Heard of LA's Commercial Artcraft District? ATC helps you navigate complex development challenges, like the 11319 McCormick St project in NoHo—a 36-unit residential development that faced unique hurdles. 🔍 The Challenge: - Zoned C4-1-CA, with Artcraft District regulations limiting density to R3 to promote specific uses like ceramics and photography - To achieve the project's goals and leverage TOC incentives, R4 density was necessary After 299 days of review, LA City Planning approved R4 density. The applicant (OnTrack Property, HRD Arch) was able to show that the project didn't leverage Artcraft concessions and that there was ample precedent. With ATC, I was able to find similar projects and navigate the project's approval process. See for yourself: https://lnkd.in/gdpeKYKu #LARealEstate #Development #Zoning #LACityPlanning
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▶️ Live Load Reduction Most codes and standards allow for reduction in live loads when designing large floor systems, since it is very unlikely that such systems will always support the estimated maximum live loads at every instance. Section 4.7.3 of ASCE 7-16 permits a reduction of live loads for members that have an influence area of AI≥37.2m2(400ft2). The influence area is the product of the tributary area and the live load element factor. The ASCE 7-16 equations for determining the reduced live load based on the influence area are as in attached Image No reduction is permitted for floor live loads greater than 4.79kN/m2(100lb/ft2) or for floors of public assembly, such as stadiums, auditoriums, movie theaters, etc., as there is a greater possibility of such floors being overloaded or used as car garages. #steelstructures #steeldesign #connectiondesign #MK97 #steel #structuralengineering #structuraldesign #structuralanalysis #structuralsteel #structuralengineer #AISC #ASCE #ASCE7 #LiveLoad #Live_Load
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Adherence to standards is crucial for maintaining safety barriers! 💡 ⚠ Without compliance to these standards, the effectiveness of safety barriers is severely compromised. This example of the runway highlights this perfectly – initially built without an adequate ICAO-compliant specification, the friction issue had to be rectified through pressure jetting to meet the necessary safety standards. 😉 Sometimes, expert consultants can provide valuable insights and guidance, ensuring that all aspects of compliance are met and maintained.
Runway surface texture is an essential element of maintaining a safe runway with suitable surface texture. ICAO states that 3.1.26 “The average surface texture depth of a new surface should be not less than 1.0 mm. Note 1.— Macrotexture and microtexture are taken into consideration in order to provide the required surface friction characteristics. Guidance on surface design is given in Attachment A, Section 7. Note 2.— Guidance on methods used to measure surface texture is given in the Airport Services Manual (Doc 9137), Part 2. Note 3.— Guidance on design and methods for improving surface texture is given in the Aerodrome Design Manual (Doc 9157), Part 3.”, ICAO Annex 14 Vol 1. In this example the runway was built without an adequate ICAO compliant specification – left side of the photograph. Therefore, the texture was improved by pressure jetting – right side of the picture, after the pressure jetting. Thereafter, the runway friction met the State minimum. Just one of the aspects of maintenance, reporting and monitoring addressed in my Aerodrome Compliance course https://lnkd.in/e8fmxSqM #runway #airportdesign #aerodromestandards #ACRPCR #PCR #PCI #maintenance
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My deep dive into the perceptual reinvention of SFO, where the quest for passenger comforts and flight efficiency means that construction is always part of the landscape: "It's like painting the Golden Gate Bridge": https://lnkd.in/gdPNYSzR
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Runway surface texture is an essential element of maintaining a safe runway with suitable surface texture. ICAO states that 3.1.26 “The average surface texture depth of a new surface should be not less than 1.0 mm. Note 1.— Macrotexture and microtexture are taken into consideration in order to provide the required surface friction characteristics. Guidance on surface design is given in Attachment A, Section 7. Note 2.— Guidance on methods used to measure surface texture is given in the Airport Services Manual (Doc 9137), Part 2. Note 3.— Guidance on design and methods for improving surface texture is given in the Aerodrome Design Manual (Doc 9157), Part 3.”, ICAO Annex 14 Vol 1. In this example the runway was built without an adequate ICAO compliant specification – left side of the photograph. Therefore, the texture was improved by pressure jetting – right side of the picture, after the pressure jetting. Thereafter, the runway friction met the State minimum. Just one of the aspects of maintenance, reporting and monitoring addressed in my Aerodrome Compliance course https://lnkd.in/e8fmxSqM #runway #airportdesign #aerodromestandards #ACRPCR #PCR #PCI #maintenance
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The complex nature of pressurized aircraft doors and hatches calls for bespoke seals, something that Kirkhill has a long pedigree. The design of aircraft doors, hatches and operable windows can be very complex in nature and therefore requires highly engineered seals underpinned by rigorous qualification campaigns. It is imperative that these seals are completely airtight to prevent water ingress when idle and to ensure the cabin can be pressurized. Learn more at https://bit.ly/3qgeXBq
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Knock, knock. Learn more about that door at National Council of Acoustical Consultants Table 31
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Free Area of Acoustic Louvres Explained If you need to comply with legislation for airflow through your Acoustic Louvre application, or you need to ensure your plant isn't starved of air, then you need to know that the % Free Area has been calculated accurately. Otherwise you might specify an Acoustic Louvre that fails to comply because it claims to have a higher, and yet inaccurate % Free Area than larger, correctly sized and more expensive Acoustic Louvres. BSRIA has confirmed that our method of calculating the % Free Area for Caice Acoustic Louvres is in accordance with BS EN 13141-1:2019*. See our Acoustic Louvre brochure, where we provide our data in accordance to BS EN 13141-1:2019. https://bit.ly/3UGoBwj *BSI Standard; BS EN 13141-1:2019 section 5.4 Free area states that the “Free area shall be calculated from the measurements in one plane of the air transfer device. The measurement plane shall be such that the total cross section area of the air flow passage(s) crossing the minimum.” #FreeArea #CaiceAcoustics #AcousticLouvres
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Free Area of Acoustic Louvres Explained If you need to comply with legislation for airflow through your Acoustic Louvre application, or you need to ensure your plant isn't starved of air, then you need to know that the % Free Area has been calculated accurately. Otherwise you might specify an Acoustic Louvre that fails to comply because it claims to have a higher, and yet inaccurate % Free Area than larger, correctly sized and more expensive Acoustic Louvres. BSRIA has confirmed that our method of calculating the % Free Area for Caice Acoustic Louvres is in accordance with BS EN 13141-1:2019*. See our Acoustic Louvre brochure, where we provide our data in accordance to BS EN 13141-1:2019. https://bit.ly/3UGoBwj *BSI Standard; BS EN 13141-1:2019 section 5.4 Free area states that the “Free area shall be calculated from the measurements in one plane of the air transfer device. The measurement plane shall be such that the total cross section area of the air flow passage(s) crossing the minimum.” #FreeArea #CaiceAcoustics #AcousticLouvres
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Free Area of Acoustic Louvres Explained If you need to comply with legislation for airflow through your Acoustic Louvre application, or you need to ensure your plant isn't starved of air, then you need to know that the % Free Area has been calculated accurately. Otherwise you might specify an Acoustic Louvre that fails to comply because it claims to have a higher, and yet inaccurate % Free Area than larger, correctly sized and more expensive Acoustic Louvres. BSRIA has confirmed that our method of calculating the % Free Area for Caice Acoustic Louvres is in accordance with BS EN 13141-1:2019*. See our Acoustic Louvre brochure, where we provide our data in accordance to BS EN 13141-1:2019. https://bit.ly/3UGoBwj *BSI Standard; BS EN 13141-1:2019 section 5.4 Free area states that the “Free area shall be calculated from the measurements in one plane of the air transfer device. The measurement plane shall be such that the total cross section area of the air flow passage(s) crossing the minimum.” #FreeArea #CaiceAcoustics #AcousticLouvres
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There are many different designs with regards to runway lighting, and the applications that are required are dependent on the category of the airfield, whether it be CATI, CATII, or CATIII. The position at which the lighting fixtures are installed will regulate whether inset type or elevated products are used. Runway edge lights are generally steady white lights that show the edge of the usable part of a runway. On instrument runways, the white lights will change to yellow when approaching the end of the runway length, and then they turn red as the aircraft reaches the end of the runway. There are several categories of runway edge lighting, high-intensity (HIRL), medium-intensity (MIRL) or low-intensity (LIRL) all of which are designed to meet different criteria of international standards. If you would like to learn more about runway lighting, head to bit.ly/3Kr66WX #Airfield #RunwayLighting #Runway
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