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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>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>In Situ Performance Monitoring of Bridge Joints Constructed with Rapid-Setting Concrete</title>
      <link>https://rip.trb.org/View/2689761</link>
      <description><![CDATA[The effectiveness of Accelerated Bridge Construction (ABC) relies on the performance and durability of field-placed connections, particularly those utilizing Rapid-Setting Concrete (RSC). While ABC significantly reduces construction time and minimizes traffic disruptions, its success is contingent upon ensuring that these connections exhibit long-term structural integrity and durability under real-world conditions. A primary concern with RSC joints is their susceptibility to environmental and mechanical stressors, including freeze-thaw cycles, chloride ingress from deicing salts, shrinkage-induced cracking, and repeated loading from traffic. These factors can compromise load transfer efficiency, stiffness, and overall durability, leading to higher maintenance demands and potential early-life failures.
One of the key questions facing transportation agencies is whether performance-based specifications for RSC joints are adequately calibrated to address real-world service conditions. While these specifications help ensure quality, they also increase material costs and require extensive laboratory testing and quality control oversight. Given that ABC aims to accelerate construction without compromising long-term resilience, a critical knowledge gap remains regarding how well RSC joints perform under in-service conditions as compared to their expected design performance.]]></description>
      <pubDate>Wed, 08 Apr 2026 09:42:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2689761</guid>
    </item>
    <item>
      <title>Incorporating Pavement Structural Capacity into TxDOT Pavement Management Information System</title>
      <link>https://rip.trb.org/View/2666837</link>
      <description><![CDATA[The research team will provide the Texas Department of Transportation (TxDOT) a means to use Traffic Speed Deflectometer (TSD) data to assess the structural condition of their roadways at the network-level by (a) leveraging TSD measurements and pavement data from existing databases in the US to complement the information collected in Texas for proposing and validating indices derived from velocity-based TSD measurements. To do this, the research team will develop a novel, velocity-based methodology for analyzing TSD data, as existing approaches rely on deflection-based methods not suited for the TSD, consider appropriate velocity indices and thresholds for classifying pavement structural condition, assess load transfer efficiency of jointed pavements, and ensure seamless integration of these data into PMIS.]]></description>
      <pubDate>Tue, 10 Feb 2026 14:45:51 GMT</pubDate>
      <guid>https://rip.trb.org/View/2666837</guid>
    </item>
    <item>
      <title>COLLABORATIVE: Quantifying erosion and load transfer mechanisms of geosynthetic reinforced coastal pavement subgrades and embankments during inundation events (TAMU/TXST)</title>
      <link>https://rip.trb.org/View/2663227</link>
      <description><![CDATA[Project Description: Transportation infrastructure in coastal regions is highly susceptible to soil erosion and subgrade degradation under frequent inundation events caused by storm surges. Fines within the subgrade are washed out due to flood-induced subsurface flow, while overflowing water along embankments results in overtopping and eventually leads to surficial erosion and complete collapse. These processes result in embankment and pavement failures; addressing these issues requires novel and innovative infrastructure durability solutions. One approach that combines hydraulic protection of subsoils with reduced soil erosion and provides drainage to recede floodwaters from infrastructure is geosynthetics. Geosynthetics, like geocomposites and turf-reinforced mats (TRMs), are often used to control erosion in slopes and levees from overtopping and rainfall. Also, the use of geosynthetics is increasingly growing for pavement reinforcement applications. These well-established benefits of geosynthetics can be combined and effectively applied for coastal transportation infrastructure that often sees failures following inundation events. Hence, this research study focuses on evaluating geosynthetics to solve both embankment erosion and maintain drainable and resilient subgrade foundations to support coastal transportation infrastructure. 
Geosynthetic Reinforcement of Coastal Embankment Slopes: TRMs and geocomposites will be studied for this application. Texas State University (TXST) will measure the erosion characteristics of the test materials using the erosion function apparatus (EFA). The EFA will quantify the erosion rates of the soil with and without the protection of these geosynthetic layers under varying hydraulic stresses, providing insights into soil erodibility and material performance. Texas A&M (TAMU) will conduct small-scale flume erosion studies on model embankment slopes using a coastal, sandy soil. Flume studies on embankment slopes built with and without geosynthetic reinforcements will be subjected to overtopping and inundation flow conditions for various time periods. Erosion patterns will be studied via laser and digital image scans. These data will also assess the role of geocomposites and TRMs on mitigating soil erosion and enhancing slope stability.  
Geosynthetic Reinforcement of Coastal Pavement Subgrade Foundations: TAMU flume study results will yield erosion patterns, more specifically void patterns, that will be used to create an  “eroded” pavement structure. These artificial voids will be created inside a large box setup, with 12 to 18 in. of subgrade supporting a flexbase aggregate base layer. These box samples will be instrumented with moisture probes, pressure cells, and MEMS deformation sensors. Each model pavement will be subjected to cyclic plate load tests to study and evaluate the load-bearing capacity and load transfer mechanism from repeated loads to the underlying subgrades. The same tests will be performed on the samples after they are inundated. The role of geocomposites both before and after exposure to moisture inundation, as well as load transfer mechanisms on subgrades with erosion-simulated voids, will be evaluated.
This is a collaborative project between Texas A&M University (TAMU) and Texas State University (TXST). Flume and large-scale box studies will be performed at TAMU Galveston campus and Center for Infrastructure Research (CIR) laboratories, respectively. TXST will perform the EFA with geosynthetic layers experiments. EFA studies focus on evaluating the critical shear stresses (i.e., hydraulic shear stresses at which soil erosion initiates) of the reinforced/unreinforced subsoils. Changes in critical shear stress at discontinuities such as gravel/sand interfaces will be of particular interest.  These combined results will generate a comprehensive understanding of the potential improvements of embankment and foundation reinforcement using advanced geosynthetic materials in providing resilient support to transportation infrastructure in coastal corridors. The results of this project will be used to design Phase II with coastal railroad track embankments.
]]></description>
      <pubDate>Sat, 31 Jan 2026 11:12:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663227</guid>
    </item>
    <item>
      <title>Establishing Applicability of TSD Measurements for Rigid Pavement Assessment  </title>
      <link>https://rip.trb.org/View/2646970</link>
      <description><![CDATA[The Traffic Speed Deflectometer (TSD) offers significant advantages over traditional pavement evaluation methods like the Falling Weight Deflectometer (FWD) by enabling continuous, rapid assessment at traffic speeds, measuring deflection velocity profiles as opposed to the static deflection basins acquired by the FWD. However, the sensitivity of the TSD's laser Doppler sensors, particularly when applied to rigid pavements characterized by low magnitude deflections and inherent measurement variability, has hindered the reliable backcalculation of deflection parameters and consequently limited their usability for detailed structural evaluation. This research proposes to establish the applicability of TSD sensor measurements to establish means to estimate the structural integrity of jointed concrete pavements, in particular their load transfer efficiency. To that end, a comprehensive numerical simulation will be carried out to evaluate the impact of key rigid pavement parameters on measured deflection velocities to identify sensors that may be best suited for establishing relationships to estimate load transfer efficiency, with subsequent validation using existing field data from established test site databases. Ultimately, this research will provide pavement engineers with a clearer understanding of the capabilities of TSD technology for rigid pavement evaluation, enabling more informed decisions regarding its practical application in network-level structural assessment and the derivation of meaningful structural indicators. 

This study will employ a two-pronged approach. By means of numerical simulation, the dynamic response of rigid pavements under wheel loads will be developed, replicating the loading conditions of a TSD. This simulation will systematically investigate the influence of critical pavement parameters, such as slab thickness, modulus of subgrade reaction, joint stiffness, and the presence of anomalies.  The findings will then be validated using existing field data obtained from well-documented rigid pavement test sections where both TSD and FWD are available. By comparing simulated and measured deflection velocities and subsequently calculating analogous deflection indices, including a TSD-derived joint load transfer efficiency, the research will establish the conditions under which TSD data provides reliable information for rigid pavement assessment and determine the correlation and applicability of these new indices relative to established FWD-based indicators. ]]></description>
      <pubDate>Tue, 06 Jan 2026 17:26:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646970</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>Live Load Distribution Factors for Straight Steel I-Girder Bridges</title>
      <link>https://rip.trb.org/View/2558367</link>
      <description><![CDATA[The current American Association of State Highway and Transportation Officials (AASHTO) LRFD Bridge Design Specifications (BDS) Article 4.6.2.2.2 provides approximate live load distribution factors (LLDFs) for line girder analysis of steel I-girder bridges and other beam-slab bridge types. Some of these provisions and specifically Article 4.6.2.2.2d, which covers LLDFs for exterior girders, are based on limited research, and various designers and owners have questioned their accuracy. The LLDFs in Tables 4.6.2.2.2b-1 and 4.6.2.2.2d-1 were developed assuming the presence of only end cross-frames and ignoring parapet stiffness. In addition, recent innovations in steel I-girder bridge design are facilitating the use of “lean-on bracing” framing systems on straight bridges with or without skew, which feature far fewer diaphragms or cross-frames than were traditionally used. Thus, the applicability of current AASHTO provisions is unknown. Research is needed to investigate the appropriateness of the current LLDFs for straight steel I-girder bridges using either traditional framing or lean-on bracing framing. 

The objective of this research is to evaluate the accuracy of the moment and shear LLDFs provisions for girders in straight steel I-girder bridges with composite concrete deck when using line girder analysis methods.]]></description>
      <pubDate>Thu, 29 May 2025 13:11:35 GMT</pubDate>
      <guid>https://rip.trb.org/View/2558367</guid>
    </item>
    <item>
      <title>Interaction of Mechanical Systems with Structurally Significant Fire Events (UTI-UTC 25)
</title>
      <link>https://rip.trb.org/View/2543419</link>
      <description><![CDATA[This project explores the complex interplay between mechanical systems and the structural response of tunnel infrastructure during fire events. The research integrates fire dynamics modeling with structural and mechanical system simulations to assess how fire impacts tunnel linings, support systems, and embedded mechanical elements such as ventilation ducts, electrical conduits, and lighting. Using computational fluid dynamics (CFD) and finite element analysis (FEA), the study evaluates temperature distribution, material degradation, and load redistribution during fire exposure. A key focus is placed on developing a fast-running, Matlab-based assessment tool that incorporates fire source characteristics, ventilation behavior, suppression methods, and tunnel geometry to predict structural vulnerabilities and support emergency response planning. The project aims to deliver actionable insights and modeling tools that improve tunnel design, resilience, and operational safety under fire-induced extreme conditions.
]]></description>
      <pubDate>Wed, 07 May 2025 17:52:24 GMT</pubDate>
      <guid>https://rip.trb.org/View/2543419</guid>
    </item>
    <item>
      <title>Develop a Rational Approach to Performing Rail Structure Interaction Analysis (RSI) and for Using the Results of the Analysis in Transit Bridge Design</title>
      <link>https://rip.trb.org/View/2307251</link>
      <description><![CDATA[Rail structure interaction (RSI) is the detailed study of the complex nonlinear interactions and forces exchanged between railway tracks and bridge structures. RSI induces a non-negligible combination of loads, displacements, and dynamic effects on longer span bridges utilizing continuous welded rail. An RSI analysis is required to understand the force transfer mechanism and stresses induced in the rail. Rail displacement relative to the bridge superstructure and transmission of forces to bridge components also is part of the analysis. The interaction effects include thermal effects between the rail and superstructure, longitudinal deformation of the substructure under temperature loads, train braking/traction loads, seismic loading, and vertical live load effects. These forces and effects become even more significant on curved bridges utilizing direct fixation tracks. Most transit agencies require an RSI analysis be performed on their bridges or systems, and their RSI provisions vary greatly on parameters, methodology, and acceptance criteria. There are no industry-wide RSI analysis guidelines or acceptance criteria within the US transit sector, and most agencies do not address the utilization of RSI results in their design. It is necessary to develop recommendations for the methodology of analysis based on a rational approach and research. Additionally, criteria for evaluating and integrating the RSI results into bridge design are needed. The objective of this research is to provide guidance on developing and implementing RSI analysis to transit agencies and designers, as well as incorporating the RSI analysis results into the design of applicable transit structures and components.]]></description>
      <pubDate>Wed, 13 Dec 2023 12:26:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2307251</guid>
    </item>
    <item>
      <title>Determine Service and Ultimate Behavior for Bent to Column Joints in TxDOT Substructures</title>
      <link>https://rip.trb.org/View/1879827</link>
      <description><![CDATA[The Bridge Design Manual requires consideration of various extreme events such as lateral stream loads and debris accumulation during flooding, severe scouring, and loss of supports due to collision for multi-column bent cap design. Typically, column-to-cap connections are designed as simple supports. As a result, current/past details have no confinement in bent cap joints, and the longitudinal column reinforcement is not always fully developed into the cap. Detailing joints for developing plastic capacity, as well as to permit sufficient load redistribution, is a common strategy in design for extreme loading scenarios (e.g., seismic design). To accommodate this increased moment demand, the standard column-to-cap connection requires improved detailing techniques. The research team will utilize analytical/computational methods and an experimental program to investigate the performance of bent cap connections with traditional and improved details. The research team will provide practical, easily implementable design recommendations for column-bent connections through these activities: (1) reviewing literature to identify state-of-the-art detailing techniques and design parameters; (2) performing analytical or computational analysis to determine moment demand induced by extreme events; (3) developing improved detailing methods and retrofitting methods; (4) conducting large-scale structural experiments to investigate the performance of various details; (5) providing design guidelines for designers to account for the extreme events.]]></description>
      <pubDate>Thu, 23 Sep 2021 09:36:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/1879827</guid>
    </item>
    <item>
      <title>Investigate Live Load Distribution and Stability of Prestressed Concrete Girders During Construction</title>
      <link>https://rip.trb.org/View/1879823</link>
      <description><![CDATA[The research team will focus on the stability of long-span prestressed concrete I- and U-girders during erection and construction. The research team will focus on the stability of long-span prestressed concrete I- and U-girders during erection and construction. The research team will consider the distribution of live load in the completed bridge as well the role of diaphragms in stability and live load distribution and develop methods of analysis of the girder behavior.]]></description>
      <pubDate>Wed, 22 Sep 2021 17:40:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/1879823</guid>
    </item>
    <item>
      <title>Load Transfer from Track to Bridge Structure on Curves</title>
      <link>https://rip.trb.org/View/1762967</link>
      <description><![CDATA[The design of a railway bridge is significantly different from that of a conventional highway bridge because of the additional loading imposed onto the bridge due to the behavior of the track structure under vehicle and thermal loading. This difference is further enhanced on curves, where the bridge is supporting a track with curvature.  These difference include the thermal forces generated by the Continuously Welded Rail (CWR) on the track which can generate well over 220,000 lbs of longitudinal force per rail; thus of the order 900,000 lb for double track on a bridge. The presence of a curve results in this force having a lateral as well as longitudinal component. In addition, the dynamics of a railway vehicle going around a curve can generate significant wheel/rail forces. This includes vertical dynamic forces of the order of 35,000 to 70,000+ lbs per wheel and lateral dynamic curving forces of the order of 20,000 to 40,000 lb per wheel depending on the type of vehicle, speed, degree of curvature and other operating parameters.
This activity will develop a load transfer model from the track to the bridge structure to identify the vertical, lateral and longitudinal forces transmitted from the track structure to the bridge structure to aid the bridge designed in this design of the railway bridge. 
It is expected that the resulting model will be used in bridge design as well as maintenance planning and management of both the track structure and the bridge structure   As such, it is a strong fit to the theme of the UTC activity.

]]></description>
      <pubDate>Thu, 07 Jan 2021 23:14:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/1762967</guid>
    </item>
    <item>
      <title>Instrumentation and Modeling of Geosynthetic Load Transfer Platform Performance</title>
      <link>https://rip.trb.org/View/1670459</link>
      <description><![CDATA[The primary objectives of this research are to monitor the short-term (during the construction) and long-term behavior and performance of geosynthetic Load Transfer Platform (LTP) in the state of Louisiana; evaluate and verify (and maybe modify) important design factors and parameters for geosynthetic LTP: load distribution (between piles, geogrid, and soft soil), settlement, and lateral thrust.  A design spreadsheet could be developed which will be easy for the engineers to use; conduct finite element parametric study to evaluate the effect of different variables and parameters on the performance of geosynthetic LTP for embankment; and propose design and construction guidance that are needed to establish the department’s design policies and specification.]]></description>
      <pubDate>Thu, 05 Dec 2019 08:59:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/1670459</guid>
    </item>
    <item>
      <title>SPR-4165: Verification of Bridge Foundation Design Assumptions and Calculations</title>
      <link>https://rip.trb.org/View/1465620</link>
      <description><![CDATA[Investigation of transfer of dead and live loads through the structure of the Sagamore bridge to its pile foundations combined with detailed bridge foundation movement monitoring in order to assess current design methods and software.]]></description>
      <pubDate>Fri, 28 Apr 2017 11:25:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/1465620</guid>
    </item>
    <item>
      <title>Enabling On-line Logistics Services Auction Platform (OLSAP): Optimal Eco-Routing Strategies</title>
      <link>https://rip.trb.org/View/1334498</link>
      <description><![CDATA[The rapid advances in mobile and ubiquitous computing are opening opportunities to an envisioned On-line Logistics Service Auction Platform (OLSAP). Simply speaking, OLSAP is an e-bay like online auctioning system that allows shippers and carriers to match the demand and service dynamically anytime and anywhere through real-time online auction. The technical core of OLSAP is an eco-routing/re-routing tool, which evaluates potential orders for profitability during bidding and enables on-the-go cargo consolidation, i.e., integrating the new order(s) into the pre-scheduled pickups/deliveries, during re-routing. The proposed research will formulate and solve this online eco-routing problem that minimizes both travel time and fuel cost as a function of both vehicle speed and load distribution on the route. This research will make useful scientific contribution to the VRP literature. The product of this research, i.e., an eco-routing algorithm which enables on-the-go cargo consolidation service, provides the technical core for future goods delivery e-markets such as OLSAP.]]></description>
      <pubDate>Sat, 06 Dec 2014 01:00:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/1334498</guid>
    </item>
    <item>
      <title>Use of Shallow Anchors and Anchored Mesh System for Cut Slope Protection in Ice-Rich Soils</title>
      <link>https://rip.trb.org/View/1307048</link>
      <description><![CDATA[The overall objective of this research is to investigate the performance of shallow anchors in frozen soils and develop an anchored wire mesh system which can be used to solve the problems associated with the exposed ice-rich permafrost cut slopes. The system will be safe, environmentally acceptable, cost-effective, and requires little maintenance in the long term. The specific goals of the project are as follows: (1) Investigate the rate of thermal degradation of ice-rich permafrost cut slopes. (2) Investigate load transfer characteristics of a shallow anchors during freeze-thaw cycles. (3) Investigate the local and global stability of the slope protection systems. (4) Investigate performances of different anchored systems for ice-rich permafrost cut slopes exposed during construction and investigate the optimum design for ice-rich permafrost cut slopes. (5) Investigate methods to construct ice-rich permafrost cut slopes with an anchored slope protection system. The results will be used to develop design and construction guidance for anchored slope protection systems for a variety of field conditions in Alaska.]]></description>
      <pubDate>Thu, 24 Apr 2014 01:01:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/1307048</guid>
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