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The previous sections of this chapter have shown how we calculate the bandwidth requirements between the various network elements and the outside world. We have performed the detailed calculations required to determine the MG-MG bandwidth and we have explained how to calculate other bandwidth requirements. Knowing how much bandwidth will be required between different nodes does not, however, specify how the network will actually be laid out. After all, we are unlikely to build a fully meshed network, because to do so would be wasteful. Therefore, the next step is to determine how we will connect the different cities together to provide the bandwidth we need between various points. Moreover, we should design the connectivity so that each city has an alternative path to every other city. Such a design will ensure that our network does not fail, even if we lose some transport facilities. If we consider Figure 9-4, we see that City 2 (MGC1 location) forms a natural hubbing location for the eastern part of our network. Similarly, City 9 (MGC2 location) forms a natural hubbing point for the western part of our network. As a first step, we could assume a network layout where all traffic to and from Cities 1 through 6 passes through City 2 and all traffic to and from Cities 7 through 12 passes through City 9. With a connection

With a broad base of participation from the Electric Power Research Institute (EPRI), Chloride EV Systems, and Southern California Edison, the General Motors G-Van, actually an OEM aftermarket conversion by Vehma International of Canada, was widely tested for fleet use While it was humorous to read numerous complaints about the G-Van s 53 mph top speed, 60-mile range, and 0 to 30 mph in 12 seconds acceleration, one has to wonder how many report readers correctly associated this data with G-Van s 8,120-lb weight, 36 batteries, and huge frontal area Ford s direction was to continue to build on its sodium-sulfur battery and integrated propulsion system technology using government funding Teamed with General Electric, Ford s ETX-I program adapted sodium-sulfur batteries and an integrated AC induction motor propulsion system to a front-wheel drive LN7 automobile test bed.

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Caution: It is important to note that the BIM will not show elements that have been left out; it can only show those that were placed in the model It is critical to use the model as a visualization tool that will help with the evaluation of the project, and will aid in the remembrance of all aspects of the process; this remembrance can only come from the experience and understanding of the project team members The making of such models and the coordination of all the components provide many opportunities for the project team to better understand and refine the planning and construction processes for the particular project Course of Construction The construction management phase may already have access to a developed building information model from the planning phase.

It is necessary to reevaluate the nature of the BIM for this phase and assess whether it will be able to provide for the necessary information management processes for this stage of the project Now that the project has been planned in detail and all components have been coordinated, it becomes essential to focus on communication, cost control, and the fabrication and assembly of the building components To utilize the BIM across these phases of the project, it will have to be well planned ahead of time See the BIM planning section of this chapter Just as the model functioned to help with the visualization that resulted in the coordination of the various building systems, the model can again function at regular construction meetings to help with the visualization and coordination of the installation requirements (and field conditions) for the subcontractors.

The headend as it exists today is the station where all signals exist. From there, upstream data signals are routed to their proper destinations. Signals from the various sources are routed to the various distribution nodes where they are distributed via short coaxial cable systems. A variety of test equipment and monitoring procedures are required to keep today s system headend in proper operational condition. A block diagram of a type of headend con guration is shown in Figure 5-32. Of course many types of headend con gurations can be found in systems today. Because reliability is now of utmost importance in cable systems, uninterruptible power supplies, signal monitoring, and alarms as well as a stock of spare equipment are all necessary. Above all, the level of training and expertise of a system s technical staff is of utmost importance.

Safety issues can also be analyzed and discussed with the aid of the 3D visualization A construction sequence analysis (in movie format, or in the real-time 3D model) can provide a 6-week look-ahead for all the crews working with the project The construction sequence in Fig 211 begins with the piles and pile caps, then the placement of the grade beams and steel structure, after which the walls and scaffolding are shown, to be completed with the plaza and landscaping It can also be useful to have the model be able to show exactly what has already been installed as a tracking mechanism and communication tool for billing and cost control The model can contain the information concerning the status of its components in the fabrication, installation, and billing stages.

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