Town Line Road Culvert Replacement
RFP PERIOD IS CLOSED
Invitation to Bid
The Town of Rutland Select Board is seeking bids from area engineering firms for a culvert replacement project on Town Line Road. Bid documents and specifications are available on the Town’s website. Questions should be directed to the Road Commissioner at 802-773-8128 or firstname.lastname@example.org. The Town reserves the right to accept or reject any or all bids.
Joshua Terenzini, Chairman Rutland Town Select Board
- The project is located on Town Line Road just south of the Gleason Road intersection next to 1128 Town Line Road. No site visit is planned. Bidders are encouraged to visit the site before submitting bids.
- The new culvert shall meet the current Vtrans flow A hydraulic study has been attached.
- The State River Management Engineer shall be contacted prior to completing the plans and drawings for any additional conditions that need to be met.
- The culvert type proposed in the plans shall have a life expectancy of 75 years.
- The engineer is responsible for applying for all applicable permits including but not limited to ANR River Management, Army Corps of Engineers, ANR Wetlands, Etc.
- A construction cost estimate shall be provided with the final plans.
- One plan review meeting shall be held with the Road Commissioner before any of the plans become
- Plans shall be to 20 scale minimum, shall have an overall site plan, applicable cross sections, materials specifications. and notes for any special site conditions that maybe present.
- Bids are to be lump sum for the Payment will be authorized at the next regular Select Board meeting following submittal of 2 complete paper sets of final plans and an electronic PDF version.
- Final plans shall be submitted no later than March 1, 2020. A penalty of $100 per day will be assessed for late submittals.
- Bids are to be submitted in a sealed envelope marked on the outside “Culvert Bid” and delivered to the Town Clerk at 181 Business Route 4 during normal business hours on or before 3 pm September 3, 2019. Post marks will not be accepted.
- Bids will be opened at the September 3rd regular Select Board meeting. The bid may be awarded at that time. The Town reserves the right to accept or reject any or all bids.
VT AGENCY OF TRANSPORTATION PROGRAM DEVELOPMENT DIVISION HYDRAULICS UNIT
TO: Tom Roberts, District Project Manager, District 3
FROM: Leslie Russell, P.E., Hydraulics Project Engineer
DATE: 3 February2010
SUBJECT: Rutland Town Line Road (TH 8) – 0.2 miles south of Gleason Road – over unnamed brook
We have completed our preliminary hydraulic study for the above referenced site, and offer the following information for your use.
This site has a hilly to mountainous drainage basin. It is mostly forested with some clearings and ponds. The total contributing drainage area is about 0.6 sq. mi. There is an overall length of 6950′ from the divide to the site, with a 1540′ drop in elevation, giving an average slope of22.2%. Slope at the site is estimated to be approximately 3% – 4%. Using several hydrologic methods, we determined the following design flow rates:
Recurrence Interval in Years
Flow Rate in Cubic Feet per Second (CFS)
120 – Town Highway Design Flow
160 – Check flow
The existing 48″ corrugated metal pipe provides a waterway opening of about 12.6 sq. ft. Our calculations show this structure to be hydraulically inadequate. Headwater to depth ratios are not within the state standards. The pipe restricts the channel. This structure results in headwater depths at Q25 = 7.4′ and Q100 = 11.2′.
The structure is not well aligned with the channel. There is a 90 degree bend in the channel at the outlet which is at the bottom of a steep slope. There is an old concrete spring tile in the middle of the downstream channel. The property owner states that when the town worked on the pipe that the spring tile became contaminated. She now has a metal spring tile up on the bank.
There are 2 barb wire fences crossing the brook upstream of the inlet. Debris will get caught on those fences and restrict flow to the culvert. There is some bank undercutting upstream of the inlet.
There is a Flood Insurance Study at this location, so any new structure needs to be in compliance with the National Flood Insurance Program by not raising the base flood elevation at this site.
In sizing a new structure we attempted to select structures that meet the hydraulic standards, fit the natural channel width, the roadway grade and other site conditions. Based on these considerations the following would best fit the site:
- A corrugated metal pipe with a diameter of 7′ installed 2.0′ below stream bottom, to allow filling with stream sediment, would be hydraulically adequate for the Q25 highway design flows. This structure would provide approximately 29.4 sq. ft. of waterway area. 12 inch high bed retention sills should be installed in the bottom of the pipe as described below for the box option. The natural buried bottom allows for fish passage, if applicable. Headwater to depth ratios are within state standards. This structure would result in approximate
headwater depths at Q25 = 5.0′ and Q100 = 5.5′, with no roadway overtopping at Q100.
- A corrugated metal pipe arch with a span of8′ -7” and a rise of5′ -11″ installed 2.0′ below stream bottom, to allow filling with stream sediment, would be hydraulically adequate for the Q25 highway flow. The structure would provide a waterway opening of25.4 sq. ft. 12 inch high bed retention sills should be installed in the bottom of the arch as described below for the box option. This structure would result in approximate headwater depths at Q25 = 3.4′ and Q100 = 4.3′.
- A concrete box with a 7′ wide by6′ high inside opening, with 12 inch high bed retention sills in the bottom. The invert should be buried 24″ below the stream bottom so that the box and sills are not visible. That will result in a 7′ wide x 4′ high waterway opening, or 28-sq. ft. of waterway area. Sills should be spaced no more than 8′-0″apart throughout the structure with one baffle placed at the inlet and one at the outlet. We also recommend that the bed retention sills be cast in a V-shape with a 10:1 lateral slope. This structure will result in a headwater
depth at Q25 = 3.5′ and at QlOO = 4.3′.
- Other structures with a minimum span of7′ and at least 28 sq. ft. of waterway area that fit the site could be considered.
If a new pipe or pipe arch is installed we recommend it have a minimum of 3 ft of cover and a maximum cover to meet specific structure specifications. Pipe manufacturers can be contacted for certain pipe specifications. All structures must be able to handle HS-25 loading. Additionally, we recommend pipes have cradle or full headwalls at the inlet and outlet. The headwalls should extend at least four feet below the channel bottom, or to ledge, to act as cutoff walls and prevent undermining.
If a new box is installed, we recommend it have full headwalls at the inlet and outlet. The headwalls should extend at least four feet below the channel bottom, or to ledge, to act as cutoff walls and prevent undermining.
It is always desirable for any new structure to have flared wingwalls at the inlet and outlet, to smoothly transition flow through the structure, and to protect the structure and roadway approaches from erosion. The wingwalls should match into the channel banks. Any new structure should be
properly aligned with the channel.
Stone Fill, Type IT should be used to protect any disturbed channel banks or roadway slopes at the structure’s inlet and outlet, up to a height of at least one-foot above the top of the opening. The stone fill should not constrict the channel or structure opening.
The Agency of Natural Resources (ANR), Corps of Engineers or other permitting agency may have additional concerns regarding replacement of this structure, or any channel work. The Stream Alteration Engineer should be contacted with respect to those concerns before the Town orders a new structure.
Please keep in mind that while a site visit was made, these recommendations were made without the benefit of a survey and are based on limited information. The final decision regarding the replacement of this structure should take into consideration matching the natural channel conditions, the roadway grade, environmental concerns, safety, and other requirements of the site.
Please contact us if you have any questions or if we may be of further assistance.