First-ever $1bn home: Indian tycoon prepares to move into 27-storey sky palace (and it's just for his family of FOUR)

This is the extravagant £630m ($1bn) home built by a billionaire Indian tycoon to house his family-of-four in Mumbai. With 27 storeys, Antilia will be home to Mukesh Ambani and features a health club with a gym and dance studio, a ballroom, at least one swimming pool and a 50-seater cinema. Towering above the Mumbai skyline, the 37,000sq ft property is 570ft high and also boasts three helipads on its roof, space for 160 vehicles on its lower floors and nine lifts.

Glitz and glamour: Crystal chandeliers take up most of the ceiling at this ballroom. There is also a stage for entertainers and a kitchen which can serve hundreds of guests

Mr Ambani, 53, who owns much of oil, retail and bio-technology comglomerate Reliance Industries, paid £44million to build his dream property, but astronomical property values in the Indian city mean it is now worth 15 times that amount. He will employ 600 staff at the property and his family will live in the top floors, where they will enjoy views of the Arabian Sea.

Mr Ambani has surprised many by constructing Antilia - named after a mythical island - as he built his business reputation as a private individual who avoided the flamboyance of India's ultra-rich. Hamish McDonald, author of a history of the family business Ambani and Sons, told The Guardian: 'Perhaps he has been stung by his portrayal in the media as an introvert. 'Maybe he is making the point that he is a tycoon in his own right.'

Numerous powder rooms and reception areas lead off the lobby which has nine elevators. Each floor uses different materials to give a differing look. The vast building is constructed from glass, steel and tiles and also features a four-storey hanging garden which is designed to keep the interior cooler in summer and warmer in the winter.

According to Forbes magazine, Mr Ambani is worth £18billion. He is the richest man in India and the fourth richest in the world. The interior of the property, on Altamount Road, has been designed by a U.S. firm and has been described as 'Asian contemporary'. Mr Ambani will hold a house warming party at his new home later this month.

Among guests is India's prime minister Manmohan Singh, who has previously called on business tycoons to be 'role models of moderation'. Shiny Varghese, deputy editor of Indian magazine Design Today, said: 'It's so obscenely lavish that I'm not sure too many people will go all that way, but we are heading into the sort of culture where money is not a question when setting up a home.' But friends have defended him against charges of excess. One told the newspaper: 'He can't just walk into a cinema and watch a film like you or me.

'It's only a family home, just a big one. It's a question of convenience and requirements.'

Read more: http://www.dailymail.co.uk/news/article-1320426/Mukesh-Ambani-Indias-richest-man-builds-home-valued-630m.html#ixzz12zGjMgvB

Amazing Construction 11

China Yangtze Three Gorges Project (TGP), as one of the biggest hydropower-complex project in the world, ranks as the key project for improvement and development of Yangtze River. The dam is located in the areas of Xilingxia gorge, one of the three gorges of the river, which will control a drainage area of 1 million km 2 , with an average annual runoff of 451 billion m3 . The open valley at the dam site, with hard and complete granite as the bedrock, has provided the favorable topographical and geological conditions for dam construction.

http://www.ctgpc.com.cn/en/introduction/introduction_a.php

Amazing Construction 10

Building a Global Icon

Excavation work began for Burj Khalifa in January 2004 and over the ensuing years to its completion, the building passed many important milestones on its goal to become the tallest man-made structure the world has ever seen. In just 1,325 days since excavation work started in January, 2004, Burj Khalifa became the tallest free-standing structure in the world.

Burj Khalifa Construction Timeline

January 2004	Excavation started
February 2004	Piling started
March 2005	Superstructure started
June 2006	Level 50 reached
January 2007	Level 100 reached
March 2007	Level 110 reached
April 2007	Level 120 reached
May 2007	Level 130 reached
July 2007	Level 141 reached - world's tallest building
September 2007	Level 150 reached - world's tallest free-standing structure
April 2008	Level 160 reached - world's tallest man-made structure
January 2009	Completion of spire - Burj Khalifa tops out
September 2009	Exterior cladding competed
January 2010	Official launch ceremony

Construction Highlights

Over 45,000 m3 (58,900 cu yd) of concrete, weighing more than 110,000 tonnes were used to construct the concrete and steel foundation, which features 192 piles buried more than 50 m (164 ft) deep. Burj Khalifa's construction will have used 330,000 m3 (431,600 cu yd) of concrete and 39,000 tonnes (43,000 ST; 38,000 LT) of steel rebar, and construction will have taken 22 million man-hours.

Exterior cladding of Burj Khalifa began in May 2007 and was completed in September 2009. The vast project involved more than 380 skilled engineers and on-site technicians. At the initial stage of installation, the team progressed at the rate of about 20 to 30 panels per day and eventually achieved as many as 175 panels per day.

The tower accomplished a world record for the highest installation of an aluminium and glass façade, at a height of 512 metres. The total weight of aluminium used on Burj Khalifa is equivalent to that of five A380 aircraft and the total length of stainless steel bull nose fins is 293 times the height of Eiffel Tower in Paris.

In November, 2007, the highest reinforced concrete corewalls were pumped using 80 MPa concrete from ground level; a vertical height of 601 metres. Smashing the previous pumping record on a building of 470m on the Taipei 101; the world’s second tallest tower and the previous world record for vertical pumping of 532 metres for an extension to the Riva del Garda Hydroelectric Power Plant in 1994. The concrete pressure during pumping to this level was nearly 200 bars.

The amount of rebar used for the tower is 31,400 metric tons - laid end to end this would extend over a quarter of the way around the world

At over 828 metres (2,716.5 feet) and more than 160 stories, Burj Khalifa holds the following records:

• Tallest building in the world

• Tallest free-standing structure in the world

• Highest number of stories in the world

• Highest occupied floor in the world

• Highest outdoor observation deck in the world

• Elevator with the longest travel distance in the world

• Tallest service elevator in the world

Tallest of the Supertall

Not only is Burj Khalifa the world’s tallest building, it has also broken two other impressive records: tallest structure, previously held by the KVLY-TV mast in Blanchard, North Dakota, and tallest free-standing structure, previously held by Toronto’s CN Tower. The Chicago-based Council on Tall Buildings and Urban Habitat (CTBUH) has established 3 criteria to determine what makes a tall building tall. Burj Khalifa wins by far in all three categories.

Height to architectural top

Height is measured from the level of the lowest, significant, open-air, pedestrian entrance to the architectural top of the building. This includes spires, but does not include antennae, signage, flagpoles or other functional-technical equipment. This measurement is the most widely used and is used to define the Council on Tall Buildings and Urban Habitat rankings of the Tallest Buildings in the World.

Highest occupied floor

Height is measured from the level of the lowest, significant, open-air, pedestrian entrance to the highest continually occupied floor within the building. Maintenance areas are not included.

Height to tip

Height is measured from the level of the lowest, significant, open-air, pedestrian entrance to the highest point of the building, irrespective of material or function of the highest element. This includes antennae, flagpoles, signage and other functional-technical equipment

http://www.burjkhalifa.ae/language/en-us/home.aspx

Amazing Construction 9

The Panama Canal is approximately 80 kilometers long between the Atlantic and Pacific Oceans. This waterway was cut through one of narrowest saddles of the isthmus that joins North and South America.
The Canal uses a system of locks -compartments with entrance and exit gates. The locks function as water lifts: they raise ships from sea level (the Pacific or the Atlantic) to the level of Gatun Lake (26 meters above sea level); ships then sail the channel through the Continental Divide.

Each set of locks bears the name of the townsite where it was built: Gatun (on the Atlantic side), and Pedro Miguel and Miraflores (on the Pacific side). The lock chambers -steps-- are 33.53 meters wide by 304.8 meters long. The maximum dimensions of ships that can transit the Canal are: 32.3 meters in beam; draft -their depth reach- 12 meters in Tropical Fresh Water; and 294.1 meters long (depending on the type of ship).

The water used to raise and lower vessels in each set of locks comes from Gatun Lake by gravity; it comes into the locks through a system of main culverts that extend under the lock chambers from the sidewalls and the center wall. The narrowest portion of the Canal is Culebra Cut, which extends from the north end of Pedro Miguel Locks to the south edge of Gatun Lake at Gamboa. This segment, approximately 13.7 kilometers long, is carved through the rock and shale of the Continental Divide.

Ships from all parts of the world transit daily through the Panama Canal. Some 13 to 14 thousand vessels use the Canal every year. In fact, commercial transportation activities through the Canal represent approximately 5% of the world trade. The Canal has a work force of approximately 9 thousand employees and operates 24 hours a day, 365 days a year, providing transit service to vessels of all nations without discrimination.

http://www.pancanal.com/eng/index.html

Amazing Construction 8

The Channel Tunnel is the longest undersea tunnel in the world. The section under the sea is 38km long. The three tunnels, each 50km long, were bored at an average 40m below the sea bed, and link Folkestone in Kent to Coquelles in Pas-de-Calais.

Eurotunnel shuttles, Eurostar and national freight trains run in the two single track and single direction tunnels. These are connected to a central service tunnel by cross-passages situated every 375m. The service tunnel allows access to maintenance and emergency rescue teams and serves as a safe haven if passengers need to be evacuated in an incident. The service tunnel is a road tunnel used by electric and diesel-powered vehicles. Air pressure is higher in the service tunnel to prevent the ingress of smoke in case of a fire in one of the rail tunnels.

The two rail tunnels are 7.6m in diameter and 30m apart. Each rail tunnel has a single track, overhead line equipment (catenary) and two walkways (one for maintenance purposes and the other for use in the event of an emergency evacuation and on the side nearest the service tunnel). The walkways are also designed to maintain a shuttle upright and in a straight line of travel in the unlikely event of a derailment. The service tunnel is 4.8m in diameter and lies between the two rail tunnels 15m away from each of them. In normal operations shuttles use the south tunnel in the France – UK direction, and the north tunnel when travelling from the UK to France.

Two undersea crossovers bring flexibility of operation as trains can pass from one tunnel to the other during night maintenance periods to isolate a section of tunnel. The track in each rail tunnel has two continuously welded rails laid on pre-cast concrete supports embedded in the concrete track bed.

Fixed equipment in the tunnels comes under four categories: electricity and catenary, rail track and signaling, mechanical systems and control and communications. Cooling pipes, fire mains, signalling equipment and cables are fixed to the sides of the tunnels and are fed by cooling plants at Samphire Hoe in the UK and Sangatte in France. The overhead catenary supplies traction power to the shuttles as well as to other trains using the Tunnel, e.g. Eurostar and international rail freight trains. The catenary is divided into sections, so that maintenance work can be carried out in stages. Electrical power supplying the tunnels, drainage pumps, lighting and the trains, is provided by substations on each side of the Channel. In the event of loss of power from one side, the entire system can be supplied from the other side.

The fixed lighting installations can be switched on from the control centre or manually from within the tunnels. Various fire-protection and detection systems are installed at points along the length of the tunnels.

Rail Control Centres

The entire Eurotunnel transport system is controlled from the RCC (Rail Control Centre). There are two centres, one on each terminal, and each can take turns to take over control of the system. The RCC manages all rail traffic (trains and shuttles) in the tunnels and on the terminals.

The system is in two parts, the Rail Traffic Management (RTM), which controls the rail traffic system, and the Engineering Management System (EMS) which controls the fixed equipment such as ventilation, lighting, power for the catenary, etc. Although the transport system is automated, controllers are in attendance 24 hours a day, ready to take manual control in the event of technical failure.

Signaling

The signalling system in the Channel Tunnel is known as TVM 430: it functions by means of data transmission from track to train and is almost identical to the system used on the high-speed TGV Nord-Europe. Instructions and data are transmitted along the track and then to the locomotive driver by indicator lights in the cab. All Eurotunnel trains are fitted with vigilance devices and full automatic train protection which minimises the risk of collision in the event of a human error.

After travelling through the tunnel, the through-trains operated by the railway companies then continue their journey on the UK or French rail networks, which are connected to the tunnel tracks at Dollands Moor and Frethun, respectively. The shuttles operated by Eurotunnel remain within the Eurotunnel system: they travel on a rail loop between the Folkestone and Coquelles terminals, using the south tunnel when going from France to the UK and the north tunnel when going from the UK to France.

Service Tunnel Vehicles

A vehicle was specifically designed for travel in the service tunnel. It is multi-functional and is used for maintenance operations and in case of incidents, with the aim of reaching the scene of an incident in minimum time.

http://www.eurotunnel.com/ukcP3Main/ukcPassengers/