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    <title>Research in Progress (RIP)</title>
    <link>https://rip.trb.org/</link>
    <atom:link href="https://rip.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Research in Progress (RIP)</title>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Risk-Based and Cost-Effective Agency Verification of Contractor-Collected Pavement and Bridge Profiles</title>
      <link>https://rip.trb.org/View/2712193</link>
      <description><![CDATA[State departments of transportation (DOTs) recognize that pavement and bridge smoothness is a key indicator of performance and public satisfaction. As state DOT staffing levels have declined, contractors have become increasingly responsible for collecting profile data, calculating smoothness indices, and sometimes determining pay factors. While federal regulations require independent verification of contractor data used for acceptance decisions, agencies remain uncertain about the level of verification needed to ensure accuracy and judicious allocation of public funds.

Current practices for validation and verification vary widely across state DOTs. Some agencies collect independent profiles on a subset of projects, while others rely on partial sampling, comparisons with contractor data, or limited review processes. The statistical reliability and risk implications of these approaches are not well understood. Additionally, advances in data collection technologies, such as high-speed profilers, have increased the volume of data, challenging traditional verification approaches. There is a need for research that helps state DOTs accurately determine pavement life through the potential use of emerging technologies and improved verification of contractor-collected pavement and bridge profile data.

The objective of this research is to develop a guide and supporting tool to assist state DOTs in conducting cost-effective, risk-based verification of contractor-collected pavement and bridge profiles.]]></description>
      <pubDate>Tue, 09 Jun 2026 17:10:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712193</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>Rewrite and Modernize the Manual for Bridge Evaluation for Compliance with the Revised National Bridge Inspection Standards</title>
      <link>https://rip.trb.org/View/2712177</link>
      <description><![CDATA[The Manual for Bridge Evaluation (MBE) is the primary manual for load rating of bridges and also includes important information regarding inspection and asset management. Bridge owners rely on the manual to remain compliant with the National Bridge Inspection Standards (NBIS), but also to maintain safety of the traveling public without unnecessarily restricting commerce by overconservative load ratings. The MBE has been revised multiple times to attempt to keep up with research, but due to the size and complexity of the manual, these updates have been limited to individual sections of the manual, leading to inconsistencies. Addressing these inconsistencies will help bridge owners maintain the safety of their bridges without unnecessarily restricting commerce. The MBE needs to be comprehensively updated to incorporate changes in federal legislation and regulations, including (1) element-level bridge inspection on the National Highway System, (2) bridge management system as part of Transportation Asset Management Plan, (3) NBIS, and (4) the Specification for the National Bridge Inventory (SNBI).

Additionally, the MBE updates have not kept pace with innovations, research, and best practices, such as nondestructive evaluation techniques, underwater imaging, uncrewed inspection systems, bridge asset management systems, oversize/overweight permitting, posting, nonredundant steel tension members, and risk-based inspection intervals. Past updates lacked a holistic approach, which led to inconsistencies throughout the MBE. Some MBE topics may benefit from consolidating existing documents into the MBE, relocating existing MBE topics to other AASHTO documents, or creating independent manuals to streamline the user experience. NCHRP Project 20-123(21) is developing a plan to systematically update the AASHTO MBE. This project would implement the findings of that roadmap.

The objective of this research is to implement the Roadmap for the Rewrite of the Manual for Bridge Evaluation based on the recommendations from NCHRP Project 20-123(21). ]]></description>
      <pubDate>Tue, 09 Jun 2026 14:57:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712177</guid>
    </item>
    <item>
      <title>Establishment of Personnel Certification and Quality Control and Quality Assurance Processes for Nondestructive Testing of Concrete and Steel Bridge Elements</title>
      <link>https://rip.trb.org/View/2712174</link>
      <description><![CDATA[The certification of personnel performing nondestructive testing (NDT) of steel and concrete bridges in field inspections is fragmented between certification bodies and is inconsistent from one owner to the next. However, the knowledge, training, and experience of technicians performing NDT is paramount in obtaining consistent and accurate data on the condition of the structure so that key asset management decisions can be made. Studies have shown that even technicians certified and practicing in other sectors, such as nuclear or oil and gas, underperform when placed on a bridge field inspection project. While some literature exists on the effects of this resulting gap in knowledge and experience, no process exists for personnel certification of engineers or technicians performing NDT for bridges. Additionally, there is no framework for quality controls or quality assurance (QA) processes that could be used or specified by owners to establish a minimum standard of care for NDT protocols.

Comparative studies quantifying how different certification schemes affect field measurement repeatability are limited, and there is little published evidence on cost-benefit tradeoffs for implementing bridge-specific certification and QA programs at state or national scales. Overall, the literature highlights the need for a national or regulatory framework that adapts ISO 9712 and SNT-TC-1A principles to bridge environments—incorporating field performance testing, bridge-specific competencies, continuing education, and systematic QA oversight—to ensure uniform NDT practices across transportation agencies.

The objective of this research is to study industry certification and qualification practices for bridge inspection and evaluation, assessing their effectiveness through a national and international literature review and a survey of bridge owners worldwide. The study will also examine certification protocols used in other industries, such as energy, aviation, and manufacturing, that employ NDT in construction, in-service inspections, and maintenance. The findings will inform the development of guidelines for a consistent, reliable certification program for NDT technicians.

The project should establish minimum personnel certification requirements and QA processes for transportation agencies to ensure uniform results across technicians applying NDT to concrete and steel bridge members. Recommendations will cover common NDT methods, including ground penetrating radar, ultrasonic and advanced ultrasonic testing, impact echo, infrared imaging, laser crack detection, and automated sounding. A framework will also be developed to help owners implement certification and QA for other NDT methods.]]></description>
      <pubDate>Tue, 09 Jun 2026 12:57:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712174</guid>
    </item>
    <item>
      <title>Investigation of Shear Capacity in Girders with Undersized Transverse Stiffeners</title>
      <link>https://rip.trb.org/View/2709244</link>
      <description><![CDATA[The design of transverse shear stiffeners in steel plate girder bridges has changed over the years. Earlier AASHTO Standard Specifications and AASHTO Bridge Design Specifications (BDS) required transverse stiffeners to have sufficient flexural rigidity to develop the shear buckling resistance of a steel girder web. The current AASHTO Load and Resistance Factor Design Bridge Design Specifications (LRFD BDS) use a different approach based on minimum geometric dimensions of the stiffener. 

This change affects the load rating of older bridges that do not meet current criteria. The AASHTO LRFD BDS and the AASHTO Manual for Bridge Evaluation (MBE) do not include provisions for determining the shear capacity of girders with undersized stiffeners or the effectiveness of an undersized stiffener. In current practice, load rating engineers may assume existing undersized transverse stiffeners are adequate based on inspection or original design practice; however, when these stiffeners are evaluated against current geometric requirements, even slightly undersized stiffeners may be treated as ineffective, and the girder may be rated as unstiffened. This can significantly reduce the calculated shear resistance of the girder and may result in unnecessary strengthening, load posting, or bridge closure. 

Engineering judgment indicates that slightly undersized stiffeners may still provide some resistance; however, there is currently no mathematical basis or load rating procedure to quantify that resistance. Therefore, research is needed to investigate the resistance of steel girders with undersized transverse stiffeners. This research would help state departments of transportation (DOTs) and bridge owners more accurately evaluate existing steel girder bridges, reduce unnecessary load postings or strengthening, and extend the service life of bridges that have reserve capacity. 

OBJECTIVE: The objective of this research is to develop load rating provisions for bridges with undersized transverse stiffeners. The research should be presented through a white paper with proposed revisions to the AASHTO MBE. ]]></description>
      <pubDate>Tue, 02 Jun 2026 15:10:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2709244</guid>
    </item>
    <item>
      <title>Development and Evaluation of Approach Guardrail Transition with Increased Span Length between Concrete bridge Rail and First Transition Post - Phase II </title>
      <link>https://rip.trb.org/View/2689395</link>
      <description><![CDATA[Phase I of this project, funded by the Nebraska Department of Transportation (NDOT), addressed this need at the concept and simulation level. Midwest Roadside Safety Facility (MwRSF) researchers developed and refined several long-span approach guardrail transition (AGT) concepts for the 34-inch tall NDOT thrie-beam system and used LS-DYNA simulations to evaluate their performance with increased span between the concrete buttress and the first transition post under MASH TL-3 impact conditions. The work included evaluation of the upstream W-beam to thrie-beam transition, the downstream thrie-beam to rigid buttress connection, and identification of critical impact points for both the pickup truck and small car tests. These analyses demonstrated that the selected long-span concept is a promising candidate, but they do not satisfy Federal Highway Administration (FHWA) requirements. Federal acceptance of new roadside safety hardware under the American Association of State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware (MASH) requires full-scale crash testing. An FHWA eligibility letter cannot be obtained on the basis of simulations alone. Without full-scale crash testing, the long-span AGT system cannot be fully validated, adopted statewide, or included in NDOT standard plans. Phase II is therefore needed to conduct the required full-scale MASH TL-3 crash tests and provide an FHWA-compliant evaluation of the new long-span AGT system.]]></description>
      <pubDate>Tue, 02 Jun 2026 12:25:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2689395</guid>
    </item>
    <item>
      <title>Damage Progression of Highway Bridges and Operational Vibration-Waveforms-Phase-2</title>
      <link>https://rip.trb.org/View/2706038</link>
      <description><![CDATA[Aging highway bridges are increasingly subjected to heavy truck traffic that can exceed design load expectations and accelerate structural deterioration. Undetected overload events may contribute to localized stress concentrations, fatigue damage, and reduced service life. Current bridge monitoring approaches typically rely on periodic inspection rather than continuous operational detection of extreme loading events.
This project advances a vibration-based monitoring methodology to detect, identify, and predict the weight of heavy vehicles causing extreme loading on highway bridges. Building on Phase 1 results, the research integrates multi-sensor data—including accelerometers, six-dimensional inertial sensors, strain sensors, gyroscopes, and radar-video systems—to identify overload events and correlate them with structural response and potential damage hot spots. Finite element modeling and moving-load simulations will be used to support weight estimation and validate field measurements. The methodology will be tested on single- and multi-span steel and concrete girder bridges in Iowa. The resulting system is designed to provide a practical, portable, and cost-effective approach for bridge overload detection and condition-informed decision-making.

]]></description>
      <pubDate>Sat, 23 May 2026 18:06:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/2706038</guid>
    </item>
    <item>
      <title>Bridge Strike Prevention and Detection</title>
      <link>https://rip.trb.org/View/2704034</link>
      <description><![CDATA[As the number of large loads increases in South Dakota, the risk of collisions with bridges is also rising. Bridge strikes can lead to unexpected costs and safety hazards. The traveling public may experience significant consequences from these incidents, including fatal or severe injuries, detours and delays, and rerouting of heavy loads due to reduced structural capacity. 

To prevent bridge strikes, transportation agencies take measures ranging from passive signing of warnings or clearance heights and widths, to physical barriers placed prior to the bridge, to active warning systems that detect vehicle heights and widths, warn drivers via flashing beacons, digital message signs, or in-cab notifications, and alert the agency’s operations center. Other agencies have attempted to protect bridges with sacrificial energy-absorbing materials applied to the structure. The applicability and effectiveness of these measures depend on factors such as bridge characteristics, road geometry, sight distance, traffic volume, travel speed, bypass opportunity, and others. 

Detecting actual bridge strikes is essential to incident response, assessing structural damage, initiating repair, and identifying motor carriers financially responsible for damage. Some agencies have deployed systems that detect strikes, capture imagery of the vehicle involved, and transmit information to an operations center.

Because the cost of installing, maintaining, and operating advanced bridge strike warning and detection systems preclude their use at every bridge, agencies must decide what measures are necessary and cost-effective at individual bridges. Based on the characteristics of the structure, the likelihood of a strike, the possible level of damage and impact on transportation due to a strike, and the expected effectiveness of the measures to be deployed.

The findings of NCHRP Research 08-139, Guide for Preventing and Mitigating the Risk of Bridge and Tunnel Strikes by Motor Vehicles, will help guide this research for South Dakota. South Dakota also has oversized vehicle permit data available, which can be used to identify routes with the highest frequency of permitted oversized loads.
]]></description>
      <pubDate>Wed, 20 May 2026 11:37:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2704034</guid>
    </item>
    <item>
      <title>Structural Safety Evaluation from Computational Modeling of Unknown Bridges Using LiDAR Point Cloud and Nondestructive Testing Data
</title>
      <link>https://rip.trb.org/View/2703878</link>
      <description><![CDATA[This project aims to convert LiDAR point cloud data into a finite element model of an unknown bridge by integrating steel bars identified from nondestructive testing into structural geometries based on LiDAR point cloud and validating the computational model against a reference model created manually using structural drawings. The aim of this study will be achieved by executing four tasks: (1) Data collection from a bridge using drone-based LiDAR flights and nondestructive testing, such as ground penetrating radar for detection and identification of steel reinforcement grids hidden in concrete members. (2) 	Data processing through registration, noise removal, and down-sampling. (3) Automated finite element model generation by integrating hidden features into structural components with outlining geometry of point cloud and discretizing them. (4) Condition assessment by running the computational model with estimated material properties under overloaded trucks and/or earthquake loads.]]></description>
      <pubDate>Mon, 18 May 2026 17:09:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/2703878</guid>
    </item>
    <item>
      <title>Use of Stainless-Steel Bridge Bearings for Steel Girder Bridges</title>
      <link>https://rip.trb.org/View/2701238</link>
      <description><![CDATA[Corrosion protection and prevention is a challenge for the steel bridges, especially in highly corrosive bridge environments, such as marine environment or locations with frequent exposure to deicing salts. Maintenance of steel bridge bearings is a large yearly expense for the Office of Structures in the Maryland Department of Transport State Highway Administration (MDOT SHA). Bridge bearings are the support system for the bridge girders and accommodate movements of the bridge beams and deck resulting from loading and thermal expansion/contraction. When a bearing is not functioning properly, the impacts range from mild to severe depending on the situation.
On the less extreme side, poorly functioning bearing results in additional stresses to the bridge, which over time compound to other issues such as cracking/spalling to the substructure units, etc. further deteriorating the bridge. In severe cases, it has resulted in cracks in the steel girder resulting in immediate closure of a structure and emergency repairs. On movable bridges it has resulted in the bridge getting stuck in an open position resulting in closure to the roadway until repairs could be made. The main culprit to the deterioration of the bearings is water resulting in rusting of the bearings. Fixing of the bearings is extremely costly because it requires jacking of the bridge to remove and
replace the impacted bearing. These reported issues raise the life cycle cost of bridge bearings. One solution to reduce the maintenance costs associated with corrosion is the use of a more corrosion-resistant steel, such as stainless steel. The use of stainless steel does not require protective coatings because chromium and the rest of the alloying elements develop a passive layer on the steel surface to protect it from atmospheric corrosion. ASTM A709 Grade 50CR (previously known as ASTM A1010), is a structural steel developed to address the corrosion issues associated with the use of traditional steels. Stainless steel bridge bearings have been installed at the Gawler River Rail Bridge near Adelaide in southern Australia. While structural bearings of stainless steel are generally more expensive than carbon steel alternatives, their use may substantially reduce life cycle costs by minimizing the need to replace them as a result of a longer service life – especially when indirect costs such as traffic management and traffic disruption are considered. A1010 stainless steel has been used for primary members in six vehicular bridges in the US [5]. In 2017, Virginia DOT completed a A1010 bridge, in which stainless steel were used for all primary and secondary members and fasteners. Duracorr stainless steel (current ASTM designation ASTM 709 Grade 50CR) is a low-cost, 12% chromium, stainless steel manufactured in the United States by ArcelorMittal USA. However, ASTM A1010 steel was developed with a low chromium-content (12% Cr) for highway bridge primary structural members to control the cost arising from large material volume use while maintaining satisfactory strength and impact toughness. Therefore, A1010 is not corrosion free and may corrode where high time-of-wetness and/or elevated chloride contents are present. Due to the relatively small volume of stainless steel consumed by bridge bearings, opting for a more costly stainless steel with elevated chromium-nickel content and higher corrosion resistance may prove more beneficial. This approach aligns with the objectives of extending service life and eliminating the need for maintenance. This study will address the question raised by the MDOT SHA Office of Structures on whether it is viable option to replace the standard metal bearings with stainless steel and eliminate any possibility of rusting. If the project's research survey results and literature search findings confirm this, a future shift to stainless steel bearings will eliminate maintenance and replacement works associated with rusted bridge bearing, potentially substantially reducing the life-cycle cost of bridge bearings. ]]></description>
      <pubDate>Wed, 13 May 2026 09:16:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/2701238</guid>
    </item>
    <item>
      <title>SPR-5012: Investigating FAST Act Legislation Requirements for Bridge Load Rating Considering Emergency Vehicles</title>
      <link>https://rip.trb.org/View/2700540</link>
      <description><![CDATA[The research aim is to understand the impact of the Fixing America’s Surface Transportation (FAST) Act combined with exemptions in Indiana code on load rating of bridges and to develop recommendations that comply with legislation while reducing staff burden. The FAST Act has resulted in emergency vehicle loads that must be considered for load rating of bridges. Due to exemptions in Indiana code, this requirement applies to interstate and noninterstate bridges, leading to the posting of 1,649 bridges, mostly maintained by local agencies. The focus will be on understanding the impact on locally maintained bridges and providing guidance on compliance.]]></description>
      <pubDate>Thu, 07 May 2026 09:23:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2700540</guid>
    </item>
    <item>
      <title>Development of a Real-Time Decision Support Framework for Resilient Bridge Infrastructure During Evolving Hazard Conditions
</title>
      <link>https://rip.trb.org/View/2696159</link>
      <description><![CDATA[Bridge infrastructure serves as a critical lifeline for transportation, emergency response, and economic continuity. In hazard-prone regions such as Florida, bridges face escalating risks from floods, hurricanes, and wildfires that can rapidly disrupt traffic flow and delay emergency operations. Existing bridge management systems primarily focus on long-term planning and condition assessment, offering limited capability for real-time decision-making during evolving hazard events. This project aims to develop a real-time decision support framework that enables dynamic management of bridge infrastructure under active hazard conditions. The proposed framework will integrate real-time hazard forecasts, sensor-based condition monitoring, and infrastructure performance data to guide rapid, data driven decisions. Using advanced analytics and scenario modeling, the system will support time-sensitive operational actions such as rerouting, temporary reinforcement, and emergency closures. A visual decision-support interface will convey hazard progression, bridge condition, and recommended response strategies to transportation agencies and emergency managers in an intuitive, spatially enabled format. Building upon prior work at Florida A&M University on the IntelliViz prioritization platform, this research extends the concept from long term resilience planning to operational support. A regional case study in Florida will demonstrate the practical implementation of the framework and its benefits for improving coordination, minimizing downtime, and enhancing public safety during flood and hurricane events. By integrating real-time data streams with predictive modeling and visualization tools, the project will bridge the gap between static risk assessment and dynamic hazard response, providing a scalable and implementable framework for strengthening transportation resilience and supporting informed, timely decisions during extreme events.]]></description>
      <pubDate>Mon, 27 Apr 2026 20:01:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696159</guid>
    </item>
    <item>
      <title>Optimization-Based Framework and Decision-Support Tool for Bridge Toll Implementation Under Behavioral and Operational Constraints

</title>
      <link>https://rip.trb.org/View/2696158</link>
      <description><![CDATA[This project aims to develop a novel theoretical framework and a practical decision-support tool to guide strategic bridge toll implementation under real-world behavioral and operational constraints. Traditional toll optimization and project evaluation models focus on market uncertainties but neglect critical human behavioral factors, such as present bias, that significantly influence decision outcomes. To bridge this gap, the proposed research introduces an optimization framework that integrates behavioral dynamics into infrastructure decision-making, enabling the identification of strategies that maximize long-term social welfare while addressing short-term user response and implementation pressures. The accompanying decision-support tool will translate this framework into an interactive, user-friendly platform for transportation agencies and policymakers. It will allow users to simulate and compare alternative tolling strategies, assess implementation timelines, and visualize trade-offs between system efficiency, user response, and long-term performance outcomes. By empowering decision-makers to make data-driven, welfare-maximizing choices, this project supports more effective, publicly acceptable, and operationally robust tolling practices. The research will generate theoretical advances, peer-reviewed publications, and an actionable tool ready for integration with Florida Department of Transportation's (FDOT’s) planning processes, ultimately contributing to more resilient, safe and efficient transportation infrastructure systems.]]></description>
      <pubDate>Mon, 27 Apr 2026 19:59:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696158</guid>
    </item>
    <item>
      <title>ViewBridgeInEnvironments: A Holistic, Context-Aware Approach to Bridge
Assessment Using Computer Vision Segmentation Technologies</title>
      <link>https://rip.trb.org/View/2696156</link>
      <description><![CDATA[ViewBridgeInEnvironments introduces a pioneering framework that integrates environmental factors and contexts into bridge assessment, leveraging advanced panoptic segmentation technologies, while also incorporating the latest computer vision (CV) methods beyond segmentation. Traditional bridge inspections focus primarily on structural integrity, often overlooking the surrounding natural and manmade environments that can influence deterioration, accessibility, and safety. This framework addresses that gap by capturing comprehensive visual data from both bridge structures and their environments, enabling a holistic understanding of bridge health and the interactions between structural elements and surrounding conditions. By incorporating CV-based models, the framework produces interpretable outputs such as binary masks and quantified features, which support actionable decision making in bridge monitoring, maintenance, and management. The approach allows for simultaneous assessment of structural and environmental conditions, providing insight into potential vulnerabilities caused by adjacent terrain, vegetation, hydrological factors, and nearby infrastructure. Through these analyses, transportation agencies can identify risks, prioritize interventions, and allocate resources more effectively to enhance bridge safety and functionality. ViewBridgeInEnvironments is designed to leverage low-cost, widely accessible data collection technologies, including imagery from cell phones, cameras, and affordable drones, making it practical for both state-managed and locally owned bridges. The framework is scalable and adaptable, capable of being applied across diverse geographic regions and bridge types, including those in rural or hard-to access areas where traditional inspection is challenging. While erosion is one example of a feature that can be monitored, the framework is not limited to this, and the project will identify additional key features for comprehensive bridge assessment. By integrating structural evaluation with environmental context, ViewBridgeInEnvironments enables bridge owners and agencies to make timely, informed decisions, supporting resilient, safe, and sustainable infrastructure. The project represents a significant advancement in applying computer vision and panoptic segmentation to civil infrastructure, combining precision, environmental awareness, and practical deployment to enhance bridge monitoring and management.]]></description>
      <pubDate>Mon, 27 Apr 2026 19:52:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696156</guid>
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