Monday, December 21, 2009

December 21, 2009 Architecture - Frank Gehry: 'Don't call me a starchitect'



Article published by The Independent.

Frank Gehry: 'Don't call me a starchitect'

Is there any future for extravagant, 'wow-factor' buildings? According to the world's most famous living architect there is – and he has a few more home truths for doubters. As a show celebrates Frank Gehry's career, Michael Day gets an earful

I don't know who invented that fucking word 'starchitect'. In fact a journalist invented it, I think. I am not a 'star-chitect', I am an ar-chitect..." Just 10 minutes into the interview, Frank Owen Gehry, the world's most feted building designer, is already a bit irate. A short, owlish man, who looks younger than his 80 years, he speaks quietly when left to his own devices, and meanders, never quite finishing one train of thought before it segues into the next. When he is tackling something more contentious, though, he relaxes and becomes animated. His head rises and so does his voice. He even smiles. This is a man who likes a scrap.

So I lob the first hand grenade by using the s-word , and ask him if it is true that the so-called 'starchitects' – such as himself, Jean Nouvel and Zaha Hadid – have raised the profile of their profession and raised the game of architects everywhere. Or have they merely created personality cults? "There are people who design buildings that are not technically and financially good, and there are those who do," he replies. "Two categories, simple."

Despite his modesty being offended by my use of the "star" word, Gehry, the most talked-about architect since Frank Lloyd Wright, is quick to ensure there is no uncertainty about which of the two categories he falls into. With no prompting, the statistics come thick and fast.

"My building in Bilbao cost $300 a square foot with a budget of $100m. I finished it on time and on budget and it doesn't leak. After 11 years it's still there. Last year it earned the city of Bilbao €320m – that's the custom generated by the museum for the city through the visitors it attracted. Walt Disney Hall was built for $215m and the budget was $207m and it doesn't leak and people love it and it works, and people identify Los Angeles with the building the way people identify Bilbao with the other building." Phew.

Milan's rather trad Triennale design museum doesn't appear to leak either, but otherwise couldn't be more different from Gehry's titanium-clad, avant-garde creations. Nonetheless, it is currently hosting a major display of the models, illustrations and photos of all his important designs since 1997. This was the year his gleaming Guggenheim gallery arrived, apparently from outer space, to park itself on the grey banks of the Nervion River in Bilbao, lighting up that rather down-at-heel Spanish city.

A similar mix of hi-tech and whimsy reappeared in Berlin's DZ Bank building (2000), LA's Walt Disney Concert Hall (2003), the Ray and Maria Stata Computer Center at MIT (2004), and the as-yet-unbuilt addition to Washington DC's Corcoran Gallery, all of which are featured in the show.

The Milan exhibition is an upbeat way for Gehry to end what has been both professionally and personally a rough 12 months, overshadowed by cancelled projects, job losses and family tragedy. It is also a timely reminder of the remarkable work he has already achieved. Despite his spectacular career, with a Pritzker Prize (architecture's equivalent of a Nobel) under his belt and professorships at Yale, Columbia and Harvard, Gehry's triumphs have never been enough to overcome his need to prove himself.

He was born in Toronto, Canada but his family moved to Los Angeles in 1947. Gehry, poor, Jewish and new in town, was the triple outsider – snubbed by LA's artistic elite. He changed his name from Goldberg, supposedly on the advice of first wife Anita Snyder, in order to avoid perceived anti-Semitism in his profession. "Each time I suffer like I'm starting over again in life," he once declared of the design process. "There's a lot of healthy insecurity that fuels this stuff."

It is a peculiarly American brand of insecurity, however, which required Gehry to seek years of help from psychoanalyst Milton Wexler, before allowing the same therapist to go public about his client's hang-ups in the Sidney Pollack documentary on Gehry and his work.

That's not to say that Gehry is without a sense of humour. This is the architect who did the voice-over for his appearance in The Simpsons, parodying himself as he tossed scrunched up bits of paper onto the floor in search of inspiration for new buildings. There is also an endearingly prosaic quality to Gehry's bombast, and despite his stratospheric position in the world of architecture, the emphasis he places on sticking to a budget shows that he is aware of one of the biggest gripes faced by his profession – that its members get carried away, with little consideration for their customers' bank balances.

But once again, Gehry has turned that charge on its head with his much-discussed "organisation of the artist" working philosophy, which places the architect in control of the design throughout a building's construction. This not only enables the original artistic vision to remain intact, but also eliminates the malign influence of politicians and business people on the construction process. In Gehry's view, these are the real villains behind inflated budgets.

Matters of control and artistic compromise have been on his mind this year, in the build-up to his next, eagerly-awaited work, the Guggenheim Gallery in Abu Dhabi, slated to open in 2010.

The vaguely pyramidal structure, surrounded on three sides by the waters of the Persian Gulf, will at 450,000 sq ft, dwarf the other Guggenheim galleries. Gehry has already gone on the record with his concerns that rigid Islamic cultural mores might seriously limit the range of art that the gallery is able to display. However, his fears have been allayed.

"This was something that I was really concerned about. But they've just done a show of Picassos from the Louvre (presented in another Abu Dhabi gallery in the run-up to the Guggenheim's opening) which even contained some nudes and it went out with no problems; there was no editing or interference. They have curators from all the over the world now, so it's going to be a very interesting collection." Though it has been no bed of roses in the Emirates: "I was at a meeting and there was one curator there expressing his hatred of Israel to me, so you can see it's not going to be that easy."

The Abu Dhabi museum is touted to be one of his most beautiful creations yet. A criticism that has dogged Gehry, however, is that his museums are more interesting than the art they contain. It certainly seemed true of the Bilbao Guggenheim – but it hardly seems Gehry's fault that the art it displayed was so underwhelming. A few years ago I was lucky enough to be invited to a gala dinner in this, Gehry's most celebrated building, and at night, with its soaring atriums lit in different colours, the building' interior was a work of art in its own right: cavernous but strangely intimate; part space ship and part Walt Disney fairy castle. Aside from some jolly Jeff Koons creations, there seemed little to drag my gaze away from the endlessly fascinating architecture.

Other critics accuse Gehry of borrowing too heavily from other art forms – another odd complaint, seeing as artists from Michelangelo to Picasso have studied and incorporated earlier achievements from other art forms in their own creations. Gehry swats away such moans, in practised fashion.

But other charges are a little harder to dismiss – or at least they rile him rather more. Shouldn't he make some more socially relevant buildings? Aren't his designs too extravagant? Times are tough, after all. This lights the touchpaper as effectively as the s-word. "We are architects ... We serve customers!" he barks. "I can't just decide myself what's being built. Someone decides what they want, then I work for them. Look, I went to city planning school at Harvard and I discovered that you never got to change a fucking thing or do anything. Urban planning is dead in the US."

So that's urban planning dealt with. Gehry doesn't really do discussion. But having uttered the final word on a subject, he sometimes seeks partially to make amends by offering discourse on a vaguely related theme. This time it is financial hardship.

"I think that people will have learn to live more modestly; I think they should learn to save their money. We've been through a generation of excess – everybody's got two or three cars, we've been flying all over the place, but now something else is happening and we've got to respond to it; although architects alone can't do it." Some of them might have to tighten their own purse strings, though. Gehry has had to lay off 100 people from his own firm, Gehry Partners, in the past year.

His candour is refreshing, however, in the way it allows him to criticise modish or politically correct assumptions. His views on "environmentally friendly" architecture are one example. "Green issues have been used as a marketing tool. Sometimes these green claims are completely meaningless." But there is still the quick chance to blow his own trumpet about a building he has just done in Switzerland: "It's all glass, but with the highest energy-efficiency rating."

One underlying theme in Gehry's world-view appears to be is that progress is inevitable. "If you try to stop progress you can't," he says. "Even though some people don't seem to want it." He's keen to talk about a friend of his who he says is "under siege by animal rights activists" on account of his work as a medical researcher. "They've attacked his mother's grave, her gravestone and burnt his house down. These kind of people want to live in the past."

Certainly, advances in technology, from metallurgy to computer software design, have allowed him to construct his masterpieces in stone, glass and titanium. But he also thinks technology could solve problems from population growth to environmental destruction. He just doesn't think that it is all the responsibility of an architect – even a very famous and influential one – to make sure it is employed to these ends.

Although the new show is set in Milan, conservative Italy has never been receptive to Gehry's avant-garde deconstructivism or 'decon' architecture, with proposals of his for Modena, Rome and Venice coming to nothing. "In Italy, the country of the baroque, there's no place for post-baroque Frank Gehry," one Italian design critic wrote this month.

"If I pay attention to what's happened in Italy and project what's going to happen in the future based on my experience so far, I would say that nothing's going to happen here," Gehry agrees. Anyway, he enjoys designing for more barren terrain, where there is a need for new visual stimulation. And whatever Italy's deficiencies, a lack of architectural eye-candy is not one of them.

Is that why he has not designed major things for London, a city already brimming with radical new buildings by Norman Foster and the like? This starts him off again. "Is Norman Foster radical? I don't think so. What does it mean to be radical? Some people have the ability to experiment and some don't. Anyway, most of the world doesn't want experimentation."

In this context I can't resist mentioning that architects' nemesis, the Prince of Wales. But it elicits a surprising response. "It's ok for Prince Charles to be who he is, and want what he wants – God bless him for coming out of the closet and saying what he thinks ... I mean some of things he likes, I like, and some of things he's come out against, well, I'm on his side," he says.

New York, where he lived for many years, is another city in which you might expect to see more of Gehry's singular style. His relatively orthodox Beekman Tower, a 76-storey residential skyscraper, is due to open next year in Manhattan. But it was with the sprawling and ambitious Atlantic Yards development in Brooklyn that he was to have made his mark on the city. Last December, however, in bid to cut costs, property developer Bruce Ratner fired Gehry from the project, scrapped six years' worth of design work in process, and replaced it with, in the words of New York Magazine, "a graceless knock-off by a journey-man stadium-builder".

Critics in the city painted a picture of a celebrity architect hung out to dry by a property magnate who had used the Gehry name to obtain tax breaks, to win out over rival bids and to secure the power to evict tenants. Asked about events, Gehry merely says the collapse was "down to a set of opposing interests that blocked the project".

He's also reticent about a more grievous loss, the death from cancer of his 54-year-old daughter, Leslie Gehry Brenner, herself an artist and designer, a month before the Atlantic Yards collapse. Fans of the great architect might also have been saddened by reports that he is thinking of calling it quits in the not-too-distant future. Is it true that he thinks he only has a couple of years of designing left in him? Gehry replies indirectly, saying his company is "in the hands of bright young things who are going to design lots of wonderful new buildings".

But we probably haven't seen the last of Gehry yet. A look around the Milan show reveals Gehry designs still in the pipeline, including the proposed Atlantis Sentosa Resort in Singapore, complete with 300-foot pearlescent glass sails. So there could still be plenty more to surprise, delight and shock, before he calls it a day. Plus, there is every chance the designs that are already finished will still be here, leak-free, for a long time to come.

The exhibition 'Frank O Gehry from 1997' runs until 10 January at the Triennale museum, Viale Alemagna 6, Milan, Italy; for details call 00 39 02 724341 or visit www.triennale.it

Gehry's greatest hits: A career in buildings

Dancing Building, Prague

Also known as 'Fred and Ginger' and the 'Drunk House', this waltzing building was designed by Gehry in collaboration with Vlado Milunic, and was completed in 1996. Its distinctive shape, which resembles two figures leaning towards each other, dancing, gave rise to its numerous nicknames. The river-front site was previously occupied by a 19th-century townhouse, which was destroyed in the 1945 bombing. The Dancing Building now houses offices and a restaurant.

Guggenheim Museum, Bilbao, Spain

One of Gehry's most famous buildings, the Guggenheim Museum in Bilbao is made up of curved, interconnected shapes cased in bright titanium, giving the shimmering appearance of fish scales. At its core is a large, light-filled atrium, which has views of Bilbao's estuary and the surrounding hills. Opened in 1997, it was deemed "the greatest building of our time" by architect Philip Johnson, and although it was designed to house substantial site-specific pieces, Gehry's architecture is often thought to eclipse the artworks it contains. Costing $100m, it paid for itself within just one year, and has been credited with kicking off a cultural and economic revival in the Basque country.

DZ Bank, Berlin

A rare example of Gehry's work fitting in with its surroundings – there are strict rules about what can be built in central Berlin, meaning an outlandish structure as in Bilbao wasn't an option. But the building, which houses office and residential space, still carries distinctive Gehry hallmarks: a grand atrium is topped by a curved glass structure resembling a whale's hump or a ship's hull, while the rear facade has a fluid, irregular structure which contrasts with the more conventional front, designed to match the urban planning of the Pariser Platz.

The Experience Music Project and Science Fiction Museum, Seattle

Paul Allen, Microsoft co-founder and collector of rock memorabilia, wanted a "swoopy building" to house his museums dedicated to popular music and sci-fi. Matching design to content, Gehry took inspiration for the sheet-metal construction from electric guitars: "We started collecting pictures of Stratocasters, bringing in guitar bodies, drawing on those shapes in developing our ideas," he recalls. The result – curvy and colourful, with a monorail running through it – does look both suitably sci-fi and 'swoopingly' musical.

Walt Disney Concert Hall, Los Angeles

Funded by the Disney family, this 2,265-seat concert hall offers another instance of nautical inspiration – its auditorium is designed to resemble a ship's hull. The exterior is visually arresting too, with sail-like curves made of shining stainless steel (some panels later had to be sanded to a dull matte, because their reflection of the sun's rays had seriously overheated nearby buildings). This 2003 construction isn't just about appearance though: it was carefully designed to provide exceptional acoustics, with a hardwood panelled interior, and is the home of the Los Angeles Philharmonic.

The Ray and Maria Stata Centre, Cambridge, Massachusetts

Gehry's 2004 building for the Massachusetts Institute of Technology has a random look, all strange angles and deceptive curves, as if the different sections are collapsing into each other. It's clad in a mish-mash of surface materials, colours and textures too – mirror-shiny metal, brick, bold coloured paint, brushed aluminium. Costing around $300m, it was funded by Bill Gates and Alexander Dreyfoos, who each have towers named after them. However, in 2007 the MIT sued Gehry's firm after persistent leaks and drainage problems.

Marqués de Riscal Vineyard Hotel, Elciego, Spain

Gehry's only hotel is another fluid building, which seems to stream colourful, curling titanium ribbons over its central construction of sandstone blocks. Gehry called the building, which was completed in 2006, "a marvellous creature, with hair flying everywhere". Part of one of the oldest wineries in the Rioja region, the hotel offers guests a dose of avant-garde design to accompany their wine tasting and spa treatments.

Guggenheim Abu Dhabi Museum, Saadiyat Island, United Arab Emirates

Continuing under construction despite the crisis, Gehry's second Guggenheim museum will be a huge 450,000-square foot structure. Block and cone-shaped galleries cluster around a central covered courtyard, connected by catwalks, while other galleries pile up on top, providing an innovative combination of vertical and horizontal exhibition spaces with unique curatorial possibilities. Gehry's design brief was to "push the boundaries of his own architectural practice and set the benchmark for museums," according to Sheikh Sultan bin Tahnoon al-Nahyan, of the Abu Dhabi Tourism Authority.


Tuesday, December 15, 2009

December 15, 2009 Spain: Bilboa









Thursday, December 10, 2009

December 11, 2009 New Jersey Transit to Approve Tunneling Contract

Articles published by the New York Times.

New Jersey Transit to Approve Tunneling Contract
December 9, 2009, 9:30 am
By PATRICK MCGEEHAN

New Jersey commuters are on the verge of gaining a new point of entry into Manhattan.

On Wednesday morning, the directors of New Jersey Transit are scheduled to approve a $583 million contract for the digging of a train tunnel under the west side of Midtown Manhattan. The tunnel is intended to supplement the existing tunnels that carry commuters into the city from New Jersey and other points west.

The imminent construction of the tunnel is the biggest public works project under way in the country, with an estimated total cost of $8.7 billion. It will stretch from the west side of the New Jersey Palisades to a station under 34th Street, near Macy’s flagship store.

The boring of the tunnels is to be conducted in three sections, with the work under Manhattan scheduled to begin next year. That segment will curve from the west end of 28th Street to a point deep beneath Herald Square.

New Jersey Transit, the lead agency on the project, accepted bids from three prequalified bidders. The lowest of the three, $583 million, came from a joint venture of Barnard Construction, which is based in Bozeman, Mont., and Judlau Contracting, based in Queens.

Groundbreaking Set for New Jersey Transit Tunnel Under Hudson
By PATRICK McGEEHAN
Published: June 7, 2009

New Jersey officials have been planning the next train tunnel under the Hudson River for so long that it is already on its third name. This month, work is scheduled to begin on the Mass Transit Tunnel — formerly known as the Trans-Hudson Express and, before that, Access to the Region’s Core — more than 15 years after it was conceived.

A ceremonial groundbreaking was set for Monday alongside a highway in North Bergen, N.J., the site of the first small piece of what could be the biggest transit project in the country. The tunnel, which is expected to take eight years to complete, bears a current price tag of $8.7 billion. That is about $6 billion less than the so-called Big Dig highway tunnel in Boston cost but about $6 billion more than the project’s original price.

By getting started this month, the tunnel project will qualify for $130 million in federal money from the economic stimulus package President Obama signed in mid-February. The project’s planners, who estimate that it will create more than 5,600 construction jobs, are hoping to receive an additional $3 billion in federal money.

“In addition to creating thousands of jobs and promoting mobility and regional competitiveness in the global economy for decades to come, the Mass Transit Tunnel will provide enormous environmental benefits by taking thousands of cars off the road,” said New Jersey’s governor, Jon S. Corzine, who has been one of the project’s most ardent champions.

The project, however, does have environmental costs, and would “destroy between 19 to 25 acres of wetlands and open waters and approximately 112 acres of upland natural areas including 1.7 acres of forest,” according to a decision from the Federal Transit Administration.

The Hudson tunnel was designed to help ease the jam-packed rides that rail commuters from the west have long endured. New Jersey Transit, which runs as many as 23 trains an hour through a century-old tunnel into Pennsylvania Station in New York, has said that it is nearing maximum capacity. The riders of those trains share Penn Station with passengers of the Long Island Rail Road and Amtrak.

The solution, elected officials, labor unions and business groups agree, is to bore a second tunnel through the Hudson Palisades, under the river and into the bedrock of Manhattan. That tunnel would bring trains from the suburbs of North Jersey and would end in a bilevel station to be built about 180 feet below 34th Street between Sixth and Eighth Avenues.

That station, dubbed the Penn Station Expansion, was originally designed to connect to Penn Station so that Amtrak and New Jersey Transit would have another route in and out of New York. But the project’s planners threw out that idea when they decided that they needed to cut much deeper under the city.

Politically, the planners at New Jersey Transit are taking a path of less resistance in their quest to pull off a giant public works project in another state. One reason they chose to dig deeper was to avoid the tracks the Metropolitan Transportation Authority plans to lay down on the West Side for the extension of the No. 7 subway line. They also abandoned plans to extend the station under Macy’s flagship store on the north side of 34th Street after Macy’s executives protested.

Now Macy’s is endorsing the project, as are New Jersey’s two United States senators and several influential organizations, including the Regional Plan Association and the North Jersey Transportation Planning Authority.

But the project’s sponsors have not placated all critics.

Some mass transit advocates have insisted that the tunnel connect to either Penn Station or Grand Central Terminal, or both, to be useful to many of the commuters. Others have argued that the proposed station, 18 stories below ground, will be too difficult to evacuate in a fire or other emergency.

Residents of some towns along New Jersey Transit’s rail lines, like Summit, have complained about being rerouted from Penn Station to the new station. And some property owners in the city have sounded off about the prospect of losing their land because an out-of-state transit agency has designs on it. New Jersey Transit plans to obtain more than a dozen pieces of property in Manhattan as sites for station entrances, air shafts and fan plants. It estimated that those acquisitions were worth about $29 million and would eliminate 178 jobs in the city.

Among them, according to project documents, would be seven positions at the Blarney Rock Pub on West 33rd Street near Madison Square Garden. Tom Dwyer, whose family has run the Blarney Rock for 40 years, sent an e-mail message last year to the project’s planners pleading with them to take a neighboring sex shop called Peep World instead. He said he had been told that that building was less suitable because of some adjacent windows.

“Windows!!” Mr. Dwyer wrote. “The engineers can cut through solid rock a hundred feet under ground and under water but they can’t deal with some windows.”

New Jersey Transit has begun the process of selecting companies to tunnel under Manhattan, work that is scheduled to begin next year.

Sunday, December 06, 2009

December 6, 2008 Pakistan: Best Mayor in the World Building Best City in the World

Article published by pakalert.wordpress.com. It follows what appears a spin on the original article published by Foreign Policy and a later clarification from the Foreign Policy editor manager Joshua Keating. In his editorial Keating expresses "We hate to rain on Kamal's parade, and certainly intend him and his city no disrespect, but we simply never ranked him in any way. This entire mess could have been avoided with some very basic fact-checking." Nevertheless it is worth to read why not only Mayor Kamal but the other two were included in FP's list of Mayors of the Moment.

Best Mayor in the World Building Best City in the World
November 12, 2008

From a small sleepy village on the Arabian sea Kolochi Jo Goth, Karachi became a major center of trade and commerce during the American Civil War when cotton from the Southern States could not reach the heart of the Industrial Revolution in Manchester England. At the time cotton was grown and harvested in Pakistani Punjab and shipped via the new port of Karachi—thus began the race with Bombay. The capital of the new province of Sindh, Karachi is strategically located in the Arabian sea on the cross roads of the Middle East and South Asia.

The Foreign Policy magazine of the United States has chosen Karachi Nazim Syed Mustafa Kamal as the second among the best three mayors in the world for 2008. Berlin Mayor Klaus Wowereit and Chongqing Mayor Wang Hongju were the other two “mayors of the moment”, a press release issued by the Karachi City District Government said.

old-karachiKARACHI, Nov 9: The magazine said:“No city globalises on its own, but with shrewd investments and smart urban planning, a mayor can help turn a regional player into a global powerhouse. Here’s how three of the world’s top mayors are climbing the ladder.”

local02The ‘Foreign Policy’, which is published by the State Group, a division of the Washington Post.Newsweek Interactive, LLC, said that the mayor of Karachi was an unlikely poster child for innovative urban planning. It said:“The 36-year-old Syed Mustafa Kamal governs a city that’s more often in the news for religious violence than cosmopolitan ways. But the hard-charging Kamal is looking to change all that. He’s courting foreign investment, encouraging international ties, and boosting the city’s tourism.”

According to the magazine, Mr Kamal is not shy about his goals: He has said he wants to turn Karachi into the next Dubai. His ‘Green Karachi’ project aims to plant thousands of trees in the city. He has threatened to arrest anyone who tries to cut down the new saplings, it added.

Mr Kamal, however, gives all credit for this feat to his party leader Altaf Hussain who, he says, selected the representatives from lower and middle classes that represent 98 per cent of the country’s population.

In a statement, he said it was also the recognition of the philosophy of the MQM and the 30-year struggle of its leader.

karachi3cy7The first capital of Pakistan, Karachi is the center of commerce and currency of Pakistan–a huge metropolis. It is the biggest Pathan city in the world, and home to millions of Muhajirs of Pakistan. Karachi has moved into the big league. Its arteries expanded, its bridges rebuilt and improved, its flyovers rivaling the 1st world, it mayor recognized as one of the best on the planet.

Karachi still has its slums and its traffic jams, like all major cities of the world, but none has the energy and zeal to solve its problems.

future-karachiHe said that in the past there was no concept of ownership in Karachi. However,“we owned this city and carried out development works on a large scale. A lot of work is still to be done and the city is still far from the concept of an ideal city.”

Mr Kamal said that despite all the obstacles and challenges and difficulties faced by his team, he had never let down the people and would not do so in future.

He said there was no single command and control authority for Karachi, adding that 13 organisations were controlling the city’s municipal affairs which had made the situation very difficult for its development.“We have contacted everyone from top to bottom who has anything to do with the policy and decision making and now they should pay attention to this.”

- end article -

Some basic data as published by Wikipedia.

Berlin - 344 square miles, 3,431,700 people, 9,966 people per square mile (metro 5 million), GDP $95 billion (2009).

Chongqing - 31,776 square miles, 31,442,300 people (2006), 989 people per square mile (urban 5 million), GDP $57 billion (2009).

Karachi - 1,362 square miles, 18 million people (2009), 13,206 people per square mile, GDP $78 billion (2009).

Houston - 601 square miles, 2,242,193 people (2007), 3,828 people per square mile, GDP $297 billion (2009).

December 6, 2009 Pakistan: CNG buses pilot program was launched in Karachi

Article published by ngvgroup.com.

Pakistan: CNG buses pilot program was launched in Karachi
Monday 10, August 2009 [Pakistan]
The project, inaugurated by the mayor of this city Nazim Mustafa Kamal, and the governor of Sindh, Dr Ishratul Khan, has an investment of Rs 250 million.

Initially, 50 buses powered by natural gas will ply across two routes. The City District Government Karachi (CDGK) has already paid the full cost of the buses for this first phase: two OEMs made these units locally, each one providing 25 vehicles.

At the same time, CDGK decided to implement an e-ticketing system. In order to give citizens an urbanized public transport, the authorities set up e-tickets booths on the scheduled routes.

The initiative coincides with the plan announced by the national government that aims to put 8,000 CNG-fueled buses on routes across the country, with a total cost of Rs 2.5 billion. However, the project was conducted in Karachi, regardless of the federal plan.

For further information on the Asian market, subscribe to our hard copy magazine Asian NGV Communications through asia@ngvgroup.com or download it for free at www.ngvgroup.com.

Friday, December 04, 2009

December 4, 2009 Architect: Charles Ribart

Graphic and text from Wikipedia.

In 1758, he planned an addition to the Champs-Élysées in Paris, to be constructed where the Arc de Triomphe now stands. It consisted of three levels, to be built in the shape of an elephant, with entry via a spiral staircase in the underbelly. The building was to have a form of air conditioning, and furniture that folded into the walls. A drainage system was to be incorporated into the elephant's trunk. The French Government, however, was not amused and turned him down.

December 4, 2009 Road: Dubain and Paris

This photo is fascinating. Photo and text are from an article published by planetizen.com

Sheikh Zayed Road in mid-2009 looking north toward Bur Dubai and central Deira. The new Dubai Metro Red Line runs alongside Sheikh Zayed Road with pedestrian bridges crossing overhead to other side. The closest station at right (not yet open) leads to Burj Dubai and Dubai Mall (just to the right off the picture). Angled high-rises in distance at right are the Emirates Towers, topped out in 1999. The older building with Toyota sign at left-center was the only "high-rise" along this part of Sheikh Zayed Road in 1978; the massive interchange was a simple roundabout then. (Image by Imre Solt – Dubai)

It is a significant contrast to what it used to be before construction started in 1993. Following picture is published by gulfnews.com.

And for the purpose to contrast and compare following is a picture of the Champs de Elysees in Paris.

December 4,. 2009 England: 1769 Swinford UK toll bridge sold for $1.8m (1.08m pounds)

Article published by tollroadsnews.com.

1769 Swinford UK toll bridge sold for $1.8m (1.08m pounds)

The Swinford toll bridge in Oxfordshire England sold today at auction in London for about $1.8m (1,080,000 pounds). The charming old stone arch bridge over the upper Thames located just west of the university city of Oxford is heavily used for its two narrow lanes - over 10,000 vehicles average per day, so there is a good potential toll revenue stream. But the bridge's legal setting is an embodiment of English Eccentricity. On the plus side of the eccentricity its revenues are exempt from taxation of all kinds.

On the negative side of English eccentricity the state controls toll rates and they are presently five pence (8 cents) for cars, 10p (17c) per axle for 'lorries' (trucks).

When the bridge opened in 1769 the toll was four pence, enough then to provide some serious income to the Earl of Abingdon who had offered to build the bridge out of his own pocket in return for a toll charter from King George III.

The toll charter was granted to the Earl and "his Heirs and Assigns for ever".

The toll in 1769 was four pence for any "Coach, Chariot, Berlin, Hearse, Chaise, Chair, Calash, Waggon, Wain, Dray, Cart, Carr or any other Carriage whatsoever, with Four Wheels”

The bridge replaced a ferry unpopular because of backups.

The 1767 toll charter stated that with the Earl's construction of the bridge "many Mischiefs and Inconveniences will be remedied, and great Advantages accrue to the Publick”.

Trouble is the government's control over toll rates has caused all those Mischiefs and Inconveniences to reappear since the revenue stream of $320k/year (195,000 pounds) won't allow modern free-flow toll collection technology to be installed.

It barely covers the cost of toll collectors and routine maintenance.

As they would have put it in George III's time lifting of toll rates to real levels would "allow great Advantages to accrue to the Publick."

But some backward locals in recent weeks wanted the Oxfordshire county council to buy the bridge and end tolls completely!

Of course the county didn't have the money to either buy, let alone maintain the bridge.

Besides the extra traffic from detolling would have worsened the backups, or Tailbacks as they're called in the Old County, aggravating those Mischiefs and Inconveniences of which Geo. 3 wrote.

His Royal Highness may have screwed up relations with his Colonies across the Atlantic but he was no dummy on Toll Bridges.

He would have said wisely to those who want free rides across the Thames: "Then go build Ye Self a Bridge."

Thursday, December 03, 2009

December 3, 2009 China: Thames Town, Songjiang

Article published by Emergent Urbanism.

Poundbury in China

Thames Town in Songjiang New City, Shanghai.

PoundburyInChina

BritainInChina

While creating a semblance of traditional European urbanism, Thames Town is only one enormous block of an entire new city of enormous developments, most in the Chinese style of giant aligned slabs. Far from creating a “new” urbanism, this development needs the enormous scale of modern Chinese urbanism to exist.

Down the canal from Thames Town’s lake, traditional Chinese organic urbanism persists, waiting to be rediscovered and adapted to the modern age and the enormous scale it requires.

TraditionalChina

Updated:

This great CBS News video report of the construction of Thames Town showed up in the WordPress automagically related links. (Thank you WordPress!) It shows the quality of the construction contrasted with the disappointment the Chinese feel about the social life of these environments. Sprawl alienation is truly a universal phenomenon.

December 3, 2009 In New Orleans, LaHood Unveils $280M in Streetcar and Bus Grants

Article from dc.streetsblog.org

In New Orleans, LaHood Unveils $280M in Streetcar and Bus Grants

During a visit to New Orleans, where city planners are seeking nearly $100 million in federal stimulus money for three new streetcar lines, Transportation Secretary Ray LaHood today announced plans to award $280 million in grants for streetcar and bus networks.

large_streetcar.red.JPGNew Orleans is counting on bonds, backed by sales taxes, to finance new streetcar lines. (Photo: Times-Picayune)

The grants, set to be awarded this spring, do not require new spending -- the money will come from unallocated funding lawmakers have already approved for transit New Starts and buses, according to a statement released by the U.S. DOT.

The streetcar and bus investments are being depicted as the first phase in the Obama administration's inter-agency sustainable communities partnership, headed by longtime transit advocate Shelley Poticha. The legislation officially starting that push, which would also authorize $4 billion for transit-oriented development projects, has yet to see action in Congress.

“Fostering the concept of livability in transportation projects will stimulate America’s neighborhoods to become safer, healthier and more vibrant," LaHood said in a statement on the grants.

The money is set to be divided into two parts. The first would award $130 million to streetcars and "urban circulators," with a focus on proposals that promote mixed-use development in local neighborhoods. No project can win more than $25 million from that pot, however, which would provide about 12 percent of the funding New Orleans needs for its ambitious streetcar expansion plan.

The second $150 million group of bus grants would go to proposals that "provide access to jobs, healthcare, and education, and/or contribute to the redevelopment of neighborhoods into pedestrian-friendly vibrant environments," the U.S. DOT said in its announcement.

As part of his trip to New Orleans, the first leg of a nationwide transportation tour, LaHood toured local transit stations that were hit by Hurricane Katrina. He stopped by the Union Passenger Terminal (home of the Amtrak Crescent line) and the Willow Street barn, where the city's famous cherry-red streetcars were repaired following hurricane-related flooding.

December 3, 2009 Urban Planning: Austin Downtown Density Bonuses

Article from the Austin American Stateman.

DOWNTOWN AUSTIN DENSITY BONUSES
Austin weighs joining cities making density deals with developers
Voluntary program would reward projects providing community benefits with extra space or height.

By Shonda Novak
AMERICAN-STATESMAN STAFF
Sunday, November 29, 2009

Seattle has a plan. So do Tampa, San Diego, Portland, Denver, Nashville and Calgary. Vancouver is the exemplar, a city that has used a developer bonus system to encourage density downtown while assuring that the city core doesn't become a forest of bulky high-rises with a scarcity of parks, public amenities or places for moderate-income people to live.

Now it's Austin's turn.

On Dec. 17, the Austin City Council is scheduled to vote on proposals for a voluntary program under which downtown developers would be rewarded with extra space or height for their projects if they provide certain community benefits, such as affordable housing, child care services or cultural spaces.

City leaders have several goals: encouraging density and growing the tax base while ensuring that downtown remains a desirable place to live and work.

The proposals, called density bonuses, already have set off alarms among local developers who say they would raise costs and penalize them for the high-density projects that Austin leaders say they want downtown.

"To say to the development world that we welcome and encourage growth downtown but we want you to pay a penalty or fee to develop downtown is ridiculous," said Tom Stacy, chairman of the Downtown Austin Alliance, an advocacy group for business and property owners.

It's too early for Austin to adopt such a bonus system, other developers say, contending that the program will stymie development that has gained momentum only in the past decade.

"Downtown has the bones of becoming a very mixed-use, livable city," said Foad Rafii, architect of the 42-story Spring condominiums at West Third and Bowie streets. "You're just starting density. If you make it too onerous, people can't do it."

But in many other cities, bonus programs have not squelched development or made projects financially untenable, officials and developers say. The ones that work best not only provide community benefits but also a clear financial incentive for developers: additional revenue from building bigger projects than standard zoning rules allow.

In Calgary, Alberta, "it definitely works for us, both on our part and the developers," said Pamela Mierau, a city planner. "We've gotten a lot of good public spaces and good urban design." The key is, she said, is the increased revenue developers get from larger projects "more than outweighs the cost of providing that amenity."

Austin now has an ad-hoc approach, with developers negotiating for more space or height on a case-by-case basis. The outcome of the zoning process often is unpredictable for developers. And the city has received modest public benefits in exchange for letting developers build bigger, according to the ROMA Design Group, which the city hired to come up with the new proposals.

ROMA was commissioned last year to survey other cities and come up with a plan, tailored for Austin, that would be transparent and predictable. Jim Adams, a principal with ROMA Austin, said an economic analysis prepared for that project determined that the density bonuses would make developers' projects more valuable, especially along the lakefront and in the heart of downtown.

Seattle has had a bonus program for commercial projects since the 1980s. The results were mixed.

The old codes created a lot of "very boxy, blocky density over time," said Tom Parsons, senior vice president of developer Opus Corp.'s Pacific Northwest division.

In 2006, amid a new wave of condominium high-rises, the city adopted a bonus plan for residential projects. The new rules are designed to encourage slender, taller buildings by limiting floor sizes, to expand options for more moderately priced housing and to protect views of Elliott Bay and Puget Sound.

Under the revised program, Opus was able to build its Fifteen Twenty-One Second Avenue condo tower to 440 feet — double what standard zoning rules allowed. To earn the extra height, Opus paid $1.8 million into the city's affordable housing fund and was required to build to certain green building standards, which added to construction costs.

The trade-off "was worth it for this project," Parsons said. The 39-story, $200 million project, located above Pike Place Market, has unobstructed views of the bay. Prices for the 143 units range from $900,000 to $5 million.

When the city was crafting the new program, there was a big public debate about what constituted a reasonable trade-off for more space or height, said Dennis Meier, a strategic adviser for Seattle's Department of Planning and Development. In the end, he said, the city reached a workable and fair proposal.

Developers can price a certain percentage of condominiums or apartments for people who make under the region's median income or pay a fee for the city to build the housing elsewhere.

The density bonus for commercial projects has generated more than $25 million for affordable housing, most of it in the past five years, and $3.4 million toward child care, said Julie Moore, a city spokeswoman. Since 2006, the residential bonus has generated about $2.5 million for affordable housing.

Meier said it's too early to tell how successful the new program will be. Although development has slowed because of the recession, he said, "when it does return, we would expect to see similar projects to Fifteen Twenty-One get built, and use the bonuses in order to do that."

The Channel District on downtown Tampa, Fla.'s eastern edge is a former warehouse and port district. Four years ago, the city decided to target the district for redevelopment, investing millions of dollars in new infrastructure and hiring a planning firm to create a strategic plan.

About 1,600 people live in the 200-acre district now; in 10 years, the city expects there will be 13,000 residents, making it Tampa's most densely populated area.

With the help of Michael English, a principal at the WilsonMiller planning firm, Tampa came up with a mathematical formula that rewards developers with $10 in additional construction value — more height and space — for every $1 worth of amenities each project provides. The list of options includes parks, ground-floor space for stores or artist studios and certified green-building design.

The Channel District will be the pilot site for the new system. The formula works like this: Developers of the proposed 211 Meridian condominiums want to build a tower twice as large as the city's base zoning allowed — 403,522 square feet instead of 201,761.

At the construction cost of about $210 a square foot, Key Developers Group will be required to provide $4.2 million in public benefits. Key has agreed to provide ground-floor retail space, parkland and public art and to design Meridian to national green building standards. Over the entire project, the additional cost works out to about $10 a square foot.

"I think our program may be the leader in the country," said Michael Chen, Tampa's development services manager. "It was a very smart and well thought-out way to actually calculate" what it will cost developers to earn more space.

Developers were cool to the program.

"Did they like it? Not particularly," English said. "Did they work with it? Yes."

The plan went into effect about 2007, as the development markets were hitting the skids, and it remains to see how it will work. English said there are a "significant handful" of high-density projects in the pipeline waiting to start when the market rebounds.

Some Austin developers remain skeptical that programs that have worked in cities with more established downtowns make sense here. Downtown Vancouver, British Columbia, has nearly 105,000 residents; 55,000 people live in Seattle's central city neighborhoods.

"Downtown Austin is in its infancy in terms of residential growth, with not even 8,000 residents," said Taylor Andrews, president of Andrews Urban, a partner in 360, the 44-story condominium tower. "We would love to be like Vancouver or Portland, (Ore.,) but we've got a long, long road ahead."

Andrews said the bonus program at this stage in Austin's downtown development could "strangle growth." He and some other developers would prefer to stick with the current case-by-case system.

In the evolution of its downtown, Austin might be closer to another city known for its music culture: Nashville, Tenn. In 2001, Nashville's downtown had only 1,380 residential units, a number that is expected to have tripled by the end of this year. A dozen projects are planned or under construction.

Atlanta-based Novare Group set off the building boom in 2004, when it started the 31-story Viridian, Nashville's first downtown condominium high-rise. The city had no size limits, and Novare wasn't required to provide any public amenity.

In fact, Novare received a $5 million city grant in exchange for setting aside some units for families with below-median income, CEO Jim Borders said.

Now the city is considering a bonus program that would let developers add floors to their projects in exchange for providing affordable housing or other public benefits such as green building certification or community spaces.

The number of extra floors would be determined by "the intensity of the public benefit and also the envisioned character of the neighborhood within downtown," said Joni Priest, project manager for the city's Metropolitan Planning Department.

Pending City Council approval, the program would take effect in early 2010. "We have high hopes that the development community will be enticed by the bonuses and will be interested in contributing to these important community benefits," Priest said.

Borders said it's important from an economic development standpoint for cities to be flexible on density trade-offs and to consider waiving them for certain projects. "There could be cases where the city wants the extra density" for added tax revenue more than for a public benefit, he said.

Novare was a partner in the 360 condominium high-rise project in Austin and hopes to build two more condo towers downtown.

"Austin is far ahead of the country in such quality-of-life areas like parks, music venues and ground-floor retail," Borders said. "That creates an opportunity to just go for the added density, and to encourage it by not making it subject to added costs. That's of particular importance in this economy, because it will be much harder to develop density over the next five years than it was the last five."

John McIlwain, a senior fellow at the Urban Land Institute, an urban planning think-tank, said developers are worried that the extra density they receive won't offset the cost of the public amenity they provide. "That's a legitimate concern," he said, adding, "It doesn't have to be that way."

The essence of density incentive programs is that developers get more back than they provide. "The developers wind up getting what they want, and the cities end up getting the type of development they want," McIlwain said.

snovak@statesman.com; 445-3856

December 3, 2009 TxDOT's 90% amnesty gets $767k, 1.25% of outstanding tolls & fees - now to courts

It is nice to use a toll road but appears it is not as nice to pay for it. This article can be found at tollroadnews.com

TxDOT's 90% amnesty gets $767k, 1.25% of outstanding tolls & fees - now to courts

TxDOT's three month-long 90%-amnesty program on outstanding tolls and fines garnered about 1.25% of scofflaw debt - $767k out of $61.6m. The recovery of unpaid tolls was much higher - $265k out of $3.2m or 8.3%. Recovery of violation fees was $501k out of $58.4m or about 0.9%.

10,580 people who took advantage of the 90% forgiveness program represented just over 7% of about 150,000 people with serious toll and penalty debts.

The program was officially termed a Toll Recovery Program and offered to forgive 90% of outstanding tolls and penalties in return for payment of the 10%, signing up for a TxTag electronic toll account, and remaining in good standing on that account for a year. The partial amenest program ran from Sept 1 through Dec 1.

Interestingly there was a huge rush on the last day of the 92-day long program and even in the final hours.

Reports TxDOT: "The TxTag Customer Service Center (CSC) in North Austin drew large crowds during the final day of the program. Over 26 percent of the 10,580 customers that chose to pay under the program were served by customer service representatives on Monday alone. The TxTag toll-free phone number was over its 150-call capacity for most of the evening before it shut down at 11pm, and customers were served in-person at the customer service center until after 2am Tuesday, despite the center's stated 7pm closing time."

Most of TxDOT's tolling and the toll violations are associated with the new central Texas (Austin area) tollroads - SH130, SH45, Loop 1. They began tolling the 105km (65 miles) in segments as they opened from the fall of 2006 through the spring of 2008. The program also covered Loop 49 in Tyler in far northeast Texas.

Recovery was split about 2 to 1 discounted penalty fees to tolls. See table nearby.

Mark Tomlinson, TxDOT Turnpike Authority Division director is quoted as saying he was "pleased to see so many people trying to do the right thing and pay their tolls Monday." He said he was proud his staff "went the extra mile to provide great customer service."

"We don't like having to take the step of filing in court to collect, but if you choose to use a toll road, paying your tolls is a matter of state law. I believe we've done as much as we can, within the bounds of bond covenants and state law to encourage customers to pay on time or to take care of delinquent bills," Tomlinson added.



In the new year TxDOT will begin court filings to collect tolls and fees still owed - about $3m in tolls and $60m in violation fees. They say that non-payers will incur additional fines and court fees of $350 or more on each toll violation.

Once a court filing is made on a customer's account, the TxTag customer service representatives can no longer discuss payment, and the non-payer is in the hands of a judge.

TxDOT is nevertheless urging those who missed the amnesty to avoid the $350 extra and the court filings by calling the customer service center (888 468 9824 7am to 7pm weekdays, Sat 9am to 6pm) to discuss a payment plan for their outstanding tolls and fees.

Most of the unpaid tolls occur in open road and all-electronic toll lanes and at unstaffed ramps, because it is rare for motorists to drive past a toll collector in a cash lane. However over 75% of toll transactions are now electronic.

TxDOT's toll revenues in the last reported fiscal year ending Aug 2008 were $49m, a year when some of the tollroads were still not open, so tolls are probably running around $75m/year. (TO CONFIRM) The longterm unpaid tolls of $3m therefore relate to about $125m or so in total tolls collected. (NUMBER BEING SOUGHT)

The violation rate would be higher because most violations are paid.

TOLLROADSnews 2009-12-02

Wednesday, December 02, 2009

December 2, 2009 In Denmark, Ambitious Plan for Electric Cars

Article from the NY Times.

In Denmark, Ambitious Plan for Electric Cars

COPENHAGEN — Is saving $40,000 at the showroom enough to get drivers behind the wheel of an electric car? With a program in the works to add easy access to charging stations, Denmark is about to find out.

For all their potential, electric cars have always been the subject of more talk than action, and only a handful are on the road in Denmark. But now the biggest Danish power company is working with a Silicon Valley start-up in a $100 million effort to wire the country with charging poles as well as service stations that can change out batteries in minutes.

The government offers a minimum $40,000 tax break on each new electric car — and free parking in downtown Copenhagen.

But even in Denmark, one of the most environmentally conscious nations in the world, skepticism abounds. It is not clear that car buyers can be persuaded to make the switch.

“There is a psychological barrier for consumers when their car is dependent on a battery station,” warned Henrik Lund, a professor of energy planning at Aalborg University. “It’s risky.”

The Silicon Valley company, Better Place, is making a big push in Denmark and in Israel. That makes those two countries the world’s most important test cases for the idea that electric motors and batteries can supplant the petroleum-burning engines that have powered cars for more than a century.

The experiment has other implications beyond the borders of this Scandinavian nation of 5.5 million. That is because Denmark is trying to do more than simply move away from the internal combustion engine.

By revamping the power grid, Dong Energy, Better Place’s partner and the biggest utility in Denmark, wants to power the anticipated fleet of electric cars with wind energy, which already supplies nearly 20 percent of the country’s power.

With Better Place and the smart grid working together, cars would charge up as the winds blow at night, when power demand is lowest. Charging would soak up the utility’s extra power and sharply shrink the carbon footprint of electric vehicles.

“We’re the perfect match for a windmill-based utility,” said Shai Agassi, Better Place’s founder and chief executive. “If you have a bunch of batteries waiting to be charged, it’s like having a lot of buckets waiting for rain.”

The Danes will be promoting their electric car ambitions starting next week, when they hold an international meeting in Copenhagen intended to make progress on a new agreement to combat global warming.

“We want to be a test and laboratory country for electric cars, hybrid cars and other new technology,” said Lars Barfoed, the Danish minister of transport. “And as host of the climate change conference, that’s made us feel responsible and want to show the world we can do something.”

Mr. Agassi, a press-smart Israeli-American entrepreneur who was formerly a top executive at the software giant S.A.P., has cast his company’s efforts in moral terms, because of the large contribution that gasoline and diesel cars make to global warming. But so far, the results are falling short of the rhetoric.

In January 2009, Mr. Agassi promised that Denmark would have 100,000 charging spots in place and several thousand cars on the road by 2010. But with that deadline approaching, no Better Place cars are on the road and only 55 charging spots are ready.

According to Better Place, 2011 has always been the target for its mass debut, and that has not slipped. The company plans a road test of electric cars during the climate conference.

In addition to the charge points, Better Place’s vision calls for a network of stations where a robotic device could replace a battery in less time than it takes to fill a tank of gas.

These switching stations are needed because batteries have a limited range of about 100 miles, and recharging takes up to five hours, so changing batteries en route would make long journeys more convenient.

Consumers would buy the cars but get batteries from Better Place and pay a fee for the miles they drive, relying on the charging stations for local driving and the switching stations for longer trips.

But even local supporters of Better Place worry that the switching stations, which could cost as much as $1 million each to build, are impractical, largely because the stations may need to stock a wide range of batteries to accommodate cars from different manufacturers.

“I’m skeptical about the infrastructure,” said Klaus Bondam, Copenhagen’s mayor for technical and environmental administration. “It won’t work unless it’s standard on every electric vehicle produced.”

So far, only one automaker, Renault Nissan, has agreed to make cars that work with Mr. Agassi’s switching stations. Getting more automakers on board is a looming obstacle for Mr. Agassi. Toyota, the market leader in hybrid cars, “sees no clear business advantage for us with Better Place,” said Graham Smith, senior vice president for external affairs at Toyota Motors Europe.

Mr. Barfoed, the Danish transport minister, said that while the deal with Renault was a good start, “what about all the other cars? What about the competition?”

Mr. Agassi professes to be untroubled that carmakers are not rushing to sign up, and he rejects other criticisms of his plan, as well.

“In every industry, the incumbent always said it’ll never change,” he said. “The mainframe guys said people will never need PCs.”

Jens Moberg, a former Microsoft executive who is the chief executive of Better Place Denmark, acknowledges the challenges and concedes that, aside from a few demonstration sites, little infrastructure has been put in place so far.

“I believe the automakers will embrace electric vehicles on a large scale; it’s just a question of when,” Mr. Moberg said. Stocking different batteries “is a challenge, but we can handle it because we have a flexible design for the switching stations.”

“We will be ready for 2011 when Renault ships the car,” he added.

Perhaps the main reason to think electric cars might have a shot in Denmark is their remarkable tax advantage.

The country imposes a punitive tax of about 200 percent on new cars, so a vehicle that would cost $20,000 in the United States costs $60,000 here. For a quarter-century, electric cars have been exempt from that tax. But the models on the market were so limited in their capabilities that only 497 of them are registered in the entire country.

The combination of an advanced mass-market car from Renault Nissan and practical charging options from Better Place will be the first real test of whether a tax break that large is enough to force a shift. To stimulate the market, local and national governments in Demark are expected to buy many electric cars for their own use.

“The one factor that you can’t find on a spreadsheet is the willingness of the people in government to lead change,” Mr. Agassi said. “And in Denmark every single one of them is engaged and willing to do whatever it takes to get Denmark to be a leader in electric vehicles.”

December 2, 2009 Austin TX toller gets low-low bids - good time to build

Article from www.tollroadnews.com

Austin TX toller gets low-low bids - good time to build
Posted on Wed, 2009-12-02 01:47





















Central Texas RMA, the Austin TX toller had estimates from PBS&J their general engineering consultants that their Manor Expressway (290Toll) first phase would cost around $120m when the project was in the early stages of design in 2006-2007. By earlier this year PBS&J had reduced their cost estimate to $75.1m. But when the six bids were opened Nov 23 they ranged between a low bid of $52m and a high of $63m.

The price in these depressed times will be rather less than half the boomtime costs of a couple of years back, and almost 30% below prices estimated as recently as early this year.

The project hadn't changed. Phase 1 involves the major expressway-to-expressway interchange at the Austin end of the larger approx $600m Manor Expressway or 290Toll project on US290 that is to consist of 10km (6.2 miles) of 2x3-lane toll expressway plus 2x3 lane free frontage roads.

US290 is a major radial route going east out of Austin and 290Toll will upgrade a busy segment and provide a link to TxDOT's 130Toll, the north-south tollroad going along the eastern periphery of the Austin metro area. It is named after the town of Manor just beyond its present planned terminus.

The major interchange work just bid as Phase 1 is dominated by four long elevated turning ramps to cater to US183-290Toll movements that have to soar over up to four levels of roadway, plus the beginnings of the expressway through and just slightly beyond the interchange.

183 Northern Extension also bargain basement bids

Nov 25 CTRMA opened bids for the 183A Northern Extension project, the second phase of their existing 183A tollroad. Project engineers HNTB had estimated the cost of the 183A-North project earlier this year at $113.4m. There were six bids Nov 25 - all in the narrow range of $75m to $79m. That's 30% to 34% below the HNTB cost estimate.

This provides for 8km (5 miles) of new toll expressway and frontage roads north of the end of the existing 183A Toll.

Road contractors are hungry for work, very hungry!

They are getting good prices from sub-contractors and material suppliers and, it seems, everyone is squeezing overheads and margins, and taking bigger risks to get the job.