ACRP REPORT 117. Airport Escalators and Moving Walkways Cost-Savings and Energy Reduction Technologies AIRPORT COOPERATIVE RESEARCH PROGRAM

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1 ACRP REPORT 117 AIRPORT COOPERATIVE RESEARCH PROGRAM Airport Escalators and Moving Walkways Cost-Savings and Energy Reduction Technologies Sponsored by the Federal Aviation Administration

2 ACRP OVERSIGHT COMMITTEE* CHAIR Kitty Freidheim Freidheim Consulting VICE CHAIR Kevin C. Dolliole Unison Consulting MEMBERS Deborah Ale Flint Oakland International Airport Thella F. Bowens San Diego County Regional Airport Authority Benito DeLeon Federal Aviation Administration Richard de Neufville Massachusetts Institute of Technology Steve Grossman Jacksonville Aviation Authority Kelly Johnson Northwest Arkansas Regional Airport Authority F. Paul Martinez Dallas/Fort Worth International Airport Bob Montgomery Southwest Airlines Eric Potts Freese and Nichols, Inc. Richard Tucker Huntsville International Airport Paul J. Wiedefeld Baltimore/Washington International Airport EX OFFICIO MEMBERS Sabrina Johnson U.S. Environmental Protection Agency Richard Marchi Airports Council International North America Laura McKee Airlines for America Melissa Sabatine American Association of Airport Executives T.J. Schulz Airport Consultants Council Robert E. Skinner, Jr. Transportation Research Board vacant National Association of State Aviation Officials SECRETARY Christopher W. Jenks Transportation Research Board TRANSPORTATION RESEARCH BOARD 2014 EXECUTIVE COMMITTEE* OFFICERS Chair: Kirk T. Steudle, Director, Michigan DOT, Lansing Vice Chair: Daniel Sperling, Professor of Civil Engineering and Environmental Science and Policy; Director, Institute of Transportation Studies, University of California, Davis Executive Director: Robert E. Skinner, Jr., Transportation Research Board MEMBERS Victoria A. Arroyo, Executive Director, Georgetown Climate Center, and Visiting Professor, Georgetown University Law Center, Washington, DC Scott E. Bennett, Director, Arkansas State Highway and Transportation Department, Little Rock Deborah H. Butler, Executive Vice President, Planning, and CIO, Norfolk Southern Corporation, Norfolk, VA James M. Crites, Executive Vice President of Operations, Dallas/Fort Worth International Airport, TX Malcolm Dougherty, Director, California Department of Transportation, Sacramento A. Stewart Fotheringham, Professor and Director, Centre for Geoinformatics, School of Geography and Geosciences, University of St. Andrews, Fife, United Kingdom John S. Halikowski, Director, Arizona DOT, Phoenix Michael W. Hancock, Secretary, Kentucky Transportation Cabinet, Frankfort Susan Hanson, Distinguished University Professor Emerita, School of Geography, Clark University, Worcester, MA Steve Heminger, Executive Director, Metropolitan Transportation Commission, Oakland, CA Chris T. Hendrickson, Duquesne Light Professor of Engineering, Carnegie Mellon University, Pittsburgh, PA Jeffrey D. Holt, Managing Director, Bank of Montreal Capital Markets, and Chairman, Utah Transportation Commission, Huntsville, Utah Gary P. LaGrange, President and CEO, Port of New Orleans, LA Michael P. Lewis, Director, Rhode Island DOT, Providence Joan McDonald, Commissioner, New York State DOT, Albany Abbas Mohaddes, President and CEO, Iteris, Inc., Santa Ana, CA Donald A. Osterberg, Senior Vice President, Safety and Security, Schneider National, Inc., Green Bay, WI Steven W. Palmer, Vice President of Transportation, Lowe s Companies, Inc., Mooresville, NC Sandra Rosenbloom, Professor, University of Texas, Austin Henry G. (Gerry) Schwartz, Jr., Chairman (retired), Jacobs/Sverdrup Civil, Inc., St. Louis, MO Kumares C. Sinha, Olson Distinguished Professor of Civil Engineering, Purdue University, West Lafayette, IN Gary C. Thomas, President and Executive Director, Dallas Area Rapid Transit, Dallas, TX Paul Trombino III, Director, Iowa DOT, Ames Phillip A. Washington, General Manager, Regional Transportation District, Denver, CO EX OFFICIO MEMBERS Thomas P. Bostick (Lt. General, U.S. Army), Chief of Engineers and Commanding General, U.S. Army Corps of Engineers, Washington, DC Alison Jane Conway, Assistant Professor, Department of Civil Engineering, City College of New York, NY, and Chair, TRB Young Member Council Anne S. Ferro, Administrator, Federal Motor Carrier Safety Administration, U.S. DOT David J. Friedman, Acting Administrator, National Highway Traffic Safety Administration, U.S. DOT LeRoy Gishi, Chief, Division of Transportation, Bureau of Indian Affairs, U.S. Department of the Interior John T. Gray II, Senior Vice President, Policy and Economics, Association of American Railroads, Washington, DC Michael P. Huerta, Administrator, Federal Aviation Administration, U.S. DOT Paul N. Jaenichen, Sr., Acting Administrator, Maritime Administration, U.S. DOT Therese W. McMillan, Acting Administrator, Federal Transit Administration, U.S. DOT Michael P. Melaniphy, President and CEO, American Public Transportation Association, Washington, DC Gregory G. Nadeau, Acting Administrator, Federal Highway Administration, U.S. DOT Cynthia L. Quarterman, Administrator, Pipeline and Hazardous Materials Safety Administration, U.S. DOT Peter M. Rogoff, Under Secretary for Policy, U.S. DOT Craig A. Rutland, U.S. Air Force Pavement Engineer, Air Force Civil Engineer Center, Tyndall Air Force Base, FL Joseph C. Szabo, Administrator, Federal Railroad Administration, U.S. DOT Barry R. Wallerstein, Executive Officer, South Coast Air Quality Management District, Diamond Bar, CA Gregory D. Winfree, Assistant Secretary for Research and Technology, Office of the Secretary, U.S. DOT Frederick G. (Bud) Wright, Executive Director, American Association of State Highway and Transportation Officials, Washington, DC Paul F. Zukunft (Adm., U.S. Coast Guard), Commandant, U.S. Coast Guard, U.S. Department of Homeland Security * Membership as of February * Membership as of August 2014.

3 AIRPORT COOPERATIVE RESEARCH PROGRAM ACRP REPORT 117 Airport Escalators and Moving Walkways Cost-Savings and Energy Reduction Technologies Ashly Spevacek, Cathy Elrod, Jason White, Kirsten Schwab, Tim Kolp, and Vestal Tutterow PPC McLean, VA Subscriber Categories Aviation Research sponsored by the Federal Aviation Administration TRANSPORTATION RESEARCH BOARD WASHINGTON, D.C

4 AIRPORT COOPERATIVE RESEARCH PROGRAM ACRP REPORT 117 Airports are vital national resources. They serve a key role in transportation of people and goods and in regional, national, and international commerce. They are where the nation s aviation system connects with other modes of transportation and where federal responsibility for managing and regulating air traffic operations intersects with the role of state and local governments that own and operate most airports. Research is necessary to solve common operating problems, to adapt appropriate new technologies from other industries, and to introduce innovations into the airport industry. The Airport Cooperative Research Program (ACRP) serves as one of the principal means by which the airport industry can develop innovative near-term solutions to meet demands placed on it. The need for ACRP was identified in TRB Special Report 272: Airport Research Needs: Cooperative Solutions in 2003, based on a study sponsored by the Federal Aviation Administration (FAA). The ACRP carries out applied research on problems that are shared by airport operating agencies and are not being adequately addressed by existing federal research programs. It is modeled after the successful National Cooperative Highway Research Program and Transit Cooperative Research Program. The ACRP undertakes research and other technical activities in a variety of airport subject areas, including design, construction, maintenance, operations, safety, security, policy, planning, human resources, and administration. The ACRP provides a forum where airport operators can cooperatively address common operational problems. The ACRP was authorized in December 2003 as part of the Vision 100-Century of Aviation Reauthorization Act. The primary participants in the ACRP are (1) an independent governing board, the ACRP Oversight Committee (AOC), appointed by the Secretary of the U.S. Department of Transportation with representation from airport operating agencies, other stakeholders, and relevant industry organizations such as the Airports Council International-North America (ACI-NA), the American Association of Airport Executives (AAAE), the National Association of State Aviation Officials (NASAO), Airlines for America (A4A), and the Airport Consultants Council (ACC) as vital links to the airport community; (2) the TRB as program manager and secretariat for the governing board; and (3) the FAA as program sponsor. In October 2005, the FAA executed a contract with the National Academies formally initiating the program. The ACRP benefits from the cooperation and participation of airport professionals, air carriers, shippers, state and local government officials, equipment and service suppliers, other airport users, and research organizations. Each of these participants has different interests and responsibilities, and each is an integral part of this cooperative research effort. Research problem statements for the ACRP are solicited periodically but may be submitted to the TRB by anyone at any time. It is the responsibility of the AOC to formulate the research program by identifying the highest priority projects and defining funding levels and expected products. Once selected, each ACRP project is assigned to an expert panel, appointed by the TRB. Panels include experienced practitioners and research specialists; heavy emphasis is placed on including airport professionals, the intended users of the research products. The panels prepare project statements (requests for proposals), select contractors, and provide technical guidance and counsel throughout the life of the project. The process for developing research problem statements and selecting research agencies has been used by TRB in managing cooperative research programs since As in other TRB activities, ACRP project panels serve voluntarily without compensation. Primary emphasis is placed on disseminating ACRP results to the intended end-users of the research: airport operating agencies, service providers, and suppliers. The ACRP produces a series of research reports for use by airport operators, local agencies, the FAA, and other interested parties, and industry associations may arrange for workshops, training aids, field visits, and other activities to ensure that results are implemented by airport-industry practitioners. Project ISSN ISBN Library of Congress Control Number National Academy of Sciences. All rights reserved. COPYRIGHT INFORMATION Authors herein are responsible for the authenticity of their materials and for obtaining written permissions from publishers or persons who own the copyright to any previously published or copyrighted material used herein. Cooperative Research Programs (CRP) grants permission to reproduce material in this publication for classroom and not-for-profit purposes. Permission is given with the understanding that none of the material will be used to imply TRB or FAA endorsement of a particular product, method, or practice. It is expected that those reproducing the material in this document for educational and not-for-profit uses will give appropriate acknowledgment of the source of any reprinted or reproduced material. For other uses of the material, request permission from CRP. NOTICE The project that is the subject of this report was a part of the Airport Cooperative Research Program, conducted by the Transportation Research Board with the approval of the Governing Board of the National Research Council. The members of the technical panel selected to monitor this project and to review this report were chosen for their special competencies and with regard for appropriate balance. The report was reviewed by the technical panel and accepted for publication according to procedures established and overseen by the Transportation Research Board and approved by the Governing Board of the National Research Council. The opinions and conclusions expressed or implied in this report are those of the researchers who performed the research and are not necessarily those of the Transportation Research Board, the National Research Council, or the program sponsors. The Transportation Research Board of the National Academies, the National Research Council, and the sponsors of the Airport Cooperative Research Program do not endorse products or manufacturers. Trade or manufacturers names appear herein solely because they are considered essential to the object of the report. Published reports of the AIRPORT COOPERATIVE RESEARCH PROGRAM are available from: Transportation Research Board Business Office 500 Fifth Street, NW Washington, DC and can be ordered through the Internet at Printed in the United States of America

5 The National Academy of Sciences is a private, nonprofit, self-perpetuating society of distinguished scholars engaged in scientific and engineering research, dedicated to the furtherance of science and technology and to their use for the general welfare. Upon the authority of the charter granted to it by the Congress in 1863, the Academy has a mandate that requires it to advise the federal government on scientific and technical matters. Dr. Ralph J. Cicerone is president of the National Academy of Sciences. The National Academy of Engineering was established in 1964, under the charter of the National Academy of Sciences, as a parallel organization of outstanding engineers. It is autonomous in its administration and in the selection of its members, sharing with the National Academy of Sciences the responsibility for advising the federal government. The National Academy of Engineering also sponsors engineering programs aimed at meeting national needs, encourages education and research, and recognizes the superior achievements of engineers. Dr. C. D. Mote, Jr., is president of the National Academy of Engineering. The Institute of Medicine was established in 1970 by the National Academy of Sciences to secure the services of eminent members of appropriate professions in the examination of policy matters pertaining to the health of the public. The Institute acts under the responsibility given to the National Academy of Sciences by its congressional charter to be an adviser to the federal government and, upon its own initiative, to identify issues of medical care, research, and education. Dr. Victor J. Dzau is president of the Institute of Medicine. The National Research Council was organized by the National Academy of Sciences in 1916 to associate the broad community of science and technology with the Academy s purposes of furthering knowledge and advising the federal government. Functioning in accordance with general policies determined by the Academy, the Council has become the principal operating agency of both the National Academy of Sciences and the National Academy of Engineering in providing services to the government, the public, and the scientific and engineering communities. The Council is administered jointly by both Academies and the Institute of Medicine. Dr. Ralph J. Cicerone and Dr. C. D. Mote, Jr., are chair and vice chair, respectively, of the National Research Council. The Transportation Research Board is one of six major divisions of the National Research Council. The mission of the Transportation Research Board is to provide leadership in transportation innovation and progress through research and information exchange, conducted within a setting that is objective, interdisciplinary, and multimodal. The Board s varied activities annually engage about 7,000 engineers, scientists, and other transportation researchers and practitioners from the public and private sectors and academia, all of whom contribute their expertise in the public interest. The program is supported by state transportation departments, federal agencies including the component administrations of the U.S. Department of Transportation, and other organizations and individuals interested in the development of transportation.

6 COOPERATIVE RESEARCH PROGRAMS CRP STAFF FOR ACRP REPORT 117 Christopher W. Jenks, Director, Cooperative Research Programs Michael R. Salamone, ACRP Manager Joseph D. Navarrete, Senior Program Officer Terri Baker, Senior Program Assistant Eileen P. Delaney, Director of Publications Hilary Freer, Senior Editor ACRP PROJECT PANEL Field of Design Michael Shumack, Greater Orlando Aviation Authority, Orlando, FL (Chair) Stephen Carr, Technology Litigation Corporation, Newark, CA Ed Clayson, Salt Lake City International Airport, Salt Lake City, UT Ray Eleid, Solucore, Inc., Toronto, ON Sara Gielow, Schindler Elevator Corporation, Orlando, FL Theodore S. Kitchens, Newport News/Williamsburg International Airport, Newport News, VA Michael Riseborough, Greater Toronto Airports Authority, Toronto, ON Jose de Leon, FAA Liaison Nelson Lam, Airports Council International - North America Liaison Christine Gerencher, TRB Liaison

7 FOREWORD By Joseph D. Navarrete Staff Officer Transportation Research Board ACRP Report 117: Airport Escalators and Moving Walkways Cost-Savings and Energy Reduction Technologies provides a systematic approach to identifying, evaluating, and selecting cost-saving and energy reduction technologies that can be applied to airport escalators and moving walkways. The guidebook and accompanying financial tool provided on CRP-CD-156 can be used to help airports reduce energy consumption and operational costs, improve reliability and customer service, and meet environmental stewardship goals. Many airports with multiple floors and long walking distances use escalators and moving walkways to improve customer experience. However, not only do these devices have high initial capital costs, they also often have considerable maintenance and energy costs. New technologies (e.g., speed control/variable frequency drive, regenerative braking, and power factor control) can result in cost savings and reduced energy consumption, and recent code changes allowing for variation of escalator and moving walkway speed have expanded the number of available options. Yet many airports do not have the expertise to determine how to apply these new technologies to their unique needs, operations, and site conditions. Research was needed to help airports identify, evaluate, and select the most appropriate cost-saving and energy reduction technologies for escalators and moving walkways. The research team, led by Project Performance Company/Cadmus, first collected detailed information on available technologies, including their implementation costs and benefits. They then evaluated these technologies with respect to their use at airports. Next the research team interviewed representatives from 46 airports to identify the factors airports use when considering energy-saving technologies; the interviews were also used to receive feedback on the contractor s approach for the guidebook and tool and to confirm which technologies should be included in the research. Based on their findings, the research team developed a guidebook and financial tool that airport practitioners can use to make informed decisions on whether or not to invest in an energy-saving technology for their escalators and moving walkways. The guidebook provides reasons for improving escalator and moving walkway efficiency, reviews applicable codes and standards, and describes various technologies including LED lighting, capacitors, high-efficiency motors, motor efficiency controllers, and intermittent drives. The guidebook also provides a step-by-step process for selecting, implementing, and evaluating the performance of energy-saving technologies. Lastly, the guidebook offers no-cost and low-cost suggestions for reducing the energy consumption of escalators and moving walkways.

8 The accompanying financial tool (included with the guidebook as CRP-CD-156 and available for download from the TRB website) is a spreadsheet-based model that airport practitioners can use to help decide which technologies may be appropriate for their escalators and moving walkways given their facilities unique characteristics (e.g., unit age, operating speed, and amount of pedestrian traffic by time of day). Based on user input, the tool provides a summary of potential energy savings and financial considerations for each technology.

9 CONTENTS 1 Chapter 1 Introduction 1 Scope and Purpose 2 How to Use this Report 3 Chapter 2 Background 3 Applicable Standards 4 Potential Savings in the United States 5 Innovations in Europe and China 6 Chapter 3 Energy Saving Technologies 6 Technologies Included in the Financial Tool 6 LED Lighting 7 Capacitors 8 High-Efficiency Motors 10 Motor Efficiency Controller 12 Intermittent Drive 13 Intermittent Drive with Motor Efficiency Controller 14 Intermittent Drive Utilizing a Variable Voltage Variable Frequency Drive 16 Intermittent Drive with Regenerative Drive 18 Technologies Not Included in the Financial Tool 18 Regenerative Drives 18 Wye-Delta Configured Motors 19 Direct Drives 20 Intermittent Drive with Motor Efficiency Controller and Variable Voltage Variable Frequency Drive 21 Summary of Technologies 22 Technologies vs. Potential Savings 23 Chapter 4 How to Select and Implement Energy Saving Technologies 23 Overview of Process 24 Step 1: Define Project Scope and Develop Objectives 24 Step 2: Collect Data 24 Step 3: Evaluate Options for Savings and Select an Approach 25 Step 4: Receive Approval from Management 25 Step 5: Implement Approach 25 Step 6: Evaluate Performance 27 Chapter 5 How to Use the Financial Tool 27 Overview 27 How to Calculate Outputs 27 Step 1: Enter Escalator/Walkway Information for the Current System 29 Step 2: Select a Technology Configuration for Evaluation

10 29 Step 3: Enter Average Passenger Flow Data 30 Step 4: Calculate Outputs 31 Step 5: Reset the Financial Tool 33 Chapter 6 Best Practices 33 Best Practice 1: Minimize Operating Hours 33 Best Practice 2: Lubricate Components to Reduce Friction Losses 34 Best Practice 3: Install Energy Meters 34 Best Practice 4: Clean Escalator Components Regularly 35 Bibliography 39 Acronyms 40 Glossary 42 Appendix A Data Collection Form Note: Photographs, figures, and tables in this report may have been converted from color to grayscale for printing. The electronic version of the report (posted on the Web at retains the color versions.

11 CHAPTER 1 Introduction Airports provide an attractive opportunity to reduce energy consumption through energy optimization in escalator and moving walkway systems. The magnitude of potential savings is driven by specific operating requirements that are unique to airports, such as a large number of escalators and moving walkway systems, a large number of passengers passing through on a daily basis, long duty cycles, and increasing stakeholder pressures to adopt sustainable practices in public transport systems. Escalator and motor manufacturers offer multiple energy saving technologies for escalators and moving walkways; however, guidance on which technologies are best for each application is not readily available. The goal of this report and the accompanying financial tool is to provide a resource to help airport managers identify the right energy saving technology for a given airport and estimate the potential savings that would result from the installation of an energy saving technology. Scope and Purpose This report is meant to act as a resource to airport managers when selecting energy saving technologies. Its purpose is to (1) provide an overview of the energy saving technologies available on the market today specific to escalators and moving walkways; (2) provide an estimation of the potential savings that would result from the installation of said technologies; and (3) provide guidance on how to select and implement an energy saving technology. In addition to an overview of each technology, benefits and limitations of each technology are discussed. This project only considered technologies offered for escalators and moving walkways. Energy saving opportunities also exist for elevators and trains; however, an analysis of the technologies available for elevators and trains was outside the scope of this project. Additionally, an analysis of the safety considerations for each technology was not part of the scope of this project. Although examples of installations of each technology listed can be found within the United States, not all state safety codes allow the use of each technology. All airports are encouraged to perform a safety analysis before the installation of a new technology on their escalators or moving walkway systems. Finally, the scope of this project only encompasses technologies for installation on an escalator or walkway system. Maintenance operations, which may provide additional opportunities for savings, were not independently reviewed and researched as part of this study. 1

12 2 Airport Escalators and Moving Walkways Cost-Savings and Energy Reduction Technologies How to Use this Report This report contains the following four main sections: 1. Industry background, 2. Energy saving approaches, 3. Guidance on how to select and verify energy saving technologies, and 4. Guidance on how to use the financial evaluation tool. The Chapter 2, Background, provides an overview of the potential energy savings within the United States that could be achieved by reducing the energy use of escalators and moving walkways. This chapter also provides an overview of innovative technologies currently used in Europe and China. In addition, an overview of the standard that affects the applicability of the technologies included in this report is discussed. Readers are encouraged to review ANSI/ASME A17.1, Safety Code for Elevators and Escalators prior to installing an energy saving technology on escalators or moving walkway systems within their airport to ensure the technology meets state requirements. Chapter 3, Energy Saving Technologies, is split into two parts. The first discusses technologies included in the financial tool that accompanies this report. An overview of the technologies, benefits, and limitations of the technologies is included in this section. Readers are encouraged to review each technology in this section and perform an analysis on the potential savings for their site-specific parameters using the accompanying financial tool prior to selecting the best project for an airport. The second portion of Chapter 3 discusses technologies that may be recommended by outside sources as viable energy saving technologies, but are either not recommended due to the results of this study or not included in the financial evaluation tool due to the limited data available. Readers are encouraged to review this section as it may provide valuable information regarding technologies that may have been recommended to them in the past. Chapters 4 and 5 of the report provide guidance on how to select and implement an energy saving technology on a moving walkway or escalator system and how and when to use the financial tool. These chapters act as guides for implementing energy saving projects on an escalator or moving walkway. In addition, the recommendations given in these sections may apply to other energy saving projects, aside from moving walkway and escalator-related installations. Finally, although maintenance best practices for escalators and moving walkways were not included within the scope of this project, a brief discussion based on the findings discovered while investigating the energy saving technologies is provided in Chapter 6, Best Practices.

13 CHAPTER 2 Background Escalators and moving walkways can account for 3 to 5 percent of electric energy use in airports. 1 Components impacting energy use primarily consist of motors, controls, and lighting. Escalators and walkways consume energy based on the run time and the number of people utilizing them at a given time, which makes determining energy savings opportunities unique to each installation. The opportunity at each airport for energy efficiency improvement for its escalators and walkways depends on the current installation and the available energy saving technologies. Older escalators and walkways tend to be less energy efficient; newer models often already have many of the latest available energy savings technologies. The varied technologies and corresponding case-specific applications can be confusing. This report and the accompanying financial tool are meant to help eliminate confusion by providing a consolidated resource for airport managers. Escalators and moving walkways are often installed in pairs with one up and one down escalator or two moving walkways moving in different directions. Escalators and moving walkways are both usually driven by electric motors connected to steps in the moving walkway or escalator via a belt or chain mechanism. The size of the electric motor will depend on the load expected but is typically between 10 and 20 horsepower. The handrail is also usually connected to the electric motor via chain or belt. The overhead lighting for a unit is usually not built into the escalator or moving walkway. However, an escalator may have internal lights along the handrail and at the top and bottom to accent the escalator. If a new escalator or moving walkway has internal lights, they are usually light emitting diodes (LEDs). Old escalators and moving walkways typically use four-foot T8 fluorescent lamps. Applicable Standards United States safety regulations for escalators and moving walkways are located in ANSI/ ASME A17.1, Safety Code for Elevators and Escalators. The latest revisions to this document at the time of this report are dated as of Prior to 2010, ASME A17.1 standard, Section prohibited the use of intermittent escalators. Specifically, ASME A17.1 prohibited both variations in speed after the start-up of an escalator and the automatic starting or stopping of an escalator. The release of the updated ASME standard, ASME A /CSA B44-10, permits the escalator speed to be changed provided there are no passengers using the escalator. According to the standard, rigid performance parameters must be provided to minimize any possibility 1 Sachs, Harvey M., Opportunities for Elevator Energy Efficiency Improvements, American Council for an Energy-Efficient Economy, April

14 4 Airport Escalators and Moving Walkways Cost-Savings and Energy Reduction Technologies Table 2-1. ASME 17.1 escalator and moving walkway requirements. Requirements Variable International System of Units (SI) Requirements English Units Minimum allowable speed for an escalator or moving walkway, without a variance 0.05 min/s 10 ft/min Maximum acceleration/deceleration rate 0.3 min/s ft/s 2 Maximum allowable speed for an escalator or moving walkway 0.5 min/s 100 ft/min of speed change when passengers are riding the escalator and that the rate of change of speed of the escalator is sufficiently gradual so as not to cause loss of balance should a passenger bypass the detection means, yet sufficiently rapid to attain full speed when an approaching passenger is detected. As of this report s submission, many states have not adopted the 2010 version of ANSI/ ASME A17.1. However, escalators and moving walkways with variable speeds can be installed pending permission from individual airport governing bodies. The method for obtaining a code variance differs from state to state. Variations also can be obtained to bring the escalator or moving walkway to a complete stop. Table 2-1 lists key requirements for escalators and moving walkways outlined in the ASME code. Other requirements for escalators or moving walkways with intermittent drives (varying speeds) that are specific to speed variation include the following: The minimum speed shall not automatically vary during inspection operation. Passenger detection means should be provided at both landings of the escalator such that Detection of any approaching passenger shall cause the escalator to accelerate to, or maintain, the full escalator speed, conforming to the speed and acceleration requirements listed above. Detection of any approaching passenger shall occur sufficiently in advance of boarding to cause the escalator to attain full operating speed before a passenger walking at normal speed (1.35 min/s, 270 ft/min) reaches the comb plate. Passenger detection means shall remain active at the egress landing to detect any passenger approaching against the direction of escalator travel and shall cause the escalator to accelerate to full rated speed and sound an alarm (requirements for the alarm included in the code) at the approaching landing before the passenger reaches the comb plate. Automatic deceleration shall not occur following the last passenger detection before a period of time has elapsed that is greater than three times the amount of time necessary to transfer a passenger between landings. Means shall be provided to detect failure of passenger detection; means shall cause the escalator to operate at full rated speed only. Potential Savings in the United States According to U.S. Representative Louise Slaughter, who, in 2005, proposed escalators and walkways should be allowed to run intermittently, escalators and walkways are used 90 billion times per year in the United States. The amount of energy consumed by their operation is approximately equivalent to powering 375,000 homes and costs $260 million per year. 2 2 New Technologies Provide Options for Making Escalators More Energy Efficient, John Hurst, Elevator World, January 2007.

15 Background 5 Many energy savings technologies that have been installed in Europe and Asia (e.g., intermittent drives for two-speed operation and start stop operation) have not yet been installed in the United States in large quantities. Since many states have yet to adopt the latest version of the ANSI/ASME A17.1 Escalator and Walkway Safety Code that allows use of intermittent or start stop operation, most local building codes do not allow installing equipment that provides intermittent or start stop operation. Installing additional technologies such as LED lighting and regenerative drives can result in even greater savings. The actual savings on a given escalator will depend on how often the unit is idle, but a recent European study estimated that installing intermittent drives on all of Europe s escalators could reduce total electricity use by about 28 percent. 3 Energy savings technologies, such as regenerative drives and motor efficiency controllers, are just now gaining popularity in the United States. The energy savings potential for escalators and walkways is estimated to be in the range of 10 to 40 percent per upgraded escalator. 4 Innovations in Europe and China According to a 2011 report, Europe is the largest market for escalators and accounts for nearly half of the total installed base of escalators worldwide. However, China currently leads the market as the fastest growing market for escalators. 5 An amended version of China s Energy Conservation Law became effective on September 1, As a result of this law, measures regarding high energy-consuming equipment, specifically related to elevators and escalators, were put into effect. In 2009 and 2010, several airport construction projects completed in China took advantage of the latest escalator energy savings advancements. The largest project was the construction of the Hongqiao Airport, which has since become the largest travel hub in the nation. Over 100 escalators with intermittent drives and other new energy technologies were installed at this airport. 6 European Standard EN115 Safety Rules for the Construction and Installation of Escalators and Passenger Conveyors, governs escalator installations in Europe. The European E4 Project, Energy Efficiency in Buildings, conducted a study on elevators and escalators from 2007 to 2010, concluding that a potential reduction of around 30 percent might be feasible if all of the escalators in Europe were equipped with automatic speed controls and with low power standby modes. The results prompted large-scale installation of these technologies across Europe. Intermittent or variable-speed escalators were popular in Europe and Asia several years prior to their installation in the United States, primarily due to the national safety code which previously forbid escalators from changing speed, as described previously in this chapter in the section on applicable standards. 3 Global Escalator & Elevator Market Report: 2011 Edition Latest Reports by Koncept Analytics, September 2011, Carlos Patrao, Anibal Almeida, Joao Fong, and Fernando Ferreira, Elevators and Escalators: Energy Performance Analysis, Summer Study on Energy Efficiency in Buildings, ACEEE 3 (2010): Global Escalator & Elevator Market Report: 2011 Edition Latest Reports by Koncept Analytics, September 2011, Global Escalator & Elevator Market Report: 2011 Edition Latest Reports by Koncept Analytics, September 2011,

16 CHAPTER 3 Energy Saving Technologies This chapter provides a discussion of energy saving technologies for escalators and moving walkways. The discussion is divided into two sections that focus on (1) technologies included in the financial tool and recommended for consideration and (2) technologies not included in the financial tool and not recommended for installation. Various reasons are provided for why the second group of technologies should not be included in the financial tool. Technologies not included in the financial tool may result in low energy savings and, consequently, long payback periods; may no longer be available for installation; or may have limited data available, resulting in difficulty estimating the energy use of the technology. Technologies Included in the Financial Tool All technologies in the following section should be considered and evaluated for installation prior to selecting a technology. A brief description of each technology, along with a summary of benefits and limitations, is provided. This section discusses both stand-alone technologies and technology pairings that are included in the financial tool that accompany this report. The technologies described in the following section include: LED lighting, Capacitors, High-efficiency motors, Motor efficiency controllers (MECs), Intermittent drives, Intermittent dives paired with motor efficiency controllers, Intermittent drives utilizing variable voltage variable frequency drives, and Intermittent drives paired with regenerative drives. LED Lighting Overview LED or light emitting diode lighting is a semiconductor light source. It is available for handrail and landing platform lighting for escalators and moving walkways as an upgrade or replacement to the existing fluorescent. They are straightforward replacement/upgrades for existing linear lighting. All manufacturers offer LEDs as an upgrade or with new installations. LEDs have the advantages of lower energy consumption, extended time between failures, and longer life. The largest disadvantage is cost. While LED pricing has been decreasing over 6

17 Energy Saving Technologies 7 Figure 3-1. Capacitors. the years, LED purchase costs are still several times more than fluorescent lamps. Prices vary so shopping around will assist in price control, and decisions should consider life cycle costs. Benefits Installing LED lights will result in reduced energy consumption, reduced maintenance downtime, and extended time between failures. Limitations LEDs are sensitive to heat; so, operations in hot areas will reduce time between failures. However, this typically will not be an issue for escalators and moving walkways since the movement of the rotating steps and handrail creates adequate air movement. Capacitors Overview In an electrical distribution system, a load with a low power factor 7 draws more current than an equivalent load with a high power factor, resulting in the same amount of useful power. This need for a higher current increases the energy lost in the distribution system, and requires larger wires and other electrical equipment. Due to the costs of larger equipment and wasted energy, utilities may charge a higher cost to customers for a low power factor. Linear loads with low power factor, such as an unloaded or lightly loaded escalator motor, can achieve greater energy efficiency through the addition of capacitors. Capacitors (see Figure 3-1) used for the correction of a power factor in escalators and moving walkways should be installed as close to the motor as possible to maximize the energy savings. Power factor correction capacitors bring the power factor of an alternating current (AC) circuit closer to 1.0, which is the ideal power factor. It is usually impractical to correct the power factor completely to unity (1.0). There is a diminishing benefit per incremental cost. Adding capacitors will act to cancel the inductive effects of the load, thus reducing the need for reactive current to be generated by the utility and reducing the current flow through the distribution system, and therefore in lower power loss. 7 Power factor (PF) is a measure of the efficiency use of power, or ratio of working power (kw) to apparent/total power (kva).

18 8 Airport Escalators and Moving Walkways Cost-Savings and Energy Reduction Technologies Figure 3-2. Asynchronous squirrel-cage AC induction motor. Source: Elevator World Benefits Installing capacitors can result in reduced electricity costs if the utility rate structure includes penalties for low power factor. A typical payback period is less than 2 years. 8 Capacitors can increase system capacity (e.g., for generators, cables, transformers, etc.), improve voltage regulation, and reduce losses in transformers and cables. Capacitor installation requires minimal capital or labor investment. Typical distribution system losses are in the range of 1 to 4 percent of total kilowatts used. Capacitors can improve distribution losses by 1.5 to 2 percent on average. 9 Limitations Capacitor installations may not result in an acceptable economic payback, even when a facility is being charged kva billing at a 1.0 power factor target, the most expensive power factor penalty. Capacitors should not be installed on distribution systems with high harmonics since harmonics can cause capacitors to fail. Harmonics are non-linear current or voltage in an electrical distribution system that increase power system heat losses. 10 There is the possibility of the distribution system going into a leading power factor situation at light load if passive capacitors are installed. Some utilities charge for a leading power factor. To avoid this, an active switched capacitor bank may be required, which, depending upon complexity, can be cost prohibitive. High-Efficiency Motors Overview The majority, if not all, of the power consumption within an escalator/moving walkway is consumed by its motor. A typical escalator is equipped with a 7.5 to 15 kilowatt (10 to 20 horsepower) inductive AC motor. 11 The most common AC motor seen in escalators is the induction asynchronous squirrel-cage motor (see Figure 3-2), composed of an external stator core and rotating rotor. 12a The power consumption of a motor is inversely related to the 8 Power Quality Solutions and Energy Savings What Is Real? Eaton Industry Application 1A E, March 2010, Daniel J. Carnovale and Timothy J. Hronek. 9 Ibid. 10 Ibid. 11 Overview of a Typical Motor, Power Sines, 12a Christine Toledo, Improving Motor Efficiency in Constant Speed Applications, Elevator World, Oct. 2007, elevator-world.com/files/oct07_copy.pdf

19 Energy Saving Technologies 9 Figure 3-3. Sample efficiency curve for a standard AC induction motor. efficiency of the motor; therefore, the energy consumption of the escalator or walkway can be greatly reduced by installing a high-efficiency motor (see Figure 3-3). There are two basic classes of motors, direct current (DC) and alternating current (AC). AC motors are less expensive, more reliable, and more efficient for applications requiring extended periods of use such as escalators or moving walkways. Within the motor class of AC motors, there are two main types: induction and synchronous. Losses make a motor inefficient. There are five main types of losses in an AC induction motor: stator power losses, rotor power losses, magnetic core losses, friction and windage losses, and stray losses. These losses can be minimized by constructing the motor with superior magnetic materials, larger magnetic circuits with thinner laminations, and larger copper or aluminum cross sections in the stator and rotor windings. High-efficiency motors are usually constructed with these features, and have tighter tolerances, better quality control, and optimized designs. These modifications result in the motors having lower losses, improved efficiency, lower operating temperatures, and improved reliability. In addition, most motors within escalators are oversized because they are designed for maximum capacity of two people per step. In a typical AC motor, the efficiency peaks when 90 percent loaded, and drops significantly when the load is between 25 percent and 50 percent. 12b If a motor is oversized, running with a load less than 50 percent, it will not run efficiently and the energy consumption will increase. If the actual required peak load is known, installing a smaller motor to match the load required can also greatly reduce the energy consumption of an escalator or moving walkway. If a smaller motor cannot be installed, a variable voltage variable frequency drive (VVVF) can be installed to reduce the energy consumption at lower loads. (See this chapter s section on VVVFs for more information.) A typical standard efficiency induction motor has an efficiency of approximately 84 percent when fully loaded in the size range typically found in escalators and moving walkways. The highest efficiency motors commercially available typically have a nominal efficiency of approximately 90.2 percent in the size range used for escalators and moving walkways. 13 The potential savings from installing a high-efficiency motor depends on the number of operating hours, motor horsepower, and typical load. 12b Toledo, Christine. Improving Motor Efficiency in Constant Speed Applications. Continuing Education: Motor Efficiency. Elevator World, Oct Web. 30 Apr Improving Motor and Drive System Performance, US Department of Energy, September 2008, gov/manufacturing/tech_assistance/pdfs/motor.pdf

20 10 Airport Escalators and Moving Walkways Cost-Savings and Energy Reduction Technologies Benefits Installing a high-efficiency motor on an escalator or walkway can greatly reduce operating costs. The operating cost of a motor can represent up to 97 to 98 percent of lifetime costs. 14 For small motors that have high operating hours, the payback period for a high-efficiency motor can be as low as 7 months. Typically, as the size of the motor and the operating hours increase, the payback period decreases. In addition, high-efficiency motors are often more reliable, durable, and quieter than standard efficiency motors. Limitations High efficiency motors cost approximately 15 to 25 percent more than standard motors depending on the size, or $8 to $40 more per horsepower. 14 Like all upgrades requiring a component to be replaced, the installation of a high-efficiency motor will require the escalator or walkway to be turned off for a period of time for the installation and will be accompanied by an installation cost, if installed by an outside contractor. Depending on the motor and system, modifications may need to be made to the drive system or motor controls if a high-efficiency motor is installed. If modifications are required, the installation cost will be higher and the payback period will be lengthened. In addition, high-efficiency motors often have less slip, which can result in a slightly higher rotational speed. Slip is the difference between the rotational speed of the stator and rotor. The change in rotational speed should be considered when contemplating installing high-efficiency motors. Motor Efficiency Controller Overview A motor efficiency controller (MEC) improves the efficiency of a motor during various loading conditions. MECs are solid-state controllers that dynamically optimize the efficiency of 3-phase AC motors. MECs should only be used on 3-phase motors in escalator and walkway applications. Use of MECs with single-phase motors requires replacement of wiring and produces increased line losses, and therefore is not recommended for single-phase motors. Motors typically operate most efficiently when loaded to 75 percent of their maximum capacity. However, escalators and walkways are commonly loaded from 0 percent to 50 percent; as a result, the motors do not run at their most efficient condition. A fully loaded escalator is defined as having two people on each step, a situation that rarely is seen in practice. MECs are designed to address this low loading issue. As stated previously, the six main losses in an AC motor are: friction, windage, stator power, rotor, magnetic core, and stray losses. The magnetic core loss is the energy lost due to eddy currents and hysteresis effects in the magnetic iron cores of the stator and rotor; it is a function of the voltage of the motor terminals. This loss is independent of the load. A motor operates most efficiently when the motor load is above 75 percent of the fully rated load. When the load is very low, the magnetic core loss dominates, representing most of the energy loss. By lowering the voltage, the MEC reduces the magnetizing current and thus the magnetic losses. This reduces the total power delivered to the motor; and since the power delivered to the load has not changed, the efficiency is increased. In addition, the MEC reduces the magnetizing current, which is the inductive component of the total power and total current, resulting in an increased power factor. MECs, also known as sinusoidal controllers, modify the shape of the standard AC current wave to reduce voltage and thus improve efficiency and power factor, as shown in Figure Lowe, Golini, Gereffi, U.S. Adoption of High-Efficiency Motors and Drives: Lessons Learned, Center on Globalization Governance & Competitiveness, February 2010,