General Informationℹ️ Location: East Third Ring Road Guanghua Road Beijing, China Construction dates: 1 June 2004 - 16 May 2012 Floor count: 51 Roof: 234 m (768 ft) Floor area: 389,079 m2 (4,188,010 sq ft) Developer: China Media Group Architect: Rem Koolhaas and Ole Scheeren: Office for Metropolitan Architecture East China Architectural Design & Research Institute Structural engineer: Ove Arup & Partners. Main contractor: China State Construction and Engineering Corporation. Visit Structures Insider's homepage for more stories. The new headquarters of China Central Television (CCTV) is a 234m tall building with a highly unusual shape, described as a 'three-dimensional cranked loop'. The building is formed by two leaning towers, bent 90° at the top and bottom to form a continuous tube. The building’s primary support is achieved through the irregular grid on its surface, a visible expression of the forces travelling through the tube structure; the smaller the diagonal pattern, the stronger the load and the greater the support. “The bracing arrangement is reflected in the façade design, providing a visible representation of the complex force distribution throughout the building structure. ” The braced tube structure also gives the building the required robustness to withstand the likely seismic activity in the area and therefore provides an extra level of safety. Source: Arup Engineering System 🏗 Αll the structural support elements in the building are of structural steel, except some external columns are steel-reinforced concrete columns due to the magnitude of loads they are designed to carry. The floors are composite slabs on steel beams. You May Also Like: The Pros&Cons of Steel fibre reinforced concrete (SFRC) explained Fibre-reinforced concrete is a composite material comprised of traditional concrete and steel fibres. Steel fibres increase durability and ductility of the reinforced concrete mix as well as decrease... Read more... Primary Structure From the onset, it was decided to adopt an external skin of leaning columns, horizontal edge beams and triangulated bracing on a two-storey pattern to form an enclosed tube structure to support the building. Furthermore, the braced tube structure affords a multitude of alternative load paths. Such a robustness feature is highly desirable, especially in seismically sensitive Beijing. It also provides safety in the event of an extreme design incident, such as blast removal of a major column in the building. The external diagrid structure is also boldly expressed in the building’s façade. It visually expresses the pattern of forces in the external tube, reinforcing the transparency between structure and architecture, a strong philosophy in the building’s design. The unique diagrid pattern in the external structure was arrived at after extensive iteration and optimization, in close collaboration with the architect. Internal Trusses were used to cope with the floor plans required, Source: China Central Television Headquarters - Structural Design Read more: Concrete variable radius arch dam explained New York City is planning to expand Manhattan into East River to battle climate change Dracula's luxurious residence has 57 rooms and has its own private wooden church Essential Books for Civil Engineers Amazon's Choice

Article by: Gobinda Burman from: Green Environmet BASIC PRINCIPLES OF PRESTRESSING A beam resting on supports at each end trends to bend under its own weight and under applied loading. This causes compression along the top part of the beam and tension along the bottom part. In other words, there is a tendency for the bottom of the beam to stretch. Concrete is strong in compression, but weak in tension, and for this reason, a plain concrete beam has little strength. The tensile weakness of concrete is overcome by casting steel bars into the sections where tension is likely to occur. When a load is applied on beam, cracks still occur in the concrete, but the tension is carried by the steel reinforcement. The principle of prestressing is to compress the beam before it is loaded in such a way that stresses are induced in the section which is opposite in action to those arising under loading. Thus the bottom of the beam is compressed by the prestressing so that tension arising when it is loaded will be entirely neutralized. Furthermore, the compression in the concrete is also of great importance in resisting shear. If one imagines a prestressed beam as a row of blocks pressed together, it is easy to see that if they are pressed together sufficiently tightly they will not fall out when a load is applied. This condition aided by the device of sweeping cables upwards at the end of the beam will usually eliminate the need for steel reinforcement to resist shear stresses. ADVANTAGES OF PRESTRESSED CONCRETE The rapid increase in the use of prestressed concrete is due to the fact that it is technically and economically superior to other methods of construction. Since the size of prestressed members is less than that of the conventional reinforced concrete members, the dead load of the structure is often reduced sufficiently, hence savings of materials in structural members. The use of prestressed concrete as a structural medium for bridge construction has been gaining popularity. With the increase in transportation, the requirement for bridges became acute and the shortage of general building materials gave an impetus to use of prestressed concrete in all civil engineering activities. The development of prestressed concrete technology over the last two decades can be attributed to the research, development, improvement and advancement of materials, technology and construction techniques. The existing materials used in construction were better utilized and their properties enhanced, new materials developed to suit the special needs of prestressed concrete. The development in technology is also seen in the concept of form-work and analytical techniques. Also for you: What are the Advantages of Using Steel Fibre Reinforced Concrete instead of traditional Rebar? APPLICATIONS OF PRESTRESSED CONCRETE 1. FOUNDATION: Prestressed Concrete Piles: Prestressed concrete piles have been used extensively in the construction of buildings and marine structures. Due to its high strength for handling and a high degree of durability in seawater and other adverse environments, the use of prestressed concrete piles became very popular in the construction of marine structures. The prestressed concrete piles have many advantages in comparison with conventional piles - a few of them are: High load-carrying capacity. Crack-free under handling and driving. Ability to take up-lift (tension). Can bear hard-driving and can penetrate hard strata. Durability in an adverse environment. High column strength. In view of the above advantages, the prestressed concrete pile is an ideal choice for deep foundations with heavy loading on weak soil. At present, prestressed concrete piles are being used as sheet piles, fender piles and soldier piles. It also used for carrying vertical loads with different soil strengths and found to be durable in varied environments ranging from sub-arctic to the desert. Rock /soil Anchors: Prestressing techniques are now used for strengthening an existing structure by anchoring it to the rock or soil. In places where rocks are not available immediately below the ground level, rock-anchors are used to anchor the pile to the rocks that are situated at very large depth. The use of prestressed anchors avoids the driving of the pile all the way to the rock which is available at very large depth. The pile is driven only to a certain depth, depending on the soil condition and prestressed cable is sent through the pile to the rock. The cable is then stressed and grouted. 2. BRIDGES: The spectacular contribution of prestressed concrete can be seen in the construction of superstructures of bridges. It has been extensively used in both rail and road bridges. The technique of prestressing lends itself beautifully to the construction of different types of bridges. a. Simply Supported Bridges: They are adopted for medium and short spans. The cross-sections of these beams maybe I, T, two T's or Box shape. The girders can be pre or post-tensioned. These beams may be precast or cast-in-situ and are usually supported by neoprene or other types of bearings at either end. b. Cantilever Bridges: This method is usually adopted for longer span bridges. In this method, there will be cantilevers extending from each of the piers. There will be a suspended span of the shorter length to connect the cantilevers. The cantilevers are usually extended by anchoring precast segments of short length. Each segment is anchored to the balancing extension on the other side of the pier. c. Cable-Stayed Bridges: Extremely long spans constructed by using this method of construction. In this type of construction, the deck or slab is held by a number of prestressed cables anchored to the anchor tower. Using this method spans up to 300 m can be constructed. Other types of bridges like bridges with Bow String Truss, Stressed Ribbon Deck, and Arch Bridges are included. Recommended to you : 3. MARINE STRUCTURES Prestressed concrete has gained acceptance in the field of marine structures due to its durability, strength and economy. Its application to foundations has already been discussed in the earlier section. Prestressed concrete is now being applied increasingly in the super-structures of the marine projects. A few types of marine structures where prestressed concrete has been adopted are: Coastal jetties. Wharves. Bulkheads. Offshore platforms. Navigation structures. Protective fenders. In these structures, the prestressed concrete elements may be in the foundation, such as bearing pile, sheet pile, etc. or in the super-structure, such as the deck, beam slab, etc. It is a well-known fact that marine construction has many problems of its own in its construction procedures. The difficulty at the site especially for the movement of materials and workers, makes quality control a difficult exercise. Further, highly skilled labour is required in such projects. Such labour is either not available or available at a very high cost. All such factors show that precasting is an ideal choice for marine structure. In precasting, the efficiency and economy can be increased by means of prestressing, especially by pre-tensioning. The pre-tensioned materials can then be made to act monolithically by post-tensioning them subsequently. 4. WATER CARRYING STRUCTURE a. Aqueducts: Prestressed concrete is found to be the ideal choice for the construction of aqueducts due to its water tightness and crack-free surface. Prestressed concrete, due to its high strength, enables the construction of long-span aqueducts with high water carrying capacity. b. Water Tanks: Circular water tanks are also constructed by using prestressed concrete. They withstand higher circumferential stress than R.C.C. The wall thickness of the prestressed concrete tanks is much less than that of R.C.C because of its high strength. With these advantages, the use of prestressed concrete for the construction of overhead water tank and reservoirs is gaining popularity. 5. INDUSTRIAL  STRUCTURES Application of prestressed concrete in the field of construction of industrial structures is getting momentum. The tie members of the trusses are usually prestressed. The advantages of using prestressed concrete are: longer spans of trusses can be constructed. The aesthetic look of the structure is enhanced. 6. PRETENSIONED PRODUCTS In the field of pretension, much progress has made to great advantage. The extensive manufacture of prestressed electric transmission poles is just one of the many applications of pretension. The recent and important addition in the list is the railway sleeper. A number of plants manufacturing these sleepers springing up in every corner of the world. Precast pre tensioned members are also used extensively for prefabricated houses. This application has potential and offers excellent scope for development and diversification. 7. NUCLEAR STRUCTURE In this atomic age, the concept of prestressed concrete lives up to its reputation as the technology that can offer solutions even to the most difficult and intricate problems faced by the civil engineering industry. The designers of the reactors have realized the advantages of prestressed concrete and are now designing their pressure-vessels and container-vessels of the reactors, recommending the use of prestressed concrete. This application should prove the versatility and superiority of the concept of prestressed concrete over conventional methods. Article by: Gobinda Burman from: Green Environmet

Introduction In concern with embodied energy in construction, I attempt to find an ecologically friendly material. Through researching various vernacular earth architecture around the world and comparing these through different eras of earth building, I’m trying to discover how it can and is, this ancient practice, used nowadays. How going back to the absolute basics our ancestors used can help the current climate crisis we are facing. Gathering information and proposing a new modern pillar of architecture. Carrara Marble Quarry, Italy Watching the “Anthropocene: The Human Epoch”1 film, I was mesmerized by the Italian Carrara marble quarry. After seeing this beautiful senary it got me thinking, what is the cost on our planet to export one of the most prestigious marbles worldwide and how can we cut down on embodied energy. The most used material, concrete, I found out it contributes about 8% of the world’s carbon dioxide emissions. If the entirety of the cement industry was combined into a country, it would be the third-largest emitter, behind China and the US. The industry contributes more CO2 than aviation fuel and it’s not far from the global agriculture industry (12%). But this is not slowing down, the cement industry quadrupled since the 1990s and is likely to increase even more in the future if we won’t find greener alternatives. 1 Anthropocene: The Hum Also for You: Soil Mechanics: Effects of water on soil | Structures Insider Mudbricks Trying to find a material with low embodied energy, I didn’t have to look far but just below me, Earth! Mudbricks have been used widely across the globe for centuries as the main building material. For some of the greatest ancient civilizations, Mesopotamia, not only used it as a housing material but also for megastructures that are still standing centuries after construction. Such as the Taq Kasra which is the largest single-span vault of unreinforced brickwork, made from mudbricks, in the world till this day. Truly shows the durability of soil. That got me questioning how can this material that withstands the test of time can be adapted to the modern world and practices. Mudbrick is a rectangular mold-made brick from the soil, chopped straw, and water. Vernacular architecture is the “native science of building”1 as mentioned by Oliver P, so why don’t we go back to this. 1 Oliver Paul, Built to meet need: culture issues in vernacular architecture, Architectural Press Started by researching 4 random buildings on the list given to try and figure out what I wanted to focus on. When researching the Yaodong Complex in China, which are underground house complexes I realized I wanted to investigate earth architecture and how it was done in vernacular architecture and how that is implemented nowadays. Through this study am trying to see if the earth is a reliable and efficient material to use for the future construction of structures. Starting off, the Adobe Pueblo in Mexico, are mudbrick houses built in the southeast of the USA and Mexico. Its multistoried rooms, up to 5 stories, usually in a pyramid-like arrangement where the roof, that were made from wooden posts, straw, mud, and plaster, can act as a terrace to the room above. Movement between them was usually accomplished with wooden ladders and each could house multiple families. Following on to Cyprus traditional houses that were made from mudbricks with a plaster finish on each side of the walls, creating great insulation for the subtropical Mediterranean climate. They are usually 1-2 stories houses with an enclosed yard and a secondary structure that can be used as storage or as a barn. Moving on to the incredible Shibam Hadramawt in Yemen, known as the “Manhattan of the desert”. They are the first high-rise apartment buildings, made from mudbricks, dating back to the 9th century, they vary from 5 to 11 stories high. A truly great example of the extent and strengths soil can have when it comes to construction. Stepping into the post-industrial interpretation of earth architecture things start to change and new technologies are emerging, making earth architecture even more efficient and easier. Hassan Fathy, an Egyptian architect, created a movement around the 1940s, having a political motive of the disfavor of both political ideologies, he promoted the third one. An ideology of political, economic, cultural, and technological self-sufficiency. Boycotting cement imports and reviving the adobe ancestral tradition. New Baris, is a very well-thought-through mudbrick complex in Egypt (1967) that ameliorates an extremely harsh environment without mechanical means. Fathy achieved that by adapting medieval practices in Cairo. Adding a second chimney with incline metal louvres, which was extremely experimental in such harsh heat conditions, was extremely successful due to visitors reporting shivering with cold in the lower levels even on the hottest summer days. The community of La Luz in Albuquerque, New Mexico by Antoine Predock is a complex of houses built-in 1967. It is made from adobe walls from on-site materials, its massive adobe walls act as heat reservoirs and form acoustical barriers. Some walls are painted white to bounce light in rooms or patios with the buildings also considering the sun and wind patterns of the area where the west side offers mostly blank walls to lower sun exposure and the patios offer shelter from the winter winds. The Chapel of Reconciliation in Berlin, by architects Retermann and Sassenroth built-in 1990, has a core of rammed earth. The remains of the former chapel, which was destroyed in 1987 because it was in the Berlin death strip, are integrated into the thick rammed earth walls. A reiteration of earth architecture is rammed earth. Rammed earth is created by compacting subsoil material, unbaked earthen construction unlike mudbricks, in temporary formwork. Compacting multiple layers of soil can create a high aesthetic appeal, passive hygroscopic humidity regulation, and more important its extremely low embodied energy. All this can be built on-site with soil found there or from other constructions excavation waste. Some alterations of rammed earth are factory prefabricated walls and stabilized rammed earth, which is a mixture of rammed earth with concrete. Progressing into the post-digital era of earth architecture can be seen worldwide. Mudbrick construction can be mostly found in developing countries. Some examples are the Gando Teacher’s Housing by Kere Architecture in Burkina Faso and the Orthodox church of St. George by Wallmakers in India. They use the same methods as vernacular buildings but with the help of new technologies such as CSBE, which is compressed earth blocks. The great wall of WA by Luigi Rosselli in Australia is a 230m rammed earth wall on one side made of local earth and a sand dune on the other side. Enclosing the 12 residences provides them with the best thermal mass, making them cool in the subtropical climate. A project by Joly & Loiret in Paris by the name “Manufacture Sur Seine – Réinventer la terre”, reinventing the earth, has the idea of creating a large multi-purpose urban estate that will be made from rammed earth. The soil used will be the one extracted from the Paris metropolis during the new digging of the metropolitan rail network. Looking into earth architecture I would strongly argue that it’s worth starting construction with earth again. Rammed earth or mudbricks don’t only drastically cut down the embodied energy of a building, but also upcycle other industries' waste. Using soil from other industries and construction sites that would otherwise be considered as waste. As well as giving natural insulation and adding a passive solar factor to the building. This field of earth building is slowly picking up again, now that the climate crisis is accelerating. Now that this practice is reawaking it will soon flourish again in urban areas. As in the words of sociologist and philosopher Edgar Morin “the great movements of transformation always start in a marginal, deviant, modest or even invisible way”. The Anthropocene epoch of abusing the earth’s resources to construct short-lived architecture instead of investing in our future. So, on that note vernacular architecture, that is still around now for us to admire, lets not just admire them but actually learn from them and apply their ideologies into the modern pillars of good architecture. Bibliography Rodger, L., 2021. Climate change: The massive CO2 emitter you may not know about. BBC News David Oates, 1990. Innovations in Mud-Brick: Decorative and Structural Techniques in Ancient Mesopotamia. World Archeology, Taylor & Francis Ltd. Oliver Paul, Built to meet need: Culture issues in vernacular architecture, Architectural Press Luebering, J., 2021. pueblo architecture. Encyclopedia Britannica City Monitor. 2021. In Yemen, there's a city full of 500 year old skyscrapers made of mud - City Monitor Steele, J., 1988. Hassan Fathy. London: Academy Editions. Predock, A. and Collins, B., 2000. Antoine Predock houses. New York, NY: Rizzoli International Publications. Maniatidis, V. and Walker, P., 2008. Structural Capacity of Rammed Earth in Compression. Journal of Materials in Civil Engineering, pp.230-238. Walker, P., Keable, R., Martin, J. and Maniatidis, V., n.d. Rammed earth: design and construction guidelines. Kapfinger, O. and Rauch, M., 2001. Rammed earth. Basel: Birkhäuser. Agence Joly & Loiret. 2021. SEN1 (Manufacture sur Seine) - Agence Joly & Loiret.

The rise of technologies such as robotics and artificial intelligence have a substantial influence on our daily lifestyle with the transport sector being no exception. Fully autonomous vehicle (AV) technology networks are getting closer to reality with AV technology receiving both positive and sceptical criticism (Bagloee, et al., 2016). Companies such as Nissan, Tesla, Amazon, Uber, Google, etc. are all developing various levels of autonomy with Tesla and others widely achieving level 3 self-driving capabilities with autonomy levels being described in Figure 1 as per SAE J3016 Standards. As estimated by McKinsey, AVs implementation into the transport network will have a direct societal value between 0.2 to 1.9 trillion dollars annually by 2025 with the AVs being driving forces for the future economic model of cities and countries (McKinsey, 2013). Safety and crashes Autonomous vehicles aim is to improve the transportation sector by reducing crashes, energy consumption, pollution and congestion as well as increasing transport accessibility. As currently inevitable, accidents and human casualties in transportation networks is present, with 90% of car crashes blamed on human errors with the UK road deaths reported at 1,748 for 2019 (DfT, 2020). Studies suggested that if level 0 or 1 vehicle automation is implemented to all vehicles, a reduction of 1/3 of accidents could be achieved by equipping cars with adaptive headlights, forward collision warnings, lane departure warnings and blind-spot assistance (IIHS, 2010) (JS, 2011) (CM, 2008). Australian research went further to indicate that collision warnings technology could prevent 25-35% of serious crashes in Australia (Australian Government, 2017). Efficiency and productivity Congestion especially on motorways have obvious consequences of increased travel time, increased emitted pollution and increased chance of accidents (Bull, 2003). By increasing the use of AVs, productivity and efficiency of transport networks will improve by increasing average traffic speeds and by safely reducing distances between vehicles (Australian Government, 2017). This will significantly increase road capacity with studies estimating up to 5 times increase (Fernandes & Nunes, 2012). Furthermore, AVs will positively affect the reduction in traffic delays and stoppages from traffic incidence as well as encourage the use of public transport through low-cost, on-demand first and last-mile travel such as Uber services (Australian Government, 2017) (JM, et al., 2014). However, it should be argued that more comfortable and convenient travel of AV on-demand services may encourage a shift away from public transport. Moreover, AV technology connectivity features were found to provide an opportunity to mitigate congestion as found by Dresner and Stone (K & P, 2004). A reservation-based system designed for connected AVs can perform twice better as traffic lights since more congested traffic conditions could be handled more smoothly. As an advantage, AVs will provide alternatives to private vehicle ownership as well as give an opportunity for private transportation to those unable to drive, however, access to AV mobility may increase the number of trips made, which creates an additional demand to an already overloaded transportation network which is not desirable. However, AVs will remove the need for engaging physically with driving, allowing the passengers to utilise the travel time on other productive activities. Additionally, the logistics industry could be benefited in terms of applications of platooning which will improve traffic safety, reduce cost and fuel consumption due to reduced drag and increase the number of goods able to be transported on single freight trips (Australian Government, 2017) (ACEA, 2017). Public transport and private car ownership AV technologies can be a vital player in the development of future public transport networks. AVs can boost the use of driverless taxis and similar car-sharing schemes consequently providing more convenience for households with ownership of private vehicles being less favourable and more costly as illustrated by BCG which suggest AVs will lower by 30% the cost per passenger kilometre (BCG, 2020). Automated public transport services can deliver increased social benefits by providing new mobility options in areas not linked by public transport and also will provide reductions in the need for investments in new services and infrastructure required by future demand (Australian Government, 2017). As society moves away from vehicle ownership, annual fixed costs on maintenance and parking charges will be eliminated with the extensive use of AV car-sharing services. This will also remove the need for parking spaces in busy city centres which can free up space and provide areas for further urban growth. Nevertheless, the introduction of AVs will potentially deliver a positive societal impact by providing mobility to people with disabilities, older people and children who currently have difficulty accessing transport services in their community (Australian Government, 2017) (Bagloee, et al., 2016). However, to encourage the uptake of this technology, insurance of accessibility considerations is of paramount importance. Provision of wheelchair accessible AVs when human drivers are not present should be thoroughly evaluated. Environment With an efficiently programmed interconnected transport network, come benefits not only of social improvement but also environmental. Throughout the years regardless of AVs, the fuel consumption of vehicle engines has extensively improved subsequently, cutting customers fuelling costs and in parallel reducing the carbon emissions of vehicles reducing their environmental burden. The adoption of AV technology from even levels 1, 2 and 3 with features such as cruise control, graduate acceleration and deceleration is said to have an opportunity to optimise driving and enhance fuel economy by up to 10% (NRC, 2010). Platooning has shown both for freight and passenger that CO2e emissions can be reduced between 16-20% from the trailing vehicles and by up to 8% from the lead vehicle (ACEA, 2017)(Somers & Weeratunga, 2015). However, the environmental impacts of AVs will extensively depend on the extent of utilising low or zero-emission technologies such as electric or hydrogen. As discussed before, AVs have the potential to increase the frequency of trips made with a reduction of public transport use, with travel without passengers at certain times having wasteful mileage travelled with environmental impacts if non-net-zero vehicles are used. Autonomous vehicles are the future of transportation and the positives far exceeding the negatives however some features of the system should be done in collaboration with all the stakeholders to take full advantage of the social and environmental benefits AVs bring to mobility. REFERENCES McKinsey , 2013. Disruptive technologies: Advances that will transform life, business, and the global economy. s.l., McKinsey Global Institute. Bagloee, S. A., Tavana, M., Asadi, M. & Oliver, T., 2016. Autonomous vehicles: challenges, opportunities, and future. J. Mod. Transport. (2016) 24(4):, p. 284–303. SAE, 2019. SAE Standards News: J3016 automated-driving graphic update. [Online] Available at: https://www.sae.org/news/2019/01/sae-updates-j3016-automated-driving-graphic [Accessed 29 May 2021]. DfT, 2020. Statistical Release. [Online] Available at: https://iamwebsite.blob.core.windows.net/media/docs/default-source/press-releases/rrcgb-provisional-results-2019.pdf IIHS, 2010. New estimates of benefits of crash avoidance features on passenger vehicles. s.l.:Insurance institute for Highways JS, J., 2011. Crash avoidance potential of four passenger vehicle technologies. s.l.:Accid Anal Pre. CM, F., 2008. Crash avoidance potential of five vehicle technologies. s.l.:Traffic Injury Prevention. Australian Government, 2017. Social Impacts of Automation in Transport, s.l.: Department of Infrasructure and Regional Development . Fernandes, P. & Nunes, U., 2012. Platooning with IVC-enabled autonomous vehicles: strategies to mitigate communication delays, improve safety and traffic flow, s.l.: IEEE Trans Intell Transp Syst 13:91–106. JM, A. et al., 2014. Autonomous vehicle technology: A guide for policymakers, s.l.: Rand Corporation. Bull, A., 2003. TRAFFIC CONGESTION THE PROBLEM AND HOW TO DEAL WITH IT, Santiago: UNITED NATIONS PUBLICATION. K, D. & P, S., 2004. Multiagent traffic management: a reservation-based intersection control mechanism. pp530-537, In: Proceed- ings of the Third international joint conference on autonomous agents and multiagent systems. ACEA, 2017. What is Platooning. [Online] Available at: https://www.acea.be/uploads/publications/Platooning_roadmap.pdf [Accessed 13 May 2021]. BCG, 2020. Can Self-Driving Cars Stop the Urban Mobility Meltdown?. [Online] Available at: https://www.bcg.com/en-gb/publications/2020/how-autonomous-vehicles-can-benefit-urban-mobility [Accessed 2 May 2021]. NRC, 2010. Hidden costs of energy: unpriced conse- quences of energy production and use, s.l.: National Academies Press. doi: 10.17226/12794. Somers, A. & Weeratunga, K., 2015. Automated Vehicles: Are we ready?, s.l.: erth: Main Roads WA. Retrieved from.

The construction sector is one of the largest in the world economy, with about $10 trillion spent on construction-related goods and services every year 👉 Visit Structures Insider's homepage for more stories.👈 5. Skanska Stock price: SKA-B (STO) SEK 205.20 +0.70 (+0.34%) Headquarters: Stockholm, Sweden CEO: Anders Danielsson (1 Jan 2018–) Revenue: 145.4 billion SEK (2016) Latest Projects Skanska has agreed its biggest ever contract, as part of the team working on LaGuardia Airport’s Central Terminal B in New York. The value of the design/build contract amounts to a total of USD 4 billion, about SEK 33 billion and Skanska has a 70 per cent share (USD 2.8 billion, about SEK 23 billion). The amount will be equally divided between Skanska USA Building and Skanska USA Civil and included in the order bookings for the second quarter of 2016. 4. Hochtief Stock price: HOT (ETR) €106.00 -0.30 (-0.28%) 18 Oct, 17:35 CEST - Disclaimer Parent organization: ACS Group (66.5%) CEO: Marcelino Fernandez Verdes (Nov 2012–) Revenue: 22.63 billion EUR (2017) Latest Projects Twenty-four kilometres of the existing Gateway Motorway was upgraded and new sections of the motorway north of the bridges were constructed. The contract also included maintenance of the asset over a 10-year period. In 2010 the bridges were renamed the Sir Leo Hielscher Bridges. 3. Bechtel Headquarters: Reston, Virginia, United States Revenue: 25.9 billion USD (2017) Number of employees: 55,000 (2017) Founder: Warren A. Bechtel Latest Projects This five-year contract will see Bechtel partnering to manage the delivery of the £480 million City Airport Development Programme (CADP). The CADP includes: expanding the existing terminal by 24,500m2  and completely reconfiguring its internals and externals constructing a three-storey passenger pier creating eight new aircraft stands and constructing a new parallel aircraft taxiway. The expansion work will require working within King George V Dock where the project team has uncovered an unexploded ordnance from World War II. The upgrade will improve air traffic movements from 38 to 45 movements per hour and enable increased annual passenger movements from 4.5 to 6.5 million passengers by 2025. Additionally, the programme will help future-proof the airport to accommodate the next generation of aircraft that are quieter, have longer range and greater fuel efficiency 2. Grupo ACS Revenue: 34.06 billion EUR (2016) CEO: Florentino Pérez (1997–) Owner: Florentino Pérez (12.5%) Headquarters: Madrid, Spain Number of employees: 210,345 (2014) Subsidiary: Turner Construction Latest Projects The Alqueva Dam is an arch dam and the centrepiece of the Alqueva Multipurpose Project. It impounds the River Guadiana, on the border of Beja and Évora Districts in the south of Portugal. The dam takes its name from the town of Alqueva to its right bank. It creates a large reservoir with an inter-annual regulation capacity from which water may be distributed throughout the region. The dam was completed in 2002 and its reservoir reached the full level, for the first time, in 2010. The 518.4-megawatt (695,200 hp) power station was commissioned in two stages, stage I in 2004 and stage II in 2013. The Alqueva Dam constitutes one of the largest dams and artificial lakes (250 square kilometres (97 sq mi)) in Western Europe. 1. Vinci Stock price: DG (EPA) €96.54 -0.68 (-0.70%) 18 Oct, 17:37 CEST - Disclaimer Headquarters: Paris, France CEO: Xavier Huillard (2006–) Revenue: 43.52 billion EUR (2018) Subsidiaries: Eurovia, Cegelec, VINCI Concessions SA, MORE Latest Projects The New Safe Confinement will prevent the release of contaminated material from the present shelter and at the same time protect the structure from external impacts such as extreme weather. The construction of the huge structure happened offsite and slid into place to minimise the exposure to radiation. Read more... Read more : Top 5 Engineering Consulting Firms 2020

Here we have the conversation in the unbuttoned mood of a learned engineer with wide sympathies about his art, its history, its range, and the silly things which happen. It reads easily and has immense charm.--Architect's Journal It is really, really good if you want a primer on the structural design.--Elon Musk Rich and readable...personal, witty, and ironic.--Scientific American CHAPTER 1: The structures in our lives p18. Can engineers learn from natural structures? What can doctors and biologists and artists and archaeologists learn from engineers? p20. (the living structure) Trees are the most durable living structures (max height of 110 meters) p22.(the technological structure) Limitation of material resources made the engineer turn to technology which was the primary approach to solving this problem. p23. Pneumatic tire: (John Boyd Dunlop) A pneumatic, or air-filled, the tire is made of an airtight inner core filled with pressurized air. A tread, usually reinforced with steel belting or other materials, covers this inner core and provides the contact area with the road. John Boyd Dunlop p25. (structures and aesthetics) relating the appearance to the structure of their products. CHAPTER 2: Why structures carry a load p38. All materials and structures deflect, although to greatly varying extents, when they are loaded. CHAPTER 3: The invention of stress and strain p50. Hooke's law: properties of material & behavior of the structure. p52. E= Youngs Modulus = elastic modulus = stiffness - fundamental knowledge of stress and strain p55-56. The strength of a Structure is simply the load (N or kg) that will just break the structure. Known as breaking load. Strength of Material: is the stress (MN/m2) required to break a piece of the material itself. The object of many strength calculations is to predict the strength of a structure from the known strength of its material. CHAPTER 4: Designing for safety p66. Stress trajectories in a bar are uniformly loaded in tension with and without a crack. p68. Stress at the tip of the crack may well be a hundred or even a thousand times higher than the stress elsewhere in the material. CHAPTER 5: Strain energy and modern fracture mechanics p71. Information about local vs breaking stress p74. Every elastic material which is under stress contains strain energy, and it does not make much difference whether the stress is tensile or compressive. p92. The commonest arrangement to absorb energy is bending. To break any material in tension a crack must spread right across it. p94. The quantity of energy required to break a given cross-section of a material defines its toughness - fracture energy. CHAPTER 7: Joints, fastenings, and people P132-147 important pages. p133. The design of a structure is influenced much more by its stiffness than by its strength. Where the need is for rigidity rather than strength, the whole problem becomes very much easier and cheaper. p148. Creep : [definition] is why old shoes are more highly stressed than new ones. CHAPTER 8: Soft materials and living structures p151. emulsion [definition] : Two liquids can form different types of emulsions. An emulsion is a mixture of two or more liquids that are normally immiscible (unmixable or unblendable). p156. Arteries are under constant stress n strain. p158. In a cylindrical vessel (always) : longitudinal stress: p Circumferential stress: 2p p159. Poisson ration [definition] : elastic effect behavior. p161. Membranes stretch with no thickness deformation: constant stress. p171. Our ancestors generally avoided tension structures as far as they could and tried to use constructions in which everything was in compression. p174. What kept a building from tipping up and collapsing was not so much strength of the stones and mortar as the weight of the material acting in the right places. p181-183. Thrust line: The line of thrust is the locus of the points, through which forces pass in a retaining wall or an arch. It is the line, along which internal forces flow. In a stone structure, the line of thrust is a theoretical line that through the structure represents the path of the resultants of the compressive forces. For a structure to be stable, the line of thrust must lie entirely inside the structure p182. Oblique loading [definition]: the loading that deflects the thrust line in this kind of way. p184. Where there is a crack, there must once have been tension stress. walls, masonry dams usually fail not from lack of strength but from lack of stability. p186. Heavy masonry can be regarded as a structure that is ‘ pre-stressed’ conditions. p188. Definition of an Arch. p188-191. Useful information about arches. p192. Sealing up of structures (interesting to read) The square-cube law (or cube–square law) is a mathematical principle, applied in a variety of scientific fields, which describes the relationship between the volume and the surface area as a shape's size increases or decreases. It was first described in 1638 by Galileo Galilei in his Two New Sciences as the "...ratio of two volumes is greater than the ratio of their surfaces”. -unlike most other structures, buildings fail because they become unstable and tip-up. CHAPTER 10: Something about bridges p200. The facts of life are that the rise of the arch must be about half its span. p201. Cast iron is very brittle. It resembles stone in being strong in compression but weak and unreliable in tension, and so, in building construction, it has to be treated rather like masonry. p202. Vibrations of the trains would crack the brittle cast iron. p205. James Finlay: James Finlayson was a Scottish Quaker who, in effect, brought the Industrial Revolution to Tampere, Finland. p206. The cables of a suspension bridge take up the best shape automatically because a flexible rope has no choice but to comply with the resultant of all the loads which are pulling on it. p225. After all, how many house architects even talk to a naval architect? p231. A cantilever: ships masts, turbine blades, horns, teeth, animals necks, and trees p238. A cantilever truss will probably break mear its roots p239. Animal skeleton - shear bracing p242. Longitudinal stress increases as you move away from the neutral axis p245. Shear stress measures the tendency for one part of a solid to slide past the next bit or jerk the rug from under someone's feet or ankle twist. p249. A trellis (treillage) is an architectural structure, usually made from an open framework or lattice of interwoven or intersecting pieces of wood, bamboo, or metal that are normally made to support and display climbing plants, especially shrubs.t 5 p255. System of Applied Tension: in other words, by lacing. p256. Plastic propellers p257. Shear stress is only tension and compression acting at 45 degrees and vice versa. p258. In ductile materials both tension and compression, failure tends to occur by shear. (look diagrams above) p260. The wings of an aircraft are subject to bending forces, very much like a bridge. p264. Twisting or torsional deflection. p266. Torsional stiffness = no twist. p269. Torsion & twisting. p271. Torsion makes everything heavier on a design. (skiing=torsion) p272. Blackhole = massive compression force. p273. Compression = study of ways of getting out of tight places. p274. Compressive failure == 45degree shearing. p275. Brittle = has cracks. p277. Ductile failure in metals would be the same in compression and tension( by shearing). p280. Columns = trees (good columns in compression) p281. Pre-stressed tree in a calm..the outside of the trunk is in tension all around, the inside is in compression. p283. Keep concrete always in compression and don't allow it to go to tension when bending occurs, therefore no cracking in concrete is happening in pre-stressed beams. p293. Long-wave mode: buckle over all of its lengths, or short-wave: that is to say locally, by putting a sort of crease or crumple onto the wall of the tube. p294. Bamboo is a natural stiffener that uses stringers or ribs to stiffen up. P296 - 297. A sandwich-structured composite is a special class of composite materials that is fabricated by attaching two thin but stiff skins to a lightweight but thick core. The core material is normally low strength material, but its higher thickness provides the sandwich composite with high bending stiffness with overall low density. Open- and closed-cell-structured foams like polyethersulfone polyvinylchloride, and honeycombs are commonly used core materials. Sometimes, the honeycomb structure is filled with other foams for added strength. p303. “concept of design” p305. The cross-section of a tension bar is proportional to the load. p306. “ work of fracture falls dramatically with the increase of tensile strength” p310. Compound interest effect: Compounding: is the process in which an asset's earnings, from either capital gains or interest, are reinvested to generate additional earnings over time. This growth, calculated using exponential functions, occurs because the investment will generate earnings from both its initial principal and the accumulated earnings from preceding periods. p311. Meccano is a model construction system created in 1898 by Frank Hornby in Liverpool, United Kingdom. The system consists of reusable metal strips, plates, angle girders, wheels, axles and gears, and plastic parts that are connected using nuts and bolts. It enables the building of working models and mechanical devices. Monocoque: an aircraft or vehicle structure in which the chassis is integral with the body. p315. Dracone barge (photo above) p319. Energy intensity is a measure of the energy inefficiency of an economy. It is calculated as units of energy per unit of GDP. p321. E/p that is to say, the specific Youngs modulus which governs the weight-cost of the overall deflection. - Read Appendix 4. p324-325. Meaning of engineer: ‘the entire physical world is most properly regarded as a great energy system “ p330. A great deal of the strength-predicting elements of design boils down to a sort of game in which we try to spot the weakest link in a load-bearing system. p333. [definition] Fatigue = fluctuating loads. p337. Fuselage [picture below] p350. Interesting read about aerodynamics p355. Architecture vs civil engineer ( efficiency vs aesthetics ) p359. Emotional with the design - subconscious mind - the imprint of the character. p364. Philistinism engineers are all about: In the fields of philosophy and æsthetics, the derogatory term philistinism describes the 'manners, habits, and character' of a person whose anti-intellectual social attitude undervalues and despises art and beauty, spirituality and intellect. p366 - 367. “ modern technology gets more and more functional, we can less and less bear to look at it.” “ an ugly ship is no more attractive than an ugly woman - however fast she may be” p369. Doric architecture: The Doric order is characterized by a plain, unadorned column capital and a column that rests directly on the stylobate of the temple without a base. The Doric entablature includes a frieze composed of triglyphs—vertical plaques with three divisions—and metopes Appendix A - the process of design. You can get the book here: *Affiliate links included

The Approval In Principle (AIP) document outlines the concept for the design of the structure. This will be used for most highway structures and incorporates the Technical Approval Schedule (TAS) which lists all the current British Standards and documents that are relevant to the design of highway structures. According to BD2/12 (Document: Design Manual For Roads And Bridges (DMRB) ): volume 1 - SECTION 1 - PART 1 - BD 2/12 HIGHWAY STRUCTURES: APPROVAL PROCEDURES AND GENERAL DESIGN APPROVAL PROCEDURES Summary of what an AIP is An AIP is a standard documentation required for any structure (e.g. Bridge, retaining wall, gantry, etc.) constructed in the civil engineering industry. This document will include: A description of the proposed structure The category of the structure Details of the road it is on or adjacent to The proposed loading criteria The proposed method of analysis of the structure A schedule of applicable design standards Requirements for road restraint systems (parapets and safety fences) Headroom requirements Details of other structural forms considered Conceptual drawings (if applicable) Details of any references from Standards and any other information required by the Technical Approval Authority to determine whether the proposed design and checking regime are robust and acceptable. In theory, prior to commencing design, the AIP must be signed by the Technical Approval Authority. In practice, program constraints dictate that some design is carried out prior to obtaining a signed AIP, though this is at the designer/client's risk as the Technical Approval authority could require a change to the design process, resulting in the need to revisit the design. The History of the AiP In the early 1970s, failures at Yarra (Australia), Milford Haven (Pembrokeshire, Wales), Koblenz (Germany), and over the Danube (Austria) occurred during erection. Read more: West Gate Bridge collapse - Yarra (Australia) Around 11.00 am that morning the Section Engineer contacted Jack Hindshaw, the Resident Engineer, and advised that things were not going well. Thirty-five construction workers were killed and 18 injured... Read More... Resulting from these failures and the subsequent Report of the Merrison Committee, the following important changes were made by the then Ministry of Transport: (i) The Department would continue to examine design criteria and methods but not computations. (ii) The requirements by the Department for a certificate of independent check of the design and computations. (iii) The application of Approval in Principle (AIP) stage to all but minor structures, which would cover the selection of bridge type, the materials for its construction, and methods of analysis and design to be adopted. Technical Approval (BD2/12 - 2.26) The Designer must provide sufficient information to enable the TAA to carry out the following aspects, where applicable: (i) Appraise the proposed design or assessment criteria, principles and methods. (ii) Agree on the required working life for the structure and its main components. (iii) Agree on the Category of the Proposals. (iv) Ensure consideration has been given to any special studies concerning safety and risk assessment and management that have a bearing on the final design or assessment or the construction process. (v) Be satisfied that adequate consideration has been given to safety, sustainability, buildability, traffic management, environmental impact, aesthetics, structure robustness, durability, maintainability, access and inspection, upgradeability, whole life costs, demolition and compliance with the Overseeing Organisation’s requirements. (vi) Agree on the list of documents included in the TAS and Departures. (vii) Appraise the geotechnical conditions and other relevant investigations. (viii) Appraise the adequacy of existing records and investigation data and the need for further investigations or studies that have a significant bearing on the preliminary or final design, assessment, execution, operation, maintenance or demolition processes. (ix) Review the adequacy of consultation with other stakeholders and the incorporation of agreed requirements. (x) Agree proposed Category 3 Checker based on their relevant experience and competence. (xi) Resolve any point(s) of difference between the Designer or Assessor and the Checker. Share your content with us! Join the SI Writers Platform now Submit your work 📝 and get featured 📌 on our website 💥 Checking Procedure (BD2/12 - 2.32) Assessments, designs, and drawings, together with bar bending schedules, must be checked as follows: Structures, which conform in all aspects of design, assessment, and execution to DMRB and MCHW Standards and contain no Departures, provided they also conform to one of the following: Category 0 and 1 Structures (a) Categories 0 and 1 require an independent check by another engineer who may be from the Design/Assessment Team. 3.4.1 Category 0: (a) Single span simply supported structures with a span of less than 5m. (b) Buried concrete boxes, buried rigid pipes, and corrugated steel buried structures of less than 3m clear span/diameter and having more than 1m cover. (c) Multi-cell buried structures, where the cumulative span is less than 5m, and having more than 1m cover. (d) Earth retaining structures with an effective retained height of greater than 1.5m (1.0m or greater in Northern Ireland) but less than 2m. (e) Minor structures within the scope of BD 94 (DMRB 2.2.1) and not situated at a very exposed site as defined in BD 94. (f) High masts ≤25m and not situated at a very exposed site as defined in BD 94. 3.4.2 Category 1: (a) Structures with a single simply supported span of 5m or greater but less than 20m and having less than 25° skew. (b) Buried concrete boxes, buried rigid pipes, and corrugated steel buried structures with a clear span/diameter of 8m or less. (c) Earth retaining structures with an effective retained height of 2m or greater but less than 7m. (d) Minor structures outside the scope of BD 94 (DMRB 2.2.1) or situated at a very exposed site as defined in BD 94. (e) High masts >25m or situated at a very exposed site as defined in BD 94. (f) Environmental barriers 3m or more in height or with overhangs. (g) Portal and cantilever sign and/or signal gantries with a span of less than 20m. Category 2 Structures (b) Category 2 requires a check by a Check Team, which may be from the same organisation but must be independent of the Design/Assessment Team. Structures, not within the parameters of Categories 0, 1 or 3. Category 3 Structures (c) Category 3 requires a check to be carried out by a Check Team from a separate organisation proposed by the Designer or Assessor and agreed by the TAA. Complex structures, which require sophisticated analysis or with any one of the following features: (a) High structural redundancy. (b) Unconventional, novel or esoteric design aspects. (c) Any span exceeding 50m. (d) Skew exceeding 45o. (e) Difficult foundation problems. (f) Moveable bridges. (g) Moveable inspection access gantries, gantry rail and gantry support systems. (h) Bridges with suspension systems. (i) Steel orthotropic decks. (j) Internal grouted duct form of post-tensioned concrete structures. (k) Earth retaining structures with an effective retained height of 14m or greater. (l) Rock anchorages (Wales only). Sources: BD2/12, www.sabre-roads.org.uk Read more:

SFRC Overview Fibre-reinforced concrete is a composite material comprised of traditional concrete and steel fibres (look picture below). Normal unreinforced concrete is brittle with a low to not existing tensile strength and strain capacity. Steel fibres increase durability and ductility of the concrete mix as well as decrease installation and labour cost. Slender structures such as CMG Headquarters in Beijing could be achieved. 👉 Visit Structures Insider's homepage for more stories.👈 History of SFRC The concept of using fibres as reinforcement is not new. Fibres have been used as reinforcement since ancient times. Historically, horsehair was used in mortar and straw in mudbricks. In the 1900s, asbestos fibres were used in concrete. In the 1950s, the concept of composite materials came into being and fibre-reinforced concrete was one of the topics of interest. Once the health risks associated with asbestos were discovered, there was a need to find a replacement for the substance in concrete and other building materials. "There is strong evidence of asbestos leading cancers of the lung, larynx and ovaries," comments Ruban Selvanayagam of property renovation / buying company from the UK. By the 1960s, steel, glass (GFRC), and synthetic (such as polypropylene) fibres were used in concrete. Research into new fibre-reinforced concretes continues today. A QUICK video explaining Steel Fibre Reinforced Concrete (SFRC). Courtesy of Tyler Ley Advantages of Steel Fibres in Concrete ● The increased load-bearing capacity of concrete ● Reduction of concrete slab thickness ● Load capacity is not diminished by concrete cracks (crack control) ● Increased durability ● Low maintenance costs – extended service life ● Improved flexural properties ● Reduced absorption of water, chemicals, etc. ● Can be used on the fast track schedule. ● Easier positioning of joints (fewer joints required) ● Reduced site labour for managing steel reinforcement ● Reduced project costs – ensures economical designs ● Increased impact and abrasion resistance ● Even distribution of fibres throughout the concrete (concrete tensile strength can be specified) ● Tougher surface with fewer bleed holes (improved concrete quality expected) ● Savings will be greater for heavier crack control systems You May Also Like: The difference between Buckling, Compression & Shear Slender structural members loaded axially in compression will experience buckling. A relatively slender compression member (e.g. a column) may deflect laterally and fail by bending rather than failing by direct compression. The behaviour can be demonstrated by... Read more ● No requirement for heavy lifts of rebar and labour requirements. Reinforcement is incorporated in the mix. ● Corrosion-free surface finish. ● Reduces permeability of concrete (because micro-cracks are controlled). ● No deformation of corner castings. Disadvantages of Steel Fibres in Concrete ● No Eurocode Standards yet addressed for steel fibre reinforcement Design processes. However individual National Annex of some countries may provide some guidelines regards design suggestions. ● More expensive than traditional rebar. Can’t be used in heavy loadings situations – rebar is preferred. ● May require manufacturer license for batching this type of concrete mixes. ● Labour workers may require training. USES of SFRC a. Structural Applications (Buildings and Highways) - Steel decks. - Pile-supported floors. - Power-station floor slabs - The opportunity of pre-fabricated slabs manufactured at the factory and brought on-site for installation. - Use with rebar reinforcement increasing strength using less rebar. - Flat pavements. - Existing columns strength reinforcement. Essential Books for Civil Engineering Students Amazon's Choice b. Underground concrete structures - Tunnel linings reinforcement. - Potential Pile material. Leading Supplier in the Market They provide next level concrete performance steel fibres used fro SFRC For the full product click here: Dramix® steel fiber concrete reinforcement Sources: Wikipedia, www.bekaert.com , Read more: Concrete variable radius arch dam explained New York City is planning to expand Manhattan into East River to battle climate change Dracula's luxurious residence has 57 rooms and has its own private wooden church

Architectural Insight One of the most recognizable tourist attractions of the world, located in Rome🇮🇹, the Colosseum. Built between 72 A.D and 80 A.D under Emperor Vespasian, it was made from stone and concrete. More than 100,000 cubic meters of travertine stone was used for the outer wall of the Colosseum which was set without mortar held together by 300 tons of iron clamps. The final façade was estimated at 100,000 cubic meters of marble that in later years some of the marble was used for the construction of St. Peter’s Basilica. 👉 Visit Structures Insider's homepage for more stories.👈 Being the largest amphitheatre in the world, the Colosseum has 80 entrances and could seat approximately 50,000 spectators. For the protection of these spectators from the blistering sun and heat of Ancient Rome, there was the velarium an awning that could be pulled over the top of the seating area providing shade. Below this marvellous structure, located numerous rooms and underground passages where animals and the gladiators were kept. There were also 36 trap doors in the arena for special effects! Not only being a mean of free entertainment for the people of Rome, but it was also a political tool to gain the trust of the people by sometimes giving out free food to the spectators. It's said that for the hundreds of years that the games were played, the Colosseum has taken the lives of about 50,000 people and over a million wild animals. Read more: 5 books you NEED to own if you are a 1st-year civil engineering student What's the most impressive ancient structure in the world? Concrete variable radius arch dam explained New York City is planning to expand Manhattan into East River to battle climate change

by Merkur Alibali Wood vs Steel Wood buildings are lighter and less expensive to build. Based on current building codes wood structures are not more ductile than steel structures however their mass being lighter attracts less seismic load for the same ground motion than a typical steel structure. (Seismic force is related to mass and ground acceleration and some other inherent building dynamic parameters). The mass factor alone can be its claim to being better in seismic-prone regions. Additionally, wood framing labor is considerably cheaper than steel framing which would require highly trained, union-based, erectors and welders working under strict schedules and safety protocol. Wood framing can be performed by anyone who’s been on the job no more than a month under proper supervision. The typical building wood structure in California is what you would characterize as “wall stud framing”. The seismic resistance is provided primarily by plywood shear walls. Sometimes steel frames are added (Special Moment Frames) or Masonry Shear Walls. Structures built up to the 60s combined all kinds of systems. Afterward, the trend became in not mixing the seismic force-resisting systems (SFRS) much. The steel structures are typically columns, beams, and girders with composite concrete metal decks. The SFRS is provided by a medley of systems, BRBF (Buckling Restrained Braced Frames, SCBF (Special Concentric Braced Frames), SMF (Special Moment Resisting Frames). In some cases Masonry shear walls (or even Concrete shear walls). Each provides benefits and drawbacks however the steel system’s ductility is beyond what can be achieved from a well-detailed wood building. The benefit of steel structures is that they permit the achievement of the architect's vision in a way that is more economical than say concrete or wood construction. Each material offers its benefits but personally, I would much rather be in a wood building than a steel building during an earthquake. Having witnessed seismic tests on a shake table performed on a wood building I can attest to their resilience even after the failure of the seismic resisting system. Also for you : The difference between Buckling, Compression & Shear

by Sherif Issa I am sure you’ll get a lot of answers to the very same question. Some will be driven by personal opinion, some by an objective, scientific view; and some driven by sheer patriotism. Why so? How so? .. Because there is always a talented architect in every country and every culture. Think of these examples… The US? — You have Frank Lloyd Wright [of course] with his Guggenheim museum Brazil — I loved Lúcio Costa’s persona as well as his work… India?—- Bangladesh and Pakistan? There are so many of them Iraq?—- Zaha Hadid with her super eccentric designs. Italy and France? —- these countries wrote the book on art and architecture. How about Egypt? — Yes sir, we have the multi-talented good man who had sustainability in his mind long, long before it was a buzzword... Mr. Hassan Fathy with his concept of “Architecture for the poor” Fathy has developed systems of natural ventilation and air conditioning in his buildings that were almost as good as our modern HVAC but more efficient and planet-friendly since they consumed no energy at all. He is considered by some as one of the greatest contemporary architects we have. Some people go far enough to consider him an owner of a “thought school’, not just a good architect. So, there you have it. Your “mirror on the wall, greatest architect of them all” answer.

Introduction Banister’s sustainable mobility paradigm published in 2007 is a very influential paper with stated principles being realised and implemented in the following years after publication. The paper exploits two fundamental principles, the first principle being the approach of considering travel as a derived demand and not as an activity people wish to take and secondly the correlated understanding that, travel cost and time are taken to travel is the main reason for people to minimise their generalised costs of travel. Banister defined four key actions within a sustainable mobility approach being as substitution, modal shift, distance reduction and efficiency increase with the aim of reducing the need for travel, reducing the trip lengths and encourage the efficient use of transport system. 1. Reducing the need to travel—substitution Life cycleways of thinking encourage the first question asked being of the need of creating or executing the project or service at hand. In transport, a trip is no longer required to be made from the time when the activity has been executed without the need for travel. By means of technology and the power of telecommunication and the internet, tasks such as grocery shopping and working can be achieved from the comfort of homes. Due to the COVID-19 pandemic, the US eCommerce market saw a 78% increase from May 2019 to May 2020 on the online shopping sales amending the lockdown measures being placed (Avinash Unnikrishnan, 2020). The current pandemic had a major impact on rethinking travel patterns and general adaptation to virus-free transportation. 2. Transport policy measures—modal shift The aim of reducing the use of cars could have many social, economic, and environmental benefits. As per Banisters, incorporating transport policies with the aim to reduce the number of cars used and slow down traffic in conjected areas in an urban setting will make more effective use of the available spaces and improve the welfare of its citizens. Streets should stop being only considered as roads but also as spaces for people, green modes and public transport (Banister, 2007). London leaders started the initiative back in 2008 by introducing Low Emission Zone (LEZ) and then followed in 2019 introducing the world’s first Ultra Low Emission Zone (ULEZ) in areas of central London, fully imitating concepts predicted by Banister by reducing the car movements on roads (London, 2019). Data finds that a 65% reduction of older, more polluting, non-compliant vehicles were detected in these zones between 2017 and 2019 which had the reaction of reducing harmful NOx emissions from road transport in the central zone by 31% (200 tonnes) making roads less conjected and improving the welfare of its citizens. 3. Land-use policy measures—distance reduction To achieve the carbon net-zero goals set by governments around the world a switch to green modes of transport will be of paramount importance. Only in the UK transport-related CO2e emissions are the highest with a 27% share as seen in Figure below (BEIS, 2021). In his paper, Banister drew attention to the need to find physical means by which distance can be reduced in an urban setting (Banister, 2007). This can be achieved by switching to green modes of transport and by applying public policies through the development of increasing densities and concentration of housing, through the design of buildings, public spaces and transport routes giving emphasise on car-free developments. Establishing size thresholds of the availability of services and facilities (Banister, 2007) has been a fundamental aspect of the 15-minute city which may be defined as ideal geography where most human needs and many desires are located within a travel distance of 15 minutes (ANDRES DUANY, 2021). 4. Technological innovation—efficiency increase Technology plays a vital role in improving people’s quality of life and its impact on transport efficiency is substantial. Banister views that to achieve sustainable mobility the best available technology in terms of car engine design, alternative fuels, and use of renewable energy should be implemented. Introduced standards and regulations can reduce levels of noise and pollution at certain parts of a city, hence improving welfare. Banister extremely accurately anticipated the current London ULEZ zones (London, 2019) as he referred to the benefits of ensuring the access to certain parts of the city should be restricted to those vehicles that are seen to be environmentally cleaner than other vehicles (Banister, 2007). Recent technologies such as autonomous/electric vehicles and the hyperloop support the standards introduced by Banister such as reducing noise levels and decarbonizing the transportation system by reducing pollution. In conclusion, Banister's ideas are appropriate, however, further thinking into decarbonizing the energy power grid of nations should be incorporated in talks of achieving sustainable mobility. The key in my opinion to achieve this is collaboration and cooperation from all the industries participating in the transport market for the sole purpose of improving systems and implementing radical change promoting sustainability. About Professor David Banister David Banister is a Professor of Transport Studies at the Oxford University Centre for the Environment. Until recently he was Professor of Transport Planning at University College London. He has also been Research Fellow at the Warren Centre in the University of Sydney (2001-2002) on the Sustainable Transport for a Sustainable City project and was Visiting VSB Professor at the Tinbergen Institute in Amsterdam (1994-1997). He will be a visiting Professor at the University of Bodenkultur in Vienna in 2007. He is a Trustee of the Civic Trust and Chair of their Policy Committee (2005-2009) Useful Documents Banister, D., 2007. The sustainable mobility paradigm. Transport Policy 15 (2008) 73–80 , 19 November, pp. 73-80.