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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>
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    <item>
      <title>Guidelines and Best Practices for Determining the Life Cycle Cost of Various Superstructure Types</title>
      <link>https://rip.trb.org/View/2731917</link>
      <description><![CDATA[The selection of superstructure type during the study phase of a design project is currently made based on the estimated
construction cost and a subjective and inexact assessment of the life cycle cost of the structure. This method of selecting the
preferred alternative has led to the introduction of bias into the decision-making process and tends to lead to the selection of
concrete superstructures more often than steel superstructures. Rarely is this decision tied to objective data based on historic
maintenance records of similar superstructures and has never accounted for 
Michigan Department of Transportation's (MDOT’S) ability to extend the life of steel
superstructures by incorporating bolted and welded repairs, which are not possible on concrete superstructures. Disregarding
this information in the selection of a superstructure type increases the risk of not using the available bridge funding as
efficiently and effectively as possible.]]></description>
      <pubDate>Fri, 17 Jul 2026 10:05:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2731917</guid>
    </item>
    <item>
      <title>Automated QA/QC and Guidance for Inspecting Robotically-Welded Steel Structures
</title>
      <link>https://rip.trb.org/View/2719306</link>
      <description><![CDATA[The objective of this research is to develop a quality assurance/quality control (QA/QC) process for inspecting welded steel structures using infrared thermography (IRT), automate the front-end (i.e., data collection) and back-end (i.e., data analysis and decision-making) of the QA/QC process, and create publicly accessible resources and guidance on implementing IRT-based assessment.
]]></description>
      <pubDate>Thu, 25 Jun 2026 09:25:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/2719306</guid>
    </item>
    <item>
      <title>Establishment of Personnel Certification and Quality Control and Quality Assurance Processes for Nondestructive Testing of Concrete and Steel Bridge Elements</title>
      <link>https://rip.trb.org/View/2712174</link>
      <description><![CDATA[The certification of personnel performing nondestructive testing (NDT) of steel and concrete bridges in field inspections is fragmented between certification bodies and is inconsistent from one owner to the next. However, the knowledge, training, and experience of technicians performing NDT is paramount in obtaining consistent and accurate data on the condition of the structure so that key asset management decisions can be made. Studies have shown that even technicians certified and practicing in other sectors, such as nuclear or oil and gas, underperform when placed on a bridge field inspection project. While some literature exists on the effects of this resulting gap in knowledge and experience, no process exists for personnel certification of engineers or technicians performing NDT for bridges. Additionally, there is no framework for quality controls or quality assurance (QA) processes that could be used or specified by owners to establish a minimum standard of care for NDT protocols.

Comparative studies quantifying how different certification schemes affect field measurement repeatability are limited, and there is little published evidence on cost-benefit tradeoffs for implementing bridge-specific certification and QA programs at state or national scales. Overall, the literature highlights the need for a national or regulatory framework that adapts ISO 9712 and SNT-TC-1A principles to bridge environments—incorporating field performance testing, bridge-specific competencies, continuing education, and systematic QA oversight—to ensure uniform NDT practices across transportation agencies.

The objective of this research is to study industry certification and qualification practices for bridge inspection and evaluation, assessing their effectiveness through a national and international literature review and a survey of bridge owners worldwide. The study will also examine certification protocols used in other industries, such as energy, aviation, and manufacturing, that employ NDT in construction, in-service inspections, and maintenance. The findings will inform the development of guidelines for a consistent, reliable certification program for NDT technicians.

The project should establish minimum personnel certification requirements and QA processes for transportation agencies to ensure uniform results across technicians applying NDT to concrete and steel bridge members. Recommendations will cover common NDT methods, including ground penetrating radar, ultrasonic and advanced ultrasonic testing, impact echo, infrared imaging, laser crack detection, and automated sounding. A framework will also be developed to help owners implement certification and QA for other NDT methods.]]></description>
      <pubDate>Tue, 09 Jun 2026 12:57:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712174</guid>
    </item>
    <item>
      <title>High-Strength, Corrosion-Resistant Reinforcement for Empirical Deck Design </title>
      <link>https://rip.trb.org/View/2689407</link>
      <description><![CDATA[The Nebraska Department of Transportation (NDOT) seeks to maximize the long-term durability and minimize the lifecycle maintenance costs of the bridge deck for an upcoming major river-crossing replacement, where future deck rehabilitation or replacement would be exceptionally costly, disruptive, and hazardous. Although NDOT has adopted guidance intended to improve deck durability, current practices still rely primarily on empirical deck design provisions developed decades ago using Grade 60 reinforcing steel. These provisions specify total reinforcing area but do not require explicit evaluation of crack control parameters, do not account for the use of higher-strength reinforcing (e.g., Grade 80 or Grade 100), and do not provide direction on how reduced steel area enabled by higher yield strength may affect crack formation, crack widths, or long-term durability. At the same time, while recent European research has proposed durability-focused design approaches that incorporate explicit crack-width considerations, there remains significant disagreement within the research and practitioner communities regarding the extent to which crack width directly correlates with reinforced concrete durability. As a result, it is not yet clear whether or how such approaches should be adopted by NDOT; however, a thorough review and synthesis of this work is essential to inform any future deck reinforcement guidelines. As NDOT considers transitioning to higher-grade reinforcement to reduce material quantities and construction complexity, it currently has no validated methodology to configure bar size, spacing, and reinforcement ratios to ensure adequate crack control, residual crack behavior, and ultimate strength performance. ]]></description>
      <pubDate>Tue, 02 Jun 2026 12:26:14 GMT</pubDate>
      <guid>https://rip.trb.org/View/2689407</guid>
    </item>
    <item>
      <title>Deep Learning–Based Digital Image Correlation for Fatigue Crack  Characterization in Steel Structures
</title>
      <link>https://rip.trb.org/View/2703927</link>
      <description><![CDATA[This proposal presents a strategic approach to improving transportation safety through the advancement of deep learning–based Digital Image Correlation (DIC) for fatigue crack characterization in steel structural components. With aging transportation infrastructure and increasing cumulative traffic loading, fatigue-related deterioration in steel bridges and related systems presents ongoing safety risks. Accurate measurement of crack-induced displacement fields is critical for reliable structural assessment and informed maintenance decisions. The primary objectives of this proposal are to advance artificial intelligence (AI)-driven DIC methods beyond the limitations of conventional correlation-based approaches by enabling sub-pixel displacement learning through synthetic data generation, incorporating physics-informed modeling of crack-induced displacement discontinuities, and supporting high-resolution analysis of large image regions without loss of spatial detail. The methodology involves grayscale synthetic speckle data generation for sub-pixel displacement learning, mechanics-based displacement field modeling using finite element simulations, and development of an attention-enhanced deep learning architecture for full-field displacement prediction. Experimental validation against commercial DIC systems will establish a transferable methodology supporting safer fatigue crack evaluation practices.
]]></description>
      <pubDate>Tue, 19 May 2026 13:48:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2703927</guid>
    </item>
    <item>
      <title>Use of Stainless-Steel Bridge Bearings for Steel Girder Bridges</title>
      <link>https://rip.trb.org/View/2701238</link>
      <description><![CDATA[Corrosion protection and prevention is a challenge for the steel bridges, especially in highly corrosive bridge environments, such as marine environment or locations with frequent exposure to deicing salts. Maintenance of steel bridge bearings is a large yearly expense for the Office of Structures in the Maryland Department of Transport State Highway Administration (MDOT SHA). Bridge bearings are the support system for the bridge girders and accommodate movements of the bridge beams and deck resulting from loading and thermal expansion/contraction. When a bearing is not functioning properly, the impacts range from mild to severe depending on the situation.
On the less extreme side, poorly functioning bearing results in additional stresses to the bridge, which over time compound to other issues such as cracking/spalling to the substructure units, etc. further deteriorating the bridge. In severe cases, it has resulted in cracks in the steel girder resulting in immediate closure of a structure and emergency repairs. On movable bridges it has resulted in the bridge getting stuck in an open position resulting in closure to the roadway until repairs could be made. The main culprit to the deterioration of the bearings is water resulting in rusting of the bearings. Fixing of the bearings is extremely costly because it requires jacking of the bridge to remove and
replace the impacted bearing. These reported issues raise the life cycle cost of bridge bearings. One solution to reduce the maintenance costs associated with corrosion is the use of a more corrosion-resistant steel, such as stainless steel. The use of stainless steel does not require protective coatings because chromium and the rest of the alloying elements develop a passive layer on the steel surface to protect it from atmospheric corrosion. ASTM A709 Grade 50CR (previously known as ASTM A1010), is a structural steel developed to address the corrosion issues associated with the use of traditional steels. Stainless steel bridge bearings have been installed at the Gawler River Rail Bridge near Adelaide in southern Australia. While structural bearings of stainless steel are generally more expensive than carbon steel alternatives, their use may substantially reduce life cycle costs by minimizing the need to replace them as a result of a longer service life – especially when indirect costs such as traffic management and traffic disruption are considered. A1010 stainless steel has been used for primary members in six vehicular bridges in the US [5]. In 2017, Virginia DOT completed a A1010 bridge, in which stainless steel were used for all primary and secondary members and fasteners. Duracorr stainless steel (current ASTM designation ASTM 709 Grade 50CR) is a low-cost, 12% chromium, stainless steel manufactured in the United States by ArcelorMittal USA. However, ASTM A1010 steel was developed with a low chromium-content (12% Cr) for highway bridge primary structural members to control the cost arising from large material volume use while maintaining satisfactory strength and impact toughness. Therefore, A1010 is not corrosion free and may corrode where high time-of-wetness and/or elevated chloride contents are present. Due to the relatively small volume of stainless steel consumed by bridge bearings, opting for a more costly stainless steel with elevated chromium-nickel content and higher corrosion resistance may prove more beneficial. This approach aligns with the objectives of extending service life and eliminating the need for maintenance. This study will address the question raised by the MDOT SHA Office of Structures on whether it is viable option to replace the standard metal bearings with stainless steel and eliminate any possibility of rusting. If the project's research survey results and literature search findings confirm this, a future shift to stainless steel bearings will eliminate maintenance and replacement works associated with rusted bridge bearing, potentially substantially reducing the life-cycle cost of bridge bearings. ]]></description>
      <pubDate>Wed, 13 May 2026 09:16:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/2701238</guid>
    </item>
    <item>
      <title>Hyperspectral Imaging for Corrosion Detection in Bridge Structures</title>
      <link>https://rip.trb.org/View/2696155</link>
      <description><![CDATA[The proposed research will investigate the use of hyperspectral imaging for
identifying corrosion of reinforced concrete and steel bridge components.
Research outputs will comprise (1) data characterizing the efficacy of hyperspectral
imaging for identification of corrosion prior to corrosion products being visible to
the human eye, (2) data characterizing the link between corrosion products that
are visible via hyperspectral imaging and the extent of steel mass loss for
reinforced concrete and steel bridge components, and (3) recommendations for
using hyperspectral imaging as part of a comprehensive bridge inspection and
maintenance program.]]></description>
      <pubDate>Mon, 27 Apr 2026 19:49:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696155</guid>
    </item>
    <item>
      <title>Evaluation of Hollow-Core UHPC-Steel Columns with UHPC Socketed Connection
</title>
      <link>https://rip.trb.org/View/2696153</link>
      <description><![CDATA[Limited techniques are available to accelerate construction of bridge substructures. Previous research was conducted by the research team on innovative hollow-core FRP-concrete-steel (HC-FCS) bridge columns consisting of an ultra-high performance concrete (UHPC) or self-consolidating concrete (SCC) core sandwiched between an outer fiber-reinforced polymer (FRP) tube and an inner steel tube. The results of these previous projects indicated the proposed column design had significant potential, but lingering questions remained about the possibility of eliminating the FRP outer shell and relying on UHPC to provide required confinement of the steel tube and durability of the overall column. The proposed project will build on the results of the previously funded projects on HC-FCS columns sponsored by the Oklahoma Department of Transportation (ODOT) and ABC-UTC to extend to UHPC-steel (HC-US) columns and to examine unanswered questions relative to column composition, UHPC thickness, and column-footing connection. The project will consist of experimental testing of four approximately half-scale column and footing specimens with variation in steel wall thickness and column to footing connection type. Results from the proposed research will provide an improved basis for comparison with completed finite element modeling and for subsequent design guidelines, thereby increasing the likelihood of implementation. The final report will include a section with guidance for design and construction of the proposed HC-US columns. These guidelines will include equations to determine steel thickness, UHPC thickness, footing and girder embedment depths, and nominal flexural and shear strengths of HC-US columns.]]></description>
      <pubDate>Mon, 27 Apr 2026 19:42:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696153</guid>
    </item>
    <item>
      <title>Corrosion Resistance of Using Very High Strength Steel Reinforcing Bars in Reinforced Concrete Beams– An Experimental and Analytical Approach</title>
      <link>https://rip.trb.org/View/2694443</link>
      <description><![CDATA[Project Description: 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. 
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>Thu, 23 Apr 2026 18:10:34 GMT</pubDate>
      <guid>https://rip.trb.org/View/2694443</guid>
    </item>
    <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>
    </item>
    <item>
      <title>Investigation of Dual Grade/Hybrid Steel Plate Girders Utilizing Stainless Steel</title>
      <link>https://rip.trb.org/View/2646068</link>
      <description><![CDATA[Corrosion is a significant concern for steel bridges, and if not properly designed for or mitigated, can lead to costly maintenance or service failures. One option for making steel bridges more corrosion-resistant is to use 50CR steel (formerly ASTM A1010 steel), which is a stainless steel having similar mechanical properties to typical bridge steels with much greater corrosion resistance. While 50CR steel is attractive due to its corrosion resistance, it’s cost, relative to traditional carbon steel, may preclude it from use due to budgetary restraints. One option for making 50CR steel bridges more cost-effective is by using a dual-grade girder, in which 50CR is used in targeted corrosive locations, while conventional steel, such as uncoated ASTM A709 Grade 50W or coated steel, are used elsewhere. By using the more costly material where it provides the most benefit, dual-grade girders have the potential to achieve life cycle cost savings by reducing future maintenance and increasing the overall service life of the girder. There has been limited research addressing the strength and corrosion performance of 50CR welded to traditional carbon steels. This research will quantify the corrosion behavior and the galvanic corrosion potential through accelerated corrosion tests. Strength tests will also be performed to evaluate any potential issues with the welding processes required for hybrid welding.]]></description>
      <pubDate>Mon, 29 Dec 2025 11:32:26 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646068</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>2503 Enhancing MALP and MKP as Repair Materials Through Joint Usage and in combination with Ceramic Paint</title>
      <link>https://rip.trb.org/View/2606541</link>
      <description><![CDATA[The purpose of this research is to address the corrosion performance of conventional reinforcing steel in uncracked and cracked magnesium-aluminum-liquid-phosphate (MALP) concrete and magnesium-potassium-phosphate (MKP) concrete in simulated repairs of Portland cement of both high and low quality. Reinforcing bars will be evaluated in both a clean and passive state and in an actively corroding state. The project will evaluate the ability of MALP concrete to withstand freeze-thaw cycles both as an individual material and in conjunction with Portland cement concrete. CeramycGuard will be investigated as a possible method to limit the penetration of salt solution into MKP to improve the corrosion resistance provided to reinforcing steels.]]></description>
      <pubDate>Fri, 03 Oct 2025 12:05:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2606541</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>Evaluating New Steel Coating Systems</title>
      <link>https://rip.trb.org/View/2593943</link>
      <description><![CDATA[Kentucky Transportation Cabinet's (KYTC's) Divisions of Bridge Maintenance and Structural Design have identified several steel coating systems that can reduce maintenance, lower project costs, and increase structure service lives. Candidates include thermal spray (metallizing), galvanizing, and novel one- and two-coat systems. Before KYTC adopts a coating system it must undergo accelerated weathering and corrosion testing. The industry standard for this testing is ASTM D5894. However, this standard calls for just 5,000 hours of testing. This project will expose candidate coating systems to 20,000 hours of accelerated weathering and corrosion testing to more accurately gauge their long-term performance in the field.]]></description>
      <pubDate>Thu, 28 Aug 2025 11:32:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/2593943</guid>
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