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became a safe and viable option for transporting people and TALL, TALLER, TALLEST
There are several plans in the pipeline to top the current Dutch
were no longer the limiting factor in the construction of high-
high-rise record holder, the Montevideo residential tower block
rise buildings. Since then, high-rise construction has spread in Rotterdam, that was built in 2005 and measures 152 m (499
ft). The Maastoren building is currently under construction in
like wildre across the globe. Principally in North America Rotterdam that will measure 164 m (538 ft), and preliminary
but increasingly in Asia, the limits are being pushed ever plans have been discussed for the construction of a tower
block in Utrecht, called the Belle van Zuylen, that would measure
higher. The Taipei 101 measuring 509 m (1,670 ft) is currently 242 m (794 ft).
the worlds tallest nished building, but this year, the rst
Elsewhere in Europe, restrictions are different, especially in
tower measuring over 800 m (2,625 ft) will be completed in London, Frankfurt and Moscow where buildings are 50100%
taller than those in the Netherlands. One Canada Square at
Dubai. Canary Wharf in London measures 235 m (771 ft) and various
plans have been approved for the construction of tower blocks
measuring 250 to 300 m (820 to 985 ft) over the next ten years.
REGIONAL LIMITATIONS The tallest building in Frankfurt is the Commerzbank at 259 m
Various issues determine the practical limitations for high-rise (850 ft), but the Millennium Tower that is still in its planning
construction around the world. These include: phase will be 369 m (1,211 ft) tall. The tallest building in Europe
is in Moscow, the Triumph Palace measuring 264 m (866 ft).
financial considerations (labour and ground costs) Within the next two years, a further four buildings topping 300 m
construction time (984 ft) will be completed including the 380 m (1,247 ft) tall
(phases, investment risk and permitted daily work hours) Mercury City Tower. The tallest European project currently under
soil conditions (foundations) construction is also in Moscow, the Russia Tower. This building
seismic/wind hazards will be 612 m (2,008 ft) tall.
accessibility/mobility at ground level
regulations (construction, daylight access) In North America and Australia, construction companies have
energy consumption and efficiency many years of experience building high-rises above the 250 m
prestige (820 ft) mark. Since 9/11, the Sears Tower in Chicago is the
tallest skyscraper in North America measuring 442 m (1,450 ft).
The WTC in New York City used to measure 508 m (1,867 ft). In
New York City, the Empire State Building is now the tallest
skyscraper at 381 m (1,250 ft), but the Freedom Tower (currently
under construction on the site of the former WTC) will reclaim
the title for the continents tallest tower block at 541 m (1,775 ft).
Throughout New York, Chicago and Toronto, there are dozens
of buildings topping the 250 m (820 ft) mark.
ELEVATOR PLANNING
Building access plays a crucial role in the development and
feasibility of high-rise construction plans. Internal transportation
systems function as the buildings main artery, determining the
functionality and quality of life within the tower block, yet they
also result in a considerable loss of rentable floor space on each
level. Moreover, the elevator core is often the buildings support
structure, especially in narrower constructions. For this reason,
it is very important that a traffic flow specialist be involved in the
initial orientation phases of a high-rise construction project, as
well as the developer, architect and structural engineer. Specifi-
cations for internal transportation must be drawn up whereby
routing and usage remain logical, while occupying as little space
as possible. Above all, the capacity required for stairs, elevators
and shafts need to be determined.
Table 1: Indication of population, occupancy and peak demand for various building functions (Europe).
sequence for the anticipated traffic flow,
Taipei 101 Elevator Technology given the buildings envisaged function:
The tallest building in the world is currently the Taipei 101 measuring population (number of employees and/
509 m (1,670 ft). This ofce block houses fty elevators of which or residents)
thirty-four are double-deckers and two are the fastest elevators in the occupancy (presence/
world. Total investment in elevator technology for this building totalled simultaneousness)
approximately US$85 million. peak demand (indicative traffic flow
peak)
The tower has two shuttle elevators for public access to the
observation deck on the 89th oor. These elevators have been where, required capacity = population x
ofcially recognized by the Guinness Book of Records as the fastest occupancy x peak demand (expressed as
elevators in the world. With full loads, the ascent speed reaches a % of the occupancy per 5 minutes)
a maximum of 16.8 m/s (55 ft/sec) or nearly 60 km/h (37 mph).
Descent speeds measure 10.0 m/s (33 ft/sec) or 37 km/h (23 mph). In Table 1 shows guidelines for population,
comparison, the fastest elevators in the Netherlands travel at 6.0 m/s occupancy and peak demand values for
(19.5 ft/sec). These are located in the Delftse Poort (Rotterdam), the various building functions. These are
Rembrandttoren (Amsterdam), the Hoftoren (The Hague) and the WTC based on European conditions, however
(Amsterdam). regional differences can be significant.
It is essential that a project-specific
Elevator cars in these shuttles are tted out as airtight pressure cabins estimate be made of these parameters
and equipped with pressure regulation systems similar to those used based on the projects individual charac-
in aircraft. This allows for a gradual change in pressure over the teristics, conditions and ambitions.
elevators height to alleviate the pain that can be caused to passengers
ears. Pressurization on descent is also the reason why the elevators The building should be examined to
descend more slowly than they ascend. (Pressurization is more painful establish the following criteria, which
for the ears than the depressurization that occurs on ascent). Elevator should then be incorporated correctly into
cars are tted with upper and lower capsule-shaped spoilers to provide traffic flow models:
aerodynamic streamlining. These ensure that the air stream ows
smoothly around the moving elevator car saving energy and reducing height of the building and its individual
interior shaft airow-induced noise levels. storeys
distribution of the population throug-
Vibration within the car has virtually been eliminated by implementing hout the building
a tri-axial, active-control roller guidance system for suspending cars main entrance level(s) (points of entry
in their tracks. Active mass damping has also been tted to each and exit)
elevator to minimize lateral movement. Car movement experienced as distribution of population over elevator
two elevators pass one another in opposite directions at full speed has groups (if the same destination can be
virtually been eliminated. Thanks to these measures, comfort levels reached using more than one group)
can only be described as phenomenal, certainly given their exceptional stair usage
speeds. The safety braking system, that operates in the event that the
car exceeds nominal speeds by more than 10% for whatever reason This allows the buildings anticipated
(e.g. a broken cable or driveshaft, or traction failure), is tted with traffic flow to be established and a
brake pads made of a silicon nitrite ceramic compound that brings the corresponding elevator configuration to
car to a standstill swiftly and safely. be specified. Initially, an estimate of the
elevator group requirements is made on
The ofce block (oors 9 through 84) is accessed as though it were the basis of past experience. This
made up of three individual building segments each of 112 m (367 ft) estimate should take the following into
stacked one on top of the other. Transportation to and from the sky consideration:
lobbies on the 35th and 59th oors is provided by ten high-speed,
double-deck elevators (weighing 4,080 kg (8,995 lb) and holding up Primary Considerations:
to twenty-seven passengers per car) that shuttle their passengers number of elevators per group
non-stop to their transfer levels. Each of the three sub-segments is nominal elevator load capacity (based
tted with its own local double-deck elevator system (weighing 2,700 on car floor area)
kg (5,952 lb) and holding up to eighteen passengers per car) of which realistic car occupancy
four are low-rise and four are high-rise systems. The use of double- nominal elevator speed
deck elevators doubles the transportation capacity per shaft, especially
to and from the sky lobbies. These double-deck elevator cars also Secondary Considerations:
incorporate a technological innovation. The two cars are suspended elevator acceleration
independently of one another in a frame to allow for inter-dependent door times (opening and closing, door
movement, which compensates for local oor height differences. type, dimensions, et cetera)
entry and exit times (dependent on type
In addition to the public shuttle elevators to the observation deck on the 89th oor and the double- of user, free passageway and car
deck elevators to the sky lobbies, the Taipei 101 also houses four exclusive passenger elevators to the occupancy)
sky restaurant and executive club, four general-purpose goods and re ghting elevators, six car park
elevators, eleven passenger elevators at the base for commercial purposes and fty escalators.
SPECIFICATIONS FOR ADEQUATE
TRAFFIC FLOW MANAGEMENT
The following issues should be taken into consideration in order
to determine whether adequate traffic flow management exists in
high-rise buildings:
CONCLUSION
High-rise elevator systems demand meticulous and impartial Author: Jochem Wit Msc.
capacity analysis and detailed simulation. Not only should the
building, its population and peak demands be correctly model-
led, but elevator configuration and physical and/or dynamic
zoning should also be determined. The correct choice of group
control system plays a vital role, as does the correct choice of
group sizing, elevator capacity and nominal speed. Given that
the elevator core forms the buildings load-bearing structure and Jochem Wit (1971) graduated from the Technical University (TU) in
such factors are determined early in the design process, the Delft in 1995 with a degree in Mechanical Engineering, specializing in
right choices have to be made first time round. There are few if Transportation Technology and Logistics.
any opportunities to correct mistakes later. This demands
logistical and elevator planning insight, extensive expertise and After graduation, he went to work at Deerns Consulting Engineers BV
experience, and the application of correct safety margins. Using where he is team leader of the Transportation & Logistics expertise group,
simulations, safeguards must be in place to ensure that invalid a department specializing in elevators, escalators, moving walkways
adjustments are not made to parameters when specifying traffic (travelators), faade maintenance systems, baggage handling systems,
flows. pneumatic dispatch systems, passenger boarding bridges et cetera.
A variety of additional technical measures is required to ensure Wit also heads up complex projects in the eld of new transportation system
safety and comfort within the car at high speeds. Extremely high construction and renovation for the non/residential, healthcare and aviation
demands are placed on the suspension, track and guidance sectors. He specializes in performing capacity planning studies to determine
systems, and transmission and control systems must also be optimum elevator system congurations for buildings and specically, trafc
heavy-duty, reliable and accurate. The group control systems ow studies for high-rise buildings and hospitals.
quality and artificial intelligence levels ultimately determine
transportation efficiency. These issues cause high-rise elevator Wit is also a member of the Technical Workgroup for the National High-
system costs to increase proportionally by more than the square rise Covenant and chairs the Transportation System sub-workgroup. The
of the buildings height. Even though Dutch high-rise buildings National High-rise Covenant being drafted in collaboration with NEN aims
may not even be considered high-rise from a global perspective, to arrive at sector-specic agreements (so-called NTAs [Dutch Technical
high-rise elevator system logistics and technology should not be Agreements]) relevant to high-rise construction projects in the Netherlands.
underestimated. These issues require serious attention for
continued development of high-rise buildings in the Netherlands
given that increasingly taller buildings are being constructed and
evacuation by elevators is becoming inevitable.
Several Deerns High-Rise Projects
Our complete high-rise project portfolio is available on request.