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ITS AMAZING HOW THINGS CHANGE IN JUST A YEAR. Today, my three-year-old, Jason, can ice skate. My five-year-old, Joshua, is beginning to read. And my nine-year-old, Julia, has mastered writing in cursive. The changes at this years NASCC: The Steel names. With 163 exhibitors, there was something Conference were almost as dramatic. interesting and innovative for every attendee. For the first time since I started attending I also didnt hear a lot of questions about Steel Conferences in 1990, I didnt hear any steel pricing. The price of steel has been relaquestions about LRFD or complaints about when tively stable for most of the past year (a few dips AISC would be issuing the next ASD manual. and doodles, but nothing significant) and it has Instead, the more the 3,200 attendees seemed almost become a non-issue. Of course, it doesnt genuinely excited about the new Manual that hurt that steel remains easily available from mills includes values for designing in both ASD and and service centers while shortages of other conLRFD. (Of course, judging by the more than struction materials were rampant last year. If you werent at the conference, you missed 6,000 manuals weve already shipped, theyre not alone. If you havent ordered one, visit www. some of the best talks Ive ever heard. Gene aisc.org/bookstore or sign up for a seminar on Kranz of Apollo 13 fame was inspiring. And the new manual and specification at www.aisc. Jim Fisher, who was awarded AISCs J. Lloyd org/seminars.) Kimbrough Medal, gave a lot of practical advice This year I didnt hear disparaging com- in his own folksy style. Design and construction ments about the impracticality of interoperability. go together like partners in a three-legged race, Instead, the sessions discussing CIS/2, interoper- he said, later adding: Good judgment is the ability, and the future of Building Information single most important factor in providing success Models were standing-room only. The number of and reliability in design. Many of the solutions to companies sharing information is on the rise and constructability issuesare in fact judgment calls engineers, detailers, and fabricators are giving the that we make to provide successful designs. And technology a serious look as an option to give he offered some solid advice to engineers, fabricathem a leg up in the marketplace. And I wont be tors, erectors, detailers, and educators: Be a mensurprised if come next year we see some erectors tor. Talk about judgment to your young engineers. Give of your time to AISC, ACI, ASCE and other getting involved. And speaking of new technology, there was a professional organizations. Provide input through lot on display. Sherwin Williams was talking up various AISC publications and seminars. Teach paint systems with substantially reduced curing students to think creatively. Concentrate on the and application times. P2 Programs was show- fundamentals. Stress the importance of logical ing an inexpensive bar coding system that had analysis. If you missed his talk, take heart. Well attendees asking for P.O.s on the spot. The 3D be printing it in next months issue. models output from CAD files by Dimension Other topics/speakers that garnered a lot of Printing were simply amazing (we had a model of attention were Duane Miller on Welding (a pera staggered truss on display in the AISC booth). petual favorite speaker), anything dealing with Autodesks demonstration of Revit Structure seismic design or the new manual, information drew quite a crowd, as did Bentleys nearby booth on getting paid, and sessions on HSS design and featuring the integration of STAAD, RAM, and connections. The NASCC planning committee is their other A/E/C products. Mazak showed an already hard at work on next years conference, so impressive space frame system using laser cut mark your calendars now. I look forward to seetubes (they had tubes on display and pictures of ing you on April 18-21, 2007 in New Orleans! their equipment; Id love to have seen their actual laser cutting). And, of course, there was plenty of big equipment on displayincluding some radically new introductions from most of the big SCOTT MELNICK
EDITOR
MODERN STEEL CONSTRUCTION MARCH 2006
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MODERN STEEL CONSTRUCTION MARCH 2006
Design Steel Your Way with the 2005 AISC Specification will accelerate your ability to design steel buildings according to the 2005 Specification for Structural Steel Buildings, whether you design in ASD or LRFD. Presentation topics will include proper material selection, design philosophies and analysis requirements,
member and structure stability provisions, member design, and connection design. This seminar also includes extensive handouts: Each attendee will receive a copy of the course notes and design examples, the AISC Design Examples CD, and a copy of the 13th Edition AISC Steel Construction Manual, which includes the 2005 AISC specification, the 2004 RCSC specification, and the 2005 Code of Standard Practice for Steel Buildings and Bridges. This years 2005 AISC specification seminars also include extras available only to attendees. Each attendee will receive laminated copies of the Basic Design Values cardstwo 5 8 cards that include the most-used information from the 2005 AISC specification, in both ASD and LRFD. With these cards, users can design all typical beams, columns, braces, tension members, and connections and perform simplified analyses. Attendees will also be eligible to win an Apple iPod Nanoone per seminar courtesy of AISC Certification. Seismic Braced Frames is a fullday seminar that concentrates on design of seismic braced frames. The course will focus on the design requirements in the 2005 AISC Seismic Provisions for Structural Steel Buildings. For those proficient in the 2002 AISC seismic provisions, the seminar will highlight the differences between the 2002 and 2005 editions, and the implications of these changes in your design. (Look for another seismic design seminar, AISC Seismic DesignUpdates and Resources for the 21st Century, later in 2006.) AISC continues to offer its Bring a Buddy registration program for all of its seminars. If eligible, paid registrants may add one person to their registration at a reduced rate. And, as always, AISC members attend at discounted rates. To become a member and receive the AISC member discount, please visit www.aisc. org/membership. Call 800.809.2364 or visit www.aisc.org/2006seminars for more information or to register.
IMPROVING STEEL DESIGN AND CONSTRUCTION THROUGH TECHNOLOGY AND TEAMWORK WERE DOMINANT THEMES OF THIS YEARS NASCC: THE STEEL CONFERENCE. New ideas in interoperability and Building Information Modeling (BIM), automated fabrication, design innovation, and project team coordination permeated the conferences keynote speeches, general sessions, and pre- and post-conference symposia. A record-breaking 3,200 steel industry professionals primarily from the United States, Canada, and Mexicobut also from South America, Asia, and Europeattended this years conference. The event was held Wednesday, February 8 through Saturday, February 11 in San Antonio and featured technical and educational sessions for engineers, fabricators, detailers, erectors, architects, and educators alike; as well as a 65,000-plus sq. ft exhibit hall with more than 160 exhibitors representing steel design and construction software, services, and machinery. Its the best Steel Conference weve ever had, said Terry Zwick, Steel Conference Planning Committee Chairman, noting the outstanding attendance and excellence in the conferences varied sessions and keynote speeches. Gene Kranz, the now-retired NASA flight director who directed the Apollo 13 space mission back to Earth after the shuttles oxygen system failed, addressed more than 1,200 conference attendees in one of three plenary sessions. It was very engaging and inspiring, said Judy Liu, Assistant Professor of Civil Engineering at Purdue University and member of AISCs Partners in Education Committee, of Kranzs speech. It showed that nothing is insurmountable. Liu said she was impressed with Kranzs account of the cooperation that was required by NASAs team of engineers and builders to
MODERN STEEL CONSTRUCTION MARCH 2006
build the space program from the ground up, and then to bring the Apollo 13 astronauts back to Earth. There was amazing integration and communication between the designers and builders, Liu said, and thats a very important message for the steel construction community. Ronald Hamburger, recipient of the 2006 T.R. Higgins award, presented his award-winning paper, Design of Steel Structures for Blast-Related Progressive Collapse Resistance, to the general assembly. Louis Geschwindner, AISCs Vice President of Engineering and Research, said that Hamburgers talk, which will be repeated in locations throughout the United States in 2006, touched on an important issue for todays designers. Progressive collapse is a very timely issue, Geschwindner said. People need to understand what it really means, and Ron is an excellent presenter. James M. Fisher was presented with AISCs J. Lloyd Kimbrough award, the associations most distinguished honor for steel designers. In his keynote speech Design!, Fisher, an industrial buildings designer, discussed what successful design is and how it can be attained. Good judgment is the single most important factor in good design, Fisher said. Its what gets a design headed in the right direction. Success, however, is not only dependant on the structures ability to efficiently satisfy the structural criteria, but also its ability to meet the entire project teams expectations, he said. A successful design is one in which the team members and owner are satisfied. On Wednesday, the pre-conference symposium, Purging Extras, provided a forum that brought architects, structural engineers, steel fabricators, general contractors, and construction
Attendees crowd around a software presentation by Bentley Systems in the exhibit hall.
AISC President Roger Ferch (left) and AISC Chairman Steve Porter (right) present AISCs J. Lloyd Kimbrough Award to Jim Fisher of Computerized Structural Design, Milwaukee.
Terry Zwick (left), Chairman of the Steel Conference Planning Committee, thanks retired NASA ight director Gene Kranz for his outstanding presentation on the rescue of the Apollo 13 astronauts.
MARCH 2006 MODERN STEEL CONSTRUCTION
BUSINESS
Gusset plates are commonly used in steel buildings to connect bracing members to other structural members in the lateral force resisting system. Failure modes for gusset plates have been identified, and design procedures are well documented in the literature, but uncertainties still exist for gusset plates in compression. Previous research includes laboratory tests, finite element models, and theoretical studies. Many previous studies concentrated on the capacity of gusset plates in compression. A literature review revealed a total of 170 experimental specimens and finite element models with compressive loads applied. Using the experimental and finite element data from the previous studies, the capacity of gusset plates in compression are compared to the current design procedures. Based on a statistical analysis, effective length factors are proposed for use with the current design procedures.
Topics: Connections and Joints, Analysis, Stability and Bracing
In the seismic design of steel frames, one of the objectives is to provide ductile beams capable of energy dissipation through the formation of plastic hinges (or fuses). With wide-flange shapes, it is desirable to force these hinges away from the brittle zones near the column faces by reducing the beam section at some specified distance from these faces. Obviously, the cuts change the overall elastic properties of the reduced beam sections (RBS). However, the cuts also affect the fixed-end actions used in the elastic analysis of the structure. The first objective of this paper is to compute not only the stiffness properties of RBS, but also the fixed-end actions. Most structural analysis programs found in design offices do not let the designer input stiffness matrices and fixed end actions. Input of beam elements is usually limited to prismatic or tapered beams. The second objective will be to show how this difficulty may be overcome by modeling a
The cyclic inelastic behavior of single angle braces used in bridge cross frames is described in this paper. Based on experiment results, it is shown that steel angles can be designed to achieve a ductile response with large inelastic strains prior to failure under cyclic loading. Preventing fracture in the connections, as well as satisfying limiting b/t and Kl/r ratios, results in good cyclic behavior and maximum cyclic strains greater than 6%. The buckling capacity is shown to be largely dependent on the effective length of the members which, in turn, is dependent on the type of end condition. Where plastic hinging is expected in the gusset plates an effective length factor of 1.0 can be assumed for the member, while if plastic hinging is expected in the member an effective length factor of 0.7 is appropriate. It is recommended that Kl/r for single angles in end cross frames of bridges be limited to 120, allowing the members to be treated like main members for seismic loads based on AASHTO provisions. The b/t ratio should be limited to those specified for special concentrically braced frames from the AISC Seismic Provisions. An analytical model was developed to simulate the nonlinear response of the single angles and a simplified bilinear model was developed for design purposes.
Topics: Stability and Bracing, Seismic Design, Bridges
restrained braces is studied for potential use in these end cross frames. It is shown that the buckling restrained braces exhibit excellent hysteretic behavior with similar properties in tension and compression. When subjected to different loading histories it was found that large amplitude cycles at the beginning of the loading history, followed by smaller cycles and also dynamic loading, reduced the cumulative plastic strain capacity in the braces compared to reverse static loading with increasing amplitude. The area of the hysteresis loops from the braces is typically around 80% of the circumscribing rectangular area and increased as strains increased, unlike the degradation seen in the performance of other types of concentric braces after buckling, indicating efficient energy dissipation. The response of the braces can be approximately modeled with a bi-linear representation to capture the maximum forces, displacements, and energy dissipation in the braces.
Topics: Seismic Design, Structural and Building Systems, Bridges, Stability and Bracing
Cyclic Behavior of Buckling Restrained Braces for Ductile End Cross Frames
LYLE P. CARDEN, AHMAD M. ITANI, AND IAN G. BUCKLE
Ductile end cross frames (ductile end diaphragms) in bridge superstructures have been studied in the past as a potential mechanism for reducing transverse seismic shear in steel plate girder bridges. In this paper, the cyclic inelastic behavior of buckling
Single angle web members in open web steel joists are typically crimped to facilitate web placement and maintain a constant chord gap with varying web angle size. If the web members are not crimped, force eccentricity will exist between the web members area centroid and the vertical plane of symmetry for the joist. The analytical consequence of this eccentricity is that uncrimped single angle web members must be designed as eccentrically loaded columns. The resulting interaction design strength is significantly less than the concentric column analysis design strength used for crimped web members of identical cross section and slenderness. This study compares the measured and analytical strengths of similar single angle crimped and uncrimped web members in steel joists. Experimental results from 18 joist samples show that existing analytical assumptions associated with end fixity and beam-column interaction result in an overly conservative design methodology for both crimped and uncrimped web members.
Topics: Columns and Compression Members, Research
Looking Up
BY STEPHEN H. LUCY, P.E. AND TODD NICHOLSON
Modern structural steel framing makes possible a steeple that was envisioned more than 100 years ago.
THE TOWER OF THE CATHEDRAL SHRINE OF THE VIRGIN OF GUADALUPE IN DALLAS WAS DESIGNED IN THE LATE 1890s AS A 220 STRUCTURE WITH AN ORNATE, EUROPEAN-STYLE STEEPLE. One hundred years later, that design had never been realizedthe tower had topped out at 85 and the steeple was never constructed. To celebrate the cathedrals centennial year, the Catholic Diocese of Dallas undertook a $4.7 million, nine-month renovation of the tower, which included construction of a new steeple based on the original architectural drawings. Tower Design The existing tower shared two walls with the cathedrals sanctuary. Early nite element analysis of the existing walls, based on current building codes, concluded that they were inadequate to support the new tower structure. Construction for the new tower would occur above the cathedrals sanctuary roof. However, because thousands of people visit the cathedral on a typical weekend, the cathedral had to remain open. Construction staging would also be limited due to pedestrian and vehicular trafc around the church. The new structure had to seamlessly integrate with, yet be completely independent of, the existing structure. Space was at a premium within the existing tower. Steel was chosen for the new structure because it provided the least intrusive and most easily constructed system. The new structure was designed to t within the brick masonry walls of the existing west tower and to be supported by a
new foundation at the base. The new foundation design was also integrated with the existing foundation. This foundation consisted of a 35 35, 4-thick mat designed to support the new tower and to supplement the existing strip footings beneath the existing tower walls. The towers design accounted for large overturning forces due to the relatively small 16 16 footprint. The stiffness of the tower was of paramount importance to limit differential movement between the new and existing towers. Load Conditions The tower had to support several unique loads, including a heavy brick and cast stone faade backed up by concrete masonry unit blocks. In addition to these loads, the tower also had to support a 50,000 lb, 49-bell carillon and a 14,000 lb pre-manufactured steeple. The lateral loads, however, ultimately controlled the design. Lateral wind loading was a crucial design concern because of the towers slender nature. In addition to the wind loads applied to the structure, lateral forces included the reaction from the bell carillon, which contained four large, swinging bells. These bells weigh almost 18,000 lb and exert approximately 15,000 lb of lateral force when swinging. The steel structure also had to respond to the architecture of both the existing and new towers. A complex bracing conguration that involved both diagonal bracing and rigid frame action was required. Corner HSS columns were lled up to 64 with 7,000 psi concrete after erection to increase load capacity and, more importantly, to increase stiffness at the column bases where lateral bracing was prohibited. Large openings were made in the new towers faade at elevations of 94 to 126 so that the bell carillon is visible from the ground. The columns at this area are composed of 14-square HSS corner columns. These columns have an HSS 16 8 stitch-welded to two sides and an HSS 8 6 stitch-welded to each 16 8. This modied built-up section provides unobstructed views of the bells and maintains the stiffness of the tower. Overall, the lateral deection of the tower was limited to less than 1 at the top of the existing masonry and to 3 overall.
Above, left: New steel framing fits snugly within the existing 16 16 footprint. Above: This RISA-3D model shows the steel framing inside the masonry and cast stone faade. Below: As originally constructed, the masonry steeple base could not support the new bell tower and steeple.
to form a stringer that satised the design requirements. The stair required careful, painstaking fabrication and erectionespecially because it would be architecturally exposed and imperfections would be visible. Construction The contractor joined the design team during the design process to coordinate installation of the brick, cast stone, and other masonry on the tower. The contractor used a moving scaffold system that covered each face of the tower. This was not a problem on two faces because the masts of moving scaffolds could be easily supported on the ground. However, these scaffold masts were positioned over the existing buildings roof on the two remaining sides. Platforms, required to support a 21,000 lb scaffold load, were placed on the east and north faces of the tower. These support platforms remained in place for the duration of the tower construction and were removed once the scaffold systems were taken down. Each platform cantilevered approximately 10 from the new tower structure at an elevation just above the level of the existing tower. The cantilevered platform support beams were placed in window openings to avoid interruption to construction of the tower faade while the scaffolds were in place. Installing the carillons large bells, the largest being almost 6 in diameter, without structural interference was a challenge. A hoist beam capable of handling a 10,000 lb load was designed and installed at the top level of the steel structure. This beam was used to hoist the bells from outside the tower to an opening in the oor above the bell chamber. The bells were then lowered to a point at which they could be installed on the bell frame. A ceremonial concert was played on the towers new bell as the bishop of the Diocese of Dallas dedicated the new tower on September 11, 2005. Stephen H. Lucy is a principal of Jaster-Quintanilla Dallas, LLP. Todd Nicholson is a graduate engineer with Jaster-Quintanilla Dallas, LLP. Architect ArchiTexas, Dallas Structural Engineer Jaster-Quintanilla Dallas, LLP, Dallas Engineering Software RISA-3D Detailer Draftco, Inc., Garland, Texas, AISC member Detailing Software SteelCAD AutoCAD Fabricator Bratton Steel Inc., Dallas, AISC member General Contractor Andres Construction Services, Dallas All photography and graphics for this article are courtesy of Jaster-Quintanilla Dallas, LLP/Andres Construction Services.
The structural steel framing supports a 50,000 lb, 49-bell carillon in addition to a 14,000 lb pre-manufactured steeple.
Prefabricated Elements Two sides of the tower were shop-fabricated and shipped to the job site pre-assembled to limit the amount of eld erection and to expedite the erection of the steel frame. These frames had three splice points along each column because trucking requirements limited the size that could be shipped. The largest prefabricated section was approximately 16 wide, almost 43 tall, and weighed over 12 tons. This section was partially assembled off site and erected during off-peak hours. Much of the steel structure was erected in the middle of the night, when trafc lanes could be closed for crane access. The remaining two sides were in-lled with eld-erected pieces once each section of the preassembled frames was erected. All primary structural steel had to be reproofed to an elevation of 85 to comply with the applicable building code. Structural steel below this elevation was architecturally exposed, and intumescent paint was specied to ensure adequate re resistance while providing a smooth, clean nish. Stair Design The steel framing was pushed as close as possible to the exterior walls of the original tower to gain interior space for stairs and amenities. At its closest point, the new tower structure was within 3 of the existing tower walls. The clavier (the instrument by which the bell carillon is played) had to be positioned as close to the bells as possible. The bell carillon is 94 above the ground, and the clavier is just below the bell level, at an elevation of 85. A unique stair was necessary for access to the instrument. The entire stair is exposed and visible from the base of the tower. It is composed of a single center tube with bent steel plate treads and risers that cantilever to each side of the center stringer. This design creates a thin, light stair prole that minimally intrudes upon the towers open interior. Access to the sanctuarys choir loft is also provided through the tower. The lower section of the choir loft stair was designed to have a more architecturally elaborate conguration. The stair is a self-supporting spiral with no intermediate supports. It is only connected at the choir loft landing and at the ground, creating a 25-tall spring. This stair was designed with a similar structure to the upper stair and consists of a center stringer with bent steel plate forming treads and risers. Bending a steel tube in all three axes to form a spiral, while keeping the top side at to accept the tread and riser plate, was complicated. Therefore, the stringer was designed as a built-up box beam from steel plate. The plates could be cut, bent, and manipulated to provide the correct shape and then could be welded together
Salvaged Steel
BY JOHN C. LYONS, P.E.
A salvaged steel roof was the cornerstone for this convention center expansion in Richmond, Va.
J
John C. Lyons is a principal with Walter P. Moore and is based in Atlanta.
JUST OVER A DECADE AFTER THE GREATER RICHMOND CONVENTION CENTERS DOORS FIRST OPENED, THE FACILITYS OPERATORS PUT INTO MOTION A PLAN FOR EXPANSION. The original center featured a 60,000 sq. ft exhibit hall and 20,000 sq. ft of meeting space. Its location in downtown Richmond, Va. was attractive to event organizers, and the center had been successful in attracting many regional conventions to the city. Operators hoped that the expansion, however, would make the center an even stronger competitor among the regions convention venues in attracting national events. Design of the convention centers expansion began in 1997 with a goal to dramatically enlarge the facility. The $128 million expansion would provide a total of 700,000 sq. ft of enclosed space, including 180,000 sq. ft of exhibit hall space; 80,000 sq. ft of meeting rooms; and a separate building featuring a 30,500-sq. ft ballroom. The project also included a 600-car, six-story parking deck. The design team expected to demolish and rebuild much of the existing building: the existing prefunction areas and building exterior had to be replaced to accommodate the expansion. They even considered, at one point, demolishing the entire building, including the existing exhibit hall roof. After further reection, however, the designers decided to incorporate the exhibit halls steel roof structure into the new design. The existing steel structure was in good condition. It consisted of a 1.5deep, 22-gage metal steel deck on 72-deep joists, which spanned 145 across the exhibit hall at 5 on center. The lateral system consisted of built-up truss-column moment frames that spanned the hall and were typically spaced at intervals of 40 on center. Reusing the existing exhibit hall roof provided two signicant advantages: saving money and saving time. Salvaging the roof structure would save $3 million in demolition, materials, and erection costs. Additionally, the project team could better meet the facility owners timeline targets if the roof was salvaged. The existing exhibit hall had to remain operational as long as possible, and the expanded exhibit hall needed to be occupied as soon as possible. Beyond its advantages, the reuse strategy also posed the projects greatest structural challenges: adding rigging load capacity, unifying the roof slope, and maximizing column-free space. Rigging Load Capacity The new building program required the exhibit hall roof to accommodate 4,000-lb rigging points at
HGHHGHJHGJHGJHG
646'-0"
124'-0"
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150'-0"
EXPANSION
130'-0"
JOINT
MAST COLUMN EX. TRUSS/FRAMES USED AS HANGING TRUSSES EX. ROOF TO REMAIN
Above: The existing exhibit hall roof was re-used in the expanded convention center. To match the new roof slope, the existing roof was stripped and topped with tapered insulation. Right: At the interface between the new space and the existing exhibit hall, a line of existing columns was demolished. New mast columns support twin girder trusses, which in turn support the roof structure, creating large, column-free spaces.
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CUT HOLES IN EXISTING ROOF AS REQUIRED FOR HOIST LINES. PATCH DECK AFTERWARDS. EX. 1 1/2" x22 GA. ROOF DECK
5'-0"
30 on center, as well as 1,000-lb hang points at other truss panel points. The renovated exhibit hall roof would consist of 6-deep 72 DLH-series long-span joists at 7-9 on center to provide clear spans of 130 and 145. Built-up trusses 17-6 deep were used at 31 on center and were placed parallel to the long-span joists to carry rigging loads. These hanging trusses were made from WT8 top and bottom chords and double angle webs. Rigging hardware was installed at panel points to discourage potentially damaging irregular loading of truss members. Each 1,000-lb rigging point consisted of a -diameter closed eyebolt with a 2-diameter hole. Each 4,000-lb rigging point consisted of a -thick plate with a rounded 2-diameter hole. Every plate was stamped with its rigging capacity using powder-actuated lettering tools to prevent over-rigging. The expansion team had to enhance the existing roofs rigging capacity to prevent the older portion from becoming second class exhibitor space. This problem was solved by changing the buildings lateral system. The new roof was laterally supported by large 6-6 7-6 cast-in-place mast columns. These mast columns were founded on 30 30 spread footings, which enabled them to provide lateral stability for the large exhibit hall roof. With this new lateral system, the truss-column frames within the existing roof no longer needed to resist lateral load moments. Walter P. Moore analyzed these trusses, heavier than needed to resist roong loading, and found them to be capable of supporting the same rigging loads as the new hanging trusses. Hang-point hardware and lateral braces were welded to the underside of the existing trusses. In this manner, the older portions of the hall were provided with rigging capacity that matched that of the new portions of the hall.
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Twin steel girder trusses, consisting of wideflange chords and double angle webs, span between the mast columns to support longspan joists on each side of the exhibit hall roof.
Roof Slope The existing roof sloped at 8 per foot. This slope was only half the per foot slope specied for the expansion. The architect wanted the top of the old roof to match the elevation and slope of the adjoining new roof. This would avoid the potential complications associated with differing roof slopes. The existing ballast, roong membrane, and insulation needed to be replaced due to the age of the existing roong materials. The architect seized this opportunity and increased the thickness of roong insulation to build up the elevation and slope of the existing roof to match that of the new roof. Steel plates and kickers were used to connect the new and existing roof structures and to maintain diaphragm stability. In this manner, the new and existing portions of the exhibit hall roof are identical in terms of drainage and maintenance. Column-Free Space Column-free space is critical to the exhibit spaces functionality. A line of columns supporting one side of the existing exhibit hall roof was demolished so the exhibit hall space could be widened from 145 to 275. An erection sequence was developed to support the existing roof before and after column removal so the existing roof could stay intact. The existing roof would serve as the northwest corner of the exhibit hall roof. Six new cast-in-place mast columns were spaced at intervals of 124 or 150 on center along an axis running through the east row of columns supporting the existing exhibit hall roof. Twin steel girder trusses, consisting of wide-ange chords and double angle webs, span between the mast columns to support long-span joists on each side of the exhibit hall roof. In the all-new portion of the exhibit hall roof, the girder trusses were 14-3 deep and supported joists on top. Girder trusses supporting the existing roof were only 12-7 deep to avoid interference with existing joist diagonals. This roof-framing scheme resulted in a oor plan that was considerably more open and versatile. Raising the Roof The scheme to raise and place the roof required careful coordination between the design team, construction manager, steel fabricator, erector, concrete contractor, and demolition subcontractor to work well. The structural contract documents showed the erection sequencing for the column removal to help facilitate coordination. In addition, all parties met at the job site beforehand to ensure that each understood its role in the process. One consideration ran constant for all parties through each phase
MODERN STEEL CONSTRUCTION MARCH 2006
of demolition: the stability of the old roof had to be maintained. The rst step was to stabilize the existing roof structure. The demolition subcontractor designed and installed temporary braces to support the existing roof laterally so that surrounding portions of the building could be removed. Next, the mast columns were cast between existing columns along the axis of the new exhibit hall. The erector cut two holes in the existing roof deck to permit crews to hoist and erect the interior steel girder truss. Next, the erector placed the outer steel girder truss. The erector then placed W21 load-distribution members, at 7-3 on center, between the top of the new twin girder trusses and the top chord of the existing truss. Steel plate shims were used to account for irregularities and to ensure a tight t between the new and old construction. When all permanent bracing was installed, the erector cut the old steel columns, permanently transferring the existing roofs weight to the new twin steel girder trusses and castin-place mast columns. Load was transferred from 22 existing steel columns to the four new cast-in-place mast columns, which produced an open and highly functional exhibit hall space below. With proper planning and coordination, the centers original steel roof structure proved resilient and adaptable. The owner was provided with rigging capacity, lower maintenance roof slopes, and the large column-free space needed for the center to grow into a leading convention venue. Owner Greater Richmond Convention Center Authority, Richmond, Va. Design Architect Thompson, Ventulett, Stainback and Associates, Inc., Atlanta Associate Architect SMBW Architects, P.C, Richmond, Va. Structural Engineer Walter P. Moore, Atlanta Associate Engineer Daniels and Associates, P.C., Richmond, Va. Engineering Software SAP2000 RISA-3D Fabricator Cives Steel Company, Mid Atlantic Division, Winchester, Va., AISC member General Contractor Turner/Russell/Davis Brothers joint venture
detailing
Going in Circles
BY ZAREH GREGORIAN, P.E. AND GAREN GREGORIAN, P.E.
Thoughtful steel details complement timber framing in this visitors center in Winchendon, Mass.
SKILLFUL DETAILING PROVIDED THE STRAIGHTFORWARD AESTHETIC ELEMENTS OF THE ADMINISTRATION AND VISITORS CENTER AT VETERANS MEMORIAL CEMETERY IN WINCHENDON, MASS. This detailing allowed the connection of steel and timber to serve as an integral part of the structural and architectural themes.
All photography for this article courtesy of Tellalian Associates Architects & Planners.
Structural System The $2.5 million administration and visitors center is organized around a central entrance and exhibit hall with a high, pitched roof and wood deck ceiling. The ceiling is supported by exposed, sloped reverse V-shaped glued laminated (glulam) girders with tension rods at the base of the girders, which in effect create a king-post truss. The tension rods effectively absorb the tension induced at the top of the supporting columns. Wood stud walls, constructed at the sides of the entrance and exhibit hall, act as shear walls and serve as part of the structures lateral load resisting system. Within the side shear walls, 6 6 wood columns occur at each support point for the glulam girders or trusses. Support for the trusses is provided by exposed 6 square steel HSS columns as the roof structure continues outside as an entry porch. The columns are enclosed by 16-wide masonry brick piers at the datum elevation. Two symmetrical, curved wings consisting of ofces and support facilities open from a curved single-loaded corridor in the central entrance and exhibit hall. The wings are lower in height than the central entrance area. Here the structureconsisting of 3-diameter steel columns with a spacing of 6-4 along the exterior front and rear walls of the buildingsupports wood girders, which in turn support the 2-0 on center wood trusses that span 22-4 between the front and rear curved walls. The enclosed chapel is constructed with a similar pattern. With a high ceiling and large, full-height glass windows at both the front entrance and rear elevation, the rhythmic line of exposed sloped glulam roof girders, or trusses, is visible from both ends of the building. Adjacent support spaces on both sides of the chapel are lower in height with roong framed with conventional wood framing.
MARCH 2006 MODERN STEEL CONSTRUCTION
35
The administration building and visitors center is connected to the entry faade of the chapel with an unenclosed walkway. An asymmetric, cantilevered sloped roof is supported by single columns at one edge of the walkway to avoid congestion from foot trafc. Six-inch square HSS columns with eccentric footings and cantilevered steel beams were used to form the one-sided cantilevered T shape of the roof structure. Columns were designed as cantilevers, resisting moments caused by the eccentricity. Anchor bolts were designed for the moments acting at the base of the columns. Foundations were also designed in an eccentric shape for the same purpose. Detailing for Aesthetics Connection of the sloped 5 15 glulam girders to the steel and columns was made by a pre-engineered detail. This detail was comprised of twin circular steel plates welded to a vertical HSS 6 6. The two plates were through-bolted through glulam girders, and the vertical steel tube was welded to the top of the steel column. In the case of the wood column, the steel tube was inserted at the top portion of the column and through-bolted for stability. The circular shape of the connection plates provided adequate space for installation of the through-bolts. This helped avoid the usual congestion that occurs in wood connections where small steel gusset plates are used. A pair of horizontal steel plates with a vertical end plate was welded to the circular plates, creating a vertical surface for attachment of tie rods at the top elevation of the columns. Vertical members were attached to the tie rod at mid-span. A single circular plate, with horizontal and vertical ears was welded there. The tie rods from the center of the sloped roof and the vertical members
MODERN STEEL CONSTRUCTION MARCH 2006
from the roofs ridge were attached to the Zareh B. Gregorian is a principal with Gregocircular plates. Turnbuckles were installed rian Engineers. Garen B. Gregorian is a project on each end of the center circular gusset to manager with Gregorian Engineers. tighten the tie rods. A similar pattern was used for the gus- Owner sets in the covered walkway area. A 7 5 State of Massachusetts, Department of horizontal steel HSS was welded to the top Veterans Services, Boston of a 6 square HSS column that cantile- Architect vered on one side. A sloped 5 8 glulam Tellalian Associates Architects & is supported by a 2-diameter steel pipe Planners, LLC, Boston column at the top and rests at the edge of Structural Engineer and Detailer the 7 5 cantilever beam to form the Gregorian Structural Engineers, shape of the sloped roof girder. Two-inch Belmont, Mass. by 8 planks with plywood topping spanning between girders form the walk- General Contractor Adams Management Group, Inc., ways roof structure. The connection at the top of the col- Worcester, Mass. umns follows the same pattern as the administration building. Circular double gussets hold the 7 5 horizontal steel HSS beam and the inclined 2 diameter steel round HSS member. Focus on Gussets Circular gussets were feasible and advantageous for several reasons. A gusset that followed the horizontal vertical and sloped geometrical lines in the exposed ceiling structural members would not have yielded a desirable view. In comparison, the circular gussets various lines, without sharp corners, provided a pleasant view. Due to the large dimensions of the glulam wood girders, a large gusset plate also provided adequate space between thru-bolts, which engaged the whole section of the wood girders in resisting the applied forces. The gusset connecting the three major elements of the roof structurenamely the steel connection of the column, the sloped girder, and the horizontal tie rodrepeated throughout the three buildings, which made the solution economically feasible.
people to know
M
Rob Downey Photography
BY WALTER J. GATTI
MY FASCINATION WITH STEEL STRUCTURES STARTED BACK IN 1951 WHILE COMMUTING FROM THE BRONX TO BROOKLYN WHERE I WAS ATTENDING THE STATE OF NEW YORK COMMUNITY COLLEGE. The daily trip went past some of the most famous steel bridges we know: the Brooklyn, Manhattan, and Williamsburg bridges. My goal was to get a degree in structural technology, which covered courses in strength of materials, steel and concrete design, shop fabrication, and steel detailing. I looked forward to a career involving eld construction projects but found I had a talent for detailing, which I enjoyed, and as a result excelled in. After graduation in the spring of 1952, I was hired by Babcock & Wilcox in Cleveland, Ohio as a steel detailer, which involved detailing structural steel and piping for power plants. I had to move to Cleveland and in doing so had my rst airplane ride. It was in a Viscount turboprop, and it inspired me to one day learn how to y. After a year in Cleveland, which was one of the coldest places I ever lived, I returned to New York City and worked for a couple of companies, one being a steel fabricator in New Jersey. The daily commute again took me across several steel bridges including the George Washington Bridge. I marveled at the magnicent structures and wondered how such large structures could ever be built. I was determined to nd a job detailing steel bridges. In 1953, I got the opportunity. A company that was producing shop drawings for the fabricator I worked for as an estimator wanted to know if I could estimate a detailing price on a bridge job they were bidding. Being 20 years old and capable of doing anything, including scaling tall buildings, I responded with, Of course. The project was the reconstruction of the Third Avenue swing span over the Harlem River in New York City. They got the job and offered me a position to start a bridge detailing section in their company. I accepted and struggled through the job, since I knew nothing about bridge detailing. When you are thrown into the middle of a lake, you learn to swim quickly or drown. I avoided drowning by hiring some capable steel detailers and learning from them as fast as I could. In the following years, the steel bridge industry exploded with the advent of the When you are thrown Interstate Highway Program. Great steel into the middle of structures were built, like the VerrazanoNarrows Bridge, Mackinac Straits, James a lake, you learn to River Bridge, and the Chesapeake Bay Bridge. All of the major structures, and a swim quickly or drown. majority of the smaller structures, were made of steel. The steel industry was at its peak. Thousands of detailers were employed, with some companies like Bethlehem Steel and American Bridge employing close to a thousand detailers each. There were hundreds of bridge fabricators doing a landslide business, and it seemed like it would never end. In 1958 I was running a bridge detailing ofce of almost 40 detailers. After working a minimum of 80 hours a week for ve years, I decided to go into business with a structural engineer. He concentrated on building a design section and I pursued the bridge detailing business. We formed Tensor Engineering Company and started with four detailers and one designer. On the personal side, in 1962 I began to pursue my other ambition and began taking ying lessons. I got my private pilots license in 1962 in a single-engine Piper Comanche. I then started ying around the country, gaining new customers and expanding our fabricaMARCH 2006 MODERN STEEL CONSTRUCTION
tor base for the bridge detailing portion of the business. The steel detailing business continued to grow. By 1964 we had over 20 employees and had detailed components of many large structures, such as the Staten Island approach to the Verrazano-Narrows Bridge, the Throgs Neck Bridge, Robert F. Kennedy Memorial Stadium, and an unusual structure for the Kennedy Space Center. The structure was the largest moveable structure in the world, and was built to launch the Saturn Rocket. This project brought me to Brevard County, Fla., which was my rst trip to Florida. I fell in love with the palm trees and sandy beaches and thought that this would be a great place to live someday. This project also gave me the opportunity to y in a jet aircraft when I had to attend a business meeting in California. It was an American Airlines 707, and I was totally fascinated ying at 35,000 at speeds over 500 miles an hour. I dreamed that one day I would learn to y a jet. By the late sixties, the Interstate Highway Program started to slow down. Most of the bridges had already been designed and many were under construction. It was during this time that the space program had been progressing at record speeds, and the Apollo Program was well on its way. One of the biggest steel projects at the time was the construction of the Vehicle Assembly Building (VAB) at the Kennedy Space Center. It would use over 100,000 tons of steel, and a group of New York detailers organized a joint venture to bid the job. That is when I met John Alonso and Lenny Ross, both detailers. Even though we didnt get the job, we still remain good friends to this day. Little did I realize at the time, but this was the beginning of the end for the major steel fabricators in this country. When Bethlehem Steel and American Bridge lost the fabrication of the World Trade Center, which had over 200,000 tons of steel, their dominance in the industry started to erode. In the years from the mid-50s to the early 1970s, steel prices and the cost of labor continued to rise unchecked. The management of the major steel producers were busy playing golf, so they kept giving in to union demands. Increases in wages and benets drove the steel prices to a point where alternate materials like concrete started to cut into the bridge construction industry. The steel unions had obtained fringe benets that were completely out of line with the rest of the construction
MODERN STEEL CONSTRUCTION MARCH 2006
industry. Some employees got 12 or more weeks of vacation a year. This immobilized fabrication production during the summer months. By the mid-1970s, Bethlehem informed the union that unless it took a cut in pay and benets, it would have to terminate its fabrication business. The unions refused to budge and Bethlehem closed its fabricating plants, laying off thousands of employees. A few years later the same scenario happened at American Bridge Company. By the late 1970s, many of the major bridge fabricators were gone or had reduced their forces. The steel industry was on its decline
Contracting issues are a major concern for the future of the steel fabrication industry.
and was losing its market share to concrete structures, both for bridges and buildings. Meanwhile, Tensor Engineering, which maintained a staff of about 15 detailers, continued to keep busy during the decline of our larger competitors, who were retiring or closing their businesses due to the lack of new and large projects. In 1968, we purchased our rst computer systeman IBM 1130and started developing unique and specialized software to calculate complex bridge geometry. It was the basis and formulation for the same software we use today. I had also further developed my ying skills and owned an aircraft charter business operating out of LaGuardia Airport. We had several aircraft, including a turboprop, which I was qualied to pilot. I developed multi-engine and instrument pilot ratings and had accumulated over 1,000 ying hours. In 1971, after being stranded on the New England Thruway for four hours due to a bridge tender strike, which took place the same time as transit workers and garbage workers strikes, I decided to move the company to Florida. Only half of the ofce accepted my offer to relocate them and to help them buy their own homes. The reduced staff was a benetthe 70s were a tough time in the construction industry due to a lack of bridge projects and sky-high ination. I had diversied my business interests and used the spare time and money to invest in the local real estate market. When we
moved to Florida in 1972, Brevard Countys economy was depressed due to the end of the space programs and the moving of most of the technical support to Houston. Real estate prices were at an all-time low, with three- and four-bedroom homes on the water selling for $25,000. This all changed in less than a year when Disney built Disney World south of Orlando, which is less than 50 miles west of Brevard County. All of my real estate investments soared, and properties that I had bought for interest only with no money down quadrupled in price. Since then I have owned and sold millions of dollars of real estate. I also formed several aircraft leasing companies and have operated over 10 jet aircraft, for all of which I am qualied to be Pilot-in-Command. I have accumulated over 4,000 hours of jet time and obtained an Airline Transport Pilot (ATP) rating, the highest pilot rating one can achieve. I have been type-rated to y several different jets, including a three-engine Falcon 50, which I currently own and y. The detailing industry improved in the 1980s, but the number of steel bridges continued to decline as more and more structures were being built in concrete. There were several bridge failures due to poor maintenance and design, and a new highway bill designed to replace aging and functionally obsolete bridges was enacted by Congress. Newer materials, such as weathering steel and high performance steels, were introduced, as well as new coating systems. But these advances did little to upset the balance, and today the number of concrete structures built outnumbers steel almost two to one. A major reason the concrete industry made gains is through standardization, which simplied the design and construction process. Over the last 47 years in the detailing business, Tensor Engineering has detailed over 3,000 bridges that represent over 2 million tons of structural steel. Many of these were award-winning steel structures, such as the Charles River cable-stayed bridge over the Big Dig in Boston. We also detailed the Storrow Drive Bridge, which is parallel to this structure. It is the largest single box girder bridge in the United States. In 2003, we nished detailing an unusual cable-stayed bridge, the Turtle Bay Sundial Bridge in Redding, Calif., which was featured in the October 2004 edition of Modern Steel Construction magazine (available online at www.modernsteel.com). Contracting issues are a major concern
for the future of the steel fabrication industry. General contractors are too eager to seek the low bid rather than the most qualied bid. And fabricators too often play their game and reduce their bids in an endless spiral toward nancial doom. The problem is exacerbated by bad payment terms. The fabricator has to buy the steel and pay his workforce upfront but too often doesnt receive payments until the entire projectnot just the steel packageis complete. Today, with the passage of the TEA-21 highway bill, the fabrication industry has an opportunity to improve its pricing policy, eliminate the contractor-led auctions, introduce standardization of material sizes and specications, and share new technology. The industry must also create a strong steel bridge alliance that pursues political inuences to formulate programs and rules that benet the use of steel structures. A strong steel industry is essential to our national security and economic well-being. Someone once said if you want to make a small fortune in the fabrication industry, start with a large one. It is time for the fabricators to stand up for their rights and improve their business practices. I hope they can do thisI am too young to retire! Is there a steel industry professional whom you think MSC should feature as a person to know? Send your suggestions to Lena Singer, Assistant Editor, at singer@modernsteel.com; or Keith Grubb, Managing Editor, at grubb@modernsteel.com.
It is time for the fabricators to stand up for their rights and improve their business practices.
N AT I O N A L S T E E L B R I D G E A L L I A N C E
Steel Bridge
NEWS
MARCH 2006
Executive Director
As we begin the new year, the National Steel Bridge Alliance is unveiling changes in the way we will communicate with the steel bridge industry. The incorporation of our newsletter into Modern Steel Construction on a onceper-quarter basis will broaden our base of readership to include the structural steel design and construction industry. (Make sure you continue to look for our newsletter in the June, September, and December 2006 issues of MSC.) Additionally, our web site, www.nsbaweb. org, is undergoing a facelift, with modications that will make it more interesting, more informative, and easier to navigate. We look forward to rolling out the new web site by the rst of March. Any suggestions for ne-tuning the site will be appreciated and should be sent to Jody Lovsness at lovsness@nsbaweb. org. Our work for the steel bridge industry continues in the form of technical development, information awareness and transfer, and legislative affairs. Our efforts with these initiatives will foster growth in market share and increase the acceptance of steel as the material of choice for the bridge industry. We look forward to serving you with any of your bridge needs and hope 2006 will bring you good health and prosperity. Sincerely, Conn Abnee NSBA Executive Director
Atmospheric corrosion in northern environs such as Alaska is noticeably less severe than in southern climates, which is likely the result of lower temperatures and other factors. This offers the possibility to reduce both initial and maintenance costs by using uncoated steel properly detailed to avoid ponding water. Case in Point In 1973, conceptual studies began to assess the feasibility of construction of a dock near Cook Inlets North Foreland, just south of the Village of Tyonek in Alaska. At this location, Cook Inlet features a gently sloping seabed, requiring long approach structures to reach adequate water depths. Timber and chip ships required a water depth of 25 below mean lower low water (El25 MLLW ) at the dock face to go with a tide range of nearly 35. T complicate mato ters, this area is subject to six months of ice
cover riding the ebb and ood tidal currents. Orthotropic Steel Box Girders Adequate water depths required the dock be sited 1,500 offshore. Ice oes dictated a minimum number of costly piers. The solution for this marine location suggested 250 spans with a 16-wide approach roadway designed for HS20 trucks. Designers chose long sections of lightweight orthotropic steel painted box girders as the best solution. The deck consisted of an epoxy/grit surface layer. Construction in 1974 by Kodiak Lumber Mills had a few setbacks caused by difculty with pier construction in fast currents, but these were overcome and the project was put into service. 30 Years Later Inspection after 30 years in this northern marine environment (61 degrees north latitude) indicated that the steel superstructure was nearly devoid of signicant corrosion. Paint was worn on traveled surfaces and some rust was noted at irregularities that could hold water. Inside the box girder, topside eld-cut holes had allowed water to enter. Some corrosion had occurred around stiffeners on the box bottom, but it was not serious. Dennis Nottingham, P.E. is President of PND, Inc. in Anchorage, Alaska.
National Steel Bridge Alliance One East Wacker Drive, Suite 700 Chicago, IL 60601-1802 Phone: 312.670.7010 Fax: 312.670.5403 www.nsbaweb.org Conn Abnee Executive Director Phone: 312.670.7012 abnee@nsbaweb.org Mike Moftt Director of Engineering Services Phone: 312.670.7013 moftt@nsbaweb.org Jody Lovsness Marketing and Membership Coordinator 11708 Jackson Road Omaha, NE 68154 Phone: 402.758.9099 Fax: 402.778.9499 lovsness@nsbaweb.org Calvin R. Schrage Regional Director (west) 5620 Harding Drive Lincoln, NE 68521 Phone: 402.466.1007 Fax: 402.466.1027 schrage@nsbaweb.org William F. McEleney Regional Director (east) 45 Pasture View Lane Cranston, RI 02921-2732 Phone: 401.943.5660 Fax: same as phone mceleney@nsbaweb.org Regional Directors Territories
A steel design saved the Florida Department of Transportation 10 percent nearly $8 millionin the nal bids for a sixbridge interchange now under construction in Jacksonville, Fla.
PRIOR TO BIDDING, THE FLORIDA DEPARTMENT OF TRANSPORTATION (FDOT) DEVELOPED DUAL DESIGNS FOR A HIGHLY CONGESTED INTERCHANGE IN JACKSONVILLE, FLA. TO INCREASE COMPETITION. (FDOT now has an ofcial policy to create dual designs for projects costing more than $25 million.) Designs for the superstructure evolved through different schemes before the nal steel design was selected for its economic advantage.
Bidding FDOT performed concept studies for the interchange in 1999. The designers originally assumed that the six bridges would have a steel or concrete segmental box superstructure. FDOT asked the concept designers to look into a double composite steel box with concrete segmental box design after the rst bridge development report. The inside deck would exist only for strength, and not for vehicles, in the double composite option. This steel concept proved to be an innovative, inexpensive design. However, FDOT thought it was too developmental for curved structures of this nature and chose the more conservative alternatethe concrete segmental design. By the time the concrete segmental alternate plans were ready to bid in 2003, the engineers estimate had grown considerably. Changes in means and methods of construction and Florida inspection requirements resulted in cost increases. FDOT was also concerned with the prospect of severe trafc disruption. FDOT requested a conventional steel box alternate design to improve bidding competition. The alternate steel design was completed in 10 months. When FDOT bid the project in May 2004, the segmental concrete alternate came in at $74 million, beating the steel alternate by a few million. However, the trafc plan mainte-
nance had to be redesigned. FDOT had to re-bid the project in May 2005. This time around, the engineers estimate for the segmental concrete alternate was $88 million. As a result, each contractor submitted a bid for only the conventional steel box alternate. Increasing costs ruled out the concrete segmental alternate primarily because of the complexities of the interchanges tight radius. Each of the interchanges six bridges was designed to follow a 775-radius curve. The tight curvature, using 10 concrete segments, would have required more and heavier support piers. The low bid for the steel alternate was approximately $80 milliononly 4% higher than the previous steel biddespite steel prices that had escalated since the previous two years. Compared to the concrete segmental design, the new steel box design generally reduced the number of support columns, often by a third. Steel, being lighter, also signicantly reduced the size of the
Bridge superstructures consist of double trapezoidal box girders. Following NSBA recommendations, all top and bottom flanges of a box girder will have a common width. Increased flange thickness, rather than width, will accommodate the need for greater support.
MARCH 2006 MODERN STEEL CONSTRUCTION
pier footings, and designers could position piers in more desirable locations. Finally, commercial development had occurred around the interchange site since the original bidding took place and would have made establishment of a large casting yard for concrete segmental construction extremely difcult. Bridge Design and Construction Construction began July 2005 for the three-level, semi-directional interchange, located at the intersection of St. Johns Bluff Road (State Road (SR) 9A) and James Turner Butler Boulevard (SR 202). The rst steel is scheduled for delivery in November 2006. The superstructures of the interchanges six circular bridges consist of double trapezoidal boxes. Grade 50 steel will be protected by a three-coat paint system, and each bridge will have a closed drainage system. The bridges over SR 9A will be able to accommodate future widening by one lane. The superstructures will rest on single concrete columns that are at the cap. A single pot bearing will sit under each steel box (sometimes called tub girders). Conventionally, steel boxes have one bearing under each web, doubling the number required. In this case, the designers centered the bearing in the box bottom ange to simplify construction. One point of contact per box will ease the work of dealing with geometric rotation caused by both superelevation and curvature. A single bearing per box also facilitates future jacking for maintenance. Contractors can put jacks on either side of the bearing and lift the whole box. Following recommendations by the National Steel Bridge Alliance (NSBA), all top and bottom anges of a box girder will have a common width. Increased ange thickness, rather than width, will accommodate the need for greater support. This concept somewhat complicated the designers work but will greatly simplify steel box fabrication. Five of the six bridges will have one lane while a sixth will have two lanes. Flanges of a single width can be sliced from large steel plates welded together lengthwise. The ve one-lane bridges have 21 top ange widths, and the two-lane bridge has top ange widths of 23, both at the eld sections and at the pier. Positive moment areas have 16 anges. Two smaller bridges over SR 202bridges 701 and 705will have piers centered in the roadway. The designers specied a temporary wall to facilitate construction for these bridges while minimizing disruption to trafc. The technique is similar to a cofferdam. With the wall in place, the contractor will be able to come in with a crane, build the foundation, and get out. Middle piers for the two smaller bridges over SR 9Abridges 702 and 706will be between the roadway and the ramps, so the temporary walls will not be necessary. The larger one-lane bridge, 704, will have eight-spans and an overall length of 1,714- 8. This bridge will be divided into three continuous units, with strip steel expansion joints between the units. The typical section for all ve of the one-lane bridges will have web thicknesses of . The widths across the top and bottom anges of the trapezoidal boxes are 8 and 5, respectively. The web will have a vertical depth of 6. About 10 will separate the two steel boxes. The deck will overhang the steel boxes by about 5 on each side. These dimensions bring the total width across the deck to about 36. The bottom anges of the steel boxes range in thickness from to 1-7/8 and will be eld-spliced with bolts at the seams. Bridge 707 will be longer and wider than the others. Having two lanes, its deck width will be about 49. The typical two-lane superMODERN STEEL CONSTRUCTION MARCH 2006
structure will also consist of double trapezoidal steel boxes but with larger dimensions than the other bridges. In this case, the trapezoidal boxes measure 12 across the top. The bottom ange width will be 9. The webs will have a vertical depth of 6.5, and about 13.8 will separate the steel boxes. The steel boxes will have both internal and external cross frames (diaphragms). The V-shaped intermediate cross frames within the boxes will simplify the passage of inspectors. The curvature of the structure will require temporary external cross frames between the steel boxes during construction. Before casting the slab, the girders two top anges may experience large differential deections, making t-up extremely difcult. The temporary external cross frames will control differential ange displacement and rotation of individual tub girders prior to slab placement. Designers positioned these temporary K-shaped intermediate cross frames at the same points as the internal ones. When completed, the new six-bridge interchange will allow SR 202 to connect Jacksonvilles developing downtown to its beaches. SR 9A will eventually become part of Interstate 295, looping around the city as a beltway. Jesus Mustafa is a Vice President of H.W. Lochner, Inc. in Sunrise, Fla. Jim Talbot is a consultant for NSBA. Owner Florida Department of Transportation Engineer of Record H.W. Lochner, Inc.Clearwater, Fla. ofce (with support from Orlando and Sunrise, Fla. ofces) Engineering Software BSDI MDX GT-STRUDL Detailer Tensor Engineering, Indian Harbor Beach, Fla., AISC member, NISD member Detailing Software BGS (Tensor Engineering proprietary software) Fabricator Tampa Steel Erecting Co., Tampa, Fla., AISC member, NEA member General Contractor Superior Construction Co., Jacksonville, Fla.
Graphics for this article are courtesy of NSBA.
quality corner March 2006 The Building Standard: What Have We Learned?
Now that building fabricators have been audited to the Certication Standard for Steel Building Structures, what information can we glean from our experiences?
BY DAN KAUFMAN
Do not put your faith in what statistics say until you have carefully considered what they do not say.
WE NOW HAVE SEVERAL YEARS OF EXPERIENCE IN Building Standard. Revising quality manuals to reect this change USING THE CERTIFICATION STANDARD FOR STEEL BUILD- was not an easy task for our fabricators, to say the least. The element that triggered the next-largest count of CARs ING STRUCTURES (BUILDING STANDARD). We have been thanked. We have been cursed. We have accumulated information. is the Detailing section (element seven). This was probably the The Corrective Action Requests (CARs) written at audits to the biggest revelation from the study. The only indicator we have to Building Standard have been collected and sorted, and are ready to explain why this was a heavy hitter was the size of the element be digested. So what, exactly, are we going to digest here? Are itself. This element didnt contain many new requirements when we looking to nd where evil-doers are cheating the system? Are compared to the old audit checklist program, but is second in we looking for something to hold up to pronounce that it was all length to the Management Responsibility element. Third place in the stack-up of CARs is Process Control (eledone for the good of baseball stadiums, courthouses, and high-rise nursing homes? Not exactlywere tying to identify patterns or ment 12), which includes shop operations. While there arent very trends in the data that we can use to help our customers navigate, many lines in this portion of the Building Standard, the activities it avoid, or overcome these obstacles in the future. We thought an refers to include volumes of specications by other specifying enimportant place to start would be the 10 most common reasons tities (AWS, SSPC, etc.). Again, this element didnt contain many new requirements. for CARs. These are the top-three elements associated with CARs, but After all these years of working and problem solving, Ive learned a few really solid things. One of the lessons Ive come to focusing on the elements alone can give a distorted view. Some treasure most is that if you measure something that hasnt been elements have just a few requirements, and some, such as Manmeasured before, you are going to see things you didnt expect. So agement Responsibility, have several requirements within them. Thats why we will now move on to the ten most frequently cited lets be surprised together! First, we will look at the occurrences by major element as they sub-elements from the Building Standard. Elements that dont have relate to the Building Standard, and then will dig a little deeper into the para graphs within them. Finally we will look at the 10 sub-elements from the Build ing Standard that are associated with the most CARs. Admittedly, the element related to the majority of CARs wasnt much of a surprise: Management Responsibility (element ve). Documentation of man agement direction, including documentation of the quality system, is a major new requirement of AISC Certication for Building Fabricators. So its not really surprising that most of the kinks in implementation showed up there. It also has the most requirements, as evi denced by the number of lines in the
Quality Corner is a monthly feature that covers topics ranging from how to specify a certied company to how long it takes to become a certied company. If you are interested in browsing our electronic archive, please visit www.aisc.org/QualityCorner.
MARCH 2006 MODERN STEEL CONSTRUCTION
# CARs 89 60 30 27 17 13 13 13 9
# CARs 47 37 35 11 9 5 4
Checking Drawings Reference Documents Detailing Standards Subcontractors Qualications Other Checkers Qualications Customers Drawings Information Tracking Drawing Approval
a lot of sub-elements are treated as a whole for this portion of the study. The chart on the next page ranks the element or sub-element compared to the others in association with corrective actions. Ranks four and eight are shown more than once each because they are really a two-way and a three-way tie, respectively. The Perceived Cause is our conclusion as to why that element or sub-element is associated with higher levels of corrective actions. The Recommended Follow Up column might seem confusing, since our audit process includes closing out all CARs when adequate evidence is provided. As a result, certied fabricators shouldnt need instruction here on how to resolve them. However, the recommendations could be used to avoid a future CAR, or could help out a fabricator who is considering AISC Certication.
RANK # CARs ELEMENT/SUB-ELEMENT PERCEIVED CAUSE OF CAR
Keep in mind: these are only suggestions and must t your business to be effective. The net result, from our perspective, is that a signicant change was required of fabricators, and it was not easily achieved. Some new items were not received as intended, likely due to a lack of good communication. Some items have been problems for years, and, by golly, they are still problems! Those are going into our pot for future discussions with the AISC Committee on Certication. Congratulations once again to all AISC Certied Building Fabricators for meeting these challenges head-on and successfully completing their audits to the Building Standard. Dan Kaufman is Manager of Operations for Quality Management Company, LLC, in Chicago.
RECOMMENDED FOLLOW-UP
149
2 3 4
(2-way tie)
121 89
86
66
6 7
64 62
8
(3-way tie)
Additional requirements of the new Building Standard Changing landscape of contract detailers System change from Document and Data Control checklist criteria Additional requirements of the new Building Inspection Procedure Standard Additional requirements Purchasing/Selection of of the new Building Subcontractors Standard Additional requirements Management Responsibilityof the new Building Direction and Leadership Standard System change from Control of Quality Records checklist criteria Detailing Function Changing requirements Resources (Required Library) Material Identication Corrective Action Changing requirements System change from checklist criteria System change from checklist criteria System change from checklist criteria
Management ResponsibilityDocumentation Requirements Calibration of Inspection Measuring and Test Equipment Checking of Shop and Erection Drawings
Review examples online at www.qmconline.com. Write procedures to recalibrate as physically needed; use calibrated tapes to check weld gauges and squares; conduct internal audits to keep current. Build into initial review of job with contract detailers. Detailing standards: use subcontractor review and internal auditing to monitor. Review examples online at www.qmconline.com; use a manual index with revision dates; conduct internal audits to keep current. Document minimum requirements for inspectors; clarify in-process versus nal inspection plan; document inspection results. Keep documentation of receiving simple; track exceptions: set frequency for review at level tting to your business; conduct internal audits to keep current. Set up standard meeting agenda covering bullet points required by the Building Standard. Dene system to t your practice; conduct internal audits to keep current. Monitor www.qmconline.com; conduct internal audits to keep current. Requirement tied to AISC Code of Standard Practice (2005): next revision expected in ve years; conduct internal audits to keep current. Use as a system to x recurring or serious problems, not as solution to x single piece errors; conduct internal audits to keep current. Involve more than management representative; schedule internal audits in advance; name auditors; spread out elements throughout year. Train your own trainer; keep steps small.
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2006
MODERN STEEL CONSTRUCTIONS 2006 STEEL DETAILER LISTING features up-to-date contact information for AISC Associate member detailers and NISD members, as well as AISC Active member fabricators that indicated they provide outside detailing services. This listing is meant to serve as a reference for members of the steel design and construction community as they seek out detailing services for upcoming projects. Next year, this listing is planned to exclusively feature AISC Associate member detailers and AISC Active members that provide outside detailing services. The detailer surveywhich in the past provided information about the responding rms sizes, detailing capabilities, and software experience, among other informationwill also return to present a detailed look at AISCs member detailing rms. If you would like to become an AISC Associate Member detailer, please contact Kelly Butler, AISC Membership Services Assistant, at butler@aisc.org or at 312.670.5409 for more information.
Mem. A A, N A A, N N A, N A A, N A A N A, N A A A A, N A A, N N N A, N N A, N A, N A N A N A A, N N A A, N N N N A N A, N N A A N A A A N
Company Name 3 Detailing, L.L.C. 3D Design Inc. 4 Drafting, Inc. 4D Steel Detailing 9009 - 7403 Quebec, Inc. A & S Consulting Detailers, Inc. A.B. Detailing & Design, L.C. A.D.S. Engineering, Inc. A-1 Detailing A2Z Steel Detailing Abacus Detailing & Design, LLC ABS Structural Corporation Absolute Details, Inc. Accelerated Building Solutions, Inc. Accurate & Precise Drafting Accurate Design Accurate Design & Detailing Ace & Stewart Detailing, Inc. AceCad Software, Inc. ACL Structural Consultants Ltd. Action Steel Detailing Inc. Active Engineering, Inc. Acuna Y Asociados S.A. Adams Detailing ADCO Detailing, Inc. Advance Informatics Advance Steel Design, Inc. Advance Steel Erection Inc. Advanced Structural Detailing & Design, Inc. Aerolite & Associates Inc. AFCO Steel Agee Steel Detailing, Inc. AirCad, Inc. Alabama Structural Detailers, Inc. Alaska Steel Detailing Alexander Dykhne All Steel Design, Inc. Alpha Structures, Inc. Alpine Technical Services, Inc. Anatomic Iron Inc Anduril Detailing Ltd. AOG Detailing Services, Inc. Apel Structural Service, Inc. Appalachian Enterprises LLC Applied Structural Detailing Service, LLC AR Technical Services ARCHES
Telephone 928.608.0300 506.382.3330 610.327.9200 64.337.75880 450.654.0270 484.945.0888 314.909.6636 760.931.0300 506.575.1222 501.315.6421 303.922.6804 321.768.2067 620.662.2098 706.379.2674 817.281.9503 585.425.2634 979.848.1257 562.428.7521 610.280.9840 403.887.5300 480.813.8966 909.397.0930 01.1.5.622366095 281.213.9548 817.249.3788 91.11.6326690 801.561.1668 x108 847.437.5370 410.484.5118 847.310.1118 501.340.6320 817.277.2433 858.467.1511 205.655.3670 907.841.6045 414.962.0163 435.673.8896 724.745.4999 412.767.4966 604.779.3800 509.758.5890 727.742.7321 412.372.4960 662.282.7085 818.508.6000 315.776.5755 33.24.8650304
Contact E-mail service@3detailing.com mark.forbes@3ddesign.ca clmjr@neconnection.com jacquih@steel-detailing.com lzgfontaine@sympatico.ca asconsult2@aol.com abdetailing@sbcglobal.net ads5731@earthlink.net a1detailing@nb.aibn.com jldavis@up-link.net abacusdetailing@comcast.net frank@abs-structural.com darinm@absolutedetails.com ldcampbell@detailsteel.net alan@apdrafting.com hber699964@aol.com sarge1@quik.com srstew1@aol.com sales@strucad.com atp@acl-corp.com grbinch@actionsd.com activengineer@aol.com pablo.acuna@acuna-sa.cl jfadams2@sbcglobal.net johna@adcodetailing.com sanjaya@advanceinformatics. com dmoss@advancesteeldesign. com metsovon1@aol.com oleggrinblat@asdd-inc.com aeroliteil@sbcglobal.net gglover@afcosteel.com mail@ageesteel.com jim@aircad2000.com aldetailer@charter.net ronb@alaskasteeldetailing.com a.dykhne@sbcglobal.net allsteel@infowest.com malterio@alphastructures.com alptc9@cs.com kerry@anatomiciron.com lemg@andurildetailing.com AoGSteel@msn.com robertapel@adelphia.net jeffshort@nexband.com asdsllc@mindspring.com tedmrev@twcny.rr.com pascal.gauthier@dial.oleane.com
Mem. N A A, N N A N A A, N A, N N A A, N N A, N N N A A A, N A A N A A A A A A, N N N N A, N A A A, N A, N N N N A A A N A A A, N A A N
Company Name Arrowhead Steel Fabricators Arthur L. Faulkner Co., Inc. ARW Designs, Inc. Audy Wright Automated Detailing Services, Inc. Automated Steel Detailing Associates, Ltd. (ASDA) Autosteel, Inc. B.A. Sawyer & Associates B.D. Structural Design Inc. Base Line Drafting Services, Inc. Bay Bolt Bayshore Steel Detailing BDS Steel Detailers BDS Steel Detailers, Inc. Beijing Book Company, Inc. Ben Vlach & Associates Benchmark Steel Detailing Benchmark Technical Design, Inc. Benders Technical Detailing, Inc. Blue Steel Boulter Industrial Contractors Brian Maddock Steel Detailing BridgeSteel Drafting Inc. Bridgeton Drafting Company Brooks Drafting Service Burkett & Associates Busch Industries, Inc. BV Detailing & Design, Inc. C & C Iron, Inc. C & F Steel Company, Inc. C. W. Carry Ltd. C.H. Potter & Co., Inc. CAD Details & Design Inc. CADD Advantage Inc. Cadmax CaDraw PTY, Ltd. Cal West Steel Detailing Callaway & Nelson Steel Detailing, Inc. Candraft Detailing, Inc. Capitol Detailing Co. Carlsons Detailing Cartee-Berry & Associates, LLC Cascade Design Catanzaro & Associates, Inc. CEDD, LLC Central Detailing Services Corp. Central Maine Drafting Service CGIT Westboro, Inc. CHC Fabricating Corporation
Telephone 308.385.4688 317.826.2464 573.579.4394 865.584.4712 505.896.4293 416.241.4350 919.661.0540 207.893.2438 450.641.1434 905.660.7017 510.532.1188 207.259.2000 61.73.8448093 480.615.1700 908.862.0909 209.544.2720 702.280.2004 413.743.2500 716.695.7693 518.312.3345 585.230.1368 510.523.6283 770.923.5240 856.205.1279 601.362.3595 281.457.5400 615.646.9239 219.769.2511 254.386.8847 780.465.0381 903.935.7115 812.868.0693 541.967.7954 450.621.5557 61.2.9629.4976 925.485.2000 806.794.7667 604.945.8008 916.987.9838 336.434.3624 843.661.2355 360.577.1620 401.231.5960 417.781.5182 714.937.1573 207.924.5342 508.836.4007 513.821.7757
Contact E-mail mark.funkey@chiend.com arwdesignsinc@hotmail.com awright@qmwkx.com automateddetaili@qwest.net gdecock@asda.ca details1@nc.rr.com bruce.sawyer@verizon.net dsbd-blierce@bdsd.com wbezuhly@bld.ca baybolt@pacbell.net bayshore@bayshoresteeldet ailing.com vince.rehbein@bdsglobal.com don.engler@bdssteel.com linjh@cnpbbci.com benvlach@sbcglobal.net apexman1@msn.com paul.trova@benchmark-tech.biz jb@benderstech.com rbayer1@rochester.rr.com bjamaddock@aol.com bsdi@mindspring.com BridgetonDraftCo@aol.com brooksa104@aol.com drawings@swbell.net tech@buschindustries.com bvdet@comcast.net cnciron@netnitco.net warner_fox@candfsteel.com drafting@cwcarry.com chp_co@swbell.net caddetailsanddesign@insightbb. com alexd@caddadvantage.com mail@cadmax.ca nazareno@cadraw.com.au bobs@cwsteeldetailing.com mn@callawaynelson.com cooper@candraft.bc.ca carlsonsdetailing@yahoo.com RUDY7753@aol.com dpetersen@kalama.com bcat316@verizon.net cedd@fastfreedom.net cdscorp@pacbell.net centralmainedrafting@verizon.net toddrathier@azz.com ken.ransom@chcfab.com
Chicago Architectural Metals, Inc. IL Chicago Drafting Inc. Chillicothe Drafting Services, LLC Chippewa Valley Technical College Chul K. Yoo Detailing Cicero Engineering Services, Inc. Cistron Technologies, Inc. IL MO WI NJ UT NC GA MI NY KS WI UT AR AL England ID CA WV Canada NM NM WA NJ PA FL MT IL KY CA CO AL VA PA VA CO LA LA TX TX MO VA Canada TX CA Canada MI AZ ID Canada AZ CA Canada Canada CO Canada IL Afghanistan MO PA AL VA ID MA CA Canada SC NJ NY UT TX TX NC CA Canada Canada TX AL NE FL CA NM GA
Cives Steel Company Classic Engineering, LLC Cliff Heights Corporation Coast Detailing Service Compusteel Detailing, Inc. Computer Detailing Conceptual Designs LLC Consolidated Design & Machine, A Inc. N Consteel Technical Services Ltd. Construction Management & A Consulting, Inc. N Contec Structural Detailers, Inc. Contracting Engineering A-ACT Consultants* A, N Corpus Steel A Covenant Details, Inc. A Craddock Enterprises, LLC N Craftsman Detailing A Creative Engineering Services N Crescent Iron Works N Croteau Drafting, Inc. N CTA Architects Engineers A Cuasay & Associates Inc. A Cyber Print Text CyCad Design & Detailing N Service, Inc. N D & E Steel Services, Inc. N D Duck Inc A-ACT D K Industrial Services Corp.* A D L Johnson Drafting N D.O.S.S., Inc. A Dactyl Dimensions, LLC A Daigle Consulting Services Inc. A Daigle Consulting Services Inc. N Dal-Tex Detailing, Inc. A Danny B. Wenzel N Darrow Drafting & Design, Inc. A DAS Detailing A, N Datadraft Systems, Inc. N David E. Brown N Davison Iron Works, Inc. A DDC Detailing-Darcy Caron N DDF Services N Dee Enterprise A, N Delta Engineering Group N Deltech Consultants Ltd. N Dennis H. Stevens COs A Design Consultants N DessiMAX, Inc. N Detail Optimal, Inc. Detail Production ManageA ment, LLC Detailed Design Drafting Services A, N Ltd. A Detailing One A, N A N A A A A A N N A A, N N N N A A, N A, N N A A, N N A N N N Details Plus Detailz-Steel Detailers, Inc. Developed Structures, Inc. Digital Solutions, LLC Diode Technologies, Inc. Direct Detailing, Inc. Diversied Detaylor, Ltd. Diversied Steel Detailing Division 5 Detailing Inc Division 5, Inc. Division Five Detailing DKS Detailing Service Inc. Doc Design Doerr & Associates, Inc. Don Pope & Associates Donald L. Keyser, Detailer Dovell Engineering, Inc. Dowco Consultants Ltd. Dowco Consultants, Ltd. Draftco Drafting Service, Inc. Drake-Williams Steel, Inc. DrawPoint Steel, Inc. Drycreek Drafting dtls INCORPORATED Duggan Carne of Dixie, Inc.
Paramount Detailing Service, Ltd. Canada Pargov Steel Detailing Ltd. Paul Winkler& Associates PDC Consultants PEC Detailing Co., Inc. Pete Rotkiewicz Peter Anas Peter Douglas & Associates Pfeiffer Detailing Phoenix Drafting Service Phoenix Drafting Services Inc. PJS Engineering Inc Planit Design Group Pleasant Mount Welding, Inc. P-Mech Softtech Precision Drafting, LLC Prime Structural Drafting Inc. Prism Steel Services LLC Pro Dessin, Inc. Pro Draft, Inc. Prodraft, Inc. Professional Steel Detailers Prographics Inc. Putman Detailing Service Quadrant Services, Inc. Quality Steel Contracting, Inc. Quindata Steel Detailing R L Designs Inc. R. F. Stearns, Inc. Ralph Sorrentino RAM Drafting, Ltd. Randall Services, Inc. Real Technology, LLC Reliance Steel Inc Richard A. Lopatriello Richard E. Jones Richard F. Shuman & Assoc. Richlind Drafting Ritan Construction Services, Inc. River City Steel Services, LLC Riverside Detailing RM Structures RMM Global, LLC Robersons Detailing Robert Ewing General Contractor Robert Ferrell Robert J. Beaman Rocky Mountain Detailing, Inc. Rocky Mountain Steel, Inc. Rodrigo Panganiban Canada SC Australia MA MS 0 OR MN CA Canada CA OH PA India NJ AR IN Canada Canada VA OR NV TN MT NY Chile NJ OR CA Canada WY TX VT CA GA ME PA Canada MI WA CA OH TX AZ LA WI UT CO CA
products
STEEL DETAILING SOFTWARE
Company
Products Offered
StruCad
Product Descriptions
A structural steel detailing system that puts an array of powerful modeling and detailing tools in the hands of drafting professionals, providing a productive solution for steel detailing. An MRP that brings the steel fabrication industry up-to-date with the latest processing, tracking, and reporting facilities and streamlines the fabrication process by providing seamless interaction between departments, suppliers, and clients. A plate nesting system that allows users to optimize their steel stock by planning cutting schedules to calculate minimum wastage. For AutoCAD, AutoCAD LT, and IntelliCAD. Steel shapes (AISC, CISC, BHP, DIN, JIS) with weighted auto-BOM. Stairs, ladders, connections, frames, beam design, and symbols. Free demo available. Works with AutoCAD 14-2006 and IntelliCAD for detailing structural and miscellaneous steel. Configure the program to your detailing requirements. Beam-tobeam, beam, and vertical brace-to-column connection matching. A stand-alone Windows system that combines piece-by-piece and grid-navigator input styles. Users click icons representing framing conditions and enter other basic information found on a framing plan: the rest is automatic. Connections can be applied automatically or specified from a user-definable library. For miscellaneous detailing. Works with CVSpro to boost miscellaneous detailing power. Choose from seven modules to detail stairs and handrails, erection and anchor bolt plans, ladders, roof frames, trusses, etc. Creates joist lists and decking layouts. An AutoCAD-based structural steel detailing platform that is a fraction of the price of the competition yet more powerful and easier to use. A flexible detailing solution with drawing presentation. Produces details, CNC and production control data, mill orders, connection calculations, gather sheets, and more. User friendly. Easily configurable. A complete detailing solution. Produces details, anchor bolt plans, e-sheets, field bolt lists, mill orders, CNC data, production control data, connection calcs, and more. Easy to use, with minimal training required. A cost-effective system to create shop details of structural steel and miscellaneous metal including bills of material, cutting lists, and shipping and ordering lists. Automatic stair stringer details from stair plans. A program to create shop cutting lists, advance order lists, and inventory lists for use in estimating, ordering, and cutting tasks. A linear nesting program, using stock material and a list of required material, determines the most economical cutting arrangement. Cuts any linear material. A pocket PC calculator for feet and inches. A full-featured 2-D CAD program for PDAs and Smartphones. Excels at drafting existing conditions on site and at generating and maintaining punchlists. A 3-D computer modeling software product designed for the structural steel industry. The user creates a 3D model that is used to automatically design members and member end connections, produce shop drawings, order material, create CNC files for automated fabrication, and share data with other software products. Steel detailers, fabricators, engineers, and erectors can access the same 3D model from anywhere in the world simultaneously. A software program used to detail structural steel. The user has the option to put all information into a framing plan and have the software generate details, or generate details by a piece-by-piece method. Properties and dimensions of various shapes are just a click away. Bracing, camber, trigonometry, stairs, circle, and metric conversion, as well as many other functions are also included with this software. Used to generate anchor setting and framing plans automatically. The user enters information into dialog boxes and plans are generated in AutoCAD automatically. 2D detailing and structural drawing software for AutoCAD. Quickly generate details (steel and concrete) for erection plans, fabrication details, and shop drawings with little input and a few mouse clicks. A powerful and user-friendly, flexible AutoCAD-based steel detailing and fabrication package. Easily produces general arrangement drawings, detailing, bills of material, and NC files. Works in all Autodesk-supported versions of AutoCAD. Customized AutoCAD products for the ornamental/architectural metal fabricating industry. Automated railing, fence, and gate drawing software. Design library of castings and forgings from six suppliers.
StruM.I.S StruNest
ASVIC Engineering and Software www.asvic.com 6.175.526.6601 AutoSD, Inc. www.autosd.com 601.679.5800
CADS-USA, Inc. www.cadsusa.com 800.470.4566 Computer Detailing Systems, Inc. www.asteel.com 888.263.5892
Advance Steel
ZiPCAD Pro
SDS/2
DetailCAD DetailCAD www.detailcad.com 406.862.7906 DetailCAD Genie DetailCAD Plan Generator Digital Canal Corporation www.digitalcanal.com 800.449.5033 Graitec www.graitec.com 800.470.4566 FabCAD, Inc. www.fabcad.com 800.255.9032 StrucPro
products
STEEL DETAILING SOFTWARE
Company
John Williams Detailing, Inc. www.williams-detailng.com 260.492.2327 MacroSoft www.4macrosoft.com 909.863.9169
Products Offered
AutoStructural AutoStair Detail
Product Descriptions
Drawings for structural steel beams and columns. Auto backoffs, copes, and dimensioning. Draws and dimensions beams and columns from user input and AISC data files. Drawings and dimensions for steel stringers for fabrication. User inputs run and rise for stairs, AutoStairs draws and dimensions stringers ready for fabrication. A fully automated structural steel detailing system. Build your model on the screen visually in 3D using the GMI, apply your connections either globally or drag-and-drop, and the shop DWGs, erection DWGs, reports, and CNC files are generated automatically. Structural steel design software for AutoCAD in 2D and 3D steel. Wide range of automated features. Full design links. Specialized modules for platforms, stairs, rigs, and offshore. A general detailing environment for AutoCAD. Includes key drafting tools. Ensures drawings layering, annotation style, and presentation are consistent. A family of translators to enable the exchange of MultiSUITE application data between the main industry applications for further analysis and design. 3D steel auto detailing, AutoCAD-based software for structural steel and stairs. Steel framing and anchor bolt plans, elevations, shop drawings, and reports generated in auto regime. Auto-generated steel framing and anchor bolt plans, elevations, typical sections and grids (AutoCAD). Structural shapes database: fast search, selection, and calculations. Auto conversion of SDS/2-produced DXF files into AutoCAD DWG format. Options: apply stacked text, assign layers, fill holes, set scale. Improved DXF import in SDS/2. Nine AutoCAD add-ons in one package. Stairs and rails modeling, calculations and auto drafting; weld symbols; structural symbols; dimensions and text utilities; filters; and Acad Explorer. Updated for AISC 2005 specification. Designs beam shear and moment connections to girders and columns, beam and column splices, and FEMA-350 connections. Available in US and metric units; ASD and LRFD. Updated for AISC 2005 specification. Designs connections of diagonal, chevron, K, and knee braces, including brace connections to column base. Available in US and metric units; ASD and LRFD. An inexpensive suite of detailing and drafting applications that work with AutoCAD 2002-2006. No learning curve or expensive training programs. Includes structural shapes, bolts/nuts/washers, joists and girders, steel floor and roof deck, and welding symbols. Databases include AISC, MAISC, and CISC. Bill of material scanner. Reads DWG or DXF files and creates files for exporting to any production management software. Also creates a suite of reports based on the BOM. Full-featured, powerful 3D modeling system that runs in AutoCAD. Used initially as the visual front-end for building models to be detailed by MacroSofts Detail. A structural steel reference and AutoCAD drafting tool for steel construction. View dimensions and properties. Search shapes by property values. Convert shape lists between US and metric. AutoCAD-based product for making structural and miscellaneous steel fabrication drawings, plate-work details, anchor bolt plans, erection plans, e-sheet sections, and more. Drawings follow AISC standards. Detail beams, columns, bracing, stairs, handrails, frames, tilt-up panels, and full-size shop templates. Automated detailing and fabrication software. Complies with AISC and CISC standards. Produces erection drawings and generates design calculations. Shop-ready drawings. Details most structural beams, columns, vertical and horizontal bracing, stairs, and ladders. Any member made from almost any structural shape. A total structural solution for construction projects. From architectural modeling to engineering, detailing, fabrication, and erection, the range of software and support offered can help improve production and ease of project completion. The evolution of Xsteel. A structural and miscellaneous steel detailing solution that maximizes the accuracy and productivity of 3-D modeling while automatically creating shop/erection drawings, material reports, and CNC files for fabrication. Multi-material construction, single platform. The ability to create comprehensive production models and fabrication/detail drawings for structural steel, pre-cast concrete, and CIP reinforced concrete elements. Tekla also offers modeling solutions for each construction material separately. Managing the information model. Tekla provides the ability to apply and automatically extract critical management attributes in all Tekla Structures-based models. Provides access to this information without the need to manipulate construction geometry. MARCH 2006 MODERN STEEL CONSTRUCTION
MultiSteel MultiDraft MultiIntegrator Solid Structural Quick Structural SDS-DXF-Convert Acad Officer DesconWin DesconBrace
Omnitech Associates, Inc. www.desconplus.com 888.8.DESCON SoftDraft, LLC www.softdraft.com 901.753.6500 Soft Steel, Inc. www.softsteelinc.com 909.863.9191 South Fork Technologies, Inc. www.southforktech.com 360.274.0493 SSDCP, Inc. www.ssdcp.com 704.370.0840 SteelCad Consulting Corporation www.steelcad.com 800.456.7875 StrucSoft Solutions www.strucsoftsolutions.com 514.341.2028
SSDCP
SteelCAD
marketplace
AVAILABLE FABRICATION EQUIPMENT FOR SALE
Peddinghaus Anglemaster APS623D 1986 175-ton single cut shear, 75 ton punches, L6 6 capacity, infinite auto gauging, fagor CNC controls, 40 in feed conveyor. Excellent condition. Bridge Crane 5-ton Seco top running, single girder, 50 span under power, very well maintained. Controlled Automation Beamline CNC, Whitney Model 790-377 New 1992, rebuilt 1999, 3-100 ton presses, 39 60 conveyors in and out, each with 4-arm Promacut lift and glide beam transfer system. Less than 500 hrs. since like-new rebuild. DoAll Saw Model TF-2525 tilt frame vertical with 60 conveyors in and out and Promacut Model PMS-1 measuring system. Miscellaneous quantities of conveyors, hoists and beam transfers available. PRICED FOR QUICK SALE Contact: Danny Thomas Steel Service Corporation dthomas@steelservicecorp.com 601-939-9222 IS LOOKING FOR EXPERIENCED PROJECT MANAGERS AND CHECKERS
For immediate consideration please e-mail resume to
Schuff Steel, a national leader in the fabrication and erection of structural steel, is currently recruiting and hiring for all positions. With multiple facilities throughout the United States, we are looking for talented Steel Professionals. To learn more, visit our web site at www.schuff.com. Industry Mobilization Director
Are you a sales and marketing professional looking for a new challenge that is different and exciting? Do enjoy thinking strategically, working against long-term goals, helping others transition their skill sets, juggling multiple tasks and managing numerous high-level relationships? Can you motivate volunteers to achieve new goals and help strengthen an entire industry? Do you understand how to reach key project decision makers? Are you ready to step out of your comfort zone and learn more about structural steel than you ever dreamed there was to learn? The structural steel industry is looking for the right person to take the lead in mobilizing industry sales resources to focus their talents on making structural steel the material of choice. This will involve training and motivating sales professionals to look outside of their typical customer base and develop upstream relationships with owners, general contractors, architects and engineers. The American Institute of Steel Construction, founded in 1921 as the trade association for the structural steel industry, is pioneering a new Industry Mobilization initiative and looking for a seasoned sales and marketing professional as initiative director. The ideal candidate will have a bachelors degree with at least 10 years of experience marketing solutions to building owners, developers, architects, general contractors and structural engineers. An exposure to structural engineering and the use of structural steel in construction would be beneficial. Strong communication, teaching and computer skills are a must. The position is Chicago-based but will require significant travel throughout the United States. To submit your resume for consideration or to request a full job description, please contact John Cross, Vice President, AISC Marketing LLC at cross@aisc.org.
A Pacific Northwest metal building manufacturer has an immediate opportunity for a P.E. Registration in Western U.S. States or ability to attain within 6 months. Experience with MBS Software a plus. Also considered will be EIT with specific metal building design experience. EOE.
Detailers/Checkers
Knowledge of AutoCAD 2004, reading contract drawings, Microsoft Excel and Word required. Previous experience in detailing joists and girders is a plus. Relocation reimbursement and benefits. EOE.
Please send resume attn:
Structural Steel Plant located in Southeastern USA with access to interstate highways, railroad, water and air transportation.
Inquiries: DERBY, DRYLIE & ASSOCIATES, INC. P.O. Box 88 Doylestown, PA 18901 (215) 345-7585 fax (215) 345-7073
OWNER RETIRING
marketplace
AISC Quality Certification
GET IT DONE!
Hands-on experience On-site guidance and training Faster, easier, and more economical Just ask our clients!
Do you think you need a consultant to become AISC Certified? Think again!
Visit www.qmconline.com for samples of most of the documentation required for AISC Certification. You'll find: a sample quality manual, including instructive comments sample procedures, with guidance on writing procedures required references for your library sample equipment lists and facility plans samples of internal audits For useful tips on finding the right consultant, visit www.qmconline.com/thinkagain. And if you have questions about becoming AISC Certified, contact 312.670.7520. At Quality Management Company, we're here to help!
for 75 story UBC compliant building at STARBUCK's. Automatic shape selection plus "RSMeans" data displays meaningful ROI. After quick modeling to maximize profitability export output data via AUTOCAD VBA to expedite finalization. FREE DEMO. FAX 661 871 1798 TEL 661 872 4763 CREATIVE ENGINEERING USA 3513 Century Dr., Bakersfield, CA 93306
Sales/Estimating Manager
AISC Certified Structural Steel Fabricator with CNC-beam, angle, and bar lines. Current capacity is 100 tons/week with one shift. Past jobs include schools, warehouses, office buildings, churches, and other commercial buildings ranging in size from 100 to 1,500 tons. Individual must be an advanced user of computer systems for estimating, sales and estimating management. Must also be completely self-supervising and motivated with above average management skills and experience. Top salary, plus benefits, profit sharing, moving allowance and company growth sharing for right person.
marketplace
STAAD.Pro The #1 Structural Analysis & Design Software STAAD Certified Engineer (SCE) Training and Continuing Education for Engineers
Be part of the top 10% in the engineering field Learn how to cut engineering project time & costs Understand changes in new design codes
DETAILER WANTED
We are currently seeking a structural steel detailer. Must have experience with SDS/2 and AutoCAD, a minimum of 3-5 years experience, strong attention to detail, problem solving and good organization skills. Builders Iron, Inc. is a fast-paced, growing company offering benefits package including medical/dental, life insurance and 401k. Salary will be negotiable. For inquiries and resume please contact:
FREE STAAD.etc with training ($1,495 value) www.reiworld.com Visit our website or call (800) 367-7373 to get started with your STAAD training today!!!
Steve Entingh General Manager BUILDERS IRON, INC. 7770 Venture Ave. Sparta, MI 49345
EMPLOYMENT NATIONWIDE IN STRUCTURAL/MISCELLANEOUS/ and STEEL BRIDGE FABRICATION ProCounsel is in communication with over 3,000 Structural, Miscellaneous and Steel Bridge Fabricators. There is a big, urgent demand for your knowledge and your years of experience. We can market your skills to the steel fabrication industry without identifying you. Further, we can target a specific geographic area. So we can place you in the city or state of your choice, at the right money, in the right job for you. 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. The right location, the right job, at the right money. PROCOUNSEL Buzz Taylor Private line: 866-436-0100 or 214-741-3014 Fax: 214-741-3019 mailbox@procounsel.net
QPP Firm Professional Engineer and NISD Certified Detailers on Staff Competitive Rates Quick Turnarounds All Sizes and Types of Projects Fabrication Equipment Control Data Electronic Drawing File Transfers Staffing to Meet Project Requirements AISC & NISD Member 1732 Bonner Street, McKinney, Texas 75069 www.gihde.com glenn@gihde.com T-972-964-3310 F-972-867-2198
Staff Engineer
This is an entry-level, full-time position. The employee will assist and report directly to the Chief Engineer to complete all tasks related to the detailing, design, manufacturing and field modifications of steel joist and joist-girders. Requires Bachelors Degree in Civil Engineering, primary study in Structural Engineering and passed Engineer-in-Training (Fundamentals) Exam. Working knowledge of Microsoft Word and Excel and AutoCAD. Knowledge of MathCAD a plus. Must be willing to work in a production atmosphere. EOE. Please send resume attn:
STROCAL, INC. 2324 Navy Drive Stockton, CA 95206 (209) 948-4585 (Fax) www.strocal.com
STRUCTURAL AND MISCELLANEOUS STEEL ESTIMATOR George Steel Fabricating is a rapidly growing AISC Certified steel fabricator serving the Cincinnati-Dayton-Columbus Ohio areas. Private and public projects ranging in size from 100 to 1,200 tons. Established in 1960. We seek an experienced structural and miscellaneous steel estimator. Thorough knowledge of steel estimating and construction management computer software packages. Demonstrated experience from initial bid through completion of project per customer specifications. Good communication skills and a team player. We offer a competitive salary and a full benefit package to the qualified individual. Forward information to: George Steel Fabricating, Inc.
1207 South U.S. Route 42 Lebanon, OH 45036 Phone: 513.932.2887 Fax: 513.932.2059 greg@georgesteel.com