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    <title>Research in Progress (RIP)</title>
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    <atom:link href="https://rip.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMTYiIC8+PC9wYXJhbXM+PGZpbHRlcnM+PGZpbHRlciBmaWVsZD0iaW5kZXh0ZXJtcyIgdmFsdWU9IiZxdW90O0JyaWRnZSBzdXBlcnN0cnVjdHVyZXMmcXVvdDsiIG9yaWdpbmFsX3ZhbHVlPSImcXVvdDtCcmlkZ2Ugc3VwZXJzdHJ1Y3R1cmVzJnF1b3Q7IiAvPjwvZmlsdGVycz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" 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>Phase II Pilot Program for UAS-Enabled Component Level Bridge Inspection in New Mexico</title>
      <link>https://rip.trb.org/View/2703713</link>
      <description><![CDATA[Building on the success of Phase I, Phase II of the project seeks to expand unmanned aircraft system (UAS) inspection capabilities to focus on bridge superstructures. This is a more complex and critical component of overall structural performance, because superstructures, comprising elements such as girders, beams, and trusses, are responsible for transferring deck loads to substructures and ultimately to the ground. Their integrity is essential for bridge safety and serviceability.]]></description>
      <pubDate>Fri, 15 May 2026 13:14:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2703713</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>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 and Analysis of Bridge Foundations for Redundancy

</title>
      <link>https://rip.trb.org/View/2558400</link>
      <description><![CDATA[The American Association of State Highway and Transportation Officials (AASHTO) approach for designing highway bridges and structures addresses uncertainty in load and resistance and quantifies the variability in design parameters. However, from a geotechnical perspective, foundation design has typically involved calibrating design methods to a target reliability index (β) correlated to the probability of failure, which was considered acceptable in past practice. For example, the reliability index for deep foundation design has been calibrated for probabilities of failure of 1 in 100 (β = 2.3) for driven piles and 1 in 1,000 (β = 3.0) for drilled shafts. This difference is believed to be attributed to the variation in reliability between individual foundation elements and pile groups, with the latter being considered highly redundant systems.

The current AASHTO Load and Resistance Factor Design (LRFD) Bridge Design Specifications (BDS) are ambiguous regarding the definition of redundancy and its application to foundations. Research is needed to investigate redundancy as it applies to geotechnical design and to enhance existing design and analysis requirements.

The objective of this research is to develop design and analysis requirements for bridge foundation elements and groups. These requirements shall account for redundancy based on a probabilistic consideration of resistance for foundations.]]></description>
      <pubDate>Wed, 28 May 2025 10:00:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558400</guid>
    </item>
    <item>
      <title>Improving Connectivity: Innovative Fiber-Reinforced Polymer Structures for Wildlife, Bicyclists, and/or Pedestrians</title>
      <link>https://rip.trb.org/View/1752452</link>
      <description><![CDATA[Ecologists and engineers are constantly exploring new methods and adapting existing techniques to improve mitigation measures that increase motorist safety and wildlife species conservation. Crossing structures, combined with fences, are some of the most highly effective mitigation measures that are employed around the world due to their ability to not only reduce wildlife-vehicle collisions (WVCs) with large animals and increase motorist safety, but they also provide an additional benefit that other measures don’t, they help maintain habitat connectivity across transportation networks for many types and sizes of wildlife. Published research on bridge designs and materials for wildlife crossings is limited and suggests relatively little innovation has occurred. Given wildlife crossing structures are a critical contribution to highway mitigation strategies for reducing WVCs while also providing for habitat connectivity, species movement and migrations, the need for new, resourceful, and innovative techniques is warranted. This research explores the promising application of fiber-reinforced polymers (FRPs) to wildlife crossing structures. If FRP structural designs can meet all bridge specifications set by transportation agencies and prove to have less expensive life cycles, they will provide a new approach that is more efficient, more quickly deployed, lasts longer, requires less maintenance and is ultimately more adaptable than traditional materials. This project explores what is know about FRP bridge structures and materials that can be adapted for use in crossing structures over highways for wildlife and, by extension, for bicyclists and pedestrians as well.]]></description>
      <pubDate>Thu, 19 Nov 2020 14:12:00 GMT</pubDate>
      <guid>https://rip.trb.org/View/1752452</guid>
    </item>
    <item>
      <title>Structural Behavior of Ultra-High Performance Concrete</title>
      <link>https://rip.trb.org/View/1752366</link>
      <description><![CDATA[The objective of the proposed project is to develop knowledge pertinent to the structural performance of ultra-high performance concrete (UHPC). This knowledge will be of significant value as the American Association of State Highway and Transportation Officials (AASHTO) Committee on Bridges and Structures considers the use of UHPC-class materials in highway bridges and structures.
The proposed project is focused on the design, fabrication, performance, and analysis of UHPC components. It is anticipated that various UHPC components will be designed, fabricated, and tested. The test results will be analyzed and used to inform proposed structural design guidance for UHPC components. Results will also be used to support usage of UHPC by interested departments of transportation. It is anticipated that bridge superstructure components (e.g., pretensioned girders) will be a significant part of this study, with behaviors related to flexure, shear, and end zones being investigated. Other components may be investigated based on available resources and the interest of participating partners.]]></description>
      <pubDate>Wed, 18 Nov 2020 17:16:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/1752366</guid>
    </item>
    <item>
      <title>Evaluation of Spatial and Temporal Load Distribution in Steel Bridge Superstructures</title>
      <link>https://rip.trb.org/View/1644898</link>
      <description><![CDATA[The objective of this research is to improve understanding of three-dimensional load distribution, including time variation, in steel girder bridges through field monitoring and numerical modeling. The project will provide new knowledge about sources of girder stress that will inform future design procedures and improve safety and economy in Illinois Department of Transportation's (IDOT's) bridges.]]></description>
      <pubDate>Thu, 08 Aug 2019 11:50:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/1644898</guid>
    </item>
    <item>
      <title>Advancing Steel Superstructures for ABC</title>
      <link>https://rip.trb.org/View/1512672</link>
      <description><![CDATA[This project will test various schemes for accelerated bridge construction using steel superstructures.  The testing will make recommendations for the optimal solution(s) to broaden acceptance.]]></description>
      <pubDate>Wed, 16 May 2018 09:08:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/1512672</guid>
    </item>
    <item>
      <title>Seismic Performance of Bridge Superstructure in Accelerated Bridge Construction</title>
      <link>https://rip.trb.org/View/1441865</link>
      <description><![CDATA[Accelerated bridge construction (ABC) methods utilizing prefabricated components and segmental construction techniques continue to be advanced around the country and have already been implemented in many states, including Texas, Washington, New York, and Massachusetts, to name a few (Federal Highway Administration [FHA] 2009). The ABC method has also been adopted by the California Department of Transportation (Caltrans) on a case by case basis, especially for bridge widening projects such as the San Mateo Bridge (Caltrans 2008). However, to date there has been very little experimental research conducted to validate seismic load capacities of connection details for such methods, and there has not been a systematic undertaking to introduce ABC in high seismic regions.]]></description>
      <pubDate>Wed, 04 Jan 2017 10:54:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/1441865</guid>
    </item>
    <item>
      <title>Experimental Validation of Interaction of MSE Abutments with Superstructures under Seismic Loading</title>
      <link>https://rip.trb.org/View/1441847</link>
      <description><![CDATA[In 2013, the Earth Retaining Systems, Substructures, Loads, and General Earthquake Committees issued a joint position on Mechanically Stabilized Earth (MSE) Abutments. In that paper, MSE technology was approved for limited use with a traditional abutment or piles. A non-traditional design was not approved pending further research on the seismic performance of MSE bridge abutments which allegedly can be constructed quicker that traditional abutments.  This non-traditional design was initially investigated under Task #2493. Task #2539 will continue this investigation in two directions: 1) shake table tests (both longitudinal and transverse directions) of 6 reduced-scale MSE bridge abutment models using a small table (10 × 16 ft.), and 2) three-dimensional (3D) numerical modeling of the seismic performance of these test structures and full-scale MSE abutments.]]></description>
      <pubDate>Wed, 04 Jan 2017 10:54:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/1441847</guid>
    </item>
    <item>
      <title>Monitoring Vibrations on Jefferson City Truss Bridge</title>
      <link>https://rip.trb.org/View/1372829</link>
      <description><![CDATA[The objective of the research was to determine the frequency and cause of resonant vibrations of vertical truss members on bridge A4497 over the Missouri River in Jefferson City, Missouri. Instrumentation to monitor the vibrations of four vertical members was installed on the bridge and monitored for 42 days. Weather data available from the weather station at the Jefferson City Memorial Airport were used to analyze weather conditions causing resonant vibrations of the four vertical members. 
Eleven vibration “events” were found where vertical members vibrated with higher than normal acceleration. The researchers also analyzed historical weather data to determine how frequently the resonance vibrations were occurring. The research team concluded that the frequency of resonant vibration events was likely 0.25 or fewer events per day. The vibrations were caused by average winds from the west-northwest, northwest, or southwest of approximately 17 mph or greater, based on monitoring results. 
Recommendations stemming from the research are as follows:
•	The effect of the vibration events on the durability of the vertical truss members should be analyzed further to determine if a retrofit is necessary. The data provided through the field monitoring should be used in the analysis.
•	Other vertical members of similar lengths should be monitored to determine if they are also affected by resonant vibrations.]]></description>
      <pubDate>Tue, 27 Oct 2015 11:43:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/1372829</guid>
    </item>
    <item>
      <title>Use of 0.7-in. Diameter Strands in Precast Pretensioned Girders</title>
      <link>https://rip.trb.org/View/1364284</link>
      <description><![CDATA[Long-span bridges are often used in environmentally sensitive terrains, water crossings, and in locations with traffic and geometric restrictions. Bridges with long-span precast pretensioned girders are advantageous due to their ease and speed of construction, lower cost, and long-term durability. The use of 0.7-in. diameter strands would help bridge designers extend the spans of the existing girder shapes. However, the current AASHTO bridge design and construction specifications do not address the use of 0.7-in. diameter strands for precast prestressed girders. Bridge owners, fabricators, and contractors need specifications and guidelines to implement the use of 0.7-in. diameter strands in practice. 
  
The objectives of this research were to develop: (1) proposed modifications to the AASHTO LRFD Bridge Design Specifications and the AASHTO LRFD Bridge Construction Specifications to incorporate the use of 0.7-in. diameter strands in precast pretensioned girders for various span lengths; (2) guidelines for precast pretension girder fabrication using 0.7-in. diameter strands; and (3) guidelines for handling, shipping, and erection of long-span girders. ]]></description>
      <pubDate>Thu, 06 Aug 2015 01:00:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/1364284</guid>
    </item>
    <item>
      <title>Bidiretional-Ductile End Diaphragms for Seismic Performance and Substructure Protection</title>
      <link>https://rip.trb.org/View/1334859</link>
      <description><![CDATA[This project will develop bi-directional ductile diaphragms for implementation in straight and skewed bridge superstructures to provide resistance to bidirectional earthquake excitations. Work in Stage 1 will involve non-linear time-history dynamic analyses to investigate the seismic performance of bridges with the proposed bi-directional ductile diaphragm concept, considering variations in skew, span length, reactive mass, fundamental period of vibration, and earthquake excitation characteristics. The dynamic analyses will allow investigating the impact of these parameters on global behavior as well as an understanding of the magnitude of local demands and the extent of bi-directional displacements that the hysteretic devices must be able to accommodate while delivering their ductile response. Work will also be conducted to identify effective and practical details for hysteretic energy dissipating devices. The outcome of this stage will be an understanding of expected dynamic seismic performance as a function of key design parameters, and details for the proposed energy dissipated elements to be investigated in Stage 2. Work in Stage 2 will involve scaled experiments to subject selected device and connection details to a regime of relative end-displacements representative of the results predicted from parametric analytical studies. Actual materials will be used and practical limits will be respected. The tests will be conducted in a quasi-static mode and the experiment will be designed based on the recommendations of the collaborating departments of transportation (DOTs). The outcome of this stage will be viable hysteretic devices and connections schemes, as well as a preliminarily designed prototype to provide an understanding of what would be entailed to conduct shake-table testing of a span constructed with the proposed ductile diaphragm concept. Collaborating DOTs will be solicited to contribute to shake-table testing. The final report will provide relevant data and recommended design requirements.]]></description>
      <pubDate>Wed, 10 Dec 2014 01:02:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/1334859</guid>
    </item>
    <item>
      <title>Long-Term Remote Sensing System for Bridge Piers</title>
      <link>https://rip.trb.org/View/1334244</link>
      <description><![CDATA[Scour and other natural hazards have the potential to undermine the stability of piers in highway bridges. This has led to bridge collapse in the past, and significant efforts have been undertaken to address the potential danger of scour and other hazards. However, there remains a lack of reliable, cost-effective, long-term monitoring devices capable of determining the structural stability of bridge piers. Research and development proposed within this project is intended to develop a unique and robust monitoring system for highway bridge piers. This system will be designed to measure changes in tilt and vertical displacement of bridge piers using an array of low-cost sensors mounted on the bridge pier and superstructure. Signal processing correlation algorithms will be developed that use sensor density and location to better measure long-term bridge rotations and displacements. The use of a high-density sensor array will provide a redundant, autonomous and stable measurement system. Unique and innovative aspects of the proposed system include 1) the ability to measure vertical displacement of a pier that may occur without tilt, and 2) special signal processing algorithms that will reduce temperature and drift problems common to long-term monitoring systems, and 3) the implementation of a redundant sensor array to reduce costs and increase long-term system reliability. The prototype system will be tested in cooperation with the New York State Department of Transportation.]]></description>
      <pubDate>Thu, 04 Dec 2014 01:01:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/1334244</guid>
    </item>
    <item>
      <title>Manual for Assessing the Service Life of Corrosion-Deteriorated Reinforced Concrete Members in Highway Bridges in West Virginia</title>
      <link>https://rip.trb.org/View/1324622</link>
      <description><![CDATA[Corrosion-induced deterioration of reinforced concrete bridge superstructure members is a common and costly problem in the United States. In a recent report to Congress, the Federal Highway Administration (FHWA) reported that of the nation's 577,000 bridges 134,000 were classified as structurally deficient. According to the July 9, 2010 Bridge Data Book published by The West Virginia Department of Highways (WVDOH) 979 of the 6,789 bridges in West Virginia are classified as structurally deficient. Structurally deficient bridges are those that are closed, have a low load posting, or that require rehabilitation or replacement. Approximately 40 percent of the current backlog of highway bridge repair and rehabilitation costs is directly attributed to the corrosion of reinforced concrete bridge elements. WVDOH is not unique in that they use visual inspection as a valid technique to monitor the extent of cracking and damage for bridge members. This visual inspection technique would allow bridge inspectors and bridge engineers of old to determine the extent of the maintenance required for each bridge member. However, various techniques have been developed over the years to assess the condition of concrete bridge elements that will assist today's bridge engineers in making these decisions with more reliability. Therefore, there is an urgent need to identify or develop suitable procedures for assessing the condition of corrosion-deteriorated bridge members, estimating their expected remaining service life, and determining the effects of maintenance and repair options on their service life.]]></description>
      <pubDate>Fri, 26 Sep 2014 01:00:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/1324622</guid>
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