Structural Steel Design Awards 2018“Again, there has been a pleasing increase in the overall...
32
Sponsored by: The British Constructional Steelwork Association Ltd and Trimble Solutions (UK) Ltd Structural Steel Design Awards 2018
Transcript of Structural Steel Design Awards 2018“Again, there has been a pleasing increase in the overall...
Sponsored by: The British Constructional Steelwork Association Ltd and Trimble Solutions (UK) Ltd
Structural Steel Design Awards 2018
The British Constructional Steelwork Association Ltd4 Whitehall Court, Westminster, London SW1A 2ES
Tel: +44 (0)20 7839 8566Email: [email protected]: www.steelconstruction.org
Trimble Solutions (UK) LtdTrimble House, Gelderd Road, Morley, Leeds, LS27 7JP
Tel: +44 (0)113 887 9790 Email: [email protected]: www.tekla.com/uk
SSDA SPONSORS
“Again, there has been a pleasing increase in the overall number ofentries to the Awards Scheme.
Scales of entry range from the largest civil engineering and transportprojects, through prestige city office buildings, to smaller communityand public buildings and sculptures. While there are fewer residentialprojects this year, we see an increase in office buildings of high qualityand a welcome return of top-end industrial buildings.
There are jaw-dropping achievements here, as well as beautiful gems. I believe everyone involved in the steel construction industry should beproud of what has been achieved, and I trust that the Structural SteelDesign Awards reflect the quality of that achievement.”
Chris Nash BA (Hons) DipArch RIBA FRSA - Chairman of the Judges Panel
Chris Nash BA (Hons) DipArch RIBA FRSA - Chairman of the PanelRepresenting the Royal Institute of British Architects
Richard Barrett MA (Cantab)Representing the Steelwork Contracting industry
Paul Hulme BEng (Hons) CEng FICERepresenting the Institution of Civil Engineers
Sarah Pellereau MEng CEng MIStructERepresenting the Institution of Structural Engineers
Professor Roger Plank PhD BSc CEng FIStructE MICERepresenting the Institution of Structural Engineers
Julia Ratcliffe MEng CEng FIStructE PERepresenting the Institution of Structural Engineers
Bill Taylor BA (Hons) DipArch MA RIBA FRSARepresenting the Royal Institute of British Architects
Oliver Tyler BA (Hons) DipArch RIBARepresenting the Royal Institute of British Architects
…to recognise the high standard of
structural and architectural design
attainable in the use of steel and its
potential in terms of efficiency, cost-
effectiveness, aesthetics and innovation
THE JUDGES
OBJECTIVES OF THE SCHEME
INTRODUCTION
London Bridge Station
As part of Network Rail’s London RailwayUpgrade Plan, London Bridge Station isundergoing a stunning transformation thatwill deliver a better experience for users anda reduction in delays. It will also ensuregreater connection between London’s homecounties and increase passenger capacity bytwo-thirds.
The station transformation includes anenlarged street level concourse underneaththe tracks, new entrances and new platformsfor more trains, and three of the nineterminating platforms converted to throughplatforms. The concourse is set to be one ofthe largest in Europe.
The rolling redevelopment programmestarted in 2012 and has been scheduled insuch a way as to ensure the station remainsopen for business at all times. On 2nd January2018 the final section of the massive newconcourse and five platforms opened to thepublic, with the remaining redevelopmentworks to be completed in the spring.
Elegant curves are integral to the station’sdesign and respond to the track geometryand curvature of the site. Steel is thenatural material for the project as it allows the necessary design flexibility.It also offers sustainability benefits as it is recyclable and lightweight.
All 15 platforms have been rebuilt to becovered by a striking undulating canopy of steel and aluminium, fabricated andinstalled by Severfield. The eye-catchingcanopy roof is modularised using opensections where each module isapproximately 9m deep by 3m wide. Thereare an astonishing 1,200 prefabricated steelcassettes, with each one a bespoke unit dueto the changing rooftop geometry. To savetime cassettes were prefabricated offsiteand then craned into position, allowing thecanopy to be built during short night-timeconstruction hours.
AWARD
Architect: Grimshaw
Structural Engineers: Arcadis WSP JV
Steelwork Contractors: Cleveland Bridge UK Ltd and Severfield
Main Contractor: Costain
Client: Network Rail PROJECT TEAM
© Rick Roxburgh
The canopy structure comprises Y-shapedcolumns supporting a longitudinal spinebeam formed from fabricated box sectionsthat have extended webs to create serviceroutes. Platforms and canopies sit outboardof the bridge girders, supported ontransverse ‘elephant ear’ frames, and astrains pass over the bridges any deflectionscause the tips of the ‘elephant ears’ to movelongitudinally. The plates that connect theframes to the bridge girders are designed tobalance strength and stiffness to resist theapplied loads, while remaining flexibleenough to avoid fatigue.
The centrepiece of London Bridge Station isthe concourse which is nearly 80m wide.There is also an expansive central space atthe heart of the concourse which deals withthe level changes across the site. The largespan of this space was achieved by using alongitudinal V-column to support a 5mdeep Vierendeel truss, and this allowed forglazing between the vertical members toform the rooflights above.
Cleveland Bridge supplied steelwork forthe rail bridge decks spanning the newconcourse. The work has includedfabrication, trial erection at the company’sDarlington facility, painting, delivery and installation.
The concourse bridge decks are made up ofthree to four spans of simply supporteddecks for each rail line. Each rail bridgedeck comprises six main girders bracedtogether and tied at the ends with trimmerbeams, delivered and erected as pairs.
Following installation the beams were massfilled with concrete and fitted withplatforms, rail lines and canopies.
The main plate girder lengths (spans) weresuch that no longitudinal splices wererequired. After fabrication all componentswere placed in pairs together for a trialassembly to ensure perfect fit andalignment, de-risking the operation on-site.Upon completion of the trial erection, thedeck was separated into component pairsready for dispatch to London.
The main logistical challenges for theproject were the severely restricted siteaccess; a requirement to considerscheduling for follow-on trades, and theessential need to keep the station fullyfunctional. The architect Grimshawdesigned the station and complex stagingprocess based on the concept ofprefabrication and modular offsiteconstruction. This reduced the pressure onthe construction programme and again theuse of steel was advantageous.For the installation of the decks and canopythe project was split into six phases.
The possessions for working were ‘Rules ofthe route’ (very short windows when trainsare not running) synchronised withrestricted short possessions for deliveryvehicle road closures. The entire projecttook place in a busy city centre locationwith narrow streets through which to movedelivery vehicles, large plant and equipment.
The lifting schemes for all steelworkinstallations included the innovative use ofheavy capacity scissor lifts mounted on thetop of Self-Propelled Modular Transporters(SPMTs) to solve access problems.
The aim of Cleveland Bridge’s work was tomaximise the level of offsite fabrication andpreparation to significantly reduce the on-siteprogramme. As the station was operationalthroughout the project, health and safetywas paramount and the overall project wasdelivered within budget and ahead ofschedule, exceeding the client’s expectations.
The project has produced a major upgradeto the existing station, which remainedoperational throughout. Collaborativeoffsite manufacture minimised disruptionduring the project. The use of steel hasallowed the design team to create openconcourse spaces beneath the tracks andelegant curves to the canopy structuresabove. The project is a great example of‘designing for construction’.
JUDGES’ COMMENT
Knostrop Weir Foot and Cycle Bridge, Leeds
The Leeds Flood Alleviation Scheme (FAS) is led by Leeds City Council in partnershipwith the Environment Agency. It willprovide the city centre and over 3,000homes and 500 businesses with protectionagainst flood events from the River Aire,whilst enabling key regenerationopportunities in the South Bank area.Another objective of the scheme is theprovision of new routes for walkers andcyclists, both along and across the RiverAire. Knostrop Weir Foot and Cycle Bridgeserves to reconnect the much-used TransPennine Trail, following the removal of asection of island between the River Aire andthe Aire and Calder Navigation for floodrisk reduction purposes.
As part of the FAS improvements areplacement weir would be constructed onthe Knostrop site, and the clients wanted toexplore the possible synergy between thenew weir and the construction of a bridgeacross the river. The final design uses thenew weir walls as pier foundations for thebridge above, providing significant savingsin budget, time and resources.
Leeds City Council recognised the widervalue for the design to be of high-qualityand identifiable with its place. Despite theapparent complexity of the final design’sappearance, it only requires a singlecurvature in the fabrication of the steel plateelements. This served to simplify fabrication
and enabled the bridge to be deliveredwithin budget and programme. In viewsalong the river the appearance is simple andsympathetic to the natural context. A curvedsoffit combines with the changing deckwidth to translate the varying plan widthinto a rippling deck edge detail, producing adynamic 'sinuous' quality to mirror the noiseand movement of the falling water beneath.Another unique feature of the design is thatin elevation the piers are only 50mm thickand almost invisible in long views, creatingthe illusion of a floating deck. When viewedon closer approach the appearance of thepiers changes, emerging as dramaticprojecting cantilevers springing from theweir below. Lookout points have been
AWARD
Architect: Knight Architects
Structural Engineer: Mott MacDonald
Steelwork Contractor: S H Structures Ltd
Main Contractor: BAM Nuttall
Clients: Leeds City Council and Environment AgencyPROJECT TEAM
© Paul White
positioned above each pier enabling peopleon the bridge to stop and enjoy views overthe weir and along the river.
Steel was the obvious material of choice toachieve the required aesthetic and minimisethe significant construction challenges ofworking over water. The 70m long bridgewas fabricated in S H Structures’ facility,which is situated just 17 miles from theKnostrop site, and treated at a localfacility, minimising the environmentalimpact of the works.
Construction over a river creates specialchallenges in order not to harm thewaterway and its ecology. Minimising thetime and extent of temporary works in theriver was an essential aspect of the design.The prefabricated superstructure sectionsand piers were installed over two weeksusing a crane. At the abutments special eelbypasses have been incorporated to allowfor migration, whilst a dedicated fishbypass is included in the weir.
Given the accuracy required to successfullyrealise the complex steelwork geometry andinstallation, it was decided to embraceBuilding Information Modelling (BIM)from the outset. The Revit model of thebridge enabled every element to beaccurately represented and positioned,including every steel plate in the bridge’scurving geometry and all connectionelements. This was particularly valuablewhen designing the highly complex boltedintegral pier connection. During fabricationthe BIM model was also utilised to allowevery component to be spatially positionedand checked. The model was also used toassist in the design of the workshoptemporary works as the complete lengthwas fully assembled, allowing the criticalinterfaces to be set, checked andmaintained during the fabrication process.
In a wet environment over a weir, carefuldetailing, specification and construction areessential to ensure a long-lasting anddurable solution for a bridge. The bridgesuperstructure is predominantly constructedusing weathering steel with a four-coatpaint system normally only used for difficultaccess highway structures. A primaryconcern was for the durability of the boltedconnections between assembled elements ofthe bridge. This required highly protectivedetails and connections that far exceededwhat was needed for structuralrequirements to minimise water ingress.
One of the key features of this elegantstructure is the slim piers. To achieve therequired aesthetic and structuralperformance this area required carefulconsideration. Once the concrete weirwalls had been poured and the holdingdown bolts installed, a detailed as-builtsurvey was carried out. The recess boltholes in the curved pier base plates weredrilled and machined to match the as-built layout of each bolt group. With thiswork done, each base plate was trial-fitted to check for fit before the pierswere finally installed, surveyed and castin place. This attention to detail is criticalto the successful installation of this typeof precision detailing.
This team solved an unusual bridge alignmentby producing a thoroughly modernintervention in a post-industrial landscapewhose unique qualities are derived from theconstraints of the flood relief requirements.Using ingenious geometry and thoroughattention to detail, the prefabricated sealedmodular deck units appear to float onimpossibly slender vertical supports. The resultis an economic, robust and graceful solution.The overall rippling effect of the bridge isintriguing, yet it is rooted in logic; a seamlessintegration of architecture and engineering.
JUDGES’ COMMENT
© SH Structures
© Paul White
Jaguar Land Rover EngineManufacturing Centre
The BREEAM ‘Excellent’ EngineManufacturing Centre comprises 165,000m2
of production space, offices, social supportspaces and a community educational centre,and is an exemplar of modern sustainablemanufacturing.
Innovation, collaboration and the well-beingof people at the facility have shaped thesuccess of the building. A simple layout wasderived from optimum operationaladjacencies and designed for flexibility,providing both an efficient process flow formanufacturing and giving staff easy access tosupport facilities. Naturally-lit machine andassembly halls are flanked by supportingoffice and ancillary buildings. This approach
optimised production performance andblurred the boundaries between productionand offices through visual transparency,clear movement and social spaces, helping tobreak down the barriers of communicationbetween staff.
A powerful architectural impression wasachieved through the simple, repeating anddiscretely expressed façade modules,generated by the north lights. The skylightsprovide generously day-lit spaces throughoutthe complex, and continuous strips of glassalong the ground floor allow the buildingsto float, further humanising the scale of thespaces while providing views out to thelandscaped surroundings.
With a firm date for starting production,programme was critical. The first phase ofthis world-class facility was handed over just24 months after the design team’sappointment. Subsequent phases followed incontinuous sequence from 2013 to 2016.
Phase One was one of the first structures inthe UK to be designed to the Eurocodes.Arup developed spreadsheets to automatemember utilisation checks direct fromanalysis output, enabling all members to berapidly optimised. Despite the intensiveservicing loads on the roof, this reduced theroof tonnage to only 28kg/m2, which isimpressively light for 30m spans.
AWARD
Architect: Arup
Structural Engineer: Arup
Steelwork Contractor: Severfield
Main Contractor: Interserve Construction Ltd
Client: Jaguar Land RoverPROJECT TEAM
© Simon Kennedy
All the structures comprise braced steelframes, with grids set by the bay sizes ofthe production areas below. Conceptstudies explored grid size with the clientand compared portal action, but thebraced frames were considered thecheapest solution.
The north lights are formed using theprimary 30m span trusses to minimiseintrusion of the structure into theproduction spaces and thereby minimisebuilding height. The Machine Hall uses agrid of 30m by 15m, matching the rhythmof the north lights. Assembly Halls have agrid of 30m by 30m, at twice the rhythm ofthe north lights, so primary support trussesare provided below the north lights on each30m grid to support the intermediateprimary trusses. Secondary trusses areprovided at 7.5m centres. These gridsprovide for future reconfiguring of theassembly lines.
Columns were designed assuming somerotational fixity to minimise second-ordereffects. This was derived from a study ofpotential settlement of the pads andconsidering the need for them to standwithout temporary works during erection.
Wind behaviour on saw-tooth roofs isdirectional relative to the saw-tooth, butlarge-scale roofs behave differently to small-scale roofs. So, comparing the peak windeffects from the roof geometry with peakwind directions for the site, sheltering benefitsand size factors, the uplift loads were reducedby up to 70% for most of the roof.
Mezzanine floors provide supportaccommodation and plant spaces, usingreinforced concrete slabs constructed onprofiled metal decking, providing robustfire separation for plant spaces.
Primary services within the spaces distributeat roof level supported from the roofstructure. This minimised the need fortrenches and steps in the ground slabs,maximising future production flexibility.The roof had to be designed accordingly forintensive servicing and high point loads.
The support and spine buildings aretypically two storeys high withaccommodation below and plant at firstfloor level to feed directly into the adjacenthalls. The office building uses precasthollowcore slabs to provide an exposedthermal inertia of the soffits to assist withthe natural ventilation strategy.
Jaguar Land Rover’s commitment tosustainable, low carbon, manufacturing wassupported by Arup’s ability to provideintegrated and innovative low-energy designsolutions, resulting in one of the largestbuildings to achieve BREEAM ‘Excellent’.
Sustainable measures include the UK’slargest PV installation, zero operationalwaste, extensive grey water recycling, day-lit spaces, naturally-ventilated offices and apioneering 'solar cladding' façade system.
The north lights’ vents open to expel hotair in summer reducing extract energy.Responsive dimming controls for the
lighting system help to capitalise on thegenerous daylighting in the space to savefurther energy.
The project was a trailblazer for applyinglevel 2 BIM. The one-model approach wasextended to embrace Jaguar Land Rover’sown manufacturing designers, whointegrated Arup’s BIM model with theirProcess and Equipment 3D model to createa model of the entire facility, enablingunprecedented levels of coordination to beachieved. The model was also populatedwith specification and data tagging toenable adoption into Jaguar Land Rover’sfacilities management system.
The structural model was produced directlyfrom the analysis model, exported to Tekla,saving the steelwork contractor weeks ofmodelling.
Drawing on traditional industrial forms,the team has updated these principles todeliver a stunning workplace to train andattract the best talent in the industry. The lightness of the framing, extensiveroof-lights and perimeter windows deliverhigh levels of natural light. The steel isefficiently designed for current operationsand adaptation for changes in enginedesign and technology.
JUDGES’ COMMENT
© Simon Kennedy
V&A’s Exhibition Road Quarter, London
The most significant interventionundertaken at the V&A’s South Kensingtoncampus for over 100 years, this majordevelopment provides a large column-freeunderground exhibition gallery with anoculus to allow the influx of naturaldaylight, an open courtyard andsignificantly improved street level entrancefrom Exhibition Road into the Museum.
The courtyard also acts as a venue forinstallations and events and is served by a glass-fronted café.
The Sainsbury Gallery, a new 1,100m2
column-free space, will be one of the largest
temporary exhibition spaces in the UK andallow the V&A to significantly improve theway it designs and presents its world-classexhibition programme.
Entry to the new Sackler Courtyard will bethrough the arches of the 19th Centuryscreen designed by Sir Aston Webb.
From the courtyard, and from key internallocations through the glazed skylights, it isnow possible to see previously hidden façadesof the museum’s original buildings, includingthe detailed sgraffito decoration on the HenryCole Wing which has been revealed to thepublic for the first time since 1873.
Following an extensive internationalcompetition Amanda Levete Architects(AL_A), working with Arup, were appointedas the designers of this scheme. Key to thesuccess of the competition was the use ofstructural steelwork for the concept designfor the ‘folded plate roof’, a system oftriangular steel trusses which span 38macross the gallery, support the courtyard,café, and crucially allow the changes ofexisting ground levels to be fully exploitedto fit in a mezzanine floor. As well as thesignificant vertical loads that this structuresupports, it is also resisting significant propforces as it is the ground level structure of a 15m deep basement.
AWARD
Architect: AL_A
Structural Engineer: Arup
Steelwork Contractor: Bourne Steel Ltd
Main Contractor: Wates Construction
Client: Trustees of the V&APROJECT TEAM
© Paul Carstairs/Arup
During the excavation of the basement,800 tonnes of historic Grade I listedstonework stood on one ‘mega-beam’formed of four individual steel beams. The ‘mega-beam’ was temporarilysupported on steel needles, which werethen replaced by four steel columns.
The beams and columns are expressedwithin the volume of the stairwell, so thatas visitors pass from the entrance to thegallery they understand how the façadeabove is supported, and where they are in relation to the rest of the museum.
The ‘folded plate’ structure comprises 13‘Toblerone’ trusses supported on an inclinedstorey-height mezzanine truss. Throughoptimising both the overall geometry andthe geometry of the members making up thetrusses, the design team was able to save40% of the steel weight of the initialconcept. Early engagement by Arup withBourne, and the steel industry, during thedesign process meant that the design movedfrom needing extensive temporary supportto erect it to one where the ‘Toblerones’were self-stable for ease of erection.
Bourne was responsible for the connectiondesign, fabrication and erection of the 13‘Toblerone’ trusses, each up to 25m inlength and weighing up to 14 tonnes.Transporting and delivering these trusses inLondon was a logistical minefield requiringcareful planning and coordination withHighways England.
The unique geometry of each truss and thedifficulty in positioning meant that thefabrication had to be precise in itsexecution. Due to the geometry and sheersize of the trusses, bespoke jigs needed to bemade to aid fabrication, and much of thefabrication needed to be carried out withthe use of mobile elevating workingplatforms (MEWPs).
The form of the structure presented severaldifficulties for the connection designers,with a combination of heavily loaded andmulti-planar joints, nearly all of which wereunique, with often a restricted envelopewithin which to achieve a viableconnection. The connection designs had toincorporate allowances for erection andfabrication tolerances. The triangulartrusses, which form the principal membersof the roof, are an example of thegeometric challenges encountered withtypically two chord members and fourinternals intersecting at a point, with noneof the members in a common plane, andthe remaining members clashing well beforethey reached the intended connection zone.
Precision checks offsite and on-site showedthat exceptional tolerances were achieved,which meant that each of the trusses wasdropped into place on time, first time,every time.
The truss geometry and phasing werecoordinated in an integrated 3D modelbetween Wates and Bourne to ensure thatthere were no clashes between the steelworkand the heavy temporary props that laterallyrestrained the retaining walls beforecompletion of the courtyard structure.
What had been viewed as a high-riskpackage due to the complex geometry ofthe steelwork, the critical structuralperformance requirements and the multiplechallenging interfaces between it andfollow-on trades, was delivered to anoutstanding quality and attention to alldetails by a committed design, fabricationand site team.
The inverted ‘Toblerone’ shaped trussesform a neat arrangement to support a newpublic courtyard and entry from ExhibitionRoad above new basement level galleries.This array of steelwork was hugely refinedthrough the design process to maximise theefficiency of each member. Good use oflight and colour for wayfinding in the newextension is exemplified by the striking redsteel columns that so appealed to the judges.
JUDGES’ COMMENT
Bloomberg London
Bloomberg London represents one ofthe largest, most notable developmentsto shape the post-Olympic landscapeof London. Bloomberg’s newEuropean headquarters is respectful ofits location in the heart of the City ofLondon, close to the Bank of England,St Paul’s Cathedral and the church ofSt Stephen’s Walbrook. It is a trueexemplar of sustainable development,with a BREEAM ‘Outstanding’ rating– the highest design-stage score everachieved by any major officedevelopment in the UK.
The architect’s vision consisted of twoadjacent 10-storey buildings with a pedestrianaccess path cutting diagonally through. A steel frame with composite concrete floorsis clad with sandstone and metal fins toproduce a solid, understated elegance set tolast within a hostile city environment.
The structure’s sensitive island locationmeant that physical limitations were set bythe adjacent roads, as well as the remains ofLondon Wall running close by. Constructingclose to an existing sewer, the adjacentWaterloo & City line tunnel and the new
direct link to Bank Underground station allrequired third party agreements andconsiderably affected programming. In two such immensely complex 10-storeystructures adding value through design hasbeen key, and AKT II was able to do thisfrom the basement upwards. The locationwas previously home to Bucklersbury House,a disused 1950s structure demolished priorto start on-site. However, the slab-and-pilefoundations were retained following a radarsurvey which confirmed that the vastmajority could remain, with additional pilesintroduced only in the south-west corner.
AWARD
Architect: Foster + Partners
Structural Engineer: AKT II
Steelwork Contractor: William Hare
Main Contractor: Sir Robert McAlpine
Client: Bloomberg PROJECT TEAM
© Aaron Hargreaves/Foster + Partners
On plan, the form and setting out of thenorth and south buildings respond to theangular nature of the site and the alignmentof the new arcade with Watling Street. To achieve this both buildings use a uniquestructural grid set out on a 13.85mequilateral triangle that maximises openfloorplates. The form of construction issimilar to that found in orthogonal steel-framed City office buildings. All cores areformed from insitu reinforced concrete but,in contrast to traditional building forms,have been pushed to the perimeter toincrease the extent of uninterrupted floorspace and improve visual connectivity. To further enhance this, lift shafts have beenopened up to animate the façade and act aslight wells. The two buildings are alsoconnected at high level with a series of linkbridges above the arcade. The scale andprecision of the stone and bronze façade isachieved with an independent primaryframe which connects to the main columnsand eliminates the larger movements intraditional edge beam solutions.
The structural grid is interrupted in severallocations with transfer structures to create theunique spaces within the building. The mostsignificant of these occurs above the pantrylevel which involves a storey deep trusswithin the level 9 plant floor spanning up to26m between columns. This allows thesuspension of level 8 and the removal of fourmain internal columns to create a two-storeyhigh vast communal space within the pantrywith spectacular views of St Paul’s Cathedral.
Within the centre of the north building isthe feature ramp which provides accessbetween floors from level 2 to level 8. Thesteel ramp structure is 1.5m wide and spans30m between floors measured along itscentreline. The elliptical oculus within thefloorplates through which the ramp passesalso rotates 120 degrees at each floor levelfollowing the plan transcribed by the ramp.
The main reception carves a column-freespace under the ramp between ground andlevel 2, introducing a three-dimensionalstructural vortex form that spans, displays,announces and integrates architecture andstructure for a spectacular experiencebefore revealing the ramp as a structuralforce majeure.
The benefits of using steel construction forBloomberg London included providinglong-span uninterrupted floorplates andsmall structural zones relative to the span,with fully integrated services within thestructural depth. Complex transferstructures could be incorporated within thebuilding, saving space when compared withother materials. The project showcased skill
and workmanship through the creativity ofthe devised structural solutions thatachieved architectural design intent withinthis modern office environment.Stability was provided to the north andsouth 10-storey steel-framed buildings byconcrete cores which were on the perimeterof the buildings.
The peak site of erection was the north andsouth buildings running in parallel with eachother, which required approximately 600tonnes of steelwork to be produced per week.
Thanks to 4D BIM planning and offsitemanufacture on-site risks were reduced,William Hare worked with the project teamto ensure delivery was on time and error free.
The elegant exterior of this major building,a polite addition to the City, conceals afabulous interior supported by a highlyinnovative design in steel. The uniquetriangular column grid and roof transfersystem create the large open spacesrequired by the client, whilst the vortextransfer structure and atrium rampproduce effective yet stimulating circulationroutes. The attention to detail throughoutthe project sets the highest standard forcommercial office accommodation.
JUDGES’ COMMENT
© Nigel Young/Foster + Partners
The Ordsall Chord Viaduct
The Ordsall Chord Viaduct is the iconiccentrepiece at the heart of the OrdsallChord, a new elevated railway connectingManchester and Salford. The project reducesrailway congestion, allows new passengerservices to run, and creates wide economicbenefits across the north west of England.
The viaduct carries the new two-trackrailway across both the River Irwell and thedual carriageway Trinity Way. It sits next tomajor heritage structures, part of the historic1830 Liverpool to Manchester Railway, theworld’s first inter-city railway.
The context required a design which was ofthe highest architectural quality, with astructure that would act as a landmarkwithout dominating surrounding buildings.
An 89m span network arch structure waschosen for the main river span, combininggreat strength and stiffness with a relativelylow profile. A 100m long twin girder bridgewas selected for the spans over the roadway.All parts of the viaduct are integratedvisually to appear like a single ribbon ofweathering steel.
This is the first network arch bridge to bebuilt in the UK, and the first asymmetric(tapering) network arch anywhere in the world.
The preliminary design concept illustratedbox girder structures throughout the length of the viaduct. The design was modifiedduring the design-and-build phase, adoptingbox girders for the arch ribs but stiffenedplate I-girders for the spans over the highway. This reduced construction costs andsimplified future maintenance requirements.
AWARD
Architect: BDP
Structural Engineers: AECOM Mott MacDonald JV
Specialist Designer: Knight Architects
Steelwork Contractor: Severfield
Main Contractors: Skanska BAM JV
Client: Network Rail
PROJECT TEAM
© Matthew Nichol Photography
The network arch is visually merged withthe girder spans above Trinity Way by theinclusion of steel ‘cascades’ in between.These transition pieces negotiate complexchanges in vertical and lateral geometry,and give the impression of a smoothtransformation from the hexagonal box tothe ribbed I-section.
The river and highway spans of the viaductboth employ steel primary girders, withsteel cross girders supporting a compositeconcrete deck slab. The main span’s hangernetwork comprises 2 x 46 solid steelhangers each 85mm in diameter.
Steel was the most cost-effective solution tosatisfy the client’s structural performancerequirements and the desire for an elegant,iconic structure. Steel was ideal for theoffsite manufacture of a highly geometricallycomplex structure and allowed an efficientconstruction methodology to be developed.
Adoption of weathering steel for the viaductprovides a unifying visual identity andminimises future maintenance requirements.
The network arch was the biggest structuralchallenge. An existing road bridge had tobe demolished before construction couldproceed. Steel support trestles wereassembled by driving tubular steel pilesthrough its deck, and they were used toprop the structure during demolition. Thesupports served a dual role; they were thenreused as the supports for the network archspan’s during its erection.
The deck girders were installed piecemealonto the abutments and temporarysupports, welded together, and cross girdersbolted in place. The arch sections werebrought to site in segments and weldedtogether lying on their sides near the riverbank. Both arches were then rotated on endpivots to their correct inclination (6 degreesfrom vertical), overhead bracing installed,and temporary tie cables and struts inserted.The dual-arch assembly weighed nearly 600tonnes and was erected onto the end nodesof the tie girders with a tandem crane liftusing a 750-tonne crawler crane, along withthe UK’s largest 1,300-tonne crawler crane.
Hanger stressing was the most complexconstruction stage, with a total of 136 stagesof stressing completed. Two independentload monitoring systems were used in everyhanger during construction, with onemonitoring system left in place for in-servicestructural health monitoring. Although thestructure behaved generally as predicted,close cooperation was required between theconstruction and design teams to allow smalldivergences in hanger load to be corrected.
The box girder elements of the structurewere specified as Execution Class 4, onestep above normal UK bridgeworksrequirements, due to the impossibility offuture examination of welds within thehighly constrained box sections.
The bridge was fully designed and detailedusing BIM, adopting a highly innovativearrangement to reduce programme, increaseconfidence in the buildability of the design,and allow early ordering of steel platebefore the full design was complete. Thesteelwork contractor’s BIM technicianswere ‘loaned’ to the design engineers,embedded in their team, to help producethe BIM model, design drawings, andensure the design data was simple for thesteelwork contractor to re-use in its ownprocesses. This approach is believed to be a first for the UK bridge industry.
Key parts of the design were delivered usinga ‘3D-model-only’ approach, minimisingthe cost and time required to produceconventional 2D structural steelwork designdrawings, and improving confidence in thequality of the information shared.
The Ordsall Chord project is a major pieceof new railway infrastructure that has atruly civic presence. The project combines anew network arch railway bridge andapproach viaducts with integrated publicrealm. Weathering steel is used as a strongunifying element that flows through fromthe viaduct and bridge approach upstandsinto the main arches of the railway bridge,giving the scheme a strong architecturalidentity within its urban setting.
JUDGES’ COMMENT
© Matthew Nichol Photography
© www.airviews.info
Two St. Peter’s Square is a new build,Grade A office space in the heart ofManchester city centre. It faces the Grade Ilisted Town Hall and Grade II listedCentral Library. The building is 12 storeysabove ground with a two-storey basement.
The key driver for the structural design hasbeen to provide highly flexible column-freeaccommodation that is attractive topotential tenants. The typical beams are730mm deep and, over the 18m span,vibration was a key criterion governingmany of the section sizes.
At ground level the architectural intent wasto provide a colonnade with columns at12m centres and cantilevers of 6m at eitherend. Continuing this wide spaced grid onthe typical floors above was not economicalso a transfer structure at the lower levelwas utilised.
To maximise the spatial experience of thecolonnade at ground floor level thecolumns are double-height with the first-floor floorplate set-back from theperimeter. Long-span transfer beams atlevel 2 achieve this with the first floor hungfrom above. A similar arrangement is
adopted at level 10 with transfer beamsthat support the set-back columns above.This arrangement provides a high valueterrace space overlooking the civic heart ofManchester, whilst also responding to theplanners’ concerns on massing.
Vertical access for the building, both forpeople and services, is via the core.Positioned offset on the building floor planthis maximises the available floor area andthe length of premium elevations facing thesquare. Building stability is provided by thereinforced concrete core which acts as acantilever from the raft foundation atbasement level under the lateral loadingimposed on it.
Supporting the façade presented severalengineering challenges. Each unit wasconstructed in 6m wide by 4m high mega-panels.
The extent of movement of the frameunder the significant façade loading wasmeticulously calculated during thedifferent phases of the build. This involvedpre-setting the steel frame, so it couldsettle incrementally as the mega-panelswere installed.
Long-span beams form the typical floorsgiving column-free flexible spaces.Economy was achieved by integrating thestructural and service zones, utilisingcomposite action between the steel beamsand concrete slabs and adoptingasymmetric sections.
Two St. Peters Square has regenerated aprime site in central Manchester providinga positive contribution to the city andenhancing the adjacent public realm.
Two St. Peter’s Square, Manchester
COMMENDATION
This scheme of new Grade A offices inthe heart of Manchester’s civic centreresponds to the challenge of this site of prime importance. Not only doesthe glazed stone tracery respondappropriately to the location, but the elegant steel framed building with 18m clear spans provides flexibleaccommodation highly attractive to tenants.
Architect: SimpsonHaugh
Structural Engineer: BuroHappold
Steelwork Contractor: William Hare
Main Contractor: Laing O’Rourke
Client: Mosley Street Ventures LtdPROJECT TEAM
JUDGES’ COMMENT
© Daniel Hopkinson
From conception the Energy Centre wasdeveloped with innovation and creativity toensure the structure was a stand-out pieceof artwork on the newly-formingGreenwich Peninsula.
Central in the structure is the highlydistinctive flue tower, measuring 3m by18m on plan and 49m tall.
The cladding of the flue tower unitessophisticated engineering and complex opticresearch to create an impressive sculpturalconcept on a huge scale. The uniquecladding is formed of hundreds of triangularpanels, each the height of a London bus,that fold and flow across the surface of thetower. The resulting complex geometricpatterns visually break up the elevations tocreate an uneven sculpted surface that playswith the vanishing points and perspective.
The panels are perforated to exploit thephenomena of the Moiré Effect, and atnight an integrated lighting design producesa shifting series of ‘compositions‘ lit fromwithin the structure.
The main building and tower arestructurally independent to avoid the effectsof cyclic loading and fatigue on the toweraffecting the main building.
A series of wind tunnel tests were carriedout on the tower structure as the claddingdesign progressed to assess the detailedloads on the structure and the dynamicsensitivity of the tower. A BRE study wasalso carried out to provide design data forassessing cyclical fatigue loads.
The tensile strength and ductility of steelmade it the obvious choice to cope with theeffects of high wind loading on the tall slimstructure. The industrial aesthetic of steellent itself to the historical context ofGreenwich Peninsula, whilst the crossbracing of the structure echoes theneighbouring gas holder dating from 1886.
345 tonnes of galvanized steel were erectedfor the flue tower, which consisted of fivemain cantilever latticed girders, each formedfrom three 16m high by 3.15m widesections spliced at third points on-site and
placed 4.5m apart. These were connectedwith interleaving diagonal secondarymembers fixed to both chords on the maineast and west façades.
Close coordination with the cladding sub-contractor was fundamental to achievingthe correct setting out and detailing for thehundreds of fixing brackets; each fabricatedas part of the steel frame with sufficienttolerance to allow seamless connection andadjustment of the cladding panelsthroughout the build.
Architect: C. F. Møller
Artist: Conrad Shawcross RA
Structural Engineer: Price & Myers
Steelwork Contractor: Billington Structures Ltd
Main Contractor: Kier Group
Client: Knight Dragon
PROJECT TEAM
COMMENDATION
The Greenwich PeninsulaLow Carbon Energy Centre
This project forms the gateway to a newand rapidly developing quarter to the eastof London and is a remarkable addition tothe heavily urban landscape, both duringthe day and at night. Steel is used withgrace and with flexibility for the future inmind. The collaboration between artist,designers, steelwork contractor and thisenlightened client has resulted in aholistically coherent and notable project.
JUDGES’ COMMENT
© Mark Hadden © Billington Structures
Four Pancras Square is the last of six newcommercial buildings within King’s CrossCentral Zone B, located adjacent to St Pancras and King’s Cross stations.
As the square’s prominent ‘keystone’, Four Pancras Square demanded a strongidentity that resonates with the site’sindustrial heritage. This is encapsulated inEric Parry Architects’ competition-winningdesign via an expressive exposedweathering steel frame.
The building was designed as a speculativeoffice, aspiring to exceed the BritishCouncil for Offices specification and be thefirst office to achieve a BREEAM 2014rating of ‘Outstanding’, succeeding in both.
The building is 57m wide on the northelevation, 27m on the south and 54m onthe west, producing a 60 degree angle onthe east.
These proportions, combined with theconcept, resulted in a regular 4.5m columngrid on the upper levels and larger spansaround the ground floor retail, typically13.5m, but up to 27m clear span on thesouth face. The façade structure continuesbeyond the set-back 10th floor and the
landscaped roof terrace above to crownthe building.
The key challenges to the design anddetailing of the external steel exoskeletonincluded:
• forming the full width transfer creatingthe dramatic southern entrance ontoPancras Square.
• control of thermal movements of theexternal primary frame relative to theinternal structure.
• detailing the structure and finishes toaccommodate the movements.
• providing the necessary fire resistance tothe unprotected steel exoskeleton.
• ensuring the exposed components of thesteel exoskeleton and the junction withthe internal structure are designed anddetailed to provide the requireddurability.
A Vierendeel truss wrapping the first flooris a key architectural feature. On thesouthern elevation to the square it formsthe transfer structure creating the column-free open entrance onto Pancras Square.The storey-high truss continues to wrap theremaining elevations of the first floor,resolving the different grids required for the
office levels and the public realm.Where the steel exoskeleton interfaces withthe façade at the perimeter columns thefloor slab sits on steel shelves, ‘hods’, whichcantilever off the external columns throughthe façade. These ‘hods’ are tied into theslab and in turn cantilever out to restrainthe columns in both directions.
These ‘hods’ result in structuralpenetrations through the thermal line of thecladding at 4.5m centres across all floorsand were a critical connection detail.
Four Pancras Square, London
COMMENDATION
The judges recognised the strongtechnical collaboration of the entire teamto deliver the architect’s vision of anexpressed weathering steel exoskeletonwithout compromise. This was achievedthrough creative development of keytechnical details to address thermalbridging, differential thermal movements,fire performance and weathering. The building’s elevations are acelebration of steel.
Architect: Eric Parry Architects
Structural Engineers: AKT II and BAM Design
Steelwork Contractor: Severfield
Main Contractor: BAM Construction
Client: King’s Cross Central Limited Partnership PROJECT TEAM
JUDGES’ COMMENT
© Dirk Lindner/Eric Parry Architects © Grant Smith/Eric Parry Architects
Brooklands is the birthplace of Britishmotorsport and aviation, and the home ofmany remarkable engineering andtechnological achievements throughout the20th Century. Over the past three years,Brooklands has seen another uniqueengineering achievement – the successfulrelocation and refurbishment of the 78-year-old, Grade II listed, Bellman Hangar toreinstate key surviving elements of theoriginal motor racetrack.
The project also included the constructionof a new Flight Shed building to house someof the Museum’s expanding aircraftcollection, together with workshops andarchive facilities. The hangar was re-cladwith new profiled steel cladding thatmatched the original profile externally, but incorporated insulation to provideenhanced environmental conditions inside.As part of the project, a major newexhibition celebrating the history of aircraftmanufacture was created within it.
Analysis of the structure showed that therewas a weakness in the haunch connection,which could be overstressed in high windsparticularly when the hangar doors wereopen, creating a dominant opening. Lowkey strengthening works to the haunches
were developed, which did notfundamentally affect the nature orappearance of the structure. The repairs areexpressed through the use of differentsection profiles and colours to distinguishnew from original elements.
Careful dismantling was undertaken toavoid damaging the existing components ofthe building. The components were thenindividually tagged to define their locationand orientation to make sure that all thecomponents would fit back together againin the same locations. Once transported tothe steelwork contractor’s factory, eachelement was sand blasted to remove themany layers of old paint and reveal theextent of any damage or corrosion. Wheremajor damage or corrosion was found,elements were repaired to match theoriginal structure. The steelwork was thenre-painted and carefully transported back tosite for re-erection.
In addition to the re-erection of the hangar,a free-standing mezzanine was designedwithin the hangar to increase the exhibitionspace. This mezzanine also included a bridgeacross to the adjacent Flight Shed, linkingthe two buildings without the need forextensive alterations to the Bellman Hangar.
The project was successfully completed andopened in November 2017. It is aresounding testament to the flexibility anddurability of steel design, both in its originalconcept and in how it can be sustainablyand sympathetically adapted and re-usedmany years after its original design life hasbeen exceeded.
Architect: Thomas Ford & Partners
Structural Engineer: Alan Baxter Ltd
Steelwork Contractor: Ainscough Industrial
Main Contractor: Brymor Construction Ltd
Client: Brooklands Museum PROJECT TEAM
COMMENDATION
Brooklands Museum AircraftFactory and Racetrack Revival
This project is a testament to theadaptability of steel construction and thecare with which the project team managedthe task of dismantling the old hangar,refurbishing individual components andre-assembling the structure on a nearbysite, providing the ideal accommodationfor the museum display.
JUDGES’ COMMENT
© David Lankester © David Lankester
The new steel-framed extension to theBelfast Waterfront stretches from theexisting building out to the edge of theRiver Lagan and provides an additional7,000m2 of floor space which can facilitateup to 5,000 guests at any one time. Thereis an 1,800m2 main hall and a 700m2 minorhall, each of which can be sub-divided toallow flexible layouts. These large clearspan spaces were most cost-effectivelyachieved with a steel frame.
The facility has been designed to fit in withits surroundings, wrapping around theexisting building and connecting to theexisting facilities at multiple levels, thoughremaining an independent structure. Theextension spans over the existing servicesyard and service building on the riverside.Public access to the river has beenmaintained. The congested location provedchallenging, being extremely restricted interms of access and by surroundingstructures and its proximity to the river.
The use of steel meant the constructionworks could be accelerated given theopportunity to prefabricate the frameoffsite in advance.
The complex primary structure wasinfluenced by several factors. The spatialrequirements for the extension involvedcolumn-free spaces, a combination of singleand double-height spaces and partialintermediate floors, and the need to buildover and around retained structure. Thisled to several framing solutions beingemployed, using 1,400 tonnes of steel.
Pre-cambered cellular beams were usedalong with metal deck composite concreteflooring. The degree of pre-cambering wascalculated to provide level steelwork afterdead load deflection.
Extra levels were squeezed in as thebuilding’s footprint gave very limited floorspace. To give this intermediate floorsufficient ceiling height ‘Slimflor’construction was adopted, using plated UCsections within the floor depth.
‘Cellform’ beams were used to form the mainhall roof; this allowed services to passthrough the beams and thus maximise ceilingheights. These ‘cellform’ beams had a taperedsection to provide integral roof falls (andprovide a level soffit for rigging steelwork).
For the accommodation built over theservice yard, cantilevered plate girderswere used as their supporting columnswere offset to maintain clear height forHGV access.
This project was Belfast City’s Council’sfirst use of BIM on a major project. It wasdelivered using advanced modellingtechniques, which minimised on-siteclashes and maximised the efficiency ofdesign and construction.
Belfast Waterfront Conference& Exhibition Centre
COMMENDATION
New conference halls, banqueting andbreak-out spaces extend the BelfastWaterfront Conference Centre right up tothe quay of the River Lagan. The resultingmultiple challenges, both physical andfinancial, were met by a sequence ofappropriate and pragmatic structural steeland architectural solutions.
Architect: Todd Architects
Structural Engineer: Doran Consulting Ltd
Steelwork Contractor: Walter Watson Ltd
Main Contractor: McLaughlin & Harvey Ltd
Client: Belfast City CouncilPROJECT TEAM
JUDGES’ COMMENT
© GOC Photography © GOC Photography
Opened in August 2017, TransportScotland’s Queensferry Crossing is one ofthe most striking engineering icons of the21st Century.
On the south side of the crossing theapproach viaduct (AVS) is 545m long andcomprises two composite steel box girders,set 21.75m apart, supported on six V-shaped piers with spans of 64m + 80m +90m + (3 x 87m). These are directlyconnected to the main span cable-stayedsingle box section of the Crossing.
Each approach viaduct is 17.5m wide,accommodating two main carriageways anda hard shoulder. Consideration has beengiven to future usage, allowing it to beadapted to light rapid transport systems inthe future.
The AVS was pre-assembled before beingprogressively launched into place. Assemblytook place in an efficient and controlledenvironment, keeping work out on theestuary to a minimum. However, thiscreated significant engineering challenges.
The steel twin box girders of the viaductwere fabricated and pre-assembled byCleveland Bridge in Darlington. The
completed girders were transported by roadin halves due to the width of the boxes.
Behind the southern approach a 160m longassembly platform work area was prepared.The east and west girders were launchedindependently and alternately in six stages,proceeding span-by-span. This facilitated arolling programme of fabrication, segmentdelivery, site assembly and a staged launchwith east and west girders alternating.
The active viaduct launch solutioncomprised a vertical ‘king post’ andtemporary stays. The temporary stay systemcounteracted girder deflection as the tipreached the next pier, also reducing bendingeffects during cantilevering. The pullingsystem consisted of cables anchored to therear part of the girders. Hydraulic jackstransferred the pulling load to thepermanent abutment bearing plinths. Thedecks were pulled at an average speed of10m/hr.
Construction of the concrete deck slab andcantilevers was undertaken in phases.
The bridge has low level deck lightingwhich reduces costs, improves safety andminimises external light pollution. The wind
shield provides weather protection for allvehicles for wind speeds up to 115mph,minimising crossing closures.
Maintenance requirements have been keptlow. The viaduct box has adehumidification system, removing any needto repaint the internal steelwork. Externally,a permanent maintenance gantry system hasbeen installed to facilitate access to all facesof the boxes. The use of high-quality paintsystems will ensure longevity and willextend the life of maintenance repainting toover 25 years.
Structural Engineer: Ramboll
Steelwork Contractor: Cleveland Bridge UK Ltd
Main Contractor: Forth Crossing Bridge Constructors
Client: Transport Scotland
PROJECT TEAM
COMMENDATION
Approach Viaduct South,Queensferry Crossing
In a landscape comprising the ForthBridge and the Forth Road Bridge, thenew Queensferry Crossing, Britain’stallest bridge, cannot fail to impress.This scheme for the southern approachviaduct embodies the knowledge indesign, fabrication and long-termmaintenance, in the launching andfinishing the twin box viaducts, fromsome of the world’s mostaccomplished bridge builders.
JUDGES’ COMMENT
© Transport Scotland © Transport Scotland
The Beacon of Light is a uniquelandmark in Sunderland providingeducational aspiration through thepower of sport. It is a combination of aschool, offices, a 12-court sports hallthat doubles as a 3,000-seatperformance venue and an indoorfootball pitch on the roof. In total over10,500m2 of accommodation isprovided, built to a very high quality,for only £17M. Architecturally it is asignificant feature on the Sunderlandskyline and a beacon for the Foundationof Light.
Early in the design concept it wasdecided that a steel frame would providea flexible solution that would allow thedesign to develop right up to the starton site. Without the steel frame theproject would not have been affordable,nor would it have been as dramatic andelegant, from the sports and leisurevenue right through to the indoorrooftop football pitch under a 60m by60m clear span fabric roof.
The project provides a superb communityfacility for the people of Sunderland. Itsamazing column-free spaces and structuralforms inside will themselves be aninspiration to those who use the buildingthroughout its lifespan, in particular thetwo-way spanning 60m by 60m roofwhich has a design weight of 44kg/m2. It is particularly shallow and required adetailed erection sequence and temporaryworks to make it possible. The whole roofand polycarbonate frame is in an unheatedspace and is thermally isolated from themain warm frame underneath.
The use of a steel frame was fundamental to:
• keep the amount of piling to a minimumthus reducing environmental impact.
• allow the M&E flexibility by creating clearsoffits in the main service run directionskeeping coordination simple andfabrication modifications, such as holes inbeams, to a minimum.
• create a 60m by 32m clear span sports hallthat can be converted into a 3,000-4,000seat performance venue that has a footballpitch over it. It has five different possibleuses planned and is designed to be soflexible that the adjacent mainaccommodation at the upper levels issupported by super trusses to accommodateextra viewing and seating zones withuninterrupted views.
• design a very lightweight and very shallowtwo-way spanning fabric roof structure anda feature ‘Beacon’ polycarbonate façadethat can come alive at night with lighting.
• create a building that fits the superbarchitecture, within the tight budget, to avery high aesthetic standard.
The Beacon of Light, Sunderland
COMMENDATION
A new landmark in regeneratingSunderland, this glowing cube of abuilding, a home for the Foundation ofLight, is a community-supportedcombination of school, sports halls and3,000-seater performance venue. It evenincludes a covered football pitch on theroof. The steel frame economicallyresolves structural challenges fromfoundations to its 60m by 60m clearspan fabric roof.
Architect: FaulknerBrowns
Structural Engineer: s h e d
Steelwork Contractor: Harry Marsh (Engineers) Ltd
Main Contractor: Tolent Construction
Client: The Foundation of LightPROJECT TEAM
JUDGES’ COMMENT
Designed for cyclists and pedestrians tocross from Camley Street into King’sCross Central, a landmark redevelopmentproject, the bridge spans 38m, weighs 52tonnes and is only 1,100mm deep at mid-span and 400mm deep at the ends. Inkeeping with the Victorian heritage of thearea, the bridge is unadorned andstreamlined, focusing attention onextremely detailed and precisecraftsmanship and high-quality materials.
A sweeping ramp leads people up to thebridge and over the water with an elegantparapet transitioning from planedhardwood to stainless steel.
By locating the structural depth above decklevel, the design maintains a clear view ofthe canal south from St Pancras Lock.
One of the planning design drivers wasthat this should be a ‘green bridge’,taking minimum material use to theextreme that it becomes the definingfeature of architectural simplicity. Withthe use of steel, and its high recycledmaterial content, this has resulted in alow carbon solution.
Every single element of the bridge had astructural meaning and function. Forinstance, it was designed so no longitudinalstiffeners would be needed, simplifying thestructure as well as reducing fabricationcomplexity and cost.
The bridge was installed using a 750-tonnemobile crane. The lift had to be carefullycontrolled due to the proximity of thecanal and the operational railway lines inand out of St Pancras Station.
Power and communications cables runconcealed behind the top flanges of the bridge.Whole-life energy-efficient LED stripluminaires light up the footway within thehandrails. This arrangement reduces theamount of light required to illuminate thefootpath, as well as minimising light pollution.
The use of steel construction facilitated bothoffsite fabrication and single piece lifting thatwere required to avoid disruptiveconstruction methods on this heavilytrafficked section of canal. This also enabledthe offsite and on-site construction activitiesto run in parallel with associated programmebenefits. A lightweight deck also minimisedfoundation works.
The bridge was optimised to meet thearchitect’s aspiration for a slender structurethat would minimise the shade on the canal.Non-linear analysis of the slender deckensured that the slenderness would notcompromise safety and would providemaximum comfort for users of the bridge.Particular care was placed on satisfying theuser comfort criteria, which led to the use ofbespoke tuned mass dampers at mid-span tosupress vertical and torsional dynamic modesof the deck.
Architect: Moxon Architects
Structural Engineer: Ove Arup & Partners Ltd
Steelwork Contractor: S H Structures Ltd
Client: King’s Cross Central Limited Partnership
PROJECT TEAM
COMMENDATION
Somers Town Bridge, London
A sweeping ramp leads up to this almostimpossibly slender steel bridge. Designedfor pedestrians and cyclists, the bridgeimproves access into King’s CrossCentral, a landmark redevelopmentproject. The simplicity of its unadornedand streamlined form focuses attentiononto the bridge’s high-quality materialsand precise craftsmanship.
JUDGES’ COMMENT
© John Sturrock © John Sturrock
Thirty Broadwick, London
MERIT
MERIT
Architect: Emrys Architects
Structural Engineer: Heyne Tillett Steel
Steelwork Contractor: Severfield
Main Contractor: BAM Construction
Client: Great Portland Estates plcPROJECT TEAM
Thirty Broadwick is a new 120,000ft2
building that offers optimised lettable floorareas within Soho’s tight streetscape andreplaces a tired building with one that reflectsthe district’s character. It now offers exemplarWest End office space, with large flexiblefloorplates, that meets the client’s exactingsustainability standards. The upper floors stepback creating large outdoor terraces whichprovide valuable outdoor amenity space.
The wellness of occupants was a primarydesign objective, reflected in generous andwell-appointed spaces, incorporating a naturalventilation strategy that has helped to makeThirty Broadwick an exemplar sustainablebuilding with an EPC ‘A’ and BREEAM‘Excellent’ rating.
A deceptively simple project wherestructural steel is showcased as the‘go to’ system for maximising thedevelopment potential on suchheavily constrained sites. Long-span,column-free interiors and additionalfloor area are achieved withinplanning height constraintsdetermined by a previous consentthrough innovative deflection controlduring construction and the inventiveintegration of structure and services.
JUDGES’ COMMENT
Victoria Palace Theatre Refurbishment, London
Architect: Aedas Arts Team
Structural Engineer: Conisbee
Steelwork Contractor: SDM Fabrication Ltd
Main Contractor: 8Build Ltd
Client: Delfont MackintoshPROJECT TEAM
The Grade II listed Victoria Palace Theatre hasbeen remodelled and refurbished to ensurethat it remains a prominent part of London’sWest End theatre scene for years to come.
The main objectives were to maximise thepotential of the stage and fly tower, extend theback-of-house facilities, improve the comfortof the auditorium to seat 1,528 and maximisethe amount of front-of-house areas, whilstmaintaining the building’s historic features.
The structural works included installing a 6mwide by 26m high extension to the fly tower,extending the east wing, and strengtheningworks throughout the existing building.
The remodelling of the theatre hasbeen extremely challenging, ensuringthat it will remain a prominent venuefor years to come. The whole teamhas worked in a truly collaborativemanner, that was essential due to theevolving design. Steelwork was keyto dealing with the many logisticalconstruction challenges due tolimited space and access.
JUDGES’ COMMENT
© Andy Stagg Photography
© Philip Vile
MERIT
MERIT
Architect: astudio
Structural Engineer: Heyne Tillett Steel
Steelwork Contractor: TSI Structures Ltd
Main Contractor: Willmott Dixon
Client: Stanhope PROJECT TEAM
A 1980s office building has been fullyrefurbished and now benefits from a25% increase in floor area. The spacehas been rationalised and two newstoreys have been added, all with anefficient structural design dramaticallyreducing the carbon footprint.
The works involved extending theheight of the building from five to sevenstoreys, building a four-storey additionto one elevation and remodelling thecirculation cores to provide more officespace and an additional lift.
The exposed steel frame in this modern‘raw’ building is painted bright red toemphasize and celebrate the structure.
The team cleverly added 25%floor area to this 1980s officewithout needing to strengthen theexisting steel structure. Theoriginal steelwork, previouslyencased in concrete, was exposedto make it a statement of thebuilding. This two-storeyextension is a fine example ofhow testing and good engineeringcan give a steel building new life.
JUDGES’ COMMENT
Architects: Witherford Watson Mann and Kinnear Landscape Architects
Structural Engineer: Entuitive
Steelwork Contractor: Gorge Fabrications Ltd
Main Contractor: Rooff Ltd
Client: London Borough of Waltham ForestPROJECT TEAM
Walthamstow Wetlands is Europe’slargest urban wetlands and expects tohost 250,000 visitors in its first year. As part of the project to provide thefacilities necessary for opening the siteto free public access, two disusedinfrastructure buildings, the locallylisted Engine House and the Grade IIlisted Coppermill Tower, have beenadapted for visitor use, providing anexhibition space, an education room,café, toilets and a viewing platform.
The structural works included aboardwalk entrance, new first floor andspiral escape stair in the Engine House,and a new viewing platform andstaircase in the Coppermill Tower.
The team has successfully given anod to the former industrialheritage of the building throughthe use of steel in manymanifestations to highlightwayfinding and new interventionsthroughout this sensitiveconversion. The balustrading,made from simple welded plateelements, proves an effectiveunifying element to the balconiesand external spaces.
JUDGES’ COMMENT
Walthamstow Wetlands
Seventy Wilson, London
© Heini Schneebeli
1 & 2 London Wall Place
MERIT
MERIT
Architect: make
Structural Engineer: WSP UK Ltd
Steelwork Contractor: William Hare
Main Contractor: Multiplex Construction Europe
Client: London Wall Place Limited Partnership PROJECT TEAM
London Wall Place is one of the mostimportant recent developments in the City ofLondon comprising two strikinglycontemporary landmark commercial buildingsproviding 500,000m2 of Grade A office space.
Steel lies at the heart of the development, over7,000 tonnes of it. Its use throughout is bothimpressive and dramatic; both buildingsfeature extensive cantilevered steelwork anddeep transfer structures at Level 2 which allowthem to extend well beyond the boundary ofthe two-storey common basement.
The two buildings rise to 12 storeys and 16storeys with their steel superstructureslaterally stabilised by concrete cores.
The large scheme, comprising two newoffice buildings combined withcarefully integrated public realm,provides a new setting along 250m ofLondon Wall. The use of steel hasbeen instrumental in enabling the twobuildings to cantilever out over theexisting road. A 5m deep mega truss atLevel 2, with enormous steel memberspassing through it, offers theopportunity for a highly unusual new dining space.
JUDGES’ COMMENT
Manchester Victoria Redevelopment
Architect: BDP
Structural Engineer: Arcadis Consulting (UK) Ltd
Steelwork Contractor: Severfield
Main Contractor: Morgan Sindall – Manchester (Construction)
Client: Network RailPROJECT TEAM
Manchester’s Victoria Station has beentransformed to increase passenger capacity.The redevelopment was a challengingproject within an existing live railwaystation around several Grade II listedfeatures, with possessions limited from1.00am to 4.30am daily. As well as theETFE roof over the refurbished concourse,the project also included a 60m Arenawalkway over the live train platforms.
The 1,800t, 8,500m2 ETFE roof issupported by 15 steel ribs, the largestspanning 95m. The lifts for this projectwere challenging; the largest rib weighed84 tonnes and required a crane with a 74m radius.
The tubular steel ribs forming thenew roof create an effectivetransition between the curvingrailway tracks and the adjacentbuildings. Despite severe constraintsthe steelwork was erected onschedule with the station remainingoperational throughout. The resultis a completely transformed space,with the exposed steelwork adominant feature.
JUDGES’ COMMENT
© Martine Hamilton Knight
MERIT
MERIT
Architect: Flanagan Lawrence
Structural Engineer: Ramboll
Steelwork Contractor: Elland Steel Structures Ltd
Client: Ask Real Estate
PROJECT TEAM
This project is situated on a plot onceoccupied by Exchange Station thatclosed in 1969. The Grade II listedsandstone façade viaduct that oncesupported the station has beenretained to form a grand base for anew office building, which sits atplinth level 9m above a significantnew area of public realm.
In contrast to the viaduct, themodern steel and glass office buildingappears as a lightweight, highlypolished jewel offering over165,000ft2 of Grade A offices on 10 floors above a 442-space car parkpodium over three floors.
This steel and glass 11-storey officebuilding contains a substantial high-specmulti-storey car park, together with retailand workspace units, tied together withan innovative ‘hub’ circulation building.This is a complex structure, but thejudges were impressed with the overalleconomy of the building, taking intoaccount the need to incorporate existingfaçades, together with the complexities ofthe transition between the car park andoffice levels.
JUDGES’ COMMENT
Architect: make
Structural Engineer: WSP UK Ltd
Steelwork Contractor: William Hare
Main Contractor: Multiplex Construction Europe
Client: London Wall Place Limited Partnership PROJECT TEAM
During the construction of London WallPlace, some of the existing heavy 1960sBarbican Highwalks had to be removed aspart of the demolition and enabling works.These have now been reinstated by stylishwalkways fabricated in weathering steel.
The six new footbridges suspended from thenew buildings are an aesthetic andfunctional response to the problem ofpedestrian movement in an overcrowdedurban realm. In terms of their slimmer,more sculptural form, material and colour,they provide a vivid contrast with thesurrounding buildings and enhance thecontemporary styling of London Wall Place.
Individually the six bridges thatform this walkway may not catchthe eye. However, even thoughstructurally different, throughuniform language they cleverlywork as one. The weathered steelgives a warmth, which combinedwith the different structuralforms, creates an urban landscapethat works with the surroundingsto produce lovely public spacesabove and below.
JUDGES’ COMMENT
Walkway Bridges, London Wall Place
101 The Embankment, Salford
© Hufton + Crow
The British Constructional Steelwork Association Ltd and Trimble Solutions (UK) Ltd have pleasure in inviting entriesfor the 2019 Structural Steel Design Awards Scheme.
The objective is to celebrate the excellence of the United Kingdom and the Republic of Ireland in the field of steelconstruction, particularly demonstrating its potential in terms of efficiency, cost-effectiveness, aesthetics and innovation.
The Structural Steel Design Awards Scheme
2019 ENTRY CRITERIA
1. Operation of The AwardsThe Awards are open to steel-based structures situated in the
United Kingdom or overseas that have been built by UK or Irish
steelwork contractors. They must have been completed and be
ready for occupation or use during the calendar years 2017-2018;
previous entries are not eligible.
2. The Panel of JudgesA panel of independent judges who are leading representatives of
Architecture, Structural Engineering and Civil Engineering assess
the entries. The judging panel selects award winners after
assessing all entries against the following key criteria:
Planning and Architecture• Satisfaction of client’s brief, particularly cost-effectiveness
• Environmental impact
• Architectural excellence
• Durability
• Adaptability for changing requirements through its life
• Efficiency of the use and provision of services
• Conservation of energy
Structural Engineering• Benefits achieved by using steel construction
• Efficiency of design, fabrication and erection
• Skill and workmanship
• Integration of structure and services to meet architectural
requirements
• Efficiency and effectiveness of fire and corrosion protection
• Innovation of design, build and manufacturing technique
3. Submission of EntriesEntries, exhibiting a predominant use of steel and satisfying the
conditions above, may be submitted by any member of the design
team using the appropriate form. The declaration of compliance
with the award requirements must be completed by the entrant.
Entrants should ensure that all parties of the design team have
been informed of the entry.
4. GeneralThe structures entered must be made available for inspection by the
judges if they so request. All entrants will be bound by the decision
of the judges, whose discretion to make or withhold any award or
awards is absolute. No discussion or correspondence regarding their
decision will be entered into by the judges or by the sponsors. The
decision of the sponsors in all matters relating to the Scheme is final.
A shortlist of projects will be announced and the project teams
notified directly. The results of the Scheme will be announced in the
autumn – no advance notification will be given to the project teams
as to which structures will receive Awards.
5. AwardsEach firm of architects and structural engineers responsible for the
design receive an award as do the steelwork contractor (see note 7
below), main contractor and client.
6. PublicityThe sponsors assume the right to publish the drawings,
photographs, design information and descriptive matter submitted
with the entry to publicise the award-winning structures in relation
to the Structural Steel Design Awards Scheme.
Any party involved in a project that is no longer in business for
whatever reason will not receive any recognition in the Structural
Steel Design Awards.
7. Membership of BCSA LtdWhere the steelwork contractor on any project entered into the
Structural Steel Design Awards is a not a member of BCSA Ltd as
at the closing date for entries, the steelwork contractor shall not
receive any award or public recognition whether at the Awards
event, in any promotional literature before the event nor in any
booklet or other communication published after or in support of the
Structural Steel Design Awards.
Further DetailsAll correspondence regarding the submission of entries should be
addressed to:
Chris Dolling, BCSA, Unit 4 Hayfield Business Park, Field Lane, Auckley, Doncaster DN9 3FLTel: 020 7747 8133 Email: [email protected]
CLOSING DATE FOR ENTRIES Friday 22nd February 2019
Sponsored by The British Constructional Steelwork Association Ltd and Trimble Solutions (UK) Ltd.
PLEASE COMPLETE ALL SECTIONS BELOW IN FULL(including email addresses)
Name of building/structure: ................................................................
............................................................................................................
Location: ............................................................................................
............................................................................................................
Programme of construction: ................................................................
Completion date: ................................................................................
Total tonnage: ....................................................................................
Approximate total cost (£): ................................................................
Cost of steelwork (£): ..........................................................................
Person Submitting this Entry
Name: ..................................................................................................
Tel: ......................................................................................................
Email: ..................................................................................................
Architect
Company Name: ................................................................................
Address: ..............................................................................................
............................................................................................................
Contact: ............................................ Tel: ..........................................
Email: ..................................................................................................
Structural Engineer responsible for design
Company Name: ................................................................................
Address: ..............................................................................................
............................................................................................................
Contact: ............................................ Tel: ..........................................
Email: ..................................................................................................
Steelwork Contractor (see note 7 opposite page)
Company Name: ................................................................................
Address: ..............................................................................................
............................................................................................................
Contact: ............................................ Tel: ..........................................
Email: ..................................................................................................
Main Contractor
Company Name: ................................................................................
Address: ..............................................................................................
............................................................................................................
Contact: ............................................ Tel: ..........................................
Email: ..................................................................................................
Client
Company Name: ................................................................................
Address: ..............................................................................................
............................................................................................................
Contact: ............................................ Tel: ..........................................
Email: ..................................................................................................
Entry material should be posted to: Chris Dolling, BCSA, Unit 4 Hayfield Business Park, Field Lane, Auckley, Doncaster DN9 3FLto arrive by not later than 22nd February 2019
Submission MaterialThe submission material which should be hard copies, should include:
• Completed entry form
• Description of the outstanding features of the structure (c 1,000 words), addressing the key criteria listed opposite,together with the relevant cost data if available
• Architectural site plan
• Not more than six unmounted drawings (eg. plans, sections,elevations, isometrics) illustrating the essential features ofsignificance in relation to the use of steel
• Eight different unmounted colour photographs which shouldinclude both construction phase and finished images
• Memory stick containing the images submitted as digitalJPEG files at 300dpi A5 size minimum and an electroniccopy of description text in Word (not pdf format)
Declaration of EligibilityAs the representative of the organisation entering this structure inthe Structural Steel Design Awards 2019, I declare that this steel-based structure has been fabricated by a UK or Irish steelworkcontractor. It was completed during the calendar years 2017-2018.It has not been previously entered for this Awards Scheme.
Signed: ....................................................... Date: ............................
On behalf of: .....................................................................................
2019 ENTRY FORM
ABOUT BCSA
BCSA Limited is the national organisation for the steelconstruction industry. Its Member companies undertake thedesign, fabrication and erection of steelwork for all forms ofconstruction in building and civil engineering. Industry Membersare those principal companies involved in the direct supply to allor some Members of components, materials or products.Corporate Members are clients, main contractors, professionaloffices, educational establishments etc which support thedevelopment of national specifications, quality, fabrication anderection techniques, overall industry efficiency and good practice.
The principal objectives of the Association are topromote the use of structural steelwork; to assistspecifiers and clients; to ensure that the capabilities andactivities of the industry are widely understood and toprovide members with professional services intechnical, commercial, contractual, certification andhealth and safety matters.
For further information please visit www.steelconstruction.org
Trimble is transforming the way the world works bydelivering products and services that connect the physical anddigital worlds. Core technologies in positioning, modeling,connectivity and data analytics enable customers to improveproductivity, quality, safety and sustainability. From purpose-built products to enterprise lifecycle solutions, Trimblesoftware, hardware and services are transforming a broadrange of industries such as agriculture, construction,geospatial and transportation and logistics.
Tekla software solutions for advanced BIM and structuralengineering are produced by Trimble. Trimble’s constructionoffering ranges from total stations to advanced software,giving the industry tools to transform planning, design,construction and operation of buildings. Tekla software is atthe heart of the design and construction workflow, buildingon the free flow of information, constructible models andcollaboration. Information on Tekla software can be foundat www.tekla.com/uk
Press contact: Marian Thomasson, UK Marketing ManagerT: +44 (0)113 887 9790E: [email protected]
ABOUT TRIMBLE SOLUTIONS (UK) LTD
Designed and produced by Kovic Design Limited • www.kovicdesign.co.uk
