A major architectural surge was seen at the time Islamabad became the capital of Pakistan. Many foreign firms were responsible for the design of the new buildings. This resulted in the structures becoming more functional, and more modern in nature. Everything from hotels, commercial centres, and hospitals to mosques, educational buildings, and national monuments portrays the modern Architecture of Pakistan. The evolution of the architectural designs from traditional to contemporary designs has been by default over the period of years.

Some of the most popular contemporary structures that are an evidence of the modern Architecture of Pakistan include the Faisal Mosque in Islamabad, Minar-e-Pakistan in Lahore, and Mazar-e-Quaid in Karachi. Another structure that presents evidence of the evolving architecture of Pakistan, and the integration of culture and contemporary design is the National Monument in Islamabad.


Islamabad, which is the capital of Pakistan, has a skyline that resembles a black canvas, and one can see some of the most famous architectural structures of the city like shining stars. There are all kinds of contemporary designs from skyscrapers, and low-slung marble buildings to more sleek buildings.

While mostly tombs and shrines dominate the ancient architecture of Pakistan, the more modern architectural designs now represent the Architecture of Pakistan. While Lahore is the city, which has many historic structures, Islamabad is a more modern city from the perspective of architecture with all the contemporary designs of buildings.

The architecture in the cities and the villages varies in terms of the size as well as the design, and structure. However, one prominent fact is that the designs and construction methods of the structures in the villages, and rural areas are changing and now one can see a touch of modernism and contemporary design. Considering that Pakistan is an Islamic country, mosques remain to be a salient feature of the architecture.

After the independence of Pakistan, the architecture has evolved. This also applies to the design of the mosques that are now constructed. However, one element that can still be seen in the mosques is the geometrical design, which was introduced in the Islamic structure, and has always remained an important part of the architectural design of a mosque.

When it comes to the architecture in Pakistan, it can be considered a mix of traditional and modern. There are all kinds of architectural structures from the Lahore Fort and Mohatta Palace to the Badshahi Mosque and Faisal Mosque

Aiwan-e-Iqbal

The Complex was completed in 1997 over a period of about 13 years at a cost of Rs. 416.3 million met through grants from various sources, including grants from Federal/Provincial Government and Foreign Governments.

It comprises:

on approximately 25% of the area:

• Three high-rise towers containing 27 floors, connected to each other through two service towers having stairs and four elevators;
• One Conference Centre having a capacity of 1050 persons, fitted with latest audio facilities;
• Two Exhibition Halls;
• One Banqueting Hall;
• Four Committee Rooms, one fitted with latest audio facilities;
• Four Delegate Rooms;
• VIP Lounges;
• Art Galleries in wide foyers at different levels around the Conference Centre;
• One Service Lift;
• Separate Service Block, part of which is on rent and remaining is accommodating the security personnel deployed for round-the clock security of the Complex. It also contains sewerage-pumping station;
• Underground double storey car parking for 145 cars and 250 cycles/ motorcycles.

Remaining 75% area has been landscaped on traditional pattern with 17 waterfalls, 15 fountains, flowers troughs and grassy lawns. A striking feature of the landscaping pattern is a square-shaped sunken garden with a large fountain and four water falls. It also houses the regional(Lahore) campus of National University of Modern Languages (NUML). The university is establishing itself in Diploma, Certificate, Business Administration & Masters programmes.

Because the fountain rises so high into the air, it is easily seen from many locations of the city. Many high rise apartments, buildings and surroundings overlook the fountain throughout the community at the beach. The column of water can be seen from several miles at sea. The fountain is located 1.4 km away from the beach to avoid spraying water onto beachside homes. Maximum vapours travel up to a radius of 500 feet (150 m) around the fountain. Eighteen flood lights of 400 watts illuminate the fountain at night.

Jinnah International Airport previously  Quaid-e-Azam International Airport is Pakistan’s largest international and domestic airport. It is located in Karachi, Sindh, and its passenger terminal is also commonly known as the جناح ٹرمینل Jinnah Terminal. The airport is named after Crown attorney/statesman Muhammad Ali Jinnah, the founder of Pakistan and its first Governor General, who was popularly known as the Quaid-e-Azam (“Great Leader”).

The airport provides primary hub for the flag carrier, Pakistan International Airlines (PIA), Shaheen Air International, and Airblue as well as many other private airlines. The airport is equipped with aircraft engineering and overhauling facilities including the Ispahani Hangar for wide-body aircraft.

History

During the 1940s there was a large black coloured hangar (also locally known as Kala Chapr

a) at the site of Karachi Airport, constructed for the British R101 Airship. Only three hangars were ever built in the world to dock and hangar the R101 airships. However, the R101 airship never arrived in Karachi (then part of the British Raj) as it crashed early in its journey in France. This hangar was so huge that aircraft often used it as a visual marker while attempting VFR landings at Karachi. Over the years, the hangar became known as the landmark of Karachi, until it was torn down by order of then-President Ayub Khan in the 1960s.

During World War II, Karachi Airport was a major transhipment base for United States Army Air Force units and equipment being used by Tenth Air Force in eastern India and Burma, as well as for Fourteenth Air Force in China. Several operational bomber and fighter units flew into Karachi for short organizational periods prior to their deployment. Air Technical Service Command had extensive facilities where aircraft were received, assembled and tested prior to being flown to their combat units at forward airfields. It also functioned as a major maintenance and supply depot for both air forces. In addition, Air Transport Command flew numerous cargo and passenger flights to the Middle East and to points within India and China.

The airport facilities were further expanded in the 1980s to Terminal 2 and Terminal 3 respectively. The present day infrastructure of Jinnah International Complex is a result of an expansion programme carried out in 1994. Today, the new Jinnah Terminal handles both domestic and international flights, whereas Terminal 2 is now dedicated to Hajj operations.

Karachi was once a much busier airport. Between the 1960s and 1980s it was an online station of several major airlines of the world including British Airways, Interflug, TAROM, Alitalia, JAT Yugoslavia Airlines, Aeroflot, Philippine Airlines, Nigeria Airways, Ethiopian Airlines, EgyptAir, East African Airways, Kenya Airways, Air France, Qantas, Pan Am, Royal Jordanian, Libyan Arab Airlines, Japan Airlines, Syrian Arab Airlines, Middle East Airlines, Swissair, and SAS. However, due to the emergence of Dubai’s airport on the world map, increased usage of longer haul aircraft, and the poor political climate of Karachi during the 1990s, several airlines discontinued their service to the airport.

In the past couple of years Karachi has seen a reversal in fortunes. The dwindling numbers of international airlines have stabilised and whilst there hasn’t been a marked increase in the number of airlines flying in to Karachi, some have either increased the number of flights or resumed their old operations, either online or via codeshare service.
Economic factors may be partly responsible for the upswing in activity at the airport. As industrial growth in Karachi and the rest of Pakistan expands, some European and Asian carriers are mooting resumption of services to Jinnah International.

Structure

In fiscal year 2007-2008, over 6.6 million passengers used Jinnah International Airport. 249,283 aircraft movements were registered.

Jinnah International Airport in Karachi has always been the largest aviation facility in Pakistan. It is the primary hub of Pakistan International Airlines (PIA). All other Pakistani airlines also use Jinnah International Airport as their main hub. These include airblue and Shaheen Air International, as well as several charter carriers.

The building is linked via connecting corridors to two satellites, each having a provision of eight passenger-loading bridges. The eastern satellite is devoted exclusively to handling international operations. The western satellite is used for domestic operations, as well as some international operations. This is achieved through a flexible arrangement of gates. The two satellites supplement the departure lounges of the terminal building and also provide shopping facilities and snack counters.

The Jinnah Terminal was completed in 1992 at a cost of US $100 million – at the time the most expensive civil construction project in Pakistan^. NESPAK (National Engineering Services Pakistan) and Airconsult (Frankfurt, Germany) were responsible for the architecture and planning of the terminal. Sogea Construction, a French company, was the contractor. Mukhtar Husain (NESPAK) was the Chief Architect for the new terminal.

In Karachi, the CIP Lounge can be used by all first and business class passengers on all outbound flights. Private banking clients of MCB Bank Ltd and United Bank Ltd can also use the lounge on complimentary basis under contract to CAA as part of their benefits package. Only passengers who have been pre-issued an airline card from the check-in desk can enter the lounge. Other passengers who wish to use the lounge may do so upon payment of charges of USD 6.00 (international) or PKR 100/- (domestic). The lounge features light savoury snacks and non-alcoholic beverages, satellite TV, audio entertainment, newspapers, magazines, telephones, fax facilities, wireless Internet, and mobile charging points. There are also two McDonald’s kiosks located on-site at the airport. airblue has also introduced their own lounge in the international terminal of the airport.


There are a number of banks that passengers can use at the airport including Askari Bank, Barclays, Citibank, Habib Bank, National Bank of Pakistan, MCB Bank, Royal Bank of Scotland, Standard Chartered Bank, and United Bank; which offer ATMs, foreign exchange facilities, traveler’s cheque encashment, and personal banking. Private banking clients of Barclays worldwide (high net-worth individuals) now have their dedicated lounge as well. It features a hot buffet, speciality coffees, multimedia entertainment, shower and spa facility, and concierge service.

The airport is also where the majority of PIA’s maintenance network is located, although some of its maintenance work also takes place at Benazir Bhutto International Airport, Rawalpindi. There are several hangars at the airport; the largest being the Ispahani Hangar (named after Mirza Ahmad Ispahani, the first chairman of PIA) that can accommodate two Boeing 747s and one narrow body airliner (e.g. Boeing 737) at one time. On 15 February 2006, the first major overhaul of a Boeing 777-200ER aircraft (known as “C” check) was done at Ispahani Hangar. Most of the PIA aircraft are checked and regulated at the aircraft hangars in Karachi. The PIA maintenance also check other airline aircraft in Karachi such as Philippine Airlines, Turkish Airlines, and Air Universal.

If you are tempted to visit beautiful city try fly to karachi for an extensive range of flights at all prices and start planning a visit to the city of lights.

Allama Iqbal International Airport

The airport currently has three terminals; the Allama Iqbal terminal, the Hajj terminal, and a cargo terminal. The airport is located about 15 kilometres from the centre of the city, and is also used occasionally as an alternate airport for nearby Indian Punjab.

On March 5 2010 The Civil Aviation Authority of Pakistan released a tender for the expansion of the airport, the number of check in desks will be doubled from 24 to 48 as will the number of immigration counters from 10 to 20. The terminal will also be expanded and the area which was strategically kept aside for future expansion when the airport was built will be fully utilised.

History

At the time of the creation of Pakistan, Walton Airport was the main airport of the city. When PIA acquired jet-engined airliners such as the Boeing 720s, Walton was unable to handle the large aircraft. This meant that the Government decided to build a brand new airport which was inaugurated in 1962. It was commonly known as the “Lahore International Airport” and was able to handle aircraft as large as the Boeing 747.

Over the course of the next 25 years the demand for air travel rose. It meant that the government decided to build a new world class airport to meet the growing needs for the future and improve the facilities for its passengers since the old airport was becoming obsolete. In 2003, “Allama Iqbal International Airport” was inaugrated and is now the second largest airport in Pakistan. All flights were switched to the new airport and the old airport was passed onto the military. However, during the Hajj period, the old airport is used as a Hajj Terminal by the national carrier, PIA.

Structure

Pakistan International Airlines is a major airline that flies out of Lahore as the flag carrier of Pakistan and uses the airport as a hub only second to Jinnah International Airport. There is an increasing demand from private Pakistani airlines and international airlines who operate out of Lahore for domestic and international operations. Many airlines are increasing their frequency out of Lahore since the new airport is able to cater to the growing needs of overseas and domestic passengers.

On the inaugration of Allama Iqbal International Airport in 2003, the old terminal was converted to handle the influx of passengers for the annual pilgrimage of Hajj to Saudi Arabia. The terminal is known as the Hajj terminal and is only operational when traffic at the new terminal becomes constrainted. It is currently used by the national flag carrier, Pakistan International Airlines, however, negotiations are underway to allow private and international airlines to operate from the airport.

The brand new terminal includes many duty-free shops including restaurants, cafés, ice-cream parlours, confectionery shops, book and toy shops and souvenir shops. Nirala Sweets, a famous sweets shop, has also opened in the check-in halls at the airport. There are many flat screen televisions that show live flight times in the national languages, Urdu and official language, English. The airport has seven air-bridges that dock onto the aircraft during departures and arrivals. There are a total of 30 parking spaces. The airport can provide 32 parking spaces for commercial and jet aircraft.

A brand new runway was built during the construction of Allama Iqbal International. According to the CAA, Runway 36R/18L is 3,310 metres long, 46 metres wide whilst Runway 36L/18R is 2,900 metres long, 46 metres wide. Runway 1: Heading 18L/36R, 3 360m (11 023 ft), ICAO Cat. E, Aircraft size max: B747, ILS CAT II, Lighting: AFL System CAT-II available. Runway 2: Heading 18R/36L, 2 743m (8 999 ft), 55/F/C/X/T, ICAO Cat. D, Aircraft size max: A300, ILS CAT II, Lighting: SAL System available

In Pakistan, the use of the CIP lounge is available to only first and business class passengers. In order to enter the CIP lounge, passengers must be pre-issued an access card from check-in. The cost to gain access is USD 6 per passenger international or PKR 100 domestic. The CIP lounge has light savoury snacks, non-alcoholic beverages, specialty coffees/cappuccinos, satellite TV, audio entertainment, newspapers, magazines, telephones, fax facilities, and free wireless Internet.

The national flag carrier of the UAE, Etihad Airways, opened a dedicated aircraft line maintenance facility in Lahore. The facility is equipped with the latest technology and equipment, which will be used for all day-to-day technical line maintenance on Etihad aircraft including hydraulic structural and instrument checks. Shaheen Air International also carries out some of its aircraft maintenance in Lahore; however most airlines still use Karachi or Islamabad for most of their maintenance checks so this facility is presently somewhat limited at Lahore, although this is slated to change with the airport expansion project.

Due to the increase in air travel from the airport, the CAA decided to expand the terminal to meet future growth in air travel as well as ease congestion during peak travel times. On 31 July 2008, the Civil Aviation Authority (CAA) awarded the expansion project to the National Engineering Services Pakistan Limited (NESPAK). The project is estimated to be completed in two years. The project entails expansion of the immigration and customs hall as well as the international and domestic departure & arrival halls. The number of check-in counters will be also be increased from 24 to 48 and the number of immigration counters will be increased from 10 to 20.

In the photo above, silver metallic structure is the Ayub Arch and the brown metallic structure is the historic Lansdowne bridge. This photo is dated July 25, 2007 and is courtesy of Raja Islam

Indus was bridged at Attock in 1887 and that allowed Railways in India to run from the Western most post of Khyber Pass to the eastern city of Calcutta.

India’s rail link to the port of Karachi was however, still broken at the Indus flowing between the towns of Rohri and Sukkur. Indus was not bridged between Kotri and Hyderabad either therefore trains ran on Karachi-Jamshoro-Larkana-Sukkur route as early as 1879 and then they were ferried across to Rohri and vice versa on a river ferry.

At Sukkur the river Indus flows through a gap in a range of low limestone hills and gets divided into two channels (Sukkur and Rohri channels) by an island called Bukkur. The Bukkur island thus provides the best spot for a river crossing. See photo to the left, which shows two river channels between Sukkur and Rohri.

The river channel between Sukkur and Bukkur got bridged by 1885. The river bottom here is rocky so it provided solid foundations for masonry piers. This bridge got completed with three girder spans of 90, 230 and 270 feet. A 2007 photo of this bridge can be seen here.

Bridging the channel between Bukkur and Rohri was not so easy. The river bed here is not rocky but silty which made it difficult to build a bridge pier. Therefore bridge designs were put forward to build a bridge without a pillar. One such design was for an arched bridge but it was not considered in 1870s. Interestingly later on in 1962 the river was bridged using a very similar design that came to be known as the Ayub Arch.

Between 1872 and 1882 bridge survey was conducted and different people suggested 5 different bridge proposals. None of them was considered completely feasible at that time. An engineer by the name of Sir Alexander Rendel was then called in and he proposed a design consisting of two anchored cantilevers, each 310 feet long, carrying a suspended span of 200 ft in the middle. Interestingly, this design was considered feasible and later came to be known as the Lansdowne Bridge.

The girderwork of this bridge was given to Westwood, Baillie & Co. of London.

The bridge was first put together in the contractor’s yard. The 170 feet tall cantilevers of the bridge when assembled, made quite a conspicious scene in London.

By 1887 the steel work started to arrive at Sukkur and Rohri. The bridge construction was then started under the supervision of F.E. Robertson and Hecquet. Their names are written to date on a plaque on each cantilever of the bridge.

The construction of Lansdowne bridge was no joke. It is said that bridge designer didn’t thought much about how the bridge would be built in real life. Giant derricks, each weighing 240 tons and each being 230 feet in length had to be erected leaning out over the water and at the same time they had to incline inwards in the plane at right-angles to the line of the bridge. And as if that was not difficult enough, horizontal tie girders 123 feet long and weighing 86 tons each had to be assembled at a height of 180 feet. This indeed was a challenge in 1880s.

When both cantilevers were completed, work started on the center span. The bridge designer had intended that 200 ft long span would be assembled on boats and then hoisted up.

This plan did not work in practical as Indus remained quite violent 6 months of the year owing to floods. In the end Robertson built another temporary bridge to provide a platform on which the suspended span could be put together. This temporary staging wieghed 56 tons. The permanent girderwork of the 200 ft span was erected and riveted in four and a half days. This is a good going even with today’s standards. In 1880s Robertson’s men didn’t have pneumatic tools or electric drives.

The Human and Monetary Cost

The construction of Lansdowne bridge claimed 6 lives. Four men felled from the dizzy heights and 2 were knocked out by falling tools on them. The cost of bridge was Rs 2,696,000 including Rs 276,000 that were spent on foundations only.

On March 19, 1885, Lansdowne bridge was tested by running coupled L class locomotives and a train giving a gross load of 786 tons or about 1 ton per foot. The train crossed the bridge at a speed of 56 kmph (35 mph) and it caused a deflection of 8.9 cm (3.5 in) at the center of the 250 m (820 ft) span.

The Inauguration Ceremony

Lansdowne bridge was inaugurated on March 25, 1889. End of March is usually very hot in Sukkur, therefore the ceremony was scheduled for early morning. The chief guest was Lord Reay, Governer of Bombay who was deputising for Lord Lansdowne, the Viceroy of India. Consecratoy prayers were offered by the Bishop of Lahore. The bridge was declared open by unlocking a big ornamental lock which was used to shut down the iron gates of the fortified entrance to the bridge. This lock was designed by J.L. Kipling, CIE, Principal of Mayo School of Art in Lahore and father of famous poet and author, Joseph Rudyard Kipling.

Enhancements to the Bridge

In 1889 when the bridge was opened, the heaviest locomotive on this section weighed only 73 tons.
This weight was divided on 16 wheels including tender. With increasing loads, it became necessary to strengthen the bridge. Two such strengthenings were carried out in 1910 and 1939 by removing the dead weight of the bridge. In 1939, 200 tons of dead weight was removed from the bridge. This allowed eight engines coupled together with an axle weight of 17 ton to cross this bridge. The bridge was lightened by removing roadway decking. Two feet of walkways was retained. The road traffic between Sukkur and Rohri was diverted via the Sukkur (Lloyd) Barrage.

Neither Architecture nor Engineering?

While Lansdowne bridge is a feat of construction, not many people agree on whether it is aesthetically pleasing also.

The appearence of the cantilever bridge at Sukkur is bizarre in the extreme and the structure is economical in neither weight of material nor cost of shopwork.

The publication of Engineer of July 11, 1884 was even more outspoken:

Contemplating the monstrosity of the general design, one would expect that in point of economy and detail construction, a fair degree of excellence had been attained. But neither is this the case. There are many ways of reducing the unsupported lengths of the great uprights and raking struts, and consequently of reducing material; but as these would involve some calculations of stresses beyond those of the most elementary kind, they were probably not deemed worth the trouble…. A derrick, the half of an English roof-truss, a Whipple girder, the other half of the roof-truss and another derrick, are very excellent things in thmeselves, but to string them together upon one line, thereby making a bridge, is not engineering, nor is it architecture.

Photos from 1895

In 1895, members of World Transportation Commission from USA visited Lansdowne Bridge and following photos are from this historic occasion.

(1) Fortified entrance to the bridge on Sukkur Side. This is not Lansdowne bridge but the other smaller bridge connecting Sukkur with the island of Bukkur

The Lansdowne bridge is still operational. Not because it is needed for trains but because after the roadway deck was restored it is used by the light traffic between Sukkur and Rohri. Road traffic is not as heavy as a train therefore this bridge may have many years of life left in it. The photo here is from 2006 and shows light traffic still using the bridge.

Chronology

1872-74: First site survey is made of Rohri-Sukkur area by J.Ramsey to bridge Indus here. He proposed a 650 feet long suspension bridge.

1875: The survey was continued by Major General Sir James Browne who recommended a stiffened suspension bridge with cables formed of steel links and a span of 786 feet.

1879:

(1) Railways reached Sukkur from Karachi.
(2) Sir Guilford Molesworth suggested a three-hinged arched bridge.
(3) J.R. Bell suggested a parallel truss cantilever bridge with a main span of 680 ft.

1882: A scheme of a bridge with 250 ft spans supported on masonry piers was proposed. This design was almost chosen when a severe flood in the river took its bed depth down to 100 ft and this design was shelved.

July 11, 1884: Publication of the Engineer called Lansdowne bridge design as a “monstrosity” which “is not engineering, nor is it architecture”.

1885: The Indus channel between Sukkur and Bukkur island got bridged.

1887: The steel work for the Lansdowne Bridge started to reach Sukkur from the Westwood, Baillie & Co. of London.

May, 1887: Bed plates for the Bukkur side of the Lansdowne bridge Cantilever arrived by the end of month.

Septemer, 1887: Full supply of steel works for the Rohri side cantilever arrived at the site.

March 19, 1889: Lansdowne bridge was tested by running coupled L class locomotives and a train giving a gross load of 786 tons or about 1 ton per foot.

March 25, 1889: Inauguration of Lansdowne Bridge.

1910: Bridge strengthening was carried out to increase the load it could carry.

1924: Permissible speed of trains on the bridge was reduced by 8 kmph (5 mph), after deformation and temperature stress was discovered.

1936: Harold Wood Robinson who was deputy chief engineer of bridges, prepared an outline design for a two hinged arch design to replace Lansdown bridge. The drawing was prepared in the Bridge office in Moghalpura, Lahore but this project didn’t see light of the day.

1939: Bridge strengthening was carried out to increase the load it could carry. This time 200 tons of dead weight of the bridge was removed.

Written and photographed by:
Archt. Adeela Mushtaq
Archt. Maryam Fayyaz

PROJECT DATA:

Project Title: National Cricket Academy
Location: Qazafi Stadium Lahore
Owner: Pakistan Cricket board
Design consultant: Amjad Mukhtar Associates
Project cost: 75 million
Project commencement: Jan 2002
Project completion: Feb 2003

Modernity and tradition are two contradictory doctrines in the cultural scene of a society to be adopted as the appropriate approach towards development. The self-investigation into the two schools of thought draws some interesting analogies not only in terms of theoretical background but also in the form of architectural projects. In both the cases, it seems that the problem of acceptability arises when an “ISM” is affixed with them as the adherence to certain rules and regulations destroying the flexibility of the whole process. An “ISM” is a system, which claims to have a distinctive character so it gives birth to styles, develops nostalgic associations and stops oneself to move ahead.

Architecture should not be a battle of styles; this attitude becomes the root cause of its decay because fashions and styles have to change with the passage of time. If we recall ‘Modernism’ as the by product of machine age and industrial revolution, it declared itself a style by defining a material language of functionalism, breaking its links with history, grew and developed as nothing out of nothingness and after a specific period of time finally collapsed. Traditionalists, on the other hand, demonstrate the deepest desire to incorporate the soul and spirit of memory and in this process develop certain symbolic relations as the representation of the past. Though the sign language of traditional architecture is another way of attaching an “ISM” to it yet it is backed by theoretical reasoning and logic. National Cricket Academy is one such project that tends to pose such questions to its observers and encourage them to reinvent the parameters of traditional architecture.

Traditional architecture is based on memories from the past and the condition of its interpretation is the function of mind. This entire process also depends upon the perception and the role and understanding of the percepter. In general, it’s an interesting stipulation that deals with the psychology of the observer and its sensation coinciding with the real physical world. In order to manipulate this capacity of body for returning to a previous state of mind, traditionalists develop certain signs and symbols. These symbols crystallize as the byproduct of methodical studies and research of the past experience. Buildings from different periods in history are scanned in layers and certain elements are chosen as sample for reproduction with the prospect of reviving the sensation and experience of past cultures. In philosophy the entire phenomenon of association and projection of memories is explained by the French philosopher Merleu Ponty

“Memories do not by themselves project themselves upon sensations, but that consciousness compares them with the present data, retaining only those which accord with them, then one is admitting an original text which carries its meaning within itself, and setting it over against that of memories: this original text is perception itself.”

“The significance of the percept is nothing but a cluster of images which begin to reappear without reason…concepts being a complicated way of designing them.”

In case of National Cricket Academy (NCA) we see a number of symbols from the past traditions, the most obvious being the material itself that is “brick”. It is used as part of load bearing structure, which is then left, exposed both for exterior and interior walls and the joint being flushed with SURKHI (the brick powder mixed with certain adhesives). In between the varied texture of brick blocks, there are small green and blue ceramic tiles for framing certain elements, running bands and making intricate patterns. This combination of brick with colored tiles reminds us of Multan tombs. The windows with brown glass and aluminum frames bear flat shades supported by massive brackets designed as duplicate twins placed on top of each other with a band of green tiles.

The complex has three main buildings, the administration building, the indoor school and the players’ block. The half circle rotunda is used as the entrance to two important buildings of the complex, the admin block and players’ block. The colonnades with arched openings are an important feature of the main building with an emphasized sense of repetition that is also visible in the design of openings incorporated in other buildings of the scheme. The facilities are designed according to international standards; here two teams can stay at a time with specialized facilities for coaches and physiotherapists. The specialized classroom is designed with all the audiovisual systems. The indoor school hall has a large span of 65 feet, which is a column free space. Due to the site limitation another practice ground could not be added. The existing ground was made accessible to players and the player’s block was placed in such a way so that players have direct admittance to it. On top of this block there is D shape terrace to enable players to have direct eye contact with the game. Another important feature is the planning methodology for player’s rooms. The design of hostels is usually double loaded corridors while our climate requires rooms to be opened out in verandas. So, it is designed keeping in mind the climatic requirements, these are single loaded rooms along with corridors. All the structure is load bearing, however some steel ties are used. Brick tubes hollowed inside are also used for structural strength.

The interiors of these buildings are relatively darker with a sense of mystery associated with traditional buildings where light is allowed to enter at specific angles. An outstanding illustration of the play of light is seen in the admin block where light is directed to enter from the upper most level from clerestory windows. The silence of mysticism speaks out where light peeps in through blue and green colored glass in entrance doorways. These spaces demonstrate the use of geometry as the principle of organization, framed by massive structural elements in exposed brick. Some modern materials are also used in combination with brick like the marble flooring with designed patterns. There is also a strong sense of axial arrangement and directional views in the placements of buildings but the landscaping is done in free floating lines.

Every project has some fascinating background stories. In order to know those, we met with Arch. Amjad Mukhtar and asked some questions to clarify the concepts regarding traditional architecture and to understand the design process for this project.

Why associate traditional look to a building which is contemporary in use, accommodating the game of cricket?

First of all, it was cheaper and it was one of the requirements to economize construction. Also I like it and I believe that symbols are very important in life. When we debate on form and function we always pre decide about the function as accommodating different activities of daily life but it’s not only the case, my father’s memory in my heart is a function in itself but if you decide to limit the definition of function its definitely up to you. So I associate certain other things within the realm of function. If we talk about this particular case, it was quite questioned by the client that it is a contemporary game so why it should be traditional. My belief is we need such an academy that when foreigners come here they should remember it as part of the city of Lahore, so it should have roots in tradition.

If you could tell us about your ideology regarding symbolism used in this building.

The most important thing in humans is memory. One meaning of it is temporal, for example; the taste of tea but the other is deeper and shared by all the civilizations of the world and that is the distress of eternal loss engraved in the subconscious. Sometimes it happens that one feels pain, requires to be alone and recall memories but the images of those are not sharp so he cannot grasp the reason for his moaning but its certainly there in the mind. So when the real goes out of the memory then symbolism is needed to revive what is lost.

About the elements of decoration (symbols) modern architecture says that it is superfluous and not part of the function. But I believe that the basic vocabulary needs to be redefined and the meaning of function to be broadened to incorporate certain higher objectives. Its like if you lay the first brick wrong then even if you go higher to the seventh sky it will not be the straight wall. This is the basic difference when you define things in isolation and forget the context of totality. This universe works in many layers we need to understand that and with that knowledge make efforts to order our layers according to certain terms and conditions.

Traditional architecture has specific symbolism that is used to trace back memories from past to the present, in this process do you believe in contemporary layer being added in the end?

Actually it’s not a matter of putting on something rather this combination is actually present in it that ought to be discovered and if you know its soul then it’s fresh in every age. Heritage is static but traditional architecture is a principle which always seeks new character or shape and it has to transcend feelings. If architecture can’t convey this then to me it’s a functional failure.

You believe in continuation of tradition and in that continuity you believe in symbolism, if we talk about this project what does it symbolize.

It’s our symbol for the city of Lahore. It’s our identity. It’s not an academy which can be placed anywhere in the world. After the three basic human needs the fourth one is the sense of belonging which is associated with my ancestors and how others can expect from me to leave them and their architecture.

Traditionalists approach architecture as empiricists approach the world where everything is based on sensory experience. “Now, for empiricism ‘cultural’ objects and faces owe their distinct form, magical power, to transference and projection of memory, so that only by accident has the human world any meaning.” 3 In order to convince yourself, you have to experience the building and during your visit if it offers a stimulus odyssey to past then its certainly a marvel and fulfills the objectives for which it is designed but in case it does not, then in architect’s own words, it’s the “functional failure” of the project.