September/October 2005 | Volume 3 | Number 5

MC3DEvolution of

Segmental Bridge Software

Segway to Something Different
PAGE 10

Team Wood with Technology for Savings

PAGE 12

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Presidents Corner
WSPE Members, There is much to report this month with WSPE and NSPE. NSPE Future Directions Task Force (FDTF) Shows New Direction. The work of the FDTF was unanimously approved during the July 12 NSPE Board of Directors meeting in Chicago, IL. The FDTF began its work in the spring of 2004 with a clear charge from the national leadership and a broad call from state societies to address the NSPE membership and service challenges. The FDTF was created to review, reaffirm, or reinvent the Society. The task force's final report (Action Plan) was approved by Board of Directors in early July and can be reviewed along with information on previous FDTF activities. For further information on the Future Directions Task Force please visit the NSPE website http://www.nspe.org/fdtf/. Mark your Calendars. . . The Wisconsin Society of Professional Engineers is excited to host the NSPE Central Region Fall Meeting. The meeting will be held September 16-17, 2005 on the University of Wisconsin campus in Madison. Added to the agenda for the NSPE Central Region Fall Meeting is the WSPE Leadership Meeting. All state and chapter officers are encouraged to attend the leadership training. Details for the meetings and registration materials can be found on the WSPE website. Its that time of the year again. With kids going back to school its time for WSPE to start thinking about MATHCOUNTS. MATHCOUNTS is a national math enrichment, coaching and competition program that promotes middle school mathematics achievement through grass roots involvement in every U.S. state and territory. This years MATHCOUNT State Coordinator is Lauran Larson, P.E. For more information on the National MATHCOUNTS competition and important MATHCOUNTS dates to remember please visit the WSPE website. WSPE is continuing to focus our attention on membership. In an effort to increase membership WSPE will be reaching out to college students and recent college graduates. Students that join WSPE will be affiliated with NSPE, their state society, and local chapter of their state society. Graduates who have graduated within the past five years from an undergraduate engineering program accredited by ABET or within the past 12 months from a graduate engineering program accredited by ABET can enjoy a special recent graduate rate. For full details on Student and Recent graduate memberships please visit the NSPE website http://www.nspe.org/students/st1-mem.asp. To go along with our membership initiatives NSPE is offering a couple of programs that would benefit members and chapters. The first program is the Give Back: Get Back Program. For the third straight year, NSPE will be offering this incentive program as part of the ongoing P.E. Invitational NSPE's "Member Get A Member" campaign. Any NSPE member who sponsors two or more new or reclaimed, full-paying Licensed Members and/or Members between July 1, 2005, and June 30, 2006, will receive their 2006-07 NSPE national membership for FREE! The second program is the NSPE lending Library. This ever-increasing collection of presentations and training seminars has been created to assist state and chapter volunteers as they plan membership programs. All items are loaned free-of-charge for 30 days and returned; shipping is included. Full details can be found on the NSPE website. Best Regards, Dale Chlebowski
Owned and published by TEI and made available to the members of WSPE and professional engineers through the state of Wisconsin. Copyright 20042005 Technical Enterprises, Inc.

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MEMBER SERVICES Address Changes Dues Payment Membership Status and Applications Web Site User ID Inquiries Web Site Password Inquiries Contact NSPE Member Services (888) 285-6773 memserv@nspe.org ADMINISTRATIVE SERVICES Contact Alex Llanas WSPE Executive Director (414) 908-4950, Ext. 123 wspe@wspe.org Contact Carrie Sherer Administrative Assistant (414) 908-4950, Ext. 100 WEB SITE SUPPORT Subscription Changes List Removal Authentication Inquiries Contact Bonnie Kuchinski CustomerCare Center (414) 908-4950, Ext. 450 customercare@wspe.org WSPE INFORMATION Board Liaison All Other Inquiries or Requests Contact Alex Llanas WSPE Executive Director (414) 908-4950, Ext. 123 wspe@wspe.org PROFESSIONAL ENGINEER PUBLISHING INFORMATION Article Submissions Letters to the Editor Industry Calendar Dates Contact Rachael Zimmermann Editor (414) 908-4950, Ext. 110 rzimmermann@engineeringprofessional.com SALES Sponsorship/Advertising Mailing List Requests Contact Denise Rockhill Publisher (414) 908-4950, Ext. 109 drockhill@engineeringprofessional.com

Engineering Professional | September/October 2005

2004-2005 Officers
President Dale D. Chlebowski, P.E. TN & Associates dchlebowski@tnainc.com Past President Gerald J. Bizjak, P.E. Becher-Hoppe Associates, Inc. (Retired) gjbiz@msn.com President-Elect Robb A. Peebles, P.E. ProSoft Technology rpeebles@prosoft-technology.com Vice President Lauran B. Larson, P.E. Krech Ojard Associates Lauran.larson@krechojard.com Vice President David Ozarowicz, P.E. Kewaunee Nuclear Plant david_a_ozarowicz@dom.com Treasurer Erika Frable, P.E. Baxter & Woodman, Inc. efrable@baxterwoodman.com Secretary Matt Richards, P.E. Strand Associates matt.richards@strand.com Young Engineer Representative Mark S. Davy, P.E. Davy Engineering Co. msdavy@davyinc.com

Feature
4 MC3DEvolution of Segmental Bridge Software
By Joseph P. LoBuono, PE

Articles
10 12 14 Segway to Something Different
By Rachael Zimmermann

Team Wood with Technology for Savings

By Dr. John F. Katers, Focus on Energy

Louisiana 7th-Grader and Texas Team Awarded Mathematics Champions at 2005 Mathcounts National Competition
By Darwin D. Behlke, P.E.

Columns
2 18 Presidents Corner Legal Perspectives
By Robert J. Kay

Engineering Professional
Publisher Denise Rockhill drockhill@engineeringprofessional.com Editor Rachael Zimmermann rzimmermann@engineeringprofessional.com Graphic Designer Matthew Jossart graphics@wspe.org Advertising Sales Rob Metcaffe r.metcaffe@engineeringprofessional.com
The information and articles in this magazine have not been subjected to any formal testing by WSPE or Technical Enterprises, Inc. Articles and information will be presented as technically correct as possible, to the best knowledge of the author and editors. If the reader intends to make use of any of the information presented in this publication, please verify and test any and all procedures selected.Technical inaccuracies may arise from printing errors, new developments in the industry and/or changes or enhancements to components mentioned in these articles. The opinions expressed by the authors who contribute to Engineering Professional are their own and do not necessarily reflect the official policy of WSPE or Technical Enterprises, Inc. This magazine assumes no responsibility for statements or opinions expressed by contributors or the editorial staff. Articles may be submitted by members of WSPE.The articles should be a subject of interest to the members and based on authors experience. Please write or call for more information. Upon publication, all letters, stories and articles become the property of Technical Enterprises, Inc. and may be distributed to and used by, all of the WSPE members. POSTMASTER: Send address changes to Engineering Professional, 7044 South 13th Street, Oak Creek, WI 53154-1429. All product names and visual representations published in this magazine are the trademarks/registered trademarks of their respective manufacturers.

Engineering Professional | September/October 2005

MC3DEvolution of

Segmental Bridge Software

By Joseph P. LoBuono, PE
he first precast segmental bridge constructed in the United States was the Corpus Christi Causeway Bridge in Texas in 1973. It was based on technology developed in France by Eugene Freyssinet and expanded by Jean Muller. The European roots of precast segmental bridges were fostered by the need to rapidly replace bridges destroyed in World War II. The real impetus for segmental bridges in the United States was the bridge replacement program in the Florida Keys. The Keys are a series of islands linked by the original Flagler Railroad that was converted from railroad to vehicles after its virtual destruction in a hurricane of 1936. The bridge replacement program started with the Long Key Bridge and included the Seven Mile Bridge. As one can imagine, the control of the geometry during the precasting process is extremely critical to the satisfactory erection at the bridge site. In essence, the geometry of the bridge is locked in at the precast yard so the accuracy of the casting must be extremely good. Early projects utilized graphical methods to track the casting as well as to make corrections to compensate for errors that may have occurred. With the advancement in computer technology, it became inevitable that computer solutions would be developed to manage the casting process. MC3D from IDS is such a program and it is based on a matrix manipulation of data.

sequentially in their final position in the bridge. For cast-in-place construction, the segments are formed in their final position using traveling formwork. The most common structural system used for segmental bridges is the box girder - generally of the single cell variety. Widths of single cell girders have been used in excess of 75 feet. Figure 1 depicts a typical configuration for a concrete box girder. Figure 2 depicts an actual segment after casting.

The Precast System: Match-Casting

To ensure that the segments fit together when assembled in their final position, the concept of match casting is employed. Match casting is the technique of casting a new segment between a fixed form on one end and its neighboring segment on the other end. Figure 3a shows a typical length of the bridge (a span) viewed in elevation. For a particular group of segments, the 16 segments shown in Figure 1(a) for example, the process is started by precasting Segment No. 1 between two fixed formssee Figure 3(b). Then as shown in Figure 3(c), Segment No. 1 becomes one end form for casting Segment No. 2. The process is repeated as Segment No. 2 then serves as an end form for casting Segment No. 3, and so on. By using the neighboring segment as one end of the form, the exact imprint of that segment is cast into the new segment thereby providing a matched interface when the segments are reunited in the final structure. While the graphics depict a level casting, by introducing slight angle breaks between the segments, a cambered geometry can be created. This camber will create the highway geometry (vertical curvature) as well as

Segmental Bridges
As the name implies, segmental bridges are those that are built up from multiple elements in a segmental or directional fashion. For precast construction, individual pieces (or segments) are fabricated at a remote location, then transported to the construction site and assembled

Engineering Professional | September/October 2005

FIGURE 1: TYPICAL BOX GIRDER

FIGURE 3A: TYPICAL BRIDGE SPAN

FIGURE 3B: CAST SEGMENT 1 FIGURE 2: SEGMENT BEING MOVED TO STORAGE

FIGURE 3C: CAST SEGMENT 2

FIGURE 4: SHORT-CELL CASTING METHOD SET-UP

the predicted deflections of the bridge. The angle break plan for casting is called the casting curve. Similarly, angle breaks in the horizontal plane of casting will create the required horizontal curvature for the bridge. The casting process referred to as the Short Cell method is graphically depicted in Figure 4. In the short cell method, each segment is cast, and subsequently moved into match-cast position before pouring the next segment. Placement of the match-cast segment is of primary concern to achieve the theoretical geometry which includes cambering for expected structural displacements. In this process a 3-D curve (box centerline) must be followed accurately to accommodate both horizontal and vertical alignments. In addition, the cross-fall must be accounted for, together with predicted long-term structural deflections for proper placement of the match-cast segment (casting curves). The accuracy of calculations and proper control of relative placement in the cell will greatly determine the degree of success of the erection process and the final geometry of the constructed structure. Figure 5 depicts the actual casting a segment within the forms clamped to the match-cast segment.

Geometry Control
Figure 6 portrays a portion of a curved bridge in space. It is mathematically defined horizontally and vertically along a baseline. Cross-slope (superelevation) is also defined as a percentage slope. Cross-slope may vary linearly along the baseline as a function of the horizontal curvature.

The key to controlling the geometry of a segmental bridge is managing the geometric relationship of one segment vs. the segment adjacent to it. In essence, the global coordinates of each segments control points are translated and rotated to a local system that is based on the casting bed. The control points are defined in Figure 7. The goal of the geometry control program is to monitor the casting operations and establish as-cast curves step-by-step to verify that the actual superstructure geometry is in close agreement with the geometry described in the design documents. After each segment is cast, the position of this segment is established in the general plot of the structure. Comparing the location of the newly cast segment with the location assumed in the design geometry will allow for the determination of the adjustments required before the next pour. It is important to understand that the geometry is solely dictated by the position of the match cast segment relative to the new cast (wet cast) segment. The new cast (wet cast) segment is always poured in the same stationary form against a fixed bulkhead. In reality, the new cast segment forms can be slightly deformed to match the fixed bulkhead on one side and the front of the match cast segment on the other side. The position of the match cast segment is monitored by using four elevation bolts placed above the webs close to the extremities of the segment and two centerline survey markers. For a straight bridge in plan

Engineering Professional | September/October 2005

FIGURE 5: POURING WET CAST SEGMENT (IN BACKGROUND) MATCH CAST SEGMENT IN FOREGROUND

New Girder Ready for the Long Haul

When County Materials sought to stay in touch with trends in the bridge-construction industry, the ideas for its latest innovations came from some neighbors. The company took a look at some emerging trends in New England and Florida and worked with the Department of Transportation to add to its lineup of sizes with a 72-inch-tall bridge girder that will occupy the Highway 10 bridge that will cross the Chippewa River in Durand. Construction is scheduled to begin this fall. The girder features the same cross-section as the companys familiar 54W model, with a 4-foot flange on top and a 30-inch flange across the bottom. Seven of these beams will comprise a span for the Durand project, and 11 spans will reach across the Chippewa. With this depth, it will be able to span to the 150-160 foot range, said Dan Rosolack, Vice President, Wisconsin Prestress Division, at County Materials location in Eau Claire. There are other advantages too. For contractors, wider flanges mean less decking. Sometimes you can eliminate one girder. The wider flanges at the top and bottom also mean more stability, both in the structure and in shipping. Also coming down the pike for County Materials is an 82-inchtall girder that could span 170 feet. All of County Materials W-series girders have a smooth-radius design for a clean look. County Materials, founded in 1946, operates 30 locations serving Wisconsin, Minnesota and Illinois. The family-owned, American-based company is an industry leader in the manufacture and distribution of concrete block, brick, ready-mix, hollowcore, pipe, pavers, retaining walls and Aggregate finish products for residential, commercial and municipal construction and landscaping. For more information, call us at 1-800-289-2569 and ask for a product guide, or log onto www.countymaterials.com.

FIGURE 6: SECTION OF BRIDGE IN SPACE

FIGURE 7: SEGMENT GEOMETRY CONTROL POINTS

Input of a casting-set (a cantilever or a span), including number of segments, segment definition, joint definition Definition of camber (final deflections at the end of construction with time effects) Match-Cast setup based on already cast geometry (As-Cast) Survey of match-cast and wet-cast markers, in order to compute ascast coordinates Print-out of As-Cast coordinates and elevation, the segments are simply moved from wet cast to match cast position in a straight line. For a bridge with a vertical curve, the segments are first moved in a straight line to the match cast position, and then tilted around a horizontal axis parallel to the joints. For a bridge with horizontal curve, without super-elevation variation, the segments are first moved in a straight line to the match cast position, and then tilted around a vertical axis passing through the centerline at the front of the segment. Finally, variable superelevation can also be obtained by tilting the match cast segment around a horizontal axis perpendicular to the segment joint. The local system is depicted in Figure 8. The program provides input and output through the use of screen forms running in the Windows operating system. Joint coordinates and camber values are input in Excel-compatible grids that the user may edit. The MC3D (Match-Cast 3D) program is a Windows application based on a series of tabbed forms. Each form is dedicated to the input and output of a specific sequence of the casting process. The tabs are presented in Figure 9. MC3D application architecture is based on Object Orientation. The objects are concrete segments and joints and their relationships are captured in the object model. A Project is made of a collection of joints and segments (starter and typical) for which the relative geometry is known through a series of data sets, such as: General Theoretical Coordinates Local Theoretical Coordinates

MC3D
The computer program MC3D allows the following:

Engineering Professional | September/October 2005

FIGURE 8: PLAN VIEW OF CASTING BED

FIGURE 9: MC3D INITIAL PANEL WITH TABBED FORMS

FIGURE 10: GENERAL COORDINATES TAB

Local As-Cast Coordinates (Survey) Local Match-cast Coordinates (Survey) General As-Cast Coordinates The data sets as well as the objects are maintained by the application through a process called serialization (the collections of objects are stored on the hard-disk for re-use). There is no need for a commercial database environment (such as MS-Access or SQL Server), and the projects are stored in their entirety on small disk files. Users may re-use existing projects by simply opening project files. On open, all joint theoretical and as-cast coordinates, segment relationships as well as past survey reading for all already cast segments are restored and ready to be used for the next cast. Project and Casting-Set Definition: The Casting-Set is arbitrarily defined as a portion of the project for which the concrete segments are precast as a unit. For this unit, all segments will be match-cast against previously cast segments, except the Starter Segment which is usually cast between the Fixed bulkhead and a Floating bulkhead. The geometry of each segment is fully defined with the control point 3D coordinates and the joints are given specific names which represent the direction of casting. An example of Project and Casting-Set is given in Figure 10. Camber and Casting-Curves: The Casting-curves are not given to MC3D as input. Rather users provide the pre-calculated camber values at every joint of a casting-set, and MC3D computes the casting curves internally. As a result, the program can display a theoretical set-up for each segment assuming a perfect cast. For a perfect cast, all As-Cast coordinates are exactly equal to the theoretical coordinates given in input, which constitutes a good consistency check of the data and of the correction procedure. Match-Cast Setup and Survey: Under the Set-Up and Survey tab (see Figure 11), MC3D provides a specific form which for each segment displays: The theoretical Set-up as a function of previous As-Cast segments and control point coordinates

Engineering Professional | September/October 2005

 Fields necessary to input the Survey of control point coordinates performed on the Wet-Cast Fields necessary to input the Survey of control point coordinates performed on the Match-Cast Recording of the bulkhead Movements if necessary The form is different for a Starter Segment which does not have a match-cast, but uses the surveyed elevations of a floating bulkhead. From the survey values, MC3D computes the resulting As-Cast coordinates of the new segment (Wet-Cast). The produced as-cast coordinates can be visually compared to the theoretical coordinates on the next form (As-Cast Tab). In addition, the as-cast coordinates are used to produce the Set-up values for the next segment. The set-up values of the match-cast segment are: Relative Elevations of the Match-cast control bolts in the cell reference. The base reference elevation is the elevation of the fixed bulkhead which by definition remains horizontal, but can be corrected for unexpected movements during the casting operation. Horizontal offsets of the centerline hairpins for the match-cast segment. As-Cast Coordinates and Reporting: This form provides a visual comparison of as-cast and theoretical coordinates. The casting engineer can therefore evaluate any offsets resulting from casting inaccuracy. MC3D provides any correction automatically in the match-cast setup of subsequent segments. The Set-up also includes a correction for twist, which is defined as an additional deformation given to the match-cast segment during the process of moving the segment from wet-cast to match-cast position. There is a maximum tolerance of the twist values, which correspond to a maximum distortion angle between the up-station and down-station

FIGURE 11: SET-UP TAB

joints surveyed once the match is in position and after pouring the wetcast segment. Future releases of MC3D will provide graphical evaluations of the various theoretical, surveyed and as-cast coordinates. The current release has text reporting capabilities which provide all the necessary information and can be printed as needed. The grids used for the general control point coordinates and camber values are Excel compatible, which provides ease of use in the case the geometry is computed using Excel. MC3D has an Import capability which allows the user to read-in coordinates values from AASCI text files as well, and has an Export capability which allows to create an Excel file with the As-Cast coordinates for post-processing.

Business Card Directory

Edward E. Gillen Company

Contractors & Engineers Since 1894 www.gillenco.com
218 W. Becher Street Milwaukee, WI 53207 (414) 769-3120 Fax: (414) 769-3135 3166 S. River Road Des Plaines, IL 60018 (312) 337-3120 Fax: (847) 827-1800

DEEP FOUNDATIONS: Piling Caissons Earth Retention Helical Piers Soil Anchors MARINE CONSTRUCTION: Dockwalls Dredging Shore Protection Intakes/Outfalls

Engineering Professional | September/October 2005

Projects

TEMPORARY TOWER TO STABILIZE CURVED CANTILEVER OF RAMP H

SEGMENT ERECTION ADJACENT TO ACTIVE TRAFFIC

Weidlinger Associates, Inc. (WAI) has recently used MC3D on two segmental bridge projects. I-95/I-295 Interchange in Jacksonville, Florida: WAI provided construction engineering services for this $100 million urban interchange. The project contains 3 curved precast segmental ramp structures ranging in length from 2,010 ft. to 3,574 ft. The tightest curvature has a radius of 1,900 ft. The structures were erected by the balanced cantilever method with cranes. WAI used Bridge Designer II (BDII), an IDS software product, to compute the structural deformations which included displacements due to dead load, post-tensioning, creep and shrinkage. BDII is structural analysis software that permits the engineer to simulate the construction of the bridge. The software tracks, for each segment, its history as it relates to age when cast, age when erected, post-tensioning forces, addition and removal of erection equipment, changes in statical schemes and supports. After complete erection of the bridge, the displacements and stresses are updated through time to compute the changes resulting from creep and shrinkage. The structural displacements were inverted as to sign to create camber which is the deflected shape which will change in time to compensate for the structural displacements. WAI computed the coordinates of each segment (6 control points per segment) and input the data, along with the cambers, into MC3D for the casting of 786 segments for the project. Tampa Expressway in Tampa, Florida: WAI provided construction engineering services for this $130 million urban viaduct through Tampa. The structures are being erected by the span by span method. With this method all the segments for a given span are temporarily supported on gantries that span from pier to pier. After the segments are aligned and glued with epoxy, permanent post-tensioning is installed and stressed. At this point the gantries are lowered and advanced to the next span. Average assembly rates are two spans per week. MC3D was used to control the casting of more than 3,032 segments. The contractor used 11 casting beds in order to meet the schedule for the project. While a majority of the project was on a tangent alignment, curvature was treated in an interesting fashion. The core of the box girder was set on a chord from pier to pier. The curvature was achieved by varying the overhangs of each segment.

PLACING A PIER SEGMENT BETWEEN THE GANTRIES

Mr. LoBuono is a Principal with Weidlinger Associates, Inc. and has over 37 years of consulting engineering experience in the field of bridge design and construction. This experience includes bridges of both steel and concrete construction. Throughout his career, Mr. LoBuono has been extensively involved in large, multidisciplinary projects. He served as Project Manager/Technical Director for either design, consulting or construction services on such notable projects as the Dame Point Bridge, Sunshine Skyway Bridge, Acosta Bridge, Edison Bridge, Victory Bridge and Roslyn Viaduct. Mr. LoBuonos special area of expertise is concrete segmental bridges.

Engineering Professional | September/October 2005

Segway to Something Different

By Rachael Zimmermann

he Segway Human Transporter is the brainchild of Dean Kamen, founder of the Segway company, based in Bedford, New Hampshire. The impetus for Kamens invention was that there should be a machine for people with limited mobility that balances using the same mechanisms as the human body. The initial Independence IBOT Mobility System allowed people with limited mobility (people in wheelchairs, for example) to climb stairs and negotiate uneven terrain like sand and rocks, and it also enabled them to view the world at eye level. Kamens next natural thought was what the possibilities of this technology could be for people with full mobility? And thus the Segway Human Transporter was born. Probably the most dynamic aspect of the Segway Human Transporter (HT) is that it runs 100% discharge and byproduct free, powered by a combination of batteries, motors, and gearboxes. According to an EPA estimate, half of the 900 million car trips taken by Americans per day are less than five miles and transport only one passenger (Source: www.segway.com). These types of trips (to the grocery store, the pharmacy, the post office) add pollution to the environment, and are also harder on the vehicles engine than longer car rides. On the other hand, if youve got packages to mail or groceries to transport, walking isnt the best option. This is where the Segway HT comes in; perfect for running errands and buzzing around doing small tasks, or even for just tooling around. Admittedly, at this point in Segway HTs evolution, the cost for this eco-friendly mode of travel isnt practical, or even plausible for everyone, but its interesting to think about the potential effect it could have on the environment and also on peoples ability to enjoy the outdoors. Plus, who couldnt use more fresh air? The obvious question (at least it was my first thought) when first presented with the Segway HT is, Why not just walk? Gliding along at a top speed of 12.5 miles per hour seems like a cumbersome alternative to just hoofing it. When running to the post office, which may be a 15 to 30 minute walk, to mail a package or two, it is certainly more convenient to hop in the car for a 5 to 10 minute ride, even on a beautiful day. In our fast paced society, we often choose convenience and quickness over environmentalism and health. But Segway offers an alternative. The 20-minute one-way walk turns into a 10-minute jaunt on your Segway, and youve produced no emissions or exhaust. Segways website has a nifty Save Time feature that lets you calculate

At its most basic, the Segway HT is a combination of a series of sensors, a control system and a motor system. The primary sensor system is an assembly of gyroscopes. A basic gyroscope is a spinning wheel inside a stable frame. A spinning object resists changes to its axis of rotation, because an applied force moves along with the object itself. If you push on a point at the top of a spinning wheel, for example, that point moves around to the front of the wheel while it is still feeling the force you applied. As the point of force keeps moving, it ends up applying force on opposite ends of the wheelthe force balances itself out. Because of its resistance to outside force, a gyroscope wheel will maintain its position in space (relative to the ground), even if you tilt it. But the gyroscope's frame will move freely in space. By measuring the position of the gyroscope's spinning wheel relative to the frame, a precise sensor can tell the pitch of an object (how much it is tilting away from an upright position) as well as its pitch rate (how quickly it is tilting). A conventional gyroscope would be cumbersome and difficult to maintain in this sort of vehicle, so the Segway HT gets the same effect with a different sort of mechanism. Segway HTs use a special solid-state angular rate sensor constructed using silicon. This sort of gyroscope determines an object's rotation using the Coriolis effect on a very small scale. Simply put, the Coriolis effect is the apparent turning of an object moving in relation to another rotating object. For example, an airplane traveling in a straight line appears to turn because the Earth is rotating underneath it. A typical solid-state silicon gyroscope consists of a tiny silicon plate mounted on a support frame. An electrostatic current applied across the plate moves the silicon particles. The particles move in a particular way, which causes the plate to vibrate in a predictable manner. But when the plate is rotated around its axis (that is, when the Segway HT rotates in that particular plane), the particles suddenly shift in relation to the plate. This alters the vibration, and the change is in proportion to the degree of rotation. The gyroscope system measures the change in vibration, and passes this information on to the computer. In this way, the computer can figure out when the Segway HT is rotating along particular axes. Continued on page 11.

10

Engineering Professional | September/October 2005

the distance you could cover in 20 minutes walking versus 20 minutes on a Segway HT.

Continued from page 10. The Segway HT has five gyroscopic sensors, though it only needs three to detect forward and backward pitch as well as leaning to the left or right (termed "roll"). The extra sensors add redundancy, to make the vehicle more reliable. All of the tilt information, as well as information from additional tilt sensors, is passed on to the brain of the vehicle. The brain is made up of two electronic controller circuit boards, comprising a cluster of microprocessors. The Segway HT has multiple onboard microprocessors, which boast, in total, about three times the power of a typical PC. The vehicle requires this much brain power because it needs to make extremely precise adjustments to keep from falling over. If one board breaks down, the other will take over all functions so that the system can notify the rider of a failure and shut down gracefully. The microprocessors run an advanced piece of software that controls the vehicle. This program monitors all of the stability information coming from the gyroscopic sensors and adjusts the speed of several electric motors in response to this information. The electric motors, which are powered by a pair of rechargeable nickel metal hydride (NiMH) batteries, can turn each of the wheels independently at variable speeds. When the vehicle leans forward, the motors spin both wheels forward to keep from tilting over. When the vehicle leans backward, the motors spin both wheels backward. When the rider operates the steering grip to turn left or right, the motors spin one wheel faster than the other, or spin the wheels in opposite directions, so that the vehicle rotates. Source: www.segway.com

But How Does It Work?

Segway HT is centered around a technology that enables a machine to balance in the same way the human body does, enabling the user to control the machine via their own sense of balance. The HT works because of a principle called dynamic stabilization. This refers to the process of selfbalancing that the Segway does that mimics the balancing act of the human body. Just like your mind automatically tells your body to put one foot in front of the other when the fluid in your inner ear shifts, the Segway HT relies on a bundle of microprocessors to tell it how fast to move forward or backward. You control the direction of the machine via the steering handle. For a detailed description of the inner workings of a Segway HT, see sidebar. The Segway HT has already enjoyed success in the business world. Segways website cites various case studies of businesses and organizations that have incorporated the Segway HT into their structure. One such example is the City of Chicago Police Department, which has used the Segway HT to more effectively patrol OHare Airport. According to the study, officers found it easier to patrol the airport because they could respond more quickly to problems, and were able to scan the crowd more effectively, being a head above everyone else. Another study focuses on the Westin Kierland Resort and Spa in Scottsdale, Arizona. Employees found that the Segway HT allowed them to respond to guest calls more efficiently, and also to traverse the grounds of the resort more quickly. The Segway HT has led to other Segway creations as well, designed to cater to different lifestyles. The Segway Cross-Terrain Transporter (XT) is designed for use on all types of terrain, and features all-terrain tires and extendedrange lithium-ion batteries. The Segway Golf Transporter (GT) is specially designed for use on a golf course, with extended-range batteries, a golf bag carrier, and enhanced traction tires. Segway also has another development codeCorporate Sales named Centaur that is a 4-wheeled ATV Productivity tool for your company. designed for off-road excitement. Moving your employees more While the Segway HT may not have caught on efficiently (corporate discounts). as quickly as creator Dean Kamen would have hoped, the technology itself has enormous potenIndividual Sales tial to change the way we travel. For more information about Segway, visit their website at New and experienced Segways www.segway.com. for purchase. Your Segway shipped direct to you. Tours in Northern Door County mid-June through mid-August.

Segway of Door County 1024 N. Bay Shore Dr. Sister Bay, WI 54234 Rachael Zimmermann is a graduate of UW-Madison and the editor for Engineering Professional magazine. Contact her at rzimmermann@engineeringprofessional.com. Segway Authorized Dealer

920-376-0256
www.segwaythedoor.com

Engineering Professional | September/October 2005

11

Team Wood with Technology for Savings

By Dr. John F. Katers, Focus on Energy

robably the oldest source of man-made heat meets modern technology is at Superior Kilns in Mellen, Wisconsin, and the Barron Area School District in Barron, Wisconsin. Superior Kilns dries green hardwood before fashioning it into standard and custom size boards, annually producing 5,600 tons of shavings and saw dust. An electronically controlled feed auger sends the wood waste to a 230 HP steel fire tube Burnham boiler that supplies low pressure steam (15 psi) to the kilns to continue the drying process. The Barron Area School District has a commercial/industrial automated boiler control system that runs three steam boilers, one Swede Stoker wood-chip boiler, and two back-up gas boilers. These boilers heat the Barron High School, Barron Woodland Elementary School, the Barron Hospital and Medical Center, and Maple Crofts Senior Rest Homeall of which are located in the northern village of Barron, whereon averagethe mean January temperature was 13 degrees Fahrenheit last winter.

FIGURE 1: WOOD FEED PADDLES AND AN AUGER DELIVER WOOD CHIPS TO THE FIRE BOX ON THE BARRON SCHOOLS BOILER

Fire Opened Opportunity

Superior Kilns installed the wood-fired boiler in 2004 after a fire destroyed the boiler room and kiln electrical control room for two gas-fired and two wood-fired boilers. The new system will allow Superior Kilns to increase production from 440 MBF (thousand board feet) to 505 MBF. It has already added 3 full-time-equivalent positions to its 50-person workforce and could add as many as 17 more with the new system. At first, Superior Kilns was concerned about the higher initial cost of a wood-fired system as opposed to a comparable natural gas system. After considering the energy requirements and other operating costs, the company calculated the payback period to be about three years. The King Coal Furnace and other system components would save approximately $186,000 a year to generate 275,000 therms compared to natural gas costs. (In total, the kilns require 540,000 therms a year.) A $35,000 Implementation Grant from Focus on Energy in 2004 cut the payback time, while additional project funding came from the insurance settlement. The wood fuel initially enters a fuel pit, where it is metered by the feed auger, then passes through an air lock into a twin boiler feed auger, and is

finally directed into the boiler. Electronic controls adjust the frequency drive to the augers based on the steam levels, firebox temperatures, boiler water levels, and other control parameters. A dial-up router provides remote access to maintain or modify the system. The boiler has a built-in ash removal system and dust collector. In addition to energy savings costs, Superior Kilns eliminated the operational problems created by periodic natural gas service outages that

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Engineering Professional | September/October 2005

were a result of the companys interruptible service agreement. The new technology is safer to operate and more environmentally benign, because the underfeed fixed retort stoker (Pile Burner) has a PLC-controlled system operating on variable frequency fans and feed systems that allow for less than three tenths of one percent of PM emissions for unburned (charred) matter.

The induced draft fan couple and drive mechanism were in very poor operation. The new system was revised from a hydraulic drive to a belt drive with a variable frequency drive on the motor. New transducers were added to communicate the temperatures and pressures to the new Web-based controllers. An under-fire temperature sensor was added to detect overheating below the fire gates to extend the life of the boiler/burner system. The most important improvement appeared at the end of the list Everyone was happy. That also reflects the feelings of Superior Kilns.

Opportunity from Unplanned Shutdown

Similar to Superior Kilns, unplanned events convinced the Barron school district to upgrade its heating system. By the start of the 2002-2003 school year, maintenance costs had risen dramatically on the ANGA VARME wood boiler that was installed in 1981 with an overall capacity of 16.1 MMBTU/HR. A major refractory overhaul shut down the system and forced the district to rely solely on its natural gas boiler for a full year. The cost of heat from the natural gas boiler was double that of the previous year, when the wood boiler was utilized. According to the school districts funding application to Focus on Energy, school officials then made a conscious decision to continue to use wood as its renewable energy source but also wanted to make the system as efficient as possible. A $15,000 Implementation Grant from Focus on Energy helped offset some of the costs for the $70,000 project. In a final comparison of the boiler operation prior to and following the installation, the schools prepared a long list of improvements, including: Many times the burner would stop completely due to excess pressure. The new system operates the stoker speed via a controlled actuator on the hydraulic drive mechanism.

Dr. John F. Katers is an Associate Professor of Natural and Applied Sciences (Engineering) at the University of Wisconsin-Green Bay where he teaches undergraduate and graduate courses on Industrial Pollution Control, Waste Management/Resource Recovery, Pollution Prevention, Resource Management Strategies and Solar and Alternate Energy Systems. Dr. Katers holds a doctorate in Civil and Environmental Engineering from Marquette University. He serves as a biomass technical lead for Focus on Energy. Focus on Energy is a public-private partnership that provides energy efficiency and renewable energy information and services to the state's energy utility customers. Focus on Energy's Renewable Energy program seeks to raise awareness, provide training and financing, enhance marketing, promote technical assistance, and support the installation of renewable energy technologies across Wisconsin. Focus on Energy provides applications, with full program details, at 800.762.7077 or at focusonenergy.com.

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Engineering Professional | September/October 2005 13

Louisiana 7th-Grader and Texas Team Awarded Mathematics Champions at 2005 MATHCOUNTS National Competition
By Darwin D. Behlke, P.E.
eal Wu of Baton Rouge, LA, answered this challenging math problem in less than 45 seconds to win the MATHCOUNTS National Championship title at the 2005 MATHCOUNTS National Competition in Detroit at the GM Headquarters and Detroit Marriott at the Renaissance Center: A volleyball coach has three setters and eight other players on her team. Without assigning any of the positions, in how many ways can she choose six starters if exactly one of the three setters is selected as a starter? Answer: 168 ways The Glasgow Middle School 7th-grader competed against 227 other middle school students in this prestigious competition, hosted by General Motors, a long-time MATHCOUNTS National Sponsor. Wu was victorious in the intense, one-on-one oral Countdown Round where the top 12 Mathletes competed for the National Championship title. Mark Zhang of Sugar Land, TX, was awarded the second-place individual title with Patricia Li of San Jose, CA, and Karlanna Lewis of Tallahassee, FL, advancing to the Semi-finals. In the team competition, Texas captured the National Team Championship title. Team members include Zhang, Jeffrey Chan of Sugar Land, Kevin Chen of Missouri City and Dennis Mou of Sugar Land. The Indiana team took second place, and the California team placed third. After the competition was over the fun began. Friday evening at the Joe Dumars Fieldhouse was time for indoor miniature golf, laser tag, the rope, rock climbing and arcade games. Saturday morning we were off to GM to visit the Virtual Reality Lab where we could see a full size vehicle virtual models. It looked so real that we wanted to reach out and touch it. Next we walked around the wind tunnel at GM Tech Center. It was awesome. Before lunch we toured the Heritage Museum which has a vast collection of GM vehiclesproduction and concept. Saturday night we attended the Awards Banquet where Daniel Mulder was one of six Mathletes to be awarded the Three Time National Competition Award. The Three Time National Competition Award is awarded to the Mathletes who competed at National while in 6th, 7th and 8th grade. It also means placing in the top four at the Regional and State Competitions. That is a lot of Countdown problems! At the Coordinators Sharing Session, a couple coordinators told how they held the State Competition on an NBA court and used the shot clock as the timer for the Countdown Round.

DETROIT MARRIOTT AT THE RENAISSANCE CENTER VIEWED THROUGH THE ATRIUM SKY ROOF.

The mathematical abilities of these students are truly amazing, said Peggy Drane, executive director of MATHCOUNTS. The Mathletes at the National Competition are the best of the best, but they represent more than 500,000 middle school students around the country who used MATHCOUNTS materials to improve their math skills. Thanks to MATHCOUNTS and its wonderful volunteers, every one of these students is better prepared for success in the technological future.

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Engineering Professional | September/October 2005

THE WISCONSIN TEAM FINISHED 29TH

DANIEL MULDER WAS ONE OF SIX MATHLETES TO BE AWARDED THE THREE TIME NATIONAL COMPETITION AWARD.

Daniel Mulder, 8th grader from Calvary Baptist Christian School, Watertown lead the team with 22nd place. Other team members were Iris Xu, 7th grader from Jefferson Middle School, Madison; Evan Liang, 8th grader from Lombardi Middle School, Green Bay and Kyle Stankowski, 6th grader from Mosinee Middle School, Mosinee. The team was coached by Bill Mulder from Calvary Baptist Christian School, Watertown and assisted by John Lemke from Jefferson Middle School, Madison.

THE MULDERS AND LIANG TEEING OFF

generation of Americans and their extraordinary talents in math. I congratulate the Mathletes and coaches and commend MATHCOUNTS for inspiring a passion for math. As National Champion, Wu won the $8,000 Donald G. Weinert Scholarship, a trip to U.S. Space Camp and a notebook computer. Zhang won a $6,000 scholarship as 2nd Place Individual. Semi-finalists Li and Lewis each won a $4,000 scholarship, and Wus coach, Claudia Allums, received a notebook computer. Sergei Bernstein of Massachusetts won an

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The MATHCOUNTS National Competition teams, comprised of the four top scoring students in their respective state competition, represented all 50 states, the District of Columbia, Puerto Rico, Guam, U.S. Virgin Islands, the Northern Mariana Islands and the Department of Defense and State Department schools worldwide. It is an honor for General Motors to bring together some of the brightest children in the country to our headquarters for the 2005 MATHCOUNTS National Competition, said Lawrence D. Burns, MATHCOUNTS honorary chair and GM vice president of Research & Development and Planning. This is an educational program which GM has proudly supported for almost twenty years. MATHCOUNTS challenges the minds of young people who are the workforce of tomorrow and encourages them to achieve. The students competing in this competition set a great example for their peers with all their hard work, dedication and enthusiasm. Bill Russell, basketball legend, joined in the activities to congratulate the students on their achievements. We are here to celebrate the future

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Engineering Professional | September/October 2005

15

MULDER BEHIND THE WHEEL

XU TOURING THE HERITAGE MUSEUM

STANKOWSKI CLIMBING THE ROCK WALL

STANKOWSKI ON THE ROPES WITH HIS DAD FOLLOWING

$8,000 scholarship as the Written Round Winner and Nathan Benjamin of Indiana won a $6,000 scholarship as Written Round Runner-up. Additionally, each team member from first-place Texas won a $2,000 scholarship, trip to U.S. Space Camp and a notebook computer. Four of the top students participated in the Masters Round and gave a 15-minute oral presentation of their solution to a complex problem before a panel of three judges and more than 500 spectators with only 30 minutes to prepare. Adding to his earlier award, Bernstein won the Masters Round and received a $2,000 scholarship, courtesy of General Motors, for this accomplishment. Celebrating its 22nd Anniversary, MATHCOUNTS is a national math enrichment, coaching and competition program open to all 6th, 7th and 8th

grade students. Each year, MATHCOUNTS develops an entirely new MATHCOUNTS School Handbook, meeting National Council of Teachers of Mathematics (NCTM) standards for grades 6-8, and provides a complimentary copy to middle schools nationwide. Since 1983, more than 6 million students have participated in MATHCOUNTS. The 228 Mathletes who competed in the National Competition represent more than 500,000 students who have been exposed to MATHCOUNTS at the local and state levels. MATHCOUNTS brings together educators, youth, industry sponsors and volunteers to ensure students develop the mathematical skills needed for their future.

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Engineering Professional | September/October 2005

BILL RUSSELL PRESENTED WU WITH THE 1ST PLACE MEDAL.

General Motors Foundation, Lockheed Martin, National Aeronautics and Space Administration, Raytheon Company, Shell Oil Company, Texas Instruments Incorporated, 3M Foundation and Xerox Corporation.

Awards
Scholarships for winning individuals courtesy of General Motors Foundation and Motorola Foundation Scholarships for members of the winning team courtesy of Motorola Foundation Scholarship for Masters Round winner courtesy of General Motors Foundation Trips to U.S. Space Camp courtesy of NASA

Darwin D. Behlke is a member of the Southeast chapter of WSPE.

BERNSTEIN BUILDING WITH ZOME SYSTEMS WHILE WAITING FOR THE MASTERS ROUND.

Join WSPE Now! Visit the WSPE Web site at http://www.wspe.org or email wspe@wspe.org for more information

More than 17,000 MATHCOUNTS volunteers from the business and education communities annually organize and conduct the program in communities nationwide. Local and state competitions are coordinated through the leadership of state and local chapters of the National Society of Professional Engineers. MATHCOUNTS Founding Sponsors are the CNA Foundation, the National Society of Professional Engineers and the National Council of Teachers of Mathematics. National Sponsors also include ADC Foundation,

Engineering Professional | September/October 2005

17

Legal Perspective
Kruczek v. Wisconsin DWD
By Robert J. Kay
rofessional engineers working on state and municipal construction projects should remember that a failure of a contractor to abide by the prevailing wage rate laws can subject a contractor to a decision of the Wisconsin Department of Workforce Development barring the contractor from bidding on state and municipal work projects. In a recent case decided by the Court of Appeals, Kruczek v. Wisconsin DWD, the Court reviewed some issues associated with DWD orders barring contractors from bidding on public work. In Kruczek, DWD barred Kruczek from bidding on municipal and state public works projects for six months. Kruczek is a contractor that works primarily on municipal sewer and water projects which are subject to the prevailing wage rate statutes of Wisconsin. One of Kruczeks former employees filed a prevailing wage rate complaint with DWD who investigated the claim. The investigation established that the employee had been substantially underpaid as a result of Kruczek not paying the required prevailing wage rate. Based upon its findings, DWD issued the debarment order. Kruczek appealed to the circuit court which upheld DWDs decision. However, the circuit court held that because Kruczeks claim arose from a violation of the prevailing wage rate law for municipal, not state, projects, DWD did not have authority to debar Kruczek from state projects. Both Kruczek and DWD appealed. The Court of Appeals held that even though the statute requires DWD to issue findings and an order on debarment within 30 days of the last argument filed, the 30 days was not mandatory and DWD did not lose its jurisdiction when taking 15 months to issue its determination. The Court held that while DWD might have protected the public interest by acting more quickly, it was also important that DWD have the time necessary to properly determine that debarment is appropriate. The maximum period for debarment is three years. Therefore, even the most flagrant violation may result in a debarment of no more than three years. The Court, therefore, saw no pressing need for quick issuance of a debarment order.

Professional engineers working on state and municipal construction projects should remember that a failure of a contractor to abide by the prevailing wage rate laws can subject a contractor to a decision of the Wisconsin Department of Workforce Development barring the contractor from bidding on state and municipal work projects.

Join WSPE Now! Visit the WSPE Web site at http://www.wspe.org or email wspe@wspe.org for more information
18

DWD has issued administrative rules providing for debarment procedures. In Kruczek, the contractor argued that it was contrary to due process of law for DWD to both investigate the complaint and then sit in judgment on its merits. While there may be some merit to that argument, the Court rejected it and approved DWDs debarment order. The Court of Appeals held that debarment may be issued by DWD under its administrative rules, which do not distinguish between state and local government prevailing wage rates. The Court noted that if a contractor wished to challenge the administrative rules, it would be necessary to commence a lawsuit and serve the legislative joint committee for review of administrative rules, which Kruczek failed to do. Hence, the Court of Appeals held that DWD had authority to debar the contractor from both state and municipal projects for failing to pay the prevailing wage rate on a municipal project. The Wisconsin Administrative Code contains the rules of executive agencies having rule making authority under the Wisconsin Statutes, notably Chapter 227 of the Statutes. The Code is kept current on a monthly basis and can be subscribed to by contacting the Wisconsin Department of Administration, Document Sales, P.O. Box 7840, Madison, Wisconsin 53707.

Engineering Professional | September/October 2005

Within the Wisconsin Administrative Code are several chapters dealing with the Wisconsin Department of Workforce Development (previously the Department of Industry, Labor and Human Relations). Chapters DWD 290-294 relate to Public Works Construction Contracts. Chapter DWD 290 deals with Contracts for Construction of Public Works. Chapter DWD 293 relates to Payment and Performance Assurance Requirements, and Chapter DWD 294 deals with the Debarment of Public Works Contractors. The current Wisconsin Administrative Code does not contain a Chapter DWD 291. Chapter DWD 294 provides that the Wisconsin Department of Workforce Development shall compile and maintain a current consolidated list of all debarred contractors. A contractor is defined as any individual or legal entity in the construction business involved in public works projects, including its responsible officers, directors, members, shareholders or partners. Debarment is defined as action taken by the Department to exclude a contractor from performing work either as a prime contractor or as a subcontractor for any state agency or local government for a specified period. Section DWD 294.04 provides that no state agency or local governmental unit may knowingly solicit bids from, negotiate with or award contracts to and approve or allow subcontracts with a debarred contractor. Under DWD 294.05, debarment shall be for a period commensurate with the seriousness of the cause for debarment, but not to exceed three years. Debarment begins on the date the Department issues its notice of debarment or on the date that the issue is finally disposed of by a court, whichever is later. The Department may terminate a debarment or reduce

the period upon the contractors request for reasons considered appropriate by the Department, including (1) newly discovered relevant evidence, (2) reversal of the conviction or judgment upon which the debarment was based, (3) a bonafide change in ownership or management of the contractor, or (4) elimination of the cause or causes for which the debarment was imposed. The contractor may not request the Department to terminate or reduce the period of debarment until full restitution of any unpaid wages has been made to all employees. The prevailing wages that must be paid by contractors are determined by the Wisconsin Department of Workforce Development and certified as an allowable rate. The Department reviews collective bargaining agreements and other wage information and subtracts items which do not represent bonafide fringe benefits. The Department makes annual surveys of employers and compiles a prevailing wage rate for each trade or occupation. Adherence to the prevailing wage rates is aggressively pursued by the Department.

Robert J. Kay is the senior partner in the law firm of Kay & Andersen, S.C. and devotes his time to representing professional engineers, architects, contractors, material suppliers and owners of construction projects. Please feel free to contact him at (608) 833-0077 or at law@kayandandersen.com.

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