Caltrans District 7 Headquarters Los Angeles


With a hybridized civic orientation that blends an L.A. sensibility with a more cosmopolitan urban tradition, the new Caltrans District 7 Headquarters building in downtown Los Angeles is perceptually of the fabric of the city, as opposetobeing a singular object or ornament. Enrobed in a constantly changing mechanical skin that is alternately open or closed depending on the conditions of outside temperature and sunlight, the building's fundamental property is that of transformation.

 
 
 
 
 

 

Najveći projekat na Balkanu



Gradnja železničke stanice Beograd-centar na Prokopu u Beogradu, trenutno najvećeg projekta u ovom delu Evrope, počinje na jesen. Radovi će trajati tri godine, a kada budu završeni, Srbija će dobiti najmoderniju železničku stanicu u ovom delu Evrope.

Predstavnici „Železnica Srbije“ potpisali su juče ugovor sa kompanijom „Trigranit divelopment korporejšn“ iz Mađarske, koja je dobila posao na međunarodnom tenderu. Ovaj posao ispred ŽS zastupa „Beočvor“, zadužen za izgradnju beogradskog železničkog čvora.



Objekat će biti izgrađen za 36 meseci, a koštaće do 170 miliona evra. Sve troškove snosiće „Trigranit“. Obaveza investitora je da prvo završi železničku infrastrukturu i šaltere, rampe i ostale objekte za potrebe železnice. Zauzvrat, u trajno vlasništvo dobija površinu iznad ploče da gradi svoje komercijalne objekte. Prvo će biti napravljeni infrastruktura i objekti za potrebe železnice i komercijalni kompleks na gornjoj ploči od 128.000 kvadrata.

- Prokop je naša prva investicija u Srbiji. Verujemo da će ove investicije u Srbiji privući i ostale strane investitore da ulažu. Kada bude završena, Beograd će postati glavno železničko čvorište u jugoistočnoj Evropi - rekao je direktor „Trigranita“ Tod Kouvan.



Investitor će na izgradnji uposliti oko 3.000 domaćih radnika, a u novom trgovačko-poslovnom kompleksu biće otvoreno više od hiljadu novih radnih mesta.

U okviru ovog projekta biće još dve etape - uređenje 170.000 kvadrata prostora oko stanice i izmeštanje Glavne železničke stanice na Prokop. Na taj način će biti oslobođena veoma atraktivna površina na Savskom amfiteatru od 80 hektara.

Izgradnjom stanice na Prokopu, istakao je ministar Velimir Ilić, teretni transport i transport opasnih materija biće izmešteni iz centra Beograda, biće otklonjeno usko grlo u železničkom saobraćaju kroz prestonicu, a Savski amfiteatar će postati značajan poslovni, komercijalni, turistički i kulturni centar.



Izvor: Blic \ Milan Malešević

Kako ce teci izgradnja metroa u Amsterdamu?

Posle 30 godina planiranja,konacno pocinje izgradnja metroa u Amsterdamu.Ovo ce biti jedan od najtezih gradjevinskih poduhvata,jer poznato je na kakvom se tlu nalazi Amsterdam.Svaka gradjevina,koja je u proseku stara nekoliko stotina godina,morace da ostane netaknuta.To ce u gustom gradskom jezgru biti veoma tesko...

North/South Metro Line, Amsterdam, Netherlands

The Municipality of Amsterdam is currently developing the North/South Line, a new metro line that will connect Amsterdam North with the Amsterdam South/World Trade Centre (WTC) Station in 2011. Namely, this will connect the residential area in the north of the city to the office locations in the southern part of the city, the missing link in the present subway system. Municipality of Amsterdam announced the plans for the metro line in November 1998. Construction began on the 17 January 2003. The project will cost approximately US$1 billion. The metro line will run from Amsterdam Noord to Central Station, the inner city and De Pijp to Zuideramstel. It will measure nine and a half kilometres long.
The new metro line will enable passengers to travel from north to south without having to transfer in the short time of 16 minutes, travelling at an average speed of 35km/hr (twice the normal tram speed).
METRO STATIONS
The new metro line will include eight stations: Buikslotermeerplein, Johan van Hasseltweg, Centraal Station, Rokin, Vijzelgracht, Ceintuurbaan, Europaplein and South/WTC (spaced an average of 1,100m from each other).
METRO LINE TIMETABLE AND ROUTE
The North/South Line will run every four minutes during rush hour, every five minutes during the day and every ten minutes in the evening. The metro will alter its course each time it runs, either travelling from Amsterdam-North to the South/WTC Station, or Amsterdam-North to Amstelveen Westwijk.
METRO LINE ALIGNMENT
In the north the line will run partly above the ground before descending below ground level just in front of the river IJ. Along the length of the metro line, the two tunnel tubes run parallel horizontally. The route is too narrow for parallel tunnels at one point and thus the two tubes will run vertically parallel, one above the other. The line alignment will reach a depth of 20 to 34m below the narrow streets, historical houses and bridges, and sewer.
METRO LINE CONSTRUCTION TECHNIQUES
Both new and innovative, and tried and tested construction techniques are being employed in the development of the North/South metro line. The key goal is to minimise disturbance to the surrounding environment and to the residents of Amsterdam. The construction techniques meet the requirements of the Amsterdam municipal and the physical boundary conditions.
A downward construction method with diaphragm walls has been employed in the construction of the underground stations. During excavation, cast in-situ concrete roof/floor slabs are used as the lateral support for the diaphragm walls. Starting from the top, excavation and concrete slab casting are carried out alternately.
The construction of the underground metro line is being completed through the adoption of an open excavation method for the shallow depth sections of the metro line, and a downward construction method with diaphragm walls or drilling method utilizing tunnel boring machine for the deeper sections of the metro line.
For the construction of the underwater sections of the metro line, pre-cast concrete boxes are being sunk into the river, with or without prior riverbed excavation.
TUNNEL BORING MACHINE (TBM)
The metro line is being bored from the Damrak. Following the street pattern under the inner city of Amsterdam, the Tunnel Boring Machine (TBM) prevents any houses from being razed. The boring taking place 20m to 30m below the ground will be unnoticeable to passers-by.
The TBM will be put together in the construction site located in the water of the Damrak. The TBM has a diameter of six and half metres as well as a length of 40m. The head of the TBM consists of a shield and an eight metre long hollow steel cylinder. This is where the tunnel-builders work. The shield protects the tunnel builders from the ground and the groundwater.
The TBM covers approximately eight metres in one day. Metal rails are also being laid in each new partition. Over these will ride the work train, transporting the material and workers.
Because there are two metro tunnels being constructed, two TBMs are needed. The two TBMs are not operating at the same time. When the first TBM has been operating for approximately three months, the second TBM will be brought into the ground. The boring, including all of the preparation and finishing, will take about 50 months.
MONITORING UNDERGROUND SOIL LAYERS
North/South line Advice Bureau engineers are closely monitoring the underground soil layers and the buildings in a wide zone along the future metro line because the ground in Amsterdam is constantly in motion. An advanced measuring system, consisting of computer driven measuring apparatus, sends digital measurements at given times to the North/South line Advice Bureau engineers. The interpretation of this data permits the engineers to promptly detect even the slightest sag or settling of the ground of the construction. Thus, the construction processes can be guided and managed responsibly.
CONTRACTORS
The design and architecture contractors involved with the development of the metro line are: De Weger Architects and Consulting Engineers, Ingenieursbureau Amsterdam (IBA) BV, Witteveen en Bos and VoF Stationseiland.
There is a consortium of construction contractors involved: Heijmans/Strukton, Strukton/van Oord, Heijmans, SATURN and Max Bögl Nederland BV.
International Transportation and Railway Services is responsible for the consultancy for operational management, drawing up timetables for the whole metro network, dimensioning the operational infrastructure, specialist railway-engineering advice in the fields of line layout, track superstructure and control and safety systems, telecommunications and energy supply, technical assistance with system safety, as well as engineering planning for trackwork and technical equipment.
Royal Haskoning Svasek Hydraulics completed a design study on both hydraulic and dry excavation of the underground stations Voorplein, Rokin, Vijzelgracht and Ceintuurbaan, a design study on both hydraulic and dry excavation of the three caissons which will be the starting point of the drilled tunnels, and a design study for both hydraulic and dry excavation of the tunnel shaft under central station of the Dutch Railways.
North/South Line will connect the residential area in the north of the city to the office locations in the southern part of the city, the missing link in the present subway system.


The metro line will run from Amsterdam Noord to Central Station, the inner city and De Pijp to Zuideramstel. It will measure nine and a half kilometres long.


The new metro line will enable passengers to travel from north to south without having to transfer in the short time of 16 minutes, travelling at an average speed of 35km/hr (twice the normal tram speed).


The new metro line will include eight stations: Buikslotermeerplein, Johan van Hasseltweg, Centraal Station, Rokin, Vijzelgracht, Ceintuurbaan, Europaplein and South/WTC (spaced an average of 1,100m from each other).


The North/South Line will run every four minutes during rush hour, every five minutes during the day and every ten minutes in the evening.


Both new and innovative, and tried and tested construction techniques are being employed in the development of the North/South metro line. The key goal is to minimise disturbance to the surrounding environment and to the residents of Amsterdam.


The TBM will be put together in the construction site located in the water of the Damrak. The TBM has a diameter of six and a half metres as well as a length of 40m. The head of the TBM consists of a shield and an eight metre long hollow steel cylinder.

Amsterdam Public Transport
AMSTERDAM PUBLIC TRANSPORT, NETHERLANDS

In 2003 Amsterdam has two major projects in progress and one major project agreed and about to begin. The first is the construction of the new North-South metro, which involves the construction of new stations and many new tunnels. The second is the IJ-tram expressway extension to the new residential suburban island complex of IJburg, including the construction of two new bridges. The third project is the construction of a second Coen road tunnel to relieve congestion from Amsterdam Port to Schipol airport; this scheme will also include the widening of the first Coen tunnel. Amsterdam is committed to providing excellent public transport for its citizens and visitors as there is little land available for the construction of further roads.
AMSTERDAM NORTH-SOUTH METRO LINE

The new North-South metro line will give Amsterdam a connection between the developing areas of the city. The inner city areas will be directly connected to the Amsterdam South/World Trade Centre area and Amsterdam North (Buikslotermeerplein); both are rapidly developing areas for commerce and housing. The current above-ground bus and tram network will no longer be able to cope with the passenger volume it services; by 2005 it is estimated that 1.1 million passengers in Amsterdam will use public transport each day. When the new line opens in 2011 more than 200,000 passengers will use the line and the journey time from North to South will be 16 minutes. The line is being financed mostly by the national government and will cost €1.5 billion to construct; the city of Amsterdam is to contribute €346 million towards the construction.
NORTH-SOUTH LINE ROUTE

The North-South line will be 9.5km long and will begin above-ground in Amsterdam North, continuing underground under the IJ and central station and then through two tunnels under the Damrak, Rokin,Vijzelstraat, Ferdinand Bolstraat and Scheldestraat. The line will then continue underground past the RAI before emerging in the central reservation of the A10 between Europaplein and the South/World Trade Centre station. The bored section is to be 3.8km long. The complex is to have nine stations at an average distance apart of 1.1km. The stations will be Buikslotermeerplein, Johan van Hasseltweg, Central station, Rokin, Vijzelgracht, Ceintuurbaan, Europaplein, South/WTC and Sixhaven.
NORTH-SOUTH LINE CONTRACTORS

The partnership firm of Saturn X VOF, which specialises in design, engineering and construction underground, has been awarded the contract for the bored tunnel section of the line. Herrenknecht AG, which specialises in the design and manufacture of tunnelling machines, has been awarded the contract for drilling and lining the tunnels. Combinatie Strukton Betonbouw/Van Oord ACZ will construct the Central subway station and the connection between the Amsterdam main Central Station and the new subway station.

Strukton Betonbouw will fabricate immersed tunnel elements and place them using the immersion process. This work will be carried out on the section between the Central station and Sixhaven construction dock. Heijmans Beton-en Waterbouw will construct the starting shafts for the boring machine. Ingenieursbureau Amsterdam will be responsible for process and project management and all temporary measures during construction. Max Bogl will construct three stations: Rokin, Vijzelgracht and Ceintuurbaan. Nelis Infra are carrying out work on the diversion of utilities, construction of temporary piers and bus stations. Prorail will construct the rail lines under Central station. Royal Haskoning is responsible for planning and implementation and environmental monitoring. Sol Data Grontmij VOF, a specialist company in geotechnical monitoring, will monitor the construction process and warn of any changes or movement in tunnels and streets. Witteveen & Bos Consulting Engineers will be responsible for safety, risk management and the design and implementation of safety and escape systems for the metro. Benthem Crouwel is responsible for the design of Ceintuurbaan station.
NORTH-SOUTH LINE CONSTRUCTION

Construction work has already started between Central Station and Ceintuurbaan (April 2003); this area will be technically the most difficult because of the possibilities of causing disruption and damage to the historical Central Station. The piles on which the Central Station is built will have to be disturbed to allow a 21m-wide, 130m-long tunnel to be constructed beneath; the process will be undertaken at a slow, careful pace. One major construction technique used will be immersion; where tunnel sections or caissons are built in a construction dock (Sixhaven) and towed to the required place. The sections are then installed in previously dug grooves under water in a canal or harbour, hence the term immersion tunnel. The other method used for tunnel construction, particularly under the Central Station, will be the walls-roof method. Here the walls are constructed from panels of reinforced concrete 40m deep and 1.2m thick; a roof can be formed on top to provide an underground box-like tunnel. The walls are formed by cutting out the space for the wall filling it with clay and water (a mixture called betoniet), placing the steel reinforcement and then filling the space with liquid concrete while pumping away the betoniet.
TUNNEL BORING MACHINES

There will be two tunnels bored side-by-side with a three-month time lag between them. Each of the tunnel boring machines has a diameter of 7m and a length of 60m. The machines will be assembled in a 20m-deep construction pit in the wet Damrak. The head of the boring machine consists of a hollow steel cylinder, the shield. The shield is approximately 5.5m long and tunnel builders will work inside it, protected from earth and water. The front of the machine is a digging wheel and further back are the tunnel construction components, which line the tunnel as it is bored. The boring wheel removes layers of earth and clay which are mixed with water and pumped away for disposal. The machine moves forward by means of jacks and screws pushing against the completed tunnel section. The machine can bore and line approximately 13m of tunnel per 24-hour period. At the tunnelling end, at Scheldestraat, a 15m pit will be constructed to be used for dismantling the boring machines.
IJ TRAM EXPRESSWAY EXTENSION

Amsterdam is constructing a new residential area called Ijburg. Over 18,000 houses will be built upon seven man-made islands in the Ij-lake by 2012. The decision to implement this project in such a unique location is based upon efficient use of space close to the city of Amsterdam. There is little new building land available for such a large project. National environmental policy dictates that new city districts should be as close as possible to the city centre to limit the pollution caused by traffic and allow people travelling to and from work the plausible alternative of an efficient public transport system. Ijburg will have an estimated population of 45,000 when fully constructed and 12,000 people will be employed in the city and commuting daily. The planning of a new tram to Ijburg was seen as a very important part of the overall project.
IJ TRAM EXPRESSWAY CONTRACTORS AND PLANNERS

The planning and organisation of the IJ tram has been carried out by Project Bureau IJ Tram under the authority of the city council of Amsterdam. The bureau is part of the municipal department of infrastructure, traffic and transport. The bureau awards contracts, carries out project management, support, planning, co-ordination and finance. The project is also supported by Engineering Bureau Amsterdam, industrial designer NPK, architect Van Heeswijk, the Municipal Public Transport Company and the Municipal Department of Environmental Planning. Grimshaw designed two bridges in Ijburg; WS Atkins is the structural engineer, Ingenieurs Bureau Amsterdam is the quantity surveyor and Plangroep IJburg is the project manager.
IJ TRAM EXPRESSWAY CONSTRUCTION

The construction is to take place in three phases. In the first phase the IJ tram will run from Amsterdam Central station to the end of City Street on the new harbour island. This is an 8.5km section with nine stops and will be completed in 2004. The second phase will see the tram run on to the Strandeiland during 2007, when up to 8,000 houses will have been built. The third phase will probably occur in 2012 and will see the tram terminate on Buiteneiland, just before the final houses have been built to give the 18,000 total. The first phase requires the construction of over 1.5km of bridge, tunnel and viaduct and also the services to provide electrical power to run the rolling stock. Associated projects, which will be built alongside the IJ tram are the IPTA loop (a turning loop for a city tram to allow these trams to drive through to the passenger terminal past Oostelijke Handelskade, something they are unable to do at the present time) and the Ijweg, a road system for cars, bicycles and pedestrians travelling in and out of Ijburg.
IJ TRAM EXPRESSWAY ROUTE

The tram will run from Amsterdam Central station along the bank of the IJ lake via the Eastern harbour, the Piet Hein tunnel and Zeeburgereil and to the harbour island on IJburg. There will be two types of tram stops on the route; some opposite one another and also some a space apart in a so-called bayonet formation.
IJ TRAM EXPRESSWAY ROLLING STOCK

New trams have been purchased for the line. These will be the new Siemens Combino trams also running on the main tram network in the rest of Amsterdam. A fleet of 25 will run initially on the first phase tram line. They are 2.35m wide, 28.9m long and have a rail pitch of 1.435m; they have 65 seats and room for 100 standing passengers and a maximum speed of 70km/h.
IJ TRAM EXPRESSWAY BRIDGES

During the construction of the IJ tram bridges will need to be constructed or modified. The bridges crossed by the tram between Central Station and the Piet Hein tunnel have been designed by Van Heeswijk. A bridge is to be constructed over the east entrance to replace the Kramer Bridge. The bridge over the Oosterdoksdoorgang is to be adjusted. On the IJ lake-side there will also be a pedestrian/cyclist bridge. Grimshaw is to build two bridges within the Ijburg development. The first bridge is 35m wide with a triple arrangement of arches dividing lanes for motor vehicles, trams, cycles and pedestrians. The deck is split long-ways to allow a view of the water below. The bridge is constructed of faceted lengths of steel box girder fashioned into curving arches, which are designed to give a bio-skeletal appearance. A second smaller bridge between two islands adopts a similar style.
IJ TRAM EXPRESSWAY FINANCE

The cost for the first phase of construction is €170.2 million. The cost for the IPTA loop is €3.9 million and the total cost for the Ijweg are €28.8 million. The national government has promised €157.9 million for the first phase tram costs and the municipality has promised €21.8 million for the trams. Money for subsequent phases of construction is to be raised via 'Actualisation VINEX', a financial apparatus set up by the national government. When the IJ tram begins its run the ticket sales will support 55% of its running costs in the first year it is estimated.
CONSTRUCTION OF SECOND COEN ROAD TUNNEL

The Coen road tunnel is the most important connection between the region north of the North Sea canal and Amsterdam. The tunnel is a severe bottleneck for traffic. In 2003 a decision was taken to build a second Coen road tunnel to relieve the congestion; the construction is expected to be complete by 2010. While this is going on the original Coen tunnel is to be upgraded by being widened from four to eight lanes. Two of the new lanes will be exchangeable lanes, offering five in each direction during rush hour traffic. These projects will run side-by-side with the construction of a road to connect Amsterdam Port with Schiphol Airport, the Westrandweg (West Edge Road), which runs through the Coen road tunnel. The new road will be ready by 2012.


Tunnel boring machine.


Computer-generated impression of the new Central Station.


View of completed metro tunnel.


Vijzelgracht Station with carpark.


Impression of Zuid station.


Impression of Vijzelgracht station.


Ceintuurbaan station.


Ijburg urban extension.


Ijburg bridge, designed by Grimshaw.


Siemen Combino trams that will be used throughout the IJ Tram.


Map showing route of new road connecting the Coen tunnels to Schiphol Airport.

The Ontario Tower, New Providence Wharf
Height: 104m
Floors: 32
Developer: Ballymore Properties Ltd
Architect: SOM

     

US Bank Tower

Identification
Official name    US Bank Tower
Alternative names    *
Emporis Building Number    116498
 Location
Address    *
Bordering street #1    South Hope Street
Bordering street #2    West 5th Street
Postcode    *
Location Map    *
Zone    Central Business District
District    Central City
City    Los Angeles
Country    U.S.A.
 Technical Data    
Height (struct.)    310 m    1,018 ft
Floors (OG)    73
Floors (UG)    *
Construction start    *
Construction end    1989
UFA    *    
Height Floor-to-floor    *    
Elevators    *
   
Building in General    
Type of construction    high-rise building
Structural materials    
*
Facade systems    
*
Facade materials    
*
Facade colors    
*
*
Main usages    
*
Architectural style    *
Status    completed

Facts
-    The glass crown on top is brightly illuminated at night.
-    The Bunker Hill Steps, a variation of Rome's Spanish Steps, wrap around the west side of the base, leading up to Bunker Hill.
-    When completed, became the tallest building on the Pacific coast, surpassing Columbia Center in Seattle.
-    Tallest building in the United States west of the Mississippi River.
-    The building was designed to withstand an earthquake of 8.3 on the Richter Scale.
-    The tower has 4 glass-crowned setbacks, at the 48th, 57th, 61st, and 69th floor levels.
-    This is the tallest building in the world located in a major seismic region.
-    The highest helipad in the world is on the roof.
-    Until US Bancorp committed to a major lease with naming rights in March 2003, the building was named Library Tower after the Los Angeles Central Library across the street.
-    First building to be destroyed by alien invaders in the 1996 movie "Independence Day".
-    The central core structure has a frame that is reinforced in two directions.
-    The façade, consisting of granite strips alternating with rectangular windows each 6.4 m (21 ft) long, is also designed to endure deformations of up to 6.35 cm (2.5 inch) per floor.
-    From the 53rd floor up, horizontal forces caused by wind or earthquakes are dampened by two struts, which are each one floor high.


 



     

27 Jun 2006
Rendering of Delta's Tower in Blok 20 is unveiled

Zahvaljujuci nasem insajderu sada mozete videti model objekta koji Delta planira da sagradi u bloku 20. Delta je otkupila jedan deo bloka od Geneksa prosle godine. Projekat izgleda ima tri celine, trzni centar na prva dva sprata, oko 19 sprata visok hotel i 37-38 spratova visoka poslovna kula.



Izvor:Beobuild

Ovde mozete pogledati najnoviji projekat,koji ce biti izveden u Novobeogradskom bloku 20 uskoro

Niče " Savograd " u Bloku 20

U Novom Beogradu u Bloku 20 biće izgrađen još jedan moderan, poslovno - apartmanski kompleks, sa simboličnim nazivom "Savograd". Radovi na ovom kompleksu počeli su u subotu, a njihova vrednost iznosi 50 miliona evra. Početku radova, pored zamenice gradonačelnika Radmile Hrustanović i gradskog arhitekte Đorđa Bobića, prisustvovalo je oko 160 studenata prve godine Arhitektonskog fakulteta koji su oslikali ogradu gradilišta.

- Ovo je velika investicija za grad i nadam se da će to biti podsticaj svima da ulažu u našu prestonicu. To što je Beograd proglašen za grad budućnosti i na ovom primeru pokazuje puno opravdanje - rekla je Hrustanovićeva.

Gradski arhitekta Đorđe Bobić napomenuo je da je "Savograd" još jedan u nizu atraktivnih objekata sagrađenih poslednjih godina na teritoriji opštine Novi Beograd.
- Očekujem da se gradnjom ovog ekskluzivnog poslovno-stambenog kompleksa dobije novi impuls za gradnju. Verujem da ćemo u narednih godinu-dve imati mesto obojeno novim duhom, što će pomoći da ova opština postane novi centar grada - rekao je Bobić.

Novi kompleks imaće površinu oko 50.000 metara kvadratnih, od čega je za poslovanje namenjeno 20.000 kvadratnih metara, za poslovne apartmane 15, a za podzemne etaže oko 15.000 kvadrata. Izvođač radova je preduzeće "Neimar V", a završetak izgradnje planiran je za kraj sledeće godine.

Izvor:Glas Javnosti/I.Z

Poslovni kompleks „Savograd” u okviru Bloka 20, između prestižnih objekata „Geneks” apartmana, hotela „Hajat” i „Interkontinental” i u prvom susedstvu „Sava Centra”, imaće bruto građevinsku površinu od oko 50.000 kvadratnih
Zamenik gradonačelnika Radmila Hrustanović, gradski arhitekta Đorđe Bobić i gradski sekretar za urbanizam i građevinske poslove Nenad Komatina prisustvovali su danas svečanom otvaranju radova na izgradnji poslovnog i apartmanskog kompleksa u Bloku 20 u Novom Beogradu. Vrednost investicije kompleksa sa simboličnim nazivom „Savograd” iznosi 50 miliona evra. Otvaranje radova na ovom kompleksu ulepšalo je i 160 studenata prve godine Arhitektonskog fakulteta koji su oslikali gradilišnu ogradu.

– Ovo je još jedna od velikih investicija za Beograd, i nadam se da će ona biti podsticaj za sve koji žele da ulažu u naš grad. To što je Beograd proglašen za grad budućnosti i na ovom primeru pokazuje svoje puno opravdanje. Takvi gradovi, među kojima je i Beograd, imaju obavezu da grade nove objekte, zgrade i infrastrukturu, kao i da ulažu u obrazovanje onih koji će u budućnosti činiti sve da njihov grad bude u rangu sa svetskim metropolama – rekla je Radmila Hrustanović.

Govoreći o razvoju Novog Beograda kao centra poslovnih dešavanja Đorđe Bobić, gradski arhitekta, rekao je da kompleks „Savograd” još jedan u nizu atraktivnih objekata koji su poslednjih godina sagrađeni na teritoriji ove opštine.

– Očekujem da se gradnjom ovog, vrlo ekskluzivnog poslovno-stambenog objekta dobije novi impuls za gradnju i na ostalim gradilištima. Verujem da ćemo u narednih godinu-dve imati novo mesto, obojeno novim duhom , što će pomoći da Novi Beograd postane i novi centar grada – rekao je Bobić.

Poslovni kompleks „Savograd” u okviru Bloka 20, između prestižnih objekata „Geneks” apartmana, hotela „Hajat” i „Interkontinental” i u prvom susedstvu „Sava Centra”, imaće bruto građevinsku površinu od oko 50.000 kvadratnih metara, od čega je za poslovanje namenjeno 20 hiljada kvadratnih metara, poslovne apartmane 15, a za podzemne etaže oko 15 hiljada kvadrata. Izvođač radova je preduzeće „Neimar-V”, a završetak izgradnje predviđen je za decembar 2007. godine.



Izvor:Grad Beograd

"NA NAJLEPŠOJ SAVSKOJ TETIVI SAVA SITI"
Biti na dve velike reke, najvećoj evropskoj i najvećoj regionalnoj, biti tamo gde Sava u svom najmoćnijem toku bremeni Dunav, nije samo fenomen najvećeg urbanog potencijala, već istorijska, sudbinska neporecivost što vekovima traje, prkosi, izaziva, podaje, predaje, ustaje i ustrajava, nudeći svoje plećate površi oporim legendama i mukotrpnim nacionalnim htenjima. Zbog svega ovoga, u novijoj istoriji Beograda, nije bilo teško Kovaljevskom ili Dobroviću da moćne reke zamisle kao kanaletovske svečane vodene bulevare, - ni viziju Beograda u kojoj će na mesu trstika i močvara, na levoj obali Save, nići čitav jedan novi grad, koji sa matičnim starim gradom treba da tvori modernu evropsku metropolu.
Savremenici podizanja Novog Beograda nisu svesni kakvim su istorijskim dogadjajima prisustvovali; još manje nesavremenici šta su sve baštinili. Kada bi ljudi imali ptičije oko bilo bi sve drugačije i uverljvije.
U nesrećnim tranzicijskim vremenima, na žalost, izgubljen je korak, utišana graditeljska silina. Srećom najvrednije vedute izmedju Centra ’’Sava’’, ’’Hajata’’ i ’’Interkonitnentala’’ nisu oštećene, a neizgradjen prostor izmedju njih našao se ovih dana pred novim graditeljskim izazovom. I sada je pitanje: Ko je garant da novo neće narušiti dostignuto.
Da li je to Konzorcijum u sastavu: ’’Neimar-V’’, ’’Kemoimpeks’’ i ’’Irva’’, koji je hrabro i odlučno pokrenuo ovu lokaciju. Ako je suditi po prvim koracima, po dosadašnjoj aktivnosti, po tome kako su shvatili značaj ovog prostora može se očekivati da će naš Beograd dobiti novi, pravi reprezent, koji će biti rame uz rame sa bilo kojim sličnim u arhitektonski najprestižnijim evropskim zemljama. Pružena je prilika arhitektama i inženjerima, urbanistima i umetnicima, a organizovan je i konkurs uz učešće nekoliko proverenih arhitektonskih timova različitih generacija i vidjenja arhitekture i ambijenta. Tako se došlo do prvih i pravih urbanističko-arhitektonskih rešenja.
Prvu nagradu na konkursu dobio je tim arhitekata Marija Jobsta i Miodraga Tripkovića za rešenje čija se urbanistička dispozicija, sa visoko estetizovanom arhitekturom uspešno nadovezuje na postojeće stanje i na koherentan način ga dovršava, uspostavljajući harmonizovano jedinstvo sa sjajnom arhitekturom suseda. Ne iritirajući ih, ali unapredjujući ukupni ambijent. Zato je opravdano uverenje da će ovaj novi poslovno-stambeni kompleks sa bogatim sadržajima na 46.000 kvm (bruto-gradjevinske površine), sa najvišom tehnološkom, umetničkom i likovnom opremom, sa novim zelenim parkoviskim meandrima – biti nova reprezentativna dragocenost prestonice. Elitni kartije na najlepšoj tetivi savskog priobalja. Uz Centar ’’Sava’’, evropski Sava –siti.

     

Stadion za ponos

Iako će od 1. avgusta naredne godine fudbaleri Partizana biti privremeno bez "krova nad glavom", kada dve godine kasnije bude završen njihov stadion, ne samo "crno-beli" već i ceo fudbalski Beograd imaće čime da se ponosi.

Definitivno je utanačen novi izgled stadiona Partizana, koji će biti izgrađen na istom mestu gde i dosadašnje zdanje, koje se u Humskoj ulici nalazi od 1949. godine.

Mada u klubu iz Humske, od očiju javnosti, ljubomorno čuvaju maketu novog stadiona Partizana, posetioci sajta www.mob-lab.com mogu se, posetom stranici "projekti", uveriti u svu grandioznost i lepotu objekta čija bi gradnja trebalo da počne tokom sledeće godine. Prema pomenutom izvoru, za projektovanje i izvođenje radova bile bi zadužene firme iz Nemačke (Aldinger) i Švajcarske (Mob-lab i Maraci ), koje bi na površini od 12,5 hektara, osim pokrivenog stadiona sa 36.000 sedećih mesta, izgradile i hotel sa pet zvezdica, veliki biznis centar, multipleks bioskop, 9 teniskih terena, ogroman parking prostor i 400 apartmana. Do puštanja u upotrebu, crno-beli bi utakmice igrali u svom SC u Zemunu (domaće) i, verovatno, na stadionu OFK Beograda (međunarodne).


Izvor:Beobuild