Use this page to decide whether an elevator safety component can reproduce the required safety function, mechanical and electrical interfaces, operating limits, and verification basis of the complete elevator without creating a certification or commissioning problem.
A safety component is not an ordinary spare part.
Its job is defined by the hazard it controls and by the complete elevator system in which it operates. A safety gear works with the car or counterweight frame and guide rails. An overspeed governor works with the elevator’s speed, governor rope or other triggering architecture, and safety gear. A buffer works with the moving mass, rated speed, stroke, pit arrangement, and final stopping condition. A landing-door lock works inside the door and control safety chain. Unintended-car-movement and ascending-car-overspeed protection can involve several interacting devices rather than one visually identifiable component.
This creates a different procurement rule from normal maintenance parts: do not approve a safety-component substitute until the safety function, interfaces, operating limits, and applicable verification or certification basis are all known.
The most common mistake is to match by appearance. Two governors can have similar housings while using different tripping speeds, rope diameters, pulley arrangements, electrical switches, mounting, or reset methods. Two safety gears can look similar while differing in rated mass range, rail interface, direction of operation, actuation, mounting, or verification scope. Two buffers can fit the same pit footprint while having different energy-absorption characteristics, stroke, permitted mass and speed combinations, or installation requirements.
A second mistake is to treat one protection device as a substitute for another. A door light curtain detects an obstruction at the entrance; it does not perform the same safety function as a landing-door locking device. A machine brake may participate in one safety function in a particular elevator architecture, but that does not make every brake a certified unintended-car-movement or ascending-car-overspeed protection device.
A third mistake is to separate the component from the code basis. ISO 8100-2:2026 explicitly addresses verification of door locking devices, safety gears, overspeed governors, buffers, safety circuits and SIL-rated circuits, ascending-car-overspeed protection means, unintended-car-movement protection means, rupture valves and one-way restrictors, together with other lift-component calculations and verifications. In North America, ASME A17.1/CSA B44 provides the broader safety-code framework, while other A17 standards address specific component families.
Safety-component specifications should be separated into four groups.
First define what the component is required to do. Examples include:
The safety function is the first matching field because it determines which component family and verification basis are relevant.
Next identify the elevator in which the device operates:
The same component model should not be assumed suitable across different speeds, masses, rails, or elevator architectures unless its approved scope says so.
Then record the interfaces that make the device part of the elevator:
Finally, confirm the evidence that applies to the exact device:
Compare safety components in this order: function first, operating envelope second, interfaces third, documentation fourth. A device that matches physically but not functionally is not equivalent.
Safety gears are part of the mechanical stopping system for the guided car or counterweight in applicable elevator designs.
For procurement, the key question is not simply whether the safety gear fits the frame. The selected gear must work with the relevant guide rail, guided mass, operating direction, speed context, mounting geometry, and triggering system.
Important fields include:
The guide rail matters because the safety gear acts through the rail interface. A replacement safety gear should therefore be checked against both the new or retained car frame and the exact guide rail. The car frame matters because the gear has to be mounted and actuated correctly. A modernization that changes the frame, rail, or governor can move several safety interfaces at once.
ISO 8100-2:2026 explicitly includes verification of safety gears and calculation of guide rails. That is the correct system relationship: a safety gear should not be selected independently from the rail and guided assembly.
The current JAFITA materials do not publish safety-gear models, rail pairings, mass ranges, speed ranges, actuation data, or certificate numbers. Those details should be added only from actual component and project documents.
The overspeed governor detects an overspeed condition and participates in triggering the associated stopping function in applicable elevator systems.
For conventional governor-rope systems, the buyer should identify:
A governor is not interchangeable because the mounting footprint is similar. Tripping behavior, rope interface, electrical switch, safety-gear relationship, and approved elevator range all matter.
The governor and safety gear should also be treated as an interacting safety system. Replacing one while retaining the other requires confirmation that the new combination preserves the intended triggering and stopping function.
North American elevator standards include a dedicated suspension, compensation, and governor standard, ASME A17.6, in addition to the broader A17.1/CSA B44 framework. ISO 8100-2:2026 separately includes verification of overspeed governors.
JAFITA’s current supplier materials do not publish governor models, rope diameters, tripping-speed ranges, tensioning devices, or governor/safety-gear combinations.
Buffers manage the final stopping condition at the end of travel in applicable elevator systems. A buffer should not be sourced from overall height or bolt pattern alone.
The technical package should identify:
A change in car mass, counterweight configuration, rated speed, or pit layout can affect the buffer requirement. This is particularly relevant in modernization. A heavier replacement cabin or changed counterweight arrangement can move the design point even when the existing buffers still appear mechanically serviceable.
ISO 8100-2:2026 explicitly includes verification of buffers. In North America, ASME’s A17 family also includes ASME A17.9 — Elevator Buffers as a dedicated standard. The applicable code and edition still depend on the project jurisdiction.
JAFITA’s current materials do not publish buffer models, strokes, mass ranges, speed ranges, dimensions, or test values.
A landing-door locking device performs a different function from an entrance light curtain or safety edge.
The lock is part of the system that prevents unsafe elevator operation when the landing-door condition is not correct. Its mechanical engagement, electrical contact, mounting, door geometry, unlocking arrangement, and controller safety-chain relationship must match the elevator.
Important identification fields include:
ISO 8100-2:2026 explicitly includes verification of door locking devices.
JAFITA’s freight materials document a Safety Door Operator and Door Light Curtain. Those are useful supplier facts for freight entrance-system discussions, but they should not be presented as evidence of a JAFITA door-lock model range. A Door Light Curtain detects objects in the entrance; it does not replace the mechanical and electrical safety function of a landing-door lock.
Unintended car movement refers to movement away from a landing under conditions where the elevator should remain controlled and stationary according to the applicable elevator safety design.
The protection can involve several devices and control relationships depending on the elevator architecture. The buyer should therefore avoid asking for a generic UCM device without identifying the complete elevator.
The technical review may need to include:
ISO 8100-2:2026 explicitly includes verification of unintended-car-movement protection means.
A replacement should be approved as part of the complete safety function. A brake, controller board, sensor, or relay that participates in the function should not automatically be advertised as a standalone UCM protection device unless the applicable product documentation supports that claim.
The current JAFITA materials do not publish a UCM protection architecture, models, certified combinations, monitoring methods, or test procedures.
Ascending-car overspeed is a separate safety condition from downward overspeed.
The protection method depends on the elevator design and can involve the traction machine, brake, governor or sensing arrangement, controller, safety circuit, and other stopping means.
The procurement package should identify:
ISO 8100-2:2026 includes verification of ascending-car-overspeed protection means.
A machine brake should therefore not be described as an ascending-car-overspeed protection system merely because it can stop the elevator under normal control. The exact safety function and approved combination must be established.
JAFITA’s current supplier materials do not publish an ascending-car-overspeed protection range or system architecture.
Modern elevators increasingly use electronic and programmable devices for functions that were historically implemented through conventional electromechanical circuits.
That does not mean a standard controller board becomes a safety component simply because it is inside the safety chain.
The buyer should identify:
ISO 8100-2:2026 explicitly includes verification of safety circuits and SIL-rated circuits, fault exclusion for electrical and electronic components, and design rules for SIL-rated circuits.
For North American projects, ASME A17.5/CSA B44.1 provides a dedicated safety standard for elevator and escalator electrical equipment used alongside the wider A17 framework.
The current JAFITA materials do not publish SIL-rated safety-board models, safety PLCs, circuit architectures, software versions, or certification data. These components should remain tied to the approved controller and complete elevator configuration.
Hydraulic elevators use a different safety architecture from traction elevators.
ISO 8100-2:2026 includes verification of rupture valves and one-way restrictors and calculations for rams, cylinders, rigid pipes, and fittings. This means hydraulic safety-component selection must stay connected to the complete hydraulic circuit.
For a rupture valve or one-way restrictor enquiry, identify:
A valve that has the same thread or flange does not establish functional equivalence.
JAFITA’s current supplier materials do not publish a standalone hydraulic elevator or hydraulic safety-component range. Any hydraulic-component page or enquiry should therefore remain project-specific until actual product documentation is available.
JAFITA’s freight-elevator materials provide stronger safety-related evidence at the entrance than elsewhere in the current component documentation. The freight presentation identifies:
The Door Light Curtain is relevant because it detects an obstruction in the entrance area and can support safer door operation for goods and personnel in the represented freight configuration. The Safety Door Operator is relevant because door operation is a major part of freight-elevator duty.
These facts should remain in their correct scope. They do NOT establish:
For professional procurement, ask for the exact proposed safety-component schedule for the selected elevator.
Modernization creates the highest substitution risk because new safety components often have to work with older mechanical and electrical systems. Begin by creating a retained-versus-replaced matrix. Record the status of:
Then identify which safety function each retained device performs. A controller modernization can change the safety-chain architecture. A new car frame can change safety-gear mounting. A different guide rail can change the safety-gear interface. A new traction machine can change braking, UCM, or overspeed-protection relationships. A heavier cabin can affect buffer or mechanical calculations.
The correct modernization scope is therefore the smallest technically coherent and verifiable safety system, not the smallest number of replacement components.
| Capability | Supplier evidence |
|---|---|
| Freight manufacturing foundation | JAFITA identifies freight elevator production as a core manufacturing strength. |
| Freight entrance system | Current freight materials present a Safety Door Operator. |
| Freight entrance detection | Current freight materials present a Door Light Curtain. |
| Door-operator verification | Supplier documentation records one-million-cycle operation verification for the freight safety door operator context. |
| Freight structural context | Current freight materials present a High-strength Structure as a product theme. |
| OEM manufacturing background | Company materials state that JAFITA has provided OEM services for multiple elevator brands. |
| Named OEM history | Uploaded company introduction names KONE and ThyssenKrupp in JAFITA’s long-term OEM history. |
| Factory-resource network | Company materials describe direct factory relationships developed through cooperation, including Hitachi and XIO LIFT. |
| Component coordination | JAFITA’s component architecture identifies Safety Components as a sourcing category requiring exact device type, model, certification basis, mechanical interfaces, and elevator-system context. |
| International business | JAFITA has been engaged in elevator export business since 2008. |
| Engineering support | Company brochure presents an Engineering Service Team. |
| Lifecycle support | Company brochure presents lifecycle service support. |
| Company qualifications | Company portfolio presents a Special Equipment Production License and ISO 9001, ISO 14001, and ISO 45001 management-system certifications. |
The current supplier materials do not publish a standalone JAFITA safety-component catalogue or confirm JAFITA-specific safety-gear, governor, buffer, lock, UCM, ascending-car-overspeed, safety-circuit, SIL, rupture-valve, or one-way-restrictor models.
This evidence boundary matters. JAFITA can support coordinated elevator and component enquiries, but product-level safety claims require the exact device documentation.
For any safety-component enquiry, provide:
Then add component-specific information:
A photograph-only enquiry is not sufficient for final approval of a safety component.
A repeat safety-component order should be traceable to the same approved elevator configuration. Keep the record for:
JAFITA’s OEM history and coordinated supply model make this especially important. Company materials state that freight-elevator production is a core strength and that JAFITA has provided OEM services for multiple brands, including KONE and ThyssenKrupp. The company also describes wider factory relationships, export activity since 2008, an Engineering Service Team, and lifecycle support.
Those facts support configuration control and project coordination. They do not prove that every safety component is manufactured by JAFITA, that every safety device is stocked, or that one certificate covers every product and destination.
For a professional buyer, the correct question is not “Do you supply elevator safety components?” It is: Can the exact proposed device be traced to the required safety function, approved operating range, interfaces, and verification basis of this elevator?
Price depends on the exact device, approved operating range, mechanical and electrical interfaces, required documentation, certification or verification scope, quantity, product source, destination, and shipping scope. Safety components should not be compared on price until the technical and regulatory scope is equivalent.
The current JAFITA materials do not publish one universal MOQ for safety components. Exact device, source, quantity, certification or document requirements, and shipping arrangement can change the commercial terms.
No fixed safety-component lead time is published. Exact identification, compatibility review, required documentation, source, quantity, destination, and shipping method can all affect schedule.
No. Use the exact manufacturer, model, markings, operating range, dimensions, interfaces, associated components, and certification or verification documents. Appearance is only an identification aid.
Possibly, but the new governor must remain compatible with the elevator speed, triggering arrangement, governor rope or sensing architecture, associated safety gear, electrical safety switch, and approved verification basis.
No. Rail profile is one interface. Guided mass, elevator speed, car or counterweight application, actuation, frame mounting, governor relationship, direction of operation, and approved device range also matter.
Not automatically. A change in car mass can move the buffer operating condition. The existing buffer should be reviewed against the updated complete elevator configuration and applicable design requirements.
No. They perform different functions. A light curtain detects an obstruction at the entrance; a landing-door lock participates in preventing unsafe operation when the landing door is not correctly locked.
No. A brake may participate in an unintended-car-movement protection architecture, but the complete detection, monitoring, stopping, control, and verification basis must support that function.
ISO 8100-2:2026 includes verification of door locking devices, safety gears, overspeed governors, buffers, safety circuits and SIL-rated circuits, ascending-car-overspeed protection means, unintended-car-movement protection means, rupture valves, and one-way restrictors, among other component calculations and verifications.
ASME A17.1/CSA B44 provides the principal elevator and escalator safety-code framework, subject to local adoption. ASME also maintains related standards including A17.5/CSA B44.1 for electrical equipment, A17.6 for suspension, compensation and governor systems, and A17.9 for elevator buffers.
No. ISO 9001 is a company management-system certification. Product-level safety verification or certification must be confirmed for the actual component, elevator, destination market, and applicable standard.
Not in the current supplier materials. Model-level safety-component claims should be added only from actual JAFITA or approved supplier datasheets and verification documents.
JAFITA’s brochure presents an Engineering Service Team and lifecycle support, but it does not establish one universal site scope for every safety-component order. Installation, adjustment, testing, commissioning, inspection, documentation, and local acceptance responsibilities should be defined for the project.
This page supports project definition and sourcing for elevator safety gears, overspeed governors, buffers, door locking devices, safety circuits, SIL-rated circuits, unintended-car-movement protection, ascending-car-overspeed protection, and hydraulic safety devices.
It does not create a universal JAFITA safety-component range or approve a substitute from a matching model family, mounting pattern, or visual appearance.
Safety components work inside a complete elevator architecture. Their suitability can depend on rated load, car mass, counterweight, speed, guide rails, car frame, governor, suspension, machine, brake, controller, door system, hydraulic circuit, pit, and destination-market requirements.
ISO 8100-2:2026 provides an international component-verification framework within its stated scope. North American projects commonly use ASME A17.1/CSA B44 and related A17 standards, subject to local adoption. Existing elevators may also be subject to requirements that differ from those for newly manufactured components.
Installation, setting, testing, inspection, maintenance, periodic examination, and regulatory acceptance remain the responsibility of the parties assigned to those functions under the project and jurisdiction.
