Iconic Structures of Indiana: IND Airport

The Indianapolis Midfield Terminal is a lesson in successful long-term infrastructure planning. The site of the airport was picked in the 1930's, the "temporary" terminal was built in 1957, the upgraded control tower was finished in 2006, and the current terminal was finished in 2008. The current location was picked over 70 years ago, and the wait has been worth it.

South elevation and main entry

As is customary, I would like to refer readers to my fellow Indianapolis A/E bloggers and their thoughts on the new airport:
Urbanophile (start here and find links to all 7 pieces)
Circles & Squares (pre-construction review here, great photos too)

The new terminal is a great piece of infrastructure because it has made the Indianapolis Airport one the most convenient, comfortable, and successful airports ever. The iconic structural elements including the exposed roof trusses, vertical bowstring trusses, and eccentric braces give it an open, industrial grandeur. The structural system is easy to comprehend and the building feels safe and comfortable inside.

Interior of plaza (construction)

One of my favorite structural features is the column/brace system supporting the main roof. Depending on which direction is considered, the members will act as a column or an eccentric brace, and no moment connections were required. The trusses above did require a little bit of extra detailing, I'm sure, but everything looks great and I'm sure the system performance had to meet strict requirements with all those windows.

Brace columns and skylights

Pin connections at column base

I asked the original designers about these columns. I never got a clear answer about what seismic classification was used, but I would bet they considered them eccentric braces. The connections were designed as conventional pins per AISC specifications. They pointed out that while the trusses and braces were different from typical construction, the contractors were experienced with this type of construction and thus construction problems were limited.

Another unique element used on the airport is the vertical bowsting truss. These trusses are used on the huge expanse of glass fronting the passenger drop-off area, resisting the large wind forces that develop on this face. The open web design matches the architectural style of the interior, and the ratio of open-ness allows natural light to filter throughout the building.

Bowstring window trusses near public plaza (construction)

Vertical trusses near front entry (construction)

Much of the project was LEED registered (still awaiting USGBC confirmation), and it is clear that some sustainable thinking went into the project. A good writeup of the Airport's efforts towards acquiring LEED certification is here, or you can visit Blackburn Architects who were responsible for managing the LEED documentation (but you must use IE not Firefox).

Roof detailing on eastern side (construction)

Braced column supports and art space below (construction)

This was the first terminal to open under the new regulations passed since the 2001 terrorist attacks. A great deal of planning went into ensuring this airport would be able to meet all of the new regulations enacted to tighten security. Several areas of the airport are hardened against natural and manmade hazards, and new technology rapidly screens problems out of the system in case anything strange is found.

Tornado shelter entry

The front approach from Interstate 70 is convenient, and the traffic arrangement on the airport property is simple yet logical. Economy and long-term parking is the first option, and it sits in a field dominated by the new control tower. The tower makes it easy for people to orient themselves, even with the tall berms obscuring any other visual landmarks.

Air traffic control tower

Next up is the parking garage. This pre-stressed concrete structure has some really cool features that raise it above the banality of most parking structures. Several locations are high-lighted by tensile membrane roofs. The corkscrew vehicle ramps add flair to the southern corners, while the central pedestrian area is covered by another fabric roof. This central pedestrian area is actually quite attractive. There are automated people movers, glass enclosed elevators, kinetic sculptures, and a ground transportation center directly across from the main terminal.

Corkscrew vehicle ramp membrane structure

Tensile membrane roof over parking structure

The bridge structure linking the parking structure and the terminal is basically a trussed pedestrian bridge. Automated people movers and a central aisle are covered with an amazing bit of public art. This multimedia installation involves sound, light, movement, and sense of awareness that makes the traverse across the bridge an interesting experience. The bridge delivers travelers to a mezzanine level with escalators heading up or down.

Pedestrian bridge and front entry (construction)

The up option delivers another great experience as the expansive main plaza opens to view as you raise up to the main floor level. This room contains all of the ticketing areas and while there is no easy way to find where each airline is but the area is small enough, and interesting enough, to encourage a bit of exploration.

Main ticketing and entry lobby (construction)

On the way towards the gates and security areas is the circular plaza that establishes a special place within the airport. The circular public area is surrounded by retail and food establishments, which is one of the best public spaces in the city. The translucent roof panels add natural light to the space, and the hanging arts offers a visual reward for looking upwards.

Sky plaza

My favorite part, however, is the elevated catwalk that rings the public space. This links the administrative areas on the east and west wings, but it adds a new dimension of walkable space that really helps to enclose the area. It is a shame that the city has not learned how to apply these concepts to the cityscape, there are many places that could be reclaimed for pedestrians in a simlar manner.

Public space lined with shops

Upper walkway with torque-tube (construction)

Passengers can go through security at either concourse, each has plenty of queuing room and the latest equipment that speeds people through the checks. This in contrast to the previous Indianapolis security experience, and to many other airport terminals around the country which were not built to handle the new security provisions. Both security check areas have a large mosaic that adds visual interest.

View of the sky plaza and terminal from the tarmac (construction)

The A/B terminals offer a more typical experience, each gate has a seating area and the central area is taken up by automated people movers. The best part about these wings is the high ceilings and exposed structural members. The roof trusses and use of glass really shows the modernity of the airport. Once again, this is a night and day contrast with the previous Indianapolis terminal. While the overall feeling is still an industrial and impersonal one, the space is less depressing and fills travelers with confidence rather than despair.

Terminal A with Automated People Mover

Terminal structure with eccentric braces and steel trusses

Incoming passengers can easily find their way to the baggage claim. The automated baggage handling system takes up most of the space below the main floor. The system quickly routes each incoming and outgoing bag to the correct destination. It is so quick that it is possible for your bag to be waiting for you at the baggage claim before you are even on your way down the escalator. Siemens designed and installed the baggage system (more info here).

Braced steel frames and mechanical systems in lower level (construction)

One small turn within the 13,000 foot baggage handling system (construction)

The passenger pickup and dropoff area has been used to showcase even more structural elements. The cantilevered bus stops are similar to units covering the ticketing areas, tying the different areas together with a cohesive architectural style. The pickup/dropoff area has a great vista to the south, but it doesn't feel too open because the large glass backdrop provides a sense of enclosure.

Lower level exit from baggage claim to ground transportation

In general, one of the reasons that the airport seems so large is that people move through it so quickly that there are no large crowds of unhappy travelers. The limited time I have spent in the airport has been full of the typical travel issues: tickets lost in the computer system, baggage fees, expensive long-term parking, and neck cramps after falling asleep on the plane. But, it is all much more bearable when you aren't trapped in a building that looks as much like a military bunker as it does a functional piece of transportation infrastructure.

Baggage claim area (construction)

Baggage claim area

The airport managers realize that long-term planning allowed Indianapolis to accommodate the future growth of the airport corresponding to the growth of the city. They have further realized that expansion may be necessary in the future. This future expansion is provided for by adding extra gates in the A/B concourses. Room for an extra runway is located across the interstate.

The unused space between the parking structure and the nearest parking lot is expected to be taken up by a special-purpose hotel and convention center. I have even heard that there is an on-site location that can be used to link up to a mass transit system. If you don't think that is the definition of long-term planning, then you haven't spent much time in Indianapolis.

Indianapolis Hobnob 2009

On September 3, 2009, I attended the Chamber of Commerce's Indianapolis Hobnob (Event flyer). Typically the hobnob is a chance for people to interact with their elected/appointed representatives by sharing a social hour and listening to grandiose political speeches. This year, however, was an "off-election" year which only occurs once every 12 years, so political campaigns took a backseat.


The chamber of commerce took this opportunity to host a conference on policy issues instead. The program started off with a keynote address by Jeff Speck. Mr. Speck is one of the new urbanists working with Andres Duany and Elizabeth Plater-Zyberk, and along with DPZ was co-author of the book Suburban Nation: The Rise of Sprawl and the Decline of the American Dream (Amazon listing here).

In addition to the keynote address, there were breakout sessions, a panel discussion, and the hobnob reception. Overall, I thought the event was very successful at bringing together people who are interested in policy changes. However, it did not appear to be successful at bringing in new people who were not already interested in such events.

Keynote Address
The keynote address by Jeff Speck (website) was outstanding, a copy of the presentation is avaiable here. In fact, most of the presentations have been put online for public access, see the Indianapolis Hobnob 2009 for more information. The keynote really did a fabulous job of showing how policy affects cities, and why it ends up ruining our quality of life.


I ended getting a copy of his book (he was signing copies at the event) and now that I am mostly through it I can honestly say that this book deserves to be read by anyone interested in urban policy, walkability, transit/transportation issues, or real estate development. Much of the photos in the presentation are explained in detail in the book, and reading it has been a great use of my time. There are also some great quotes in the book such as "Fighting congestion by adding lanes is like fighting obesity by loosening your belt." It is full of insight and witty observations.

Breakout session #1: Transit Oriented Development
This session focused on how transit oriented development gives an opportunity for cities to reclaim the urban dream. It also gives citizens a choice about their lifestyle. Instead of endless sprawl, people can live in dense pockets of walkable, urban environments. They are freed from the expenses of car ownership by mass transit.

In contrast to the typical nay-sayers who claim TOD is unsuccessful at its goals, this session did provide evidence that TOD residents do use their autos much less, and that the subsidies for the TOD's do provide benefits worth their cost. There has been no presentation file uploaded on the host site, but here are two links to investigate:
Transit-Oriented Development Wikipedia
Ballston neighborhood Wikipedia

Breakout session #2: Green Redevelopment
This session focused on the redevelopment of Fall Creek Place, a formerly blighted neighborhood that is seeing a lot of redevelopment efforts. The design & construction team, along with the city of Indianapolis official in charge of the project, led the presentation discussing the challenges and opportunities presented.

I enjoyed both sessions, but it is clear that there needs to be some changes to the land-use policies currently in place before these types of developments become common. There is just so many variances and excessive red-tape involved with this construction. Even the simple act of replacing like-for-like in Fall Creek Place involves a special initiative with the city government.

Panel Discussion
The end of the conference was a 5 person panel discussion involving Jeff Speck and some local leaders. This part of the conference was unscripted, so there is no document to refer to. The questions were submitted by the attendees of the breakout sessions and of the keynote. Unfortunately, it became clear that our elected representatives did not have a thorough background or understanding of the policies being considered and debated in the conference. Being politicians, they appreciated what the audience wanted to hear but I was not convinced they knew how to get from here to there without seriously studying up on the issues.

Hobnob Social Hour
Most of the breakout sessions were lightly attended, but once the drinks and food were set up the place was instantly full and buzzing with people and conversation. I suppose if you want to attract politicians and public servants then hosting a party with free food and drinks is a good way to start.


The social event was held adjacent to the Canal in the Indiana State Museum. It was great fun, and I had the opportunity to meet and discuss the day's presentations with many of the attendees. The chance to network and socialize with people interested in land-use policy was a great benefit of this event, and I hope that it is just as successful in the future.

The Thin Line Between Engineering and Health-Care Reform

I support health care reform. Not only because I have seen the criminal, demoralizing behavior of the health care insurance industry when I almost cut my arm off (surgery was classified as "elective" so they could deny my claim), but I have also noticed how it forces some employees to remain in their jobs as underpaid and ineffective zombies. Health care in the US is modern day indentured service. If only the health care were worth it, I might understand.

There are many who bristle at the concept of government intervention, but policies regarding building safety have been very effective. Without government intervention, engineers would not have a job and the public safety would be constantly at risk. Paul Krugman (not at fringe of debate, he won the Nobel Prize and writes for NYT) says markets can't work this problem out by themselves. Just as with building safety, policy that has the interests of the public safety as priority will be the best solution. Krugman's conclusion when comparing the existing system in place in the US vs other countries is

There are, however, no examples of successful health care based on the principles of the free market, for one simple reason: in health care, the free market just doesn’t work. And people who say that the market is the answer are flying in the face of both theory and overwhelming evidence.

Civil engineers are appropriately lauded for their efforts that have made modern society the healthy, enjoyable world that it is. However, our ethical obligations to preserve life safety don't stop at the built environment. We have a duty, just as with medical doctors, to continue fighting for the public welfare throughout the world.

A recent Structure magazine editorial focused on what structural engineers do. Barry Arnold answers the ultimate engineering question in his article What Do You Do for a Living?

It is time that we quit seeing ourselves as merely designing beams and columns, and start recognizing and proclaiming that we save lives for a living.

I agree. I also think his argument extends beyond the engineering field into society in general. We, as engineers, do have an ethical obligation to support progressive issues that can affect the public welfare. I think all engineers should support health care reform. Not only for the reforms under consideration but for universal coverage. People in the US should be given the opportunity to access our health care system regardless of who they are or how much they earn.

I have never read in the building codes that we can lower our safety factor when designing an apartment that houses lower income populations. Or that immigrants should live in buildings without a lateral load resisting system. Life safety, public welfare. These are not optional in the construction industry. Why is health care different?

ASCE Tackling Climate Change... sort of

ASCE continually states how the civil engineering profession must be a leader in sustainability. Recently, ASCE has come out ready to battle the causes and effects of climate change. It's a good idea, because engineers will need to be involved.

So, to establish itself as a leader in sustainability, ASCE has achieved the following:

1. included non-binding, wishy-washy language requiring sustainability in their code of ethics (posted entry about this here)
   
2. started a committee to create a green design certification program (my take here)
   
3. put out a press release of an agreement with CSCE and ICE (pdf of agreement) committing... actually I can't quite understand what they are doing. It says something about "assisting all governments through the development of a low-carbon infrastructure road map setting out key steps up to 2050."
   

I guess we civil engineers will get around to that leading in the sustainability issue pretty soon. The agreement includes terms like "develop" "evaluate" "consider". I have a hard time believing that we still have questions. It has been 12 years since the Kyoto Protocol was abandoned by the US, it has been over 2 years since the IPCC report concluded that anthropogenic climate change was indeed occurring and likely to cause bad things to happen, and the draft Waxman-Markey bill has been out since March of this year.

My point here is that civil engineers are being awfully passive in their attempts to lead sustainability. Somehow ASCE and civil engineers think we need to develop new ideas. The press release even proposes committing resources to carbon sequestration, but only when cost-effective. Guess what, it ain't cost-effective (BBC article).

If ASCE wants to be a leader on sustainability they can catch up to the scientists and experts that are leading the way. They should announce unequivocal support for the UN's Copenhagen meeting and the ultimate goal of serious carbon emission reduction. Civil Engineers should support the highest levels of emission reduction, no political or economic excuses should prevent us from arguing for what is right.

In the meantime the USGBC has started up a tremendously successful green building ratings program and independent architects have achieved deep committments with Architecture 2030 and greening of the campus initiatives. That is leadership. It is effective and it is inspiring.

On the other hand, ASCE's press release does mention addressing transportation issues. Great start, but if you look at the cover for their new publication Guiding Principles for the Nation's Critical Infrastructure you will see the main focus is !Highway Construction! Sustainability is essentially equated with resiliency in the document, which I guess means you build the infrastructure even bigger and stronger. It makes me wonder if the organization really understands what sustainability is.



In the latest ASCE president's blog, it almost seems as if ASCE doesn't want a cap on emissions. It at least wasn't clear to the commenters, all of whom have agreed (or claimed to agree) with the entry and have been convinced to write their politicians asking them to strike it down based on no evidence of climate change. It's a shame, because we've already found ourselves in a deep hole and we haven't even realized that we're the ones with the shovel.

My youth and contrarian tendencies sometimes causes me frustration, but I know ASCE is moving in the right direction. Quoting a recent seminar by Jeff Speck "you can always trust Americans to make the right decisions once they have exhausted all the other possibilities"

Also in the news:

• EPA to regulate carbon dioxide (CO2)
  
• current CO2 limits will kill coral
• Engineering feat may not save Venice
• Doctors warn on health crisis from climate change
• Land-use reform and pay to drive strategies key to reducing transportation emissions
  

East 10th Street Civic Association

The 10th Street corridor is one of Indianapolis' best preserved commercial areas from the early 1900's - 1950's. This area developed as a commercial district serving the east Indianapolis neighborhoods like Woodruff Place, Cottage Home, and Pogue's Run Trail. Urban Indy had a good post about the area last year. These different neighborhoods are mostly a part of the collective Near Eastside Community Organization (NESCO).

The 10th Street Civic Association is the main street organization which represents the economic development arm of the neighborhood. The neighborhood has been anointed as a favorite for restoration because of its size, proximity to downtown, and historic assets. They have a long wish-list of projects to tackle in the next few years, and have already started knocking out their punch-list.

A popular building type along 10th is the storefront with residential apartments above

Traveling along 10th street offers an opportunity to experience the urban fabric of Indianapolis as it once existed. The great part about this neighborhood is its unbroken character, there are very few locations where the main street feel is lost to suburban style developments. Admittedly, one of the reasons for this is that it has not seen much investment in the past few decades. But it has great potential as a solid residential and commercial tax base for the city of Indianapolis. It has not (yet) been split by an interstate, bulldozed to prepare way for enormous city-county initiatives, nor abused for heavy industrial use. In truth it is a jewel of a neighborhood.

Another storefront building, this one is in great condition with a bus stop in front

The city of Indianapolis stands to gain a huge amount of tax revenue if this area can begin attracting a broad cross-section of residents. Most importantly, the residents in the area can rebuild their urban neighborhood once investment capital begins flowing back into the corridor.

Single story shops with a front door on the sidewalk

The streets have limited parking options, and there are no destination stores for shopping experiences. Many of the operating businesses focus on the needs of the residents and so do not draw visitors from all over the city. The area has an eclectic mix of residents that befits its urban character, and unfortunately this means that many Indiana natives do not feel comfortable here. I think this says more about Indiana natives than the neighborhood, because Indiana seems to have confused pedestrians with criminals.

More mixed use buildings, these are awaiting renovation

However, the neighborhood appears to be winning some major battles. Apart from the blessing of a Superbowl practice facility, the neighborhood has been steadily acquiring grant money to put its plans into actions. The strategy for the area has been carefully worked out, and there will be a lot of effort on keeping the existing walkable infrastructure in place even when new buildings are being built.

The latest July 15th Presentation (WARNING: must view with IE, not Firefox) by Storrow Kinsella is the culmination of nearly a decade of serious urban planning. The volume of materials generated by this study filled a gymnasium during the final meeting. Every contributing property in the area has been documented by architects and a plan for restoration listed. Utilities, zoning, infrastructure, walkability, transit options, and just about anything you can imagine has been closely studied and converted into giant maps, digital overlays, or reduced to meaningful statistics. Neighborhood preferences for investments in place-making, public structures, and land-use policies have been taken into account. The plan is clearly laid out, the first steps have been taken, and everyone in the neighborhood is excited about the progress so far.

As mentioned above, this area will see the construction of the new Superbowl 2012 practice facility (which will be donated to Arsenal Tech High School afterwards). Several local buildings are getting a facelift or even major structural renovations. Many structures are now sporting scaffolds, the equivalent of cranes in historic neighborhoods. Much of the current work is sponsored by public or non-profit groups in the hopes that private development will soon follow.

E. 10th Street had the first building in Indianapolis with a green roof. As of right now, two commercial buildings have a green roof which may be a higher concentration than anywhere else in the city. The John H. Boner center (roof) and the Moonblock building (roof) both have Live Roof systems and were established as proof that the new technology of green design could mesh easily with traditional historic preservation and economic development.

The John H. Boner Community Center is the headquarters of several civic organizations

A stylized bus stop, large sidewalk presence, and green roof help create a unique area

The MoonBlock building has a green roof and has been fully renovated

Another recent development is the Pogue's Run Grocer (Indy Food Coop). This locally owned grocer should provide residents with a great choice of quality food. I am quite looking forward to the opening this fall. I was able to volunteer for some of the demolition work, so I got to meet some of the people who will be running it as well as seeing the building they will be using as a storefront. Needless to say, it has a lot of potential and is sited in a great location.

The new Pogue's Run Grocer location

A community owned, not-for-profit grocery store (i.e. a co-op)

Salvaged wood from our demolition efforts

Homemade food from the Coop volunteers

Other historic assets include the Rivoli Theater and American Legion building. The theater has an interesting history, and I am hoping that the neighborhood can soon support a new use for it.

The historic Rivoli Theater

The signage needs some TLC, but is in good shape overall

The facade is absolutely authentic

The American Legion Building would make a great owner-occupied space. Old mixed use spaces like this are rare, especially one with a great look. IIRC The Ball State study recommended opening up the old storefront windows. It could be a great neighborhood resource.

The American Legion lodge building

The glazed windows on the upper floor are still in good condition, but the aluminum door and bricked over storefront windows should be replaced with more appropriate materials

The old Emerson Theater now regularly hosts independent bands, which seems to attract a young crowd. Before a show there is plenty of activity on the sidewalks.

The Emerson Theater with a young and enthusiastic crowd waiting for the doors to open

I took this photo because I liked the way the urban setting makes my car more hip

Gender Issues in Engineering

Balance. It's important. And in engineering, it's non-existent. Women make up less than 10% of the workforce in civil engineering. Indeed, I work in an office without a single female engineer. I find it to be an unfortunate situation. We don't go out of our way to hire males, but they just don't materialize when it comes time to hire. My undergraduate engineering class had a majority of women. My lab partner in grad school was Natalie. It has always made me wonder why engineers have such a hard time attracting women to the industry.

The first issue to resolve is whether or not this matters. It does matter. We do need women in engineering. A diversity of opinions is a good thing. Science has also shown that women are more risk-aware, and this is a great quality in an engineer.

Women can also help engineering by providing balance in the workplace. My own experiences are merely anecdotal, but I have found that women engineers do provide balance in the workplace. They are more aware of the social impacts of their design, a key piece of understanding the sustainability debate.

While I am merely writing a post on this issue, there are many people who spend their entire careers trying to help. For example, Society of Women Engineers is a great resource.

For many years, engineers have been trying to involve young women in engineering by encouraging them to enroll in engineering school and providing mentorship opportunities. This has been a good start, but it hasn't had much of an effect. We need to do even more. I would suggest that we need to focus on the community of engineers.

In the educational environment, groups like SWE have played an important role in establishing groups within colleges and universities. The problem is these groups are not a community. Substituting an environment with a minority of women with one of only women does not fix the original problem. A real community will have a balance of people from different backgrounds of similar proportions as society.

I suppose this might be considered discriminatory, but I would suggest that program acceptance criteria be reviewed. Nobody wants a position denied to them because of who they are, so we must be careful. I propose that programs accept students based on skills that are important in the engineering workplace, beyond mathematical skills. Communication, social welfare work, and teamwork skills are very important, so schools should emphasize those skills in the acceptance process.

Whatever educational institutions may decide, they should not protect or coddle female students. If a student is underperforming, then they should never be given higher grades or special opportunities. This will shatter any community currently existing amongst the students, and will turn feelings against professors.

In the office environment, the issues are much more pervasive. How can anyone change the opinions of an entire society. Women engineers are working against the prevailing winds from day one. These are common opinions that women face:

• women make poor leaders
• women will leave the workplace after pregnancy
• women should not take jobs away from men
• women do not have enough professional clout
• women deserve to be harassed because they are women
  

A business owner can create opportunities for women engineers by providing a workplace absent of these opinions. A no-tolerance policy on these issues may be painful, but after following through on the first couple of problems then the culture shift will take place quickly.

Other issues that will help retain women engineers involve improving the work/life balance. There is a general reluctance to hire engineers as part-time employees. Many engineering company owners complain about the lack of engineers available to hire, but it doesn't seem like many of them have considered a new part-time employee arrangement that would allow working mothers to balance work and family life. This could be a low cost, high quality source of labor. In fact, I bet some mothers would work just for the sake of providing quality health insurance for their family and maintaining their own career.

Of course, when it comes to field engineers, I think there are major issues that must be addressed. I think large engineering companies should retain a legal specialist who pursues harassment issues arising from site visits. Once again, a no-tolerance policy goes a long way to maintaining professional behavior, even from an industry famous for tolerating harassment. After a few court appearances, I am sure even a construction worker can spot the developing patterns.

UPDATE: One of my friends suggested that companies can turn directly to the SWE organizations of the schools they recruit from, encouraging female participation in the resume seeking process. He also blamed society for discouraging intelligent women from pursuing engineering school appointments and funneling them into technical schools (his experience from Kansas & Kentucky).

FURTHER UPDATE: Economix has posted an interesting map comparing gender differences in pay. While I did not address equal pay for equal work in my entry above, you can safely assume that women will earn statistically less for similar quality work. How much less? To give an anecdotal example, a good friend recently discovered that out of 112 engineering managers in her company she was number 111 on the pay scale.

This was in spite of having an advanced degree, winning praise and awards for her work and management skills, and completing many successful projects. She was performing at the top and getting paid at the bottom. This could happen to anyone, but it usually happens to women. Talk with your friends, investigate pay rates for your location, or hire a compensation specialist. But don't assume that your employer will be fair just because you are working hard.

A Day in the Life of a Structural Engineer

What is a Structural Engineer?
An engineer is a person who applies principles of math and science to solve problems. A structural engineer focuses on built objects that resist loads. Structural engineers typically work in building construction industry, but highway departments, space agencies, airframers, and the petroleum industry also employ structural engineers.

An engineer typically acquires a college degree showing that he or she has mastered the basic knowledge requirements. (see earlier post on engineering education) At this point, the graduate engineer enters the industry as an engineer-in-training or engineering intern and must work as an apprentice to another fully qualified engineer. After several years of gathering experience and passing a professional exam, the engineer is allowed to practice engineering as a licensed professional.

An engineer is obligated to continue learning throughout their career. An engineer's academic degree does not qualify them as an engineer, it only verifies their willingness and ability to learn. The skills that help an engineer succeed in the real world are learned after their first degree is earned.

What Does a Structural Engineer Do?
The primary responsibility of a structural engineer is to ensure equilibrium between a load and resistance. Engineers quantify loads and resistances using principles of physics or from collected experience (tabulated and published in building codes). Failure occurs when loads overcome resistance. Because knowledge about loads and resistance is never perfect, structural engineers must include additional strength in their designs to account for this uncertainty.

Preventing failure of structural systems is the main goal for a structural engineer, but there are many other constraints that also must be considered such as:

• safety / reliability
• serviceability (limit deflection and drift)
  
• cost
• constructability
• communicability of design
  
• interaction of structure with other systems
  
• aesthetics
  

Balancing all of the criteria requires knowledge, design talent, a toolbox full of analysis tools, and a lot of experience. While most engineers will arrive at similar conclusions when faced with the same problem, each will have their own unique path and put their own "fingerprint" on the project. Every engineer will view the problem through their own set of experiences and perceived responsibilities.

Our final product is a set of plans communicating our design

How Are Structural Engineers Different From Architects?
Simply stated, structural engineers are not architects. While much of the basic knowledge requirements are similar, the role that each professional plays during a project is very different. The architect is the "master-builder" who is responsible for the overall project. Architects are the single point of contact for the client or property owner. They are responsible for assembling a design team that will design the building. Architects often employ outside consultants or specialists, but sometimes architectural firms will have engineers on staff.

The architect devises the shape, size, use, and requirements of the building. In other words, the architect presents the "problem" to the engineer. This is where technical education helps an architect, because it is very helpful to present a problem that has a solution. If the architect is designing something unconventional, it is helpful to involve an engineer early in the process so that the design need not drastically change for the sake of structural issues.

Some professionals are both architects and engineers, taking on both roles. Santiago Calatrava is a good example. His designs are notable for being structurally and visually integrated. His technical background is a great advantage in his work, as he uses structural constraints as a source of inspiration.

One of the greatest differences between an engineer and an architect is how much time they spend on design versus analysis. An engineer takes years of college courses and spends a great amount of time learning analytical methods. In contrast, an architect student will focus on learning design. Little time in spent on quantifying loads and structural systems. Architects and engineers both spend considerable time in each others' worlds, but usually they do not feel comfortable enough to do the others' job. Some states allow engineers to sign architectural drawings (and vise versa), but this is not a general rule.

Computers are the engine of modern analysis and design

What Does a Typical Day of Work Involve for a Structural Engineer?
I spend most of my time at work doing structural analysis and design. This is just like they teach in school. The first step is to fully describe the problem, including all known information and preferably including a graphical representation. Careful notes must be kept because as a professional engineer there is a chance of litigation or sometimes you get sick and someone else needs to step in to finish a project. In any case, documentation and organization are very important skills to develop.

project calculations, code references, office papers, and client contact information

Analysis and design, design and analysis. It's an iterative process. It is made more iterative because projects are always changing. Sometimes part of the project will be getting built while some of it has not even been designed yet. Managing this web of uncertainty requires a goal of adequacy, not perfection. Striving for excellence is different than striving for perfection.

My office does not specialize in any particular type of structure, so projects can range from pipeline crossings and roadway bridges to large office buildings. We design structural systems in concrete, steel, wood, masonry, or whatever material our clients request.

A typical day in the office is not much different for a structural engineer as it is for any office worker. The majority of the day might be spent on "real" work, that is work that involves design & analysis calculations, but the realities of operating a business mean that much of the time engineers are busy with other tasks. That includes organizational inefficiencies just like you see in Dilbert or The Office. But it also includes an inter-office camaraderie that is fun, and in the end the most difficult tasks do provide a sense of accomplishment.

Some of the other important things that happen in the office involve networking or marketing services to potential clients, maintaining professional licensure, and professional development. It's all part of the business, and most of it is enjoyable if you have the right support from your organization.

Icehouse Featured in Magazine

We were very happy to be featured in a local Indianapolis magazine. For those friends of mine who probably won't make it to the city before all the issues are bought in a mad fury by crowds wanting to see the article, I have been kind enough to include a low-res scan here for you.

POST 101!

This website has reached a milestone, as this is my 101st published post.

I am hoping to hear from my readers, so I'll be leaving this post up for a week to give all a chance to comment. Stay tuned for more pictures from the neighborhood, updates on the icehouse renovation, iconic structures, controversial Friday posts, and the start of football season. That last part has nothing to do with this website, but just wanted to remind everyone that the Steelers are kicking off the season on Thursday!

Let me know if this website has been any of the following:

• interesting
  
• useful
  
• provocative
  
• inspirational
  
• waste of time
  

Alternatively, I am also encouraging anyone who maintains their own blog or website to let us know who they are and where to find them. Communication is a two-way street, I am ready to listen.

Advantages of Suburbia

Because the US needs to abandon sprawl and invest in its cities in order to have a sustainable future, I try to encourage people to move into existing denser neighborhoods. Needless to say, when you start off every conversation with "have you thought about moving downtown" you get to hear a lot of excuses.

While the historic drivers of surburbanization have mostly been replaced with new concerns, many of the residents' complaints are still valid. White flight, that odd concept of leaving a city because of minority residents, doesn't seem to be too relevant. Some people, however, seem to be uncomfortable in neighborhoods where people are out walking on the street. The sight of citizens walking along the sidewalk seems to be enough to scare them away. It just seems too different, too alien. In general though, people focus on the more mundane concerns such as school districts, crime, taxes, and real estate prices.

Suburbs often have an advantage on these issues, but it is an unfair advantage. The urban core hosts many of the necessities required to attract and support a large, working population. Arts, events, sports teams, welfare services, indigent care, and many other aspects of city life still reside in the city. Suburbanites contribute a certain amount of talent and productivity to cities, but much of the tax base continues to decline in US cities. As cities struggle to balance their own budgets, essential city services are cut and the region becomes less attractive for everyone.

It is imperative that cities find out how to both improve services and lower costs if they want to continue to exist. American cities must be resurrected, it is the only way to modernize our economy and prepare for the high energy costs of the future. It falls to us city-dwellers to figure out how to make cities attractive once more.

I think the first topic that any city should address is their school system. In many cases, our urban schools have failed. Even the schools that have brilliant teachers and motivated students are associated with a system that has lost favor in the public eye. Improvements must be system wide or they will not be relevant.

Schools are important because parents want to invest in their children. Parents will change jobs, move across the globe, even sacrifice their own welfare just to give their children an educational advantage. City leaders who neglect their school systems are doomed to see their tax base disappear.

I have no silver bullet solution for this problem. However, I don't think business-as-usual attitudes will suffice. Strong leadership must come from somewhere, and soon. The public school system, including each individual piece of it, must be held accountable to high performance standards. The charter schools, operating independently of the conventional school system, are a good start but don't serve enough of the population.

The other issues that give suburbs an advantage are:

• taxes
• housing costs
• crime

These issues are important, but even if you have low taxes / responsible spending, incredibly low housing costs, and low crime rates, you won't be appealing to the parents who are choosing suburbia. Indianapolis meets these criteria, but has not made progress in attracting residents to the urban core. People are still moving to the suburbs in large numbers.

The cities always roll out the same marketing campaigns to address this issue. The historic homes, the diversity of urban areas, the walkability of urban neighborhoods, the vibrance of the urban core are highlighted. In the end, Indianapolis does manage to attract the young urban types, but only for a few years as they usually start families and move outwards to the suburbs. So, if there is any confusion about the issue allow me to clear it up: people prefer living in older, well-built historic homes with walkable neighborhoods. They tell me all the time. But that isn't the important issue. Safety and education of the family will always trump other concerns.

People typically don't understand how to determine if a school system is good or how much crime a certain area has. But they are generally smart enough to spot patterns. Urbanists often criticize suburbs for their homogeneity, but in some ways this is a huge advantage for suburbs. Parents can trust that the local suburban school system will be just as good as the one in the next jurisdiction over, and that the crime levels will be similar too. The commoditized style of living assures parents they are making a safe decision if they locate their family in the suburbs.

We need better schools in our cities. For all, not just some. We know how to achieve this, but nobody has been willing to step up to the plate and fix the entrenched bureaucracy and unions. We also need to learn from the suburbs and provide something easy to understand. The patterns must be easily recognizable. Remove the key advantage that suburbs have. Fix the school system and automatically cities can fix the tax base issue. Once they restore the tax base, cities have a lot more options about fixing the other problems.