Are cab door restrictors required to be retrofitted on elevators that weren't required when installed? In my home State of Florida, ASME Safety Code for Elevators and Escalators is adopted by the prevailing Florida Building Code that states; 3001.5 Design, installation and alteration of elevators. 1. "Each elevator shall comply with the Elevator Safety Code that was in effect at the time of receipt of application for the construction permit for the elevator". So what that means is that if it was required when the permit was received by the State it has to be there and working now. If no restrictor was required under the Code in effect at that time, none is needed now unless the equipment has been upgraded and those changes fell under the prevailing codes or new codes have been enacted that require the addition of door restriction. Different areas of the country have different laws. Check with your local code authorities or contact us for information in your area.
First lets clear up the code rule on door restriction; code states that the car door must be prevented from being forced open no greater than four inches (4") from within the elevator when the elevator is a set distance away from any landing opening, outside of the door zone. This distance is referred to as the "Unlocking Zone", which is a minimum of 3" to a maximum of 18" above or below the landing depending on the equipment specifications. This is intended to prevent passengers from forcing themselves out of the protective cab area into the hoistway where fall and crushing hazards may be present. So, that's a good rule. What code says is exactly that; it does not say a car door restrictor must be present and working, it states a restrictor, not especially a car door restrictor. Any device that meets the code requirement is fine.
Here's the code language from both ASME A17.1-2004 & 2007;
ASME A17.1-2004 & ASME 17.1-2007: "Hoistway and car doors of passenger elevators shall conform to 2.12.5.1 through 2.12.5.3".
2.12.5.1 - "When a car is outside the unlocking zone, the hoistway doors or car doors shall be so arranged that the hoistway doors or car doors cannot be opened more than 100 mm (4 in.) from inside the car".
2.12.5.2 - "When the car doors are so arranged that they cannot be opened when the car is outside the unlocking zone, the car doors shall be openable from outside of the car without the use of special tools".
2.12.5.3 - "The doors shall be openable from within the car (see 2.14.5.7) when the car is within the unlocking zone".
Unlocking Zone: a zone extending from the landing floor level to a point not less than 75 mm (3 in) nor more than 450 mm (18 in) above and below the landing.
There are few different methods used to achieve the restriction requirement:
One of the common systems uses a cable or metal bar to lift a "hook type" device from a cam above the door opening as the car door clutch engages roller or set of rollers on the hoistway door. This system, in my opinion, is the least desirable method for a couple reasons; first it is the most commonly found defeated system by elevator technicians. I've examined numerous elevators during inspections and maintenance audits and found this disabaled due to entrapments with maladjusted componenets and what I see as technicians not having a clear understanding of the setup and adjustments needed to keep that system operating properly. A small mal-adjustment can result in entrapment of passengers.
System two is the installation of angle metal pieces that catch against one another whenever the elevator is not aligned within the door zone. This is almost foolproof and stone-cold reliable when installed properly and requires no further adjustments or repairs as long as it's not damaged or moved through misadventure. The downside is installation may take a little longer than method one, especially if more landings are involved. This makes for a costly increase in high-rise buildings, but still worth the expenses as it is a one time hit that need not be revisited and reliability is increased.
System three is an electronic activated cam that activates when a separate sensor aligns with a target to indicate the car is within the landing zone. These work pretty good and are second in my ranking behind the angle pieces. The price of this system and installation cost may be deterrent. Power loss consideration is a factor as this system depends on available power to operate. The first two systems listed are strictly mechanical.
There are few more variations of door restriction available but the three listed here make up the bulk of products. We suggest this course of action in determining how to proceed:
1. Do research and find out if you are required to provide door restriction if it is not presently equipped on your elevator equipment. We can help you make that determination. Contact us through our website.
2. If your elevator(s) are equipped with door restriction installed, have the service technician demonstrate its function to ensure it is functional and adjusted properly. The service provider should be checking this device frequently to make sure it is performing within code requirements. Do not wait to see this as violation item on an inspector's checklist.
3. If it is determined that door restriction is required to be added, look at all available options. Some service companies may only offer what has the best profit margin for them.
We are available to aid in determining the correct code requirement for your area and in selecting the best option for compliance. Contact us through our website or call directly at: 386.956.4683 or 407.221.6386
Sunday, April 11, 2010
Sunday, March 14, 2010
Escalator Steps: The Down & Dirty
"Our Goal is to have the Customer not recall anything about the Escalator Ride. They simply got on and off without distraction"
-JD Moleski
Escalators are perhaps the most efficient people moving machines for several environments, the retail industry being one of them. And while no definitive data has been gathered that shows the affects of having poor operating or unsightly escalators it is our contention that any negative takes away from the shopping experience, which in turn reduces sales.
When escalator steps become oil/grease stained it reflects as an indicator of poor service and general shoddy environmental conditions with a perception from the customer of a poorly run operation overall. I've spent a myriad of hours performing traffic studies and observations on escalators and have often overheard negative comments regarding performance and appearances of the equipment. The first concern is safe mechanical operation; jerking handrails and step vibrations cause immediate concern to the riders, then aesthetics come into play. While apparent malfunctioning mechanical operation will make most riders decline to enter the machine, most aesthetics will not and the rider will continue on, and some grumpily so.
Safety: Oil is slippery. It's designed to offer a fluid barrier between metal parts and as such will do the same between the shoe and step/floor surface, so people slip and fall. For this reason alone the steps should be clean and dry.
Once the rider's footwear becomes oil/grease contaminated it is easily spread throughout the store on carpets and tiles. Also the passengers clothing often comes into contact with the surface area of the steps and as such with any oils and the negative sales affect that is understandable and considerable.
Our next concern is the "why"; Why are the steps evident of lubricants? Are the stains fresh or a remainder from a mechanical failure that was not cleaned up? Is the condition ongoing? Will catastrophic failure be soon? As with most equipment, escalator gearboxes and other lubricant vessels have seals and gaskets to contain the fluids. Escalator drive and step chains are not generally enclosed but have drip pans to catch and contain excess lubricants that may drip from the chains as they are lubed. These containment trays must be empted and wiped clean as needed to prevent overflow. To see evidence of oils and grease anywhere except where its designed to be indicates something's wrong and needs attention. The often heard "it just the way that equipment is" is an attempt to avoid labor-intensive repairs and maintenance, and does nothing to rectify the failure, it only adds to it.
We've seen on several occasions where the lubricant has leaked to and through the ceiling onto display cases and sales floors. That may present a "negative" aspect to the shopping experience!
Anytime lubricant is present where its not supposed to be, it means that somewhere else within a component is not being lubricated properly, most likely due to a low level of lubricant condition because it has leaked out. If you were to see a large puddle of oil under your car would you just assume all is well or know that you have a leak and to continue to drive the car may ruin the engine? Same with escalator equipment.
A savvy escalator tech can look at the oil stains and pinpoint the most likely suspect. For example if the stain is located to the center right of the steps on a Montgomery unit, the gearbox seals are suspect. At either side of the steps, we suspect over-oiling of the step chains as a staring point. Obviously the suspected leaking gearbox seals are a priority; lubricant is escaping and bearing and gear damage will result. That unit should be shut down until repairs are made. This is not an easy or minor decision as the 1 to 2 escalator is considered the most valuable piece of mechanical equipment in the store. But to continue operation will only degrade the equipment and far costlier repairs will be required in the future, perhaps far enough away that the service vendor will be long gone or able to deflect the reasonability for the repair. Insist on prompt and complete repairs.
Most escalators are designed with some sort of automatic oiling system. And most of the service companies for a variety of reasons, none of which make sense, have disabled most of the ones I've seen. There are some new systems that when the oil level is below predetermined value the escalator shuts-down, and some of these have been field disabled as well. There are several aftermarket auto-lubricating systems available that will adapt to most escalators. While we are divided on the use of auto-lubricators between the need for proper lubrication and the very real advantages of a tech looking at the workings of a unit monthly while monitoring oil levels and their application, the need for a consistent method of applying the proper type and amount of lube is paramount to a successful preventative maintenance program.
After the leak is visible on the steps, we've long left the "preventative" aspect of maintenance and entered into the "reactive" repair stage. The problem had failed to be determined in its early stages. Why? Is the maintenance tech doing all that you are paying for? Are you getting preventative maintenance or reactive (callback) maintenance? Has the tech done all he or she could to do proper maintenance only to find poor response from management above? Has the service provider requested repair downtime only to have the customer delay? Somewhere the program has failed and the owner has a mess to cleanup with associated costs.
So after the cause is determined and repairs are completed, who is responsible for cleaning the steps? What about floor tile, carpets, and any claims of clothing damage? It is my determination in most cases that the service provider is the responsible party unless circumstances out of their control are a factor, such as delays by the owner/agent in allowing access and time for repairs. We have often witnessed such scenarios. Look at your maintenance agreement, discuss with your service provider, and if needed we are available to help.
Cleaning Methods for Steps:
There are a few machines available for step cleaning. Be aware that the most common cleaning machine only does the flat tread surface (the one you stand on) and leaves the riser untouched. The machine for the complete tread and riser cleaning cost about $50K, which may prove a wise investment for mid to large retailers. The machine could be transferred between several locations and operated after closing hours. There are services that will clean each step after its been removed and then the step is re-installed. This is very costly due to the labor involved in removing and then replacing the steps but has the best results overall in regard to achieving clean steps. I've had service tech's spend a couple hours each morning before the store opens, in the lower pit where applicable, and hand clean steps. Long process but has the advantage of "putting the hands on" each step to examine rollers, tread and riser plates, step frames, and other maintenance items such as step chains, gears, tracks and switches. This is the very best method as it ensures the best possible examination is performed. Regardless of the cleaning method used, it is essential that the steps be maintained, clean and dry.
We hope this helps and we are available to assist.
Look for the upcoming article on handrails.
-JD Moleski
Escalators are perhaps the most efficient people moving machines for several environments, the retail industry being one of them. And while no definitive data has been gathered that shows the affects of having poor operating or unsightly escalators it is our contention that any negative takes away from the shopping experience, which in turn reduces sales.
When escalator steps become oil/grease stained it reflects as an indicator of poor service and general shoddy environmental conditions with a perception from the customer of a poorly run operation overall. I've spent a myriad of hours performing traffic studies and observations on escalators and have often overheard negative comments regarding performance and appearances of the equipment. The first concern is safe mechanical operation; jerking handrails and step vibrations cause immediate concern to the riders, then aesthetics come into play. While apparent malfunctioning mechanical operation will make most riders decline to enter the machine, most aesthetics will not and the rider will continue on, and some grumpily so.
Safety: Oil is slippery. It's designed to offer a fluid barrier between metal parts and as such will do the same between the shoe and step/floor surface, so people slip and fall. For this reason alone the steps should be clean and dry.
Once the rider's footwear becomes oil/grease contaminated it is easily spread throughout the store on carpets and tiles. Also the passengers clothing often comes into contact with the surface area of the steps and as such with any oils and the negative sales affect that is understandable and considerable.
Our next concern is the "why"; Why are the steps evident of lubricants? Are the stains fresh or a remainder from a mechanical failure that was not cleaned up? Is the condition ongoing? Will catastrophic failure be soon? As with most equipment, escalator gearboxes and other lubricant vessels have seals and gaskets to contain the fluids. Escalator drive and step chains are not generally enclosed but have drip pans to catch and contain excess lubricants that may drip from the chains as they are lubed. These containment trays must be empted and wiped clean as needed to prevent overflow. To see evidence of oils and grease anywhere except where its designed to be indicates something's wrong and needs attention. The often heard "it just the way that equipment is" is an attempt to avoid labor-intensive repairs and maintenance, and does nothing to rectify the failure, it only adds to it.
We've seen on several occasions where the lubricant has leaked to and through the ceiling onto display cases and sales floors. That may present a "negative" aspect to the shopping experience!
Anytime lubricant is present where its not supposed to be, it means that somewhere else within a component is not being lubricated properly, most likely due to a low level of lubricant condition because it has leaked out. If you were to see a large puddle of oil under your car would you just assume all is well or know that you have a leak and to continue to drive the car may ruin the engine? Same with escalator equipment.
A savvy escalator tech can look at the oil stains and pinpoint the most likely suspect. For example if the stain is located to the center right of the steps on a Montgomery unit, the gearbox seals are suspect. At either side of the steps, we suspect over-oiling of the step chains as a staring point. Obviously the suspected leaking gearbox seals are a priority; lubricant is escaping and bearing and gear damage will result. That unit should be shut down until repairs are made. This is not an easy or minor decision as the 1 to 2 escalator is considered the most valuable piece of mechanical equipment in the store. But to continue operation will only degrade the equipment and far costlier repairs will be required in the future, perhaps far enough away that the service vendor will be long gone or able to deflect the reasonability for the repair. Insist on prompt and complete repairs.
Most escalators are designed with some sort of automatic oiling system. And most of the service companies for a variety of reasons, none of which make sense, have disabled most of the ones I've seen. There are some new systems that when the oil level is below predetermined value the escalator shuts-down, and some of these have been field disabled as well. There are several aftermarket auto-lubricating systems available that will adapt to most escalators. While we are divided on the use of auto-lubricators between the need for proper lubrication and the very real advantages of a tech looking at the workings of a unit monthly while monitoring oil levels and their application, the need for a consistent method of applying the proper type and amount of lube is paramount to a successful preventative maintenance program.
After the leak is visible on the steps, we've long left the "preventative" aspect of maintenance and entered into the "reactive" repair stage. The problem had failed to be determined in its early stages. Why? Is the maintenance tech doing all that you are paying for? Are you getting preventative maintenance or reactive (callback) maintenance? Has the tech done all he or she could to do proper maintenance only to find poor response from management above? Has the service provider requested repair downtime only to have the customer delay? Somewhere the program has failed and the owner has a mess to cleanup with associated costs.
So after the cause is determined and repairs are completed, who is responsible for cleaning the steps? What about floor tile, carpets, and any claims of clothing damage? It is my determination in most cases that the service provider is the responsible party unless circumstances out of their control are a factor, such as delays by the owner/agent in allowing access and time for repairs. We have often witnessed such scenarios. Look at your maintenance agreement, discuss with your service provider, and if needed we are available to help.
Cleaning Methods for Steps:
There are a few machines available for step cleaning. Be aware that the most common cleaning machine only does the flat tread surface (the one you stand on) and leaves the riser untouched. The machine for the complete tread and riser cleaning cost about $50K, which may prove a wise investment for mid to large retailers. The machine could be transferred between several locations and operated after closing hours. There are services that will clean each step after its been removed and then the step is re-installed. This is very costly due to the labor involved in removing and then replacing the steps but has the best results overall in regard to achieving clean steps. I've had service tech's spend a couple hours each morning before the store opens, in the lower pit where applicable, and hand clean steps. Long process but has the advantage of "putting the hands on" each step to examine rollers, tread and riser plates, step frames, and other maintenance items such as step chains, gears, tracks and switches. This is the very best method as it ensures the best possible examination is performed. Regardless of the cleaning method used, it is essential that the steps be maintained, clean and dry.
We hope this helps and we are available to assist.
Look for the upcoming article on handrails.
Monday, January 25, 2010
Escalator Accident Injury and Damage Claims
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Most owners/managers of escalators can attest that accident and property damage claims can be a distracting influence on their operation and budgets to put it mildly. While some claims have merit, others much less so. How does the owner of this most efficient people moving equipment ensure that all is done to provide a safe and non-eventful ride? We will attempt to provide some answers and methods.
Read a couple of articles recently that claim accident claims are up as much as 60% in recent years for elevator and escalator equipment. My professional observation has been that this is true and I see no less for the immediate future. We wish it were otherwise but the reality is that the equipment owner must take steps to alleviate claims. I know of no escalator owner who doesn't want to reduce the possibility of accidents, it the moral and responsible thing to do; and it makes business sense. The only people who make a nickel on escalator accidents are legal and, well, experts like me. The person who may be injured can suffer beyond a dollar amount. The elevator Service Company and owner face payouts and increased insurance premiums. This article discusses the riding public, not the workers who face certain injury if strict safety measures are not followed. We will discuss that aspect in a future posting.
So the goal is to reduce costly claims no matter the driving force that motive. The first thing we will look at is escalator lighting and access areas. We will cover several more escalator subjects in the next few weeks.
1. Lighting. Two areas to consider; Exterior and interior.
Exterior: Take a light reading in the escalator area. ASME Code requires a 5 footcandle minimum which is fairly dim, and the lighting must be even without contrasting areas. Of course meeting the minimum may offer some legal protection but it may not be in the owner's best interest. As our population grows older and we see more of that older crowd being active, it stands to reason that a greater number of seniors are riding escalators during shopping and social activities. I know that it requires better lighting for me to see as well now as I did 20 years ago, and I'm not alone in this (my eyes are just as good as they ever were, it's just that someone keeps turning the lights down). Brighten up the entrance, incline, and exit areas.
Interior: This is the under-step green light that is visible (hopefully) as you enter and exit the escalator. Check with local code and ask your service provider, or us, if increased under-step lighting is a viable goal.
2. Access & Exit Areas: There is a code required "Safe Zone" for the approach and exit areas of an escalator. As a general rule for a 48" escalator which measures 40" in step width, measure 80" out from the farthest arch point of the handrail as it goes around the end of the escalator; that is the safe-zone length. For safe-zone width; measure from the centerline of each handrail outward and then add 8". Below is a rough drawing showing illustrating the safe-zone.
Escalator safe-zones vary depending on the escalator step width. The example I used for this sample is a 48" escalator. We can assist you in determining your safe-zone and any other questions you may have.
Sunday, January 3, 2010
Door Open Time – Hold the Door!
Door open time allows the passenger to enter or exit the elevator with enough time as not to unnecessarily hurry and to avoid contact with the closing doors. In large buildings with many elevators sharing the same lobby area, it's common for one or two sets of hall call stations to be located a considerable distance from some of the elevators. In that design, often passengers find themselves at the furthest away point from the available elevator and it seems the more you have to carry the farther that is!
Even for single elevator locations with one hall call station in a relatively small lobby, if the door open time is not sufficient you may experience the same problem.
The good news is; it all avoidable and should be easily fixed if there is a problem. Even if the door timing is within the equipments design and meets code parameters, the door times can usually be adjusted readily to meet the needs of the passengers. Elevator systems are configured with door timers that are adjustable and some deteriorate with age and use that is often affected by environmental conditions, poor maintenance, and mal-adjustment. Older systems use relay timers, resistor-capacitor timers (RC circuits) and early solid-state timers. All are subject to age limitations and usage failures. Newer systems implement programmable IC circuits and timers that hold their settings without gradual deterioration, and are very easily changed as needed. Some offer different door times for the same elevator depending on floor location; for instance the lobby may be afforded a greater door open time to allow more time for a greater number of passengers to access the elevator, while other landings may not require the additional time due to less traffic. These systems can be programmed by the service provider should demands change.
The older systems can also be changed by replacing worn or faulty components and times changed by altering the value of the timer components. For instance should more door open time be desired on a system controlled by RC circuitry; by changing the value of either the resistor or capacitor, the change is complete. Same with adjustable timers; by changing the resistor or other timer features, the time is altered.
In other cases a programmable timer may replace an older type and offer a much greater range of adjustments and not be cost prohibitive. Your service provider will be able (or should be able) to offer you options for keeping the door open time current to meet your needs.
Americans with Disabilities Act (ADA) has a minimum door open time required. The formula to calculate that minimum door time is: "The minimum acceptable time from notification that a car is answering a call until the door starts to close shall be calculated by the following equation, but shall not be less than 5 seconds":
T = D/1.5 ft/s (D/455 mm/s)
T = total time in seconds and D = distance in feet (millimeters) from the point in the lobby or corridor 60 inches (1525mm) directly in front of the farthest call button controlling that car to the centerline of its hoistway door. T begins when the signal is visible from the point 60 inches (1525mm) directly in front of the farthest hall call button and the audible signal is sounded.
Remember, a five (5) second minimum is required regardless of the physical setup of hall calls, signals, and elevators in your building for hall calls - not car calls registered in the elevator. We bring this point out because we have been often questioned about elevators having less than the minimum 5 seconds when seemingly responding to hall calls but were actually responding to car calls that have a lesser value on open door times. A passenger may be waiting in the elevator lobby, let's say on the third floor of a five landing building, and had placed a down hall call; the elevator stops, doors open and a passenger exits and the doors close in quick order before the hall passenger can access the car. Why? Well the elevator was continuing in the up direction to serve those upper floors and is not responding to the down hall call, but has delivered a passenger to the third floor. Hall passenger sees elevator action, assumes it for their demand, and reacts accordingly. This scenario is not rare; we've noted it often while performing traffic studies for performance evaluations and code compliance.
We will look at car call door times: ADA requires three (3) seconds of fully open door time in response to car calls. Fully open is taken to mean by us as when the door panels open to or clear the door returns or jambs and clear opening access is granted. Time begins at that point and ceases when the door panel(s) extend into the clear opening area. Do not take into consideration visual and audible signals for car call response door times.
The good news is that these times are adjustable and the 5 & 3 second respectively for hall and car demands are minimums; you can exceed those times as needed to provide for comfort and ease of use for your passengers.
We stand prepared to assist.
Even for single elevator locations with one hall call station in a relatively small lobby, if the door open time is not sufficient you may experience the same problem.
The good news is; it all avoidable and should be easily fixed if there is a problem. Even if the door timing is within the equipments design and meets code parameters, the door times can usually be adjusted readily to meet the needs of the passengers. Elevator systems are configured with door timers that are adjustable and some deteriorate with age and use that is often affected by environmental conditions, poor maintenance, and mal-adjustment. Older systems use relay timers, resistor-capacitor timers (RC circuits) and early solid-state timers. All are subject to age limitations and usage failures. Newer systems implement programmable IC circuits and timers that hold their settings without gradual deterioration, and are very easily changed as needed. Some offer different door times for the same elevator depending on floor location; for instance the lobby may be afforded a greater door open time to allow more time for a greater number of passengers to access the elevator, while other landings may not require the additional time due to less traffic. These systems can be programmed by the service provider should demands change.
The older systems can also be changed by replacing worn or faulty components and times changed by altering the value of the timer components. For instance should more door open time be desired on a system controlled by RC circuitry; by changing the value of either the resistor or capacitor, the change is complete. Same with adjustable timers; by changing the resistor or other timer features, the time is altered.
In other cases a programmable timer may replace an older type and offer a much greater range of adjustments and not be cost prohibitive. Your service provider will be able (or should be able) to offer you options for keeping the door open time current to meet your needs.
Americans with Disabilities Act (ADA) has a minimum door open time required. The formula to calculate that minimum door time is: "The minimum acceptable time from notification that a car is answering a call until the door starts to close shall be calculated by the following equation, but shall not be less than 5 seconds":
T = D/1.5 ft/s (D/455 mm/s)
T = total time in seconds and D = distance in feet (millimeters) from the point in the lobby or corridor 60 inches (1525mm) directly in front of the farthest call button controlling that car to the centerline of its hoistway door. T begins when the signal is visible from the point 60 inches (1525mm) directly in front of the farthest hall call button and the audible signal is sounded.
Remember, a five (5) second minimum is required regardless of the physical setup of hall calls, signals, and elevators in your building for hall calls - not car calls registered in the elevator. We bring this point out because we have been often questioned about elevators having less than the minimum 5 seconds when seemingly responding to hall calls but were actually responding to car calls that have a lesser value on open door times. A passenger may be waiting in the elevator lobby, let's say on the third floor of a five landing building, and had placed a down hall call; the elevator stops, doors open and a passenger exits and the doors close in quick order before the hall passenger can access the car. Why? Well the elevator was continuing in the up direction to serve those upper floors and is not responding to the down hall call, but has delivered a passenger to the third floor. Hall passenger sees elevator action, assumes it for their demand, and reacts accordingly. This scenario is not rare; we've noted it often while performing traffic studies for performance evaluations and code compliance.
We will look at car call door times: ADA requires three (3) seconds of fully open door time in response to car calls. Fully open is taken to mean by us as when the door panels open to or clear the door returns or jambs and clear opening access is granted. Time begins at that point and ceases when the door panel(s) extend into the clear opening area. Do not take into consideration visual and audible signals for car call response door times.
The good news is that these times are adjustable and the 5 & 3 second respectively for hall and car demands are minimums; you can exceed those times as needed to provide for comfort and ease of use for your passengers.
We stand prepared to assist.
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