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    <title>Research in Progress (RIP)</title>
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Research in Progress (RIP)</title>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
    </image>
    <item>
      <title>Rewrite and Modernize the Manual for Bridge Evaluation for Compliance with the Revised National Bridge Inspection Standards</title>
      <link>https://rip.trb.org/View/2712177</link>
      <description><![CDATA[The Manual for Bridge Evaluation (MBE) is the primary manual for load rating of bridges and also includes important information regarding inspection and asset management. Bridge owners rely on the manual to remain compliant with the National Bridge Inspection Standards (NBIS), but also to maintain safety of the traveling public without unnecessarily restricting commerce by overconservative load ratings. The MBE has been revised multiple times to attempt to keep up with research, but due to the size and complexity of the manual, these updates have been limited to individual sections of the manual, leading to inconsistencies. Addressing these inconsistencies will help bridge owners maintain the safety of their bridges without unnecessarily restricting commerce. The MBE needs to be comprehensively updated to incorporate changes in federal legislation and regulations, including (1) element-level bridge inspection on the National Highway System, (2) bridge management system as part of Transportation Asset Management Plan, (3) NBIS, and (4) the Specification for the National Bridge Inventory (SNBI).

Additionally, the MBE updates have not kept pace with innovations, research, and best practices, such as nondestructive evaluation techniques, underwater imaging, uncrewed inspection systems, bridge asset management systems, oversize/overweight permitting, posting, nonredundant steel tension members, and risk-based inspection intervals. Past updates lacked a holistic approach, which led to inconsistencies throughout the MBE. Some MBE topics may benefit from consolidating existing documents into the MBE, relocating existing MBE topics to other AASHTO documents, or creating independent manuals to streamline the user experience. NCHRP Project 20-123(21) is developing a plan to systematically update the AASHTO MBE. This project would implement the findings of that roadmap.

The objective of this research is to implement the Roadmap for the Rewrite of the Manual for Bridge Evaluation based on the recommendations from NCHRP Project 20-123(21). ]]></description>
      <pubDate>Tue, 09 Jun 2026 14:57:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712177</guid>
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    <item>
      <title>Methodology for Assigning Load Factors for AASHTO Rating Vehicle
</title>
      <link>https://rip.trb.org/View/2613366</link>
      <description><![CDATA[The Federal Highway Administration (FHWA) is requiring the addition of three new bridge load rating vehicles (TYPE 3, TYPE 3S2, TYPE 3-3,) listed in the Bridge Design Manual (BDM) SECTION 908.3 as part of the new federal Specifications for the National Bridge Inventory (SNBI) to be completed by 2027. SNBI will require all Ohio bridges having an opening measured along the center of the roadway of more than 20 feet to be reanalyzed. The consensus among many structural engineers is that the impact these new vehicles would have on load ratings will be significantly less than the 10 vehicles (HL93/HS20, 2F1, 3F1, 5C1, SU4, SU5, SU6, SU7, PL60T, PL65T) listed in the BDM SECTION 908.2 and 908.3, already required to be analyzed resulting in an overall negligible impact. The impact on counties and municipalities to incorporate the new vehicles would be extremely costly as consultants would have to be hired to perform calculations of the three new vehicle types for all bridges within that jurisdiction. To comply with the updated SNBI federal requirements, research is needed to provide scientific evidence of the impact of the new load rating vehicles. The research would develop protocol(s) to assign new load rating factors based upon the existing 10 vehicles for bridge types, span configurations, number of lanes and other governing factors for the three new vehicles. A primary factor in the development of this research is to limit or eliminate the need to laboriously, systematically, and costly reload ratings all bridges. Findings from this research will be presented to FHWA for consideration. Acceptance of the protocol will assist Local Public Agencies (LPAs) in meeting the deadline for updating the load ratings in a reliable, accurate, expeditious and fiscally responsible manner while ensuring the integrity and safety of Ohio's local transportation system.

The goal of this research is to assist counties and municipalities in meeting the new load rating vehicle federal requirements. Scientific evidence of the impact of the new load rating vehicles on specific bridge types accompanied with a simplified, statistically valid, reliable and repeatable methodology, if accepted by FHWA, could save locals substantial time and costs.
                 ]]></description>
      <pubDate>Fri, 24 Oct 2025 15:02:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/2613366</guid>
    </item>
    <item>
      <title>New Methods for Improving Load Rating of Existing Steel Bridges for Torsional Buckling</title>
      <link>https://rip.trb.org/View/2593955</link>
      <description><![CDATA[There are hundreds of steel bridges in Oregon that are in good condition and have performed well over extended lives. However, newly implemented rating checks for lateral-torsional buckling are now resulting in low rating factors that could require load posting for hundreds of bridges. Most of these steel bridges are simply supported steel stringers with either timber or corrugated metal decks and the bridges are located throughout the state. These bridges rated adequately using prior load rating methods, but recent updating of the load ratings using LRFR now produces very low rating factors for positive moment at mid-span. The main difference between the old and new methods is that lateral torsional buckling (LTB) controls the moment capacity and this was not checked in the old rating. There are cases where the rating factor is zero meaning the bridge cannot carry any truck load. Oregon Department of Transportation (ODOT) load rating engineers have tried to develop analytical tools based on limited prior research but many bridges still have low ratings and require load posting.]]></description>
      <pubDate>Thu, 28 Aug 2025 13:51:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2593955</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.]]></description>
      <pubDate>Wed, 28 May 2025 10:06:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558398</guid>
    </item>
    <item>
      <title>Evaluation of Load Ratings for Alaska Legal Loads Exempted by Federal Law</title>
      <link>https://rip.trb.org/View/2512619</link>
      <description><![CDATA[In Alaska, the gross vehicle weight (GVW) is not specified. Alaska Department of Transportation and Public Facilities (DOT&PF) is working with Modjeski and Masters to evaluate how this could affect the bridge inventory. The study includes the review of weigh-in-motion (WIM) data, overload permit history, current bridge inventory capacity, plus AASHTO and National Bridge Inspection Standards (NBIS) requirements. The research study deliverables include (1) development of a notional load, rating formula, recommended maximum GVW, and live load factors to address loads on designated Alaska Interstate routes which conform to state legal limits but exceed the 80,000-pound Interstate GVW limit, (2) analysis of vehicles from legal loads up to 125% of state legal loads, and (3) recommended reduced inspection frequencies according to the new NBIS requirements for any affected bridges.]]></description>
      <pubDate>Fri, 21 Feb 2025 21:37:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2512619</guid>
    </item>
    <item>
      <title>Implementation of AASHTOWare BrR Program for Rating Iowa Bridges</title>
      <link>https://rip.trb.org/View/2484651</link>
      <description><![CDATA[Since the deployment of the National Bridge Inspection Oversight program, many States have performed a large majority of their load ratings in specific software for the benefits of ensuring quality and efficiency in re-utilizing the rating data and bridge models to manage the bridges over their life cycle. There is more emphasis from Federal Highway Administration (FHWA) this year in the assessment of Load rating quality control/quality assurance (QC/QA) program and procedures. A QC/QA program could be implemented more efficiently when standardized software and databases are used for performing the approximate 20,000 LPA bridge analyses.

Tools that Iowa Department of Transportation (IADOT) currently licenses, LARS and AASHTOWare Bridge Rating, could be used to model and store most local agency inventory load ratings. The local agencies and consultants could manage most of the load ratings within this software; the software can evaluate most of the common and standard plan bridges that have been used by local agency bridge owners in Iowa. There may be other software, such as BRASS, that could be used as a standardized tool.

AASHTOWare offers a ‘Supersite’ license that would allow access to the software with no direct costs to the county engineers and consultants, as well as other licensing options for agency sponsored consultants. Once implemented the entire network of bridges can be analyzed at the push of a button when considering future legislation changes.

To implement a statewide rating system, a research project is desired to develop standard files to be used by all users of the AASHTOWare rating software. These standard files will represent the standard bridges in Iowa. All agencies in Iowa, IADOT, County, and Cities will be included in the implementation of the AASHTOWare software.]]></description>
      <pubDate>Mon, 30 Dec 2024 12:26:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2484651</guid>
    </item>
    <item>
      <title>Silane Bridge Deck Ratings</title>
      <link>https://rip.trb.org/View/2464348</link>
      <description><![CDATA[Missouri Department of Transportation (MoDOT) has been very methodical and consistent with bridge deck ratings, it would be great to look at progression of silane bridge deck ratings since MoDOT moved to silane sealers 10-15 years ago.  The research would determine if deterioration has slowed.  MoDOT now uses 100% silane and have been told that decks with 100% silane only need to be sealed once and never again.  This project will look at that claim to determine if it is accurate that MoDOT would never seal again, or if not if the frequency of reapplication can be reduced.]]></description>
      <pubDate>Tue, 26 Nov 2024 11:49:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/2464348</guid>
    </item>
    <item>
      <title>Estimation of the Load Rating of Existing Highway Bridges Based on Bridge Weigh-in-Motion Data</title>
      <link>https://rip.trb.org/View/2417475</link>
      <description><![CDATA[To ensure safety and uninterrupted functionality, bridges are evaluated for live load capacity, including their reserve capacity for future live loads, which informs important maintenance decisions by state agencies. Previous studies have shown that conventional analytical load ratings without bridge-specific information can often result in overly conservative load capacity ratings, resulting in unnecessary load limitation and posting and remedial actions. As such, objective and data-driven knowledge of actual site-specific loads can result in more accurate load ratings and sizeable cost savings. Bridge Weigh-in-Motion (B-WIM) technology is a low-cost, practical solution to transform a bridge into a scale to characterize traffic loads. B-WIMs can use monitoring data collected from nondestructively instrumented bridges to obtain vehicle loading, speed, and type, as well as axle weights and spacings. This project aims to develop methods and processes for establishing a B-WIM program for the Illinois Department of Transportation and utilizing the data from B-WIM for load capacity ratings. Researchers will aim to come up with a system design that can deliver an accuracy within a tolerance range of ±5% with a confidence level of 95% across the majority of outcomes. The project will provide Illinois Department of Transportation (IDOT) with a comprehensive review of the best practices, a methodology to design and deploy B-WIM systems for Illinois bridges, and a load rating procedure that leverages B-WIM survey data for objective data-driven load rating of IDOT bridges.]]></description>
      <pubDate>Fri, 16 Aug 2024 10:19:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2417475</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>Efficient and Cost-effective Rating of Critical Members of Steel Truss Railroad Bridges Supported by Field Test Data (1.21)</title>
      <link>https://rip.trb.org/View/1996225</link>
      <description><![CDATA[With the current rate of infrastructure ageing, the railroad bridges have been placed in the second plan for immediate replacement. However, highway and energy resources have shown a great need for prioritized capital investment. This research aims to establish a procedure to evaluate old steel truss bridges, using field data from the 21st-century measuring equipment. The proposed project will develop a systematic framework to apply analytical and experimental field-testing techniques to rate of critical members of truss railroad bridges using state-of-art equipment, such as 3D Laser Scan (3dLS) and Laser Doppler Vibrometers (LDV). First, the research team will work closely with New England’s Departments of Transportation (DOTs) and railroad companies to identify poorly rated bridges in the New England region, critical members/connections and possible structural failure modes. Second, an efficient and uniform method to estimate the maximum load and capacity of representative critical members of the selected type of truss bridges will be developed and rated based on the filed measured data. Similarly, the current filed measurement technique of section properties loss and critical connection will be enhanced with 21st-century technology.]]></description>
      <pubDate>Wed, 01 May 2024 16:57:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/1996225</guid>
    </item>
    <item>
      <title>Intelligent Asset Management for Improved Mobility: Technology Transfer for South Carolina</title>
      <link>https://rip.trb.org/View/2335143</link>
      <description><![CDATA[To improve mobility, an asset management system that is capable of autonomously updating the structural status of bridges and resulting networks is needed. The current state of the practice has proven generally effective, however, it comes with high cost, the need for traffic control, and safety risks for inspectors. The extensive needs for mobility in South Carolina, combined with the current state of the infrastructure, require an asset management system that is capable of autonomous evaluation at the network level. This is the opportunity being explored and developed by the project team. To address artificial intelligence (AI) for advancing multimodal mobility, the research team proposes leveraging several ongoing research projects in monitoring and bridge evaluation. The algorithms developed in prior projects will be packaged into a graphical user interface (GUI) for autonomous bridge load rating and transitioned to IBM or others through appropriate licensing agreements. The work will be informed through bi-weekly interactions, and the team is currently working toward this goal. Ongoing South Carolina Department of Transportation (SCDOT) projects at the University of South Carolina (USC), while somewhat different from the project proposed here, allow access to bridges that is needed for understanding of issues and training of the AI-based bridge load rating system.]]></description>
      <pubDate>Tue, 06 Feb 2024 17:23:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2335143</guid>
    </item>
    <item>
      <title>Load Rating and Posting of Long-Span Bridges</title>
      <link>https://rip.trb.org/View/2296638</link>
      <description><![CDATA[According to the National Bridge Inventory, approximately 6200 bridges in the United States have span lengths greater than 200 feet. Although the current American Association of State Highway and Transportation Officials (AASHTO) specifications for load and resistance factor rating (LRFR) and load factor rating (LFR) provide sufficient direction for evaluating bridges with span lengths ≤ 200 feet, they are not fully developed for evaluating structures with span lengths > 200 feet. Long-span bridges get special engineering analysis in the design phase, but methods for evaluating them in service are limited. To ensure public safety while sustaining commerce and preserving vital infrastructure, methods for rational load rating, permitting, and posting are essential. Research is needed to help state departments of transportation evaluate their long-span bridges.

The objective of this research is to develop procedures for load rating, posting, and permitting of highway bridges with spans greater than 200 feet in length. It shall consider all applicable load effects.]]></description>
      <pubDate>Mon, 27 Nov 2023 19:28:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2296638</guid>
    </item>
    <item>
      <title>Evaluating Prestressed Concrete Beams with Cracks using Machine Learning</title>
      <link>https://rip.trb.org/View/2250379</link>
      <description><![CDATA[Bridge owners face difficult decisions on whether a bridge should be posted, repaired or replaced when prestressed concrete members have shear related cracks due to overloading. The decisions are currently made based on engineering judgment, costly load-testing or time consuming modeling. Guidance is needed to interpret cracks and their impact on shear capacity to avoid overly conservative load ratings and to keep bridges operational, without compromising safety and economy. This project will develop a tool through machine learning to relate cracking to load history of bridge members. Algorithms will be trained using shear test data from the literature, considering material and geometric properties in addition to crack width as an indicator for distress. The outcome will be the advancement of knowledge on shear evaluation and load rating of in-service precast prestressed concrete bridges with visual signs of distress and guidance for repair actions for bridge owners.]]></description>
      <pubDate>Mon, 18 Sep 2023 22:04:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2250379</guid>
    </item>
    <item>
      <title>RES2022-02: Load Rating of Girder-Stringer-Floor Beam Bridges</title>
      <link>https://rip.trb.org/View/2237077</link>
      <description><![CDATA[This research will conduct a literature review of the current state-of-practice and emerging research; experimentally measure strain at various locations; conduct line girder analysis of continuous stringer spans using SIMON software and identifying potential sources of refined load ratings. Standard factors in modern software are overly conservative for these types of bridges; Appendix 6 of AASHTO Specifications is appropriate for stringers and results in significantly increased flexural resistance; The controlling K-factor for the load-tested bridge was found to be 1.68.]]></description>
      <pubDate>Wed, 30 Aug 2023 10:56:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/2237077</guid>
    </item>
    <item>
      <title>Ice Loading on Piers for Minnesota’s Bridges</title>
      <link>https://rip.trb.org/View/2209758</link>
      <description><![CDATA[The purpose of this research is to evaluate, refine, and determine appropriate parameters for ice loadings on bridge piers in Minnesota. Design ice loading methodologies in 
Minnesota Department of Transportation (MnDOT) bridge design manuals are well established nationally by the American Association of State Highway and Transportation Officials (AASHTO) LRFD; however, MnDOT specifies conservative ice parameters, including ice crushing strength and thickness, uniformly across the state. More cost-effective bridge designs may be possible considering appropriate ice loading thickness and ice crushing strength for different regions within Minnesota, especially given the variation across the state in current and future climate scenarios.]]></description>
      <pubDate>Tue, 11 Jul 2023 12:30:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2209758</guid>
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