5244def9 1

MODERNSTEEL CONSTRUCTION
IN THIS ISSUE
Bridges
ASTM A1085
Cutting-Edge Fabrication
MSC
December 2013
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4 MODERN STEEL CONSTRUCTION DECEMBER 2013
MODERN STEEL CONSTRUCTION (Volume 53, Number 12.) 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 MSC logos are registered trademarks of AISC.
December 2013
ONTHE COVER: Shenandoah River Bridge in the Shenandoah River Valley, West Virginia, p. 38. Photo: Courtesy of HDRKeith Philpott, photographer.
product expert
17
Bending to the New Rules
BY GEORGE WENDT
Notes on curving HSS made to the new
ASTM A1085 Specification.
economics
21
A Forecast You Can Believe In
BY JOHN CROSS, P.E.
When it comes to predicting the
construction economy, accuracy is in the
eye of the beholder.
people to know
66
Riding the Rails
The train is the way to go for an Omaha
area fabricator.
24
City Fab Shop,
Country Fab Shop
BY GEOFF WEISENBERGER
Dave Steels two fab shops, each in a
different Carolina, are night and day in
terms of practice but right in tune when it
comes to a commitment to innovation.
32
Gateway to Savannah
BY CRAIG ALEXANDER, S.E., P.E.
Curving, contemporary canopies welcome
visitors to the gem of Georgia.
38
Decision: Delta
BY JASON A. FULLER, P.E., AND
MATTHEW A. BUNNER, P.E.
A new bridge resurrects an uncommon
design to span the Shenandoah River.
44
Up and Running in No Time
A Tulsa highway bridge sustains major
damage after taking a hit from a truckand
is back in business in just two weeks.
columns features
38
48
In(to) the Loop
BY JIM TALBOT
The oldest of the Chicago Loops working
bridges paved the way for a new generation of
bridges for the city, and is the first to turn 100.
52
Best of Both Worlds
BY PATRICK W. FORD, P.E., AND BRETT
BUNKE
The design-build team gets the floor-to-floor
height it wants using the framing system it
wants, thanks to an innovative hybrid deck
system.
56
A New Guide for Stainless
BY NANCY BADDOO
AISC Design Guide 27: Structural Stainless
Steel provides the first-ever U.S specification
for stainless steel in structural applications.
departments
6 EDITORS NOTE
9 STEEL INTERCHANGE
12 STEEL QUIZ
60 NEWS & EVENTS
resources
64 MARKETPLACE
65 EMPLOYMENT
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Editorial Offices
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Editorial Contacts
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editors note
EARLIER THIS YEAR, MY DAUGHTER, JULIA, PARTICIPATED IN A WRITING WORK-
SHOP FOR YOUNG PLAYWRIGHTS.
The workshop leader was a nationally
known writer and a lecturer at Northwestern
University. (As a sidenote, Julia had previ-
ously met the playwright. Philip Dawkins is
known for writing for both kids and adults,
and Julia had previously performed in the
world premiere of two of his plays as well as
assisted in the production of a third.)
The end result of the writing is that some
of the plays are selected to be read during a
Young Playwrights performance at Julias
high school. Selecting the plays to be read
seems simple; you simply choose the best
plays. But if you speak with the artistic direc-
tor, you realize a lot more goes into the deci-
sions. Which have the potential for improve-
ment? Which are too longor too short?
Which are most likely to resonate with the
audience?
Similarly, choosing which articles run in
Modern Steel Construction is equally involved.
As with the Young Playwrights, the
number-one criteria is whether the subject
is of interest to the viewers (or, in our case,
readers). What do we look for?
Does the project have special require-
ments that needed to be met?
Did the designers use an innovative
solution to a common problem?
Would our readers learn something
about design or construction by read-
ing about the project?
SCOTT MELNICK
EDITOR
Other factors we consider are the quality
of the images (everyone likes cool pictures)
and whether the article meets specific needs.
For example, in February well be looking at
constructability issues, in June well look at
exemplary bridges and next December well
focus on international projects.
And were always looking for cutting-edge
stories. Does the project use a new struc-
tural system or does it show an advancement
in BIM? Maybe the fabrication costs were
reduced because of new and modern equip-
ment. Were always looking for a hook to
make the story more interesting.
If you re i nterested i n submi tti ng
a story, you can get details by visiting
www. modernsteel. com/submissions.
And if you have more questions, just drop
an email to me or Geoff Weisenberger at
weisenberger@modernsteel.com.
But in short, ask yourself what was the
most interesting fact about the project. And
then let us know.
Who knows? Your story may be almost as
brilliant as Julias play!
Congratulations to the five winners of this years
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DECEMBER 2013 MODERN STEEL CONSTRUCTION 9
This months Steel Interchange features questions and
answers that followed the 2013 SteelDay webinar The Life
of the K-Factor by Charlie Carter, AISC vice president and
chief structural engineer. If you missed this webinar, you can
view it at:
www.aisc.org/content.aspx?id=35624
All answers are from Carter and relate to Chapter C and
Appendices 7 and 8 in the 2010 AISC Specification.
Question 1
How is the direct analysis method different than
analyzing using the P-/ analysis?
Second-order analysis (for P- and P- effects) is only
one part of what is required for stability design. And, it is one
part of the direct analysis method, just as it is one part of the
effective length method.
Question 2
Is there any guidance available on how the direct analysis
method should be applied when checking a structure for
earthquake resistance?
There is a good explanation of this in a paper in the 3rd
Quarter 2011 AISC Engineering Journal. It is titled Design of
Steel Buildings for Earthquake and Stability by Application of
ASCE 7 and AISC 360, and it was written by Malley, Hooper
and Nair. You can get that paper at www.aisc.org/epubs (and
its free to AISC members).
Question 3
How was the stiffness reduction factor of 0.8 used in the
direct analysis method determined?
The coefficient 0.8 was selected based upon evaluation
of what level of stiffness reduction produces an appropriate
increase in the deformations of the framing to get the right
force and moment amplification in the analysis. The factor
b
also may apply and can further reduce stiffness.
Question 4
If lateral loading is the primary load on the structure,
should the 0.2% notional loading be included?
If B
2
is not greater than 1.7 with reduced stiffnesses
EA* and EI*, the notional loads are applied to gravity
load combinations only. If this B2 is greater than 1.7, the
notional loads are applied to all combinations. This is stated
in Section C2.2b(4) in the 2010 AISC Specification. Note
that in the 2005 AISC Specification, the dividing line was at
1.5 based upon EA and EI unreduced. These are essentially
equivalent criteria.
Question 5
Can you explain how the factor
b
can be set equal to 1.0
simply by increasing the notional load factor?
This is just a mathematical simplification. The studies
that were done to calibrate the direct analysis method showed
equivalence between the effect of reducing the stiffness by
b
and increasing the 0.002Y
i
notional load to 0.003 Y
i
.
Question 6
Can the direct analysis method be used to design stepped
columns?
Yes, I think this is a case where the direct analysis method
is particularly helpful. The primary difficulty with a stepped
column is the determination of K. So if you use direct analysis,
you avoid that problem.
Question 7
When using the effective length method, can you provide
a good reference/article that covers the recommended
K factors (less than 1) for braces on a heavy gusseted
connection frame?
If you mean for the gusset, the AISC Manual makes it
clear that K = 0.65 is a good value to use for corner gussets. If
instead you mean for the brace itself, we use K = 1 unless you
go into greater detail to calculate a smaller K. Note, however,
that if you do this, you have to ensure that the continuity
you are assuming is reflected in the model. Dowswell has
two papers in Engineering Journal related to this: Effective
Length Factors for Gusset Plate Buckling and Technical
Note: Effective Length Factors for Gusset Plates in Chevron
Braced Frames.
Question 8
If I continue to use the effective length method, are
there adjustments to K for non prismatic (tapered cross
section) columns?
Yes. In AISC Design Guide 25, tapered members are
addressed directly. You can download this publication at www.
aisc.org/epubs (free to AISC members).
Question 9
What about for cases in which we used to have K less than 1?
I assume you mean in a braced frame. If you use K less
than 1, you are assuming continuity and then you have
to consider that in your analysis. That may be more
complicated than its worth.
steel
interchange
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structural steel design or construction, Modern Steel Constructions
monthly Steel Interchange column is for you!
Send your questions or comments to solutions@aisc.org.
Question 10
So, is the point that the K factor in the AISC column
equation should always be set equal to 1, now?
If you use the direct analysis method, yes, K can be taken
as 1 always. This is not generally true for the effective length
method, though there are conditions for stiff structures that
also permit the simple use of K=1 in that method as well. For
the first-order analysis method, K can be taken equal to 1 in
all cases.
Question 11
What is the definition of a leaning column?
Long ago, we used to have all connections of beams and
columns connected with moment connections. Modern frames
often have only parts of the framing moment connected.
The leaning columns are all the rest of the columns that are
not part of the lateral framing. For a leaning (gravity-only)
column, K is taken equal to 1. However, the gravity-only
framing that leans on a moment frame affects the K of the
columns in the moment frame when the Effective Length
Method is used. The effect is captured in the forces and
moments in the direct analysis method and first-order analysis
method.
Question 12
In the AISC column equation the LRFD was changed
from 0.85 to 0.9, and a corresponding reduction in for
ASD was used in the 2005 AISC Specification. How was
this increase in strength justified?
AISC equations and provisions often cover multiple cases
for simplicity and convenience, and this means that the lowest
case controls the decisions made in writing the equation or
provision. In this specific case, up until 2005 columns made
from universal mill plates were included in the multiple cases
covered and required a lower . However, in preparing the
2005 revisions we realized that these products are not used
anymore and the higher /lower resulted.
Question 13
What resources are available for learning more about
the stability design methods in the 2005 and 2010 AISC
Specifications?
There are a number of presentations that have been
given at NASCC: The Steel Conference. All sessions from
recent past years are available online at www.aisc.org/epubs
(look under conference proceedings). In print, there are
two resources: AISC Design Guide 28 Stability Design of
Steel Buildings by Griffis and White and A Comparison of
Frame Stability Analysis Methods in ANSI/AISC 360-05
in the 3rd Qtr. 2008 AISC Engineering Journal by Carter
and Geschwindner. (These documents are available as free
downloads to members at www.aisc.org/epubs.)
Question 14
Is there a way to avoid doing a second-order analysis?
Yes, you could use the first-order analysis method. Also,
you could make your frame stiff enough that you could decide
that second-order effects are negligible.
Question 15
Why is the factor 1.6 used to amplify the loads for ASD
stability analysis instead of 1.5? The calibration point for
LRFD and ASD is 1.5.
The goal is to get the right deformations, which produces
an acceptable set of forces and moments for the resulting
design. The factor 1.6, not 1.5, is used because second-order
effects are not linear. In the judgment of the responsible
committee, the nonlinearity is properly represented by the use
of 1.6 instead of 1.5.
Question 16
I have heard that most software programs include P-
effects but ignore P- effects. How can I tell? And if my
software does not address P- effects, how can I proceed
when they are significant?
The Commentary to the AISC Specification provides
benchmark problems (see the Chapter C Commentary in the
2010 AISC Specification) with known solutions. If you model
these problems in your software, you can compare the results
and see what is being done and what is not.
If you find that P- effects are not being considered, you
can add nodes along the length of the column in the model to
trick the software into tracking deformations along the length
of the column. Alternatively, you can amplify your results with
B
1
as it is given in Appendix 8 of the 2010 AISC Specification.
steel
interchange
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.
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 AISCs Steel Solutions Center:
One E. Wacker Dr., Ste. 700, Chicago, IL 60601, tel: 866.ASK.AISC, fax: 312.803.4709,
solutions@aisc.org.
DISCLAIMER: 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.
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.
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This months quiz is based on the 2013 SteelDay webinar The Life of the
K-Factor (www.aisc.org/content.aspx?id=35624). The answers can be
found in Chapter C and Appendices 7 and 8 in the 2010 AISC Specifcation.
steel
quiz
1 Which of the following needs to be considered in design
for stability?
a) Flexural, axial and shear deformations
b) Second-order effects
c) Geometric imperfections
d) Stiffness reduction due to inelasticity
e) Variability in component and system stiffness
f) All of the above
2 The AISC Code of Standard Practice states that the
typical out-of-plumbness of a column between work
points shall be less than or equal to:
a) h/60 b) h/400 c) h/500 d) h/600
3 In stability design, what accounts for variability in
component and system stiffness?
a) Load factors in ASD and LRFD load combinations
b) Omega (the ASD factor of safety)
c) Phi (the LRFD resistance factor)
d) All of the above
e) B and C only
4 In which year was the first AISC Specification written?
a) 1921 b) 1923 c) 1961 d) 1963
5 In which year was the approximate second-order analysis
method (B
1
-B
2
Method) first added to the AISC Specifi-
cation?
a) 1986 b) 1993 c) 1999 d) 2005
6 True or False: Chapter C in the 2010 AISC Specification
only allows the use of the direct analysis method for
stability design.
7 Which of the following statements is not true regarding
the effective length method?
a) It allows the use of a first-order analysis.
b) The calculation of K is based upon assumptions that
are rarely satisfied in real structures.
c) Its use is permitted for a structure with B
2
= 1.3.
d) It does not require the use of reduced stiffness in the
analysis.
8 True or False: The first-order analysis method is an
acceptable method of stability design within its stated
limitations and does not require a second-order analysis.
TURN TO PAGE 14 FOR ANSWERS
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Bridge required very complex modeling that could not have been fabricated without 3D. It showed the need for designing
beyond the limits of conventional, 2D documentation tools, and is representative of whats possible in design as technology
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ANSWERS steel quiz
1 f) AISC 360 Section C1 requires that the effects of all five
items on the stability of the structure be considered as
part of the analysis and design.
2 c) This can be found in AISC Code of Standard Practice
Section 7.13.1.1 and is used as the basis for the notional
load coefficient of 0.002 (which equals 1/500) found in
AISC 360 Section C2.2b(1).
3 e) Variability in stability design, like other variability in
design, is addressed by the resistance factor in LRFD and
the safety factor in ASD.
4 b) The first AISC Specification is dated June 1, 1923.
The inaugural Specification Committee consisted of five
members who represented the leading talent in the
academic, engineering and architectural professions.
They were George F. Swain, Milo S. Ketchum, E. R.
Graham, W. J. Thomas and Wilbur J. Watson.
5 a) What is now called the approximate second-order
analysis method first appeared in Section H1.2a of the
1986 AISC LRFD Specification.
6 False. Any rational method of design for stability that
considers all of the effects listed in AISC 360 Section
C1 is permitted; three methods that are deemed to
comply with the requirements are given in Chapter C and
Appendix 7.
7 a) AISC 360-10 Appendix 7 Section 7.2.2 states that the
required strengths determined for use with the effective
length method must include consideration of second-
order effects.
8 True. AISC 360-10 Appendix 7 Section 7.3.2 allows
required strengths determined for use with the first-order
analysis method to be based on a first-order analysis.
Second-order effects are implicit in the method and a
separate second-order analysis is not required.
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Anyone is welcome to submit questions and answers for Steel Quiz. If you are
interested in submitting one question or an entire quiz, contact AISCs Steel Solutions
Center at 866.ASK.AISC or at solutions@aisc.org.
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Michael A. Tracey, P.E., Senior Structural Engineer, Bergmann Associates
#cscworldglobal
THIS PAST SPRING, ASTM A1085-13 Standard Specifca-
tion for Cold-Formed Welded Carbon Steel Hollow Structural Sec-
tions was released, offering several improvements to the re-
quirements of ASTM A500 for the production of HSS.
Where approved by the authority having jurisdiction, an
engineer might choose to use this new material. If so, there
are some things to think about if ASTM A1085 HSS are to be
curved. Although the material is too new to have been curved
by any bender-rollers yet, this article shares some thoughts
based upon our experience with bending a variety of materials.
In general, anything that improves the performance of steel
in construction and simplifes design should be welcomed, and
HSS is now being manufactured to ASTM A1085. But what
should we expect when curving steel to the new spec? The new
product has at least four characteristics that may affect bending
it to a given radius:
More stringent wall tolerances and a mass tolerance.
These should result in less variation from HSS to HSS, and less
variation should result in more consistency and repeatability in
curving HSS. Once an operator develops the machine settings,
he or she should be able to produce quality parts more quickly.
More stringent corner radius tolerances. To curve square
and rectangular HSS effectively, machine tooling should match
the corner radii. Once again, if we start with HSS with more
consistent corner radii and we match our tooling to those radii,
we should have more consistent corner radii on the fnished
product. And the resultant corner radius on the curved HSS
should be closer to that on the raw material.
Limited yield stresses ranging from 50 ksi to 70 ksi. Lim-
iting yield stresses to a smaller range should also have a posi-
tive effect in curving HSS. Again, less variation should result in a
bender-rollers ability to produce quality parts more quickly. The
higher yield strength is not an issue for most bender-rollers.
A minimum toughness value. The toughness, as repre-
sented in a minimum Charpy V-notch value, should not affect
the process of curving steel. Having HSS perform well in dy-
namically loaded applications will create more opportunities
to incorporate curved HSS in bridges and seismic applications,
among others.
Looking Back to Look Forward
There are countless examples using high-quality curved HSS to
make signature, dynamic projects. Looking back at some of the ones
my company has done, its interesting to consider how using ASTM
A1085 HSS might have improved these projects had it been avail-
able at the time, and how future similar projects might beneft from
it. Below are a few examples.
1) Careful curving of 10-in.
square HSS for the lenticular
trusses supporting the roof
of the University of Phoenix
Stadium (in Glendale, Ariz.)
allowed a near-net use of raw
material; 52 ft of arc was made
from 54 ft of material. Critical
to this process was eliminating
Notes on curving HSS made to the
new ASTM A1085 Specifcation.
BY GEORGE WENDT
product
expert series
BENDING TO
THE NEW RULES
George Wendt (gwendt@
cmrp.com) is president
of Chicago Metal Rolled
Products (an AISC member)
and a member of the AISC
Bender-Roller Committee, and
frequently lectures and writes on
curving structural steel.
The retractable roof of the University of Phoenix Stadium uses
402 tons of 12-in. square HSS.
The Kimmel Center for the
Performing Arts features
a curved steel barrel vault
that measures 350 ft by
174 ft in plan.
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any deformation that might occur from where the rolling be-
gins and ends. The likelihood of such deformation should be
decreased with material meeting A1085 specifcations because
the machine operator will have reduced dimensional variation
in the HSS sections to work with.
2) The corner radius of the 5-in. HSS for the half-barrel vault
of Philadelphias Kimmel Center required special attention. Rolled
45 off-axis, it was critical to maintain the corner radii because of
how the glass panels ft in the curtain wall. And the rolling toler-
ance for putting the radius in the curved tubes was +/- 1/16 in.
Again, more consistent cross-sectional dimensions and a more lim-
ited range in yield values in the raw material should lead to more
consistent rolling, which, in turn, should produce curved sections
more quickly and with greater quality.
3) Located in a heavily populated and highly seismic area, San
Jose (Calif.) International Airport had to be designed to with-
stand potentially devastating earthquakes (the design incorpo-
rated slides to allow the structure to move some 14 in. during a
seismic event). With its limited steel stresses and defned tough-
ness, ASTM A1085, had it been available, would have made the
curving easier and more consistent.
4) These conclusions also apply to pedestrian bridges such as
Floridas curvy Seminole County pedestrian bridge, where 14-in.
square HSS (70 ft long) was rolled with both camber and sweep.
Moving forward, greater consistency in the ASTM A1085
Specifcation should lead to increased productivity and improved
quality from the bending-rolling process. And the more diffcult
the project, the more valuable these benefts will become.
product
expert series
Better HSS
A1085 was released to meet the goals of increasing the performance of HSS and simplifying its design, thereby making
it a more desirable option for clients. Benets include:
Tighter material tolerances and a single minimum yield stress of 50 ksi. More stringent wall tolerances and
the addition of a mass tolerance mean the full nominal wall thickness can be used for design of HSS. This means no
longer needing to reduce the nominal wall thickness by 0.93 as prescribed in the AISC Steel Construction Manual
for both member selection and connection design. And more area available for design and a higher minimum yield
mean that HSS will become a more economical and efcient design option.
Maximum specied yield stress of 70 ksi. This increased maximum yield will result in a lower expected yield
strength and reduce capacity design requirements and column-required strengths in seismic designs. ASTM A1085 is
the only specication used in North America or Europe that limits the maximum yield stress.
Standard requirement for Charpy notch toughness. The specication will require all HSS to meet a minimum
CVN value of 25 ft-lb at 40 F, which corresponds to AASHTO Zone 2. Having the minimum CVN required makes HSS
more suitable for use in dynamically loaded structures.
For more on ASTM A1085, see Hollow Product, Solid Benet (09/2013) at www.modernsteel.com.
The expansion of the Mineta San Jose International Airport
Terminal B and Concourse used 420 tons of curved steel.
The Seminole County pedestrian bridge.
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S T E E L T H I N K I N G
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THERE IS AN OLD STORY about an enterprising young
economist who decided to supplement his income by publish-
ing a newsletter in which he predicted economic trends for
Wall Street investors. As a frst step, he purchased a mailing list
of 20,000 investors. He then wrote two newsletters based on
different views of the economy. One newsletter indicated stock
prices would rise, while the other indicated they would fall. He
sent each complimentary newsletter to 10,000 investors from
his mailing list; no one got both newsletters. A month later he
again wrote two newsletters with the same messageone up
and one down. But he only sent these complimentary news-
letters to the 10,000 investors that had received the newslet-
ter with the accurate prediction from the month before. This
time 5,000 investors received the market is going up newslet-
ter and 5,000 received the market is going down newsletter.
The process was repeated at the end of the next month, with
2,500 investors receiving a free up newsletter and 2,500 a free
down newsletter.
At the end of the third month he changed his approach. In-
stead of sending out another set of free newsletters, he sent out
a letter to the remaining 1,250 investors that had received three
accurate newsletters. The letter read Dear Investor: You have
now received three free newsletters that accurately predicted
market trends for the past three months. No other investment
service can claim that level of accuracy. In order to allow you to
continue to beneft from this level of keen insight on the cur-
rent economy and how the economy will impact stock prices,
we are pleased to offer you our newsletter on a subscription
basis for just $395 per year. Half of the remaining investors
subscribed, generating $250,000 in revenue.
The moral of the story for the structural steel industry is
that if you listen to enough economists, you will eventually fnd
one that has accurately predicted the construction economy for
the past several years. Does that mean that the next prediction
will be accurate? The decision is yours!
Every forecaster lives in fear that someone will pull out an
old forecast to check the accuracy of the predictions. But a bit
of accountability is always good. Over the past four years the
forecasts presented in this column and at NASCC have been
relatively accurate for overall building construction (all non-
residential and residential in excess of four stories).
These forecasts were based on a model that evaluates the
level of gross domestic product (GDP), the rate of change of
GDP, overall non-farm employment and the rate of growth
of employment. In mid-2014 it is anticipated that a signifcant
economic event will occur when employment reaches the same
level (138 million) it was at prior to the beginning of the reces-
sion in late 2007. It will have taken the U.S. nearly seven years
to regain the jobs lost in the recession. However, GDP growth
will still remain below the 3% threshold, indicating that con-
struction growth will still be moderate.
Growth Forecast Actual Square Footage
2010 -10% -10% 679 million
2011 6% 7% 734 million
2012 6%* 15% 847 million
2013 10% 11% (estimated) 940 million
*Note: The original forecast for 2012 was 6% growth based on a high level of uncer-
tainty relative to the 2012 scal cliff. When the cliff was avoided early in 2012, the
projection was adjusted to 12% growth.
So what does this mean for building construction activity in
2014? On a square-footage basis of construction starts it is an-
ticipated that the market will grow in 2014 by a rate very similar
to that of 2013 (12%) with total construction activity crossing
the one-billion-sq.-ft threshold.
But that overall growth rate of 12% in 2014 actually over-
shadows what should be even better news for the structural
steel industry. Growth in the multi-story apartment and con-
dominium market is actually expected to slow to 15% after a
2013 growth rate of 34%. At the same time the growth rate in
the non-residential sector, where structural steel has a larger
market share, will increase from 8% to 11%. The net impact
would indicate an increase in demand for structural steel in the
building market of 15% in 2014.
A FORECAST YOU
CAN BELIEVE IN
BY JOHN CROSS, P.E.
economics
When it comes to predicting the
construction economy, accuracy is in the
eye of the beholder.
John Cross is an AISC vice
president. You can reach him at
cross@aisc.org.
The overall pattern of construction activity will
continue to be characterized by several factors, including
a reduction in publicly funded building construction, a
rebound in the number of projects greater than four
stories in height and a growth in project size. Interestingly,
in several market sectors this growth in project square
footage is quite noticeable. This is particularly evident in
the warehouse sector where the average project is now
82,000 sq. ft compared to 25,000 sq. ft in 2009.
And no economic forecast is complete without a ca-
veat: The outlook for construction growth is certainly
dependent on a moderate level of confdence in the econ-
omy, security and governance of the U.S. A variety of fac-
tors such as more shutdown of government operations,
default on government debt obligations, an increase in
terrorist activity, a rapid tapering of quantitative easing
and a general feeling of uncertainty could signifcantly
reduce the level of construction activity.
So the good news newsletter forecast is that 2014
will look and feel very much like 2013, with a similar rate
of growth of 12%. How much confdence can you put in
that forecast? Unlike previous years, this forecast prob-
ably has more upside potential than downside risk. But
whether or not you agree with the forecast probably de-
pends on whether you would have paid $395 for a news-
letter subscription.
economics
100,000
90,000
80,000
70,000
60,000
50,000
40,000
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Stores and Restaurants
Warehouses (excluding manufacturer owned)
Office and Bank Buildings
Parking Garages and Automotive Services
Hospitals and Other Health Treatment
Government Service Buildings
Hotels and Motels
Apartments
2,000,000
1,800,000
1,600,000
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1,200,000
1,000,000
800,000
600,000
400,000
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Overall
Apartments
Dormitories
Hotels
Misc. Nonres.
Amusement
Religious
Government
Hospitals
Schools
Manufacturing
Parking
Offices
Warehouses
Stores
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P 3 C
Dave Steel Company, Inc.s two fab shops, each in a different Carolina, are night
and day in terms of practice but right in tune when it comes to a commitment to
innovation.
Geoff Weisenberger
(weisenberger@
modernsteel.com) is
MSCs senior editor.
THE TWO FABRICATION shops of Dave Steel Company,
Inc., are geographically separated by 67 miles and a state line. In
terms of feel, they might as well be on different planets.
The frst shop, located in Asheville, N.C., serves as the com-
panys corporate headquarters. It includes a 125,000-sq.-ft fabri-
cation facility sitting on fve acres, and is bound by cliffs on three
sides and a state road on the fourth.
The second shop, in Chesnee, S.C., does not share these
space limitations. Sitting on 33 usable acres, the facility contains
separate buildings for each main operation. Where the Ashe-
ville shop is somewhat constrained by its past, the Chesnee loca-
tion is designed with plenty of room to grow, in terms of both
size and technology. One thing the two shops share, besides the
name, is a commitment to taking the structural steel fabrication
industry into the future.
Established but Flexible
While the Chesnee plant is the newer of the two shops and
was built with expansion in mind, the Asheville facility is critical
to the ongoing operations of Dave Steel. It will remain as the
location of the corporate offces, as it houses management for
production, sales, accounting and purchasing duties. (The com-
pany also has an offce in Cincinnati, which houses engineering
and drafting management staff.)
The Asheville shop is a conventional fabrication operation,
with all processes under one roof, and employs more traditional
material handling practices. Steel, most of which is stored under-
roof, is transported through the shop by crane, and due to lack of
space must be live-loaded onto trucks. The shop consists of both
newer and older fabrication equipment. While the newer equip-
ment is able to fabricate steel based on data from 3D models, it
still requires manual interaction for moving the material through
the process and operating the equipment. Fabrication machin-
ery from three major manufacturers is present in the shop: Ficep,
Peddinghaus and Controlled Automation.
The operation, which currently employs 34, remains fexible
so that individual pieces of equipment can be replaced based on
the shops needs in a specifc area, and the shop is in the process
of being converted from medium- to higher-labor work and also
to handle quicker in and out needs.
Flexibility is the key in Asheville, says Jeff Dave, president
and CEO of the company and AISCs Chairman of the Board
of Directors. The recent downturn gave us the chance to make
some signifcant changes and upgrades to the facility. In many
cases, its easier and more effcient to process material through
the shop the more conventional way. We have a good balance of
taking advantage of new technology but not limiting ourselves
to projects that require it.
Room to Grow
Where the Asheville shop is akin to living in a small urban
loft, the Chesnee shop is more like moving to the country, buy-
City Fab Shop
Country Fab Shop
,
ing a big plot of land and building a brand-
new house in the middle of itless traffc
and plenty of room to spread out.
Dave explains that prior to opening the
Chesnee location, the company had space
management issues in Asheville that limited
the number of ftters and welders that could
effciently be supported.
The same stations were used for both
long columns and shorter members, he says.
Therefore, if we maximized the number of
ftters based on the smaller work, these work-
ers could not stay busy when sequences of
heavy, long, labor-intensive columns went
through the shop, tying up three work sta-
tions for an extensive period of time. By hav-
ing the smaller work done in Asheville and
moving the larger work to Chesnee, we can
increase the number of ftters and welders
in Asheville and better manage our space at
both locations.
Development for the Chesnee location
began in 2006 and continues today on the
33-acre site. The facility, with a staff of 44,
is currently comprised of three buildings:
a 2,800-sq.-ft material processing build-
ing, a 45,000-sq.-ft assembly building and
a 36,000-sq.-ft coatings building. An addi-
tional 28,000-sq.-ft assembly building is in
development and is scheduled to be on-line
in late 2014; it will add 22 more employees.
Unlike Asheville, Chesnees buildings
are insulated and enclosed, as well as cleaner,
brighter and more open. Flat, level foors,
plenty of space and large doors at either
end allow steel to be brought in and moved
throughout the shop with side loaders.
But why have separate buildings, espe-
cially ones that are actually smaller than the
Asheville location? Its a matter of keeping
the value-added operations under the roof
and moving everything elsematerial stor-
age, staging and loadingoutside.
Traditional shops have a lot of material
handling under one roof, and it becomes too
easy for scrap, voided material and drops to
build up in areas of the shopespecially prob-
lematic when youve got limited space, Dave
explains. In Chesnee, its much easier to keep
the separate buildings cleanand therefore
safer. In addition, we look at work taking place
inside the buildings as adding value to the
material. Material handling equates to work
we arent getting paid for, per se, and having
separate buildings makes it much easier for us
to design, implement and monitor processes
individually and make them more effcient.
Once steel arrives at the Chesnee fa-
cility, it is virtually untouched by human
hands as it moves through all of the pro-
Steel storage at the Asheville facility.
The Asheville shop includes all fabrication processes, as well as material stor-
age and loading operations, under one roof.
iPads have become the norm at both of Dave Steels facilities...

...meaning no more shop drawings hanging on the wall.
Dave Steel
Dave Steel
Dave Steel
cesses. Dave Steel employs a color-coding
and barcode system for tracking steel
through the various fabrication stages (it
uses the same tracking system at the Ashe-
ville shop). As there are separate buildings,
side loaders and forklifts are used to move
the material from building to staging area
to building. Steel is easily maneuvered in-
side as well as outside, without being phys-
ically touched by hands and cranes (cranes
are only used to turn material as needed).
When steel is transferred to the mate-
rial processing building, it is put on skids
at one location, scanned into the system
using a barcode on the cut list and routed
through the equipment (drill, saw and
coping machine), all the while automati-
cally using the 3D model and a series of
matrices without any manual control of
transfers or conveyors. Simulators and
clash detection software provide planning
and management tools before processing
the steel, and material can be monitored
and tracked by management at any time
throughout the system.
In seconds we can run a sequence
of steel through simulator software to
help manage individual bottlenecks and
identify model/fle issues, and rectify
them before placing material on the
skids, says Dave. You get to see the
material run through the shop before it
actually goes through.
While this processing is done by three
machines, they work as one system, using
software and equipment from a single man-
ufacturer. In this case its a Ficep system, and
Dave Steel is the only fabricator in North
Americaand one of the few in the world
currently using it.
Being the first to the table has given
the company the valuable opportunity
to work regularly with Ficep to improve
upon and add many features to maximize
efficiency and flexibility. For example, a
recent upgrade to the software, facilitat-
ed by Dave Steel, is expected to improve
the efficiency of the automated coping
process by another 25%.
The coping machine, along with the
saw and drill operation, transfers, con-
veyors and the 3D model, work together
to provide the end result, which is a pro-
cessed product ready for assembly. Once
material is placed on the in-feed skids, one
person is able to attend to all drilling, cut-
ting, scribing and coping processes. Previ-
ously, 35% of a ftters time was spent lay-
ing out, burning and cleaning copes and
fange strips, but now layout and burning
are performed by the coping machine and
the grinding is now merely a dressing up
of the thermal cuts. The system is not only
more automated but also expandable.
It is truly a SimCity reality show, laughs
Dave. The processing building is designed
for expansion. As we grow, we can add ap-
propriate equipment to the system in the
best setup, update the model and matrices
and move on in the same manner.
Beyond the material processing building,
the assembly building is designed for com-
plete fexibility of ftting and welding needs.
When it comes to coatings (as an industrial
fabricator, this is a major part of the process
for Dave Steel) three acres are designated
for outdoor cleaning and painting of very
large assemblies, and the state-of-the-art in-
terior paint shop is completely temperature-
and humidity-controlled.
Solid Interoperability
Perhaps the most innovative thing
about Dave Steels operation is a com-
mitment to technology thats typically
not found in fabrication shops. Given
the companys multiple facilities, a solid
IT platform is not only critical but also
provides endless opportunities for process
improvements that can result in major
cost savings. For example, the companys
adoption of iPads just over a year ago has vaulted it to a whole

new level of effciency.
We projected that implementing iPads would be a hard sell
to shop employees, especially the more tenured ones, recalls
Dave. It was actually the easiest thing we have ever implement-
ed in our shop.
Having tablets in an industrial space might seem like a rec-
ipe for disaster, but the company protects its iPads with De-
fender Series cases and has only had to replace one case in the
last year (out of 32 iPads). Dave Steel also has a regular plan in
place for regular review of cleanliness, performance and iOS
update needs for the devices.
By now, the iPads are simply tools of the trade. Clip-
boards of gather sheets and fat fles/cubbies for shop draw-
ings are empty.
There are no drawings or gather sheets in either shop, says
Zac Parker, Dave Steels interoperability coordinator. Theres
no more printing of shop drawings, looking for missing draw-
ings or managing revised drawings. Just this one step has al-
lowed us to redirect the efforts of three people.
The 2,800-sq.-ft material processing building. Steel, ready to be processed hands-free.

Dave Steels Ficep saw. The company plans to install a smaller
saw as well so as not to tie up the main saw with smaller jobs.
The coping machine, which performs both oxy and plasma
cutting.
Theoretically, in the past we would have fab drawings in the
lift of material, so when the lift was sent to ftting, the ftters
would have the drawings they needed, explains Dave. Practi-
cally, that worked 85% of the time. The rest of time the ftters
would either go get their own drawings or get someone to go get
drawings for them. This was taking away time from the ftters
actually ftting. Once the iPads were implemented, we were im-
mediately able to redirect the efforts of the employees to manage
revised drawings.
Besides embracing technology and minimizing worker move-
mentthereby increasing safetybetween the steel and the
printer or wall (there is still a printer in the shop, as a backup),
the iPads also illustrate the companys concerted effort to elimi-
nate paperwork. Its QC manual, safety manual, audits and rou-
tine maintenance checks are all now solely electronic and acces-
sible via iPad. And the company is even working to develop an
app to better access these fles via PDA.
There will be an app for that! laughs Parker.
Of course, there are issuessuch as ensuring that every-
one has the same versions of the various software packages,
as well as maintaining redundancies in the IT systembut
as with the fabrication system and software, these will im-
prove with time and effort. And Dave stresses that with this
effort will come even more innovative ideas to implement,
which in turn will open the door to a whole new generation
of tech-savvy workers.

Each member that passes through the shop receives a
barcode sticker, part of the companys tracking system.
The temperature- and humidity-controlled coatings
building.

The coping machine, one component of the companys fab-
rication processing system.
Materials are stored outside at the
Chesnee facility.
Dave Steel
Dave Steel
In addition to rolling out iPads, all of Dave Steels facili-
ties have WiFi (as well as a local server for backup)not
just in the offices but for the entire Asheville shop and all
33 acres of the Chesnee facility (while implementing WiFi
for two large industrial facilities might seem like an exor-
bitant endeavor, Dave notes that installation and ongoing
costs have been negligible). This connectivity lets manage-
ment check on actual job progress by viewing real-time dis-
plays of production tracking, based on the barcode scans,
and even watch live emulations of the processing equip-
ment building.
In addition to going back and forth between our facilities,
my travel needs have required a signifcant amount of time away
from the offce, says Dave. Technology can never replace the
great employees that we have, but it helps me stay connected to
what is going on.
So far, embracing technology and looking at new ways to per-
form structural steel fabrication have paid off. And Dave doesnt
see this as an experiment but rather the way business needs to be
done from now on.
Were ahead of the curve and when many people come to
visit us, they believe its just too early to be doing some of the
things were doing, says Dave. Its a matter of progressing in
stages and determining when youre ready to take certain steps.
But youve always got to move forward.

The shot-blaster. Members that are too large to run through
it are blasted outside.
Out the door and ready to go.

The assembly shop of the Chesnee facility. The shop is one of three buildings at the Chesnee facility,
which sits on 33 acres.
Dave Steel Dave Steel
At least it was to the construction team on the Missouri River Bridge
project when their initial concrete design priced over budget at almost
$45 million. They then had to scramble for other options.
Turned out the solution was steel. After coming up with a new design,
they turned to Nucor. And we were able to help them build a
beautiful, easy to maintain and environmentally friendly bridge at less
than half the cost of concrete. Who wouldve thought.
www.nucoryamato.com
Its Our Nature.

Gateway to
Savannah
Curving, contemporary
canopies welcome visitors
to the gem of Georgia.
BY CRAIG ALEXANDER, S.E., P.E.
SAVANNAH, WITH ITS SPANISH MOSS, colonial
architecture and Southern charm, prides itself on its histo-
ry. But to provide better access to all of this, as well as serve
its growing population and increased tourism, it needed a
modern, centralized transit center.
First conceived in 1995, the Chatham Area Transit
(CAT) Downtown Intermodal Transit Center was origi-
nally slated to provide a central transfer point for bus rid-
ers, offce and retail space and a 180-car parking garage.
After considering 34 sites, a county-owned property near
the western border of Savannahs Historic District was es-
tablished as the site for the proposed hub. However, the
project was put on hold three times and withstood public
opposition from numerous groups. Finally, an alternative
site was selected with unifed public supportthe nearby
Greyhound station (also just west of the Historic Dis-
trict)and the project restarted in 2008.
Craig Alexander is a senior

structural steel engineer with Wendel
Duchscherer. You can reach him at
calexander@wendelcompanies.com.
An aerial view of the project site during construction.
Elkins Constructors
The original concept included the demolition of the exist-
ing Greyhound station. However, with input from the Historic
Savannah Foundation and Metropolitan Planning Commission,
the direction changed to retain the terminal. The design was
instead developed around the existing structure, which was
transformed from a deteriorating and unappealing facility into
an iconic entry to Savannah.
A New Pattern
While the existing Greyhound terminal, built in 1964, was in
excellent structural condition, its footprint conficted with the
desired traffc circulation pattern of the new transfer platform.
To resolve this confict, the entire northernmost bay (rear) of the
building was removed. The removed bay consisted of enclosed
building space and an integral passenger canopy constructed of
precast concrete single tees that matched the roof construction
of the rest of the building. The tees were repurposed in the con-
struction and several were attached to the steel framing of a new
canopy, which services Savannahs popular trolley system, via
new connection plates. The remaining tees were used to create
an eave along the rear of the building where the bay was removed.
Along with the rear bay, the west shear wall of the terminal
was also removed and multiple penetrations were added in the east
elevation for passenger entries, which meant the existing north-
south lateral system, comprised of CMU walls, was no longer in-
tact. Per the International Existing Building Code, the terminal was
considered a Level 3 alteration, as less than 30% of the foor and
roof space was involved in the structural alteration. This meant
the facility only needed to sustain original design loading, which
would not have included seismic loading. The north-south lateral
system was to be replaced with new concrete shear walls within the
plane of the original CMU walls. Therefore, the facility was volun-
tarily upgraded to meet current wind and seismic code-prescribed
loads for north-south loading. The east-west lateral system was left
intact as it proved adequate for current wind loading, even with
Savannahs 130-mph design wind speed.
Steel was used throughout the renovation of the terminal to fa-
cilitate the required modifcations. As the existing roof tees did not
have adequate capacity to support new rooftop mechanical equip-
ment, a steel mechanical frame (using galvanized HSS, angles and
The transfer canopy during erection.
A site plan showing the various canopies.
Shop-fabricated utility penetrations in the
steel framing.
Cogdell and Mendrala Cogdell and Mendrala

Wendel
wide-fange members) was constructed in-
dependently and isolated from the existing
structure to assure that no new loads were
transmitted to the existing lateral systems.
HSS44
3
8 members were used to shore the
existing walls where numerous penetrations
were cut to make way for new entryways.
Winning Wing
The steel wing of the transfer canopy is
the signature element of the new transit fa-
cility. The form and geometry of the canopy
posed several issues for the design team. For
starters, the site has a roughly 10-ft grade
change within the footprint of the canopy.
Another complexity was the desire for a ra-
dial column grid along the southern half of
the canopy to facilitate better sight lines to
enhance the safety and effciency of traffc
fow. With economy and constructability
in mind, the project team deemed it neces-
sary that every column be rolled to the same
radius and length (centerline radius of 22
ft, column length of nearly 35 ft, all rolled
to a nearly full 90). As such, the radial grid
was revised to an orthogonal grid. Column
bearing elevations varied to follow the grade
of the site, and column centerlines varied to
create the effect of a radial column grid.
The structural system for the canopy,
which uses W21111 for the rolled columns
and W21101 and W1461 for the longitu-
dinal girders, is especially effcient as it makes
use of the intermediate W2494 broke back
tie beam to create a rigid frame. This effec-
tively reduced the required cantilever to 15 ft
versus the 34 ft that was required if the team
had not taken advantage of the tie beam. The
reduction of cantilever length was also ben-
efcial given Savannahs location in a coastal
region with the potential for hurricanes. As
with most canopies that have minimal me-
chanical and architectural dead load, wind
loading governs the design of the structural
members. However, as the project schedule
did not allow time for scale model wind tun-
nel testing, the project team used the code-
prescribed wind loading instead.
The structures overall shape is very simi-
lar to that of the Troughed Free Roofs il-
lustrated in ASCE 7 Minimum Design Loads
for Buildings and Other Structures, with the
exception of a variable roof angle. Angles
throughout the actual roof were considered,
and the worst-case scenario was applied in
every case. The roof was also checked for ul-
timate load capacity against the requirements
of ASCE 7s Monoslope Free Roofs since
there was concern that the gap incorporated
for natural ventilation would relieve enough
IES, Inc. | 519 E Babcock St. Bozeman MT 59715
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Model courtesy of Pi-Tech, Inc.
The underside of the completed CAT transfer canopy.

The walkway canopy works in conjunction with an elevated
walkway platform to provide visual cues for motorists in order
to enhance pedestrian safety.
The trolley canopy employs reused building tees and steel framing.
The completed Greyhound canopy.
pressure for the roofs to behave as monoslope roofs. As would be
expected, the net effect of the code-prescribed wind loads created
signifcant uplift, which was countered by a series of helical piers
incorporated into the column footings.
The canopys framing system not only allowed for the desired
architectural aesthetics, but also provided exceptional functionality.
The canopy makes extensive use of daylighting, as well as natural
ventilation to increase occupant comfort throughout the various
seasons. The center portion of the roof uses polycarbonate pan-
els that allow diffused daylight to illuminate the transfer platform
while decreasing the need for lights and energy consumption (the
facility is designed to achieve LEED Gold certifcation). The out-
er portion of the canopy makes use of a long-span, 13-ft steel roof
deck, clad with standing seam zinc roofng, to shade the buses and
surrounding areas. An opening between the two roofng materials
was provided to allow for natural ventilation to evacuate vehicle
exhaust and provide a natural cooling effect.
While not immediately noticeable, the framing system also
allowed for many small details that resulted in a big difference
in the overall fnal appearance and operation of the facility. One
such detail was the provision of oversized shop-fabricated pene-
trations through the web of each curved column to conceal rout-
ing of utilities throughout the canopy. A great deal of effort was
put into coordination of the various trades to assure the open-
ings were large enough and in the right locations. Another detail
was the steel benches that cantilever from the canopy columns,
providing occupant comfort in a manner that does not create
additional obstructions for debris to collect; HSS62
5
16 with
L33 were used for the racking bracing. The project team
was concerned about the amount of abuse any such bench would
receive, but it took very little steel to create a bench that was
extremely strong (once installed, the construction manager com-
mented that he could park a dump truck on one of the benches).
As with all transit facilities, user safety is paramount. The layout
of the site created separation between the transit center and transfer
platform in a manner such that pedestrian traffc must cross the path
of bus circulation, and an elevated sidewalk with safety lighting acti-
vated by pedestrian traffc was used to act as a speed-calming device.
To further enhance safety and rider comfort, a variable-radius rolled
steel canopy (using W21111) was placed over the elevated sidewalk,
creating a dramatic visual cue for drivers to look for pedestrians.
CAP PLATE
BEARING PLATE
DRILL & EPOXY GROUT
DOWELS INTO PLACE
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A detail of the repurposed roof tees.
Atlantic Archives, Inc.

Cogdell and Mendrala
Cogdell and Mendrala Cogdell and Mendrala
Supporting Canopies
Another canopy provides shelter for four Greyhound bus
slips and a pathway for passengers into the terminal. While not
intended to be the signature element that the transfer canopy is,
this steel-framed structure contributes signifcantly to this facil-
itys architecture, using HSS1212
5
8 columns and wide-fange
roof framing to create 21-ft cantilevers with W2476 members
and moment frames in both directions. As with the transfer can-
opy, the philosophies of economy and constructability, through
member repetition, were continued throughout the design of
this canopy. All upper and lower canopy framing is typical for
each of the four slips, and the elevations of the column foot-
ings vary to follow the grade, which creates the staggered roof
profle.
A third canopy services Savannahs bustling tourism trol-
leys, a mode of transportation not often considered at transit
facilities. This canopy makes use of some of the repurposed
roof tees from the portion of the demolished terminal. The
column grid was set to match the original support points of
the tees, but new connections to the steel were created due to
concerns over the ability to reuse original embed plates after
demolition. While the structure is clad in decorative masonry
and architectural precast concrete, the presence of the steel
support structure is obvious with the exposed chevron braces
and roof support beams.
Completed in September and using 309 tons of steel in all, the
$10.5 million project welcomes visitors and commuters to the His-
toric District with style and charm worthy of Savannah.
Owner
Chatham Area Transit (CAT), Savannah, Ga.
General Contractor
Elkins Constructors, Inc., Savannah
Architect
Wendel Duchscherer, Buffalo, N.Y. (Canopies)
Cogdell and Mendrala Architects PC, Savannah (Station)
Structural Engineer
Wendel Duchscherer, Buffalo, N.Y.
Steel Team
Steel Fabricator
Trinity Fabricators, Inc., Green Cove Springs, Fla., (AISC
Member/AISC Certied Fabricator)
Steel Detailer
International Design Services, St. Louis (AISC Member)
TA
TPB
VARIES
2
2
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0
"
SHOP FABRICATED
WEB OPENINGS
HELICAL FOUNDATION SYSTEM
W21
W14
W21
W21
W21
W14
W21
W21
HELICAL FOUNDATION
SYSTEM
VARIES
SHOP
FABRICATED
WEB OPENINGS
2
2
The Chatham Area Transit Downtown Intermodal Transit Center uses 309 tons of new structural steel throughout all of the canopies.
Frame elevation
of the transfer
canopy.
Photos this page: Atlantic Archives, Inc.
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Decision: Delta
A new bridge resurrects an uncommon design
to span the Shenandoah River.
BY JASON A. FULLER, P.E., AND MATTHEWA. BUNNER, P.E.
JUST AN HOURS DRIVE west from
Washington, D.C., the new Shenandoah
River Bridge stands in aesthetic harmo-
ny with its surroundings.
The project exists within a unique
ecosystem where the scenic Shenandoah
River valley boasts steeply rising wood-
ed mountains, a diverse wildlife habitat,
rolling farmland and quaint, historic
towns. Not surprisingly, the region has
evolved into a desirable getaway from
the frenzy of urban life.
With the subsequent increase in
traffc, the West Virginia Department of
TransportationDivision of Highways
Jason A. Fuller (jason.fuller@
hdrinc.com) is an associate
vice president and national
program lead for Construction
Engineering with HDR and
served as the project manager
for the Shenandoah River
Bridge. Matthew A. Bunner
(matt.bunner@hdrinc.com)
is a vice president and Bridge
Section Manager at HDR and
served as the lead bridge
engineer for the project.
(WVDOT) determined that the winding two-lane road that
carried West Virginia Route 9 (WV9) through the valley was
no longer suffcient. In September 2009, it revealed the design
for a new alignment: a four-lane divided highway using a
bridge over the Shenandoah River. At the crossing location,
the proposed grade was nearly 200 ft above the river, and the
overall bridge length would be nearly 1,800 ft. While there are
no navigation requirements for the river, the environmental
constraints for the project and the relatively high cost of
substructure units located in the valley dictated that the main
span be approximately 600 ft in length. To accommodate these
constraints, a three-span continuous deck truss confguration
(400 ft 600 ft 400 ft) with short plate-girder approach units
was initially selected during the design phase.
In early October 2009, WVDOT modifed the procurement
from design-bid-build to design-build and instructed contractors that
they could bid the as-designed truss or develop and bid a different
structure type, providing they addressed the following criteria:
The chosen substructure locations for the deck truss
bridge generally must be used, with very limited latitude.
The established horizontal and vertical alignment could
not be changed.
Alternatives that required increased amounts of
disturbance to the gorge slopes would not be considered.
The use of a causeway or cofferdams, other than as
shown on the plans for the as-designed bridge and/or in
the Section 404 (of the Clean Water Act) Permit, would
require re-permitting.
The design must comply with all previously established
environmental commitments.
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The Shenandoah River Bridge uses 6,325 tons of structural steel.
Various stages of the steel erection.
elevation (there was no requirement for navigational clearance).
The delta frame design produced 110 psf of structural steel,
which was slightly above the original truss weight but facili-
tated signifcant fabrication cost savings (the structural steel
cost was only about $1.65/lb including erection, which was ap-
proximately $0.75/lb less expensive than what was anticipated
for the truss). These fabrication cost savings, along with other
cost-effective options, offered a total savings of about $8 mil-
lion (20%) compared to the next low bidder, and more than
$13.5 million (33%) when compared to the two bidders that
proposed a segmental concrete option.
The fnal steel superstructure of the new bridge consists of
a fve-girder, four-substringer system supported by fve lines of
delta legsone for each girder. Each individual leg covers a
vertical distance of 150 ft and a horizontal distance of 150 ft,
creating a girder span of 300 ft between the delta legs. The span
lengths between the abutments and piers adhere to the original
confguration: 400 ft 600 ft 400 ft.
Relatively few rigid steel frames of this type have been construct-
ed over the past few decades, and the singular nature of the bridge
design meant there were no directly applicable design codes for por-
tions of the structure. In some cases, such as in the design of the slant
legs, the team had to establish design criteria and perform tailored
design checks based on an interpretation of the code provisions and
the use of other technical research that was available.
Putting it All Together
The Shenandoah River Bridges distinctive design demanded
unique procedures for erecting the legs and tall temporary
works and to accommodate the small site footprint, fuctuating
river levels and other challenging site conditions. Modeling and
analysis of the staged bridge erection developed as an extension of
the fnal design. The team modifed the non-composite detailed
model used for analyzing the completely assembled steel framing
to perform the staged erection analysis. Falsework towers,
Following concept approval, structural engineer HDR
Engineering developed a delta frame design that delivered
signifcant savings compared to proposals for more traditional
designs and also resurrected a tried-and-true form that had
been largely forgotten since the 1970s.
A New Look at an Old Design
HDR and general contractor Trumbull Corporation per-
formed preliminary design and pricing on both concrete and
steel options, and found that the anticipated construction costs
for the concrete option were much greater; further evaluation
focused solely on the steel alternatives. It was understood that
deck confguration and cost would be similar for all of the pro-
posed bridge schemes; therefore, the difference in cost would
primarily be driven by the amount of steel, unit cost of fabrica-
tion and erection cost.
Based on a database of past projects, the team believed that a
steel plate girder option with span lengths similar to the origi-
nally proposed truss confguration (400 ft 600 ft 400 ft) would
result in approximately 145 lb. per sq. ft (psf) of structural steel,
or approximately 50% more steel than the truss confguration,
which would have been around 100 psf. From a superstructure
perspective, the overall length of the delta frame unit would have
been ideal for a traditional fve-span steel plate girder unit with
span lengths of 250 ft 300 ft 300 ft 300 ft 250 ft. Such
a scheme would likely result in only 60 psf of structural steel;
however, the design constraints did not allow for additional piers.
While investigating the possible plate-girder arrangements, the
team determined that the ideal fve-span plate girder option actually
could be achieved if supports for the girders were provided 150 ft
to either side of the as-designed river pier locations. The supports,
envisioned to be steel slant legs at each girder line, could be inclined
and meet at the existing river pier locations. With 200 ft of vertical
space from the profle grade to the river, the supports could be in-
clined as much as 45 and still remain above the required river food
The superstructure consists of a five-girder, four-substringer system supported by five lines of delta legsone for each girder.
tensioned stays and temporary supports were added to the model.

All elements of the modular truss falsework tower sections were
included in the model as beam elements to facilitate design of
the tower elements for all global and local effects. Stays were
modeled as tension-only cable elements, and springs were used
to model the connection (jacks) of cross girders to structural steel
girders or legs. The vertical connection of the cross girder to
structural steel was modeled with compression-only springs.
Pre-deck... ...and post-deck.
The project team implemented a geometric nonlinear analy-
sis to evaluate the structure, including falsework, piece-by-piece
with load tracking. The structure was modeled in 77 stages,
where a stage is defned as the amount of work that could be
completed during a shift or between any appreciable wind or
thermal event. Each stage was then separated into individual
steps. A new step was specifed each time the lifting crane was
released and a new piece was placed. A total of 207 individual
steps were further defned in the model.
Many of the benefts of the delta frame scheme were realized not
during design but rather during construction. For example, a com-
pleted delta frame (two legs and girder between) for one or more
girder lines provided a signifcant amount of bracing to the tem-
porary towers. After closing a delta frame, the structural steel also
transferred a large portion of dead, wind and thermal loads during
construction to the supports. Even prior to the formation of a delta,
attaching multiple lower leg pieces to the falsework cross girder
and lower knuckle (and river pier) provided signifcant rigidity to
the temporary structural system. The participation of the structural
steel as a temporary support helped reduce the size of temporary
works and created a stable, stiff system prior to completion.
Additionally, due to structure symmetry about both the lon-
gitudinal and the transverse centerlines, four similar quadrants
were built. With each section that went up, including tempo-
rary works, the crew gained experience that improved produc-
tion rates for subsequent sections.
Natural Challenges
As majestic as the Shenandoah River valley is, the topog-
raphy of the bridges location posed signifcant site access and
staging restrictions. An access road with multiple switchbacks, a
temporary bridge to span a hydroelectric raceway and a cause-
way spanning the full width of the river, with pipes to accom-
modate fow, were all required, and steel had to be delivered on
demand to accommodate the lack of on-site storage capacity.
Nature itself presented more than its fair share of challenges,
as well. During the early stages of erection, in August 2011, a
5.8 magnitude earthquake occurred less than 100 miles from
the site. Between 2010 and 2011, the Shenandoah River also
experienced four of the top 50 highest watermarks of the last
140 years. Winds exceeding 50 mph were commonly seen dur-
ing thunderstorms, and the occasional hurricane brought gusts
exceeding 70 mph. Through all of these challenges, the tempo-
rary works and partially completed bridge proved to be sound.
The team delivered the new Shenandoah River Bridge on
time and within the original design budget. Construction began
in late 2010, with steel erection from September 2011 to Au-
gust 2012, and was completed and opened to traffc in November
2012. WVDOTs willingness to use the design-build process
and consider and embrace the delta frame designwas para-
mount to the projects success. The bridge demonstrates steels
ability to not only be competitive, but notably more effcient and
cost-effective in a span range that many believed wasnt possible
in todays market. By taking advantage of all of the benefts of
a structural steel package, this signifcant structure, which used
6,325 tons of weathering steel, was delivered at a relatively mod-
est (for bridges with a 600-ft main span) $285-per-sq.-ft price
tag, including design and construction inspection costsand
provides a crossing worthy of its spectacular surroundings.
Owner
West Virginia Department of Transportation Division of
Highways
General Contractor
Trumbull Corporation, Pittsburgh
Structural Engineer
HDR Engineering, Weirton, W.V.
Steel Detailer
Tensor Engineering, Indian Harbour Beach, Fla.
(AISC Member/NSBA Member)
The structure was modeled in 77 stages, each defined as the

amount of work that could be completed during a shift or
between any appreciable wind or thermal event.
The four-lane bridge is part of a new alignment for
WV9, which formerly accessed the valley via a winding,
two-lane road.
Metro
Toronto
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Centre
TORONTO
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a
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a
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MARCH
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WORLD STEEL
BRIDGE SYMPOSIUM
3,700 design and construction professionals
100+ educational seminars 200+ exhibitors
To view the advance program, visit www.steelbridges.org
The Premier Event for
EVERYONE INVOLVED
IN THE DESIGN AND CONSTRUCTION
of Steel-Framed Bridges and Buildings
Including NASCC: THE STEEL CONFERENCE,
the Technology in Steel Construction Conference, and the Annual Stability Conference.
Registration now open!
Registration starts at $300 and increases $10 each week.
IABSE
Up and Running
in No Time
A Tulsa highway bridge sustains
major damage after taking a hit from a truck
and is back in business in just two weeks.
THE OKLAHOMA Department of Transportation (ODOT)
knew that the eastbound Interstate 244 bridge over Charles
Page Boulevard in Tulsa, Okla., would require some attention
on October 15, 2012.
It just didnt realize how much.
That morning, the bridge went through a fnal inspection
for a bridge painting project. A few hours later, a truck, whose
bed was raised, slammed into it, damaging one of the girders.
While the bridge absorbed a massive impact, it did not col-
lapse. Still, bridge and the road beneath needed to be closed
immediately.
This section of I-244 is part of the Inner Dispersal Loop,
a vital transportation link for business, commuting and travel
around downtown, and Charles Page Boulevard is a major
east-west connection in and out of downtown. Additionally,
the 948-ft-long continuous-span plate-girder bridge also
crosses two other city streets and two rail lines. Further com-
plicating matters was that at the time of the accident, this
portion of I-244 was itself serving as a detour for two nearby
highway construction projects. As such, more than 80,000 ve-
hicles were left scrambling for an alternate route.
With the truck still wedged under the bridge, engineers
were able to get their frst look at the damage. Not only was
a plate girder rolled up and the web stiffeners crumpled, but
O
D
O
T
Geoff Weisenberger
(weisenberger@aisc.org) is
MSCs senior editor. Kenna
Carmon (kcarmon@odot.org)
of the Oklahoma Department
of Transporation contributed
to this article.
the impact also caused the concrete deck
to separate from the plate girder by several
inches over a length of 80 ft. Their evalu-
ation also involved checking the structural
integrity of the bridge to see if it could con-
tinue to support itself once the vehicle was
removed.
While it was determined the vehicle
could be cleared from the scene without
the bridge collapsing, the eastbound I-244
lanes above and Charles Page Boulevard
would need to be closed until repairs could
be made, and temporary steel shoring was
put in place under the bridge for safety
purposes. This meant traffc on already
narrowed detour routes on the loop would
have to reroute and squeeze together even
more, resulting in signifcant delays.
ODOT quickly began developing plans
to replace the damaged girder and concrete
deck. Repairs of this magnitude typically
take months to design and for materials
to be acquired and fabricated. But realiz-
ing the tremendous impact on traffc, all
work was expedited and engineering plans
and agreements with the contractor, Man-
hattan Road and Bridge, were underway
within the week. Communication played
a key role in making the project happen
as quickly as possible, and major emphasis
was placed on the need for quick responses
to and reviews of the recommendations,
shop drawings and contract language as
well as determining concise deadlines to
begin and complete the work. An aggres-
sive schedule was developed to have the
repairs complete before the Thanksgiving
holiday, with a $20,000 incentive/disincen-
tive in place.
Manhattan Road Bridge worked with
fabricator W&W/AFCO Steel to fabricate
and ship a new section within ten days of the
The damage to the girder section just
after the vehicle hit.
The contractor field spliced the
replacement girder to the existing
girder, which only needed a finish coat
to restore the structure to pristine
condition.
Repairs were completed within 15
days of the crash and 20 days ahead of
schedule.
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W&W/AFCO Steel fabricated, prime painted and delivered a 61-ft replacement
girder within 10 days.
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bridge hit. Repairs were completed by
October 30th, only two weeks after
the crash, and the roadway was able
to open to traffc more than 20 days
ahead of schedule.
Owner and Structural Engineer
Oklahoma Department of
Transportation
General Contractor
Manhattan Road and Bridge,
Tulsa, Okla.
Steel Fabricator
W&W/AFCO Steel, Little
Rock, Ark. (AISC Member/
NSBA Member/AISC Certied
Fabricator)
A shop drawing of the
replacement girder.
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In(to) the
Loop
BY JIM TALBOT
CHICAGO'S WASHINGTON BOULEVARD BRIDGE, which crosses the
South Branch of the Chicago River, was the frst bascule bridge to make use
of innovative design improvements patented by Chicago bridge engineer
Alexander Von Babo. It turned 100 on May 26, making it the oldest of Chi-
cago's Loop bridges that still move.
About 700 people attended the centennial celebration, taking advantage
of a free day at the McCormick Bridgehouse and Chicago River Museum
and also taking home commemorative magnets. A nearby bridge of similar
design, the Chicago Avenue Bridge, may soon suffer demolition and replace-
ment. If so, the Washington Boulevard Bridges preservation becomes that
much more important.
Innovative Engineering
Von Babo immigrated to the United States from Germany in 1886. In
1911 he secured his patent that led to what's known as the second gen-
eration of Chicago's trunnion bascule bridges, during which he and others
with the Chicago Bureau of Engineers greatly improved bascule trunnions
(the fulcrums that balance the movable bridge leaf with its counterweight).
Bascule counterweights (bascule derives from the French term for seesaw
or balance) dramatically reduce the energy needed to raise and lower the
bridge leaves.
The oldest of the Chicago Loops working
bridges paved the way for a new generation of
bridges for the city, and is the frst to turn 100.
Our nations rich past was built on immovable
determination and innovation that found a highly
visible expression in the construction of steel
bridges. The Steel Centurions series offers a
testament to notable accomplishments of prior
generations and celebrates the durability and
strength of steel by showcasing bridges more than
100 years old that are still in service today.
STEEL CENTURIONS
SPANNING 100 YEARS
ST
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During its frst full year of operation, in 1914, the bridge opened
3,773 times. Today it's raised about 40 times a year for sailboat runs
to and from Lake Michigan, and about 14,000 vehicles and 9,500
pedestrians still cross it every day.
Innovative Construction
Back in 1869, long before the bridge was conceived, the city
built a tunnel under the river at what would become the site of
Jim Talbot is a freelance technical writer
living in Ambler, Pa. You can reach him
at james.e.talbot@gmail.com.
Bridge photos are courtesy of
www.historicbridges.org and its
author/photographer/webmaster
Nathan Holth (nathan@
historicbridges.org). Holth is also the
author of Chicagos Bridges, which
includes photography and discussion
of Chicago's movable bridges, including
the Washington Boulevard Bridge.
These improvements made the fxed trunnion bascule

bridges more economical than earlier designsand also
greatly changed their appearance. The new designs repre-
sented the transition from the lighter-weight and less stream-
lined designs toward the smoother and more massive designs.
A key feature of the new design was the location of
the bascule's rack and pinion. In the frst generation Chi-
cago bascules, the location was outside of the truss, which
proved to be a design limitation; moving the rack and pin-
ion to the inside of the truss solved this problem. So, city
engineers began making use of the new design throughout
most of the remaining history of bascule bridge construc-
tion in Chicago, and the new design was so successful that
it achieved national attention and infuence.
Technically, the bridge is a trunnion bascule, double-
leaf, Pratt pony truss. The term "pony" means the super-
structure contains no top cross-bracingso the bridge
has no height restrictions. A Pratt truss includes vertical
members with diagonals that slope downwards toward the
center vertical. The span between trunnion centers of the
Washington Boulevard Bridge runs 197 ft, and the total
structure length is 303 ft. The bridge deck is 36 ft wide and
provides 21 ft of clearance above the water.
A magnet commemorating 100 years of service by the Washington Boulevard Bridge.
A Pratt truss has diagonals that slope toward the center vertical. Pony trusses have
no top bracing.
Several bridges preceded the Washington Boulevard Bridge at the same site,
as did a tunnel.
Bascule bridges employ counterweights to minimize the energy needed to lift
the bridge leaves.
courtesy of CDOT division

of engineering
Washington Boulevard crossing. The
tunnel served wagon and pedestrian traffc,
and it even provided an escape path during
the Great Chicago Fire of 1871 (residents
could avoid the burning bridges). Later
the city converted the tunnel for cable and
street car systems.
The frst bridge to cross the river at
this point was an 1875 iron swing bridge.
In 1891, the city removed that bridge and
relocated a swing bridge from nearby Mad-
ison Street to the site. This swing bridge
was dismantled in 1907 to make way for the
lowering of the tunnel by 9 ft (larger vessels
were striking its roof) and for the construc-
tion of the new bridge.
The city closed the tunnel in 1953,
but substructure construction for the new
Washington Boulevard Bridge still had to
deal with it. Work began on the substruc-
ture in August of 1911 and was completed
in about a year. The contractor, Fitzsim-
mons and Connell Dredge and Dock Co.,
frst sank concrete cylinders on either side
of the tunnel. Then workers essentially
built a concrete box atop the cylinders,
reinforced with steel trusses, and the con-
crete box straddled the tunnel without put-
ting any load on its roof (these foundation
design techniques were later used in simi-
lar bridge projects). Work on the super-
structure by the Strobel Steel Company
began in June of 1912. Workers lowered
both leaves into position simultaneously
in March of 1913, and pavement and side-
walks followed.
The Washington Boulevard Bridge was
the frst of Chicago's movable bridges to
add aesthetic touches and upgraded mate-
rials for the bridge houses, abutment walls,
railings and lighting. Its bridge houses, for
example, boasted more ornamentation as
well as cladding of molded copper sheet-
ing. These aesthetic touches added about
$14,000 to the total $238,000 cost of the
bridge. Today, based on original plans, the
bridge is missing decorative fnials that
were mounted on top of the trusses at
various panel points, but the overall look
remains the same 100 years later.
Credit for the longevity of Washing-
ton Boulevard Bridge and the rest of Chi-
cago's movable bridges goes to the Chicago
Department of Transportation crews that
operate and maintain them. CDOT con-
ducts biannual inspections, annual power
washing and painting at least once every
10 years. This bridge is now eligible for the
National Register of Historic Places.
FEBRUARY 9 13

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Best of
Both Worlds
The design-build team gets the foor-to-foor height
it wants using the framing system it wants, thanks to an innovative hybrid deck system.
BY PATRICK W. FORD, P.E., AND BRETT BUNKE
EVANSTON HAS grown up.
Over the last several years, the Chicago suburb (home to
Northwestern University) has been gradually flling its down-
town core with modern multi-story residential buildings, a sharp
contrast to its multitudes of large, historic single-family homes.
One of the newest additions to the area is 1717 Ridge, an
eight-story, 175-unit luxury apartment building above two levels
of sub-grade parking. The site was originally intended for Phases 3
and 4 of a previous condominium complex that was subsequently
acquired by Focus Development and Atlantic Realty. The steel-
framed building is approximately 251,000 sq. ft, with a footprint
of approximately 24,500 sq. ft. In addition to the main apartment
building, a one-story steel and glass amenity pavilion is construct-
ed over the existing Phase 1 parking garage and contains a ftness
center and terrace lounge. A new outdoor pool is located next to
the amenity pavilion as part of an elevated terrace that was origi-
nally to be built for the Phase 1 and 2 buildings of the complex.
Integration and Support
First, its important to note that this is not a typical project,
due to the choice to reuse sitework from the previous project
plan. As a result, two signifcant challenges of the project were
1) integrating the east column line of the building with the col-
umn line of the existing parking garage and elevated terrace
and 2) supporting the amenity pavilion at a portion of the same
level originally designed for only residential loads.
Since the original columns and foundation at the junction
of the new construction were fairly robust, instead of building
a new column line adjacent to the existing parking garage grid
line the new building shares the same grid. This resulted in some
transfer beams and a few column reinforcements in the existing
garage, but also signifcantly less work and material than adding
all new supports. Bracing of the transfer beams and reinforce-
ment of the columns became a critical aspect of the design, espe-
cially after dimensional offsets were discovered in the locations
of the new transfer loads from the existing grid lines.
The amenities pavilion area had to be reinforced beneath the
existing precast hollow-core plank on steel beams. The original
hollow-core plank had enough extra load capacity to carry the
heavier amenity terrace loads, and the columns had signifcant
extra load capacity since they had initially been designed for an
additional eight residential stories above. However, the steel
beams had been designed for only residential live loads and had
to be reinforced for the heavier live loads, as well as some small
transfer loads from the amenity pavilion frame itself.
For the main framing of the new building, several
structural systems were investigated based on an aggressive
construction schedule, tight project budget, restricted site
and strict limitations on the building height. The design team
considered several systems: cast-in-place concrete; precast
concrete beams, columns and hollow-core
foors; and traditional steel framing with
open-web steel joists foors.
Based on the preliminary estimates, cast-
in-place concrete proved to be too expen-
sive and time-consuming for the construc-
tion schedule and would have required
increased sizes in the foundationsnot to
mention created a signifcant foundation is-
sue at the shared column lines. An entirely
precast concrete solution presented similar
load issues, along with more structural dif-
fculties with connections and tie-ins to the
existing steel grid. An open-web steel joist
system was the lightest and overall most
economical choice, but with the strict over-
all height and clear ceiling limits it would
have resulted in fewer apartment foors and
less rentable square footage.
Patrick W. Ford (pat@
matsenford.com) is
president/principal of
Matsen Ford Design
Associates, Inc. Brett
Bunke (bbunke@
boothhansen.com) is
an associate principal
with Booth Hansen.
1717 Ridge is an eight-story, 175-unit,
250,000-sq.-ft luxury apartment building.
The flooring system allowed for the
desired number of stories.
Booth Hansen
Booth Hansen
A New Solution
Still, given the advantages of the steel
system, the design team was determined to
fnd a way to make it work and looked into
alternative fooring systems, eventually de-
ciding to use the Girder-Slab system. This
system is a steel and precast hybrid using
precast hollow core slabs with an integral
steel girder to form a monolithic structural
slab assembly. The relatively lightweight as-
sembly develops composite action, enabling
it to support ordinary live loads at moderate
spans, mimicking a fat-plate concrete de-
sign in several critical aspects. Applications
include foor and roof slabs, which are sup-
ported by a steel column frame that resists
all gravity and lateral loads. Wide-fange
beams are typically used at spandrels, shafts
and other conditions.
For 1717 Ridge, the system offered sim-
pler design and detailing of the steel grid
connections to the existing steel structure,
cost advantages versus the cast-in-place
option (in the range of $5 per sq. ft) and
an overall weight closer to the lighter bar
joist assemblyand it allowed for 10-ft
story heights with 9-ft fnished ceilings
in the apartment units, thus negating the
original concern about fewer foors. The
design team ended up using the system at
the above-grade levels, with conventional
steel post-and-beam framing supporting
precast plank at the parking and frst levels.
A special steel beam is used as an interior
girder supporting the precast slab on its bot-
tom fange. The beam is cut from a donor
wide-fange into the shape of a WT section,
except for its castellated web, and a heavy
rectangular bar is welded back onto the high
points of the castellation to create a replace-
ment top fange. The web and top fange are
concealed within the plane of the precast slab.
The whole system consists of the interior
girder (known as an open-web dissymmetric
beam or D-Beam) and prestressed hollow-
core concrete slabs, connected across girders
by cementitious grout with short lengths of
reinforcing bar placed in the opposing cores
at regular spacing. Grouting is done after
slabs are set in place, at the same time as the
hollow core keyway grouting is done, and the
grout fows through the D-Beam web open-
ings into the precast cores. There are two
basic D-Beam girder sections available for
use with 8-in. precast slabs. The DB-8 is used
Steel framing for the first floor, including
the D-beams.
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The interior of a residential unit, with
exposed steel framing.
for typical assemblies while the DB-9 is used
for 2-in. concrete-topped assemblies. 1717
Ridge used DB-8s throughout.
The D-Beams themselves (prior to
grouting) can typically carry the plank dead
loads for span lengths of 18 ft to 19 ft, often
limited by pre-composite dead load capac-
ity. The difference with the bay size is made
up with a column tree, which is an engi-
neered WT bracket, modifed as required
and cantilevered off the column several
feet to a feld bolted splice connection to
the D-Beam. The columns are subject to
an increased moment due to this confgu-
ration and must be checked for live loads
in alternating bays, which in some cases
would cause the worst case bending and
axial interaction. On 1717 Ridge, it was
estimated that the columns increased only
one weight per standard depth over an or-
dinary concentrically loaded condition.
Lessons Learned
As this was our frst experience with the
Girder-slab system, we made several obser-
vations. The D-beams are often made to
identical designations on the project regard-
less of specifc strength requirements. This
is based on ease of fabrication and economy
of donor sections (two D-beams are cut
from each wide-fange donor beam). Shor-
ing requirements and pre-camber of the D-
beams should be carefully checked for the
typical bridge beam conditions. Measured
dead load defections at cases with shear
plate connections are very close to calcu-
lated defections, as opposed to end plate
connected beams or conventional framing
sections, and pre-cambering of the sections
is easily done in the fabrication shop.
Also, column tree sections are more
radically affected by the applied eccentric
moments of the system, and weldments of
the modifed WTs can be a signifcant fab-
rication undertaking. Non-composite dead
load limitations are often critical to the de-
sign, especially for the decision of shoring
or not shoring. For example, the composite
section can be nearly twice the strength and
over twice the stiffness of the D-beam itself.
Thanks to our decision to employ what
was a new deck system for us, we were able
achieve the desired story heights and design
the building with a structural steel frame.
Owner and Developer
Focus Development, Inc.,
Northeld, Ill.
General Contractor
Focus Construction, Northeld, Ill.
Architect
Booth Hansen, Chicago
Structural Engineer
Matsen Ford Design Associates, Inc.,
Waukesha, Wisc.
Booth Hansen
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BUCKLI NG REST RAI NED BRACES
A New
Guide for Stainless
AISC Design Guide 27: Structural
Stainless Steel provides the frst-ever
U.S specifcation for stainless steel in
structural applications.
BY NANCY BADDOO
Schubert Club Band Shell, St. Paul, Minnesota.
Stainless steel framing in a nuclear power plant.
Nancy Baddoo
(n.baddoo@steel-sci.com)
is associate director of the
Steel Construction Institute
in the United Kingdom.
SINCE ITS DISCOVERY 100 years ago, stainless steel is be-
ing used increasingly in construction for applications that can
beneft from intrinsic durability, attractive appearance, strength,
ductility, low maintenance requirements and formability.
It is typically used in aggressive environments such as those
exposed to salt water, de-icing salts or heavy pollution. Applica-
tions run the gamut from industrial structures like platforms,
barriers and gates to equipment supports for the food and bev-
erage, water treatment, pulp and paper, nuclear, biomass, chemi-
cal and pharmaceutical industries to building and infrastructure
applications like glass curtain wall supports, roofs, canopies,
seismic components, security barriers, bridge elements and
components in diffcult-to-access areas.
While structural stainless steel is considerably more expen-
sive than equivalent carbon steel products, the additional cost
is partially offset by savings associated with eliminating cor-
rosion-resistant coatings and reducing section size by taking
advantage of the relatively high strength of duplex stainless
structural steel (yield stress is 65 ksi or 450 MPa). In addition,
removing the need for coating maintenance or component
replacement due to corrosion can lead to signifcant main-
tenance cost savings over the lifetime of the structurenot
to mention savings in the indirect costs of maintenance, such
as loss of production due to facility shutdown, environmental
impacts and transportation disruption.
And, the nonlinear yielding and strain-hardening charac-
teristics of stainless steels mean that conventional carbon steel
design rules, based on observing the limit of elastic deforma-
tion, do not apply; the elastic limit of stainless steel is not
sharply defned as it strain-hardens rather than yields with the
onset of plastic deformation. Therefore, when using stainless
steel in structural applications, lower local buckling limits and
member buckling curves apply, and slightly greater defec-
tions are expected for beams.
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Stateside Stainless
Although SEI/ASCE 8 Specifcation for the Design of Stain-
less Steel Cold-Formed Structural Members has been available for
many years, until recently there was no U.S. design specifcation
covering hot-rolled and welded stainless steel. This has been
a major obstacle to the wider use of stainless steel structures,
since designers have either needed to work from frst principles
or use carbon steel rules, sometimes applying an arbitrary ad-
ditional safety factor.
But in 2009, work started on the development of an AISC
design guide for structural stainless steel, supported by the U.S.
stainless steel industry and associated market development
associations: Design Guide 27: Structural Stainless Steel. Now
available, the guide was written so that designers who are
familiar with ANSI/AISC 360-10 Specifcation for Structural
Steel Buildings would be able to use it without diffculty.
Where stainless steel behaves in a similar way to carbon steel,
Design Guide 27 simply refers to the relevant section in AISC
360. Where the guidance in the AISC Specifcation would be
unconservative or unduly conservative when applied to stainless
steel, specifc rules for stainless steel have been presented in
a format as close as possible to the equivalent expressions in
AISC 360 for carbon steel.
Design Guide 27 gives detailed guidance on material proper-
ties, grade selection, specifcation, durability, fatigue, fabrication
and erection. Design rules for members and connections (bolted
and welded) are given at ambient temperatures and in fre, and
six design examples illustrate the application of the design rules.
These rules are intended for primary and secondary structural
components made from hot-rolled and welded sections (I-sections,
channels, T-sections, angles and round, square and rectangular
hollow structural sections) with thickness 0.125 in. (3 mm) and
greater. The guide specifcally covers the popular austenitic grades
304/304L and 316/316L and the standard and lean duplex grades.
Guidance is also included on the use of certain precipitation hard-
ening grades for tension members, fxings and fasteners (these
stainless steels are useful when very high strengths are needed).
Not surprisingly, the scope of the design rules is more limited than
the scope of AISC 360; they cover commonly encountered struc-
tural shapes and load scenarios, but not every scenario in AISC 360.
Stainless steel columns at Cornell Universitys College

of Agriculture and Life Sciences.
A stainless steel sign support in Tampa, Fla.
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As well as nonlinearity, the stress-
strain characteristics of stainless steels
also display non-symmetry of tensile
and compressive behaviour and anisot-
ropy (differences in behaviour of cou-
pons aligned parallel and transverse to
the rolling direction). In general, anisot-
ropy and non-symmetry increase with
cold work and so are more signifcant
in the design of lighter gauge heavily
worked sections, which are covered by
SEI/ASCE 8. The structural sections
covered by Design Guide 27 are not
made from heavily cold worked materi-
al, so the differences in the stress-strain
behaviour due to non-symmetry and
anisotropy are not large; the nonlinear-
ity has a more signifcant effect.
The following procedure was fol-
lowed for deriving the design rules for
stainless steel in Design Guide 27:
1. Compare the rules for carbon
steel in AISC 360 against all
available stainless steel test data
on members and connections.
2. Modify the AISC 360 carbon steel
rules to suit the stainless steel data,
where necessary.
3. Calculate the stainless steel resistance
factors to use with the recommended
stainless steel design rules.
Eurocode 3: Part 1.4 (Design of Steel
Structures, Supplementary Rules for Stain-
less Steels) is the only other design standard
available in the English language covering
hot-rolled and welded structural stainless
steels, and its design rules were taken into
account throughout the process of deriving
the rules for the new guide.
Below are a few examples of how the
new guide differentiates between carbon
and stainless steel:
Resistance/safety factors. The resis-
tance and safety factors were calculated in
accordance with the AISC protocol for as-
sessing the reliability of a structure, with a
target reliability index for members of =
2.6 and for connections = 4.0. Values for
the factors were derived for each expres-
sion in Design Guide 27, using an exten-
sive database of test results. In general, the
reliability analysis showed that the AISC
carbon steel resistance/safety factors could
be safely used with the AISC stainless steel
design curves, except for round HSS in
compression and fllet welds, where lower
factors are given for stainless steel. Full de-
tails of the reliability analysis are given in
Appendix B to the guide.
Classifcation of sections for local
buckling. The limiting width-to-thickness
ratios for stainless steel given in Design
Guide 27 were derived by calibration against
experimental data. They are either the same
or more conservative than those for carbon
steel, primarily due to the nonlinear stress-
strain characteristics of stainless steel.
Members in compression. Using test
data for calibration, an AISC stainless steel
buckling curve was derived that retained
the format of the AISC carbon steel buck-
ling expression but contained modifed
coeffcients. This is a different approach to
that taken in SEI/ASCE 8, which takes the
nonlinear stress-strain curve of stainless
steel into account by replacing the initial
elastic modulus with the tangent modulus
corresponding to the buckling stress; this
involves an iterative design procedure. For
Design Guide 27, as with the Eurocode, it
was considered preferable to have an ex-
plicit design solution as opposed to one
requiring an iterative solution.
The AISC stainless steel buckling curve
is shown in Figure 1, with the experimental
SEISMIC PROTECTION
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Sponsoring Stainless
The preparation of AISC Design
Guide 27 was sponsored by the
following entities:
Specialty Steel Industry of North
America (SSINA)
Stainless Structurals, LLC
International Molybdenum
Association (IMOA)
Nickel Institute
Outokumpu
Stalatube
International Chromium
Development Association (ICDA)
International Stainless Steel
Forum (ISSF)
Steel Institute of New York (SINY)
1.4
1.2
1.0
0.8
0.6
0.4
0.2
0.0
0 0.5 1 1.5 2 2.5 3
Austenitic Test Results Duplex Test Results
EC3 SS AISC CS AISC SS
B
u
c
k
l
i
n
g

R
e
d
u
c
t
i
o
n

F
a
c
t
o
r
Non dimensional slenderness
Figure 1. Flexural buckling curves, plot-
ted with stainless steel experimental
results.
data used in the calibration. The fgure also
shows the equivalent expression for car-
bon steel, as given in AISC 360 Eq. E3-1
to E3-4 and the Eurocode stainless steel
buckling curve for welded open sections,
buckling about the minor axis.
Members in bending. The strength
expressions for carbon steel in AISC 360
for yielding and fange local buckling were
shown to apply to stainless steel providing
the stainless steel values of
p
and
r
are
used (as given in Table 3-1 and 3-2 of the
guide). For rectangular HSS, the AISC 360
expressions for fange and web local buck-
ling were not given in terms of
p
and
r
,
and therefore some coeffcients required
modifcation to suit the slightly different
behaviour of stainless steel. It was also nec-
essary to modify the AISC expressions for
lateral torsional buckling in order to gener-
ate a lower design curve, closer to the stain-
less steel test data.
Shifting toward Sustainability
Although stainless steel is considerably
more expensive than carbon steel, savings
in maintenance, downtime and replacement
costs over the lifetime of the structure can
outweigh these higher initial material costs
and offer an economic alternative in certain
structural applications. In addition, the shift
toward more sustainable development is
also opening up new opportunities for stain-
less steel, demonstrating that it has a unique
and long-term contribution to make in ful-
flling human needs while maintaining the
quality of the natural environment.
AISC Design Guide 27: Structural Stainless
Steel is available at www.aisc.org/designguides.
Stainless steel beams at Thames Gateway Water Treatment Works.
Stainless steel HSS used for the entrance canopy in Seven World Trade Center.
The cable net wall incorporates tensioned high-strength stainless steel cables to
support the faade.
C
a
t
h
e
r
i
n
e

H
o
u
s
k
a
I
n
t
e
r
s
e
r
v
e
Figure 1. Flexural buckling curves, plotted with stainless steel experimental results.

news
People and Firms
The American Galvanizers
Association (AGA) is seeking
the best hot-dip galvanized
steel projects of 2013. The 2014
call for entries is extended to
any party involved with an after-
fabrication hot-dip galvanized
steel project completed in
2013. Each year, the Excellence
in Hot-Dip Galvanizing Awards
recognizes the special skill
and efforts of gal vani zers,
f a br i c a t or s , a r c h i t e c t s ,
engineers, contractors and all
other parties in their use of hot-
dip galvanizing in an innovative,
ideal, creative, monumental or
otherwise impressive fashion. All
projects must be submitted at
www.galvanizeit.org/project-
gallery/submit. Projects must
be submitted by December
31, 2013, and winners will be
announced at the AGAs Annual
Conference in March 2014.
Davi d J. Gal ey, P.E., has
joined the Minneapolis office
of architecture/engineering firm
LEO A DALY as director of civil
and structural engineering. In
this role, he will be responsible
for leading the offices civil
engi neer i ng, s t r uc t ur a l
engineering and landscape
architecture disciplines.
Archi tect Peter Ruggi ero,
AI A, has j oi ned HOKs
leadership team in Chicago
as design principal. A senior
vice president and member of
HOKs firm-wide design board,
Ruggiero brings 30 years of
experience in the architectural
professi on to the Chi cago
region. He will continue to serve
as a design principal for HOKs
Florida and Texas practices.
Trilogy Machinery, Inc., has
become the new exclusive U.S.
distributor for Turkey-based
Akyapaks plate and section
bending rolls.
AWARDS
Larry Muir Named Winner of 2014 Higgins Award
Larry S. Muir, P.E., is the 2014 recipi-
ent of AISCs T.R. Higgins Lectureship
Award. Muir is being honored for his
paper Designing Compact Gussets with
the Uniform Force Method, which was
published in AISCs Engineering Journal.
Muir has been involved with structural
steel in one form or another for over 20
years and currently provides consulting
services to fabricators, erectors, engineers
and the AISC Steel Solutions Center. He
is a member of the AISC Specifcation
and Manuals Committees and a member
of the SEI Committee on the Design of
Steel Building Structures.
Presented annually by AISC, the Hig-
gins Award recognizes an outstanding lec-
turer and author whose technical paper is
considered an outstanding contribution to
the engineering literature on fabricated
structural steel. The award, which includes
a $15,000 cash prize, will be presented at
the 2014 NASCC: The Steel Conference,
which takes place in Toronto, March 26-
28. For more information on the T.R. Hig-
gins Award and Muir, visit www.aisc.org/
TRHigginsAward. And visit www.aisc.
org/nascc for information on NASCC.
Two successful full-scale fre tests con-
ducted by AISI and AISC at Underwrit-
ers Laboratories (UL) this year provided
insight for construction professionals
struggling to decide whether to specify
restrained or unrestrained fre protection
thicknesses for structural steel-framed
buildings. The answer is that the required
fre protection will be the same, at least
for the foor construction described in the
new U.L. Design No. D982.
AISI and AISC conducted tests of two
unrestrained structural steel-framed foor
specimens with 4.5 in. of normal weight
concrete over steel deck supported by a
W-shape beam. The frst test ran for two
hours and 32 minutes before the loading
mechanism reached its limit. The second
test ran for two hours and 29 minutes
before the limit was reached. Both tests
exceeded expectations.
These new tests give the steel in-
dustry the opportunity to update the
state of fre science and document for a
new generation of architects, engineers
and code offcials that steel-framed
buildings can be designed with fre pro-
tection thicknesses that are both safe
and cost-effective, said Robert Wills,
P.E., vice president, Construction Mar-
ket Development for the Steel Market
Development Institute, a business unit
of AISI.
Simply stated, these test results are
great, said Charles J. Carter, S.E., P.E.,
Ph.D., AISC vice president and chief
structural engineer. They provide a so-
lution that eliminates the need to argue
about what fre protection thickness is
required.
The new UL Design No. D982 pro-
vides for two-hour unrestrained assem-
bly ratings with unprotected steel deck
and SFRM (spray-applied fre-resistive
material) protection on the steel beam
with thickness suffcient to obtain a one-
hour unrestrained beam (temperature-
based) rating.
For more on the tests, see Restrained
or Unrestrained? (MSC 09/2013) by
Carter and Farid Alfawakhiri, P.Eng.,
Ph.D.
RESEARCH
Two New Tests Clarify Fire Protection Requirements
news
SteelDay not only gathered more than
10,000 people nationwide to learn about
the structural steel industry (see above item
for more), but also encouraged participation
from AISC full and associate members to
show what they can do creatively with steel.
Fourteen sculptures were entered
into this years SteelDay Sculpture Com-
petition for a chance to be one of fve f-
nalists to have their creation on display
at the 2014 NASCC: The Steel Confer-
ence, March 26-28, in Toronto. There,
the ultimate winner will be chosen by
attendees! (The fnalists were chosen via
Facebook where fans were able to view
photos of the sculptures and vote for
their favorites.)
The top fve fnalists headed to The
Steel Conference are shown below.
Planning on going to The Steel Con-
ference? Not only will you see these
amazing works of steel art on display
youll also learn the industrys latest tech-
niques, see the most innovative products
and network with your peers and clients.
Registration is now open. Be sure
to register early; the rate increases $10
every week until the conference opens,
when the price becomes $480 (for AISC
members). This single registration fee
gains you entry to all technical sessions,
the exhibition hall, the keynote address
and the T.R. Higgins Lecture. It also in-
cludes admission to all Structural Stabili-
ty Research Council, Technology in Steel
Construction Conference and World
Steel Bridge Symposium sessions. The
main conference offers up to 18.5 PDHs;
attendees of short courses can earn an
additional 4 PDHs.
Visit www.aisc.org/nascc to view reg-
ister and to view the advance program.
NASCC
Steel Sculpture Finalists Headed to NASCC
Steve the
Robot
Memories of Steel Lunch Atop a Skyscraper Get a Grip Reecting the High Way
The numbers are in! More than 10,000
people attended 125 free events around
the U.S. on October 4, the ffth annual
SteelDay (www.steelday.org), hosted by
AISC, its members and partners.
AEC professionals, university faculty
and students and the general public learned
about the contributions the industry has
made in the design and construction of
steel buildings and bridges by visiting vari-
ous structural steel facilities, touring job
sites, attending educational presentations
and joining in networking events.
SteelDay enjoyed much success
again this year for the ffth annual cel-
ebration, commented Ross Allbritton,
AISCs industry mobilization manager.
Many hosts and attendees have partic-
ipated in all fve years, and new people
join us every single year. We continue
to add new opportunities to the events,
and the feedback this year has been
very rewarding.
One new opportunity for partici-
pants was a SteelDay Twitter contest.
Those who follow AISC (@aisc) on
Twitter and tweeted about SteelDay
were entered into a drawing to win a
Google Nexus 7 tablet. The contest
winner was Chris Marvin (@BarelyCiv-
il), a staff engineer with AISC-member
fabricator Cives Engineering Corpora-
tion in Atlanta. He attended an event
at the Gerdau mill in Cartesville, Ga.,
(also an AISC member) for a guided
tour of the facility and a presentation
on BIM and the steel market.
I think from a steel industry stand-
point everyone should go see a mill at
least once in their life, tweeted Marvin.
Working for a fabricator I have al-
ways been curious about the process steel
goes through to get to our plants, he ex-
plained. Seeing the massive operation at
the mill I visited gave me a lot of clarity
as to just how effcient our industry is. I
knew going into the tour that mills were
dependent on scrap to recycle into their
steel, but I had no idea just how many
sources they acquired the scrap from.
For a recap of highlights from this
years SteelDay, visit the News section
at www.aisc.org. In addition, you can
view photos from this years SteelDay
events on AISCs Facebook page at
www.facebook.com/AISCdotORG
in the SteelDay 2013 photo album. If
youd like to share your photos, please
contact AISCs Victoria Cservenyak at
cservenyak@aisc.org.
If you attended a SteelDay event, you
can receive your certifcate of attendance
and share your feedback at www.
SteelDay.org.
Next years SteelDay is scheduled for
September 19. Mark your calendar!
STEELDAY
Fifth Annual SteelDay Draws More Than 10,000
news
Wagoner Sherwood Langdale English Postich Tolland Schaffer
This summer, AISC administered a
total of $146,000 in fnancial aid to 40
undergraduate and masters students
for the 2013-14 academic year. For the
second straight year, AISC offered two
distinct scholarship programs for uni-
versity-level students.
Now in its second year, the David B.
Ratterman Fast Start Scholarship pro-
gram for freshman and sophomore stu-
dents awarded 11 scholarships totaling
$40,000 to students at two-year and four-
year colleges. These students, who are
required to be relatives of AISC member
company employees, are full-time fresh-
men or sophomores during the 2013-14
academic year.
The AISC Education Foundation,
in conjunction with several other struc-
tural steel industry associations, awarded
$106,000 in scholarships to 29 juniors,
seniors and masters students for the
2013-14 academic year.
Congratulations to the following
students for earning their scholarships:
David B. Ratterman
Fast Start Scholarships
Winners Attending 2-Year Schools
Charnette Armstrong,
Scott Community College
Donnica Fagan, Front
Range Community College
(not pictured)
Nicholas Langdale,
Blinn College
Marlee Sherwood, Pima
Community College
Nicholas Wagoner,
Universal Technical Institute
SCHOLARSHIPS
Annual AISC Scholarship Winners Announced
AISC Education Foundation
Julius Doan,
Georgia Institute of Technology
Steven Earl, Stanford University
Robert Fausett,
Utah State University
Alexander Hawkins,
Brigham Young University
Jennifer Kearney,
Pennsylvania State University
Alexander Motzny, University of
California, San Diego
Leah ONeill,
Brigham Young University
Galen Reed, University of
California at Berkeley
Zach Treece,
University of Missouri - Columbia
Shue-Ting Tung,
Princeton University
Josh Weaver, University of Akron
Caroline Williams,
Michigan State University
AISC Education FoundationFred R.
Havens Scholarship
Zach Olson, University of Kansas
AISC Education FoundationW&W/
AFCO Steel Scholarship
David Lasiter,
University of Oklahoma
AISC/Great Lakes Fabricators and
Erectors Association
Matthew Hartigan,
University of Michigan
AISC/Ohio Structural
Steel Association
Andre Silvers, Jr.,
Youngstown State University
AISC/Rocky Mountain Steel
Construction Association
Conor Lenon,
Colorado School of Mines
AISC/Southern Association of
Steel Fabricators
Julius Doan,
Justin Lanier,
AISC/Associated Steel Erectors
of Chicago
Abigail Christman,
Northwestern University
Winners Attending 4-Year Schools
Clarissa Alvarez,
Mount Saint Marys College
Maria De Leon, University of Oklahoma
Ian English, Marshall University
Olivia Postich, University of Cincinnati
Josiah Schaffer,
University of Rhode Island
Zayla Tolland, Albright College
Armstrong Alvarez De Leon
AISC Scholarships for Juniors, Seniors and Masters Students
Treece Tung Weaver Williams
Hawkins Johnson Kearney Lakocy Lanier Kaiser King
AISC Scholarship Winners for the 20132014 Academic Year
Christman Doan Earl Fausett Hartigan Hardisty Friedman
Silvers Reed Schwinghamer Schwarz
Motzny Olson ONeill Lenon Milavitz Lasiter Nokes
news
Eric Johnson, University of Illinois at Urbana-
Champaign
Jeremy Kaiser, University of Illinois at Urbana-
Champaign
Alexander Lakocy, University of Illinois at
Urbana-Champaign
Rose Milavitz, Northwestern University
AISC/Indiana Fabricators Association
John Nick Hardisty, Purdue University
Harrison King, Trine University
Alex Schwinghamer, University of Evansville
AISC/W&W Steel/Oklahoma State University
Bri Friedman, Civil Engineering
Charles Spencer Nokes,
Construction Management
Benjamin Schwarz, Architectural Engineering
For more on AISCs scholarship programs, visit
www.aisc.org/scholarships.
To advertise, call 231.228.2274 or e-mail gurthet@modernsteel.com.
marketplace
Looking for something from an old issue of
Modern Steel Construction?
All of the issues from MSCs first 50 years are now
available as free PDF downloads at
www.modernsteel.com/backissues.
Search employment ads online at www.modernsteel.com.
AISC Quality Certification
IT WORKS... DONT WAIT!
For fabrication or erection help, call Jim Mooney,
your Quality Certification Connection
JAMES M. MOONEY & ASSOCIATES
941.223.4332 jmmoon94@aol.com
Are you looking for software, products, or services for your next project?
You can find it in Modern Steel Constructions online product directory.
http://modernsteel.com/product_categories.php
If youre a provider of software, products, or services and would
like more information about being listed or enhancing your current listing,
contact Louis Gurthet at:
gurthet@modernsteel.com or 231.228.2274
Advertise Your Job Openings in MSC!
MSC employment ads also appear online!
www.modernsteel.com/classifieds.php.
(Please note that these ads no longer appear at www.aisc.org.)
Contact: Lou Gurthet at 231.228.2274
or gurthet@modernsteel.com
Visit steelTOOLS.org
Join the conversation at AISCs new
le-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.
AISC Continuing Education Seminars
www.aisc.org/seminars.
Like AISC on Facebook
facebook.com/AISCdotORG
Follow AISC on Twitter
@AISC
On site assistance
Reduce drawing and shop errors
Reduce field back charges
LATE MODEL STRUCTURAL
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Spindles, PC Ctrl (Upgrade 2005), 2000 #21739
Controlled Automation 2AT-175 CNC Plate Punch, 175 Ton, 30 x 60
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Peddinghaus F1170B CNC Plate Punching Machine, 170 Ton, Fagor
CNC, 30 x 60 Trvl., Triple Gag Head, Ext. Tables, 2005 #19659
Peddinghaus AP-645L CNC Angle Punch, 6 x 6 x 1/2, (4) 80 Ton
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Controlled Automation BT1-1433 CNC Oxy/Plasma Cutting System,
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Voortman VB1050S Horizontal Straight Cut Band Saw, 20 x 44,
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Visit www.PrestigeEquipment.com for our inventory & services
employment
To advertise, call 231.228.2274 or e-mail gurthet@modernsteel.com.
Search employment ads online at www.modernsteel.com.
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 youve 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.
RECRUITER IN STRUCTURAL MISCELLANEOUS
STEEL FABRICATION
Buzz Taylor
PROCOUNSEL
Toll free: 866-289-7833 or 214-741-3014
Fax: 214-741-3019
mailbox@procounsel.net
Detailing Project Manager
IDS is seeking motivated individuals to fill the position
of project manager in our St. Louis office. Project managers are responsible
for managing all aspects of detailing & connection design, including
coordination with the fabricator, design team, and other suppliers to the
project as well as maintaining drawing quality, project schedules, costs, and
overall customer satisfaction. IDS offers a benefits package, competitive
salary, and relocation allowance.
Please email your resume to Michelle Smith at msmith@ids-inc.net.
Business Development Representative(s)
AISC is looking for seasoned business development professionals, preferably
on the West Coast, to join our growing team of Business Development
Representatives and help promote the use of structural steel to decision
makers in the construction industry across the U.S. and show others the
advantages of designing and building with steel.
Email your resume and cover letter (including salary requirements) to:
HR@aisc.org
Schuff Steel Company, a leader in the
fabrication and erection of structural steel,
is currently recruiting for Project Managers,
Estimators, Sales and several other positions
for its locations in Florida, Kansas, Texas,
California and Arizona. Schuff Steel offers
competitive salaries and a comprehensive benefits package. For a complete
listing of open positions, please visit our website at www.schuff.com. Or
you may email your resume to resume@schuff.com. EOE/AA
NSBA Managing Director
AISC is looking for an accomplished executive to join our senior
management team as the leader of our bridge division. The National
Steel Bridge Alliance (NSBA) is the technical and marketing arm of
the steel bridge community and is dedicated to increasing the market
share of steel bridges.
The NSBA Managing Director will develop key relationships with
bridge owners, government ofcials, designers and constructors,
and will provide strategic leadership and direction for the NSBA team
to implement programs and tactics to address all facets of marketing,
government relations, and technical support for the steel bridge industry.
To apply, please email your resume and cover letter
(including salary requirements) to: HR@aisc.org
Pacific Stair Corporation (PSC); a national manufacturer of Steel Stair
and Railing products is seeking an experienced Regional Sales Manager
for the Southeastern USA territory. Candidates will have prior experience
selling miscellaneous metals and or structural steel products and services
and combined have five years experience in estimating and project
management; Experience consulting with design professionals a plus.
Position requires regional travel and candidate works from road and plant.
PSC is seeking SE regional locations for an additional plant location. We are
looking for the right candidate to join our growing company.
PSC offers a competitive compensation package, negotiable DOE.
Please visit www.pacificstair.com and email resume, references and
salary requirements to: jbutler@pacificstair.com
Structural Engineers
Are you looking for a new and exciting opportunity in 2014?
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
Structural Steel Chief Estimator
Reading PA based steel fabricator is seeking a Chief Estimator for a medium
to large structural facility. Candidate must have a minimum of 10 years
experience as a Chief or Senior Estimator. Responsibilities to include managing
estimating take-off staff, scoping and soliciting proposals from all subcontract
vendors. Candidate must be able to put a complete bid package together.
We offer competitive salary and benet package.
Fax resume to 610-678-4331 or email
steelcoestimating@msisteelco.com EOE
CARTER LAKE, IOWA, is somewhat of a geographical oddity.
If you look at a map of the Missouri River where it creates
the border between Iowa and Nebraska, youll notice how it
meanders and bows quite a bit. If you focus in on a small area
on the northern edge of Omaha, youll notice that a small por-
tion on the Nebraska (west) side of the river is actually part of
Iowa. Thats Carter Lake. The small town used to be on the
Iowa (east) side of the Missouri, but a flood in 1877 redirected
the rivers course. Nebraska wanted the new land to be part of
its state, Iowa wanted to keep it, and the Supreme Court even-
tually ruled in Iowas favor.
The town is home to Paxton and Vierling Steel Company,
a division of Owen Industries, Inc. (an AISC/NSBA member
and AISC Certified fabricator). The steel fabrication company,
which began as a foundry in 1885, has been run by the Owen
family for three generations. Bob Owen, the current chair and
CEO (and a former AISC Chair/Ex-Officio Board member, as
well as a Robert P. Stupp Award winner), has spent his whole
life in both states, being born and raised in Omaha and earn-
ing a civil engineering degree from Iowa State University in
Ames, as well as running the companys Sioux City, Iowa, facil-
ity for a number of years (he also was stationed in Japan dur-
ing his time in the U.S. Navy). Staying in the family business
was a pretty easy choice for Owen.
I was the oldest son, we had a family company and Ive
always had an interest in engineeringand I like numbers,
says Owen, noting that his grandfather, who started with the
company in 1925, taught him trigonometry during high school.
Steel fabrication seemed like a logical choice. His son, Tyler,
currently the vice president of fabrication, represents the fourth
generation of Owen leadership at the company.
All Aboard
Owen has also always had an interest in passenger trains
and recalls taking many trips via train when he was younger,
many of them to Sun Valley, Utah.
Paxton and Vierling fabricated all of the steel for the Sun
Valley ski area, he says. We always took the Union Pacific,
which is based here in Omaha, out there. (The company also
fabricated and erected 8,500 tons of structural steel for UPs
headquarters building.)
Being a train enthusiast, one might guess that Owen would
be interested in model trainsbut thats not the case.
I just want to ride them, not build them, he laughs.
So instead of buying a train set, he bought an actual train
or at least a part of one. Three years ago, he and a partner
purchased an 85-ft-long functioning passenger car, which they
store in west Omaha when theyre not using it.
The car was originally built in 1928 for the president of the
Bangor and Aroostook Railroad. And its called Suitsme.
The rumor isand we like to believe itthat once the
train was finished and the president walked through it, they
asked him what he thought of it, explains Owen. His answer
was, Well, it suits me! So thats what they called it, and the
name has survived all these years through all of the owners.
When Owen and his partner first purchased the car from
its most recent owner (who lives in New Hampshire), the inte-
rior was in pristine condition, though they had to upgrade the
mechanical and electrical systems as well as the undercarriage.
The train has three sleeping compartments, a sitting room, a
dining room and a kitchen, and employs a crew of twoa chef
and a stewardduring trips.
Since getting it up and running, hes taken the train on
several trips and also uses it to host dinners for friends, family
and business associates. Hes also joined an organization called
the American Association of Private Railroad Car Owners
(AAPRCO), which promotes the operation, ownership and
enjoyment of the private passenger railcar.
There are only 70 or so cars in the organization and
maybe 200 or so private cars in the country, so its a pretty
small group, he says.
The group organizes trips where several cars join together
and hire locomotives to carry them across the country. Suitsme is
also certified to couple with Amtrak trains, so it can go wherever
Amtrak goes. Owens most recent trip in Suitsme, earlier this fall,
was an AAPRCO trip from Seattle to Los Angeles, by way of Napa
Valley (the car was transported to Seattle via Amtrak, and Owen
met up with it there). The 10-day trip involved 28 private cars and
four locomotives, then Owen rode his car from L.A. to Chicago,
then back to Omaha. Its a long tripbut then, thats the point.
You get to see so much of the country and its a good way
to catch up with friends, he says, noting that hes already got a
built-in hotel room.
Its not just about getting somewhere but rather the expe-
rience of getting there. This is how travel used to be. We dont
take the time to enjoy the trip anymore.
The train is the way to go for an
Omaha area fabricator.
people to know
RIDING THE RAILS
Bob Owen (middle) in front of Suitsme in Chattanooga,

Tenn., with Ron Shaw of Cives Steel Company (left) and
Dave Henegar of SDI, Inc.

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