Schwarz
View current page
...more recent posts
It was designed by Paul Rudolph, who was the dean of the Yale School of Architecture from 1958 to 1965 and a student of the Bauhaus founder Walter Gropius. Mr. Rudolph, who died in 1997, built homes and public and commercial buildings. Among them are his penthouse apartment on Beekman Place in Manhattan, Yale’s Art and Architecture Building and the Burroughs Wellcome headquarters in North Carolina.
In an interview on the Web site, WestportNow.com, Morley Boyd, the chairman of the Westport Historic District Commission, said: “If you’re looking for shock value, it’s hard to beat the loss of this house. There is not much to top it.”
But in a town where 92 demolition permits have been issued so far this year, a celebrated lineage alone is not enough to save the house. Because it is not at least 60 years old, the historic commission does not have jurisdiction.
“The house is not historically significant, and any view of how good or bad an architect Paul Rudolph was is purely subjective,” said David Waldman, who runs a commercial real estate company and whose wife is listed in town records as the buyer of the house.
Mr. Waldman said that his family wanted the house for the lot. “We have a family of three young children, and a modern structure wasn’t appealing to us,” he said.
The 4,200-square-foot house, which is to be razed this week, was commissioned by Louis Micheels, a former president of the Western New England Psychoanalytic Society, and his wife, Ina.
ambergris
via jaschw
Rose Mandungu dreamed of renting a houseboat on an Amsterdam canal when she started university. The only place she could find was a converted shipping container.
''I'm looking for a better place,'' said the criminology student, who last year moved into one of 380 steel boxes stacked around a shipyard crawling with rats and cockroaches.
Mandungu, 20, probably won't be able to leave Amsterdam's first container village anytime soon. Close to 150 home seekers chase every 100 houses offered for rent, according to the Dutch Housing Ministry.
Struggling to cope with demand for housing, Amsterdam is moving students and welfare recipients into shipping containers and turning cruise ships into dormitories. The city's latest ploy -- converting empty offices into apartments -- may fail as developers balk at expensive remodeling amid rent controls that will limit their returns.
''We have our hands full trying to address the housing problem,'' said Pieter van Geel, state secretary for housing, planning and the environment. ``There is a big shortage of housing, and at the same time a resistance to rent liberalization.''
The Dutch don't want to hear about more delays, as waiting lists lengthen and people flood into the city's three container towns. Around 2,500 people now live in the containers, which are about 258 square feet, are stacked three-high and go for about 340 ($445) a month.
The housing shortage springs partly from the city's physical limits. Amsterdam, home to about 750,000 people, was mostly built more than 700 years ago when settlers dammed the Amstel river and filled in land, creating the canals that still ring the city center. Today, Amsterdam is about 25 percent water.
The Port Authority of New York and New Jersey does not know what to do with Eero Saarinen’s TWA Terminal at JFK International Airport. At the end of November, the organization will issue a Request for Proposals (RFP) to see what developers may have in mind for the landmark. “It is really wide open,” said Authority spokesman Pasquale DiFulco. “We are leaving it to the imaginations of the developers who respond to the RFP. It could be a destination resort, a spa, an aviation museum. There are 10,000 square feet that could be offices—the possibilities are endless.” DiFulco noted that developers will be asked to assemble a team of experts that can assure that the building will be refurbished and operated in a sustainable manner, but was hesitant to spell out specific details.
Currently, the dynamic structure sits dark as the construction of JetBlue Airway’s Terminal 5, designed by Gensler, with some interiors by the Rockwell Group, progresses behind it. Although the building’s future use is still unclear, the RFP at least eliminates one previous fate. JetBlue had proposed using the Saarinen building as a gateway to its new terminal. While the airline will install a couple of check-in kiosks in the old terminal’s main hall, the building won’t be a part of its operations; Beyer Blinder Belle surveyed and documented the terminal for the Port Authority, but is not heading the restoration.
Beijing Olympic Stadium : Sneak Peek
im not from california, but i did play wipe-out on my desk. didnt you?
bozo under the sea
finally researched this album after siting it for years as the obvious inspiration for the b52s rock lobster. "there goes a jelly fish, there goes a sting ray." they got that here!
this 20' over 40' (junkyard?) arrangement (found by luis) achieves the general format i would like to pursue . only missing are the six 4x8' ceiling to floor window/doors i would use.
Meanwhile, homeowners are working through the Road Home decision process, in which the state will fill the gap between insurance and property value up to $150,000. Owners can decide to use the funds to repair, rebuild, or relocate. More likely, owners will remain undecided for a while, waiting to see what actions the city and their neighbors take. Billions of dollars in insurance settlements are sitting in New Orleans banks, as owners ponder their next move. Thus, although progress is being made, significant uncertainty remains. The same is true of rental housing programs.
Finally, this week saw the welcome news that (a) the Mayor's office will finally be a central player in the recovery planning process, and (b) the recovery implementation office will be run by one of the Association of Collegiate Schools of Planning's own, Ed Blakely. Ed has a challenging job ahead to organize a disjointed city bureaucracy, collaborate with a City Council that has only recently begun to work with the Mayor, expedite the flow of funds, and repair as much as possible as quickly as possible for an impatient and weary populace. Ed wrote the book on economic development planning, but never has one of our colleagues faced a bigger economic development challenge.
As with my previous reports, it is clear that New Orleans is strongly moving in positive directions, which is quite exciting to see. But, as before, many uncertainties still remain. In this still-turbulent environment, it continues to be difficult to predict what will occur even one week ahead. The long-term success of the planning process rests largely on its ability, over the next month, to make progress on the issue of risk reduction. And the new recovery office is yet to be born, so we can't be sure how it will play out (we are rooting for Ed). Finally, thousands of individuals have yet to decide how to invest billions of dollars. So, as has been true for some time, the mantra of planners in New Orleans continues to be, "We should have a much clearer idea over the next couple of months or so."
the box (they really call them cans)
google patent
mikano house
move to philly
barn conversion
nice one in zionsville pa in "on the market" for $380K
rollertoaster
via zars
bartok radio budapest 3
radio b.a.c.h.
via straight-up and the overgrown path and the well-tempered blog
american tin ceilings installation instruction video
my first exposure to python happened in dallas. live appearance (after a first season) in 1975 on kera - i distinctly recall the armadillo bit
via zoller
sailboatescape tells it:
BJC,
Sounds as if you have been a mostly silent but studious reader with real plans to do something of significance. It also is apparent you wish to do it in the best possibly way and I personally applaud your approach. Since you state you are designing it and then handing it over to an engineer, I assume you have a general knowledge of what might and might not work in a structure.
Re engineering of containers is a tiny business in the world of containers with only a handful of experienced firms such as TAW. I believe these firms are usually making modifications to containers that must then be recertified to be handled (and presumably stacked) in the world wide transport system—a hugely different undertaking than modifying it to be used in a dwelling structure. However, that’s not to imply that modifications made to use them in housing is easy to analyze and those modifying containers for use in housing is an even smaller group. I haven’t started building yet but I have also been studying and researching everything I can in preparation and will gladly share what I have learned. A lot of it is from this forum, most notably David Cross’s generous sharing of knowledge.
I know of four basic references: MIL-HDBK-138B which is the DEPARTMENT OF DEFENSE HANDBOOK GUIDE TO CONTAINER INSPECTION FOR COMMERCIAL AND MILITARY INTERMODAL CONTAINERS. Next is Rules for Certification of Cargo Containers from the American Bureau of Shipping. I found both of these as downloadable PDF files on the internet. I apologize as I did not make a note of where I found them. I remember the military guide was easy to find and the ABS was buried on their website.
The more definitive reference is ISO 1496-1. As far as I know this is not available for download anywhere and a copy is about $90. However, some large libraries will have it and the one in my small town participates in a loan program where they were able to obtain it for me. Lastly and most importantly will be the reference books your engineer will have for steel structural members, as that is how he really should be looking at this.
Another thing to keep in mind is the prescribed specifications for cargo containers give some leeway in how those specifications can be met. The top rail on one container may be different than another but both work as long as the resulting container meets the specifications. However, the modifications to one container may need to be different than what you would do on a different container to get the same results. David Cross would be qualified to address this, but I think you are going to have to know the specifics of the containers you intend to use before your engineer can do the calcs.
As both David Cross and Greg La Vardera have pointed out here before, every house will be different. Most 40’ containers are designed to carry a load of just under 60,000 pounds. A residential structure is designed for a floor load of 40 pounds per square foot which is only 12,800 pounds for that 320 square foot container. That 40’ container is designed to carry that load on four corners, most conventional house designs can easily have piers or foundations supporting sections of the container as needed. David has pointed out before that much of the reinforcing he does at TAW on modified containers is so they can be transported. If you can set yours in place and modify them on site that will also increase your flexibility in making them strong enough to exceed the requirements of a residential structure. From a design standpoint, not making a lot of modifications (or adding reinforcements where you do) allows you to use them to do overhangs and cantilevers that would be difficult to achieve with conventional construction.
Based on the conversations I have had with structural engineers, we will not approach it from what a container is designed to carry (other than to recognize that it is an incredibly strong structure that can easily take a good bit of modification). The initial designs and proposed supports etc. will be my work based simply on a working knowledge of designing and building conventional structures, gained over years of experience. When I am designing a house and incorporate something that must have an engineers seal, I do not go to an engineer and ask them to design the structural portion. I design what I think will work and take it to them to for an analysis. Most of the time it is acceptable and if not, they tell me how to change or modify what I propose. For my house designed with IBUs, together we will then look at the structure as a dwelling and how strong does it need to be to carry the prescribed floor loads, perform under seismic and wind loads, etc. He will then make an analysis of areas that appear to be of questionable strength due to proposed modifications to see if they are adequate in how I propose they be supported, reinforced, etc.
The question that keeps getting asked on this forum is how much can you modify a container and the experts keep giving the same answer—each one is different. Ask an engineer how much you can modify a container and it still be strong enough would probably be a very expensive question (in engineering fees) as there would be hundreds of “it depends” answers. If instead you are taking him (or her) a design and asking, “will an opening of such and such a size, placed here, with a remaining corrugated steel plate of this thickness above, a steel beam of this size below and a reinforcing frame welding around the opening of this section, be adequate at this place in the structure considering the prescribed loading conditions?” He can sit down with his tables and computer and give you an answer. If he starts with the most questionable areas first he will quickly become familiar with what the parts of the container are and their capacities and move on through his analysis.
Keep sight of the fact that I an starting with the premise that it is probably designed adequately and that my engineer is being engaged to examine that design, make recommendations if he finds areas that are not acceptable and then certify it.
Keep us posted and give us more details, not only on your design but your geographic area in terms of climate, building and zoning codes. Etc.
the elevators - your gonna miss me - dell is using this as advertising music n how do you make a psychedelic video in black and white?
via jschw
samuel adams ~ psychogeography
"Monochromes, from Malevich to the Present," recently on view at the Museo National Centro de Arte Reina Sofia in Madrid, was described by its curator, Barbara Rose, as the first historically oriented museum exhibition conceived and presented entirely as a unitary installation. The 90 paintings and sculptures, which spanned the last 100 years and included works by 78 artists from North and South America, Western and Eastern Europe "and Asia, were grouped in six distinct contiguous "chromatic spaces" according to their predominant color, in an itinerary which began with black, moved through red, blue, gold and silver, before ending with white. In a small adjacent gallery were several paintings tracing a brief chronology of historical antecedents. These included Monet's Effet de neige a Giverny (1893), an early (1906-08) Monet-influenced landscape by Malevich, Rodchenko's three iconic monochromes from 1921, as well as works by Lucio Fontana, Hans Arp and Sophie Taeuber-Arp.catalog just released in october
9/11 photobucket images
