2026-10-26T13:58:41Z https://pubs.lib.uiowa.edu/nhec/api/oai/

oai:nhec:id:27548 2014-08-23T04:30:00Z

Washington State Mud Slide Washington State Mud Slide Kramer, Casey At approximately 10:37 a.m. on Saturday, March 22, 2014, a major mudslide occurred four miles east of the town of Oso, Washington; when a portion of a hillside collapsed, sending mud and debris over a half mile across the North Fork of the Stillaguamish River Valley. The incident devastated a neighborhood of over 40 homes and covered over 4000 feet of State Route (SR) 530 with upwards of 20 feet of mud and debris. The highway was closed from MP 36.41 to 37.85 which disconnected the travelling public on this major east-west transportation route for over two months. The event dammed the North Fork of the Stillaguamish River for a period of approximately 24 hours, causing flooding upstream and making conditions in the vicinity of the slide extremely difficult to traverse. To assist in rescue and recovery efforts a multi-agency technical team was organized consisting of technical experts in the fields of hydrology, hydraulics, and fluvial geomorphology. The lake level team was comprised of members from the USGS, WSDOT, DNR, USACE, FEMA, NOAA, and Snohomish County. The team worked in unison with a parallel team who focused on the geology and stability of the landslide. Within days of the mudslide, the USGS deployed several real-time stream gages and rapid deployment buoys to monitor water surface elevations upstream of the slide. In addition to the real-time gages, the NOAA Northwest River Forecast Center developed flow and stage forecasts downstream, at and upstream of the mudslide. These forecasts allowed emergency operations and rescue workers knowledge of potential water levels to assist in worker safety. The mudslide initiated within an approximately 650 foot hillslope comprised of unconsolidated glacial and colluvial deposits, overall displacing an estimated 10 million cubic yards of material which covered upwards of one square mile of the valley floor (approximately 150,000 cubic yards on SR 530). To understand potential risks to rescue and recovery efforts and infrastructure, a hydraulic model of the reach was needed to assess forecasted hydrologic events throughout the basin. WSDOT flew aerials and LiDAR shortly after the mudslide capturing ground elevations which was combined and compared with historical LiDAR data. The data was extremely useful to understand depths of debris above historical ground levels; however the water which was impounded due to the mudslide inundated areas upstream of the slide for several thousands of feet, resulting in elevations of water surface from the LiDAR rather than ground elevations. To supplement the LiDAR data in the inundated areas, Snohomish County contracted with a local consulting firm to collect bathymetric data which ultimately resulted in a combined surface which was used to develop a baseline hydraulic model of the site. Two main hydraulic models were developed to assess hydraulic conditions through the reach; 1) a 1-D HEC-RAS model developed by FEMA and the USACE which covered the reach from the confluence with the South Fork of the Stillaguamish to upstream of the project site and 2) a 2-D SRH model developed by WSDOT and FHWA which focused on determining potential flow paths through the mudslide deposits. This presentation will summarize the evaluation and analyses conducted to assist in rescue and recovery efforts and ultimately the design and reconstruction of SR 530. 2014-08-23T04:30:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27548/ https://pubs.lib.uiowa.edu/nhec/article/id/27548/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27547 2014-08-23T04:05:00Z

Impacts of River Restoration on Bridges Impacts of River Restoration on Bridges Duan, Jennifer Many urban streams are seriously impaired due to increased flow from urban runoff and wastewater effluent. Bed degradation, bank erosion, and increased sediment often threaten instream transportation structures, such as bridge and culverts. Erosion mitigation is critical to ensure the safety of transportation structures. However, the traditional design flows based on historical gage records for achieving stream restoration goals may not be appropriate to sustain instream transportation structures. For instance, erosion control structures will result in excessive sedimentation in channels that can significantly reduce the conveyance of bridges and culverts. Overtopping flows above those structures will endanger public safety and cause failure of those structures. Design flows for stream restoration need to be determined not only based on gage records but also existing instream structures, hydrology, and hydraulic characteristics of the streams. This paper presents a case study of the Congress Street Bridge on the Santa Cruz River, Tucson, AZ. The Congress Street Bridge was built in 1982 as the only bridge to provide traffic crossing over the Santa Cruz River in the Tucson Downtown. The bridge was built to accommodate the 100-year flood in the Santa Cruz River, which is 45,000 cfs. The design discharge is 60,000 cfs above the 100-year flood discharge. However, after 1992 flood event in the Santa Cruz River, serious erosion occurred in the lower Santa Cruz River that undermines banks and causes major incision in the main channel. To restore the erosion, a series of grade control structures and bank protections were implemented in the lower reach. These structures stopped erosion and results in sedimentation as well as vegetation growth, which also occurred near the Congress Street Bridge. The surveyed cross sectional changes at the Congress Bridge section since 1982 showed sediment deposition and vegetation growth has significantly blocked the bridge openings. The current capacity is only 27,000 cfs less than 50% of the design discharge. The reduction of flood capacity has detrimental impacts on the properties and business in downtown Tucson. Therefore, appropriate design flows need to be developed for stream restoration to avoid the negative impacts on bridge capacity. 2014-08-23T04:05:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27547/ https://pubs.lib.uiowa.edu/nhec/article/id/27547/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27549 2014-08-23T03:40:00Z

Mountain State Takes Eco-Friendly High Road "Tale of a Sensitive Watershed" Mountain State Takes Eco-Friendly High Road "Tale of a Sensitive Watershed" Shaik, Mohiuddan Ash, Brigham S. The West Virginia Division of Highways is working to complete a key missing link in a four-lane highway project through environmentally sensitive, mountainous terrain. The project will improve safety and efficiency for motorists across the Mountain State. Scrutiny of potential environmental impacts from highway development projects continues to increase. The delicate situation that we are dealing with was not known to exist in West Virginia before this project. To prevent compromise of the site, specific names and locations involved are not disclosed. Michael Baker International continues to serve as the primary environmental consultant for this multi-decade project. Baker has recently completed a detailed hydrologic and hydraulic analysis of a sensitive watershed. The detailed H&H; analysis was conducted to ensure no significant hydrologic and hydraulic changes would occur in the watershed due to the proposed roadway and bridge construction. This joint presentation will provide an overview of the project from the watershed management perspective. Stormwater measures proposed for this project are unprecedented for rural highways in West Virginia. An insight into the very detailed HEC-HMS hydrologic and unsteady HEC-RAS hydraulic models developed for this project will be provided. A brief overview of the 3d-shadow modeling conducted for assessing the impacts on the delicate location in the watershed will also be offered. 2014-08-23T03:40:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27549/ https://pubs.lib.uiowa.edu/nhec/article/id/27549/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27551 2014-08-23T03:15:00Z

CFD Modeling of Rockery Walls in the River Environment CFD Modeling of Rockery Walls in the River Environment Bojanowski, Cezary Lottes, Steven Bergendahl, Bart In 2010 and 2011 Minnesota experienced 3 major flooding events in multiple major watersheds. These events (along with other recent flooding) triggered the creation of a flood mitigation bonding program to fund flood mitigation projects on Minnesota state highways in the 2012-2016 fiscal years. One of the projects selected was the 101/61 Southwest Reconnection Project (Hwy 101 Flood mitigation project). The Minnesota River spreads across a broad flat valley during frequent floods, inundating many roadways crossing the floodplain. MnDOT and Local agencies have dealt with increasingly frequent flooding along the Minnesota River, with significant traffic impacts, particularly in the southwest part of the Twin Cities metropolitan area. A MnDOT study completed in 2011 identified potential solutions to address the recurring congestion due to seasonal flooding in the southwest metro. The Highway 101 floodplain bridge was selected as the preferred alternative. Hydraulic analysis (including 2-dimensional hydraulic modeling) and final design has been completed and construction is scheduled to start the summer of 2014. There were several unique project challenges including significant project coordination between project partners (MnDOT and local agencies), and the need for an archeological dig of historic artifacts within the project area. This presentation will review how floods in this area have been managed in the past, discuss the options considered in a recent flood mitigation study and go over the design of the selected permanent flood mitigation solution. Additionally, this presentation will provide a brief overview of the MnDOT flood mitigation bonding program to date. 2014-08-23T03:15:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27551/ https://pubs.lib.uiowa.edu/nhec/article/id/27551/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27550 2014-08-23T02:40:00Z

Hwy 101/61 Flood Mitigation: Past, Present, and Future Hwy 101/61 Flood Mitigation: Past, Present, and Future Bartelt, Nicole In 2010 and 2011 Minnesota experienced 3 major flooding events in multiple major watersheds. These events (along with other recent flooding) triggered the creation of a flood mitigation bonding program to fund flood mitigation projects on Minnesota state highways in the 2012-2016 fiscal years. One of the projects selected was the 101/61 Southwest Reconnection Project (Hwy 101 Flood mitigation project). The Minnesota River spreads across a broad flat valley during frequent floods, inundating many roadways crossing the floodplain. MnDOT and Local agencies have dealt with increasingly frequent flooding along the Minnesota River, with significant traffic impacts, particularly in the southwest part of the Twin Cities metropolitan area. A MnDOT study completed in 2011 identified potential solutions to address the recurring congestion due to seasonal flooding in the southwest metro. The Highway 101 floodplain bridge was selected as the preferred alternative. Hydraulic analysis (including 2-dimensional hydraulic modeling) and final design has been completed and construction is scheduled to start the summer of 2014. There were several unique project challenges including significant project coordination between project partners (MnDOT and local agencies), and the need for an archeological dig of historic artifacts within the project area. This presentation will review how floods in this area have been managed in the past, discuss the options considered in a recent flood mitigation study and go over the design of the selected permanent flood mitigation solution. Additionally, this presentation will provide a brief overview of the MnDOT flood mitigation bonding program to date. 2014-08-23T02:40:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27550/ https://pubs.lib.uiowa.edu/nhec/article/id/27550/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27556 2014-08-23T02:40:00Z

Runoff Reduction Analysis Made Easy Runoff Reduction Analysis Made Easy Saranthi, Partha To prevent harmful pollutants from stormwater runoff being discharged into a Municipal Separate Storm Sewer Systems (MS4s), operators must obtain a NPDES permit and develop a stormwater management program before any land disturbance activity can begin. The Virginia Department of Conservation & Recreation (DCR) and the Virginia Department of Environmental Quality (DEQ) have put in place the new Virginia Stormwater Management Program {VSMP) Permit Regulations which will become effective from July 2014. Localities are authorized to adopt their own stormwater management ordinances as long as these ordinances are based upon findings of local or regional comprehensive watershed management studies or findings developed through the implementation of a MS4 permit or are determined to be necessary to prevent any further degradation to water resources or to address specific existing water pollution. Some projects already in the pipeline are ‘grand-fathered’ from these requirements until July 2019. These regulations and ordinances will require a change in the mindset of the “permittee”. Unlike in the past when the pollutant removal efficiencies of “Traditional” stormwater management facilities (BMP) did not take into account the removal that occurred when the runoff volume is reduced, the Virginia Runoff Reduction Method (RRM) developed by the Center for Watershed Protection (CWP), the Chesapeake Stormwater Network (CSN), and the DCR recognize a BMPs' capacity to reduce the overall runoff volume as well as mass pollutant removal reflecting a “Mass Balance” Approach. In many existing urbanized areas, the infrastructure changes needed to retrofit existing stormwater drainage systems with structural BMPs – to provide for stormwater quality and quantity control – can both be difficult due to right-of-way issues and also be expensive. In these cases, low-impact BMPs and non-structural means for controlling stormwater can be put in place to reduce pollutant at source before more expensive structural BMPs are instituted. Ensoftec has developed SWMSoft, a database managed computer program, which simplifies the RRM by providing step-by-step procedures for calculating the RR volumes. The different types and design levels, riser assembly, outfall analysis, treatment train, and stormwater best management practice (BMP) routing are already built-in. SWMSoft which assists the designer to comply with runoff and pollutant reduction targets for each outfall and the hydrologic unit code (HUC) boundary. The program also calculates the peak flows for each outfall using the modified TR-55 Curve Numbers for the reduced runoffs. SWMSoft accounts for pollutant loads contributed by managed turf in addition to impervious cover. The designer can select the appropriate practices to treat turf areas and turf-intensive land uses. The emphasis is to provide low impact designs or environmental site designs that can achieve runoff and pollutant load reduction ahead of structural BMP’s. In most cases, the full range of practices can be considered as part of the treatment train. SWMSoft provides detailed designs for all these facilities excluding proprietary manufactured devices. Because SWMSoft is a managed database, permutations of various stand-alone BMP facilities and combinations of various facilities (treatment train) are straightforward procedures and iterative modifications of BMP facilities can be easily performed to provide optimized designs. 2014-08-23T02:40:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27556/ https://pubs.lib.uiowa.edu/nhec/article/id/27556/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27557 2014-08-23T02:15:00Z

The Calibration Comparison and Analysis of CFD Models The Calibration Comparison and Analysis of CFD Models Mann, Alexander Numerous Hydraulic tests have been conducted over the last Century to solve particular problems or develop general relationships. CFD offers a unique opportunity to combine and adapt this information into new revised configurations. Physical model results of individual culvert sections or configurations can be used to validate the CFD results of similar configurations. These sections can be combined into CFD composite models that are more robust. The Bureau of Public Roads through the University of Iowa conducted numerous tests on culverts, and inlet and outlet geometries. Some of these results were summarized and published in a book called “The Flow of Water Through Culverts” in 1926. The data they presented regarding outlet diffusers effect on increasing culvert capacity provides an excellent test case. Utilizing this data to compare Performance Curves, Hydraulic and Energy Grade Lines, is an effective way to validate the CFD model. Other new insights can be gained from the CFD images and available CFD model data. Using CFD flow line Pressure, Velocity and Location values to create Hydraulic and Energy Grade Lines has proved to be straight forward and an effective. By comparing physical hydraulic test data with the CFD model data the advantages of each method can be utilized to produce a model that is both adaptable and available for particular design problems. 2014-08-23T02:15:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27557/ https://pubs.lib.uiowa.edu/nhec/article/id/27557/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27552 2014-08-23T02:15:00Z

The September 2013 Flood: What We Saw and What it Might Mean The September 2013 Flood: What We Saw and What it Might Mean Griffin, Steven Throughout the week of September 12, 2013, heavy sustained rains pummeled the Front Range of Northern Colorado east of the Continental Divine. The consequent flooding severely damaged or destroyed key routes on the State and Federal Highway system. Concurrent with this infrastructure damage, properties were being inundated, residents in the high river canyons were evacuated by the National Guard, and a few communities were almost entirely wiped off the map. My presentation would focus on my observations during the flood event from a highway hydraulic engineer's perspective. I plan to address questions such as: -What role do I think a hydraulic engineer, as someone not typically thought to be in a "first responder" role, can best play in the first few days of a disaster of this scope? And did I get it right? -What were the consistent types of damages that were sustained by hydraulic structures (bridges, culverts, diversion structures, etc.) from one watershed to the next? -For the bridges that survived the initial peak flood event, what actions then needed to take place to get the bridge serviceable again? -What crucial and irreplaceable observations did we collect (or fail to collect) that have since proved crucial in order to help future researchers reconstruct the peak flow estimates and to calculate new proposed regulatory flows? -How did scour at highway bridges actually present itself, and does that line up with the current accepted practices of scour estimation during design? My sincere hope is that this topic would be of interest to practicing hydraulic engineers that design, help construct, and maintain highway infrastructure. By sharing my experiences (and mistakes and uncertainties) from my response to these unprecedented flooding events in Northern Colorado, I aim to help my fellow engineers and policy makers think ahead to the day that such an event might strike their own communities and the infrastructure that they design and build. 2014-08-23T02:15:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27552/ https://pubs.lib.uiowa.edu/nhec/article/id/27552/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27554 2014-08-23T01:50:00Z

Floods, Roads, Tigers & Bears - Oh My! Some FHWA Perspectives on National Trends Floods, Roads, Tigers & Bears - Oh My! Some FHWA Perspectives on National Trends Krolak, Joe "When President Carter signed EO 11988 in 1977, this fundamentally changed the way that the United States considered floodplain management. In an ongoing effort, the White House is revisiting EO 11988 with a goal of developing an update. In addition, changes in how society and policy makers view flood risk, especially after damaging events over the last decade place increasing financial stress on the nation. This presentation will describe the history, inpatient, and current and future directions of evolving floodplain policy and practice, with a focus on impacts to the transportation community." 2014-08-23T01:50:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27554/ https://pubs.lib.uiowa.edu/nhec/article/id/27554/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27559 2014-08-23T01:50:00Z

Three Dimensional Computational Fluid Dynamics Analysis to Determine Flow Capacity of an ADA Compliant Street Drain Grate Three Dimensional Computational Fluid Dynamics Analysis to Determine Flow Capacity of an ADA Compliant Street Drain Grate Lottes, Steven Analysts at Argonne National Laboratory’s Transportation Research and Analysis Computing Center (TRACC) used three dimensional computational fluid dynamics (CFD) to determine the flow capacity of a street drain grate that is compliant with the Americans with Disabilities Act (ADA). When urban roads are resurfaced with concurrent repair and/or replacement of sections of curb and sidewalks, ADA compliant pedestrian ramps at crosswalks may be required. Storm drains are often located near crosswalks, and may be in the crosswalk. In that case, an ADA compliant replacement grate would be required. The openings in ADA compliant grates are smaller than traditional grates and their hydraulic capacity is less. In order to maintain total street drainage capacity when ADA compliant grates are used the hydraulic capacity of the new design must be determined. CFD analysis was used as an alternative to flume testing of an ADA compliant grate. Traditionally flume testing of grate capacity is done, however, flume conditions do not correspond directly to street conditions, and therefore procedures were needed to calculate capacities under full scale street design conditions. CFD analysis of flow through grates was done at full scale using a section of the street containing the drain. Calculation of the flow intercepted by the grate was carried out for parametric matrix of street longitudinal and cross slopes and curb water depths. Cases with different gutter and street cross slopes were also included. The analysis used the volume of fluid model (VOF), which is used in the analysis of free surface flows. When water passes through the grate, the free surface breaks up and becomes highly irregular. Initial testing with the method was done before the start of the study to verify that the VOF method would preserve an accurate mass balance under these conditions. Pressure boundary conditions were used for the water flow exiting the domain at street level and into the catch basin. Use of these conditions allowed the fraction of water diverted into the grate to be determined. The presentation will cover need for the study at Minnesota DOT, the CFD model development, and results of the study, including flow visualization. 2014-08-23T01:50:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27559/ https://pubs.lib.uiowa.edu/nhec/article/id/27559/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27558 2014-08-23T01:25:00Z

Current Applications of Computational Fluid Dynamics to Hydraulic Problems in FHWA R & D at Argonne's Transportation Research and Analysis Computing Center Current Applications of Computational Fluid Dynamics to Hydraulic Problems in FHWA R & D at Argonne's Transportation Research and Analysis Computing Center Lottes, Steven Analysts at Argonne National Laboratory’s Transportation Research and Analysis Computing Center (TRACC) are collaborating with researchers at the Turner-Fairbank Highway Research Center (TFHRC), the University of Nebraska, the University of Iowa, and engineers at state DOTs to develop computational fluid dynamics (CFD) methodologies for a variety of applications of interest to the Federal Highway Administration (FHWA). The major areas of focus of the project are wind and water effects on bridges: superstructure, deck, cables, and substructure (including soil), primarily during storms and flood events and the risks that these loads pose to structural failure. For flood events at bridges, another major focus of the work is assessment of the risk to bridges caused by scour of stream and riverbed material from the foundations of a bridge. Significant progress is being made in the development of 3D transient scour simulation at piers and other bridge structures that can be routinely done using robust commercial CFD software augmented with user defined functions for some of scour physics models. Other areas of current research include modeling of flow through culverts to improve design procedures, modeling of incipient motion of riprap to guide sizing and installation design, tsunami wave tank modeling, hydraulic capacity of street drains, and other topics. Commercial CFD software is used for 3D hydraulic analysis because it is used routinely by private industry for analysis and design of a wide variety flow systems and vehicles and is consequently very robust. The commercial CFD software packages have a user defined function or subroutine functionality that allows the addition of new physics and material models that are not provided in the package for specialized applications. Argonne researchers are using the CD-adapco’s STAR-CCM+ software for hydraulic modeling efforts. CFD software capabilities are currently growing rapidly, and the new and enhanced capabilities allow application to a wider variety of problems. The new capabilities include a new approach to automatically meshing complex 3D geometries as a collection of parts that can be handled together or individually, moving, morphing, and overset meshes, and a Java based macro capability for automated control of the software for parametric studies and other tasks. The presentation will briefly review CFD modeling efforts involving hydraulic systems and their relation to R&D; efforts at the TFHRC. The scour modeling effort is using mesh morphing techniques, developed for fluid-structure interaction problems, to move the sediment bed in the scour process while maintaining computational mesh quality. Modeling of scour hole formation around piers requires a sand slide model in non-cohesive sediments to keep the scour hole from becoming too steep. Modeling of tsunami wave flume also used mesh morphing to accommodate the motion of a piston wave generator. The presentation will include illustrations of the models used in CFD analysis and visualizations of the results of analysis. 2014-08-23T01:25:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27558/ https://pubs.lib.uiowa.edu/nhec/article/id/27558/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27553 2014-08-23T01:25:00Z

Identifying and Adjusting for Effects of Urbanization on Peak Streamflows Identifying and Adjusting for Effects of Urbanization on Peak Streamflows Over, Thomas Saito, Riki Soong, David Su, T-Y Trends in streamflow records are often seen as a potential signature of climate change, but land-use change may be the dominant driver of trends in some settings. Analyzing temporal trends with respect to precipitation and urbanization allows their relative effects to be estimated. In this study, the annual peak flow data series during the period from 1945-2009 from 143 USGS streamgaging stations in the Northeastern Illinois (Chicago metropolitan) region with drainage areas less than 200 sq. mi. were analyzed by multiple linear regression to jointly estimate the effects of urbanization and precipitation on their trends. Urbanization was expressed as the urbanized fraction of each basin and was estimated by using an adjusted decadal Census-based measure of housing density. Precipitation was estimated as the maximum daily rainfall during the period three days before and through one day after the date of the peak, distributed by using Thiessen polygons. It was found that changes in the logarithm of peak flows can be modeled as directly proportional to changes in urbanization and precipitation, with proportionality constants of about 0.51 and 0.085, respectively. The precipitation coefficient may be under-estimated as a result of uncertainty in the precipitation estimates, but it was retained in the regression model to improve the accuracy of the estimated urbanization effect. Without precipitation in the regression, the urbanization coefficient increased to about 0.53, indicating that without precipitation in the analysis, the small increasing trend in precipitation is assigned erroneously to the effects of urbanization. No strong evidence was found region-wide that urbanization in later decades of the analysis period had a smaller impact on peaks than in the earlier decades, despite institution of stormwater detention requirements at varying times beginning in 1972 throughout the region. Using these results, the peak flow data series will be adjusted to present (2010) urbanization conditions to create data that are stationary with respect to urbanization (though not precipitation changes) for use in updating regional regression equations for estimating flood peak quantiles in urbanized areas of northeastern Illinois. 2014-08-23T01:25:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27553/ https://pubs.lib.uiowa.edu/nhec/article/id/27553/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27546 2014-08-23T01:00:00Z

Flood-Frequency Analysis Updates for Bulletin 17B and The U.S. Geological Survey PeakFQ Program Flood-Frequency Analysis Updates for Bulletin 17B and The U.S. Geological Survey PeakFQ Program Eash, David Veilleux, Andrea A large portion of the U.S. population, infrastructure, and industry is at risk of flooding. Floods have caused more damage annually in the United States than any other natural disaster. Flood-frequency analysis provides information about the magnitude and frequency of flood discharges based upon records of annual maximum instantaneous peak discharges collected at streamgages. The information is essential for defining flood-hazard areas, for managing floodplains, and for designing bridges, culverts, dams, levees, and other flood-control structures. Bulletin 17B (B17B) of the Interagency Advisory Committee on Water Data (IACWD) codifies the standard methodology for conducting flood-frequency analyses in the United States. B17B specifies that annual peak-flow data are to be fit to a log Pearson Type III distribution. Specific methods are also prescribed for improving skew estimates using regional skew information, tests for high and low outliers, adjustments for low outliers and zero flows, and procedures for incorporating historical flood information. The authors of B17B identified various needs for methodological improvement and recommended additional study. In response to these needs, the Advisory Committee on Water Information (successor to IACWD), Subcommittee on Hydrology (SOH), Hydrologic Frequency Analysis Work Group (HFAWG) has recommended modest changes to B17B on the basis of a series of studies completed in June 2013. These recommendations include the adoption of the expected moments algorithm (EMA) which retains the essential structure and moments-based approach of the existing B17B procedures for determining flood frequency. EMA can accommodate interval data, which simplifies analysis of datasets containing censored observations, historic and (or) paleo data, low outliers, and uncertain data points, while also providing enhanced confidence intervals on the estimated discharges. In addition, the HFAWG has also recommended the adoption of the multiple Grubbs-Beck (MGB) test, a generalization of the Grubbs-Beck method that allows for a standard procedure for identifying multiple Potentially Influential Low Flows (PILFs). The SOH requested that the U.S. Geological Survey implement these changes in a user-friendly, publically accessible program (PeakFQ).The updated USGS program PeakFQ implements both the standard Bulletin 17B and EMA procedures for flood-frequency analysis of peak-flow records. Single and MGB test outlier screening is available for both the standard Bulletin 17B and EMA procedures. 2014-08-23T01:00:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27546/ https://pubs.lib.uiowa.edu/nhec/article/id/27546/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27555 2014-08-23T01:00:00Z

HY-8 7.4 and Hydraulic Toolbox 4.2 HY-8 7.4 and Hydraulic Toolbox 4.2 Jones, Eric The HY-8 culvert hydraulic analysis program has been used by engineers for decades to design new culvert crossings and analyze existing culvert crossings. HY-8 uses the methods described in FHWA’s HDS-5 manual, last updated in January 2012. HY-8 performs 1-D Hydraulic analysis on culvert crossings with multiple culvert barrels. HY-8 determines if an hydraulic jump occurs and if it does, the location of the jump. HY-8 can analyze broken back culverts as well as horizontal and adversely sloped culverts. It is also used to design energy dissipation structures using methods described in FHWA’s HEC-14 manual. This presentation will demonstrate the newest feature of HY-8, Culvert Design for Aquatic Organism Passage as described in FHWA’s HEC-26 manual. HY-8 can be downloaded free of charge from the following FHWA Hydraulic Engineering website: http://www.fhwa.dot.gov/engineering/hydraulics/software/hy8/ The Hydraulic Toolbox is an intuitive computer program containing a suite of calculators that perform many of the routine hydrologic and hydraulic computations needed by highway hydraulic engineers and roadway designers. The following calculators are included in the previous version of the Toolbox: roadway hydrology, open channel flow, weir flow, pavement drainage, inlet capture/bypass, ditch inlet capture/bypass, detention basin routing, channel lining design (vegetation, rolled erosion control products, and rock), multiple riprap sizing applications (channel bank revetments; bridge piers, abutments, and guide banks; spur dikes; embankment overtopping; culvert outlets; open-bottom culverts; and wave attack), riprap filter design, gradation analyses via pebble count or digital image, ditch inlet capture/bypass calculator, and culvert assessment tool. Each of the calculators has the following support functions available: Plotting capabilities with printing and export options A Notes module for documenting information sources and/or input parameter qualifications A Report module for documenting all input and output data for any one or combination of calculators Hydraulic Toolbox also incorporates a profile system that allows the user to define their own riprap classification system and culvert assessment profiles. This presentation will demonstrate the utility and function of two of the most recent calculators added to the Toolbox, i.e. the Bridge Scour Calculator and the Horizontal Grade Inlet Analysis. This presentation will also cover the new map or plan view feature, which will allow the user to define a location for their calculators and visually represent their project. Hydraulic Toolbox v4.1 can be downloaded free from the following FHWA Hydraulics Engineering website: http://www.fhwa.dot.gov/engineering/hydraulics/software/toolbox404.cfm 2014-08-23T01:00:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27555/ https://pubs.lib.uiowa.edu/nhec/article/id/27555/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27585 2014-08-22T09:35:00Z

A Computational Approach to the Study of the Stability of Pier Riprap at the Middle Fork Feather River A Computational Approach to the Study of the Stability of Pier Riprap at the Middle Fork Feather River Bojanowski, Cezary Flora, K. Suaznabar, O. Lottes, S. Shen, J. Jalinoos, F. Kerenyi, K. A bridge over the Middle Fork Feather River in northern California has avulsed from a channel realignment project constructed at the time the bridge was built and has readopted its historic streambed and flow path. As a result, the flow now enters the bridge at a strong angle and causes excessive backwater and deep scour at one of the piers. The bridge was determined to be scour critical based on the resulting combination of vertical contraction scour and the local pier scour. To mitigate this scour critical condition, a rock mattress consisting of 1 Ton rock over filter fabric was placed around one of the piers in 2011. However, design of the rock mattress did not consider the increase in flow velocity and shear stress under the structure caused by the flow separation below the superstructure from the vertical contraction of the flow. Current design methodologies and scour evaluation procedures do not provide a clear means to analyze when the rocks might become displaced and, hence, further advanced computational mechanics techniques are required to assess the rock stability and, thereby, ascertain the current scour vulnerability of the bridge. From the computational mechanics point of view the analysis of riprap stability can be considered a Fluid Structure interaction (FSI) problem. FSI problems involve solving for the fluid flow force on a solid surface, the response of that solid to the load, and subsequently the change of the flow conditions caused by displacement of the solid. Historically computational fluid dynamics (CFD) software used for solving fluid flows and computational structural mechanics (CSM) software used for solving the deformations and stresses in solid bodies were developing independently. In the recent years the developers of both of these types of software groups have been developing additional solvers needed for FSI problems. However, at the moment there is no integrated software package with both highly robust CSM and CFD solvers needed for general purpose FSI software. The current best practice is to couple highly reliable independent CFD and CSM software in an iterative analysis that requires exchange of the data on the common interfaces between the fluid and the solid structure in small time intervals. That way the best features out of two groups of software can be utilized for FSI purposes. The presentation will cover a methodology for coupling CD-adapco’s STAR-CCM+ CFD software and LSTC’s LS-DYNA CSM software applied to stability analysis of riprap rocks used for armoring a pier at Middle Fork Feather River. STAR-CCM+ is capable of solving flow problems in domains containing solid objects with complex, irregular geometry in relative motion along arbitrary paths through the fluid domain. Mesh motion and mesh morphing techniques were implemented in it for handling arbitrary motions of the objects. LS-DYNA software is a general purpose finite element program capable of simulating highly non-linear real world problems in structural mechanics including changing boundary conditions (such as contact forces between rocks that change over time), large displacements, large deformations, and non-linear material property relations. The bathymetry of the Middle Fork Feather River was obtained from a sonar scan of the bridge site. It was numerically enhanced and transformed to CAD format and imported to CFD software as the initial geometry of the numerical model. A rock shape has been laser scanned to represent the real riprap elements. Several coupled simulations have been performed with varying flow conditions to identify failure conditions for the riprap. The presentation will include the results of the analysis and the implications for rip rap installation design and sizing. 2014-08-22T09:35:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27585/ https://pubs.lib.uiowa.edu/nhec/article/id/27585/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27602 2014-08-22T09:35:00Z

Assessing Extreme Events and Climate Change in the Coastal Environment: New Technical Guidance from FHWA Assessing Extreme Events and Climate Change in the Coastal Environment: New Technical Guidance from FHWA Douglass, Scott In 2014, FHWA will be completing work on a new guidance document that provides methods for assessing the vulnerability of coastal transportation facilities to extreme events and climate change. This manual is a second volume to Hydraulic Engineering Circular (HEC): “Highways in the Coastal Environment,” HEC 25 (2nd ed., FHWA 2008). The focus of the new guidance is on quantifying exposure to sea level rise, storm surge, and waves considering climate change. It is anticipated that there will be multiple uses for this guidance including risk and vulnerability assessments, planning activities, and design procedure development. This presentation will provide an overview of the new guidance which is intended to reduce the increasingly frequent damage experienced by our coastal roads and bridges. The critical coastal processes controlling the vulnerability of transportation assets to extreme events are identified by region along with available methods for modeling them and the likely impacts of climate change. Global sea level rise, including projections of future sea levels, is emphasized. Tools for developing vulnerability assessments for coastal transportation infrastructure are described within the framework of engineering risk. Storm damage mechanisms, which will be major consequences of sea level rise and climate change, are described. Adaptation approaches for coastal transportation infrastructure are also described. Specific approaches for assessing exposure of coastal infrastructure to extreme events and climate change are presented in three different “levels of effort” ranging from use of available data to original numerical modeling. The inclusion of trained coastal scientists and engineers in the analysis team is suggested at all levels of effort. Recommendations for future research are also developed as part of the project. 2014-08-22T09:35:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27602/ https://pubs.lib.uiowa.edu/nhec/article/id/27602/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27601 2014-08-22T09:10:00Z

Changing Climate and our Infrastructure: The Gulf Coast Phase 2 Case Studies on Transportation Infrastructure Impacts Changing Climate and our Infrastructure: The Gulf Coast Phase 2 Case Studies on Transportation Infrastructure Impacts Lennon, Justin The Gulf Coast study is an initiative from the U.S Department of Transportation’s Center for Climate Change and Environmental Forecasting to study the projected impacts of climate change on transportation infrastructure in the Gulf Coast region. The project is being managed by FHWA with support from the USGS. The first phase of the pilot study focused on general climate change impacts on the central Gulf Coast region. The Phase 2 portion of the study is focused on the greater Mobile, Alabama area with the purpose of providing detailed assessments of critical infrastructure from specific climate change threats. The Gulf Coast Phase 2 study is being led by ICF International with Parsons Brinckerhoff as the engineering lead providing the detailed infrastructure studies. This presentation will provide an outline of the general engineering process and two specific case studies of facilities located in Mobile, Alabama. The general engineering process as developed by Parsons Brinckerhoff is a five step process that consists of: 1) evaluation of existing infrastructure under historical climate conditions; 2) evaluation of existing infrastructure under projected future climate conditions; 3) identification of performance deficiencies; 4) development of adaptations to improve asset performance into the future; and 5) an economic analysis to guide the decision making process. The first case study involves the analysis of climate change impacts on the culvert crossing of Airport Boulevard, a major six-lane arterial, over Montlimar Creek. This case study includes investigation of increasing trends in precipitation due to climate change. Downscaled climatologic data prepared by the USGS were utilized for various SRES emissions scenarios. The study included detailed hydrologic modeling utilizing a range of NOAA-developed temporal rainfall distributions, HY-8 hydraulic modeling, and a Monte Carlo based benefit/cost simulation that considered damage costs and costs avoided (benefits) of the culvert system from current day up to the year 2090. Multiple adaptation schemes were considered for the culvert including expansion, re-construction as a bridge, and re-construction of the roadway. The second study focuses on I-10 in Mobile, a 10-lane portion of the freeway located near an estuary connected to Mobile Bay. This study presents a case that included detailed investigations into the coastal storm surge induced overtopping of the interstate and surrounding topography. The case study utilized Advanced Circulation (ADCIRC) modeling results developed for the Gulf Coast project which analyzed Hurricanes Georges and Katrina. Modified and intensified versions of Katrina were investigated to determine the impacts of possible future hurricane scenarios on the Interstate. Time-step analyses of the storm surge scenarios were performed to evaluate impacts such as potential breaching of the interstate, erosive forces along underpasses and flooding of the surrounding neighborhoods. The presentation will also include lessons learned and topics for future research. 2014-08-22T09:10:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27601/ https://pubs.lib.uiowa.edu/nhec/article/id/27601/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27584 2014-08-22T09:10:00Z

Feather River Bridge Pier Scour Study Feather River Bridge Pier Scour Study Suaznabar, Oscar Chen, Li Kerenyi, Kornel Due to high flows occurring in March 2011, a massive scour hole developed around Pier 22 of the Feather River Bridge (Br. No. 18-0009) on Route 20 in Sutter County, California. The severity of the scour prompted an emergency structural retrofit of Pier 22 that was completed in December 2011. In order to estimate the potential scour of the new retrofitted pier this research study uses sonar bathymetric data taken in 2007 and after the 2011 flood to construct full scale Computational Fluid Dynamics (CFD) models and identify the hydraulic erosion/scouring force distribution. Bathymetric data from the 2007 survey are used as a baseline stream bed condition while the data obtained after March 2011 flood are considered the result of scour from this event. The change of hydraulic forces during the development of the scour hole can be revealed. In addition, sonar bathymetric data that was recorded after the new retrofitted pier construction will be used in the model to evaluate potential new scouring areas. Furthermore, laboratory experiments using 1:60 scaled pier models of both the scoured complex Pier 22 and the new retrofitted design are being conducted, along with CFD modeling to study the change of the hydraulic forces for scour at various depths. 2014-08-22T09:10:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27584/ https://pubs.lib.uiowa.edu/nhec/article/id/27584/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27597 2014-08-22T08:45:00Z

Climate Change and Extreme Weather Vulnerability Assessment and Adaptation Options Analysis of the Central Artery Climate Change and Extreme Weather Vulnerability Assessment and Adaptation Options Analysis of the Central Artery Miller, Steven The Central Artery is a remarkable feat of engineering that is a critical link in the regional transportation network and a vitally important asset to the City of Boston and the surrounding areas for which Boston is an economic focus. As one of the single most valuable parts of Massachusetts' infrastructure, its maintenance, protection, and enhancement are a priority to the Commonwealth. Over the more than twenty years that have passed since the genesis of the project, climate conditions have changed, and they're expected to continue to change over the course of the 21st century. In order to keep our commitment to the people of the Commonwealth to preserve and protect their public assets, it is vital that these new conditions be considered and adapted to. The presentation will provide an update to the audience on MassDOT’s efforts concerning climate impacts and adaptive capacity of the Central Artery for present day conditions, as well as for projected climate change scenarios in the middle and late 21st century. MassDOT is developing a technically advanced, leading-edge pilot project for the Federal Highway Administration evaluating the vulnerability to sea level rise and extreme weather events for the Central Artery in Boston, MA. The project combines new systems-level vulnerability assessment and evaluated adaptation options to reduce risk to specific assets. The project also is geared towards integrating climate change vulnerability into MassDOT and FHWA engineering practices. A highly resolved, numerical processes model (ADCIRC tightly coupled with SWAN) was developed to assess the combined impact of sea level rise, storm events (tropical and extra-tropical), winds, tides, and waves. Results from the model are being used to assess risk for various assets throughout the project domain, and to subsequently investigate adaptation options to reduce the identified vulnerabilities and to establish an emergency response plan for tunnel protection and/or shutdown. The investigation also intends included a cost benefit analysis, which will assist MassDOT select the most efficient method of protecting valuable existing assets against today’s weather events and future climate impacts. The project is currently underway, but not scheduled to be completed until the third quarter of 2014. Another goal of this project is to integrate climate change science and modeling with transportation engineering and planning. Climate Change science has been primarily the responsibility of academic institutions and scientists, while infrastructure planning and design has been the responsibility of planners and engineers. These two groups can have vastly different ways of problem solving using different assumptions and analysis that generated different expectations for outcomes, making communication between the disciplines difficult. And yet the gap between climate science and infrastructure design and planning must be bridged in order to prepare valuable assets for the current and future impacts of climate change. With this presentation, MassDOT will discuss progress in bringing Climate Change science at the local level together with engineering and planning. 2014-08-22T08:45:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27597/ https://pubs.lib.uiowa.edu/nhec/article/id/27597/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27580 2014-08-22T08:45:00Z

Scour Detection Using Infrasound: A case study of the Feather River Bridge of State Highway 20 (the 10th Street Bridge) in Yuba City, CA Scour Detection Using Infrasound: A case study of the Feather River Bridge of State Highway 20 (the 10th Street Bridge) in Yuba City, CA Whitlow, R. Danielle Jordan, Anna M. McComas, Sarah McKenna, Mihan H. Diaz-Alvarez, Henry Scour at bridge piers and abutments is a commonly encountered issue for both military and civil works. For bridges deemed to be scour critical, additional monitoring may be specified including additional inspections beyond law requirements, portable monitoring systems, and/or fixed monitoring systems with visual inspections as the most common. Current monitoring systems are not true remote systems in the sense that they must be installed on or near the bridge, such as around bridge piers or abutments in the channel bed or on the piers and abutments themselves, and are susceptible to damage. Ongoing studies by the US Army Engineer Research and Development Center (ERDC) are investigating infrasound, low frequency acoustics, as a means of scour detection and assessment at bridge piers. These passive infrasound arrays can monitor structures at distances up to 25 km and greater depending on signal strength. Presented are a field study and initial results from a scour critical bridge in northern California. 2014-08-22T08:45:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27580/ https://pubs.lib.uiowa.edu/nhec/article/id/27580/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27590 2014-08-22T08:20:00Z

Computational Modeling of Hurricane Wave Forcing on Bridge Decks Computational Modeling of Hurricane Wave Forcing on Bridge Decks Crowly, Ralph Wave forcing experiments previously conducted in the University of Florida wave tank were computationally modeling using CD-adapco's Star-CCM+. Data from the experiments were used to calibrate the computational model. First, the wave signal itself was extensively studied using four wave generation methods - by oscillating fluid motion relative to a stationary wall boundary; by using mesh morphing to model a moving wall boundary similar to a typical piston-style wavemaker; implementation of linear wave theory; and implementation of fifth-order wave theory. Ultimately, the oscillating fluid-motion method was discarded because the latter three methods appeared to reproduce the wave signal more accurately. Associated regression coefficients between modeled and physical wave signal data were 0.81, 0.92, and 0.88 for the piston method, the linear method and the fifth-order method respectively. Once an adequate wave signal had been generated, a comparison was made between experimentally-obtained force data and data from the computational analysis. While the forcing pattern was reproduced with high-levels of accuracy both in terms of amplitude and period, the physical model appeared to behave more non-linearly than the modeled results. Additionally, downward force was not properly simulated because the computationally-modeled bridge deck did not “drain” as it did during the experiments. The computer model was modified to include a simulated “drain,” which significantly improved the model’s accuracy. Finally, the bridge was rotated to study the effects of attack angle for bridges subjected to wave attack. 2014-08-22T08:20:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27590/ https://pubs.lib.uiowa.edu/nhec/article/id/27590/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27573 2014-08-22T08:20:00Z

The Benefits of Using an Acoustic Doppler Current Profiler for Hydraulic Modeling The Benefits of Using an Acoustic Doppler Current Profiler for Hydraulic Modeling Flora, Kevin To effectively model flows in rivers at bridge crossings, hydraulic engineers are faced with many challenges which often require one to use insufficient data or force one to use individual judgment and subjective estimations. For instance, having adequate bathymetric data under a bridge can be difficult due to challenges with access and limited survey points based by poor GPS coverage. In addition, calibration of hydraulic models is also problematic due to lack of flow parameters such as the flow distribution, direction and flow rate. By using an Acoustic Doppler Current Profiler (ADCP) data one can supplement the sparse bathymetric data under the bridge by tracking ones location via a bottom tracking algorithm in the instrument. This additional survey data can provide critical channel elevations near the foundations of bridges to provide more realistic flow modeling under a bridge. The California Department of Transportation (Caltrans) has developed software to easily combine GPS and ADCP location information to provide a substantial improvement in both the quality and quantity of collected survey points below a bridge. The use of this software and a comparison of bathymetric survey data with and without the use of the ADCP data is shown. While complex flow patterns approaching a bridge during floods are ideal cases for multi-dimensional hydraulic models, determining the appropriate boundary conditions for the model can still be challenging. In addition, often the hydraulic engineer lacks real calibration data to adjust roughness and other loss values. As a result, it is sometimes necessary to make simplifying assumptions about the flow distribution and flow rates and then accept the associated uncertainties. However, by collecting velocity information throughout a reach of river using an ADCP, it is possible for an engineer to more accurately adjust the model to fit the known flow conditions leading to an overall greater confidence in the scour predictions. An example of ADCP calibration data for use in 2-dimensional and 3-dimensional CFD models is provided. 2014-08-22T08:20:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27573/ https://pubs.lib.uiowa.edu/nhec/article/id/27573/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27578 2014-08-22T07:25:00Z

Performance Data from Field-Deployed Prototype Scour Monitoring Systems Performance Data from Field-Deployed Prototype Scour Monitoring Systems Flatau, Alison Day, Steven R. Na, Suok Min Swartz, R. Andrew This presentation presents ongoing work on the development of a capability for 24/7 monitoring and detection of bridge scour and lateral riverbed migration. The paper includes a review of the design considerations that went into deployment of the prototype systems, as well as an assessment of performance data obtain from full-scale installations of scour monitoring systems at two bridge sites in the state of Maryland. The scour sensing technology uses a combination of magnetic and magnetostrictive sensors attached to posts that are buried in the riverbed or river bank as appropriate. As scour develops and the soil begins to erode, the sensors are activated and able to detect water flow and automatically alert the bridge owner that remediation in needed. Practical considerations and challenges associated with transition for University lab prototypes to the full-scale field installation procedures will be discussed. We will also present data from the four sensor systems that we have installed to date. The full-scale installations include two sensor posts installed at the MD 450 bridge over Bacon Ridge Branch near Annapolis MD, which is a tidal bridge, and two sensor posts installed at MD 355 over Bennett Creek, where lateral riverbed migration is of concern. 2014-08-22T07:25:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27578/ https://pubs.lib.uiowa.edu/nhec/article/id/27578/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27595 2014-08-22T07:25:00Z

The Arizona Department of Transportation - Extreme Weather and the Impacts on Drainage-related Critical Transportation Assets - Adaptation and Lessons Learned The Arizona Department of Transportation - Extreme Weather and the Impacts on Drainage-related Critical Transportation Assets - Adaptation and Lessons Learned Olmstead, Steven Arizona’s commerce, people, and ecosystems rely heavily on the operation of its infrastructure. The Arizona Department of Transportation (ADOT) manages Arizona’s transportation infrastructure - including 29,300 maintenance lane miles and over 4,700 bridges. ADOT’s 2012 Comprehensive Annual Financial Report reflects over $18 billion in book value of capital assets. Replacement cost of those assets could be ten times that in today’s dollars. Climate and extreme weather-related effects have been increasing in Arizona. The current drought event in the Southwestern United States is ranked as one of the top five strongest historicallyi. In fact, the current national drought has contributed to over $30 billion in damages that has affected over 80% of the Nation’s 3143 countiesii. ADOT’s own preliminary studies showed concerns with the climate and extreme weather vulnerability of bridges, culverts, pavement, and roadside vegetation / stabilization. These assets appear vulnerable to several climate and extreme weather-related effects, including intense precipitation, wildfire-induced floods, drought-related dust storms, and direct effects of increased surface temperatures. Considering the balance between predictable asset deterioration curves and the sudden and unpredictable nature of extreme weather and the long term trends of climate change impacts can serve as an important risk management component. One asset category specifically susceptible to these extreme weather impacts is ADOT’s culvert inventory (and to no lesser extent, ADOT’s catch and retention basins) as they relate to key roadside drainage, watershed and stormwater efforts. Developing risk-based approaches to extreme weather and asset management related activities is a national priority. ADOT respectfully request the opportunity to present their climate and extreme weather adaptation experiences and lessons learned. The discussion will include;  ADOT’s FHWA extreme weather vulnerability assessment pilot project and other internal program and construction related efforts.  ADOT’s drainage asset inventory – specifically related to Elevation, Material, Condition, Capacity, Average Daily Volume, Failure History and climate modeling  Hydrology impacts (extreme weather events, post‐fire hydrology, hydrology for water quality)  Integration into the wider ADOT Transportation Asset Management Plan (MAP-21/TAMP) 2014-08-22T07:25:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27595/ https://pubs.lib.uiowa.edu/nhec/article/id/27595/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27591 2014-08-22T07:00:00Z

Integrating Climate and Watershed Modeling to Improve Bridge Design: Iowa DOT Climate Change and Extreme Weather Vulnerability Assessment and Adaptation Project Integrating Climate and Watershed Modeling to Improve Bridge Design: Iowa DOT Climate Change and Extreme Weather Vulnerability Assessment and Adaptation Project Claman, Dave Anderson, Christopher J. Takle, Eugene S. Krajewski, Witold F. Mantilla, Ricardo This presentation will discuss the first in the nation application of utilizing climate science modeling to determine future rainfall events so that future flooding from hydrologic modeling of the basins in Iowa can be predicted. The “future” hydrologic modeling will be analyzed to determine frequency/discharge relationships for sizing bridges and culverts based on “future” flooding. This is a paradigm shift in the way bridges and culverts are currently sized which is based on past flooding. Based on this analysis, policy/design criteria for bridges and roads may change to account for future extreme weather events. This research is an FHWA pilot program to assess and adapt the vulnerability of highway infrastructure due to climate change impacts on extreme weather events. 2014-08-22T07:00:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27591/ https://pubs.lib.uiowa.edu/nhec/article/id/27591/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27574 2014-08-22T07:00:00Z

Monitoring Countermeasure Performance Using Sonar Monitoring Countermeasure Performance Using Sonar Shen, Jerry Jalinoos, Frank Current policy in the US considers riprap placed at bridge piers to be only a temporary countermeasure against pier scour. Federal guidance requires that riprap placed at bridge piers to be monitored periodically by visual inspection or by fixed instruments. This policy stems from the challenge in adequate sizing of riprap to withstand the turbulence and hydraulic stress generated in the vicinity of a bridge pier under flood-flow conditions. Moreover, the design philosophy in HEC-18 to estimate scour at bridge piers does not recommend using countermeasures to protect the pier as part of the design. The reason for this approach is that important data to evaluate the performance of countermeasures on a continuing basis is missing. Comprehensive data on monitoring the performance of scour countermeasures for pier protection is needed before a change in design philosophy can be considered. This paper discusses the use of various sonar technologies for monitoring the performance of scour countermeasures. Case studies using both sector-scanning and multi-beam imaging technologies will be presented. The countermeasure monitoring can be beneficial in: Gaining confidence by the bridge owners in the use of countermeasure by monitoring their performance and positions; especially post-flood events. Long-term countermeasure performance monitoring can eventually lead to change the design philosophy in HEC-18. Providing preliminary data for developing AASHTO LRFD specifications for countermeasures. Sonar imaging at the abutments and piers can be used as a quality assurance (QA) measure for inspecting new countermeasure installations and for performance monitoring after extreme events. 2014-08-22T07:00:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27574/ https://pubs.lib.uiowa.edu/nhec/article/id/27574/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27594 2014-08-22T06:35:00Z

Preliminary Long-term and Recent-term Trend Analysis Results for Floods and High Flows in Iowa Preliminary Long-term and Recent-term Trend Analysis Results for Floods and High Flows in Iowa Eash, David Floods have caused more damage annually in the United States than any other natural disaster. There is an increasing trend in flood damage. Most of the flood damage increase results from continuing development on flood plains. However, there is also a perception that extreme hydrologic events are increasing in frequency and/or magnitude as a result of climate change. Knowledge of trends in floods and high flows is essential for the economic planning and safe design of bridges, culverts, roadways, and hydraulic structures along rivers and streams relative to flood risk, scour, bank stability, and stationarity-based design – a major assumption of flood and high-flow probability analyses. Stationarity is the idea that natural fluvial systems fluctuate within an unchanging envelope of variability and is a fundamental concept that permeates practices in water-resource engineering. The U.S. Geological Survey is currently conducting Kendall’s Tau trend analyses for annual peak flows, highest annual 1-, 3-, 7-, 15-, and 30-consecutive day high flows, and annual high-flow durations for quantiles of 1-, 2-, 5-, and 10-percent for continuous-record stream gages in Iowa. The trend analyses are being conducted for the entire period of record through the 2013 water year and for the last 30-year period of record from 1984-2013 to evaluate both long-term and recent-term trends in floods and high flows in Iowa. Preliminary results will be compiled for approximately 60 stream gages in Iowa unaffected by regulation or diversion with continuous peak-flow and daily-flow records of at least 50 years. Results of the Iowa trend analyses may provide important information for hydraulic engineering practices regarding stationarity-based design. 2014-08-22T06:35:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27594/ https://pubs.lib.uiowa.edu/nhec/article/id/27594/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27577 2014-08-22T06:35:00Z

Underwater Acoustic Imaging for Scour Monitoring Underwater Acoustic Imaging for Scour Monitoring Heringhaus, Greg Forsyth, Roy Todsen, Mike Underwater acoustic imaging has emerged as a tremendous tool for hydraulic engineers and inspectors performing scour monitoring. This paper will discuss innovative methods for documenting scour and stream stability with “photographic quality” imaging below water. Underwater acoustic imaging can provide 2-D and 3-D visual images of channel bottom contours, waterway embankment slopes, undermined bridge foundations, and culverts potentially clogged with timber debris during flood events. Of the approximately 603,000 bridges in the National Bridge Inventory (NBI), approximately 502,000, or 83%, are built over waterways. Additionally, there are literally millions of culverts that exist across the nation to maintain proper drainage under our vast highway system. When the scour potential is the greatest during a flood event, underwater acoustic imaging can provide underwater vision of existing submerged conditions. The light-weight reliable equipment can easily be used at a site via a boat or waterway crossing structure such as a bridge deck. IowaDOT is one of many state highway agencies that has utilized this technology during flood events to obtain timely hydraulic information. Every asset owner has the responsibility to monitor their assets to ensure the safety of the public during a flood. Since technology now allows visual documentation to be easily collected for inspection, design, and construction practices, owners can utilize underwater imaging to provide a greater level of reliability and safety. The new technology also provides more accurate measurements thereby reducing public inconvenience due to overly conservative bridge closures, reducing repair contractor risk of a previously unseen submerged site, and reducing project monitoring / repair costs for scour. This presentation will discuss how underwater imaging provides asset owners with new reliable method for collecting channel bottom data next to structures during floods, as well as how hydraulic engineers can benefit from the high definition images to monitor waterways and hydraulic control structures. Case studies will be discussed regarding the successful use of underwater acoustic imaging on waterways in the State of Iowa including Iowa STH 175 over the Missouri River (see attached images) and Interstate I-29 over Horse Creek in Fremont County, Iowa. 2014-08-22T06:35:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27577/ https://pubs.lib.uiowa.edu/nhec/article/id/27577/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27589 2014-08-22T06:10:00Z

Climate Change Overview: FHWA Activities, Lessons Learned and Emerging Guidelines Climate Change Overview: FHWA Activities, Lessons Learned and Emerging Guidelines Beucler, Brian Federal agencies are paying more attention to climate change resiliency in part as a result of recent extreme weather events and the President’s Climate Action Plan announced last summer, Executive Order 13653 (Preparing the United States for the Impacts of Climate Change) released last November and the 2015 federal budget proposal for a $1 billion climate resiliency fund. Many agencies are moving towards more specific actions and developing guidance/policy with respect to climate adaptation and resiliency. MAP-21 mentions funding of a national highway performance program for purposes of protection of bridges on the National Highway System against “extreme events.” In an effort to develop well-reasoned and scientifically grounded guidance, FHWA has initiated multiple studies to examine how the climate may be changing, the potential for impacts to highway infrastructure (particularly drainage infrastructure) and how DOTs and MPOs can plan for and adapt their highway assets to projected changes. This presentation will provide an overview of these activities/studies including work with the National Weather Service on identifying precipitation trends in events of significance to hydraulics designers, strategies for assessing extreme events in the coastal highway environment (HEC-25), the post-Sandy vulnerability assessment and adaptation analysis, the 19 climate resilience pilots, and climate resilience engineering analysis case studies including those examined in FHWA’s Gulf Coast 2 study in Mobile, AL. Various State DOT hydraulic engineers have been involved in many of these projects. Recently developed, web-based climate data and vulnerability tools and the FHWA climate vulnerability assessment framework will also be described. The emphasis of the presentation will be on lessons learned as engineers struggle with issues of scenario uncertainty, challenges to traditional hydraulic design practices and standards, interpreting limited and coarse climate projection data, and how best to communicate and approach adaptation strategies with an aim towards integration of climate adaptation into a risk-based asset management plan. FHWA’s overall strategy for climate resiliency will be discussed including future directions. 2014-08-22T06:10:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27589/ https://pubs.lib.uiowa.edu/nhec/article/id/27589/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27572 2014-08-22T06:10:00Z

Mapping Rivers and Lakes for Highways: 4 Uses for Hydrography in Transportation Mapping Rivers and Lakes for Highways: 4 Uses for Hydrography in Transportation DeWall, Petra A river’s contours are a mystery until they’re mapped. Even then, the river moves and changes with high flows and debris. Lakes, though less changeable, are unknowable without depth mapping. This presentation will provide an overview of river and lake hydrography projects done by the Minnesota Department of Transportation Bridge Hydraulics-Waterways group. Hydrographic mapping is essential in transportation to (1) measure and repair bridge scour and track it over time, (2) create 2D flow models for bridge design, (3) monitor bridges during and after floods, (4) determine state boundaries at river borders, (5) define lake and river bottom elevations for bridge or road foundations. MnDOT’s Bridge Hydraulics/Waterways group has mapped rivers and lakes for 16 years with survey-grade depth-sounders and an Acoustic Doppler Current Profiler (ADCP). Depths, flow rate, velocity and direction are measured, mapped in ArcGIS and CADD and applied to project requirements. Challenged by floods and low water alike, our equipment has been adapted to a wide variety of waterways, and we’ll share that experience. 2014-08-22T06:10:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27572/ https://pubs.lib.uiowa.edu/nhec/article/id/27572/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27571 2014-08-22T04:45:00Z

New Directions in Scour Monitoring New Directions in Scour Monitoring Hunt, Beatrice E. The focus of this presentation is on recent developments in scour monitoring technology, the lessons learned, and the challenges remaining in order to better implement this technology on scour critical bridges. Highway agencies face increasing challenges with regard to the longevity of their bridges in the face of changing physical, social, and economic environments. Scour monitoring using fixed instrumentation can be an efficient, cost-effective scour countermeasure alternative. The use of bridge scour monitoring technology in the United States led to the development of several fixed instruments suitable for different types of sites and structures. Developed in the late 1990s, the instruments are now in use throughout the U.S. Two publications in 2009 by the FHWA and TRB provided guidelines and information on the state-of-the-practice for fixed scour monitors for bridges. This presentation will discuss new developments that have occurred subsequent to these publications, both in the United States and abroad. Various bridge owners and others have continued to conduct research projects or design innovative systems for scour monitoring using fixed instrumentation. Installations both in the laboratory and at bridges have resulted in new scour monitoring devices, as well as improvements to some of the existing types of instruments. This presentation will focus on some of these new devices and developments, and their advantages and limitations. There is large variability among both new and traditional scour monitors with regard to ease of installation, cost, robustness, the extent of the measured scour, and the complexity and costs of the data analysis. In choosing the best scour monitoring solution for a particular bridge location, consideration needs to be given to factors after the system is installed including future maintenance, repairs and inspection. FHWA'S 2012 update to HEC-18 includes new guidance on scour countermeasures and monitoring. Scour monitoring can play an increasingly important role in a Plan of Action and bridge management plan. The application of the revised countermeasure design philosophies to fixed instrumentation will be discussed. Technology and program needs, trends and future directions in bridge scour monitoring will be presented. 2014-08-22T04:45:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27571/ https://pubs.lib.uiowa.edu/nhec/article/id/27571/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27588 2014-08-22T04:45:00Z

WMS and the HY12 Stormwater Model Interface WMS and the HY12 Stormwater Model Interface Jones, Eric Smemoe, Chris The Watershed Modeling System is produced by Aquaveo to automate hydrologic and hydraulic models, including 2D distributed hydrology. WMS performs hydraulic modeling, floodplain mapping, and storm drain modeling. Watershed data collection has never been easier to collect than with web-based data tools in WMS. Aquaveo now has subscription pricing for WMS to make this tool more affordable than ever before. Pairing HY-12 with WMS allows the user to bring in maps and images to assist you in laying out the storm sewer network and assigns data to your network that becomes a tedious task to do otherwise. Finally, the results are more interesting, clear, and useful when viewed in WMS than in the HY-12 report file. WMS is available by download from the Aquaveo website: http://www.aquaveo.com The HY-12 Storm Water Drainage System Model is the latest software package developed by Aquaveo for the Federal Highway Administration. It is a 1D hydraulic and rational method hydrologic model based on the principles in FHWA’s Hydraulic Engineering Circular No. 22 publication. HY-12 allows users to connect various elements to model a storm water drainage system. HY-12 includes the following storm water elements: · Rational Method Basin · Channel · Curb and Gutter · Pipe · Pipe Storage · Access Hole · Gutter Inlet · Minor Loss · Outfall · Reservoir This presentation will cover the updated and simplified interface to the HY-12 model in Aquaveo’s Watershed Modeling System (WMS). 2014-08-22T04:45:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27588/ https://pubs.lib.uiowa.edu/nhec/article/id/27588/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27587 2014-08-22T04:20:00Z

Hydraulic Efficiencies for Colorado Department of Transportation Type C and D Median Inlets Hydraulic Efficiencies for Colorado Department of Transportation Type C and D Median Inlets Cox, Amanda L. A research program was conducted to evaluate the performance of two Colorado Department of Transportation (CDOT) highway median storm drain inlets, Type C and Type D. Inlets tested are currently used by both the Urban Drainage and Flood Control District (UDFCD) of Denver and CDOT. Theoretical flow depth-capacity curves have been developed for the Type C and D inlets, but were not previously laboratory tested. Current design practices are based upon general application of the orifice and/or weir equations. A 3:1 Froude-scale model of a highway median was designed and built to provide data to evaluate the accuracy of the existing rating equations. The model consisted of a constructed highway median channel with one interchangeable inlet. Six types of inlet configurations were tested: on-grade and depressed inlets for Type C, Type D and Type D rotated. A total of 120 hydraulic tests including twenty-four debris tests were performed. Variations in grate angle measured along the slope (0, 10, 20 and 30 degrees) were investigated to provide flow-depth and discharge data for each inlet configuration. Evaluated prototype flow depths ranged from 0.3 to 0.9 m. Resulting stage-discharge data were tabulated and plotted, and qualitative observations were made regarding the hydraulic conditions during testing and debris assessments. Stage-discharge data for the grate inlets were compared to existing methods for computing inlet efficiency, and a new rating equation was developed for median inlets with orifice flow. 2014-08-22T04:20:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27587/ https://pubs.lib.uiowa.edu/nhec/article/id/27587/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27570 2014-08-22T04:20:00Z

Unknown Foundations: A Marriage in Oregon of Geotechnical and Hydraulic Engineering Unknown Foundations: A Marriage in Oregon of Geotechnical and Hydraulic Engineering Foltyn, Edward Six, Jan Determining the actual scour susceptibility of bridges with unknown foundations has been a priority of FHWA and the country’s Departments of Transportation for the last ten to fifteen years. After the initial flurry of activity, after the Schoharie Bridge collapse in 1987, analyzing bridges for scour throughout the 1990s, engineers across the country discovered that there were many where the foundations were unknown and therefore could not fully determine the scour susceptibility. Oregon Department of Transportation (ODOT) took the approach of examining old files to determine whatever information available for bridges. We have over 5600 bridges over water. Through the 1990s, ODOT commissioned scour analyses of 4,000+ of these bridges. In general, these analyses were WSPRO or HEC-RAS analyses based on surveyed cross-sections and designed or record bridge data. Currently ODOT has about 200 remaining bridges with unknown foundations. Some of these bridges were recently constructed, during the Oregon Transportation Investment Act and we are still receiving final record drawings and design calculations. We have Plans of Action (POAs) for all “Unknown Foundation” bridges and are currently in the process of determining the foundation characteristics for the bridges with higher ADTs. ODOT has contracted with FDH Engineering, Inc. to perform non-destructive testing on our bridges using Dispersive Bending Wave and Parallel Seismic techniques.to determine thickness of shallow foundations and the lengths of piles. This presentation will discuss the results of that geotechnical/geophysical testing and where Oregon stands with updating scour analyses for the unknown foundations in Pontis. 2014-08-22T04:20:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27570/ https://pubs.lib.uiowa.edu/nhec/article/id/27570/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27592 2014-08-22T03:55:00Z

Analyzing Hydroplaning Potential on Wide Roadways Analyzing Hydroplaning Potential on Wide Roadways Earp, Catherine Renna, Rick A cost effective design preference for widening roadway sections is to expand lanes to the outside with a continuous cross slope, rather than expand and slope lanes to the inside. This preference increases the water film thickness along the cross slope and raises concern regarding hydroplaning potential. FDOT and University of South Florida developed the software, HP, a hydroplaning assessment tool, to better predict hydroplaning potential using roadway parameters such as pavement type, pavement temperature, lane width, lane slope and longitudinal slope. The program has two components (1) a methodology to predict water film thickness (WFT) on the pavement being analyzed; and (2) a methodology to predict potential hydroplaning speed given the WFT determined. Hydroplaning potential is compared to the predicted driver’s speed, which is a factor of the design speed combined with the predicted driver’s speed reduction due to the visual impairment caused by a rainfall event. Predicted driver speed reductions were obtained using a driving simulator to measure driver’s response during simulated rain events. The results were calibrated to real-life driving data collected on Florida’s interstate system around the state. Analyzing the hydroplaning potential allows designers to better quantify the risk associated with wide section roadways having a continuous cross slope and decide when it would is beneficial to break the slope to decrease risk. Identification of recently approved, wider Florida typical sections with design speed restrictions will be discussed and complemented by an HP demonstration and sample problem discussion. 2014-08-22T03:55:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27592/ https://pubs.lib.uiowa.edu/nhec/article/id/27592/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27575 2014-08-22T03:55:00Z

Implementation of BridgeWatch™: A Program for Monitoring Scour Critical and Unknown Foundation Bridges; Using BridgeWatch to Monitor Road Overtopping Implementation of BridgeWatch™: A Program for Monitoring Scour Critical and Unknown Foundation Bridges; Using BridgeWatch to Monitor Road Overtopping Zirkle, Jon Reese, Lotwick Claman, Dave This presentation will highlight the implementation of the patented BridgeWatch® technology in four very diverse geographic locations across the United States. The selected locations include Georgia, Tennessee, Iowa, and Idaho. Each having the full functionality of the BridgeWatch web-based application but each also having unique features ranging from coastal structure monitoring of hurricane storm surge to snow melt occurring in the mountainous regions in North West Idaho. The implementation of BridgeWatch has provided improved forecasting allowing field personnel to concentrate their efforts specifically on bridges at vulnerable sites, rather than entire counties and drainage basins. When alerts are received, monitoring can begin immediately giving personnel valuable time to evaluate specific bridges for scour and erosion activities. Since 2001, The U.S. Departments of Transportation have used the BridgeWatch web-based solution to enable engineers to collectively contribute to more timely and informed decision-making. This allows the engineers to be pro-active in protecting the traveling public from the potentially harmful effects of scour and erosion. 2014-08-22T03:55:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27575/ https://pubs.lib.uiowa.edu/nhec/article/id/27575/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27596 2014-08-22T03:30:00Z

Controlling Combined Sewer Overflow within Bloomingdale/LeDroit Park Communities Controlling Combined Sewer Overflow within Bloomingdale/LeDroit Park Communities Arno, Reginald The District Department of Transportation (DDOT) wishes to share its experience in mitigating floods from Combined Sewer Overflow in the middle of two densely populated residential neighborhoods. During the Summer of 2012, the Bloomingdale and LeDroit Park neighborhoods in the Northwest Washington DC experienced severe flooding several times. The cause of the flooding was attributed to overflow from Combined Sewer manholes and sanitary sewer laterals. To reduce the impact from future occurrences, DDOT was tasked to develop and implement short and mid-term solutions to control the overland run-off. In November 2013, DDOT completed the short term solutions of installing Permeable Brick Alley with a 36" underground detention tank, Bioretention cell, new catch basins, and 60" underground detention tank in order to reduce and control the overland flow. The combination of bioretention cell, permeable alley and 60" detention tank, stores approximately 100,000 gallons. The implementation of Mid–term solutions will begin in April 2014. With input from the residents, DDOT will design and construct various Green Infrastructure Elements (permeable pavement, bioretention cells, and plantings). In the later years, DDOT will focus on the neighborhoods uphill of Bloomingdale and LeDroit Park neighborhoods. The presentation will focus about community outreach and the approach to install neighborhood wide Green Infrastructure 2014-08-22T03:30:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27596/ https://pubs.lib.uiowa.edu/nhec/article/id/27596/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27579 2014-08-22T03:30:00Z

Risk-Based Approach for Bridge Scour Prediction: Applications for Design Risk-Based Approach for Bridge Scour Prediction: Applications for Design Clopper, Paul Lagasse, P. F. Zevenbergen, L. W. NCHRP Project 24-34 was completed in September 2013 with the publication of NCHRP Report 761, "Reference Guide for Applying Risk and Reliability-Based Approaches for Bridge Scour Prediction." The project accomplished its objectives of developing risk/reliability-based methodologies that can be used in calculating bridge pier, abutment, contraction, and total scour at waterway crossings so that scour estimates can be linked to a probability. The developed probabilistic procedures are consistent with LRFD approaches for bridge design used by structural and geotechnical engineers. As a necessary first step in developing the statistical parameters for risk and reliability analyses, the key bridge scour equations (HEC-18 pier scour, Florida DOT pier scour, HEC-18 contraction scour, and NCHRP 24-20 abutment scour) were tested against available laboratory and field data sets. The results which are summarized in this presentation include: · The pier scour equations (HEC-18 and FDOT) are design equations which do not under predict observed scour very often. Consequently, the probabilistic reliability indexes for pier scour compare favorably with those used by structural and geotechnical engineers in LRFD applications for bridges. · In contrast with the pier scour equations, the HEC-18 contraction scour equations are essentially predictive, given that they are derived from sediment transport principles and theory. Therefore, under predictions of observed scour are much more common, and the resulting reliability is very low compared to typical target values used in LRFD applications. · The NCHRP 24-20 equations for live-bed and clear-water abutment scour both use a calculation for contraction scour and then apply an amplification factor to account for the additional scour caused by local effects at the tip of the abutment. The scour predicted by this method is the total scour at the abutment. The reliability of the abutment scour equations was found to be intermediate between those of the pier scour and contraction scour equations. This presentation will be followed by Part II which will provide an example application of the basic risk-based methodology in a typical design situation. 2014-08-22T03:30:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27579/ https://pubs.lib.uiowa.edu/nhec/article/id/27579/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27576 2014-08-22T02:40:00Z

2D Hydraulic and Scour Analysis for Bridge Replacement Project 2D Hydraulic and Scour Analysis for Bridge Replacement Project Jones, Rusty 2014-08-22T02:40:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27576/ https://pubs.lib.uiowa.edu/nhec/article/id/27576/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27593 2014-08-22T02:40:00Z

Pipe Inspection and Drainage Asset Management (Panel Discussion) Pipe Inspection and Drainage Asset Management (Panel Discussion) Hendrickson, Andrea Blaesing-Thompson, Shawn Hogan, Al Brown, Jonathan 2014-08-22T02:40:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27593/ https://pubs.lib.uiowa.edu/nhec/article/id/27593/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27598 2014-08-22T02:15:00Z

Developing a Drainage Investigation Management Process to Repair SHA's Aging Drainage Infrastructure Developing a Drainage Investigation Management Process to Repair SHA's Aging Drainage Infrastructure Brown, Jonathan The Maryland State Highway Administration (SHA), like other state Highway Departments, is dealing with an aging stormwater infrastructure that has the potential, if not managed, to impact our mission to “provide a safe, well-maintained, reliable highway system that enables mobility choices for all customers and supports Maryland’s communities, economy and environment”. The Drainage Investigation Management Process has been developed to receive drainage concerns from both internal and external customers, to investigate the underlying case of the drainage issue, to design the appropriate remediation and to provide support during the construction phase. SHA utilizes various technologies, i.e. Sharepoint, Hyinfo, and GIS to organize, prioritize and track its drainage investigations to ensure drainage issues are being handled in the most systematic and cost effective way. In addition, SHA continues to look for innovative ways to proactively manage remediation of our stormwater management infrastructure. We are currently developing a contracting tool in one of our districts to provide resources at the district level to inspect, design and remediate outfall failures. This pilot contract program will be monitored to verify its success in assisting SHA in managing the repair and remediation of our aging infrastructure. 2014-08-22T02:15:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27598/ https://pubs.lib.uiowa.edu/nhec/article/id/27598/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27581 2014-08-22T02:15:00Z

Knickpoint Migration in Western Iowa Streams Knickpoint Migration in Western Iowa Streams Thomas, John Papanicolaou, Thanos Wilson, Chris Bettis, Art Elhakeem, Mohamed 2014-08-22T02:15:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27581/ https://pubs.lib.uiowa.edu/nhec/article/id/27581/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27600 2014-08-22T01:50:00Z

Critical Components of Storm Pipe Infrastructure Inspection Program Critical Components of Storm Pipe Infrastructure Inspection Program Hogan, Al Post Installation Programs (PII) of newly installed pipe and asset management/maintenance inspection programs are in various stages of implementation all across the country. It is apparent that both types of inspection programs have some similar components that are necessary for success. Our discussion and experiences that we will share are based upon over a decade of experience we gained while working with DOT’s all across the country as the developed and implemented their current PII programs. We have been involved with providing training, helping develop and or commenting on proposed program specifications, and even helped provide materials for inspection certification programs for several DOT’s who have implemented a PII program. Our common sense and systematic approach to this topic will outline the key components of a successful and useful PII program. We will cover current national standards and guidelines that speak to this subject. We will also discuss and provide access to technical documents from the American Concrete Pipe Association that will feel will prove useful and helpful to any community or DOT wishing to develop a PII program or Asset Management program. 2014-08-22T01:50:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27600/ https://pubs.lib.uiowa.edu/nhec/article/id/27600/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27583 2014-08-22T01:50:00Z

GRS Abutment Study: Interaction between Riprap Countermeasures and Contraction Scour GRS Abutment Study: Interaction between Riprap Countermeasures and Contraction Scour Suaznabar, Oscar Xie, Zhaoding Kerenyi, Kornel This research study presents findings from abutment clear-water experiments on erodible uniform bed material and Computational Fluid Dynamics (CFD) composite roughness models used to investigate distribution of flow velocity, unit discharge, and boundary shear stress associated with different riprap installation geometries based on field installations and design guidelines from HEC23. The data apply for the case of bridges crossing narrow river channels and vertical-wall GRS abutments extending into the main channel. CFD composite roughness models with different riprap geometries show how abutment flow fields, dominated by flow contraction around the abutment, adjust in response to variations of bed roughness and cross-section geometry due to riprap placement. These adjustments increase the magnitudes of bed shear stress on the unprotected channel bed leading to underestimated contraction scour depths. Consequently, the increase in erosion of the unprotected bed may undermine the riprap mattress creating instability, and ultimately causing edge failure of the countermeasure around the abutment. A preliminary relationship for the maximum contraction scour depth is suggested to illustrate the riprap installation geometry and bed roughness effects on contraction scour for bridges crossing narrow waterways. The proposed relationship is limited to the range of values covered by the variables in this study. 2014-08-22T01:50:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27583/ https://pubs.lib.uiowa.edu/nhec/article/id/27583/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27582 2014-08-22T01:25:00Z

Evaluation of Selected Abutment-Scour Equations - NCHRP Project 24-20(2) Evaluation of Selected Abutment-Scour Equations - NCHRP Project 24-20(2) Benedict, Stephen 2014-08-22T01:25:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27582/ https://pubs.lib.uiowa.edu/nhec/article/id/27582/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27599 2014-08-22T01:25:00Z

Put Your Drainage Asset Management System to Work Put Your Drainage Asset Management System to Work Peterson, Bonnie Many states are moving toward developing asset management systems for drainage infrastructure. MnDOT started this process 18 years ago when District Hydraulic Engineers began developing a culvert and storm drain inventory and inspection system called “HydInfra”. Their framework has worked so well over the years, that MnDOT will incorporate it into commercial asset management software in the near future. This presentation will share our cumulative experience on developing tools for drainage asset management. Key components of a drainage asset management system include: GPS inventory and inspection capture, GIS mapping capability, web-based data reports that are accessible to all users. The condition rating system must be clear and intuitive, for people who use the data, as well as those who receive inspection training. If done well, asset management can answer questions that will help improve life cycle performance. We need to know what each defect is, so that we can draw correlations: Which pipe will hold up better in a wet environment? Does fill height influence joint separation in concrete culverts? Where are joint separations most prevalent and what regional factors are present? How do we prevent these problems from happening? And -- at what cost? HydInfra has been included in 3 Federal initiatives on culvert inspection and asset management, including: 2012 TAMP – Transportation Asset Management Plan pilot project with Minnesota, New York and Louisiana DOTs 2011 NCHRP 14-26 project to update the “Culvert Inspection Manual” (research panel member) 2007 – Featured in FHWA “Culvert Management Systems” booklet 2014-08-22T01:25:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27599/ https://pubs.lib.uiowa.edu/nhec/article/id/27599/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27586 2014-08-22T01:00:00Z

Culvert Inspection and Maintenance Culvert Inspection and Maintenance Blaesing-Thompson, Shawn Iowa Department of Transportation (IA DOT) recently finished research to streamline field inventory/inspection of culverts by Maintenance and Construction staff while maximizing the use of tablet technologies. The project began in 2011 to develop some new best practices for field staff to assist in the inventory, inspection and maintenance of assets along the roadway. The team has spent the past year working through the trials and tribulations related to identifying the most appropriate tablet hardware. A small scale deployment of tablets occurred in spring of 2013 to collect several safety related assets (signs, guardrail, and incidents). Data can be collected in disconnected or connected modes and there is an associated desktop environment where data can be viewed and queried upon being synched. The developed of a production deployment plan and workflow processes is underway, which will eventually feed information into IA DOTs larger asset management system and make the information available for decision making. The team is also working with Design Office on Computer Aided Drafting (CAD) data processing, and Construction office with a new digital As-Built process to leverage the complete data life-cycle process so information can be developed once and leveraged by the Maintenance staff farther along in the process. 2014-08-22T01:00:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27586/ https://pubs.lib.uiowa.edu/nhec/article/id/27586/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27569 2014-08-22T01:00:00Z

Scour in Cohesive Soils Scour in Cohesive Soils Shan, Haoyin Kerenyi, Kornel Erosion of clay is in a form of clumps compared to individual particle for sands. The 2012 HEC-18 provides an approach for estimating scour in clays without quantifying the critical shear stress and erosion rate for clays required to perform the design computations. An array of laboratory tests on carefully prepared cohesive soils was conducted to quantify these important parameters. Laboratory erosion tests were conducted in well-controlled flow conditions with carefully prepared artificial Illite clay/sand mixtures. An ex-situ scour testing device (ESTD) provided the needed conditions with 1) directly measured average bed shear stress over 63.5 mm diameter clay samples, 2) consistent boundary roughness throughout the test section, 3) precisely measured flow velocity profiles, 4) automatic soil sample feed maintaining a flush condition between the soil surface and the channel bottom, and 5) clear water conditions around the tested clay for observation. Commercial Illite clay powder, silt powder and non-uniform sands with varied percentages were mixed with water in a vacuum chamber to avoid slaking. Geotechnical properties of clay samples were also measured. An erosion test generally lasted around one hour. During the erosion test, constant bed shear stress controlled the feed rate of the clay samples. Erosion rates for a clay sample at different bed shear stresses and its correlation to corresponding shear stress were obtained through curve fitting. The result was extrapolated to obtain critical shear stress. Relationship of critical shear stress and erosion rate with soil properties were formulated. 2014-08-22T01:00:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27569/ https://pubs.lib.uiowa.edu/nhec/article/id/27569/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27603 2014-08-21T05:10:00Z

Lunch Presentation - Self Cleaning Culverts Lunch Presentation - Self Cleaning Culverts Mulholland, Dave This presentation will explain the invaluable research that has been performed by the Iowa Department of Transportation regarding the reduction of sediment accumulation in multi-barrel culverts. This promising flume research (IHRB TR-596) determined that the construction of “wedges” in the flared inlet aprons can replicate the approach channel geometry and minimize the accumulation of sediment in multi-barrel culverts. The wedges have been constructed for a triple RCB along IA 1 in Iowa City for site evaluation since December, 2012. The site is under continuous monitoring for sediment load and discharge to monitor the success/failure of the wedges at a site. A site visit of this important research is planned during the conference. 2014-08-21T05:10:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27603/ https://pubs.lib.uiowa.edu/nhec/article/id/27603/ http://rightsstatements.org/vocab/InC/1.0/ 1

oai:nhec:id:27606 2014-08-21T04:45:00Z

Innovative Two-Dimensional Hydraulic Applications: Relocating a Channel and Replacing Two Structures Along a Western PA Highway Corridor Innovative Two-Dimensional Hydraulic Applications: Relocating a Channel and Replacing Two Structures Along a Western PA Highway Corridor Tereska, Rachel L. An innovative two-dimensional hydraulic analysis was used to model two structure replacements and a channel relocation along the State Route 422 corridor in Western Pennsylvania. SR 422 divides the Curry Run floodplain and passes flood flows through two single span structures. During low flow, Bridge #1 conveys Curry Run and Bridge #2 conveys an unnamed tributary, but both bridges pass Curry Run’s flow during flood events. The goals of the project were to replace the existing structures with one, larger structure and improve the alignment of Curry Run. The 2D model used the TUFLOW finite difference program in the state-of-the-art Surface-water Modeling System (SMS) software. The Curry Run channel was straightened in the 1950s as part of the SR 0422 widening project, but has been an ongoing maintenance issue with roadway embankment erosion and the inefficient openings due to the severe skew of the stream. During low flow, a straightened reach of Curry Run runs along the embankment toe until the channel makes a sharp turn through Bridge #1. Curry Run is severely skewed to Bridge #1 and causes significant erosion along the roadway embankment and at the bridge opening. During flood events, Curry Run flows through Bridge #1 and Bridge #2 and overtops the roadway embankment. A proposed twin cell structure will convey Curry Run under SR 422 in a new location that is aligned with the upstream channel. The straightened reach of Curry Run will be eliminated and the relocated reach will meander through the downstream floodplain. The proposed 2D results were used to design the hydraulic opening of the proposed structure and evaluate impacts to the 100-year floodplain. The proposed design drastically improves the hydraulic conditions at the site by improving channel alignment, decreasing erosion potential, reducing roadway overtopping, and eliminating a redundant structure. 2014-08-21T04:45:00Z info:eu-repo/semantics/conferenceObject 1 2014 University of Iowa National Hydraulic Engineering Conference 2014 Archive https://pubs.lib.uiowa.edu/nhec/article/id/27606/ https://pubs.lib.uiowa.edu/nhec/article/id/27606/ http://rightsstatements.org/vocab/InC/1.0/ 1 metadataPrefix%3Doai_dc%26page%3D2