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    <title>Research in Progress (RIP)</title>
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    <atom:link href="https://rip.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJzdWJqZWN0aWQiIHZhbHVlPSIxNzk3IiAvPjxwYXJhbSBuYW1lPSJkYXRlaW4iIHZhbHVlPSI3MzAiIC8+PHBhcmFtIG5hbWU9InN1YmplY3Rsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJ0ZXJtc2xvZ2ljIiB2YWx1ZT0ib3IiIC8+PHBhcmFtIG5hbWU9ImxvY2F0aW9uIiB2YWx1ZT0iMTYiIC8+PC9wYXJhbXM+PGZpbHRlcnMgLz48cmFuZ2VzIC8+PHNvcnRzPjxzb3J0IGZpZWxkPSJwdWJsaXNoZWQiIG9yZGVyPSJkZXNjIiAvPjwvc29ydHM+PHBlcnNpc3RzPjxwZXJzaXN0IG5hbWU9InJhbmdldHlwZSIgdmFsdWU9InB1Ymxpc2hlZGRhdGUiIC8+PC9wZXJzaXN0cz48L3NlYXJjaD4=" 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>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>In Situ Performance Monitoring of Bridge Joints Constructed with Rapid-Setting Concrete</title>
      <link>https://rip.trb.org/View/2689761</link>
      <description><![CDATA[The effectiveness of Accelerated Bridge Construction (ABC) relies on the performance and durability of field-placed connections, particularly those utilizing Rapid-Setting Concrete (RSC). While ABC significantly reduces construction time and minimizes traffic disruptions, its success is contingent upon ensuring that these connections exhibit long-term structural integrity and durability under real-world conditions. A primary concern with RSC joints is their susceptibility to environmental and mechanical stressors, including freeze-thaw cycles, chloride ingress from deicing salts, shrinkage-induced cracking, and repeated loading from traffic. These factors can compromise load transfer efficiency, stiffness, and overall durability, leading to higher maintenance demands and potential early-life failures.
One of the key questions facing transportation agencies is whether performance-based specifications for RSC joints are adequately calibrated to address real-world service conditions. While these specifications help ensure quality, they also increase material costs and require extensive laboratory testing and quality control oversight. Given that ABC aims to accelerate construction without compromising long-term resilience, a critical knowledge gap remains regarding how well RSC joints perform under in-service conditions as compared to their expected design performance.]]></description>
      <pubDate>Wed, 08 Apr 2026 09:42:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2689761</guid>
    </item>
    <item>
      <title>In-Situ Monitoring of Concrete Early Age Strength Development Through Acoustic Resonance Technologies</title>
      <link>https://rip.trb.org/View/2689759</link>
      <description><![CDATA[In this project, a novel acoustic resonance technology for in-situ monitoring of the early age strength development of concrete and cementitious mixes will be investigated. This technology leverages the fundamental principle that the mechanical properties of a material, including stiffness and strength, are intrinsically linked to its acoustic response. By continuously measuring changes in acoustic resonance frequencies as concrete cures and gains strength, this approach offers a direct, real-time, and non-destructive method to assess in-situ strength development without the need for destructive coring or reliance on proxy specimens. Unlike traditional strength evaluation methods, which require extensive laboratory processing, this technique enables on-site deployment, allowing engineers and contractors to make immediate, data-driven decisions regarding construction sequencing, formwork removal, and traffic opening times. The project will focus on optimizing the acoustic resonance technique for field applications by integrating laboratory investigations, field tests, and data analytics. Experimental studies will be conducted to establish correlations between resonance frequency shifts and conventional strength metrics for various cementitious mixes, including rapid-setting and high-performance concrete used in critical infrastructure projects. By offering a practical and real-time alternative to conventional methods, this technology has the potential to improve project scheduling, reduce costs, and ensure safer, more durable concrete structures with minimal disruption to transportation networks. Ultimately, the success of this project will provide a transformative solution that enhances the speed, reliability, and efficiency of strength monitoring and promotes the implementation of in-situ concrete strength monitoring technology by validating the accuracy of the testing data, understanding the influence of external conditions on the performance, and developing implementation details with practical recommendations for future applications in transportation infrastructure projects.]]></description>
      <pubDate>Wed, 08 Apr 2026 09:37:19 GMT</pubDate>
      <guid>https://rip.trb.org/View/2689759</guid>
    </item>
    <item>
      <title>Study of Real-Time Concrete Strength Measurements and Monitoring Systems that Conform to AASHTO T-412-24 for Use in Materials Testing Which Will Provide Cost Savings and Reduce Waste</title>
      <link>https://rip.trb.org/View/2687354</link>
      <description><![CDATA[Concrete strength testing is essential to Nevada Department of Transportation's (NDOT’s) quality control (QC). Current practice relies on destructive cylinder testing (ASTM C39), a labor-intensive, costly method
providing discrete-age strength data and delaying construction decisions. Maturity-based sensors (ASTM C1074) enable early-age monitoring but require mix-specific
calibration. The newly adopted AASHTO T-412-24 provides a nondestructive
alternative, measuring in place dynamic elastic modulus via acoustical resonance for real-time strength estimation. Field trials in Texas and Indiana achieved strength
estimates within ±15% of cylinder results and reduced testing costs by ~50%.
Sensors embedded at placement continuously log data, enabling immediate form
removal, traffic opening, or corrective actions. Nevada’s mixes, with ~20% pozzolan replacement and variable aggregate quality, may alter the modulus-strength relationship. Sensor performance under Nevada’s climate, data reliability, and integration into NDOT quality assurance (QA)/QC procedures remain untested. This study will (i) verify T-412-24 sensor accuracy with NDOT mixes in the field, (ii) assess field performance under local conditions, (iii) evaluate environmental, economic, and waste-reduction impacts, and (iv) develop protocols for NDOT adoption.

The objective of this research project is to evaluate whether T-412-24–compliant embedded sensors can deliver accurate, reliable real-time strength estimates for NDOT applications. The study will also correlate sensor data with ASTM C39 cylinder results for NDOT mixes in lab and field settings, identify implementation challenges, quantify cost/testing time savings, and produce specification-ready recommendations.

The University of Nevada, Reno team plans to achieve the project goal by: (1) Conducting a comprehensive literature review and identifying a set of 4-6 representative NDOT mix designs for use in lab and field testing. (2) Deploying AASHTO T-412-24-compliant real-time strength sensors in four NDOT pilot placements across regions and applications, with multiple sensors per placement to capture spatial gradients. (3) Analyzing and synthesizing the strength data generated through the field deployment, including sensor readings and companion cylinder tests. (4) Assessing the life cycle for each concrete mix design. (5) Analyzing the life cycle cost for each concrete mix design. (6) Estimating the waste reduction for each concrete mix design. (7) Producing final project deliverables including recommendations, tools, and guidance necessary for NDOT to evaluate and adopt real-time strength monitoring technologies.

This project will deliver validated specifications, installation guidelines, decision tools, and cost/benefit analyses for immediate use on NDOT pilot projects. If proven effective, AASHTO T-412-24–compliant real-time concrete strength sensors could be deployed on a wide range of construction and reconstruction projects, reducing cylinder testing costs, accelerating decisions, and improving durability. The main barrier is sensor cost, about $200 per unit plus a reusable datalogger, though savings from reduced materials, labor, and equipment operation are expected to offset this expense. Integration into NDOT’s QA/QC framework will require minor specification updates, with no significant political or socio-economic obstacles anticipated.]]></description>
      <pubDate>Wed, 01 Apr 2026 17:10:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2687354</guid>
    </item>
    <item>
      <title>Finding the Bed Shear Stress Using the Logarithmic Law at Channel Roughness Transitions</title>
      <link>https://rip.trb.org/View/2672767</link>
      <description><![CDATA[Flow through transition of bed roughness occurs in many situations in highway transportation including culverts, bridge abutments, and roadways in the floodplain, where the bed materials can change abruptly from one type to another. A sudden change in bed roughness also occurs frequently in the laboratory when soil erosion and scour is studied using a sediment recess in an open-channel flume. In all the above, the bed shear stress is a fundamental flow parameter that must be determined accurately.

A research project is proposed to investigate the use of logarithmic law (log law) for finding bed shear stress near a sudden change in bed roughness. Velocity field measurements will be obtained using a Particle Image Velocimetry (PIV) system. The measured data will be used to determine the distribution of bed shear stress by control volume analysis using the linear momentum equation to determine whether the log law can be applied to a developing boundary layer downstream of a bed roughness transition and develop procedures to reduce the measurement uncertainty of the method.]]></description>
      <pubDate>Mon, 23 Feb 2026 13:58:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/2672767</guid>
    </item>
    <item>
      <title>Inventing an AI-Informed Risk Index to Prioritize Transportation Infrastructure Preservation</title>
      <link>https://rip.trb.org/View/2672766</link>
      <description><![CDATA[The proposed project seeks to transform national transportation asset datasets into actionable intelligence for preservation planning. Recognizing the fragmentation between roadway and bridge performance data within the Highway Performance Monitoring System (HPMS) and National Bridge Inventory (NBI), the project introduces an artificial intelligence (AI)-driven framework to systematically connect these datasets and develop a unified risk index. The study will first conduct comprehensive literature and data reviews to identify gaps in cross-asset analysis and assess data quality through spatial joins and validation of key attributes such as average daily traffic (ADT). Using descriptive, prescriptive, and predictive analytics, the research will examine relationships among international roughness index (IRI), bridge condition ratings, and traffic loading to uncover deterioration trends and key predictive features. The research will apply advanced machine learning models to forecast performance and support prioritization under budget constraints. The resulting risk index will provide transportation agencies with an objective method to rank preservation needs. This result will enhance Transportation Asset Management Plans (TAMPs) and ensure data-driven resource allocation. Expected outcomes include a validated analytic framework, cross-asset integration methods, predictive deterioration models, and interactive visualization dashboards to aid decision-making. The project directly supports USDOT's strategic goals of economic strength and global competitiveness by improving asset reliability, minimizing disruptions to freight and passenger mobility, and extending infrastructure service life. Educationally, it will train at least one doctoral student in advanced analytics and risk-based asset management. The research will also integrate the methods and results into graduate coursework and research. Technology transfer activities will disseminate results through academic publications, conference presentations, outreach products, and online tools. Stakeholder engagement will ensure practical adoption. Overall, this project aims to deliver a replicable, scalable decision-support tool to strengthen national transportation resilience and investment efficiency.]]></description>
      <pubDate>Sun, 22 Feb 2026 10:44:16 GMT</pubDate>
      <guid>https://rip.trb.org/View/2672766</guid>
    </item>
    <item>
      <title>Investigate Wisconsin Bridge Scour in Mobile (Alluvial) Sand-Bed Rivers</title>
      <link>https://rip.trb.org/View/2671987</link>
      <description><![CDATA[The primary objective of this research is to enhance scour prediction accuracy for bridges in Wisconsin’s mobile sand-bed rivers by developing region-specific scour envelope curves. The proposed study will address the limitations of existing scour prediction methods by incorporating Wisconsin’s unique hydraulic, geomorphic, and sedimentological conditions. By refining existing scour envelope methodologies and tailoring them to Wisconsin’s river systems, this research aims to improve scour estimation accuracy, reduce unnecessary costs, and enhance long-term bridge safety and maintenance planning. In order to provide guidance for determining the probable depth of scour under various hydraulic, geological, and structural conditions, FHWA developed Hydraulic Engineering Circular No. 18 (HEC-18): Evaluating Scour at Bridges (Richardson & Davis, 2012). HEC-18 has served as a technical standard for bridge scour analysis in the United States. It establishes a comprehensive methodology for evaluating scour at bridge foundations, including pier scour, contraction scour, and abutment scour. Additional documents are also available, including HEC-20: Stream Stability at Highway Structures (Lagasse, Schall, et al., 2001) and HEC-23: Bridge Scour and Stream Instability Countermeasures (Lagasse, Zevenbergen, et al., 2001).These documents are also adopted by the Wisconsin Department of Transportation (WisDOT) as the standard procedures for bridge scour analysis. To address the limitations of HEC-18, many state DOTs (e.g., Minnesota, Iowa, New Jersey, South Carolina) have developed regional modifications or supplemental procedures to enhance scour prediction models. While many state DOTs have developed regional modifications for HEC-18, or regional scour envelope curves, Wisconsin has not yet established a dedicated set of scour envelope curves tailored to its river systems. This study seeks to refine scour prediction in Wisconsin’s rivers by supplementing HEC-18’s methodology with locally derived scour envelope curves, improving the accuracy of scour predictions and optimizing bridge foundation designs.]]></description>
      <pubDate>Wed, 18 Feb 2026 11:26:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2671987</guid>
    </item>
    <item>
      <title>Vertical and Overhead Concrete Patches</title>
      <link>https://rip.trb.org/View/2671984</link>
      <description><![CDATA[Bridge elements undergo various types of damage throughout their service life requiring rehabilitation with vertical and overhead patch repairs. Wisconsin Department of Transportation (WisDOT) guidance is limited to horizontal concrete surface repairs. Vertical and overhead patches typically include using different strategies, patch materials and repair reinforcements such as mechanical anchors, wire reinforcement, or fiber-reinforced polymer wraps. The field engineers mostly rely on manufacturer's repair recommendations and engineer discretion for guidance. The development of complete guidance protocols including patch-repair materials installation specifications, inspection requirements, and acceptance criteria is required to provide consistency and ensure the durability of concrete patches. The development of the protocols, specifications and an approved products list would be beneficial to ensure WisDOT delivers longer-lasting repairs. The researcher will investigate and provide material selection guidance, patch-repair materials installation specifications and repair strategies for concrete surface repairs in the vertical and overhead positions using different strategies, patch materials and repair reinforcements. This project will provide complete guidance protocols for minor to intermediate vertical and overhead concrete patch repairs in concrete bridge decks, slabs, prestressed concrete girders, piers and abutments located above and away from traffic. They will subject patch repairs to stress tests to evaluate patch durability. The researcher will develop patch-repair materials installation specifications, inspection requirements, and acceptance criteria. The researcher will develop repair specification recommendations and an approved products list, providing consistency and ensuring the durability of concrete patches.]]></description>
      <pubDate>Wed, 18 Feb 2026 11:21:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/2671984</guid>
    </item>
    <item>
      <title>Design and Testing of High-Load Multi-Rotational Disc Bearings for Bridges



</title>
      <link>https://rip.trb.org/View/2669883</link>
      <description><![CDATA[The American Association of Highway and Transportation Officials (AASHTO) LRFD Bridge Design Specifications (BDS) currently contain limited design criteria for disc bearings. The BDS requirements are predominately based on NCHRP Project 10-20A, “High-Load, Multi-Rotational Bearings: Design, Materials, and Construction” initiated in 1986 and published in 1999 as NCHRP Report 432: High-Load Multi-Rotational Bridge Bearings.  At the time, only one company manufactured disc bearings and testing samples of their product were limited.  Since 1999, multiple companies manufacture disc bearings and industry standards have progressed. 

Due to the limited research, bridge designers are reliant on disc bearing manufacturers’ unique in-house designs, which introduces uncertainties that may result in nonuniform reliability and performance. Renewed consideration of high-load multi-rotational (HMLR) disc bearings would likely result in a more thorough and robust design approach. Research is needed to update the current practice for the design, fabrication, and construction of disc bearings.

The objective of this research is to develop design procedures and acceptance testing methods and criteria for HLMR disc bearings for highway bridges. It shall be applicable to all design limit states.]]></description>
      <pubDate>Mon, 16 Feb 2026 18:46:02 GMT</pubDate>
      <guid>https://rip.trb.org/View/2669883</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>Cybersecurity Assurance via AI-Driven Digital Twins for Transportation Safety  </title>
      <link>https://rip.trb.org/View/2663600</link>
      <description><![CDATA[Transportation infrastructure increasingly depends on networked sensor systems for structural health monitoring, yet many operational deployments lack robust data-integrity protections, rendering them vulnerable to cyber-physical attacks. Manipulated sensor readings can misrepresent bridge health, rail conditions, or load limits, thereby creating risks of undetected structural failure, service closures, or catastrophic crashes. Because cyber manipulation directly produces false-safe readings, delays critical maintenance actions, and conceals structural distress, cybersecurity protection constitutes a core safety requirement, not an ancillary concern, for modern monitoring infrastructure.
This project develops a secure, artificial intelligence (AI)-driven digital twin framework that continuously compares real-time sensor data against expected behavioral responses to detect spoofing, tampering, replay, and delay manipulation, and other cyber-physical disruptions. The digital twin is intentionally implemented as a lightweight behavioral model; its purpose is not full structural simulation but rather the generation of expected-response profiles that serve as the ground-truth reference for anomaly detection. Combined with secure sensing hardware, AI-based detection algorithms, and survivability logic, the integrated system maintains reliable monitoring capability even under partial cyber compromise. The framework supports the U.S. Department of Transportation (USDOT) Safe System Approach by preventing cyber-induced safety failures and provides a clear pathway to pilot deployment through a Python-based prototype, agency demonstrations, and structured partner engagement.

Key milestones include the twin baseline model, secure sensing validation, AI detection module completion , and a survivability demonstration with partner input. The resulting system provides transportation agencies with a low-cost cybersecurity layer that protects safety-critical sensing systems from data manipulation and disruption. Deliverables include a Python detection module, interactive dashboard, and validated datasets compatible with existing DOT workflows. By ensuring the trustworthiness of monitoring data, the proposed approach reduces hazard risk, strengthens maintenance decision-making, and scales across bridges, tunnels, and rail systems, offering a realistic and immediate path to pilot adoption within USDOT transportation-cybersecurity priorities.
]]></description>
      <pubDate>Tue, 03 Feb 2026 15:23:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663600</guid>
    </item>
    <item>
      <title>Mixed metal oxide-coated titanium alloy reinforcement for ultra-durable coastal transportation infrastructure -&gt; bridging toward infinity (OSU)</title>
      <link>https://rip.trb.org/View/2663234</link>
      <description><![CDATA[The proposed research will develop and validate a novel class of mixed metal oxide (MMO)–coated titanium alloy structural bars (TiABs) for coastal transportation applications. The bars combine high mechanical performance with integrated corrosion resistance to deliver next-generation, ultra-durable infrastructure. Conventional reinforcing steel is prone to chloride-induced corrosion that requires ongoing maintenance and remediation costs leading to shortened service life and more frequent replacement. This proposal seeks to protect conventional steel bars by integrating them with MMO-coated TiABs. TiABs naturally form a stable passive oxide film that provide exceptional corrosion resistance. By adding MMO coatings to them, including RuO₂ or IrO₂ formulations that are widely used in cathodic protection systems, the TiAB coated bars are expected to have high conductivity, low consumption rates, and remain structurally stabile over decades. Combining and leveraging the MMO and TiAB properties, the proposed approach will provide load-bearing elements and long-life corrosion-resistant members and can function as active, dimensionally stable anodes within an impressed-current cathodic protection scheme to protect a bridge from corrosion damage.
The research will (1) design and fabricate titanium alloy bars with MMO coatings with endurable integrity; (2) characterize the mechanical, fatigue, and electrochemical performance under simulated bridge service environments (chloride exposure, wet/dry cycling, combined mechanical stresses); (3) test large-scale structural elements (column specimens) incorporating the coated bars, to evaluate structural performance and durability; and (4) develop design guidelines, life-cycle cost models, and construction details tailored to field implementation. Success in this project would produce a structural reinforcement technology capable of dramatically extending bridge service life, reducing maintenance costs, and improving resilience for the especially harsh marine environments. Through testing, modeling, and design, this work aims to establish a viable path for adoption of titanium + MMO systems in next-generation infrastructure to provide exceptionally long-lived bridges.
]]></description>
      <pubDate>Sat, 31 Jan 2026 12:19:03 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663234</guid>
    </item>
    <item>
      <title>Ultra-high performance concrete composite decks for long-span coastal bridges (OSU)</title>
      <link>https://rip.trb.org/View/2663233</link>
      <description><![CDATA[Coastal and marine environments present some of the most aggressive conditions for bridges, due to exposure to salt spray, high humidity, chloride ingress, and cyclic wet-dry cycles. Many of the nation’s longest span bridges are in and around tightly constrained coastal regions and these bridges commonly employ orthotropic steel decks (OSD) to reduce dead weight and improve structural efficiency. Conventional orthotropic steel plate decks are vulnerable to fatigue cracks in welded joints, deck plate corrosion, and deterioration of overlays under harsh environmental loading. Many of these OSDs are failing well short of their intended design lives. To overcome these limitations, this project will develop and validate a novel UHPC-composite steel rib deck system as a replacement for conventional OSDs for long-span bridges. Ultra-high performance concrete (UHPC) offers high compressive strength, ductility, low permeability, and durability. We propose to make relatively thin UHPC slabs composite with strategically embedded structural steel ribs to produce a direct replacement for conventional OSDs but with reduced weight, equivalent or better stiffness and load carrying capacity while mitigating past persistent fatigue and corrosion issues. 

The research consists of four (4) phases. First, conceptual design and modeling: we will create analytical and finite element models of composite deck panels, varying parameters such as rib geometry, spacing, shear connectors, UHPC thickness, and interface behavior. Second, fabrication and laboratory testing of prototype panels that will be constructed and tested under repeated load cycles modelling wheel loads on the deck surface, environmental (freeze/thaw, chloride exposure), and static failure tests to measure structural performance characteristics including stiffness, crack patterns, fatigue life, and ultimate capacity. Third, interface and connection optimization where shear connections between the UHPC and steel ribs will be optimized to produce reliable composite action and minimal slip under repeated loading. Fourth, develop design guidelines using test data to produce simplified design rules and apply the system concept to a real long-span bridge as a case study.
]]></description>
      <pubDate>Sat, 31 Jan 2026 12:05:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663233</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.
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      <pubDate>Sat, 31 Jan 2026 11:25:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2663228</guid>
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