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    <title>Research in Progress (RIP)</title>
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    <atom:link href="https://rip.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Research in Progress (RIP)</title>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Damage Progression of Highway Bridges and Operational Vibration-Waveforms-Phase-2</title>
      <link>https://rip.trb.org/View/2706038</link>
      <description><![CDATA[Aging highway bridges are increasingly subjected to heavy truck traffic that can exceed design load expectations and accelerate structural deterioration. Undetected overload events may contribute to localized stress concentrations, fatigue damage, and reduced service life. Current bridge monitoring approaches typically rely on periodic inspection rather than continuous operational detection of extreme loading events.
This project advances a vibration-based monitoring methodology to detect, identify, and predict the weight of heavy vehicles causing extreme loading on highway bridges. Building on Phase 1 results, the research integrates multi-sensor data—including accelerometers, six-dimensional inertial sensors, strain sensors, gyroscopes, and radar-video systems—to identify overload events and correlate them with structural response and potential damage hot spots. Finite element modeling and moving-load simulations will be used to support weight estimation and validate field measurements. The methodology will be tested on single- and multi-span steel and concrete girder bridges in Iowa. The resulting system is designed to provide a practical, portable, and cost-effective approach for bridge overload detection and condition-informed decision-making.

]]></description>
      <pubDate>Sat, 23 May 2026 18:06:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/2706038</guid>
    </item>
    <item>
      <title>Bridge Strike Prevention and Detection</title>
      <link>https://rip.trb.org/View/2704034</link>
      <description><![CDATA[As the number of large loads increases in South Dakota, the risk of collisions with bridges is also rising. Bridge strikes can lead to unexpected costs and safety hazards. The traveling public may experience significant consequences from these incidents, including fatal or severe injuries, detours and delays, and rerouting of heavy loads due to reduced structural capacity. 

To prevent bridge strikes, transportation agencies take measures ranging from passive signing of warnings or clearance heights and widths, to physical barriers placed prior to the bridge, to active warning systems that detect vehicle heights and widths, warn drivers via flashing beacons, digital message signs, or in-cab notifications, and alert the agency’s operations center. Other agencies have attempted to protect bridges with sacrificial energy-absorbing materials applied to the structure. The applicability and effectiveness of these measures depend on factors such as bridge characteristics, road geometry, sight distance, traffic volume, travel speed, bypass opportunity, and others. 

Detecting actual bridge strikes is essential to incident response, assessing structural damage, initiating repair, and identifying motor carriers financially responsible for damage. Some agencies have deployed systems that detect strikes, capture imagery of the vehicle involved, and transmit information to an operations center.

Because the cost of installing, maintaining, and operating advanced bridge strike warning and detection systems preclude their use at every bridge, agencies must decide what measures are necessary and cost-effective at individual bridges. Based on the characteristics of the structure, the likelihood of a strike, the possible level of damage and impact on transportation due to a strike, and the expected effectiveness of the measures to be deployed.

The findings of NCHRP Research 08-139, Guide for Preventing and Mitigating the Risk of Bridge and Tunnel Strikes by Motor Vehicles, will help guide this research for South Dakota. South Dakota also has oversized vehicle permit data available, which can be used to identify routes with the highest frequency of permitted oversized loads.
]]></description>
      <pubDate>Wed, 20 May 2026 11:37:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2704034</guid>
    </item>
    <item>
      <title>Leading Permitting Practices that Harmonize Enforcement of Divisible Load Permits across Jurisdictions</title>
      <link>https://rip.trb.org/View/2681239</link>
      <description><![CDATA[A February 2023 workshop with industry and state representatives identified challenges related to inconsistent interpretation and enforcement of divisible load requirements. Although 23 CFR 658.5 provides a definition of “divisible load,” both industry and state agencies report variation in how the definition is applied across states and, in some cases, within the same state.

Some states provide written guidance for operators and enforcement personnel, while others offer limited or no formal documentation. These differences can create operational challenges, including route adjustments, additional travel time, increased fuel use, parking constraints, and scheduling complications. Operators may also receive citations in one jurisdiction for loads that are permitted in another.

This scan will examine how divisible load requirements are interpreted and enforced across states, counties, metropolitan areas, municipalities, and other transportation agencies. It will document differences in practice, explore factors contributing to those differences, and incorporate input from industry partners regarding cross-jurisdictional challenges and potential solutions.]]></description>
      <pubDate>Tue, 17 Mar 2026 14:58:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/2681239</guid>
    </item>
    <item>
      <title>Evaluation and Monitoring of an Appropriate and Context-Sensitive Warning System for Bridge Overhead Clearance Detection</title>
      <link>https://rip.trb.org/View/2531076</link>
      <description><![CDATA[The goal and the objectives of this study will focus on existing and already recommended off-the-shelf systems serving as early warning and detection systems of vehicle heights in selected, low-clearance bridges or structures in the state of Georgia.]]></description>
      <pubDate>Mon, 31 Mar 2025 10:28:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/2531076</guid>
    </item>
    <item>
      <title>Truck Permits: Managing Increasing Loads and Mitigating Infrastructure Damage to Balance Freight Mobility</title>
      <link>https://rip.trb.org/View/2472700</link>
      <description><![CDATA[Non-reducible truck permits, essential for freight mobility, pose significant challenges to infrastructure integrity, contributing to accelerated fatigue, increased maintenance costs, and safety hazards. This study quantifies the scope and distribution of permit loads across Massachusetts, evaluates their impact on bridges and highways, and verifies their alignment with current regulations and industry standards. The research will integrate data on truck permits, freight volumes, and infrastructure conditions to develop data-informed recommendations for mitigating adverse effects. Outcomes include optimized permit management strategies, improved infrastructure durability, and expanded access to reliable transportation, aligning with US DOT priorities in safety and system performance.
]]></description>
      <pubDate>Mon, 09 Dec 2024 10:27:20 GMT</pubDate>
      <guid>https://rip.trb.org/View/2472700</guid>
    </item>
    <item>
      <title>RES2025-02: Use of Confinement Reinforcement in Prestressed Concrete Beams to Improve Resistance to Impacts from Over Height Loads</title>
      <link>https://rip.trb.org/View/2437327</link>
      <description><![CDATA[To avoid a potential misunderstanding with reading this proposal, the principal investigator (PI) first introduces two different “shear failure cases”: (1) the traditional “gravity-load” (perpendicular to the bottom flange of the prestressed concrete (PC) beam) shear failure caused by factored gravity loads; and (2) the newly introduced “impact-load” (parallel to the bottom flange of the PC beam)
shear failure caused by the horizontal impact force from the overheight vehicle to the bottom flange of the PC beam. Every year, 
Tennessee Department of Transportation (TDOT) has PC beams that are struck by overheight loads and are either damaged or destroyed. Collisions between over-height vehicles and bridges are becoming more commonplace.
According to a recent NCHRP study [1], impact damage is usually readily apparent and varies from scrapes to structural collapse. The impact causes a torsion-induced shear cracking pattern in the exterior (or fascia) PC beam. In cases where the impact is more direct, this pattern becomes more of a shear push-out (impact-load shear failure)
as shown in Figure 1 [1]. Considering the observed shear cracking pattern, it is hypothesized that shear reinforcement in the direction parallel to the bottom flange of the PC beam should provide significant benefit to the beams when struck by overheight loads.]]></description>
      <pubDate>Mon, 30 Sep 2024 15:39:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2437327</guid>
    </item>
    <item>
      <title>Best Practices for Oversized/Overweight Vehicles</title>
      <link>https://rip.trb.org/View/2420004</link>
      <description><![CDATA[Local transportation agencies are experiencing a surge in permit requests for Oversize/Overweight (OSOW) vehicles weighing up to 104,000 pounds due to changes in urban waste collection practices, mining activities, industrial operations, and more. Pavements are not designed to withstand this recurring weight, which can lead to reduced pavement lifespan, damage, and road failures. The objective of this study is to develop an easy-to-use mechanistic-empirical tool for evaluating the cost/benefit analysis of permitting OSOW vehicles, identifying the cost to the agency (and ultimately the taxpayer) versus the benefit to a hauler. The tool will address the economic impacts of the permit (to the agency and the taxpayer) and can be used to determine and illustrate what axle spacing requirements currently meet pavement design standards for 10-ton loads. Knowing this spacing would help local agencies review permit requests. The study will also develop information to aid communication with elected officials and road users.]]></description>
      <pubDate>Thu, 22 Aug 2024 09:37:21 GMT</pubDate>
      <guid>https://rip.trb.org/View/2420004</guid>
    </item>
    <item>
      <title>Quantify Bridge and Pavement Consumption Due to Permitted Overweight/Oversized (OW/OS) Vehicles</title>
      <link>https://rip.trb.org/View/2256321</link>
      <description><![CDATA[In 2012, the Rider 36 study indicated that damage caused to bridges and pavements by overweight (OW) vehicles surpassed the revenue collected by permit fees by approximately $200 million annually. This finding was corroborated by a recent 2022 study mandated by House Bill 2223, which quantified this gap at $168 million. Besides the revenue shortage to cover bridge and pavement maintenance and rehabilitation costs due to the damage cause by OW vehicles, the 2022 study also identified additional shortcomings that need to be urgently addressed. These shortcomings include: (1) lack of a methodology for periodically adjusting permit fees to account for changes in traffic patterns and configurations and higher inflation rates; (2) lack of accurate data and process for calculating annual vehicles-miles-travelled (VMT) by each permit type; (3) uncertainty in the identification of routes and number of trips for monthly, quarterly, or annual permits; (4) absence of a method and process to assess the damage caused by OW vehicles to the off-system bridges and highways. The research team will develop, recommend, and provide Texas Department of Transportation (TxDOT) a well-established and documented step-by-step method to periodically update the permit fee structure.]]></description>
      <pubDate>Wed, 27 Sep 2023 16:02:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2256321</guid>
    </item>
    <item>
      <title>Assessing the Consumption Costs of Motor Vehicles on Arizona Roads and Bridges</title>
      <link>https://rip.trb.org/View/2248971</link>
      <description><![CDATA[The Arizona Department of Transportation (ADOT) is responsible for building, operating, and maintaining the roads and bridges of the state highway system; the primary source of funding comes from fuel taxes. Arizona's last fuel tax increase was in 1991 ($0.18 gas/$0.26 diesel), and Arizona is one of the ten states with the lowest fuel tax rates. Meanwhile, electric vehicles (EVs) are becoming more common and weigh much more than passenger vehicles since EV batteries add substantial weight to the vehicle. What are the impacts of heavier and over-dimension/overweight (OD-OW) vehicles on Arizona’s transportation infrastructure compared to other vehicle classes?
This research study will identify and document the current impact on Arizona’s roads and bridges by motor vehicles classified in the following three categories: passenger vehicles, commercial vehicles, and OD-OW vehicles. The study will determine the consumption costs (i.e., the costs to build, maintain, and repair the roads and bridges) for each vehicle category.]]></description>
      <pubDate>Fri, 15 Sep 2023 17:33:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2248971</guid>
    </item>
    <item>
      <title>Testing and evaluation of energy absorbing panels for overheight collision impact protection</title>
      <link>https://rip.trb.org/View/2096581</link>
      <description><![CDATA[This research will develop guidance for design and installation of an over-height collision protection system.]]></description>
      <pubDate>Fri, 13 Jan 2023 14:49:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/2096581</guid>
    </item>
    <item>
      <title>Image-Based Vehicle Height Measurement for Prevention of Low Clearance Infrastructure Collisions</title>
      <link>https://rip.trb.org/View/1889540</link>
      <description><![CDATA[The objective of this project is to develop a pragmatic oversize vehicle warning system for avoidance of low clearance collision based on the PI’s prior work and state-of-the-art deep learning and single view geometry in computer vision. 
In the proposed system, a surveillance camera is installed on an overpass or mounted on a pole along the road in such a way that oversize vehicles are detected early and provided with enough time to react. The system requires one camera per bound, with a fixed view of all lanes. Once a camera is set up, the Manhattan world (i.e., all surfaces in the world are aligned with three dominant directions, corresponding to the X, Y, and Z axes) in the surveilled traffic scene is constructed for the purpose of transforming coordinates from an image plane to real world planes as well as converting measurements from pixel units to metric units. Then, incoming camera frames are processed to detect and track vehicles. Detected vehicle regions are further processed to discover their heights, widths and lanes. The location of the vehicle is also calculated based on the constructed Manhattan world to identify its lane. Oversize vehicles are classified simply by comparing the estimated dimensions with the overpass clearance or tunnel entrance dimensions. Once an oversize vehicle is detected, the warning system will be activated. The specific objectives of the project are: 
1. Validate existing algorithms and develop new ones to simultaneously detect and track vehicles in real-time and locate them on a road-plane coordinate. 
2. Develop an algorithm to extract height and width of a vehicle from video frames and investigate on appropriate positions and view angles of a camera to obtain the most accurate measurements. 
3. Develop and provide a warning system and network for its communication with cameras and verify their effectiveness]]></description>
      <pubDate>Tue, 02 Nov 2021 15:16:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/1889540</guid>
    </item>
    <item>
      <title>Development of Simplified Factors for Lateral Distribution of Loads of Non-Standard Gauge (NSG) Axles</title>
      <link>https://rip.trb.org/View/1875793</link>
      <description><![CDATA[The Ohio Department of Transportation (ODOT) processes upwards of 335,000 oversized permits annually using the Ohio Hauling Permit System (OHPS). OHPS is an automated permit processing system developed by Promiles, Inc. The OHPS uses the AASHTO Bridge Rating (BrR) system and the AASHTO Rating Tool (RT) to analyze bridges for permit loads. The RT in OHPS assumes all axles have standard gauge (i.e., 6 ft. between tires, weight not exceeding 80,000 lbs.). While a significant amount of the permit applications received falls within the parameters of a standard gauge load, approximately 215,000 applications annually do not. When non-standard gauge (NSG) axle loads are run through OHPS, they generally produce inaccurate results and often fail. Therefore, NSG axle loads applications require rigorous and time-consuming analysis that must be performed manually by ODOT structural engineers. Depending on the proposed route, a single permit application for an NGS axle load can include analysis of up to 180 bridges. In an effort to streamline the analysis of NSG axle loads, ODOT engineers developed a conservative correction modifier of 0.6 that is applied in the AASHTO analysis. Based on experience and engineering judgement, the weight of each axle is multiplied by the correction modifier in an attempt to simulate the use of multiple lanes depending on the width of the axle. The result is a single dimension being used for all NSG axle loads, which is not necessarily accurate. As a result, loads could be disallowed on bridges that are capable of supporting the load and unnecessarily rerouted.

The goal of this research is to improve ODOT's processes for analyzing NSG axle load permits. This research will identify a more accurate correction modifier or set of modifiers to use during the NSG axle load analysis. Refined modification factors will provide enhanced confidence in the ability of various structures to safely carry specific NGS axle loads. Incorporating the findings of this research into the OHPS will allow ODOT to be more efficient and accurate in the permitting process.   ]]></description>
      <pubDate>Mon, 30 Aug 2021 13:18:34 GMT</pubDate>
      <guid>https://rip.trb.org/View/1875793</guid>
    </item>
    <item>
      <title>Develop Countermeasure Strategies for Protecting Bridge Girders Against Overheight Vehicles Impact</title>
      <link>https://rip.trb.org/View/1867130</link>
      <description><![CDATA[The Federal Highway Administration (FHWA) recently developed an energy-dissipative system prototype using a combination of a steel box beam with aluminum honeycombs for the protection of bridge girders from over-height impacts. This innovative protection device will be effective in preventing damages to concrete and steel beams, while sustaining moderate to severe damage to itself, depending on the intensity of the impact. This project focuses on the full scale testing, field installation and evaluation of the effectiveness of this prototype against over-height truck impacts.
The innovative steel beam/honeycomb protective system is anticipated to dissipate a large portion of the energy from the colliding truck by crushing/deforming the honeycombs. The effectiveness of this device has been investigated recently by large-scale testing in collaboration with the researchers at Hunan University, where over-height impact was simulated through a drop hammer system. With the success of the large-scale testing program, the actual field installation of full scale model is deemed necessary to validate its effectiveness to protect existing bridge structures. In particular, this project aims at the following: (1) Design of the full-scale testing program and selection of bridge site for the field installation; (2) Custom construction and installation of the full-scale model of the prototype attaching to the existing facial girder of the selected structure; and (3) Full scale testing and evaluation of the system with actual over-height truck impact on site.]]></description>
      <pubDate>Mon, 19 Jul 2021 21:15:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/1867130</guid>
    </item>
    <item>
      <title>Assessment and Repair of Prestressed Bridge Girders Subjected to Over-Height Truck Impacts (OHTI)</title>
      <link>https://rip.trb.org/View/1738102</link>
      <description><![CDATA[Having adequate reliable infrastructures, including bridges, has been crucial to the process of economic and social development of any country. Bridges are exposed to man-made and natural hazards such as earthquakes, floods, and impact loads. Vehicles and vessels may impact bridge columns, piers, and girders causing severe damage and yielding losses of human lives and economy. Based on bridge failure incidents occurred between 1967 and 2006, vessel and vehicles impacts are the second highest cause of bridge failure in the U.S. Failure occurred due to damage to bridge girders and columns. This project focuses on the behavior and repair of bridge girders subjected to over-height truck impacts.

OBJECTIVES: Vehicle impact is one of the major causes for bridge collapse in the U.S. The overarching goal of this project is to assess the damage to and repair of bridge girders due to the over-height truck impact using comprehensive experimental testing and analytical models. In particular, this project aims to determine: • The remaining carrying capacity of bridge girders damaged due to over-height truck impact which will allow stakeholders (e.g., state department of transportation engineers) to prioritize girders needing repairs. • Determine the carrying capacity of the damaged girders after being repaired using different repair measures. The repaired beams will be investigated under static and fatigue loads to determine their capacities.

]]></description>
      <pubDate>Thu, 10 Sep 2020 10:54:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/1738102</guid>
    </item>
    <item>
      <title>Guide for Preventing and Mitigating the Risk of Bridge and Tunnel Strikes by Motor Vehicles</title>
      <link>https://rip.trb.org/View/1707204</link>
      <description><![CDATA[NCHRP Research Report 1132: Bridge and Tunnel Strikes: A Guide for Prevention and Mitigation presents state-of-the-art information to assist state departments of transportation (DOTs) in the prevention and mitigation of bridge and tunnel strikes by overheight motor vehicles. The guide provides a risk-based approach that can help identify high-priority locations, diagnose factors contributing to the risk of bridge and tunnel strikes, select and prioritize countermeasures, and evaluate the effectiveness of mitigation measures. The guide also includes a roadmap for state DOTs and other transportation agencies to implement and maintain a national clearinghouse for data collection. The guide was developed based on an extensive review and study of the state of the practice. The research findings will be used by state DOTs and public safety agencies.

Bridge and tunnel strikes inflict serious damage to vehicles, highway bridges, and tunnels; cause injuries and fatalities; and impose detours and costly delays on highway users. Attempts by state DOTs and other bridge and tunnel owners to prevent bridge and tunnel strikes include signing, lighting, height detection systems, and actuated warning devices. However, these efforts have achieved limited success. Furthermore, the lack of comprehensive information on the number, location, and severity of bridge or tunnel strikes limits understanding of their frequency, impact, causation, and potential mitigation. Research was needed to inform state DOTs about the best practices for preventing and mitigating the risk of bridge and tunnel strikes by motor vehicles.

Under NCHRP Project 08-139, “Guide for Preventing and Mitigating the Risk of Bridge and Tunnel Strikes by Motor Vehicles,” the University of Wisconsin-Milwaukee was asked to (1) develop a national data clearinghouse for collecting and analyzing data and communicating bridge and tunnel strike data and clearance information; (2) identify and evaluate implemented countermeasures used to prevent bridge and tunnel strikes; (3) develop a risk-based, data-driven approach to evaluate the risk of a bridge or tunnel strike; (4) develop prevention and mitigation strategies; (5) analyze the relationship between the vehicle-permitting processes and bridge and tunnel strikes; (6) develop training and outreach materials; and (7) develop a roadmap to implement and maintain the national clearinghouse. The research team developed a guide, training materials, and a web-based prototype national data clearinghouse for consideration by AASHTO.]]></description>
      <pubDate>Wed, 20 May 2020 15:01:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/1707204</guid>
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