Elevator World India 3rd Quarter 2015

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The Premier Magazine for the Building Transportation Industry in India

Issue 3, Volume 9 www.elevatorworldindia.com

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Contents 3rd QuarterIssue 3, Volume 9

2015

ELEVåTOR WÅRLD India

Inspection76 Risk Potential of Safety Gears by Tim Ebeling

Market Trends32 A Desire for Luxury by Kanika Goswami

50 The State of Rapid Transportation by Kanika Goswami

Public Safety48 EEST Safe-T Rider Program by Kanika Goswami

Technology64 Elasticity Behavior of Elevator Ropes

by Dr.-Ing. Andreas Franz and Dipl.-Ing. Konrad Stahr

DEPARTMENTS3 Editor’s Overview

4 Calendar

6 Inside India News

12 Regional News

96 Product Spotlight

100 Marketplace

103 Source Directory

104 Advertisers Index

ON THE COVER

70 Wittur India by Kanika Goswami FEATURES22 Harshal Control Systems

by Kanika Goswami

36 Asansör Istanbul 2015by John Gale

61 ELA Conference 2015by John Gale

COLUMNS Company Spotlight44 Elevator Integration Solutions from INVT by Vashdev S G

Engineering87 Open Communication Protocols for Elevators, Part 1 by Dr. Albert So

Environmental Issues28 The Importance of Sustainable Building by Kanika Goswami

28 706

Editor’sOverview

ELEVATOR WORLD India is a quarterly magazine published by Elevator World Inc., Mobile, Alabama (U.S.) and Virgo Publications, Bangalore (India). Virgo Publications is a sister organization of Virgo Communications, the organizers for IEE – International Elevator & Escalator Expo. Elevator World, Inc. is the premier publisher for the international building transportation industry. Since the inception of ELEVATOR WORLD magazine in 1953, the company has expanded core products to include ELEVATOR WORLD India, an extensive network of websites, a biweekly e-mail newsletter (ELENET®) and the Source©, the most inclusive industry directory.

Publishers – Anitha Raghunath, Ricia Sturgeon-Hendrick, T.Bruce MacKinnon

International Publishing Co. – Elevator World, Inc.Indian Publishing Co. – Virgo Publications

Editorial

International Managing Editor – Angela C. BaldwinIndian Editorial Manager – Kanika Goswami

EW Editorial Staff (U.S.) – Lee Freeland, Kaija Wilkinson, Hanno van der Bijl EWI Correspondent - M.J. Mohamed Iqbal

Contributors – John Gale, Vashdev S G, Dr. Albert So, Tim Ebeling, Dr. -Ing Andreas Franz, Dipl. -Ing Konrad Stahr

Printing, Distribution and Commercial OperationsCommercial Directors – Anitha Raghunath and G. Raghu (India) –

Patricia Cartee (U.S.)

Advertising Sales and MarketingAnitha Raghunath and G. Raghu (India) – TBruce MacKinnon,

Lesley K. Hicks, Scott O. Brown, Cleo Brazile (International)Brad O’Guynn, Caleb Givens (Marketing)

Patricia Cartee (Education Products)

Production and InternetEW Staff (U.S.) – Lillie McWilliams, Jessica Trippe,

Tara Dow, Dan Wilson

AdministrationAnitha Raghunath (India)

Emma Darby (U.S.) ELEVATOR WORLD® and ELEVATOR WORLD India™ are registered trade-marks and all rights reserved. Copyright© 2015. For permission to reprint any portion of this magazine, please write to the publisher at Elevator World, Inc., P. O. Box 6507, Mobile, Alabama 36660, USA or at Virgo Publications, Virgo House, 250 Amarjyoti Layout, Domlur Extension, Bangalore, India 560071. ELEVATOR WORLD India is published in the interest of the members of the elevator industry in India, to improve communication within that industry and to further continuing education of members of that industry. ELEVATOR WORLD India publishes articles by contributing authors as a stimulus to thinking and not directives. ELEVATOR WORLD India publishes this material without accepting responsibility for its absolute accuracy, but with hopes that the vast majority of it will have validity for the field. The ideas ex-pressed therein should be tempered by recognized elevator engineering practices, standards, codes and guidelines. Publication of any article or ad-vertisement should not be deemed as an endorsement by ELEVATOR WORLD India, ELEVATOR WORLD, the publishers at Elevator World Inc. or Virgo Publications. Printed by Sri Sudhindra Offset Process, No.27-28, 8th Cross, Malleshwaram, Bangalore - 560003, Karnataka, India. ELEVATOR WORLD India will be published quarterly in 2015: February 6, May 18, August 18 and November 17. Advertising and subscription information is available atelevatorworldindia.com.

ELEVåTOR WÅRLDIndia ™

Ring in the New, Honor the Oldby Anitha Raghunath

Elevators came to India about a century ago, and the oldest of them is still in use at The Raj Bhavan in Kolkata (ELEVATOR WORLD India, 3rd Quarter 2014). We have come a long way in 100 years. There has been growth throughout the industry. We have seen new technologies, brands and global

players enter this blossoming marketplace. We have also witnessed component manufacturers enter the market, expand the product line, increase the scope of products manufactured in India, compete with foreign companies and generally cross boundaries we could only have dreamed of 50 years ago.

This growth has been impacted by many factors in the country’s volatile environment. Spiking economic growth over the last three decades has caused a massive increase in luxury housing. This has added impetus to the luxury-living market as bespoke elevator designs and functionalities are being preferred by the rich. Today, we have suppliers in India that manufacture exclusive lifts for pricey, classy homes and high-end buildings like hotels. We have reached a level where simply manufacturing elevators and their components is no longer the objective. The industry is now engaged in setting and meeting higher standards of aesthetics and technology.

At the same time, the civic infrastructure of the country has completely transformed city skylines. Airports, malls and metros have had a huge role to play in this. It has made the elevator industry sit up and start catering to the growing riding public. The Delhi Metro Rail Corporation (DMRC) has put technical, as well as safety- and civic-minded operational specifications in place, and the major suppliers have meticulously followed them in metro-station projects throughout the country. We spoke with the electrical director of the DMRC, and the story makes for an interesting read.

All of these trends have only been possible due to a strong-minded elevator community in pockets across India. Veterans of the industry have led the market to where it is today against all odds: global competition, technological constraints and, of course, regulations that did not open up the economy until the 1990s. In this issue, we speak with some veterans of the industry to understand where they came from and where they think we are headed. Their insights will be priceless, paving the way for a better tomorrow. We would appreciate more input on this going forward. If you know of old timers who could contribute from their years of experience in the elevator industry, let us know by emailing [email protected]. 🌐


4 ELEVATOR WORLD India • 3rd Quarter 2015 •

Calendar

2015 September NAEC Annual Convention and Expo Westin Boston Waterfront Hotel and Boston Convention Expo Center Boston, MA September 28-October 1 For more information, contact the National Association of Elevator Contractors (NAEC)’s Amanda Smith toll free: (800) 900-6232, fax: (770) 760-9714, email: [email protected] or website: www.naec.org.

October Interlift 2015 Augsburg Trade Fair Centre Augsburg, Germany October 13-16 For more information, contact organizer AFAG Messen und Ausstellungen GmbH at email: [email protected] or website: www.interlift.de.

2016 March IEE Expo 2016 Bombay Exhibition Centre Mumbai, India March 17-19 For more information, contact Virgo Communications at email: [email protected] or [email protected], or visit website: www.ieeexpo.com.

April INELEX 2016 International Izmir Fair Center Izmir, Turkey April 7-10 For more information, visit website: www.inelex.com.

ISO TC 178 Plenary and Working Groups Meeting Sydney, Australia April 11-16 For more information, contact the

International Organization for Standardization (ISO) at website: www.iso.org.

Eurasia Lift 2016 Istanbul CNR Expo Fair Center Istanbul, Turkey April 20-23 For more information, visit website: asansorfuari.com/fuar_hakkinda.aspx?ff=1.

May World Elevator & Escalator Expo 2016 China National Exhibition and Convention Center Shanghai, China May 10-13 For more information, visit website: www.elevator-expo.com.

October Euro-Lift 2016 Kielce, Poland October 18-20 For more information, contact Targi Kielce S.A. at email: [email protected]. 🌐

IEE Expo 2016 will take place in Mumbai on March 17-19.

Industry leaders will gather in Izmir, Turkey, for INELEX 2016 on April 7-10.


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Inside India News

Business Moves and TransitionsIndia targeted by international players; new general manager appointed over region.

ThyssenKrupp Elevator Plans for Smart Cities

Since the Modi government in India announced its intention to build 100 “smart cities” in the country (ELEVATOR WORLD India, 2nd Quarter 2015), there has been hectic planning afoot to prepare the necessary infrastructure and technology. The new government intends to build cities that will have better facilities,

connectivity and environment, along with much higher standards of living. This concept intends to make urban areas much more livable and economically viable for the industry. The plan is to make urbanization beneficial, instead of a resources drain. This is especially important because of the rapid pace of urbanization in the country: by 2025, India is expected to have 25 mega cities with a population of more than eight million and four mega regions, each hosting

a population exceeding 15 million within 10 years.

The plan involves the construction of new commercial and residential towers to optimize space utilization, cost efficiency and ecological expectations. Since the smart-cities concept is already being adopted in most countries, architects and planners around the globe face these challenges, and elevators are a key component in overcoming them.

Continued

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ThyssenKrupp intends for its TWIN and Double-Deck elevator systems (EW India, 3rd Quarter 2014) to meet these modern-day challenges. Their speed and energy efficiency, coupled with intelligent traffic-control systems that automatically optimize traffic and reduce empty runs, are set to make the smart cities better places to live. Whether two cars are running independently in the same hoistway (TWIN) or placed on top of each other in a single cage frame (Double-Deck), each system has its own advantages and brings the technology the market needs to meet the challenges of creating a better urban India.

Mitsubishi Elevator Announces Bangalore Factory, Test Tower

Citing strong domestic demand of 47,000 units in 2014, Mitsubishi Elevator India Pvt. Ltd. in May announced plans to build a 25,400-m2 factory and 41-m-tall test tower in Bangalore. The factory, capable of producing 5,000 units annually, is expected to become operational in July 2016. The project builds on Mitsubishi Electric’s existing presence. The company began selling elevators in India through distributors in 1995, and established a company in Chennai in August 2012 to handle sales, installation and maintenance. In April 2014, it launched its NEXIEZ-LITE elevator model for low- to mid-rise buildings in India (EW India, 2nd Quarter 2014). With a particular focus on NEXIEZ-LITE, Mitsubishi Electric aims to increase its competitiveness in terms of price and delivery time with the new factory, which will include an installation and maintenance field-training center.

EHC Global Taps Hornbein to Lead Asia Pacific Region

EHC Global has added Ted Hornbein to its staff as general manager, Asia Pacific, which includes India, effective September 1. Fluent in Mandarin Chinese, Hornbein has more than 20 years of business management experience in manufacturing. His skills include

managing cross cultures and bringing about new market penetration. EHC China Chairman Ron Ball said bringing Hornbein onboard promises to be instrumental to the company’s ongoing success as it pursues growth opportunities throughout the region. Stationed in Shanghai, Hornbein will oversee the Indian market along with Patrick Bothwell in Canada, Sales director of EHC Global.

Mitsubishi Electric is making a multibillion-U.S.-dollar investment in Bangalore with its new factory and test tower.

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Inside India News

Elevators, Escalators for Rail StationsDelhi, Kerala and Tamil Nadu headline biggest changes.

36 Units for Stations in Kerala, Tamil Nadu

Indian Railways plans to install 20 escalators and 16 lifts at 11 stations in Kerala and adjoining Nagercoil, Tamil Nadu, The Hindu reported. In late May, seven escalators at four stations and one lift at Chengannur Station were in operation, two escalators each at Thiruvananthapuram Central and Kottayam were undergoing trials, and 16 escalators were being procured. The 36 new units are in addition to these. The improvements will bring the number of escalators at Thiruvananthapuram Central to six. Two lifts each are set to be installed at Thrissur, Aluva, Ernakulam Junction, Chengannur, Kollam Junction and Nagercoil Junction. Three lifts are going in at Thiruvananthapuram Central, and one is planned at Ernakulam Town.

Major Vertical-Transportation Upgrade for Delhi Stations

The six busiest railway stations in Delhi are getting a major vertical-transportation upgrade, with 39 units set to be installed by the end of 2015, The Times of India reported. Eighteen escalators and 21 elevators have been approved. In June, the six stations had only eight escalators. The plan consists of eight escalators and six elevators at New Delhi, two escalators and six elevators at Delhi Station, four escalators and three elevators at Hazrat Nizamuddin, two escalators and two elevators each at Sarai Rohilla and Sahadra, and two elevators at Anand Vihar.

Thiruvananthapuram Station

Charbagh Railway Station, which boasts magnificent gardens, was completed in 1923. Today, it is one of the busiest in India (photo by Mohit).

• Issue 3, Volume 9 • elevatorworldindia.com 11

Legal MusingsLift safety and high-rise code considered for Uttar Pradesh, nation.

Ghaziabad Petitioner Wants Legal Oversight of LiftsA man in Ghaziabad has filed a petition calling for the state government in

Uttar Pradesh to provide greater oversight of lift installation, maintenance and licensing, The Times of India reported. The petitioner said recent accidents have brought attention to the problem, and residents of high-rise apartment buildings are in particular danger. He would like to see Ghaziabad, Noida and Greater Noida have guidelines such as those in neighboring Delhi and Haryana, and to comply with National Building Code lift standards.

Indian High-Rise Standard ConsideredThe Bureau of Indian Standards plans to make progress on a code for tall

buildings this year, which may allay some experts’ concerns about the lack of an Indian building code for high rises. According to Sangeeta Waj, technical director at global design firm AECOM, most buildings in India use the minimum structural safety standards prescribed by the government, The Economic Times reported in April. “Our codes offer the lowest level of earthquake safety protection. We are designing for one-fifth the intensity that might hit a particular earthquake zone,” Waj said. The situation is considered more urgent in northern India, especially in the National Capital Region, which falls under Seismic Zone 4.

Getamber Anand, president of construction body Confederation of Real Estate Developers Association of India and managing director of ATS Infrastructure, a Noida-based real estate firm, countered:

“IS 1893 is the Indian code revised in 2002 after [the] Gujarat earthquake duly considering the structural failures witnessed. The present buildings are being designed based on IS 1893, and it provides design for even 30 stories and above.”

8 Escalators, 5 Lifts for Charbagh Station in Lucknow

Charbagh Railway Station in Lucknow had been set to get eight escalators and five lifts, The Times of India recently reported. The vertical transportation was set to join other amenities such as Wi-Fi and automatic ticket vending, which officials hoped to have in place by July. Elevators were planned for platforms 1, 2/3, 4/5 and 6/7 and escalators at the first-class waiting hall and platforms 2/3, 4/5 and 6/7.

Southern Train Stations Getting Attention

As of June, Southern Railway planned to build 16 lifts in the Thiruvananthapuram division. It also intends three foot overbridges at Thrissur, Kottayam and Kollam.

Burgeoning train traffic at Tirupati Railway Station has pushed plans for constructing a new entrance on the southern side of the facility. Though long in the works, progress there is now being made with the state government handing over 1.83 acres of private land to the railway. Other land has also been requested. Ascending escalators are to be installed at platforms 4 and 5, and extra trains are to be accommodated.

Two Lifts, Two Escalators for Erode Station

Two lifts and two escalators will be commissioned at the Erode Junction in the Salem Railway Division, The Hindu reported. The move was in response to a request by Erode official N. Sivanesan. The vertical-transportation improvements were among upgrades including water coolers, identification cards for disabled people and automated ticket machines at various locations within the railway system that were announced during a Railway Users Consultative Committee meeting in May.

Chennai Accident Highlights Escalator Safety Needs

A June accident in which a child lost three fingers as a result of his hand becoming stuck in a shopping mall escalator in Chennai highlights the need for better regulation of and safety precautions for escalators and moving walks, The Hindu reported. Vertical-transportation experts noted the Tamil Nadu Lifts Rules Act of 1997 does not include rules for escalators and moving walks. For that reason, questions regarding liability and compensation resulting from such accidents remain unanswered. Suggestions include requiring property owners who install escalators to have their equipment inspected and licensed regularly, and restricting elderly citizens and children from riding. 🌐


Regional News

Industry TrendsFocus shifts in China as growth slows, and OEMs look to other areas.

OEMs Face Decline in China BloombergBusiness reported in June that weakening orders for

elevators in China may indicate that major manufacturers may “experience a similar plunge in local demand as the mining-equipment industry.” Bloomberg Intelligence said the Chinese market, the world’s largest for new elevators, grew the least since 2000 last year due to the country’s slowing real-estate sector. Newly built residential prices “have fallen at an accelerating rate in 2015 and are accompanied by declines in new floor space started,” the source noted.

The analysis said the weak demand may spur consolidation in the global elevator industry. It added that Schindler, KONE, ThyssenKrupp Elevator and Otis maintenance sales in China have also grown less than new equipment sales, partly because these services are mainly provided domestically. That obscures their long-term prospects and has decreased their average earnings before interest and taxes margin by 1.8% since 2010, to 13.7% last year. China accounted for approximately 70% of global elevator orders last year, and the major elevator producers have doubled Asia-Pacific sales on average since 2010.

KONE Shifts Focus in China to Service

KONE is shifting its focus in China, its largest market that accounts for 40% of new orders and 30% of global sales, from new orders to service in light of a weakening construction boom, Forbes reported. In 2015, KONE saw 5% first-quarter growth in China, versus 15% and

23% growth in 2014 and 2013, respectively. Operating as Giant KONE in a joint venture, the company saw two-thirds of its 154,000 units produced go to China in 2014. That reflects the vertical-transportation market as a whole: China purchased nearly 70% of the 815,000 units produced worldwide in 2014. Managing Director of KONE China William B. Johnson points out that China is 10 times the size of the world’s second-largest elevator market, India. Still, he is optimistic about KONE’s new service-oriented approach and hopes to significantly boost its current service-account market share from 10%. Analysts foresee China’s elevator/

escalator maintenance business growing by approximately 25% each year, and KONE already has a significant installed base there. To lay the groundwork, KONE plans to add 1,000 employees this year to its Chinese workforce of 12,000, as well as add sales, service and training locations.

UT Predicts Growth in MalaysiaOtis parent United Technologies Building & Industrial Systems

(UT) foresees 14-16% growth in Malaysia in 2015, and factors such as urbanization and the need for modernization are the drivers,

John

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Maybank Tower (photo by Calvin Teo)

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Bernama reported. UT Malaysia and Brunei Managing Director Charles Lim noted current government is pushing for continued economic development, which is expected to sustain momentum in the construction sector. UT has a new headquarters in Puchong, Malaysia, where it markets its various products – elevators, escalators, fire-security and air-conditioning systems – together under one roof. Otis has had a presence in Malaysia since 1920 and, to date, has supplied more than 2,000 units in Malaysia, including at the Petronas Towers, Kuala Lumpur Tower, Sunway Pyramid shopping mall, Petaling Jaya Trade Centre and The Intermark. Recent modernization projects include the vertical-transportation system in the Maybank Tower in Kuala Lumpur, where Otis first installed lifts 27 years ago.

Chinese Elevator Output, Exports Revealed in Report

Trends in Chinese elevator output, exports and revenue generation are covered in a new report from ReportstackTM. New elevator output is continuing to grow, but at a slower pace, with more than 700,000 units produced in 2014, an increase of approximately 12% from a year ago. In 2013, the annual growth rate was 18%. Chinese companies such as Shenyang Brilliant Elevator and Canny Elevator have increased the proportion of service revenue during 2010-2014, from 9.1% to 20.1% and 3.7% to 8.5%, respectively. Driven by effective economic development initiatives, the pace of exports continues to gain momentum, with China exporting 68,000 units of elevators and escalators in 2014, representing a year-over-year growth rate of 13.1% from 2007-2014. In the first quarter of 2015, China exported 16,793 units, an increase of 12.9% compared with a year ago.

57-Story Chinese Skyscraper Takes Shape in 19 Days

Implementing modular construction, a 57-story glass and steel skyscraper in Changsha, China, was built in a total of 19 days, The Guardian reported. Chinese firm Broad Sustainable Building built the mixed-use Mini Sky City in two spurts – completing the first 20 floors last year and the remaining floors in early 2015 after it sped its pace from two to three floors per day. Broad now hopes to build the tallest building in the world, 220-story Sky City in Changsha, using the same technique. Critics contend such construction lends itself to bland architecture, while companies such as Broad tout its efficiency and safety. A company official told Wired in 2012 that safety attributes extend to the elevator industry: bases, rails and machine rooms are built at the modular factory, which eliminates the risk of a technician falling down a shaft, with finished cars dropped into the shaft by crane. Broad told ELEVATOR WORLD there are 16 elevators in Mini Sky City.

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Regional News

ContractsFuture world’s tallest and metro transit generate jobs in Saudi Arabia, Philippines.

Elevator Installation Begins at Kingdom Tower

KONE announced it has begun the elevator-installation process in the future world’s tallest building, Kingdom Tower in Jeddah, Saudi Arabia (EW India 3rd Quarter 2014). Pre-engineering for the system’s guide rails is expected to be finished by the end of 2015, at which point guide-rail and car installation may commence. The system will consist of 57 elevators and eight escalators. KONE’s lightweight UltraRopeTM (EW, EW India, 3rd Quarter 2013) will support what promises to be the world’s fastest and highest double-deck elevators. The more than 1-km-tall Kingdom Tower is expected to be complete in 2018. Mounib Hammoud, CEO of owner/developer Jeddah Economic Co., opined:

“Building the tallest tower in the world is about human ingenuity and the strength of the materials used. Based on this premise, KONE is . . . capable of delivering what we need at the Kingdom Tower – specifically, the capability of traveling at a speed of over 10 mps with double-deck elevators to reach the highest livable floor in the world in 52 s. In addition, the high-speed elevators will rise 660 m to the observation deck, making it the world’s highest elevator rise.”

Jardine Schindler Lands Transit Contract in Philippines

Jardine Schindler has been awarded a US$490-million contract to refurbish 12 escalators in stations within Manila, Philippines’ elevated mass-transit system, Rappler reported. As the units’ exclusive distributor, Jardine Schindler has the rights to rehabilitate them. Another 34 escalators manufactured by Mitsubishi Electric are also set to be refurbished, part of a US$26.75-million Department of Transportation and Communications project designed to make public transit, including train stations, more efficient and user friendly.

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Regional News

CTBUH Goings OnNonprofit announces contest winners, new study.

2015 Best Tall Buildings Winners, FinalistsThe Council on Tall Buildings and Urban Habitat (CTBUH) has announced

winners and finalists from four regions in the world in its 2015 Best Tall Buildings Awards contest. Panelists observed that winning designs fit remarkably into their environments, with several boasting forward-thinking, environmentally conscious features such as vegetation-covered façades. An overall winner will be announced during CTBUH’s 14th Annual Awards Symposium and gala dinner on November 12 in Chicago. Regional winners and finalists are:

♦ Americas: Winner, One World Trade Center, New York City (NYC); finalists: Baccarat Hotel & Residences, NYC; Torres Virreyes, Mexico

♦ Asia and Australasia: Winner, CapitaGreen, Singapore; finalists: Phoenix, Melbourne, Siamese Ratchakru, Bangkok; SkyTerrace @ Dawson, Singapore; Sunrise Kempinsky Hotel, Beijing; Swanston Square Apartment Tower, Melbourne

♦ Europe: Winner, Bosco Verticale, Milan, Italy; finalists: Evolution Tower, Moscow; Leadenhall, London; Malmö Live, Malmö, Sweden; Police Headquarters & Charleroi Danses, Charleroi, Belgium

One World Trade Center, NYC; ©James Ewing

CapitaGreen, Singapore; ©Capita Land Ltd.

Bosco Verticale, Milan, Italy; ©Paolo Rosselli


♦ Middle East & Africa: Winner, Burj Mohammed Bin Rashid Tower, Abu Dhabi; finalists: Al Hilal Bank Tower, Abu Dhabi; B.S.R. Towers, Tel Aviv, Israel

Research Explores Japan’s Tall BuildingsCTBUH has released Tall Building in Numbers – Japan: A

History of Tall Innovations, the latest in a research series that includes interactive graphics boasting a wealth of data. The Japan study includes a rich history of tall-building construction and innovations driven by the island nation’s densely populated metropolises and propensity for earthquakes. For further information, visit www.ctbuh.org.

Burj Mohammed Bin Rashid Tower, Abu Dhabi; ©Foster + Partners

The Metropolitan Government Building in Tokyo; photo by Markus Leupold-Löwenthal

EHC GLOBAL Partners with AKE in Turkey

Turkish company AKE has partnered with EHC GLOBAL as the Oshawa, Canada-headquartered escalator handrail manufacturer’s Turkish distributor. Like EHC’s other global partners, AKE will also license handrail-splicing technology from EHC. AKE also manufactures its own escalators and will begin installing EHC handrails on new ones in its factory.

EHC GLOBAL Director of Sales Patrick Bothwell commented:

“Our business model sees EHC tie up with local partners in key markets to offer more timely deliveries by putting resources in the local market to complete final endless manufacturing of handrails. There are several profiles of handrail, but more challenging is that each escalator requires handrails of a different finished length. This means that final manufacturing can’t be completed until the order is received. Pushing the splicing/jointing work downstream into the local market means that we can reduce the need to ship endless product direct from our factories in Canada, Germany or Shanghai.

“Having local partners also means that we can offer field splicing – that is, completing the endless handrail joint on the escalator. This reduces the time and effort required on site to change our handrails. Handrails are bulky and expensive to ship, so there are logistical advantages to consolidating imports of products and finishing the manufacturing process locally on a just-in-time basis.”

Turkey Leads Europe in Elevator Deaths by a Wide Margin

Approximately 75%, or 32, of the 43 fatal elevator accidents in Europe over the past three years occurred in Turkey, Bugün quoted a national official as saying. Director of the Elevator Control Center of the Union of Chambers of Turkish Engineers and Architects Berkay Eriş, who revealed the statistic, said Turkey has less than 1/10th of Europe’s elevators – 400,000 out of 5.5 million. He said progress has been made since an elevator-inspection program began in 2012, when the number of “red-flagged” elevators was between 75-80%. Today, that has dropped to 50-60%. 🌐

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Company Spotlight


by Kanika Goswami

Harshal Control Systems Pvt. Ltd. is an elevator components manufacturer based in Mumbai. Its parent company, Echar Enterprises, was founded by Ashok Nakman in 1982 as a fabrication business with only two engraving machines, its main product being nameplates and labels. After a successful marketing pitch to Otis, Echar bagged its first order for engraving aluminium faceplates. Eventually, orders added up, and that gave an impetus to manufacture entire landing operating panels with black pop-up push buttons.

This association with Otis continued and later gave birth to another company, Echar Engineering Pvt. Ltd. In 1995, through H-Square Enterprises, it won its first job to equip an entire unit for Otis India. Later, two more units by the names of Venus Engineering Co. (2000) and Fab-Tech Engineering (2005) were formed to cater to Otis business. “Our association with Otis is more than 25 years old and still growing,” says Harish Nakman, Harshal Control Systems director.

Ashok Nakman was simultaneously working on the designs of the fixtures as the company’s customer base reached 200. This caught the attention of companies like Bharat Bijlee Ltd. (since acquired by KONE) and provided an opportunity for Echar to set up a complete manufacturing and assembly line for car and landing operating panels, including harness assembly.

In 2009, Ashok Nakman extended the company’s elevator-industry product line on a new 2.2-acres area on the outskirts of Mumbai. Facilities included the manufacturing unit for Harshal Control Systems. The main idea was to manufacture cabins, door panels, and car and counterweight frames. Harish reminisces:

“We installed state-of-the-art imported machines from Amada of Japan, and Trumpf of Germany. With hi-tech computer-numerical-control (CNC) machines and [a] 32,000-sq.-ft.-area shop floor, we were able to grab attention of companies like Emerson Network Power (I) Pvt. Ltd. and ThyssenKrupp Elevator India.”With the business growing and keeping the expansion in mind,

Harshala Mihir Desai and Harish, daughter and son of Ashok, joined the family business in 2010. The former had an MBA in Human Resources, and the latter had BE and MS degrees from the U.S. This added professionalism to the business, and facilitated its steady growth.

Harshal Control SystemsWith a focus on service and customer-based engineering and technical solutions, the components manufacturer has succeeded by following an unusual path.

The turnover of the group of companies increased from INR60 million (US$947,000) in 2009-2010 to INR400 million (US$6.3 million) in 2014-2015.

Opposite page, left: Demonstration cabins at ThyssenKrupp Elevator India; right, top to bottom: a demonstration cabin with a false ceiling and stainless-steel finish; entrance to the Wada factory

Above: A demonstration cabin with a five-sided glass enclosure

Continued


The present Harshal Control Systems was incorporated in 2004 as a strategically diversified company in the field of precision sheet-metal components. The company manufactures elevator fixtures and accessories with a “customer-first philosophy.” In Harish’s words:

“This has earned us an enviable customer-base list with prized and premier companies like Otis, ThyssenKrupp, Bharat Bijlee Ltd., Godrej Interio, Emerson Network Power India Pvt. Ltd., Kabra, CPS and [a] host of other leading companies and 200 other customers in the elevator industry. The demand for our products has grown manifold and is rising at an accelerated pace. Therefore, the company has a clear focus on achieving and sustaining global leadership with a vibrant and performance-driven environment with excellent opportunities for all-around growth. We incorporate proven logistics expertise and [the] latest innovative designs before they are apparent.”The company’s strength is its ability to

integrate professional management, ethical practices and sophisticated technology for enhanced performance. Its knowledge of the market, gained from three decades of operation in the Indian elevator industry, helps it provide good customer service. Harish elaborates:

“We optimize and customize operations for maximum efficiency and overall cost savings, improved customer service, reduced risk and lower capital expenditure. Ergonomics are worked out to achieve the best at minimal inventory cost, so as to offer the best competitive prices. Our most important capital is the perfect synergy of employee competence and the effective use of global knowhow through our own R&D and practical application. We believe that once your sight is set upon your destination, the thirst to overcome challenges comes naturally, and this same thirst takes you beyond the ordinary.”

Market Evolution and Challenges

Harshal Control Systems started its relationship with ThyssenKrupp in 2010 with a contract for 50 cabins and 300 doors per month. That volume grew to 150 cabins

Continued


Opposite page, top to bottom: A batch oven; the welding area; a Trumpf punching machine, all in the Wada factory

This page, above: A landing call button on display at the International Elevator & Escalator Expo 2014

This page, top right and center right: An Amada bending machine in the Wada factory

This page, bottom right: An Amada punching machine in the Wada factory


1982: Echar Enterprises Pvt. Ltd. founded in Mumbai as a manufacturer of elevator fixtures.

1994: Echar Engineering Pvt. Ltd. begun as a manufacturer of light and medium fabrication and supplier of limit switches.

1995: H-Square Enterprises started as a trader of elevator kits and manufacturer of elevator display cards and switches.

2000: Venus Engineering Co. incorporated as a manufacturer of light and medium fabrication and sheet-metal components.

2004: Harshal Control Systems formed as a trading unit. Projects like the Synergy, MRG 500 and MRG 1000 were developed at its factory.

2005: Fab-Tech Engineering Co. started as a manufacturer of medium

fabrication and supplier of car-top railing, pit ladder and other products.

2009: Harshal Control Systems builds a manufacturing unit on 2.2 acres Wada, India, 50 km from Mumbai.

2014: Harshal Control Systems’ manufacturing facility is L2 certified by Otis’ Q+ audit and starts supplying elevator components to Otis Bangalore.

Timeline

and 1,500 doors by 2015. In addition, there was the business of supplying cabins and doors to 50 more customers around India — cabins with capacities of four to 26 and goods-lifts cars with capacities of 1-5 mT. Its car sizes are manufactured as big as 3 X 6 m.

Products and Projects Harshal Control Systems

produces: ♦ Cabins: MS, stainless steel and

designer/special finish ♦ Doors and frames: ACO, ATO,

swing doors and manual telescopic

♦ Glass cabins: rear side, two side, three side and capsule lifts

♦ Glass doors: “Full Vision” and “Big Vision”

♦ Car and counterweight frames ♦ Pit ladders

Echar Enterprises and companies in the group (excepting Harshal Control Systems) produce:

♦ Push buttons ♦ Car and landing operating

panels ♦ Displays: seven segment, dot

matrix and LCD ♦ Limit switch assemblies ♦ Guide clips ♦ Emergency alarms and fireman

switches ♦ Thimble sockets

In 2014, Harshal Control Systems partnered with NBSL

Elevator Components Co., Ltd. (China). In addition to cabins and fixtures, Harshal Control Systems started supplying NBSL components, including door systems, overspeed governors, guide shoes and gearless machines. In 2015, it started supplying guide rails from Sunrise Elevator Parts Ltd. (China). Sunrise is a major supplier of guide rails to Otis, Schindler, KONE and Fujitec in China.

The FutureThe future for Harshal Control

Systems is bright, and Harish says the market is opening up like never before:

“The future plan is to provide [a] complete elevator solution to the customer. The customer [will be able to] find the complete kit, which includes cabins, guide rails, machines, doors, controllers, fixtures, ropes and others under one single roof, which will further reduce his cost. With the elevator industry growing, our group company plans to grow further, and as part of expansion, we are setting up another plant in the Navi Mumbai area, which should [be] ready to go by February 2016.” 🌐

The future for Harshal Control Systems is bright, and Harish says the market is opening up like never before.

Above, top to bottom: the Wada factory’s assembly area; the machinery area of the Wada factory

http://www.excellaelectronics.com



Pavitra Sriprakash’s work has been India-focused since 2008. She has designed projects across India and delivered projects in the U.S., Norway, Japan, China and Kuwait as part of Shilpa’s International Urban Design Studio. She is director of Nirmana Realty Investments, a global hedge fund that has investments in emerging markets’ infrastructure and early-stage Silicon Valley technology companies. An expert on sustainability, she has completed research at Columbia University on sustainable programmatic

landscapes and the interface between architecture and landscape design in planning urban spaces. She holds a master’s degree in Architecture and Urban Design from Columbia and is head of the Chennai chapter of the Columbia University Alumni Association.

EWI: Shilpa has always had a focus on green and sustainable architecture and has been a steering member of the Indian Green Building Council (IGBC). Tell us about the green-building initiative in India.

The Importance of Sustainable BuildingPavitra Sriprakash (PS), chief designer and director of The Global Design Studio of Shilpa Architects Planners Designers Pvt. Ltd., talks to ELEVATOR WORLD India (EWI) about the trend toward building green and how elevators fit into the equation.

Environmental Issues

Practicing what it preaches: Shilpa Architects’ headquarters in Chennai is itself Leadership in Energy and Environmental Design Platinum certified.

Continued

by Kanika Goswami

http://www.shmtnl.com




PS: The IGBC was established by the Confederation of Indian Industries in 2001. Exhibitions, seminars and educational programs are organized to spread awareness about sustainability and environment protection. As part of Shilpa’s commitment to sustainability, we were among the Indian delegation to USGBC Greenbuild in Chicago in 2007.

Today, sustainability goes beyond ratings. There are many options for certification from bodies such as the U.S. Green Building Council, the IGBC and Green Rating for Integrated Habitat Council. At Shilpa, our focus is on holistic sustainability -- the concept of having sustainable practices for energy efficiency, as well as the human quotient -- with socioeconomic sustainability in all the environments we design and build.

EWI: How much value do architects place on elevatoring a building?

PS: Our cities are growing due to rapid urbanization, which is driving the need for denser developments and taller buildings. There are many studies showing that density in urban environments is more sustainable than urban sprawl, which leads to wasted infrastructure resources. In the not-so-distant future, elevators will replace lengthy roads and cul-de-sacs. Now, an elevator is a standard part of any commercial or residential building that is two floors or taller. It finds usage apart from transporting people and helping them access different levels of the building, such as the early stages of construction for transporting materials and freight.

In residential buildings, there is a trend toward “higher is better,” so people automatically opt for a higher floor, which drives the need for an elevator. Buildings with elevators usually have longer-term value, where the elevators are an added feature; hence, architects place importance on the design and placement of elevators. However, location and intended usage of elevators usually determine the design of their interiors and exteriors.

EWI: Do you think India has an adequate green-building initiative? What do you think needs to be done in that regard?

PS: The primary goal of various green initiatives is to help our planet survive! As we consider the growth of the Indian real-estate and construction sector, the number of certified/to-be-certified buildings is trivial. The public sector, central and state governments are the biggest builders of infrastructure. They are engaging actively with green initiatives to make India more sustainable, but there are other areas green initiatives can encompass. For example, some rating systems exclude “points” for using local artisans and local materials, thereby neglecting the largely unorganized sector which represents a large segment of our population and workforce.

EWI: Can you share some experiences of the challenges you have faced when working on green buildings?

PS: Almost all clients now request a green building, with the possibility of applying for a rating for their efforts. The advantage is that people understand that they have to be careful and cognizant while designing or choosing materials for their building to ensure the features and materials contribute to points for the desired rating. Yes, there is an initial capital investment required for a green-rated building, but the payoff in the long run is definitely worth it. It becomes a challenge if the client is only focused on the short term and not willing to wait for long-term returns.

EWI: As far as elevators are concerned, what do you, as an architect, look for in a project? Do you plan the building with an adequate emphasis on safe elevators and escalators?

PS: Comfort and safety of a building’s occupants are the first

aspects we consider. We design and choose products and materials that will help ensure the wellbeing of the people who use the space. This obviously extends to elevators and escalators. We also look at the utility of elevators and escalators before selecting and allotting space for them. Most elevators in the market today are equipped with safety features to help ensure zero accidents. Features like multiple steel cables, which can individually hold the total weight that the elevator can carry, are becoming increasingly available. Elevators are programmed to perform automatic safety checks, with alarms and signals sent to the control room to check any problems.

Energy efficiency is also a parameter we consider when specifying elevators, including methods to generate power from the mechanical movement.

EWI: How do you design for elevators in smaller spaces such as homes, boutique offices and retail stores?

PS: First, a detailed usage study needs to be conducted to determine an elevator’s final use before starting to design and incorporate one. In residential projects, especially single-family homes, elevator retrofits are becoming more common. Since the lift car is a small, confined space, strategies to make the lift car look bigger are always preferred. Choosing lighter-colored flooring or installing mirrors on the sides are strategies commonly employed by designers.

Elevators in retail stores are very useful areas for further branding. In such boutique applications, a glass elevator that is transparent and, therefore, less visually intrusive, is always preferred. 🌐“In the not-so-distant future, elevators

will replace lengthy roads and cul-de-sacs.”

“Yes, there is an initial capital investment required for a green-rated building, but the payoff in the long run is definitely worth it.”

Srip

raka

sh

http://www.fermator.com



India’s population is growing, and its people are getting richer, which is creating an ideal environment for luxury housing and, in turn, high-end home elevators. After describing the factors contributing to the trend, ELEVATOR WORLD India sat down with Ashish Goyal of Sigil Elevators in Pune, who believes luxury home elevators’ time has come in India, thanks to a growing middle and upper class. The trend is evident in partnerships such as the one between Moris Italia and Monteferro India (EW India, 4th Quarter 2013) formed specifically to cater to this emerging market.

India has an urban population equal to the populations of the U.K. and U.S. combined. In addition, about 10 million people move into urban centers each year in India. The housing and real-estate pattern is highly influenced by this rapidly

growing urban population and its earning potential. Today, thanks to earnings of the urban middle class, the Indian economy is set to become the fifth largest in the world, up from 12th.

In this scenario, there are great expectations of the urban affluent class. The number of families earning more than INR1 million (US$15,738) a year will increase to represent approximately 2% of India’s population, compared with approximately 0.2% today. In number terms, there will be 24 million more people than the current population of Australia. Today, this market’s consumption stands at 7% of the Indian market. In 2015, it will touch approximately 20%. In this economic stratum,

the luxury housing segment saw about US$30 billion worth of construction, spread across 182 projects with 25,000-plus units among them in 2012. India’s higher-income population is expected to approach 3.5 million by 2018, more than tripling. This will certainly push up demand for luxury housing.

What do these figures mean to the elevator industry? In the next 10 years, the real-estate market will increase fivefold. This will provide unprecedented opportunities to related sectors – construction companies and facilities manufacturers, architects and builders. While there are no statistics directly linking this increase in spending power with spending on

by Kanika Goswami

A Desire for LuxuryEconomic trends point to greater demand for high-end elevators in India.

Market Trends

The Indian economy is set to become the fifth largest in the world, up from 12th.

A modernist design

Goy

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luxury real estate, there is no doubt spending on the components of a luxury home, office or other building will increase. The high-end sector that has homes with prices in excess of INR30 million (US$472,032) will create demand for the finest construction quality and concepts. Top locations, great facilities, designs, safety and security are among customer demands. One of the most significant areas will be safe, secure, well-designed elevators. Although the technology stays the same, elevators for high-end homes and buildings have certain qualities that distinguish them from those in regular highrises.

How does the high-end home elevator market look today? Goyal states:

“It’s a limited market, and I do not think there [are] any researched statistics on it. But, my gut feeling is that this segment will be about 2-3% of the complete elevator segment in the country.”Sigil produces elevators it considers

premium in terms of features, aesthetics and technology. Goyal opines:

“A custom process has been developed to meet the demand for such products, starting with adapting design to customer demands, innovation, precise manufacturing and zero tolerance for incorrect installation. All this is part of our standard operating procedure.”Buyers of premium homes in India are

very discerning. Although there is always customization depending on a home’s theme and specific architectural requirements, some high-end elevator styles are particularly in vogue. According to Goyal, these include those with ancient Roman, Islamic, Gothic, Renaissance, Baroque, neoclassical, early modern and postmodern appearances.

Customization also occurs with different brands in line with regional market needs and cultural forces. For homes upwards of INR30 million (US$472,032), it is definitely a buyer’s market for elevators. The builder must be cognizant of not only elevator quality but also its security and safety features and how its design fits with the rest of the home. Sigil strives to help ensure this fit by

blending consumer expectations with technology, design, innovation and ethical ideation, states Goyal.

Elevators as a CommodityWhile the luxury-elevator industry in

India is in its nascent stage, certainly in terms of volume, Goyal sees another trend in the elevator industry. Two decades ago, elevators were a service, used simply to transport people vertically. They were also legislatively categorized as a service. With the entry of global brands into India on a much bigger scale, however, they became more of a commodity. In organizations such as those in the hospitality industry, a certain number of elevators serviced a certain number of rooms on every floor; hence, it was a customized solution. But, with more business opening the market to bigger global brands, it slowly became a commodity, manufactured via processes that can be replicated.

While quality may not have suffered, the whole process lost its focus on customization and became an assembly-line product like any other. This detracts from the cellular organics of the industry, which, Goyal feels, may not be a very healthy trend.

While quality may not suffer in the short run, turning away from customized space, design and functionality may lead to mass production of lifts. Essentially, the damage is to smaller, domestic companies that understand customers’ needs and are willing and capable of fulfilling them. But, a production line makes products cheaper, which is why many of the global brands ate into the indigenous manufacturers’ market over time.

India follows global trends, but Goyal feels certain scenarios in the socio-cultural-biological-political anterior may soon change the environment. In fact, there is change around the corner. The value of custom-made elevators that fulfill specific requirements is just being realized, and skill in craftsmanship is fast gaining value as the Indian middle and upper middle classes grow.

Manufacturers such as Sigil will reap the benefits and continue to maintain that elevators are products associated with a classy building. In the long term, the objective of a high-end elevator installation is to provide luxury and ease of use. 🌐

India’s higher-income population is expected to approach 3.5 million by 2018, more than tripling.

(l-r): Finishes such as marble, wood and glass are popular; reflective surfaces and mirrors help open up a cabin’s space.

http://www.marazziguide.com


titledeck

Dynamic

byline

Asansör Istanbul 2015 was held in the four new halls at the Tüyap Fair Convention and Congress Center on March 26-29. The venue now has two excellent hotels just a few steps away from the halls. This adds convenience for both visitors and exhibitors, and, indeed, one of the hotels had direct access to the exhibition entrance lobby. The new halls have great headroom, which allows exhibitors to display full-scale working lift systems and bodes well for future industry exhibitions here.

Attendees could see lift equipment ranging from individual components to complete systems. The Turkish industry is very close to the European Union (EU) in many ways, and AYSAD (Turkish elevator association) is a full member of the European Lift Association, so, as would be expected, the products exhibited are influenced by the European Directive on Lifts and CEN codes. The Asansör Conference reflected this and had key working group members giving informative presentations and seminars. Importantly, there is also a visionary element to Asansör, and a significant part of this was the International Lift Design Contest (see sidebar). This was the sixth such event and had the theme “New Lifts for Passengers and for Passenger & Freight in Existing Buildings.” A selection of entries was displayed in the main exhibition hall, and the winners were presented with their awards during the evening gala.

by John Gale

Events

Asansör Istanbul 2015

Growing trade show attains a global scale in Turkey.

Continued


Clockwise from top left: The busy Turkish construction market was apparent; key figures in the local lift sector cut the ribbon to open the event and share some opening thoughts with invited guests; (l-r) Ercüment Hizal, Nihat Ergün, Sefa Targit and Adnan Köşker; (l-r, from center) T.Bruce MacKinnon and Ricia Sturgeon-Hendrick of Elevator World, Inc.; and Bülent Yilmaz of ELEVATOR WORLD Turkey pose with booth guests; a selection of International Lift Design Contest entries displayed in the main exhibition hall


Lift Design AwardsAsansör Istanbul’s conference and “Lift Design Awards” have

become important parts of the overall event. It is crucial for the wellbeing of the industry that relevant and creative new solutions that facilitate people moving in architecture are encouraged and supported. To that end, the aforementioned contest and its awards are included as an integral part of the whole event. The winners of this sixth edition, which tasked entrants to design “New Lifts for Passengers and for Passenger & Freight in Existing Buildings,” were announced and presented at the gala on the first evening of the exhibition (March 26). The awards were presented by Ercüment Hizal and Sefa Targit, who stated that the selection had been very difficult to make and that the entries titled “Panoramya” and “Blade” were the two winning ones. The young designers of these entries were Hilal Kurt and Merve Aynur, and Pinar Simsek and Emre Caglar, respectively. Congratulations were extended to them as they were invited up to the stage to receive the prize money and a hearty round of applause.

ConferenceThe Asansör Istanbul Conference was a two-day event, with the

first day being international, complete with simultaneous translation. The topics for this session cover issues at a European level. The second day is devoted to national lift topics and industry overviews. Here, the experiences of key lift people can be shared with a wider audience that will benefit many active in the industry at a national level.

Day OneSelcuk Dikmen, a very experienced lift professional, chaired the

opening day of the 2015 conference. This started with a presentation by Ebru Gemici Loukas from VDMA (German mechanical engineering association) titled “Industrial Statistics of Lifts and Escalators.” The speech focused on the recorded lift industry statistics for 2011–2013. After a general look at the overall European lift-industry statistics, Gemici Loukas concentrated on the state of accident reporting across Europe and how difficult it has been to collect consistent figures. However, the emerging statistics being collected are becoming more reliable. Every year,

the process is better understood, and the figures can be used in a more meaningful way. As for the reported accidents in 2013, Gemici Loukas showed that for the 18 reporting countries, 835 cases had been recorded -- 17 fatal, 144 serious and 674 minor. These figures were interrogated in great depth and certainly help identify the key areas where safety can be improved.

The second presentation was “Standards and Risk Assessment” by Paolo Tattoli, a member of CEN Technical Committee 10/Working Group 1. Its illustrations showed the procedure and gave the audience insight into the workings of risk assessment. Tattoli used the example of a knife on a table to show the level of risk this situation presented. Following this intriguing example, the risks connected to designing, installing and using lifts in seismic areas was considered.

The final session of the day was jointly given by Esfandiar Gharibaan and Wolfgang Adldinger. This showed how and why the new EN 81-20/-50 standard had been formed and when it will be fully implemented. This comprehensive presentation not only gave the audience a general overview, it also illustrated detailed criteria. The implementation of this standard is important, but another key factor for all to consider is Directive 95/16/EC on Lifts, which comes into effect in April 2016. Both presenters stressed that this was very soon, and companies should be very aware of that implementation date.

Day TwoSefa Targit, president of AYSAD (Turkish elevator association),

chaired day two of the conference. He introduced Ercüment Hizal, Adnan Köşker and Nihat Ergün, who formed the panel of experts. Keynotes below give an overview of the topics the panel discussed.

Ergün, Turkey’s former Minister of Industry & Technology, stated that the country’s wealth is “above the ground and not under it.” He explained that “to increase this wealth, [the] public authority relies mainly on our industrialists and entrepreneurs.” He then added that there is a law that has been debated in Parliament that will hold provincial administrations and local governments responsible for any lift accidents.

Hizal stressed that Turkish industrialists are not able to grow and create their own brand: everybody wants to be “a boss”; therefore, partnerships are not fostered. Also, R&D activities are not highly valued: copying is preferred over creating individual, original designs.

Köşker, mayor of the industrial city of Gebze, said that those in charge of performing yearly lift controls are not adequately trained, nor perform uniform auditions. Confusion over which codes and standards are required is still a major problem.

There is a real value in these small conferences, and it was good to see that the exhibition committee allowed time to run its two sessions during the main exhibition. This is always difficult to arrange and ensure an audience can be enticed away from the attractions and hospitality of the stands. As the main exhibition becomes larger, however, the challenge of attracting the audience becomes harder. Certainly, the Lift Design Contest and the conference both have high value and are expected at the next Asansör Istanbul event, which will take place in 2017.

Lift Design Awards and Conference

by John Gale

Dik

men

Opposite page, top to bottom: The concurrently held conference was well attended; (l-r) Ebru Gemici Loukas and Paolo Tattoli; (l-r) Esfandiar Gharibaan and Wolfgang Adldinger


Some key companies at the exhibition were also showing a visionary side to their design activities and had prototypes and concept products for visitors to see, which again showed that the Asansör exhibition is more than a simple showcase and is growing in sophistication and ambition.

Asansör Istanbul has developed progressively since its first iteration in 1992 at the center of the “Old World” where East meets West. The exhibition has always been colorful, and this 14th edition was just that, with flags, banners, floral bouquets, dramatic lighting and well-displayed products. The outcome of Selahattin Durak’s stepping down from the Istanbul Fair Organization (IFO) following the 2013 event and Tarsus’ joining IFO and AYSAD as organizer of the show was unclear. However, a positive influence was noticed, with the expo apparently moving on seamlessly, enabling more exhibitors and visitors to enjoy the numerous stands in the comfort of new halls with great facilities.

Exhibition IFO Managing Director Zekeriya Aytemur invited a number of

key figures in the lift sector to open the event by cutting a ribbon and sharing some opening thoughts with invited guests at a podium set in the busy entrance hall. Those helping him open the expo included Turkish Deputy Minister of Science, Industry and Technology Dr. Davut Kavranoğlu; President of AYSAD Sefa Targit; President of ELA Philippe Lamalle; and Erol Erbirer, a founding member of AYSAD who had worked in the industry for more than 60 years.

Four halls were used for this 2015 event, with an exhibition floor area totaling some 50,000 m2. More than 434 exhibitors from 28 countries enjoyed good headroom, with stands arranged with broad, carpeted aisles between. This allowed good sightlines and comfortable viewing opportunities. This is an important feature of the Asansör fair, and the committee insisted that no enclosed stands would be permitted. “National Pavilions” grouping companies from Germany, Italy and China were included. These pavilions helped with the logistics and cost effectiveness of exhibiting for many companies. However, most larger international companies chose to have their own exhibition booths or be

featured in a display in a partner’s or agent’s stand.

Most lift products at the exhibition were components, but there were also new systems and prototypes. The components included lift cars, door operators, geared and gearless machines, safety gears, hydraulic pumps, electronic valves, ropes, belts, control panels, guide rails, guides, freight lifts, etc. Panoramic cars were in abundance, and it was clear that companies had the intention of supplying these products for the large and still-growing Turkish shopping-mall market. Complete lift packages including hydraulic, traction and pneumatic systems could be found. Traction systems had the most diverse arrangements, utilizing steel ropes with geared or gearless machines,

Kavr

anoğ

luLa

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Continued


ExhibitionHall


KLEEMANN held a dinner for the industry press on March 26 at the Tüyap Palas. It brought together representatives from the largest industry magazines, both locally and globally, affording an opportunity for discussing current industry issues and relaxing in an elegant and friendly setting. Lazaros Asvestopoulos, commercial director of KLEEMANN and Apostolos Kalyvas, general manager of KLEEMANN Asansör, KLEEMANN’s subsidiary of 14 years in Istanbul, welcomed the guests. They also had the chance to announce the company’s new 6,500-m2 logistics center in Istanbul and presented its plans to firmly establish itself in the markets it is in, and further develop and expand its presence to new targeted markets worldwide.

Dinner for the Press

by Sofia Antoniadou

(l-r) Fabio Liberali, editorial manager of ELEVATORI; Lazaros Asvestopoulos, commercial director of KLEEMANN; Apostolos Kalyvas, general manager of KLEEMANN Asansör; and Sturgeon-Hendrick, MacKinnon and Brad O’Guynn of Elevator World

belt suspension and/or transmissions and machines mounted in a variety of positions.

Asansör Istanbul also caters to contractors, specifiers and supply companies operating in the countries that border the Black Sea and the Southern Mediterranean, including the Persian Gulf and Middle East regions. Visitors and specifiers from these countries were much in attendance and actively looking for all types of lift and escalator packages. Also, European installation companies were there looking at the possibility of sourcing more products from Turkish manufacturers. The great deal of equipment designed, manufactured and supplied from the EU and globally reflected the fact that Turkey is now a major international lift market. The Turkish lift and escalator market requires a great deal of understanding, and independent lift consultants are certainly going to be needed to mediate between the lift supplier/service company and the owner, whether the latter is public or private.

The expo was a great success from many points of view. Visitor numbers were logged at 28,278 from 88 countries. The great strength of Asansör Istanbul is that it gives options for products that can be used in the mass market. Equipment on show is not intended to supply supertall buildings, travel extremely fast or have the most sophisticated control. It is about the everyday needs of lift companies and users working in the built environment. The Turkish lift industry has worked hard to build on this reality and shown that much is possible. ELEVATOR WORLD India and your author look forward to seeing which changes happen over the next few years. Asansör Istanbul 2017 will surely tell another story regarding the lift industry, and we will be there to see just what that story is.

John Gale is a third-generation veteran of the lift industry. He has worked as a photographer and contributor for ELEVATOR WORLD since 1986, primarily covering meetings, congresses and trade shows. In 1999, he co-designed Moving People from Street to Platform, a book on the vertical-transportation equipment in the London Underground.

The expo was a great success from many points of view. Visitor numbers were logged at 28,278 from 88 countries. The great strength of Asansör Istanbul is that it gives options for products that can be used in the mass market.


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The elevator market, world over, is fast outgrowing the singular-component supply stage. The future is all about integrated elevator-control solutions. One of the bigger players in this new frontier is China’s INVT.

INVT was one of the earliest companies to provide integrated elevator-control solutions. Today, it is one of the top three elevator-control-system manufacturers in China. The company set up base in India in 2006, with operational branches across major cities and residential sales managers in other locations. Being excited to participate in the country’s growth strategy, it

has set up branch offices in Mumbai and Bangalore to develop the elevator business in India. INVT products are also available in Poland, Italy, Portugal, Romania, Bulgaria, Greece, the Netherlands, Turkey, Iran, Lebanon, Saudi Arabia, Dubai, South Korea, Vietnam, Thailand, Malaysia, Indonesia, Myanmar and Bangladesh.

INVT offers two kinds of elevator solutions: the elevator inverter CHV180 to support geared and gearless machines, and the EC100 and EC160 elevator integrated controllers for geared and gearless machines. The company specializes

by Vashdev S G

Elevator Integration Solutions from INVTA Chinese company rides the innovation wave.

Company Spotlight

Continued

Email: [email protected] Web: www.india.schindler.com

Toll free nos 1800 - 209 - 5438 (Any Landline/ Mobile) 1899 – 22 – 5438/ 5538 (MTNL/ BSNL)


http://www.india.schindler.com


in manufacturing V3F drives, integrated elevator-drive systems, programmable logic controllers, servos, touchscreens, industrial-control equipment, new energy technologies, rail traction, servo and motion-control systems, and energy-management and building-intelligence systems, to name a few. INVT products are certified with continuing education, TÜV SÜD, ISO 9001 and 14001, and OHSAS standards.

With an annual turnover of more than US$200 million, INVT has four factories located in Shenzhen, Shanghai, Suzhou and Xi’an. It is the country’s largest exporter of drives. With a strong focus on R&D, the company has been instrumental in developing

advanced, high-quality drives and has achieved tremendous growth. It went public in 2010 and has been consistently listed as “A-Category” stock. In 2014, it had a 3% market share for integrated elevator systems in the Turkish elevator market. It has partnered with KONE Turkey, KLEEMANN in Greece and HISA in Vietnam.

INVT owns more than 550 patents, with 13 subsidiaries and an overall staff of 1,100 at the Shenzhen headquarters and 1,600 staff members around the globe in 31 offices supporting sales, technical issues and repairs. With a strong presence in more than 60 countries, the company is constantly expanding its global base directly and indirectly through distributors and large machine builders across all major industrial markets. Focusing on designing and manufacturing high-quality independent drives and integrated elevator-drive systems, INVT enjoys a leadership position in China. 🌐

With a strong presence in more than 60 countries, the company is constantly expanding its global base directly and indirectly through distributors and large machine builders across all major industrial markets.

For 15kW and below For 18.5kW and above

http://www.altenmo.com




ELEVATOR WORLD India (EWI) had a conversation with Stephen D’Souza (SD), director of Field Operations, Otis India, and Sebi Joseph (SJ), managing director, Otis India, to get their perspective on the Elevator Escalator Safety Trust (EEST)’s activities.

EWI: How did Otis India become involved with EEST and integrate its program with its own culture?

SD: Safe-T Rider© – EEST’s safety-awareness program supported by Elevator World, Inc.; Otis India; and other elevator companies – is a module designed to train people on the safe and effective use of elevators, escalators and moving walks. Launched in 2008, this program was first initiated in schools. Otis India partnered with EEST and moved this program forward in 2010.

As of today, Safe-T Rider has reached more than 42,000 schoolchildren across India. The well-received program has picked up momentum, extending to housing societies, corporations, mall personnel, fire-brigade personnel and government officials. With its success outside of schools, the Safe-T Rider awareness program has been made available to approximately 8,000 adults.

EWI: What would you say drives the program, that even kids enjoy it?

SD: The interactive module encourages participants to ask questions and have a discussion about elevator operation and safe usage. To make the program interesting, sessions also incorporate a quiz, which engages participants. To add a bit of excitement to the module, sessions are concluded with an awards ceremony, wherein certificates are given to schoolchildren who have successfully completed

the training. Coloring books on safety topics keep children interested, while allowing them to learn the safety dos and don’ts.

EWI: How is Otis India supporting EEST and what should we expect as we traverse the road ahead?

SJ: At Otis, safety is our highest priority. Through Safe-T Rider, we want to spread our “safety first” message to the passengers riding our lifts. EEST, under the guidance of TAK Mathews, has made this possible. People who receive this training go on to become safety ambassadors and spread the word on its importance. We are confident this knowledge, once implemented, will help develop a culture of safety in the country.

Essentially, the program is comprised of safety tips of which people are already aware. Safe-T Rider brings this know-how to the forefront and emphasizes its importance, which, in turn, helps us remain safe when riding an elevator, escalator or moving walk.

As a program, Safe-T Rider is monitored closely at the regional level in Otis to ensure we reach a wide base of users. Apart from main metros, we are paying equal attention to smaller cities. We are very proud to be associated with EEST and Elevator World and are honored by the recognition we received in 2014 for our efforts in promoting the Safe-T Rider program throughout India. 🌐

EEST Safe-T Rider ProgramDriving citizen awareness on the safe use of elevators, escalators and moving walks

Public Safety

by Kanika Goswami

http://www.jadeec.in



The first metro in India came to Kolkata in 1984. The next to arrive was the Delhi metro, India’s first modern metro, after the Chennai Mass Rapid Transit System started operations in 2002. In Gurgaon, it started in 2013, and last year, it was Mumbai’s turn – Mumbai Monorail, which opened in 2014, the first monorail in India. That same year, the prime minister approved the Union Urban Development Ministry’s proposal to implement metro rail systems in 50 cities in a bid to improve their transportation infrastructure. The union government has decided to invest approximately INR5 trillion (US$78.7 billion) in the initiative.

OverviewCurrently, 15 cities have seen metro

operations, while the rest are still under planning or structuring. With smart planning and technology in place, the rapid-transportation system in India is well on its way to becoming a major citizen convenience. All major stations include lifts and escalators. They are called to run efficiently 20 hr. a day, day after day, month after month, to transport consistently heavy crowds.

These units were supplied by some of the leading elevator brands in the country: Johnson Lifts, which worked on the Chennai metro stations; Otis, which worked on the Delhi and Hyderabad metros; and Schindler, supplier of the elevators and escalators in the Mumbai metro. Specific instructions for most of these came from the Delhi Metro Rail Corp. (DMRC), which is overseeing most of these projects. Otis

(India) Ltd. worked in a partnership with L&T Metro Rail (Hyderabad) Ltd. to provide 670 units for the Hyderabad Metro Rail Project. They supplied the environmentally friendly 520 NPE-L escalators designed for public transportation and heavy traffic demands. For elevators, Otis’ Gen2® Premier with Gen2® flat-belt system was used.

SpecificsOverburdened escalators and elevators are a

common sight. To meet the large passenger volume of Indian transit stations, the elevators and escalators need to meet certain specifications. Johnson Lifts shared the specific requirements metro officials had laid down for lifts in the stations:

by Kanika Goswami

The State of Rapid TransportationLifts, escalators in Indian metros and monorails discussed.

Market Trends

After completion of its Phase III network by 2017, the Delhi metro will become the biggest user of escalators and elevators in the world.

Figure 1: DMRC project Phase III, first section

Continued

http://www.esconelevators.com



♦ Elevators provided with fire-rated landing doors, fire-retardant and halogen-free cables, and fire/smoke detection systems are required to operate during fires.

♦ The problem of man-trap and safety-related requirements during power failure are completely addressed. Automatic landing and door controls with passenger sensors, automatic rescue systems and manual rescue devices are included. Telephone communication is provided for connecting passengers in the lift with control room and technicians.

♦ Techniques employing automatic diagnostics and rapid repair facilities; use of interchangeable, modular components provided to optimize troubleshooting

♦ Signage and displays are to cater to all passengers, including handicapped persons.

♦ Elevators shall have minimum maintenance with minimum or no impact on the train services. Routine and scheduled maintenance periods are limited to non-operational maintenance hours during the night or, if essential, during off-peak periods.

♦ Centralized, network-based remote-monitoring system for lift operation and maintenance feedback and automatic maintenance-call generation systems are in considerable demand in metro applications.

♦ Elevator systems shall conform to established and governing standards of the Electricity Act and Rules; applicable local authority rules; Indian Standards (IS) including IS 14665, 15785, 15330, 7759 and IS 1860; and additional global safety standards like EN 81 and NFPA 130.Adds Anoop Kumar Gupta, director

(Electrical), Delhi Metro Rail Corp. (DMRC):

“The foremost requirements for elevators and escalators in the metro stations were that all stations of DMRC have escalators, elevators and tactile tiles to

guide the visually impaired from station entrances to trains. Secondly, all elevators conformed to [the] ‘Accessible India Campaign’ [of the] Department of Social Welfare, Government of National Capital Territory of Delhi. DMRC has extra functionality for public safety and extra loads.”Gupta explains that other standard

elevator specifications for metros are: ♦ All elevators are capable of operating at

180 motor starts per hour for 20 hr. per day, seven days a week.

♦ Motors used are not to have less than 85% efficiency, include class-F insulation and be designed for 110% of rated load.

♦ Fire-resistant landing doors suitable for 2.5 million operations

♦ As a safeguard against entrapment of objects in door gap of elevator, a door profile is provided in each elevator door to ensure the gap is not more than 5 mm.

♦ All buttons used are “jumbo size,” a minimum of 50 mm X 50 mm. Also, “big size” position indicators are used for easier floor identification.

♦ Scratch-resistant stainless-steel sheets are used for car and architrave panels to avoid vandalism.

♦ Ground-level elevator equipment is pilfer proof.

♦ Surge suppressors are used to avoid surges in the power supply.

♦ Elevator auto-call registration facility for two floors

♦ Landing-door bypass is under implementation.

♦ SMS-based monitoring system ♦ Redundant rescue system ♦ Ride-comfort-level monitoring ♦ Minimum clear door opening of 900

mm and handrails at height of 900 mm from floor for wheelchair-bound passengers. Wheelchair reversal is assisted by half-height mirror on rear wall of car.

♦ Push buttons used in DMRC lifts are getting text in Braille and raised symbols and illuminated feedback.

♦ A tactile floor path to the lifts is provided during civil construction for visually impaired passengers.

♦ Uninterruptible power supply (UPS) ♦ A lift announcement system for

information of car position ♦ Battery-operated automatic rescue

device (ARD) to facilitate rescue of stranded passengers in the lift

♦ Conformal coating on printed circuit board (PCB) in the lift shaft as per IEC 60068 to ensure proper environmental protection and minimize PCB failures

♦ ARD battery health monitoring feature ♦ ARD operation is checked for leveling

accuracy of within 10 mm. ♦ Next-landing feature

Johnson Lifts met these requirements, but it was by no means an easy task. Says V. Jagannathan, executive director:

“Design and specifications were considered strictly as per requirements and detailed document procedures followed for design of elevator systems. The design philosophy, specification requirements, methods and calculations [were] reviewed and approved by [a] senior design team. These documents [were] subjected to client review and approval. In addition, all major and critical components were verified with design life requirements, along with reliability and maintainability aspects. The system safety design was considered with safety hazard and failure mode, effects and criticality analysis.”The elevator control systems were

specially designed to meet technologically advanced feedback-mechanism, remote-monitoring and automatic-rescue operations. Essential sensors and measurement devices were incorporated to minimize safety risks. When elevator components suppliers were selected, experience, technical knowhow and G

upta

These units were supplied by some of the leading elevator brands in the country: Johnson Lifts, which worked on the Chennai metro stations; Otis, which worked on the Delhi and Hyderabad metros; and Schindler, supplier of the elevators and escalators in the Mumbai metro.

Continued

http://hipot.in




production capabilities were all taken into consideration. Their credentials were reviewed, as was their quality system and conformity to standards. Final designs were verified with type-test certification from third-party inspection. In special cases, type tests were conducted at manufacturing facilities and accredited laboratories.

A complete prototype of the elevator was assembled in a test tower. Detailed inspection and tests were carried out to confirm meeting of requirements, and these prototype in-depth inspections and reviews were witnessed by representatives from clients. The interface requirements were formulated with the help of interface documents, drawings, mock-ups and isometric views for easy communication with all interface stakeholders.

The elevators in metro stations are generally designed for a running time of at least 20 hours a day. Gupta informs us that the escalators need to be heavy duty, assuming all are running on full load. There are a couple of other things that are taken into account, like regenerative braking. For handicapped people, the code itself speaks of the provisions – handrail, mirror and sufficient space inside the car for a wheelchair. The lifts have front-opening automatic doors.

The presence of an ARD is generally a given. In the case of a power failure, it should be able to operate on battery, and the lift automatically goes to the nearest landing with an announcement to prevent people inside from panicking.

If ARD fails, an electric rescue device (ERD) needs to be in place, Bhuradia explains:

“In this case, all our lifts are connected to a remote-monitoring system that we are installing in the control systems. It gives a real-time status of the lifts: identifying which one is running, which is faulty, which has undergone power failures. . . besides that, there is a telephone in each car parallel connected to [the] control room and maintenance access panel. We can reach out whenever there is a problem. In case there is a trucking, and the ARD will not work, the passenger can make a call that will go to the control room, which is fully manned [during] working hours. We have added one more feature: ERD. [If it] doesn’t work, there is manual rescue. Our main concern is minimum time to clear rescue.”Other technical specifications Johnson offered are:

♦ Elevator drive system is considered with latest permanent-magnet motor and veriable-voltage, variable-frequency drives designed for higher-than-rated output and efficiency norms.

♦ Bearings in the system are considered for long life with lifetime sealed bearings. Roping is designed with steel cores for a high safety factor.

♦ Drive systems are designed for low temperature rise, coupled with high ingress protection and high insulation resistance to meet severe environmental conditions.

♦ Elevator machine supports and car frames are ruggedly designed and hot-dip galvanized for corrosion resistance, considering high usage and long service life.

♦ The elevator is designed and developed in-house, produced indigenously, except for critical outsourced components.

Continued

http://www.inditechsystems.com


http://www.citylift.co.in


♦ Elevators are provided with 3D sensors, point sensors and load cells to monitor elevator usage. The software control system also includes energy-saving controls.

Challenges

ElevatorsThe elevator industry faces some unique challenges in mass

rapid-transit systems. More than 25% of elevators in the Delhi metro transport more than 500,000 people per annum, with some exceeding 1 million. With that volume increasing, any dislocation of services or passenger entrapment invites adverse public criticism. Each elevator is required to provide a minimum service level of one million operations per annum. In metro applications

with two landings, this leads to four million door operations per year. These operations are required with severe conditions like high ambient temperature and dust, especially for unsheltered elevators from ground to concourse levels. They need to have a design life of 30 years, with no replacement of major components necessary for 20 years. Maintenance requirements call for routine and scheduled maintenance carried out monthly and detailed inspections and maintenance carried out quarterly and annually.

In addition, elevators at metro stations need to be energy efficient, with efficient and/or regenerative drive systems, LED lights, and controls for optimum power saving. They should have a maximum utilization of indigenous materials and local skills specified with conformity with required quality levels. Documented procedures conforming to ISO 9001 are required. This includes following safety and environmental standards with certification in accordance with ISO 14001 and OHSAS 18001. The documentation includes hazard analysis, risk elimination and control measures.

Elevator Specifications

Operating Devices

1. Full-length COP2. Firefighters’

control & switch3. Call button &

position indicator

4. Lift announcing system

5. Car fans6. Intercom

telephone7. Car position

indicator/display8. Hall lantern &

arrival gong9. Auto/attendant

mode10. Fault/data

history11. Remote

monitoring system

12. Braille buttons (50 mm square or round)

13. Car handrail (3 sides)

14. Mirror15. Auto fan & light

on/off16. Overload

detection17. Overload

indication18. Battery operated

emergency light & alarm

19. MAP at top landing

20. VVVF for door motor drive

21. Pit ladder22. Lighting, pit &

headroom23. Regenerative

drive

Protection Devices

1. Phase protection2. Brake monitoring3. VVVF drive

protection4. Door nudging

device

Safety Devices

1. Automatic rescue device

2. Manual brake release

3. Load weighing device

4. Door safety 2D/3D curtain

5. Overspeed governor

6. Car safety gear7. Counter weight

safety8. Car buffer9. Counterweight

buffer10. Car overtravel

protection11. Car releveling12. Car door lock

safety13. Landing door

lock14. Pit stop switch15. Cartop barricade

Data provided by SJEC and Johnson

Metro Rail Experience in India

Kochi Metro: 97 escalators

New project

Rapid Metro ILFS Project: 27 escalators and 20 lifts

Project commenced for operations.

Jaipur Metro Rail (DMRC): 39 escalators and 42 lifts

Supply complete, project is in execution stage.

Chennai Metro: 296 escalators and 122 lifts

Project is in execution stage.

Bangalore Metro: 181 escalators

69 units in operation, balance in execution

DMRC: 292 escalators (79 stations)

Project in operation, DLP maintenance completed.

Elevator Specifications

Item Specification

Lift Gearless motor with machine room or machine room less

Speed 1-1.25 mps

Load 13 passenger/1000 kg

Max load: 400 kg (other 8,20,26 passenger lifts)

Design life 180 motor starts per hour

30 years design life @1 million operations per annum

@ 4 million door operations per annum

Fire rating Two hours fire-rated landing doors for SS (with vision panel)

Car 1600 W x 1400 D x 2300 H below false ceiling, SS finish

Car door 1000 W x 2100 H, center-opening power doors, SS/glass

Safety factors 12 ropes

Drive system PM motor: 180 starts per hour, 82-85% efficiency, IP 41, class F VVVF drive

Electrical ingress protection IP 55 for panels and limit switches

Ride comfort 0.5 mps2 acceleration/decleraton

2 mps3 jerk

20 pk-pk gal vertical vibration

12 pk-pk gal lateral quake

Leveling accuracy + 5 mm

Noise level max 55 dbContinued


The elevators in the metro stations have been fitted with heavy-duty traction motors for enhanced reliability. In addition, an emergency alarm is provided in the station control room and customer-care room for quick rescue of entrapped passengers, with an emergency alarm at each landing. The doorsill section is made of stainless steel to bear more load for hanging pit lifts, and additional overspeed governors are provided for counterweight.

Escalators A safe escalator is a necessity in a metro station. Johnson’s

escalators ensured: ♦ Four flat steps at top and bottom landings and comb lights to

guide passengers stepping in and out ♦ Running escalators at 0.2 mps for energy savings if no one is

there for 2 min. and running them at two speeds (i.e., 0.5 and 0.65 mps) in normal running conditions

♦ Yellow marking on the escalator steps to identify the safe area for standing on them, along with three emergency-stop switches at top, middle and bottom

♦ Skirt safety switch and comb safety switch to trip the escalator if foreign material is entangled between the combplates and skirt/moving steps.

♦ Protection devices for broken step chain, handrail, overspeed, anti-reverse and electrical surgesThe needs of a safe escalator for public use, according to

DMRC, were: ♦ Escalators are designed for heavy-duty, semi–outdoor

application. ♦ Four flat steps at both upper and lower landings for smooth rides ♦ Energy-saving device to save more than 30% of normal escalator

energy used during no-load operation ♦ Handrail finger guards provided at entry points to newels to

avoid objects entering the gaps between handrails and newels ♦ Green light in pits to demarcate the moving and non-moving

parts of the escalator. ♦ UPS-backed comb lighting to facilitate entering and exiting

♦ Skirt guard to prevent sarees or any other garments from getting stuck in any part of escalator

♦ Emergency-stop switches are provided at top, bottom and middle locations in escalators.

♦ Escalator announcement system for instructing passengers on safe riding

ConclusionDelhi metro was recently adjudged third-best metro in the

world. Adds Gupta, “DMRC is a world-class organization and pioneer in expanding the metro rail system in India. I assure you that DMRC is one of the best [metros] in [the] world. Our metro system is unique in its features.”

DMRC officials are satisfied by the work done by its Indian suppliers. As Gupta maintains, “Yes, internationally producing manufacturers such as KONE, Otis, Schindler and ETA–Melco, and domestically producing manufacturers, such as Johnson are well aware of our specifications, [and] they are also able to meet our requirements.”

After completion of its Phase III network by 2017, the Delhi metro will become the biggest user of escalators and elevators in the world. A total of 1,033 escalators and 1,024 elevators will be in DMRC’s kitty. 🌐

Figure 2: DMRC project Phase III, first section

Figure 3: DMRC elevator and escalator numbers following completion of its Phase III project in 2017

1,033Escalators

1,024Elevators

http://www.wittur.com

http://www.ieeexpo.com




http://www.virgo-comm.com

• Issue 3, Volume 9 • elevatorworldindia.com 61• Issue 3, Volume 9 • elevatorworldindia.com 61

Events

The European Lift Association (ELA) Conference 2015 was held on April 28 at Le Palais des Congrès de Paris, an internationally styled conference hall in the heart of Paris completed in the 1970s. The 200 delegates attending the ELA conference were comfortably housed in one of the satellite rooms within the modernist building. Here, they were greeted by ELA Secretary General Jean-Pierre Jacobs and the ELA team.

ELA President Philippe Lamalle then welcomed guests and members. He explained this was his last conference as ELA president (see sidebar on pg. ??) and how pleased he was to be in his home city and have such a turnout of experts. Lamalle talked about how increasing population, life expectancy and urbanization will shape the world in which we live, including the lift industry. He explained the conference would be divided into two parts, with the morning focusing on the European energy scene and the afternoon on the new Lifts Directive 2014/33/EU.

The first session consisted of four presentations providing an overview of the energy situation in Europe. Policy Officer-European Commission, Directorate General for Energy Marcos González Álvarez introduced delegates to the objectives of the new Lifts Directive 2020/30/EU and how to fulfill its requirements at a national level. Álvarez showed the different ways of achieving the objectives and described the role of the lift sector.

Professor Aníbal Traça de Almeida from Universidade de Coimbra, who has been a key influence regarding energy consumption, then updated delegates on the E4 project, a study of the energy efficiency of lifts and escalators. The study also looked at what has happened since the introduction of the initiative, which was originally presented at the ELA Conference 2009 in Berlin.

Vincent Detemmerman from the European Construction Industry Federation gave a presentation on the state of the European construction market.

by John Gale

ELA Conference 2015Lifts in the European energy landscape, new Lifts Directive discussed in Paris.

Continued

The Paris skyline

62 ELEVATOR WORLD India • 3rd Quarter 2015 •62 ELEVATOR WORLD India • 3rd Quarter 2015 •

Angelo Bosoni, chairman of ELA’s Quality, Safety, Environment and Education Committee, gave an update on where the industry is headed regarding energy-efficient equipment. He shared that the ELA’s working group for Product Category Rules (PCRs) for lifts has finalized a simplified PCR that was out for comment. It is anticipated it will be published in September. He reiterated that ELA wants lift and escalator requirements to be incorporated into national Energy Performance of Buildings Directives (EPBDs), and observed that Denmark is ahead of the curve, as it has had energy efficiency for lifts as a requirement in its building regulations since January 2014. Portugal and France are also moving in the right direction, but more slowly, he noted.

A panel session concluded this part of the conference, and lunch was served.

The afternoon featured two workshop sessions. The first covered energy, and the second discussed Lifts Directive 2014/33/EU. To set the scene for the first, Bosoni gave ELA analyses of and views on the European energy regulatory framework. This was followed by two presentations introducing the audience to the implementation of laws and regulations covering energy use and management in Portugal and France.

José Pirralha and Manual Casquisco praised Almeida, stating he has been one of the key driving forces for vertical-transportation energy efficiency in Portugal. Key dates for this initiative’s next steps are:

♦ September 2015: Preparation of an online platform to register and issue energy labels for lifts and escalators should occur. Financing of energy audits for existing lifts in nonresidential buildings should be arranged, drawing from an EU$400-million (US$453.9-million) energy-efficiency fund.

♦ January 2016: Procedures and enforcement of the energy-labeling scheme for lifts and escalators should occur. Pierre Mille described the situation from

a French perspective, which reflected much of the Portuguese experience. He added that lifts had only recently been included in a building’s energy audit. Certification processes and certificates, such as the White Certificate process, encourage compliance with the EPBD and promote energy efficiency, he said.

The second workshop looked at Lifts Directive 2014/33/EU, with the first presentation given by Esfandiar Gharibaan. This was an overview and introduction to the directive in which Gharibaan stressed there is only one stage to go before the directive becomes operational. The new directive will be transposed and applied beginning in April 2016. It was noted there is no transition period.

Birgit Weidel from the European Commission gave a presentation looking at the directive from the commission’s point of view. Key elements included:

♦ Obligations of all companies and bodies involved in the supply and distribution chain

♦ Stronger rules for Notified Bodies ♦ Improved market surveillance and

development of tools and procedures to facilitate it

♦ Implementation of uniform terminology to help facilitate a more consistent application of the directiveIt was noted companies need to record

and document all components and provide new product labeling. The commission realizes this would have a considerable cost implication for the industry. However, improvement in traceability and scope will be significant.

From April 20, 2016, any component placed on the market will need:

♦ Adapted technical documentation with reference to the new directive

♦ A new Declaration of Conformity set out as template Annex 11

♦ Names of the lift-equipment installer and safety-component manufacturer/importer

♦ Type/batch/serial number ♦ Traceability and a monitoring system

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It was noted companies need to record and document all components and provide new product labeling.

• Issue 3, Volume 9 • elevatorworldindia.com 63• Issue 3, Volume 9 • elevatorworldindia.com 63

In closing, Weidel identified the next steps that need to occur nationally by April 19, 2016. These include re-notifying the Notified Bodies, publishing revised guidelines and starting evaluation of the Lifts Directive.

Veronique Spreadbury then gave the ELA’s perspective on the directive, which reinforced many points regarding its certification, traceability and monitoring. The main changes brought about by the recast are that member states are obliged to ensure effective market surveillance and reinforce accreditation and notification of the Conformity Assessment Bodies. Importantly, there are specified operating principles for Notified Bodies, including proof of independence from economic operators.

Spreadbury explained that product surveillance applies to all economic operators — installers, manufacturers, distributors, importers and authorized representatives. These operators must create traceability, monitor for nonconformity, take corrective action and inform national authorities of their findings.

The final presentation was given by Christian de Mas Latrie, who discussed implementation of the directive. This has many bureaucratic implications, which calls for transparent relationships and reporting. De Mas Latrie explained how definitions and interpretation of nonconformity are important. Reporting time for any safety risk should be immediate, so the extent of that risk can be analysed. The point of contact between the economic operator and national authority needs to be clear, and a reasonable period should be required for a response.

During the panel session, it became apparent that the full extent of the certification has not been fully realized. Significantly, not only individual safety components but also composites of those components need to be certified. This extra certification requirement will result in additional, significant costs for the industry.

The conference was very important, as many codes and standards that will have a great impact on the European vertical-transportation industry are changing. What is covered by law, what is a recommendation, what is the hope for the future — these are some of the issues delegates will continue to ponder.

John Gale is a third-generation veteran of the lift industry. He has worked as a photographer and contributor for ELEVATOR WORLD since 1986, primarily covering meetings, congresses and trade shows. In 1999, he co-designed Moving People from Street to Platform, a book on the vertical-transportation equipment in the London Underground.

During the panel session, it became apparent that the full extent of the certification has not been fully realized.

Top to bottom: (l-r) Esfandiar Gharibaan, Veronique Spreadbury and Birgit Weidel

The sign-in table at ELA Conference 2015

Delegates listen to presentations.


Technology

Increasing building/traveling heights, high-usage levels and modern system designs are among the factors increasing the demands on the physical properties of elevator suspension ropes. The trend toward saving cost and energy by reducing the size and weight of moving masses in regard to dynamic loads (e.g., drives and rotating parts) and static loads (e.g., cabs or car enclosures) further moves the operating point of modern suspension ropes into lower rope load ranges. An important consideration, in addition to rope minimum breaking force and rope service life (or bending fatigue performance) is the elasticity behavior of a rope under load.

Rope elasticity is directly related to the compressive deflection of the cab under load, and thus has a significant impact on the behavior and performance of the elevator installation (e.g., adjustment of leveling control, energy demand in multiple starts of the drive, service life and wear of drive components). Thus, it is directly related to the total cost of ownership, as well as the subjective perception of the passenger about system comfort (e.g., car movement during loading and unloading, releveling of cab, offset of hoistway landing and cab sills).

In overall elevator-system design, it is necessary to consider the elasticity behavior of the suspension ropes by making certain reasonable assumptions. This article will summarize possibilities for determining the rope

modulus of elasticity according to current standards, describing characteristic phenomena regarding rope stiffness and reviewing the stiffness-optimized product options from the Gustav Wolf GmbH product portfolio.

Axial Modulus of Elasticity Procedures and instructions for determining

a rope’s modulus of elasticity in the longitudinal (axial) direction for wire ropes can be found in the International Standard ISO 12076,[1] as well as in the German technical guideline VDI 2358,[2] which has been revised in this regard. The test parameters of both sources already vary widely, so the guidelines have not yet fully penetrated production, market and application. There also exist, depending on the region, numerous user-specific approaches to determine the axial elasticity/stiffness, which takes into account the prevailing load of the wire rope in the application on a test basis.

The approaches to the pre-loading of the rope sample, as well as minimizing the rope’s inherent setting behavior (the components of the rope compress under load, which normally is a short-term phenomenon and stops soon after installation), already differ greatly between application requirements, as do clamping and testing conditions. This setting behavior can be pronouncedly different depending on rope design. Figure 1 illustrates the different approaches regarding the considered load area. In all approaches, the rope’s longitudinal modulus of elasticity is to be understood as the gradient of the force-elongation diagram, which is mostly calculated as a secant modulus between two single points of axially applied load (see dots in same color for respective approach of calculation).

The force-elongation behavior of every rope is always nonlinear, and it differs for loading and unloading (see green lines in Figure 1).

by Dr.-Ing. Andreas Franz and Dipl.-Ing. Konrad Stahr

Elasticity Behavior of Elevator RopesDemands are increasing due to a variety of factors.

Rope elasticity is directly related to the compressive deflection of the cab under load, and, thus, has a significant impact on the behavior and performance of the elevator installation.

Continued

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Therefore, a secant or tangent modulus will always be a linear assumption/simplification of this behavior, which will be adequate for certain ranges of axial load. In Figure 1, by comparing the different slopes/pitches of the respective lines between two loading points (same color means same approach of calculation), it is clearly evident that sharply varying moduli may be derived for the same rope. Moreover, as a rule of thumb, the rope modulus may be understood as rising with the amount of rope force related to the rope’s breaking force.

The differences in rope modulus may be illustrated by comparing the curve pitches directly after parallel translation (see the upper left corner of Figure 1). It should be noted that the three calculated rope moduli of elasticity mentioned in Figure 1 may differ from 60,000 N/mm2 to 110,000 N/mm2. Keeping in mind that exactly the same rope evaluated is represented by this figure, it becomes evident that just a statement on rope stiffness in regard to modulus does not necessarily reflect the behavior of the elevator car under load.

Often utilized as a measure of rope performance, Figure 1 intends to show the incomparability of different approaches of calculation and the importance of stating how the modulus of elasticity is being determined for the actual rope product by the rope manufacturer, user or third party. To determine the elongation/stiffness behavior in the application itself, it is

useful to evaluate the load and time-dependent behavior of the respective rope under different application-related conditions. For elevator ropes, a close coordination between rope users and manufacturers is helpful. Gustav Wolf can provide its customers the necessary elongation and elasticity characteristics based on application parameters provided by the customer.

Time-Dependent Behavior of Axial Modulus of Elasticity

The rope modulus is not a quantitative value that is constantly available

immediately after installation of the rope. Instead, the rope structure is subject to a setting behavior. After the setting has taken place, specific rope stiffness is constantly present in a certain load range. The fact that a rope labeled “pre-stretched” is used has no significant influence on this behavior.

Knowledge with respect to time dependency and the expression of this phenomenon for different rope types and designs is crucial to the design and evaluation of elevator behavior for the elevator manufacturer. Figure 2 illustrates the rope elastic modulus between 2% and 10% of the rope’s minimum breaking strength (range of typical load conditions for elevator ropes conforming to Figure 1) as a function of the number of axial load cycles. All elastic moduli were related to the final adjusting value of the respective type of rope so that quantitative differences regarding the rope modulus of elasticity of the rope types evaluated (Figure 4) at this point are deliberately not considered.

Clearly visible is the dependence of the adjusting modulus of elasticity as a function of cycles of axial load for the different rope designs. While suspension ropes with natural and synthetic fiber cores initially exhibit a significantly reduced rope stiffness and, therefore, modulus (about 50-60% of the final modulus) and comparatively slowly approach their final

Figure 1: Comparability and load ranges to determine the rope modulus of elasticity in the longitudinal direction by means of the characteristic tension-strain relationship for wire ropes

Figure 2: Longitudinal modulus of elasticity in the work area of elevator ropes depending on the number of cyclic applications of axial load

Continued

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stiffness, after just a few load cycles, the full-steel ropes reach their final rope stiffness.

The full-steel wire ropes also already exhibit a rope stiffness of about 80-90% of the final stiffness in the first load cycle. Differences can be seen both in the type of fiber core (natural versus synthetic), as well as in the type of rope structure (compaction versus parallel lay). For suspension ropes with natural fiber cores, no significant influence of compaction of the outer strands could be identified in terms of dynamic behavior regarding rope modulus of elasticity. In ropes with high-strength synthetic fiber cores, the setting behavior can be more pronounced, so a longer setting period may be necessary. Of course, the results shown in Figure 2 are dependent on the actual cyclic load applied in testing or application.

Stiffness-Optimized Rope Designs

The worldwide trend toward construction of higher buildings requires longer elevator ropes. With it, the elongation, respectively, of the axial modulus of elasticity in the specific operating range of the utilized ropes takes on a bigger impact. In elevator applications, steel wire ropes with fiber core constructions of 8 X 19 Seale or 8 X 19 Warrington are commonly used. To the extent demands on ropes increase, there is a concurrent availability of more and more special ropes with eight or nine strands and full-steel cores.

Most commonly, ropes with natural fiber cores exhibit a lower axial modulus of elasticity and, therefore, stiffness than ropes with full-steel cores. However, for ropes with fiber cores, this characteristic feature may be increased. On the one hand, this can be reached by a flattening of the outer wires/strands as carried out for Gustav Wolf CompactTracTM[3] with a substitution of the natural fiber cores by a high-modulus, high-strength synthetic fiber core as with Gustav Wolf HyTrac.TM[4] Figure 3 summarizes the performance of Gustav Wolf ’s rope types in terms of the ropes’ axial stiffness, minimum breaking force and bending fatigue lifetime to better provide for application-specific use.

The result of application-oriented R&D in response to the increased demands of

elevator systems can be found in Gustav Wolf ’s Trac series, consisting of the CompactTrac, HyTrac, PowerTrac™ and TopTrac™ (Figures 3 and 4).

All Trac series ropes distinguish themselves by exhibiting improvements in the following areas:

♦ Minimized rope elongation and respectively higher rope modulus of elasticity

♦ Longer rope service life due to more bending cycles

♦ Improved wear resistance due to the enlarged contact area of the outer strands

♦ Reduced rope diameters based on higher breaking forcesWith the Trac series, Gustav Wolf has

developed a new generation of elevator ropes which distinguish themselves with improved stiffness behavior, longer service life, improved system performance and, most importantly, a higher level of customer satisfaction. They should be considered as a solution for the ever-increasing demands of elevator systems

and, in particular, for high-rise installations.

References[1] ISO: ISO 12076:2002, “Steel Wire Ropes -

Determination of the Actual Modulus of Elasticity,” 2002.

[2] VDI: Verein Deutscher Ingenieure (VDI): Richtlinie VDI 2358 - Drahtseile für Fördermittel, Beuth Verlag GmbH, 1984.

[3] Wolf E. Franz, A., “Rope Development for Elevators,” ELEVATOR WORLD, March 2006.

[4] Franz, A., “Development of Hybrid Rope for Elevators,” EW, July 2012.

Dr.-Ing. Andreas Franz has been employed at Gustav Wolf GmbH since 1998 as technical manager, Steel Wire Rope. He earned his Doctorate in Engineering from the Dresden University of Technology.

Dipl.-Ing. Konrad Stahr has been employed at Gustav Wolf GmbH since 2013 as manager, Quality Assurance & Product Development. He earned his degree in Engineering from the Clausthal University of Technology.

Figure 3: Performance of Gustav Wolf ropes in terms of ropes’ axial stiffness, minimum breaking force and bending fatigue lifetime

Figure 4: Gustav Wolf’s Trac series consists of (l-r) CompactTrac, HyTrac, PowerTrac and TopTrac.

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by Kanika Goswami

Company Spotlight

by Kanika GoswamiWittur Group is one of the world’s

largest independent suppliers of components and systems for the elevator industry. Its portfolio includes elevator

doors, safety components, gearless drives, cabins, car frames and counterweight frames. India’s burgeoning elevator market attracted the

brand to the country three years ago, and the venture has been successful since.

Speaking on the entry of Wittur in India, R. Sumanth, managing director, Wittur Elevator Components India Pvt. Ltd., says:

“India is the second-largest market for elevators in the world, followed by China. The market is growing 10-13%. The urban population was 377 million as per [the] 2011 census, and this [number] is expected to grow to 590 million by the end of 2030. This will translate to vertical growth in cities that are starved of construction

spaces. [The] estimated urban housing shortage was close to 19 million units in 2012. The building industry that will close this gap will be the target for the elevator market, too, and this will be the biggest driver for the growth of the brand in India.”Wittur is present in more than 50

countries with 10 production plants and sales offices. With the corporate motto “Safety in Motion,” the group focuses on safety in the elevator industry and continuously looks at ways to improve the

Sum

anth

Wittur IndiaThe global brand considers India the place to be.


safety performance of its products. In addition, aesthetics are increasingly important in elevators and end users are becoming more demanding for designs and technologies that ensure these. “The increasing enforcement from statutory bodies is driving up quality levels across the entire industry,” Sumanth adds. “To cater to the demand foreseen from global and regional manufacturers, Wittur decided to enter the Indian market.”

The company is ISO 9001 and 14001 certified and has a facility equipped with modern computer numerically controlled equipment for sheet-metal work, assembly lines and test equipment for assembling elevator components.

ProductsWittur India has been operational since mid 2012

now with an advanced production facility in Chennai that currently manufactures car and landing doors, and cabins. Its portfolio includes complete kits for new installations and modernizations, as well as home lifts. Its first offering was the MDS1 door system, which has been well received in the country, and several thousand of these are in use all across the country. Sumanth elaborates:

“Wittur decided to enter with basic door systems, initially, as this is a major share in the component business, and over the years, has added framed glass doors, heavy-duty multi-panel doors, modular car systems, etc. We will grow our portfolio based on market needs. We aim to be the market leader in the region and also be the most preferred supplier of components with full capability to design and manufacture as per the market needs in the region.

“In 2012, we started with just two variants of the door, but as we grew closer to our customers and understood their needs, we [produced] more than 40 variants [of] our doors, including vision panels, framed glass doors and [a] variety of unique finishes. Also, we have introduced the MCS1 range of cabins in India, which cater to the middle and high end of the elevator markets. The cabins with glass panels are under development and, very soon, will be introduced in the market.

Opposite page, top to bottom: The administration building; a worker on the assembly line

This page, top to bottom: A worker using a bending machine; a meeting in the concern room; an engineer using design software; finished products on display

Continued


“The highlight of the MDS1 product is its ease of installation and maintenance. The sturdy packing that has been designed to suit Indian conditions ensures that no transit damages occur. These are two-panel doors with a range of openings between 700 and 1200 mm and heights between 2000 and 2200 mm, with both center- and telescopic-opening door options. A limited range of framed-glass variants [is] also available. Customers across the country have been using these doors for two years now and are very happy with [their] performance. In addition, a globally tested and proved Hydra range of multi-panel doors [is] available for heavy-duty applications and for openings larger than 1200 mm.”The MDS1 door system is fully

compatible with the MCS1 cabin systems and minimizes overall installation times. Several features are built into the system to simplify and speed up erection. By the end of this quarter, the brand plans to introduce its own car frames, which can service the market up to speeds of 2.5 mps. “Sooner than later, we plan to supply full machine-room-less kits to our customers from India,” Sumanth adds.

Challenges and OpportunitiesSupplying to more than 300 customers

across the country is a big challenge in itself, but the biggest challenge the brand faced was ensuring customer satisfaction. Sumanth very strongly feels that

customers’ perception is the company’s reality, so Wittur India endeavors to make a customer, rather than a sale. To achieve this, it took such initiatives as having the technical support team as part of the sales team to ensure all customers had adequate post-sales support in training and installation, available physically and locally across the country. The other initiative was to supply the products to the customers’ doorstep by taking responsibility for their transportation and the liabilities involved. “We are happy that our customers have appreciated our initiatives by giving us more business. We will continue to do the right things [to] make it easy for our customers to do business with us,” Sumanth adds.

With the recent call of the Indian government to encourage the “Make in India” concept for industries, many brands like Wittur stand to gain market ground. The program, as the company perceives it, is designed to facilitate investment, foster innovation, enhance skill development, protect intellectual property and build best-in-class manufacturing infrastructure. Like several other sectors, the elevator industry will also benefit from this.

Sumanth cites the government’s development of the Delhi-Mumbai Industrial Corridor (DMIC) as one initiative that will benefit Wittur. The manufacturing and investment destination will utilize the 1,483-km-long, high-capacity western Dedicated Railway Freight Corridor as its backbone. The objective is to increase the share of manufacturing in the gross domestic product of the country and create smart sustainable cities, where manufacturing

will be the key economic driver. The project is featured in KPMG’s “100 Most Innovative Global Projects” and is what Sumanth calls “one of the world’s most innovative and inspiring infrastructure projects.”

Twenty-four manufacturing cities are envisaged in the prospective plan of the DMIC project. In the first phase, seven cities are being developed, one each in the states of Uttar Pradesh, Haryana, Rajasthan, Madhya Pradesh and Gujarat, and two in Maharashtra. Five other corridors have been conceptualized: Bengaluru-Mumbai Economic Corridor; Amritsar-Kolkata Industrial Development Corridor; Chennai-Bengaluru Industrial Corridor; East Coast Economic Corridor; and Vizag-Chennai Industrial Corridor.

Sumanth comments on the big govenrnmental projects:

“Due to anticipated higher local content stipulations from the infrastructure sector, we are getting enquiries from existing customers and potential customers [on] our [ability] to manufacture products that have been traditionally imported by them, and this will set us thinking in terms of new investments.”

People Wittur’s vision statement is “ Wittur

should be a place where people are proud to work.” The same philosophy applies at Wittur India, where the company provides necessary training to teams and individuals, and promotes a customer-oriented work culture in the company. Sumanth concludes:

“Our vision is to be the market leader and most preferred supplier of elevator components to the elevator industry in India and neighboring countries, with full capabilities to design and manufacture as per market needs.” 🌐

Above: The safety room

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Inspection

by Tim Ebeling Henning GmbH & Co. KG, Germany

Risk Potential of Safety Gears Inspections with test weights show a lack of clearness.

This paper was presented at Paris 2014, the International Congress on Vertical Transportation Technologies, and first published in IAEE book Elevator Technology 20, edited by A. Lustig. It is a reprint with permission from the International Association of Elevator Engineers

(website: www.elevcon.com). This paper is an exact reprint and has not been edited by ELEVATOR WORLD.

Key Words: Testing the safety gear, safety inspection, inspection with test weight, alternative testing systems

Abstract It is a preferred practice all over the world to

test the safety gear with weights when elevator systems are placed on the market. And the justification is a reasonable one: during these tests all components are subjected to a mechanical stress test so that faults made during the installation and structural deficiencies are brought to light.

But in a worst-case scenario – an emergency stop in free fall with full load – this test is only able to provide a verification of the effectiveness of the safety gear in a very limited manner or not at all. The same applies to any recurring inspections to be carried out at specified intervals. This has not only been proven by numerous practical examples, it can also be easily verified physically.

In the meantime several alternatives to the traditional inspection are available allowing a much safer and meaningful inspection of safety gears to be carried out without the use of weights.

1. IntroductionThe justification to test safety gears with

weights, a preferred practice almost all over the world when elevator systems are placed on the market, is a reasonable one. During these tests all components are subjected to a mechanical stress so that faults made during the installation and structural deficiencies are brought to light. But in a worst-case scenario – an emergency stop in free fall with full load – this test is only able to provide a verification of the effectiveness of the safety gear in a very limited manner or not at all.

The same applies to any recurring inspections to be carried out at specified intervals. And this has not only been proven by numerous practical examples, it can also be easily verified physically. In the meantime several alternatives to the traditional inspection are available allowing a much safer and meaningful inspection of safety gears to be carried out without the use of weights.

2. Initial Situation

2.1 Requirements to be met by elevator safety gears

Nearly all currently existing safety standards for elevator systems require safety gears to be able to safely decelerate a fully loaded car to a complete stop in a free fall situation.

Depending on the applied standard different deceleration limits are specified which may not be deceeded or exceeded.

In many countries minimum or maximum sliding distances are specified instead of deceleration limits, the length of the skid marks

Continued

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of the safety gear on the rails being measured, which, of course, physically corresponds to the deceleration achieved.

Usually this has to be verified when the system is put on the market and during recurring inspections (for example in parts of Europe every 2 years, in North America every 5 years).

2.2 Testing the safety gears using test weights

Since Elisha Graves Otis presented his revolutionary elevator safety brake during the 1854 World Expo in New York, suspension ropes of elevator systems are usually no longer deliberately cut to prove the effectiveness of the safety gear.

Instead the car is packed with its rated load, accelerated in downward riding mode before the safety gear is triggered at the rated speed or tripping speed of the overspeed limiter. The decelerations achieved are either measured during the process or subsequently derived from the sliding distances measured on the guide rails.

When the measurements meet the requirements of the appropriate safety standard and the mechanical equipment of the elevator system shows no signs of damage, the safety gear is regarded as having passed the test.

2.3 Testing the safety gears without the use of test weights

When new elevator systems are placed on the market, the safety gears are tested with test weights nearly all over the world, except in Austria where a loophole in the European standard that will be closed soon allows the effectiveness of safety gears to be verified using substitute measurements by means of specialised electronic test systems.

For over 20 years recurring inspections of safety gears in Germany have usually been carried out without the use of test weights. Instead electronic testing systems are utilized which measure the forces of the safety gear and derive their effectiveness for the elevator system in question.

With the 2013 edition of the A17.1 (USA) and/or B 44 (Canada), these testing systems may now also be used in North America for recurring inspections.

3. Physical Correlations During Safety Gear Tests

When looking at the preferred practice for testing the safety gear by packing the car with the rated load and bringing it to a halt in an overspeed or rated speed situation, it immediately becomes apparent that an important requirement to be met by safety gears is not tested at all: the safety gear’s effectiveness when

decelerating a fully loaded car to a complete stop in a free-fall scenario!

This requirement is intended to warrant that even in the most unlikely event of an overall suspension rope failure none of the passengers are being hurt or killed.

The difference between the requirement and the practical test is also physically substantial since it neglects all forces resulting from the counterweight when suspension ropes do exist. Parts of the weight force of the counterweight (FCW) act on the car through the suspension ropes in the same direction as the deceleration force of the safety gear (FS). In other words: the counterweight supports the safety gear in compensating the weight force of the fully loaded car (FFC). This support does not exist in the worst case when suspension ropes no longer exist. The following illustrations of an extremely simplified model show the forces at the moment the car makes an emergency stop during a practical test with test weights and when it makes a stop in a free-fall situation.

One may assume that the moment the safety gear is tripped the forces FCW of the counterweight are practically zero since the counterweight which is accelerated upwards continues to move upwards because of its intertia and that therefore the ropes between the counterweight and car would slacken for a moment. Exactly at that moment in time the practical test would be equal to the actual requirement of a free-fall stop. But this is not the case at all as has been proven by numerous practical measurements. Decisive factors preventing this are the ropes acting as long springs which first have to slacken again depending on their spring constant. Since the actual decelerating process only lasts a few milliseconds, this is something that happens extremely seldom.(solid: acceleration, hatched: load in suspension ropes, dotted: speed)Time T1: Acceleration: 0.0 m/s² Force: 28 kN Speed: -1.3 m/sTime T2: Acceleration: 2.3 m/s² Force: 11 kN Speed: -0.7 m/sTime T3: Acceleration: -0.7 m/s² Force: 2 kN Speed: 0.0 m/s

Illustration 2 clearly shows that the force in the suspension ropes is

Figure 1. Forces in an extremely simplified elevator model the moment the car makes an emergency stop. FCW — forces resulting from the counterweight; FS — deceleration force of the safety gear; FFC — weight force of the fully loaded car; x — braking distance

Continued

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continuously reduced (hatched curve) during the entire safety gear operation (T1-T3). At the beginning of the safety gear operation the force is 28 kN. At time T2 when the car has already been decelerated to half the tripping speed of the overspeed limiter, it is still 11 kN and at the end of the safety gear operation it is still 2 kN.

Neglecting this force would mean a calculated deceleration of the fully loaded car in a free-fall situation of 12 m/s² (~ 1.2 g). But this result is incorrect! In reality a free-fall scenario would yield a deceleration of merely 3 m/s² (~ 0.3g) which would prevent serious personal injury in this elevator system.

Empiric experiments have shown that these influences stemming from the counterweight during safety gear trials with an empty car and averaged throughout the duration of the actual safety gear operation correspond to about 50% of the weight force of the fully loaded car. And the influence is even stronger with a fully loaded car since the decelerations achieved at the car and thus the deceleration difference between the counterweight and car are substantially smaller.

The model presented in illustration 2 has the following movement equation:

(1)

in which the acceleration and the forces depend on the time. In the following, simplified average values during the safety gear operation are examined at the interval Dt

between tstart and tend, the same designations being used, for example:

This yields an average safety gear force with an empty car of:

(2)

Figure 2. Force and acceleration measurements the moment the safety gear is triggered (T1 to T3), the forces from the counterweight (hatched) clearly influence the safety gear operation

The effective stopping distance in the optimum deceleration phase is calculated from the mean deceleration and the speed v at the start of deceleration by a double integration:

(3)

The safety gear force for a car packed with the rated load mrl then amounts to:

(4)

Assuming that the safety gear force during a downward ride of a car with only a small load or of an empty car is at least not smaller than the one of a fully loaded car, these two forces can be regarded as being equal FS,E = FS,F and can be used to calculate the deceleration by the safety gear at rated load. This procedure is allowed since the theoretical deceleration force of the safety gear depends neither on the initial speed nor on the car load. These parameters only affect the resulting stopping distance and deceleration.

A better presentation is given by showing the forces resulting from the counterweight as a multiple a of the car load:

und

A few transformations then yield the deceleration by the safety gear with a rated load:

(5)

These equations allow two interesting conclusions to be drawn:1) The deceleration of the car is highly dependent on the forces

resulting from the counterweight. As already mentioned earlier, the average forces resulting from the counterweight often correspond to half the weight force of the fully loaded car. When this is entered in equation (4), it becomes apparent very quickly that this substantially influences the decelerations and/or the length of the sliding distance. The results of these characteristics are clearly bettered by the influences of the counterweight than they would be improved in a worst-case scenario with ruptured ropes.

2) Equation (5) clearly shows that it is possible to use the deceleration during the safety gear operation with an empty car to determine the deceleration and thus also the sliding distance for a fully loaded car in a free-fall situation when the weight and the rated load of the car and the counterweight forces are known. This element is used by the electronic testing systems referred to earlier and will be dealt with once again later.

4. Effects of the Counterweight on the Inspection Statement

It is now of interest to apply these reflections to the current common practice of inspecting safety gears with test weights, requiring a difference to be made between inspections carried out

Continued

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before elevator systems are placed on the market and recurring inspections.

4.1 Inspecting the safety gear before the system is placed on the market

When the system is placed on the market one can hopefully assume that the real weights of the counterweight and car conform to the design criteria on the basis of which the safety gear has been selected. It must further be assumed that the system has been installed correctly and that for example the counterweight or car guides do not jam which would impermissibly support the safety gear in deceleration.

The selected safety gear has also generally passed a type examination and so has proven that it is capable of decelerating the specified loads down to a complete halt even in a free-fall situation without certain deceleration thresholds being exceeded.

But if one takes a look at the two principal testing criteria specified in safety standards all over the world and knowing the influence stemming from the counterweight, some obvious weak points cannot be ignored

4.1.1 Testing criterion: measurement of the sliding distanceAn inspection principle such as the one specified in the North

American ASME A17.1-2010/CSA B44-10 for example is decelerating the fully loaded car running at overspeed to a complete stop using the safety gear followed by a measurement of the sliding distance using the marks on the guide rails. In ASME A17.1-2010/CSA B44-10, Table 2.17.3 “Maximum and minimum stopping distances for Type B car safeties with rated load and Type B counterweight safeties”, a minimum and/or maximum limit is specified that needs to be reached.

For cars with a rated speed of 1.25 m/s for example the standard specifies a tripping speed of the overspeed limiter of 1.7 m/s, a minimum stopping distance of 150 mm and a maximum stopping distance of 675 mm.

If one then uses equation (4) to calculate the average force of the safety gear which is in the end evidenced at tripping speed and maximum stopping distance, a car with an empty weight of 2300 kg and a load of 1100 kg resulting in FS,F = 40633 N – FCW,F .

In contrast there is a force of 33354 N in a free-fall scenario which would make this car crash. It is absolutely clear that the force FCW,F produced by the counterweight must not exceed 7279 N because this would prevent the safety gear from decelerating the car. This merely corresponds to 22 % of the weight force of the fully loaded car. In this system that really exists in North America the counterweight influence is nearly 50 %.

This yields the frightening result that although the effectiveness of this safety gear in accordance with the valid standard about the determination of the slide distance is theoretically correct, this fully loaded cabin could not be brought to a complete stop in case of a free-fall scenario.4.1.2 Testing criterion: measuring the deceleration

The other testing criterions for example specified in the European standard DIN EN 81-1:2010-06 in chapter 9.8.4 for brake safety gears are limit values for a deceleration in a free-fall situation (regardless of the actual load) of at least 0.2g and maximum 1.0g.

This is tested by bringing the car with 125 % of the rated load to a complete stop.

Here, too, the problem is that the test is never carried out with cut suspension ropes and that the counterweight influences are unknown. So this testing criterion, too, does not allow a statement to be made about the effectiveness of the safety gear in a free-fall situation. Under certain aspects this may lead to the same disastrous conditions described under the sliding distance testing criterion.

The remarks made with respect to the test with weights prior to placing the system on the market illustrate that the effectiveness of the safety is actually not comprehensively tested since the counterweight influences are not known.

In the end one has to rely on the quality of the work carried out by the installation company, on the type examination of the safety gear and first and foremost on the correctness of the calculated weights of the counterweight and car.

4.2 Recurring safety gear inspectionIn principle recurring inspections of safety gears are governed by

the same principles already mentioned for inspections prior to placing systems on the market. But now the influential factor time is added.

The elevator system may have been modernised in the meantime. This often goes hand in hand with an increase of the car weight. The company carrying out the modernisation has usually restored the counterweight balance by increasing its weight. As such the forces resulting from the counterweight may have increased when the safety gear is inspected so that the test result is even less useful for proving the safety gear’s effectiveness.

Depending on the servicing condition and the time the elevator system was been in operation there may be wear on the safety gears, guides, etc. In some cases this is another factor that contributes to an increase of the forces resulting from the counterweight.

5. Inspecting the Safety Gear Using Electronic Test Systems

As shown by the equations it is possible to determine the deceleration of a fully loaded car in a free-fall scenario from the deceleration of the safety gear tested with an empty car provided the counterweight influences are known. This principle is based on the fact that the force of a brake and thus of the safety gear develops independently of the weight to be decelerated or its speed. For elevator systems this means that the safety gear must be fully engaged and in this condition must always apply the same deceleration force. This deceleration force can be determined by measuring the car’s deceleration and the forces resulting from the counterweight during the safety gear operation. Once this deceleration force is determined, it is easy to calculate the average deceleration of the elevator in a free-fall situation for any random load and initial speed.

Modern electronic testing systems therefore consist of two principal components: an acceleration sensor mounted on the car and force sensors measuring the forces in the suspension ropes immediately above the car during the safety gear operation. Then the equations referred to earlier are used for the calculation of the safety gear’s effectiveness. Since these systems are in use in Germany and recently also in North America numerous elevator

Continued

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systems have been identified in which the safety gear’s effectiveness could not be verified although they had been inspected at recurring intervals in the past, but with test weights and without knowing the counterweight influences.

The physical superiority of this measuring principle with respect to a possible statement about the effectiveness of the safety gear is obvious. Another factor often neglected needs to be added: an important argument for inspections with test weights is the installation and material quality test carried out at the same time in form of a mechanical elevator system stress test. Any shortcomings are revealed by a visual inspection after the safety gear operation ends up in distorted cars, destroyed internal panellings, etc.

But it applies to an even greater extent to the test without test weights. Since the deceleration force of the safety gear is the same in this test as in the test with weights, decelerations are much higher and the stopping distance is much shorter.

The clearly higher and more abrupt deceleration therefore also causes a substantially higher mechanical stress for the elevator system. A stress which in a worst-case scenario with for example only one passenger needs to be endured.

6. SummaryThis paper has made it clear that a test of the safety gear using

test weights and without determining the influences of the counterweight does not allow a statement to be made about the effectiveness of the safety gear, neither before it is placed on the market nor during recurring inspections.

In Europe for example the requirement specified in EN81 with respect to deceleration limits in a free-fall situation is not tested.

Surely the increase of the safety level is one of the reasons why the current 2013 edition of the North American elevator standard A17/B44 has permitted electronic testing systems, if only as an option. Inspections using test weights are still allowed and are even mandatory prior to placing the system on the market.

Since inspections without test weights are also accompanied by a substantial mechanical stress test for the elevator system, it must be allowed to question the justification of the safety gear inspection using test weights and to ask if the use of electronic testing systems does not provide a much higher level of reliability and safety.

7. Biographical DetailsTim Ebeling has been employed since 2003 as head of development with Henning GmbH & Co. KG. In this capacity he has established the R&D center in Braunschweig (Germany). A team of employees is now working there on the development and production of electronic and measurement components for lifts. Since 2012 the author is also managing director. One of his particular focal points is the measurement technology. Especially in this area the author looks back on many years of experience in the development of acceleration and rope load measuring systems. The author’s professional goal is to enrich the elevator market with innovative elevator components and opposing the increased cost pressure in the elevator industry through the development of efficient sustainable and labor-saving components. 🌐

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Engineering

Compatibility, interoperability, interchangeability, and open and standard protocols have been the hottest terminologies in the building-automation industry over the past three decades. Traditionally, protocols used by elevator supervisory controllers have been proprietary in nature, but there have been more recent developments in various standards. In Part 1 of this article, the science of open protocols is discussed, followed by a quick review on different open protocols used in building automation. One popular standard, LonTalk, with applications in elevator systems, will be discussed in detail.

What Are Communication Protocols?

A computer network, wired or wireless, is defined as a group of computers and other devices connected together to exchange information and share resources. One approach for organizing networks is called “client/server,” where one computer serves the storage and processing needs of all the other nodes (devices), called “clients,” on the network. Another approach is called “peer-to-peer computing,” in which every computer or device on the network can act both as a client or server. “Network topology” refers to the layout of computers on a network. There are three common topologies: star, ring and bus. In building automation, devices are often computers by themselves.

Humans use languages to communicate with each other; networked computers exchange data based on standard rules called “protocols.” Each message transmitted by a networked computer has an exact meaning with an intention to

stimulate a response from the receiver. Hence, the protocol must define the syntax, semantics, synchronization of communication and others. As computers are not as clever and flexible as humans, protocol must be standardized. An analogy is that protocol for communication is similar to programming languages for computation.

There are various features of a protocol, including but not limited to data format, address format, address mapping between schemes, routing, detection of errors due to transmission, acknowledgement of correct messages, timeouts and retries, direction of information flow, sequence control and flow control.

International Standard on Networking

The Open Systems Interconnection (OSI) model by the International Organization for Standardization (ISO) provides a framework for both designing networking systems and explaining how they work. This model is the only internationally accepted framework of standards for communication between different systems made by different manufacturers. The goal is to create an “open systems” networking environment, in which any vendor’s computer or microprocessor system, connected to any network, can freely share data with any other computer system on that network or a linked one. Here, “open systems” provide such features as interoperability, portability and open software standards. Any vendor or manufacturer has the right to adopt an open system onto its device.

Most of the dominant communications protocols used today comply with this OSI model. It should be borne in mind that OSI is

by Dr. Albert So

Open Communication Protocols for Elevators, Part 1Applications in elevator systems for the popular LonTalk standard are discussed.

Continued


only a model, however -- a framework but not a protocol. That means that even though two products may fully comply with the OSI model, they may not be able to freely communicate with each other, unless some agreements have been made during the design stage.

The model consists of seven layers. Each layer has specific functions and provides services for the layer immediately above it. Each time a data packet is received by the hardware, every layer processes the packet and submits it to the layer above. Layers 7-4 deal with end-to-end communications between the message source and the message destination, while layers 3-1 deal with network access (Table 1).

Layer 1 provides the most basic connectivity in terms of the physical media, which could be copper electrical wire, or radio-signal or fiber-optic cable. Devices like repeaters and hubs operate on this layer. Layer 2 is concerned with procedures and protocols for operating the communications lines, responsible for logical link control, media-access control, hardware addressing, error detection and handling. Layer 3 determines how data is transferred between computers by addressing routing within and between individual networks. Routers, which operate on this layer, receive a packet, analyze the destination address and route it. Layer 4 defines the rules for information exchange and manages end-to-end delivery of information within and between networks. Layer 5 is concerned with dialogue management, establishing and managing software process sessions. A device can simultaneously communicate with many other devices by assigning each connection its own session. Layer 6 provides a transparent communications service by masking the differences of varying data formats between dissimilar systems. It could be regarded as a translator between different types of data representation. It also encodes and deciphers encryption. Layer 7 contains functions for particular applications services, such as file transfer, remote file access, virtual terminals, etc.

Not all open protocols are implemented with all seven layers, and very often layers are melted together or collapsed.

Commonly Used Building-Automation Open Communication Protocols

There are many open communication protocols popularly adopted in building automation, such as X10, Modbus, C-Bus, digital addressable lighting interface (DALI), CANbus, ZigBee,

TCP/IP, Open Building Information Xchange (oBIX), Konnex, LonWorks and BACnet. Besides the last two (which will be discussed in more detail in parts one and two of this series, respectively), the others will only be briefly introduced.

X10, developed in 1975, is a classical protocol for communication between electronic devices used mainly at home. Signals are injected into the power line as 120-kHz bursts, feeding an individual device during the zero-crossing points of the voltage waveform. However, only one bit is transmitted at each zero crossing, making this a very low-speed protocol. However, it is good enough for turning lamps on and off, or, at most, dimming them. Wireless X10 devices have since become available.

Modbus has its roots in the late 1970s. In 1979, programmable-logic-controller manufacturer Modicon published the Modbus communication interface for a multidrop network based on a master/client architecture. (A multidrop bus has all components connected to the same circuit, and a process of arbitration determines which device can send information.) The physical layer of the

Modbus interface is flexible. It was originally on RS-232 but later on RS-485 to allow longer distances, higher speeds and the possibility of a true multidrop network. Modbus is often used to connect a supervisory computer with a remote terminal unit in supervisory-control and data-acquisition systems. Every Modbus message has the same structure (Table 2), which is rather generic across different control protocols used in building and home automation. Modbus was applied in elevator systems for sensing floor, car and door switches,[1] detecting car position optically, indicating floors and interfacing variable-voltage, variable-frequency drives. However, objects, features and functions of elevator systems are not specified by Modbus. Therefore, the application is still proprietary.

C-Bus, originally developed by Clipsal of Australia, is mainly for home automation -- lighting control, in particular. Different from X-10 (which operates on a power line), C-Bus needs a dedicated extra-low-voltage (only up to 36 VDC) unshielded twisted-pair (such as category-5) cable, and its effective length is much longer than that of X-10, up to 1 km. Wireless C-Bus devices are also available.

OSI Layer Purpose Services

7: Application Application program Standard objects and types, configuration properties, file transfer, network services, etc.

6: Presentation Data interpretation Network variables, application messages, foreign frames, etc.5: Session Remote actions Dialogue, remote procedural calls, connection recovery, etc.

4: Transport End-to-end reliability End-to-end acknowledgements, service types, package sequencing, duplicate detection, etc.

3: Network Destination addressing Unicast and multicast, destination addressing, packet routing, etc.

2: Data link Media access and framing

Framing, data encoding, cyclic redundancy check, media access, collision detection, etc.

1: Physical Electrical interconnection Media-specific details, receiver type, physical connection, etc.

Table 1: The OSI model

Field DescriptionDevice address Address of the receiverFunction code Code defining message typeData Data block with additional information

Error check Numeric check value to test for communication errors

Table 2: Message structure of Modbus

Continued

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DALI is another well-known control network. In the past, electronic ballasts and dimmers for lamps were controlled by a 0-10-VDC signal. With DALI, IEC 60929 (old version) or IEC 62386 (current version), a controller can monitor and control every lighting device on the network by means of a bidirectional data exchange. Group and scene broadcast messages are available to simultaneously address several devices at the same time, up to 64 in a standalone network. A dedicated bus with a fixed data transfer rate of 1.2 kbps is required.

The Controller Area Network (CAN) protocol is an ISO-defined standard (ISO 11898) for serial data communication at bitrates up to 1 Mbps. It was initially developed for the automotive industry but has become a popular bus in industrial automation. It is a two-wire, half-duplex (communication is bidirectional but unidirectional at any time), high-speed network system well suited for high-speed applications using short messages. The CAN protocol defines the first two layers of the OSI model, and there are four different message types (or frames) on a CANbus: data, remote, error and overload. Of course, the mostly common messages found on a CANbus are of the data-frame type. CANbus was applied in elevator control to deal with dispatching and energy savings.[2] But, again, objects, features and functions of elevator systems are not openly specified by CAN; the application is still proprietary.

As wireless control networks are in demand because of the popularity of Wi-Fi (IEEE 802.11 family of standards), a technology based on IEEE 802.15, called ZigBee, was developed in 1998. Standardized in 2003, it uses small and low-power digital radios. ZigBee devices can transmit data over long distances by passing it through intermediate devices, thus creating a mesh network without a centralized control or high-power transmitter/receiver. Now, ZigBee, with a standard data rate of 250 kbps, has been implemented in building-automation devices, mainly sensors, which can be freely placed in the room, because they require only a low data rate but have a long battery life and secure networking. Another wireless technology, Bluetooth, is mainly for a personal-area network, not suitable for building automation.

TCP/IP, perhaps the most well-known protocol in the world, actually refers to three types of protocols: Transmission Control Protocol (TCP), Internet Protocol (IP) and User Datagram Protocol (UDP). The U.S. Advanced Research Project Agency developed the first version of TCP in 1973. The first formal standard, version 4 (IPv4), was created in 1980. The TCP/IP model uses four layers, merged from the seven-layered OSI. They are the network-access layer (OSI physical and data-link layers), Internet layer (OSI network layer), transport layer (OSI transport layer) and application layer (OSI session, presentation and application layers).

IP is responsible for interconnecting different local-area-network technologies, creating a virtual network that allows all devices to communicate with each other as if they were on the same network. In IPv4, the IP address is a 32-bit binary number, while IP version 6 (IPv6) uses a 128-bit address (eight groups of 16 bits each). There are two versions of transport-layer services: UDP, an unreliable but efficient and fast transport protocol, and the TCP, a full-featured, connection-oriented transport protocol with

flow control, and acknowledged transmission and retransmission mechanisms. TCP guarantees reliable and in-order delivery of data from sender to receiver. Unlike TCP, UDP supports packet broadcast (sending to all on a local network) and multicasting (sending to all subscribers). Common network applications that use UDP include the Domain Name System and such streaming media applications as Voice Over IP. Though unpopular, some building-automation devices are now implemented on TCP/IP.

oBIX, almost completed but still under development, is an industry-wide initiative to define Extensible Markup Language (XML), which is both human and machine readable, versus the commonly used HyperText Markup Language (HTML). XML is a web-services-based mechanism for building-control systems. The purpose is to define a standard web-services protocol to enable communications between building mechanical and electrical systems, and enterprise applications at a higher level. This protocol will enable facilities and their operations to be managed as full participants in knowledge-based businesses.

The three most popular and widely accepted open protocols for building automation may be Konnex, LonTalk and BACnet. In the 1990s in Europe, there were three popular network technologies: Batibus, European Installation Bus (EIB) and European Home System (EHS). In the late 1990s, they merged to form the Konnex Association, an organization that represents an open, royalty-free, platform-independent standard for home and building control, approved as both a European (EN 50090 and EN 13321-1) and worldwide standard (ISO/IEC 14543). The Konnex protocol uses only five of seven OSI layers, excluding the session and presentation layers. Major components of a Konnex network are Bus Interface Modules and Bus Coupling Units.

LonWorksThe LonWorks system, developed by Echelon Corp. of San

Jose, California, is a networked automation and control solution for markets including the building, industrial, transportation and home ones. The protocol itself is called LonTalk and is certified as national and international standards ANSI/CEA 709.1, IEEE 1473-L, EN 14908 and ISO/IEC 14908-1.

According to Motorola’s LonWorks Technology Device Data Book:

“LonWorks technology is a complete platform for implementing control network systems. These networks consist of intelligent devices or nodes that interact with their environment and communicate with one another over a variety of communications media using a common, message-based control protocol.”[3]

In a LonWorks network, no central control or master/slave architecture is needed. Intelligent control devices, called nodes, communicate with one another using the common LonTalk protocol. Each node contains embedded intelligence that implements the protocol and performs control functions. In addition, each node includes a physical interface (transceiver) that couples the node microcontroller (neuron chip) with the communication medium. Each neuron chip has a unique 48-bit neuron identifier (ID) burned into the hardware, which is a special feature of LonWorks. A device can broadcast this ID across the network to let the network-management tool assign a logical address to commission the device.

Continued

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LonWorks supports multiple communication media, such as twisted pair, power line, coaxial, infrared, optical fiber and radio frequency, and LonTalk can be channeled through TCP/IP[4] with the help of a device. The most fundamental medium involves the use of 16-AWG unshielded twisted-pair cables with a data rate of 78.1 kbps, either in free or bus topology. The highest rate can reach 1.25 Mbps (still on twisted pairs) but in bus topology only.

Figure 1: Format of a functional LonMark block

The key elements of LonWorks are network variables (NVs) and configuration properties (CPs), together forming functional blocks (Figure 1). A network variable could be any datum (temperature, a

switch value, an actuator position setting, etc.) a particular device-application program expects to get from other devices on the network (an input NV) or expects to make available to other devices on the network (an output NV). NVs are the virtual (fictitious) connections between devices over the network. CPs are like virtual dual in-line package switches on hardware for the user to select particular modes of device operation. They provide standards for documentation and for network message formats used to configure the operation of a device or functional block. If different vendors adopt their own NVs and CPs, devices cannot be interoperable. So, a governing body, LonMark International, acts as the police to enforce standards, and promote and advance the business of efficient and effective integration of open, multivendor control systems utilizing ISO 14908-1 and related standards.

LonMark publishes standard network variable types (SNVTs), standard configuration property types, standard functional profile templates, standard enumeration types and standard program IDs, and certifies products. Only network variables of the same type of two devices can be linked together for interoperation. Therefore, it is of the utmost importance that devices are manufactured to standard functional profiles by vendors for full interoperability. A predefined structure of a functional block for a particular type of device, defining all mandatory network inputs and outputs of a specific function and such configuration properties as rates, limits and defaults, is called a standard functional profile. Having said that, a vendor is still allowed to add optional network inputs/outputs and configuration

Continued

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properties to a device beyond LonMark requirements, thus designing its own control algorithms and functional software within the device.

Figure 2: LonMark functional profile of a hall lantern: “UpHall” indicates an up-traveling car, and “DownHall” indicates a down-traveling car; “nvi” means an input network variable of the type “SNVT_switch.”

For applications in elevator systems, the following standard functional profiles are available but not limited to:

♦ Elevator access controller ♦ Elevator indicator ♦ Elevator position indicator and message display ♦ Elevator hall lantern (Figure 2) ♦ Elevator arrival gong ♦ Elevator car-direction lantern ♦ Vertical/conveyor transportation-system interfaces ♦ Elevator fire-systems port ♦ Vertical/conveyor transportation communication devices ♦ Elevator voice announcer

Existing SNVTs are often employed within these functional profiles. For example:

♦ Floor name is given by “SNVT_str_asc,” which is a character string up to 30 characters.

♦ Directions of travel (“UpCar” and “DownCar”) are given by “SNVT_switch,” which is mainly a Boolean function indicating on and off but with grey levels.

♦ Car position is given by SNVT_count, which is an “unsigned long” of 2 bytes in size with a minimum value of 0 and maximum value of 65536.Other SNVTs, such as “SNVT_motor_state,” “SNVT_power,”

“SNVT_amp” and “SNVT_elec_kwh,” can also be used in an elevator system.

ConclusionThe science of open protocols has been discussed, followed by a

quick review on different open protocols used in building automation.

Though ModBus and CANbus have been employed in elevator systems, they are still considered proprietary, because the objects and messages for communication of different manufacturers are not open to the general public. One popular standard, LonTalk, was discussed in more detail. Standard network variable types and standard function profiles for use in elevator systems have been highlighted. They are open protocols, as different manufacturers can integrate them in their control systems. In Part 2 of this article, another popular standard, BACnet, will be discussed, as your author has been involved in the development of some specific objects for elevators.

References[1] Shabarinath, B.B. and Gaur, N. “Modbus Communication in Microcontroller

Based Elevator Controller,” Proc. 2013 Int. Conf. on Control, Automation, Robotics and Embedded Systems, IEEE, Jabalpur, India, Dec. 2013.

[2] Jian Chu and Qing Lu. “Research on Elevator Intelligent-Card Control System Based on CAN Bus,” Prof. 2012 Int. Conf. on Systems and Informatics, IEEE, Yantai, China, May 2012.

[3] Tiersch, Friedber. LonWorks Technology: An Introduction, -2. Aufl. –Erfurt: Desotron-Verl.-Ges, 2002.

[4] Shahnasser, H. and Wang, Q. “Controlling Industrial Devices over TCP/IP by Using LonWorks,” Proc. Global Telecommunications Conference, Sydney, 1988.

Dr. Albert So is an executive board member and scientific advisor of the International Association of Elevator Engineers (IAEE). He is also the academic secretary for the IAEE HK-China Branch and honorary visiting professor of the University of Northampton in the U.K. He is based in Seattle.

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New Products, Tools and CertificationA variety of new releases ranges from brake regulations to an IPL platform.

Product Spotlight

❮ Safety Brakes Get Electronic Torque RegulationA new intelligent braking torque control module on Mayr GmbH + Co. KG’s ROBA-

stop® safety brakes makes it possible to decelerate devices and machines evenly and gently. If, however, the system detects the operating conditions and converts this information into a default signal for the new control module, electronic braking torque regulation is possible. In this way, machines can be decelerated gently and adapted to the respective system requirements. Furthermore, the new braking torque regulation makes it possible to compensate for negative influences on the braking torque consistency in applications requiring a constant braking torque within narrow tolerance limits.

The new, intelligent switching device is operated with 24- or 48-VDC voltage and can control brakes with a coil nominal current of 10 or 5 A. Brake rotor clamping force can be specified to 25%, 50% or 75% of the nominal spring force by means of two digital inputs. Overexcitation time can be automatically adjusted, and neither microswitches nor proximity sensors are necessary. Finally, the device takes possible wear reserves into account and can recognize unpermitted high temperatures. Its dimensions are 30 mm high, 69 mm wide and 103 mm long.

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Online Planning/Design ToolThe new Schindler Plan is an online planning and design tool for elevators, escalators and moving walks. It is intended to guide users

through simple, intuitive steps for configuring and creating drawings and specifications for architects and specification writers, who can download or email job-specific designs in the form of CAD drawings, BIM models or specifications. Users can find the mobility solution that best fits their needs after answering job-specific questions concerning aspects like travel height/distance, speed, capacity, elevator-door type options, power-supply needs, finishes/fixtures and seismic provisions.

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Redesigned Inclined Platform Lift (IPL)Butler Mobility Products has redesigned its IPL platform to

achieve what the company calls “a sleek, modern look.” In addition to a curved platform control tube, the floor plate is now coated, textured and nonslip. The thickness of the folding ramp has been increased from 0.125 to 0.16 in. to provide more stability for entering and exiting the platform. The platform sides have also been redesigned to incorporate a 1/4-in.-thick solid platform side with an integrated angle bracket. The added thickness of the new plate is intended to be more durable, especially when the client is using a powered wheelchair. Since “standard” angle brackets are no longer used, every platform side is designed for a particular stairway. Having the angle bracket integrated into the platform side allows ease of installation when installing the platform, since the angle of the platform side plate is true to the angle of the stairway.

The undercarriage of the platform frame has also been modified to complement the redesigned platform sides. The frame structure has been strengthened by going from the use of a 1-1/2- X 1-1/2- X 3/16-in. angle frame to a 1-1/2- X 3/16-in. square tubing undercarriage frame. Finally, five new earth-tone colors are offered as standard.

www.butlermobility.com

❮

❮ SIL 3-Certified Industrial Controllers Toshiba Corp. has announced that its Unified Controller

nv-safety Series type1s industrial controller range has received IEC 61508 (2010) (SIL 3) certification for functional safety from German international certification organization TÜV SÜD. Toshiba’s new controllers support functional safety and shift user systems from operation mode to safety mode in the event of an accident, reducing the risk of danger. The company states that if used in combination with other certificated safety devices, such as emergency shutdown systems and electric locks, they can raise the level of functional safety.

IEC 61508 is the basic international standard defining functional safety requirements for equipment and environments, including elevators. Its guidelines define three safety integrity levels (SILs) for evaluating product and safety functions, with SIL 3 as the highest for factory automation systems.

www.toshiba.co.jp

Signaling Products for Extreme Environments

The MICRONOR MR380 Fiber Optic ESTOP and MR382 Fiber Optic U-Beam Sensor are fiber-optic signaling products for use in harsh or hazardous environments, from mines to wind turbines to petrochemical plants. The MR380 series offers ESTOP Functional Safety compliance with a SIL1 rating, and the MR382 series is a general-purpose photo interruption/slot sensor typically used as a gear-tooth speed sensor, edge detector or proximity sensor. The products consist of a passive optical sensor that links to a remote DIN-rail-mounted controller module via an industry standard OM1 62.5/125 multimode fiber optic link up to 2,500 m. The company calls the sensors and optical links “rated inherently safe” and immune to electromagnetic interference, radio-frequency interference, lightning, high-voltage discharges and ground loops.

www.micronor.com 🌐

❮

http://www.butlermobility.com

http://www.toshiba.co.jp

http://www.micronor.com

http://www.cnrexpo.com

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Reg. Add : 9, Shashid Bhagatsingh Compound,

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Tel : 9220851226 www.iconcontrolsystem.com

E-mail : [email protected]

Works : 326 Milan Ind. Estate, Abhyuday Nagar,

Kalachowki, Near Cotton Green Station.

Mumbai - 400 033.


http://www.iconcontrolsystem.com



http://www.mee.co.in


http://www.theelevatorfactory.com


http://www.apexelevators.in

http://www.elevatordirectory.com

http://www.k2e.in



Sk Industrial Park unit no.7, near National Highway, Commercial Petrol Pump Survey no.62, Vasai (E) - 401208.

Mobile No : +91 9969424711 / 9322818148 Email : [email protected] / [email protected] : www.techelectronics.in

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TFT LCD,DOT MATRIX DISPLAY, CONTROL PANEL & ELEVATORS ALL SPARE PARTS



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This book provides a basic overview of elevator systems, equipment and technology. It is a must have for elevator salespersons, new hires in the industry or anyone who wants a better understanding of elevator technology. Includes: • Common Elevator Terms • Codes & Publications • Types of Elevators • Elevator Driving Machines • Control – Operation – Drives • Machine Space and Equipment • Hoistway Equipment • Pit and Equipment Including Safeties • Elevator Doors and Gates • Escalators & Moving Walks.

New in this 3rd Edition are updated images, industry terms and definitions as well as updated information on codes, publications and associations within the industry.

Available in Print or PDF.

To purchase within India, please contact:

Virgo Communications & Exhibitions (P) Ltd.E-Mail: [email protected]

Phone: 91 80 25357028/9, 41493996/97


http://www.bamrahbrothers.com



http://eletechindustries.com



GEN ELEKTROMEKANIK SAN. VE TIC. LTD. STIWeb Site: www.genemek.com

GIOVENZANA INTERNATIONAL B.V.Web Site: www.giovenzana.com

HEPHZI ELEVATORS INTERNATIONAL CO. PVT. LTD.Web Site: www.hephzi.com

HITACHI LIFT INDIA PVT. LTD. Web Site: www.hitachi-lift.co.in

HYDRO-PNEUMATIC TECHNIKSWeb Site: www.hipot.in

INDITECH SYSTEMSWeb Site: www.inditechsystems.com

INOVA AUTOMATION PVT LTDWeb Site: www.szmctc.com/en

INVT ELECTRIC INDIA PRIVATE LIMITEDWeb Site: www.invt.com

JADE ELEVATOR COMPONENTSWeb Site: www.jadeec.in

JAYASHREE ENCODERSWeb Site: www.jencoder.com

JOHNSON LIFTS PVT. LTD.Web Site: www.johnsonliftsltd.com

JUPITERWeb Site: www.jupitergroup.co.in

KINETEKWeb Site: www.kinetekinc.com

LANGFANG CONFERENCE AND EXHIBITION CO., LTD.Web Site: www.elevator-expo.com

LARSEN & TOUBROWeb Site: www.larsentoubro.com

LAXMI MECH. & ENG. COMPANYWeb Site: www.laxmimeco.com

LEO’S ELEVATOR COMPONENTS MARKETING PVT. LTD.Web Site: www.leosmarketing.com

LM LIFTMATERIAL GMBHWeb Site: www.lm-liftmaterial.de

LUBI ELECTRONICSWeb Site: www.lubielectronics.com

MARAZZI (JIANGSU) ELEVATOR GUIDE RAIL CO., LTD.Web Site: www.marazziguide.com

ADCO CONTROLSWeb Site: www.adcocontrols.com

AFAG MESSEN UND AUSSTELLUNGEN GMBHWeb Site: www.interlift.de

ALTENMO TECHNOLOGIES PVT. LTDWeb Site: www.altenmo.com

B&B BATTERY (INDIA) CO. PRIVATE LTD.Web Site: www.bb-battery.com

BHARAT BIJLEE LIMITEDWeb Site: www.bharatbijlee.com

BLAIN HYDRAULICS GMBHWeb Site: www.blain.de

CANNY ELEVATOR CO., LTD. Web Site: www.canny-elevator.com

CITY LIFTS (INDIA) LTD.Web Site: www.citylifts.com

COMFORT ELEVATORS & ESCALATORS PVT. LTD.Web Site: www.comfortelevator.com

DAN ELEVATORSE-Mail: [email protected]

DELHI ELEVATOR ASSOCIATIONWeb Site: www.delhielevatorassociation.com

ELETECH INDUSTRIESE-Mail: [email protected]

ELEVATOR & ESCALATOR SAFETY TRUSTE-Mail: [email protected]

ELEVATOR MOTORS/MATERIALS CORPORATIONWeb Site: www.elevatormotors.com

ELEVATOR WORLD, INC.Web Site: www.elevatorworld.com

ESCON ELEVATORS PVT. LTD. Web Site: www.esconelevators.com

ESQUIRE ENGINEERING CO.Web Site: www.esquireelevatorparts.net

EXCELLA ELECTRONICSWeb Site: www.excellaelectronics.com

EXPRESS LIFTS LIMITEDWeb Site: www.expresslift.co.in

FORMULA SYSTEMS LTD.Web Site: www.formula-systems.com

ELEVATOR WORLD India Source DirectoryThis section serves as a resource for the industry and consists of current Elevator World India advertisers and their website addresses. For detailed information on each company, please visit www.elevatorworld.com/directory. Contact Anitha Raghunath at [email protected] or TBruce MacKinnon at [email protected] for more information.

http://www.elevatorworld.com/directory



http://www.genemek.com

http://www.giovenzana.com

http://www.hephzi.com

http://www.hitachi-lift.co.in

http://www.hipot.in

http://www.inditechsystems.com

http://www.szmctc.com/en

http://www.invt.com

http://www.jadeec.in

http://www.jencoder.com

http://www.johnsonliftsltd.com

http://www.jupitergroup.co.in

http://www.kinetekinc.com


http://www.larsentoubro.com

http://www.laxmimeco.com

http://www.leosmarketing.com

http://www.lm-liftmaterial.de

http://www.lubielectronics.com

http://www.marazziguide.com

http://www.adcocontrols.com


http://www.altenmo.com

http://www.bb-battery.com

http://www.bharatbijlee.com

http://www.blain.de

http://www.canny-elevator.com

http://www.citylifts.com

http://www.comfortelevator.com


http://www.delhielevatorassociation.com



http://www.elevatormotors.com

http://www.elevatorworld.com

http://www.esconelevators.com


http://www.excellaelectronics.com

http://www.expresslift.co.in

http://www.formula-systems.com


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http://www.magzter.com/US/Elevator_World,_Inc./Elevator_World/Business/


Advertisers Index

MAYR ANTRIEBTECHNIKWeb Site: www.mayr.de

MONTANARI LIFTS COMPONENTS PVT. LTD.Web Site: www.montanari-giulio.com

MONTEFERRO INDIA GUIDERAILS AND ELEVATOR PARTS PRIVATE LIMITEDWeb Site: www.monteferro.it

MORIS ITALIA S.R.L.Web Site: www.moris.it

NBSL ELEVATOR COMPONENTS CO. LTD. Web Site: www.nbsldt.com

NEPTUNE MARKETINGWeb Site: www.neptunemarketing.in

OTIS ELEVATOR COMPANY [INDIA] LIMITEDWeb Site: www.otis.com

PHYSICAL MEASUREMENT TECHNOLOGIESWeb Site: www.pmtvib.com

PURNA ELEVATOR & ESCALATOR SOLU-TIONS PVT LTD.Web Site: www.purnaelevator.trustpass.alibaba.com

SCHINDLER INDIA PVT. LTD.Web Site: www.india.schindler.com

SCHMERSAL INDIA PVT. LTD.Web Site: www.schmersal.in

SEMATIC ELEVATOR PRODUCTS INDIA PVT LTDWeb Site: www.sematic.com

SHANGHAI BST ELECTRIC CO., LTDWeb Site: www.shbst.com

SHARP ENGINEERSWeb Site: www.sharpengineers.com

SOBERMAN ENGINEERING Web Site: www.sobermanengineering.com

SREE GAJANANA ENTERPRISES Web Site: www.sgelevatorparts.com

SUZHOU GREAT ELEVATOR CO., LTD.Web Site: www.greatelevator.com

TAK CONSULTING PVT. LTD.Web Site: www.takconsulting.net

TANGENT TECHNOLOGIESWeb Site: www.tangent.in

TARGI KIELCE S.A.Web Site: www.euro-lift.targikielce.pl

TECHNÍSCHE AKADEMÍE HEÍLBRONN E.VWeb Site: www.hs-heilbronn.de/TAH/EnglishTAH

TECNO DOORS PVT. LTD.Web Site: www.fermator.com

TECTRONICS ENGINEERSWeb Site: www.tectronicsindia.com

TORIN DRIVE INDIAWeb Site: www.torindriveintl.com

TOSHIBA JOHNSON ELEVATORS INDIA PVT. LTD.Web Site: www.toshiba-india.com/elevator.html

THYSSENKRUPP ELEVATOR (INDIA) PVT. LTD.Web Site: www.thyssenkrupp-elevator.co.in

VIRGO COMMUNICATIONS & EXHIBITIONS PVT. LTD.Web Site: www.virgo-comm.com

VIRGO PUBLICATIONSWeb Site: www.elevatorworldindia.com

WIKK INDUSTRIES, INC.Web Site: www.wikk.com

WITTUR ITALIA HOLDING SRLWeb Site: www.wittur.com

WOODFOLD MFG INC. Web Site: www.woodfold.com

YASKAWA INDIA PVT. LTD. Web Site: www.yaskawaindia.in

ADCO Controls ..........................................................79AFAG Messen und Ausstellungen ......................65Altenmo Technologies Pvt. Ltd. ...........................47B&B Battery (India) Co. Private Ltd. ...................... 9Bharat Bijlee Ltd. .......................................................15Blain Hydraulics Gmbh ...........................................33Canny Group Co., Ltd ..............................................93City Lifts (India) Ltd. .................................................55Delhi Elevator Association ....................................85Escon Elevators Pvt. Ltd. ........................................51Esquire Engineering Co. ..................................74, 75Eurasia Lift ...................................................................99EXCELLA Electronics ................................................27Express Lifts Limited ................................................95Formula Systems Ltd. ..............................................92GEN Elektromekanik San. ve Tic. Ltd. Sti ..........19Giovenzana International BV................................73Hephzi Elevators International Company Pvt Ltd ....................................................................77Hydro-Pneumatic Teckniks ...................................53Inditech Systems Pvt Ltd .......................................54INVT Electric India Private Limited .....................83Jade Elevator Components ...................................49Jayashree Encoders Pvt Ltd .................................... 5Johnson Lifts Private Limited .........................................................Cover 2

Jupiter Enterprises ...................................................14Kinetek .........................................................................67Langfang Conference and Exhibition Co., Ltd. ...........................................................................57Lubi Electronics ........................................................... 8Marazzi (Jiangsu) Elevator Guide Rails Co., Ltd. ...........................................................................35Monteferro India Guiderails and Elevator Parts Pvt Ltd ........................................91Neptune Marketing .................................................94Physical Measurement Technologies ................89Purna Elevator & Escalator Solutions Pvt Ltd ....................................................................29Schindler India Pvt. Ltd. .........................................45Sematic S.p.a. ...................................................Cover 4Shanghai BST Electric Co., Ltd. .............................69Sharp Engineers ........................................................81Tak Consulting Private Limited ............................97Tangent Technologies .............................................13Tecnolama ...................................................................31Tectronics Engineers ...............................................43Torin Drive India Private Limited........................... 7Toshiba Johnson Elevators (India) Pvt. Ltd. ...........................................................16, 17Virgo Communications & Exhibitions Pvt. Ltd. ..................................................................60

Wittur Italia Holding Srl ..........................................59Woodfold Mfg Inc. ....................................................84Yaskawa India Private Limited ............................... 1

Elevator World ProductsIndia Opportunities .................................................86Elevators 101, 3rd Edition ................................... 102ELEVATOR WORLD Digital Newsstand Editions ............................................................... 103Educational Resources..................................Cover 3

MarketplaceApex ElevatorsArya Lift SansthanAxis Industries Pvt Ltd.Bamrah Steel Products Pvt LtdEletech IndustriesIcon Control SystemInnovisionK2 EngineersMundapat Engineers EnterprisesNocee Elevators (P) Ltd.Tech ElectronicsThe Elevator FactoryUniversal Heat Transfer

http://www.mayr.de

http://www.montanari-giulio.com

http://www.monteferro.it

http://www.moris.it

http://www.nbsldt.com

http://www.neptunemarketing.in

http://www.otis.com

http://www.pmtvib.com

http://www.purnaelevator.trustpass.alibaba

http://www.india.schindler.com

http://www.schmersal.in

http://www.sematic.com

http://www.shbst.com

http://www.sharpengineers.com

http://www.sobermanengineering.com

http://www.sgelevatorparts.com

http://www.greatelevator.com

http://www.takconsulting.net

http://www.tangent.in

http://www.euro-lift.targikielce.pl

http://www.hs-heilbronn.de/TAH/EnglishTAH

http://www.fermator.com

http://www.tectronicsindia.com

http://www.torindriveintl.com

http://www.toshiba-india.com/elevator.html

http://www.thyssenkrupp-elevator.co.in

http://www.virgo-comm.com


http://www.wikk.com

http://www.wittur.com

http://www.woodfold.com

http://www.yaskawaindia.in

Elevator Industry Educational ResourcesELEVATOR WORLD offers a variety of educational materials that can help you gain the knowledge and skills needed to execute a job properly and safely. These materials provide great opportunities for train-ing employees, self-study and/or field reference. You can choose from books, posters, CDs or software covering topics including:

Engineering

Modernization

Safety

Maintenance

Inspection

Emergency Response

Design

Construction

Installation

Testing

Legal Issues

Codes/Standards

Market Reports

History

To purchase within India, please contact:

Virgo Communications & Exhibitions (P) Ltd.E-Mail: [email protected]

Phone: 91 80 25357028/9, 41493996/97

For further details on these materials, visit:

www.elevatorworldindia.com

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The best way to know a country is working in it, with its people. That’s why Sematic decided to fully serve the Indian market from the inside, with a sales and manufacturing structure, based in Pune. Here Sematic creates solid, reliable lift systems with high-quality doors, designed to fi t in seamlessly with any installation environment. Solutions available to match any need, from the basic to the highly complex one. To grow in India, with India.

Sematic Elevator Products India Pvt LtdIndospace AS Industrial Park Building No. D1, Gat No. 341,Village Mahalunge Off. Chakan - Talegoan Road,Chakan, Taluka - Khed, Pune - 410501 (Maharashtra) Tel No: + 91 2135 666 901 [email protected]

MADE IN INDIA FOR INDIA.


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Elevator World India 3rd Quarter 2015

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Transcript of Elevator World India 3rd Quarter 2015