Developed as a joint venture between Clark Construction and Balfour Beatty, the National Geospatial-Intelligence Agency (NGA) Campus East in Springfield, Virginia, is one of the largest federal facilities in the Washington, D.C., area. It is comprised of five buildings and includes two eight-story buildings joined by a 500-ft.-long by 120-ft.-wide atrium, which has a roof made of the same lightweight, translucent materials used on the Beijing Olympic Water Cube. NGA’s design incorporates various energy-efficient technologies and has achieved Leadership in Energy and Environmental Design® Gold certification.

Vertical Transportation and Construction

In 2009, ThyssenKrupp Elevator Americas was awarded the contract to install 39 elevators for the complex. The company was also recently awarded an additional order to supply two elevators on the atrium’s east side. According to Mike Faid, application designer and senior project manager for ThyssenKrupp Elevator, the project was challenging for various reasons, such as the high level of security and the building’s EM-385 safety code requirements. “We set up an office trailer on site [in] April 2009, which served us for two years. [This is] where we planned and ran two to 12 installation teams. The trailer was 1/2 mi. from the actual building site so the installers had to walk or ride our all terrain vehicle,” Faid said.

The atrium’s glass elevator installations were especially difficult, due to the constantly changing dynamic of each working day. Planned coordination was necessary between all involved trades, because they were working in the same space at the same time. Prior to the actual elevator installations, the atrium’s scaffold system had to be removed so the overhead steel within the overhead cage could be set up with a blast-proof structure. According to Faid, several surveys were conducted on the structure, slab edges and final entrance-frame locations during various phases of the project. ThyssenKrupp Elevator was also responsible for managing design changes to the elevator cabs and lobbies, which were provided by Elevator Doors, Inc./Elevator Cab Inc. of Patterson, New Jersey. Each cab was preassembled at the factory.

Building Design

NGA covers approximately 2.77 million sq. ft. The main building was designed with three main areas and erected from right to left. This construction method allowed each building area to be broken down into smaller segments, providing ThyssenKrupp Elevator safe access to each section. Section “L” in Figure 1 is where ThyssenKrupp Elevator is installing two additional elevators from its recent contract. The company expects installation to be complete this spring.

Award Ceremony

In March, the Washington Building Congress presented ThyssenKrupp Elevator with the 2012 Craftsman Award for its glass elevator installations at a ceremony held in Washington, D.C. The category for the award was “Special Construction for Elevators & Escalators.”

Breakdown of Elevator Equipment

ThyssenKrupp Elevator provided the following equipment:

• TAC50 controllers for all traction elevators
• TAC20 controllers for all hydraulic elevators
• GD-300 geared machines for four service elevators
• GD-2 geared basement machines for eight glass observation elevators
• GD-1 geared overhead machines for passenger elevators
• Oildraulic dry-power units and jack equipment
• Mechanical equipment: car slings, platforms, safeties, oil buffers, entrances and service cabs
• Hall signal fixtures
• Custom lobby panels to cover multiple fire command centers and a custom security control center panel
• IMS elevator monitoring system with complete fiber- optic network and engineer’s office

For more than a decade, the U.S. Navy has been progressing toward the concept of an “all-electric” ship. The primary objective is to eliminate shipborne hydraulic, pneumatic, steam and mechanically driven systems that are inefficient, lack required performance capability and demand extensive maintenance. MagneMotion’s Linear Synchronous-Motor (LSM) technology has been selected as part of the Navy’s solution.

MagneMotion’s development of the Advanced Weapons Elevator (AWE) aircraft-carrier elevator began in 2003 with the design and construction of a proof-of-concept system. MagneMotion, partnered with Federal Equipment Co. (FEC) of Cincinnati, was one of two teams awarded contracts in 2004. The system has since been qualified through a number of functional and environmental tests, including shock, vibration and electromagnetic interference. Production of 11 AWE elevator sets was completed in 2011, and FEC and MagneMotion have since begun elevator production for the next carrier.

The LSM system eliminates the need for hydraulics, counterweights, cables and pulley systems. It is faster, safer, environmentally friendly and more efficient, and has a higher lift capacity than existing Navy munitions elevators. With the ability to transport loads over 20 T., this system could also provide a solution for many commercial elevators.

LSM Elevator Technology

A previous paper (ELEVATOR WORLD, September 2006) discussed the design and advantages of LSM elevators in some detail, so only the key features will be discussed here. MagneMotion’s elevators use LSM stators and guide rails on the hoistway wall, and permanent-magnet (PM) arrays on elevator cabs that have guidance wheels and brakes. Currents in the LSM stator windings create a magnetic field that interacts with PMs to produce force. Controllers create excitation currents that move the cab per instructions from a control system, which includes control of acceleration, velocity and destination. Precise position is inherent in the design of LSM propulsion, so automatic control is simplified. Each vehicle is independently controlled, and many vehicles can operate in a single hoistway. Inductive power transfer is used to charge onboard energy-storage components that power the cab’s lighting and communication facilities.

Brakes are the most important safety feature for any elevator, including LSM-propelled systems. For the AWE application, to achieve a high level of safety, we use redundant mechanical brakes. When stationary, the cab is supported by mechanical wedge brakes. When in motion, the LSM can provide all braking. When a platform stops, electrically operated wedge brakes on the platform act on the guide rails. Springs cause the brakes to engage when power is not applied and solenoids hold the springs back when the brakes disengage. In this approach, the brakes are “failsafe,” because they engage in the event of power loss. These brakes are “self energizing,” which means once they begin to grip the stator rails, the braking force applied to the vehicle causes the grip to tighten, increasing braking force. Brakes are designed so the vehicle can be lifted a short distance while brakes are engaged. This feature is used to measure platform load and verify the elevator is not overloaded before releasing the brakes.

Benefits

Benefits of the LSM elevator system include:

• No ropes: The hoistway can extend to any height, because there is no rope weight with which to contend.
• Higher speed and capacity: LSM propulsion allows speeds in excess of 20 mps with little or no increase in cost. Multiple elevator cabs can travel independently within a single shaft, increasing throughput and efficiency.
• Lower maintenance costs: LSM cable-less elevators have fewer moving parts, reducing maintenance, while increasing reliability. The modular design allows rapid replacement of components. The LSM can decelerate, accelerate and stop the cab at its designated location before parking brakes need to be applied, resulting in reduced brake wear.
• Safety: LSM elevators are designed with a sophisticated control system that provides positive vehicle feedback control, anti-collision logic and redundant brakes.
• Flexible configuration: LSM elevators can propel a vehicle in any direction, and cabs can be switched from hoistway to hoistway, enabling the creation of “one-way” hoistways with multiple cabs in each. Modular stators allow the height of the elevator to be customized at installation and extended in the future with minimal disruption. LSM elevators can also accommodate inclined layouts, providing an alternative to stairways or escalators.

Industrial Elevators

The Navy’s AWE project has proven that LSM elevators can be deployed as freight elevators and vertical-platform lifts for applications in various industrial environments. Single- or multi-path stators can be used to facilitate transport of the heaviest loads, from cargo containers to loaded lift trucks, passenger vehicles or bulk inventory. MagneMotion’s industrial elevator systems can be integrated with automated storage and retrieval systems and existing warehouse logistic systems to optimize the vertical transport and overall materials-handling process. As an example, LSM vertical lifts can be designed for transporting vehicles in automated parking garages.

Passenger Elevators 

MagneMotion’s LSM elevator technology serves as an alternative to hydraulic or rope elevators. Unlike roped elevator designs, LSM technology is more efficient at higher speeds. More importantly, when commercial elevators are limited by length, capacity or environment, LSM Elevators can have multiple cars in a shaft, reducing the number of shafts in a building and creating more rentable space.

An important future alternative is to provide horizontal motion of cabs between adjacent hoistways. This would allow scheduling similar to that used by automated people movers. The control options are almost unlimited but would likely involve switching at intermediate levels and several cabs for each hoistway. MagneMotion has constructed LSM-propelled transport systems for horizontal travel and designed switches that allow path change. This same idea can be implemented for commercial, residential, industrial and vertical-storage systems and provide a high level of safety. With horizontal switching, the capacity of each hoistway can be significantly increased, with minimal added cost for a switching system.

Commercialization

The force produced by an LSM depends on the size of the stators and magnets, and duty cycle. Unlike rotary elevator motors, each stator operates with a low duty cycle, allowing higher force without overheating. Depending on the force required, it may be desirable to have more than one LSM – the Navy AWE motor uses four LSMs, one on each corner. The LSM stators run the length of the hoistway, so they tend to dominate the cost. The width of the LSM stators can be reduced using a longer magnet array, making it desirable to use the longest magnet array possible.

Elevator braking systems are well understood. LSM elevators use a brake only to lock the cab in place after it has reached its destination or during emergencies. It is unlikely that the brakes designed for Navy AWE applications would be cost competitive compared to standard elevator-braking products. Initial investigation shows there are several manufacturers of rail brakes suitable for commercial applications. The Navy AWE application required substantial design features and testing to meet safety and environmental requirements, so we are confident that conventional American Society of Mechanical Engineers elevator codes can be met for a commercial design.

Conclusion

These elevators have passed numerous qualification tests and proven to be a reliable and safe way to move heavy munitions without ropes or hydraulics. Commercialization of the elevator for passenger use will require further investment, but we believe there is a promising future. MagneMotion is investigating opportunities for the continued development of this important market for LSM propulsion.

Lift and hoist specialist Alimak Hek recently installed two temporary lifts at Tower Hamlets Homes in London as part of an internal lift renovation at Ansell House, a six-story building with four lifts: two in the middle and one at each end. Though the two central lifts are linked and have common access, the end lifts are independent, with no access to the others. That means when they are out of service, residents are forced to use the stairs to access their apartments. Many occupants, some of whom have lived at Ansell House since it was built in the late 1950s, are frail or have mobility issues. Asking them to use the stairs during refurbishment was not a possibility.

Throughout the project, the well being of Ansell House’s residents was paramount. Jamie Carswell, director of Investment for Tower Hamlets Homes, explained that with a little lateral thinking, the housing provider found the right solution:

“We knew that we could not install an alternative lift because the site and subterranean infrastructure precluded such major construction, and the additional construction and ongoing maintenance costs would be prohibitively expensive. Together with Alimak Hek, we came up with the option of installing two temporary lifts to the outside of the building which would then service all six floors of the block.”

The Alimak Hek SE-T 630 temporary passenger/goods lift was developed from experience gained from thousands of permanent lift installations. The lift car runs on a structural mast and is driven up and down by a rack and pinion, so no shaft or machine room is required. The structural masts for each lift were tied to the building structure, and, as the masts are modular, the lifts are quick to install and dismantle upon project completion. The temporary lifts provided easy, safe and direct access to each floor of Ansell House for up to eight people at a time.

Carswell described the temporary lifts as similar to conventional Disability Discrimination Act-compliant lifts, being fully automatic and meeting all required safety regulations. Ramps were installed to provide wheelchair access, which meant the lifts could be used without the need of a lift operator. Security was maintained through the residents’ existing security key fob, which was required to activate the lifts, preventing unauthorized use. The lifts provided full access to the building, and the refurbishment was completed in 12 weeks, with minimum disruption and without the need to move any of Ansell House’s 250 inhabitants.

Oporto, also known as Porto, is the second-largest city in Portugal and one of the major urban areas on the Iberian Peninsula. Located along the Douro River estuary in northern Portugal, Porto is one of the oldest European centers, registered as a World Heritage Site by the United Nations Educational, Scientific and Cultural Organization in 1996. One of the region’s international exports is port wine, named for Oporto. Wine is one of the reasons for increased tourism in the region, and the need for an expanded airport to serve the area has resulted.

Aeroporto Francisco Sá Carneiro was rebuilt and enlarged in 2006, making it one of Portugal’s largest airports in terms of terminal space, the second largest in cargo transportation and third largest in passenger transportation. ThyssenKrupp Elevadores, Portugal,  was awarded a vertical-transportation contract in 2009 and tasked with installing moving walks at the airport in an expansion project to facilitate the expected rise in travelers from five to 10 million to 10 to 15 million per year. The award was the company’s latest in a string of contracts with the facility dating back to 2002. Previously, ThyssenKrupp Elevadores installed 44 elevators, 51 escalators and 11 passenger boarding bridges at the airport.

ThyssenKrupp Elevadores worked closely with airport engineers to prepare the structure of the bus gate to receive five long-distance moving walks. Because the bus gate remained in operation, much of the work was completed at night to minimize passenger disruption. The moving walks were moved into the airport in pieces via the runway and taxiway sides. The installation area, a metallic structure suspended inside the bus gate, required a precision operation to suspend the moving walks in such a narrow space.

Five Orinoco Xtra moving walks with an energy-saving system and variable-speed operation were installed. With slim balustrades, stainless-steel decking and skirt panels and a pallet width of 1,000 mm, the horizontal units are capable of speeds up to 0.65 mps. Travel length varies by unit — unit one, 40 m; unit two, 50 m; unit three, 50 m; unit four, 60 m; and unit five, 53 m. Work beneath the moving walks was carried out in a shaft lined with soundproof material. Civil construction works, electricity and other aspects were also included in the contract.

Work was completed in July 2010. With the newly installed moving walks, Francisco Sá Carneiro Airport is better equipped to handle growing passenger demands as one of the region’s main transportation hubs.

During the Interlift 2011 expo in Augsburg, Germany, in addition to displaying its environmentally sensitive and sustainable products, Orona Corp. announced the start of construction of its 21st-century corporate headquarters and R&D center in Hernani, Spain. Shortly after the event, Orona invited ELEVATOR WORLD to attend an on-site press conference, where the company announced and showed the concept and scope of what it said will be the first research and innovation center for sustainable and self-sufficient urban mobility.

Located in the rolling hills and picturesque countryside of the Basque Region, just a few miles from the resort town of San Sabastian, the Orona IDeO-innovation city (IDeO) will be a 40,000-m2 complex where Orona will design and manufacture its accessibility and mobility systems. When EW visited the site, construction was well underway on what will be a four-building complex.

As stated in an Orona press release:
“The objective of the Orona IDeO — innovation city is to create an ecosystem of innovation that forms a fusion space of different synergic activities (business, university and research) and a laboratory where innovative technologies in eco-efficiency and building energy management will be applied. The project is going to be a reference in innovation and sustainability that ranges from the activities housed in Orona IDeO to the quality of urban design, architecture and environmental value of the landscape that characterizes the entire technological park.”

Press Conference
On the morning of November 29, 2011, the press conference began with a welcome reception consisting of brunch and the opportunity for members of the press to meet with Orona’s executives, directors and managers. A model of the building complex was also available for attendees to gain perspective on the overall concept of IDeO. Following brunch, Orona’s executive officers presented the following details of IDeO, which have been excerpted from press information distributed at the event.

Location, Architecture and Urban Design
The location is the Galarreta Site, which will be the expansion of the San Sebastian Technological Park just a few minutes away. Here, 1,000 jobs are expected to be created throughout the 15-acre park. The driving force of Orona’s technological activity is linked to the Orona Elevator Innovation Centre (EIC) working in synergy with Mondragon University and Ikerlan-IK4 Research Alliance, which, in this new location, will be accompanied by companies situated in the expansion of the park.

Click to expand graphic

The project will emphasize urban design, architecture and the environmental value of the landscape, where energy- efficient buildings with bioclimatic architecture will be linked through related urban spaces. The objective is to transfer the philosophy of sharing knowledge and creativity on the network that has inspired the new park. The park’s look will integrate urban development that offers intensive usability, accessibility and associated services, and facilitate innovative environments inspired by fragments of cities with intensive use. IDeO will add value to the city as a meeting point of activities through streets, squares, open spaces and care of the landscape.

IDeO will include the following buildings and areas:

• Orona ZERO will be the main building and house corporate headquarters and Orona EIC. Its image is inspired by the symbol of the company’s brand, and the architecture provides a view of its activity. The building itself will be elevated.
• Orona Foundation will have its own building of a hybrid nature, where the teaching and uses of Mondragon University and ongoing training will come together with various shared services of industry and academia.
• The A3 building will be devoted to research and have laboratory facilities, which will work on the G3A project dedicated to energy-storage systems.
• The IDeO Gallery will be an energy laboratory with energy systems integrated with architecture, converging with storage systems and efficient consumption in buildings. A visitor’s pavilion and showroom will be installed in the square to display the energy management of buildings in real time.
• EcoBoulevard will be the lineal park that forms the backbone of the technological park’s expansion. This space will be an image and reference for the entire park. It will be characterized by its vegetation and landscape in the visiting areas, where pedestrians will have priority over vehicles. The EcoBoulevard will provide a view of the landscape, from where the Hernani observatory will be seen, and will also be the connecting route to the urban center. The interior of IDeO will be structured with a central axis, linking the existing roadway roundabout with the EcoBoulevard. The flow of people will pass through the Orona buildings, which will become the entrance to the square.
• IDeO Square will be formed inside the fusion spaces as an urban hall that will have a series of comfortable spaces where researchers, workers and students can share and participate in the objective of promoting relationships and the interchange of ideas. Likewise, the square will be an open space for citizens that, together with the EcoBoulevard, will become an urban technological park.

Directive guidelines of IDeO include:

• Zero-energy buildings: the buildings in IDeO will be self-sufficient, generating their own energy; they will have storage systems and efficient consumption.
• Adequate energy management will materialize through the energy service company that integrates the global engineering, installation, maintenance and business project.
• The IDeO complex will obtain its energy exclusively from renewable sources, and, therefore, the project itself will become an object for investigating new sustainable ways of efficient energy management.
• The latest urban mobility technologies, innovative elevation concepts, sources of renewable energy and intelligent energy management will be incorporated into the buildings. These technological developments will also be applied to the entire park, thereby converting it into an innovation reference.
• Architecture that adapts to the landscape: the complex will be an experimentation laboratory for energy management that will reflect the latest advances in bioclimatic investigation and be a reference in sustainable architecture. This will be illustrated by achieving internationally recognized environmental certifications, such as Leadership in Energy and Environmental Design® and Building Research Establishment Environmental Assessment Method.
• A combination of the basic pillars of energy efficiency and sustainable design, accessibility and urban mobility, the complex will be powered by renewable energy sources. The lifts, escalators and moving walks used both inside and outside the complex, in addition to guaranteeing accessibility, will include the latest innovations in energy storage.

Oronoa hopes IDeO will become the reference in innovation and sustainability due to the activities contained therein, as well as its architectural and environmental landscape value that will characterize the entire technological park.

A Special Time for Orona
The year 2014 will be significant for Orona, as its 50th anniversary will coincide with IDeO’s inauguration. The University of Mondragon and Ikerlan-IK4 will help Orona to develop this strategic project as a technological center, joining university knowledge with that of innovation centers and companies, so the combined knowledge benefits all.

Orona Facts and Figures

• Business group formed by 30 companies in Spain, France, Portugal, U.K., Belgium and the Netherlands
• Employs more than 4,080 people
• One of every 10 new lifts in Europe is manufactured by Orona.
• Orona products have been installed in 97 countries.
• Approximately 180,000 lifts worldwide feature Orona technology.
• Among Europe’s top companies in terms of capacity to produce complete lifts
• Orona has two production plants in Europe.
• Employs approximately 4,800 people
• Among the first companies to be certified in Ecodesign — ISO 14006.
• Consolidated sales in 2010: EUR528 million (US$689.72 million)
• Investment in 2010: EUR84.6 million (US$108.46 million)
• Consolidated results in 2010: EUR84.8 million (US$108.7 million)

Conclusion
Following the press conference, media representatives were accompanied to the IDeO construction site, where excavation for the building’s foundations was in progress. Several construction cranes were being used to put concrete foundation forms in place throughout the busy construction site. The remainder of the day was spent with several members of the Orona staff, who took us on a tour of their current corporate headquarters and production facility located a short distance from the IDeO construction site.

The Orona headquarters building contains office space for corporate executives, managers and marketing personnel, as well as the innovation group, which is dedicated to developing new products. Rising above the headquarters building and adjacent to the factory is a high-rise elevator testing tower that contains three elevator shafts in which Orona’s elevator products are developed and tested. During the tour, we were able to view each of five separate factory areas, which respond to work orders directed from a logistics center. At the Orona manufacturing facility, one can see an entire elevator production process comprised of a well coordinated effort by people working to produce vertical-transportation equipment. During our visit, it became evident that the coupling of the current Orona manufacturing operation with the IDeO concept will result in the development and production of vertical-transportation equipment that will benefit the elevator and escalator riding public.

In recent years, a movement has gained ground in the elevator industry toward the introduction of more compact and smaller designs. Efforts to cut energy consumption and costs have driven down the size of individual components. Historically, the traction sheave along with the drive system were among the most important component assemblies of any elevator installation and formed the basis for the design of the entire ­machine room. With the advent of the machine-room-less elevator, these constructions have become superfluous. Reducing the size of the traction sheave inevitably means also reducing the diameter of the means of suspension – which is predominantly still wire rope. However, various standards exist, e.g., the EN 81-1[1], which limit the degree to which the rope diameter can be reduced.

Despite this, in recent years a number of ropes have been brought to the market which exceed these limits. For reasons of cost, these thin ropes are “whetting the appetite” of an ever increasing number of elevator producers, with possibly insufficient awareness of the detrimental effects of a smaller diameter on the service life of ropes. The following article evaluates the correlation between the ratio of sheave diameter to nominal rope diameter D/d and rope service life.

Influencing Factors

How are ropes actually able to move over sheaves? Or in other words, how do ropes repeatedly bend over a radius over a long period of time? Ropes consist of a multitude of individual wires that move against each other. The movement of the wires ­allows the rope as a whole to bend. Simultaneously, however, this displacement brings about relative movements which lead to abrasion. The wires of a rope when running over a sheave are subjected not only to individual stresses but also to a variety of different stresses such as bending, pressure and tension. The amount and type of stress are dependent on many influencing factors, primarily resulting from rope construction and elevator installation.

Examples of rope-specific influencing variables include:

• Rope construction
• Wire strength
• Rope core, lubrication and diameter

Examples of installation-specific influencing variables include:

• Ratio of sheave diameter to nominal rope diameter
• Rope loading
• Sheave groove material
• Sheave groove profile
• Deflection angle
• Bending length

In individual cases, other factors such as ambient temperature and humidity can also play a role by increasing stress and thereby impacting rope service life. The variety of possible influencing factors makes it impossible to exactly calculate the rope service life. Nevertheless, reasonable predictions for the approximate discard age of a rope can be made based on fatigue bending tests.

Service Life Calculation

The Institute of Materials Handling Technology and Logistics at the ­University of Stuttgart has conducted a multitude of fatigue bending tests and statistical analyses. These tests formed the basis for the rope service life calculation ­devised by Feyrer, which considers the above mentioned factors. Incorporated in the equation is the ratio of the sheave diameter to the rope nominal diameter D/d and also the groove profile.

Influence of the Groove Profile

Figure 1: Bending cycle factor fN3 relative to groove shape(2) Click to expand.

The groove profile, which subjects the rope to the lowest degree of stress, is the round groove. While the contact pressure on the rope is low, this also results in low traction. Consequently, a greater sheave diameter has to be specified, as its greater/longer contact surface will ­increase the traction. This entails a high D/d ratio.

However, if the cost benefits previously mentioned are to be achieved, the aim must be to work toward precisely the opposite effect, namely a small D/d ratio. Consequently, a small sheave with an appropriate groove ­profile is used. Unlike round grooves, groove profiles such as an undercut round or V-groove exert a substantially higher contact pressure, which increases traction. The angle of wrap of the rope around the sheave can then be reduced.

In profiled grooves, the rope is clamped and does not lay completely flat in the groove, and, consequently, the contact surface is reduced. Higher pressure levels are ­exerted on the remaining contact surface, resulting in a greater tendency to abrasion in these areas. Wire breaks appear earlier and in greater numbers. The more the sheave diameter is reduced relative to the rope diameter, the less the contact area between the rope and the more “aggressive” the groove profile needs to be to achieve the necessary traction. This, in turn, leads inevitably to a ­reduced rope service life. The influence of the various groove profiles on the service life of the rope is reflected by the influencing factor fN3 (Figure 1). This factor forms part of Feyrer’s calculation of the corrected number of bending cycles NKorr.[2]

NKorr = N fN1 fN2 fN3 fN4

Note: Corrected number of bending cycles NKorr according to[2] the number of bending cycles N and bending cycle factors fN1–fN4

Rope Damage Due to Small D/d Ratio

Tests have shown that with a low D/d ratio and high rope-tension level, the time span between the first appearance of wire breaks and discard age will be relatively short.

Frequently, a piece of an outer strand or pieces of steel core will break, or individual wires inside the strand will be squeezed out of their assembly. Due to the high surface pressure in conjunction with high bending stress, the surface of the wires will be destroyed. A “fretting-effect” (frictional slippage) will occur, as under these levels of stress a normally sufficient amount of rope lubrication is no longer effective.[3]

Determination of Service Life According to EN 81-1

Figure 2: Diagram to determine the minimum safety factor from Annex N of EN 81-1 (1). Click to Expand.

In Annex N of the EN 81-1,[1] a method was published for determining the safety factor of suspension ropes which takes into account Feyrer’s service life calculation. Based on this standard, a method was developed by Schiffner[4] “to ensure a minimum service life for ropes with the inclusion of practically all installation parameters impacting on rope service life.” This minimum service life should be 600,000 bending cycles based on a calculation of 100,000 round trips per year applied over three years.

Based on Annex N of the EN 81-1,[1] it is possible by means of a formula or diagram to determine a safety ­factor for suspension ropes. As evident in the diagram in Figure 2 the minimum safety factor increases with a diminishing diameter ratio D/d and equal Nequiv (equivalent number of deflection sheaves).

Fundamental to the thinking of the EN 81-1 are criteria for the reliable recognition of the discard age of a rope between inspection intervals. The identified safety factor results in a rope drive system with limited service life.

Cost Savings

The requirements of the EN 81-1 may be seen by some elevator manufacturers as a restriction on the development of cost-saving traction concepts. It is argued that not all applications necessitate the specified 600,000 ­cycles to be achieved and that consequently the safety factor and the D/d ratio could be lower. For the elevator manufacturer, another possibility to decrease costs is to reduce the number of ropes in an elevator installation. In this case, ropes with a higher breaking strength would have to be employed. Various alternatives to achieve higher breaking strength in ropes have already been identified by the author in other publications[5,6,7]. An ­increase of the breaking strength can be achieved, for ­example, by using wire with a higher tensile strength. However, this objective is also restricted by the requirements of the DIN EN 12385[8], which specifies a maximum wire tensile strength of 1770 N/mm2.

Beyond the Limits

Should the defined limits of the EN 81-1 or the DIN EN 12385-5 be exceeded, then a type examination certificate is required which must be issued by an independent testing organization, a so-called notified body. Any such conformity examination certificate must confirm on the basis of comprehensive tests that the means of suspension may be safely used despite deviating from the regulations.

There are two main approaches to prove or confirm the safe use of the rope. Either it can be shown through testing that the rope will achieve 600,000 cycles in spite of the reduced diameter ratio and that the discard age will be reliably recognized, or, alternatively, a lower number of operating cycles is stipulated with the reduced diameter ratio and reduced safety factor on the basis of testing and statistical analysis. Type examination certificates ­already exist for both of these possibilities.

With the second approach, due attention is paid to the safety aspect by prescribing a reduced number of trip ­cycles for the rope if a lower safety factor is applied than that prescribed by EN 81-1. In order to guarantee compliance with this trip count, the elevator builder must take additional measures to ensure the safe operation of the installation. The type examination certificate stipulates the installation of a trip counter that shuts down the ­installation after reaching the allowable number of trips. Using this approach, a D/d ratio of 25 is feasible (the EN 81-1 prescribes a minimum D/d ratio of 40).

Whether or not this type of reduction of the drive sheave diameter is sensible may be questionable. From past experience and a variety of fatigue life tests, it has been established that reducing the D/d ratio will reduce the service life of the rope. According to Vogel[9], “reducing from D/d = 40 to D/d = 33 … already limits the service life of the ropes by a factor of 2.5.” Vogel goes on to ­explain that “for an 8 X 19 filler rope with fiber core and a nominal diameter d = 12 mm … the bending cycle count at a rope safety of n = 12 increases by a factor of around 8 if the diameter ratio is increased from D/d = 25 to 40.”

Even though a distinction certainly has to be made in the way different rope constructions are assessed in detail, the underlying conclusion to be drawn from Vogel’s findings is that an increasing reduction in the diameter ratio D/d clearly equates to an increasingly curtailed service life. This means that reduction of the D/d ratio from 33 to 25 reduces the service life by twice as much as a reduction of the D/d ratio from 40 to 33. Consequently, the required safety factor as per EN 81-1 increases substantially. If the aim is to minimize the safety factor, then this will inevitably entail incurring the additional costs involved in mounting a trip counter in the elevator installation.

Before rushing into a decision to use a very small and supposedly cost-effective traction sheave, the following aspects should be considered: Decreasing the size of the sheave equates to decreased torque. At the same time, the traction sheave carries out more revolutions at the same elevator speed, causing the sheave temperature to rise. With each trip, the rope passes over the same area of the groove more frequently than when using a large sheave, meaning increased abrasion. Because drive systems for traction sheaves with a diameter of 150 and 200 mm often have the same overall size, no savings are made in terms of installation space.

For its 6.5 mm PAWO 819 W + IWRC and 6.0 mm PAWO F3 ropes, Gustav Wolf has type examination certificates attesting to their use on sheave diameters ≥ 200 mm without additional cost-intensive installation measures. To obtain these type examination certificates, comprehensive bending life cycle tests for the worst-case scenario were conducted. The ropes were tested in the undercut round groove with a 98° undercut angle and in the V-groove with a 40° V-groove. The fatigue bending tests were carried out with a safety factor of 12. In both cases, the discard age of the ropes was clearly identified, whereby the number of trips exceeded the threshold of 600,000. The discard age was determined based on the number of admissible wire breaks according to DIN 15020[10] or after a reduction of the rope diameter of more than 6% according to ISO 4344[11]. It is known that the trip count in more “rope friendly” grooves increases. This is also evident from the bending cycle factor fN3, ­according to Feyrer (Figure 1). Consequently, ropes can also be used in grooves with an undercut angle ≤ 98° and in grooves with a V-groove with ≥ 40°. Ropes running in round grooves in a sheave of 200 mm diameter achieved trip counts far above those running in profiled grooves. Even with sheave diameters of less than 200 mm with round grooves, more than 600,000 bending cycles can be attained before the discard age is reached.

Summary

In the planning of an elevator installation, all factors influencing cost must be carefully considered against each other. The trend towards compact installations ­reduces procurement costs. At the same time, the adoption of smaller traction sheaves reduces the service life of steel wire ropes and traction sheaves. This mutual interaction between rope and sheave must be factored into the planning process. Otherwise, elevator installations will become more expensive due to the need for subsequent modifications.

If an elevator installation using thin ropes fails to comply with the limiting values of the EN 81-1, then this must be compensated by compliance with the requirements of the type examination certificates. Consequently, the answer to the question regarding applicability of thin ropes for ­elevator installations should actually be: Yes, but … deliberations should focus not only on cost savings and minimization, but also on the safe operation of the elevator installation.

References

[1]       DIN EN 81-1:1998+A3:2009(D)

[2]       Feyrer, K. Drahtseile – Bemessung, Betrieb, Sicherheit Springer, 2. Auflage, 2000, S. 265-268

[3]       Singenstroth, S. Drahtseile leben begrenzt Sonderdruck aus Drahtwelt, Vogel-Verlag, 9/1981

[4]       Schiffner, G. EN 81-1 Anhang N: Die Ermittlung des  Sicherheitsfaktors von Tragseilen Lift-Report, Heft 2/2000,  S. 52

[5]       Wolf, E., Franz, A. Seilentwicklung für Aufzugsanlagen Lift-Report, Heft 5/2005, S. 28-32

[6]       Wolf, E., Franz, A. Rope Development for Elevators ELEVATOR WORLD, March 2006, S. 122-126

[7]       Wolf, E., Franz, A. Weiterentwicklung erprobter Tragmittel im Aufzugsbau Lift-Report, Heft 2/2009, S. 26-32

[8]       DIN EN 12 385-5:2002/AC: 2005(D)

[9]       Vogel, W. Quo Vadis Seillebensdauer, Lift-Report, Heft 5/2007, S. 54-59

[10]     DIN 15 020 Blatt 2:1974

[11]     ISO 4344:2004

Santa Bárbara Castle in Alicante, Spain, is a ninth-century fortress built during the country’s Muslim occupation. Located on the summit of Monte Benacantil, the castle is a symbol of the city and an important tourist attraction. To improve the architectural site and tourist accessibility, a rehabilitation project was designed for the castle, consisting of the renovation of the inner walls, areas to be used as a museum, exhibition rooms and entrance to the castle from Postiguet Beach.

ThyssenKrupp Elevadores España was awarded the contract to modernize the castle’s vertical transportation. The final stage of the renovation plan required the replacement of elevators installed by Otis in the 1960s. The elevators had a 12-person capacity, traveled at 2 mps and had not been significantly modernized since installation. The units had operational problems preventing both elevators from operating simultaneously, limiting visitor accessibility.

The third stage of the project was divided into two parts:

1. The complete renovation of access tunnels to the lower and upper elevators; the lower tunnel, with a length of 220 m, connects Postiguet Beach to the elevator entrance. The upper tunnel, with a length of 100 m, provides access to the king’s rooms.

2. The complete replacement of the elevators installed in a 3.4-m-diameter shaft excavated in rock from the summit of Monte Benacantil down to sea level; these ran for a length of 142 m with three stops: the entrance, another stop at 120 m to access the king’s rooms and another at 142 m to access the museum.

The Otis elevators were completely replaced using the shaft’s existing dimensions and holding elements. This meant the measurements and design of the new units had to be adapted to increase traffic and capacity.

The newly installed elevators have a load capacity of 1125 kg (15 persons) and travel through a single shaft. Travel time has been reduced to 36 s. A vertical motorway has a height of 142 m, with the elevators traveling at a speed of 4 mps. The elevators have three stops: the first at street level, the second at 120 m and the third at 142 m.

The engine room is located above the vertical axis of the shaft. It was modernized by reinforcing the flagstone and installing new gearless machines, including an SC 400 synchronous engine and Thyssocontrol Multican® TCM-MC1 controllers with an attached CPI 50 R variable-voltage, variable-frequency controller with energy recovery. Suspension is differential (2:1) and uses high-performance steel-traction cables. Doors are central opening with a gap of 900 mm and equipped with traction operators regulated by frequency variation.

The elevator is controlled by a high-generation microprocessor and selective up or down operation speed with a series of functions such as automatic fire evacuation, emergency current, etc. Also of note is the automatic passenger evacuation control by means of transfer between cars, as both cars are equipped with an emergency door for this purpose. The cars travel over car guide rails and counterweight guide rails using rollers over dry rails.

The elevators are environmentally friendly, with no greasing elements. The energy-efficient frequency controller is equipped with an energy recovery unit to the network in the driving and generator phases. Cars are illuminated using LEDs.

Santa Bárbara Castle opened in April 2011. By June 2011, the newly modernized elevators had made a total of 170,000 journeys, an average of more than 2,000 trips per day.

Company Divisions

Lifting Italia® specializes in the R&D and production of cars, car slings, doors, lift components, bespoke lift systems, heavy-load freight elevators, traditional and machine-room-less (MRL) systems and metal structures. Lifting Italia also works in the sales and distribution of EN 81-compliant components and installations, in addition to lift modernization feasibility studies and assistance. In conjunction with Lifting Italia, Audel contributes to the R&D and production of main control panels and automation systems.

Within the lift-platform division, areaLift works with the sales and distribution department for lift platforms and home lifts in compliance with the new machinery directive. Upon request, it provides site surveying and assistance. Within the stairlift division, mobivita® operates the sales and distribution of platform and chair stairlifts, including feasibility studies and installation assistance.

Custom Designs

AreaLift offers a range of custom-designed lifts that are rigorously tested at an in-house facility. Among the lifts offered are the Lumiere doors and InDOMO lift systems, designed to meet the stylistic demands of customers’ homes. The InDOMO is fitted with automatic EASYhome doors designed to facilitate mobility. The InDOMO system, incorporating MyDOMO double-hinged automatic doors and MyDOMOpack, is one of the only systems on the market designed to meet the mobility needs of customers with limited space.

Certifications

Vertíco’s InDOMO elevator is Class “A” compliant with VDI 4707:2009 and Lifting Italia received ISO 9001 certification for its management and production expertise. In addition, the Viper MRL elevator system for high strokes is compliant with UNI 81-1 and received TÜV ATE012 certification in July 2011. Vertíco’s Focus electric screw-driven platform, introduced at Interlift in Augsburg, Germany, in October 2011, achieved IMG CM369DM certification for systems up to 500-kg capacity.

Major Projects

Vertíco has provided products ranging from passenger lifts to vehicle lifts in a number of countries. One of its largest projects includes the installation of 22 passenger lifts with a capacity of up to 2000 kg in Algeria. In addition, the group provided passenger lifts to a shopping mall and hotel in Baku, Azerbaijan.

Despite the current market situation, the group has decided to invest in the expansion of its production center and plans to increase its workforce in an effort to continue supplying safe and reliable products worldwide.

Founded in 1976, Centennial Elevator Co. of New York is currently owned and operated by Rich L’Esperance,Sr.; Rich L’Esperance, Jr., chief operating officer; and Gus Catanzaro. The company focuses on modernization and maintenance projects, and has more than 3,000 units under preventative maintenance. In September 2011, L’Esperance, Jr., announced the company’s completion of several Fifth Avenue projects, with the most recent being 1215 Fifth Avenue, a high-end residential building. The project was completed in June 2011 and included various upgrades.

The modernization consisted of replacing all basement traction machines with new Hollister-Whitney machines and GAL GALaxy controllers, in addition to a complete support- system upgrade. Each machine room included new motor room electrical components, mainline disconnects, AC feed, communication system for the elevator and lobby, heating ventilation and air conditioning to manage motor room temperature, new lighting and outlets in the motor room pit and overhead. The upgrades will improve reliability and longevity of the installations.

The project was a high-pressure job conducted on an accelerated timeframe to minimize the inconvenience to the building owners. It was designed and overseen by L’Esperance, Jr., and also handled by Superintendent Peter Hyde, who also oversaw two teams working simultaneously to complete the project on schedule. In addition to the Hollister-Whitney machines installed, the new GALaxy control system utilized Magnatek’s HPV 900 drive.

Some of the project challenges of modernizing the old building with new equipment were the minimal clearance and space restrictions in the motor rooms, in addition to a lower-level pit with the machine installed in it. The project was consulted by DTM Elevator Consulting, which also worked from the initial concept of the modernization through supervision and signoff.

Two automatic passenger cars were upgraded and meet new code compliances for firefighter service and communication. Additional building services include taxi notification. The new lobby panel consists of the communication system, and a car-to-lobby and/or hold feature, items common in high-end residential properties.

The building’s original manual freight cars were completely modernized with new fixtures, handles, gates and cab interiors. Additional project challenges included the installation of the new hall and car fixtures in both the existing hallway and the existing cab on the passenger elevators, as they required detailed coordination with the building to avoid damage to its marble walls, including apartments that had custom design materials in their hallway and corridors.

Centennial Elevator has 45 modernization teams. Their hands-on approach to modernizations, preventive maintenance and customer service has helped establish the company as one of the leaders in the New York Metropolitan area. Working with management company Brown Harris Stevens, Centennial Elevator has completed several other projects similar to 1215 Fifth Avenue, including 1216 Sixth Avenue, the New York Academy of Medicine, the Guggenheim Museum, 1071 Fifth Avenue and 1049 Fifth Avenue.

The theme of the 2011 Interlift event held in Augsburg, Germany, on October 18-21 was “10 in 20.” This theme was adopted to celebrate the 20-year anniversary of the joint venture between German elevator association VFA-Interlift e.V. and German conference organizer AFAG Messen & Ausstellungen GmbH, during which this remarkable partnership produced 10 Interlift expositions. This event has grown through the years to become the largest elevator industry trade show in the world. Planning for the first one actually began when conversations and meetings between the two organizations commenced in 1986, and after five years of planning, the first actual Interlift event was held in 1991. During this first event, it was agreed that to effectively accommodate planning by the organizers and the rest of the international elevator industry of what was felt could become a huge biannual elevator trade show, subsequent events should be held in the same location and at the same time of year. This concept is what has been implemented and allowed Interlift to become the world’s largest elevator-industry event.

Opening Ceremony

The event started off with an opening ceremony, during which Heike Konicke of AFAG and Achim Hütter of VFA provided opening remarks expressing a warm welcome to the attendees and appreciation for the support provided by Interlift participants. Konicke also announced that the 2011 event marked a milestone for its organizers, as it was the 20th anniversary of the VFA/AFAG partnership and the 10th such event. Following a presentation of Interlift’s history that described its growth since it was conceived in 1986, the 2011 Interlift statistics were provided. It was reported that 499 exhibitors had been booked for the event, and, using the typical four-to-one attendee-to-exhibitor ratio that has historically been the case for Interlift, it was anticipated that the number of attendees could easily exceed the 2009 event’s attendance of just over 18,000 visitors.

Next on the agenda was a recognition ceremony for the AFAG and VFA staff members, who have worked diligently to organize Interlift. As the stage filled with smiling and appreciative people, the audience applauded the award recipients for their efforts on behalf of the international elevator industry as cameras clicked and flashed to record this monumental event.

Following brief appreciative remarks by representatives of ANICA (Italian elevator components association) and the European Federation for Elevator Small and Medium-Sized Enterprises (EFESME), the final presentation of the opening event was made by well-known footballer Oliver Kahn, who has received three awards for being Europe’s best goalkeeper. Kahn pointed out similarities between the challenges taken by athletes and business executives and how they can and should be transformed into successful leadership skills and team-building characteristics. He provided examples of how to display leadership qualities that will gain respect from your colleagues by being a part of the team, acting with pride in your company and doing the most that you can to make your organization successful.

Exhibits

The major aspect of Interlift (which takes up most of the attendees’ time and attention)  is its exhibits. All of the Messe Augsburg fairground’s exhibit halls were full, and there were even some stands set up in the passageways between the main halls. Throughout the event, all of the exhibits were busy, and the aisles were often quite congested.

The Technical Forum presentations were consistently well attended with many of the presentations made to standing room only audiences. The association conferences and meetings held during the event were also very well attended, and at each of the press conferences (during which numerous companies announced the introduction of new products), not only were all of the elevator-industry magazines present, but also large numbers of the exhibitors’ existing and potentially new customers.

EFESME Events

Another major aspect of Interlift is it provides an opportunity for companies and organizations to make important announcements about their activities and programs to the largest in-person gathering of international elevator-industry personnel. It also provides industry associations the opportunity to take advantage of the on-site gathering of their members to hold association meetings and conduct seminars. EFESME always takes advantage of this opportunity during Interlift, and this year was no exception, as the federation conducted two major events for its members and other Interlift attendees.

The EFESME Technical Conference, entitled “Standardization Package: The SMEs’ Role,” was held on October 20, during which a number of members made presentations that covered a wide range of topics. Moderated by Susan Mompalao de Piro, the conference included the following speakers:

• Joachim Kalsdorf, AFAG project manager
• A. Tajani, DG Industry and Entrepreneurship vice-president
• J.C. Georges, EFESME president
• K.Y. Tillmann, NORMAPME (European Office of Crafts, Trades and Small and Medium-Sized Enterprises for Standardization) secretary general
• A. Benassi, UEAPME (European Association of Craft, Small and Medium-Sized Enterprises) secretary general
• R. Weissenhorn, Unit C5 “Standardisation” European Commission head
• J.P. Menard, ANPA expert for AFNOR (French Association for Standardization)
• L. Faletto, EFESME expert for CEN (European Committee for Standardization)/International Organization for Standardization

Another significant EFESME event that took place during Interlift 2011 was the federation’s announcement of a recently completed agreement with POVESA (National Association of Small and Medium-Sized Regional Elevator Companies of Greece). During this celebratory event, it was stated that this expansion of EFESME brings its total membership to over 5,000 member companies and further enhances its ability to effectively deal with codes and standards, as well as the requirements set forth for elevator-industry companies doing business throughout the European Union. EFESME and POVESA officers and directors announced their satisfaction with this important arrangement and invited those in attendance at the EFESME exhibit stand to join in a celebratory Champagne toast, while enjoying some fine Italian hors d’oeuvres.

Technical Forum

A hallmark of each Interlift event has always been the Technical Forum, which is ongoing throughout the event. The forum conducted at the 2011 event was no exception. As in years past, the forum was organized and moderated by VFA Educational Director Werner Boehme. The roster of speakers included technical experts, educators and business executives from various elevator-industry organizations, as well as academic institutions. An extensive schedule of presentations was provided throughout the four-day event, covering a vast variety of topics that included elevator equipment design and maintenance, new technology, the application of environmentally sensitive and energy-efficient technology, elevator performance monitoring, emergency operations, and information on the current and future state of the elevator industry throughout the world. The full listing of the presentations delivered is shown in the accompanying sidebar; presentation material is available for download at website: vfa-interlift.com.

Conclusion

The attendance and participation statistics for Interlift 2011 are staggering. In addition to the aforementioned 499 exhibit stands, 18,781 visitors from 54 nations were present. During the Technical Forum, 56 speakers made excellent presentations to approximately 1,500 attendees.

As it has always been, Interlift in 2011 was another great success for its organizers, visitors and exhibitors. It turned out to be the largest and best-attended elevator-industry exposition of the year, and this will, in all likelihood, be the case for the next Interlift, as well. Mark your calendar for October 15-18, 2013.