EWI

The Premier Magazine for the Building Transportation Industry in India
ELEVTORWRLD India
Issue 2, Volume 2
Cover:
Casino Royale
IEEE Tech Forum Coverage
and Selected Papers
www.elevatorworldindia.com
Why be content?...
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CONTENTS
FEATURES:
20
2009
COLUMNS:
Engineering
Project Spotlight
Elevators for a Floating Casino
38
2nd Quarter
Issue 2, Volume 2
26 Mega Elevator Opportunities in India Curtain Raiser

by Rajah Venkatraman
by Suhas Arbune, Mukesh M. Kanodra

and Sandra Pinto
48 Multiple-Car Elevator System

by Masami Sakita
Events
58 Design of a 25-Kilogram Ropeless Elevator Prototype

Using Linear Switched Reluctance Motor
by V. Chandrasekar and Dr. R. Arumugam
IEEEXPO Tech Forum 2009

by TAK Mathews
65
Manufacturers Spotlight
Johnson Lifts
by K Subramaniam
68 Elevator Hoistway Equipment:

Mechanical and Structural Design, Part II
by George W. Gibson
84 Traction in Elevators
by Snehal Toralkar
Industry Dialogue
32 The Parking Situation in India
by Rajesh Jain
DEPARTMENTS:
3
6
8
12
91
92
96
Jobsite Safety
82 Jobsite Preparation An Overview
by Arun Aggarwal
Editors Overview
Market Trends
Comments
Inside India News
52 Globalization and Challenges Faced by the Vertical

Transportation Industry in India
by Pravin Rao
Regional Industry News

Technology
Classified
India Source Directory
Advertisers Index
16 Door Solutions for High-Rise Applications

by Marcello Personeni
34 Green Elevators: Challenges in India
by M. Balasubramanian
ELEVTOR WRLD
ELEVTOR WRLD
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 ELELVATOR WORLD India, an
extensive network of websites, a bi-weekly e-mail newsletter
(Elenet) and the Source, the most inclusive industry directory.
Publishers Anitha Raghunath / Ricia Hendrick /
T. Bruce MacKinnon
International Publishing Co. Elevator World, Inc.
Indian Publishing Co. Virgo Publications
Editorial
International Editor Robert S. Caporale
Indian Editor TAK Mathews
India Correspondents Raj Bajaaj, Mohamed Iqbal
EW Editorial Staff (U.S.) Terri Wagner, David Clothier,
Lee Freeland, Dee Browder, Lindsay Crandall, Monica Tapper
Printing and Commercial Operations
Commercial Directors Anitha Raghunath and G. Raghu (India)
Tricia Cartee (U.S.)
Advertising Sales and Marketing
Anitha Raghunath and G. Raghu (India) T. Bruce MacKinnon,
Lesley K. Hicks, Scott O. Brown, Cleo Brazile (International)
Brad OGuynn (Marketing)
Robin Lawley (Education Products)
Anitha Raghunath, Michelle Hanks (Circulation)
Production and Internet
EW staff (U.S.) Lillie McWilliams, Jessica Trippe,
Ginger Harrell, Bambi Springer, Torri Dixon (IT)
Administration
Anitha Raghunath (India) Linda Williams, Jeanna Kenny (U.S.)
ELEVATOR WORLD and ELEVATOR WORLD India are registered
trademarks and all rights reserved. Copyright 2009. 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, No:132 1st Floor, 5th Cross,
Cambridge Layout, Bangalore - 560008.
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 expressed therein should be tempered
by recognized elevator engineering practices, standards, codes and
guidelines. Publication of any article or advertisement 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 2008
and 2009: February 15, May 15, August 15 and November 15.
Advertising and subscription information is available at
elevatorworldindia.com.
Editors
Overview
Making a Difference
A recent inquirer on the ELEVATOR WORLD Message
Board asked about the benefits of getting QEI certified and
whether his participation in this program would gain him
any knowledge that he could not obtain on his own. This
discussion also raised the issue of whether obtaining this or
any other professional credential in the elevator field would
garner any additional financial compensation for one who
pursues a career in this industry. As with many of our message board discussions, this one turned into an extensive
exchange of ideas that not only offered the inquirer some
specific guidance relative to his initial inquiry, but also
touched on other aspects of being a member of our industry that are equally as important as the financial gain that
one might obtain in it.
During my 45 years in the elevator industry, I have come
to meet and know elevator-industry people from all over
the world. The one thing that they all seem to have in common is that they are all very conscious of the safety and
wellbeing of themselves and others. Certainly, the ability to
make a good living in this industry is important, but because
our industry is so focused on the safe transportation of the
public, coupled with the fact that it is a field that requires a
team spirit to minimize the dangers encountered while
working in the construction field, I have always felt that we
have a good bit of additional concern and respect for each
other and the people who use our industrys products.
As was indicated to the message board inquirer, if its
purely money that you are after, then just getting QEI certified is not likely to do it for you. But, then, neither would
any other degree or certification in and of itself in any profession. Its not what credentials you have, but instead what
you are able to do with the background and knowledge you
have obtained and how you are able to put this to good use.
In the U.S., to become QEI certified, one must have
extensive knowledge of the elevator, life safety and other
building codes and inspection procedures listed in an
American Society of Mechanical Engineers (ASME) published
standard available directly from ASME or from Elevator
World, Inc. (www.elevatorbooks.com). To maintain QEI certification, inspectors have to recertify each year by means of an
exam that continues to test their knowledge of the latest
editions of the listed codes and standards. It is also required

for inspectors to obtain 10 continuing-education units
(contact hours) each year, which can be had by means of
attendance at educational seminars like the IEEExpo Tech
Forum 2009 recently held in Chennai and reported on by
TAK Mathews in this issue of EW India.
During the IEEExpo Tech Forum, numerous papers were
presented by leading industry experts. In addition to the
papers on door solutions for high-rise elevators, multi-car
elevator solutions, challenges faced by the industry and a
rope-less elevator prototype system published in this issue,
the forum showcased papers of similar interest and importance that will be published in a future issue of EW India.
The IEEExpo Tech Forum can be the foundation upon
which an Indian QEI program can be built. This would
serve the Indian elevator industry well and be in the elevator industry equipment providers best interest. More
importantly, it would provide the opportunity for those in the
Indian elevator industry to really make a difference relative
to ensuring the safety of the elevator- and escalator-riding
public throughout India. Nothing could make more of a difference or be more satisfying than that!
c
Elevator Mechanical Design

Principles and Concepts
3rd Edition
By Dr.-Ing. Lubomr Janovsky

Achieve the mechanical aspects of the
design of an electric elevator, as well
as designs implementation. All the
mechanical components of an elevator are discussed in detail and supported by mathematical analyses.
Mathematics are presented in a nonrigorous manner, often with illustrated examples. Stateof-the-art technology information is utilized and drawn
from current manufacturing practices in Europe and
the U.S. This edition, 30% larger, has been revised to
comply with modern practices, worldwide technologies, current codes and methods of calculation.
Hardback, 416 pages.
Regular: $92.00
Subscriber: $78.20
EWI SERVICES
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Comments
KEEPING THE FIRES BURNING

Thank you for the free copy of ELEVATOR WORLD
India. It makes the day of this ex-elevator person of 45
years to read these issues especially seeing the coverage of the technological aspects and progress made in lift
technology.
Keep it up. You are doing a yeomans service.
Trevor Rodericks
tjrodericks@yahoo.com
THANKS FOR EWI
Cover the Basics
Thank you for ELEVATOR WORLD India. It is very

informative and useful for our elevator business. I hope
you will continue sending the issues.
Sirajuddin Patel
Mitsubishi Corp.
sirajuddin.patel@mitsubishicorp.com
L&T CONTACT INFORMATION CLARIFICATION
Devoted to the actual

process of installation,
this book provides
the specific information
you need concerning
safety, material handling,
guide rails, pit structures,
construction wiring,
hydraulics, machine
rooms, counterweight
assembliesand much more!
Sale: US$30
Regular: US$46
Use Coupon Code INSTALL at Checkout
Contact information for Larsen & Toubro Ltd. (L&T)

was listed incorrectly in ELEVATOR WORLD India Issue 1,
Volume 2. The correct information for the company is
Automation Campus, TTC Industrial Area, Shil Mahape
Road, Navi Mumbai 400710; (022) 67226200/300; and
website: www.automation4me.com. EW India regrets
any confusion this may have caused.
We invite comments from our readers at either

the following postal, e-mail or Internet address:
Postal: P.O. Box 6507;
Mobile, AL 36660
E-mail:
editorial@elevatorworld.com
Website:
Order online at:
elevat crbooks.com
ELEVATOR WORLDS ONLINE BOOKSTORE
ELEVATOR WORLD India 2nd Quarter 2009
ELEVATOR WORLD India reserves the right to

edit comments for length and clarity.
LIFT SEMINAR IN MUMBAI
OTIS TO SUPPLY MARATHON DEVELOPMENT
The CAN in Automation (CiA) India Office (Global

Technology) is organizing a Special Technology Seminar
on Lifts during on the week of June 29 in Mumbai.
According to Global Technology, CANbus has been used in
all modern lift-automation applications and has distinct
features, such as:
Use of multiple microcontrollers for localized functionality in compact electronics
Controller Area Network (CAN), with a secured data
communication built into protocol
Use of standardized protocols and standardized profiles as defined by CiA to allow mixing of different vendor subassemblies
Use of encoders for accurate car positioning at every
floor and reduction in electromechanical components
and sensors
Reduction in lift wiring
Easy onsite configuration and reconfiguration
Simple diagnostics for maintenance
The agenda for the seminar includes CAN Networks in
Lift Control Systems; Next Generation System Design
Requirements; and introductions to CAN lower-layer
protocols, CANopen application layer protocols and the
CANopen lift application profile (CiA 417). Speakers will
be from the German lift industry and CiA.
For more information, contact Global Technology at
B-124, Zalawad Nagar, Juhu Lane, Andheri (West), Mumbai
400 058; phone: (91) 22-66995218; fax: (91) 22-28226570;
e-mail: info@globaltechnology.org.in; or website: www
.globaltechnology.org.in.
Marathon Realty has chosen Otis Elevator Co. to supply 20 elevators for a project in South Mumbai. Marathon
Future X is a three-tower development that will house an
information technology and finance park. The complex
includes a central tower and two adjacent buildings, with
30 stories and a height of 120 meters. Otis will supply 16
gearless elevator systems and four machine-room-less
Gen2 elevators. The gearless units will include four
high-speed elevators in the central tower traveling at up
to 4 mps.
101-STORY TOWER PLANNED AT WADALA

Mumbai Metro Region Development Authority plans
to develop a 101-story superstructure at Wadala. Earlier
this year, plans for the project were submitted to Chief
Minister Ashok Chavan for approval. The proposed building will reach a height of 526 meters and include 80 floors
for office space and other commercial, recreational, academic and entertainment facilities. The remaining floors
will be used for parking and other essential services.
RESIDENTIAL COMPLEX
PLANNED FOR BHUBANESWAR
Real estate developer Vipul Ltd. plans to develop an
integrated residential complex, Vipul Gardens, in
Bhubaneswar. The complex will be spread over 10 acres
at Shankarpur Mouza, Kalinga Nagar, and its 578 units
will be in 10 towers, each with 15 floors. Amenities will
include a gym, swimming pool and multifunction hall. As
one of the first high-rise projects in the city, the project is
expected to be completed in three to four years.
TWO CONTRACTS FOR

THYSSENKRUPP (INDIA)
In February, ThyssenKrupp Elevator (India) was awarded
a contract with the Manipal University in India. The company will provide 13 elevators, including 11 TE-E elevators
(two units: 1000 kg, 1 mps; seven units: 1350 kg, 1 mps;
two units: 450 kg, 1 mps), one TE-GL1 elevator (1000 kg,
1 mps) and one dumbwaiter (250 kg, .25 mps) for the
campus. The 11 TE-E elevators, currently under installation, are expected to be completed by August.
Also in February, the International Terminal Building in
Jaipur International Airport was opened. ThyssenKrupp
Elevator (India) supplied and installed five units of FT 823
escalators (two units of vertical rise of 6 m, one unit of
4.5 m and two units of 3 m) and three TE-Evolution
panorama elevators (1600 kg, 1 mps) for the airport.
HYUNDAI/KINETIC JOINT VENTURE

Koreas Hyundai Elevator Co. recently entered into a joint
venture with Indias Kinetic group of Firodias Elevator.
Under the new arrangement, Hyundai will acquire a 40%
equity stake in Kinetic Escalator & Elevator Ltd., which
has been installing and maintaining Hyundais equipment
in India. The name of the venture is Kinetic Hyundai
Elevator and Movement Technologies Ltd. (KHEMTL)
KHEMTL will be the vehicle for Hyundais product range
of fully automatic car-parking systems, platform screen
doors for metro rail transport, automated material-handling
systems, and airport baggage and cargo-handling systems in India. Hyundai and Kinetic have been partners for
10 years, with Kinetic acting as Hyundais exclusive India
distribution partner, catering to the high-rise, high-speed
and premium elevator market. Kinetic has installed
about 1,000 units across India, and 350 additional units
are under installation. Hyundai and Kinetic have a presence at 23 locations in India.
At the signing of the agreement, Manish Motwani, director of KHEMTL, stated:
Hyundais well-established technology and product
range gives us a chance to exploit the fast-growing infrastructure market in India in the fastest possible way. As
Indian economy becomes world class, government
spending on infrastructure as well as private investment
in realty, retail and entertainment segments will continue
to increase. We see a huge market for high-rise, highspeed lifts, escalators and moving walks. Also, with
the infrastructure growing, demand for automated carparking systems, material-handling systems for airports
and industry [and] platform screen doors for metros will
become requirements for every project across the country.
KHEMTL is headquartered at Pune and will market and
service Hyundai products throughout the country.
RAILWAY PLANS
ADDITIONAL 100 ESCALATORS
The Indian Railway Board has approved plans to add
up to 100 escalators at rail stations throughout the country. According to The Hindu, the escalators will be
installed in A category stations. The board sanctioned
the program to help the elderly and others who have
difficulty carrying luggage. It also considered providing
luggage trolleys, but this proposal was not approved.
Dwindling numbers of porters at the station contributed
to the problem the board hopes the escalators will alleviate. Only a few stations currently have escalators. In
addition, officials in some areas requested the board also
look into the possibility of installing elevators in stations.
Delhi Metro is currently the only rail network that offers
both elevators and escalators in its stations.
TL JONES MOVES OFFICE TO

NEW PREMISES IN MUMBAI
TL Jones has shifted its Indian headquarters in Mumbai
to new premises in Hyde Park on the Saki Vihar Road,
Andheri East. TL Jones India moved to this facility with
expanded engineering and service support in November
2008. Local celebrations included a pooja.
Dinesh Musalekar, general manager of TL Jones India,
commented:
With the exponential growth we have had in India in
recent years, it is essential for us to expand our engineering and service capabilities in India to support our
increased customer base, and the two branch offices we
have in Chennai and New Delhi.
BANGALORE METRO PLANS

ADDITIONAL ELEVATORS
Bangalore Metro Rail Corp. (BMRC) is planning more
elevators in Phase 1 stations, as part of its proposed extension of Namma Metro (ELEVATOR WORLD, September
2008). In January, BMRC invited tenders for the design,
manufacture, supply, installation, testing and commissioning of machine-room-less elevators for these stations.
The new number of elevators, to be announced later, will
exceed the original 85 planned for 32 stations.
The move to increase the number of elevators follows
a proposal for the extension of the north-south corridor,
which is under process of clearance from the government. Of the 32 originally scheduled stations in Phase 1,
22 are elevated. Completion for the Namma Metro extension is planned for December 2010.
The new address and contact details are: 202 Hyde Park,
Saki Vihar Road, Andheri East, Mumbai 400 072; phone:
(91) 22-4215-0700/01/02/03; fax: (91) 22-4200-0789;
e-mail: info@tljones.com; and website: www.tljones.com.
Continued
Issue 2, Volume 2 elevatorworldindia.com
Inside
India News
Continued
KONE RECEIVES GOOD DESIGN AWARD

KONE has received the 2008 Good Design award for its
FourSeasons elevator design concept. The FourSeasons
concept is part of the KONE Design collection and combines colors and shades to reflect the seasons and cultural ambiance of different regions. The Good Design
award is presented by the Chicago Athenaeum and the
European Centre for Architecture Art Design and Urban
Studies. The award highlights the best new designs and
design innovations for products and graphics created
between 2006 and 2008.
Tucker
EEST APPOINTS NEW TRUST MANAGER

Shanta Tucker has joined the Elevator &
Escalator Safety Trust (EEST) as trust manager.
The appointment was effective on May 1. With
more than 27 years corporate and social service experience, she will be responsible for driving the initiatives of
EEST. In her last assignment, Tucker
was with HCL Technologies Ltd., where
she was responsible for quality implementation and audits. In her spare time,
Tucker is actively involved in supporting
more than 30 families infected with
and/or affected by the human immunodeficiency virus (HIV).
FATAL LIFT ACCIDENTS REPORTED

Two people died as a result of injuries they sustained
in elevator accidents that occurred within a day of one
another. Both incidents involved elevator cars moving
unexpectedly.
The first accident occurred in an office building in
Gurgaon on April 7. A 24-year-old man was a pinned
while attempting to leave a stalled elevator that began to
move. He died April 10 as a result of the injuries he sustained in the incident. According to The Indian Express,
the elevator in which he was riding stopped, and after he
reported the incident, a maintenance officer instructed him
to open the car door so that he could be rescued from the
floor above. Police are investigating the incident.
On April 8, a woman was fatally injured when the elevator car she was boarding began to move, and she was
pinned between the roof and doors of the elevator. This
incident occurred in the apartment building in which the
woman lived. The building is located in the Saket Nagar
area of Indore. According to India Today, the police have
registered a case of negligence in the incident.
10
FIVE-BUILDING MARVEL
DIVA APARTMENT PROJECT
The INR3.5-billion (US$67.9-million) Marvel Diva apartment project is being developed in the busy Hadapsar
zone near Pune on Magarpatta Road. Marvel Realtors
and partners are at work on the development, which is
spread across 11 acres and will be comprised of two-,
three- and four-bedroom apartments. Only 30% of this
area will be used for construction, with the rest allocated
to landscaping and other amenities such as swimming
pools, a clubhouse and a gym.
According to Marvel CEO Vishwajeet Jhavar, The
Marvel Diva project would have 110 luxury apartments,
spread across five buildings with 11 stories each. There is
a huge scope for super luxury apartments. He stated that
the super-luxury housing market in India accounted for
8% of the total market, with only 0.1-0.2% of it available
to potential buyers.
The five buildings offer just two apartments on each
floor, providing enough space to lounge around in the
privacy of your space with automated apartment management systems, touch-screen panels and remote controls,
Jhavar continued. Privacy is a goal of the apartments, and
some are offered up to 6,000 sq. ft. each. The projects
first phase, covering 300,000 sq. ft., is to open by June.
Marvel Realtors five partners, with experience in engineering, construction, electronics and automation, have
also been marketing the INR9-billion (US$174-million)
high-tech commercial project Marvel Edge and the
INR6-billion (US$116-million) luxury apartment complex
Marvel Zephyr (with only one apartment on each floor)
that opened in Pune in October 2008.
MOST CONTRACTS FOR

DELHI METRO FINALIZED
Reliance Infrastructure recently announced that it has
finalized most of its contracts for its Delhi metro rail link.
Reliance Infrastructure has a 95% equity stake in the
Delhi Airport Metro Express, a special purpose vehicle
that has a 30-year concession to design, build, finance,
operate and maintain the 22.7-km rail link. Spains CAF,
which will provide for eight trains beginning in January
2010, owns the remaining stake in the joint venture.
KONE will supply the lifts and Schindler will supply the
escalators and check-in equipment for the project, which
should be completed next year.
c
Inside
India News
Send to the editor: P.O. Box 6507, Mobile, AL 36660;

fax: (1) 251-479-7043; or e-mail: editorial@elevator-world.com
WE COULDNT WRITE THE BOOK ON

CALCULATING ROPE LIFE, BUT WE ARE DOING
ALL OF THE MATH FOR YOU ONLINE.
Now you dont need to
master the calculations of
Dr. Klaus Feyrer, of the University
of Stuttgart (an acknowledged
leader in the field of rope
technology and the author of
Wire Ropes : Tension, Endurance
and Reliability ) to accurately
calculate rope life expectancy.
Instead you can go online and
let Brugg RLP (Rope Life
Predictor) do the work for you.
This sophisticated program walks you through the process

using your specific system data and converting it into on-target
predictions. Brugg RLP even accounts for key variable factors
and the multiplicative effects of rope (and core) designs, sheave
diameters and groove profiles, reverse bends, elevator car/rope
velocity, rope tensioning and load effects, and /or the degree of
maintenance and lubrication expected. Seriously, it pretty much
thinks of everything so you dont have to.
t RLP calculates the discarding number of bending

cycles with 95% certainty that at least 90% of the ropes
will reach the calculated bending cycles.
t With RLP you can contrast scenarios to see which rope
best fits your needs and then view how those choices will
impact budget outlays using a cost benefit analysis.
True, Dr. Feyrer wrote the book on calculating rope life

years ago. Brugg has turned his work into a tool anyone can
use. And as accomplishments gothats not so bad.
www.bruggrope.com
info:elevatorrope@brugg.com
Brugg Wire Rope,LLC
Brugg Wire Rope,LLC t 1BSSJTI %SJWF t 10#PY t 3PNF (" 64"
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China
Indonesia
NEW WORLD CENTRE REDEVELOPMENT

PLANS CONSIDERED
STUDY FINDS INCREASED

RISKS WITH SUPERBLOCK
A developer is considering plans to add a high-rise

hotel to the New World Centre in the Tsim Sha Tsui section of Hong Kong. According to China Knowledge, New
World Development could spend up to HKD3 billion
(US$387 million) redevelop the east wing of the complex.
The addition would include a 63-story hotel and commercial property, with a three-level basement. The redevelopment of the east wing is expected to exceed 1.3 million
square feet. The complex currently includes two hotels,
with 19 and 16 floors, respectively.
In addition to the hotels, the New World Centre includes a six-level shopping center, a 15-story residential
building, a parking facility for 1,800 vehicles and two
office towers, 19 and 17 stories, respectively. As it is now
constituted, the total gross floor space for the complex is
about 2.5 million square feet.
A study conducted by a team of researchers from

Tarumanegara University has concluded that large blocks
of commercial development, also known as superblocks,
violate spatial planning regulations in Jakarta. The team,
which included researchers from the field of architecture,
city planning and real estate, found that these violations
can increase the risk of land subsistence in the city. The
study covered the development of shopping centers during the 40 years that ended in 2005.
According to The Jakarta Post, there have been several
shopping centers developed in clusters around the capital in the last 10 years, including those at Mangga Dua,
Kelapa Gading, the Hotel Indonesia traffic circle, Blok M,
Senayan, Tanjung Duren, Puri Indah and Casablanca.
Many were built with building floor coefficients (KLBs)
two-four times greater than the standard. The KLB is
the standard for determining the maximum land area
required for the floor space of a building.
SHENZHEN TO GET ONE OF

CHINAS TALLEST BUILDINGS
Ping An Insurance Group is planning a new office
tower in Shenzhen that aspires to be the tallest building
in the country. It is to contain 115 stories and be 646
meters high. The total required investment is to be around
HKD11.3 billion (US$1.5 billion). According to an announcement by the local government agency Shenzhen
Environment Project Service Center, construction is
scheduled to start as early as the first half of 2009 and
end by 2014.
If built as planned, the tower will be taller than the
492-meter Shanghai World Financial Center and 632meter Shanghai Tower. Richard Sheng Ruisheng, Ping An
spokesman, stated that the move will help save money,
since rental charges accounted for a significant portion of
the groups recent operating expenses in past years.
Regional
Industry News
Send to the editor: P.O. Box 6507, Mobile, AL 36660;

fax: (1) 251-479-7043; or e-mail: editorial@elevator-world.com
12
Japan
TWO HIGH RISES TO BE BUILT IN TOKYO
According to a renewal plan drawn up by Shochiku
Co., a 29-story building and a four-story theater will be
constructed at the site of the historic Kabuki-Za Theater
after the structure is demolished. The high rise is planned
to be 150 meters high, one of the tallest in the citys Ginza
district, and will be modeled after the current structure.
Though an official decision on the project wont be made
until this summer, construction is planned to begin in
October 2010 and finish in March 2013.
Additionally, Kajima Corp. has announced that it will
build a 30-story high rise at the site of its former headquarters in Tokyos Minato Ward. With 53,900 square
meters of floor space, the building will be divided into
office, residential and commercial space. Construction
began in December 2008 and is planned for completion
in November 2011.
Malaysia
RESIDENTIAL PROJECT
PLANNED FOR DANGA BAY
Global Corporate Development Sdn. Bhd., a joint venture between Iskandar Waterfront Development Sdn.
Bhd. and Danga Bay Sdn. Bhd., has begun construction of
a residential project in Danga Bay. The project is scheduled for completion in 2012.
Oakwood Residence Johor will be housed in a 28-story
tower and offer 230 fully furnished luxury units. The
Iskandar Residences will consist of two other 38-story
towers, offering a total of 523 residential units for sale.
All three tower blocks would be incorporated into a sixstory podium that will offer shopping space as well as
food and beverage facilities.
Philippines
34-STORY BUILDING TO RISE IN MANILA
Cityland Development Corp. (CDC) has announced
plans to construct a 34-story commercial/office/residential building on Jorge Bocobo Street in Ermita, Manila.
CDC stated that the building will be equipped with a
variety of studio, one-bedroom, two-bedroom and threebedroom units, function rooms, and a swimming pool,
gym and multipurpose deck.
CDCs projects include medium- to high-rise office,
commercial and residential condominiums in Makati City,
Mandaluyong City, Ortigas Center, Manila and Pasig City.
CDC and its subsidiaries projects include the Cityland
Makati Executive Towers I, II and III, Corinthian Executive
Regency, Manila Executive Regency, Pacific Regency,
Grand Emerald Tower, and the Pasig Royale and Oxford
mansions.
Portugal
Singapore
CABLE CAR SYSTEM FOR SENTOSA ISLAND
Developers are planning a cable car system to serve
Sentosa Island. The new system will replace the existing
island bus service in 2011. The cable cars are expected to
carry 1,400-5,000 passengers per hour in one direction at
speeds of 4-6 mps. Four stations are planned, although
an extension to Fort Siloso is possible.
The above-ground system is part of Sentosa Leisure
Groups plan to overhaul the transport system on the
island to ensure that it can handle the increased crowds
expected when Resorts World at Sentosa opens in 2010.
Up to 30,000 people visit Sentosa each day during peak
season, but that number is expected to increase to more
than 100,000 daily when the new resort opens.
Continued
LISBON METRO MODERNIZATION

Wittur has been selected as one of the main components
suppliers for the upcoming Lisbon Metro modernization
project. The companys glass-framed doors are being
installed in place of the previous stainless-steel ones to
offer enhanced security and comfort to the metros
500,000-plus daily customers.
In the project, Wittur is providing a consistent door
look for elevators built in different stages by different
manufacturers. It is supplying glass-framed car and landing doors in both standard and fire-cutting execution. The
Lisbon Metro has been in operation since December 29,
1959. Its four subway lines total about 39 kilometres in
length and comprise 50 stations.
Visit the Safety Contest page on

http://safety.elevator-world.com
for your chance to spot the safety
hazards and win! A new photo will
be posted every two weeks.
WHATS WRONG WITH THIS PICTURE?
13
Regional
Industry News
South Korea
HYUNDAI OPENS NEW TEST TOWER
On April 15, Hyundai
Group Chair Hyun Jeong-eun,
Hyundai Elevator President
and CEO Song Jin-chul and
other officials celebrated the
completion of a 205-metertall test tower in Icheon,
Gyeonggi. Hyundai designated the tower Hyundai
Asan Tower after the pen
name of the late Chung
Ju-yung, the founder of the
Hyundai Group. The facility
at the base of the tower was
named the Chung Mong-hun
R&D Center after the former
president of the group who
died in 2003. He was also the
husband of the groups current chair.
Continued
The overpass was installed at a height of 6.5 meters and

spans 48 meters across the road. The bridge is comprised
of a structural steel frame, equipped with steel deck flooring and a metal panel wall with roof cladding.
Sahara Centre Managing Director Jean Pierre Nammour
said of the completed project:
The new pedestrian bridge is now operational and is
a significant step towards providing an easy, safe and
convenient option to the residents living in the Al Nahda
neighborhood. We are also thankful to various government departments for their support and cooperation in
this endeavor.
Commenting on the opening, Sahara Centre Marketing
Manager Rima Chammas added:
The bridge will not only avoid accidents but will also
help control traffic congestion during peak hours and
over the weekends. People living in the Al Nahda area
opposite Sahara Centre can now have easy access to the
mall through the pedestrian bridge.
The walkway bridge is part of Sahara Centres expansion plans with the AED4-billion (US$1.1-billion) Sahara
City project. The Sahara City project will more than double
the size of the current mall.
The Hyundai Asan Tower
MEMON CONTRACTS ETA MELCO
Jeong-eun, chairwoman of the

Hyundai Group
The tower is equipped with

five elevator cars, with speeds
up to 600 mpm. Det Norske
Veritas, an International
Organization for Standardization accreditor, certified the
AC gearless traction machines
on April 3. In September,
Hyundai plans to add two
more elevator cars that will
travel at a speed of 1,080 mpm.
United Arab Emirates

PEDESTRIAN BRIDGE
COMPLETED IN SHARJAH
The developers of the Sahara Centre in Sharjah officially inaugurated the Al Nahda pedestrian overpass on
March 7. The bridge is accessible by elevators and staircases from both sides. Commuters can now cross the
busy Al Nahda Road using the walkway and gain direct
access into the retail mall. The bridge was installed in
February under the supervision and guidance of a team of
professional engineers appointed by the Sahara Centre.
14
ETA Melco recently won an AED1.52-million

(US$413,853) elevator contract from Dubai-based property developer Memon Investments for its Champions
Tower IV project. The contract involves the installation of
four high-speed Mitsubishi elevators within the AED450million (US$122.3-million) tower. The contract includes
routine maintenance and 24/7 emergency breakdown
support for two years from ETA Melco.
The partnership marks the third contract awarded by
the developer to ETA MELCO, a joint venture with ETA
and Mitsubishi Electric Corp. It follows a recent elevatorinstallation agreement for Champions Towers II and III
(ELEVATOR WORLD, November 2008). The Mitsubishibranded lifts will incorporate variable-voltage, variablefrequency technology. They will also feature advanced
group control with artificial intelligence and fuzzy logic
technology, which will facilitate energy efficiency and
reduced waiting time through effective car allocation.
Furthermore, automatic hall-call registration will automatically assign another car if one car cannot carry all
waiting passengers, while peak traffic control directs cars
across the 20 floors to where traffic is heaviest. The
entire process is expected to be completed within 20
weeks after the delivery of materials and completion of
the hoistway.
United Arab Emirates

THYSSENKRUPP TO EQUIP LATIFA TOWER
The developer of the Latifa Tower in Dubai has selected
ThyssenKrupp Elevator to supply two TWIN systems, with
a total of four cabs, and 17 conventional elevators for the
mixed-use high rise. Upon completion of the 210-meterhigh residential and office
building, these will be the
first TWIN elevator installations in use in Dubai. The
upper TWIN cabs in the 210meter-tall tower will travel
in the shafts at up to 6 mps,
while the lower cabs will
reach a speed of up to 4 mps.
In addition to the two
TWIN systems, two of the
17 conventional elevators
are also suitable for use as
TWINs. If needed, they can
be extended into a complete
TWIN system through the
installation of a second cab.
In the Latifa Tower, as in
all buildings with TWINs, an
intelligent destination selection control system from ThyssenKrupp Elevator will also
be used in the building. The project is expected to be
completed in 2010.
will offer industry professionals a multitude of educational sessions covering several industry-related topics,
from new technologies to safety issues to business management. Topics will include, but are not limited to:
Elevator Preventive Maintenance
Compliance Monitoring of Maintenance Requirements
in A17.1-8.6
A17.6 Suspension Means
Elevator/Escalator Plans for National Disasters
Alternative Testing
Elevator Traffic Analysis
Seismic Zone
Rack & Pinions
Hoistway Pressurization
Elevator Brake Systems
Trends in Existing & Future MRL
Inspecting MRL Installations
Replacement of Hydraulic Power Units and Controllers
Recent Trends
Elevator Modernization
Become a Preferred Subcontractor
Sales Training
Job Invoicing
Customer Contracts
Activity Based Accounting, Collections and Small
Business Management
Fore more information, contact United at website:
www.unitedconvention.com.
c
Vietnam
SOVA HOLDINGS DEVELOPING
DONG NAI PROJECT
Malaysia-based Sova Holdings Sdn. Bhd. and Thai
Duong Co. plan to break ground on a mixed-use development in April. The project is planned for the Nhon Trach
District in Dong Nai. The eight-hectare site will include
four 13-story apartment buildings and other residential
units, plus two 15-story office buildings, a 200-room hotel
and other amenities. The developers expect the project to
be completed in 2012.
Worldwide
EDUCATION PLANS SET FOR
UNITED IN ORLANDO 2009
The United Education Committee has put in place the
education program for United in Orlando 2009, to be held
on September 20-23 in Orlando, Florida. The program
15
Technology
Door Solutions for High-Rise Applications

by Marcello Personeni
Nowadays, were facing more and

more concentration from rural zones
toward cities, and this presents the
big issue on where to host new people and companies. One solution is
going high, and thats why high-rise
buildings are more and more present. As a consequence, important
issues involving people safety, fire
insulation, evacuation, traffic moving and goods transportation are
growing, and in this sense,
lifts and lift-door designing
become critical issues.
150 m). Buildings over 491 ft. (150

m) are classified as skyscrapers. The
average height of a level is around
13 ft. (4 m) high; thus, a building 79
ft. (24 m) tall would comprise six
floors. When dealing with elevators,
the concept of the high rise sounds a
bit different and is commonly related
to lift speed. Until a few years ago,
the border between standard elevators and high-rise elevators was
Market Overview
Presented at the
Marcello Personeni is
vice president of Marketing
for Sematic Group, CEO of
the Sematic China factory
and in charge of Sematics
strategic and operational
marketing and business
development. He holds a
bachelors degree in Engineering with a master in Business Strategy.
16
On average, the world

construction industry is
growing 5.5%; in the meantime, urbanization levels
and concentration are getting deeper. Statistics show
that in the most populated
cities of the world, there is
one building per 200-1,500
inhabitants. If we look at the
Indian market, for example,
there is one building per
1,000-100,000 inhabitants
(e.g., 13,000 in Mumbai and
39,000 in Bangalore), roughly
showing that concentration
is lower and that theres
still room to increase. Due
to the reduced available
space in urban areas, building higher structures becomes a must, and this
opens the doors to a new
set of competences needed
to move people and goods
inside buildings.
High-rises are buildings
between 75 and 491 ft. (23-
The Landmark East office tower in Hong Kong is part of a

40- and 43-story complex and an example of the ever-growing
upward trend of urban buildings.
An Example of
Sematic High-Rise Doors
The Sematic 2000 B-HR is
intended for high-rise applications in stressful environments.
Its features include:

Standard door posts boxed
frame: 100 mm
Belt-driven operator with a
The Sematic 2000 B-HR
has been designed for
230-VAC optical encoder constressful applications.
troller motor with SDS
AC/variable-voltage, variable-frequency brushless
HV-MV technology
Car-door locking device (EN 81-1/2 compliant)
CEDES detecting system
Real-time moving mass calculation
Soft degradation at overload
Battery backup
Active clutch
Increased and reinforced rollers
Larger belts
Metal pulleys
Pulleys, belts, rollers designed for noise reduction
Spirator
Aluminium bottom track
Adjustable brackets (30 mm)
The following finishes are available:

RAL 9005 (standard) powder coating or other RAL
colors
Stainless-steel claddings
Skin plate claddings
Framed glass panels
The International Commerce Centre in Hong Kong is one of many new mega
towers.
the speed of 2.5 mps. Nowadays, we have a more structured segmentation: 2.5 mps is a standard speed, 4 mps
is considered the speed for a commodity high rise, 6
mps for a high rise and 10 mps for high speed. Some lifts
run even faster than 10 mps.
Thus, 6 mps has become a normal speed, which is
going to get even higher. Designing, building, installing
and maintaining lifts for high rises is not easy, since high
performances are often coupled with strict constraints.
Design must take into consideration issues and effects
that are normally not significant in ordinary buildings,
Continued
due to low speed and air flows.
Whether you are around the corner ...

or around
the world
Optional features are:
50-mm basis
Angle frame
Hidden bottom track
Car door apron
Air seal construction (landing)
Landing door pre-cabling
Memco detecting system
Landing-door mechanism cover plate
Counterweight
elevat crbooks.com is your online source for educational

products for the building transportation industry. We provide comprehensive customer support services as well as worldwide order
distribution.
Visit us and see for yourself!
elevat crbooks.com
Phone: (251) 479-4514 E-mail: sales@elevator-world.com
17
Technology
Continued
From an elevator components supplier viewpoint, we

at Sematic Group must stress that in such situations, its
very important to pay attention to lift doors, since they
are the most critical device in terms of people safety and
affect overall system performance; therefore, one of the
main concerns is letting door systems work in optimal
conditions.
Lets define the variables that have impact on door
systems. The first group includes variables identifying the
status of the building in terms of structural details (height
of the building, population, flow management, etc.). Each
of these variables is responsible for specific effects. For
example, the height of the building (i.e., of the shaft well),
determines air pressure, which generates the stack and
piston effect. In such tall shaft wells, in fact, pressure can
be so high that it may be difficult for doors to close in the
last part of their closing phase, resulting in plant reliability problems if not properly managed.
The next step is considering door-specific variables,
related to performances as they are by factory or by
project: performance required in terms of opening/closing
cycles, quality perceived (noise, vibrations and smooth
profiles), reliability both in terms of callback rate and
www.elevator-jobs.com
Jobs available worldwide
in the Elevator Industry
preservation of performance and quality in time, aesthetics

(i.e., design and flexibility to suit different claddings and
executions, and the ability to master glass), efficiency
of the supplying system (order processing, shipment
handling and installing time) and integration with other
systems (for example, monitoring and building-automation
systems).
The influence of external factors must not be undervalued, as they affect door design and thus construction.
These variables are normally codified in standards, norms,
recommendations and specifications, and strongly affect
door systems. Fire and smoke regulations are probably
two of the most critical topics, which also happen to
impact the construction of the door system). International
working groups are moving ahead in this sense. For
example, a specific working group ISO TC178/WG6 is
working on evacuation in case of fire.
One of the most impressive topics in lift transportation
systems for high-rise applications is traffic management.
Such huge buildings host a lot of people, and its important
to move them safely and fast. Lets now have a look at
how a simplified flight time between two stops can be
modelled this way. For the sake of simplicity, lets consider
the lift already full of people and ready to leave the floor:
Door closing time
Acceleration time: The time the lift spends to reach its
maximum speed; whether the maximum speed is
reached depends on the path length between the two
stops.
Top-speed running time: Time spent at the maximum
speed (typically 5-6 mps, as in standard condition)
Deceleration time: Time for the lift to stop
(UK / South Africa / Middle East /

Europe / India)
skyline indiarecruit.com pvt. ltd.
18
40 floors
20 floors
10 floors
E-mail: elevators@indiarecruit.com
5 floors
Tel: (+91 22) 26558076, 26410877
1 floor
44-Deccan Court, 259-SV Road,

Bandra W, Mumbai 400050
Figure 1: Relative composition of flight-time, in which we considered a 40floor (4-m-per-floor) high-rise building and typical lift performances (at 6
mps) with a standard high-rise door
Door opening time

The five simulations shown in Figure 1 have been carried
out considering a 40-floors building with a 4-m inter-floor
distance. The number of floors between lift start and stop
is shown on the X axis. In the first simulation, we considered a single-floor stop; in this case, theres not enough
room for the unit to reach the top speed (i.e., there are
only acceleration and deceleration phases). The contribution of lift maximum speed becomes significant only at
10-floors-plus runs. An initial conclusion is that for short
and medium distances (up to 10 floors), door speed can
contribute up to 50%. Of course, with longer distances,
the top-speed running time becomes more important.
Therefore, its important to optimize both lift and door
performances in order to get the best results, not focusing only on lift speed. All of these considerations have
been taken out for a single run, but when considering
multiple runs, if a person is waiting at the ninth floor for
a lift leaving from the ground and stopping every three
floors he or she will perceive lift performances three
times, and this is only one trip. This model is merely a
simplification; it does not consider, for example, time
spent to fill/empty the lift, but it can give an idea of the
complexity of the problem and factors that that impact
performance.
About Sematic and Its Products

Sematic is making R&D efforts with dedicated resources and structures for designing and testing mechanical and electrical components for door systems. The
company, founded in 2000, dates its origins back to 1959.
The group offers components and complete elevator systems to the international market.
Sematics door drive controllers special features include separately adjustable opening and closing speed
profiles with five factory presets; real-time moving mass
calculation algorithm (the door controller automatically
adjusts the closing speed when different panel masses
are present in same lift installation); soft degradation at
overload (if the system operates in conditions with excessive frictions of components or deformation, the door
controller automatically downgrades the speed profile
in order to have lower power consumption during door
movement); standby mode (in case of closed-doors parking, engine power is switched off, resulting in reduced
power consumption); battery backup through an optional
battery mounted on the door controller, in order to keep
the door position stored in memory (autonomous for two
hours); super-caps (for an uninterruptible power supply)
to keep the clutch folded for 15 seconds during a high-
An elevator lobby in Greenland Plaza Zifeng Tower in Nanjing, China
speed emergency stop; a brake resistor on the controller

to improve door deceleration and allow an immediate
stop in case of special events like alarms or power loss;
additional door-closing contacts, allowing the controller
to recognize the door-panel closure even during a reset
or self-learning cycle; and direct Bus connection (the
controller is prearranged to interface with main Bus standards, making it easy to connect specific hardware and
software interfaces).
c
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19
Project Spotlight
The Casino Royale

houses one of Indias
largest floating casinos.
Elevators for a
Floating Casino
by Suhas Arbune, Mukesh M. Kanodra and Sandra Pinto
Casino Royale, perhaps the largest floating casino in India, on Goas

Mandovi River, is owned and managed by Highstreet Cruises and Entertainment Pvt. Ltd. With the companys high gaming standards, the casino
offers the enjoyment of gaming in a unique and stylish atmosphere on an
offshore vessel with seven-star facilities.
The casino is housed in a ship with 50 gaming tables and over 30 slot
machines, offering a helideck for its high-profile clients. With its restaurants and entertainment areas, the ship also has rooms and suites to house
guests who want an extended gaming session.
In designing the interior of the casino ship, the greatest challenges were
utilizing the limited space within the hull and giving the interior a sevenstar luxurious look. To meet these requirements, ample use of glass and
lighting was inevitable. With steel walls and clumsy space, it was necessary to camouflage every obstruction with murals and paintings, and to
have lights focused on them. The elevator also became an integral part of
the lobby.
The next challenge was how to merge this equipment with the lobby
dcor without getting impressions of earmarked passages, and to give the
feeling of a royal welcome to guests. Architect of the project Kunal Mody
Continued
20
Elevators for a
Floating Casino
The lobby gives visitors the feeling of a royal welcome.

Continued
contacted TAK Consulting to get suitable solutions. TAK

Consulting then contacted S.M. Hajela, managing director of Lift Systems (India) Pvt. Ltd., who has brought the
concept of hydraulic elevator to India. Lift Systems is a
joint venture company with two foreign companies, GMV
SpA, Italy, and Tecnolama, Spain.
The hydraulic elevator has a distant and separate drive
mechanism, i.e. hydraulic power pack and cantilevered
car frame, which gives freedom to use four sides including the top. This not only makes the structure compact
but also eliminates the requirement of counterweights.
Zeroing on hydraulic elevators not only hid the structure
but also helped in planning by putting the power pack inside the ships panel room away from the lift shaft.
Hajela, having taken the responsibility of completing
the balance requirements, had to coordinate with the
various statutory agencies, as this was the first installation of its kind ventured by an Indian team. It was crucial
that all local codes and shipping codes were met. Sandra
Pinto, sales manager, Lift Systems, collected and answered queries from various agencies, convincing all involved to meet the statutory requirements. This further
called for redesigning the power pack, which GMV SpA,
Lift Systems technical partner, supplied.
In compliance with the operating requirements under
continuous vibration, rolling, pitching and heaving the
very nature of a floating ship the specification for the
22
hydraulic equipment was worked out. The storage

tank was designed to prevent hydraulic oil spillage
and withstand rolling of 45 and pitching of 5.
Hajela concentrated on the most visible part of
the assignment, the cabin. He and Mody looked for
suitable designs available with cabin manufacturers
in India, though Mody found most of the designs fell
short of his vision for the lobby.
Keeping in mind Modys vision, Suhas Arbune,
technical director of M/s Revathi Enterprises, designed a special car for this high-profile project. Revathi Enterprises supplies various elevator assemblies to multinational companies and specializes in
panoramic cabins of various shapes, high-quality
manually operated swing and telescopic doors. This
project was an opportunity for the company and for
Arbune to design and provide a complete solution
for such a tricky requirement. Arbune was given
freedom in visualizing and designing the cabin, and
also in selection of appropriate finishing material.
While designing this cabin, the first concern was
how to support the glass without help from standard
glass hardware, supports and fasteners. The 1,500mm X 1,500-mm X 2,400-mm area was big enough
to leave on contemporary fittings and still meet onboard conditions like vibration and awkward tilting.
Any visible support had to merge with lobby dcor
without obstructing the view of the murals planned
on the rear and side walls. The wall, facing the
lobby, was full glass with 2.5-m X 5.5-m space behind it to accommodate two elevators.
The two elevators to be housed behind this glass
were not meant to look like something added between the glass and the far wall that was to be covered with murals with gold-bronze finish, so goldfinished steel was selected for the cabin. A glossy,
mirror finish was too reflective and distracting, and
a complete matte finish would have caused obstruction. A matte-mirror striped finish was best suited
for this.
The elevators have a gold finish to complement the lobby dcor.
The next challenge was camouflaging the car frame

structure underneath the cabin. The striped finish was
suitable for slender sections, but the 500-mm X 1,500-mm
X 500-mm base was too big to cover with the striped finish without getting highlighted. A combination of 200mm-wide striped supporting glass in the bottom section
with a 300-mm mirror-gold-finished canopy achieved the
desired effect. From the bottom, a full mirror-finished
gold cover was chosen to reflect the murals on the side
walls and cover empty space left behind by the elevator
going up.
The next task was to complete the inner cabin, including the handrails and front panels. The handrail sections
have a striped finish sheet without separate brackets or
hardware to give it the feeling of a separate entity. Corners were imagined as if one piece pierced through the
other and became a part of the vertical piece supporting
the glass. The front panels lead the handrail across to the
other end. The car operating button is also embedded
into the front panels. The final effect maintains the homogeneity of the dcor as though the cabin has been
molded out of striped gold stainless steel.
The entire cabin then had to be integrated. The materials were so highly finished that cutting, forming or joining the various pieces together had to be done precisely,
matching the stripes and continuity of aesthetics without
leaving gaps at the joint or allowing any holes or slits.
Thanks to laser technology with its intricate designs and

precise shapes, cuts were made to form fit pieces without
the need of separate hardware. This also helped to reduce hardware usage, limited to load-bearing joints.
In order to demonstrate the design and overall assemblage, a full-size prototype was made in mild steel. Glass
was assembled inside the cabin with ease. All glass seats
were provided with polycarbonate channels to enable
free movement of the glass within the frame, without exerting undue pressure on the cabin structure should there
be any awkward jerks. With no margin for error, great
care was taken while processing this costly and delicate
material.
Sagar Construction Lifts (India) Pvt. Ltd., a company
that specializes in construction lifts for people and materials in high-rise buildings, home lifts and custom-built
lifts, constructed the lifts for the casino. The company has
constructed lifts for more than 300 towers up to 40 floors.
The promoter, Mukesh Kanodra, has 35 years experience
in the elevator field and specialized skill to meet engineering challenges. Even so, the adjacent lifts on this site
proved a great challenge for the Sagar team.
This site was different from other sites where Sagars
personnel has worked. Floating on water, inside a steel
enclosure with optimum use of space, left limited free
space for installation. With the help of cranes, the elevator equipment was hoisted into the hull from the top of
Continued
23
Elevators for a
Floating Casino
Continued
the ship to avoid the crisscrossed steel running from

every angle. This was difficult with welding, carpentry,
wiring and air ducting going on in the surrounding area.
Erecting and commissioning an elevator in a ship in
dry docks has many constraints. Raising the piston, and
placing and aligning the guide rails is quite a task. The
Credits
Ship Builder: M/s Waterways Shipyard Pvt. Ltd.
Consultant: TAK Consulting Pvt. Ltd.
Inspector Agency: DG Shipping
Drawing Approval: Indian Register of Shipping
Naval Architect: AMC Marcons
Contractor: M/s Sagar Construction Lifts (India) Pvt. Ltd.
Principal Suppliers:
(1) M/s Lift Systems (India) Pvt. Ltd. GMV hydraulic components; parts of automatic door with Fermator variable-voltage, variable frequency module; and
Panachrome multicolored safety curtain (TL Jones)
(2) M/s Revathi Enterprises full glass cabin, glass panels
and frames
Standards to meet:
IS 14747 : 1999 ISO 8383 : 1985
EN 81.1 Euro Standard (sea worthy)
layout of the power unit was required to be in accordance

with the ships plan, which was not ideal nor in proximity
to the shaft as required in a normal elevator. The flexible
pipe was made to penetrate through watertight bulkheads by means of special types of fittings without disturbing the structural pieces.
Suhas Arbune is technical director of Revathi Enterprises. Arbune is a mechanical engineer who did his
postgraduate work in industrial engineering. He has
worked as an industrial engineer for almost 15 years.
He also has expertise in tool and product design.
Mukesh M. Kanodra is managing director of Sagar

Constructions Lifts (India) Pvt. Ltd. Kanodra graduated
with a degree in electrical engineering from Mumbai
University and has more than 35 years of experience in
the elevator industry in with customized lifts. He is a
leader in construction of lifts for people and materials
for high-rise buildings.
Sandra Pinto is sales manager of Lift Systems (India)

Pvt. Ltd. Pinto graduated from Mumbai University and
has worked with Lift Systems for the past 10 years.
Revathi Enterprises
SOURCE
Precision Engineering
solutions provider
with worldclass
Sheet Metal
Fabrication setup.
24
DEFINED
ISO 9001:2000
REGISTERED
FIRM
Product Range:
Elevator Cars, Doors, Frames and Assemblies.
Architectural projects
High stress withstanding welded assemblies
conforming to EN ISO 3834-2 standards
Madhuban, F-Wing, 1st Floor, W.E. Highway,
Near Dahisar Telephone Exchange,
Dahisar (E), Mumbai - 400 068. India
Tel: 91-022-2897 2184 / 3184. Fax: 91-022-2897 8643
Website: www.revathienterprises.com
Contacts :
Marketing: Mr. Hemant Tawde
Cell: +919821018466 Email: hctawde@gmail.com
Engineering: Mr. Suhas Arbune
Cell: +919422475891 Email: revathi.entp@gmail.com
Engineering
Mega Elevator Opportunities in India

Curtain Raiser
Rajah Venkatraman, Fortune Consultants Ltd., Asia
This paper was presented at

Thessaloniki 2008, the International Congress
on Vertical Transportation Technologies and
first published in IAEE book Elevator Technology 17, edited by A. Lustig. It is a reprint
with permission from the International
Association of Elevator Engineers
(website: www.elevcon.com).
Key Words: Population, elevators, buildings, towers
ABSTRACT
Another logical prophecy There
is great explosion waiting to happen
in elevator industry in India. The
prediction of sudden spiraling of
demand explosion and such requirements driving the opportunities for the
elevator industry is detailed in given
with full statistical data. The ways of
working in India is explained to the
benefit of industry people to participate in such golden opportunities.
Reviewed Statistics for:

Elevator demand: for new buildings and existing buildings (due to
reasons) and types of Elevator /
components requirements
Supply opportunities to meet demand: For major / minor / component
/replacement / maintenance players
Arrangements by manufacturing
/ Distribution from overseas arrangement governmental regulation, the
support structure, labour structure,
the costing for these
1. ANALYSIS OF
ELEVATOR REQUIREMENT
Rajah Venkatraman is the Director of Fortune

Consultants Ltd. in Asia with offices in Dubai, Abu
Dhabi and India. He is a graduate of Engineering
from the reputed Indian Institute of Technology.
He underwent a course at the reputed Indian
Insitutute of Management and a Course in International relationship at the Bombay University. He
had started in the elevators industry with Otis in
the Mid 70s then worked with Mitsubishi.
26
There is logical reasoning of the

huge elevator requirement that is
happening in India. The different
sectors of elevatorings industry can
use this opportunity to be part of this
happening. The ways to set up an
establishment is also explained and
also the approximate costs of the
industry explained for the benefit of
the industry people eyeing this
opportunity. The requirement is partly
as per the regular development
scenario and this can be multiplied
many folds if the suitable supply is
effected according to the needs of
the masses.
People know India from history. In

the elevator industry, people now
know Dubai from the Burj Dubai
the Worlds tallest tower in the
making. And there is a huge amount
of construction happening in Dubai
and large numbers of elevators are
being provided. India is very close
to Dubai. Hence people always consider that similar scenario exist. It is
actually very different. Lots of people have told that India gives a
HUMBLING EFFECT looking at the
difficulties of people like Human
drawn carriages carrying people
(with men running like horses).
Actually most of the things in India
are not luxury if you look at it from
humanitarian or human rights point
of view. They are basic necessities.
In a place like Dubai the elevators
may have very high speeds, may be
laced with expensive material and
probably splendor splashed on the
elevators and elevator lobbies. In
India it is considered absolutely as
the basic mode of transport to take
you up to your floor. People would
climb many floors on their apartments since they could not afford
even the cheapest elevator. Sometimes, in the older building the apartments on higher floors cost less due
to the various difficulties like elevators etc. not being very convenient.
Most of the buildings are limited to
low rise only. High rise buildings are
a small percentage of the buildings.
But for the population existing (and
increasing in folds) it is NECESSARY
to add numerous tall buildings for living, also as the land area is limited
with large coastal areas.
In Dubai the population of citizens or original sons of

the soil is very low. The huge numbers of buildings
planned are mainly to cater to the expatriates visitors.
Either attracting as overseas homes for expatriates or
fancy Hotels for visitors / tourists. Hence, comparatively
the elevators also reflect the high class. This is not so
much need driven by the local population. There is a constant requirement to feed these buildings hotels, offices,
holiday homes with continued occupancy for the future
which depends on the capable governance (as seen
carried out efficiently)
3. UNIFORM DISTRUBUTION
PATTERN OF REQUIREMENTS
2. POPULATION THE MAJOR FACTOR

The huge population is making it a basic necessity for
buildings to go vertical and hence requiring elevators.
(This is the single most important reason). Population in
1991 was around 843 million and in 2001 it is around
1,150 million and in a few years in 2011 @ 1,300,000,000!
(Projected).
Projected Total Population of India, it is approximately
distributed as follows:
(As shown in the Map in Millions) - 2008
Persons
India
1,150 Millions
Uttar Pradesh
191 Millions
Maharashtra
107 Millions
Bihar
94 Millions
West Bengal
88 Millions
Andhra Pradesh
82 Millions
Madhya Pradesh
69 Millions
Tamil Nadu
66 Millions
Rajasthan
65 Millions
Karnataka
57 Millions
Gujarat
56 Millions
Orissa
40 Millions
Kerala
34 Millions
Assam
30 Millions
Jharkhand
30 Millions
Punjab
27 Millions
Chhattisgarh
24 Millions
Haryana
24 Millions
Delhi
15 Millions
Jammu & Kashmir
12 Millions
We can work on the urban population of approximately 350 million people, from these projections.
These states in turn have 3 or 4 satellite cities of
importance is distributed. There are smaller like Goa,
Pondicherry, Chandigarh etc., which may have low population but have large tourism interest and hence have
developed well.
Figure 1
The map shows uniform distribution of population and

the country has progressed also uniformly as explained
Due to historical importance of many cities almost all
the cities are having uniform developments. For example
in Tamil Nadu Chennai, Trichy, Madurai, Coimbatore,
Tuticorin all equipped with airports, major hotels, manufacturing / tourism / trading / computers and other
industries
4. NEED OF THE INDIAN MASSES

We have to take a leaf out of the auto industry. A
decade ago the author (Raj) in a presentation had mentioned that India required a different type of car to suit the
masses. Now it is a reality. The whole world in looking in
surprise at what has been made available to the common
Indian Welcome to India! Understand Indian Needs!
Continued
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Weekly Industry News from India and the surrounding
region
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Editorial Calendar
www.ele v atorworldindia.com
27
Engineering
Continued
and above, that is 375000 deluxe villas. These deluxe

villas are potential for providing economical home lifts.
This can also be considered potential area for providing lifts.
4.2 Hotels / Offices Building
Figure 2: The $2500 Indian car Tata Nano attracts attention during the press
day of the Geneva International motor show.
Tycoon Ratan Tata, the 70-year-old who heads the

tea-to-steel Tata group, unveiled no frills Nano at the
Geneva Auto Show. Tata touts the Nano as the Worlds
cheapest car at just Rs.100,000 ($2,500, 1,600 euros), aimed
at Indians hoping to trade up from a MOTORCYCLE TO
FOUR WHEELS. The basic model has no air conditioning,
no electric windows and no power steering was quoted
in the news. This is actually the need of the masses.
In India large masses require help. They need cars but
need not have all the frills. They need elevators, not necessary to have frills again. There is a huge population that
is desperate to handle their basic needs. It is not the comforts it is the need to manage or reach. That is why
when people are in a much enviable situation and still
complain they should probably visit and see the troubles
taken by these masses (with even cheer on their faces
often!) it would for sure give HUMBLING EFFECT to say
we are a lot better off. Now if there is an elevator solution to these masses then it will be received with prompt
acceptance like it is probably happening for NANO
4.1 Residential Building

Approximately 350 M people are expected to be in the
urban environments. 350 M people with 7 person in each
family 50 million families. 42.5 million families live in
apartments (100 families per apartments buildings is 42.5
million / 100 = 425000 buildings of which above 5%
require elevators i.e. over 21250 buildings). These would
be High end apartments requiring elevators like in any
other part of the world.
The low end apartments, the balance 90%, has the
potential to be converted to building with elevators and
this would depend upon the provision of economical no
frill, safe elevators (like no frills airline) and this is a large
opportunity area additionally.
15% of them stay in villas and that is: 7.5 million villas.
5% of the villas can be considered top end with 2 floors
28
Additionally Hotels / High End office (supplement to

residential buildings) would have elevators being A
Class. But Smaller Hotels / Ordinary office again (supplement to residential buildings) would provide lifts if found
to be economical (no frills as mentioned earlier). The
second category is again additional potential.
These are in addition to the residential units as all the
working population has to be housed in offices buildings
and have to be housed during travels (largely business
and occasional holidays)
4.3 Airports, Expansion of Retail Trade

Lots of airports, MRTS, shopping complexes, theatres,
etc. are also mushrooming will also require large number
of elevators and escalators. The cities are getting modern
and more sophisticated.
4.4 Other Elevator Dependants

Looking at the growing population of older aged
Indians, about 8.5% population is in the Senior Citizen
category in the others about 9% of total population is
having medical constraints or handicapped (apart from
Senior Citizens). 8% is children below 3 years.
It is also noted that Houseless Population is 1,900,000.
Very insignificant numbers, hence goes to confirm all
others are housed!
5. OTHER FACTORS INFLUENCING

MORE ELEVATOR REQUIREMENTS
5.1 Relative Prices
The necessity is the key word in India and with time
there have been some consolation to be able to provide
elevators in apartment buildings. The cost of elevators
has not increased much over the years. For example,
years ago, if the apartments would cost about $10,000
each and the elevators would cost as much as three
apartments. Now the same type of apartment would cost
around $60,000 each (due to increase in land cost) and
the basic elevators would cost about 1/3 the price of one
apartment for a small sized building. Hence now the provision for elevators has become a very small component
in the building and is immediately accepted, widely.
Elevators also help to make the building go more higher.
5.2 Local Regulation

In quite a few cases the governments have also made
it mandatory to have elevators for buildings of about 4
floors & more. Hence, the apartments have to necessarily have elevators.
5.3 Government Subsidies

The Government suppliers electronics / easing on elevator prices while the cost of petroleum products is going
up (relatively). This makes the (nearer) urban vertical

housing (apartments) a stronger proposal, than traveling
to their distant rural town homes
5.4 Hire Purchase

Earlier, a person can never save to get to the market
price. With the hire purchase and mortgage systems
which have only now been well established, it makes it
possible to possess the apartments. So as more apartments taken, so more elevators required. Hence,
crowded joint family homes are breaking down into more
single family homes in apartments
5.5 Preferred Investment

In other areas of investment there have been huge collapses like in share/stock markets which have driven
people towards presently more safer form of investments
in real estate and hence more need for buildings and
hence elevators.
5.6 Comfort Levels

In the modern world, compared to old times and comfort levels of individuals are also increasing and hence
they would have the elevator than walk up the building of
\
3 floors or above
6. TYPE OF ELEVATOR REQUIREMENT

The taller towers are normally considered as a difficult
proposition to handle from civic, maintenance and other
factors. Hence, elevators would bear the brunt of such situations, if the building management is not good or if the
residents do not cooperate in taking care of maintenance
commitments and then the whole support system fails.
The elevator provision / maintenance if not done properly it will be badly affecting the building on day to day
basis. Hence, low rise and mid rise is the generally
preferred requirement of buildings and the elevators
required would also fall in the category.
Of course Mumbai, for example, is a city with much
less land area (and having to reclaim land from the sea)
there is a tendency to have taller towers. Most of the
other cities it is not need driven to have tall towers. However, to accommodate the huge population requirement
it is considered as an economic optimization to go upwards as the cost of land gets higher. However, presently
large number of buildings are planned between 3 and 10
floors in the urban area.
Type of elevators would also depend upon type of
buildings. The type of buildings and location of buildings
largely influence the decision on type of elevators. High
speed elevators to serve upper exclusive floors and pent
houses would be important in such Class A buildings.
The pent houses are also not the fancy as each city has
upper crust of the society living in certain areas and other
areas are just about ordinary. For example in Mumbai the
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Europe
North America
UK - Distributor
Dewhurst Plc
Tel: +44 (0) 208 607 7300
Germany - Market Representative
Peter Rogge Industrie Umwelttechnik
Tel: +49 211 237 826
USA - Regional Office

Formula Systems
North America Inc.
2351 E Devon Avenue,
Elk Grove Village,
Illinois 60007, USA
Tel: +1 847 350 0655
Tel: Toll-Free +1 866 952 9200
Fax: +1 847 350 0670
Asia/Pacific Region
Regional Office
Formula Systems Guangzhou, PRC
Tel: +86 20 8206 8466
Formula Systems
Technology House, Oakfield Estate, Eynsham, Oxfordshire, OX29 4AQ, UK
Tel: +44 (0) 1865 882442 Fax: +44 (0) 1865 881647
E-mail: info@formula-systems.com Web: www.formula-systems.com
Formula Systems is a division of Airdri Limited
Continued
29
Engineering
Continued
high end would stay at Malabar Hills or Nariman point

places like that and then a pent house in that area would
be considered as icing on the cake.
But if you live at the low end and stay at the pent house
it does not attract any attention. Hence, Pent house
concept is only driven by the location. Hence, there is a
cream which would use a good class of elevators and using
zoning / VIP service etc. to cater to the elite residents at
the top of the building. But the large majority would not
be too much concerned about the higher speeds or fanciful elevators but treat it as a mode of transport
Table 1. Likely Distribution of Elevators / Escalator
Utility
Market
Share
Type
Commercial
15%
Residential
75%
Popular
Capacity (kg)
Popular
Speed (m/sec)
Geared Control
(10%)
Gearless Control
(5%)
About
1250-2500 Kg
1.0 to 3.5
Geared Control
(60%)
Gearless Control
(15%)
About
300-750 kg
0.65 to 1.75
Hospital
5%
Geared (5%)
About B 750 B
1500 stretcher
0.5 to 1.0
Industrial
5%
Microprocessor
Control (5%)
About
2000-4000
0.3
Conservative numbers are around 25000 Elevators required
Whether you are around the corner ...
or around
the world
Table 2
Escalator
50%
30%
20%
Escalator Type 1200

Escalator Type 800
Others
For escalator
0.5 m/s only
Conservative numbers are around 2500 Escalators

required
7. ESTABLISHMENT SET UP FOR

MEETING THE ELVATOR REQUIREMENTS
7.1 Setting Up Arrangements For
Elevators Supply, Possible Supports
It is very much preferred to have locally accessible
company more than an overseas based company (This
is well understood from the fact Suzuki, Hyundai, Fiat,
Morris etc. who are not market leaders in the Global auto
industry have hit unbelievable sales volume in India due
to the fact that they setup shops in India).
Indian support structure is also useful due to good
computer skills for Company needs, availability of internationally cheaper industrial lands etc.
Close Proximity Sea access in all directions to farther
countries and well connected central position by air from
East and the West. This will be useful for import / export
activities of the company.
Feasibility of Public participation in company funding
also exists.
8. COSTING ON LOCAL
SUPPORT INFRASTRUCTURE
Table 3. Workshop / assembly & distribution centre
Employees
Approximate Salary Per Year ($)
Workshop Manager
$18,000
Technical Supervisor
$9,000
Workshop Engineer
$4,800
Technician
$3,000
Unskilled
$2,400
Table 4
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30
Approximate Annual Rents

Factory /
ft2
Office / ft2
$3000 / 20,000 sq. ft.

$6000 / 5000 sq. ft.
9. THE PROCEDURE TO SET UP

OFFICE FOR ESTABLISHMENT
9.1 Obtain director identification number (DIN)
For that obtain the provisional DIN by filing application
Form DIN-1 online. The application signed and sent for
approval along with proof of identity and proof of
address. - The concerned authority verifies all the documents and, upon approval, allocates a permanent DIN.
9.2 Obtain digital signature certificate

To obtain a Class-II Digital Signature Certificate, company directors submit the prescribed application form
along with proof of identity and proof of address to

authorized agencies
business on getting incorporation certificate from ROC.
9.3 Present name of company for approval to the

Registrar of Companies (ROC); Get the memorandum and
articles of association vetted by the Registrar and printed
Obtaining a company seal for use

Obtaining Permanent account number
Under the Income Tax Act, 1961, each person is required
to quote his permanent account number (PAN) for tax
payment and tax deduction account number (TAN) for
depositing tax deducted at source.
Obtaining a tax account number for income taxes
deducted at source
Registering for Shops and Establishment Act, 1948
Registering for Value Added Tax (VAT) before the Sales
Tax Officer of the ward in which the Company is located
Registering for profession tax
Registering with Employees Provident Fund Organization
Registering with ESIC (Medical insurance)
Company name approval must be done electronically.

Once a name is approved, the Memorandum of Association
and Article of Association together with miscellaneous documents have to be filed within six months of the approval.
9.4 Make an application to the Superintendent of Stamps

or an authorized bank requesting for stamping of the
Memorandum of Association and Articles of Association
The application should be accompanied by the following:
(i) Unsigned copies of the Memorandum of Association
and Articles of Association (ii) Payment receipt. Ensure
that the copies submitted to the Superintendent of
Stamps or to the bank for stamping are unsigned and no
promoter or subscriber has written anything on it by
hand. The Superintendent returns the copies, one of
which is duly stamped, signed, and embossed, evidencing the payment of the requisite stamp duty. Once the
Memorandum and articles of association of Company
have been stamped, the same is required to be signed by
the promoters of the Company including commencing
with the name and description, fathers name, address,
occupation, and the number of shares subscribed for in
their own handwriting which is duly witnessed. After
signing the documents are to be dated.
9.5 Certificate of incorporation

Copy of Form 32 along with the consent letters of the
Directors of the Company, who are appointed therein Form 1, application and declaration for incorporating of a
Company and printed on non judicial stamp paper - Form
18, evidencing the address proof of the company - Form1A, evidencing the name of approval - Copy of challan
evidencing the fee with respect to above mentioned
forms - Power of attorney from the subscribers for in
favor of any person for making corrections on their behalf
in the documents and papers filed for registration. This
must be on non judicial stamped paper Identification of
the subscribers by way of copy of driving license, passport, or voter identity or ration card. These documents in
addition to their online uploading are also to be filed in
original with the ROC. Once the documents are uploaded
and confirmation of payment of fee is received from the
Bank by the ROC, it processes the papers in order of their
receipt. The ROC will then scrutinize the documents filed
by the company and if necessary, the authorized person
will on intimation make the necessary corrections under
his initials. That authorized person will be provided the
obtain the certificate of incorporation of the company from
the office of the ROC. The company can commence its
9.6 Other Procedures include the following
10. CONCLUSION
Various scenarios have been presented to highlight
why there will be large requirement of elevators. Also
adapting to the underlying demand by providing solution
with elevators for the masses the elevator volumes can
go up many folds as there is a basic need. The setting up
of companies is also very clearly explained in procedure
and the support systems are also seen as more favorable.
Hence, the elevator industry should take up this challenge and use this opportunity favorably.
11. ACKNOWLEDGEMENTS
Thanks to my daughter Sneha for assisting on this
paper and to my guide and advisor Jim Fortune
12. REFERENCES
Census of India, News from KT, GN & AFP etc.
Are we almost there yet?
31
Industry Dialogue
The Parking Situation in India

by Rajesh Jain
The New Delhi-based Anchit Consulting Group (ACG), an

international management consultancy firm, has united
with foreign companies in the area of infrastructure
notably automatic multilevel parking systems. In an interview that appeared in the Project Monitor, your author
(RJ) discusses this with public-transportation specialist
Shakti S. Singh (SS).
RJ: Tell us about ACG and its major areas of operations.
SS: ACG is an international management consultancy.
We give India-entry services to companies [that] want to
work in India. Our focus area is infrastructure mainly in
parking projects, bridges, passenger ropeways, infrastructure design consultancy and equity funding for
power projects.
Palis Technologies GmbH, a German company, has
technology for automatic multilevel parking systems, and
ACG is representing [it] in India. We are also representing
Koreas largest infrastructure-design consultancy. ACG
also represents [one of] the largest construction companies for bridges from Russia and [one of] the worlds
largest manufacturer of passenger ropeways from Italy.
RJ: How do you see the parking scenario in India?
SS: We are building roads to drive our cars on, but do
we have the space to park them? Delhi has over five million cars and two-wheelers on its roads, but not enough
parking spaces. The demand for parking space has, on an
average in the main markets of Delhi, outstripped [supply] by 43%. It is not just a problem of Delhi or Mumbai;
all the big cities in India are facing the space crunch.
Parking space is fast becoming a major issue in other
cities like Kolkata, Bangalore, Hyderabad, Ahmedabad,
Chandigarh, Pune and other urban and semi-urban cities.
Mumbai and Pune have also started including automatic

parking systems as part of their development. This has
generated interest among authorities in Bangalore,
Ahmedabad, Hyderabad, Kolkata, Indore, Shimla, Chennai,
Guwahati and Chandigarh, which have started the
tendering for similar projects to tackle their own parking
problems.
RJ: Is the Palis system ideal for Indian requirements?
SS: Palis has industrial-grade technology. Palis systems are successfully working in countries like China,
which have requirements similar to [those in] India.
Therefore, we are confident of success in India.
Delhi has over five million cars

and two-wheelers on its roads,
but not enough parking spaces
RJ: How can the parking problem be dealt with?

SS: Automatic multilevel parking systems are the solution, and Delhi seems to have realized it. Municipal Corp.
of Delhi and New Delhi Municipal Corp. have identified
22 locations for automatic-parking systems and started
the tendering process. Private real-estate developers in
32
The elevator system used to store and retrieve vehicles in Germany was
designed and installed by Palis Technologies.
RJ: What are its advantages?

SS: Palis has successfully constructed the largest automated parking facility [in] the world for Volkswagen,
[based in Wolfsburg,] Germany (ELEVATOR WORLD,
November 2001). This facility has two 50-meter high
glass towers [with] a parking space of 400 each, [and has
been] successfully operating since 2000. A wide range of
products and the modular design of Palis multistory car
parks offer flexibility for the realization of [an] optimum
parking solution. A fast parking process in which the
driver does not have to maneuver his car or drive backward guarantees comfort and security.
[The] Quattro Palis is a single lift [that] serves six to 12
parking spaces per level, taking up a minimum of space.
Time-saving vertical and horizontal movements take place
simultaneously, ensuring fast parking and retrieval times.
backup. We have already initiated the process for a jointventure formation in India between ACG and Palis that
will provide service backup and maintenance for these
systems. The solution is there. Parking could become a
pleasurable experience. The challenge is for the authorities to realize the need and move quickly.
RJ: Apart from parking, which other projects has ACG
bid for?
SS: Our principal has bid for [the] design of [a] railway
tunnel on the Jammu and Srinagar railway lines. Our
partner from Italy has also bid for passenger ropeways at
Vaishno Devi. Along with this, we represent American
Maglev Technologies, USA, [which has] participated in
the bid process for the Chandigarh monorail project.
Rajesh Jain is general manager International Projects (Marketing) for Anchit
Consulting Group.
Automatic multilevel parking systems are the

solution, and Delhi seems to have realized it.
RJ: What is the biggest challenge for developers of

multilevel parking?
SS: The biggest challenge the developers are facing in
implementing these technologies in India is the service
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33
Technology
Green Elevators: Challenges in India

by M. Balasubramanian
The elevator industry started

using green technologies a decade
before the present hype of using green
materials and processes began. In
this article, I will present some of
these concepts and the challenges
we have in India to make a Green
Elevator Revolution.
VF Drives
Presented at the
M. Balasubramanian is
general manager, Design &
Development for Johnson
Lifts Pvt. Ltd. He has more
than 32 years of experience
in the lift industry. Prior to
joining Johnson Lifts, he
worked for Otis Elevator
Co. India Ltd. in various
capacities. Balasubramanian holds a Mechanical
Engineering degree from the University of Madras,
an Industrial Engineering degree and an MS in
Manufacturing & Purchasing.
The advent of affordably priced

insulated gate bipolar transistors led
to a revolution in the form of variablefrequency (VF) drives and technology
in the last decade. Driving the elevator machine with VF drives consumes 20-30% less energy than conventional single- and two-speed
elevators. The advantage is smooth
acceleration and deceleration, and
leveling accuracy of the elevator. The
leveling accuracy is typically about 5
mm versus single-speed elevators,
which have about 25-50 mm, and
two-speed lifts, which have about
10-25 mm. These benefits have
made such technology an industry
standard. When the door-operator
motor is added to the VF drive, the
energy savings further increase, and
it becomes possible to control the
door opening and closing smoothly
at a reduced noise level.
However, in spite of the many
benefits of VF technology and a
severe power shortage in many parts
of the country, single- and twospeed elevators are still being installed in India. These elevators are
also more expensive to maintain.
The new-elevator market size for
single- and two-speed elevators is
about 10,000 units. A conservative
estimate indicates that about 5 MW
of power per day can be saved when
VF technology is adopted.
Serial Communication
The next big technology the
industry has been using is serial
communication. This reduces the
number of communication wires from
the elevator car to the controller
(mainly the traveling cable) and the
landing buttons to the controller.
The conventional system would
require hardwiring of each floor
button, and other signal devices in
the elevator car and landing. With a
reduction in wires used, there is less
copper consumption, and over a
period of time, downtime of the elevator indirectly improves.
Serial communication enables elevators to become more user friendly,
with a plethora of value-added displays inside the car and at landings.
This technology is available only
with major companies in India. With
a huge population of fly-by-night
operators, customers are deprived of
many available advantages.
MRL Elevators
The next change came about with
the advent of machine-room-less
(MRL) elevators. With MRL elevators,
builders save on the cost and time of
making the machine room. This has
also improved buildings skylines by
eliminating the ugly machine room
jutting out from the middle of a
building. MRL elevators are boons
wherever there is a height restriction. MRL elevators generally use
permanent-magnet motors, which
consume 20-40% less energy than
conventional ones. This technology
is also available only through major
companies in India. Among newly
constructed elevators, more than
25% in the U.S. and more than 75%
in Europe are MRL. Probably due
Continued
34
Technology
Bad hair
day?
We dont
mind.
Visit us online at
our NEW BLOG ...
www.elevatorworld.com/blogs
Its new.
Its different.
Continued
to pricing, MRL elevators are still

not so popular in this country.
application may vanish in the next

few years.
Gearless Elevators
Lighting
Until a few years ago, gearless

machines meant high-speed elevators (2.5 mps and above). Technological improvements in VF drives
enabled a very old motor technology
to be revived the permanentmagnet motor. The combination of a
PM motor and VF technology eliminated the need for a gearbox. This
increased the efficiency of the drive
system by more than 20% and enabled the use of smaller-kilowatt
motors for the same comparable elevator capacity, thereby significantly
saving on power consumption.
This technology eliminates the
need for a gearbox, oil sump and
periodic topping off, thus significantly
reducing environmental impact due
to reduction in dependence on petroleum. Also, the vibration levels are
significantly less, and acceleration
and deceleration are smooth compared to conventional systems.
Johnson Lifts can supply this gearless version for a wide range of
capacities from 408 kg (six people) to
1632 kg (24 people) with speeds of
1.0, 1.25, 1.5 and 1.75 mps for passenger, hospital, goods and panoramic elevators. Johnson Lifts also
manufactures PM motors for a few
applications.
Moving away from single-/twospeed elevators to PM motors with
VF technology would save about 2040% on an energy bill, thus reducing
the pressure on the distribution system and light a few thousand village
houses. The major cause of the slow
advancement of this technology is a
small increase in initial cost and
awareness. Hopefully, with increases
in volume and reductions in permanent-magnet motors production
costs, this might become an industry
standard shortly.
The gearless machine with machine
room is probably a good median between conventional and MRL elevators. The use of permanent-magnet
motors in elevators is here to stay,
and conventional motors for this
With advancements in their technology, the use of compact fluorescent lighting (CFL) and LEDs is on
the increase. This can significantly
reduce energy consumption and
increase longevity. For cost reasons,
manual doors are still in use, and
here the light needs to be on continuously. Generally, the replacement of
bulbs is excluded from the scope of
the maintenance contract. There are
two challenges here:
1) Theft: The only way to address
this issue is to make the unit vandal proof.
2) Residents generally replace burnedout lights with cheaper incandescent bulbs due to high initial cost
of CFL and LEDs.
Automatic Light and Fan Cutoff

If the elevator is provided with
automatic doors, an automatic light
and fan on/off device is also provided. This device switches off
power when there is no pending call.
This device can be made mandatory
in elevators.
Floor Position Indicators

India is one of the few countries in
which floor position indicators are
required in all the floors for elevators
that have automatic doors. In fact,
only direction indicators are sufficient. This not only saves power, but
also reduces the initial cost and
improves reliability.
Emerging Technologies
Regenerative Drives
When VF drives are used, an
empty car goes up or a fully loaded
car goes down; instead of consuming energy, the system generates
energy. Until now, this energy has
been dissipated as heat through a
bank of braking resistors. A new generation of drives has emerged that captures this excess energy and allows it
to be used by building utilities like
corridor and staircase lights. Where
there is a bank of elevators, this energy can also be used within the system. With their production increasing,
these drives will become affordable.
Dispatch Systems
In multi-car groups of elevators, a touchpad button in
the lobby assigns a car to the passengers. In this way,
passengers wanting to go the same floor are grouped
together. This significantly reduces passenger waiting time
and minimizes unnecessary travel. The few systems of
this type available today are prohibitively expensive. We
are used to long queues in this part of the world, and it
will take some time to adopt these technologies.
Remote Elevator Monitoring

With communication improving monitoring, elevator
performance and breakdown in real time has become possible. Such a system can be used either to rectify part of the
problem remotely or send a dispatch communication to
the mechanic, thereby reducing downtime. These systems
are available only with a few major companies. With their
cost slowly decreasing, we will see use increasing. Also,
developers should be able to absorb the initial investment.
Modernization
There are more than 50,000 elevators in India with singleand two-speed motors. If these elevators are converted to
use VF drives, there can be huge power savings. Also,
there is no clear guideline/rule in place for the replacement of more-than-20-year-old elevators. There are more
than 5,000 elevators that fall in this category.
Codes & Standards

National Building Code of India Bureau of Indian Standards
Part 8 Section 5, Clause 4.12.2 of the National Building
Code of India specifically mentions that single- and twospeed lifts shall not be used in view of availability of VF
technology, which is more energy efficient. We need an
effective implementation of this clause by the agencies.
IS-14665 Outline Dimensions

The recommended size of elevators is not strictly followed. Standardization can save enormous manufacturer
costs and, in turn, the industry can benefit. Also, the recommended machine-room size is outdated, and with
newer technology, this size can be considerably reduced.
There is also a discrepancy between the National
Building Code of India and IS14655. There is a strong
need to align both the standards. Similarly, different states
have different rules. Again, it is necessary to make IS14655 a standard and rule to be followed by all the states.
Factor of Safety
Both the National Building Code of India and IS-14665
requires a minimum factor of safety of 5. With new highstrength materials, overall weight can be reduced,
thereby reducing the size of the motor and VF drive, thus
saving additional power. One way of achieving this is by
harmonizing the Indian standard with EN-81.
Conclusion
There are many opportunities available in making the
Indian elevator greener. This will be possible only by a
concerted effort of all the concerned.
c
37
Events
IEEEXPO
Tech Forum
2009
by TAK Mathews
A land area of more than 3 million square kilometers,

a population of more than a billion people, more than 20
languages, with more than 1,500 dialects how do you
establish an expo strategy to cover this wide diversity?
For that matter, how do you establish a strategy for anything in India?
This was the quandary that G. Raghu and Anitha
Raghunath of Virgo Communications found themselves
in after two very successful elevator and escalator (E&E)
exhibitions organized in 2007 and 2008. It was very
obvious that India, even with such diversity and a fastgrowing E&E industry, was not ready for a full-fledged
exhibition on an annual basis. Yet, there was an evident
need for exposure to technical advancements and to dissipate information. Raghu, Anitha and your author spent
extensive time brainstorming on a viable approach to
extend the reach of International Elevator Escalator Expo
(IEEEXPO). Finally, the idea of holding a forum focused on
technical workshops and seminars took shape and the
Tech Forum 2009 took birth.
The venue of the event was a tossup between Delhi

and Chennai (Madras). With Chennai being the headquarters of the top two Indian E&E companies, KONE and
Johnson Lifts, as well as the headquarters of ETA MELCO
(Mitsubishi), Fujitec and Fermator, it wasnt surprising
that Chennai was the first preference for the primary
event sponsors.
Chennai, on the southeast coast of India, was a cluster
of villages until it came into existence as Madras about
350 years ago. The original architects to the development
of Chennai were the Portuguese, who built a port and
named it after St. Thomas the Apostle, who is believed to
have been martyred here. With the Basilica of St. Thomas,
Chennai boasts of having one of only three basilicas
worldwide to be built over the tomb of an apostle of Jesus
Christ. The development was consolidated later by the
British. Today, Chennai is a bustling economy with a
broad industrial base in manufacturing, technology and
healthcare. Some of the major corporations in their
respective sectors that have set up their manufacturing
IEEExpo Tech
Forum 2009
38
Ribbon-cutting ceremony
Lighting the ceremonial lamp
base in Chennai include Nokia, Siemens, Sandvik, Saint

Gobain, Brakes India and Sundaram Fasteners. With the
presence of five global car manufacturers (BMW, Ford,
Hyundai, Mitsubishi and Nissan), three earth-moving
equipment companies, one tractor manufacturer, a major
tire company and more than a hundred auto-parts companies in Chennai, the city is often referred to as the
Detroit of India.
The IEEEXPO Tech Forum 2009 found support from
Johnson Lifts, Mitsubishi, Kinetek, Schmersal and Prisma
as sponsors, with TAK Consulting taking on the role of
honorary advisor. The event was supported by the
Builders Association of India and was scheduled for
February 13-14 at the Chennai Trade Center.
The event was inaugurated by S. Audiseshaiah (principal

secretary Public Works Department (PWD), Government
of Tamilnadu), C.N. Raghavendran (partner at Architect
C.R. Narayana Rao) and M K Sundaram (chairman of the
Builders Association of India). Then, Raguhunath welcomed the guests and thanked the exhibitors. After the
lighting of the ceremonial lamp, your author launched the
newly formed Elevator and Escalator Safety Trust
(ELEVATOR WORLD India, First Quarter 2009). Sundaram
gave the introductory speech, followed by the inaugural
speech by Audiseshaiah and the keynote address by
Continued
Raghavendran.
An opportunity to network
39
Continued
The topics of workshops and seminars and the forum schedule were as follows:
IEEEXPO TECHFORUM 2009 February 13, 2009

Introduction Speech
M K Sundaram, Builders Association of India
Inauguration Speech
S. Audiseshaiah, IAS, Principal Secretary, PWD, Tamilnadu.
Key note address
C N Raghavendran, Partner Architect C. R. Narayana Rao
Greener Elevators Challenges in India
M. Balasubramanian, General Manager Design &

Development, Johnson Lifts Ltd.
MRL Lift Technology
Liebig Hartmut, Managing

Director, LM Lift Material GmbH
Door Solutions for High Rise Elevators
Marcello Personeni, Vice President Marketing,

Sematic Italia spa
Automatic Doors and Traction Machines For Elevators

Available Technology For A Complex Theme
Giuseppe Cavozza, Sales Manager, PRISMA Srl
Future developments in elevator safety technology

Electronics and Software replace electromechanical
safety devices
Klaus Steinweg, Key Account Management Elevator

Technology, Schmersal GmbH
Ropeless elevators with linear switched reluctance motors
V. Chandrasekar, Asst. Professor / EEE, Arunai

Engineering College, Tiruvannamalai
Understanding the Benefits of AC Permanent Magnet

Gearless Technology
Dan Walsh & Palvinder Hayer, Kinetek Inc.
IEEEXPO TECHFORUM 2009 February 14th, 2009

Challenges faced by the Vertical Transportation industry in India
Pravin Rao, Dy. General Manager, ETA Melco. Engg. Co.

P Ltd.
The European lift market and the Italian excellence
Fabio Liberali, Elevatori magazine & Mr. Massimo Bezzi

(EFESME)
Indian Standards and Codes
M.A.J. Vinod, Jt. Director, Bureau of Indian Standards,

Southern Region
K. Subramaniam, technical Adviser, Johnson Lifts Ltd.,
T. Subramanian, Dy. General Manager, ETA Melco.
Engg. Co. P. Ltd.
Panel discussion Challenges - Installations of Elevators

R. Kumar, Managing Director, Navin Properties, Chennai
M.K. Sundaram, Chairman, Builders Association of
India, Southern Centre, Chennai
40
Fundamentals of Elevatoring
TAK Mathews, TAK Consulting Pvt. Ltd.
Valedictory address by
M. Sekar, Dean, College of Engineering Guindy,

Anna University, Chennai
Attendees enter the hall.
Most of the papers were well researched and generated

a lot of interest. The panel discussion, with a face-off
between the E&E industry and representatives from the
client group, triggered a keen debate and revealed a
major communication gap between the parties.
From the time of its conceptualization to the time the
event was actually held, the global economic scenario
had turned upside down. The exponential growth to
which Indian companies had grown accustomed had
slowed down to single figures or even low double figures.
This cast doubts on the possible success of the event.
Yet, at the final count, the first event of this kind in
India, attracted more than 1,500 visitors and succeeded
in meeting its objective of ensuring a neutral platform for
sharing information and technological advancements,
and addressing issues and concerns.
The successful event was concluded with the valedictory address by M. Sekar (dean at the College of
Engineering, Guindy).
Taking notes
Participants prepare for technical sessions.
A hearty welcome and good morning

to all of you. On behalf of everyone of
us, I take this opportunity to welcome
our chief guest, Mr. S. Audiseshaiah and
our eminent architect and guest of
honor Mr. Raghavendran, who, when we
invited him to do the keynote address,
agreed immediately. I also welcome our
sponsors, Johnson Lifts, Mitsubishi,
Kinetic, Schmersal India, and Prisma, and I also welcome
Mr. TAK Mathews, my brother builders, students and
faculty from various engineering colleges.
Continued economic growth and demand for land
space make us look for more and more vertical growth in
building construction. The more vertical growth, the
more the need for efficient, safe and speedy access to the
heights. Every building is built with a purpose. One of the
main aspects of the punctual success of the building is
the elevator system. I would say that the elevator is the
lifeline of any high-rise building. Hence, from the basic
planning stage itself, care should be taken to consult the
professionals in deciding the location, space, size, numbers and type of the elevators to be installed. These factors will change with the type of use, whether it is an
office building, an institution, a commercial complex, a
hospital or a residential building. Today elevators are put
in to use not only for human beings, but also for parking
vehicles at open terraces. Over a period of time, research
and development have brought in a lot of changes in the
elevator technology. It is high time for the people involved
Continued
41
Sundaram
Opening Address: M.K. Sundaram

(Chairman, Builder Association of India)

in research and development in the elevator industry to
suggest the best use of resources available to us. Systems
like variable-voltage, variable-frequency enable us to substantially save on power consumption. To cater to the
present days requirement, high-speed elevators are introduced. We shall always keep in mind the safety and the
least maintenance in the long run. As a member of the
builders community, I look forward to and am sure this
seminar will bring together the researchers, manufacturers, academic people and the end users to share their
views and create a better system for the future.
I thank once again the dignitaries, delegates, sponsors,
students of the colleges and the institutions who have
sponsored them and my dear fellow builders who have
accepted our invitation and made this event a success.
Thank you
Audiseshaiah
Inaugural Address: S. Audiseshaiah, secretary,

PWD, Government of Tamilnadu
Mr. M.K. Sundaram, chairman of BAI,
southern center; Mr. Raghavendran, a
well-known architect of Chennai; director of Virgo, Ms. Raghunath; Mr.
Mathews; builders; exhibitors; media
persons; and friends, it is my privilege
to be in your midst today and also to
inaugurate the exhibition held in conjunction with the workshop that will be
there for the next two days.
In fact, I was wondering whether we need an exhibition for elevators and escalators. Then, what I came to
know after coming here is that it is not the escalators and
elevators, but the technology that has developed that is
being exhibited today. I understand from the earlier
speakers that the technology has been changing dramatically and this is something which has to be exhibited as
well as the information shared with users and among the
manufacturers. I dont know whether I can speak about
the elevators and escalators, except for the fact that I
know how to use the elevators and escalators. Therefore,
I was just thinking whether the exhibition can, may be it
is inappropriate, but still I thought you should touch the
machinery that is being used in the construction industry
and to know the type of technology that has gone in to
this construction machinery, if it is possible, I think, during
your workshop discussions.
Today, all over the world, we have been witnessing
extensive use of machinery in the construction industry.
This used to be the case in the developed countries in the
past, but you also see the extensive use of machinery in
developing countries and some of the underdeveloped
countries. In fact, before I was in the public works department, where construction is the main activity, I used to
42
Continued
wonder how things happen during construction elsewhere,

not particularly in India. You know, you just dont see
what is going on inside;, the machinery creates wonders,
and in a few months time, you see a massive building. I
am sure the technology contributed a great deal to the
construction industry.
I happened to be in Dubai a couple of months back. I
think everyone knows the way metro rail construction is
done in Dubai; its amazing! You dont see labor at all,
only machinery, which is mounted on the top. Everyday,
about 500 meters length of railing is being installed.
Even in buildings, I have seen the escalators and lifting
machinery positioned on the roof top getting things done.
This is a great advancement.
There is absolutely no doubt in it. Of course, there is a
general perception that if you use more machinery, you
would be replacing laborers, but I dont really think that
perception is right. In fact, there are certain areas where
you have labor-intensive activities where it is necessary
to have the labor. Also, in our context, replacement is
certainly not a desirable change; we need more employment to be going to the labor market, and more and more
labor should be involved in construction. But, there are
certain areas in construction where you need to have
machinery, advanced machinery, to really get certain
advantages;, say, for instance, the economy, where precision, avoiding time overruns and even for green building
accreditation.
I was just going through some of the requirements for
green building accreditation. If you look at those prequalifications or requirements, it is very clear that unless
you put the machinery in place, it is very difficult to get
the needed type of precision and environmentally friendly
construction process. Therefore, it is very important that
machinery plays a big role.
It is my understanding that when you use more and
more machinery in construction, besides all the advantages you know, it also gives laborers an opportunity to
upgrade their skills. You know, when you employ your
labor along side machinery, there is a kind of competition
for the laborers to learn more and upgrade their skills, or
otherwise they will be out of jobs. Therefore, the machinery also helps laborers upgrade their skills. That is my
understanding, and I am sure you will also agree with
me. Therefore, these are the days when you have to optimize the use of machinery and get all the advantages.
This also a great thing you would be doing for the country.
With this, I just thank all of you for giving me the opportunity to come here and see some of our old friends. I am
sure that this exhibition will go well, there will be a lot of
business for the exhibitors, and there will be a lot of knowledge about the technology presented to the users of ele-
vators and escalators. So, at the end, this is going to be a

good event. I wish the entire program a great success.
Once again, thank you very much.
Raghavendram
Keynote Address: C.N. Raghavendran

(Partner, Architect C R Narayana Rao)
It is a great pleasure to be here and,
particularly, a great honor to share the
platform with Mr. Audiseshaiah and Mr.
Sundaram. The former, as briefly mentioned, is one of the most highly respected administrators in the state, and
I had an opportunity to briefly know
him. I am extremely happy to say that he
is a man with a golden hand. Today
under his leadership and guidance, the state is witnessing
some valuable and prestigious building projects, medical
colleges and many other constructions that are coming
up. The state assembly complexes is a one-in-a-lifetime
kind of building, and Mr. Audiseshaiah is actually guiding
the whole development. It is such a great honor to be
sharing a platform with him.
I must congratulate Virgo Communications for creating a platform like this. Though I have been in the field of
architecture for almost 35 years, it is news to me to know
that there are almost 300 elevator manufacturers in the
country. It is quite relieving and it shows how vastly the
market has grown and where we are today despite the
current, hopefully temporary, slowdown phase. I am sure
the path ahead for this industry is quite glorious, and it
will lead to lot of elevation, bringing new technology and
creating better utilities for people who use buildings.
As an architect and having worked in several major
cities in the country, I have seen one major problem that
the urban plan has faced in the growth of the city. Our
cities have been growing phenomenally, urbanization is
taking place at a rapid pace and lot of employment opportunities are available in cities, which have become
economic engines for the growth of the country despite
India being vastly agricultural. Despite efforts by planners, we find that the growth of cities has not been as
desirable as it would have been in terms of environment,
traffic, health and safety, and many other factors. Eventually, it boils down to how we use the land. The land is
limited, and with the given area of land, we have to fulfill
and accommodate the vastly growing, diverse kind of use
that the cities are expected to support.
I am a strong advocate of tall buildings. This is because, unlike three or four decades ago, when we did not
have the technology for (particularly fire) safety for tall
buildings, today the situation is vastly different we have
seen considerable improvement in the technology for fire
safety and therefore, in advocating tall buildings, I feel
that the land area can be freed up for more garden space.
This can help peoples lungs, create a play area for children, the possibility of wider roads for traffic and so on.
The citys new master plan recognizes this development.
In fact, certain height restrictions have been removed,
and taller buildings beyond the city limits are also being
permitted. These are good signs. As opposed to vast horizontal growth, which creates massive infrastructure
problems, the vertical growth is the order of the future in
all cities of India. Therefore, elevators and escalators
have to play a very important role in the growth of cities.
Massive growth is ahead of us, and it is such a great time
to be in business in India. As mentioned by some of the
earlier speakers, I have also been witnessing an induction of technology by leaps and bounds in the last couple
of years.
Today, the gap between the best technology in the
world and what is available in India has narrowed, and
the best of technology is not far from our reach where
demand insists. Safety levels, energy efficiency, travel
comfort, lift hoisting technology, safety equipment and
leveling accuracy in elevators have been commendable.
This provides for a great opportunity for the end user and
for architects to specify and look at the best adoptable
solution for each of their problems.
The lift industry in India has been quite innovative. The
introduction of machine-room-less elevators, for instance, has been quite fast and impressive. It has
changed the way many architects think about planning
buildings, particularly planning of their top terraces.
These technologies, combined with energy efficiency and
safety, have really taken the elevator technology in India
to a great level. In fact, I would like to perhaps suggest
that the elevator industry thinks of green elevators that are
more eco-friendly, consume less power and give greater
outputs. It is not that it is not here it is already here, as all
the variables of drive motors contribute to power savings.
Power saving is a great national contribution. This kind of
development is indeed good for the country.
I remember designing Nehru Stadium in Chennai almost
about a decade and a half ago. We had a massive challenge. This stadium was to be designed to meet international broadcasting standards, meaning that the lighting
levels at horizontal plane and vertical planes had to be
above minimum specified limits to enable color TV cameras to capture the players and broadcast. The lighting was
a challenge, and we did not have an appropriate lighting
solution in India at that time. The best manufacturer in
India at that time offered a solution, and we accepted
that. Though at that time that was best and latest in the
country, a few years later, I had an opportunity to visit a
convention organized by the same manufacturer in the
Continued
43
IEEEXPO
Continued
Tech Forum 2009
Exhibitors
Facts About
TECH FORUM
2009
Exhibition
Total exhibit space: 1,500 square
meters
Total number of visitors: approximately 1,200 (mainly from south
India)
International visitors included
those from China, the U.S., the
U.A.E., Qatar, Germany, Korea,
Japan, Italy and Belgium
Number of companies participating: 30 companies (primarily
from India, but also the U.S.,
Italy, Germany, China and the
Netherlands)
Technical Presentation
Number of attendees: Approximately 150-200 people for each
session
Attendees included builders, architects, elevator consultants, students
and others from the elevator and
escalator industry
Other Information
This was the first technical forum
of its kind to be held in India.
This event gave large buyers of
equipment (like builders and major
OEMs) an opportunity to share a
single platform and highlight the
difficulties and business challenges
they each face. Many solutions
where suggested and appreciated.
Students from educational institutes, such as engineering and
architecture schools, had an opportunity to learn about elevators
and related technology through a
special session by TAK Mathews
on Fundamentals of Elevatoring.
The Builders Association of India
(Southern Center) became involved
with the event since its leaders believed that this technical forum
would be highly beneficial for their
members and many members attended the expo and seminar.
They expressed their extreme delight at being a part of this event.
Continued

U.S. and meet the business president. It was then that I
told him to not look at India like you can pass 30-year-old
products on to our country please share your latest
products with our country. Dont look at India as a poor
country. India is a country that can absorb technology like
any other. Barely three years ago, we thought that we had
installed the best lighting solution in the country at Nehru
Stadium, but it was actually 30-year-old technology.
I think that companies are bringing us their latest technology in the lift industry today. I must congratulate
Indian lift manufacturers for introducing it in this important area, and I think with the kind of growth the cities
will have in the future, the lift industry has a tremendous
opportunity and potential. In this context, conferences like
this are extremely important. As I said, despite being in the
trade and profession for such a long time, it is still confusing when it comes to specifying lifts. There is different
criteria from different manufacturers, and you have different solutions for the same traffic situations. Therefore,
opportunities like this are the source of knowledge and
information for everyone, especially for people like this.
I would like to thank the organizers for calling me here

during the closing session. Usually, the
closing session will be the one for which
people may not want to stay. But I am
really happy to see so many people
here, though I can clearly see that that is
because of the previous lecture by TAK
Mathews. I wish we had professors like
him in our university. I was telling my
friend Mr. Tukaram of the builders association that I was feeling bad that many of our students
missed coming here and listening to the lecturers.
As you can see, this is one area where all the disciplines are required civil engineering, mechanical engineering, electrical engineering and more. Engineering
students and architects have obviously come a long way
in the elevator industry. As you look at how elevators
used to be, it is clear to see how very modern and aesthetically superior elevators have come into the field.
I congratulate the builders association for having put
effort toward bringing this particular event to Chennai. I
only wish more people could benefit from this. Of course,
if the video is available, I would be happy to circulate it
amongst our students.
There was a time when people did not get to see elevators or escalators, but these days they are a common sight
in all malls and other buildings. The shortage of space all
around has necessitated that one look out for vertical expansion, and this means you have to look for elevators.
Shekar
Valedictory Address: Dr. M. Shekar

(dean, Faculty of Engineering, Guindy)
Continued
I have another problem because I am in an association

of the old boys of this 215-year-old institution. Though
they are 70-plus-year-old students, they still love to
attend the meetings. For them, even climbing one floor is
difficult. They need an elevator for even one floor, and
that is why we are installing one in our association building. I am closely associated with the construction.
The previous speakers points were well apt and applicable, because one has to be very careful in planning
such as the space required for the elevator lobby, waiting
time and speed. These factors are important in the construction of any building.
A lot of technology change has happened in the elevator industry. Last year, Hitachi came out with an earthquake sensor built in the elevator system itself, with
another located in the machine room. It will sense the
earthquake and its intensity prior to its occurrence, and if
need be, it will make the elevator non-operational. I also
wish to mention sensors that measure wind force and the
sway that the building is likely to face during a hurricane.
Of course, todays technology is there, and we utilize and
exploit the technology for improving our day-to-day lives.
Yet, in our country, we have a hidden fear of reaching
our destination when we get in to an elevator. I read
on the Internet that in the U.S., there are more deaths
due to car accidents than elevator or escalator accidents.
Accidents are more probable on an escalator than in an
elevator.
As a teacher, I am really thankful to the organizers. I
really salute them for thinking of the students and inviting
them. I only wish that many more of our students from my
institution could have attended and benefited by this.
I used to have a grudge about to the lack of response
to the technical meetings, especially to those held in
Chennai. Maybe not enough publicity is given. At the
next venue, Fairpro is going on, and people can be attracted from there, too, to see our things. I hope the event
managers are planning to do that.
Intellectually, our students are all great. Now you can
see that you cant compare the intellectual level of
current students with that of our own times. However,
creativity and the objective thinking have to be developed in them. Interest must be created in them. That is a
big task for our academicians.
I thank the organizers for helping us call our students to
this seminar, and it is a real boon to Chennais students. I
thank the organizers for bringing this event to this city. I
hope that in the coming years, similar events will be organized in Chennai and we will have more response from the
public of this city. Again, I thank those who thought it fit
to call me to this valedictory function. I appreciate the
efforts, and I know it would have been a nice thing.
c
MELCO
Engineering
Multiple-Car Elevator System

by Masami Sakita
Summary
This article discusses a new multiple-car elevator system that holds up
to three cars per shaft. As my earlier
paper indicates (ELEVATOR WORLD,
June 2001), this system is expected
to significantly reduce the floor
space required for the elevator and
waiting room in large high-rise office
buildings.[1] In condominium or
apartment buildings, the multiplecar elevator system may not be able
to save as much floor space as in
office buildings, but in addition to
some space savings, it should be able
to improve the quality of service. For
example, in a three-car-per-shaft
elevator system, the top car may be
used exclusively for passengers to/
from the top penthouse floors; the
middle and the bottom cars may be
used for handling passengers to/from
the rest of the floors; and one or two
bottom cars may be used for carrying
furniture, building maintenance/
cleaning crews and recyclables/trash.
This new elevator system is expected
to be most effective in buildings
within cities where the land price is
exorbitantly high, the space used for
elevators tends to be minimized and
a relatively small amount of floor-space
saving is able to pay for the possible
extra costs for the elevator system.
Background and Introduction

Masami Sakita is an independent consultant/
inventor specializing in transportation systems.
Sakita holds 11 U.S. and three Japanese patents on
subjects including multiple-car elevator systems,
rotary engines and traffic-signal controllers. He
holds a PhD from the University of California at
Berkeley in transportation engineering. Prior to
becoming an independent consultant, Sakita operated Sakita Corp., a private company specializing
in traffic-signal-related software. He has also
worked for SRI International, De Leuw, Cather
and Co. and the Regional Transportation District
of Colorado.
48
The idea of having two elevator

cars in the same shaft has been
around since 1921.[2] Such a system
only became reality for continual operation in 2003 as the Twin Elevator
System by ThyssenKrupp Elevator
AG.[3] Since 1993, your author has
been conducting research on the
subject independent of the development efforts at ThyssenKrupp.[4, 5 & 6]
My previous article Elevator System
with Multiple Cars in One Hoistway
discussed a possible mechanical
design, operational method and its

analysis of a two-car-per-shaft elevator system used in an office building.[1] The proposed elevator system
was shown to require significantly
fewer shafts than a conventional
elevator system when installed in a
large, tall office building.
Since then, your author has improved the mechanical design of the
multiple-car elevator system.[7] This
article briefly discusses the overview
of the new newly proposed multiplecar elevator system and sample applications of system in hypothetical
residential buildings.
Overview of the New

Multiple-Car Elevator System
The new elevator system is able to
hold up to three elevator cars per
shaft (Figure 1).[7] Each elevator car
Sheaves
for Car 1
Ropes
for Car 2
Ropes
for Car 3
Car 1
Ropes
for Car 1
Counterweight
for Car 3
Counterweight
for Car 2
Car 2
Car 3
Counterweight
for Car 1
Figure 1: Three-car-per-shaft elevator
is pulled up and down by a set of ropes affixed to one side

of the elevator car. The other end of the set of ropes is
affixed to the counterweight that moves up and down
along the rail attached to the wall that faces the side of
the elevator car to which the set of the ropes is fastened.
The size of the motor can be as small or large as required,
and thus there should be practically no limit for the height
of the shaft and the speed of the elevator car. The threecar elevator system shown in Figures 2 and 3 is for a
medium-height building in which all motors are installed
on a one-floor machine room. The elevator car has a total
of eight wheels four of which roll in the rails affixed to
the same wall along which the counterweight moves, and
four in the rails affixed to the opposing wall or side walls
(Figure 4).
To ensure that the elevator cars in the same shaft will
not collide under any circumstance, all elevator cars in
the same shaft are mechanically interlocked by bidirectional one-way clutch systems for both up and down
movements. These one-way clutch systems allow all elevator cars to move only in one direction at a time (Figure
3); any neighboring cars may be mechanically protected
from colliding with each other by a device attached to the
elevator car that grabs the adjacent cars ropes. Any two
neighboring cars may be mechanically coupled by the
same device at any time, with any distance between them
(Figure 5); each elevator car is protected by redundant
independent brake systems, and the system is controlled
by three layers of computer systems, each equipped with
Sheave
for Car 1
Motor 1
Sheaves
for Car 3
software: one for controlling passenger flow for the entire

system, one for controlling each shaft and one for controlling each elevator car (Figure 6).
The passenger control software processes car requests
and floor requests, and plans and executes elevatorpassenger assignment. The shaft control software keeps
track of the status of the elevator cars and doors in each
shaft. The car control software drives the car (i.e., determines the acceleration/deceleration rate of the car and
executes it by controlling the motor) according to a rule
that takes into consideration the distance between and
speeds of the preceding car and the car of consideration.
Each of these computers is connected by a local-area communications system to the other computers on an online,
real-time basis. An elevator car will not be started from a
floor unless there are no cars ahead of it, if the leading car
is a safe distance away, or if the leading car is farther away
than the floor requested by a passenger in the current car.
Software functionalities commonly adopted by the
conventional elevator system such as interlocking of the
floor and car door operations with the drive-motor operations, and hardware mechanisms such as the fallprevention mechanism using the governor system
and/or equivalent may also be used in the new multiplecar elevator system. Its man-machine interface may
include a menu-driven video, voice and two-way interactive touch-screen display placed at each floor and
inside each car.
Continued
Sheaves
for Car 2
Motor 1
One-Way Clutch
for Motors 1 and 2
Ropes
for Car 1
Counterweight
for Car 1
Ropes for Car 2

Ropes
for Car 3
Car 1
Motor 3
Motor 2
Ropes
for Car 3
Car 1
One-Way Clutch
for Motors 2 and 3
Figure 3: Arrangement of motors

(three-car-per-shaft elevator)
Wheels
Doors
Figure 4: Cross-sectional view of car 1
Figure 2: Expanded view of the

multiple-car elevator
49
Engineering
Continued
The multiple-car elevator system is most effective in

increasing passenger-carrying capacity in large office
buildings of 20 stories or taller. I estimate that the threecar-per-shaft elevator system is able to carry at least 60%
more passengers per unit shaft area than the conventional elevator system in buildings 30 stories or higher. I
also estimate that the two-car-per-shaft elevator system is
able to carry at least 40% more passengers per unit shaft
area than the conventional elevator system in buildings
20 stories or higher. Here, the unit shaft area includes the
area of the shaft used for the extra area for the counterweights and prorated top and bottom storage areas.
The multiple-car elevator system is most effective in
reducing the waiting time in residential buildings 20
stories or taller. In these buildings, the number of elevator
shafts may be determined based on the types of services
provided and the duration of waiting time the user is willing to tolerate, rather than by the passenger carrying
capacity of the elevator system.
Example Use of the System

Case 1
shafts and one conventional service elevator. In this system, all cars are physically able to reach all floors, but operationally, the software may only let the top car reach all
floors, let the second car reach all floors except the top
floor and let the third car reach all floors except the top
two floors (under normal circumstances). The top cars are
generally reserved for serving traffic between the top five
floors, and the lobby and the underground floors. The
purpose is that residents of the top five floors will be able
to enjoy an express or semi-express service most of the
time. The middle and bottom cars are generally reserved
for use for traffic between other floors to/from the lobby.
The bottom car in one shaft may be for the exclusive use
of the maintenance crew or maid service.
The operational method of the elevator cars is programmable for each car and each shaft, the day of the
week and each specific day. A typical operational scheme
may be such that, in the early morning, all cars are
parked at the highest possible floor. The software will let
most of the top cars park at the top floor, and the middle
and bottom cars park at the 35th and 34th floors, respectively. In the early evening, the software may let most
cars park at the lowest possible floor. The top five floors
may get special treatment in the form of a priority service
in which the system tries to serve the request from or to
the top five floors first, while trying to minimize delays
due to intermediate stops by preceding elevator cars in
the same shaft (under most circumstances).
Continued
The first case deals with a 40-story building that

houses 275 residential condominiums, including 50 premium condominium suites on its top five (or 36th-40th)
floors.[8] This building has two basement floors used for
garages, and is equipped with five conventional elevators
for passenger traffic and one service elevator for various
other services.
In Design 1 of the conventional system,
all five elevators are used for passenger
traffic in the building, including passenger
traffic to/from the top five floors. This deCar 1
sign is unfavorable to the residents of the
top five floors, because they often have to
tolerate frequent intermediate stops. In
Couplers for
Design 2 of the conventional system, four
Cars 1 and 2
elevators are used to handle passenger
traffic to/from the lower 44 floors, and one
elevator is used exclusively for traffic
to/from the top five floors. The exclusive
Car 2
elevator for the top five floors may also
function as a security gate to prevent inCouplers for
truders from coming into the top five
Cars 2 and 3
floors. This design should work well most
of the time, except that the waiting time for
the exclusive elevator tends to be longer
Car 3
than that for the other elevators, and that
the problem will be amplified when the exclusive elevator has to stop at a floor for
longer than usual.
The proposed new multiple-car elevator
system will have three three-car shafts in
Figure 5: Car couplers (threecar-per-shaft elevator)
place of the four conventional elevator
50
Manual
Interrupts
Schedule
Control
Computer
To/From Car
Computers
Operation
Schedule
Tables
Shaft
Computer
for Shaft 1
Floor
Request
Button
One-Way
Clutch
Car Computer
for Car 1
Car Motor
To Car
Computers
Coupling
Means
Brake
One-Way
Clutch
Door Motor
Coupling
Means
Location
Sensors
Cable
Elongation
Measuring
Means
Location
Sensors
In-Car Stop
Request
Button
To Schedule
Control Computer
Jackson
Motor
Figure 6: Computers and devices involved in the

multiple-car elevator control system
As may also be done in a conventional elevator system, the proposed elevator system may be used as a part
of the security system to protect the residences from
intruders. The system may include a communication stand
equipped with a graphics display and a video camera in
the main lobby from which the visitor will call a residence
to get permission to go to the residents floor. When the
resident gives permission, the display will indicate the
elevator shaft number to the visitor, and simultaneously,
the display board on top of the floor door of the selected
elevator shaft will show the floor number to be visited.
Once inside the elevator car, the visitor is asked to push
the residence number he/she is visiting on the communication panel. If the number matches the residence he/she
is permitted to visit, the elevator car door will close, and
the elevator car will leave the lobby floor directly bound
for the destination floor. The residents of the building
may be given a smart card to be used at the communication stands at the lobby and basement garage and
inside the elevator car, or the communication stands and
the communication panel inside the elevator car may be
equipped with a biometric identification system such as a
fingerprint reader or an iris-scan system.
Case 2
The second case deals with a 10-story apartment
building that houses 60 units. This building has one basement floor for parking and is equipped with one elevator
shaft with one conventional elevator. The elevator system
should work satisfactorily for handling passenger traffic
most of the time.
The problem occurs when an old tenant moves out or
a new tenant moves in, and thus the elevator must be
stopped at one floor or a lobby to load/unload furniture.
Under these circumstances, the residents sometimes
must walk down to the lobby or the garage, or up from
the lobby. This is also necessary when an apartment unit
is being renovated or painted. In this case, the elevator is
used to carry equipment or materials for refurbishing or
painting, and sometimes the worker wishes to stop the
elevator for a prolonged duration but is unable to do so.
This problem occurs approximately 30 times a year if the
tenants in this building stay an average of five years in
their apartments 12 times for moving out, 12 times for
moving in, and six times for painting or other maintenance
work on the building.
The proposed new elevator system will have two cars
per shaft, in which each car is able to reach all floors in
the building. This system requires elevator storage spaces
at the top and bottom of the shaft. The problem related to
the prolonged dwell duration in the two-cars-per-shaft
system may be alleviated by letting the mover and worker
conduct loading and unloading at the ground level, and
letting the parked car with a prolonged dwell yield the

right-of-way to the car approaching to the parked car by
moving to another floor so that the other car will be able
to travel to its destination floor. After the other car has
reached its destination, the parked car may proceed to its
own destination floor with the car still partially empty, or
the parked car may be sent back to the floor on which it
was parked before it yielded the right-of-way to finish off
the work at that floor.
Discussion and Conclusions

It is apparent that the example applications of the new
multiple-car elevator system will improve service quality
over the conventional elevator. In the first example, the
number of shafts for the new multiple-car system is more
than the minimum number required and is expected to
reduce waiting time to all users, especially to users of the
top five floors. In the second example, the two-car-pershaft elevator system should be able to alleviate the
operational problem experienced by the conventional
elevator system.
Whether the newly proposed multiple-car elevator
system will bring savings or extra expenditures depends
upon the building in which it is implemented. In the first
example, the reduction of two elevator shafts and waiting
room will save by 16-25 m2 of floor space per floor,
assuming a standard shaft size, which translates to 6801,027 m2 per building. The extra space for parking the
elevator car in the new elevator system will increase floor
space by 97-146 m2, and thus the total floor space savings will be 580-880 m2. This will reduce the number of
hallway doors by 72, increase the number of elevator
cabs by five and require a more sophisticated control system.[8] In the second example, there will be no monetary
savings from the new elevator system. Indeed, the new
system will incur extra expenditures.
As can be inferred from the numbers in the sample
examples, the benefits of the multiple-car elevator system in
residential buildings will be most pronounced in tall buildings within cities in which the land price is exorbitantly high.
References
[1] Sakita, Masami, Elevator System with Multiple Cars in One Hoistway, ELEVATOR WORLD, June 2001.
[2] Frank J. Sprague, Dual Elevator System and Control, U.S. Patent Re.
18,095, June 9, 1931.
[3] ThyssenKrupp Elevator UK Ltd., Twin The Revolutionary System in
Elevator Design, Richmond-Upon-Thames, U.K., 2003.
[4] Sakita, Masami, Elevator System with Multiple Cars in the Same
Hoistway. U.S. Patent 5,419,414, May 30, 1995.
[5] Sakita, Masami, Elevator Control System. U.S. Patent 5,663,538,
September 2, 1997.
[6] Sakita, Masami, Elevator System, U.S. Patent 5,699,879, December
23, 1997.
[7] Sakita, Masami, Elevator System with Multiple Cars in the Same
Hoistway. U.S. Patent 7,357,226 B2, April 15, 2008.
[8] Allen, Edward, and Iano, Joseph, The Architects Studio Companion,
3rd Edition, Wiley, July 27, 2001.
51
Market Trends
Globalization and Challenges Faced by

the Vertical Transportation Industry in India
by Pravin Rao
Thomas Friedman, in his book

The World is Flat, has captured the
essence of todays new era of globalization. Globalization has made the
world smaller. As the markets for
products, services, labor and capital
increasingly integrate worldwide, we
are also witnessing the increasing
economic, cultural, demographic,
political and environmental interdependence of different locations
around the world.
Globalization & Demand Creation
Presented at the
Globalization is a strategic imperative to most multinational and

transnational corporations today.
Emerging markets (like India, Brazil,
Russia and China) are important to
this strategy for several reasons.
First, economic indicators such as
Gross Domestic Product growth and
Foreign Direct Investments (FDI)
suggest that these markets represent
high growth potential. Second, the
emerging markets are the future of

various industries like information
technology, telecommunications,
green building design, vertical transportation, etc. They will seed future
innovation and change the economic landscape by 2015. These
markets present a different set of
challenges, and opportunities and
organizations are therefore investing
in technology, innovation, brand
building and service offerings.
The evolving demands of globalization have transformed major metros
like Mumbai, Delhi Kolkata, Chennai,
Bangalore, Hyderabad and Pune
from being Cities of MidScrapers to
Cities of Skyscrapers. People who
were once seen socializing in the
aisles, corridors and compounds of
the buildings are now seen having
get-togethers in the swanky club
houses and cafeterias of their plush
in house facilities.
Demand Pull Factors
Pravin Rao is an electrical engineer from the BMS

College of Engineering,
Bangalore, and has obtained graduate degree in
sales and marketing from
Bangalore University. He
worked for Otis Elevator
Co. at Bangalore for 16
years. During this tenure, he held several positions including regional head of service sales,
regional head of modernization and regional head
of sales and marketing, responsible for growth
across the southern region, improved market
share and profitability. After working for DORMA
(India) door systems, he is now employed with
ETA Melco as a deputy general manager.
52
Robust and sustained macro

economic growth
Upsurge in industrial & business
activities, especially. new economy
sectors
Favorable demographic
parameters
Significant rise in consumerism
Rapid Urbanization
Gamut of financing options at
affordable interest rates
Supply Push Factors
Booming
Indian
Real Estate
Resultant Impact
Resultant Impact
Increasing occupier base

Significant rise in demand for
office/industrial space
Demand for newer avenues for
entertainment. Leisure & shopping
Creation of demand for new
housing
Figure 1: Demand pull & supply push factors
Policy & Regulatory reforms (100% FDI

Relaxation)
Positive outlook of global investors
Fiscal incentives to developers
Simplification of urban development
guidelines
Infrastructure support and development by
Government
Entry of number of Domestic & Foreign

players increasing Competition &
Consumer affordability
Easy access to means of Project
financing
Increases developers risk appetite and
allows large scale development
Improved quality of real estate assets
Development of new urban areas and
effective utilization of prime land parcels
in large cities
Growth of Vertical Transportation Industry in India

Given the space crunch in mega cities, realty developers are taking the vertical route to keep pace with the
realty boom. Resultant high rises are the norm and the city
skylines are being continuously dotted with skyscrapers.
In fact, this real estate boom has transformed a once
stodgy elevator industry of 1980s and 1990s into an exiting vertical transportation industry that is reflected in
terms of higher speed, sophistication, glitzy glass cars,
taller car heights, ceilings, LCD TV screens, etc. The period of 2001 to 2008 saw world class airports, hotels,
shopping malls and residential complexes appear all over
the country, leading to a rapid urbanization of Tier 2 and
Tier 3 cities also.
Favorable economic conditions, demographics and increasing purchase power have been some of the key drivers for the growth of real estate industry in India. The
boom has also seen an increase in allied industries like
cement, steel, air conditioners, firefighting equipment, elevators and escalators, etc. The growth in the real estate
industry has significantly boosted the demand for elevators and escalators. Today all of the major global elevator
players like Mitsubishi, Otis, KONE, Schindler, ThyssenKrupp, Hitachi and Hyundai have set up their bases in India
and are all eyeing their piece of the market share. The
current elevator market is around 30,000 units per
annum and had grown at an annual rate of 12% from
2001 to 2008. The growth across the verticals in the four
major regions, Pan India, are summarized in Figure 2:
Region
IT / Office
Residential
Hotels
Retail
Infrastructure
North
Medium
Growth
High
Growth
Medium
Growth
High
Growth
High
Growth
South
High
Growth
High
Growth
Medium
Growth
Medium
Growth
Medium
Growth
East
High
Growth
High
Growth
Medium
Growth
Medium
Growth
Medium
Growth
West
Medium
Growth
High
Growth
High
Growth
High
Growth
Medium
Growth
What Went Wrong?

U.S Financial Crisis Leading to a Synchronized Global Crisis
The term financial crisis is applied broadly to a variety
of situations in which some financial institutions or
assets suddenly lose a large part of their value (Figure 3).
In the 19th and early 20th centuries, many financial crises
were associated with banking panics, and many recessions coincided with these panics. Other situations that
are often called financial crises include stock market
crashes and the bursting of other financial bubbles, curContinued
rency crises and sovereign defaults.
Figure 2: Growth in Indias four main regions
Today we are witnessing large global real estate organizations having established their presence in India
and a confluence of international architects, project
management consultants, elevator consultants and landscape experts vying to bring in new benchmarks in
design, safety, quality, user benefits and property management skills.
On a positive note, the period of 2001 to 2008 ushered
in a rise in demand for goods, human capital, new investments, expansions, profits, etc. These parameters started
nose diving from the 3rd quarter of 2008.
Figure 3: Most affected areas: a world roundup
53
Market Trends
Continued
Interest Rate Increased Globally

The U.S. Federal Reserve has cut rates from 2% to 1.5%
and the European Central Bank trimmed its rate from
4.25% to 3.75%. The unprecedented step failed to cheer
world stock markets. The central banks of Canada,
Sweden and Switzerland all took similar action in a
coordinated move. China also cut its rate, but by 0.27
percentage points. Europe and the U.S. initially reacted
well to the news but later turned down as investors
were unconvinced that the rate cuts would really solve
the financial crisis. In New York, the main Dow Jones
stock index ended down 189 points or 2% at 9,258.1
after weaving in and out of positive territory.
Figures 4 and 5 depict the dip in the interest rates
experienced for the month of October 2008. Chief
International Economist at Capital Economics, Julian
Jessop, said that the rate cut would provide at least a
temporary boost to confidence. The fact that the central banks have had to take such extreme measures
underlines how bad market conditions have become.
India Stock Market after U.S Crisis

Although markets closed well above the dotted line,
they remained volatile in the final hours of trade on
account of alternate bouts of buying and selling.
Figures 6 and 7 show the Sensex update for October

20, 2008. While stocks from the software and banking
sectors found favor, stocks from the realty and power
sectors were at the receiving end. While the Asian
indices closed in the positive, the European indices
also opened on a positive note.
Whats the Impact? Indias Forex Situation

The Reserve Bank of India (RBI) has warned that the
global financial crisis can spread to India through equity and Forex markets, while money, debt and credit
markets could be impacted indirectly due to the continuing onslaught. The RBI Governor D. Subbarao said
that the country may escape the worst consequences
of the crisis, even as the equity and the Forex markets
provide the channels through which the global crisis can
spread to the Indian system. (Source: www.myris.com)
Foreign Institutional Investors (FII) who brought foreign exchange in India are selling their investments in
haste to take back their money to their home country
due to the negative sentiments created by the present
global financial crisis led by U.S. The financial crisis has
also created a shortage of money supply, and India is
also facing a credit crunch especially in terms of foreign
exchange and the Indian Banking sector. Forex markets
are facing tight liquidity situations each passing day for
the past quite some time. (Source: www.citefin.com)
This liquidity crisis along with FII sell off has forced the
Indian Rupee to devalue like never before. In a span of
nine months, the Indian Rupee has slipped from
Continued
around Rs40/US$1 to Rs48.83/US$1.
Figure 4
Figure 6
Figure 5
Figure 7
54
Market Trends
Continued
Challenges Faced by the Vertical

Transportation Industry in India
These are unprecedented times for most of the industries. The high degree of volatility, uncertainty and the
response to dynamic market conditions require new skill
sets and different approach for growth and sustenance.
We will now look at the three major challenges, which
will impact the vertical transportation industry, builders
and end-users alike.
Challenge No. 1 New Projects

Delayed order finalization
Customer indecisiveness. Expect major reduction in
prices and dilution of terms.
Delays in line of credit openings: Rupee vs. U.S. dollar
fluctuation
Cash flow crunch. Customer anticipates the Rupee to
appreciate in the near term and stability in the
midterm.
Disruption in the manpower planning process
Since the order pipeline and site readiness are uncertain, the elevator companies have a dilemma defining
the optimum manpower requirement for installing the
elevators.
Disruption in production planning process
Due to all the three factors mentioned above, the elevator companies are unable to predict the factory load
leading to sudden spurts.
Unrealistic completion schedule at a later stage
For example, short delivery and short completion
schedules
Price validity, especially for imported equipment
Customer insists on extension of price validity due to
non-availability of funds; unable to finalize end-users.
Last minute revision in specs
For example, reduction in number of floors, elevators
or escalators
Downgrading of specs
For example, high-speed elevators to medium-speed
elevators, or customized car cabins to standard finishes
Challenge No. 2 Ongoing

Projects, Installation Stage
Materials already at site
Elevator/escalator materials are ordered and unutilized. In some cases, improper storage will aggravate
matters.
Unable to consume and install
The elevator shafts or the escalator bays are not yet
ready, prohibiting the start of work.
Extended storage of equipment: damage, theft, corrosion, etc.
56
This is a major liability, especially if the site activities

are stopped or abandoned.
Replacement for the above causing further delays
During installation, many components, like the doors,
cabins or fixtures, may have to be replaced (partially or
fully). The lead times to procure replacements is high,
leading to delays during installation.
Quality issues during/after installation
Longer storage of materials might affect items like
rails, doors, etc. and consequently affect performance.
Delays in taking over completed elevators/escalators
Customer is unable to find a tenant/end-user, leading
to delays in taking over completed units.
Payment delays
Delayed building occupation leads to cash flow problems and consequently vendor payments are also
delayed.
Lift license delays
Elevators are installed but not commissioned due to
power supply, etc., and unable to obtain lift running
license from statutory authorities.
Warranty issues
Conflicts and misunderstandings arise on start and
end dates of warranty, due to all the reasons mentioned above.
Challenge No. 3 Projects Completed,

Building Not Occupied
Warranty obligations are over
Elevator/escalator is commissioned but due to delayed
building occupation/usage, the stipulated warranty
period from the handing over date has already expired.
No continuity in the maintenance/service routines
Free service has expired and the contractual liability
is over.
Delays/uncertainties in entering into an annual maintenance contract (AMC)
This is mostly related to timely occupation of building.
Elevators/escalators are a mere show piece
Unused elevator/escalator can become an eyesore, if it
is not properly maintained/protected.
Unserviced units will lead to exposure of dirt, damage,
rodent attacks on wiring, etc.
A routine service is a must for any electromechanical
equipment and an unserviced unit can become a liability, if not maintained properly.
Cost of restoring at a later date will be higher than the
AMC cost
> It is advisable to enter into an AMC contract and transfer the obligation to the elevator manufacturer, rather than
pay heavy price for repairs at a later date.
How are the Builders & End Users Affected?

Low access to project finance: Fund flow issues
Squeeze on the home loans: Residential segment is
badly hit
Global investors backing out: Investor sentiment all
time low
Demand/Supply Gap: Surplus available space
Compromise on quality: Downgraded specifications
Unaffordable interest rates: Reduction in new enquiries
Large scale projects put on hold: Benchmark projects
deferred
Builder unable to handover the
projects on time: Cash flow issues
years. When the economic crisis is all over, which eventually it will be, and these difficult economic times are
behind us, it will be evident who the tough ones were. It
is time now for all of us to tighten our belts, be focused in
our market approach, strengthen customer service, better
coordination between the elevator companies and the
builders to fight the challenges, and get ready for the
next boom.
c
Suggestions
A joint representation by the elevator companies to Confederation
of Real Estate Developers Associations of India (CREDAI) and
Builders Association of India (BAI)
on issues related to storage, safety,
lift well completion, temporary
power for installation or lift license.
For example, major elevator companies from Chennai will meet
the top officials of CREDAI/BAI
Chennai chapter to try to resolve
the common issues faced by the
elevator companies.
A joint representation to builders
and owners on units completed
but not being serviced to protect
the equipment from misuse, dust,
damage to doors/fixtures and related issues
Builders to initiate specific planned
activities on materials expected
shortly at site, in terms of proper
storage, customs clearance, inland
transportation, unloading, payments, etc.
All the above will lead to close coordination within the industry to
tide over the present crisis and lay
a good foundation for 2010, when
the environment improves. This is
a win-win proposition.
Conclusion
The old adage, When the going
gets tough, the tough get going, will
continue to hold true in the coming
57
Engineering
Design of a 25-Kilogram Ropeless Elevator

Prototype Using Linear Switched Reluctance Motor
by V. Chandrasekar and Dr. R. Arumugam
Presented at the
V. Chandrasekar is a
research scholar at Anna
University and can be
reached at e-mail: Vcsekar
75@yahoo .com.
Dr. R. Arumugam is a
professor and head of EEE
at SSN College of Engineering in Kalavakkam,
Chennai.
Abstract
Design of LSRM
A linear switched reluctance motor

(LSRM) drives are investigated and
proved as an attractive alternative
actuator for vertical linear transportation application such as linear elevators. This project presents a novel,
reliable and cost-effective method.
The proposed LSRM has twin stators
and a set of translator poles without
back iron. The translators are placed
between the two stators. This project
gives an analytical-design-based
LSRM for ropeless elevator. The design procedure for a four-phase active stator and passive translator is
illustrated in this project. Analytical
predictions of unaligned and aligned
inductances using magnet circuit
analysis is developed and propulsive
forces are calculated for various
translator positions. These results are
verified using Finite Element Analysis.
The analytical and designed result of
this project prove that LSRMs are the
strong candidates for linear propulsion drives.
The design procedure of LSRM is

explored in detail in this section. The
development given here follows the
basic design procedure outlined by
Krishnan et al [2007]. The design of
LSRM is achieved by first translating its specifications into equivalent
rotary switched reluctance moter
(SRM) specifications, and then the
rotary SRM is designed from which
the LSRM variables are recovered by
inverse translation.
Introduction
A linear motor eliminates the
need for rotary-to-linear mechanical
interfaces resulting in simpler and
robust conversion of electrical input
into linear motion. Linear motors
have been applied to elevator applications since the 1990s, so that the
conventional traction-geared roped
elevator has many drawbacks in
case of skyscrapers 200-400 meters
tall (such as space occupancy of 30%
and cables used due to mass and
vertical vibration). The performance
of the machine through its propulsion force versus position.
Specification of the LSRM

Consider an LSRM to be designed
for a machine stator, with length Lt, a
maximum linear velocity of vm and
an acceleration time ta required to
reach the maximum velocity (Figure
1). The maximum mass of the translator is restricted to Mt.
If the decelerations time the td = ta,
maximum acceleration is given by:
And the maximum deceleration:

The instantaneous acceleration force
Fa is given by:
And the instantaneous deceleration
force:
Assuming a zero instantaneous friction force (that is Ff = 0,), the maximum power capacity of the LSRM is
given by:
=
Design of Rotary SRM

A rotary SRM is designed for a
power capacity identical to that of
the LSRM. The material used for the
laminations is M19 steel, which is
Continued
58
Engineering
Continued
made of non-oriented steel. The rotary SRM has a stator

pole angle of s and a rotor pole angle of r . The speed of
the rotary SRM, Nr in rpm, is given by:
Where D is the bore diameter of the rotary SRM, the output power equation of a rotary switched reluctance motor
(RSRM) is described by:
Where
P = power output;
ke = efficiency;
2
k1 = ____
120
k2 = variable based on the operating point;
kd = duty cycle determined by the current conduction
angle for each rising inductance profile;
Bs = flux density in the stator pole;
As = specific electric loading;
D = bore diameter;
L = stack length of the magnetic core;
Nr = speed.
Setting the stack length as a multiple of or sub multiple of
the bore diameter,
And converting the rotational velocity to linear velocity
The bore diameter is obtained from the power output

equation as
The air gap of the LSRM is usually much larger than that
of the air gap of the rotary SRM. In the aligned portion,
the B-H characteristic of the magnetic material is fairly
linear and the reluctance of the steel core is small when
compared to the reluctance of the air gap in the aligned
position.
The machine flux can be calculated as:

Where Ag is the cross section area of the air gap and during alignment is approximately equal to
Where lg is the length of the air gap, but the air gap flux is
equal to the stator pole flux neglecting leakage flux and
hence
Where Asp is the stator pole area and given as:
The magnetic field intensity in the air gap can be calculated as:
Assuming the existence of a large air gap, the ampere

turns required to produce the magnetic field intensity are
given by:
Where Tph is the number of winding is turns per phase
and Ip is the peak phase current. Assuming a value for the
peak current allowable in the machine, the number of
turns per phase of the RSRM can be calculated as
If J is the maximum allowable current density in the

winding and q is the number of phases, the area of the
conductor is calculated as
Neglecting the leakage of flux, the area of the stator yoke

and the height of the stator pole can be calculated,
respectively, as:
If the rotor yoke has a radius equal to the width of the

rotor pole, the rotor yoke width and the height of the
rotor pole are sequentially calculated as:
Figure 1: Velocity profile of LSRM
60
This completes the analytical relationships required for

the rotary SRM design.
Conversion of RSRM Dimensions to LSRM Dimensions

The bore circumference of the rotary SRM forms the
length of one sector of the LSRM. The total number of
sectors of the LSRM is given by:
Where Pr is the number of poles in the rotor of the rotary

SRM. Now, the fill factor of the windings is verified to see
if the slot size is sufficient to hold the windings. The fill
factor is defined as:
Ff = Stator winding area/Stator slot winding area
The diameter of the conductor is given by:
Where Lt is the length of the LSRM

For the number of poles Ps in the stator of the rotary SRM,
the number of stator poles is obtained by:
The width of the stator pole and the width of stator slot
are given by:
The translator pole width and the translator slot width

are converted from the rotor pole area neglecting the air
gap length and are given by:
Assuming that apportion of the stator pole height is occupied by wedges to hold the windings in place, given by w,
the number of vertical layers of winding is
Where Pf is the form factor or packing factor. If the number is a fraction, it is rounded to a lower integer. The
number of horizontal layers of the winding is given by:
The stator winding area is given by

Stator winding area
Continued
61
Engineering
Continued
Finally, the fill factor is calculated as

Ff = Stator winding area/Stator slot window area
Consideration has to be given to keep the two phase

windings in the slot separated. Then, the normal range of
the fill factor is 0.2 Ff < 0.7. The translator length for an
LSRM with six translator poles is then calculated as:
are isotropic and the magnetization curve is single

valued.
The end effects are neglected.
The field solution is obtained using the Magnet software package by Infolytica Corp. The LSRM translator is
moved from an unaligned position with respect to the
stator to an aligned position and, corresponding to each
translator position, the inductance, propulsion force and
normal force are obtained.
Since the core stack length of the LSRM equals the stator
stack length of the rotary SRM, the core stack length is
written as
Finally, the following condition has to be satisfied
)= (
Figure 2: Flux path
The winding details of the rotary SRM and LSRM are

identical in this design. As the duty cycle of a winding
1 , whereas that of the
in the three-phase LSRM is ____
(3Nsc)
1 . Therefore, the windings in
rotary SRM winding is ____
3
the LSRM cahave much lower copper volume but take
more losses.
Finite Element Analysis Verification

In this section, two-dimensional finite element analysis is used to verify the design procedure of the LSRM and
the accuracy of the analytical method. The flux linkages
and inductances of the stator phase windings and the
propulsion and normal forces developed by the machine
for various translator positions are determined. Finite
element analysis, in general, provides more accurate
results than the magnetic equivalent circuit approach
because it considers a large number of flux paths compared to the magnetic equivalent circuit method.
To determine the magnetic field distribution of the
LSRM, the following assumptions are made:
The magnetic field distribution is constant along the
longitudinal direction of the LSRM.
The magnetic field outside the LSRM periphery is negligible and has zero magnetic vector potential, as the
Dirichlet boundary condition is assigned to the outer
periphery of the LSRM surface.
In the two-dimensional analysis, the current density
vector has a component only in the y direction, and, for
this reason, the flux density vector has components only
in the x and z directions Hysteresis effects.
Hysteresis effects are neglected under the assumptions
that the magnetic materials of the stator and translator
62
Figure 3: Flux density
The finite element analysis (FEA) is made for the four

phases LSRM with active translator and passive stator
and the results are given in Figure 4.
Figure 4: Propulsive force
When coil a is excited, the flux linkage corresponding

to phase a is more when compared to other three phases.
Similarly, when coil b is excited, the flux linkage corresponding to the phase b is more than the other three
phases and same for other phases also.
High Force Density LSRM Design

LSRM Topologies for Elevator Application
Since most research effort on SRMs has been focused
on rotary SRMs, LSRMs did not attracted considerable interests until the 1990s. Moreover, LSRMs for vertical applications have remained unexplored until the possibility
of applying LSRMs into vertical application as an alternative to conventional linear motors, such as linear induction motors and linear synchronous motors, was investigated. For this reason, various possible topologies for
vertical applications are discussed.
First of all, earlier design works need to be classified
and investigated so that several possible types can be selected as candidates of an elevator application. According to the flux path type, configurations of LSRM are divided into two types: longitudinal and transverse.
As a common LSRM configuration, longitudinal flux
path type LSRMs have been prevalently selected for this
project. For vertical applications, however, all conventional LSRM topologies used for horizontal applications
are not suitable because vertical travel applications need
more compact, lighter moving parts (or translators),
lower acceleration, and easier installation to the moving
vehicle than horizontal ones. Hence, with these design
factors, plus control strategies taken into consideration,
several candidates for the vertical applications are proposed in this section.
Since translators are moving parts of the LSRM and
have to be installed on a moving vehicle, the weight of
the translators has to be considered as an important design factor.
tions of unaligned and aligned inductances using magnetic

circuit analysis are developed and the different forces acting on the translator-like propulsive forces were calculated
using Magnet software 6.24.1(FEA) simulations. This confirms the validity of the design procedure of the LSRM. Lift
arrangement is drawn through Catia V5R 16. The analytical and designed result of this project prove that LSRMs
are strong candidates for linear propulsion drives.
References
[1] Byeong-Seok Lee, Han-Kyung Bae, Praveen Vijayraghavan, and R.
Krishnan. Design of Linear Switched Reluctance Machine, IEEE Transactions On Industry Applications, Vol. 36, No. 6, November/December 2000.
[2] T.J.E. Miller, Fellow, IEEE. Optimal Design of Switched Reluctance
Motors, IEEE Transactions on Industrial Electronics, Vol. 49, No. 1,
February 2002.
[3] R. Krishnan. Switched Reluctance Motor Drives: Modelling, Simulation,
Analysis, Design and Applications, CRC press LLC, 2001.
[4] Shyam S. Ramamurthy and Juan Carlos Balda. Sizing a Switched
Reluctance Motors for Electric Vehicles, IEEE Transactions on Industry
Applications, Vol. 37, No. 5, September/October 2001.
[5] Norbert C. Cheung, Wai-Cheun Gan and Jianfei Pan. A Magnetic
Levitated Switched Reluctance Motor System for High-Precision
Position Control Applications.
[6] Cheng-Tsung Liu and Jian-Long Kuo. Experimental Investigation and
3-D Modeling of Linear Variable-Reluctance Machine with MagneticFlux Decoupled windings, IEEE Transactions On Magnetic, Vol. 30, No.
6, November 1994.
[7] Miller, T.J.E. Switched Reluctance Motors and their Control, Magna
Physics Publishing and Oxford University Press, London, 1993.
LSRM Topology for Vertical Applications

In earlier works, LSRMs have been commonly exploited for horizontal applications, while other linear
motors have already been explored in vertical travel
application. However, conventional LSRM configurations
are not suitable for vertical applications doe to heavy
mass of moving parts (translators), low force density
(propulsion force per moving part mass) and complexity
of construction, and hence a new LSRM topology for vertical travel application is required. In addition, vertical
travel applications need only two-quadrant operation
(monitoring, regenerating or breaking) without the effect
of the acceleration of gravity. Two-quadrant operation
needs to be considered as one of important design factors
and needs symmetric force profiles.
Conclusion
In this article, the proposed LSRM topology has no back
iron and no laminated translator poles. Analytical predic Issue 2, Volume 2 elevatorworldindia.com
63
IEE EXPO 07 YOU CAME

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and suppliers, get a download on the latest trends, network and take back
a wealth of information from seminars on focused topics.
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Manufacturer Spotlight
Johnson Lifts
by K. Subramanian
Johnson Lifts was founded in 1964 as a maintenance
company confining its operations in Chennai (then known
as Madras) and nearby locations. It mainly performed service/maintenance contracts of elevators. Most of the lifts
were imported from Europe, including countries like the
U.K., Italy and Switzerland. At the time, Otis was the only
company offering the installation of lifts made in India
from their factory in Bombay (now called Mumbai). Most of
the lifts were basic single speed with manual doors.
Founder K J John had the vision and foresight to launch
the company in manufacturing. With limited availability
of technology and know how, single-speed lifts, with collapsible gates and relay-based single-call controllers,
were the starting point of the journey a journey close to
45 years. The first year of production included four lift orders placed on faith by trusted friends in the hotel and
lodging business. Business picked up gradually with
more orders. Barring guide rails, ropes and wiring accessories, all other components, large and small, were made
in the factory, including the rail clips machined from 12mm thick plates. Winding machines were assembled with
gears and motors procured from manufacturers, with all
the modification and changes that are needed for lifts.
In 1978, John K John, the current chairman and managing director of the company, joined his father in the business and was able to enhance sales rapidly year after year.
In 1986, V M Thomas, the current joint managing director,
joined the business. The design of door operators, swingdoor locks, swing doors and frames, improvements in controller designs followed.
Relay-based
collective
controls, microprocessor
controllers and serial
communication systems,
level sensor, magnetic
switches, infrared sensors, door-protection sensors, new overspeed governors and safety gear
units were all developed
indigenously over a period of time. All items are
made in the factory itself
a philosophy promoted by
the founder.
Continued
K. Subramaniam has been executive director

Technical for Johnson Lifts since 1988. He has 43 years
of lift-industry experience. Subramaniam began in the
Design & Development Department of Best & Crompton Engineering in 1964 then worked with ECE Industries as regional manager South from 1980 until 1988.
He received his BS in Electrical Engineering from Kerala University in 1964.
65
Johnson Lifts
The highlight of 2007 was an order for 274 escalators
placed by the Delhi MetroRail Corp.
Continued
In 1993/1994, the variable voltage/variable frequency

(VVVF) controller was introduced into India by Johnson
Lifts as a replacement and improvement over the popular
two-speed drives. In the year 1999, a new manufacturing
facility was constructed on the outskirts of Chennai, with
enhanced capacity and state-of-the-art sheet-metal
working machines. A testing tower with a 55-meter travel
forms a part of the new factory. In this tower, all trials and
tests are conducted before releasing products for regular
production.
With a growing market, yet another manufacturing facility was established in Nagpur, an industrial town located in the center of the Indian subcontinent. Operations
were expanded by opening branches all over India and
Nepal. Today, the company has 21 branches and almost a
dozen service centers.
The company has had a turnover of more than US$100
million during the past two-three years. Close to 18,000
elevators manufactured by Johnson are under
service/maintenance contracts. From 2003, company
started supplying, installing and maintaining escalators
in cooperation from Suzhou Jiangnan Jiajie Elevator Corp.
in China. Close to 400 escalators are in operation. The
company was awarded with a single order for 258 heavyduty escalators from the Delhi Metro Rail Corp. and many
more are in the pipeline. Johnson Lifts has installed several more than 400 escalators in shopping malls, airports
and railway stations during the last five years. Plans to
manufacture escalators are on the anvil, and it is hoped
that production will begin by September or October. A
separate factory for escalators at Chennai is in the final
stages of construction.
Johnson Lifts is concerned about the environment. For
a greener future, it introduced the gearless motor, which
is a permanent-magnet synchronous motor, with speeds
66
of 1.0-1.75 mps. The gearless motor reduces power consumption by 60%, uses no oil and increases ride quality.
The company employs more than 1,200 people in
sales, service, installation, accounts and other departments. This includes 75 engineers who supervise and inspect all lift installations. Apart from this, the company
has a team of more than 800 dedicated lift installers. Senior personnel head departments for quality, design and
development, research and production.
A sufficient quantity of spare parts is maintained in the
companys service centers to meet the needs of the various kinds of lifts and escalators produced by Johnson
Lifts. Its service personnel have mobile facilities to attend
to any breakdown call in the shortest possible time during working hours.
Company Profile
Johnson Lifts, incorporated in 1981, is engaged in the
supply and erection of elevators for residential and commercial complexes. It has more than 25,000 installations
in the country. Current sales are 5,000 units per year.
The factories in Nagpur and Chennai (Poonamallee)
each have a built-up area of more than 120,000 sq. ft.
Johnson Lifts is the second-largest manufacturer of elevators, with a market share of more than 50% in major
cities like Chennai and Hyderabad. The manufacturing facilities include seven-tank paint shops, CNC machines
(press brake, high-speed, auto-loading turret punch) and
presses of various capacities.
Product Range
Passenger lifts
Stretcher lifts for hospitals and nursing homes
Freight lifts
Automobile lifts
Scenic lifts
Designs conform to the latest standards prescribed by
the Bureau of Indian Standards.
Clients
Customers include government agencies and those in
the private sector, such as Satyam, Larsen & Toubro,
BHEL, Hyundai Engineering (new car plant) and many
large builders and hoteliers.
Certification
Johnson Lifts is an ISO 9001 certified company Bureau Veritas Quality International, France. Its escalators
and moving walks conform to EN 115 and have TV certification.
c
EW India Tours Johnson Lifts Facilities

EW India recently toured the Johnson Lifts facilities. The following photos were taken during that visit.
A - Reception area
B - Working on a panoramic lift
C - In the factory
D - Designing systems
E - Assembling electronic components
F - (l-r) G. Raghu, Anitha Raghunath and John K. John
67
Engineering
Elevator Hoistway Equipment:

Mechanical and Structural Design, Part II
by George W. Gibson
George W. Gibson has

an extensive technical and
managerial background in
the elevator industry, spanning over 50 years. He is a
graduate civil engineer and
has taken extensive postgraduate studies in advanced
theories of structures, mechanics and mathematics. He is the chairman of the
Advisory Board of NAESA International, a past regent of the Elevator Escalator Safety Foundation
and a member of the Board of Executives of the
International Association of Elevator Engineers. He
is a member of the board of directors of Elevator
World, Inc. Gibson retired early from Otis Elevator
Co. in January 1993. In a career spanning 37 years
with Otis, he has held several design engineering,
engineering management and corporate management positions, including manager of mechanical
R&D, manager of product engineering, manager of
mechanical engineering, director of engineering
administration, and director of codes and product
safety. He is the president of George W. Gibson &
Associates, Inc., an elevator consulting firm specializing in elevator technology, strategic technical
planning, codes and standards, product safety, and
technical support of litigation. He is a member of
the American Society of Mechanical Engineers
(ASME), ASME Board of Directors on Codes
and Standards, ASME A17 Elevator Safety Code
Standards Committee, and chairman of the A17
Mechanical Design Committee, A17 International
Standards Committee, A17 Earthquake Safety
Committee, A17 Ad Hoc Committee on Door
Protection, A17 Ad Hoc Committee on Elevator
Stopping, and a founding member of the QEI
Standards Committee. In his role as chairman of
the ASME A17 International Standards Committee, he has been the head of the U.S. delegation to
the International Standards Organization Technical Committee 178 on Elevators and Escalators
since 1981. In 1997, he was the recipient of the
ASME Codes and Standards Medal, and was
awarded the ASME grade of fellow, and the ASME
Dedicated Service Award in 2007.
10. ROPES AND TRACTION:

10.1 Steel Wire Ropes
and Manufacture:
Steel wire ropes used with traction elevators are primarily in two
general classifications:
A. 8 X 19 Class, which contains eight
metal strands wound around a
fiber core
B. 6 X 19 Class, which contains six
metal strands wound around a
fiber core
Each strand can have 19, 21, 25 or
26 individual wires in its configuration. The fiber core is a tightly wound
three-strand rope. It may be made of
vegetable or synthetic fibers.
In an elevator wire rope, the
arrangement of the wires in the strands
which determine its specific label is
of four types as shown in Figure 30.
Taken in the order of predominant
usage, the most common is the
Seale construction, where each
strand consists of a comparatively
heavy center wire around which is a
layer of nine smaller wires. The outer
layer is supported in the valleys formed
by the first layer; hence, both layers
have the same number of wires. By
simple wire count, this strand is designated 1-9-9. The large wires in the
outer layer provide abrasion and
wear resistance to this type.
Figure 30
68
The filler wire constructions shown

are designed to give more strand
flexibility. The six small filler wires
laid in between the main wires of the
inner layer provide a series of valleys
into which wires of the outer layer fit
nicely. There are twice as many
wires in the outside layer as in the
inside layer. By wire count, this type
is designated: 1-6-6-12.
The Warrington construction is
less commonly used today. It is
made up of two layers of wire about
a center wire. There are six wires in
the inner layer and 12 in the outer
layer, the outer layer of wires being
alternately large and small. The wire
count designation here is 1-6-12.
From the foregoing, it will be seen
that 8 X 19 Seale simply means a
wire rope of eight strands of Seale
construction having 19 wires. The
number of wires in the rope is equal
to eight times 19, which is equal to
152. Generally speaking, the more
wires per rope, the more flexible the
rope. The large outer wires of the
Seale construction strand make it
comparatively stiffer than the filler
wire strand, but eight-strand rope is
more flexible than six-strand. So a 6
X 25 filler wire has more flexible
strand construction, but having six
strands compromises overall rope
flexibility. However, six times 25

equals 150 wires, which attests to
substantial rope flexibility by the
general rule of total number of wires.
The 8 X 25 filler wire combines both
flexibility factors and it has eight
times 25, or 200 wires.
The elevator wire rope then is six
or eight adjacent steel strands in
continuous helical formation tightly
formed around a fiber rope center
which provides internal support. The
term rope lay is used to designate the
distance along the ropes length that
one strand requires for one complete
helical turn around the rope. It is approximately equal to 6.5 times the
nominal rope diameter, as shown in
Figure 31.
Several grades of steel are used in
the manufacture of elevator wire
ropes. The so-called iron rope is
made from relatively soft, low-carbon steel. It is a low strength rope
used mostly for compensation
arranged with tie-down. Traction
steel contains somewhat more carbon and has a tensile strength of
160,000 psi, minimum. This is the
steel used for general elevator rope
application. In six-strand traction
steel rope, all of the wires are made
from traction steel, but eight-strand
traction steel rope is made from a
combination of traction steel wires
in the outer layer and special high
strength steel wires for the center
wire and the inner layer. The reason
for this is that eight-strand rope has
a smaller cross-sectional steel area
than six-strand rope, but both sixand eight-strand traction steel ropes
have the same breaking strength.
In line with the construction of
high-rise office buildings in the late
1950s and 1960s, the need for higher
strength rope was apparent and the
wire rope industry responded with
extra high-strength traction steel
rope. The rope strength was increased 25% to 40% and wire tensile
strength to 220,000 psi, minimum.
Whereas 1/2- and 5/8-inch diameter
ropes were formerly common sizes,

now 11/16-, 3/4-, 13/16- and 7/8inch diameter hoist ropes are not uncommon in todays mega-high-rise
buildings. Former high speed hoist
rope safety factors required by ASME
A17.1 Code Rule 2.20.3 for passenger service of 11.00 for 700 fpm have
receded into the background as current considerations are for 11.90 at
1,600 fpm and higher.
A rope is an element which we
know in advance will have to be replaced after a few years of service. In
view of this, the so-called factor of
safety becomes a judgment factor set
by the ASME A17.1 Code of the allowable maximum stress on a rope
during its expendable life.
The strength of a rope is determined by taking a specimen of new
rope and pulling it apart on a tensile
testing machine and the factor of
safety is defined as the ratio between
the minimum load necessary to
break the rope, and the load imposed
on it in service. However, after a period of service, changes occur in the
rope consisting principally of wear in
the outer wires and the formation of
microscopic fatigue cracks which
develop into broken wires.
As this wear process continues,
the residual breaking strength decreases, resulting in a corresponding
decrease in the actual remaining factor of safety. When most steel hoist
ropes have reached the point where
replacement is necessary due to
wear, it is not uncommon that the
breaking strength is 60% of the original breaking strength of the ropes in
their new condition.
The strength of a new rope then is
not the permanent measure of safety.
Safety in ropes is obtained only at
the expense of continued inspection
and their prompt removal at the appearance of signs of approaching
failure. These signs, at present, are
the number of breaks of outer wires
on the worst lay length of the rope,
as well as the distribution of these
breaks over the various strands. Another is minimum rope diameter

when it is reduced due to crown wire
wear and core deterioration.
The status of a rope is usually determined by physical examination of
its outside appearance. Modern-day
advances in instrumentation have
made possible the monitoring of
ropes on a continuous basis by passing the ropes through a magnetic
field from which the remaining steel
area integrity can be checked. As
smaller steel wire rope diameters are
deployed, such monitoring devices
will gain popularity because of their
accuracy.
The ASME A17.2 Guide for Inspection
of Elevators, Escalators, and Moving
Walks gives rules for the inspection
and condemnation of wire ropes. The
service life of a rope is affected by
many things, but there are two in particular that should be mentioned, i.e.,
rope lubrication and sheave diameter.
When a rope runs over a sheave,
sliding friction occurs between the
different wires of the rope, between
the strands and the hemp center, and,
usually, between the outside wires
and the surface of the sheave. This
action causes abrasion of the wires
and a breaking down of the hemp
center. Considerable difficulty was
experienced in this respect many
years ago, but improvement in lubrication practice, both in rope manufacture and in elevator maintenance,
has acted to reduce these troubles.
In lubricating traction drive elevator ropes, we must avoid a lubricant
which will excessively reduce the coefficient of friction between the
ropes and sheave. An extreme pressure lubricant or one containing
Continued
Figure 31
69
Engineering
Continued
graphite, for instance, would be very

harmful in this respect. The ideal lubricant should penetrate the strands
of the rope and thicken up enough to
remain in place and protect them
from corrosion, but should not produce a greasy or slippery surface. In
general, lubrication of ropes is recommended when it becomes dry to
the touch, but over-lubrication is to
be avoided.
The ASME A17.1 Code Rule 2.24.2
specifies that for hoist ropes, no
sheave diameter shall be less than
40 times the rope diameter except
that a ratio of 30 times the rope diameter is permitted for private residence elevators [ASME A17.1 Rule
5.3.1.16.2(b)(1)(a)]. The most obvious advantage of a large sheave is
that it reduces the bending stresses
in the wires of the rope. Another advantage, not quite so obvious, is that
the larger the sheave the less the radial pressure between rope and
sheave.
While a large sheave is thus beneficial from the standpoint of sheave
wear and long rope life, it naturally
increases the cost of the machine. In
a geared machine, it results in more
load on the gear and, in a gearless
machine, it requires more torque
from the motor. Thus, we find that,
as in so many phases of machine design, the size of the sheave must be
a compromise between these conflicting influences.
Over the last few decades, elevator wire rope application considerations include preforming, synthetic
fiber cores and pre-stretching.
Preforming is a wire rope fabrication technique whereby the helical
shape of the strands in its position in
the finished rope is permanently
formed before the strands and fiber
core are assembled into rope. The
non-preformed wire rope has its
wires and strands constrained in
their final position in the rope; therefore, the ends must be held with wire
70
bands called seizings. In non-preformed wire rope, severed wires or

strands will tend to straighten out. In
preformed rope, they do not. The advantages of preformed rope are increased flexibility and longer useful
life. The disadvantages are increased
rope stretch and greater difficulty in
detecting broken wires during maintenance examinations and regulatory inspections.
Wire ropes with synthetic fiber
cores have had successful application in oil fields due to their resistance to moisture and prevalent environmental conditions detrimental to
natural fibers. They have been used
for hoist and compensating rope applications. Steel wire ropes with synthetic cores stretch more than their
fiber core counterparts.
Construction stretch is permanent
stretch and primarily due to progressive embedding of the wires into the
fiber core in the kneading action as
new ropes run over the sheaves.
This process is experienced as being
fairly rapid in the early stages after
installation of the ropes and diminishes with time over a period from a
few months to over a year. The
amount of this stretch can be fairly
accurately estimated and the new
rope cut short to allow for this anticipated stretch. The manufacturers
values for estimated stretch of wire
rope with fiber core are as follows:
6 X 19: 1/2% to 3/4%
6-9 inches per 100 feet
8 X 19: 3/4% to 1%
9-12 inches per 100 feet
For preformed ropes, these figures
may be increased by 50%.
Pre-stretching is an optional finish
treatment of rope at manufacture
which removes most of the initial
stretch (construction stretch). Its additional cost must be weighed
against the cost of shortening
ropes when excessive construction
stretch occurs, especially in high-rise
installations.
10.2 Traction:
In most mechanical systems, a
considerable emphasis is placed
upon reducing the friction between
parts. The opposite is true for elevator traction drive machines. In this
latter case, we strive to utilize this
friction that exists between the hoist
ropes and the machine drive sheave.
The early roped machines utilized
a large drum upon which the hoist
ropes were wound. As buildings became taller, it was obvious that the
winding drums must become larger
and larger. This became the impetus
behind the development of the traction drive. The major inherent safety
feature of the traction drive machine
is its ability to lose traction if either
the descending car or counterweight
hits its buffer, thereby preventing the
machine from pulling the ascending
mass into the building overhead
structure.
The ASME A17.1 Code defines a
traction machine as: a direct drive
machine in which the motion of the
car is obtained through friction between the suspension ropes and a
traction sheave.
ASME A17.1 Rule 2.16.8 stipulates
that traction elevators be designed
and installed to safely lower, stop
and hold the car under rated load
and under certain overloads.
ASME A17.1 Rule 2.24.2 further
requires that drive sheaves shall be
of metal and provided with finished
grooves for ropes. The grooves of
sheaves used to transmit power may
be lined with nonmetallic material
provided that, in the event the lining
should fail, there will be sufficient
traction still available in the groove
to safely stop and hold the car with
125% of the rated load. Elastomerlined grooves are permitted as long
as these requirements are met. Otis
Elevator Co. introduced its polyurethane groove, known as CableSaveTM, in the 1970s. There are many
remaining in service. Future revisions
to the ASME A17.1 Code are being
considered which will allow for nonmetallic groove contact surfaces

beyond elastomeric materials.
One of the best examples to show
the advantage of harnessing friction
is seen on the waterfront when a
ship is docking. A hawser is thrown
from the ship to the pier and a longshoreman wraps it a few times
around a capstan. With as little as a
30-pound pull by the longshoreman,
he can sustain a pull in the rope exerted by the moving ship equal to
10,000 pounds, as seen in Figure 32.
This action is made possible because of the coefficient of friction existing between the rope and capstan,
and also to the number of turns that
the rope makes as it is wound
around the capstan. Therefore, it can
be seen that traction depends on two
criteria: friction and angle of contact.
Figure 33 shows a rope passing
over a driving sheave. For the sake
of the example, let us say that the
portion of the rope leaving the
sheave at point C leads to the car
with a weight of S1 = 1000 pounds.
The portion of the rope leaving the
sheave at point D leads to the counterweight with a weight of S2 = 800
pounds. The tension in the ropes
varies from its minimum value of S2
= 800 pounds at D to its maximum
value of S1 = 1000 pounds at point C.
This is shown by the force vector distribution drawn around the sheave.
It is obvious then that something
must exist that causes the rope tension to increase from the 800-pound
value to 1000 pounds between
points D and C. This something is
called the tractive effort, where
Figure 32
Tractive effort = S1-S2

This tractive effort is based on the
frictional resistance between the
sheave and the rope. The amount of
frictional resistance has certain limitations, and herein lies the basis for
the theory of the traction drive.
Since the rope tensions S1 and S2
are unequal, this difference in tensions, referred to above as the tractive effort, produces a phenomenon
called creep. Creep is the incremental movement of the hoist ropes over
their arc of contact with the driving
sheave due to the tractive force, the
tensile elasticity of the ropes and the
friction work, occurring in the direction of the greater tension, and is independent of the direction of rotation of the driving sheave. Creep
exists in all traction systems and is
not to be confused with the loss of
traction.
The maximum available traction
that can be developed in a groove is
a function of the actual coefficient of
friction between the rope and
groove, the shape of the groove and
the angle of contact that the rope
makes with the circumference of the
sheave. The required traction for any
elevator is expressed as:
Obviously then, the maximum

traction is developed when the
quantity, fa, is maximized as a result
of increasing the apparent coefficient or by increasing the arc of contact or both. Elastomer-lined drive
sheave grooves have higher coefficients of friction and afford a very efficient method of increasing the
available traction.
Figure 34 shows a rope running
over a driving sheave and a deflector
as in the more or less typical overhead single wrap traction (SWT) installation. It is evident that, if hoistway layout conditions permitted a
rope drop, i.e., the horizontal distance from the center of the car hitch
to the center of the counterweight
hitch without deflector, the maximum arc of contact between the
rope and sheave would be = 180 =
3.14 radians.
With the deflector sheave as
shown in Figure 34, it is seen that it
is possible to obtain a slight increase
in by lowering the deflector sheave
as much as possible. However, when
Continued
S1
Required traction =
S2
where S1 is greater than S2. The

maximum value of the ratio S1/S2
that can occur without the rope slipping over the sheave is called the
available traction and is expressed as
Figure 33
Available traction, = e fa
where e = the base of natural logarithms, fa = the apparent

coefficient
of
friction
which embodies the actual
coefficient of friction and
the shape of the groove,
= available traction (dimensionless) and = the arc of
contact that the rope
makes with the sheave,
expressed in radians.
Figure 34
71
Engineering
Continued
this method still produces insufficient traction, we must resort to the

double wrap traction (DWT) roping
arrangement as shown in Figure 35,
or alter the groove shape to produce
the required traction.
Whether single wrap or double
wrap roping is used, it is obvious
that there must be sufficient available traction to safely lower, stop
and hold the car under all conditions
of load without the ropes slipping. As
noted above, the available traction is
a function of two variables.
The hoist ropes, in passing over
the traction machine drive sheave,
exert a pressure between the contacting surface of the drive sheave
grooves and the ropes. This pressure
is directed radically in the plane of
the sheave, and its magnitude is a
function of the hoist rope tension
and the diameter of the sheave. The
larger the sheave diameter, the
smaller the radial pressure per unit
length along the arc of contact

that the rope subtends on the sheave
circumference.
This radial force causes a pressure
distribution over the lower boundary
of the rope profile thereby maintaining it in a state of vertical equilibrium. It is physically distributed over
the regions of rope-to-groove contact. Such pressure distributions are
shown graphically to a relative scale
in Figure 36 for the various groove
configurations of round-seat and undercut grooves.
Referring to Figure 36, it is seen
that the maximum rope pressure occurs at the bottom of the groove. In
the cases of the undercut grooves,
the line of contact between the ropes
and groove is interrupted where the
pressure would ordinarily be the
greatest. Therefore, since the vertical
summation of pressure vectors must
be in equilibrium with the radial force
per unit length of rope, the pressure
vectors must be exerted over a smaller
region of groove contact, thereby inducing groove pressures higher than
those of the round-seat groove. The
maximum rope pressure will occur
at the edge of the undercut.
The most significant increase in
traction can be achieved by changing the groove shape, using the undercut groove, which increases the
apparent coefficient of friction. The
round seat groove is used on DWT
installations, whereas the 90 and 105
grooves were used by Otis and other
Figure 35
Figure 36
72
manufacturers on SWT machines.

While the magnitude of the groove
pressure distributions associated
with each of the grooves as shown in
Figure 36 varies, it is to be noted that
in no case does the actual rope-togroove coefficient of friction change.
However, the apparent coefficient
is a direct function of the groove
pressures and the actual coefficient
of friction, and it does change as the
groove shape changes.
In conventional traction drives,
drive sheaves are furnished with
round-seat grooves or undercut
grooves depending upon the required traction that must be developed to safely lower, stop and hold
the elevator. The sheave material is
usually a high grade of cast iron.
From the standpoint of getting maximum rope life, it would be desirable
to furnish round-seat grooves in all
cases. However, in order that sufficient traction be developed between
the steel rope and iron sheave, undercutting the bottom of the rope
groove is required, thereby increasing the groove pressures upon which
the higher available traction is
based. While this conventional
method provides the required traction, the attendant rope life and
sheave life is greatly reduced.
The mathematical proof of the
theory of traction is beyond the
scope of this brief presentation;
however, the proof concludes the
following:
1. The available traction can
be increased by increasing
the arc of contact that the
rope subtends with the sheave.
the angle of undercut in the
sheave groove.
the actual coefficient of
friction between the rope
and groove surface. Continued
Engineering
Continued
There is, of course, a limit on the

maximum undercut angle since the
larger the undercut, the less support
the rope receives from the groove, and
therefore, the less load we can put
on the ropes without causing rapid
sheave wear and rapid rope failure.
For this reason, the allowable load
per rope decreases with a corresponding increase in the undercut angle.
There are two design criteria for
the selection of the number of ropes
needed:
1. Factor of safety, as prescribed by
ASME A17.1 Rule 2.20.3.
2. Limiting rope-to-groove pressure.
Where round seat grooves are
used, the rope selection is based on
the required factor of safety. However,
when undercut grooves are furnished,
the rope selection will be based on
the allowable rope-to-groove pressure. Each manufacturer decides this
latter point. It should be noted that
the European elevator code, EN 811: 1986, codified the limiting pressure from the following formula:
Metric:
12.5 + 4 V
[
]
1+V
r
pmax
where: pmax = Specific rope-to-groove

pressure (Newtons per square millimeter)
vr
=
Rope speed (mps)
Expressed in terms of imperial units,
this formula becomes:
pmax
3.125 +
1+
Vr
196.85
Vr
196.85
where: pmax = Specific rope-to-groove

pressure (psi)
vr = Rope speed (fps)
The Europeans discontinued the
rope-to-groove formula in the EN
81-1: 1998 Code. Further research
into Hymans 1926 theory showed
that this was not a representative
condition for most passenger elevators, and that the pressures should
be lower than this formula would
yield, leaving it to the manufacturers
to set their own limits.
74
The use of compensating ropes or

chains should be covered briefly in
concluding this subject since their
application directly relates to traction.
The purposes of compensation are:
1. To reduce the required traction relations
2. To permit best sheave groove for
longest rope life (undercut grooves)
3. To reduce the required torque on
the elevator driving machine motor
4. To keep the load on the machine
constant, irrespective of the position of the car in the hoistway
There are no requirements establishing a maximum permissible
amount of rope slippage since there
is no way to establish such a limitation that would be suitable for all designs, all capacities and all speeds of
elevators. Some rope movement relative to the drive sheaves is normal
for all traction elevators and typically
manifests itself as creep, which was
discussed above.
11. ELEVATOR ENCLOSURES:

ASME A17.1 Code Section 2.14
requires that elevator cars be permanently enclosed on all sides, except
the sides used for entrance and exit,
and on the top. Further, the enclosure must be securely fastened to the
car platform such that it cannot become displaced in ordinary service
or upon the application of the car
safety or on buffer engagement.
The ASME A17.1 Code Rule
2.141.3 further requires that the enclosure be strong enough to withstand a force of 75 pounds/feet (330
Newtons) applied horizontally at any
point on the walls of the enclosure
and that the deflection will not reduce the running clearance between
the car and counterweight, specified
in ASME A17.1 Section 2.5.1, below
the minimum, nor to exceed one
inch (25 millimeters).
Car enclosure tops must be designed
and installed as to be capable of sustaining a load of 300 pounds on any
square area two feet on a side and
100 pounds applied at any point.
Materials for car enclosures and

car enclosure linings must be metal
or glass, or conform to the fire protection requirements that the flamespread rating be within the range of
075, and the smoke-development
rating be within the range of 0450.
Samples of the cab materials in their
end-use configuration must be
tested in accordance with the requirements of ASTM E-84, ANSI/UL
723, NFPA 252 or CAN/ULC-S102.2,
whichever is applicable in the jurisdiction in which the elevator is being
installed. The reader is referred to
ASME A17.1 Rule 2.14.2 (latest
edition) for the complete provisions.
The two types of enclosures are passenger elevator cabs and freight elevator enclosures, discussed below.
11.1 Passenger Elevator Cabs:

Passenger cabs are generally designed and constructed to meet aesthetic requirements primarily, and
structural parameters secondarily. In
their most basic form, passenger
cabs will consist of a car front which
contains the door assembly and car
operating fixtures, the car sides and
rear sections, ceiling (which may further embody a suspended arrangement), and an emergency top exit. In
accordance with the latest ASME
A17.1 Code, side emergency exits are
prohibited. Depending on the decorative treatments, hang-on panels might
be installed on a metal skeleton
frame or similar structural arrangement. Handrails would be applied last.
A typical cab is shown in Figure 37.
The general door arrangements
are center-opening doors, shown in
Figure 37, wherein two door panels
move in opposite directions and
meet in their closed position at the
center of the opening. Single-slide
doors are frequently used on smaller
cars and consist of a single moving
door. Two-speed doors are frequently used on hospital elevators
where a large door opening is required to accommodate stretchers
and beds. In this latter door arrange-
ment, one door moves at twice the

speed of the other. Typical door
arrangements are shown in Figure
38, taken from NEII Building Transportation Standards and Guidelines.
These can be seen in more detail at
http://www.neii.org.
11.2 Freight Elevator Enclosures:

The principal parts of a freight
enclosure are:
A. Enclosure panels
B. Extension panels
C. Car top
The specific designs will vary from
company to company; however, the
primary requirements are that they
be structurally sound to meet the
loading conditions discussed above.
The usual construction embodies
sheet steel panels suitably reinforced.
Figure 37
12. DOOR OPERATORS:

Today, all passenger elevator door
operators are of the master type.
This means that the door operator
carried on top of the elevator cab
operates the cab car door and each
of the hoistway doors that the elevator serves.
The only hoistway door that can
be opened is the one at the landing
at which the elevator stops; thus, you
are assured of a very safe situation.
Figure 39 shows an example of an
Otis 6970 door operator located in its
normal position above the elevator
cab. Note the swinging arms that are
attached to the door assembly. As
the arm swings or is driven by the
motor, a horizontal sliding of the
door takes place.
It might be well to point out here
that a door operator is called upon to
open and close doors quickly and
quietly. This is very much like an elevator, which is required to start,
run, and slow down with imperceptible noise or motion. The acceleration and deceleration follow a modified simple harmonic motion curve.
A DC motor is often used since superior control can be achieved. Most
elevator companies used harmonic
drive door operators until the introduction of linear drive door operators
in the early 2000s. Both types serve
the market safely and efficiently.
Figure 39 also shows a cam,
which is a vertical steel bar used to
couple the door to the selected hoistway door. The cam is long enough to
permit advance opening of the doors

as the elevator levels into the floor.
Figure 40 shows the cam (or vane,
as it is often called).
Now that the principle of the master door operator is established and
we know how the safe coupling takes
place, we should talk about safety.
The coupled car and hoistway
doors represent a weight of 400-600
pounds and, if a person were hit with
this moving mass at typical industry
door speeds, allegations of door
strike incidents would surely ensue.
ASME A17.1 Code Rule 2.13.4.1
requires that the kinetic energy, based
on an average closing speed, shall not
exceed 7 ft-lbf when a reopening device
is used, and not more than 2.5 ft-lbf for
systems with no reversing device.
ASME A17.1 Code Rule 2.11.3
requires a spring closer to assure
that if, for any reason, the car moves
away from the floor, the hoistway
door will close and protect the area.
Since this has been added to the
code, many accidents have been
avoided.
The author has written more
extensively on the subject of kinetic
energy, and the reader is referred to
these for further reading:
1. Kinetic Energy of Passenger
Elevator Door Systems, Part I
Technical Overview, ELEVATOR
WORLD, December 1989.
2. Kinetic Energy of Passenger
Elevator Door Systems, Part II
Mathematical Analysis, EW,
January 1990.
3. Instantaneous Maximum Kinetic
Energy of Horizontally Sliding
Passenger Elevator Door Systems,
EW, April 1997.
13. CAR RIDING QUALITY:
Figure 38
Attendant to the general subject

of guides and guide rails is the performance parameter referred to as
car riding quality, because this is one
of the important criteria by which an
elevators performance is judged
from a commercial perspective.
Continued
75
Engineering
Continued
Figure 39
The principal factors which influence car ride are those that produce
horizontal excitations (accelerations
and retardations) which act upon the
car, described as follows:
A. Curvature and twist of the rails
caused by misalignment at installation or due to building compression. Long gentle curvatures to
the rails occurring over several
spans do not represent as big a
problem as do distortions occurring in localized spans; however,
it should be recognized that, in
any case, when the deflection of
the guide rail exceeds the available float embodied in the roller
guide, an excitation will be imparted to the car.
B. Steps at the rail joints. Being manufactured items, the guide rails
Figure 40
76
are subject to tolerances which

may produce a step due to the
buildup of tolerances at the
tongue-and-grove joint.
C. Deflections of guide rails. Guide
shoe forces due to any cause produce rail deflections, the magnitudes of which increase and decrease as a function of the vertical
position of the car guide shoes in
relation to rail brackets, which, in
turn, is a function of the square of
the car speed. These forces typically occur as a result of an eccentric live load in the car, which is
the most frequent load condition
that occurs due to the random
manner in which passengers distribute themselves. In addition,
unbalanced cars produce guide
shoe forces at all positions in the
hoistway, and even balanced cars produce guide
shoe forces as they move
away from the center of
the rise, shown below in
Figure 41.
D. Transverse rope vibrations
included in the hoist ropes
and/or compensating ropes
caused by hitch points moving sideways, thus causing
a transverse excitation to
the end of the ropes due to
the horizontal deflection of the

rails or by hoistway wind disturbances due to stack effects or
building sway or due to rope oscillations acting on short rope
lengths as the car approaches the
upper terminal.
E. Air pressure: The displacement of
air around a single car produces
forces against the side of the car.
In the case of multiple cars, the
turbulence produced by adjacent
cars passing each other in adjacent
common hoistways causes side loads
on the cars which, in turn, sets up
horizontal accelerations. Further
unevenness in air pressure produced by projections extending
into the hoistway which cause
dimensional variations and configurations in the hoistway produces
horizontal accelerations on the car.
Some or all of the above factors
will always be present to some
degree in every elevator system and,
in general, with the same running
clearances, same roller guide float,
etc., the horizontal accelerations and
retardations which influence car riding quality vary as the square of the
car speed.
The excitations or disturbances
imparted to the car manifest themselves as a sequence of acceleration
pulses. The amplitudes of these pulses
indicate the severity of the car shakContinued
Figure 41
Engineering
Continued
ing, the intensity of which is coupled

to the frequency of occurrence, rate
change of acceleration, etc.
In terms of the passengers sensitivity to motion, the longer the stroke
permitted in the suspension system,
which, in this case, comprises the
roller guides, the less the acceleration. The limiting values of these
strokes are presently dictated by current door vane design, switches,
cams and safeties.
A review of some work done in the
area of human response to motion
suggests that acceptable peak values
of acceleration alone are not sufficient to describe car ride unless coupled to additional parameters, namely:
a. Duration, or time interval over
which the acceleration occurs
b. Onset, which is the time rate at
which an acceleration builds up,
commonly known as jerk
c. Frequency (Hz)
d. Total excursions (magnitude of
displacements)
A Japanese source, Hitachi, Ltd.,
published an article on Analysis of
Lateral Quaking of High-Speed
Elevators (EW, March 1973), which
discussed its own standard for riding
comfort in terms of accelerations
and frequency ranges. While this
published data might not have been
completely documented in the article, the results may be viewed qualitatively and support the point that
acceleration values are insufficient
as sole criteria to judge car ride.
A major difficulty in modeling and
evaluating human body response to
vibration arises from the nature of
the human body itself. There is no
standard human body, due to variations in size, age, sex, weight, etc.
Therefore, any conclusion as to sensitivity levels must consider ranges
of values which encompass the
parameters noted above.
The establishment of car ride
standards involves determining levels of comfort based on subjective
opinion, an inexact approach at best.
The North American elevator indus-
78
try has done little work in this area of

human response to car vibration, but
there has been extensive work done
in the field of biomechanics to develop data on human sensitivity levels. In the absence of a rational basis
for car ride standards, we should
pursue the acceptance of a range of
values defining acceptable car ride
as opposed to setting a precise value
of acceleration which implies an
exactness which does not exist.
There has been material published on this subject of lateral accelerations imparted to people and
certain criteria published by the
International Organization for Standardization (ISO), as well as studies
at Dulles International Airport by the
Department of Transportation, some
25 years ago.
As a point of information, the
Japanese elevator industry met the
problem of improving car ride quality
on a high-rise, high-speed installation in the late 1970s, leading to the
8 Gal (approximately 8 milli-g) peakto-peak acceleration, by doing several things:
a. The guide rail finish was upgraded.
b. Special guide rail joint configurations were introduced.
c. Extreme care was exercised in the
installation.
d. Elimination of projections into the
hoistway insofar as possible.
e. Adding airflow deflectors to the
top and bottom of the car.
f. Adding traveling rope carriages to
effectively reduce free rope lengths,
thus providing vibration nodes.
Several years ago, manufacturers,
consultants, architects and users became interested in seeing a uniform
methodology for measuring car ride
quality adopted on a worldwide basis
which could be used as a standard.
As a result of this growing interest, the
International Standards Organization
through ISO Technical Committee 178
established a technical working group,
ISO/TC178 WG9, which developed
an accepted measurement and reporting standard, now published as ISO
18738: 2003 Measurement of Lift Ride

Quality. The standard defines and uses
performance parameters where they
are integral to the evaluation of ride
quality, but does not specify acceptable or unacceptable ride quality.
Parameters relevant to lift performance include jerk and acceleration. It
is available on the ISO website at:
www.iso.org/iso/iso_catalogue/
catalogue_tc/catalogue_detail.htm?
csnumber=33586&commid=53970.
14. BUILDING SWAY:

The modern trend in building construction is ever-increasing height
and the design of lightweight buildings has been made possible through
the use of sophisticated analytical
methods on the computer. Accordingly, more efficient use is made of
the structural materials. The resultant tall and flexible buildings may
have large wind-induced motions
which are not only perceptible within
human thresholds, but also impact
on the elevator systems, principally
the compensating ropes and traveling cables. Notwithstanding, a welldesigned elevator system is expected
to operate under these conditions
without hazard to the passengers.
By way of definitions, the following terms are reviewed:
A. Frequency the number of times
that a body moves up and down
(vibrates) or from side-to-side in a
unit of time.
B. Natural Frequency the frequency
at which a body vibrates without
the action of a forced or disturbing
frequency. For example, a weight
suspended on a spring. If the weight
is pulled down and released, the
weight will move up and down at
its natural frequency.
C. Forced Frequency the disturbing
frequency or vibration.
D. Resonance the condition which
occurs when the forced frequency is
the same as the natural frequency
and results in a multiplication of
the periodic reactions of the
forced vibrations on the supporting structure or floor.
E. Amplitude the distance the

vibrating body moves up or down
or from side-to-side in one cycle.
F. Damping frictional resistance
that is present in all practical
mounts whether rubber or spring.
Damage to elevator equipment as
a consequence of building sway is a
function of a number of factors, the
most significant of which includes
the natural frequency or period of a
building, elevator travel (rise) and
various cable loadings.
The specific danger occurs when
cable and/or ropes, due to their individual lengths and tensions, tend to
sway at a frequency at or near this
building frequency. This resonance,
or near resonance, condition can, in
a very short time, induce large cable
and/or rope displacements, resulting in a variety of damaging conditions to the elevator equipment.
Building deflections vary considerably as a function of construction.
The Empire State Building, in New
York City, deflects about 6.5 inches
from center in an 80-miles-per-hour
wind. On August 9, 1976, instrumentation in the World Trade Center,
also in New York City, recorded 18.5
inches of building motion from center
at the 110th floor during Hurricane
Belle at comparable wind bursts.
Because the newer buildings
utilize less concrete, plaster, brick,
masonry, etc., for load-bearing structures as is typically found in older
buildings, the new buildings possess
less damping so that once building
motions are induced due to wind,
they persist through many cycles.
Since elevators are confined to
travel along the path dictated by the
guide rails, they sway with the building in a horizontal plane, but in addition, they have a vertical velocity, as
well. This creates a wave form in those
flexible items which hang from the
elevator car frame. The forcing frequency impressed upon the elevator
system will be the natural frequency
of the building itself. The horizontal
motion of the elevator will force the

various flexible media, i.e., hoist
ropes, compensating ropes, traveling cables, governor ropes, selector
tape, etc., to vibrate. See Figure 42.
The effect will be similar to pushing a child on a swing; a small force
acting through a small distance will
cause an increasing length of arc
through which the child swings; provided that the force is repeated and
is synchronized with the swing.
If the various flexible members,
such as compensating ropes and
traveling cables, have a natural frequency which matches the forced
frequency imposed on the elevator
system, resonance will take place
with resultant high magnitudes of
amplitude. Since these flexible members have very little damping, they
tend to accumulate large amounts of
kinetic energy if allowed to swing
through many cycles. This will take
place even if the elevator is not moving vertically. In fact, the longer the
elevator remains at a given location,
the more kinetic energy will develop.
Repositioning the elevator will
change the natural frequency of the
various cables to non-critical values
in a majority of cases.
Several items contribute to the
amplitude of vibration of the various
flexible ropes and cables. Principally,
the maximum elastic deflections of
the building due to wind gusts, the
number of successive gusts occurring in a moderate time period, the
natural frequency of the building in
relation to the forcing frequency and
the damping present.
If an elevator is in the upper part
of the building when the onset of
building sway occurs and excites the
compensating ropes so that they
sway, once the car starts to descend
at full speed, centrifugal forces,
which are proportional to the square
of the speed, are induced thus causing more violent swaying/whipping
of the decreasing rope length. The
increased excursions of the compen-
sating ropes may cause them to

strike components or brackets in the
hoistway.
Because of the high kinetic energy
that the ropes possess, once swinging, the high car speeds, especially in
the down direction, set up rope
excursions of increasing amplitude.
Once large building sway-induced
rope or cable motions in the hoistway are induced, the cables will
swing out into doors, interlocks and
hoistway switches, and snag on rail
brackets and twist around one another, thus becoming entangled. In
the case of compensating ropes, this
tangled set of ropes cannot travel
over the compensating rope sheave
in the pit without causing serious
rope or sheave frame damage.
Mathematical analysis has shown
that the factors affecting rope or
cable motion are all related to the
mass of the rope, its length and tension. The rope termination, fixed,
free, etc., is also an important
parameter. Accordingly, there is a
number of solutions available to
address the building sway problem.
These include the detuning techContinued
Figure 42
79
Engineering
Continued
niques of changing the rope tension,

which alters the natural frequency of
the rope, and modifying the effective
length of the rope, which changes its
natural frequency. This latter issue of
changing rope lengths is easily accomplished by parking the elevators
at certain floors, thereby altering the
free length of rope or cable hanging
below the car. In addition, reducing
the car speed at the onset of detected building sway will reduce the
severity of swaying ropes and cables, either manually or automatically. There may be several other detuning techniques that each specific
manufacturer may employ that will
not be further covered here.
In general, the building sway
problem seems to become critical as
buildings approach the 40th-floor
mark. When planning the elevator
equipment for such large buildings,
it is important that building oscillation-related data be obtained from
the building designers so that appro-
MACHINE
SHEAVE
CAR
CAR
FOLLOWER
TRAVELING
CABLE
COMP.
CWT
COMP.
SHEAVE
Figure 43 (Reprinted with permission from the

Vertical Transportatioon Handbook)
80
priate elevator design considerations

can be made. This data includes the
periods of building oscillation (seconds) for the two principal axes, i.e.,
directions of the building, as well as
twist, percentage of critical damping
and the expected peak amplitude of
building deflection along both building axes and wind speed. This data
should be based on full occupancy in
the building. The building axes with
respect to the north/south direction
should be included. For the specific
cases of super high-rise buildings,
where the above detuning techniques are insufficient, the elevator
designer might have to consider the
use of rope follower guides.
The follower rope guide, also referred to as the traveling carriage, is
a device used to prevent compensation ropes and traveling cables from
large-amplitude swing during highwind weather. By roping it 2:1, the
follower travels at half the speed of
the elevator car. Its purpose is to divide the free length of the hanging
ropes, cables, etc. effectively in half
irrespective of the position of the car,
thus changing the natural frequency
of the ropes, cables, etc. It is hoisted
upward by the elevator car and lowered by gravity of its own weight.
See Figure 43. This method was first
disclosed in a Japanese patent, now
expired.
When the car is near the bottom
of the hoistway, at which point the
follower is very close to the car
plank, restraint to lateral motion of
the compensating ropes and traveling cables is no longer effective.
However, the part of compensating
ropes between the counterweight
and the rope compensation sheave
is close to the hoistway wall. Any lateral motion causing sway of this run
of ropes would result in the ropes
hitting the hoistway wall, causing
them to detune.
An important factor in the design
of the follower rope guide is to have
sufficient weight to enable it to track
properly as it rides on the car guide

rails. Heavier follower weight
smooths its downward motion especially when rail alignment is not
good. Accordingly, heavier structural
members are purposely selected for
the construction and, as a result, the
strength of every component is usually many times greater than actually
required for any loads. If the traveling carriage is designed symmetrically about its own geometric center,
it will be subjected to no external
forces except its own weight. With a
symmetrical follower, no appreciable forces can be expected to be impressed on the roller guides.
Another important design consideration is to have the proper relationship between the vertical and
horizontal distances between the
roller guides of the follower. The
ratio of the vertical wheel base to the
horizontal distance between guide
rails must be at least 1, preferably
1.25, in favor of the vertical distance.
This is a basic technical requirement
to make sure that the carriage rides
up and down freely without hanging
up, breaking ropes, jumping rails,
etc. Rope follower guides have been
successfully installed by Otis at the
World Trade Center in New York City,
and by Westinghouse at the Sears
Tower in Chicago.
The structural frame of the follower is suspended by a system of
ropes with one end of each rope
hitched to the car frame plank and
the other near the middle of the
hoistway. An important design consideration relates to the proper tensioning of the traveling carriage
guiding ropes. On the one hand, it is
undesirable to develop slack rope.
Therefore, a slack cable switch is important. On the other hand, it is also
undesirable to overtighten the ropes.
Therefore, an additional switch is
necessary. An effective arrangement
is obtained by using a bidirectional
cam and switch to monitor both
conditions.
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Jobsite Safety
Jobsite Preparation An Overview

by Arun Aggarwal
Arun Aggarwal is an elevator engineer with over 22

years experience. He has
worked with Otis, KONE
and Schindler in India and
abroad. In 2003, Aggarwal
started his own elevator
company, Apex Elevators.
82
At the recent Tech Forum in

Chennai, one topic of discussion was
the interaction with customers and
making them aware of the problems
faced by the elevator industry during
installation of elevators. During the
discussions, one customer mentioned
that lack of communication on the
part of the elevator company is one
of the prime reasons for delays at
sites. While not many people from the
elevator industry present agreed with
the customer, it was a valid point.
What has happened to our industry that it is becoming so complacent
in understanding the importance of
jobsite preparation? What are the
reasons that time spent in jobsite
preparation has become so evidently
poor?
During growth of the industry, priorities changed a lot and quite fast.
New people in industry are not
trained or informed that this one activity would help to reduce the cycle
time and allow for early completion
of jobs. This would also help to avoid
the damage to material and the
wasting of manpower. The current
economic slow down gives us an opportunity to recall and reinforce our
basics.
There was a time when companies used to recognize site work in
terms of productive and nonproductive work. The focus was to avoid
wasting productive time at the jobsite, especially at the startup stage as
the site is getting ready for work. The
site supervisor used to visit the site
regularly to ensure that it was ready
before productive manpower was
deployed there.
To reduce the time spent in coordination with the customer, staff and
civil contractor at the site, many elevator companies have tried do much
of the work themselves. This has
considerably reduced the various interfacing activity and dependence on
the customer to finish an installation. However, there remains much
work and activity that requires close
coordination with customers. The
site supervisor or engineer makes
regular visits to check if the site is
ready to start installation.
Most of the companies use a
checklist, such as the one in Table 1.
In addition to the checklist, it is important to make the customer site
staff aware that installation can be
finished fast if the site is ready before
start of the work. It is also well
known that jobsite preparation helps
to reduce the accidents considerably.
It is also important to keep the
customer or owner informed on
each site visit. We can use various
tools like e-mail, fax and letters to
communicate with the customer.
While it is important to inform the
owner about the status of the site, it
should be kept in mind that, the approach should be practical. Pointing
out the shortcomings at site should
not be an excuse for not starting
work at site.
c
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Table 1: Checklist to determine if site is ready for installation
SITE INSPECTION
LIST OF CUSTOMER SCOPE OF WORK
ELEVATOR CONTRACT
CUSTOMER
ADDRESS:
DATE OF INSPECTION
PLEASE REFER TO OUR CONTRACT OF SUPPLYING LIFT/S FOR YOUR BUILDING. WE VISITED YOUR SITE ON ___________
WE REQUEST YOU TO KINDLY COMPLETE THESE WORKS AT YOUR EARLIEST.
WORK COMPLETED
YES
NO
MACHINE ROOM
1
2
3
4
5
6
PLASTER / WHITEWASH COMPLETED ON ALL WALLS

PCC FLOORING IN MACHINE ROOM PROVIDED
PERMANENT & SAFE ACCESS TO MACHINE ROOM PROVIDED
LOCKABLE PERMANENT DOOR, WINDOWS PROVIDED AS REQUIRED
ROPES CUTOUTS PROVIDED IN SLAB
TEMPORARY SINGLE PHASE SUPPLY WITH SWITCH & SOCKET PROVIDED FOR
ERECTION PURPOSES
HOISTING BEAM / HOOK PROVIDED AS PER LAYOUT
7
8
PERMANENT MAIN SWITCH/MCB_____AMP, ELCB_____AMP,______MA FIXED
9
10
11
12
13
THREE PHASE POWER SUPPLY AVAILABLE IN MAIN MCB

DOUBLE EARTHING PROVIDED AND TERMINATED ON MAIN MCB BOX
MACHINE ROOM LIGHTING & PLUG POINTS PROVIDED
EXHAUST FAN WITH LOUVERS PROVIDED AND WORKING
FIRE EXTINGUISHER PROVIDED
LIFT SHAFT
1
PLASTER IN SHAFT COMPLETE
2
WHITE WASH (ONE COAT) IN SHAFT COMPLETE
3
SCAFFOLDING PROVIDED AS PER LAYOUT SUBMITTED
4
5
6
7
8
9
10
PIT
1
2
3
4
5
6
7
8
CUTOUT FOR HALL FIXTURES PROVIDED

CUTOUT FOR RAG BOLTS CUTTING AND THEN GROUTING PROVIDED
FINISHED FLOOR MARKING ON ALL FLOORS PROVIDED
FRONT WALL OPENING FULL WIDTH OF HOISTWAY AT GROUND OR LOWEST
LANDING PROVIDED
FRONT WALL & DOOR LINTEL ON DOOR ENTRANCE COMPLETED
HOISTWAY LIGHTING (BULK HEAD FITTING) ON ALL FLOORS PROVIDED
DOOR FRAMES (IF APPLICABLE) AS PER SKETCH PROVIDED
PLASTER COMPLETED ON PIT WALLS

WHITE WASH ONE COAT ON PIT WALLS COMPLETED
PIT FINISH TO REQUIRED DEPTH OF_________ MM
PIT CLEAN & CLEAR OF DEBRIS & WATER
BUFFER BLOCK (RCC) PROVIDED
PIT LIGHTING PROVIDED AND WORKING
15 A SOCKET (SINGLE PHASE) PROVIDED
PIT LADDER PROVIDED
GENERAL ITEMS
1
WEATHERPROOF, SAFE, ILLUMINATED & LOCKABLE STORE ROOM PROVIDED
NEAR LIFT
2
STEEL MATERIAL AVAILABLE AT SITE AS PER DETAILS SUBMITTED
HANDED OVER TO: FOR CLIENT
FROM: FOR ELEVATOR COMPANY
SIGNATURE:
SIGNATURE:
NAME:
DATE:
NAME:
DATE:
83
Engineering
Traction in Elevators
by Snehal Toralkar
Seven people had escaped with

minor injuries on a Sunday evening
when the elevator carrying them
came down crashing from the third
floor. There was no doubt that the
elevator was overloaded, and this
was established as the obvious cause
of the incident. Yet a deeper investigation appeared to reveal that the
overloading was just a trigger, with
the root cause of loss of traction
probably being an angle of contact
less than 120 (Figure 1) on account
of a design flaw that overlooked this
key aspect of traction elevators. A
discussion with the lift supplier revealed that it had established the
layout based on thumb rules rather
than any detailed calculation. This
appears to be a trend with many
suppliers.
The situation is further complicated
as the Indian standards appear to be
silent on this crucial aspect, giving
no direction to designers. In comparison, EN 81 mentions all the minute
design details required for traction,
yet does not prescribe a minimum
angle. ASME A17.1 mentions that
sufficient traction shall be provided
between the rope and groove to
safely stop and hold the car with
rated load in the down direction.
Snehal Toralkar is a
design consultant with TAK
Consulting Pvt. Ltd. She
has four years of experience in elevator design.
Toralkar started her career
with Schindler India as a
design engineer, where she
was involved in launching
the S3300/5300 products. She is a Mechanical
Engineering graduate.
84
Figure 1: This article explores the fundamentals

of traction.
In most mechanical systems, considerable emphasis is placed on reducing friction between parts; the reverse
is the case in elevators. A lot more
importance is given to utilizing friction
for traction-driven machines. In laymans terms, traction is the gripping
force along the surface. In technical
terms, traction is the frictional force.
Starting with the elevator basics,
the elevator system first consists of
the car, which carries the passengers
to the destination floor. The counterweight is placed either at the side or
rear with respect to the car position
in the hoistway shaft. This balance is
provided to conserve energy. These
components are held by steel ropes
looped around the sheave. The sheave
is a pulley with grooves around its
circumference. The sheave is driven
by the motor. The sheave grips the
hoist ropes so that when it rotates,
the ropes move, too. This gripping is
due to traction.
Traction Calculation
Consider a rope passing over a
driving sheave (Figure 2). Let T1 be
the tension in the car side, and T2 in
Continued
Figure 2: Traction calculation
Engineering
Continued
the counterweight side. The required

traction for any elevator system is
expressed as T1/T2. T1 is the addition of all weights (i.e., 125% of rated
load, car weight, ropes and travelingcable weight), whereas T2 is the
counterweight.
The maximum available traction
that can be developed is a function
of the actual coefficient of friction
between the rope and groove, the
shape of groove and angle of contact.
Maximum available traction = e f
where e = the base of natural logarithm
f = coefficient of friction
= angle of contact
Hence the condition so that the elevator does not lose traction is given by:
T1/T2 X C < e f
where C is constant, considering
acceleration and deceleration, and is
given by:
C = (gn + a)/(gn - a), where gn =
acceleration due to gravity and a =
rated speed of the elevator.
Obviously, from the above expressions, we can conclude that the maximum traction can be achieved when
the value of f is increased.
Factors Affecting Traction

Angle of Wrap
but with suitable arrangements like

adjusting the height and length between the sheave centers, maximum
angle can be achieved.
The other option by which to achieve
the maximum angle is double-wrap
traction (DWT) (Figure 4). In DWT,
traction is considerably increased, as
in this case, angle becomes (S1 + S2).
But this system has some disadvantages. The design of the machine is
complicated. The height is greater,
and the width of the sheave rim is
larger, as the number of grooves is
doubled. The rope bends number is
greater, resulting in additional rope
wear. This also results in an overall
cost increase of the equipment.
Sheave Diameter
The ratio of rope diameter to
sheave diameter also plays an important role in traction. Per Indian
standards, sheave diameter should
be equal to 40 times the rope diameter. The larger the sheave diameter,
the more the contact area between
the rope and sheave is achieved. The
sheave diameter should also be large
enough to account for the bending
stresses exerted by the ropes. How-
86
Type of Groove
The other important factor that
affects traction is the shape of the
groove. Commonly used groove
shapes are U-groove, U-groove with
undercut and V-groove.
U-Groove
The U-groove is the sheave of
choice for optimum life (Figure 5). Its
large size, in combination with its
supportive grooves, minimizes abrasion and fatigue. Note the large
groove area with which the rope
comes in contact. The groove cradles the rope, resulting in low groove
pressures, allowing the wires and
strands to move about freely while
the rope is operating. Unfortunately,
however, the U-grooved sheave provides the least amount of traction.
U-Groove with Undercut

When compared to the U-groove,
the surface area of the rope making
contact with the undercut U-groove
decreases. Note the undercut where
Continued
Angle of wrap or angle of contact is the angle that the rope makes
with the circumference of the sheave.
The maximum angle for single-wrap
traction (SWT) that can be achieved
is 180 (Figure 3). However, the problem occurs when there is a diverter
pulley. In this case, the angle decreases,
Figure 3: SWT (angle of contact: 180)
ever, cost is also to be considered

while setting the final diameter. It
will also result in a larger machine
assembly, which will create problems
during installation.
Figure 4: Double-wrap traction
safer to install
safer to service
safer to ride
safer to rescue
especially with
The finest elevator

control valves
74078 Heilbronn Pfaffenstrasse 1 Germany
Tel.: +49 7131 2821-0 Fax: +49 7131 485216
www.blain.de e-mail:info@blain.de
Engineering
Continued
the rope no longer makes contact with

the groove (Figure 6). Thus, groovebearing pressure is increased upon
which the higher available traction is
based. The available traction can be
increased by increasing the angle of
undercut in the sheave groove. However, it has limitations, since the
larger the undercut, the less support
it receives from the groove and
therefore the less load we can put on
the ropes without causing rapid
sheave wear and rapid rope failure.
The undercut angle is therefore kept
between 90 and 106.
V-Groove
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two or all three.
The V-groove is the most widely

used type of groove (Figure 7). These
provide the greatest amount of bearing pressures, hence maximum traction. The angle of the groove is kept
between 32 and 40. Traction increases with decreasing angle of the
groove, but it also leads to shorter
rope life.
Conclusion
While the magnitude of the groove
pressure distributions associated with
each groove varies, it is to be noted
that in no case does the actual
rope-to-groove coefficient of friction
change. However, the apparent
coefficient is a direct function of the
groove pressures and actual coefficient of friction, and it does change

as the groove shape changes. For the
latter case, elastomer-lined drivesheave grooves are used. These have
a higher coefficient of friction and
afford a very efficient method of
increasing available traction. It is also
to be noted that specific pressure of
the ropes does not exceed the pressure value with the car loaded with
its rated load:
Specific pressure of ropes
P ____________
12.5 + 4 vc
1 + vc
Finally, summing up the proof concludes the following:
1) Available traction can be increased
by increasing the arc of contact
that the rope subtends with the
sheave.
by changing the shape of the
groove.
by increasing the actual coefficient
of friction of the material.
Note that all the above parameters are dependent on one another.
Compromising on any of the above
factors should not change the final
traction value. With this background,
elevator system designers need to be
very careful in estimating traction
and establishing their designs.
References
[1] Elevator Mechanical Design (Third Edition)
by Lubomir Janovsky
[2] Elevator World Educational Package and Reference Library Volume 3
[3] Bethlehem Elevator Rope Technical Bulletin
10
Figure 5: This illustrates the support given to the

rope by the groove.
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Figure 6: The U-groove with undercut has its
undercut at the bottom.
88
Figure 7: V-grooves provide maximum traction.
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ELEVATOR WORLD India

ELEVATOR WORLD India (EWI) is excited to announce two
new features in the quarterly magazine which offers low
cost options to those companies who wish to promote
their products and/or services within the Indian market
and surrounding regions.
ELEVATOR WORLD India Source

Directory (See page 92)
This section serves as a resource for the
industry and consists of company profiles.
Company profiles include: your company
name, address, telephone, fax, e-mail, web
site, key contacts and products that you
supply or manufacture. Display advertisers
in EWI receive a free company profile and
non-advertisers can place a company profile
in this new section for as little as $50.00 per
issue or $195.00 per year (4 issues). Your
company logo can also be added at no
additional cost.
ELEVATOR WORLD
India Marketplace (See Above)
This is a classified section for recruitment,
businesses for sale, and products and services
offered. It consists of boxed advertisements
sized in business card, 6x6 cm, and 6x2.95
cm. The cost is very reasonably priced at
$100.00, $75.00 and $50.00 respectively.
India Source Directory
ELEVATOR WORLD India Source Directory

This section serves as a resource for the industry and consists of company profiles. Company profiles include: your company name, address, telephone, fax, e-mail, web site, key contacts and products that you supply or manufacture. Display
advertisers in EWI receive a free company profile; and non-advertisers can place a company profile in this new section for
as little as $50.00 per issue or $195.00 per year (4 issues). Your company logo can also be added at no additional cost.
Contact Anitha Raghunath at anitha@virgopublications.com or TBruce MacKinnon at tbruce@elevator-world.com.
AFAG MESSEN UND

AUSSTELLUNGEN GMBH
MESSEZENTRUM AUGSBURG
AUGSBURG, BAVARIA 86159
GERMANY
Telephone: 0049 821 5 89 82 340
Fax Number: 0049 821 5 89 82 349
E-Mail: interlif@afag.de
Web Site: www.interlift.de
Marketing Contact: Winfried Forster
Engineering Contact: Joachim Kalsdorf
Products Manufactured/Supplied: interlift international trade fair for Elevators, components
& accessories
ASRAY/ASRAY SANAYI VE
TICARET LTD. STI.
P.O. BOX 107
41400 GEBZE, KOCAELI, TURKEY
Telephone: (90) 262-7511435
Fax Number: (90) 262-7511439/7511765
E-Mail: asray@asray.com
Web Site: www.asray.com
Marketing Contact: Mrs. Aysenur Aslan, Export
Manager (aaslan@asray.com); Mrs. Safiye Cinge,
Export Assistant (safiye@asray.com)
Engineering Contact: Mr. Sefa Targit, Technical
Manager
Products Manufactured/Supplied:
Elevator Guide Rails
AV CAM CORPORATION
55-C, TRIBHUVAN
INDUSTRIAL ESTATE,
OPP. PASHUPATINATH TEMPLE,
NEAR KATHWADA, GIDC, KATHWADA
AHMEDABAD - 382430, GUJARAT
Telephone: 0091 79 65237438
Fax Number: +91 79 22890596
E-Mail: info@amcolifty.com
Web Site: www.amcolifty.com
Contact: Mr. G. Patel Vishnubhai
Products Manufactured/Supplied: Lift Duty
Gear Box, Lift Guide Rails
BHARAT BIJLEE LIMITED

ELEVATOR SYSTEMS
DIV., OPP. AIROLI
WAILWAY STATION,
THANE BELAPUR ROAD, NAVI
MUMBAI 400078
Telephone: 0091 22 27637284
Fax Number: +91 22 27637438
92
E-Mail: greenstar@bharatbijlee.com
Web Site: www.bharatbijlee.com
Contact: Mr. Y.K. Das
Products Manufactured/Supplied: Gearless
Machines for Elevator Application, KEB Inverters,
Electric Motors for Elevators
BLAIN HYDRAULICS GMBH

PFAFFENSTRASSE 1
HEILBRONN, BW 74078 GERMANY
Telephone: +49-7131-2821-0
Fax Number: +49-7131-485216
E-Mail: info@blain.de
Web Site: www.blain.de
Marketing Contact: Mr. Parag Mehta Ext: 30
Engineering Contact: Mr. Parag Mehta Ext: 30
Products Manufactured/Supplied: Manufacturers
of Elevator control valves, Home lift valves, Servo
control valves, Car-parking lift valves, Rupture
valves, Ball valves, Pressure lock valves, Hand
pumps, Tank heaters, RamLocs, Micro leveling
drives, Hydraulic remote monitoring systems.
BRUGG WIRE ROPE, LLC

1801 PARRISH DRIVE
P.O. BOX 551
ROME, GEORGIA 30162-0551
Telephone: (706) 235-6315
Toll Free Phone: 1-866-542-7844 (54BRUGG)
Fax Number: (706) 235-1394 or (706) 235-6035
E-Mail: elevatorrope@brugg.com
Web Site: www.bruggnorthamerica.com;
www.bruggrope.com
Marketing Contact: President/General Manager:
Kevin Heling, (706) 235-6315, ext 301,
heling.kevin@brugg.com; Marketing Contact: Tom
Richards/Richards Advertising (704) 987-7965;
trichards@richardsad.com
Engineering Contact: Sales/Field Engineering
Contact: Rick Perry, VP Sales/Engineering,
(570) 322-3210, South Williamsport, PA,
perry.rick@brugg.com; Engineering/Quality
Contact: Martin Rhiner, VP Engineering/Quality,
(706) 235-6315 ext 302, rhiner.martin@brugg.com
Sales Offices: Brugg Wire Rope, LLC, Rome GA
(706) 235-6315; North America VP Sales and
Field Engineering, South Williamsport, PA, Rick
Perry, (570) 322-3210, perry.rick@brugg.com;
Distributors/Stocking Locations - US: Houston, TX;
Metro Wire Rope, 553 Lehigh Ave., Union, NJ
07083, Phone: (908) 964-3690; Marcal Rope &
Rigging, 1862 E. Broadway, Alton, IL 62002,
Phone: (618) 462-0172 or 1-800-343-4971; Silver
State Wire Rope & Rigging, 5380 S. Valley View,
ELEVATOR WORLD India 1st Quarter 2009
Suite A, Las Vegas, NV 89118, Phone: (702)

597-2010; Carpenter Rigging, 222 Napoleon St.,
San Francisco, CA 94124, Phone: (707) 562-9473;
Brugg Wire Rope, LLC., 1801 Parrish Rd., Phone:
(toll free) (866) 542-7844, Fax: (706) 235-6035 Canada: Elevator Components, 1237 Kamato Rd.,
Mississauga, ON, Canada L4W 2M2, Phone: (905)
624-6565; Hoist Wire Rope & Equipment Inc.,
(a Northern Strands Co)., 5604-76th Ave., Edmonton,
AB Canada T6B 0A6, Phone: (780) 485-9869
Products Manufactured/Supplied: Elevator
Ropes; full line of the industrys best selection of
hoist, compensation, governor, door closing and
ropes bearing electrical conductors. Offering
superior quality steel, iron, sisal and mixed (poly)
core ropes; featuring exclusive i-Line for easier
installation; preformed ropes, rope lubricant and
applicator, pulling grips, rope tension measuring
device, reeve splicing, fiber tape, measuring gauges,
wedge sockets, isolation assemblies and springs.
CHINA ELEVATOR ASSOCIATION

(CEA CHINA)
61 JINGUANG AVENUE
LANGFANG HEBEI 065000
PEOPLES REPUBLIC OF CHINA
Telephone: (86) 316-2311426/2012957
Fax Number: (86) 316-2311427
E-Mail: zlx@cea-net.org
Web Site: www.cea-net.org
Contact: Zhang Lexiang
President: Ren Tianxiao
Products Manufactured/Supplied: CEA was
formed in 1984 and has 500 members. The
secretariat together with the Institute of Building
Mechanization. CEA is one of the sponsors of
China World Elevator & Escalator Expo and China
Elevator Magazine.
ELECON ENGG. CO. LTD.

POST BOX #6, ANAND
SOJITRA ROAD, VALLABH VIDYANAGAR - 388
120, GUJARAT
Telephone: 0091 2692 236469, 236513
Fax Number: +91 2692 236527, 236457
E-Mail: VGSUBNIS@gear.elecon.com
Web Site: www.elecon.com
Contact: Mr. V.G. Subnis
Products Manufactured/Supplied: Manufacturer
of Material Handling Equipment & all types of
industrial gears - Helical, Worm, Couplings,
Special Gears, Elevator Traction Machines, Wind
Mill Gearbox and Wind Mill.
ELEVATOR INDIA.COM
B/602,SHIVAM APARTMENT
C.H.S. LTD, C.S. ROAD NO: 5,
ANAND NAGAR, DAHISAR (EAST),
MUMBAI-400068
MUMBAI, MAHARASHTRA 400068 INDIA
Telephone: 022-40149991, 09930308303,
09322337066
Fax Number: 022-28974573
E-Mail: elevatorindia@yahoo.co.in;
elevatorindia@gmail.com
Web Site: www.elevatorindia.com
Marketing Contact: same as above
Sales Office: same as above
Products Manufactured/Supplied: An elevator
portal for end users and buyers. For elevator
company we design, supply material, erect and
give maintenance of traction and hydraulic lifts.
Consultant and co-ordinator to elevator industry
in India.
ELMO SRL
V.LE CERTOSA 8/B
PAVIA ITALY 27100 ITALY
Telephone: +39 0382 529564
Fax Number: +39 0382 527041
E-Mail: info@elmoitaly.com
Web Site: www.elmoitaly.com
Marketing Contact: Mr. Giovanni Crucitti
Engineering Contact: Mr. Ivo Busi
Products Manufactured/Supplied: Submersible
motors for hydraulic lift
ETA MELCO ENGG.

CO. PVT. LTD.
CHENNAI CITI CENTRE,
4TH FLOOR, No. 10&11, DR. RADHAKRISHNAN
SALAI, MYLAPORE
CHENNAI - 600 004
Telephone: 044-2847 7370/71/72/73/75
Fax Number: 044-2847 7374
Web Site: www.etamelco.in
Contact: Mr. H.N. Sadaqathullah, Director
Mitsubishi Elevators & Escalators
ELEVATOR WORLD, INC.

P.O. BOX 6507
MOBILE, AL 36660 USA
Telephone: (251) 479-4514
Fax Number: (251) 479-7043
E-Mail: sales@elevator-world.com
Web Site: www.elevator-world.com
Marketing Contact: Brad OGuynn
Sales Office(s): Mobile, Alabama USA;
Bangalore, India
Products Manufactured/Supplied: ELEVATOR
WORLD magazine, ELEVATOR WORLD India
magazine (www.elevatorworldindia.com, Elevator
World Source Directory, Elevator World Euro
Source Directory and educational materials
(www.elevatorbooks.com)
Sales Offices: Please refer to the Formula

Systems website for up-to-date sales
office listings.
Products Manufactured/Supplied: Infrared light
curtains for new and modernization applications
including the unique SafeZone 3D. True, digitised
speech annunciators.
FUJI ELECTRIC FA
SINGAPORE PRIVATE LTD.
503-A, DYNASTY BUSINESS PARK
ANDHERI-KURLA ROAD, ANDHERI (E)
MUMBAI 400069
Telephone: +91 22 4010 4870 / 2820 6383
Fax Number: +91 22 4010 4872
E-Mail: info-fcsin@fcssg.fujielectric.com
Web Site: www.fujielectric.com.sg
Products Manufactured/Supplied: Elevator Drives
HAFELE
4TH FLOOR, JMC HOUSE,
BISLERI COMPOUND,
WESTERN EXPRESS HIGHWAY, ANDHERI (E),
MUMBAI - 400 099
Telephone: 0091 22 66950920, 0091
9322266912
Fax Number: +91 22 6695 0922
E-Mail: info@hafeleindia.com
Web Site: www.hafele.com
Contact: Mr. Ashish Kapoor, Business Head Hospitality Division
Dialock Elevator Terminals.
HIMENVIRO ELEVATORS
& ESCALATORS
202, SAGAR COMPLEX, NEW RAJADHANI
ENCLAVE, VIKAS MARG
DELHI - 110 092
Telephone: 0091 11 22549142
Fax Number: +91 11 2254 9130
E-Mail: sales@himenviro.com
Web Site: www.himenviroelevator.com
Contact: Mr. S.B. Khandelwal
Products Manufactured/Supplied: Elevator &
Escalators & Component - COP, LOP, Push
Buttons, COP Display Units
HYDRO-PNEUMATIC
TECKNIKS
K-17/A, ROAD NO. 6,
UDYOGNAGAR, UDHNA, SURAT
GUJARAT - 395 210
Telephone: +91 261 2277306
Fax Number: +91 261 2277306
E-Mail: hydropneumatic@hotmail.com,
hydropneumatic@dataone.in
Web Site: www.hydrosurat.com
Products: Manufacturers of Hydraulic Cylinders
(Jacks) and Hydraulic Power Packs for Elevators.
FORMULA SYSTEMS LTD.
INNOVATION INDUSTRIES,
INCORPORATED
TECHNOLOGY HOUSE,
OAKFIELD ESTATE
EYNSHAM, OXFORDSHIRE, 0X29 4AQ
UNITED KINGDOM
Telephone: 44 (0) 1865-882442
Fax Number: 44 (0) 1865-881647
E-Mail: sales@formula-systems.com
Web Site: www.formula-systems.com
Marketing Contact: John Curzon
Engineering Contact: Peter Collins
3500 EAST MAIN STREET (72802)

P.O. BOX 2996
RUSSELLVILLE, ARKANSAS 72811
Telephone: (479) 968-2232
Toll Free Phone: 1-800-843-1004
Fax Number: (479) 968-7986
E-Mail: iii@innovationind.com
Web Site: www.innovationind.com
Marketing Contact: Amber Dilday,
Paul Horney & Tom Thompson
Engineering Contact: David DeFrancisco

& Dennis King
Sales Offices: Ray Buford
Products Manufactured/Supplied: Car Operator
Panels, Hall Stations, Position Indicators, Hall
Lanterns, Serial Communication, Key Switches.
JELTRON SYSTEMS
(I) PVT. LTD.
PB NO. 49, 6-3-1199/2,
VAMAN NAIK LANE, UMANAGAR COLONY,
BEGUMPET
HYDERABAD - 500 016, INDIA
Telephone: 0091 40 23401159
Fax Number: +91 40 2340 1149
E-Mail: info@jeltron.com
Web Site: www.jeltron.com
Contact: Mr. Rajesh H. Kamatam
Products Manufactured/Supplied: Toshiba AC
VF Drivers, Toshiba PLC, Toshiba Soft Starters,
ARD, SCR Power Controller
JOHNSON LIFTS
PVT. LTD.
NO. 1, EAST MAIN ROAD,
ANNA NAGAR, WESTERN EXTENSION
CHENNAI - 600 101
Telephone: 044 26152200
Fax Number:+91 44 2615 1614
E-Mail: vj@johnsonliftsltd.com
Web Site: www.johnsonliftsltd.com
Contact: Mr. V. Jagannathan, Executive Director
Manufacturers of Elevators of various capacity Passenger Lifts, Good Lifts, Passenger cum Bed
Lifts, Gearless Type & Escalators.
KINETEK
STREET NO.1 ANMOL NAGAR,
NEAR KISAN COLD STORE
HOSHIARPUR, PUNJAB
146001 INDIA
Telephone: +91 93562.9437
Fax Number: +91 98152.94375
E-Mail: nasvinder.singh@kinetekinc.com
Web Site: www.kinetekinc.com
Marketing Contact: Nashvinder Singh
Engineering Contact: Nashvinder Singh
Sales Office(s): Punjab, India
Products Manufactured/Supplied: traction and
hydraulic elevator controls, complete elevator and
escalator packages, VVVF or direct line escalator
controls, monitoring and dispatching systems,
microprossor boards, automatic rescue devices,
and peripherials.
KONDAIA ENGG.
CO. PVT. LTD.
POLLACHI ROAD, COIMBATORE - 641032, TN
Telephone: 0091 422 2611966, 0091 9965518845
Fax Number: +91 422 2611966 (Tele-Fax)
E-Mail: kondaiahari@gmail.com
Web Site: www.indiamart.com/kondaia/
Contact: Mr. S. Balaji
Manufacturers of Elevator Guide Rails, Machines
and Cabins.
KRISHNA ENTERPRISES
16, BRIJWASI
INDUSTRIAL ESTATE, SONAWALA ROAD, OPP.
UDYOG BHAVAN, GOREGAON (EAST)
MUMBAI - 400 063
Telephone: +91 22 2686 0470 (Tele-Fax)
93
India Source
Continued
Fax Number: +91 22 2686 1962 (Tele-Fax)

E-Mail: info@krishnaentps.com
Web Site: www.krishnaentps.com
Contact: Mr. Brijesh C. Bhindora
Products Manufactured/Supplied: Push
Buttons, Car Operating Panels & Floor Operating
Panels Glass COP & HOP, K Type & other type
Door Operator & Door Set (MS & SS), O type
Door Operator & Door Set (MS&SS), LCD Display
for Elevator, RFID Smart Elevator Operating
Panel, Door Safety Sensor (TELCO), Fan Grills
and all other spares and accessories.
LARSEN & TOUBRO

Control & Automation
Division
A-600, TTC INDUSTRIAL AREA,
SHIL-MAHAPE ROAD
NAVI MUMBAI, MAHARASHTRA, 400710 INDIA
Telephone: 022-67226200
Toll-Free: 1800-233-5858 and 1800-200-5858
Fax Number: 022-27783032
E-Mail: cpcmtech@LNTEBG.com
Web Site: www.larsentoubro.com
Marketing Contact: Mr. Sanjeev Madhavan
madhavans@LNTEBG.com Ext:455
Engineering Contact: Mr. Pankaj Shah
shahpankaj@LNTEBG.com Ext:471
Sales Office(s): Mumbai (Tel: 022-67051191
Fax: 022-67051463); New Delhi (Tel: 011-41419523
Fax: 011-41419600); Chennai (Tel: 044-28462050
Fax: 044-28462102); Kolkatta (Tel: 033-22828418
Fax: 033-22827587); Baroda (Tel: 0265-6613618
Fax: 0265-2336184); Pune (Tel: 020-56033409
Fax: 020-26124910); Bangalore (Tel: 080-25020342
Fax: 080-25583613); Hyderabad (Tel: 040-66720319
Fax: 040-23242356)
Products Manufactured/Supplied: AC/ DC
Drives, Soft Starters, Servo Motion Control
Products, PLCs and HMI, Engineered Panels
LERCH BATES PVT. LTD.

2, AJANTA, 11TH FLOOR,
75, COLABA ROAD
MUMBAI - 400 005
Telephone: 0091 22 22153740
Fax Number: +91 22 2215 3726
E-Mail: pervin.dasgupta@in.lerchbates.com
Web Site: www.lerchbates.com
Contact: Ms. Pravin Das Gupta
Products Manufactured/Supplied: Global
Elevator Consulting Firm - New Construction
Design, Modernisation Evaluations, Maintenance
Audits & Condition Assessments, Client Oriented
Maintenance Contracts.
LIFT SYSTEMS INDIA

PVT. LTD.
1311, NAVJIVAN
COMMERCIAL BUILDING,
LAMINGTON ROAD
MUMBAI - 400 008
Telephone: 0091 22 23073073
Fax Number: +91 22 2308 0025
E-Mail: sales@liftsystems.co.in
Web Site: www.liftsystems.co.in
Contact: Mr. S.M. Hajela
Products Manufactured/Supplied: Hydraulics
Components for Lift - Power Unit, Piston, Car
Frame & Accessories for all types of lifts, Cabin
Door Drive, Landing Door Mechanism, Door Panels
& Frames required for Automatic Doors for Lifts.
94
LM LIFTMATERIAL GMBH
GEWERBESTR. 1, LANDSHAM
D-85652 PLIENING
(NEAR MUNICH), GERMANY
Telephone: (49) 89-9099790
Fax Number: (49) 89-9043143
E-Mail: info@lm-liftmaterial.de
Web Site: www.lm-liftmaterial.de
Marketing Contact: Mr. Stephen Kretzschmar
Engineering Contact: Franz Watzke - Ext. 90997920
Sales Offices: LM LIFTMATERIAL GmbH,
Gewerbestr. 1, Landsham, D-85652 Pliening GERMANY, Sales Director,
Mr. Stephan Kretzchmar.
Machineroomless rope traction lifts with drive in
the shaft head and in the shaft pit, rope traction
lifts for drive locations on top, down at the side,
and on top at the side of the shaft, rope traction
lifts with integrated machine room, modular
hydraulic lifts with cantilevered car sling, hydraulic
lifts with cylinder under or beside the cabin, twin
piston or pulling piston drive system, panoramic
lifts, hospital lifts, special execution lifts, drive
system for rope traction and hydraulic lifts,
automatic doors, manual doors and folding doors,
cabins for passenger lifts, panoramic lifts and
goods-lifts, car frames, safety gears, overspeed
governors and buffers, ropes, rope pulleys and
accessories, guide rails, controllers and speed
regulations, photocells, safe screens, push button
units and electro-magnetic cams, sundries.
MAGIL
CORPORATION
500 OAKWOOD ROAD
LAKE ZURICH, IL 60047 USA
Telephone: (847) 550-0530
Fax Number: (847) 550-0528
E-Mail: machines@magilcorp.com
Web Site: www.magilcorp.com
Marketing Contact: Joe Salzburg Ext: 115
Engineering Contact: Pete Giannis Ext: 108
Sales Office(s): Gilbert Voisin
Products Manufactured/Supplied: NEWS! Magil
Corporation introduces the NEW Blue MAG
machine for the MRL and Renovation market.
Magil Corporation is a leader and an Innovator in
the elevator industry. Products include
Synchronous Traction Gearless Machines, VVVF,
AC Motors, Encoders; Traction Gears,
Submersible Hydraulic Motors, HomeLift, Door
Locks (swing doors) and high strength Wire Rope
and Fixtures. Magil Corporation, is the most
comprehensive provider of Elevator/Lift systems
today. Magil offers product and engineering
solutions for low-rise, mid and high-rise buildings;
while providing expertise in rotating electrical
equipment; geared and gearless machines and
motors. Magil Corporations market is
international.
MAROONE STAINLESS
M-30, STREET NO. 8, APIA,
NEW ROHTAK ROAD
NEW DELHI - 110 005
Telephone: 0091 9818144650
Fax Number: + 91 11 43507984
E-Mail: info@maroone.in
Web Site: www.maroone.in
Contact: Mr. Sanjeev
Stainless Steel Designer Sheets - N8 Mirror,
Hair Line & N4, Vib (Vibration), Titanium Coated,
Etched Sheet.
MESSUNG SYSTEMS
PVT. LTD.
EMERALD HOUSE,
EL-3, J BLOCK
MIDC, BHOSARI, PUNE - 411 026, INDIA
Telephone: +91 20 2710 2000
Fax Number: +91 20 2710 2100
E-Mail: marketing@mspl.messung.com
Web Site: www.messung.com
Contact: Mr. K.T. Chougule
Products Manufactured/Supplied: V3F Drives,
Programmable Logic Controller, Remote I/O
Systems, HMI
MONTANARI GIULIO & C. SRL

VIA BULGARIA 39
41100 MODENA, ITALY
Telephone: (39) 059-453611
Fax Number: (39) 059-315890
E-Mail: montanari@montanari-giulio.com
Web Site: www.montanari-giulio.com
Marketing Contact: Alessandra Bezzi
Engineering Contact: Mr. Stefano Bertoni
Sales Offices: Mr. Marcello Bellei
Products Manufactured/Supplied: Lift Gears
for Goods and Passengers, Gearless, Safety
Devices (Speed Governors & Tension Devices,
Instantaneous and Progressive Safety Gears,
One way and Bi-Directional), Mechanical lift
accessories, Frequency controllers
ORIENT WIRE ROPES

30-B, INDUSTRIAL AREA,
SANWER ROAD
INDORE, MADHYAPRADESH
452 015, INDIA
Telephone: 0091 731 2721912, 2720456
Fax Number: 0091 731 2721364
E-Mail: (A) mail@orientwireropes.com
(B) orientwireropes@dataone.in
Web Site: www.orientwireropes.com
Marketing Contact: 09406853459
Engineering Contact: 09826047187
Sales Office(s): 0091 731 2721912
1) Steel Wire Ropes 2) Steel Wire Rope's Sling
PEELLE
195 SANDALWOOD PKWY W.,
BRAMPTON, ONTARIO, CANADA, L7A 1J6
Telephone: 905-846-4545
Fax Number: 905-846-2161
E-Mail: exportsales@peelledoor.com
Web Site: www.peelledoor.com
Sales Contact: Jose Vilchez
Engineering Contact: Frank Leo
Sales Offices: United States (800) 645-1056;
International (800)787-5020
Products Manufactured/Supplied: Bi-parting
and Slide-up Freight Elevator Hoistway Doors,
Car Door (Gates), Motorized and manual,
Freight Elevator Car (Cab) Enclosures, Channel
Iron Entrance Frame/Sill assemblies, Wiring
Materials and World Wide Installation. Materials
to Motorize and/or Modernize the Existing Freight
Elevator equipment of any manufacturer. Center
opening doors specifically designed for freight
elevator applications.
PEPPERL + FUCHS
(INDIA) PVT. LTD
B, PLOT NO. 10, 3RD MAIN, 1ST STAGE,
PEENYA INDL. ESTATE BANGALORE - 560 058
Telephone: 0091 80 28378030, 28395585
Fax Number: +91 80 2837 8031
E-Mail: fa-info@in-pepperl-fuchs.com
Web Site: www.pepperl-fuchs.com
Contact: Ms. Deepika Arora
Products Manufactured/Supplied: Inductive
Sensor, Photoelectric Sensors, Capacitive and
Magnetic Sensors, Ultrasonic Sensor, Positioners,
Distance Measurement Units, Data Transmission
Light Beam System, Vision Sensor and Solutions,
Sensor for Door, Gates and Elevators, Safety
Sensor and Control Units, Incremental and Absolute
Rotary Encoders, Position Encoding System - WCS,
Identification System: RFID, BAR CODE, DATAMATRIX,
AS - Interface Solution, Counters, Tachometers,
Speed Monitor, Converter, Displays.
PHYSICAL MEASUREMENT
TECHNOLOGIES
BOX 400, 4 LING STREET
MARLBOROUGH, NEW HAMPSHIRE 03455 USA
Telephone: (603) 876-9990
Fax Number: (603) 876-9995
E-Mail: lorsbachgp@monad.net
Web Site: www.pmtvib.com
Marketing Contact: Gregory P. Lorsbach
Engineering Contact: Gregory P. Lorsbach
Sales Offices: Jude M. Wright,
wrightjm@pmtvib.com
Products Manufactured/Supplied: EVA-625
Elevator & Escalator Vibration Analysis System;
EVA Vibration Analysis Tools Software; IMD-1
Escalator Step/Skirt Performance Index
Measurement Device; MMC-1 Multi-Measurement
Data Collector; ETCH01 Tachometer Module.
PREMIUM ENERGY
TRANSMISSION LTD.
PB 5, MUMBAI - PUNE ROAD, CHINCHWAD,
PUNE - 411019, INDIA
Telephone: +91 20 66314112
Fax Number: +91 20 27450287
E-Mail: rao.s.n@petltd.com
Web Site: www.premiumtransmission.com
Contact: Mr. S.N. Rao
Manufacturers of complete assembly of elevator
machine, elevator gear box/geared motor for lift
door opening/escalator/luggage conveyor, etc.
PRISMA DSA INDUSTRIES

(INDIA) PVT. LTD.
A-20, CROSS ROAD B, MIDC,
ANDHERI EAST
MUMBAI 400 093
Telephone: +91 22 67429700 / 701
Fax Number: +91 22 29209159
E-Mail: info@prismadsa.com,
marketing@prismadsa.com,
sales@prismadsa.com
Web Site: www.prismadsa.com
Contact: Mr. Ashok Subhedar
Controllers and allied products, Fabrication
Services - CNC Fabrication, Water Jet Cutting
Systems & Services.
M/s REVATHI ENTERPRISES

F 104, MADHUBAN, NEAR MTNL
BLDG AND DAHISAR TOLL POST. WESTERN
EXPRESS HIGHWAY, DAHISAR (EAST),
MUMBAI 400068, INDIA
Telephone: +91 22 28972184, 3184
Fax Number: +91 22 28978643
E-Mail: hctawde@gmail.com; hct@revathi.com
Web Site: www.revathienterprises.com
Contact: Hemant Tawde
Products Manufactured/Supplied: Elevators
Cars, Doors, Frames and Precision Fabricated
Assembies using CNC laser technology.
SAVERA INDIA RIDING

SYSTEMS CO. PVT. LTD.
PLOT NO. D-22, TALOJA, MIDC INDUSTRIAL
AREA, TALOJA -410208, DISTRICT RAIGAD
MAHARASHTRA, INDIA
Telephone: 0091 22 27402300/01
Fax Number: +91 22 2740 2302
E-Mail: a.pawar@saveraindia.com
Web Site: www.saveragroup.com
Contact: Mr. Ajay Pawar
Products Manufactured/Supplied: Super
Guiderails that can be used in lifts with speeds
between 0 - 1.6 m/sec. machined.
SCHMERSAL INDIA
PVT. LTD.
47, 1ST FLOOR, MM ROAD, OFF MISQUE
ROAD, FRAZER TOWN
BANGALORE - 560 005
Telephone: 0091 80 41554535
Fax Number: +91-80-4152 4927
E-Mail: skumar@schmersal.com
Web Site: www.schmersal.in
Contact: Mr. A.S. Senthilkumar
Products Manufactured/Supplied: Door
Contacts with Positive Breaks, Magnetic Reed
Switches, Door Locks, Position Switches, Floor
Switches, Position Systems.
SEMATIC ITALIA S.P.A.

VIA ZAPPA COMM.FRANCESCO, 5
OSIO, SOTTO (BERGAMO) 24046 ITALY
Telephone: +39-035-4815100
Fax Number: +39-035-4815199
E-Mail: infosem@sematic.com
Web Site: www.sematic.com
Marketing Contact: Dr. Ing. Marcello Personeni
Engineering Contact: Dr. Ing. Roberto Zappa
Sales Office(s): sales@sematic.com
Products Manufactured/Supplied: Automatic
entrances for elevators. Operators, full glass
entrances, framed glass entrances specifically
designed for panoramic installations, round doors
are also available. Last Product Lines developed:
entrances for modernization and for inclined
elevators. Entrances are fire rated, vandal
resistant, for marine application, for saline or dusty
atmospheres or exposed to adverse weather
conditions with high humidity and falling water.
SETTIMA
MECCANICA
VIA BERLINGUER 1
SETTIMA (PC) 29020 ITALIA
Telephone: +390523 557623
Fax Number: +390523 557256
E-Mail: info@settima.it
Web Site: www.settima.it
Marketing Contact: Ferraresi Simone

Engineering Contact: Cagnani Pierpaolo
Sales Office(s): Ferraresi Simone
Products Manufactured/Supplied: Screw pumps
SHANGHAI BST
ELECTRIC CO.,LTD
DA-MAIWAN INDUSTRIAL
ZONE,HANGTOU,NANHUI,
SHANGHAI,CHINA
SHANGHAI 201316 CHINA
Telephone: 86-21-58222286
Fax Number: 86-21-58221353
E-Mail: export@shbst.com
Web Site: www.shbst.com
Marketing Contact: Ms. Shelley Zhou
Engineering Contact: Ms. Xiaodi Zhu
Sales Office(s): International Business Dept.
Products Manufactured/Supplied: Shanghai
BST has the multi-processing capability for
electrical, mechanical, electronical, plastic, cable
products. BST is specialized in manufacturing of
elevator and escalator electrical components,
which includes: Car operation panel, Landing
fixtures, Push button, PCBA, Hoistway fixtures,
Control system, Cable, Cable harness etc.
SHARP ENGINEERS
552A ROAD,
CROSS ROAD 12, GIDC,
KATHWADA
AHMEDABAD, INDIA
Telephone: 0091 79 22901711
Fax Number: +91 79 22901716
E-Mail: info@sharpengineers.com
Web Site: www.sharpengineers.com
Contact: Mr. Mitul Patel
Machines & Spares.
SKYLINE
INDIARECRUIT.COM
PVT. LTD.
44, DECCAN COURT,
259-SV ROAD, BANDRA WEST
MUMBAI, MAHARASHTRA 400050 INDIA
Telephone: (+91 22) 2655 8076
Fax Number: (+91 22) 2651 4750
E-Mail: elevators@indiarecruit.com
Web Site: www.elevator-jobs.com
Products Manufactured/Supplied: Recruitment
of Elevator Trained Personnel
TAK CONSULTING
PVT. LTD.
303, GALLERIA,
HIRANANDANI GARDENS, POWAI
MUMBAI - 400 076
Telephone: +91 22 2570 7498 / 3263 8551
Fax Number: +91 22 2570 7499
E-Mail: tak.mathews@takconsulting.net
Web Site: www.takconsulting.net
Contact: Mr. Tak Mathews
Products Manufactured/Supplied: Design,
Project, Service, Modernization & Traffic Analysis
Consultants for Elevators, Escalators and
Moving Walks.
TL JONES INDIA PVT LTD

202 HYDE PARK
SAKI VIHAR ROAD, ANDHERI-EAST
MUMBAI 400 072 INDIA
Telephone: +91 22 4215 0700/01/02/03
Fax Number: +91 22 4200 0789
95
India Source
Continued
E-Mail: info@tljones.com
Web Site: www.tljones.com
Marketing Contact: Dinesh Musalekar,
Tel +91 22 6526 0345 / 6
Engineering Contact: Rajesh Dharne,
Tel +91 22 6526 0345 / 6
Sales Office(s): Mumbai (Tel: +91 22 6526 0345 / 6);
New Delhi (Tel: +91 1 2553 7775); Chennai
(Tel: +91 44 4308 1447)
Also: Singapore, Christchurch, Shanghai,
Guangzhou, Beijing, Chongqing, Dubai, Tokyo,
London, New York.
Products Manufactured/Supplied: TL Jones
India supplies a full range of elevator passenger
safety and information products to the Indian
market. This includes world leading infrared door
safety edge brands Microscan and
Panachrome, plus E-Motive brand elevator
multimedia & TFT displays, emergency
communications systems, annunciators, gongs,
LED lights, photo sensor switches, lift monitoring
systems and various accessory products.
Marketing Contact: Ms. Anitha Raghunath

& Mr. G. Raghu
Sales Office(s): Mr. Thomas T. Abraham
Products Manufactured/Supplied: Publishers of
Elevator World India magazine in association with
Elevator World Inc., USA
WITTUR
ROHRBACHSTRASSE 28
WIEDENZHAUSEN, GERMANY 85259
Web Site: www.wittur.com
Marketing Contact: see website
(Contact us section)
Engineering Contact: see website
(Contact us section)
Sales Office(s): see website (Contact us section)
Products Manufactured/Supplied: see website
(Product navigator section)
WURTEC, INCORPORATED
6200 BRENT DRIVE
TOLEDO, OHIO 43611
Telephone: (419) 726-1066
Toll-Free: 1-800-837-1066
Fax Number: (419) 729-5764
E-Mail: sales@wurtec.com
Web Site: www.wurtec.com
Marketing Contact: Julie Kreienkamp
Engineering Contact: Steven Wurth
Products Manufactured/Supplied: Guide Rail
Install/Align Tools; False Cars; Roping and
Hoisting Equipment; ADA Phone Systems;
Oil Filtering Systems; Safety and Electrical
Equipment; Power & Hand Tools; Test &
Measuring Equipment; Material Handling
& General Purpose Tools; Hydraulic Tools;
Elevator Components
CTRA. CONSTANTI KM 3
43206 REUS, SPAIN
Telephone: (34) 977-774065
Fax Number: (34) 977-771615
E-Mail: comercial@fermator.com
Web Site: www.fermator.com
Marketing Contact: Eduard Amigo
Engineering Contact: Jos Rubio
Products Manufactured/Supplied: Automatic
Doors for Passenger and Goods Lifts
VIRGO
COMMUNICATIONS
& EXHIBITIONS
PVT. LTD.
#132, 1ST FLOOR, 5TH CROSS,
CAMBRIDGE LAYOUT
BANGALORE - 560 008, INDIA
Telephone: +91 80 2556 7028/29, 4149 3996/97
Tele-Fax Number: +91 80 2556 7028/29
E-Mail: info@virgo-comm.com,
anitha@virgo-comm.com,
raghu@virgo-comm.com,
thomas@virgo-comm.com
Web Site: www.virgo-comm.com,
Marketing Contact: Ms. Anitha Raghunath &
Mr. G. Raghu
Sales Office(s): Mr. Thomas T. Abraham
Products Manufactured/Supplied: Organizers of
India's mega exhibition and seminar on Elevator &
Escalator technology - International Elevator &
Escalator Expo (IEE Expo). Other exhibitions
being organized are: (i) IEE Expo - Tech Forum
(ii) India International Adhesives & Sealants Expo
(IIASE) (iii) International Power Transmission
Expo (IPTE - A Gear Technology Event).
VIRGO
PUBLICATIONS
#132, 1ST FLOOR,
5TH CROSS, CAMBRIDGE LAYOUT
BANGALORE KARNATAKA 560008 INDIA
Telephone: +91 80 2556 7028, 2556 7029, 4149
3996, 4149 3997
Tele-Fax Numbers: +91 80 2556 7028, 2556 7029
E-Mail: anitha@virgopublications.com,
raghu@virgopublications.com,
info@virgopublications.com
Web Site: www.elevatorworldindia.com
96
Advertisers Index
TECNOLAMA S.A.
Bharat Bijlee, Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . 55

Blain Hydraulics Gmbh . . . . . . . . . . . . . . . . . . . . . 87
Brugg Wire Rope, LLC . . . . . . . . . . . . . . . . . . . . . 11
EEST Elevator & Escalator Safety Trust . . . . . . . 90
Elecon Engineering Company Limited . . . . . . . . 77
Elevator World . . . 4, 6, 13, 19, 30, 36, 57, 88, Cover 3
ETA Melco Mitsubishi . . . . . . . . . . . . . . . . . . . . . . . 47
Formula Systems Ltd. . . . . . . . . . . . . . . . . . . . . . . . 29
Fuji Electric FA Singapore Pvt. Ltd. . . . . . . . . . . . 81
Hafele India Pvt. Ltd. . . . . . . . . . . . . . . . . . . . . . . 21
Hydro-Pneumatic Teckniks . . . . . . . . . . . . . . . . . 33
Jeltron Systems (India) Pvt. Ltd. . . . . . . . . . . . . . 37
Johnson Lifts Private Limited . . . . . . . . . . . . . . . . . 5
Kinetek . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Lift Systems (India) Pvt. Ltd . . . . . . . . . . . . . . . . . 61
Messung Systems Pvt Ltd. . . . . . . . . . . . . . . . . . . . 7
Montanari Giulio & C. SRL. . . . . . . . . . . . . . . . . . . . 1
Orient Wire Ropes . . . . . . . . . . . . . . . . . . . . . . . . . 63
Prisma DSA Industries (India) Pvt. Ltd. . . . . . . . . . 85
Revathi Enterprises . . . . . . . . . . . . . . . . . . . . . . . . 24
Sematic Italia S.P.A. . . . . . . . . . . . . . . . . . . . Cover 4
Shanghai BST Electric Co., Ltd. . . . . . . . . . . . . . . 59
Sharp Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Skyline IndiaRecruit.com Pvt. Ltd. . . . . . . . . . . . . 18
TAK Consulting Private Limited . . . . . . . . . . . . . . 25
Tecnolama S.A. . . . . . . . . . . . . . . . . . . . . . . Cover 2
Virgo Communications & Exhibitions Pvt. Ltd. . 64
Wurtec, Incorporated . . . . . . . . . . . . . . . . . . . . . 89
Did you know that in the U.S. alone,
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The Premier Magazine for the Building Transportation Industry in India

A complete range of elevator components

Montanari Lifts Components Pvt. Ltd.

26 Mega Elevator Opportunities in India Curtain Raiser

by Suhas Arbune, Mukesh M. Kanodra

48 Multiple-Car Elevator System

58 Design of a 25-Kilogram Ropeless Elevator Prototype

IEEEXPO Tech Forum 2009

68 Elevator Hoistway Equipment:

52 Globalization and Challenges Faced by the Vertical

Regional Industry News

16 Door Solutions for High-Rise Applications

editions of the listed codes and standards. It is also required

Elevator Mechanical Design

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OTIS TO SUPPLY MARATHON DEVELOPMENT

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ELEVATOR WORLD India 2nd Quarter 2009

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KONE RECEIVES GOOD DESIGN AWARD

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ELEVATOR WORLD India 2nd Quarter 2009

MOST CONTRACTS FOR

Send to the editor: P.O. Box 6507, Mobile, AL 36660;

WE COULDNT WRITE THE BOOK ON

This sophisticated program walks you through the process

t RLP calculates the discarding number of bending

True, Dr. Feyrer wrote the book on calculating rope life

NEW WORLD CENTRE REDEVELOPMENT

STUDY FINDS INCREASED

A developer is considering plans to add a high-rise

A study conducted by a team of researchers from

SHENZHEN TO GET ONE OF

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LISBON METRO MODERNIZATION

Visit the Safety Contest page on

The overpass was installed at a height of 6.5 meters and

The Hyundai Asan Tower

MEMON CONTRACTS ETA MELCO

Jeong-eun, chairwoman of the

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United Arab Emirates

ELEVATOR WORLD India 2nd Quarter 2009