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STEEL CONSTRUCTION
June 2014
Be part of
the BIM
revolution.
june 2014
23 nSBA 2014 Prize
Bridge Awards
features
23
50
54
by jie Zuo
When safety is addressed during design, it
can become easier to implement during
construction.
column
business issues
17
in every issue
departments
6 eDitors note
9 steeL interChanGe
12 steeL QuiZ
59 neW ProDuCts
60 neWs & eVents
66 struCturaLLy sounD
resources
64
65
MarKetPLaCe
eMPLoyMent
On the COveR: the Phyllis j. tilley Memorial Pedestrian bridge, fort Worth, texas, Prize bridge awardspecial Purpose Category, p. 32. (Photo: )
MoDern steeL ConstruCtion (Volume 54, number 6) issn (print) 0026-8445: issn (online) 1945-0737. Published monthly by the american institute of steel
Construction (aisC), one e. Wacker Dr., suite 700, Chicago, iL 60601. subscriptions: Within the u.s.single issues $6.00; 1 year, $44. outside the u.s. (Canada
and Mexico)single issues $9.00; 1 year $88. Periodicals postage paid at Chicago, iL and at additional mailing offices. Postmaster: Please send address changes to
MoDern steeL ConstruCtion, one east Wacker Dr., suite 700, Chicago, iL 60601.
DISClAIMeR: aisC does not approve, disapprove, or guarantee the validity or accuracy of any data, claim, or opinion appearing under a byline or obtained or
quoted from an acknowledged source. opinions are those of the writers and aisC is not responsible for any statement made or opinions expressed in MoDern
steeL ConstruCtion. all rights reserved. Materials may not be reproduced without written permission, except for noncommercial educational purposes where
fewer than 25 photocopies are being reproduced. the aisC and Modern steel logos are registered trademarks of aisC.
june 2014
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editors note
editorial Offices
editorial Contacts
june 2014
senior eDitor
Geoff Weisenberger
312.670.8316
weisenberger@modernsteel.com
assistant eDitor
tasha Weiss
312.670.5439
weiss@modernsteel.com
DireCtor of PubLishinG
areti Carter
312.670.5427
areti@modernsteel.com
GraPhiC DesiGner
Kristin egan
312.670.8313
egan@modernsteel.com
AISC Officers
Chair
jeffrey e. Dave, P.e.
ViCe Chair
james G. thompson
seCretary & GeneraL
CounseL
David b. ratterman
PresiDent
roger e. ferch, P.e.
ViCe PresiDent anD Chief
struCturaL enGineer
Charles j. Carter, s.e., P.e., Ph.D.
ViCe PresiDent
jacques Cattan
ViCe PresiDent
john P. Cross, P.e.
ViCe PresiDent
scott L. Melnick
Advertising Contact
account Manager
Louis Gurthet
231.228.2274 tel
231.228.7759 fax
gurthet@modernsteel.com
for advertising information,
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Reprints
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The Commentary to the AISC Specification provides the
following information related to the first two cases:
Column splices have historically been connected
with relatively small PJP groove welds... Section M4.4
recognizes that, in the as-fitted product, the contact may not
be consistent across the joint and therefore provides rules
assuring some contact that limits the potential deformation
of weld metal and the material surrounding it. These welds
are intended to hold the columns in place, not to transfer
the compressive loads. Additionally, the effects of very small
deformation in column splices are accommodated by normal
construction practices Therefore the compressive stress in
the weld metal does not need to be considered as the weld
metal will deform and subsequently stop when the columns
bear. Other PJP groove welded joints connect members that
may be subject to unanticipated loads and may fit with a gap.
Where these connections are finished to bear, fit-up may not
be as good as that specified in Section M4.4, but some bearing
is anticipated and the weld is designed to resist loads defined
in Section J1.4(2) using the factors, strengths and effective
areas in Table J2.5.
Essentially what the Commentary is saying is that with
a column, we expect pretty good (but not perfect) bearing.
With members other than columns we expect pretty good
(but maybe less perfect) bearing. We have a lot of certainty
relative to what a column is, what its connection will look
like and how it will behave. We have less certainty relative to
what a member other than a column is, what its connection
will look like and how it will behave, but we still design the
weld for little load based on the fact that the members bear,
so we knock down the strength of the weld to account for the
uncertainty.
Now that weve compared Cases 1 and 2, lets compare
Cases 2 and 3. For Case 2, we already discussed that we use
0.6 because we ask little of the weld in terms of the design
load, but we have a good bit of uncertainty. For the members
not designed to bear, we ask a lot of the weld, but we feel we
have little in the way of uncertainty. For instance, for tension
on a PJP groove weld, where we also apply the 0.6 factor, the
Commentary states:
The factor 0.6 on FEXX for the tensile strength of PJP
groove welds is an arbitrary reduction that has been used
since the early 1960s to compensate for the notch effect of the
unfused area of the joint, uncertain quality in the root of the
weld due to the inability to perform nondestructive evaluation
and the lack of a specific notch-toughness requirement for
filler metal. It does not imply that the tensile failure mode is
by shear stress on the effective throat, as in fillet welds.
For PJP groove welds in compression, were not really
concerned with any of these factors, which explains why we
permit a higher nominal stress for Case 3.
Larry S. Muir, P.E.
10
june 2014
the complete collection of steel interchange questions and answers is available online.
find questions and answers related to just about any topic by using our full-text search
capability. Visit steel interchange online at www.modernsteel.com.
Larry Muir is director of technical assistance and Carlo Lini is staff engineertechnical
assistance at aisC. susan burmeister and bo Dowswell are consultants to aisC.
steel interchange is a forum to exchange useful and practical professional ideas and
information on all phases of steel building and bridge construction. opinions and
suggestions are welcome on any subject covered in this magazine.
the opinions expressed in steel interchange do not necessarily represent an official position of
the american institute of steel Construction and have not been reviewed. it is recognized that the
design of structures is within the scope and expertise of a competent licensed structural engineer,
architect or other licensed professional for the application of principles to a particular structure.
if you have a question or problem that your fellow readers might help you solve, please
forward it to us. at the same time, feel free to respond to any of the questions that you
have read here. Contact steel interchange via aisCs steel solutions Center:
1 e Wacker Dr., ste. 700, Chicago, iL 60601
tel: 866.ASK.AISC fax: 312.803.4709
solutions@aisc.org
IES, Inc.
800.707.0816
info@iesweb.com
www.iesweb.com
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fig. 2
W1443
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Vc = Mbeam/h
= 100 k-ft /12 ft = 8.3k
h = 12 ft
Vc
Pf
dbeam tflg
Vp
Pf
Where:
Vc
Pf = Mbeam/(dbeam tflg)
Pf = 100 k-ft /(16-0.505) = 77.4 k
Vc
a) force Distribution
b) shear Diagram
fig. 4
june 2014
14
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35
AISC
ANSI/
business issues
hOW gReen
ARe We?
by john Cross, P.e., LeeD aP
17
business issues
of raw materials and energy and their outputs of steel, byproducts
and emissions. In the case of hollow structural sections (HSS) the
inputs and outputs of the secondary process of creating HSS from
coil are added to the LCI information for coil production itself.
key Component
But the process does not end there. The product delivered to
the job site is not a hot-rolled section, steel plate or HSS. The
delivered product is a fabricated hot-rolled section, a fabricated
steel plate or a fabricated HSS. This means that inputs and outputs associated with the fabrication process must also be included.
AISC is currently working with an outside consultant and the
three AISC member hot-rolled structural mills to develop industry average LCI data for use in producing an LCA for hot-rolled
structural steel. We are also discussing the development of similar
data for HSS with the three AISC member HSS producers and
the Steel Tube Institute. Plate data will be available through AISI.
Again, these are not the products that are delivered to the
job site. What is delivered to the job site is fabricated product,
so the EPD will need to be for fabricated structural steel. This
means that as an industry we must collect the data necessary
to develop industry average fabrication impacts. This was done
internally by AISC a few years ago in the form of a brief survey
DTI
DuraSquirter
DTIs
appliedbolting.com
T R A I N I N G
18
june 2014
F I E L D
S U P P O R T
T E C H N I C A L
E X P E R T I S E
Learn
More
business issues
environmental impacts from average steel fabrication
acetylene
truck, Diesel
toluene
argon
Carbon Dioxide
electricity
truck, Gasoline
Waste to Landfill
nitrogen
oxygen
Propene
Lubricants
natural Gas
Propene thermal
Water
10
20
50
%
fabrication environmental impacts by source (from the 2010 aisC member fabricator survey).
note the dominance of electricity consumption.
promisesi.e., additional construction costs have not been justified by operational savings. This may mean that fewer projects
will pursue LEED certification or be required to comply with
the requirements of the green codes and standards. I doubt you
will be asked to provide an EPD for fabricated structural steel
on the majority of your projects over the next three to four
years. But you will be asked for this information on some of
your projects, and architects and engineers will be making decisions relating to the framing systems for projects based on the
LCA data available for comparative construction materials.
the More the Merrier
So now you are probably saying to yourself, If this is industry average data, Ill let everyone else submit their data and
just provide the industry average EPD when asked. Well, that
doesnt quite work for two reasons.
First, LEED contains some qualifying language of the EPD
that says it can only be used by firms in which the manufacturer is explicitly recognized as a participant by the program
operator. While the interpretation of what this means is under
discussion within USGBC, it is clear that if you want to make
sure you can use the industry average EPD to meet the requirements of your project you will at a minimum need to be an
AISC member and have participated by submitting your shops
data. (Note: This also means that the industry average EPD
data will only apply to mill material supplied from producers
that participated in the collection of mill data.)
Second, if everyone took that attitude, we wouldnt be able
to develop an industry average!
On top of that, it is also possible that you may want to
develop an EPD that is specific to your shop. A companyspecific EPD receives more credit under LEED V4 than an
industry average EPD and could be used to demonstrate that
20
june 2014
30
40
60
70
80
90
100
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NSBA
AWARDS
23
JUNE 2014
3,000
CONTRACTORS
100,000
IRONWORKERS
Ironworkers
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25
he Dixie Highway is done doubling up. The last remaining two-lane stretch, in northern Broward and Palm Beach
Counties (Fla.), has been expanded to four lanes in the
form of a flyover that crosses the Florida East Coast (FEC) Railroad, several local streets and the Hillsboro Canal, a waterway
that separates the cities of Boca Raton and Deerfield Beach.
Two separate structures were constructed using a total of
3,250 tons of structural steel. The main bridge is a 1,390-ft,
eight-span, S-curved, steel box girder bridge with a super-elevation transition. The steel tubs are 6 ft and 7 ft deep for ease
of maintenance and sit 16 ft to 30 ft above grade. The second bridge is a single-span, 218-ft single steel box pedestrian
bridge connecting Pioneer Park in Deerfield Beach to Boca
Raton over the canal.
Design challenges included integral pier cap girders at each
column and the large number of vertical and horizontal clearances and transitions between the main bridge and ramps.
Waterway width was also a challenge; while Hillsboro Canal
is technically a navigable waterway, it is not wide enough to
accommodate construction barges. The long box tub girder
26
JUNE 2014
Owner
Florida Department of Transportation, District Four, Fort
Lauderdale, Fla.
Engineer
Kimley-Horn and Associates, Inc, West Palm Beach, Fla.
Steel Team
Fabricator
Tampa Steel Erecting Company, Tampa, Fla. (AISC
Member/NSBA Member/AISC Certified Fabricator)
general Contractor
Cone & Graham, Inc., West Palm Beach, Fla.
Erector
V&M Erectors, Inc., Pembroke Pines, Fla.
(AISC Member/AISC Certified Erector)
detailer
Tensor Engineering, Indian Harbour Beach, Fla.
(AISC Member/NSBA Member)
BENT ON SATISFACTION
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Fax 205-791-0500
E-mail: sales@whitefab.com
Web: www.whitefab.com
Modern STEEL CONSTRUCTION
27
JUNE 2014
Owner
New York City Department of
Transportation, New York
general Contractor
Kiewit Constructors, Inc./Weeks
Marine Inc., a Joint Venture
Engineer
Hardesty & Hanover, New York
Steel detailer
Tenca Steel Detailing, Quebec,
Canada (AISC Member)
29
t the grand opening of the Huey P. Long Bridge Widening Project last June, Louisiana Secretary of Transportation and Development Sherri H. LeBas hailed
the event as the rebirth of a great bridge, which symbolizes
the continued rebirth of this great city.
Originally completed in 1935, the bridge was built to
carry both rail and highway traffic. At 23,000 ft between
railroad abutments, the main spans of the bridge included
two 18-ft highway travel lanes cantilevered off of the railroad bridge.
After a study conducted determined that a new crossing
was not a viable option, the Louisiana Department of Transportation and Development in 1986 began investigating widening the existing span. Modjeski and Masters, the structural
firm that designed the original Huey P. Long Bridge, was also
engaged to design the expansion.
The final approved design involved expanding lanes
from two 9-ft lanes to three 11-ft lanes, with a 2-ft inside
shoulder and an 8-ft outside shoulder. As an expansion of
this magnitude was unprecedented, design teams faced
30
JUNE 2014
the additional challenge of executing an extensive analysis of the new main bridge superstructure, as well as the
original bridge.
Construction for the massive project began in April 2006.
The seven-year schedule was broken into four phases of
construction, including:
Phase I: Main Support Widening (piers) Began April
2006, completed end of May 2009. Prime contractor:
Massman Construction Co.
Phase II: Railroad Modifications Began October 2006,
completed June 2008. Prime Contractor: Boh Bros.
Construction Co.
Phase III: Main Bridge Widening (truss) Began early
2008 completed July 2012. Contractor: MTI, a joint
venture of Massman Construction Co., Traylor Brothers,
Inc. and IHI, Inc.
Phase IV: New Approaches Construction Began June
2008 and concluded August 2013. Contractor: KMTC,
a joint venture of Kiewit, Massman Construction Co.,
and Traylor Brothers, Inc.
609-586-2080
110 Patterson Avenue, Trenton, NJ 08650
www.liedtkalogistics.com
Modern STEEL CONSTRUCTION
31
JUNE 2014
Bridge
Steels
High Strength
Weathering and
High Strength
Owner
City of Fort Worth, Texas
A588 A847
A572-50 A709-50
A709-50W
Engineer of record
Freese and Nichols, Inc., Fort Worth
Structural bridge Engineer
Schlaich Bergermann and Partner, LP,
New York
PRODUCTS
architect
Rosales + Partners, Boston, Mass.
general Contractor
Rebcon, Inc., Dallas
GRADES
PLATES ANGLES
FLATS CHANNELS
ROUNDS PIPE
SQUARES TUBING
Modern STEEL CONSTRUCTION
33
JUNE 2014
To achieve the greatest service life on the Iowa Falls Bridge, a number
of corrosion-resisting systems were incorporated into the design. The structural steel is A709 Grade 50 weathering steel. Areas exposed to road-salt
spray and runoff are painted with a three-coat paint system to further protect
the structure. The inside of the arch rib is also prime-coated for its entire
length. The sockets, pins and threaded rods connecting the hanger cables
to the arch rib and interior floor beams are galvanized. The cables have a
Class A zinc coating on their interior strands and a Class C zinc coating on
the exterior strands for additional corrosion protection.
The Iowa DOT testing and monitoring program, developed in coordination with the Iowa State University Bridge Engineering Center, collects performance data for structures to compare against design-based structural
parameters and to determine if the structural response is appropriate. Its
most challenging research program has been related to developing structural
health monitoring (SHM) to determine the real-time and continuous structural
conditions of a bridge. For the Iowa Falls Bridge, the goal was to implement
a multi-sensor continuous SHM system for general performance evaluation
(structural, environmental, etc.) that can easily be adapted to other highway
and interstate bridges and other monitoring needs. The system allows easy
access to real-time data the Iowa DOT can react to immediately. To this end,
a SHM system was developed by the BEC and placed on the bridge. Sensors
monitor wind speed, potential icing conditions, traffic, heavy loads, corrosion,
moisture, strain on the arch and cables and other conditions to help evaluate
the performance of the structure, its materials and its long-term safety.
Owner
Iowa Department of Transportation, Ames, Iowa
Engineer of record
HDR Engineering, Inc., Omaha, Neb.
general Contractor
Cramer and Associates, Grimes, Iowa
35
ust a few years ago, the Halsted Street Bridge over the
Chicago River North Branch Canal put in its 100th year
of service.
Built in 1908, the movable double-leaf trunnion bascule
truss bridge provided navigable waterway accessibility for
vessels too tall to pass beneath when it was closed. Due to
the cost of maintaining a movable bridge and the lack of
high-mast vessels using the canal, the movable mechanisms
of the bridge were decommissioned over 25 years ago
and the movable spans were locked together in the closed
position.
More recently, the bridge became identified as the only
remaining bottleneck to Halsted Street traffic and had
become structurally obsolete (in 2007, it earned a sufficiency
rating of 25.9 out of 100), and the Chicago Department of
Transportation (CDOT) retained structural engineer Lochner
to design a replacement.
The new replacement structure consists of a 157-ftlong, 80-ft-wide steel tied arch bridge main span flanked
by two 36-ft three-sided precast concrete arch approach
spans. With the new bridge deck 22-ft wider than the
existing bridge, the replacement bridge carries two lanes
each of northbound and southbound vehicular traffic, with
one bike lane and pedestrian sidewalk placed on each
side. Architectural enhancements were incorporated into
the project, including architectural lighting and railings.
The pleasantly wide sidewalks of the bridge are shielded
from the vehicle traffic by cables and railings. This design
arrangement provides the motorists as well as pedestrians
with a much safer traffic environment.
To accommodate the roadway with four vehicular lanes
and two bike lanes, the arch ribs are spaced at 60 ft. centerto-center; the rib element is a 2-ft, 6-in-wide by 3-ft-deep
welded steel box. For simplicity, the rib is braced with a
lateral system that consists of only four top struts rigidly
36
JUNE 2014
framed with the ribs. The interior of the tie girder is painted
bright white for the convenience of future inspection via
cameras through the hand holes.
The major force carrying cambered members also
include arch ribs, ties and cable hangers. For the tied
arch bridge, which is designed as a rigid moment frame
in nature, member cambering not only serves to achieve
a desired final bridge geometry, but also helps to reduce
the member forces by injecting a counteracting force
into the structural system through erection. Similar to the
prestressing concept used for the concrete structure,
introduction of the counteracting torsional moments
imposed on the steel structural system allow the design
to minimize the structural size and maximize the efficiency
of the steel usage. Although the savings of the structural
steel to the project was a direct benefit, additional indirect
benefits included the use of lighter false work and reduction
in demand for the crane capacity.
The original bridge was closed after Thanksgiving Day of
2010, and on Christmas Eve of 2011 the main construction
of the project was complete and Halsted Street Bridge was
open to vehicular and pedestrian traffic on schedule. The
total final construction cost, including approach spans and
roadway construction, was $13.7 million, well under the
allocated city budget for the project.
The tied arch bridge is a valid design option for
enhancing an urban setting with an aesthetically
pleasing structure. The successfully completed project
demonstrates that a short-span tied arch can be done
economically with attention to the steel details that
accommodate both accessibility and constructability.
Plus, its size speaks to its adaptability and usefulness
in tight quarters, and it validates that site issues can be
overcome by thoughtful design.
For more on this project, see Chicago Crossing (06/2013).
Owner
Chicago Department of Transportation
Division of Engineering, Chicago
Engineers
H.W. Lochner, Inc., Chicago
HBM Engineering, Hillside, Ill.
Steel Team
Fabricator
Hillsdale Fabricators, St. Louis
(AISC Member/AISC Certified
Fabricator)
General Contractor
Walsh Construction,
Chicago
Detailer
Candraft Detailing, Inc., New
Westminster, B.C., Canada (AISC
Member)
Hollo-Bolt
by
ICC-ES approved
DIVISION: 05 00 00METALS
Section: 05 05 02METAL FASTENINGS
ESR-3330
with AC437
4 Use in Seismic Design Categories (SDC) A, B and C
REPORT HOLDER:
LINDAPTER
LINDSAY HOUSE, BRACKENBECK ROAD
BRADFORD, WEST YORKSHIRE
BD7 2NF
UNITED KINGDOM
44 (0) 1274 521444
www.lindapter.com
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EVALUATION SUBJECT:
HOLLO-BOLT
FASTENERS
5 PART
Property evaluated:
Structural
2.0 USES
ICC
Hollo-Bolt
Fasteners are designed for connecting
structural steel to hollow structural
section (HSS) steel
st
members and other structural steel elements where
3.2 Materials:
3.2.1 Set Screw: The core bolt is manufactured
from steel complying with EN ISO 898-1, Class 8.8,
having a specified Fu of 116,030 psi (800 MPa).
3.2.2 Body (sleeve) with Integral Collar, Body (sleeve
without collar), Collar and Cone: The parts are
manufactured from free cutting carbon steel Grade
11SMn30 or 11SMnPb30, conforming to BS EN 10087,
having a minimum tensile strength of 62,400 psi
2
(430N/mm ) (sizes up to LHB16) or 56,500 psi
(390N/mm2) (size LHB20); or cold drawn steel AISI
C10B21, having a minimum tensile strength of
68,000 psi (470N/mm2).
3.2.3
Rubber
Washer: The
measured on the A scale 80-90.
shore
hardness
is
ICC-ES Evaluation Reports are not to be construed as representing aesthetics or any other attributes not specifically addressed, nor are they to be construed
recommendation for its use. There is no warranty by ICC Evaluation Service, LLC, express or implied, as
as an endorsement of the subject of the report or a recommendati
to any finding or other matter in this report, or as to any product covered by the report.
1000
Copyright 2014
Page 1 of 6
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39
JUNE 2014
41
EggnErS FErrY bridgE EMErgEnCY rEPLaCEMEnT, Trigg and MarShaLL COunTiES, kY.
42
JUNE 2014
43
SUSTAINABILITY COMMENDATION
Owner
City of Richland, Wash., Civil and Utility Engineering
Engineer
KPFF Consulting Engineers, Seattle
general Contractor
West Company, Inc., Medical Lake, Wash.
Steel Team
Fabricator
Rainier Welding, Inc., Redmond, Wash. (AISC Member/AISC
Certified Fabricator)
detailer
Adams & Smith, Inc., Lindon, Utah (AISC Member)
44
JUNE 2014
JUNE 2014
(03/2013).
Owner
Chicago Department of Transportation
Division of Engineering, Chicago
Engineer
Alfred Benesch & Company, Chicago
general Contractor
Walsh Construction Company, Chicago
NEW
to the
Market
Set open web steel bar joist much faster and safer.
Engineer approved and load tested certified
Two sizes: G series (Girders) 7000 pound load limit
The K series has a 6000 pound load limit.
I offer my personal endorsement of this product for all steel erection companies.
I feel strongly that it will allow the using company to achieve significant savings
in employee injury experience factors, and enhance safety and security
Ernie Miller, Occupational Saftey Consultant
OSHA Compliance officer (Ret.)
480-250-5266
47
LONgfeLLOw
BY jIM TALBOT
CE
NT
UR
IONS
STEEL CENTURIONS
SPANNING 100 YEARS
50
jUNe 2014
Powering Up
In 1889 the street railways of Boston switched from horse-driven
to electrical power. Traffic from Boston into the suburbs dramatically
increased. By 1894 gridlock slowed service and became a constant irritation to railway commuters. Elevated railways alleviated conditions
for a few years, but by the end of the 19th century, Boston, Cambridge
and the Boston Elevated Railway Co. requested that the state authorize
construction of a new bridge at or near the West Boston Bridge that
connected the two cities. The request was granted and led to the formation of the Cambridge Bridge Commission.
The legislation called for the new bridge to be suitable for all the
purposes of ordinary travel between the cities, including the elevated
and surface cars of the railway company. It also specified a drawbridge
no less than 105 ft wide with masonry piers and abutments, along with
a superstructure of iron or steel or both. The Commission appointed
51
52
jUNe 2014
Phone: 800-237-7059
Fax: 314-389-7510
On the web: www.stlouisscrewbolt.com
Email: sales@stlouisscrewbolt.com
Safety Hazard
Prevention,
By DeSign
By jie zuo
54
june 2014
Conceptual Design
Detailed engineering
Ability to
influence
Safety
Procurement
Construction
Start-up
Low
Project Schedule
sponsible for the means, method and overall safety of construction on the job site.
They must direct, coordinate and monitor the work of the subcontractors in a safe and efficient manner, knowing that the success of the project is often made by intricate planning and critical
decision-making while on-site. However, the controlling contractor is actually just one of many influences on construction safety.
Personal protective equipment is often the most visible evidence of the safety efforts undertaken on a job site. In fact, this
equipment more truly represents the last line of defense against
working hazards. Other mechanisms that can prevent hazards
from developing should be implemented to create hazard protection much earlier.
Over the course of a project schedule, the ability to influence construction safety decreases as the schedule progresses
(see Figure 1). This creates a conundrum. While safety is the
responsibility of the construction team and not the design team,
the decisions made in the design phase can improve and reduce safety hazards. Safety hazards anticipated in the design
elimination
eliminate the hazard during design
Substitution
Substitution of less hazardous materials,
processes, operations or equipment
engineering Controls
Implement controls to minimize risk
Administrative
Controls
Training
effectiveness
warnings
Signs and labels
PPe
age points for safety lanyards. Talk with a steel contractor about which beam sizes will work for the number of
anchorage points that will be required for a given beam
or opening.
Where there are floor openings, one can place beams
adjacent to the opening to support anchorage points for
safety lanyards.
It is prohibited to shop connect headed steel stud anchors
and deformed anchors where they will obstruct the walking surfaces of beams or joists.
When possible, one should design the steel framing with
a consistent floor layout. This makes it easier for the construction worker to learn the hazards of each individual
floor early and not have new hazards to face as floor layouts change.
Design Safe connections
Connection design decisions also can make fall protection
easier and more effective in the field. Here are some connection
safety considerations:
It is an OSHA requirement that column splices must be
located at least 4 ft above the finished working floor such
that it is away from the beam-column connection and allows for perimeter safety cables to be installed. However,
the 4-ft column extension limit is sometimes not enough
and can still cause interference between the splice plate
and the holes for safety cables shown in Figure 4a. For
constructability reasons, it is recommended that the column splice be conservatively located 5 ft above the top of
the beam shown in Figure 4b.
Modern STEEL CONSTRUCTION
55
jUNe 2014
install a connection and provide adequate space in connection design to facilitate the use of those tools in assembling a connection.
control Roof and Floor openings
Design engineers and controlling contractors need to be
aware that small openings in floors and roofs must not be cut
until the trade contractor filling those openings is ready to
place the object. This applies to holes for such items as duct
work, piping and exhaust fans. Metal deck should span over
small openings until ready to be cut and filled. Large openings
that cannot be safely spanned by decking due to constructability,
such as elevator openings and stair openings, must be cut and
guarded by the steel erector.
Prevention of hazards through design requires collaboration.
It also leans upon the engineer to understand more about the
techniques and tools used on a construction site. Fortunately,
the steel fabricator can help!
The engineer and controlling contractor need to be able
to communicate effectively in order for them to understand
oSha Standard
notes
1926.502(b)(1)
Top edge height of top rails, or equivalent guardrail system members, shall be 42 in. (1.1 m) plus or
minus 3 in. (8 cm) above the walking/working level. when conditions warrant, the height of the top
edge may exceed the 45-in. height, provided the guardrail system meets all other criteria of this
paragraph.
Note: when employees are using stilts, the top edge height of the top rail, or equivalent member,
shall be increased an amount equal to the height of the stilts.
1926.754(c)(1)
Shear connectors (such as headed steel studs, steel bars or steel lugs), reinforcing bars, deformed
anchors or threaded studs shall not be attached to the top flanges of beams, joists or beam attachments so that they project vertically from or horizontally across the top flange of the member until
after the metal decking, or other walking/working surface, has been installed.
1926.756(e)(1)
The perimeter columns extend a minimum of 48 in. (1.2 m) above the finished floor to permit installation of perimeter safety cables prior to erection of the next tier, except where constructability
does not allow.
1926.755(a)(1)
1926.754(e)(2)(iii)
Metal decking holes and openings shall not be cut until immediately prior to being permanently
filled with the equipment or structure needed or intended to fulfill its specific use and which meets
the strength requirements of paragraph (e)(3) of this section, or shall be immediately covered.
This table provides additional information on the OSHA standards discussed in this article.
Theres always a
safe solution in steel.
We manufacture ICC-ES
certified BoxBolt for HSS
blind connections.
A K E E S A F E T Y C O M PA N Y
57
new products
BEnTLEY LEaP BRiDgE STEEL
LEAP Bridge Steel is an integrated 3D
steel bridge design and rating application
that provides parametric modeling,
streamlined analysis, design and rating of
straight or curved I-girder bridges. Bridges
are modeled completely in 3D with
full 3D visualization, and member cross
sections can be selected from supplied
libraries of standard sections or defined
as built-up members. LEAP Bridge
Steel is powered by the STAAD.Pro
engine for structural analysis and offers
users two analysis options: line girder
or 3D grillage. The software conforms
to the provisions of the 6th Edition
of the AASHTO LRFD Bridge Design
Specification and the 2nd Edition of the
AASHTO Manual for Bridge Evaluation. A
free demo is available.
For more information, visit
www.bentley.com or call 800.BENTLEY.
QUicKFRaMES
QuickFrames are bolt-on, adjustable,
pre-engineered roof opening frames that
provide structural support for HVAC
units, coolers, roof turbines, skylights,
roof drains and other rooftop-mounted
equipment. The frames adjust from
4-ft to 10-ft roof truss spans with 15in. to 96-in. openings. As the frames
are adjustable, they slide into most
applications in minutes, eliminating the
need for welding roof frame openings.
This unique flexibility eliminates a
number of time-consuming commercial
tasks including design detailing
of roof openings and frame
rework due to variances or
mislocated frames.
LinDaPTER hoLLo-BoLT
Hollo-Bolt is a labor-saving connection for
HSS that is quickly installed by inserting the
fastener into a pre-drilled hole and tightening
it with a torque wrench, saving the contractor
time and money. The fastener is available offthe-shelf at standard pricing from Lindapters
network of local distributors. Product sizes
range from 5/16 in. to in. to suit a variety of
applications, and a hot-dip galvanized finish
offers added corrosion protection. HolloBolt is available in two versions: the original
three-part design for regular applications and
the enhanced five-part High Clamping Force
(HCF) version for higher-strength structural
connections; both are ICC-ES approved and
are covered by ESR-3330.
For more information, visit
www.lindapterusa.com or call 610.590.2160.
news
nSBa
and private professionals can work together to improve the quality and value
of steel bridges. McEleney also served
as a member of the ASCE Steel Connections Committee and the AREMA
Steel Bridges Committee 15.
NSBA is looking forward to building
on the foundation established since its
inception in 1996, said McEleney. We
expect to expand the scope of our fundamental technical activities while increasing our direct interaction with members
of the bridge design and development
community, as well as the general public
and their elected representatives.
SaFETY
jUNe 2014
www.aisc.org/nightschool
Class begins June 23, 2014
AISC
Night School
Classical Methods of Structural Analysis
Presented by Louis F. Geschwindner, P.E., Ph.D.
news
RESEaRch
EnginEERing JoURnaL
2012-22R
aWaRDS
jUNe 2014
You
should
see
what
we
can do.
SteelDay
Its coming... 9.19.2014
SteelDay is an annual
event hosted by the
American Institute of
Steel Construction,
its members and
partners. Plan your
SteelDay visits and
see first hand why it
makes sense to build
with structural steel.
@aisc
/AISCdotORG
/AISCsteelTV
www.aisc.org
marketplace
941.223.4332 jmmoon94@aol.com
Contract Auditor
Quality Management Company, LLC is seeking contractors to
conduct audits for the AISC Certified Fabricator and AISC Certified
Erector Programs. Contractors must have knowledge of quality
management practices as well as knowledge of audit principles,
practices and techniques and knowledge of the steel construction
industry. If you are interested, please submit your statement of
interest contractor@qmconline.org.
Are you looking for software, products, or services for your next project?
You can find it in Modern Steel Constructions online product directory.
http://modernsteel.com/product_categories.php
If youre a provider of software, products, or services and would
like more information about being listed or enhancing your current listing,
contact Louis Gurthet at:
gurthet@modernsteel.com or 231.228.2274
64
jUNe 2014
employment
General Manager
Estimators
Shop Foreman
Quality Control
Detailers
Checkers
Structural Engineers
www.FindYourEngineer.com
Program Engineer
AISC is seeking a Program Engineer to evaluate and assess the performance of
site audits and documentation audits conducted for the AISC Certified Fabricator
and the AISC Certified Erector Programs. The primary responsibility of the
position is to observe the audit process from audit plan issue to onsite closing
meeting in order to provide a performance report and training recommendations.
A knowledge of audit principles, practices and techniques is a must. A working
knowledge of specifications, codes and other regulations related to structural
steel and the construction industry is preferred.
The ideal candidate will have a Bachelors Degree and at least 5 years work
experience in the auditing industry, and/or the A/E design industry, and/or the
construction industry (AEC). This position is located in the AISC Chicago office.
The ability to travel over 50% of the time and attend industry events is required.
If you are interested in applying for this position, please forward your
resume and cover letter, including your desired salary requirements to:
HR@aisc.org
Buzz Taylor
PROCOUNSEL
Toll free: 866-289-7833 or 214-741-3014
Fax: 214-741-3019
mailbox@procounsel.net
Structural Steel Estimator and Project Manager
Gem City Steel Supplys structural steel fabrication operation is located in Marietta,
Georgia and is seeking a professional estimator/project manager with knowledge of,
and proven experience in structural steel estimation and project management. This is an
excellent opportunity for a motivated self-starter who is well-versed in the best practices
of structural fabrication with a mind for generating profit. The ideal candidate will have a
minimum of 7 to 10 years of steel estimating and steel project management experience in
jobs ranging up to 150 tons. Superior computer skills are required. A welding/fabrication
background as well as knowledge of AISC procedures are a strong bonus.
Structural
Engineer
Hillsdale Fabricators, one of the largest steel fabricators in the Midwest and a
division of Alberici Constructors, Inc., is seeking a Structural Engineer for our St.
Louis office. This individual will be responsible for coordinating technical and
constructability matters with EORs, sublet detailing and engineering firms, clients,
erectors and the fabrication shop. They will also provide connection design sketches
and calculations, and will be responsible for generating designs for fabrication shop
positioning and lifting devices. In addition, this individual will work closely with
project management and will assist estimating with conceptual design estimates
and review design requirements and connections.
Qualified candidates should hold a Bachelors degree in Civil or Structural
Engineering, a P.E. and/or S.E. license, and possess a minimum of ten (10) years of
detailing, connection design and fabrication experience. An understanding of AISC &
AWS codes is required (CSA and CWB a plus).
Hillsdale Fabricators offers a competitive compensation/benefit package and
growth potential. EOE/M/F/D/V. For more information and to submit a resume, visit
http://www.alberici.com/Careers/Pages/Positions-Available.aspx.
65
structurally
sound
BUiLDing BLocKS
66
jUNe 2014
363 residential unitshalf of which are intended for lowand middle-income tenantswill be built using 930 steelframed modules. Banker Steel (an AISC member/AISC
Certified fabricator) expanded one of its Lynchburg, Va.,
facilities by an additional 45,000 sq. ft to create a purposebuilt workshop that is solely dedicated to fabricating the
steel for the modules.