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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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    <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>
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      <link>https://rip.trb.org/</link>
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    <item>
      <title>In-Stream Vegetation for Scour Control at High-Proximity Bridge Crossing Elements</title>
      <link>https://rip.trb.org/View/2706037</link>
      <description><![CDATA[Scour and erosion are leading causes of bridge failure in North America and present significant safety and maintenance challenges, particularly at crossings where piers, abutments, and channel banks are in close proximity. Existing scour countermeasures are often costly, difficult to implement under complex hydraulic conditions, and require ongoing maintenance. Although aquatic vegetation has been observed to alter approach flow patterns in ways that may reduce local scour, a rigorous scientific basis for its use as a scour-control strategy at bridge crossings is not currently available.
This project employs detailed physical modeling to evaluate the effectiveness of in-stream vegetation for scour control at high-proximity bridge crossings. Experiments will be conducted in a high-gradient tilting flume with an erodible sediment bed, using particle image velocimetry and laser-based bathymetric scanning to measure velocity fields, turbulence characteristics, shear stresses, and resulting scour patterns. The research will quantify how vegetation patches influence local flow structure and sediment transport near piers, abutments, and banks. The results will form the foundation of a knowledge base supporting development of practical implementation guidelines.
]]></description>
      <pubDate>Sat, 23 May 2026 18:04:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2706037</guid>
    </item>
    <item>
      <title>Accelerated Bridge Construction (ABC) Methodology for Integral Abutments</title>
      <link>https://rip.trb.org/View/2509055</link>
      <description><![CDATA[Building on a previous bridge substructure project, the proposed research will advance the accelerated bridge construction method for integral bridge abutments supported on steel piles and constructed using prefabricated and in-situ concrete along with other advanced construction techniques (3D printing) and materials as appropriate. The weight of the prefabricated members will be reduced using hollow or shell elements, which in turn will improve both construction tolerances and constructability. The hollow sections will be filled with in-situ concrete. The piles will be designed with temporary collars, which will eliminate the need to wait for the concrete to cure before continuing with the assembly of the abutment and placement of the girders. The proposed research, funded jointly by the California Department of Transportation, will include two large-scale outdoor test units, which will incorporate both vertical and battered steel piles. One test unit will model an integral abutment while the second unit will replicate a seat type abutment with other details. The testing of the system will incorporate service level and extreme loads and ensure dependable performance of the new system and its components. As part of the testing program, the performance of the abutments will be examined systematically. Analytical models will be developed to replicate the observed performance of the test unit, the components and the connections. Using the combination of analytical and experimental observations and findings from the previous phase of the project, appropriate design recommendations will be developed for improving bridge construction.]]></description>
      <pubDate>Wed, 12 Feb 2025 18:06:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2509055</guid>
    </item>
    <item>
      <title>SPR-4925:  A Synthesis Study to Identify and Make Recommendations on The Appropriate Nondestructive Testing Tools for Bridge Beam Ends, Piers, Abutments</title>
      <link>https://rip.trb.org/View/2434096</link>
      <description><![CDATA[The goal of this research is to identify suitable nondestructive testing (NDT) tools and techniques for bridge piers, beam ends, and abutments. This will result in time and cost savings without compromising structural integrity and improve the comprehension of inspectors and asset engineers regarding the application of NDT tools for specific issues.]]></description>
      <pubDate>Wed, 25 Sep 2024 09:12:34 GMT</pubDate>
      <guid>https://rip.trb.org/View/2434096</guid>
    </item>
    <item>
      <title>Passive Force Behavior for Skewed Bridge Abutments During Combined Lateral and Rotational Loading</title>
      <link>https://rip.trb.org/View/2427634</link>
      <description><![CDATA[As part of pooled fund study TPF-5(264), led by the Utah Department of Transportation (UDOT) and supported by the Federal Highway Administration (FHWA) and a few other state departments of transportation (DOTs), large-scale passive force-deflection tests were performed on a simulated bridge abutment to investigate the effect of skew angle on passive force behavior. Tests were conducted at abutment skew angles of 0°, 15°, 30°, and 45° with a backwall that was 11 ft wide and 5.5 ft tall. Backfills included sand and sandy gravel compacted to 95% of the modified Proctor maximum dry unit weight. Test results indicate that the passive force decreases significantly as the abutment skew angle increases to 45° relative to non-skewed walls. The results also indicate that the reduced passive force for a skewed abutment, Pp(skew), can be predicted using a simple reduction factor, Rskew, multiplied by the passive force for a non-skewed abutment with the same roadway width. The skew reduction factor was relatively consistent for all soil types, wingwall styles, and backfill width-to-height ratios investigated. The Phase II part of the previous study included testing of additional backfill materials and an inclined loading (push-and-rotate) condition for a 30° skew angle. No significant effect on the passive force skew reduction factor was observed in the inclined loading testing that involved relatively small rotation. Based on the previous study results, the skew reduction factor has already been implemented in the California Department of Transportation (Caltrans) Seismic Design Criteria, along with geotechnical guidelines for Oregon DOT and UDOT. However, as designers have started applying this approach, several questions have arisen. For example, in most of the field abutment tests, the simulated bridge abutment was forced to move longitudinally into the backfill soil.  In contrast, during earthquake loadings, the abutment has been observed to rotate. Although this rotation angle is quite small, it can lead to a significant difference in longitudinal displacement from the edges of the abutment from rotation. This would be expected to lead to a triangular distribution of pressure on the backwall of the abutment. Designers want to know (1) if the skew reduction factors remain the same when rotation is involved, and (2) if it is necessary to distribute the passive force non-uniformly along the backwall of the abutment.

The objective of this new study is to assist with the calibration of numerical  models by conducting a series of large-scale skewed abutment, passive force-displacement tests with enough abutment offset from rotation to evaluate the skew reduction factor and backwall pressure distribution. The maximum rotation and displacement would be larger than in the previous testing. As availability allows, the tests would be conducted at the same Salt Lake Airport test site used in the previous study.
]]></description>
      <pubDate>Thu, 12 Sep 2024 17:01:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/2427634</guid>
    </item>
    <item>
      <title>Improving Safety by Eliminating the Bump at End of the Bridge Using Lightweight Backfill and Geosynthetics</title>
      <link>https://rip.trb.org/View/2341567</link>
      <description><![CDATA[Seasonal temperature changes, traffic loading, and compressible foundation can induce bridge abutment movements, which result in differential settlement between bridge and abutment, i.e., bump. Bumps create a hazardous condition for vehicles, which increases motor vehicle fatalities and costs for maintenance and repair. The bump at the end of the bridge is a universe problem for transportation infrastructure around the world including the US. It has caused many motor vehicle fatalities and costed more than 100 million dollars annually to maintain and repair in the US alone. A laboratory study done by this research team has demonstrated the effectiveness of using geogrid reinforcement with geofoam to mitigate the bump problem when the abutment is on a firm foundation. Lightweight backfill is expected to reduce the settlement of bridge abutments on a compressible foundation; therefore, the combination of lightweight backfill with geosynthetics is expected to eliminate the bump even when the abutment is on a compressible foundation. This combined technology needs to be verified by a numerical study and then a field study in the future. The outcome of this project will lead to the development of innovative and sustainable technology for eliminating the bump at the end of the bridge. The successful development of this technology will improve the safety of the bridge approach and the economy of bridge maintenance and repair.]]></description>
      <pubDate>Mon, 19 Feb 2024 16:04:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/2341567</guid>
    </item>
    <item>
      <title>Understanding the Interaction Between Total Scour Components</title>
      <link>https://rip.trb.org/View/2286623</link>
      <description><![CDATA[Scour has a major effect on the design, construction, and maintenance costs of bridges. Improving the understanding of the interaction between pier, contraction, and abutment scour is key to safe and cost-effective design of foundations. The interaction between pier, contraction, and abutment scour; its effects on bed shear stresses; and the resulting depth and extent of their collective impact is a topic with limited study. The current practice is to estimate the scour components separately and compute the total scour as the sum of the individual components. This practice can lead to the overestimation of scour potential, thereby causing an increase in design, construction, and maintenance costs.  
Research is needed to assist state departments of transportation (DOTs) in understanding the interaction between scour types and which scour types control overbank and channel scour potential. This research would include the study of total scour from a system perspective and the development of scour profile guidance. The objective of this research is to develop procedures for determining the interaction of pier, contraction, and abutment scour components and their contributions to the total scour potential. The procedures must be rational, properly structured, well documented, comprehensive, logical, and practical for use by state DOT engineers and other practitioners.   
]]></description>
      <pubDate>Tue, 07 Nov 2023 11:51:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2286623</guid>
    </item>
    <item>
      <title>Measurement, Analysis, Prediction and Control of Cracking in Embankments and Bridge Abutments</title>
      <link>https://rip.trb.org/View/2262903</link>
      <description><![CDATA[Embankments serve as a critical part of virtually all highway infrastructure, enabling design elevation and grades to be met on sections of fill, approach slabs to bridge abutments and across culverts and utilities. Premature cracking, which appears within months after construction has been documented on embankments such as the Monroe Bypass, U.S. 601 and elsewhere in the Piedmont. With cracks emanating from deep within the section, cracks continually propagate and rupture the pavement surface. This has translated into unexpected maintenance and repair work that has resulted in additional months/years of construction time and tens of millions of dollars of added expense. Without an operational understanding of crack nucleation and propagation as a
function of prevailing soils, structural elements, weather and construction, such premature and unexpected failures will remain more likely.
While the typical causes associated with cracking on highway embankments are linked to clays with high plasticity index, the underlying zone beneath several of the above-mentioned embankments have low plasticity silts as fill material. Furthermore, the influence of subsurface structures (e.g., culverts) and approaching surface structures (e.g., bridge abutments) as well as
their geometric characteristics add to the complexity of mitigating crack occurrence on such embankments. Therefore, to build on and enhance existing criteria used to address longitudinal cracks on flexible pavements, it is necessary to understand the mechanisms of crack nucleation and propagation. These processes are inherently large in scale, multifaceted and complex. As such, the research team will use advanced three-dimensional technologies to perform long-term monitoring; integrated with iterative physics and data-driven modeling.
The approach will involve identifying the following generalized scenarios (1) general
embankments on fill sections, (2) embankments with subsurface structures and utilities (e.g., culverts), (3) embankments as part of the approach to bridge abutments. 
The research objectives of this project are to obtain (1) a representative set of three-dimensional and subsurface imagery of critical embankments in each of the use scenarios, (2) create computer-based embankment models which can be used to iteratively identify and test contributing factors, (3) create a visualization tool that integrates field and computer-based data to aid in decision making, (4) perform a sensitivity analysis to understand critical physical parameters which could improve the
model and design guidelines, (5) identify how critical parameters could be experimentally
measured (i.e., with laboratory-scale, meso-scale (e.g., large geotechnical pits) and field-scale testing) (6) develop a preliminary list of mitigation approaches, including the currently used Type 5 geotextile that could be evaluated experimentally and (7) propose a preliminary set of recommendations and design guidelines, Objectives 1-4 address the primary goal of understanding crack formation and propagation with existing data and non-destructive monitoring (e.g., remote sensing and geophysical techniques). Objectives 5-7 use the acquired knowledge to inform draft guidance as well as possible/future proposed physical experimentation for calibration, validation, and evaluation of mitigation measures. Integrating field data into the modeling environment is central to this project.
]]></description>
      <pubDate>Fri, 06 Oct 2023 15:19:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/2262903</guid>
    </item>
    <item>
      <title>Seismic Behavior of Hider Wing-Walls</title>
      <link>https://rip.trb.org/View/2190086</link>
      <description><![CDATA[This research will develop tolls to determine the seismic demands experienced by abutment hider walls, develop design details and analysis methods for abutment hider walls that are compatible with the intended performance and develop recommendations for design. Deliverables and tasks in this project include: a literature review, quarterly reports, an interim and final report and technical advisory meetings as needed.]]></description>
      <pubDate>Fri, 02 Jun 2023 19:52:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/2190086</guid>
    </item>
    <item>
      <title>Development of new design guidelines for protection against erosion at bridge abutments - Phase V</title>
      <link>https://rip.trb.org/View/1945932</link>
      <description><![CDATA[The present research proposes the use of a numerically-based approach to quantify and understand the effects of the flow becoming pressurized under high flow conditions on the critical discharge and Froude numbers for stone failure of riprap aprons used to protect spill-through abutments. Moreover, the research aims to develop design formulas to estimate the minimum riprap stone size for protection against erosion of spill-through abutments and wing-wall abutments under pressurized flow conditions due to bridge deck overtopping. The mean flow fields predicted using fully 3-D RANS simulations are used to estimate the maximum bed shear stress over the riprap layer and the critical Froude number corresponding to the shear-failure entrainment threshold for the riprap stone.  During the first four years, the numerically-based approach was validated for the case of wing-wall abutments placed in a straight channel and two new two-parameter formulas were proposed for riprap design at wing-wall abutments and at spill-through abutments placed in straight or curved channels. Moreover, simulations conducted for wing-wall abutments in straight channels allowed understanding how the critical Froude number varies with increasing flow depth in between open-channel flow and pressurized flow (submerged deck) conditions at the bridge site. For the fifth year, the main goal will be to perform a similar study for spill-through abutments. The second goal will be to develop procedures for riprap sizing at wing-wall and spill-through abutments under pressurized flow conditions. Recommendations will be made for inclusion of the new design formulas in future versions of HEC-23.]]></description>
      <pubDate>Sat, 30 Apr 2022 11:42:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/1945932</guid>
    </item>
    <item>
      <title>Remediating Disproportionate Approach Slab Settlements in Kansas Integral Bridges</title>
      <link>https://rip.trb.org/View/1902213</link>
      <description><![CDATA[The main objective of this project is to identify the best construction practices that minimize bridge approach settlement in integral bridges due to the near surface soil collapse. To this end, a small scale model of a typical Kansas integral bridge abutment-pile-soil system will be constructed and tested in a laboratory at K-State.]]></description>
      <pubDate>Fri, 07 Jan 2022 12:26:34 GMT</pubDate>
      <guid>https://rip.trb.org/View/1902213</guid>
    </item>
    <item>
      <title>Behavior of the Expanded Polystyrene (EPS) Elastic Inclusion at Integral Abutments</title>
      <link>https://rip.trb.org/View/1872849</link>
      <description><![CDATA[The Virginia Department of Transportation (VDOT) Structure and Bridge Division
has promoted and developed guidelines for the use of integral or jointless bridges. The
lateral movement of integral abutments due to the repetitive expansion/contraction cycles sometimes causes excessive settlement at the bridge approaches (bump at the end of the bridge). To minimize this problem, VDOT implemented the use of elasticized Expanded Polystyrene (EPS) inclusion. However, the properties of different EPS materials that are available on the market vary widely and there are no standardized tests and reliable data available to assess their suitability for the integral bridge applications. This research will focus on developing specific testing procedures that are relevant to this problem. Long-term mechanical properties of different EPS materials under cyclic load applications will be investigated in detail. Based on the results obtained from these tests, elastic inclusion design recommendations for integral bridges will be proposed.
]]></description>
      <pubDate>Mon, 16 Aug 2021 07:57:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/1872849</guid>
    </item>
    <item>
      <title>Development of New Design Guidelines for Protection Against Erosion at Bridge Abutments - Phase IV</title>
      <link>https://rip.trb.org/View/1867086</link>
      <description><![CDATA[Reliable and safe transportation infrastructure design for flooding events is of great economical importance for state and federal agencies in charge of maintaining our roads operational. The US Midwest has experienced increasingly catastrophic flood events. Severe erosion problems were reported at many bridge sites. Two of the most encountered types of abutments used at such bridges are spill-through and wing-wall abutments.  Placing riprap stone around the base of a bridge abutment, where the highest stresses generally occur, and over its erodible faces is one of the most common way to protect abutments against erosion. 
The present research proposes the use of a numerically-based approach to develop improved design formulas for minimum riprap stone size for protection against erosion of spill-through abutments (open channel flow conditions) and wing-wall abutments (pressurized flow due to bridge deck overtopping).]]></description>
      <pubDate>Mon, 19 Jul 2021 22:43:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/1867086</guid>
    </item>
    <item>
      <title>Improvement of Approach Smoothness on Integral Abutment Bridges</title>
      <link>https://rip.trb.org/View/1843615</link>
      <description><![CDATA[Approach slabs span the embankment directly behind the bridge abutment backwall to provide a smooth transition between the bridge and pavement. Ride roughness at the approach slab has been a persistent problem, requiring significant maintenance for many highway agencies. The problem is so prevalent it is commonly referred to as “the bump at the end of a bridge”. 

Extensive research has identified time-dependent consolidation of the embankment and foundation soil along with inadequate compaction as primary causes for approach roughness. The natural movement of an integral bridge abutment, which the South Dakota Department of Transportation (SDDOT) uses extensively, can further compress the embankment material. Additional causes include design details, drainage, soil erosion, embankment material quality, and construction. The complexity of the problem is evidence that bridge approach roughness may be due to various conditions happening simultaneously, with a solution achievable by design engineers, geotechnical engineers, field engineers, and contractors working together.

Over the past 30 years SDDOT has used various methods—including various embankment geometries, various backfill materials, addition and removal of geotextile fabric, different drainage configurations, and different joint details at sleeper slabs—to build and maintain smooth bridge approaches. However, the bump is still a major complaint for road users, still expensive to repair, and still a potential safety hazard.

The objectives of this project are to: (1) Analyze and compare the performance of SDDOT’s current and past design, construction, and maintenance practices to resolve integral abutment bridge approach slab roughness; (2) Investigate the design, construction, and maintenance practices of other United States and European highway agencies to reduce approach slab roughness on integral abutment bridges; (3) 	Recommend feasible new designs and changes to SDDOT’s current design, construction, and maintenance practices to reduce approach slab roughness on integral abutment bridges; and (4) Recommend a strategy for future monitoring and evaluation of roughness at integral abutment bridge approaches. 
]]></description>
      <pubDate>Fri, 26 Mar 2021 16:14:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/1843615</guid>
    </item>
    <item>
      <title>RES2020-10: Guidelines for the Use of Expanded- Polystyrene (EPS) Block Geofoam as Lightweight Backfill Behind Retaining Walls</title>
      <link>https://rip.trb.org/View/1716727</link>
      <description><![CDATA[Geofoam has successfully been used in numerous projects predominantly in Europe, Japan, and the U.S. as lightweight fill to support roadway embankments. However, geofoam has not been used extensively in Tennessee because the Tennessee Department of Transportation (TDOT) does not currently have a geofoam design guideline and material special provision for the use of geofoam. Although studies have been performed by other state DOTs on use of geofoam as lightweight fill in embankments over soft ground and two National Cooperative Highway Research Program studies have been completed that focused on use of geofoam as lightweight fill in embankments over soft ground and in stabilization of slopes, none of these studies have focused on the use of geofoam as lightweight backfill material behind retaining walls or bridge abutments. This research addresses this need of developing a design guideline for the use of geofoam as lightweight backfill material behind retaining walls and abutments over soft ground.]]></description>
      <pubDate>Fri, 26 Jun 2020 16:27:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/1716727</guid>
    </item>
    <item>
      <title>Development of New Design Guidelines for Protection Against Erosion at Bridge Abutments - Phase III</title>
      <link>https://rip.trb.org/View/1685056</link>
      <description><![CDATA[The present research proposes the use of a numerically-based approach to develop improved design formulas for minimum riprap stone size for protection against erosion of spill-through abutments. Spill-through abutments are very common at small bridges where abutments are placed on the floodplain. The mean flow fields predicted using fully 3-D RANS simulations are used to estimate the maximum bed shear stress over the riprap layer and the critical Froude number corresponding to the shear-failure entrainment threshold for the riprap stone. During the first year, the numerically-based approach was validated for the case of wing-wall abutments placed in a straight channel. During the second year, a new two-parameter formula was proposed for riprap design at wing-wall abutments. The new formula accounts for the influence of the nondimensional floodplain width and radius of curvature of the channel on the critical Froude number at which riprap shear failure occurs. During the third year, a comprehensive parametric study will be conducted that will provide the data needed to understand how channel curvature, floodplain width and relative length of the spill-through abutment influence the peak bed shear stress over the riprap regions. The main goal will be to develop a multi-parameter formula for riprap design at spill-through abutments placed in straight and curved channels as a function of the nondimensional floodplain width, ratio of abutment length to floodplain width, nondimensional riprap stone size and radius of curvature of the channel. These series of simulations will also allow better understanding the limitations of presently available riprap design formulas proposed for spill-through abutments placed in straight channels and the performance of the Set Back Ratio formula used to estimate the velocity in the critical Froude number. Recommendations will be made for inclusion of the new design formula in future versions of HEC-23.]]></description>
      <pubDate>Thu, 16 Apr 2020 16:03:32 GMT</pubDate>
      <guid>https://rip.trb.org/View/1685056</guid>
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