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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>
    </image>
    <item>
      <title>Design and Testing of High-Load Multi-Rotational Disc Bearings for Bridges



</title>
      <link>https://rip.trb.org/View/2669883</link>
      <description><![CDATA[The American Association of Highway and Transportation Officials (AASHTO) LRFD Bridge Design Specifications (BDS) currently contain limited design criteria for disc bearings. The BDS requirements are predominately based on NCHRP Project 10-20A, “High-Load, Multi-Rotational Bearings: Design, Materials, and Construction” initiated in 1986 and published in 1999 as NCHRP Report 432: High-Load Multi-Rotational Bridge Bearings.  At the time, only one company manufactured disc bearings and testing samples of their product were limited.  Since 1999, multiple companies manufacture disc bearings and industry standards have progressed. 

Due to the limited research, bridge designers are reliant on disc bearing manufacturers’ unique in-house designs, which introduces uncertainties that may result in nonuniform reliability and performance. Renewed consideration of high-load multi-rotational (HMLR) disc bearings would likely result in a more thorough and robust design approach. Research is needed to update the current practice for the design, fabrication, and construction of disc bearings.

The objective of this research is to develop design procedures and acceptance testing methods and criteria for HLMR disc bearings for highway bridges. It shall be applicable to all design limit states.]]></description>
      <pubDate>Mon, 16 Feb 2026 18:46:02 GMT</pubDate>
      <guid>https://rip.trb.org/View/2669883</guid>
    </item>
    <item>
      <title>Ultra-high performance concrete composite decks for long-span coastal bridges (OSU)</title>
      <link>https://rip.trb.org/View/2663233</link>
      <description><![CDATA[Coastal and marine environments present some of the most aggressive conditions for bridges, due to exposure to salt spray, high humidity, chloride ingress, and cyclic wet-dry cycles. Many of the nation’s longest span bridges are in and around tightly constrained coastal regions and these bridges commonly employ orthotropic steel decks (OSD) to reduce dead weight and improve structural efficiency. Conventional orthotropic steel plate decks are vulnerable to fatigue cracks in welded joints, deck plate corrosion, and deterioration of overlays under harsh environmental loading. Many of these OSDs are failing well short of their intended design lives. To overcome these limitations, this project will develop and validate a novel UHPC-composite steel rib deck system as a replacement for conventional OSDs for long-span bridges. Ultra-high performance concrete (UHPC) offers high compressive strength, ductility, low permeability, and durability. We propose to make relatively thin UHPC slabs composite with strategically embedded structural steel ribs to produce a direct replacement for conventional OSDs but with reduced weight, equivalent or better stiffness and load carrying capacity while mitigating past persistent fatigue and corrosion issues. 

The research consists of four (4) phases. First, conceptual design and modeling: we will create analytical and finite element models of composite deck panels, varying parameters such as rib geometry, spacing, shear connectors, UHPC thickness, and interface behavior. Second, fabrication and laboratory testing of prototype panels that will be constructed and tested under repeated load cycles modelling wheel loads on the deck surface, environmental (freeze/thaw, chloride exposure), and static failure tests to measure structural performance characteristics including stiffness, crack patterns, fatigue life, and ultimate capacity. Third, interface and connection optimization where shear connections between the UHPC and steel ribs will be optimized to produce reliable composite action and minimal slip under repeated loading. Fourth, develop design guidelines using test data to produce simplified design rules and apply the system concept to a real long-span bridge as a case study.
]]></description>
      <pubDate>Sat, 31 Jan 2026 12:05:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663233</guid>
    </item>
    <item>
      <title>Establish Bridge Blast and Fire Damage Mitigation and Design Consideration</title>
      <link>https://rip.trb.org/View/2658327</link>
      <description><![CDATA[The research team will investigate fire and blast damage to bridges to develop design and mitigation strategies to enhance structural resilience. Fires and blasts from vehicular collisions, hazardous spills, and encampments beneath bridges pose significant threats to structural integrity and serviceability. To address these significant threats, the researchers will conduct full-scale experimental testing, by constructing a representative bridge, incorporating components aligned with Texas Department of Transportation's (TxDOT’s) practices. The researchers will explore mitigation strategies such as fire-resistant materials, protective coatings, and retrofitting methods to improve bridge performance. The research findings will be contributed to design guidelines addressing fire and blast hazards, reducing economic losses and service disruptions while ensuring bridges can better withstand extreme events.]]></description>
      <pubDate>Fri, 23 Jan 2026 16:09:32 GMT</pubDate>
      <guid>https://rip.trb.org/View/2658327</guid>
    </item>
    <item>
      <title>Thermal Effects on Concrete Substructure Elements</title>
      <link>https://rip.trb.org/View/2652209</link>
      <description><![CDATA[Upcoming changes to the American Association of State Highway and Transportation Officials (AASHTO) Load And Resistance Factor Design (LRFD) Bridge Design Specification (BDS) include the modification of how thermal effects are calculated, specifically related to uniform temperature change. Historically load factors for uniform temperature change (γTU) were 0.5 for force effects and 1.2 for displacement effects for strength limit states, and 1.0 for force effects and 1.2 for displacement effects for service limit states. The reduced force effect (γTU = 0.5) was used to account for changes in cross-section and material properties over time, allowing the use of gross section properties in a simplified analysis. In the upcoming BDS these values will change to 1.0 for force effects and 1.2 for displacement effects, regardless of limit state being evaluated. The rationale for removal of the reduced force effect is that modern analysis software packages are capable of accounting for varying section and material properties over time, and the conflation of load factors and analysis procedures is unnecessary and confusing.
Current Kansas Department of Transportation (KsDOT) policy allows for the application of γTU values equal to 0.33 and 1.20 for force and displacement effects, respectively. Policy states that one-third of the instantaneous modulus has been used in the past and is suggested for LRFD substructure design. Although no known issues have been caused by this design policy, there is no known justification for its noncompliance with current AASHTO LRFD specifications and the resulting force effects may be unconservative. Additionally, the conflation of analysis processes with load factors may be confusing to engineers, introducing the potential for design errors. With the upcoming changes to the LRFD BDS, KsDOT policy will be further out of compliance with no known justification. Information is needed to ensure that force effects are being appropriately determined and accounted for in the KsDOT bridge design process.]]></description>
      <pubDate>Tue, 13 Jan 2026 14:58:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2652209</guid>
    </item>
    <item>
      <title>Shear Wave Velocity Measurements - Phase II</title>
      <link>https://rip.trb.org/View/2640695</link>
      <description><![CDATA[The objective of this project is to update and refine the Missouri Department of Transportation (MoDOT)’s geotechnical seismic site investigation and analysis procedures in response to the release of the American Association of State Highway and Transportation Officials (AASHTO) Guide Specifications for Load and Resistance Factor Design (LRFD) Seismic Bridge Design, 3rd Edition. This will also include updates for geotechnical investigations procedures, analysis methods, and global stability procedures for retaining wall and embankment design in response to AASHTO LRFD Bridge Design Specifications, 10th Edition. The project will include an evaluation of available software programs that may assist in performing the required seismic analysis as it relates to transportation projects, including but not limited to bridges, culverts, retaining walls, and roadway embankments. The conclusions and results of the analysis will be incorporated into the existing Engineering Policy Guide (EPG). Additionally, at the conclusion of the project, MoDOT staff will be trained on the preferred methods of performing the updated seismic hazard analysis.]]></description>
      <pubDate>Tue, 16 Dec 2025 09:39:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2640695</guid>
    </item>
    <item>
      <title>Estimating Environmental Load Demands Considering Weather Extremes to Enhance Resiliency of Oklahoma Bridges</title>
      <link>https://rip.trb.org/View/2633314</link>
      <description><![CDATA[Bridges are critical components of transportation infrastructure facilitating uninterrupted flow of goods and services within communities. However, the growing frequency and intensity of natural hazards and extreme weather events are escalating the vulnerabilities of bridge infrastructure. In recent years, Oklahoma has faced an increasing frequency of extreme weather events, including tornadoes, rising temperatures, and flash floods. These threats pose significant challenges for bridge design and maintenance leading to safety and functionality concerns. Therefore, innovative strategies and solutions are needed to reduce the impact of changes in weather patterns and extreme events on bridge infrastructure. Enhancing resilience of bridge infrastructure requires the incorporation of weather factors into bridge design codes and standards. The proposed study plans to evaluate the effect of changes in weather patterns and extreme weather events on the environmental load demand related to temperature and wind speed for bridges in Oklahoma. The use of advanced climatic models to predict future changes in weather patterns and estimate environmental load demand will be explored. A risk analysis will be performed to assess the vulnerability of bridges to future predicted weather conditions. Recommendations for updating bridge design codes and standards to incorporate considerations of extreme weather events will be provided based on the findings of this study.]]></description>
      <pubDate>Tue, 02 Dec 2025 16:20:21 GMT</pubDate>
      <guid>https://rip.trb.org/View/2633314</guid>
    </item>
    <item>
      <title>Equitable Resilience-Informed Strategies for Flood Risk Mitigation in Nebraska's Transportation Infrastructure
</title>
      <link>https://rip.trb.org/View/2627065</link>
      <description><![CDATA[This proposal focuses on enhancing the equitable resilience of Nebraska's transportation infrastructure against flood hazards. In light of the substantial damage caused by flooding, the project aims to introduce a robust framework for designing and retrofitting, especially bridges, to withstand flood impacts. A novel simulation based approach promoting equitable and resilience-informed decision-making will be implemented, focusing on individual bridges within Nebraska. The methodology developed will produce cost estimates for implementing flood design upgrades, ensuring new retrofit level requirements are met for existing bridges. The research will contribute to the Mid-America Transportation Center for Transportation Safety and Equity (MATC-TSE) theme of improving transportation resilience and align with the U.S. Department of Transportation's strategic infrastructure investment and innovation goals. The anticipated results include a robust simulation-based framework for designing and retrofitting bridges, an optimized policy framework for flood hazard mitigation, cost estimates for implementing flood design upgrades, and a comprehensive report detailing the research findings.
]]></description>
      <pubDate>Wed, 19 Nov 2025 15:04:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/2627065</guid>
    </item>
    <item>
      <title>Development of new design guidelines for protection against erosion at bridge piers and estimating effects of pressurized flow on erosion potential
</title>
      <link>https://rip.trb.org/View/2627350</link>
      <description><![CDATA[Addressing flood-induced erosion problems at bridges is critical to maintain the safety of the transportation infrastructure. Better design of scour prevention measures will result in less failure of bridges during natural disasters. A numerically-based approach will be used to propose a new design formula for determining minimum riprap stone size needed for riprap apron protection against erosion at circular, rectangular and oblong bridge piers. The proposed approach was already validated for abutments. The flow fields predicted using fully 3-D RANS simulations will be 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. A comprehensive parametric study will be conducted to understand how pier shape and aspect ratio influence the peak shear stress over the riprap region. Results will be compared with those given by present formulas including by those recommended by HEC-18. A new multi-parameter design formula that incorporates the effect of pier shape and aspect ratio will be developed. The research also aims to develop procedures for riprap sizing at bridge piers under pressurized flow conditions due to bridge deck overtopping at high flow conditions. Simulations will be conducted to understand how the critical Froude number varies with increasing flow depth in between open-channel and pressurized flow conditions at the bridge. Recommendations will be made on how to use the design formula developed for open channel flow regime for cases when the flow at the bridge site is pressurized.
]]></description>
      <pubDate>Wed, 19 Nov 2025 14:27:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/2627350</guid>
    </item>
    <item>
      <title>In-Stream Vegetation as a Nature-Based Approach to Scour Control at Bridge Crossings
</title>
      <link>https://rip.trb.org/View/2627352</link>
      <description><![CDATA[Scour and erosion are well-established as leading causes of bridge failures in North America. While bridge crossings often include countermeasures for scour control and mitigation, the majority of existing scour countermeasures are considered expensive, impractical, and ineffective. Although routinely commented on in state-of-practice reports and highly beneficial in building and maintaining sustainable communities and ecosystems, nature-based solutions have been overlooked as an approach to scour control. A knowledge base which provides scientific evidence of the efficacy of green infrastructure such as in-stream vegetation for scour control at bridge crossings is not currently available. Evaluation based on detailed bathymetric and flow field measurements is necessary for future development of practical guidelines.
The proposed research will employ extensive physical modelling to explore the efficacy of in-stream vegetation for scour control at bridge crossings. Experiments will be conducted in the laboratory facilities of IIHR – Hydroscience & Engineering, which include a high-gradient sediment-capable tilting flume with a sediment recess. Robust flow measurement techniques, including particle image velocimetry (PIV) and acoustic Doppler velocimetry (ADV), will provide insight into distribution of velocity components, shear and normal stresses, and higher-order turbulence moments in the flow field of interest due to inclusion of vegetated sections in the channel. The results of the physical modelling efforts will enhance the severely limited understanding of the influence of green infrastructure elements on the scour mechanism. The primary anticipated product is the initiation of a knowledge base for the development of a framework of guidelines to be used in practice.
]]></description>
      <pubDate>Wed, 19 Nov 2025 14:20:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2627352</guid>
    </item>
    <item>
      <title>Methodology for Assigning Load Factors for AASHTO Rating Vehicle
</title>
      <link>https://rip.trb.org/View/2613366</link>
      <description><![CDATA[The Federal Highway Administration (FHWA) is requiring the addition of three new bridge load rating vehicles (TYPE 3, TYPE 3S2, TYPE 3-3,) listed in the Bridge Design Manual (BDM) SECTION 908.3 as part of the new federal Specifications for the National Bridge Inventory (SNBI) to be completed by 2027. SNBI will require all Ohio bridges having an opening measured along the center of the roadway of more than 20 feet to be reanalyzed. The consensus among many structural engineers is that the impact these new vehicles would have on load ratings will be significantly less than the 10 vehicles (HL93/HS20, 2F1, 3F1, 5C1, SU4, SU5, SU6, SU7, PL60T, PL65T) listed in the BDM SECTION 908.2 and 908.3, already required to be analyzed resulting in an overall negligible impact. The impact on counties and municipalities to incorporate the new vehicles would be extremely costly as consultants would have to be hired to perform calculations of the three new vehicle types for all bridges within that jurisdiction. To comply with the updated SNBI federal requirements, research is needed to provide scientific evidence of the impact of the new load rating vehicles. The research would develop protocol(s) to assign new load rating factors based upon the existing 10 vehicles for bridge types, span configurations, number of lanes and other governing factors for the three new vehicles. A primary factor in the development of this research is to limit or eliminate the need to laboriously, systematically, and costly reload ratings all bridges. Findings from this research will be presented to FHWA for consideration. Acceptance of the protocol will assist Local Public Agencies (LPAs) in meeting the deadline for updating the load ratings in a reliable, accurate, expeditious and fiscally responsible manner while ensuring the integrity and safety of Ohio's local transportation system.

The goal of this research is to assist counties and municipalities in meeting the new load rating vehicle federal requirements. Scientific evidence of the impact of the new load rating vehicles on specific bridge types accompanied with a simplified, statistically valid, reliable and repeatable methodology, if accepted by FHWA, could save locals substantial time and costs.
                 ]]></description>
      <pubDate>Fri, 24 Oct 2025 15:02:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/2613366</guid>
    </item>
    <item>
      <title>Utilizing historic geotechnical data for the development of state-specific design correlations - Part 1: Data Entry</title>
      <link>https://rip.trb.org/View/2607966</link>
      <description><![CDATA[The purpose of this innovative project is twofold, and the project will be broken into two parts. The first purpose is to organize historical geotechnical borehole data into a usable format. For each proposed bridge replacement that involves new foundation construction, the New Mexico Department of Transportation (NMDOT) Geotechnical Exploration Section typically completes at least one geotechnical boring at each substructure element (i.e., each pier and abutment). Approximately 2,000 digital files in the form of PDFs or Excel files, dating back to the early 2000s, can be found in the NMDOT Geotechnical Section share folder. However, the files are not in a format that can be easily tied to a geographic location or specific formation. This project will organize the historical data into the OpenGround database, currently used to log new boreholes or another DIGGS-compatible database. This could be incorporated into preliminary desk studies that are conducted in the early stages of new construction projects (Geotechnical Scoping Reports). It could also be used to supplement and support the data that is collected during the exploration phase of a design project, help fill in gaps in the data, and provide greater context for the type of material that is anticipated to be encountered during construction. Therefore, having this data available in the existing internally accessible OpenGround database would be a great asset to the Department. ]]></description>
      <pubDate>Thu, 09 Oct 2025 12:53:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2607966</guid>
    </item>
    <item>
      <title>Develop Guidance on Drilled Shaft Response to Collision Force</title>
      <link>https://rip.trb.org/View/2606400</link>
      <description><![CDATA[The 2024 AASHTO LRFD Bridge Design Specifications, 10th Edition, specify a 600-kip equivalent static force (ESF) for vehicle collisions with unprotected bridge columns. Current provisions assume this force transfers directly from the column to the foundation, often a drilled shaft, leading to potentially inadequately sized foundations. Field investigations show that drilled shafts rarely sustain impact damage; instead, failures typically occur at the column-to-drilled-shaft connections or the column. Additionally, the response of soil, concrete, and steel under high strain rates differs from static conditions, increasing material strength and stiffness. Nevertheless, current design provisions provide limited guidance on these dynamic effects, leading to uncertainty in impact load distribution and resistance. This study aims to enhance collision load modeling accuracy, ensuring that drilled shaft-supported bridge substructures are designed more efficiently while maintaining structural resilience. The outcomes will support Texas Department of Transportation (TxDOT) and 
American Association of State Highway and Transportation Officials (AASHTO) specification updates, optimizing foundation design and mitigating the risk of premature failures at critical connections.]]></description>
      <pubDate>Thu, 02 Oct 2025 09:47:40 GMT</pubDate>
      <guid>https://rip.trb.org/View/2606400</guid>
    </item>
    <item>
      <title>Seismic Ground Motions for IDOT Geotechnical Assets</title>
      <link>https://rip.trb.org/View/2593917</link>
      <description><![CDATA[Geotechnical investigations into seismic-related issues often require designers to make assumptions as to the behavior of the soils in the event of an earthquake. One assumption is the motion of the ground to which the soils are subjected. These assumptions can have wide-reaching effects, so it is important that engineers have many tools available to aid in their assumptions. The goal of this project is to determine the most appropriate ground motions at different locations in Illinois. Researchers will develop a tool for Illinois Department of Transportation (IDOT) bridge designers and geotechnical engineers that will provide site-specific ground motions. Creating more consistent site-specific seismic designs will allow IDOT to determine and justify the appropriate ground motion in a design more quickly as well as to develop high-performing and cost-effective bridge designs.]]></description>
      <pubDate>Thu, 28 Aug 2025 09:41:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2593917</guid>
    </item>
    <item>
      <title>Superstructure Lifecycle Cost Determination: Best
Practices and Guidelines</title>
      <link>https://rip.trb.org/View/2562330</link>
      <description><![CDATA[The selection of superstructure type during the study phase of a design project is currently made based on the estimated
construction cost and a subjective and inexact assessment of the life cycle cost of the structure. This method of selecting the
preferred alternative has led to the introduction of bias into the decision-making process and tends to lead to the selection of
concrete superstructures more often than steel superstructures. Rarely is this decision tied to objective data based on historic
maintenance records of similar superstructures and has never accounted for 
Michigan Department of Transportation's (MDOT’s) ability to extend the life of steel
superstructures by incorporating bolted and welded repairs, which are not possible on concrete superstructures. Disregarding
this information in the selection of a superstructure type increases the risk of not using the available bridge funding as
efficiently and effectively as possible.]]></description>
      <pubDate>Mon, 09 Jun 2025 13:48:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2562330</guid>
    </item>
    <item>
      <title>Design Guidance Development for Continuous Prestressed CFCC Strand Beams</title>
      <link>https://rip.trb.org/View/2562256</link>
      <description><![CDATA[The analysis of continuous bridge beams is more complicated than that of simply-supported beams. In much the same
way, construction of simply-supported beams is also much simpler than continuous prestressed beams. Yet, continuous
beam spans can be the best option in unique bridge projects. One project type includes bridge superstructures
replacement with limited clearance. The depth of the new bridge beam is limited by road clearance or high-water flood
elevation. Continuous span design with a reduced beam depth may be the best design alternative as the continuous
beam meets the loading requirements with a thinner cross section. 
Michigan Department of Transportation (MDOT) does not typically build continuous
superstructures where beams are designed to perform continuously with regard to loads. Additionally, the length of
beams is limited by shipping constraints, so deploying CFCC beams on short and medium span bridges seems more
feasible. CFCC has not been utilized in Michigan in draped conditions required for continuous beams, so the
configuration and design requirements need to be developed. This project will explore the possible application of new
materials and new designs in a combined effort.]]></description>
      <pubDate>Fri, 06 Jun 2025 14:21:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/2562256</guid>
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