Moss House, University College, Birmingham

When Covid-19 struck, Glenn Howells Architects (GHA) planned for a worst-case scenario – anticipating no new wins at all in 2020 and a 50 per cent cut in its existing workload

#architects #covid #brexit #mmc #urbansplash #sustainability

Fortunately, six months on, the reality has proved rather less grim, with founder Glenn Howells reporting a 20 per cent downturn and a number of choice new projects.

Although the practice has reluctantly had to trim staff numbers, Howells says it has benefited tremendously from the government’s furlough scheme. The practice was also buoyed by a ‘great’ 2019, during which time it maintained its £11.5 million turnover and added 10 more architects, propelling it 14 places up the AJ100 table.

High-profile projects last year included the English National Ballet headquarters, which garnered a host of awards, including the AJ100 Building of the Year Award.

Back in 2019, Howells recalls wryly, all the practice had to worry about was Brexit – and this was certainly a major source of concern, causing a great deal of distress and hurt, given that half of the Birmingham practice’s London office hail from mainland Europe.

While those pre-Covid days now seem a long time ago, Howells is cautiously optimistic in outlook. ‘We have no debt. We’re a solid business and, with [new chief operating officer] Rob Bray at the helm, we’re confident we’re stable.’

 

 

Founded 30 years ago, the practice has built up an expertise in large-scale, often long-term, masterplanning and urban regeneration schemes, including the ongoing Paradise site in the centre of Birmingham. These have naturally led to residential and office projects, with the remaining quarter of the workload taken up by community, public and education schemes.

New wins this year include new housing prototypes using Modern Methods of Construction for Urban Splash at Port Loop in Birmingham and a sustainable new motorway service concept for the Westmoreland family, which takes inspiration from agricultural architecture.

The practice is designing a place-making strategy for East Village in the Queen Elizabeth Olympic Park, London, for developer Get Living. The practice also has new work in Ireland, which Howells thinks could really see a Brexit benefit.

The ‘extra thinking time’ arising from Covid-19 has helped the practice to develop its approach to sustainability. Led by Sophia Ceneda, it has been working to embed knowledge across the practice through the development of a ‘sustainability roadmap’.

By the end of the year, the aim is to develop a checklist approach that can be audited at every stage of the project, including performance in use. ‘We’re moving from an ambition to be sustainable to a process that’s measurable,’ says Howells.

Reflecting that a lot of city suburbs, including those in Birmingham, were a response to the prevalence of disease in inner-city areas, he ponders the impact Covid-19 may have on our cities in the longer term.

‘We’ll be in for an interesting time, as a lot of our projects are on a big scale and about shaping new communities,’ he says. He expects that smaller, less-dense cities outside London – where people can easily cycle to work and are more likely to be able to afford a garden – may also become more attractive post-Covid.

Howells is pleased to see that some staff are now starting to come back to work in the office, but the practice is still very much taking each quarter as it comes.

‘Covid has woken us up. We were all sleep-walking. But now we realise that rapid change can happen,’ he says, adding that there may even be a knock-on benefit to last year’s big concern, the Brexit problem.

‘Covid might have actually helped with Brexit, as I sense there’s a growing realisation that we need to work together to overcome problems. Hopefully this will start to heal rifts in our society. Perhaps we’ll emerge from this with a greener, healthier and more sharing approach.’

By Pamela Buxton

 

Source: Architects Journal

HOW PLANNING CUT DOWN THE FLOWERING OF THE MIDLANDS INDUSTRY AND DROVE THE GDP DOWN

#planning #midlands #industry

Back in the 1950s and 60s, the Midlands was booming. Leicester at the time had so many jobs that employers waited at the gates of other factories to poach workers, and even chased up potential recruits who forgot to come to interviews. In the decade to 1964, service businesses around Birmingham grew faster than any other part of the country; in 1961, West Midlands households earned more on average than any other British region, including London and the South East.

But all this was ended by London-based planners, who virtually banned new factories, offices and housing south of Manchester in a failed attempt to rebalance the economy. In 1960, the Government even refused Fox’s Glacier Mints permission for a new factory in Leicester to replace its existing building facing demolition for a ring road. That began the story of Fox’s decline in the city, culminating in its recent controversial decision to leave Leicester forever, and illustrates the profound damage caused to the Midlands and the British economy as a whole.

The Midlands boom was nothing new: ancient pottery shows a manufacturing hub since the Bronze Age, and throughout the Middle Ages it could compete with the south in terms of wealth: in the 14th century, the West Midlands were among the richest places in Europe. William the Conqueror’s favourite, William Peverel, doubled the size of Nottingham soon after the Conquest, and much later Daniel Defoe was to call it one of the most beautiful towns in England.

The area was central to the Industrial Revolution, among its heroes of innovation being Abraham Darby, who smelted iron using Black Country coke rather than charcoal, and James Watt and Matthew Boulton, who began to commercially develop steam engines. But this growth and prosperity would continue into the 20th century, as other industrialised areas of Britain fell into relative decline.

From 1911 to 1954 the West Midlands grew real output per person faster than any other region, to reach the highest outside the South East. Leicester, which dates back to an Iron Age settlement predating the Roman invasion, was by the 1930s the second most prosperous city in Europe; it later had Britain’s first local radio station.

Meanwhile Coventry, which was already a substantial settlement before the Norman Conquest, with a monastery founded by Leofric, Earl of Mercia — although his wife is better remembered for an altogether different reason — was the fifth wealthiest town in England by the reign of Henry VIII, beaten only by Bristol, Newcastle, Norwich and London. Again by the mid-20th century it was booming, with the fastest population growth of any British city both between the wars and from 1950 to 1965. In the 1930s  it was such a magnet of prosperity that two-fifths of its residents were from other parts of the country. In 1953, unemployment fell to 0.8%; a 1959 Times article called it a “powerhouse of technical progress” and “an Eldorado for its workers”.

Birmingham, seen by guidebooks as “the cradle of England’s industrial greatness”, grew from 8,000 people in 1700 to over a million in 1931 — overtaking Manchester in 1861 and Liverpool in 1881. Strongly Liberal and run by Joseph Chamberlain, in 1890 it was described by Harper’s as “the Best-Governed City in the World”. The 1911 Greater Birmingham Act made Birmingham three times the area of Glasgow and twice that of Manchester, Liverpool or Belfast.

The city was famous, above all, for its industry. From the 1600s to the 1800s, enterprising locals dug 35 miles of canals — more than Venice — to carry Birmingham’s huge trade, these barges first powered by England’s uniquely strong shire horses and then by England’s coal deposits.

Between the wars, Birmingham’s products included a coining press for Tibet’s mint, rolling stock for electrified suburban lines of Buenos Aires, and pipelines for oil through Iraq. From 1923 to 1937, its formal working population grew nearly twice as fast as the country as a whole. Historian Lord Briggs wrote that “Birmingham was more adaptable […] and succeeded in retaining its industrial supremacy” even though its initial advantages — coal, iron ore, and limestone — were lost.

The city became a global powerhouse, with the terminus for the world’s first two long-distance railway lines — the Grand Junction railway to the North and Robert Stephenson’s London and Birmingham Railway. It saw the invention of compact cavity magnetrons for radar, and the first design of a practical nuclear weapon. It remained Britain’s most prosperous city after London as late as the 1970s.

But national government saw the success of the Midlands as damaging other regions. The Distribution of Industry Act 1945 sought to stop industrial growth in the “Congested Areas” — the Midlands, East Anglia and the South East — and to push industry to declining “Development Areas” in the North and West. Entrepreneurs had to get an “Industrial Development Certificate” (IDC) before building a new factory.

The 1956 West Midlands Plan even set Birmingham a 1960 target population far lower than its actual 1951 population — so people would have to leave, and industry shrink. The controls made it difficult to regenerate businesses or add new ones, and the economy became less diverse, focused on the motor industry. That left it vulnerable to the recession of the 1980s, which badly affected the Midlands.

The Certificates failed even to work as the planners intended. Of the projects refused, a study found that only 18% instead went ahead in an area approved by the government, and many of those were in the South East. Half of the refused projects were just reduced in size to escape IDC control; 31% of refusals led to closure, reorganisation or abandonment. So IDCs prevented or destroyed several jobs for every job successfully moved.

Those requirements blocked most post-war growth in Midlands factories. But for 20 years, there was no limit on service businesses, and so Midlands entrepreneurs turned to those; despite the planning madness, the Midlands flourished.

From 1953 to 1964, service sector employment around Birmingham boomed, with major British and international banks, professional and scientific services, finance and insurance, adding three million square feet of office space. In the decade from 1951, Birmingham created more jobs than any city except London, with unemployment generally below 1%.

 

 

But then in 1964, the Government declared Birmingham’s growth “threatening”, and banned further office development for almost two decades. To add insult to injury to the region, its cities suffered among the worst architectual destruction of that decade, with much of  and medieval Coventry destroyed.

What would have happened without these disastrous policies? The size of a country’s cities normally follows a rule called ‘“Zipf’s law”, by which the second largest city is half the size of the largest, but Britain is an exception. By one estimate, Birmingham should have twice as many people, and Nottingham a third more. Those shortfalls, perhaps also due to years of transport neglect, are staggering.

The deliberate strangulation of the booming industries of the Midlands and other high-wage places by London planners was partly why, in the late 1960s and 70s, we became the “sick man of Europe” as average earnings dropped behind our continental friends and rivals. Adjusted for purchasing power, British spending per head was overtaken by West Germany, France and Italy, and ever since we have been playing catch-up. We have now again overtaken Italy and France, but Germany is still about 17% higher. Germany had no equivalent to IDCs; France and Italy’s were much more flexible.

Blaming bad planning for low growth is no pie in the sky. One of Britain’s most respected economic historians, Nicholas Crafts, says we could raise average annual growth by two percentage points for an entire decade by fixing our planning system: if we had done that earlier, today’s GDP would be more than one-fifth higher. That would mean plentiful jobs with higher wages. We would have more money for education and healthcare.

To grow and overtake Germany again, we need to unleash the Midlands and other regions — giving them more power to grow, with world-class transport. The injustice cannot be undone, but we can free Mercia to regain its former glory.

 

By John Myers

Source: Unheard

Work on the highly controversial HS2 officially began last week. Those in favour expect it to create 22,000 jobs in the next few years, whilst objectors claim it could actually displace almost that many jobs.

#HS2 #cost #government #environment #transport #employment

 

In a post-Covid world, is the argument for what has ultimately been labelled “a vanity project” still relevant? Joe Bradbury discusses:

 

Way back in 2016, a survey conducted by the ITV Tonight programme found that:

  • Only 15% feel that HS2 is worth £56bn
  • 58% don’t think it’s a price worth paying
  • 77% of people would prefer that the money was spent in other areas, like the NHS
  • Nearly three-quarters of people thought HS2 would lead to price rises for train tickets
  • 60% said they would not pay more to ride on HS2
  • 7% would be prepared to pay increased prices for the high speed line
  • 80% said they felt sympathy for people who may lose their homes to HS2, even though they may be compensated
  • 11% people thought the high speed rail link would benefit the majority of commuters
  • 23% are not aware that HS2 is being planned

 

That was then. Pre-covid. Pre-Brexit. Pre-global economic downturn. Pre-depression. Imagine where public support is now? The gutter?

 

Do we need it?

At least on the surface, the primary aim of HS2 seems to be to link the north with the south, allowing commuters to broaden the area that they can work in. However, with Covid set to change the way we live and work permanently, with a cultural shift towards home-working now well underway, is this something we even need? Indeed, many employees for companies who have sent all staff home are already starting to question why they had to go in to the office in the first place. Employers who are now struggling thanks to the damage we have inflicted to our economy through misunderstanding and fear are looking at their overheads in an entirely different way.

In response to the news that work was going to begin, Stop HS2 Campaign Manager Joe Rukin said “the case for building HS2 has gone from questionable to completely non-existent. The passenger forecasts invented to justify this gargantuan white elephant started off as being grossly inflated, but now this idea that HS2 is needed because tens of thousands of people, will demand to commute even greater distances for work in the future, are just laughable. We’ve spent 10 years trying to tell tin-eared politicians that working practices will change in the future and drastically reduce the need for travel, and even now it’s happened right in front of their eyes, they refuse to accept it.”

 

 

Can we afford it?

Back in 2015, the project was expected to cost £56 billion. Now, the estimate has almost doubled with a leaked review revealing it could be up to £106 billion. Around £8 billion has already been spent on the purchase of land and property, ground investigation work, technical designs, IT systems, wages and public engagement. Can we really afford such a thing in the depths of what might be the UK’s worst recession and the wider global economic downturn?

Objectors argue no, stating that the £100+ billion being spent on HS2 should be ploughed into improving digital infrastructure in the country as we prepare for a post-Covid 19 way of working and living.

Conservative MP Esther McVey suggests that Plans for the high-speed rail line should be stopped and money ploughed into ensuring all areas of the country have high quality internet connections and no area is left behind.

Ms McVey said “Government must prioritise this new digital infrastructure. Our working and living culture are evolving so fast it has outpaced HS2 and that £100 billion investment would be better placed in IT infrastructure. We need the whole country connected not just small sections of it. We need to be online, not on a train line but online, this pandemic has proved this. We are living in a new virtual sphere and we cannot have a digital divide across the country. I do not want to see a new North-South divide or differences in cities or suburbs through a post code lottery. We must invest in technology now and grasp these opportunities for not only this generation but others to come.”

McVey isn’t alone with her objections as a member of the conservative party, the very party responsible for delivering the project. Dominic Cummings is also an outspoken critic of HS2 and there is now a coalition of around 60 dissenting voices on the Tory backbenches.

It seems that rather than connecting people, HS2 continues to divide.

The environment

This is the most important thing. You can’t make money on a dead planet.

HS2 is the most environmentally destructive project this century, with almost 700 wildlife sites under threat, and HS2 Ltd themselves even admitting it will have a negative impact on carbon emissions for over a century. This is why there are currently hundreds of activists camped out along the HS2 route, fighting to protect nature and it certainly doesn’t look like they will be going away any time soon.

Chris Packham, on behalf of the Rethink HS2 alliance of environmental organisations said “HS2 involves one of the largest deforestation programmes since the First World War, damaging more than 100 ancient woodlands along the planned route, along with dozens of wildlife habitats. If this project gets the go ahead, and I sincerely hope that it doesn’t for so many reasons, you can expect ferocious public opposition to it, and I will be happy to lead that from the environmental perspective.”

Sarah Green, founder of the Colne Valley HS2 Protection Camp added “People need to be made aware of the horrendous impact HS2 will have, especially on water supplies. If people knew what was actually happening, there would be an outcry as the chalk is prone to cracking and fissuring and working around historic landfills is a recipe for disaster. The work HS2 are conducting now must be halted.”

In summary

I always try to keep an open mind, but when it comes to a topic as polarising as HS2, it is impossible to remain on the fence. The sheer turbulence of it all will blow you off!

The most chilling revelation for me throughout lockdown is that we now have a government that does what it wants. The rushed-through coronavirus bill now grants Government powers over its citizens well beyond a reasonable period of what is necessary with this Coronavirus crisis, taking full advantage of the Covid-19 crisis as a means to control citizens with new powers of arrest, detention, quarantine and burials to name but a few.

All protest is squashed, petitions are rejected and even the very act of protesting is an illegal, punishable offence… all in the name of our safety.

The BBC turns a blind eye to genocide in China (who will likely be building HS2 for us) and the violent destruction of migrant camps in favour of turning us against one another in pointless debates about 1m vs. 2m, mask vs. no mask etc.

It seems that now, in 2020 (11 years on from HS2 being proposed), it is far easier to put forward an argument against HS2 than for it. How alarming then, that this doesn’t seem to make a jot of difference. Are we really so powerless? In spite of widespread objection from the British public, members of parliament and even members of Boris Johnson’s own party, the project plows ahead, through fields, pastures, homes, gardens, habitats and nature reserves.

This government does what it wants… and sadly it wants HS2 whether you like it or not!

Perhaps a more relevant question to ask would be this – is this really the kind of behaviour you want from your government?

The Brick by Brick building site on Auckland Rise on Friday, where very smelly, brown water was emerging from a hole in the ground

Residents forced to step over and around what looks, and smells, like a stream of sewage

#sewage #construction #residents #planning authority

Residents in Upper Norwood have complained long and hard that they’ve been forced to put up with a inaction from Brick by Brick, the council-owned builders. But this week, they have been having to step over and around what looks, and smells, like a stream of sewage, pouring from a Brick by Brick building site on Auckland Rise.

Complaints to the council on Friday were immediately fobbed off, as the buck was passed to Thames Water – though the cause of the problem seems to be a broken drain, leaking on the building site.

The episode highlights again the absence of anything in the way of rigorous planning controls or enforcement by the council, the local planning authority, especially around sites where work is underway for the council-owned builders, Brick by Brick.

Eye-witnesses reported seeing no evidence of workmen on the site, which has been under development for almost three years.

A smelly stream flows down a nearby footpath, used by children on their way to school

Said one concerned resident, “Considering Croydon Council closed off Auckland Road to make it safer for children to get to school, it’s very surprising that they appear to be letting sewage spill out from Brick by Brick’s own development site over footpaths and pavements and forcing people to walk into the road.

“Then they have the cheek for the council Twitter account to advise the public to call Thames Water on their behalf.”

According to contractors Quinn London, they are at present in dispute with their clients, Brick by Brick, over the long-delayed Auckland Rise development, where work has ground to a halt this year, apparently for reasons other than coronavirus.

A Katharine Street source said, “For an incident like this, involving a possible public health risk, you’d expect that council officials from planning control would make an immediate site visit to establish the cause and whether it could be addressed quickly.

“But it is becoming increasingly apparent that in Croydon, there is little or no effective planning enforcement – especially for certain favoured developers, including the council’s own builders, Brick by Brick.”

Croydon Council’s ’nuffink to do with us, guv’ response to the issue on Friday

Sources in the construction industry have suggested that, as cost overruns on some of Brick by Brick’s projects have built up, corners are being cut and some of the more expensive elements of developments that were included in the original planning application submitted to the council, and still listed on the planning portal, have been dropped.

 

Promised charging points for electric vehicles, part of Brick by Brick’s eco-friendly spiel, have never been installed on some sites, and other “green” features promised to be included with the “architect-designed” new homes have also been omitted.

Nowhere on the planning portal, though, is there any mention of Brick by Brick landscaping Auckland Rise with a previously undiscovered stream of brown-coloured water.

Long-suffering residents have been left hoping that there’s no heavy autumn rainfall in the coming days, which is sure to make an already smelly situation much worse.

Source: Inside Croydon

 

 

A cautionary view on recycling waste products into construction materials

#recycling #miningwaste #construction #housing #africa #architects

 

Every year, humans move more earth, and more rock. More than what rivers carry with them as they rush to oceans and lakes. More than what is eroded by wind, or rain, or seasonal frictions. More than what is hurled out as lava by volcanoes. More, in fact, than all planetary forces combined. And faster, too—a few decades of human activity have displaced more materials than the planet could over millennia. This is what it means to say that humans have become a geological force, that the Earth has entered the era of the Anthropocene.

“Humans,” of course, is far too broad a descriptor to capture the causes, mechanisms, and effects of all this earthly displacement. The generic category of “human” as an agent of change only makes sense if you’re a planet. We all know that some humans—bolstered by the political systems in which they live and the institutions for which they work—are far more powerful than others. The quantity of rock moved by Anglo American in its century-plus of metal mining completely overwhelms that displaced by a migrant scraping the walls of abandoned mine shafts. But the difference is not just a matter of magnitude. More fundamentally, it’s about the inequities that enabled and conditioned this massive scalar difference, and that continue to be amplified by it. The apparent incommensurability of these scales must not blind us to their deep interdependence. This is especially evident in the use of mine waste as building material, which involves a triple extraction: of minerals, of waste, and of human health.

The increasing precarity of life on our planet may dispose us to see this use of discarded matter as an unalloyed good. Surely it’s better than removing yet more of the planet’s matter? Billions of people lack adequate shelter, after all. The need for large-scale, low-cost housing constantly outpaces its construction, as well as the availability of land to build on. The vast growth of mineral extraction since the 1940s has been accompanied by a proliferation of experiments in the re-mining of their waste products. These approaches, in turn, have relied upon—and also generated—a patchwork of modular building materials, framed by modernity’s perpetual penchant for scalability, while simultaneously containing its dark consequences. The promises of postcolonial modernity—housing, health, prosperity—tacitly assumed that these materials would be clean, abundant, and neutral: the unremarked and unremarkable means to a greater end, not sources of trouble in and of themselves. Put differently, the assumption was that the materials of postcolonial modernity were “raw”: in a state of nature, there for the taking, ready to be molded, unsullied and unaffected by previous use.

Yet many of the materials of modernity were not, in fact, inherently neutral. This was not—is not—merely a political statement. It also reflects material reality: runoff from abandoned mines, produced by the chemical reaction of exposed pyrites with oxygen, acidifies soil and water. As the ruins of mining and other industrial activity continue to spread, unchecked acid mine drainage renders ever-larger plots of land unfarmable, and ultimately unlivable. Bauxite, gold, uranium, asbestos, iron, copper, and especially coal: all generate gigantic footprints and piles of waste. No surprise, then, that these materials seduced builders, engineers, and architects. Using mine waste as a construction resource appears to address two problems at once: what to do with the waste material and land, and how to build low-cost shelter for the many thousands of workers required to run extractive processes.

AERIAL VIEW OF MINES

Transvaal minefields photographed from hot air balloon. Photo by Eduard Spelterini, 1911. Schweizerische Nationalbibliothek, Eidgenössisches Archiv für Denkmalpflege (EAD): Sammlung Eduard Spelterini

Archaeologists have found evidence that Spanish settlers in seventeenth and eighteenth century Mexico used tailings from silver mines in building the adobe haciendas that constituted the loci of their colonial power. These buildings bear traces of the mercury used in silver amalgamation, suggesting that their erosion may have released toxins to their inhabitants. Even earlier antecedents surely exist. The reuse of mine waste is nothing new.

What has changed, however, is the scale and shape of such reuse, along with the intensity, spread, and characteristics of contamination it can generate. By 1968, when the US Bureau of Mines began sponsoring national symposia on the use of mine waste in construction, researchers and industrialists were exploring the use of waste from iron, copper, and phosphate mining, as well as fly ash (from coal), ferrous and non-ferrous scrap, and more. As one meeting chairman explained, the symposia were built on the premise that pollution and waste offered “opportunities,” whose technical and economic feasibility could be explored: “Incentives, rather than hysteria, offer a sound path toward eliminating the pollution problems of air, water, and land.” Turning waste into resource certainly seemed like the perfect industry response to the burgeoning environmental movement. Indeed, with this effort originating two years before the creation of the US Environmental Protection Agency, the mining sector appeared positively proactive.

By 1979, RILEM (now the International Union of Laboratories and Experts in Construction Materials, Systems, and Structures) reported on some twenty countries where mineral wastes supplied the formal construction industry. The largest proportion of these materials consisted of metallurgical slags and fly ash. But mine and quarry waste also contributed significantly to road construction, fill, concrete aggregates, and—in a few instances—the manufacture of bricks and plaster. The US dominated RILEM’s list, though as symposium reporters noted, this could simply be the result of more information; “in most other countries… [mine] wastes are often produced in remote areas where little attention is paid to them.” The authors noted, in passing, that “some of the mine tailings, e.g. those containing heavy metals, uranium, or asbestos may present problems of toxicity and their disposal will accordingly need to be carefully controlled.” Nevertheless, in 1979 the authors estimated that the annual production of waste rock from uranium extraction produced some 155 million tons of waste rock in the US, where some of it fed bituminous concrete aggregate. “There have been problems of radioactivity,” the authors remarked, in bloodless prose. Overall, however, they concluded that raw mine waste saw less uptake than other mineral discards, primarily because in most countries, mines “tend to occur away from populated areas and the cost of transport makes them uneconomic in comparison with competing materials.”

Construction projects located near mines and their wastes, however, don’t face the problem of transportation costs. In such instances, the economy of waste reuse could seem attractive—particularly in postcolonial states seeking a fast track to modernity. This undoubtedly drove decisions about building materials for the mining town of Mounana, Gabon, shortly after its erection in the 1970s. Each house, complete with electricity and running water, sheltered a mineworker and his family according to European nuclear family norms (no polygamists, no extended kin) and lifestyles (no chickens, no goats). In the center of town, residents could shop at the marketplace. Women delivered their babies at the maternity clinic. Children attended school. In the late 1970s, Mounana represented Gabonese “expectations of modernity” via national and corporate projects. In what appeared as a model of efficiency, waste rock from the nearby mines served as the basis for the gravel, cement, and concrete in these structures and in the paved roads that connected it with the town.

This rock, however, was not inactive. It came from the uranium shafts that powered economic activity in postcolonial eastern Gabon. The uranium content in the discarded rock was too low to extract profitably. But it was still there, and it did what uranium always does: it decayed, releasing radioactivity along the way, gradually turning into radon gas. Three decades later, and years after the mine had shut down, local activists and French NGOs found radon levels in these structures well in excess of internationally recommended limits. In the end, the mining town—which continued to lodge people after the company’s departure—had found a surefire way to make families nuclear. The materials of modernity had become instruments of slow violence.

This outcome shouldn’t have surprised the French-owned Compagnie Minière d’Uranium de Franceville (COMUF). In 1971, revelations broke that one-third of the houses in Grand Junction, Colorado were bursting with radon because they’d been built with tailings from the uranium mills that powered that town’s growth. Ninety miles further south, some homes in Uravan had radon levels over 700 times regulatory limits; subsequently abandoned, the town became a superfund site. In 1975, a survey demanded by the Navajo Tribal Council found radioactive buildings strung out from Shiprock to Tuba City. Many of these sites in the Navajo Nation remain unremediated, potent reminders of the everyday violence of the white settler state.

During the nineteenth century, hard core building—what French colonial officials called “construction en dur”—constituted a key element of the “civilizing mission.” In the colonial imagination, modernity required stone, or at least stone-based materials such as concrete or fired clay bricks. Buildings that needed seasonal maintenance to maintain their structure were coded as indigène, inferior. Europeans built solid homes in the tropics, and they assumed that their colonial subjects held the same aspirations. Throughout the mid twentieth century—including during the times of imperial decline, independence, and postcolonial possibility—the trope of the “solid house” remained a symbol of concrete modernity for many postcolonial societies seeking to build new nations.

Yet the material and economic conditions of postcolonial state-building undermined these ambitions. The ingredients of modern building were themselves exported, or taken up in the infrastructure needed for resource extraction. In making concrete, grand projects extract selected grades of sand and aggregate, quarrying them from the sum total of earthly resources. The remnants—typically degraded soils—serve as both sites and building materials for housing the global poor.

In response, new taxonomies of earthly materials and building elements emerged. Political and chemical forces concretized these taxonomies by bringing them into relation. Wartime scarcities of the 1940s coincided with experiments in sand, earth, or mud blocks, all stabilized by the addition of cement, with hybrid names such as sandcrete, landcrete, and swishcrete. Some technologies emerged from trials in American agricultural research centers, including the Tuskegee Institute, and were tested in Africa at research stations. Cement additives circumvented the need for skilled local builders and their ability to create durable structures by combining earths and organic render mixes with materials such as cow blood, urine, dung, chicken feathers, and plant fibers.

In the flush of early independences, the biggest challenges seemed to revolve around cost and scale: how to build large numbers of solid houses in which the newly franchised poor—particularly in the tropics—could live, and perhaps even thrive. The need for new houses that met acceptable standards, in the UN’s 1952 account, was staggering: 25 million homes in Latin America, homes for 100–150 million families in Asia, and enough for “just about” all the people in Africa. Rejecting Third World requests for more money—or anything that might resemble a Marshall Plan for decolonizing territories—UN experts, many of whom had previously worked for colonial governments, instead emphasized the importance of low-cost techniques and individual self-financing.

Cement-stabilized earth blocks fell neatly into this austere approach: since as much as 95% of the block volume consisted of nominally free, local, earthly material, capital reserves could be channeled to infrastructural elements such as sanitation, sheet roofing, and cement.

But there’s no such thing as a free block, and development aid always comes at a price. Consider the Landcrete press, designed in the early 1940s in South Africa by Landsborough Findlay, a company specializing in earth-moving equipment for mines and farming land. The company’s international marketing efforts succeeded: in 1953, the United Nations Korean Reconstruction Agency bought one hundred presses to help build a million homes for war refugees. As modular elements, landcrete blocks could be traded ubiquitously, from very basic production yards to housing sites. UN sponsorship of block making machines did much to displace indigenous earth building with a fragmented and interchangeable vision of building, couched in the idea of “self-help” in international “development.” And as M. Ijlal Muzaffar documents, the “participating native” was a central figure in this discourse, which unabashedly celebrated “traditional” building techniques and indigenous “ingenuity”—even as it worked to supersede local expertise—all the while claiming to represent “the demands and desires of populations already in transition to modernity.” As presses such as the Landcrete (which had many successors and spin-offs) gained traction in international development circles, blocks replaced solid earth in the building envelope. In the same years that Western photographers began training their cameras on the marvels of indigenous earth architectures, “development” agencies and technical experts worked to fracture their integrity.

Cheap blocks complemented the “roof loan” approach, conceived by UN technical advisors on housing. Working in the Gold Coast, the American housing advocate Charles Abrams, along with Vladimir Bodiansky and Otto Koenigsberger imagined that community savings groups would share loans to buy industrially produced materials to roof the houses with already completed walls, which they had built with cheap or personal labor from locally made earth blocks. Rather than evolving together, then, roofs and blocks were recombined in the “self-help” house as elements with diverse procurement paths. Block fabrication could now take place before or beyond the oversight of technical experts, while the roof materials were locked in place through debt.

In this plan, good roofs allowed for bad walls. Protected by the overhang of a relatively durable roof, supported by a sanitary core and pillars, stabilized earth blocks did not have to meet any standards of longevity, size, material, or even delivery timelines. By the 1960s, the roof loan scheme—originally designed to conclude the self-housing process—became instead its starting point. This inversion allowed experts to abandon recipients, leaving them to finish their homes entirely by themselves, while repaying the roof loan to their community savings group.

Roof loans also opened the market for both asbestos cement and corrugated aluminum roofs, along with corrugated iron. Their specification related to the availability of raw materials, all of which generated potentially toxic residues and landscapes. In Ghana, for instance, the Volta Aluminium Company began construction on an aluminum smelter in 1964, with the view to make construction products from its bauxite ore mines. In South Africa—with its rich reserves of asbestos, iron ore, and strip-mined coal—asbestos-cement roofs and corrugated iron split the market. In both countries, such beneficiation of raw materials made some economic sense. But for countries without minerals, importing any of these materials represented a burden.

In this assemblage of debt, roof, and unfinished walls, waste served as a basic material for cheap, locally made blocks. Discarded material could substitute for good earth, ideally leaving it as soil for farming. Co-locating housing with borrow pits and other “drosscapes” made discards readily available as construction material. In countries with mineral resources, low cost housing near mines and mills would use materials created as by-products in industrial processes, including red mud from bauxite tailings from alumina extraction, as well as tailings from zinc, copper, gold, asbestos, uranium, and iron mines. Portland cement, the ubiquitous stabilizing material, itself was mixed with wastes, including lime sludges, slags, and fly ash.

The consequences of this regulatory arbitrage around mining wastes in building materials are rarely documented. One exceptional study, however, assessed the risk of exposure to dangerous fibers around former asbestos mining sites in South Africa, and then trained villagers to collect samples from houses and schools built from local blocks.

ASBESTOS WASTE IN HOUSING BLOCKS

Asbestos waste in locally made blocks used for a house in Sedibeng village, near Kuruman, South Africa. Photo by Asbestos Interest Group community monitors, 2019.

Their focus was on those structures that might contain materials gleaned from nearby tailings in the blocks, floors, and plaster. Of thirty-one sites surveyed in the village of Sedibeng, near the mining center of Kuruman, 88% of blocks, 94% of houses, and the only school contained asbestos containing building materials (ACBM), some in friable blocks that could release fibers into their surroundings. In impoverished communities where many elders had contracted fatal mesotheliomas working in now abandoned mines and closed mills, this risk lingers for another generation. Another brick in the crumbling wall of wasted modernity.

In 2019, we travelled the length of the Main Reef Road, which stretches both east and westwards from Johannesburg. Built to serve the industrial gold mines that spawned the city, the road spans much of South Africa’s Witwatersrand plateau, known by the same moniker as its currency: the Rand. We wanted to sample the range of blocks—along with their constituent materials—that people can buy to build or expand their homes. How, we wondered, do current residents of the Rand create homes in toxic wastelands, especially in the absence of adequate state housing and land remediation programs?

Launched in 1886, the Rand’s mines rapidly became the deepest in the world. Removing “overburden” to reach gold seams, miners extracted billions of tons of rock, formed into gigantic tailing piles and vast slime dams that comprehensively transformed the region’s topography in just a few decades. By 1911, fifty-two mines formed a nearly 100-kilometer band from Randfontein to Nigel. As their tailings dumps continued to grow, they also became more dangerous. The cyanide leaching of ore to recover gold required milling the ore more finely, which produced smaller dust particles that were even more mobile and inhalable. The leaching itself produced vast quantities of sludge that was dumped into the seasonal waterpans of the lowest-lying areas, whence it leaked into streams and groundwater.

Today, some 1.6 million people live on or very near toxic mine dumps, mostly in former black townships and informal settlements, often in precarious conditions. Heavy metals—in no short supply thanks to the dumps and their dust—dissolve readily in the highly acidic water that decants from mine shafts, transporting toxicants such as mercury, arsenic, and lead into groundwater, streams, and farmland. Uranium-laced dust whips into homes and settles on the vegetable patches that residents rely on for sustenance.

Over the course of recent decades, mining companies (ever-morphing into new ownership structures) have moved this patchwork of tailings, reprocessing them for gold and/or uranium before reassembling remaining waste into three superdumps. Water and surface damage form the residual footprints of removed dumps.

Urban planners, municipalities, and provincial authorities continue to imagine this toxified landscape as a vacant space to meet South Africa’s perpetual “housing problem.” In the 1940s, Landcrete—which pressed out solutions to surplus mine sand, abandoned land, and the cost of building materials in a single mechanism, powered by cheap labor—came out of this very landscape. Buildings on the Witwatersrand still amalgamate these elements, albeit at a far greater scale.

Right now, five thousand “affordable” housing units are being built as a flagship project on land cleared by the removal of a dump at Fleurhof, just north of Soweto. But faced with long waiting lists, unhoused residents—no longer willing to accept cramped backroom housing or makeshift informal settlements—have taken construction into their own hands. Inevitably, given both the urgency of housing penury and the lack of state capacity, such building happens without regulatory oversight.

In altering existing houses, residents often remove their asbestos-cement roofs, either reusing whole sheets or dumping broken ones in nearby parks and open dumpsites, where they continue to fragment and crumble into deadly fibers. Builders use blocks from nearby roadside brick makers, who in turn collect sand and additional materials from mine residues and other sources of solid waste.

Near KwaThema, a woman sold us some crumbling, pinkish blocks that contained sand gathered from the low-lying residues of dumps that had been removed for industrial-scale reprocessing. Further out on the Main Reef Road, we found an enterprising man making blocks from a dark, sticky gravel that looked like incinerator waste. Operations like his abounded.

GOLD BEARING GRAVEL

Informal gold digger, disused Western Holdings mine, Welkom, Free State. Gold bearing gravel is unloaded near a polluted sewerage canal. Photo by Ilan Godfrey, 2012.

Closer to Johannesburg, over the Main Reef road from Fleurhof, we located a small blockmaking business run by an elderly, weather-worn Afrikaner with a half-dozen employees. Just a few hundred meters downhill from this operation, on the lip of a large abandoned mine cavity, young artisanal “zama-zama” miners from Zimbabwe and Lesotho had established a basecamp, where they dug around and into the abandoned pits, scavenging rock with potential gold content. Block and mining businesses share a crusher belt—and, apparently, the occasional braai. The Afrikaner and his staff fashion their ground rock into blocks, which they mainly sell to clients from Soweto. The zama-zamas put their ground rock through an artisanal treatment process, most likely using mercury to suspend any gold. Three or four times a week, the police swing by to collect their cut, which explained stern injunctions from both groups to refrain from taking pictures.

Each batch of blocks differs in its exact composition, but all include the toxic remainders of mining. Sold in small loads to backyard builders, they redistribute these residues into residences. Following the precise paths of these many relocations would be nearly impossible. Regulation, in such situations, isn’t even the subject of reverie. Utterly unremarked, this new configuration of “self-help” compresses toxic landscapes into the framework of the home. Extraction removes the good earth. The poor inherit the bad earth. They live on it, and in it, and with it. To be sure, there is some bad earth in all of us. But bad earth does its worst in the bodies and homes of those who struggle most for daily survival.

By Hannah le Roux and Gabrielle Hecht

Hannah le Roux is an architect, educator and theorist. She is Associate Professor at University of the Witwatersrand, Johannesburg.

Gabrielle Hecht is the Frank Stanton Foundation Professor of Nuclear Security at the Center for International Security and Cooperation at Stanford University, where she is also Professor of History, Professor (by courtesy) of Anthropology, and Senior Fellow at the Freeman Spogli Institute.

 

Source: e-flux architecture

 

 

Housing minister Kevin Stewart is calling for the UK Government to reduce VAT charged on construction works to existing buildings to 5% to support the sector’s recovery from the coronavirus pandemic.

#vatreduction #housing #construction #

In a letter to chancellor of the exchequer Rishi Sunak, Mr Stewart said that while successive Scottish ministers have made such requests at various points in recent years, the “exceptional circumstances” faced by the construction industry as a result of the pandemic has brought this issue to the fore once again.

Setting out the benefits the reduction would bring, Mr Stewart added:

  1. A reduction in the cost of such work would undoubtedly encourage and enable domestic investment (which can be undertaken safely under well-developed safe operating practices which have been developed and adopted by industry) at a time when many households are reluctant to invest due to financial uncertainty.
  2. The pandemic is clearly bringing major changes in our working and home lives and existing buildings need to be adapted in order to support these new patterns of behaviour. Without this we risk losing buildings that could have been re-purposed and may well force people to work in unsatisfactory conditions at home. A reduction in VAT would significantly increase building flexibility and also send a clear signal that government is actively responding to these changing patterns.
  3. In responding to the climate crisis it is essential that we make best use of existing buildings and the current favourable VAT treatment for new buildings is a perverse incentive in this respect. Making our existing buildings as heat and energy efficient as possible will be critical to meeting our net zero carbon emissions in the future and a reduction in VAT would undoubtedly incentivise such investment.

The minister said: “It is at the request of industry that I write to urge you to reconsider this vitally important matter with a view to delivering the stimulus that this VAT reduction would provide.

“Many industry partners have commented that this is probably the single most significant change that could support recovery in the domestic construction sector.

“Successive Scottish ministers have made such requests at various points in recent years but the exceptional circumstances faced by the construction industry as a result of the pandemic has brought this issue to the fore once again.”

Hew Edgar, head of UK government relations and city strategy at the Royal Institution of Chartered Surveyors (RICS), said: “RICS fully endorses this call from the Scottish Government and have long been advocating for a change to the VAT regime to stimulate the repair, maintenance and enhancement of existing property as part of a build back greener approach to construction.”

 

Source: Scottish Housing News

Whilst still being down on pre-pandemic levels, the last three months have seen a marked improvement in construction starts

#glenigan #constructionrecovery #pandemic #constructionstarts

 

  • The value of work starting on-site rose by 22% during the three months to August on a seasonally adjusted basis, although starts were still 32% lower than a year ago.
  • Residential starts during the three months to August were 34% lower than a year ago, but climbed 21% against the preceding three months (seasonally adjusted). 
  • Non-residential work commencing on-site declined by a third against the previous year. However, against the preceding three months (seasonally adjusted), starts climbed 29% during the three months to August.
  • Despite a fall of 21% against the previous year, civil engineering starts during the three months to August increased by 9% against the previous three months on a seasonally adjusted basis.

 

Rhys Gadsby, Glenigan’s Economic Analyst, commented on this month’s figures: “Whilst still being down on pre-pandemic levels, the last three months have seen a marked improvement in construction starts. For example, the value of work starting on-site in August was almost double that of the low-point seen during the lockdown period. Encouragingly, the vast majority of sectors experienced an increase in the value of starts during the three months to August against the preceding three months.

However, the industry still has some-way to go, with the value of work starting on-site still sharply down on a year ago. The latest Glenigan Index shows a 32% fall in the value of starts during the three months to August against the previous year. With lockdown restrictions eased, we anticipate the value of starts to increase over the coming months.

Project-starts recover against lockdown lows

“With many housebuilders still having sites shut at the beginning of the three months to August, the value of residential work was still sharply down against the previous year. However, against the preceding three months (seasonally adjusted), the value of residential work starting on-site increased by 21%.

Private housing project-starts bounced-back the fastest within the sector, with the value of work rising 28% on the preceding three months (seasonally adjusted), although starts were still 38% lower than a year ago.

Social housing starts also increased on the preceding three months (seasonally adjusted), rising by 7%, but were 24% down on the previous year.”

“Despite the value of non-residential work being 33% lower than the previous year, against the previous three months (seasonally adjusted), the value of non-residential starts climbed 29%.

The health sector experienced the biggest increase in the value of starts, increasing by 86% against the preceding three months (seasonally adjusted) and was the only sector to be up on a year ago.

Office starts during the three months to August also experienced a relatively large increase in the value of work commencing on-site against the preceding three months (seasonally adjusted), rising by 45%. Despite this, starts during the period were still 28% lower than a year ago.

Retail starts also increased convincingly against the preceding three months (seasonally adjusted), climbing 41%. However, the value of retail-starts were 37% down on the previous year.

The hotel & leisure sector struggled during the three months to August, falling by 58% on the previous year and by 24% on the preceding three months (seasonally adjusted). The sector was the only non-residential sector to experience a fall against the preceding three months.”

“The value of civil engineering starts during the three months to August increased by 9% against the preceding three months, on a seasonally adjusted basis, although starts were still 21% down on a year earlier. The rise was driven by a 42% rise in utilities starts against the preceding three months (seasonally adjusted). In contrast infrastructure starts fell by 7% against the preceding three months and were 19% lower than a year ago.

Gradual recovery among UK regions

For most parts of the UK, the value of starts during the three months to August were still down on a year ago.

The sharpest falls occurred in Scotland and Yorkshire & the Humber, with both experiencing falls of 50%. The value of starts in the North East, London and Wales were 46%, 45% and 42% lower than a year ago respectively.

The South West was the only region to experience a rise against the previous year, with the value of starts climbing 32%.

Against the preceding three months (seasonally adjusted), many regions experienced an initial recovery in the value of starts.

Northern Ireland and the South West experienced particularly strong recoveries in starts against the preceding three months (seasonally adjusted), with the value of work commencing on-site increasing 149% and 97% respectively.

The East of England and Scotland also experienced strong increases in the value of starts against the previous three months, with the value of starts rising 57% and 55% on a seasonally adjusted basis respectively.

 

www.glenigan.com

 

 

Hydbrid Air Vehicles has revealed the production-ready design of its Airlander 10 — and said the aircraft once fondly known as “the Flying Bum” might go electric in the near future.

#electricpower #environment #travel #HAV #aircraft

Its shape gave it the nickname the flyng bumPart plane, part airship, the Airlander 10 is the world’s largest aircraft. It went viral during its early testing phase in 2016, when its bulbous shape earned it its memorable nickname.

Three-and-a-half years later, the craft is ready for production. Hydbrid Air Vehicles (HAV) has revealed images of the final design, which it says is more streamlined and efficient than the prototype.

Whether by design or coincidence, those refinements also seem to have lessened its resemblance to an airborne bottom.

As well as the “fuel-saving, lower-drag shape”, HAV says the Airlander 10 has enhanced landing gear and a wider, longer cabin, so it can carry more passengers or cargo.

It also promises 75 per cent fewer emissions than “comparable aircraft”.

However, HAV has greener aviation in its sights; it is developing an electric propulsion system with the company Collins Aerospace and the University of Nottingham, so a future version of the Airlander could be zero-carbon.

HAV says the first Airlander 10s to roll off the production line will go to organisations in the tourism and clean-technology sectors, with whom they are currently in negotiations. The British company will manufacture four aircraft initially.

It suggests that with the cabin customised for passengers, the vehicle could be used for sightseeing day trips, overnight transfers or air cruises to the north pole.

Helium keeps it aloft

As a hybrid aircraft, the Airlander 10 has diesel engines and takes off like a conventional plane, but then uses helium to keep it aloft in the air, so it is less polluting than conventional aircraft.

With 16 passengers on board, the craft could remain airborne for three days and cover 2,000 nautical miles. It is also quieter than aeroplanes.”Unveiling the aircraft that our first commercial customers will receive is an exciting moment and an important milestone on our path to type certification,” said CEO Tom Grundy.

“Our current negotiations are the result of the strong interest in providing unique, responsible travel experiences that we’ve been seeing in the commercial sector.”

The hull of the Airlander 10 is made from a strong liquid crystal polymer called Vectran. It can stay airborne for long periods because most of its lift is produced aerostatically, by virtue of it being lighter than air, allowing it to float like a helium balloon.

The airship was originally developed as part of a US Army project before HAV brought the craft to the UK and converted it for civilian use.

It took its first test flight in August 2016 successfully but then crashed on its second outing, by slowly nosediving into a field.

 

Source: Dezeen

British architect Norman Foster has revealed plans for a demountable glass and steel building to house the UK parliament while the historic Houses of Parliament is renovated.

#renovating parliament #architects #normanfoster #sustainability

Created in partnership with property developer John Ritblat, the temporary building would contain an exact replica of the House of Commons debating chamber along with offices for 650 members of parliament wrapped in a bomb-proof glass and steel shell.

It would be built around 400 metres from the Palace of Westminster, the official name for the historic complex that contains both the House of Commons and the House of Lords, on Horse Guards Parade.

Foster proposes that the temporary structure could provide offices for elected members of parliament and a replacement House of Commons, where MPs debate and make laws while the 19th-century Palace of Westminster undergoes a £4 billion restoration.

The structure was designed by Foster, founder of multiple Stirling Prize-winning studio Foster + Partners, at the request of the body in charge of restoring the crumbling Palace of Westminster as an alternative to Allford Hall Monaghan Morris’ plans for a redevelopment of Richmond House.

“It saves a huge amount of money and time and is reusable”

According to British newspaper the Times, Foster and Ritblat were asked to submit their design as part of a review into the overall costs of the restoration of the Palace of Westminster, including its temporary relocation.

The structure, which would cost £300 million and could be reused when the restoration is completed, was designed as a lower-cost alternative to the Allford Hall Monaghan Morris redevelopment of Richmond House, a government building in nearby Whitehall.

“It saves a huge amount of money and time and is reusable,” Foster told the Times.

“It showcases what we can produce as a nation,” they continued. “Everyone regards the relocation of parliament as a huge problem, but it also presents an incredible opportunity and I can’t see any downsides to our proposal. Horse Guards is next to 10 and 11 Downing Street and is far more secure than Richmond House.”British architect Norman Foster has designed an alternative home for the UK parliament

However, some architects criticised the sustainable nature of building a temporary structure rather than renovating Richmond House.

“The first rule of sustainability is to re-use and adapt an existing building; even more so if it’s a short-term use,” wrote Rab Bennetts, co-founder of architecture studio Bennetts Associates, on Twitter.

“Adapting Richmond House in Whitehall is the obvious responsible solution.”

Both proposals were created following the UK government’s decision in 2018 to relocate from the Palace of Westminster to allow the 1,100-room building to undergo a £4 billion restoration led by UK studio BDP.

Designed by Charles Barry and Augustus Pugin, the historic building was largely built between 1840 and 1870, with the oldest part, the Westminster Hall, dating back to 1099.

The restoration is planned to be carried out over six years starting in 2025. However, Foster believes his structure could be built in 28 months allowing members of parliament to relocate earlier.

“We think that, rather than a costly embarrassment, there is the potential here to create a uniquely great British solution that will enable the MPs to decant from the Palace of Westminster more than 36 months earlier,” said Foster and Ritblat alongside their submission.

 

 

“This is a great opportunity to celebrate British ingenuity”

The architect likened his building to Joseph Paxton’s glass and iron Crystal Palace, which was built to house the 1851 Great Exhibition in London. In a previous interview with Dezeen, Foster said he believed the prefabricated structure was the “birth of modern architecture”.

“The sustainable solution we propose will not leave any permanent scars on the historic fabric of London and could be reused and relocated anywhere,” continued Foster and Ritblat in their submission.

“Much like the Great Exhibition did in 1851, we think that this is a great opportunity to celebrate British ingenuity with a solution that captures people’s imagination.”

Foster first proposed creating a “pop-up” parliament building on Horse Guards Parade in 2017, which would have contained replicas of both the House of Commons and the House of Lords and no offices.

The updated proposal does not include space for the upper House of Lords debating chamber, which under current place will be relocated to the nearby Queen Elizabeth II Conference Centre during the restoration works.

However, in January, UK prime mister Boris Johnson asked officials to investigate moving parliament’s upper chamber outside London. In response, Foster called for a design competition for a House of Lords in the north.

Since the UK parliament made the decision to temporarily relocate, several architects have proposed options, with US studio Gensler proposing a floating bubble-like structure that would be built alongside the Palace of Westminster on the River Thames.

Palace of Westminster completed in 1860

The Palace of Westminster, a sprawling complex containing over 1,100 rooms as well as the famous clock tower commonly known as Big Ben, sits alongside the River Thames in central London. It was designed by architects Barry and Pugin in a revivalist perpendicular gothic style to replace the medieval palace complex that was destroyed by fire in 1834.

Work on Barry and Pugin’s replacement palace began in 1840 with most of the work completed by 1860. Today, the grade-1-listed structure is in a bad state of repair and requires extensive refurbishment.

 

Source: DeeZeen

24/09/2020

Epoxy Resin & Cementitious Flooring*

 

01/10/2020

Wood Flooring Installation

*RIBA Accredited CPD presentations.

Presentations begin at 12pm and last approximately 40 minutes.

 

To register your interest please

click here

and specify which seminars you would like to attend.

We will send you a synopsis of your chosen

presentations and instructions to join.