WIUIM& XI I HUM.

PI Z I IECOND QUAIrTDI 1171

1 Structural Stul Hdp8

Build Newark Airport
Trrmillal Buildings 3
Z Steel Sen'fs Well for
TtIl1lis Club 8
J Stal ModlTIlizc8
Pumpillg Station 13
1-

MODERN STEEL
CONSTRUCTION
VOLUME XI I NUMBER 2 I SECONO QUARTER 1911
•
Published by

American Institute
of Steel Construction
CONTENTS
101 Park Avenue, New York, N. Y. 10017
Structural Steel Helps Build Newark Airport
Terminal Buildings 3
Steel Serves Well for Tennis Club 8
Wooten's Third Law & Steel Column Design 10
Edwin H. Webster, President Steel Modernizes Pumping Station 13
Gilbert M. Dorland, First Vice President
Van W. Coddington ,
Recording without Red Tape 15
Second Vice President
William R. Jackson, Treasurer
John K. Edmonds, 1971 ARCHITECTURAL AWARDS OF
Executive Vice President
Leslie H. Gillette,
EXCELLENCE COMPETITION
Assistant Executive Vice President
William W. Lanigan,
Tir e American Institute of Steel Construction ha$ announced
Secretary and General Counsel the opening of its twelfth annual A rchitatllral A lcards of Ex-
cellence Program to l'ecognize and ('ncourage creatit" uses of
---.J stmcluml steel. The 1971 Awa"ds will salute outstanding
aesthetic design in structural steel.
• DITORIAL STA~pr All "egistC1'('d architects practicin.'l professionally in the •
United Statl's arc invited to cnler Merl-frall1ed buildill.'ls of
Daniel Farb, Director of Publications
their design conMmcted anywhe,'c ill the 50 states and C01ll-
Mary Anne Donohue, Editor pll'led after January 1, 1970 and prior to Septembe,' I, 1971.
Th e structural frame of the buildin.'l must be stal, althou.'lh
it is 110t a requiremcnt that the stNI bf exposed al1d a part of
... OIONAL.. o ... Ple • • the architectural expression. BlIildillfls of all classifications are
Atlanta, Georgia eli.'lible, with equal emplra,.~is .'Iit'el1 to all sizes alld types in tire
Birmingham, Alabama jud.'lill.'l. There is 110 limit to the 'Illmber of entri(',~ by any ill-
Boston, Massachusetts c/ividual 01' /inn . Buildings named a,~ prcvious AAE winners
Chicago, Illinois will not be eligible.
Cleveland, Ohio
The C01llpctition will be jud,qecl by a panel of /it·e distin-
Columbus, Ohio
guished architects and engilleers. The memblTS of the 1971
Dallas, Texas
Denver, Colorado
National hay of Awards al'e:
DetrOit, MIchigan lo/on P. Eberllard, Al A Dean, School of Architecture and
Charlotte, North Carolina Environmental Design, State University of New York at
Hartford, Connecticut Buffalo, Buffalo, New Y01'k
Houston, Texas
Los Angeles, California lame. H . Finch , FAIA Finch Alexander BanlCs Roth-
Memphis, Tennessee schild & Paschal, Atlanta, Geol'gia
Milwaukee, Wisconsin Dolllen K. Ritchey, FAIA Deetcr Ritchey Sippel Archi-
Minneapolis, Minnesota tects, Pittsburgh, Pcnnsylvania
New York, New York
Oklahoma City, Oklahoma Ell",o"l 1. Teal, M.A SCE Albert C. Martin and Associ-
Omaha, Nebraska ates, Los Angeles, Califor'l1ia
Philadelphia, Pennsylvania lItox 0, Ur/JO lln , FAIA President-elect A lA ; Max O.
Pittsburgh, Pennsylvania Urbahn A.~sociates, Inc., New YO"k, New York
St. Louis, Missouri
San Francisco, California Entries must be postmarked prior to September 4, 1971 and
Seattle, Washington addressed to the Awards Committee, American Institute of •
Syracuse, New York Steel Construction, 101 Park Avenue, New York, New York
Washington, District of Columbia 10017.
 Structural Steel Helps Build
Newark Airport Terminal Buildings
In this age of jet travel, airports must $200-million, is being carried out by
keep pace with the ever·increasing de- the Port of New York Authority to meet
mand for additional facilities to handle this demand.
by Eugene J. Fasullo rapidly expanding passenger volumes This project includes construction of
and and larger aircraft such as the Boeing runways, taxiways, and three terminal

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Herbert Y. Chu 747. The Redevelopment Program for buildings. Each terminal comprises a
Newark Airport, estimated at more than main building connecting to three cir-
cular satellite buildings. In turn, these
Mr. Fasutlo is Chief Structural En.ineer and nine satellite buildings will accommo·
Mr. Chu Is Senior Structural Engineer with
the Port of New York Authority. date a total of 83 DC·8 type aircraft

SECOND QUARTER 1971 3

 •

. "

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loading positions. The terminals will be

supported by initial parking facilities
for 10,000 automobiles, a central heat-
Main Building - Departures and Arrival Level

steel framing and are structurally inde-

pendent from the adjacent elevated
roadway system. Use of hyperbolic-
ducing moment connections between
steel columns and girders at selected
locations. At the rear of the building,
•
ing and refrigeration plant, a fuel stor- paraboloid shells over the departures the combined actions of concourse floor,
age and underground distribution sys- level provides unusua l visual interest. mechanical floor and roof over mechani-
tem, an ai rport fac il ity build ing, ma ny Three larger hop's located at nodule ca l level necessitates the use of mu lt i-
other small buildi ngs, and an extensive points form the major circulation area . story rigid frame design. As the rigid
highway network within the airport. Under the larger umbrella at the rear frame would deflect under live load and
Two of the new terminals now under of the building are the concourse and wind pressure at the rear face of the
construction on the 427-acre site con- mechanical levels. These levels are sup- main building, the concourse floor fram-
sist of a gently curved split-level main ported by structural steel framing. ing is separated from the departures
building approximately 900 It long x and arrivals floor framings by using
190 ft wide, with an average radius of Temperature and Structural sliding beam seats on column brackets
750 ft for Terminal No. I and 3,300 It Stability Considerations and flexible plate hangers.
for Terminal No. 2. Three connectors, Due to the temperature expansion and
Curved Girder for Departures Floor
29 ft wide with varying lengths ranging contraction, the entire main building is
from 350 ft to 530 ft, lead to three two- divided into three approximately equal As the architectural design for the
level satellite buildings, 200 ft in di- units along the longitudinal direction, arrivals level does not permit any ex-
ameter wi th a 50 ft diameter clerestory with expansion joints located at third posed steel columns supporting the
raised 9 It above the roof at the center points of all floor and roof levels. All depa rtures floor sys tem, long span con-
of the building. floors and roofs supported by structural struction was necessary. Beams 64 It
steel framing are self-stabilized for long with 22-ft long cantilevers were
Main Buildings horizontal loads through rigid frame used to support the departure level side-
The three terminal buildings are de- action in both longitudinal and trans- walk along the roadway. Due to the
signed to separate arriving and depart- verse directions, except for the depar- curvature in the building, these beams
ing travelers. The upper (departures) tures floor which is connected to the are oriented radially and supported by •
level and the lower (a rriva ls) level con- cast-in-place concrete columns support- a five-span continuous curved gi rder
sist of lightweight concrete slabs on ing the hyperbolic-paraboloid umbrellas. consisting of a W36X280 with va ryi ng
metal forms supported by structural The frame action is achieved by intro- thickness of cover plates up to 3'12 in.

4 MODERN STEEL CONSTRUCTION

• The girder has equal spa ns of 54 ft caused by temperature changes and a etc., prevail throughout the entire build-
and is supported on compact built-up curved top surface to allow the girder ing. Moment connections for beams to
W-shape steel columns 8 in. x 10 in. to rotate under live loading. The joint is columns and beams to beams of differ-
in cross section, which are encased in designed to tran smi t a girder reaction ent sizes have a great variation in mag-
one of the four projections of a cruci- of 350 kips. nitude of design moment and type of
form concrete column supporting the Inler-Term inal Transportalion connections. To minimize the detailing
small hyperbolic-paraboloid umbrella. Syslem - (In) required on the contract drawings, spe-
In order to prevent the interaction be- cia l type s of connections were shown
An Inter-Terminal Tran sportation sys-
tween the steel framing and the con- on the drawings. However, the exact
tem is planned to connect the three
crete column, a coat of bond-breaking design of these connections was left
terminal buidings with operations, such
compound was applied to the steel col- to the steel fabricator based on the
as remote parking areas, future hotels,
umn and l/4-i n. thick neoprene material forces given on the framing plans. These
and other services. Although the final
was epoxied to the curved girder to designs were then checked and ap-
choice for this automated system has
allow for the axial shortening and an- proved during the shop drawing review.
not been made, steel columns and struts
gular rotations when the floor is loaded.
together with pile foundations spaced Salell ite Building
A special hinge detail consisting of
at approximately 60 ft on centers within
two 1\I2-in. dia. dowels was used at the The satellite buildings are designed
the building limits were designed to
top of the steel column cap plate. As to hold air travelers before boarding the
support two lanes of traffic. The size of
the final fin ished elevation of sidewalk aircraft and to disperse air travelers
steel box-sec tion columns varies from
at the curb line is designed to be 6 in. upon their arrival through loading
30 in. x 30 in . to 30 in. x 42 in . The
above the roadway under normal condi- bridges connecting to the respective
steel strut, 17 in. x 40 in. in size. is
tions, the tops of all cantilevers were gates which are located along the pe-
connected to the top of the column and
set to different elevations in accordance riphery of the passenger floor. The fram-
is designed to accept four future string-
with deflection calculations based on i ng for both passenger floor and roof
ers supporting ITT tracks at predeter-
corresponding beam sizes and back basically consists of two-story rigid
mined locations. This ITT structure is
span lengths. The control of beam tip frames located on radial lines dividing
completely separated from the building
elevations in the field was achieved by the circle into 12-degree segments. The
framing.

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pre-cambering the 18 in. deep distribu- lightweight concrete floor and roof slabs
tion channel connecting all cantilever Connecti ons are supported by parallel beams on
tips and tilting the canti levers about The framing design for this building chords between radial girders. All the
their moment connections at the girder is rather complex. Beam sizes used vary periphery beams were designed for an
web. Expansion joints in the curved gir- from M6 rolled sections to 5-ft deep assumed reaction from an anticipated
der were introduced at the third points buil t·up girders, and column sizes vary future load ing bridge. The frame action
of the building to match the location of from WlO to the In box sections. Sim- between girders and columns is
other expansion joints. The joint detail ple span beams, continuous span beams achieved by moment connections. Since
has a bronze bearing plate with flat sur- or girders, horizontal trusses, posts sup- the satellite is only 200 ft dia., no ex-
face at the bottom to facilitate sliding ported on cantilever beams, rigid frames, pansion joints were required.

Steel framin g 0/ one 0/ nine satellite builcii1lUs

SECOND QUARTER 1971 5

Aerial view 01 terminal building
and two 8atcIiite8
Connector
The main function of the connector
structure is to provide a link between
the satellite building and the main
rigid frames. Expansion joints through
the entire connector structure are in-
troduced at approximately 210 It on
centers. The elevation of the connector
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building. The arcade structure com- will reveal two continuous bands 01
prises one-story rigid frames spaced at sand-blasted white cement precast con-
approximately 30 ft o.c. The framing crete panels, one at roof level and one
for the passenger floor is connected to at passenger level. A glass wall is sand-
the bottom of the rigid frame which wiched between the two concrete bands.
is supported by two independent re- The space below the passenger floor is
inforced concrete piers forming the completely open.
shape of a hammer head supported on
pile foundations. The space between the Design Features
hammer heads under the passenger The main advantage 01 structura l
floor is designed to have conveyors in- steel framing for all floors is the adapt-
stalled to transport baggage between the ability of this system to future altera-
operations level of the satellite build- tions. In addition, the many special
ing and the departures and arrivals lev- conditions, such as long spans, long
els of the main building. Along the two cantilevers, floor openings, close deflec-
side stri ps of the passenger floor, pro- tion tolerance, shallow construction
visions were made in the framing to depth, as well as speed of construction
have moving walkways installed in the could be met. Economic analysis proved
future. Within the limits of these mov- its competitive position compared to
ing walkways, precast concrete planks other forms of construction.
were placed in lieu of the normal light- A36 steel is used throughout the
weight concrete slab. These planks can project. Uniform live load used lor all
be removed il the airlines choose to levels is in conlormance to the Building •
install moving sidewalks. The light- Code of Newark, New Jersey, 1964. In
weight concrete roof slab is supported general, 120 psI was used in all of the
by simple beams spanning between public spaces.

6 MODERN STEEL CONSTRUCTION

 Steel framing fOT Main Building

In addition to normal live loads, side· The entire framing system was de· ture. For the type of anticipated traffic,
walks on both arrivals and departures signed on the basis of elastic theory, the following criteria was applied,
floors were designed to support a mov- and non·composite action. However,
ing concentrated wheel load of 12,000 shear studs at nominal spacing were 6. < 0.005 in.
Ibs. This accounts for a possible acci- added to those beams which have long and
dent condition. On the concourse floor, spans and will support permanent win- Lid < 20

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a moving concentrated load of 2,000 dow walls or masonry walls to create
Ibs distributed over 2\12-ft x 2V2-ft area composite action for minimizing live where 6. = deflection of a beam sub-
was used when stress in the beam ex· load deflection. Camber based on dead jected to a concentrated load of 300
ceeded that produced by the uniform load plus partial live load was specified Ibs at the center of the span; L =
span
live load. Along the sides of the con- on the framing plans for those beams of beam; and d = total depth of beam,
nector floor, a total conveyor loading of which have deflection in excess of V2-in. including the thickness of concrete slab.
200 Ibs per linear It was assumed to be In order to assure pedestrian comfort, This design was conceived and de-
carried by the structural framing. Due all beams under the public assembly veloped by the authors and their staff
to the open-air surroundings in the air- area were checked for undesirable vi- of The Port of New York Authority En-
port, the terminal buildings were de- bration due to uheel impact." The com· gineering Department. The entire proj-
signed to sustain a wind pressure of fort perceptibility is dependent upon ect is under the direction of William P.
20 psf on all exposed vertical surfaces, the rigidity and natural frequency of Starr, Jr., Engineer of Design, and Mar-
and 30 psf on all window assemblies. the floor system which is measured in tin S. Kapp, Chief Engineer. Fabricating
The In structure was designed on the terms of deflection caused by a given and erecting the 12,000 tons of structur-
basis of an assumed vehicle weight. load and ratio of span to depth of struc- al steel cost approximately $4-million.

DEPARTURE
ROADWAY

AIRL.INI[ QP£RA,no""s

PARKING

SECOND QUARTER 1971 7

by Kenneth DeMay
Pre-engineered buildings eminently
suit the problem of stringent budgets
and building schedules.
In order to attain the necessary de-
gree of economy, the new Hazel Hotch-
kiss Wightman Tennis Center, Weston,
Mass., is basically a prefabricated steel
building. The primary design goal was
therefore to achieve within the limits
of this system an aesthetically exciting
building appropriate to a tennis club,
without sacrificing the low cost inherent
in this normally utilitarian construction.

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The present program outline of the
club is as follows, Indoors, there are

Mr. DeMay of Sasaki, Dawson , OeM!.)' Associates,

Inc., was the Principal Architect In charge 0
the Hazel Hotchkiss Wlahtman Tennis Center.

MODERN STEEL CONSTRUCTION

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four tennis courts, two squash courts, scaped lawn forming a mall area be- alone was about $3.50 per sq ft, with
a 30 It x 60 It swimming pool, a lounge, tween them and the buildings. the modified extras amounting to be-
lockers, showers, saunas, a snack bar, The building consists of three sepa- tween $.25 and $.50 per sq ft. The third
and the office and pro shop. Outside are rate staggered sections. Two units are section which houses all other indoor
ten tennis courts, a 45 ft x 75 ft swim- modified pre·engineered buildings, each facilities costs about $30 per sq ft; this
ming pool, parking for 100 cars, and a housing two courts. The third section unit includes the swimming pool, squash
landscaped lawn area. The site consists houses all other indoor facilities and is courts, carpeting, and lockers. The aver-
of approximately 16 acres, with the also a metal building, except directly age cost of the total building was $16.80
south properly line along the Massa- over the indoor pool which is laminated per sq ft.
chusetts Turnpike. In order to isolate wood beams on concrete block-bearing All spaces except tennis courts and
the outdoor tennis courts from traffic walls. pool are air-conditioned. Gas-fired pack-
noise, a long narrow building was de- The building area covers a total of aged units heat the tennis courts. The
signed, and was located along the south 44,115 sq ft. The metal building is heating and ventilating equipment is

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line between the Turnpike and the out- made up entirely of standard "off the housed in a series of simple roof and
door courts. The outdoor pool, another shelf" parts with several modifications wall extensions, utilizing the standard
source of noise, was also located along for aesthetics. The two sections hous- components of the building. These fur-
this line. The outdoor courts are kept ing the four indoor courts cost approxi- ther contribute to the variegated silhou-
to the north side of the site with a land- mately $10 per sq ft, the metal building ette of the building.

SECOND QUARTER 1971 9

 Without the benefit of
"uncommon knowledge,"
designers had w depend

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on com111.on scnse.

V.Jooten 's
Third Law &
Steel Column Design

by Jim Wooten In the early days, designers did not designers probably were pragmatists
Ch ief Structural Design Engineer have the benefit of the uncommon who decided that they would never
AFCD Steel, Li ttle Rock, Ark. knowledge which extensive resea rch has know what the actua l stresses in the
given us, and they had to depend on members were, and they didn't care as
As you may know, Wooten's Third Law common sense. (However, some of the long as the structure did not collapse
states, "The acquisition of uncommon earliest structures were based on ulti- and was not too uneconomical. Those
knowledge inhibits the application of mate strength, which we think of as a fortunate few who are not rich, hand-
common sense." (Wooten's First and "modern" technique.) Because they had some or charming, yet score wel l with
Second Laws are concerned with sex no practical means of dealing with in- the opposite sex, never ask questions-
and, although they are much more in- determinate structures, they made the they just enjoy their success. However,
terest ing, are not germane to this dis- structure determinate by assuming it might profit the rest of us to search
cussion.) The "Absent-Minded Profes- pinned ends and designing beams as for the answer.

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sor" is an illustration of the Third Law elastic simple spans - thus using an Continuing our history, things rocked
at work, but many other examples come important corollary of the Third Law along well until the early thi rties, when
to mind readily. For instance, the first which we sha ll discuss later. If the Hardy Cross published his papers on
use to which we put the discovery of structure had to support latera l loads moment distribution. This brilliant, com-
nuclear fission was a bomb which had as a frame, t hey again made the frame mon sense idea did much to dispel the
the potential of destroying us. The au- determinate with assumed inflection fear of indeterminate structures and
tomobile is a marvelous application of poin ts and developed on ly the computed helped speed the burgeoning develop-
uncommon knowledge, but its operators frame moment at the beam-colum n con- ment of monolithic concrete design .
have displayed an amazing lack of com- nection, ignori ng the moments caused Steel design did not change much, but
mon sense in its use and abuse. We by vertica l loads on the beams. This simple beams were not very glamorous
have been so lavish with DDT and its apparent inconsistency seemed to work, and the designer felt a little guilty be-
fellow uncommon chlorinated hydro- and, under some conditions, it was not cause he had no elastic moments to
carbons that some say we are now on overly conservative. (For a detai led dis- distribute.
the verge of wiping out all life except cussion, see "Wind Connections with The development of plastic design in
the insect which they were designed to Simple Framing" by Robert O. Disque, the fifties was a common sense ap-
control. Perhaps the best illustration of AISC Engineering Journal, Vol. 1, No. 3, proach which explained the true action
the Thi rd Law is the computer, a ma- July 1964.) of continuous beams and single-story
chine which can absorb millions of bits For column design, the Frui t Salad frames under stress and should have
of the most sophisticated uncommon (F.S .) facto r was concocted, wherein the quelled the elastic stress syndrome
knowledge and still remain abysmally proportion of the column strength used which began to infect steel design;
stupid, becoming completely unhinged by t he axia l load at one allowable stress however, its use in columns was de-
if one jot or tittle is misplaced in its (apples) is added to that used by bend- layed fo r so long that common sense
program. Unfortunately, like the com- ing about one axis at a second allow- was inundated by the Computer Age.
puter, we tend to become programmed able stress (oranges) and to tha t used The computer's rapid solution of stu-
rather than educated. by bending about the other axis at a pendous slope deflection equations and
In the design of structural steel, plas- third allowable stress (pears). Mathe- massive stiffness matrices renders ob-
tic analysis has helped us to use com- matically, it is difficult to add apples to solete the necessity of rationa lizing and
mon sense in designing continuous oranges and pears, but the idea appeals simplifying problems - or even of un-

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beams, but the Third Law creeps in to our common sense as well as to ou r derstanding them. No one need feel
when we attempt to analyze column taste. guilty of using simple solutions when
stresses. A brief historical review (with Many structures were built using the computer can make them extreme ly
carefully selected facts) may help to th ese simple assumptions and many complicated. Anyone can plug a fa lse
demonstrate this. are stil l giving dependable service. The assumption into an incorrect formula

10 MODERN STEEL CONSTRUCTION

•
and, in a flash, arrive at a ridiculous We only used it to arrive at an idea of 3. The members must be properly
answer, inaccurate to ten decimal the consequent strain in a structure - proportioned and braced to allow rota-
places. (/t has never been clear to how the deformation, deflection, or possible tion without local or lateral buckling as
many places an inaccurate answer must cracking and tearing - which is what specified in the rules for plastic design.
be carried to make it accurate.) The we are really interested in. Hooke's Law, (This is not always as easy as the text-
computer experts warned us at the be- upon which elastic analysis is based, books imply: however, with some in-
ginning "garbage in - garbage out," is never valid throughout the structure; genuity, it can be accomplished with
but in our rush to compute and add however, it can be used to approximate little overall expense).
elastic stresses to arrive at a numerical the likely deformation under load, and 4. Except for low structures with a
answer, we have lost our perspective if our slructure meets the limitations of few stories, sidesway of the frame must
and the ability to determine if the struc- strain criteria, then we don't care what be prevented by a positive bracing sys-
ture really acts in this manner. the stress at any point might be. tem such as diagonal braces, shear
We have modified the F.S. factor by This leads us to the previously men- walls, or anchorage to a braced struc-
applying a K coefficient to the column tioned corollary of the Third Law; that ture. (This is probably not necessary,
length, and an amplification and reduc- the material in a structure, unencum- but this qualification does eliminate a
tion factor to the bending ratio - ra- bered by any uncommon knowledge lot of worry and argument. The world
tional improvements which help us un- whatsoever, is smarter than the engi- is not ready for the full Wooten treat-
derstand the parts of the factor better neer who is not so blessed. It follows ment - even Einstein had to limit his
- but we overlook the fact that this is that all the engineer has to do is to size work to a IISpec ial" Theory of Relativity
basically the same old fruit salad with the members to accommodate the total until he later produced the "General"
maybe a little mayonnaise added for moments in a structure, making any Theory.)
smoothness. To insist that a column "rational" assumption as to the distri- 5. It is assumed that the members
design check within 1 percent or 2 per- bution of these moments and consider- are of sufficient stiffness so that deflec-
cent of such a factor is absurd. ing the consequent strains therefrom. tion or deformation is not a problem.
For that matter, to think that we can The material will then conform to this (If this is not true, then an investiga-
add computed elastic stresses at any assumption. Obviously the best assump- tion of stresses is pointless and the
point in a member and arrive at a de- tion to use for a particular case is that members would be designed for stiff-
pendable answer is absurd. The original which produces the lightest structure ness only.)

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heat and the rolling and subsequent for a given allowable strain. The above qualifications are not un-
cooling of the particular shape intro- Before proceeding further, it is nec- duly restrictive since the overwhelming
duce certain residual stresses. Any fab- essary to add the following qualifica- majority of steel buildings are designed
rication process - cutting, coping, tions to the above statements: in line with these provisions for the
punching, cambering, or welding - im- 1. The material is assumed to be sake of integrity or economy.
pose further residual stresses and if structural grade carbon steel which has The simple beam moment diagram
the member does not fit perfectly in the the necessary ductility to conform to for vertical loads and the portal frame
field, only God knows what happens to almost any stupid assumption. analysis for lateral loads are simple
the poor thing before it is finally laid 2. The loads are assumed to be the computations that identify the total
to rest. Since we don't even know what customary static loads found in build- moments which the structure must sup-
state of stress the member is in before ings with the possibility of few load port. Knowing these, the designer may
any loads are applied, it is hardly logi- reversals. make any "rational" assumption he
cal to think that we know more about it
after we apply certain assumed loads
which are probably 50 percent to 100
percent wrong. This is why it is irra-
tional to base allowable stresses on a Th e computtr render.
certain yield stress at which the mem- obsolete the llccc ..itJl of
ra.tiotlalizhll1 a.rui ,impli/JlilIV
ber is assumed to fail. We must "fail" problem. - or even 0/
the steel elastically to cut it. punch it, tUlder.tatldi"Q thrm .
or perform any act of fabrication on it.
A bent plate connection has been
"failed" before any load is applied. Yet
plastic design research has shown that 1/
I
these residual stresses and elastic "fail-
ures" in the member do not interfere
with the attainment of its theoretical I
ultimate strength.
I
•
Thus we must confess that, with all
our uncommon knowledge, we cannot
compute the actual stress at any point
in member. Having conceded that, we
can see it never was important anyway.

SECOND QUARTER 1971 /J

 stiffness of the beam and column are
comparable and the connection fairly
rigid, as is the case in mUlti -s tory
frames, we ignore plasticity and carry
the elastic moment into the column -
yet the principle is the same as in the
•
examples listed.
It is not necessary to combine mo-
ment induced at a connection with
other moments or loads in a member
unless an adjacent beam or column is
dependent upon this moment for its
stability, because the end of the mem-
ber, which is braced, will yield and ro-
tate, thus protecting the rema inder of
the member, which is not braced, from
dangerous overstress.
Once the Third Law and Corollary
have been accepted, a design will be
limited only by the designer's ingenuity
and not by a computer's storage ca-
Thc 1Hat~rial ill a structurr, pacity. We can forget the so-ca lled
wlcnc:nmbrTcd by "W1C011WlOJl "semi·rigid" connection, which attempts
Imou'ledge" ia Bmartfr than to control the strain by sizing the ma-
thr CllginreT 1rho deBignBit
(Wooten'B Corollary). terial on the basis of theoretical elastic
stresses when the state of stress in the
material is never known before, during,

•
wishes as to the distribution of these sign deep trusses in industrial build- or after loading. We can forget moments
moments and the material will conform ings as simple spans with pinned ends, induced in columns by checkerboard
to this assumption. Considering vertical then connect the ends to the columns loading, because continuous beams, de-
loads only, he may assume pinned ends to develop the portal frame moments signed for maximum loads, will develop
and design the beam for maximum mo- from lateral loads, ignoring the gravity the unbalanced moments from reduced
ment at midspan and the column for moments induced in the columns. We loading without help from the columns.
axial loads only if the structure is braced connect a deep girder to the web of a Depending on the relative lengths of
laterally. Or he may assign any portion long slender column by means of a long each, we can use the moment capacity
of the total moment to end fixity, re- bolted connection to develop "shear" of a column to assist the beams or ig-
ducing the moment at midspan cor- only and have no qualms about design- nore the elastic moment i f it is of no
respondingly, provided that the end ing the columns for axial load only, yet economic advantage. Summarily,
connection and either the adjoining the connection will develop the full 1. The acquisition of uncommon
beam, if present, or the column, or both elastic moment of the column and pro- knowledge inhibits the application of
acting together, be strong enough to duce an F. S. factor of 1.5 to 2.0. Should common sense (Wooten's Third Law).
develop this moment. This can be car- a beam, intended to have a "shear" 2. Structural Steel, having no un-
ried to absurdity by assigning the total connection only welded to its web, by common knowledge, is smarter than the
moment to the ends and placing a pin mistake have its flanges welded to the engineer who designs it (Wooten's Cor-
at midspan, and the structure will be columns, it is highly unlikely that the ollary).
stable although probably not economi- designer would insist on the flanges 3. Elastic slress in a braced steel
cal. The same procedure can be used being cut loose. member is usually meaningless, which
to analyze moments due to lateral loads. None of these examples conform to is fortunate because it is impossible to
It should be remembered that the strain the design assumptions, yet they are compute. If the consequent slrain of a
of the members will vary as the ma- successful because a plastic hinge de- structure is acceptable, the only stress
terial conforms to the various assump· velops in the beam, the connection, or criterion is that the lolal structure be
tions made. the column, and the connection be- proportioned to support the lolal simple
There should be nothing very upset- haves as a pin from that point onward moments induced by the loading. Con-
ting about Wooten's Corollary, since we without stressing the member. sequently, "semi-rigid" connections and
use it every day without admitting it. We ignore the moment at the con- "checkerboard" stresses are wasteful
Our standard bolted shear connections, nection when the girder is much stiffer placebos for the theoretician, and do
which are assumed to act as pins, must than the column because so little elas- not contribute to the physical health of
yield and deform considerably before tic moment can be developed by the the structure.
rotating or distributing the load equally slender column (of course, it can't re- 4. Wooten's First and Second Laws
to all bolts as we also assume. We de- sist much either), however, when the are more interesting.

12 MODERN STEEL CONSTRUCTION

 The Scioto River Pumping Station re-
places the old station which was built
in 1909. The new station provides water
to approximately one-half the popula-

Steel Modernizes tion of the City of Columbus, Ohio. The

new station features the most up·to-
date pumping equipment (total capacity
120 MGD) and sophisticated controls.

Pumping Station The build ing structure was designed to

the same high standards of the equip-
ment and controls.
Functional Requirements
Arch itect·Engineer: Alden E. Stilson & Associates
Columbus, Ohio ReqUirements dictated a column-free

• General Contractor: C. & C. Construction , Inc.

Fort Wayne, Indiana
pump room, approximately 60 It x 110
It x 30 It high with an overhead travel-
ing crane 22 It above the Iloor, plus
space for electrical equipment, work-
shop, storage, office, lavatory, and stairs.

SECONO QUARTER 1971 13

 •
Architectural Solution
A scheme wa s developed to satisfy
the design requ irements as follows:
• Structural steel boxed columns at
18 It centers were selected to sup-
port the crane runways, as well as
the space frame roof structure.
• The south and east walls (nearest
State Route 33) were designed to Li ghting Cost
receive fixed tinted glass sub- Interior lighting was designed to cre- The total construction cost of the
divided by fixed steel tube mul- ate a dramatic nighttime view of pumps pump station was approximately
lions, horizontally and vertically. and piping through the south and east $4,300,000.
• Masonry wa lis on the west and glass walls.
north sides were used to enclose Siting Probl ems
areas containing electrical equip- Future Planning
Siting of the Pump Station and the •
ment, workshop area, storage, of- This building is the first phase of a future Filter Building and Chemical
fice, toilet room, and stairs. complete treatment plant facility. The Building is such that the existing facili-
• An overhanging eave and cast stone remainder of the plant has been de- ties can be used for continuous opera-
fascia were used around the large signed; however, construction has not tion unt il the new facilities are ready
pump room . This eave and fascia been authorized. to be used. No shutdowns are permitted.
are supported structurally by steel
f raming over columns.
• The structural steel is for the most
part exposed . The exterior glazed
brick was also used in the interior
of the pump room to achieve ar-
chitectural continuity.

Structural Solution
.----.....----
.. ,..::.
::
Structural steel rigid framing, 60·ft
long x 30-ft high, spaced at 18 ft cen- ~
- -
--::--~
--
• -. -
..
.
,
..
-
. l~ ·
·-
- .
1 .

ters, was selected to best meet the func-

tional requirements and aesthetics of
-
... -• . _ ... .J' -' ""'...... .• ,.....
tf.O ~._ -
•
" ..
.
'

••
the architectural design. The columns -: .... _ . :,- -, .: . ~' P, 't' .
were utilized to support the crane run-
way which, in turn, provided stiffness to
the columns. 1IIIIil.I~:: ~!,e" III Iii : 1

rl.IIII=I;~II' III It, :

Three-dimen sional deflections along
the plane of the walls were checked and
held to a minimum to avoid cracking in
the glass walls. I

•
Welded connections were predomi-
nantly adapted to provide a clean finish.
Conventional cross bracing was pro-
vided in the plane of the roof to resist
wind loads and crane loads.

14 MODERN STEEL CONSTRUCTION

• Recording without Red Tape

The corporate headquarters of GRT Flexibilty Tested

- a leader in the recorded tape indus· A primary requirement was to provide
try - is the most recent addition to flexibility and expansion capabili ty to
the company's general master plan. Lo· match the company's rapid growth and
cated on a 6V,·acre site in Sunnyvale, evolution. This capability has already
California, the new building has been been tested. While in working drawings
carefully related to the company's main the fourth office wing was added, and
plant across the street. Primarily an numerous layout changes have been
office building, it also houses some spe· made during construction. There is ca-
cial purpose sound studios and engi- pacity for one additional office wing as
neering spaces. well as extension of both the executive
The building has been designed as a and service wings.
Architect:
Brown/McCurdy/Nerrie series of flexible office wings, arranged The office wings are designed on a
San Francisco, Calif. in parallel between an executive wing 5-ft module. The specially designed 5-ft
Structural Engineer: in front and a service wing in the rear, square ceiling unit contains the neces-
H"sch & Gray and separated by lanscaped courts. The sary lighting, heat and air-conditioning
San FrancIsco, Calif.
General Conlractor: plan is organized about the two circu- capability, as well as provision for parti-
Johnson & Mape Construction Co. lation corridors; a major two-stOry spine tion attachment. Carpeting extends
Menlo Park. Calif. and a secondary service corridor. Their throughout under the partitions, and
• Steel Fabricator:
Plttsburgh·Des Moines Steel Co. importance is emphasized by strong underfloor electrical and communica-
Pittsburgh, Pa. vertical design expression with continu- tions ducts are also provided for maxi-
ous clerestory windows. mum flexibility.

SECOND QUARTER 1971 15

AMERICAN INSTITUTE OF STEEL CONSTRUCTION BULK RATE
101 P'rk Avenue New York, New York 10017 US. POSTAGE
PA l O
Address CorrectIon Requested
DANBU RY. CONN.
PERMIT NO. 97
L - -_ - - ' •

Recording without Red Tape (continued) •

Structural System
A shop-welded, field -bolted, steel
rigid-frame system on spread footings
with steel bar joists and deck was cho-
sen. Reasons for selection included flex-
ibility of space arrangement, economy,
speed of erection, non-combustibility,
and ease of maintenance.
The exterior skin of the building con-
sists of conventional industrial metal
siding panels rolled of weathering steel.
The structural steel frame, where ex-
posed, is also of weathering steel. The
window wall is made up of weathering
steel structural sections, neoprene gas-
kets, and bronze glass. In the short time
the building has been erected, it has
turned a pleasant warm red-brown color.
light and heat reflective glass is used
where required for sun control and a

•
reflecting plastic film was applied to
the skylight at the main entry .