Question: What motivates an external drum brake held open electrically?

Answer: spring force

Gearless traction machines are low-speed (low-RPM), high-torque electric motors powered either by AC or DC. In this case, the drive sheave is directly attached to the end of the motor. Gearless traction elevators can reach speeds of up to 20 m/s (4,000 ft/min), A brake is mounted between the motor and gearbox or between the motor and drive sheave or at the end of the drive sheave to hold the elevator stationary at a floor. <hl> This brake is usually an external drum type and is actuated by spring force and held open electrically; a power failure will cause the brake to engage and prevent the elevator from falling (see inherent safety and safety engineering). <hl> But it can also be some form of disc type like 1 or more calipers over a disc in one end of the motor shaft or drive sheave which is used in high speed, high rise and large capacity elevators with machine rooms(an exception is the Kone MonoSpace's EcoDisc which is not high speed, high rise and large capacity and is machine room less but it uses the same design as is a thinner version of a conventional gearless traction machine) for breaking power, compactness and redundancy(assuming there's at least 2 calipers on the disc), or 1 or more disc brakes with a single caliper at one end of the motor shaft or drive sheave which is used in machine room less elevators for compactness, breaking power, and redundancy(assuming there's 2 brakes or more).

Gearless traction machines are low-speed (low-RPM), high-torque electric motors powered either by AC or DC. In this case, the drive sheave is directly attached to the end of the motor. Gearless traction elevators can reach speeds of up to 20 m/s (4,000 ft/min), A brake is mounted between the motor and gearbox or between the motor and drive sheave or at the end of the drive sheave to hold the elevator stationary at a floor. This brake is usually an external drum type and is actuated by <hl> spring force <hl> and held open electrically; a power failure will cause the brake to engage and prevent the elevator from falling (see inherent safety and safety engineering). But it can also be some form of disc type like 1 or more calipers over a disc in one end of the motor shaft or drive sheave which is used in high speed, high rise and large capacity elevators with machine rooms(an exception is the Kone MonoSpace's EcoDisc which is not high speed, high rise and large capacity and is machine room less but it uses the same design as is a thinner version of a conventional gearless traction machine) for breaking power, compactness and redundancy(assuming there's at least 2 calipers on the disc), or 1 or more disc brakes with a single caliper at one end of the motor shaft or drive sheave which is used in machine room less elevators for compactness, breaking power, and redundancy(assuming there's 2 brakes or more).

question: What motivates an external drum brake held open electrically?, context: Gearless traction machines are low-speed (low-RPM), high-torque electric motors powered either by AC or DC. In this case, the drive sheave is directly attached to the end of the motor. Gearless traction elevators can reach speeds of up to 20 m/s (4,000 ft/min), A brake is mounted between the motor and gearbox or between the motor and drive sheave or at the end of the drive sheave to hold the elevator stationary at a floor. This brake is usually an external drum type and is actuated by spring force and held open electrically; a power failure will cause the brake to engage and prevent the elevator from falling (see inherent safety and safety engineering). But it can also be some form of disc type like 1 or more calipers over a disc in one end of the motor shaft or drive sheave which is used in high speed, high rise and large capacity elevators with machine rooms(an exception is the Kone MonoSpace's EcoDisc which is not high speed, high rise and large capacity and is machine room less but it uses the same design as is a thinner version of a conventional gearless traction machine) for breaking power, compactness and redundancy(assuming there's at least 2 calipers on the disc), or 1 or more disc brakes with a single caliper at one end of the motor shaft or drive sheave which is used in machine room less elevators for compactness, breaking power, and redundancy(assuming there's 2 brakes or more).


Question: One exception that is not high speed high rise and large capacity is what?

Answer: Kone MonoSpace's EcoDisc

Gearless traction machines are low-speed (low-RPM), high-torque electric motors powered either by AC or DC. In this case, the drive sheave is directly attached to the end of the motor. Gearless traction elevators can reach speeds of up to 20 m/s (4,000 ft/min), A brake is mounted between the motor and gearbox or between the motor and drive sheave or at the end of the drive sheave to hold the elevator stationary at a floor. This brake is usually an external drum type and is actuated by spring force and held open electrically; a power failure will cause the brake to engage and prevent the elevator from falling (see inherent safety and safety engineering). But it can also be some form of disc type like 1 or more calipers over a disc in one end of the motor shaft or drive sheave which is used in high speed, high rise and large capacity elevators with machine <hl> rooms(an exception is the Kone MonoSpace's EcoDisc which is not high speed, high rise and large capacity and is machine room less <hl> but it uses the same design as is a thinner version of a conventional gearless traction machine) for breaking power, compactness and redundancy(assuming there's at least 2 calipers on the disc), or 1 or more disc brakes with a single caliper at one end of the motor shaft or drive sheave which is used in machine room less elevators for compactness, breaking power, and redundancy(assuming there's 2 brakes or more).

Gearless traction machines are low-speed (low-RPM), high-torque electric motors powered either by AC or DC. In this case, the drive sheave is directly attached to the end of the motor. Gearless traction elevators can reach speeds of up to 20 m/s (4,000 ft/min), A brake is mounted between the motor and gearbox or between the motor and drive sheave or at the end of the drive sheave to hold the elevator stationary at a floor. This brake is usually an external drum type and is actuated by spring force and held open electrically; a power failure will cause the brake to engage and prevent the elevator from falling (see inherent safety and safety engineering). But it can also be some form of disc type like 1 or more calipers over a disc in one end of the motor shaft or drive sheave which is used in high speed, high rise and large capacity elevators with machine rooms(an exception is the <hl> Kone MonoSpace's EcoDisc <hl> which is not high speed, high rise and large capacity and is machine room less but it uses the same design as is a thinner version of a conventional gearless traction machine) for breaking power, compactness and redundancy(assuming there's at least 2 calipers on the disc), or 1 or more disc brakes with a single caliper at one end of the motor shaft or drive sheave which is used in machine room less elevators for compactness, breaking power, and redundancy(assuming there's 2 brakes or more).

question: One exception that is not high speed high rise and large capacity is what?, context: Gearless traction machines are low-speed (low-RPM), high-torque electric motors powered either by AC or DC. In this case, the drive sheave is directly attached to the end of the motor. Gearless traction elevators can reach speeds of up to 20 m/s (4,000 ft/min), A brake is mounted between the motor and gearbox or between the motor and drive sheave or at the end of the drive sheave to hold the elevator stationary at a floor. This brake is usually an external drum type and is actuated by spring force and held open electrically; a power failure will cause the brake to engage and prevent the elevator from falling (see inherent safety and safety engineering). But it can also be some form of disc type like 1 or more calipers over a disc in one end of the motor shaft or drive sheave which is used in high speed, high rise and large capacity elevators with machine rooms(an exception is the Kone MonoSpace's EcoDisc which is not high speed, high rise and large capacity and is machine room less but it uses the same design as is a thinner version of a conventional gearless traction machine) for breaking power, compactness and redundancy(assuming there's at least 2 calipers on the disc), or 1 or more disc brakes with a single caliper at one end of the motor shaft or drive sheave which is used in machine room less elevators for compactness, breaking power, and redundancy(assuming there's 2 brakes or more).


Question: What reduces the amount of force needed to propel the cab?

Answer: cables are attached to a hitch plate on top of the cab

<hl> In each case, cables are attached to a hitch plate on top of the cab or may be "underslung" below a cab, and then looped over the drive sheave to a counterweight attached to the opposite end of the cables which reduces the amount of power needed to move the cab. <hl> The counterweight is located in the hoist-way and rides a separate railway system; as the car goes up, the counterweight goes down, and vice versa. This action is powered by the traction machine which is directed by the controller, typically a relay logic or computerized device that directs starting, acceleration, deceleration and stopping of the elevator cab. The weight of the counterweight is typically equal to the weight of the elevator cab plus 40-50% of the capacity of the elevator. The grooves in the drive sheave are specially designed to prevent the cables from slipping. "Traction" is provided to the ropes by the grip of the grooves in the sheave, thereby the name. As the ropes age and the traction grooves wear, some traction is lost and the ropes must be replaced and the sheave repaired or replaced. Sheave and rope wear may be significantly reduced by ensuring that all ropes have equal tension, thus sharing the load evenly. Rope tension equalization may be achieved using a rope tension gauge, and is a simple way to extend the lifetime of the sheaves and ropes.

In each case, <hl> cables are attached to a hitch plate on top of the cab <hl> or may be "underslung" below a cab, and then looped over the drive sheave to a counterweight attached to the opposite end of the cables which reduces the amount of power needed to move the cab. The counterweight is located in the hoist-way and rides a separate railway system; as the car goes up, the counterweight goes down, and vice versa. This action is powered by the traction machine which is directed by the controller, typically a relay logic or computerized device that directs starting, acceleration, deceleration and stopping of the elevator cab. The weight of the counterweight is typically equal to the weight of the elevator cab plus 40-50% of the capacity of the elevator. The grooves in the drive sheave are specially designed to prevent the cables from slipping. "Traction" is provided to the ropes by the grip of the grooves in the sheave, thereby the name. As the ropes age and the traction grooves wear, some traction is lost and the ropes must be replaced and the sheave repaired or replaced. Sheave and rope wear may be significantly reduced by ensuring that all ropes have equal tension, thus sharing the load evenly. Rope tension equalization may be achieved using a rope tension gauge, and is a simple way to extend the lifetime of the sheaves and ropes.

question: What reduces the amount of force needed to propel the cab?, context: In each case, cables are attached to a hitch plate on top of the cab or may be "underslung" below a cab, and then looped over the drive sheave to a counterweight attached to the opposite end of the cables which reduces the amount of power needed to move the cab. The counterweight is located in the hoist-way and rides a separate railway system; as the car goes up, the counterweight goes down, and vice versa. This action is powered by the traction machine which is directed by the controller, typically a relay logic or computerized device that directs starting, acceleration, deceleration and stopping of the elevator cab. The weight of the counterweight is typically equal to the weight of the elevator cab plus 40-50% of the capacity of the elevator. The grooves in the drive sheave are specially designed to prevent the cables from slipping. "Traction" is provided to the ropes by the grip of the grooves in the sheave, thereby the name. As the ropes age and the traction grooves wear, some traction is lost and the ropes must be replaced and the sheave repaired or replaced. Sheave and rope wear may be significantly reduced by ensuring that all ropes have equal tension, thus sharing the load evenly. Rope tension equalization may be achieved using a rope tension gauge, and is a simple way to extend the lifetime of the sheaves and ropes.


Question: Where will the counterweight be found?

Answer: in the hoist-way

In each case, cables are attached to a hitch plate on top of the cab or may be "underslung" below a cab, and then looped over the drive sheave to a counterweight attached to the opposite end of the cables which reduces the amount of power needed to move the cab. <hl> The counterweight is located in the hoist-way and rides a separate railway system; as the car goes up, the counterweight goes down, and vice versa. <hl> This action is powered by the traction machine which is directed by the controller, typically a relay logic or computerized device that directs starting, acceleration, deceleration and stopping of the elevator cab. The weight of the counterweight is typically equal to the weight of the elevator cab plus 40-50% of the capacity of the elevator. The grooves in the drive sheave are specially designed to prevent the cables from slipping. "Traction" is provided to the ropes by the grip of the grooves in the sheave, thereby the name. As the ropes age and the traction grooves wear, some traction is lost and the ropes must be replaced and the sheave repaired or replaced. Sheave and rope wear may be significantly reduced by ensuring that all ropes have equal tension, thus sharing the load evenly. Rope tension equalization may be achieved using a rope tension gauge, and is a simple way to extend the lifetime of the sheaves and ropes.

In each case, cables are attached to a hitch plate on top of the cab or may be "underslung" below a cab, and then looped over the drive sheave to a counterweight attached to the opposite end of the cables which reduces the amount of power needed to move the cab. The counterweight is located <hl> in the hoist-way <hl> and rides a separate railway system; as the car goes up, the counterweight goes down, and vice versa. This action is powered by the traction machine which is directed by the controller, typically a relay logic or computerized device that directs starting, acceleration, deceleration and stopping of the elevator cab. The weight of the counterweight is typically equal to the weight of the elevator cab plus 40-50% of the capacity of the elevator. The grooves in the drive sheave are specially designed to prevent the cables from slipping. "Traction" is provided to the ropes by the grip of the grooves in the sheave, thereby the name. As the ropes age and the traction grooves wear, some traction is lost and the ropes must be replaced and the sheave repaired or replaced. Sheave and rope wear may be significantly reduced by ensuring that all ropes have equal tension, thus sharing the load evenly. Rope tension equalization may be achieved using a rope tension gauge, and is a simple way to extend the lifetime of the sheaves and ropes.

question: Where will the counterweight be found?, context: In each case, cables are attached to a hitch plate on top of the cab or may be "underslung" below a cab, and then looped over the drive sheave to a counterweight attached to the opposite end of the cables which reduces the amount of power needed to move the cab. The counterweight is located in the hoist-way and rides a separate railway system; as the car goes up, the counterweight goes down, and vice versa. This action is powered by the traction machine which is directed by the controller, typically a relay logic or computerized device that directs starting, acceleration, deceleration and stopping of the elevator cab. The weight of the counterweight is typically equal to the weight of the elevator cab plus 40-50% of the capacity of the elevator. The grooves in the drive sheave are specially designed to prevent the cables from slipping. "Traction" is provided to the ropes by the grip of the grooves in the sheave, thereby the name. As the ropes age and the traction grooves wear, some traction is lost and the ropes must be replaced and the sheave repaired or replaced. Sheave and rope wear may be significantly reduced by ensuring that all ropes have equal tension, thus sharing the load evenly. Rope tension equalization may be achieved using a rope tension gauge, and is a simple way to extend the lifetime of the sheaves and ropes.


Question: What guides the traction machine?

Answer: the controller

In each case, cables are attached to a hitch plate on top of the cab or may be "underslung" below a cab, and then looped over the drive sheave to a counterweight attached to the opposite end of the cables which reduces the amount of power needed to move the cab. The counterweight is located in the hoist-way and rides a separate railway system; as the car goes up, the counterweight goes down, and vice versa. <hl> This action is powered by the traction machine which is directed by the controller , typically a relay logic or computerized device that directs starting, acceleration, deceleration and stopping of the elevator cab. <hl> The weight of the counterweight is typically equal to the weight of the elevator cab plus 40-50% of the capacity of the elevator. The grooves in the drive sheave are specially designed to prevent the cables from slipping. "Traction" is provided to the ropes by the grip of the grooves in the sheave, thereby the name. As the ropes age and the traction grooves wear, some traction is lost and the ropes must be replaced and the sheave repaired or replaced. Sheave and rope wear may be significantly reduced by ensuring that all ropes have equal tension, thus sharing the load evenly. Rope tension equalization may be achieved using a rope tension gauge, and is a simple way to extend the lifetime of the sheaves and ropes.

In each case, cables are attached to a hitch plate on top of the cab or may be "underslung" below a cab, and then looped over the drive sheave to a counterweight attached to the opposite end of the cables which reduces the amount of power needed to move the cab. The counterweight is located in the hoist-way and rides a separate railway system; as the car goes up, the counterweight goes down, and vice versa. This action is powered by the traction machine which is directed by <hl> the controller <hl>, typically a relay logic or computerized device that directs starting, acceleration, deceleration and stopping of the elevator cab. The weight of the counterweight is typically equal to the weight of the elevator cab plus 40-50% of the capacity of the elevator. The grooves in the drive sheave are specially designed to prevent the cables from slipping. "Traction" is provided to the ropes by the grip of the grooves in the sheave, thereby the name. As the ropes age and the traction grooves wear, some traction is lost and the ropes must be replaced and the sheave repaired or replaced. Sheave and rope wear may be significantly reduced by ensuring that all ropes have equal tension, thus sharing the load evenly. Rope tension equalization may be achieved using a rope tension gauge, and is a simple way to extend the lifetime of the sheaves and ropes.

This action is powered by the traction machine which is directed by <hl> the controller <hl> , typically a relay logic or computerized device that directs starting, acceleration, deceleration and stopping of the elevator cab.

question: What guides the traction machine?, context: In each case, cables are attached to a hitch plate on top of the cab or may be "underslung" below a cab, and then looped over the drive sheave to a counterweight attached to the opposite end of the cables which reduces the amount of power needed to move the cab. The counterweight is located in the hoist-way and rides a separate railway system; as the car goes up, the counterweight goes down, and vice versa. This action is powered by the traction machine which is directed by the controller, typically a relay logic or computerized device that directs starting, acceleration, deceleration and stopping of the elevator cab. The weight of the counterweight is typically equal to the weight of the elevator cab plus 40-50% of the capacity of the elevator. The grooves in the drive sheave are specially designed to prevent the cables from slipping. "Traction" is provided to the ropes by the grip of the grooves in the sheave, thereby the name. As the ropes age and the traction grooves wear, some traction is lost and the ropes must be replaced and the sheave repaired or replaced. Sheave and rope wear may be significantly reduced by ensuring that all ropes have equal tension, thus sharing the load evenly. Rope tension equalization may be achieved using a rope tension gauge, and is a simple way to extend the lifetime of the sheaves and ropes.


Question: The counterweight runs equal to the cab weight plus what percentage of the elevator capacity?

Answer: 40-50%

In each case, cables are attached to a hitch plate on top of the cab or may be "underslung" below a cab, and then looped over the drive sheave to a counterweight attached to the opposite end of the cables which reduces the amount of power needed to move the cab. The counterweight is located in the hoist-way and rides a separate railway system; as the car goes up, the counterweight goes down, and vice versa. This action is powered by the traction machine which is directed by the controller, typically a relay logic or computerized device that directs starting, acceleration, deceleration and stopping of the elevator cab. <hl> The weight of the counterweight is typically equal to the weight of the elevator cab plus 40-50% of the capacity of the elevator. <hl> The grooves in the drive sheave are specially designed to prevent the cables from slipping. "Traction" is provided to the ropes by the grip of the grooves in the sheave, thereby the name. As the ropes age and the traction grooves wear, some traction is lost and the ropes must be replaced and the sheave repaired or replaced. Sheave and rope wear may be significantly reduced by ensuring that all ropes have equal tension, thus sharing the load evenly. Rope tension equalization may be achieved using a rope tension gauge, and is a simple way to extend the lifetime of the sheaves and ropes.

In each case, cables are attached to a hitch plate on top of the cab or may be "underslung" below a cab, and then looped over the drive sheave to a counterweight attached to the opposite end of the cables which reduces the amount of power needed to move the cab. The counterweight is located in the hoist-way and rides a separate railway system; as the car goes up, the counterweight goes down, and vice versa. This action is powered by the traction machine which is directed by the controller, typically a relay logic or computerized device that directs starting, acceleration, deceleration and stopping of the elevator cab. The weight of the counterweight is typically equal to the weight of the elevator cab plus <hl> 40-50% <hl> of the capacity of the elevator. The grooves in the drive sheave are specially designed to prevent the cables from slipping. "Traction" is provided to the ropes by the grip of the grooves in the sheave, thereby the name. As the ropes age and the traction grooves wear, some traction is lost and the ropes must be replaced and the sheave repaired or replaced. Sheave and rope wear may be significantly reduced by ensuring that all ropes have equal tension, thus sharing the load evenly. Rope tension equalization may be achieved using a rope tension gauge, and is a simple way to extend the lifetime of the sheaves and ropes.

question: The counterweight runs equal to the cab weight plus what percentage of the elevator capacity?, context: In each case, cables are attached to a hitch plate on top of the cab or may be "underslung" below a cab, and then looped over the drive sheave to a counterweight attached to the opposite end of the cables which reduces the amount of power needed to move the cab. The counterweight is located in the hoist-way and rides a separate railway system; as the car goes up, the counterweight goes down, and vice versa. This action is powered by the traction machine which is directed by the controller, typically a relay logic or computerized device that directs starting, acceleration, deceleration and stopping of the elevator cab. The weight of the counterweight is typically equal to the weight of the elevator cab plus 40-50% of the capacity of the elevator. The grooves in the drive sheave are specially designed to prevent the cables from slipping. "Traction" is provided to the ropes by the grip of the grooves in the sheave, thereby the name. As the ropes age and the traction grooves wear, some traction is lost and the ropes must be replaced and the sheave repaired or replaced. Sheave and rope wear may be significantly reduced by ensuring that all ropes have equal tension, thus sharing the load evenly. Rope tension equalization may be achieved using a rope tension gauge, and is a simple way to extend the lifetime of the sheaves and ropes.


Question: Maintaining that the ropes all have equal tension may reduce what?

Answer: Sheave and rope wear

In each case, cables are attached to a hitch plate on top of the cab or may be "underslung" below a cab, and then looped over the drive sheave to a counterweight attached to the opposite end of the cables which reduces the amount of power needed to move the cab. The counterweight is located in the hoist-way and rides a separate railway system; as the car goes up, the counterweight goes down, and vice versa. This action is powered by the traction machine which is directed by the controller, typically a relay logic or computerized device that directs starting, acceleration, deceleration and stopping of the elevator cab. The weight of the counterweight is typically equal to the weight of the elevator cab plus 40-50% of the capacity of the elevator. The grooves in the drive sheave are specially designed to prevent the cables from slipping. "Traction" is provided to the ropes by the grip of the grooves in the sheave, thereby the name. As the ropes age and the traction grooves wear, some traction is lost and the ropes must be replaced and the sheave repaired or replaced. <hl> Sheave and rope wear may be significantly reduced by ensuring that all ropes have equal tension, thus sharing the load evenly. <hl> Rope tension equalization may be achieved using a rope tension gauge, and is a simple way to extend the lifetime of the sheaves and ropes.

In each case, cables are attached to a hitch plate on top of the cab or may be "underslung" below a cab, and then looped over the drive sheave to a counterweight attached to the opposite end of the cables which reduces the amount of power needed to move the cab. The counterweight is located in the hoist-way and rides a separate railway system; as the car goes up, the counterweight goes down, and vice versa. This action is powered by the traction machine which is directed by the controller, typically a relay logic or computerized device that directs starting, acceleration, deceleration and stopping of the elevator cab. The weight of the counterweight is typically equal to the weight of the elevator cab plus 40-50% of the capacity of the elevator. The grooves in the drive sheave are specially designed to prevent the cables from slipping. "Traction" is provided to the ropes by the grip of the grooves in the sheave, thereby the name. As the ropes age and the traction grooves wear, some traction is lost and the ropes must be replaced and the sheave repaired or replaced. <hl> Sheave and rope wear <hl> may be significantly reduced by ensuring that all ropes have equal tension, thus sharing the load evenly. Rope tension equalization may be achieved using a rope tension gauge, and is a simple way to extend the lifetime of the sheaves and ropes.

question: Maintaining that the ropes all have equal tension may reduce what?, context: In each case, cables are attached to a hitch plate on top of the cab or may be "underslung" below a cab, and then looped over the drive sheave to a counterweight attached to the opposite end of the cables which reduces the amount of power needed to move the cab. The counterweight is located in the hoist-way and rides a separate railway system; as the car goes up, the counterweight goes down, and vice versa. This action is powered by the traction machine which is directed by the controller, typically a relay logic or computerized device that directs starting, acceleration, deceleration and stopping of the elevator cab. The weight of the counterweight is typically equal to the weight of the elevator cab plus 40-50% of the capacity of the elevator. The grooves in the drive sheave are specially designed to prevent the cables from slipping. "Traction" is provided to the ropes by the grip of the grooves in the sheave, thereby the name. As the ropes age and the traction grooves wear, some traction is lost and the ropes must be replaced and the sheave repaired or replaced. Sheave and rope wear may be significantly reduced by ensuring that all ropes have equal tension, thus sharing the load evenly. Rope tension equalization may be achieved using a rope tension gauge, and is a simple way to extend the lifetime of the sheaves and ropes.


Question: "Compensation" is the name of the system used for what type of elevators?

Answer: Elevators with more than 30 m (98 ft) of travel

<hl> Elevators with more than 30 m (98 ft) of travel have a system called compensation. <hl> This is a separate set of cables or a chain attached to the bottom of the counterweight and the bottom of the elevator cab. This makes it easier to control the elevator, as it compensates for the differing weight of cable between the hoist and the cab. If the elevator cab is at the top of the hoist-way, there is a short length of hoist cable above the car and a long length of compensating cable below the car and vice versa for the counterweight. If the compensation system uses cables, there will be an additional sheave in the pit below the elevator, to guide the cables. If the compensation system uses chains, the chain is guided by a bar mounted between the counterweight railway lines.

<hl> Elevators with more than 30 m (98 ft) of travel <hl> have a system called compensation. This is a separate set of cables or a chain attached to the bottom of the counterweight and the bottom of the elevator cab. This makes it easier to control the elevator, as it compensates for the differing weight of cable between the hoist and the cab. If the elevator cab is at the top of the hoist-way, there is a short length of hoist cable above the car and a long length of compensating cable below the car and vice versa for the counterweight. If the compensation system uses cables, there will be an additional sheave in the pit below the elevator, to guide the cables. If the compensation system uses chains, the chain is guided by a bar mounted between the counterweight railway lines.

question: "Compensation" is the name of the system used for what type of elevators?, context: Elevators with more than 30 m (98 ft) of travel have a system called compensation. This is a separate set of cables or a chain attached to the bottom of the counterweight and the bottom of the elevator cab. This makes it easier to control the elevator, as it compensates for the differing weight of cable between the hoist and the cab. If the elevator cab is at the top of the hoist-way, there is a short length of hoist cable above the car and a long length of compensating cable below the car and vice versa for the counterweight. If the compensation system uses cables, there will be an additional sheave in the pit below the elevator, to guide the cables. If the compensation system uses chains, the chain is guided by a bar mounted between the counterweight railway lines.


Question: "Compensation" consists of what?

Answer: a separate set of cables or a chain attached to the bottom of the counterweight and the bottom of the elevator cab

Elevators with more than 30 m (98 ft) of travel have a system called compensation. <hl> This is a separate set of cables or a chain attached to the bottom of the counterweight and the bottom of the elevator cab . <hl> This makes it easier to control the elevator, as it compensates for the differing weight of cable between the hoist and the cab. If the elevator cab is at the top of the hoist-way, there is a short length of hoist cable above the car and a long length of compensating cable below the car and vice versa for the counterweight. If the compensation system uses cables, there will be an additional sheave in the pit below the elevator, to guide the cables. If the compensation system uses chains, the chain is guided by a bar mounted between the counterweight railway lines.

Elevators with more than 30 m (98 ft) of travel have a system called compensation. This is <hl> a separate set of cables or a chain attached to the bottom of the counterweight and the bottom of the elevator cab <hl>. This makes it easier to control the elevator, as it compensates for the differing weight of cable between the hoist and the cab. If the elevator cab is at the top of the hoist-way, there is a short length of hoist cable above the car and a long length of compensating cable below the car and vice versa for the counterweight. If the compensation system uses cables, there will be an additional sheave in the pit below the elevator, to guide the cables. If the compensation system uses chains, the chain is guided by a bar mounted between the counterweight railway lines.

This is <hl> a separate set of cables or a chain attached to the bottom of the counterweight and the bottom of the elevator cab <hl> .

question: "Compensation" consists of what?, context: Elevators with more than 30 m (98 ft) of travel have a system called compensation. This is a separate set of cables or a chain attached to the bottom of the counterweight and the bottom of the elevator cab. This makes it easier to control the elevator, as it compensates for the differing weight of cable between the hoist and the cab. If the elevator cab is at the top of the hoist-way, there is a short length of hoist cable above the car and a long length of compensating cable below the car and vice versa for the counterweight. If the compensation system uses cables, there will be an additional sheave in the pit below the elevator, to guide the cables. If the compensation system uses chains, the chain is guided by a bar mounted between the counterweight railway lines.


Question: What is the chain guided by in a compensation system that uses chains?

Answer: a bar mounted between the counterweight railway lines

Elevators with more than 30 m (98 ft) of travel have a system called compensation. This is a separate set of cables or a chain attached to the bottom of the counterweight and the bottom of the elevator cab. This makes it easier to control the elevator, as it compensates for the differing weight of cable between the hoist and the cab. If the elevator cab is at the top of the hoist-way, there is a short length of hoist cable above the car and a long length of compensating cable below the car and vice versa for the counterweight. If the compensation system uses cables, there will be an additional sheave in the pit below the elevator, to guide the cables. <hl> If the compensation system uses chains, the chain is guided by a bar mounted between the counterweight railway lines . <hl>

Elevators with more than 30 m (98 ft) of travel have a system called compensation. This is a separate set of cables or a chain attached to the bottom of the counterweight and the bottom of the elevator cab. This makes it easier to control the elevator, as it compensates for the differing weight of cable between the hoist and the cab. If the elevator cab is at the top of the hoist-way, there is a short length of hoist cable above the car and a long length of compensating cable below the car and vice versa for the counterweight. If the compensation system uses cables, there will be an additional sheave in the pit below the elevator, to guide the cables. If the compensation system uses chains, the chain is guided by <hl> a bar mounted between the counterweight railway lines <hl>.

If the compensation system uses chains, the chain is guided by <hl> a bar mounted between the counterweight railway lines <hl> .

question: What is the chain guided by in a compensation system that uses chains?, context: Elevators with more than 30 m (98 ft) of travel have a system called compensation. This is a separate set of cables or a chain attached to the bottom of the counterweight and the bottom of the elevator cab. This makes it easier to control the elevator, as it compensates for the differing weight of cable between the hoist and the cab. If the elevator cab is at the top of the hoist-way, there is a short length of hoist cable above the car and a long length of compensating cable below the car and vice versa for the counterweight. If the compensation system uses cables, there will be an additional sheave in the pit below the elevator, to guide the cables. If the compensation system uses chains, the chain is guided by a bar mounted between the counterweight railway lines.


Question: What exactly does this system compensate for?

Answer: the differing weight of cable between the hoist and the cab

Elevators with more than 30 m (98 ft) of travel have a system called compensation. This is a separate set of cables or a chain attached to the bottom of the counterweight and the bottom of the elevator cab. <hl> This makes it easier to control the elevator, as it compensates for the differing weight of cable between the hoist and the cab . <hl> If the elevator cab is at the top of the hoist-way, there is a short length of hoist cable above the car and a long length of compensating cable below the car and vice versa for the counterweight. If the compensation system uses cables, there will be an additional sheave in the pit below the elevator, to guide the cables. If the compensation system uses chains, the chain is guided by a bar mounted between the counterweight railway lines.

Elevators with more than 30 m (98 ft) of travel have a system called compensation. This is a separate set of cables or a chain attached to the bottom of the counterweight and the bottom of the elevator cab. This makes it easier to control the elevator, as it compensates for <hl> the differing weight of cable between the hoist and the cab <hl>. If the elevator cab is at the top of the hoist-way, there is a short length of hoist cable above the car and a long length of compensating cable below the car and vice versa for the counterweight. If the compensation system uses cables, there will be an additional sheave in the pit below the elevator, to guide the cables. If the compensation system uses chains, the chain is guided by a bar mounted between the counterweight railway lines.

This makes it easier to control the elevator, as it compensates for <hl> the differing weight of cable between the hoist and the cab <hl> .

question: What exactly does this system compensate for?, context: Elevators with more than 30 m (98 ft) of travel have a system called compensation. This is a separate set of cables or a chain attached to the bottom of the counterweight and the bottom of the elevator cab. This makes it easier to control the elevator, as it compensates for the differing weight of cable between the hoist and the cab. If the elevator cab is at the top of the hoist-way, there is a short length of hoist cable above the car and a long length of compensating cable below the car and vice versa for the counterweight. If the compensation system uses cables, there will be an additional sheave in the pit below the elevator, to guide the cables. If the compensation system uses chains, the chain is guided by a bar mounted between the counterweight railway lines.


Question: What type of installations are hydraulic elevators best suited for?

Answer: low rise, low traffic installations

<hl> The low mechanical complexity of hydraulic elevators in comparison to traction elevators makes them ideal for low rise, low traffic installations . <hl> They are less energy efficient as the pump works against gravity to push the car and its passengers upwards; this energy is lost when the car descends on its own weight. The high current draw of the pump when starting up also places higher demands on a building’s electrical system. There are also environmental concerns should the lifting cylinder leak fluid into the ground.

The low mechanical complexity of hydraulic elevators in comparison to traction elevators makes them ideal for <hl> low rise, low traffic installations <hl>. They are less energy efficient as the pump works against gravity to push the car and its passengers upwards; this energy is lost when the car descends on its own weight. The high current draw of the pump when starting up also places higher demands on a building’s electrical system. There are also environmental concerns should the lifting cylinder leak fluid into the ground.

The low mechanical complexity of hydraulic elevators in comparison to traction elevators makes them ideal for <hl> low rise, low traffic installations <hl> .

question: What type of installations are hydraulic elevators best suited for?, context: The low mechanical complexity of hydraulic elevators in comparison to traction elevators makes them ideal for low rise, low traffic installations. They are less energy efficient as the pump works against gravity to push the car and its passengers upwards; this energy is lost when the car descends on its own weight. The high current draw of the pump when starting up also places higher demands on a building’s electrical system. There are also environmental concerns should the lifting cylinder leak fluid into the ground.


Question: Why do hydraulic elevators use more energy?

Answer: the pump works against gravity to push the car and its passengers upwards; this energy is lost when the car descends on its own weight

The low mechanical complexity of hydraulic elevators in comparison to traction elevators makes them ideal for low rise, low traffic installations. <hl> They are less energy efficient as the pump works against gravity to push the car and its passengers upwards; this energy is lost when the car descends on its own weight . <hl> The high current draw of the pump when starting up also places higher demands on a building’s electrical system. There are also environmental concerns should the lifting cylinder leak fluid into the ground.

The low mechanical complexity of hydraulic elevators in comparison to traction elevators makes them ideal for low rise, low traffic installations. They are less energy efficient as <hl> the pump works against gravity to push the car and its passengers upwards; this energy is lost when the car descends on its own weight <hl>. The high current draw of the pump when starting up also places higher demands on a building’s electrical system. There are also environmental concerns should the lifting cylinder leak fluid into the ground.

They are less energy efficient as <hl> the pump works against gravity to push the car and its passengers upwards; this energy is lost when the car descends on its own weight <hl> .

question: Why do hydraulic elevators use more energy?, context: The low mechanical complexity of hydraulic elevators in comparison to traction elevators makes them ideal for low rise, low traffic installations. They are less energy efficient as the pump works against gravity to push the car and its passengers upwards; this energy is lost when the car descends on its own weight. The high current draw of the pump when starting up also places higher demands on a building’s electrical system. There are also environmental concerns should the lifting cylinder leak fluid into the ground.


Question: What else contributes to a higher demand from the electrical system?

Answer: The high current draw of the pump when starting up

The low mechanical complexity of hydraulic elevators in comparison to traction elevators makes them ideal for low rise, low traffic installations. They are less energy efficient as the pump works against gravity to push the car and its passengers upwards; this energy is lost when the car descends on its own weight. <hl> The high current draw of the pump when starting up also places higher demands on a building’s electrical system. <hl> There are also environmental concerns should the lifting cylinder leak fluid into the ground.

The low mechanical complexity of hydraulic elevators in comparison to traction elevators makes them ideal for low rise, low traffic installations. They are less energy efficient as the pump works against gravity to push the car and its passengers upwards; this energy is lost when the car descends on its own weight. <hl> The high current draw of the pump when starting up <hl> also places higher demands on a building’s electrical system. There are also environmental concerns should the lifting cylinder leak fluid into the ground.

question: What else contributes to a higher demand from the electrical system?, context: The low mechanical complexity of hydraulic elevators in comparison to traction elevators makes them ideal for low rise, low traffic installations. They are less energy efficient as the pump works against gravity to push the car and its passengers upwards; this energy is lost when the car descends on its own weight. The high current draw of the pump when starting up also places higher demands on a building’s electrical system. There are also environmental concerns should the lifting cylinder leak fluid into the ground.


Question: What concerns arise when the lifting cylinder leaks fluid into the ground?

Answer: environmental concerns

The low mechanical complexity of hydraulic elevators in comparison to traction elevators makes them ideal for low rise, low traffic installations. They are less energy efficient as the pump works against gravity to push the car and its passengers upwards; this energy is lost when the car descends on its own weight. The high current draw of the pump when starting up also places higher demands on a building’s electrical system. <hl> There are also environmental concerns should the lifting cylinder leak fluid into the ground. <hl>

The low mechanical complexity of hydraulic elevators in comparison to traction elevators makes them ideal for low rise, low traffic installations. They are less energy efficient as the pump works against gravity to push the car and its passengers upwards; this energy is lost when the car descends on its own weight. The high current draw of the pump when starting up also places higher demands on a building’s electrical system. There are also <hl> environmental concerns <hl> should the lifting cylinder leak fluid into the ground.

question: What concerns arise when the lifting cylinder leaks fluid into the ground?, context: The low mechanical complexity of hydraulic elevators in comparison to traction elevators makes them ideal for low rise, low traffic installations. They are less energy efficient as the pump works against gravity to push the car and its passengers upwards; this energy is lost when the car descends on its own weight. The high current draw of the pump when starting up also places higher demands on a building’s electrical system. There are also environmental concerns should the lifting cylinder leak fluid into the ground.


Question: What defines a climbing elevator?

Answer: a self-ascending elevator with its own propulsion

<hl> A climbing elevator is a self-ascending elevator with its own propulsion . <hl> The propulsion can be done by an electric or a combustion engine. Climbing elevators are used in guyed masts or towers, in order to make easy access to parts of these constructions, such as flight safety lamps for maintenance. An example would be the Moonlight towers in Austin, Texas, where the elevator holds only one person and equipment for maintenance. The Glasgow Tower — an observation tower in Glasgow, Scotland — also makes use of two climbing elevators.

A climbing elevator is <hl> a self-ascending elevator with its own propulsion <hl>. The propulsion can be done by an electric or a combustion engine. Climbing elevators are used in guyed masts or towers, in order to make easy access to parts of these constructions, such as flight safety lamps for maintenance. An example would be the Moonlight towers in Austin, Texas, where the elevator holds only one person and equipment for maintenance. The Glasgow Tower — an observation tower in Glasgow, Scotland — also makes use of two climbing elevators.

A climbing elevator is <hl> a self-ascending elevator with its own propulsion <hl> .

question: What defines a climbing elevator?, context: A climbing elevator is a self-ascending elevator with its own propulsion. The propulsion can be done by an electric or a combustion engine. Climbing elevators are used in guyed masts or towers, in order to make easy access to parts of these constructions, such as flight safety lamps for maintenance. An example would be the Moonlight towers in Austin, Texas, where the elevator holds only one person and equipment for maintenance. The Glasgow Tower — an observation tower in Glasgow, Scotland — also makes use of two climbing elevators.


Question: What settings are climbing elevators used in?

Answer: guyed masts or towers

A climbing elevator is a self-ascending elevator with its own propulsion. The propulsion can be done by an electric or a combustion engine. <hl> Climbing elevators are used in guyed masts or towers , in order to make easy access to parts of these constructions, such as flight safety lamps for maintenance. <hl> An example would be the Moonlight towers in Austin, Texas, where the elevator holds only one person and equipment for maintenance. The Glasgow Tower — an observation tower in Glasgow, Scotland — also makes use of two climbing elevators.

A climbing elevator is a self-ascending elevator with its own propulsion. The propulsion can be done by an electric or a combustion engine. Climbing elevators are used in <hl> guyed masts or towers <hl>, in order to make easy access to parts of these constructions, such as flight safety lamps for maintenance. An example would be the Moonlight towers in Austin, Texas, where the elevator holds only one person and equipment for maintenance. The Glasgow Tower — an observation tower in Glasgow, Scotland — also makes use of two climbing elevators.

Climbing elevators are used in <hl> guyed masts or towers <hl> , in order to make easy access to parts of these constructions, such as flight safety lamps for maintenance.

question: What settings are climbing elevators used in?, context: A climbing elevator is a self-ascending elevator with its own propulsion. The propulsion can be done by an electric or a combustion engine. Climbing elevators are used in guyed masts or towers, in order to make easy access to parts of these constructions, such as flight safety lamps for maintenance. An example would be the Moonlight towers in Austin, Texas, where the elevator holds only one person and equipment for maintenance. The Glasgow Tower — an observation tower in Glasgow, Scotland — also makes use of two climbing elevators.


Question: What is the Glasgow Tower?

Answer: an observation tower in Glasgow, Scotland

A climbing elevator is a self-ascending elevator with its own propulsion. The propulsion can be done by an electric or a combustion engine. Climbing elevators are used in guyed masts or towers, in order to make easy access to parts of these constructions, such as flight safety lamps for maintenance. An example would be the Moonlight towers in Austin, Texas, where the elevator holds only one person and equipment for maintenance. <hl> The Glasgow Tower — an observation tower in Glasgow, Scotland — also makes use of two climbing elevators. <hl>

A climbing elevator is a self-ascending elevator with its own propulsion. The propulsion can be done by an electric or a combustion engine. Climbing elevators are used in guyed masts or towers, in order to make easy access to parts of these constructions, such as flight safety lamps for maintenance. An example would be the Moonlight towers in Austin, Texas, where the elevator holds only one person and equipment for maintenance. The Glasgow Tower — <hl> an observation tower in Glasgow, Scotland <hl> — also makes use of two climbing elevators.

question: What is the Glasgow Tower?, context: A climbing elevator is a self-ascending elevator with its own propulsion. The propulsion can be done by an electric or a combustion engine. Climbing elevators are used in guyed masts or towers, in order to make easy access to parts of these constructions, such as flight safety lamps for maintenance. An example would be the Moonlight towers in Austin, Texas, where the elevator holds only one person and equipment for maintenance. The Glasgow Tower — an observation tower in Glasgow, Scotland — also makes use of two climbing elevators.


Question: How is the propulsion powered in a climbing elevator?

Answer: by an electric or a combustion engine

A climbing elevator is a self-ascending elevator with its own propulsion. <hl> The propulsion can be done by an electric or a combustion engine . <hl> Climbing elevators are used in guyed masts or towers, in order to make easy access to parts of these constructions, such as flight safety lamps for maintenance. An example would be the Moonlight towers in Austin, Texas, where the elevator holds only one person and equipment for maintenance. The Glasgow Tower — an observation tower in Glasgow, Scotland — also makes use of two climbing elevators.

A climbing elevator is a self-ascending elevator with its own propulsion. The propulsion can be done <hl> by an electric or a combustion engine <hl>. Climbing elevators are used in guyed masts or towers, in order to make easy access to parts of these constructions, such as flight safety lamps for maintenance. An example would be the Moonlight towers in Austin, Texas, where the elevator holds only one person and equipment for maintenance. The Glasgow Tower — an observation tower in Glasgow, Scotland — also makes use of two climbing elevators.

The propulsion can be done <hl> by an electric or a combustion engine <hl> .

question: How is the propulsion powered in a climbing elevator?, context: A climbing elevator is a self-ascending elevator with its own propulsion. The propulsion can be done by an electric or a combustion engine. Climbing elevators are used in guyed masts or towers, in order to make easy access to parts of these constructions, such as flight safety lamps for maintenance. An example would be the Moonlight towers in Austin, Texas, where the elevator holds only one person and equipment for maintenance. The Glasgow Tower — an observation tower in Glasgow, Scotland — also makes use of two climbing elevators.


Question: What does this type of elevator use to propel the cage?

Answer: a vacuum on top of the cab and a valve on the top of the "shaft"

<hl> A elevator of this kind uses a vacuum on top of the cab and a valve on the top of the "shaft" to move the cab upwards and closes the valve in order to keep the cab at the same level. <hl> a diaphragm or a piston is used as a "brake" if there's a sudden increase in pressure avove the cab. however, to go down, it opens the valve so that the air can pressurize the top of the "shaft", allowing the cab to go down by its own weight. this also means that in case of a power failure, the cab will automatically go down. the "shaft" is made of acrilic, is always round, due to the shape of the vacuum pump turbine. in order to keep the air inside of the cab, rubber seals are used. due to technical limitations, these elevators have a low capacity. they usually allow 1-3 passengers and up to 525 lbs.

A elevator of this kind uses <hl> a vacuum on top of the cab and a valve on the top of the "shaft" <hl> to move the cab upwards and closes the valve in order to keep the cab at the same level. a diaphragm or a piston is used as a "brake" if there's a sudden increase in pressure avove the cab. however, to go down, it opens the valve so that the air can pressurize the top of the "shaft", allowing the cab to go down by its own weight. this also means that in case of a power failure, the cab will automatically go down. the "shaft" is made of acrilic, is always round, due to the shape of the vacuum pump turbine. in order to keep the air inside of the cab, rubber seals are used. due to technical limitations, these elevators have a low capacity. they usually allow 1-3 passengers and up to 525 lbs.

question: What does this type of elevator use to propel the cage?, context: A elevator of this kind uses a vacuum on top of the cab and a valve on the top of the "shaft" to move the cab upwards and closes the valve in order to keep the cab at the same level. a diaphragm or a piston is used as a "brake" if there's a sudden increase in pressure avove the cab. however, to go down, it opens the valve so that the air can pressurize the top of the "shaft", allowing the cab to go down by its own weight. this also means that in case of a power failure, the cab will automatically go down. the "shaft" is made of acrilic, is always round, due to the shape of the vacuum pump turbine. in order to keep the air inside of the cab, rubber seals are used. due to technical limitations, these elevators have a low capacity. they usually allow 1-3 passengers and up to 525 lbs.


Question: For sudden surges in pressure above the cab, what is used as a "brake"?

Answer: a diaphragm or a piston

A elevator of this kind uses a vacuum on top of the cab and a valve on the top of the "shaft" to move the cab upwards and closes the valve in order to keep the cab at the same level. <hl> a diaphragm or a piston is used as a "brake" if there's a sudden increase in pressure avove the cab. <hl> however, to go down, it opens the valve so that the air can pressurize the top of the "shaft", allowing the cab to go down by its own weight. this also means that in case of a power failure, the cab will automatically go down. the "shaft" is made of acrilic, is always round, due to the shape of the vacuum pump turbine. in order to keep the air inside of the cab, rubber seals are used. due to technical limitations, these elevators have a low capacity. they usually allow 1-3 passengers and up to 525 lbs.

A elevator of this kind uses a vacuum on top of the cab and a valve on the top of the "shaft" to move the cab upwards and closes the valve in order to keep the cab at the same level. <hl> a diaphragm or a piston <hl> is used as a "brake" if there's a sudden increase in pressure avove the cab. however, to go down, it opens the valve so that the air can pressurize the top of the "shaft", allowing the cab to go down by its own weight. this also means that in case of a power failure, the cab will automatically go down. the "shaft" is made of acrilic, is always round, due to the shape of the vacuum pump turbine. in order to keep the air inside of the cab, rubber seals are used. due to technical limitations, these elevators have a low capacity. they usually allow 1-3 passengers and up to 525 lbs.

question: For sudden surges in pressure above the cab, what is used as a "brake"?, context: A elevator of this kind uses a vacuum on top of the cab and a valve on the top of the "shaft" to move the cab upwards and closes the valve in order to keep the cab at the same level. a diaphragm or a piston is used as a "brake" if there's a sudden increase in pressure avove the cab. however, to go down, it opens the valve so that the air can pressurize the top of the "shaft", allowing the cab to go down by its own weight. this also means that in case of a power failure, the cab will automatically go down. the "shaft" is made of acrilic, is always round, due to the shape of the vacuum pump turbine. in order to keep the air inside of the cab, rubber seals are used. due to technical limitations, these elevators have a low capacity. they usually allow 1-3 passengers and up to 525 lbs.


Question: How does it enable the cab to go down by it's own weight?

Answer: it opens the valve so that the air can pressurize the top of the "shaft"

A elevator of this kind uses a vacuum on top of the cab and a valve on the top of the "shaft" to move the cab upwards and closes the valve in order to keep the cab at the same level. a diaphragm or a piston is used as a "brake" if there's a sudden increase in pressure avove the cab. <hl> however, to go down, it opens the valve so that the air can pressurize the top of the "shaft" , allowing the cab to go down by its own weight. <hl> this also means that in case of a power failure, the cab will automatically go down. the "shaft" is made of acrilic, is always round, due to the shape of the vacuum pump turbine. in order to keep the air inside of the cab, rubber seals are used. due to technical limitations, these elevators have a low capacity. they usually allow 1-3 passengers and up to 525 lbs.

A elevator of this kind uses a vacuum on top of the cab and a valve on the top of the "shaft" to move the cab upwards and closes the valve in order to keep the cab at the same level. a diaphragm or a piston is used as a "brake" if there's a sudden increase in pressure avove the cab. however, to go down, <hl> it opens the valve so that the air can pressurize the top of the "shaft" <hl>, allowing the cab to go down by its own weight. this also means that in case of a power failure, the cab will automatically go down. the "shaft" is made of acrilic, is always round, due to the shape of the vacuum pump turbine. in order to keep the air inside of the cab, rubber seals are used. due to technical limitations, these elevators have a low capacity. they usually allow 1-3 passengers and up to 525 lbs.

however, to go down, <hl> it opens the valve so that the air can pressurize the top of the "shaft" <hl> , allowing the cab to go down by its own weight.

question: How does it enable the cab to go down by it's own weight?, context: A elevator of this kind uses a vacuum on top of the cab and a valve on the top of the "shaft" to move the cab upwards and closes the valve in order to keep the cab at the same level. a diaphragm or a piston is used as a "brake" if there's a sudden increase in pressure avove the cab. however, to go down, it opens the valve so that the air can pressurize the top of the "shaft", allowing the cab to go down by its own weight. this also means that in case of a power failure, the cab will automatically go down. the "shaft" is made of acrilic, is always round, due to the shape of the vacuum pump turbine. in order to keep the air inside of the cab, rubber seals are used. due to technical limitations, these elevators have a low capacity. they usually allow 1-3 passengers and up to 525 lbs.


Question: What is the shaft made of?

Answer: acrilic

A elevator of this kind uses a vacuum on top of the cab and a valve on the top of the "shaft" to move the cab upwards and closes the valve in order to keep the cab at the same level. a diaphragm or a piston is used as a "brake" if there's a sudden increase in pressure avove the cab. however, to go down, it opens the valve so that the air can pressurize the top of the "shaft", allowing the cab to go down by its own weight. this also means that in case of a power failure, the cab will automatically go down. <hl> the "shaft" is made of acrilic , is always round, due to the shape of the vacuum pump turbine. <hl> in order to keep the air inside of the cab, rubber seals are used. due to technical limitations, these elevators have a low capacity. they usually allow 1-3 passengers and up to 525 lbs.

A elevator of this kind uses a vacuum on top of the cab and a valve on the top of the "shaft" to move the cab upwards and closes the valve in order to keep the cab at the same level. a diaphragm or a piston is used as a "brake" if there's a sudden increase in pressure avove the cab. however, to go down, it opens the valve so that the air can pressurize the top of the "shaft", allowing the cab to go down by its own weight. this also means that in case of a power failure, the cab will automatically go down. the "shaft" is made of <hl> acrilic <hl>, is always round, due to the shape of the vacuum pump turbine. in order to keep the air inside of the cab, rubber seals are used. due to technical limitations, these elevators have a low capacity. they usually allow 1-3 passengers and up to 525 lbs.

the "shaft" is made of <hl> acrilic <hl> , is always round, due to the shape of the vacuum pump turbine.

question: What is the shaft made of?, context: A elevator of this kind uses a vacuum on top of the cab and a valve on the top of the "shaft" to move the cab upwards and closes the valve in order to keep the cab at the same level. a diaphragm or a piston is used as a "brake" if there's a sudden increase in pressure avove the cab. however, to go down, it opens the valve so that the air can pressurize the top of the "shaft", allowing the cab to go down by its own weight. this also means that in case of a power failure, the cab will automatically go down. the "shaft" is made of acrilic, is always round, due to the shape of the vacuum pump turbine. in order to keep the air inside of the cab, rubber seals are used. due to technical limitations, these elevators have a low capacity. they usually allow 1-3 passengers and up to 525 lbs.


Question: How much weight is permitted on a low capacity elevator?

Answer: up to 525 lbs

A elevator of this kind uses a vacuum on top of the cab and a valve on the top of the "shaft" to move the cab upwards and closes the valve in order to keep the cab at the same level. a diaphragm or a piston is used as a "brake" if there's a sudden increase in pressure avove the cab. however, to go down, it opens the valve so that the air can pressurize the top of the "shaft", allowing the cab to go down by its own weight. this also means that in case of a power failure, the cab will automatically go down. the "shaft" is made of acrilic, is always round, due to the shape of the vacuum pump turbine. in order to keep the air inside of the cab, rubber seals are used. due to technical limitations, these elevators have a low capacity. <hl> they usually allow 1-3 passengers and up to 525 lbs . <hl>

A elevator of this kind uses a vacuum on top of the cab and a valve on the top of the "shaft" to move the cab upwards and closes the valve in order to keep the cab at the same level. a diaphragm or a piston is used as a "brake" if there's a sudden increase in pressure avove the cab. however, to go down, it opens the valve so that the air can pressurize the top of the "shaft", allowing the cab to go down by its own weight. this also means that in case of a power failure, the cab will automatically go down. the "shaft" is made of acrilic, is always round, due to the shape of the vacuum pump turbine. in order to keep the air inside of the cab, rubber seals are used. due to technical limitations, these elevators have a low capacity. they usually allow 1-3 passengers and <hl> up to 525 lbs <hl>.

they usually allow 1-3 passengers and <hl> up to 525 lbs <hl> .

question: How much weight is permitted on a low capacity elevator?, context: A elevator of this kind uses a vacuum on top of the cab and a valve on the top of the "shaft" to move the cab upwards and closes the valve in order to keep the cab at the same level. a diaphragm or a piston is used as a "brake" if there's a sudden increase in pressure avove the cab. however, to go down, it opens the valve so that the air can pressurize the top of the "shaft", allowing the cab to go down by its own weight. this also means that in case of a power failure, the cab will automatically go down. the "shaft" is made of acrilic, is always round, due to the shape of the vacuum pump turbine. in order to keep the air inside of the cab, rubber seals are used. due to technical limitations, these elevators have a low capacity. they usually allow 1-3 passengers and up to 525 lbs.


Question: Until the mid 1900s most elevators lacked what?

Answer: automatic positioning of the floor on which the cab would stop

<hl> In the first half of the twentieth century, almost all elevators had no automatic positioning of the floor on which the cab would stop . <hl> Some of the older freight elevators were controlled by switches operated by pulling on adjacent ropes. In general, most elevators before WWII were manually controlled by elevator operators using a rheostat connected to the motor. This rheostat (see picture) was enclosed within a cylindrical container about the size and shape of a cake. This was mounted upright or sideways on the cab wall and operated via a projecting handle, which was able to slide around the top half of the cylinder.

In the first half of the twentieth century, almost all elevators had no <hl> automatic positioning of the floor on which the cab would stop <hl>. Some of the older freight elevators were controlled by switches operated by pulling on adjacent ropes. In general, most elevators before WWII were manually controlled by elevator operators using a rheostat connected to the motor. This rheostat (see picture) was enclosed within a cylindrical container about the size and shape of a cake. This was mounted upright or sideways on the cab wall and operated via a projecting handle, which was able to slide around the top half of the cylinder.

In the first half of the twentieth century, almost all elevators had no <hl> automatic positioning of the floor on which the cab would stop <hl> .

question: Until the mid 1900s most elevators lacked what?, context: In the first half of the twentieth century, almost all elevators had no automatic positioning of the floor on which the cab would stop. Some of the older freight elevators were controlled by switches operated by pulling on adjacent ropes. In general, most elevators before WWII were manually controlled by elevator operators using a rheostat connected to the motor. This rheostat (see picture) was enclosed within a cylindrical container about the size and shape of a cake. This was mounted upright or sideways on the cab wall and operated via a projecting handle, which was able to slide around the top half of the cylinder.


Question: How were most elevators built before 1939 powered?

Answer: by elevator operators using a rheostat connected to the motor

In the first half of the twentieth century, almost all elevators had no automatic positioning of the floor on which the cab would stop. Some of the older freight elevators were controlled by switches operated by pulling on adjacent ropes. <hl> In general, most elevators before WWII were manually controlled by elevator operators using a rheostat connected to the motor . <hl> This rheostat (see picture) was enclosed within a cylindrical container about the size and shape of a cake. This was mounted upright or sideways on the cab wall and operated via a projecting handle, which was able to slide around the top half of the cylinder.

In the first half of the twentieth century, almost all elevators had no automatic positioning of the floor on which the cab would stop. Some of the older freight elevators were controlled by switches operated by pulling on adjacent ropes. In general, most elevators before WWII were manually controlled <hl> by elevator operators using a rheostat connected to the motor <hl>. This rheostat (see picture) was enclosed within a cylindrical container about the size and shape of a cake. This was mounted upright or sideways on the cab wall and operated via a projecting handle, which was able to slide around the top half of the cylinder.

In general, most elevators before WWII were manually controlled <hl> by elevator operators using a rheostat connected to the motor <hl> .

question: How were most elevators built before 1939 powered?, context: In the first half of the twentieth century, almost all elevators had no automatic positioning of the floor on which the cab would stop. Some of the older freight elevators were controlled by switches operated by pulling on adjacent ropes. In general, most elevators before WWII were manually controlled by elevator operators using a rheostat connected to the motor. This rheostat (see picture) was enclosed within a cylindrical container about the size and shape of a cake. This was mounted upright or sideways on the cab wall and operated via a projecting handle, which was able to slide around the top half of the cylinder.


Question: Many earlier built freight elevators were controlled by what?

Answer: switches operated by pulling on adjacent ropes

In the first half of the twentieth century, almost all elevators had no automatic positioning of the floor on which the cab would stop. <hl> Some of the older freight elevators were controlled by switches operated by pulling on adjacent ropes . <hl> In general, most elevators before WWII were manually controlled by elevator operators using a rheostat connected to the motor. This rheostat (see picture) was enclosed within a cylindrical container about the size and shape of a cake. This was mounted upright or sideways on the cab wall and operated via a projecting handle, which was able to slide around the top half of the cylinder.

In the first half of the twentieth century, almost all elevators had no automatic positioning of the floor on which the cab would stop. Some of the older freight elevators were controlled by <hl> switches operated by pulling on adjacent ropes <hl>. In general, most elevators before WWII were manually controlled by elevator operators using a rheostat connected to the motor. This rheostat (see picture) was enclosed within a cylindrical container about the size and shape of a cake. This was mounted upright or sideways on the cab wall and operated via a projecting handle, which was able to slide around the top half of the cylinder.

Some of the older freight elevators were controlled by <hl> switches operated by pulling on adjacent ropes <hl> .

question: Many earlier built freight elevators were controlled by what?, context: In the first half of the twentieth century, almost all elevators had no automatic positioning of the floor on which the cab would stop. Some of the older freight elevators were controlled by switches operated by pulling on adjacent ropes. In general, most elevators before WWII were manually controlled by elevator operators using a rheostat connected to the motor. This rheostat (see picture) was enclosed within a cylindrical container about the size and shape of a cake. This was mounted upright or sideways on the cab wall and operated via a projecting handle, which was able to slide around the top half of the cylinder.


Question: A rheostat is the size and shape of what?

Answer: a cake

In the first half of the twentieth century, almost all elevators had no automatic positioning of the floor on which the cab would stop. Some of the older freight elevators were controlled by switches operated by pulling on adjacent ropes. In general, most elevators before WWII were manually controlled by elevator operators using a rheostat connected to the motor. <hl> This rheostat (see picture) was enclosed within a cylindrical container about the size and shape of a cake . <hl> This was mounted upright or sideways on the cab wall and operated via a projecting handle, which was able to slide around the top half of the cylinder.

In the first half of the twentieth century, almost all elevators had no automatic positioning of the floor on which the cab would stop. Some of the older freight elevators were controlled by switches operated by pulling on adjacent ropes. In general, most elevators before WWII were manually controlled by elevator operators using a rheostat connected to the motor. This rheostat (see picture) was enclosed within a cylindrical container about the size and shape of <hl> a cake <hl>. This was mounted upright or sideways on the cab wall and operated via a projecting handle, which was able to slide around the top half of the cylinder.

This rheostat (see picture) was enclosed within a cylindrical container about the size and shape of <hl> a cake <hl> .

question: A rheostat is the size and shape of what?, context: In the first half of the twentieth century, almost all elevators had no automatic positioning of the floor on which the cab would stop. Some of the older freight elevators were controlled by switches operated by pulling on adjacent ropes. In general, most elevators before WWII were manually controlled by elevator operators using a rheostat connected to the motor. This rheostat (see picture) was enclosed within a cylindrical container about the size and shape of a cake. This was mounted upright or sideways on the cab wall and operated via a projecting handle, which was able to slide around the top half of the cylinder.


Question: Where was the rheostat mounted?

Answer: upright or sideways on the cab wall

In the first half of the twentieth century, almost all elevators had no automatic positioning of the floor on which the cab would stop. Some of the older freight elevators were controlled by switches operated by pulling on adjacent ropes. In general, most elevators before WWII were manually controlled by elevator operators using a rheostat connected to the motor. This rheostat (see picture) was enclosed within a cylindrical container about the size and shape of a cake. <hl> This was mounted upright or sideways on the cab wall and operated via a projecting handle, which was able to slide around the top half of the cylinder. <hl>

In the first half of the twentieth century, almost all elevators had no automatic positioning of the floor on which the cab would stop. Some of the older freight elevators were controlled by switches operated by pulling on adjacent ropes. In general, most elevators before WWII were manually controlled by elevator operators using a rheostat connected to the motor. This rheostat (see picture) was enclosed within a cylindrical container about the size and shape of a cake. This was mounted <hl> upright or sideways on the cab wall <hl> and operated via a projecting handle, which was able to slide around the top half of the cylinder.

question: Where was the rheostat mounted?, context: In the first half of the twentieth century, almost all elevators had no automatic positioning of the floor on which the cab would stop. Some of the older freight elevators were controlled by switches operated by pulling on adjacent ropes. In general, most elevators before WWII were manually controlled by elevator operators using a rheostat connected to the motor. This rheostat (see picture) was enclosed within a cylindrical container about the size and shape of a cake. This was mounted upright or sideways on the cab wall and operated via a projecting handle, which was able to slide around the top half of the cylinder.


Question: Where is the elevator motor found?

Answer: at the top of the shaft or beside the bottom of the shaft

<hl> The elevator motor was located at the top of the shaft or beside the bottom of the shaft . <hl> Pushing the handle forward would cause the cab to rise; backwards would make it sink. The harder the pressure, the faster the elevator would move. The handle also served as a dead man switch: if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop. In time, safety interlocks would ensure that the inner and outer doors were closed before the elevator was allowed to move.

The elevator motor was located <hl> at the top of the shaft or beside the bottom of the shaft <hl>. Pushing the handle forward would cause the cab to rise; backwards would make it sink. The harder the pressure, the faster the elevator would move. The handle also served as a dead man switch: if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop. In time, safety interlocks would ensure that the inner and outer doors were closed before the elevator was allowed to move.

The elevator motor was located <hl> at the top of the shaft or beside the bottom of the shaft <hl> .

question: Where is the elevator motor found?, context: The elevator motor was located at the top of the shaft or beside the bottom of the shaft. Pushing the handle forward would cause the cab to rise; backwards would make it sink. The harder the pressure, the faster the elevator would move. The handle also served as a dead man switch: if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop. In time, safety interlocks would ensure that the inner and outer doors were closed before the elevator was allowed to move.


Question: Moving the helve forward causes the cab to do what?

Answer: to rise

The elevator motor was located at the top of the shaft or beside the bottom of the shaft. <hl> Pushing the handle forward would cause the cab to rise ; backwards would make it sink. <hl> The harder the pressure, the faster the elevator would move. The handle also served as a dead man switch: if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop. In time, safety interlocks would ensure that the inner and outer doors were closed before the elevator was allowed to move.

The elevator motor was located at the top of the shaft or beside the bottom of the shaft. Pushing the handle forward would cause the cab <hl> to rise <hl>; backwards would make it sink. The harder the pressure, the faster the elevator would move. The handle also served as a dead man switch: if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop. In time, safety interlocks would ensure that the inner and outer doors were closed before the elevator was allowed to move.

Pushing the handle forward would cause the cab <hl> to rise <hl> ; backwards would make it sink.

question: Moving the helve forward causes the cab to do what?, context: The elevator motor was located at the top of the shaft or beside the bottom of the shaft. Pushing the handle forward would cause the cab to rise; backwards would make it sink. The harder the pressure, the faster the elevator would move. The handle also served as a dead man switch: if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop. In time, safety interlocks would ensure that the inner and outer doors were closed before the elevator was allowed to move.


Question: The more pressure applied to the handle caused what?

Answer: the faster the elevator would move

The elevator motor was located at the top of the shaft or beside the bottom of the shaft. Pushing the handle forward would cause the cab to rise; backwards would make it sink. <hl> The harder the pressure, the faster the elevator would move . <hl> The handle also served as a dead man switch: if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop. In time, safety interlocks would ensure that the inner and outer doors were closed before the elevator was allowed to move.

The elevator motor was located at the top of the shaft or beside the bottom of the shaft. Pushing the handle forward would cause the cab to rise; backwards would make it sink. The harder the pressure, <hl> the faster the elevator would move <hl>. The handle also served as a dead man switch: if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop. In time, safety interlocks would ensure that the inner and outer doors were closed before the elevator was allowed to move.

The harder the pressure, <hl> the faster the elevator would move <hl> .

question: The more pressure applied to the handle caused what?, context: The elevator motor was located at the top of the shaft or beside the bottom of the shaft. Pushing the handle forward would cause the cab to rise; backwards would make it sink. The harder the pressure, the faster the elevator would move. The handle also served as a dead man switch: if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop. In time, safety interlocks would ensure that the inner and outer doors were closed before the elevator was allowed to move.


Question: Why was the handle considered a "dead man switch"?

Answer: if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop

The elevator motor was located at the top of the shaft or beside the bottom of the shaft. Pushing the handle forward would cause the cab to rise; backwards would make it sink. The harder the pressure, the faster the elevator would move. <hl> The handle also served as a dead man switch: if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop . <hl> In time, safety interlocks would ensure that the inner and outer doors were closed before the elevator was allowed to move.

The elevator motor was located at the top of the shaft or beside the bottom of the shaft. Pushing the handle forward would cause the cab to rise; backwards would make it sink. The harder the pressure, the faster the elevator would move. The handle also served as a dead man switch: <hl> if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop <hl>. In time, safety interlocks would ensure that the inner and outer doors were closed before the elevator was allowed to move.

The handle also served as a dead man switch: <hl> if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop <hl> .

question: Why was the handle considered a "dead man switch"?, context: The elevator motor was located at the top of the shaft or beside the bottom of the shaft. Pushing the handle forward would cause the cab to rise; backwards would make it sink. The harder the pressure, the faster the elevator would move. The handle also served as a dead man switch: if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop. In time, safety interlocks would ensure that the inner and outer doors were closed before the elevator was allowed to move.


Question: Eventually safety locks were used to guarantee what?

Answer: that the inner and outer doors were closed before the elevator was allowed to move

The elevator motor was located at the top of the shaft or beside the bottom of the shaft. Pushing the handle forward would cause the cab to rise; backwards would make it sink. The harder the pressure, the faster the elevator would move. The handle also served as a dead man switch: if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop. <hl> In time, safety interlocks would ensure that the inner and outer doors were closed before the elevator was allowed to move . <hl>

The elevator motor was located at the top of the shaft or beside the bottom of the shaft. Pushing the handle forward would cause the cab to rise; backwards would make it sink. The harder the pressure, the faster the elevator would move. The handle also served as a dead man switch: if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop. In time, safety interlocks would ensure <hl> that the inner and outer doors were closed before the elevator was allowed to move <hl>.

In time, safety interlocks would ensure <hl> that the inner and outer doors were closed before the elevator was allowed to move <hl> .

question: Eventually safety locks were used to guarantee what?, context: The elevator motor was located at the top of the shaft or beside the bottom of the shaft. Pushing the handle forward would cause the cab to rise; backwards would make it sink. The harder the pressure, the faster the elevator would move. The handle also served as a dead man switch: if the operator let go of the handle, it would return to its upright position, causing the elevator cab to stop. In time, safety interlocks would ensure that the inner and outer doors were closed before the elevator was allowed to move.


Question: What function does a "destination operating panel" feature?

Answer: a passenger registers their floor calls before entering the car

<hl> Some skyscraper buildings and other types of installation feature a destination operating panel where a passenger registers their floor calls before entering the car . <hl> The system lets them know which car to wait for, instead of everyone boarding the next car. In this way, travel time is reduced as the elevator makes fewer stops for individual passengers, and the computer distributes adjacent stops to different cars in the bank. Although travel time is reduced, passenger waiting times may be longer as they will not necessarily be allocated the next car to depart. During the down peak period the benefit of destination control will be limited as passengers have a common destination.

Some skyscraper buildings and other types of installation feature a destination operating panel where <hl> a passenger registers their floor calls before entering the car <hl>. The system lets them know which car to wait for, instead of everyone boarding the next car. In this way, travel time is reduced as the elevator makes fewer stops for individual passengers, and the computer distributes adjacent stops to different cars in the bank. Although travel time is reduced, passenger waiting times may be longer as they will not necessarily be allocated the next car to depart. During the down peak period the benefit of destination control will be limited as passengers have a common destination.

Some skyscraper buildings and other types of installation feature a destination operating panel where <hl> a passenger registers their floor calls before entering the car <hl> .

question: What function does a "destination operating panel" feature?, context: Some skyscraper buildings and other types of installation feature a destination operating panel where a passenger registers their floor calls before entering the car. The system lets them know which car to wait for, instead of everyone boarding the next car. In this way, travel time is reduced as the elevator makes fewer stops for individual passengers, and the computer distributes adjacent stops to different cars in the bank. Although travel time is reduced, passenger waiting times may be longer as they will not necessarily be allocated the next car to depart. During the down peak period the benefit of destination control will be limited as passengers have a common destination.


Question: What is another benefit of a "destination operating panel"?

Answer: the computer distributes adjacent stops to different cars in the bank

Some skyscraper buildings and other types of installation feature a destination operating panel where a passenger registers their floor calls before entering the car. The system lets them know which car to wait for, instead of everyone boarding the next car. <hl> In this way, travel time is reduced as the elevator makes fewer stops for individual passengers, and the computer distributes adjacent stops to different cars in the bank . <hl> Although travel time is reduced, passenger waiting times may be longer as they will not necessarily be allocated the next car to depart. During the down peak period the benefit of destination control will be limited as passengers have a common destination.

Some skyscraper buildings and other types of installation feature a destination operating panel where a passenger registers their floor calls before entering the car. The system lets them know which car to wait for, instead of everyone boarding the next car. In this way, travel time is reduced as the elevator makes fewer stops for individual passengers, and <hl> the computer distributes adjacent stops to different cars in the bank <hl>. Although travel time is reduced, passenger waiting times may be longer as they will not necessarily be allocated the next car to depart. During the down peak period the benefit of destination control will be limited as passengers have a common destination.

In this way, travel time is reduced as the elevator makes fewer stops for individual passengers, and <hl> the computer distributes adjacent stops to different cars in the bank <hl> .

question: What is another benefit of a "destination operating panel"?, context: Some skyscraper buildings and other types of installation feature a destination operating panel where a passenger registers their floor calls before entering the car. The system lets them know which car to wait for, instead of everyone boarding the next car. In this way, travel time is reduced as the elevator makes fewer stops for individual passengers, and the computer distributes adjacent stops to different cars in the bank. Although travel time is reduced, passenger waiting times may be longer as they will not necessarily be allocated the next car to depart. During the down peak period the benefit of destination control will be limited as passengers have a common destination.


Question: What is one benefit of a "destination operating panel"

Answer: travel time is reduced as the elevator makes fewer stops for individual passengers

Some skyscraper buildings and other types of installation feature a destination operating panel where a passenger registers their floor calls before entering the car. The system lets them know which car to wait for, instead of everyone boarding the next car. <hl> In this way, travel time is reduced as the elevator makes fewer stops for individual passengers , and the computer distributes adjacent stops to different cars in the bank. <hl> Although travel time is reduced, passenger waiting times may be longer as they will not necessarily be allocated the next car to depart. During the down peak period the benefit of destination control will be limited as passengers have a common destination.

Some skyscraper buildings and other types of installation feature a destination operating panel where a passenger registers their floor calls before entering the car. The system lets them know which car to wait for, instead of everyone boarding the next car. In this way, <hl> travel time is reduced as the elevator makes fewer stops for individual passengers <hl>, and the computer distributes adjacent stops to different cars in the bank. Although travel time is reduced, passenger waiting times may be longer as they will not necessarily be allocated the next car to depart. During the down peak period the benefit of destination control will be limited as passengers have a common destination.

In this way, <hl> travel time is reduced as the elevator makes fewer stops for individual passengers <hl> , and the computer distributes adjacent stops to different cars in the bank.

question: What is one benefit of a "destination operating panel", context: Some skyscraper buildings and other types of installation feature a destination operating panel where a passenger registers their floor calls before entering the car. The system lets them know which car to wait for, instead of everyone boarding the next car. In this way, travel time is reduced as the elevator makes fewer stops for individual passengers, and the computer distributes adjacent stops to different cars in the bank. Although travel time is reduced, passenger waiting times may be longer as they will not necessarily be allocated the next car to depart. During the down peak period the benefit of destination control will be limited as passengers have a common destination.


Question: What is the downside to a :destination operating panel"?

Answer: passenger waiting times may be longer as they will not necessarily be allocated the next car to depart

Some skyscraper buildings and other types of installation feature a destination operating panel where a passenger registers their floor calls before entering the car. The system lets them know which car to wait for, instead of everyone boarding the next car. In this way, travel time is reduced as the elevator makes fewer stops for individual passengers, and the computer distributes adjacent stops to different cars in the bank. <hl> Although travel time is reduced, passenger waiting times may be longer as they will not necessarily be allocated the next car to depart . <hl> During the down peak period the benefit of destination control will be limited as passengers have a common destination.

Some skyscraper buildings and other types of installation feature a destination operating panel where a passenger registers their floor calls before entering the car. The system lets them know which car to wait for, instead of everyone boarding the next car. In this way, travel time is reduced as the elevator makes fewer stops for individual passengers, and the computer distributes adjacent stops to different cars in the bank. Although travel time is reduced, <hl> passenger waiting times may be longer as they will not necessarily be allocated the next car to depart <hl>. During the down peak period the benefit of destination control will be limited as passengers have a common destination.

Although travel time is reduced, <hl> passenger waiting times may be longer as they will not necessarily be allocated the next car to depart <hl> .

question: What is the downside to a :destination operating panel"?, context: Some skyscraper buildings and other types of installation feature a destination operating panel where a passenger registers their floor calls before entering the car. The system lets them know which car to wait for, instead of everyone boarding the next car. In this way, travel time is reduced as the elevator makes fewer stops for individual passengers, and the computer distributes adjacent stops to different cars in the bank. Although travel time is reduced, passenger waiting times may be longer as they will not necessarily be allocated the next car to depart. During the down peak period the benefit of destination control will be limited as passengers have a common destination.