Lift Report

The demarcation between the Lifts Directive and the Machinery Directive was clarified with the completion of the revised Machinery Directive. All passenger transport at velocities exceeding 0.15 m/s is, in principle, subject to the Lifts Directive, the exceptions being construction lifts and personnel platforms. The question of safety spaces at the extreme top and bottom positions is to be explored in a further study. The Machinery Directive in its revised version was adopted by the European Parliament in December 2005. Following acceptance by the Council, and provided that consultation committee deliberations are not required, the revised Machinery Directive will presumably go into effect in 2010. It will then, in turn, be implemented in the Machinery Code within the framework of the 9th GPSGV (Implementing Order for the Equipment and Product Safety Act).

The EMC Directive will be superseded by the new 2004/108/EC edition. The most important changes here are determinations of concepts and the definition of the surveillance authorities. Elevators are defined as stationary systems. The Telecommunications and Post Regulatory Authority (which is responsible for monitoring electromagnetic interference in Germany) will be folded into the Federal Network Authority in the future. The manufacturers are responsible, on their own account, for stationary systems. The two EMC standards for elevators – EN 12 015 and EN 12 016 – required no substantive modification.

The ATEX Directive, 94/9/EC, will have to be taken into consideration when installing new elevators in areas subject to explosion hazard. The ATEX Directive has been implemented in Germany in the Explosion Prevention Code, 11th GPSGV, and has been applicable to new lifts since July of 2003. As prescribed in the Operating Safety Ordinance, the 1999/92/EC Directive is applicable to pre-existing elevators in areas subject to explosion hazard.

The Pressure Equipment Directive is applicable to elevators only in exceptional cases. The oils used here normally fall into Group 2 and, regardless of the volume of oil present, it is only the 500 bar pressure limit which is relevant. The exceptions here are hydraulic systems with pressurized gas storage tanks; different limit values apply here.

The Work Implements Utilization Directive has been implemented in the wording of the Operating Safety Ordinance.

The Directive on the Overall Efficiency of Buildings, 2002/91/ EC, was adopted in Germany in the Energy Conservation Act, which was passed in September 2005. This also affects new lifts where, in new buildings, leakage will have to be tested retroactively and where openings through which heat could be lost are to be avoided. The smoke extraction opening required by the building codes represents a problem in this regard in so far as the hoistway is in a heated room which is not isolated by leak-proof doors. This smoke extraction hatch will have to be closed during normal operations in order to keep heat from escaping. It must however open positively in the event of a fire.

The speaker presented, in the form of tables, those European standards for elevators which have already been published and those which are in preparation. The status of each project was indicated, as was the time expected to elapse before publication. As regards the EN 81-28 standard governing remote emergency calls for passenger and freight lifts, already published and in effect, it should be noted that TRA 106 section of the Technical Rules for Elevators is still in force as regards the emergency call center and the organization of rescue efforts. It will be superceded, most likely within the course of the year, by a technical rule which is a part of the Operating Safety Ordinance.

E.-A. Siekhans, B. Engr., reported on the “Status of Consultations in the Operating Safety Committee”. His speech explained the functions and organization of the new ABS – Operating Safety Committee. As the German Elevator Committee (DAA) did in the past, the ABS has been charged with advising the responsible Federal Ministry for Labor and Social Affairs (BMAS) in questions of occupational safety when providing and using work implements and when running systems for which surveillance is mandated. The committee is also to identify the appropriate rules concerning the state of the art, occupational medicine and hygiene. The assignment devolves from the Operating Safety Ordinance. The members of the ABS are 21 experts drawn from various groups in society – a structure similar to that of the earlier DAA. The members are nominated by the central associations and appointed by the Ministry. In addition, the chairpersons of the subcommittees attend the ABS meetings but are not entitled to vote. The Technical Rules (TRBS) are worked out in the subcommittees and organized according to the type of hazard; they serve to make the ordinance more concrete. The projects mentioned by way of example all invoke presumption of conformity. Subcommittee UA 6 is responsible for elevators. The TRBS rules are divided into three different blocks. The first block governs the way in which the ordinance is to be made more specific in its terms, the second block contains the rules referenced to hazards, and the third block comprises specific rules for work implements, systems and activities. The “life cycle” of the TRBS – from assignment to a subcommittee to publication – was elucidated. Subcommittee UA 6 first undertakes an analysis of existing rules to determine whether regulations referenced to the hazards are already in place. Primary emphasis is on analyzing the hazards to persons trapped in the elevator, persons falling from load suspension devices and systems for which surveillance is mandated. Also under the subcommittee’s purview are questions regarding authorized persons and tests mentioned in the ordinance. In some individual cases coordination with the other subcommittees will be required during the course of the work. Demarcation from the Workmen’s Disability Compensation Insurance Society and its set of safety rules was discussed during the course of the lecture. The objective here is to merge the insurance- related specifications and those which derive from government surveillance.

“Characteristics and Potentials of the Elevator Modernization Market” was the subject upon which P. Günter, B. Engr., and E. Gemici, B.B.A., spoke. They launched their presentation by introducing the VDMA – the German Association of Machinery and Plant Engineering Companies – and its member associations. The Elevators and Escalators Professional Association stated that it represents 80 per cent of new facility business in Germany. Order volumes for new systems have fallen steadily since 2001 and, although business has stabilized at just under 12,000 lifts per year, sales revenues have continued to decline. The volume in the market for modernization has remained largely uniform throughout the years. Orders received for hydraulic lifts, in terms of both numbers and value, have continued to decline since 2003. The share of “roomless” units in the traction sector has risen continuously. The figures for Europe as a whole were discussed in regard to the number of elevators in service and the number and value of orders received in the individual countries, this based on statistics prepared by the European Manufacturers’ Association. In contrast to other European countries, there is no obligation to modernize lifts in Germany, even though the Operating Safety Ordinance does occasionally provide a push in this direction. Attention was drawn to the rehabilitation catalog and DIN EN 81-80. The latter governs projects in which existing systems are to be upgraded to the state of the art in regard to safety. Some countries have adopted special regulations for this purpose while other countries, including Germany, use the Work Implements Utilization Directive as the basis. Some countries have adopted a “wait and watch” stance. In Germany any modernization project has to be carried out so as to comply with the state of the art. The VDMA recommendations in this regard were introduced. The speech closed with a survey of European accident statistics.

U. Thews, B. Engr., spoke on the “Reusability of Existing Electrical Equipment when Modernizing Elevators”. This speech listed the VDE rules which the electrician should take into account when evaluating an existing elevator system. It also mentioned the items which are not covered in this degree of detail in DIN EN 81-80 or mentioned by way of reference. An assessment of the entire electrical system is required whenever decisions are to be made in regard to the suitability of electrical equipment for re-use in the machinery room, in the hoistway and at the car or where a hazard analysis has to be prepared to quantify the significant hazards and the estimated risk. The electrician has to pay attention to three areas, namely safety in electrical equipment (stationary operating assets, DIN VDE 0100 and 0105), safety in electrical devices (non-stationary operating assets, DIN VDE 0701 and 0702) and the safety of electrical machinery (DIN VDE 0113). Special attention was paid to important individual standards and regulations. The various power systems used to supply electricity to lifts were explained and illustrated schematically, as was the illumination power feed, which is subordinate to the mains system. Examples were used to explain the various ways in which control voltage can be derived and the safety circuits can be protected. The speech compiled in a clear and understandable way the requirements applicable to elevators and devolving from VDE regulations.

“Bus Systems and their Usability in the Course of (Partial) Modernization” was the topic chosen by G. Benczek, B. Engr. This speech discussed bus systems not only in reference to the drives but also in regard to the interfaces to regulators and controls. The DCP, ACP and CAN protocols were introduced as bus system protocols, as were further developments associated with the CANopen protocol; corresponding applications were mentioned. The major aspects in equipment technology, including the plugs and the transmission modalities, were discussed in detail. The inverter, door controls and photoelectric beams, as well as various other elevator elements, were represented as “virtual devices” in the system. The transition from the bus via a communications interface, the object directory and the device functions in the application process were explained in reference to the system but also in lists, using examples. Options for modernization which derive from this system can be drawn from those lists, as can the influence on the travel curve in response to travel commands. The connection to commercially available controls was explained using individual cases.

H. Streng, B. Engr., reported on “Options for using Innovative Components in Modernization Work”. The speaker used examples to explain how the Lifts Directive has made possible previously unknown innovative solutions – such as the elimination of the machinery room or using alternate suspension means. Decisive when evaluating an innovation is whether it is relevant to safety and standards or whether it just affects the fittings and appearance, command units or displays. In addition to examining applicability in reference to the Operating Safety Ordinance, third-party rights may further limit application and employment. Whenever an innovative solution appears on the market it is important for the manufacturer or the installer to know whether the component, system or process interferes with or even threatens one’s own product or manufacturing. The need for action is determined on this basis. Planners and owners requesting bids can include an innovative component, system or process in tender documents only if this does not result in a restriction of competition. This can be done by specifying the appropriate objectives and functions, but not with a detailed product description – this being how specifications referencing a specific manufacturer are often formulated. When calling for bids it is possible to open up competition in addition by tendering alternate items which take account of the modified specifications for the objective and functions. Important in every event is the clarification of spare parts issues, particularly where proprietary solutions are selected. If third-party manufacturers are available, then questions as to quality must always be posed.

Dr. B.-W. Dornach tackled the topic of “Marketing for the Trades”. The lecturer reported in a most entertaining fashion how advantages for one’s own company can be sought and identified in this highly coveted market segment. Starting with the extremes – highest quality at highest prices, and the cheapest solutions at the other end of the spectrum – there is a broad middle range where, as a rule, products are largely interchangeable. Ultimately, price considerations will influence the purchasing decision. Experience has shown that both the most expensive and the cheapest segments of the market grow fastest. About 80% of the vendors lie between the two extreme values. They offer comparable performance to comparable customers and this often leads to mediocre results. In the private sector women are often the decision-makers, even though they do not appear in the foreground as the customer. When a vendor, in his advertising, promises to reimburse the difference in price between his and an even cheaper product, then this gives the buyer a good feeling, even though he doesn’t always make the price comparison. Comparison shopping is, so to speak, done by the individual customers in this case, and at no cost to the manufacturer. The risk of having to reimburse a price difference is, as a rule, low. In marketing the “anyone who doesn’t make a splash falls by the wayside” maxim is true.

The speaker then presented his eight modules for business success. These include the strategy, business vector and a business plan which includes an inclination not to copy others. Management succession has to be included in the management and motivation module. Employees have to be motivated in order to reinforce their identification with the company. Service operations are vital here, too; options for cooperation might be well worth examining. Communication and customer management are growing in importance. References and recommendations – and prestige projects – support the image of a good company.

In the foyer of the lecture hall a number of manufacturers had set up displays – something like a miniature trade fair. The components shown here were explained most competently by the personnel on hand at the booths.

As always, most of the participants at the wine tasting on the first evening of the seminar used the opportunity to talk shop. It was particularly gratifying to note that the participants’ average age has quite obviously dropped, but without changing the familiar, cordial atmosphere.

H.-F. Freiherr von Scholley, B. Engr., reported on a “Roomless Lift with Optimized Hoistway Dimensions”. This speech presented a proprietary solution aimed at achieving the smallest possible shaft volume. Consequently the reduction of hoistway width and depth enjoyed the highest priority, since these have an effect on volume along the entire height of the shaft. The permanent safety areas specified in EN 81-1/2 were replaced by temporary safety areas with additional flanking measures. The reduction of shaft length was supported in the engineering design by reducing the length of the car. In the solution described here the top of the shaft was to be flush with the building’s roof and the pit with the building’s foundation. The legal basis for this innovation is found in the European 95/16/EC Lifts Directive and in the associated harmonized standards in the EN 81 series. According to those specifications lifts are to be engineered and constructed so that – among other things – the hazard of being crushed at the car’s extreme positions is eliminated. This is achieved if there is a free space beyond the ultimate positions. Achieving this safety objective in existing buildings, in consultation with a notified body and using appropriate additional means, has been done many times in the past. Under certain circumstances it is also possible to create temporary safety areas in new systems, too, since they need be present only for maintenance, repair and testing work. In order to achieve at least the same safety level as is the case with permanent safety areas as per EN 81, the efficacy of these safety spaces shall not be dependent on any action which must be carried out by the potentially endangered individual. These measures were discussed and explained by way of example. Permanent safety areas, too, can be ensured only by installing technical means which are nonetheless still subject to a certain residual failure probability. When deciding in favor of a temporary safety area it is therefore necessary to conduct a particularly careful assessment of the residual risk of failure and here it may certainly be no greater than that for a permanent safety space as per EN 81. Determinant here are the safety concept and the engineering design. In the example employed in this speech, the temporary safety areas were realized by employing special assemblies which had been type-examined and certified. Over and above this, modifications will have to be carried out for all the components which are located above the car’s ceilings. As for other makes, an elevator of this type can be used in modernization work where the old system is replaced in its entirety. In the current case adaptation to the building was achieved with specially designed rail clamps so that, with minimum engineering effort, this can be planned for use in virtually every existing hoistway, regardless of the type of drive which had been used earlier.

Taking as his topic an “Economical Approach to Modernization for Hydraulic Lifts”, Chr.-E. Thoney, B. Syst. Engr., provided a review of one proprietary solution. The lecturer has determined that the number of elevators in place around the world comes to about 7.5 million. Of these, two-thirds are more than 20 years old and 40 % were installed prior to 1970. Consequently, modernization needs in Europe can be estimated at 50 % and more than the half of all elevators use hydraulic drives. The reasons for modernization are many and varied and include environmental considerations, cost-reduction programs, safety requirements or increased performance expectations. All this is reinforced by increased demands on the part of customers and users. While in 1910 the demographic chart took the form of a pyramid, today there are concentrations at 45 and 65 years of age. Continuing changes will produce a further upward shift, toward greater longevity, by the year 2050 and this will trigger an increase in the demand for elevators in general and for modernization of older lifts, in particular. The modernization approach selected by one manufacturer concentrates on hydraulic drives. The modules engineered for this purpose are to permit modernization within a short period of time and without having to completely replace the controls. In this lecture only the hydraulic section of the lift was considered, where a broader temperature range, lower energy consumption, shorter trip times and improved ride comfort were to be achieved in conjunction with increased speed. Examples showing performance before and after modernization were presented in chart form while particular attention was paid to the reduction of energy consumption. The component, known as the Multikit, was presented as a clever Hydronik concept, since the advantages of traditional hydraulic lifts were combined with new, energy-saving properties and an improved cost-to-benefit ratio. Mention was also made of the opportunity for replacing doors and elevator controls, as well, during a modernization project.

E. Marchesi, B. Engr., reported on “Magnetic Hoistway Information Systems”. The principles behind magnetic distance measurements using various encoding concepts and scanning tracks were explained. Since today’s elevators incorporate a number of safety functions, and since they depend directly or indirectly upon the momentary position and/or speed of the car, these functions have traditionally been handled with autonomous electro-mechanical systems. The magnetic system introduced here is distinguished by rugged design, precision and scalability. It provides absolute encoding at justifiable costs. A magnetizable strip is applied at a protected location in the rail’s “waist”. Position information is scanned without contact, with the sensor unit being mounted on a roller carrier on the car frame. The reading distance is laid out to allow for component tolerances and dynamic deviations. In addition to position registration, the functions of the hoistway limit switches, deceleration monitoring at the ends of the shaft and detection of the door zones and doorway alignment at the landings are included. The use of this system is to be promoted and expanded by awarding licenses. To serve the broader market a simplified hoistway information system has been developed, containing only the core function in the form of the reader unit. It can thus be utilized, at lower costs, for simpler lift designs, as well.

“Compliance with the Operating Safety Ordinance at Favorable Costs by Retrofitting Safety Brakes” was the topic approached by H. Goder, B. Engr. In his speech he described the so-called safety brake which, when dealing with floating drive sheaves, can be mounted directly at the drive sheave. In contrast to other retrofitted safety devices, it can represent an advantageous solution in regard to both installation effort and function. This brake can also be used to prevent the so-called “upward fall”. Since it engages independent of the normal drum brakes whenever the car stops at a landing, it can also keep the car from moving in the event that a drum brake should fail. Consequently, when the system is at a standstill, it is independent of other devices which are activated in response to excess speeds. This is a single- circuit spring compression brake which is activated by idling current. It is fitted with an electrical monitoring unit and en gages each time the drive comes to a stop. It is largely maintenance-free; only the brake lining need be checked in the course of routine inspection work.

“Innovations in Energy-Storing Buffers with Non-Linear Response Curves” was the subject broached by N. Kuhnert, B. Engr. The speaker first discussed the correlations of the various buffers and their application ranges to the nominal speeds, as prescribed in the Technical Rules for Elevators (TRA 200) and in the 1985, 1978 and 1998 editions of EN 81. The question of the type examination was then explained. It was only in the 1998 edition of EN 81-1/2 that requirements for energy-storing buffers with non-linear response curves were included. Energy-dissipating buffers, buffers with non-linear characteristics and buffers with return-stroke damping are treated as safety-critical components. A type examination or another procedure for conformity evaluation as per the 95/16/ EC Lifts Directive is required. Current trends in elevator development, in which the dimensions of the headroom and the pit are being reduced, have an influence on buffer development. Plastic buffers with non-linear responses are found in a broad range of applications. Mention was also made of the necessity of comparing the notified bodies approved to carry out the type examinations.

Dr. W. Vogel reported on “Innovations for Suspension Means used in Traction Elevators”. Both those designs for new suspension means now available for traction elevators, and those which are under development, have to satisfy a multitude of requirements in regard to safety, service life, costs, maintenance, ride comfort, amenability to inspection and testing, and traction characteristics. The requirements in regard to safety include a sufficiently long service life, reliable recognition of the retirement point and sufficient, but also limited traction. The speaker explained the options for reducing drive sheave diameter by reducing the rope diameter while, at the same time, taking the ratio of sheave to rope diameter into account. The observations of service lives, particularly at smaller rope diameters, were illustrated by way of examples. It was noted that EN 81 does not deal with ropes of less than 8 mm in diameter but that construction lifts which have been type-certified already use smaller diameter ropes. The influences of jacketed steel wire ropes and their effects on rope service life, with particular attention to the friction values prevailing in each case, were discussed using actual product solutions for illustrative purposes. The possibility of using high-strength fiber ropes as an alternate suspension means has also resulted in product solutions in which, by incorporating additional measures, the retirement point can be reliably detected. Drive belts containing small-diameter, load-bearing steel cords laid in parallel are also in use as a solution for very specific type-certified drives. All these concepts for suspension means have been examined in a large number of long-term flexural tests in order to be able to demonstrate reliability. Where these tests could not be continued all the way through to failure, the residual breaking force was determined by way of tensile testing. The speaker delved into the problems associated with traction in certain environments, including fires. Determining the retirement point for non-jacketed suspension means is a common issue for all designs and is effected by testing and inspection techniques adapted to suit the specific situation.

March 6 and 7, 2007, was announced as the date for the next event. Taking “Electronics” as its overall theme, applications- related problems are to be treated in particular there.