The main reasons for lifts being modernised is that they are at the end of their original design life or because the component parts have become obsolete or worn beyond economic repair. In such situations, the traditional approach has been to dismantle and remove the worn components but retain the main structural steel items eg. guide rails, brackets, car frame, counterweight and associated steelwork around which the new items are fitted. This approach has been necessary due to inflexible new lift designs and the problems associated with installing a complete new lift within the constraints of an existing lift shaft.

From 2004, property owners have a responsibility to ensure that lift installations in Public buildings comply with The Disability Discrimination Act. Having recognised this potentially large market, most major lift manufacturers are actively re-appraising their new lift ranges to make them more flexible for use within existing shaft dimensions.

Systems are now available whereby a complete new lift can be installed in pit depths as low as 900mm and shaft headroom heights as low as 3600mm. In many cases, the lift car sizes are variable in 50mm increments to allow the optimum sized lift car to be installed within the constraints of the existing shaft footprint.

The industry approach to this situation has resulted in the cost for installing a complete new lift within an existing shaft to be less than carrying out a major refurbishment.

Dunbar and Boardman have completed numerous such projects, contact your local office for current information.

The requirements for periodical inspection of certain components of a lift installation has until recently been covered under Health and Safety Guidance Note PM7. This has now been replaced by inspection routines as detailed within SAFed LG1 Guidelines. SAFed inspections are more extensive, and more costly, than those listed under PM7.

The extent, nature and frequency of LG inspections is established by carrying out Risk Assessments carried out by Competent Person. Whilst the appointed Lift Contractor could act in the role of Competent Person, the general belief is that this role should be undertaken by the insurance inspector as part of their 6 monthly inspections under LOLER Regulation 9.

LG1 details the maximum intervals at which inspections are to be carried out undertaken but following their Risk Assessments, the Competent Person may well request that supplementary tests are undertaken..

Dunbar and Boardman strongly recommend that all LG1 tests are carried out within the prescribed timescales as detailed in the SAFed LG Guideline document and that any supplementary examinations as requested by the Competent Person are similarly actioned.

The complex design of the atrium at Building 3 on the Paternoster Square development required a purpose built access cradle that would allow maintenance and cleaning to be carried out in a safe and efficient manner. The Client, Stanhope plc, and Allies and Morrison Architects required the cradle to fulfil all operational requirements but to be designed in such a way as to be unobtrusive when not being used. Bob French has specific experience in this field and was appointed to carry out a feasibility study and produce design options for consideration. The chosen design was for a three section telescopic gantry with a travelling cabin to house the operator and suspended cradles allowing safe access to the entire internal area of the atrium glass.

Sheffield-based engineer Grenville Brookfield is the account manager for a national food retailer currently undergoing a major expansion programme requiring the installation of a large number of escalators and autowalks. As a result of the Clients interest in purchasing escalators made in China, a factory visit took place in Spring 2003. Grenville reports that the escalator manufacturer, Anlev, is based 200 miles form Shanghai. The factory has the capacity to produce 400 escalators a year and although the majority are for the domestic market significant inroads are being made in the European marketplace. Orders have already been placed for one escalator in Norwich and an Autowalk in Surrey.

The design engineers from Anlev are keen to satisfy particular the client requirements of the UK market and whilst their designs are extremely flexible Grenville is quick to point out that ordering a Chinese escalator isn't just a matter of ordering a 12, a 23, a 45, and a 78!!

Cambridge-based engineer Jim Baynam has been a regular and successful competitor in UK motor-racing events since 1981. In this time, he has competed in over 300 motor races across the UK and Europe.

Jim's racing career started with an MGB in 1981, he still owns and races this car but in 1998 decided to move up a level and built a 1970 TVR Tuscan to race in Historic Sportscar events. In the subsequent 5 years, the TVR has been entered in 40 races gaining 26 Outright and Class wins, the highlight being an outright win in the 2002 Oulton Park Gold Cup meeting where the winners trophy was presented by the legendary Sir Jack Brabham.

For more of Jim's exploits see his website www.tvr-racing.net

One of the two founder Directors of the Practice, Henry Dunbar, retired in June 2003. During the 22 years since forming the Practice with Peter Boardman, Henry has become widely known throughout the industry as a larger than life character with strong views on just about everything! He will be missed by friends, colleagues and maybe even a few contractors …

See our report on the recent company fun day and see how Henry went out with a real 'bang'!