In case you have missed it, our friends from Gravity Sketch posted recently an article on the Rhino forum about their recommended VR hardware.
Check also the
155 egyetem 382 diákja közül jutott be a magyar tehetség a legjobbak közé. Az összes induló közül a legjobb 43-at a jövő évi Velencei Építészeti Biennálén is kiállítják. Az alkotó így írt 2018-as diplomamunkájáról: Ritualizált túra Indonézia egy aktív vulkánjára. A determinált építészet létjogosultsága. Diplomatervemben kérdéseket vetek fel a kelet-nyugat...
A teljes Euroconstruct építési piacának zuhanása idén – a felülvizsgált előrejelzés szerint - várhatóan kevésbé lesz erőteljes. 2021-től megkezdődhet a felívelés, amely azonban nem lesz túl dinamikus; a 2022-es szint továbbra is a 2019-es szint alatt maradhat. Az Euroconstruct legfrissebb előrejelzése szerint 2020-ban az Euroconstruct országok építési piacán körülbelül 9%-os...
Online, kreditpontos képzés keretében elvégezhető, vagy kreditpont igénylése nélkül ingyen is megtekinthető az Öko-logikus építészet 2020: Lakóépületek, felújítások – közel nulla követelményszinten című webinárium anyaga. A fenti képzésre ezen a linken keresztül jelentkezhet. Ha egyszerre több képzést rendelne meg, további felvehető online képzéseinkre itt tud jelentkezni. Az Öko-logikus építészet 2020...
Join Fresco Design this Thursday for a one-hour talk on Augmented Reality (AR). It is an important tool in their design process, especially for remote collaboration and evaluation of product scale and motion. Join them for an interactive demo with Q&A as they share their journey using AR from concept design to its evolution into Immersive Commerce applications.
Registration on eventbrite is required. Register here.
A koncepciót a multi saját építész csapata, a TT Design alkotta meg, az építészeti terveket a Finta Stúdió készítette. Készülnek a kiviteli tervek, és hamarosan megkezdődik az egyenes folyosó és az ételudvar területének átépítése. Az 5,5 milliárd forint értékű belső felújítással új funkciók lépnek életbe, mivel bővül majd a kínálat,...
You are invited to the 4th edition of InfraBIM Open (IBO) taking place for the first time in France. This event will focus on the progress and benefits of the digital transformation in the built asset industry paying particular attention to infrastructure domains and assets. In 2020 there were more than 570 participants of 31 different nationalities. join the 4th edition of InfraBIM Open in Lyon June, 7-9 2021 as participant or as a sponsor!
McNeel Europe is pleased to host the first public showcase event of the ongoing EU Horizon 2020 research project “V4Design”. McNeel’s is part of the research consortium, that consists of various universities, research institutions and companies from all over Europe, such as Herzog & de Meuron Design Technologies and the University of Thessaloniki's architecture department (AUTH) as representatives of the user group. The aim of the event is to demonstrate the latest prototype of a new user-driven 3D reconstruction plugin for Rhino from still image and video footage, and find additional high-profile key testers in the field of the AEC, design and game development industry. Participants will get special insights over the past two years of the EU research project’s development and its current status. Enrolled key testers will receive access to the plugin’s closed beta phase to test their own use cases and will be mentioned in the project’s final publication.
Az idegtudomány legújabb kutatásai szerint a történeti, ismert okok mellett az egyik oka annak, hogy a modern építészet annyira más lett, mint a korábbi stílusok, az volt, hogy 20. századi kulcsfontosságú alapítói szó szerint nem „tipikus” módon látták a világot. Nem tehették. Az agyukat fizikailag megváltoztatta a háborús trauma, vagy...
Kovács Balázs 1933. január 22-én született, okleveles építészmérnök, legtöbben a BUVÁTI építészeként ismerték, számos rendezési terv fűződik nevéhez, így például a Kelenföldi Lakótelep rendezési terve 1974-ből. A MÉK Terület- és Településrendezési Tagozat tiszteletbeli tagja volt. Fia, Kovács Bence építész így adta hírül a szomorú eseményt: „Megtört szívvel ezúton tudatom mindenkivel,...
Az építészek azt szeretnék, hogy a sokemeletes épület elmozdulást jelentsen a tömegtermeléstől a fenntarthatóbb életmód felé, amely szerintük a koronavírus-járvány következtében egyre fontosabbá vált. Koichi Takada úgy gondolja, a Covid-19 után a projekt nagyszerű lehetőség arra, hogy megálljunk egy pillanatra és újragondoljuk, hogyan lehet többet tenni az alkalmazkodásnál, a paradigmát...
A válságos időszakokban a piaci mutatók dinamikája a különböző városokban – ugyanazon külső körülmények között – mindig más volt, és a különböző regionális ingatlanpiacok különböző módon reagálnak a makrogazdasági sokkokra. Míg a múltbeli válságok többnyire makrogazdasági természetűek voltak, a 2020-as válságnak a makrokomponens mellett – az olajár csökkenése, a rubel...
New state-of-the-art facility focused on vocational training
DALLAS— McCarthy Building Companies, Inc. has completed the construction of Collin College Technical Campus in Allen, Texas. The new campus, now open for all students for the Fall 2020 semester, specializes in high-demand technical workforce education. Courses are available in automotive, construction, health care, computer networking, electronics and more. The campus also offers dual credit classes for students from across Collin County and a shared use partnership for one section of the campus with Allen ISD.
“The Collin College Technical campus has been a unique and challenging project, from 50-foot cantilevers, tilt wall construction, innovating post shores to support the deck for cranes, to a roundabout in the parking garage. We are excited to be part of this exceptional building and the future it will provide for its students,” said Nate Kowallis, Vice President of Operations for McCarthy Dallas. “McCarthy has been working to combat the construction industry’s labor shortage, and our work with educational institutions such as Collin College and Allen ISD that will train our industry’s future workforce is exciting.”
Collin College’s Technical Campus consists of a three-story, 340,000-square-foot, four-building complex that can serve over 7,000 students at full occupancy. Learning spaces include 42,000-square-feet of shared classrooms and dual credit space for Allen ISD, an 85,000-square-foot academic building for classrooms, administration, common spaces, and student services. The campus has three buildings known as “trade bars” that focus on careers in automotive, construction, and HVAC/Welding and advanced manufacturing, for a total of 192,000-square-feet of technical and trade classrooms including open lab spaces, mechanical electrical and plumbing shops, welding shops, auto shops, and carpentry shops as well as campus support areas. Further, to accommodate students and staff, the campus includes an underground parking garage for approximately 450 cars. The campus features a central green space for students, integrated into an existing forested greenbelt with a low site impact design.
Dr. Neil Matkin, Collin College President stated, “McCarthy was an excellent partner in building this beautiful, state-of-the-art and functional workforce campus. From the speed of construction to the attention to detail paid in the exceptional finished product, McCarthy worked with us to meet our vision of a workforce campus like no other.” Dr. Robert Collins, Collin College’s board chair added, “The Technical Campus is the perfect facility to offer our newest technical and trade programs, all of which were designed to fit Collin County’s growing job market needs.”
McCarthy was awarded the project in 2017 and served as the Construction Manager at Risk for all pre-construction and construction services. McCarthy also self-performed all concrete work.
The post McCarthy Completes Collin College Technical Campus appeared first on Civil + Structural Engineer magazine.
A bolgár építőipart, különösen a magasépítést, nem érintette olyan súlyosan a COVID-19 válság, mint más szektorokat, azonban a 3 hónapos vészhelyzetben (március 13. és május 13. között) az építőipari termelés volumenindexe átlagosan 16,9%-kal esett vissza. Júniusban az építőipari termelés 4,3%-kal volt alacsonyabb. De a már megkezdett lakás és nem-lakás projektek...
A főváros legújabb szállodája a Market Zrt. kivitelezésében valósult meg, 82 vendégszobával és 9 lakosztállyal várja vendégeit. A teljes megvalósítás közel 5 évig, 2015 júniusától 2020 áprilisáig tartott. A négycsillagos szálloda szecessziós homlokzatát őrizve valósággal belesimul a mellette lévő házak építészeti stílusába. A belső tereket elegáns olasz bútorok uralják, a...
Nemetschek Group solutions enabled a LEED Gold certified school building
Munich, 10 September 2020 – Open Building Information Modeling (BIM), better known as Open BIM, was a key enabler for the planning of a new school for the town of Holbrook, Massachusetts. Flansburgh Architects achieved the Leadership in Energy and Environment (LEED) Gold certification on this building project by leveraging software solutions from the Nemetschek Group, including Vectorworks, Bluebeam and Solibri.
The new school merges Holbrook’s three existing schools into one building, which will now serve more than 1,000 students from pre-kindergarten through to Grade 12. The building measures more than 200,000 square feet (18,580 square meters) spread across two floors. It is organized by an internal circulation spine bent around the campus green that connects the lower elementary school entrance on one end of the curve to the upper middle-high school entrance on the other end curve. The shared common spaces (such as the gymnasium, art rooms, cafeteria, media center, and auditorium) and academic neighborhoods are accessed directly off this main path of circulation. The defining element of the building’s exterior envelope involved the use of a distinctive pre-patinated copper panel system along the entire front curve of the building. This specific building material was selected for its timeless quality and serves as a natural backdrop for the new campus green.
“The Holbrook project has been certified LEED Gold. It boasts 35 percent water savings and 34 percent energy savings over the typical baseline,” says Kent Kovacs, vice president and principal-in-charge at Flansburgh Architects, a Boston-based architect firm.
Before the Holbrook project, Flansburgh had already used BIM among the internal design team for architectural documentation and coordination. “Implementing BIM for the coordination was a fairly intuitive process for us. We have been utilizing BIM for years, as it gives us one collaborative model with multiple kinds of data attached to it. The challenge came in expanding our collaboration to work with the consulting engineers and handing off the models to the construction team for this specific project,” explains Brian Hores, BIM manager at Flansburgh Architects. “This is when we decided to transition to Open BIM. It allowed the multi-disciplinary design team to use their preferred system.”
For the New Holbrook School, Flansburgh Architects used their preferred software in the BIM process, which included the Nemetschek brands Vectorworks, Solibri, and Bluebeam. Flansburgh did their architectural design in Vectorworks, then used an Open BIM process to import, export, and reference ﬁles from all the consultants and subcontractors. The engineers developed structural and MEP models in other software tools in a smooth workflow due to Vectorworks’ ability to handle IFC files for an Open BIM exchange. Solibri Office served as the quality control tool checking the model to detect collisions and prevent errors. During the construction process, Bluebeam was deployed for document reviews and commenting, as well as the overall coordination and to issue of sketches to project stakeholders.
“Flansburgh’s Holbrook School project shows the advantages of Open BIM in a vendor-neutral environment,” explains Viktor Várkonyi, chief division officer of the Planning & Design Division and member of the Executive Board of the Nemetschek Group. “It ensures efficient collaboration, whilst allowing architects, engineers, and construction professionals to work in the software they prefer.”
More details about the project can be found at here.
About Flansburgh Architects
Flansburgh is a Boston-based architectural firm, internationally recognized as a leader in the planning and design of schools. Our wide-ranging portfolio also includes arts and cultural centers, civic projects, private residences, and theaters. Our designs reflect the culture and environment of the communities they are built for and provide sustainable, long-term value. Our work is guided by our client’s vision, needs, and goals, and we are committed to providing exceptional, personal service from the design phase through construction.
About the Nemetschek Group
The Nemetschek Group is a pioneer for the digital transformation in the AEC industry. With its software solutions, it covers the complete life cycle of building and infrastructure projects and guides its customers into the future of digitalization. As one of the world’s leading corporate groups in this field, the Nemetschek Group increases quality in the construction process and improves the digital workflow of all those involved in the construction process. This revolves around the use of open standards (Open BIM). The innovative solutions of the 16 brands in the four customer-oriented divisions are used by approximately six million users worldwide. Founded by Prof. Georg Nemetschek in 1963, the Nemetschek Group today employs more than 3,000 experts.
Publicly listed since 1999 and quoted on the MDAX and TecDAX, the company achieved revenue in the amount of EUR 556.9 million and an EBITDA of EUR 165.7 million in 2019.
The post Flansburgh Architects Successfully Transitions to Open BIM appeared first on Civil + Structural Engineer magazine.
A XIX század végén az életminőség igénye és az itt élők gazdaság érdekei úgy estek egybe, olyan várost (közműveket, közlekedést, kultúrát, életet) hoztak létre, ami 130 éve működik. Az emberek rövid távú gazdasági érdekével ellentétes, vagy annak vélt, bonyolult rendeletekkel nem lehet a várost fenntartani. Ismét létre kell hozni azt...
A mai napon, a Graphisoft budapesti központjában Reicher Péter regionális igazgató, valamint Bánáti Béla a Bánáti + Hartvig építésziroda vezetője egy online eseményen közösen indították el az Archicad 24 magyar verziójának forgalmazását. A Graphisoft SE. a világpiac meghatározó innovátora sikereit azzal a fejlesztési szemlélettel éri el több mint 30 éve,...
The Master in Advanced Computation for Architecture & Design – MaCAD is a unique online program offered by IAAC that aims to train a new generation of architects, engineers, and designers with the skills that the industry of Architecture, Engineering and Construction (AEC) demands nowadays.
The program provides expertise in applying the latest digital software for design simulation, analysis, and optimization of digital data in architecture, offering a broad and advanced theoretical and practical knowledge of computational design.
Based on a data driven, learning by doing and design by research methodology, the Master offers a unique online educational experience.
In contrast to the traditional online programs, the Master in Advanced Computation for Architecture & Design–a 60 ECTS accredited Master degree consisting of three 15 ECTS postgraduate programs-offers a real-class “virtual” environment based on a continuous, interactive, and collaborative learning process.
To learn more about the Master in Advanced Computation for Architecture & Design and how you can apply, please visit the program's official website.
A Magyarországon létrehozandó összesen 10 science park egyikét Nagykanizsán alakítják ki, amire 38 milliárd forint európai uniós támogatást vesznek igénybe. A Pannon Egyetem, valamint a Mol és helyi cégek részvételével a vízkezeléssel foglalkozó Hidrofilt Kft. telephelyén alakítják ki a nagykanizsai körforgásos gazdasági kompetenciaközpontot. A nagykanizsai központ létesítése kapcsán Palkovics László...
A koncepcióversenyen, amelyre Oroszországból és a FÁK-tagállamokból bárki pályázhat rajzaival, a tervek szerint a november 11. és 13. között fognak eredményt hirdetni, a moszkvai Zodcsesztvo (Építészet) fesztiválon. Az építészszövetség közleményében egyebek között rámutatott, hogy Lenin holttestének közszemére tétele történelmi hiba, ellentétes a korszerű emlékezetfelfogással és az orosz ortodox hagyománnyal is....
A helyi református gyülekezet álmát karolta fel az egyház a kormány és Nyíregyháza polgárainak segítségével, bizonyságot téve arról, hogy a hit, az akarat és a jó szándék továbbra is teremtő erővel bír. A város Szentháromság terén már a harmadik imaházat adták át, itt található a korábban felépült római katolikus és...
On Monday 7 September, representatives of the Norwegian road authority Nye Veier and the joint venture BERINOR ANS, associating BESIX and Rizzani de Eccher, signed the contract for the design, permitting and further development of the E6 Moelv-Roterud infrastructure project.
The project includes a main bridge over Lake Mjøsa spanning more than one kilometre, and an 11-kilometre section of four-lane motorway.
The bridge concept will make it the longest in the world to use structural timber and will set a new benchmark for the use of sustainable materials in major infrastructure projects. Sustainability aspects, including limited greenhouse gas emissions and quality landscape integration, are amongst the primary objectives of Nye Veier and BERINOR.
BESIX and Rizzani de Eccher are associated, among others, with the Norwegian contractor AF Gruppen, the designer and consultant Multiconsult and architect Knut Selberg.
Nic De Roeck, Area Manager of BESIX in Europe: “This is an important step in the project we signed today. It allows us to move forward together towards the realization of a bridge that will be remarkable and unique, especially from a technical and environmental point of view. I look forward to the dynamism and professionalism of the collaboration which all project stakeholders are enthusiastically signing up for.”
BESIX and Rizzani de Eccher have demonstrated in the past the quality of their collaboration in the infrastructure field. In September 2019, several months ahead of schedule, they successfully completed the Crown Princess Mary Bridge (Kronprinsesse Marys Bro) in Denmark. The project included an 8.2 km four-lane motorway and a 1.4 km bridge over the Roskilde fjord, the first cantilever bridge built in Denmark since 1970. Both the motorway and the bridge crossed an EU Natura 2000 area, the works were therefore subject to strict environmental requirements.
BESIX is a leading Belgian group, based in Brussels and operating in 25 countries and on 5 continents, in the construction, real estate development and concessions sectors. Its iconic projects include the construction of the Burj Khalifa, the world’s tallest tower in Dubai, buildings of the European Parliament in Brussels and the Great Egyptian Museum on the Giza pyramids plateau.
Bridges built by BESIX include the Sheikh Zayed Bridge in Abu Dhabi, designed by architect Zaha Hadid. In 2020, BESIX is contributing to the design and construction of numerous bridges throughout the world, including the Shindagha Bridge in Dubai and the Theemswegtracé viaduct in Rotterdam.
The Group’s internal engineering department enables BESIX to design and carry out unique and complex projects, particularly in terms of technical and environmental aspects.
Az építésügyi szabályozásban a jogszabályok után a szabványok és az önkéntesen alkalmazható építésügyi műszaki irányelvek jelentik a következő szabályozási szinteket. A szabványok alkalmazása fő szabály szerint önkéntes ugyan, de mivel a tervezési szerződések alkalmazásukat rendszerint előírják, és az OTÉK-nak történő jogszabályi megfelelés is biztonsággal teljesíthető a vonatkozó szabványok alkalmazásával, a...
PAZ - Parametric Academy Zurich spent four hours with these curious and talented kids teaching them the importance of geometry and having a great time.
First, they interacted as gamers with Rhino and Grasshopper. Then, they designed their patterns, discovering the limitless possibilities and finding the best solution. Finally, they had a great time playing with colors and materials. They cut, removed, ironed, and enjoyed themselves.
Thanks to the Birthday Party-Team!
The contract for the construction of RTBF Media Square, worth nearly €100 million, was awarded in May 2020 to the joint venture Valbesina, comprising VALENS, BESIX and In Advance.
Designed by MDW Architects and V+, the project is part of the transformation of the Reyers district and the development plan for the mediapark.brussels centre. With a gross surface area of 65,000 m², RTBF Media Square comprises two buildings, including a seven-storey main building and a logistics building.
The facades of the main building are slightly concave and combine various materials including wood, aluminium and steel. It is a passive building that includes 250 m² of solar panels, green roofs and green spaces in its inner courtyard. In addition, it meets particularly demanding energy performance criteria and acoustic standards. This building will house the radio and television studios, meeting rooms, the restaurant and the newsroom, overhung by a large glass roof.
At the cutting edge of technology, RTBF Media Square will be a 100% BIM project, i.e. a project in which the full 3D model is used both for the design and execution of the building and, in the longer term, for its operation and maintenance.
Work began in late summer 2020 and will be completed in the first half of 2023.
Mark Beyst, Director BESIX Flanders & Brussels: “BESIX Group is very proud to participate in the construction of RTBF Media Square. RTBF will in future have a high quality building that is both functional and comfortable. We are also pleased with the quality of the collaboration set up for this project with our partners Valens and In Advance.”
Pierre Wéry, CEO of VALENS: “We are very pleased to start building the MediaSquare. Being part of this magnificent project is a great source of pride for VALENS and its teams, who are carrying it out with the BESIX and In Advance teams.”
The post BESIX: Valbesina wins the contract for the construction of RTBF Media Square appeared first on Civil + Structural Engineer magazine.
A sikeres civil programot szeptember 19-én és 20-án rendezzük meg, „Találkozzunk a Tizediken!” alcímmel. A tizedik Budapest100 újdonsága, hogy most kortól és helytől függetlenül csatlakozhattak az épületek, ahol a lakók szívesen megnyitják a kapukat, hogy a pincétől a padlásig bemutassák ahol élnek és dolgoznak. Minden ház érdekes! – ez a...
Philadelphia, PA – The Harman Group (THG), a firm specializing in structural engineering and parking planning and design, is proud to announce that The Hamilton Phase II, a 228,000 square-foot, 16-story, urban high-rise celebrated its topping out milestone on August 28, 2020. The Hamilton Phase II is located on the Community College of Philadelphia’s campus near Philadelphia’s growing Museum District neighborhood.
The Harman Group provided structural engineering services for the project, in partnership with owner and developer, Radnor Property Group, architect, MY Architecture and construction manager, McDonald Building Company.
The multi-phased project consisted of Phase I, a ten-story, 279-unit overbuild of an existing 1940s garage with cold formed load bearing construction and hollow core plank, and Phase II, a 16-story, 228,000 square-foot building with plank on steel beams and Girder-Slab® system. Together, the project consists of ground floor retail, a community plaza and garden, and underground parking for 138 cars. Residential amenities include a fitness center, game rooms, TV rooms, business centers, communal kitchens and a rooftop deck with breathtaking views of downtown Philadelphia.
“The Harman Group worked closely with our partners to create a development to meet the needs of graduate students and young professionals in the area,” said Jan Vacca, Principal with the Harman Group. “Our extensive experience designing complex mixed-use projects and overbuilds allowed us to use the existing structure not only as the base for the phase 1 structure but also to gain ready to use parking.”
The Harman Group has also served as the structural engineers on numerous complex mixed-use projects that transformed neighborhoods, including Sora West, East Market, 2400 Market Street, Bridge on Race and 700 Jackson Street.
About The Harman Group
Founded in 1984, The Harman Group, Inc. provides structural engineering, parking planning and design and construction engineering services. The Harman Group has the unique ability to provide outstanding engineering solutions, using state of the art computational methods, Building Information Modeling (BIM) and other technology, combined with high-level, personal customer service. For more information, please visit www.harmangroup.com
While ShapeDiver started its business around eCommerce applications, Swarm was built with a focus on AEC workflows. Together, ShapeDiver and Swarm will offer a large and powerful cloud-native, Software-as-a-Service (SaaS) platform for building applications based on parametric models.
In the short term, the investment will give ShapeDiver more resources to increase the speed of their release cycle for new features in the plugins, viewer, and platform.
On a slightly larger scale, they’ll be merging the Swarm platform and apps into ShapeDiver within the first half of 2021, adding all of its unique features and capabilities to ShapeDiver and combining the strengths of both products and teams into an even more powerful, stable and useful product.
A digitalizáció egyik alappillére az adatbiztonság. Ez sokrétű fogalom, de a lényege leginkább az, hogy az adatokhoz az arra jogosultak férnek hozzá. Ami egyrészről azt jelenti, hogy meg van határozva egy irodában, hogy ki mihez férhet hozzá, másrészről azt, hogy illetéktelen harmadik fél ne férjen hozzá az adatainkhoz. Ennek egyik legfőbb védőbástyája a hozzáférési jelszavak. Ha azok erősek, akkor nehezen törhető fel a rendszer, ha gyengék, akkor akár már egy kezdő hacker is pillanatok alatt feltöri azt. Az alábbi táblázat szuper szemléletesen mutatja meg nekünk, hogy mit jelent az, hogy egy jelszó erős. Mindenki helyettesítse be magát a táblázatba és gondolkodjon el, elég nagy fejtörést okoz-e az esetleges virtuális banditáknak!
A BIM Szervezetfejlesztés keretében ezen képességeit is feltérképezzük és fejlesztjük egy irodának. Ilyen kérdésekkel is keressetek bátran!
One of my relative recently buy a Cricut Maker and I had the opportunity to play a little bit with it.
The Cricut Maker is a computer numerical control cutting machine design to cut small parts out of paper or fabrics. Its small scale make it mostly suited for hobbyist to create any kind of small production with paper, fabrics, leather, and balsa wood.
Along with the cutter, the Cricut Maker can also be equipped with pens or other kind of tools
My ideas behind this was to see how to plot Revit drawing with a “hand-draw” feeling to it. I also wanted to create small paper model from a pattern designed from a Revit model.
I started with the drawing of a cube. I draw it in perspective manually in Autocad.
After various test, I finally nailed the best procedure to import a design into the Cricut Software. I start the design in AutoCAd, where I am the most proficient. There, I create two layers, one for the drawing and one for the cutting. I then import the result in Adobe Illustrator.
In Illustrator, I ungroup every path and create one compound path for each layer.
I finally import this design as an SVG file in Cricut Design Space where I can send it to the machine.
The result is quite nice, with some of the hand draw feeling I was looking for:
After this first test, I created an elevation in Revit and exported it in DWG. I then imported the DWG in Illustrator, created a svg file, launched the Cricut, waited two hours…
..and got this nice “hand drawn” elevation:
I also had in mind the creation of small paper model from a Revit model. I tried with plotting and cutting at the same time and get a nice cube (again) but didn’t go very far in this direction.
There is a lot of possibilities with this kind of machine. I only tried the standard pen and cutter, but the available tools make for a lot of interesting combinations, like drawing and cutting paper model out of a building 3D model.
I also love the “hand draw” feeling I get with this plotter. My next productions with this machine will probably be more experiences with different pens. I will also need to find a way to get the shadows out of the Revit view.
I just want to emphasise that I was not paid by Cricut nor receive the Cricut Maker as gift in exchange for this blog post. I just append to kind of like this machine!
Extractive industries such as mining are responsible for 50 per cent of global carbon dioxide (CO2) emissions. However, recycling steel from mining equipment could make all the difference. Here, Anders Åkesson, QM EHS Manager, Crushing & Screening at Sandvik Mining & Rock Technology (SMRT), Sandvik Group, explains how Sandvik has encouraged circularity in the mining industry.
The circular economy promotes the reduction of waste and a continuous use of materials and natural resources, rejecting the notion of the “take, make, dispose” linear economy. The Ellen McArthur Foundation recognises the circular model with three principles; design out waste and pollution, keep products and materials in use and regenerate natural systems.
Circularity is becoming vital in the reduction of CO2 emissions, and can help improve the environmental position of many industries. With the mining industry contributing a large percentage of global CO2 emissions, implementing circularity could help it make vital reductions.
Manganese steel and mining
The mining industry relies heavily on metal for its machinery. As metals are infinitely recyclable, it supports the practice of circularity. For instance, machine design can be assessed to produce machinery from recycled parts, which can then be reused again. However, the initial production of steel is one of the most energy intensive tasks in the world.
Steel is one of the most widely produced and consumed materials in the world — with its production enough to construct one Eiffel Tower every three minutes. Production involves extracting iron ore from the ground, which is combined with a coke reducing agent to remove oxygen from the ore. This process produces harmful emissions, which pollute the environment.
But the mining industry cannot operate without steel. To produce equipment, the industry predominantly uses manganese steel, which is renowned for its work-hardening properties and resistance to abrasion. This means that the material becomes harder with the more impact it receives, creating a low-friction surface that is more suited to crushing. For this reason, manganese steel has been used in high impact applications for over 100 years, making it an ideal material for cone crushers.
Cone crushers are used to grind down rocks, which are fed into the top of the crusher and pressed between the mantle and the cone. This breaks the rock down into smaller fragments, which are then passed through lower levels of the crusher where they are broken down further. It’s vital that cone crushers are made from a material that provides the necessary force to grind the rocks, while withstanding the abrasive nature of the process.
However, the damaging effects of steel production call for changes to our resource management. While methods to improve steel production include replacing coke with hydrogen to eliminate CO2 emissions, producing new equipment still requires a lot of energy. So, how can the use of steel in mining equipment become more sustainable?
Sandvik supports circularity
Using recycled steel from used cone crusher parts to make new cone crushers, Sandvik SMRT has demonstrated and improved circularity of steel production for mining equipment. The division was nominated for Sandvik’s first sustainability award in April 2020, which recognises sustainable innovations from its employees.
Sourcing manganese steel from one of the world’s most sustainable manganese foundries, based in Sweden, was the first step SMRT took towards its sustainable innovation. A total of 91 per cent circular steel was used to manufacture wear parts, such as the cone and mantle of a cone crusher. These wear parts are reused to produce new wear parts for the cone crushers — creating a continuous cycle.
Moving away from a linear model, Sandvik increased the circularity and sustainability of its products and eliminated 79 per cent of production emissions. In addition, Sandvik cone crushers help SMRT’s customers to lower their environmental impact as they are buying from the circular economy — contributing to their own sustainability goals.
With mining contributing towards CO2 emissions in more ways than one, it’s essential that the industry uses methods that reduce emissions. Reusing and recycling steel to manufacture mining equipment has demonstrated an opportunity that helps meet the sustainability goals of both equipment suppliers and their customers. If the industry wants to become circular, taking a look at equipment a good place to start.
The post Circularity and mining-How Sandvik has encouraged steel circularity appeared first on Civil + Structural Engineer magazine.
Over recent weeks there has been a furore surrounding Autodesk and their flagship product, Revit. An open letter to Autodesk called into question Revit’s value given escalating licencing costs with stagnant product development. Some long-term customers have even begun considering abandoning Revit altogether and switching to rival software. So how has all of this come about and what’s to take away from the situation? This article offers an alternative view on the matter, suggesting a whole rethink of our relationship with Revit altogether. The Autodesk open letter For years, Architects have complained... Read More
Bridges over water are a critical component of any country’s infrastructure. They influence the environment and economy and form an important role in connecting communities, goods, and services.
As leading wet civil engineers, Land & Water has continued to deliver infrastructure projects throughout the UK this year, despite the current pandemic and increased health and safety measures. The company prides itself on having the specialist knowledge and equipment to work in areas with access constraints or sensitive habitats where a strong environmental discipline is required.
From undertaking what can essentially be described as “open heart surgery” to a partially collapsed three arch bridge spanning the River Wandle to a footbridge installation over the Worcester and Birmingham Canal, Land & Water has continued to trade strongly and deliver projects that will benefit the local community and environment.
The most high-risk test the Land & Water team faced this year was the demolition of Bishopsford Bridge in Mitcham, South London.
The project, which began in April and lasted three months, involved the Land & Water team carefully dismantling the partially collapsed, 200-year-old three arch bridge and adjoining footbridge, whilst maintaining the water flow of the River Wandle.
Land & Water worked successfully with engineers Tony Gee & Partners to design a solution that stabilised the central arch of the bridge by filling it with concrete, before demolishing the arches to each side and then removing the central arch, using long reach excavators. This prevented the unintentional collapse of the damaged structure, which could have resulted in flooding.
The already complex task was made even more challenging by the range of utilities which ran through the structure of the bridge, including gas pipes and broadband cabling. The team had to carefully extract each utility service and support them on a temporary gantry while the demolition work was in progress.
The Goodman’s Yard project, which is due to complete at the end of September on behalf of client Landsec, has seen the installation of a footbridge over The Worcester and Birmingham Canal. The bridge will connect student accommodation, a Sainsbury’s supermarket and Selly Oak Shopping Park to Bristol Road which runs alongside the Canal.
As the design and build contractor, Land & Water worked tirelessly to deliver the overall vision of the project, in collaboration with architects Piper Whitlock and consulting engineers Tony Gee & Partners.
The approach ramps caused various difficulties for the engineers during the on-site works. Land & Water worked closely with local engineering contractor, JOS Structures, to design a radical approach ramp. As part of this solution, over 1,000m3 of concrete was used to form the ramps and bridge approaches.
Land & Water is committed where possible to engage with local contractors and suppliers. The bridge itself was fabricated off-site by another local business, SHS Structures, before being lifted into place.
Land & Water’s Managing Director, Adrian Gascoyne, says: “We have all witnessed such unprecedented circumstances over the past couple of months with the Coronavirus pandemic but also the closing down of businesses, including many of our merchants.
“Despite this, Land & Water has successfully delivered a number of infrastructure projects across the UK with little disruption and we are now on track for a successful year.
“As a company we pride ourselves on being innovative and finding solutions to complex access problems which is why we are often the chosen contractor when it comes to constructing and installing bridges over water.”
Campbell Wharf Marina project
Within the past year, Land & Water was also instructed to install an innovative three-way footbridge at Campbell Wharf Marina in Milton Keynes, as part of Crest Nicholson’s new housing development.
This project, which took place over 45 weeks, was also a wider collaboration between the housebuilder and civil engineering firm which saw Land & Water develop the marina’s full design, including all service points, a car park and improved walkways and cycle paths as well as carrying out earthworks to form the marina basin and reinforcing concrete retaining walls.
The 35m long, three-span footbridge, fabricated by SH Structures, was installed to connect the housing development and marina with the Grand Union Canal.
The bridge, which is aligned with the marina entrance and crosses the waterway at right angles is extremely unique in its design made out of weathering steel with a laser cut steel balustrade system and featuring panels cut to resemble riverside reeds and grasses.
This is one of Land & Water’s most bespoke projects as the deck of the bridge also branches in two parts to form a Y-shape.
As part of its works with another housing developer, Berkeley Homes, Land & Water installed a footbridge over the River Thames to connect Ray Mill Island with the housebuilder’s development at Taplow in Berkshire. These works were carried out between June 2017 – January 2018.
The construction of the bridge from the land was not possible, due to the complex riverside location of the site, meaning the project team had to install an extensive amount of piled foundations whilst reinforcing concrete abutments to support a statement bridge.
This challenge was then accentuated by the need to complete one of the abutments entirely from the water requiring specialist equipment, including pontoons and cranes specifically designed for the task.
The 40-tonne bridge was then delivered in pieces and assembled a mile down river.
Kevin Kirkland says: “Land & Water has always prided itself on being an innovative contractor and finding solutions to complex access problems is a major reason why our customers come back to us time and time again.
“This project will always stand out in my memory. I will never forget floating a 40 ton, fully built bridge up the River Thames. Most of all though is the fact that this project possibly would never have happened if we hadn’t been able to find such a creative solution.”
Despite the most recent challenges faced by the Coronavirus pandemic, Land & Water continues to trade strongly, taking on landmark projects and continuing its ongoing investment into industry leading plant.
Its successful infrastructure and bridge works, which have taken place within the past year, is a great example of how the civil engineering firm works to overcome testing circumstances to deliver bespoke solutions to its clients.
About Land & Water
Land & Water is an award-winning inland waterway and coastal civil and environmental engineering company based in the UK. Throughout their 40-year history, their name has become synonymous with finding creative and effective solutions to complex challenges in the specialist environment where land and water meet. Often working in complex or sensitive habitats, their work is always completed with sympathy to the local surroundings, people and the environment.
By Chad Clinehens
This month we celebrate bridges, one of the most transformative engineering marvels of all time. From iconic bridges like the Golden Gate bridge to the municipal bridge that cuts your commute in half, bridges are a powerful creator of opportunity. Bridges connect people, communities, and economies, creating possibilities out of impossibilities. But a bridge is more than just spans of pavement across a chasm, a bridge as a metaphor is about connecting through communication, bringing people together on an issue or idea, and helping us get to a destination.
As a civil engineering student, structural and bridge design courses were the most challenging for me. Ironically, I went to work for an engineering firm whose founder was the first bridge engineer for the state of Arkansas, Neal Garver, and where bridge design had evolved into major specialty of the firm. Although I never was on the bridge design team, I worked close enough with them on my transportation projects that I could confirm, bridge design is in fact, at the upper end of the engineering design difficulty index. The reward of the long hours of complex design, however, is extraordinary. One of our iconic projects was the “Big Dam Bridge” over the Arkansas River. At 4,226 feet in length it was, and I believe still is, the longest pedestrian/bicycle bridge in the world designed and built for that purpose. In other words, the longest pedestrian bridge that has never been used by trains or motor vehicles. When this bridge opened in 2006, it transformed the cycling community as well as fueled a culture of outdoor fitness that has benefited many thousands of people as it connected two communities and over 7,000 acres of parks. For me, it was something that I got great joy out of using on a regular basis as an avid cyclist. My quality of life, along with many others, was positively impacted by this project. It also confirmed why I love civil engineering. To be a part of a firm that designed something that extraordinary and be able to use it every day and see it impact an entire community was extremely rewarding. Part of what made it possible is that the span across the river utilized the existing and still active, Murray Lock and Dam. That is also what made the design more complex. Another example where challenging design leads to an awesome result.
The complexity of bridge design is not just for infrastructure, it also applies to the metaphoric use of the word “bridge”. The next chapter of my career involved my joining Zweig Group eight years ago. Since then, I’ve been working with engineering firms to help them perform better and solve the issues that hold them back – a different kind of bridge building. The difficulty in bridging communication and bringing people together on an idea or issue is also far more difficult than I ever imagined. It’s why the big issues of our world like racism, gender inequity, and other social injustices continue today. Although we’ve come a long way, we’ve got a long way to go. Our mission, to elevate the industry, aims to not only help firms elevate their performance, but also to help the industry in some of the bigger issues, like solving the recruiting and retention challenge. One of the essential aspects of the mission is to share the stories. Stories like “Emily Roebling and the Brooklyn Bridge” featured in this issue remind us why the pillars of our mission – Promote, Diversify, Educate, Change, and Celebrate – are so important. This story hits so many of them as it inspires us to think big about this profession and to realize we can accomplish anything when we are open to it. To the civil and structural engineers of our past, present, and future – all of you transform our world every day. Your work truly elevates our industry.
Chad Clinehens, P.E., is Zweig Group’s president and CEO. Contact him at firstname.lastname@example.org.
It’s unfortunate that it took a tragedy such as Morandi Bridge collapse for many in the industry to finally sit up and take notice of the importance of preventative maintenance.
As well as the obvious risk to life, there are also massive economic implications if a critical route is suddenly unavailable for the foreseeable future. Yet, despite the dangers, regular inspection, monitoring, and maintenance for identifying and rectifying structural deficiencies are still not standard practice around the globe.
In fact, according to the 2019 Bridge Report, there are more than 47,000 bridges in crucial need of repairs in the U.S. alone. The same report also reveals that the pace of repairs has slowed down compared to previous years, predicting it would take over 80 years to service these bridges, presenting a serious risk to their lifespan. Bridges represent a significant capital investment, but they also are critical to local, regional, and often national economics. They safeguard key routes, they open new markets. They facilitate supply to national infrastructure including hospitals and education. They are a vital element of infrastructure.
However, Phil Bailey, Chief Technical Officer at Cleveland Bridge Group, believes there needs to be a change in mentality for the industry, “The Morandi collapse will have had a huge influence on those areas that do not enforce routine maintenance and inspection regimes, and professionally review their findings. I think the reaction will be to carry out regular inspections with qualified personnel, and if an issue is identified, it is addressed swiftly and properly.”
In all instances of bridge maintenance, a proactive approach needs to be adopted. Rather than spending money on emergency repairs, firefighting, these potential problems should be identified and addressed well in advance. In this respect, the UK is leading the way for the industry.
As Phil Bailey points out, “The UK often get involved internationally, advising clients and contractors on maintenance issues because we have an established infrastructure system and have the experience of maintaining, refurbishing, and strengthening old and complex structures.”
For example, Cleveland Bridge Group are currently handling a refurbishment project on the Humber Bridge. The original construction was only completed in 1981, but Cleveland Bridge Group were commissioned to conduct a detailed inspection of a new dehumidification system that was installed in 2010. This system is designed to prolong the lifespan of the bridge by removing trapped moisture from the main cables in order to maintain a non-corrosive environment.
Our inspection work is vital to prolonging the iconic bridge’s lifespan. Once the work is completed, the Humber Bridge Board will have the assurance that the cables have not experienced any further deterioration since 2009. It is a fantastic example of preventative maintenance that safeguards the future of the bridge.
Jim Mawson (Head of Operational Delivery at Cleveland Bridge Group) applauds the foresight of the Humber Bridge Board for greenlighting this project in the first place, “When it was inspected in 2009, [the bridge] wasn’t in a poor condition. There was no urgency for Humber to react, actually. But the board took the bold decision to invest significantly in 2010 and install a dehumidification system. It shows that maintenance in the UK is taken very seriously and we’re willing to invest for the long term.”
To avoid unexpected bridge failures in the future, the whole industry needs to follow the maintenance standard set by the UK. At Cleveland Bridge Group, we are always looking for ways to collaborate globally, helping to implement this model of preventative maintenance across the world.
About Cleveland Bridge
Cleveland Bridge’s bridges cross some of the world’s great rivers and waterways, connecting countries and continents and bringing communities together.
Their structural achievements are architectural icons that have transformed the skylines of great cities. From the majestic Emirates Towers in Dubai, to Hong Kong’s spectacular Tsing Ma Bridge.
Their experience is global, and their installation engineering skills are second to none. They are internationally renowned for design, quality, fabrication, construction, and installation.
Cleveland Bridge were at the forefront of the huge global development in construction which took place during the 20th century, creating iconic bridges and buildings all over the world. More recently, they have created striking new structures that are powerful symbols of our age. Icons such as the Burj Al Arab, the Wembley Stadium Arch, Canary Wharf Towers and the Thames Flood Barrier.
For more information, please visit: https://www.clevelandbridge.com/.
The post Why it’s time for the Industry to Wake up to Bridge Rehabilitation appeared first on Civil + Structural Engineer magazine.
By Dan Ireland and Greg Hess
Built in 1927, the historic Woodin Avenue Bridge with its iconic lamp posts, stretches 450-feet over pristine Lake Chelan and serves as a grand entrance to the City of Chelan’s downtown.
During the summer tourist season, the bridge bustles with people, baby strollers, cars, trucks, trailers, and RVs. Until 2019, this was all happening within the confines of two 10-foot vehicle lanes and narrow four-foot sidewalks on each side. There was no disagreement that the town had outgrown the narrow concrete bridge, but the City grappled with how to address safety concerns related to its heavy use and geographic restrictions.
Additionally, the bridge itself was in dire need of rehabilitation to fix numerous issues such as exposed rebar, leaning bridge railings, failed expansion joints, faulty bridge wiring, lighting issues, cracked sidewalks, and a rutted bridge deck.
Getting to a Design Solution
For more than a decade, the City considered a myriad of options including replacement bridges, a companion pedestrian bridge, and bridge widening. When these options proved too costly, the City had to take a step back and look for an alternative solution.
In 2016, a review of regional traffic patterns revealed a solution: by redistributing the traffic, they could reduce the bridge to a single, one-way lane to make space for high-volume sidewalks and accommodate bicyclists.
The City and the Chelan-Douglas Transportation Council, in partnership with consulting firm SCJ Alliance, crafted a vision to improve community walkability, separate traffic movements through the downtown core, accommodate bicyclists, and maintain the bridge’s historic charm. The one-way bridge reconfiguration would also incorporate changes to the intersections and roadways at both ends of the bridge. These would include new concrete ADA (Americans with Disabilities Act) curb ramps, as well as pavers, colored concrete sidewalks, permanent signing, landscaping, and irrigation installations.
“For years the City had been trying to figure out how to expand the bridge’s capacity and make it more of a gateway feature,” said SCJ Alliance Project Manager Dan Ireland. Ireland, himself a civil engineer, partnered with Greg Hess a structural engineer with KPFF Consulting Engineers. Greg and his team led the bridge structural design which included important structural repairs to the bridge columns, superstructure, bridge railings, and iconic bridge lights.
The solution included tearing up the historic downtown sidewalks and roadway, which the City recognized as an opportunity for some much-needed infrastructure improvements, particularly upgrading 1,200 feet of the existing water main to a 16-inch-diameter pipe. About 700 feet of the pipe could hang suspended under the bridge, hidden between existing bridge girders.
Throughout the fluid design process, there was extensive public outreach including a meeting with the Historic Downtown Chelan Association. They pointed they were already spearheading an effort to revamp the Woodin Avenue Landing Park located adjacent to the bridge. Upgrades would improve access to the downtown from the water, increase access to Lake Chelan and the existing PUD dock, and create an inviting space for both locals and visitors alike. So, the Landing Park project was wrapped into the plans as well.
Approaching multiple efforts as a single, coordinated project created efficiencies and limited impacts to downtown businesses, residents and visitors alike. “By incorporating the park and utility upgrades into the bridge repair and road reconfiguration, it saved months of impacts to the downtown businesses and thousands of dollars,” said Ireland.
Project Funding & Tied Bid Process
Typically, projects are not allowed to combine due to conflicting funding types or varying agency preferences. This project was a collaboration of multiple agencies and organizations including the City of Chelan, Washington State Department of Transportation, the Washington Transportation Improvement Board, Chelan-Douglas Transportation Council, Chelan Public Utility District, and the Historic Downtown Chelan Association.
Funding sources were many too, including city general funds, street bonds, utility funds, state and federal grants, and money from various smaller sources. The price tag for the entire bundle of projects totaled around $4 million.
In this circumstance, while each project was truly independent of each other, they were all physically adjacent to or overlapping of each other. By using a tied bid process, approved through the Washington Department of Transportation and supported by all the funding agencies, all the projects could to be managed and constructed at one time. This allowed everything to be advertised as one, bigger project, garnering more interest from potential contractors and reducing costs compared to running them as four projects at four separate times.
In 2018, Selland Construction was awarded the construction bid.
Construction Timing & Safety
Contractor Selland Construction timed their work to reduce tourist season impacts.
During the project’s design phase, construction duration and methodology were discussed with City staff and the City Council. In the contract documents, the City included multiple single-day and full week closures of the bridge in order to complete the work quicker, as well as outlined the needed detours and signing. Selland also committed to never closing the bridge to pedestrians during construction.
In 2018, the project was started immediately after the heaviest tourist day in Chelan, Labor Day, and extended to the summer of 2019. They worked on subsurface activities during the late fall and winter months to reduce the amount of work needed during the following summer.
Selland established strong safety expectations with weekly safety meetings and safety equipment reviews. By the end of the project, Selland and their subcontractors had logged over 11,000 hours and recorded zero injuries to workers or pedestrians.
Lake Chelan is an active recreational lake known for its clear blue water. Performing construction activities on a deteriorating historic bridge without contaminating the waters was a high priority for the team.
Typically, drape cloths are used for debris collection under a bridge, but Chelan is known for its high afternoon winds. Instead, Selland obtained wide platform-style floating barge with a solid surface to prevent debris from entering the lake. The same barge was repositioned underneath the bridge in other areas during high-risk events like concrete pours, spall repair work, and bridge painting. Selland also used high performance and fast setting materials to reduce exposure time.
The sidewalks on the bridge were widened from four feet to eight feet on one side, and from four to five feet on the other. To ensure the wider sidewalks did not impact the structural integrity of the bridge, the design team developed an ultra-lightweight system consisting of several inches of geofoam topped with four inches of fiber-reinforced lightweight concrete. The overall system was less than half the weight of a traditional concrete sidewalk and allowed the bridge to maintain its load capacity for normal traffic as well as emergency vehicles such as fire trucks.
Precast Lamp Posts
The unique lampposts that adorned the bridge were failing and needed to be replaced. To ensure a high level of accuracy and consistency in replicating them, the new lampposts were precast in a controlled environment away from the bridge. The new lampposts also brought added value with LED lights that can be controlled remotely to change colors and brightness to match the season or for special events.
Pedestrians & Vehicle Traffic
Managing a project with multiple elements in a tight location, all while negotiating summer recreational vehicle and pedestrian traffic was not an easy task. It was a frequent comment amongst the team that cars were easier to manage than the thousands of summertime pedestrians. Selland staged their construction zones to make sure a pedestrian route was always in place, even during bridge closures.
Converting the bridge into a one-way road after nearly 100 years was a dramatic change for the local community. The risk of drivers reverting to old habits was a great safety concern for the City. To prepare the community and tourists, the team used the following tactics to mitigate the safety risk:Project-specific traffic detour and signing plan Strategic placement of portable message signs to alert drivers Public radio announcements Project website notifications Email blasts to project stakeholders Social media notifications Collaboration with the downtown association Updates to Google Maps
One of the greatest challenges and successes was notifying the traveling public of changing traffic patterns and bridge closures. The City team was diligent at updating Google Maps to show temporary construction activities and eventually the bridge’s permanent change to one-way-only traffic. The focus and energy on this updating made a big difference to out-of-town tourists who were relying solely on their apps to navigate through the area.
Creating an Information Hub for Project Communication
The City invested in a project-specific website that SCJ created and managed. Every week after a construction meeting, the contractor’s schedule was uploaded to the website and an email blast was sent to everyone subscribed, as well as to key stakeholders and the media. The updates notified of bridge closures, detour routes, water service line outages, and project progress. The website also allowed the design team and City staff to field comments from the public and typically respond within a day.
The website became a powerful tool to share the project history, purpose, and timeline, as well as upcoming traffic impacts or detours.
Additionally, the face-to-face communication by Selland Construction, SCJ’s construction manager, and City staff was key to managing short-term interruptions to small businesses during their peak summer season. Through deliberate, anticipatory, clear, and consistent communication, the public was kept well-informed of bridge closures and the reason behind them, reducing complaints.
AwardsThe project’s specialness and accomplishments have been recognized many times, including with two industry awards. The City of Chelan’s Woodin Avenue Bridge Restoration Project was selected as the project of the year in the “Historic Less Than $5 Million” category by the Washington chapter of the Association of Public Works (APWA). The Washington State Main Street Program selected the adjacent Woodin Avenue Landing Park for an Excellence on Main Award in the “Outstanding Special Project” category.
Today the entrance to downtown Chelan is safer, more welcoming and has a new look, but maintains the same historic feeling. This project is a testament to how historic preservation projects can transform an aging bridge into a multi-use amenity that balances cars and multimodal needs—all done while preserving the iconic look and character its community values.
Traffic that once only passed through downtown, and conflicted with pedestrians, now goes around downtown. This has created a better balance between pedestrians and vehicles and a seamless pedestrian corridor from the bridge into downtown. The new streetscape around the bridge is comfortable, safe, and accessible to everyone.
“It’s especially gratifying how this roadway reconfiguration project has made the entrance to downtown more inviting,” said Ireland. “Our work included widening 1,900 feet of sidewalks, adding 1,200 feet of new bike lanes, enhancing streetscapes and lighting, and adding the new Woodin Avenue Landing Park for the enjoyment of so many. It’s now a more active, enjoyable place to be and businesses love it! It’s very rewarding to see this project have such a positive impact on the community.”
Dan Ireland and Greg Hess combined their expertise to design creative solutions for the multi-faceted Woodin Avenue Bridge project. Ireland is a civil engineer with SCJ Alliance Consulting Services and Hess is licensed as both a civil and structural engineer, working for KPFF Consulting Engineers. Both men work out of offices in Washington State, though they primarily find themselves working from home these days when not doing site visits. Dan and Greg have enjoyed helping communities, large and small, with their public works projects for nearly 20 years each.
The post Creativity and Collaboration Transform a Historic Downtown Gateway appeared first on Civil + Structural Engineer magazine.
By Tom Carter and Greg Laugeni
Designing bridges to stand the test of time is no mean feat at the best of times. When it came to replacing the old Tappan Zee Bridge with a new 3-mile twin span bridge across the Hudson River, the New York State Thruway Authority (NYSTA) and design-builder Tappan Zee Constructors (TZC) needed to ensure the highest level of protection was achieved. With the added challenge of variable and extreme weather conditions, restricted working hours, and short possession times, the choice of waterproofing solution was crucial. Here we explore how these challenges were tackled, and review the results following the project’s completion.Contractors were able to quickly apply ELIMINATOR® waterproofing to the Mario M. Cuomo Bridge using special spray machines.
A massive fast-tracked waterproofing project
The Governor Mario M. Cuomo Bridge is the largest single design-built contract for a transportation project in the U.S. and the longest bridge in the State of New York. Constructed of precast concrete deck panels that sit atop steel girders, the bridge is designed to achieve a 100-year service life.
Both the scale and the construction schedule of the $3.98 billion project are noteworthy. This extends to the waterproofing of the bridge, which required surface preparation as well as the application of two layers of liquid waterproofing over 1.2M square feet in just three months.
Early design support
When it came to selecting the waterproofing solution, the specifiers were looking for a product with a proven track record on long span bridge decks. This led them to discover GCP Applied Technologies’ ELIMINATOR® system from Stirling Lloyd (now GCP Applied Technologies). This liquid waterproofing membrane system has been used to protect the deck of many of the world’s biggest steel and concrete deck bridges for more than 25 years.
After conducting an in-depth site visit, including inspection of the bridge deck, GCP Applied Technologies’ Design Support Team worked closely with the project team to develop the waterproofing specifications. This called for a solution that would provide speed and ease of installation, minimizing traffic disruption and facilitating contract progression. The ELIMINATOR® waterproofing system satisfied these requirements, as it is spray applied and cures quickly (typically within the hour) to form a highly durable, seamless membrane.
GCP also conducted compatibility testing of the bridge deck with the ELIMINATOR® membrane, and realized exceptional adhesion results. The specifications also called for the use of a thin asphalt wearing course.GCP Applied Technologies provided onsite technical support and immediate adhesion testing to help keep the Mario M. Cuomo Bridge project moving forward smoothly.
Veteran waterproofing applicators working together
Due to the massive scale of the waterproofing operation, a site visit by pre-selected certified ELIMINATOR® applicators was scheduled by TZC. It was recognized that only a select few, highly experienced, well-trained and well-equipped applicators would be able to perform all the work required within the parameters of the project construction schedule. A shortlist of experienced ELIMINATOR® applicators visited the site to get a hands-on view of the scale, scope and timeline for waterproofing. TZC selected a joint venture led by Venture Construction, the largest ELIMINATOR® applicator in North America, and Thomarios, the applicator with the longest track record in North America, to install the ELIMINATOR® system.
Supported by Venture’s large fleet of surface preparation machines and multiple crews from Venture and Thomarios, the applicators were able to cover 250,0002 feet a week, including surface preparation and application of the tack coat.
Preventing common application delays
In addition to the demands of waterproofing such a large surface area in just three months, there were additional logistical challenges to the project. Work was being executed at other locations on the bridge deck at the time that waterproofing commenced. This could have created a problem with other waterproofing systems.
However, the ELIMINATOR® waterproofing system gave the applicators the flexibility to have multiple crews working at the same time. They could stop the waterproofing application at a certain place and come back at time later to tie-in the day joints.
In addition, the waterproofing membrane was being applied at the height of the summer. Many liquid waterproofing membranes react with naturally occurring moisture and suffer severe limitations in hot conditions, which severely hampers productivity on-site. The versatility of the ELIMINATOR® system meant the crews could maintain productivity in hot temperatures (up to 120° F) and high periods of humidity without shutting down.Since the ELIMINATOR system cured quickly, multiple trades could finish their work on the bridge quickly.
On-the-spot QA tools
Quality assurance (QA) was also an integral part of each step of the waterproofing project. First, adhesion testing was done to validate early on that there was a full chemical bond between both the waterproofing layer and the substrate below. Wet film-thickness testing was then performed to verify that the liquid waterproofing was being applied at the specified thickness. Film thickness was checked at the time of application rather than post-application, enabling real-time QA checks to be taken.
Since this QA step could be done immediately, applicators were able to swiftly identify and touch up any areas in need of additional waterproof coating. The ELIMINATOR® system was applied in two color-coded layers, making it easy to see at a glance that all surface areas were covered. This gave the applicators greater confidence that the membrane would perform optimally.
A successful, fast-tracked project
The combination of a high-performance waterproofing membrane and seasoned waterproofing experts working together enabled the project team to open the first span of the bridge to traffic in the summer of 2017 followed by its second span a year later. More than 50 million vehicles cross the Governor Mario M. Cuomo Bridge annually.
Tom Carter is Business Development Director for Stirling Lloyd Products at GCP Applied Technology in Cambridge, MA. He has over twenty years’ experience working on bridge and tunnel projects and has been involved in some of the largest civil engineering projects in North America, Europe and Asia.
Greg Laugeni is the North America Technical Manager for Stirling Lloyd Products at GCP Applied Technologies in Cambridge MA. He is a qualified National Association of Corrosion Engineers (NACE) Level 3 Certified Coating Inspector/QA/QC Manager who has worked for GCP for over 4 years with nearly 35 years of cross-functional experience within the architectural, bridge, civil, and marine industries. He earned a BA degree from the College of the Holy Cross. He holds numerous certifications from The Society for Protective Coatings (SSPC).
The post ELIMINATOR® Waterproofing System Protects Landmark New York Bridge appeared first on Civil + Structural Engineer magazine.
By Matt Lehmenkuler, P.E. and Jason Sander, P.E.
The Southern Ohio Veterans Memorial Highway (also known as State Route 823 or Portsmouth Bypass) is the largest single transportation project in the State of Ohio’s history, as well as Ohio’s first true public-private partnership (P3). Due to its route around the city of Portsmouth, this 16-mile stretch of new four-lane highway reduces commuting time by up to 30 minutes, while providing opportunities for economic growth and commerce. Construction of the $634 million project began in 2015 and was completed on schedule in December 2018.
Extreme site requires seamless materials testing
The company of record enlisted Terracon for our expertise in quality control and quality management. Not only is it unusual to complete 16 miles of new roadway in a single phase, nearly 23 million cubic yards of Appalachian mountain earth had to be cleared and moved first, at times cutting as deep as 200 feet into the rock to meet design grades. Our quality control technicians monitored the placement of material into the valleys to build road, or back into the terrain. We established an onsite AASHTO accredited laboratory to perform concrete compressive strength testing and index testing of native soils. This reduced sample transport distance and time, allowing for faster delivery of quality results. We also evaluated the cut slopes, providing the risk rating for the exposed rockface consisting of shale, sandstone, and clay stones.
In addition to the onsite natural materials, working seamlessly with the public-private partnership(P3) team, we helped design, develop, and provide quality control for the construction materials used in the 21 bridges needed to complete the bypass, more than half of which required mechanically stabilized earth (MSE) walls for support. In all, 300,000 square feet of MSE walls were built. There were also numerous structures and substructures for bridges, as well as culverts, that required verification of the specified material and foundation installations. We utilized our onsite lab to cure and test all concrete compression test cylinders.
The geology and subsurface conditions, including the soil types and characteristics, as well as depth to suitable bearing material and bedrock, ultimately were the factors used to select the proper foundation system for each bridge structure. The engineer of record determined the foundation type based on their analysis of the site conditions. Our inspections varied for each foundation type. For spread footings, we verified that conditions specified by the engineers in the plans were the conditions found in the field. To do that, we verified soil and rock types, looking for fractures or other visual differences. For pile foundations, our inspectors verified pile sizes and blow counts for the pile hammer. For drilled piers, we verified size, depth, and end bearing conditions, inspected reinforcing steel, and tested the concrete.
Primarily using visual inspection, Terracon reviewed the reinforcing steel and formwork prior to concrete placement. This included counting reinforcing bars, verifying bar type, measuring lengths and spacing of bars, and measuring formwork. Industry standards and project specifications required protection of concrete during cold weather, defined as ambient temperature below freezing. The goal was to keep the concrete warm enough to prevent freezing and allow for proper curing, but not so warm that the concrete generated too much heat. The team conducted strength testing and remote thermal monitoring during cold-weather placements to avoid cracking by confirming the concrete was cured at the temperatures and durations specified.
As required by the project specifications, all test report data was prepared and uploaded within 24 hours to a proprietary electronic data management system that simplified analysis for two additional ownership reviews. In the three and a half years of the project, more than 13,000 material reports were provided, illustrating the complexity and wide scope of the project. Use of an Electronic Data Management System (EDMS) enabled efficient management of documents.
An extensive team at the ready
A project of this magnitude required significant (and trusted) manpower. Our team was equipped to send 22 quality control technicians and inspectors from multiple locations (including Cincinnati, Columbus, Ohio; Charleston, W. Va.; and Cleveland, and Lexington, Ky.) to assist, and by project completion, more than 100 Terracon employees were involved. With the flexibility and resources to meet changing needs throughout the project, Terracon provided the resources and creative problem-solving required to make this complex project a success.
Safety was always a priority, which was demonstrated by Terracon reporting zero recordable injuries. This impressive record was achieved using a robust system comprised of daily pre-task planning, additional safety communication prior to the task and during the tasks, documented near-miss reporting, documented onsite safety check-ins with managers, and regular safety toolbox talks.
We partnered with “Ohio Means Jobs” within the State of Ohio’s Office of Workforce Development to bolster the project workforce by hiring local materials technicians and providing on-the-job training. This investment in the community benefited all involved. Five of the local technicians remained full-time Terracon employees after the project’s completion.
Responding to supplemental engineering or additional approved scope changes during the life of this project allowed our team to demonstrate the partnership and flexibility needed to keep the work moving.
Terracon was glad to contribute to this history-making roadway, while facilitating economic growth with new, easier access, and a safer alternative route.
Watch the video here.
Matt Lehmenkuler, P.E. is a project manager at Terracon’s Cincinnati office specializing in large project construction materials quality control. Matt joined Terracon in 2014 prior to his graduation from the University of Cincinnati with his Bachelor of Science degree in civil engineering.
Jason Sander, P.E., is senior vice president and national director for Materials Engineering Services, based in Terracon’s Cincinnati office. With the company since 1995, he was previously regional manager for Terracon’s Cincinnati and Lexington, Ky., offices.
Given the high cost of rent in the surrounding community and a campus housing capacity of 55 percent of its graduate student population, Stanford University needed to increase its graduate student housing. The goal was to not only provide better housing options for its current students but also continue to attract the best students from around the world. The Escondido Village Graduate Residences (EVGR) at Stanford University adds more than 1,300 units and 2,400 beds, increasing Stanford’s on-campus graduate housing capacity to 75 percent of its graduate student population.
The project primarily consists of four new residential buildings, a collection of six-, eight-, and ten-story towers, totaling more than 1,800,000 square feet. Also included is a new, three-story pavilion building, providing support amenities including a restaurant, brewery, and multipurpose room.
Projects of this magnitude and complexity often present the team with various design and construction challenges, and EVGR was no exception. The existing Escondido Village is the largest graduate community at Stanford and, because it is an active campus, the design-build team for the new EVGR was charged with delivering the project as quickly and with minimal disruption and negative impact on the surrounding neighbors as possible. These parameters drove the team to select a prefabricated, precast concrete system, which allows for the majority of building construction to be fabricated off-site within a controlled shop environment, thereby reducing noise, congestion, and field labor. John A. Martin & Associates, Inc. (JAMA) worked in close partnership with Clark Pacific, the precast concrete subcontractor, to develop and design the all-precast concrete structural system for EVGR.
Since the project is in a high seismic region, earthquake resistance was an essential objective of the structural design. Instead of a code-prescriptive design approach, Stanford University required a performance-based approach to design the lateral system. The residential buildings are designed to achieve Class 2 seismic performance following Stanford’s Seismic Engineering Guidelines, using the criteria outlined in the ASCE 41-13 standard, Seismic Evaluation and Retrofit of Existing Buildings, to evaluate the components. Class 2 buildings provide enhanced seismic performance and are classified as facilities critical to the operation of the University. In terms of structural performance, the Class 2 designation implies limited damage (corresponding with Damage Control performance in ASCE 41) at the Design Response Spectra (DRS), or BSE-1N equivalent seismic hazard, and enhanced safety (corresponding with Life Safety performance in ASCE 41) at the Maximum Considered Earthquake Spectra (MCER), or BSE-2N equivalent seismic hazard. BSE-1N and BSE-2N have return periods of 475 years and 2475 years, respectively.
The building height at the six-, eight-, and ten-story towers is 72 feet, 94 feet, and 116 feet, respectively. The typical floor-to-floor height is 11 feet, with a 17-foot story height on the ground floor. The gravity framing system consists of double tee precast floor panels with 4-inch-thick flanges and 12-inch-wide by 15-inch-deep ribbed sections. The floor panels are approximately 10.75 feet wide and span up to 35 feet parallel to the longitudinal direction of each building and span between precast moment frames that extend the full width of the building. The three-bay transverse moment frames supporting the floor panels are comprised of 18-inch-wide by 36- or 42-inch-deep columns and 24-inch-wide by 25- to 44-inch-deep moment frame beams.
The buildings are supported on continuous spread footings under each moment frame, sized to support the service loads using site-specific soil properties. The footings were designed using a capacity-based approach. That is, the continuous footings were designed to resist the maximum force that the moment frame columns can transmit to the footings. The thicknesses of the continuous footings were governed by the resulting shear forces induced by the expected moment capacities of the moment frame columns in combination with the shear forces due to the gravity loads. Rebar congestion was reduced by utilizing 80 ksi reinforcement and by eliminating stirrups in the foundations. This was accomplished by thickening the footings so that the concrete section alone could resist the shear forces. The tradeoff for reducing the amount of rebar in the foundations was the requirement of larger footings. However, eliminating the labor-intensive work associated with configuring and installing numerous stirrups helped accelerate the project schedule, and offset the cost of the additional concrete and excavation for the larger footings.
To achieve a Class 2 seismic performance, each residential building is divided into four or five seismically separated structures. Therefore, the “four” residential buildings are actually seventeen individual buildings. This improved the seismic performance by avoiding horizontal and vertical structural irregularities such as torsional irregularities and reentrant corners. It also simplified the lateral design by standardizing the design of multiple buildings that have similar configurations. In turn, standardizing the building designs helped optimize the design of the precast panels, minimizing the number of custom forms required for the project.
The precast panels that comprise the special moment frame elements consist of a continuous beam and discrete column panels in the transverse direction of the buildings. Longitudinal moment frames consist of two or three columns joined by a top and bottom beam. Column continuity is achieved by utilizing grouted couplers and corrugated rebar sleeves. The transverse beams used low amounts of post-tensioning reinforcement to prevent cracking during shipping and were formed with pre-coordinated MEP penetrations. The seismic performance evaluation was performed simultaneously with the frame design, driving optimization of the rebar design to maximize ductility through symmetric top and bottom flexural reinforcement, and by sizing beams to strategically align stiffness and strength at locations of high stress.
The use of precast concrete offered advantages to achieving Class 2 seismic performance. First, Clark Pacific’s preference for repetitive member design meant that every frame could be a moment frame, resulting in a highly redundant system without incurring additional costs. Second, individual panel designs were replicated across different stories and building segments. This approach led to panel designs optimized for a worst-case location and provided residual strength in other areas. Finally, the architectural expression of the buildings was integrated directly onto the concrete panels in the precast forms, eliminating the need to detail additional façade elements.
A significant source of innovation on this project was the design of an un-topped precast diaphragm. Precast floor-plank to floor-plank-edge connections have historically performed poorly in seismic events, creating a dependence on cast-in-place topping slabs for diaphragm action, which in turn becomes the limiting factor for construction speed. For this project, the design team reimagined the precast shear transfer connection as an extension of monolithic concrete behavior instead of using the typical approach of embedded steel elements welded together across planks. The precast planks were connected to each other and to the surrounding frames using interlaced rebar hairpins that lapped each other and hooked around a lacer bar running parallel to the plank edges, drawing from concepts used in precast bridge design. These connections were arranged in a continuous pattern at the plank-to-beam interface and formed at discrete locations between floor planks. The joints were then filled with grout to create a connection that mimics cast-in-place concrete behavior.
Diaphragm chord elements for resisting flexural demands were created with a similar connection of lapping rebar hairpins that develop the strength of the chord bars within the planks. At a handful of particularly tricky locations with high transfer demands, partially stressed post-tensioned strands were anchored within the floor planks along the chord length to provide a supplemental source of strength. The post-tensioning provides additional elastic strength, and the residual unstressed capacity activates when the mild chord reinforcing yields and dissipates energy.
There are approximately 14,700 prefabricated precast panels that make up the EVGR residential buildings. By working closely with Clark Pacific throughout the design development and construction documentation phases of the project, the designers were able to optimize the designs of the precast panels and minimize the number of forms needed for fabrication. The sharing of BIM models between JAMA and Clark Pacific was essential to the project workflow, as the design team was able to convert Clark Pacific’s Tekla model to Revit smoothly. Sharing models during design ensured that the shop drawing submittals were consistent with the construction documents; in reviewing all the 14,700 panel shop drawings, there were only a handful of corrections noted. The efficient submittal review process enabled the panels to be fabricated and transported to the site in a timely manner. Ultimately, the four residential buildings were installed in only 11 months, realizing an estimated time savings of 30% to 40% when compared to conventional cast in place construction.
The prefabricated precast concrete solution developed by the design-build team addressed the combination of the site’s logistical challenges and building performance requirements while reducing the construction schedule and minimizing disruption to the campus. Furthermore, leveraging the efficiencies inherent with prefabrication and precast concrete resulted in resilient structural design. EVGR is scheduled to welcome its first set of students this fall at the start of the new school year.■