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Thursday, June 4, 2015

EMPIRE GROUP PORTFOLIO: P4 FACTORY, RESIDENTIAL DEVELOPMENT AND SUPERMARKET

EMPIRE GROUP LIMITED: ARCHITECTURAL, ENGINEERING, CONSTRUCTION & REAL ESTATE CONSULTANCY PROFESSIONALS

Empire Group provides the following services to our clients in Uganda and beyond at the most competitive prices:

1.         Architectural design (plan drawing for all building types)
2.         Structural design (engineering drawings for all civil works)
3.         Building construction (experienced civil contractors)
4.         Surveying of land
5.         Electrical & Mechanical engineering
6.         Real estate (buying and selling)
7.         Property Management

Makindye Office:
At Sipi Suites, Plot 425 Jjuko Rd,
Makindye (Opposite Katwe Police Station)

Kitintale Office:
Port Bell Road,
Kitintale (opposite Country Gardens)

P.O. Box 5370, Kampala, Uganda.
Tel: +256 (0) 783300741, +256 (0) 712924378


EMPIRE GROUP PORTFOLIO: P3 RESIDENTIAL VILLA, FLATS & COMMERCIAL DEVELOPMENT

EMPIRE GROUP LIMITED: ARCHITECTURAL, ENGINEERING, CONSTRUCTION & REAL ESTATE CONSULTANCY PROFESSIONALS

Empire Group provides the following services to our clients in Uganda and beyond at the most competitive prices:

1.         Architectural design (plan drawing for all building types)
2.         Structural design (engineering drawings for all civil works)
3.         Building construction (experienced civil contractors)
4.         Surveying of land
5.         Electrical & Mechanical engineering
6.         Real estate (buying and selling)
7.         Property Management

Makindye Office:
At Sipi Suites, Plot 425 Jjuko Rd,
Makindye (Opposite Katwe Police Station)

Kitintale Office:
Port Bell Road,
Kitintale (opposite Country Gardens)

P.O. Box 5370, Kampala, Uganda.
Tel: +256 (0) 783300741, +256 (0) 712924378


EMPIRE GROUP PORTFOLIO: P2 GUEST HOUSE, RESIDENTIAL ESTATE AND COMMERCIAL DEVELOPMENT

EMPIRE GROUP LIMITED: ARCHITECTURAL, ENGINEERING, CONSTRUCTION & REAL ESTATE CONSULTANCY PROFESSIONALS

Empire Group provides the following services to our clients in Uganda and beyond at the most competitive prices:

1.         Architectural design (plan drawing for all building types)
2.         Structural design (engineering drawings for all civil works)
3.         Building construction (experienced civil contractors)
4.         Surveying of land
5.         Electrical & Mechanical engineering
6.         Real estate (buying and selling)
7.         Property Management

Makindye Office:
At Sipi Suites, Plot 425 Jjuko Rd,
Makindye (Opposite Katwe Police Station)

Kitintale Office:
Port Bell Road,
Kitintale (opposite Country Gardens)

P.O. Box 5370, Kampala, Uganda.
Tel: +256 (0) 783300741, +256 (0) 712924378


EMPIRE GROUP PORTFOLIO: P1 RESIDENTIAL VILLAS & MEDICAL COMPLEX

EMPIRE GROUP LIMITED: ARCHITECTURAL, ENGINEERING, CONSTRUCTION & REAL ESTATE CONSULTANCY PROFESSIONALS

Empire Group provides the following services to our clients in Uganda and beyond at the most competitive prices:

1.         Architectural design (plan drawing for all building types)
2.         Structural design (engineering drawings for all civil works)
3.         Building construction (experienced civil contractors)
4.         Surveying of land
5.         Electrical & Mechanical engineering
6.         Real estate (buying and selling)
7.         Property Management

Makindye Office:
At Sipi Suites, Plot 425 Jjuko Rd,
Makindye (Opposite Katwe Police Station)

Kitintale Office:
Port Bell Road,
Kitintale (opposite Country Gardens)

P.O. Box 5370, Kampala, Uganda.
Tel: +256 (0) 783300741, +256 (0) 712924378


Monday, June 1, 2015

Akashi-Kaikyo Bridge: Kobe, Japan

The graceful Akashi-Kaikyo Bridge, linking Kobe City and Awajishima Island across the deep straits at the entrance to Osaka Bay, was opened to traffic on 5 April 1998. Exploiting state-of-the-art technology, it formed the longest part of the bridge route between Kobe and Naruto in the Tokushima Prefecture, completing the expressway that connects the islands of Honshu and Shikoku. With a main span of 1.25 miles (1.99 kilometers) and a total length of nearly 2.5 miles (3.91 kilometers), it was then the longest suspension bridge ever built.
With the growing demand for faster land travel, more convenient links over water obstacles become necessary. If long-span—say, over 1,100 yards (1,000 meters)—bridges are to be politically, economically, and structurally viable, design must be optimized. Because a bridge’s selfweight increases in direct proportion to its span, the structure must be as light as possible while achieving minimum deformation and maximum stiffness under combined dead, wind, and traffic loads. A cable-supported suspension bridge is an ideal way to achieve that.
Alternative designs were developed for the Akashi-Kaikyo Bridge, considering a range of main span lengths. The most economical length was between 6,500 and 6,830 feet (1,950 and 2,050 meters); the final choice of 6,633 feet (1,990 meters) was constrained by geological and topographical factors. The length of the side spans was fixed at 3,200 feet (960 meters), enabling the cable anchorages to be located near the original shorelines. The clients insisted that, because of its immense span, the form of bridge had to assure the public that it would withstand all kinds of loads, including typhoons and earthquakes. Also, it had to express the essential beauty of the Seto-Inland Sea region and evoke a bright future for the Hyogo Prefecture. The Akashi-Kaikyo Bridge would be painted green-gray because it was redolent of the forests of Japan.
Construction began in May 1988. The reinforced concrete anchorages for the cables on the respective shores are of different sizes, because of different soil conditions. As an indication, the one at the Kobe end has a diameter of 283 feet (85 meters) and is 203 feet (61 meters) deep. It is the largest bridge foundation in the world.
Huge cylindrical steel chambers (caissons) form the foundation of the main towers. Fabricated off-site, they are 217 feet (65 meters) high—more than a 30-story building—and 267 feet (80 meters) in diameter; each weighs 15,000 tons (15,240 tonnes). To provide a level base, an area of seabed about as big as a baseball field was excavated under each of them. They were floated into position, and their exterior compartments were flooded to carefully sink them in 200 feet (60 meters) of water. This was achieved to within a 1-inch (2.54-centimeter) tolerance. Each was then filled with 350,000 cubic yards (270,000 cubic meters) of submarine concrete. The foundations of the bridge were seismically designed to withstand an earthquake of Richter magnitude 8.5, with an epicenter 95 miles (150 kilometers) away. On 17 January 1995 the Great Hanshin Earthquake (magnitude 7.2) devastated nearby Kobe; its epicenter was just 2.5 miles (4 kilometers) from the unfinished bridge. A careful postquake investigation showed that, although the quake had lengthened the bridge by about 3.25 feet (1 meter), neither the foundations nor the anchorages were damaged. As the builders boasted, it was “a testament to the project’s advanced design and construction techniques.”

The towers rise to 990 feet (297 meters) above the waters of the bay (for comparison, those on the Golden Gate Bridge are 750 feet [230 meters] high). They have steel shafts, each assembled in thirty tiers, generally made up of three prefabricated blocks that were hoisted into place and fixed with high-tensile bolts. The shafts are cruciform in cross section, designed to resist oscillation induced by the wind. The main cables, fixed in the massive anchorages and passing through the tops of towers, were spun from 290 strands of galvanized steel wire—a newly developed technology—each containing 127 filaments about 0.2 inch (5 millimeters) in diameter. Their high strength does away with the need for double cables, and because they achieve a sag:span ratio of 1:10, the height of the main towers could be reduced. To prevent corrosion of the cables in the salt atmosphere, dehumidified air flows through a hollow inside them, removing moisture. The towers and the suspended structure are all finished with high-performance anticorrosive coatings to suit the demanding marine environment.
From the main cables, polyethylene-encased, parallel-wire-strand suspension cables support the truss-stiffened girder that carries a six-lane highway with a traffic speed of 60 mph (100 kph). The preassembled truss members were hoisted to the deck level at the main towers, carried to their location by a travel crane, and connected; then the suspension cables were attached. This construction technique was chosen because it did not disrupt activity on the water, where 1,400 ships daily pass through the straits.
Further reading
Thomas, Mark. 2001. The Akashi-Kaikyo Bridge: World’s Longest Bridge. New York: Rosen Publishing Group.

Airplane hangars: Orvieto, Italy

The Italian engineer and architect Pier Luigi Nervi (1891–1979) was among the most innovative builders of the twentieth century and a pioneer in the application of reinforced concrete. In 1932 he produced some unrealized designs for circular aircraft hangars in steel and reinforced concrete that heralded the remarkable hangars he built for the Italian Air Force at Orvieto. None have survived but they are well documented: more than enough to demonstrate that they were a tour de force, both as engineering and architecture.
Nervi had graduated from the University of Bologna in 1913. Following World War I service in the Italian Engineers Corps he established an engineering practice in Florence and Bologna before moving to Rome, where he formed a partnership with one Nebbiosi. Nervi’s first major work, the 30,000-seat Giovanni Berta Stadium at Florence (1930–1932), was internationally acclaimed for its graceful, daring cantilevered concrete roof and stairs. The revolutionary hangars followed soon after.
There were three types, all with parabolic arches and elegant vaulted roofs that paradoxically conveyed a sense of both strength and lightness. The first type, of which two were built at Orvieto in 1935, had a reinforced concrete roof made up of a lattice of diagonal bow beams, 6 inches (15 centimeters) thick and 3.7 feet (1.1 meters) deep, intersecting at about 17-foot (5-meter) centers. They supported a deck of reinforced, hollow terra-cotta blocks covered with corrugated asbestos-cement. The single-span roof measured 133 by 333 feet (40 by 100 meters), and its weight was carried to the ground through concrete equivalents of medieval flying buttresses. The 30-foot-high (9-meter) doors that accounted for half of one of the long sides of the hangar were carried on a continuous reinforced concrete frame.
In the other types Nervi’s fondness for structural economy led to the prefabrication of parts, saving time and money. Type two was his first experiment with parallel bow trusses assembled from open-web load-bearing elements, spanning the 150-foot (45-meter) width of the hangar. A reinforced-concrete roof covering provided stiffening. The third type combined the diagonal configuration of the first and the prefabrication techniques of the second. He built examples of it six times between 1939 and 1941 for air bases at Orvieto, Orbetello, and Torre del Lago. The massive roofs, covered with corrugated asbestos cement on a prefabricated concrete deck, were supported on only six sloping columns—at each corner and the midpoints of the long sides—that carried the weight and thrust beyond the perimeter of the hangars. All the components were cast on-site in simple wooden forms.
The Germans bombed these amazing structures as they retreated from Italy toward the end of World War II. Nervi was delighted to learn that, even in the face of such a tragedy, the prefabricated joints had held together despite the destruction of his hangars. He later included them amongst his most “interesting” works, observing that their innovative forms would have been impossible to achieve by the conventional concrete technology of the day. In the early 1940s Nervi extended his experiments to ferrocimento—a very thin membrane of dense concrete reinforced with a steel grid—which be used to build a number of boats.
He next combined that material with the prefabrication techniques he had developed for the hangars. For Salone B at the Turin Exhibition of 1949–1950, he designed a 309-by-240-foot (93-by-72-meter) vaulted rectangular hall with a 132-foot-diameter (40-meter) semicircular apse at one end. The main hall roof and the hemidome over the apse consisted of corrugated, precast ferro-cimento units less than 2 inches (5 centimeters) thick, supported on in situ buttresses, creating one of the most wonderful interior spaces of the twentieth century.
Nervi’s designs were too complex to be calculated by orthodox mathematical analysis, and he developed a design methodology that used polarized light to identify the stress patterns in transparent acrylic models. A few unbuilt projects were followed by three structures for the 1960 Rome Olympic Games. He built the Palazzo dello Sport (1959, with Marcello Piacentini), the Flaminio Stadium (1959, with Antonio Nervi), and the Palazzetto dello Sport (1957, with Annibale Vitellozzi). The last is a gem of a building whose rational structure is so transparently expressed that the observer can almost see the loads being shèpherded to the ground in a way redolent of late English Gothic fan vaulting. 

Abomey Royal Palaces in Benin, Africa

The Royal Palaces of Abomey in the West African Republic of Benin (formerly the Kingdom of Dahomey), on the Gulf of Guinea, are a substantial reminder of a vanished kingdom. From 1625 to 1900 Abomey was ruled by a succession of twelve kings. With the exception of Akaba, who created a separate enclosure, each built a lavish cob-wall palace with a high, wide-eaved thatched roof in the 190-acre (44-hectare) royal grounds, surrounded by a wall about 20 feet (6 meters) high. There are fourteen palaces in all, standing in a series of defensible courtyards joined by what were once closely guarded passages. Over centuries, the complex—really a “a city within a city”—was filled with nearly 200 square or rectangular single-story houses, circular religious buildings, and auxiliary structures, all made of unbaked earth and decorated with colorful bas-reliefs, murals, and sculpture; it was a major and quite unexpected feat of contextual architecture in a preliterate society.
According to tradition, in the twelfth or thirteenth century a.d., Adja people migrated from near the Mono River in what is now Togo and founded a village that became the capital of Great Ardra, a kingdom that reached the zenith of its power about 400 years later. Around 1625 a dispute over which of three brothers should be king resulted in one, Kokpon, retaining Great Ardra. Another, Te-Agdanlin, founded Little Ardra (known to the Portuguese as Porto-Novo). The third, Do-Aklin, established his capital at Abomey and built a powerful centralized kingdom with a permanent army and a complex bureaucracy. Intermarriage with the local people gradually formed the largest of modern Benin’s ethnic groups, the Fon, or Dahomey, who occupy the southern coastal region. Abomey is their principal town.

The irresistible Fon armies—they included female warriors—carried out slave raids on their neighbors, setting up a trade with Europeans. By 1700 about 20,000 slaves were sold each year, and the trade became the kingdom’s main source of wealth. Despite British efforts to stamp it out, it persisted, and Dahomey continued to expand northward well into the nineteenth century. King Agadja (1708–1732) subjugated much of the south, provoking the neighboring Yoruba kingdom to a war, during which Abomey was captured. The Fon were under Yoruba domination for eighty years from 1738. In 1863, in a bid to balance Fon power, Little Ardra (the only southern town not annexed by Agadja) accepted a French protectorate. France, fearing other European imperialists, tried to secure its hold on the Dahomey coast. King Behanzin (1889–1893) resisted, but France established a protectorate over Abomey, exiled him, and made his brother, Agoli-Agbo, puppet king under a colonial government. By 1904 the French had seized the rest of present-day Benin, absorbing it into French West Africa.
Tradition has it that the first palace was built for King Dakodonou in 1645 and that his successors followed with structures of the same materials and similar design—in architectural jargon, each palace was contextual. King Agadja was the first to incorporate 40-inch-square (1-meter) panels of brightly painted bas-relief in niches in his palace facade. After that they proliferated as an integral decorative device; for example, King Glélé’s (1858–1889) palace had fifty-six of them. As esthetically delightful as they were, the main purpose of the panels was not pleasure but propaganda. An important record of the preliterate Fon society, many documented key events in its rise to supremacy, rehearsing in images the (probably exaggerated) deeds of the kings. Just as history books might do in another society, they held for posterity the Fon’s cultural heritage, customs, mythology, and liturgy.
When French forces advanced on Abomey in 1892, King Behanzin commanded that the royal palaces were to be burned rather than fall into their hands. Under Agoli-Agbo I, the buildings were restored. Although contemporary documents describe the compound as a “vast camp of ruins,” the exact extent of both the damage and the reconstruction is unclear. The palace of King Glélé (known as the Hall of the Jewels) was among the buildings to survive. Although there are doubts about the age of the existing bas-reliefs, which may be reproductions, those from that palace are probably original and the oldest of the remaining works. In 1911 the French made an ill-informed attempt at architectural restoration, particularly in the palaces of Guezo and Glélé. Further inappropriate work in the early 1980s included replacing some of the thatched roofs with low-pitched corrugated steel. Denied the protection of the traditional wide eaves, the earthen bas-reliefs were badly damaged.
The palaces seem to have been under continual threat. After damage from torrential rain in April 1977, the Benin government sought UNESCO’s advice on conserving and restoring them. In 1984 the complex was inscribed on the World Heritage List and simultaneously on the List of the World Heritage in Danger because of the effects of a tornado. The royal compound, the Guezo Portico, King Glélé ’s tomb, and the Hall of the Jewels were badly damaged. Several conservation programs have been initiated subsequently. In 1988 fifty of the fragile reliefs from the latter building, battered by weather and insect attack, were removed before reconstruction was initiated. After removal, they were remounted as individual panels in stabilized earth casings, and between 1993 and 1997 an international team of experts from the Benin government and the Getty Conservation Institute worked on their conservation. The Italian government has financed other projects.
Today the glory of the royal city of Abomey has passed. Most of the palaces are gone; only those of Guezo (1818–1858) and Glélé tenuously stand. Their size gives a glimpse of their splendid past: together they cover 10 acres (4 hectares) and comprise 18 buildings. They were converted into a historical museum in 1944. Apart from them, the enclosure of the Royal Palaces is abandoned. Many buildings, including the Queen Mother’s palace, the royal tombs, and the so-called priestesses’ house remain in imminent danger of collapse.
Further reading
Ben-Amos, Pauline G. 1999. Art, Innovation, and Politics in Eighteenth Century Benin. Blommington: Indiana University Press.
Piqué, Francesca, Leslie H. Rainer, et al. 1999. Palace Sculptures of Abomey: History Told on Walls. Los Angeles: Getty Conservation Institute and the J. Paul Getty Museum.