Elevator, device for vertical transportation of passengers or freight to different floors or levels, as in a building or a mine. The term elevator generally denotes a unit with automatic safety devices; the very earliest units were called hoists. Elevators consist of a platform or car traveling in vertical guides in a shaft or hoistway, with related hoisting and lowering mechanisms and a source of power. The development of the modern elevator profoundly affected both architecture and the mode of development of cities by making many-storied buildings practical.



Although hoists and primitive elevators operated by human and animal power or by water wheels were in use as early as the 3d century BC, the modern power elevator is largely a product of the 19th century. Most elevators of the 19th century were powered by steam engines, either directly or through some form of hydraulic drive.

In the early 19th century, hydraulic plunger elevators were used in some European factories. In this type, later used to some extent in the United States and more extensively elsewhere, the car is mounted on a hollow steel plunger that drops into a cylinder sunk into the ground. Water forced into the cylinder under pressure raises the plunger and car, which fall by gravity when water is released. In early installations the main valve controlling the flow of water was operated by hand by means of ropes running vertically through the car; lever control and pilot valves regulating acceleration and deceleration were later improvements. A forerunner of the modern traction elevator was in use in Great Britain in 1835. In this case the hoisting rope passed over a belt-driven sheave, or pulley, to a counterweight traveling in guides. The downward pull of the two weights held the rope tight against its sheave, creating sufficient adhesive friction, or traction, between the two so that the turning sheave pulled the rope along.


Power Elevators

The history of power elevators in the U.S. began in 1850, when a crude freight hoist operating between two adjacent floors was installed in a New York City building. In 1853, at the New York Crystal Palace exposition, the American inventor and manufacturer Elisha Otis exhibited an elevator equipped with a device called a safety to stop the fall of the car if the hoisting rope broke. In this event a spring would operate two pawls on the car, forcing them into engagement with racks at the sides of the shafts so as to support the car. This invention gave impetus to elevator construction. Three years later the first passenger elevator in the U.S., designed by Otis, was installed in a New York City store. In these early elevators, a steam engine was connected by belt and gears to a revolving drum on which the hoisting rope was wound. In 1859 an elevator raised and lowered by a vertical screw was installed in the Fifth Avenue Hotel in York City. In the 1870s the rope-geared hydraulic elevator was introduced. The plunger was replaced in this type by a relatively short piston moving in a cylinder that was mounted, either vertically or horizontally, within the building; the effective length of the stroke of the piston was multiplied by a system of ropes and sheaves. Because of its smoother operation and greater efficiency, the hydraulic elevator generally replaced the type with a rope wound on a revolving drum.


Electric Elevators

The electric motor was introduced in elevator construction in 1880 by the German inventor Werner von Siemens. His car, carrying the motor below, climbed its shaft by means of revolving pinion gears that engaged racks at the sides of the shaft. An electric elevator was constructed in Baltimore, Maryland, in 1887, operated by an electric motor turning a revolving drum on which the hoisting rope was wound. Within the next 12 years, electric elevators with worm gearing connecting the motor and drum came into general use except in tall buildings. In the drum elevator the length of the hoisting rope, and therefore the height to which the car can rise, are limited by the size of the drum; space limitations and manufacturing difficulties prevented the use of the drum mechanism in skyscrapers. The advantages of the electric elevator, however, including efficiency, relatively low installation costs, and virtually constant speed regardless of the load, spurred inventors to search for a way of using electric motive power in skyscrapers. Counterweights creating traction on electrically driven sheaves solved the problem. Since the introduction of electric motive power for elevators, various improvements have been made in motors and methods of control. At first, single-speed motors only were used. Because a second, lower speed was desirable to facilitate leveling the car with landings, low-speed auxiliary motors were introduced, but later several systems were devised for varying speed by varying the voltage supplied to the hoisting motor. In recent years devices for automatic leveling of cars at landings are commonly used. Originally the motor switch and the brakes were operated mechanically from the car by means of hand ropes. Soon electromagnets, controlled by operating switches in the car, were introduced to throw the motor switch and to release a spring brake. Push-button control was an early development, later supplemented by elaborate signal systems.

Safety devices have been highly developed. In 1878 Charles Otis (1835-1927), a son of the inventor of the original car safety, introduced a similar mechanism connected to a speed governor that applied the safety if the car was traveling at a dangerous speed, whether or not the rope broke. In later car safeties, clamps were used to grip the guide rails so as to bring the car to a stop gradually. Today so-called governors control a series of devices to slow down the car if it is speeding only slightly, to shut off the motor and apply an electromagnetic brake if the car continues to accelerate, and then to apply the mechanical safety if the speed becomes dangerous. Terminal switches independent of other controlling mechanisms stop the car at the upper and lower limits of travel. For low-speed cars, spring bumpers are provided at the bottom of the hoistway; high-speed cars are buffered by pistons fitting into oil-filled cylinders. Electric circuits, completed by contact points in hoistway doors on various floors and in car gates, permit operation only when gates and doors are closed. The great advances in electronic systems during World War II resulted in many changes in elevator design and installation. Computing equipment was developed for compiling automatically information that vastly improved the operational efficiency of elevators in large buildings. The equipment, which became available in 1948, made possible the solution of such scheduling problems as morning and evening peak loads and traffic balance and the elimination of operators. The use of automatic programming equipment eventually eliminated the need for starters at the ground level of large commercial buildings, and thus the operation of elevators became completely automatic. Automatic elevators are now generally employed in all types of buildings. The World Trade Center in New York City, with its two 110-story towers, had 244 elevators with carrying capacities of up to 4536 kg (10,000 lb) and speeds of up to 488 m (1600 ft) per min. The 110-story Sears-Roebuck Building in Chicago has 109 elevators with speeds of up to 549 m (1800 ft) per min.

The next generation of elevators currently being tested involve fiber optics, artificial intelligence and self propelled elevators that contain their own motors.

The "Hoisting Apparatus" That Changed America

by Max Page
(Reprinted from the Hartford Courant)

Down on lower Broadway in Manhattan, just above Canal Street, stands a little piece of Venice. The 1857 Haughwout Building, a hulking structure just five stories tall, is modeled after the 16th-century Sansovino library near St. Mark's Square in Venice. But beneath the historically backward, if elegant, facade was something quite revolutionary. The owner of a store selling fine China, E.V. Haughwout, hired one Elisha Graves Otis of Yonkers, N.Y., to install what became the first passenger elevator in the United States. In this modest five-story structure is hidden the invention that would make the modern city possible.

Patent No. 31,128, granted by the U.S. Patent Office on Jan. 15,1861, and on view at the University of Hartford, is for an "improved hoisting apparatus." This simple contraption, which sounds like it might be of modest help to a farmer or workers in a factory, was in fact one of the most revolutionary inventions of the past two centuries.

New York's skyline represents the physical revolution of the 20th century, leading the transformation of cities from horizontal, walking communities, where church steeples dominated the skyline, to dense conglomerations of skyscrapers. The characteristic image of the jagged-Peaked skyline that we all know as shorthand for "city" was made possible by Otis' elevator.

Scholars have been battling for nearly as long as there have been skyscrapers over the key forces leading them: A desire to reach the heavens? A way to create more rental space in crowded downtowns? A way to advertise the power of corporations like Woolworth, Chrysler and Singer? No one, however, disputes that the skyscrapers could not have been built and inhabited without the elevator. Before Otis' invention, there were buildings pushing beyond five, six and seven stories. But even the advent of cast iron and reinforced steel, which suddenly allowed builders to imagine buildings 20,30 and 40 stories tall, would have been useless without a way of getting people to the tops of what were then known as simply "tall buildings."

Elevators offered something more than a technological solution to a business problem. Elevators offered the average person a rapid way to ascend the heights, to give him an aerial view of the city within seconds of leaving the ground. When the Swiss architect Le Corbusier visited New York for the first time in 1935, one of the first places he wanted to visit was the Empire State Building. It was not the view of the skyscraper he wanted, but the view from it that he craved. He wanted to look down on New York from that height and imagine how he might make a new city. Robert Moses, a young parks department official, would soon find that the view from above inspired him to radically remake the city, cutting highways through the 19th-century streets. Urban renewal was impossible without this view from above.

How many of us have ever been in the Empire State Building, or in the former World Trade Center for that matter? The vast majority of people came to those buildings to ride the elevators to the top. To look down on the city. And to imagine how the city might be different. Medieval cathedrals offered a grand space to average people who lived largely in crowded, dank quarters. Our modem cathedrals - skyscrapers - offer more than anything an opportunity to leave the street and ascend toward the heavens.

And for this opportunity we owe thanks to Elisha Graves Otis and his "improved hoisting apparatus."

0tis' 150th year marks a unique celebration of innovation and safety that ties the past to present accomplishments.

Otis was founded in a 'ramshackle foundry" on the Hudson River in Yonkers, N.Y, in 1853, But it wasn't until 1854 that business became steady when Elisha Otis demonstrated the safety brake to an impressed crowd of onlookers at the World's Fair, where "some of the wonders of American invention" were on display and marketed. Hoists, lifts, platforms and pulleys were not new and go back to Egyptian and Roman times where men sought ways to move stone for building purposes. Hoists were dangerous with the most serious accidents resulting from fraying ropes, overloaded platforms and belt failure that would cause the car or platform to plummet. So Mr. Otis' invention was revolutionary, although nearly by accident. "Obsessed" with machinery and how to improve its function, Mr. Otis was just trying to build a machine that could safely hoist a bedding factory's equipment His single-focused goal actually made a broad impact, "heralding the birth of the elevator industry" and "promising to make the hoist safe for the first time in 2,000 years."

P.T. Barnum, the fair's manager and organizer, paid Mr. Otis $100 to make, instalI and demonstrate the small safety hoist as a way to boost attendance, which had slowed. The invention, for which Mr. Otis did not patent until seven years later, was such a hit that he received several orders from spectators following his World's Fair performance. After the fair, Otis sold one elevator per month. In 1855 orders nearly doubled and then doubled again in 1856.

To commemorate the invention of the safety brake and the steady growth and longevity of Otis Elevator Company, Connecticut employees reenacted the World's Fair exhibition at the test tower in Bristol, Conn., for 400 employees from the Farmington campus and Otis Service Center in Bloomfield, Conn. The test tower's Ken Woronoff played the part of Mr. Otis, and World Headquarters' Rick Fulling played the role of P.T. Barnum. Other employees volunteered to dress in 19th century costume to help set the mood. While the event was about commemorating the past, it was also about celebrating the future. A banner year for new products, Otis released the Gen21m elevator and NextStep1m escalator Employees - many for the first time - were able to ride both units during the anniversary event. Just as safety was a key focus of Mr. Otis' business 150 years ago, it is an integral part of everything Otis Elevator Company does today. NextStep is just one example, designed with safety features, unrivaled by other escalators on the market.

Just as Mr, Otis displayed his innovation for the world to see 150 years ago, so did offices throughout North America. For the first time in 20 years, Otis offices in nearly every region invited customers to attend special road shows. Customers had the opportunity to talk with Otis employees, learn about Gen2 and NextStep and celebrate Otis' anniversary. In the Southern Region alone, these shows were set up in 26 cities in six weeks' time.

"It was a way for us to thank customers for their business and to show them that even 150 years later Otis is still leading the industry with its products," said George Hertensteiner, regional sales manager, Southern Region.