This book has been written to address an area of structural design which is usually neglected by clients, architects, and homeowners. During the brief for the structural design of a residential building or a villa, serious attention is not usually paid to the structural design of the overhead tank supports. Overhead tank supports are structural members which are subjected to heavy imposed loads and environmental actions. As a result, they should be treated with much seriousness as other structures.
This publication, therefore, aims to cover the basic requirement or knowledge needed to design steel tank supports. However, it cannot suffice for full structural engineering textbooks on the design of steel structures.
Staad Pro is a popular structural engineering software. It has been utilised in this book to demonstrate, model, analyse, and obtain the internal forces that are induced in a steel tank support. The subsequent structural design of the structure is carried out manually in accordance with Eurocode 3 (BS EN 1993-1-1:2005). The procedure presented in the book is also applicable to the design of steel members in other structures.
Chapter one of the book talks about the rationale behind the adoption of overhead tanks, the alternatives, and some engineering principles in water supply and distribution in residential buildings and large-scale municipal water supply.
Chapter two discusses the structural schemes that can be adopted for overhead steel water tank supports. The members of the frame and their functions are also described.
Chapter three talks about the application of wind action to open lattice steel frame structures according to BS EN 1991-1-4. A practical wind action analysis is also presented.
In chapters four and five, the modelling steps of overhead steel tanks in Staad Pro software, and the results of the analysis are presented.
Chapter six shows the actual structural design and verification of the structural members according to the requirements of Eurocode 3.
The special benefits of purchasing this textbook are;
(1) Full design manual on modelling, analysis, and design of overhead tanks (2) FREE video tutorial on modelling and analysis of overhead tanks on Staad Pro Software (3) FREE AUTOCAD file on detailing of steel tank support members (4) Knowledge on application of wind load on open lattice structures (5) Design of structural members subjected to various loading
Get these delivered to your e-mail immediately for NGN 2,550 only by clicking HERE.
What comes to your mind when you hear the word engineering? Does it bring to your imagination skyscrapers, bridges, highways, tech devices as well as every smart and intelligent innovation that are making our lives better? We are in a time where the conventional engineering education will no longer be to teach the engineering students all they need to learn. Modern Engineering education should be geared towards giving students patterns, ideas, and techniques that they need to continue to educate themselves for the future.
Technological advancement has stirred the world to move at a rapid rate and every career field must prepare differently than they have in the past. Engineers of the future must possess skills like innovation, entrepreneurial vision, and teamwork. As history commonly repeats itself, engineers are now shifting into more leadership roles within corporations, similar to engineers’ migration into business in the industrial age.
In the industrial age, engineers like Henry Ford and Nikola Tesla were known for their skills in engineering and business. Now we are approaching our “fourth industrial revolution” as coined by Prof. Klaus Schwab, founder and executive chairman of the World Economic Forum.
The fourth industrial revolution according to Prof. Schwab is characterized by a range of new technologies that are fusing the physical, digital and biological worlds impacting all disciplines, economies, and industries and even challenging ideas about what it means to be human.
However, as much as there are various engineering career majors, there are various techniques to boost learning, career development, and assimilating knowledge. To some engineers, the major focus is on networking, training, and development.
Three (3) major career development considerationsare;
Learning Style: Learning style ranges from visual learning by seeing and practicing, auditory learning by hearing and listening, and kinesthetic which is learning by touching and practicing.
Type of Gap: Its no surprise engineers strive to get better by filling some various gaps which includes, knowledge gap, skills or experience gap and leadership gap. These gaps are closed by education and training, exposure to situations so as to learn.
Leadership gaps: Learning and performing at high levels mostly from senior management positions in organizations.
As the world becomes increasingly interconnected, there is a need for shorter product developments. Sustained technological advancement suggests that engineers would lead projects and engineering professions would take on extra responsibilities. This is an exciting time to be alive and to be an everyday engineer. Check out available civil engineering jobs.
Be passionate for more. Stay curious, stay inspired.
Civil Engineering is the oldest engineering profession in the world, and has been at the forefront of developing infrastructures such as buildings, roads, bridges, towers, sanitary and water supply systems, etc for the benefit of mankind. Different professional bodies have been formed in different countries to foster competence, development, unity, and coherence in the civil engineering profession. This article highlights the biggest civil engineering professional bodies in the world whose members are widely recognised as professionals.
The American Society of Civil Engineers was founded in the year 1852, and represents more than 150,000 members of the civil engineering profession in 177 countries. It is the oldest engineering society in the United States of America. ASCE stands at the forefront of a profession that plans, designs, constructs, and operates society’s economic and social engine – the built environment – while protecting and restoring the natural environment.
Through the expertise of its active membership, ASCE is a leading provider of technical and professional conferences and continuing education, the world’s largest publisher of civil engineering content, and an authoritative source for codes and standards that protect the public. ASCE publishes about 35 technical journals to build professional knowledge.
The Society advances civil engineering technical specialties through nine dynamic Institutes and leads with its many professional- and public-focused programs. Members have special benefits of free PDHS, mentorship, discounts on journal and articles, free and paid webinars and conferences with discounts, career enhancements, etc.
The Institution of Civil Engineers UK was formed in the year 1818 and boasts of about 95,000 civil engineer members in more than 150 countries. ICE can be regarded as the oldest civil engineering professional body in the world. The Institution aims to support the civil engineering profession by offering professional qualification, promoting education, maintaining professional ethics, and liaising with industry, academia and government. Under its commercial arm, it delivers training, recruitment, publishing and contract services.
ICE is a licensed body of the Engineering Council and can award the Chartered Engineer (CEng), Incorporated Engineer (IEng) and Engineering Technician (EngTech) professional qualifications. ICE publishes hundreds of civil engineering journals.
The International Association for Bridge and Structural Engineering (IABSE) was founded in the year 1929, and has its seat in Zurich, Switzerland. It is a scientific / technical Association comprising members in 100 countries and counting 55 National Groups worldwide.
The aim of the Association is to exchange knowledge and to advance the practice of structural engineering worldwide in the service of the profession and society.
The objectives of the association are;
to promote cooperation and understanding among all those concerned with structural engineering and related fields by worldwide exchange of knowledge and experience
to encourage awareness and responsibility of structural engineers towards the needs of society
to encourage actions necessary for progress in structural engineering
to improve and foster cooperation and understanding between organisations having similar objectives.
The Institution of Structural Engineers is the largest professional body dedicated to the practice of Structural Engineering. It was founded in the year 1908 as the Concrete Institute, and have been known since the year 1922 as the Institution of Structural Engineers. The Institution has over 27,000 members in 105 countries. They are the publishers of The Structural Engineer magazine, and the journal Structuresby Elsevier.
The Institution strives towards a structural engineering profession that is built on competence, accessibility, and community. Members are offered a wide range of opportunities to develop, refresh and extend personal competencies. The Institution also help members specialise by offering tailored courses, resources and specialist qualifications.
The ISSMGE is the pre-eminent professional body representing the interests and activities of Engineers, Academics and Contractors all over the world that actively participate in geotechnical engineering. ISSMGE provides a focus for professional leadership to some 90 Member Societies and around 20,000 individual members the world.
The ISSMGE originated in the International Conference on Soil Mechanics and Foundation Engineering, held in June 1936 at Harvard University as one of many events held to mark the university’s 300th anniversary.
The aim of the International Society is the promotion of international co-operation amongst engineers and scientists for the advancement and dissemination of knowledge in the field of geotechnics, and its engineering and environmental applications. Benefits of membership include:
• possibility to submit papers to many conferences and symposia • lower conference registration fees • possibility of membership of one the many technical committees working on specific topics • access to work of ISSMGE in various fields of activity, including Education, Communications, Technology Transfer • opportunities to demonstrate leadership in Technical Committee, conference and other activities • opportunities to build lasting world-wide relationships • a clear demonstration of interest and professionalism in the field of Geotechnics
Courbon’s theory is one of the popular classical methods of analysing slab and beam girder (T-beam) bridges. However, the results obtained from the method are usually very uneconomical when compared with other numerical methods like grillage analogy. It is one of the easiest manual calculation methods that can be adopted in evaluating the effect of traffic actions in bridge deck girders.
Courbon’s theory was originally developed for bridge girders with series of cross beams (diaphragm) in which the cross beams are stiff enough to provide adequate lateral stiffness. By implication, the application of the method requires that the cross beams will have a depth not less than 75% of the main longitudinal girders. It also requires that the span to width ratio of the bridge will be greater than 2 but less than 4.
Let us consider the application of Courbon’s theory on the bridge deck arrangement shown above. When the beams are equally spaced and geometrically equal, the reaction factor for each beam is given by equation (1);
Ri= P{(1/n) + 6ei/[nS(n + 1)]} ——- (1)
Where; Ri= Reaction factor P = Applied load n = Number of longitudinal beams S = Spacing of longitudinal beams ei = Eccentricity of load with respect to the centroidal axis of the bridge deck
If we set P = 1.0, we can obtain the influence line pertaining to each beam.
Solved Example
A T-beam bridge deck with 3 girders is loaded according to Load Model 1 of EN 1991-2 as shown below. Using Courbon’s method, calculate the bending moment and shear force on girder number 1.
Setting P= 1.0 at girder number 1 as shown below, we can obtain the influence diagram using equation (1).
Ri= P{(1/n) + 6ei/[nS(n + 1)]}
R1 = 1.0{(1/3) + (6 x 3.6)/[3 x 3.6(3 + 1)]} = 0.833 R2 = 1.0{(1/3) + (6 x 0)/[3 x 3.6(3 + 1)]} = 0.333 R3 = 1.0{(1/3) + (6 x -3.6)/[3 x 3.6(3 + 1)]} = -0.167
The influence diagram for the girder is therefore given below. The values at the two cantilever portions of the bridge deck can be obtained using similar triangles.
We can therefore apply the Load Model 1 on the influence line diagram. You will need careful calculation of the ordinates of the influence line diagram using similar triangle.
For the tandem wheel loads (concentrated wheel actions), we will multiply the wheel load by the ordinate that the influence line makes with the centreline of each tandem wheel load; QT = (600 x 0.625) + (400 x 0.209) = 458.6 kN
For the uniformly distributed loads, we will multiply the load (udl) by the width and by the centroid the load makes with the ordinate of the influence line. We normally neglect the beneficial effect of the negative part of the influence line. wT = (3 x 1.45 x 0.934) + (9 x 3 x 0.625) + (2.5 x 3 x 0.209) = 22.51 kN/m
Let us assume that we are dealing with 20m span bridge, the preliminary effect of the vehicle action on the girder can be taken as given below;
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Design of flexural members such as timber beams principally involves consideration of the effects of actions such as bending, deflection, vibration, lateral buckling, shear, and bearing. The process of design of such structures is described in Eurocode 5 (EN 1995-1-1:2004), and a design example is shown in this article.
Design Example
A 75 mm by 200 mm deep sawn timber beam in a domestic residence supports the characteristic loading shown above. The beam has a clear span of 2.75 m, the bearing length has been restricted to 100 mm at each end, is of strength class C24 to BS EN 338:2003, and functions in service class 2 conditions. The beam is laterally restrained against lateral buckling along its length.
1. Beam geometric properties Breadth of the beam b = 75 mm Depth of the beam h = 200 mm Clear span of the beam, lc = 2750 mm Bearing length of the beam at each end, bl = 100 mm Design span of the beam l = (lc + lb) = 2750 + 100 = 2850 = 2.85 m Section modulus of the beam about the y–y axis, Wy= bh2/6 = (75 × 2002)/6 = 5× 105 mm3
2. Timber properties Strength class C24 (BS EN 338:2003, Table 1): Characteristic bending strength, fm.k = 24 N/mm2 Characteristic shear strength, fv.k = 2.5 N/mm2 Characteristic bearing strength, fc,90,k = 2.5 N/mm2 Fifth-percentile modulus of elasticity parallel to the grain, E0.05 = 7.4 kN/mm2 Mean modulus of elasticity parallel to the grain, E0,mean = 11 kN/mm2 Mean shear modulus, G0,mean = 0.69 kN/mm2 Mean density of the beam timber, ρm = 420 kg/m3
3. Partial safety factors (UKNA to BS EN 1990:2002, Table NA.A1.2(B))) for the ULS Permanent actions, γG.ULS = 1.35 Variable actions, γQ.ULS = 1.5
(UKNA to BS EN 1990:2002, Table NA.A1.1 – Category A) Factor for the quasi-permanent value of the variable action, ψ2 = 0.3
(UKNA to EC5, Table NA.3) Material factor for solid timber at the ULS, γM = 1.3
4. Actions
(i) ULS (a) Characteristic self-weight of the beam, Gk,swt Gk,swt = b · h · g · ρm = (0.075 × 0.2 × 9.81 × 420)/1000 = 0.062 kN/m Design action from the selfweight of the beam, Fd,swt Fd,swt = γG.ULS · Gk.swt = 1.35 × 0.062 = 0.0837 kN/m
(b) Characteristic permanent action due to the point load, Gk,p Gk,p = 1.00 kN Design permanent action due to the point load, Fd.p Fd,p = γG.ULS · Gk.p = 1.35 × 1.0 = 1.35 kN
(c) Characteristic permanent action due to the UDL, Gk,udl Gk,udl = 1.3 kN/m Design action due to the permanent action UDL, Fd,p,udl Fd,p,udl = γG.ULS · Gk.udl =1.35 x 1.3 = 1.755 kN/m
(d) Characteristic medium-term action due to the UDL, Qk,udl Qk,udl = 1.5 kN/m Design action due to the variable action UDL, Fd,q,udl Fd,q,udl = γQ.ULS · Qk.udl = 1.5 × 1.5 = 2.25 kN/m
5. Modification factors Factor for medium-duration loading and service class 2, kmod.med= 0.8 (EC5, Table 3.1) Size factor for depth greater than 150 mm, kh = 1.0 (EC5, equation (3.1)) Lateral stability of the beam: kcrit = 1 (EC5, 6.3.3)) Bearing factor kc,90 = (taken as 1.0) (EC5, clause 6.1.5(2) ) Deformation factor for service class 2, kdef = 0.8 (EC5, Table 3.2) Load sharing factor, ksys is not relevant ksys = 1.0
The International Association for Bridge and Structural Engineering (IABSE) has postponed the IABSE 2020 Congress ChristChurch New Zealand, initially scheduled to hold from 2 – 4 September 2020 to 3 – 5 February 2021 due to the COVID-19 global pandemic.
IABSE is a fellowship of structural engineers operating on a worldwide basis, with interests in all type of structures, in all materials. It acts to improve our knowledge and understanding of the performance of structures. Its members represent structural engineers of all ages, employed in design, academia, construction, regulation and renewal. Many of its members occupy senior roles based on a history of personal achievement.
In a statement released by the IABSE 2020 Congress Organising Committee on their website;
The IABSE 2020 Congress which was supposed to take place on 2 – 4 September 2020 is now rescheduled to take place on February 3-5, 2021. We sincerely hope that this date is far enough in the future that will allow us to have a successful and productive event.
This decision has been taken in consideration of the safety and comfort of all our participants especially those coming from abroad. February is a beautiful time of year to visit New Zealand, with it being summer we encourage you to make a plan to have an extended trip to this side of the world once international travel bookings can commence again.
The registration platform remains open and we encourage you to register as soon as you are in a position to do so. We will extend the early registration deadline out to 2 October 2020 to ensure you don’t miss out on the opportunity to get a discounted rate.
We are currently undertaking the paper review process and this will continue as normal, however authors will receive feedback at a slightly later date than previously advertised. Please refer to www.iabse.org/christchurch2020 for revised dates.
We are looking forward to welcoming you to New Zealand when we’re all in a position to meet again!
In another related event, the IABSE Symposium Wroclaw 2020 which was supposed to take place on 20-22 May 2020 has also been rescheduled to take place on 7-9 October 2020. The Registration Platform has been re-opened, and authors, registered participants will automatically receive updates through mails, newsletters and on their official symposium website at www.iabse.org/Wroclaw2020.
Minimum reinforcement is provided to ensure that yielding does not occur, and by so doing, cracking is adequately controlled in a concrete section. The aim of the calculation is to obtain the minimum area of steel that is required to prevent early thermal cracking in a concrete section, especially for water retaining structures. This minimum area of reinforcement for imposed deformation cracking is different from the minimum area of reinforcement required for actions according to detailing guidelines. The difference lies in the stress distribution factor kc.
Minimum area of reinforcement required for imposed deformation cracking is given in equation (7.1) of in BS EN 1992-1-1.
As,min = kck Act ( fct,eff /fyk)
Where; kc = A coefficient to account for stress distribution = 1.0 for pure tension = 0.4 for pure bending.
When cracking first occurs the cause is usually early thermal effects and the whole section is likely to be in tension, so take kc = 1.0.
k = A coefficient to account for self-equilibrating stresses = 1.0 for thickness h < 300 mm and 0.65 for h > 800 mm
(interpolation is allowed for thicknesses between 300 mm and 800 mm).
Act= area of concrete in the tension zone just prior to onset of cracking. Act is determined from section properties but generally for basement slabs and walls is most often based on full thickness of the section.
fct,eff= fctm = mean tensile strength when cracking may be first expected to occur:
• for early thermal effects 3 days • for long-term effects, 28 days (which is considered to be a reasonable approximation)
For example, to calculate the tensile strength of C30/37 concrete at t = 3 days using class R cement.
See Table 1 below for typical values of mean tensile strength at different ages of concrete.
Table 1: Typical values of mean tensile strength of concrete
Solved Example
Calculate the minimum area of steel required for a concrete slab 400 mm thick against early thermal cracking. The concrete slab is to be done using class N cement (fyk = 500 MPa).
To obtain the value of k, we have to interpolate between for h = 400 mm (between 300 mm and 800 mm)
Act = area of concrete within tensile zone Also note that tensile zone is that part of the section which is calculated to be in tension just before formation of the first crack.
For this example; kc = 1.0 k = 0.93 (from interpolation)
At 3 days early cracking, fct,eff = 1.73 MPa (class N cement) σs = Stress in the reinforcement (fyk) = 500 Mpa Act = 400 × 1000 = 4 × 105 mm2
Provide at each face H12@175 c/c (Asprov = 646 mm2/m)
Total area of steel provided in the section = 2 × 646 = 1292 mm2/m > 1287 mm2 Ok
Note that the provision of minimum reinforcement does not does not guarantee design crack width. Additional calculations will need to be done to calculate the crack width due to early thermal cracking, long term cracking, and flexural cracking.
In fluid dynamics, a Kármán vortex street is a repeating pattern of swirling vortices caused by the unsteady separation of flow of a fluid around blunt bodies. When wind blows across a structural member such as tall buildings, vortices are shed alternately from one side to the other. This generates alternating low-pressure zones at the downside of the structure giving rise to a fluctuating force acting at right angles to the wind direction. This phenomenon is referred to as vortex shedding.
When a vortex forms on the side of a building, it creates a suction force. The force generated by an individual vortex is not so large but the potential problem is that vortices tend to form in well-organized patterns and rock the building as they shed alternately from each side. A tall building will generate a Kármán vortex street if it has a uniform shape along its height and is in a steady wind—that is, one with little turbulence. Therefore, for tall buildings that are isolated or very tall, vortex shedding must be accounted for in the design.
Vortices can form coherently on the sides of a building buffeted by steady winds, exert alternating forces on the structure (black arrows), and, once detached, form a so-called Kármán street downwind of the building (Irwin, 2010).
Vortex Shedding phenomenon induced by wind flowing over a cylinder (Giosan, 2005)
In the evaluation of tall buildings against vortex shedding, one needs to ascertain the natural frequency of vibration of the tall buildingfb, and the frequency with which vortices are shed from the building into the vortex street fv. When these two frequencies are equal, resonance sets in and the building experiences large cross wind oscillations.
A building’s fundamental frequency depends on its structural system and mass distribution, and structural designers of large buildings typically use specialized software to help them accurately compute that frequency (see video example of determination of natural frequency of a multi-storey building using Staad Pro). For a 50-story building, fb is typically about 0.2 Hz, corresponding to a period of 5 seconds. For a 100-story building, fb is in the range of 0.1– 0.125 Hz, corresponding to a period of 8–10 seconds, but some super-tall structures have been conceived for which the frequency is as low as 0.05 Hz, corresponding to a 20-second period (Irwin, 2010).
The frequency of vortex shedding is given by the Strouhal relationship;
fv = SU/w
where; U is the wind speed, w is the width of the building that faces the wind, and S is the Strouhal number, which is often treated as a constant that depends on only the cross-sectional shape of the building.
With this relationship, the critical wind speed at which at which fb = fvcan be calculated.
Reducing the effects of vortex shedding
One of the ways of reducing the action caused by vortex shedding is to stiffen the building. This increases the natural frequency of the building, and subsequently increases the critical wind speed at which resonance can occur. However, increasing the stiffness can work in buildings that are not too tall, but for mega tall buildings, other strategies should be adopted to minimise cost.
Another way of reducing the effect of vortex shedding is to interrupt coherent shedding in the building under the effect of wind. One technique is to have the structure’s cross section vary with building height. Then w and S also change with building height, which makes fv a function of height as well. As a result, the wind “becomes confused” and vortices lose their coherence. This was used in the world’s tallest building, Burj Khalifa.
Burj Khalifa
Other effective shaping strategies are softening sharp corners, creating openings in the building for the wind to bleed through, and adding spoilers that break up the vortices much as do the spiral bands, or strakes, seen on many chimney stacks.
A complementary strategy for controlling the response to vortex excitation is to draw the energy out of the building’s crosswind oscillations with special damping systems.
References (1) Irwin P. A. (2010): Vortices and tall buildings: A recipe for resonance. American Institute of Physics, S-0031-9228-1009-350-6
Reuse of about 1.5 billion waste tyres that are produced annually worldwide inspired this research on the behaviour of rubberised backfills for integral abutment of bridges under seismic action. The joint research was carried out by authors from the School of Engineering, Aristotle University, Thessaloniki Greece; Energy Management Division, Siemens A.G., Erlangen, Germany; and Department of Civil and Environmental Engineering, University of Surrey, Guildford, UK, and was published by the Bulletin of Earthquake Engineering (Springer).
The research was conducted on the basis of parametric analysis, which aimed to evaluate the influence of different rubber-soil mixtures on the dynamic response of the abutment backfill system under various seismic excitations, accounting for dynamic soil-abutment interaction. Previous research has shown that the use of rubber-soil mixtures is a beneficial solution for foundations, embankments, backfilling in retaining walls, and other geotechnical works.
In the research, three different backfill materials were examined; the conventional, as per the representative backfilling material, which is common in European bridges, and two rubber-soil mixtures with varying percentage of rubber content. The conventional backfill is non-cohesive soil comprising of dry river sand.
The rubberised soil comprised of sand and recycled rubber in varying proportions per weight. The rubber content is in the form of granulated rubber produced by mechanically shredded waste tyres. Mixtures of composition 90% sand and 10% rubber (referred here as 90–10) or 70 % sand and 30 % rubber (referred here as 70–30) by weight were considered in the study.
A numerical integral abutment bridge model was modelled on Plaxis software and subjected to seismic action according to Eurocode 8.
Some of the improvements observed obtained are as follows;
(1) When compared with a conventional backfill, the settlements were reduced on average by 50% – 55%.
(2) The displacement of the abutment, and therefore the loading and stresses introduced to the prestressed deck was successfully reduced when rubberised backfills were used in comparison to the displacements of the conventional one. On average, it was reduced by about 8 % in the backfill 90–10 and by 18 % in the backfill 70–30.
(3) Similarly, the residual horizontal displacement of the top of the abutment was effectively reduced by 20 % in the backfill 90–10 and by 43 % in the backfill 70–30.
(4) The pressures acting on the abutment were dependent on the rubber content of the backfill, as an average reduction of 31 and 47 % was observed for the backfills 90–10 and 70–30, respectively, against the soil pressures calculated for the conventional scheme.
(5) The analyses showed that the internal forces of the abutment do not change significantly when the rubberized backfills were applied with respect to the conventional backfill.
However, the dynamic response of the abutment is a complicated mechanism that includes material and geometrical non-linearities, thus, analysis of the entire bridge system with the backfill soil should be conducted to better understand the behavior of integral abutment bridges.
For more information on the work of the authors in providing innovative solutions for building resilience into critical infrastructure toward sustainable development. Visit their website INSFRASTRUCTURESILIENCE
The design for the Fensheng 101 Skyscraper has been unveiled by GWP Architects. The project has a total construction area of approximately 81,000 square meters and a height of 200 meters. Located next to Lixin Avenue in Zengcheng, Guangzhou the building has been imagined to be a mixed development comprising of hotels, offices, apartments, and commercial stores. The north side overlooks Nanxiang Mountain and the south side overlooks Guangzhou Pearl River New City.
The architectural concept of the building has been inspired by the image of sailing. The shape is generated with the core of the building as the axis, divided into two parts from north to south. Down the trend, it lightly fell on the podium to form a canopy space, cleverly integrated the podium and the tower of the building, and dotted the city’s skyline in a natural and organic form. With a shape demonstrating stability and wind resistance, the curved façade and roof also save the whole building a great deal of structural cost compared to the traditional tower structure.
“The building introduces the concept of riding with the wind and sailing. Integrating form, space experience, ventilation, and lighting to create a unique architectural aesthetic. It aims to bring locals the joy of space perception and spiritual inspiration, as well as a sense of belonging to the place they live and work,” said Zhang Guowei, Chief Architect of FengSheng 101, GWP Partner.
Structural Concept
The structural design of the building has been fully integrated with its elegant form, and was designed by RBS Architectural Engineering Design Associates. The building has two supporting blocks and a central core. With a precise control of the aspect ratio of the building and the core, the structural stability and wind resistance is enhanced. The curved facade and roof not only effectively reduces the wind load of the high-rise, but also saves the whole building a great deal of structure cost through improved aerodynamics.
Building Facts
Official Name – Fengsheng 101 Name of Complex – Fengsheng 101 Structure Type – Building Status – Under Construction Country – China City – Guangzhou Street Address & Map – Lixin Highway, Zengcheng Building Function – hotel / office Construction – Start 2019 Completion – 2022
Architect Design – GWP Architects Architect of Record – Mobozhi Architecture Design Inc. Structural Engineer Design – RBS Architectural Engineering Design Associates Project Manager – Guangzhou Wangtat Project Management & Consultant Co. Ltd. Main Contractor – China Construction Second Engineering Bureau Ltd.
Other Consultants • Civil AECOM • Marketing InterContinental Hotels Group
Disclaimer: All images here are copyright properties of GWP Architects
