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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>
    <image>
      <title>Research in Progress (RIP)</title>
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      <link>https://rip.trb.org/</link>
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    <item>
      <title>Load Capacity of Temporary Railcar Bridges in Western North Carolina</title>
      <link>https://rip.trb.org/View/2726549</link>
      <description><![CDATA[As a result of Hurricane Helene in late 2024, the spanning members of nearly three dozen temporary bridges in Western North Carolina (WNC) are (or were recently) comprised fully or partially of repurposed flatbed railroad cars.  Many of these bridges will need to stay in operation for long durations before permanent replacements can be completed, necessitating a detailed study of these temporary structures, especially from the perspective of load rating.  The bulk of published literature on railroad flatcar (RRFC) bridges is generally focused on permanent structures with composite concrete decks, which the temporary structures in WNC do not have.  Additionally, prior work on RRFC bridges with non-composite steel or timber decks and/or non-composite asphalt wearing surfaces is generally focused on RRFCs of a different geometry and/or span than the RRFCs currently in use in WNC.  As such, proposed study of the WNC RRFCs is justified by a goal to develop load rating methods and tools for the current temporary applications (or similar applications in the future).  In addition, a secondary goal involves determining the rated load capacities of existing RRFCs in a variety of potential future use scenarios, as the Department plans to store RRFCs for future use once existing temporary structures are removed from service. A chart of load ratings for different types of flatcars in different conditions supported on different spans would be useful for future deployments.

The proposed work will accomplish the goals by first measuring the geometry and documenting the condition of a wide range of existing RRFC bridges in WNC.  An estimated 10-15 bridges will be measured using traditional methods.  These measurements are necessary because railroad flatcar designs are not standardized – many manufacturers have existed over the years that have produced many specific flatcar designs for different railroad specifications.  Thus, while the RRFCs in use in WNC appear to be of one general type (Type FM, F-class, 90’ length), at least two variations are currently in temporary bridge service in the state.

With the likely range of geometry and structural condition of the WNC railcar fleet documented, finite element models will be developed in Abaqus to reflect idealized versions of this geometry for all significant flatcar variants in service.  Rolling loads will be applied numerically to the models, enabling a detailed study of RRFC bridge performance under a variety of conditions. Parameters can then be varied in the models to study the effects of material properties, span lengths, damage levels, adjacent connected flatcars, and other relevant factors.

Critical to developing a finite element model (FEM) will be validating that model with experimental data prior to running the parametric analyses.  Data from limited field testing will be available from recently completed preliminary work, but full-scale experimental tests are proposed as part of this research.  Two full-scale railroad flatcars are proposed to be tested to failure in the structures laboratory at NC State University or at a North Carolina Department of Transportation storage yard.  Data will be collected during each test to include loads, deflections, and strains, enabling validation and benchmarking of the FEM.  Together, the experimental and analytical results will be used to create outputs useful for load rating temporary bridges, including proposed load rating methods and simplified design tools, such as capacity charts, specific to the types of cars in WNC and a variety of possible RRFC bridge configurations. 
]]></description>
      <pubDate>Thu, 09 Jul 2026 08:53:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/2726549</guid>
    </item>
    <item>
      <title>Identifying Precipitation Variability in Georgia 
</title>
      <link>https://rip.trb.org/View/2719329</link>
      <description><![CDATA[The primary objectives of this research project are to provide scientific evidence to support Georgia Department of Transportation (GDOT) in choosing the correct scenario for each of the regions to reduce the risk of constructing drainage structures and a case study that explores how future rainfall conditions might impact construction costs if increases in precipitation are identified.
]]></description>
      <pubDate>Thu, 25 Jun 2026 11:52:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2719329</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>Develop a Risk-Based Framework for Selecting Hydrologic, Hydraulic, and Scour Criteria for Temporary Hydraulic Structures and Encroachments</title>
      <link>https://rip.trb.org/View/2712198</link>
      <description><![CDATA[Temporary hydraulic structures, such as bridges, culverts, and temporary access fills, are widely used during construction and emergency response to maintain transportation access and restore mobility following infrastructure damage. Unlike permanent structures, these installations are often designed for shorter service lives and may not meet the same hydrologic and hydraulic criteria. However, current design practices vary significantly across state departments of transportation, with no consistent national guidance for determining appropriate risk levels or design storm frequencies.

 Recent studies indicate that many agencies rely on case-by-case assessments, qualitative risk evaluations, or inconsistent application of evaluation criteria for temporary structures. Additionally, there is limited use of quantitative risk models and little integration of factors such as traffic impacts, environmental considerations, and failure consequences. The lack of standardized guidance can result in designs potentially contributing to increased conservatism and lifecycle costs, or to reduced system resilience and increased risk in some scenarios. Research is needed to identify and incorporate factors such as costs, structure lifespan, traffic, scour conditions, environmental impacts, failure risks, and regional variability to help determine how to select hydrologic, hydraulic, and scour criterion for temporary structures and to measure performance.

The objectives of this research are to develop (1) a practitioner’s guide and a data-driven risk-based decision-making framework for selecting hydrologic, hydraulic, and scour design criteria for temporary hydraulic structures and encroachments; and (2) a standalone memorandum with language suitable for AASHTO’s consideration in evaluating potential updates to the AASHTO Drainage Manual.]]></description>
      <pubDate>Tue, 09 Jun 2026 17:42:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712198</guid>
    </item>
    <item>
      <title>Post-World War II Institutional Buildings: Expediting Section 106 Review through a Better Understanding of Practices at a National Level</title>
      <link>https://rip.trb.org/View/2712187</link>
      <description><![CDATA[In the postwar era, many Americans moved from cities to newly developed suburbs. This extensive postwar construction is or is approaching fifty years old and must be considered for eligibility for listing on the National Register of Historic Places (NRHP). Institutional buildings, the community-focused resources tied to the spread of residential development, are found in large numbers across the country. These include schools, hospitals, city halls, courthouses, fire and police stations, libraries, churches, veteran’s and fraternal organization buildings, National Guard armories, post offices, airports, and parks.

Section 106 of the National Historic Preservation Act requires that federal agencies and recipients of federal funds consider the effects of construction projects on properties that are eligible for listing on the NRHP. The volume of postwar property evaluations can be overwhelming for state departments of transportation (DOTs), FHWA division offices, and state and tribal historical preservation officers. In addition, evaluations of these properties are highly diverse in physical form and materials, reflecting a wide range of historic trends and architectural contexts, and have not been extensively studied or documented. As a result, evaluations may use inconsistent approaches and require significant time and staff resources.

The objective of the research is to develop a constituent evaluation methodology to determine NRHP eligibility of postwar institutional buildings, which would be replicable throughout the United States at different levels of government. The research should provide a definition of common institutional property types and a tool for evaluating ubiquitous, vernacular versions of institutional resources that pose the greatest challenge to practitioners and consulting parties.]]></description>
      <pubDate>Tue, 09 Jun 2026 16:14:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712187</guid>
    </item>
    <item>
      <title>Control of Cracking in Concrete Bridge Decks</title>
      <link>https://rip.trb.org/View/2712183</link>
      <description><![CDATA[According to AASHTO LRFD Bridge Design Specifications (LRFD BDS), there are two main methods of bridge deck design. The more analytical “Strip Method” tends to place a limit on rebar spacing. The limit is based on crack width limitations developed for building beams and adapted in the American Association of State Highway and Transportation Officials
(AASHTO) for flexural reinforcement in deck slabs several decades ago. The implied maximum crack width, according to the provisions of AASHTO, Article 5.6.7, for moderate exposure to corrosion is 0.017 in. Such limitation has been shown in practice to be prohibitive when high-strength rebars, whether corrosion resistant or not, are used. In the meantime, there does not appear to be adequate evidence that longitudinal cracks across the main transverse reinforcement are as dominant as transverse cracks across the secondary longitudinal bars. The second method is the “Empirical Design Method” in Chapter 9 of AASHTO LRFD BDS. This method gives prescriptive reinforcement based on full-scale testing performed in Ontario, Canada, in the 1970s. Interestingly, the Empirical Design Method results in lower rebar quantities than the more rigorous Strip Method. Further, the Empirical Design Method has no requirement for flexural crack control equations. Thus, it appears that the mechanics of load transfer in deck slabs need to be fundamentally examined.

The objectives of this research, limited to reinforced concrete bridge decks supported on structural steel or concrete girders, are: (1) To develop a comprehensive understanding of the causes of cracking in cast-in-place concrete bridge decks that are placed on girders. This may include full-depth precast concrete bridge decks. (2) To develop methods of controlling cracks by the identified causes. Such methods shall include concrete material properties, rebar types and properties, chemical admixtures, and curing methods. (3)        To review and modify the current AASHTO provisions relative to crack control. This would include the provisions of Article 5.6.7—Control of Cracking by Distribution of Reinforcement. Such revisions should be based on a rational interpretation of the available body of knowledge in addition to actual field demonstrations. (4) To examine the serviceability requirements for the Strip Method (Article 5.6.7) and the Empirical Design Method (Article 9.7.2).]]></description>
      <pubDate>Tue, 09 Jun 2026 16:01:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712183</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>Integrating Temporary Bridges into Maintenance and Modernization Strategies of Bridge Infrastructure Assets</title>
      <link>https://rip.trb.org/View/2696148</link>
      <description><![CDATA[Temporary bridges are critical lifelines built to ensure continuity of service during
major renovation projects of ordinary bridges or following natural disaster
emergencies. Differently from ordinary bridges, which are expected to be in
service for 75 years, these structures have a service life of 5 years. In a time in
which investments in existing bridge maintenance and repair are expected to
increase by 58%, from $14.4 billion annually to $22.7 billion annually (ASCE,
2021), it is essential to plan investments on a risk-informed basis. Establishing a
methodology to conduct performance-based and cost-effective designs of
systems with a short service life is fundamental to properly inform the
management of large assets, where overdesigns at a large scale would lead to
uneconomical solutions. Nevertheless, to date, a nationwide consensus on the
most appropriate hazard level to adopt nationwide for the seismic design of
temporary structures is yet to be established. This project will build upon previous research of the PI supported by the California Department of Transportation (Petrone et al., 2025; Kashizadeh et al., 2025a; Kashizadeh et al., 2025b), which provided recommendations for the design of temporary bridges employing light superstructure in California. This research will substantially broaden the scope, by carrying out suites of risk analyses on a wide range of bridge typologies employed by the Departments of Transportation across the nation, for different site conditions, and levels of seismicity. Collectively, this effort will offer a robust performance-based and risk-informed foundation for updating current design provisions for temporary bridges, an often overlooked yet critical component of resilient transportation networks. In a broader sense, the methodologies developed through this project will go beyond the design of temporary bridges and be applicable to other short-service life infrastructure systems, expanding relevance and applicability of this research.]]></description>
      <pubDate>Mon, 27 Apr 2026 19:33:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/2696148</guid>
    </item>
    <item>
      <title>Anchorage Design and Detailing for Fabric-Reinforced Cementitious Matrix Retrofits of Transportation Concrete Structures</title>
      <link>https://rip.trb.org/View/2691724</link>
      <description><![CDATA[The repair and rehabilitation of transportation structures is urgently needed to restore structural capacity, slow deterioration caused by aging, overloading, and environmental stressors, and minimize disruptions associated with large-scale replacement projects. State DOTs and the Federal Highway Administration (FHWA) have implemented several advanced rehabilitation techniques, including fiber-reinforced polymer (FRP) composites, ultra-high-performance concrete, and fiber-reinforced cementitious matrix (FRCM) systems. FRCM consists of an open-grid textile made of FRP or steel strands embedded within an inorganic cementitious matrix. The system offers multiple advantages over traditional FRP, including mechanical compatibility with concrete and masonry substrates, improved fire and elevated-temperature performance, vapor permeability, durability in moist or cold environments, and ease of application in field conditions.

As an externally bonded strengthening system, the performance of FRCM is governed by the ability of the FRCM–substrate interface to maintain composite action and to transfer forces effectively. Premature interfacial slip, end debonding, or localized interface damage are commonly reported for unanchored FRCM systems. These brittle failure modes often occur at loads far below the tensile capacity of the textile, limiting the effectiveness of the strengthening system to 30–60% of its potential and undermining both safety and return on investment. Introducing anchorage mechanisms into FRCM systems provides an engineered means to restrain interfacial slip, delay debonding, promote more favorable failure modes, and enable the textile to mobilize higher tensile strains. However, the existing literature on FRCM anchorage is sparse, fragmented, and lacking in unified, design-oriented guidance. Quantitative provisions addressing anchor geometry, capacity, and interaction with the primary FRCM reinforcement remain absent from current codes and standards.

The primary objective of this research is to advance the understanding, design, and implementation of anchorage systems for FRCM-strengthened concrete members, with the goal of mitigating premature debonding and achieving ductile, and efficient strengthening outcomes. Specifically, the project aims to: (a) synthesize and critically evaluate the current state of knowledge on FRCM anchorage; (b) develop and experimentally validate practical anchorage systems including transverse wraps, mechanical anchors, and spike anchors; and (c) produce a design-oriented framework for selecting, proportioning, and detailing anchorage systems.

Two coordinated experimental programs are proposed: (1) bond-level tests to characterize the effects of anchorage presence and type on joint force transfer, slip response, and failure mechanisms; and (2) flexural tests on reinforced concrete beams strengthened with anchored and unanchored FRCM reinforcement, to evaluate the translation of bond-level behavior to member-level performance and to verify design expressions under combined shear and normal stresses. The proposed research will equip state DOTs with validated anchorage solutions, support cost-effective preservation strategies, and accelerate the adoption of durable composite materials for extending the service life of transportation infrastructure.]]></description>
      <pubDate>Sun, 12 Apr 2026 23:52:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/2691724</guid>
    </item>
    <item>
      <title>Seismic Analysis and Design of Retaining Walls, Buried Structures, Slopes, and Embankments</title>
      <link>https://rip.trb.org/View/2683238</link>
      <description><![CDATA[The Final Report is organized into two volumes. Volume 1 is published  as NCHRP Report 611: Seismic Analysis and Design of Retaining Walls, Buried Structures, Slopes, and Embankments. Volume 2, which presents the proposed specifications, commentaries, and example problems for the retaining walls, slopes and embankments, and buried structures, is available for download only. The appendices to NCHRP Report 611 are available online.  The objective of NCHRP Project 12-70 was to remove the limitations of the current specifications through the development of analytical and design methods for the seismic design of retaining walls, buried structures, slopes, and embankments. This research was managed by Donald Anderson, CH2M HILL, Bellevue, Washington, with the assistance of Geoffrey Martin, University of Southern California; Po Lam, Earth Mechanics; and Joe Wang, Parson Brinckerhoff, New York. The report fully documents the program used to develop the design procedures.]]></description>
      <pubDate>Thu, 26 Mar 2026 14:22:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/2683238</guid>
    </item>
    <item>
      <title>Innovative Materials for Improved Roadway Mobility and Drainage Efficiency</title>
      <link>https://rip.trb.org/View/2677558</link>
      <description><![CDATA[Flood-related roadway closures and drainage failures cause major travel delays, increase congestion, and pose risks to public health and safety. Conventional stormwater culverts or highway drainage made from plastic, such as Polyvinyl Chloride (PVC) or High-Density Polyethylene (HDPE), are vulnerable to deformation, cracking, and chemical degradation, particularly in high-temperature or chemically aggressive soils. This project develops and evaluates advanced recycled HDPE composites reinforced with carbon nanotubes for use in drainage pipes and highway culvert systems, designed to maintain roadway mobility and performance during extreme rainfall, with an emphasis on public health and safety benefits and long-term roadway performance.  

Laboratory-scale fabrication and mechanical testing will optimize the composition of carbon nanotube-reinforced recycled HDPE blends for improved fracture strength, chemical resistance, and physical properties. Past research by the PI has previously produced and evaluated nanoclay-reinforced recycled plastic, demonstrating established expertise in composite preparation and testing.   

The research team will collaborate with Texas Department of Transportation (TxDOT), El Paso Water Utilities, and El Paso County to validate the material in representative stormwater applications and to assess long-term material performance under demanding exposure conditions such as ultraviolet radiation and high temperatures. By utilizing recycled HDPE, the project reduces material waste while improving performance and supporting long-term infrastructure reliability. The project will also conduct performance analysis and compare lifecycle costs against conventional PVC or HDPE systems, providing guidelines for integrating innovative polymer composites into transportation drainage infrastructure that support efficient roadway operation and reduced flood-related mobility disruptions. This project undertakes breakthrough research by applying carbon nanotubes to strengthen recycled thermoplastics for stormwater drainage systems. It is an innovative effort combining material science, hydraulic engineering, and laboratory-scale testing.    

  ]]></description>
      <pubDate>Wed, 04 Mar 2026 13:53:43 GMT</pubDate>
      <guid>https://rip.trb.org/View/2677558</guid>
    </item>
    <item>
      <title>Smart Healing in Additively Manufactured Engineered Cementitious Composites Beams for Durable Transportation Infrastructure </title>
      <link>https://rip.trb.org/View/2665667</link>
      <description><![CDATA[This project investigates the self-healing capabilities of 3D-printed Engineered Cementitious Composites (ECC) for transportation infrastructure applications, focusing on enhancing the durability and longevity of 3D-printed concrete structures. In particular, the research will examine how factors such as material composition, fiber reinforcement, and curing mechanisms influence the self-healing behavior of 3D-printed ECC beams. This self-healing capability has significant potential benefits as the layer-by-layer deposition process used in 3D printing can introduce "cold joints" or interlayer weaknesses, which may negatively impact long-term durability. The project will explore whether ECC’s intrinsic self-healing ability can mitigate these effects and enhance the durability of printed infrastructure, such as pavements, bridges, and retaining walls, which are subjected to harsh environmental conditions. The specific objectives of the project are to: evaluate the influence of supplementary cementitious materials like fly ash and blast furnace slag on the self-healing properties of 3D-printed ECC; assess the effect of different fiber lengths (6 mm and 10 mm) on crack control and healing kinetics; investigate the impact of various curing regimes (e.g., water immersion, relative humidity conditions) on the healing process; and conduct mechanical testing, microstructural analysis, and data modeling to develop predictive models for self-healing behaviors. 

The research will produce implementable results in the form of optimized ECC formulations with enhanced self-healing properties for 3D-printed infrastructure. It will also generate valuable data, including mechanical performance metrics, microstructural insights, and predictive models that could shape future design practices and standards for 3D-printed construction. ]]></description>
      <pubDate>Wed, 04 Feb 2026 15:30:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/2665667</guid>
    </item>
    <item>
      <title>Novel Surge Barriers for Coastal Protection</title>
      <link>https://rip.trb.org/View/2665445</link>
      <description><![CDATA[Surge barriers are large hydraulic structures designed to protect vulnerable infrastructure from coastal storm surges and high tides. Preventing surges from moving into bays and estuaries minimizes the need for other expensive elements of a flood control system, such as levees and floodwalls. Surge barriers can provide cost-effective protection critical transportation infrastructure, such as ports, roads, and bridges. Conventional surge barriers comprise a fixed structure with movable vertically or horizontally opening gates that can be closed during extreme storms and tidal events. Disadvantages of fixed barriers include high cost, sensitivity to waste and silt, vulnerability to blockage by debris, constraints to marine traffic, and environmental impacts. Temporary surge barriers can avoid these disadvantages. This research evaluates three novel temporary barrier concepts: flexible membrane barriers, sinkable floating barriers, and shade curtain barriers. Flexible membrane barriers are self-deploying and permanently located on shore. Buried when not deployed, they rise with rising water due to their buoyancy. Sinkable floating barriers rest on the seabed when not deployed and, when needed, are raised to the surface by pumping air into a tube. Shade curtains are fabric barriers attached to an existing bridge. When not deployed, it is secured to the underside of the bridge deck. In advance of a surge, the fabric curtain is lowered using a sinker-cable system to provide a vertical barrier extending from the bridge deck to the seabed. Hydraulic loads are transmitted from the barrier to the bridge and its foundations, which must be capable of resisting the added loads. This project addresses three key issues related to temporary surge barrier deployment: site and environmental conditions for which temporary surge barriers are appropriate, hydraulic loading on the barriers, and structural/geotechnical design considerations for the barriers.]]></description>
      <pubDate>Wed, 04 Feb 2026 15:18:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2665445</guid>
    </item>
    <item>
      <title>Novel surge barriers for coastal protection (TAMU)</title>
      <link>https://rip.trb.org/View/2663229</link>
      <description><![CDATA[Surge barriers are large hydraulic structures designed to protect infrastructure from coastal storm surges and high tides. Preventing surges from moving into bays and estuaries minimizes the need for other expensive elements of a flood control system, such as levees and floodwalls. Surge barriers can provide cost-effective protection critical transportation infrastructure, such as ports, roads, and bridges. Conventional surge barriers comprise a fixed structure with movable vertically or horizontally opening gates that can be closed during extreme storms and tidal events. Disadvantages of fixed barriers include high cost, sensitivity to waste and silt, potential debris blockage, and constraints to marine traffic. Temporary surge barriers can avoid these disadvantages. This research evaluates three novel temporary barrier concepts: flexible membrane barriers, sinkable floating barriers, and shade curtain barriers. Flexible membrane barriers are self-deploying and permanently located on shore. Buried when not deployed, they rise with rising water due to their buoyancy. Sinkable floating barriers rest on the seabed when not deployed and, when needed, are raised to the surface by pumping air into a tube. Shade curtains are fabric barriers attached to an existing bridge. When not deployed, it is secured to the underside of the bridge deck. In advance of a surge, the fabric curtain is lowered using a sinker-cable system to provide a vertical barrier extending from the bridge deck to the seabed. Hydraulic loads are transmitted from the barrier to the bridge and its foundations, which must be capable of resisting the added loads. This project addresses three key issues related to temporary surge barrier deployment: site conditions for which temporary surge barriers are appropriate, hydraulic loading on the barriers, and structural/geotechnical design considerations for the barriers.]]></description>
      <pubDate>Sat, 31 Jan 2026 11:29:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663229</guid>
    </item>
    <item>
      <title>Coastal and river bridge scour mitigation using hybrid solutions (TAMU)</title>
      <link>https://rip.trb.org/View/2663228</link>
      <description><![CDATA[Bridge piers, foundations, and abutments in coastal areas or across rivers often face heightened risk of detrimental scour development under wave and/or current loading. Along  coastlines bridges are part of essential evacuation routes, saving lives ahead of predicted storm impacts with life-threatening consequences if compromised. Further inland, many bridges across creeks and rivers that are part of rural transportation systems and low-volume road networks afford equally important transportation connections. When disaster strikes and these structures are compromised – as was painfully demonstrated in the recent Central Texas flash flood disaster – entire communities are cut-off from relief help or means to recover quickly. In most instances, bridge failure is initiated through hydraulically-induced scour formation and growth at the interface of the structural components and the surrounding sediment. If scour issues can be predicted and mitigated early, catastrophic failure can be avoided. The problem is that traditional mitigation techniques are costly or, in the case of rural bridges, may not even be included in the design. Here, the research team plans to test low-cost hybrid mitigation techniques that can help reduce scour impact to bridges caused by wave or current impact by using bio-cementation (such as Microbially-Induced Calcium Carbonate Precipitation - MICP) and/or geosynthetics in combination with the in-situ sediment.

Proposed Research: The team plans the following tasks to address the efficacy of these solutions to reduce scour: Task 1: Assess existing technological options for coastal and riverine bridge scour protection. This will be done via an in-depth literature review on scour protection with the goal of identifying various options, their advantages and limitations. 
Task 2: Conduct physical model wave flume scour tests with wave and/or current loading for different low-cost, hybrid scour protection combinations including MICP and geosynthetics in tandem with the in-situ sediments.
Task 3: Develop scour prediction equations based on the conducted physical model tests that can be used to assess the efficacy of the hybrid solutions for use in coastal and riverine bridge systems.
]]></description>
      <pubDate>Sat, 31 Jan 2026 11:25:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663228</guid>
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