BRITISH STANDARD BS 5655-13:1995

Lifts and service lifts

Part 13: Recommendations for vandal
resistant lifts
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 BS 5655-13:1995

Committees responsible for this

British Standard

The preparation of this British Standard was entrusted to Technical

Committee MHE/4, Lifts, hoists and escalators, upon which the following
bodies were represented:

Associated Offices Technical Committee

Association of District Councils
British Broadcasting Corporation
British Lift Association
British Railways Board
British Retail Consortium
British Telecommunications plc
Chartered Institution of Building Services Engineers
Department of the Environment
Department of Trade and Industry (Standards Policy Unit)
Electrical, Electronic, Telecommunications and Plumbing Union
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Engineer Surveyors Section of the MSF

Health and Safety Executive
Independent Engineering Insurers Committee
Institution of Electrical Engineers
Institution of Environmental Health Officers
Institution of Incorporated Executive Engineers
Institution of Mechanical Engineers
Institution of Plant Engineers
Lloyds Register of Shipping
London Underground Ltd.
National Association of Lift Makers
Post Office
Royal Association for Disability and Rehabilitation

This British Standard, having

been prepared under the
direction of the Engineering
Sector Board, was published
under the authority of the
Standards Board and comes
into effect on Amendments issued since publication
15 December 1995
Amd. No. Date Comments
BSI 01-1999

The following BSI references

relate to the work on this
standard:
Committee reference MHE/4
Draft for comment 94/706353 DC

ISBN 0 580 24708 2

 BS 5655-13:1995

Contents

Page
Committees responsible Inside front cover
Foreword ii
1 Scope 1
2 References 1
3 Definitions 1
4 Machine room 1
5 Well ventilation 2
6 Landing door construction 2
7 Car door construction 3
8 Landing and car door installation 3
9 Locking of car doors 4
10 Door reversal mechanism 4
11 Sight guards 4
12 Astragals 4
13 Sills and their fixings 4
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14 Emergency unlocking of landing doors 4

15 Car bodywork 4
16 Car illumination 5
17 Car control panel 5
18 Car position, and other, indicators within the car 5
19 Car roof trap doors 5
20 Car ventilation 5
21 Landing fixtures 5
22 Alarm devices 6
23 Steel work 6
24 General guidance 6
Annex A (normative) Impact testing of vision panels, pressels
and indicators 8
List of references Inside back cover

BSI 01-1999 i
 BS 5655-13:1995

Foreword

This Part of BS 5655 has been prepared by Technical Committee MHE/4. It is the
thirteenth Part of a British Standard relating to lifts and service lifts. It is
intended to provide guidance to purchasers and manufacturers of lifts which are
to be installed in public buildings and public areas such as local authority
housing, shopping precincts and multi-storey car parks, and which are liable to
attack by vandals. This standard recommends certain additional features that
could, with advantage, be selected for incorporation into a lift installation over
and above those specified by BS 5655-1 or BS 5655-2.
BS 5655 comprises the following Parts.
Part 1: Safety rules for the construction and installation of electric lifts
(implementing EN 81-1), together with PD 6500 Explanatory supplement to
BS 5655-1;
Part 2: Safety rules for the construction and installation of hydraulic lifts
(implementing EN 81-2);
Part 3: Specification for electric service lifts;
Part 4: (reserved for future publication);
Part 5: Specification for dimensions of standard lift arrangements
(implementing ISO 4190-1 and ISO 4190-2);
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Part 6: Code of practice for selection and installation;

Part 7: Specification for manual control devices, indicators and additional
fittings (implementing ISO 4190-5);
Part 8: Specification for eyebolts for lift suspension;
Part 9: Specification for guide rails (implementing ISO 7465);
Part 10: Specification for the testing and inspection of electric and hydraulic
lifts;
Part 11: Recommendations for the installation of new, and the modernization
of, electric lifts in existing buildings;
Part 12: Recommendations for the installation of new, and the modernization
of, hydraulic lifts in existing buildings;
Part 13: Recommendations for vandal resistant lifts;
Part 14: Specification for hand-powered service lifts and platform hoists1).
This British Standard has been converted from DD 197:1990 Recommendations
for vandal resistant lifts, which is now withdrawn. It is presented in the form of
recommendations supported by commentaries intended to provide useful insight
into the reasoning behind the recommendations.
This British Standard takes the form of guidance and recommendations. It
should not be quoted if it were a specification and particular care should be taken
to ensure that claims of compliance are not misleading.
Reference should also be made to the provisions for safe working recommended in
BS 7255 Code of practice for safe working on lifts, which is recommended to all
those who have duties under the Health and Safety at Work etc. Act, 1974 [1] and
other health and safety legislation.

1)
In preparation.

ii BSI 01-1999
 BS 5655-13:1995

A British Standard does not purport to include all the necessary provisions of a
contract. Users of British Standards are responsible for their correct application.
Compliance with a British Standard does not of itself confer immunity
from legal obligations.
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Summary of pages
This document comprises a front cover, an inside front cover, pages i to iv,
pages 1 to 8, an inside back cover and a back cover.
This standard has been updated (see copyright date) and may have had
amendments incorporated. This will be indicated in the amendment table on
the inside front cover.

BSI 01-1999 iii

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iv
blank

1 Scope
This Part of BS 5655 supplements BS 5655-1 and
BS 5655-2 with additional recommendations and
performance criteria intended to increase the
vandal resistance of lifts. It does not cover such
measures as improved building security, enhanced
aesthetics, etc. which might also be usefully
considered.
It is assumed that car and landing doors are
operated automatically with characteristics taken
from Tables 1 to 4 of BS 5655-5:1989.
NOTE A totally enclosed well, and car and landing doors which
are operated automatically, are prerequisites to vandal
resistance. This British Standard assumes that the more
restrictive access is to equipment, the less likely will be the
occurrence of vandalism.
2 References
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2.1 Normative references
This Part of BS 5655 incorporates, by dated or
undated reference, provisions from other
publications. These normative references are made
at the appropriate places in the text and the cited
publications are listed on the inside back cover. For
dated references, only the edition cited applies; any
subsequent amendments to or revisions of the cited
publication apply to this Part of BS 5655 only when
incorporated in the reference by amendment or
revision. For undated references, the latest edition
of the cited publication applies, together with any
amendments.
2.2 Informative references
This Part of BS 5655 refers to other publications
that provide information or guidance. Editions of
these publications current at the time of issue of this
standard are listed on the inside back cover, but
reference should be made to the latest editions.
3 Definitions
For the purposes of this Part of BS 5655, the
definitions given in BS 5655-1:1986 and
BS 5655-2:1988 apply.
4 Machine room
4.1 Construction
Machine rooms should be windowless and of sound
construction with walls of either not less
than 225 mm nominal solid brick thickness, or other
material that will provide equivalent strength.
COMMENTARY
Windows are not intrinsically secure (evidence exists
of access being gained through the breaking of
machine room windows).
BSI 01-1999
BS 5655-13:1995
Windows are not needed for lighting purposes as
there is a requirement in BS 5655-1 and BS 5655-2
for adequate artificial lighting.
Windows are not needed for ventilation as other
requirements for ventilation are given in BS 5655-1
and BS 5655-2. (See also 4.2.)
The recommendation for walls of not less
than 225 mm nominal solid brick thickness can only
be substantiated by virtue of historical evidence,
however this recommendation has been made to
avoid the use of materials that will not provide
adequate strength.
4.2 Ventilation
Ventilation openings should preferably be
inaccessible from the outside. Where ventilation
openings are accessible from the outside they should
be louvred or provided with an equivalent means of
protection. Any louvre should be not greater
than 250 mm 250 mm, of sufficient strength to
withstand a force of 2 500 N applied over an area
of 100 cm2 of round or square shape and provided
with baffles which prevent a rod of any section
passing through any aperture.
COMMENTARY
Since ventilation openings are essential and a
requirement of BS 5655-1 and BS 5655-2,
recommendations for the strength and the design
criteria have been given.
4.3 Access
4.3.1 Machine room doors and trap doors should be
of solid construction, preferably smooth and flush
fitting, without rebates and should have a surface
spread of flame not inferior to class 2 of
BS 476-7:1987. It is essential that the machine room
doors close automatically.
COMMENTARY
It is considered that rebates at machine room doors
and trap doors might permit the insertion of an
implement for the purposes of effecting an
unauthorized entry.
4.3.2 The doors and their locks should be sufficiently
robust to resist forced entry. They should be
self-locking, capable of being opened from the inside
without a key and should conform to BS 3621:1980.
COMMENTARY
Self locking doors are recommended to avoid doors
being inadvertently left open thereby allowing
unauthorized access.
1
 BS 5655-13:1995
4.3.3 Doors, with their locks, should possess
mechanical strength such that in the locked position
when a force of 2 500 N is applied at right angles to
the panel at any point on either face, evenly
distributed over an area of 100 cm2 of round or
square shape, they:
a) resist that force without permanent
deformation and without elastic deformation
greater than 5 mm; and
b) operate satisfactorily after such a test.
NOTE See commentary to 6.1.
COMMENTARY
It is considered that the machine room door has a
strength equal to that of a lift landing door
(see commentary to 6.1).
It is considered that in view of the recommendations
made in 4.1 to 4.3, additional special provisions,
such as the locking of controllers, are not necessary
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in the machine room.
4.4 Warning notices
The warning notices on the outside of the machine
room should be of durable and non-flammable
material and permanently fixed in such a manner as
to resist removal.
5 Well ventilation
Ventilation openings should preferably be
inaccessible from outside the lift well but, if they are
accessible, they should be constructed as
recommended in 4.2.
6 Landing door construction
GENERAL COMMENTARY
In recognition of the fact that lift landing entrances
are prone to vandalism, with abuse occurring to the
doors, door sliding equipment, locks, operator and
linkages, clause 6 deals with improving the
mechanical strength of equipment and making
vulnerable equipment less accessible.
A view exists that vandalism is more prevalent in
areas which are unobserved. Consideration has,
therefore, been given toward the provision of full or
partial see-through doors. However, if see-through
doors are provided, it is important that the correct
glass/plastics is used and securely fixed.
The use of single panel sliding doors is preferred as
the problems associated with interference to door
linkages are thereby eliminated. Nevertheless in
some circumstances the use of multi-panel doors,
glass doors and vision panels would need to be
considered (see also commentary to 6.3).
2 BSI 01-1999
6.1 Doors, with their locks, should possess
mechanical strength such that in the locked position
when a force of 2 500 N is applied at right angles to
the panel at any point on either face, evenly
distributed over an area of 100 cm2 of round or
square shape, they:
a) resist that force without permanent
deformation and without elastic deformation
greater than 5 mm; and
b) operate satisfactorily after such a test.
COMMENTARY
The recommendation for 2 500 N has been adopted
from CSA-B44-M90 [2], recognizing that a risk of
damage to landing doors exists from people colliding
with the doors at a certain speed.
In arriving at this figure, the Canadian Standards
Association (CSA) made tests using a mass
consisting of an elastic envelope containing sand or
water to reproduce, as far as possible, the mass and
consistency of human bodies. A mass of 200 kg was
selected to represent the bodies of two men running
in the corridor and hitting the door. The mass was
hung like a pendulum, and impacted against the
door at a speed of 2.78 m/s, corresponding to a
moderate running speed of 10 km/h. After much
testing and analysis, the conclusion was reached
that the panels, hangers, guides and guide shoes
ought to be capable of withstanding the force
of 2 500 N applied on the landing side at right
angles to, and approximately at, the centre of the
panel.
6.2 The top and bottom of horizontal sliding doors
should be provided with a means for retaining the
door panel in position, should the roller or guide
shoe assemblies fail. Displacement of the door panel
at the top and bottom should not exceed 20 mm
when the door panel is subjected to a force, from the
landing side only, of 5 000 N applied at right angles
over an area of 900 cm2 of round or square shape
and at the approximate centre of the panel.
COMMENTARY
The values of 5 000 N and 900 cm2 are again
derived from CSA-B44-M90 and equate to the force
produced by a person(s) kicking the landing doors.
6.3 Where panels are mechanically linked, the
linkage should, where practicable, be inaccessible
during normal operation.

COMMENTARY
Past practice of using lifts following the
configuration of Tables 3.1 to 3.3 of
BS 5655-5:1989 has demonstrated that single panel
doors have successfully withstood acts of vandalism.
Their robust construction, with the drive mechanism
being of the direct type which does not use complex
linkages, has resulted in satisfactory performance.
However, such doors are limited in width to
approximately 800 mm.
With the need to provide improved traffic handling
and wider entrances by the use of lifts following the
configuration of Tables 2.1, 2.2 and 4 of
BS 5655-5:1989 in vandal prone environments,
consideration should always be given, in order that
such lifts can provide a measure of vandal
resistance, to:
a) limiting the number of door panels;
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b) using the most effective type of linkage
(i.e. direct versus indirect);
c) equipment inaccessibility by means of location
and/or suitable shrouding.
6.4 The materials and decorative finishes of the
landing door and landing entrance should be
resistant to damage from cleaning materials and
body fluids.
6.5 Where glass, plastics or a combination of glass
and plastics is used in the landing door construction,
all recommendations given in 6.1 to 6.4 should be
followed and the glass and/or plastics should
conform to Annex A.
7 Car door construction
7.1 Car door panels, suspension and guides should
be designed, constructed and installed so that:
a) when the fully closed door is subjected to a
force of 300 N, applied over an area of 100 cm2, at
right angles to, and approximately at the centre
of, the door, it will not deflect by more than 5 mm;
b) when subjected to a steady force of 1 100 N,
applied in the manner described in a) above, the
door does not fracture or become permanently
deformed, and is not displaced from guides or
tracks.
The car door lock should remain effective when the
car door is under the conditions of a) and b) above.
Where multi-panel doors are used, each panel
should also fulfil the conditions of a) and b) above.
BSI 01-1999
BS 5655-13:1995
COMMENTARY
It will be noted that the required mechanical
strength of car doors is of a lesser value than that for
landing doors. This is because landing doors are
required to withstand a force corresponding to two
men running at 10 km/h and simultaneously
impacting against the door(s) (see commentary
to 6.1). This could not occur from within the lift car.
7.2 Where glass, plastics or a combination of glass
and plastics is used in the car door construction, all
recommendations given in 7.1 should be followed
and the glass and/or plastics should conform
to Annex A.
8 Landing and car door installation
8.1 The distance between each landing door, or its
attachments at the leading edge, and the car door(s),
or its attachments at the leading edge, should not
exceed 35 mm. This dimension should be
maintained back from the leading edge over a
distance of not less than 75 mm. (See clause 11.)
COMMENTARY
The stated dimension of 75 mm is to reduce the
possibility of persons or objects being able to obtain
sufficient purchase to interfere with the equipment.
8.2 When a manual force (i.e. without a tool)
of 150 N is applied at the most unfavourable point
(usually at the bottom of the door) in the direction of
opening of the horizontal sliding door, the panel
should not move more than 20 mm as measured
from the vertical.
COMMENTARY
This is to prevent the creation of an excessive gap
between the doors/slam posts, whilst maintaining
the locking system with the car in motion. In
addition to increasing the vandal resistance of the
landing and car doors, this measure would reduce
the possibility of an increased trapping hazard
occurring, i.e. a childs foot entering the gap between
the door/slam posts.
8.3 A baffle or similar device should be fitted to the
bottom of the door to prevent the passage of
intrusive objects into the well when the door is
closed.
8.4 The gap between the top of the landing door and
car doors should be reduced sufficiently to shroud
the door operator and its ancillary equipment,
including locks, from intrusive objects.
8.5 It should not be possible to decouple the car and
landing doors without causing permanent
deformation of the door panels.
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 BS 5655-13:1995
9 Locking of car doors
It should not be possible under normal operation to
manually open the car door(s) whilst the car is in
motion (unless levelling in the unlocking zone) or
whilst it is stationary outside the unlocking zone.
COMMENTARY
It has been known for passengers to be molested by
persons who have caused the car to stop between
floors by manually opening the door(s). By
mechanically locking the car door(s) the likelihood of
the above occurring will be reduced and,
additionally, unauthorized access to the lift well
from within the car will be prevented.
Under modes other than normal operation,
e.g. emergency operation, loss of power supply, etc. it
is assumed that the car door locking mechanism is
neutralized to allow a car door to be opened from the
outside.
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10 Door reversal mechanism
10.1 The primary device for reversing the car and
landing doors when obstructed, should be fitted
within the door operating mechanism, thus being
inaccessible to unauthorized personnel.
COMMENTARY
The above recommendation acknowledges that the
traditional contact type sensitive protection device
fitted to the car door is prone to vandalism. Where
additional protective devices are fitted to the landing
doors this vulnerability to vandalism increases.
10.2 If a sensitive protective device is additionally
fitted to the car door and is accessible, it should be
capable of withstanding an impact of 100 J applied
in any direction over an area of 1 cm2.
10.3 Any other supplementary protective devices
fitted should either be inaccessible or be capable of
withstanding the impact described in 10.2.
11 Sight guards
Where the sensitive protective device referred to in
clause 10 is not fitted, a sight guard conforming to
the dimension recommended in 8.1 and returned at
an angle of 45 to the rear skin of the door panel
should be provided.
12 Astragals
Astragals that can be prised off with a common tool
should not be fitted to the leading edge of the car or
landing door panels.
4 BSI 01-1999
13 Sills and their fixings
Aluminium should not be used for car and landing
sills, or their fixings.
COMMENTARY
Aluminium has in the past proved unsatisfactory
because of its tendency to be corroded by exposure to
body fluids or cleaning materials.
14 Emergency unlocking of landing
doors
Emergency unlocking should be provided only at:
a) the first available landing above the bottom
landing that permits a safe footing onto the top of
the car; and
b) the bottom landing, if this landing is the
normal access to the pit; and
c) the top floor served.
The unlocking device should be as illustrated in
Appendix B of both BS 5655-1:1986 and
BS 5655-2:1988 and should be installed at a height
of between 1 800 mm and 2 100 mm above the
landing sill. The activation of the mechanism should
only occur after the key has passed through a ward.
COMMENTARY
Historically, it has been recognized that access can
be gained to the tops of lift cars by persons who have
vandalized the emergency release mechanism
located in each landing entrance, thereby also
allowing further acts of vandalism to occur once
such access has been gained.
To counter this, reducing the number of emergency
unlocking devices is considered to be a justifiable
compromise between universal access and no built-in
emergency access. However, to allow access a) to the
pit from the lowest landing, b) to the ground floor for
a quick determination of the lift location in the event
of an emergency and c) for a maintenance man to
travel downwards from the uppermost landing, the
provision of emergency unlocking devices at this
minimum number of levels is recommended. The
provision of a ward in the unlocking device is to
increase the degree of vandal resistance of the device.
15 Car bodywork
The walls and floor of the car should be resistant to
damage from cleaning materials and body fluids and
the arrangement of the car floor finish should be
designed to prevent seepage.
All surfaces within the car enclosures should have a
surface spread of flame not inferior to class 2 of
BS 476-7:1987.

16 Car illumination
The car should be provided with permanent electric
lighting comprising a minimum of two lamps
connected in parallel, which ensures a light
intensity of at least 200 lx at floor level and at the
control devices.
All light fitting elements within the lift car should
have a strength equal to that of the car enclosure, be
flame retardant and be accessible only from outside
the lift car.
Any emergency lighting unit should be equally
vandal resistant.
COMMENTARY
High levels of lighting are a deterrent to vandals and
where closed-circuit television systems are present,
provides for increased definition for identification
purposes.
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Psychologically, passengers are more at ease when
travelling in lift cars with good illumination.
17 Car control panel
When not integral with the wall of the car, the
control panel should be fitted without visible fixings
in a manner such as to minimize the risk of
unauthorized access. It should be possible to gain
authorized access only from outside the car. All
fixtures should be of a type designed to resist
vandalism.
Control buttons should be robust, flame resistant
and water resistant to IPX4 specified in
BS EN 60529. The gap between the bezel and
pressel should be kept to a minimum to deter
jamming and the insertion of any intrusive object.
When tested as described in Annex A, the pressels
should remain functional.
18 Car position, and other, indicators
within the car
Car position indicators should be provided. They
should be located at a height greater than 1 800 mm
above floor level and be fitted either without visible
fixings, or with fixings that are plain and without
recesses. They should also be fitted in a manner
such as to minimize the risk of unauthorized access
to the fixings. When tested as described in Annex A,
the car position indicators should remain
functional.
Any other indicators should generally conform to
the above.
BSI 01-1999
BS 5655-13:1995
19 Car roof trap doors
Trap doors should not be provided in the car roof
except when specifically required by the fire fighting
services. Where the provision of a trap door is
regarded as essential it should, together with its
lock and in addition to the minimum requirements
of BS 5655-1:1986 and BS 5655-2:1988, possess
mechanical strength equal to that recommended
in 6.1 and the lock should provide the same degree
of security as recommended in clause 14.
COMMENTARY
Eliminating the roof trap removes the possibility of
unauthorized access, both to the car roof from within
the lift car, and vice versa.
20 Car ventilation
In addition to the minimum requirements of 8.16 of
BS 5655-1:1986 and BS 5655-2:1988, car
ventilation openings should be provided with baffles
that will not allow the entry of a rod of any section.
21 Landing fixtures
21.1 Landing control stations
Landing control stations should be securely fixed
but without fixings being visible from the landing.
21.2 Indicators on the landing
Where provided, indicators should be located at a
height greater than 1 800 mm above floor level and
securely fitted without visible fixings. When tested
as described in Annex A, they should remain
functional.
21.3 Landing control buttons
Control buttons should be robust, flame resistant
and water resistant to IPX4 specified in
BS EN 60529. The gap between the bezel and
pressel should be kept to a minimum to deter
jamming and the insertion of any intrusive object.
When tested as described in Annex A, the pressels
should remain functional.
21.4 Auxiliary controls
Fittings for any auxiliary control features, such as a
Firemans Switch or an Emergency Recall facility
should, where appropriate, meet the
recommendations of 21.1 to 21.3.
Where such fittings are required to be lockable, the
unlocking device should be identical to the one used
for the emergency unlocking of the landing doors
(see clause 14).
5
 BS 5655-13:1995
22 Alarm devices
An alarm device which is clearly audible
(e.g. 75 dBA) should be provided:
a) at a remotely located, continuously manned
point; and
b) on the car.
Where normal background sound is likely to include
intermittent loud noises, which could drown the
sound of an alarm, the remote audio alarm should
be supplemented by a visual repeater indicator and
the alarm should sound continuously until
manually reset at the remote station. The devices
should:
1) whilst the car is in motion, respond to constant
pressure of the alarm button; and
2) whilst the car is stationary, respond
continuously after actuation of the alarm button.
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Serious consideration should also be given to the
provision of an intercom system between the car and
a remote, manned location.
23 Steel work
Anti-corrosion measures to prevent damage from
cleaning materials and body fluids should be taken
at the following:
a) car sling;
b) platform supporting members;
c) landing sill supports.
24 General guidance
COMMENTARY
Vandalism may result from frustration and/or other
behavioural conditions.
Various methods of deterrence may be considered for
lift installations in environments prone to
vandalism.
24.1 to 24.3 state some of these methods and the
reasoning behind them but the list is not exhaustive.
24.1 Lift performance
24.1.1 Travel times (car start to car stop) should be
kept as short as possible.
COMMENTARY
History has demonstrated that whereas lift
installations above five floors in height use speeds
of 100 ft to 150 ft per minute, such lifts would be
better served by speeds of 1.0 m/s to 1.6 m/s utilizing
modern variable speed power systems. This is
intended to limit the time available for the lift, and
in particular the lift mechanism, to be deliberately
damaged.
6 BSI 01-1999
24.1.2 The relevant interval recommended
in 4.1.4.4 of BS 5655-6:1990 should not be exceeded
and, if practicable, should be reduced.
COMMENTARY
In order to improve overall performance it is
desirable for the lift to remain stationary at a
landing for as short a time as possible. Furthermore,
it is also desirable for an intended passenger to be
able to control the door dwell time.
24.1.3 There should be means of programming the
lift to by-pass landing calls when the car is loaded to
a pre-determined value.
NOTE Whilst the car capacity is based on floor area, in certain
applications where pushchairs, etc. are common place, the
available car space for passengers becomes limited. Whereas a
fully loaded car for by-pass purposes is generally considered
with 80 % of rated load, this value may sometimes be as low
as 60 % in environments where baby carriages, pushchairs,
buggies, etc. are prevalent. This by-pass reduces the number of
abortive stops, thus improving the overall service and in multiple
lift installations would enable a lift with more space available to
answer the call.
COMMENTARY
In certain cases door nudging may prove of value by
virtue of dissuading passengers from inadvertently
obstructing the doors for longer than necessary. This
is not a feature intended to address problems of
vandalism but that of unintended misuse the effect of
which, i.e. lengthening of waiting times, can
encourage vandalism.
24.1.4 There should be means of shortening the door
dwell time by car passenger action. Such action may
be one or a combination of the following:
a) registration of a call;
b) pressing of a door close button;
c) interruption of a light beam.
24.1.5 Door nudging, taking the form of limited
force door closing in accordance with 7.5.2.1.1.3 c)
of BS 5655-1:1986, should be fitted.
24.2 Information
The fitting of car position indicators at all floors is
strongly recommended not only to indicate that the
lift is at a particular landing, but to show that it is
also passing from floor to floor, thus demonstrating
that the lift is in service.
 BS 5655-13:1995

The fitting at all floors of a lift not available 24.3 Consideration of behaviour
indicator in the form of a pictogram such as that The provision of a mirror within the car can provide
given in Figure 2 of BS 5655-6:1990 is a useful distraction but careful consideration should
recommended. This indicator should have its own be given to its vandal resistant properties.
electrical supply, which can be maintained for a
minimum of 3 h, and should: The provision, as part of an overall security system,
of a closed-circuit television (CCTV) within the car
a) have permanent illumination when the lift is should be considered.
1) out of service;
2) on car preference;
3) on inspection control;
4) in firefighting mode;
b) flash when an extended dwell time occurs.
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BSI 01-1999 7
 BS 5655-13:1995

Annex A (normative)
Impact testing of vision panels,
pressels and indicators
A.1 Equipment
The test rig should be capable of dropping a pointed
impactor upon a test specimen.
The impactor should have a mass of 1.0 kg and
a 10 mm radius point.
A.2 Specimen
Every test specimen should comprise a fully
assembled vision panels, pressel or indicator
installed in a supporting framework.
A.3 Method
The impactor should be dropped onto the centre of
the test specimen three times from a height
of 0.5 m.
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A.4 Result
Following the test, the specimen should remain
functional (excluding failure of incandescent
lamps).

8 BSI 01-1999
 BS 5655-13:1995

List of references (see clause 2)

Normative references

BSI publications
BRITISH STANDARDS INSTITUTION, London

BS 476, Fire tests on building materials and structures.

BS 476-7:1987, Method for classification of the surface spread of flame of products.
BS 3621:1980, Specification for thief resistant locks.
BS 5655, Lifts and service lifts.
BS 5655-1:1986, Safety rules for the construction and installation of electric lifts.
BS 5655-2:1988, Safety rules for the construction and installation of hydraulic lifts.
BS 5655-5:1989, Specification for dimensions of standard lift arrangements.
BS 5655-6:1990, Code of practice for selection and installation.
BS EN 60529:1992, Specification for degrees of protection provided by enclosures (IP code).

Informative references
Licensed copy:IMPERIAL COLLEGE, 16/09/2004, Uncontrolled Copy, BSI

BSI publications
BRITISH STANDARDS INSTITUTION, London

BS 7255:1989, Code of practice for safe working on lifts.

Other references
[1] GREAT BRITAIN, Health and Safety at Work etc. Act 1974. London: HMSO.
[2] CANADIAN STANDARDS ASSOCIATION. CSA-B44-M90 Safety code for elevators.

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