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    <title>Research in Progress (RIP)</title>
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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>
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      <title>Research in Progress (RIP)</title>
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      <link>https://rip.trb.org/</link>
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    <item>
      <title>Novel Surge Barriers for Coastal Protection</title>
      <link>https://rip.trb.org/View/2665445</link>
      <description><![CDATA[Surge barriers are large hydraulic structures designed to protect vulnerable infrastructure from coastal storm surges and high tides. Preventing surges from moving into bays and estuaries minimizes the need for other expensive elements of a flood control system, such as levees and floodwalls. Surge barriers can provide cost-effective protection critical transportation infrastructure, such as ports, roads, and bridges. Conventional surge barriers comprise a fixed structure with movable vertically or horizontally opening gates that can be closed during extreme storms and tidal events. Disadvantages of fixed barriers include high cost, sensitivity to waste and silt, vulnerability to blockage by debris, constraints to marine traffic, and environmental impacts. Temporary surge barriers can avoid these disadvantages. This research evaluates three novel temporary barrier concepts: flexible membrane barriers, sinkable floating barriers, and shade curtain barriers. Flexible membrane barriers are self-deploying and permanently located on shore. Buried when not deployed, they rise with rising water due to their buoyancy. Sinkable floating barriers rest on the seabed when not deployed and, when needed, are raised to the surface by pumping air into a tube. Shade curtains are fabric barriers attached to an existing bridge. When not deployed, it is secured to the underside of the bridge deck. In advance of a surge, the fabric curtain is lowered using a sinker-cable system to provide a vertical barrier extending from the bridge deck to the seabed. Hydraulic loads are transmitted from the barrier to the bridge and its foundations, which must be capable of resisting the added loads. This project addresses three key issues related to temporary surge barrier deployment: site and environmental conditions for which temporary surge barriers are appropriate, hydraulic loading on the barriers, and structural/geotechnical design considerations for the barriers.]]></description>
      <pubDate>Wed, 04 Feb 2026 15:18:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2665445</guid>
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    <item>
      <title>Novel surge barriers for coastal protection (TAMU)</title>
      <link>https://rip.trb.org/View/2663229</link>
      <description><![CDATA[Surge barriers are large hydraulic structures designed to protect infrastructure from coastal storm surges and high tides. Preventing surges from moving into bays and estuaries minimizes the need for other expensive elements of a flood control system, such as levees and floodwalls. Surge barriers can provide cost-effective protection critical transportation infrastructure, such as ports, roads, and bridges. Conventional surge barriers comprise a fixed structure with movable vertically or horizontally opening gates that can be closed during extreme storms and tidal events. Disadvantages of fixed barriers include high cost, sensitivity to waste and silt, potential debris blockage, and constraints to marine traffic. Temporary surge barriers can avoid these disadvantages. This research evaluates three novel temporary barrier concepts: flexible membrane barriers, sinkable floating barriers, and shade curtain barriers. Flexible membrane barriers are self-deploying and permanently located on shore. Buried when not deployed, they rise with rising water due to their buoyancy. Sinkable floating barriers rest on the seabed when not deployed and, when needed, are raised to the surface by pumping air into a tube. Shade curtains are fabric barriers attached to an existing bridge. When not deployed, it is secured to the underside of the bridge deck. In advance of a surge, the fabric curtain is lowered using a sinker-cable system to provide a vertical barrier extending from the bridge deck to the seabed. Hydraulic loads are transmitted from the barrier to the bridge and its foundations, which must be capable of resisting the added loads. This project addresses three key issues related to temporary surge barrier deployment: site conditions for which temporary surge barriers are appropriate, hydraulic loading on the barriers, and structural/geotechnical design considerations for the barriers.]]></description>
      <pubDate>Sat, 31 Jan 2026 11:29:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663229</guid>
    </item>
    <item>
      <title>Identifying and evaluating the most effective actions to prepare Puerto Rico’s primary ports and freight road transportation infrastructure for flooding disruptions using stochastic models</title>
      <link>https://rip.trb.org/View/2662990</link>
      <description><![CDATA[One of the seven issues listed in the freight assessment section of the 2050 Long Range Multimodal Transportation Plan (LRMTP, approved in 2023) encompasses the need for Puerto Rico’s ports and road freight transportation network (RFTN) to be less vulnerable to extreme weather events that affects the durability of the infrastructure and disrupts the movement of goods and services. Puerto Rico has an excellent geographic location for the transshipment of goods to other places in the Americas. Strategies to mitigate infrastructure damage to ports and roads resulting from overuse and to keep the system operating effectively will help Puerto Rico maintain its position as a global logistics hub. The development of an adaptable highway transport system is crucial, as railroads are not well-developed to undertake the freight transport needs, and the use of the marine-based freight M2 route connecting main and secondary ports is only emerging. 
The objective of this research project is to quantify and classify the impact of certain operational decisions made before and after flood-related weather events on four performance or optimization criteria: ports and RFTN infrastructure, traffic flows, safety, and flexibility to avoid delays and disruptions. The operational decisions to include are: increasing ports’ operating hours, locating regional hub-and-spoke points where freight coming from the ports is transferred from large trucks to smaller vehicles and routed to the distribution points, determining existing or to be developed alternative roads that reduce congestion at hotspots, and routing loads between ports. To accomplish the objective, TXST will develop a preliminary stochastic programming model to optimize a prototype of Puerto Rico’s RFTN, considering multiple flooding scenarios, forecasts of freight demand over 5 and 10 years, and the above-mentioned operational decisions and optimization criteria. A variant of the developed model, which represents the current operations of ports and roads without incorporating any of the proposed operational decisions, will be used for comparison purposes. The main freight distribution points and associated demands to input into the models will be identified in cooperation with the listed project partner faculty at UPRM.  Puerto Rico’s industry, government agencies, and consultants for these agencies will be sources to get the models’ input data, as well as information available online. If needed, the distribution points will be clustered.  In this preliminary model, the unavailable data will be identified and estimated. The model will demonstrate to the Puerto Rico Department of Transportation and Public Works, the Puerto Rico Highway and Transportation Authority, and other relevant agencies a process they can apply for making informed decisions to enhance the durability and resilience of port and RFTN infrastructure under uncertainty caused by flooding and the relevance of collecting any highly relevant and missing data.]]></description>
      <pubDate>Thu, 29 Jan 2026 16:19:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2662990</guid>
    </item>
    <item>
      <title>TRS: Management of Woody Debris in Rivers to Protect Bridges and Reduce Flood Risk</title>
      <link>https://rip.trb.org/View/2607955</link>
      <description><![CDATA[This project will summarize the risks to bridges created by the presence of woody debris, conduct a survey of state department of transportation (DOT)s to understand practices in other states on this topic, and document applicable laws and regulations in Minnesota rivers and floodplains. This Transportation Research Synthesis (TRS) will be used to further the understanding of this issue both for bridge owners as well as regulatory authorities.]]></description>
      <pubDate>Wed, 08 Oct 2025 16:56:43 GMT</pubDate>
      <guid>https://rip.trb.org/View/2607955</guid>
    </item>
    <item>
      <title>Improved Road Flood Predictability and Disruption Response Through the Synergistic Integration of Geospatial Databases, Process-Based Modeling, and Machine Learning</title>
      <link>https://rip.trb.org/View/2536176</link>
      <description><![CDATA[Major flood events can have devastating impacts on communities, ecosystems, and infrastructure. Heavy rainfall in urban areas often overwhelms existing infrastructure, resulting in localized street or section flooding. Flooded roads hinder access to essential services and pose significant challenges for emergency management. Predicting these floods in near-real-time and with high resolution is difficult due to limited data and the computational cost of detailed models. The research team has already developed and tested a framework (Bhattarai et al., 2024). This project will test the modeling framework around the Jackson, Mississippi, downtown and surroundings. For instance, events like floodwater beneath the railroad bridge on Monument Street near Mill Street in Jackson (reported on Wednesday, January 24, 2024, and similar events). The project will compile information on flooded road and railway networks from local and regional news portals and X (formerly Twitter). Using location keywords (Jackson’, ’Jackson downtown’, ’Jackson MS’) and flood-related terms (’flood’, ’flooding’, ’road flood’, ’urban flood’, ’flash flood’, ’road closure’, ’rainfall’), the research team will identify flooding dates and affected road locations for the recent time and geolocate flooded locations using QGIS, that will serve as training-testing data for the machine learning model. Then the project will develop and test machine learning models (base learner models, such as random forest, support vector machines, and ensemble of these base learners). The research team will use datasets of covariates from other available hydrodynamic models, satellite rainfall estimates, traffic cameras (if available), flood-control infrastructure databases, and basin characteristics to predict flood inundation at street-level resolution. The research team believes these machine learning-based models offer significant improvements in computational efficiency while maintaining accuracy and consistency. In a nutshell, the research team will identify the most susceptible road and rail networks to critical urban facilities.]]></description>
      <pubDate>Thu, 10 Apr 2025 14:38:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2536176</guid>
    </item>
    <item>
      <title>Investigating Real Storms and the Impact of Potential Climate Change Adaptations</title>
      <link>https://rip.trb.org/View/2387094</link>
      <description><![CDATA[Previous work on extreme storms has focused on changes in the 24-hour precipitation depth. The storm intensity, the distribution of rainfall, and antecedent conditions are also important for urban stormwater management. Changes in the precipitation distribution upon which infrastructure was designed determines the risk communities encumber with respect to flooding, property damage, and human safety. The research team propose to quantify trends across Minnesota in storm intensity, storm duration, and distribution of rainfall over a range of time periods to re-evaluate the assumptions for design storms. The proposed research will also investigate the change in infiltration through pervious surfaces and other green infrastructure in response to re-evaluated extreme storm intensity and distribution of rainfall. In addition, different watershed adaptation strategies will be evaluated for relative performance and cost, with a focus on strategies sensitive to precipitation intensity, such as infiltration in pervious areas. The objectives of the proposed research are to (1) quantify stormwater system vulnerability to flooding for a range of re-evaluated precipitation maximum storm intensity, storm duration, and distribution of rainfall and (2) quantify the relative efficacy and costs of green infrastructure and conventional engineering adaptation approaches to mitigate flooding as contrasted in three communities exhibiting different growth patterns, forms of stormwater networks, and in differing climate regions of Minnesota. The proposed project will use modeling and data to improve forecasting of the magnitude of impacts from extreme weather events, understand impacts to transportation infrastructure holistically when facing climate change, and assess flood management strategies on a systemic level to clarify best practices for roadway and road-adjacent infrastructure resilience.]]></description>
      <pubDate>Mon, 03 Jun 2024 12:05:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2387094</guid>
    </item>
    <item>
      <title>Synthesis of Hydrologic Approaches to Playa Lakes, Areas of Significant Karst Geology, and Arid Regions</title>
      <link>https://rip.trb.org/View/2256325</link>
      <description><![CDATA[Hydrology of karst terrains, playas, and arid zones is complex, and designing transportation infrastructure in these regions is challenging and requires a deep understanding of the unique hydrologic processes in these areas. In absence of consistent, scientifically-based standards for hydrologic design of transportation infrastructures in these regions, designers consider the specific conditions in each region and adopt design measures and management strategies based on their judgment. The research team will develop a summary of the state of knowledge, the state of practice, and approaches and models for flood forecasting and design of drainage structures in these regions. By adopting the outcomes of this project, Texas Department of Transportation (TxDOT) can better understand the hydrological behavior of these regions and make informed decisions toward developing hydrological design guidance and standards of practice for these areas.]]></description>
      <pubDate>Wed, 27 Sep 2023 16:36:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2256325</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Highway Practices. Topic 54-09. Hydraulic Engineering Practices for Construction and Temporary Facilities in Streams and Rivers</title>
      <link>https://rip.trb.org/View/1953240</link>
      <description><![CDATA[State DOTs undertake hundreds of construction projects each year that affect, and are affected by, streams and rivers. These include replacement and rehabilitation of bridges and culverts, as well as new construction and rehabilitation of highways in stream corridors. The hydraulic design standards for the completed bridge, culvert or highway are well established. However, there are elements of risk involved in any temporary occupancy of a waterway for construction, including: personal safety risks, economic risks to the transportation agency and contractor from delays or damage, and environmental risk from unanticipated flooding. These risks are associated with a wide range of temporary structures used for facilitating construction of permanent structures in streams and rivers. Some  states may have well-defined policies and methods to address hydraulic considerations for temporary facilities, but others may address these issues on a case-by-case basis.  
The objective of this synthesis is to document state DOT hydraulic and hydrologic engineering considerations and practices for design and construction of temporary facilities in streams and rivers. 
Information for this study was gathered through a literature review, a survey of state DOTs, and follow-up interviews with selected DOTs. Case examples of four state DOTs provide additional information on hydraulic and hydrologic engineering considerations and practices for design and construction of temporary facilities in streams and rivers.
 
Daniel Che of Ohio University, Athens, Ohio, collected and synthesized the information and wrote the report, supported by Issam Khoury, Kevin White, Farzana Rahman Reshma, and Mohammad Hashim Pashtun of Ohio University. The members of the topic panel are acknowledged on page iv. This synthesis is an immediately useful document that records engineering considerations and practices that were acceptable within the limitations of the knowledge available at the time of its preparation.
 
The completed report can be found at NCHRP Synthesis Report 619.]]></description>
      <pubDate>Tue, 17 May 2022 09:46:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/1953240</guid>
    </item>
    <item>
      <title>Investigating the Efficacy of Natural and Nature-based Features to Increase the Service Life of Coastal Roadways</title>
      <link>https://rip.trb.org/View/1948616</link>
      <description><![CDATA[Seven of the top ten costliest U.S. natural disasters are coastal events, with hurricanes alone
causing $23.5 billion in damage annually to infrastructure. Moreover, rising sea levels will amplify
transportation infrastructure vulnerability to coastal storms, nuisance flooding, and wave actions,
especially towards pavement infrastructure which are critical based on the mileage of the
intermodal transportation network that connects communities, waterways, ports, and rail. To
protect pavement infrastructure from flooding, the state-of-practice involves hard (grey)
structures, raising roadway elevations, reinforcing infrastructure, and relocating roadways further
inland. In the last decade, federal agencies such as NOAA, FHWA, and USACE have led an
initiative to explore the design and integration of natural and nature-based features (NNBFs) in
increasing the resilience of transportation infrastructure while providing ecosystem benefits.
Natural features are existing ecosystems that include coastal marshes and wetlands, dune and
beach systems, oyster and coral reefs, forests, coastal rivers and floodplains, and barrier islands
that provide multiple benefits to communities, such as storm protection through wave attenuation
or flood storage capacity and enhanced water services and security. In recent years, the FHWA
also began exploring NNBFs as innovative green infrastructure to protect coastal highways,
starting with an implementation guide and pilot studies. Before NNBFs can be effectively
transferred into practice in Louisiana, there is an important need to establish the level of flood
protection and economic metrics to compare NNBFs and grey infrastructure; and to assess the
long-term efficacy of NNBFs to protect transportation infrastructure under a range of flooding
scenarios. The overarching objective of this research project is to establish the level of flood
protection and economic metrics to compare natural and nature-based features (NNBFs) and
grey infrastructure; and to assess the long-term efficacy of NNBFs to protect transportation
infrastructure under a range of flooding scenarios. The objectives of this research project is to (1)
evaluate the damage to transportation infrastructure after Hurricane Ida, (2) evaluate the efficacy
of grey infrastructure and NNBFs to provide hurricane surge and wave protection, and (3) quantify
the potential economic benefits of NNBFs to its resiliency towards extreme events. Hurricane Ida
case studies near Port Fourchon and Grand Isle will be used as case studies to evaluate the
performance of roadway and bridge infrastructure, along with NNBFs (beach and dunes,
wetlands, and mangroves). The findings of this research will result in a better understanding of
natural and nature-based features for protecting of coastal transportation infrastructure systems
for the states in the South Central area and all other States as they are all prone to the adverse
effects of natural disasters. A final report will detail information on the methodology used for this
research and data acquisition of pertinent information for NNB natural disasters such as the
condition of flood control structures, power lines, street level conditions of roads, rising water
levels, number of damaged homes and waste debris piles, among many other.]]></description>
      <pubDate>Fri, 06 May 2022 11:20:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/1948616</guid>
    </item>
    <item>
      <title>Damage Modeling, Monitoring, and Assessment of Bridge Scour and Water Borne Debris Effect for Enhanced Structural Life (C19.2020)</title>
      <link>https://rip.trb.org/View/1874951</link>
      <description><![CDATA[Many Bridges failed during flooding events due to bridge scour or waterborne debris impacts or their combinations. It is essential to evaluate the risk of bridge failures before flooding and make predictive management to ensure the safety of the bridge. The present study is proposed by an interdisciplinary team, and the goal is to establish a systematic framework to apply analytical, computational, and experimental techniques to evaluate these effects on future life of bridges. Surveys, literature reviews, and simulations are also performed to evaluate possible methods to reduce the damages from scours and debris impacts. After collecting information on flooding damages to bridges and failures due to bridge scour and waterborne debris effects, the team will collect existing flooding, scour and waterborne debris related data in the New England region including historical flood data from different measuring stations, such as those from NOAA and the U.S. Geological Survey (USGS). Field monitoring will be implemented on-site to measure water speed, water level, scour depth, as well as displacements and accelerations of bridge components to evaluate scour effects. Statistical analysis will be performed to assess the probability of failure of the bridges using flood data. Data-driven approaches as well as vehicle-bridge-scour-debris interaction based numerical simulations will be implemented to find correlations between the key flooding and scour parameters and the structural responses (displacements and accelerations). The time-variant bridge system model will be updated, as well to consider deterioration and scour damages. Resilience options will be evaluated, as well.]]></description>
      <pubDate>Fri, 27 Aug 2021 10:00:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/1874951</guid>
    </item>
    <item>
      <title>Projected Changes in Flood Peak Discharge Across Iowa: A Flood Frequency Perspective</title>
      <link>https://rip.trb.org/View/1696732</link>
      <description><![CDATA[Numerous modeling studies point to an intensification of the hydrological cycle under projected climate warming, with increasing frequency of extreme events, including heavy rainfall and flooding. Recently, the occurrence of extreme flooding has becoming the norm rather than the exception, with the 2008 Eastern Iowa flood representing the “poster child” for this catastrophic situation: during this event, for instance, the eastern half of our state experienced the closure of a number of roads, including Interstate 80. So, what would projected changes in flooding mean for the Iowa Department of Transportation (IDOT) and the bridges and structures that constitute Iowa’s highway system? How resilient are these highway structures to different climate warming scenarios?
Addressing these questions requires flood frequency analysis. The current methodology relies on the guidelines by Bulletin 17C. However, issues related to regionalization of at-site estimates as well as accounting for the projected changes in the climate system have received little attention despite the potentially large impacts, including to the IDOT’s infrastructure.
The proposed approach builds on methodologies and datasets with which the research team have extensive experience. Specifically, the proposed work focuses on the examination of the projected changes in flooding across Iowa using two complementary approaches: one based on the hydrologic model developed by the Iowa Flood Center (IFC), and one based on the statistical relationship between flooding and climate drivers. The focus will be on high-resolution and downscaled outputs from CMIP5 (Fifth Coupled Model Intercomparison Project) and CMIP6 (Sixth Coupled Model Intercomparison Project), and different scenarios.]]></description>
      <pubDate>Tue, 07 Apr 2020 14:00:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/1696732</guid>
    </item>
    <item>
      <title>SC Flood Inundation Mapping</title>
      <link>https://rip.trb.org/View/1696010</link>
      <description><![CDATA[The overarching objective of this project is to apply an innovative solution to utilize the HEC-RAS 2-Dimensional Rain-On-Grid modeling software to provide real-time inundation maps for South Carolina and SCDOT by leveraging existing data from two of the HUC 8 watershed basins in SC.  This modeling software has been previously tested in real-time during a real-word disaster scenario that impacted sizable portions of the coastal region of SC.  This research will develop methods that will incorporate a more comprehensive approach over a much larger footprint than what is being attempted by other entities to predict which bridges and roads will be inundated and need closure to ensure public safety during large-scale flood events.  The inundation maps will be accessible via a password-protected website administered by SCDNR.  In addition, the model will be able to be used as a planning tool for resiliency analysis for existing structures and future projects.]]></description>
      <pubDate>Thu, 02 Apr 2020 14:50:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/1696010</guid>
    </item>
    <item>
      <title>Assessing the Impacts of Super Storm Flooding in the Transportation Infrastructure - Case Study: San Antonio, Texas</title>
      <link>https://rip.trb.org/View/1505470</link>
      <description><![CDATA[Data from governmental agencies shows a clear exponential growth in damages and costs due to extreme weather events in the U.S. Most critical infrastructure built in urban areas, including that for transportation and flood protection are designed to handle a design storm with a 1% probability of occurrence in one year or 100 years of return period. Superstorms are defined here as rainfall storm events with return periods higher than 100 years and have occurred lately in the U.S. In the absence of new hydrologic and hydraulic modeling frameworks as well as educational opportunities for the current and future generation of engineers, the impacts of super storms will only increase negatively affecting critical infrastructure, the economy, the environment and communities. Hence, the main goal of this project is to develop and apply a computational framework capable of predicting the impacts of super storms in the transportation infrastructure and evaluating flood protection strategies that alleviate some of the impacts in highly populated urban areas. The case study is the City of San Antonio, TX, which lays within a flood-prone region in Texas referred as the Flash Flood Alley. ]]></description>
      <pubDate>Wed, 21 Mar 2018 21:44:51 GMT</pubDate>
      <guid>https://rip.trb.org/View/1505470</guid>
    </item>
    <item>
      <title>Operation and Maintenance of a Statewide Crest-Stage Stream Gauging Network in Ohio</title>
      <link>https://rip.trb.org/View/1253393</link>
      <description><![CDATA[Flood magnitude and frequency data are not available for many stream sites in Ohio.  Floods cause serious damage to private property as well as public buildings and highways every year.  Floods also pose a risk of personal injury and death.  Further knowledge of the magnitude and frequency of flooding could be used to reduce the risk associated with flooding.  The objective of this project is to collect additional flood data at selected stream sites throughout Ohio.]]></description>
      <pubDate>Sat, 22 Jun 2013 01:02:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/1253393</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>
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