So this will be the beginning of a small series of posts documenting a progression of exploring the digital fabrication process and its applicability to Architecture. Watch as I stumble through Rhino, forget what I knew about Form-Z, and learn lessons about material tolerances the hard way. Stay tuned.
Saturday, February 5, 2011
Thursday, December 30, 2010
Architectural Licensing Changes in Colorado
(source: www.aiacolorado.org)
This year, AIA Colorado was a major participant in developing new rules with the Colorado State Board of Licensure for Architects, Professional Engineers and Professional Land Surveyors.
The rule changes that become effective January 2011 and that are related to architects are:
- Candidates for the ARE who have a NAAB accredited degree and are enrolled in IDP may concurrently take any architecture exam while simultaneously gaining experience credits effective January 1, 2011.
- The experience requirements will match NCARB requirements with a couple of exceptions – please refer to the rules.
- The requirements for mandatory continuing competency were eliminated from the rules.
- Construction observation is defined as being a part of the practice of architecture.
The architect representatives on the rule making committee were members of the AIA Colorado Government Affairs Committee and Emerging Professionals Coalition. The new rules are in compliance with AIA policies.
Tuesday, November 2, 2010
AIA Denver COTE Forum: Community Based Design-Build Projects
Friday, November 5th from 11:30 to 1:00
Location: University of Colorado at Denver , Room 480
1250 14th St ., Denver , CO 80202
Lecture by Rick Sommerfeld on community-based design-build projects including DesignBuildBLUFF.
Rick Sommerfeld is the Associate Chair and Senior Instructor at the University of Colorado 's College of Architecture and Planning. In addition, he leads the College's design / build studio that has long focused on community based design projects. The College and studio has recently partnered with Design Build BLUFF to build a home on the Navajo Reservation in Utah .
Rick holds an M.Arch from the University of Colorado Denver , and a Bachelor of Environmental Design degree from the University of Colorado at Boulder . Rick currently teaches architecture courses at the University of Colorado , College of Architecture and Planning, focusing on green design and construction as well as computer design and architectural graphics. He was selected by faculty and students as the college's "Instructor of the Year" for 2003 and again in 2005. He also holds the college's "Outstanding Graduate Award" for 2001 and was the American Institute of Architect's "AIA Master's Candidate Medal Winner" for 2001. Rick was a Faculty Advisor for the CU 2005 National Solar Decathlon team. His student’s “green” fabrication work has been shown at the Boulder Museum of Contemporary Art and Design Within Reach Studio in Boulder . Rick's professional design practice, the3rdspace in Denver , specializes in innovative residential and small commercial design.
UCD Design-Build Program
Over the past three years the design-build program at UCD has been overseen by Rob Pyatt and Rick Sommerfeld, both are graduates of the "Glenn Murcutt International Master Class". The presentation will cover what they learned at the Murcutt Master Class and how that has influenced the design-build projects at UCD.
The Murcutt Master Class is an intensive summer program lead by tutors Glenn Murcutt, Richard Leplastrier, Peter Stutchbury, and Brit Andersen. Every year 30 architects, professors, and graduate students from around the world are selected to participate in design problem that thoroughly considers program in relationship to the context and the Australian landscape. Participants live in residence with the tutors and over the duration of the class design and present their ideas. On weekends, in order to understand architecture at a deeper level, tutors take the participants to projects that they are working on or have completed to explain their design philosophy.
The design-build program at UCD is interested in community-based design problems that allow students to consider the social, environmental and economic impacts of their architecture. Through hands on interactions with clients, and construction students learn to understand the significance their design decisions have in the world. Two of the programs most recent projects are the interior renovation of the Boulder Museum of Contemporary Art and a $50,000 house for a Navajo family in Bluff, UT.
Cost: Free for members/$20 for nonmembers
Credit: 1.0 HSW/SD
Contact Jenna Cather to rsvp
jenna@aiacolorado.org
Saturday, October 30, 2010
AIA COLORADO EMERGING PROFESSIONALS FORUM – FIND YOUR WAY WITH AIA
Thursday, November 11, 5:30-7:30pm – Barker Rinker Seacat Architecture, 3457 Ringsby Court, Unit 200, Denver
Join AIA Colorado for the Emerging Professionals Forum, an evening for yet-to-be-licensed design professionals to learn about services at their disposal. It will feature manned stations with information about AIA Denver Diversity Committee, NCARB, IDP, licensure, ARE study materials and study groups, and mentoring programs. Appointments will also be available with professional human resource managers and design principals in attendance, who will review resumes and portfolios. Also included is a panel discussion on “Demystifying the Process,” lead by principals, HR representatives and others who are involved in the process of receiving resumes and portfolios and deciding who is invited to come in for a job interview. Cost: Free for AIA Colorado members. Attendees are encouraged to bring a non-member who can also participate at no charge. Food and drinks will be provided by the AIA Colorado Emerging Professionals Committee. RSVPs are required and must be made by Monday, November 8, at 4 pm by contacting AIA Colorado Office Administrative Assistant/Membership Coordinator Emily Ewing at emily@aiacolorado.org or at 303.446.2266, ext. 110.
Join AIA Colorado for the Emerging Professionals Forum, an evening for yet-to-be-licensed design professionals to learn about services at their disposal. It will feature manned stations with information about AIA Denver Diversity Committee, NCARB, IDP, licensure, ARE study materials and study groups, and mentoring programs. Appointments will also be available with professional human resource managers and design principals in attendance, who will review resumes and portfolios. Also included is a panel discussion on “Demystifying the Process,” lead by principals, HR representatives and others who are involved in the process of receiving resumes and portfolios and deciding who is invited to come in for a job interview. Cost: Free for AIA Colorado members. Attendees are encouraged to bring a non-member who can also participate at no charge. Food and drinks will be provided by the AIA Colorado Emerging Professionals Committee. RSVPs are required and must be made by Monday, November 8, at 4 pm by contacting AIA Colorado Office Administrative Assistant/Membership Coordinator Emily Ewing at emily@aiacolorado.org or at 303.446.2266, ext. 110.
FREE DAY AT DENVER ART MUSEUM
Saturday, November 6, 10:00am-5:00pm – Denver Art Museum, 100 W. 14th Ave Parkway, Denver
On the first Saturday of every month, you can enjoy the DAM art collections and non-ticketed exhibitions without spending a dime! Free tickets are available on-site starting at 10:00am. Contact: 720-865-5000. Visit the website.
Monday, October 25, 2010
Sunday, October 17, 2010
AIA Colorado 2010 Practice & Design Conference Blog: Axel Fridman: Open Office
AIA Colorado 2010 Practice & Design Conference Blog: Axel Fridman: Open Office: "Axel Fridman (left in photo), Dieguez Fridman Arquitectos, flew in from Buenos Aires, Argentina to speak at the 2010 Practice & Design Confe..."
Cole Design Studio at the AIA Colorado 2010 Design Conference in Keystone
Thanks to Initial AEC, Steve won a "Flash Rod" http://ow.ly/i/4Bu4
Thursday, October 14, 2010
Downtown Denver Morning in Fall
Time to wax poetic. One of my favorite parts of the day, and year, is the morning in fall in Downtown Denver. I would say that I am a morning person now, implying that I wasn't always so. My walk to work (after a short light-rail ride)is from Union Station, to Writers Square, about 4 blocks. A stop at the Tattered Cover Bookstore for a coffee, and a quiet stroll down 16th st; well, relatively quiet. There are of course many other people on their way to work, or wherever else they may be going. The fall chill is blowing through the downtown streets, and everyone is hustling and bustling, but mostly to themselves. It is a calm energy, but an energy nonetheless. Walking from Union Station eastward also implies a direction in time. From the historic buildings in lower downtown (LoDo), to the 1980's glass and steel oil-funded skyscrapers further east. The gradient of energy increases with the gradient in building types. The planters on the mall are being prepared for the harsher weather ahead. The homeless are selling copies of the Voice newspaper, the regional buses are roaring in and out of Market Street Station, and my coffee from the Tattered Cover is delightfully warming my hands. While my walk visually continues on, my body stops short of the 1980's skyscraper wonderland. My destination is Writers Square, a peculiar piece of Urban Design. As a designer, we try to create and enhance experiences like these, but one must wonder if these experiences are a result of calculated environmental design, or a confluence of many other factors that, try as we might, we just can't control?
Cityscape Panorama Project
Went to a lecture/presentation recently by an architectural photographer named T. John Hughes. He has been working on creating a visual record of Downtown Denver, every five years, since 1992. The process, known as "rephotography", takes images from the same vantage point to illustrate changes in the urban fabric. His work is important for designers in charting the incremental progress of architecture, as well as society. Too often, we refer to buildings in "eras" or very large chunks of time. Hughes brings the interval down to five years, which I believe allows us to put change in terms of our lifetime, instead of generations. His work can be viewed on the website: http://cityscapepanorama.com/
Wednesday, October 13, 2010
Saturday, October 9, 2010
AIA Colorado 2010 Practice & Design Conference Blog: Last Chance for Early-Bird, Member Rate and Online...
AIA Colorado 2010 Practice & Design Conference Blog: Last Chance for Early-Bird, Member Rate and Online...: "Friday, Oct. 8, is the last opportunity for all AIA, Associate AIA, AIAS and professional affiliate members to enjoy the early-bird, membe..."
Monday, September 13, 2010
Larimer St.
Sent on the Sprint® Now Network from my BlackBerry®
Wednesday, August 25, 2010
16th St. Mall Planters
Sent on the Sprint® Now Network from my BlackBerry®
Tuesday, August 24, 2010
Spire Building Shimmery Wall
Sent on the Sprint® Now Network from my BlackBerry®
PechaKucha
Sent on the Sprint® Now Network from my BlackBerry®
Tuesday, August 10, 2010
Are Hybrids Better Than Non-hybrids?
Recently, gasoline-electric hybrid vehicles have become more popular, with sales steadily increasing every year. This increase in popularity has prompted me to wonder why people choose a hybrid over a similar non-hybrid vehicle. A few questions come to mind; Will a hybrid owner recoup the additional cost from fuel savings compared to a non-hybrid? Are they even worth buying to help save the limited global supplies of gasoline? What happens to them when they reach end of life? These questions prompted me to do a little research in the subject, and I have decided that hybrids are a little better than gasoline engines, but the benefits may not outweigh the disadvantages for many owners, at least not until the technology is refined and costs decline.
Will a hybrid owner recoup the additional cost from fuel savings compared to a non-hybrid? Hybrids typically achieve significantly higher EPA mile per gallon ratings compared to gasoline engines, but many owners may ignore the fact that the technology costs a few thousand more than a comparable non-hybrid vehicle. According to an article in USA Today, based on information from Edmunds.com, hybrids can take anywhere between “1.7 years for the Camry Hybrid…” and “Lexus LS600h hybrid, compared with the gasoline LS460L -- 102.6 years.” (Carty) of ownership before the owner outweighs the additional initial cost with the amount of money they saved by using less gasoline. However, “the average new-car buyer trades in the car at 55,000 miles, approximately every four years.” (“New or Used“) and will usually lose money to depreciated value as well as the money they spent on the additional initial cost, that they have not gained back with reduced fuel costs. This all depends on which vehicle they choose, the price of gasoline, and how many miles per year they drive, but on average, the hybrid owner does not recoup the additional costs before they sell the vehicle. Some economy compact cars provide better fuel economy per dollar spent than hybrids, but usually at the expense of interior space.
Are they worth buying as a way to help save the global fuel supply? Experts debate about just how much oil is left in the world, but usually agree that we are using up its finite amount very quickly. Some people buy hybrids as a way to help use less of this oil. But there are other technologies that provide a better solution to this problem. E85 Ethanol blended fuel capable vehicles actually use less gasoline per gallon of fuel because about 85% of the gallon is ethanol, and the other 15% is gasoline and other additives, compared to a typical gallon of gasoline which contains only about 10% ethanol and the remainder is gasoline and other additives. This makes E85 vehicles more fuel efficient per gallon of gasoline than most hybrids running on E10 gasoline.
As an example, a large, heavy, sport-utility-vehicle like the Chevrolet Avalanche equipped to run using E85 blended gasoline achieves approximately 15 miles per gallon of E85 blend on the highway. (EPA Green Vehicle Guide) Since the blend only contains 15% gasoline, the Avalanche effectively achieves 100 miles per gallon of gasoline compared to 45 miles per gallon or so for a Honda Civic hybrid on the highway. (EPA Green Vehicle Guide) Also, the E85 components only add a couple hundred dollars to the base price of the vehicle, and can even be retrofitted to existing gasoline engines. However, this may present a different problem; E85 is a relatively new technology and resource, usually made from plant based crops. Although these crops are renewable, the infrastructure and natural resource production may not be enough to meet the higher demand for the ethanol if E85 is used significantly more. If the intention is to reduce dependence on foreign oil sources, E85 is a better method than hybrid technology.
There are other technologies that are being developed alongside hybrid and E85 technology as an effort to find a solution to the pending crisis of global fuel supply. Technologies like range extended electric vehicles, natural gas engines, hydrogen fuel cells, clean Diesels, bio Diesels, Diesel-electric hybrids, homogenous charge compression ignition engines, multi-cylinder deactivation, multi-fuel capable engines, and other technologies are being researched and developed to find ways we can reduce emissions, as well as fossil fuel consumption. However, with these technologies being new, production and development costs to remain high, and will remain high until they become more mass produced and available. Also, like E85, the lack of a national infrastructure is hampering certain technologies from being more widespread such as hydrogen fuel cells, or bio-Diesel.
What happens to batteries when they reach end of life? Hybrids currently use a Nickel Metal Hydride battery (NiMH) to store the energy created by regenerative braking and the gasoline engine assist. According to batteryuniversity.com, “The main derivative [of NiMH batteries] is nickel, which is considered semi-toxic. Nickel-metal-hydride also contains electrolyte that, in large amounts, is hazardous.” (Buchmann) Facilities capable of mass disposal of these types of batteries are relatively rare around the nation, and it is currently not very cost or energy effective to recycle batteries for the valuable metals. “It takes six to ten times the amount of energy to reclaim metals from recycled batteries than it would through other means.” (Buchmann) It is expected that the demand for proper disposal will soon outweigh the capacity of disposal as the increased number of hybrids reach end of life. This could lead to many of the excess batteries to be disposed of improperly; introducing the toxic chemicals to the environment. There have been recent advances in battery technology, like batteries using Lithium Polymer, that improve the power to weight ratio, and recyclability of the components, as well as the types of metals and materials used. These technologies are expected to replace NiMH batteries in hybrid vehicles, as cost of production comes down. Until NiMH technology is replaced, we may have a problem with poorly disposed of nickel batteries.
What else happens when a hybrid vehicle reaches end of life? After a hybrid’s battery has reached its end of life, the cost to replace the battery is sometimes more than what someone is willing to invest compared to the cost to simply purchase a newer used vehicle. This causes most of these vehicles to be sold to junk yards and crushing companies to salvage materials and used parts for other vehicles. The battery, though, must be disposed of properly, and as I showed earlier, that can be more effort than a junk-yard might want to undertake, and the batteries can potentially pile up in the corner of the yard where the chemicals can leech into the soil, and eventually contaminate the water supply for the surrounding area. To compare, a gasoline engine vehicle usually is not subjected to a junk yard until “just over 13 years” (“New or Used”) on average, or almost twice as long as a hybrid is expected to stay on the road. This means that as hybrid vehicles are junked, new vehicles will be produced (usually not using recycled material) and eventually junk yards can be so full of relatively new, ten-year-old hybrids sitting across from thirty-plus-year-old gasoline engine vehicles that simply sit and rot in the hot sun, rather than using the materials for new hybrids or other vehicles. Current recycling efforts are not very cost-effective, and parting out a car can be much more profitable than recycling. However, If we can figure out a cost-effective way to recycle these vehicles, we may be able to reduce the number of vehicles (hybrid or not) rotting in a junk yard.
As far as being eco-friendly, hybrids may become better with improved battery technologies and combining other fuel technologies, such as with an engine that runs on multiple types of fuels, as well as introducing more recycled or sustainable material into the production of the vehicle. Until then, though, hybrids are not really any more eco-friendly than most gasoline engines. As far as helping to reduce impact to the global fuel supply crisis, they do help a little, but are not the sole solution to that problem. Hybrids are simply a step in the right direction, and if for nothing else, at least they serve the purpose of getting engineers and manufacturers to develop better technologies.
Will a hybrid owner recoup the additional cost from fuel savings compared to a non-hybrid? Hybrids typically achieve significantly higher EPA mile per gallon ratings compared to gasoline engines, but many owners may ignore the fact that the technology costs a few thousand more than a comparable non-hybrid vehicle. According to an article in USA Today, based on information from Edmunds.com, hybrids can take anywhere between “1.7 years for the Camry Hybrid…” and “Lexus LS600h hybrid, compared with the gasoline LS460L -- 102.6 years.” (Carty) of ownership before the owner outweighs the additional initial cost with the amount of money they saved by using less gasoline. However, “the average new-car buyer trades in the car at 55,000 miles, approximately every four years.” (“New or Used“) and will usually lose money to depreciated value as well as the money they spent on the additional initial cost, that they have not gained back with reduced fuel costs. This all depends on which vehicle they choose, the price of gasoline, and how many miles per year they drive, but on average, the hybrid owner does not recoup the additional costs before they sell the vehicle. Some economy compact cars provide better fuel economy per dollar spent than hybrids, but usually at the expense of interior space.
Are they worth buying as a way to help save the global fuel supply? Experts debate about just how much oil is left in the world, but usually agree that we are using up its finite amount very quickly. Some people buy hybrids as a way to help use less of this oil. But there are other technologies that provide a better solution to this problem. E85 Ethanol blended fuel capable vehicles actually use less gasoline per gallon of fuel because about 85% of the gallon is ethanol, and the other 15% is gasoline and other additives, compared to a typical gallon of gasoline which contains only about 10% ethanol and the remainder is gasoline and other additives. This makes E85 vehicles more fuel efficient per gallon of gasoline than most hybrids running on E10 gasoline.
As an example, a large, heavy, sport-utility-vehicle like the Chevrolet Avalanche equipped to run using E85 blended gasoline achieves approximately 15 miles per gallon of E85 blend on the highway. (EPA Green Vehicle Guide) Since the blend only contains 15% gasoline, the Avalanche effectively achieves 100 miles per gallon of gasoline compared to 45 miles per gallon or so for a Honda Civic hybrid on the highway. (EPA Green Vehicle Guide) Also, the E85 components only add a couple hundred dollars to the base price of the vehicle, and can even be retrofitted to existing gasoline engines. However, this may present a different problem; E85 is a relatively new technology and resource, usually made from plant based crops. Although these crops are renewable, the infrastructure and natural resource production may not be enough to meet the higher demand for the ethanol if E85 is used significantly more. If the intention is to reduce dependence on foreign oil sources, E85 is a better method than hybrid technology.
There are other technologies that are being developed alongside hybrid and E85 technology as an effort to find a solution to the pending crisis of global fuel supply. Technologies like range extended electric vehicles, natural gas engines, hydrogen fuel cells, clean Diesels, bio Diesels, Diesel-electric hybrids, homogenous charge compression ignition engines, multi-cylinder deactivation, multi-fuel capable engines, and other technologies are being researched and developed to find ways we can reduce emissions, as well as fossil fuel consumption. However, with these technologies being new, production and development costs to remain high, and will remain high until they become more mass produced and available. Also, like E85, the lack of a national infrastructure is hampering certain technologies from being more widespread such as hydrogen fuel cells, or bio-Diesel.
What happens to batteries when they reach end of life? Hybrids currently use a Nickel Metal Hydride battery (NiMH) to store the energy created by regenerative braking and the gasoline engine assist. According to batteryuniversity.com, “The main derivative [of NiMH batteries] is nickel, which is considered semi-toxic. Nickel-metal-hydride also contains electrolyte that, in large amounts, is hazardous.” (Buchmann) Facilities capable of mass disposal of these types of batteries are relatively rare around the nation, and it is currently not very cost or energy effective to recycle batteries for the valuable metals. “It takes six to ten times the amount of energy to reclaim metals from recycled batteries than it would through other means.” (Buchmann) It is expected that the demand for proper disposal will soon outweigh the capacity of disposal as the increased number of hybrids reach end of life. This could lead to many of the excess batteries to be disposed of improperly; introducing the toxic chemicals to the environment. There have been recent advances in battery technology, like batteries using Lithium Polymer, that improve the power to weight ratio, and recyclability of the components, as well as the types of metals and materials used. These technologies are expected to replace NiMH batteries in hybrid vehicles, as cost of production comes down. Until NiMH technology is replaced, we may have a problem with poorly disposed of nickel batteries.
What else happens when a hybrid vehicle reaches end of life? After a hybrid’s battery has reached its end of life, the cost to replace the battery is sometimes more than what someone is willing to invest compared to the cost to simply purchase a newer used vehicle. This causes most of these vehicles to be sold to junk yards and crushing companies to salvage materials and used parts for other vehicles. The battery, though, must be disposed of properly, and as I showed earlier, that can be more effort than a junk-yard might want to undertake, and the batteries can potentially pile up in the corner of the yard where the chemicals can leech into the soil, and eventually contaminate the water supply for the surrounding area. To compare, a gasoline engine vehicle usually is not subjected to a junk yard until “just over 13 years” (“New or Used”) on average, or almost twice as long as a hybrid is expected to stay on the road. This means that as hybrid vehicles are junked, new vehicles will be produced (usually not using recycled material) and eventually junk yards can be so full of relatively new, ten-year-old hybrids sitting across from thirty-plus-year-old gasoline engine vehicles that simply sit and rot in the hot sun, rather than using the materials for new hybrids or other vehicles. Current recycling efforts are not very cost-effective, and parting out a car can be much more profitable than recycling. However, If we can figure out a cost-effective way to recycle these vehicles, we may be able to reduce the number of vehicles (hybrid or not) rotting in a junk yard.
As far as being eco-friendly, hybrids may become better with improved battery technologies and combining other fuel technologies, such as with an engine that runs on multiple types of fuels, as well as introducing more recycled or sustainable material into the production of the vehicle. Until then, though, hybrids are not really any more eco-friendly than most gasoline engines. As far as helping to reduce impact to the global fuel supply crisis, they do help a little, but are not the sole solution to that problem. Hybrids are simply a step in the right direction, and if for nothing else, at least they serve the purpose of getting engineers and manufacturers to develop better technologies.
Monday, August 9, 2010
Wednesday, August 4, 2010
Tuesday, March 2, 2010
AIA Denver COTE Presentation: Green Walls
Friday, March 5, 11:30am-1:00pm – UC Denver Building, Room 470, 1250 14th St, Denver
Keith Loftin, Associate Professor of Architecture, will present this session for the AIA Denver Committee on the Environment (COTE). The program will discuss the various definitions of sustainable architecture and how such buildings utilize highly technical solutions to solve architectural programs with the least expenditure of energy. The presentation will argue that the development of a truly sustainable architecture will require a dramatic change from the technological imagery of the modern project that includes the technical, the industrial and the scientific. Several well-known works of architecture will be briefly examined to make this point and an un-built project will be described that uses the imagery discussed.
Monday, December 28, 2009
AIA Denver COTE Presentation: Overview of LEEDv3 and LEED AP Program Changes
Friday January 8, 2010 11:30 am - 1:00 pm
Join the AIA Denver Committee on the Environment (COTE) on Friday, Jan. 8, from 11:30 a.m. – 1 p.m., for Overview of LEEDv3 and LEED AP Program Changes, a presentation by Dana Kose, board chair of the U.S. Green Building Council Colorado Chapter and Jim Bradburn, vice chair of the USGBC Colorado Chapter. The presentation will take place at the University of Colorado at Denver, Room 470 (1250 14th St., Denver, Colo.).
The program will provide an overview of the changes made to the Leadership in Energy and Environmental Design (LEED) Green Building Rating System Version 3 and the Leadership in Energy and Environmental Design Professional Accreditation (LEED AP) program. The presentation will explain the reorganization of the existing LEED rating systems and the new key advancements. It will also explain the changes the LEED AP program is undergoing to strengthen its strengths and improve its weaknesses, as well as allow the credential to be relevant while offering differentiation and specialization.
Attendees can earn 1.0 health, safety and welfare (HSW) AIA continuing education learning unit. Under the state of Colorado’s rules for continuing education for state licensure renewal, this program meets the requirements for 1.0 HSW professional development unit.
RSVPs are requested and must be made by Thursday, Jan. 7, at 4 p.m. by contacting Jenna Cather at 303.446.2266, ext. 112 or jenna@aiacolorado.org. This presentation is free for all AIA Colorado members and non-members not seeking continuing education credit. Non-members seeking continuing education credit may attend for a fee of $15. Download a non-member registration form here.
Friday, November 13, 2009
Kivi Sotamaa Lecture “Sensation”
Monday, November 16, 6:00pm – MBA Suite, University of Colorado Denver Building, 1250 14th Street, Denver
5:30 – Reception in MBA Suite Area
Finnish architect Kivi Sotamaa is Visiting Assistant Professor at the UCLA Department of Architecture and Urban Design. Previously he held positions at The Ohio State University and the Universität für Angewandte Kunst, Institut für Architektur in Vienna. He is the principal of Sotamaa Design ltd. Until 2005 he was one of the founders and principals of Ocean North. Sotamaa’s creative work is widely published and exhibited. His work has been exhibited by MoMA, the Wexner Center for the Arts, Kiasma Museum of Contemporary Art, Fondazione Trussardi and the 21st Century Museum of Contemporary Art Kanazawa. Publications featuring his work include the New York Times, Phaidon’s 10×10 Architects [1&2], New Scandinavian Design, Forum Sweden, AD, Praxis, Kenhiku Bunka, L’Arca and Domus. His most current projects are Saunalahti Public School and Sirocco, a permanent pavilion to be constructed in 2009 in Helsinki. Sotamaa holds a Masters degree from the University of Art and Design in Helsinki [UIAH] and in addition has studied at the Helsinki University of Technology and the Royal College of Art in London.
“Sotamaa explores a formal vocabulary which reflects his fluid, less bounded, more organic way of working and communicating. In his work there is a resurfacing of ideas that developed earlier in 20th century by surrealist painters, filmmakers, poets - having to do with the subconscious, having to do with dreams, water, fluidity, and the dissolution of the boundaries that reason applies to experience - with which reason tries to categorize experience. Sotamaa is developing a vocabulary which draws on and expands surrealist ideas into architecture. His work is not just about the technology, the new, the digital - but the continuity with ideas that are integral to modern art.” (Herbert Muschamp, NY Times architecture critic)
Friday, October 30, 2009
AIA Denver COTE Meeting 11-6-09
ARCHITECTURE FOR HUMANITY
Friday, November 6, 11:30am-1:00pm – UC Denver Building, Room 470, 1250 14th Street, Denver
Join the AIA Denver Committee on the Environment (COTE) for Architecture for Humanity, presented by Sarah Karlan and Matthew Hamann. This presentation will discuss Architecture for Humanity as a volunteer organization who provides pro bono design services to local and international communities in need and how they strive to promote environmentally and socially responsive solutions through education and a strong collaboration with client and community. While working in conjunction with other humanitarian based organizations and community networking, Architecture for Humanity aims to continually expand their influence and advocacy and promote a better way of life through an architectural medium. RSVPs are requested and must be made by Thursday, Nov. 5, at 4 pm by contacting Jenna Cather at 303.446.2266, ext. 112 or jenna@aiacolorado.org. Cost: Free for members/ $15 for non-members. AIA Denver COTE meets the first Friday of each month. The presentation will be preceded by an AIA Denver COTE business meeting at 11:30am. For more information about this committee, contact AIA Denver at 303.446.2266 or visit the website.
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