05-11-2012, 12:32 PM
Elevator mechanics left
On Sept. 11, ACE Elevator of Palisades Park, N.J., had 80 elevator mechanics inside the World Trade Center.
Following the Port Authority's emergency plan, after the first jet hit the north tower, elevator mechanics from both towers reported to the fire safety desk in the south tower lobby for instructions from police or firefighters. About 60 mechanics had arrived in the south tower lobby and others were in radio contact when the second jet struck that building.
"We were standing there trying to count heads when the second plane hit (the south tower)," said Peter Niederau, ACE Elevator's supervisor of the modernization project. "Parts of the lobby and glass were coming down around us, so we all got out of the lobby as fast as we could."
They left in different directions. Some went through the underground shopping mall. Others went out onto Liberty Street. Had they stayed, they would have been about 30 yards from the two express elevators where firefighters tried unsuccessfully to save people. Another mechanic was in the north tower's 78th floor elevator lobby where Savas and other people were trapped when the first jet hit. The mechanic was knocked across the lobby, then evacuated safely, the ACE Elevator supervisors say.
"(We) went out to the street to assess the damage and come back in as needed," says James O'Neill, ACE Elevator's supervisor of maintenance. The plan was to return to the building later in the day to help with rescues. The strategy had worked after the 1993 terrorist bombing, when many of the same mechanics working for Otis Elevator, which had the contract then were hailed as heroes.
On Sept. 11, the mechanics left on their own, without instructions from police or fire officials. ACE Elevator supervisors say this was consistent with the emergency plan. All the mechanics survived. "We had a procedure. We had a procedure to follow, and they (the mechanics) followed it," Niederau says.
But the Port Authority says the emergency plan called for mechanics to stay and help with rescues. "The manuals consider many emergency scenarios and describe the role of the mechanics in detail in responding to them," Port Authority spokesman Allen Morrison says. "There was no situation in which the mechanics were advised or instructed to leave on their own. They were, depending on the situation, to be dispatched to various emergency posts or to respond to various passenger entrapments and to assist police, fire and other rescue personnel."
About 9:45 a.m., from the south tower lobby, Port Authority elevator manager Joseph Amatuccio radioed the ACE Elevator supervisors on their private radio channel. O'Neill recalls him asking: "Can you mobilize to come inside and see what's going on? Because I'm here with the fire department, and they're asking me questions I don't know."
O'Neill radioed John Menville, an ACE Elevator supervisor trained in rescues, and both tried to get back in the building. The supervisors had special ID badges with red stripes that allowed them behind police lines. The badges had been issued after the 1993 bombing.
As Menville approached, the south tower collapsed. Amatuccio and his colleagues were killed. Bobbitt and other firefighters began evacuating the soon-to-collapse north tower.
The elevator rescue effort was over.
http://usatoday30.usatoday.com/news/sept...usat_x.htm
The account of the door restrictors is a horror story: deadbolts created many dead.
Repeated reference to jet fuel burning or exploding, pouring down elevator shafts and burning, elevator shafts pouring black smoke to floors above.
The AE911T video indicated the fuel didn't burn hot enough or long enough to melt steel or account for the fire in the basement for days.
There is an interesting discussion of the problems of the official explanation, namely that the temperatures attained from the burning jet fuel and the burning office material cannot have reached the necessary threshold to melt the steel:
http://pilotsfor911truth.org/forum/lofiv...p?t28.html
There seems to be a logical loop from the official explanation to the likely actual temperatures to the use of thermite or thermate charges wirelessly ignited in sequence.
While a crisis center was constructed on 23 of WTC7 at great expense with elaborate design, it seems using that as an initiation platform would be insecure from both the secrecy and the safety standpoints.
Better the loitering E-4B with electronic supremacy and situational supremacy on top of isolation from detection and damage.
At the link the official fire tests did not produce the temperatures needed to match the official explanation.
The government investigated itself and found itself not credible.
The elevators were deadly but the stairs led to safety.
On Sept. 11, ACE Elevator of Palisades Park, N.J., had 80 elevator mechanics inside the World Trade Center.
Following the Port Authority's emergency plan, after the first jet hit the north tower, elevator mechanics from both towers reported to the fire safety desk in the south tower lobby for instructions from police or firefighters. About 60 mechanics had arrived in the south tower lobby and others were in radio contact when the second jet struck that building.
"We were standing there trying to count heads when the second plane hit (the south tower)," said Peter Niederau, ACE Elevator's supervisor of the modernization project. "Parts of the lobby and glass were coming down around us, so we all got out of the lobby as fast as we could."
They left in different directions. Some went through the underground shopping mall. Others went out onto Liberty Street. Had they stayed, they would have been about 30 yards from the two express elevators where firefighters tried unsuccessfully to save people. Another mechanic was in the north tower's 78th floor elevator lobby where Savas and other people were trapped when the first jet hit. The mechanic was knocked across the lobby, then evacuated safely, the ACE Elevator supervisors say.
"(We) went out to the street to assess the damage and come back in as needed," says James O'Neill, ACE Elevator's supervisor of maintenance. The plan was to return to the building later in the day to help with rescues. The strategy had worked after the 1993 terrorist bombing, when many of the same mechanics working for Otis Elevator, which had the contract then were hailed as heroes.
On Sept. 11, the mechanics left on their own, without instructions from police or fire officials. ACE Elevator supervisors say this was consistent with the emergency plan. All the mechanics survived. "We had a procedure. We had a procedure to follow, and they (the mechanics) followed it," Niederau says.
But the Port Authority says the emergency plan called for mechanics to stay and help with rescues. "The manuals consider many emergency scenarios and describe the role of the mechanics in detail in responding to them," Port Authority spokesman Allen Morrison says. "There was no situation in which the mechanics were advised or instructed to leave on their own. They were, depending on the situation, to be dispatched to various emergency posts or to respond to various passenger entrapments and to assist police, fire and other rescue personnel."
About 9:45 a.m., from the south tower lobby, Port Authority elevator manager Joseph Amatuccio radioed the ACE Elevator supervisors on their private radio channel. O'Neill recalls him asking: "Can you mobilize to come inside and see what's going on? Because I'm here with the fire department, and they're asking me questions I don't know."
O'Neill radioed John Menville, an ACE Elevator supervisor trained in rescues, and both tried to get back in the building. The supervisors had special ID badges with red stripes that allowed them behind police lines. The badges had been issued after the 1993 bombing.
As Menville approached, the south tower collapsed. Amatuccio and his colleagues were killed. Bobbitt and other firefighters began evacuating the soon-to-collapse north tower.
The elevator rescue effort was over.
http://usatoday30.usatoday.com/news/sept...usat_x.htm
The account of the door restrictors is a horror story: deadbolts created many dead.
Repeated reference to jet fuel burning or exploding, pouring down elevator shafts and burning, elevator shafts pouring black smoke to floors above.
The AE911T video indicated the fuel didn't burn hot enough or long enough to melt steel or account for the fire in the basement for days.
There is an interesting discussion of the problems of the official explanation, namely that the temperatures attained from the burning jet fuel and the burning office material cannot have reached the necessary threshold to melt the steel:
http://pilotsfor911truth.org/forum/lofiv...p?t28.html
There seems to be a logical loop from the official explanation to the likely actual temperatures to the use of thermite or thermate charges wirelessly ignited in sequence.
While a crisis center was constructed on 23 of WTC7 at great expense with elaborate design, it seems using that as an initiation platform would be insecure from both the secrecy and the safety standpoints.
Better the loitering E-4B with electronic supremacy and situational supremacy on top of isolation from detection and damage.
At the link the official fire tests did not produce the temperatures needed to match the official explanation.
The government investigated itself and found itself not credible.
The elevators were deadly but the stairs led to safety.