<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Research in Progress (RIP)</title>
    <link>https://rip.trb.org/</link>
    <atom:link href="https://rip.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSJhbGwiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMTYiIC8+PC9wYXJhbXM+PGZpbHRlcnM+PGZpbHRlciBmaWVsZD0iaW5kZXh0ZXJtcyIgdmFsdWU9IiZxdW90O0NvcnJ1Z2F0ZWQgc3RlZWwmcXVvdDsiIG9yaWdpbmFsX3ZhbHVlPSImcXVvdDtDb3JydWdhdGVkIHN0ZWVsJnF1b3Q7IiAvPjwvZmlsdGVycz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" rel="self" type="application/rss+xml" />
    <description></description>
    <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>Corrugated Steel Culvert Corrosion &amp; Abrasion Performance</title>
      <link>https://rip.trb.org/View/1440847</link>
      <description><![CDATA[California Department of Transportation (Caltrans) existing methodology for predicting service life of steel culverts is based on field studies of roughly 12,000 pipes conducted in the 1950’s by the Department’s Corrosion Unit.  The model developed has been in use by Caltrans for over 50 years, and serves as the basis for steel culvert durability estimates by numerous entities around the world. This method uses inputs of soil/water acidity and resistivity as well as consideration of constant flowing stream water to arrive at its service life determination.  While these studies acknowledge the presence of abrasion, the methodology does not allow for such input. Based on more recent testing (See FHWA/CA/TL – CA01-0173 ), it is apparent that abrasion plays a much more significant role in culvert durability than the method considers, particularly for culverts in watersheds with significant bedload.  In addition, tools exist that can non-destructively measure the remaining steel thickness of in-situ culverts to within 0.001” with dependable accuracy.  Finally, current methods for reduction of compiled data and statistical analysis would provide opportunity for a more thorough examination of collected field data than was available in the 1950’s.  The state of California will be split into thirds, i.e.  northern, mid, and southern regions. The estimated number of culverts to be studied will be approximately 7 months at 8 per team per month, translating to approximately 170 culverts per year and over 500 culverts for the scheduled three-year research effort.]]></description>
      <pubDate>Wed, 28 Dec 2016 11:40:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/1440847</guid>
    </item>
    <item>
      <title>Bridge on Arnault Branch, Washington County, Missouri</title>
      <link>https://rip.trb.org/View/1239472</link>
      <description><![CDATA[This project deals with the replacement of an existing unreinforced concrete slab-on-ground creek overpass with a more efficient concrete slab and girder bridge with the use of relatively new materials: fiber reinforced polymer (FRP) rods and cladding steel bars. Underneath the existing overpass are installed two 0.91 m (3 ft) diameter corrugated steel pipes, allowing water flowing. Over the years, the creek occasionally flooded and water flew over the structure, making it structurally and functionally inadequate and posing a primary issue of safety. The proposed new bridge will provide sufficient elevation to discharge water at a 100-year flood event. The existing overpass will be replaced with a rapidly-constructed, three-span bridge with precast FRP reinforced concrete slabs and box girders, and cast-in-place cladding steel reinforced concrete abutments and piers. It will be monitored for the following years to document the performance of the overall bridge. The objectives of this study are to further validate two innovative FRP reinforcement concepts and one low corrosion application of cladding steel, and to monitor the bridge performance. The three spans will be constructed with precast FRP-reinforced concrete panels on steel girders, precast FRP-reinforced concrete panels on concrete girders, and precast FRP-reinforced concrete box girders. The two spans with conventional bridge girders are considered in order to extend the applicability of validated technologies into both new construction and the deck replacement of existing bridges. The conventional girder spans will also provide good benchmarks for the third span with box girders. The high grade cladding steel will be used to reinforce abutments and piers to reduce corrosion potential. The new bridge will have three 8.23 m (27 ft) long spans, for a total length of 24.69 m (81 ft), and out-to-out deck width of 6.40 m (21 ft).]]></description>
      <pubDate>Fri, 01 Feb 2013 01:15:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/1239472</guid>
    </item>
  </channel>
</rss>