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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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    <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>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Feasibility of Engineered Cementitious Composites (ECC) as Joint Material for Accelerated Bridge Construction (ABC)</title>
      <link>https://rip.trb.org/View/2694442</link>
      <description><![CDATA[Advancements in manufacturing methods and the growing demand for high-strength materials in reinforced concrete have led to the development of steel reinforcing bars with strengths exceeding 100 ksi. These ultra-high-strength bars hold significant promise for bridge construction, as they could extend feasible span lengths beyond those achievable with conventional reinforcement while still meeting strength and serviceability requirements. Their use can also reduce girder depth, leading to material savings and lower overall construction costs. However, successful implementation requires addressing key concerns regarding serviceability and durability. Critical factors include corrosion resistance, structural behavior, and ductility of beams reinforced with these high-strength bars. 
The primary objective of the proposed work is to investigate the durability (corrosion resistance) and serviceability of concrete girders reinforced with very high-strength reinforcement, by testing bond-slip relationship between corroded and non-corroded steel rebars and concrete. 12 medium-span (8 in x 12 in x 10 ft) concrete beams will be cast and tested for strength and ductility. Six of the 12 beams will be subjected to accelerated corrosion. Under controlled conditions, the research team will test the strength and ductility characteristics of the beams reinforced with these bars. 
This study directly supports the mission of the Center for Healthy and Durable Transportation (CHDT), a University Transportation Center (UTC), whose primary research focus is enhancing the durability and service life of transportation infrastructure through innovative construction materials and techniques. By addressing the performance of very high-strength reinforcing bars in reinforced concrete girders and their behavior under corrosive conditions, this project advances the application of durable, next-generation materials for transportation infrastructure.

]]></description>
      <pubDate>Tue, 21 Apr 2026 13:16:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2694442</guid>
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    <item>
      <title>Evaluation of UHPC Shell Stay-in-Place Formwork and BCSA Cement Concrete Prestressed Girders</title>
      <link>https://rip.trb.org/View/2646949</link>
      <description><![CDATA[Precast prestressed bridge girders are used for a large percentage of bridges in the United States. These bridges are susceptible to deterioration at the supports due to leaking expansion joints and end region cracking caused by high stresses at the beam ends. This project will evaluate the feasibility and structural performance of a hybrid precast, prestressed concrete girder system that utilizes an ultra-high performance concrete (UHPC) shell stay-in-place formwork or end region insert and rapid setting belitic calcium sulfoaluminate (BCSA) cement concrete. UHPC is a relatively recent advancement in cementitious composite materials with mechanical and durability properties far exceeding those of conventional concrete. This research is intended to address the concern of end region durability by encapsulating the girder concrete with a nearly impermeable layer of UHPC that is also resistant to cracking. The rapid setting of BCSA cement concrete and use of stay-in-place forms can increase the speed of production of the prestressed girders and BCSA cement concrete has reduced prestress losses over time.  

The research will consist of evaluating small-scale behavior of composite UHPC shell and BCSA cement concrete compression and flexural elements, and construction and testing of large-scale prestressed beam elements. The objectives of the project are to evaluate the feasibility of using rapid setting BCSA cement concrete in conjunction with a UHPC shell for prestressed concrete elements, determine flexure and shear failure mechanisms and associated capacity for composite UHPC shell elements, and develop effective interface details for the UHPC shell to BCSA cement concrete. This work will be conducted through a series of five tasks. Task 1 will evaluate the surface preparation and deformation compatibility using small-scale testing. Task 2 will consist of the design of prestressed beam specimens using different shell surface preparations and locations along the beam. Task 3 will consist of prestressed beam specimen construction. Task 4 will include flexural and shear testing of the prestressed beam elements. Task 5 will consist of preparing reports and disseminating the project information. ]]></description>
      <pubDate>Tue, 06 Jan 2026 09:02:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646949</guid>
    </item>
    <item>
      <title>Assessing The Capacity of Four Steel Hinges Extracted from Existing Bridges</title>
      <link>https://rip.trb.org/View/2607888</link>
      <description><![CDATA[Girder hinge connection details are susceptible to corrosion and stress concentrations that can lead to reduced capacities in steel bridges. The Minnesota Department of Transportation (MnDOT) has recently replaced and salvaged four girder hinges with the goal of testing to investigate their actual capacities and the accuracy of the results of the numerical models.

]]></description>
      <pubDate>Wed, 08 Oct 2025 09:44:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/2607888</guid>
    </item>
    <item>
      <title>Instrumentation And Monitoring For G-Beam/Stillwater Avenue Bridge Replacement</title>
      <link>https://rip.trb.org/View/2582413</link>
      <description><![CDATA[In the proposed project, the research team plans to deploy an extensive instrumentation and communication system that will be embedded in the G-Beam girders proposed for the Stillwater Avenue bridge in Orono/Old Town.  Some of the details of the specific monitoring plan will need to be deferred to coincide with girder design.
The study will include the following. First, an array of fiber optic cabling will be installed along the longitudinal beam axis at different locations relative to the neutral axis.  Each cable will include discrete sensors at different locations along the beam axis to capture strain at those points.  Second, an array of accelerometers will be located it key locations in order to capture frequencies and modes of vibration during service.  Both the accelerometers and the fiber optic system will be connected to a communications network that both collects data from the sensor array and broadcasts the data over a wireless network to a server at University of Maine (UMaine).  Depending on collection rates, the data will either be transmitted over a conventional 5G cellular network, or more likely via a closed network that sends the data through a series of discrete repeaters in between the bridge site and the server.  Third, the team proposes a system of digital cameras that will be used both to trigger the acquisition and transmission system, but also through machine vision, be able to identify the vehicle type (e.g. number of axles.)  Once triggered, the array of strain gages and accelerometers, will preprocess data and send to the UMaine server.  In this way, resulting strain and vibration data can be tied to load types.  Fourth, a weather station will monitor current temperature, sunlight, and relative humidity data to complement the acquired structural data.  Depending on design issues, additional on-site sensors can monitor water level, ice status, and other environmental conditions that may be relevant. Finally, we will conduct diagnostic live load tests on the completed structure immediately before it is opened to traffic and approximately one year after its completion]]></description>
      <pubDate>Thu, 31 Jul 2025 14:23:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582413</guid>
    </item>
    <item>
      <title>Ultra High-Performance Concrete Repair of Steel Bridge Girder Ends</title>
      <link>https://rip.trb.org/View/2509053</link>
      <description><![CDATA[
Several state and county engineers are facing the daunting task of maintaining an inventory of corroding steel structures. Capitalizing on the superior strength and durability properties of ultrahigh performance concrete (UHPC), an innovative solution will be developed, tested, and demonstrated through this research project. This will lead to substantial advances in the repair and retrofit of steel bridges subjected to corrosive environments. The use of UHPC is believed to introduce a broad spectrum of benefits in both the short and long term. Specifically, UHPC offers a workable repair that can be applied in the field with minimum equipment requirements. This significantly expedites the repair process, resulting in minimized road closures and traffic disruptions. When repaired using UHPC, steel girders will not only regain their lost structural capacity but will also be protected against corrosive environments by a strong yet passive layer. This is an important feature, which will greatly extend the expected service life of steel bridge girders without having to repeat maintenance actions every few years. To achieve the ultimate goal of this research project, a holistic set of research tasks and activities have been planned, including conceptual designs, numerical simulations, laboratory investigations, and a field demonstration. With the development of supporting technology transfer materials, the outcome of this project is expected to pave the way to utilizing the advantages of this repair solution for future use and implementation in various state- and county-owned steel bridges.]]></description>
      <pubDate>Wed, 12 Feb 2025 17:53:51 GMT</pubDate>
      <guid>https://rip.trb.org/View/2509053</guid>
    </item>
    <item>
      <title>Camber Control in Precast/Prestressed Concrete NU Girders</title>
      <link>https://rip.trb.org/View/2507242</link>
      <description><![CDATA[It has been known that precast prestressed girder camber at prestress release and at time of erection can vary significantly even in cases where two identically prestressed girders are stored in the same manner and erected at the same time. The variations become more significant as high strength concrete, high span-to-depth ratio, and heavily prestressed girders are used, which create challenges for owners, contractors, and producers. 
Camber variability, prediction, and control are widely discussed issues during design, production and construction. Camber at prestress release is not complicated to predict as it is not impacted by creep, shrinkage, girder support condition, or the environment. However, it is highly influenced by the modulus of elasticity (MOE) and elastic shortening losses at prestress release. Therefore, accurate prediction of those parameters would allow for accurate prediction of camber at release. Cambers at shipping, erection, and time of deck placement for girders made composite with cast-in-place decks, are highly influenced by girder age, prestress losses, creep behavior, and girder support conditions. Long-term camber/deflection is commonly predicted using constant PCI multipliers. These multipliers were originally developed in 1977 for building Double Tees (DT) with 2 in. composite topping are not suitable for use in bridge applications.]]></description>
      <pubDate>Mon, 10 Feb 2025 11:24:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2507242</guid>
    </item>
    <item>
      <title>Anchorage Zone Reinforcement for Post-Tensioned Concrete Girders</title>
      <link>https://rip.trb.org/View/2448854</link>
      <description><![CDATA[Historically, the American Association of State Highway and Transportation Officials (AASHTO) Standard Specifications for Highway Bridges did not provide adequate guidance for designing reinforcement for tendon anchorage zones of post-tensioned concrete girders and slabs. Designs had the potential for excessive cracking or congested reinforcing details. Additionally, the wide variation of design practices in use suggested the need for research in this area. The objective of this research was to develop design procedures for end and intermediate anchorage zones for post-tensioned concrete girders and slabs. The project tasks included a review of relevant research findings and practice, the conduct of laboratory tests and analytical studies, and the development of analysis and proportioning criteria for anchorage applications. Recommended specification provisions were prepared. Research on the project was completed in 1992. The research results were published in NCHRP Report 356 and in the unpublished appendices A-C. The recommended specifications represent a comprehensive revision to the existing AASHTO provisions. Detailed procedures are included for predicting first cracking load and ultimate load in post-tensioned concrete girder anchorage zones, and the overall recommendations are based on a limit state approach. A load factor for the maximum post-tensioning load is proposed, as well as a strength-reduction factor for anchorage zone calculations. In addition to these and other design (Division I) provisions, recommendations for construction (Division II) also are presented, including a section on a special anchorage-device acceptance test that replaces Sections 10.3.1.4.3 through 10.3.1.4.5 of the 15th Edition of the AASHTO Standard Specifications for Highway Bridges. The recommended specifications provide for efficient and conservative design, and they were adopted by the AASHTO Highway Subcommittee on B ridges and Structures in 1993.]]></description>
      <pubDate>Mon, 04 Nov 2024 15:55:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/2448854</guid>
    </item>
    <item>
      <title>Develop Design Methodologies and Efficient Details for Triple I-Girder Steel Straddle Caps</title>
      <link>https://rip.trb.org/View/2437682</link>
      <description><![CDATA[Straddle caps are frequently required in congested settings in urban environments that preclude the use of central piers due to intersecting roadways. The research focuses on the behavior of three-girder steel straddle caps that offer solutions for each of these desired configurations. Efficient details that maximize the effectiveness of the straddle cap at resisting bending, shear, and torsion will be developed. The work will result in design methodologies that allow engineers to effectively analyze and design straddle caps to produce economical and structurally-efficient systems.]]></description>
      <pubDate>Thu, 03 Oct 2024 10:03:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/2437682</guid>
    </item>
    <item>
      <title>Evaluate the Effectiveness of Dowels for Lateral Restraint of Prestressed Concrete Beams</title>
      <link>https://rip.trb.org/View/2437677</link>
      <description><![CDATA[The Texas Department of Transportation (TxDOT) has utilized dowels in bents to provide lateral restraint of prestressed concrete beams.  These dowels are often misplaced, which creates various construction issues, while their presence complicates bearing pad replacement. The research team will provide research findings to the TxDOT to make informed decisions on stopping the use of such dowels, the researchers will perform a thorough literature review to: (i) summarize the state-of-art, state-of–the-practice and key findings, and (ii) address questions relating to unintended consequences from removal of these dowels during erection of the girders, construction of the deck, and long-term performance and stability. The researchers will perform an investigation on the state-of-the-practice of all state Department of Transportations (DOTs) throughout the country, focusing on practices from DOTs with similar hazard exposure. The researchers will perform a parametric finite element (FE) study on multiple the TxDOT bridge (and girder) designs to investigate the performance under all major load combinations and limit states (from service to ultimate conditions) over the lifetime of the bridge accounting for Texas-related exposure conditions. The researchers will perform six (6) large-scale tests on girder-to-bent/abutment connections to quantify the contribution of dowels in the performance of the connections.]]></description>
      <pubDate>Thu, 03 Oct 2024 09:35:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2437677</guid>
    </item>
    <item>
      <title>Development of Non-Proprietary Ultra-High Performance Concrete (UHPC) Prestressed Bridge Girders</title>
      <link>https://rip.trb.org/View/2427399</link>
      <description><![CDATA[Bridge girders made of ultra-high-performance concrete (UHPC) allow for members with shallower depths to achieve longer spans as well as reduced substructure and grading costs while still achieving required under-bridge clearances. Additionally, bridge service lives are extended due to the reduced permeability and increased tensile strength of UHPC. This project focuses on identifying and eliminating barriers to the development and implementation of precast, prestressed concrete bridge girders in Minnesota and Wisconsin using non-proprietary UHPC made of local material resources.]]></description>
      <pubDate>Mon, 09 Sep 2024 10:15:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2427399</guid>
    </item>
    <item>
      <title>Prestress Losses In UHPC And Hybrid Precast, Prestressed Bridge Girders </title>
      <link>https://rip.trb.org/View/2404262</link>
      <description><![CDATA[Precast, prestressed concrete bridge girders are used extensively in conventional and accelerated bridge construction. As longer span girders are desired to reduce the number of supports and improve speed of construction the impacts of high prestressing force on the end regions of the beams become more significant. End region behavior of prestressed concrete girders has been a significant concern warranting numerous studies over the years focused on stress limits, prestress transfer length, cracking caused by the prestress, and shear capacity. Ultra-high performance concrete (UHPC) is a relatively recent advancement in cementitious composite materials with mechanical and durability properties far exceeding those of conventional concrete. These improved mechanical properties have the potential to mitigate the impacts of high stresses in prestressed girder end regions and to provide greater overall girder capacity. In addition, UHPC has the potential to increase the overall durability of these prestressed girders if used in areas of high exposure. However, little research has been conducted on the behavior of hybrid girders using UHPC in the end region or as a stay-in-place formwork shell. The proposed project will leverage results obtained through Oklahoma DOT support on long term behavior of full UHPC prestressed girders to design and evaluate time dependent behavior and strength of hybrid conventional self-consolidating concrete and UHPC girders. A total of 10 prestressed girders will be cast, instrumented, and tested and the results used to develop predictions for prestress loss behavior and recommendations for girder detailing. ]]></description>
      <pubDate>Sun, 21 Jul 2024 14:56:45 GMT</pubDate>
      <guid>https://rip.trb.org/View/2404262</guid>
    </item>
    <item>
      <title>Design and Detailing of Anchorages for Externally Bonded CFRP - Phase 2</title>
      <link>https://rip.trb.org/View/2353877</link>
      <description><![CDATA[The results of this research will investigate improving the process and efficiency of repairing bridge girders that have insufficient shear capacity with CFRPs. This could result in fewer bridges needing replacement due to insufficient capacity, allowing a more optimized design, and reducing the construction time of the repair. The primary objective of this research is to evaluate the performance of the proposed details and to compare the performance of various anchoring methods.]]></description>
      <pubDate>Mon, 03 Jun 2024 14:48:10 GMT</pubDate>
      <guid>https://rip.trb.org/View/2353877</guid>
    </item>
    <item>
      <title>Evaluating Concrete Girders with Non-compliant Shear Details</title>
      <link>https://rip.trb.org/View/2381726</link>
      <description><![CDATA[The National Cooperative Highway Research Program (NCHRP) U.S. Domestic Scan Program accelerates innovation among state departments of transportation (DOTs) by encouraging the spread of new ideas and effective technology transfers among and within agencies. Initiated in 2007 as NCHRP Project 20-68, the program helps DOT staff learn from peers about innovative practices beneficial to other agencies. Participants are expected to apply insights gained within their own agencies and present what they have learned to others, further disseminating new practices.

Each scan is conducted by a small team of knowledgeable professionals—typically state transportation agency staff supported by a subject-matter expert (SME)—who exchange information with peers and develop a report on leading practices. Since the program’s inception, 54 scans have been completed or are ongoing. Completed scan team reports are available on the project web page (https://www.trb.org/NCHRP/USDomesticScanProgram.aspx). The scan process, from topic selection to report completion, takes approximately 3 years.

The program includes three types of scans. Type 1 scans involve visits by a team of eight to 10 participants to host sites with innovative practices. Each scan might require one or two trips of about 1 week. Type 2 scans bring representatives from innovator agencies to central locations to meet with the scan team, reducing travel time. Type 3 scans supplement a desk scan with a symposium or workshop, bringing together practitioner innovators and the scan team to discuss relevant experiences. The NCHRP Project 20-68 panel specifies the appropriate scan type for each topic.

A scan entails four key steps: (1) identifying useful innovations, (2) assessing the experience of early adopters to evaluate potential benefits and obstacles, (3) documenting the results to share with others, and (4) progressive diffusion of information through dissemination activities tailored for each scan, which can accelerate innovation at DOTs and may include support for scan participants to advise peers on adopting new ideas.

Scan team participants are identified by the American Association of State Highway and Transportation Officials (AASHTO) in cooperation with NCHRP’s scan contractor. Each scan team, supported by the contractor, produces a report and other materials to disseminate scan results. The contractor engages an SME to prepare a “desk scan” that surveys where innovative practices are being applied and provides a basis for planning the scan team’s activities. The SME typically prepares draft and scan reports using materials from scan team members. The contractor organizes and executes all scan activities, monitors the program’s accomplishments, and reports periodically on its status and plans. Scan team members are expected to encourage dissemination and adoption of good ideas, with contractor support, even after the scan report is completed.

OBJECTIVE: The objective of this project is to plan and manage the execution of scans under the NCHRP U.S. Domestic Scan Program. Achieving this requires understanding various scan topics, how state transportation agencies develop and adopt advances in practice, the practical challenges of forming and supporting scan teams, preparing high-quality reports and documentation, and supporting participants in disseminating what they have learned. ]]></description>
      <pubDate>Tue, 21 May 2024 17:25:13 GMT</pubDate>
      <guid>https://rip.trb.org/View/2381726</guid>
    </item>
    <item>
      <title>Identifying the Effect of Bridge Deterioration on Load Distribution</title>
      <link>https://rip.trb.org/View/2255633</link>
      <description><![CDATA[The main objectives of this research are to (1) determine correlations between structural monitoring data and bridge condition, (2) develop analytical methods for processing and interpreting structural monitoring data, and (3) develop a model for predicting the remaining service life of structural members based on strain responses and other monitoring data.

The intended outcome of the project is to demonstrate the effect of bridge aging and deterioration on structural behavior and live load distribution. This knowledge will enable a more accurate estimation of demands experienced by girders which will lead to a more accurate evaluation of bridge load-carrying performance and may provide evidence for a revision of load distribution methods for design analysis.]]></description>
      <pubDate>Tue, 19 Dec 2023 19:17:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/2255633</guid>
    </item>
    <item>
      <title>Impact of Bolt Holes on the Performance of Steel Girders</title>
      <link>https://rip.trb.org/View/2289610</link>
      <description><![CDATA[The design and construction of steel girder bridges, most often, require the use of bolts to connect various components in the field. In some cases, bolt holes have to be located at critical locations such as the tension flange of a steel girder. The impact of these holes on the capacity and the performance of the steel girders are accounted for during design. The current American Association of State Highway and Transportation Officials (AASHTO) LRFD Bridge Design Specifications (BDS) Equation 6.10.1.8-1 provides a limit on the maximum major-axis bending stress permitted on the gross area of steel girder flange, neglecting the loss of area due to holes in the tension flange. This equation is used in lieu of the 15 percent rule that had existed in previous editions of AASHTO design specifications, which allowed holes with an area less than or equal to 15 percent of the gross area of the flange to be neglected. However, for modern steels with yield-to-ultimate tensile strength ratio (Y/T ratio) higher than Grade 36 steel, the 15 percent rule was revised.

The current provision is based on the yielding and fracture of axially loaded tension members as opposed to the yielding and fracture of tension flanges of flexural members. A refinement of the current provision may lead to improved design strength of steel I-girders, particularly for girders with longer spans where modern steels are employed. Research is needed to better understand the impact of tension flange holes on steel girder performance and possibly improve the current state-of-practice. 

The objective of this research is to conduct an analytical study on the impact of tension flange holes on the strength and ductility of composite steel I-girders and recommend modifications to existing compact steel I-girder design requirements, if needed. At a minimum, the research shall focus on Grade 50 and hybrid Grade HPS70W steel girders.]]></description>
      <pubDate>Mon, 13 Nov 2023 18:03:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2289610</guid>
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