Lifts and Escalators

APPRENTICE LOGBOOK

Equipment Name GEARBOX (testing oil + draining and refill+ gland packing)

LOG BOOK ENTRY NUMBER:

1

LOCATIONS: Bond Street and Stratford

DATE: 08/02/2023 & 08/06/2023

DEPARTMENT: L&E

Contents:
Section Title
1.0 Introduction
2.0 Overview
3.0 Documents
4.0 Health & Safety
5.0 Diary of Events

6.0 CAT 1 Standard

7.0 Common Failure Modes
8.0 Conclusion

Definitions:

RPM – Revolutions Per Minute

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MRA – Machine Room Awareness
SPC – Site Person in Charge
PICER – Person in Charge Evacuation Register
PPE – Personal Protective Equipment

Equipment.

1.0 Introduction.

The major part of a drive train is a gearbox. A gearbox is linked to a power source, which could be an
electric motor or a fuel-powered combustion engine. This is a gearbox's energy source.
Electromechanical devices make up escalators. The escalator gearbox is attached to an electric
motor as a result.

Often referred to as a gearbox or transmission, a gearbox is a mechanical device that converts

energy from a motor or other source into a different form by using gears. This process increases
torque while lowering RPM. The direction of rotation can also be changed by the gearbox.

An escalator motor has an RPM of 900+. The worm and crown wheel transform the motor's energy
into torque as the motor shaft rotates the gearbox. A single fixed gear ratio is used by some
gearboxes, although many transmissions feature several gear ratios.

An escalator gearbox's function is to boost torque. The torque output will therefore equal the speed
function's inverse. The torque output will rise if the enclosed drive is a speed reducer (speed output
less than speed input); the torque output will fall if the drive accelerates.

2.0 Overview.

A long, cylindrical shaft with a helical spiral is known as a worm shaft. This has a thread similar to a
bolt screw. The crown wheel and the helical thread mesh. The two components engage precisely
and smoothly thanks to the helical spiral and gear. The crown wheel is positioned at a 90-degree
angle atop the worm.

Images showing a helical worm, a demonstration of a worm and crown meshing as well as 90 degree meshing

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A bronze gear drive is the crown wheel. It is referred to as the worm wheel or the bronze. As I've
already discussed, the crown revolves in tandem with the worm. It is a hollow gear (sprocket) that
fits atop the worm and attaches to a side shaft with a flange that produces a tolerance resistance fit.

I'll demonstrate how the gearbox is put together using the pictures above. The first picture shows a
hollow-bored crown wheel. A shaft that slides into the crown wheel's hollow bore is depicted in the
second figure. An engineer is seen in the third picture attaching the crown wheel to the shaft flange.
The crown wheel and shaft are positioned 180 degrees apart in the fourth figure, which shows the
crown wheel fastened to the shaft. The last picture shows a gearbox in its entirety, complete with
housing. The worm gear is located on the bottom shaft, while the top shaft is the one that inserts
into the crown wheel's bore. The crown wheel sits 90 degrees to the worm, as I have already
mentioned. The sprocket for the escalator's main drive would fit onto the exposed crown wheel
shaft. Additionally, the energy source, or the motor, would be connected to the bottom worm shaft.

Further information regarding the top crown wheel shaft: as previously mentioned, the shaft takes a
sprocket, which in certain cases is triple in number. The sprocket turns a chain, which in turn turns
the main escalator drive. The main drive of the escalator is what the gearbox is mostly used for.

Oil gauge

Capacities of oil-

Different size gearboxes

In the first picture, the shaft connecting the escalator drive sprocket and crown wheel is covered by
red guarding in the middle. A blue gearbox and red guarding are located to the right and left of the
gearbox, respectively. The escalator drive sprocket is located to the left of the red guarding. I've
depicted what's on the left of the red border in image one in the second picture. This is a driving
sprocket for an escalator; as you can see, it joins to a triplex chain and has three sprockets in one.
I'm showing you how the triplex chain attaches to the escalator main drive in the last image.
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When performing maintenance and fixing faults, the gearbox is examined. Through the inspection
hole, the inspections are conducted. A flap that slides around the hole covers the opening. It is
fastened with two bolts at opposite ends. By removing one bolt and loosening the other, I may
inspect the crown wheel for any signs of pitting, leftover foreign material build-up, or dirty oil.

Oil sample is one method of examining the gearbox; there are others. A hose is threaded onto a
rapid release pressure valve, allowing the oil to be pushed out and collected in a cylinder. This is
subsequently shipped to a laboratory to test the gearbox's oil condition.

It can be necessary to drain the gearbox's whole oil when replacing or inspecting internal
components. In order to align the valve lever with the oil flow I turn it to 180 degrees with the flow
pipe, then I turn the drain plug anticlockwise. As required, the oil is gathered into a drum.

Refilling the gearbox requires simply the appropriate amount—a minimum and maximum amount
exist. If too less is added, it can either cause insufficient lubrication to harm parts or overflow and
blow seals owing to excessive pressure and oil due to too much oil. The visual oil level indicator, the
oil dipstick and the sight glass on some gearboxes can all be used to check the oil level.

An inspection hole is shown in the first picture. The oil sampling valve is highlighted in red in the
second figure, while the oil flow valve is highlighted in blue. The second image also shows the visual
oil level indication. The oil drain plug is shown in the third image, and the oil level dipstick is shown
in the final image.

Escalators and their parts are purchased, installed, maintained, and redesigned by London
Underground. Escalators are not created by them. Since the escalators are located on their premises
and sites, London Underground is the owner of the escalators. They support a wide variety of brands
and manufacturers as a result.

Manufacturers vary in their utilisation of design criteria and dimensions. Because different
subterranean locations have differing engineering spaces, there are escalators of varying sizes there.

The gearboxes that power the escalators on the London Underground come in a variety of sizes. The
size of the gearbox would vary depending on the machine's age and manufacturer. In my
observation, the Renolds gearbox is utilised on the majority of RTP escalators produced by CNIM.
Renolds are available in TW24, TW20, TW12, TW10, and other sizes.

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Oil capacity might differ. The direct drive, smaller OTIS OSB gearboxes require 20 litres of oil, while
the Renold TW20 gearboxes require 140 litres. Engineers have discovered amazing ways to lower
material costs while increasing efficiency as time and technology have gone on.

Nonetheless, the Renold worm drive gearbox is widely used in the escalator sector, and it is also
utilised in the outdated OTIS HDB and HDC machines.

The Otis OSB Gearbox and motor are utilised for the more recent and effective escalators. This is
because the escalator is a smart walkway; it only utilises the necessary amount of power when it
detects a load. As a result, nothing is lost.

3.0 Documents.

Below are links to some documentation utilised in the servicing, maintenance and repair work of
escalator gearboxes. These documents are specific to London Underground and can be found on the
company sharepoint.

W1064 4 Replacing escalator gearbox gland packing

https://transportforlondon.sharepoint.com/sites/TMSWorkInstructions/Work%20Instruction/Forms
/AllItems.aspx?id=%2Fsites%2FTMSWorkInstructions%2FWork%20Instruction%2FW10644%2Epdf&p
arent=%2Fsites%2FTMSWorkInstructions%2FWork%20Instruction

W2622Sampling escalator gearbox oil

https://transportforlondon.sharepoint.com/sites/TMSWorkInstructions/Work%20Instruction/Forms
/AllItems.aspx?id=%2Fsites%2FTMSWorkInstructions%2FWork%20Instruction%2FW2622%2Epdf&pa
rent=%2Fsites%2FTMSWorkInstructions%2FWork%20Instruction

TLES-FM-0289 A - Escalator Internal gearbox Inspection

https://transportforlondon.sharepoint.com/sites/JNPAssets/LiftandEscalators/TLES%20Managem
ent%20System/Forms/AllItems.aspx?id=%2Fsites%2FJNPAssets%2FLiftandEscalators%2FTLES%20
Management%20System%2FTLES%20Documents%2FTLES%20Forms%2FTLES%2DFM%2D0289%20
A%20%2D%20Escalator%20Internal%20gearbox%20Inspection%2Epdf&parent=%2Fsites%2FJNPAs
sets%2FLiftandEscalators%2FTLES%20Management%20System%2FTLES%20Documents%2FTLES%2
0Forms

TfL 00728 Supply of escalator gearboxes and related services

In addition to the links mentioned above, I'd like to include a few more documents that I utilise for
work-related tasks. I will provide a brief summary and images of each here, but I will go into further
depth about them in the relevant areas of my LogBook.

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The MRA G pass, is required to enter a chamber room and take possession of the escalator. This
needs to be used in order to take out a work permit.

The permit to enter, work permit escalator possession form. This is used to take possession of the
escalator.

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Person In Charge Evacuation Register is used to sign in and out of the work site. It is the
responsibility of the SPC Site Person in Charge to make sure everyone signing the PICER conforms
with the Drugs and Alcohol policy of London Underground.

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COSHH regulations on handling substances hazardous to health. This is a Data sheet for a hazardous
substance called Citrol.

4.0 Health & Safety.

PPE
Everybody using escalators and moving walkways is required by British standard BS7801:2004 to
wear the proper personal protective equipment (PPE). My employer is in charge of ensuring that I
have access to the right tools and PPE so that I can perform my job in a responsible manner. I go
through my company to request PPE if I need it. It is my duty to make sure I show up at the
designated location wearing the appropriate PPE and protective gear.

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I use a bump cap whenever I enter the escalator rectification and service area since I operate in
tight spaces near the step band and escalator truss work. There are certain machine rooms and
inspection sections that are not inside the step band, giving me a lot of freedom to operate
without feeling restricted. Since there are no risks related to the work area that the bump cap is
supposed to control, I don't always wear it in these situations.

Wearing overalls is like wearing a protective overall—they cover my entire body. I always wear
these when doing inspections and escalator maintenance in the chamber room. This can be
attributed to the well-oiled step chain service area. I suffer from lubricants and grease afflicting
my body because the escalator is a well-oiled machine. Wearing the overalls prevents me from
getting dermatitis or from coming into contact with carcinogenic oils. Over time, lubricants and
oils undergo degradation that renders them hazardous to both the environment and human
health.

Gloves are a major defence against potentially dangerous substances. I use them as protection for
my hands against abrasive substances like citrol. This chemical can corrode metal surfaces and
irritate skin. I study the COSHH data sheet for each chemical before starting a task to learn about
its risks and how to avoid them.

Safety goggles protect against harsh chemicals, oils, and lubricants that bounce back when the
solution is applied or collides. I put on the goggles to shield my eyes from any particles.

The screen grabs shown above are taken from the COSHH data sheet for citrol; it explains the risks
connected to the chemical and what precautions should be taken in accordance with P264 and
P280.

Of course, when not using oils and citrol the hazards are not found, so it’s not necessary to wear
the safety goggles.

I operate in the machine room, which has certain risks because of its large machinery. I use tools
in my workspace, and because I handle oils, these tools may become slippery and fall on my feet.
Hard boots are therefore a component of my PPE list, and I always wear them when I'm working.

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In the first photo, I'm wearing personal protective equipment (PPE) such a bump cap and safety
goggles; in the second, I'm wearing white overalls; and in the third, I'm wearing gloves when
handling grease- and lubricant-covered equipment.
Hazard Control

The escalator portion of a London Underground tube station is where I work. This implies that in
addition to the chamber room, I work on top of the escalator. A British Standard called BS 7801:2004
requires the escalator's owner to provide me with enough lighting in the chamber area. A risk
evaluation includes checking for inadequate lighting.

BS 7801 makes it necessary for me to barrier my work area on top of the escalator even when I am
working in the under section of the Escalator. The Barriers are part of regulation that prevents
accidental use of the escalator by other people in the vicinity of my work area. Extra carabiner clips
are used to secure the barriers to the escalator to prevent accidental movement of the barriers.

Even when operating in the lower level of the escalator, I have to barrier my work space on top of
it due to BS 7801. The Barriers are a component of the regulation that stops those who might be
nearby my work area from inadvertently using the escalator. In order to avoid unintentional
movement of the barriers, additional carabiner clips are employed to hold them to the escalator.

The escalator is blocked off and marked as being under repair in the first photograph, which also
shows the Tensa barrier drawn across it. In the second image, carabiners are seen clipping the
barriers to the side of the escalator so that no one can remove them.

The task diary to this log book is an event of me carrying out maintenance tasks to an escalator gear
box.

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Therefore, apart from my standard tools, which included spanners, gauges, hammers, and Allen
keys, I also utilised socket sets, which included a 24mm socket for removing bed plate nuts, grips
for removing motor pins, and big containers for gathering gear box oil.

Specialised hoisting apparatus was utilised. This was an A frame, meaning that the gear box and
escalator motor are situated under the frame. Enough room exists to lift the escalator components
off the bed plate and place them in a secure location.

In order to ensure that lifting equipment is safe to use while transferring big loads, things like A
frames need to have their tags and certificates verified to make sure they are up to date. I verified
that the A frame lifting equipment is safe to use by looking at the certificate's date.

Images showing components of an A frame dated and tagged with certificates

I will discuss the tasks I completed on the gearbox in the section of the task diary. One of these
has to do with the motor enclosure's gearbox seal. I had to work with oils and other fluids,
including citrol, to clean up any spills because the seal needed to be replaced.

I am required by law to have access to a risk assessment of the work site as part of BS 7801:2004.
Even with this assessment available, I nevertheless conduct an on-site risk assessment to ensure
that any essential control measures are in place.

After I looked at the site risk assessment, my SPC filled in a FR705 and the On site Risk Assessment
FR706.

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The attachments above show general risk assessments as well as site specific risk assessment
forms, I have attached them for assessment purposes.

All machine areas must have feasible and accessible entry and egress in accordance with Bs
7801:2004. Appropriate access to the chamber room is necessary for the work being done.
I'll go over why I had to move a motor to get at a gearbox seal in my task diary. I had to lift the
motor out of its mounting using an A frame in order to remove it. I managed to use the A frame
above the gearbox and motor because there was adequate space in the chamber room.
Sometimes, though, there isn't enough height to build the bridge over the equipment, in which
case an alternate means of access must be employed.

The floor plates immediately before the escalator comb plate are detachable, revealing a large
opening in the ground through which the escalator's parts can be accessed or relocated from
above the chamber area.

A specialised floor sucker is utilised to move the floor plates.

Image showing equipment being used to remove a floor plate.

Manual handling

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The van had the tools and supplies needed for the tasks. I employed mechanical aids like trolleys
to unload the tools from the van and move them to my work area. To make sure nothing fell off
the trolley, the tools and equipment were securely fastened to it using bungie cords after the
trolley had been loaded.

Larger pieces of equipment, like the A frame, were picked up by a lorry gang and driven to Bond
Street station. Using flat trolley beds to pull the pieces to the access point, the lorry gang carried
the parts down into the chamber room.

I had to go down a ladder before taking tools into the chamber room. To ensure my safety, I
descended first, and Ben subsequently handed me the tool bag.

The images show manual handling techniques and the need to descend a flight of stairs safely
Isolation.

As soon as I sign out of the Escalator and have a work permit, the isolation procedure begins. I
was given responsibility for removing the escalator from operation and resuming it at the
conclusion of my shift after obtaining custody of it.

My SPCs both obtained the permission to enter in their names on the day of the task diary. This
implies that nobody other is able to use the escalator or turn it on or off. I can collaborate safely
with other contractors or engineers who need the same engineering space as me thanks to my
entry permit. We agree on a safe work procedure and countersign each other's permits. At any
given time, the permission to enter can be countersigned by four groups of contractors.

The most delicate and significant task that needs to be done that evening is given priority if a safe
system of work cannot be agreed upon.

I am now able to begin the isolation process now that I have permission to enter. I went to see if
anyone was using the escalator, I was working on by looking over the sweeps. I noticed that
nobody was using the escalator and that nobody was planning to use it either. I yelled out that the
escalator was about to halt.

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 “Stopping Escalator number seven!!”

blasted, producing a thunderous echo that reverberated through the surrounding escalator
columns' oval-bored tubes. The echo resonated loudly when the sound reflected off various
materials located within the arch and as a result of a shift in air pressure. After the noise subsided
and I was certain that nobody remained to respond to my safety alert, I silently pressed the
emergency diamond located at the summit of the escalator. This caused the escalator to stop at a
speed of 700 mm per second, or one step.

I grabbed the yellow barriers and used carabiner clips to secure them to the escalator. I
descended to the chamber room beneath the escalator, which houses the primary isolator. I
turned off the power source by pressing the power off button. I then took the castell key out by
pulling down the isolator's lever. I took out the castell key, wrapped the harp around the lever,
and used my own padlock and key to secure it. Both the padlock and castell keys were securely
kept in my pocket. I donned the isolator using an engineer's disc before turning to go.

Images depicting complete isolation of the Escalator

5.0 Task Diary.

I was dispatched to the Bond Street Underground station on February 8, 2023, in order to make a
gearbox accessible so that an oil seal could be changed. It was my responsibility to take the motor
out of the gearbox so that outside contractor Brownings could replace the seal.

An annual service inspection found an oil leak, and it was determined that the gearbox seal, which is
located between the gearbox and the motor, was leaking too much oil.

My lead fitter, Ben took out the escalator's possession and work permit when I got to the job site. In
the station supervisor's office, I signed the PICER. I acknowledged that I have not used alcohol or
taken any controlled substances when I signed this form, which puts me in violation of London
Underground's drug and alcohol policies. Following this, I depressed the diamond at the top of the
escalator to stop it and installed barricades at both the top and bottom. This ensures that nobody
can utilise the escalator while I'm repairing it.

I descended to the chamber room and turned off the machine by pulling out the castell key and
pressing the power off button. I then padlocked the hasp around the isolator arm to ensure that
nobody else could switch on the escalator. An engineering disc was hanging from the escalator when
I left.

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I got changed into extra PPE such as white overalls that protect me from contamination and other
hazardous substances. I collected the tools that I needed, these tools were a socket set, a chain
clamp to remove the chain pins connecting the gear box to the escalator. An A frame and anchors to
tie the escalator step chain to the truss work. Other equipment such as oil drums were brought with
the van from the escalators stores at frank pick. The drums were used for draining the oil from the
gearbox.

Turning the oil flow valve 90 degrees to align it with the flow pipe was the first thing I performed. I
used a spanner to turn the drain plug once it was in line with the flow pipe. As the plug became
more and more loose, oil began to leak out. Knowing that it would only be a matter of seconds
before the leak poured profusely, I positioned the oil collecting drum underneath the drain plug and
removed it entirely. The reason I drained the oil was because the seal was going to be changed, and
when the old seal gets taken out, the oil would spill everywhere.

Ben, the lead fitter, opened the gearbox inspection hole to allow air to exert pressure on the
gearbox's oil, which produced a vacuum and sped up the oil's drain. James the fitter had taken off
the guards surrounding the drive chain during this time.

once the guarding was removed and the oil was emptied. James had secured the chain by clamping
it on both sides of the connecting link. He took this action to defuse the tension around the make-up
link. Subsequently, I extracted the split pins from the make-up connection, bended it, and tapped
the pin out. Ben then broke the chain by forcing out the make-up link. The chain was held together
by a clamp, so it didn't break off. I was able to hold one end of the chain while James held the other
end thanks to this; Ben now took the clamp off, allowing the chain to break apart securely and
gradually. While I held the other end of the chain in place, James took the other side off the gearbox
output shaft sprocket.

The Escalator was not linked to the worm drive since the chain was off the gearbox output shaft. It
thus loses an additional brake. If the escalator is loaded too much, it may go away even with the
operational and auxiliary brakes engaged.

I fastened the escalator step chain to the truss construction using a D shackle and a Sling. This
provides an additional barrier of separation. It ensures that heavy loads on the passenger side won't

cause the escalator to take off. Ben and James tied up the escalator drive chain where it was just
broken while I was working so that it would be simple to put back together when the replacement
pin link needed to be inserted.

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In the first picture, I'm opening the drain plug; in the second, an inspection lid is open, letting oil flow
through and improving drainage. The third illustrates how the makeup link was taken down. The
output shaft's bare sprocket is shown in the fourth image. The drive chain is kept together in the
fifth picture. The final two pictures show a sling and an anchoring D shackle fastened to the truss
work.

It was time to take the motor out of the gearbox now that the gearbox had been emptied and the
escalator drive had been anchored. 26mm bolts are used to secure the motor to the bed plate. I
loosened the bolts with a ratchet and socket.

While I was taking the bolts out, Ben, Jim and Graham were building the A-frame bridge. After the
bridge was built, James and I wheeled it into place. The hoisting procedure took place in the
chamber room since there was sufficient height between the frame and the motor to avoid
removing floor plates from the ceiling.

Ben attached the motor to the chains at the anchor points. James installed the runner, and I engaged
the hoist's chains to raise the motor. It hovered there for a little while until Graham, Jim, Ben and
James brought the frame and motor into position for lowering. After arranging everything, I used the
hoist to lower the motor. After moving the motor out of the way, I removed the shims that help the
motor balance and line up with the gearbox. To ensure that they are put back in the proper place
after I put them back, I taped them together and labelled their origin.

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The motor is being lifted in the second picture, me taking off the 26mm bolts in the first, and the
motor hanging in mid-air in the third. The fourth shows that there is enough room for the engineers
to repair the seal and that the motor has been safely positioned away from the gearbox. The shims
are seen in pictures five and six; they are taped together and placed appropriately for reinstallation.

Browning’s came during the day and replaced the seal. That night the motor was put back into place.
I put temporary alignment pins were put back into place, this means the motor and gearbox are
connected squarely and the shafts won’t wear out. A team of testers were pending optalign. I filled
the gearbox with oil while the anchors were taken off and the machine was put back into service.

The motor is pinned into place, as seen in the first picture. The second and third indicate that I have
the oil filled to the proper level. The last image displays the machine running on the up.

On the 8th of June 2023 I was working with the condition monitoring team at Stratford Escalator
three. It was my responsibility to remove old, damaged oil from a gearbox and replace it with fresh
oil. In addition to being a lubricant, gear box oil is a type of coolant. Gear oil changes are necessary
because the deteriorating oil might damage the worm and crown wheel. Prior to the sample being
returned from the lab, Ryan and Stuart had collected one from this escalator, and it was discovered
that the oil needed to be changed.

Stuart and Ryan and I met on the job site. First, Ryan took possession of the escalator with his E pass.
After that, Stuart and I utilised trolleys to move the tools, empty drums, and gearbox oil from the
van to the work area. A unique drill pump was needed in addition to the tools; more on that in a few
moments.

This device was an OTIS escalator that combined a gearbox and motor. It is a direct drive system, and
accessing the drain plug was challenging because the gearbox is much smaller than that of the
Renold series. It is not possible to get an old drum to collect the oil or replace the oil because the
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drain plug is so close to the floor. This greatly complicated my work. I therefore adjusted and solved
the issue by using specialised tools. I purged the oil using a drill pump.

I was able to open the drain plug without any spills because the oil release valve was in the off
position. I then secured the drain plug to the pump's pipe. I fastened a hose to the pump's outlet
end, and I used that line to fill the drum used to hold used oil.

The drill was operating in reverse to extract oil. To align the oil release valve with the oil flow, I
rotated it 180 degrees. The moment the oil began to flow, I turned on the drill. I filled an old drum
with twenty litres of oil.

I brought the new oil drum over to me and closed the old one. I turned the drill to clockwise drive
and inserted the hose into the new drum. Oil was pumped back into the gearbox by the drill. I used
an oil indication dipstick to monitor the oil level after the oil had finished. This gearbox had a 20-liter
capacity.

An OTIS direct drive motor and gearbox are shown in the first picture, while the second shows the
problematic placement of the drain plug. The gearbox and old oil drum are linked to the drill pump,
as seen in pictures three and four. The oil is poured when the valve is open, as seen in the sixth
picture. The last images display a fresh oil drum along with an oil level indicator that checks the oil's
level.
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Cat 1 Standard

The Cat 1 standard in part A6.4.4.3 states that checks need to made to the following parts of the
gearbox.

i. Bearing lubrication
ii. Wormwheel condition
iii. Oil condition (aerated or contamination)
iv. Leaks
v. Noise/heat/vibration

Section nine of table one further mentions that acceptable conditions are:

Free of hardened oil / grease and dust deposits. Drip tray shall be empty. Gland packing leakage is
acceptable if oil is contained in correct container and does not contaminate floor, brake or bedplate.

However, section nine of table two describes what is unacceptable such as:

Major build-up of hardened oil / grease or dust deposits. Gland packing leakage, oil not being held in
container and contaminating floor, brake or bedplate. Container more than half full. Coupling and
Coupling shaft dripping oil or grease and contaminating other areas.

Section A7.4.3 Table of Section 5 Defect Criteria highlights what should be checked on an inspection
F45.

Worm and other gear mechanisms shall be checked for excessive noise, overheating and vibration.
Wherever possible this shall be done without dismantling.
If there is evidence of wear, arrangements shall be made for the working parts to be exposed, and
an in-depth examination undertaken, with the results recorded at a later date.
Gears shall be inspected through the inspection ports for signs of wear overheating and lubrication
problems.
Gearbox oil levels shall be checked and oil leaks shall be noted.
Gauge glass breather holes shall be inspected for blockages.

6.0 Common Failure Modes.

This piece of equipment has a few typical failure mechanisms. One that occurs frequently is a
gearbox leak. The gear box's drive and non-drive end seals are susceptible to blowing.

A build-up of pressure in the gearbox is one reason this occurs. How can this pressure become to be
too much? On top of the gearbox is a pressure release valve. The purpose of this pressure release
valve is to relieve pressure when the gearbox overheats and produces too much pressure. But the
breathing valve becomes clogged. Particles from the chamber room, such as dust, oil, and debris, fall
into the breather's entrance and solidify.

As a result of the breather being obstructed, the gearbox's pressure is increasing. When the strain
gets too high, something has to literally give way. Thus, the pressure searches for the gearbox's

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weakest place and exits through it. The rubber gasket seal in an industrial-sized solid iron gearbox is
its weakest component. As a result, the oil leaks because the seal blows.

Excessive backlash in gearboxes is another prevalent problem. The pitch point between gears is
called backlash. It is the point where the worm and crown wheel meet in the gearbox. The metals
will tear each other to pieces and destroy each other if there is no pushback. The gears won't mesh
together and will wear out too quickly if there is too much backlash. The gears will generate a lot of
heat build-up, excessive vibration, and grinding.

Since gears are always constructed to the proper pitch, excessive backlash is the true problem.
Excessive backlash intensifies over time. The bronze crown wheel will eventually be consumed by
the worm. Because the worm may be harder, it begins to erode the crown wheel. As oil deteriorates,
the amount of protection drops, leading to early wear.

There is a marrying amount of wear in one direction since the majority of escalator gearboxes
operate continually in one direction. The machine can be turned about in an emergency; but,
because the pitch point has uneven wear, extended use in the opposite direction would increase
backlash.

An image showing Backlash in gears

7.0 Improvement opportunities.

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Improvement opportunities boil down to monitoring and preventative maintenance. The breather
should have more frequent inspections or it should be replaced as a consumable. This will stop
blockages therefore it will decrease the chances of leaks.

If the gearbox doesn’t leak it will have the right quantities of oil therefore causing less wear and
preservation of the crown wheel and worm drive.

Preventative maintenance such as regular oil changes will help improve the life span of the gearbox.
In conclusion more checks and inspection will add to the long Gevity of the escalator gear box.

8.0 Conclusion

To sum up, one of the key parts of the escalator drive train system is the gearbox. The drive train on
the gearbox output shaft sprocket connects the gearbox directly to the escalator. Because of its 1:1
ratio of torque transfer, the gearbox is the escalator's major powerhouse. Chains and sprockets work
together to deliver all of the torque transformed in the gearbox to the escalator's main drive.

The moving escalator's sheer power terrifies me, yet the fact that there are emergency stops close
by comforts me.

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