California Earthquake Research Pioneer Joe Penzien Dies at 86

Joseph Penzien, a University of California-Berkeley engineering professor who developed the world's first modern shake table in 1972 and pioneered groundbreaking earthquake engineering research and academics, died on Sept. 19 in Redwood City, Calif. He was 86.

 

PENZIEN  

Penzien, a 35-year teaching veteran at the school, was a key developer of its programs in structural dynamics and earthquake engineering, "which many considered to be the best in the world," according to a 2004 oral history conducted by Robert Reitherman, executive director of the Consortium of Universities for Research in Earthquake Engineering.

An introduction by Berkeley professor Anil Chopra noted that while Penzien taught all of the program's courses, "his unique contribution was the first course on random vibrations." Developed in 1961, it was "the earliest course on this subject offered in a civil engineering department in the U.S." he said, further noting that it "became legendary for how tough it was and enhanced his already-existing reputation of teaching difficult subjects."

Penzien later co-authored a landmark 1975 textbook, "Dynamics of Structures." The book was groundbreaking "in terms of its broad scope, comprehensive coverage and philsophy," said Chopra.

Vermont, Northeast States Struggle To Recover From Hurricane Irene and Other Storms

Photo courtesy of Vermont Agency of Transportation Hoping to restore roads before winter snow arrives, National Guard troops help fix three miles of state road in Cavendish, Vermont. Related Links: Hurricane Irene Provides a Laboratory For Testing Bridge Innovations

Before winter arrives, crews are working hard in the Northeast to assess and repair infrastructure damaged from tropical storms Irene and Lee in August and September, respectively.

Vermont was hit hard by Irene. The storm killed five, closed roads, bridges and rail lines, shut down the state office complex in Waterbury and left more than 50,000 people without power.

Dept. of Transportation officials in New York say Irene closed about 200 state-owned roads and bridges, and then Lee closed another 181 road segments and 37 bridges. As of Oct. 1, crews still were working to re-open seven bridges and 14 highway segments in the state system.

NYDOT officials also have conducted 1,680 assessments of non-state facilities. It is placing 11 temporary bridges to support local road systems.

Massachusetts and New Hampshire sustained less damage, although estimates are running into the tens of millions of dollars. Damage in Rhode Island and Connecticut was limited largely to downed branches and power lines.

Sue Allen, communications director for Vermont Gov. Peter Shumlin (D), says damage to state roads and bridges is expected to exceed $700 million. Two hundred communities were impacted, 40 seriously, she says. "Initially, 500 miles of state roads were closed," says Allen. All but 20 miles are now re-opened, "but some open roads are dirt with only one lane."

Irene closed 2,135 segments of Vermont local roads and 146 state highways. It damaged or closed 283 bridges and hundreds of culverts, mostly in the southern part of the state.

Richard Tetreault, the Vermont Agency of Transportation's chief engineer, says the state does not expect the Federal Highway Emergency Relief Fund or the Federal Emergency Management Agency to fully cover the cost of repairs. "That leaves the state or municipalities to pick up 20% to 25% of the cost, unless some act of Congress changes that," he says.

Before considering a gas-tax increase, Gov. Shumlin says the state should wait to see how much the federal government will provide.

Tetreault says, for some projects, road and bridge reconstruction is being handled through emergency contracting mechanisms and maintenance rental agreements. "Some quick procurement may involve a site visit with three contractors for temporary bridges or small repairs," he says. Bridge replacement will be managed through normal procurement processes.

The state of Vermont has retained consultants—including geotechnical, structural and highway engineers—from throughout New England and beyond. The state also has support from transportation agencies in Maine and New Hampshire; each sent state transportation agency workers to pitch in.

CARB Studies Hybrid Equipment Emissions

Photo by Greg Aragon for ENR Komatsu's 22-ton PC200LC-8 Hybrid Excavator, which went on sale earlier this year, is the first hybrid of its kind in the U.S. Related Links: How John Deere's New Hybrid Wheel Loaders Get Their Juice CARB, AGC Agree to Delay Emission Rules Until 2014

The California Air Resources Board is studying the effects of two pieces of hybrid construction machinery, the Caterpillar D7E bulldozer and Komatsu PC200LC-8 excavator, under a $2-million grant at the University of California, Riverside.

The two-year project aims to analyze the emissions profiles of the hybrid machinery and develop incentive programs for contractors to use them, researchers say.

"Hybrid construction vehicles are just now becoming available," says Kent Johnson, as assistant research engineer at the school's Center for Environmental Research and Technology. "We have been asked to use our emissions testing experience to quantify what their benefit is."

Half the grant will fund vouchers to push 20 to 30 hybrid machines into the field. The other half will fund testing of six vehicles scattered throughout the state.

Manufacturers say hybrid machines cut fuel consumption by 20% to 30% compared to their non-hybrid equipment. However, they come with a higher price tag, costing 20% or more.

Last year, CARB decided to delay rules to curb emissions of existing off-road equipment until 2014. Previous to that action, industry groups complained that construction firms had parked equipment during the economic downturn and, as a result, were emitting less than previously believed.

Structural Engineers Need Separate Licensing

Photo by Skip Pennington/Brasfield & Gorrie Protection of public safety, health and welfare is the chief imperative of licensed practice. Related Links: The Case For Practice Restrictions in Licensure How To Close A License Loophole Dont Blame Engineering for the Gulf Spill

A physician's first priority is to do no harm, and an engineer's primary obligation is to hold paramount the safety, health and welfare of the public. This notion is precisely what motivates the advocates of separate licensure for structural engineers—the sincere belief that such a step is necessary to ensure that structures will remain standing.

Several states have had structural engineering (SE) licensure for decades, requiring passage of a 16-hour structural examination rather than the typical eight-hour test. Instead of having only multiple-choice questions, these exams have consistently included essay problems to evaluate a candidate's methodology, assumptions and judgment.

The National Council of Examiners for Engineering and Surveying (NCEES) has now adopted this higher standard nationwide. Its Model Rules include education, experience and examination requirements for a Model Law Structural Engineer.

The new 16-hour structural exam is evenly split between multiple-choice questions and essay problems and covers the full range of knowledge and skills required for competent practice.

While a few other NCEES exams include some structural content, passing one of these only shows ability in the specific aspects of the discipline that are included in the corresponding test specification. For example, the eight-hour civil/structural exam is intended for licensing civil engineers with a structural background, not SEs as such. Of course, passing any of the 16 NCEES exams with no structural content demonstrates no ability in the discipline at all.

Opponents of SE licensure do not claim that it would endanger the public. Instead, they usually cite the need for personal discretion and the importance of professional unity as reasons to maintain the status quo.

But neither of these considerations is integral to the most fundamental duty of all engineers. Modest constraints on those who are genuinely competent and ethical are a reasonable trade-off in order to protect the unwary from those who are incompetent or unethical.

Inadequate Alternatives

This conviction explains why proponents of SE licensure often come across as uncompromising. The National Society of Professional Engineers has proposed roster designation as a potential middle ground. Several states now publish lists of licensed engineers that indicate the particular discipline(s) in which they are qualified. However, as there are no associated practice or title restrictions, such a measure does not meaningfully raise the bar.

Medical licensure is sometimes suggested as a model that engineers should emulate. Physicians are licensed generically in every state, with specialties recognized by private certification boards rather than government agencies. Despite the lack of legal constraints, no one would intentionally go to a family practitioner rather than a neurosurgeon for a brain operation.

The analogy breaks down because doctors take a uniform test to become licensed, while every engineering licensure exam is discipline-specific. In addition, perhaps without realizing it, clients do sometimes retain licensed professional engineers to provide specific services for which the engineers are not adequately qualified.

Unlike generic medical licensure, generic engineering licensure apparently creates the false impression that anyone legally authorized to practice is inherently competent in any and every specialty.

Physicians and structural engineers both save lives, but doctors generally deal with pre-existing problems, while SEs are expected to prevent the problems from happening in the first place.

Furthermore, physicians can inform their patients about the risks associated with the treatments they prescribe, but everyone takes it for granted that structures will not fail under most circumstances. Finally, one mistake by a doctor can cause injury or death, while a single error by a structural engineer can lead to an even greater tragedy.

This tremendous responsibility that SEs have to protect the public—over and above that borne by all the engineering disciplines—is the single most significant component in the case for separate SE licensure.

 

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Jon A. Schmidt, PE, SECB, is an associate structural engineer at Burns & McDonnell in Kansas City, Mo. He can be reached at 816-822-3373 or at jschmid@burnsmcd.com.

Collapsed Wall at Tenn. Treatment Plant Was Defective, OSHA Says

Photo Courtesy of AP Wideworld A fatal flaw in a cold joint, with splicing couplers instead of dowels, weakened the concrete wall.

The April wall collapse at a Gatlinburg, Tenn., wastewater treatment plant that killed two workers was caused by deficient construction that allowed gradual corrosion of the rebar inside it, a state safety report said.

The report, written by Mahammad Ayub, director of the federal Occupational Safety and Health Administration office of engineering, and Mary Misciagna, Tennessee Occupational Safety and Health safety supervisor, did not find workplace safety violations, so the state is not issuing citations against the city of Gatlinburg, the plant owner or its operator, Veolia Water North America.

John D. Eslinger, 53, a lead operator, and Donald A. Storey, 44, an operator, were killed on April 5 (ENR 4/13 p. 25) when a 115-ft-long wall section of the equalization basin separated and collapsed onto the flow control building where they were working.

"The cause of the failure was a deficiency in the concrete wall construction," Ayub wrote in a summary report released on Oct. 27. "Walls were cast in a manner that produced a cold joint between the east wall, which fell, and the three orthogonal interior intersecting walls. The intersecting walls were critical to the structural integrity of the east wall."

Over the years, that cold joint made possible acidic wastewater leakage that corroded the rebar splice couplers, according to Ayub.

Neither the contractor, Crowder Construction Co., Bristol, Tenn., nor the engineer, Flynt Engineering Co., Knoxville, is in business now, he said.

The equalization basin was built in 1994-96, and the blueprints for the design are dated 1992.

"The contractor used splicing couplers instead of dowels, as required by the original drawings," but that did not cause the collapse, Ayub said.

Also, "The rebars were not threaded to the required length inside the coupler at all locations," Ayub said.

The rebar and couplers were not galvanized nor did they have epoxy coating, "which could have prolonged the life of the basin," Ayub said.

Products Snapshot: Seal-Coater, Equipment Management System, Slipform Paver, Telescoping Boom

Slide Show The Polypro Optimax seal-coating machine is available in both 550- and 825-gallon capacities. The tank's polyethylene composition prevents the sealant from adhering to the inside of the tank. The tank's helix-blade agitation prevents stalling under heavy sand loads. The machine is powered by a Honda engine and compressor and features a large hose reel on a swivel mount. The seal-coating machine is available with skid, trailer or truck mounting. Equipt Direct Inc.; 888-337-8748; www.equiptdirect.com

The Polypro Optimax seal-coating machine is available in both 550- and 825-gallon capacities. The tank's polyethylene composition prevents the sealant from adhering to the inside of the tank. The tank's helix-blade agitation prevents stalling under heavy sand loads. The machine is powered by a Honda engine and compressor and features a large hose reel on a swivel mount. The seal-coating machine is available with skid, trailer or truck mounting. Equipt Direct Inc.; 888-337-8748; www.equiptdirect.com

The Mini-Pod is an equipment management system that allows owners and foremen to remotely monitor the use of heavy equipment. The Mini-Pod can log locations, machine hours, idling, mileage and PTO time; furthermore, it is capable of tracking the use of fuel and engine oil as well as transmission and hydraulic fluid. The system is scalable and can be configured to accept additional modules over time, up to a total of 50. The Mini-Pod can be programmed to generate service alerts for heavy equipment. OEM Data Delivery; 203-929-8431; www.oemdd.com

The Power Paver SF-1700 can pave up to 21-ft-wide passes, allowing for two-pass paving. It is powered by a 160-hp, Tier 3 Cummins engine and has a two-track design that allows for one or both tracks, depending on paving conditions. Further, the 46-in. profile pan automatically adjusts for grade variations up to 24 inches. The frame of the SF-1700 is based on the SF-2700's. The paver is intended as an economic alternative for smaller contractors. Power Pavers Inc.; 319-987-3070; www.powerpavers.com

The Genie S45 Trax telescopic boom is now available with a four-point-track driving system. The track-style wheels allow the machine to work in rough terrain and reduces damage to sensitive ground surfaces. Oscillating axles allow the rubber tracks to maintain contact on uneven surfaces for easier off-road travel. The S45 Trax has a lift height of 46 ft, a vertical reach of 36 ft and a gross weight of 17,440 lb. The boom's narrow chassis allows it to fit into tight spaces and be placed on a trailer easily. Genie Industries; 800-536-1810; www.genielift.com

Sensing, Data Analysis Research Aims To Focus on Goals That Matter

Global changes, such as population growth, rising sea level and energy demand, create challenges for civil engineers. And advances in data sensing, and analysis can help address them—but researchers must concentrate on significant needs to make useful contributions.

"We see so many people doing research that doesn't help anyone," laments Ioannis Brilakis, an assistant professor in civil engineering at Georgia Institute of Technology, Atlanta. His research focuses on use of computers and information technology in construction.

Inspired by a 2008 survey about engineering challenges for the 21st Century, Brilakis decided to use a scientific approach to identify challenges facing civil engineering that could be aided by improved data sensing and analysis.

The project was supported by a grant from the American Society of Civil Engineers. Brilakis chairs an ASCE subcommittee on data sensing and analysis, and the research his group did led to a report released Oct. 26 that identifies effective areas for inquiry. He hopes the report will get broad exposure and comments. "Any feedback we get back from practitioners will guide researchers and help make research more relevant," he says.

"Civil Engineering Grand Challenges: Opportunities for Data Sensing, Information Analysis, and Knowledge Discovery," is a 50- page paper that identifies areas for DSA research and gives examples of needs. The challenges include estimating sea levels, enhancing disaster management through infrastructure resilience, reducing soil erosion, improving building energy efficiency, managing groundwater, monitoring the health of infrastructure, reducing traffic congestion, improving construction productivity and enhancing site safety.

"We wanted to help researchers understand where they should focus their efforts, instead of doing things with very little impact," Brilakis says. Brian Sien, the ASCE liaison to the committee, is collecting comments at bsien@asce.org.