbers do not include Kingdom Tower, the 1-km-plus project in Jeddah. As of the time of this writing, construction
2012 Tallest #16: Nation Towers Residential Lofts, Abu Dhabi (© WZMH Architects)
2012 Tallest #34: The Bow, Calgary, Canada (© Nigel Young, Foster + Partners)
2012 Tallest #36: Rivage, Panama City, Panama (© Saul Bassan Arquitectos)
was expected to begin on Kingdom Tower early in 2013.
Panama
Abu Dhabi
The residential market is powering the construction surge in Panama City, which is developing into a Miamilike center for second-home buyers from across the region. The expansion of the Panama Canal has also attracted a new level of business interest. The tallest building completed in the country in 2012 was the residential Torre Vitri, which is only 3 m shorter than the 284-m-tall Trump Ocean Club International, the tallest building in Central America, which opened in 2011. The list of tall buildings completed in 2012 also includes the 233-m-tall Rivage and the 209-m-tall Oasis on the Bay, which are also residential towers. In the past five years, Panama City has completed 17 tall buildings taller than 200 m, including 10 in 2011; before 2008, there were none.
Abu Dhabi only completed one building taller than 200 m in 2012, the 268-m-tall Nation Towers, with a distinctive sky bridge connecting them. This lone completion in 2012 compares to seven towers finished in 2011, but the numbers are deceiving. The pace of construction slowed in the emirate in the wake of the economic slowdown, which hit sister emirate Dubai particularly hard, but construction is continuing on several large-scale developments around Abu Dhabi. Another 13 towers taller than 200 m are under construction and slated for completion in the next three years. The Americas Canada
Canada has become a hotspot for tall-building development. Four buildings taller than 200 m were completed in Canada in 2012, including the 277-m-tall Trump International Hotel and Tower in Toronto. The list of notable completions also included The Bow, a 237-m-tall tower in Calgary with a unique diagrid structural system. But the epicenter of Canadian tall building development is Toronto, where 15 buildings taller than 150 m, more than any other city in the Western Hemisphere, are under construction. All five of the towers taller than 200 m under construction are residential, as the city looks to create new urban centers. By 2015, Toronto will likely have 44 buildings taller than 150 m, up from 13 in 2005. However, Toronto is not alone. Vancouver and Calgary are also growing taller. By the end of 2015, the number of buildings in Canada taller than 150 m is expected to grow to 73, almost triple the 26 in the country in 1995.
U.S.
Once the undisputed leader of skyscraper development, the U.S. dropped down the tables significantly for the number of annual 200-m-plus-tall tower completions. Only two buildings taller than 200 m were completed in 2012, led by the 257-m-tall Devon Headquarters in Oklahoma City, which is only the 38th-tallest tower in the U.S. The tall-building slowdown is largely attributed to the economic crisis, as well as the hangover of the previous building boom, which left many cities with an oversupply of office space. But there are signs the U.S. is building again. In addition to the redevelopment of the World Trade Center, there are several tall projects under construction in New York City, including the 426-m-tall 432 Park, a residential tower, and the 306-m-tall One57, a residential/hotel project. Tall-building projects are also in the planning stages Continued
April 2013 | ELEVATOR WORLD | 41
Year in Review: Tall Trends of 2012
Global Tall Building Completions Drop, but Uptick Expected in 2013
ontinued
in San Francisco, Los Angeles and Seattle. However, only six buildings taller than 200 m are expected to be completed in the next few years, a far cry from the building construction once seen in the country. Conclusion
Although the pace of completions slowed in 2012, there is no indication of a tall-building-construction slowdown. As 2012 closes, the industry is on the cusp of another burst of tall building development. In total, there are 437 buildings taller than 200 m under construction globally. It is likely the 2013 completion total will set a new record for tall-building completions, surpassing the 2011 total. In addition, the quest to grow taller continues. Of the projects under construction, 59 will join the list of the
Tall buildings 200 m or taller completed each year from 1960-2014 (© CTBUH)
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2012 Tallest #45: Revel Resort and Casino, Atlantic City, New Jersey (© Arquitectonica)
100 tallest buildings in the world; eight will likely make the top 10. There are also 10 buildings taller than 500 m under construction, including three megatalls above 600 m in height. Despite the economic crisis, tall-building construction is still an important driver for the revitalization of fastgrowing urban centers around the world, particularly in Asia and the Middle East. At the same time, cities in Europe, South America and Africa are looking to grow vertically, while smaller markets like Panama City and Abu Dhabi continue to complete projects. The need to create efficient, high-density districts for people to live and work is pushing skylines higher, and there is no evidence those factors will subside anytime soon.
Kevin Brass oversees external communications for CTBUH and is editor of
the CTBUH Journal. He is involved in public affairs and outreach initiatives, including the expansion of the council’s digital programs and development of special projects. Brass has spent more than a decade chronicling the development of tall buildings and urban centers around the world. Dr. Antony Wood has been executive director of CTBUH since 2006.
Wood is responsible for the day-to-day running of the council and for steering it, in conjunction with its board of trustees. Based at the Illinois Institute of Technology (IIT), he is also an associate professor at the IIT College of Architecture. A U.K. architect by training, his specialty is the sustainable design of tall buildings. Prior to becoming an academic, Wood worked as an architect in Hong Kong, Bangkok, Kuala Lumpur, Jakarta and London. He is an associate editor of the CTBUH Journal and the journal The Structural Design of Tall and Special Buildings. Wood chairs the CTBUH Tall Buildings and Sustainability working group.
Visit the Online Extras at www.elevatorworld.com for CTBUH’s “Tall Buildings in Numbers,” a statistical study on all 200-m plus-tall buildings completed in 2012.
Marty Carver is a graphic production associate for CTBUH. He helps design
and produce the council’s publications and promotional materials.
(top-bottom) The tallest building completed each year since 2000, and the average height of the 50 tallest buildings in existence that year and of the 50 tall- est buildings com- pleted during that year (© CTBUH)
April 2013 | ELEVATOR WORLD | 43
Continuing Education: Maintenance
Maintaining Elevators and Escalators in the Transit Environment, Part 2 by Tim Eason Learning Objectives
After reading this article, you should have learned: Although the equipment in many transit systems is old and, in many cases, in poor condition, the situation can be reversed. Knowing the true condition of each piece of equipment is critical in the process of developing a plan outlining what needs to be done to bring the equipment back to a state of good repair. How a solid maintenance program is developed and what it entails. How the elevator/escalator modernization program should fit into the transportation authority’s master capital plan. How performance indicators can help yet also damage transit authorities. That open communication with the press and public is one of the most important things a transit authority can do with regards to its maintenance and modernization/upgrade programs.
In the first part of this article (ELEVATOR WORLD, December 2012), we discussed the challenges faced in transit systems. We will now see how this situation came about and how we can get out of it. Far too often, transit authorities within the U.S. have come to the realization that their equipment is not in a state of good repair. That realization can come from the result of internal audits, an outside consultant’s assess-
ment or, worse yet, after an incident has occurred. This condition can usually be traced to a lack of proper technician training, inadequate and/ or deferred maintenance, and repeated misuse and abuse, with no monitoring in place to ensure maintenance is being done and that proper remedial action is taken when required. As we have noted previously, our transit systems are full of equipment that, in many cases, is more than 40 years old and subjected to extremes in exposure and continued misuse. In the early stages of their lifecycle, these units may have performed well, possibly by a good maintenance program and/or due to the fact the equipment was new and parts were not worn or greatly misaligned due to extended operational periods. That good initial operating period may have given planners and those responsible for capital budgets the incorrect impression that planned major upgrades or replacements of equipment could be postponed or that portions of those funds could be used for assets with poorer performance indicators. When major upgrades and replacements are deferred and equipment has been given lessthan-adequate maintenance, a transit system can find itself in the same situation as many U.S. agencies: operating old equipment and keeping it running safely and continuously is both draining a minimal budget and attracting the disdain and protest from the local media and riding public. Reversing this condition can be difficult, but it is possible if the following steps are taken: Make a commitment to access the current, realistic condition of the
Value: 1 contact hour (0.1 CEU) This article is part of ELEVATOR WORLD’s Continuing Education program. Elevator-industry personnel required to obtain continuing-education credits can receive one hour of credit by reading the article and completing the assessment examination questions found on page 111. For this article and more continuing-education opportunities, visit www.elevatorbooks.com. NATIONAL ASSOCIATION OF ELEVATOR CONTRACTORS
®
Approved by NAEC CERTIFIED ELEVATORTECHNICIAN
EDUCATION PROGRAM
Approved by NAESA International
Approved by QEI Services, Inc.
Continued
April 2013 | ELEVATOR WORLD | 45
Continuing Education
Continued
equipment and develop a plan to bring it up to a state of good operation and repair, while maintaining realistic expectations based on the findings of the assessment and the scope of the remedial work required. Institute a comprehensive and proactive maintenance program and ensure it is followed. Develop a detailed modernization and upgrade plan and keep it with the capital plan. Ensure it does not realistically exceed expected equipment life. Develop performance indicators to accurately assess and report the operating status of the equipment and modernization process. Maintain vigilant monitoring and oversight of maintenance and capital-improvement programs by an independent group. All of the above are internal to the organization, but the most important aspect of the process is to partner with patrons and local media to promote awareness of what is being done and how any changes will affect them. Assess the Condition of the Equipment
Knowing the current condition of each piece of equipment is critical in the process of developing a plan outlining what needs to be done and when it needs to be done. All elevators and escalators are governed by the code in force in their jurisdiction at the time of installation, along with any modifications or upgrades that may have been made along the way. Older equipment is not required to meet current code unless the AHJ mandates certain changes or requirements, such as updates on existing equipment that may come with adopting the ASME A17.3 Safety Code for Existing Elevators and Escalators, a new version of this code or any other modification the AHJ considers a critical life-safety issue. Some transit authorities have a detailed document showing each piece of equipment, all major components and when that component was last repaired or replaced. Others have little more than a list of where each elevator and escalator is located, with minimal information about it other than manufacturer. Many have very little documentation indicating the true makeup of their equipment portfolio and what needs to be done to make it better. A detailed condition assessment should be done to determine the condition of the equipment, including the testing of all safety circuits and operating components for proper function and operation. This is also a good opportunity to look at the maintenance program and how the maintenance provider is performing, whether the provider is in house or contracted. This assessment is a baseline for the work ahead. A plan for immediate repairs and component replacements should be developed to bring all equipment back to safe operating condition. It should be understood that this process may uncover some safety
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issues that will require the equipment to be taken out of service for remedial work. Any critical safety items should be repaired, and any worn/broken components should be replaced. Minor repairs and adjustments can be done during the assessment, but the best alternative would be to have another crew come behind for this purpose. Aside from its cost, this operation may cause inconvenience to patrons and disruption of service plans, but it is better than having an incident occur. Once the assessment is complete, the findings can be used as a basis for developing a detailed equipment list and, more importantly, to prepare plans for immediate repairs and future modernization/upgrades. This assessment, along with records of shutdowns and trouble calls, can be used to develop an updated modernization plan and allow needed adjustments to the long-range capital budget. Develop and Follow a Comprehensive Maintenance Plan
The governing code requires each transit authority to have and document a Maintenance Control Program (MCP). The MCP should be based on the type of equipment present (traction and/or hydraulic elevators and conventional and/or modular escalators). It should be specific to each unit type and manufacturer. The OEM operation’s manual is a good place to start in the development of scope and expected frequency of maintenance and inspection cycles for each piece of equipment (EW, November 2012). These OEM recommendations are basic scheduledmaintenance plans and should be used along with code recommendations and the experience of the maintenance staff to develop a proactive maintenance and inspection plan. The ideal MCP is one in which worn and deteriorating components are repaired or replaced before a major breakdown occurs. Abnormal increases in vibration and temperature are indicators of wear and potential failure. Newer technologies, coupled with remote-monitoring systems, allow maintenance departments to recognize and act on these warnings, but retrofitting older technology is often cost prohibitive or impossible. Most major elevator and escalator service providers and numerous smaller union and merit companies have documented maintenance plans general enough in nature to cover all equipment, but few are specific enough to address the requirements for adjusting and testing individual components on each piece of equipment. For example, the checks, adjustments and testing requirements for a brake on an O&K escalator are quite different than for a Westinghouse Modular or Schindler 9700 unit. Although most elevators and escalators follow the same basic design principles, their components may function differently, and their adjustment and maintenance requirements may be quite different. In order to properly maintain
Maintenance the different models of equipment that may be on hand, specific maintenance, adjustment and inspection procedures should be documented and available for each type and model of equipment. Documentation of performed maintenance and inspections has long been done using hard copies, but as we move further into a more electronic age, many different software programs are available to assist in scheduling and documenting maintenance and repairs – both planned and unplanned – as well as routine quality assurance and code-required inspections. These programs can range from the basic (with moderate or no costs) to very detailed and costly systems. Operating in the transit arena requires unique experience and specialized skill sets to be able to properly maintain the equipment within. Numerous transit systems have come together to form the Transit Elevator/ Escalator Training Consortium to develop and standardize an apprenticeship program for use in all transit systems. This effort is a major step toward improving the maintenance and condition of the systems’ equipment. Develop and Incorporate a Modernization Plan
Based on the information documented in the assessment, coupled with the maintenance trouble-call history on each elevator and escalator and basic expected lifecycles, a detailed modernization plan can be developed and incorporated into a transit authority’s master capital budget. Like all mechanical equipment, elevators and escalators have a useful life expectancy that can change depending on factors including usage, misuse and/or abuse, environmental exposure and maintenance history. Equipment used in most transit systems is exposed to high usage with heavy loading during peak rush commuting periods and occasional overloading. It is not uncommon for elevators and escalators to be directly exposed to the elements, including extremes in temperature, blowing rain and snow accumulations. Water damage can result, not only from the occasional heavy rainstorm, but also from the cleaning of stations and platforms, and groundwater intrusion from deteriorating elevator shafts, escalator wellways, machine-room roofs and pits. Most properly installed and maintained elevators and escalators should have a useful life of 20-25 years. Meeting those conditions, however, can be difficult when much of the capital equipment has far exceeded its life expectancy, even if based upon the most pristine operating conditions and perfect maintenance. A common complaint is insufficient funding for capital replacements, requiring assets to be extended and moved back in the capital plan. This situation has been a reality for many years, and the current economy is making it worse. A recurring question when preparing the capital plan is whether to completely replace or simply upgrade existing
An escalator under modernization
systems. Unless a change to a new control system is undertaken, complete replacement of elevator systems is unusual and rarely required. Most systems can be fully upgraded and repaired using existing hoistways and machine spaces. However, both modernization/upgrades and replacement may require additional structural or electrical requirements. As in the case of the upgrade of Westinghouse escalators, the number of safety devices has essentially doubled since the units’ original mid1970s installation. Control equipment, along with the electrical devices and wiring, require larger, more-complex controllers that do not fit inside the existing truss and may require enlarged machine spaces or new machine rooms. These design considerations should be addressed in the initial design phase of the project. In cases where the equipment has become truly obsolete, such as with the O&K or APV escalators, complete replacement is by far the best alternative. On other systems, such as the Westinghouse Modular escalator system and component upgrades (along with the addition of all new code-required safety devices) can be done using the existing truss. When any new equipment is placed into service, its replacement or major upgrade should be simultaneously incorporated into the long-range capital plan to forecast future funding needs. Thinking about where the system and its equipment are going to be in 10-20 years needs to be considered in order to reduce the steep aging curve. Transit systems have categorized elevators and escalators as fixed assets and excluded them from computer monitoring, like they do for their rail and other rolling assets. Although they do not change location, they move large numbers of people – likely, as many as are transported by all other means of transportation through the system – and their status and condition should be monitored by a central system, just as a rail control system monitors rail cars. Central equipment monitoring and remote-monitoring systems are expected to be critical Continued
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Continuing Education
Continued
Our ever-expanding scope of communication can affect transit authorities in several ways.
requirements for all components of building systems, especially for transit systems. This will likely require improvements to existing phone or network infrastructure but will pay major dividends, not only to the elevators and escalators, but to many other life-safety aspects of the system. Realistic Performance Indicators
Elevator and escalator availability is defined by most transit authorities as the percentage of the hours in service relative to the operating hours. The hours in service are equal to the number of operating hours, less the hours the unit is out of service. These calculations can provide an overview of equipment performance, as long as the expectations are realistic. In addition to maintenance, other planned and anticipated activities, such as code inspections, should take place at regular intervals. When all planned and anticipated tasks are taken into account, it is generally not possible to achieve much greater than 97% availability, even if the equipment operates perfectly and there are no shutdowns resulting from safety-device actuation or other external events. Unless all scheduled maintenance is performed during nonoperating hours (which is highly unlikely and very costly), that percentage is not likely to be exceeded. Setting goals higher than that figure is only setting the system up for the appearance of continued failure and does not accurately represent the condition of the equipment, nor give a true representation to the riding public. Set realistic goals based on when maintenance takes place, what is allowed in the contractual agreements, what time is available for maintenance and, most importantly, that the proper tracking tools are available and manpower is allocated to collect and disseminate this information on a set schedule. Optimum performance-indicator expectations should be based on scheduled maintenance required, age and condition of the equipment and all other miscellaneous
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outages that may be required. Each of the following issues should be factored into an availability calculation: Even if all maintenance is required after revenue hours, that is not realistically possible for some transit systems, because some scheduled maintenance and periodic repairs/replacements will take more than 5 hr., which is the maximum non-revenue period for the Washington Metropolitan Area Transit Authority and Metropolitan Atlanta Rapid Transit Authority. The older the equipment, the longer regular maintenance will take, based on the amount of time required to check, adjust and replace components. Events such as inspections and checks performed or witnessed by AHJ inspector rarely occur after normal service hours. Any regular cleaning that may be required A preset factor or expectancy for anticipated shutdowns due to safety-device actuation Continuous Monitoring of Equipment and Those Responsible for Regular Maintenance and Capital Improvement
Regardless of whether maintenance is performed by in-house staff or contractors, the authority needs to monitor and evaluate what is being done by the maintenance personnel. Even if the owner has contracted maintenance, it must keep a watchful eye on what is being done around its equipment. Even if the authority has a contract that places full indemnification on the contractor, the authority still has a legal obligation to ensure its equipment is kept in a safe condition. Many states have a form of premisesliability law that states the owner has a non-delegable duty to maintain the property and all equipment in a safe condition. This fact has been cited in many jury verdicts for the plaintiffs. In addition to the legal concerns, it is simply good practice to make sure all elevators and escalators are maintained and modernized properly. The code may require things to be done, and a contract may add specific requirements, but unless the work is monitored, there is no guarantee it is being done. Work-in-progress inspections for modernization or major repairs are critical for ensuring a good elevator and escalator capital-improvement program. The acceptance inspection is not the time to find that electrical problems with the equipment are the result of improper wiring. Having routine inspections of the work when it is being performed is well worth the cost of the labor and inspections. The authority should have a group independent of the people performing the actual work that is responsible for monitoring and checking maintenance on a periodic basis, making sure required maintenance is performed and properly documented. This group should also maintain documentation for all regular maintenance, trouble
Maintenance calls, code inspections and any other critical checks, such as brake torques. A contractor may maintain a database or have an in-house center that documents all calls, but unless that information is also in the authority’s possession, it may disappear with little or no notice, especially if the documentation is maintained by a third party. Partner with Patrons and Media
One important factor in an effective transit-maintenance program is an open relationship with the public and press. Even if all the steps mentioned in this series of articles have been taken, if a transit authority does not involve its patrons and communicate with the media, it will be constantly fighting a battle on multiple fronts. Maintaining elevators and escalators in safe operating conditions in transit systems is a challenge. By taking these steps and complementing them with the programs discussed in this series of articles, transit-system operators can overcome this situation and further ensure the safety of the riding public. Tim Eason is an independent vertical-transportation
consultant and principal of L&S Elevator & Escalator Consulting in Atlanta. He is the former manager of Elevator and Escalator Programs for the Metropolitan Atlanta Rapid Transit Authority and senior consultant/project manager for the Washington Metropolitan Area Transit Authority elevator and escalator Capital Improvement Program. Eason has also consulted for Dallas Area Rapid Transit and the South Florida Regional Transportation Authority.
Learning-Reinforcement Questions
Use the below learning-reinforcement questions to study for the Continuing Education Assessment Exam available online at www.elevatorbooks.com or on page 111 of this issue. What have been the contributing factors to the current condition of the elevators and escalators in transit systems? Which other, non-equipment-related upgrades may be necessary when performing an escalator modernization or replacement? Which factors should be taken into consideration when setting performance indicators? How have declining budgets and early equipment performance affected replacement in transit systems? How has the change in press outlets, particularly the proliferation and influence of Internet bloggers, affected the public’s perception of equipment safety and the performance of a transportation authority’s maintenance and modernization/upgrade program?
The Type HE-AA unit is designed to efficiently run equipment whose loads can vary substantially. Using a Type HE-AA on these type loads is both effective and efficient especially under light load conditions. This unit requires no special starting circuits to “come up to speed” and is very quiet running which is an advantage for indoor applications. 97% Energy Efficient Fast Response and QUIET Operation Full - Load rated Reduced Single Phase In-Rush No Harmonics
Phone: 1-800-221-7665 www.ronkelectrical.com April 2013 | ELEVATOR WORLD | 49
Public Safety
Safe-T Rider mascot
Teachers Comment on Program’s Musical Style
“My kids love it. They see and sing in first grade and see, sing and color in second. However, if it were for older students, it would need to be edgier.”
“It even works well with my five year olds.”
“A little silly, but the kids seem to like it.”
“The kids love it.”
“Teachers and students enjoy the program.”
“It’s perfect the way it is, very easy to follow.”
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ince 1991, the Elevator Escalator Safety Foundation (EESF) has reached nearly eight million children through its various educational programs designed to promote the safe and proper use of elevators, escalators and moving walks. Though the Foundation offers various programs for different age groups, children 7-10 years old are a major focus. To reach this age group, EESF delivers Safe-T Rider © to schools across the U.S. and Canada. In February 2012, EESF developed a strategic plan to do a focus-group survey of Safe-T Rider users across North America to evaluate their perceptions of the program and implement necessary changes. The survey concluded in August 2012, and the very positive preliminary results were discussed in a fall board meeting. In addition, Elevator World, Inc. Publisher and EESF Board Member Ricia S. Hendrick presented the survey results at the Foundation’s Annual General Meeting on February 25 in Atlanta. Hendrick also thanked the Foundation’s staff, which includes Barbara Allen and Laurie Dueitt, as well as the Focus Group committee members, for their time and effort on the project. Prior to receiving the survey responses, the Foundation agreed to review all suggestions and was prepared to revise and/or enhance the program as needed. However, the majority of the results revealed an overall positive perception of the Safe-T Rider program.
“One of the problems we have always had with Safe-T Rider is adults can find it annoying after a few minutes of the rap music. Although many volunteers relate to the program, we often get calls from industry members asking that we revise it. It is great to know what we all suspected – kids love it – and the teachers confirm that their students learn from it.” – Ricia S. Hendrick, EESF board member
Survey Says
Of the nearly 100 surveyed teachers, approximately 80% said they had delivered the program in their classrooms for several years, and 63% said they preferred Safe-T Rider ’s current format, which includes: Teacher’s guide Poster 8-1/2-min. DVD Activity book Test Sticker Certificate of completion The remaining 37% said they would be interested in electronic formats and/or Internet involvement for their classrooms. Within the DVD, the program’s mascot presents the lesson via a musical rap. The survey revealed 96% said the musical style was still appropriate for their students (ages 7-10 years old). When asked which changes and/or enhancements would make the program more effective for the children, 67% said no changes were really needed. However, the remaining 33% offered suggestions, which included more activities in the book and/or online (both upon which the Foundation is working). When asked which changes they would implement to make the program more appealing to teachers, more than half said they would not make any changes. However, suggestions included: Assembly format More interactive activities SMART Board version
Focus Group Committee Members Tom Sybert – C.J. Anderson & Co. Morris DeSimone – Quality Elevator Co., Inc. Dirk Winkelhake – Otis Dave Kobasic – ThyssenKrupp Elevator John Koshak – Elevator Safety Solutions, Inc. Terry Stepp – Otis Pat Tobin – Minnesota Elevator, Inc. Sasha Bailey – ThyssenKrupp Elevator
Expanding the Program
Survey participants were also asked to provide suggestions for introducing the Safe-T Rider program to teachers who do not offer the program to their students. The majority of the recommendations are already used to disseminate the information. However, according to EESF, volunteers are needed to implement some of the proposed ways to introduce the program, such as having the SafeT Rider mascot visit schools to encourage their participation in the program. When asked how they would prefer to provide feedback regarding the program, the majority of the teachers said e-mail and/or online/electronic formats were preferred. Full results of the focus-group survey are available at website: www.eesf.org.
Safe-T Rider poster
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Focus on Green Issues
The Importance of Indoor Air Quality by Sasha Bailey
Sasha Bailey is a LEED Accredited Professional
BD+C and a corporate sustainability manager in ThyssenKrupp Elevator Americas’ Business Unit. She can be contacted via e-mail at Sasha.Bailey@ thyssenkrupp.com.
Indoor air quality has become an increasingly important and relevant topic for building owners and occupants in recent years. With more and more information available to the public on air quality issues, including the potential negative effects of offgassing, the evaporation of volatile chemicals and other emissions, it is imperative for building product manufacturers to focus on eliminating indoor air quality issues associated with their products. To better understand indoor air quality issues, it is beneficial to have a background on how it relates to buildings and building occupants. In particular, Sick Building Syndrome (SBS) has been studied for the last few decades relevant to building occupants’ health. Anyone can be affected by SBS, but office workers are most at risk, because they usually do not have control over their work environments. For example, the U.S. Environmental Protection Agency (EPA) defines SBS as “situations in which building occupants experience acute health and comfort effects that appear to be linked to time spent in a building, but no specific illness or cause can be identified. The complaints may be localized in a particular room or zone, or may be widespread throughout the building.” The World Health Organization Committee released a report in 1984 suggesting up to 30% of new and renovated buildings worldwide could be subject to excessive complaints about indoor air quality. Some common complaints related to indoor air quality and SBS include the following: headaches; eye, nose and throat
irritation; dizziness; nausea; fatigue; skin problems and difficulty concentrating. Most cases of SBS occur in offices, although buildings such as schools, libraries and museums often have cases due to the large volume of people occupying these spaces. Widely agreed upon contributing factors of SBS include inadequate ventilation, chemical contaminants from indoor sources like carpet or paint, chemical contaminants from outdoor sources such as vehicle exhaust or plumbing vents, and biological contaminants like mold, bacteria and viruses. One of the main culprits in decreased indoor air quality and SBS is volatile organic compounds (VOC). VOCs are emitted as gas from various solid and liquid products all around us every day. Many building materials that surround us have the potential to emit VOCs. Some examples include paints, carpet, furniture, wood products, adhesives, as well as indoor maintenance agents such as pesticides, cleaning products, office equipment and even permanent markers. Some of the effects associated with the emission of VOCs mirror those found in SBS cases and can include headaches, nose and throat irritation, dizziness, skin rashes or fatigue. It is important to note that not all organic chemicals contribute to adverse health effects; it is contingent upon the toxicity level of the substance and the concentrations and exposure for humans. It is no secret that Americans spend a majority of their time indoors. Unfortunately, EPA studies have shown that several VOC levels are two to five times higher indoors than outdoors. As a Continued
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Focus on Green Issues
Continued
result, the EPA has developed many resources, such as the Building Air Quality Action Plan, available to building owners and manufacturers who want an easy-to-understand path for transforming their building from its current conditions and practices to a successful institutionalization of good indoor air quality management practices. As more becomes known about the adverse effects of poor indoor air quality on tenant health, productivity and attendance, it is clear that a responsibility lies with the construction and leasing industry. Building product manufacturers act as the front line on this issue and, therefore, are in a unique position to make positive changes to the environments in which we operate. Forward-thinking companies have begun to utilize tools like life-cycle assessments to help them identify potential issues with their products.
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Some of those issues include identified toxins within their manufacturing processes that can adversely affect their employees’ health, as well as product emissions or off-gassing that can continue well after a product’s installation. The life-cycle assessment technique allows companies to assess environmental impacts associated with all the stages of a product’s life, from cradle to grave. After identifying potential air quality problems within a given process or product component, it then falls upon manufacturers to seek the source, often within their supply chains. In the past, it was acceptable for manufacturers to claim responsibility only for what occurred within their own facilities. However, in today’s global economy, that is no longer the case. Manufacturing companies are now expected to not only be aware of all that happens within their
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own walls, but to hold their suppliers accountable, as well. To this end, quite a few Fortune 500 companies, as well as state and local governments, have begun working to identify chemicals of concern and document them. To date, there are more than 20 such lists compiled by states, corporations, the EPA, European Union, etc. The compilation of so much data on toxins and chemicals has allowed for the gradual phaseout or replacement of chemicals of concern to become a more manageable task for manufacturers. Once identified, finding alternative materials or products can sometimes be a challenge. However, with the growing global emphasis on sustainability and green construction, more and more companies are now offering healthier products at the same or slightly increased pricing. This was not the case several years ago. Once a manufacturer has found an appropriate replacement product and adjusted manufacturing processes accordingly, it is important to make it clear to their buyers and buyers’ influencers that the improved product exists. In the past, simply marketing this information might have been sufficient, but with so much greenwashing (misleading claims about a product’s green attributes), it is now important to rely on reputable third parties to test and validate claims. Reputable and established product-certification services, such as Underwriters Laboratories (UL), have entered the environmental certification arena. Products can now be submitted to UL for placement within its testing chambers to evaluate emissions, offgassing, toxicity, indoor air quality, etc. Famous for fire-rating testing, the generations-old company has now added reputability to environmental product claims. Environmental claims can vary based on applicable product stan-
Environmental Issues dards. For instance, the State of California has set strict standards for buildings’ indoor air quality, commonly referenced as Section 01350. Section 01350 covers public health and environmental considerations for building projects, including indoor air quality goals and procedures. Parts of these goals include limits on VOC levels and procedures for how to test building products for VOC-emission rates. Standards like these allow testing and certification bodies, such as UL, to validate and certify against them. This makes it possible for product manufacturers to provide not only an environmental claim, but also a third-party reviewed and validated label for their claim. In the case of elevators, indoor air quality can be easily diminished in several places within the cab and the machine room. Products that contain high indoor air quality attributes include paints, coatings, adhesives and sealants used by the manufacturer, and wood or agrifiber products in the floor, walls or ceiling. Some good qualifying questions related to indoor air quality would be the following: if the manufacturer utilizes powder-coat processing or traditional solvent-based paints for its cab interiors; if wood-based products, such as particleboard or plywood, contain added urea-formaldehyde; and what kind of sealants and adhesives are used to adhere interior items. Standards like the U.S Green Building Council’s (USGBC) Leadership in Energy and Environmental Design (LEED®) rating system contain details and limit levels for indoorsource contaminants, such as the ones listed above. In particular, the Indoor Environmental Quality (IEQ) section on low-emitting materials can provide detailed information. For instance, IEQ credit 4.1 specifically identifies the VOC limit in grams per liter less water, for a variety of adhesives, including those used for carpet
pad, drywall and panels, asphalt and ceramic tile. Additionally, IEQ credit 4.2, which pertains to paints and coatings, identifies standard VOC limits for specific items, such as bond breakers, cement coatings, shellacs, wood preservatives and traditional paints in various forms. By following strict guidelines established by commonly accepted standards like LEED, EPA or California’s Section 01350, it is easy to ensure optimum indoor air quality attributes in specified products for all new construction or renovation projects. As a reaction to market demands for regulation or standards, several industries have begun to form alliances that have led to self policing. Some examples include the Carpet and Rug Institute (CRI), which is collaborating with major manufacturers to create an indoor-air quality rating for their floor coverings and carpetpad adhesives. The standard that CRI
created is the CRI Green Label Plus program. Green Label Plus sets acceptable limits for VOC emissions in micrograms per square meters per hour, along with testing methods for rating products. When specifying products, it makes sense to ask the manufacturer to provide material safety data sheets (MSDS) and product attribute information sheets. This documentation can be used to substantiate indoor environmental quality or lowemissions claims beyond what is found in traditional brochures. By including the request for such documentation, the issue of greenwashing can be avoided, and the burden of proof relies on the product manufacturer, rather than the organization responsible for specifying or purchasing the product. Green-building standards have gone a long way in helping to create processes during the design and Continued
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Focus on Green Issues
Continued
construction phase that help to improve overall indoor air quality and reduce issues like SBS. Collaborative design is a trademark of green building and includes design professionals from various trades, including architects and landscape architects, mechanical and civil engineers, consultants and other external stakeholders, like owners or tenants. These collaborations help to avoid costly and inefficient last-minute design changes and issues between trades, as well as allowing for upfront decisions on minimum indoorair quality performance, ventilation and chemical-pollutant source control. All of these factors play an important role in ensuring optimum indoor air quality for building occupants, upon completion. EPA makes several suggestions on reducing SBS, including pollutant source removal and modification, increasing ventilation rates, air cleaning and education, and communication. By working together, building owners, architects, general contractors, construction specifiers and product manufacturers have the opportunity to make significant positive changes in the buildings that we live, work and play in each and every day. Seeking out qualified and educated partners in product decisions means relying on manufacturers who can provide fact-based technical data and brochure claims. It is through educated industry partnerships that the health and wellness of building occupants will continue to improve in the coming years. Reprinted from The BOMA Magazine, November/ December 2012.
Need contact hours for CET®, CAT®, or QEI recertification? Elevator World offers numerous industryspecific continuing-education choices – from maintenance and safety courses to bimonthly articles in ELEVATOR WORLD magazine. For more information on these courses or to subscribe, visit: www.elevatorbooks.com.
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Focus on Green Issues
Sustainable Building: In-house LEED Specialists Provide Expertise by Jens Holtgrefe and Silke Richter
Jens Holtgrefe has a degree in Journalism and works
for
the
ThyssenKrupp Group in Essen, Germany, where he has been part of the corporate communications
team
for
ThyssenKrupp Elevator since 2007.
Silke Richter is a member of the sustainability team of ThyssenKrupp focusing on reporting issues in the Elevator business. She is a certified LEED Green Associate.
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Buildings account for roughly 40% of global energy consumption. Lighting, heating, elevators and other building services use a lot of power. Rising energy costs, scarce resources and growing environmental awareness have led to a change in the way buildings are designed, built and modernized around the world. The advantages of sustainable building are obvious: conservation of natural resources, lower running costs and improved occupant well-being. Ultimately, everyone benefits – building owners, architects, general contractors and planners, residents and tenants, as well as manufacturers of energy-efficient and green products. But, meeting the requirements of international certification standards for buildings and products such as the U.S. Green Building Council’s Leadership in Energy and Environmental Design (LEED®) certification process calls for integrated planning and expert customer support. In an effort to meet these challenges, more than 100 ThyssenKrupp Elevator employees around the world – most of them in the U.S. – have been trained in the LEED rating system over the past few months, and further training programs will follow shortly in all regions. Whether in the Americas, Europe or Asia – roughly 50,000 LEED projects have already been registered worldwide, and the figure continues to rise. There are four levels of certification – “platinum,” “gold,” “silver” and “certified,” which depend on factors such as use of sustainable building materials, lower building operating costs and various occupant health aspects. Choice of site, energy efficiency, materials and resources,
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and indoor environmental quality are just a few of the key criteria. As resources become scarcer and more expensive, certification is having an increasing influence on demand and on the value of a property for sale or lease. In many cases, it is also simply a question of prestige or of ecological cost assurance. International corporations in particular ask for certification when leasing buildings. It ensures certain building standards are met and generally keeps utility costs for heating, energy and water at acceptable levels. But, even buildings that are not certified to standards such as LEED, Building Research Establishment Environmental Assessment Method (BREEAM) or DGNB (German Sustainable Building Council) face growing demands for lower operating costs. Using intelligent automation technologies to control temperature, lighting and passenger transportation systems can be of great assistance in this respect. Customer Requirements
With or without certification, meeting the requirements for sustainable building calls for early collaboration between specialists from various disciplines, an intelligent overall strategy, and constant optimization during the design phase. The competency of the various specialists is of elementary importance, allowing companies like ThyssenKrupp Elevator to address customer requirements quickly and competently from an early stage. The current initiative to train LEED professionals also strengthens the awareness of employees for today’s demands and the need for sustainable infrastructure.
Environmental Issues “We see ourselves as a competent partner,” says Patrick Tenter, product manager for sales of volume products at ThyssenKrupp Elevator in Düsseldorf, Germany, and one of the graduates of the LEED program. Tenter adds: “LEED is still in its infancy in Ger many: Many customers are obtain ing certification for the first time. There is still a great deal of uncertainty. And, that is exactly why it is so important that we ourselves know what requirements have to be met and how the certification process works. Our support saves customers a great deal of time and creates additional value. I was skeptical to start with, but after completing the program I have to say that I’ve learnt a great deal about sustainable building, and I now know how our solutions can make a valuable contribution – at no additional cost to our customers.” Forward-Looking Innovations
Throughout the ThyssenKrupp Group, sustainability is a major driver of innovation and a continuous process to improve economic, ecological and social performance. The company translates this idea into efficient, safe, customer-oriented mobility solutions. ThyssenKrupp Elevator offers a portfolio of energy-efficient, ecologically friendly innovations that reduce the energy requirements of its elevators and the building without compromising performance, design, safety or comfort, meeting the requirements of LEED in a wide variety of categories. Efficiency Classes for Standard and High-Rise Elevators
Efficient components such as gearless synchronous drives, frequency control and energy recovery systems turn installations into energy savers. Many countries have already awarded numerous elevator models an energy efficiency class “A” rating, the highest rating under VDI Guideline 4707. Innovative control
LEED Program’s Passing Grade – 85%
Patrick Tenter, ThyssenKrupp Elevator
systems deliver further savings potential. For example, the E.COR controller, developed at the Neuhausen, Germany, plant, has a sleep mode function – when the elevator is not in use for a lengthy period, the controller switches off all unneeded components step by step until only the external call button is still activated. That makes high energy savings possible even in standby operation. The same applies to escalators. ThyssenKrupp Elevator offers a variety of standby functions such as variable speed and stop and go. The company’s engineers have also developed the Energy Efficient Controller (EEC), a device that measures the load on the escalator and controls energy input accordingly. The plugand-play control system is suitable both for new installations and as a retrofit kit. For high-rise buildings, ThyssenKrupp Elevator has also developed mobility solutions that meet the highest standards of ecology, efficiency and profitability. Foremost among them is the TWIN system, which consists of two cabs run independently one above the other in the same shaft. The operation saves both space and material, because TWIN reduces shaft requirements by one-third compared to conventional installations. The intelligent destination-selection control system minimizes empty journeys and waiting times, enabling
The special LEED training program, which is intended for employees in sales, production, sustainability and environment departments, comprises an eight-part series of online seminars. Participants must also supplement their knowledge using a study manual with numerous practical tests. The subject matter is complex. In addition to the aforementioned criteria such as energy and atmosphere, water efficiency, materials and resources, and indoor environmental quality, participants must also know all about the ecological performance of their own parts and products – in particular environmental advantages and the effect they have on successful certification. At the end of the training program, the aspiring LEED professionals from ThyssenKrupp Elevator must pass an external exam developed and administered by the Green Building Certification Institute (GBCI), which also carries out the LEED certification process. The institute was established in 2008 by the U.S. Green Building Council, which developed the LEED rating system and is one of the most important associations of leading representatives from all sectors of the building industry. The multiple choice test for LEED Green Associates comprises 100 questions worth a total of 200 points. To pass the test, candidates must achieve 85% (i.e., 170 points).
Continued
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Focus on Green Issues
Continued
Dr. Claudia Schmidt-Milkau Discusses ThyssenKrupp’s LEED Training With its training initiative for LEED professionals, ThyssenKrupp Elevator has taken a role in sharing knowledge for sustainable building. Expertise and ongoing training are essential when it comes to providing comprehensive and targeted advice to customers, explains Dr. Claudia Schmidt-Milkau, senior vice president for sustainability at ThyssenKrupp Elevator.
enable our customers to meet the rising demand for “more” in better ways and gain competitive edge. As a global enterprise, we are also called upon to explore new paths and develop innovative products and services for sustainable infrastructure and resource efficiency. Our commitment to that has been implemented in the mission statement of ThyssenKrupp.
The 100th employee has just
Why is it so important for
successfully qualified as a LEED
the company to train its own
Green Associate and thus a
employees in this area?
certified LEED expert. How
Sustainable building is an integrated approach that takes in all parts of a building and all stages of its lifecycle. The knowledge of everyone involved in the project is key to the success of the building – and our business is no exception. We also see ourselves as an irreplaceable partner to our customers. In the LEED training pro-
important is sustainable building for ThyssenKrupp Elevator?
For us, it is a really important future market. There are currently more than 50,000 LEED projects around the world, most of them in the U.S., where there is a clear trend toward LEED certification. But, there are also other international certifications such as BREEAM, DGNB, HQE and Building and Construction Authority Green Mark, and a growing number of buildings built to these standards. Experts agree that in many countries almost all new public buildings will have to meet these standards in the foreseeable future. Demographic change, urbanization and globalization are among the global trends. But, the need for “more” is set against the finite nature of natural resources, which are becoming scarcer and more expensive. With our engineering skills, energy-efficient products and concentrated expertise, we
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Dr. Claudia Schmidt-Milkau
gram, our employees don’t just learn to pass an abstract exam, they also gain an insight into how sustainable building works – with or without certification. Participants also gather extensive knowledge on energy and water efficiency, selecting suitable materials, protecting undeveloped land, and providing a healthy indoor environment; all of which give them a good overall grounding in sustainable building. Coupled with our knowledge of energy-efficient passenger transportation systems, this puts us in a position to address the needs of a project from an early stage and provide quick and competent support from the start of the project through to final certification. What has been the reaction of your employees?
Before the training starts, it ranges from enthusiasm to skepticism. After all, the employees have a lot of learning to do for the exam, as you have to answer 85% of the questions correctly to pass. But, afterward, our employees notice they have profited from the program and have learned a lot that will help them in their work. Our sales staff in particular gain a new channel to customers as advisors. At ThyssenKrupp Elevator and throughout the ThyssenKrupp Group, we attach great importance to employees who want to help us shape the present and the future. For this we all have to keep learning and adapting to changing markets.
from IPC Automation Digital Closed Loop Door Controller
Open Elevator Doors Precisely, Always…ENCORE The Encore from IPC Automation is a complete stand-alone, closedloop door controller system. This fully-digital, microprocessor-based system provides precise control of elevator doors via true door position and velocity feedback from an encoder.
th Now w i
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The complete retrofit kit includes motor, controller and limit switches. In just a few hours you can install a complete state-ofthe-art door control system.
Benefits Simple to install: Pre-loaded setups with on-board display/data keys/open and close switches. Position and speed sensing via reliable encoder. All digital, PWM control: Quiet 20Khz operation. Use with any controller: Direct Otis 6970 and 7300 door operator retrofit. Supplied with new motor/encoder for the 6970, just bolt on and wire! GAL/Westinghouse style also available. Eliminates “Cam Box” slow-down cam switches–all that’s needed is the DOL and DCL (supplied). Nudging Input: Separate input with adjustable speed and torque. Accurate code and limit to limit times from the encoder and computer clock. No more arguments over the stop watch!
Open, Close, Nudge and “EX” (Aux.) inputs–24 to 120 VAC or VDC–can also operate from a single input. DOL, DCL and “EX” (Aux.) outputs–24 to 230 VAC/VDC solid-state. ”EX” output can be configured as “Pre-Close Limit”, “Running”, etc. Easy adjustments using setup menu: – 16 character backlit LCD Display for easy confirmation of setups, I/O and status–SAE or metric values! – Auto-learning with pre-defined speed/opening profiles. – All setups and parameters stored in flash memory–change at any time! 115 vac input–can also operate on 130 VDC input. Optional analog output for display of Torque, Position and Velocity–for connection to scope or chart recorder–document door performance!
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1-800-323-1691 6774
Focus on Green Issues
Continued
ThyssenKrupp Elevator TWIN system
passengers to reach their destination faster. To provide customers with reliable and transparent data, ThyssenKrupp Elevator carries out its own extensive analyses, from pilot installations, complete life cycle analyses (LCAs) and measurements during test operation to comprehensive energy calculations for new systems. In addition, ThyssenKrupp Elevator carries out comparative measurements of energy use before and after modernization. On various projects in the U.S. and Germany, energy savings of up to 70% were achieved.
ThyssenKrupp Elevator E.COR controller
New Approaches for Lighting and Indoor Environmental Quality
ThyssenKrupp Elevator’s “synergy BLUE” elevator system
LEED points and building certification are not just influenced by complete systems; individual components also play an important role for sustainability. For example, the use of modern LED lighting technology can achieve energy savings of up to 90% and significantly longer lifetimes than conventional fluorescent lighting. LED lamps also deliver better light yield, are far more robust and provide higher output. Alongside energy savings, aspects such as air and indoor environmental quality are also relevant for LEED certification. Elevators from ThyssenKrupp Elevator
ThyssenKrupp Elevator cabs are often equipped with powder coating and Microban® antimicrobial pro- tected push buttons, which contribute to LEED cer- tification.
can implement various indoor air quality management plans drawn up for LEED certification. In the U.S. ThyssenKrupp Elevator has had its cabs certified by the independent safety testing organization Underwriters Laboratories as compliant with California’s Section 01350 standard for low emissions. LEED Projects around the Globe
More than 350 buildings worldwide with passenger transportation Continued
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Ogni nostro prodotto è il riflesso della nostra natura. Each of our product is a reflection of our nature.
MONTANARI GIULIO INSIDE! www.montanarigiulio.com Montanari Giulio & C. srl • Via Bulgaria, 39 - 41122 Modena - Italy • Tel. +39 059 453611 - fax +39 059 315890
Focus on Green Issues
Continued
BBVA headquarters in Madrid (Photo courtesy of Herzog & de Meuron)
systems from ThyssenKrupp Elevator have been LEED certified and include office towers, hotels and airports. More are to follow soon, such as the new headquarters building of the major Spanish bank BBVA in Las Tablas, Madrid. For this project ThyssenKrupp Elevator is manufacturing and installing 96 elevators including 61 “synergy” and nine high-performance elevators for speeds of up to 4 mps. All the elevators in this complex are equipped with regenerative drives. Energy created when the cabs are slowed is converted into electricity and fed back into the building’s power grid. This approach reduces energy requirements for the drives by around 30% compared to conven-
Alberto Tappe, Product Strategy and Sustainability manager at ThyssenKrupp Elevator in Spain
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tional designs. The elevators are remotely monitored by a central system. The permanent analysis of operating data permits targeted diagnostics, optimizes service call-outs and ensures a high degree of availability for passengers. In its plans for the new BBVA headquarters, ThyssenKrupp Elevator has combined environmental protection with comfort, meeting the criteria for LEED Gold certification. Alberto Tappe, Product Strategy and Sustainability manager at ThyssenKrupp Elevator in Spain and another graduate of the LEED training program, is also convinced of the benefits for customers: “We put our professional expertise at our customers’ disposal from the earliest planning phase. Our freshly acquired knowhow enables us to harmonize specific customer wishes and needs with the strict requirements of a possible LEED certification process at an early stage and match them Jeremy Robinson, Modernization up perfectly. Quite manager for ThyssenKrupp Elevator apart from specific in the U.S.
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LEED-related issues, I can put my knowledge of green buildings and the various facets of sustainability to use in other projects, too. The pro gram content is tailored exactly to our requirements – that is important for our global expertise and our growth in all regions.” Jeremy Robinson, Modernization manager and program graduate from the U.S., had the same experience: “I had worked on a few certification projects in Utah before I attended the training program. With the knowledge I have now, plan ning would not only have been eas ier, it would probably also have been possible to complete the projects more quickly. From my experience, I have learned that when it comes to sustainable building and LEED certification, it is all about the details. Without training, it will become increasingly difficult to reconcile individual customer wishes with requirements for certification.” Design visions and environmental compatibility can quickly start to diverge. This can even start with the understanding of glues and coatings used on the job site, something Robinson has found from past experiences. “Our expertise enables us to identify where points might be deducted at an early stage and work with the building owner and architect to find remedies. That avoids mistakes and ultimately saves money,” Robinson said.
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Focus on Green Issues
Certification
Energy Labels for Lifts Based on Guideline VDI 4707 by Dieter Roas
Dieter Roas is general
manager Lifts and Cranes at TÜV SÜD Industrie Service GmbH.
While building owners in Germany must furnish proof of the energy efficiency of their buildings, the same does not necessarily apply to technical building equipment. A lift, for example, can consume up to 7% of a building’s total power consumption. However, neither the European Union Directive on the Energy Performance of Buildings, nor the German Energy Saving Ordinance (Energieeinsparverordnung, EnEV) include requirements for reducing consumption of electricity. Given the increasing importance of economic, ecological and social sustainability, the lift industry took action and worked with testing and inspection organizations and the Association of German Engineers to launch the guideline VDI 4707 Part 1: “Lifts – Energy efficiency.” Several lifts have already been certified. Presently, guideline VDI 4707 describes the only standardized procedure for identifying the energy demand of a lift, which is a prerequisite for the energy-efficiency label. Current certification processes are carried out in accordance with Part 1: “Lifts – Energy efficiency” (edition 200903). The procedure established in this part classifies the complete lift system, depending on its category of use and energy demand in both standby mode and during travel operation. The new Part 2 of the guideline aims to enable the classification of individual components on the basis of their energy efficiency. Part 1 provides architects, developers and building owners with guidance for assessing the energy need and cost effectiveness of their lift systems.
Lift operators can reduce the cost of lift operation by using maintenance measures to unlock hidden potential for energy savings. As for household appliances and building-services equipment, the guideline defines energy-efficiency classes from A to G. An important aspect in this context is that classification in accordance with VDI 4707 only applies to the lift in the specified category of use. TÜV SÜD Industrie Service GmbH was the only third-party testing and certification organization to be proactively involved in the development of the guideline VDI 4707. Today, TÜV SÜD is a global leader in testing and certification of lifts in accordance with guideline VDI 4707, is familiar with the requirements of lift operators and has experience with various lift types and manufacturers. In the planning phase, architects have diverse possibilities of intervention to ensure the integration of an energy-efficient lift system that matches the concept of the building. It is important in this context that architects emphasize the lift’s usage profile within the scope of tendering. These benchmark values (times of travel operation and standby mode) will form the basis of the energy-efficiency class. After the category of use has been defined, the most suitable lift in terms of usability and energy-efficiency class, along with the associated certificates, can be installed. Three Steps of Energy-Efficiency Identification
The lift is certified by a third-party testing and certification organization for the implementation of the VDI guideline. Certification is possible for Continued
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both new and existing lift systems. Identification of a lift’s energy demand implies three steps: 1. Identification of the category of use 2. Determining standby demand 3. Determining travel demand Depending on the situation in which the lift will be used, the results of the three steps will be weighted differently. The less a lift is used, for example, the more important its energy consumption in standby mode. The results of all three steps are compared to the reference values of guideline VDI 4707 Part 1. Then, the lift is assigned to the appropriate class of energy efficiency.
Determination of Standby Demand
Classification into a Category of Use
The travel demand comprises a lift’s total energy demand during operation. Calculation of the travel demand is based on energy consumption, weight and travel height. A defined test cycle delivers precise and comparable data. A test cycle includes a reference trip over the entire travel height with an empty cabin traveling upward and downward, including opening and closing of the door. Here, energy consumption is broken down into energy-efficiency classes. Example: A lift in category of use 1 with an energy consumption of 2.21 mWh/(kg X m) or less in the test cycle is assigned to energy-efficiency class A. By contrast, a lift with an energy consumption of more than 57.09 mWh/(kg X m) in the test cycle would be assigned to class G, the class of lowest energy efficiency.
Depending on its travel time and number of travel cycles per day, the lift is assigned to one of five categories of use, from 1 (minimum use) to 5 (maximum use). Other factors by which the category of use can be determined are the mean standby time in hours per day, and typical buildings and use. Buildings, for example, range from category 1 (for residential buildings with up to six flats) to category 5 (designating office complexes more than 100 m in height in which lifts are in travel mode for more than 4.5 hr. per day). The average time in travel operation, given in hours per day, for example, can be determined from mean number of travel operations and the mean duration of travel.
Step two analyzes the standby demand. For this purpose, all components necessary to keep the lift ready for operation are recorded. In this context, experts look at aspects including the energy consumed by the cabin lights, cabin door (motor) and cabin fan. To calculate the standby demand, the individual consumption values are measured and added up roughly 5 min. after the lift completes its last trip. Standby demand is divided into energydemand classes, ranging from class A (up to 50 W) to class G (more than 1,600 W). Determination of Travel Demand
Potential for Energy Savings
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Standby phases offer particularly high potential for energy savings. The main reason for this is that in the case of lifts, the average standby period is three times higher than the average travel time. In residential buildings, for example, lifts consume around 70% of their annual energy demand in standby mode – the major consumers being the cabin lights and fan. In these cases, substantial savings can be realized by installing an intelligent lift control system, a preprogrammed standby mode or energy-efficient lift lighting. One possibility, in addition to the use of energy-saving light bulbs or LEDs, is the automatic deactivation of the cabin light. In this case, the cabin lights are automatically deactivated at a defined period after the last call and are only reactivated at the next call. Automatic deactivation of the cabin fan and power consumers of the Continued
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Flexible Lift-Shaft Ventilation
In order to remove smoke from the lift shaft in the case of fire, the top of the lift shaft in existing lift systems incorporates a permanently open vent for smoke ventilation. As this vent represents a permanent heat drain because of the chimney effect, it has been prohibited since the German Energy Saving Ordinance was introduced in 2009. This measure, while reducing energy loss, involves a higher safety risk for users. A flexible lift-shaft smoke vent and ventilation system provide safety and are easy to install, even in existing lifts. TÜV SÜD has developed a simulation program for residential and commercial buildings that can be used for exact determination of the energy savings achieved with this measure. The simulation program accurately calculates the reduction in heating costs and carbon emissions.
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cabin access (i.e., the cabin doors) can be used in the same manner. In office buildings where lifts are used more frequently, standby phases still account for as much as 40% of the lifts’ annual power consumption (i.e., a far smaller proportion than in residential buildings). While an intelligent standby mode makes good sense here, too, energy recovery during travel operation may unlock more potential for energy savings. Basically, energy-efficiency considerations should take into account the entire lifecycle of equipment, starting with lift planning and design; selection of energy-efficient components and their intelligent control; and consideration of energy-efficiency aspects in lift installation, operation and maintenance. Tailored Moderni zation
The possibilities of improving energy efficiency within the scope of modernization of existing lift systems range from the renewal or replacement of individual components, to replacing the entire lift system. Main areas of improvement include the drive systems and electricity supply for lift components, lights and fan. Third-party certification in accordance with guideline VDI 4707 ensures the right leverage is applied, helping lift owners avoid the installation of over- and undersized components on the one hand, and aligning individual components to the special features of their lift systems on the other.
Focus on Green Issues
MVT: Newly Formed, Decades Old by Elizabeth Pate
Mongrain Vertical Transport (MVT) is a recently established international builder of hydraulic elevator packages. While the company is new, its elevator components are not. Until recently, the products were manufactured and distributed by the Leistritz Corp.
Elevator Division, which was acquired in 2012 by MVT’s President and CEO, Sylvain Mongrain. MVT designs and assembles elevator systems for residential, commercial and mass-transit applications, and uses Leistritz for its hydraulic elevator systems. Various
elevator components fall under this name and feature ride comfort, quick and low-cost installation and/or simple maintenance programs. Presently, the company offers a selection of hydraulic elevator packages, including the Leistritz Emarelle™ hydraulic elevator. The Emarelle is a counterweighted roped application that uses single- or twin-cylinder design for passenger-, freight- and car-lift applications. MVT elevator systems are available with capacities ranging from 2000-60,000 lb., with speeds up to 200 fpm and travels up to 125 ft. Transition for Customers and Suppliers
MVT’s machine room for duplex cars, using dry power units with electronic valves and oil coolers
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Before forming MVT, Mongrain served for more than 15 years as an independent consultant in engineering, sales and marketing for the Leistritz Elevator Division. He has participated in the design of elevator components and systems and worked closely with architects, consultants, building managers and elevator installers to tailor elevator systems to the specific needs of customers. In addition to Mongrain, three managers with more than 30 years of combined experience with Leistritz’s Elevator Division joined MVT. Michel Bordeleau joined MVT as Sales manager; Jean Larcher as New Products Development manager; and Antoine Deschesnes as Contract Engineering manager. By selecting three former Leistritz veterans, MVT eliminated the typical learning curve required by startup operations and enabled a seamless transition for its customers and suppliers. In addition, MVT products and spare parts will continue to be warehoused, serviced and shipped from its Allendale, New Jersey, location.
Company Spotlight MVT Hydraulics
With the continuing advancement of hole-less installations, hydraulic systems have overcome the age-old complaints of uncertain installation costs, difficult extra-deep excavations, corrosion and maintenance inaccessibility. Now, hydraulic cylinders are located above ground, where they are easily installed, protected from corrosion and readily accessible. However, there are additional features that allow hydraulic elevators to equal or exceed the performance of low-rise traction systems, including: Counterweight and pulling cylinder systems that balance the car’s dead weight to improve efficiency, reduce the size of major components, provide smooth rides and save energy. Vertically mounted, dry-mounted, air-cooled power units with highefficiency motors and protection from heat degradation for seals and valves Closed-loop electronic valves with continuous pressure/viscosity compensation for easier maintenance and ride comfort
Sylvain Mongrain, MVT’s president and CEO
Micro-leveling systems controlled by fractional-hp motors, pumps and control valves enabling floor levels to be achieved and with low energy consumption Thermostatically controlled oil coolers that maintain low oil temperatures, even under extreme operating conditions.
Designing for the Present, Planning for the Future
According to Mongrain, “The Western world is going green, and nonconventional hydraulic elevators are there to stay.” When asked how his company is planning for the future, Mongrain said, “Everywhere we are asked to conserve, recycle or reuse materials, and when designing and engineering new buildings and systems, we are encouraged to evaluate the overall ecological footprint.” This trend toward going green has resulted in a body of standards and certification processes, including the Leadership in Energy and Environmental Design certification process, the Green Building Rating System, and the U.S. Green Building Council. Elevator companies around the world are being asked to make contributions to a greener environment. Members of MVT management began addressing these challenges nearly a decade ago. The Emarelle machine-room-less hydraulic elevator is one result. “Our design mantra for that product has been ‘less of everything,’” Mongrain said. That starts with a smaller footprint, which translates into less space, energy consumption, manpower and building material. A counterweight design optimized to offset the empty car weight saves power and reduces heat loss. By using the rail system as both rails and columns, the need for additional overhead structural supports is eliminated. The Emarelle uses both biodegradable and recy-
A design illustration of the Emarelle
clable oils. And, because the piston is in tension, the cylinder diameter is reduced, which reduces the amount of oil – on average, three to five times lower than the amount used by standard hydraulic elevators. Furthermore, a dry power unit with the vertical pump enclosed in a tank eliminates leaks and prevents copper contamination of the oil from a possible motor failure. Heat generated by the system is transferred to the hoistway and dissipated by natural airflow. This eliminates the need for costly air-conditioning or forced air-evacuation systems. In addition, the system does not generate electromagnetic noise, and will not affect the power grid or equipment. Around the Corner
MVT plans to continue developing innovative hydraulic products beneficial to the environment. The company says future efforts may include replacing fossil fuel with sustainable fuels to power elevator systems, and using newer and lighter-weight alloys to lift greater loads with less energy. April 2013 | ELEVATOR WORLD | 73
Focus on Green Issues
Orona IDeO-innovation city: An Update by Xabier Barrutieta, Eneko Goikoetxea, Javier de la Fuente and Santiago Pérez Ocáriz
Xabier
Barrutieta
has
been
director
Architecture & Facilities at Orona since 2010, in charge of the Design and Team Management of the Orona IDeO project. He previously worked
Work progressing at IDeO-innovation city in February
as a teacher and researcher, and collaborated with several international firms in the fields of urban and landscape design, architecture and ecotechnologies. His work has been selected for the Young Architects of Spain exhibit and has been awarded such honors as Europan10. Eneko Goikoetxea is an architect at Orona. Since 2010, Goikoetxea has developed the design, implementation, management and coordination of the Orona IDeO project and maintained Orona’s network of offices in Europe. He previously worked as head of project management for Fiark Arquitectos S.L.P. for six years. Javier de la Fuente is in charge of Designs, Work Management and Project Management at LKS Ingeniería, where he has worked since 2000. An architect since 1995, he has managed the Basque Culinary Centre, IK4 Lortek Technological Centre, Goierri Innovation Centre headquarters and Etxadi Sports Centre, among other projects. Santiago Pérez Ocáriz has been project manager at the Architecture and Buildings Department of LKS Ingeniería since 2007. He is an architect with more than 15 years of experience.
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First Extraordinary Innovation Point in Lift Technology
ORONA has been awarded the First Extraordinary Point for Innovation by the Building Research Establishment Environmental Assessment Method (BREEAM®) ES for its IDeOinnovation city corporate headquarters and R&D center in Hernani, Spain (ELEVATOR WORLD, March 2012). At the development’s main building, Orona ZERO, certification was achieved in the BREEAM Energy section under lift requirement Ene 8. This is an extra recognition reserved for design teams and manufacturers of products incorporating products and/or procedures beyond the technological forefront as recognized by BREEAM, regardless of the classification to which the building is ascribed.
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The BREEAM award concerns a strategic innovation branch ORONA is boosting from its Elevator Innovation Centre. The company has been working toward a “Zero Energy Lift” concept, which is another step toward a “Zero Energy Building,” making energy management more efficient with the incorporation of advanced energy-storage systems in combination with renewable energy sources. This enables a better use of available resources but does not lower user comfort in the building. In addition, special emphasis will be put on overall energy efficiency, where the elevator is a key element toward complete building energy management. This is expected to, in some cases, return energy to the building with the aid of regenerative systems.
Project Spotlight ergy sources, an integrated photovoltaic roof and research on electricity storage linked to elevator systems. The knowledge network of the company is envisaged to share a common location with the final objective of creating an “Ecosystem for Innovation.” ORONA and the architects stated that a project for innovation had to be innovative in itself, which includes a range of aspects where the project incorporates cutting-edge solutions that will help evolve a new common corporate culture for Orona IDeOinnovation city. These include: Urban design: integrative, environmentally friendly and open to citizens Architecture: mixed use and intended for high identity Mobility and accessibility technology showroom Sustainability: to be certified simultaneously in both Leadership in Energy and Environmental Design (LEED®) Gold and BREEAM Excellent categories. Energy lab: onsite 100% green thermal energy production and integrated photovoltaic design managed by an energy service company. Orona Foundation’s activities are intended to strengthen the local knowledge network. Planning a 21st-Century Knowledge Park
The Orona Zero building under construction
The EUR70-million (US$93.71million) IDeO-innovation city is a practical contribution toward giving shape to the Nearly Zero Energy Buildings standard, to be implemented throughout Europe by 2020. Orona IDeO is a step toward this goal and a laboratory where these technologies are being tested. Therefore, it was chosen as a reference project in several congresses and symposia.
Park. ORONA’s activity centers on the design, manufacturing, installation, maintenance and modernization of mobility solutions, including lifts, escalators and moving walks. Construction started in mid 2011 and is to be completed by 2014, coinciding with ORONA’s 50th anniversary that year.
Ecosystem of Innovation
Orona IDeO will have bioclimatically designed buildings and urban spaces, a district heating/cooling system using 100% renewable en-
Orona IDeO-innovation city is the flagship design of the new extension of San Sebastián, Spain’s Technology
A Project for Innovation Must Be Innovative
Donostia-San Sebastián is a small city of approximately 200,000 inhabitants 20 km from the French border and nearly 100 km from Bilbao, Spain. The city and its metropolitan area have attracted innovative activities in recent years, and the city has aimed to diversify into a more knowledge-oriented economy. The fact the city has been designated the 2016 European Capital of Culture and a City of Science and Innovation further strengthens the city’s commitment to this strategy. Master planning a 21stcentury technology park requires a
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The general layout of the site
design that takes into account such aspects as the neighboring urban area, accessibility to public transportation and landscape integration. Architecture at Orona IDeO-innovation city
Orona IDeO-innovation city is to be made up of different buildings. The 11,000-m2 Orona Zero will house ORONA’s corporate headquarters and Orona Elevator Innovation Centre (eic), the design of which is based on a circular shape that has always accompanied the Orona brand image. The idea of ascent is transferred to the final design via the inclination of the structure. This also provides the façade with a good orientation for solar energy collection. The Orona Foundation building is a 10,500-m2 “collage building” that will host Orona Corporate University and Mondragon University. The two lower floors are for common and shared facilities, such as the canteen, auditorium, library and crèche. The two upper floors are for use as teaching facilities in such energy-related sub jects as the two new eco-engineering bachelor degrees.
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The Orona A3 research facilities will host the IK-4 Ikerlan Research Alliance’s space and laboratories aimed at researching advanced applications of electrical storage systems. The purpose of this research is to develop technology for elevation
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system and building energy-management applications. Orona Gallery will be a museum and pavilion for visitors. Its purpose will be to teach and transmit ORONA’s values and the Orona IDeO philosophy. It will contain a showroom for Continued
Design
ORONA, LKS ingeniería, Cenit Solar, Cener, MC2 ingeniería and Garrigues have all been involved in drawing, construction and managing the project. The following architects are engaged in the development: Xabier Barrutieta (ORONA) Eneko Goikoetxea (ORONA) Javier de la Fuente (LKS) Santiago Pérez (LKS) Scale
Total built surface area above ground: 23,000 m 2 Corporate use: 4,000 m2 Orona Elevator Innovation Centre: 4,800 m 2 Technology center and laboratories: 3,000 m 2 Shared use: 6,000 m2 Teaching use: 5,200 m2 Total built surface area below ground: 27,000 m 2
Focus on Green Issues
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More than 1,000 polycrystalline photovoltaic modules are integrated on the inclined rooftop of the Orona Zero building. They will have an annual electricity output of 220,000 kWh, similar to the consumption of 100 average flats. This energy will be both used for self consumption, as well as to investigate net-zero energy lifts and new battery technologies in real time. Leadership in Sustainability Certification
The energy distributed by means of the district heating/cooling system: blue for electrical energy and orange for thermal energy.
demonstrating the monitoring of energy in the buildings in real time and be the access point for visitors to the energy-production facilities. The IDeO Plaza will comprise an urban hall with a series of pedestrian areas welcoming researchers, workers and students, who will share these spaces aimed at encouraging relationships and the exchange of ideas. Energy Efficiency
To achieve good energy performance in the buildings, the bioclimatic design and environmental issues
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must be present from the initial architectural design. The architects’ ob jective is to fully profit from the passive measures applied and choose the most suitable energy-generation and consumption systems for this project. The energy efficiency of all four Orona IDeO buildings has been rated “A.” The energy usage is based on the premise of making the most of the district heating/cooling system. This system is powered on 100% renewable energy sources: biomass, thermal solar and geothermal.
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Orona IDeO-innovation city is the first project in Spain set to be certified simultaneously both in LEED and BREEAM. That the project has a common design and shared centralized facilities further benefits the overall sustainable design approach. ORONA’s headquarters aims to achieve LEED Gold in the LEED New Construction v3 modality, which takes an integrative approach to efficient building. The BREEAM assessment uses recognized measures of performance to evaluate a building’s specification, design, construction and use. The measures used represent a broad range of categories and criteria, from energy to ecology.
Focus on Green Issues
Engineering
Energy Models for Lifts by Ana M. Lorente-Lafuente, Dr. José Luis Núñez-Bruis and Dr. Gina Barney
Lifts are essential for the operation of a building and contribute to its energy burden. They use energy in one of three main modes: standby (when the lift is dormant), running (when the lift is moving) and idle (when the lift is between standby and running modes). The proportion of time taken in each mode, and hence the energy consumed, depends on many factors, including type of building, traffic patterns and technology used. This article gives data for these time proportions for a specific installation by means of simulation tools, based on a set of buildings. In addition, other important parameters are presented to enable accurate estimations of energy usage to be determined. Introduction
Ana M. Lorente-Lafuente was fomerly with
the Group of Applied Research, Instituto Tecnológico de Aragón, at C/ María de Luna, 8, 50018 in Zaragoza, Spain. Dr. José Luis Núñez-Bruis is with the
Mechanical Engineering Department, Centro Politécnico Superior, Universidad de Zaragoza. Dr. Gina Barney is principal of Gina Barney
Associates, at P.O. Box 7, Sedbergh, England LA10 5GE.
The demand for energy-efficient lifts has increased in recent years, fostered, for example, by the European Directive on the Energy Performance of Buildings. There are also several international initiatives for buildings classification, such as the Building Research Establishment Environmental Assessment Method, Leadership in Energy and Environmental Design, the Comprehensive Assessment System for Built Environment Efficiency, Efficiency, etc., as well as an international standard ISO 257451:2012 [1] and some national guidelines, such as VDI 4707.[2] Any method of assessment/ classification requires reliable methods for calculating the total energy consumption of a lift during a given period, according to which the overall energy efficiency can be assessed. Some of these methods incorporate formulas for estimation, whereas
others leave the choice to the manufacturer. Different methods have been proposed, and most calculate the energy consumption of the lift in two main operating conditions: running (when the lift is moving) and standing (when the lift is stationary). The second mode can be further split into standby mode (when the lift is dormant) and idle mode (when the lift is between standby and running modes). The energy efficiency of a lift is intimately associated with the building in which it is installed and how the building population uses it. This usage can be used to develop classification classificat ion labels for lift installations installations.. While the energy consumed in each operating condition can be easily measured, for example, using the methodology described in ISO 257451:2012, or estimated from the mechanical and electrical components of the lift, there are no clear rules on how to estimate the other relevant parameters. This paper shows how to obtain the parameters by means of simulation tools and provides data for general usage. Definition of the Objectives
The ISO/TC 178/WG 10 Committee was tasked to provide a means to classify the energy efficiency of lifts in use. To achieve this, it is necessary to carry out an accurate calculation of the estimated energy usage. The research described here supported the work of Working Group (WG) 10. For a certain installation, where the characteristics of the building (number of floors, total height of the building, inter-floor height, population and level of demand, etc.) and the lift(s) installed in it are known, the daily operation of the lift(s) can Continued
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Continued
be emulated using simulation software. One of the results that can be obtained from a simulation is the spatial plots of each car’s movement. Using this spatial plot, it is possible to calculate the occurrences in each possible trip, characterized by distance traveled, direction of movement and load carried in a specified period. Then, knowing the number of trips, it is possible to easily estimate the energy consumption. To assist WG 10, it was necessary to obtain values for the following parameters: Average distance traveled Average load carried Av Average erage time spent in running and standing conditions (idle and standby) These parameters ideally should be obtained for many building types (residential, office, hotel, hospital, airport, transport stations, schools, universities, etc.) and for different intensities of use (low, medium, high, etc.) represented by the number of starts per day. The objectives of this work are, therefore, to analyze the factors that influence the usage of a building and to issue application tables tables that can allow the estimation of the energy consumption of lifts. A set of standard benchmark benchmark buildings has been se-
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lected and the main parameters (type of building, level of demand, traffic patterns, lifts mechanical parameters, etc.) have been defined. A publicly available traffic-simulation software, ELEV ELEVA ATE™, has been used (with some customization for this research) to simulate different scenarios, considering the population movement from floor to floor. The results, obtained in the form of spatial plots or list of trips, have been processed, and the values of average distance traveled, average load carried, proportion of time spent in each energy mode (running and standing [standby, idle]) have been calculated. This information allows the calculation of the total energy consumed in a period, depending on different building or lift configurations. Simulation Protocol Design Analysis Type
ELEVATE performs simulations using statistical procedures to digitally model specified lift installations. A large quantity of data is collected and presented in different ways (peters-researc (peters-research.com/index.php h.com/index.php?option=com_cont ?option=com_cont ent&view=article&id=96&itemid=91). Continued
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Continued
Traffic-Control Algorithm
The traffic-control system (dispatcher algorithm) determines how the lifts will serve the calls placed on the system by the passengers. The ISO 25745 series of standards does not consider the effects of the traffic-control system and only considers a single lift. To obtain plausible results, the research reported here considers two-car (duplex) installations operating under two simple traffic-control algorithms: the basic group collective (COL) and the estimated time of arrival (ETA) control algorithms only. The modern hall-call allocation (destination control – see CIBSE Guide D: 2010, Chapter 9[3]) is not considered. Building Data
Initially, it was decided to consider office buildings with five, 10 and 16 floors (the latter considered the maximum practical number of floors in a building zone) above the main terminal. Later, some simulations were carried out with two, three and four floors above the main terminal to accommodate residential buildings at the request of WG 10. Buildings with express zones or parking zones were not considered, as they are not part of the ISO 25745 standards. Two rated speeds have been selected to meet the criteria in CIBSE Guide D: 2010, Section 3.5.7. [3] All interfloor distances were assumed equal and 3.75 m high. The other important variable is the population of each
floor. For the purpose of this research, the maximum handling capacity of the building was set at 12.5% of the total population (considered by CIBSE Guide D and the British Council for Offices as a starting point for most traffic designs for offices). A population per floor was obtained from the value of population that can be served by a specified lift installation. All floor populations were assumed equal. The formula for the calculation is shown in Equation 4.9 of the Elevator Traffic Handbook .[4] Lift Data
As already stated, the simulations considered simple duplex installations. Initially, rated loads of 630, 1000, 1600 and 2500 kg were selected to span the common range of lifts installed in offices. Later, lifts with rated loads of 450 kg were added to accommodate residential buildings. Other typical lift data, such as door-operating times, start delays, single floor flight times, acceleration values, jerk values, etc. were selected. (Data available on request.) Passenger Data
The passenger parameters that influence the behavior of the installation are passenger transfer times, passenger mass and car capacity factor (%). Traffic Patterns/Templates
Traffic patterns are defined by passenger arrival rates at Continued
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Continued
specific floors and passenger destinations. This activity is set to occur in 5-min. periods. ELEVATE can customize the passenger traffic flow by defining a number of periods, each with its own set of arrival rates (in persons per 5 min.) and destination probabilities for passengers traveling from each floor to create benchmarking templates. Many of these are described in CIBSE Guide D: 2010 , Chapter 4. [3] For this research, three different templates have been used. The latter two were at the request of WG 10: Siikonen full-day template: [5] This is based on a sample multitenant office building in Paris. Strakosch residential all-day traffic template: [6] The profile is based on the requirements of a residential building. CIBSE Guide D: 2010 : A third traffic profile based on CIBSE Guide D: 2010 was provided by Dr. Richard Peters. The resulting Total Passenger Activity graphs can be found in the ELEVATE manuals and Chartered Institution of Building Services Engineers (CIBSE) guide, respectively. Simulation Execution, Data Treatment and Definition of Templates for Collecting the Results
Initially, the simulations were performed on 24 systems, which had three different numbers of floors (five, 10 and 16), each with four rated loads (630, 1000, 1600 and 2500 kg) and two rated speeds (0.63, 1.0, 1.6 and 2.5 mps, com-
bined in pairs) and a collective (COL) traffic control system. The simulations used the Siikonen all-day (12-hr.) template, which was considered the most representative one, as it has up/down/inter-floor traffic and includes a lunch break (CIBSE Guide D: 2010 , Section 4.6[3]). Although it corresponds to an office building, it can emulate other building types. In order to consider the four different levels of intensity of use, four runs were carried out in the 24 different buildings with floor populations at 100%, and reduced by onehalf, one-fourth, and one-eighth, representing intense, heavy, medium and low use, respectively. In this way, there were 96 sample systems. The simulation was run only once, but as there were two lifts in each installation, the results obtained for each simulation corresponded to two cases. This gave 96 X 2 = 192 cases. From the reports automatically provided by ELEVATE, it was necessary to obtain the following information: average travel distance, average car load, idle/ standby time in different time slots (1, 2, 5, 15 and 30 min.) and the number of starts. The standard version of the ELEVATE software provides spatial plots and a corresponding table of data. The processing of the full table provided: Continued
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Total running time Total standing time Times the lift is stationary by time bands (< 1, < 2, < 5, < 15, < 30 and > 30 min.) Total number of starts per day Average distance traveled The details of the car load transported can be extracted from the graph named “Car loading on arrival at home floor” provided by ELEVATE, which shows the average and maximum values (in percentage of rated load) in 5-min. time slots. Depending on the purpose of a study, this average information can be sufficient, as it allows the calculation of the average load transported by a lift in a certain period. However, it is not precise enough for an accurate calculation, where it is necessary to know the number of occurrences of each possible trip (defined by direction of movement, distance traveled and load carried), which are the parameters necessary to calculate the actual energy consumption. For this reason, a Microsoft® Office® Excel macro was created to analyze the detailed information related to the passenger trips. A later processing of this database made it possible to create the matrix of occurrences, from which the average distance traveled and average mass transported
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in loaded trips can be easily calculated. The number of empty trips could be calculated as the difference between the total number of starts provided by ELEVATE automatically in the Excel sheet and the final number of standard trips. In this way, they could be accounted for with view to the calculation of the average load, but not for the calculation of the average distance travelled, as the origin and destination of these empty trips were unknown. The software was customized to obtain this information. The 96 sample buildings (192 cases) were simulated again at the end of these improvements, and the deviation in the average travel distance showed an error of approximately 5% compared with the first estimation, which had supported the first drafts of the work for the International Organization for Standardization (ISO) standard. Later improvements to the analysis software further improved the results. First Analysis of Results
From the first set of simulations carried out, it was concluded that, as expected, the number of starts increases with intensity of use. This caused the predictable effect of extending the running time at the expense of the standing time and modifies the distribution of the trips in the different idle/standby time slots, depending on the number of Continued
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Continued
Figure 1: Average number of starts versus number of persons served (all pat- terns)
starts. The trends also showed that lower traffic levels would produce even lower average car loads and longer travel distances. The presentation of the results to the WG 10 group of lift experts developing the draft of ISO/DIS 25745-2 [7] raised questions: 1) For example, how good is the traffic template? Besides the very good office template used (Siikonen), ELEVATE also provided a reasonably representative residential pattern (Strakosch) and the new one based on CIBSE Guide D: 2010, Figure 4.1. [3] The simulations were repeated with additional traffic patterns to assess their influence. 2) The need to add systems with lower-capacity cars (450 kg) and lower rise (three-fourths stories) in order to accommodate residential buildings. Although the addition of such low-rise buildings would lead to significant errors in the simulation model (owing to the poor statistics), these were simulated for completeness. 3) The desire to have higher usages above 2,000 starts per day. It has often been stated that the number of starts in Asian countries is considerably higher than those in Europe, so higher usage categories with the number of starts above 2,000 starts per day were requested. Although this might indicate an incorrect traffic-system design, it was included. 4) A wider range of traffic intensities, to six. 5) More statistical data were needed to produce regression graphs. In order to give response to all these questions, the range of simulations was increased. Analysis of Results
In this section, the final plots obtained after the software and templates were updated are presented, and the
results and tendencies observed are explained. They contain the results of the final set of sample installations, which were increased to achieve the six usage categories requested by WG 10. Effect of the Traffic Pattern on Number of Starts
The number of starts in the simulated period increases with the population served per lift (Figure 1). The results are almost identical for the COL and estimated time of arrival (ETA) traffic-control algorithms. The values obtained for residential buildings using the Residential (Strakosch) template are higher, followed by the Office (Siikonen) template and the Modern Office (CIBSE) template. However, it has to be noted that the simulated period differs (slightly) but should have a minor effect, depending on the traffic template used: (RS) Strakosch Residential 14 hr. (OS) Siikonen Office 12.25 hr. (OC) CIBSE Office 12 hr. If a plot of average number of starts per hour instead of the absolute value were presented (Figure 2), then the different lines would become closer together with the Modern Office template, producing the highest number of starts per hour, and the Residential one the lowest. CIBSE: 1.04 starts per hour/person Siikonen: 0.96 starts per hour/person Strakosch: 0.88 starts per hour/person The first part of the graph shows a linear dependence, which becomes a nonlinear (polynomial of degree three) at the maximum values with around 2,200 starts. After reaching this maximum value, the curve begins to fall, which indicates the lift installation has reached saturation. Although, logically, it might be thought that an increasing population demand (persons served) would result in the number of stops limiting to a maximum, the real effect Continued
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Focus on Green Issues
Continued
Figure 2: Average number of starts per hour versus number of persons served (all patterns)
is that they fall. The reason seems to be that at higher demand levels, the lift installation has reached the limit of its traffic-handling capabilities. The result is a traffic buildup in the lobbies: passenger boarding/exit times increase, and the transportation becomes inefficient. These inefficiencies can be also observed in the plots showing the distribution of the time spent in the different operating conditions. However, further research might be carried out with additional samples to confirm the validity of this reasoning. The graphs confirm that the traffic template (traffic pattern) does not make a large difference and show that the values are similar for residential and office buildings. A further important conclusion is that the higher number of starts reported from Asian countries can only be achieved if the operational time is increased from 12-14 hr. to include nighttime activity at high levels.
Figure 3: Average distance traveled (all patterns)
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Average Distance Traveled Versus Average Number of Starts
The average distance traveled decreases with the number of starts (Figure 3). It ranges from a maximum average of around 50%, except for very low-rise buildings (see rectangle in the figure), and a minimum of 20% for very intense use. If the results were represented as average distance versus number of starts per hour, the difference between traffic templates would be small. Lift professionals frequently state that intuitively (from their own experience), the average distance traveled should be longer. A further analysis was carried out to check this impression. Could it be caused by the fact that the observers only see this effect when they are traveling in loaded cars? The graph obtained (Figure 4) confirms that the average of distance is heavily influenced by the intensity of use, which drastically reduces this average.
Continued
Engineering
Figure 4: Average dis- tance traveled (% of build- ing height; ADT); average, empty trips (ET); loaded trips [LT], difference
Figure 5: Average load transported (% rated load, all patterns)
Figure 6: Average load transported (% rated load) for 1000-kg-rated-load lifts
April 2013 | ELEVATOR WORLD | 93
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Continued
Figure 7: Average load transported versus number of starts (grouped by car capacity)
Figure 8: Distribution of time in different operational modes versus number of starts
Average Load Transported Versus Average Number of Starts
A plot of average load transported versus average number of starts shows an intense “swarm” of points, which strongly indicates that the average load transported depends on another factor and not only on the intensity of use. Looking at the results for lower intensities, where the points are more concentrated, five groups of points can be seen, which coincide with the different rated capacities analyzed. Another finding is that, as expected, the load increases with the population handled. The range of variation is large (5-25%). However, by taking the median values, the results do not change very much with the traffic template used (a maximum of 3% for high numbers of persons served) or the traffic-control algorithm.
This can be more clearly observed in Figure 6, where only the results for 1000-kg-capacity cars are shown. If the data is plotted for one single template and the results grouped by car capacity, a much clearer tendency can be seen of the load increasing with the use with delimited range bands, according to the car capacity (Figure 7). Distribution of Running, Idle and Standby Times Versus Average Number of Starts
The average time between trips shows a very clear exponential tendency, with its maximum at a very low building occupancy. It can be observed that only for a very low number of starts does the lift spend more than 5 min. stationary between consecutive trips. This is a result of great importance, as currently most lifts switch into a lowerContinued
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Focus on Green Issues
Continued
Figure 9: Distribution of running time during nor- mal operation
Figure 10: Distribution of idle time during normal operation
Figure 11: Distribution of standby time during nor- mal operation
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Continued
Figure 12: Average time between trips (minutes)
Usage category Usage Trips per day
1
2
3
4
5
6
very low
low
medium
high
very high
intensive
50
125
300
750
1500
2500
Table 1: Summary of results
energy-consumption mode after this time. (ISO 25745-1 defines standby as commencing after 5 min. of inactivity.) This leads to the supposition that the standby status may not be reached during the daily operation time and just during non-operating hours. If, for any specific number of starts, the running, idle and standby times are summed, the results will always be 100% (Figure 8). In Figures 9-11, it can be observed that the time spent by the lift in running conditions increases with usage, reaching a maximum of 50% for a high activity (2,000 starts). When the number of starts increases above this quantity, the lift loses efficiency, as already stated. The time in non-running conditions is split into “Idle” (Figure 10) and “Standby” (Figure 11). The plot of the idle time (Figure 10) also shows the inefficiency of passenger handling when increasing the number of starts above 2,000, as the time that it is stationary increases again. The standby mode (lower energy consumption) will be activated after the lift has been inactive for 5 min.
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Distribution of the time spent by the lift running or in stationary conditions during the daily operation time is shown in Figure 8. The graphs clearly show (in accordance with the tendency of the average time between consecutive trips, Figure 12) that for high traffic demands, the lift does not have time to switch into standby very often; the time being spent in this low-energy state is less than 10% for more than 500 starts. Summary
Table 1 summarizes the results of the research, many of which have been adopted by WG 10. Note there are six usage levels. Surprisingly, the rule of thumb assumed in ISO 45745-1 of an empty car that travels about half the distance between terminal floors is close to reality in many circumstances. Further Work
The ISO 25745 series of standards only considers a single unit. From the results obtained, the two simple trafficcontrol algorithms do not seem to have influenced the results for the type of buildings analyzed. However, to be
Engineering more scientifically rigorous, work on other traffic-control systems will be undertaken – in particular, the hall-call allocation traffic algorithm. This algorithm differs significantly with other dispatchers. The simulations should also be run for groups of at least four, rather than two, lifts. The effect of unequal distribution of floor population/demand should also be researched. The effect of an express zone should be analyzed in more detail to allow the method to be used for zones located high in the building. It is hoped these results will be validated by collaboration in the industry, as most real-life measurements are carried out by lift companies.
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Conclusions
The research study detailed in this paper is based on the results of thousands of simulations, which are considered as if they were experimental data. However, simulation is notorious for delivering answers that do not occur in real systems, but these answers will be as good as the traffic pattern used in their production. The use of simulation tools for predicting the value of parameters with view to the calculation of the energy consumption of lifts seems to be the most accurate method currently available. Although average tables (calculated for standardized buildings to cover the scope defined in ISO 25745) are precise enough for standardization purposes, for a better prediction in any commercial offers, it is recommended that every specific case is calculated, taking into account the real characteristics of a building and the lift and the most suitable traffic pattern. Acknowledgments
The authors wish to express their most sincere thanks to Vega Rodrigálvarez from Instituto Tecnológico de Aragón for her support in computing related issues; Dr. Richard Peters for allowing the use of his ELEVATE software under a research license, answering the many questions that arose and making some changes in order to facilitate this work; and to the all members of the ISO/TC 178/WG 10 Working Group Technical Committee: Lifts, Escalators and Moving Walks, from whose huge knowledge and experience this work has profited. A special mention is made to Dr. Gerhard Schiffner (ThyssenKrupp) for many searching and stimulating comments and Richard Fargo (Otis), who convened a task force providing many of the objectives for this work. The first author wishes to thank the CIBSE Lifts Group for a travel bursary to attend a WG 10 meeting. References
[1] ISO 25745-1:2012 – Energy Performance of Lifts, Escalators and Moving Walks, Part 1: Energy measurement and verification. [2] VDI 4707-1:2009 – Guidelines for Lifts: Energy Efficiency . [3] CIBSE Guide D: 2010: Transportation Systems in Buildings. [4] Barney, G. C. Elevator Traffic Handbook: Theory and Practice: Taylor and Francis, 2003. [5] Siikonen, M-L. “On Traffic Planning Methodology,” Elevator Technology 10: Proceedings of Elevcon 2000. [6] Strakosch, G.R.: The Vertical Transportation Handbook , 1998. [7] ISO/DIS 25745-2:2012 – Energy Performance of Lifts, Escalators and Moving Walks, Part 2: Energy Calculation and Classification for Lifts.
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April 2013 | ELEVATOR WORLD | 99
Industry Profile
Lerch Bates’ Jay Popp Talks Tall Buildings and Traveling by Lee Freeland Jay Popp ( JP), executive vice president, International for Lerch Bates Inc. and current president of the International Association of Elevator Consultants, recently took time from his busy schedule and talked at length with ELEVATOR WORLD (EW ) about his long, successful career with Lerch Bates and full personal life. An active member of the ASME A17.1 International Standards Code Committee and National Elevator Industry, Inc., JP shared his enthusiasm for consulting on tall buildings and traveling. EW: Tell us a little about yourself. JP: I was born in Toledo, Ohio, but grew up in the mountains of Colorado – a small bedroom community called Pine Valley. My family moved out West when my father followed his job as an elevator installer. I went to high school in Idaho Springs and currently live in Highlands Ranch, Colorado, with my wife, Marsha, and am based at Lerch Bates’ headquarters in nearby Littleton. I have a Bachelor of Science degree in Environmental Design from the University of Colorado. EW: How did you get started in the elevator industry? JP: Upon my graduation from college, the architectural community was in a downturn. Lerch Bates was looking for a design engineer, and I started with the firm right after graduation, performing engineering design and architectural work. Thirty-five years later, I’m still here, taking part in its exciting growth. EW: What helped you realize this was the right profession for you? JP: Working with Lerch Bates for more than three decades has enabled me to work on, literally, hundreds of different buildings around the country and the world. If I were working strictly in architecture, I would probably be working on just one building for three to five years at a time. Working simultaneously on a Popp
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number of buildings around the globe is a lot more exciting to me. EW: Did you have any mentors along the way? JP: Without a doubt, my mentor has been Quentin Bates (ELEVATOR WORLD, March 2012). He encouraged everyone to continue growing and try new opportunities. EW: What is the biggest challenge you face in your current position, and how do you work toward overcoming it? JP: There are too many buildings in design or under construction around the world and too little time. I’m very driven to assist the emerging markets and guide them on to build better-quality and more-efficient buildings. Predominantly, my business is international. I structure my days so I can be available at the beginning and end of them. When it’s evening in Denver, it’s morning in China and the Middle East, so efficient time management enables me to continually communicate with my clients. I look at such scheduling as an opportunity, as opposed to an impediment. EW: What do you find most rewarding in your work? JP: Working directly with clients around the world and assisting them in designing and building better and safer buildings, as well as solving complex design problems, is the most rewarding. I’ve found there are many projects that influence the next project in some way or another, such as the Burj Khalifa. Anytime a city constructs a supertall or megatall building for the purposes of establishing itself as a world city is fascinating. These types of buildings drive the economy for the entire region. They may not necessarily be a complete economic success in and of themselves, but all the things that spin off them, like retail and housing, make such projects and the cities in which they are located a success. No one remembers a monotone skyline. EW: What work do you plan to get involved with in the future? JP: I plan to continue to have more opportunities to work internationally. I would like to be a more active participant with code standards and industry committees as a way of giving back to the field. I also would like more opportunities to teach at the graduate level. I recently
Continued
Industry Profile
Continued
completed an elevator seminar with the University of Nebraska and Tianjin University in Tianjin, China, that focused on the differences between North American and Chinese elevator products and how they affect designs. As a part of the exchange, students designed buildings with Chinese standards that will be built in China. EW: Is there a particular project you admire that you’d like to tour or pick the brains of those responsible for it? JP: Federation Tower in Moscow. It has the fastest ThyssenKrupp Elevator TWIN elevator system installed commercially to date. It is of particular interest to what I do. EW: What advice would you give to someone considering getting into the elevator industry today? JP: It really depends on if the person wants to explore and get into the business, equipment-design or mechanical side of the industry. I would suggest to look at the industry as a whole and decide where you best fit. A good question to ask yourself would be, “Am I sales or design oriented?”
The Burj Khalifa in Dubai
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EW: What is your best advice for surviving this reces-
sion? JP: Companies should be willing to learn how to con-
duct their businesses internationally. The opportunities offshore continue to grow, and companies should consider expanding their reach into foreign countries. Current successful companies have moved into international projects that have allowed them to grow and expand. EW: What does the future hold for the industry and for your company? JP: I’m very encouraged with what I’m seeing in our industry right now. Domestic design projects that have been on hold for some time are breathing new life. A lot of activity, especially in emerging markets, is happening internationally. Opportunities are expanding as more and more markets are urbanized. For us, the increased activity provides more opportunities to expand the firm into new regions and new international territories. EW: If you could change one thing about our industry, what would it be? JP: I would make it more customer focused. Because of market contractions, many companies are leaner, and they do not have the adequate manpower to provide consistent quality customer service. EW: Which trade shows do you regularly attend, and what would you like to see more of at them? JP: I attend National Association of Elevator Contractors events on a regular basis. I also attend IAEC and Council on Tall Buildings and Urban Habitat events. I would like to see more senior design engineers with better access for specific questions. EW: Would you like to share a little of your personal life? JP: Marsha and I have 22-year-old triplets: Jillian, Stefan and Derek. Our two sons are in college, and our daughter is being interviewed for graduate school. Marsha and I enjoy attending sports-car rallies and car shows. We especially like participating in road trips with sportscar clubs in Colorado. Our latest vacation was to Salt Lake City, and it was associated with a car rally. My personal favorite vacation spots include Europe, especially Italy. EW: What are your plans for retirement? JP: I don’t know if I will ever retire completely. Marsha and I enjoy traveling, and it’s often not possible for her to join me. When I eventually do cut back, I’m looking forward to my wife and me traveling the world together.
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History
Emergency Access to Elevator Shafts by Dr. Lee Gray
Lee Gray is associate dean for the College of Architecture at the University of North CarolinaCharlotte with a specialty in architectural history. He earned his PhD in Architectural History from Cornell University. He is a member of the Southeast Chapter of the Society of Architectural
Historians
and has published several articles and one book on vertical transportation and skyscrapers. Gray is curator of theelevatormuseum. org, created by ELEVATOR WORLD. His most recent book, From Ascending Rooms to Express Elevators: A History of the Passenger Elevator in the 19th Century , is available in the museum bookstore at www.elevator books.com.
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Last month’s history article, “A 1950s Haughton Elevator,” referenced a 1937 drawing that depicted an “emergency release” located in the hallway, was intended for “fire department and emergency use only” and which was operated by an “emergency door key.” The repetitive use of the term “emergency” highlights the device’s perceived importance and, perhaps, adds weight to a question about this device: when were emergency door releases first introduced and required by code? The answers will be explored through an examination of editions of the ASME A17 Safety Code for Elevators and Escalators published between 1921 and 1955 and the patent record for the same period. Like most historical inquiries, they are both simultaneously satisfying and frustrating in that they shed light on the past and prompt additional questions. The first edition of A17, A Code of Safety Standards for the Construction, Operation and Maintenance of Elevators, Dumbwaiters and Escalators (1921), included a definition and rule concerning emergency releases. The definition read, “An emergency release is a device the purpose of which is to make inoperative door or gate electric contacts or door interlocks in case of emergency.” The accompanying rule offered an explanation of the device’s operation and required location: “Rule 118 Emergency Release a.) The emergency release control shall be in the car, plainly visible to the occupants of the car and rea sonably, but not easily, accessible to the operator. b.) To operate the car under emergency conditions it shall be necessary for the operator to break a glass cover protecting the emer-
| WWW.ELEVATORWORLD.COM | April 2013
gency release and to hold the emer gency release in operating position. The emergency release shall be so constructed and installed that it cannot be readily tampered with or “plugged” in the operating position. c.) Rods, connections and wiring used in the operation of the emer gency release, that are accessible from the car, shall be enclosed to prevent being tampered with readily.” This definition and rule clearly indicate the emergency release – as first conceived – had nothing to do with accessing the shaft or car from the hallway: it was intended to facilitate car operation during an emergency. The logic behind this initial conception may have arisen from early efforts to define proper elevator usage during fires or other emergencies – efforts that were impacted by changes in elevator operation that occurred due to the introduction of door interlock systems. This supposition is supported by Edward L. Dunn’s 1924 Mechanical Interlock for Elevators (U.S. Patent No. 1,493,069). The patent application had been filed in 1921; thus, its content reflected attitudes contemporary with the first elevator safety code. According to Dunn (an engineer with Otis), an emergencyrelease mechanism was designed to be operated when a “panic or fire” occurred, “in which case, it may be desired to operate the car with open doors.” This statement suggests the elevator was to be used during an emergency to evacuate a building’s occupants. It also suggests the ability to operate the car with its doors open was beneficial, because it would increase passenger entry and exit times and allow for greater efficiency during Continued an evacuation.
History
Continued
Dunn’s emergency-release design anticipated some of the 1921 code requirements in that it was “reasonably, but not easily, accessible to the operator”; however, its design omitted the protective glass case (Figure 1). In fact, this omission unknowingly anticipated one of the revisions that occurred in the second edition of A17, A Safety Code for Elevators, Dumbwaiters and Escalators (1925). This edition included the 1921 definition; however, section “b” of the rule (now designated as “Rule 123”) was revised such that the glass cover was no longer required. The 1925 code also included “reference figures” identified as 0, 1, 2, 3, 6, 12 and 24, which were used to “indicate when such rules or paragraphs become effective when applied to existing installations.” Rule 123 Emergency Re lease was assigned a “0” designation, which meant the rule was “to be applied immediately.” The third edition of A17, The American Standard Safety Code for Elevators, Dumbwaiters and Escalators (1931), retained the 1921 definition, reverted to the 1921 code’s requirement of a protective glass cover, more precisely articulated the rule’s requirements and included a new section on testing: “Rule 123 Emergency Release a.) The emergency release shall be in the car, plainly visible to the occupants of the car and shall be easily accessible to the operator.
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Edward L. Dunn, Mechanical Interlock for Elevators, U.S. Patent No. 1,493,069 (May 6, 1924)
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b.) The emergency release shall be provided with a break glass cover and with means for breaking the glass. c.) To operate the car under emergency conditions, it shall be necessary for the operator to hold the emergency release in the operative position. d.) The emergency release shall be constructed so that it cannot be readily tampered with or ‘plugged’ in the re lease position. Rods, connections, and wiring used in the operation of the emergency release, that are accessible from the car, shall be enclosed and protected from injury. e.) Each make and type of emergency release shall be tested and approved by some competent designated authority as to compliance with a, b, c, and d of this rule and as to meeting the test for insulation as specified for inter locks in 121i, Test F.” The structure of the revised rule, with its more precise separation of requirements and the addition of section 123e – requiring testing by a “competent designated authority” – reflected the continued refinement of A17. The 1931 code also contained, under a separate rule, the first reference to a required means of accessing an elevator shaft or car from the hallway. Section 120j of Rule 120 Hoistway Doors for Passenger Elevators addressed two types of hallway access systems and keys: “A service key shall be provided for the purpose of opening from the landing side, the hoistway door where the car is normally parked, but only when the car is at that landing. This key shall open no other hoistway door. “An emergency key shall be provided which will open from the landing side and irrespective of the position of the car, the hoistway door at the landing where the car is normally parked, the lowest landing, and such other hoistway doors and emergency doors as are specified below. It shall open no other hoistway door. Such an emergency key shall be placed in a break-glass receptacle clearly marked ‘For Fire Department and Emergency Use Only,’ at the landing nearest the main entrance to the building. “For an elevator operating in a blind hoistway (as is usually the case with express elevators), the first hois tway door above the blind portion of the hoistway shall be so arranged that it can be opened from the landing side by the emergency key specified above and irrespective of the position of the elevator car. “If an elevator is installed in a single hoistway, the emergency key shall open all hoistway doors and where the elevator is installed in a single blind hoistway, then provision shall be made for emergency hoistway doors at every third floor, but not more than thirty-six (36) feet apart, to permit access to the elevator in the b lind portion of the hoistway. “Emergency hoistway doors shall be provided at every third floor to permit access to the elevator in the blind Continued
History
Continued
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portion of the hoistway. Such emergency hoistway doors shall be not less than thirty (30) inches wide and (6) feet, six (6) inches high (clear opening), and shall be easily accessible and free from fixed obstructions. The emergency key required above shall open all such emergency hoistway doors.” The perceived need to have different keys for service and emergency access reflects elevator use patterns in the 1930s, when most systems utilized operators. The service key provided access to the car at a single designated location: “where a car is normally parked.” Operators, at the end of the workday or other designated times, often took their car out of service, “parked” it at a designated floor, and locked the controller and doors to prevent access. The emergency key allowed greater access due to the perceived need to respond to the various emergencies that could occur in or adjacent to an elevator shaft. It should be noted that the required language found in the 1931 code for use on the emergency-key receptacle is similar to that found on the 1937 Haughton drawing, which recommended the statement “Emergency door key for fire department and emergency use only.” The fourth edition of A17, American Standard Safety Code for Elevators, Dumbwaiters and Escalators (1937), and the revised fourth edition (published in 1945, which incorporated changes made in 1942) retained the original 1921 emergency-release definition and Rule 123 as stated in the 1931 code. However, Section 129j of Rule 120 Hoistway Doors for Passenger Elevators was revised to reflect the increased use of push-button elevator systems: “A service key shall be provided to open the hoistway door from the landing side that the landing where the car is normally parked out of service, except for automatic operation and continuous-pressure-operation elevators. This key shall open this door only when the car is within the landing zone and shall no other hoistway door.” As with earlier code revisions, this change also brought greater specificity to the rule and confirms the f act that the service key was intended for use only when a car was “parked out of service.” Industry awareness of these rules and their implications for elevator use and design are found in Clifford Norton’s 1937 Elevator Door Mechanism (U.S. Patent No. 2,067,242). Norton (an engineer with Otis) noted “authorized attendants are furnished with service keys [that] enable them to gain access to the elevator car, while it is parked at the floors provided with service key mechanisms.” He also noted “an emergency or fireman’s key. . . is positioned near the hatchway entrance of each door provided with emergency mechanism. This key is preferably housed in a locked container with a “break glass” cover to ensure its use only in case of a real emergency.” And, he observed that best practice suggested:
“. . . a combination of both of these mechanisms be provided for at least one door, preferably the door at the ground floor, where the car is normally parked, and which usually would be the most advantageous entrance to the hatchway during an emergency.” Norton’s patent also contained a detailed description of the two keys: the service key was to be “preferably of round circular section for insertion in a circular aperture,” while the emergency or fireman’s key was to be “preferably of lunar- or crescent-shaped section for insertion in a lunar-shaped aperture.” Although the differing designs required two points of access, the perceived benefit of this feature was that “neither key could perform the function of the other.” Thus, by the 1940s, rules concerning emergency releases and service and emergency access systems had been thoroughly defined, and these code requirements had become accepted aspects of elevator-door design. However, the fifth edition of A17, American Standard Safety Code for Elevators, Dumbwaiters and Escalators (1955), literally changed the rules of the game with regard to emergency access. Rule 123 (among several other related rules) was incorporated into a new set of rules under Section 111 Hoistway-Door Locking Devices, Car-Door or Gate Electric Contacts, Hoistway Access Switches, and Elevator Parking Devices. The title of Rule 111.11 Emergency Keys for Un locking Hoistway Doors Prohibited clearly signaled the authors’ intentions toward these devices; the 1955 code also omitted all references to service and fireman’s keys. However, the single line of text provided for Rule 111.11 suggested the topic of emergency access was not completely absent from the 1955 code: “Means shall not be provided or used to unlock hoistway doors from the landing side when the car is not in the landing zone.” This statement implies a “means to unlock hoistway doors” could be provided, as long as its operation required the presence of the car in the landing zone. Rule 111.10 Hoistway Access Switch addressed the means by which this would be accomplished: “A hoistway access switch shall be provided for every power elevator at the top terminal landing to permit access to the top of the car, and at the bottom landing to permit access to the pit here to door at this landing is the only means of access to the pit.” The remaining subsections of Rule 111.10 further defined the operation of hoistway-access switches. This information brings this investigation full circle in that it suggests similar questions to the one that prompted this month’s article: how did these switches work, how long were they required by A17 and what is their relationship to current practice? These questions will be explored in a future article.
International Association of Elevator Consultants Silent Auction, San Antonio, TX – April 29 Canadian Elevator Contractors Association Games Night, Niagara Falls – June 4 Elevator U Silent Auction, Iowa State University – June 19 Pop Frohlinger Joe Marchese Golf Outing - (check website for details) Elevator Industry Group of Southern California Golf Outing – June 21 Chicago Cruise – June 26 Elevator Escalator Safety Foundation of Canada Toronto Cruise – July 18 Chicago Elevator Association Golf Outing – August 2 IAEC New York Region Dinner Cruise – August 22 NAEC Reception, Tampa, FL – September 23
Continuing Education: Maintenance ELEVATOR WORLD Continuing Education Assessment Examination Questions
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1. What is the first step necessary to start improving the condition and safety of vertical-transportation equipment? a. Perform a thorough and detailed condition assessment. b. Assess the existing service capabilities and consider a change. c. Adjust the replacement of all elevators and escalators forward in the capital plan. d. Meet with members of the press and public groups to counter rising concerns. 2. What information can be gained from a detailed equipment-condition assessment? a. A detailed equipment list can be developed. b. Current safety status of all equipment can be determined and needed repairs can be made. c. It can be the basis of plans for future modernization and equipment upgrades. d. all of the above. 3. ASME A17.1 requires product-specific inspection and test procedures be included in the MCP. a. True. b. False. 4. How can the MCP be documented? a. Using a hard copy. b. Using computerized software programs. c. Using low-cost or free computer-based systems. d. All of the above. 5. Since the mid 1970s, safety devices on escalators have essentially: a. Remained unchanged. b. Tripled. c. Doubled. d. None of the above. 6. What effect have additional safety devices and electrical requirements had on Westinghouse Modular modernization programs? a. Little to none.
b. Not all safety devices can be included. c. A new step drive system must be used. d. Larger controllers may be required that will not fit into upper head sections of taller units. 7. What can setting unrealistic performance indicators have on the public’s perception of a transit authority? a. It can give the perception of continued failure to meet goals. b. It can give an inaccurate perception of equipment condition and safety. c. Both A and B. d. None of the above. 8. How can an owner and transit authority help ensure capital-improvement programs and modernization projects are performed according to code and contract requirements? a. Perform a thorough acceptance inspection. b. Respond to all requests for information in a timely manner. c. Perform regular routine “work-in-progress” inspections. d. Have a very stringent process in choosing a contractor. 9. Which of the following is best suited to perform progress inspections? a. The elevator/escalator contractor. b. The general contractor. c. An independent group of elevator/escalator inspectors. d. The AHJ inspector. 10. Who is ultimately responsible for the condition and safety of all vertical-transportation equipment? a. The service provider. b. The equipment manufacturer. c. The owner/transit authority. d. The AHJ that last inspected the equipment. April 2013 | ELEVATOR WORLD | 111
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Safety codes require most commercial applications involving a lift height of greater than 60 in. to be installed in a shaft. The Lift Store USA’s new solution to this situation is the Highlander enclosed vertical platform lift from Harmar. The lifts can eliminate the time and cost required to modify existing structures. The commercial-grade lift is designed to meet ASME A18.1 safety standards. It has a 750-lb. weight capacity and includes such safety features as constant pressure controls, electromechanical interlocks on all doors and swing gates, a safety handrail and solid side panels.
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SIL Grading 1 2 3 4
The Highlander wheelchair lift is available in lift heights from 4-14 ft., can be used for both indoor and outdoor applications and come standard with full-steel enclosure panels. Other standard features include a fullheight, flush-mounted bottom entrance door and a 42-in.-high top landing
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Probability of Inefficacy Per Hour during Demanding or Continuous Operations
Risks Reduced 10—100 100—1,000 1,000—10,000 10,000—100,000
10-6 —— <10-5 -7 -6 10 —— <10 -8 -7 10 —— <10 -9 -8 10 —— <10
Safety Integrity Level (SIL) certification is a worldwide certification for safety functions by IEC 61508 with re- gard to products used in places where they can cause relatively enormous harm to people, the environment or property. The SIL grading is shown in the table above.
The SIL3 PESSRAE is intended to provide greater performance than the widely applied Grade SIL1/2 protection systems in the elevator in-
The PESSRAE programmable electronic system
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April 2013 | ELEVATOR WORLD | 119
ast Glance L ast Warped Elevator This unusual elevator was uncovered in Queens by Scouting New York while searching for office space. Who knew such an unusual installation could lurk behind those unassuming doors? Resembling something from a Tim Burton fantasy, this elevator is a remnant from when the former Macy’s warehouse building catered to a more artistic clientele. The entire lobby was once adorned with similar décor, most of which has been removed as part of a conversion to more traditional office space. The elevator includes a fisheye mirror at one end, while the ceiling is lined with small monster heads cobbled together from mechanical parts.
Back of elevator with mirror
Mechanical monster
Photos by Nick Carr, ScoutingNY.com
Front of elevator
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