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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>
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    <item>
      <title>Empirical Modeling for Improved Ground Failure Analysis</title>
      <link>https://rip.trb.org/View/2726232</link>
      <description><![CDATA[Problem Statement: Numerous bridge approaches and substructures, highway and railway embankments, and particularly roads in low-lying areas adjacent to rivers and their corresponding traffic sign and signal poles are underlain by the silt soils of the Willamette and Columbia River Valleys and below Oregon's coastal communities. These soils are susceptible to liquefaction or cyclic softening during earthquakes and will produce varying degrees of severity in the consequences such as lateral spreading displacement, global instability, and settlement. Settlement of soils will produce drag loads to bridge and traffic sign and signal pole foundations. Such damage has the potential to severely impact our critical surface transportation lifelines and reduce the efficacy of emergency responders and reduce the rate of economic recovery. The risk of seismic ground failure is exacerbated by groundwater table rise, which occurs during short-term, acute events (flooding) and the long-term effects of potential rising sea levels. Application of ground failure models to silty soils that were developed based on the responses of sandy soils can result in over-conservative estimates of the effects seismic ground failure and lead to inefficient use of limited resources as Oregon strives to maintain and improve its current resilience.
This work aims to develop the types of empirical relationships that the geotechnical community are well-familiar with but geared towards transitional silty soils, which can exhibit differing behaviors from the soils which are presently represented in available models. The objectives of this research are to produce specific design guidance, models, and spreadsheet-based tools to: (1) account for the effects of sloping ground on the calculation of the factor of safety against liquefaction/cyclic softening during earthquakes, (2) compute lateral displacements of sloping ground, and (3) calculate vertical settlements of level and sloping ground and any foundations buried within, to (4) culminate in a decision matrix for Oregon Department of Transportation (ODOT) engineers and their consultants to guide the selection of a particular model when assessing the seismic vulnerabilities of existing surface transportation infrastructure. The decision matrix and specific guidelines for conducting cyclic failure analyses and simplified displacement estimates will guide cost-effective measures to assess and improve existing surface transportation infrastructure and improve community and infrastructure resilience to increasingly combined natural hazards.
]]></description>
      <pubDate>Wed, 08 Jul 2026 17:38:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/2726232</guid>
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    <item>
      <title>3D SPT - Seismic Imaging for Bartow Project</title>
      <link>https://rip.trb.org/View/2697839</link>
      <description><![CDATA[The 3D SPT -seismic method (Mirzanejad et al. 2020) integrates seismic analysis with invasive SPT testing for volumetric imaging.  During SPT advancement, each hammer blow acts as a seismic source at a known depth.  A surface array of geophones (typically 48 sensors arranged over a 60 ft x 80 ft area) records the wavefields.  Using 3D elastic full - waveform inversion, the recorded data are transformed into a 3D Vs model extending laterally up to 60 ft (18 m) from the borehole and to the full SPT depth.

]]></description>
      <pubDate>Thu, 30 Apr 2026 10:02:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/2697839</guid>
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    <item>
      <title>Full-Scale Performance Evaluation of a Modular, Lightweight, UHPC Panel System for Repair of Corrosion-Damaged Steel H-Piles</title>
      <link>https://rip.trb.org/View/2695941</link>
      <description><![CDATA[This project directly supports the mission of the Center for Healthy and Durable Transportation (CHDT) by advancing innovative, implementable solutions to extend the service life of aging bridge infrastructure. The research focuses on developing and validating a modular, lightweight ultra-high-performance concrete panel system (UHPC-PS) for rehabilitating corrosion-damaged steel H-piles—critical substructure elements in United States bridges. By integrating advanced materials such as fiber-reinforced UHPC and carbon fiber reinforced polymer (CFRP) grids with practical field deployment strategies and full-scale performance validation under realistic service and seismic loading, the project enhances infrastructure durability, constructibility, long-term performance, and public safety, directly benefiting transportation agencies.]]></description>
      <pubDate>Thu, 23 Apr 2026 16:26:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/2695941</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>Enhancing Site Response Analysis for Bridge Infrastructure in the Southern Plains Region: Issues, Pitfalls, and Pathways to Improvement </title>
      <link>https://rip.trb.org/View/2646962</link>
      <description><![CDATA[Bridges in the Southern Plains Region are essential to the continuity and resilience of the regional transportation network. Although traditionally considered a region of moderate seismic hazard, past seismic events and updated hazard characterizations along with escalating bridge costs have highlighted the need for the additional use of site response analysis in seismic bridge design. This project aims to investigate and resolve key technical limitations in current site response analysis practices as applied to bridge infrastructure within the Southern Plains Region. These include discrepancies in design acceleration estimation between American Association of State Highway and Transportation Officials (AASHTO) general procedure and site-specific site response analyses, the influence of bedrock shear wave velocity on seismic hazard and amplification, the sensitivity of site response outcomes to input motion depth, and the comparative accuracy of equivalent-linear and nonlinear modeling approaches under varying site conditions. The project will utilize detailed geotechnical and seismic data from existing Southern Plains Transportation Center (SPTC), Arkansas Department of Transportation (ARDOT), and U.S. Geological Survey (USGS) efforts to assess representative bridge sites, ultimately producing evidence-based recommendations and tools for more reliable seismic design and evaluation of bridge systems throughout the Southern Plains Region.  

There are four objectives of this project. The first is to quantify discrepancies in fundamental period and design spectrum estimates between the AASHTO general procedure and site-specific site response analysis across varying geologic conditions. The second is to evaluate the sensitivity of site response predictions and Probabilistic Seismic Hazard Analysis results to different bedrock shear wave velocity assumptions, including stiff soil and rock layers. The third is to assess the influence of varying ground motion input depths—from shallow to deep—on spectral amplification and response characteristics for deep basin sites. The last is to compare equivalent-linear and fully nonlinear site response analyses to establish practical modeling guidelines based on site condition, shaking intensity, and data availability. Project tasks include (1) literature review, (2) site selection and data complication, (3) baseline site response analysis, (4) comparative and sensitivity analysis, (5) guideline development, (6) reporting, and (7) dissemination. ]]></description>
      <pubDate>Tue, 06 Jan 2026 17:14:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646962</guid>
    </item>
    <item>
      <title>Shear Wave Velocity Measurements - Phase II</title>
      <link>https://rip.trb.org/View/2640695</link>
      <description><![CDATA[The objective of this project is to update and refine the Missouri Department of Transportation (MoDOT)’s geotechnical seismic site investigation and analysis procedures in response to the release of the American Association of State Highway and Transportation Officials (AASHTO) Guide Specifications for Load and Resistance Factor Design (LRFD) Seismic Bridge Design, 3rd Edition. This will also include updates for geotechnical investigations procedures, analysis methods, and global stability procedures for retaining wall and embankment design in response to AASHTO LRFD Bridge Design Specifications, 10th Edition. The project will include an evaluation of available software programs that may assist in performing the required seismic analysis as it relates to transportation projects, including but not limited to bridges, culverts, retaining walls, and roadway embankments. The conclusions and results of the analysis will be incorporated into the existing Engineering Policy Guide (EPG). Additionally, at the conclusion of the project, MoDOT staff will be trained on the preferred methods of performing the updated seismic hazard analysis.]]></description>
      <pubDate>Tue, 16 Dec 2025 09:39:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2640695</guid>
    </item>
    <item>
      <title>Seismic Ground Motions for IDOT Geotechnical Assets</title>
      <link>https://rip.trb.org/View/2593917</link>
      <description><![CDATA[Geotechnical investigations into seismic-related issues often require designers to make assumptions as to the behavior of the soils in the event of an earthquake. One assumption is the motion of the ground to which the soils are subjected. These assumptions can have wide-reaching effects, so it is important that engineers have many tools available to aid in their assumptions. The goal of this project is to determine the most appropriate ground motions at different locations in Illinois. Researchers will develop a tool for Illinois Department of Transportation (IDOT) bridge designers and geotechnical engineers that will provide site-specific ground motions. Creating more consistent site-specific seismic designs will allow IDOT to determine and justify the appropriate ground motion in a design more quickly as well as to develop high-performing and cost-effective bridge designs.]]></description>
      <pubDate>Thu, 28 Aug 2025 09:41:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2593917</guid>
    </item>
    <item>
      <title>Synthesis on System Performance of Accelerated Bridge Construction Connections in Moderate-to-High Seismic Regions</title>
      <link>https://rip.trb.org/View/2570612</link>
      <description><![CDATA[NCHRP Report 698 identifies promising details to be used for connections of bridge members in accelerated bridge construction in medium to high seismic regions and gives recommendations for further research. Existing connection details were gathered from sources from state Departments of Transportation, industry, and academia and were systematically categorized, characterized, and evaluated for their performance in terms of readiness for use, construction risk, durability, and seismic performance. The material in this report will be of immediate interest to bridge engineers.]]></description>
      <pubDate>Tue, 01 Jul 2025 14:02:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/2570612</guid>
    </item>
    <item>
      <title>Estimating Inelastic Displacement Demands for Bridges Under Seismic Load</title>
      <link>https://rip.trb.org/View/2512623</link>
      <description><![CDATA[The objective of this research is to develop robust procedures for calculation of inelastic displacement demands in bridges while also providing guidance on how to best model damping in non-linear response history analysis.  Based upon observations developed during the conduct of NCHRP 12-106, current methods for evaluating displacement demands may be substantially non-conservative, leading to bridges that may sustain much higher displacements (and hence damage) than what was expected during the design phase. Implementation of PBSD requires accurate estimation of displacement demand, making this vitally important to the engineering community.]]></description>
      <pubDate>Fri, 21 Feb 2025 21:57:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/2512623</guid>
    </item>
    <item>
      <title>Enhancing Seismic Design Strategies for Bridges: Leveraging Data-Driven Decision-Making through Shear Wave Velocity Testing and Site-Specific Ground Motion Response Analysis</title>
      <link>https://rip.trb.org/View/2480357</link>
      <description><![CDATA[Seismic hazards play a crucial role in the design of transportation infrastructure, particularly bridges, across the southern plains and various regions of the United States. The recent introduction of risk-targeted ground motions and the updated seismic site classification scheme in the 2023 AASHTO guide specifications for LRFD seismic bridge design has introduced considerable uncertainty regarding their impact on commonly used design approaches. This project aims to investigate the following: (1) How changes in seismic site classification can influence the seismic design category, thus affecting bridge design and construction costs; (2) The drawbacks of continued use of the standard penetration test (SPT) for seismic site classification versus the advantages of employing shear wave velocity; (3) The benefits of conducting a Site-Specific Ground Motion Response Analysis (SSGMRA) on the seismic design category and the design response spectrum, consequently influencing bridge design and construction costs. 
As demonstrated in the ARDOT research project TRC1603, significant cost savings of up to 7% of the total bridge construction cost, or approximately $200,000, are achievable at certain sites where SSGMRA is performed (with the cost of SSGMRA being substantially lower (5% to 10%) than the potential savings). However, it remains uncertain whether these savings can be replicated across sites throughout the southern plains and the broader U.S. Consequently, there is a pressing need to determine the circumstances and locations where such analyses can yield substantial cost benefits for projects. Furthermore, these analyses are not limited to regions with very high seismic activity but can also provide notable advantages in areas with relatively lower seismic requirements by potentially reducing the seismic design category (e.g., transitioning from a "C" to a "B" seismic design category). This bears significant implications for the seismic design standards applicable to bridges and other transportation infrastructure projects. 
Moreover, with the updated seismic site classification scheme in the AASHTO 2023 guidelines, the use of SPT N values for seismic site classification is heavily penalized when determining the seismic site class. Given that many DOTs and transportation designers still rely on SPT for seismic site classification, there is a crucial need for designers to comprehend the consequences of continuing this practice and to identify locations where substantial benefits can be derived from conducting shear wave velocity testing, as advocated by the 2023 AASHTO guidelines.
The project comprises two main components. Initially, seismic hazard maps derived from the 2023 AASHTO code will be analyzed to identify regions where improving the seismic design category through either shear wave velocity testing or SSGMRA could result in cost-saving advantages. These regions typically exhibit ground motions near the boundary limits for the seismic design category or possess soils with sufficient stiffness or shallow bedrock, allowing for a transition from the default seismic site class D to a more favorable class, such as CD, C, BC, or B. Such transitions have the potential to significantly reduce design ground motions for various projects. 
Subsequently, SSGMRA will be conducted across different sections of the southern plains and central and eastern US to assess whether similar benefits to those observed in the TRC1603 project can be realized in other regions of the country. This endeavor entails utilizing previously gathered Vs profiles and conducting SSGMRA in various locations within the designated area of interest. Through this process, we aim to identify specific scenarios and locations where conducting SSGMRA can offer tangible benefits for transportation projects.
The study will be carried out through the following detailed tasks. Task 1: Develop maps of seismic design category for Region 6 to determine where changes in seismic site class would result in changes in seismic design category. These maps would be based on the available seismic design maps and national hazard maps available from USGS and AASHTO. These estimates will be maps at the resolution level of the current hazard maps. Task 2: Develop scenarios comparing the site classification from SPT and that from Vs to determine the impact of continuing to use SPT for site classification. Approximately 50 example SPT and Vs profiles will be used and placed in different locations to assess the impact of using both for site classification. Task 3: Conduct SSGMRA for scenario sites (approximately 20) in Region 6 to compare with the code based generic approach and assess potential cost savings associated with conducting these measurements in the future. Task 4: A final project report will be developed to convey the findings from the project.
]]></description>
      <pubDate>Wed, 01 Jan 2025 16:39:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/2480357</guid>
    </item>
    <item>
      <title>Passive Force Behavior for Skewed Bridge Abutments During Combined Lateral and Rotational Loading</title>
      <link>https://rip.trb.org/View/2427634</link>
      <description><![CDATA[As part of pooled fund study TPF-5(264), led by the Utah Department of Transportation (UDOT) and supported by the Federal Highway Administration (FHWA) and a few other state departments of transportation (DOTs), large-scale passive force-deflection tests were performed on a simulated bridge abutment to investigate the effect of skew angle on passive force behavior. Tests were conducted at abutment skew angles of 0°, 15°, 30°, and 45° with a backwall that was 11 ft wide and 5.5 ft tall. Backfills included sand and sandy gravel compacted to 95% of the modified Proctor maximum dry unit weight. Test results indicate that the passive force decreases significantly as the abutment skew angle increases to 45° relative to non-skewed walls. The results also indicate that the reduced passive force for a skewed abutment, Pp(skew), can be predicted using a simple reduction factor, Rskew, multiplied by the passive force for a non-skewed abutment with the same roadway width. The skew reduction factor was relatively consistent for all soil types, wingwall styles, and backfill width-to-height ratios investigated. The Phase II part of the previous study included testing of additional backfill materials and an inclined loading (push-and-rotate) condition for a 30° skew angle. No significant effect on the passive force skew reduction factor was observed in the inclined loading testing that involved relatively small rotation. Based on the previous study results, the skew reduction factor has already been implemented in the California Department of Transportation (Caltrans) Seismic Design Criteria, along with geotechnical guidelines for Oregon DOT and UDOT. However, as designers have started applying this approach, several questions have arisen. For example, in most of the field abutment tests, the simulated bridge abutment was forced to move longitudinally into the backfill soil.  In contrast, during earthquake loadings, the abutment has been observed to rotate. Although this rotation angle is quite small, it can lead to a significant difference in longitudinal displacement from the edges of the abutment from rotation. This would be expected to lead to a triangular distribution of pressure on the backwall of the abutment. Designers want to know (1) if the skew reduction factors remain the same when rotation is involved, and (2) if it is necessary to distribute the passive force non-uniformly along the backwall of the abutment.

The objective of this new study is to assist with the calibration of numerical  models by conducting a series of large-scale skewed abutment, passive force-displacement tests with enough abutment offset from rotation to evaluate the skew reduction factor and backwall pressure distribution. The maximum rotation and displacement would be larger than in the previous testing. As availability allows, the tests would be conducted at the same Salt Lake Airport test site used in the previous study.
]]></description>
      <pubDate>Thu, 12 Sep 2024 17:01:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/2427634</guid>
    </item>
    <item>
      <title>Retrofit Design of Seismically Deficient Bridges on and Over the Interstates and Parkways in Western Kentucky</title>
      <link>https://rip.trb.org/View/2417062</link>
      <description><![CDATA[Over 6,600 Kentucky bridges will experience ground accelerations between 0.10 g and 1.00 g during the American Association of State Highway and Transportation Officials (AASHTO) Maximum Credible Earthquake. These structures are being evaluated as part of another study (SPR 24-656) to identify bridges that require retrofits to increase their capacities and meet the demand based on AASHTO’s 2022 Specifications. Most bridges on and over the interstates and parkways in Western Kentucky are expected to exhibit deficiencies ranging from inadequate seat support to lack of foundation capacity. Ongoing research, however, is not developing a retrofit design. Kentucky Transportation Cabinet (KYTC) can use project findings to generate construction cost estimates and prioritize funding for retrofit or replacement of seismically vulnerable bridges.]]></description>
      <pubDate>Mon, 12 Aug 2024 13:26:29 GMT</pubDate>
      <guid>https://rip.trb.org/View/2417062</guid>
    </item>
    <item>
      <title>Life-Cycle Seismic Resilience Assessment of Reinforced Concrete Bridges in Aggressive Environments</title>
      <link>https://rip.trb.org/View/2404033</link>
      <description><![CDATA[Reinforced concrete (RC) bridges in seismic-prone areas may experience multiple earthquakes during their service periods. The exposure of RC bridges in aggressive environments can exacerbate structural deteriorations and reduce their capacity to withstand seismic events. In the meantime, structural damages due to earthquakes may increase the exposure of reinforced steel to aggressive environments and expedite the chloride-induced corrosion processes. Thus, a comprehensive understanding of the interactions of the effects of corrosion and seismic events on structural deterioration is very important to provide a realistic assessment of bridge life-cycle resilience. However, most existing studies have mainly estimated the effect of corrosion-induced deterioration on structural capacity against hazards. While it is really necessary, the impacts of structural damages following earthquakes on the time-dependent corrosion processes have not been investigated in any depth. Moreover, small magnitude earthquakes with high-probability may continuously affect the processes of deterioration for RC bridges, which has been ignored in existing studies. In this context, this project contributes to filling the research gaps by proposing a comprehensive interdisciplinary framework that combines the structural damages due to seismic events and theexposure to non-uniform corrosion for RC bridges. First, the probability seismic hazard analysis (PSHA) is utilized to generate a stochastic set of seismic events with multiple levels of magnitudes and the ground motions at the bridge location of interest. Then, the time-dependent bridge deterioration model is developed by incorporating the interaction of the effects of corrosion and seismic event on structural behaviors, and subsequently used for the assessment of life-cycle resilience. Finally, a RC bridge in Seattle, WA is applied as the case study to illustrate this proposed framework. By doing so, the proposed framework can provide a more realistic resilience assessment for RC bridges under the combined effects of corrosion and seismic event, which can help bridge managers to determine effective resilience-enhancing strategies in long-term development planning.]]></description>
      <pubDate>Thu, 18 Jul 2024 15:31:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/2404033</guid>
    </item>
    <item>
      <title>Seismic Vulnerability Appraisal of Bridges in Kentucky for Compliance With FHWA's 2022 Specifications</title>
      <link>https://rip.trb.org/View/2244518</link>
      <description><![CDATA[The Federal Highway Administration's (FHWA’s) 2022 Specifications for the National Bridge Inventory requires that state departments of transportation (DOTs) evaluate the seismic vulnerability of bridges. If exposed to the maximum credible earthquake, 71 counties in Kentucky will experience ground accelerations < 0.05g and do not require seismic evaluation. The remaining 49 counties will experience ground accelerations between 0.10g and 1.00g during the maximum credible earthquake. As such, bridges in these counties must undergo a seismic vulnerability assessment.]]></description>
      <pubDate>Thu, 14 Sep 2023 08:49:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2244518</guid>
    </item>
    <item>
      <title>Numerical Investigation of the Impact of Vertical Ground Motions on ABC Girder-to-Cap Connections in the Near-Field</title>
      <link>https://rip.trb.org/View/2221095</link>
      <description><![CDATA[State-of-the-art research on the impact of vertical motion effects on ordinary highway bridges and evidence from past earthquakes have revealed the potential for a significant increase of the demands at the girder-to-cap face. While this is not of major concern for ordinary bridges whose moment capacity at the face of the bent cap is typically adequate to resist the increased demands due to vertical effects, the impact of vertical ground motions on accelerated bridge construction (ABC) connections is yet to be thoroughly investigated. Very few studies have been carried out to characterize the shear and moment capacity of girder-to-cap connections. Experimental works have primarily looked at the seismic response of precast concrete girder-to-cap connections subject to horizontal excitation, while numerical studies have utilized only conventional simplified approaches for vertical ground motions estimates and modeling. This project will perform a comprehensive series of numerical simulations to assess the seismic performance of bridge systems that incorporate typical ABC girder-to-cap connections. This will be accomplished by utilizing validated 3-D arrays of near-field motions generated from physics-based wave propagation models.]]></description>
      <pubDate>Fri, 28 Jul 2023 09:05:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/2221095</guid>
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