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Modern STEEL CONSTRUCTION

July 2015

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July 2015 in every issue

departments 6 EDITOR’S NOTE 9 STEEL INTERCHANGE 12 STEEL QUIZ 59 NEW PRODUCTS 60 NEWS & EVENTS 66 STRUCTURALLY SOUND resources 64 MARKETPLACE 65 EMPLOYMENT

columns business issues

Remain Calm (and Relevant)

Getting a Handle on Traffic

Faster Than a Speeding Locomotive

BY ANNE SCARLETT How to remain relevant in an ever-changing business world.

features 22

Healing Light

Bringing Back the Big Four Bridge

BY ADAM BOSWELL, P.E., SHANE MCCORMICK, S.E., P.E., AND LARRY KEMP, P.E. A small but significant structure provides an inspiring focal point for a large healthcare complex.

Growing the Garden

Threading the Needle

A Clear(ance) Solution

BY BURLEIGH LAW, P.E. An unused railroad truss bridge is reinvented as a new pedestrian gateway over the Ohio River.

BY CAWSIE JIJINA, P.E., AND STEPHEN REICHWEIN, P.E. New York City’s world-famous entertainment and sports venue gets an extreme interior makeover that gives fans a whole new perspective on the action. BY MATTHEW MCCARTY, S.E., P.E., SCOTT KIRWIN, P.E., AND WAYNE CHANG, S.E., P.E. A new rail station and pedestrian bridge navigate existing electrical lines above a stop along America’s busiest passenger rail corridor.

BY BOB GOODRICH, P.E., AND JASON KELLY, P.E. The aptly named Jughandle project in suburban Portland eases traffic flow through one of Oregon’s biggest bottlenecks.

BY DIRK KESTNER, P.E., MARK WAGGONER, S.E., P.E., P.ENG., AND ROBERT NAVARRO, P.E. A new ballpark adjacent to a railroad track comes together quickly to revive El Paso’s baseball scene.

BY ADAM PRICE, P.E. A unique bent solution guides a successful bridge project over a challenging Tennessee railroad crossing.

ON THE COVER: Boxy and curvy, the Jeffersonville, Ind., approach to the Big Four Bridge winds its way to the main span (p. 28). Photo: HNTB MODERN STEEL CONSTRUCTION (Volume 55, Number 7) ISSN (print) 0026-8445: ISSN (online) 1945-0737. Published monthly by the American Institute of Steel Construction (AISC), One E. Wacker Dr., Suite 700, Chicago, IL 60601. Subscriptions: Within the U.S.—single issues $6.00; 1 year, $44. Outside the U.S. (Canada and Mexico)—single issues $9.00; 1 year $88. Periodicals postage paid at Chicago, IL and at additional mailing offices. Postmaster: Please send address changes to MODERN STEEL CONSTRUCTION, One East Wacker Dr., Suite 700, Chicago, IL 60601. DISCLAIMER: AISC does not approve, disapprove, or guarantee the validity or accuracy of any data, claim, or opinion appearing under a byline or obtained or quoted from an acknowledged source. Opinions are those of the writers and AISC is not responsible for any statement made or opinions expressed in MODERN STEEL CONSTRUCTION. All rights reserved. Materials may not be reproduced without written permission, except for noncommercial educational purposes where fewer than 25 photocopies are being reproduced. The AISC and Modern Steel logos are registered trademarks of AISC.

JULY 2015

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editor’s note Editorial Offices One E. Wacker Dr., Suite 700 Chicago, IL 60601 312.670.2400 tel

Editorial Contacts EDITOR & PUBLISHER Scott L. Melnick 312.670.8314 melnick@modernsteel.com

AS I WATCHED MY DAUGHTER RECEIVE HER HIGH SCHOOL DIPLOMA LAST WEEK, A LOT OF THOUGHTS WENT THROUGH MY MIND. I was so proud of her accomplishments and the person she is becoming, but I also felt a bit melancholy at the thought of her heading off to college. The first time I mentioned Julia in an editorial was in January 1997: “But last night, as I sat at home bouncing my new baby daughter on my knee….” And while I continued mentioning her casually over the years (in 1998 I reported “While the swings are clearly her favorite…” and a year later noted the quality of schools for her was the determining factor in where we moved) it wasn’t until 2006 that I mentioned her by name (and noted that she had mastered cursive). Through the years I regularly used her as fodder for my writing. I talked about her growing vocabulary, fabulous writing skills, her sleepovers with her friends, her clarinet, her snow globe collection and much more (by my count, I wrote about her roughly twice a year). While most students aren’t heading to college until August, my daughter will be getting her first taste of higher education in mid-June. She plans on becoming a middle school teacher and was fortunate enough to earn an Illinois Golden Apple Scholarship, which, among other things, entails additional study (to learn more about this program, visit www.goldenapple.org). But even with this impressive scholarship and the other scholarships she earned from Bradley University, I still had sticker shock at the cost of higher education. Frankly, college is ridiculously expensive. For those of you with children going into structural engineering, one source of money you might not know about is the AISC Education Foundation, which administers more than $65,000 in awards annually. For the 2014-2015 academic 6

JULY 2015

year, AISC provided scholarships to 38 juniors, seniors and graduate students at universities including Kansas State, University of Arkansas, University of Illinois, Virginia Tech, Stanford, University of California, Brigham Young, Penn State, Northeaster n, Georgia Tech, SUNY, University of Southern Indiana, Iowa State, Northwestern, University of Wyoming, Purdue, University of Kentucky, University of Cincinnati, Rose-Hulman Institute of Technology, Notre Dame, Valparaiso and Oklahoma State. And for those of you who have (or will have) high school seniors, AISC also awards $40,000 in scholarships to the children of full members of the Institute through the AISC David B. Ratterman Fast Start Scholarship. You can read more about AISC’s s c h o l a r s h i p s a t w w w. a i s c . o r g / scholarships. While it’s too late to apply for a scholarship for the upcoming year, it’s not too late to help future students. I would love for the Foundation to be able to give more scholarships. Whether you’re interested in donating $5 or $5,000, please don’t wait (and yes, the AISC Education Foundation is a 501(c)(3) organization so your donation can be deducted as a charitable contribution). Mail your check to Angie Lopez, AISC Education Foundation, One East Wacker Dr., Suite 700, Chicago, IL 60601. If you have any questions, please contact lopez@aisc.org.

SENIOR EDITOR Geoff Weisenberger 312.670.8316 weisenberger@modernsteel.com ASSISTANT EDITOR Tasha Weiss 312.670.5439 weiss@modernsteel.com DIRECTOR OF PUBLICATIONS Keith A. Grubb, S.E., P.E. 312.670.8318 grubb@modernsteel.com PRODUCTION COORDINATOR Megan Johnston-Spencer 312.670.5427 johnstonspencer@modernsteel.com GRAPHIC DESIGN MANAGER Kristin Hall 312.670.8313 hall@modernsteel.com

AISC Officers CHAIR Jeffrey E. Dave, P.E. VICE CHAIR James G. Thompson SECRETARY & GENERAL COUNSEL David B. Ratterman PRESIDENT Roger E. Ferch, P.E. VICE PRESIDENT AND CHIEF STRUCTURAL ENGINEER Charles J. Carter, S.E., P.E., Ph.D. VICE PRESIDENT Jacques Cattan VICE PRESIDENT John P. Cross, P.E. VICE PRESIDENT Scott L. Melnick

Advertising Contact Account Manager Louis Gurthet 231.228.2274 tel 231.228.7759 fax gurthet@modernsteel.com For advertising information, contact Louis Gurthet or visit www.modernsteel.com

Address Changes and Subscription Concerns 312.670.5444 tel 312.893.2253 fax admin@modernsteel.com

Reprints SCOTT MELNICK EDITOR

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If you’ve ever asked yourself “Why?” about something related to structural steel design or construction, Modern Steel’s monthly Steel Interchange is for you! Send your questions or comments to solutions@aisc.org.

Gusset Buckling A detail has been proposed for a brace-to-gusset connection. Instead of using four claw angles, like in Figure 3-4 of AISC Design Guide 29, it uses four “claw plates.” We are concerned that the claw plates provide little out-of-plane strength or stiffness. Is the below detail acceptable? If so, can the buckling length of the gusset as shown in Appendix C of Design Guide 29, or is the buckling length a greater dimension due to the lack of an outstanding leg in the connecting element?

There is nothing in the AISC Specification that would prohibit the detail described. However, the authors of the Design Guide discourage the use of such details. Section 3.1 states: “If the brace is subjected to compression as well as tension, plates should not be used in place of the WTs or angles.” Section 3.2 states: “Plates can be used to attach the web, and 'claw' angles can be used to attach the flanges. The outstanding angle legs provide for stability.” The gusset plate will likely buckle in a sway mode and can be modelled as a column along the work-line of the brace from the connection of the gusset at the beam and column to the end of the brace. This is similar to Figure 5-5 in AISC Design Guide 24, only without the eccentricity. Since this condition is not addressed in any of the AISC documents, you will have to exercise your own judgment. It seems reasonable to use an effective length factor, K, of 1.0 for the non-compact corner gussets shown in Appendix C of Design Guide 29. For other gusset plate shapes, an K = 1.2 may be more appropriate. Another design consideration with this type of connection is how to define the radius of gyration for the equivalent column. Some research is available that recommends averaging the radii of gyration at each end of the equivalent column. The simplest solution may be to provide claw angles in lieu of the lap plates, which would provide brace continuity, and the gusset buckling strength could be calculated using the traditional Whitmore buckling method shown in AISC Design Guide 29. Bo Dowswell, P.E., Ph.D.

steel interchange

Moment Connections to Unstiffened Column Webs A beam requires a moment connection to a column web without a back-up beam. I have used an end-plate moment connection similar to the connections shown in AISC Design Guide 4. Since the Design Guide does not address the strength of column webs, I have determined the strength of the column based on the model presented in the Engineering Journal article “Yield Line Analysis of a Web Connection in Direct Tension” (Kapp, 1974). A colleague believes the strength of the column web should be determined by modelling the web as a simply supported beam. Who is correct? I think the two of you may be arguing the wrong point. The ultimate strength will be more closely approximated by the yield line approach described by Kapp in the article you mentioned. Because the yield line approach neglects catenary (membrane) action, it is still likely to give you a conservative estimate relative to strength. The beam model will be even more conservative. For rotational stiffness, however, I think you may be missing the forest for the tress. The detail you describe may not be a good choice if the intent is to provide a fully restrained moment connection. The web of the column will likely have a good bit of flexibility. It is unlikely, unless the column is very stout or the moment is very low, that the connection will have “have sufficient strength and stiffness to maintain the angle between the connected members at the strength limit states” as required in Section B3.6b for fully restrained moment connections. Even if the intent is not to provide a fully-restrained moment connection, I am not sure how you would determine “the force-deformation response characteristics of the connection” or insure that the component elements of the connection “have sufficient strength, stiffness and deformation capacity at the strength limit states” as required in Section B3.6b for partially restrained moment connections. It should also be noted that Section C2.1.(1) states: “The analysis shall consider flexural, shear and axial member deformations, and all other component and connection deformations that contribute to displacements of the structure.” While I am sure that the vast majority of structures are designed with no explicit checks relative to Section B3.6 or C2.1.(1), the requirements must still be considered. An engineer must exercise judgment based on knowledge and experience. In a typical end-plate moment connection framing to a column flange, the compression force is transferred Modern STEEL CONSTRUCTION

steel interchange

through bearing, which provides a good deal of stiffness. On the tension side, the check is based on a yield-line approach, similar to Kapp, but such connections have been tested. I think your proposed connection probably deserves a little more attention than a more typical connection. Before determining the strength, you might want to first establish whether or not this can even be considered a moment connection and whether it is fully-restrained. Obviously no connection is truly fixed. Fortunately the Commentary provides guidance and states: “If KSL/EI ≥ 20, it is acceptable to consider the connection to be fully restrained (in other words, able to maintain the angles between members).” Though B3.6b places requirements on the connection relative to “strength limit states,” it should be noted that the Commentary criterion is based on the behavior under service loads. It may not be necessary to determine precisely the moment-rotation behavior of the connection in order to classify the connection. You might opt to begin with simple, conservative models, such as the beam model for which deflection (and therefore, connection rotation) can be readily determined. If the behavior from these models satisfies KSL/EI ≥ 20, then you might deem the connection to be fully restrained. If the stiffness falls well short, then you might decide this configuration is a dead end and opt for something more traditional. Structural steel is a nice material to design in. It conforms well to many of our basic design assumptions. It is inherently ductile, relatively homogeneous and isotropic, and there is generally a relationship between strength and stiffness. When something looks right, it generally is. When something looks wrong, it may not be wrong but we need to pay attention. When our designs conform to what has always been done, we can relax a little and get away with some degree of plugging and chugging. However, when we encounter or propose something unusual it deserves a closer look. As Albert Einstein said, “Everything should be made as simple as possible, but not simpler.” Larry S. Muir, P.E.

Levelling a Composite Floor A composite floor was constructed without the specified cambers in the beams. There are excessive deflections in the floor, and we need to find a way to bring it back to level. We are proposing to remove a center strip of concrete about 3-ft wide along the mid-span of the beams, jack the beams into position from below and then place dowels and cast high-strength, low-shrinkage concrete in the created gap. Does this sound like a reasonable approach?

JULY 2015

This does not sound like a reasonable approach. I don’t think it will work, and I’d be surprised if it is more cost-effective than the more traditional approach of installing a self-leveling compound (and reinforcing the beams for the additional weight, if required). The process you describe involves a number of trades. Since I imagine there will be debate over who bears the burden of the cost for this repair, it is probably best to go with a simpler approach that involves the fewer parties in the solution. Some further things for you to consider: 1. I do not believe the jacking of the beam will give you the result you are after. When a beam is cambered in the shop, a permanent, inelastic deformation is induced into the beam. In contrast, since the upward deflection created by the jacking force is an elastic deformation, as soon as the jacking load is removed, the associated upward deflection would disappear and the beam would rebound back to its original shape. The downward deflections from the gravity loads would then be additive to the rebounded beam deflections. It’s basic superposition. Since we are talking about relatively flat angles of curvature in the beam, I do not think the new concrete strip would “lock-in” the upward displacement like you might see in a structure with enough curvature to develop arch action. 2. Jacking the beam in the field will induce stresses due to rotations at the connections, which have presumably been tightened down. This may or may not be an issue, but should be considered. Susan Burmeister, P.E. The complete collection of Steel Interchange questions and answers is available online. Find questions and answers related to just about any topic by using our full-text search capability. Visit Steel Interchange online at www.modernsteel.com.

Larry Muir is director of technical assistance at AISC. Bo Dowswell and Susan Burmeister are consultants to AISC.

Steel Interchange is a forum to exchange useful and practical professional ideas and information on all phases of steel building and bridge construction. Opinions and suggestions are welcome on any subject covered in this magazine. The opinions expressed in Steel Interchange do not necessarily represent an official position of the American Institute of Steel Construction and have not been reviewed. It is recognized that the design of structures is within the scope and expertise of a competent licensed structural engineer, architect or other licensed professional for the application of principles to a particular structure. If you have a question or problem that your fellow readers might help you solve, please forward it to us. At the same time, feel free to respond to any of the questions that you have read here. Contact Steel Interchange via AISC’s Steel Solutions Center: 1 E Wacker Dr., Ste. 700, Chicago, IL 60601 tel: 866.ASK.AISC • fax: 312.803.4709 solutions@aisc.org

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steel quiz

This monthâ&#x20AC;&#x2122;s Steel Quiz takes a look at quality control, quality assurance and AISC 360 Chapter N.

Complete the free body diagrams provided below using the given brace configuration, applied forces and the assumed internal force distribution. Solve for each unknown force and properly indicate the direction of each force. Hint: Forces can be equal to 0.

Configuration

Assumed Force Distribution

Free Body Diagrams

TURN TO PAGE 14 FOR ANSWERS 12

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ANSWERS

Solution V2 = V1 / 2 ΣFx = 0 = 40 kip – V2 – P4 Resolve M1 into force couple P2 P2 = M1 / 22” ΣFy = 0 = V4 – P2 ΣMB = 0 = P2 × 11” – V2 × 8.85” – M4 ΣFx = 0 = P4 – V2 – P5 ΣFy = 0 = P2 + V3 – 28.3 kip × sin 45º ΣFx = 0 = 28.3 × cos 45º – V2 – P3 ΣMc = 0 = P2 × (11” – 8.85”) – V3 × 8.85” – M3

V2 = 20 kip P4 = 20 kip P2 = 16.1 kip V4 = 16.1 kip M4 = 0 kip-in P5 = 0 kip V3 = 3.9 kip P3 = 0 kip M3 = 0 kip

Note that other assumed distributions of the forces are possible vs. what was given as long as statics is satisfied and the forces are consistent with the intended performance of the connection and the assumptions used in the structural analysis.

Free Body Diagrams

Everyone is welcome to submit questions and answers for Steel Quiz. If you are interested in submitting one question or an entire quiz, contact AISC’s Steel Solutions Center at 866.ASK.AISC or at solutions@aisc.org.

JULY 2015

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business issues How to remain relevant in an ever-changing business world.

REMAIN CALM (AND RELEVANT) BY ANNE SCARLETT

WHAT IS YOUR FIRST REACTION to this statement: “To maintain career satisfaction and job security, you must remain relevant?” Do you exclaim: “Challenge accepted!” Does it create anxiety? Does it perplex you because you’re not exactly sure what it means? For the purposes of this article, let’s define relevance as the ability to provide practical, pertinent contributions to your sales process, clients, peers and design solutions. Here, relevance will be about making an impact and a difference. Your reaction to the notion of relevancy may be guided by your generation as well as by your current position. Perhaps you are a well-known, highly revered business owner. Perhaps you are fairly seasoned, but you haven’t yet secured a position of ownership or senior leadership in your firm. Perhaps you are about eight years into your career and still aiming to make your mark. In any of those positions, you may find yourself stuck. Do others seek you out for advice, input and ideas? Do you often have a seat at the table? Are you involved in the firm’s strategic and sales efforts? If the answer is “no” to any of those questions, you may want to challenge your own relevancy. Obvious Steps One way to stay relevant is continuing education—advanced degrees, CEU credits, certifications, online adult education and specialty training. Many AEC firms recognize that your intellectual growth is mutually beneficial. And while they allocate funds for training and education, it’s your responsibility to proactively identify the best choices. Questions you should ask: What will get you the most return for your efforts? Can you strategize with HR about what’s most needed at the firm? Do those needs align with your own aptitude and interests? Is it better to build upon your existing knowledge base or to learn a brand-new but complementary skill? Have you taken sales training courses? Does it matter? Are you up to date on the latest project management tools? Does it matter? Do you clearly understand the trends in your clients’ industries? Does it matter? Find out what matters, and then make a plan to grow your credentials in that area. Less-obvious (but completely logical!) Besides determining what sort of “growth” is most beneficial to your relevancy, consider these less-obvious tactics as well. “Findability”: Are you findable? If someone were to search for you online, what would they discover? Would they think “savvy, progressive and intriguing” or would they think “out-

dated, stagnant and stale?” Or even worse, would they see very little—or nothing at all—about you? Are you the author (or subject) of articles, blog posts, speaking engagements or industry events? Are your profiles robust and up to date on sites such as LinkedIn, your company website and industry membership lists? Do you have any presence on social media? Conduct a vanity search, and then objectively assess the results. Consider the varied perspectives of your clients, employer and peers. Stay versed on the offerings of other business units (if you work in a multi-disciplined firm): Years ago, I worked in the interiors studio at a multi-office AE firm. Our department was award-winning and profitable, and yet we felt like the firm’s stepchild. Why? Because we represented the least amount of revenue relative to the other business units. Our project scale was smaller, so we had to work extra hard to prove our value. But by remaining educated about the efforts of other business units, we were able to make a solid case for our own worth. Bottom line: It’s easy to develop tunnel vision and focus only on your area of the business. If you want to remain relevant, don’t let that happen. Broaden your point of view. Become proficient in at least one tool within each communication category. Even if you are a billable technical professional, you are likely exposed to sales. The business developers in your firm have likely mastered the latest in terms of communications technologies. For example, rather than making in-person visits to the prospective clients, your business development folks may use Skype, Facetime, Google Hangouts, Citrix Online Meetings and other resources to communicate with them. Join them at the forefront of communication technologies. Experiment on your own time with these tools until you attain proficiency. This will keep you relevant. Stay abreast of current events and innovations. Do you know about 3D printing and how it will impact your business?

Anne Scarlett is president of Scarlett Consulting, a Chicagobased company specializing in AEC-speciﬁc strategic marketing plans, marketing audits and coaching. She is also on the adjunct faculty of Columbia College of Chicago and DePaul University. She can be contacted through her website, www.annescarlett.com. Modern STEEL CONSTRUCTION

Have you tried to use the Uber car service app (at least once) to learn what the buzz is about? Do you have methods for quickly procuring top news itemsâ&#x20AC;&#x201D;whether from sources such as Daily Beast, Feedly (or other RSS feeds) or a customized home page in Google or Yahoo? But wait a minute. What about all of your core responsibilities? And what about the decent amount of intellectual capital that you already possess? Wonâ&#x20AC;&#x2122;t additional content in your brain become a distraction? Donâ&#x20AC;&#x2122;t worry. Itâ&#x20AC;&#x2122;s not necessary to cultivate an in-depth understanding about the latest and greatest sales technique, computer-aided drawing software or public-private partnership approach. This is about establishing an initial awareness and then targeting areas worthy of a deeper working knowledge. You can file away some topics as â&#x20AC;&#x153;good to knowâ&#x20AC;? and keep other topics on the forefront if they truly add to your relevancy. Is Relevancy Really Just a State of Mind? In addition to expanding your knowledge, thereâ&#x20AC;&#x2122;s a lot to be said for expanding your confidence as a means for increased relevancy. Maybe some of you remember that old commercial featuring a brokerage firm that went something like: â&#x20AC;&#x153;When E.F. Hutton talks, people listen.â&#x20AC;? Imagine that feeling of everyone stopping abruptly to hear what you have to say. What are some additional ways that you can exude an aura of value and confidence, which will in turn encourage others to perceive you as relevant? Here are some ideas:

T R A I N I N G

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Physical fitness and appearance: Do you believe in the impact of first impressions and how your appearance might convey and aura of relevancy? If yes, then aim to be impeccably groomed, reasonably fit and dressed with a fashion-forward sensibility that is suitable for your personality, work environment and client types. While the topic of physical looks may be somewhat taboo in business hiring circles, it doesnâ&#x20AC;&#x2122;t change the fact that aesthetics matter, particularly if you are involved in sales and client interface. Reverse mentoring: If you donâ&#x20AC;&#x2122;t have people in your life that can help you to maintain a pulse on the current cultural landscape (kids, grandkids, etc.), then try reverse mentoring. Identify a younger, vibrant, promising staff member and schedule regular times to meetâ&#x20AC;&#x201D;much like a normal mentor-mentee relationship. Not only can these folks share whatâ&#x20AC;&#x2122;s happening from a general pop culture standpoint, but they can also converse about the latest terminology, trends, approaches and innovations in your industry. While you may already be somewhat versed with these topics, your reverse mentor will offer a fresh, highly curious and youthful perspective. Your awareness of their perspective will impact your overall relevancy. Teach at the university level: An additional method to stay attuned to culture is teaching a university course. Not only will you grow to understand more about a younger generation, but youâ&#x20AC;&#x2122;ll also master the latest communication technologies while interfacing with students. This translates to relevancy. In a nutshell, try to be a lifelong learner, striving to be the best you can be. Or as the tech geeks might say, â&#x20AC;&#x153;Growth hack â&#x2013; your personal brand, and see what happens!â&#x20AC;?

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This completely reconstructed bridge in Buchanan County, Iowa was designed in less than five minutes and constructed in just two months. That was made possible by a new web-based tool that creates steel bridge designs in three easy steps. Allowing engineers to compare the economics of various designs and choose the best for their project and budget. That saved Buchanan County time and resources. Not to mention it helped to quickly provide a stronger foundation for farmers and the community. To use the free design tool or to learn more about this story visit ShortSpanSteelBridges.org. www.nucoryamato.com

Itâ&#x20AC;&#x2122;s Our Nature.ÂŽ

A small but significant structure provides an inspiring focal point for a large healthcare complex.

Healing

LIGHT

BY ADAM BOSWELL, P.E., SHANE MCCORMICK, S.E., P.E., AND LARRY KEMP, P.E.

IN 1858, the Sisters of Charity of Leavenworth (SCL) was founded with a special mission to provide service to the poor. They founded St. Josephâ&#x20AC;&#x2122;s Hospital in 1873, the first private hospital in the Colorado territory. Over the years, the hospital, located just west of downtown Denver, underwent a series of expansions and renovationsâ&#x20AC;&#x201D;and just last year was replaced by a brand new campus that includes 3.5 acres of open space. Thin and Light A highlight of the healthcare complex is the 3,317-sq.-ft freestanding chapel. Despite its relatively small stature, the chapel makes a big visual impact while appearing light and elegant, 22

JULY 2015

thanks to its appropriately light and elegant framing system. Using approximately 80 tons of steel, the system uses W24 beams to span 50 ft across the main sanctuary space perpendicular to the roof slope. Roof beams are rotated in section so that the top flange of the beam matches the roof slope, keeping the structure depth as thin as possible and simplifying detailing. At high and low eaves, W8 beams cantilever to minimize the fascia thickness, and the W24 beams that extend out into the rake framing are coped to 8 in. to maintain the same profile. The entire south face of the chapel is a 62-ft-long by 15-ft-tall structural glass wall with glass fins perpendicular to the wall plane at approximately 5-ft intervals. While these types of systems are typi-

➤ ➤ Cooperthwaite Photography + Productions

The cantilever-supported beam over the south wall. The chapel uses approximately 80 tons of structural steel.

➤

Martin/Martin, Inc.

The south glass wall and repurposed stained glass.

Cooperthwaite Photography + Productions

Adam Boswell (aboswell@ martinmartin.com) is a project engineer, Shane McCormick (smccormick@martinmartin.com) is a principal and Larry Kemp (lkemp@martinmartin.com) is a principal, all with Martin/Martin Consulting Engineers.

Modern STEEL CONSTRUCTION

➤ Martin/Martin, Inc.

cally hung from their structural supports, in this case the wall is base-supported in order to minimize the overhead structural depth. Above the glass wall, a W36×135 beam supports the roof and resists out-of-plane loads from the top of the glass wall. The W36 beam is supported at its west end by a column hidden in the wall, and at the east end the W36 is supported by a cantilever extending from the tower frame. The cantilevered support of the W36 edge beam allows the glass wall to be completely uninterrupted by the structure. Despite its base support, the glass wall still imposes deflection criteria on the beam above, and total live load deflections of the W36 beam were limited to 1 in. of vertical movement downward and ½ in. upward. In addition to the live load movements of the beam, structural engineer Martin/Martin specified upward camber for the cantilevered support at the east end. Steel roof framing is supported by 6-in.-square HSS columns, approximately 27 ft tall, at the north end of the building. The east exterior wall of the building is composed of channel glass spanning horizontally between columns, which are designed to take the vertical and out-of-plane loads from the channel glass in addition to axial loads from the roof. The main roof diaphragm is supported laterally by steel X-braces composed of 3-in. angles and 6-in.-square HSS columns within sections of exterior stone-clad walls. In addition to the braces, some lateral support to the main diaphragm is provided by the tower columns. Two low, flat roof wings are supported laterally by moment frames made with W12 beams and 6-in.-square HSS columns.

The stained glass skylight.

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Support from Above The chapel also features a 28-ft-tall stone tower. In addition to serving as an architectural feature, its steel framing also provides gravity and lateral support to the structure. Two 47-ft-tall W18×158 columns comprise the spine of the tower framing, and a second offset frame using 6-in.-square HSS members supports the second tablet of stone. In addition, a W36×135 beam cantilevers 18 ft from the tower to support the W36 beam at the south end of the roof. The design of the tower-cantilever interface included considerations for rotations of the tower and deflection of the cantilever during erection. Tapered shims were specified at the beam-column joint to help the erector maintain tower plumbness, and an X-brace is included in the plane of the tower to provide east-west support to the main roof diaphragm. For lateral loads perpendicular to the tower, the W18×158 columns cantilever from a 4-ft-thick cast-inplace concrete mat supported by four 24-in.-diameter drilled piers. The design team specified a fabricated stone panel system by TerraCore Panels for the tower cladding rather than traditional stone veneer. Composed of a lightweight composite backing with a thin stone face, these panels are lighter (15 psf) and more flexible than tradi➤

JULY 2015

The top ring plan for the skylight.

The skylight’s bottom ring plan.

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Steel roof framing is supported by 6-in.-square HSS columns, approximately 27 ft tall, at the north end of the building. Channel glass at the east wall.

tional stone, which let the engineers design the steel support structure for higher allowable deflections than traditional stone would have allowed. Repurposed Art The chapel in the original hospital housed two remarkable pieces of stained glass art, which were transferred to the new chapel. The first is a series of seven, 4-ft-wide by 14-ft-tall stained glass panels supported in the new chapel structure by a series of C8 channels. The second is a drum-shaped skylight with 24 1-ftby 6-ft-tall glass panels. A new custom steel drum structure was designed from 4-in. HSS and custom plate T-shapes. New protective glass on the exterior of the drum protects the stained glass from weather, and interior protective glass

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The steel beam depth transition at the east rake. Coped roof beams at the east rake.

was added as well. The drum frame, which required extensive welding in difficult-to-access joints as well as heightened distortion control, was shop fabricated in two halves so that it could be customized to the sizes of the existing skylight panels (these were lifted into place and spliced together on-site). Because hospital construction was already far along when the chapel work started, the steel team, including fabricator Zimkor, had to work within a tight “box” that was already built around the structure; the site was surrounded on three sides by the hospital and a parking garage. Fortunately, the courtyard opens to 20th Avenue, which provided access for material deliveries. In addition, the skylight frame lagged months behind the main framing for the chapel because the design team needed more time to finalize their design to accommodate the stained glass work; this required the erector to mobilize yet again after construction had progressed even further. The skylight and the building itself now serve as beacons of light and color on the new hospital campus, and are helping to usher in a new era for ■ Colorado’s first private hospital. Owner SCL Health General Contractor M.A. Mortenson Company Architects H+L/Davis – A Joint Venture (Denver), as the architect in association with ZGF Architects, LLP (Portland, Ore.), as design consultant Structural Engineer Martin/Martin Consulting Engineers, Lakewood, Colo. Steel Fabricator Zimkor, LLC, Littleton, Colo.

JULY 2015

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An unused railroad truss bridge is reinvented as a new pedestrian gateway over the Ohio River.

Bringing Back the Big Four

BRIDGE

BY BURLEIGH LAW, P.E. PHOTOS BY HNTB

THE BIG FOUR BRIDGE had a big name to live up to. Burleigh Law (blaw@hntb.com) is a senior project engineer with HNTB Corporation.

JULY 2015

Built in 1885 and replaced in 1929, the 2,525-ft-long six-span railroad truss bridge was named for the now defunct Cleveland, Cincinnati, Chicago and St. Louis Railway—also known as the Big Four Railroad—and carried a single track over the Ohio River between Louisville, Ky., and Jeffersonville, Ind. The replacement bridge operated for four decades before falling into disrepair and was eventually deemed a safety hazard. Rail operations ceased in 1969, when rail traffic was rerouted to another bridge, and the approach spans were removed and sold for scrap. For decades, the bridge was unused, with no access to the main span sitting atop piers that rose 50 ft in the air, earning the bridge the unfortunate nickname of “the bridge to nowhere.” The Louisville Waterfront Development Corporation acquired the bridge in 2005 with the goal of converting it into

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While steel box girders are often used on curved long-span highway bridges for stability and structural efficiency, they are not generally used on pedestrian bridges. However, this girder type was chosen for the Jeffersonville approach because the girder fascia and bottom soffit create a streamlined look through the S-curve span and the sharp 90° curve at the end of the bridge.

Modern STEEL CONSTRUCTION

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A stair tower (50 ft from top of footing to highest point) provides access to the Ohio River Greenway and Jeffersonville waterfront 1,000 ft south from where the bridge lands at the Big Four Station.

a pedestrian bridge. At the time, pedestrian and bicyclist access over the Ohio River was accommodated by the Clark Memorial (2nd Street) Bridge on the other side of the Interstate 65 bridge, but the sidewalks and shoulders were narrow and adjacent to fast-moving vehicular traffic. The newly constructed and rehabilitated 21-ft-wide bridge is designed for a 75-year life for pedestrian loading as well as emergency vehicles. The Jeffersonville approach is 1,240 ft long (1,033 ft of bridge and 207 ft of fill approach), the main span is 2,547 ft long and the Louisville approach is 1,181 feet long (693 ft of bridge and 488 ft of fill approach). The bridge was completed in phases, with the Louisville approach opening in 2010 and the main span truss being rehabilitated in 2013. Outside the Box (Girder) The last portion, the curvaceous Jeffersonville approach—designed by HNTB— opened just last year, completing the crossing. While steel box girders are often used on curved long-span highway bridges for stability and structural efficiency, they are not generally used on pedestrian bridges. However, this girder type was chosen for the Jeffersonville approach because the girder fascia and bottom soffit create a streamlined look through the S-curve span and the sharp 90° curve at the end of the bridge. There are two steel box girders and, given the length of the spans, field splices were required for fabrication, shipping and erection. The 60-in.-deep box girders for the Jeffersonville approach had spans of 128.5 ft, 128.5 ft, 160.67 ft and 160 ft for Unit 1 and143 ft, 160 ft and 143 ft for unit 2. 30

JULY 2015

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The portions of the girders immediately above the piers are painted to prevent staining caused by runoff from the weathering steel as it develops its patina.

Special details at the pier diaphragms ensure easier passage of the drain piping and conduit.

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The 60-in.-deep box girders for the Jeffersonville approach had spans as long as160.67 ft.

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The girders also conceal utilities, which would have detracted from the clean lines if mounted on the outside. Each girder contains an 8-in.-diameter drain pipe and four 2-in.-diameter conduits, including junction boxes and hanger assemblies, all of which run the length of the bridge. The internal intermediate cross frames are standard and the placement of the drain pipes, conduit and hanger assemblies are placed to fit around these. Special details at the pier diaphragms ensure easier passage of the drain piping and conduit. Holes are provided in the bottom flange near the end bent for the drain pipes to exit the bridge and tie into a storm water system, and intermittently spaced standard 2-in.-diameter vent holes with “critter screens” are provided in the

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Joining the new approach to the historic main span of the bridge.

webs and bottom flanges to prevent moisture accumulation in the girders. The S-curve alignment was selected to minimize utility and right-of-way impacts, cost and coordination, allowing the bridge to avoid historic homes and other buildings along the east side of Mulberry Street. The approach crosses over streets, a proposed future canal and an existing floodwall, which was modified with a wider opening to better connect the new bridge with the Ohio River Greenway trail. To avoid ending the bridge at an intersection, a green spaceâ&#x20AC;&#x201D;the Big Four Stationâ&#x20AC;&#x201D;was designed with fountains, a stage, pavilions and playgrounds. To accommodate a 54-ft elevation change, ADA considerations dictated a long bridge with a constant 4.79% grade. Post-tensioned box girders were initially â&#x17E;¤

The Jeffersonville approach is 1,240 ft long.

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Modern STEEL CONSTRUCTION

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➤ The precast components of the stairs are supported by W18×50 beams and HSS8×6×3⁄8 diagonals; these smaller members facilitated a less visually intrusive design.

considered for the superstructure, but it was determined that steel box girders would work better with the horizontal and vertical alignments (and again, they could be used to conceal drainage pipes and electrical conduit as well as visually match the approaches). The girders are made from ASTM A709 Grade 50W weathering steel; the portions of the girders immediately above the piers are painted to prevent staining caused by runoff from the weathering steel as it develops its patina. The project and performance constraints required curves at the minimum feasible radii for the fabrication of the steel box girders. A plate and eccentric beam finite element model (created in MDX ) and a 3D finite element analysis (created in CSiBridge) were used to accurately design and model bridge behavior under applicable loading. The S-curve girder sections and the curve at the end of the alignment have 144.4-ft and 155.6-ft radii, respectively; industry norm considers a 150-ft radius to be the absolute minimum for the fabrication of widely used steel plate girders, so the radii used on the Big Four Bridge are considered rare for steel box girders—but again, the tight radii helped minimize utility and rightof-way impacts. When it came to pile driving—HP pile (HP14×73 and HP14×89) was used for the foundations—the team needed to mitigate potential damage to historic homes as a result of vibrations. Structural engineer HNTB wrote specifications that required vibration monitoring and predrilling and backfilling of holes prior to driving steel HP pile; this softened the earth the piles were driven through and helped minimize vibration. This method resulted in virtually no vibration readings at any nearby historic homes, and therefore no damage. Girder erection was particularly challenging in the last curved span. The center of gravity for the last span is well outside of a straight chord or line between sub-

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JULY 2015

The S-curve girder sections and the curve at the end of the alignment have 144.4-ft and 155.6-ft radii, respectively.

The S-curve alignment was selected to minimize utility and right-of-way impacts, cost and coordination, allowing the bridge to avoid historic homes and other buildings along the east side of Mulberry Street.

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structures, creating a springboard effect. A temporary shoring tower was used to hold the girders in their cambered position until the concrete deck cured and developed a composite system with the girders. This process required precision with jacking and surveying to make sure the girders behaved as expected and the final screed elevations of the concrete deck matched the design. Strong Stairs A stair tower (50 ft from top of footing to highest point) provides access to the Ohio River Greenway and Jeffersonville waterfront before the bridge’s landing at the Big Four Station, which is 1,000 ft further north. The open stair minimizes security issues while maximizing outward views, and the precast stair risers and landings include a center separator with guide troughs that enable bicyclists to walk their bikes up and down the stairs without having to carry them. The precast components are supported by W18×50 beams and HSS8×6×3⁄8 diagonals— these smaller members facilitated a less visually intrusive design—and all steel members are welded to embedded steel plates on the face of the concrete stair column. For ease of erection, the connection between the main steel members and embedded plates was made with field-welded steel angles, and temporary bolts were used to hold the members in place prior to welding. With the last phase now in place, the new incarnation of the Big Four Bridge provides a safer and more pleasant pedestrian experience over the Ohio River between Louisville and Jeffersonville. The enhanced access point has resulted in a recent increase in tourism and development activity in Jeffersonville, a testament to the positive impact of well-planned infrastruc■ ture improvements. Owner City of Jeffersonville, Ind. General Contractor Gohmann Asphalt & Construction, Inc., (now part of Irving Materials, Inc. Group of Companies) Clarksville, Ind. Structural Engineer HNTB Corporation Steel Fabricator Industrial Steel Construction, Inc., Gary, Ind. Steel Detailer Tenca Steel Detailing, Inc., Quebec, Canada

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New York City’s world-famous entertainment and sports venue gets an extreme interior makeover that gives fans a whole new perspective on the action.

GROWING the Garden

IN A CITY of big numbers and big dreams, Madison Square Garden fits right in. The busiest music venue in the country in terms of ticket sales (third-largest in the world behind Manchester Arena and London’s O2 Arena) and the home of the New York Knicks and New York Rangers, it has entertained countless spectators since its opening in 1968 and currently hosts more than 300 events per year. While the Garden’s somewhat distant future remains unknown— it is currently two years into a ten-year permit, at the end of which it will either be relocated or go through the permit process again—its immediate future is looking good following a recent major renovation involving building a new arena within its historic circular shell. The plan called for everything inside the walls to be replaced and included a mandate to stay fully operational nine months out of the year—as well as be ready for the first Rangers and Knicks games of their respective 2012 and 2013 seasons. 36

JULY 2015

BY CAWSIE JIJINA, P.E., AND STEPHEN REICHWEIN, P.E.

The $1.1 billion project, which encompassed nearly one million sq. ft, included demolition, raising and reconstruction of the entire upper bowl seating structure, raising of the north and south arena roof structures, the addition of two sky bridges, expansion and restructuring of the 7th Avenue entrance, three levels of structural expansion on the 7th Avenue side for new concessions concourses, a one-tier expansion of the existing west-side hung suites, new lower bowl luxury suites (in-filled beneath the newly raised upperbowl seating structure), courtside “bunker” suites, external threat mitigation, new MEP and A/V systems, installation of 50 new escalators, dressing rooms and countless concessions outlets. Not only are the arena’s building systems massive and complex, but they’ve also been upgraded numerous times since the Garden was originally constructed, which required countless hours of rummaging through existing drawings and conducting endless field surveys.

One of the Garden’s two 233-ft-long bridges.

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The renovation included, among other things, reconstruction of the entire upper bowl seating structure, raising of the north and south arena roof structures and the addition of two sky bridges.

Construction of the arena in the 1960s.

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Steel support for the upper seating bowl.

Photos courtesy of Madison Square Garden

Sky Bridges The signature design feature is a pair of bridges—echoing the allure of New York’s famous suspension spans and complementing the Garden’s curved form—high above the arena seating on each side of the performance floor to provide guests with a bird’s-eye view of the action. Each bridge is hung from the suspended cable roof system by slender hangers, and each weighs 330 tons and measures 233 ft long and 22 ft wide, with a combined seating capacity of 430 seats. In addition, the bridges function as promenades, enabling event-goers to stroll about from one end of the arena to the other. The bridges use a total of 154 tons of structural steel framing to support their decks. In addition to its self-weight, each bridge is capable of supporting an additional 300 tons of occupants, evenly distributed. Given the density of the area and the constant stream of people in, around and underneath the Garden—including commuters traveling through the ever-bustling Penn Station—erection was performed from within the walls of the famed venue. Two cranes were navigated up the truck ramp and set up in middle of the arena floor to place the steel and more than 11,000 sq. ft of metal decking. In addition, an elaborate scaffolding system and platform were constructed to give the steel erectors, lathers and carpenters an open and flat working surface. Above the bridges and the Garden’s iconic radial ceiling is the “attic,” a dark space where the venue’s various mechanical and electronic systems convene. The 20 pairs of

Cawsie Jijina (cjijina@severud.com) is a principal and Stephen Reichwein (sreichwein@severud.com) is an associate, both with Severud Associates. Modern STEEL CONSTRUCTION

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The new upper bowl structure needed a sturdy base, as the load on the support structure was increased to the added pitch and height.

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The renovation encompassed nearly one million sq. ft of space at a cost of $1.1 billion.

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A model of the steel framing for the upper bowl.

JULY 2015

steel trusses that pick up the bridges (10 trusses for each bridge at 6 tons of steel per truss) and deliver the load to the cables were threaded through existing equipment and constructed in this attic space. When you play with cables, dynamic behavior is your nemesis. Because each bridge is hung from the cable roof system, the stiffness of the complete system during rhythmic excitations—such as the reverberations from a thumping bass beat and a rhythmic sway from a dancing crowd during a concert—results in motions strong enough to cause discomfort. Rather than adding stiffness to the roof, trusses and bridge decks (the brute force method), structural engineer Severud Associates opted for a more elegant and cutting-edge design solution in the form of an active tuned mass damping system to dissipate the energy of a group of excited spectators. Essentially, a tuned mass damper (TMD) is a heavy weight attached to a complex system that moves in the opposing direction to the motion it encounters. Five TMDs, designed by RWDI Motioneering and weighing nearly five tons each, were commissioned in each bridge and were made shallow enough to fit within 13.5 in. of space due to constraints imposed by the sight lines generated from the last row of the upper bowl seating tier. Each TMD is comprised of 4.5 tons of stacked lead plate, a crankshaft and two hydraulic pistons (weighing approximately a half-ton) that translate rotational motion into vertical motion (similar to the engine of a car). The lead plates are put into motion by the movement of the spectators during an event, and the entire TMD system is calibrated to oscillate (move) in the opposite direction as the loading frequency caused by the participants (the spectators). The opposing motion caused by the TMD weakens the loading frequency, dissipating the energy and dampening the perceivable motion throughout the entire structural system. Sight lines from the last few rows of both the north and south upper bowl seating sections were a huge design concern with regards to the elevation and depth of the bridge decks; if the bottom of the ceiling interrupts a sight line, several rows of valuable seating are at risk of becoming compromised and unsellable. To ensure that the ceilings attached to the bottom of the bridge structure will never interrupt these sight lines, the bridge structure was designed and constructed to have a natural camber. Due to the number of structural elements that ultimately play into gauging the stiffness of the complete system, designing the camber was a daunting task. Severud studied numerous winter and summer loading scenarios—as well as performed several surveys to achieve the correct camber elevations—to ensure that sight lines stayed clear under all conditions.

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Upper Bowl The existing arena bowl stadia ran continuously from the arena floor to the perimeter of the arena’s original shell, and the Garden’s owner saw an opportunity to gain prime real estate in luxury box seating by simply “lifting” the entire bowl structure. But the continuous bowl seating also served as the diagonal brace to resolve and balance the lateral loads. By splitting and lifting the upper half of the seating and creating two bowls, the flow of force was interrupted. This force discontinuity was addressed by the structural engineers who used the walls between the luxury suites to direct the flow of force from the upper bowl to the lower bowl and then used the arena floor to balance all forces. First and foremost, the new bowl structure needed a sturdy base because the load on the support structure was increased due to the added pitch and height; this meant reinforcing the existing Level 07 floor structure by both “sistering” and reinforcing existing steel beams and columns. Secondly, the existing bowl structure was to be removed, which proved difficult as the existing bowl structure provided a pivot point for the perimeter mast columns, which are trying to fall inwards due to the thrust produced by any imbalances in loading on the roof system. This meant designing and constructing a very elaborate temporary bracing system, designed around the impeding upper bowl raker beams. Once the temporary bracing was installed, the existing upper bowl could be removed. Next came the installation of a new roof structure over top of the existing roof structure followed by fusing the two together at the cable roof “knuckle.” Once the two were fused together, the existing roof beams and rakers could be carefully cut away to release almost 50 years of built-in axial loading, and this load was transferred into the newly raised roof structure. Finally, the new upper bowl seating structure could be lifted into place. Once again, two cranes navigated up the truck ramp to set up in middle of the arena floor to place more than 50 40-ft-long to 90-ft-long steel raker beams supporting more than 500 pieces of precast seating. The latest incarnation of Madison Square Garden was completed in time for the Rangers’ and Knicks’ home openers, giving the “World’s Most Famous Arena” a new ■ lease on life and its patrons a new view of the action.

Each bridge is hung from the suspended cable roof system by slender hangers.

Madison Square Garden currently hosts more than 300 events per year. More than 500 pieces of precast seating is supported by more than 50 40-ft-long to 90-ft-long steel raker beams.

Owner The Madison Square Garden Company Construction Manager and Owner’s Representative Jones Lang LaSalle General Contractor Turner Construction Company Architect Brisbin Brook Beynon Architects Structural Engineer Severud Associates Steel Fabricator W&W/AFCO Steel, Oklahoma City

Modern STEEL CONSTRUCTION

A new rail station and pedestrian bridge navigate existing electrical lines above a stop along Americaâ&#x20AC;&#x2122;s busiest passenger rail corridor.

Threading the

NEEDLE

BY MATTHEW MCCARTY, S.E., P.E., SCOTT KIRWIN, P.E., AND WAYNE CHANG, S.E., P.E.

Matthew McCarty (mmccarty@ wrallp.com) is a project engineer and Scott Kirwin (skirwin@wrallp.com) and Wayne Chang (wchang@wrallp. com) are associates, all with Whitman, Requardt and Associates, LLP.

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A detailing model of the pedestrian bridge erection process.

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The project uses 245 tons of structural steel in all.

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Erection of the bridge at night. For a time-lapse video of the bridge’s erection, visit: vimeo.com/82219115.

THE HALETHORPE STATION is a key link in a long and crucial chain. Each day, the station (in Halethorpe, Md.) accommodates 1,300 of the 39,000 passengers served by the Maryland Rail Commuter Service (MARC), making it one of the five busiest stations in the system and a key point along Amtrak’s Northeast Corridor (NEC), the busiest passenger rail corridor in the U.S. However, the station didn’t meet Americans with Disabilities Act (ADA) requirements, so in 2002, the Maryland Transit Administration (MTA) engaged Whitman, Requardt and Associates (WRA) to study and subsequently design a new station that

would be both ADA-compliant and able to accommodate current and potentially larger future passenger capacity. In addition, MTA requested that the station be unmanned and require minimal maintenance. It is also intended to serve as a prototype for future new and upgraded MARC stations. Finally, the facility needed to be constructed without interrupting MARC rail service and that of the NEC. WRA completed design contract documents in 2008, Amtrak electric traction modifications began in January 2010, the general contractor’s construction was underway by March 2011 and the ribbon cutting for the new station took place in August 2013.

Modern STEEL CONSTRUCTION

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Welding the canopy steel.

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Spring plate details.

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HSS ﬁeld-welded connections.

Old and New The previous Halethorpe Station consisted of two 150-ftlong at-grade platforms: one for trains bound for Washington, D.C., and the other for Baltimore. These pre-ADA, low-level platforms required conductors to assist patrons with the use of a small stepstool while boarding or alighting trains. Only the platform for Washington-bound trains provided any relief from the elements, in the form of two 33-ft-long shelters. The ticketing building was located 100 ft from the Washington-bound platform and even farther from the Baltimore service. In addition, patrons were required to walk up two flights of steep, open stairs to the sidewalk of the Francis Avenue Bridge then descend another two flights of stairs to get from one platform to the other, all while exposed to the elements. The replacement station provides two 700-ft-long, highlevel platforms that allow patrons to board and alight from trains at any point along the platform, thereby improving safety, accessibility and reducing dwell time for trains. Full-length platform canopies provide protection to commuters from the weather, and the new station is fully ADA-accessible, with elevators, ramps, stairwells and doorways that lead to a covered pedestrian bridge to provide easy access to and from each platform. The ticketing area is located at the main parking level entrance, which is near the middle of the Washington-bound platform. The style of the station echoes transportation archi42

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tecture of the late Victorian/Industrial Revolution era; iron spot brick with accent bands, sloping metal roof components and an exposed structure evoke a historic flavor. These elements combine with the modern landscaping to provide a pleasant environment for the patrons to await their train’s arrival. In all, the project uses 245 tons of structural steel (131 for the station building and 114 for the canopy). Limited Flexibility The project site’s location along the NEC placed severe limitations on the overall construction. During construction, the daily operations of 122 passenger trains and the existing MARC station were required to be unimpeded, resulting in extremely restricted work schedules with limited flexibility. On the east side of the site, the contractor, W.M. Schlosser, had approximately 12,500 sq. ft of MTA property available for construction trailers and staging during construction; on the west side, it was limited to a small area of existing parking spaces immediately adjacent to the new construction. Finding parking around the MARC station during peak times was already very difficult, and MTA deemed it unacceptable for Schlosser to use any more than the bare minimum amount of parking lot for construction laydown. For temporary activities, which absolutely required more laydown area (e.g., prep for the bridge lift) Schlosser had to arrange to perform the work during lower commuter days or off-peak times of day.

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Finished pedestrian bridge interior.

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The preassembled pedestrian bridge before erection.

A steel detail model, from AIW, used for review. The completed station.

East tower framing with interior precast panels.

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Schlosser was limited to a six-hour nighttime work window allowing track closure for all activities adjacent to the southbound platform track and only a two-hour nighttime work window for activities affecting all tracks. As such, most foundation, concrete and structural steel work required at least one track closure. In addition, the overhead catenary power system and overhead transmission lines posed further constraints because they could only be de-energized within similar work windows. The overhead transmission lines run parallel to and are directly overhead of the entire platform and canopy structures. These lines limited the height of the equipment that could be used to install the drilled shafts for the platform foundations as well as the height of the cranes setting precast platform panels and canopy steel. On top of that, other Amtrak projects on the corridor upstream and downstream of Halethorpe Station occasionally removed these work windows entirely. These unexpected and unpredictable removals had a significant impact on the originally estimated construction duration. Schlosser was granted additional contract calendar days when they could prove that the delay was due to Amtrak requirements/limitations. For the most part, the company requested work windows and Amtrak approved or declined them as necessary for its own work needs. However, on occasion, Schlosser was told daily before close of business whether or not they would be working that night.

Platform Canopy Each platform is protected by a steel-framed gable roof canopy using wide-flange columns and rectangular hollow steel structural sections (HSS) beams and purlins. The canopy columns and attached main sloped beams are W8×31s, and the canopy purlins are HSS6×4×¼. HSS were selected over open structural sections to eliminate a bottom flange where debris and wildlife can collect, as well as for its ability to better accommodate irregular connection geometry. A standing-seam metal roof is applied directly over the structural steel purlins. Given the canopy’s length, the designers selected a scheme where numerous short, structurally independent sections comprise each canopy. Each run of canopy is made up of 19 independent framing sections of lengths between 27 ft and 50 ft. This scheme was favored because it allowed nearly all steel connections to be performed off-site to speed on-site construction and minimize required track outages. The frequent joints between the framing sections also provide all necessary room for thermal expansion and contraction of the canopy. At the request of the fabricator, AIW, keeper bars were added to each joint in the framing to keep the independent canopy steel framing sections appropriately aligned to accept the standing-seam roof. These series of keeper bars, which slide past one another when the canopy thermally expands and contracts, hold the abutting cantilevered spans of canopy framing in vertical and horizontal Modern STEEL CONSTRUCTION

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THIRD LEVEL EL. 75.94'

The south elevation of the station building.

alignment. All canopy steel was shop primed and given final field coats of high-performance forest green or white Tnemec paint. Towers Steel columns for the east and west towers are launched from the tops of 30-in.-thick reinforced concrete crash walls and surrounding grade beams. The gravity load resisting system of the towers consists of HSS beams and columns with non-composite concrete on metal deck, and the lateral load resisting system is a series of braced and moment frames. Multiple braced frames tie into the tops and sides of the crash walls and engage them as part of the lateral system. The designers chose steel HSS sections for the same reason as the canopy: The aesthetic and geometry of the buildings also required irregular member connection geometry, which was more easily accomplished with HSS rather than open sections. All exposed HSS sections were shop primed and given final field coats of high-performance forest green Tnemec paint. The station building is clad in a combination of precast concrete panels, metal panels and wire mesh, and is designed to be an open structure. The use of exposed HSS in an open structure necessitated that the connections between elements be seal welded all-around for aesthetic and corrosion reasons. These connections are used as moment resisting connections in multiple locations and participate in the towers’ vertical lateral load resisting system. Moment connections in the horizontal plane are also used to create a frame in some areas as a substitute for a traditional building diaphragm. During construction, AIW welded together complete building frames in the shop and erected them in one piece as much as possible. In cases where the seal-welded connections did not accommodate field fit-up tolerances in member length, the tolerances were achieved by either cutting off slivers of member ends where pieces ran long 44

JULY 2015

or by building up a sufficient weld width to bridge the resulting gap where pieces ran short. Due to the towers’ open nature, the precast panels were mostly placed around the elevator and stair shafts and below steel roof beams, which necessitated very close coordination between the steel and concrete panel erectors and fabricators. During construction, steel framing was advanced up until the roof beams were to be set, then paused while the interior precast panels were set. Once all the internal panels were set, roof framing was completed. The structural steel shop drawings were produced by AIW via Tekla. During the steel shop drawing review period, WRA requested and was sent “for information only” copies of the Tekla detailing model. Due to the complexity and irregularity of the stair/ elevator towers, this model was incredibly helpful in verifying the shop drawings and visualizing the structure. A number of issues, which had been hardly noticeable in the printed shop drawings, were readily identified in the model and were quickly resolved. For instance, the initial set of shop drawings was missing several rows of short cantilevered purlins on top of the stair tower. Using 2D drawings, this omission was easy to overlook, as the purlins only extend 1 ft outwards and support a small section of roof and gutter. However, comparing the shop model to contract drawings and architectural renderings made the missing purlins blatant. Additionally, the initial shop drawings misplaced a number of the steel channels required for attaching wire mesh panel cladding. Reviewing the model made verifying proper placment of the various cladding system elements much more intuitive. Pedestrian Bridge The pedestrian bridge provided perhaps the biggest erection challenge because it could only fit within a narrow vertical window. The elevation and height were restricted in order to

maintain effective viewing time to Amtrak’s signals coupled with maintaining vertical clearances from power cables above and below the bridge. Just below the bridge are electrical trolley lines; just above the bridge are electrical transmission and signal lines. These physical constraints were the driver of most design decisions related to the bridge. Given the need to shut down all four tracks and trolley wires to install the bridge, ease and speed of erection were of paramount concern. The vertical load-resisting structure of the bridge consists of a pair of 80-ft-long W36×194 girders laced together with horizontal angle bracing. HSS frames are launched from atop the girders and are used to support the bridge’s roof and glazed and wire mesh cladding. The bridge was designed to give Schlosser the flexibility to either erect the girders first and then build the HSS frames atop or fully preassemble the bridge and set it in one piece. Schlosser ultimately decided to set the bridge almost completely assembled, as this allowed them to perform the maximum amount of work while still on the ground, without track outages and during the day. A few of the HSS frames at the end of the bridge were left off during the bridge pick to allow it to fit between the already constructed stair and elevator towers and to reduce pick weight. Although the bridge assembly weighed 40 tons when set, it required a 550-ton-capacity Grove GMK 7550 crane to erect. To clear the electrical transmission lines, Amtrak tracks and already constructed west stair tower, the pick radius was an impressive 90 ft. Unfortunately, not all of Amtrak’s electrical lines could be shut down during the bridge pick. At least one set of transmission lines is required to remain energized at all times to maintain proper phasing between all the electrical substations along the NEC. To provide an adequate clearance around all electrified lines, the eastern set of transmission lines were permanently relocated approximately 10 ft further away from the tracks by installing new steel tower armatures in the weeks preceding the bridge lift. Schlosser further leveraged the steel detailing model to fully model the surveyed locations of the bridge bearings, electrical lines, bridge pick rigging and crane to be used. AIW then created a series of animations to show that the entire bridge lift could be performed successfully and demonstrate that every contingency had been evaluated; the entire project team recognized the potential for a prolonged and very costly closure of the NEC if some-

thing went wrong with the lift. Thanks to the months of planning and preparation, the night of the bridge erection went off without a hitch. The bridge went from sitting on the ground to being lifted over 120 ft in the air to clear the de-energized transmission wires to sitting on its bearings with connections bolted within two hours—which was just in time to let a 3:30 a.m. diesel train ■ pass through the site. Owner Maryland Transit Administration

Operator Maryland Rail Commuter Service Architect and Structural Engineer Whitman, Requardt and Associates, LLP, Baltimore General Contractor W.M. Schlosser Company, Inc., Hyattsville, Md. Steel Fabricator, Erector and Detailer AIW, Inc., Hyattsville, Md.

Modern STEEL CONSTRUCTION

A unique bent solution guides a successful bridge project over a challenging Tennessee railroad crossing.

A Clear(ance)

SOLUTION THERE WAS TOO MUCH HAPPENING in too short of a stretch of State Route 107 in Erwin, Tenn. The highway intersected with the CSX Railroad at a main line and a spur line that were only 500 ft apart. These at-grade intersections caused serious traffic delays in this community in the Appalachians of eastern Tennessee, not only for the motoring public but also for emergency vehicles. As motorists figured out other routes to avoid the congestion, the result was a downturn in business for many local businesses. In order to solve these problems, the Tennessee Department of Transportation (TDOT) decided to change the alignment of State Route 107 and install a bridge over both tracks. The alignment shift allowed the bridge to be built without phased construction, which would have created even more traffic congestion during construction. At each of the two tracks spanned by the new bridge, CSX Railroad needed 50 ft of horizontal clearance for a future track adjacent to the current one; normally, TDOT provides at least 25 ft of horizontal clearance from the centerline of the track to the closest substructure. The skew angle between the main line and State Route 107 is 45°18’34” to the roadway centerline while the skew angle between the spur line and State Route 107 is only 21°52’1” to the roadway centerline—and this very acute skew angle at the spur line made the horizontal clearance requirements more difficult to meet. 46

JULY 2015

BY ADAM PRICE, P.E.

Straddle Solution When it came to vertical clearance, the bridge has six piers and piers 1 and 3 were placed as close together as reasonably possible. However, supporting the span between them became a puzzle. Due to the load, a girder would need to be very deep (over 8 ft deep) but this would violate the vertical clearance requirements. And placing a traditional pier between these two would encroach on the required horizontal clearances. The decision was made to straddle the railroad by using a bent with two columns placed outside the required clearances to support the cap and superstructure. (TDOT considers substructures with a single column to be piers and multiple columns to be bents, hence the designation as a “straddle bent.”) The width of the bridge is 38 ft, 5 in., but the cap length for the straddle bent is 96 ft. Due to vertical clearance requirements, a steel integral box cap was the most viable option, and ASTM A709 Grade HPS50W steel was used for the flanges and webs. Grade HPS50W was used in lieu of Grade HPS70W because the stiffness of the heavier section would help reduce live load deflections. And since the bottom flange and webs are fracture critical, Grade HPS50W steel was used in lieu of Grade 50W due to its higher Charpy V-notch toughness and better weldability. All other piers are reinforced concrete single-column hammerhead piers.

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As a design contingency, each lug was designed to carry the entire reaction acting alone, and bearing stiffeners were placed inside the cap over each lug.

Images: TDOT

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The bridge used 1,218 tons of weathering steel in all. The width of the bridge is 38 ft, 5 in., but the cap length for the straddle bent is 96 ft.

To accommodate the span lengths dictated by the railroad crossing, welded plate weathering steel girders (ASTM A709 Grade 50W) with a web depth of 66 in. were used, and the resulting seven-span bridge has a total length of 1,101 ft. Expansion joints were provided at both abutments to accommodate thermal contraction and expansion, and all abutments, bents and piers are founded on end bearing HP12×53 steel piles. The columns are reinforced concrete with ASTM A709 Grade HPS50W steel casings. The bearing assemblies consist of lugs welded to the cap and column casings in bearing around a steel pin—a much stronger bearing style than the traditional pin shear style. Uplift Challenge A key design challenge came in the form of the large uplift forces encountered at the outer top hold-down plates under full dead and live load. This was a result of the large couple generated due to the bearing lugs for each column being only 5 ft, 5 in. apart. In order to avoid the formation of this couple, only the exterior lugs were welded to the column casings when the cap was

Adam Price (adam.price@ tn.gov) is a transportation project specialist supervisor with the Structural Design Division of the Tennessee Department of Transportation.

Modern STEEL CONSTRUCTION

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JULY 2015

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The skew angle between the main line and State Route 107 is 45°18’34” to the roadway centerline, while the skew angle between the spur line and State Route 107 is only 21°52’1” to the roadway centerline. This very acute skew angle at the spur line made the horizontal clearance requirements more difficult to meet.

A drawing of the pin assembly from above. To accommodate the span lengths dictated by the railroad crossing, welded plate weathering steel girders with a web depth of 66 in. were used.

first erected, guaranteeing no load on the interior lugs. After half of the total non-composite dead load deflection at the interior lugs was achieved during the bridge deck pouring operations, the inner lugs were then welded to the column casings. Thereafter, all subsequent dead and live load bears on the inner lugs. To eliminate the large uplift forces at the outer top holddown plates under full dead and live load, an extra 1½-in. slot was fabricated in the bearing pinhole of the hold-down plate to release it in uplift and prevent the couple from forming. As a design contingency, each lug was designed to carry the entire reaction acting alone, and bearing stiffeners were placed inside the cap over each lug. Also, stiffener plates were placed inside the cap in alignment with the girder webs, and the height and width of these plates matched the interior dimensions of the cap. Manholes were provided at each end of the cap and in all internal stiffener plates to allow access for inspection. Biaxial bending was not desirable for the cap. The resulting biaxial stresses would require flange plates rolled in both directions, which is not practical, so a special detail was used to effectively eliminate cap flange transverse stresses. Instead of bolting the girders directly to the cap flanges, the girders were bolted to filler plates extending over and under the cap. Thin neoprene pads were placed on both sides of the filler plates and between the inner splice plates and the bevel plate. The bevel plates were required since the girders were plumb while the cap

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The bearing assemblies consist of lugs welded to the cap and column casings in bearing around a steel pin.

A detail of the pin assembly.

was sloped to match the roadway cross-slope. This sandwich detail effectively allowed the longitudinal forces in the girder top and bottom flanges to pass over and under the cap without introducing stresses in the cap flanges. Using this detail, the cap was then designed for moments and shears due to the girder reactions and cap self-weight, greatly simplifying the design. In addition, bolted field splices were provided to reduce the weight required to lift the cap in the fabrication shop. Altogether, the bridge used 1,218 tons of weathering steel and opened to traffic in May. The integral steel straddle bent achieves CSX Railroad’s targeted horizontal and vertical clearances needed for a future railroad track, while allowing TDOT to build the bridge needed to eliminate the traffic congestion ■ problems at the crossing. Owner Tennessee Department of Transportation General Contractor Charles Blalock and Sons, Inc. Structural Engineer Tennessee Department of Transportation – Division of Structures Steel Fabricator and Detailer Hirschfeld Industries Bridge, Greensboro, N.C. Modern STEEL CONSTRUCTION

The aptly named Jughandle project in suburban Portland eases traffic flow through one of Oregon’s biggest bottlenecks.

Getting a on Traffic THE INTERSECTION OF OR 213 and Washington Street in Oregon City, Ore., had the distinction of being the state’s busiest signalized intersection. It’s near the northern end of the OR 213 corridor, which stretches from Salem to this southern suburb of Portland. With an average daily traffic (ADT) count of 65,000 vehicles, OR 213 is one of the state’s busiest transportation corridors and until recently struggled to accommodate this high capacity. Luckily, relief has been provided in the form of the $25 million OR 213: I-205 to Redland Road project (also known as the Jughandle project), which involved building a new bridge along OR 213 and realigning Washington Street so that it now passes under the highway—thus creating new, safer traffic patterns. Left turns have now been eliminated at the intersection and additional travel lanes have been added, thereby increasing capacity and separating out traffic merging onto the adjacent I-205 freeway. And a new roundabout, which accommodated the traffic passing under OR 213, avoided the need to add a signal. Pencil Sketch The Jughandle concept started in 2007 as a rough pencil sketch by the traffic engineer, Hermanus Steyn, of Kittelson and Associates, of how to improve OR 213 with limited funding. The project was initially led by a private developer looking to build on an adjacent property, but with the downturn in the economy in 2009, they decided not to proceed. However, Oregon City staff, 50

JULY 2015

BY BOB GOODRICH, P.E., AND JASON KELLY, P.E.

OBEC Consulting Engineers

HANDLE

recognizing the vital importance of this project, picked it up and ultimately secured state and federal funds to see it completed. In order to eliminate the left-hand turns at the OR 213/ Washington Street intersection that were making congestion worse and creating unsafe conditions for drivers and pedestrians, the team knew it was necessary to extend Washington Street underneath OR 213 through a grade-separated undercrossing and connect it to S. Clackamas River Drive via a roundabout. Due to the very high traffic volumes and the proximity of the new bridge to an interchange with I-205, traffic staging and constructability required careful consideration. The project’s structural engineer, OBEC, analyzed four traffic staging alternatives to construct the new bridge: 1. Full closure for the duration of construction. 2. A temporary detour alignment. 3. Close one lane in each direction and construct the bridge in three stages. 4. Implement accelerated bridge construction (ABC) and do a full closure for a very short duration (four days, give or take). Closing the highway for the entire duration of construction would have impacted thousands of commuters and freight traffic for an extended period of time (as much as 60 days for total closure and 30 weeks for single-lane staged closures) by essentially closing a prominent interchange; impacts to the region and nearby businesses such as Home Depot and the Metro Transfer

Metropolitan Service District OBEC Consulting Engineers

The completed OR 213 bridge, as seen from Washington Street below. The new roundabout can be seen in the distance, directly east of the bridge.

OBEC Consulting Engineers

Station would have been too severe. Constructing a detour alignment was cost-prohibitive for several reasons, including crossing Union Pacific Railroad tracks and maintaining connections to the I-205 interchange. And constructing the bridge in stages would have still resulted in significant traffic impacts given the ADT and available capacity—and closing even a single lane during daylight hours would have created unacceptable traffic delays every day for the 12 to 18 months of construction. As such, ABC was ultimately selected as the preferred alternative. While it did come with a large impact— full closure of the highway for 104 hours to move the bridge superstructure into its final position—it balanced the variety of site constraints and resulted in the shortest overall project duration.

An aerial view of the overall project site illustrates the reworked interchange, including the new roundabout and the new bridge to the west.

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➤ Crews prepare for the big move.

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This project plan view from the design phase illustrates the various changes the project would implement, as well as potential future improvements (depending on available funding).

Bob Goodrich (rgoodrich@obec.com) is the bridge division manager at OBEC and has more than 15 years of experience designing and managing bridge projects. Jason Kelly (jkelly@obec.com) is a construction project manager and leads OBEC’s construction and inspection work in northern Oregon and southwest Washington. He has more than 12 years of engineering experience, with an emphasis on bridge projects.

Modern STEEL CONSTRUCTION

OBEC Consulting Engineers

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The new OR 213 bridge after it was moved into place and trafﬁc was reopened four hours earlier than originally scheduled.

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An aerial view of the project site (looking southwest) shows the project with excavation underway prior to pushing the new bridge into place.

OBEC Consulting Engineers

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A shot from the live project webcam shows the new bridge, which was constructed along the existing highway, shortly before crews pushed it into place.

Oregon Department of Transportation

JULY 2015

Bridge Design The new OR 213 crossing over Washington Street is a six-lane, single-span bridge with a multimodal walkway on one side and additional width for a future travel lane, for a total width of approximately 112 ft, and is 130 ft long; the clearance is 16 ft. The bridge was designed per 2010 AASHTO LRFD Bridge Design Specifications and in accordance with the Oregon Department of Transportation Bridge Design and Drafting Manual. The superstructure comprises nine steel plate girders and a conventional concrete deck. The girders, fabricated by Fought and Company, are made from ASTM A709 Grade 50 weathering steel and are 4 ft, 7¼ in. deep. Because of the complexity and high-profile nature of the project, it was critical to employ a highly qualified contractor with a strong understanding of, and approach to, the project’s challenges. To achieve this, the project team used an alternative bidding process that awarded the contract based on not only a) price but also a technical component consisting of b) qualifications and c) project approach (while not common, this method is used more with historic rehabilitations). Through this process, the project team selected Mowat Construction Company, who scored highly in all three areas. Mowat’s approach generally followed the plan outlined by the design team, and its qualifications consisted of several ABC projects in Oregon and Washington State using a horizontal moving system similar to that which was to be employed on this project. The project started with the bridge foundations, which were constructed at night during single-lane closures. A sheet pile shoring system was constructed across the highway on each side of both abutments, then the roadway was excavated between the shoring and covered using precast concrete panels to maintain traffic in all lanes during the day. The steel pipe pilings were then driven and were followed by the concrete pile caps, which were constructed during the day below traffic thanks to the shoring and panels. Concurrent with foundation construction, the superstructure, consisting of the steel girders, concrete deck and bridge rail, was constructed during the day adjacent to the bridge’s final position. Temporary steel piling and cap foundations, mimicking the permanent abutment skew and grade line, were constructed to support the superstructure until it was moved into position. Special care had to be taken during layout of the temporary foundations so that the alignment and grade of the final bridge location were an exact match. And the temporary foundation also had to not only provide vertical support but also a surface for jacking and rolling. Upon completion of the bridge foundations and superstructure, the highway was closed for 100 hours (four hours shorter than originally scheduled) from a Thursday night at 7:00 p.m. to Monday night at 11:00 p.m. to complete the new undercrossing. During the first 24 hours of closure, crews relocated approximately 5,000 cubic yards of soil directly north of the bridge site to create an opening for the superstructure. Then the superstructure was pulled into place using a system of hydraulic jacks and rollers. It took approximately 24 hours to pull the superstructure more than 155 ft horizontally and lower it 18 in. vertically into position.

Naturally, it did not all go as planned. Some of the temporary foundation was in conflict and had to be removed. The hydraulic system that pulled the bridge into place could only move 18 in. per iteration. The jacking system also had a limited range of movement, requiring several iterations to lower the bridge. During the remaining 53 hours of closure, Mowat constructed the precast impact panels, bridge joints and asphaltic concrete transitions and reconfigured traffic signals to reopen the highway. The 3,200-kip load was lifted using a system of 32 hydraulic jacks ranging from 50- to 70-ton capacities and controlled from a central manifold that moved with the bridge. The bridge was designed with an extra-large reinforced back wall that allowed for lifting and lowering and was then pulled into place using 1¼-in. coil rods actuated with twin 40-ton rams pulling against the permanent wing wall/thrust blocks constructed on one side; it rolled into its final position via 34 50-ton Hillman rollers placed inside a steel guide channel stretching 267 ft across both the temporary and permanent foundations. The bridge not only traversed laterally 155 ft but also vertically 2.5 ft due to the superelevation of the road. Since opening in 2013, the Jughandle project has vastly improved mobility in the area, easing congestion and reducing delays. It may still be a busy interchange in terms of ADT, but it is certainly a safer and ■ more efficient one. Owner City of Oregon City Structural Engineer OBEC Consulting Engineers Eugene, Ore.

Public Outreach Due to the high visibility of the project and the impact the four-day closure would have, the project team developed a robust and proactive outreach program to keep the public up to date on project progress and inform them of the impending closure. Extensive public involvement efforts included public meetings, a newsletter and a web page that featured a live construction camera for the duration of the project. Leading up to the four-day closure, the project team used extensive outreach (social media, print, radio and TV) to inform the public of delays in the area and point out available detour routes. Ultimately, the outreach was very successful, reducing trafﬁc in the immediate area by 75% during the closure. For a time-lapse video of the bridge move in action, go to tinyurl.com/pkmg5dp.

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A new ballpark adjacent to a railroad track comes together quickly to revive El Paso’s baseball scene.

FASTER

Than a Speeding Locomotive BY DIRK KESTNER, P.E., MARK WAGGONER, S.E., P.E., P.ENG., AND ROBERT NAVARRO, P.E. © Brian Wancho

EL PASO HAS a long and storied history of supporting professional baseball. The El Paso Diablos, a Double-A Texas League team, was a successful franchise often credited with creating elements of the fan-friendly atmosphere for which minor league baseball is now known. However, the team, which had operated in various incarnations since the 1890s, was sold and relocated in 2004, leaving the Sun City as one of the largest cities in the country without an affiliated professional baseball team.

But in 2012, the city partnered with MountainStar Sports Group to bring pro baseball back to town. The latter had just purchased the Tucson Padres, a Triple-A affiliate for the San Diego Padres, and was committed to moving the team to El Paso—with the condition that a new stadium be built. MoutainStar and the city identified a site downtown that didn’t require existing businesses to be displaced and was perfectly located to spur urban redevelopment.

Dirk Kestner (dkestner@ walterpmoore.com) and Mark Waggoner (mwaggoner@ walterpmoore.com) are both principals with Walter P Moore in Austin. Robert Navarro (rnavarro@rnaengr.com) is president and chief engineer of Robert Navarro and Associates Engineering, Inc., in El Paso.

JULY 2015

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Design and construction for the park overlapped significantly. The design team issued multiple early structural packages, one every two weeks through the spring of 2013, and all of these packages were issued prior to the architectural construction documents. Curved sections “frame” the concourse and allow the back-span trusses to meet the deeper depth of cantilever raker trusses at the back-of-bowl column line.

Opening Day Actually, there was one building that did need to be displaced: city hall. The good news was that it needed to be replaced anyway, as it required exceedingly costly upgrades to the mechanical and enclosure systems. While this helped to further the economic case for redevelopment of the site and building a ballpark, it also created a complex logistical puzzle for city operations and an extremely compressed construction schedule. To meet opening day (spring of 2014) for the new team—the El Paso Chihuahuas—the design and construction team had just 18 months to design the venue, demolish the 15-story concrete-framed former city hall, clear the site and get the ballpark, called Southwest University Park, built. The former city hall was imploded on the morning of April 15, 2013, which meant the construction team did not have a clean site until one year before opening day in 2014. To accomplish the extremely aggressive schedule, the design and construction phases overlapped significantly. The design team issued multiple early structural packages, one every two weeks through the spring of 2013; all structural packages were issued prior to the architectural construction documents.

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The ballpark is immediately adjacent to an active railroad.

Modern STEEL CONSTRUCTION

➤ The site, prior to construction. The existing railway is visible across the bottom of the photo.

Both aerial images: Courtesy of Jordan/Hunt, JV

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The completed ballpark.

The schedule also influenced the structural system. While a concrete floor system was used for the below-grade service level, structural steel was selected for the lower bowl raker beams as well as all framing above the concourse level. This allowed the concrete construction to commence in parallel with steel detailing while also taking advantage of the relative speed of steel erection. At just under six acres, the irregular and steeply sloping site was undersized and constrained on each side, including along its southern boundary by the Union Pacific Railroad’s main arterial from Los Angeles to Florida. A massive existing concrete retaining wall protects the trainway’s three rails, which are located 22 ft below the adjacent grade. Further complicating things, a crucial 84-in.-diameter storm sewer runs through the site 15-ft below grade behind the retaining wall and beneath the stadium structure. The site is so tight that portions of the ballpark’s structure cantilever over the tracks. Luckily, the construction team was able to use the baseball field as a laydown area for the steel. Architect Populous’ design features a pedestrian-scaled exposed steel structure that sits cozily on the asymmetric site. However, the tight site required four levels, rather than the two or three levels typical of most TripleA ballparks, to accommodate the park’s 7,500 seats, and adding the fourth level resulted in two levels of suites. To maximize suite space, the upper levels of suites are hung from the roof structure rather than posting down to the level below. This strategy took advantage of the natural depth of the gable roof trusses to support a hanger tube (HSS4×4×½) small enough to be concealed within the suite wall. The design was inspired by famed architect Daniel Burnham’s most significant work in the American Southwest—the El Paso Union Depot, which is located only four blocks from the site—and sought to replicate the classic feel of American ball-

➤ To address the adjacent railway and an existing 84-in.-diameter storm sewer, a custom core bit and salvaged steel pipe (serving as pier jackets) allow the piers to penetrate the existing counterfort wall and only shed load through skin friction below the existing retaining wall foundation.

JULY 2015

parks built in the early twentieth century. The initial design concept included curved members at the beam column joints to include a reference to the Diocletian windows of the nearby depot. While these members conveyed the design aesthetic, they were not stout enough to act as a knee brace and become part of the structural frame. Instead of allowing steel to serve only an aesthetic function in this case, structural engineer Walter P Moore worked with Populous to design the club level framing and raker trusses to integrate the structure and architecture rather than adding supplemental structural steel, thus maintaining the desired aesthetic. The truss bottom chords became curved sections, which provided the reference to Burnham’s curved windows, and also “framed” the concourse. This geometry also allowed the back-span trusses to meet the deeper depth of cantilever raker trusses at the back-of-bowl column line as well as simplified connection detailing. Member selection and connection geometry were also strongly informed by the project’s aesthetic aspirations. The trusses are built from double-angle web members and WT chords, and the back-of-bowl column line, which serves as a moment frame to resist lateral loads, is formed from two W14 sections laced with flat bars rather than a single deeper rolled shape. The ballpark also features two partially enclosed outfield buildings that house spectator space and the bullpen and serve as the base for the scoreboard and video screen structure, which is also framed with exposed steel; the two buildings use moment frames in both directions since much of the exterior wall space is open or contains large windows. Since many of the fans enter the ballpark through a space between the outfield buildings, Populous envisioned a welcoming entrance featuring exposed steel elements, similar to the trusses in the main ballpark structure. The outfield entry into the ballpark is in line with Franklin Street and is framed by a pair of two-level, fully exposed steel trusses that span 60 ft between the two outfield buildings and support the pedestrian walkways. The truss chords and truss diagonals duplicate many of the elements of the exposed structure in the main building trusses. The initial design called for a single-level walkway but a second-level walkway was eventually added, which uses slender tension hangers from the upper level truss to preserve the curved bottom chord.

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The tight site required four levels (two levels of suites), rather than the two or three seating levels typical of most Triple-A ballparks. To maximize suite space, the upper suite levels are hung from the roof structure rather than posting down to the level below.

Subterranean Steel Just 160 ft from home plate (and 22 ft below) freight trains rumble through the train way an average of 48 times each day. As such, moving the tracks to create more room for the ballpark was clearly not a viable option for the project team. In addition, it was discovered during construction that the retaining wall’s foundation extended beyond the extent shown in record drawings, meaning that the line of piers and columns nearest the train way were above the footing. With design completed and steel already being fabricated, reframing the superstructure was not an option. Rather than use heavy cantilever foundation beams to transfer the loads horizontally, the design team conceived a unique, steel-enabled solution with piers penetrated the existing footing. The railroad had strict requirements that the new piers could not induce vertical or lateral load into the soil mass directly behind the retaining wall. To achieve this, the piers were individually encased along their top 30 ft in salvaged steel oilfield drill pipe. The pier size was coordinated with salvaged pipe sizes readily available in the region, and with some material testing the pipe was quickly approved for use. This clever but simple solution allowed the piers to be installed quickly and economically and eliminated the need for costly cantilevered grade beams; it’s also the first example of applying salvaged steel pipe in such a manner in the region. Southwest University Park is an important new venue for El Paso. It not only undergirds the effort to attract and claim the economic and quality-of-life benefits of a minor league baseball team, but also serves as a catalyst for redevelopment in downtown El Paso. Most importantly, fans have responded 58

JULY 2015

with enthusiasm. The newly minted El Paso Chihuahuas have played before record crowds, with 48 sellouts in the first 68 home dates, attendance levels that are virtually unprecedented in minor-league baseball. Named the best new ballpark of 2014 by Ballpark Digest, the new venue is writing a promising new chapter in the city’s long history with America’s Pastime. As ■ Chihuahua fans now say in El Paso, “Fear The Ears!” Owner City of El Paso (Ballpark) MountainStar Sports Group (Team) General Contractor Jordan-Hunt, a Texas Joint Venture Architect Populous, Kansas City (Prime Consultant and Design Architect) MNK, El Paso (Associate Architect) Structural Engineer Walter P Moore, Austin (Main Grandstand) Robert Navarro and Associates, El Paso (Outﬁeld Buildings) Steel Team Fabricator W&W/AFCO Steel, Oklahoma City Erector Derr and Isbell, Euless, Texas Bender-Roller Max Weiss, Milwaukee

new products FICEP RAPID SERIES Ficep Corporation has expanded its product line of CNC angle line fabrication systems with the addition of the Rapid series of angle lines. The Rapid features two high-speed 3,500-RPM drilling spindles, each with automatic tool changers and an independent sub-axis; the sub-axis delivers the ability to drill holes in both legs simultaneously to match the productivity of punching. The versatility of the high-performance spindle is further evidenced by its ability to scribe for subsequent fit-up and full milling capability, even on the heels of angles. The line also allows for cutting to length and includes different shearing and sawing options—e.g., the high-speed circular carbide saw is capable of cutting an 8-in. × 8-in. × 1-in. angle in only 12 seconds. For more information, visit www.ficepcorp.com or call 410.588.5800.

PRODEVCO PCR31 The PCR31 robotic plasma steel cutting table offers the capability to cut any length and every kind of structural steel profile, including plate up to 60 in. wide, with beveling capability in the same working space. The unit was designed to incorporate as many fabrication functions as possible into one machine at the same time as being compact, robust and easy to use. By completely eliminating material handling between operations, it is able to produce completely finished pieces at the lowest manufacturing cost. For more information, visit www.prodevcoind.com or call 418.226.4480

SDS/2 ERECTOR 2015 Erector 2015 gives erectors a tool that quickly generates lift calculations and placement drawings required for AISC Certification directly from the fabricator’s model to: print lift calculations for documentation purposes; create crane placement drawings with crane dimensions and laydown locations; identify the heaviest lift on the project and other critical lifts; locate the center of gravity on members or groups of members; and track site information such as steel on site,

erection status, erection order, etc. Users can place a tower, crawler or truck crane in the 3D model, thereby opening up access to the model for more accurate weights and center of mass locations. They can also view lift calculations on model members and assign lifts to crane placements, thus aiding in creating documentation for the erection plan. For more information, visit www.sds2.com or call 800.443.0782. Modern STEEL CONSTRUCTION

news IN MEMORIAM

People and Firms

John Busch, Previous AISC Board Chairman, Dies

• Lincoln Electric Company’s Duane Miller was elected to the 2015 Class of Fellows of the American Welding Society this past spring. Nominated by the AWS Fellows Committee and approved for selection by the Districts Council, Miller was chosen in recognition for his significant achievements in the technical and research arenas that have enhanced the image and impact of the welding industry. He will be inducted with four of his peers during the AWS Annual Business Meeting on November 9 in Chicago, taking place in conjunction with the 2015 FABTECH conference.

John “Jack” Hilton Busch passed away on June 2. He was 87. Born October 8, 1927 in East Grand Rapids, Mich., Busch enlisted in the United States Navy after graduating from high school, serving as a First Petty Officer on the U.S.S. Helena in the Pacific Theater of World War II. Following his service, he earned a civil engineering degree from Michigan State University and later earned a master’s in business administration from the University of Chicago. Busch began his fabrication career with Haven-Busch Company, Inc., and later started his own company, Busch Industries, Inc., working on various domestic and international projects, including the Bay Bridge in San Francisco. A longtime AISC Board member and the Board Chair from 1983 through 1985, he enjoyed his work immensely and retired only a few months before his passing. Past AISC president Lou Gurthet, who served as Busch’s vice president at Haven-Busch, recalled Busch’s love of AISC and the structural steel industry. “Jack’s dedication inspired my active participation in AISC and becoming president of the organization,” he said. “Jack was a good engineer, an excellent businessman and a fantastic teacher,” said Char Frary Fabian, a project manager who

has been with Busch Industries for nearly two decades. “Everyone who worked for him, or with him, was improved in some way. Whether it was learning the correct way to take off steel, the proper way to fold a set of drawings, a reminder to put the date on everything or a life lesson, one could not leave an encounter with Jack without seeing some kind of improvement.” A member of several professional and community organizations, he was passionate about the arts and supported various local, national and international artists, and was involved in bringing the sculpture La Grande Vitesse, by Alexander Calder, to his hometown of Grand Rapids. Busch is survived by his sons Mike, James and Shane, grandsons John Michael Busch and James Busch, Jr. and granddaughter Katherine Busch. He was preceded in death by his wife, Catherine Christie Busch.

BOLTS

RCSC Posts Errata to Bolt Specification The Research Council on Structural Connections (RCSC)—a nonprofit volunteer organization comprised of members in the fields of structural steel connection design, engineering, fabrication, erection and bolting—has posted errata (dated April 2015) to the August 1, 2014 RCSC Specification along with an

updated edition of the Specification at www.boltcouncil.org. The errata corrects a faying surface class in Section 3.2.2(3); coordinates installation of snug-tight fasteners in Section 8.1 with the definition of the term “snug-tight”; corrects Appendix A.4.2 to reflect changes in Section 5; and also corrects typographical errors.

NASCC

2015 NASCC Presentations Now Available Online The more than 100 recorded sessions from the 2015 NASCC: The Steel Conference in Nashville are now available for free online viewing at www.aisc. org/2015nascconline. The recordings include a synchronization of the speak60

JULY 2015

ers’ voices along with their visual presentations. You can also find multimedia proceedings for conferences since 2008 by visiting www.aisc.org/freepubs and clicking on “Steel Conference Proceedings” in the left-hand menu.

• JMC Steel Group, which owns AISC member Atlas Tube, is making a significant investment in VectorBloc, a structural connection system for modular construction. Developed by Vector Praxis, it uses hollow structural sections (HSS) as the structural members of the modules. The main purpose of JMC’s investment is to develop the system’s potential in the modular construction marketplace. • Seattle-based Magnusson Klemencic Associates (MKA) has announced that Dave Fields, S.E., has been promoted to senior principal and shareholder, and Matt Jones, P.E., and Tom Meyer, S.E., have both been promoted to principal.

letters to the editor Over the Line Regarding your June editor’s note on “booth babes,” if attractive and scantily clad women at a technical conference are the same as “cheerleaders at a sporting event,” then where are the young, muscle-bound men wearing tight pants? I can’t believe that someone made this argument with a straight face. This is exactly why women are still subject to sexual harassment and gender bias in this industry. If your 12-year-old daughter was walking around the conference, how would you explain to her the purpose of the “booth babes?” The reason booth babes are not acceptable, but street performers or sketch artists are, is that the “entertainment” provided by the booth babes is simply the objectification of women. It gives the message that ogling women is accepted, that it is OK to judge a woman based on her attractiveness and that women are there for “entertainment.” That is incredibly insulting and offensive to the women that work in this profession and want to be seen for their skills, experiences and merits. This practice may have been accepted

within the industry in the past, but it’s 2015. I can’t believe this is still even a conversation. —Samantha Kevern, S.E., P.E. Project Engineer, HNTB Kansas City

The issue you raise is one that has no answer but often results in solutions based on emotion rather than logic. Although we all start with the basic principle that we strongly oppose the exploitation of women, there is no uniform definition of the outer boundaries of that concept. As an example, last October, Ted Bishop, the elected president of the Professional Golfers Association of American, was getting a great deal of flack about his appointment of Tom Watson as captain of the Ryder Cup team. After a social media exchange with PGA member Ian Poulter, Bishop tweeted Poulter telling him to stop whining like a “lil girl.” This tweet became public and the PGA’s board of directors demanded that Bishop resign

even though he had less than two months to go on his term of office; his PGA membership was terminated as well. It would be interesting to find out if the PGA permits “booth babes” at its annual trade show. There is a line of Equal Employment Opportunity Commission (EEOC) cases that appear to define “inappropriate behavior” as any behavior with any sexual- or gender-based connotations that the party being addressed believes is “inappropriate.” But in my experience there is such a wide range of opinion from person to person that you never can be sure of what the person who you are addressing really thinks. Bottom line, if you have any doubt that something might be construed as inappropriate or think that the other party might see it that way, don’t do it or don’t say it. I agree with AISC’s conclusion: “Booth babes” should be out. —Steven John Fellman GKG Law, P.C., General Counsel for the Association of Union Constructors (TAUC) Washington, D.C.

IN MEMORIAM

Fire Code Expert Richard C. Schulte Dies at 60 Fire code consultant Richard C. Schulte, a 2006 AISC Special Achievement Award winner honored for bringing rationality to the discussion of the 9/11 destruction of the World Trade Center, died on May 11 after a battle with cancer. He was 60 years old. “I came to know Rich at a time when the engineering profession and building construction community were grappling with the events, experiences and lessons of our collective building performance experience on 9/11,” said Charles J. Carter, S.E., P.E., Ph.D., AISC vice president and chief structural engineer. “Rich was level-headed and a visionary in his relentless writing about the subject and relevant facts from the history

of building safety. He evaluated facts, dispelled fears, established context and always gave an unbiased opinion. I very much respected his willingness to oppose special interests and question unsupported claims and conclusions, all with the utmost professionalism.” “He spoke out because it was the right thing to do,” added fire protection engineer Carl F. Baldassarra, a principal at Wiss, Janney, Elstner Associates, Inc. “Rich was fascinated by the history of the fire protection engineering profession. He spent considerable time in the libraries of NFPA and Underwriters Laboratories reading about the development of the technology and the codes and standards governing construction

of fire safe buildings, many of which remain in use today.” In 2003, AISC distributed a 38-page booklet Fire Protection—Articles from The Plumbing Engineer [F028-03] comprised of various articles written by Schulte for Plumbing Engineer. The 13 detailed articles provide in-depth analysis on fire protection issues. Schulte is survived by his son, William. Modern STEEL CONSTRUCTION

news NSSBC

University of Florida Brings the Heat at the 2015 National Student Steel Bridge Competition A team of 12 students from the University of Florida constructed the winning bridge in the 2015 ASCE/AISC National Student Steel Bridge Competition (NSSBC), hosted by the University of Missouri-Kansas City, May 22-23. Second place overall went to California Polytechnic State University, San Luis Obispo, and École de technologie supérieure, Montreal, Québec, took home third. Nearly 600 students from 47 participating colleges and universities— narrowed down from 18 regional competitions throughout the spring— competed in the 24th annual national championship. The competition is an exciting visual display of students’ structural design and analysis skills at work. Teams are challenged to design, fabricate and construct their own one-tenth-scale steel bridge in the shortest time and under specific building constraints that reflect real-life structural specifications and construction regulations.

JULY 2015

This is the second time UF has won the national title; the school’s first win was in 1997. “This is the greatest accomplishment I’ve had since attending the University of Florida,” said Justin Rayl, a fourth-year civil engineering student and captain of the UF steel bridge team. “We had a very strong team. Everyone was willing to put 110% effort into every aspect of the bridge, whether it was the design, jig setup or fabrication. Countless hours were put into the bridge by every member of the team, and we had great support from our faculty advisors.” Rayl also credits the team’s win to taking the time to perfect its bridge assembly. “By the time we left for nationals, we probably assembled the bridge 100 times,” he explained. “I have to give credit to our entire team for being at every practice to watch the assembly team build the bridge and then disassemble it for us to do all over again. It was a team effort to get our finished product at nationals.”

“I truly believe that the NSSBC is a program that is actively building better engineers for the future,” added Christopher C. Ferraro P.E., Ph.D., faculty advisor for the UF steel bridge team and research assistant professor at the university’s engineering school of sustainable infrastructure and environment. “Students learn about realworld concepts and the creation of a final product that is displayed and evaluated for performance. I’ve been fortunate enough to attend the NSSBC three times in my career and my favorite part of the event is the people. Although we’re all competing with each other, I enjoy the conversations and get to witness students discussing the culture of their school, exchanging ideas and sharing ‘war stories’ from the competition.” Bridge rankings were based on the categories of construction speed, stiffness, lightness, economy, display and efficiency. The teams with the best combined rankings across all categories earn overall award recognition.

news

The top three winners in each category were: ➤ Construction Speed 1. SUNY Canton 2. University of Wisconsin-Madison 3. California Polytechnic State University, SLO ➤ Stiffness

1. George Mason University 2. California State University, Northridge 3. Université Laval ➤ Lightness

1. University of Florida 2. New Jersey Institute of Technology 3. University of Texas - San Antonio ➤ Economy

1. SUNY Canton 2. SUNY at Buffalo 3. University of Wisconsin-Madison ➤ Display

1. Clemson University 2. Milwaukee School of Engineering 3. University of Wisconsin-Madison

➤ Efficiency

1. University of Florida 2. California Polytechnic State University, SLO 3. École de technologie supérieure Throughout the academic year, student teams work for months perfecting the design, fabrication and construction of each bridge. To reach the national event, each team must place among the top schools in one of 18 regional competitions held across the country each year. This year, about 200 college and university teams from the U.S., Canada, Mexico, China and the United Arab Emirates participated in the regional competitions. “It’s exciting to watch the next generation of structural engineers come together and work with such passion and enthusiasm,” said Nancy Gavlin, AISC director of education. “The competition poses real-world challenges that the students face with ingenuity and professionalism.”

The NSSBC is sponsored by the American Institute of Steel Construction in cooperation with the American Society of Civil Engineers and is cosponsored by Bentley, DS SolidWorks, Nucor, the American Iron and Steel Institute, the National Steel Bridge Alliance, the James F. Lincoln Arc Welding Foundation, the Canadian Institute of Steel Construction, the Steel Structures Education Foundation and the American Galvanizers Association. The complete competition rankings are available at www. nssbc.info. Photos from this year’s competition can be found on AISC’s Facebook page (www.facebook.com/ AISCdotORG). Next year’s NSSBC will be held May 27-28 at Brigham Young University in Provo, Utah. To learn more about the competition, please visit www.aisc.org/ nssbc or www.nssbc.info.

Photos: Bart Quimby

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LATE MODEL STRUCTURAL STEEL FABRICATING EQUIPMENT

AISC Continuing Education Seminars www.aisc.org/seminars. 64

Ficep 2004 DTT CNC Drilling & Thermal Coping Line, 78-3/4” x 24” Max. Beam, 3-Drill, Ficep Arianna CNC Control, 2003 #20382 Controlled Automation ABL-100-B CNC Flat Bar Detail Line, 143 Ton Punch, 400 Ton Single Cut Shear, 40’ Infeed, 1999 #24216 Controlled Automation 2AT-175 CNC Plate Punch, 175 Ton, 30” x 60” Travel, 1-1/2” Max. Plate, PC CNC, 1996 #23503 Peddinghaus F1170B CNC Plate Punching Machine, 170 Ton, Ext Tables, Fagor CNC, 30” x 60” Trvl., Triple Gag Head, 2005 #19659 Peddinghaus FPB1500-3E CNC Plate Punch with Plasma, 177 Ton, Fagor 8025 CNC, 60” Max. Width, 1-1/4” Plate, 1999 #25161 Controlled Automation BT1-1433 CNC Oxy/Plasma Cutting System, 14’ x 33’, Oxy, (2) Hy-Def 200 Amp Plasma, 2002 #20654 Controlled Automation BFC-530 (5) Press CNC Beam Line, 36” Max. Beam, Hem Saw, Conveyor, 1998 #24261 Visit www.PrestigeEquipment.com for our inventory & services Phone: 631.249.5566 | Fax: 631.249.9494 | sales@prestigeequipment.com To advertise, call 231.228.2274 or e-mail gurthet@modernsteel.com.

JULY 2015

Search employment ads online at www.modernsteel.com.

Structural Engineers

Are you looking for a new and exciting opportunity in 2015? We are a niche recruiter that specializes in matching great structural engineers with unique opportunities that will help you utilize your talents and achieve your goals. • We are structural engineers by background and enjoy helping other structural engineers find their “Dream Jobs.” • We have over 30 years of experience working with structural engineers. • We will save you time in your job search and provide additional information and help during the process of finding a new job. • For Current Openings, please visit our website and select Hot Jobs. • Please call or e-mail Brian Quinn, P.E. (Brian.Quinn@FindYourEngineer.com or 616.546.9420) so we can learn more about your goals and interests. All inquiries are kept confidential. SE Impact by SE Solutions, LLC

www.FindYourEngineer.com

Vice President of Finance & Administration The American Institute of Steel Construction (AISC) is looking for an experienced finance executive to join our Senior Management team and participate in the development of the strategic plans supporting our mission and goals. The Vice President of Finance and Administration reports to the President of AISC, and acts as lead spokesperson to the AISC Board of Directors for activities related to finance, business administration, and information systems. This role provides participative leadership, financial management, strategic management, and direct hands-on help for finance, accounting, information systems, facilities and risk management activities in support of AISC’s operations. To qualify, you must have a Bachelor’s degree in Finance, Accounting or Business Administration, MBA and/or CPA strongly preferred. Minimum 10 years of experience in a senior management role with responsibility for finance, accounting, facilities administration, and information systems. Please send resume, cover letter and salary expectations to hr@aisc.org for consideration.

Visit steelTOOLS.org Join the conversation at AISC’s new ﬁle-sharing, information-sharing website. Here are just a few of the FREE resources now available: • More than 160 steelTOOLS utilities available for downloading • Discussion blogs where your can connect and share ideas with your peers • Files posted by your peers in special interest libraries, including: • A Pocket Reference to W Shapes by Depth, then Flange Width • Welding Capacity Calculator • Moments, Shears and Reactions for Continuous Bridges • Video: Bridge Erection at the SeaTac Airport Got Questions? Got Answers? Participate with us at steelTOOLS.org. To advertise, call 231.228.2274 or e-mail gurthet@modernsteel.com.

employment RECRUITER IN STRUCTURAL MISCELLANEOUS STEEL FABRICATION ProCounsel, a member of AISC, can market your skills and achievements (without identifying you) to any city or state in the United States. We communicate with over 3,000 steel fabricators nationwide. The employer pays the employment fee and the interviewing and relocation expenses. If you’ve been thinking of making a change, now is the time to do it. Our target, for you, is the right job, in the right location, at the right money.

Buzz Taylor

PROCOUNSEL Toll free: 866-289-7833 or 214-741-3014 Fax: 214-741-3019 mailbox@procounsel.net Structural Steel Sales: Exciting Opportunity for Sales Professionals Looking foris something an old ofSteel Modern Steel? JPW Companies the leading Newfrom York State AISCissue Certified Fabricator and Erector, and is seeking an experienced sales management professional to join our team. Founded in 1953, JPW has built a reputation for quality and commitment our customers have come to rely on. JPW was the first dual AISC certified company in New York State. As such, we are able to serve our customers’ needs from engineering/detailing to fabrication through erection, and have the capabilities to deliver those services anywhere in the country.

All of the issues from Modern Steel Construction’s first 50 years are now available as free PDF downloads at www.modernsteel.com/backissues.

This position will direct the sales efforts of the company, build upon our existing base of customer relationships and industry expertise, as well as source and monitor new project opportunities, develop proposals, and land new sales contracts. It will also give one the opportunity to develop promotional plans and advertising programs to attract the interest of and capture new customers. Qualified candidates must exhibit a commitment to success and possess: • Extensive experience in the structural steel fabrication and erection market • Track record of achieving growth and building customer relationships • Excellent organizational, communication, computer reporting, and problem solving skills • Ability to recognize and respond to changing trends and priorities This position offers an excellent compensation program and benefits. Please contact JPW Companies at HR@jpwcompanies.com www.jpwcompanies.com

Schuff Steel, a leader in the fabrication and erection of structural steel, is currently searching for experienced Sales Representative and Estimators at our Phoenix, AZ location. To view these opportunities and apply online please visit www.schuff.com. EOE/AA.

Staff Engineer The American Institute of Steel Construction (AISC) is looking for a Staff Engineer to join our Engineering & Research department. This is a unique opportunity to apply your design experience in developing AISC’s Specifications, Manuals, Design Guides, and other technical publications. You will work with the top engineers, educators and industry and other leaders in the North American design community and steel construction industry. To learn more about this exciting opportunity, please visit the Modern Steel Construction Job Board at www.modernsteel.com. Modern STEEL CONSTRUCTION

structurally sound

FIRST ON THE BLOCK

THE CITY OF BIG SHOULDERS is in the midst of some seriously heavy lifting. The 1.2 million-sq.-ft 150 N. Riverside office tower project, under construction in Chicago’s West Loop, is the first in the U.S. to use A913 70-ksi high-strength steel. It’s also using A913 65-ksi W36×925 hot-rolled wide-flange sections, which are the largest rolled sections currently available in the world. These sections are more than 43 in. deep with 4.5 in.-thick flanges and 3-in. webs. The 60-ft-long variety is roughly the size of a humpback whale, weighing approximately 27.75 tons. And some of the building’s columns are doubling up on these behemoths, joining two of them in tandem to create mega-columns at the ends of the building.

JULY 2015

The steel is being fabricated at Zalk Josephs Fabricators in Stoughton, Wis. (an AISC Member/Certified fabricator). The project gave the company the opportunity to put some recently installed conveyor tables to the test, as it used them transport the massive pieces between the cutting, drilling, coping and fitting stations. (Installing this new equipment has expanded Zalk Josephs’ capabilities, increased automation and improved efficiency at the facility, thus preparing it for future jobs of this size and scope.) In addition to the mega-sections, thick steel plates are being used to help resist the loads passing through the concrete core of the building. Some additional steel elements are attached to the thru-plates in order to create a “shoe” or a place for the lifting jacks to push against during the erection of these massive composite truss elements. ■

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*Free Autodesk software licenses and/or cloud-based services are subject to acceptance of and compliance with the terms and conditions of the license agreement or terms of service, as applicable, that accompany such software or cloud-based services. Autodesk, the Autodesk logo, Revit and AutoCAD are registered trademarks or trademarks of Autodesk, Inc., and/or its subsidiaries and/ or affiliates in the USA and/or other countries. All other brand names, product names, or trademarks belong to their respective holders. Autodesk reserves the right to alter product and services offerings, and speciﬁcations and pricing at any time without notice, and is not responsible for typographical or graphical errors that may appear in this document. © 2015 Autodesk, Inc. All rights reserved.