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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>
    <image>
      <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>Improve MDOT's Understanding of the Acceptance and Performance of Riprap</title>
      <link>https://rip.trb.org/View/2731977</link>
      <description><![CDATA[The long term performance of riprap has been an issue because some local sources of riprap have known durability issues
and will degrade/dissolve over time. In addition, the acceptance of riprap size and gradation is currently done by performing a
Wolman count. Performing the Wolman count involves walking over large rocks, which can be a safety hazard and takes a
significant amount of time to do. There are challenges in assessing the performance and durability of riprap in riverine, lightly
acidic and other environments that need to be addressed. The potential exists that there may be technological and electronic
solutions that need to be utilized to enhance or replace existing processes.]]></description>
      <pubDate>Fri, 17 Jul 2026 15:21:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/2731977</guid>
    </item>
    <item>
      <title>Development of design guidelines for protection against erosion at bridge piers of rectangular cross section and estimating effects of pressurized flow on erosion potential</title>
      <link>https://rip.trb.org/View/2706034</link>
      <description><![CDATA[Bridge piers are vulnerable to severe erosion (scour) during high-flow and flooding conditions, which can compromise structural stability and, in extreme cases, lead to bridge failure. Existing riprap design methodologies used to protect bridge piers have limitations, particularly for rectangular piers and for conditions in which bridge decks become submerged and flow transitions from open channel to pressurized regimes. Inadequate riprap sizing under such conditions increases risk of structural distress, traffic interruption, and potential safety hazards.
This project develops improved design guidelines for riprap protection at rectangular bridge piers under both open channel and pressurized flow conditions. Using validated three-dimensional numerical simulations, the research will quantify how pier geometry, aspect ratio, angle of attack, and flow regime influence critical shear stress and the Froude number associated with stone failure. The project will propose a multi-parameter riprap sizing formula applicable to a broader range of geometrical and hydraulic conditions, including overtopping scenarios. Recommendations will be provided for adapting existing HEC-18 methodologies to account for pressurized flow conditions at bridge sites.

]]></description>
      <pubDate>Sat, 23 May 2026 17:39:45 GMT</pubDate>
      <guid>https://rip.trb.org/View/2706034</guid>
    </item>
    <item>
      <title>RES2023-05: Design and Application of Stormwater Conveyance from Bridge Decks</title>
      <link>https://rip.trb.org/View/2487456</link>
      <description><![CDATA[The Tennessee Department of Transportation (TDOT) recently changed its standard for bridge deck drainage, as the previous approach (catch basins) was suspected of contributing to the "bump at the end of the bridge" issue (Camp et al., 2021), because of inadequate drainage or loss of material by erosion (Briaud et al., 1997). The new standard consists of a side-inlet located next to the roadway at the end of the bridge, connecting to a riprap-lined flume or chute that runs down the embankment; it acts as a lateral weir or spillway and is quite similar to a curb-opening inlet but opened at the top. The hydraulic performance (capture efficiency, bypassed flows, water spreads and depths on the pavement, flow depths and velocities in the flume, potential for embankment erosion, etc.) of this new drainage standard under a range of bridge conditions (longitudinal slope, cross-slope,number of lanes or width, etc.) and rainfall intensities is not fully known yet; as a result, there are no specific calculation approaches or engineering recommendations for the placement of the flume and configuration of its inlet. A preliminary literature search found a vast body of research on over-topped riprap design (e.g., Abt et al., 2013; Najazfadeh & Oliveto, 2020), which is directly applicable to ensuring stable conditions in the flume. Thus, the research team propose that the main problem, in this case, has to do with quantifying how stormwater flowing over the bridge deck and approach slab interacts with the design and placement of the inlet and flume, for a range of bridge conditions, under design intensity. This would allow for developing a design method and proposing engineering recommendations for the placement and configuration of the drainage system to minimize water depths and spreads on the deck, thus decreasing traffic interruptions, risk of hydroplaning or skidding, as well as splash and spray, which can reduce visibility]]></description>
      <pubDate>Wed, 08 Jan 2025 14:40:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/2487456</guid>
    </item>
    <item>
      <title>SPR-4834:  Riprap and Aggregate Polyurethane Stabilization for Drainage, Erosion Control and Road</title>
      <link>https://rip.trb.org/View/2238730</link>
      <description><![CDATA[This study presents a comprehensive investigation of polyurethane-bonded aggregate layers for drainage and erosion control applications in two phases.  In Phase 1, laboratory tasks include identifying suitable aggregate sources, characterizing physical properties, optimizing mix proportions and mixing methods, and conducting comprehensive laboratory testing. Phase 2 focuses on site selection, construction, and in-situ performance monitoring. The study aims to optimize design parameters, assess environmental impact, and provide guidelines for successful implementation of polyurethanebonded aggregate technology. ]]></description>
      <pubDate>Thu, 31 Aug 2023 16:34:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2238730</guid>
    </item>
    <item>
      <title>Verification of ODOT Rock Channel Design Procedures</title>
      <link>https://rip.trb.org/View/2026353</link>
      <description><![CDATA[The Ohio Department of Transportation (ODOT) uses Rock Channel Protection (RCP), referred to as Riprap, for energy dissipation to protect against scour at the outlet of culverts and storm drains. RCP is classified by size into Type A, B, and C Rock with the type, length, and depth of protection determined by the pipe diameter and outlet velocity and are shorter than the lengths designed by other accepted procedures for a given design flow, it was determined that the actual number of sites which had scour problems at the end of the rock was small, therefore, the Ohio design lengths have proved adequate. Verification of the current procedures or a replacement methodology is needed in order to provide adequate sizing of RCP at conduit outlets.
The goal of this project is that the researcher will develop tests to determine the appropriate RCP design.
The objectives of this research include the following: (1) Perform a literature search of DOT's and related research. Use this information to draft a proposed modeling plan of RCP performance and improvement. This can be through scaled hydraulic modeling. Convey proposed method, support, and timeline in the Interim Report. (2) Conduct modeling and gather data.  Optimize the design of RCP based on ODOT design factors and any additional factors found through the literature search. Procedures and data should be available in the final report. (3) Verify and develop equations that represent different size ranges of RCP placed at culvert outlets. These will be used as a tool for designers. (4) Verify and improve Figure 1002-4 for use of RCP at culvert outlets; utilizing the updated RCP design equations. (5) Detail all supporting tests and evidence to verify ODOT RCP sizing in a Final Report. Include estimates for the design service life of RCP]]></description>
      <pubDate>Tue, 20 Sep 2022 08:59:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/2026353</guid>
    </item>
    <item>
      <title>Development of new design guidelines for protection against erosion at bridge abutments - Phase V</title>
      <link>https://rip.trb.org/View/1945932</link>
      <description><![CDATA[The present research proposes the use of a numerically-based approach to quantify and understand the effects of the flow becoming pressurized under high flow conditions on the critical discharge and Froude numbers for stone failure of riprap aprons used to protect spill-through abutments. Moreover, the research aims to develop design formulas to estimate the minimum riprap stone size for protection against erosion of spill-through abutments and wing-wall abutments under pressurized flow conditions due to bridge deck overtopping. The mean flow fields predicted using fully 3-D RANS simulations are used to estimate the maximum bed shear stress over the riprap layer and the critical Froude number corresponding to the shear-failure entrainment threshold for the riprap stone.  During the first four years, the numerically-based approach was validated for the case of wing-wall abutments placed in a straight channel and two new two-parameter formulas were proposed for riprap design at wing-wall abutments and at spill-through abutments placed in straight or curved channels. Moreover, simulations conducted for wing-wall abutments in straight channels allowed understanding how the critical Froude number varies with increasing flow depth in between open-channel flow and pressurized flow (submerged deck) conditions at the bridge site. For the fifth year, the main goal will be to perform a similar study for spill-through abutments. The second goal will be to develop procedures for riprap sizing at wing-wall and spill-through abutments under pressurized flow conditions. Recommendations will be made for inclusion of the new design formulas in future versions of HEC-23.]]></description>
      <pubDate>Sat, 30 Apr 2022 11:42:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/1945932</guid>
    </item>
    <item>
      <title>Development of New Design Guidelines for Protection Against Erosion at Bridge Abutments - Phase IV</title>
      <link>https://rip.trb.org/View/1867086</link>
      <description><![CDATA[Reliable and safe transportation infrastructure design for flooding events is of great economical importance for state and federal agencies in charge of maintaining our roads operational. The US Midwest has experienced increasingly catastrophic flood events. Severe erosion problems were reported at many bridge sites. Two of the most encountered types of abutments used at such bridges are spill-through and wing-wall abutments.  Placing riprap stone around the base of a bridge abutment, where the highest stresses generally occur, and over its erodible faces is one of the most common way to protect abutments against erosion. 
The present research proposes the use of a numerically-based approach to develop improved design formulas for minimum riprap stone size for protection against erosion of spill-through abutments (open channel flow conditions) and wing-wall abutments (pressurized flow due to bridge deck overtopping).]]></description>
      <pubDate>Mon, 19 Jul 2021 22:43:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/1867086</guid>
    </item>
    <item>
      <title>Development of New Design Guidelines for Protection Against Erosion at Bridge Abutments - Phase III</title>
      <link>https://rip.trb.org/View/1685056</link>
      <description><![CDATA[The present research proposes the use of a numerically-based approach to develop improved design formulas for minimum riprap stone size for protection against erosion of spill-through abutments. Spill-through abutments are very common at small bridges where abutments are placed on the floodplain. The mean flow fields predicted using fully 3-D RANS simulations are used to estimate the maximum bed shear stress over the riprap layer and the critical Froude number corresponding to the shear-failure entrainment threshold for the riprap stone. During the first year, the numerically-based approach was validated for the case of wing-wall abutments placed in a straight channel. During the second year, a new two-parameter formula was proposed for riprap design at wing-wall abutments. The new formula accounts for the influence of the nondimensional floodplain width and radius of curvature of the channel on the critical Froude number at which riprap shear failure occurs. During the third year, a comprehensive parametric study will be conducted that will provide the data needed to understand how channel curvature, floodplain width and relative length of the spill-through abutment influence the peak bed shear stress over the riprap regions. The main goal will be to develop a multi-parameter formula for riprap design at spill-through abutments placed in straight and curved channels as a function of the nondimensional floodplain width, ratio of abutment length to floodplain width, nondimensional riprap stone size and radius of curvature of the channel. These series of simulations will also allow better understanding the limitations of presently available riprap design formulas proposed for spill-through abutments placed in straight channels and the performance of the Set Back Ratio formula used to estimate the velocity in the critical Froude number. Recommendations will be made for inclusion of the new design formula in future versions of HEC-23.]]></description>
      <pubDate>Thu, 16 Apr 2020 16:03:32 GMT</pubDate>
      <guid>https://rip.trb.org/View/1685056</guid>
    </item>
    <item>
      <title>Development of New Design Guidelines for Protection Against Erosion at Bridge Abutments and Embankments – Phase II</title>
      <link>https://rip.trb.org/View/1581040</link>
      <description><![CDATA[This research proposes a numerically-based approach to develop improved methodologies to design riprap protection measures at wing-wall and spill-through abutments. Such abutments are very common at small bridges where abutments are placed on the floodplain and no piers are present. The mean flow fields and the bed shear stress distributions predicted using high-resolution, fully 3-D Reynolds Averaged Rainer-Stokes (RANS) simulations are used to estimate the maximum bed shear stress over the riprap layer, the shear-failure entrainment threshold for the riprap stone and the other variables in the design formulas recommended in Hydraulic Engineering Circular (HEC)-23 (Lagasse et al., 2001). During the first year, the numerically-based approach was validated for the case of wing-wall abutments placed in a straight channel, for which detailed laboratory experiments are available. A limited number of simulations were also conducted for spill-through abutments. In the second year, a more comprehensive parametric study with varying floodplain width, ratio of abutment length to floodplain width and riprap stone size will be conducted for spill-through abutments placed in a straight channel. The goal is to fully evaluate the performance of Lagasse et al. (2001) formula and to propose modifications that will ensure the (modified) design formula is conservative enough when applied for a wide range of flow and geometrical parameters. In the second part of the study, the effect of bank curvature on erosion potential at wing-wall abutments will be investigated. The aim is to quantitatively understand how channel curvature amplifies the maximum bed shear stress over the riprap layer and then to propose a procedure based on the design formula of Lagasse et al. (2001) that will allow estimating the required size of the riprap stone needed to protect an abutment situated at the outer bank of a curved channel. Recommendations will be made for inclusion of these modifications in future versions of HEC-23.

]]></description>
      <pubDate>Thu, 31 Jan 2019 10:22:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/1581040</guid>
    </item>
    <item>
      <title>Development of New Design Guidelines for Protection Against Erosion at Bridge Abutments and Embankments - Phase I</title>
      <link>https://rip.trb.org/View/1501768</link>
      <description><![CDATA[Over the last two decades, the US Midwest has experienced increasingly catastrophic flood events. Severe erosion problems occurred even though the erosion protection design measures for the bridge piers, bridge abutments and their embankments followed the existing guidelines (e.g., as outlined in Hydraulic Engineering Circular HEC-23 2001 and following updates - 2009). Researchers suspect this is because the methodology proposed to estimate design variables in scour protection measure formulas (e.g., size of rip rap stone) at such sites is oversimplified, and the calibration of these formulas is based on a limited series of laboratory experiments conducted for a limited range of the relevant geometrical and flow parameters that control erosion at such bridge sites. The main tasks of this research are: (1) Check performance of existing guidelines for rip-rap sizing at spill-through (e.g., Figure 1a) and wing-wall abutments adopted by HEC-23 and the Set Back Ratio method for estimating abutment velocity for design equations as described in NCRHRP 24-23 and 24-18. The simulations will cover the relevant range of the main geometrical and flow parameters (e.g., Reynolds numbers covering lab and field scale conditions, abutment length, distance between the abutment toe and the main channel bank, flow depth over the floodplain, slope of the abutment face) needed for estimating the performance of the design formulas recommended by HEC-23. (2) Propose a correction coefficient to account for turbulence effects to be incorporated in the design formula, similar to the approach used in HEC-23 for pier design. (3) Check if design formula for rip-rap sizing at spill-through and wing-wall abutments are conservative enough, once these formulas are used for conditions outside their calibration range. If such cases are identified, make recommendations in terms of extension of rip-rap protected region and/or increase of the mean diameter of rip-rap stone.]]></description>
      <pubDate>Thu, 08 Feb 2018 14:54:21 GMT</pubDate>
      <guid>https://rip.trb.org/View/1501768</guid>
    </item>
    <item>
      <title>Development and Testing of Synthetic Riprap Constructed from Coal Combustion Products (CCPs)</title>
      <link>https://rip.trb.org/View/1301302</link>
      <description><![CDATA[Since the 1930's, fly ash - a pozzolanic material - has been used as a partial replacement of portland cement in concrete to improve the material's strength and durability, while also limiting the amount of early heat generation. From an environmental perspective, replacing cement with fly ash reduces concrete's overall carbon footprint and diverts an industrial by-product from the solid waste stream. Unfortunately, only about 40% of fly ash is reclaimed for beneficial reuse, with the remaining 60% disposed of in landfills. In some instances, the reason for only a 40% use rate is the lack of a viable market, but in other instances, it is because the fly ash does not meet the required specification for use in concrete or as soil stabilization. For instance, current specifications limit the carbon content of fly ashes used as partial replacement of cement in concrete to less than 6%. However, Ameren Corporation's (Ameren) Sioux Power Plant and other plants containing cyclone-fired boilers produce ash with very high levels of unburned carbon, often in the 20 to 50% range. Furthermore, activated carbon injection for mercury control will usually increase the carbon content of fly ashes from conventional boilers, reducing potential sales of ashes from these plants as well. In general, higher carbon contents reduce the reactivity of the ash and the efficacy of air-entraining admixtures. There are several ranges of potential products depending on the specific applications, such as armoring shorelines, streambeds, bridge abutments, and pilings against scour and ice damage. Scour is particularly critical for bridge abutments and pilings, as it is the number one cause of bridge failures. The proposed project will include evaluation of coal combustion products (CCPs) from several Ameren power plants, product development, mix design development, and small-scale specimen construction and testing. This research project will serve as a proof-of-concept for synthetic riprap constructed from 90% CCPs.]]></description>
      <pubDate>Fri, 07 Mar 2014 01:01:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/1301302</guid>
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