China
Africa
Explore chapters and articles related to this topic
Selection of Parameters to be Monitored
Published in Larry W. Canter, River Water Quality Monitoring, 1985
Another thing which must be done in measuring stream flow by the areavelocity method is to subdivide the stream cross section into areas. The widths of the subdivisions and of the entire stream may be measured by means of a calibrated line as shown in Figures 2 and 3 (Butler, 1957). If the section chosen for the measurement is not at right angles to the direction of flow, the width data can be adjusted by multiplying by the cosine of the angle of measurement. If a stream can be waded, the required depth of flow at the various positions in the cross section can be determined by reading a calibrated rod placed in the stream. Otherwise, the depths can be measured by lowering a weighted sounding line from a bridge, cable car, or boat. It may be necessary to correct for line drift in the case of high bridges or rapidly flowing streams (Butler, 1957).
Social exclusion and land passenger transport in Asia
Published in Junyi Zhang, Cheng-Min Feng, Routledge Handbook of Transport in Asia, 2018
The impact of a new cable-car (Metrocable) on social exclusion in the developing economy of Medellin, Columbia, was examined using available secondary sources in the form of aggregate area-based data (Cordoba, Stanley and Stanley, 2014). The results suggest that improving trip rates for residents in an area of considerable disadvantage is one way of reducing the risk of social exclusion. The work also showed that, through careful selection of data, it is possible and useful to use secondary data to reduce research time and costs.
Composite Materials for Various Applications
Published in Daniel Gay, Composite Materials, 2023
A composite substitution solution to traditional constructive solutions of metallic cable car allows, at equal weight, a significant increase in payload: Example: cable car of Argentières, Ingenix Company (FR)The purpose was to increase capacity while maintaining the existing facilities, that is, the cables, towers, and motorization: Previous metallic cable car: 50-passenger cabinNew composite cable car, carbon–Kevlar/epoxy (see Figure 8.25): – Payload: 60 passengers plus the fully equipped cabin with a total mass that remains unchanged. – The weight of the hanger and cab assembly has been greatly reduced from 2 tons to 1.2 tons, increasing the capacity from 50 to 60 people. A ballast system could be installed under the cabin in windy conditions, and in such a case the capacity was limited to 50 people as on the old cabin. – Comparative costs: In the case of a renewal of the entire facility: 1
Optimal capital structure of government-subsidized private participation in infrastructure projects
Published in The Engineering Economist, 2020
The major quantifiable public economic benefits of transportation projects are time savings, cost savings from fewer car accidents, and lower vehicle maintenance costs. Since time saving constitutes the major benefit of the project, we defined social welfare as the value of the time passengers saved. The total value of time savings was estimated by the forecast time savings for an individual passenger who transfers from a seafaring vessel to a cable car multiplied by the forecast number of cable car passengers and then by the unit value of time. The present value of time was estimated using the average wage per hour of employees in the service and manufacturing industries in 2008. The function of the user (consumer) benefit (UB) is denoted by the project’s present value of net economic benefits, as follows: where Pm is the forecast number of cable car passengers in the mth year; ST is the forecast time saved by an individual passenger who transfers from vessel to cable car; V is the unit value of passenger time; Pt and Ct denote the tariff of cable car and tariff of vessel, respectively, at time t; and Ks is the social discount rate (represented by the interest rate of long–term government bonds).
Design strategies to respond to the challenges of shrinking city
Published in Journal of Urban Design, 2019
Recent cable-car developments in Latin American cities, such as 4.9 km lines in Ecatepec, Mexico City and a 2 km gondola lift called Metrocable in Medellín, are transformative attempts to provide complementary mobility systems for displaced passengers living in the slums. The projects reflect the notion of ‘social urbanism’, a term coined by Alejandro Echeverri, the former director of urban projects under Mayor Sergio Fejardo in Medellín. According to Echeverri, social urbanism focuses on putting the largest public investment in the most vulnerable area of the city (Echeverri 2009). This can lead to the formation of a visible safety net integrated with play, work and entertainment hubs at the heart of chaotic, densely populated cityscapes.
Case studies of small pumped storage
Published in LHB, 2022
Olivier Pacot, Shadya Martignoni, Laurent Smati, Vincent Denis, Cécile Münch-Alligné
The preliminary piping path is shown with a blue line in Figure 4 and can be decomposed into two sections. The first section is located on the ski resort and the second section in the urban area. In the first section, the piping path follows first the path of a chair lift and second of a cable car. On the second section, the pipe path will go through a field and along a road to reach the lower reservoir. The total length of the path is approximately 4600 m. To ensure about 95% efficiency the pipe diameter is 600 mm, resulting in a head loss of 64 m at the considered generating discharge, i.e. 0.89 m3 s−1.