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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>
    <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>Engineering Assessment of Drive Point Data for Improving the Prediction of Geomaterial Properties and Design &amp; Construction of Pile Foundations</title>
      <link>https://rip.trb.org/View/2732353</link>
      <description><![CDATA[Highway projects require site investigation (SI) to determine subsurface information for engineering designs and constructions. The subsurface information may include geological profile, geomaterial properties, groundwater, bedrock, and any potential subsurface problems. Some common purposes of the SI include (1) the identification of construction materials, (2) design and construction of highway infrastructure, (3) geomaterial sampling and characterization, (4) planning for the construction technique, and (5) determination of potential subsurface concerns. Due to geological uncertainty and inherent variability of natural soil and rock materials, site characterization typically represents a large share of the geological/geotechnical engineering budget (Coduto et al., 2011). SI typically consists of four main parts: (1) antecedent investigation, (2) field investigation, (3) laboratory testing, and (4) technical reporting. Antecedent investigation provides the basis for subsequent field investigation, and field investigation allows in-situ testing and geomaterial/groundwater sampling for laboratory testing. The SI can lead to the largest source of uncertainties in the design and construction of pile foundations (Oluwatuyi et al., 2023). The most cost-effective SI approach suggested by Handy (1980) is the one with a variability consistent with the variability of the subsurface profile. That is, a few precise tests for a uniform deposit and more tests for an erratic deposit. The current field investigation practice of the Wyoming Department of Transportation (WYDOT) Geology Program involves driving a 1¾-inch hollow steel rod with a 2-inch conical tip known as the drive point (DP). Although ASTM standard is not available, the current DP has been implemented by the Geology Program as part of the SI since the 1960s, and different hammer types with varying efficiencies have been used for driving the DP over decades. In the past 10 years, the DP driving has been conducted using a 140-lb automatic hammer mounted on a drill rig and a hammer stroke height of 30 inches. The automatic hammers of the WYDOT Geology Program are calibrated periodically, and the hammers have efficiencies of more than 90% (Hannigan and Klesney 2017). DP blow count is recorded every one-foot penetration of DP. The DP blow counts provide a “continuous” profile of the relative denseness of the subsurface, and driving refusal can vary between 30 to 400 blows per foot. The WYDOT Geology Program has been using DP in every SI except for gravel pits and rock quarries. The DP blow count helps geologists and geotechnical engineers to: (1) better understand the subsurface profile through the relative denseness, (2) make a better decision during the field investigation regarding locations or depths of in-situ testing and sampling, (3) identify in-situ test methods, and (4) select drilling methods required to successfully complete a test hole. On the other hand, the DP measurements are not intended for determining rock rippability, soil types, rock lithology, nor bearing capacity of geomaterials. For a project site, DP is often conducted first to understand the subsurface profile and condition before drilling more boreholes, conducting Standard Penetration Test (SPT), and collecting undisturbed soil samples using a thin-wall Shelby Tube. Although borehole drilling can provide a continuous log of the lithology, it can be hard on determining pile refusal depths, settlement zones, and other subsurface problems. SPT is often conducted at every 5 ft and can only provide a discrete snapshot of subsurface conditions. In addition, Shelby-tube sampling is often conducted at the mid-depth of a soil layer for a length of 1 to 2 ft. Although the Cone Penetration Test (CPT) provides a continuous measurement of soil properties, a smaller conical tip of CPT is not suitable for a typical subsurface with boulders, cobbles, and hard gravelly layers in Wyoming. The overall goal of the proposed research is to improve the performance of transportation infrastructures in Wyoming. Recognizing the advantages and some challenges with the DP method, this research project is proposed to accomplish three main objectives: (1)	improve the understanding of subsurface profiles and conditions; (2) scientifically and statistically develop relationships between DP and geomaterial properties; and (3) improve the design and construction of driven piles using the DP method.

The proposed research will have the following outcome measures: (1)	SI performances: The proposed DP method will improve the overall performance and effectiveness of the SI. The proposed DP method will improve the understanding of subsurface conditions and allow for better decisions on subsequent geotechnical testing and geomaterial sampling.
(2)	Engineering performances: Equations will be developed to predict geomaterial properties, strength measures, and pile resistances based on DP data. These outcomes will improve the performance of geotechnical engineering design and construction.

]]></description>
      <pubDate>Tue, 21 Jul 2026 12:03:46 GMT</pubDate>
      <guid>https://rip.trb.org/View/2732353</guid>
    </item>
    <item>
      <title>Design Guidelines for Bridge Pile Foundations Subjected to Combined Inertial and Liquefaction-Induced Lateral Spreading Loads</title>
      <link>https://rip.trb.org/View/2724825</link>
      <description><![CDATA[Earthquake induced soil liquefaction can result in significant displacements in sloping ground. This type of displacement is referred to as lateral spreading and is considered a substantial hazard to Oregon bridges. One current challenge facing bridge foundation design is the knowledge gap regarding appropriate selection of load factors for combining lateral spreading loads (kinematic) and superstructure inertial loads (inertia). Unfortunately, there is no consensus in design codes for how to combine inertial and kinematic loads. Failure to address this knowledge gap presents challenges for Oregon Department of Transportation (ODOT) engineers and designers. If lateral spreading and superstructure inertial loads interact during an earthquake, neglecting their combined effects could lead to inadequate and unsafe designs. Conversely, overconservatively combining these loads may result in costly, non-constructible foundations, particularly for piles passing through stiff, non-liquefiable crusts overlying deep liquefiable soils on sloped grounds. 

The primary objective of this research is to solidify ODOT’s design guidelines for combining superstructure inertial and lateral spreading loads in a pseudo-static analysis. The inertial and kinematic load interaction factors will be characterized by accounting for differences in seismicity in Eastern and Western Oregon, foundation types, and the complexity levels of design methods utilized in various ODOT projects. The proposed methodology for combining superstructure inertial and lateral spreading loads in a pseudo-static analysis will be detailed in a practice-ready recommended amendment to the ODOT Geotechnical Design Manual (GDM) and ODOT Bridge Design Manual (BDM).]]></description>
      <pubDate>Wed, 08 Jul 2026 14:50:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2724825</guid>
    </item>
    <item>
      <title>Risk Assessment of Bridge Substructure due to Scour and Seasonal Moisture Variations
</title>
      <link>https://rip.trb.org/View/2696152</link>
      <description><![CDATA[Changes in flooding patterns, temperature extremes, and soil moisture cycles are intensifying the environmental loads acting on bridge infrastructure. These changes often result in more frequent and severe hydrologic events, potentially heightened vulnerability to structural failure of bridges. Scour, the erosion of soil around bridge piers and abutments due to increased streamflow during heavy rainfall, is a leading cause of hydraulic-related bridge failures. Similarly, soil moisture variability caused by extreme temperature and precipitation swings can compromise pile capacity, as soil stiffness decreases significantly under saturated conditions. These issues are particularly critical for Accelerated Bridge Construction (ABC) projects, where rapid construction methods must ensure longterm performance and resilience. Scour and soil moisture variations can accelerate foundation deterioration, compromising the integrity and safety of ABC bridges. Therefore, the proposed study aims to incorporate hydraulic hazard effects into the assessment of bridge substructure performance. Specifically, it will develop a comprehensive understanding of how the increasing frequency and intensity of hydraulic events influence bridge vulnerability, particularly the risk of damage caused by scour and seasonal variations in soil moisture. The research team will evaluate multiple Global Climate Models (GCMs) using different Shared Socioeconomic Pathway (SSP) scenarios to project future temperature and precipitation trends at selected study locations. Hydrologic modeling tools will be used to develop calibrated streamflow models using historical datasets of precipitation, temperature, and flow rates. Also, scouring depths at bridge foundations will be estimated following the HEC-18 procedures. These outputs will be integrated into a finite-difference model to study how scour and variations in soil moisture affect the lateral load behavior of bridge piles. The results will quantify failure probabilities, providing a comprehensive understanding of bridge resilience under changing hydraulic hazard conditions.]]></description>
      <pubDate>Mon, 27 Apr 2026 19:40:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696152</guid>
    </item>
    <item>
      <title>Full-Scale Performance Evaluation of a Modular, Lightweight, UHPC Panel System for Repair of Corrosion-Damaged Steel H-Piles</title>
      <link>https://rip.trb.org/View/2695941</link>
      <description><![CDATA[This project directly supports the mission of the Center for Healthy and Durable Transportation (CHDT) by advancing innovative, implementable solutions to extend the service life of aging bridge infrastructure. The research focuses on developing and validating a modular, lightweight ultra-high-performance concrete panel system (UHPC-PS) for rehabilitating corrosion-damaged steel H-piles—critical substructure elements in United States bridges. By integrating advanced materials such as fiber-reinforced UHPC and carbon fiber reinforced polymer (CFRP) grids with practical field deployment strategies and full-scale performance validation under realistic service and seismic loading, the project enhances infrastructure durability, constructibility, long-term performance, and public safety, directly benefiting transportation agencies.]]></description>
      <pubDate>Thu, 23 Apr 2026 16:26:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2695941</guid>
    </item>
    <item>
      <title>CFST to Concrete Pile Cap Connections - Refinement of Analysis Methodologies and Standardization of Design Details</title>
      <link>https://rip.trb.org/View/2694292</link>
      <description><![CDATA[Concrete-filled steel tube (CFST) piles with concrete pile caps have been successfully used by the Montana Department of Transportation (MDT) as cost-effective bridge foundations for short and medium-span bridges. While their performance under gravity loads is well understood, predicting their behavior under extreme lateral loads (e.g. seismic events) remains challenging with conventional design methods. Recent research at Montana State University developed a moment-rotation based methodology to predict CFST-to-cap connection capacity, but refinements are needed to improve its accuracy, particularly
regarding the effects of U-bar reinforcement. Additionally, lack of standardized design details for CFST pile cap connections has led to inconsistencies in bridge designs and construction practices. Without standard details, engineers must custom-design each connection, which can result in variable performance and uncertain safety margins. There is a clear need to build upon the existing research findings to enhance the design methodology and provide uniform design guidance for these connections.]]></description>
      <pubDate>Fri, 17 Apr 2026 11:22:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2694292</guid>
    </item>
    <item>
      <title>SEAHIVE® solutions to mitigate bridge scour – Phase III (UM)</title>
      <link>https://rip.trb.org/View/2663128</link>
      <description><![CDATA[This is a collaborative research project conducted in partnership with Texas State University. Phases I and II of the project were conducted during AY24 and AY25. This one-year proposal is for Phase III of the three-phase project.  The objective of this research project is to show a proof-of-concept of using innovative hydraulic load dissipating elements, known as SEAHIVE®. This is a modular engineered protection system composed of concrete perforated hexagonal prisms. Perforations on the side faces of the elements provide passage for water flow dissipating the energy within the system while also adding structural complexity which improves its potential for habitat creation. 
SEAHIVE® has been under research and development at the University of Miami (UM) for wave energy dissipation and habitat enhancement with three pilot installations completed. This UTC study investigates the performance of the SEAHIVE® system intended for mitigating bridge scour. This project has the potential to create a consortium-wide effort for implementing the SEAHIVE® system into practice and changing how we design or retrofit bridge foundations for mitigating scour. Phase I focused on externally-prestressed elements given the mass production and scaling-up advantage. Externally prestressed (by Glass FRP rovings) units were produced by the dry-cast method with the same equipment used for the production of concrete pipes. Phase II focused on the production of internally-prestressed units using a revolutionary mold system. Using this technique, it will be possible to increase production efficiency and, as importantly, manufacture units of lengths up to 24 ft. that could be necessary for installation in riverine environments. The units produced with this technology were characterized.
Phase III deals with the production and characterization of elements made by wet-casting using a combination of randomly distributed short fibers for the control of cracking with and without the presence of transverse and longitudinal reinforcement made of GFRP bars. This investigation is made possible because of the special formwork that has recently been constructed as shown in Figure 1.
Figure1: Custom SEAHIVE® formwork 
The behavior of these units will be compared to others produced with the technologies investigated in the previous Phases I and II.]]></description>
      <pubDate>Sat, 31 Jan 2026 10:52:00 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663128</guid>
    </item>
    <item>
      <title>Synthesis of Information Related to Highway Practices. Topic 57-03. Practices for Monitoring POA-Required Bridges During and After Floods</title>
      <link>https://rip.trb.org/View/2630487</link>
      <description><![CDATA[Scour is the most common cause of bridge failures. Per 23 CFR 650.313, state departments of transportation (DOTs) must perform a scour appraisal for all bridges over water and prepare a documented scour plan of action (POA) for any bridge determined to be scour critical or to have unknown foundations. A POA typically includes a plan for monitoring the bridge during or after flooding to ensure it is safe for traffic or closed if found to be unsafe.
When state DOTs use monitoring as a countermeasure a variety of approaches and techniques are deployed. These approaches can vary depending on factors such as data availability, funding, and resources for monitoring bridges during and after floods. Therefore, a synthesis study documenting state DOT practices for both on- and off-system bridges will provide information on technologies, methodologies, and knowledge gaps related to POAs.
The objective of this synthesis is to document state DOT practices and policies for POA implementation, including monitoring methods, software, instrumentation, and other tools used in these efforts.

]]></description>
      <pubDate>Wed, 26 Nov 2025 16:33:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/2630487</guid>
    </item>
    <item>
      <title>Utilizing historic geotechnical data for the development of state-specific design correlations - Part 1: Data Entry</title>
      <link>https://rip.trb.org/View/2607966</link>
      <description><![CDATA[The purpose of this innovative project is twofold, and the project will be broken into two parts. The first purpose is to organize historical geotechnical borehole data into a usable format. For each proposed bridge replacement that involves new foundation construction, the New Mexico Department of Transportation (NMDOT) Geotechnical Exploration Section typically completes at least one geotechnical boring at each substructure element (i.e., each pier and abutment). Approximately 2,000 digital files in the form of PDFs or Excel files, dating back to the early 2000s, can be found in the NMDOT Geotechnical Section share folder. However, the files are not in a format that can be easily tied to a geographic location or specific formation. This project will organize the historical data into the OpenGround database, currently used to log new boreholes or another DIGGS-compatible database. This could be incorporated into preliminary desk studies that are conducted in the early stages of new construction projects (Geotechnical Scoping Reports). It could also be used to supplement and support the data that is collected during the exploration phase of a design project, help fill in gaps in the data, and provide greater context for the type of material that is anticipated to be encountered during construction. Therefore, having this data available in the existing internally accessible OpenGround database would be a great asset to the Department. ]]></description>
      <pubDate>Thu, 09 Oct 2025 12:53:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2607966</guid>
    </item>
    <item>
      <title>Develop Guidance on Drilled Shaft Response to Collision Force</title>
      <link>https://rip.trb.org/View/2606400</link>
      <description><![CDATA[The 2024 AASHTO LRFD Bridge Design Specifications, 10th Edition, specify a 600-kip equivalent static force (ESF) for vehicle collisions with unprotected bridge columns. Current provisions assume this force transfers directly from the column to the foundation, often a drilled shaft, leading to potentially inadequately sized foundations. Field investigations show that drilled shafts rarely sustain impact damage; instead, failures typically occur at the column-to-drilled-shaft connections or the column. Additionally, the response of soil, concrete, and steel under high strain rates differs from static conditions, increasing material strength and stiffness. Nevertheless, current design provisions provide limited guidance on these dynamic effects, leading to uncertainty in impact load distribution and resistance. This study aims to enhance collision load modeling accuracy, ensuring that drilled shaft-supported bridge substructures are designed more efficiently while maintaining structural resilience. The outcomes will support Texas Department of Transportation (TxDOT) and 
American Association of State Highway and Transportation Officials (AASHTO) specification updates, optimizing foundation design and mitigating the risk of premature failures at critical connections.]]></description>
      <pubDate>Thu, 02 Oct 2025 09:47:40 GMT</pubDate>
      <guid>https://rip.trb.org/View/2606400</guid>
    </item>
    <item>
      <title>Scour Critical Shear Stress of Ohio Soils
</title>
      <link>https://rip.trb.org/View/2601291</link>
      <description><![CDATA[Currently, Ohio Department of Transportation (ODOT) assumes all cohesive soils to be granular soil with the same gradation as fine Ottawa sand, which is the most scourable soil material. This is an unreasonable assumption for cohesive soils, and it over-predicts scour to an unrealistic degree, potentially costing Ohio from a few thousand to millions of dollars per bridge foundation at water crossing structures with cohesive foundation soils. According to the Federal Highway Administration (FHWA) "NextScour" program, "The result of this assumption can be too conservative when soils other than the uniformly graded granular soils are encountered and can dramatically increase the cost of many bridge foundations."

ODOT needs to develop reasonable scour guidelines and analyses based on soil scour critical shear stress (tc) to provide realistic predictions of scour depth for scour design floods and scour check floods, so that appropriately efficient and economical foundations can be designed for Ohio bridges. ODOT needs an economical and practical way to estimate tc for input into scour analyses, based on common laboratory soil testing index properties, without the need to resort to expensive and time-consuming flume soil testing to measure tc for each project.

ODOT proposes to develop better soil scour guidelines and analyses based on scour critical shear stress (tc), including estimation of tc based on common laboratory soil testing index properties through this study.
                          ]]></description>
      <pubDate>Wed, 17 Sep 2025 08:35:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/2601291</guid>
    </item>
    <item>
      <title>Phase II: Method Development for Construction Design in Diatomaceous Soils</title>
      <link>https://rip.trb.org/View/2594023</link>
      <description><![CDATA[Diatomaceous soils, which contain silica frustules from ancient algae blooms, are prevalent in eastern and central Oregon, including in areas of Oregon Department of Transportation (ODOT) right-of-way. For engineering projects built on top of or in these deposits, problems such as excessive settlement of embankments, slope instability, and construction difficulties with drilled shafts and driven piles have been observed (ex. Wickiup Junction, Buck Creek Bridge). Lack of a robust understanding of the behavior of diatomaceous soils is often cited as the reason for this poor design performance. Complicating matters further, relatively little is documented in the literature regarding the performance of piles in diatomaceous soils. To begin to understand the behavior of diatomaceous soils, ODOT recently invested in a research program (SPR820) to develop predictive estimating models for geotechnical properties of Oregon’s diatomaceous silt, leveraging available data from existing ODOT diatomaceous projects together with targeted field-directed geotechnical testing including an array of in-situ tests at select sites in diatomaceous deposits. These materials have been further characterized through an extensive laboratory testing program. A full-scale field test is now required to develop and validate necessary empirical design methods for deep foundations in diatomaceous silt.]]></description>
      <pubDate>Thu, 28 Aug 2025 15:33:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2594023</guid>
    </item>
    <item>
      <title>Combined Inertial and Lateral Spread Demands for Deep Foundations



</title>
      <link>https://rip.trb.org/View/2558398</link>
      <description><![CDATA[In certain regions of the United States, highway bridge foundations may be subject to (1) lateral spreading demands due to liquefaction or cyclic softening of native soils adjacent to deep foundations (i.e., kinematics) and (2) inertial demands during shaking due to structure mass. There is no consensus in design codes on how to combine inertial and kinematic demands. The American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design Bridge Design Specifications recommend designing deep foundations for the simultaneous effects of inertia and lateral spreading only for large magnitude earthquakes. The combination of inertial and earthquake-induced kinematic demands appears to be a site- and project-specific phenomenon affected by the type of foundations (e.g., small-diameter piles vs. large-diameter shafts), the dynamic response of the structures (e.g., bridge deck response in the longitudinal and transverse directions and the restraining effects of the approach embankments on the global response of the superstructure), and ground motion characteristics (e.g., subduction vs. shallow crustal motions with varying durations). Research is needed to characterize the inertial and kinematic demand combination factors for highway bridges and propose revisions to the current design requirements.

OBJECTIVE: The objective of this research is to develop combination factors (i.e., inertial and kinematic) for bridge deep foundations subjected to inertial (e.g., structural dynamics) and earthquake-induced ground deformation (e.g., liquefaction, strain softening, cyclic mobility) demands.

Accomplishment of the project objective will require at least the following tasks.
TASKS: PHASE I—PLANNING: Task 1. Conduct a literature review of research and documents on foundations subjected to inertial and earthquake-induced ground deformation demands relevant to this research. Include experimental tests performed on surface and marine transportation structures (e.g., foundations in liquefiable soils involving inertial/kinematic interaction). The review shall include published and unpublished documentation and research conducted by the NCHRP; Federal Highway Administration; other national, state, and local agencies; and international organizations. Task 2. Synthesize the results of the literature review to identify knowledge gaps related to the research objective. These gaps should be addressed in the final product or the recommended future research, as the budget permits. Task 3. Propose the research plan to be executed in Phase II to achieve the research objective. At a minimum, the research plan shall describe the proposer’s approach to: (1) Conducting stakeholder engagement (e.g., interviews, surveys, questionnaires) to collect relevant design practices; (2) Evaluating past research, including experimental testing, numerical modeling, and case studies that have been performed on transportation structures (identify any contradictory findings and examine the applicability of these findings to bridge foundations); (3) Defining consistent and relevant terminology regarding inertial and earthquake-induced ground deformation effects on bridge deep foundations; (4) Identifying influential structural, geotechnical (e.g., soil interlayering), and seismological parameters; (5) Performing analytical studies that include numerical (i.e., parametric) studies covering a range of soil and deep foundation properties and ground motions; (6) Conducting experimental testing that includes shake table and/or centrifuge tests; (7) Calibrating the numerical models using the results from the experimental testing; (8) Developing demand combination factors (or alternate methodologies) from inertial and earthquake-induced ground deformation effects on bridge deep foundations (e.g., % inertial and % spreading effects); (9) Assessing whether the demand combinations developed in this study are affected by the uncertainties in liquefaction triggering, as budget and contract time permit; and (10) Developing draft language for consideration by AASHTO to incorporate the research results in the next update of the appropriate AASHTO specifications (herein called AASHTO Deliverable) supported by design examples.

Task 4. Prepare Interim Report No. 1 that documents Tasks 1 through 3, includes the data archiving and sharing plan, and provides an updated work plan for the remainder of the research. The updated plan must describe the process and rationale for the work proposed for Phases II and III.

PHASE II—Execution: Task 5. Execute the research plan according to the approved Interim Report No. 1. Task 6. Prepare the AASHTO Deliverable and the design examples. Task 7. Prepare Interim Report No. 2 that documents Tasks 5 and 6 and provides an updated work plan for the remainder of the research. The updated work plan must describe the process and rationale for the work proposed for Phase III.

PHASE III—Final Products: Task 8. Revise the AASHTO Deliverable and the design examples developed in Phase II after consideration of the panel’s review comments.
Task 9. Submit the final deliverables, including (1) the AASHTO Deliverable and design examples, (2) a conduct of research report documenting the entire research effort and findings, and (3) a stand-alone technical memorandum titled “Implementation of Research Findings and Products.” ]]></description>
      <pubDate>Wed, 28 May 2025 10:06:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558398</guid>
    </item>
    <item>
      <title>Design and Analysis of Bridge Foundations for Redundancy

</title>
      <link>https://rip.trb.org/View/2558400</link>
      <description><![CDATA[BACKGROUND: 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.

OBJECTIVE: 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.

Accomplishment of the project objective will require at least the following tasks.

TASKS: PHASE I—Planning: Task 1. Conduct a literature review of research and documents on the design and analysis of foundations for bridges and other transportation structures relevant to this research. The review shall include published and unpublished documentation and research conducted by the NCHRP; the Federal Highway Administration; other national, state, and local agencies; and international organizations.
Task 2. Synthesize the results of the literature review to identify knowledge gaps related to the research objective. These gaps should be addressed in the final product or the recommended future research, as the budget permits. Task 3. Propose the research plan to be executed in Phase II to achieve the research objective. At a minimum, the research plan shall describe the proposer’s approach to: (1) Developing a definition of redundancy as it applies to foundations, differentiating between redundancy for structural and geotechnical design; (2) Developing a framework for the design and analysis of bridge foundations that: (a) establishes criteria for assessing redundancy for geotechnical design, (b) develops a basis for evaluating nonredundant foundations (i.e., single elements and small foundation groups), and (c) provides a means to analyze redundancy in terms of reliability for foundation elements and groups consistent with LRFD principles; and (3) Developing draft language for consideration by AASHTO to incorporate the research results in the next update of the AASHTO LRFD BDS (herein called AASHTO Deliverable), supported by illustrative examples. Task 4. Prepare Interim Report No. 1 that documents Tasks 1 through 3, includes the data archiving and sharing plan, and provides an updated work plan for the remainder of the research. The updated work plan must describe the process and rationale for the work proposed for Phases II and III.

PHASE II—Execution: Task 5. Execute the research plan according to the approved Interim Report No. 1. Task 6. Prepare the AASHTO Deliverable and the examples. Task 7. Prepare Interim Report No. 2 that documents Tasks 5 and 6 and provides an updated work plan for the remainder of the research. The updated work plan must describe the process and rationale for the work proposed for Phase III.

PHASE III—Final Products: Task 8. Revise the AASHTO Deliverable and the examples developed in Phase II after consideration of the panel’s review comments. Task 9. Submit the final deliverables, including (1) the AASHTO Deliverable and the examples, (2) a conduct of research report that documents the entire research effort and findings, and (3) a stand-alone technical memorandum titled “Implementation of Research Findings and Products.” 
 ]]></description>
      <pubDate>Wed, 28 May 2025 10:00:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558400</guid>
    </item>
    <item>
      <title>Field Durability survey and Evaluation of Drilled Shafts and ACP Piles</title>
      <link>https://rip.trb.org/View/2536236</link>
      <description><![CDATA[The primary objective of the study is to determine if there are significant safety and durability issues for structural concrete structures that may have demonstrated thermal cracking and/or mattressing defects. Understanding if and/or when undesirable consequences occur will lead to the ability to recommend changes in construction practices or material composition (i.e. concrete mix designs) to increase reliability and longevity of future Florida Department of Transportation (FDOT) concrete structures.]]></description>
      <pubDate>Fri, 11 Apr 2025 09:34:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/2536236</guid>
    </item>
    <item>
      <title>Roadway Foundation Cooling using Structured Foam Layers</title>
      <link>https://rip.trb.org/View/2512616</link>
      <description><![CDATA[This project seeks to evaluate cost-effective solutions to reduce permafrost thaw and resulting embankment deformation. Specifically, evaluating structured foam layers to result in net annual cooling effect and testing designs in a laboratory setting. This project will evaluate solutions optimizing proposed geometries to reduce the height of structured foam layers, thus reducing cost. This study could also lead to design guidelines that 
Alaska Department of Transportation and Public Facilities (DOT) or other design engineers could use in design.]]></description>
      <pubDate>Fri, 21 Feb 2025 21:06:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/2512616</guid>
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