Building Concrete Masonry Homes: Design and Construction Issues
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ABSTRACT the Main Feature of a Conventional Terraced Housing Development Is Rows of Rectangular Shaped Houses with the Narrow Fa
MAKING A RETURN ON INVESTMENT IN PASSIVE ARCHITECTURE TERRACED HOUSES DEVELOPMENT Wan Rahmah Mohd Zaki Universiti Teknologi Malaysia(UiTM) Malaysia E-mail: [email protected] Abdul Hadi Nawawi Universiti Teknologi MalaysiaQJiTM) Malaysia E-mail: [email protected] Sabarinah Sh Ahmad Universiti Teknologi MalaysiaQJiTM) Malaysia E-mail: [email protected] ABSTRACT The main feature of a conventional terraced housing development is rows of rectangular shaped houses with the narrow facade as the frontage. Consequently, this limits natural cross ventilation and daylight penetration into the middle of the houses; and cause for unnecessary energy consumption on mechanical cooling and artijicial lighting to make the living spaces comfortable for occupants. Such inconsideration is mainly attributed to the optimum configuration of houses which offers the most economic return desired by the developer. Passive Architecture (PA) design strategies can make terraced houses more conducive for occupants as well as gives reasonable returns to the developer. The idea is demonstrated on a hypothetical double storeys terraced scheme in a 2.5 acre site whereby it is transformed intofour types of PA terraced houses development. The Return on Invesfment of the PA terraced houses is ascertained for two situations, ie., (i) fwed sales price for all types of house; and (ii) added premium to PA terraced houses due to the positive unintended effects such as low density housing, etc. If critical criteria for demand and supply in housing remain constant, it is found that PA terraced housing development offers competitive returns to the developer relative to the returns for conventional terraced housing scheme. Keyworh: Orientation, Indoor Comfort and Operational Energy 1.0 INTRODUCTION 1.1 Housing and Energy The recent public awareness on sustainability calls for housing to not only serves as a basic shelter but also to be energy efficient, i.e., designed to make occupants need low operational energy. -
Estimating Parking Utilization in Multi-Family Residential Buildings in Washington, D.C
1 Estimating Parking Utilization in Multi-Family Residential Buildings in Washington, D.C. 2 3 Jonathan Rogers 4 Corresponding Author 5 District Department of Transportation 6 55 M Street SE 7 Washington, DC 20003 8 Tel: 202-671-3022; Fax: 202-671-0617; Email: [email protected] 9 10 Dan Emerine 11 D.C. Office of Planning 12 1100 4th Street SW, Suite E560 13 Washington, DC 20024 14 Tel: 202-442-8812; Fax: 202-442-7638 ; Email: [email protected] 15 16 Peter Haas 17 Center for Neighborhood Technology 18 2125 W. North Ave. 19 Chicago, Il 60647 20 Tel.: 773-269-4034; Fax: 773-278-3840; Email: [email protected] 21 22 David Jackson 23 Cambridge Systematics, Inc. 24 4800 Hampden Lane, Suite 800 25 Bethesda, MD 20901 26 Tel: 301-347-9108; Fax: 301-347-0101; Email: [email protected] 27 28 Peter Kauffmann 29 Gorove/Slade Associates, Inc. 30 1140 Connecticut Avenue, NW, Suite 600 31 Washington, DC 20036 32 Tel: 202-296-8625; Fax: 202-785-1276; Email: [email protected] 33 34 Rick Rybeck 35 Just Economics, LLC 36 1669 Columbia Rd., NW, Suite 116 37 Washington, DC 20009 38 Tel: 202-439-4176; Fax: 202-265-1288; Email: [email protected] 39 40 Ryan Westrom 41 District Department of Transportation 42 55 M Street SE 43 Washington, DC 20003 44 Tel: 202-671-2041; Fax: 202-671-0617; Email: [email protected] 45 46 Word count: 5,468 words text + 8 tables/figures x 250 words (each) = 7,468 words 1 Submission Date: November 13, 2015 1 ABSTRACT 2 The District Department of Transportation and the District of Columbia Office of Planning 3 recently led a research effort to understand how parking utilization in multi-family residential 4 buildings is related to neighborhood and building characteristics. -
Module 6. Hov Treatments
Manual TABLE OF CONTENTS Module 6. TABLE OF CONTENTS MODULE 6. HOV TREATMENTS TABLE OF CONTENTS 6.1 INTRODUCTION ............................................ 6-5 TREATMENTS ..................................................... 6-6 MODULE OBJECTIVES ............................................. 6-6 MODULE SCOPE ................................................... 6-7 6.2 DESIGN PROCESS .......................................... 6-7 IDENTIFY PROBLEMS/NEEDS ....................................... 6-7 IDENTIFICATION OF PARTNERS .................................... 6-8 CONSENSUS BUILDING ........................................... 6-10 ESTABLISH GOALS AND OBJECTIVES ............................... 6-10 ESTABLISH PERFORMANCE CRITERIA / MOES ....................... 6-10 DEFINE FUNCTIONAL REQUIREMENTS ............................. 6-11 IDENTIFY AND SCREEN TECHNOLOGY ............................. 6-11 System Planning ................................................. 6-13 IMPLEMENTATION ............................................... 6-15 EVALUATION .................................................... 6-16 6.3 TECHNIQUES AND TECHNOLOGIES .................. 6-18 HOV FACILITIES ................................................. 6-18 Operational Considerations ......................................... 6-18 HOV Roadway Operations ...................................... 6-20 Operating Efficiency .......................................... 6-20 Considerations for 2+ Versus 3+ Occupancy Requirement ............. 6-20 Hours of Operations .......................................... -
CPCCST3003A Split Stone Manually
CPCCST3003A Split stone manually Release: 1 CPCCST3003A Split stone manually Date this document was generated: 26 May 2012 CPCCST3003A Split stone manually Modification History Not Applicable Unit Descriptor Unit descriptor This unit specifies the outcomes required to split stone using a range of methods for both hard and soft stone. Application of the Unit Application of the unit This unit of competency supports the achievement of skills and knowledge to split stone manually, which may include working with others and as a member of a team. Licensing/Regulatory Information Not Applicable Pre-Requisites Prerequisite units CPCCOHS2001A Apply OHS requirements, policies and procedures in the construction industry Approved Page 2 of 11 © Commonwealth of Australia, 2012 Construction & Property Services Industry Skills Council CPCCST3003A Split stone manually Date this document was generated: 26 May 2012 Employability Skills Information Employability skills This unit contains employability skills. Elements and Performance Criteria Pre-Content Elements describe the Performance criteria describe the performance needed to essential outcomes of a demonstrate achievement of the element. Where bold unit of competency. italicised text is used, further information is detailed in the required skills and knowledge section and the range statement. Assessment of performance is to be consistent with the evidence guide. Approved Page 3 of 11 © Commonwealth of Australia, 2012 Construction & Property Services Industry Skills Council CPCCST3003A Split stone manually Date this document was generated: 26 May 2012 Elements and Performance Criteria ELEMENT PERFORMANCE CRITERIA 1. Plan and prepare. 1.1. Work instructions and operational details are obtained using relevant information, confirmed and applied for planning and preparation purposes. -
Replacement of Davis Avenue Bridge Over Indian Harbor Bridge No
REPLACEMENT OF DAVIS AVENUE BRIDGE OVER INDIAN HARBOR BRIDGE NO. 05012 November 19, 2019 1 MEETING AGENDA • Project Team • Project Overview • Existing Conditions • Alternatives Considered • Traffic Impacts • Proposed Alternative • Railing Options • Construction Cost / Schedule • Contact Information • Questions 2 PROJECT TEAM Town of Greenwich Owner Alfred Benesch & Company Prime Consultant, Structural, Highway, Hydraulic, Drainage Design GZA GeoEnvironmantal Inc. Environmental Permitting Didona Associates Landscape Architects, LLC Landscaping Services, Planning 3 LOCATION MAP EXIT 4 EXIT 3 BRIDGE LOCATION 4 AERIAL VIEW BRIDGE LOCATION 5 PROJECT TIMELINE CURRENT PROJECT STATUS INVESTIGATION ALTERNATIVES PRELIMINARY FINAL CONSTRUCTION PHASE ASSESSMENT DESIGN DESIGN Spring to Fall 2020 February 2018 to June 2018 to January 2019 to May 2019 to May 2018 January 2019 April 2019 December 2019 6 PROJECT GOALS • Correct Existing Deficiencies of the Bridge (Structural and Functional) • Improve Multimodal Traffic Flow at Bridge Crossing (Vehicles / Bicycles / Pedestrians) • Maintain / Enhance Safety at Bridge Crossing • Meet Local, State, and Federal Requirements 7 EXISTING BRIDGE – BRIDGE PLAN 8 EXISTING BRIDGE – CURRENT PLAN VIEW 9 EXISTING BRIDGE Existing Bridge Data • Construction Year: 1934 • Structure Type: Concrete Slab Supported on Stone Masonry Abutments and Pier • Structure Length: 37’‐3” (17’‐1” Span Lengths) • Bridge Width: 43’+ (Outside to Outside) • Lane Configuration: Two Lanes, Two 4’ Sidewalks • Existing Utilities: Water, Gas (Supported -
A Masonry Wall and Slide Repair Using Soil Nails and Rock Dowels Drew Gelfenbein, Christopher Benda, PE and Peter Ingraham, PE 1.0 Background
A Masonry Wall and Slide Repair Using Soil Nails and Rock Dowels Drew Gelfenbein, Christopher Benda, PE and Peter Ingraham, PE 1.0 Background In the middle of August 2003, Vermont experienced several days of very heavy rains which precipitated a slide failure on Vermont Route 73 in Forest Dale at approximately mile marker 6.36. A blocked culvert on the south side of VT 73 caused an overflow of water across the road surface and over an asphalt and wood curb down an embankment. This resulted in a significant amount of erosion, undermining of the road surface (Figure 1) and a washout of a timber cribbing retaining structure Figure 1: Undermining of north side of VT 73 located on the top of a mortared masonry wall (Figure 2). in Forest Dale. In the project area, VT 73 is constructed on a retained embankment in steep terrain formed in sub-vertically dipping schistose meta-greywacke. The embankment along a valley sidewall was originally built by constructing masonry retaining structures to span between a series of rock knobs. Soils mantling the rock in the valley consist of dense glacial till. The natural terrain was incised by the Neshobe River, which occupies the valley floor approximately 80 feet below and 100 feet north of the project retaining walls. After site visits by Vermont Agency of Transportation (VTrans) staff, it was decided that the laid up masonry wall immediately west of the slide area was also in desperate need of repair. The laid up masonry wall (Figure 3) was observed to have broken and missing blocks. -
20.17.000 Building Size and Floor Area Regulations
20.17.000 BUILDING SIZE AND FLOOR AREA REGULATIONS 20.17.010 MINIMUM REQUIRED. Any building intended in whole or part for residential purposes shall provide a minimum floor area, and basement or utility area as hereinafter specified by the regulations for the District in which such building is located. A. The minimum floor requirement for residential use shall be based upon the number of bedrooms, as defined by the Building Code, and total rooms, as defined by the Building Code exclusive of bathrooms, and is stated in terms of the total useable residential floor area required per family on a single floor level. B. In any district which requires minimum floor area for purposes and an attached garage requirement (sic), the district may credit a portion of the garage area toward the required minimum floor area. Carports shall not be so credited nor garages built at a basement level. C. In the case of any residential building which has more than a single floor level, the total of all liveable floor area which is not over any other liveable floor area shall be called the First Floor Area, and shall conform to the required minimum total floor area, except that the required First Floor Area may be reduced, to any further minimum as established and in proportion to an increase in total liveable floor area as set forth in the individual district regulations. 1. The individual district regulations may allow that a percentage of any such increase in total liveable floor area may be unfinished floor space capable under the Building Code or this Ordinance below of being finished to liveable floor area, provided such unfinished area is in the second story of a two story home as defined on the fold-out chart, (see 20.33.000.) In addition to requirements of the Building Code, such space shall meet the following requirements. -
CONCRETE Pavingtechnology Concrete Intersections a Guide for Design and Construction
CONCRETE PAVINGTechnology Concrete Intersections A Guide for Design and Construction Introduction Traffic causes damage to pavement of at-grade street and road intersections perhaps more than any other location. Heavy vehicle stopping and turning can stress the pavement surface severely along the approaches to an intersection. The pavement within the junction (physical area) of an intersection also may receive nearly twice the traffic as the pavement on the approaching roadways. At busy intersections, the added load and stress from heavy vehicles often cause asphalt pavements to deteriorate prematurely. Asphalt surfaces tend to rut and shove under the strain of busses and trucks stopping and turning. These deformed surfaces become a safety concern for drivers and a costly maintenance problem for the roadway agency. Concrete pavements better withstand the loading and turning movements of heavy vehicles. As a result, city, county and state roadway agencies have begun rebuilding deteriorated asphalt intersections with con- crete pavement. These agencies are extending road and street system maintenance funds by eliminating the expense of intersections that require frequent maintenance. At-grade intersections along business, industrial and arterial corridor routes are some of the busiest and most vital pavements in an urban road network. Closing these roads and intersections for pavement repair creates costly traffic delays and disruption to local businesses. Concrete pavements provide a long service life for these major corridors and intersections. Concrete pavements also offer other advantages for As a rule, it is important to evaluate the existing pave- intersections: ment condition before choosing limits for the new concrete pavement. On busy routes, it may be desir- 1. -
Concrete Sidewalk Specifications
CONCRETE SIDEWALK SPECIFICATIONS GENERAL Concrete sidewalks shall be constructed in accordance with these specifications and the requirements of the State of Wisconsin, Department of Transportation, Standard Specifications for Road and Bridge Construction, Current Edition (hereafter “Standard Specifications”). Concrete sidewalks shall conform to the lines and grades established by the City Engineer. All removal and replacements will be made as ordered by the City Engineer. The Contractor shall construct one-course sidewalks of a minimum thickness of four (4) inches in accordance with the plans and specifications. Sidewalk through a driveway section shall be a minimum thickness of six (6) inches. Concrete driveway approaches shall be a minimum thickness of six (6) inches. SUBGRADE A new sub-base may be required by the Engineer if, in his opinion, the soil in the subgrade is soft or spongy in places and will swell or shrink with changes in its moisture content. If a new sub- base is required, it shall consist of granular material and shall be spread to a depth of at least three (3) inches and thoroughly compacted. While compacting the sub-base the material shall be thoroughly wet and shall be wet when the concrete is deposited but shall not show any pools of water. If the Contractor undercuts the subgrade two (2) inches or more, he shall, at his expense, bring the subgrade to grade by using gravel fill and it shall be thoroughly compacted. Where sidewalk is placed over excavations such as tree roots or sewer laterals, four (4) one-half (1/2) inch reinforcing bars shall be placed to prevent settling or cracking of the sidewalk. -
Concrete Pavementspavements N a a T T I I O O N N a a L L
N N a a t t i i o o n n a a Technical Services l l , R R o o u u n n d d a a b b o o Vail, Colorado u u t t May 22-25, 2005 Steve Waalkes, P.E. C C o o n n f f e e r r e e Managing Director n n c American Concrete Pavement Association c e e 2 2 0 0 0 0 5 5 TRB National Roundabouts Conference D D Concrete Roundabouts R R Concrete Roundabouts A A F F T T N N a a Flexible Uses liquid asphalt as binder Pro: usually lower cost Con: requires frequent maintenance & rehabilitation t t i i Asphalt o o n n a a l l R R o o u u n n d d a a b b o o u u t t C C Terminology Terminology o o n n f f e e r r e e n n c c e e 2 2 0 0 0 0 5 5 D D R R A A Rigid Uses cement as binder Pro: longer lasting Con: higher cost Concrete F F T T N N a a t t i i o o n n a a l l R R o o u u n n d d a a b b o o u u t t C C o o s n n c f f e i e r r t e e n n e y c c t e h e t 2 2 e 0 0 f s 0 0 aterials onstructability a e conomics 5 erformance (future maintenance) 5 Why Concrete Roundabouts? Why Concrete Roundabouts? D D E C P M R R • • • • •S •A A A F F T T Realize there is a choice N N a a t t i i o o n n a a l l R R o o u u n n d d a a b b o o u u t t C C o o n n f f e e r r e e n n c c e e 2 2 0 0 0 0 What performance characteristics of Where do we typically use concrete pavement? (situations, traffic conditions, applications, etc.) concrete pavement make it the best choice for roundabouts? 5 5 Why Concrete Roundabouts? Why Concrete Roundabouts? D D R R 1. -
The Art of Stone Masonry in the Rockbridge County Area (1700 to Present)
The Art of Stone Masonry In the Rockbridge County Area (1700 to present) Steven Connett Archaeology 377 5/25/83 Dr. McDaniel The art of stone masonry in the Shenandoah valley seems to be somewhat of a mystery prior to the nineteenth century. However, as some of us have learned from the anthropology 101 course: The absence of artifacts (documents in this case) is just as important as the presence of artifacts. In order to make sure that the lack of information was not due to my possible incompetence in research, I spoke with a current day stone masoner named Alvis Reynolds. Mr. Reynolds relayed t o me that when he was trying to learn the skills of stone masonry he, too, had great difficulty in obtaining information and thus decided to teach himself this art through the process of trial and error. Although this information did not directly aid me in my research, Mr. Reynolds did provide me with a bit of information that allowed me to derive a hypothesis on why there is this unusual lack of information in this line of study. I will state my hypothesis in this paper, however, I will not be able to prove it or disprove it due to the deficiency in available information. Mr. Reynolds explained to me that in the eighteenth century there were nomadic stone masoners. These nomadic workers went from valley to valley in search of people who needed help with building their houses. Since these people did not know how to cut stone themselves (after all, stone cutting is not the type of thing that is innate to most people) they had no choice but to p~y these men for their services or go unsheltered. -
Field Stone Quarrying
Field Stone Quarrying The depression in front of you contains the remains of a field stone quarrying site. The early settlers of this area typically used existing field stones to build rock walls, dry laid foundations for buildings, and small mill dams. When the rocks were too large to move, or for their intended use, they were split using hand tools. The usual splitting process used a series of wedges along the intended crack direction. The wedges were typically fashioned of steel by a blacksmith who then hardened them through quenching and tempering. Steel was expensive at the time but the typical wrought iron that a blacksmith used was much too soft to serve as a rock splitting wedge. The wedges were of two types, those to be used in rectangular holes and those for round holes. Rectangular holes were made in the rock using a cape chisel and cylindrical holes made with a plug or a star drill. The cape chisel was pounded with a hammer to create a rectangular hole. The plug drill (2 cutting edges) or star drill (4 cutting edges) were rotated slightly between each hammer blow to break up a new surface at the bottom of the hole. During the process, the drill was pulled out and the hole was cleared of rock Top to bottom: Cape chisel, plug drill, star drill. dust, typically by blowing through a small tube inserted in the hole. In the case of the round hole, the wedge was inserted between two semi-cylindrical tapered inverted wedges (“feathers”) in a hole drilled by hand in the rock.