49214

Two Pa rk Avenu e tel 1.212.591.
8500
New York, NY fax 1.212.591.8501
10016 -5990 U. S. A. www.asme.org
September 9, 2016
To: Members of the A17 Mechanical Design Committee
Subject: Agenda for the September 27, 2016 Meeting
Dear Committee Members:
Attached is the Agenda for the September 27, 2016 meeting.
The following are the Committee assignments:
MECHANICAL DESIGN ASSIGNMENT SHEET
ASSIGNMENTS
Item # Subject
(and responsible individual)
Mr. Horne 7.1 Inquiry 15-2109
Messrs. Lamb and Kalgren 7.2 Inquiry 15-2690
Messrs. Lamb and Kalgren 7.3 Inquiry 15-2952
Messrs. Lamb, Kalgren and Conrey 8.1.1 Record 11-2193, Wedge Sockets
Messrs. Konyar (PTM), Horne and Rhiner 8.1.2 Aircraft Type Cables
Messrs. Bialy, Gibson (Chair) and Walker 8.1.3 Factor of Safety
Mr. Kalgren 8.1.4 Record 14-572, Revision to A17.6
Messrs. Lamb (PTM) and Turner 8.2.1 Record 12-2695, Informative Table
F-1
Messrs. Bialy and Lamb 8.2.3 Requirement 2.19.3.2
Messrs. Lamb and Walker Record 09-1761, A17.1 2.19.3.3
8.2.4
Marking Plate Requirements
Messrs. Lamb and Bialy Record 16-2152, A17.1,
8.2.5
2.19.3.2(i)(1) and 2.19.3.2(i)(2)
Messrs. Lamb and Bialy 8.2.6 A17.1, 2.19.3.2(e)
System Dynamics Task Group (Mr. Gibson) 8.3.1 Braking Dynamics
Messrs. Gibson and Walker Record 02-2350, Long Range
8.4.1
Study on Safeties.
Messrs. Bialy and Gibson 8.4.2 Record 08-557(Type A Safeties)
Messrs. Gibson, Turner and Walker 8.4.3 Requirements 2.17.1 and 2.17.2
Messrs. Horne and Rehman (& A17 Inspections
8.4.4 Record 14-1905
Committee)
Messrs. Horne and Rehman (& A17 Inspections
8.4.5 Record 14-1906
Committee)
Mr. Kalgren 8.7.1 Record 02-3387
Mr. Walker 8.7.2 Study on Guide Rails
ASSIGNMENTS
Item # Subject
(and responsible individual)
Messrs. Kalgren (PTM), Rehman and Walker 8.7.3 Record 11-1859, Requirements
2.23.9 and 2.23.10
Mr. Gibson is requested to prepare a paper on loading,
showing some contemporary passenger loading
information. 8.7.4 Study on Capacity and Loading
Mr. Bialy is requested to look for ISO values on body
weights.
Messrs. Baker and Koshak (PTM) 8.8.1 Record 10-967 (TN 02-3390)
8.8.2 Record 16-454
Mr. Turner 8.9.1 Record 09-1764
Messrs. Horne, Koshak, Turner Record 14-2015, SIL Table
8.9.2 2.26.4.3.2. Ref. Requirement
2.18.7.2 & 2.26.4.3
Messrs. Koshak, Walker 8.9.3 15-397 Alternative Testing
Mr. Kalgren Record 15-86, Examination After
8.9.4 Shutdown Due to a Residual
Strength Detection Means
Messrs. Koshak and Bialy 8.9.5 Average weight of humans
Mr. Kalgren Unlocking Zone Limitation/ Length
8.10.1
of Toe Guard
Mr. Kalgren 8.10.2 Platform Guards
Mr. Kalgren Record 09-753, Telescoping or
8.10.3
Collapsible-Type Platform Guards
Sincerely,
Nicole Gomez
Secretary, A17 MDC
Tel: (212) 591-8720
Fax: (212) 591-8501
E-mail: gomezn@asme.org
Two Pa rk Avenu e tel 1.212.591.8500
New York, NY fax 1.212.591.8501
10016 -5990 U. S. A. www.asme.org
AGENDA
A17 Mechanical Design Committee
Wyndham Atlanta Galleria

6345 Powers Ferry Road
Atlanta, GA 30339
(770) 955-1700
Monday, September 26, 2016; 8:30 a.m. 5:00 p.m. (SMTTG Meeting)
Tuesday, September 27, 2016; 8:30 a.m. - 5:00 p.m. (MDC Meeting)
This document is subject to approval and is for Committee use only. This document is not to be duplicated or
quoted for other than Committee business
1 CALL TO ORDER
The meeting is scheduled to begin at 8:30 a.m. on Tuesday, September 27, 2016.
2 RECORD OF ATTENDANCE
3 ANNOUNCEMENTS
Nicole Gomez has joined the Safety Codes and Standards Department as an Engineer and will be
responsible for this Committee.
4 ADOPTION OF THE AGENDA
5 APPROVAL OF MAY 3, 2016 MINUTES

A17 Mechanical Design Committee AGENDA September 27, 2016
6 PERSONNEL
Attachment 1a Roster
Attachment 1b Attendance Record
6.1 Appointments
6.2 Reappointments
The following reappointments were approved at the May 4, 2016 Standards Committee meeting:
o George Gibson, Member

o Bruce Horne, Member
o Dennis Kalgren, Member
o Robert Kaspersma, Member
o John Koshak, Member,
o Rob Kremer, Member
o Randy Leckman, Alternate to Mr. Horne
6.3 Resignation/Termination
At their May 4, 2016 meeting, the A17 Standards Committee voted to terminate Ms. King from
the Committee.
7 INQUIRIES
The C&S Policies, regarding request for interpretations, are posted online at
http://cstools.asme.org/csconnect/CommitteePages.cfm?Committee=A01000000&Action=7609
7.1 Inquiry 15-2109
Subject: 2.16.8, NTS Performance

Edition: A17.1-2000/B44-00 thru to A17.1-2013/B44-13
Background: The 125% rated load NTS tests are being done with ETS disabled, but the drive
will sometimes fault out during these tests, causing the car to stop before it reaches the terminal
landing. Some inspectors are writing this up as a nonconformance issue, even though the car
recovers on its own and makes it safely to the floor. The Code doesn't explain in 2.16.8 what is
meant by the phrase "safely lower, stop, and hold the car," or "The elevator is not required to
attain rated load performance under the passenger overload conditions specified...," but if the car
makes it safely to the floor, it would appear that the requirement is met.
Question: When the car is making a run to the bottom floor while it is loaded with 125% of the
rated load, are the requirements met if the car stops before reaching the terminal landing (due to
the drive faulting out), provided that the car can recover on its own and safely lower to the bottom
landing, stop within the unlocking zone and open its doors?
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A17 MDCs Proposed Reply: Yes, provided the drive fault does not constitute an emergency
stop. See also interpretation 06-30.
October 2015: The A17 Mechanical Design Committee was asked to review the questions and
proposed response in the interpretation above for discussion at the meeting.
It was moved, seconded and VOTED to send the response and revised inquiry to the A17
Electrical Committee for concurrence.
{Secretarys Note: Following the meeting, the Electrical Committee advised that they did not
concur with the proposed response of the A17 MDC.
A17 Electrical Committees Proposed Reply: No, the NTS test was not demonstrated.
It was also advised that the A17 Inspections Committee needs to review this item before the
responses can be sent to the A17 Standards Committee.}
January 2016: This item is on hold for input from the A17 Inspections Committee.
May 2016: The A17 Inspections Committee has requested that a joint Project Team be formed
with members from this Committee, the A17 Inspections Committee, and the A17 Electrical
Committee.
It was noted that Mr. Horne will work with the A17 Electrical Committee on this item. It was also
noted that Interpretations 88-16 and 06-30 should be reviewed in relation to this interpretation.
September 2016 Discussion: At the May 3, 2016 A17 Electrical Committee meeting, the
Committee reviewed Inquiry 15-2109 and feels that this inquiry belongs to the A17 Electrical
Committee. Their rationale is as follows:
The NTSD Test (2.25.2.1) is under control of the A17 Electrical Committee, which is
what is being referenced under the 2.16 and what the question is being asked on. As a
result, the A17 Electrical Committee requests to take the lead on this inquiry and a joint
Task Group will be formed between the A17 Mechanical Design and Inspections
Committees.
A17 Electrical Committee Task Group: Carlson (Chair), Busse, Blackaby, Henderson,
and Pekka.
A17 Inspections Committee Task Group: Filippone, Hultstrom, and Buckley.
This committee is asked to review the above rationale and determine how they would like to
proceed.
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7.2 Inquiry 15-2690
Subject: A17.1, Requirement 2.23.2.1(b), Requirements for Steel

Edition: 2013
Background: ASTM A307 fasteners are a relatively soft, elastic fastener at 60,000 min. psi
tensile strength, nominally equal to SAE Grade 2. The industry is commonly supplying SAE
Grade 5 fasteners at 120,000 min. psi strength for section 2.23.2.1 (b) applications, which would
be nominally equal to ASTM 449 fasteners.
Question 1: Is ASTM A307 a prescribed and exclusive fastener standard per 2.23.2.1 (b)?
Question 2: Is ASTM A307 a minimum fastener strength standard per 2.23.2.1 (b), meaning a
stronger fastener may be used?
Question 3: Are SAE Grade 5 fasteners compliant and acceptable per 2.23.2.1 (b)?
January 2016: Prior to the meeting, the above request for interpretation as submitted. The
Committee was asked to review the questions and prepare a proposed response.
It was noted that this item will be handled on intent. Messrs. Lamb and Kalgren are asked to draft
the revision to the code to accompany the intent interpretation.
May 2016: Messrs. Kalgren, Walker, and Lamb are asked to draft revised questions and a code
revision to be sent for Review and Comment Ballot to this Committee prior to the next meeting.
It was requested that a new revision record be opened for the processing of the code revision of
the intent interpretation.
September 2016 Discussion: Record 16-1667 was opened for the associated code revision for
this intent interpretation and was sent for Review and Comment Ballot 16-2882. As a result, 1
comment was received; see Attachment 2.
Record 16-2048 was opened for the code revision following the project team meeting on
8/22/2016 and was subsequently sent for Review and Comment Ballot 16-2704, which is
scheduled to close 9/19/2016, see Attachment 40 of item 9.1.
The committee is asked to review both proposals as this is a duplicate effort, and determine which
record should proceed. The other record will be sent to the A17 Standards Committee for
approval of its closure.
7.3 Inquiry 15-2952 - Attachment 3
Subject: A17.1, Requirements 2.9.3; 2.23.9.2; 2.23.10, Fastening

Edition: 2000 - 2013
Background: See Attachment 3.
Question 1:
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(a) Does 2.9.3 require that bolts must confirm only to ASTM A307?
(b) Are other equally relevant alternative standards permitted to be utilized for sound engineering
design?
Question 2:
(a) Does 2.23.9.2.1 require that guide-rail brackets are to be secured to the building structure only
with bolts, rivets, clip fastenings or welds?
(b) Are equally capable alternative methods permitted to be utilized for sound engineering
design?
3)
Question 3:
(a) Does 2.23.10.1 require that guide-rails are only permitted to be secured to their brackets by
clips, welds, or bolts?
(b) Are equally capable alternative methods permitted to be utilized for sound engineering
design?
Question 4: Does 2.23.10.2 require that the size of bolts for fastening be limited only to the sizes
specified in Table 2.23.10.2, irrespective of the bolt quality, grade and strength that would
otherwise also provide a sound engineering design?
Proposed Replies:
1a: No.
1b: Yes.
2a: No.
2b: Yes.
3a: No.
3b: Yes.
4: No.
January 2016: Prior to the meeting, the request for interpretation shown in Attachment 3 and
proposed replies were submitted by an inquirer. The A17 Standards Committee Secretary revised
the questions to what is shown above. The Committee was asked to review the questions and
prepare proposed responses for consideration at the A17 Standards Committee meeting.
Messrs. Kalgren and Lamb are asked to review the questions above and prepare recommendations
for the next meeting.
May 2016: Messrs. Kalgren and Lamb are asked to prepare a report for the next meeting.
September 2016 Discussion: This item is now being considered under item 7.2.
7.4 Inquiry 16-745 - Attachment 4
Subject: A17.1, Requirements 2.9.3; 2.23.9.2; 2.23.10, Fastening

Edition: 2000 - 2013
Background: See Attachment 4.
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Question: Can 'Grade 5' as in SAE J429 bolts be used, as an alternate to ASTM A307 specified
in the Section 2.23.2.1(b)?
Proposed Reply (from inquirer): Yes, they should be allowed to be used as they have higher
strength than A307.
May 2016: The Committee is asked to review the question in the interpretation request and
prepare a proposed response for discussion at the next meeting.
September 2016 Discussion: This item is now being considered under item 7.2.
7.5 Inquiry 16-1837 Attachment 5
Committee: A17 Electrical and A17 Mechanical Design Committees

Subject: 2.19.1.2, Device to Detect Ascending Car Overspeed
Edition: 2013
Background: An elevator has been modernized with the scope of the project requiring
compliance with 2.19. The elevator does not have a governor over speed switch, tachometer, or
encoder. The device provided to meet 2.19 also does not have such an overspeed detecting device
of its own as required by 2.19.1.2(a).
There are many thousands of devices (both on and integral to the machine) installed to meet
2.19.1.2, however it is unlikely that any of them both detect and stop as stated in 2.19.1.2(a). One
device detects and another stops. This is not a request to approve, certify, rate, or endorses any
existing device to 2.19. But if the code is not changed as proposed above, the industry must
produce devices that do both the detecting and stopping.
Revised Question: Does 2.19.1.2 require the same device that provides the stopping action to
also detect the overspeed condition?
Proposed Reply:
None.
September 2016 Discussion: This inquiry was received from Brian Rausch on August 4, 2016
and is primarily assigned to the A17 Electrical Committee with A17 Mechanical Design as
secondary. The question was modified to remove intent, if the committee feels that this should be
handled as an intent interpretation, per the original request, it may be modified. The Mechanical
Design Committee is requested to review the inquiry and decide if they wish to provide input on
the proposed response, or to defer the responsibility solely to the A17 Electrical Committee,
Attachment 5.
7.6 Inquiry 16-2112 Attachment 6
Committee: Mechanical Design Committee

Subject: Requirement 2.23.9.2.2, Minimum Size of Rail Fastening Bolts
Edition: A17.1-2010
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Background: It is clear in the A17.1-2010 that there are minimum rail fastening bolt sizes for the
fastening of guide rails to rail brackets (Requirement 2.23.10). It is also clear in the code that
there are minimum rail fastening bolt sizes for the fastening of rail brackets to building structure
(Requirements 2.23.9.2.2 along with its reference to 2.23.10). What is not exactly clear in the
code, but appears to be covered by 2.23.9.2.2 along with its reference to 2.23.10, are the
minimum bolt sizes for the bolts that fasten multi-piece rail brackets to one another. With all of
this in mind, following are several questions:
Question 1: Does Requirement 2.23.9.2.2 along with its reference to 2.23.10, apply to the
minimum size of rail fastening bolts for all of the sections of rail brackets, regardless of the
number of pieces that a rail bracket is comprised of? (Ex. a rail bracket may be comprised of
one piece of steel, two pieces of steel bolted together, three pieces of steel bolted together, etc)
Question 2: Does Requirement 2.23.9.2.2 along with its reference to 2.23.10, apply to the rail
fastening bolts that fasten a two piece rail bracket to one another?
Question 3: Would , 3/8 or bolts be adequate to connect mult-section rail brackets to one
another, where 12 lb. or 15 lb. guide rails are used, and if the answer is yes, please indicate why
this would be adequate?
Question 4: If the answer to #s 1, 2 or 3 is that the code is silent with regard to the exact
fastenings in question, then what code section does apply to the exact fastenings in question?
Question 5: If Requirement 2.23.9.2.2 along with its reference to 2.23.10 and its continued
reference to Table 2.23.10.2 (where bolt size requirements are specifically outlined) applies only
to the fastening points in a rail bracket that specifically connects the guide rail to the rail bracket
and connects the rail bracket to the building structural support, can it then be assumed that the
required size of these fastening bolts that lie in between are not addressed by the A17.1-2010
code?
Proposed Responses by Inquirer:

None.
September 2016 Discussion: This inquiry was received from Chalon Rein, Curt Burgoyne, and
Brice Burnett on August 25, 2016 and is primarily assigned to the A17 Mechanical Design
Committee. The Committee is asked to review the questions in the interpretation request and
prepare a proposed response for discussion at the next meeting. See Attachment 6.
8 TECHNICAL REVISIONS
All A17 revisions are required to be accompanied by a rationale statement. That rationale is
balloted along with the revision and is eventually submitted for public review along with the
revision. Anyone can vote negative on the rationale even if they agree with the wording of the
revision. Therefore, A17 rationale is approved through the consensus process in the same manner
as a standards action and can be included in interpretations. Other rationale that is not handled
this way cannot be included in interpretations.
Attachment 7a contains tracking records of all A17 Mechanical Design Committee Technical
Revisions.
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The following revision items have been approved for inclusion in the next publication of A17.1
(A17.1-2016):
Record # Requirement # Final Date of Consensus
10-661 A17.1, Req. 2.18.4.2 and Table 2.18.2.1 May 9, 2013

11-1861 Section 2.22 Buffers and Bumpers August 18, 2015
12-135 A17.1, Definition of best engineering practice January 15, 2014
12-139 Welding Requirements January 9, 2013
13-154 Section 9.1 Reference Documents April 17, 2013
14-1596 Temporary Rope Data Tags; 2.18.5.3 & 2.20.2.2.1(d) September 28, 2014
14-2114 A17.1, Requirements 2.18.6.2 December 23, 2014
14-2115 Definition of traction machine December 23, 2014
A17.1, Non-Mandatory Appendix T and A17.6 Non-
15-87 Mandatory Appendix A Inspection and Replacement May 13, 2014
of Steel Wire Ropes Flowcharts
Errata A17.1/B44 Rule 200.4(a)(2) (2000 Edition
16-895
and later)
See Attachment 7b for a compilation of approved language listed above. The list will be retained
until the 2016 edition of A17.1 has been published.
(A17.6-2018):
A17.6 Para. 1.10.1.2.1 Life cycle criteria for steel

11-1067 January 9, 2013
wire ropes less than 8mm
15-1330 A17.6 Item 10.3 (Errata)
A17.6 Non-Mandatory Appendix A Inspection and
15-2104 May 13, 2014
Replacement of Steel Wire Rope Flowcharts
See Attachment 7c for a compilation of approved language listed above. The list will be retained
until the next edition of A17.6 has been published.
(A17.1-2019):
10-967 Signs Required July 28, 2016

15-2590 Data Plates January 12, 2016
See Attachment 7d for a compilation of approved language for the 2019 edition of A17.1.
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8.1 SUSPENSION AND COMPENSATION
At the May 2013 A17 MDC meeting, the Committee reviewed and revised the work priority list
of the SMTG as follows:
1. Use of Aircraft Type Cables (TR 99-13)
2. Wind Turbine TG will be submitting a proposal to codify the odd sized ropes used
with that technology.
3. Look at replacement criteria for small diameter uncoated ropes based on specific
technologies (i.e. number of strands) for the next revision of the A17.6 standard.
4. A17.2 Strawman for Suspension Terminology
5. Does a traction grade rope have traction grade wire? - Martin Rhiner to report for next
meeting, as to what the issue is and whether or not this item should be included in the
agenda for further work.
6. Verification of Wedge Socket Requirements and TR 00-13
7. Alternative Testing Inspection Information
8. Safety Factors
9. Fire rating of suspension members.
January 2010: The MDC has no concerns regarding the order of priorities listed above.
May 2010: It was noted that the SMTG has a meeting scheduled for May 13, 2010.
September 2010: The next meeting of the SMTG is scheduled for October 12-13, 2010 in
Scottsdale, AZ.
Mr. Bialy noted that A17.6 has been published and gave the Committee an update on the work
being done at the SMTG.
November 2010, January/March 2011: This item was not discussed.
May 2011: It was advised that the next meeting will be held via teleconference on June 28, 2011
TC.
September 2011: The next meeting of the A17 SMTG is scheduled for December 8-9, 2011.
January 2012: The SMTG met December 8, 2011.
May 2012: No report.
January 2013: It was requested to put together a summary sheet of the actions approved at the
A17 SMTG meetings. See Attachment 8a.
May 2013:
A17.6, Part 4 Coated Wire Rope
SMTG December 2012: Mr. Rhiner reported that this should be removed from the
Agenda since there is no activity in North America at this time. The MDC agreed that
this item will be removed from the next Agenda.
1. The MDC has reviewed and revised the SMTG priority list as shown above.
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2. The MDC agreed to send a survey to the A17 Committees shown above regarding the use of
chains as suspension means. Dependent upon the result of the survey a decision will be made
whether or not to develop the standard for chains as suspension means. The scope and
priority will be established at that time.
3. Mr. Bialy gave the Secretary documentation received from Mr. Franklin and requested the
Secretary to respond to Mr. Franklin advising him that all future correspondence be sent to
ASME and that copyrighted documents should not be copied.
September 2013: The survey was distributed to the Committees requested. It was noted however
that chains as suspension means is no longer a concern for Wind Turbine Elevators.
January 2014: Responses were received from the A17 Dumbwaiter Committee, see Attachment
8b, and the A17 Private Residence Elevator Committee; see Attachment 8c.
It was agreed that chains as suspension means would not be discussed further.
The SMTG will hold a teleconference in the beginning of February to discuss the open items.
Bruce Horne was added to the SMTG.
May 2014: The SMTG had a teleconference April 30, 2014.
September 2014: The SMTG held a teleconference September 24, 2014. Mr. Walker gave a brief
overview of what happened during the call. The next teleconference is scheduled for December 3,
2014.
The status of the next publication of A17.6 was questioned. It was noted that this document is on
periodic maintenance. Periodic maintenance is defined as the maintenance of a standard by
review of the entire document and action to revise or reaffirm it on a schedule not to exceed five
years from the date of its approval as an American National Standard.
In the event that a PINS or BSR-8 has not been submitted for an American National Standard
within five years after its approval, the standards developer may request an extension of time to
reaffirm or revise the standard, or shall withdraw the standard.
January 2015: It was moved, seconded, and VOTED to place A17.6 on continuous maintenance,
with a three year review cycle, rather than periodic maintenance.
It was noted that the next meeting will be April 20-21, 2015 in PHX.
October 2015: It was noted that Mr. Bialy has appointed Mr. Kalgren as the SMTG Vice Chair.
Mr. Koshak advised that their representatives from the SMTG did attend a few meetings of the
WTE Committee. Their continued participation is requested for the December 2015 meeting.
It was noted that there will be a Part 4 with subsections to address additional technologies such
as:
Wind Turbine
Aircraft cables
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January 2016: Mr. Kalgren has been appointed as the new Chair of the SMTG. It was noted that
Mr. Rhiner is working on a strawman for the new Part 4 of A17.6. The next meeting of the
SMTG will be in February 2016 in conjunction with the WTE meeting.
May 2016: Mr. Kalgren reported that the plan is to send Part 4 of the A17.6 for a 4 week Review
and Comment Ballot in July 2016; the comments should then be addressed by the end of August,
and a First Consideration Ballot to the A17 Standards Committee may be issued following the
September 2016 meeting.
September 2016 Discussion:
8.1.1 Record 11-2193 (TN 03-88) and TR 00-13, Verification of Wedge Sockets, Shackles and
Babbit Socket Requirements - Attachment 9
Task Group: SMTG (Messrs. Lamb, Kalgren and Conrey)
January 2010: This item will not be address until the suspension standard is approved.
May 2010: The next meeting of the SMTG is scheduled for May 13, 2010.
SMTG July 2010: Mr. Lamb is requested to collaborate with Mark Lane to try and recover or
recreate the strawman proposal for this item.
September/November 2010, January/March 2011: This item was not discussed.
May 2011: Mr. Lamb noted that he spoke with Bob Lane and he has since drafted language to be
sent to Mr. Lane for review. It was advised that the draft will be presented to the SMTG at their
June meeting.
September 2011: At the June 28, 2011 meeting of the SMTG, Mr. Lamb submitted a strawman to
be reviewed by the SMTG. It was noted that Mr. Lamb will prepare rationale for the proposal and
all Task Group members are requested to review the document and send comments to Mr. Lamb.
SMTG members are asked to be prepared to discuss the proposal at the next SMTG meeting.
It was suggested that a face-to-face meeting of the SMTG and perhaps Mr. Robert Lane may be
beneficial in order to finalize code language proposal prior to sending it out to ballot.
At the meeting, Mr. Lamb advised that once the strawman was revised a little further, he would
take the proposal to Mr. Robert Lane for his input.
January 2012: At the December 8-9, 2011 meeting, Mr. Lamb presented the strawman proposal
shown in Attachment 5a of the January 2015 Minutes, and it was moved, seconded and VOTED
to send the proposal for Review and Comment to this Committee.
At the meeting, it was advised that this item is currently out for a Review and Comment Ballot to
this Committee.
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May 2012: The proposal was sent for Review and Comment Ballot and as a result it received 5
comments, see Attachment 5a of the January 2015 Minutes. Mr. Lamb was asked to address the
ballot results for discussion at the meeting.
Mr. Lamb advised that he would prepare proposed responses for discussion at the next meeting.
October 2012: Mr. Lamb reported that he needs to completely rewrite this proposal based on the
negatives received.
January 2013: Mr. Lamb was not present at the December 2012 teleconference. It was noted that
Mr. Kalgren volunteered via email to assist Mr. Lamb with this item.
May 2013: Mr. Lamb advised that there was no report for this meeting.
September 2013: Mr. Lamb reported that at the 9/9/2013 Task Groups meetings, work was
begun on this item. The outline of the rewrite was presented at the meeting, see Attachment 5b of
the January 2015 Minutes. It was noted that EN 81 may want to be consulted regarding this issue.
The Task Force should look at the wedge itself to determine if any code requirements should be
crafted regarding the wedge.
January 2014: Mr. Lamb advised that there is nothing to report at this time.
May 2014: Mr. Lamb reported that he and Scott Conrey met on Monday to further develop the
strawman. They will continue work for the next meeting.
September 2014: Mr. Lamb presented the proposed rewriting of these requirements. It was
moved, seconded, and VOTED to send Attachment 9 for Review and Comment Ballot to this
Committee.
January 2015: The proposal shown in Attachment 9 was sent for Review and Comment Ballot.
As a result, it received 7 comments. Prior to the meeting, Mr. Lamb submitted the proposed
responses to the ballot comments.
It was moved, seconded, and VOTED to approve the responses to the ballot comments and to
send the revised proposal shown in Attachment 9 for First Consideration Ballot with concurrent
review and comment to the MDC.
May 2015: Mr. Lamb advised that he is still working on the ballot comments and that the
majority of the negatives address the lack of strike-out and underline.
It was noted that the rationale needs to be revised and a road map should be constructed to clearly
identify where the existing requirements are moving to rather than having the entire proposal in
strike out and underline.
October 2015: Mr. Lamb reported on the progress of the rewriting of Section 2.20.9. It was
advised that work will be on-going with Mr. Conrey; the Project Team is asked to draft a report
for the next meeting.
January 2016: Mr. Lamb reported that the Project Team met January 11th to discuss a plan to
address the ballot comments. The Project Team will have responses drafted for the next meeting.
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May 2016: Mr. Lamb reported that the project team is still working on the roadmap.
September 2016 Discussion: Mr. Lamb is asked to report.
8.1.2 Use of Aircraft Type Cables (TR 99-13) Attachment 10 (a-c)
Task Group: SMTG
January 2010: SMTG agreed to consider this as a new part (e.g. Part 4) following publication of
A17.6.
SMTG July 2010: At the last SMTG meeting it was noted that more information still needs to be
gathered. A new Part 5 of A17.6, Miscellaneous Ropes (non-traction), was discussed for
ropes/cables that are used in elevators in applications other than traction applications. It was also
suggested that A17.6 should be limited to only traction applications and everything else should be
left out.
September/November 2010: This item was not discussed.
January 2011: At their October 2010 meeting the A17 MDC-SMTG discussed other rope
applications. The SMTG identified other applications such as roped-hydros, drum machines,
LULA, etc and is soliciting guidance from the MDC and others on the future direction for
applications of these other suspension means.
This item was not discussed.
March 2011: This item was not discussed.
May 2011: SMTG to discuss with representatives from LULA and Residence Committees the
applications these ropes would be used for, in order to determine if there is a pressing need for
inclusion of aircraft cable in A17.6.
September 2011: At their June 2011 meeting, the SMTG agreed that requirements aircraft-type
cables should be added to A17.6 to cover LULA and Residential and possibly Wind Turbine
elevators. The actual suspension means requirements for these applications needs to be defined.
Mr. Konyar is asked to prepare a questionnaire in an effort to obtain actual requirements for these
products regarding suspension means. The questionnaire will be reviewed by SMTG before being
sent to other Committees.
January 2012: At the December 8-9, 2011 SMTG meeting, Mr. Konyar reported that he had
collaborated with the SMTG to formulate the questions for the survey.
Mr. Frank supplied the Secretary with historical files for inclusion in the SMTG files.
Mr. Walker advised that he would collaborate with Mr. Bialy to follow up with the Chairmen of
the sections that use this technology to see if they still want to use it.
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May 2012: See SMTG 2014 for scanned historical files.
October 2012: No report.
January 2013: The SMTG held a teleconference on December 11th and it was noted that the
questionnaire shown in Attachment 10a, prepared by Mr. Konyar, will be distributed to the A17
LULA and the A17 Residence Committee for their input.
ACTION: Distribute the questionnaire to the LULA and Residence Committee for their feedback.
May 2013: The questionnaire was sent to the LULA and Residence Committees on February 26,
2013 for consideration at their next meeting.
{Secretarys Note: The A17 Residence Committee and A17 LULA Committee responded to the
questionnaire, their responses can be seen in Attachments 10b and 10c respectively.}
September 2013: It was noted that the results of the two questionnaires should be reviewed at the
SMTG.
January 2014: No Report.
May 2014: The SMTG met via teleconference on April 30, 2014. It was noted that further
clarification from the A17 LULA Committee regarding responses to the questionnaire is needed.
At their meeting, the LULA Committee revised their response to question 5 as follows:
[As a direct response to the manners listed in question 5] We are currently not aware of
anyone using these drive applications for LULA elevators. The only rope usage the
committee is aware of is for roped hydraulic elevators. The ropes used in these
applications are either elevator wire rope or aircraft cable as permitted in 5.2.
Kim Konyar (PTM) and Martin Rhiner and Bruce Horne are asked to collaborate and draft a
strawman proposal for inclusion of aircraft cable in A17.6. It was suggested that this might be a
new Part 4 of the Standard instead of including these types of ropes in Part 1.
September 2014, January 2015: No report.
May 2015: No action at this time.
January 2016: It was advised that members of the SMTG would be attending the next WTE
Committee meeting to discuss this item.
May 2016: It was noted that this will be included in Part 4.
September 2016 Discussion: Mr. Rhiner is asked to report.
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8.1.3 Factor of Safety for Suspension Means
Task Group: Messrs. Bialy, Gibson (Chair) and Walker
Background: At the January 2003 Mechanical Design Committee meeting, the Secretary was
requested to open a TR to address the factor of safety for suspension means. See the item on
General Study on Suspension Ropes (Jan03 Agenda Item 11.3) for background on this item.
May 2003: Mr. Frank stated that the Suspension Means Task Group would address this item. Mr.
Gibson then read the November 1999 Meeting Discussion under Minutes Item 11.3 which reads:
Mr. Gibson agreed that it is a good idea to increase the factor of safety as you get into
smaller ropes. He suggested adding the formulas for the factor of safety as given in the
appendix to the latest edition of EN 81. Since some have questioned the validity of the
formulas, he also advised to contact Dr. Schifner, author of the formulas, from Thyssen,
to get the derivation of these formulas. Lou Bialy agreed to contact Dr. Schifner.
Mr. Gibson again stated the derivation of the formulas should be reviewed. If the Europeans have
a more contemporary way of setting factors of safety, the Committee should review. In response,
Mr. Bialy advised that he discussed this with Gerhard Schifner at the ISO meetings in Croatia.
Dr. Schifner was planning to gather some information and then Messrs. Bialy and Gibson would
discuss with him at the next ISO TC 178 WG 4 meeting.
The Chair advised the Suspension Means Task Group not to begin work on this until the technical
data is received.
September 2009: The Chair set up a Task Group of Messrs. Gibson (Chair), Bialy, and Walker
to further investigate factor of safety as in EN 81-1, and other standards.
Mr. Bialy added that there needs to be a discussion as to which is more important: the initial
factor of safety vs. defining a time to replace the suspension means.
January 2010: It was noted that there should be a consideration to move away from traditional
safety factor to discuss other retirement criteria for suspension means.
Mr. Walker has been appointed to the A17 MDC-SMTG.
SMTG July 2010: Mr. Frank suggested that this item should be removed from this Agenda. It
was noted that this item will be discussed with Mr. Gibson at the September 2010 Mechanical
Design Committee meeting.
November 2010: Mr. Gibson is asked to review this item and provide a recommendation to the
SMTG.
January/March/May 2011: This item was not discussed.
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September 2011: Noted that this is item number 9 in the above list. On hold until Mr. Gibson can
report.
January 2012: Mr. Gibson advised that he will report at the next meeting.
Mr. Bialy reported that there is a trend towards probabilistic rather than deterministic in order to
move forward with CEN and the Japanese Standards.
May/October 2012, January/May/September 2013, January/May/September 2014, January

2015: No report.
May 2015: No action at this time.
October 2015, January 2016: Not discussed.
May 2016: It was advised that a Project Team meeting will be held August 22, 2016.
September 2016 Discussion: Mr. Bialy is asked to report.
8.1.4 Record 14-572 Revision to A17.6-2010 - Attachment 11
May 2014: Prior to the meeting, the A17 WTE Committee submitted the request shown in SMTG
221. It was requested that the A17 MDC review this item and agree to send this item for First
Consideration Ballot. As it relates to A17.6, this item was forwarded to the A17 MDC SMTG to
review the addition to A17.6 and prepare a recommendation for the A17 MDC meeting.
The WTE would like to send this for First Consideration; they would retain ownership over the
revision, but request the guidance from this TG and the MDC.
The SMTG met via teleconference and it was decided that they do not recommend sending this
for ballot yet.
September 2014: It was noted that Mr. Koshak will be requesting that Record 14-572 be closed
because the issues are being addressed in 13-2181, Proposed A17.8, Safety Code for Wind
Turbine Tower Elevators.
January 2015: No report.
May 2015: During their March 11, 2015 meeting, the A17 Wind Turbine Elevator Committee
approved to have Record 14-572, proposed changes to A17.6, sent to the A17 Mechanical Design
Committee for review and to request them for any recommended changes and approval of the
proposal shown in Attachment 11.
It was advised that a face to face meeting will be held with the Wind Turbine Elevator Committee
for this item.
October 2015, January 2016: Not discussed.
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May 2016: It was noted that this will be included in Part 4. It was requested that this record be
used to process the changes to A17.6. Mr. Kalgren has been assigned as the new PTM for this
item.
September 2016 Discussion: Mr. Kalgren is asked to report.
8.2 MACHINES, BRAKES AND SHEAVES
8.2.1 Record 12-1695 A17.1/B44 2010 Informative Table F-1 - Attachment 12 (a-d)
Project Team: Miles Lamb (PTM), Davis Turner
January 2013: This item was opened as a result of Record 12-1095 to fully clarify Table F-1 and
the associated requirements for braking systems. This will include load weighing considerations
and 2.16.8. It was noted that participation from the A17 Electrical and A17 Inspections
Committees should be solicited. The Committee is asked to review Table F-1 for discussion at the
meeting.
The A17 Electrical Committee advised that they want more direction before committing members
to a Task Group.
The MDC Task Group is asked to review the table and prepare a proposal for the next meeting.
They will forward their review to the A17 Electrical Committee for their input.
May 2013: Mr. Lamb is requested to review the latest version of Table F-1 in conjunction with
the proposed revised change to 2.16.8 for discussion at the next meeting. See Attachment 12a for
the approved revision to table F-1 from Record 12-1095.
September 2013: No report.
January 2014: Following the last meeting, the A17 Inspection Committee noted that they would
not be considering this item any further. See Attachment 12b.
No Report.
May 2014: It was noted that this item was opened to address Mr. Filippones comment from
Record 12-1095. See Attachment 12c. Messrs. Lamb and Turner are asked to review the table. If
no further revision is necessary, rationale for closure is necessary. If a change is required, Messrs.
Lamb and Turner are asked to prepare a revision for discussion at the next meeting.
September 2014: Messrs. Lamb and Turner have not met to discuss this item yet.
January 2015: No report. This will be discussed at the Task Group meeting in April.
May 2015: The Project Team was asked to address this item for the next meeting.
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October 2015: Mr. Turner advised that there has not been a proposal drafted yet. Work will be
collaborated with the Project Team from 9.2.2 and the revisions to A17.1 will progress under
Record 12-1695 for both 9.2.1 and 9.2.2.
May 2016: It was moved, seconded, and VOTED to send the revision to the table shown in Mr.
Filippones comment (Attachment 12c) to this Committee for Review and Comment Ballot.
September 2016 Discussion: This item was sent for review and comment ballot 16-2282 closed
with 1 comment, see Attachment 12d. It is requested that the project team prepare a response to
the ballot comment for discussion at the meeting.
8.2.2 Braking Systems and Emergency Brake Effectiveness in Presence of Contamination -

Attachment 13 (a-c)
Project Team: Messrs. Bialy and Lamb.
January 2014: Following the last meeting, the subject item was requested to be added to the
agenda for discussion by the A17 MDC. Mr. Bialy is asked to report.
This item will be added to the braking system area of the Agenda.
May/September 2014: No report.
May/October 2015: No report.
January 2016: The Project Team met December 4, 2015 and determined that a code revision is
not necessary at this time. The MDC determined that oil on brake surfaces is a rarity and no
further action is required. This item will be removed from the next Agenda. It was moved,
seconded and VOTED to approve the closure of this item.
May 2016: Following this meeting, the original inquirer was contacted with the committees
response. Mr. Whitfield advised that since the original submission there were 4 more documented
cases in Australia.
The committee thanks Mr. Whitfield for his correspondence and will ask him to keep the
committee informed of any further incidents.
September 2016 Discussion: See Attachment 13c for correspondence with Mr. Whitfield. This
item is now complete and will be removed from the next agenda.
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8.2.3 Record 16-2157 Requirement 2.19.3.2 - Attachments 14 17
Project Team: Messrs. Bialy and Lamb.
September 2008: In review of Inquiry 08-17 (Sept08 Minutes Item 7.2) (Attachment 14), the
Committee agreed to open a record to further address performance language in Requirement
2.19.3.2. A Task Group consisting of Messrs. Bialy and Lamb was assigned to the TN.
January 2009: This item was not discussed.
May 2009: Mr. Bialy reported that the proposed revised text was discussed but in light of SMTG
work, no proposal is yet developed.
September 2009: Mr. Bialy reported that the Task Group is working on a proposal.
January 2010: Mr. Bialy reported a proposal will be developed for the next meeting.
May/September 2010: This item was not discussed.
May 2011: It was noted that the Task Group would discuss this further.
September 2011: No report at this time.
January 2012: Mr. Lamb clarified the assignment for the Committee and reported that he would
work on this item with Mr. Bialy.
May 2012: This item was not discussed.
October 2012: It was noted that Attachment 15 should be included with this item and removed
from 9.3.1. Attachment 15 will be removed from 9.3.1. (Attachment 21 was previously
Attachment 14 in the October 2012 Minutes.)
January 2013: Mr. Lamb was not present at the meeting.
May/September 2013, January 2014: No report.
May 2014: It was noted that this item will be moved under the braking systems area. No report.
October 2015: No report. Messrs. Lamb and Bialy are asked to review the proposed language in
Attachment 15 and draft a recommendation or proposal for discussion at the next meeting.
January 2016: Prior to the meeting, Mr. Lamb submitted the proposal shown in Attachment 16.
The committee reviewed interpretation 08-16 and the proposed language shown in Attachment
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16. It was advised that the Project Team will take this item back for further revision based on the
comments at the meeting.
May 2016: It was advised that the Project Team is planning to meet in August to discuss this
item.
September 2016 Discussion: The Project Team met on August 22, 2016 and developed a
proposal for the revision of the 2.19.3.2 requirements. Record 16-2157 was opened for this item
and sent for Review and Comment Ballot 16-2762, which is scheduled to close on 09/25/16. See
Attachment 17.
It is recommended that the Project Team revise the rationale for this revision prior to sending the
proposal to the A17 Standards Committee to elaborate on the safety concern the proposal is
intended to mitigate.
8.2.4 Record 09-1761, A17.1 2.19.3.3 Marking Plate Requirements - Attachment 18
Task Group: Lamb, Walker
September 2009: In regards to the Data/Marking Plate requirements for emergency brakes, it
was moved to remove the requirement for the data tags for the emergency brake on the basis that
they contain data that is not useful.
CROSS REFERENCE September 2009 ITEM 7.5 INQIURY 09-30, approved inquiry
with a record that was supposed to be opened, with Messrs. Lamb (Chair) and Walker as
the Task Group.
It was moved, seconded, and VOTED to send the proposal to the A17 Standards Committee for
Review and Comment Ballot pertaining to the removal of the marking plate requirements.
January 2010: The proposal shown in Attachment 18 was sent to the A17 Standards Committee
for Review and Comment Ballot. As a result, it received 9 comments. The Task Group was asked
to review the ballot comments, prepare proposed responses, and, if necessary, revise the proposal
for discussion at the meeting.
At the meeting, Mr. Kraft presented responses developed by Mr. Lamb. It was agreed to send the
ballot results with responses and revised proposal to the ACO/UCM Task Group for their
information with Inquiry 09-23. The Task Group is asked to review the proposal, ballot responses
and revised proposal and respond with their recommendations on how to proceed with this
record.
May 2010: It was advised that this item will be reviewed at the next meeting of the ACO/UCM
Task Group.
September 2010: It was noted that there have not been any meetings of the ACO/UCM since the
last meeting,

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May 2011: It was noted that this is an ACO/UCM item
September 2011: This item was not discussed.
January 2012: Mr. Lamb suggested that this item be addressed by the MDC members of the
ACO/UCM.
It was moved, seconded, and VOTED to send the revised proposal for First Consideration Ballot
with concurrent Review and Comment to the A17 Electrical Committee and a note to the A17
Electrical Committee advising them that this item is moving forward since it is strictly a MDC
issue.
Miles is requesting that the respective Chairs from the MDC and Electrical Committee review the
scope of this Task Group and decide whether the Task Group needs to remain or can be
disbanded at this time.
May 2012: The proposal shown in Attachment 18 was sent for First Consideration Ballot. As a
result, it received 5 Standards Committee disapproved votes.
Prior to the meeting, Mr. Lamb submitted the proposed responses and revised proposal. The
Committee is asked to review for discussion at the meeting.
At the meeting, Mr. Lamb presented the proposed responses and revised proposal. It was moved,
seconded, and VOTED to approve the responses and to send the revised proposal for First
Consideration Ballot. See Attachment 18.
October 2012: The proposal shown in Attachment 18 was sent for First Consideration Ballot.
As a result it received 5 Standards Committee disapproved votes. The Project Team was asked to
address the ballot comments.
Mr. Lamb reported that he would completely rewrite this proposal in an attempt to gain
consensus.
January 2013: Mr. Lamb was not present.
May 2014: Mr. Lamb is asked to complete the rewrite for next meeting.
September 2014: Mr. Lamb is asked to address the ballot results for next meeting.
October 2015: Mr. Lamb is asked to respond to the ballot comments, and make a
recommendation for discussion at the next meeting.
January/May 2016: No report.
September 2016 Discussion: Mr. Lamb is asked to report.

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8.2.5 Record 16-2152 Review of Factors of Safety for Emergency Brakes: Proposed Revision to
A17.1, 2.19.3.2(i)(1) and 2.19.3.2(i)(2) - Attachment 19-20
Project Team: Bialy, Lamb
May 2014: Prior to the meeting, Mr. Burch submitted the proposed revision shown in
Attachment 19. The Committee is asked to review Attachment 19 for discussion at the meeting.
The Committee held a discussion regarding this item. It was noted that no action will be taken at
this time. This item will be added as Item 9.2.6. Review of Factors of Safety for Emergency
Brakes
September 2014: Messrs. Bialy and Lamb are requested to review this issue and prepare a
recommendation for discussion at the next meeting.
October 2015: Messrs. Bialy and Lamb are asked to prepare a report for the next meeting.
January 2016: Prior to the meeting, the Project Team submitted the following recommendations.
Project Team Report: The proposed deletions to the language in 2.19.3.2 (i) (1) & (2)
are not recommended. It is recognized that if the emergency brake is used in a similar
manner to the driving machine brake, the strength requirements for the driving machine
brake are relevant to the design of the emergency brake. The forces and stresses involved
in the actuation of the brake are repetitive and substantial, thus are required to be
addressed.
The comparison of the static factor of safety of 3.5 based on ultimate tensile strength
verses 1.5 based on fatigue as a result of alternating stresses is invalid. These two factors
of safety address different and independent design criteria.
The existing factors of safety applicable to the driving machine section are static factors
of safety based on ultimate tensile strength, and fatigue as a result of alternating stresses.
There is further specificity in the allowable static values of 8 & 10 depending on the
properties of material classes (e.g. cast iron vs. steel). These factors of safety are not
applicable concurrently but are dependent on the material and application.
May 2016: This Project Team is planning to meet in August to discuss this item.
September 2016 Discussion: The Project Team met on August 22, 2016 to generate the proposal
found in Attachment 20. Record 16-2152 was opened for this item and sent for Review and
Comment Ballot 16-2762, which is scheduled to close on September 25th, 2016.
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8.2.6 Proposed Revision to A17.1, 2.19.3.2(e) Attachment 21
May 2014: Prior to the meeting, Mr. Burch submitted the proposed revision shown in
Attachment 21. The Committee reviewed Attachment 21 and noted that this item will be added
as item 9.2.7.
January 2015: It was noted that this item should be handled with Item 9.2.6. No report. This will
be discussed at the Task Group meeting in April.
October 2015: Messrs. Bialy and Lamb are asked to prepare a report for the next meeting.
January 2016: Prior to the meeting, the Project Team submitted the following recommendations.
Project Team Report: The proposed deletion of the language relating to stationary or
movable is not recommended. This language adds guidance to the user under the
specific conditions stated in 2.19.3.2 (e), whereas in automatic operation [2.19.3.2 (d)]
application of the brake is permitted only after the car is stopped.
May 2016: The Project Team is planning to meet in August to discuss this item.
September 2016 Discussion: The Project Team met on August 22, 2016 to discuss this item.
During the meeting, it was determined that changing the language as proposed in Attachment 21
does not further clarify the code as currently written, therefore, no change is necessary.
8.2.7 Record 16-2153 Annual Inspection of Driving Machine Brakes Attachment 22
January 2016: The Committee was asked to consider whether the driving machine break should
be tested annually vs. every five years.
September 2016 Discussion: The Project Team met on August 22, 2016 to generate the proposal
found in Attachment 22. Record 16-2153was opened for this item and sent for Review and
Comment Ballot 16-2762 which is scheduled to close on September 25th, 2016.
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8.3 SYSTEM MOTION STUDIES
8.3.1 Braking Dynamics
Task Group: System Dynamics Task Group (Messrs. Bialy, Gibson (Chair), Kalgren,
Lamb, Simpkins/Walker)
May 2007: Mr. Koshak submitted the correspondence shown in Attachment 14 from the October
2012 minutes. This item was not discussed at the meeting.
September 2007: This item was not discussed at the meeting.
January 2008: The System Dynamics Task Group will review the proposal shown in Attachment
14 from the October 2012 minutes at their meeting on February 26-28, 2008.
May 2008: The System Dynamics Task Group meeting will be rescheduled.
{Secretarys Note: In May 2008, Item 8.4.6 was added to the scope of this study.}
September 2008, May 2009: This item was not discussed.
September 2009: It was noted that a meeting will be scheduled in Spring 2010 in Phoenix, AZ.
January/May/September/November 2010, January/March 2011: This item was not discussed.
May 2011: It was noted that a Task Group meeting is to be scheduled for this year.
September 2011, January 2012: On hold for Mr. Gibson to report.
May 2012: Mr. Gibson advised that there is no report for this meeting. It was noted that this will
likely be a joint item for this Committee as well as the Elevator Stopping Committee.
October 2012: Mr. Gibson reported that this is one of the long range study items. A Task Group
meeting has yet to be convened.
{Secretarys Note: It was noted in Minutes Item 9.5.1 that Attachment 14 should be removed from
this item and included in Item 9.5.1. Attachment 14 will be removed from this item on future
Agendas and Minutes.}
January 2013: Mr. Gibson advised that there is nothing to report at this time.
May/September 2013, January 2014: No report.
May 2014: No Report.
September 2014: No Report.
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May/October 2015, January 2016: No report.
8.4 SAFETY SYSTEMS
8.4.1 Record 02-2350 Long Range Study on Safeties (TR 98-62) - Attachment 23 (a-b)
Background: The following TRs have been incorporated into this long range TR:
TR 88-4/ 94-19 Car Safety Switch/Full Load Safety Test Method

TR 87-86 Performance Requirements for Safeties and Governors
TR 94-102 Means of Safety Application (Hydr. Actuated)
TR 91-10 Deleting Requirement for Car & Counterweight Safeties - Long Range Study
TR 91-16 Safety Stopping Distances
TR 96-25 Rule 205.9
TR 97-67 Generalized Study of System Dynamics, Levels of Redundancy, etc
Record 02-3553 Stopping Distances as related to Governor Tripping Speed
Record for Study of Type B Safeties (Stopping Distances)
See Attachment 14 of the January 1999 Minutes for the above TRs.
September 2009: It was noted that the Committee will address the open items (highlighted) in
the responses to comments shown in Attachment 23a at the January 2010 meeting.
The Committee would like to incorporate Record 02-3553, Item 8.8.1 (Stopping Distances as
related to Governor Tripping Speed), into this record, see Attachment 17 of the May 2010
Minutes. Record 02-3553 will be sent for closure at the next A17 Standards Committee meeting.
January 2010: It was noted that Record 02-3553 is on the Standards Committee Agenda for
closure and will be incorporated into the long range study. See Item 8.8.1.
This item was not discussed further.
May 2010: The A17 Standards Committee requested that Record 02-3553 remain open until
appropriate attachments can be reviewed. The proper attachments (background information) have
been forwarded to the A17 Standards Committee for their action at their May 5-6, 2010 meeting.
{Secretarys Note: The closure of Record 02-3553 was approved at the May 5-6, 2010 meeting of
the A17 Standards Committee.}
September/November 2010, January/March 2011: This item was not discussed.
May 2011: Mr. Gibson noted that the Task Group (Messrs. Bialy, Gibson and Walker) will work
on this item, outside the general meetings of this Committee.
September 2011: This item is on hold until Mr. Gibson can report.
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January 2012: Record for Study of Type B Safeties (Stopping Distances) has been consolidated
into this item. Mr. Gibson is asked to report.
Mr. Walker advised there will be a report on this item at the May 2012 meeting.
May 2012: Mr. Gibson advised that he will report at a future meeting.
January 2013: Mr. Gibson advised that he is still working on this analysis.
May 2013: Mr. Gibson was not present at the meeting.
September 2013, January/May 2014: No report.
September 2014: Mr. Gibson is still working on this report.
8.4.2 Record 08-557 A17.1, Req. 2.17.5.1 Type A Safeties - Attachment 24
Task Group: System Dynamics Task Group
May 2008: Mr. Swerrie has submitted a request for revision. See Attachment 24.
This item has been assigned to the System Dynamics Task Group.
September 2008 May 2009: This item was not discussed.
September 2009: This item was not discussed and it was noted that it will be handled at the Task
Group level.
{Secretarys Note: See also Item 8.3.1.}
January 2010: No report. It was noted that the Task Group will be scheduling a meeting for
Spring 2010.
May/September/November 2010, January/March 2011: This item was not discussed.
May 2011: It was advised that Mr. Bialy would provide risk analysis to be included here after
with this item. It is requested that the Secretary confirm with the Standards Committee Secretary
that inclusion of the risk analysis is allowed in meeting Minutes/Agendas.
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September 2011: The A17 Standards Committee Secretary advised that risk analyses are not
appropriate for inclusion in the Agenda and Minutes for Committee work.
It was noted that Mr. Swerrie would like to see Type A safeties completely eliminated, which is
why the Committee suggested conducting a Hazard Assessment.
January 2012: Mr. Bialy advised that there will be a report at the May 2012 meeting.
May 2012: Mr. Gibson advised that he would submit background information regarding this
item, as well as a proposal for the elimination of these types of safeties.
January 2013: Mr. Gibson reported that he is still searching for the background documents.
May 2013 - January 2015: No Report.
May/October 2015, January/May 2016: No report.
8.4.3 Requirements 2.17.1 and 2.17.2 (Car and Counterweight Safeties)
Project Team: Davis Turner, Louis Bialy, George Gibson
September 2009: At the January 2009 meeting, the Committee agreed to open this item to
address Requirements 2.17.1 and 2.17.2. See January 2009 Minutes Item 8.1.1.
January 2010: It was noted that this item should be closed if the scope cannot be determined.
May 2010: It was noted that this item is on hold for comment from Mr. Gibson.
September/November 2010, January/March/May 2011: This item was not discussed.
September 2011: Mr. Gibson was not present at the meeting. On hold for comment from Mr.
Gibson.
May 2012: The Committee requested guidance from Mr. Gibson at the next meeting.
The Secretary reviewed the January 2009 Minutes and it was noted that this item was opened as a
result of discussion held regarding the A17.6 standard and the accompanying A17.1 revisions
(Records 07-1799 and 07-1970).
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January 2013: Mr. Gibson reported that he will work with Mr. Walker regarding the
discontinuous curve. It was also requested that he review 9.4.2 and 9.4.4, from the January 2013
Minutes, to see if they can be combined in the future.
May/September 2013: Mr. Gibson was not present at the meeting.
May 2014: Jeff Walker is asked to get together with GWG to fix the inconsistency. Mr. Turner
requested to be copied on this item.
September 2014: No Report. Mr. Turner has been added to the Project Team.
May 2016: No report. The following team was formed for this item and is asked to prepare a
repost for discussion at the next meeting.
Project Team: Davis Turner, Louis Bialy, and George Gibson.
8.4.4 Record 14-1905 - Attachment 25
Project Team: Hullstrom, Horne, Rehman
October 2015: Prior to meeting, Mr. Hullstrom advised that the record shown in Attachment 25
was sent for Review and Comment Ballot 14-2585 to the A17 Inspections and A17 Mechanical
Design Committees.
The Task Group reports the following: This item received comments from 13 members.
Responses were completed and technical revisions were made. The Task Group
recommends discussing the record during the meeting to address legacy and new
technology systems concerns not explained fully in the comments. After discussing
concerns, the Task Group requests written explanation regarding the concerns that were
not provided in the comments in order to address them responsibly. The Task Group
recommends considering Mr. Gibsons concerns on rounding and tables further and
would like the Committee to provide an opinion as to how to proceed. The Task Group
still has one unaddressed issue regarding deceleration. Based on the number of
comments, the unaddressed issue remaining and the complexity of the language, the Task
Group recommends to re-submit the revised proposal to the A17 Inspections Committee
and A17 Mechanical Design Committee for a Review and Comment Ballot to attempt a
higher degree of consensus among our committee prior to balloting Standards Committee
for First Consideration Ballot.
It was also requested that this Committee provide volunteers for the Task Group. Mr. Horne
volunteered to work with the A17 Inspections Committee on this item.
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January 2016: Mr. Rehman is requested to assist the A17 Inspections Committee in addition to
Mr. Horne.
May 2016: It was advised that a Project Team meeting was scheduled for June 17, 2016.
September 2016 Discussion: Mr. Horne is asked to report.
8.4.5 Record 14-1906 - Attachment 26
Project Team: Hullstrom, Horne, Rehman
October 2015: Prior to meeting, Mr. Hullstrom advised that the record shown in Attachment 26
was sent for Review and Comment Ballot 15-1488 to the A17 Inspections Committee. See
Attachment 26.
The Task Group reports the following: This item received comments from 5 members.
Responses were completed and editorial revisions were made. The Task Group
recommends to submit the revised proposal to the A17 Standards Committee for First
Consideration Ballot.
It was also requested that this Committee provide volunteers for the Task Group. Mr. Horne
volunteered to work with the A17 Inspections Committee on this item.
January 2016: Mr. Rehman is requested to assist the A17 Inspections Committee in addition to
Mr. Horne.
May 2016: It was advised that a Project Team meeting was scheduled for June 17, 2016.
8.5 ASCENDING CAR OVERSPEED/UNINTENDED CAR MOTION PROTECTION
The Ascending Car Overspeed/Unintended Car Motion Task Group consists of Messrs. Bialy,
Lamb (Co-Chair*), and Walker.
*ACO/UCM Task Group Co-Chairs: M. Lamb (MDC), J. Busse (Electrical)
January 2016: No actions required at this time. This Task Group will be activated as needed.
8.6 BUFFERS AND BUMPERS
Project Team Members: Dennis Kalgren (Leader), Bruce Horne, Robert Kaspersma, David
(Scott) Boucher
January 2016: No actions required at this time. This Task Group will be activated as needed.
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8.7 STRUCTURAL
8.7.1 Record 02-3387 (TR 82-69) Section 2.15 Car Platforms (Performance Requirements) -
Attachment 27
Background: See Minutes from May 2010 meeting.
January 2010: The proposal shown in Attachment 27 was sent to the MDC for Review and
Comment. As a result, Ballot 09-1866 closed with 3 comments.
The Task Group was asked to review the ballot comments, prepare proposed responses, and, if
necessary, revise the proposal for discussion at the meeting.
Mr. Kalgren reported that he will prepare a strawman for the May 2010 meeting. It was noted that
Mr. Kalgren would like to have another Review and Comment Ballot for this Committee prior to
the next meeting.
May 2010: At the meeting, Mr. Kalgren presented the proposed responses and revised proposal
shown in Attachment 27. It was moved, seconded, and VOTED to approve the responses and to
send the revised ballot for First Consideration Ballot.
September 2010: The proposal shown in Attachment 27 was sent to the A17 Standards
Committee for First Consideration Ballot. As a result, it received 8 Standards Committee
disapproved votes and several additional comments.
The Task Group was asked to review the ballot results, prepare responses and, if necessary, revise
the proposal for discussion at the meeting.
November 2010: This item was not discussed.
January 2011: Mr. Kalgren advised that he will have a report at the next meeting.
May 2011: Mr. Kalgren reported that the biggest issue was the term sound/best engineering
practice. Mr. Kalgren advised that he drafted a response.
It was requested that Messrs. Kalgren and Bialy draft a definition for sound/best engineering
practice and respond to the ballot comments.
Mr. Gibson advised that he would check archival MDC Minutes for original ballots for rationale
statements.
It was noted that the rationale for change to Requirement 2.23.9.3, as well as the general
rationale, needs to be found in the background for discussion at the next meeting.
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September 2011: Mr. Kalgren presented the proposal on Sound Engineering Practice. It was
moved, seconded, and VOTED to send the definition of sound engineering practice for a 6
week Review and Comment Ballot.
{Secretarys Note: Following discussion with the Director on Safety Codes and Standards, it was
requested to hold sending this item for ballot until after the Board on Safety Codes and Standards
meeting in November.}
January 2012: This item was tabled for discussion on 1/10/12. There needs to be a discussion
with Lou Bialy in regards to any discussion held at the BSCS meeting.
On January 20, 2012, it was moved, seconded and VOTED to send the proposal shown in
Attachment 27 for Review and Comment Ballot to this Committee for 4 weeks. Please see Item
9.9.6 for all future discussion on the definition of best engineering practice.
May 2012: There was no report on 02-3387.
October 2012: This item was not addressed at the meeting; the Task Group is asked to review
Attachment 27 and prepare responses to the ballot comments for discussion at the next meeting.
January 2013: Mr. Kalgren reported that this item is pending the definition for sound
engineering practice, Record 12-135, which will be sent for Recirculation Ballot.
May 2013: This item is pending approval of the definition for sound engineering practice in Item
9.9.2, Record 12-135.
January 2014: No report. Work will resume on this item when the definition of best
engineering practice is approved.
May 2014: The definition of best engineering practice in Record 12-135 was approved at the
January 2014 meeting of the A17 Standards Committee. Mr. Kalgren is asked to resume work on
this item.
September 2014: No Report. Mr. Kalgren is asked to prepare a recommendation for discussion at
the next meeting.
January 2015: Mr. Kalgren advised that he would draft rationale for closure of this item.
May 2015: Mr. Kalgren advised that there is no report for this meeting.
October 2015: Mr. Kalgren will prepare a report for next meeting.
January/May 2016: No report.
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8.7.2 Study on Guide Rails - Attachment 28 (a-c)
May 2008: Mr. Gibson explained the historical interest in reviewing guide rail structures by more
contemporary structural analysis and invited committee input, principally from the manufacturers.
September 2008 May 2009: This item was not discussed.
September 2009: G.W. Gibson assigned Mr. Walker to this item.
From Discussion of Structural Design Study.

(1) Guide rails Long term study
TG: Jeff Walker (Chair), Randy Leckman
{Secretarys Note: See TR 97-69.}
January 2010: Mr. Walker advised that he would have a report ready to present at the May 2010
meeting.
May 2010: Mr. Walker presented the PowerPoint shown in Attachment 28a. Mr. Walker was
requested to submit the report and hand written derivations for inclusion in the Minutes. See
Attachments 28b & 28c.
It was noted that WG2 will be reporting at the International Standards Committee meeting this
week. Anyone interested in guide rails was welcomed to attend the meeting.
September 2010: Mr. Walker reviewed the last slide in Attachment 28a with the Committee,
and asked the Committee for some direction on this item. See below.
ACTION ITEMS:
Determine the range of values for e column
Determine the retardations to be used on the guide rail loading.
November 2010: This item was not discussed. Mr. Walker is asked to report at the next meeting.
January 2011: Mr. Walker advised that he is still working on this item.
May 2011: Mr. Walker reported that he will prepare something for January 2012.
January/May/October 2012: Mr. Walker advised that there is no report at this time.
January 2013: Mr. Walker reported that the work is close to being completed.
May 2013 May 2016: No report.
September 2016 Discussion: Mr. Walker is asked to report.
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8.7.3 Record 11-1859 A17.1 Requirements 2.23.9 and 2.23.10 - Attachment 29
Task Group: Messrs. Kalgren (Leader), Rehman, Shelton, Simpkins and Walker
September 2011: This item was opened due to Inquiry 10-808, see Item 7.1. Mr. Kalgren
submitted the proposal shown in Attachment 29. It was noted that a record would be opened and
the Task Group would also review A17.1 Requirement 2.23.9.1.
January 2012: Mr. Kalgren reported that Mr. Rehman submitted more information for his
review. Mr. Kalgren advised that he would prepare a report for the May 2012 meeting.
May 2012: Mr. Kalgren advised that there is no report for this meeting. He will report at the
October 2012 meeting.
January 2013: Mr. Kalgren advised that there is no report for this meeting. Mr. Kalgren also
advised that he would work with Messrs. Rehman and Walker to prepare a report for the next
meeting.
May 2013: Mr. Kalgren advised that there was no report at this time.
September 2013: Mr. Kalgren advised that there is no report at this time. Mr. Kalgren is asked to
reach out to Mr. Rehman to see if he is still available to collaborate on this item. If he is not, Mr.
Kalgren is asked to suggest a replacement.
January 2014: Mr. Kalgren advised that Mr. Rehman does want to remain involved on this item.
September 2014: Mr. Kalgren is asked to prepare a recommendation for discussion at the next
meeting.
January 2015: Mr. Kalgren advised that he will report at the next meeting.
January 2016: The Project Team is asked to prepare a report for the next meeting.
May 2016: It was advised that the Project Team will address this at their next meeting, scheduled
for November in the Phoenix, AZ area.
8.7.4 Long Range Study on Capacity and Loading - Attachment 30
Background: This item was opened as a result of Record 02-03390 (TR 94-04). See Item 8.6.1.
At the September 2002 meeting, Mr. Gibson stated that the Committee needs to conduct a study
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on capacity and loading; there has not been one since the 1950s. See September 2009 Minutes
for further background.
September 2007 - May 2009: This item was not discussed.
September 2009: This item was not discussed. Mr. Gibson noted that he will present a report to
the MDC, based on the work he has done for the ISO.
January 2010: Mr. Gibson was not present. It was noted that Mr. Gibson is requested to prepare
a paper on loading showing some contemporary passenger loading information and Mr. Bialy is
requested to look for ISO values on body weights.
Mr. Simpkins noted that the MDC should consider a category of service elevators that are
passenger style (current requirements are not clean).
May/September/November 2010, January/March 2011: This item was not discussed.
May 2011: Mr. Gibson advised he will send the Committee his paper on this subject.
September 2011: Mr. Gibson was not present at the meeting.
January 2012: Mr. Gibson will report at the May 2012 meeting.
January 2013: Mr. Gibson reported that he would distribute the draft papers that were used for
the ISO document on capacity.
May 2013: Mr. Gibson is currently working on the draft papers for this Committees review
regarding ISO TR 11071-2.
September 2013 January 2016: No Report.
May 2016: It was advised that the Project Team will address this at their next meeting, scheduled
for November in the Phoenix, AZ area.
8.8 SIGNAGE
Messrs. Kalgren and Koshak have been assigned to the Signage Task Group. They are requested to
look at the outstanding issues we have on signs in the Minutes; this includes class a, b, and c loading.
The Task Group will also be responsible for signage and any proposals to change signs.
{Secretarys Note: At the January 2009 Standards Committee meeting the following was noted:
The Ad Hoc Committee has responded to comments from previous ballots and a subsequent
Letter Ballot will now be issued. In addition, a matrix has been developed that will be forwarded
to Working Committees for information}.
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8.8.1 Record 10-967 Signs Required (TR 94-04 and TN 02-3390) - Attachment 31
Task Group: Messrs. Baker, Kalgren, Koshak (Leader) and Simpkins
Background: See Minutes from September 2009 meeting for further history.
January 2009: The Committee reviewed the Task Groups proposal shown in Attachment 24a of
the January 2015 Minutes. It was requested that a sample mark-up be developed for additional
Committee review at the next meeting.
September 2009: Mr. Koshak presented the proposal shown in Attachment 24a of the January
2015 Minutes.
Mr. Gibson invited Mr. Filippone to sit in on the meeting during discussion of signage. It was
noted that more performance-based language should be written for the permanent data plate
requirements. Mr. Koshak noted that he will continue to work on this proposal.
It was noted that the MDC will wait for direction from the A17 Standards Committee on how
they would like to see the report from the Ad Hoc Committee to be used.
January 2010: It was noted that the Standards Committee discussed this item at their September
2009 meeting. The MDC is still waiting for instruction from the Standards Committee.
May 2010: See Attachment 24c of the January 2015 Minutes for the Ad Hoc Committee on
Signage report.
Mr. Koshak reported on his proposal Attachment 24a of the January 2015 Minutes. It was moved,
seconded, and VOTED to send the proposal shown in Attachment 24a of the January 2015
Minutes for Review and Comment Ballot to this Committee concurrently with Mr. FIlippones
Ad Hoc Committee.
September 2010: The proposal shown in Attachment 24a of the January 2015 Minutes was sent
to this Committee for Review and Comment. As a result, 3 comments were received.
The Task Group was asked to review the ballot results, prepare responses and, if necessary, revise
the proposal for discussion at the meeting.
November 2010: Prior to the meeting, Mr. Koshak submitted the proposed responses to the ballot
comments and revised proposal. The Committee is asked to Review and Comment.
January 2011: Mr. Koshak submitted the revised proposal and it was moved, seconded, and
VOTED to send the proposal shown in Attachment 24a of the January 2015 Minutes for First
March 2011: This item was out for Ballot 11-346.

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May 2011: The proposal shown in Attachment 24a of the January 2015 Minutes was sent for
First Consideration Ballot. As a result, it received 6 Standards Committee disapproved votes. The
Task Group was asked to address the ballot results.
At the meeting, Mr. Koshak presented the responses and revised proposal shown in Attachment
24a of the January 2015 Minutes. It was moved, seconded, and VOTED to approve the responses
shown in Attachment 24a of the January 2015 Minutes and to send the revised proposal for First
September 2011: The proposal shown in Attachment 24a of the January 2015 Minutes was sent
for First Consideration Ballot. As a result, it received 8 Standards Committee disapproved votes.
The Task Group was asked to address the ballot results.
Mr. Koshak reported that there seemed to be a lack of consensus. The general feeling was that
individual Committees should not change individual requirements in this area.
It was noted that this item will be retained on the Agenda until further notice.
Mr. Bialy advised that he would ask the A17 Standards Committee for further direction on this
item.
January 2011: At the meeting, Mr. Koshak gave background on this item and it was noted that
the summary shown in Attachment 24b of the January 2015 Minutes should be reviewed. The
Committee reviewed the summary and revised the proposal accordingly.
It was moved, seconded, and VOTED to respond to the comments with the statement below and
to send the revised proposal shown in Attachment 24a of the January 2015 Minutes for First
Response to comments: Based on Standards Committee direction for uniform guidelines

for signs agreed at the September 2011 meeting, the proposal has been revised.
May 2012: The proposal shown in Attachment 24a of the January 2015 Minutes was sent for
First Consideration Ballot. As a result, it received 6 Standards Committee disapproved votes.
October 2012: It was noted that the Minutes were incorrect; this item was not voted on at the
May 2012 meeting, and therefore it was not sent for ballot. The Committee was asked to review
Attachment 24a of the January 2015 Minutes.
At the meeting, Mr. Koshak presented the proposed responses and revised proposal shown in
Attachment 24a of the January 2015 Minutes. The Committee reviewed and revised the responses
and proposal. It was moved, seconded, and VOTED to approve the responses and to send this
item for First Consideration Ballot.
January 2013: The proposal shown in Attachment 24a of the January 2015 Minutes was sent for
First Consideration Ballot. Ballot 12-2760 was closed January 8, 2013, with 9 disapproved votes.
The Task Group is asked to respond to the ballot comments.
May 2013: Mr. Koshak presented proposed responses and the revised proposal shown in
Attachment 24a of the January 2015 Minutes. It was moved, seconded, and VOTED to approve
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the proposed responses and to send the revised proposal (when complete) for First Consideration
Ballot with concurrent Review and Comment to the A17 MDC and A17 Hydraulic Committee.
September 2013: Mr. Koshak was not present at the meeting. No report.
January 2014: Mr. Koshak advised that he would submit the revised proposal. This item will be
sent for ballot when the revised proposal is received.
May 2014: Mr. Koshak advised that he would prepare the revised proposal for discussion at the
next meeting.
September 2014: Mr. Koshak was not present.
May 2015: The proposal shown in Attachment 24a from the January 2016 Minutes was sent for
Ballot 12-2660. As a result, the proposal received 9 disapproved votes.
Prior to this meeting, Mr. Koshak submitted revised responses to a previous Ballot 12-2660, and a
revised proposal based on those responses; see Attachment 24b from the October 2015 Minutes.
Mr. Koshak is asked to report.
It was noted that the Project Team will work on the most recent ballot comments for the next
meeting.
October 2015: It was moved, seconded, and VOTED to approve the responses to the ballot
comments and send this item for new First Consideration Ballot.
Attachment 24b from the October 2015 Minutes will be removed from the next Agenda, since it is
redundant to what is already included within Attachment 24a from the January 2016 Minutes.
January 2016: Record 10-967 was sent for First Consideration Ballot 15-3144. As a result, the
proposal received 4 disapproved votes; see Attachment 24a from the January 2016 Minute. The
Project Team was asked to address the ballot results for discussion at the meeting.
Responses to the ballot comments were developed at the meeting and it was moved, seconded and
VOTED to approve the responses and send this item for a 4-week First Consideration Ballot.
May 2016: The proposal shown in Attachment 31 was sent for First Consideration Ballot 16-
493. As a result, it received 4 Standards Committee disapproved votes.
Mr. Koshak prepared proposed responses. It was moved, seconded, and VOTED to approve the
responses to the ballot comments, reaffirm the proposal, and send this item for a Recirculation
Ballot.
September 2016 Discussion: Record 10-967 was sent for Recirculation Ballot 16-493RC1. As a
result this item is Standards Committee approved and will be removed from the next agenda, see
Attachment 31.
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8.8.2 Record 16-454 A17.1, Requirement 5.2.1.16.2 - Attachment 32
Background: During their January 11, 2016 meeting, the A17 LULA Committee agreed with the
recommendations proposed by this Committee for Requirements 5.2.1.16.2, shown in
Attachment 32, and it was requested that this Committee send the change for First Consideration
Ballot.
It was recommended that this new revision be added to the revision shown in 15-2590 so that
there is no confusion as to where this change came from.
It was noted that a new record will be opened and the change to 5.2.1.16.2. It was moved,
seconded and VOTED to send the change for First Consideration.
493. As a result, it received 1 Standards Committee disapproved vote. The Committee is asked to
review the ballot comments for discussion at the meeting.
The Committee reviewed the ballot comments, prepared responses, and revised the rationale. It
was moved, seconded, and VOTED to approve the responses and to send the reaffirmed proposal
with revised rationale for Recirculation Ballot.
September 2016 Discussion: This item was sent for recirculation ballot 16-493RC1. As a result
the ballot closed with 2 standards committee disapproved votes, and two new comments. The
Committee is asked to review the ballot comments for discussion at the meeting.
8.9 MISCELLANEOUS ITEMS
8.9.1 Record 09-1764 A17.1, Section 9 Reference Codes, Standards, and Specifications -
Attachment 33
Task Group: Messrs. Kalgren and Turner
Background: The A17 Standards Committee Secretary, Ms. Burdeshaw has advised the A17
Committee Secretaries that the following instructions with regard to updating Section 9
references:
A discussion item should be opened within all your Agendas to update the references and review
each of the referenced standards and decide whether or not "latest edition" is satisfactory, per
CSP 9(h)(2)(ii) or if a specific edition is necessary. Each Working Committee Chair should
assign a Project Team of a few individuals to conduct the review of the referenced standards. This
should be maintained as an ongoing item on your Agendas so that referenced dates may be
updated when a standard is updated. Each Working Committee should submit confirmation of the
content of references made within their sections and any changes that should be made so that they
can be approved accordingly.
The requested cross-reference matrix for the Mechanical Design Committee is shown in
Attachment 33.
See September 2009 Minutes for further background information.

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September 2009: Mr. Schadrack advised that he and Mr. Bolen would not be able to attend this
meeting; however it is advised that Attachment 33 in the Agenda should still be good. It is
requested that the Committee review this item in their absence.
The A17 MDC agreed to send this item for Review and Comment Ballot to this Committee. Mr.
Simpkins will review the results of the ballot when it is returned.
January 2010: The proposal shown in Attachment 33 was sent to the MDC for Review and
Comment Ballot. As a result, it received 1 comment.
The Task Group was asked to review the ballot comment, prepare a proposed response and if
necessary revise the proposal for discussion at the meeting.
It was advised that this item is on hold until the resolution of Record 02-3387, at which time the
proposal will be revised to delete all references to 2.15.6 and all subordinate requirements from
the proposal.
May/September/November 2010, January/March/May 2011: This item was not discussed.
September 2011: On hold for the resolution of Record 02-3387, see Item 9.7.1.
Mr. Turner is asked to review the list shown in Attachment 33 and determine which editions
should be referenced for the next meeting.
January 2012: Mr. Turner advised that he would report at the May 2012 meeting.
May/October 2012: There was no report.
January 2013: Mr. Turner reported that he needs to take the 2013 edition into consideration to
continue his work.
May 2013: Mr. Turner advised that he will update this item when the 2013 edition has been
published.
September 2013: No Report.
January 2014: Mr. Turner advised that he will prepare a report for the next meeting.
May 2014: Mr. Turner was asked to report. This item was not discussed.
January 2015: Mr. Turner is asked to review this item and prepare a report for the next meeting.
May 2015: No Report.
October 2015: Mr. Turner requested guidance on how to mark up this proposal regarding the
acronyms, when there is a newer edition listed in the Latest Edition column.
January 2016: Mr. Turner reported that he is still monitoring this item and Mr. Kalgren is still
working on closing out 02-3887.
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May 2016: This item is still on hold.
September 2016 Discussion: Mr. Turner is asked to report.
8.9.2 Record 14-2015 SIL Table 2.26.4.3.2. Ref. Requirement 2.18.7.2 & 2.26.4.3 Attachment 34
(a-b)
Project Team: Horne, Koshak, Turner
January 2015: At the meeting, this item was submitted by the A17 Electrical Committee; see
Attachment 34a.
This Committee reviewed the proposed revision and it was moved, seconded, and VOTED to
open a new record to investigate the suitability of a PESSRAL device with a corresponding SIL
rating as an alternative to the requirements of 2.18.7.2.
The A17 Electrical Committee will be asked to volunteer members for this effort.
May 2015: Following the January 2015 meeting, the A17 Electrical Committee requested that
this Committee accept ownership of this item; see Attachment 34b.
It was requested that the Secretary send a note to the A17 Electrical Committee asking for
volunteers to participate on a joint Project Team for this item.
October 2015: Following the last meeting, a request was sent to the A17 Electrical Committee
for volunteers for this Project Team. Mr. Ramcharran advised that he would add this request to
the Agenda for the October 2015 meeting.
This item is on hold for response for the A17 Electrical Committee.
January 2016: This item is still on hold.
May 2016: Mr. Horne is asked to follow up with Mr. Blackaby on the status of this item.
8.9.3 15-397 Alternative Testing
Project Team: Koshak, Walker
January 2015: It was moved, seconded, and VOTED to open a record for alternative testing of
emergency braking system and ETSL.
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October 2015, January 2016: This item is on hold.
September 2016 Discussion: The project team is asked to report.
8.9.4 Record 15-86 Proposed A17.1 8.6.11.15 Examination After Shutdown Due to a Residual
Strength Detection Means" - Attachment 35
SMTG September 2014: Mr. Kalgren volunteered to investigate this issue.
SMTG December 2014: Mr. Kalgren is asked to report.
January 2015: It was moved, seconded, and VOTED to send the proposal shown in Attachment
35 for First Consideration Ballot with concurrent Review and Comment to the A17 Electrical,
A17 MDC, and A17 MRR Committees.
1212, which is scheduled to close 6/16/2015.
October 2015: It was noted that the results of ballot 15-1212 were not in the Agenda for this
meeting. Mr. Kalgren is asked to address the ballot results for the next meeting.
January 2016: No report. Mr. Kalgren is asked to address the ballot results for the next meeting.
May 2016: Mr. Kalgren is asked to address the ballot comments for the next meeting.
8.9.5 Standard Average Weight of Humans - Attachment 36
January 2016: At the October 2015 meeting, Mr. Koshak requested that the standard average
passenger weights provided in the FAA AC 120-27E be considered for inclusion in A17.1, Non-
mandatory Appendix D. See Attachment 36.
May 2016: It was advised that Mr. Bialy will tie this item with the ISO WG4 item.
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8.10 ENTRANCE EQUIPMENT (Include Toe-guards and Entrances, Doors)
Task Group: Messrs. Kalgren (TGL), Walker, Lamb, Draft, Boucher, Kremer, Horne,
Kaspersma, Casstillo
Background: At the January 2009 meeting, the Committee agreed to open a new item to address
Entrance Equipment (include toe guards and entrances, doors).
May 2013: It was noted that the Task Group met Monday May 6, 2013 and discussed the path
forward for the following items. It was noted that assignments were distributed and a meeting was
scheduled for Monday of September 2013 A17 Code Week.
{Secretarys Note: A meeting of this Task Group has been scheduled for November 2013 at
ASME headquarters in New York.}
January 2015: The Task Group plans to meet May 11, 2015 in conjunction with A17 Code
Week.
May 2015: A meeting is being planned for later this year, around August or September.
October 2015: The Task Group met at ASME August 25-26, 2015 to review previous work and
start drafting language. It was noted that the Hazard Assessment was revised and the previously
drafted code language was reviewed and revised.
May 2016: Mr. Kalgren reported that the project team met April 7th, 2016 to continue their work
on this item.
8.10.1 TR 98-58 Unlocking Zone Limitation/ Length of Toe Guard - Attachment 37
Background: This TR was opened during review of the comments from the First Letter Ballot
and was later combined to include a TR opened as a result of the comment on the
Reconsideration Ballot on the harmonized code Rule 203.9(b) {Item 180}. See Attachment 37.
January 2009: The Committee agreed to combine this item with Minutes Items 8.7.1 and 8.8.7
under a new topic Entrance Equipment (include toe guards and entrances, doors). See Jan 09
Minutes Item 9.4.
January 2010: The Task Group on Retractable Platform Guards is asked to review the Hazard
Analysis from the November 2003 Minutes. See also the HA from the Door Restrictor Task
Group. It was advised that a report will tentatively be given at the May 2010 meeting.
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May/September 2010: This item was not discussed. It was noted that the Task Group will be
scheduling a meeting in the near future.
November/January 2010, March/May 2011: This item was not discussed.
September 2011: It was noted that the Task Group will schedule a meeting in NYC 2012.
It was also noted that the Task Group should study the HAs, and give the MDC feedback. The
Task Group is asked to develop performance based language to deal with the toe guard length and
to develop language for deflection and force.
January 2012: Mr. Kalgren advised there is no report at this time.
May 2012: There was no report.
October 2012: No report. Mr. Kalgren is asked to prepare a report for the next meeting.
May 2013: Mr. Kalgren reported that this item has been added to the Task Group for retractable
platform guards.
September 2013 - May 2016: No report.
8.10.2 Record 06-1646 A17.1, Requirement 2.15.9.2(a), Platform Guards - Attachment 38
May 2007: The Hoistway Committee forwarded this item to the Task Group on Ascending Car
for consideration. See Attachment 38, p. 1, Item 1.
This item was not discussed at the meeting.
January - September 2008: This item was not discussed.
January 2009: The Committee agreed to combine this item with Minutes Items 8.5.3 and 8.8.7
under a new topic Entrance Equipment (include toe guards and entrances, doors). See Minutes
Item 9.4.
January 2010: It was noted that this item will be reviewed by the Retractable Platform Guard
Task Group for the performance of a Hazard Assessment.
May 2010 - May 2011: This item was not discussed.
September 2011: The Task Group will schedule a meeting in NYC for 2012.
January 2012: Mr. Kalgren advised that there is no report at this time.
May 2012 - May 2016: There was no report.
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8.10.3 Record 09-753, Telescoping or Collapsible-Type Platform Guards - Attachment 39 (a-d)
Task Group: Messrs. Kalgren (TGM), Kremer, Lamb and Walker
September 2008: In review of Inquiry 08-15 (Attachment 39a), the Committee agreed to open a
record to address requirements for telescoping or collapsible-type platform guards. A Task Group
consisting of Messrs. Kalgren (TGM), Kremer and Walker was assigned to the record.
January 2009: This item was not discussed.
May 2009: Mr. Kalgren reported that he will be gathering all information received thus far and
will compile all the documents.
It was noted that two members from Hoistway Committee have been added to the Task Group
(Messrs. Kraft and Boucher). The group will be conducting a Hazard Analysis on the issues
raised. Mr. Bialy will establish some proposed dates for a Task Group meeting.
September 2009: The Retractable Toe Guard Task Group met in New York in August 2009, at
which the Task Group performed a Hazard Analysis. Following the meeting, Mr. Kremer was
sent the Hazard Analysis and he returned comments to Mr. Kalgren. It was noted that there will
be a teleconference meeting in the future to address the comments received from Mr. Kremer.
At the meeting Mr. Bialy presented the Hazard Assessment to this Committee. A copy of the
Hazard Analysis can be distributed upon request.
January 2010: Mr. Kalgren reported that the Task Group on Retractable Platform Guards
planned to meet Monday, January 11, 2010 following the A17 MDC meeting to address the
comments and questions raised by Mr. Kremer.
It was then suggested to address the comments at the MDC meeting. The Committee reviewed
and revised the Hazard Analysis in accordance with Mr. Kremers comments.
It was noted the Task Group is still planning their next meeting to continue the work.
May 2010: No report. It was noted that a meeting will be scheduled in the near future.
Mr. Lamb has been added to this Task Group.
September 2010: Mr. Kalgren was not present at the meeting.
May 2011: Mr. Kalgren advised that there is nothing to report at this time.
September 2011: Mr. Kalgren reported that the Task Group was not able to meet since the last
meeting. Tentative plans were set to meet in NYC in 2012.
44 | P a g e
January 2012: Mr. Kalgren advised that there is no report at this time.
It was noted that this item will be re-designated 9.10.3 in future Agendas.
May 2012: Mr. Kalgren reported that the Task Group met May 7, 2012 to finalize the HA and
will be progressing to writing code language.
It was noted that the following sections of A17.1 will be affected: 2.15.9, 8.6, 8.10, and 8.11.
January 2013: Mr. Kalgren reported that the Task Group is still working on this.
May 2013: The next meeting was scheduled for Monday of September 2013 A17 Code Week.
January 2014: The Task Group met at ASME Headquarters November 6-7, 2013 to discuss the
draft language. The Task Group met January 13, 2014 to continue work on the draft language.
See Attachment 39b.
May 2014, January/May 2015: No report.
October 2015: The Task Group met August 25-26 to continue work on the draft language; see
Attachment 39c. The Task Group also met October 5th to continue their work on the draft
language. It was noted that another meeting will be scheduled before the January 2016 meeting.
January 2016: The Project Team met January 11, 2016 to continue their work, and has advised
that the next meeting will be Monday, May 2, 2016 in Palm Springs, CA.
May 2016: The Project Team met on April 7, 2016 to discuss the proposal. See Attachment 39d
for the most recent proposal. The Committee was asked to review for discussion at the May
meeting. It was advised that further work will be completed on the proposal for review at the next
meeting.
9 NEW BUSINESS
9.1 Record 16-2048, Revisions to A17.1, Requirements 2.9, 2.15, and 2.23
September 2016 Discussion: This item was opened in conjunction with Inquiries 15-2690, 15-
2952, and 16-745.The proposal found in Attachment 40 was prepared and sent for 4 week
Review and Comment Ballot 16-2704, which is scheduled to close on September 19, 2016.
45 | P a g e
9.2 Comments on Recirculation Ballot 16-493RC1 (Record 16-454)
Two new comments were received on Recirculation Ballot 16-493RC1 (Record 16-454) that fall
outside the scope of ANSI procedures, paragraph 7.2.4(e). The only change to the proposal before
sending it for a Recirculation Ballot was an editorial correction to the rationale. Please see
Attachment 31 of item 8.8.2 for the ballot comments.
10 NEXT MEETINGS
The next A17 Mechanical Design Committee meetings are scheduled for the following dates and
locations:
Week of January 9th, 2017 in Clearwater Beach, FL
11 ADJOURNMENT
The meeting is scheduled to adjourn at 5:00 pm on Tuesday, September 27, 2016.
Submitted by,
Nicole Gomez
S & C Engineer
Tel: (212) 591-8720
Fax: (212) 591-8501
E-mail: gomezn@asme.org
46 | P a g e
Attachment 1a
Page 1 of 4
L01031300 A17 Mechanical Design Committee Date Printed: 9/7/2016

As of: 09/07/2016
Page 1 of 4
Louis Bialy Earl V. Baker
Chair Member
President 5705 Hascall St
Louis Bialy & Associates LLC Omaha, NE 68106-3734
170 Madison Avenue Phone # 1(531)222-8575
San Rafael, CA 94903 earlvbaker@msn.com
Phone # 1(860)839-0961 Com. Exp. Date - 06/30/2020
lou.bialy@otis.com
Com. Exp. Date - 06/30/2017
Davis L. Turner Frank A. Belio Jr.

Vice Chair Member
President Business Representative
Davis L Turner & Assoc., LLC IUEC Local Number 18
27615 Belmonte 4636 Mission Gorge Pl Ste 204
Mission Viejo, CA 92692-3227 San Diego, CA 92120-4131
Phone # 1(949)582-1074 Phone # 1(619)280-6024 EXT1001
Fax # 1(949)582-1075 Fax # 1(619)280-2826
dlt506@aol.com iuecsand18@aol.com
Com. Exp. Date - 06/30/2017 Com. Exp. Date - 06/30/2017
Roy J. Walker Adam M. Culver, PE

Vice Chair Member
Chief Mechanical Engineer Principal Engineer
ThyssenKrupp Elevator Manufacturing, Inc. AMC Engineers LLC
9280 Crestwyn Hills Drive 200 County Road 141
Memphis, TN 38125 Burnet, TX 78611-4136
Phone # 1(901)261-1581 Phone # 1(512)535-6427
Fax # 1(901)261-1660 Fax # 1(866)422-1291
jeff.walker@thyssenkrupp.com adam.culver@amcengineers.com
Nicole Gomez George W. Gibson

Staff Secretary Member
S&C Engineer President
ASME George W Gibson & Associates, Inc.
MS: 6-2B 555 Deer Pass Drive
2 Park Ave Sedona, AZ 86351-7560
New York, NY 10016-5675 Phone # 1(928)284-4600
Phone # 1(212)591-8720 gwg@gwgibson.net
Fax # 1(212)591-8501 Com. Exp. Date - 06/30/2021
gomezn@asme.org
Com. Exp. Date - 06/30/2049
Attachment 1a
Page 2 of 4

As of: 09/07/2016
Page 2 of 4
Bruce Horne Rob Kremer, PE
Member Member
System Engineering Manager Engineering Manager
Otis Elevator Elevating and Amusement Devices
1 Farm Springs 345 Carlingview Drive
Farmington, CT 06032 Toronto ON M9W 6N9
Phone # 1(860)676-5335 Canada
Fax # 1(860)998-3429 Phone # 1 (416) 734-3344
bruce.horne@otis.com Fax # 1 (416) 231-7525
Com. Exp. Date - 06/30/2021 rkremer@tssa.org
Com. Exp. Date - 06/30/2021
Dennis A. Kalgren Miles P. Lamb, PE

Member Member
Manager, Codes and Standards Chief Engineer
KONE Scindler Elevator Corporation
450 Century Parkway 20 Whippany Rd
Suite 300 Morristown, NJ 07960-4524
Allen, TX 75013 Phone # 1(973)397-6214
Phone # 1(469)854-8842 Fax # 1(973)397-6141
Fax # 1(214)383-1216 miles.lamb@us.schindler.com
dennis.kalgren@kone.com Com. Exp. Date - 06/30/2019
Com. Exp. Date - 06/30/2021
Robert E. Kaspersma Martin Rhiner

Member Member
Senior Specialist VP Engineering and Quality
Liftinstituut Brugg Wire Rope Llc
Verbindingsweg 18a 1801 Parrish Dr
1771 BC Wieringerwerf PO Box 551
Netherlands Rome, GA 30161-9574
Phone # 31622752670 Phone # 1(706)314-2982
kaspersma.robert@liftinstituut.com Fax # 1(706)235-6035
Com. Exp. Date - 06/30/2021 rhiner.martin@brugg.com
Com. Exp. Date - 06/30/2018
John Koshak Anthony J. Shelton

Member Member
Consultant Senior Chief Design Engineer, KTI North America/Senior Mechanical Engineer
Elevator Safety Solutions, LLC KONE Americas
2869 Bayhill Woods Cv 450 Century Parkway
Collierville, TN 38017-9021 Suite 300
Phone # 1(619)726-1419 Allen, TX 75013
Fax # 1(901)414-0175 Phone # 1(469)854-8763
john@elvssl.com tony.shelton@kone.com
Attachment 1a
Page 3 of 4

As of: 09/07/2016
Page 3 of 4
Harry Simpkins Kim Konyar
Member Contributing Member
Consultant Product Engineer
Thyssenkrupp Elevator Wirerope Works, Inc.
3067 Autumn Gold Lane 100 Maynard Street
Memphis, TN 38119-9141 Williamsport, PA 17701-5809
Phone # 1(901)652-1773 Phone # 1(570)327-4251
harry.simpkins@thyssenkrupp.com Fax # 1(570)327-4274
Com. Exp. Date - 06/30/2019 k.konyar@wireropeworks.com
Com. Exp. Date - 06/30/2020
Dan L. Barker Weiping Ouyang

Contributing Member Contributing Member
State of California - Elevator Unit Engineer
7575 Metropolitan Dr Ste 203 Shanghai Institute of Special Equipment Inspection and Technical Research (SSE
San Diego, CA 92108-4424 NO.399, North Nujiang Road
Phone # 1(619)767-2050 Shanghai 200333
Fax # 1(619)767-2058 China
dlbarker@dir.ca.gov Phone # 8602132584758
Com. Exp. Date - 06/30/2017 Fax # 8602132584760
ouyangwp@ssei.cn
Com. Exp. Date - 06/30/2020
Ronald E. Creak Aziz Rehman

Principal Consultant Code Consultant
Creak, Moskal & Associates, LLC Schindler Elevator Corp.
3904 Woodmont Park Lane 20 Whippany Rd
Louisville, KY 40245-8426 Morristown, NJ 07960-4539
Phone # 1(502)241-8797 Phone # 1(973)397-3678
rcreak@creak-moskal.com Fax # 1(937)397-3619
Com. Exp. Date - 06/30/2019 aziz.rehman@us.schindler.com
Com. Exp. Date - 06/30/2017
Howard S. Frank Hao Wu

Wire Rope/Suspension Consultant Senior Engineer
9525 E Rocky Lake Dr Shanghai Institute of Special Equipment Inspection and Technical Research (SSE
Sun Lakes, AZ 85248-7428 No.399, North Nujiang Road
Phone # 1(480)895-6591 Shanghai 200333
Fax # 1(480)895-6591 China
howie6836@msn.com Phone # 8602132584742
Com. Exp. Date - 06/30/2020 Fax # 8602132584741
wuhao@ssei.cn
Com. Exp. Date - 06/30/2020
Attachment 1a
Page 4 of 4

As of: 09/07/2016
Page 4 of 4
Steven P. Wurth
Contributing Member
President
Wurtec Inc.
6200 Brent Dr
Toledo, OH 43611-1081
Phone # 1(419)726-1066
Fax # 1(419)729-5764
steve@wurtec.com
Com. Exp. Date - 06/30/2018
David (Scott) S. Boucher, PE

Alternate
Project Manager
KONE Inc
450 Century Parkway
Suite 300
Allen, TX 75013
Phone # 1(469)854-8826
scott.boucher@kone.com
Com. Exp. Date - 06/30/2017
Alternate to: Anthony J. Shelton
Scott Conrey
Alternate
Eingineer
Schindler
1578 Sussex Turnpike
Randolph, NJ 07869
Phone # (973) 903-3319
scott.conrey@us.schindler.com
Com. Exp. Date - 06/30/2019
Alternate to: Miles P. Lamb, PE
Randy K. Leckman
Alternate
Senior Mechanical Engineer
1500 Otis Way
Florence, SC 29501-1116
Phone # 1(843)432-4286
randy.leckman@otis.com
Com. Exp. Date - 06/30/2021
Alternate to: Bruce Horne
Total Number of Members: 28

Attachment 1b
Page 1 of 1
A17MechanicalDesignCommitteeAttendanceRecord
Meeting Dates
Members 05/16 01/16 10/15 05/15 01/15 09/14 05/14 01/14 09/13 05/13 01/13
Earl Baker X X X X X X X X X X X
Frank Belio X X X X X X X X X X
Louis Bialy X X X X X X X X X X X
(alt. P. Winey)
Adam Culver X X - - - - - - - - -
George Gibson X X X
Bruce Horne X X X X X X X X X X X
Dennis Kalgren X X X X X X X X X X X
(alt. R. Leckman) X
Robert Kaspersma X X X X X X X X X
Virginia King X X
John Koshak X X X X X R X X X X
Rob Kremer X X X X X X X X X X X
Miles Lamb X X X X X X X X X X X
(alt. S. Conrey) X X X X X X X
Martin Rhiner X X X X X X X X X
Tony Shelton X X X R X X
(alt. David Boucher) X
Harry Simpkins X X X X X X X X X
Davis Turner X X X X X X X X X
Jeff Walker X X X X X X
(alt. W. Schadrack)
Contributing Members
Dan Barker X
Ronald Creak
Howard Frank X
Kim Konyar
Weiping Ouyang
Aziz Rehman
Hoa Wu
Steven Wurth
Key: X = Present
A = Alternate
R = Representative
N/A = Not a member at the time
Attachment 2
Page 1 of 3
Record 16-1667
Record 16-1667
Proposal for Review and Comment Ballot 16-2282
Revisions to support intent interpretation requests 15-2690 & 15-2952
Revise A17.1 as follows:
2.9.3.5 Bolts Made of Steel. Bolts made of steel used to comply with the requirements of 2.9.3.2.1,
2.9.3.3.3, and 2.9.3.4.2 having a greater strength than specified by ASTM A307 shall be permitted,
provided that the maximum allowable stresses increased proportionally based on the ratio of the
ultimate strengths. Elongation shall conform to the requirements of the corresponding
ASTM specification.
2.15.6.2.2 Rivets, Bolts, and Rods. Steel used for rivets, bolts, and rods shall conform to the
following specifications:
(a) ASTM A502, Rivets
(b) ASTM A307, Bolts and Rods (See also 2.9.3.5.)
2.23.2.1 Requirements for Steel, Where Used

(a) Rails, brackets, fishplates, and rail clips shall be made of open-hearth steel, or its
equivalent, having a tensile strength of not less than 380 MPa (55,000 psi) and having an elongation
of not less than 22% in a length of 50 mm (2 in.) when measured in accordance with ASTM E8.
(b) Bolts shall conform to ASTM A307. (See also 2.9.3.5.)
(c) Rivets shall conform to ASTM A502.
(d) Maximum permissible stresses and deflections shall conform to 2.23.5.
2.23.9.2 Bracket Fastenings

2.23.9.2.1 Guide-rail brackets shall be secured to their supporting structure by one of the following
means:
(a) by bolts or ,rivets, lag bolts or masonry wedge anchors post-installed wedge anchors used
in masonry or concrete
(b) by using clip fastenings to mount brackets to the building structure, provided that
(1) the friction force of such clips has a minimum factor of safety of 10
(2) an additional means, having a safety factor of not less than 5, of resisting
horizontal shear is incorporated
(c) by welding conforming to 8.8
2.23.9.2.2 Fastening bolts and bolt holes in brackets and their supporting beams shall conform to
2.23.10. Bolts and lag bolts used to secure brackets to supporting structure shall conform to ASTM
A307, and be of sufficient size and number to withstand the applicable load conditions specified in
2.23.5.2. Based on these loads, total tension in support bolts shall not exceed 85 MPa (12,000 psi) of
net section, and the total shear in bolts and rivets shall not exceed 60 MPa (9,000 psi) of actual area in
the shear plane. (See also 2.9.3.5.)
2.23.9.4 Post-installed wedge anchors used in masonry or concrete for securing brackets to supporting
structure shall be designed and applied per anchor manufacturers allowable working loads based on
ICC-ES-AC193 Acceptance Criteria for Post-Installed Mechanical Anchors as recognized in IBC
2012 chapter 1909.
2.23.10 Fastening of Guide Rails to Rail Brackets
2.23.10.1 Type of Fastenings. Guide rails shall be secured to their brackets by clips, welds, or bolts.
Bolts used for fastening shall be of such strength as to withstand the forces specified in 2.23.5.2 and
2.23.9.1.
1|P age
Attachment 2
Page 2 of 3
Record 16-1667
Welding, where used, shall conform to 8.8.
2.23.10.2 Size of Bolts for Fastening. The size of bolts used for fastening the guide rails or rail clips
to the brackets shall be not less than specified in Table 2.23.10.2. Bolts used to secure rails to brackets
shall conform to ASTM A307, and be of sufficient size and number to withstand the applicable load
conditions specified in 2.23.5.2. Based on these loads, total tension in support bolts shall not exceed
85 MPa (12,000 psi) of net section, and the total shear in bolts and rivets shall not exceed 60 MPa
(9,000 psi) of actual area in the shear plane. (See also 2.9.3.5.)
Table 2.23.10.2 Minimum Size of Rail-Fastening Bolts
Table of Contents
2.23.10.2 Minimum Size of Rail-Fastening Bolts . . . . . . . . . . . . . . . . . . . . . . 104
Rationale
The above changes to 2.9 and 2.23 address the restrictive and outdated fastener requirements with
equivalent corrective language accepted in other sections of the code.
2|P age
Attachment 2
Page 3 of 3
Record 16-1667
Results for Review and Comment Ballot 16-2282
Ballot#: 16-2282
Ballot Level: Standards Committee
Date Opened: 07/31/2016
Date Closed: 08/19/2016
Comments: 1 SheltonA
Comments Responses
SheltonA (Comment)
Date Posted: 07/21/16
2.9.3.5 - the last sentence seems to exclude ISO
standard bolts and I don't think that was the intent.
We should be inclusive of other global standards.
2.23.9.2.1(a) and 2.23.9.4 - remove the word

"wedge". This will permit the use of other types of
post-installed anchors such as adhesive or epoxy.
That will also better align the language with ASCE
7.
3|P age
Attachment 3
Page 1 of 2
December 28, 2015

Request for Interpretation
From: Kevin Brinkman on behalf of a NEII company
Inquiry on A17.1-2000 to 2013(Also A17.1 1986-2000)

Requirements 2.9.3 (105.3), 2.23.9.2 (200.9b), and 2.23.10. (200.10) fastening.
Background: Anchoring of machine and sheaves and fastening guide rails and brackets to building
structural components are specified in A17.1 to specific requirements. For example, requirement 2.9.3
provides specific requirements that bolts conform to ASTM A 307, requirements 2.23.9.2.1 and 2.23.10.1
specify the types of fastening to be used, e.g. rivets, clips, welds, or bolts, and requirement 2.23.10.2
specifies specific bolt sizes. These requirements have not changed for decades and appear to not have
been kept in sync with advances sound engineering practice with alternative standards, methods and
materials over the years.
For example, there are equality or more capable anchoring and fastening methods and materials
designed to comply with ASTM or other international standards, or for example with materials of a higher
grade and strength, that would be considered acceptable for sound engineering practice in modern
building design, and which can be found to be in use for many years. In researching interpretations on
these requirements, Inquiry 95-32 (attached) discusses rail bracket attachments and the diameter of bolt
holes under Rule 200.10. In the committee answer, the committee makes a qualifying remark about
design alternatives and sound engineering practice, despite the restrictive code requirement.
Inquiry: 95-32 Edition: A17.1-1993

Question: Recently we designed a rail bracket attachment for an elevator installation where minimizing sound
propagation was of critical importance. In trying to avoid metal to metal contact, the design employed a bushing, or
sleeve around the bolt that holds the bracket to the building support steel. (See Fig. 95-32.) Does such a design
violate Rule 200.10~ which states "The diameter of holes or the width of slots for fastening bolts shall not exceed the
diameter of the bolts by more than '/I6 in."
Does the Code only consider the diameter of the bolt or is the diameter of the bolt/bushing combination critical for
compliance with this Rule? Is the gap between the bolt and the hole all that is important or is the cumulative gap
between the bolt, the bushing, and the hole also relevant?
Answer: Rules 200.9(a)(l) and (2) specify the structural performance requirements for the guide rail bracket and
support system. Where bolts are used to secure the rail brackets to the supporting structure of the building, Rule
200.9b requires that the fastening bolts and holes in the component parts conform to Rule 200.10. For each of the
guide rails listed, Table 200.10b specifies the minimum bolt diameter to be used in the connection between the rail
brackets and supporting structure.
Rule 200.10~ limits the oversize of the bolt hole in the structural components to
'/I6 in. The intent of this tolerance is to ensure a reasonable degree of load-sharing in the connection, to maintain the
relative alignment of the guide rails since the stopping performance of the safeties could be adversely affected and to
control the amount of encroachment on critical horizontal running clearances between the car and hoistway.
Rule 200.10 does not specifically address structural connections arranged with elastic components. Notwithstanding,
sound engineering practice requires that the design of alternative mechanical fastenings in the guide rail bracket-to-
building supports system be done in such a manner as to effectively transfer the loads through the connections within
the allowable stresses and deflections while maintaining the accuracy of rail alignment consistent with the intent
stated above. The loads include those induced at loading, running, and safety application and those caused by
support movement, if applicable.
A17 Committee Approval: January 17, 1996

Attachment 3
Page 2 of 2
New Request for Interpretation: A17.1-2000 to 2013(Also A17.1 1986-2000)
Requirements 2.9.3 (105.3), 2.23.9.2 (200.9b), and 2.23.10. (200.10) fastening.
Questions:
1) a) Is it the intent of 2.9.3 that bolts must confirm only to ASTM A 307?
b) Are other equally relevant alternative standards permitted to be utilized for sound engineering
design?
2) a) Is it the intent of 2.23.9.2.1 that guide-rail brackets are to be secured to the building structure
only with bolts, rivets, clip fastenings or welds?
b) Are equally capable alternative methods permitted to be utilized for sound engineering design?
3) a) Is it the intent of 2.23.10.1 that guide-rails are only permitted to be secured to their brackets by
clips, welds, or bolts?
b) Are equally capable alternative methods permitted to be utilized for sound engineering design?
4) Is it the intent of 2.23.10.2 that the size of bolts for fastening be limited only to the sizes specified
in Table 2.23.10.2, irrespective of the bolt quality, grade and strength that would otherwise also
provide a sound engineering design?
Proposed Answer: No. A TN is open to address this code section.
Proposed Answers:
1a: Proposed Answer: No.

1b: Proposed Answer: Yes.
4: Proposed Answer: No.
4/21/2016 C&SConnectView16745InterpretationsRecordForm Attachment 4
Page 1 of 3
C&SConnect

C&SConnecthasbeenupdated.Clickheretofindoutmore.
ViewInterpretationsRecord#16745
*Requiredfield
A.RecordInformation
1.Record# 2.PrimaryCommitteeResponsible 3.RecordLevel 4.RecordSubType*
16745 A17WCMechanicalDesign SCProposal Interpretations
CommitteesInvolvedinThisRecord
5.Board 6.StandardsCommittee
BoardsIncluded A17
BoardonSafetyCodesandStandards
7.SubTierCommittee
None
8.RecordEstablished: 9.LastUpdatedBy: 10.LastUpdatedOn: 11.DateofIssuance:

03/21/2016 BurdeshawG 04/20/2016
B.RecordDescription
1.Subject*
StandardDesignation* Edition/Addenda* Paragraph/Fig./TableNo.*
A17.1 2004 Section2.23.2.1(b)
SubjectDescription*
Typeofboltsusedforguiderailconnections
2.ProposedQuestion(s)andReply(ies)*
Can'Grade5'asinSAEJ429boltsbeused,asalternatetoASTMA307specifiedintheSection2.23.2.1(b)?
3.Explanation*
Seebelowrequest.
C.FileAttachments
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None
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None
https://cstools.asme.org/csconnect/SearchAction.cfm?TrackingNumber=745&YearOpened=16&NoToolbar=yes 1/3
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View/ManageFileAttachments
D.ProjectAdministrativeManager
1.StaffContact
AllysonByk
byka@asme.org
1(212)5918539
2.StaffNotes
None
E.RecordCreator
F.ProjectTechnicalManager
1.ProjectManager*
Bialy,Louis
lou.bialy@otis.com
18608390961
2.ProjectManagerNotes
None
G.InquirerInformation
1.FirstName 2.LastName
Michael Ciortea
3.Company/Organization 4.Address1
DivisionoftheStatearchitect 700N.Alameda
5.Address2 6.Address3
None None
7.Country 8.State/Province/Region/County
UnitedStates California
9.Town/City 10.Zip/PostalCode
LosAngeles 90012
InquirerContactInformation
11.Phone 12.Fax
2138970314 2138970314
13.Email
michael.ciortea@dgs.ca.gov
14.BackgroundInfo:
OurAgency(DivisionoftheStateArchitect,California)usestheCaliforniaBuildingCode,whichrefersbacktoASME17forelevator
guiderails.Someoftheprojectswesee,ues'Grade5'boltsforguiderailconnectionsweneedtoconfirmiftheiruseisappropriate.
15.OriginalInquiry(ies):
Can'Grade5'asinSAEJ429boltsbeused,asalternatetoASTMA307specifiedintheSection2.23.2.1(b)?
16.ProposedReply(ies):
Yes,theyshouldbeallowedtobeusedastheyhavehigherstrengththanA307
H.AdditionalCommitteeinformation
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1.CodesAffectedbyProposedRevision 2.RelatedCommitteeRecords
None None
3.ProposalKeywords
None
4.SecondaryCommittee[s]w/RelatedActions
PendingCommittees CommitteesResponded
None None
5.Type(NuclearOnly)
None
6.CommitteeNotes
None
7.TextofCommitteeObjections(ifmadeatameeting) 8.CommitteeApprovalDate
None 01/01/1900
I.EditorInput
1.EditorAcceptanceofProposedRevisionAttachment
N/A
2.EditorialReview
(ActivatedonlyifItemLevel=BoardApproved)
Hasnotyetbeenreviewedbytheeditorforpublication
3.EditorNotes
Editor'sFieldsLastUpdatedBy:
J.LatestBallot
None
K.BallotHistory
L.ANSILevel
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A.RecordInformation
161837 A17WCElectrical SCProposal Interpretations
BoardsIncluded A17
7.SubTierCommittee
A17WCMechanicalDesign

08/04/2016 BurdeshawG 08/17/2016
B.RecordDescription
1.Subject*
A17.1 2013 2.19.1.2
SubjectDescription*
Devicetodetectascendingcaroverspeed
Question:Does2.19.1.2requirethesamedevicethatprovidesthestoppingactiontoalsodetecttheoverspeedcondition?
3.Explanation*
Pleasebeadvisedthatthequestionhasbeenmodifiedtoremoveintent.IftheCommitteefeelsthatthisisanintentinterpretation,as
peroriginalinquiryrequest,theymaymodify.Inaddition,MechanicalDesignCommitteeislistedforreviewaswell.
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1.StaffContact
GraceBolan
bolang@asme.org
1(212)5918722
2.StaffNotes
None
E.RecordCreator
1.ProjectManager*
Blackaby,Barry
barry.blackaby@otis.com
1(860)6766459
None
Brian Rausch
StateofWisconsin 141NWBarstowStreet,4thfloor
None None
UnitedStates Wisconsin
Waukesha 53188
11.Phone 12.Fax
None None
13.Email
brian.rausch@wisconsin.gov
14.BackgroundInfo:
Anelevatorhasbeenmodernizedwiththescopeoftheprojectrequiringcompliancewith2.19.Theelevatordoesnothavea
governoroverspeedswitch,tachometerorencoder.Thedeviceprovidedtomeet2.19alsodoesnothavesuchanoverspeed
detectingdeviceofitsownasrequiredby2.19.1.2(a).
Therearemanythousandsofdevices(bothaddedonandintegraltothemachine)installedtomeet2.19.1.2howeveritisunlikely
thatanyofthembothdetectandstopasstatedin2.19.1.2(a).Onedevicedetectsandanotherstops.Thisisnotarequesttoapprove,
certify,rateorendorseanyexistingdeviceto2.19.Butifthecodeisnotchangedasproposedabove,theindustrymustproduce
devicesthatdoboththedetectingandstopping.
Thiscodedescribes"Thisdevice"asthedevicethatprovidesthestoppingactiontopreventthecarfromstrikingthehoistway
overheadstructureduringascendingcaroverspeed.In2.19.1.2(a)thissamedeviceshalldetectanascendingcaroverspeed
Page 3 of 4
condition.Isittheintentofthecodetorequirethesamedevicethatprovidesthestoppingactiontoalsodetecttheoverspeed
conditionasstated?
No.
2.19.1.2firstparagraph,lastsentenceshouldstate:"Thisdeviceshall"with(2.26.2.29removed).
2.19.1.2(a)shouldstate:"respondtodetection(see2.26.2.29)ofanascendingcaroverspeedcondition...."
A17Interpretations None
3.ProposalKeywords
None
None None
5.Type(NuclearOnly)
None
6.CommitteeNotes
None
None 01/01/1900
I.EditorInput
N/A
2.EditorialReview
(ActivatedonlyifItemLevel=BoardApproved)
3.EditorNotes
J.LatestBallot
None
K.BallotHistory
1.BoardBallotHistory
None
2.StandardsCommitteeBallotHistory
None
3.SCBallotHistory
None
4.InterpretationBallotHistory
None
L.ANSILevel
NoANSIinformationisavailableatthistime
Page 4 of 4
M.PublicationsLevel
NoPublicationsLevelInformationisavailableatthistime.

Page 1 of 4
C&SConnect
*Requiredfield
A.RecordInformation
162112 A17 StdsCommProposal Interpretations
BoardsIncluded A17
7.SubTierCommittee
A17WCMechanicalDesign

08/25/2016 GomezN 08/25/2016
B.RecordDescription
1.Subject*
A17.1 A17.12010 2.23.9.2.2
SubjectDescription*
MinimumSizeofRailFasteningBolts
A17.12010,Requirements2.23.9.2.2and2.23.10:
1)DoesRequirement2.23.9.2.2alongwithitsreferenceto2.23.10,applytotheminimumsizeofrailfasteningboltsforallofthe
sectionsofrailbrackets,regardlessofthenumberofpiecesthatarailbracketiscomprisedof?(Ex.arailbracketmaybe
comprisedofonepieceofsteel,twopiecesofsteelboltedtogether,threepiecesofsteelboltedtogether,etc)
2)DoesRequirement2.23.9.2.2alongwithitsreferenceto2.23.10,applytotherailfasteningboltsthatfastenatwopiecerail
brackettooneanother?
3)Would,3/8orboltsbeadequatetoconnectmultsectionrailbracketstooneanother,where12lb.or15lb.guiderailsare
used,andiftheanswerisyes,pleaseindicatewhythiswouldbeadequate?
4)Iftheanswerto#s1,2or3isthatthecodeissilentwithregardtotheexactfasteningsinquestion,thenwhatcodesectiondoes
applytotheexactfasteningsinquestion?
5)IfRequirement2.23.9.2.2alongwithitsreferenceto2.23.10anditscontinuedreferencetoTable2.23.10.2(whereboltsize
requirementsarespecificallyoutlined)appliesonlytothefasteningpointsinarailbracketthatspecificallyconnectstheguiderailto
therailbracketandconnectstherailbrackettothebuildingstructuralsupport,canitthenbeassumedthattherequiredsizeofthese
fasteningboltsthatlieinbetweenarenotaddressedbytheA17.12010code?
3.Explanation*
ItisclearintheA17.12010thatthereareminimumrailfasteningboltsizesforthefasteningofguiderailstorailbrackets
(Requirement2.23.10).Itisalsoclearinthecodethatthereareminimumrailfasteningboltsizesforthefasteningofrailbracketsto
Page 2 of 4
buildingstructure(Requirements2.23.9.2.2alongwithitsreferenceto2.23.10).Whatisnotexactlyclearinthecode,butappearsto
becoveredby2.23.9.2.2alongwithitsreferenceto2.23.10,aretheminimumboltsizesfortheboltsthatfastenmultipiecerail
bracketstooneanother.
C.FileAttachments
1.ProposalFile
None
2.BackgroundFile
None
None
None
1.StaffContact
GeraldineBurdeshaw
burdeshawg@asme.org
1(212)5918523
2.StaffNotes
None
E.RecordCreator
1.ProjectManager*
Burdeshaw,Geraldine
burdeshawg@asme.org
1(212)5918523
None
Chalon Rein
MunicipalityofAnchorage(Alaska)ElevatorInspectors P.O.Box196650
None None
UnitedStates Alaska
Anchorage 99519
11.Phone 12.Fax Page 3 of 4
9073438369 9072497672
13.Email
reincm@muni.org
14.BackgroundInfo:
ItisclearintheA17.12010thatthereareminimumrailfasteningboltsizesforthefasteningofguiderailstorailbrackets
(Requirement2.23.10).Itisalsoclearinthecodethatthereareminimumrailfasteningboltsizesforthefasteningofrailbracketsto
buildingstructure(Requirements2.23.9.2.2alongwithitsreferenceto2.23.10).Whatisnotexactlyclearinthecode,butappearsto
becoveredby2.23.9.2.2alongwithitsreferenceto2.23.10,aretheminimumboltsizesfortheboltsthatfastenmultipiecerail
bracketstooneanother.
A17.12010,Requirements2.23.9.2.2and2.23.10:
1)DoesRequirement2.23.9.2.2alongwithitsreferenceto2.23.10,applytotheminimumsizeofrailfasteningboltsforallofthe
sectionsofrailbrackets,regardlessofthenumberofpiecesthatarailbracketiscomprisedof?(Ex.arailbracketmaybe
comprisedofonepieceofsteel,twopiecesofsteelboltedtogether,threepiecesofsteelboltedtogether,etc)
2)DoesRequirement2.23.9.2.2alongwithitsreferenceto2.23.10,applytotherailfasteningboltsthatfastenatwopiecerail
brackettooneanother?
3)Would,3/8orboltsbeadequatetoconnectmultsectionrailbracketstooneanother,where12lb.or15lb.guiderailsare
used,andiftheanswerisyes,pleaseindicatewhythiswouldbeadequate?
4)Iftheanswerto#s1,2or3isthatthecodeissilentwithregardtotheexactfasteningsinquestion,thenwhatcodesectiondoes
applytotheexactfasteningsinquestion?
5)IfRequirement2.23.9.2.2alongwithitsreferenceto2.23.10anditscontinuedreferencetoTable2.23.10.2(whereboltsize
requirementsarespecificallyoutlined)appliesonlytothefasteningpointsinarailbracketthatspecificallyconnectstheguiderailto
therailbracketandconnectstherailbrackettothebuildingstructuralsupport,canitthenbeassumedthattherequiredsizeofthese
fasteningboltsthatlieinbetweenarenotaddressedbytheA17.12010code?
None
None None
3.ProposalKeywords
None
None None
5.Type(NuclearOnly)
None
6.CommitteeNotes
None
None 01/01/1900
I.EditorInput
N/A
2.EditorialReview
(ActivatedonlyifItemLevel=BoardApproved) Page 4 of 4
3.EditorNotes
J.LatestBallot
None
K.BallotHistory
1.BoardBallotHistory
None
2.StandardsCommitteeBallotHistory
None
3.SCBallotHistory
None
4.InterpretationBallotHistory
None
L.ANSILevel
NoANSIinformationisavailableatthistime
M.PublicationsLevel
NoPublicationsLevelInformationisavailableatthistime.

Attachment 7a
Page 1 of 11
Tracking Record
Open Items / Long Term
Ballot Editorial Final
Subject Letter Ballot Recirculation Review Actions
(with Editorial)
TR 97-69 Structural Design Study
TR 98-58 Unlocking Zone Limitation/Length of Toe Guard
TR 99-13 Use of Aircraft Type Cables
TR 00-13 Shackles & Wedges
TR 00-43 Force Limitation, Horizontally Sliding Hoistway Doors
TN 01-2 Battery Lowering for Traction Elevators
TN 02-2350 Long Range Study on Safeties (TR 98-62)
TN 02-3385 A17.1, Req. 2.21.4.2 Tie Down Compensation Means (TR 97-
65)
TN 02-3387 A17.1, Section 2.15 Car Platforms (Performance LB # 10-992
Requirements) (TR 82-69) 5/13-6/25/10
8 DIS
TN 02-3389 Reference of ISO 7465 (TR 97-08)
LB #00-03
TN 02-3390 Signs Required (TR 94-04) 02/09-03/26/00
2 DIS
TN 03-794 A17.1-2000, Req. 2.17.7.1, 2.20.10.1 and 2.20.10.8 regarding
approvals by "AHJ"
TN 03-88 A17.1, Req. 2.10.9.5 Wedge Rope Socket
TN 03-802 A17.1-2000, Section 2.20, Safety of Wedge and Babbit Sockets
TN 04-1289 A17.1, Req. 2.9.4, Reference Update
TN 05-401 A17.1, Requirement 2.13.4.2.3, Door Force
TN 05-1268 A17.1, Req 2.18.7.2

Attachment 7a
Page 2 of 11
Tracking Record
(with Editorial)
TN 08-557 A17.1, Req 2.17.5.1 Type A Safeties
TN 08-557 A17.1, Req 2.17.5.1 Type A Safeties
TN 09-1761 - A17.1 2.19.3.3 Marking Plate Requirements LB #12-221

1/30-3/13/12
6 DIS
LB #12-1640
7/11- 8/27/12
5 DIS
TN 10-967 Signs Required LB 11-346

2/15/11-4/5/11
6 DIS
LB 11-1317
6/3/11-7/18/11
8 DIS
LB 12-194
1/27-3/12/12
6 DIS
LB 16-493
2/22-3/29/16
4 DIS
TN 11-1067 A17.6, Requirement 1.10.1.2.1 11-1616 11-1616RC1

7/12/11-8/5/11 7/11-8/10/12
5 DIS 3 DIS
Attachment 7a
Page 3 of 11
Tracking Record
(with Editorial)
TN 11-1070 - A17.2 Harmonization with new terminology from A17.1-
2010/CSA B44-10
TN 11-1859 A17.1 2.22.9 and 2.22.10
TN 11-2193 A17.1 Requirement 2.20.9 Suspension Member Fastening
TN 14-1840 A17.1 Requirement 2.24.2.5.1 Retaining Means LB #14-2710

11/10 12/23/14
5 Dis
TN 15-86 A17.1 8.6.11.15 Examination After Shutdown Due to a Residual
Strength Detection Means"
16-454 A17.1 Requirement 5.2.1.16.2 Data Plates LB 16-493
2/22-3/29/16
1 DIS
Attachment 7a
Page 4 of 11
Tracking Record
Approved for A17.1-20XX

(with Editorial)
TN 10-661 A17.1, Requirement 2.18.4.2.1 and Table 2.18.2.1 LB #12-194
1/27-3/12/12
LB 12-1640RC1
5 DIS
11/21/12-
12/19/12 A17.1-2016
LB 12-1640 APP
7/11/12-8/27/12
1 DIS
TN 11-1861 Nonlinear buffers LB #12-1640 LB #15-187 Consensus
7/11 8/27/12 1/23 3/12/15 ruled by
9 Dis 4 Dis email
8/18/2015d
LB #14-2711
11/10 12/23/14
6 Dis A17.1-2016
LB #15-187
1/23 3/12/15
5 Dis
TN 12-135 A17.1 Definition of Sound Engineering Practice LB 12-1640 LB 12-1640RC2 Consensus

7/11/12-8/27/12 2/27/13-4/1/13 Ruled at
A17.1-2016
January 2014
2 DIS 2 DIS
Meeting
TN 12-139 Welding Requirements LB #12-194 LB #12-194RC2 Consensus
1/27-3/12/12 7/11-8/10/12 Ruled at
A17.1-2016
1 DIS 1 DIS January 2013
Meeting
TN 13-154 References LB #13-433
3/4/13 4/17/13 A17.1-2016
APP
TN 14-1596 - Temporary Rope Data Tags - A17.1 Requirements 2.18.5.3 and LB #14-2028
2.20.2.2.1(d) A17.1-2016
08 09/28/14
Attachment 7a
Page 5 of 11
Tracking Record
(with Editorial)
APP
14-2114 - A17.1 Requirement 2.18.6.2 LB #14-2710
11/10 12/23/14 A17.1-2016
APP
14-2115 Definintion of Traction Machine LB #14-2710
11/10 12/23/14 A17.1-2016
APP
TN 15-87 - A17.1 and A17.6 "Inspection and Replacement of Steel Wire LB # 15-447
Ropes" Flowcharts 2/20 4/8/15 A17.1-2016
APP
Attachment 7a
Page 6 of 11
Tracking Record

(with Editorial)
11-1067 A17.6 Para. 1.10.1.2.1 Life cycle criteria for steel wire ropes less 11-1616 11-1616RC1
than 8mm 07/12/11-8/25/11 07/11/12-8/10/12 A17.6-20XX
5 DIS APP
15-1330 17.6 Item 10.3 (Errata) None. A17.6-20XX
15-2104 A17.6 Nonmandatory Appendix A "Inspection and Replacement of LB # 15-447
Steel Wire Ropes" Flowcharts 2/20 4/8/15
APP
A17.6-20XX
*Approved
under record
15-87
Attachment 7a
Page 7 of 11
Tracking Record
Published
(with Editorial)
LB #05-385
TN 02-3432 A17.6, Proposed Standard for Elevator Suspension, See TN 07-
04/01-05/13/05
Compensation and Governor Systems 1799
APP
TN 05-415 Proposed Revisions to A17.X, Standard for Elevator LB #07-278 LB #07-428 See TN 07-
Suspension, Compensation, and Governor Systems 03/12-04/09/07 04/19-05/11/07 1799 and TN
1 DIS APP 07-1970
TN 06-158 A17.1, Req. 2.24.2.1, Material and Grooving LB #08-880 LB #08-880RC2
06/24-08/05/08 7/28/09-9/03/09 A17.1-2010
0 DIS APP
TN 06-1172 Suspension Means Engineering Tests, A17.1, requirements LB #07-278 LB #07-428
See TN 07-
2.20.11, 8.3(b)(6), and 8.3.12 03/12-04/09/07 04/19-05/11/07
1970
1 CSA B44 DIS APP
TN 07-397 A17.1, 8.8.1(a) Reference to ANSI/AWS D1.1 A17.1a-2008
TN 07-1799 Proposed A17.6, Suspension Means Standard (Parts 1,2 & 3) LB #07-1617 LB #09-543RC1
12/26-02/06/08 6/2-7/1/09
7 DIS APP
LB #08-1374
10/17-12/01/08
14 DIS
A17.6-2010
LB #09-80
1/21-3/5/09
7 DIS
LB #09-543
4/13-5/26/09
1 DIS
Attachment 7a
Page 8 of 11
Tracking Record
Published
(with Editorial)
TN 02-2275 Alternative Methods for Safety Testing of Elevators (TR 95-93) LB #07-917 LB 11-1317RC1 Consensus A17.1-2013
07/25-09/05/07 11/2/11-12/18/11 ruled
12 DIS 2 DIS 2/1/2012 via
email from
LB# 10-1934
Hank Peelle
9/28/10-
11/15/10
8 DIS
LB 11-346
2/15/11- 1/5/11
8 DIS
LB 11-1317
6/3/11-7/18/11
3 DIS
LB #04-1252 LB 11-346RC1 A17.1-2013

TN 02-2351 Rope Follower Guides (TR 83-07) 12/02-01/12/05 6/3/11- 7/11/211
1 DIS APP
LB #09-1863
11/12-12/28/09
8 DIS
LB #10-988
5/13-6/25/10
7 DIS
LB# 10-1933
9/28/10-
11/15/10
0 DIS*
LB 11-346
2/15/11- 4/5/211
0 DIS*
Attachment 7a
Page 9 of 11
Tracking Record
Published
(with Editorial)
LB #06-193
02/17-03/31/06
4 DIS
LB #10-365 Consensus
2/19-4/9/10 LB # 10-992RC1 ruled at the
TN 04-636 A17.1, Reqs. 2.15.2 and 2.21.1.3 on Guiding Members 4 DIS 9/28/10-10/27/10 May 4-5, A17.1-2013
LB # 10-992 2 DIS 2011
5/13-6/25/10 meeting.
5 DIS
TN 05-777 General Study on Transmitting Loads in Machine Elements (TR LB #08-880 LB #08-880RC3
97-66) 06/24-08/05/08 11/12-12/14/09 A17.1-2013
1 DIS APP
TN 07-1970 Proposed Changes to A17.1, Suspension Means LB #07-1617 LB #09-543RC1
12/26-02/06/08 6/2-7/1/09
7 DIS APP
LB #08-1374
10/17-12/01/08
15 DIS
A17.1-2010
LB #09-80
1/21-3/5/09
6 DIS
LB #09-543
4/13-5/26/09
1 DIS
TN 08-96 Jawless Governors LB #08-297
02/26-04/08/08 A17.1b-2009
APP
TN 08-408 Aramid Fiber Rope (Part 2 of A17.6 and A17.1) See TN 07-
1799
Attachment 7a
Page 10 of 11
Tracking Record
Published
(with Editorial)
TN 09-531 Equal Tensioning LB #12-194 LB 12-194RC1
1/27-3/12/12 6/21-710/12 A17.1-2013
0 DIS* APP
TN 09-1136 Revision of A17.1 Requirement 2.22.4.6 LB # 10-365 LB # 10-365RC1 Consensus
2/19-4/9/10 5/13-6/14/10 ruled at the
4 DIS 2 DIS May 4-5, A17.1-2013
2011
meeting.
TN 10-180 Revision of A17.1 Table 2.22.4.1 LB # 10-992RC1 Consensus
9/28/10-10/27/10 ruled at the
May 4-5, A17.1-2013
1 DIS
2011
meeting.
TN 10-188 Revision of A17.1 Requirement 2.15.16.1 LB # 10-365
2/19-4/9/10
4 DIS LB 11-346
6/3/11-7/11/11 A17.1-2013
LB 11-346 APP
2/15/11-4/5/11
5 DIS
TN 10-908 A17.1, Requirement 2.16.1.1 Minimum Load Permitted LB 11-2503
11/1-12/15/11 A17.1-2013
APP
TN 10-1608 Editorially
approved at
the A17.1-2013
September
2010 meeting
TN 12-1095 LB # 12-1515 Editorially
Approved at
6/22/12-7/24/12 A17.1-2013
the October
APP 2012 meeting
Attachment 7a
Page 11 of 11
Tracking Record
CLOSED
(with Editorial)
LB #06-193
TN 02-2279 Tolerance on Rated Speed (TR 97-70) 02/21-04/04/06 Item closed
7 DIS
LB #05-804
TN 02-2290 Ascending Car Overspeed Protection and Unintended Car
07/15-08/30/05 Item closed
Protection on Periodic Five year Tests, A17.2 Item 2.38 (TR 99-25)
8 DIS
TN 02-3381 A17.1-2004, Req. 2.22.4.5(c) [Rule 201.4(e)(3) 96] Item closed
TN 02-3553 Stopping Distance as Related to Governor Tripping Speed Item closed

Attachment 7b
Page 1 of 12
A17MechanicalDesignCommittee
ApprovedRevisionstoA17.12016
A17 Mechanical Design

Approved Revisions for A17.1-2016
TN # Requirement # Final Date of Consensus
10-661 A17.1, Req 2.18.4.2 and Table 2.18.2.1 May 9, 2013
(Ballot 12-1640RC1)
11-1861 Section 2.22 Buffers and Bumpers August 18, 2015
Consensus ruled via email
12-135 A17.1 Definition of Sound Engineering Practice January 15, 2014
(Ballot 12-1640RC2
Consensus ruled at 1/2014
meeting)
12-139 Welding Requirements January 9, 2013
(Ballot 12-194RC2
Consensus ruled at 1/2013
meeting)
13-154 Section 9.1 Reference Documents April 17, 2013
(Ballot 13-433)
14-1596 Temporary Rope Data Tags; 2.18.5.3 and 2.20.2.2.1(d) September 28, 2014
(Ballot 14-2028)
14-2114 A17.1 Requirement 2.18.6.2 December 23, 2014
(Ballot 14-2710 )
14-2115 Definition of traction machine December 23, 2014
(Ballot 14-2710)
15-87 A17.1, Nonmandatory Appendix T and A17.6 Nonmandatory Appendix A May 13, 2015
"Inspection and Replacement of Steel Wire Ropes" Flowcharts (Editorially Approved at
Standards Committee)
TNs A17.1-2013 with Approved Revisions

12-135, Section 1.3, Definitions
14-
2115, buffer: a device designed to stop a descending car or counterweight beyond its normal limit of travel by storing
11- or by absorbing and dissipating the kinetic energy of the car or counterweight.
1861
elastomeric buffer: an energy accumulation type buffer with non-linear characteristics (such as polyurethane
buffers) utilizing resilient materials to cushion the impact force of the descending car or counterweight.
bumper: a device, other than an oil, or spring or elastomeric buffer, designed to stop a descending car or
counterweight beyond its normal limit of travel by absorbing the impact.
sound engineering practice: The use of engineering or technical methods to design or evaluate a device or
system by taking into account relevant factors that may influence its efficacy and operation. This practice also
involves the use of applicable standards, specifications, codes, regulatory and industry guidelines as well as
accepted engineering and design methods and installation and maintenance practices.
traction machine: a direct driving machine in which the motion of a car is obtained through friction between the
suspension ropes means and a traction sheave.
11- Table 2.4.2.2 Minimum Bottom Runby for Counterweight Elevators With Spring Buffers, Elastomeric
1861 Buffers or Solid Bumpers and Rheostatic Control or Single-Speed AC Control
Attachment 7b
Page 2 of 12
2.4.2.2 Where spring buffers, elastomeric buffers or solid bumpers are used, the bottom runby shall be not less
than 150 mm (6in.), except for rheostatic and single-speed AC control, not less than shown in Table 2.4.2.2.
2.4.6.1.1(c)(2) the governor tripping speed where spring buffers or elastomeric buffers are used.
2.4.8(d)(2) the governor tripping speed where spring buffers or elastomeric buffers are used (see 8.2.5 for
gravity stopping distances)
12-135 2.15.6.3 Requirements for Metals Other Than Steel.

Metals other than steel shall be permitted to be used in the construction of car frames and platforms, provided
the metal used has the essential properties to meet all the requirements for the purpose in accordance with
good sound engineering practice, and provided the stresses and deflections conform to 2.15.10 and 2.15.11,
respectively.
2.15.7.2 Connection Between Car Frame and Platform.

The attachment of the platform to the car frame shall be done in accordance with good sound engineering
practice and shall develop the required strength to transmit the forces safely from the platform to the car frame
in accordance with 2.15.10. Bolts, nuts, and welding, where used, shall conform to 2.15.7.3.
10-661
Table 2.18.2.1 Maximum Car Speeds at Which Speed Governor Trips and Governor Overspeed Switch
Operates
SI Units Imperial Units

Maximum Car Maximum Car
Speed at Which Speed
Governor at Which Governor
Maximum Overspeed Switch Maximum Overspeed Switch
Rated Car Governor Operates, Down, Rated Car Governor Operates, Down,
Speed, Trip Speed, m/s Speed, Trip Speed, ft/min
m/s m/s [Note (1)] ft/min ft/min [Note (1)]
00.63 0.90 0.81 0.90 0125 175 175
0.75 1.05 0.95 1.05 150 210 210
0.87 1.25 1.13 175 250 225
1.00 1.40 1.26 200 280 252
1.12 1.55 1.40 225 308 277
14- 2.18.5.3 Governor-Rope Tag. A metal data tag shall be securely attached to the governor-rope fastening. This
1596 data tag shall bear the following wire-rope data:
(a) the diameter (mm or in.)

(b) the manufacturers rated breaking strength
(c) the grade of material used
(d) the year and month the rope was installed
(e) whether nonpreformed or preformed
(f) construction classification
(g) name of the person or organization who installed the rope
(h) name or trademark by which the manufacturer of the rope can be identified
A new tag shall be installed at each rope renewal. The material and marking of the rope data tag shall conform
to 2.16.3.3.3, except that the height of the letters and figures shall be not less than 1.5 mm (0.06 in.).
Attachment 7b
Page 3 of 12
14- 2.18.6.2 The means shall be set to allow the governor rope to slip through the speed governor at a rope
2114 tension (the governor pull-through tension) higher than required to activate the safety or to trip the releasing
carrier as specified in 2.17.15. The maximum tension in the rope shall not exceed one-fifth of the rated ultimate
strength of the rope. The factors of safety of the rope shall not be less than those required by 2.18.5.1.
14- 2.20.2.2.1 Pertinent data located on the suspension means shall be provided by one of the following:
1596
(a) A data tag securely attached to one of the suspension-means fastenings.
(b) Permanent marking of the required information on the suspension means and visible in the vicinity of the
suspension-means fastening.
(c) A combination of (a) and (b) provided that all required information is furnished.
(d) If (a) or (c) applies, the material and marking of the tag shall conform to 2.16.3.3.3, except that the height of
the letters and figures shall be not less than 1.5 mm (0.06 in.).
(e) If (a) or (c) applies, a new tag shall be installed at each suspension-means replacement.
12-135 2.20.3 Factor of Safety
The factor of safety of the suspension means shall be not less than shown in Table 2.20.3. Figure 8.2.7 gives
the minimum factor of safety for intermediate speeds. The factor of safety shall be based on the actual speed
of the suspension means corresponding to the rated speed of the car.
Where suspension means are different from traditional steel wire ropes, technical criteria for essential safety
requirements and parameters, such as minimum factor of safety, monitoring, residual strength, replacement,
etc., shall be selected on the basis of best sound engineering practice compatible with the product technology,
including performance testing under elevator operating conditions for its range of application.
The minimum factor of safety for any suspension means shall be not less than the values shown in Table
2.20.3 except that the factor of safety of steel wire suspension ropes with diameters equal to or greater than
8mm (0.315 in.) but less than 9.5mm (0.375 in.) shall be not less than 12 or they shall meet the requirements
of 2.20.8.2. See also Nonmandatory Appendix U.
11- SECTION 2.22 BUFFERS AND BUMPERS

1861
2.22.1 Type and Location
2.22.1.1 Type of Buffers. Buffers of the spring, oil, elastomeric or equivalent type shall be installed under the
cars and counterweights of passenger and freight elevators subject to the requirements of 2.22.1.1.1 through
2.22.1.1.35. Buffers shall be designed considering sound engineering practice.
2.22.1.1.4 Elastomeric buffers shall be permitted to be used where the rated speed is not in excess of 1 m/s
(200 ft/min).
2.22.1.1.5 The use of elastomeric buffers shall comply with all conditions of use as specified by the buffer
manufacturer. Such conditions may include but are not limited to temperature, humidity or other environmental
and life-cycle conditions that may affect buffer performance.
2.22.1.1.6. Elastomeric buffers shall be securely fastened to their support structures.
2.22.2 Solid Bumpers

Attachment 7b
Page 4 of 12
Solid bumpers, where permitted, shall be made of wood or other suitably resilient material of sufficient
strength to withstand without failure the impact of the car with rated load, or the counterweight, descending at
governor tripping speed. Solid bumpers are permitted on elevators having a rated speed of 0.25 m/s (50 ft/min)
or less.
The material used shall be of a type that will resist deterioration or be so treated as to resist
deterioration.
2.22.4.5 Plunger Return Requirements
2.22.4.5.1 Plunger Return Requirements
(a) the buffer plunger of gravity-return and spring return-type oil buffers, when the buffer is filled with oil
shall, when released after full compression, return to its fully extended position within 90 s
(b) the plunger of a spring-return-type oil buffer with a 20 kg (44 lb) weight resting on it shall, when
released after being depressed 50 mm (2 in.), return to the fully extended position within 30 s
(c) gas spring-return oil buffers shall be provided with a switch conforming to 2.26.2.22 that shall be
actuated if the plunger is not within 13 mm (0.5 in.) of the fully extended position
2.22.4.5.2 Plunger Lateral Movement Requirements

The clearance between the plunger and the cylinder in springreturn or gravityreturn type oil buffers shall be
limited and the materials and surface finishes so specified and controlled, so as to ensure that the plunger will
not seize or stick in the cylinder during or after an impact of the fully loaded car on the buffer at 115% of rated
speed. In addition, the clearance shall be limited so as to ensure that one half of the total lateral movement of
the plunger relative to the cylinder shall not exceed 5 mm/m (0.06 in/ft) of buffer stroke. This corresponds to a
maximum angle of inclination from the vertical of 0.005 radians (17.18 minutes of arc).
The following tests shall be made for lateral movement.
(a) Spring-Return-Type Buffers. The lateral movement at the top of the fully extended plunger shall be
accurately measured, the upper end of the plunger being manually moved from its extreme right to its extreme
left position. One-half of the total movement measured shall be considered as being the true lateral movement
at the top of the plunger and shall not exceed 5 mm/m (0.06 in./ft) of buffer stroke.
(b) Gravity-Return-Type Buffers. A similar test for lateral movement shall be made. The measurement shall be
taken at the lower end of the buffer cylinder when the buffer plunger is fully extended and braced to prevent
lateral movement. One-half of the total movement measured shall not exceed 5 mm/m (0.06 in./ft) of buffer
stroke.
2.22.5 Elastomeric Buffers
2.22.5.1 Retardation Buffers shall not develop

(a) an average retardation in excess of 9.81 m/s2 (32.2 ft/s2), and
(b) a retardation greater than 24.5 m/s2 (80.5 ft/s2), having a duration exceeding 0.04 s.
with any load in the car, from rated load to a minimum load of 70 kg (154 lb), when the buffers are struck with
an initial speed of not more than 115% of the rated speed, and
(c) a maximum retardation not in excess 58,86 m/s2 (193.2 ft/s2) as measured using a 100 Hz low
pass filter.
2.22.5.2 Return Speed Upon activation (compression) of the buffer, the return speed of the car or
counterweight shall not exceed 1 m/s (200 ft/min.).
2.22.5.3 Deformation There shall be no permanent deformation of the buffer after actuation and the buffer
shall return back to its uncompressed state within 30 minutes.
Attachment 7b
Page 5 of 12
2.22.5.4 Full Compression. For elastomeric buffers, full compression means a compression of 90 % of the
installed buffer height without considering fixation elements of the buffer which might limit the compression to a
lower value.
2.22.5.5 Type Tests and Certification for Elastomeric Buffers
2.22.5.5.1 Each type of elastomeric buffer shall be subjected to the type tests as specified in 8.3.13 and to the
certification process as specified in 8.3.1.
2.22.5.6 Buffer Marking Plate Elastomeric buffers shall be provided with a marking plate. The buffer marking
plate shall include the following data provided in a legible and permanent manner:
(a) the maximum and minimum loads and the maximum striking speeds for which the buffer has been
rated for use in conformance with the requirements in 2.22
(b) the name, trademark, or file number by which the organization that manufactured the product can be
identified
(c) the certification marking in accordance with 8.3.13.7
(d) specific conditions of use (where applicable) for elastomeric buffers, see 2.22.1.1.5.
(e) the maximum stroke (compression) of the buffer.
12-135 2.24.8.6 Driving-Machine Brake Design.

The driving-machine brake design shall ensure contact of the friction material on the braking surface consistent
with good sound engineering practice. Means shall be provided to protect the braking surfaces from
contamination caused by any driving-machine fluid leak.
11-
1861 2.25.3.2 Where Required and Function. Final terminal stopping devices shall be provided and arranged to
cause the electric power to be removed automatically from the elevator driving-machine motor and brake after
the car has passed a terminal landing.
The device shall be set to function as close to the terminal landing as practicable, but so that under
normal operating conditions it will not function when the car is stopped by the normal terminal stopping device.
Where spring buffers or elastomeric buffers are provided, the device shall function before the buffer is
engaged.
SECTION 3.6 PROTECTION OF SPACES BELOW HOISTWAY
Requirement 2.6 does not apply to hydraulic elevators. Where there is space below the hoistway that is
accessible to persons, requirements of 3.6.1 through 3.6.4 shall be conformed to.
3.6.3 Buffer Types
The car shall be provided with buffers of either of the following types:
(a) oil buffers conforming to 3.22.1
(b) spring buffers of a design that will not be fully compressed when struck by a car with rated load at
the operating speed in the down direction (see 3.22.1)
(c) elastomeric buffers of a design that will not be fully compressed when struck by a car with rated
load at the operating speed in the down direction (see 3.22.1)
Attachment 7b
Page 6 of 12
3.22.1.2.1 Spring Buffers buffers shall be capable of withstanding without being compressed solid the loading
per 8.2.3.2, without being compressed solid. Elastomeric buffers shall be capable of withstanding the loading
per 8.2.3.1, without being compressed 90% of the installed buffer height (see 2.22.5.4).
3.22.1.2.2 Buffers Spring buffers shall be compressed solid with a loading of 2 times that described in 8.2.3.2.
5.2.1.22 Buffers and Bumpers. Buffers and bumpers shall conform to 2.22, except as modified by 5.2.1.22.1.
5.2.1.22.1 Bumpers. Elastomeric bumpers capable of absorbing the energy of a fully loaded car shall be
permitted to be used. The average deceleration shall be less than 9.81 m/s2 (32.2 ft/s2) with any load between
61 kg (135 lb) and rated load.
5.3.1.14.1 The car and counterweight shall be provided with spring or oil buffers or elastomeric bumpers
buffers, except as specified in 5.3.1.14.3.
(a) Spring buffers shall be so designed and installed that they will not be fully compressed when struck by the
car with its rated load or by the counterweight traveling at 125% of the rated speed, or at governor tripping
speed where a governor-operated safety is used.
(b) Oil buffers shall comply with 2.22.4.
(c) Elastomeric bumpers buffers capable of absorbing the energy of a fully loaded car shall be permitted to be
used.
The average deceleration shall be less than 9.81 m/s2 (32.2 ft/s2) with any load between 61 kg (135 lb) and
rated load.
The elastomeric bumpers buffers shall be marked with the manufacturers recommended replacement criteria.
SECTION 8.2 DESIGN DATA AND FORMULAS
8.2.2.4 Car Frame Plank (Buffer Engagement). In calculating the stress resulting from oil-buffer or
elastomeric buffer engagement, one-half the sum of the weight of the car and its rated load shall be considered
as being concentrated at each end of the plank with the buffer force applied at the middle. The buffer force
shall be considered to be that required to produce gravity retardation with rated load in the car. The following
formula shall be used to determine the stress resulting from buffer engagement:
Where more than one oil buffer is used, the formula shall be modified to suit the location of the buffers.
NOTE (see 8.2.2.4): Symbols used in the preceding formula are defined in 8.2.2.1.1.8.2.3 Impact on Buffer
Supports
Attachment 7b
Page 7 of 12
8.2.3.1 Buffer Reaction and Impact for Oil Buffer and Elastomeric Buffer Supports. The following
formulas give the buffer reaction and the impact on the car and counterweight oil buffer supports resulting from
buffer engagement [see 2.1.2.3(a) or 3.22.1.2.1]:
SECTION 8.3 ENGINEERING TESTS, TYPE TESTS, AND CERTIFICATION
Requirement 8.3 covers:
(a) type of tests and certification of

(1) car and counterweight oil buffers, as required in 2.22.4.7 (see also 8.3.1 and 8.3.2)
(2) hoistway door interlocks, hoistway door combination mechanical locks, electric contacts, and hoistway
door electric contacts, as required in 2.12.4 (see also 8.3.1 and 8.3.3)
(3) car door or gate electric contacts, and car door interlocks as required in 2.14.4.2 (see 8.3.1 and 8.3.3)
(4) entrance fire tests as required by 2.11 (see 8.3.4)
(5) hydraulic control valves as required in 3.19.4.6 (see 8.3.1 and 8.3.5)
(6) escalator brakes, as required in 6.1.5.3 (see 8.3.1 and 8.3.6)
(7) elastomeric buffers (see 8.3.1 and 8.3.13)
8.3.13 Type Tests of Elastomeric Buffers
8.3.13.1 Application for Certification
8.3.13.1.1 The application required in 8.3.1.2 shall include information on the expected maximum impact speed
and maximum and minimum total loads.
8.3.13.1.2 The drawings required in 8.3.1.2.2(b) shall show
(a) the exact construction of the buffer

(b) all dimensions of each part
(c) all pertinent information concerning materials, clearances, and tolerances
(d) the data as marked on the buffer marking plate required by 2.22.5.5.
8.3.13.2 Test Sample. Tests shall be made on a buffer of each type or design to be installed. Each buffer shall
conform to the documents submitted. The buffer test shall be on a production model or a buffer identical to the
model to be produced. Modifications or special adjustments for the purpose of meeting the test requirements
are prohibited.
Attachment 7b
Page 8 of 12
8.3.13.3 Testing Equipment. The testing equipment shall be of such design as to perform the tests specified
herein and to determine that the buffer conforms to all the requirements of 2.22 for elastomeric buffers and
shall also conform to 8.3.13.3.1 through 8.3.13.3.3.
8.3.13.3.1 Calibration of Test Weight. The required drop test load shall be accurate to within 1%. See
8.3.1.5.
8.3.13.3.2 Guiding of Test Weight. The test weight shall be so guided as to ensure that when dropped onto
the buffer, its travel shall be substantially vertical. See also 8.3.13.5.2.
8.3.13.3.3 Test Instruments. The instruments used to measure the test results shall conform to the following
requirements:
(a) The instruments shall be of the recording type and be capable of detecting signals, which vary in time of
0.01 s.
(b) The recording instruments shall be able to detect signals with the tolerance shown in 8.3.13.3.3(a). The
measuring chain, including the recording device for the recording of measured values as a function of time,
shall be designed with a system frequency of at least 1000 Hz.
(c) The instruments shall provide data, for the plotting of the buffer performance curves showing time intervals,
travel of test weight, velocity of test weight, and retardation of test weight during the buffer stroke, that shall be
accurate to within the following tolerances:
(1) Time increments and total time shall be recorded with an error of less than 0.5%.
(2) The position of the test weight at each time interval shall be recorded with an error of less than 0.1%.
(3) Time, travel, velocity, and retardation shall be determined by means of a device that will provide the
accuracy specified.
8.3.13.4 Installation of Buffer and Preparations for Tests
8.3.13.4.1 Foundation and Location of Buffer. An elastomeric buffer shall be placed on a foundation
designed to withstand without appreciable deformation the forces resulting from the buffer compression on the
drop tests. The buffer shall be installed in a vertical position and located centrally with relation to the drop-test
weight.
8.3.13.4.2 Securing of Buffer. The buffer shall be installed in the same manner as in normal service in
accordance with the manufacturers drawings or by equivalent means to the foundation.
8.3.13.5 Test Procedure.
8.3.13.5.1 The buffer shall be tested with the aid of masses falling in free fall from a height to reach at the
moment of impact the maximum speed called for. The falling distance, the speed, the acceleration and
retardation shall be recorded from the moment of release of the weight to the complete standstill.
8.3.13.5.2 The masses shall correspond to the maximum and minimum masses called for. They shall be
guided vertically with as minimum of friction possible, so that at the moment of impact at least 0.9 x gravity are
reached.
8.3.13.5.3 The ambient temperature shall lie between + 15 C and + 25 C.
8.3.13.5.4 Number of tests

Attachment 7b
Page 9 of 12
Three tests shall be made with:
a) the maximum mass;

b) the minimum mass called for.
The time delay between two consecutive tests shall lie between 5 min and 30 min. In each of the three tests
with maximum mass, the value of reference of the buffer force at a stroke equal to 50 % of the real height of
the buffer given by the applicant shall not vary by more than 5 %. For the test with minimum mass the same
procedure is to be followed.
8.3.13.6 Test Results
8.3.13.6.1 Retardation The retardation a shall conform to the following requirements:
a) the average retardation in case of free fall with rated load in the car from a speed equal to 115 % of the
rated speed shall not exceed 1 x gravity. The average retardation will be evaluated taking into account the
time between the first two absolute minima of the retardation;
b) peaks of retardation with more than 2.5 x gravity shall not be longer than 0.04 s.
8.3.13.6.2 Condition of the buffer after tests

After the tests with the maximum mass no part of the buffer shall show any permanent deformation or be
damaged to prevent the required operation of the buffer.
8.3.13.7 Certification
8.3.13.7.1 After the buffer has been subjected to all of the specified tests, and all test records and data indicate
that it conforms to 2.22, and to the requirements of 8.3.13, the laboratory shall issue a test report and a
certificate to the manufacturer.
8.3.13.7.2 The certificate shall conform to 8.3.1.3.1 and shall include the following:
(a) the maximum impact speed

(b) the maximum total load
(c) the minimum total load
(d) a statement to the effect that the buffer tested has met the requirements of 2.22 and 8.3.13 for the
maximum and minimum loads as stated in the certificate
(e) a list of any environmental and life-cycle conditions (where applicable) for use of buffers with non-linear
characteristics, see 2.22.1.1.5.
8.3.13.7.3 Procedure in the case of tests failing the requirements

When the test results are not satisfactory with the minimum and maximum masses appearing in the
application, the laboratory may, in agreement with the applicant, establish the acceptable limits.
8.6.1.2.2(c) Written checkout procedures

(1) to demonstrate E/E/PES function as intended (see 8.6.4.19.10)
(2) for elevator leveling speed with open doors (see 8.6.4.20.8)
(3) for hydraulic elevator overspeed valve (see 8.6.5.16.5)
(4) for escalator reversal stopping device (see 8.6.8.15.7)
(5) for escalator handrail retarding force (see 8.6.8.15.13)
(6) for elastomeric buffers (see 8.6.4.4.2)
15-87 8.6.3.2.1 For steel wire rope, ASME A17.6, Section 1.10 shall apply.
Attachment 7b
Page 10 of 12
NOTE (8.6.3.2.1): See Nonmandatory Appendix T for inspection and replacement of steel wire ropes.
NONMANDATORY APPENDIX T
INSPECTION AND REPLACEMENT OF STEEL WIRE ROPES
See Fig. T-1 on the following page.
Fig. T-1 Inspection and Replacement of Steel Wire Ropes
Delete Figure. T-1
11- 8.6.4.4 Oil Buffers

1861
8.6.4.4.1 Oil Buffers
(a) The oil level shall be maintained at the level indicated by the manufacturer. The grade of oil to be used shall
be as indicated on the buffer marking plate, where required (see 2.22.4.10 and 2.22.4.11).
8.6.4.4.2 (b) Buffer plungers shall be kept clean and shall not be coated or painted with a substance that will
interfere with their operation.
8.6.4.4.3 (c) Buffer oil shall not be stored in the pit or hoistway or on top of the car.
8.6.4.4.2 Elastomeric Buffers
(a) The elastomeric buffer shall be verified for any life cycle conditions that may affect buffer performance, as
specified by the manufacturer.
SECTION 8.7
ALTERATIONS
8.7.2.17.2 Increase in Rated Speed
(c) Where the increase in rated speed does not exceed 10% and does not exceed 0.20 m/s (40 ft/min), and is a
result of a power supply change, and the new motor speed cannot match the existing motor speed, the
installation is not required to conform to 8.7.2.17.2(b), except that the new rated speed shall not
(1) exceed 0.75 m/s (150 ft/min) for Type A safeties
(2) exceed 1 m/s (200 ft/min) when spring buffers or elastomeric buffers are provided.
12-139 8.8.1 Qualification of Welders

Where required elsewhere in this Code, welding of parts, except for tack welds later incorporated into finished
welds, shall be undertaken
(a) by welders qualified in accordance with the requirements of Section 5 of ANSl/AWS D1.1, whereby
the welders shall be qualified by the manufacturer or contractor; a professional consulting engineer; or a
recognized testing laboratory; or
(b) by a fabricator qualified to the requirements of CSA W47.1., whichever is applicable (see Part 9)
In jurisdictions enforcing NBCC, only the requirements of 8.8.1(b) apply.
8.8.2 Welding Steel

Where required elsewhere in this Code, welding shall conform to either of the following whichever is applicable
Attachment 7b
Page 11 of 12
(see Part 9):
(a) the design and procedure requirements of the applicable section of ANSl/AWS D1.1 or ANSI/AWSD1.3 or
(b) the design and procedure requirements of CSA W59.
In jurisdictions enforcing NBCC, only the requirements of 8.8.2(b) apply
11- SECTION 8.10

1861 ACCEPTANCE INSPECTIONS AND TESTS
8.10.2 Acceptance Inspection and Tests of Electric Elevators

8.10.2.2.5 Pit
(c) Car and Counterweight Buffer (Item 5.9). Marking plates shall be checked in accordance with 2.22.3.3, or
2.22.4.11, or 2.22.5.5 for proper application. No test shall be required on spring-type buffers or elastomeric
buffers. The following tests on oil-type buffers shall be performed (Item 5.9).
8.10.3 Acceptance Inspection and Tests of Hydraulic Elevators
8.10.3.2.5 Pit
(d) Car Buffer (3.6.3, 3.6.4, and 3.22.1) (Item 5.12). Marking plates shall be checked in accordance with
2.22.3.3 or 2.22.5.5 for proper application. No test shall be required on spring-type buffers or elastomeric
buffers.
12-139, Section 9
13-154
ANSI/AWS D1.1 (latest edition); Structural Welding Code-Steel; AWS; US, Canada
ANSI/AWS D1.3 (latest edition); Structural Welding Code-Sheet Steel AWS; US, Canada
CSA W47.1-1992 (R1998); Certification of Companies for Fusion Welding of Steel Structures; CSA;
US, Canada
12-135
NONMANDATORY APPENDIX U
DESIGN REQUIREMENTS TRACTION ELEVATOR SUSPENSION SYSTEM
TableU-1 Design RequirementsTraction Elevator Suspension System
Traction-Loss Broken-Suspension- Suspension-Member

Suspension Detector and Member Detector
Factor of Safety Residual-Strength
Diameter, d, (FS) Protection and Protection Detection
Type or Size 2.20.3 (2.20.8.1) (2.20.8.2) (2.20.8.3)
SWR d 9.5mm FS Table 2.20.3 Required Not Required Not Required
8 mm d < 9.5 mm FS 12 Required Not Required Not Required
FS Table 2.20.3 Required Required Not Required
4 mm d < 8 mm FS Table 2.20.3 Required Required Not Required
AFR Any FS Table 2.20.3 Required Required Required

FS BEP SEP Required Required Required
Attachment 7b
Page 12 of 12
CSM Any FS Table 2.20.3 Required Required Required

FS BEP SEP Required Required Required
GENERALNOTES:
(a) AFR = aramid fiber ropes
(b) BEP SEP = best sound engineering practice
(c) CSM = noncircular elastomeric-coated steel suspension members
(d) SWR = steel wire ropes
Attachment 7c
Page 1 of 4

11-1067 A17.6, Paragraph 1.10.1.2.1 Life Cycle Criteria for Steel January 9, 2013
Wire Ropes Less Than 8 mm
15-1330 A17.6 Item 10.3 (Errata) June 11, 2015
15-2104 A17.6, Non-Mandatory Appendix A Inspections and May 13, 2014
Replacement of Steel Wire Rope Flowcharts
Record # A17.6-2018 Approved Revisions

11-1067 1.10.1.2.1 The elevator manufacturer using information from the rope manufacturer and
considering the application, shall establish the design life limit to ensure that the
residual strength of the wire ropes less than 8 mm (0.315 in) diameter is not less than
60% of the minimum breaking force at the time of replacement.
1.10.1.2.2 1.10.1.2.1 Steel wire ropes of less than 8 mm (0.315 in.) in diameter shall be
replaced when there is evidence of rouge.
1.10.1.1 Replacement requirements for steel wire suspension ropes for traction elevators
shall be as follows (see Nonmandatory Appendix A):
(a) The steel wire rope(s) shall be replaced if the rope is permanently kinked, bent,
or deformed in any way (see 1.10.5).
(b) For rope diameters equal to or greater than 8 mm (0.315 in.), the ropes shall be
replaced in accordance with 1.10.1.2(a) through 1.10.1.2(g) and 1.10.3.
(c) For rope diameters less than 8 mm (0.315 in.), the ropes shall be replaced in
accordance with 1.10.1.2(a) through (g), 1.10.1.2.1 and 1.10.1.2.2, and 1.10.3. In
addition, other replacement criteria based on the application shall be permitted to be
applied and . The replacement criteria shall be documented in the Maintenance
Control Program (see ASME A17.1/CSA B44, requirement 8.6.1.4.1).
Attachment 7c
Page 2 of 4
15-1330
Attachment 7c
Page 3 of 4
Attachment 7c
Page 4 of 4
15-2104
Attachment 7d
Page 1 of 4

10-967 Signs Required July 28, 2016
15-2590 Data Plates January 12, 2016
Record # A17.1-2019 Approved Revisions

10-967 2.20.2.2 Data Tag at Suspension-Means Fastening
2.20.2.2.1 Pertinent data on a data tag complying with 8.13.3 located on the suspension
means shall be provided by one of the following:
(a) A data tag securely attached to one of the suspension-means fastenings.
(b) Permanent marking of the required information on the suspension means and visible in
the vicinity of the suspension-means fastening.
(c) A combination of (a) and (b) provided that all required information is furnished.
(d) If (a) or (c) applies, the material and marking of the tag shall comply with 8.13.3
conform to 2.16.3.3, except that the height of the letters and figures shall be not less
than 1.5 mm (0.06 in.).
(e) If (a) or (c) applies, a new tag shall be installed at each suspension-means replacement.
2.20.2.2.2 The following data on a data tag complying with 8.13.3 shall be provided:
(a) type of suspension (steel wire rope, aramid fiber rope, or noncircular elastomeric-
coated steel suspension member)
(b) either the diameter or the width and thickness in millimeters or inches, as applicable
(c) the suspension-means manufacturers minimum breaking force in kN or lbf, as
applicable
(d) the residual strength determined by the elevator manufacturer in kN or lbf, as
applicable
(e) the grade of material used or the suspension means manufacturers designation, as
applicable
(f) construction classification, where applicable
(g) for steel wire rope, non-preformed, if applicable
(h) for steel wire rope, finish coating, if applicable
(i) for steel wire rope, compacted strands, if applicable
(j) name or trademark of the suspension-means manufacturer
(k) name of person or organization who installed the suspension means
(l) the month and year the suspension means were installed
(m) the month and year the suspension means were first shortened
(n) lubrication information, if applicable
2.20.10.9 Each device shall be permanently marked with the name or trademark of the
manufacturer by means of metal tags or plates complying to 8.13.1 with the following
data of the wire rope for which they are designated to be used:
Attachment 7d
Page 2 of 4
(a) diameter of the rope in millimeters (mm) or inches (in.)

(b) manufacturers rated breaking strength of the rope
(c) construction classification of the wire rope
The material and marking of the tags or plates shall conform to 2.16.3.3, except that the
height of the letters and figures shall be not less than 1.5 mm (0.06 in.).
2.22.3.1 Stroke. The stroke of the buffer spring, as marked on its marking plate
complying with 2.22.3.3, shall be equal to or greater than the value specified in Table
2.22.3.1.
2.22.3.3 Marking Plates. Each spring buffer shall be provided with a marking plate
complying with 8.13.3 showing its load rating and stroke and the number of springs.
Where the springs are removable, each spring shall be identified, and the assembly
marking plate shall indicate this identification.
Markings shall be made in a permanent and legible manner.
2.22.4.10 Load Ratings of Oil Buffers. The minimum and maximum load ratings of car
and counterweight oil buffers, as indicated on the buffer marking plate conforming to
2.22.4.11, shall conform to 2.22.4.10.1 through 2.22.4.10.3.
2.22.4.10.1 The minimum load rating shall be not greater than

(a) for car oil buffers, the total weight of the car as marked on the car crosshead data plate
plus 70 kg (150 lb)
(b) for counterweight oil buffers, the weight of the counterweight used
2.22.4.10.2 The maximum load rating shall be not less than

(a) for car oil buffers, the total weight of the car as marked on the crosshead data plate
plus the rated load
2.22.4.11 Buffer Marking Data Plate. Every installed oil buffer shall have permanently
attached thereto a metal data plate complying with 8.13.1, marked by the manufacturer
in a legible and permanent manner, indicating
(a) the maximum and minimum loads and the maximum striking speeds for which the
buffer has been rated for use in conformance with the requirements in 2.22
(b) the permissible range in viscosity of the buffer oil to be used, stated in Saybolt
Seconds Universal at 38C (100F)
(c) the viscosity index number of the oil to be used
(d) the pour point in degrees Celsius (Fahrenheit) of the oil to be used (e) the stroke of the
buffer in mm (in.)
(f) the composition of the gas, if used
Attachment 7d
Page 3 of 4
(g) the name, trademark, or file number by which the organization that manufactured the
product can be identified
(h) the certification marking in accordance with 8.3.1.3
2.24.8.5 Marking Plates for Brakes Brake Information Plates. The brake setting and
method of measurement shall be permanently and legibly marked provided on the
driving machine on a data plate complying with 8.13.1 or a marking plate complying
with 8.13.3 and shall be readily visible after installation.
4.2.12.1 A safety nut is required on all screw machines that utilize a driving nut made of a
material other than metal and shall be permitted to be provided on all screw machines.
The safety nut shall be made of metal and designed to withstand the impact without
damage if the driving nut should fail.
4.2.12.2 A metal data tag, conforming to 8.13.1 shall be securely attached to each screw
machine equipped with a safety nut bearing the following data:
(a) date of installation of driving and safety nuts
(b) spacing between driving and safety nuts
4.2.12.3 The material and markings of the safety nut spacing data tag shall comply with
8.13.1. shall conform to 2.16.3.3, except that the The height of the letters and figures
shall be not less than 1.6 mm (0.0625 in.).
8.6.4.19.8 Power Operation of Door System. The

closing forces and speed of power-operated hoistway
door systems shall be tested to determine conformance
with the applicable requirements (Item 1.8.1). For elevators
required to comply with 2.13.4.2.4, the time in the
door Code zone distance shall be measured and compared
with the time specified on the data door marking plate.

Attachment 7d
Page 4 of 4
8.10.2.2.1 (i) Power Closing of Doors or Gates (2.13.3) (Item 1.9):

Test Closing Time Per Data Door Marking Plate (2.13.4.2.4)
15-2590 2.16.3 Capacity and Data Plates
2.16.3.1 Plates Required and Locations.
Every elevator shall be provided with a capacity plate and a data plate permanently and
securely attached.
The capacity plate shall be located in a conspicuous position inside the car.
The data plate shall be located on the car crosshead, or inside the car for underslung
elevators having no crosshead or no exposed crosshead, in a conspicuous location on the
car top or inside the car.
NOTE: Check above language with actual published version of the 2016 edition when issued.
Attachment 8a
Page 1 of 2
A17MDCSMTG
SummaryReport
A17MDCSuspensionMeansTaskGroupActionSummary
December11,2012Teleconference

TN09531EqualTensioningofSuspensionMembers
o December2012:SincethelastmeetingofthistaskgrouptheproposalshowninSMTG209R5
wasapprovedbytheA17StandardsCommitteeviaballot12194RC1.Thisitemisscheduledto
beincludedinthe2013editionofA17.1.Thisitemwillberemovedfromthenextagenda.

A17.6,Part4CoatedWireRope
o December2012:Mr.Rhinerreportedthatthisshouldberemovedfromtheagendasincethereis
noactivityinNorthAmericaatthistime.Thisitemwillberemovedfromthenextagenda.

TN111070A17.2StrawmanforSuspensionTerminology
o December2011:TheproposalshowninSMTG191R02wassenttoforreviewandcomment
ballot.Asaresulttheproposalreceived6comments.Mr.Kalgrenwasaskedtoaddressthe
ballotresultsfordiscussionatthemeeting.Mr.Kalgrenadvisedthathewasnotabletoworkon
thisitem.Headvisedthathewouldrespondtothecommentsforthenextmeetingofthistask
group.
o December2012:Mr.Kalgrenwasnotpresentatthemeeting.

TN112193VerificationofWedgeSocketRequirementsandTR0013
o December2012:AttheOctober2,2012meetingoftheA17MDC,Mr.Lambindicatedthathe
neededtocompletelyrewritethisproposaltoincorporateallthenegatives.Mr.Lambisaskedto
report.Mr.Lambwasnotpresentatthemeeting.ItwasnotedthatMr.Kalgrenvolunteeredvia
emailtoassistMr.Lambwiththisitem.

UseofAircraftTypeCables(TR9913)
o December2012:Mr.WalkerreportedthattheLULAcommitteestillwantsthisincludedinA17.6.
ItwasnotedthattherearepartialrequirementsinA17.1currently.ItwasrequestedthataMr.
KonyarandRhinerprepareastrawmanproposalfortheinclusionofAircraftCableintoA17.6.It
wasadvisedthatthecurrentrequirementsinA17.1(LULA)shouldbeincorporated.
FutureConsiderations:
LULAAircraftCableApplication
RopedHydraulics
WindTurbineApplications
GovernorRopes
o ThecommitteediscussedthelistofpreliminaryquestionsdevelopedbyMr.Konyar,shownin
SMTG215.ItwasrequestedthatthesequestionsbeforwardedtotheLULAandResidence
CommitteefortheirconsiderationsothatMr.KonyarandMr.Rhinerhaveaplacetostart.

AlternativeInspectionInformation
o December2012:Mr.Walkerreportedthatthereisnothingtoreportatthistime.Mr.Walkeris
askedtodiscussthiswithMr.Bialyforastatusupdate.

TN111067A17.6Para.1.10.1.2.1Lifecyclecriteriaforsteelwireropeslessthan8mm
o December2012:TheproposalshowninSMTG211R04wassentforrecirculationballot.Asa
resultthisitemreceivedonecommentonrecirculationballot111616RC1.TheMDCaddressed
theballotcommentattheirOctober2,2012meetingandsentthereaffirmedproposaltothe
A17StandardsCommitteechairmanforrulingofconsensus.

Attachment 8a
Page 2 of 2
A17MDCSMTG
SummaryReport
TN112009ItemfromWindTurbineTaskGroup
o December2011:Inconnectionwiththeinclusionofsteelwireropesizesconstructions,etcfor
theWTEindustrytheSMTGrecommendsthefollowingpathforward:
WTEshouldconsiderutilizingthecurrentropeconstructionsasdefinedinthecurrent
tablesofA17.6
TablescoveringtheuniqueconstructionsofSWRsusedmustbecompletedbytheWTE
committee.
ThetableswillbeincludedinA17.6,Part1
AllothercriteriaspecifiedinA17.6,Part1willbeapplicabletotheuniquerope
constructionsneededbytheWTE.
RevisionstoreplacementcriterianeedstobedefinedforthesenewtablesbytheWTE.
AddexplicituselanguagetothetableslimitingtheapplicationtoWTEs.
WireRopeTechnicalBoardquestionstheuseofsisalcoresfortheseropesizesinthese
applications.
Itwasmoved,secondedandthattheaboverepresenttheconsensusoftheSMTGandthatthis
listbesenttotheWTEProjectTeamfortheirconsideration.
o December2012:Mr.Koshakwasnotpresentatthemeeting.

PossibleChangestoA17.1/A17.6
o PriortothemeetingMr.KalgrensubmittedhisconcernsshowninSMTG216.
o TheSMTGisaskedtoreviewtheitemsincludedinthisemailandsendcommentstoMr.Walker
withcopytoMs.Byk.

FromTN09531EqualTensioninginA17.6.
o June 2011 (09531): It was noted that a Hazard Assessment regarding suspension member
tensioning was determined unnecessary to address this item since it can be addressed by
developingcodelanguage(seeSMTG209).LouBialywillcontactMr.McCaintodetermineifthe
proposal is acceptable to him. It was agreed that the proposed language be inserted in A17.1
requirement 8.6.4.1.3 and that an R&C ballot be sent to Mechanical Design, Inspections and
Maintenance, Repair and Replacement Committees. It was noted that additional language
shouldbedevelopedinthefutureforA17.6toaddressissueswhenequaltensioningconditions
cannotbeachievedand/ormaintained.Thisitemrequiresfurtherstudyanddiscussionwithin
theSMTGandwillbeaddressedasaseparateitem.
o December2012:ThisitemhasbeenopenedtoaddresscommentsfromTN09531.Seeabove.
Mr.Kalgrenisaskedtoprepareareportforthisitem.

ChainsasSuspensionMeansforWindTurbineElevators
o December2012:ItwasnotedthatMr.WalkerwillconferwithMr.Bialyonthisitem.

Attachment 8b
Page 1 of 2
Allyson B. Byk
From: Riad Mohamed

Sent: Thursday, December 19, 2013 9:07 AM
To: Allyson B. Byk
Subject: RE: A17 MDC Survey for Chains as Suspension Means
Follow Up Flag: Follow up

Flag Status: Flagged
Ally,
TheA17Dumbwaiter&ATDCommitteepreparedthefollowingresponses:
1. Whatchaintypesandgradesarecurrentlybeingspecifiedforuse?
Response:ThetypesthattheCommitteeisawareofarerollerchainnumbers40,50,or60.

2. Istherecurrentlyaneedordesiretouseotherchaintypesnotspecified?
Response:TheCommitteeisnotawareofanydesireforotherchaintypes.

3. Whatchainretirementcriteriaisbeingused?
Response:TheCommitteeisawareofchainsstretchforchainretirement.
4. Isthechainretirementcriteriabasedon(a)thetypeofchainbeingused,(b)theapplicationortypeofdrive,
or(c)theminimumsafetyfactor?
Response:TheCommitteeisunaware.
5. Arethereanyapplicationswherethechainsarenotdrivene.g.similartorackandpinionarrangement?
Response:TheCommitteeisnotawareofany.
6. Anyotherconsiderationse.g.Height,sway,environment,vibration,etc.?
Response:TheCommitteeisnotawareofany.
7. Anyinformationavailableasaresultofpriorusage?
Response:Onememberhasseenachainbreakcausinganelevatortofall.
8. AreCommitteemembersinterestedinparticipatinginthedevelopmentofastandard?
Response:Notatthistime.
Regards,
Riad.
From:AllysonB.Byk
Sent:Wednesday,August07,201311:51AM
To:MatthewGerson;GeraldineBurdeshaw;RiadMohamed
Cc:JohnWKoshak(john@elvssl.com);KevinBrinkman;RichardBaxter;carrickeng@netecin.net;
tom.nurnberg@kone.com;dwitt@tssa.org;nmontesand@dtminc.net;Bialy,Louis(Lou.Bialy@otis.com);DavisTurner;
JeffWalker(jeff.walker@thyssenkrupp.com)
Subject:A17MDCSurveyforChainsasSuspensionMeans
DearColleagues,
1
Attachment 8b
Page 2 of 2
AtarecentA17MechanicalDesignCommitteemeetingarequesttoconsiderchainsassuspensionmeanswas
considered.Inordertobetterconsidertheissue,itwasdecidedthatfurtherinputfromcommitteesinwhichthis
technologymayactualybeusedwasrequired.
Pleaseseeattachedforasurveydevelopedtoacquirethatinformation.Pleaseaddthistoyourrespectivecommittees
agendasfortheirnextmeeting.InputisbeingrequestedfromthefollowingA17Committees:
WindTurbineElevator
Residence
LULA
InclinedElevator
EscalatorandMovingWalk
Dumbwaiter
Sidewalk
Pleasefeelfreetocontactmeifyouhaveanyquestions,
Sincerely,
Ally
AllysonByk
Secretary,A17MechanicalDesignCommittee
2ParkAvenue
NewYork,NY10016
2125918539
2
Attachment 8c Attachment 17
Page 1 of 1 Page 1 of 1
Two P a rk A v e n u e tel 1 . 212 .591 .8500
New York, NY fax 1 .21 2.591 .850 1
10 0 16 - 5 99 0 U.S.A. www.as me.org
Dear Committee Members,
The A17 Mechanical Design Committee has received a request to review the use of chains as suspension
means. The Committee agreed that a questionnaire should be circulated to see if there is currently any
use of chains as suspension means, as well as any interest in the development of a standard to cover
such suspension means.
The A17 Mechanical Design Committee Requests that you review and respond to the following questions:
1. What chain types and grades are currently being specified for use?
Answer: #60 B29
2. Is there currently a need or desire to use other chain types not specified?
Answer: No.
3. What chain retirement criteria is being used?

Answer: Currently use a stretch policy, 1/16th inch over 10 links. Routine monitoring of the sprocket
teeth.
3. Is the chain retirement criteria based on (a) the type of chain being used, (b) the application or type
of drive, or (c) the minimum safety factor?
Answer: Per the manufacturer recommendation.
4. Are there any applications where the chains are not driven eg. Similar to rack and pinion
arrangement?
Answer: Currently none.
5. Any other considerations eg. Height, sway, environment, vibration, etc.?

Answer: No.
6. Any information available as a result of prior usage?

Answer: An inertia resulting from the mass of the chain must be taken into consideration.
7. Are Committee members interested in participating in the development of a standard?

Answer: No.
Thank you in advance for your consideration,
Sincerely,
Allyson Byk
Secretary, A17 MDC
Attachment 9
Page 1 of 10
TN 11-2193
A17 MDC SMTG
Proposal for First Consideration Ballot 15-444

With Concurrent Review and Comment to the A17 MDC
Introduction:
This proposal is a complete reconstruction of section 2.20.9, Suspension-Member Fastening, and as such
is not shown in strike out and underline due to the complexity this view would create.
2.20.9 Suspension-Member Fastenings
2.20.9.1 General Requirements-Member Fastenings

The following requirements apply to all types of suspension member fastenings.
2.20.9.1.1 Purpose & Function

Suspension member fastenings shall:
(a) Be adjustable to permit tensioning of suspension members.
(b) Be permanently and legibly marked to identify the suspension member fastening type.
(c) Consist of a support rod and socket to terminate the suspension member.
(d) Be subject to engineering test.
(e) Not be of U-bolt type, or similar devices.
(f) Restrict rotation of the suspension member without restricting their movement horizontally or vertically.
(g) Be designed so that the suspension member is collinear with the support rod.
(h) Be permitted to be staggered in the direction of travel of the elevator and counterweight, where used.
(i) All suspension members shall be fastened in such a manner that the individual suspension members
are independently loaded.
(i) Both ends of all suspension members shall be fastened in such a manner that all portions of the
individual suspension members, except the portion inside the sockets, shall be readily visible.
(k) Be from the same manufacturer and type for any one dead-end hitch plate.
2.20.9.1.2 Strength
Each suspension member fastening shall:
(a) Have a socket of such strength that the suspension member will develop 80% of the manufacturers
minimum breaking force before the socket is materially deformed.
(b) Have a rod, eye bolt, or other means used to connect the suspension-member socket to its
termination point with strength at least equal to 80% of the manufacturers minimum breaking force of the
suspension member.
2.20.9.1.3 Material Properties

(a) The socket shall be welded, cast, or forged steel. Where the socket and the rod are in one piece
(integral), the entire fastening shall be of welded or forged steel.
(b) Where the rod and socket are not in one piece, the rod shall be of forged, rolled or cold drawn steel
having an elongation of not less than 20% in a gauge length of 50 mm (2 in.).
(c) Suspension member fastenings shall be made of steel having an elongation of not less than 20% in a
gauge length of 50 mm (2 in.) when measured in accordance with ASTM E 8, and conforming to ASTM A
668, Class B for forged steel and ASTM A 27, Grade 60/30 for cast steel, and shall be stress relieved.
Steels of greater strength shall be permitted, provided they have an elongation of not less than 20% in a
length of 50 mm (2 in.).
(d) Welded sockets shall:
(1) Have components made of rolled or cold drawn steel construction having an elongation of not
less than 20% in a gauge length of 50 mm (2 in.).
(2) Have a factor of safety of the weld and heat-affected zone of not less than 12.
Attachment 9
Page 2 of 10
TN 11-2193
A17 MDC SMTG
(3) Be welded in accordance with 8.8.1 and 8.8.2.
2.20.9.1.4 Engineering Tests

A test specimen consisting of the strongest suspension member and its corresponding suspension
member fastening shall be subjected to a destructive tensile engineering test.
(a) The fastening shall develop at least 80% of the minimum breaking force of the strongest suspension
member to be used in such a fastening without the suspension member slipping through the assembly.
(b) Suppliers of suspension member fastenings shall submit certification showing that they have
successfully passed the tests described in 2.20.9.1.4(a) at a testing laboratory.
2.20.9.2 Wire Rope Tapered Sockets

The use of tapered rope sockets shall be permitted only for steel wire ropes 8 mm (5/16 in.) or greater.
When used, the tapered rope sockets shall be of a design as shown in Fig. 2.20.9.1 and shall conform to
2.20.9.2 (a) through (q).
(a) The axial length L of the tapered portion of the socket shall be not less than 4.75 times the
diameter of the wire rope used.
(b) The axial length, L, of the open portion of the rope socket shall be not less than 4 times the
diameter of the wire rope used.
(c) The length of the straight bore, L, at the small end of the socket shall be not more than 13mm
(0.5 in.) nor less than 3 mm (0.125 in.), and its outer edge shall be rounded and free from cutting
edges.
(d) The diameter, d, of the hole at the large end of the tapered portion of the socket shall be not less
than 2.25 times nor more than 3 times the diameter of the wire rope used. The diameter, d, of the
hole at the end of the tapered portion of the socket shall be not more than shown in Table 2.20.9.4.5
(e) The following materials are acceptable use for embedment medium for tapered sockets.
(1) Babbitt Metal. Babbitt metal shall contain at least 9% of antimony and shall be clean and
free from dross.
(2) Thermosetting Resin Composition
(a) Physical Properties. The thermoset resin composition shall have the following properties:
(1) Uncured (Liquid) Material
(a) Viscosity of Resin-Catalyst Mixture. The viscosity of the resin-catalyst mixture
shall be sufficiently low to permit rapid, complete saturation of the rope rosette in
order to prevent entrapment of air.
(b) Flash Point. All components shall have a minimum flash point of 27C (80F).
(c) Shelf Life. All components shall have a minimum of 1 year shelf life at 21C
(70F).
(d) Pot Life and Cure Time. After mixing, the resin catalyst mixture shall be
pourable for a minimum of 8 min at 21C (70F) and shall cure within 1 h after
hardening. Heating of the resin mixture in the socket to accelerate curing shall
follow the resin manufacturers instructions.
(2) Cured Resin
(a) Socket Performance. Resin, when cured, shall develop sufficient holding
strength to solvent-washed wire in wire-rope sockets to develop 80% of the
ultimate strength of all types of elevator wire rope. No slippage of wire is
permissible when testing resin-filled rope socket assemblies in tension; however,
after testing, some seating of the resin cone shall be permitted to be apparent
and is acceptable. Resin terminations shall also be capable of withstanding
tensile shock loading.
(b) Shrinkage. The volumetric shrinkage of fully cured resin shall not exceed 2%.
The use of an inert filler in the resin is permissible.
Attachment 9
Page 3 of 10
TN 11-2193
A17 MDC SMTG
(c) Curing. The resin-catalyst mixture shall be capable of curing either at ambient
[16C to 38C (60F to 100F)] or elevated temperatures. At temperatures below
16C (60F), an elevated temperature cure shall be used.
(b) Materials Required. The thermoset resin composition intended for elevator wire rope socketing
shall be supplied in two parts consisting of preweighed resin and preweighed catalyst, each
packaged separately within a kit. Each kit containing the thermoset resin composition shall
consist of the following:
(1) preweighed thermoset resin
(2) preweighed catalyst
(3) necessary materials for mixing and pouring
(4) detachable label on resin container
(c) Marking
(1) Resin Container. The label on the resin container shall show the following information:
(a) product name
(b) part designation (e.g., Part A or Resin)
(c) manufacturer s name or trademark and
address
(d) mixing instructions
(e) ICC information
(f) safety warnings and cautions
(g) packaging date
(h) flash point
(i) shelf life
(j) storage instructions
(k) curing instructions
(l) net weight
(m) a statement certifying that the product conforms to 2.20.9.6.2 of ASME
A17.1/CSA B44
(2) Catalyst Container. The label on the catalyst container shall show the following
information:
(a) product name
(b) part designation (e.g., Part B, Catalyst, or Hardener)
(c) manufacturers name or trademark and address
(d) safety warnings and cautions
(e) flash point
(f) storage instructions
(g) net weight
(f) Method of Securing Wire Ropes in Tapered Sockets. Where the tapered type of socket
is used, the method and procedure to be followed in making up the fastening shall conform to
the following as applicable.
(g) Handling. The rope to be socketed shall be carefully handled to prevent twisting,
untwisting, or kinking.
(h) Seizing of Rope Ends. The rope ends to be socketed shall be seized before cutting with
seizing in accordance with the following:
(a) The seizing shall be done with annealed iron wire, provided that other methods of
seizing be permitted, that give the same protection from loss of rope lay. Where iron wire
is used for seizing, the length of each seizing shall be not less than the diameter of the
rope.
(b) For nonpreformed rope, three seizings shall be made at each side of the cut in the
rope. The first seizing shall be close to the cut end of the rope, and the second seizing
shall be spaced back from the first the length of the end of the rope to be turned in. The
third seizing shall be at a distance from the second equal to the length of the tapered
portion of the socket.
Attachment 9
Page 4 of 10
TN 11-2193
A17 MDC SMTG
(c) For preformed rope, one seizing shall be made at each side of the cut in the rope. The
seizing shall be at a distance from the end of the rope equal to the length of the tapered
portion of the socket plus the length of the portion of the rope to be turned in.
(i)Spreading of Rope Strands. After the rope has been seized, it shall be inserted into the
socket through the hole in the small end, a sufficient distance for manipulation, and where
nonpreformed rope is used, the first two seizings shall be removed. The rope strands shall then
be spread apart, and where rope with fiber core is used, the fiber core shall be cut away as close
as possible to the remaining seizing.
(j) Removal of Grease or Oil. Thorough cleaning of the outer wires of the strand surface and the
inside of the rope socket is required for good adhesion. Brush or dip in clean solvents is
recommended.
(k) Turning in of Rope Strands. The exposed rope strands shall then be bent, turned in, and
bunched closely together, each strand being turned back the same distance. The portion turned
in (rope rosette) shall have a length of not less than 2.5 times the diameter of the rope, and such
that, when the rope is pulled as far as possible into the socket, the bend of the turnedin strands
shall be slightly overflush with the mouth of the tapered socket (large end) and will be visible
when the socket has been completed (see 2.20.9.2 (o)). Where rope with steel core is used, the
steel core shall be cut off even with tops of the looped strands.
(l) Insertion of Bent-In Rope Strands in Socket. The rope end shall be pulled as far as possible
into the socket, so that the remaining seizing projects outside the hole at the small end of the
socket.
(m) Position of Socket Preparatory to Pouring Embedment Medium. The socket shall be held
in a vertical position with the large end up, and the rope held in a position truly axial with the
socket. Tape or waste shall be permitted to be wound around the rope at the small end of the
socket to prevent the embedment medium from seeping through, but shall be removed after
completion of the socket.
(n) Preparation of Embedment Medium
(1) Babbitt Metal
(a) Heating of Babbitt. The babbitt shall be heated to a fluidity just sufficient to
char a piece of soft wood such as white pine without igniting it. Care shall be
taken not to overheat the babbitt sufficiently to damage the rope.
(b) Heating of Socket Basket and Pouring of Babbitt. The rope socket basket
shall be heated by a blowtorch flame sufficiently to prevent chilling of the babbitt
and to ensure that the babbitt, when poured, will completely fill the basket,
including all the spaces between the rope strands. Following this the molten
babbitt shall be poured slowly and evenly into the basket until it is filled to a point
level with the top of the opening in the large end.
(a) The manufacturers directions shall be strictly followed in handling, mixing,
pouring, and curing the resin material.
(b) New containers of resin and catalyst shall be utilized for each set of rope
sockets. The entire quantity of resin and catalyst shall be mixed when the
containers are opened.
(c) Resin sockets shall not be poured at a temperature below 16C (60F) without
first warming the socket and the resin composition to 21C to 32C (70F to
90F). The socket shall be permitted to be warmed using the electrical resistance
heating devices intended for curing resin sockets.
(d) Curing of resin sockets shall be accomplished by heating at elevated
temperature following the manufacturers suggested schedule and directions.
Cure time shall not exceed 30 min. Electrical resistance heating devices designed
to fit around the sockets, or other means of providing controlled, evenly
distributed heat, shall be used to provide the elevated temperature for curing.
Open flames or exposed electrical resistance heating elements shall not be used.
(e) Upon completion of the socketing, the label from the container of resin shall
be attached to one of the rope sockets for inspection purposes and shall be
Attachment 9
Page 5 of 10
TN 11-2193
A17 MDC SMTG
(o) Inspection of Sockets after Completion. A visual inspection of the completed sockets shall
be made after they have cooled and the tape or waste has been removed from the small end of
the sockets. The visual inspection shall verify that
(a) the embedment medium is visible at the small end of the socket
(b) the bends of all of the individual rope strands (see 2.20.9.1.5(k)) are approximately the
same height above the embedment medium and visible within the range of not less than
one-half the diameter of the rope strand above the embedment medium and that there is
not more than 1.5 mm (0.06 in.) clearance between the embedment medium and the
underside of the bend in the rope strand (c) no loss of rope lay has occurred where the
wire rope enters the socket
(p) Lubrication of Wire Rope After Socket Attachment. After the resin has cured, the wire
ropes shall be lubricated at the base of the socket (small end) to replace the lubricant that was
removed during the cleaning operation required under 2.20.9.1.5(j)
2.20.9.3 Wedge Sockets. The use of wedge socket assemblies shall be permitted for steel wire ropes,
aramid ropes, non-circular aramid suspension members, and non-circular cross section elastomeric
suspension members, and shall conform to 2.20.9.1.1 through 2.20.9.1.4 and 2.20.9.3(a) through (c)
(a) The wedge socket assemblies shall be free of burrs or sharp edges that could damage the
suspension member.
(b) When the suspension member has been seated in the wedge socket by the load on the
member, the wedge shall be visible.
(c) Each wedge shall be permanently and legibly marked or color coded to identify the
corresponding socket, or sockets, and member size and material, within which it is to be inserted
to form an assembly. The markings shall be visible after installation.
2.20.9.4 Rods There shall be a rod, eye bolt, or other means used to connect the suspension-member
socket to the car, counterweight or suspension member hitch plate. The rod may be in integral to the
socket (unit construction), or it may be separate. The car ends, or the car or counterweight dead ends
where multiple roping is used, of all suspension means of traction-type elevators shall be provided with
shackle rods of a design that will permit individual adjustment of the suspension-member lengths. Similar
shackle rod adjustment shall be provided on the car or counterweight ends of compensation means.
2.20.9.4(a) Separate Rods Where the shackle rod is separate from the socket, the fastening between the
two parts shall be positive, and such as to prevent their separation under all conditions of operation of the
elevator.
2.20.9.4(b) Threaded Where the connection of the two parts is threaded, the thread design, tolerance,
and manufacture shall conform to the requirements of ASME B1.13M, M-6H/6g, or equivalent, coarse or
fine threads (ASME B1.1, UNC or UNF Class 2A and Class 2B threads). The thread size and the length
of the thread engagement of the rod in the socket shall be sufficient to ensure that the engaged members
are aligned and that the strength requirements of 2.20.9.1.2 are met. In addition, means shall be provided
to restrict the turning of the rod in the socket and prevent unscrewing of the connection in normal
operation.
2.20.9.4(c) Other Eye bolts used as connections with clevis-type sockets shall be of forged steel
conforming to ASTM A 668, Class B (heat treated), without welds.
Rationale: Consolidate requirements for wedge sockets, tapered sockets and their uses
across all of the different suspension member types.
Attachment 9
Page 6 of 10
TN 11-2193
A17 MDC SMTG
Results of Ballot 15-544
Ballot#: 15-544
Approved: 11
Disapproved: 8 FilipponeJ, HerrityJ, KalgrenD, KoshakJ, KosinskiG, RobiberoV, RoglerC,
StanlaskeD
Abstained: 1 BakerE
Not Voting: 0
Not Returned: 6 BarkandT , GregoryR , HamptonP , MclellanD , MeyerJa , WithamD
Total: 11/26
Disapproved Response
BornsteinS (Disapproved)
I agree with the comments submitted by Messrs. Shelton and
Kremer.
FilipponeJ (Disapproved)
Overall it seems that the proposal may be acceptable.

However, it is unfortunately that the committee decided to
not submit the proposal in standard strike out/underline
format or a side by side comparison. The rationale
implies that technical changes were not made (i.e.
consolidation), but it appears they have been made.
Without sufficient rationale for various changes it is very
difficult to determine exactly what has been changed.
Therefore I cant approve this proposal until it is submitted
in a format that shows what is being added, deleted,
relocated, revised, etc. and rationale for the various
technical revisions are provided.
HerrityJ (Disapproved)
Not in correct form
Not in correct form
KoshakJ (Disapproved)
If this is a complete rewrite of the section, please indicate in the
document as is customary in underscore and strikeout. It is
customary to put into a table such that the changes are
illustrated clearly. Since this is a large section, it may have
deletions that are made by this proposal that are inadvertent.
KosinskiG (Disapproved)
Same comments as Mr. Baker. Also, there are improperly
formatted proposed changes, (example 2.20.9.2(f) mentions
Attachment 9
Page 7 of 10
TN 11-2193
A17 MDC SMTG
methods to secure wire rope, and goes on listing (g), (h), (i),...
etc. instead of (1), (2), (3),... etc. as is customary.
2.20.9.2(n)(2)(e) is an incomplete sentence and 2.20.9.2(o) is
also improperly formatted. Thank you!
MarchantA (Disapproved)
I agree with the comments by Mr. Koshak.
ReinkeW (Disapproved)
I agree with the comments of Mr. Koshak. Additionally when a
requirement in strength is changed from being "equal to the
manufacturers minimum breaking force" to "80% of the
manufacturers minimum breaking force" I believe that there
should be some rationale included.
Reference: 2.20.9.1.2(b)
RigbyL (Disapproved)
agree with Koshak
RobiberoV (Disapproved)
As a result of the reconstruction, were any new requirements
added or existing requirements modified? It's not clear from the
rationale.
RoglerC (Disapproved)
I agree with the comments of Mr. Koshak.
StanlaskeD (Disapproved)
I understand that there were a number of items that may have
been consolidated in this proposal. However, I disagree with the
statement that the changes were so complex that this could not
have been shown in strikeout and underline. With that said, I
offer the comments in the attached file for your consideration.
2.20.9.1.1 Purpose & Function

(i) Change to: Be fastened in such a manner that the
individual suspension members are independently loaded.

The use of tapered rope sockets shall be permitted only
for steel wire ropes 8 mm (5/16 in.) or greater. When
used, the tapered rope sockets shall be of a design as
shown in Fig. 2.20.9.1 and shall conform to 2.20.9.2 (a)
through (q).
I assume you meant to include the figure currently shown

in 2.20.9.4. Is this correct?
The proposed language does not include an item under

2.20.9.2 (q). Perhaps this was meant to say 2.20.9.2 (a)
through (p).
Attachment 9
Page 8 of 10
TN 11-2193
A17 MDC SMTG
(d) The diameter, d, of the hole at the large end of the

tapered portion of the socket shall be not less than 2.25
times nor more than 3 times the diameter of the wire rope
used. The diameter, d, of the hole at the end of the
tapered portion of the socket shall be not more than
shown in Table 2.20.9.4.5
As there is no section 2.20.9.4.5 in the proposed language
and the Table was not shown in the proposed language
please correct this reference.
(e)(2) Thermosetting Resin Composition

(c) Marking
1(m) a statement certifying that the product
conforms to 2.20.9.6.2 of ASME A17.1/CSA B44
As there is no section 2.20.9.6.2 in the proposed
language please correct this reference.
(j) Removal of Grease or Oil. Thorough cleaning of the

outer wires of the strand surface and the inside of the rope
socket is required for good adhesion. Brush or dip in clean
solvents is recommended.
Suggest the following change to this language: Brushing
or dipping in clean solvents is recommended.
(n) Preparation of Embedment Medium

(e) Upon completion of the socketing, the
label from the container of resin shall be attached to one
of the rope sockets for inspection purposes and shall be
The sentence is incomplete.
(o) Inspection of Sockets after Completion.

The formatting appears to be incorrect. Shouldnt the
items be labelled 1-3 instead of a-c?
(b) the bends of all of the individual rope strands
(see 2.20.9.1.5(k)) are approximately the same height
above the embedment medium and visible within the
range of not less than one-half the diameter of the rope
strand above the embedment medium and that there is
not more than 1.5 mm (0.06 in.) clearance between the
embedment medium and the underside of the bend in the
rope strand
There is no 2.20.9.1.5(k) in the proposed language.
Please correct the reference.
(p) Lubrication of Wire Rope After Socket Attachment.

After the resin has cured, the wire ropes shall be
lubricated at the base of the socket (small end) to replace
the lubricant that was removed during the cleaning
operation required under 2.20.9.1.5(j)
There is no 2.20.9.1.5(j) in the proposed language. Please
correct the reference.
Attachment 9
Page 9 of 10
TN 11-2193
A17 MDC SMTG
Additional Comments Responses

BakerE (Abstain)
(Comment) I believe the proposal should show the existing
2.20.9 next to the new 2.20.9 and show what is existing code
language and what is new code language.
HempelC (Comment)
2.20.9.1.1 relocate under 2.20.9.1. Gen. Requirements. "
Purpose and Functions" is stated under ASME PREFACE.
2.20.9.1.4. engineering test should be in Sec. 8.3
2.20.9.1.3. material standards should be in Sec. 8.3. section (b)
should be in 2.20.9.4.
KremerR (Comment)
Too difficult to compare which requirements where retained and
relocated versus which requirements may have been omitted.
SheltonA (Comment)
2.20.9.1.2 Strength
What is meant by materially deformed? Measureable elastic
deformation, yield, etc.?

The use of tapered rope sockets shall be permitted only
for steel wire ropes 8 mm (5/16 in.) or greaterlarger. When
used, the tapered rope sockets shall be of a design as
shown in Fig. 2.20.9.1 and shall conform to 2.20.9.2 (a)
through (q).
(c) The length of the straight bore, L, at the small end of

the socket shall shall not be not more larger than 13mm
(0.5 in.) nor less smaller than 3 mm (0.125 in.), and its
outer edge shall be rounded and free from cutting edges.
(d) The diameter, d, of the hole at the large end of the

tapered portion of the socket shall be not less than 2.25
times nor more than 3 times the diameter of the wire rope
used. The diameter, d, of the hole at the end of the
tapered portion of the socket shall not be not more larger
than shown in Table 2.20.9.4.5
(h) Seizing of Rope Ends. The rope ends to be

socketed shall be seized before cutting with
seizing in accordance with the following:
(a) The seizing shall be done with
annealed iron wire, provided that
other methods of seizing be
permitted, that give the same
protection from loss of rope lay.
Where iron wire is used for
seizing, the length of each seizing
shall not be not less smaller than
the diameter of the rope.
Attachment 9
Page 10 of 10
TN 11-2193
A17 MDC SMTG
Attachment 10a
Page 1 of 1
Allyson B. Byk
From: Martin Rhiner <rhiner.martin@brugg.com>

Sent: Tuesday, December 11, 2012 1:45 PM
To: 'Denny Kalgren'; 'George Gibson'; 'Harry Simpkins'; 'Howie Frank'; 'Louis Bialy'; 'Miles
Lamb'; 'Jeff Walker'; 'Kim Konyar'; 'Martin Rhiner'; 'Bialy, Louis'; Allyson B. Byk
Subject: FW: A17 MDC SMTG

OriginalMessage
From:KimKonyar[mailto:k.konyar@wireropeworks.com]
Sent:Wednesday,July06,20113:07PM
To:'KalgrenDennis';'HOWARDFRANK';'harrysimpkins';'JeffWalker';'mileslamb';'LouBialy';'MartinRhiner'
Subject:A17MDCSMTG
SMTGMembers:
ReferenceminutesfromSMTGteleconferenceJune28,2011,Item7.5UseofAircraftTypeCables(TR9913).
Duringpreparationofthefollowingwireropequestions,notethatreferenceswerefoundtowireropeassuspension
meansinA17.1inthefollowingpartsandsections.Acomputersearchshouldalsobedoneassomereferencesmay
havebeenmissed.
Part3;Part4;Parts5.2,5.3,5.4,5.5,5.6,5.7,5.9,5.10;&Part7.
Someofthereferencesreferto2.20whichnowreferstoA17.6.LULAandResidence(5.2&5.3)aretheonlyonesI
couldfindthatcalloutthespecforaircraftcord(MIL83420).Manyhavenospecificreferenceotherthan"steelwire
rope"or"elevatorwirerope".Wewillneedtodeterminehowdetailedwewant/needtobeandhowtoaddressand/or
correctthesereferences.
Herearesomepreliminaryquestions:
1.Whatropetypesandgradesarecurrentlybeingspecifiedforuse?
2.Istherecurrentlyaneedordesiretouseotherropetypesnotspecified?
3.Whatroperetirementcriteriaisbeingused?
4.Istheroperetirementcriteriabasedon(a)thetypeofropebeingused,(b)theapplicationortypeofdrive,or(c)the
minimumsafetyfactor?
5.Areropesusedinanyofthefollowingmanners:(a)tractiondrive;(b)smoothdrivedrumwithasinglelayerofrope;
(c)smoothdrivedrumwithmultiplelayersofrope;(d)grooveddrivedrum(nottraction)withasinglelayerofrope;(e)
grooveddrivedrum(nottraction)withmultiplelayersofrope?
6.Arethereanyapplicationswheretheropesarenotdrivene.g.governor,compensating,control,counterweight,by
hand,etc.
KimKonyar
1
Attachment 10b
Page 1 of 1
A17 Residence
Responses
Dear Members,
The A17 Mechanical Design Committees Suspension Means Task Group (SMTG) has reviewed the
request to incorporate aircraft-type cables in the A17.6 Standard to cover LULA, Residential and
possibly Wind Turbine elevators. The SMTG has agreed these cables should be included,
however the actual suspension means requirements for these applications needs to be defined.
Mr. Konyar has asked to prepared the following brief questionnaire in an effort to obtain actual
requirements for these products regarding suspension means. The A17 Mechanical Design
Committee Requests that you review and respond to the following questions:
1. What rope types and grades are currently being specified for use?
Please see A17.1 requirement 5.3.1.12.1.
2. Is there currently a need or desire to use other rope types not specified?
The committee is not aware of any other types of aircraft cable being used however there is
some interest in adding additional types of ropes such as coated ropes and other suspension
means as allowed by A17.6.
3. What rope retirement criteria are being used?
Based on manufacturer recommendations, typical indications for rope retirement are visual
signs of broken strands, corrosion, and/or deformation.
4. Is the rope retirement criteria based on (a) the type of rope being used, (b) the application or type of
drive, or (c) the minimum safety factor?
All of the above.
5. Are ropes used in any of the following manners: (a) traction drive; (b) smooth drive drum with a
single layer of rope; (c) smooth drive drum with multiple layers of rope; (d) grooved drive drum (not
traction) with a single layer of rope; (e) grooved drive drum (not traction) with multiple layers of rope?
D is a current application; the others are not used to our knowledge.
6. Are there any applications where the ropes are not driven e.g. governor, compensating, control,
counterweight, by hand, etc.
Yes, governor ropes.
Thank you,
Allyson Byk
S&C Project Engineer
ASME
2 Park Avenue
Attachment 10c
A17 LULA Responses Page 1 of 1
Dear Members,
The A17 Mechanical Design Committees Suspension Means Task Group (SMTG) has reviewed the
request to incorporate aircraft-type cables in the A17.6 Standard to cover LULA, Residential and
possibly Wind Turbine elevators. The SMTG has agreed these cables should be included,
however the actual suspension means requirements for these applications needs to be defined.
Mr. Konyar has asked to prepared the following brief questionnaire in an effort to obtain actual
requirements for these products regarding suspension means. The A17 Mechanical Design
Committee Requests that you review and respond to the following questions:
1. What rope types and grades are currently being specified for use?
See 5.2.1.20.1(b) in A17.1 where aircraft cable is specified.
2. Is there currently a need or desire to use other rope types not specified?
No, not at this time.
3. What rope retirement criteria are being used?
Any visual signs of broken strands, corrosion, or deformation are considered retirement criteria.
4. Is the rope retirement criteria based on (a) the type of rope being used, (b) the application or type of
drive, or (c) the minimum safety factor?
All of the above.
5. Are ropes used in any of the following manners: (a) traction drive; (b) smooth drive drum with a
single layer of rope; (c) smooth drive drum with multiple layers of rope; (d) grooved drive drum (not
traction) with a single layer of rope; (e) grooved drive drum (not traction) with multiple layers of rope?
We are currently not aware of anyone using these drive applications for LULA elevators.
6. Are there any applications where the ropes are not driven e.g. governor, compensating, control,
counterweight, by hand, etc.
Yes, used for governor ropes.
Thank you,
Allyson Byk
S&C Project Engineer
ASME
2 Park Avenue
Attachment 11
Page 1 of 13
TN 14-572
A17 Wind Turbine Elevator Committee
TN 14-572
Original Proposal
Background material from Committee Correspondences:
TABLE I 1.11.1(e): CLASSIFICATION 5 x 19 FIBER CORE OR POLYMER CORE

Rope Grade - Minimum Breaking Force (MBF)4 Diameter - Relaxed Diameter - 10% of MBF
Approximate
Diameter
Mass3 Iron TS1 EHS 1570 1960 2160 Minimum Maximum Minimum Maximum
in. mm lb/ft kg/m lbf x1000 kN 5 in. mm in. mm in. mm in. mm
0.315 8 0.2 0.3 12.4 55.0 0.319 8.1 0.331 8.4 0.311 7.9 0.327 8.3
3/8 9.5 0.23 0.34 14.1 62.8 0.362 9.2 0.375 9.5 0.354 9.0 0.370 9.4
TABLE I 1.11.1(f): CLASSIFICATION 5 x 26 FIBER CORE OR POLYMER CORE

Approximate
Diameter
0.313 7.94 0.18 0.27 11.5 51.2 0.321 8.16 0.334 8.48 0.315 8.00 0.328 8.32
0.331 8.4 11.57 51.5 0.319 8.1 0.331 8.4 0.311 7.9 0.327 8.3
0.394 10 0.26 0.38 17.99 80 0.39 9.9 0.402 10.2 0.382 9.7 0.396 10.1
0.402 10.2 0.31 0.46 19.33 86 0.39 9.9 0.402 10.2 0.386 9.8 0.398 10.1
TABLE I 1.11.1(g): CLASSIFICATION 6 x 19 INDEPENDENT WIRE ROPE CORE

Approximate
Diameter
Attachment 11
Page 2 of 13
TN 14-572
0.315 8 12.5 44.8 0.315 8 0.331 8.4 0.311 7.9 0.326 8.3
TABLE I 1.11.1(h): CLASSIFICATION 18 x 7 INDEPENDENT WIRE ROPE CORE

Approximate
Diameter
0.354 9 0.22 0.328 11.2 50 0.354 9 0.369 9.36 0.346 8.8 0.362 9.2
0.453 11.5 0.3 0.45 18.4 65.7 0.441 11.2 0.453 11.5 0.433 11.0 0.449 11.4
0.512 13 0.46 0.69 26.9 120 0.496 12.6 0.512 13 0.488 12.4 0.504 12.8
TABLE I 1.11.1(i): CLASSIFICATION 4 x 26 FIBER CORE OR POLYMER CORE.

Approximate
Diameter
0.354 9 0.24 0.35 65.7 0.361 9.2 0.374 9.54 0.354 9.1 0.369 9.4
TABLE I 1.11.1(j): CLASSIFICATION 7 x 19 INDEPENDENT WIRE ROPE CORE.

Diameter Approximate Rope Grade - Minimum Breaking Force (MBF)4 Diameter - Relaxed Diameter - 10% of MBF
Attachment 11
Page 3 of 13
TN 14-572
Mass3
Iron TS1 EHS 1570 1770 1960 2160 Minimum Maximum Minimum Maximum
0.47 12 0.37 0.55 84.6 0.472 12 0.496 12.6 0.472 12 0.496 12.6
Rationale: To provide construction requirements for ropes used primarily in the wind turbine industry.
Attachment 11
Page 4 of 13
TN 14-572
TN 14-572
Proposal for FC Ballot to A17 WTE Committee, 4/2/2014
Revise A17.6-2010 as follows:
MANDATORY APPENDIX I
TABLES
SECTION I-1.1 BREAKING FORCE AND DIAMETER

TOLERANCE
Tables I-1.1-1, I-1.1-2, I-1.1-3, and I-1.1-4 show the breaking forces and diameter tolerances of the more common classes, sizes, and grades of steel wire rope
under Part 1. The following requirements apply:
(a) Minimum breaking forces listed apply to uncoated or drawn-galvanized ropes.
(b) Minimum breaking forces for final-galvanized ropes are 10% lower than the values listed.
(c) Minimum breaking forces for compacted strand ropes are 10% higher than values listed.
Tables I-1.1-5, I-1.1-6, I-1.1-7, I-1.1-8, I-1.1-9, and I-1.1-10 show the breaking forces and diameter tolerances of common classes, sizes, and grades of steel wire
rope under Part 1 in the wind turbine elevator industry. The following requirements apply:
TABLE I-1.1.1-5: CLASSIFICATION 5 x 19 FIBER CORE OR POLYMER CORE
Approximate
Diameter
0.315 8 0.2 0.3 12.4 55.0 0.319 8.1 0.331 8.4 0.311 7.9 0.327 8.3
3/8 9.5 0.23 0.34 14.1 62.8 0.362 9.2 0.375 9.5 0.354 9.0 0.370 9.4
GENERAL NOTES:
Attachment 11
Page 5 of 13
TN 14-572
(a) Precise values of Modulus of Elasticity can be provided by the rope supplier.
(b) The typical value of Modulus of Elasticity for Classification 6 x 19 fiber core is 10.8 x 10 6 psi.
(c) To convert GPa to psi, multiply GPa by 145.04 x 103.
(d) MBF values are based on ISO 4344 including Annex B and Annex C.
NOTES:
(1) Masses may be different for compacted or galvanized ropes.
(2) Minimum breaking forces for final-galvanized ropes are 10% lower than the values listed. See I-1.1.
(3) TS is Traction Steel Rope.
(4) Metric rope numbering is based on the N/mm 2 tensile strengths. Dual rope numbering refers to the outer wire and inner wire strengths.
(5) To convert to lbf multiply kilonewton (kN) by 224.8
Approximate
Diameter
5
in. mm lb/ft kg/m lbf x1000 kN in. mm in. mm in. mm in. mm
0.313 7.94 0.18 0.27 11.5 51.2 0.321 8.16 0.334 8.48 0.315 8.00 0.328 8.32
11.5
0.331 8.4 51.5 0.319 8.1 0.331 8.4 0.311 7.9 0.327 8.3
7
17.9
0.394 10 0.26 0.38 80 0.39 9.9 0.402 10.2 0.382 9.7 0.396 10.1
9
19.3
0.402 10.2 0.31 0.46 86 0.39 9.9 0.402 10.2 0.386 9.8 0.398 10.1
3
GENERAL NOTES:
NOTES:
Attachment 11
Page 6 of 13
TN 14-572
TABLE I-1.1.1-7: CLASSIFICATION 6 x 19 INDEPENDENT WIRE ROPE CORE
Approximate
Diameter
0.315 8 12.5 44.8 0.315 8 0.331 8.4 0.311 7.9 0.326 8.3
GENERAL NOTES:
NOTES:
Approximate
Diameter
0.354 9 0.22 0.328 11.2 50 0.354 9 0.369 9.36 0.346 8.8 0.362 9.2
0.453 11.5 0.3 0.45 18.4 65.7 0.441 11.2 0.453 11.5 0.433 11.0 0.449 11.4
0.512 13 0.46 0.69 26.9 120 0.496 12.6 0.512 13 0.488 12.4 0.504 12.8
GENERAL NOTES:
Attachment 11
Page 7 of 13
TN 14-572
NOTES:
TABLE I-1.1.1-9: CLASSIFICATION 4 x 26 FIBER CORE OR POLYMER CORE.
Approximate
Diameter
5
in. mm lb/ft kg/m lbf x1000 kN in. mm in. mm in. mm in. mm
0.354 9 0.24 0.35 65.7 0.361 9.2 0.374 9.54 0.354 9.1 0.369 9.4
GENERAL NOTES:
NOTES:
Attachment 11
Page 8 of 13
TN 14-572
TABLE I-1.1.1-10: CLASSIFICATION 7 x 19 INDEPENDENT WIRE ROPE CORE.
Approximate
Diameter
Mass3 Iron TS1 EHS 1570 1770 1960 2160 Minimum Maximum Minimum Maximum
0.47 12 0.37 0.55 84.6 0.472 12 0.496 12.6 0.472 12 0.496 12.6
GENERAL NOTES:
NOTES:
Rationale: To provide construction, inspection, and retirement requirements for steel wire ropes used primarily in the wind turbine industry.
July 9, 2014
The A17 WTE Committee voted to close this proposal under the following rationale:
Rationale: These revisions are duplicative and are already included in TN 13-2181.
October 1, 2014
During the October 1st, 2014 meeting of the A17 Standards Committee, it was decided to leave this item open. It was noted that the
WTE Committee may add these requirements to their new Standard though to have them added to A17 would require approval
from the A17 MDC.
Attachment 11
Page 9 of 13
TN 14-572
March 11, 2015

During the A17 WTE Committee meeting, it was approved to send this item to the A17 Mechanical Design Committee for
consideration during their next meeting and request any recommendations and for approval.
TN 14-572
Current Proposal, 3/11/2015
Revise A17.6-2010 as follows:
MANDATORY APPENDIX I
TABLES
SECTION I-1.1 BREAKING FORCE AND DIAMETER

TOLERANCE
Tables I-1.1-1, I-1.1-2, I-1.1-3, and I-1.1-4 show the breaking forces and diameter tolerances of the more common classes, sizes, and grades of steel wire rope
under Part 1. The following requirements apply:
(c) Minimum breaking forces for compacted strand ropes are 10% higher than values listed.
Tables I-1.1-5, I-1.1-6, I-1.1-7, I-1.1-8, I-1.1-9, and I-1.1-10 show the breaking forces and diameter tolerances of common classes, sizes, and grades of steel wire
rope under Part 1 in the wind turbine elevator industry. The following requirements apply:
Approximate
Diameter
0.315 8 0.2 0.3 12.4 55.0 0.319 8.1 0.331 8.4 0.311 7.9 0.327 8.3
Attachment 11
Page 10 of 13
TN 14-572
3/8 9.5 0.23 0.34 14.1 62.8 0.362 9.2 0.375 9.5 0.354 9.0 0.370 9.4
GENERAL NOTES:
NOTES:
Approximate
Diameter
0.313 7.94 0.18 0.27 11.5 51.2 0.321 8.16 0.334 8.48 0.315 8.00 0.328 8.32
11.5
0.331 8.4 51.5 0.319 8.1 0.331 8.4 0.311 7.9 0.327 8.3
7
17.9
0.394 10 0.26 0.38 80 0.39 9.9 0.402 10.2 0.382 9.7 0.396 10.1
9
19.3
0.402 10.2 0.31 0.46 86 0.39 9.9 0.402 10.2 0.386 9.8 0.398 10.1
3
GENERAL NOTES:
Attachment 11
Page 11 of 13
TN 14-572
NOTES:
Approximate
Diameter
0.315 8 12.5 44.8 0.315 8 0.331 8.4 0.311 7.9 0.326 8.3
GENERAL NOTES:
NOTES:
Approximate
Diameter
0.354 9 0.22 0.328 11.2 50 0.354 9 0.369 9.36 0.346 8.8 0.362 9.2
Attachment 11
Page 12 of 13
TN 14-572
0.453 11.5 0.3 0.45 18.4 65.7 0.441 11.2 0.453 11.5 0.433 11.0 0.449 11.4
0.512 13 0.46 0.69 26.9 120 0.496 12.6 0.512 13 0.488 12.4 0.504 12.8
GENERAL NOTES:
NOTES:
TABLE I-1.1.1-9: CLASSIFICATION 4 x 26 FIBER CORE OR POLYMER CORE.
Approximate
Diameter
0.354 9 0.24 0.35 65.7 0.361 9.2 0.374 9.54 0.354 9.1 0.369 9.4
GENERAL NOTES:
NOTES:
Attachment 11
Page 13 of 13
TN 14-572
TABLE I-1.1.1-10: CLASSIFICATION 7 x 19 INDEPENDENT WIRE ROPE CORE.
Approximate
Diameter
Mass3 Iron TS1 EHS 1570 1770 1960 2160 Minimum Maximum Minimum Maximum
0.47 12 0.37 0.55 84.6 0.472 12 0.496 12.6 0.472 12 0.496 12.6
GENERAL NOTES:
NOTES:
Rationale: To provide construction, inspection, and retirement requirements for steel wire ropes used primarily in the wind turbine industry.
Attachment 12a
Page 1 of 1

Retard 125% rated load Rationale: To align the
of car in down direction non-mandatory appendix
from rated speed (see with requirements of
2.24.8.2 and 2.16.8) 2.24.8.2 and 2.16.8.
[Note (2)]
Attachment 12b
Page 1 of 2
Allyson B. Byk
From: Riad Mohamed

Sent: Wednesday, September 18, 2013 12:05 PM
To: Allyson B. Byk
Cc: Carlton R. Ramcharran
Subject: RE: TN 12-1695 Proposed Revision to A17.1, Informative Table F-1

Ally,
ForInspections,wearejustremovingfromouragenda,asrecommendedbyAzizRehman.
Riad.
From: Allyson B. Byk

Sent: Wednesday, September 18, 2013 12:04 PM
To: Riad Mohamed
Subject: RE: TN 12-1695 Proposed Revision to A17.1, Informative Table F-1
Gentlemen,
Isthereanactiontosendtheclosureofthisitemtothestandardscommittee,orareyoujustremovingtheitemfrom
yourindividualagendas?
Thanks,
Ally
From: Riad Mohamed

Sent: Wednesday, September 18, 2013 11:45 AM
To: Allyson B. Byk
Subject: FW: TN 12-1695 Proposed Revision to A17.1, Informative Table F-1
Ally,
Forgottoincludeyouonthis.
Riad.
From: Riad Mohamed

Sent: Wednesday, September 18, 2013 10:36 AM
To: Carlton R. Ramcharran
Cc: Filippone, James (jfillipp@panynj.gov); mtevyaw@tssa.org; louis.bialy@otis.com; dlt506@aol.com;
jeff.walker@thyssenkrupp.com; aziz.rehman@us.schindler.com; christopher.duke@otis.com
Subject: TN 12-1695 Proposed Revision to A17.1, Informative Table F-1
1
Attachment 12b
Page 2 of 2
Carlton,
Regardingtheabovesubjectmatter,Mr.RehmanreportedthathespokewithmembersoftheTaskGroupanditwas
agreedtoclosethisitemsinceTN121095hasbeenapproved.Itwasreportedthatnootherclarificationisneededat
thistime.ThisitemwillberemovedfromthenextInspectionsCommitteeagenda.
Regards,
Riad.
2
Attachment 12c
Page 1 of 1
TN 12-1095
LB 12-1515
Disapproved
Revise to read Retard car with 125% rated load of car in down direction from or empty car in
the up direction from the speed at which the governor overspeed switch is set (see 2.24.8.2 and
2.16.8) [Note (2)]
Record 12-1695 Attachment 12d
A17 Mechanical Design Committee Page 1 of 2
Record 12-1695
Revise as follows:
Retard car with 125% rated load

car in down direction or empty car
in the up direction from the speed
at which the governor overspeed
switch is set (see 2.24.8.2 and
2.16.8 [Note (2)]
1|P a g e
Record 12-1695 Attachment 12d
A17 Mechanical Design Committee Page 2 of 2
Results of Review and Comment Ballot 16-2282
Ballot#: 16-2282
Ballot Level: Review and Comment
Comments: 1 SheltonA
Comment Response
SheltonA (Comment)
Where is the rationale?
Add "at any speed" after "in down direction"
2|P a g e
Attachment 13a
Page 1 of 3
Allyson B. Byk
From: John Whitfield <JohnW@whitrose.com.au>

Sent: Friday, September 20, 2013 5:58 PM
To: Bialy, Louis
Cc: Doug Witham; Allyson B. Byk
Subject: Re: Braking Systems and Emergency Brake Effectiveness in Presence of Contamination
Thanks
Louis,goodtohearfromyouagain.
JohnWhitfield
WhitfieldRosePtyLtd
Phone+61(0)416717200
SentfrommyiPad
On21/09/2013,at3:36AM,"Bialy,Louis"<Lou.Bialy@otis.com>wrote:
>HiDoug!
>
>Ialwaysappreciateyourongoingcontributiontoelevatorsafetyandyourproactiveapproachinaddressingsafety
relatedissues.IrecallourdiscussioninSt.John'sontheissueofbrakingsystemandemergencybrakeeffectivenessin
theeventofcontamination.ThissubjecthasalwaysbeenanareaoffocusintheMechanicalDesignCommittee's(MDC)
deliberations.IagreethatsignificantsafetyenhancementshavebeenmadeasaresultofCodeactionovertheyears,
andthatthereisalwaysroomforfurtherimprovement.
>
>Inthiscontext,IwillrequesttheMDCtoreviewtheissuesyououtlined.
>
>Byacopyhereof,AllyisrequestedtoputthisitemontheMDCagenda.
>
>Bestwishes
>
>Lou
>
>
>OriginalMessage
>From:DougWitham[mailto:Doug.Witham2@gal.com]
>Sent:Friday,September20,20137:05AM
>To:JohnWhitfield
>Cc:Bialy,Louis
>Subject:[External]RE:LiftBrakes
>
>John
>
>IbroughtthisupattheASMEStandardsmeetinglastweekinNewfoundlandCanada.Igotagoodreceptionforthe
ideaofformingataskgrouptoreviewthewholeissueofbrakesandemergencybrakes.
>
>Ihavecc'dLouBialyonthisemailasanudge.Louisthereamoreformalwayformetomovethistopicforward?
>
1
Attachment 13a
Page 2 of 3
>Ithinkthattheelevatorworldisbecomingawarethatourrequirementshaveresultedingreatsafetyimprovements
butthattheremaybeafewplaceswheretheyneedabitoftweaking.
>
>ThanksI'mgoingtoplaythistuneforawhileandseeifotherswanttosingalong.
>
>Allthebest
>
>Doug
>
>OriginalMessage
>From:JohnWhitfield[mailto:JohnW@whitrose.com.au]
>Sent:Thursday,September19,20139:53PM
>To:DougWitham
>Subject:LiftBrakes
>
>HiDough
>
>Trustyouarewell!
>
>Whenwemeetyoumentionedthatyouweregoingtoquestionthevalidityofthe2independentbrakingsystems
whenasinglebrakedrumordiscwasused?
>
>Haveyoudonesoandhaveyouhadaresponse??
>
>
>WehavebecomeawareofatleastonesiteinAuswhereannewliftinstallationhashadabrakefailureallowingthelift
tomoveornotstopasitwasintendedduetocontaminationonthebrakedrum.
>
>Apparentlyduetooilorgreaseleakingfromabearingandcontaminatingthebrakedrumandshoes.
>
>Stilltryingtogetmoredetailsbutallinvolvedhaveclammedup.
>
>
>Regards
>
>JohnWhitfield
>
>WhitfieldRosePtyLtd
>
>ElevatorConsultingEngineers
>
>Office+61394111600
>Fax+61394164616
>
>Mobile+61416717200
>
>johnw@whitrose.com.au
>
>www.whitfieldrose.com.au
>Disclaimer
>ThisemailmaycontainConfidentialInformationandisintendedonlyfortheuseoftheaddressee.Ifyouhavereceived
thisemailinerrorpleasenotifythesenderimmediatelyanddeletetheemailandanyattachmentsfromyoursystem.
2
Attachment 13a
Page 3 of 3
Finallytherecipientshouldcheckthisemailandanyattachmentsforthepresenceofviruses.WhitfieldRosePtyLtd
acceptsnoliabilityforanydamagecausedbyanyvirustransmittedbythisemail
>
>
3
Attachment 13b
Page 1 of 1
Allyson B. Byk
From: John Whitfield <JohnW@whitrose.com.au>

Sent: Monday, February 22, 2016 9:04 PM
To: Allyson B. Byk
Cc: Louis Bialy; Davis Turner; Jeff Walker (jeff.walker@thyssenkrupp.com)
Subject: Re: A17 Mechanical Design Request - Braking Systems and Emergency Brake
Effectiveness in Presence of Contamination

Thankyouforyourfeedbackandconsideration.
Youmaybeinterestedtoknowthattherehasbeenatleast4fourreportedinstancesthatI'mawareof,withliftsin
Australia(lessthan5yearsold)thathaveslideawayfromfloorlevelduetocontaminationonthebakesheave
JohnWhitfield
WhitfieldRosePtyLtd
Phone+61(0)416717200
SentfrommyiPad
On23Feb2016,at4:47am,AllysonB.Byk<BykA@asme.org>wrote:
DearMr.Whitfield,

PleasebeadvisedthatyourattachedrequestwasconsideredbytheA17MechanicalDesignCommittee
(MDC)BrakingSystemProjectTeamanddiscussedattheJanuary2016A17MechanicalDesign
Committeemeeting.Thecommitteedeterminedthatacoderevisionisnotnecessaryatthistime.The
MDCdeterminedthatoilonbrakesurfacesisararityandnofurtheractionisrequired.Thisitemwillbe
removedfromthenextagenda.

Ifyouhaveanyquestions,pleasefeelfreetocontactme.

Sincerely,

Allyson

AllysonByk

S&CProjectEngineer
NuclearCodesandStandards
ASME
2ParkAvenue,6thFloor
NewYork,NY100165990
Tel1.212.591.8539
byka@asme.org

1
Attachment 13c
Page 1 of 2
Nicole Gomez
From: Allyson B. Byk

Sent: Tuesday, July 19, 2016 7:25 AM
To: John Whitfield
Cc: Louis Bialy; Davis Turner; Jeff Walker (jeff.walker@thyssenkrupp.com); Nicole Gomez
Subject: RE: A17 Mechanical Design Request - Braking Systems and Emergency Brake
Effectiveness in Presence of Contamination
DearMr.Whitfield,
PleasebeadvisedthattheadditionalinformationfromyouremailwasconsideredbytheA17MechanicalDesign
Committee(MDC)attheirMay2016meeting.TheA17MDCwouldliketothankyouforyourcorrespondenceandasks
youtopleasekeepusinformedifthereareanyfurtherincidents.
Ifyouhaveanyquestions,pleasedonothesitatetocontactmyselforthenewASMEStaffEngineerfortheA17
MechanicalDesignCommittee,NicoleGomez.
Sincerely,
Allyson
AllysonByk
S&CProjectEngineeringAdvisor
ASME
NewYork,NY100165990
Tel1.212.591.8539
byka@asme.org

From:JohnWhitfield[mailto:JohnW@whitrose.com.au]
Sent:Monday,February22,20169:04PM
To:AllysonB.Byk<BykA@asme.org>
Cc:LouisBialy<louis.bialy@otis.com>;DavisTurner<DLT506@aol.com>;JeffWalker(jeff.walker@thyssenkrupp.com)
<jeff.walker@thyssenkrupp.com>
Subject:Re:A17MechanicalDesignRequestBrakingSystemsandEmergencyBrakeEffectivenessinPresenceof
Contamination
Thankyouforyourfeedbackandconsideration.
Youmaybeinterestedtoknowthattherehasbeenatleast4fourreportedinstancesthatI'mawareof,withliftsin
Australia(lessthan5yearsold)thathaveslideawayfromfloorlevelduetocontaminationonthebakesheave
JohnWhitfield
WhitfieldRosePtyLtd
Phone+61(0)416717200
1
Attachment 13c
Page 2 of 2
SentfrommyiPad
On23Feb2016,at4:47am,AllysonB.Byk<BykA@asme.org>wrote:
DearMr.Whitfield,

PleasebeadvisedthatyourattachedrequestwasconsideredbytheA17MechanicalDesignCommittee
(MDC)BrakingSystemProjectTeamanddiscussedattheJanuary2016A17MechanicalDesign
Committeemeeting.Thecommitteedeterminedthatacoderevisionisnotnecessaryatthistime.The
MDCdeterminedthatoilonbrakesurfacesisararityandnofurtheractionisrequired.Thisitemwillbe
removedfromthenextagenda.

Ifyouhaveanyquestions,pleasefeelfreetocontactme.

Sincerely,

Allyson

AllysonByk
S&CProjectEngineer

ASME
NewYork,NY100165990
Tel1.212.591.8539
byka@asme.org

<A17 MDC A09 - Braking Systems and Emergency Braking effectiveness in Presnence of
Contamination.pdf>
2
Attachment 14
Page 1 of 1
National Elevator Industry, Inc.
CODE & SAFETY OFFICE

47 Leicester Street Perry, New York 14530 585.302.0813 Fax: 585.302.0841
WWW.NEII.ORG E-Mail: info@neii.org
September 11, 2008
Ms. Geraldine Burdeshaw

ASME A17 Secretary
American Society of Mechanical Engineers
Three Park Avenue
New York, NY 10016-5990
RE: Request for Interpretation

Requirement 2.19.3.2(a)
Edition: ASME A17.1- 2007/CSA B44-07
Dear Ms. Burdeshaw:
A NEII member requests a response to the following inquiry.
Would the requirements of 2.19.3.2(a)(4) and/or (5) be fulfilled by an emergency brake,

having a braking surface that is fully constrained mechanically in the direction of
application of the braking torque, such that the braking torque is totally transmitted to the
driving sheave without slippage, and provided that the brake is in compliance with 2.24.3
and 2.24.4.1?
Thank you for your attention.
Sincerely,
Brian Black
NEII Code and Safety Consultant
NEII ASSOCIATION HEADQUARTERS
1677 County Route 64 P.O. Box 838 Salem, New York 12865-0838 518.854.3100 Fax: 518-854-3257
Attachment 15
Page 1 of 2
ThyssenKrupp
ThyssenKrupp Elevator
Americas Business Unit
Product Development
To: Eun Sil Cho

From: John W. Koshak
cc: George Gibson, Lou Bialy, Davis Turner, Miles Lamb, Harry Simpkins, Jeff
Walker, John Fite, Chuck Schadrack, Geraldine Burdeshaw
Date: May 17, 2007
Re: Technical Revision to 2.19.1.2 and 2.19.3.2
Hi Eun,
Please add this to the Mechanical Design Committee Agenda as a Technical Revision.
Protection against Unintended Car Movement and Ascending Car Overspeed require an
emergency brake that, if it acts on the brake surface of the brake, the braking surface must be
integral (cast or welded) with or directly attached to the driving machine sheave. I am writing
to propose a Technical Revision because this requirement is excessive in its prescription with
regard to the types of machines required to comply and an incorrect assumption of the
inadequacy of the material strengths of motor shafts.
Historical failures we are familiar with at ThyssenKrupp are of three main types; loss of braking
force due to loss of brake material, mechanical failure of brake components, or broken geared
machine drive train components. As the deployment of AC permanent magnet gearless
machines is becoming more prevalent, it is clear that a need to differentiate between the
common failure modes and the prescriptions of Code. These smaller compact machines differ
from the large gearless machines traditionally used where the sheave and brake surface were
typically integral with (cast or welded) as one piece. The language has not kept pace with the
recent technologies available and in common use in the marketplace. The requirements should
more closely align to the known failures while preserving the safety of machine design.
With the requirement for redundant emergency brakes which cannot close on a moving
surface, brake material loss failures are protected against. With an emergency brake that is
essentially unused, brake component failures are protected against. In the history of failures of
drive train components, it is usually a failure of geared machine shafts, couplings, ring and
worm gear. Since these components are not in gearless machines, it is clear that the present
language is overly prescriptive. Therefore I propose the following changes:
A17.1-2000 through A17.1-2007, requirement 2.19.3.2(5).
ThyssenKrupp Elevator Manufacturing

9280 Crestwyn Hills
Germantown, TN 38125
Phone: (901) 261-1745
Cell: (619) 726-1419
E-mail: john.koshak@thyssenkrupp.com
Attachment 15
Page 2 of 2
Page 2 of 2 May 17, 2007
2.19.1 Ascending Car Overspeed Protection

2.19.1.1 Purpose. Ascending car overspeed protection shall be provided to prevent the car from
striking the hoistway overhead structure as a result of a failure in
(a) the electric driving-machine motor, or brake,
(b) the geared driving machine coupling, shaft, or gearing
(b)(c) the control system
(c)(d) any other component upon which the speed of the car depends, except the suspension
ropes and the drive sheave of the traction machine
2.19.3 Emergency Brake (See Nonmandatory Appendix F)

2.19.3.2 Requirements. The emergency brake is permitted to consist of one or more devices and
shall
(a) function to decelerate the car by acting on one or more of the following (see also 2.19.4):
...
(5) brake drum or braking surface of the driving-machine brake, provided that on geared
driving machines, the driving-machine brake surface is integral (cast or welded) with, or
directly attached to the driving machine sheave. Attachments, where used, shall conform
to 2.24.3 and 2.24.4.1. Welding, where used, shall conform to 8.8;
Rationale:
1. To clarify the requirement for the location of the braking surface applies to geared machines
and to allow for known gearless designs with no history of failure. Many popular gearless
machine designs today do not comply with this requirement as written. Since the intent of this
proposal was to eliminate the failure of known component failures, shafts of gearless machines
have no such history and therefore the requirements should not apply.
2. One of the most common failure modes is the failure of worm and ring gears where the
brake is on the secondary side of the gear from the sheave indirectly attached, therefore not
protecting the sheave. The current language is to prevent the failure of the indirect attachment
by requiring a direct-attachment. It is clear that the present language was intended to apply
to geared machines primarily.
Respectfully submitted,
John W. Koshak
Director of Codes and Standards
ThyssenKrupp Elevator Company
Attachment 16
Page 1 of 1
Proposed Revision
2.19.3.2 Requirements. The emergency brake is

permitted to consist of one or more devices and shall
(a) function to decelerate the car by acting on one or
more of the following (see also 2.19.4):
(1) counterweight [e.g., counterweight safety (see
2.17.4 and 2.17.7)]
(2) car
(3) suspension or compensation means system
(4) drive sheave of a traction machine
(5) brake drum or braking surface of the driving machine
brake, provided that one or more of the following are met:
(i) the driving-machine brake surface is integral (cast or welded) with
the driving machine sheave. or
(ii) the driving-machine brake surface is directly attached to the driving-
machine sheave.
(iii) the driving-machine brake acts directly on the driving machine
sheave or sheave shaft and is fully constrained mechanically in the
direction of application of the braking torque such that the braking
torque is transmitted without slippage to the driving sheave.
Attachments, where used, shall conform to 2.24.3 and 2.24.4.1. Welding,

where used, shall conform to 8.8.
Rationale: Embody language approved in Inquiry 08-16, with

added clarification.
Attachment 17
Page 1 of 1
Record 16-2157
2.19.3.2 Requirements. The emergency brake is permitted to consist of one or more devices and shall
(1) counterweight [e.g., counterweight safety (see 2.17.4 and 2.17.7)]
(2) car
(3) suspension or compensation means system
(4) drive sheave of a traction machine
(5) brake drum or braking surface of the driving machine brake, provided that one or
more of the following are met:
(i) the driving-machine brake surface is integral (cast or welded) with the
driving machine sheave. or
(ii) the driving-machine brake surface is directly attached to the driving
machine sheave.
(iii) the driving-machine brake acts directly on the driving machine sheave or
sheave shaft and is fully constrained mechanically in the direction of
application of the braking torque such that the braking torque is transmitted to
the driving sheave.
Attachments, where used, shall conform to 2.24.3 and 2.24.4.1. Welding, where used, shall conform to
8.8.
Rationale: Embody language approved in Inquiry 08-16, with added clarification.

Attachment 18
Page 1 of 10
Record 09-1761
Delete the following from A17.1:
2.19.3.3 Marking Plate Requirements. The emergency brake shall be provided with a marking
plate indicating the range of total masses (car with attachments and its load) for which it is
permitted to be used, the range of speeds at which it is set to operate, and the criteria such as rail
lubrication requirements that are critical to the performance.
Rationale: Based on collaboration between the A17 Mechanical Design Committee and the A17
Inspections committee the feeling was that the data plate is of limited value since the data entries
are not usable by elevator personnel.
Results of Review and Comment Ballot 09-1864
Ballot#: 09-1864
Comments Received: 9 BakerE, FilipponeJ, HadallerR, HerrityJ, JuhaszA,

KalgrenD, KappenhagenG, VerschellA, WithamD
Comments Responses
BakerE (Comment) Accepted in part. Data plate should be affixed to
Date Posted: 12/09/09 emergency brake identifying it as such.
The data plate is useful to verify the data needed if
an emergency brake needed to be replaced.
FilipponeJ (Comment)
The requirement for this data plate should not be
deleted from the code. First, the data plate is useful Accepted in part. See response to Mr. Baker.
to inspectors in that it assists in identifying what
exactly is the emergency brake as there are many
permutations, if the emergency brake installed is
appropriate for the application or if conditions exist
that compromise the integrity of the emergency
brake. Second, the data plate is for use not just by Not accepted. The current data does not offer
inspectors, but also by other elevator personnel. It sufficient information to confirm proper application
has as much worth as the other data plates required or equivalent replacement. Acceptance and periodic
in the code (e.g. marking plates for safeties, testing confirm emergency brake conformance to
buffers, brakes) that have limited value to code.
Attachment 18
Page 2 of 10
inspectors, but are important to other elevator

personnel. Third, it is important when considering
replacements and alterations.
HadallerR (Comment) Accepted in part. See responses to Mr. Baker and Mr.
Date Posted: 12/04/09 Filippone.
Deleting the marking plate requirement is not a
good idea. In addition to the information currently
required, the plate should also include the
imbalanced load the the emergency brake is rated
for and the make and model. The data plate should
provide sufficient information to determine if the
emergency brake used is approprite for the
application. Having this information is important
for the future when alterations may be done to the
elevator which could change the masses and
imbalance.
HerrityJ (Comment) Accept in part, see responses to Mr. Baker and Mr.
On second thought, this information should remain
in the code.
Since when can't inspectors add the masses and
compare speeds on acceptance inspections?
In this day of elevator parts and elevator pieces
from everywhere making an elevator system - it is
good to have some information about what the
emergency brake ratings.
JuhaszA (Comment) Thank you for your comment.

I support the deletion of this requirement. The
requirement does not provide information
considered as useful or as to providing safety or
compliance verification to an inspection authority.
The deletion of the requirement does not affect the
safety level of elevators and its removal will
eliminate confusion between elevator designers,
manufacturers and inspection authorities.
KalgrenD (Comment) Thank you for your comment.

Same comments as Mr. Juhasz that supports the
delection of requirement 2.19.3.3.
KappenhagenG (Comment) Thank you for your comment.

I don't understand this. Car weight/mass can
Attachment 18
Page 3 of 10
change if the car is redone with heavier enclosures.

Car speed can also be alltered. Would like to see
the original rational when this requerement was put
in the code to help me evaluate the proposal since
at that time the majoriity was in consensus that this
requirement was necessary.
VerschellA (Comment) Accepted in part. See response to Messrs. Baker and

Although Inspections does not feel the information
is of any use too them certainly the information
required could be of use
to others.
VerschellA (Comment) Accept, see revised proposal.

Can you expand the rationale? I do not understand
why the data wouldn't be usable by elevator
personnel.
Attachment 18
Page 4 of 10
plate indicating the manufacturer and model number. the range of total masses (car with
attachments and its load) for which it is permitted to be used, the range of speeds at which it is set
to operate, and the criteria such as rail lubrication requirements that are critical to the
performance.
Inspections committee the determination was that the data plate technical data entries are not
useful to elevator personnel. The emergency brake should be labeled for identification purposes,
but adequacy of application should be demonstrated by acceptance test and periodic tests.
Furthermore, the MCP should cover emergency brake maintenance and repair procedures in lieu
of location on the data plate
Results of First Consideration Ballot 12-221
Ballot#: 12-221
Approved: 19
Disapproved: 6 CoakerJ, FilipponeJ, GregoryR, HadallerR, HerrityJ, RoglerC
Abstained: 0
Not Voting: 0
Not Returned: 4 BlackB , McCollD , StanlaskeD , TurnerDa
Total: 19/29
DISAPPROVED Comments Responses

CoakerJ (Disapproved) Not accepted. The Inspectors Committee
Date Posted: 03/09/12 was polled for the value of the information
Not sure I concur with rationale; would like to hear from currently included on data plate, and
field personnel on the value of data contained on consensus was it is not used by inspectors,
nameplate. and the values required do not readily allow
for field determine adequacy or
applicability of a given brake size or type.
The proposed data plate information is
congruent with current hoist machine &
machine brake data plate information.
FilipponeJ (Disapproved) Accepted. See revised proposal.

Attachment 18
Page 5 of 10
Retain criteria such as rail lubrication requirements that

are critical to the performance. This information is
needed to be readily available in the field, similar to rail
lubrication for car safeties (2.17.6) and governor rope
lubrication (2.18.9)
GregoryR (Disapproved) Not accepted. See response to Coaker.

Agreed with the insertion. Disagree with the deletion,
and want the deleted material on the marking plate to be
retained in the Code. This can be useful information
when alterations are made, and the AHJ wants to
determine acceptability. Easier than going back to a
manufacturer.
HadallerR (Disapproved) Not accepted. See response to Coaker.

Deleting the information currently on the marking plate
is not a good idea. The data plate should provide
sufficient information to determine if the emergency
brake used is appropriate for the application. Having this
information is important for the future when alterations
may be done to the elevator which could change the
masses and imbalance. This is important information for
elevator personal and inspectors. Do not change the
current requirements.
HerrityJ (Disapproved) Not accepted. See response to Coaker.

During the Inspection Committee presentation, I agreed
with Mr. Turner. During discussions at the committee
break, the point that information disappears with
alarming regularity from machine rooms was made. The
maintenance control plans are "fairly" new to the code.
The requirements for MCP are about 10 years old in the
code. Yet, MCPs are still rare in most elevator
installations. For the foreseeable future, I must vote
disapproved. Moving the information to the MCP alone
is not a workable solution. This information must be
present on site. When, planning elevator modifications
and modernizations, this information is important.
MowreyT (Disapproved) Not accepted. See response to Coaker.

I do not agree, the information is indeed useful
RoglerC (Disapproved) Not accepted, see response to Coaker.

Attachment 18
Page 6 of 10
I agree with the comments of Mr Filippone, Mr

Gregory, Mr Hadaller, and Mr Mowrey.
SmithA (Disapproved) Not accepted. See response to Coaker.

I disagree with the opinion that the information is not
useful.
WittW (Disapproved) Not accepted. See response to Coaker.

Emergency brake marking plates must contain all
information pertinent to the design duty of the
emergency brake, including the name of the
manufacturer, be metal, securely, and permanantly
attached to the emergency brake.
Some of these "emergency brakes" are hitting the field
with nothing more than a grease pencil mark, a non-
ledgible cellophane sticker, or no marking at all.
APPROVED Comments Responses

None.
OTHER Comments Responses
None.
Attachment 18
Page 7 of 10
plate indicating the manufacturer, the model number the range of total masses (car with
performance.
of location on the data plate.
Ballot#: 12-1640
Approved: 22
Disapproved: 5 BarkandT, FilipponeJ, HadallerR, HerrityJ, RoglerC
Abstained: 0
Not Voting: 0
Not Returned: 3 BaxterR , GibsonG , ShullJ
Total: 22/30

BarkandT (Disapproved)
Including the emergency brake capacity specifications
on the emergency brake data plate has not been shown
to be an undue burden on the manufacturer. The
emergency brake capacity information can be useful to
the AHJ and is analogous to the marking plate
requirements for safeties. This change would eliminate
the capacity marking plate requirement for
counterweight safeties installed as an emergency brake.
BorweyJ (Disapproved) A17 RAC

Attachment 18
Page 8 of 10
I agree with the comments of Mr. Filippone and Mr.

Hadaller.
ChavezM (Disapproved) A17 NIRG

I disapprove of this proposal. The information currently
required is an asset to any inspector performing
inspections and witnessing tests. The information will
also assist the technicians in the field installing the
devices. Providing the capacity and duty of a brake may
prevent the inadvertant installation of the wrong rated
part and could prevent an accident. I don't see the
hardship of providing this information.
1. While I can accept the removal of the range of total
masses from the marking plate, the proposal does
not contain sufficient revisions based on the
Rationale. Requirements must be added to 8.6 that
address the maintenance and repair of emergency
brakes.
2. Adequacy based on testing is not sufficient. There
should be type testing requirements added to 8.3.
GardinerC (Disapproved) A17 RAC

same comments as Mr.Hadaller.
HadallerR (Disapproved)
I maintain my negative. I disagree with the rational.
There is not safety benefit to removing information on
the range of masses the device is capable of and the
speed ranges, in fact not having this information can
lead to unsafe situations and just makes it more difficult
for an inspector to verify that the device used is
adequate for the application. Make the addition, but do
not delete wording.
HartungW (Disapproved) A17 RAC

Prefer data plates to remain as informative as is
possible.
Attachment 18
Page 9 of 10

My previous comments have not been adequately
addressed. I support the addition of manufacturer and
model number.
HolmesD (Disapproved) A17 RAC

Rail lubrication?
I agree with the comments of Mr. Filippone and Mr.
Hadaller.
ScharfeR (Disapproved) A17 CSAB44

I concur with the comments o R.Haddaller
SmithA (Disapproved) A17 RAC

The information that is being removed from the data
plate has not been shown to be irrelevant to persons in
the field or burdensome to manufacturers.

None.
None.
Attachment 18
Page 10 of 10
Proposal for Recirculation Ballot 12-1640RCX
plate indicating the manufacturer, the model number the range of total masses (car with
performance.
of location on the data plate.
Attachment 19
Page 1 of 2
Proposed change to 2.19.3.2(i) (1)
Where an emergency brake is applied only when protecting against an ascending car overspeed
condition or unintended car movement with the car and hoistway doors open, the minimum factors of
safety, when applied during the retardation phase of emergency braking shall not be less than those
specified in 2.17.12.1.
Proposed change to 2.19.3.2(i)(2)
Where an emergency brake is applied as permitted in2.19.3.2(d), (e), and or (f), the minimum factors of
safety, when applied during the retardation phase of emergency braking, shall not be less than those
specified in 2.24.3.1 and 2.24.3.2. Degradation of the emergency brake due to wear shall be considered.
Rationale:
2.19.3.2(i) (1) is applicable when the emergency brake is activated to protect against ACO or UCM ACO
and UCM are the crucial situations that brought about the emergency brake requirements in the first
place - 2.19.3.2(i)(1) states that under these circumstances, the factor of safety must be no less than is
specified in 2.17.12.1. - which specifies a factor of safety of 3.5. This is the same factor of safety that is
specified for elevator safeties, which is perfectly logical and consistent with the code.
2.19.3.2(i) (2) is applicable when the emergency brake is functioning under 2.19.3.2(d), (e), and (f) (an
aside, the code does say (d), (e), AND (f) which is probably an error in itself). These are the permitted
(not required) functions they are way less crucial for safety than protection from ACO & UCM and
impart less stress to all of the equipment. If you follow the references to the factors of safety specified,
you find three different factors. All three of these factors of safety are different from the factor of 3.5
which is required in 2.19.3.2(i) (1).
In 2.24.3.1 the factor of safety is 1.5 which is much lower than the 3.5 required by the earlier rule.
In 2.24.3.2 the factor of safety could be either 8 or 10 depending on materials. The rationale behind
adding this rule (TN03-91) was flawed in three ways:
1. The rationale stated If used for the additional safety functions the emergency brake is
required to be designed to higher factors of safety. The additional safety functions are much less
critical and they usually impart much less stress into the emergency brake. Increasing the factor of
safety does not make sense. An increased factor of safety does not equate to a more reliable or longer
lasting product.
2. A device cannot have 3 different factors of safety when used in the same application. We now
have a single device that is required to have a factor of safety depending on what code requirement is
referenced of 1.5, 3.5, 8, or 10. The factor of safety of 3.5 is the proper factor of safety for an emergency
brake and this is consistent with the requirement for regular safeties.
Attachment 19
Page 2 of 2
3. The rationale for TN03-91 also states Braking assistance to the driving machine brake may be
necessary in order to meet required code stopping performance criteria. If this condition is ever true,
the elevator does not comply with the code.
This proposal is in recognition that an emergency brake can only have one factor of safety and 3.5 is
the correct factor.
Attachment 20
Page 1 of 2
Record 16-2152
Review of Factors of Safety for Emergency Brakes: Proposed Revision to A17.1, 2.19.3.2(i)(1) and
2.19.3.2(i)(2)
ACTION: To revise A17.1 2.19.3.2(i)(1) and 2.19.3.2(i)(2) as follows:
Revise A17.1, Requirement 2.19.3.2(i)(1) as follows:
(i) be designed so that the factors of safety based on the maximum stresses developed in the parts subject
to load during the operation of the emergency brake shall comply with the following:
(1) Where an emergency brake is applied only when protecting against either an ascending car
overspeed condition or unintended car movement with the car and hoistway doors open, the
minimum factors of safety, when applied during the retardation phase of emergency braking,
shall be not less than those specified in 2.17.12.1.
For information only:

2.17.12.1 Parts of safeties, except springs, safety rope drums, leading sheaves, and their supporting
brackets and safety-jaw gibs, shall have a factor of safety of not less than 3.5, and the materials used shall
have an elongation of not less than 15% in a length of 50 mm (2 in.) when tested in accordance with
ASTM E8. Forged, cast, or welded parts shall be stress relieved.
Rationale:
It is recognized that the actuation of the emergency brake may create greater stresses than those created
when only activated as described in 2.19.3.2 (i) (2). An emergency brake should be able to meet the
requirements of 2.19.3.2 (i) (1) whether or not it is subject to the requirements of 2.19.3.2 (i) (2).
Revise A17.1, Requirement 2.19.3.2(i)(1) as follows:
(2) Where an emergency brake is applied as permitted in 2.19.3.2(d), (e), and (f), the minimum factors of
safety, when applied during the retardation phase of emergency braking normal or constant pressure
operation, shall be not less than those specified in 2.24.3.0 and 2.24.3.1 and 2.24.3.2. Degradation of the
emergency brake due to wear shall be considered.
For information only:

(d) be permitted to be applied only after the car is stopped when on automatic operation, except as
required in 2.19.1, 2.19.2, and 2.25.4.1.1
(e) be permitted to be applied to a stationary or moving braking surface when any electrical protective
device (2.26.2) is actuated
(f) be permitted to be applied to a stationary or moving braking surface when on continuous-pressure
operation (e.g., continuous-pressure inspection operation, inspection operation with open door circuits, or
hoistway access operation)
2.24.3.1 Factors of Safety Based on Alternating/Reversing Stresses

2.24.3.1.1 Driving-machine components subjected to alternating or reversing stresses shall have a factor
of safety of not less than 1.5.
Attachment 20
Page 2 of 2
2.24.3.1.2 This factor of safety shall be the ratio of the endurance limit of the components (see 1.3) to the
actual alternating or reversing stress to which the components can be subjected under any normal
operating condition. The endurance limit shall be based on 107 cycles of stress reversals. The actual stress
shall include all designed or anticipated load conditions and stress risers, such as sharp corners, shock
loading, surface finish, keyways, material variations, alignment tolerances, etc.
2.24.3.2 Factors of Safety at Emergency Braking.

Driving-machine components including bedplate, where used, subject to forces due to the application of
the emergency brake (see 2.19.4) shall be designed to withstand the maximum forces developed during
the retardation phase of the emergency braking so that the factor of safety resulting from the emergency
braking and all other loading acting simultaneously, if applicable, shall be not less than those specified in
2.24.3(a) and 2.24.3(b).
Rationale:
Requirement 2.24.3.0 should be recognized as an equally relevant requirement as 2.24.3.1 in the
designing of emergency brake components subject to 2.19.3.2 (d), (e), or (f).
2.24.3.2 applies to the stresses created on a machine due to emergency brakes mounted thereto, and only
when the emergency brake is located on a driving machine. It is not a requirement that is dependent on
whether the emergency brake is activated under normal or constant pressure operation. All machine
mounted emergency brakes pick up this requirement in 2.19.4.
Attachment 21
Page 1 of 1
Proposal for change to 2.19.3.2(e)
2.19.3.2(e) Be permitted to be applied to a stationary or movable braking surface when any electrical
protective device(2.26.2) is actuated. (renumber (f) through (k))
Rationale: This is completely redundant with the requirement that is referenced 2.26.2 already states
When an electrical protective device is activated (operated, opened), it shall be permitted to cause the
emergency brake to apply (see 2.19.3).
The phrase stationary or movable is completely unnecessary because a braking surface can only be
either stationary or movable. It should be permissible to apply the emergency brake under any
circumstances when an EPD is activated.
Attachment 22
Page 1 of 1
Record 16-2153
Annual Inspection of Driving Machine Brakes
ACTION: To send the proposed language to A17 Inspections for their consideration.
8/22/2016 Task Group Discussion: An empty car up dynamic test of the machine brake should be
conducted annually. This requirement would be the purview of the Inspection Committee, and should be
located in Section 8.11.2.1.8.
The proposed language for consideration by the Inspections Committee is as follows:

8.11.2.1.8 Braking System. For passenger elevators and all freight elevators, verify that seal on the
means of adjusting the holding capacity of the driving-machine brake has not been broken and that
it bears or otherwise attaches the identification of the person or firm that installed it (see 8.6.4.20.4).
The machine brake shall be tested with empty car at inspection speed in the up direction. The car shall be
positioned at the floor below the top landing or 5m (16.5 ft.), whichever is less. The car shall come to a
stop from inspection speed within the distance or time specified in the MCP. The braking time or distance
may be established as a benchmark after successfully completing a 125% holding test per Requirement
2.24.8.3 (a). It is recognized that the emergency brake may also be functioning during this test, and if so,
the testing procedure must take this into account.
Rationale:
The importance of the machine and emergency brake, and their co-dependence on a common brake
surface is recognized, and that routine functional testing requirements are needed.This functional test in
combination with the required visual testing assures greater component reliability. Testing an empty car
in the up direction poses the most stringent test of the brake without the need for test weights.
Attachment 23a
Page 1 of 5
A17.1 Mechanical Design Working Committee

Meeting Agenda (January 2005) Item 10.3 Study on Safeties (TN 02-02350)
E. Vlahovic: Preliminary Proposal to permit ALTERNATIVE PROTECTIVE
DEVICES/SYSTEMS IN LIEU OF SAFETIES AND GOVERNORS
Introduction:
EV was requested to draft this proposal by MDC
New section 2.17.17 is proposed under title Car overspeed and free-fall protection, which
may better fit in Section 2.19, but it would require reorganization of 2.19. Therefore, I
propose to locate the rules temporarily in 7.17.17.
I used same format of rules as in Section 2.19
I have made related revisions to several other rules of Part 2 only. Related revisions or
additions to other parts, (e.g. Part 3, Sections 8.10 and 8.11 will be proposed once this
proposal is agreed upon by MDC
Proposal follows sequence of rule in Part 2
2.6.1 Where the space is underneath the counterweight and/or its

guides
Where the space is underneath the counterweight and/or its guides
(a) the counterweight shall be provided with a counterweight safety conforming to 2.17.4 or a protective
device conforming to 2.17.17.3, and
(b) spring buffers, if used, shall conform to 2.22, except that they shall not be fully compressed when
struck by the counterweight at the following speeds (see 2.1.2.3):
(1) at governor tripping speed where the counterweight safety is governor operated, or
(2) 125% of the rated speed where the counterweight safety is not governor operated
CAR AND COUNTERWEIGHT SAFETIES

2.17.1 Where required and location
Unless protective devices conforming to 2.17.17 are provided, tThe car of every elevator suspended by wire ropes
shall be provided with one or more car safety devices of one of the types identified in 2.17.5. The safeties
shall be attached to the car frame, and one safety shall be located within or below the car frame.
All car safeties shall be mounted on a single car frame and shall operate only on one pair of guide rails
between which the frame is located.
2. 17.17 Car overspeed, car free-fall and counterweight free-fall protection
2.17.17.1 Where Required

Unless car safeties and speed governor conforming to Sections 2.17 and.2.18 are provided on an
elevator suspended by wire ropes, the following shall be provided:
(a) car overspeed protection in conformance with 2.17.17.2,
(b) car free-fall protection in conformance with 2.17.17.3. and
(c) when required in 2.6.1, a counterweight free-fall protection in conformance with
2.17.17.3
It shall be permitted to use one or more different devices or assemblies to provide protection
required in 2.17.17.2 and 2.17.17.3.
2.17.17.2 Car overspeed protection
1
Attachment 23a
Page 2 of 5
2.17.17.2.1 Purpose
Car overspeed protection shall prevent the car from striking :
(a) the hoistway overhead structure (ascending car overspeed protection), and
(b) the bottom hoistway structure or elevator equipment located in the hoistway pit (descending car
overspeed protection)
as a result of a failure in
(1a) the electric driving-machine motor, brake, coupling, shaft, or gearing
(2b) the control system
(3c) any other component upon which the speed of the car depends, except the suspension ropes
(see 2.17.17.3) and the drive sheave of the traction machine.
2.17.17.2.2 Function
2.17.17.2.2.1 Ascending car overspeed protection
Ascending car overspeed protection required in 2.17.17.2.1(a) shall meet the requirements
specified in 2.19.1.2
2.17.17.2.2.2 Descending car overspeed protection
Descending car overspeed protection required in 2.17.17.2.1(b) shall:

(a) detect an deascending car overspeed condition at a speed not greater than 10% higher than the speed
at which the car governor overspeed switch is set to trip (see 2.18.4..1 and 2.18.4.2.1) or the speed at
which any other device, equivalent to car governor overspeed switch, is set to trip .
(1) If the descending car overspeed detection means requires electrical power for its functioning,
(a) a loss of electrical power to the deascending car overspeed detection and control means shall
cause the immediate activation of the emergency brake (see 2.19.3) or an equivalent car
stopping mechanism, as required in 2.19.1.2(b)
(b) the occurrence of a single ground, or the failure of any mechanically operated switch that
does not meet the requirements of 2.26.4.3, any single magnetically operated switch,
contactor, or relay, or any single solid-state device, or a software system failure, shall not
render the detection means inoperative.
(2) The failure of any single mechanically operated switch that does not meet the requirements of
2.26.4.3 shall not render the detection means inoperative.
(3) When a fault specified in 2.17.17.2.2.2(a)(1)(b) or 2.17.17.2.2.2(a)(2) is detected, the car shall stop
at or before the next landing for which a demand was registered, and shall not be permitted to
restart.
(4) Once actuated by descending car overspeed, the overspeed detection means shall remain actuated
until manually reset, and the car shall not start or run unless the detection means is reset.
(b) decelerate the car when loaded with any load up to its rated load [see 2.16.8(h)] by applying an
emergency brake conforming to 2.19.3 or an equivalent car stopping mechanism. The car shall not start
or run unless the emergency brake or the equivalent car stopping mechanism is reset.
2.17.17.3 Car and counterweight free fall protection
2
Attachment 23a
Page 3 of 5
2.17.17.3.1 Purpose
Car free-fall protection and ,if required by 2.6.1, counterweight free fall protections shall prevent
the car and counterweight if required, from striking the bottom hoistway structure as a result of a
failure in the car and counterweight suspension system (suspension ropes or rope attachments to
the car or counterweights; loss of car-counterweight connection)
2.17.17.3.2 Function
Car and counterweight free fall protection shall:
(a) detect loss of car-counterweight inter-connection with car traveling at any speed anywhere in
the hoistway above the bottom landing,
(1) If the car free fall detection means requires electrical power for its functioning,
(a) a loss of electrical power to the free fall detection and control means shall
cause the immediate removal of power from the driving machine and brake
(b) the occurrence of a single ground, or the failure of any mechanically operated switch
that does not meet the requirements of 2.26.4.3, any single magnetically operated switch,
contactor, or relay, or any single solid-state device, or a software system failure, shall not
render the detection means inoperative.
(3) When a fault specified in 2.17.17.3.2(a)(1)(b) or 2.17.17.3.2(a)(2) is detected, the car shall
stop at or before the next landing for which a demand was registered, and shall not be permitted
to restart.
(4) Once actuated by car by loss of car-counterweight inter-connection, the detection means shall
remain actuated until manually reset, and the car shall not start or run unless the detection means
is reset.
(b) decelerate and stop the car with any load up to its rated load (and if required the
counterweight, before fully compressing corresponding buffers,
(1) when activated, not impose stress on any elevator component in access of 20% of the
ultimate strength of that component
(2) not take part in the control of elevator speed or stopping or be subjected to wear and tear
when the car suspension means are in place
(c) be provided with a marking plate indicating the range of total masses (car with attachments
and its load) for which it is permitted to be used, the range of speeds at which it is set to operate,
and other critical data for maintaining the protection in working condition.
2.19.3 Emergency brake (see Nonmandatory Appendix F)
2.19.3.1 Where required

2.19.3.1.1
When required by 2.19.1 for protection against ascending car overspeed, or by 2.17.17.2.2.2(b) for
descending car overspeed, or both, an emergency brake (see 1.3)
3
Attachment 23a
Page 4 of 5
conforming to 2.19.3.2 shall be provided.

2.19.3.1.2
When required by 2.19.2 for protection against unintended car movement, an emergency brake (see 1.3)
conforming to 2.19.3.2 shall be provided.
2.19.3.1.3
A single device shall be permitted to meet the requirements of both 2.19.3.1.1 and 2.19.3.1.2, or separate
devices shall be provided.
2.19.3.2 Requirements
The emergency brake is permitted to consist of one or more devices and shall
(1) counterweight [e.g., counterweight safety (see 2.17.4 and 2.17.7) or equivalent (see 2.17.17.2)
(2) car.
(3) suspension or compensation rope system.
(4) drive sheave of a traction machine.
(5) brake drum or braking surface of the driving-machine brake, provided that the driving-machine
brake surface is integral (cast or welded) with or directly attached to the driving-machine sheave.
Attachments, where used, shall conform to 2.24.3 and 2.24.4.1. Welding, where used, shall
conform to 8.8.
(b) be independent of the driving-machine brake.
(c) not be used to provide, or assist in providing, the normal stopping of the car. When the emergency
brake is activated during normal elevator stops, it shall only be applied to and released from a stationary
braking surface.
(d) not require the application of electrical power for its activation, nor be rendered inoperative by the
failure of any power supply.
(e) not on its own cause the car average retardation to exceed 9.8 m/s2 (32.2 ft/s2) during the stopping or
slowdown phase during ascending or descending or both car overspeeds.
(f) be designed so that the factors of safety based on the maximum stresses developed in the parts
subject to load during the operation of the emergency brake shall comply with the following:
(1) Where an emergency brake is activated only when protecting against either an ascending or
descending car
overspeed condition or unintended car movement with the car and hoistway doors open, the
minimum factors of safety, when applied during the retardation phase of emergency braking,
shall be not less than those specified in 2.17.12.1.
(2) Where an emergency brake is activated during normal stops of the elevator, the minimum
factors of safety, when applied during the retardation phase of emergency braking, shall be not
less than those specified in 2.24.3.1 and 2.24.3.2.
(3) Where an emergency brake acts on the suspension or compensation rope system
(a) the factor of safety with respect to the breaking strength of the ropes shall be not less than
5 at any time during the retardation phase
(b) it shall be designed to prevent appreciable damage or deformation to the ropes resulting
from its activation
(g) be arranged to be tested in accordance with the requirements specified in 8.10.2 or as specified by the
manufacturer (see section 2.10).
2.19.3.3 Marking plate requirements
4
Attachment 23a
Page 5 of 5
The emergency brake shall be provided with a marking plate indicating the range of total masses (car with
attachments and its load) for which it is permitted to be used, the range of speeds at which it is set to
operate, and the criteria such as rail or suspension rope lubrication requirements that are critical to the
performance.
2.19.4 Emergency brake supports

All components and structural members, including their fastenings, subjected to forces due to the
application of the emergency brake shall be designed to withstand the maximum forces developed during
the retardation phase of the emergency braking so that the resulting stresses shall not exceed those
permitted for the applicable type of equipment as follows:
(a) machinery and sheave beams (see 2.9.6)
(b) guide rails and their supports (see 2.23.5.3)
(c) counterweight frames (see 2.21.2.3.3)
(d) car frames (see 2.15.10.2)
(e) machines, sheaves, and bedplates (see 2.24.3.2)
5
Attachment 23b
Page 1 of 51
TN 02-2350 (TR 98-62)
TN 02-2350 (TR 98-62)
Proposal for Mechanical Design Committee Review and Comment Ballot #05-771
MDC Proposal to allow car free-fall and overspeed protection by devices other than car safeties
General Rationale
(by EV; to be amended by GWG and MDC)
(1) Current Sections 2.17 and 2.18 require electric elevators to be equipped with car safeties,
activated by governors, to stop the car should its suspension means fail (separation of the car
from counterweight) or should the descending car overspeed.
(2) To decelerate a free-falling car (separated from counterweight) loaded with rated load, the
safeties must be set to exert very high retarding force. Once set, the force remains same
regardless whether the safeties decelerates overspeeding car with one person in the car or fully
loaded car. If the safeties decelerate a lightly loaded (1 or 2 persons) the passengers my be
subjected to very high decelerations. The passengers in overspeeding car expect gentler
retardation, which a safeties meeting 2.17 cannot provide.
(3) Since the time of invention of safeties and governors mandated in current Code technology has
progressed and new and additional protective systems have been introduced in elevator designs
(e.g. ascending car overspeed in Section 2.19.1) that give options to elevator designers to
separate car free-fall form overspeed protection.
Example: Car free-fall protective device could be a simple device, activated by an auxiliary
broken rope, while descending car overspeed protection could be achieved by the same device
that currently provides protection in case of ascending car overspeed.
(4) This proposal is based on 2004 edition of A17/B44 edition. Any revisions proposed by electrical
or other committee or balloted to the current Section 2.19, will be incorporated in this draft as
soon as the changes are approved for publication in A17.1/B44. Any information on approved
changes received from the Electrical Committee would enable us to amend this draft in timely
manner.
++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
Changes in the Code relate to proposal for Section 2.19
2.6.1 Where the space is underneath the counterweight and/or its guides
(a) the counterweight shall be provided with a counterweight safety conforming to 2.17.4 or a
protective system conforming to 2.19.2, and
2.17 CAR AND COUNTERWEIGHT SAFETIES

2.17.1 Where required and location
Unless protective systems conforming to 2.19.2 and 2.19.3.2.1.2 are provided, the The car of
every elevator suspended by wire ropes shall be provided with one or more car safety devices of one of
the types identified in 2.17.5. The safeties shall be attached to the car frame, and one safety shall be
located within or below the car frame.
Attachment 23b
Page 2 of 51
TN 02-2350 (TR 98-62)
All car safeties shall be mounted on a single car frame and shall operate only on one pair of guide
rails between which the frame is located.
EV Note Relevant revisions to other parts of the Code will be proposed once Section 2.19 is finalized.
+++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
Draft - SECTION 2.19

FREE FALL, OVERSPEED AND UNINTENDED CAR MOVEMENT PROTECTION SYSTEMS
2.19.1 Where Required
2.19.1.1 Unless safeties and speed governors conforming to Sections 2.17 and.2.18 are provided on an
elevator suspended by ropes, the following protection systems shall be provided:
(a) Car free-fall protection in conformance with 2.19.2
(b) Descending car overspeed protection in conformance with 2.19.3, and
(c) If required in 2.6.1, a counterweight free-fall protection in conformance with 2.19.3
2.19.1.2 Ascending car overspeed protection shall be provided to prevent the car from striking the
hoistway overhead in the case of equipment failures specified in 2.19.3.1 and shall conform to 2.19.3.
2.19.1.3 Unintended car movement protection shall be provided to limit unintended car movement in the
case of equipment failures specified in 2.19.4.1 if they occur while the car door is not closed and the
landing doors not locked. The protection shall conform to 2.19.4.
2.19.1.4 It shall be permitted to use one or more different devices or assemblies to provide protection
required in 2.19.2 through to 2.19.4.
EV Rationale for 2.19.1:

To list all protective systems currently required in 2.17, 2.18 and 2.19. Current 2.17 deans with
descending car overspeed, 2.19 covers ascending, therefore requirements separated in 2.19.1.1 and
2.19.1.2. Intent is not to deviate from current Code concept and organization of requirements.
EV rationale for repeating 2.19.2.2, 2.19.3.2 and 2.19.4.2

I realize that rules in 2.19.2.2, 2.19.3.2 and 2.19.4.2 are repetitive and could be simplified, but current
2.19.1.2 and 2.19.2.2 are repetitive per request of Electrical Committee when 2000 edition was drafted. I
have tried to avoid any changes that may encroach into EC area of interests.
2.19.2 Car and Counterweight Free Fall Protection
2.19.2.1 Purpose
Car free-fall protection and if required by 2.6.1 the counterweight free fall protection shall prevent the car,
and counterweight if required, from striking the buffers at speed exceeding their rating or any equipment
or structure in the hoistway pit, should the car and counterweight free fall occur as a result of a failure in
the car and counterweight suspension system, such as failure of suspension ropes or rope attachments
to the car or counterweights or loss of car-counterweight inter-connection.
2.19.2.2 Function
Car and counterweight free fall protection system shall:
(a) Detect loss of car-counterweight inter-connection with car traveling at any speed anywhere in the
hoistway above the bottom landing.
EV Rationale for next sub-rules: The free fall detection means most likely will be of mechanical type, e.g.
broken suspension or auxiliary rope type, I am adopting the next rules from current 2.19 in anticipation
the Electrical Committee will ask for it.
Attachment 23b
Page 3 of 51
TN 02-2350 (TR 98-62)
(1) If the means detecting the loss of car-counterweight inter-connections detection mean
requires electrical power for its functioning
(a) a loss of electrical power to the ascending car overspeed detection means
and control means shall cause the immediate activation of the emergency
machine brake as required in 2.19.1.2(b)
EV Rationale for (a): Free fall protection may be one-time device, which we do not want to be activated
on every power loss, but to be in line with current 2.19. requirements, I propose to stop the car by
machine brake. Alternatively, we could permit only mechanical activation means and delete sub-rules (1)
to (3).
(b) the occurrence of a single ground, or the failure of any mechanically operated
switch that does not meet the requirements of 2.26.4.3, any single
magnetically operated switch, contactor, or relay, or any single solid-state
device, or a software system failure, shall not render the detection means
inoperative
(2) The failure of any single mechanically operated switch that does not meet the
requirements of 2.26.4.3 shall not render the detection means inoperative.
(3) When a fault specified in 2.19.21.2(a)(1)(b) or 2.19.1.2(a)(2) is detected, the car shall stop
at or before the next landing for which a demand was registered, and shall not be
permitted to restart.
(b4) Once actuated by loss of car-counterweight interconnections overspeed, the overspeed free-fall
detection means shall remain actuated until manually reset, and the car shall not start or run unless
the detection means is reset.
(c) Free-fall detecting means shall be fully independent, electrically and mechanically from, any other
detection or operational system or equipment performing any elevator function other than free-fall
protection.
(d) Decelerate and stop the car with any load up to its rated load, and if required decelerate also the
counterweight, before fully compressing associated buffers. The parts of the free-fall protection
system that perform decelerating functions,
(1) when actuated, shall not
(a) impose stresses on any elevator part in access of 20% of the ultimate strength of the
part,
(b) create average retardation of a car loaded with one passenger up to rated load in access
of 1.0g, and
(EV Note See Rationale under 2.19.5.2(e). Same source for this retardation proposal is
used)
(2) not participate in the control of elevator speed or stopping or be subjected to wear and tear when
the car suspension means are in place
(e) Be provided with a marking plate indicating the range of total masses (car with attachments and its
rated load) for which the free fall protection system is permitted to be used, the range of speeds at
which it is set to operate, the stresses it may impose on elevator parts, and other critical data, such
as requirements for maintaining the protection system in working condition.
2.19.31 Descending and aAscending car overspeed protection
2.19.31.1 Purpose
Descending and aAscending car overspeed protection shall be provided to prevent the car from striking
the car buffers at speed exceeding buffers rating or any equipment or structure in the hoistway pit or
hoistway overhead structure as a result of a failure in
(a) the electric driving-machine motor, brake, coupling, shaft, or gearing
(b) the control system
(c) any other component upon which the speed of the car depends, except the suspension ropes
and the drive sheave of the traction machine
Attachment 23b
Page 4 of 51
TN 02-2350 (TR 98-62)
2.19.31.2 Where required and function
EV Rationale: Most requirements for overspeed protections are same except as stated in
2.19.3.3.2.1.1(see current rule) versus 2.19.3.3.2.1.2. Therefore amalgamated in 2.19.3.2 subsection.
2.19.3.2.1 Where required
2.19.3.2.1.1 All electric elevators suspended by (wire to be deleted ??) ropes shall be provided with
descending car overspeed protection system (EV note- Formulated per current 2.17.1).
2.19.3.2.1.2 All electric traction elevators, except those whose empty car weight exceeds the total weight
of the suspension ropes and counterweight, shall be provided with a device ascending car overspeed
protection system (EV note- Formulated per current 2.19.1.2).
2.19.3.2.2 Function
The descending and ascending car protection systems shall: to
(a) Ddetect a descending or an ascending car overspeed condition at a speed not greater than 10%
higher than the rated speed or the speed set by the manufacturer at which the car governor is set to trip
(see 2.18.2.1).
EV Rationale for deleting reference to governor-speed setting in (a). The governor may not exist.
Reference to rated speed is more appropriate.
(1) If the overspeed detection means requires electrical power for its functioning
(a) a loss of electrical power to the ascending car overspeed detection and control
means shall cause the immediate activation of the emergency brake as required in
2.19.3.2.2(b)
that does not meet the requirements of 2.26.4.3, any single magnetically operated
switch, contactor, or relay, or any single solid-state device, or software system failure,
shall not render the detection means inoperative
(2) The failure of any single mechanically operated switch that does not meet the requirements
of 2.26.4.3 shall not render the detection means inoperative.
(3) When a fault specified in 2.19.3.2.2(a)(1)(b) or 2.19.3.2.2(a)(2) is detected, the car shall stop
at or before the next landing for which a demand was registered, and shall not be permitted
to restart.
EV Rationale for moving (4) to (b): Rule applies to any type of detection means, electrical or not.
(b4) Once actuated by overspeed, the overspeed detection means shall remain actuated until manually
reset, and the car shall not start or run unless the detection means is reset.
(cb) Ddecelerate the car when loaded with any load up to its rated load [see 2.16.8(h)] by applying an
emergency brake conforming to 2.19.5 as to prevent a descending car from striking the car buffers at
speed exceeding buffers rating and any equipment or structure in the hoistway pit, and also to prevent an
ascending car from striking the hoistway overhead structure. The car shall not start or run unless the
emergency brake is reset.
2.19.24 Protection against unintended car movement
2.19.42.1 Purpose
Unintended car movement pProtection shall be provided with a device to limit prevent unintended car
movement away from the landing with the hoistway door not in the locked position and the car door not in
the closed position, as a result of failure in
Attachment 23b
Page 5 of 51
TN 02-2350 (TR 98-62)

(c) any other component upon which the speed of the car depends, except the suspension ropes and
the drive sheave of the traction machine
2.19.42.2 Where required and function

All electric traction elevators shall be provided with a device (see 2.26.2.30) that shall
(a) detect unintended car movement away from the landing with the hoistway door not in the locked
position and the car door not in the closed position.
Note: Freight elevators provided with combination mechanical locks and contacts on the hoistway door
shall detect the closed position of the hoistway door and the closed position of the car door.
(1) If the detection means requires electrical power for its functioning
(a) a loss of electrical power to the unintended movement detection and control means
shall cause the immediate activation of the emergency brake as required in
2.19.4.2(b)
that does not meet the requirements of 2.26.4.3, any single magnetically operated
switch, contactor, or relay, or any single solid-state device, or software system
failure, shall not render the detection means inoperative
(2) The failure of any single mechanically operated switch that does not meet the requirements
of 2.26.4.3, shall not render the detection means inoperative.
(3) When a fault specified in 2.19.2.2(a)(1)(b) or 2.19.2.2(a)(2) is detected, the car shall stop at
or before the next landing for which a demand was registered, and shall not be permitted to
restart.
EV Rationale for moving (4) to (b): Rule applies to any type of detection means, electrical or not.
(b4) Once actuated by unintended movement, the detection means shall remain actuated until manually
(cb) upon detection of unintended car movement, stop and hold the car, with any load up to rated load
[see also 2.16.8(h)], by applying an emergency brake conforming to 2.19.53, with the car movement
limited in both directions, to a maximum of 1 220 mm (48 in.). The car shall not start or run unless the
emergency brake provided for the unintended movement protection is reset.
2.19.53 Emergency brake (see Non-mandatory Appendix F)

2.19.53.1.1
When required by 2.19.31 for protection against descending and ascending car overspeed, an
emergency brake (see 1.3) conforming to 2.19.53.2 shall be provided.
2.19.53.1.2
When required by 2.19.42 for protection against unintended car movement, an emergency brake (see
1.3) conforming to 2.19.53.2 shall be provided.
2.19.53.1.3
A single device shall be permitted to meet the requirements of both 2.19.53.1.1 and 2.19.53.1.2, or
separate devices shall be provided.
2.19.53.2 Requirements
The emergency brake is permitted to consist of one or more devices and shall
(1) counterweight [e.g., counterweight safety (see 2.17.4 and 2.17.7)].
(2) car.
(3) suspension or compensation rope system.
Attachment 23b
Page 6 of 51
TN 02-2350 (TR 98-62)

(5) brake drum or braking surface of the driving-machine brake, provided that the driving-
machine brake surface is integral (cast or welded) with or directly attached to the driving-
machine sheave. Attachments, where used, shall conform to 2.24.3 and 2.24.4.1. Welding,
where used, shall conform to 8.8.
brake is activated during normal elevator stops, it shall only be applied to and released from a
stationary braking surface.
(e) not on its own cause the car average retardation to exceed 9.8 m/s2 (32.2 ft/s2) during the stopping
or slowdown phase to accede the following:
(1) 0.67g - when performing during ascending car overspeed protection of car loaded with 1.25
rated load
(2) 0.67g when performing descending car overspeed protection of a car loaded with any load
from one passenger up to rated load
(3) 1.0g when performing unintended movement protection of the car loaded with 1.25 rated
load
EV Rationale for retardation Figures are taken from G. Gibsons Study Safety risks involved in
emergency stops [ISO/TC178/WG4 Doc. 735 of 2001-09-06)]. I see no reason to introduce restrictions
on retardation by devices providing overspeed protections now when we permit separation of free-fall
from overspeed protective devices (both protections are currently required to be performed by Car
Safeties)
(1) Where an emergency brake is activated only when protecting against either an ascending
car overspeed condition or unintended car movement with the car and hoistway doors open,
the minimum factors of safety, when applied during the retardation phase of emergency
braking, shall be not less than those specified in 2.17.12.1.
(2) Where an emergency brake is activated during normal stops of the elevator, the minimum
factors of safety, when applied during the retardation phase of emergency braking, shall be
not less than those specified in 2.24.3.1 and 2.24.3.2.(3) Where an emergency brake acts
on the suspension or compensation rope system
(a) the factor of safety with respect to the breaking strength of the ropes shall be not
less than5 at any time during the retardation phase
(b) it shall be designed to prevent appreciable damage or deformation to the ropes
resulting from its activation
(g) be arranged to be tested in accordance with the requirements specified in 8.10.2.
2.19.3.3 Marking plate requirements

The emergency brake shall be provided with a marking plate indicating the range of total masses (car
with attachments and its load) for which it is permitted to be used, the range of speeds at which it is set to
operate, and the criteria such as rail lubrication requirements that are critical to the performance.
2.19.4 Emergency brake supports

Responses to MDC Review and Comment Ballot #05-771

Attachment 23b
Page 7 of 51
TN 02-2350 (TR 98-62)
Comments Responses
BialyL, McCollD (Comment) Accept. See revised proposal.

P. 6. EV Rationale for (a). General comment: The
proposal needs to be cleaned up to get EV, GWC
and MDC references removed.
Replace activate with actuate in all instances for Accept. See revised proposal.
consistency.
2.17.1 Replace the car of every elevator with the Not germane. No change is proposed to this
elevator cars. sentence.
2.19.1.1 and 2.19.2.1. Be consistent with the use Accept. See revised proposal.
of suspension means. Do not cite examples in
the requirements. See 2.19.2.1, line 4 (such By change of suspension ropes example do nor
as.). create problem, but help to understanding of
freefall
2.19.1.4 Should be reworded as follows: Accept. See revised proposal.

One or more different devices or assemblies
should be permitted to provide protection required
in 2.19.2 through to 2.19.4
Rationale: Clarification
2.19.2.1 Reword this. Break into two sentences. Accept in principle. Clarification is achieved by
redrafting.
Rationale: Clarification
GibsonG (Comment) 1. Accept, see revised proposal. See also new

1. General Rationale (1) isnt completely correct in comment (4).
stating that current A17.1 Sections 2.17 & 2.18
require electric elevators to be equipped with
safeties to stop the car if the suspension means
failed. While the A17.1 Definition for Safety refers
to predetermined overspeed, free fall, and
slackening of the suspension, the rules only refer to
free fall in Rule 2.17.8.1 which specifically is limited
to Type A Safeties.
I recently explained in A17 LB # 05-430 (TN 02-

02275) in connection with CEVs proposal for
testing requirements, that it would impose a new
requirement on the stopping capability of Type B
and Type C safeties, i., e., that the safeties be
capable of stopping the car when the car
suspension has failed. This does not currently
exist. The Rationale in support of this new
requirement incorrectly states a conclusion of A17
Interpretation 86-2 that " - - - the safeties will slow
down and stop a free-falling car loaded with rated
load." In fact, Interpretation 86-2 states:
"(f) Conclusion: If a safety has been designed,

installed, and successfully tested to meet the
Attachment 23b
Page 8 of 51
TN 02-2350 (TR 98-62)
Comments Responses
requirements of Rule 1003.2d, it will provide a

retardation to slow down a freely-falling car. ----"
"The analysis shows that in an extreme case, if

the safety retarding force was only capable of
stopping an overspeeding car, whose ropes were
intact, within the maximum permissible stopping
distance allowed by Rule 205.3, it would produce
sufficient retardation on a freely-falling car to
reduce its speed to the speed for which the pit
buffer is designed, as required by Rule 201.4a, i.
e., 115% rated speed."
In expanding the allowable means to provide for

stopping in case of free fall and overspeed in this
proposal, it needs to be clearly understood that, if a
designer chooses to use conventional safeties
pursuant to Rules 2.17 and 2.18, and not utilize the
opportunity to have a free fall means plus an
overspeed means, compliance with the current
stopping distances will ensure free fall stopping
capability as inferred from A17 Interpretation 86-2.
By virtue of the new proposal, A17 will be requiring
both free fall and overspeed protection regardless
which systems are deployed.
2. General Rationale (2): 2. Accept, see revised proposal.

th
2.1 Change my to may (end of the 4 line).
2.2 Delete a in front of safeties (last line).
2.3 Inset under all loading conditions between
cannot and provide (last line).
3. General Rationale (3): 3. Accept, see revised proposal.

3.1 Change form to from (last line).
3.2 Change protective to protection (Example;
1st line). I suggest that the proposal consistently
use protection instead of protective wherever
the terms are used, to be consistent with the term
throughout the proposal and current terminology.
4. Rule 2.6.1: 4.1 The 1st line is title of requirement 2.6.1. The 2nd
4.1 Delete the 2nd line, since it duplicates the line is beginning of the requirement. No change to
opening sentence on the 1st line. the current requirement is proposed.
4.2 Change protective to protection [Sub-part 4.2 Accept, see revised proposal.
(a), 2nd line].
5. Rule 2.17.1: 5. Accept, see revised proposal.

5.1 Change protective to protection (1st line; 2nd
word).
5.2 Change suspended by wire ropes to with
suspension means permitted in 2.20.1; since this
is the new term introduced in 2.20.1.
Attachment 23b
Page 9 of 51
TN 02-2350 (TR 98-62)
Comments Responses
6. Rule 2.19.1.1: 6. Accept, see revised proposal.

6.1 Change suspended by ropes to with
suspension means permitted in 2.20.1 (2nd line);
since this is the new term introduced in 2.20.1.
7. Rule 2.19.1.3: Use the same basic language 7. To avoid repetition of requirements, 2.19.1.3 has
from 2.19.4.1, so as to be consistent. been abbreviated.
8. EV Rationale for 2.19.1: Change deans to 8. Accept, see revised proposal.

deals (1st line).
9. EV Rationale for repeating 2.19.2.2, ---------, etc. 9. Accept, see revised proposal.
This is understandable, but if it makes more sense
in terms of clarity, then re-draft.
10. Rule 2.19.2.1 Purpose: 10. Accept, see revised proposal.

10.1 The wording can be simplified. Consider the
following:
Free-fall protection shall prevent the descending

masses (car and/or counterweight) from striking
the buffers at a speed exceeding their rating or
any equipment or structure in the hoistway pit,
should the free fall occur as a result of a failure in
the elevator suspension system, such as, failure
of suspension means, attachments or loss of
inter-connection between the masses.
10.2 Definition of Inter-connection. Consider

adding this to A17.1 Section 3. The inter-
connection would include the suspension means
and their attachments, including any auxiliary
means, etc.
11. Rule 2.19.2.2(a)(1): 11. Accept, see revised proposal.

11.1 Change inter-connections to inter-
connection.
st
11.2 Delete detection mean (end of 1 line).
12. EV Rationale for 2.19.2.2(a)(1)(a): 12.1 This rule does not deal with suspension failure
12.1 If the car is in free fall due to the failure of the by the failure of the power if the means detecting
suspension means, it will not be possible to stop loss of car-counterweight inter-connection require
the car by the machine brake, due to the inability to electric power for its functioning.
sustain traction with the remaining length of
unloaded rope, but the remaining length of
suspension will just whip over the drive sheave,
falling down the hoistway.
12.2 What is the understanding of the one-time 12.2 Intent is disposable, see revised proposal.
device? Disposable one stroke buffers? Other?
13. Rule 2.19.2.2(d): 13.1 Accept. See revised proposal including new
13.1 The requirements might have to be separated Note 2.19.2.2(d)(1)(b).
since the car must be retardation-limited, whereas
Attachment 23b
Page 10 of 51
TN 02-2350 (TR 98-62)
Comments Responses
the counterweight free fall can be retarded at a

higher magnitude. A disposable one-time energy
absorber could be used.
13.2 Change rated load to 125% rated load as 13.2 There is inconsistency in the current A17
applicable to elevators carrying passengers. See requirements. 2.17.3 refers to 2.16.8, but also to
2.16.8. If the car is going to have the potential for Table 2.17.3 which gives stopping distances for
loss of the suspension means, it will do so at the Type B car safeties with rated load in the title.
maximum load that the elevator must be designed Also 8.10.2.2.2(bb)(1)(a) requires testing of all
for. If the elevator is exclusively for freight, then safeties with rated load in the car. Reference to
rated load is OK. 2.16.8(b) is added in the draft for free-fall
protection. But one may claim that it is above the
current A17 requirements. See revised.
13.3 In sub-part (d)(1)(a), change access to 13.3 Accept. See revised.

excess.
13.4 In sub-part (d)(1)(b), delete up to rated load. 13.4 Accept. See revised.
If the resulting retardation with a lightly-loaded car
with one passenger is limited to a 1.0g, then any
load in excess of one person will necessarily cause
a retardation, a < 1.0g.
13.5 In sub-part (d)(1)(b), change access to 13.5 Accept. See revised.

excess.
13.6 In sub-part (d)(2), relocate the requirement - 13.6 Accept. See revised.
- not be subjected to wear and tear - - - to another
sub-part, (d)(3).
14. Rule 2.19.2.2(e): 14.1 Accept. See revised.

14.1 Delete the - - the stresses - - - - elevator
parts from the proposed marking plate. The
stresses comprise design requirements which must
be put in a design rule.
15. Rule 2.19.3.2.1.1: Change suspended by wire 15. Accept. See revised.
- - - ropes to with suspension means permitted in
2.20.1; since this is the new term introduced in
2.20.1.
nd
16. Rule 2.19.3.2.1.2: Delete device (2 line). 16. Accept. See revised.
17. Rule 2.19.3.2.2(a): The wording is too 17. Accept. See revised. See also Rationale for
confusing! Deletions and strikeouts cant be changes to (a).
differentiated. The 1st line and half the 2nd one is
struck out, rendering the clause meaningless!
What was intended?
18. EV Rationale for 2.19.3.2.2(a): Note that the 18. See revised (a) and rationale. Under the current
governor has an overspeed detection function. Code, the basic function of a governor is to detect
The MDC hasnt decided to eliminate it. car overspeed and to activate safeties. It may, but
Overspeed detection will be necessary. not necessarily be used for other functions.
Attachment 23b
Page 11 of 51
TN 02-2350 (TR 98-62)
Comments Responses
19. Rule 2.19.3.2.2(a)(1)(a) has been struck out, 19. In my copy of the balloted draft rule
rendering it meaningless! What was intended? 2.19.3.2.2(a)(1)(a) has NO strikeout,
20. Rule 2.19.3.2.2(c): 20. Accept. See revised.

20.1 This rule should be separated into 2 cases, i.
e., ascending and descending.
20.2 The last sentence, The car shall not start - - -
- brake is reset should be put in a sub-part.
21. Rule 2.19.5.1.1 has been struck out, rendering 21. In my copy of the balloted draft rule 2.19.5.1.1
it meaningless! What was intended? has NO strikeout.
22. Rule 2.19.5.1.2 has been struck out, rendering 22. In my copy of the balloted draft rule 2.19.5.1.2
it meaningless! What was intended? has NO strikeout.
23. Rule 2.19.5.2(a)(3): Change rope system to 23. Accept. See revised.
means (See 2.20.1).
24. Rule 2.19.5.2(e); Change accede to exceed 24. Accept. See revised.
nd
(2 line).
25. Rule 2.19.5.2(e)(3): Change 1.0g to o.67g, 25. Accept. See revised.
based on GWG Report referred to in EV Rationale
A copy of GWG Summary Chart (Table 26) is
included with these comments.
26. EV Rationale for retardation: Delete the 26. There are no strikeouts in my copy of the ballot.
strikeouts otherwise the commentary is Rationale is however revised to eliminate EV and
meaningless. to make reference to GWG attachment that will be
part of this document.
27. Rule 2.19.5.2(f)(1): The term, car overspeed 27. The term condition is deleted without loosing
nd
condition (2 line) should perhaps be defined in clarity.
A17.1 Section 3.
28. Rule 2.19.5.2(f)(3): This sub-part needs to be 28. Nor clear in what respect align with (2).
formatted so that it aligns with (2).
29. Rule 2.19.5.2(f)(3)(a) & (b): Delete the 29. There were no strikeouts in my copy of the
strikeouts. ballot. It is same as in the A17.1: 2005, except that
ropes is now replaced with means
30. Rule 2.19.4: All the rule text after during was 30. See revised proposal.
excluded. Any reason?
31. General Comments: 31.1 Thank you.

31.1 The proposal is a good fist attempt to develop
the thoughts for MDC consideration.
31.2 The formatting is too confusing. The 31.2. Formatting, with indentations, is same as
indentations, or lack thereof, of many sub-parts current 2.19, which was formatted by Electrical
needs revision for clarity. Committee for 2000 edition.
31.3 The Rational statements should be put at the 31.3. You have not given rationale for your
Attachment 23b
Page 12 of 51
TN 02-2350 (TR 98-62)
Comments Responses
end of the proposal. proposal. When reading a long set draft rules it is
more practical to have rational next to the rules.
See attached.
HadallerR, KremerR (Comment) Accept in part. See revised 2.19.1. Clause 2.19.1.1
While I understand the rationale for having 2.19.1 sets alternatives to protection currently provided by
Where Required appear first, I do not agree with safeties and governors. 2.19.1.2 and 2.19.1.3
the overall flow as a code reader. I would like to repeat requirements for provision of protections
see the items related to freefall, overspeed and from the current requirement of 2.19.
unintended movement follow a consistent
organizational pattern. Also I think the title should Accept. See revised title.
make reference to the Emergency Brake. I suggest
the following high level structure (note: only the
high level numbering has been revised, additional
re-numbering is required)
SECTION 2.19 FREE FALL, OVERSPEED ,AND Accept. See revised title.
UNINTENDED CAR MOVEMENT AND
EMERGENCY BRAKE PROTECTION SYSTEMS
2.19.1 Free Fall Protection for Car and

Counterweight 2.19.2 Car and Counterweight
Free Fall Protection
2.19.1.1 Purpose 2.19.2.1 Purpose

Car free-fall protection, and counterweight free fall
protection if required by 2.6.1, the counterweight
free fall protection shall prevent the car,
[Remainder of requirement unchanged, but

renumbered]
2.19.1.2 Where Required 2.19.1 Where Required Under title 2.19.1 Free-fall protection, you are
setting requirements for Descending car
2.19.1.2.1 2.19.1.1 Unless safeties and speed overspeed protection. This would not improve
governors conforming to Sections 2.17 and.2.18 Code flow.
are provided on an elevator suspended by ropes, It is useful to have general requirements first, in
the following protection systems shall be provided: 2.19.1, and then in 2.19.2 etc specific requirements
(a) Car free-fall protection in conformance with for specific protection.
2.19.2
(b) Descending car overspeed protection in
conformance with 2.19.3, and
(c) If required in 2.6.1, a counterweight free-fall
protection in conformance with 2.19.3

renumbered]
2.19.1.3 Function 2.19.2.2 Function

Car and counterweight free fall protection system
shall:
(a) Detect loss of car-counterweight inter-
connection with car traveling at any speed
Attachment 23b
Page 13 of 51
TN 02-2350 (TR 98-62)
Comments Responses
anywhere in the hoistway above the bottom

landing.

renumbered]
2.19.2 Overspeed Protection for Ascending and

Descending Car
2.19.31 Descending and aAscending car
overspeed protection
2.19.2.1 Purpose
[insert text from proposal: 2.19.31.1 Purpose]

[insert text from proposal: 2.19.3.2.1 Where
required]
2.19.2.3 Function
[insert text from proposal: 2.19.3.2.2 Function]
2.19.3 Unintended Car Movement Protection

2.19.24 Protection against unintended car
movement
2.19.3.1 Purpose
[insert text from proposal: 2.19.42.1 Purpose]

[insert PARTIAL text from 2.19.42.2 Where
required and function]
All electric traction elevators shall be provided with
a device (see 2.26.2.30) that shall
(a) detect unintended car movement away from
the landing with the hoistway door not in the
locked position and the car door not in the closed
position.
Note: Freight elevators provided with combination

mechanical locks and contacts on the hoistway
door shall detect the closed position of the hoistway
door and the closed position of the car door.
2.19.3.3 Function
[insert REMAINING text from 2.19.42.2 Where
required and function with appropriate
numbering]
(1) If the detection means requires electrical power
for its functioning
(a) a loss of electrical power to the unintended
movement detection and control
2.19.4 Emergency Brake(see Non-mandatory

Appendix F)
Attachment 23b
Page 14 of 51
TN 02-2350 (TR 98-62)
Comments Responses
2.19.53 Emergency brake (see Non-mandatory

Appendix F)

renumbered]
TurnerDa (Comment) Accept. See revised proposal and rationale.

The Rationale in Paragraph (1) is incorrect. 2.17
and 2.18 do not require the safeties to stop the
elevator should the suspension means fail.
Proposal require committee input.

Attachment 23b
Page 15 of 51
TN 02-2350 (TR 98-62)
August 18, 2005
The following table is repeated from Report, ISO/TC178 WG4 Doc # 735, prepared by G. W. Gibson,
03/29/03.
Table 26 Average Retardations and GESPs
Level Max2 Prob.

Car Trigger/Cause Frequency1
Type of Avg Of
of
Stop Pass. Retard Stab.
Load Spd Dir. Loc. No. Type Occurrence
Prot. amxav Loss
1.25L3 Down Min.
Probable
vgos Any Single EPD5a Disco- 0.33g6 Low
L 4
Up (B)
mfort
1.25L3 Down Probable/ Min.
e-Stop vgos Any Single EPD5b Occasional Disco-
L4 Up (B/C) mfort F/M Low/
7
1.25L 3
v Down Occasional/ Min. Med
Power
Any Single Remote Disco-
L 4
v Up Failure
(C/D) mfort
Motion
Control Remote Life
P1 vgts Down Any Multiple 0.67g9 Med
Ovrspd (D) Safety
Safety
Switch
Gear8
Improb/
Susp Life
P1 vff Down Any Multiple Impossible 1.0g High
Means Safety
(E/F)
NSM12
Remote/
Life
Buffer10 L vbs Down Pit Multiple11 NTSD13 Improbable 1.0g15 High
Safety
14 (D/E)
ETSD
Single Mech Remote (D)
Asc.20 Motion Life
Car 1.25L >v Up Top Control Improbable 0.67g High
Multiple Safety
Ovrspd Ovrspd (E)
Switch
Unintend Single Mech Remote (D) Life
Car 1.25L vs Any Lndg 0..67g High
Multiple Electr Improb (E) Safety
Mvmnt
Ovrspd Remote/
Piping Life
(Rpture) 1.25L vhf Down Any Single Improbable 1.0g High
Failure16 Safety
Valve (D/E)
Remote/
Plunger Cylinder Life
L vhf Down Any Single Improbable 1.0g High
Gripper Failure17 Safety
(D/E)18
Remote/
Clamping Car Life
Device18 Motion Safety
(D/E)
Remote/
Pawl Car Life
Device19 Motion Safety
(D/E)
Symbols:
Attachment 23b
Page 16 of 51
TN 02-2350 (TR 98-62)
amxav = The maximum average value excludes peak values, and is the mathematical average, i.
e., the area under the actual a - t curve divided by the total stopping time (m/s2)
L = Rated load (kg)
P1 = 1 passenger
v = Rated speed (m/s)
vbs = Buffer striking speed (m/s)
vff = Free-fall speed (m/s)
vgos = Governor overspeed switch trip (m/s)
vgts = Governor tripping speed (m/s)
vhf = Hydraulic lift fall speed (m/s)
Note 1: Per ISO/TS 14798:2000
Note 2: The maximum average value excludes peak values, and is the mathematical average,
i.e., the area under the actual a - t curve divided by the total stopping time.
Note 3: amax occurs with single user (passenger) load, P1
Note 4: amax occurs with rated load
Note 5: Electrical protective device/electrical safety device:

a. Where the cause of the event does not impede the functioning of the motion control
system.
b. Where the cause of the event is a malfunction in the motion control system, reliance
on the integrity of the motion control system cannot be assured to produce a controlled low retardation
stop.
Note 6: Applies to passengers; not authorized persons.
Note 7: See Sect. 13.2.9.
Note 8: All safety gear (instantaneous and progressive)
Note 9: Retardation with rated load, a = F/M
Note 10: All buffers (spring and oil)
Note 11: Sect. 7.3.2.1, Note 3, applicable to EN 81-1 lifts
Note 12: Normal stopping means (A17/B44/EN 81-1)
Note 13: Normal terminal stopping device (A17/B44)
Note 14: Emergency terminal stopping device (A17/B44)
Note 15: Peak retardations (Sect. 7.3.2.2) permitted.
Note 16: Due to seismic activity (U.S.)
Note 17: The most prevalent cause is cylinder failure due to underground corrosion.
Note 18: Advance warning usually apparent during maintenance.
Note 19: Required by EN 81-2.
Note 20: Where a counterweight safety gear is used, see 13.2.6.1.
G. W. Gibson
Attachment 23b
Page 17 of 51
TN 02-2350 (TR 98-62)
Proposal for Review and Comment Ballot #06-336
General Rationale:
actuated by governors which will, if designed, installed, and successfully tested to meet the
requirements of 8.10.2.2.2(bb), it will:
- stop the car should the descending car overspeed, and
- produce sufficient retardation on a freely-falling car to reduce its speed to the speed for which
the pit buffer is designed
(2) To decelerate a freely-falling car (separated from counterweight) loaded with rated load, the
safeties must be set to exert very high retarding force. Once set, the force remains same regardless
whether the safeties decelerates overspeeding car with one person in the car or fully loaded car. If
the safeties decelerate a lightly loaded car (1 or 2 persons) the passengers may be subjected to very
high decelerations. The passengers in overspeeding car expect gentler retardation, which safeties
meeting 2.17 cannot under all loading conditions provide.
(3) Since the time of invention of safeties and governors that are mandated in the current Code,
technology has progressed and new and additional protection systems have been introduced in
elevator designs (e.g. ascending car overspeed protection in 2.19.1 of 2004 edition) that give options
to elevator designers to separate car free-fall from overspeed protection.
Example: Car free-fall protection could be a simple device, actuated by an auxiliary rope, while
descending car overspeed protection could be achieved by the same device that currently provides
protection in case of ascending car overspeed.
(4) In expanding the allowable means to provide for stopping in case of free fall and overspeed in this
proposal, it needs to be clearly understood that, if a designer chooses to use conventional safeties
pursuant to Rules 2.17 and 2.18, and not utilize the opportunity to have a free fall means plus an
overspeed means, compliance with the current stopping distances will ensure free fall stopping
capability as inferred from A17 Interpretation 86-2. By virtue of the new proposal, A17 will be
requiring both free fall and overspeed protection regardless which systems are deployed.
(5) This proposal is based on 2004 edition of A17/B44 edition. Any revisions to the current Section
2.19, proposed by electrical or other committee or balloted, will be incorporated in this draft as soon
as the changes are approved for publication in A17.1/B44. Any information on approved changes
received from the Electrical Committee would enable us to amend this draft in timely manner.
In Section 1.3 add the following definition:
inter-connection: means that inter-connect car and counterweight, that include the suspension means,
their attachments and any auxiliary suspension fastening device.
2.6.1 Where the Space Is Underneath the Counterweight and/or Its Guides
(a) the counterweight shall be provided with a counterweight safety conforming to 2.17.4 or a protection
system conforming to 2.19.2, and
Attachment 23b
Page 18 of 51
TN 02-2350 (TR 98-62)
2.17.1 Where Required and Location

Unless systems conforming to 2.19.2 and 2.19.3.2.1.2 are provided, the The car of every elevator
suspended by wire ropes, with suspension means permitted in 2.20, shall be provided with one or more
car safety devices of one of the types identified in 2.17.5. The safeties shall be attached to the car frame,
and one safety shall be located within or below the car frame.
Editorial Note: Relevant revisions to other parts of the Code will be proposed once Section 2.19 is
finalized.
SECTION 2.19 ASCENDING CAR FREE FALL, OVERSPEED AND UNINTENDED CAR MOVEMENT
PROTECTION AND EMERGENCY BRAKE
2.19.1 General
2.19.1.1 Unless safeties and speed governors conforming to Sections 2.17 and.2.18 are provided on an
elevator with suspension means permitted in 2.20.1, the following protection systems shall be provided:
(a) Car free-fall protection in conformance with 2.19.2
2.19.1.2 Ascending car overspeed protection shall be provided on all electric elevators and shall conform
to 2.19.3.
2.19.1.3 Unintended car movement protection shall be provided on all electric elevators and shall conform
to 2.19.4.
2.19.1.4 One or more different devices or assemblies shall be permitted to provide protection required in
2.19.2 through to 2.19.4.
Rationale for 2.19.1:

To list all protection systems currently required in 2.17, 2.18 and 2.19. Current 2.17 deals with free-fal and
descending car overspeed, 2.19 covers ascending, therefore requirements are separated in 2.19.1.1 and
2.19.1.2. Intent is not to deviate from current Code concept and organization of requirements.
Rationale for repeating 2.19.2.2, 2.19.3.2 and 2.19.4.2

Requirements 2.19.2.2, 2.19.3.2 and 2.19.4.2 are repetitive and could be simplified. However, current
requirements 2.19.1.2 and 2.19.2.2 are repetitive. The requirements were drafted by Electrical Committee
for 2000 A17/B44 edition. Electrical Committee may decide to propose revisions.
2.19.2 Car and Counterweight Free Fall Protection
2.19.2.1 Purpose. Car free-fall protection and if required by 2.6.1 the counterweight free fall protection
shall prevent the descending masses (car and/or counterweight) from striking the buffers at a speed
exceeding their rating or any equipment or structure in the hoistway pit, should the free fall occur as a
result of a failure in the elevator suspension system, such as, failure of suspension means or their
attachments or loss of inter-connection between the masses.
2.19.2.2 Function. Car and counterweight free fall protection system shall:
(a) Detect loss of car-counterweight inter-connection with car traveling at any speed anywhere in the
hoistway above the bottom landing.
Attachment 23b
Page 19 of 51
TN 02-2350 (TR 98-62)
Rationale for next sub-rules: The free fall detection means most likely will be of mechanical type, e.g.
broken suspension or auxiliary rope type. The next rules are formatted using format of current 2.19.
(1) If the means detecting loss of car-counterweight inter-connection requires electrical power for its
functioning
(a) a loss of electrical power to the detection means and control means shall cause the immediate
activation of the machine brake
Rationale for 2.19.2.2(a)(1)(a): Free fall protection may be a disposable device once actuated, which we
do not want to be actuated on every electric power loss. To be in line with current 2.19 requirements, it is
proposed to stop the car by machine brake. Alternatively, we could permit only mechanical means for
actuation of free-fall protection (e.g. safety rope) and delete sub-rules (1) to (3).
(b) the occurrence of a single ground, or the failure of any mechanically operated switch that does
not meet the requirements of 2.26.4.3, any single magnetically operated switch, contactor, or relay, or any
single solid-state device, or a software system failure, shall not render the detection means inoperative
(3) When a fault specified in 2.19.2.2(a)(1)(b) or 2.19.1.2(a)(2) is detected, the car shall stop at or
before the next landing for which a demand was registered, and shall not be permitted to restart.
(b) Once actuated by loss of car-counterweight inter-connection the free-fall detection means shall
remain actuated until manually reset, and the car shall not start or run unless the inter-connection is re-
established and the detection means is reset.
(c) Free-fall detecting means shall be fully independent, electrically and mechanically from, any other
detection or operational system or equipment performing any elevator function other than free-fall
protection.
(d) Protection shall decelerate and stop the car with any load up to its rated load (see 2.16.8(b)), and if
required by decelerate also the counterweight, before fully compressing associated buffers. The parts of
the free-fall protection system that perform decelerating functions,
(1) when actuated, shall not
(a) impose stresses on any elevator part in excess of 20% of the ultimate strength of the part,
(b) when decelerating car, create average retardation of a car loaded with one passenger in excess
of 1.0g, and
Note 2.19.2.2(d)(1)(b): When decelerating counterweight retardation is not limited.
(Note See Rationale under 2.19.5.2(e). Same source for this retardation proposal is used)
(2) shall not participate in the control of elevator speed or stopping when the car counterweight inter-
connecting means are in place.
(3) shall not be subjected to wear and tear.
(e) Be provided with a marking plate indicating the range of total masses (car with attachments and its
rated load) for which the free fall protection system is permitted to be used, the range of speeds at which
it is set to operate, and other critical data, such as requirements for maintaining the protection system in
working condition.
2.19.13 Descending and Ascending Car Overspeed Protection
2.19.13.1 Purpose. Descending and Ascending ascending car overspeed protection shall be provided to
prevent the car from striking the car buffers at speed exceeding buffers rating or any equipment or
structure in the hoistway pit or hoistway overhead structure as a result of a failure in
Attachment 23b
Page 20 of 51
TN 02-2350 (TR 98-62)

2.19.13.2 Where Required and Function
Rationale: Most requirements for descending and ascending overspeed protections are same except as
stated. Therefore, requirements are amalgamated in 2.19.3.2.

(a) All electric elevators with suspension means permitted in 2.20.1 shall be provided with descending
car overspeed protection system.
(Note- Formulated per current 2.17.1).
(b) All electric traction elevators, except those whose empty car weight exceeds the total weight of the
suspension ropes and counterweight, shall be provided with a device to prevent an ascending and
ascending elevator from striking the hoistway overhead structure. This device (see 2.26.2.29) shall car
overspeed protection system.
(Note- Above is formulated per current 2.19.1.2).
(c) The descending and ascending car protection systems shall:

(a) (1) detect an descending or ascending car overspeed condition at a speed not greater than 10%
higher than the speed at which the car governor is set to trip (see 2.18.2.1) or, if governor is not provided,
at the speed set by the manufacturer or at a speed not greater than 10% above the rated speed.
Rationale for adding alternatives to governor-speed setting in (a). The governor may not exist. New
designs of protection may use others methods of speed control and detection. Reference to rated speed
is appropriate. It is also reasonable to allow manufacturer to set detection speed for this protection
(a) (1) If the overspeed detection means requires electrical power for its functioning
(1) (a) a loss of electrical power to the ascending car overspeed detection and control means
shall cause the immediate activation of the emergency brake as required in 2.19.1.2(b) 2.19.3.2.1(c)(3)
(2) (b) the occurrence of a single ground, or the failure of any mechanically operated switch that
does not meet the requirements of 2.26.4.3, any single magnetically operated switch, contactor, or relay,
or any single solid-state device, or a software system failure, shall not render the detection means
inoperative
(b) (2) The failure of any single mechanically operated switch that does not meet the requirements
of 2.26.4.3 shall not render the detection means inoperative.
(c) (3) When a fault specified in 2.19.1.2(a)(1)(b) or 2.19.1.2(a)(2) 2.19.3.2.1(c)(1)(a)(2) or
2.19.3.2.1(c)(1)(b) is detected, the car shall stop at or before the next landing for which a demand was
registered, and shall not be permitted to restart.
Rationale for moving current (4) to (2): This rule applies to any type of detection means, electrical or
mechanical.
(2) (4) Once actuated by overspeed, the overspeed detection means shall remain actuated until
manually reset, and the car shall not start or run unless the detection means is reset.
(3) (b) decelerate Decelerate the car when loaded with any load up to its rated load [see 2.16.8(h)] by
applying an emergency brake conforming to 2.19.3 2.19.5 as to:
(a) prevent a descending car from striking the car buffers at speed exceeding buffers rating and
any equipment or structure in the hoistway pit, or
(b) prevent an ascending car from striking the hoistway overhead structure.
Attachment 23b
Page 21 of 51
TN 02-2350 (TR 98-62)
(4) The car shall not start or run unless the emergency brake is reset.
2.19.4 2.19.2 Protection Against Unintended Car Movement
2.19.4.1 2.19.2.1 Purpose. Unintended car movement protection Protection shall be provided to limit
with a device to prevent unintended car movement away from the landing with the hoistway door not in
the locked position and the car door not in the closed position, as a result of failure in
2.19.4.2. 2.19.2.2 Where Required and Function. All electric traction elevators shall be provided with a
device (see 2.26.2.30) that shall
(a) detect unintended car movement away from the landing with the hoistway door not in the locked
NOTE: Freight elevators provided with combination mechanical locks and contacts on the hoistway door
(1) If the detection means requires electrical power for its functioning
(a) a loss of electrical power to the unintended movement detection and control means shall cause
the immediate activation of the emergency brake as required in 2.19.4.2(c) 2.19.2.2(b)
(b) the occurrence of a single ground, or the failure of any mechanically operated switch that does
single solid-state device, or software system failure, shall not render the detection means inoperative
2.26.4.3, shall not render the detection means inoperative.
(3) When a fault specified in 2.19.4.2(a)(1)(b) or 2.19.4.2(a)(2) 2.19.2.2(a)(1)(b) or 2.19.2.2(a)(2) is
detected, the car shall stop at or before the next landing for which a demand was registered, and shall not
be permitted to restart.
Rationale for moving (4) to (b): Rule applies to any type of detection means, electrical or mechanical.
(b) (4) Once once actuated by unintended movement, the detection means shall remain actuated until
manually reset, and the car shall not start or run unless the detection means is reset.
(c) (b) upon detection of unintended car movement, stop and hold the car, with any load up to rated
load [see also 2.16.8(h)], by applying an emergency brake conforming to 2.19.5 2.19.3, with the car
movement limited in both directions, to a maximum of 1 220 mm (48 in.). The car shall not start or run
unless the emergency brake provided for the unintended movement protection is reset.
2.19.5 2.19.3 Emergency Brake (See Nonmandatory Appendix F)
2.19.5.1 2.19.3.1 Where Required
2.19.5.1.1 2.19.3.1.1 When required by 2.19.3 2.19.1 for protection against descending and ascending
car overspeed, an emergency brake (see 1.3) conforming to 2.19.5.2 2.19.3.2 shall be provided.
2.19.5.1.2 2.19.3.1.2 When required by 2.19.4 2.19.2 for protection against unintended car movement, an
emergency brake (see 1.3) conforming to 2.19.5.2 2.19.3.2 shall be provided.
2.19.5.1.3 2.19.3.1.3 A single device shall be permitted to meet the requirements of both 2.19.5.1.1 and
2.19.5.1.2 2.19.3.1.1 and 2.19.3.1.2, or separate devices shall be provided.
2.19.5.2 2.19.3.2 Requirements. The emergency brake is permitted to consist of one or more devices
and shall
Attachment 23b
Page 22 of 51
TN 02-2350 (TR 98-62)
(a) function to decelerate the car by acting on one or more of the following (see also 2.19.6 2.19.4):
(2) car.
(3) suspension or compensation means (see 2.20.1) rope system.
(5) brake drum or braking surface of the driving machine brake, provided that the driving-machine
8.8.
brake is actuated activated during normal elevator stops, it shall only be applied to and released from a
stationary braking surface.
or slowdown phase to exceed the following:
(1) 0.67g - when performing during ascending car overspeed protection of car loaded with 1.25
rated load
(2) 0.67g when performing descending car overspeed protection of a car loaded with one
passenger
(3) 0.67g when performing unintended movement protection of the car loaded with 1.25 rated
load
Rationale for retardation Figures are taken from G. Gibsons Study Safety risks involved in emergency
stops [ISO/TC178/WG4 Doc. 735 of 2001-09-06)]. There is no reason to introduce restrictions on
retardation by devices providing overspeed protections now when we permit separation of free-fall from
overspeed devices (both protections are currently required to be performed by Car Safeties). See in
attachment at the end of the Comments document the excerpts from the G. Gibsons Study
(1) Where an emergency brake is actuated activated only when protecting against either an
ascending car overspeed condition or unintended car movement with the car and hoistway doors open,
the minimum factors of safety, when applied during the retardation phase of emergency braking, shall be
not less than those specified in 2.17.12.1.
(2) Where an emergency brake is actuated activated during normal stops of the elevator, the
minimum factors of safety, when applied during the retardation phase of emergency braking, shall be not
less than those specified in when decelerating car, 2.14.3(a) and 2.24.3(b) 2.24.3.1 and 2.24.3.2.
(3) Where an emergency brake acts on the suspension or compensation means rope system
(a) the factor of safety with respect to the breaking strength of the means ropes shall be not less
than 5 at any time during the retardation phase
(b) it shall be designed to prevent appreciable damage or deformation to the means ropes resulting
from its actuation activation
(h) if the design of the emergency brake is such that field adjustment or servicing is required and the
emergency brake acts on the brake drum or braking surface of the driving-machine brake, it shall be
provided with a sign stating EMERGENCY BRAKE. The sign shall be located on the emergency brake
at a location visible from the area likely to require service. The sign shall be of such material and
construction that the letters shall remain permanently and readily legible. The height of the letters shall be
not less than 6 mm (0.25 in.).
2.19.5.3 2.19.3.3 Marking plate requirements

Attachment 23b
Page 23 of 51
TN 02-2350 (TR 98-62)
2.19.6 2.19.4 Emergency brake supports

Attachment 23b
Page 24 of 51
TN 02-2350 (TR 98-62)
Responses to Subcommittee R&C LB #06-336 Comments

(Last Updated May 2007 Meeting)
Comments
BakerE (Comment) - MDC The term disposable is not used in the code, it is
Negative Vote: I cannot agree on a free fall used in the rationale.
protection device being disposable.
The issue of repeated usability is being assessed
by the MDC.
CoakerJ (Comment) - Inspections Thank you. MDC has debated the proposal over
Not sure I fully comprehend all the implications; several years and are developing a feasible
issues need careful scrutiny, debate and process to enable separation of free fall from
discussion. overspeed, etc.
DrosteR (Comment) - Electrical

Comments:
1. I have no problems with the concept of allowing 1. Thank you for supporting the concept. It is
car free fall and overspeed protection devices other envisioned that A17.1 will continue to stay abreast
than car safeties, but since the new performance of current equipment designs, whereas A17.7 is
code A17.X/B44.X is now approved (see G. intended to address emerging technologies whose
Burdeshaw e-mail dated 4/5/06) alternative designs characteristics are not covered by contemporary
can now be introduced by compliance with this designs.
standard. (CEV: incorporate into general rationale)
Completed See (3)
2. Should MDC decide to proceed with this TN my 2. Concurrent work on one TN need not stop
suggestion is that a joint MDC/Electrical TG progress on another. The purpose of this R&C
address issues of mutual interest such as ballot was to solicit broad-based constructive input
Incorporating revisions from TN 03-91 (LB# 06- from the other subcommittees. If a joint task group
195 closed 3/21/06). This TN is a joint with any other committee is needed, it will be
MDC/Electrical effort to address issues raised by considered.
Inquiries 01-51, 02-24, 02-34, etc and seems to be
getting nowhere because of other priorities and/or
scheduling conflicts.
Setting deceleration limits for simultaneous - See response to G. Gibson comment #17 under
application of the machine and emergency brakes, requirement 2.19.5 comments.
etc.
FilipponeJ (Comment) - Inspections

Please excuse me if these comments do not seem
fully prepared, as I received the ballot on 4/17/06
(three days before it closes).
1. General- The use of terms needs to be 1. Each term has a consistent and different
consistent. Protection, free-fall protection, free-fall meaning:
detecting means, means detecting loss, etc. are - free-fall protection includes detecting means and
different terms used to describe the same thing, braking means,
which can lead to confusion. - free-fall detecting means is a component of free-
fall protection,
- means detecting loss is a form of free-fall
detecting means
Attachment 23b
Page 25 of 51
TN 02-2350 (TR 98-62)
Comments
See new definitiond for free-fall protection and

overspeed protection
WithamD (Comment) - Hoistway

General: I agree with the effort and direction of this Overspeed protection, as envisioned in the current
proposal. I am not sure where it might fit in to this Code and this ballot, is effective only when car and
proposal, but it might clarify intent if there were a counterweight are interconnected by suspension
requirement that said in essence In any over means. Although unlikely, should the suspension
speed situation, the overspeed protection shall be means fail, overspeed protection might be
applied prior to the free fall protection I believe that ineffective.
this is easily achievable and definitely desirable.
KremerR (Comment) - Mechanical Accept. See revised proposal.

Comment: The terms Purpose, Where required and
Function are not consistently applied.
General Rationale
Gibson: 1.1 to 1.4 - Accepted. See revised proposal.

1.1 Item (1): Delete will on 2nd line; delete it on
3rd line [Editorial]. 1.2.5 See revised rationale.
1.2 Item (2):

1.2.1 Insert safety retarding before force on
2nd line. [Reason: To qualify the force].
1.2.2 Insert an before overspeeding on 3rd
line [Editorial].
1.2.3 Change - - car or fully loaded car - - to - -
car, or a fully-loaded car - -. [Editorial]
1.2.4 Insert an before overspeeding on 5th line
[Editorial].
1.2.5 6th line: Insert commas after cannot and
conditions [Editorial].
1.3 Item (3):

1.3.1 Insert Clause before 2.19.1 [Editorial].
1.3.2 Change code reference to A17.1-2004 and
A17.1a-2005 Addenda [Editorial].
1.4 Item (5):

1.4.1 Change code reference to A17.1-2004 and
A17.1a-2005 Addenda [Editorial].
JuhaszA-Electrical, KalgrenD Mechanical

BoucherD - Hoistway
(1) Remove the words it will in the third line, they (1) Accept in principle, see revised proposal
are redundant to which will in the second line.
(2) Move the word provide in the last line to just (2) Accept in principle, see revised proposal
after the word cannot in the last line for proper
grammar.
TurnerDa (Comment) - Mechanical

1. General Rationale: Item 2, 3rd line change the 1. Used an per GWG comment #1.2 re 1.2.2.
safeties decelerates overspeeding car to the
Attachment 23b
Page 26 of 51
TN 02-2350 (TR 98-62)
Comments
safeties decelerate the overspeeding car
2. General Rationale: Item 2, last line: change to 2. Accepted. See revised proposal.
read meeting 2.17 cannot accomplish under all
loading conditions.
FilipponeJ (Comment) - Inspections

2. General Rationale #1- (a) The statement is not 2. Definition of Safety requires, to stop and hold
correct in that Sections 2.17 and 2.18 do not the car or counterweight under one or more of the
explicitly require that the safeties reduce the speed following conditions: predetermined overspeed,
of a freely falling car to the buffer striking speed. free fall, or if the suspension ropes slacken.
This statement is a synopsis based on Inquiry 86-2
and the Rationale should clearly indicate this. Also,
the statement should be more carefully worded as
to free fall, so as to better reflect the actual The statement reflects Inquiry 86-2. See added
conclusions contained in Inquiry 86-2. I suggest reference to the Inquiry in the Rationale.
that pertinent wording from that Inquiry be used in
the Rationale.
3. General Rationale #2- The rationale should 3. The term gentler used in the rationale is
provide objective measures of the improvement in appropriate. See ISO/TC 178 WG4 Doc #735,
retardation (e.g. magnitude of improvement), not which is included with the rationale for the rules on
subjective ones (e.g. gentler). The proposed proposed retardation.
changes are a radical departure from present
practice and the improvement in retardation is the The basis for improvement in retardation is
main basis for the proposed changes. discussed in General Rationale (2).
HadallerR, TevyawM - Inspections

General Rationale:
(2) must be set to exert a very high retarding (2) Accepted. See revised proposal.
force. safeties decelerates an overspeeding car
with one person in the car or a fully loaded car.
(5) Accepted. See revised proposal.
(5) would enable us to amend this draft in a timely
manner.
Section 1.3
Filippone
4. Section 1.3- (a) Change the term inter- (a) Inter-connection is deleted. See revised
connection to interconnection, car and proposal.
counterweight. Inter-connection (even though
hyphenated) is a common term that may be used
elsewhere in the code where it does not apply to
the connection between the car and counterweight.
(b) As suggested in Inquiry 86-2 the definition of (b) As the proposal is developed further, the need
safety, car or counterweight should be revised to for revision will be considered.
reflect the actual free fall requirements. Action MDC
HadallerR, TevyawM
In Section 1.3 add the following definition: Definition Inter-connection is deleted. See
inter-connection: the means that inter connect revised proposal.
interconnects the car and counterweight, that and
includes the suspension means, their attachments
and any auxiliary suspension fastening device.
Attachment 23b
Page 27 of 51
TN 02-2350 (TR 98-62)
Comments
JuhaszA, KalgrenD, BoucherD Definition Inter-connection is deleted. See revised

Definition of inter-connection revise as shown for proposal.
clarification:
inter-connection: means that inter-connect car

and counterweight, that is permitted to include the
suspension means, their attachments and any
auxiliary suspension fastening device. used to
determine a free fall condition of the car.
Section 2.17.1
Filippone (a) Accepted and corrected, see revised proposal
5. (a) There is no Requirement 2.19.3.2.1.2.
Provide the correct reference.
(b) Delete with suspension means permitted in (b) Not accepted. The reference to 2.20 which
2.20. This is superfluous, as all elevators in Part 2 permits other types of suspension replaces existing
must have suspension means that are permitted in words suspended by wire ropes.
2.20. Leaving these words in could lead some to
misinterpret this requirement as indicating that
other suspension means may be used
JuhaszA, KalgrenD, BoucherD

2.17.1 correct references as shown: Accepted. See revised proposal.
Unless systems conforming to 2.19.2 and
2.19.3.2.1.2 2.19.3.2.1(a) are provided, the The car
of every elevator suspended by wire ropes, with
suspension means permitted in 2.20.1 shall be
provided with one or more car safety devices of
one of the types identified in 2.17.5. The safeties
shall be attached to the car frame, and one safety
shall be located within or below the car frame.
All car safeties shall be mounted on a single car
frame and shall operate only on one pair of guide
rails between which the frame is located.
WithamD
2.17.1 cites a requirement 2.19.3.2.1.2 which Accepted. See revised proposal.
does not exist in either the 04 code or this
proposal.
Section 2.19 Title

Gibson:
2. Delete and Emergency Brake. [Reason: The Accepted. See revised proposal.
rest of the title describes the type of protection;
whereas the emergency brake covers specific
means.]
Section 2.19.1
Gibson Accepted. See revised proposal.
3. 2.19.1.4: Delete to on 2nd line [Editorial].
4. Rationale for 2.19.1: Change free-fal to free- Accepted. See revised proposal.
fall [Editorial].
Attachment 23b
Page 28 of 51
TN 02-2350 (TR 98-62)
Comments
5. Rationale for repeating 2.19.2.2 , etc.: The It is deleted. See re-organized rules/clauses.
formatting and organization of the rules/clauses is
getting awkward. If were not satisfied, lets change
it.
Hadaller,Tevyaw
To list all protection systems currently required in Accepted. See revised proposal.
2.17, 2.18 and 2.19. Current 2.17 deals with free-
fall and . The Intent intent is not to deviate from
current Code concept and the organization of
requirements.
2.19.1.1 revise as shown. The sticken period Accepted. See revised proposal.
after the word and in the first line and the stricken
wording are not necessary and the wording could
be interpreted that conformance is not necessary if
other types of suspension are used.
2.19.1.1 Unless safeties and speed governors Accepted. See revised proposal.
conforming to Sections 2.17 and.2.18 are provided
on an elevator with suspension means permitted in
2.20.1, the following protection systems shall be
provided:
(a) Car free-fall protection in conformance with
2.19.2
(b) Descending car overspeed protection in
conformance with 2.19.3, and
(c) If required in 2.6.1, a counterweight free-fall
protection in conformance with 2.19.2
2.19.1.2 revise as shown for clarity and better

word flow.
2.19.1.2 Ascending car overspeed protection shall Accepted. See revised proposal.
be provided on all electric elevators and shall
conform in accordance with to 2.19.3.
2..19.1.3 revise as shown for clarity and better

word flow.
2.19.1.3 Unintended car movement protection shall Accepted. See revised proposal.
be provided on all electric elevators and shall
conform to in accordance with 2.19.4.
WithamD
2.19.1.1.(a) should end with the word and Accepted in principle. See revised proposal.
To facilitate ease of reading underline/strikeouts
There are many parts of the proposal in the are omitted for this mostly new wording.
2.19.1.1 area as well as the 2.19.2 area, that are
Attachment 23b
Page 29 of 51
TN 02-2350 (TR 98-62)
Comments
not in proper format. There is proposed new

wording shown for these requirements, but the
existing wording is not shown with strike thru.
Filippone
6. 2.19.1.1- Delete the words on an elevator with 6. Accepted. See revised proposal.
suspension means permitted in 2.20.1. Same
reason as given for 2.17.
7. 2.19.1.4- This requirement is reducing the 7. You are correct. Reference to 2.19.2 in 2.19.1.4
existing level of safety as it would permit one was not correct and consistent with 2.19.5.1.3
device to act as the free fall protection, ascending which does not allow emergency brake to be used
car overspeed protection, descending car for free-fall protection.
overspeed protection, unintended motion protection
and the emergency brake (see 2.19.5.1.3. By separating the functions of overspeed and free-
Therefore, if this single device failed there would be fall protection, the overall safety is improved rather
no protection for numerous dangerous conditions. than reduced since independent devices will be
Currently, if one protective system failed (e.g. deployed for the separate functions. Consequently,
governor/safety) at least there would still be at least two different devices will be provided, one
protection against some dangerous conditions (e.g. for free-fall and other for overspeed and unintended
unintended motion, ascending overspeed). In the movement protection.
quest to improve safety in one area we should not
diminish safety in another. Whether a manufacturer opts to use a single or
multiple device(s) to accomplish all protection
functions, the requirements will still ensure safe
operation.
See responses to Peelle.
Section 2.19.2
Gibson
6. 2.19.2.1: Insert commas after and and 2.6.1; Accepted. See revised proposal.
delete the before counterweight; both are on the
1st line [Editorial].
7. 2.19.2.2(b): Insert a comma after inter- Accepted in principle. See revised proposal
connection on the 1st line [Editorial]. 2.19.2.3.1(b) .
8. 2.19.2.2(c), 1st line: Change detecting to Accepted. See revised proposal 2.19.2.3.1(c).
detection [Editorial].
9. 2.19.2.2(d):
9.1 Delete Protection shall at the beginning of the Accepted in principle. See revised proposal
1st line [Reason: Already stated at the beginning 2.19.2.3.2(a).
of 2.19.2.2].
9.2 Delete by and also on the 2nd line Accepted in principle. See revised proposal
[Editorial]. 2.19.2.3.2(a).
9.3 Insert comma after and near the end of the Accepted in principle. See revised proposal
1st line; insert comma after required on 2nd line 2.19.2.3.2(a).
[Editorial].
Attachment 23b
Page 30 of 51
TN 02-2350 (TR 98-62)
Comments
10. 2.19.2.2(d)(1): Change when actuated to 10. Accepted. See revised proposal 2.19.2.3.2(b).
when the protection is actuated [Clarification].
11. 2.19.2.2(d)(1)(b): Insert the after 11. Accepted. See revised proposal
decelerating; insert an before average 2.19.2.3.2(b)(2).
[Editorial].
12. Note 2.19.2.2(d)(1)(b): Insert the before 12. Accepted. See revised proposal Note
counterweight [Editorial]. 2.19.2.3.2(b)
13. 2.19.2.2(d)(3): Delete, since no device can 13. Accepted. Rule (3) is deleted See revised
meet this requirement. Lets consider an inspection proposal rule 2.19.2.3.2
and/or maintenance requirement to monitor the
wear and its ultimate effect on the required
performance.
Filippone
8. 2.19.2.1- Why must the protection only be 8. This requirement for not exceeding the rated
required to reduce the speed to the buffer striking buffer striking speed is intended to limit the
speed, instead of stopping the car/counterweight? maximum retardation impressed upon the
Cant we improve on this? descending car.
See also general rationale (1) and (2).
9. 2.19.2.2- As organized these requirements are 9. Accepted in principle. See revised proposal.
difficult to follow, which could lead to
misinterpretation as to what requirements apply to Note: This draft uses the term free-fall protection
the detection means and which requirements apply meaning combination of detection means and
to the protection means. I suggest that the deceleration (stopping) means.
detection means requirements be separated from
the protection means requirements so as to avoid See new definitions proposed in 1.3.
confusion (e.g. 2.19.2.2 Free Fall Detection Means
and 2.19.2.3 Free Fall Protection). Also, I suggest
using 4 decimal places in the subparagraph
numbering. The current use of numbers and letters
makes it difficult to easily determine which sub-sub-
requirement applies to which sub-requirement.
10. 2.19.2.2- Why is the free fall protection means 10. See revised proposal 2.19.2.3.1(a) which does
only required to detect a loss in the not specify location of the car when detection
car/counterweight interconnection if the car is means must detect suspension failure.
above the bottom landing or if it is moving. If the
car is landed on the buffer and the drive sheave
continues to rotate such that it part the suspension
means, why shouldnt the detection means be
required to detect the loss of suspension? If the
car is at rest at an upper landing, why shouldnt the
detection means be required to detect the loss of
suspension?
11. 2.19.2.2(a)(1)(a)- (a) After the machine brake Accepted. See revised proposal 2.19.2.3.1(d)(1).
activates then what? Can the car simply run
afterwards in response to any demand? The
proposal is silent on this. (b) Instead of shall
Attachment 23b
Page 31 of 51
TN 02-2350 (TR 98-62)
Comments
cause immediate activation of the machine brake,

reword to shall cause power to be removed from
the driving machine motor and brake.
12. 2.19.2.2(a)(1)(a)- I am opposed to the use of See revised proposal. Reference to disposable
disposable devices for two reasons. devices is deleted. Requirement for engineering
type test in conformance with 8.3(b) has been
First, AHJs worth will naturally want to test the free added in 2.19.2.3.2(e).
fall protection. Once tested the device must be MDC to verify (e)
replaced with an untested device, and the vicious
cycle begins.
Second, unless the design requirements prevent There is no hazard in your scenario
the elevator from being able to be placed back in
service without the device absolutely being
replaced, the likelihood is that someone will place
the elevator back in service. 2.19.2.2(b) does
require that the interconnection means must be re-
established. This sounds good in theory, but I have
my doubts as to actual practice.
13. 2.19.2.2(b) The free-fall protection must also 13. See 2.19.2.3.1(b) which requires manual reset.
require a manual reset. GWG action item
14. 2.19.2.2(c)- Is the free fall detecting means 14. See revised proposal relating to the definition of
part of the free fall protection? If yes, then this terms in 1.3. See also revisions to 2.19.1.4.
requirement would conflict with 2.19.1.4.
15. 2.19.2.2(d)- (a) Something is missing between 15. (a) See revised proposal 2.19.2.3.2(a).
required by and decelerate. Should it be
2.6.1? (b) Why must the protection only be (b) This requirement for not exceeding the rated
required to reduce the speed to the buffer striking buffer striking speed is intended to limit the
speed, instead of stopping the car/counterweight? maximum retardation impressed upon the
This is no better than what is current practice. descending car. See also general rationale (2).
Cant we improve on this?
16. 2.19.2.2(d)(1)(b)- (a) Delete when decelerating 16. (a) It is necessary to differentiate car from
car as it is superfluous. The retardation will occur counterweight deceleration. See Note after
during deceleration. (b) The weight of a single 2.19.2.3.2(b).
passenger is an unenforceable and unknowable (b) The maximum retardation that can be
variable. It would be better to simply state a car impressed upon a person occurs when the elevator
without any load instead of a car loaded with one is loaded with one passenger. Weight of a person
passenger. is in A17.1 Appendix D
17. 2.19.2.2(d)(2) and (3)- Since the machine brake 17. No, machine brake is not part of free-fall
activates upon the loss of power to the detection protection. See revised 2.19.2.3.1(d)(1).
means, is it part of the free fall protection?
HadallerR, TevyawM
2.19.2.2 Function.
Rationale for next sub-rules: The free fall detection Rationale is deleted
means most likely will be of the mechanical type,
Attachment 23b
Page 32 of 51
TN 02-2350 (TR 98-62)
Comments
e.g.
(d) Protection shall decelerate and stop the car Accepted in principle. See revised proposal
with any load up to its rated load (see 2.16.8(b)), 2.19.2.3.2(a).
and if required by decelerate also decelerate the
counterweight, before fully compressing associated
buffers. The parts of the free-fall protection system
that perform decelerating functions,

2.19.2.1 revise as follows to remove Accepted in principle. See revised proposal
unecessary wording, to follow the wording in the 2.19.2.1.
definition and for better clarity.
2.19.2.1 Purpose. Car free-fall protection and if

required by 2.6.1 the counterweight free fall
protection shall prevent the descending masses
(car and/or counterweight) from striking the buffers
at a speed exceeding their rating or any equipment
or structure in the hoistway pit, should the a free fall
occur as a result of a failure in the elevator
suspension system, such as, failure of suspension
means or their attachments or loss of inter-
connection between the car and counterweight
masses.
2.19.2.2 (a)- revise as follows. The detection is Accepted in principle. See revised proposal.
necessary at all times not just when the car is
traveling and not just above the bottom landing.
2.19.2.2 Function. Car and counterweight free Accepted in principle.See revised proposal
fall protection system shall: 2.19.2.3.1(a).
(a) Detect loss of car-counterweight inter-
connection with car traveling at any speed
anywhere in the hoistway above the bottom
landing.
2.19.2.2(a)(1)(a) revise as follows: To just Not accepted.

apply the machine brake is unacceptable. In See revised proposal 2.19.2.3.1(d)(1).
accordance with other similar provisions in the
Code, the free fall protection should be actuated at To activate free-fall protective device on every
this time as a loss of inter-connection cannot be power loss is unreasonable request. Interruption of
detected and therefore appropriate protection power to drive motor and brake upon failure or
cannot be provided unless the free fall protection is activation of any EPD is a standard requirement in
immediately actuated. A17.1
(a) a loss of electrical power to the detection

means and control means shall cause the
immediate activation of the machine brake free fall
protection.
2.19.2.2(a)(3) revise as follows: The reference Accepted. See revised proposal 2.19.2.3.1(d)(4).
is incorrect.
Attachment 23b
Page 33 of 51
TN 02-2350 (TR 98-62)
Comments
(3) When a fault specified in 2.19.2.2(a)(1)(b) or

2.19.1.2 2.19.2.2(a)(2) is detected, the car shall
stop at or before the next landing for which a
demand was registered, and shall not be permitted
to restart.
2.19.2.2(c) remove this requirement. It is overly Accepted in principle, see revised proposal
prescriptive, unecessary and all but inachievable. A 2.19.2.3.1(c).
governor could not even comply with this
requirement as it not fully independent of the safety
chain.
(c) Free-fall detecting means shall be fully

independent, electrically and mechanically from,
any other detection or operational system or
equipment performing any elevator function other
than free-fall protection.
2.19.2.2(d) revise as shown: The revised text is

clearer. Also, there is no requirement that the car
be stopped before the buffer is fully compressed, it
could be stopped just as it is fully compressed, the
issue is that the speed be reduced to the rated
buffer striking speed. The buffer will do its job as
required by the code.
(d) Free fall Protection protection shall decelerate (d) Accepted in principle, see revised proposal for
and stop the car with any load up to its rated load 2.19.2.3.2(a)
(see 2.16.8(b)), and if required by 2.6.1 decelerate
also the counterweight, to no more than the rated
buffer striking speed before fully compressing
associated buffers. The parts of the free-fall
protection system that perform decelerating
functions,
2.19.2.2(d)(1)(b) remove this requirement. This Not accepted. See rule 2.19.2.3.2(b)(1)
introduces inconsistencies in the Code, e.g. the This requirement does not affect decelerations
current requirements for car safety deceleration. specified in 2.17 (see General Rationale, item 4).
The Study has not been included for everyones There is no justification against permitting optional
consideration. This is under the purvue of the safety devices if provided in compliance with more
emergency stopping task group and should not be stringent requirements, without imposing same
changed until they have considered it. requirements on traditional safety devices. The
final values selected for limiting retardations will be
coordinated with A17 Committee on Elevator
Stopping. Notwithstanding, it has been agreed by
the MDC that the separation of free fall from
overspeed emergency stopping affords an
opportunity to reduce the offensive retardations.
2.19.2.2(d)(2) revise as shown: As proposed Not accepted. See revised 2.19.2.3.2 (c)
this would exclude the use of the free fall protection This device will not be possible to test in field.
for other safety purposes such as unintended Repetitive use for any other function could make
movement protection. There is no reason to do so. this device ineffective for free-fall protection
function. Free fall protection shall be limited to free
(2) shall not participate in the control of elevator fall protection and not be commingled with any
Attachment 23b
Page 34 of 51
TN 02-2350 (TR 98-62)
Comments
speed or stopping during normal operation of the other type of protection which would subject the
elevator. when the car counterweight inter- device to other wear and tear under other
connecting means are in place. emergency stopping conditions. It is extremely
doubtful that the limiting retardation allowed for free
fall protection will enable unintended car motion
retardation limits to be met.
See also new requirement in 2.19.2.3.2(e)
2.19.2.2(d)(3) revise as shown: As proposed Not accepted, requirement has been deleted.
this would exclude the use of the free fall protection
for other safety purposes such as unintended
movement protection. There is no reason to do so.
(3) shall not be subjected to wear and tear during
normal operation of the elevator.
2.19.2.2(e) revise as shown to be consistent Accepted, see revised proposal, rule 2.19.2.3.2(d).
with code language covering other marking plates.
(e) Be provided with a marking plate indicating

the range of total masses (car with attachments
and its rated load) for which the free fall protection
system is permitted to be used, the range of
speeds at which it is set to operate, and other
critical data, such as requirements for maintaining
the protection system in working condition.
KosinskiG (Comment) - Inspections Accepted in principle, see revised proposal, rule

2.19.2.2 Function. Car and counterweight free fall 2.19.2.3.2(a).
protection system shall:
(d) Protection shall decelerate and stop the car

with any load up to its rated load (see 2.16.8(b)),
and if required, by decelerate also the
counterweight, before fully compressing associated
buffers. The parts of the free-fall protection system
that perform decelerating functions,
Note: Add comma after required, delete the

words by and also and remove the comma after
the word counterweight.
FoxC - Mechanical Accept in part, see revised proposal 2.19.2.3.2(a).

P. 18 - 2.19.2.2 It is intentionally proposed that the free fall
Add the Following: protection need only retard the freely falling car, so
The CAR and counterweight free fall protection as to reduce its speed to no greater than buffer
system shall be designed to stop and hold the CAR striking speed. In some cases, the free fall device
with rated load, without assistance from the will be capable of stopping the car before
counterweight. contacting the buffer, but in other cases protection
is afforded by allowing a buffer contact at a speed
Rationale: Loss of CWT-CAR interconnection with for which the buffer is designed.
CAR safety device designed for 125% rated load
may not be capable of stopping CAR when CWT is
lost.
Attachment 23b
Page 35 of 51
TN 02-2350 (TR 98-62)
Comments
KremerR - Mechanical
Comment: The terms Purpose, Where required and Accept in principle; see re-organized rules through
Function are not consistently applied. the document.
Comment:(double underline is my proposal)

2.19.2.2 Function
(d) Protection shall decelerate and stop the car with
any load up to its rated load (see 2.16.8(b)), and if
required by 2.6.1 shall also decelerate also the
counterweight,
delete and at the end of 2.19.2.2(d)(1)(b) Accept in principle, see revised proposal, rule
with one passenger in excess of 1.0g, and 2.19.2.3.2(a) which specifies minimum braking
force. Rule 2.19.2.3.2 specifies maximum
deceleration. See also response to Fox comment
on 2.19.2.2.
PeelleH (Comment) Hoistway The retardation values in this requirement reflect

Requirement 2.19.2.1 limits the speed of the current A17 maximum values but are intended to
descending mass to buffer, pit floor, or other be reduced in the future based on the
structural component ratings. The requirement recommendations of the A17 Ad-Hoc Committee
should also address retardation forces and on Elevator Stopping study. This recommendation
deceleration rates sustainable by a human body. will consider G. Gibsons study Safety Risks
Involved in Emergency Stops [ISO/TC 178/WG4
Doc #735R2, dated March 2003]. The present code
does not permit separation of free-fall from
overspeed devices (both protections are currently
required to be performed by Car Safeties). See
requirement 2.19.2.3.2(b)(2).
Over-speed and free-fall protection are the last in a With the proposed separation of free fall from the
chain of safety devices in the event of a major overspeed functions, each of which will have
system failure. Time has demonstrated that the use prescribed functional limits, manufacturers will still
of multiple steel wire ropes with large sheave to have the option of using contemporary safeties and
rope diameter ratios and factors of safety do not overspeed governors to satisfy the need for
part. However, the advent of new roping technology descending car overspeed protection and free fall
wipes that slate clean. I have no disagreement that protection in accordance with 2.17 and 2.18.
their are alternative approaches in which to
address over-speed and free-fall and see no Separation of the two functions has not altered the
reason why they must be included within a single prescriptive content of the requirements.
device. Yet, given that over-speed and free-fall are Comprehensive code language has been
last "refuges" in safety, a proscriptive approach developed to fully address this issue.
might still remain the best path to safety. With
proscriptive designs, committee members can Whether a manufacturer opts to use a single or
debate and improve not only the goals of safety multiple device(s) to accomplish all protection
(performance) but also the characteristics of the functions, the requirements will still ensure safe
devices that achieve that goal. Performance based operation. See response to J. Filippone comment
approaches eliminate debate on the latter. #7.
Allowance of electrical systems to monitor and Failure for electrical power to the detection means
initiate last chance stopping device may introduce a will result in the activation of the emergency brake
host of potential failures, both anticipated and and the stopping of the elevator. Moreover loss of
unanticipated, that do not exist with mechanical power to the emergency brake will similarly result in
systems. If we do permit electrical devices, then the application of the brake and stopping of the car.
Attachment 23b
Page 36 of 51
TN 02-2350 (TR 98-62)
Comments
mandating SIL levels might be advisable. In the

proposed draft, a simultaneous failure of both The issues that you raised will certainly be
power and suspension will permit the car to free- considered as the proposal evolves further.
fall. Unlikely, yes, but so are the parting of steel Relevant revisions to other parts of the Code will be
hoistway ropes. proposed once Section 2.19 is finalized.
Permission to use one-time disposable devices
now runs the risk that the device will not be The proposed requirements address electrical
replaced. If disposable devices are permitted, then system for detection of suspension failure.
the elevator should be disabled until it is replaced.
Rationale for former 2.19.2.2(a)(1)(a) is deleted.
The proposal does not permit disposable devices.
Requirement in revised 2.19.2.3.1(b) requires
reset, which preclude the use of one time
disposable devices.
WithamD
2.19.2.1 The proposal reads.... shall prevent the Accepted in principle. See revised 2.19.2.1.
descending masses (car and/or counterweight)
from strikingNeed to strike the and that is
within the parentheses the car and the
counterweight can not be descending
2.19.2.1 Because you have already defined the Accepted in principle. See revised proposal.
term inter-connection a great deal of this Note that definition of inter-connection has been
statement is unnecessary. Suggest that it should removed from this TN.
read: ..should the free fall occur as a result
of loss of the inter-connection.
Section 2.19.3
Gibson
14. 2.19.3.1(c): Change ropes to means Accepted. See revised proposal.
[Editorial].
15. 2.19.3.2.1(c)(3)(a): Change - - exceeding Accepted. See 2.19.3.3.2(a)(1).

buffers rating - - to - - exceeding the maximum
impact speed for which the buffer has been
designed and certified [See 8.3.2.6.2(a)] and - -
[Reason: This change reflects the specific wording
already adopted and clarifies the intent].
Kremer Accepted. See revised proposal including re-

Comment: organized requirements in 2.19.3.
Section title 2.19.3.2 references both Where
Required and Function, 2.19.3.2.1 identifies
Where Required, however there is no
corresponding section titled Function, yet it
appears the functional requirement begin at
2.19.3.2.1(c).
Suggest 2.19.3.2.1(c) and all related sub-
requirements be renumbered.
Recommendation: (double underline is my Accepted in principle. See revised 2.19.3.3.

proposal)
2.19.3.2.2 Function
Attachment 23b
Page 37 of 51
TN 02-2350 (TR 98-62)
Comments
(a) (c) The descending and ascending car

protection systems shall:
the remainder of the requirement is renumbered.
Filippone
18. 2.19.3.1- (a) Since the descending overspeed 18. (a) Descending overspeed protection provides
protection does not protect against the failure of the a different function from free fall protection and is
drive sheave, it does not provide the equivalent not required to be equivalent to the safety device.
protection of safeties. In the quest to improve
safety in one area we should not diminish safety in
another. This simply cant be glossed over. This
substantiation for this may have been covered in
the hazard analysis, but it must be covered in the
Rationale.
(b) Why must the descending overspeed protection (b) The least aggressive retardation is preferred to
only be required to reduce the car speed to the minimize the effect on the passengers. The
buffer striking speed, instead of stopping the car? proposed requirement is intended to accomplish
Cant we improve on this? This is not free fall. this.
19. 2.19.3.2.1- As organized these requirements 19. Accepted in principle. See revised proposal
are difficult to follow, which could lead to that is re-formulated by introduced subtitles
misinterpretation as to what requirements apply to 2.19.3.2 up to 2.19.3.3.2.
the detection means and which requirements apply
to the protection means. I suggest that the It should be noted that:
detection means requirements be separated from - overspeed protection includes detection means
the protection means requirements so as to avoid and retarding means,
confusion (e.g. 2.19.3.2 Detection Means and - retarding means is the emergency brake.
2.19.3.3 Protection). Also, I suggest using 4
decimal places in the subparagraph numbering.
The current use of numbers and letters makes it
difficult to easily determine which sub-sub-
requirement applies to which sub-requirement.
20. 2.19.3.2.1(b)- (a) I assume that ascending and 20. Accepted in principle. See revised 2.19.3.2(a)
ascending should be descending and ascending and (b).
(b) Why is the exception when the car weight

exceeds the counterweight and suspension ropes
being retained for descending overspeed
protection? Also, change ropes to means.
21. 2.19.3.2.1(c)(3)(a)- Why must the descending 21. See response to your comment # 18(b)
overspeed protection only be required to reduce
the car speed to the buffer striking speed, instead
of stopping the car? Cant we improve on this?
This is not free fall.
HadallerR, TevyawM
2.19.3.2.1 Where required Accepted in principle. See revised proposal
(b) All electric traction elevators, except those 2.19.3.2(a) and (b).
whose empty car weight exceeds the total weight of
the suspension ropes and counterweight, shall be
provided with a device to prevent an ascending and
Attachment 23b
Page 38 of 51
TN 02-2350 (TR 98-62)
Comments
ascending descending elevator from striking the

hoistway overhead structure. This device (see
2.26.2.29) shall car overspeed protection system.

2.19.3.1 revise as shown: for consistency with
other requirements.
2.19.13.1 Purpose. Descending and Ascending Accepted in principle, see revised 2.19.3.1
ascending car overspeed protection shall be
provided to prevent the car from striking the car
buffers at a speed exceeding the buffers rated
striking speed rating or any equipment or structure
in the hoistway pit or hoistway overhead structure
as a result of a failure in
(a) the electric driving-machine motor, brake,
coupling, shaft, or gearing
(c) any other component upon which the speed
of the car depends, except the suspension means
ropes and the drive sheave of the traction machine
2.19.3.2.1 revise as shown: The specified Accepted in part. See revised 2.19.3.2.
suspension means have little to do with whether As Note indicates the reference to suspension
the protection should be provided. Also the word ropes/means is taken from 2.17.1.
system is unecessary.

(a) All electric elevators with suspension means
permitted in 2.20.1 shall be provided with
descending car overspeed protection system.
2.19.3.2.1(b) revise as shown. The words Accepted. See revised 2.19.3.2(b).

ascending and are redundant to ascending and
the word system is unecessary.
(b) All electric traction elevators, except those

provided with a device to prevent an ascending and
ascending elevator from striking the hoistway
overhead structure. This device (see 2.26.2.29)
shall car overspeed protection system.
2.19.3.2.1(c) revise as shown for consistency Accepted in part. See revised 2.19.3.3.1.
with other requirement wording and there is no
reason to not maintain the maximum speed value
with or without a governor being provided.
(c) The descending and ascending car protection

systems overspeed protection shall:
(a) (1) detect an descending or ascending car
overspeed condition at a speed not greater than
10% higher than the speed at which the car
Attachment 23b
Page 39 of 51
TN 02-2350 (TR 98-62)
Comments
governor is set to trip (see 2.18.2.1) or, if a

governor is not provided, at the speed set by the
manufacturer or at a speed not greater than 10%
above the equivalent car governor tripping speed
(see 2.18.2.1) rated speed.
2.19.3.2.1(c)(2) revise as shown. This Accepted in part. See revised 2.19.3.3.1(a) and
requirement should be 2.19.3.2.1(c)(1)(d). It is a 2.19.3.3.2(b).
requirement of the speed dection which is covered
by 2.19.3.2.1(c)(1). The rationale for change is
correct in that it applies to any type of detection and
any type of detection is covered by 2.19.3.2.1(c)(1)
and as such this requirement should be a subset of
that requirement.
(d)(2) (4) Once actuated by overspeed, the

overspeed detection means shall remain actuated
until manually reset, and the car shall not start or
run unless the detection means is reset.
2.19.3.2.1(c)(3) revise as shown. This Not accepted. The language as written enhances
requirement should be 2.19.3.2.1(c)(2) because of the clarity of the requirements.
the revison shown immediately above. Also, the
added wording in (a) and (b) shown below is
uecessary and redundant language, as it is already
covered in the Purpose (2.19.3.1).
(2)(3) (b) decelerate Decelerate the car when

loaded with any load up to its rated load [see
2.16.8(h)] by applying an emergency brake
conforming to 2.19.3 2.19.5 as to:
(a) prevent a descending car from striking
the car buffers at speed exceeding buffers rating
and any equipment or structure in the hoistway pit,
or
(b) prevent an ascending car from striking the
hoistway overhead structure.
2.19.3.2.1(c)(4) revise as shown. This Accepted. See revised 2.19.3.3.2(b).

requirement should be 2.19.3.2.1(c)(3) because of
the revison shown immediately above.
(3)(4) The car shall not start or run unless the

emergency brake is reset.
Kosinski Accepted in part. See revised 2.19.3.1.

2.19.13.1 Purpose. Descending and Ascending
ascending car overspeed protection shall be Any equipment or structure in the pit is not
provided to prevent the car from striking the car necessary because the car or counterweight is
buffers or the counterweight from striking the expected to stop on their buffers and not encounter
counterweight buffers at speed exceeding buffers any equipment or structure in the pit.
rating or any equipment or structure in the hoistway
pit or hoistway overhead structure as a result of a
failure in
Attachment 23b
Page 40 of 51
TN 02-2350 (TR 98-62)
Comments
(a) the electric driving-machine motor, brake,

coupling, shaft, or gearing
(c) any other component upon which the speed
of the car depends, except the suspension ropes
Note: Add the words: or the counterweight form Corresponding buffers imply the car or
striking the counterweight buffers counterweight buffers.
Rationale: As the means for overspeed protection Clear as written.

is available is it not prudent to prevent the above
situation in both directions?
2.19.3.2.1 Where required Accepted in part. See revised 2.19.3.2(a) and (b).
(b) All electric traction elevators, except those See response to FilipponeJ.
provided with a device to prevent an ascending
descending and ascending elevator from striking
the hoistway overhead structure. This device (see
2.26.2.29) shall car overspeed protection system.
Note: Replace the word ascending with

descending.
2.19.3.2.1 Where required Accepted in part. See revised 2.19.3.2(a) and (b).
(3) See response to FilipponeJ.
(a) prevent a descending car from striking the car
buffers or an ascending cars counterweight from The intent of 2.19.3.1 is in both directions. See
striking the counterweight buffers at speeds also response to your comment 2.19.3.1
exceeding the buffers rating and any equipment or
structure in the hoistway pit, or
Note: add the words: or an ascending cars
counterweight from striking the counterweight
buffers an s to speeds and the between
exceeding and buffers.
Rationale: As the means for overspeed protection
is available is it not prudent to prevent the above
situation in both directions?
TO BE CONTINUED
PhillipsR (Comment) - Hoistway Not accepted. A17.1 often gives manufacturer to

2.19.3.22 set a parameter. From the safety view point tripping
Strike "or speed set by the manufacturer" this is not speed is not important as long as the overspeeding
a code standard. car is sufficiently retarded before reaching the
buffer. Low tripping speed could cause nuisance
stops. Manufacturer is the best qualified to identify
the balance and set the tripping speed.
WithamD
2.19.3.2.1(b) There is a typo in the proposal. At one
Attachment 23b
Page 41 of 51
TN 02-2350 (TR 98-62)
Comments
point it reads ascending and ascending where it Typo is corrected. See revised proposal
was intended to read descending and ascending 2.19.3.2(b).
2.19.3.2.1(c)(1) When the car is descending, you It was intended to state 10% above the maximum
can not apply the overspeed protection at a speed car speed at which governor overspeed switch
that is 10% above the speed at which the car operates, that is approximately speed at which the
governor is set to trip you will already have set governor trips the safety. See Table 2.18.2.1.
the safeties. However, it is not expected that an elevator will be
equipped with both, car safeties per 2.17 and
descending car overspeed per 2.19.
Section 2.19.4
Gibson
16. 2.19.4.1(c): Change ropes to means Accepted
[Editorial].

2.19.4.2 (b) revise as shown. This requirement Thank you. Please check re-organized numbering
should be 2.19.4.2(a)(4). It is a requirement of the system.
speed dection which is covered by 2.19.4.2(a). The
rationale for change is correct in that it applies to
any type of detection and any type of detection is
covered by 2.19.4.2 (a) and as such this
requirement should be a subset of that
requirement.
(4) (b) (4) Once once actuated by unintended
movement, the detection means shall remain
actuated until manually reset, and the car shall not
start or run unless the detection means is reset.
2.19.4.2 (c) revise as shown. This requirement

should be 2.19.4.2(b) because of the revison
shown immediately above
(b) (c) (b) upon detection of unintended car Accepted.

movement, stop and hold the car, with any load up Please check re-organized numbering system
to rated load [see also 2.16.8(h)], by applying an
emergency brake conforming to 2.19.5 2.19.3, with
the car movement limited in both directions, to a
maximum of 1 220 mm (48 in.). The car shall not
start or run unless the emergency brake provided
for the unintended movement protection is reset.
Kremer Accepted. See revised proposal.

Comment: (double underline is my proposal) Apply Your double underline is not shown.
where required and function in a consistent
manner.
2.19.4.1. 2.19.2.1 Purpose

2.19.4.2. 2.19.2.2 Where Required and Function.
2.19.4.2.1 Where Required
All electric traction elevators shall be provided with
a device (see 2.26.2.30) that shall
(a) detect unintended car movement away from the
Attachment 23b
Page 42 of 51
TN 02-2350 (TR 98-62)
Comments
landing with the hoistway door not in the locked

NOTE: Freight elevators provided with combination
mechanical locks and contacts on the hoistway
door
shall detect the closed position of the hoistway door
and the closed position of the car door.
2.19.4.2.2 Function
renumber remaining requirements to suit
(1) If the detection means requires electrical power
for its functioning
(a) a loss of electrical power to the unintended
movement detection
Section 2.19.5
Gibson
17. 2.19.5.2(e): The requirement for on its own To be discussed by MDC.
needs to be addressed further. The problem we
are facing is that when an EPD is tripped, the car EV Note:
might be retarded by the driving machine brake in Since an emergency brake is expected to stop car
addition to the emergency brake. The confluence when machine brake fails, it must be capable to
of both brakes acting results in the car being stop the car ON ITS OWN.
retarded at a higher retardation. This issue needs
further discussion by the MDC/ELC Task Group, as The original (Canadian) intent was that the brake
well as, the A17 Emergency Stopping Committee. never gets actuated on a moving elevator unless it
We should discuss the issue at the Philadelphia is actuated by overspeed detection.
meeting of the A17 MDC in May 2006.
To simplify elevator control system, some
manufacturers chose to activate the emergency
and machine brake together if any EPD is
activated. This, of course, cause unacceptable and
dangerous high decelerations.
To reduce braking force of emergency brake would

defeat its purpose.
Solution is to improve control system and to

separate actuation of machine brake during normal
operation and emergency operation actuated by
EPDs from during overspeed or unintended car
movement situation.
In todays state of electronics it is slightly more

complicated and expensive but possible and
inevitable for the sake of safety.
Filippone
22. 2.19.52(f)(2)- There is no 2.14.3(a). I think this Accepted. See revised.
should be 2.24.3(a).
HadallerR, TevyawM
2.19.5.2 2.19.3.2 Requirements. Accepted. See revised
(f) be designed so that the factors of safety based
on the maximum stresses developed in the parts
Attachment 23b
Page 43 of 51
TN 02-2350 (TR 98-62)
Comments
subject to load during the operation of the

emergency brake shall comply with the following:
(2) Where an emergency brake is actuated
activated during normal stops of the elevator, the
minimum factors of safety, when applied during the
retardation phase of emergency braking, shall be
not less than those specified in when decelerating
car, 2.14.3(a) and 2.24.3(b), when decelerating the
car.2.24.3.1 and 2.24.3.2.

2.19.5.2(e) revise as shown: All of the all Not accepted.
changes to (e) are rejected. This introduces There is no justification against permitting optional
inconsistences in the Code, e.g. the current safety devices if provided in compliance with more
requirements for car safety deceleration. The Study stringent requirements, without imposing same
has not been included for everyones consideration. requirements on traditional safety devices e.g.
This is under the purvue of the emergency stopping devices per 2.17.
task group and should not be changed until they
have considered it.
(e) not on its own cause the car average

retardation to exceed 9.8 m/s2 (32.2 ft/s2) during
the stopping or slowdown phase to exceed the
following:
(1) 0.67g - when performing during ascending car
overspeed protection of car loaded with 1.25
rated load
(2) 0.67g when performing descending car
overspeed protection of a car loaded with one
passenger
(3) 0.67g when performing unintended movement
protection of the car loaded with 1.25 rated load
2.19.5.2(f)(2) revise as shown. The original

references are correct and no rationale has been
provided for the changes.
(2) Where an emergency brake is actuated Accepted. See revised

activated during normal stops of the elevator, the
minimum factors of safety, when applied during the
retardation phase of emergency braking, shall be
not less than those specified in when decelerating
car, 2.14.3(a) and 2.24.3(b) 2.24.3.1 and 2.24.3.2.
TurnerDa (Comment) - Mechanical

3. In revised requirement 2.19.5.1 (e) (1), (2) and
(3). replace the 0.67 g values with the appropriate Accepted. See revised
values in m/s2 and f/s2. i.e. 0.67 g = 6.57 m/s2
(21.57 f/s2)
4. In 2.19.3.5 (f)(2) in the third line fix the wording Not accepted. Your references are different from
to read, less than those specified in when current edition of A17.1. See proposal.
decelerating car 2.124.3(a) and 2.24.3(b).
Attachment 23b
Page 44 of 51
TN 02-2350 (TR 98-62)
Comments
a. The phrase when decelerating car doesnt a. See revised proposal

seem to fit. b. You are correct. See revised proposal
b. The Reference to 2.14.3(a) appears to be a typo.
5. With the work being done on the A17 Emergency Thank you
Stopping committee (Abrupt and Sudden Stops)
the introduction of gentler stopping parameters is
appropriate. This is done in the revised requirement
2.19.5.2 and is based on the ISO/TC 178 WG4 Doc
#735.
WithamD
2.19.5.1.3 I know that this is existing language, but See revised. Alternatively 2.19.5.1.3 could be
assuming that this proposal is going to go out for deleted.
ballot at least one more time, I suggest we clean MDC to decide
this up. It is totally unnecessary it is impossible to
be something other than a single device or
separate devices.
2.19.5.2 Same comment as above it is In real life it is one device. But there are situations
completely unnecessary to state that it can consist where one device is used for ascending overspeed
of one or more devices - it has to. protection and other for unintended movement.
MDC
2.19.5.2(e)(2) You are going to get a bunch of with one person is less stringent requirement than
RFIs about the load of one passenger suggest empty car. The designer will most likely select
you either make the requirement apply to an empty weight of a single person in accordance with A17.1
car, or specify the weight. Appendix D.
2.19.5.2(f)(2) the last phrase in this requirement See revised proposal.

does not make sense suspect there is a typo but
cant tell exactly what was the intended wording.
Attachment 23b
Page 45 of 51
TN 02-2350 (TR 98-62)
Proposal for Committee Consideration (Last Updated May 2007)
General Rationale:
actuated by governors which, if designed, installed, and successfully tested to meet the requirements
of 8.10.2.2.2(bb), will:
- stop the car should the descending car overspeed, and
- produce sufficient retardation on a freely-falling car to reduce its speed to the speed for which the
pit buffer is designed (See clarification in A17 Inquiry 86-2)
(2) The safeties must be adjusted to exert a sufficiently high retarding force in order To to decelerate
a freely-falling car (separated from counterweight) loaded with rated load, the safeties must be set to
exert very high safety retarding force. Once set, theThis retarding force remains the same regardless
whether the safeties decelerate an overspeeding car with one person in the car, or fully-loaded car. If
the safeties decelerate a lightly loaded car (1 or 2 persons) the passengers may be subjected to very
high decelerations. The passengers in an overspeeding car expect gentler retardation, which safeties
meeting 2.17 cannot accomplish under all loading conditions. See ISO/TC 178 WG4 Doc #735R2,
Table 26, for retardation values for various stopping conditions.
NOTE: Copy of Table 26 is attached to this proposal for information only.
(3) Since the time of invention of safeties and governors that are mandated in the current Code,
technology has progressed and new and additional protection systems have been introduced in
elevator designs (e.g. ascending car overspeed protection in requirement 2.19.1 of A17.1-2004 up to
and including A17.1a-2005 and A17.1S-2005) that could enable the give options to elevator
designers to separate car free-fall from overspeed protection and improve elevator safety. However,
the current Code mandates use of safeties meeting requirements in 2.17. To facilitate innovative
designs the mandatory application of requirement 2.17 is removed with this proposal.
Example: Car free-fall protection could be a simple device, actuated only in the case of free-fall by an
auxiliary rope, while descending car overspeed protection could be achieved by the same device that
currently provides protection in case of ascending car overspeed.
(4) In expanding the allowable means to provide for stopping in case of free fall and overspeed in this
proposal, it needs to be clearly understood that, if a designer chooses to use conventional safeties
pursuant to Sections 2.17 and 2.18, and not utilize the opportunity to have a free fall means plus an
overspeed means, compliance with the current stopping distances will ensure free fall stopping
capability as inferred from A17 Interpretation 86-2. By virtue of the new proposal, A17 will be
requiring both free fall and overspeed protection regardless which systems are deployed.
(5) This proposal is based on A17.1-2004 up to and including A17.1a-2005 and A17.1S-2005. Any
revisions to the current Section 2.19, proposed by electrical or other committee or balloted, will be
incorporated in this draft as soon as the changes are approved for publication in A17.1/B44. Any
information on approved changes received from the Electrical Committee would enable us to amend
this draft in a timely manner.
PROPOSED REVISIONS TO A17.1/B44
Section 1.3 add the following definition: [EV added the next 2 definitions per MDC request in response to
Filipone comment #1]
free-fall protection means:

(a) detects free-fall of car, counterweight, or both, caused by loss of the suspension means, and
Attachment 23b
Page 46 of 51
TN 02-2350 (TR 98-62)
(b) stops the car, and the counterweight if required, or at least reduces their speed to the speed for
which the buffers are rated.
overspeed protection means:

(a) detects the car traveling at a predetermined speed exceeding rated speed, and
(b) actuates an emergency brake.
means, suspension: tension components that support, raise and lower a car, counterweight or both.
Note: Definition of means, suspension is also included in TN 02-3432.
2.6.1 Where the Space Is Underneath the Counterweight and/or Its Guides
(a) the counterweight shall be provided with a counterweight safety conforming to 2.17.4 or a protection
system conforming to 2.19.2, and
2.17.1 Where Required and Location

Unless protections conforming to 2.19.2 and 2.19.3.2.1(a) are provided, the car of every elevator, with
suspension means permitted in 2.20.1, shall be provided with one or more car safety devices of one of
the types identified in 2.17.5. The safeties shall be attached to the car frame, and one safety shall be
located within or below the car frame.
Editorial Note: Relevant revisions to other parts of the Code will be proposed once Section 2.19 is
finalized.
SECTION 2.19 FREE FALL, OVERSPEED AND UNINTENDED CAR MOVEMENT PROTECTION
2.19.1 General
2.19.1.1 Unless safeties and speed governors conforming to Sections 2.17 and 2.18 are provided on an
elevator, the following protection systems shall be provided:
(a) Car free-fall protection in conformance with 2.19.2,
2.19.1.2 Ascending car overspeed protection shall be provided in accordance with 2.19.3.
2.19.1.3 Unintended car movement protection shall be provided in accordance with 2.19.4.
*2.19.1.4 One or more different devices or assemblies shall be permitted to provide protection required in
2.19.2 through 2.19.4.
[EV Reference to 2.19.2 in 2.19.1.4 is an erratum, as noted in Filipone comment under 2.19.1.4. We should change
referenece 2.19.2 to 2.19.3 or delete the whole rule which does not fit under 2.19.1 set of rules MDC to decide]
To list all protection systems currently required in 2.17, 2.18 and 2.19. Current 2.17 deals with free-fall
and descending car overspeed, 2.19 covers ascending car overspeed protection, therefore requirements
are separated in 2.19.1.1 and 2.19.1.2. The intent is not to deviate from the current Code concept and the
organization of requirements.
2.19.2 Car and Counterweight Free-Fall Protection

Attachment 23b
Page 47 of 51
TN 02-2350 (TR 98-62)
2.19.2.1 Purpose. Car free-fall protection and, if required by 2.6.1, counterweight free-fall protection shall
prevent the descending masses (car without assistance from the counterweight or counterweight without
assistance from the car) from striking the buffers at a speed exceeding their rating or any equipment or
structure in the hoistway pit, should the free-fall occur as a result of loss of the suspension means of the
car and the counterweight masses.

All electric elevators with suspension means permitted in 2.20.1 shall be provided with car, and if required
by 2.6.1, with counterweight free-fall protection.
2.19.2.3 Function
2.19.2.3.1 Detection Function
(a) The protection shall detect loss of the suspension means of the car and the counterweight
(b) Once actuated by loss of the suspension means of the car and the counterweight, the free-fall
detection means shall remain actuated until manually reset, and the car shall not start or run unless the
detection means is reset.
(c) Free-fall detection means shall be fully independent, electrically and mechanically, from any other
detection function other than free-fall protection.
(d) If the means detecting loss of the suspension means of the car and the counterweight requires
electrical power for its functioning, the following shall be complied with:
(1) A loss of electrical power to the detection means and control means shall cause power to be
removed from the driving machine motor and brake,
(2) The occurrence of a single ground, or the failure of any mechanically operated switch that does not
meet the requirements of 2.26.4.3, any single magnetically operated switch, contactor, or relay, or any
single solid-state device, or a software system failure, shall not render the detection means inoperative,
(4) When a fault specified in 2.19.2.3.1(d)(2) or 2.19.2.3.1(d)(3) is detected, the car shall stop at or
Rationale: (2) and (3) have been reorganized to remove redundancies and for clarification.
2.19.2.3.2 Decelerating Function

(a) When actuated the free fall protection shall decelerate the car with any load up to its rated load (see
2.16.8(b)), and, if required by 2.6.1, decelerate the counterweight, to no greater than the rated buffer
striking speed.
(b) When actuated, the protection shall not:

(1) impose stresses on any elevator part in excess of 20% of the ultimate strength of the part,
(2) when decelerating the car, create an average retardation of a car loaded with rated load in excess
of 1.0 g
Rationale (2.19.2.3.2(b)(2)): The retardation values in this requirement reflect current A17 maximum
values but are intended to be reduced in the future based on the recommendations of the A17 Ad-Hoc
Committee on Elevator Stopping study. This recommendation will consider G. Gibsons study Safety
Risks Involved in Emergency Stops [ISO/TC 178/WG4 Doc #735R2, dated March 2003]. The present
code does not permit separation of free-fall from overspeed devices (both protections are currently
required to be performed by Car Safeties).
Attachment 23b
Page 48 of 51
TN 02-2350 (TR 98-62)
Note 2.19.2.3.2(b): When decelerating the counterweight retardation is not limited.
(c) The deceleration portion of the protection shall not participate in the control of elevator speed or
stopping when the suspension means of the car and the counterweight are in place.
(d) The deceleration portion of the protection shall be provided with a marking plate indicating the range
of total masses (car with attachments and its rated load or counterweight) for which the free fall protection
is permitted to be used, and the range of speeds at which it is set to operate.
(e) The deceleration portion of protection shall be subjected to engineering test (see 8.3) to verify
operational reliability and to establish ranges of total masses and corresponding speeds for which the
device is designed and set to be used.
Note: Engineering test (req. 2.20.12) will be proposed by GWG/LB.

2.20.12 Reserved for new engineering test for deceleration.
2.19.3 Descending and Ascending Car Overspeed Protection
2.19.3.1 Purpose. Descending and ascending car overspeed protection shall be provided to prevent
the car or counterweight from striking the corresponding buffers at a speed exceeding the buffers rated
striking speed or hoistway overhead structure as a result of a failure in
(c) any other component upon which the speed of the car depends, except the suspension means and

(a) All electric elevators with suspension means permitted in 2.20.1 shall be provided with descending
car overspeed protection.
Note: 2.19.3.2(a) is formulated per current 2.17.1.
(b) All electric traction elevators, except those whose empty car weight exceeds the total weight of the
suspension means and counterweight, shall be provided with ascending car overspeed protection.
Note: 2.19.3.2(b) is formulated per current 2.19.1.2.
2.19.3.3 Function
The descending and ascending car overspeed protection shall conform to 2.19.3.3.1 and 2.19.3.3.2.
Rationale: Most requirements for descending and ascending overspeed protections are same unless stated
otherwise. Therefore, requirements are amalgamated in 2.19.3.3.

(a) Protection shall detect descending or ascending car overspeed condition at a speed not greater than
10% higher than the speed at which the car governor switch is set to operate (see 2.18.2.1) or, if a
governor is not provided, at the speed set by the manufacturer or at a speed not greater than 10% above
the rated speed.
Rationale for adding alternatives to the governor-speed setting in (2.19.3.3.1):

The governor may not exist. New designs of protection may use other methods of speed control and
detection. Reference to rated speed is appropriate. It is also reasonable to allow th e manufacturer to set
detection and tripping speed for this protection
Attachment 23b
Page 49 of 51
TN 02-2350 (TR 98-62)
(b) Once actuated by overspeed, the overspeed detection means shall remain actuated until manually
Rationale for moving current A17.1 requirement 2.19.1.2(a)(4) to 2.19.3.3.1(b) which applies to any type
of detection means, electrical or mechanical.
(c) If the overspeed detection means requires electrical power for its functioning,
(1) A loss of electrical power to the car overspeed detection and control means shall cause the
immediate activation of the emergency brake as required in 2.19.3.3.3.
(2) The occurrence of a single ground, or the failure of any mechanically operated switch that does not
meet the requirements of 2.26.4.3, any single magnetically operated switch, contactor, or relay, or any
single solid-state device, or a software system failure, shall not render the detection means inoperative.
(4) When a fault specified in 2.19.3.3.2(c)(2) or 2.19.3.3.2(c)(3) is detected, the car shall stop at or
2.19.3.3.2 Deceleration Function

(a) When actuated the overspeed protection shall decelerate the car when loaded with any load up to its
rated load [see 2.16.8(h)] by applying an emergency brake conforming to 2.19.5 as to:
(1) prevent a descending car from striking the car buffers at speed exceeding the maximum impact
speed for which the buffer has been designed and certified [See 8.3.2.6.2(a)] and any equipment or
structure in the hoistway pit, or
(2) prevent an ascending car from striking the hoistway overhead structure.
(b) Once actuated the car shall not start or run unless the emergency brake is reset.
2.19.4 2.19.2 Protection Against Unintended Car Movement
2.19.4.1 2.19.2.1 Purpose.

Unintended car movement protection shall be provided to limit unintended car movement away from the
landing with the hoistway door not in the locked position and the car door not in the closed position, as a
result of failure in
(c) any other component upon which the speed of the car depends, except the suspension rope means
2.19.4.2. 2.19.2.2 Where Required and Function.

All electric traction elevators shall be provided with a unintended car movement protection (see 2.26.2.30)
2.19.4.3 Function
(a) Protection shall detect unintended car movement away from the landing with the hoistway door not in
the locked position and the car door not in the closed position.
NOTE: Freight elevators provided with combination mechanical locks and contacts on the hoistway door
(b) Once actuated by unintended movement, the detection means shall remain actuated until manually
Attachment 23b
Page 50 of 51
TN 02-2350 (TR 98-62)
Rationale for moving current A17.1 requirement 2.19.2.2(a)(4) to 2.19.4.3.1(b) which applies to any type
of detection means, electrical or mechanical.
(c) If the detection means requires electrical power for its functioning
(a1) a loss of electrical power to the unintended movement detection and control means shall cause
the immediate activation of the emergency brake as required in 2.19.4.3(a) 19.2.2(b)
(b2) the occurrence of a single ground, or the failure of any mechanically operated switch that does
single solid-state device, or software system failure, shall not render the detection means inoperative
(23) the failure of any single mechanically operated switch that does not meet the requirements of
2.26.4.3, shall not render the detection means inoperative.
(34) when a fault specified in 2.19.4.3.1(b) or 2.19.4.3.1(c) is detected, the car shall stop at or before
the next landing for which a demand was registered, and shall not be permitted to restart.
2.19.4.3.2 Stopping Function

(a) Upon detection of unintended car movement, the protection shall stop and hold the car, with any load
up to rated load [see also 2.16.8(h)], by applying an emergency brake conforming to 2.19.5, with the car
movement limited in both directions, to a maximum of 1 220 mm (48 in.).
(b) The car shall not start or run unless the emergency brake provided for the unintended movement
protection is reset.
2.19.5 2.19.3 Emergency Brake (See Nonmandatory Appendix F)
2.19.5.1 2.19.3.1 Where Required
2.19.5.1.1 2.19.3.1.1 When required by 2.19.3 2.19.1 for protection against descending and ascending
car overspeed, an emergency brake (see 1.3) conforming to 2.19.5.2 2.19.3.2 shall be provided.
2.19.5.1.2 2.19.3.1.2 When required by 2.19.4 2.19.2 for protection against unintended car movement, an
emergency brake (see 1.3) conforming to 2.19.5.2 2.19.3.2 shall be provided.
2.19.5.1.3 2.19.3.1.3 A single device shall be permitted to meet the requirements of both 2.19.5.1.1 and
2.19.5.1.2, or separate devices shall be permitted to be provided.
2.19.5.2 2.19.3.2 Requirements. The emergency brake is permitted to consist of one or more devices
and shall
(a) function to decelerate the car by acting on one or more of the following (see also 2.19.6 2.19.4):
(2) car.
(3) suspension or compensation means (see 2.20.1).
(5) brake drum or braking surface of the driving machine brake, provided that the driving-machine
8.8.
brake is actuated during normal elevator stops, it shall only be applied to and released from a stationary
braking surface.
or slowdown phase to exceed the following:
(1) 9.8 m/s2 (32.2 ft/s2) - when performing ascending car overspeed protection of car loaded with
1.25 rated load
Attachment 23b
Page 51 of 51
TN 02-2350 (TR 98-62)
(2) 9.8 m/s2 (32.2 ft/s2) when performing descending car overspeed protection of a car loaded with
one passenger
(3) 9.8 m/s2 (32.2 ft/s2) when performing unintended movement protection of the car loaded with
1.25 rated load
Rationale for retardation The retardation values in this requirement reflect current A17 maximum values
but are intended to be reduced in the future based on the recommendations of the A17 Ad-Hoc
Committee on Elevator Stopping study. This recommendation will consider G. Gibsons study Safety
Risks Involved in Emergency Stops [ISO/TC 178/WG4 Doc #735R2, dated March 2003]. The present
code does not permit separation of free-fall from overspeed devices (both protections are currently
required to be performed by Car Safeties).
(f) It shall be designed so that the factors of safety based on the maximum stresses developed in the
parts subject to load during the operation of the emergency brake comply with the following:
(1) Where an emergency brake is actuated only when protecting against either car overspeed or
unintended car movement with the car and hoistway doors open, the minimum factors of safety, when
applied during the retardation phase of emergency braking, shall be not less than those specified in
2.17.12.1.
(2) Where an emergency brake is actuated during normal stops of the elevator, the minimum factors
of safety, when applied during the retardation phase of emergency braking, shall be not less than those
specified in 2.14.3(a) 2.24.3.1 and 2.24.3(b) 2.24.3.2 when decelerating car.
(3) Where an emergency brake acts on the suspension or compensation means

(a) the factor of safety with respect to the breaking strength of the means ropes shall be not less
than 5 at any time during the retardation phase
(b) it shall be designed to prevent appreciable damage or deformation to the means ropes resulting
from its actuation.
(h) if the design of the emergency brake is such that field adjustment or servicing is required and the
emergency brake acts on the brake drum or braking surface of the driving-machine brake, it shall be
provided with a sign stating EMERGENCY BRAKE. The sign shall be located on the emergency brake
at a location visible from the area likely to require service. The sign shall be of such material and
construction that the letters shall remain permanently and readily legible. The height of the letters shall be
not less than 6 mm (0.25 in.).
2.19.5.3 2.19.3.3 Marking plate requirements

2.19.6 2.19.4 Emergency brake supports

Attachment 24
Page 1 of 3
D. A. Swerrie
244 San Felipe Way
Novato, CA 94945-1416
Tel & Fax 415/897/2976
Email: DAS.No.2@comcast.net
March 24, 2008
Secretary, A17 Standards Committee

The American Society of Mechanical Engineers
Three Park Avenue
New York, NY 10016
E-mail infocentral@asme.org
Subject: The Type A Safety

Section 2.17.5.1
Gentlemen:
I recommend that the use of Type A Safeties for all elevators be terminated except when used
as part of the Class C Safety.
Reason: Type A Safeties are virtually only used on elevators with a rated speed of 200 fpm or
less. They often cause unnecessary shut downs, sometimes injuries, and sometimes litigation.
The cause for the shutdowns generally is young individuals jumping up and down in the car
initiating the inertia set. See Section 2.17.8.1
A number of years ago I made the same recommendation to the California Elevator Code
Committee. No one at that meeting indicated any reason to not end the use of the Type A
Safety for new installations. However, at the subsequent meeting correspondence was
presented to indicate that as the Type A Safety had served the industry well for so many years it
should be allowed to remain useable for new installations. The matter was tabled without
further action.
The Type A Safeties have served the industry for many years. In fact, they have been in use
virtually since the beginning of the elevator industry. They are reminiscent of the quickly
applied safety that was used by E.G. Otis himself at the event which opened the door for the
birth of the industry. At the time, the instantaneous setting of the safety upon parting of the
suspension rope all but eliminated the universal fear of falling while riding an elevator or lift; that
was just what it took to initiate the beginning of the elevator Industry.
We now know, and have for years, that type A Safeties cause the owners of buildings
containing elevators so equipped numerous inconvenient shutdowns, injuries at times to those
in the elevator, and fairly frequently, litigation.
At least two elevator companies have modified the method in which the governor rope and the
lift rod which activates the safety mechanism are connected to overcome the problem of
jumping in the car to cause a safety set. How many elevator inspectors (certified or otherwise)
check the inertia set at the time of the acceptance inspection; from comments I have received
when instructing, I expect many are totally unaware of the need for that test.
We in the industry know that the Type B Safeties can do the job, and do it without the need of
the inertia application. See section 2.17.5.2.
Attachment 24
Page 2 of 3
Page 2 of letter dated March 4, 2008 to the ASME A17 Standards Committee
I dare say that if the safety on electric cabled elevators was replaced with a properly designed
and adjusted rope brake, elevators would cost the customer less to purchase, less to operate,
and at the same time be no less safe. When was the last time all the suspension ropes of the
steel type failed, necessitating the safety to stop and hold the car from falling?
It was bad enough when the Type A Safety was being used only on the slower speed roped
elevators such as were commonly used in older apartment buildings, hotels, and college dorms.
But now their use has spread to roped hydraulic elevators. When such are set the plunger often
continues to move long enough for the ropes to come off the sheave. A rather unsafe condition!
If the ropes fall into an adjacent hoistway the situation becomes even worse! Of course a
requirement that rope retainers be used to keep the ropes on the sheave could solve that
problem.
It is also quite possible that many hydros which give problems will be replaced by electric MRLs
of the roped type. Quite possibly they too will be lower speed elevators. It will then be possible
to install a Type A Safety thereon. If that is done, it will do nothing but exasperate the situation.
Quite possibly more and more hydros will be replaced by electric MRLs.
It should also be recalled that the A17 committee required that the Plunger Gripper be arranged
to give a sliding energy absorbing stop. The committee evidently considered the sliding stop
the better stop. See Section 3.17.3.5. .
I found it rather disconcerting to enter an elevator and see a sign warning the riders not to jump
in the car as it might cause them to become trapped. See photo that accompanies this
correspondence. It is especially disconcerting when one knows that there is no reason for such
to happen. Is something like this anything that the industry can take pride in? What does a
warning sign such as shown do for the reputation of the safety the industry is so proud about? I
remained at that site long enough to determine that there were a number of people using that
parking structure who would rather use the adjacent stairs then use an elevator in which they
might get stuck.
There will probably be a hue and cry about making Type A Safeties obsolete. I remind the
committee there was also a rather big upset when, back in the early eighties, I recommended
that the emergency stop switch in passenger elevators be made unavailable to the riding public.
Changes always cause some individuals to become upset but that does not make the change
wrong. It is well known that it is human nature to resist change.
Respectfully submitted,
D.A. Swerrie
Safety Engineer
Attachment 24
Page 3 of 3
Attachment 25
Page 1 of 33
TN141905(Inspections)
TN 14-1905

Proposal for Review and Comment Ballot (#14-2585)

A17 Inspections Committee
Opened: October 28, 2014 Closed: November 26, 2014
Proposed Revision to A17.2, Item 2.29 Car and Counterweight Safeties; Procedures for Conducting Test of
Safety/Governor System:
2.29.2 Periodic Test
2.29.2.1 Electric Elevators.

(a) Yearly Inspection (Power Off) of Steel Guide Rail Safeties (for A17.1d2000 and Earlier Editions); Category 1
Test (Power Off) of Steel Guide Rail Safeties (for A17.12000/B44-00 and Later Editions)
Conduct the periodic inspection as specified in Item 5.8.1 prior to conducting any test.
Also review the Maintenance Control Program for any unique test procedures.
Inspect the safety drum rope for condition, correct type and position in sheaves/drum.
Rationale: There is no need to repeat the procedure.
Before any test is made on drum safeties, ensure that the proper safety wrench or any special tools are available. If
the only access to rewind the safety is from the bottom of the car or counterweight the test should be conducted at the
bottom of the hoistway so that the safety can be reached with a ladder.
For drum operated safeties have the safety drum rope pulled out until the safety jaws contact the rail and start to exert
pressure. (This can be done using a come-along or by tripping the governor and moving the car down very slowly)
The movement of the safety drum rope, starting from a fully retracted position, must not exceed the values based on
rated speed shown in Table 2.29.2(a).
The number of turns of rope remaining on the safety drum must be sufficient to allow for additional pullout of
the safety drum rope to ensure proper operation of the safety when the governor is operated due to an overspeed
condition.
Reset the safety on completion of the above inspection. Keep sufficient tension on the safety drum rope to prevent
kinking and to ensure that the rope will be evenly and uniformly wound on the safety drum with no slack.
(5) Reserved
Rationale: Type A and B safeties should be actuated prior to testing to assure that both sides contact the rails.
(6) Before checking the adjustments of the trip mechanism, examine all pivot points and linkage for lost motion,
loose or missing set screws, and excessive friction. Any lost motion in the actuation lever should be removed.
Lost motion and the inertia of the governor-rope system may cause safety applications under normal starting
conditions.
(7) With the elevator car platform at a convenient height, the safety can readily be checked from the pit to
determine that
(a) all rollers and rail griping jaws are properly in place and comply with minimum clearance requirements.
(See 5.8.1)
(b) trip rods are in position to pick up the rollers.
(c) when the governor rope is pulled to impart motion to the trip rods, the safety mechanisms (jaws, rollers
or cams) must move upward into the ultimate wedged positions in the safety block without restriction. The
operation shall be repeated several times observing that the mechanisms (jaws, rollers or cams) fall toward
the rail. When the engages the roller, if there is any tendency for the roller to fall away from the rail, a jam
between the roller and safety block can result in a safety failure.
Page1of33tn141905ballot142585rshtaskgroupwork.docx
Attachment 25
Page 2 of 33
(d) normally, the rollers should be at the lowest point of travel resting against the guard; have the trip rods
adjusted so that the rail gripping elements (jaws, rollers or cams) engage simultaneously when wedged
between the pocket and the guide rail.
Rationale: To make language generic.
(8) While inspecting the safety, determine that the car safety mechanism switch contacts open before or at the
time of the safety jaws or rollers contact the guide rails. Then open the switch manually and determine that the
car will not run when the switch is open.
Rationale: 2.17.7.3 allows the contacts to open at the time of application of the safety.
(c) Yearly Test of Car and Counterweight Safeties (for A17.1d2000 and Earlier Editions); Category 1 Test of Car
and Counterweight Safeties (for A17.12000/B44-00 and Later Editions)
(1) After the safety has been inspected, position the car or counterweight in the lower portion of the hoistway so
that it will be accessible after the test. Jump out all switches on the governor and safety (or that part of the safety
circuit) that would prevent a full setting of the safety. Start the car or counterweight, whichever is being tested,
in the down direction at the slowest operating speed and manually trip the governor. Type A safeties without
governors that are operated as a result of the breaking or slackening of the hoisting ropes shall be tested by
obtaining the necessary slack rope to cause it to function. On centrifugal governors that do not have a dropping
jaw, (jawless governors) engage the actuating device that stops the governor sheave rotation, before starting the
car down. Run the car down until the machine stalls or drives through the suspension means. Open the stop
switch in the controller to remove power. Next, open the mainline disconnect switch, remove any jumpers.
Proceed to the safety being tested and examine all parts of the safety equipment to determine if anything is broken
or out of order. See that all ropes are properly on the drum to fully apply the safety; be sure that not less than three
turns of rope remain on the drum. This is necessary to meet the requirement of not less than three turns remaining
on the drum after a rated load, rated speed test. Flexible guide clamp safeties that are drum-operated do not require
any turns of rope to remain on the drum after a test. Verify that there is no excess slack in the suspension ropes
that could result in the car or counterweight falling should the safety slip. Examine all parts of the safety
equipment to determine if anything is broken or out of order.
(2) Check the platform for level. All elevators installed under A17.11955 and later editions must not be out of
level more than 38 in./ft (31 mm/m) in any direction.
Elevators installed prior to A17.11955 must not be out of level more than 12 in./ft (42 mm/m) in any direction.
Counterweight safeties may be set in the pit or just above the car. In either case, be careful of the final location
so that it will be accessible after the test.
After the safety has been examined, verify that all of the suspension means are tracking correctly before restoring
power . Then release the safety. Restore and reset the governor and slack rope switch to operating position.
(3) Type A, C and self-releasing Type B safeties are released by moving the car or counterweight in the up
direction. This should be accomplished with one short move. For Type C safeties the move may have to be the
length of the buffer stroke .After one move, be sure that the governor has released the governor rope and reset the
governor trip mechanism and governor rope releasing carrier.
(4) The drum-operated Type B safety is released with a safety wrench from inside the car or at the counterweight.
Some drum operated safeties require rewinding using a pry bar. Access from the bottom of the car or
counterweight is usually requires for these. This is at least a two-person operation. One person must be stationed
on top of the car, or in the pit, to hold the governor rope so it does not overhaul while the second person releases
and resets the governor. The second person should then proceed to the car or counterweight and release the safety
while the first person is holding back on the rope and reinsert into the releasing carrier.
(5) Examine all of the safety parts to determine that they have returned to the normal running positions and comply
with the minimum clearance between the safety jaws and guide rails, and be sure that there is no slack in the
safety rope (tail rope).
Rationale: The minimum running clearance between the safety jaw and rails is required to prevent accidental
engagement.
(6) Move the car down and inspect the guide rails for scoring and loose hardware. Dress any scored rail surface
with a large mill file. It the rail is damaged beyond repair the rail section must be replaced and the safety retested.
Attachment 25
Page 3 of 33
(7) It is not necessary to record the stopping distance in this test.

(8) Determine that all jumpers have been removed.
(d) Yearly Test of Wood Guide Rail Safeties (for A17.1d2000 and Earlier Editions); Category 1 Test of Wood Guide
Rail Safeties (for A17.12000/B44-00 and Later Editions). With governor-operated safeties, set the governor in the
applied position and run the car in the down direction from the controller to see that it will operate the safety. Continue
to operate until the ropes slip on traction machines or slacken on drum machines. For Type A safeties without
governors, set blocking in the pit securely and run the car down slowly to see that the jaws come into proper position
when a slack rope is obtained.
(e) Category 5 (5-Year) Test of Steel Guide Rail Safeties (Rated Load, Rated Speed) (for A17.1d2000 and Earlier
Editions); Category 5 Test of Steel Guide Rail Safeties (Rated Load, Rated Speed) (for A17.12000/B44-00 and Later
Editions)
(1) Place the rated load on the elevator car platform using test weights, centered on each quarter symmetrically
with relation to the centerline. Test counterweight safeties with no load in the car. Jump out all governor switches
(both car and counterweight), or any part of the safety circuit, that will prevent full setting of the safety. Where
application of the emergency brake required by 2.19.3, is caused either by the switch on the safety mechanism or
speed from the controller it shall be disabled to prevent it assistance in stopping.
Rationale: A proper operation emergency brake would prevent emergency application of the car or counterweight
safety. Therefore it can be assumed to be not operational during the test.
Shut down adjacent cars when testing. When testing a drum-type safety, any car adjacent to the releasing carrier,
must be remain out of service until all slack in the safety rope is under control. If a safety wrench is to be used,
put it in the elevator car and remove the release hole cover on the car floor. Do not insert the wrench into the
release hole until after the safety is applied.
(2) For Type B and C safeties, the safety mechanism switch (plank switch) must not be jumped out. The switch
shall be tested for proper operation and, for the duration of the test, temporarily adjusted to open as close as
possible to the position at which the car safety mechanism is in the fully applied position.
(3) When testing safeties, the following steps must be considered:
(a) Before setting the car safety, tie down any counterweight safety lift lever with four wraps of No. 16 gage
single strand copper wire or equivalent. This will avoid an accidental setting of the counterweight safety by
inertia.
Do not block the counterweight safety; it must remain workable. Reverse the procedure for testing
counterweight safeties.
(b Compensating-rope sheaves have a tie-down device when the rated speed is over 700 ft/min (3.5 m/s). This
device will should engage when a safety is set. Therefor the tools necessary to release if must be available.
Rationale: Operation of the tie-down is part of the test since failure of it to operate properly during an emergency
application could result in a increase hazard to persons in the car.
(c) Make sure that any adjustable stops on the Governor rope tension sheave are set very close to the movable
unit.
(d) Make sure that the buffers are fully extended with correct oil levell.
(4) Add the dimension of the safety rope pullout to the estimated stopping distance in order to determine the distance
the car will travel after the governor is tripped. Spot the car or counterweight this distance above the point where the
stop is desired. Put a reference mark on a suspension rope (chalk mark or tape). Move the car or counterweight up a
few floors, far enough to reach your mark at full speed. Start the car or counterweight down and manually trip the
governor when you see the mark. For car safeties the safety operated switch should remove power from the driving
machine motor and brake. For counterweight safeties, have someone standing by the controller to place the
emergency stop switch in the stop position as soon as the counterweight stops.
Rationale: Counterweight safeties in most cases do not have an SOS. It is safer to have the controller to remove
power since opening the mainline disconnect under load increased the risk of arcflash.
Test the slack rope device on winding drum machines, prior to this test (see item 2.20) it should stop the driving
machine at the first indication of slack rope .
Attachment 25
Page 4 of 33
Type A safeties without governors that are operated as a result of the breaking or slackening of the hoisting ropes
shall be tested by obtaining the necessary slack rope to cause it to function. The procedure for this should be
provided in the MCP.
Rationale: These devices may be unique to the manufacturer and therefore a procedure is requires for safety.
If a normal safety setting occurs, put all the cars back in service, except the one being worked on and the one
adjacent to the releasing carrier. On an elevator with a winding drum machine, be sure to take up any slack rope
before the safety is released.
(5) Remove electrical jumpers and reset the governor, unless it is a drum-operated safety. If it is drum operated,
one person will go to the car top and hold the safety rope as the governor is reset. Inspect the governor for any
damage.
(6) Proceed to the elevator car and check the platform for level before the safety is released. On all elevators
installed under A17.11955 and later editions, it must not be out of level more than 38 in./ft (31 mm/m) in any
direction. On elevators installed prior to A17.11955, it must not be out of level more than 12 in./ft (42 mm/m)
in any direction. Elevators installed prior to A17.11955 are allowed a greater flexibility of stopping distance
than shown in Table 2.29.2(b). For gradual wedge clamp, flexible guide clamp, and wedge clamp (constant
retarding force) Type B safeties, see Tables 2.29.2(c), 2.29.2(d), and 2.29.2(e).
Replace table 2.29.2(b) including notes with the following Table 2.29.2(b) TYPE B SAFETY MINIMUM AND
MAXIMUN SLIDING DISTANCE FOR THE SPEED AT WHICH THE GOVERNOR IS TRIPPED. Car with
rated load and counterweight with no load.
ft/min. Minimum Maximum ft/min. Minimum Maximum ft/min. Minimum Maximum

Inches Inches Inches Inches Inches Inches
175 1.59 14.61 380 7.47 31.43 580 17.41 59.83
185 1.77 15.14 385 7.67 32.00 585 17.71 60.69
195 1.97 15.70 390 7.87 32.57 590 18.02 61.56
200 2.07 16.00 395 8.08 33.15 595 18.32 62.44
205 2.18 16.29 400 8.28 33.74
210 2.28 16.60 405 8.49 34.34 600 18.63 63.32
215 2.39 16.92 410 8.70 34.94 605 18.95 64.21
220 2.51 17.24 415 8.91 35.55 610 19.26 65.11
225 2.62 17.57 420 9.13 36.17 615 19.58 66.01
230 2.74 17.90 425 9.35 36.79 620 19.90 66.93
235 2.86 18.25 430 9.57 37.42 625 20.22 67.85
240 2.98 18.60 435 9.79 38.06 630 20.54 68.78
245 3.11 18.96 440 10.02 38.71 635 20.87 69.71
250 3.23 19.32 445 10.25 39.36 640 21.20 70.65
255 3.37 19.70 450 10.48 40.03 645 21.53 71.60
260 3.50 20.08 455 10.72 40.70 650 21.87 72.56
265 3.63 20.47 460 10.95 41.37 655 22.21 73.53
270 3.77 20.86 465 11.19 42.06 660 22.55 74.50
275 3.91 21.26 470 11.43 42.75 665 22.89 75.48
280 4.06 21.67 475 11.68 43.45 670 23.23 76.47
285 4.20 22.09 480 11.93 44.15 675 23.58 77.46
290 4.35 22.52 485 12.18 44.87 680 23.93 78.46
295 4.50 22.95 490 12.43 45.59 685 24.29 79.47
300 4.66 23.39 495 12.68 46.32 690 24.64 80.49
Attachment 25
Page 5 of 33
305 4.81 23.84 500 12.94 47.05 695 25.00 81.51

310 4.97 24.29 505 13.20 47.79 700 25.36 82.54
315 5.14 24.75 510 13.46 48.54 705 25.73 83.58
320 5.30 25.22 515 13.73 49.30 710 26.09 84.63
325 5.47 25.70 520 14.00 50.07 715 26.46 85.68
330 5.64 26.18 525 14.27 50.84 720 26.83 86.74
335 5.81 26.68 530 14.54 51.62 725 27.21 87.81
340 5.98 27.18 535 14.81 52.41 730 27.58 88.89
345 6.16 27.68 540 15.09 53.20 735 27.96 89.97
350 6.34 28.20 545 15.37 54.01 740 28.34 91.06
355 6.52 28.72 550 15.66 54.82 745 28.73 92.16
360 6.71 29.25 555 15.94 55.63 750 29.11 93.27
365 6.90 29.78 560 16.23 56.46 755 29.50 94.38
370 7.09 30.33 565 16.52 57.29 760 29.90 95.50
375 7.28 30.88 570 16.82 58.13 765 30.29 96.63
575 17.11 58.97 770 30.69 97.76

775 31.09 98.90 950 46.71 143.55
780 31.49 100.05 955 47.21 144.96
785 31.90 101.21 960 47.70 146.37
790 32.30 102.38 965 48.20 147.79 1260 82.17 244.86
795 32.71 103.55 970 48.70 149.23 1270 83.48 248.60
800 33.13 104.73 975 49.20 150.66 1280 84.80 252.38
805 33.54 105.91 980 49.71 152.11 1290 86.13 256.18
810 33.96 107.11 990 50.73 155.02 1300 87.47 260.01
815 34.38 108.31 995 51.24 156.49 1310 88.83 263.87
820 34.80 109.52 1000 51.76 157.97 1320 90.19 267.76
825 35.23 110.73 1005 52.28 159.45 1330 91.56 271.67
830 35.66 111.96 1010 52.80 160.94 1340 92.94 275.62
835 36.09 113.19 1020 53.85 163.94 1350 94.33 279.60
840 36.52 114.43 1030 54.91 166.97 1360 95.73 283.61
845 36.96 115.67 1040 55.98 170.03 1370 97.15 287.65
850 37.40 116.93 1050 57.07 173.12 1380 98.57 291.71
855 37.84 118.19 1060 58.16 176.24 1390 100.01 295.81
860 38.28 119.46 1070 59.26 179.39 1400 101.45 299.94
865 38.73 120.73 1080 60.37 182.57 1410 102.90 304.09
870 39.18 122.01 1100 62.63 189.02 1420 104.37 308.28
875 39.63 123.30 1110 63.77 192.29 1430 105.84 312.49
880 40.08 124.60 1120 64.93 195.59 1440 107.33 316.73
Attachment 25
Page 6 of 33
885 40.54 125.91 1130 66.09 198.91 1450 108.83 321.01

890 41.00 127.22 1140 67.27 202.27 1460 110.33 325.31
895 41.46 128.54 1150 68.45 205.66 1470 111.85 329.65
900 41.93 129.87 1160 69.65 209.07
905 42.39 131.20 1170 70.85 212.52 1480 113.37 334.01
910 42.86 132.54 1180 72.07 216.00 1490 114.91 338.40
915 43.33 133.89 1190 73.30 219.50 1500 116.46 342.82
920 43.81 135.25 1200 74.53 223.03 1510 118.02 347.27
925 44.29 136.61 1210 75.78 226.60 1520 119.59 351.75
930 44.77 137.99 1220 77.04 230.19 1530 121.16 356.26
935 45.25 139.36 1230 78.31 233.82 1540 122.75 360.80
940 45.73 140.75 1240 79.59 237.47 1550 124.35 365.37
945 46.22 142.15 1240 79.59 237.47 1560 125.96 369.97
1250 80.87 241.15 1570 127.58 374.60
1580 129.21 379.26
1590 130.85 383.95
1600 132.51 388.67
Minimum Maximum Minimum Maximum Minimum Maximum

m/s mm mm m/s mm mm m/s mm mm
0.75 28.7 337.9 2.75 385.3 1356.8 4.65 1101.5 3403.4
0.87 38.6 366.2 2.8 399.4 1397.2 4.7 1125.3 3471.4
1 50.9 401.6 2.85 413.8 1438.3 4.75 1149.4 3540.2
1.05 56.2 416.5 2.9 428.4 1480.2 4.8 1173.7 3609.7
1.1 61.6 432.1 2.95 443.3 1522.7 4.85 1198.3 3679.9
1.15 67.4 448.5 3 458.5 1566.0 4.9 1223.1 3750.9
1.2 73.4 465.6 3.05 473.9 1610.1 4.95 1248.2 3822.6
1.25 79.6 483.4 3.1 489.6 1654.8 5 1273.6 3895.0
1.3 86.1 502.0 3.15 505.5 1700.3 5.05 1299.2 3968.2
1.35 92.8 521.3 3.2 521.7 1746.5 5.15 1351.1 4116.6
1.4 99.8 541.3 3.25 538.1 1793.5 5.2 1377.5 4192.0
1.45 107.1 562.0 3.3 554.8 1841.2 5.25 1404.1 4268.0
1.5 114.6 583.5 3.35 571.7 1889.6 5.3 1431.0 4344.8
1.55 122.4 605.7 3.4 588.9 1938.7 5.35 1458.1 4422.3
1.6 130.4 628.6 3.45 606.3 1988.5 5.4 1485.5 4500.5
1.65 138.7 652.3 3.5 624.0 2039.1 5.45 1513.1 4579.5
1.7 147.2 676.7 3.55 642.0 2090.4 5.5 1541.0 4659.2
1.75 156.0 701.8 3.6 660.2 2142.5 5.55 1569.2 4739.6
1.8 165.1 727.6 3.65 678.7 2195.2 5.65 1626.2 4902.7
1.85 174.4 754.2 3.7 697.4 2248.7 5.7 1655.1 4985.3
1.9 183.9 781.5 3.75 716.4 2302.9 5.75 1684.3 5068.6
1.95 193.7 809.5 3.8 735.6 2357.9 5.8 1713.7 5152.7
2 203.8 838.2 3.85 755.1 2413.6 5.85 1743.4 5237.4
Attachment 25
Page 7 of 33
2.05 214.1 867.7 3.9 774.8 2470.0 5.9 1773.3 5323.0

2.1 224.7 897.9 3.95 794.8 2527.1 5.95 1803.5 5409.2
2.15 235.5 928.9 4 815.1 2585.0 6 1833.9 5496.2
2.2 246.6 960.5 4.05 835.6 2643.6 6.05 1864.6 5583.9
2.25 257.9 992.9 4.1 856.3 2702.9 6.1 1895.6 5672.3
2.3 269.5 1026.0 4.15 877.4 2762.9 6.15 1926.8 5761.5
2.35 281.3 1059.9 4.2 898.6 2823.7 6.2 1958.2 5851.3
2.4 293.4 1094.4 4.25 920.1 2885.2 6.25 1989.9 5942.0
2.45 305.8 1129.7 4.3 941.9 2947.4 6.3 2021.9 6033.3
2.5 318.4 1165.8 4.35 964.0 3010.4 6.35 2054.1 6125.4
2.55 331.3 1202.5 4.4 986.2 3074.0 6.4 2086.6 6218.2
2.6 344.4 1240.0 4.45 1008.8 3138.5 6.45 2119.3 6311.7
2.65 357.7 1278.2 4.5 1031.6 3203.6 6.5 2152.3 6405.9
2.7 371.4 1317.1 4.55 1054.6 3269.5 6.55 2185.6 6500.9
4.6 1077.9 3336.1 6.6 2219.1 6596.6
Minimum Maximum
m/s mm mm
6.65 2252.8 6693.0
6.7 2286.8 6790.2
6.75 2321.1 6888.1
6.8 2355.6 6986.7

6.85 2390.3 7086.1
6.9 2425.4 7186.1
6.95 2460.6 7286.9
7 2496.2 7388.5
7.05 2532.0 7490.7
7.1 2568.0 7593.7
7.15 2604.3 7697.4
7.2 2640.9 7801.9
7.25 2677.7 7907.0
7.3 2714.7 8012.9
7.35 2752.0 8119.5
7.4 2789.6 8226.9
7.45 2827.4 8335.0
7.5 2865.5 8443.8
7.55 2903.8 8553.3
7.6 2942.4 8663.6
7.65 2981.3 8774.6
7.7 3020.4 8886.3
7.75 3059.7 8998.7
Attachment 25
Page 8 of 33
7.8 3099.3 9111.9

7.85 3139.2 9225.8
7.9 3179.3 9340.4
7.95 3219.7 9455.8
8 3260.3 9571.9
Rationale: for new table 2.29.2(b): Provide more detailed measurement for allowable stopping distance for type B
safeties and includes SI units.
TABLE 2.29.2(c) GRADUAL WEDGE CLAMP SAFETY (FOR ELEVATORS INSTALLED PRIOR TO
1955)
TABLE 2.29.2(d) FLEXIBLE GUIDE CLAMP SAFETY (FOR ELEVATORS INSTALLED PRIOR TO 1955)
TABLE 2.29.2(e) WEDGE CLAMP SAFETY (CONSTANT RETARDING FORCE) (FOR ELEVATORS
INSTALLED PRIOR TO 1955)
Rationale: for change to table headings: To clarify that these do not apply to elevator installed under 1955 and
later editions of the code.
(7) Generally, it will not be possible to inspect the safety due to the location of the car; therefore, the safety must
be released. To do this on other than drum operated Type B safeties, move the car or counterweight, whichever
is being tested, in the up direction. On drum operated safeties, after checking for at least three turns of rope
remaining on the drum, wind in the safety drum rope while a second person is standing on top of the car holding
back on the rope. To complete the winding, insert the governor rope attachment into the releasing carrier. Move
the car, or counterweight, and measure the safety slide mark on the rails. The stopping distance is the average
length of the continuous marks on all four rail faces after deducting the length of the safety jaw or wedge. See
Item 2.29.2.1(f) for a detailed description of measuring safety slide marks.
(8) The stopping distance must be within the range shown in Table 2.29.2(b). The maximum and minimum
stopping distance permitted is determined by the speed at which the governor was tripped. This speed can be
determined by using a hand held tachometer, the controller readout or service tool.
(9) Check the rails and dress any scored surface. Also, check for any loose rail or bracket fastenings.
(10) To inspect a car safety, move the car to a convenient height above the pit floor. A counterweight safety can
be inspected from the car top. Examine all parts of the equipment to determine if any are broken or out of order.
Be sure that the ropes are in their sheave grooves and are properly wound on the drum. Be sure that the safety has
returned to the normal running position
(11) After the safety tests are complete
(a) remove all jumpers
(bExamine the tracking of all suspension means and governor ropes
(cRelease compensating sheave tie-down device and examine it for condition.
(d) remove any tie downs that was wrapped on the car or counterweight safety lift lever
(e) readjust the safety-mechanism switch
(12) Ensure the required test tags are installed and that the Periodic Test Record required by 8.6.1.7.2 is
completed.
(f) Determination of Slide on the Guide Rails for Type B Safeties
(1) General. Following a safety test, there is often considerable difficulty in determining the actual slide of the
safety jaws on the guide rails. In the case of a well-lubricated rail, the first action of the closing jaws is to squeeze
out the film of oil or grease. This area of reduced lubrication is often mistaken for part of the mark but should not
be included in the measured sliding distance. Start the measurement at the point where actual contact is made by
a jaw on the guide rail and is generally indicated by a slight roughening along the line of travel of the jaw. This
has a somewhat different color; the guide rail looks gray in contrast with the polished surface.
Attachment 25
Page 9 of 33
(2) Effect of Illumination. The angle of illumination and the position of the observer have much to do with the
ease with which the marks may be identified. The marks showing in Figs. 2.29.2(a) and 2.29.2(b) are the same
marks viewed from the same position with identical exposures but with the illumination changed from 60 deg
with the light level with the end of the marks, to 45 deg with the light considerably below the marks. Often it is
possible to pick up the marks with the light source almost in line with the face of the guide rail.
(3) Marks on Dry Guide Rails. When the guide rail is dry, as is the case with roller guides, the mark may be very
difficult to determine as there is no disturbed film of lubricant to aid in its location. However, by carefully
adjusting the position of the light source and changing the angle of vision, it is generally possible to determine
the point at which the mark starts. Once this is determined use a felt pen or other means to mark it for easy
identification during measuring.
(4) Determination of Final Position of Jaws. As the jaws tend to bite more deeply into the guide rail after full
application, even with types where the pressure of the jaws on the guide rail is designed to remain constant, there
is little difficulty, as a rule, in determining the final position of the jaws. Where the guide rails are lubricated, the
terminal mark may generally be indicated by the piling up of oil or grease below the safety shoe; frequently the
entire print of the shoe or gib may be seen on the guide rail in the final stop position.
(5) Interrupted Marks. It occasionally happens that the safety jaws will come in contact with the guide rail and
leave a mark for a certain distance, and then the mark will be lost for a distance of a few inches or perhaps a foot.
This may be due to several causes, among them slight deviations in the alignment of the guide rails, variations in
thickness, or the sudden engagement of the governor rope by the governor, with a following jump of the governor
rope that will permit the jaws to clear for a small fraction of a second. In no case should these preliminary marks
be considered in the measurement of the slide. Measure the slide from the highest point of the continuous marking
only.
(6) Measurement of Stopping Distance. Determine the stopping distance by measuring the length of the marks
made by the safety on both sides of each guide rail, deducting the length of the safety jaw or wedge, and taking
the average of the four measurements.
2.29.2.2 Hydraulic Elevators

Category 1 test as specified in 2.29.2.1(a) above
Category 5 test as specified in 2.29.2.1(e) above
2.29.3 Acceptance Test of Governor and Safeties
2.29.3.1 Electric Elevators

Conduct the periodic inspection in Item 5.8 and category 1 test prior to this test.
(a) Type A governor-operated car safeties
1. Jump the governor operated switches for both the car and counterweight governors
2 Do not jump the switch operated by the car safety mechanism but relocate it where possible to operate as
late as possible.
3 Prevent operation of the emergency brake required by 2.19.3.
4. Place the rated load in the car
5. Operate the car at its normal speed in the down direction and manually tripping the governor. Type A
governor operated counterweight safeties
Test as outlined above except with no load in the car.
Test the inertia application of type A safeties by placing the test weight on the governor rope as shown in ASME
A17.1/CSA B 44 Appendix M. The governor and safety system manufacturer should furnish the required
weight and the weight per unit length of governor rope. (lb. per foot or KG per meter) Measure the length of the
governor rope from the bottom center of the tension sheave to the top center of the governor sheave. Multiply
this length by the weight per unit length and add to the weight for the inertia of the governor and tension sheave.
Place the elevator or counterweight (whichever is being tested) at a height above the pit to provide access to the
governor rope and observe the safety jaws. Attach this weight to the back of the governor rope using a midline
rope connector or other means that will not damage the rope. Do not allow the weight to drop or jerk the rope but
slowly apply the down force to the rope. This should cause the safety jaws or mechanism to firmly contact the
guiderails.
Rationale: Add procedure for acceptance test of inertia application of type A safeties.
Attachment 25
Page 10 of 33

Type A safeties without governors that are operated as a result of the breaking or slackening of the hoisting ropes
shall be tested by obtaining the necessary slack rope to cause them to function the installer should provide the test
procedure to be use and these should be part of the Maintenance Control Program.
Rationale: The procedures for these tests may require unique procedures and or equipment.
(b) Type B and Type C safeties on electric elevators are tested at the governor tripping speed Follow the
procedure outlined in 2.29.2.1(e). gradually increase the speed of the car until the governor trips causing
application of the safety. For type B safeties determine that the stopping distance is in compliance with the
maximum and minimum slide distances for the speed at which the safety tripped. (see Table 2.29.2(b). The
counterweight safeties are tested with no load in the car. On elevators equipped with AC driving machine motors,
or drives that cannot be adjust to overspeed and where the car with its rated load does not cause sufficient
overspeed when the machine brake is released to trip the governor the safeties is permitted to be tested by
operating the car or counterweight at the highest speed in the down direction and manually tripping the governor.
Rationale: Some drives will not allow over speeding the elevator and they may not over speed sufficiently to cause
the governor to trip when the brake is released.
(c) Counterweight safeties must be tested with no load in the car following the procedure detailed in 2.29.3.1 (a)
and (b) above.

The acceptance test for hydraulic elevators is the same as the Category 5 test [see Item 2.29.2.2. (2.29.2.1(e) for
procedures.
Rationale: It is not practical and in some instance not possible to overspeed a hydraulic elevator.
2.29.4 References
2.29.4.1 Electric Elevators. A17.1d2000 and earlier editions Sections 205 and 1306, Table 205.3, and Rules
1001.2(b)(29), 1002.2b, 1002.3a, 1003.2, 1202.6 and Appendix A.
A17.12000 and later editions Requirements 2.17 and 8.2.6, Table 2.17.3, and Requirements 8.11.2.1.2(cc),
8.11.2.2.2, 8.11.2.3.1, 8.10.2.2, 8.7.2.18 and Appendix M.
A17.3 Sections 3.5 and 3.6 and para. 3.10.4(m).
Rationales:
a. To improve and clarify procedure for safety testing
b. Additional specific rationales are inserted after several proposed revisions.
Responses to Comments from Review and Comment Ballot (#14-2585)
A17 Inspections and MDC Committees Comments Responses
L. Bialy (A17 MDC - Comment):

This proposal requires significant work to provide technical rationale Thank you for your comment. The committee will
and the requirements in A17.1 being addressed. discuss this and address at the next meeting.
The testing that is proposed needs to address legacy and new
technology systems.
C. Buckley (A17 Inspections - Comment):

See response to Mr. Bialy.

Attachment 25
Page 11 of 33

This proposal requires significant work to provide technical rationale

and the requirements in A17.1 being addressed.
technology systems.
J. Coaker (A17 Inspections - Comment):

Believe 7 (c) needs to be editorially corrected. Accepted. See revised proposal.
J. Filippone (A17 Inspections - Comment):

A very good proposal. However I have some concerns/comments:
1. General- Item 2.29 is written as the inspector performs the test. 1. Accepted. See revisedproposal.
However, the inspector witnesses the test, not perform it. Revise Item
2.29 so that it is written accordingly.
2. 2.29.2.1(a)- Editorial- (1) through (4) has been deleted but (5) 2. Accepted. See revisedproposal.
through (8) remain. Revise accordingly.
3. 2.29.2.1(a)(7)(c)- Editorial- In the last sentence finger is being 3. Accepted in part. See revisedproposal.
deleted but has not been replaced with anything (e.g. rods). Revise
accordingly.
4. 2.29.2.1(b) is not part of the proposal. Is this being deleted or 4. The outlined has been renumbered based on
remaining unchanged? previous revision. See revised.
5. 2.29.2.1(c)(1)- (a) Fourth sentence- Add a procedure on how to 5(a). Accepted. See revised.
properly and safely create slack rope. This is important as slack rope 5(b). Accepted in part. See revised.
safeties are much less common than governor operated safeties and can 5(c). Accepted. See revised.
be difficult to test on traction elevators. (b) Sixth sentence- Revise to
read: Run the car down until the machine stalls or traction slips. (c)
Seventh sentence- An emergency stop switch is not required by A17.1
at the controller, therefore the proposed test using the device in not
justified. Consider adding it to 2.26 as part of this proposal or revise
to require opening the controller safety circuit.
6. 2.29.2.1(c)(2)- Last sentence- Revise to read Reset to operating 6. Accepted in part. See revisedproposal.
position all governor switches that were jumped out and for Type A
Safeties without governors and winding drum machines the slack rope
switch.
7. 2.29.2.1(d)- Add a procedure on how to properly and safely create 7. Accepted. See revisedproposal.
slack rope. This is important as slack rope safeties are much less
common than governor operated safeties and can be difficult to test on
traction elevators.
8. 2.29.2.1(e)(2)- In my opinion relocating the SOS for the test adds 8. Accepted. See revisedproposal.
nothing (the rationale even states that the driving machine brake has
little effect on the slide) but adds hazards (e.g. incorrect adjustment or
failure to readjust after the test). Furthermore, not adjusting the SOS
for the test will produce real life results versus modified results. I
suggest revising the proposal accordingly.
9. 2.29.2.1(e)(3)(b)-Editorial- (a) do not delete the close parenthesis for 9(a). Accepted. See revisedproposal.
(b). (b) Second sentence- Both will and should are used. Revise 9(b). Accepted. See revisedproposal.
so that only one is used. (c) Third sentence- Therefore is misspelled. 9(c). Accepted. See revisedproposal.
Correct.

Attachment 25
Page 12 of 33

10. 2.29.2.1(e)(4)- (a) Retain the deleted sentence for checking that the 10(a). Not accepted. This is not a Periodic Test
driving machine stalls or traction slips. (b) An emergency stop switch requirement as per A17.1, 8.6.4.20.1.
is not required by A17.1 at the controller, therefore the proposed test 10(b). Accepted. See revisedproposal.
using the device in not justified. Consider adding it to 2.26 as part of 10(c). Accepted. See revisedproposal.
this proposal or revise to require opening the controller safety circuit.
(c) Add a procedure on how to properly and safely create slack rope.
This is important as slack rope safeties are much less common than
governor operated safeties and can be difficult to test on traction
elevators.
11. Table 2.29.2- (a) The text Replace table 2.29.2(b) including notes 11(a). Accepted. See revisedproposal.
with the following is underlined but is not being added to A17.2. 11(b). Accepted. See revisedproposal.
Remove the text and show the table with all text stricken out. (b) The 11(c). Accepted. See revisedproposal.
slides for 1475 fpm are missing. Add the appropriate slides. (c) the
tables should go up to 1800 fpm as in the existing table and 9 m/s in
the new metric table.
12. 2.29.2.2- The Category 1 and 5 tests will not be exactly the same 12. Thank you for your comment. The committee will
for hydraulic elevators. For example, the slack rope switches must discuss this and address at the next meeting.
activate the car safety on roped hydraulic elevators using pistons and is
permitted to activate the car safeties on roped hydraulic elevators using
plungers, the overspeed valve may have to be temporarily disabled, an
auxiliary pump may be used to lift the car off safety. Revise the
proposal to include hydraulic specific procedures.
13. 2.29.2.1(e)(11)- (a) Editorial- do not delete the close parenthesis for 13. Accepted. See revisedproposal.
for (b) and (c). (b) Add If applicable to the beginning of (c).
14. 2.29.3.1(a) (2)- In my opinion relocating the SOS for the test adds 14. Accepted. See revisedproposal.
little effect on the slide) but adds hazards (e.g. incorrect adjustment or
failure to readjust after the test). Furthermore, not adjusting the SOS
for the test will produce real life results versus modified results. I
suggest revising the proposal accordingly.
15. 2.29.3.1(a) (5)- Editorial- The second sentence should be a new 15. Accepted in part. See revisedproposal.
paragraph.
16. 2.29.3.1- Last paragraph- Add a generic procedure on how to 16. Accepted. See revisedproposal.
properly and safely create slack rope. This is important as slack rope
safeties are much less common than governor operated safeties and can
be difficult to test on traction elevators. In addition, A17.1 does not
require this to be in the MCP so no procedure will be available.
17. 2.29.3.1(b)- (a) Add test to verify that the driving machine stalls or 17(a). Not accepted. This is not an acceptance test
traction slips. (b) The requirement covers driving machines that cant requirement for car and counterweight safeties as per
be adjusted for overspeed and where the car with rated load does not A17.1
cause sufficient overspeed to trip the governor when the brake is 17(b). Not accepted. Releasing the brake to accelerate
released. Add details on how to safely and properly test by releasing a car or counterweight to some undefined velocity in
the brake when it can create an overspeed with rated load in the car. order to apply safeties cannot be performed safely as
the velocity is not controlled.
18. 2.29.3.2- See comments for 2.29.2.2.
18. Thank you for your comment. The committee will
discuss this and address at the next meeting.

Attachment 25
Page 13 of 33

G. Gibson (A17 MDC - Comment):

1. Item 2.29.2.1(a): 1. Accepted. See revisedproposal.
The numbering subordinate to (a) needs some fine-tuning. Sub-items
(1) through (4) are crossed out, yet (5) is to be Reserved.
2. Item 2.29.2.1(a)(8), 3rd line: 2. Accepted in part. See revisedproposal.

Change contact to fully engage. This is necessary to be consistent
with the Rationale statement, and the proposed wording in
Requirement 8.6.4.19.2(b)(1) in TN 14 1906. As a point of
information, when the safety jaw wedges make contact with the guide
rail faces, the safeties are not fully engaged until the wedges moves
upward and cause full safety spring compression.
3. Item 2.29.2.1(e)(3)(b), 1st line: 3. Accepted in part. See revisedproposal.

Suggest inserting compensation after tie-down. Thats the full
name.
4. Item 2.29.2.1(e)(3)(b), 3rd line: 4. Accepted. See revisedproposal.

Change if to it.
5. Item 2.29.2.1(e)(6), 8th line: 5. Accepted. See revisedproposal.

Change MAXIMUN to MAXIMUM.
6. Table 2.29.2(b):
6.1 The tabulated governor tripping speeds should continue up to 2,400 6.1 Accepted. See revisedproposal.
ft/min to be consistent with the scope of A17.1 Table 2.17.3.
6.2 The rated speed values should continue to be shown. 6.2 Not accepted. The rated speed values are shown.
6.3 The new Table proposes precise values based on the application of 6.3 Thank you for your comment. This TN stands as
the formulae in A17.1 Rule 8.2.6. I agree with the correctness, providing accurate data. Although beyond the scope
however, the values in A17.1 Table 2.17.3 have been shown rounded of this TN the committee will take it under advisement
to facilitate field measurements using tape measures with fractional to consider revising addressing tables published
graduations. The Mechanical Design Committee furnished these elsewhere.
rounded values at the request of the inspection community years ago.
It doesnt make sense to show 2 different versions of the same data in
A17.1 and A17.2. I suggest that the Inspections Committee coordinate
the compatibility of data with the Mechanical Design Committee. In
view of the long-standing availability of tape measures in decimal inch
graduations, I favor using the precise values shown in this TN subject
to increasing the range, as noted above.
D. Kalgren (A17 MDC - Comment):

I agree with the comments submitted by Messrs. Bialy, Tevyaw and See response to Messrs. Bialy, Tevyaw and Rogler.
Rogler.
G. Kosinski (A17 Inspections - Comment):

2.29.2.1 Electric Elevators. Note. Mr. Kosinski used track changes and his
(a) Yearly Inspection (Power Off) . comments are resident in the document rather than
reflected in the comment box. The task group
[GK1]Reserved reviewed the comments in the track changed
document submitted by Mr. Kosinski and provided
(1) Before checking the adjustments of the trip mechanism, responses.
examine all pivot points and linkage for lost motion, loose or
missing set screws, and excessive friction. Any lost motion in the
actuation lever should be removed. Lost motion and the inertia of

Attachment 25
Page 14 of 33

the governor-rope system may cause safety applications under 1. Deleting (5) was accepted in part. See revised
normal starting conditions. proposal.
(2) With the elevator car platform at a convenient height, the safety 2. Renumbering the outline in 2.29.2.1 accordingly
can readily be checked from the pit to determine that was accepted. See revised.
(a) all rollers and rail griping jaws are properly in place and 3. Jaws, rollers and cams language was accepted to be
comply with minimum clearance requirements. (See 5.8.1) edited to align with A17.1 language. See revised.
(b) trip rods are in position to pick up the rollers. 4. Rail gripping element language was accepted to be
(c) when the governor rope is pulled to impart motion to the trip rods, edited to align with A17.1 language. See revised.
the safety mechanisms[GK2] (jaws, rollers or cams) must move upward 5. The word then was accepted to be struck in
into the ultimate wedged positions in the safety block without 2.29.2.1(c)(2). See revised.
restriction. The operation shall be repeated several times observing that 6. The word requires was in 2.29.2.1(c)(4) was
the mechanisms (jaws, rollers or cams) fall toward the rail. When the accepted to be edited. See revised.
trip rod(s) engages the roller, if there is any tendency for the roller to 7. Moving Category 5 location to match (c) above was
fall away from the rail, a jam between the roller and safety block can not accepted. The language is clear as written.
result in a safety failure. 8. Language was revised to not use the word shall but
(d) normally, the rollers should be at the lowest point of travel resting maintain the intent of the language. See revised.
against the guard; have the trip rods adjusted so that the (jaws, rollers 9. Editing language for relocating the car safety
or cams) engage simultaneously when wedged between the pocket and mechanism switch was accepted in part. See
the guide rail. revised.
10. Miscellaneous editorial comments were accepted.
Rationale: To make language generic. See revised.
(3) While inspecting the safety, determine that the car safety
mechanism switch contacts open before or at the time of the safety
jaws, or rollers contact the guide rails. Then open the switch manually
and determine that the car will not run when the switch is open.
Rationale: A17.1-2013/CSA B44-13, 2.17.7.3 allows the contacts to

open at the time of application of the safety.
(c) Yearly Test of Car and Counterweight Safeties .

After the safety has been examined, verify that all of the
suspension means are tracking correctly before restoring power .
Next, release the safety. Restore and reset the governor and slack
rope switch to their operating positions.
(3) Type A, C and .
(4) The drum-operated Type B safety is released with a safety
wrench from inside the car or at the counterweight. Some drum
operated safeties require rewinding using a pry bar. Access from
the bottom of the car or counterweight is usually required for these.
This is at least a two-person operation. One person must be
stationed on top of the car, or in the pit, to hold the governor rope
so it does not overhaul while the second person releases and resets
the governor. The second person should then proceed to the car or
counterweight and release the safety while the first person is
holding back on the rope and reinsert into the releasing carrier.
(d) Yearly Test of Wood Guide Rail Safeties .
(e) Category[GK3] 5 (5-Year) Test of Steel Guide Rail Safeties (Rated

Load, Rated Speed) (for A17.1d2000 and Earlier Editions); Category
5 Test of Steel Guide Rail Safeties (Rated Load, Rated Speed) (for
A17.12000/B44-00 and Later Editions)
(1) Place the rated load on the elevator car platform using test
weights, centered on each quarter symmetrically with relation to
the centerline. Test counterweight safeties with no load in the car.

Attachment 25
Page 15 of 33

Jump out all governor switches (both car and counterweight), or

any part of the safety circuit, that will prevent full setting of the
safety. Where application of the emergency brake required by
2.19.3, is caused either by the switch on the safety mechanism or
speed from the controller it shall be disabled to prevent its
assistance in stopping.
Rationale: A proper operation emergency brake would prevent

emergency application of the car or counterweight safety. Therefore it
can be assumed to be not operational during the test.
Shut down adjacent cars when testing. When testing a drum-type

safety, any car adjacent to the releasing carrier must be remain out
of service until all slack in the safety rope is under control. If a
safety wrench is to be used, put it in the elevator car and remove
the release hole cover on the car floor. Do not insert the wrench
into the release hole until after the safety is applied.
(2) For Type B and C safeties, the safety mechanism switch (plank
switch) must not be jumped out. The switch shall be tested for
proper operation and, for the duration of the test, temporarily
adjusted to open as close as possible to the position at which the
car safety mechanism is in the fully applied position.
(3) When testing safeties, the following steps must be considered:
(a) Before setting the car safety, tie down any counterweight
safety lift lever with four wraps of No. 16 gage single strand
copper wire or equivalent. This will avoid an accidental setting
of the counterweight safety by inertia.
Do not block the counterweight safety; it must remain workable.
Reverse the procedure for testing counterweight safeties.
(b Compensating-rope sheaves have a tie-down device when the
rated speed is over 700 ft/min (3.5 m/s). This device should
engage when the safety is set, therefore the tools necessary to
release it must be available.
Rationale: Operation of the tie-down is part of the test since failure of

it to operate properly during an emergency application could result in
a increase hazard to persons in the car.
(c) Make sure that any adjustable stops on the Governor rope
tension sheave are set very close to the movable unit.
(d) Make sure that the buffers are fully extended and filled with
oil [GK4]l.
(4) Add the dimension of the safety rope pullout to the estimated
stopping distance in order to determine the distance the car will travel
after the governor is tripped. Spot the car or counterweight this distance
above the point where the stop is desired. Put a reference mark on a
suspension rope (chalk mark or tape). Move the car or counterweight
up a few floors, far enough to reach your mark at full speed. Start the
car or counterweight down and manually trip the governor when you
see the mark. For car safeties, the safety operated switch should remove
power from the driving machine motor and brake. For counterweight
safeties, have someone standing by the controller to place the
emergency stop switch in the stop position as soon as the counterweight
stops.
Rationale: Counterweight safeties in most cases do not have an SOS.
It is safer to remove power from the control circuit rather than the

Attachment 25
Page 16 of 33

mainline disconnect since opening the mainline disconnect under load

increases the risk of arcflash[GK5].
Test the slack rope device on winding drum machines, prior to

this test (see item 2.20) it should stop the driving machine at the
first indication of slack rope .
Type A safeties without governors that are operated as a result of
the breaking or slackening of the hoisting ropes should be tested
by obtaining the necessary slack rope to cause it to function. The
procedure for this should be provided in the MCP.
Rationale: These devices may be unique to the manufacturer and

therefore a procedure is required for safety.

Conduct the periodic inspection in Item 5.8 and category 1 test prior
to this test.
(a) Type A governor-operated car safeties
1. Jump the governor operated switches for both the car and
counterweight governors
2 Do not jump the switch operated by the car safety
mechanism but temporarily adjust it to open as close as
possible to the position at which the car safety mechanism is
in the fully applied position.
3 Prevent operation .
Rationale: Add procedure for acceptance test of inertia application of

type A safeties.
Type A safeties without governors that are operated as a result of

the breaking or slackening of the hoisting ropes should be tested
by obtaining the necessary slack rope to cause them to function the
installer should provide the test procedure to be use and these
should be part of the Maintenance Control Program.
Rationale: The procedures for these tests may require unique

procedures and or equipment.
(b) Type B and Type C safeties .. The counterweight

safeties are tested with no load in the car. On elevators equipped
with AC driving machine motors, or drives that cannot be adjust
to overspeed and where the car with its rated load does not cause
sufficient overspeed when the machine brake is released to trip the
governor the safeties are permitted to be tested by operating the
car or counterweight at the highest speed in the down direction and
manually tripping the governor.
C. Rogler (A17 Inspections - Comment):

I agree with the comments of Mr. Filippone. Thank you. See responses to Mr. Filippone.
J. Runyan (A17 Inspections - Comment):

2.29.2.1(7)(c). 3rd sentence: the word "finger" is struck-out. Something Accepted. See revised proposal.
needs to engage the roller.
R. Shepherd (A17 Inspections - Comment):

Attachment 25
Page 17 of 33

This proposal requires significant work to provide technical rationale See response to Mr. Bialy.
and the requirements in A17.1 being addressed.
technology systems.
D. Stanlaske (A17 Inspections - Comment):

Excellent job. A few suggestions editorial in nature:
In 3(c) change "Next, open the mainline disconnect switch, remove any 1. Accepted in part. See revised proposal.
jumpers.,and pProceed to the safety being tested" to read: "Next, open
the mainline disconnect switch and remove any jumpers. Proceed to the
safety being tested"
Under 3(c)(6) change "It the rail is damaged beyond repair the rail 2. Accepted. See revised proposal.
section must be replaced and the safety retested." to "If the rail is
damaged beyond repair the rail section must be replaced and the safety
retested."
Lastly, under (e)(11) change: 3. Accepted in part. See revised proposal.

(a) remove any all jumpers from the safety switches
(b) Examine the tracking of all suspension means and governor ropes
remove any line from the compensating-rope sheave
(c) replaceRelease compensating sheave the tie-down device and
examine it for condition. or any of its parts that were removed
(d) remove any tie downs that was wrapped on the car or counterweight
safety lift lever
To read:

(a) remove any all jumpers from the safety switches
(b) examine the tracking of all suspension means and governor ropes
remove any line from the compensating-rope sheave
(c) release compensating sheave the tie-down device and examine it for
condition. or any of its parts that were removed
(d) remove any tie downs that was wrapped on the car or counterweight
safety lift lever
M. Tevyaw (A17 Inspections - Comment):

Agree with Mr. Shepherd. See response to Mr. Bialy.
D. Winslow (A17 Inspections - Comment):

Excellent work! Please take note of typos on last sentences of 2.29.2(e), Accepted. See revisedproposal.
2.29.2(e)(3)and Rationale #2 on 2.29.2.(e)(4) - all editorial only.
Revised Proposal In response to Comments

Revisions based on Ballot 14-2585 results
Proposed Revision to A17.2, Item 2.29 Car and Counterweight Safeties; Procedures for Conducting Test of
Safety/Governor System:

Attachment 25
Page 18 of 33
2.29.2 Periodic Test
2.29.2.1 Electric Elevators.

(a) Yearly Inspection (Power Off) of Steel Guide Rail Safeties (for A17.1d2000 and Earlier Editions); Category 1
Test (Power Off) of Steel Guide Rail Safeties (for A17.12000/B44-00 and Later Editions)
Conduct the periodic inspection as specified in Item 5.8.1 prior to conducting any test.
Also review the Maintenance Control Program for any unique test procedures.
Inspect the safety drum rope for condition, correct type and position in sheaves/drum.
Rationale: There is no need to repeat the procedure.
Before any test is made on drum safeties, ensure that the proper safety wrench or any special tools are available. If
the only access to rewind the safety is from the bottom of the car or counterweight the test should be conducted at the
bottom of the hoistway so that the safety can be reached with a ladder.
For drum operated safeties have the safety drum rope pulled out until the safety jaws contact the rail and start to exert
pressure. (This can be done using a come-along or by tripping the governor and moving the car down very slowly)
The movement of the safety drum rope, starting from a fully retracted position, must not exceed the values based on
rated speed shown in Table 2.29.2(a).
The number of turns of rope remaining on the safety drum must be sufficient to allow for additional pullout of the
safety drum rope to ensure proper operation of the safety when the governor is operated due to an overspeed condition.
Have Reset the safety reset on completion of the above inspection. Keep Ensure there is sufficient tension on the
safety drum rope to prevent kinking and to ensure that the rope will be evenly and uniformly wound on the safety
drum with no slack.
(5) Reserved
Rationale: Type A and B safeties should be actuated prior to testing to assure that both sides contact the rails.
(61) Before having checking the adjustments of the trip mechanism checked, examine all pivot points and linkage
for lost motion, loose or missing set screws, and excessive friction. Any lost motion in the actuation lever should be
removed. Lost motion and the inertia of the governor-rope system may cause safety applications under normal starting
conditions.
(72) With the elevator car platform at a convenient height, the safety can readily be checked from the pit to
determine that
(a) all rollers and rail griping gripping safety jaws are properly in place and comply with minimum clearance
requirements. (See 5.8.1)
(b) trip rods are in position to pick up the rollers.
(c) when the governor rope is pulled to impart motion to the trip rods, the safety mechanisms (jaws, rollers or
cams) safety parts that apply pressure on the guide rails through eccentrics, rollers, or similar devices must move
upward into the ultimate wedged positions in the safety block without restriction. The operation shall be repeated
Have this operation repeated several times observing that the safety parts mechanisms (jaws, rollers or cams) fall move
toward the rail. When the trip rod(s) engages the roller, if there is any tendency for the roller to fall away from the
rail, a jam between the roller and safety block can result in a safety failure.
(d) normally, the rollers should be at the lowest point of travel resting against the guard; have the trip rods adjusted so
that the safety parts that apply pressure on the guide rails through eccentrics, rollers, or similar devices rail gripping
elements (jaws, rollers or cams) engage simultaneously when wedged between the pocket and the guide rail.
Rationale: To make language generic.
(83) While inspecting the safety, determine that the car safety mechanism switch contacts open before or at the
time of application of the safety before or at the time of the safety jaws or rollers contact the guide rails. Then the open
the switch manually and determine verify that the car will not run when the switch is open.
Rationale: 2.17.7.3 allows the contacts to open at the time of application of the safety.
Attachment 25
Page 19 of 33
(cb) Yearly Test of Car and Counterweight Safeties (for A17.1d2000 and Earlier Editions); Category 1 Test of Car
and Counterweight Safeties (for A17.12000/B44-00 and Later Editions)
(1) After the safety has been inspected, have the car or counterweight positioned the car or counterweight in the
lower portion of the hoistway so that it will be accessible after the test. Have the Jump out all switches on the governor
and safety (or that part of the safety circuit) rendered inoperative that would prevent a full setting of the safety. Have
the Start the car or counterweight, whichever is being tested, run in the down direction at the slowest operating speed.
Once a stable slow speed is attained have and manually trip the governor manually tripped. Have elevator personnel
test tType A safeties without governors that are operated as a result of the breaking or slackening of the hoisting ropes
shall be tested by obtaining the necessary slack rope to cause it to function. After ensuring that all safety precautions
are observed have elevator personnel performing the test safely support the car with rigging capable of raising or
lowering the car. Use this means to raise the car in order to develop slack suspension means, then lower the car to
allow the car to come to rest on its safeties against the rails and ensure that slack suspension means is observed.
Observing safe work practices have the persons performing the test take up the slack suspension means and remove
the rigging after ensuring the car is safely supported on its suspension means. The test procedure for this should be
provided in the MCP.
On centrifugal governors that do not have a dropping jaw, (jawless governors) have engage the actuating device that
stops the governor sheave rotation engaged, before starting the car down. Verify Run the car down until the machine
stalls or drives through that the machine continues to run and traction is lost between the drive sheave and the
suspension means. Once this is observed, have the circuit that would remove power from the driving machine motor
and brake opened Open the stop switch in the controller opened to remove power. Next, open have elevator personnel
lock and tag out the mainline disconnect switch, and remove anyall jumpers. Proceed to the safety being tested and
examine all parts of the safety equipment to determine if anything is broken or out of order. See that all ropes are
properly on the drum to fully apply the safety; be sure that not less than three turns of rope remain on the drum. This
is necessary to meet the requirement of not less than three turns remaining on the drum after a rated load, rated speed
test. Flexible guide clamp safeties that are drum-operated do not require any turns of rope to remain on the drum after
a test. Verify that there is no excess slack in the suspension ropes that could result in the car or counterweight falling
should the safety slip. Examine all parts of the safety equipment to determine if anything is broken or out of order.
(2) Have elevator personnel cCheck the platform for level. All elevators installed under A17.11955 and later
editions must not be out of level more than 38 in./ft (31 mm/m) in any direction.
Elevators installed prior to A17.11955 must not be out of level more than 12 in./ft (42 mm/m) in any direction.
Counterweight safeties may be set in the pit or just above the car. In either case, be careful of the final location so that
it will be accessible after the test.
After the safety has been examined, verify that all of the suspension means are tracking correctly before restoring
power. Then hHave release the safety released.
Ensure Restore and reset the all jumpers have been removed and all governor and slack rope switch(es) have been
returned to the normal operating position.
(3) Type A, C and self-releasing Type B safeties are released by moving the car or counterweight in the up
direction. This should be accomplished with one short move. For Type C safeties the move may have to be the length
of the buffer stroke .After one move, be sure that the governor has released the governor rope and reset the governor
trip mechanism and governor rope releasing carrier.
(4) The drum-operated Type B safety is released with a safety wrench from inside the car or at the counterweight.
Some drum operated safeties require rewinding using a pry bar. Access from the bottom of the car or counterweight
is usually requiresd for these. This is at least a two-person operation. One person must be stationed on top of the car,
or in the pit, to hold the governor rope so it does not overhaul while the second person releases and resets the governor.
The second person should then proceed to the car or counterweight and release the safety while the first person is
holding back on the rope and reinsert into the releasing carrier.
(5) Examine all of the safety parts to determine that they have returned to the normal running positions and comply
with the minimum clearance between the safety jaws and guide rails, and be sure that there is no slack in the safety
rope (tail rope).
Rationale: The minimum running clearance between the safety jaw and rails is required to prevent accidental
engagement.
(6) Have Move the car moved down and inspect the guide rails for scoring and loose hardware. Have Dress any
scored rail surfaces dressed with a large mill file. Itf the rail is damaged beyond repair the rail section must be replaced
and the safety retested.
Attachment 25
Page 20 of 33
(7) It is not necessary to record the stopping distance in this test.

(8) Determine that all jumpers have been removed.
(dc) Yearly Test of Wood Guide Rail Safeties (for A17.1d2000 and Earlier Editions); Category 1 Test of Wood
Guide Rail Safeties (for A17.12000/B44-00 and Later Editions). With governor-operated safeties, have elevator
personnel set the governor in the applied position and run the car in the down direction from the controller to see that
it will operate the safety. Verify it cContinues to operate until the ropes slip on traction machines or slacken on drum
machines. For Type A safeties without governors, after ensuring that all safety precautions are observed have elevator
personnel performing the test, safely support the car with rigging capable of raising or lowering the car. Use this means
to raise the car in order to develop slack suspension means, then lower the car to allow the car to come to rest on its
safeties against the rails and ensure that slack suspension means is observed. Observing safe work practices have the
persons performing the test take up the slack suspension means and remove the rigging after ensuring the car is safely
supported on its suspension means. The test procedure for this should be provided in the MCP.
set blocking in the pit securely and run the car down slowly to see that the jaws come into proper position when a
slack rope is obtained.
(ed) Category 5 (5-Year) Test of Steel Guide Rail Safeties (Rated Load, Rated Speed) (for A17.1d2000 and Earlier
Editions); Category 5 Test of Steel Guide Rail Safeties (Rated Load, Rated Speed) (for A17.12000/B44-00 and Later
Editions)
(1) Have Place the rated load placed on the elevator car platform using test weights, centered on each quarter
symmetrically with relation to the centerline. Test Counterweight safeties are tested with no load in the car. Have the
Jump out all switchesall switches on the governor and safety (or that part of the safety circuit) rendered inoperative
that would prevent a full setting of the safety. The car safety mechanism switch (plank switch) must not be rendered
inoperative. Where application of the emergency brake required by 2.19.3 occurs, the means to actuate the emergency
brake should be temporarily disabled, is caused either by the switch on the safety mechanism or speed from the
controller it shall be disabled to prevent its assistance in stopping the car or counterweight.
Rationale: A properly operationg emergency brake would prevent emergency application of the car or counterweight
safety. Therefore it can be assumed to be not operational during the test.
Have any Shut down adjacent cars shut down when testing. When testing a drum-type safety, any, any car adjacent
to the releasing carrier, must be remain out of service untilservice until all slack in the safety rope is under control. If
a safety wrench is to be used, ensure put it is placed in the elevator car and remove the release hole cover is removed
on the car floor. Do not have insert the wrench inserted into the release hole until after the safety is applied.
(2) For Type B and C safeties, the car safety mechanism switch (plank switch) must not be rendered inoperative. Have
tThe switch shall be tested for proper operation. and, for the duration of the test, be temporarily adjusted to open as
close as possible to the position at which the car safety mechanism is in when in the fully applied position.
(3) When testing safeties, the following steps must be considered. Have the person(s) performing the test complete
the following:
(a) Before setting the car safety, tie down any counterweight safety lift lever with four wraps of No. 16 gage
single strand copper wire or equivalent. This will avoid an accidental setting of the counterweight safety by inertia.
Do not block the counterweight safety; it must remain workable. Reverse the procedure for testing counterweight
safeties.
(b) Compensating-rope sheaves have a tie-down compensation means device when the rated speed is over 700
ft/min (3.5 m/s). This device will should engage when a safety is set. Therefore the tools necessary to release ift must
be available.
Rationale: Operation of the tie-down compensation means is part of the test since failure of it to operate properly
during an emergency application could result in an increase hazard to persons in the car.
(c) Make sure that any adjustable stops on the Governor rope tension sheave are set very close to the movable
unit.
(d) Make sure that the buffers are fully extended with correct oil levell.
(4) Add the dimension of the safety rope pullout to the estimated stopping distance in order to determine the
distance the car will travel after the governor is tripped. Have Spot the car or counterweight positioned this distance
above the point where the stop is desired. Put a reference mark on a suspension rope (chalk mark or tape). Have
Move the car or counterweight moved up a few floors, far enough to reach your mark at full speed. Have the
Attachment 25
Page 21 of 33
person(s) performing the test sStart the car or counterweight down and manually trip the governor when you see the
mark. For car safeties the safety operated switch should remove power from the driving machine motor and brake.
For counterweight safeties, have someone standing by the controller to open the circuit that would remove power
from the driving machine motor and brake place the emergency stop switch in the stop position, or to open the safety
circuit in order to remove power as soon as the counterweight stops.
Rationale: Counterweight safeties in most cases do not have an safety mechanism switch SOS. It is safer to actuate
an electrical protective device have the controller to remove power from the driving machine motor and brake since
opening the mainline disconnect under load increased the risk of arc flash.
Ensure Test the slack rope device on winding drum machines is tested, prior to this test (see item 2.20) it should stop
the driving machine at the first indication of slack rope .rope.
Have elevator personnel test Type A safeties without governors that are operated as a result of the breaking or
slackening of the hoisting ropes shall be tested by obtaining the necessary slack rope to cause it to function. After
ensuring that all safety precautions are observed have elevator personnel performing the test, safely support the car
with rigging capable of raising or lowering the car. Use this means to raise the car in order to develop slack suspension
means, then lower the car to allow the car to come to rest on its safeties against the rails and ensure that slack
suspension means is observed. Observing safe work practices have the persons performing the test take up the slack
suspension means and remove the rigging after ensuring the car is safely supported on its suspension means. The test
Rationale: These devices may be unique to the manufacturer and therefore a procedure is requiresd for safety.
If a normal safety setting occurs, have put all the cars put back in service, except the one being worked on and the one
adjacent to the releasing carrier. On an elevator with a winding drum machine, be sure to take up any slack rope is
taken up before the safety is released.
(5) Have the person performing the test rRemove electrical jumpers and reset the governor, unless it is a drum-
operated safety. If it is drum operated, one person will go to the car top and hold the safety rope as the governor is
reset. Inspect the governor for any damage.
(6) Proceed to the elevator car andcar and have check the platform checked for level before the safety is released.
On all elevators installed under A17.11955 and later editions, it must not be out of level more than 38 in./ft (31
mm/m) in any direction. On elevators installed prior to A17.11955, it must not be out of level more than 12 in./ft
(42 mm/m) in any direction. Elevators installed prior to A17.11955 are allowed a greater flexibility of stopping
distance than shown in Table 2.29.2(b). For gradual wedge clamp, flexible guide clamp, and wedge clamp (constant
retarding force) Type B safeties, see Tables 2.29.2(c), 2.29.2(d), and 2.29.2(e).
Replace table 2.29.2(b) including notes with the following
Table 2.29.2(b) TYPE B SAFETY MINIMUM AND MAXIMUN SLIDING DISTANCE FOR THE SPEED
AT WHICH THE GOVERNOR IS TRIPPED. Car with rated load and counterweight with no load.

175 1.59 14.61 380 7.47 31.43 580 17.41 59.83
185 1.77 15.14 385 7.67 32.00 585 17.71 60.69
195 1.97 15.70 390 7.87 32.57 590 18.02 61.56
200 2.07 16.00 395 8.08 33.15 595 18.32 62.44
205 2.18 16.29 400 8.28 33.74
210 2.28 16.60 405 8.49 34.34 600 18.63 63.32
215 2.39 16.92 410 8.70 34.94 605 18.95 64.21
220 2.51 17.24 415 8.91 35.55 610 19.26 65.11
225 2.62 17.57 420 9.13 36.17 615 19.58 66.01
230 2.74 17.90 425 9.35 36.79 620 19.90 66.93
Attachment 25
Page 22 of 33
235 2.86 18.25 430 9.57 37.42 625 20.22 67.85

240 2.98 18.60 435 9.79 38.06 630 20.54 68.78
245 3.11 18.96 440 10.02 38.71 635 20.87 69.71
250 3.23 19.32 445 10.25 39.36 640 21.20 70.65
255 3.37 19.70 450 10.48 40.03 645 21.53 71.60
260 3.50 20.08 455 10.72 40.70 650 21.87 72.56
265 3.63 20.47 460 10.95 41.37 655 22.21 73.53
270 3.77 20.86 465 11.19 42.06 660 22.55 74.50
275 3.91 21.26 470 11.43 42.75 665 22.89 75.48
280 4.06 21.67 475 11.68 43.45 670 23.23 76.47
285 4.20 22.09 480 11.93 44.15 675 23.58 77.46
290 4.35 22.52 485 12.18 44.87 680 23.93 78.46
295 4.50 22.95 490 12.43 45.59 685 24.29 79.47
300 4.66 23.39 495 12.68 46.32 690 24.64 80.49
305 4.81 23.84 500 12.94 47.05 695 25.00 81.51
310 4.97 24.29 505 13.20 47.79 700 25.36 82.54
315 5.14 24.75 510 13.46 48.54 705 25.73 83.58
320 5.30 25.22 515 13.73 49.30 710 26.09 84.63
325 5.47 25.70 520 14.00 50.07 715 26.46 85.68
330 5.64 26.18 525 14.27 50.84 720 26.83 86.74
335 5.81 26.68 530 14.54 51.62 725 27.21 87.81
340 5.98 27.18 535 14.81 52.41 730 27.58 88.89
345 6.16 27.68 540 15.09 53.20 735 27.96 89.97
350 6.34 28.20 545 15.37 54.01 740 28.34 91.06
355 6.52 28.72 550 15.66 54.82 745 28.73 92.16
360 6.71 29.25 555 15.94 55.63 750 29.11 93.27
365 6.90 29.78 560 16.23 56.46 755 29.50 94.38
370 7.09 30.33 565 16.52 57.29 760 29.90 95.50
375 7.28 30.88 570 16.82 58.13 765 30.29 96.63
575 17.11 58.97 770 30.69 97.76

775 31.09 98.90 950 46.71 143.55
780 31.49 100.05 955 47.21 144.96
785 31.90 101.21 960 47.70 146.37
790 32.30 102.38 965 48.20 147.79 1260 82.17 244.86
795 32.71 103.55 970 48.70 149.23 1270 83.48 248.60
800 33.13 104.73 975 49.20 150.66 1280 84.80 252.38
805 33.54 105.91 980 49.71 152.11 1290 86.13 256.18
810 33.96 107.11 990 50.73 155.02 1300 87.47 260.01
Attachment 25
Page 23 of 33
815 34.38 108.31 995 51.24 156.49 1310 88.83 263.87

820 34.80 109.52 1000 51.76 157.97 1320 90.19 267.76
825 35.23 110.73 1005 52.28 159.45 1330 91.56 271.67
830 35.66 111.96 1010 52.80 160.94 1340 92.94 275.62
835 36.09 113.19 1020 53.85 163.94 1350 94.33 279.60
840 36.52 114.43 1030 54.91 166.97 1360 95.73 283.61
845 36.96 115.67 1040 55.98 170.03 1370 97.15 287.65
850 37.40 116.93 1050 57.07 173.12 1380 98.57 291.71
855 37.84 118.19 1060 58.16 176.24 1390 100.01 295.81
860 38.28 119.46 1070 59.26 179.39 1400 101.45 299.94
865 38.73 120.73 1080 60.37 182.57 1410 102.90 304.09
870 39.18 122.01 1100 62.63 189.02 1420 104.37 308.28
875 39.63 123.30 1110 63.77 192.29 1430 105.84 312.49
880 40.08 124.60 1120 64.93 195.59 1440 107.33 316.73
1450 108.83 321.01
885 40.54 125.91 1130 66.09 198.91
1460 110.33 325.31
890 41.00 127.22 1140 67.27 202.27
1470 111.85 329.65
895 41.46 128.54 1150 68.45 205.66
900 41.93 129.87 1160 69.65 209.07
1480 113.37 334.01
905 42.39 131.20 1170 70.85 212.52
1490 114.91 338.40
910 42.86 132.54 1180 72.07 216.00
1500 116.46 342.82
915 43.33 133.89 1190 73.30 219.50
1510 118.02 347.27
920 43.81 135.25 1200 74.53 223.03
1520 119.59 351.75
925 44.29 136.61 1210 75.78 226.60
1530 121.16 356.26
930 44.77 137.99 1220 77.04 230.19
1540 122.75 360.80
935 45.25 139.36 1230 78.31 233.82
1550 124.35 365.37
940 45.73 140.75 1240 79.59 237.47
1560 125.96 369.97
945 46.22 142.15 1240 79.59 237.47
1570 127.58 374.60
1250 80.87 241.15
1580 129.21 379.26
1590 130.85 383.95
1600 132.51 388.67
Minimum Maximum Minimum Maximum Minimum Maximum

0.75 28.7 337.9 2.75 385.3 1356.8 4.65 1101.5 3403.4
0.87 38.6 366.2 2.8 399.4 1397.2 4.7 1125.3 3471.4
1 50.9 401.6 2.85 413.8 1438.3 4.75 1149.4 3540.2
1.05 56.2 416.5 2.9 428.4 1480.2 4.8 1173.7 3609.7
1.1 61.6 432.1 2.95 443.3 1522.7 4.85 1198.3 3679.9
1.15 67.4 448.5 3 458.5 1566.0 4.9 1223.1 3750.9
1.2 73.4 465.6 3.05 473.9 1610.1 4.95 1248.2 3822.6
1.25 79.6 483.4 3.1 489.6 1654.8 5 1273.6 3895.0
1.3 86.1 502.0 3.15 505.5 1700.3 5.05 1299.2 3968.2
1.35 92.8 521.3 3.2 521.7 1746.5 5.15 1351.1 4116.6
Attachment 25
Page 24 of 33
1.4 99.8 541.3 3.25 538.1 1793.5 5.2 1377.5 4192.0

1.45 107.1 562.0 3.3 554.8 1841.2 5.25 1404.1 4268.0
1.5 114.6 583.5 3.35 571.7 1889.6 5.3 1431.0 4344.8
1.55 122.4 605.7 3.4 588.9 1938.7 5.35 1458.1 4422.3
1.6 130.4 628.6 3.45 606.3 1988.5 5.4 1485.5 4500.5
1.65 138.7 652.3 3.5 624.0 2039.1 5.45 1513.1 4579.5
1.7 147.2 676.7 3.55 642.0 2090.4 5.5 1541.0 4659.2
1.75 156.0 701.8 3.6 660.2 2142.5 5.55 1569.2 4739.6
1.8 165.1 727.6 3.65 678.7 2195.2 5.65 1626.2 4902.7
1.85 174.4 754.2 3.7 697.4 2248.7 5.7 1655.1 4985.3
1.9 183.9 781.5 3.75 716.4 2302.9 5.75 1684.3 5068.6
1.95 193.7 809.5 3.8 735.6 2357.9 5.8 1713.7 5152.7
2 203.8 838.2 3.85 755.1 2413.6 5.85 1743.4 5237.4
2.05 214.1 867.7 3.9 774.8 2470.0 5.9 1773.3 5323.0
2.1 224.7 897.9 3.95 794.8 2527.1 5.95 1803.5 5409.2
2.15 235.5 928.9 4 815.1 2585.0 6 1833.9 5496.2
2.2 246.6 960.5 4.05 835.6 2643.6 6.05 1864.6 5583.9
2.25 257.9 992.9 4.1 856.3 2702.9 6.1 1895.6 5672.3
2.3 269.5 1026.0 4.15 877.4 2762.9 6.15 1926.8 5761.5
2.35 281.3 1059.9 4.2 898.6 2823.7 6.2 1958.2 5851.3
2.4 293.4 1094.4 4.25 920.1 2885.2 6.25 1989.9 5942.0
2.45 305.8 1129.7 4.3 941.9 2947.4 6.3 2021.9 6033.3
2.5 318.4 1165.8 4.35 964.0 3010.4 6.35 2054.1 6125.4
2.55 331.3 1202.5 4.4 986.2 3074.0 6.4 2086.6 6218.2
2.6 344.4 1240.0 4.45 1008.8 3138.5 6.45 2119.3 6311.7
2.65 357.7 1278.2 4.5 1031.6 3203.6 6.5 2152.3 6405.9
2.7 371.4 1317.1 4.55 1054.6 3269.5 6.55 2185.6 6500.9
4.6 1077.9 3336.1 6.6 2219.1 6596.6
Minimum Maximum
m/s mm mm
6.65 2252.8 6693.0
6.7 2286.8 6790.2
6.75 2321.1 6888.1
6.8 2355.6 6986.7

6.85 2390.3 7086.1
6.9 2425.4 7186.1
6.95 2460.6 7286.9
7 2496.2 7388.5
7.05 2532.0 7490.7
7.1 2568.0 7593.7
Attachment 25
Page 25 of 33
7.15 2604.3 7697.4

7.2 2640.9 7801.9
7.25 2677.7 7907.0
7.3 2714.7 8012.9
7.35 2752.0 8119.5
7.4 2789.6 8226.9
7.45 2827.4 8335.0
7.5 2865.5 8443.8
7.55 2903.8 8553.3
7.6 2942.4 8663.6
7.65 2981.3 8774.6
7.7 3020.4 8886.3
7.75 3059.7 8998.7
7.8 3099.3 9111.9
7.85 3139.2 9225.8
7.9 3179.3 9340.4
7.95 3219.7 9455.8
8 3260.3 9571.9
Attachment 25
Page 26 of 33
Table 2.29.2(b)
Minimum and Maximum Stopping Distances for Type B Car Safeties With Rated Load, and Type B
Counterweight Safeties With No Load in the Car
Imperial Units
Stopping Distances Stopping Distances Stopping Distances

Rated Minimum Maximum Rated Minimum Maximum Rated Minimum Maximum
Speed Speed Speed
ft/min in. in. ft/min in. in. ft/min in. in.
175 1.59 14.61 690 24.64 80.49 1390 100.01 295.81
185 1.77 15.14 695 25 81.51 1400 101.45 299.94
195 1.97 15.7 700 25.36 82.54 1410 102.9 304.09
200 2.07 16 705 25.73 83.58 1420 104.37 308.28
205 2.18 16.29 710 26.09 84.63 1430 105.84 312.49
210 2.28 16.6 715 26.46 85.68 1440 107.33 316.73
215 2.39 16.92 720 26.83 86.74 1450 108.83 321.01
220 2.51 17.24 725 27.21 87.81 1460 110.33 325.31
225 2.62 17.57 730 27.58 88.89 1470 111.85 329.65
230 2.74 17.9 735 27.96 89.97 1480 113.37 334.01
235 2.86 18.25 740 28.34 91.06 1490 114.91 338.4
240 2.98 18.6 745 28.73 92.16 1500 116.46 342.82
245 3.11 18.96 750 29.11 93.27 1510 118.02 347.27
250 3.23 19.32 755 29.5 94.38 1520 119.59 351.75
255 3.37 19.7 760 29.9 95.5 1530 121.16 356.26
260 3.5 20.08 765 30.29 96.63 1540 122.75 360.8
265 3.63 20.47 770 30.69 97.76 1550 124.35 365.37
270 3.77 20.86 775 31.09 98.9 1560 125.96 369.97
275 3.91 21.26 780 31.49 100.05 1570 127.58 374.6
280 4.06 21.67 785 31.9 101.21 1580 129.21 379.26
285 4.2 22.09 790 32.3 102.38 1590 130.85 383.95
290 4.35 22.52 795 32.71 103.55 1600 132.51 388.67
295 4.5 22.95 800 33.13 104.73 1610 134.17 393.41
300 4.66 23.39 805 33.54 105.91 1620 135.84 398.19
305 4.81 23.84 810 33.96 107.11 1630 137.52 403.00
310 4.97 24.29 815 34.38 108.31 1640 139.21 407.83
315 5.14 24.75 820 34.8 109.52 1650 140.92 412.70
320 5.3 25.22 825 35.23 110.73 1660 142.63 417.59
325 5.47 25.7 830 35.66 111.96 1670 144.35 422.52
330 5.64 26.18 835 36.09 113.19 1680 146.09 427.47
335 5.81 26.68 840 36.52 114.43 1690 147.83 432.46
340 5.98 27.18 845 36.96 115.67 1700 149.59 437.47
Attachment 25
Page 27 of 33
345 6.16 27.68 850 37.4 116.93 1710 151.35 442.51

350 6.34 28.2 855 37.84 118.19 1720 153.13 447.58
355 6.52 28.72 860 38.28 119.46 1730 154.91 452.69
360 6.71 29.25 865 38.73 120.73 1740 156.71 457.82
365 6.9 29.78 870 39.18 122.01 1750 158.51 462.98
370 7.09 30.33 875 39.63 123.3 1760 160.33 468.17
375 7.28 30.88 880 40.08 124.6 1770 162.16 473.39
380 7.47 31.43 885 40.54 125.91 1780 164.00 478.64
385 7.67 32 890 41 127.22 1790 165.84 483.92
390 7.87 32.57 895 41.46 128.54 1800 167.70 489.23
395 8.08 33.15 900 41.93 129.87 1810 169.57 494.57
400 8.28 33.74 905 42.39 131.2 1820 171.45 499.94
405 8.49 34.34 910 42.86 132.54 1830 173.34 505.33
410 8.7 34.94 915 43.33 133.89 1840 175.24 510.76
415 8.91 35.55 920 43.81 135.25 1850 177.15 516.22
420 9.13 36.17 925 44.29 136.61 1860 179.07 521.70
425 9.35 36.79 930 44.77 137.99 1870 181.00 527.22
430 9.57 37.42 935 45.25 139.36 1880 182.94 532.77
435 9.79 38.06 940 45.73 140.75 1890 184.89 538.34
440 10.02 38.71 945 46.22 142.15 1900 186.85 543.95
445 10.25 39.36 950 46.71 143.55 1910 188.83 549.58
450 10.48 40.03 955 47.21 144.96 1920 190.81 555.24
455 10.72 40.7 960 47.7 146.37 1930 192.80 560.94
460 10.95 41.37 965 48.2 147.79 1940 194.80 566.66
465 11.19 42.06 970 48.7 149.23 1950 196.82 572.41
470 11.43 42.75 975 49.2 150.66 1960 198.84 578.20
475 11.68 43.45 980 49.71 152.11 1970 200.87 584.01
480 11.93 44.15 990 50.73 155.02 1980 202.92 589.85
485 12.18 44.87 995 51.24 156.49 1990 204.97 595.72
490 12.43 45.59 1000 51.76 157.97 2000 207.04 601.62
495 12.68 46.32 1005 52.28 159.45 2010 209.11 607.55
500 12.94 47.05 1010 52.8 160.94 2020 211.20 613.51
505 13.2 47.79 1020 53.85 163.94 2030 213.30 619.50
510 13.46 48.54 1030 54.91 166.97 2040 215.40 625.52
515 13.73 49.3 1040 55.98 170.03 2050 217.52 631.57
520 14 50.07 1050 57.07 173.12 2060 219.65 637.65
525 14.27 50.84 1060 58.16 176.24 2070 221.79 643.75
530 14.54 51.62 1070 59.26 179.39 2080 223.93 649.89
535 14.81 52.41 1080 60.37 182.57 2090 226.09 656.06
540 15.09 53.2 1100 62.63 189.02 2100 228.26 662.25
Attachment 25
Page 28 of 33
545 15.37 54.01 1110 63.77 192.29 2110 230.44 668.48

550 15.66 54.82 1120 64.93 195.59 2120 232.63 674.74
555 15.94 55.63 1130 66.09 198.91 2130 234.83 681.02
560 16.23 56.46 1140 67.27 202.27 2140 237.04 687.34
565 16.52 57.29 1150 68.45 205.66 2150 239.26 693.68
570 16.82 58.13 1160 69.65 209.07 2160 241.49 700.05
575 17.11 58.97 1170 70.85 212.52 2170 243.73 706.46
580 17.41 59.83 1180 72.07 216 2180 245.98 712.89
585 17.71 60.69 1190 73.3 219.5 2190 248.25 719.35
590 18.02 61.56 1200 74.53 223.03 2200 250.52 725.84
595 18.32 62.44 1210 75.78 226.6 2210 252.80 732.37
600 18.63 63.32 1220 77.04 230.19 2220 255.09 738.92
605 18.95 64.21 1230 78.31 233.82 2230 257.40 745.50
610 19.26 65.11 1240 79.59 237.47 2240 259.71 752.11
615 19.58 66.01 1240 79.59 237.47 2250 262.03 758.75
620 19.9 66.93 1250 80.87 241.15 2260 264.37 765.42
625 20.22 67.85 1260 82.17 244.86 2270 266.71 772.12
630 20.54 68.78 1270 83.48 248.6 2280 269.07 778.85
635 20.87 69.71 1280 84.8 252.38 2290 271.43 785.60
640 21.2 70.65 1290 86.13 256.18 2300 273.81 792.39
645 21.53 71.6 1300 87.47 260.01 2310 276.20 799.21
650 21.87 72.56 1310 88.83 263.87 2320 278.59 806.06
655 22.21 73.53 1320 90.19 267.76 2330 281.00 812.93
660 22.55 74.5 1330 91.56 271.67 2340 283.42 819.84
665 22.89 75.48 1340 92.94 275.62 2350 285.84 826.78
670 23.23 76.47 1350 94.33 279.6 2360 288.28 833.74
675 23.58 77.46 1360 95.73 283.61 2370 290.73 840.74
680 23.93 78.46 1370 97.15 287.65 2380 293.19 847.76
685 24.29 79.47 1380 98.57 291.71 2390 295.66 854.82
2400 298.14 861.90
Table 2.29.2(b)
Minimum and Maximum Stopping Distances for Type B Car Safeties With Rated Load, and Type B
Counterweight Safeties With No Load in the Car
SI Units
Stopping Distances Stopping Distances Stopping Distances

Rated Minimum Maximum Rated Minimum Maximum Rated Minimum Maximum
Speed Speed Speed
Attachment 25
Page 29 of 33
0.75 28.70 337.90 4.60 1077.90 3336.10 8.40 3594.50 10526.74

0.87 38.60 366.20 4.65 1101.50 3403.40 8.45 3637.42 10649.38
1.00 50.90 401.60 4.70 1125.30 3471.40 8.50 3680.59 10772.74
1.05 56.20 416.50 4.75 1149.40 3540.20 8.55 3724.02 10896.83
1.10 61.60 432.10 4.80 1173.70 3609.70 8.60 3767.70 11021.65
1.15 67.40 448.50 4.85 1198.30 3679.90 8.65 3811.64 11147.19
1.20 73.40 465.60 4.90 1223.10 3750.90 8.70 3855.83 11273.47
1.25 79.60 483.40 4.95 1248.20 3822.60 8.75 3900.28 11400.47
1.30 86.10 502.00 5.00 1273.60 3895.00 8.80 3944.98 11528.20
1.35 92.80 521.30 5.05 1299.20 3968.20 8.85 3989.94 11656.66
1.40 99.80 541.30 5.15 1351.10 4116.60 8.90 4035.15 11785.84
1.45 107.10 562.00 5.20 1377.50 4192.00 8.95 4080.62 11915.75
1.50 114.60 583.50 5.25 1404.10 4268.00 9.00 4126.34 12046.39
1.55 122.40 605.70 5.30 1431.00 4344.80 9.05 4172.31 12177.76
1.60 130.40 628.60 5.35 1458.10 4422.30 9.10 4218.54 12309.86
1.65 138.70 652.30 5.40 1485.50 4500.50 9.15 4265.03 12442.68
1.70 147.20 676.70 5.45 1513.10 4579.50 9.20 4311.77 12576.23
1.75 156.00 701.80 5.50 1541.00 4659.20 9.25 4358.76 12710.51
1.80 165.10 727.60 5.55 1569.20 4739.60 9.30 4406.01 12845.52
1.85 174.40 754.20 5.65 1626.20 4902.70 9.35 4453.52 12981.25
1.90 183.90 781.50 5.70 1655.10 4985.30 9.40 4501.27 13117.72
1.95 193.70 809.50 5.75 1684.30 5068.60 9.45 4549.29 13254.91
2.00 203.80 838.20 5.80 1713.70 5152.70 9.50 4597.55 13392.83
2.05 214.10 867.70 5.85 1743.40 5237.40 9.55 4646.08 13531.47
2.10 224.70 897.90 5.90 1773.30 5323.00 9.60 4694.85 13670.85
2.15 235.50 928.90 5.95 1803.50 5409.20 9.65 4743.89 13810.95
2.20 246.60 960.50 6.00 1833.90 5496.20 9.70 4793.17 13951.78
2.25 257.90 992.90 6.05 1864.60 5583.90 9.75 4842.72 14093.34
2.30 269.50 1026.00 6.10 1895.60 5672.30 9.80 4892.51 14235.62
2.35 281.30 1059.90 6.15 1926.80 5761.50 9.85 4942.56 14378.63
2.40 293.40 1094.40 6.20 1958.20 5851.30 9.90 4992.87 14522.38
2.45 305.80 1129.70 6.25 1989.90 5942.00 9.95 5043.43 14666.84
2.50 318.40 1165.80 6.30 2021.90 6033.30 10.00 5094.24 14812.04
2.55 331.30 1202.50 6.35 2054.10 6125.40 10.05 5145.31 14957.97
2.60 344.40 1240.00 6.40 2086.60 6218.20 10.10 5196.64 15104.62
2.65 357.70 1278.20 6.45 2119.30 6311.70 10.15 5248.22 15252.00
2.70 371.40 1317.10 6.50 2152.30 6405.90 10.20 5300.05 15400.10
2.75 385.30 1356.80 6.55 2185.60 6500.90 10.25 5352.14 15548.94
2.80 399.40 1397.20 6.60 2219.10 6596.60 10.30 5404.48 15698.50
2.85 413.80 1438.30 6.65 2252.80 6693.00 10.35 5457.08 15848.79
2.90 428.40 1480.20 6.70 2286.80 6790.20 10.40 5509.93 15999.81
2.95 443.30 1522.70 6.75 2321.10 6888.10 10.45 5563.04 16151.56
3.00 458.50 1566.00 6.80 2355.60 6986.70 10.50 5616.40 16304.03
3.05 473.90 1610.10 6.85 2390.30 7086.10 10.55 5670.02 16457.24
3.10 489.60 1654.80 6.90 2425.40 7186.10 10.60 5723.89 16611.17
Attachment 25
Page 30 of 33
3.15 505.50 1700.30 6.95 2460.60 7286.90 10.65 5778.02 16765.83

3.20 521.70 1746.50 7.00 2496.20 7388.50 10.70 5832.40 16921.21
3.25 538.10 1793.50 7.05 2532.00 7490.70 10.75 5887.04 17077.32
3.30 554.80 1841.20 7.10 2568.00 7593.70 10.80 5941.93 17234.17
3.35 571.70 1889.60 7.15 2604.30 7697.40 10.85 5997.07 17391.74
3.40 588.90 1938.70 7.20 2640.90 7801.90 10.90 6052.47 17550.03
3.45 606.30 1988.50 7.25 2677.70 7907.00 10.95 6108.13 17709.06
3.50 624.00 2039.10 7.30 2714.70 8012.90 11.00 6164.03 17868.81
3.55 642.00 2090.40 7.35 2752.00 8119.50 11.05 6220.20 18029.29
3.60 660.20 2142.50 7.40 2789.60 8226.90 11.10 6276.62 18190.50
3.65 678.70 2195.20 7.45 2827.40 8335.00 11.15 6333.29 18352.43
3.70 697.40 2248.70 7.50 2865.50 8443.80 11.20 6390.22 18515.10
3.75 716.40 2302.90 7.55 2903.80 8553.30 11.25 6447.40 18678.49
3.80 735.60 2357.90 7.60 2942.40 8663.60 11.30 6504.84 18842.61
3.85 755.10 2413.60 7.65 2981.30 8774.60 11.35 6562.53 19007.46
3.90 774.80 2470.00 7.70 3020.40 8886.30 11.40 6620.48 19173.03
3.95 794.80 2527.10 7.75 3059.70 8998.70 11.45 6678.68 19339.33
4.00 815.10 2585.00 7.80 3099.30 9111.90 11.50 6737.14 19506.36
4.05 835.60 2643.60 7.85 3139.20 9225.80 11.55 6795.85 19674.12
4.10 856.30 2702.90 7.90 3179.30 9340.40 11.60 6854.81 19842.61
4.15 877.40 2762.90 7.95 3219.70 9455.80 11.65 6914.03 20011.82
4.20 898.60 2823.70 8.00 3260.30 9571.90 11.70 6973.51 20181.76
4.25 920.10 2885.20 8.05 3301.20 9688.68 11.75 7033.24 20352.43
4.30 941.90 2947.40 8.10 3342.33 9806.22 11.80 7093.22 20523.83
4.35 964.00 3010.40 8.15 3383.72 9924.49 11.85 7153.46 20695.96
4.40 986.20 3074.00 8.20 3425.37 10043.48 11.90 7213.96 20868.81
4.45 1008.80 3138.50 8.25 3467.27 10163.21 11.95 7274.71 21042.39
4.50 1031.60 3203.60 8.30 3509.42 10283.66 12.00 7335.71 21216.70
4.55 1054.60 3269.50 8.35 3551.83 10404.84
Rationale: for new table 2.29.2(b): Provide more detailed measurement for allowable stopping distance for type B
safeties and includes SI units.
TABLE 2.29.2(c) GRADUAL WEDGE CLAMP SAFETY (FOR ELEVATORS INSTALLED PRIOR TO
1955)
TABLE 2.29.2(d) FLEXIBLE GUIDE CLAMP SAFETY (FOR ELEVATORS INSTALLED PRIOR TO 1955)
TABLE 2.29.2(e) WEDGE CLAMP SAFETY (CONSTANT RETARDING FORCE) (FOR ELEVATORS
INSTALLED PRIOR TO 1955)
Rationale: for change to table headings: To clarify that these do not apply to elevator installed under 1955 and
later editions of the code.
(7) Generally, it will not be possible to inspect the safety due to the location of the car; therefore, the safety must
be released. To do this on other than drum operated Type B safeties, have move the car or counterweight moved,
whichever is being tested, in the up direction. On drum operated safeties, after checking for at least three turns of rope
Attachment 25
Page 31 of 33
remaining on the drum, have wind in the safety drum rope wound in while a second person is standing on top of the
car holding back on the rope. To complete the winding, have insert the governor rope attachment inserted into the
releasing carrier. Have Move the car, or counterweight moved, and measure the safety slide mark on the rails. The
stopping distance is the average length of the continuous marks on all four rail faces after deducting the length of the
safety jaw or wedge. See Item 2.29.2.1(fe) for a detailed description of measuring safety slide marks.
(8) The stopping distance must be within the range shown in Table 2.29.2(b). The maximum and minimum
stopping distance permitted is determined by the speed at which the governor was tripped. This speed can be
determined by using a hand held tachometer, the controller readout or service tool.
(9) Check the rails and have elevator personnel dress any scored surface. Also, check for any loose rail or bracket
fastenings.
(10) To inspect a car safety, have move the car moved to a convenient height above the pit floor. A counterweight
safety can be inspected from the car top. Examine all parts of the equipment to determine if any are broken or out of
order. Be sure that the ropes are in their sheave grooves and are properly wound on the drum. Be sure that the safety
has returned to the normal running position
(11) After the safety tests are complete have the person(s) performing the test complete the following:
(a) remove all jumpers
(b)Eexamine the tracking of all suspension means and governor ropes
(c)Rrelease compensating sheave tie-down compensation means device and examine it for condition.
(d) remove any tie downs that wasere wrapped on the car or counterweight safety lift lever
(e) readjust the safety-mechanism switch to its normal operating position
(12) Ensure the required test tags are installed and that the Periodic Test Record required by 8.6.1.7.2 is
completed.
(fe) Determination of Slide on the Guide Rails for Type B Safeties
(1) General. Following a safety test, there is often considerable difficulty in determining the actual slide of the
safety jaws on the guide rails. In the case of a well-lubricated rail, the first action of the closing safety jaws is to
squeeze out the film of oil or grease. This area of reduced lubrication is often mistaken for part of the mark but should
not be included in the measured sliding distance. Start the measurement at the point where actual contact is made by
a safety jaw on the guide rail and is generally indicated by a slight roughening along the line of travel of the safety
jaw. This has a somewhat different color; the guide rail looks gray in contrast with the polished surface.
(2) Effect of Illumination. The angle of illumination and the position of the observer have much to do with the
ease with which the marks may be identified. The marks showing in Figs. 2.29.2(a) and 2.29.2(b) are the same marks
viewed from the same position with identical exposures but with the illumination changed from 60 deg with the light
level with the end of the marks, to 45 deg with the light considerably below the marks. Often it is possible to pick up
the marks with the light source almost in line with the face of the guide rail.
(3) Marks on Dry Guide Rails. When the guide rail is dry, as is the case with roller guides, the mark may be very
difficult to determine as there is no disturbed film of lubricant to aid in its location. However, by carefully adjusting
the position of the light source and changing the angle of vision, it is generally possible to determine the point at which
the mark starts. Once this is determined use a felt pen or other means to mark it for easy identification during
measuring.
(4) Determination of Final Position of Safety Jaws. As the safety jaws tend to bite more deeply into the guide rail
after full application, even with types where the pressure of the safety jaws on the guide rail is designed to remain
constant, there is little difficulty, as a rule, in determining the final position of the safety jaws. Where the guide rails
are lubricated, the terminal mark may generally be indicated by the piling up of oil or grease below the safety shoe;
frequently the entire print of the shoe or gib may be seen on the guide rail in the final stop position.
(5) Interrupted Marks. It occasionally happens that the safety jaws will come in contact with the guide rail and
leave a mark for a certain distance, and then the mark will be lost for a distance of a few inches or perhaps a foot. This
may be due to several causes, among them slight deviations in the alignment of the guide rails, variations in thickness,
or the sudden engagement of the governor rope by the governor, with a following jump of the governor rope that will
permit the safety jaws to clear for a small fraction of a second. In no case should these preliminary marks be considered
in the measurement of the slide. Measure the slide from the highest point of the continuous marking only.
(6) Measurement of Stopping Distance. Determine the stopping distance by measuring the length of the marks
made by the safety on both sides of each guide rail, deducting the length of the safety jaw or wedge, and taking the
average of the four measurements.

Category 1 test as specified in 2.29.2.1(a) above
Attachment 25
Page 32 of 33
Category 5 test as specified in 2.29.2.1(ed) above
2.29.3 Acceptance Test of Governor and Safeties

Conduct the periodic inspection in Item 5.8 and category 1 test prior to this test.
(a) Type A governor-operated car safeties. Have the person(s) performing the test complete the following:
(1). Jump the governor operated switches for both the car and counterweight governors
(2). Do not jump the switch operated by the car safety mechanism. but relocate it where possible to operate as
late as possible.
(3). Prevent operation of the emergency brake required by 2.19.3.
(4). Place the rated load in the car
(5). Operate the car at its normal speed in the down direction and manually tripping the governor. Type A governor
operated counterweight safeties
Ensure the tTest is performed as outlined above except with no load in the car.
Have elevator personnel tTest the inertia application of type A safeties by placing the test weight on the governor
rope as shown in ASME A17.1/CSA B 44 Appendix M. The governor and safety system manufacturer should
furnish the required weight and the weight per unit length of governor rope. (lb. per foot or KG per meter) Measure
the length of the governor rope from the bottom center of the tension sheave to the top center of the governor sheave.
Multiply this length by the weight per unit length and add to the weight for the inertia of the governor and tension
sheave. Have Place the elevator car or counterweight (whichever is being tested) positioned at a height above the pit
to provide access to the governor rope and observe the safety jaws. Have Attach this weight attached to the back of
the governor rope using a midline rope connector or other means that will not damage the rope. Ensure personnel use
caution to Do not allow the weight to drop or jerk the rope but slowly apply the down force to the rope. This should
cause the safety jaws or mechanism to firmly contact the guiderails.
Rationale: Add procedure for acceptance test of inertia application of type A safeties.
Have elevator personnel test Type A safeties without governors that are operated as a result of the breaking or
slackening of the hoisting ropes shall be tested by obtaining the necessary slack rope to cause them to function. the
installer should provide the test procedure to be use and these should be part of the Maintenance Control Program.
After ensuring that all safety precautions are observed have personnel performing the test, safely support the car with
rigging capable of raising or lowering the car. Use this means to raise the car in order to develop slack suspension
means, then lower the car to allow the car to come to rest on its safeties against the rails and ensure that slack
suspension means is observed. Observing safe work practices have the persons performing the test take up the slack
suspension means and remove the rigging after ensuring the car is safely supported on its suspension means. The test
Rationale: The procedures for these tests may require unique procedures and or equipment.
(b) Type B and Type C safeties on electric elevators are tested at the governor tripping speed. Follow the procedure
outlined in 2.29.2.1(ed). Have the gradually increase the speed of the car gradually increased until the governor trips
causing application of the safety. For type B safeties determine that the stopping distance is in compliance with the
maximum and minimum slide distances for the speed at which the safety tripped. (see Table 2.29.2(b). The
counterweight safeties are tested with no load in the car. On elevators equipped with AC driving machine motors, or
drives that cannot be adjust to overspeed and where the car with its rated load does not cause sufficient overspeed
when the machine brake is released to trip the governor the safeties is are permitted to be tested by operating the car
or counterweight at the highest controlled speed in the down direction and manually tripping the governor.
Rationale: Some drives will not allow over speeding the elevator and they may might not over speed sufficiently to
cause the governor to trip when the brake is released.
(c) Counterweight safeties must be tested with no load in the car following the procedure detailed in 2.29.3.1 (a)
and (b) above.
Attachment 25
Page 33 of 33

The acceptance test for hydraulic elevators is the same as the Category 5 test [see Item 2.29.2.2. (2.29.2.1(ed) for
procedures.
Rationale: It is not practical and in some instance not possible to overspeed a hydraulic elevator.
2.29.4 References
2.29.4.1 Electric Elevators. A17.1d2000 and earlier editions Sections 205 and 1306, Table 205.3, and Rules
1001.2(b)(29), 1002.2b, 1002.3a, 1003.2, 1202.6 and Appendix A.
A17.12000 and later editions Requirements 2.17 and 8.2.6, Table 2.17.3, and Requirements 8.11.2.1.2(cc),
8.11.2.2.2, 8.11.2.3.1, 8.10.2.2, 8.7.2.18 and Appendix M.
A17.3 Sections 3.5 and 3.6 and para. 3.10.4(m).
Rationales:
c. To improve and clarify procedure for safety testing
d. Additional specific rationales are inserted after several proposed revisions.
Attachment 26
Page 1 of 15
TN 14-1906 (Inspections)
TN 14-1906

Proposal for Review and Comment Ballot (#14-2585)

Opened: October 28, 2014 Closed: November 26, 2014
Proposed Revision to A17.1, Requirements 8.6.4.19.2, 8.6.4.20.1 Safeties:
Category 1
8.6.4.19.2 Safeties
(a) Examinations. All working parts of car and counterweight safeties shall be examined to determine that they
are in satisfactory operating condition and that they conform to the applicable requirements of 8.7.2.14 through
8.7.2.28 (see 2.17.10 and 2.17.11). Check the level of the oil in the oil buffer and the operation of the buffer
compression-switch on Type C safeties.
(b) Tests. Safeties shall be subjected to the following tests with no load in the car:
(1) Type A, B, or C governor-operated safeties shall be operated by manually tripping the governor with the
car operating at the slowest operating speed in the down direction. The switch operated by the car safety
mechanism shall, for the duration of the test, be temporarily adjusted to open as close as possible to the position
at which the car safety mechanism is in the fully applied position. It the governor is equipped with a switch that
operates when the governor is manually tripped it must be jumped out. Where application of the emergency
brake required by 2.19.3, is caused either by the switch on the safety mechanism or speed from the controller
it shall be disabled to prevent it assistance in stopping.
In this test, the safety shall bring the car to rest promptly. In the case of Type B safeties, the stopping distance
is not required to conform to 2.17.3.
In the case of Type C safeties, full oil buffer compression is not required. In the case of Type A, B, or C safeties
employing rollers or dogs for application of the safety, the rollers or dogs are not required to operate their full
travel (Item 2.29.2.1).
(2) Governor-operated wood guide-rail safeties shall be tested by manually tripping the governor with the car
at rest and moving the car in the down direction until it is brought to rest by the safety and the hoisting ropes
slip on traction sheaves or become slack on winding drum sheaves [Item 2.29.2(d)].
(3) Type A and wood guide-rail safeties without governors which are operated as a result of the breaking or
slackening of the hoisting ropes shall be tested by obtaining the necessary slack rope to cause it to function
(Item 2.29.2.1).
Category 5
8.6.4.20.1 Car and Counterweight Safeties. Types A, B, and C car and counterweight safeties shall be tested in
accordance with 8.6.4.20.1(a) or subject to approval by the authority having jurisdiction with 8.6.4.20.1(b).
(a) Rated Load and Rated Speed Test. Car safeties, except those operating on wood guide rails, and their
governors, shall be tested with rated load in the car. Counterweight safety tests shall be made with no load in the
car. The car speed at which the governor trips shall be determined by means of a hand held tachometer or other
device designed to measure car speed including controllers, service tools and accelerometers Tests shall be made
by tripping the governor by hand at the rated speed. The switch operated by the car safety mechanism shall, for
the duration of the test, be temporarily adjusted to open as close as possible to the position at which the car safety
mechanism is in the fully applied position. It the governor is equipped with a switch that operates when the
governor is manually tripped it must be jumped out. The emergency brake required by 2.19.3 shall be disabled to
prevent it from operating during this test. Since the counterweight safety does not have a safety operated switch,
the emergency stop switch at the controller must be opened as soon as the elevator stops to minimize slack rope
and fallback of the car. The following operational conditions shall be checked (Item 2.29.2):
Attachment 26
Page 2 of 15
(1) Type B safeties shall stop the car with the rated load within the required range of stopping distances for
which the governor is tripped (Item 2.29.2) and the level of the platform checked for conformance to 2.17.9.2.
(2) For Type A safeties and Type A safety parts of Type C safeties, there shall be sufficient travel of the safety
rollers or dogs remaining after the test to bring the car and its rated load to rest on safety application at governor
tripping speed. The level of the platform shall be checked for conformance to 2.17.9.2.
(b) Alternative Test Method for Car Safeties. The alternative test methods shall comply with 8.6.11.10 and the
following:
(1) The testing of safeties with any load in the car, centered on each quarter of the platform symmetrically with
relation to the centerlines of the platform from no load up to rated load, and at not less than rated speed shall
be permitted provided that
(a) when the alternative test is performed, the test shall stop the car and verify that the safeties will be capable
of stopping an overspeeding car in accordance with the requirements of Section 2.17 applicable to the specific
classification of safeties, and
(b) when applied, the method shall verify that the safeties perform or are capable of performing in compliance
with 8.6.4.20.1(a) and the platform shall not be out of level more than 30 mm/m (0.36 in./ft) in any direction.
(2) The Periodic Test Record shall be completed and installed as required by 8.6.1.7.2 .
Rationales:
a. Clarify condition of governor and safety switches during tests. Tests have shown that due to time delay in
application of the driving machine brake it has minimum impact on the stopping distance.
b. Controller, service tools and accelerometers can provide accurate speed readings.
c. A properly operating emergency brake would prevent application of the car or counterweight safety.
Therefore it should not be allowed to operate during the test.
d. Counterweight safeties do not have a switch operated by the safety mechanism therefore the control circuit
must be opened manually to stop the elevator. The mainline disconnect should not be used for this purpose
because the risk of arc-flash is increased when it is opened under load.
e. Revised Table 2.29.2(b) in A17.2 give the maximum and minimum stopping distance for actual speed in 5
ft/min. increments for speed through 1000 ft/min and 10ft/min increments up through 1600 ft/min. and mm
in increment of 0.05 m/s through 8 m/s
Proposed Revision to A17.1, Requirement 8.10.2.2.2 (ii) Car and Counterweight Safeties:
8.10.2.2.2 (ii) Car and Counterweight Safeties (Item 2.29)

(1) General Requirements for Types A, B, and C Safeties. The following requirements apply to the acceptance
tests of Types A, B, and C safeties (Item 2.29):
(a) Car safeties shall be tested with rated load in the car. In making the test of car safeties, the load shall be
centered on each quarter of the platform symmetrically with respect to the centerlines of the platform.
Counterweight safeties, where provided, shall be tested with no load in the car.
(b) The car speed at which the governor trips shall be determined by means of a tachometer or other device
designed to measure car speed including controllers, service tools and accelerometers. (c)The governor tripping
speed shall be adjusted within the range specified in 2.18.2.and the means of adjustment shall be sealed.
(d) The operation of the governor overspeed switch and the car safety-mechanism switch shall be tested to
determine conformance with 2.18.4 and 2.17.7.
(e) After the safety has stopped the car, the level of the car platform shall be checked to determine conformance
with 2.17.9.2.
(f) A metal tag with the rule number, test date, and name of the person/firm performing the test shall be attached
to the releasing carrier or where the governor rope attaches to the safetyThe permanent test record required by
8.10.1.1.5 shall be completed.
(2) Type A Governor-Operated Safeties
(a) Type A governor-operated safeties shall be tested by operating the car at its rated speed in the down direction
and manually tripping the governor jaws. A test shall also be made of the inertia application of the safety to
determine conformance with 2.17.8.1, by attaching the proper weight to the return run of the governor rope.
The manufacturer shall inform the person making the test of the weight necessary to be added to the governor
rope when making the inertia application test. This weight shall be that necessary to reproduce inertia operation
of the safety at not more than 910 gravity. The inertia application test shall be made with the car stationary,
Attachment 26
Page 3 of 15
and the weight, when released, shall move the safety parts into contact with the rails. See Nonmandatory
Appendix M, Fig. M-1, for location of weight to be attached to the governor rope when making the inertia test.
Inertia application of the safety on the Type A auxiliary safety plank of Type C safeties is not required.
(b) If means other than inertia application of the safety is provided, such means shall be tested in an appropriate
manner to ensure that the safety will apply without appreciable delay under free-fall condition and that the
safety application is independent of the location of the break in the hoisting ropes.
(3) Type A Safeties Without Governors. Type A safeties without governors that are operated only as a result of
the breaking or slackening of the suspension ropes shall be tested by obtaining the necessary slack rope to cause
it to function.
(4) Types B and C Safeties
(a) Types B and C safeties shall be subjected to an overspeed test, with the suspension ropes attached, by
gradually increasing the speed of the car until the governor causes application of the safety. Safeties of elevators
equipped with AC driving machine Motors, or other systems that cannot be adjusted to overspeed and where
the car with its rated load does not cause sufficient overspeed to trip the governor when the machine brake is
released , the test shall made by operating the car at its rated speed in the down direction and manually tripping
governor; see 8.10.2.2.2(hh) for test of governor tripping speed.
(b) The overspeed switch on both the car and counterweight governors shall be inoperative during the overspeed
test. In order to ensure that the safety will retard the car with the minimum assistance from the elevator driving
machine and minimize the development of slack rope and fallback of the counterweight, the switch on the car
operated by the car safety mechanism shall, for the duration of the test, be temporarily adjusted to open as close
as possible to the position at which the car safety mechanism is in the fully applied position. Since the
counterweight safety does not have a safety operated switch, the emergency stop switch at the controller must
be opened as soon as the elevator stops to minimize slack rope and fallback of the car. Where application of
the emergency brake required by 2.19.3, is caused either by the switch on the safety mechanism or speed from
the controller it shall be disabled to prevent it assistance in stopping.
(c) The stopping distances for Type B safeties shall conform to 2.17.3, and shall be determined by measuring
the length of the marks made by the safety jaws or wedges on both sides of each car guide rail, deducting the
length of the safety jaw or wedge used, and taking the average of the four readings. The maximum and minimum
stopping distances shown in table 2.17.3 are for the maximum car governor tripping speed. Therefore these
may not match the actual tripping speed of the governor. Table 2.29.2(b) in A17.2 is recommended.
(d) For Type B safeties, the movement of the governor rope to operate the safety mechanism shall be tested to
determine conformance with 2.17.11.
(e) For Type C safeties, the stopping distance shall be equal to the stroke of the buffer located between the
lower member of the car frame and the auxiliary safety plank, and shall conform to 2.17.8.2. After the safety
has stopped the car, the level of the auxiliary safety plank shall be checked to determine conformance with
2.17.8.2.6.
(f) For Type C safeties, the buffer compression switch and oil level devices shall be tested to determine
conformance with 2.17.8.2.7 and 2.17.8.2.8.
Rationales:
a. Clarify condition of governor and safety switched during tests. Tests have shown that due to time delay in
application of the driving machine brake it has minimum impact on the stopping distance.
c. Some modern AC drives do not allow for over speeding the elevators. Therefore the only way that can be
tested is by releasing the brake or at rated speed.
d. Both the car and counterweight safety over speed switches need to be made inoperative to assure they do not
cause early application of the brake.
e. A properly operating emergency brake would prevent application of the car or counterweight safety.
f. Counterweight safeties do not have a switch operated by the safety mechanism therefore the control circuit
must be opened manually to stop the elevator. The mainline disconnect should not be used for this purpose
because the risk of arc-flash is increased when it is opened under load.
g. Revised Table 2.29.2(b) in A17.2 give the maximum and minimum stopping distance for actual speed in 5
ft/min. increments for speed through 1000 ft/min and 10ft/min increments up through 1600 ft/min. and mm
in increment of 0.05 m/s through 8 m/s
Attachment 26
Page 4 of 15

Proposed Revision to A17.1, Table 2.17.3 Title:
Table 2.17.3 Maximum and Minimum Stopping Distances for Type B Car Safeties with Rated Load at
Maximum Car Governor Tripping speed.
Rationale: for change title of table 2.17.3: The counterweight governor is allowed to trip up to 10 percent higher
than that car governor. Therefore this table is not correct for counterweight safeties.
Proposed Revision to A17.1, New Figure 5.8.1 Showing Minimum Distance between Safety Jaws:
SAFETY GUIDE RAIL

Gripping face
Minimum clearance
between the
Minimum clearance Safety Gripping face
between safety jaw and guide rail
equal to thickness of 1.5 mm (0.06 in.)
rail plus 3.5 mm (0.14 in.)
Force sufficient to remove
all clearance between
guide shoe assemble
and guide rail
Guide Shoe Assemble
SAFETY GRIPPING FACE AND GUIDE RAIL MINIMUM CLEARANCE

ASME A17.1/CSA B44 2.17.10 ( 205.10)
Copyright McCain Engineering 1998
Proposed Figure 5.8.1

Rationale: To provide assistance to the inspector on measuring clearance.
A17 Inspections and MDC Committees Comments Responses
L. Bialy (A17 MDC - Comment):

technology systems.
C. Buckley (A17 Inspections - Comment):

technology systems.
Attachment 26
Page 5 of 15

J. Filippone (A17 Inspections - Comment):

A very good proposal. However I have some concerns/comments:
1. 8.6.4.19.2(b)- In my opinion relocating the SOS for the test adds 1. Accepted. See revised proposal.
little effect on the slide) but adds hazards (e.g. incorrect adjustment
after the test). Furthermore, not adjusting the SOS for the test will
produce real life results versus modified results. I suggest revising the
proposal and A17.2 accordingly.
2. 8.6.4.20.1(a)- Same comment as for 8.6.4.19.2(b). 2. Accepted. See revised proposal.
3. Rationale (d) and (e) for the Category 1 and 5 tests do not agree with 3. Accepted. See revised proposal.
the revisions for Category 1 and 5 tests. Revise accordingly.
4. 8.10.2.2.2(ii)(3)- Add details on how to properly and safely create

slack rope. This is important as slack rope safeties are much less
common than governor operated safeties and can be difficult to test on
traction elevators.
5. 8.10.2.2.2(ii)(4)(a)- The requirement covers driving machines that

cant be adjusted for overspeed and where the car with rated load does
not cause sufficient overspeed to trip the governor when the brake is
released. Add details on how to safely and properly test by releasing
the brake when it can create an overspeed with rated load in the car.
6. 8.10.2.2.2(ii)(4)(b)- An emergency stop switch is not required by

A17.1 at the controller, therefore the proposed test using the device in
not justified. Consider adding it to 2.26 as part of this proposal or
revise to require opening the controller safety circuit.
7. 8.10.2.2.2(ii)(4)(c)- (a) Figure 8.2.6 indicates that the minimum and

maximum stopping distances are based on rated speed not governor
tripping speed. Is this correct? If it is correct, then the figure needs to
be revised to reflect governor tripping speed. If it is incorrect then the
title for the Y-axis must be revised. (b) Add a note to Table 2.17.3 to
highlight that the stopping distances are based on maximum governor
tripping speed and not actual governor tripping speed and refer to
A17.2 Table 2.29.2(b) for actual governor tripping speeds to avoid
confusion by users of A17.1.
8. Table 2.17.3- Add a table for minimum and maximum slide for
counterweight safeties to A17.1 to avoid having the car slides for
counterweights by users of A17.1.
9. Rationale (g) for Acceptance Tests indicates that A17.2 Table

2.29.2(b) has been revised. However, that revision is contained in TN
14-1905. If it is the intent that the revised table be included in this TN
then relocate it from TN 14-1905. If it was not the intent then revised
the rationale accordingly to refer to TN 14-1905.
10. Figure 5.8.1- This figure is a very good addition to A17.2. I suggest
the following revisions: (a) Revise safety jaws and safety gripping
face to rail gripping face of safety for clarity and to account for all
types of safeties. (b) increase the size of the figure for clarity
Attachment 26
Page 6 of 15

G. Gibson (A17 MDC - Comment):

1. 8.6.4.19.2(b)(1), 7th line: Accepted. See revised proposal.
Change it to its.
D. Kalgren (A17 MDC - Comment):

I agree with the comments submitted by Messrs. Bialy and Runyan. See responses to Messrs. Bialy and Runyan.
G. Kosinski (A17 Inspections - Comment):

8.6.4.20.1 Car and Counterweight Safeties. Types A, B, and C car Not applicable. The language has been struck in the
and counterweight safeties shall be tested in accordance with revised. See revised proposal.
8.6.4.20.1(a) or subject to approval by the authority having jurisdiction
with 8.6.4.20.1(b).
(a) Rated Load and Rated Speed Test. Car safeties, except those
operating on wood guide rails, and their governors, shall be tested with
rated load in the car. Counterweight safety tests shall be made with no
load in the car. The car speed at which the governor trips shall be
determined by means of a hand held tachometer or other device
designed to measure car speed including controllers, service tools and
accelerometers Tests shall be made by tripping the governor by hand
at the rated speed. The switch operated by the car safety mechanism
shall, for the duration of the test, should be temporarily adjusted to open
as
C. Rogler (A17 Inspections - Comment):

I agree with the comments of Mr. Filippone. See response to Mr. Filippone.
J. Runyan (A17 Inspections - Comment):

Third sentence 8.6.4.19.2(b)(1): Change "It" to "If" the governor is Accepted. See revised proposal.
equipped...
Last sentence of proposed language: :"...be disabled to prevent 'its' Accepted. See revised proposal.
assistance in stopping; or "prevent it assisting in stopping"
R. Shepherd (A17 Inspections - Comment):

technology systems.
D. Stanlaske (A17 Inspections - Comment):

A good proposal overall. I have a few comments for consideration: Accepted. See revised proposal.
Under 8.6.4.20.1(a) change: ". It the governor is equipped with a switch

that operates when the governor is manually tripped it must be jumped
out." to "If the governor is equipped with a switch that operates when
the governor is manually tripped it must be jumped out."
M. Tevyaw (A17 Inspections - Comment):

Agree with Mr. Shepherd. See response to Mr. Shepherd.
Revised Proposal for Review and Comment Ballot (#15-1488)

Attachment 26
Page 7 of 15
Opened: May 29, 2015 Closed: June 30, 2015
Category 1
8.6.4.19.2 Safeties
mechanism shall, for the duration of the test, be temporarily jumped out. If the governor is equipped with a
switch that operates when the governor is manually tripped it must be jumped out. Where application of the
emergency brake required by 2.19.3 occurs, the means to actuate the emergency brake, for the duration of the
test, shall be temporarily disabled to prevent it assistance in stopping.
(Item 2.29.2.1).
Category 5
device designed to measure car speed including controllers, service tools and accelerometers. Tests shall be made
by tripping the governor by hand at the rated speed. If the governor is equipped with a switch that operates when
the governor is manually tripped it must be jumped out. The emergency brake required by 2.19.3 shall be disabled
to prevent it from operating during this test. Since the counterweight safety does not have a safety mechanism
switch, the circuit that would remove power from the driving machine motor and brake must be opened as soon
as the elevator stops to minimize slack rope and fallback of the car. The following operational conditions shall be
checked (Item 2.29.2):
following:
Attachment 26
Page 8 of 15
(2) A test tag The Periodic Test Record shall be completed and installed as required in by 8.6.1.7.2 shall be
provided.
Rationales:
a. Clarify condition of governor and safety switches during tests. Governor Overspeed Switches can negate the
test and should be bypassed. During Category 1 inspections and tests bypassing the Car Safety Mechanism
Switch is permitted due to the slow velocity used in this test allowing personnel to verify safeties set
symetrically prior to a full speed test. During Category 5 Tests Car Safety Mechanism Switches, if adjusted,
will not provide a real world representative scenario and should not be adjusted and may introduce forces
upon the safeties that can cause damage.
c. A properly operating emergency brake would prevent application of the car or counterweight safety.
d. To provide language consistent with NFPA 70E Electrical Safety in the Workplace in order to avoid the
disconnecting means being used to remove power from the driving machine motor and brake because the
risk of arc-flash is increased when it is opened under load.
e. Provide a reference to revised Table 2.29.2(b) in A17.2 give the maximum and minimum stopping distance
for actual speed in 5 ft/min. increments for speed through 1000 ft/min and 10ft/min increments up through
2400 ft/min. and mm in increment of 0.05 m/s through 12 m/s

designed to measure car speed including controllers, service tools and accelerometers. and, if necessary,
(c)Tthe governor tripping speed shall be adjusted within the range specified in 2.18.2.and the means of
adjustment shall be sealed. shall be replaced or adjusted to conform to 2.18.2.
(c) If adjustments to the tripping speed are made, the governor shall be sealed immediately following the test.
Governors shall be sealed, as required by 2.18.3.
with 2.17.9.2.
to the releasing carrier or where the governor rope attaches to the safety Tthe permanent test record required
by 8.10.1.1.5 shall be completed.
Attachment 26
Page 9 of 15
it to function.
equipped with AC driving machine motors, or other systems that cannot be adjusted to overspeed and where
released to trip the governor jaws, the test shall be tested by made by operating the car at its rated speed in the
down direction and manually tripping governor jaws by hand; see 8.10.2.2.2(hh) for test of governor tripping
speed.
(b) The overspeed switch on both the car and counterweight the governors shall be inoperative during the
overspeed test. In order to ensure that the safety will retard the car with the minimum assistance from the
elevator driving machine and minimize the development of slack rope and fallback of the counterweight, the
switch on the car operated by the car safety mechanism shall, for the duration of the test, be temporarily adjusted
to open as close as possible to the position at which the car safety mechanism is in the fully applied position.
Since the counterweight safety does not have a safety mechanism switch, the the circuit that would remove
power from the driving machine motor and brake must be opened as soon as the elevator stops to minimize
slack rope and fallback of the car. Where application of the emergency brake required by 2.19.3, occurs, the
means to actuate the emergency brake, for the duration of the test, shall be temporarily disabled prevent it
assistance in stopping.
2.17.8.2.6.
Rationales:
a. Controller, service tools and accelerometers can provide accurate speed readings.
b. Some modern AC drives do not allow for over speeding the elevators. Therefore the only way that can be
c. Both the car and counterweight safety over speed switches need to be made inoperative to assure they do not
d. A properly operating emergency brake would prevent application of the car or counterweight safety.
e. To provide language consistent with NFPA 70E Electrical Safety in the Workplace in order to avoid the
f. Provide a reference to revised Table 2.29.2(b) in A17.2 give the maximum and minimum stopping distance
2400 ft/min. and mm in increment of 0.05 m/s through 12 m/s.
Attachment 26
Page 10 of 15

Maximum Car Governor Tripping speed and Type B Counterweight Safeties
SAFETY GUIDE RAIL

Gripping face
Minimum clearance
between the
guide shoe assemble
and guide rail
Guide Shoe Assemble

ASME A17.1/CSA B44 2.17.10 ( 205.10)


A17 Inspections Committee Comments Responses
J. Herrity (Comment):
Routine should be kept for historical reasons. Thank you for your comment. Not germane to this
proposal.
G. Kosinski (Comment):
Should the devices listed to determine car speed in 8.6.4.20.1 and Thank you for your comment. Calibration and
8.10.2.2.2(ii) be annually calibrated and certified for accuracy? Thank Certification is beyond the scope of this TN and will
you. be posed as an item for discussion at ASME
committees.
C. McDilda (Comment):
8.6.4.19.2 Safeties (b) (1) Type A, B, or C The last sentence prevent Accepted. See revised.
it assistance in stopping. Should this read prevent its assistance in
stopping?
Attachment 26
Page 11 of 15

F. Slater (Comment):
We should consider the used of the term "Jumped Out" as it's not well Accepted. See revised.
defined even if we know its industry context. Perhaps use an alternate
term such as "Rendered Inoperative".
D. Winslow (Comment):
I do not see where the new language addresses the operation of the car Accepted in part. See revised.
safety switch (plank switch/ SOS). It should be made clear that the Car
safety switch also should be disabled (I don't like the word "jumped
out" which is means and method) during the test to limit the retarding
force of the motor during a safety test. In the event that the car safety
switch was inoperative, the mechanical safety assembly alone should
be shown to be capable of stopping the car within the required
maximum stopping distance.
Revised Proposal for Review and Comment Ballot (#15-1488) In response to Comments
Opened: May 29, 2015 Closed: June 30, 2015
Revisions based on Ballot 15-1488 results
Category 1
8.6.4.19.2 Safeties
mechanism shall, for the duration of the test, be temporarily rendered inoperative. If the governor is equipped
with a switch that operates when the governor is manually tripped it must be rendered inoperative. Where
application of the emergency brake required by 2.19.3 occurs, the means to actuate the emergency brake, for
the duration of the test, shall be temporarily disabled to prevent its assistance in stopping.
Attachment 26
Page 12 of 15
(Item 2.29.2.1).
Category 5
device designed to measure car speed including controllers, service tools and accelerometers. Tests shall be made
by tripping the governor by hand at the rated speed. If the governor is equipped with a switch that operates when
the governor is manually tripped it must be rendered inoperative. The car safety mechanism switch shall not be
rendered inoperative. The emergency brake required by 2.19.3 shall be disabled to prevent it from operating
during this test. Since the counterweight safety does not have a safety mechanism switch, the circuit that would
remove power from the driving machine motor and brake must be opened as soon as the elevator stops to minimize
slack rope and fallback of the car. The following operational conditions shall be checked (Item 2.29.2):
following:
(2) A test tag The Periodic Test Record shall be completed and installed as required in by 8.6.1.7.2 shall be
provided.
Rationales:
f. Clarify condition of governor and safety switches during tests.
g. Controller, service tools and accelerometers can provide accurate speed readings.
h. A properly operating emergency brake would prevent application of the car or counterweight safety.
i. To provide language consistent with NFPA 70E Electrical Safety in the Workplace in order to avoid the
j. Provide a reference to revised Table 2.29.2(b) in A17.2 give the maximum and minimum stopping distance
2400 ft/min. and mm in increment of 0.05 m/s through 12 m/s

Attachment 26
Page 13 of 15
designed to measure car speed including controllers, service tools and accelerometers. and, if necessary,
(c)Tthe governor tripping speed shall be adjusted within the range specified in 2.18.2.and the means of
adjustment shall be sealed. shall be replaced or adjusted to conform to 2.18.2.
(c) If adjustments to the tripping speed are made, the governor shall be sealed immediately following the test.
Governors shall be sealed, as required by 2.18.3.
with 2.17.9.2.
to the releasing carrier or where the governor rope attaches to the safety Tthe permanent test record required
by 8.10.1.1.5 shall be completed.
it to function.
equipped with AC driving machine motors, or other systems that cannot be adjusted to overspeed and where
released to trip the governor jaws, the test shall be tested by made by operating the car at its rated speed in the
down direction and manually tripping governor jaws by hand; see 8.10.2.2.2(hh) for test of governor tripping
speed.
(b) The overspeed switch on both the car and counterweight the governors shall be inoperative during the
overspeed test. In order to ensure that the safety will retard the car with the minimum assistance from the
elevator driving machine and minimize the development of slack rope and fallback of the counterweight, the
switch on the car operated by the car safety mechanism shall, for the duration of the test, be temporarily adjusted
to open as close as possible to the position at which the car safety mechanism is in the fully applied position.
Since the counterweight safety does not have a safety mechanism switch, the circuit that would remove power
from the driving machine motor and brake must be opened as soon as the elevator stops to minimize slack rope
and fallback of the car. Where application of the emergency brake required by 2.19.3, occurs, the means to
actuate the emergency brake, for the duration of the test, shall be temporarily disabled prevent it assistance in
stopping.
Attachment 26
Page 14 of 15
2.17.8.2.6.
Rationales:
g. Controller, service tools and accelerometers can provide accurate speed readings.
h. Some modern AC drives do not allow for over speeding the elevators. Therefore the only way that can be
i. Both the car and counterweight safety over speed switches need to be made inoperative to assure they do not
j. A properly operating emergency brake would prevent application of the car or counterweight safety.
k. To provide language consistent with NFPA 70E Electrical Safety in the Workplace in order to avoid the
l. Provide a reference to revised Table 2.29.2(b) in A17.2 give the maximum and minimum stopping distance
2400 ft/min. and mm in increment of 0.05 m/s through 12 m/s.
Maximum Car Governor Tripping speed and Type B Counterweight Safeties
Attachment 26
Page 15 of 15
SAFETY GUIDE RAIL

Gripping face
Minimum clearance
between the
guide shoe assemble
and guide rail
Guide Shoe Assemble

ASME A17.1/CSA B44 2.17.10 ( 205.10)


Attachment 27
Page 1 of 23
TN 02-3387 (TR 82-69)

Mechanical Design Committee
TN 02-3387 (TR 82-69)
Revised Proposal for Review and Comment to the A17 MDC 09-1866
CONTENTS
Tables
2.15.10.1 Maximum Allowable Stresses in Car Frame and, Platform Members and, Connections, for and
Steels Specified in 2.15.6.2.1 and 2.15.6.2.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Rationale: Revised based on the proposed deletion of requirement 2.15.6.2.
SECTION 1.3
DEFINITIONS
car platform: the structure that forms the load-carrying floor of the car and that directly supports the load.
car platform, laminated: a self-supporting platform constructed of plywood, with a bonded steel sheet
facing on both top and bottom surfaces.
car platform frame: a structural frame, composed of interconnecting members, that supports the car
platform floor.
Rationale: To provide more clarity in the definitions, to remove prescriptive language that pertains to a
specific design (i.e. laminated car platforms) and repeated language (i.e. the word floor is used in the car
platform definition already and need not be repeated in the car platform frame definition).
SECTION 2.15
CAR FRAMES AND PLATFORMS
2.15.5 Car Platforms
2.15.5.1 Every elevator car shall have a platform consisting of a non-perforated floor attached to a
platform frame supported by the car frame platform, and extending over the entire area within the car
enclosure which may be attached to a platform frame.
Rationale: Removed floor as it is part of the car platform definition and added option for car frame
platform.
2.15.5.2 The car platform (and car platform frame if provided) members and the floor shall be designed
and constructed to withstand the forces developed under the loading conditions for which the elevator is
designed and installed in accordance with Section 2.16, Capacity and Loading.
Rationale: Removed floor for same reasons shown in 2.15.5.1 above and added cross-reference to
Section 2.16 to identify loading requirements.
2.15.6 Requirements for Materials for used on Car Frames and Platforms Frames
Any platform or connection means used shall be shown to have the essential properties to meet the
essential requirements of purpose in accordance with accepted engineering practice. Compliance shall
be indicated in the design records of the products and shall address the aspects of performance including
but not limited to; strength requirement, fire rating required, fatigue life desired, ductility available, fracture
toughness available and corrosion protection needed and meeting the requirements as set forth in
Section 2.15.
Attachment 27
Page 2 of 23
TN 02-3387 (TR 82-69)

2.15.6.1 Materials Permitted. Materials used in the construction of car frames and platforms shall
conform to 2.15.6.1.1 through 2.15.6.1.4.
2.15.6.1.1 Car frames and outside members of platform frames shall be made of steel or other metals.
2.15.6.1.2 Platform stringers of freight elevators designed for Class B or Class C loading shall be of steel
or other metals.
2.15.6.1.3 Platform stringers of passenger elevators and of freight elevators designed for Class A loading
shall be made of steel or other metals, or of wood.
2.15.6.1.4 Cast iron shall not be used for any part subject to tension, torsion, or bending, except for
guiding supports and guide shoes.
2.15.6.2 Requirements for Steel. Steel used in the construction of car frames and platforms shall
2.15.6.2.1 Car-Frame and Platform-Frame Members.

Steel shall be rolled, formed, forged, or cast, conforming to the requirements of the following
specifications:
(a) Rolled and Formed Steel. ASTM A 36 or ASTM A283 Grade D or CAN/CSA-G40.21.
(b) Forged Steel. ASTM A 668 Class B.
(c) Cast Steel. ASTM A 27 Grade 60/30.
2.15.6.2.2 Rivets, Bolts, and Rods. Steel used for rivets, bolts, and rods shall conform to the following
specifications:
(a) ASTM A 502, Rivets
(b) ASTM A 307, Bolts and Rods
2.15.6.2.3 Steels of Other Strength. Steels of greater or lesser strength than those specified by
2.15.6.2.1 shall be permitted to be used, provided they have an elongation of not less than 20% in a
length of 50 mm (2 in.) when tested in accordance with ASTM E8, and provided that the stresses and
deflections conform to 2.15.10 and 2.15.11, respectively.
Rivets, bolts, and rods made of steel having greater strength than specified by ASTM A 307 and ASTM
A502 shall be permitted to be used and the maximum allowable stresses increased proportionally, based
on the ratio of the ultimate strengths. Elongation shall conform to the requirements of the corresponding
ASTM specifications.
2.15.6.3 Requirements for Metals Other Than Steel.

Metals other than steel shall be permitted to be used in the construction of car frames and platforms,
provided the metal used has the essential properties to meet all the requirements for the purpose in
accordance with good engineering practice, and provided the stresses and deflections conform to 2.15.10
and 2.15.11, respectively.
2.15.6.4 Requirements for Wood Used for PlatformFloors and Stringers.

Wood used for platform stringers and platform floors and sub-floors shall be of structural quality lumber or
exterior-type plywood conforming to the requirements of the following:
(a) ASTM D 245, Structural Grades of Lumber
(b) ASTM D 198, Static Tests of Structural Timbers
(c) ANSI Voluntary Product Standard PS 1-74 or CSA O151, Softwood Plywood, Construction and
Industrial
Rationale: Specifying materials is not a performance requirement. Material specification makes the rule
design specific. The selection should be based on performance requirements described by aspects such
as strength requirement, fire rating required, fatigue life desired, ductility available, fracture toughness
available and corrosion protection needed as examples.
Attachment 27
Page 3 of 23
TN 02-3387 (TR 82-69)

2.15.10 Maximum Allowable Stresses in Car Frame and Platform Members and Connections
2.15.10.1 The stresses in car frame and platform members and their connections, based on the static
load imposed upon them, shall not exceed the following:
(a) for steels meeting the requirements of 2.15.6.2.1 and 2.15.6.2.2, as listed in Table 2.15.10.1
(b) for steels of greater or lesser strength, as permitted by 2.15.6.2.3, the allowable stresses listed in
Table 2.15.10.1 are to be adjusted proportionally, based on the ratio of the ultimate strengths
(c) for metals other than steel, as permitted by 2.15.6.3, the allowable stresses listed in Table 2.15.10.1
are to be adjusted proportionally, based on the ratio of the ultimate strengths
Rationale: Revised based on the proposed deletion of requirements 2.15.6.2 and 2.15.6.3.
Title for Table 2.15.10.1
Table 2.15.10.1 Maximum Allowable Stresses in Car Frame and, Platform Members and,
Connections, for and Steels Specified in 2.15.6.2.1 and 2.15.6.2.2
Rationale: Revised based on the proposed deletion of requirements 2.15.6.2.1, 2.15.6.2.2, and 2.15.6.3.
2.15.12 Car Frames With Sheaves

Where a hoisting rope suspension means sheave is mounted on the car frame, the construction shall
conform to 2.15.12.1 through 2.15.12.2 2.15.12.3.
2.15.12.1 Where multiple sheaves mounted on separate sheave shafts are used, provision shall be made
to take the compressive forces, means shall be provided to accommodate the additional stress developed
by the tension in the hoisting ropes suspension means between the sheaves, on a strut or struts between
the sheave shaft supports, or by providing additional compressive strength in the car frame or car-frame
members supporting sheave shafts.
2.15.12.2 Where the sheave shaft extends through the web of a car-frame member, the reduction in area
of the member shall not reduce the strength of the member below that required. Where necessary,
reinforcing plates shall be welded or riveted to the member to provide the required strength. The bearing
pressure shall in no case be more than that permitted in Table 2.15.10.1 for bolts in clearance holes.
2.15.12.2 2.15.12.3 Where the sheave is attached to the car crosshead by means of a single threaded
rod or specially designed member or members in tension, the requirements of 2.15.12.2.1 2.15.12.3.1
and 2.15.12.2.2 2.15.12.3.2 shall be conformed to.
2.15.12.2.1 2.15.12.3.1 The single rod, member, or members shall have a factor of safety 50% higher
than the factor of safety required for the suspension wire ropes means, but in no case shall have a factor
of safety of less than 15.
2.15.12.2.2 2.15.12.3.2 The means for fastening the single threaded rod, member, or members to the car
frame shall conform to 2.15.13.
Rationale: Requirements have been re-written in performance language. Requirement 2.15.12.2 is

covered by the scope of Requirement 2.15.6.
2.15.13 Suspension Rope Means Hitch Plates or Shapes
2.15.13.1 Where cars are suspended by hoisting ropes suspension members attached to the car frame or
to the overhead supporting beams by means of rope shackles, the shackles shall be attached to steel
hitch plates or to structural or formed steel shapes. Such plates or shapes shall be secured to a single
plate or shape.
Attachment 27
Page 4 of 23
TN 02-3387 (TR 82-69)

2.15.13.2 Such plates or shapes shall be attached to the underside or to the webs of the car-frame in a
manner to avoid any tension in the connection means member with bolts, rivets, or welds so located that
the tensions in the hoisting ropes will not develop direct tension in the bolts or rivets.
2.15.13.3 The stresses shall not exceed those permitted by 2.9.3.3.
Rationale: There is no performance requirement for having materials specified. Material specification
makes the requirement design specific. The selection should be based on performance requirements
describe by aspects such as strength requirement, fire rating required, fatigue life desired, ductility
available, fracture toughness available and corrosion protection needed as examples. Material
requirements are outlined in 2.15.6.
2.15.15 Platform Side Braces

Where side bracing and similar members are attached to car-frame uprights, the reduction in area of the
upright shall not reduce the strength of the upright below that required by 2.15.
Rationale: This requirement is covered by 2.15. Any design variation does not relieve the designer of
meeting the requirement.
2.15.17 Fastening of Compensation Means

Fastenings to the car of the suspension ropes compensation means shall conform to 2.21.4.
Rationale: Removed the term suspension ropes for clarity.
SECTION 2.21
COUNTERWEIGHTS
2.21.2 Design Requirements for Frames and Rods
2.21.2.1 Material. Frames and rods shall be made of steel or other metals conforming to 2.15.6.2 and
2.15.6.3, provided that where steels of greater strength than those specified, or. where Where metals
other than steel are used, the factor of safety used in the design shall conform to 2.21.2.3.
2.21.2.2 Frame Connections. Connections between frame members shall conform to 2.15.7.
2.21.4.1 Connections. The connections between the car or counterweight and the compensation means,
shall be bolted or welded and shall conform to 2.15.7.3.
Rationale: Revised based on the proposed deletion of requirements 2.15.6.2 and 2.15.6.3.
SECTION 5.1
INCLINED ELEVATORS
5.1.12 Car Frames and Platforms
5.1.12.1 Materials for Car Frames and Platform Frames. Car frames and platform frames shall conform
to 2.15.6 2.15.6.1, except that cast iron shall not be used for guiding supports or guide shoes.
SECTION 7.2
ELECTRIC AND HAND DUMBWAITERS WITHOUT AUTOMATIC TRANSFER DEVICES
7.2.2.5 Requirements 2.15.6 2.15.6.1.2 and 2.15.6.1.3 do does not apply. Requirements 2.15.6.1.1 and
2.15.6.1.4 apply only where car frames and car platform frames are used.
Attachment 27
Page 5 of 23
TN 02-3387 (TR 82-69)

7.2.2.6 Requirement 2.15.7.3 does not apply.
7.2.2.13 Requirement 2.15.15 does not apply.
Rationale: Revised based on the proposed edits to 2.15.6 and the deletions of requirement 2.15.15.
SECTION 7.5
ELECTRIC MATERIAL LIFTS WITHOUT AUTOMATIC TRANSFER DEVICES
7.5.2.2 Requirements 2.15.6 2.15.6.1.2 and 2.15.6.1.3 do does not apply.
SECTION 8.4
ELEVATOR SAFETY REQUIREMENTS FOR SEISMIC RISK ZONE 2 OR GREATER
8.4.8.8 Type of Fastenings. Guide rails shall be secured to their brackets by clips, welds, or bolts. Bolts
used for fastening shall be of such strength as to withstand the forces specified in 2.23.5.2 and 2.23.9.1,
plus 8.4.8.4 and 8.4.8.7. Welding, where used, shall conform to 2.15.7.3 section 8.8.
Rationale: The reference to requirement 2.15.7.3, which covers car frames and platform connections, is
incorrect. Section 8.8, Welding, should be referenced as proposed.
Ballot#: 08-880RC3
Comments Received: 3
Comment Responses
KalgrenD
In requirement 2.15.13.2, change the word "any" to Accepted. See revised proposal
"direct" and change the word "connection" to
"attachment "
In requirement 2.15.17, for clarity, change the Accepted. See revised proposal
requirement to read as follows, "Fastening of the
compensation means to the car shall conform to
2.21.4."
KoshakJ
Agree that requirements should be more performance Thank you.
based.
WalkerRj
2.15.6 - "essential properties to meet the essential Accepted. See revised proposal.
requirements of purpose" ; are there non-essential
requirements. I would recommend removing the
"essential" in front of "requirements".
Attachment 27
Page 6 of 23
TN 02-3387 (TR 82-69)

2.15.10.1
Comment 1) removing 2.15.6.2.1 from (part a), loses Accepted. See revised proposal for 2.15.6.
the reference for the steel's ultimate tensile strength
(58,000 psi minimum) which is the basis for the
allowable stresses shown in Table 2.15.10.1
Comment 2) once the ultimate strength reference is See response to comment 1.

removed from (part a), you can no longer adjust
proportionally in (part b) for steels of greater or lesser
strength. The same comment applies to (part c)
Comment 3) based on the rationale shown following Accepted. See revised proposal for 2.15.6 and
2.15.6.4 & 2.15.13.3, specifying steels/metals at all 2.15.10.
seems contradictory. Why not allow any material (i.e.
composites, structural plastics, etc.)?
2.21.2.1 - Specifying steel (or metals) is contradictory Thank you for your comments.
to the "performance based" rationale.
General Comment: I agree with concept of

transitioning the to performance based language, but I
feel that too much may be lost here.
Attachment 27
Page 7 of 23
TN 02-3387 (TR 82-69)

TN 02-3387 (TR 82-69)
CONTENTS
Tables
2.15.10.1 Maximum Allowable Stresses in Car Frame and, Platform Members and, Connections, for and
Steels Specified in 2.15.6 .2.1 and 2.15.6.2.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Rationale: Revised based on the proposed changes in requirements in section 2.15.6.
SECTION 1.3
DEFINITIONS
car platform: the structure that forms the load-carrying floor of the car and that directly supports the load.
car platform, laminated: a self-supporting platform constructed of plywood, with a bonded steel sheet
facing on both top and bottom surfaces.
car platform frame: a structural frame, composed of interconnecting members, that supports the car
platform floor.
Rationale: To provide more clarity in the definitions, to remove prescriptive language that pertains to a
specific design (i.e. laminated car platforms) and repeated language (i.e. the word floor is used in the car
platform definition already and need not be repeated in the car platform frame definition).
SECTION 2.15
CAR FRAMES AND PLATFORMS
2.15.5 Car Platforms
2.15.5.1 Every elevator car shall have a platform consisting of a non-perforated floor attached to a
platform frame supported by the car frame platform, and extending over the entire area within the car
enclosure which may be attached to a platform frame.
Rationale: Removed floor as it is part of the car platform definition and added option for car frame
platform.
2.15.5.2 The car platform (and car platform frame if provided) members and the floor shall be designed
and constructed to withstand the forces developed under the loading conditions for which the elevator is
designed and installed in accordance with Section 2.16, Capacity and Loading.
Rationale: Removed floor for same reasons shown in 2.15.5.1 above and added cross-reference to
Section 2.16 to identify loading requirements.
Attachment 27
Page 8 of 23
TN 02-3387 (TR 82-69)

2.15.6 Requirements for Materials for used on Car Frames and Platforms Frames
Any platform or connection means used shall be shown to have the essential properties to meet the
requirements of purpose in accordance with accepted engineering practice. Compliance shall be
indicated in the design records of the products and shall address the aspects of performance including
but not limited to; strength requirement, fire rating required, fatigue life desired, ductility available, fracture
toughness available and corrosion protection needed and meeting the requirements as set forth in
Section 2.15.
2.15.6.1 Steel used for car frames, platform members and connections shall conform to the requirements
of the following specifications:
(a) Rolled and Formed Steel Members: ASTM A 36 or ASTM A 283 or CAN/CSA-G40.21.
(b) Forged Steel Members: ASTM A 668 Class B.
(c) Cast Steel Members: ASTM A 27 Grade 60/30.
(d) Rivets: ASTM A 502.
(e) Bolts and Rods: ASTM A 307.
2.15.6.2 Steels of Other Strength. Steels of greater or lesser strength than those specified in 2.15.6.1
shall be permitted to be used, provided they have an elongation of not less than 20% in a length of 50
mm (2 in.) when tested in accordance with ASTM E8, and provided that the stresses and deflections
conform to 2.15.10.1(b) and 2.15.11, respectively.
2.15.6.3 Rivets, Bolts and Rods of Other Strength. Rivets, bolts, and rods made of steel having
greater strength than specified by ASTM A 307 and ASTM A502 shall be permitted to be used and the
maximum allowable stresses increased proportionally, based on the ratio of the ultimate strengths.
Elongation shall conform to the requirements of the corresponding ASTM specifications in 2.15.6.1.
2.15.6.1 Materials Permitted. Materials used in the construction of car frames and platforms shall
2.15.6.1.1 Car frames and outside members of platform frames shall be made of steel or other metals.
2.15.6.1.2 Platform stringers of freight elevators designed for Class B or Class C loading shall be of steel
or other metals.
2.15.6.1.3 Platform stringers of passenger elevators and of freight elevators designed for Class A loading
shall be made of steel or other metals, or of wood.
2.15.6.1.4 Cast iron shall not be used for any part subject to tension, torsion, or bending, except for
guiding supports and guide shoes.
2.15.6.2 Requirements for Steel. Steel used in the construction of car frames and platforms shall
2.15.6.2.1 Car-Frame and Platform-Frame Members.

Steel shall be rolled, formed, forged, or cast, conforming to the requirements of the following
specifications:
(a) Rolled and Formed Steel. ASTM A 36 or ASTM A283 Grade D or CAN/CSA-G40.21.
(b) Forged Steel. ASTM A 668 Class B.
(c) Cast Steel. ASTM A 27 Grade 60/30.
2.15.6.2.2 Rivets, Bolts, and Rods. Steel used for rivets, bolts, and rods shall conform to the following
specifications:
(a) ASTM A 502, Rivets
(b) ASTM A 307, Bolts and Rods
2.15.6.2.3 Steels of Other Strength. Steels of greater or lesser strength than those specified by
2.15.6.2.1 shall be permitted to be used, provided they have an elongation of not less than 20% in a
Attachment 27
Page 9 of 23
TN 02-3387 (TR 82-69)

length of 50 mm (2 in.) when tested in accordance with ASTM E8, and provided that the stresses and
deflections conform to 2.15.10 and 2.15.11, respectively.
Rivets, bolts, and rods made of steel having greater strength than specified by ASTM A 307 and ASTM
A502 shall be permitted to be used and the maximum allowable stresses increased proportionally, based
on the ratio of the ultimate strengths. Elongation shall conform to the requirements of the corresponding
ASTM specifications.

Metals other than steel shall be permitted to be used in the construction of car frames and platforms,
provided the metal used has the essential properties to meet all the requirements for the purpose in
accordance with good engineering practice, and provided the stresses and deflections conform to 2.15.10
and 2.15.11, respectively.
2.15.6.4 Requirements for Wood Used for Platform Floors and Stringers.
Wood used for platform stringers and platform floors and sub-floors shall be of structural quality lumber or
exterior-type plywood conforming to the requirements of the following:
(a) ASTM D 245, Structural Grades of Lumber
(b) ASTM D 198, Static Tests of Structural Timbers
(c) ANSI Voluntary Product Standard PS 1-74 or CSA O151, Softwood Plywood, Construction and
Industrial
Rationale: Specifying materials is not a performance requirement. Material specification makes the rule
design specific. The selection should be based on performance requirements described by aspects such
as strength requirement, fire rating required, fatigue life desired, ductility available, fracture toughness
available and corrosion protection needed as examples.
2.15.10 Maximum Allowable Stresses in Car Frame and Platform Members and Connections
2.15.10.1 The stresses in car frame and platform members and their connections, based on the static
load imposed upon them, shall not exceed the following:
(a) for steels meeting the requirements of 2.15.6.2.1 and 2.15.6.2.2 2.15.6.1, as listed in Table 2.15.10.1
(b) for steels of greater or lesser strength, as permitted by 2.15.6.2.3 2.15.6.2, the allowable stresses
listed in Table 2.15.10.1 are to be adjusted proportionally, based on the ratio of the ultimate strengths
(c) for metals other than steel, as permitted by 2.15.6.3, the allowable stresses listed in Table 2.15.10.1
are to be adjusted proportionally, based on the ratio of the ultimate strengths
(d) non-metallic car frames and platform members and their connections shall be designed to meet the
strength requirements of purpose in accordance with accepted engineering practice and comply with
2.15.6.
2.15.10.2 Steel car frame members, brackets, and their connections subject to forces due to the
application of the emergency brake (see 2.19.4) shall be designed to withstand the maximum forces
developed during the retardation phase of the emergency braking so that the resulting stresses due to the
emergency braking and all other loading acting simultaneously, if applicable, shall not exceed 190 MPa
(27,500 psi).
Rationale: Revised section 2.15.10 based on the proposed changes in requirements in section 2.15.6
and permits the use of materials other than steel and wood.
Title for Table 2.15.10.1
Table 2.15.10.1 Maximum Allowable Stresses in Car Frame and, Platform Members and,
Connections for Steels Specified in 2.15.6.2.1 and 2.15.6.2.2 2.15.6
Rationale: Revised the title of table based on the proposed changes in requirements in section 2.15.6.
Attachment 27
Page 10 of 23
TN 02-3387 (TR 82-69)

2.15.12 Car Frames With Sheaves

Where a hoisting rope suspension means sheave is mounted on the car frame, the construction shall
conform to 2.15.12.1 through 2.15.12.2 2.15.12.3.
2.15.12.1 Where multiple sheaves mounted on separate sheave shafts are used, provision shall be made
to take the compressive forces, means shall be provided to accommodate the additional stress developed
by the tension in the hoisting ropes suspension means between the sheaves, on a strut or struts between
the sheave shaft supports, or by providing additional compressive strength in the car frame or car-frame
members supporting sheave shafts.
2.15.12.2 Where the sheave shaft extends through the web of a car-frame member, the reduction in area
of the member shall not reduce the strength of the member below that required. Where necessary,
reinforcing plates shall be welded or riveted to the member to provide the required strength. The bearing
pressure shall in no case be more than that permitted in Table 2.15.10.1 for bolts in clearance holes.
2.15.12.2 2.15.12.3 Where the sheave is attached to the car crosshead by means of a single threaded
rod or specially designed member or members in tension, the requirements of 2.15.12.2.1 2.15.12.3.1
and 2.15.12.2.2 2.15.12.3.2 shall be conformed to.
2.15.12.2.1 2.15.12.3.1 The single rod, member, or members shall have a factor of safety 50% higher
than the factor of safety required for the suspension wire ropes means, but in no case shall have a factor
of safety of less than 15.
2.15.12.2.2 2.15.12.3.2 The means for fastening the single threaded rod, member, or members to the car
frame shall conform to 2.15.13.
Rationale: Requirements for 2.15.12 have been re-written in performance language. Requirement
2.15.12.2 is now covered by the scope of Requirement 2.15.6.
2.15.13 Suspension Rope Means Hitch Plates or Shapes
2.15.13.1 Where cars are suspended by hoisting ropes suspension members attached to the car frame or
to the overhead supporting beams by means of rope shackles, the shackles shall be attached to steel
hitch plates or to structural or formed steel shapes. Such plates or shapes shall be secured to a single
plate or shape.
2.15.13.2 Such plates or shapes shall be attached to the underside or to the webs of the car-frame in a
manner to avoid direct tension in the connection means member with bolts, rivets, or welds so located
that the tensions in the hoisting ropes will not develop direct tension in the bolts or rivets.
2.15.13.3 The stresses shall not exceed those permitted by 2.9.3.3.
Rationale: There is no performance requirement for having materials specified. Material specification
makes the requirement design specific. The selection should be based on performance requirements
describe by aspects such as strength requirement, fire rating required, fatigue life desired, ductility
available, fracture toughness available and corrosion protection needed as examples.
2.15.15 Platform Side Braces

Where side bracing and similar members are attached to car-frame uprights, the reduction in area of the
upright shall not reduce the strength of the upright below that required by 2.15.
Rationale: This requirement is covered by 2.15. Any design variation does not relieve the designer of
meeting the requirement.
Attachment 27
Page 11 of 23
TN 02-3387 (TR 82-69)

2.15.17 Fastening of Compensation Means

Fastenings of the compensation means to the car of the suspension ropes compensation means shall
conform to 2.21.4.
Rationale: Removed the term suspension ropes for clarity.
SECTION 2.21
COUNTERWEIGHTS
2.21.1 General Requirements
2.21.1.1 Frames. Weight sections of a counterweight shall be mounted in structural or formed metal
frames so designed as to retain them securely in place (see 2.21.2.6).
2.21.1.4 Independent Car Counterweights. Where an independent car counterweight is provided, it

shall run in separate guide rails and shall not be of sufficient weight to cause undue slackening of the
hoisting ropes suspension means during acceleration or retardation of the elevator car.
2.21.2 Design Requirements for Frames and Rods
2.21.2.1 Material. Frames and rods shall be made of steel or other metals conforming to 2.15.6.2 and
2.15.6.3, provided that where steels of greater strength than those specified, or. where metals other than
steel are used, the factor of safety used in the design shall conform to 2.21.2.3.
2.21.2.1 Requirements for Materials used for Counterweight Frames and Rods. Frames and rods
shall be shown to have the essential properties to meet the requirements of purpose in accordance with
accepted engineering practice. Compliance shall be indicated in the design records of the products and
shall address the aspects of performance including but not limited to; strength requirement, fire rating
required, fatigue life desired, ductility available, fracture toughness available and corrosion protection
needed and meeting the requirements as set forth in Section 2.21. Where metals other than steel are
used, the factor of safety used in the design shall conform to 2.21.2.3.
2.21.2.3.3 The Steel frame members, brackets, and their connections subject to forces due to the
application of the emergency brake (see 2.19.4) shall be designed to withstand the maximum forces
developed during the retardation phase of the emergency braking so that the resulting stresses due to the
emergency braking and all other loading acting simultaneously, if applicable, shall not exceed 190 MPa
(27,500 psi).
2.21.2.5 Suspension-Rope Hitch or Shapes. Where counterweights are suspended by ropes

suspension members attached directly to the frames by means of ropes suspension members fastenings,
the rope suspension member attachments shall conform to 2.15.13.
Rationale: Requirements in Section 2.21 have been revised based on the proposed changes in
requirements in section 2.15.6. The material requirements in 2.21.2 have been changed to follow the
format of those proposed for car frames in section 2.15.10.
Attachment 27
Page 12 of 23
TN 02-3387 (TR 82-69)

SECTION 5.1
INCLINED ELEVATORS
5.1.12 Car Frames and Platforms
5.1.12.1 Materials for Car Frames and Platform Frames. Car frames and platform frames shall conform
to 2.15.6 2.15.6.1, except that cast iron shall not be used for guiding supports or guide shoes.
SECTION 7.2
ELECTRIC AND HAND DUMBWAITERS WITHOUT AUTOMATIC TRANSFER DEVICES
7.2.2.5 Requirements 2.15.6 2.15.6.1.2 and 2.15.6.1.3 do does not apply. Requirements 2.15.6.1.1 and
2.15.6.1.4 apply only where car frames and car platform frames are used.
7.2.2.6 Requirement 2.15.7.3 does not apply.
7.2.2.13 Requirement 2.15.15 does not apply.
SECTION 7.5
ELECTRIC MATERIAL LIFTS WITHOUT AUTOMATIC TRANSFER DEVICES
7.5.2.2 Requirements 2.15.6 2.15.6.1.2 and 2.15.6.1.3 do does not apply.
SECTION 8.4
ELEVATOR SAFETY REQUIREMENTS FOR SEISMIC RISK ZONE 2 OR GREATER
8.4.8.8 Type of Fastenings. Guide rails shall be secured to their brackets by clips, welds, or bolts. Bolts
used for fastening shall be of such strength as to withstand the forces specified in 2.23.5.2 and 2.23.9.1,
plus 8.4.8.4 and 8.4.8.7. Welding, where used, shall conform to 2.15.7.3 section 8.8.
Rationale: The reference to requirement 2.15.7.3, which covers car frames and platform connections, is
incorrect. Section 8.8, Welding, should be referenced as proposed.
Attachment 27
Page 13 of 23
TN 02-3387 (TR 82-69)

Ballot#: 10-992
Approved: 19
Disapproved: 8 (BakerE, FilipponeJ, HadallerR, HerrityJ, JuhaszA, KalgrenD,
KappenhagenG, RoglerC)
Abstained: 0
Not Voting: 0
Not Returned: 5 (BlackB , CoakerJ , RobiberoV , SeymourR , StanlaskeD)
Total: 19/32
Responses to Ballot 10-992
Disapproved Responses
BakerE (Disapproved)
I agree with the comments of Mr. Filipone.
BornsteinS (Disapproved)
Same comments as D. Kalgren
DoroskM (Disapproved)
The current language is perfectly acceptable. It
appears the code writers are trying to make A17.1 a
performance based code due to the opposition to
A17.7.
1. . General and Requirements 2.15.6,

2.15.10.1(d) and 2.21.2.1- While I support using
performance based requirements instead of
prescriptive requirements, industry events have
proven that objective design criteria must be
specified in A17.1. Relying on subjective
accepted engineering practice has put the
riding public in harms way. Specify objective
requirements for the strength, factor of safety,
fire rating, fatigue life, fracture toughness and
corrosion protection for the non-metallic
materials. Also, the term accepted engineering
practice is unenforceable language. Also, the
term requirements of purpose is vague,
subjective and unenforceable.
2. While I support permitting non-metallic materials
for car platforms, I do not support them for car
frames. Revise the proposal accordingly.
3. Provide a rationale why a car platform frame is
no longer required.
4. Revise 2.15.5.2 to require that the car platform
Attachment 27
Page 14 of 23
TN 02-3387 (TR 82-69)

also be designed and constructed to withstand

all forces developed during safety application
and emergency braking.
5. Retain the requirements currently contained in
2.15.6.1.4. This is good engineering practice
and has withstood the test of time.
6. Revise 2.15.6 to require that the information be
provided on the layout drawings for non-metallic
materials.
7. Retain the requirements currently in 2.15.6.4.
This is not a design specific requirement. It
simply specifies the applicable requirements if
wood is used. This is exactly what is needed for
all materials in order to eliminate the subjective
nature of this proposal.
8. Revise plate or shape in 2.15.13.1 to hitch
plate or other structural shape.
9. Retain the requirements ion the current 2.15.15.
The rationale is not persuasive and it seems
that nothing can be taken for granted.
HadallerR (Disapproved)
General Comment: The intent of these changes
appears to be to allow other materials to be used for
the car platform, car frame, hitch plates and
counterweight frames. While I have no problem with
using other materials, the only guidance provided on
a design using these materials is Accepted
Engineering Practice. This needs to be expanded
to be consistent with clause 1.2.2 which allows for
other designs which demonstrate equivalency.
Further, the rationale and the requirements of 2.15.6
go on to suggest performance based requirements.
Since A17.7 provides performance based
requirements it does not seem appropriate to
include them in the A17.1.
2.15.6 Using the word available for ductility and

fracture toughness seems to indicate that any
ductility or fracture toughness is acceptable
provided the design allows for these. I think ductility
and fracture toughness should be inputs to the
selection of material rather and properties that are
design for. Suggest rewording as: Compliance
shall be indicated in the design records of the
products and shall address the aspects of
performance including but not limited to the
requirements for; strength, fire rating, fatigue life,
ductility, fracture toughness, and corrosion
protection and meeting the requirements set forth in
Section 2.15.
2.15.6.1, 2.15.6.2, 2.15.6.3 and Rationale: The

rational does not seem consistent with these
clauses. If removing all of the other material
requirements is to allow any material then it does
not make sense to still include specific steels. I
Attachment 27
Page 15 of 23
TN 02-3387 (TR 82-69)

understand that the intent here is to include the steel

specification and table 2.15.10.1 to ultimately arrive
at a desired safety factor for steel and other metals,
however, there is no safety factor specified for the
other materials and no indication of how one should
be arrived at. Some sort of equivalency of safety
should be applied to a design using alternate
materials. As a minimum, a safety factor should be
specified. Also, the rational includes the words
ductility available, fracture toughness available.
See comments on 2.15.6.
2.15.10.1(d) A safety factor should be proposed.

Parts (a), (b) and (c) impose safety factors for steels
and other metals (indirectly through the allowable
stress and ultimate strengths) but any other material
is left to accepted engineering practice.
2.15.10.2 Similar requirements should be imposed

for other materials or this should be changed to
provide a desired safety factor or factors that can be
applied across other materials.
2.21.1.1 If the intent is to allow any material why

are the counterweight frames being restricted to
structural or formed designs. This seems
contradictory. The key feature is to include a
retention means as a design feature of the frame.
Some materials do not come in structural shapes
and these may not be formable either.
2.21.2.1 See comment on 2.15.6
2.21.2.3.3 Again, the steel components have a

very rigid factor of safety imposed but none is
provided for other possible materials. A safety
factor or design requirement beyond accepted
engineering practice is required.
2.15.13.1, 2.15.13.2, 2.15.13.3 and Rationale: See

2.15.6 for comments on wording in rationale. Again,
the only maximum stresses provided are for steel
while no requirement other than accepted
engineering practice is provided for other materials.
Safety factors for other materials should be provided
1. While I agree that performance based code is
better, the phrase "good engineering practice" is
impossible to enforce. I love the phrase but it is an
open invitation to differing interpretations and
arguments. The comments by J Filippone and D
Kalgren cover the problems I have with the
changes.
2. . As long as the Mechanical Design Committee
is upgrading the platform / floor requirements,
please address reserve strength for corrosion. The
heat and humidity in the SE will attack exposed
Attachment 27
Page 16 of 23
TN 02-3387 (TR 82-69)

metals very quickly - how much strength remains on

the floor stringers, floor supports, etc, etc.? Now,
with energy efficiency in mind minimum weight is a
design factor. In today's world of designing to the
code - the code needs to address considerations
that were not necessary to address in the past. This
comment is likely beyond the present TR. I will
accept that - I do request the committee give this
subject some consideration. The boiler code
requires extra metal for corrosion over the expected
life of the equipment. Another approach to the
problem is requiring paint or other anti-corrosion
coverings. A third approach is requiring corrosion
resistive alloy. Here in the SE - the plywood solution
is always popular. I can see this is a topic too big for
this TR, now.
JuhaszA (Disapproved)
Same comments as D. Kalgren
KalgrenD (Disapproved)
See comments below.
KappenhagenG (Disapproved)
Editorial: Part of the change is not correct and
should be returned to the original wording. In
"Tables 2.15.10.1" the "and" before the Word
"connections" should not be struck out. Also the
"for" should not be changed to "and". The word for
refers to the list of steels and has nothing to do with
stresses in the listed items. Except for this editorial
error the change is fine.
I agree with the comments of Mr. Filippone.
TaylorL (Disapproved)
The current language is perfectly acceptable. It
appears the code writers are trying to make A17.1 a
performance based code due to the opposition to
A17.7. That does not seem right to me. The current
definitions are just fine.
Additional Comments
VerschellA (Approved)
Although voting approved I feel Mr. Filippone's
comment is important.
WithamD (Approved)
There is a lot of awkward language proposed here.

Suggest something like the following:
Attachment 27
Page 17 of 23
TN 02-3387 (TR 82-69)

2.15.6 Requirements for Materials for used on

Car Frames and Platforms Frames
Any platform or connection means used shall be
shown to have the essential properties to meet the
requirements of purpose in accordance with
accepted engineering practice. Compliance shall be
indicated in the design records of the products and
shall address the aspects of performance including
but not limited to; strength requirement, fire rating
required, fatigue life desired, ductility available,
fracture toughness available and corrosion
protection needed and meeting the requirements as
set forth in Section 2.15.
2.15.6 Platforms and connecting means shall be

designed to meet all aspects of performance and all
requirements set forth in Section 2.15.
2.15.6.1 Steel used for car frames, platform

members and connections shall conform to the
requirements of the following specifications:
(a) Rolled and Formed Steel Members: ASTM A 36

or ASTM A 283 or CAN/CSA-G40.21.
(b) Forged Steel Members: ASTM A 668 Class B.
(c) Cast Steel Members: ASTM A 27 Grade 60/30.
(d) Rivets: ASTM A 502.
(e) Bolts and Rods: ASTM A 307.
Or
Have an elongation of not less than 20% in a length
of 50mm (2 in) when tested in accordance with
ASTM E8 and also comply with 2.15.10(b) and
2.15.11 respectively
2.15.6.2 Steels of Other Strength. Steels of

greater or lesser strength than those specified in
2.15.6.1 shall be permitted to be used, provided
they have an elongation of not less than 20% in a
length of 50 mm (2 in.) when tested in accordance
with ASTM E8, and provided that the stresses and
deflections conform to 2.15.10.1(b) and 2.15.11,
respectively.
Attachment 27
Page 18 of 23
TN 02-3387 (TR 82-69)

A17 LETTER BALLOT COMMENT SHEET

Letter Ballot 10-0992
Name(s):
Denny Kalgren Date: 06/15/10 Due Date: 06/24/10
Tracking Reason for Vote Proposed Revision (change)

APPROVED
APPROVED
# NOT
02-3387 2.15.10.1 2.15.10.1

Remove the 54 at the end of text. Remove the extraneous text as indicated.
2.15.6 2.15.6
It is essential that the connection means have the Revise to read as follows:
essential properties not just that they are 2.15.6 Requirements for Materials for used on Car
shown to have. The shown is part of the Frames and Platforms Frames
design record. Any platform or connection means used shall be
shown to have the essential properties to meet the
The word meeting should be shall meet. requirements of purpose in accordance with
accepted engineering practice. Compliance shall be
Delete the words as set forth and Section from the indicated in the design records of the products and
last sentence. shall address the aspects of performance including
but not limited to; strength requirement, fire rating
required, fatigue life desired, ductility available,
fracture toughness available and corrosion protection
needed and meeting shall meet the requirements as
set forth in Section 2.15.
2.15.6.1
2.15.6.1 Revise to read as follows:
Although not intended, the reader could conclude 2.15.6.1 Where Steel steel is used for car frames,
that only steel is permitted for these uses, since only platform members and connections they shall
prescriptive requirements are specified for steel. The conform to the requirements of the following
committee might consider modifying 2.2515.6.1 as specifications:
shown to help diminish that impression.
Page 25 of 31
Attachment 27
Page 19 of 23
TN 02-3387 (TR 82-69)


Name(s):

APPROVED
APPROVED
#
NOT
2.15.6.3 2.15.6.3
Reverse the order of the specified standards so they Revise to read as follows:
agree with the order of the specified fasteners in the 2.15.6.3 Rivets, Bolts and Rods of Other Strength.
first part of the sentence, e.g. rivets are 502 and bolts Rivets, bolts, and rods made of steel having greater
and rods are 307. strength than specified by ASTM A 307502 and
ASTM A502 307 shall be permitted to be used and
Change the word the to their and delete the words the maximum allowable stresses increased
in 2.15.6.1 from the last for clarity since there are proportionally, based on the ratio of the ultimate
multiple specifications. strengths. Elongation shall conform to their
requirements of the corresponding ASTM
specifications in 2.15.6.1.
(b) for steels of greater or lesser strength, as

2.15.10.1(b) and (c) permitted by 2.15.6.2.3 2.15.6.2, the allowable
There could be confusion in determining which stresses listed in Table 2.15.10.1 are to be adjusted
ultimate strengths should be used in calculating the proportionally, based on the ratio of the lowest
proportionality ratio stated these requirements. ultimate strengths of the steels in 2.15.6.1(a) and the
Propose that the lowest ultimate strength value for ultimate strength of the steel to be used.
the steels listed in 2.15.6.1(a) be specified for clarity.
In this particular, case it would be the ASTM A 36 (c) for metals other than steel, as permitted by
material. 2.15.6.3, the allowable stresses listed in Table
2.15.10.1 are to be adjusted proportionally, based on
the ratio of the lowest ultimate strengths of the steels
in 2.15.6.1(a) and the ultimate strength of the steel to
be used.
(d) non-metallic car frames and platform members
Page 26 of 31
Attachment 27
Page 20 of 23
TN 02-3387 (TR 82-69)


Name(s):

APPROVED
APPROVED
#
NOT
and their connections shall be designed to meet the

strength requirements of for the purpose in
2.15.10.1(d) accordance with accepted engineering practice and
Change the word of to for the. This is how the comply with 2.15.6.
requirement is currently written in 2.15.6.3.
2.15.10.3 Non-steel car frame members, brackets,

and their connections subject to forces due to the
Propose the new requirement 2.15.10.3 to address application of the emergency brake (see 2.19.4) shall
non-steel components. be designed to withstand the maximum forces
developed during the retardation phase of the
emergency braking so that the resulting stresses due
to the emergency braking and all other loading acting
simultaneously, if applicable, do not exceed 80% of
the yield stress of the material(s) used. See also
requirement 2.15.6.
Rationale: The addition of requirement 2.15.10.3

addresses designs that may utilize non-steel
materials for car frames, platform members and
connections. Since the strength properties could
vary significantly, it is not possible to tabulate all
possible strength limits as has been done for steels
in Table 2.15.10.1. ASTM A 283 Grade D steel has
the lowest yield stress value of the steels specified in
2.15.6.1(a). The industry accepted yield stress value
for ASTM A 283 Grade D is 33,000 psi. Per
requirement 2.15.2, under emergency braking
Page 27 of 31
Attachment 27
Page 21 of 23
TN 02-3387 (TR 82-69)


Name(s):

APPROVED
APPROVED
#
NOT
conditions the allowable stress limit is 27,500 psi.

The ratio of these values, 27,500 psi / 33,000 psi, is
0.83 or 83%. Therefore a stress limit of 80% of yield
for non-steel materials is proposed in 2.15.10.3
above. It is important to emphasize to the designer
that compliance with 2.15.6 is required with regards
to selection of materials that have the necessary
physical properties to meet all of the structural
requirements during emergency braking situations.
2.15.12.2.1 2.15.12.3.1 The single rod, member, or

members shall have a factor of safety 50% higher
than the factor of safety required for the suspension
wire ropes means, but in no case shall have a factor
of safety of less than 15 based on the ultimate
material strength.
2.15.12.2.1
Although an existing requirement, it is not clearly
stated how the factor of safety is to be calculated.
The reference to the suspension members alludes to 2.21.2.1 Requirements for Materials used for
using the ultimate strength value (see 2.20.3). Counterweight Frames and Rods. Frames and
Suggest stating this specifically for clarity. rods shall be shown to have the essential properties
to meet the requirements of purpose in accordance
2.21.2.1 with accepted engineering practice. Compliance
It is essential that the connection means have the shall be indicated in the design records of the
essential properties not just that they are products and shall address the aspects of
shown to have. The shown is part of the performance including but not limited to; strength
design record. requirement, fire rating required, fatigue life desired,
Page 28 of 31
Attachment 27
Page 22 of 23
TN 02-3387 (TR 82-69)


Name(s):

APPROVED
APPROVED
#
NOT
The word meeting should be shall meet. ductility available, fracture toughness available and
corrosion protection needed and meeting shall meet
Delete the words as set forth and Section from the the requirements as set forth in Section 2.21. Where
second sentence. metals other than steel are used, the factor of safety
used in the design shall conform to 2.21.2.3.
2.21.2.3.4 Non-steel cwt frame members, brackets,

and their connections subject to forces due to the
application of the emergency brake (see 2.19.4) shall
be designed to withstand the maximum forces
developed during the retardation phase of the
Propose the new requirement 2.21.2.3.4 to address emergency braking so that the resulting stresses due
non-steel components. to the emergency braking and all other loading acting
simultaneously, if applicable, do not exceed 80% of
the yield stress of the material(s) used. See also
requirement 2.21.2.1.
Rationale: The addition of requirement 2.21.2.3.4

addresses designs that may utilize non-steel
materials for cwt frames, members and connections.
Since the strength properties could vary significantly,
it is not possible to tabulate all possible strength
limits as has been done for steels in Table 2.15.10.1
used for car frames. ASTM A 283 Grade D steel has
the lowest yield stress value of the steels specified in
2.15.6.1(a). The industry accepted yield stress value
for ASTM A 283 Grade D is 33,000 psi. Per
Page 29 of 31
Attachment 27
Page 23 of 23
TN 02-3387 (TR 82-69)


Name(s):

APPROVED
APPROVED
#
NOT
requirement 2.15.2, under emergency braking

conditions the allowable stress limit is 27,500 psi.
The ratio of these values, 27,500 psi / 33,000 psi, is
0.83 or 83%. Therefore a stress limit of 80% of yield
for non-steel materials is proposed in 2.21.2.3.4
above. It is important to emphasize to the designer
that compliance with 2.21.2.1 is required with regards
to selection of materials that have the necessary
physical properties to meet all of the structural
requirements during emergency braking situations.
Delete proposed changes to 8.4.8.8 from this ballot.
8.4.8.8
Since 8.4 is under heavy revision in the Earthquake
Safety Committee due to the integration of the
IBC/ASCE 7 force levels, recommend that the
proposed change to the welding reference be passed
on to that particular committee for incorporation into
TN 06-1007.
Page 30 of 31
Attachment 28a
Page 1 of 6
Guide Rail Review
Jeff Walker
A17.1 MDC Portland OR, May 3 & 4
ThyssenKrupp
2010
Attachment 28a
Page 2 of 6
Guide Rail Review

Figure 200.4a(1) T140-3/B - 30 lb rail
52,000 80,000
48,000
70,000
44,000
40,000
60,000
Total Weight Per Pair of Rails (lbs)

Total Weight Per Pair of Rails (lbs)
36,000
32,000 30 lb 50,000
22.5 lb A17.1
28,000 18.5 lb Euler-yy
15 lb 40,000 Euler-xx
24,000 12 lb Defl-SMM
11 lb Stress-SMM
20,000 8 lb 30,000
16,000
20,000
12,000
8,000
10,000
4,000
0 0
4 5 6 7 8 9 10 11 12 13 14 0 5 10 15 20
ThyssenKrupp
Bracket Spacing (ft) Bracket Spacing (ft)
Current A17.1 Max Weight Single Moment Model

per Pair of Rails
Attachment 28a
Page 3 of 6
Guide Rail Single Moment Model
Deflection Stress
ThyssenKrupp
Attachment 28a
Page 4 of 6
Guide Rail Information
ThyssenKrupp
Attachment 28a
Page 5 of 6
Guide Rail Information
wt/ft k h1 y n e
ISO
nominal (in) (in) (in) (in) (in)
T89/B 8 0.625 2.44 0.8 1.3125 1.1150
T114/B 11 0.625 3.5 1.13 1.5 1.7700
T127-1/B 12 0.625 3.5 1.08 1.75 1.7200
T127-2/B 15 0.625 3.5 0.97 2 1.8300
T140-1/B 18.5 0.748 4.25 1.28 2 2.2700
T140-2/B 22.5 1.125 4.02 1.37 2 1.9500
T140-3/B 30 1.25 5 1.72 2.25 2.4925
ThyssenKrupp
Attachment 28a
Page 6 of 6
Subjective Items
Eccentricity of safety load on the rail

Safety stopping rate 1g maximum
Allowable stress 15,000 psi
Allowable deflection 0.25 in
Buckling factor of safety for minor axis
assumed 3, same as plungers but it doesnt
govern.
ThyssenKrupp
Attachment 28b
Page 1 of 3
Attachment 28b
Page 2 of 3
Attachment 28b
Page 3 of 3
Attachment 28c
Page 1 of 3
ThyssenKrupp
Model with a Single Moment on a Column
x
As shown in the left diagram, a rail during safety
P
Pe gear operation is modeled with a column with
R
hinged ends subject to an eccentric axial load.
Let P be the braking force on one rail and e be
L
the eccentricity of the force (horizontal distance
from x-x axis of the guide rail cross-section to the
R y
point of application of safety gear).
P
The bending moment in the column at a distance x from the lower end is
M = Py + Rx = P(y + ex/ L) , where R = Pe / L
The differential equation governing the deflection curve is
EIy = M = P(y + ex/ L) or y + k 2 y = k2ex/ L
where k2 P/EI. The general solution of this equation gives,
y = C1 sinkx + C2 coskx ex / L
where C1 and C2 are constants of the homogeneous solution and ex/L is the particular solution.
C1 and C2 can be determined from the following boundary conditions:
y x= 0 = 0 y x=L = 0
These conditions yield
e
C2 = 0 , C1 =
sinkL
Therefore, the deflection equation becomes,
e ex
y= sinkx (1)
sinkL L
Attachment 28c
Page 2 of 3
The maximum deflection, ymax, occurs at x=xmax where dy/dx=0. It can be shown (in a separate
study) that the difference between the deflection at the middle of the column and that at x=xmax is
less than 2% for the load P up to 1/3 of the column buckling load (Pcr). For simplicity we would
assume ymax = y|x=L/2, i.e.
sin(kL/ 2) 1 e kL
ymax = e = sec 1 (2)
sinkL 2 2 2
The bending moment at x=L/2 gives,
Pe L Pe
M x=L / 2 = + Py x=L / 2 =
L 2 2cos(kL/ 2)
Thus, the maximum compressive stress in the column is
P M x= L / 2 P Pe
max = + = + (3)
A S A 2Scos(kL/ 2)
Where A is the cross section area and S is the section modulus.

In the case that ymax and max are given, Eqs. (2) and (3) can be rearranged to show the
relationship between load P and rail bracket spacing L:
From Eq. (2)
kL 2y kL e
sec = max + 1 or cos =
2 e 2 2ymax + e
2 e
cos1
2
or or L = 4EI e (4)
P 2ymax + e P = 2 cos1
L 2ymax + e
EI
From Eq. (3)
L P 2S P L P Pe
sec = max or cos =
2 EI Pe A 2 EI P
2S max
A
1
Attachment 28c
Page 3 of 3
2 Pe
or L= cos1 (5)
P P
2S max
EI A
2
Attachment 29
Page 1 of 3
TN 11-1859
A17 MDC
TN 11-1859
Proposal
2.23.9.2.1 Guide-rail brackets shall be secured to their supporting structure by one of the
following means:
(a) by bolts, studs, or rivets

(2) an additional means, having a safety factor of not less than 5, of resisting horizontal
shear is incorporated
(d) by concrete or masonry anchors. Anchor types may include but is not limited to
mechanical (expansion, wedge, sleeve, undercut, etc...) or adhesive / epoxy anchoring.
2.23.9.2.2 Fastening bolts and bolt holes in brackets and their supporting beams shall
conform to 2.23.10. The attachment of the guide rail brackets to the building support structure
shall be designed in accordance with sound engineering practice to transmit forces as per
2.23.5 having the following allowable stresses.
(a) having a factor of safety of 5 for bolts, rivets and studs taking into account combined
tension and shear stresses.
(b) allowable working strength by the manufacturer for anchors.
(c) 55 MPa (8000 psi) for welds
Rationale for proposed changes to 2.23.9.2:
Requirement 2.23.9.2.1(d) was added to address common industry methods used for guide
rail bracket attachment to concrete or masonry supporting structures.
Requirement 2.23.9.2.2 was revised to provide performance based requirements that are
applicable to bolts, rivets, studs, concrete/masonry anchoring systems and welding. The
reference to 2.23.10 was deleted as was restrictive and intended for fastening of guide rails
to rail brackets not brackets to the supporting structure. Sound engineering practice is a
common term used in the design of components and systems and is appropriate for this
performance-based requirement.
Attachment 29
Page 2 of 3
TN 11-1859
A17 MDC
PROPOSED CHANGES TO 2.23.10
2.23.10.1 Type of Fastenings. Guide rails shall be secured to their brackets by clips, welds,
or bolts.
Bolts used for Fastenings shall be of such strength as to withstand the forces specified in
2.23.5.2 and 2.23.9.1.
Note [2.23.10.1]: The following standards provide design guidance for various connections
and fastening types including fastener clearances.
(a) ANSI/AISC 360 or CAN/CSA-S16.1 Limit States Design of Steel Structures

(b) AWS D1.1 Structural Welding Code - Steel or CSA W5 9-M Welded Steel Construction
2.23.10.2 Size of Bolts for Fastening. The size of bolts used for fastening the guide rails or
rail clips to the brackets shall be not less than specified in Table 2.23.10.2. designed in
accordance with sound engineering practice to develop the required strength to transmit the
forces safely from the rails to the rail brackets.
2.23.10.3 Bolt Holes for Fastenings. The diameter of holes or the width of slots for
fastening bolts shall not exceed the diameter of the bolt by more than 2 mm (0.08 in.).
Attachment 29
Page 3 of 3
TN 11-1859
A17 MDC
Rationale for proposed changes to 2.23.10:
Requirements 2.23.10.1 and 2.23.10.2 have been re-written to provide performance based
requirements for fastening of guide rails to rail brackets. Sound engineering practice is a
common term used in the design of components and systems and is appropriate for this
performance-based requirement. The new referenced construction standards in Note
2.23.10.1(a) and (b) provide comprehensive design information addressing both traditional
and new fastener/connection methods.
Table 2.23.10.2 has been deleted as the information contained in the table was prescriptive,
did not cover all possible rail sizes and the information may not safely apply to new rail
designs or attachment methodologies.
Requirement 2.23.10.3 has been deleted since clearances for holes and slots based on
fastener diameters are now covered in requirement 2.23.10.1, see Note [2.23.10.1].
PROPOSED CHANGES TO 2.28.1
2.28.1 Information Required on Layout Drawings
Elevator layout drawings shall, in addition to other data, indicate the following:
(b) the estimated maximum static and impact vertical forces on the guide rails on application
of the safety or other retarding device (see 2.23 and 2.19.3)
Rationale for proposed changes to 2.28.1:
Requirement 2.28.1 has revised to clarify that information regarding both static and impact
loading conditions is to be provided on the elevator layout drawings.
Attachment 30
Page 1 of 8
Proposed Elevator Code Changes

To provide increased elevator safety in the event of continued overloading of
elevators at universities, etc.
1. Capacity plates (2.16.3.1) should have information (2.16.3.2) which includes an

approximate number of passengers and a warning that overloading is dangerous.
Residents of university dormitories appear to commonly overload elevator.
Present signage requires passengers to calculate average weight of passengers
and multiply that by # of passengers or to add up the individual weights (and
many people lie about their weight).
I have no data which suggests that overloading only occurs in college dormitories
and suggest that it may be common in any venue where young skinny people
gather (as in stadiums, arenas, concert halls).
2. Rope brakes which function in both directions of travel should be installed on all
traction elevators where overloading is considered highly likely (dormitories,
sporting facilities)(2.19 all).
This requirement should be made retroactive for dormitories and sporting
facilities. (2.19.2.2)
3. A load sensitive alarm should sound an alarm as full loading is approached and a
separate alarm when 110% overloading is reached with subsequent car operation
prohibited until an elevator mechanic has inspected the elevator for damage from
the overloaded condition.
Ropes should be checked for stretch, brakes checked for proper operation and
load handling. This proposal carries the advantage of (1) warning the passengers
that they are overloading the elevator and should not continue to do so and works
for any kind of overloading; and (2) penalizing the passengers if there is an
overload by making them exit the elevator; and (3) requiring that a mechanic
investigate the elevator to see if any damage has been done to the elevator. A full
load safety test might be in order at that time.
4. Brake testing requirements should be reviewed to require additional tests when an

overload occurs and all brake tests should specify test weights to be used.
Approximate weights and current generated approximations should be
prohibited. (8.11.2)
It may be prudent to require more frequent testing of elevator brakes in locations
where overloading could logically be anticipated and/or where overloading has
taken place. Also, elevators stopping on the brake might need more frequent
periodic testing.
5. It has also been suggested that elevator capacity be upgraded to account for
overloading. Thus, a present 2500 lb elevator might require a 3500 lb capacity
design and labeling. Such an approach would likely work for new installations
Attachment 30
Page 2 of 8
where machine, motor, controls, wiring, fusing, switchingcould be upgraded. It

would do nothing for the thousands of elevators presently installed.
JOHN W. BLATT ELEVATOR CONSULTING, INC.

711 W. Lakeshore Drive Suite 204 Port Clinton, Ohio 43452
419.732.8101 PH 419.732.8102 FX 419.341.0477 Cell jblatt@cros.net www.elevatorconsulting.net
April 21, 2007
Mr. George W. Gibson

Chair, Mechanical Design Committee
555 Deer Pass Drive
Sedona, Arizona 86351
Re: Request for change to ASME A17.1 by the Mechanical Design Committee
Dear George:
The recent fatality at The Ohio State University due to brake failure or overloading of
the elevators points out a fairly common misuse of the elevators in our nations college
dormitories. It is a condition widely known to exist and for which we have few
safeguards.
This letter is to request that the Mechanical Design Committee consider some code
requirements to greatly reduce the dangers to our university elevator riders. It is
modified per your instructions with justification for the proposed changes.
Thank you for your consideration.
JOHN W. BLATT ELEVATOR CONSULTING, INC.
John W. Blatt, President

Attachment 30
Page 3 of 8
ELEVATOR OVERLOADING
We have known for years and

years that some elevators are
routinely overloaded
An Accident at The Ohio State

University
A student was crushed in an elevator
accident at OSU.
The elevator was overloaded.
24 students were in a car designed for 15
students.
The car pulled through the brake.
The student tried to get off.
He got caught between the car and
landing.
1
Attachment 30
Page 4 of 8
Follow-up
State inspection showed that 9 out of 41
elevators in similar dorms failed to pass
the 125% overload test.
All elevators had been tested fairly
regularly to published standards.
OPINION
It is my opinion (based on 40 years in this
industry) that college kids will overload
elevators when given the opportunity.
It is also my opinion that the industry has
ignored this possibility.
I BELIEVE IT IS NOW TIME TO MAKE
SOME CHANGES TO MAKE
ELEVATORS A LITTLE SAFER.
2
Attachment 30
Page 5 of 8
For New Installations

Revise upwards the capacity rating for
given sized elevators.
ASME A17.1 Table 2.16.1.1 should be revised

to increase rated loads for given inside Net
Platform Areas.
example18.9 sq ft should require 2500 lb
rated load.
For New Installations

Capacity plates should be revised to
include the allowed number of passengers
based (at least) on present average
weights as used by the airline industry.
Each person is assumed to average 165
lbs.
Rule 2.16.3.2.1 should be revised to add
after rated load and number of
passengers allowed.
3
Attachment 30
Page 6 of 8
All Elevators
New and Existing Elevators should be
requried to have an accurate load
weighing device which warns of
approaching overloading, shuts off the car
if it is overloaded, and which requires
manual reset.
Add a new rule
2.16.10 Load Weighing.
Load Weighing
Rule 2.16.10.1 All elevators shall have a load
weighing device which signals by voice
announcement that the elevator is about to be
overloaded. Permit no additional weight to be
added to elevator.
Rule 2.16.10.2 All elevators shall have a load
weighing device which signals by voice
announcement that the elevator is overloaded.
This elevator is overloaded and is shutdown
until an elevator person arrives to inspect it.
4
Attachment 30
Page 7 of 8
Load Weighing
An overloaded elevator must remain
shutdown until an elevator mechanic
inspects the unit.
He/she checks rope diameter (if roped).
He/she conducts a 125% brake test (if
applicable).
She/he checks the entire installation.
Rope Brake
Devices to prohibit unauthorized motion
should be required on all roped elevators
at the earliest possible time.
They should operate to prohibit
unauthorized motion in either direction.
5
Attachment 30
Page 8 of 8
Colleges
There has been some debate about the
need to upgrade all elevators or just those
in college dorms and sports centers.
It is my suggestion that we require these
upgrades at all locations.
Thank You
If the Mechanical Design Committee
needs further input and thought on this
subject, I remain willing and eager to
provide such input within the limits of my
abiliy.
6
Attachment 31
Page 1 of 94
Record 10-967
For Signs, specify Z535.4 which appears to rely on the duty to warn by product manufacturers.
While this is a legal question regarding the intended viewers of the sign, the general public versus
authorized personnel, changing requirements based on this recommendation alone would require
changes in the signage requirements of Mechanical Design Committee requirements.
The following Table has the complete requirement and the recommendations of the TG on
Signage and a strawman of the appropriate changes which would have to be made to MDC
requirements relative to Signage.
Signage changes based on the TG on Signage
Requirements Signage changes as they

under the would be reflected if the Ad
Requirements relating to Signage, Plate, Data Tag
auspice of the Hoc Committee work is
MDC adopted
Proposed 2.y.y.y The sign shall conform to the requirements of ANSI
Changes by the Z535.2, ANSI 535.4, or CAN/CSAZ321, whichever is
AD Hoc applicable. The sign shall be made of a durable material and
Committee on shall be securely fastened.
Signage
2.x.x.x The {data plate, marking plate, or capacity plate} shall
conform to the following: (a) be made of metal or other
durable materials. Stick on foil or paper labels are not
permitted. (b) be securely attached so as to prevent removal
when subjected to a force of 65 N (15 lb.). In addition,
adhesive attached plates shall conform to the requirements
of UL 969 or CAN/CSA C22.2, whichever is applicable. (c)
All lettering and figures required by code shall either: (1) be
engraved, etched or cast such that the letters and figures
shall remain permanently and readily legible; be raised or
depressed a minimum of 0.8 mm (0.03125 in.) from the
plate surface face; have a minimum height of 3 mm (0.125
in) and have a minimum character stroke width of 0.8 mm
(0.03125 in). The use of writing instruments, stamping and
scratching to apply the lettering and figures is not permitted.
or (2) shall be provided with a transparent covering that will
protect the code required data. This covering shall prevent
contaminants (such as paint, adhesives, oil and grease) from
permanently adhering to the data plate parent surface. The
covering shall be durable enough to withstand the process of
contaminant removal. (d) If the plates are exposed to
weathering or a chemical atmosphere, then a durable means
shall be provided to protect the information from
Attachment 31
Page 2 of 94
deterioration, while permitting the information to be readily

read.
2.9 No requirements
2.10 No requirements
2.13.4.2.4 2.13.4.2.4 Data Plate. A data plate complying with 2.x.x.x This requirement should
conforming to 2.16.3.3 shall be attached to the power door reference 2.x.x.x and therefore
operator or to the car crosshead and shall contain the would have the new
following information: requirements applied.
(a) minimum door closing time in seconds for the doors to
travel the Code zone distance as specified in 2.13.4.2.2
corresponding to the kinetic energy limits specified in
2.13.4.2.1(b)(2)
(b) minimum door closing time in seconds for the doors to
travel the Code zone distance as specified in 2.13.4.2.2
corresponding to the kinetic energy limits specified in
2.13.4.2.1(c)(2), if applicable [see 2.27.3.1.6(e)]
(c) where heavier hoistway doors are used at certain floors, the
minimum door closing time in seconds corresponding to
the kinetic energy limits specified in 2.13.4.2.1(b)(2) and
2.13.4.2.1(c)(2), if applicable, for the corresponding floors
shall be included on the data plate
2.16.3.1 2.16.3.1 Plates Required and Locations. Every elevator shall This requirement should
be provided with a capacity plate and a data plate complying reference 2.x.x.x and therefore
with 2.x.x.x permanently and securely attached. would have the new
The capacity plate shall be located in a conspicuous position requirements applied. The
inside the car. words permanently and
The data plate shall be located on the car crosshead, or inside securely attached are a
the car for underslung elevators having no crosshead. component of 2.x.x.x and
2.16.3.2 Information Required on Plates therefore are deleted for
2.16.3.2.1 Capacity plates shall indicate the rated load of the clarity.
elevator in kilograms or pounds or both (see Nonmandatory
Appendix D), and, in addition, this plate or a separate plate
shall indicate
(a) the capacity lifting one-piece loads where the elevator
conforms to 2.16.7
(b) for freight elevators designed for Class C2 loading, the
maximum load the elevator is designed to support while
being loaded or unloaded [see 2.16.2.2.4(c)]
2.16.3.2.2 Data plates shall indicate
(a) the weight of the complete car, including the car safety and
all auxiliary equipment attached to the car
(b) the rated load and speed
(c) the wire rope data required by 2.20.2.1
(d) the name or trademark of the manufacturer and year
manufactured
(e) rail lubrication instructions (see 2.17.16)
Attachment 31
Page 3 of 94
2.16.3.3 2.16.3.3 Material and Marking of Plates. Plates shall comply This requirement should
with 2.x.x.x. be of such material and construction that the reference 2.x.x.x and therefore
letters and figures stamped, etched, cast, or otherwise would have the new
applied to the faces shall remain permanently and readily requirements applied.
legible. The height of the letters and figures shall be not less
than
(a) 6 mm (0.25 in.) for passenger elevator capacity plates The words be of such
(b) 25 mm (1 in.) for freight elevator capacity plates material and construction that
(c) 3 mm (0.125 in.) for data plates the letters and figures stamped,
etched, cast, or otherwise
applied to the faces shall
remain permanently and
readily legible. are a
component of 2.x.x.x and
therefore are deleted for
clarity.
2.16.5 2.16.5 Signs Required in Freight Elevator Cars This requirement should
2.16.5.1 Signs Required. Signs complying with 2.y.y.y, in reference 2.y.y.y and therefore
addition to the capacity and data plates required by 2.16.3.1, would have the new
shall be provided inside the car and shall be located in a requirements applied. The
conspicuous position and permanently and securely fastened words material and marking
to the car enclosure, subject to the requirements of of all signs shall conform to
2.16.5.1.1 through 2.16.5.1.3. 2.16.3.3, except that the are a
2.16.5.1.1 For every freight elevator, the sign shall specify the component of 2.y.y.y and
type of loading (see 2.16.2.2) for which the elevator is therefore are deleted for
designed and installed, with one of the following markings. clarity.
(a) CLASS A LOADING. ELEVATOR TO BE LOADED OR
UNLOADED MANUALLY OR BY MEANS OF
HANDTRUCKS ONLY. NO SINGLE PIECE OF
FREIGHT OR SINGLE HAND TRUCK AND ITS LOAD
SHALL EXCEED KG (LB).
(b) CLASS B LOADING. THIS ELEVATOR DESIGNED
TO TRANSPORT MOTOR VEHICLES HAVING A
MAXIMUM GROSS WEIGHT NOT TO EXCEED KG
(LB).
(c) CLASS C1 LOADING. THIS ELEVATOR DESIGNED
TO TRANSPORT LOADED INDUSTRIAL TRUCK.
MAXIMUM COMBINED WEIGHT OF INDUSTRIAL
TRUCK AND LOAD NOT TO EXCEED KG (LB).
(d) CLASS C2 LOADING. THIS ELEVATOR DESIGNED
FOR LOADING AND UNLOADING BY INDUSTRIAL
TRUCK. MAXIMUM LOADING AND UNLOADING
WEIGHT WHILE PARKED NOT TO EXCEED KG (LB).
MAXIMUM WEIGHT TRANSPORTED NOT TO
EXCEED KG (LB).
(e) CLASS C3 LOADING. THIS ELEVATOR DESIGNED
TO TRANSPORT CONCENTRATED LOADS NOT TO
EXCEED KG (LB).
2.16.5.1.2 For elevators not permitted to carry passengers, the
sign shall read: THIS IS NOT A PASSENGER
ELEVATOR. NO PERSONS OTHER THAN THE
Attachment 31
Page 4 of 94
OPERATOR AND FREIGHT HANDLERS ARE

PERMITTED TO RIDE ON THIS ELEVATOR.
2.16.5.1.3 For freight elevators permitted to carry passengers
(see 2.16.4), a sign reading PASSENGERS ARE
PERMITTED TO RIDE THIS ELEVATOR. 2.16.5.2
Material and Marking of Signs. The material and marking
of all signs shall conform to 2.16.3.3, except that the letters
shall be not less than 13 mm (0.5 in.) high.
2.16.7.5 2.16.7.5 A special capacity plate complying with 2.x.x.x shall
be provided inside the elevator car and located in a
conspicuous place that shall bear the words CAPACITY
LIFTING ONE-PIECE LOADS in letters, followed by
figures giving the special capacity in kilograms (pounds) for
lifting one-piece loads for which the machine is designed.
For material and size of letters, see 2.16.3.3.
2.17.14 2.17.14 Marking Plates for Safeties A metal marking plate This requirement should
complying with 2.x.x.x shall be securely attached to each reference 2.x.x.x and therefore
safety so as to be readily visible, and shall be marked in a would have the new
legible and permanent manner with letters and figures not requirements applied.
less than 6 mm (0.25 in.) in height indicating:
(a) the type of safety, based on 2.17.5 The words in a legible and
(b) the maximum tripping speed in m/s (ft/min) for which the permanent manner are a
safety is permitted component of 2.x.x.x and
(c) the maximum weight in kg (lb), that the safety is designed therefore are deleted for
and installed to stop and sustain clarity.
(d) the force in N (lbf) required to activate the safety or rope
releasing carrier, if provided Change metal to marking for
(e) the manufacturers name or trademark consistency as this is a
component of 2.x.x.x.
2.17.15 2.17.16 Rail Lubricants and Lubrication Plate Rail This appears to be an incorrect
lubricants or coatings that will reduce the holding power of the reference to the incorrect
safety, or prevent its functioning as required in 2.17.3, shall not requirement. It should be
be used (see 8.7 for maintenance requirements). A metal changed regardless of the
marking plate as required by 2.16.3.2 2.16.3.1 shall be securely outcome of the materials of the
attached to the car crosshead in an easily visible location, and, signage. It should reference
where lubricants are to be used, shall carry the notation, 2.16.3.1 where the requirement
CONSULT MANUFACTURER OF THE SAFETY FOR is. Change metal to marking
THE CHARACTERISTICS OF THE RAIL LUBRICANT TO for consistency as this is a
BE USED. If lubricants are not to be used, the plate shall so component of 2.x.x.x.
state. If lubricants other than those recommended by the
manufacturer are used, a safety test shall be made to
demonstrate that the safety will function as required by 2.17.3.
2.18.5.3 2.18.5.3 Governor-Rope Tag. A metal data tag shall be This requirement references
securely attached to the governor-rope fastening. This data 2.x.x.x and therefore would
tag shall bear the following wire-rope data: have the new requirements
(a) the diameter (mm or in.) applied. The words material
(b) the manufacturers rated breaking strength and marking of the are a
(c) the grade of material used component of 2.x.x.x and
(d) the year and month the rope was installed therefore are deleted for
(e) whether nonpreformed or preformed clarity.
Attachment 31
Page 5 of 94
(f) construction classification

(h) name or trademark by which the manufacturer of the rope
can be identified
A new tag shall be installed at each rope renewal. The material
and marking of the rope data tag shall comply with 2.x.x.x,
except that the height of the letters and figures shall be not
less than 1.5 mm (0.06 in.).
2.18.9 2.18.9 Speed-Governor Marking Plate This requirement should
A metal marking plate complying to 2.x.x.x shall be securely reference 2.x.x.x and therefore
attached to each speed governor and shall be marked in a would have the new
legible and permanent manner with letters and figures not requirements applied. Change
less than 6 mm (0.25 in.) in height indicating the following: metal to marking for
(a) the speed in m/s (ft/min) at which the governor is set and consistency as this is a
sealed to trip the governor-rope retarding means component of 2.x.x.x. The
(b) the size, material, and construction of the governor rope on words in a legible and
which the governor-rope retarding means were designed to permanent manner are a
operate component of 2.x.x.x and
(c) the governor pull-through tension (force) inN (lbf) (see therefore are deleted for
2.18.6.2) clarity.
(d) manufacturers name or trademark
(e) statement DO NOT LUBRICATE GOVERNOR ROPE
2.19 2.19.3.2(h) if the design of the emergency brake is such that This requirement should
field adjustment or servicing is required and the emergency reference 2.y.y.y and therefore
brake acts on the brake drum or braking surface of the would have the new
driving-machine brake, it shall be provided with a sign requirements applied. The sign
complying with 2.y.y.y stating EMERGENCY BRAKE. materials, sizes and
The sign shall be located on the emergency brake at a construction are referenced in
location visible from the area likely to require service. The 2.y.y.y and are deleted here for
sign shall be of such material and construction that the clarity
letters shall remain permanently and readily legible. The
height of the letters shall be not less than 6 mm (0.25 in.).
2.19.3.3 2.19.3.3 Marking Plate Requirements. The emergency brake This requirement should
shall be provided with a marking plate complying with reference 2.x.x.x and therefore
2.x.x.x indicating the range of total masses (car with would have the new
attachments and its load) for which it is permitted to be requirements applied.
used, the range of speeds at which it is set to operate, and
the criteria such as rail lubrication requirements that are
critical to the performance.
2.20.2.1 2.20.2.1 On Crosshead Data Plate. The crosshead data plate This requirement should
complying with 2.x.x.x required by 2.16.3 shall bear the reference 2.x.x.x and therefore
following wire-rope data: would have the new
(a) the number of ropes requirements applied.
(b) the diameter in millimeters (mm) or inches (in.)
(c) the manufacturers rated breaking strength per rope in
kilonewton (kN) or pounds (lb)
2.20.2.2 2.20.2.2 On Rope Data Tag. A metal data tag complying with This requirement should
2.x.x.x shall be securely attached to one of the wire-rope reference 2.x.x.x and therefore
fastenings. This data tag shall bear the following wire-rope would have the new
data: requirements applied. Delete
Attachment 31
Page 6 of 94
(a) the diameter in millimeters (mm) or inches (in.) metal for consistency as this
(b) the manufacturers rated breaking strength is a component of 2.x.x.x. The
(c) the grade of material used words material and marking
(d) the month and year the ropes were installed of the rope data tag shall
(e) the month and year the ropes were first shortened conform to 2.16.3.3, except
(f) whether the ropes were nonpreformed or preformed that are a component of
(g) construction classification 2.x.x.x and therefore are
(h) name of the person or organization who installed the ropes deleted for clarity.
(i) name or trademark of the manufacturer of the ropes
(j) lubrication information A new tag shall be installed at each
rope renewal. The material and marking of the rope data
tag shall conform to 2.16.3.3, except that the height of the
letters and figures shall be not less than 1.5 mm (0.06 in.).
2.20.10.9 2.20.10.9 Each device shall be permanently marked with the This requirement should
name or trademark of the manufacturer by means of metal reference 2.x.x.x and therefore
tags or plates complying to 2.x.x.x with the following data would have the new
of the wire rope for which they are designated to be used: requirements applied. Delete
(a) diameter of the rope in millimeters (mm) or inches (in.) metal for consistency as this
(b) manufacturers rated breaking strength of the rope is a component of 2.x.x.x. The
(c) construction classification of the wire rope The material and word permanently is a
marking of the tags or plates shall conform to 2.16.3.3, component of 2.x.x.x and
except that the height of the letters and figures shall be not therefore is deleted for clarity.
less than 1.5 mm (0.06 in.). The words material and
marking of the rope data tag
shall conform to 2.16.3.3,
except that are a component
of 2.x.x.x and therefore are
deleted for clarity.
2.22.3.1 2.22.3.1 Stroke. The stroke of the buffer spring, as marked on No Change, for reference
its marking plate, shall be equal to or greater than the value only
specified in Table 2.22.3.1.
2.22.3.3 2.22.3.3 Marking Plates. Each spring buffer shall be provided This requirement should
with a marking plate complying with 2.x.x.x showing its load reference 2.x.x.x and therefore
rating and stroke and the number of springs. Where the springs would have the new
are removable, each spring shall be identified, and the assembly requirements applied. The
marking plate shall indicate this identification. Markings shall words Markings shall be
be made in a permanent and legible manner. made in a permanent and
legible manner are a
component of 2.x.x.x and
clarity.
2.22.4.10 2.22.4.10 Load Ratings of Oil Buffers. The minimum and No Change, for reference
maximum load ratings of car and counterweight oil buffers, only
as indicated on the buffer marking plate, shall conform to
2.22.4.10.1 through 2.22.4.10.3.
(a) for car oil buffers, the total weight of the car as marked on
the car crosshead data plate plus 70 kg (150 lb)
(b) for counterweight oil buffers, the weight of the
Attachment 31
Page 7 of 94
counterweight used
the crosshead data plate plus the rated load
counterweight used
2.22.4.11 2.22.4.11 Buffer Marking Plate. Every installed oil buffer This requirement should
shall have permanently attached thereto a metal marking plate reference 2.x.x.x and therefore
complying with 2.x.x.x, marked by the manufacturer in a would have the new
legible and permanent manner, indicating requirements applied. Change
(a) the maximum and minimum loads and the maximum metal to marking for
striking speeds for which the buffer has been rated for use in consistency as this is a
conformance with the requirements in 2.22 component of 2.x.x.x. The
(b) the permissible range in viscosity of the buffer oil to be words in a legible and
used, stated in Saybolt Seconds Universal at 38C (100F) permanent manner are a
(c) the viscosity index number of the oil to be used component of 2.x.x.x and
(d) the pour point in degrees Celsius (Fahrenheit) of the oil to therefore are deleted for
be used clarity.
(e) the stroke of the buffer in mm (in.)
(f) the composition of the gas, if used
(g) the name, trademark, or file number by which the
organization that manufactured the product can be identified
2.24.8.5 2.24.8.5 Marking Plates for Brakes. The brake setting and This requirement should
method of measurement shall be permanently and legibly reference 2.x.x.x and therefore
marked on the driving machine on a marking plate complying would have the new
with 2.x.x.x. requirements applied. The
words permanently and
legibly are a component of
2.x.x.x and therefore are
4.2.12 4.2.12.1 A safety nut is required on all screw machines that This requirement should
utilize a driving nut made of a material other than metal and reference 2.x.x.x and therefore
shall be permitted to be provided on all screw machines. would have the new
The safety nut shall be made of metal and designed to requirements applied.
withstand the impact without damage if the driving nut
should fail.
4.2.12.2 A metal data tag shall be securely attached to each Delete metal for consistency
screw machine equipped with a safety nut bearing the as this is a component of
following data: 2.x.x.x.
(b) spacing between driving and safety nuts The editing is for clarity. The
4.2.12.3 The material and markings of the safety nut spacing reference back to 2.16.3.3 is a
data tag shall comply with 2.x.x.x. shall conform to reference to the proposed
2.16.3.3, except that the The height of the letters and figures 2.x.x.x and therefore
shall be not less than 1.6 mm (0.0625 in.). unnecessary and changing it
Attachment 31
Page 8 of 94
here will not allow it to be

orphaned should 2.16.3.3 ever
change in the future. The
sentence then needed
restructuring.
8.2 No requirements
8.3.1 No requirements
8.3.2.1.2 8.3.2.1.2 The drawings required in 8.3.1.2.2(b) shall show No Change, for reference
(a) the exact construction of the buffer only
(b) all dimensions of each part
(c) all pertinent information concerning materials, clearances,
and tolerances
(d) the data as marked on the buffer marking plate required by
2.22.4.11
8.3.2.4.4 8.3.2.4.4 Filling Buffer With Oil. The buffer, after being No Change, for reference
installed, shall be filled with oil to a level at or between the only
manufacturers gauge line or lines. The oil ASME A17.1-
2007/CSA B44-07 shall conform to 2.22.4.9 and the data
specified on the buffer marking plate.
8.3.10 No requirements
Responses to Review and Comment Ballot 10-1141
Ballot#: 10-1141
Ballot Level: Subcommittee
Comments: 3 KalgrenD, KoshakJ, FilipponeJ
Comments Responses
KalgrenD (Comment) Thank you.
Good work. Recommend that the proposed
language for requirement 2.x.x.x be compared
to the responses approved for Inquiry 08-49
(Jan. 2009). There may need to be some minor
changes required.
KoshakJ (Comment) Thank you.

I support this format, it allows for specific
Attachment 31
Page 9 of 94
design criterion that can be referenced by any

requirement which will lead to plate and tag
consistency.
Filippone (Additional comment)

Excellent proposal. I especially like the Thank you.
addition regarding prohibiting writing
instruments, scratching and stamping. Would
whoever came up with that want to join the ad
hoc committee?
Requirement 2.18.5.3 needs to be revised Accepted, see revised proposal.

similar to that done for 2.20.2.2 (e.g delete
"metal" and refer to 2.x.x.x in the opening
sentence).
Attachment 31
Page 10 of 94

General Rationale
The Ad Hoc Committee on Signage researched present requirements considering the industry
standard for Signs, Marking Plates, Capacity Plates, and Data Tags (Signage). Based on the work
done by the Signage Ad Hoc Committee, each subcommittee was asked to consider their
proposed signage requirements relative to the requirements under a subcommittee purview. The
Mechanical Design Committee reviewed all requirements in its purview and it became clear that
having common reference requirements for signage would be useful. The work proceeded with
two requirements and the proposed changes shown in the table below.
Part of this TR is a suggestion to the Standards Committee to add a new section 8.13 under the
General Requirements of A17.1 and place there for common reference the signage requirements.
Hence, while the Mechanical Design Committee is not attempting to overstep their purview, it
makes sense for these requirements to be available for the entire code to reference and when any
committee suggests changes, each committee can also consider the common requirements and
control their own signage demands in their own requirements.
Proposed Revision to A17.1-2010 for signage

Proposed Revisions Rationale
8.13 Requirement 8.13 covers the materials and properties for Add New. To provide a
signs and plates used on devices within the scope of this location in code for reference
code. to signage requirements
8.13.1 Signs The sign shall conform to the requirements of Add New. To provide a
ANSI Z535.2, ANSI 535.4, or CAN/CSAZ321, whichever is location in code for reference
applicable. The sign shall be made of a durable material and to signage requirements
shall be securely fastened.
8.13.2 Plates Date Plates, marking Plates and Capacity Plates Add New. To provide a
shall conform to the following: location in code for reference
8.13.2.1 be made of metal or other durable materials. Stick on to signage requirements
foil or paper labels are not permitted.
8.13.2.2 be securely attached so as to prevent removal when
subjected to a force of 65 N (15 lb.). In addition, adhesive
attached plates shall conform to the requirements of UL 969
or CAN/CSA C22.2, whichever is applicable.
8.13.2.3 All lettering and figures required by code shall either:
8.13.2.3.1 be engraved, etched or cast such that the letters
and figures shall remain permanently and readily legible; be
raised or depressed a minimum of 0.8 mm (0.03125 in.)
from the plate surface face; have a minimum height of 3
mm (0.125 in) and have a minimum character stroke width
of 0.8 mm (0.03125 in). The use of writing instruments,
stamping and scratching to apply the lettering and figures is
not permitted. or
8.13.2.3.2 shall be provided with a transparent covering that
will protect the code required data. This covering shall
prevent contaminants (such as paint, adhesives, oil and
Attachment 31
Page 11 of 94
grease) from permanently adhering to the data plate parent

surface. The covering shall be durable enough to withstand
the process of contaminant removal.
8.13.2.4 If the plates are exposed to weathering or a chemical
atmosphere, then a durable means shall be provided to protect
the information from deterioration, while permitting the
information to be readily read.
Requirements under the purview of the Mechanical Design Committee
2.13.4.2.4 2.13.4.2.4 Data Plate. A data plate complying with 8.13.1 This requirement should
conforming to 2.16.3.3 shall be attached to the power door reference 8.13.1 and
operator or to the car crosshead and shall contain the therefore would have the
following information: new requirements applied.
travel the Code zone distance as specified in 2.13.4.2.2 The words conforming to
corresponding to the kinetic energy limits specified in 2.16.3.3 describe the
2.13.4.2.1(b)(2) requirements that now
(b) minimum door closing time in seconds for the doors to referenced in the proposed
travel the Code zone distance as specified in 2.13.4.2.2 8.13.1 and therefore are
corresponding to the kinetic energy limits specified in deleted for clarity.
minimum door closing time in seconds corresponding to the
kinetic energy limits specified in 2.13.4.2.1(b)(2) and
be provided with a capacity plate and a data plate complying reference 8.13.1 and
with 8.13.1 permanently and securely attached. therefore would have the
The capacity plate shall be located in a conspicuous position new requirements applied.
inside the car.
The data plate shall be located on the car crosshead, or inside The words permanently and
the car for underslung elevators having no crosshead. securely attached are a
2.16.3.2 Information Required on Plates component of 8.13.1 and
2.16.3.2.1 Capacity plates shall indicate the rated load of the therefore are deleted for
elevator in kilograms or pounds or both (see Nonmandatory clarity.
shall indicate
conforms to 2.16.7
Attachment 31
Page 12 of 94
manufactured
with 8.13.1. be of such material and construction that the reference 8.13.1 and
letters and figures stamped, etched, cast, or otherwise applied therefore would have the
to the faces shall remain permanently and readily legible. The new requirements applied.
height of the letters and figures shall be not less than
(b) 25 mm (1 in.) for freight elevator capacity plates material and construction
(c) 3 mm (0.125 in.) for data plates that the letters and figures
stamped, etched, cast, or
otherwise applied to the
faces shall remain
permanently and readily
legible. are a component of
8.13.1 and therefore are
2.16.5.1 Signs Required. Signs complying with 8.13.2, in reference 8.13.2 and
addition to the capacity and data plates required by 2.16.3.1, therefore would have the
shall be provided inside the car and shall be located in a new requirements applied.
conspicuous position and permanently and securely fastened
to the car enclosure, subject to the requirements of 2.16.5.1.1 The words material and
through 2.16.5.1.3. marking of all signs shall
2.16.5.1.1 For every freight elevator, the sign shall specify the conform to 2.16.3.3, except
type of loading (see 2.16.2.2) for which the elevator is that the are a component of
designed and installed, with one of the following markings. 8.13.2 and therefore are
(a) CLASS A LOADING. ELEVATOR TO BE LOADED OR deleted for clarity.
UNLOADED MANUALLY OR BY MEANS OF
HANDTRUCKS ONLY. NO SINGLE PIECE OF FREIGHT
OR SINGLE HAND TRUCK AND ITS LOAD SHALL
EXCEED KG (LB).
(LB).
TRUCK AND LOAD NOT TO EXCEED KG (LB).
WEIGHT WHILE PARKED NOT TO EXCEED KG (LB).
MAXIMUM WEIGHT TRANSPORTED NOT TO EXCEED
KG (LB).
EXCEED KG (LB).
2.16.5.1.2 For elevators not permitted to carry passengers, the
sign shall read: THIS IS NOT A PASSENGER
Attachment 31
Page 13 of 94
ELEVATOR. NO PERSONS OTHER THAN THE

OPERATOR AND FREIGHT HANDLERS ARE
PERMITTED TO RIDE ON THIS ELEVATOR.
PERMITTED TO RIDE THIS ELEVATOR.
2.16.5.2 Material and Marking of Signs. The material and
marking of all signs shall conform to 2.16.3.3, except that the
letters shall be not less than 13 mm (0.5 in.) high.
2.16.7.5 2.16.7.5 A special capacity plate complying with 8.13.1 shall
lifting one-piece loads for which the machine is designed. For
material and size of letters, see 2.16.3.3.
2.17.14 2.17.14 Marking Plates for Safeties This requirement should
A metal marking plate complying with 8.13.1 shall be securely reference 8.13.1 and
attached to each safety so as to be readily visible, and shall be therefore would have the
marked in a legible and permanent manner with letters and new requirements applied.
figures not less than 6 mm (0.25 in.) in height indicating:
safety is permitted component of 8.13.1 and
component of 8.13.1.
2.17.16 2.17.16 Rail Lubricants and Lubrication Plate This appears to be an incorrect
Rail lubricants or coatings that will reduce the holding power of reference to the incorrect
the safety, or prevent its functioning as required in 2.17.3, requirement. It should be
shall not be used (see 8.7 for maintenance requirements). changed regardless of the
A metal marking plate as required by 2.16.3.2 2.16.3.1 shall be outcome of the materials of
securely attached to the car crosshead in an easily visible the signage. It should
location, and, where lubricants are to be used, shall carry the reference 2.16.3.1 where the
notation, CONSULT MANUFACTURER OF THE requirement is.
SAFETY FOR THE CHARACTERISTICS OF THE RAIL
LUBRICANT TO BE USED. If lubricants are not to be Change metal to marking for
used, the plate shall so state. consistency as this is a
If lubricants other than those recommended by the component of 8.13.1.
demonstrate that the safety will function as required by
2.17.3.
2.18.5.3 2.18.5.3 Governor-Rope Tag. A metal data tag shall be This requirement references
securely attached to the governor-rope fastening. This data 8.13.1 and therefore would
tag shall bear the following wire-rope data: have the new requirements
(a) the diameter (mm or in.) applied.
(b) the manufacturers rated breaking strength
Attachment 31
Page 14 of 94
(c) the grade of material used The words material and

(d) the year and month the rope was installed marking of the are a
(e) whether nonpreformed or preformed component of 8.13.1 and
(f) construction classification therefore are deleted for
(g) name of the person or organization who installed the rope clarity.
can be identified
and marking of the rope data tag shall comply with 8.13.1,
A metal marking plate complying to 8.13.1 shall be securely reference 8.13.1 and
attached to each speed governor and shall be marked in a therefore would have the
legible and permanent manner with letters and figures not less new requirements applied.
than 6 mm (0.25 in.) in height indicating the following:
(a) the speed in m/s (ft/min) at which the governor is set and Change metal to marking for
sealed to trip the governor-rope retarding means consistency as this is a
(b) the size, material, and construction of the governor rope on component of 8.13.1.
which the governor-rope retarding means were designed to
operate The words in a legible and
(c) the governor pull-through tension (force) inN (lbf) (see permanent manner are a
2.18.6.2) component of 8.13.1 and
(d) manufacturers name or trademark therefore are deleted for
(e) statement DO NOT LUBRICATE GOVERNOR ROPE clarity.
2.19 2.19.3.2(k) if the design of the emergency brake is such that This requirement should
field adjustment or servicing is required and the emergency reference 8.13.2 and
brake acts on the brake drum or braking surface of the therefore would have the
driving-machine brake, it shall be provided with a sign new requirements applied.
complying with 8.13.2 stating EMERGENCY BRAKE.
The sign shall be located on the emergency brake at a The sign materials, sizes and
location visible from the area likely to require service. The construction are referenced
sign shall be of such material and construction that the letters in 8.13.2 and are deleted
shall remain permanently and readily legible. The height of here for clarity.
the letters shall be not less than 6 mm (0.25 in.).
shall be provided with a marking plate complying with 8.13.1 reference 8.13.1 and
indicating the range of total masses (car with attachments and therefore would have the
its load) for which it is permitted to be used, the range of new requirements applied.
speeds at which it is set to operate, and the criteria such as
rail lubrication requirements that are critical to the
performance.
complying with 8.13.1 required by 2.16.3 shall bear the reference 8.13.1 and
following suspension-means data: therefore would have the
(a) type of suspension means new requirements applied.
(b) the number of suspension members
(c) either the diameter or the width and thickness in
millimeters (mm) or inches (in.), as applicable
(d) the elevator manufacturers required minimum
Attachment 31
Page 15 of 94
breaking force per suspension member in kilo Newtons

(kN) or pounds-force (lbf), as applicable
2.20.2.2 2.20.2.2 Data Tag at Suspension-Means Fastening This requirement should
2.20.2.2.1 Pertinent data on a data tag complying with 8.13.1 reference 8.13.1 and
located on the suspension means shall be provided by one of therefore would have the
the following: new requirements applied.
(a) A data tag securely attached to one of the suspension-means
fastenings. Delete metal for consistency
(b) Permanent marking of the required information on the as this is a component of
suspension means and visible in the vicinity of the 8.13.1.
(c) A combination of (a) and (b) provided that all required The words material and
information is furnished. marking of the rope data tag
(d) If (a) or (c) applies, the material and marking of the tag shall conform to 2.16.3.3,
shall conform to 2.16.3.3, except that the height of the letters except that are a component
and figures shall be not less than 1.5 mm (0.06 in.). of 8.13.1 and therefore are
(e) If (a) or (c) applies, a new tag shall be installed at each deleted for clarity.
suspension-means replacement.
2.20.2.2.2 The following data on a data tag complying with

8.13.1 shall be provided:
(a) type of suspension (steel wire rope, aramid fiber rope, or
noncircular elastomeric-coated steel suspension member)
(b) either the diameter or the width and thickness in millimeters
or inches, as applicable
(c) the suspension-means manufacturers minimum breaking
force in kN or lbf, as applicable
(d) the residual strength determined by the elevator
manufacturer in kN or lbf, as applicable
(e) the grade of material used or the suspension means
manufacturers designation, as applicable
(k) name of person or organization who installed the
suspension means
(m) the month and year the suspension means were first
shortened
name or trademark of the manufacturer by means of metal reference 8.13.1 and
tags or plates complying to 8.13.1 with the following data of therefore would have the
the wire rope for which they are designated to be used: new requirements applied.
(b) manufacturers rated breaking strength of the rope Delete metal for consistency
(c) construction classification of the wire rope as this is a component of
The material and marking of the tags or plates shall conform to 8.13.1.
2.16.3.3, except that the height of the letters and figures shall
Attachment 31
Page 16 of 94
be not less than 1.5 mm (0.06 in.). The word permanently is a

component of 8.13.1 and
therefore is deleted for
clarity.
The words material and

of 8.13.1 and therefore are
2.22.3.1 2.22.3.1 Stroke. The stroke of the buffer spring, as marked on To clarify the reference
its marking plate complying with 2.22.3.3, shall be equal to requirement.
or greater than the value specified in Table 2.22.3.1.
with a marking plate complying with 8.13.1 showing its load reference 8.13.1 and
rating and stroke and the number of springs. Where the therefore would have the
springs are removable, each spring shall be identified, and the new requirements applied.
assembly marking plate shall indicate this identification.
Markings shall be made in a permanent and legible manner. The words Markings shall be
made in a permanent and
clarity.
as indicated on the buffer marking plate conforming to
counterweight used
counterweight used
shall have permanently attached thereto a metal marking plate reference 8.13.1 and
complying with 8.13.1, marked by the manufacturer in a therefore would have the
legible and permanent manner, indicating new requirements applied.
(a) the maximum and minimum loads and the maximum
striking speeds for which the buffer has been rated for use in Change metal to marking for
conformance with the requirements in 2.22 consistency as this is a
(b) the permissible range in viscosity of the buffer oil to be component of 8.13.1.
used, stated in Saybolt Seconds Universal at 38C (100F)
(c) the viscosity index number of the oil to be used The words in a legible and
(d) the pour point in degrees Celsius (Fahrenheit) of the oil to permanent manner are a
Attachment 31
Page 17 of 94
be used (e) the stroke of the buffer in mm (in.) component of 8.13.1 and
(f) the composition of the gas, if used therefore are deleted for
(g) the name, trademark, or file number by which the clarity.
method of measurement shall be permanently and legibly reference 8.13.1 and
marked on the driving machine on a marking plate complying therefore would have the
with 8.13.1. new requirements applied.
The words permanently and

utilize a driving nut made of a material other than metal and reference 8.13.1 and
shall be permitted to be provided on all screw machines. The therefore would have the
safety nut shall be made of metal and designed to withstand new requirements applied.
the impact without damage if the driving nut should fail.
4.2.12.2 A metal data tag, conforming to 8.13.1 shall be Delete metal for consistency
securely attached to each screw machine equipped with a as this is a component of
safety nut bearing the following data: 8.13.1.
4.2.12.3 The material and markings of the safety nut spacing reference back to 2.16.3.3 is
data tag shall comply with 8.13.1. shall conform to 2.16.3.3, a reference to the proposed
except that the The height of the letters and figures shall be 8.13.1 and therefore
not less than 1.6 mm (0.0625 in.). unnecessary and changing it
orphaned should 2.16.3.3
ever change in the future.
The sentence then needed
restructuring.
Ballot#: 11-346
Approved: 22
Disapproved: 6 BialyL, HerrityJ, JuhaszA, KalgrenD, KappenhagenG, RobiberoV
Abstained: 2 CoakerJ, WinkleD
Not Voting: 0
Not Returned: 1 StanlaskeD
Total: 22/31
Attachment 31
Page 18 of 94

BialyL (Disapproved) Accept in principle. The original scope and
Date Posted: 03/21/11 charge of the signage task group was to
Other committees reviewed the requirements in their provide suggestions for common
own section and modified their own sections in requirements for signage to discourage a
accordance with the recommendations of the Ad Hoc plethora of different signage requirements
Committee on Signage. References to 2.16.3.3 were seen throughout the code. Having the
maintained during these revisions. This proposal requirements in 2.16 places the signage
unnecessarily deletes the requirements in 2.16.3.3. The requirements under the purview of one
requirements in 2.16.3.3 should be maintained. technical committee for all other
committees and therefore discourages
commonality of sign parameters. Having
these requirements in Part 8, with consensus
of all technical committees assures
commonality similar to Security (Keys).
Every committee should develop their own

individual informational requirements, but
not the parameters of the sign design.
Allowing the committees to design their
own sign appears to be against the scope
and charge of the Ad Hoc Committees goals
of having commonality of signage
requirements.
BornsteinS (Disapproved) See response to Juhasz.

Same comments as Andy Juhasz.
HerrityJ (Disapproved) Not Accepted. The recommendations of the

Date Posted: 03/28/11 Ad Hoc Committee on signage were
The depth of the engraving is too deep. The thickness of considered and 31 thousandths of an inch of
the plate is then required to be too thick. No one will be engraving was not considered too deep.
able to afford the data plate with that deep and that
thick. Otherwise it is great.
JuhaszA (Disapproved)
Any changes to the Mechanical Design committee Accepted. The addition of a new section for
requirements should not move forward until such time signage would be the first step.
as a general section as proposed is agreed upon, if it
can be agreed upon.
Also, the Mechanical Design committee needs to review Accepted, see revised proposal.
their proposals relative to the general section proposal
as many of the proposed changes make no sense. For
example, 2.16.3.1 for capacity and data plates is being
proposed to refer to 8.13.1 in the general section,
Attachment 31
Page 19 of 94
however 8.13.2 in the general section states that it

covers data and capacity plates. In many instances it
appears that the wrong sections of the general section
are being referenced.
KalgrenD (Disapproved) See responses to Juhasz.

Same comments as Mr. Juhasz.
KappenhagenG (Disapproved) Not accepted. The original scope and charge

Date Posted: 02/18/11 of the signage task group was to provide
In the Hydraulic Committee review most suggestions for common requirements for
recommendations were followed however a few signage to discourage a plethora of different
exceptions were made. The Mechanical Design signage requirements seen throughout the
Committee is overstepping its bounds and the decision code. Having the requirements in 2.16
in the Standards Committee that each working places the signage requirements under the
committee review thier own requirements. Other purview of one technical committee for all
committees have already spent hours reviewing all thier other committees and therefore discourages
particular requirements and it is ojectionable for one commonality of sign parameters. Having
working committee to try to override this effort . these requirements in Part 8, with consensus

requirements.
RobiberoV (Disapproved) Not accepted. The original scope and charge

In the Hydraulic Committee review most suggestions for common requirements for
recommendations were followed however a few signage to discourage a plethora of different
exceptions were made. The Mechanical Design signage requirements seen throughout the
Committee is overstepping its bounds and the decision code. Having the requirements in 2.16
of the Standards Committee that each working places the signage requirements under the
committee review their own requirements. Other purview of one technical committee for all
committees have already spent hours reviewing all their other committees and therefore discourages
particular requirements and it is objectionable for one commonality of sign parameters. Having
working committee to try to override this effort . these requirements in Part 8, with consensus

Attachment 31
Page 20 of 94

requirements.
TaylorL (Disapproved) See revised proposal.

See previous admonitions.

FilipponeJ (Approved) Accepted. See revised.
The minimum width of the character stroke in 2.X.X.X
is shown as 0.8 mm (0.03125 in), which is the same as
the minimum character height. This would result in huge
letters and is an obvious editorial error. The ad hoc
committee recommended a minimum character stroke
width of 0.5 mm (0.02 in.).
PeelleH (Approved) Accepted. See revised proposal.

While I support this proposal, note that the language in
2.16.5.1.2 is not in accordance with ASME A17.1-2010.
Also, should not the sign required by 2.13.3.4.10(b) also
comply with 8.13.1?

CoakerJ (Abstain) Thank you.
Insufficient time to digest.
GartnerB (Comment) The proposed requirements conform with

Date Posted: 02/15/11 ANSI Z535 when appropriate for the sign.
There is an ANSI Standard that adressses signage.
Things like size, style of letters, colors, etc. should be
uniform as per the ANSI Standard.
TilyouM (Comment) Accepted. See revised proposal.

typo - Reference to 535.4 should be corrected to Z535.4
Attachment 31
Page 21 of 94

General Rationale

8.13 Requirement 8.13 covers the materials and properties for Add New. To provide a
signs and plates used on devices within the scope of this location in code for reference
code. to signage requirements
ANSI Z535.2, ANSI Z535.4, or CAN/CSAZ321, whichever location in code for reference
is applicable. The sign shall be made of a durable material to signage requirements
and shall be securely fastened.
8.13.2 Plates Date Plates, Marking Plates and Capacity Plates Add New. To provide a
shall conform to the following: location in code for reference
8.13.2.1 be made of metal or other durable materials. Stick on to signage requirements
foil or paper labels are not permitted.
8.13.2.2 be securely attached so as to prevent removal when
8.13.2.3 All lettering and figures required by code shall either:
8.13.2.3.1 be engraved, etched or cast such that the letters
and figures shall remain permanently and readily legible; be
raised or depressed a minimum of 0.8 mm (0.03125 in.)
from the plate surface face; have a minimum height of 3
mm (0.125 in) and have a minimum character stroke width
of 0.5 mm (0.02 in). The use of writing instruments,
stamping and scratching to apply the lettering and figures is
not permitted. or
8.13.2.3.2 shall be provided with a transparent covering that
will protect the code required data. This covering shall
Attachment 31
Page 22 of 94

grease) from permanently adhering to the data plate parent
surface. The covering shall be durable enough to withstand
the process of contaminant removal.
2.13.3.4.10 2.13.3.4.10 When building conditions would render ineffective This requirement should
or nonoperational the detection means required by reference 8.13.2 and
2.13.3.4.5(a), (b), or (c), 2.13.3.4.6(c), (d), or (e), or therefore would have the
2.13.3.4.7(d), (e), (f), or (g), the following shall be provided new requirements applied.
in lieu of compliance with 2.13.3.4.5(a), (b), or (c),
2.13.3.4.6(c), (d), or (e), or 2.13.3.4.7(d), (e), (f), or (g): The words material and
(a) continuous-pressure closing of the car door or gate and marking of all signs shall
hoistway door in compliance with 2.13.3.4.1 conform to 2.16.3.3, except
(b) usage shall be limited to authorized personnel only. A sign that the are a component of
complying with 8.13.1 in compliance with 2.16.5.2 shall be 8.13.2 and therefore are
provided but shall read: THIS IS A FREIGHT ELEVATOR, deleted for clarity.
NOT A PASSENGER ELEVATOR, AND NOT FOR
PUBLIC USE.NO PERSONS OTHER THAN
AUTHORIZED PERSONNEL ARE PERMITTED TO
OPERATE THIS ELEVATOR.
inside the car.
Attachment 31
Page 23 of 94

shall indicate
conforms to 2.16.7
manufactured
faces shall remain
UNLOADED MANUALLY OR BY
MEANSOFHANDTRUCKS ONLY.NOSINGLE PIECE OF
SHALL EXCEED KG ( LB).
Attachment 31
Page 24 of 94
( LB).
TRUCK AND LOAD NOT TO EXCEED KG ( LB).
WEIGHT WHILE PARKED NOT TO EXCEED KG ( LB).
KG (LB).
EXCEED KG ( LB).
2.16.5.1.2 For freight elevators not permitted to carry
passengers, the sign shall read: THIS IS A FREIGHT
ELEVATOR, NOT A PASSENGER ELEVATOR, AND
NOT FOR GENERAL PUBLIC USE.
Attachment 31
Page 25 of 94
2.17.3.
2.18.5.3 2.18.5.3 Governor-Rope Tag. A metal data tag complying This requirement references
with 8.13.2 shall be securely attached to the governor-rope 8.13.1 and therefore would
fastening. This data tag shall bear the following wire-rope have the new requirements
data: applied.
(b) the manufacturers rated breaking strength The words material and
(c) the grade of material used marking of the are a
(d) the year and month the rope was installed component of 8.13.1 and
(e) whether nonpreformed or preformed therefore are deleted for
(f) construction classification clarity.
can be identified
Attachment 31
Page 26 of 94
performance.

Attachment 31
Page 27 of 94

suspension means
shortened
clarity.

clarity.
counterweight used
Attachment 31
Page 28 of 94
counterweight used

restructuring.
Attachment 31
Page 29 of 94
Ballot#: 11-1317
Approved: 15
Disapproved: 8 BaxterR, BialyL, JuhaszA, KalgrenD, KappenhagenG, McCollD,
WinkleD, WithamD
Abstained: 1 BakerE
Not Voting: 0
Not Returned: 6 BlackB , MartinN , RoglerC , ShullJ , StanlaskeD , TurnerDa
Total: 15/30

BaxterR (Disapproved) Based on standards committee direction for
Date Posted: 07/02/11 uniform guidelines for signs agreed at the
Disapproved: Same comments as Juhasz September 2011 meeting the proposal has
been revised.
BialyL (Disapproved) Based on standards committee direction for

TN 10-967 Not Approved September 2011 meeting the proposal has
been revised.
This proposal has not been discussed at the Standards
Committee to get agreement that signage requirements
should be relocated to one general section.
This proposal will require all of the other working

committees to revise their signage requirements to the
proposed new section. Many of the other working
Committees have already completed revisions to their
section to meet recommendations of the Ad Hoc
Committee on Signage.
I reaffirm my previous comment.
BornsteinS (Disapproved) Based on standards committee direction for

Same comments as Andy Juhasz. September 2011 meeting the proposal has
been revised.
JuhaszA (Disapproved) Based on standards committee direction for

8.13.2 September 2011 meeting the proposal has
Attachment 31
Page 30 of 94
These requirements should be harmonized with those for been revised.

2.16.3.3 that are contained in the just approved TN 07-
1806.
Revise to agree with the requirements for 2.16.3.3 in TN

07-1806.
KalgrenD (Disapproved) Based on standards committee direction for

Same comments as Mr. Juhasz. September 2011 meeting the proposal has
been revised.
KappenhagenG (Disapproved) Based on standards committee direction for

The Mechanical Design Committee has oversteped their September 2011 meeting the proposal has
purview, This subject was fully discussed at past been revised.
Standards Committee meeting and it was decided that
each committee consider the suggested general
requirements and control their own signage demands in
their own requirements The Hydraulic Committee has
done this, balloted such with modifications to cover
unique concerns. In addittion the Hydraullic section
adopts by reference other signage not unique to
Hydraulic elevators The suggested text overrides such
serious effort. in regard tio Part 3. I have no concerns
about the requirements that the Hydraulic Committee
has adopted by reference being put into a common
requirement. Please add to the ballot a requirement 3.30
to read Signage Requirements shall conform to 8.13
except where otherwise specified in Part 3..
McCollD (Disapproved) Based on standards committee direction for

I reaffirm my previous comment. September 2011 meeting the proposal has
been revised.
This proposal has not been discussed at the Standards
Committee to get agreement that signage requirements
should be relocated to one general section.
This proposal will require all of the other working

committees to revise their signage requirements to
reference the proposed new section. Many of the other
working Committees have already completed revisions
to their section to meet recommendations of the Ad Hoc
Committee on Signage.
WinkleD (Disapproved) Based on standards committee direction for

Disapprove, September 2011 meeting the proposal has
Attachment 31
Page 31 of 94
been revised.
Same comments as Taylor L
D.M.Winkle Sr
WithamD (Disapproved) Based on standards committee direction for

Suggest that the 8.13 requirements need to be expressed September 2011 meeting the proposal has
in performance language. There is way too much here to been revised.
do or avoid or measure for compliance. Make a
statement that the signs / tags need to be permanent and
permanently legible - then if they are, they are
compliant and if they are not, they are non compliant.
Some of the statements that I think are way too
prescriptive:
8.13.2.1 be made of metal or other durable materials.
Stick on foil or paper labels are not permitted.
Who is going to define the other durable materials? Are
foil and paper the only forbidden materials?
8.13.2.2 be securely attached so as to prevent removal
when subjected to a force of 65 N (15 lb.)
Who is going to measure the 15 lbs? Applied where
how? How will compliance be determined?
8.13.2.3 All of these requirements are way too
prescriptive. The proposal wants to achieve a certain
result but it should require the result not the materials,
methods etc. EG: based on all the prescriptive
requirements, stamping might be a very good way to
comply but it is specifically prohibited why?

None.
HuskicU (Not Voting) Based on standards committee direction for

Could not open the file? September 2011 meeting the proposal has
been revised.
Attachment 31
Page 32 of 94

General Rationale

8.13 When referenced, Requirement 8.13 covers the standard Add New. To provide a
materials and properties for safety signs and permanent plates location in code for reference
used on devices within the scope of this code. to signage requirements
ANSI Z535.2, ANSI Z535.4, or CAN/CSAZ321, whichever location in code for reference
is applicable. The sign shall be made of a durable material to signage requirements
and shall be securely fastened.
8.13.2 Plates Add New. To provide a
Data Plates, Marking Plates and Capacity Plates shall location in code for reference
(a) be made of metal or other durable materials designed to last to signage requirements
the life of the equipment. Stick on foil or paper labels shall
not be permitted.
(b) be securely attached so as to prevent removal when
8.13.2.1 All lettering and figures required by code shall:
(a) be engraved, etched, punched or cast such that the letters
and figures shall remain permanently and readily legible; or
(b) conform to either:
(i) The characters shall be raised or depressed from the
plate surface face so as to remain legible even if painted
over or
(ii) be provided with a transparent covering that will protect
the code required data. This covering shall prevent
contaminants (such as paint, adhesives, oil and grease)
from permanently adhering to the data plate parent
Attachment 31
Page 33 of 94
surface. The covering shall be durable enough to

withstand the process of contaminant removal.

8.13.2.3 The use of writing instruments, stamping and

scratching to apply the lettering and figures shall not be
permitted.
2.13.3.4.10 2.13.3.4.10 When building conditions would render ineffective This requirement should
or nonoperational the detection means required by reference 8.13.2 and
2.13.3.4.5(a), (b), or (c), 2.13.3.4.6(c), (d), or (e), or therefore would have the
2.13.3.4.7(d), (e), (f), or (g), the following shall be provided new requirements applied.
in lieu of compliance with 2.13.3.4.5(a), (b), or (c),
2.13.3.4.6(c), (d), or (e), or 2.13.3.4.7(d), (e), (f), or (g): The words material and
(a) continuous-pressure closing of the car door or gate and marking of all signs shall
hoistway door in compliance with 2.13.3.4.1 conform to 2.16.3.3, except
(b) usage shall be limited to authorized personnel only. A sign that the are a component of
complying with 8.13.1 in compliance with 2.16.5.2 shall be 8.13.2 and therefore are
provided but shall read: THIS IS A FREIGHT ELEVATOR, deleted for clarity.
NOT A PASSENGER ELEVATOR, AND NOT FOR
PUBLIC USE.NO PERSONS OTHER THAN
AUTHORIZED PERSONNEL ARE PERMITTED TO
OPERATE THIS ELEVATOR.
Attachment 31
Page 34 of 94
inside the car.

shall indicate
conforms to 2.16.7
manufactured
faces shall remain
UNLOADED MANUALLY OR BY
MEANSOFHANDTRUCKS ONLY.NOSINGLE PIECE OF
SHALL EXCEED KG ( LB).
Attachment 31
Page 35 of 94

( LB).
TRUCK AND LOAD NOT TO EXCEED KG ( LB).
WEIGHT WHILE PARKED NOT TO EXCEED KG ( LB).
KG (LB).
EXCEED KG ( LB).
2.16.5.1.2 For freight elevators not permitted to carry
passengers, the sign shall read: THIS IS A FREIGHT
ELEVATOR, NOT A PASSENGER ELEVATOR, AND
NOT FOR GENERAL PUBLIC USE.
Attachment 31
Page 36 of 94
2.17.3.
2.18.5.3 2.18.5.3 Governor-Rope Tag. A metal data tag complying This requirement references
with 8.13.2 shall be securely attached to the governor-rope 8.13.1 and therefore would
fastening. This data tag shall bear the following wire-rope have the new requirements
data: applied.
(b) the manufacturers rated breaking strength The words material and
(c) the grade of material used marking of the are a
(d) the year and month the rope was installed component of 8.13.1 and
(e) whether nonpreformed or preformed therefore are deleted for
(f) construction classification clarity.
can be identified
Attachment 31
Page 37 of 94
performance.

Attachment 31
Page 38 of 94

suspension means
shortened
clarity.

clarity.
Attachment 31
Page 39 of 94
counterweight used
counterweight used

restructuring.
Attachment 31
Page 40 of 94
Ballot#: 12-194
Approved: 19
Disapproved: 6 BialyL, JuhaszA, KalgrenD, KappenhagenG, RobiberoV,
WithamD
Abstained: 0
Not Voting: 0
Not Returned: 4 BlackB , McCollD , StanlaskeD , TurnerDa
Total: 19/29

BialyL (Disapproved) Not Accepted. There are no types of data
Date Posted: 02/24/12 that cannot be done on a tag without the use
8.13.2.3 It is necessary to apply specific information of a simple punch; e.g. dates, numbers,
using methods available in the field. For examples see values can be on the plate as general punch
2.18.5.3 and 2.20.2.2.2 (l) and (m) items.
BornsteinS (Disapproved) See response to Mr. Kalgren.

Same comments ad Dennis Kalgren.
HolmesD (Disapproved) Not accepted. Clear as written, see

Date Posted: 03/07/12 Requirement 8.13.2.1.
Is it the intent of 8.13.2.3 is to prohibit data plates to be
stamped or written upon in the field, if so this needs to
be clarified.
JuhaszA (Disapproved) See response to Mr. Kalgren.

I agree and support the comments and concerns of
Dennis Kalgren.
KalgrenD (Disapproved) Accepted. See revised proposal.

The proposal is not in accordance with the latest
approved language, see TN 07-1806 approved at the
May 2011 Standards Committee meeting.
Some of the approved TN 07-1806 changes were::

1. Deleted references to ANSI Z535.2 (this is included
Attachment 31
Page 41 of 94
in the TN 10-967 proposal)

2. Requirement 2.16.3.3 Material of Marking Plates was
completely re-written.
3. Requirement 2.16.5.2 Material and Marking of Signs
was completely re-written.
My previous ballot comments included the noted

changes by approved TN 07-1806 but there may be
other TNs to be reviewed to ensure the next proposed
revision includes all approved language.
KappenhagenG (Disapproved) Not accepted. The original scope and charge

Each type of equipnent which is covered by the code has suggestions for common requirements for
some common and some unique requrements. Thus signage to discourage a plethora of different
signage for different equipment may also need in part to signage requirements seen throughout the
also be somewhat unique. A common section only is not code. Having the requirements in 2.16
appropriate. places the signage requirements under the
purview of one technical committee for all
other committees and therefore discourages
commonality of sign parameters. Having
these requirements in Part 8, with consensus
requirements.
RobiberoV (Disapproved) See response to Mr. Kappenhagen.

I agree with the comments of Kappenhagen
SmithA (Disapproved) Not Accepted. There are no types of data

I disagree with requirement prohibiting any of this of a simple punch; e.g. dates, numbers,
information from being scratched, stamped, or etched in values can be on the plate as general punch
the field. Some of the information on the door operator items.
data plate, governor rope tag, and other signs or plates
will be unnecessarily difficult to provide as engraved or
cast product prior to installation.
TaylorL (Disapproved) Not Accepted. Clear as written.

8.13.2 Plates
Attachment 31
Page 42 of 94
Recommend the language be revised to read as follows:
Data Plates, Marking Plates and Capacity Plates shall

(b) be securely attached so as to prevent removal under
the circimstances expected to be encountered in the
operating environment. In addition, adhesive attached
plates shall conform to the requirements of UL 969 or
CAN/CSA C22.2, whichever is applicable.
RATIONAL: The numerical value shown in the

proposal is unenforceable and impossible to verify in the
field. Additionally there are many environments where
that value would not be adequate (college dormitories,
hotels for example)

FilipponeJ (Approved) Accepted. See revised proposal
I suggest that the Standards Committee directive
regarding standardizing the requirements for permanent
marking plates be included with the rationale and/or
responses to negative comments as applicable.

HempelC (Comment) Thank You.
Agree that data tags be assigned a separate section.
Also, include data tags that are not etched or engraved,
i.e., painted. Otherwise approved.
MarchittoN (Comment) Not Accepted. There are no types of data

TN 10-967 of a simple punch; e.g. dates, numbers,
Not Approved values can be on the plate as general punch
8.13.2.3 It is necessary to apply specific information items.
using methods available in the field. For examples see
2.18.5.3 and 2.20.2.2.2 (l) and (m)
NuschlerG (Comment) Not Accepted. There are no types of data

8.13.2.3 It is necessary to apply specific information of a simple punch; e.g. dates, numbers,
using methods available in the field. For examples see values can be on the plate as general punch
2.18.5.3 and 2.20.2.2.2 (l) and (m) items.
RearickJ (Comment) Accepted. See revised proposal

Add requirement 8.13.2.4 Data Plates and Marking
Attachment 31
Page 43 of 94
Plates shall have letters or figures of not less than 3 mm

(0.125 in.) high.
Rationale: For consistency in data and marking plates

the height of the letters and figures should be the same
since they are viewed from a similar distance and in
similar conditions. For example while most marking
plates require 3mm high letters or figures the governor
and safety marking plate require letters or figures twice
as high.
Attachment 31
Page 44 of 94

Standards Committee Charter for the Ad Hoc Committee on Signage
The Task Group is instructed to review all signage and data plate requirements in ASME A17.1. They are to prepare a
report for the Standards Committee with recommendations to address inconsistencies for the Working Committees.
The TN at this time will be issued as a review and comment ballot.
8.13 When referenced, Requirement 8.13 covers the standard materials and Add New. To provide a
properties for safety signs and permanent plates used on devices within the scope location in code for reference
of this code. to signage requirements
8.13.1 Signs The sign shall conform to the requirements of ANSI Z535.2, ANSI Add New. To provide a
Z535.4, or CAN/CSAZ321, whichever is applicable. The sign shall be made of a location in code for reference
durable material and shall be securely fastened. to signage requirements
8.13.2 Plates Data Plates, Marking Plates and Capacity Plates shall Add New. To provide a
(a) be made of metal or other durable materials designed location in code for reference
to last the life of the equipment. Stick on foil or paper to signage requirements
labels shall not be permitted.
(b) be securely attached so as to prevent removal when subjected to a force of 65 N
(15 lb.). In addition, adhesive attached plates shall conform to the requirements
of UL 969 or CAN/CSA C22.2, whichever is applicable.
(a) be engraved, etched or cast such that the letters and figures shall remain
permanently and readily legible; or
(i) The characters shall be raised or depressed from the plate surface face so as to
remain legible even if painted over or
(ii) be provided with a transparent covering that will protect the code required
data. This covering shall prevent contaminants (such as paint, adhesives, oil
and grease) from permanently adhering to the data plate parent surface. The
covering shall be durable enough to withstand the process of contaminant
removal.
8.13.2.2 If the plates are exposed to weathering or a chemical atmosphere, then a
durable means shall be provided to protect the information from deterioration,
while permitting the information to be readily read.
8.13.2.3 The use of writing instruments, stamping and scratching to apply the
lettering and figures shall not be permitted.
8.13.2.4 Data Plates and Marking Plates shall have letters or figures of not less
than 3 mm (0.125 in.) high.
2.13.3.4.10 When building conditions would render ineffective or nonoperational This requirement should
the detection means required by 2.13.3.4.5(a), (b), or (c), 2.13.3.4.6(c), (d), or reference 8.13.2 and therefore
(e), or 2.13.3.4.7(d), (e), (f), or (g), the following shall be provided in lieu of would have the new
Attachment 31
Page 45 of 94
compliance with 2.13.3.4.5(a), (b), or (c), 2.13.3.4.6(c), (d), or (e), or requirements applied. The
2.13.3.4.7(d), (e), (f), or (g): words material and marking
(a) continuouspressure closing of the car door or gate and hoistway door in of all signs shall conform to
compliance with 2.13.3.4.1 2.16.3.3, except that the are a
(b) usage shall be limited to authorized personnel only. A sign complying with component of 8.13.2 and
8.13.1 in compliance with 2.16.5.2 shall be provided but shall read: THIS IS A therefore are deleted for
FREIGHT ELEVATOR, NOT A PASSENGER ELEVATOR, AND NOT FOR clarity.
PUBLIC USE.NO PERSONS OTHER THAN AUTHORIZED PERSONNEL
ARE PERMITTED TO OPERATE THIS ELEVATOR.
2.13.4.2.4 Data Plate. A data plate complying with 8.13.1 conforming to 2.16.3.3 This requirement should
shall be attached to the power door operator or to the car crosshead and shall reference 8.13.1 and therefore
contain the following information: would have the new
(a) minimum door closing time in seconds for the doors to travel the Code zone requirements applied.
distance as specified in 2.13.4.2.2 corresponding to the kinetic energy limits
specified in 2.13.4.2.1(b)(2) The words conforming to
(b) minimum door closing time in seconds for the doors to travel the Code zone 2.16.3.3 describe the
distance as specified in 2.13.4.2.2 corresponding to the kinetic energy limits requirements that now
specified in 2.13.4.2.1(c)(2), if applicable [see 2.27.3.1.6(e)] referenced in the proposed
(c) where heavier hoistway doors are used at certain floors, the minimum door 8.13.1 and therefore are
closing time in seconds corresponding to the kinetic energy limits specified in deleted for clarity.
2.13.4.2.1(b)(2) and 2.13.4.2.1(c)(2), if applicable, for the corresponding floors
2.16.3.1 Plates Required and Locations. Every elevator shall be provided with a This requirement should
capacity plate and a data plate complying with 8.13.1 permanently and securely reference 8.13.1 and therefore
attached. would have the new
The capacity plate shall be located in a conspicuous position inside the car. requirements applied.
The data plate shall be located on the car crosshead, or inside the car for
underslung elevators having no crosshead. The words permanently and
2.16.3.2 Information Required on Plates securely attached are a
2.16.3.2.1 Capacity plates shall indicate the rated load of the elevator in kilograms component of 8.13.1 and
or pounds or both (see Nonmandatory Appendix D), and, in addition, this plate therefore are deleted for
or a separate plate shall indicate clarity.
(a) the capacity lifting one-piece loads where the elevator conforms to 2.16.7
(b) for freight elevators designed for Class C2 loading, the maximum load the
elevator is designed to support while being loaded or unloaded [see 2.16.2.2.4(c)]
(a) the weight of the complete car, including the car safety and all auxiliary
equipment attached to the car
(d) the name or trademark of the manufacturer and year manufactured
2.16.3.3 Material and Marking of Plates. Plates shall comply with 8.13.1. This requirement should
Attachment 31
Page 46 of 94
2.16.3.3.1 Permanent data plates and marking plates shall be metal or durable reference 8.13.1 and therefore
plastic with 1.6 mm (0.063 in) minimum thickness. would have the new
2.16.3.3.2 The plates shall be securely fastened to prevent removal by hand when requirements applied.
subjected to a force of 67 N (15 lb) in any direction.
2.16.3.3.3 All code required data shall be formed such that the characters remain The words be of such material
permanently and readily legible and conform to the following: and construction that the
(a) The height of the letters and figures shall be not less than letters and figures stamped,
(i) 6 mm (0.25 in.) for passenger elevator capacity plates etched, cast, or otherwise
(ii) 25 mm (1 in.) for freight elevator capacity plates applied to the faces shall
(iii) 3 mm (0.125 in.) for data plates remain permanently and
(b) have a minimum character stroke width of 0.5 mm (0.02 in.) readily legible. are a
(c) be provided with a durable means to prevent common contaminants (such as component of 8.13.1 and
paint, adhesives, oil and grease) from adhering to the data plate parent surface or therefore are deleted for
permit the removal of these contaminants without obscuring the code required clarity.
data.
2.16.5 Signs Required in Freight Elevator Cars This requirement should
2.16.5.1 Signs Required. Signs complying with 8.13.2, in addition to the capacity reference 8.13.2 and therefore
and data plates required by 2.16.3.1, shall be provided inside the car and shall be would have the new
located in a conspicuous position and permanently and securely fastened to the requirements applied.
car enclosure, subject to the requirements of 2.16.5.1.1 through 2.16.5.1.3.
2.16.5.1.1 For every freight elevator, the sign shall specify the type of loading (see The words material and
2.16.2.2) for which the elevator is designed and installed, with one of the marking of all signs shall
following markings. conform to 2.16.3.3, except
(a) CLASS A LOADING. ELEVATOR TO BE LOADED OR UNLOADED that the are a component of
MANUALLY OR BY MEANS OF HANDTRUCKS ONLY. NO SINGLE 8.13.2 and therefore are
PIECE OF FREIGHT OR SINGLE HAND TRUCK AND ITS LOAD SHALL deleted for clarity.
EXCEED KG (LB).
(b) CLASS B LOADING. THIS ELEVATOR DESIGNED TO TRANSPORT
MOTOR VEHICLES HAVING A MAXIMUM GROSS WEIGHT NOT TO
EXCEED KG (LB).
(c) CLASS C1 LOADING. THIS ELEVATOR DESIGNED TO TRANSPORT
LOADED INDUSTRIAL TRUCK. MAXIMUM COMBINED WEIGHT OF
INDUSTRIAL TRUCK AND LOAD NOT TO EXCEED KG (LB).
(d) CLASS C2 LOADING. THIS ELEVATOR DESIGNED FOR LOADING
AND UNLOADING BY INDUSTRIAL TRUCK. MAXIMUM LOADING
AND UNLOADING WEIGHT WHILE PARKED NOT TO EXCEED KG (LB).
MAXIMUM WEIGHT TRANSPORTED NOT TO EXCEED KG (LB).
(e) CLASS C3 LOADING. THIS ELEVATOR DESIGNED TO TRANSPORT
CONCENTRATED LOADS NOT TO EXCEED KG (LB).
2.16.5.1.2 For elevators not permitted to carry passengers, the sign shall read:
THIS IS NOT A PASSENGER ELEVATOR. NO PERSONS OTHER THAN
THE OPERATOR AND FREIGHT HANDLERS ARE PERMITTED TO RIDE
ON THIS ELEVATOR.
2.16.5.1.3 For freight elevators permitted to carry passengers (see 2.16.4), a sign
Attachment 31
Page 47 of 94
reading PASSENGERS ARE PERMITTED TO RIDE THIS ELEVATOR.

2.16.5.2 Material and Marking of Signs. The letters shall be not less than 13 mm
(0.5 in.) high.
The sign shall conform to the requirements of ANSI Z535.4 or CAN/CSA-Z321
(see Part 9), except that the letters shall be not less than 13mm (0.5 in.) high. The
sign shall be made of a durable material and shall be securely fastened.
2.16.7.5 A special capacity plate complying with 8.13.1 shall be provided inside
the elevator car and located in a conspicuous place that shall bear the words
CAPACITY LIFTING ONE-PIECE LOADS in letters, followed by figures
giving the special capacity in kilograms (pounds) for lifting one-piece loads for
which the machine is designed. For material and size of letters, see 2.16.3.3.
2.17.14 Marking Plates for Safeties This requirement should
A metal marking plate complying with 8.13.1 shall be securely attached to each reference 8.13.1 and therefore
safety so as to be readily visible, and shall be marked in a legible and permanent would have the new
manner with letters and figures not less than 6 mm (0.25 in.) in height indicating: requirements applied.
(a) the type of safety, based on 2.17.5
(b) the maximum tripping speed in m/s (ft/min) for which the safety is permitted The words in a legible and
(c) the maximum weight in kg (lb), that the safety is designed and installed to stop permanent manner are a
and sustain component of 8.13.1 and
(d) the force in N (lbf) required to activate the safety or rope releasing carrier, if therefore are deleted for
provided clarity.
(e) the manufacturers name or trademark
Change metal to marking for
consistency as this is a
2.17.16 Rail Lubricants and Lubrication Plate This appears to be an incorrect
Rail lubricants or coatings that will reduce the holding power of the safety, or reference to the incorrect
prevent its functioning as required in 2.17.3, shall not be used (see 8.7 for requirement. It should be
maintenance requirements). changed regardless of the
A metal marking plate as required by 2.16.3.2 2.16.3.1 shall be securely attached outcome of the materials of
to the car crosshead in an easily visible location, and, where lubricants are to be the signage. It should
used, shall carry the notation, CONSULT MANUFACTURER OF THE reference 2.16.3.1 where the
SAFETY FOR THE CHARACTERISTICS OF THE RAIL LUBRICANT TO requirement is.
BE USED. If lubricants are not to be used, the plate shall so state.
If lubricants other than those recommended by the manufacturer are used, a safety Change metal to marking for
test shall be made to demonstrate that the safety will function as required by consistency as this is a
2.17.3. component of 8.13.1.
2.18.5.3 Governor-Rope Tag. A metal data tag shall be securely attached to the This requirement references
governor-rope fastening. This data tag shall bear the following wire-rope data: 8.13.1 and therefore would
(a) the diameter (mm or in.) have the new requirements
(b) the manufacturers rated breaking strength applied.
(d) the year and month the rope was installed The words material and
(e) whether nonpreformed or preformed marking of the are a
Attachment 31
Page 48 of 94
(f) construction classification component of 8.13.1 and

(g) name of the person or organization who installed the rope therefore are deleted for
(h) name or trademark by which the manufacturer of the rope can be identified clarity.
A new tag shall be installed at each rope renewal. The material and marking of the
rope data tag shall comply with 8.13.1, except that the height of the letters and
figures shall be not less than 1.5 mm (0.06 in.).
2.18.9 Speed-Governor Marking Plate This requirement should
A metal marking plate complying to 8.13.1 shall be securely attached to each reference 8.13.1 and therefore
speed governor and shall be marked in a legible and permanent manner with would have the new
letters and figures not less than 6 mm (0.25 in.) in height indicating the requirements applied.
following:
(a) the speed in m/s (ft/min) at which the governor is set and sealed to trip the Change metal to marking for
governor-rope retarding means consistency as this is a
(b) the size, material, and construction of the governor rope on which the component of 8.13.1.
governor-rope retarding means were designed to operate
(c) the governor pull-through tension (force) inN (lbf) (see 2.18.6.2) The words in a legible and
(d) manufacturers name or trademark permanent manner are a
(e) statement DO NOT LUBRICATE GOVERNOR ROPE component of 8.13.1 and
clarity.
2.19.3.2(k) if the design of the emergency brake is such that field adjustment or This requirement should
servicing is required and the emergency brake acts on the brake drum or braking reference 8.13.2 and therefore
surface of the driving-machine brake, it shall be provided with a sign complying would have the new
with 8.13.2 stating EMERGENCY BRAKE. The sign shall be located on the requirements applied.
emergency brake at a location visible from the area likely to require service. The
sign shall be of such material and construction that the letters shall remain The sign materials, sizes and
permanently and readily legible. The height of the letters shall be not less than 6 construction are referenced in
mm (0.25 in.). 8.13.2 and are deleted here for
clarity.
2.19.3.3 Marking Plate Requirements. The emergency brake shall be provided This requirement should
with a marking plate complying with 8.13.1 indicating the range of total masses reference 8.13.1 and therefore
(car with attachments and its load) for which it is permitted to be used, the range would have the new
of speeds at which it is set to operate, and the criteria such as rail lubrication requirements applied.
requirements that are critical to the performance.
2.20.2.1 On Crosshead Data Plate. The crosshead data plate complying with This requirement should
8.13.1 required by 2.16.3 shall bear the following suspension-means data: reference 8.13.1 and therefore
(a) type of suspension means would have the new
(b) the number of suspension members requirements applied.
2.20.2.2 Data Tag at Suspension-Means Fastening This requirement should
Attachment 31
Page 49 of 94
2.20.2.2.1 Pertinent data on a data tag complying with 8.13.1 located on the reference 8.13.1 and therefore
suspension means shall be provided by one of the following: would have the new
(a) A data tag securely attached to one of the suspension-means fastenings. requirements applied.
(b) Permanent marking of the required information on the suspension means and
visible in the vicinity of the suspension-means fastening. Delete metal for consistency
(c) A combination of (a) and (b) provided that all required information is as this is a component of
furnished. 8.13.1.
(d) If (a) or (c) applies, the material and marking of the tag shall conform to
2.16.3.3, except that the height of the letters and figures shall be not less than 1.5 The words material and
mm (0.06 in.). marking of the rope data tag
(e) If (a) or (c) applies, a new tag shall be installed at each suspension-means shall conform to 2.16.3.3,
replacement. except that are a component
2.20.2.2.2 The following data on a data tag complying with 8.13.1 shall be deleted for clarity.
provided:
(a) type of suspension (steel wire rope, aramid fiber rope, or noncircular
elastomeric-coated steel suspension member)
(b) either the diameter or the width and thickness in millimeters or inches, as
applicable
applicable
applicable
(e) the grade of material used or the suspension means manufacturers designation,
as applicable
2.20.10.9 Each device shall be permanently marked with the name or trademark of This requirement should
the manufacturer by means of metal tags or plates complying to 8.13.1 with the reference 8.13.1 and therefore
following data of the wire rope for which they are designated to be used: would have the new
(a) diameter of the rope in millimeters (mm) or inches (in.) requirements applied.
(c) construction classification of the wire rope Delete metal for consistency
The material and marking of the tags or plates shall conform to 2.16.3.3, except as this is a component of
that the height of the letters and figures shall be not less than 1.5 mm (0.06 in.). 8.13.1.
The word permanently is a

Attachment 31
Page 50 of 94

therefore is deleted for clarity.

2.22.3.1 Stroke. The stroke of the buffer spring, as marked on its marking plate To clarify the reference
complying with 2.22.3.3, shall be equal to or greater than the value specified in requirement.
Table 2.22.3.1.
2.22.3.3 Marking Plates. Each spring buffer shall be provided with a marking This requirement should
plate complying with 8.13.1 showing its load rating and stroke and the number of reference 8.13.1 and therefore
springs. Where the springs are removable, each spring shall be identified, and the would have the new
assembly marking plate shall indicate this identification. requirements applied.
The words Markings shall be
clarity.
2.22.4.10 Load Ratings of Oil Buffers. The minimum and maximum load ratings No Change, for reference
of car and counterweight oil buffers, as indicated on the buffer marking plate only
conforming to 2.22.4.11, shall conform to 2.22.4.10.1 through 2.22.4.10.3.
(a) for car oil buffers, the total weight of the car as marked on the car crosshead
data plate plus 70 kg (150 lb)
(a) for car oil buffers, the total weight of the car as marked on the crosshead data
plate plus the rated load
2.22.4.11 Buffer Marking Plate. Every installed oil buffer shall have permanently This requirement should
attached thereto a metal marking plate complying with 8.13.1, marked by the reference 8.13.1 and therefore
manufacturer in a legible and permanent manner, indicating would have the new
(a) the maximum and minimum loads and the maximum striking speeds for which requirements applied.
the buffer has been rated for use in conformance with the requirements in 2.22
(b) the permissible range in viscosity of the buffer oil to be used, stated in Saybolt Change metal to marking for
Seconds Universal at 38C (100F) consistency as this is a
(c) the viscosity index number of the oil to be used component of 8.13.1.
(d) the pour point in degrees Celsius (Fahrenheit) of the oil to be used (e) the
stroke of the buffer in mm (in.) The words in a legible and
Attachment 31
Page 51 of 94
(f) the composition of the gas, if used permanent manner are a

(g) the name, trademark, or file number by which the organization that component of 8.13.1 and
manufactured the product can be identified therefore are deleted for
(h) the certification marking in accordance with 8.3.1.3 clarity.
2.24.8.5 Marking Plates for Brakes. The brake setting and method of This requirement should
measurement shall be permanently and legibly marked on the driving machine on reference 8.13.1 and therefore
a marking plate complying with 8.13.1. would have the new
requirements applied.

4.2.12.1 A safety nut is required on all screw machines that utilize a driving nut This requirement should
made of a material other than metal and shall be permitted to be provided on all reference 8.13.1 and therefore
screw machines. The safety nut shall be made of metal and designed to withstand would have the new
the impact without damage if the driving nut should fail. requirements applied.
4.2.12.2 A metal data tag, conforming to 8.13.1 shall be securely attached to each
screw machine equipped with a safety nut bearing the following data: Delete metal for consistency
(a) date of installation of driving and safety nuts as this is a component of
(b) spacing between driving and safety nuts 8.13.1.
4.2.12.3 The material and markings of the safety nut spacing data tag shall comply
with 8.13.1. shall conform to 2.16.3.3, except that the The height of the letters The editing is for clarity. The
and figures shall be not less than 1.6 mm (0.0625 in.). reference back to 2.16.3.3 is a
reference to the proposed
8.13.1 and therefore
unnecessary and changing it
restructuring.
Attachment 31
Page 52 of 94
Ballot#: 12-2660
Approved: 18
Disapproved: 9 BialyL, FilipponeJ, HadallerR, JuhaszA, KalgrenD, McCollD,
PeelleH, RoglerC, WithamD
Abstained: 0
Not Voting: 1 ShullJ
Not Returned: 2 RobiberoV , TurnerDa
Total: 18/30

BialyL (Disapproved) Accepted in principle. See revised proposal,
Date Posted: 12/10/12 requirement 8.13.3(c).
Section 8.13.2.3 Delete the requirement
Rationale: We reiterate our previous comments from

Gary Nuschler, Nick Marchitto and Lou Bialy. This is
the only method of recording the date, name of the
person, date of installation on the rope data tags. This
requirement was originally with performance terms and
has now changed to be very prescriptive with no
rationale given for the change.
1. 8.13.1 Editorial- (a) Revise The sign to Safety 1. Accepted. See revised proposal.
signs in 8.13.1 for clarification. (b) Why is Z535.2
being deleted?
2. 8.13.2 Editorial- (a) Revise title to Permanent 2. Accepted. See revised proposal.
Plates. (b) Add also between shall and
conform in 8.13.2 (b) to emphasize that both
requirements must be met for adhesive attached
plates. (c) Revise or to and in 8.13.2.1(a).
3. 2.13.3.4.10 Editorial- Indicate with 3. Accepted. See revised proposal.
underline/strikeout the revisions.
4. Revise 8.13.1 to 8.13.2 in 2.13.4.2.4, 2.16.3.1, 4. Accepted. See revised proposal.
2.16.3.3, 2.16.7.5, 2.17.14, 2.17.16, 2.18.9, 2.19.3.3,
2.20.2.1, 2.22.3.1, 2.22.3.3, 2.22.4.11, 2.24.8.5,
4.2.12.1, 4.2.12.2 and 4.2.12.3. Requirement 8.13.2
pertains to permanent data plates, which all these
rules fall under. Requirement 8.13.1 pertains to
safety signage.
Attachment 31
Page 53 of 94
5. Revise 8.13.2 to 8.13.1 in 2.16.5.1 if these are 5. Accepted. See revised proposal.
considered safety signs. If they are considered
permanent plates, then revise the requirements to
indicate this.
6. 2.17.16 (a) The correct cross reference in is 6. Accept in part. See revised
2.16.3.2.2 not 2.16.3.1. (b) The term marking proposal.
plate is being used here, but data plate is used in
2.16.3.2.2. Revise to use one common term.
7. Is the committee sure that they want to require 7. Accepted. See new requirements for
governor rope tags (2.18.5.3) and suspension means marking plates.
data tags (2.20.2.2.1 and 2.20.10.9) to conform to
8.13.1? They are neither signs or permanent plates.
HadallerR (Disapproved) Not accepted. The minimum letter height

Date Posted: 12/27/12 has been determined considering the
Each working committee needs tor review the proposal position from which the signage is to be
from the task force and provide changes to suit their viewed.
needs. Too much running around to determine what the
requiements are for marking of signs and plates.
Requirement 2.13.3.4.10 says comply with 8.13 and

2.16.5.2. 2.16.5.2 requires compliance with 2.16.3.3 and
min letter height of 13 mm.
JuhaszA (Disapproved) See response to Mr. Kalgren.

I agree and support the comments from Mr. Kalgren.

As proposed,
requirement 8.13.1 addresses Signs
requirement 8.13.2 addresses Plates including Data
Plates, Marking Plates and Capacity Plates
The references to 8.13.1 and 8.13.2 in the following

requirements need to be corrected. They were correct in
the previous ballot.
2.13.4.2.4, 2.16.3.1, 2.16.3.3, 2.16.5.1, 2.16.7.5,

2.17.14, 2.18.5.3, 2.18.9, 2.19.3.2(k), 2.19.3.3, 2.20.2.1,
2.20.2.2.1, 2.20.2.2.2, 2.20.10.9, 2.22.3.3, 2.22.4.11,
2.24.8.5, 4.2.12.2 and 4.2.12.3
McCollD (Disapproved) See response to Mr. Bialy.

Section 8.13.2.3 Delete the requirement
Rationale: I agree with previous comments from Gary

Attachment 31
Page 54 of 94
Nuschler, Nick Marchitto and Lou Bialy. This is the

only method of recording the date, name of the person,
date of installation on the rope data tags. This
requirement originally required performance terms and
has now changed to be very prescriptive with no
rationale given for the change.
PeelleH (Disapproved) Thank you. See revised proposal.

While not part of the ballot, the language shown in
2.16.5.1.2 does not conform to current code. The current
code reads "This is a freight elevator, not a passenger
elevator, and not for general public use".
RigbyL (Disapproved) Accepted in principle. See revised proposal

Date Posted: 12/28/12 for requirement 8.13.3(c). See also response
Agree with Taylor. More importantly, as written, there to Mr. Taylor.
appears to be no way to add data in the field. Stamping
provides a recessed, durable marking which should be
acceptable. During alterations, some data would not be
obtained from the factory - such as minimum door
closing speeds, which would have to be marked in the
field (perhaps a change order for heavier doors). I agree
that scratching or "sharpie" markings are unacceptable
and there is a need for change, but I also believe there
should be some ability for acceptable data tags to be
produced in the field.
RoglerC (Disapproved) See response to Mr. Filippone.

I agree with the comments of Mr. Filippone.
TaylorL (Disapproved) Not accepted. Clear as written.

See attached. Thank Y'all.
View Additional Comments File (35KB File)
WithamD (Disapproved) Not accepted. The requirements allow

Date Posted: 11/28/12 latitude, and are not too restrictive. The
8.13.2 Plates Data Plates, Marking Plates and Capacity intent is to assure permanent information.
Plates shall
(a) be made of metal or other durable materials designed
to last the life of the equipment. Stick on foil or paper
labels shall not be permitted.
(b) be securely attached so as to prevent removal when
subjected to a force of 65 N (15 lb.). In addition,
adhesive attached plates shall conform to the
Attachment 31
Page 55 of 94
requirements of UL 969 or CAN/CSA C22.2, whichever

is applicable.
(a) be engraved, etched or cast such that the letters and
figures shall remain permanently and readily legible
even if painted over; or
(i) The characters shall be raised or depressed from the
plate surface face so as to remain legible even if painted
over or
(ii) be provided with a transparent covering that will
protect the code required data. This covering shall
grease) from permanently adhering to the data plate
parent surface. The covering shall be durable enough to
withstand the process of contaminant removal. Accepted. See revised proposal.
8.13.2.2 If the plates are exposed to weathering or a
chemical atmosphere, then a durable means shall be
provided to protect the information from deterioration,
8.13.2.3 The use of writing instruments, stamping and
scratching to apply the lettering and figures shall not be
permitted.
Rationale: Everything I propose to strike is either
redundant or not written in performance language / too
prescriptive.
2.13.3.4.10 When building conditions would render

ineffective or nonoperational the detection means Accepted. See revised proposal.
required by 2.13.3.4.5(a), (b), or (c), 2.13.3.4.6(c), (d),
or (e), or 2.13.3.4.7(d), (e), (f), or (g), the following
shall be provided in lieu of compliance with
2.13.3.4.5(a), (b), or (c), 2.13.3.4.6(c), (d), or (e), or
2.13.3.4.7(d), (e), (f), or (g):
(a) continuouspressure closing of the car door or gate
and hoistway door in compliance with 2.13.3.4.1
(b) usage shall be limited to authorized personnel only.
A sign complying with 8.13.1 in compliance with
2.16.5.2 shall be provided but shall read: THIS IS A
FREIGHT ELEVATOR, NOT A PASSENGER
ELEVATOR, AND NOT FOR PUBLIC USE.NO
PERSONS OTHER THAN AUTHORIZED
PERSONNEL ARE PERMITTED TO OPERATE THIS
ELEVATOR.
I dont see anything in this portion of the proposal that
is strike out or underline
2.13.4.2.4 Data Plate. A data plate complying with

8.13.1 8.13.2 conforming to 2.16.3.3 shall be attached
Attachment 31
Page 56 of 94
to the power door operator or to the car crosshead and

shall contain the following information:
Rationale: this a data tag not a sign
2.16.3.1 Plates Required and Locations. Every elevator

shall be provided with a capacity plate and a data plate
complying with 8.13.1 8.13.2 permanently and securely
attached.
Rationale: again these are data tags, not signs
I could be confused, but it looks to me like everywhere

in this proposal where we refer to a sign, we reference
the requirements for data tags and everywhere we refer
to a data tag, we reference the requirements for signs.

ChavezM (Approved) Thank you.
I approve. I concur 100% that foil and paper tags are not
acceptable and am glad we are finally more closely
defining what it is that we really should have.
HerrityJ (Approved) Thank you.

I agree with the comments of VerschellA. Maybe these
rules will help with the problems caused by cheap foil
type data signs/tags. A very good effort.
SnyderWM (Approved) Thank you.

It has taken a long time but now we will actually see
real signs instead of "sharpies" and other attempts to
provide information in conformance with code
requirements. Good job!
StanlaskeD (Approved) See revised proposal.

Approved but suggest adding the proposed changes as
noted in the attached. Proposed changes are highlighted.
View Additional Comments File (36KB File)
StewartJ (Approved) Thank you. Hydraulic signage is beyond the

Date Posted: 11/26/12 scope of this proposal.
Why isn't this being applied to hydraulic elevator
signage requirements of 3.24.1.1 and 3.24.2.2?
Too many "Sharpie" relief valve and minimum oil level

Attachment 31
Page 57 of 94
signs.
VerschellA (Approved) Thank you.

Well and hopefully finally done.

BrinkmanK (Comment) Thank you
i like the idea of putting all of the signage requirements
in one location for easy reference; however, I believe
some of the requirements are in 8.13.2 are too stringent
for all applications.
HempelC (Comment) See revised proposal. The requirements

Date Posted: 11/27/12 address information availability. It is not
Certain data and capacity plates should be pinned necessary to specify fastening criteria.
permanently to the to the device frame or structure
inlieu of using an adhesive. Could we differenciate
which devices can be glued and which should be
pinned?
KappenhagenG (Comment) The requirements allow for and require the

Date Posted: 01/01/13 environment to be considered.
Would rather leave this to each working committee. For
instance: some labels for hydraulic elevators would need
to be highly oil resistant while for other equipment the
label would not. One type of label does not necessarily
fit all types of equipment and if it did would be quite
excessive over what would really be needed most of the
time.
RearickJ (Comment) The location of the safety does not lend

Date Posted: 11/27/12 itself to close visual inspection and the letter
Currently governor and safety marking plates height is purposely increased.
require .25" high letters, while most data plate others
are .125". All data plates which would normally be
viewed at similiar distances should have the same size
letters. Revise 2.17.14 and 2.18.9 to read 3 mm (0.125
in).
RunyanJ (Comment) See revised proposal.

Some confusion on my part perhaps. 8.13.1 seems to be
dealing with "sign" requirements while 8.13.2 deals with
marking plates, data plates, & capacity plates. (Also
noted, there is no specific language that includes "data
tags") So is a "tag" a sign or a data plate? If I am reading
Attachment 31
Page 58 of 94
this correctly, the references in several of the proposed

changes throughout the code do not seem to be correct.
The rationale for 2.13.3.4.10 appears to be incorrect in
that it refers to referencing 8.13.2 which is the
requirement for data plates. Should it not be 8.13.1 since
23.13.3.4.10 refers to a sign?
Req. 2.13.4.2.4 references 8.13.1 which is the sign
requirement. Should this not be 8.13.2? In addition, the
rationale references 8.13.1 also.
Req. 2.16.3.1 refers to 8.31.1 yet the term "data plate" is
used before the reference. Some clarification is needed
here, but I am not sure what the author is trying to say in
this requirement.
There is a similar reference in 2.16.3.1, 2.16.3.3,
2.16.7.5, 2.17.14. 2.18.5.3, 2.18.9, 2.19.3.3, 2.20.2.1,
2.20.2.2, 2.20.10.9, 2.22.3.3, 2.22.4.11, 2.24.8.5, that
should be referencing 8.13.2.
Req. 2.16.5.1 deals with signs but references 8.13.2.
Should this be 8.13.1?
Also the "data tags" referenced in Section 4 seem to be
referring to "signs" instead of "plates".
Attachment 31
Page 59 of 94

8.13 When referenced, Requirement 8.13 covers the standard materials and Add New. To provide a
properties for safety signs and permanent plates used on devices within the scope location in code for reference
of this code. to signage requirements
8.13.21 Permanent Plates Data Plates, Marking Plates and Capacity Plates shall Add New. To provide a
(a) be made of metal or other durable materials designed to last the life of the location in code for reference
equipment. Stick on foil or paper labels shall not be permitted. to signage requirements
(15 lb.). In addition, adhesive attached plates shall conform to the requirements [Strawman] Renumbered to
of UL 969 or CAN/CSA C22.2, whichever is applicable. correct references below
8.13. 21.1 All lettering and figures required by code shall:
(b) conform to either of the following:
(i) Tthe characters shall be raised or depressed from the plate surface face so as
to remain legible even if painted over or
removal.
8.13. 21.2 If the plates are exposed to weathering or a chemical atmosphere, then a
8.13. 21.3 The use of writing instruments, stamping and scratching to apply the
8.13. 21.4 Data Plates and Marking Plates shall have letters or figures of not less
than 3 mm (0.125 in.) high.
8.13.112 Signs The sign shall conform to the requirements of ANSI Z535.2, ANSI Add New. To provide a
[Strawman] Delete Z535.4

regarding placement, our
Attachment 31
Page 60 of 94
industry knows more exactly

where to place the sign
8.13.3 Marking Plates Marking plates shall: Add new section to recognize
(a) be made of metal or other durable materials designed to last the life of the some marking plates require the
equipment. Stick on foil or paper labels shall not be permitted. addition of data by field
(b) be securely attached so as to prevent removal when subjected to a force of 65 N personnel
(c) The use of writing instruments, stamping and scratching to apply the lettering
and figures shall be permitted.
2.13.4.2.4 Data Plate. A data plate complying with 8.13.1 conforming to 2.16.3.3 This requirement should
shall be attached to the power door operator or to the car crosshead and shall reference 8.13.1 and therefore
contain the following information: would have the new
Attachment 31
Page 61 of 94

2.16.3.3 Material and Marking of Permanent Plates. Plates shall comply with This requirement should
8.13.1. reference 8.13.1 and therefore
2.16.3.3.1 Permanent data plates and marking plates shall be metal or durable would have the new
plastic with 1.6 mm (0.063 in) minimum thickness. requirements applied.
2.16.3.3.2 The plates shall be securely fastened to prevent removal by hand when
subjected to a force of 67 N (15 lb) in any direction. The words be of such material
2.16.3.3.3 All code required data shall be formed such that the characters remain and construction that the
permanently and readily legible and conform to the following: letters and figures stamped,
(a) The height of the letters and figures shall be not less than etched, cast, or otherwise
(i) 6 mm (0.25 in.) for passenger elevator capacity plates applied to the faces shall
(ii) 25 mm (1 in.) for freight elevator capacity plates remain permanently and
(iii) 3 mm (0.125 in.) for data plates readily legible. are a
(b) have a minimum character stroke width of 0.5 mm (0.02 in.) component of 8.13.1 and
(c) be provided with a durable means to prevent common contaminants (such as therefore are deleted for
paint, adhesives, oil and grease) from adhering to the data plate parent surface or clarity.
permit the removal of these contaminants without obscuring the code required
data.
EXCEED KG (LB).
Attachment 31
Page 62 of 94

EXCEED KG (LB).
2.16.5.1.2 For freight elevators not permitted to carry passengers, the sign shall
read: THIS IS A FREIGHT ELEVATOR, NOT A PASSENGER ELEVATOR,
AND NOT FOR GENERAL PUBLIC USE.
2.16.5.2 Material and Marking of Signs. The letters shall be not less than 13 mm
(0.5 in.) high.
provided clarity.
Attachment 31
Page 63 of 94
A metal marking plate as required by 2.16.3.2 8.13.3 shall be securely attached to outcome of the materials of
the car crosshead in an easily visible location, and, where lubricants are to be the signage. It should
2.17.3. component of 8.13.1.
rope data tag shall comply with 8.13.1, except that the height of the letters and
figures shall be not less than 1.5 mm (0.06 in.).
following:
clarity.
clarity.
Attachment 31
Page 64 of 94
furnished. 8.13.1.
(d) If (a) or (c) applies, the material and marking of the tag shall conform to
2.16.3.3, except that the height of the letters and figures shall be not less than 1.5 The words material and
mm (0.06 in.). marking of the rope data tag
provided:
applicable
applicable
applicable
as applicable
Attachment 31
Page 65 of 94



Table 2.22.3.1.
clarity.
Attachment 31
Page 66 of 94

2.22.4.11 Buffer Marking Plate. Every installed oil buffer shall have permanently This requirement should
attached thereto a metal marking plate complying with 8.13.1, marked by the reference 8.13.1 and therefore
manufacturer in a legible and permanent manner, indicating would have the new
2.24.8.5 Marking Plates for Brakes. The brake setting and method of This requirement should
measurement shall be permanently and legibly marked on the driving machine on reference 8.13.1 and therefore
a marking plate complying with 8.13.1. would have the new
requirements applied.

Attachment 31
Page 67 of 94

restructuring.
Ballot#: 15-3144
Approved: 20
Disapproved: 4 BialyL, KalgrenD, KremerR, McCollD
Abstained: 0
Not Voting: 0
Not Returned: 4 BarkandT , HamptonP , MclellanD , WithamD
Total: 20/28

BialyL (Disapproved)
8.13.2 Signs is mis-numbered as 8.13.12 8.13.2: Accepted. See revised proposal.
In 8.13.3(a): 8.13.12: Accepted. See revised proposal.

Stick on foil or paper labels shall not be permitted
should be removed.
Rationale:
This statement doesnt follow the performance
requirements stated in the first sentence.
2.13.4.2.4 2.13.4.2.4: Accepted. See revised proposal.

The reference should be to 8.13.3 not 8.13.1.
Also, it should be titled Marking Plate.
Rationale:
For jobs that are using commercially available
operators (or Alterations), this is a package operator
and door times are dependent on the size of doors,
cladding, door opening, etc.. This data is provide by the
manufacturer to set the door times, but must be entered
in the field. Therefore this is a Marking Plate.
Attachment 31
Page 68 of 94
2.16.3.3: Not accepted. This proposal only

addresses signs under the scope of the
2.16.3.3 Mechanical Design Committee.
This is the reference within the Code for all plates and
this proposal makes reference to 8.13.1, but this
proposal does not categorize which are Permanent
Plates, which are Signs and which are Marking Plates.
Examples would be:
2.4.5 Counterweight Runby Data Plate (missed)

5.2.1.1.6.2 Capacity and Data Plate
7.2.6.3.3 Chain Data
7.5.6.2 Chain Data
8.6.4.10.3 (Tags)
8.10.2.2.3(k)
Test Tags (8.6.1.4.1(d)). This is a Marking Plate
and should reference 8.13.3
Acceptance Test Record (8.10.1.1.5) is this a
Permanent Plate?
Code Data Plate (8.7.1.8) which highlights the
Alterations, is this a Marking Plate?
2.18.5.3: Accepted. See revised proposal.
2.18.5.3
o The reference should be 8.13.3 to make

this a Marking Plate as the name of
person or organization who installed the
rope is needed to be added. 2.20.2.2.2:
2.20.2.2.2

this a Marking Plate as the name of
person or organization who installed the
rope, the month and year the suspension
means were installed and the month and
year they were 1st shortened; needs to
be added. 2.22.3.3: Not accepted. Spring buffers are
not type tested and the spring can be
2.22.3.3 is listed as a Marking Plate. This is a Data changed and new data needs to be applied.
Plate to be consistent with the proposal.
4.2.12.3: see revised proposal.
4.2.12.3

this a Marking Plate as the date of
installation of driving and safety nuts is
Attachment 31
Page 69 of 94
required to be marked in the field

I agree with the comments submitted by Mr. Bialy.
There are also approved TN's for 2016 code that need to
be reviewed to ensure the most current language is being
revised (e.g. section 2.20 for rope data tags, section 2.22
for buffer marking plates (TN 11-1861), etc.)
KremerR (Disapproved) See additional responses attached.

See additional comments below.
McCollD (Disapproved) See response to Mr. Bialy.

8.13.2 Signs is mis-numbered as 8.13.12
In 8.13.3(a):
Stick on foil or paper labels shall not be permitted
should be removed.
Rationale:
This statement doesnt follow the performance
requirements stated in the first sentence.
2.13.4.2.4
The reference should be to 8.13.3 not 8.13.1.
Also, it should be titled Marking Plate.
Rationale:
For jobs that are using commercially available
operators (or Alterations), this is a package operator
and door times are dependent on the size of doors,
cladding, door opening, etc.. This data is provide by the
manufacturer to set the door times, but must be entered
in the field. Therefore this is a Marking Plate.
2.16.3.3
This is the reference within the Code for all plates and
this proposal makes reference to 8.13.1, but this
proposal does not categorize which are Permanent
Plates, which are Signs and which are Marking Plates.
Examples would be:
? 2.4.5 Counterweight Runby Data Plate (missed)
? 5.2.1.1.6.2 Capacity and Data Plate
? 7.2.6.3.3 Chain Data
? 7.5.6.2 Chain Data
? 8.6.4.10.3 (Tags)
Attachment 31
Page 70 of 94
? 8.10.2.2.3(k)
? Test Tags (8.6.1.4.1(d)). This is a Marking Plate and
should reference 8.13.3
? Acceptance Test Record (8.10.1.1.5) is this a
Permanent Plate?
? Code Data Plate (8.7.1.8) which highlights the
Alterations, is this a Marking Plate?
2.18.5.3
o The reference should be 8.13.3 to make this a
Marking Plate as the name of person or organization
who installed the rope is needed to be added.
2.20.2.2.2
Marking Plate as the name of person or organization
who installed the rope, the month and year the
suspension means were installed and the month and year
they were 1st shortened; needs to be added.
2.22.3.3 is listed as a Marking Plate. This is a Data
Plate to be consistent with the proposal.
4.2.12.3
Marking Plate as the date of installation of driving and
safety nuts is required to be marked in the field

HerrityJ (Approved) Thank you, see revised proposal.
Stick on foil or paper labels shall not be permitted must
stay. While it may not be "performance based language"
- it is direct and understandable English. Any other
sentence - will fail the performance based test of
understandability. The original purpose of the data
plates etc. was to have the data at hand even after
someone painted over the plate or sign (therefore the
requirement for engraved or stamped). There should be
performance based language to reflect that requirement.

SweeneyP (Comment) Accepted in principle. See revised
Date Posted: 12/21/15 proposal.
8.13.1 needs a comma between "Plates" and Data" and
between "Plates" and "and." Thanks.
Attachment 31
Page 71 of 94
KremerR Ballot 15-3144 Comments
I see the framework of 8.13 as follows:

8.13 SIGNS AND PLATES
8.13.1 Permanent Plates
- Data Plates
- Capacity Plates
8.13.2 Signs
8.13.3 Marking Plates
Here are my comments:
1. Regarding:
8.13 When referenced, Requirement
Sections require a title. Suggest:
8.13 SIGNS AND PLATES

When referenced Requirement 8.13 covers the standard materials and properties for safety signs
and permanent plates used on devices within the scope of this code.
Accepted in principle, see revised proposal.
2. Regarding:
8.13. 21.4 Data Plates and Marking Plates shall have letters..
Section 8.13.1 relates to Permanent Plates, and specifically Data Plates and Capacity Plates.
Remove the reference to Marking Plates from this section. Marking plates are now addressed in
section 8.13.3
Accepted, see revised proposal.
3. Regarding:
8.13.112 Signs The sign shall conform to the
Number should be 8.13.2
4. Regarding:
8.13.3 Marking Plates Marking plates shall:
If change number 2 is adopted above, add a requirement for height of letters. Suggest
8.13.3
(d) Marking Plates shall have letters or figures of not less than 3 mm (0.125 in.) high.
Attachment 31
Page 72 of 94
In 2.13.3.4.10(b)
Signs should comply with 8.13.2, not 8.13.1
Regarding
2.16.5.2 Material and Marking of Signs
The letters shall be not less than 13 mm (0.5 in.) high.
The requirement only addresses letter height, the title includes material. Provide a reference
back to 8.13.2 to capture the material requirements, or strike material from the title of 2.16.5.2
Regarding 2.17.14 and the requirement A metal marking plate complying with 8.13.1 shall
be
8.13.1 should be revised to 8.13.3 where marking plates are addressed.
If the reference to 8.13.1 is intentional, suggest to capture essential elements in 8.13.1 and reprint
in section 8.13.3
Regarding 2.18.9 and the requirement A metal marking plate complying with 8.13.1 shall be

in section 8.13.3
Regarding 2.19.3.3 and the requirement a marking plate complying with 8.13.1

in section 8.13.3

in section 8.13.3
Attachment 31
Page 73 of 94

in section 8.13.3
Not accepted, this is a data plate, see revised proposal.
Regarding 2.24.8.5 and the requirement marking plate complying with 8.13.1

in section 8.13.3
For Consideration.
Where data tags are mentioned, this revisions appears to indicate compliance with 8.13.1 is
desirable.
Should / could the scope of 8.13.1 be explicitly expanded to include data tags to firm up this
cross reference?
Note: This is the end of KremerRs attached comments for Ballot 15-3144.
Attachment 31
Page 74 of 94

8.13 Signs, Plates and Tags. Add New. To provide a
When referenced, Requirement 8.13 covers the standard materials and properties location in code for reference
for safety signs and permanent plates used on devices within the scope of this to signage requirements
code.
8.13.21 Permanent Plates. Add New. To provide a
(a) be made of metal or other durable materials designed to last the life of the to signage requirements
equipment. Stick on foil or paper labels shall not be permitted.
(b) be securely attached so as to prevent removal when subjected to a force of 65 N [Strawman] Renumbered to
(15 lb.). In addition, adhesive attached plates shall conform to the requirements correct references below
removal.
8.13. 21.4 Data Plates shall have letters or figures of not less than 3 mm (0.125 in.)
high.
8.13. 12 Signs The sign shall conform to the requirements of ANSI Z535.2, ANSI Add New. To provide a
[Strawman] Delete Z535.4

Attachment 31
Page 75 of 94
regarding placement, our

8.13.3 Marking Plates and Tags. Marking plates and tags shall: industry knows more exactly
(a) be made of metal or other durable materials designed to last the life of the where to place the sign
equipment.
(15 lb.). In addition, adhesive where used to attach plates or tags, shall conform Add new section to recognize
to the requirements of UL 969 or CAN/CSA C22.2, whichever is applicable. some marking plates or tags
(c) permit the use of writing instruments, stamping and scratching to apply the require the addition of data by
lettering and figures. field personnel
(d) be provided with preprinted permanent letters and figures on marking plates
and tags with letters or figures not less than 3 mm (0.125 in.) high.
2.13.4.2.4 Data Door Marking Plate. A data marking plate complying with 8.13.3 This requirement should
conforming to 2.16.3.3 shall be attached to the power door operator or to the car reference 8.13.1 and therefore
crosshead and shall contain the following information: would have the new
shall be included on the data marking plate
Attachment 31
Page 76 of 94
data.
EXCEED KG (LB).
Attachment 31
Page 77 of 94
EXCEED KG (LB).
2.16.5.2 Material and Marking of Signs. Signs shall conform to 8.13.2 and the
provided clarity.
Attachment 31
Page 78 of 94
2.17.3. component of 8.13.1.
rope data tag shall conform to 2.16.3.3.3 comply with 8.13.3, except that the Based on approved TN 14-1596
following:
clarity.
clarity.
Attachment 31
Page 79 of 94
furnished. 8.13.1.
(d) If (a) or (c) applies, the material and marking of the tag shall comply with
8.13.3 conform to 2.16.3.3, except that the height of the letters and figures shall The words material and
be not less than 1.5 mm (0.06 in.). marking of the rope data tag
provided:
applicable
applicable
applicable
as applicable
Attachment 31
Page 80 of 94



Table 2.22.3.1.
clarity.
Attachment 31
Page 81 of 94
2.22.4.11 Buffer Marking Data Plate. Every installed oil buffer shall have This requirement should
permanently attached thereto a metal data plate complying with 8.13.1, marked reference 8.13.1 and therefore
by the manufacturer in a legible and permanent manner, indicating would have the new
2.24.8.5 Marking Plates for Brakes Brake Information Plates. The brake This requirement should
setting and method of measurement shall be permanently and legibly marked reference 8.13.1 and therefore
provided on the driving machine on a data plate complying with 8.13.1 or a would have the new
marking plate complying with 8.13.3 and shall be readily visible after requirements applied.
installation.
Attachment 31
Page 82 of 94

restructuring.
8.6.4.19.8 Power Operation of Door System. The To be consistent with 2.13.4.2.4
8.10.2.2.1 (i) Power Closing of Doors or Gates (2.13.3) (Item 1.9):
Ballot#: 16-493
Approved: 19
Disapproved: 4 BialyL, KalgrenD, McCollD, TevyawM
Abstained: 0
Not Voting: 0
Not Returned: 3 BarkandT , BrooksJ , TurnerDa
Total: 19/26

BialyL (Disapproved) Not accepted. The changes made to 2.16.3.3
Date Posted: 03/21/16 were to move them over to 8.13. The only
Rationale: signs, plates and tags referenced were those
This TN is revising requirement 2.16.3.3 which is under the MDC assignment. Any other
referenced by many other sections of the code. Other committees signs, plates, and tags were
committees need to review this change and reach a untouched except for the reference to 2.16
common position before it goes to ballot. which points to 8.13.
Attachment 31
Page 83 of 94
No rationale has been provided for the deletion of Not accepted. The deletion of Part 4 signs,
requirements 4.2.12.1, 4.2.12.2 and 4.2.12.3. plates, and tags was because only the
requirements within the purview of the
MDC were considered after the last ballot.
BornsteinS (Disapproved) See response to Mr. Brinkman.

Same comments as K Brinkman.
BrinkmanK (Disapproved) Accepted. See revised editorial changes.

The rationale does not match the change in several
requirements. The revised language references 8.13.3
but the rationale calls out 8.13.1 in Requirements
2.13.4.2.4, 2.17.14, 2.17.16, 2.18.5.3, 2.18.19, 2.19.3.3,
2.20.2.2, and 2.22.3.3. Requirement 2.24.8.5 references
both 8.13.1 and 8.13.3 but the rationale only has 8.13.1.
Requirement 2.22.4.10 shows a change (underlined text)
but the rationale indicates no change was made.
KalgrenD (Disapproved) See responses to Messrs. Bialy and

Date Posted: 03/22/16 Brinkman.
I agree with the comments submitted by Mr. Bialy and
Mr. Brinkman.
McCollD (Disapproved) Not accepted. The changes made to 2.16.3.3

Requirement 2.16.3.3 is referenced in other sections of signs, plates and tags referenced were those
the code. Revisions to 2.16.3.3 which affect these other under the MDC assignment. Any other
sections need to be reviewed by the appropriate committees signs, plates, and tags were
committees and agreement reached on the revisions untouched except for the reference to 2.16
before balloting. which points to 8.13.
No rationale has been provided for the deletion of Not accepted. The deletion of Part 4 signs,
4.2.12.1, 4.2.12.2 and 4.2.12.3. plates, and tags was because only the
requirements within the purview of the
MDC were considered after the last ballot.
TevyawM (Disapproved) See response to Mr. McColl.

Agree with comment from Mr. McColl.

MclellanD (Approved) Thank you for your comment. Getting a
Date Posted: 03/02/16 consistent set of requirements is step one,
I have approved this however have concerns with the once the classes of signs, plates, and tags
following statement: are distinguishable, then the manufacturers
8.13.3 Marking Plates and Tags. Marking plates and will have guidance and AHJs will be able to
Attachment 31
Page 84 of 94
tags shall: judge the relevant compliance.

(a) be made of metal or other durable materials designed
to last the life of the equipment.
My worry is what one inspector may deem the material

durable another will not for example a sticker.
RehmanA (Approved) Thank you for your comment. Getting a

Date Posted: 03/22/16 consistent set of requirements is step one,
COMMENT: Term durable material in rule 8.13.2 once the classes of signs, plates, and tags
Signs is open ended and subject to individuals opinion are distinguishable, then the manufacturers
defeating the intent .Giving some examples of material will have guidance and AHJs will be able to
or characteristic of durable material that is considered judge the relevant compliance.
durable would help to achieve objective and minimize
directives at the time of inspection
SchlossR (Approved) Thank you.

Good Job
SeymourRo (Approved) Thank you for your comment. Stick on foil

Date Posted: 03/21/16 are permitted only in 8.13.1. Requirement
I would suggest adding the following sentence to 8.13.3 prescribe metal which prohibit stick
8.13.3(a): "Stick on foil or paper labels shall not be on or paper labels. It is clear as written.
permitted."

BlackabyB (Comment) Not accepted. The changes made to 2.16.3.3
Not Approved. signs, plates and tags referenced were those
under the MDC assignment. Any other
Rationale: committees signs, plates, and tags were
This TN is revising requirement 2.16.3.3 which is untouched except for the reference to 2.16
referenced by many other sections of the code. Other which points to 8.13.
committees need to review this change and reach a
common position before it goes to ballot. Not accepted, the deletion of Part 4 signs,
plates, and tags was because only the
No rationale has been provided for the deletion of requirements within the purview of the
requirements 4.2.12.1, 4.2.12.2 and 4.2.12.3. MDC were considered after the last ballot.
Attachment 31
Page 85 of 94
Proposal for Recirculation Ballot 16-493RC1

8.13 Signs, Plates and Tags. Add New. To provide a
When referenced, Requirement 8.13 covers the standard materials and properties location in code for reference
for safety signs and permanent plates used on devices within the scope of this to signage requirements
code.
8.13.21 Permanent Plates. Add New. To provide a
(a) be made of metal or other durable materials designed to last the life of the to signage requirements
equipment. Stick on foil or paper labels shall not be permitted.
removal.
8.13. 21.4 Data Plates shall have letters or figures of not less than 3 mm (0.125 in.)
high.
8.13. 12 Signs The sign shall conform to the requirements of ANSI Z535.2, ANSI Add New. To provide a
Delete Z535.4 regarding

Attachment 31
Page 86 of 94
placement, our industry

8.13.3 Marking Plates and Tags. Marking plates and tags shall: knows more exactly where to
(a) be made of metal or other durable materials designed to last the life of the place the sign
equipment.
(15 lb.). In addition, adhesive where used to attach plates or tags, shall conform Add new section to recognize
to the requirements of UL 969 or CAN/CSA C22.2, whichever is applicable. some marking plates or tags
(c) permit the use of writing instruments, stamping and scratching to apply the require the addition of data by
lettering and figures. field personnel
(d) be provided with preprinted permanent letters and figures on marking plates
and tags with letters or figures not less than 3 mm (0.125 in.) high.
2.13.4.2.4 Data Door Marking Plate. A data marking plate complying with 8.13.3 This requirement should
conforming to 2.16.3.3 shall be attached to the power door operator or to the car reference 8.13.1 8.13.3 and
crosshead and shall contain the following information: therefore would have the new
(c) where heavier hoistway doors are used at certain floors, the minimum door 8.13.1 8.13.3 and therefore
closing time in seconds corresponding to the kinetic energy limits specified in are deleted for clarity.
shall be included on the data marking plate
Attachment 31
Page 87 of 94
data.
EXCEED KG (LB).
Attachment 31
Page 88 of 94
EXCEED KG (LB).
2.16.5.2 Material and Marking of Signs. Signs shall conform to 8.13.2 and the
A metal marking plate complying with 8.13.3 shall be securely attached to each reference 8.13.1 8.13.3 and
safety so as to be readily visible, and shall be marked in a legible and permanent therefore would have the new
provided clarity.
component of 8.13.1 8.13.3.
Attachment 31
Page 89 of 94
2.17.3. component of 8.13.1 8.13.3.
governor-rope fastening. This data tag shall bear the following wire-rope data: 8.13.1 8.13.3 and therefore
(a) the diameter (mm or in.) would have the new
(b) the manufacturers rated breaking strength requirements applied.
(f) construction classification component of 8.13.1 8.13.3
(g) name of the person or organization who installed the rope and therefore are deleted for
rope data tag shall conform to 2.16.3.3.3 comply with 8.13.3, except that the Based on approved TN 14-1596
A metal marking plate complying to 8.13.3 shall be securely attached to each reference 8.13.1 8.13.3 and
speed governor and shall be marked in a legible and permanent manner with therefore would have the new
following:
(b) the size, material, and construction of the governor rope on which the component of 8.13.1 8.13.3.
(e) statement DO NOT LUBRICATE GOVERNOR ROPE component of 8.13.1 8.13.3
and therefore are deleted for
clarity.
clarity.
Attachment 31
Page 90 of 94
with a marking plate complying with 8.13.3 indicating the range of total masses reference 8.13.1 8.13.3 and
(car with attachments and its load) for which it is permitted to be used, the range therefore would have the new
2.20.2.2.1 Pertinent data on a data tag complying with 8.13.3 located on the reference 8.13.1 8.13.3 and
suspension means shall be provided by one of the following: therefore would have the new
furnished. 8.13.1 8.13.3.
(d) If (a) or (c) applies, the material and marking of the tag shall comply with
8.13.3 conform to 2.16.3.3, except that the height of the letters and figures shall The words material and
be not less than 1.5 mm (0.06 in.). marking of the rope data tag
of 8.13.1 8.13.3 and therefore
2.20.2.2.2 The following data on a data tag complying with 8.13.3 shall be are deleted for clarity.
provided:
applicable
applicable
applicable
as applicable
Attachment 31
Page 91 of 94



Table 2.22.3.1.
plate complying with 8.13.3 showing its load rating and stroke and the number of reference 8.13.1 8.13.3 and
springs. Where the springs are removable, each spring shall be identified, and the therefore would have the new
component of 8.13.1 8.13.3
and therefore are deleted for
clarity.
2.22.4.10 Load Ratings of Oil Buffers. The minimum and maximum load ratings Added reference for clarity
of car and counterweight oil buffers, as indicated on the buffer marking plate
Attachment 31
Page 92 of 94

2.22.4.11 Buffer Marking Data Plate. Every installed oil buffer shall have This requirement should
permanently attached thereto a metal data plate complying with 8.13.1, marked reference 8.13.1 and therefore
by the manufacturer in a legible and permanent manner, indicating would have the new
2.24.8.5 Marking Plates for Brakes Brake Information Plates. The brake This requirement should
setting and method of measurement shall be permanently and legibly marked reference 8.13.1 or 8.13.3 and
provided on the driving machine on a data plate complying with 8.13.1 or a therefore would have the new
marking plate complying with 8.13.3 and shall be readily visible after requirements applied.
installation.
8.13.1 or 8.13.3 and therefore
are deleted for clarity.
Attachment 31
Page 93 of 94

restructuring.
8.10.2.2.1 (i) Power Closing of Doors or Gates (2.13.3) (Item 1.9): To be consistent with 2.13.4.2.4
Results of Recirculation Ballot 16-493RC1
Ballot#: 16-493RC1
Approved: 24
Disapproved: 0
Abstained: 0
Not Voting: 0
Not Returned: 2 BarkandT, TurnerDa
Total: 24/26

None.
BrinkmanK (Approved)
My comments from the previous ballot have been
addressed.
KalgrenD (Approved)
Attachment 31
Page 94 of 94

My issues with the proposal have been resolved. Thank
you.

None.
Attachment 32
Page 1 of 4
Record 16-454
5.2.1.16.2 Capacity and Data Plates

(a) Capacity plates shall indicate the rated load of the elevator in kilograms (kg), pounds (lb), or both.
(b) Data plates shall conform to 2.16.3.2.2 and shall be located as required by 2.16.3.1.
(c) The material and marking of plates shall conform to 2.16.3.3.
Rationale: To clarify that the data place is required and to specify the location of data plates.
Ballot#: 16-493
Approved: 22
Disapproved: 1 GregoryR
Abstained: 0
Not Voting: 0
Not Returned: 3 BarkandT , BrooksJ , TurnerDa
Total: 22/26

GregoryR (Disapproved) Not accepted. This is beyond the scope of the
Date Posted: 02/24/16 record.
. . . in kilograms (kg) and pounds (lb). Adding "and"
deleting or both. In the USA, most people don't
understand kilograms.

Thank you, the rationale has been revised.
BialyL (Approved)
Editorial Comment:
Change place to plate in the rationale.
McCollD (Approved) Thank you, the rationale has been revised.

Attachment 32
Page 2 of 4

Editorial comment: Change the word "place" to
"plate" in the rationale.
SchlossR (Approved) Thank you, the rationale has been revised.

change as follows:
Rationale: To clarify that the data plate is required
and to specify the location of data plates.

BlackabyB (Comment) Thank you, the rationale has been revised.
Approved.
Editorial Comment:
Change place to plate in the rationale.
Attachment 32
Page 3 of 4
Proposal for Recirculation Ballot 16-493RC1

(a) Capacity plates shall indicate the rated load of the elevator in kilograms (kg), pounds (lb), or both.
(b) Data plates shall conform to 2.16.3.2.2 and shall be located as required by 2.16.3.1.
(c) The material and marking of plates shall conform to 2.16.3.3.
Rationale: To clarify that the data plate is required and to specify the location of data plates.
Results of Recirculation Ballot 16-493RC1
Ballot#: 16-493RC1
Approved: 22
Disapproved: 2 GregoryR, KoshakJ
Abstained: 0
Not Voting: 0
Not Returned: 2 BarkandT, TurnerDa
Total: 22/26

Changed from Approved
There is no justification to have separate
requirements, it should read "5.2.16.1 Capacity and
Data Plates
Capacity and Data plates shall conform to 2.16."
Rationale:
1. The current requirement does not specify any
different material and marking properties.
2. The requirements in 2.16 provide special
conditions that assure consistency in all passenger
elevators, including Residential elevators

None.
Attachment 32
Page 4 of 4
HendersonD (Comment)
Comment:
Consider renumbering 2.16.3.1 to allow for a more
direct reference in 5.2.1.16.2(b) to the requirement
pertaining to the Data Plate's location. See attached.
TN 16-454
Doug Henderson Comments

(a) Capacity plates shall indicate the rated load of the
elevator in kilograms (kg), pounds (lb), or both.
(b) Data plates shall conform to 2.16.3.2.2and shall
be located as required by 2.16.3.1.
(c) The material and marking of plates shall conform
to 2.16.3.3.

2.16.3 Capacity and Data Plates

2.16.3.1 Plates Required and Locations. Every
elevator shall be provided with a capacity plate and a
data plate permanently and securely attached.
2.16.3.1.1 The capacity plate shall be located in a
conspicuous position inside the car.
2.16.3.1.2 The data plate shall be located on the car
crosshead, or inside the car for underslung elevators
having no crosshead.
Rationale: To allow for a direct reference to the

requirement specifying the location of the data plate.

(a) Capacity plates shall indicate the rated load of the
elevator in kilograms (kg), pounds (lb), or both.
(b) Data plates shall conform to 2.16.3.2.2 and shall
be located as required by 2.16.3.1.2.
(c) The material and marking of plates shall conform
to 2.16.3.3.

Attachment 33
Page 1 of 4
TN 09-1764
TN 09-1764
Acronym Standard Name Edition Requirement(s)

Latest Edition
Referenced referenced in
AISC Book No. Specification for Design, 1978 2.9.4.1(a), Table 1978 2002
S326-02 Fabrication, and Erection of 2.15.10.1,
Structural Steel for Buildings 4.2.7.1(a)
ANSI/ACI 318-83 Building Code Requirements 1983 2.9.4.1(b), 2002 2008

for Reinforced Concrete 4.2.7.1(b)
ANSI/AWS D1.1 Structural Welding Code- Latest 8.8.1(a), 8.8.2(a) R1998

Steel Edition
ANSI/AWS D1.3 Structural Welding Code- Latest 8.8.2(a) R2001 R2006
Sheet Steel Edition
ANSI Voluntary Construction and Industrial 2.15.6.4 (c) R2007
Product Standard Plywood
PS 1-74 07
ASME B1.13M Metric Screw Latest 2.20.9.3.5 2001 2005
Threads Edition
ASME B1.1 Unified Inch Screw Latest 1989 2003

Threads Edition 2.20.9.3.5
ASME B 29.1M Precision Power 1975 2.24.9.2.1 1993 2001
Transmission
Roller Chains, Attachments
and
Sprockets
ASTM A 27-84a Specifications for Mild and 1984 2.15.6.2.1(c), 2003 2005
Medium- Strength Carbon 2.20.9.3.4,
Steel Castings for General 2.20.10.3
Applications
ASTM A 36 84a Specifications for Structural 1984 2.15.6.2.1(a) 2003 2005

Steel
ASTM A 283-84a Specifications for Low and 1984 2.15.6.2.1(a) 2003 2007
Intermediate
Tensile Strength Threaded
Standard
Fasteners Carbon
Steel Plate
of Structural
Quality
Attachment 33
Page 2 of 4
TN 09-1764
ASTM A 307-84a Specifications for 1984 2.9.3.2.1, 2002 2007b

Low and 2.9.3.2.2,
Intermediate 2.9.3.3.2,
Tensile Strength 2.9.3.3.3,
Carbon Steel Plate 2.15.6.2.2(b),
of Structural 2.15.6.2.3,
Quality Threaded Standard 2.23.2.1(b)
Fasteners
ASTM A 502-83a Specifications for Steel 1983 2.9.3.3.2, 03 2003

Structural Rivets 2.15.6.2.2(a),
2.15.6.2.3,
2.23.2.1(c)
ASTM A 668-85 Standard Test for Pour Point 1985 2.15.6.2.1(b), 2003 2004
of Petroleum Oils Standard 2.20.9.3.4,
Specification for Steel 2.20.9.3.5,
Forgings, Carbon and Alloy, 2.20.10.3
General
ASTM D 97-85 Standard Test for 1985 2.22.4.9 2002 2007

Pour Point of
Petroleum Oils
ASTM D 198-84 Static Tests of Timbers 1984 2.15.6.4 (b) 2002 2005a
Lumber in
Structural Sizes
ASTM D 245-81 Establishing Structural 1986 2.15.6.4 (a) 2002 2006
Grades and Related
Allowable
Properties for Visually
Graded Lumber
ASTM D 2270-79 Calculation 1979 1993 2.22.4.9 1993 1998

93 Viscosity Index for Kinematic
Viscosity
ASTM E 8 ASTM Standard Test Methods for Latest 2.9.3.4, 2.15.6.2.3, 2001 2008
E8/E8M-08 Tension Testing of Metallic Edition 2008 2.17.12.1,
Materials 2.20.9.3.4,
2.22.4.3, 2.24.3(a),
2.24.3(b), 8.2.8.5.1
ASTM E 84 Standard Test Method for Latest 2.15.8 (b) 2003 2008
Surface Burning Edition 2008
Characteristics of
Building Materials
AWS 8.8.3
Attachment 33
Page 3 of 4
TN 09-1764
CAN/CSA-S16.1- Limit States Design of Steel 1994 2.9.4.1(a), 1994 2000

94 Structures 4.2.7.1(a)
CAN/CSA-G40.21 Structural Quality Steels 1972 2.15.6.2.1(a) 1998
CAN/ULC-S102.2- Standard Method 1988 2.15.8 (b) 1988 2007

M88 S102-07 of Test for Surface
Burning Characteristics of
Flooring, Floor Covering,
and Miscellaneous
Materials and
Assemblies
CAN3-A23.3 2005 2.9.4.1(b), 2005

CSA A23.3-04 4.2.7.1(b)
Section 3.14 1997
American Plywood
Association
2.15.5.5
Plywood Design
Specification
CSA 8.8.3
CSA 086.1-94 Engineering Design in Wood 1994 2.15.5.5 1994
(Limit States Design)
CSA B44 Safety Code for 2.20.9.6.2(m), 2000 2007

Elevators 2.22.4.7.3,
8.3.1.3.1(h),
8.3.1.3.2
CSA O151-M1978 Canadian Softwood Plywood 1978 2.15.6.4 (c) R1998
CSA S16.1-94 Limit States 1994 Table 2.15.10.1 1994 2007

CAN/CSA S10-01 Design of Steel Structures
CSA W47.1-1992 Certification of Companies R1998 8.8.1(b) 2002 2003

1-2003 for Fusion Welding of Steel
Structures
CSA W59-M1989 Welding Steel 1989 2003 8.8.2(b) 2003

2003 Construction
(Metal Arc Welding) (Metric
Version)
NFPA 255 Surface Burning Latest 2.15.8 (b) 2000 2006

Characteristics of Edition
Building Materials
UL 723 Surface Burning Latest 2.15.8 (b) 2003 2005
Characteristics of Edition
Building Materials, Test for
Attachment 33
Page 4 of 4
TN 09-1764
Ballot#: 09-1866
Comments Received: 1
Comment Responses
KalgrenD
Delete all of the referenced requirements to 2.15.6
that are proposed to be deleted in the
accompanying TN 02-3387 of this ballot.
By doing this some of the referenced Standards in

the table can also be deleted (e.g. wood
specifications, ...).
Attachment 34a
Page 1 of 1
Carlton R. Ramcharran
From: Blackaby, Barry <Barry.Blackaby@otis.com>

Sent: Monday, July 28, 2014 10:54
To: Carlton R. Ramcharran
Subject: FW: Jawless Governor Rope Tension Switch - Requirement 2.18.7.2
Pleaseputthisonournextagenda
RegardsBarry
From: Henderson, Doug [mailto:doug.henderson@thyssenkrupp.com]

Sent: Thursday, July 24, 2014 6:14 PM
To: vincent.robibero@us.schindler.com
Cc: Blackaby, Barry; Caldwell, Jim
Subject: [External] Jawless Governor Rope Tension Switch - Requirement 2.18.7.2
Vince,
TheCodeallowsthisswitchtobeSILratedbyreferenceto2.26.4.3(specifically2.26.4.3.2),butthereisnoSILrating
giveninTable2.26.4.3.2forrequirement2.18.7.2.Thecoderequirementinquestionisasfollows:
2.18.7.2 Where jawless governors are used and where the force imparted to the governor rope (see 2.18.6.1) is necessary to activate the
safety, including tripping the releasing carrier, if used, and is dependent upon the tension in the governor rope, a switch or switches shall
be provided that is mechanically opened by the governor tension sheave before the sheave reaches its upper or lower limit of travel. This
switch(es) shall be of the manually reset type and shall conform to 2.26.4.3. Subsequent to the first stop of the car following the opening
of the switch, the car shall remain inoperative until the switch is manually reset.
The table does reference the shack rope switch for winding drum machines, but I am sure that this would not apply to the
tension switch of requirement 2.18.7.2.
In your opinion, is this an issue that should be handed over to one of the current working Task Groups to establish a SIL
rating for this switch?
Barry,
Is this something to consider as a discussion item on the next Electrical Committee meeting agenda?
Doug Henderson
Codes and Standards
ThyssenKrupp Elevator Americas
9280 Crestwyn Hills Drive
Memphis, TN 38125
Cell: 901 652 3649

Direct: 731-376-3004
E-mail: doug.henderson@thyssenkrupp.com
______________________ _ _ _ _ _ _ _ _ _ _

www.thyssenkruppelevator.com
Facebook Twitter LinkedIn Google+
1
Attachment 34b
Page 1 of 1
8.12 TN 14-2015; Requirement 2.18.7.2, Jawless Governor Rope Tension Switch Attachment 18
(September 2014 Minutes)
September 2014: Prior to the meeting, Mr. Henderson suggested adding a discussion item on the agenda to
discuss SIL rating for tension switch in requirement 2.18.7.2. The code allows the Jawless Governor Rope
Tension Switch to be SIL rated by reference to 2.26.4.3, but there is no SIL rating given in Table 2.26.4.3.2
for requirement 2.18.7.2.
Please see Attachment 18 for the request from Mr. Henderson.
Mr. Henderson presented a hazard analysis on this item and a proposal. Discussion was brought up to
review the hazard analysis and form a task group to review this. The task group is Henderson (Chair) and
Blackaby.
A motion was made to open a TN for this item. The motion was seconded and approved unanimously. The
TN for this item is 14-2015.
January 2015 Discussion: Mr. Henderson reported that the task group met on January 12, 2015 and
reviewed and revised a proposal that came out of the A17 Mechanical Design Committee. Mr. Blackaby
reported that the A17 Mechanical Design Committee needs to review this proposal. Further discussion
arose that this proposal should be moved to the A17 Mechanical Design Committee. A motion was made to
send and move this proposal to the A17 Mechanical Design Committee. The motion was seconded and
approved unanimously.
This item will be moved to Section 11 on future agendas.

Attachment 35
Page 1 of 6
TN1586
A17MechanicalDesign
TN1586

with concurrent review and comment to A17 MDC, A17 Electrical, A17 MRR
8.6.11.11 Examination After Shutdown Due to Traction Loss. Where the traction-loss
detection means has been actuated [see 2.20.8.1 and 8.6.1.2.1(gf)], the elevator shall not be
returned to service until a physical examination of the drive sheave and suspension means has
been conducted. The elevator shall not be moved until all passengers are out of the elevator and
the elevator is posted out-of-service. In addition to the suspension-means evaluation criteria in
8.11.2.1.3(cc), any suspension-means or drive-sheave condition that would adversely affect the
traction capability of the system (see 2.24.2.3) shall be corrected before returning the elevator to
service.
NOTE: See lockout/tagout procedures in Elevator Industry Field Employees Safety Handbook for
procedure for removing the elevator from service.
Rationale: Editorial correction to referenced requirement in Section 8.6.
8.6.11.14 Examination After Shutdown Due to Broken-Suspension-Member Detection

Means. After any application actuation of the broken-suspension-member detection means [see
2.20.8.2 and 8.6.1.2.1(f)], whether due to testing or during normal operation service, the driving-
machine sheave, all other sheaves, where furnished, and retainers and suspension members
shall be examined throughout their complete length to ensure that all suspension members are
properly seated in their respective sheaves, and that no damage has occurred to sheaves,
suspension members, or retainers. The elevator shall not be returned to service until this physical
examination has been conducted and any repairs made, if necessary. Where a single suspension
member has been damaged or broken, the entire suspension means shall be replaced in
accordance with 8.6.3.2.
Rationale: Clarification to change the word application to actuation and added references to
Sections 2.20 and 8.6.
8.6.11.15 Examination After Shutdown Due to Suspension-Member Residual Strength

Detection Means. After any actuation of the residual strength detection means [see 2.20.8.3 and
8.6.1.2.1(f)], during normal operation, the elevator shall not be returned to service until an
examination of both the detection means and the suspension members has been conducted and
any repairs made, if necessary.
Rationale: To identify required actions to be taken when actuation of a suspension member

residual strength detection means occurs. This is similar to existing language in 8.6.11.11 and
8.6.11.14.

Attachment 35
Page 2 of 6
TN1586
A17MechanicalDesign

ResultsofBallot151212

Ballot#:151212
BallotLevel:StandardsCommittee
DateOpened:5/5/15
DateClosed:6/24/15

Approved: 19
Disapproved: 5 HerrityJ, KoshakJ, KosinskiG, RoglerC, TevyawM
Abstained: 0
NotVoting: 0
NotReturned: 3 BlackB , MclellanD , MeyerJa
Total: 19/27

Disapproved Responses
See comments of C Rogler, G Kosinski, and M Tevyac. In
general it is a good proposal.
Comment 1 - 8.6 11.14, The rationale does not explain
why "whether due to testing or" was deleted. Undelete the
text.
Comment 2 - 8.6 11.15, The rationale indicates this text is
similar to 8.6.11.14, it should also include the text
"whether due to testing or" in a similar manner.
KosinskiG (Disapproved)
By proposing the elimination of the language "whether due
to testing" in 8.6.11.14, the drafters are essentially saying
that when a "test" of the system is performed the
examination of the "driving-machine sheave, all other
sheaves, where furnished, and retainers and suspension
members shall be examined throughout their complete
length to ensure that all suspension members are properly
seated in their respective sheaves, and that no damage
has occurred to sheaves, suspension members, or
retainers..." is not required when a test is performed, yet
no rationale is given for this elimination. How is this
change justified? Thank you.
I agree with the comments of Mr. Tevyaw and Mr.
Kosinski.
Attachment 35
Page 3 of 6
TN1586
A17MechanicalDesign

TevyawM (Disapproved)
Comment.
Provide rationale for the deletion of testing in 8.6.11.14.

Examination following a test is equally important.
Additional Comments
BornsteinS (Approved)
Same editorial comments as Denny Kalgren.
FarinolaM (Comment)
Approved
KalgrenD (Approved)
See attached file for editorial comments.
KingV (Comment)
Approved
McdermottP (Comment)
Suggest the terms "normal operation" and "normal
service" not be used in this section. Both terms are
unfortunately used inconsistently in several different
sections of the code to mean completely different things. If
the intent is to remove the requirement for examination
after testing then say "except during testing", if not during
construction then say "except during construction"
however this is not identified in the rationale as a reason
for this change. Note that 8.6.11.12 still says "normal
service" and a change to this clause is not in the proposal,
explain the difference between "normal operation" and
"normal service". If the intent is to always examine after
actuation, then the clause should be silent as in 8.6.11.11,
which is incorrectly referred to as similar in the rationale
for 8.6.11.15, 8.6.11.11 does not limit examination as the
proposed 8.6.11.15 does to "normal operation".
MorandM (Comment)
In order to be safe, similar and consistent with existing
language in 8.6.11.11 and 8.6.11.14, replace "an
examination" with "a physical examination". see below.
8.6.11.15 Examination After Shutdown Due to

Suspension-Member Residual Strength Detection Means.
After any actuation of the residual strength detection
means [see 2.20.8.3 and 8.6.1.2.1(f)], during normal
Attachment 35
Page 4 of 6
TN1586
A17MechanicalDesign

operation, the elevator shall not be returned to service
until a physical examination of both the detection means
and the suspension members has been conducted and
any repairs made, if necessary.
Rationale: To identify required actions to be taken when

actuation of a suspension member residual strength
detection means occurs. This is similar to existing
language in 8.6.11.11 and 8.6.11.14.
MorricalR (Comment)
Approved.
PrinceD (Comment)
1. Provide rationale for all the changes (i.e., strikeout of
the phrase "whether due to testing or"; changing "service"
to "operation).
2. Change the last part of 8.6.11.15 to "...the elevator shall
not be returned to service until an examination of both the
detection means and the suspension members has been
conducted and any necessary repairs are made."
Rationale: The way the sentence is currently written, the
phrase "if necessary" would appear to apply to
examination of the detection means and suspension
members, as well as making repairs. Clearly, that is not
what was intended, as an examination of the detection
means and suspension members is always necessary
before returning the car to service following actuation of
the residual strength detection means. (A similar change
should be made to 8.6.11.14.)
ShanklinR (Comment)
Unstrike the language in the proposed change of
8.6.11.14. All equipment should be examined after testing.
SheltonA (Comment)
I concur with Mr. Kalgren's Standards Committee
comment.
TaylorLM (Approved)
Might I suggest that the note be revised to indicate
following the employee's employer specified lock and
tagout procedure.
WoodS (Comment)
Disapproved See Comments of G Kosinski, M Tevyaw,
and J Koshak
Attachment 35
Page 5 of 6
TN1586
A17MechanicalDesign

LB 15-1212 D. Kalgren Approved with comments.
Editorial Comments Proposed Revision

Requirement 8.6.11.14
In the second sentence replace the word 8.6.11.14 Examination After Shutdown Due to
service with normal operation and Broken-Suspension-Member Detection Means.
relocate the words , if necessary, are After any application actuation of the broken-
before the word made. suspension-member detection means [see 2.20.8.2
and 8.6.1.2.1(f)], whether due to testing or during
normal operation service, the driving-machine
Rationale: To improve readability. sheave, all other sheaves, where furnished, and
retainers and suspension members shall be
examined throughout their complete length to
ensure that all suspension members are properly
seated in their respective sheaves, and that no
damage has occurred to sheaves, suspension
members, or retainers. The elevator shall not be
returned to service normal operation until this
physical examination has been conducted and any
repairs, if necessary, are made, if necessary. Where
a single suspension member has been damaged or
broken, the entire suspension means shall be
replaced in accordance with 8.6.3.2.
Requirement 8.6.11.15
Replace the word service with normal 8.6.11.15 Examination After Shutdown Due to
operation and relocate the words , if Suspension-Member Residual Strength
necessary, are before the word made. Detection Means. After any actuation of the
residual strength detection means [see 2.20.8.3 and
8.6.1.2.1(f)], during normal operation, the elevator
Rationale: To improve readability. shall not be returned to normal operation until an
examination of both the detection means and the
Attachment 35
Page 6 of 6
TN1586
A17MechanicalDesign

Editorial Comments Proposed Revision

suspension members has been conducted and any
repairs, if necessary, are made.

Attachment 36
Page 1 of 1
6/10/05 AC 120-27E
Section 2. Standard Average Weights
201. What standard average passenger weights should an operator use with an approved
carry-on bag program?
a. The standard average passenger weights provided in Table 2-1 were established based on
data from U.S. Government health agency surveys. For more background information on the
source of these weights, refer to Appendix 2.
b. The standard average passenger weights in Table 2-1 include 5 pounds for summer
clothing, 10 pounds for winter clothing, and a 16-pound allowance for personal items and
carry-on bags. Where no gender is given, the standard average passenger weights are based on
the assumption that 50 percent of passengers are male and 50 percent of passengers are female.
TABLE 2-1. STANDARD AVERAGE PASSENGER WEIGHTS
Standard Average Passenger Weight Weight Per Passenger

Summer Weights
Average adult passenger weight 190 lb
Average adult male passenger weight 200 lb
Average adult female passenger weight 179 lb
Child weight (2 years to less than 13 years of age) 82 lb
Winter Weights
Average adult passenger weight 195 lb
Average adult male passenger weight 205 lb
Average adult female passenger weight 184 lb
Child weight (2 years to less than 13 years of age) 87 lb
c. An operator may use summer weights from May 1 to October 31 and winter weights from
November 1 to April 30. However, these dates may not be appropriate for all routes or
operators. For routes with no seasonal variation, an operator may use the average weights
appropriate to the climate. Use of year-round average weights for operators with seasonal
variation should avoid using an average weight that falls between the summer and winter average
weights. Operators with seasonal variation that elect to use a year-round average weight should
use the winter average weight. Use of seasonal dates, other than those listed above, will be
entered as nonstandard text and approved through the operators OpSpec, MSpec, or LOA, as
applicable.
d. The standard average weights listed in Table 2-1 are based on the assumption that the
operator has a carry-on bag program. Operators using a no-carry-on bag program should refer to
paragraph 205 of this section.
NOTE: The weight of children under the age of 2 has been factored into the
standard average and segmented adult passenger weights.
Par 201 Page 17

Attachment 37
Page 1 of 4
Rule 203.9
Comment from D. McColl, J. Faup, R. Droste, A. Saxer, D. Steel, L. Bialy, S. Benjamin: After
Harmonization: In view of Longer Toe Guard(1220 mm) review unlocking zone limitation.; Rationale
Requires Clarification. Rationale should be revised a follows. Longer toe-guard is required because Rule
216.2b(2) allows movement of the car to 1220 mm. This requirement should be not apply to hydraulic
elevators (new Rule 301.5).
Response: A long range TR will be opened to review the unlocking zone limitation in view of the longer
toe guard (1220 mm) Also to consider whether Hydraulic elevators should be exempted from this
requirement; See revised rationale.
A17 Reconsideration Letter Ballot, October 1997 Draft (A17 LB #97-7), Item 180
G. W. Gibson: [A17] (Not Approved)

Rule 203.9(b). I am upholding the negative vote given in the 1st letter ballot (GWGs comment from 1st
ballot is shown below). The comments as a basis for that negative vote were based on the consensus
conclusion of the Mechanical Design/Electrical Committee Task Group on Uncontrolled Car Motion
Protection. The recommendation by the Mechanical Design Committee to disregard the Task Group
conclusion was influenced more by the NEII/NEEA manufacturers concerns about practicality. The
reasons for the negative vote remain unchanged.
Proposed Revision: The proposed revision is given in the draft prepared by the Mechanical
Design/Electrical Committee Task Group on Uncontrolled Car Motion Protection.
Committee Response: The Committee reaffirms its previous response; however, a TR will be opened to
initiate a study, for after harmonization, on this entire issue
A17 First Letter Ballot, March 1997 Draft (A17 LB #97-1)
G. W. Gibson [A17] (Not Approved)

Notwithstanding the opposition expressed by the NEII Central Code Committee to requiring a more
effective means to ensure that passengers in a stalled elevator, following an uncontrolled descent below
a landing, not be exposed to the historical hazard of falling down a hoistway, for which A17.1b - 1980 took
a preventive measure, it is important to document an opposing, albeit minority, position.
Once the 1st failure in connection with the uncontrolled car motion in the descending direction has
occurred, the car must be stopped within 48 (1220 mm) pursuant to new Rule 216.2b(2). Proposed Rule
203.9(b) requires that the length of the toe guard (apron) not exceed either of 2 values, the maximum
being 48 (1220 mm). Once this stop has occurred, the passenger(s) will find themselves in the same
stalled mode that the A17 Committee intended to address with the introduction of door restrictors. In the
case of an uncontrolled car movement with the car and landing doors open, the car doors may not be
closed by the time the car has moved downward and been stopped within the 48 allowance by Rule
216.2b(2).
Passenger(s) in a stalled elevator can be expected to experience varying degrees of concern or anxiety.
History has shown that many passengers will try to self-evacuate from the stalled elevator, not knowing
that there is a potential hazard beneath the car, i.e., a sufficiently large enough space for their body to fall
under the toe guard and fall down the hoistway.
An example of a 10 - 0 floor height with 8 - 0 high doors is given on P. 2 to illustrate the potential
hazard to passengers some of whom can be expected to attempt self-evacuation following a car stopped
pursuant to new Rule 216.2b(2). In this example, the car has descended and stopped within a distance
of 42, leaving an egress height of 18, which is more than that required to facilitate exit by a passenger
coming out on his/her stomach. In this scenario, an exposed opening height of 30 would exist below the
Attachment 37
Page 2 of 4
toe guard, thus leaving ample space for a person to enter the hoistway as the persons body pivots at the
edge of the platform.
As one of the original proponents of the major code revision which brought about the introduction of
restricted door opening in A17.1b - 1980 Rule 11.12, it is my opinion that history will judge us harshly if
we relax the important safety features intended to prevent passengers from falling down the hoistway.
The new rules should either ensure that a passenger cannot self-evacuate, or that a hazardous opening
does not exist under the car through which a person could fall.
The illustration is attached.

st
Committee Response to 1 Ballot negative
Not accepted. The balloted proposal was a compromise position which significantly enhances safety but
at the same time results in an elevator which can be practically installed.
Attachment 37
Page 3 of 4
Attachment 37
Page 4 of 4
WORK IN PROGRESS
Note: This is a hazards analysis, not a risk analysis, and the information contained herein is based
on the information made available to the committee at the time the HA was conducted.
Hazard analysis subject:

Analysis of self evacuating passenger falling down hoistway of an elevator on which unintended car motion has
taken place.
Date: Wednesday, November 12, 2003
Moderator: Lou Bialy
Scenario: Elevator meeting the listed assumptions. The elevator is at a landing with passengers in the elevator. The doors are open. Have
elevator at a landing above the first floor.
Assumptions:
1. Type of Elevator: Commercial Passenger Traction
2. Rise: Mid/Hi Rise
3. Life of Elevator: 30 Year
4. All Codes Implemented i.e. A17.1b-2003 Exception: No apron (everything in effect except for the toe guard)
5. Door Type: Power/Automatic, All Types Horizontal Sliding
6. Floor Height: 120
7. Door Height: 96
Case Hazard Cause/ Incident/ Corrective Action Residual

No. Trigger Effect Hazard (residual/new)
1.1 Passengers in car with over Brake failure, drive Falls down Hoistway Render door reopening device 1. Doors dont close (r)
balance conditions failure, control failure, through open space ineffective and power the car doors No power available (no
gear box/transmission below car closed to give force and energy further action necessary due
failure Serious injury/death values according to 2.13.4.2 while to low frequency of
Car starts to decend closing, and 200lbs to prevent the occurrence)
Upper Floor Door(s) doors from opening. Doors obstructed from
close closing (no further action
Car arrested at 42 6 necessary due to low
Passengers attempt frequency of occurrence)
communication 2. Doors can be pulsed open (r)
After a brief period of no (no further action necessary due
response passenger to low frequency of occurrence)
attempts self evacuation 3. Doors strike/crush passenger (n)
Passenger releases (no further action necessary due
interlock and opens to low frequency of occurrence)
lower hoistway door 4. People contained in elevator
Passenger exists (no) (no further action necessary
elevator as this is equivalent to present
code requirements)
Change uncontrolled motion to 18
Prevent opening of lower door
Prevent upper hoistway door from
closing in the first place
Create the ability to open the door
above
DATE DRAFT - WORK IN PROGRESS Page 1 of 1

Attachment 38
Page 1 of 3
Date: March 14, 2007
From: Riad Mohamed, Secretary of A17 Hoistway Committee
To: Miles Lamb, Chair of A17 Task Group on Ascending Car
CC: Eun Sil Cho, Secretary of A17 Mechanical Design Committee

Andy Juhasz, Chair of A17 Electrical Committee
Re: Hoistway Committee Items for Task Group on Ascending Car Consideration
1. TN 06-1646 Proposed Revision to A17.1, Requirement 2.15.9.2(a), Platform Guards
March 07: Prior to the meeting, Mr. Donoghue submitted the proposal shown in the Attached.
Proposed Revision:
2.15.9.2 The guard plate shall have a straight vertical face, extending below the floor surface of
the platform, conforming to one of the following:
(a) where the elevator is required to conform to 2.19.2.2(b) the depth of the truck zone, where
provided, plus 75 mm (3 in.), but in no case less than the distance from the landing that it takes to
stop and hold the car upon detection and actuation of the device prescribed in 2.19 or 515 mm (21
in.). 1 220 mm (48 in.)
(b) where the elevator is not required to conform to 2.19.2.2(b) the depth of the leveling zone or
truck zone, where provided, plus 75 mm (3 in.); but in no case less than 525 mm (21 in.)
The Committee reviewed the proposal and VOTED to forward to the Task Group on Ascending Car (Chair:
Miles Lamb) for consideration.
2. Additional Clearance in the Overhead
March 07: This item was opened as a result of the issue raised in Inquiry 05-52. See also inquiry 06-43.
Additional Cover Letter Information for Inquiry 05-52:

A technical revision will be opened to address the language of 2.4.6.2(b)(2) and 2.22.4.1.2.
The Committee reviewed this item and VOTED to forward to the Task Group on Ascending Car (Chair:
Miles Lamb) for consideration.
Note to the TG on Ascending Car:

On an installation with a reduce stroke buffer, the overhead clearance have to be based on using a
full stroke buffer. This was incorporation in the 2000 code based on the recommendation of the
TG on Ascending Car. The Hoistway committee is of the opinion this is not necessary. Please
advise rationale as to why the change was made.
Attachment 38
Page 2 of 3
Attachment 38
Page 3 of 3
(9/4/2008) Geraldine Burdeshaw - Request for Interpretation: A17.1-2007, Requirement 2.15.9 (Platform Guards) Page 1
Attachment 39a
Page 1 of 1
From: "Debbie Prince" <Debbie.Prince@mceinc.com>

To: "Geraldine Burdeshaw (E-mail)" <burdeshawg@asme.org>
Date: 6/26/2008 5:19 PM
Subject: Request for Interpretation: A17.1-2007, Requirement 2.15.9 (Platform Guards)
CC: "Infocentral (E-mail)" <infocentral@asme.org>, "Rod Weeks" <Rod.Weeks@mc...

Secretary, A17 Standards Committee
The American Society of Mechanical Engineers
Three Park Avenue
New York, NY 10016
Subject: Requirement 2.15.9 (Platform Guards) Inquiry 08-15
Edition: ASME A17.1-2007
Question: Is it permitted to use a telescoping or collapsible-type

platform guard to comply with the requirements of 2.15.9?
Thank you,
Debbie Prince, Code Specialist

Motion Control Engineering, Inc.
11380 White Rock Road
Rancho Cordova, CA 95742
Toll free: 800-444-7442, ext. 298

Direct: 916-463-9298
Fax: 916-858-4298
Attention: This message is intended only for the individual to whom it is addressed and may contain
information
that is confidential or privileged. If you are not the intended recipient, or the employee or person
responsible
for delivering it to the intended recipient, you are hereby notified that any dissemination, distribution,
copying or use is strictly prohibited. If you have received this communication in error, please notify the
sender
and destroy or delete this communication immediately.

Attachment 39b
Page 1 of 4
A17MDCRetractableToeGuardTG
DraftLanguage
2.4.1.5 When the car is resting on its fully compressed buffers or bumpers, no part of the car, or any
equipment attached thereto or equipment traveling with the car, shall strike any part of the pit or any
equipment mounted therein., except as permitted in 2.15.9.7(d).
Rationale: The exception has been added to permit the use of retractable platform guards that may
require contact with pit mounted equipment for actuation.
2.15.9 Platform Guards (Aprons)
The entrance side of the platform of passenger and freight elevators shall be provided with smooth metal
guard plates of not less than 1.5 mm (0.059 in.) thick steel, or material of equivalent strength and
stiffness, adequately reinforced and braced to the car platform and conforming to 2.15.9.1 through
2.15.9.4. The platform guard is permitted to be non-retractable or retractable. Non-retractable platform
guards, where provided, shall conform to 2.15.9.1 through 2.15.9.4. Retractable platform guards, where
provided, shall conform to 2.15.9.1, 2.15.9.4.2 and 2.15.9.6 through 2.15.9.9.
Rationale: The exception has been added to permit the use of retractable platform guards.
2.15.9.1 The guard plate shall extend not less than the full width of the widest hoistway-door opening.
The width of the guard plate shall not be less than the full width of the widest hoistway door opening.
Rationale: Reworded to eliminate the word extend to avoid confusion when referring to retractable
platform guards.
2.15.9.2 The guard plate shall have a straight vertical face, extending below the floor surface of the
platform. A horizontal door guiding groove is permitted below the floor surface for door operating
devices, door guiding devices, and door retaining devices in accordance with 2.15.9.5. The guard plate
shall conform to one of the following:
(a) where the elevator is required to conform to 2.19.2.2(b), the depth of the truck zone, where
provided, plus 75 mm (3 in.), but in no case less than 1 220 mm (48 in.) the minimum distance
from the finished car floor surface excluding the lower bent back portion of the guard (see 2.15.9.3)
shall conform to the following:
(1) for passenger elevators

(i) 1 220 mm (48 in.), or
(ii) the distance above the landing that it takes to stop and hold the car upon detection
and actuation of the unintended movement device as prescribed in 2.19.2.2(b) plus 75
mm (3 in.), but in no case less than 525 mm (21 in.) provided that in all cases the
elevator complies with 2.5.1.5.3(a) and 2.5.1.5.3(b).
(2) for freight elevators, the depth of the truck zone, where provided, plus 75 mm (3 in.), but in
no case less than 1 220 mm (48 in.).
Attachment 39b
Page 2 of 4
DraftLanguage
(b) where the elevator is not required to conform to 2.19.2.2(b) the depth of the leveling zone or truck
zone, where provided, plus 75 mm (3 in.), but in no case less than 525 mm (21 in.) from the floor
surface
Rationale: Revised to add requirements to allow shorter platform guards on electric passenger
elevators, provided a car door interlock and door strength requirements comply with 2.5.1.5.3. Clarified
the measurement of the vertical distance from the platform to the lower portion of the guard.
2.15.9.3 The lower portion of the guard shall be bent back at an angle of not less than 60 deg nor
more than 75 deg from the horizontal.
2.15.9.4.1 The guard plate shall be securely braced and fastened in place to withstand a constant force
of not less than 650 N (145 lbf) applied at right angles to and at any position over an area of
approximately 100 mm by 100 mm (4 in. by 4 in.):
(a) on the face of the guard plate within the unlocking zone, without deflecting more than 6 mm
(0.25 in.), without permanent deformation
(b) on the face of the guard plate, outside the unlocking zone, without deflecting more than 30
mm (1.25 in.) without permanent deformation.
on its face without deflecting more than 6 mm (0.25 in.), and without permanent deformation.
2.15.9.4.2 Where the car entrance on the truck loading side is provided with a collapsible-type gate and
the height of the hoistway door opening is greater than the distance from the car floor to the car top, a
head guard extending the full width of the door opening shall be provided on the car to close the space
between the car top and the soffit of the hoistway-door opening when the car platform is level with the
floor at the truck loading landing entrance.
Rationale: The 6 mm (0.25 in.) deflection is maintained in the unlocking zone to retain running clearance
dimensions. When the car is outside the unlocking zone, the deflection requirement has been increased
to 30 mm (1.25 in.), as the platform guard in this area is being used to mitigate falling hazard during
evacuation. The force has been applied over an area to be consistent with other portions of the code
regarding load deflection requirements.
2.15.9.5 A horizontal door guiding groove with a maximum width of 10 mm (0.375 in.) shall be
permitted at the transition of the car sill guard and the car sill, in accordance with the following
requirements:
(a) door power pre-opening in accordance with 2.13.2.2.2 shall not be permitted
(b) leveling/re-leveling shall be initiated before vertical exposure of the groove is revealed
(c) where exposure to the gap is revealed the car shall not re-level with open doors
(d) edges forming the gap shall be configured to prevent hazards
2.15.9.6 The guard plate shall:

Attachment 39b
Page 3 of 4
DraftLanguage
(a) have a fixed straight vertical panel, extending below the floor surface of the platform, with a
vertical height not less than the unlocking zone.
(b) have one or more retractable straight vertical panels
(c) conform to the following:
(1)where the elevator is required to conform to 2.19.2.2(b) the extended vertical length
of the platform guard shall not be less than the following:
(i) the depth of the truck zone, where provided, plus 75 mm (3 in.), or
(ii) the distance from the landing that it takes to stop and hold the car upon
detection and actuation of the unintended movement device as prescribed in
2.19.2(b), or
(iii) 1 220 mm (48 in.)
(2) where the elevator is not required to conform to 2.19.2.2(b) the depth of the
leveling zone or truck zone, where provided, plus 75 mm (3 in.), but in no case less than
525 mm (21 in.) from the floor surface
A horizontal door guiding groove is permitted below the floor surface for door operating devices, door
guiding devices, and door retaining devices in accordance with 2.15.9.5.
Rationale:
2.15.9.7 The lower portion of the guard shall:

(a) be bent back at an angle of not less than 60 deg nor more than 75 deg from the horizontal.
(b) not have a recess or projection greater than 6 mm with respect to the face of the fixed
straight vertical guard.
(c) not enter the refuge space in the pit, when the car is resting on its fully compressed buffers
or bumpers.
(d) be permitted to make contact with the pit or any equipment mounted therein for
actuation. The contact shall not affect the normal deceleration of the car or cause damage to the guard.
(e) be designed in a manner that in the event of the failure of the retracting means, deceleration
of the car shall not exceed 1g.
Rationale:
2.15.9.8 The guard plate shall be securely braced and fastened in place to withstand a constant force of
not less than 650 N (145 lbf) applied at right angles to and at any position over an area of approximately
100 mm by 100 mm (4 in. by 4 in.):
(a) on the face of the fixed guard plate within the unlocking zone, without deflecting more than 6
mm (0.25 in.), without permanent deformation
(b) on the face of the fully extended retractable guard plate(s), outside the unlocking zone,
without deflecting more than 30 mm (1.25 in.) without permanent deformation.
Attachment 39b
Page 4 of 4
DraftLanguage
2.15.9.9 The retractable platform guard shall be provided with an electric contact to prevent operation
of the elevator unless the retractable part is in its fully extended position. When actuated, the electric
contact(s) shall:
(a) initiate a stop of the car and prevent the elevator from restarting except on hoistway access
or inspection operation, or
(b) initiate a stop of the car in a controlled manner and return to the lowest landing open the
doors, and prevent the elevator from restarting except on hoistway access or inspection
operation.
The electric contacts shall

(a) be positively opened by a device attached to and operated by the retractable platform guard
(b) not utilize mercury tube switches
Rationale:
Attachment 39c
Page 1 of 4
DraftLanguage
equipment mounted therein., except as permitted in 2.15.9.7(d).
provided, shall conform to 2.15.9.1, 2.15.9.4.2 and 2.15.9.6 through 2.15.9.9.
platform guards.

(i) 1 220 mm (48 in.), or
elevator complies with 2.5.1.5.3(a) and 2.5.1.5.3(b).
Attachment 39c
Page 2 of 4
DraftLanguage
surface
more than 75 deg from the horizontal.
100 mm by 100 mm (4 in. by 4 in.):
Where the car entrance on the truck loading side is provided with a collapsible-type gate and the height
of the hoistway door opening is greater than the distance from the car floor to the car top, a head guard
extending the full width of the door opening shall be provided on the car to close the space between the
car top and the soffit of the hoistway-door opening when the car platform is level with the floor at the
truck loading landing entrance.
Rationale: Relocated to new 2.15.9.X.
requirements:

Attachment 39c
Page 3 of 4
DraftLanguage

(1) where the elevator is required to conform to 2.19.2.2(b) the extended vertical length
(i) the depth of the truck zone, where provided, or the distance from the
landing that it takes to stop and hold the car upon detection and actuation of
the unintended movement device as prescribed in 2.19.2(b), whichever is
greater, plus 75 mm (3 in); or
(iii) 1 220 mm (48 in.)
Rationale:
NOTE: Left off at the highlight. Restart conversation about requiring door interlocks with shorter
platform guards. Rob Kremer comments.

(a) be bent back at an angle of not less than 60 deg nor more than 75 deg from the horizontal.
(b) not have a recess or projection greater than 6 mm with respect to the face of the fixed
(c) not enter the refuge space in the pit, when the car is resting on its fully compressed buffers
or bumpers.
(d) be permitted to make contact with the pit or any equipment mounted therein for
actuation. The contact shall not affect the normal deceleration of the car or cause damage to the guard.
(e) be designed in a manner that in the event of the failure of the retracting means, deceleration
Rationale:
100 mm by 100 mm (4 in. by 4 in.):
Attachment 39c
Page 4 of 4
DraftLanguage
2.15.9.9 The retractable platform guard shall be provided with an electric contact to prevent operation
of the elevator unless the retractable part is in its fully extended position. When actuated, the electric
contact(s) shall:
(a) initiate a stop of the car and prevent the elevator from restarting except on hoistway access
or inspection operation, or
doors, and prevent the elevator from restarting except on hoistway access or inspection
operation.
The electric contacts shall

(a) be positively opened by a device attached to and operated by the retractable platform guard
(b) not utilize mercury tube switches
Rationale:
2.15.9.X Where the car entrance on the truck loading side is provided with a collapsible-type gate and
the height of the hoistway door opening is greater than the distance from the car floor to the car top, a
head guard extending the full width of the door opening shall be provided on the car to close the space
between the car top and the soffit of the hoistway-door opening when the car platform is level with the
floor at the truck loading landing entrance.
Rationale: Relocated from 2.15.9.4 to new 2.15.9.X.

Attachment 39d
Page 1 of 5
DraftLanguage(April7,2016)
equipment mounted therein., except as permitted in 2.15.9.7(e).
provided, shall conform to 2.15.9.1, 2.15.9.5 through 2.15.9.9.
platform guards.

(i) 1 220 mm (48 in.), or
elevator complies with 2.5.1.5.3(a).
surface
draftretractableplatformguardlanguage(v3)201604(002)
Attachment 39d
Page 2 of 5
more than 75 deg from the horizontal. be bent back at an angle between 60 deg and 75 deg from the
horizontal with a bend length of not less than 20 mm.
Rationale: To add the bend length and be consistent with 2.15.9.7.
100 mm by 100 mm (4 in. by 4 in.):
Rationale: The 6 mm (0.25 in.) deflection is maintained in the unlocking zone to retain running
clearance dimensions. When the car is outside the unlocking zone, the deflection requirement has been
increased to 30 mm (1.25 in.), as the platform guard in this area is being used to mitigate falling hazard
during evacuation. The force has been applied over an area to be consistent with other portions of the
code regarding load deflection requirements.
Where the car entrance on the truck loading side is provided with a collapsible-type gate and the height
of the hoistway door opening is greater than the distance from the car floor to the car top, a head guard
extending the full width of the door opening shall be provided on the car to close the space between the
car top and the soffit of the hoistway-door opening when the car platform is level with the floor at the
truck loading landing entrance.
Rationale: Relocated to new 2.15.9.?.
requirements:
Rationale: No changes to 2.15.9.5 are proposed. Only included in proposal for clarity.
Attachment 39d
Page 3 of 5

(1) where the elevator is required to conform to 2.19.2.2(b) the extended vertical length
(i) the depth of the truck zone, where provided, or the distance from the
landing that it takes to stop and hold the car upon detection and actuation of
the unintended movement device as prescribed in 2.19.2.2(b), whichever is
greater, plus 75 mm (3 in) when the requirements of 2.5.1.5.3(a) are met; or
(ii) 1 220 mm (48 in.)
Rationale: To provide requirements for the vertical length of both fixed and retractable platform
guards.

(a) be bent back at an angle between 60 deg and 75 deg from the horizontal with a bend length
of not less than 20 mm.
(c) not have a recess or projection greater than 6 mm with respect to the face of the fixed
(d) not enter the refuge space in the pit, when the car is resting on its fully compressed buffers
or bumpers.
(e) be permitted to make contact with the pit or any equipment mounted therein. Contact shall
not affect the normal deceleration of the car or cause damage to the guard.
(f) be designed in a manner that in the event of the failure of the retracting means, deceleration
Rationale: To define the design requirements for the lower portion of the guard.
100 mm by 100 mm (4 in. by 4 in.):
Attachment 39d
Page 4 of 5
Rationale: The 6 mm (0.25 in.) deflection is maintained in the unlocking zone to retain running
clearance dimensions. When the car is outside the unlocking zone, the deflection requirement has been
increased to 30 mm (1.25 in.), as the platform guard in this area is being used to mitigate falling hazard
during evacuation. The force has been applied over an area to be consistent with other portions of the
code regarding load deflection requirements.
2.15.9.9 The retractable platform guard shall be provided with a means to prevent operation of the
elevator unless the retractable part is in its fully extended position when the elevator is more than the
design extended position of the guard above the lowest landing.
2.15.9.9.1 When the means is actuated, the elevator controls shall:
(a) automatically function to stop the car in a controlled manner at or before the next landing for
which a demand was registered, and the elevator shall not be permitted to restart except on
hoistway access operation, or inspection operation or when returned to normal service by
elevator personnel, or
doors, and the elevator shall not be permitted to restart except on hoistway access operation, or
inspection operation or when returned to normal service by elevator personnel
2.15.9.9.2 The means to prevent operation shall be tested in accordance with the requirements in
8.10.2.2.2(tt), and instructions for testing shall be included in the Maintenance Control Program [see
8.6.1.2.1(?)] with sufficient detail to ensure that testing can be accomplished by elevator personnel
8.10.2.2.2 Machine Room/Spaces, Control Room/ Spaces
(tt) Testing of Retractable Platform Guard Means to Prevent Operation
(1) The retractable platform guard detection means shall be tested by simulating a partially
extended platform guard as appropriate (2.15.9.9).
8.6.1.2 General Maintenance Requirements
8.6.1.2.1 A written Maintenance Control Program shall be in place to maintain the equipment in
compliance with the requirements of 8.6. The MCP shall specify examinations, tests, cleaning, lubrication,
and adjustments to applicable components at regular intervals (see definition for maintenance) and shall
comply with the following.
(?) Procedures for tests; periodic inspections; maintenance; replacements; adjustments; and repairs for
retractable platform guards and related circuits shall be incorporated into and made part of the
Maintenance Control Program. [See 2.15.9 for only retractable platform guards and 8.10.2.2.2(tt)]
8.6.1.2.2 On-Site Documentation. The following documents specified in 8.6.1.2.2(a), (b), and (c)
shall be written and permanently kept on-site in the machine room, machinery space, control room,
control space, or in the means necessary for test (2.7.6.4) in hard copy for each unit for elevator
personnel.
(c) Written checkout procedures
Attachment 39d
Page 5 of 5
(7) for retractable platform guards (see 8.6.4.19.??)
8.6.4.19 Periodic Test Requirements Category 1
8.6.4.19.?? Retractable Platform Guard Detection Means

Where provided, testing of the detection means shall comply with the following:
(a) The detection means shall be tested by simulating a partially extended platform guard as appropriate
(2.15.9.9).
Rationale: Requirements to address the potential situation if the retractable platform guard does not
return to its fully extended position above the lowest landing.
2.15.9.4 2.15.9.? Where the car entrance on the truck loading side is provided with a collapsible-type
gate and the height of the hoistway door opening is greater than the distance from the car floor to the
car top, a head guard extending the full width of the door opening shall be provided on the car to close
the space between the car top and the soffit of the hoistway-door opening when the car platform is level
with the floor at the truck loading landing entrance.
Rationale: Relocated from 2.15.9.4 to new 2.15.9.?.
Attachment 40
Page 1 of 7
Record 16-2048
Record 16-2048
Code Changes to Respond to Inquiries 15-2690; 15-2952 &16-745

Date: 08/22/2016
2.9.3.2 Beams or Foundations Supporting Machinery and Sheaves Not Located Directly Over
the Hoistway
2.9.3.2.1 Machines and sheaves located below or at one side of a hoistway shall be anchored to beams,
foundations, or floors with bolts, conforming to
ASTM A307, of sufficient size and number to withstand the applicable load conditions specified in
2.9.2.2. Based on these initial loads, total tension tensile stress in anchor bolts shall not exceed 85 MPa
(12,000 psi) of net section, and the total shear stress shall not exceed 60 MPa (9,000 psi) of actual area
in the shear plane. (See also 2.9.3.5.) 2.9.3.5 shall also be applicable.
2.9.3.5 Bolts Made of Steel. Bolts made of steel shall conform to ASTM A307 used to comply with
the requirements of 2.9.3.2.1, 2.9.3.3.3, and 2.9.3.4.2 However, bolts having a greater strength than
that
specified by ASTM A307 shall be permitted, provided that the maximum allowable stresses are
increased proportionally based on the ratio of the ultimate strengths. Percentage Elongation shall
conform to the requirements of the corresponding ASTM specification or its equivalent.
2.15.6.2.2 Rivets, Bolts, and Rods. Steel used for rivets, bolts, and rods shall conform to the
following specifications:
(a) ASTM A502, Rivets
(b) ASTM A307, Bolts and Rods shall conform to 2.9.3.5.
SECTION 2.23
CAR AND COUNTERWEIGHT GUIDE RAILS,
GUIDE-RAIL SUPPORTS, AND FASTENINGS
2.23.1 Guide Rails Required

Elevator cars and counterweights shall be provided with guide rails.
2.23.2 Material
Guide rails, guide-rail brackets, rail clips, fishplates, and their fastenings shall be either of the
following:
(a) of steel or other metals conforming to 2.23
(b) where steel presents an accident hazard, as in chemical or explosive plants, guide rails
shall be permitted to be of selected wood or other suitable nonmetallic materials, provided the
rated speed of the car does not exceed 0.75 m/s (150 ft/min).
2.23.2.1 Requirements for Steel, Where Used

(a) Rails, brackets, fishplates, and rail clips shall be made of open-hearth steel, or its
equivalent, having an ultimate tensile strength of not less than 380 MPa (55,000 psi) and
having an elongation of not less than 22% in a length of 50 mm (2 in.) when measured
in accordance with ASTM E8.
(b) Bolts shall conform to ASTM A307. 2.9.3.5.
(c) Rivets shall conform to ASTM A502.
(d) Maximum permissible stresses and deflections shall conform to 2.23.5.
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Attachment 40
Page 2 of 7
Record 16-2048

Metals other than steel shall be permitted to be used, provided the factor of safety is not less than, and
the deflections are not more than, the values specified in this section, and provided that cast iron is not
used.
2.23.3 Rail Section

Guide rails shall be either of the following:
(a) T-section, conforming to the nominal weights and dimensions shown in Fig. 2.23.3
and Table 2.23.3
(b) other shapes, subject to the following requirements:
(1) They shall have a section modulus and moment of inertia equal to or
greater than that of the section shown in Fig. 2.23.3 for a given loading condition.
(2) They shall have a sectional area sufficient to withstand the
compressive forces resulting from the application of the car or counterweight
safety device, if used.
2.23.4 Maximum Load on Rails in Relation to the Bracket Spacing

The maximum load on guide rails in relation to the bracket spacing shall conform to 2.23.4.1 through
2.23.4.3. In addition to the loads specified therein any static and dynamic loads imposed by the
support of machines, sheaves, and hitches, if any, on one or more guide rails shall be taken into
account in determining rail size and bracket spacing.
The combination of all vertical loads on any single guide rail shall not exceed one-half of the values
specified in Fig. 2.23.4.1-1 in relation to the bracket spacing. This load requirement is not intended to
limit design, and more detailed design and calculation methods shall be permitted to be used, provided
that the moments and vertical loads induced into the rail system are taken into account in the
calculations.
EXAMPLES (2.23.4):
(1) SI Units. For 2 750 kg total weight of car plus load and a 2 150 kg counterweight, both roped 2:1;
90 kg suspension weight, 70 kg compensation weight, 20 kg traveling cable weight, and a machine
weight of 360 kg; and with the machine supported in the overhead by one guide rail; the impacted
reaction on that guide rail due to the machine loading is 2 750 kg + 2 150 kg + 90 kg + 70 kg + 20 kg
+ 360 kg p 5 440 kg. The equivalent static loading per pair of guide rails is 5 440 kg and given a 22.5
kg/m rail, there is a maximum bracket spacing of 4 050 mm.
(2) Imperial Units. For 6,000 lb total weight of car plus load and a
4,700 lb counterweight, both roped 2:1; 200 lb suspension weight; 150 lb compensation weight; 45 lb
traveling cable weight, and a machine weight of 800 lb; and with the machine supported in the
overhead by one guide rail; the impacted reaction on that guide rail due to the machine loading is
6,000 lb + 4,700 lb + 200 lb + 150 lb +45 lb + 800 lb p 11,895 lb. The equivalent static loading per
pair of guide rails is 11,895 lb and given a 15 lb rail, there is a maximum bracket spacing of 13 ft 3 in.
2.23.4.1 With Single Car or Counterweight Safety.

Where a single car or counterweight safety is used, the maximum suspended weight of the car and its
rated load, or the maximum suspended weight of the counterweight, including the weight of any
compensation means and of any traveling cables suspended there from per pair of guide rails, shall not
exceed the maximum specified in Fig. 2.23.4.1-1 for the size of the rail and the bracket spacing used,
except that the bracket spacing shall be permitted to exceed the values specified in Fig. 2.23.4.1-1,
provided that
(a) the guide rail is reinforced or a rail of larger size is used
(b) the moment of inertia of a single reinforced rail or of a single larger size T-section about
the x-x axis parallel to the base of the rail is not less than that required by Fig. 2.23.4.1-1 for the
given weight of car plus load, or the counterweight with safety device, at the bracket spacing used
(c) where the bracket spacings exceed those shown on Figs. 2.23.4.1-1 and 2.23.4.1-2, the
rail system
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Attachment 40
Page 3 of 7
Record 16-2048
(1) conforms to 2.23.5

(2) is designed to limit the deflection during the application of the safety
with a fully loaded car to not more than 6 mm (0.25 in.) per rail
EXAMPLES [2.23.4.1(c)]:
(1) SI Units. For 5 500 kg total weight of car plus load and a bracket
spacing of 4 875 mm, there is required
(a) 27.5 kg/m rail without reinforcement; or
(b) 22.5 kg/m rail with reinforcement having a combined moment of
inertia of 3.3 mm _ 106 mm4.
(2) Imperial Units. For 12,000 lb total weight of car plus load and
a bracket spacing of 16 ft 0 in., there is a required
(a) 18.5 lb rail without reinforcement; or
(b) 15 lb rail with reinforcement having a combined moment of inertia of 8
in.4
2.23.4.2 With Two (Duplex) Car or Counterweight Safeties.

Where the car or counterweight is provided with two safety devices, the loads specified in Fig.
2.23.4.1-1 shall be permitted to be increased by the factors specified in Table 2.23.4.2.
2.23.4.3 Counterweight With No Safety

2.23.4.3.1 Guide rails for counterweights not provided with a safety device shall be fastened to the
building structure at intervals specified in
Table 2.23.4.3.1, except as specified in 2.23.4.3.2, and the weight of the counterweight for each size of
guide rail shall not exceed that specified in Table 2.23.4.3.1.
2.23.4.3.2 The bracket spacing specified shall be permitted to be increased by an amount determined
by
Figs. 2.23.4.1-1 and 2.23.4.1-2, subject to the following requirements:
(a) where guide rails are reinforced or a larger rail section is used having a moment of
inertia, about an axis parallel to the base [x-x axis in Fig. 2.23.4.1-2], at least equal to that of the
rail sections shown in
Table 2.23.3, based on the weight of the counterweight
(b) where intermediate tie brackets, approximately equally spaced, are provided between the
guide rails at intervals of not over 2 130 mm (84 in.)
2.23.4.3.3 Intermediate tie brackets, approximately equally spaced, shall be provided between the
guide rails at intervals as specified in Table 2.23.4.3.3.
Intermediate tie brackets are not required to be fastened to the building structure.
2.23.5 Stresses and Deflections
2.23.5.1 Guide Rails

2.23.5.1.1 For steels conforming to 2.23.2.1, the stresses in a guide rail, or in the rail and its
reinforcement shall not exceed 105 MPa (15,000 psi), based upon the class of loading, and the
deflection shall not exceed 6mm
(0.25 in.). The loads used to determine the guide-rail stress and deflection shall include vertical and
moment loads transferred into the rail, that are imposed by equipment supported by the guide rail,
combined with the horizontal forces imposed on the rail during loading, unloading, or running,
calculated without impact (see 2.16.2.2 and 8.2.2.6).
2.23.5.1.2 Where steels of greater strength than those specified in 2.23.2.1 are used, the stresses
specified may be increased proportionately, based on the ratio of the ultimate strengths.
2.23.5.2 Brackets, Fastenings, and Supports. The guide-rail brackets, their fastenings, and supports,
such as building beams and walls, shall be capable of resisting the horizontal forces imposed by the
class of loading (see 2.16.2.2 and 8.2.2.6) with a total deflection at the point of support not in excess
of 3 mm (0.125 in.).
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Attachment 40
Page 4 of 7
Record 16-2048
2.23.5.3 Allowable Stresses Due to Emergency Braking. Guide rails, brackets, supports, and their
fastenings subject to forces due to the application of the emergency brake (see 2.19.4) shall be
designed to withstand the maximum forces developed during the retardation phase of the emergency
braking so that the resulting stresses due to the emergency braking and all other loading acting
simultaneously, if applicable, shall not exceed 190 MPa (27,500 psi).
Table 2.23.4.3.3 Intermediate Tie Brackets
2.23.6 Guide-Rail Surfaces

Guide-rail surfaces used for guiding a car or counterweight shall be sufficiently smooth and true to
operate properly with the guiding members. Those surfaces that the car or counterweight safeties
engage shall be smooth and true within the tolerances required to ensure proper safety application
without excessive retardation or excessive out-of-level platform conditions resulting (see 2.17.3,
2.17.9.2, and 2.17.16).
2.23.7 Rail Joints and Fishplates

2.23.7.1 Type and Strength of Rail Joints. Metal guide-rail sections shall be joined together as
specified in 2.23.7.2. The jointed rail sections shall withstand the forces specified in 2.23.5.1 without
exceeding the stress and deflection limitations.
2.23.7.2 Design and Construction of Rail Joints

2.23.7.2.1 The joints of metal guide rails with
T-section profiles as specified in 2.23.3(a) shall conform to the following requirements:
(a) The ends of the rails shall be accurately machined with a tongue and matching
groove centrally located in the web.
(b) The backs of the rail flanges shall be accurately machined, in relation to the rail
guiding surfaces, to a uniform distance front to back of the rails to form a flat surface for the
fishplates.
(c) The ends of each rail shall be bolted to the fishplates with not fewer than four bolts that
conform to Table 2.23.7.2.1.
(d) The width of the fishplate shall be not less than the width of the back of the rail.
(e) The thickness of the fishplates and the diameter of the bolts for each size of guide rail shall
be not less
than specified in Table 2.23.7.2.1.
(f) The diameter of bolt holes shall not exceed the
diameter of the bolts by more than 2 mm (0.08 in.) for
guide rails nor 3 mm (0.125 in.) for fishplates.
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Attachment 40
Page 5 of 7
Record 16-2048
2.23.7.2.2 Joints of different design and construction shall be permitted to be used, provided they are
equivalent in strength and will adequately maintain the accuracy of the rail alignment.
2.23.8 Overall Length of Guide Rails

The car and counterweight guide rails shall extend at the top and bottom to prevent the guiding
members (see 2.15.2 and 2.21.1.3) from disengaging from the guide rails in the event that either the
car or counterweight reaches its extreme limit of travel.
2.23.9 Guide-Rail Brackets and Building Supports
2.23.9.1 Design and Strength of Brackets and Supports

2.23.9.1.1 The building construction forming the supports for the guide rails and the guide-rail
brackets shall be designed to
(a) safely withstand the application of the car or counterweight
safety when stopping the car and its rated load or the counterweight
(b) withstand the forces specified in 2.23.5.2 within
the deflection limits specified
2.23.9.1.2 Walls of bricks, terra-cotta, hollow blocks, and similar materials shall not be used for
attachment of guide-rail brackets unless adequately reinforced.
2.23.9.1.3 Where necessary, the building construction shall be reinforced to provide adequate support
for the guide rails.

2.23.9.2.1 Guide-rail brackets shall be secured to their supporting structure by one of the following
means:
(a) by bolts or, rivets, lag bolts, or post-installed wedge anchors used in masonry or concrete
(2) an additional means, having a safety factor of not less than 5, of resisting
horizontal shear is incorporated
2.23.9.2.2 Fastening bolts and bolt holes in brackets and their supporting beams shall conform to
2.23.10. All bolts and lag bolts used in brackets (e.g. multi-part brackets), and the attachment of
brackets to supporting structure shall be of sufficient size and number to withstand the applicable load
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Attachment 40
Page 6 of 7
Record 16-2048
conditions specified in 2.23.5.2. Based on these loads, total tensile stress in support bolts shall not
exceed 85 MPa (12,000 psi) of net section, and the total shear stress in bolts and rivets shall not
exceed 60 MPa (9,000 psi) of actual area in the shear plane. 2.9.3.5 shall also be applicable.
2.23.9.3 Slotted guide-rail brackets having single bolt fastenings shall be provided with an additional
means to prevent lateral movement of the rail bracket.
Such means shall have a factor of safety of not less than 5.
2.23.9.4 Post-installed wedge anchors used in masonry or concrete for securing brackets to supporting
structure shall be designed and applied per anchor manufacturers allowable working loads based on
ICC-ES-AC193 Acceptance Criteria for Post-Installed Mechanical Anchors as recognized in IBC
2012 chapter 1909.
2.23.10.1 Type of Fastenings. Guide rails shall be secured to their brackets by clips, welds, or bolts.
Bolts used for fastening shall be of such strength as to withstand the forces specified in 2.23.5.2 and
2.23.9.1.
2.23.10.2 Size of Bolts for Fastening. The size of bolts used for fastening the guide rails or rail clips
to the brackets shall be not less than specified in Table 2.23.10.2. Bolts used to secure rails to brackets
shall be of sufficient size and number to withstand the applicable load conditions specified in 2.23.5.2.
Based on these loads, total tensile stress in support bolts shall not exceed 85 MPa (12,000 psi) of net
section, and the total shear stress in bolts and rivets shall not exceed 60 MPa (9,000 psi) of actual area
in the shear plane. 2.9.3.5 shall also be applicable.
Table 2.23.10.2 Minimum Size of Rail-Fastening Bolts
2.23.10.3 Bolt Holes for Fastenings. The diameter of holes or the width of slots for fastening bolts
shall not exceed the diameter of the bolt by more than 2 mm (0.08 in.).
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Attachment 40
Page 7 of 7
Record 16-2048
Tables
2.23.10.2 Minimum Size of Rail-Fastening Bolts . . . . . . . . . . . . . . . . . . . . . . 104
Rationale
The above changes to 2.9, 2.15 and 2.23 address the restrictive and outdated fastener requirements and
provide equivalent language applicable in other sections of the code.
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Two Pa rk Avenu e tel 1.212.591.

New York, NY fax 1.212.591.8501

10016 -5990 U. S. A. www.asme.org

To: Members of the A17 Mechanical Design Committee

Subject: Agenda for the September 27, 2016 Meeting

Dear Committee Members:

Attached is the Agenda for the September 27, 2016 meeting.

The following are the Committee assignments:

MECHANICAL DESIGN ASSIGNMENT SHEET

New York, NY fax 1.212.591.8501

10016 -5990 U. S. A. www.asme.org

A17 Mechanical Design Committee

Wyndham Atlanta Galleria

4 ADOPTION OF THE AGENDA

5 APPROVAL OF MAY 3, 2016 MINUTES

o George Gibson, Member

7.1 Inquiry 15-2109

Subject: 2.16.8, NTS Performance

A17 Inspections Committee Task Group: Filippone, Hultstrom, and Buckley.

7.2 Inquiry 15-2690

Subject: A17.1, Requirement 2.23.2.1(b), Requirements for Steel

7.3 Inquiry 15-2952 - Attachment 3

Subject: A17.1, Requirements 2.9.3; 2.23.9.2; 2.23.10, Fastening

Background: See Attachment 3.

7.4 Inquiry 16-745 - Attachment 4

Subject: A17.1, Requirements 2.9.3; 2.23.9.2; 2.23.10, Fastening

Background: See Attachment 4.

7.5 Inquiry 16-1837 Attachment 5

Committee: A17 Electrical and A17 Mechanical Design Committees

7.6 Inquiry 16-2112 Attachment 6

Committee: Mechanical Design Committee

Proposed Responses by Inquirer:

Record # Requirement # Final Date of Consensus

10-661 A17.1, Req. 2.18.4.2 and Table 2.18.2.1 May 9, 2013

Record # Requirement # Final Date of Consensus

A17.6 Para. 1.10.1.2.1 Life cycle criteria for steel

Record # Requirement # Final Date of Consensus

10-967 Signs Required July 28, 2016

8.1 SUSPENSION AND COMPENSATION

November 2010, January/March 2011: This item was not discussed.

January 2012: The SMTG met December 8, 2011.

May 2012: No report.

Bruce Horne was added to the SMTG.

May 2014: The SMTG had a teleconference April 30, 2014.

May 2015: No report.

September 2016 Discussion:

Task Group: SMTG (Messrs. Lamb, Kalgren and Conrey)

September/November 2010, January/March 2011: This item was not discussed.

September 2016 Discussion: Mr. Lamb is asked to report.

8.1.2 Use of Aircraft Type Cables (TR 99-13) Attachment 10 (a-c)

Task Group: SMTG

September/November 2010: This item was not discussed.

This item was not discussed.

March 2011: This item was not discussed.

May 2012: See SMTG 2014 for scanned historical files.

October 2012: No report.

January 2014: No Report.

September 2014, January 2015: No report.

May 2015: No action at this time.

October 2015: No report.

May 2016: It was noted that this will be included in Part 4.

September 2016 Discussion: Mr. Rhiner is asked to report.

8.1.3 Factor of Safety for Suspension Means

Task Group: Messrs. Bialy, Gibson (Chair) and Walker