Elevator Size Australia

[Marcelene Vasconez]

AS1735and AS1735.12 (in particular) helps us to meet our compliance responsibilities in relation to accessibility for all Australians. By defining car size and interior accessories, a company is better able to meet the access needs for persons with disabilities. The Building Code of Australia and National Code standards (in particular) are also followed.

Things to consider include (but are not limited to): minimum car dimensions and door opening width (with wheelchairs in mind), curtain of light requirements, in-car voice announcer for visually impaired citizens, handrail-friendly walls, car operating panels, as well as strategic optimised signalisation placement and options etc.

At Next Level Elevators, all our elevators comply with this standard, covering design manufacture, import and supply. Note that the term lift includes a chair lift, escalator, moving/walking stairway lift and so on, making it extensive. Below is an edited summary of major compliance points provided by the University of Melbourne in relation to AS1735:

It's not just the size to consider, but also the configuration, as some of our lifts have the option for a dual entry. You can enter one side, and exit the other side, thus creating a roll-through experience for wheelchairs, and a walk through experience for walkers or passengers.

The Mirage is our smallest lift. It is the most compact lift on the market in Australia. Due to its incredibly small footprint, it's the most popular choice for many homes. Despite being our smallest, it still fits two adults comfortably.

The Miracle Max is a longer version of the Miracle model lift. It comfortably fits a person in a wheelchair. Like the Miracle, it also has the option to have dual entries/exits so if someone is in a wheelchair they can simply roll through.

RESiLIFT is manufactured in Australia. Our lifts can be easily installed into existing or new homes. Despite having the smallest lift footprint, RESiLIFT accommodates two people. Here's a video of a Mirage RESiLIFT.

RESiLIFTs are supplied through a network of local distributors who are small family businesses. The person you deal with is committed to customer service and you also have the backing of the manufacturer.

RESiLIFT is the original freestanding residential elevator. This means that it does not require a shaft, reducing the impact on the building and minimising any building modifications associated with installing a lift.

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In what is considered a world-first innovation, rather than demolishing and rebuilding the skyscraper, leading Danish architects 3XN upcycled the building, retaining 60% of the existing core structure. The tower has been expanded, improved and recycled to create the new state-of-the-art Quay Quarter Tower with its new faade and building services and doubled floor plate size. The retention of the original building made this project a particularly challenging modernization and installation of the vertical-transportation (VT) system.

This project was always going to be a challenging one for the development team. Quay Quarter Tower redevelopment included a complete redesign of the VT system. The development, which was based on the existing AMP Tower, included increasing the floor plate size (Nett Lettable Area) on all floors and adding floors at the top of the building. The VT design included changing the lifts from traditional, conventional control single-deck lifts to double-deck lifts with an advanced PORT Technology Destination Control system. Eighteen double-deck lifts were installed in both new and existing lift shafts with four single-deck lifts serving the four new floors at the top of the building.

This complex project required extensive design and communication with AMP Capital, Multiplex, 3XN and BVN throughout all phases of the development. Through consistent coordination and collaboration, we were able to deliver a high-performing VT solution to carry tenants around the building with unparalleled ease and speed.

Double-deck elevators need fewer hoistways than single-deck cars, creating significantly more rentable space, making for a more profitable building. The Schindler 7000 double-deck elevator has evolved from proven Schindler 7000 single-deck technology. The ride is extra smooth and very efficient.

The double-deck unit is a remarkable innovation for increasing mobility around a building. This is especially true where the shafts are already defined by existing structure and the floor plans and person count are increasing. What is perhaps most interesting about their use is the most complex and interesting parts are hidden so that when the lifts operate, they appear to be nothing more than a standard elevator. There are, however, several complications that come from installing a second deck onto a car. These include: Adjusting the float of the two cars separately so that the ride quality is of a consistent high quality; making sure the two car door operators are perfectly aligned so landing door locks are not clipped; facilitating additional traveling flexes for the extra communications equipment needed to service the two cars; allowing for floors where the inter-floor distance could not be maintained due to structure; working in the crouch zone between the two cars. And the list goes on.

The old shafts, a mix of concrete and brick work, created many challenges for the installation and engineering teams in terms of designing and adapting. Due to the new traffic calculations and new building layout, what used to be the low rise or high rise made way for sky or super sky elevators and, in the process, additional floors were built at the top of the existing tower. Some motor rooms at the lower levels were then confined to the footprint of existing shaft elevators, posing additional challenges for the design team to house a large portion of gear. A two-tier motor was then adopted.

Because double-deck lifts required equal floor-to-floor distances, the new raised floors resulted in a range of different and diverse door sill arrangements and ways to install new fire-rated landing doors.

The new construction core was built side by side and linked to the existing one, forming common lobbies. The old AMP Tower was built in the 1970s. Almost 50 years later, concrete structures had compressed and settled in comparison to new and fresh concrete shafts that would also naturally compress and settle over time, calling for many calculations to ensure elevators in the old and new (but common) lobbies would remain level and within the floor tolerances. Up in the machine room, the specs of the drives and machines had to be increased considerably to handle the weight of an extended superstructure, two cars and associated loads and the built-up counterweight. This included large PMR710 machines in the sky rise to handle the high-speed heavy loads, twin drives, and a two-story machine room to facilitate the large floor space required.

Temporary decks needed to be installed in the lift pits to accommodate the building of the double-deck cars. Scaffolding was required to gain access up through the pits and to build the decks at the correct height. The different heights of the cars meant that work could only be completed on one car in a bank at a time. It took almost two weeks to complete the build of each double-deck car before being able to move onto the adjacent car, rather than building them simultaneously. To top it all off, this project was a first for everyone on the development team and was certainly a learning curve for all agencies.

Working in existing shafts with all brand-new equipment meant a great deal of custom interface bracketry was required for door frame, sill and header interface to blend in properly with the existing building.

The site was effectively a demolition site when we first arrived. There was mass strip out and deconstruction going on around the cores and lift lobbies. Strict coordination was required between trades to ensure that material was removed and installed safely. This was especially important, as there was material being moved into and out of the building simultaneously. This also meant there were areas of the building that were unable to be navigated with trolleys to move equipment into the pits for early-stage construction and rail erection. This also affected the machine room, where machines had to be delivered disassembled and moved into place piece by piece and then re-assembled.

Due to the extensive demolition, almost half of the building was removed, creating vast hazardous areas. This required attention and detailed supervision of all field personal. Additional safety concerns revolved around being on a demolition site, particularly associated with the constant loud noise that required ear protection. Often, being confronted with conditions imposed by the demolition work prevented continuous and steady work.

Floor levels had to be carefully coordinated and maintained so that the double-deck elevators could function correctly. A slight deviation between the inter-floor dimensions could result in trip hazards. In cases where the structure could not accommodate the required change to the finished floor level (FFL), the floors had to be navigated with software adjustments.

Shafts were not to current standard and various rectification works had to be coordinated. Elevators, particularly those between the lower ground and upper ground over the loading dock, had to be carefully sequenced into place as parts of the floors were opened and closed.

Rail bracket fixation could only occur at each floor intersection at odd spacing and reduced space. There was limited ratio between elevator sizes and existing shafts, resulting in a compacted shaft elevator installation.

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