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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>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Design Guidelines for Bridge Pile Foundations Subjected to Combined Inertial and Liquefaction-Induced Lateral Spreading Loads</title>
      <link>https://rip.trb.org/View/2724825</link>
      <description><![CDATA[Earthquake induced soil liquefaction can result in significant displacements in sloping ground. This type of displacement is referred to as lateral spreading and is considered a substantial hazard to Oregon bridges. One current challenge facing bridge foundation design is the knowledge gap regarding appropriate selection of load factors for combining lateral spreading loads (kinematic) and superstructure inertial loads (inertia). Unfortunately, there is no consensus in design codes for how to combine inertial and kinematic loads. Failure to address this knowledge gap presents challenges for Oregon Department of Transportation (ODOT) engineers and designers. If lateral spreading and superstructure inertial loads interact during an earthquake, neglecting their combined effects could lead to inadequate and unsafe designs. Conversely, overconservatively combining these loads may result in costly, non-constructible foundations, particularly for piles passing through stiff, non-liquefiable crusts overlying deep liquefiable soils on sloped grounds. 

The primary objective of this research is to solidify ODOT’s design guidelines for combining superstructure inertial and lateral spreading loads in a pseudo-static analysis. The inertial and kinematic load interaction factors will be characterized by accounting for differences in seismicity in Eastern and Western Oregon, foundation types, and the complexity levels of design methods utilized in various ODOT projects. The proposed methodology for combining superstructure inertial and lateral spreading loads in a pseudo-static analysis will be detailed in a practice-ready recommended amendment to the ODOT Geotechnical Design Manual (GDM) and ODOT Bridge Design Manual (BDM).]]></description>
      <pubDate>Wed, 08 Jul 2026 14:50:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2724825</guid>
    </item>
    <item>
      <title>Efficacy, Advancement, and Monitoring of Carbon Fiber Composite Cable (CFCC)</title>
      <link>https://rip.trb.org/View/2724770</link>
      <description><![CDATA[Carbon Fiber Composite Cable (CFCC), and the Carbon Fiber Reinforced Polymer (CFRP) materials are being used for prestressing
applications in Michigan bridge rehabilitation and replacement projects with the most recent generation of CFCC is a 0.7-inch strand
configuration. The quantity of stands is similar to conventional strands, and concomitant updated design criteria. Determining the
efficacy of the new 0.7-inch CFCC strand long-term behavior is essential for future design and construction considerations.
Monitoring the CFCC elements in newly constructed bridges (with 0.7-inch strands) and some prior construction (from OR14-039)
will provide an understanding of the long-term behavior and realizations of recommendations on future designs, and continued
considerations of field deployment.]]></description>
      <pubDate>Tue, 07 Jul 2026 10:05:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/2724770</guid>
    </item>
    <item>
      <title>Control of Cracking in Concrete Bridge Decks</title>
      <link>https://rip.trb.org/View/2712183</link>
      <description><![CDATA[According to AASHTO LRFD Bridge Design Specifications (LRFD BDS), there are two main methods of bridge deck design. The more analytical “Strip Method” tends to place a limit on rebar spacing. The limit is based on crack width limitations developed for building beams and adapted in the American Association of State Highway and Transportation Officials
(AASHTO) for flexural reinforcement in deck slabs several decades ago. The implied maximum crack width, according to the provisions of AASHTO, Article 5.6.7, for moderate exposure to corrosion is 0.017 in. Such limitation has been shown in practice to be prohibitive when high-strength rebars, whether corrosion resistant or not, are used. In the meantime, there does not appear to be adequate evidence that longitudinal cracks across the main transverse reinforcement are as dominant as transverse cracks across the secondary longitudinal bars. The second method is the “Empirical Design Method” in Chapter 9 of AASHTO LRFD BDS. This method gives prescriptive reinforcement based on full-scale testing performed in Ontario, Canada, in the 1970s. Interestingly, the Empirical Design Method results in lower rebar quantities than the more rigorous Strip Method. Further, the Empirical Design Method has no requirement for flexural crack control equations. Thus, it appears that the mechanics of load transfer in deck slabs need to be fundamentally examined.

The objectives of this research, limited to reinforced concrete bridge decks supported on structural steel or concrete girders, are: (1) To develop a comprehensive understanding of the causes of cracking in cast-in-place concrete bridge decks that are placed on girders. This may include full-depth precast concrete bridge decks. (2) To develop methods of controlling cracks by the identified causes. Such methods shall include concrete material properties, rebar types and properties, chemical admixtures, and curing methods. (3)        To review and modify the current AASHTO provisions relative to crack control. This would include the provisions of Article 5.6.7—Control of Cracking by Distribution of Reinforcement. Such revisions should be based on a rational interpretation of the available body of knowledge in addition to actual field demonstrations. (4) To examine the serviceability requirements for the Strip Method (Article 5.6.7) and the Empirical Design Method (Article 9.7.2).]]></description>
      <pubDate>Tue, 09 Jun 2026 16:01:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712183</guid>
    </item>
    <item>
      <title>Risk Mitigation and Update of Highway Bridge Design Guidance for Vessel Collisions</title>
      <link>https://rip.trb.org/View/2712182</link>
      <description><![CDATA[In 1991, the American Association of State Highway and Transportation Officials (AASHTO) adopted the Guide Specification and Commentary for Vessel Collision Design of Highway Bridges (GSVCD) as a result of the 1980 collapse of the Sunshine Skyway Bridge and following a research project sponsored by 11 states and the Federal Highway Administration (FHWA). The GSVCD requires that bridge structures be designed to minimize the risk of collapse after being struck by a ship. The second edition of the GSVCD (2009/current) was developed to incorporate lessons learned from the use of the 1991 GSVCD, incorporate the Load and Resistance Factor Design (LRFD) methodology, clarify the risk procedure, and highlight evaluation of existing bridges using the revised GSVCD.

On March 18, 2025, the National Transportation Safety Board (NTSB) issued the report Safeguarding Bridges from Vessel Strikes: Need for Vulnerability Assessment and Risk Reduction Strategies in the wake of the Francis Scott Key Bridge collapse by ship collision. The report recommended evaluation of 68 bridges for risk of catastrophic collapse from vessel strikes and potential development of risk reduction plans.

A recent workshop on “Large Ship Impacts on Bridge Piers” was organized by the City College of New York and the University of Michigan and attended by more than 700 engineers and researchers from around the world. The workshop provided extensive feedback from leading experts and engineers on needs and gaps in this area.

Since the AASHTO GSVCD publication, a lot of research studies have been carried out nationally and internationally.

The objective of the research is to identify needs and gaps for risk mitigation of large vessel or ship collisions and update the AASHTO GSVCD and the AASHTO LRFD Bridge Design Specifications (LRFD BDS). The research will be based on the evolving state of practice, the growth of the shipping industry and data collection, the feedback from applying the existing Guide Specs and the LRFD BDS, and recent advancement of national and international research. The updated guidance will build on the existing design guidance and apply to new bridge design and existing bridge evaluation, risk assessment, bridge protection, and/or countermeasures and retrofit associated with risk of highway bridge vessel collision.]]></description>
      <pubDate>Tue, 09 Jun 2026 15:51:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712182</guid>
    </item>
    <item>
      <title>Implementing Displacement-Based Seismic Design and Streamlining Low Seismic Zone Design Requirements in the AASHTO LRFD Bridge Design Specifications</title>
      <link>https://rip.trb.org/View/2712168</link>
      <description><![CDATA[Seismic design for roadway bridges has evolved over the past several decades, moving away from traditional force-based approaches toward displacement-based and performance-based methodologies. The current force-based provisions in the AASHTO Load and Resistance Factor Design (LRFD) Bridge Design Specifications (BDS) rely on approximate relationships between force reduction factors and expected structural performance, which have been shown to be conservative in some cases but not others. In contrast, displacement-based seismic design provides a more direct and reliable relationship between design methods and expected bridge performance.

The American Association of State Highway and Transportation Officials (AASHTO) allows both force-based and displacement-based approaches, potentially resulting in different design outcomes depending on the method selected. Additionally, recent advancements in performance-based seismic design and seismic isolation have not been fully integrated into the BDS. For example, current performance-based guidelines reference outdated ground motion models, while the Seismic Guide Specifications lack sufficient detail in areas such as steel substructures and emerging design approaches for bridge pier walls. Additionally, the seismic provisions are distributed across multiple sections of the BDS and related guide specifications, making it difficult for practitioners to identify pertinent requirements. There is a need for research to develop a streamlined framework for seismic bridge design for all seismic regions that reflects current research and practice, and to update current guidance.

The objectives of this research are to (1) develop a guide suitable for practitioners in all seismic regions that synthesizes recent advances in seismic analysis and design, and consolidates seismic design requirements; (2) provide a streamlined framework for a performance-based approach to seismic bridge design and seismic isolation; and (3) prepare a standalone memorandum with language suitable for AASHTO’s consideration in evaluating potential updates to the AASHTO Guide Specifications for LRFD Seismic Bridge Design and a new seismic design section within the BDS.]]></description>
      <pubDate>Tue, 09 Jun 2026 12:36:02 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712168</guid>
    </item>
    <item>
      <title>High-Strength, Corrosion-Resistant Reinforcement for Empirical Deck Design </title>
      <link>https://rip.trb.org/View/2689407</link>
      <description><![CDATA[The Nebraska Department of Transportation (NDOT) seeks to maximize the long-term durability and minimize the lifecycle maintenance costs of the bridge deck for an upcoming major river-crossing replacement, where future deck rehabilitation or replacement would be exceptionally costly, disruptive, and hazardous. Although NDOT has adopted guidance intended to improve deck durability, current practices still rely primarily on empirical deck design provisions developed decades ago using Grade 60 reinforcing steel. These provisions specify total reinforcing area but do not require explicit evaluation of crack control parameters, do not account for the use of higher-strength reinforcing (e.g., Grade 80 or Grade 100), and do not provide direction on how reduced steel area enabled by higher yield strength may affect crack formation, crack widths, or long-term durability. At the same time, while recent European research has proposed durability-focused design approaches that incorporate explicit crack-width considerations, there remains significant disagreement within the research and practitioner communities regarding the extent to which crack width directly correlates with reinforced concrete durability. As a result, it is not yet clear whether or how such approaches should be adopted by NDOT; however, a thorough review and synthesis of this work is essential to inform any future deck reinforcement guidelines. As NDOT considers transitioning to higher-grade reinforcement to reduce material quantities and construction complexity, it currently has no validated methodology to configure bar size, spacing, and reinforcement ratios to ensure adequate crack control, residual crack behavior, and ultimate strength performance. ]]></description>
      <pubDate>Tue, 02 Jun 2026 12:26:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/2689407</guid>
    </item>
    <item>
      <title>Development of design guidelines for protection against erosion at bridge piers of rectangular cross section and estimating effects of pressurized flow on erosion potential</title>
      <link>https://rip.trb.org/View/2706034</link>
      <description><![CDATA[Bridge piers are vulnerable to severe erosion (scour) during high-flow and flooding conditions, which can compromise structural stability and, in extreme cases, lead to bridge failure. Existing riprap design methodologies used to protect bridge piers have limitations, particularly for rectangular piers and for conditions in which bridge decks become submerged and flow transitions from open channel to pressurized regimes. Inadequate riprap sizing under such conditions increases risk of structural distress, traffic interruption, and potential safety hazards.
This project develops improved design guidelines for riprap protection at rectangular bridge piers under both open channel and pressurized flow conditions. Using validated three-dimensional numerical simulations, the research will quantify how pier geometry, aspect ratio, angle of attack, and flow regime influence critical shear stress and the Froude number associated with stone failure. The project will propose a multi-parameter riprap sizing formula applicable to a broader range of geometrical and hydraulic conditions, including overtopping scenarios. Recommendations will be provided for adapting existing HEC-18 methodologies to account for pressurized flow conditions at bridge sites.

]]></description>
      <pubDate>Sat, 23 May 2026 17:39:45 GMT</pubDate>
      <guid>https://rip.trb.org/View/2706034</guid>
    </item>
    <item>
      <title>Integrating Temporary Bridges into Maintenance and Modernization Strategies of Bridge Infrastructure Assets</title>
      <link>https://rip.trb.org/View/2696148</link>
      <description><![CDATA[Temporary bridges are critical lifelines built to ensure continuity of service during
major renovation projects of ordinary bridges or following natural disaster
emergencies. Differently from ordinary bridges, which are expected to be in
service for 75 years, these structures have a service life of 5 years. In a time in
which investments in existing bridge maintenance and repair are expected to
increase by 58%, from $14.4 billion annually to $22.7 billion annually (ASCE,
2021), it is essential to plan investments on a risk-informed basis. Establishing a
methodology to conduct performance-based and cost-effective designs of
systems with a short service life is fundamental to properly inform the
management of large assets, where overdesigns at a large scale would lead to
uneconomical solutions. Nevertheless, to date, a nationwide consensus on the
most appropriate hazard level to adopt nationwide for the seismic design of
temporary structures is yet to be established. This project will build upon previous research of the PI supported by the California Department of Transportation (Petrone et al., 2025; Kashizadeh et al., 2025a; Kashizadeh et al., 2025b), which provided recommendations for the design of temporary bridges employing light superstructure in California. This research will substantially broaden the scope, by carrying out suites of risk analyses on a wide range of bridge typologies employed by the Departments of Transportation across the nation, for different site conditions, and levels of seismicity. Collectively, this effort will offer a robust performance-based and risk-informed foundation for updating current design provisions for temporary bridges, an often overlooked yet critical component of resilient transportation networks. In a broader sense, the methodologies developed through this project will go beyond the design of temporary bridges and be applicable to other short-service life infrastructure systems, expanding relevance and applicability of this research.]]></description>
      <pubDate>Mon, 27 Apr 2026 19:33:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696148</guid>
    </item>
    <item>
      <title>CFST to Concrete Pile Cap Connections - Refinement of Analysis Methodologies and Standardization of Design Details</title>
      <link>https://rip.trb.org/View/2694292</link>
      <description><![CDATA[Concrete-filled steel tube (CFST) piles with concrete pile caps have been successfully used by the Montana Department of Transportation (MDT) as cost-effective bridge foundations for short and medium-span bridges. While their performance under gravity loads is well understood, predicting their behavior under extreme lateral loads (e.g. seismic events) remains challenging with conventional design methods. Recent research at Montana State University developed a moment-rotation based methodology to predict CFST-to-cap connection capacity, but refinements are needed to improve its accuracy, particularly
regarding the effects of U-bar reinforcement. Additionally, lack of standardized design details for CFST pile cap connections has led to inconsistencies in bridge designs and construction practices. Without standard details, engineers must custom-design each connection, which can result in variable performance and uncertain safety margins. There is a clear need to build upon the existing research findings to enhance the design methodology and provide uniform design guidance for these connections.]]></description>
      <pubDate>Fri, 17 Apr 2026 11:22:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2694292</guid>
    </item>
    <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.

OBJECTIVE: 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>
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