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    <title>Research in Progress (RIP)</title>
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    <atom:link href="https://rip.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Research in Progress (RIP)</title>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Development and Evaluation of Approach Guardrail Transition with Increased Span Length between Concrete bridge Rail and First Transition Post - Phase II </title>
      <link>https://rip.trb.org/View/2689395</link>
      <description><![CDATA[Phase I of this project, funded by the Nebraska Department of Transportation (NDOT), addressed this need at the concept and simulation level. Midwest Roadside Safety Facility (MwRSF) researchers developed and refined several long-span approach guardrail transition (AGT) concepts for the 34-inch tall NDOT thrie-beam system and used LS-DYNA simulations to evaluate their performance with increased span between the concrete buttress and the first transition post under MASH TL-3 impact conditions. The work included evaluation of the upstream W-beam to thrie-beam transition, the downstream thrie-beam to rigid buttress connection, and identification of critical impact points for both the pickup truck and small car tests. These analyses demonstrated that the selected long-span concept is a promising candidate, but they do not satisfy Federal Highway Administration (FHWA) requirements. Federal acceptance of new roadside safety hardware under the American Association of State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware (MASH) requires full-scale crash testing. An FHWA eligibility letter cannot be obtained on the basis of simulations alone. Without full-scale crash testing, the long-span AGT system cannot be fully validated, adopted statewide, or included in NDOT standard plans. Phase II is therefore needed to conduct the required full-scale MASH TL-3 crash tests and provide an FHWA-compliant evaluation of the new long-span AGT system.]]></description>
      <pubDate>Tue, 02 Jun 2026 12:25:41 GMT</pubDate>
      <guid>https://rip.trb.org/View/2689395</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>Load Rating and Posting of Long-Span Bridges</title>
      <link>https://rip.trb.org/View/2296638</link>
      <description><![CDATA[According to the National Bridge Inventory, approximately 6200 bridges in the United States have span lengths greater than 200 feet. Although the current American Association of State Highway and Transportation Officials (AASHTO) specifications for load and resistance factor rating (LRFR) and load factor rating (LFR) provide sufficient direction for evaluating bridges with span lengths ≤ 200 feet, they are not fully developed for evaluating structures with span lengths > 200 feet. Long-span bridges get special engineering analysis in the design phase, but methods for evaluating them in service are limited. To ensure public safety while sustaining commerce and preserving vital infrastructure, methods for rational load rating, permitting, and posting are essential. Research is needed to help state departments of transportation evaluate their long-span bridges.

The objective of this research is to develop procedures for load rating, posting, and permitting of highway bridges with spans greater than 200 feet in length. It shall consider all applicable load effects.]]></description>
      <pubDate>Mon, 27 Nov 2023 19:28:48 GMT</pubDate>
      <guid>https://rip.trb.org/View/2296638</guid>
    </item>
    <item>
      <title>Developing Prestressed Concrete Girder Cross-Sections for Longer Spans and New Materials</title>
      <link>https://rip.trb.org/View/2221102</link>
      <description><![CDATA[Precast, prestressed concrete girders are the work-horses of the bridge construction industry.  Their initial cost-effectiveness and their low maintenance requirements lead to low life-cycle costs and make them ideal for building short- to medium-span bridges, such as freeway over-crossings.  However, spans of such bridges are relentlessly increasing, due to constraints caused by environmental restrictions and urban congestion, and the consequent difficulties in locating columns.  The longer spans require deeper girders to sustain the in-service bending moments, but they also pose challenges with respect to lateral stability during handling and transportation.  At the present record span (223 ft) the cross-sections in present use (WSDOT WF sections, Florida Bulb tees, PCI bulb tees, etc.) are close to their stability limits.

To address these stability concerns, there is a pressing need to consider new cross-section shapes.  Criteria for selection will include both in-service bending and shear capacities, and lateral stability during transportation. In addition, the shipping weight of such long girders is also increasing, so there is pressure to design the girder sections to have the greatest strength/weight ratio possible, which implies the use of lightweight concrete and minimization of dimensions wherever possible.  However, lightweight concrete typically has a lower elastic modulus, which lowers the buckling load, and the benefits of using it depend on the relative magnitudes of the changes in weight and stiffness.  Furthermore, new, high-strength materials such as ultra high performance concrete (UHPC) can contribute to the solution but, because their strengths in different modes (shear, tension, compression) do not appear in the same relative proportions as in existing concretes, the optimization of the girder cross-sections will require careful consideration of all these characteristics.]]></description>
      <pubDate>Sun, 30 Jul 2023 21:12:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2221102</guid>
    </item>
    <item>
      <title>Impact of Response Spectra Definitions and Direct Displacement-Based Design Simplification for Multi-Span Bridges</title>
      <link>https://rip.trb.org/View/1890614</link>
      <description><![CDATA[Research to reevaluate impact of response spectra definitions on the design of multi-span bridges by conducting computational research to develop recommendations for hazard levels. Aims to develop simplifications to the direct displacement-based design approach for multi-span bridges that will facilitate implementation into bridge design practice. Work will include the following deliverables: Literature Review, Computations/analysis for AK multi-span Bridges, design results and recommendations for final report]]></description>
      <pubDate>Mon, 08 Nov 2021 13:49:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/1890614</guid>
    </item>
    <item>
      <title>Wind Turbulence-Structure Interaction and Aeroelastic Instability for Long-Span Flexible Girder Systems</title>
      <link>https://rip.trb.org/View/1877211</link>
      <description><![CDATA[NOTE The project is combined with NCHRP 20-07/Task 325 Updating the AASHTO LRFD Wind Loads Provisions]]></description>
      <pubDate>Wed, 08 Sep 2021 17:17:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/1877211</guid>
    </item>
    <item>
      <title>SPR-4431: A New Approach to Accelerated Fabrication of Steel Bridges: Design, Optimization, and Demonstration</title>
      <link>https://rip.trb.org/View/1646238</link>
      <description><![CDATA[This project will develop and demonstrate a new approach to the accelerated fabrication of resilient steel bridges.   Research objectives include: (1) Design and build a simply-supported and a multi-span continuous demonstration bridge; (2) Measure the dead and live load strains of the demonstration bridges as experimental evidence demonstrating behavior; and (3) Develop and optimize a kit-of-parts system to facilitate adoption.]]></description>
      <pubDate>Fri, 16 Aug 2019 09:41:02 GMT</pubDate>
      <guid>https://rip.trb.org/View/1646238</guid>
    </item>
    <item>
      <title>Achieving Resilient Multi-Span Bridges by using Buckling-Restrained Braces</title>
      <link>https://rip.trb.org/View/1599222</link>
      <description><![CDATA[Analytical and experimental research was conducted to expand and validate the Bidirectional Ductile End Diaphragm (BDED) concept, developed in an earlier IDEA project (NCHRP-172), for application in common multi-span bridges. Buckling Restrained Braces (BRBs) were used as fuse elements located at the end of a superstructure's floating span for this purpose. This innovative system can provide seismically resilient bridges with damage-free piers at low cost while minimizing displacement demands to levels that can be easily accommodated by conventional expansion joints. The nonlinear behavior of bridges designed using various methods was assessed by subjecting them to suites of earthquake motions using non-linear time-history analyses. One proposed design procedure based on Equivalent Lateral Forces (ELF) was shown to be particularly expedient and effective. It was also determined that, according to fatigue index calculations, it is not necessary to replace BRBs after an earthquake. The proposed design procedures were shown to be adequate for different seismic hazards, BRB geometries, and many irregular bridges.  They were used to design BRBs in BDED in a 5-span prototype bridge, then used to design a test specimen that considered various BRB configurations, BRB end-connections to gusset plates, BRB connections to concrete (with details applicable to new structures and/or retrofitted ones), and BRB to steel girder connections. The bridge specimen was supported on two shake tables able to apply both unsynchronized and synchronized excitation representing the demands at the ends of the span. The bridge specimen was tested with different BRB configurations and was subjected to displacement sequences representing thermal expansion demands, design level seismic demands, and strong motions to represent different types of motions (near field, far field, pulse-type motions, and motions in soft soils). Each BRB configuration was tested until failure. Results from this study showed that BDED can provide seismic resilient bridges and that thermal expansion is not controlling the design of this system. It also demonstrated that pier damage could be prevented and that span displacement demands were small (i.e., of a magnitude that can be accommodated by conventional expansion joints). This research made the BDED concept ready for adoption by bridge design specifications.

 
]]></description>
      <pubDate>Tue, 09 Apr 2019 10:38:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/1599222</guid>
    </item>
    <item>
      <title>Pre-stressed Losses in Decked Bulb-tee Girders</title>
      <link>https://rip.trb.org/View/1466349</link>
      <description><![CDATA[The American Association of State Highway and Transportation Officials Load and Resistance Factor Design (AASHTO LRFD) Bridge Design Specifications provides guidance for the calculation of pre-stress losses in precast concrete beams. Changes (2007) in the AASHTO code results in inconsistent pre-stress loss predictions for decked bulb-tee girders such as those used by the Department. Specifically, the simplified procedure for pre-stress loss prediction results in much less loss than that predicted from the previous versions of the AASHTO codes and are less than that resulting from the "refined" method of the current code. 

Better design predictions for long-term pre-stress losses may result in longer spans, few girder lines or shallower girders. Saving one girder line would save the Department about $75k per span (~5% of bridge cost) for the typical highway bridge. More accurate per-stress loss values would result in more accurate girder strength predictions.]]></description>
      <pubDate>Thu, 04 May 2017 15:42:06 GMT</pubDate>
      <guid>https://rip.trb.org/View/1466349</guid>
    </item>
    <item>
      <title>Development of Validated Methods for Soil-Structure Interaction Analysis of Buried Structures</title>
      <link>https://rip.trb.org/View/1441854</link>
      <description><![CDATA[Buried structures such as culverts and other undercrossing structures are used in highway systems to convey water, utilities and traffic across highways and carry trucks above them in the way similar to bridges. They are buried under ground in most cases at different depths. The buried structures can possess span lengths less than 20 feet (culvert) or over 20 feet (undercrossing bridge) to distinguish them from bridges above surface, or called as surface structure. Buried structures are classified as either flexible structures or rigid structures, depending on the rigidity of the structure materials and cross-section. Corrugated metal pipe or arch and thermoplastic pipe are common examples of flexible structures and reinforced concrete buried structures such as concrete boxes and arches are typical rigid structures. It is important to know the principle of soil-structure interaction under seismic loading in order to develop seismic design criteria.    Also, Buried structures are classified as either flexible structures or rigid structures, depending on the rigidity of the structure materials and cross-section. Corrugated metal pipe or arch and thermoplastic pipe are common examples of flexible structures and reinforced concrete buried structures such as concrete boxes and arches are typical rigid structures. It is found from past research that the performances of the flexible and rigid buried structures are quite different under earth load. It is important to know the soil pressure distribution envelope and to calibrate the soil-structure interaction factors (SSIF) under earth loading for buried structures with California Department of Transportation (Caltrans) Standard Installations.]]></description>
      <pubDate>Wed, 04 Jan 2017 10:54:37 GMT</pubDate>
      <guid>https://rip.trb.org/View/1441854</guid>
    </item>
    <item>
      <title>Use of 0.7-in. Diameter Strands in Precast Pretensioned Girders</title>
      <link>https://rip.trb.org/View/1364284</link>
      <description><![CDATA[Long-span bridges are often used in environmentally sensitive terrains, water crossings, and in locations with traffic and geometric restrictions. Bridges with long-span precast pretensioned girders are advantageous due to their ease and speed of construction, lower cost, and long-term durability. The use of 0.7-in. diameter strands would help bridge designers extend the spans of the existing girder shapes. However, the current AASHTO bridge design and construction specifications do not address the use of 0.7-in. diameter strands for precast prestressed girders. Bridge owners, fabricators, and contractors need specifications and guidelines to implement the use of 0.7-in. diameter strands in practice. 
  
The objectives of this research were to develop: (1) proposed modifications to the AASHTO LRFD Bridge Design Specifications and the AASHTO LRFD Bridge Construction Specifications to incorporate the use of 0.7-in. diameter strands in precast pretensioned girders for various span lengths; (2) guidelines for precast pretension girder fabrication using 0.7-in. diameter strands; and (3) guidelines for handling, shipping, and erection of long-span girders. ]]></description>
      <pubDate>Thu, 06 Aug 2015 01:00:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/1364284</guid>
    </item>
    <item>
      <title>Development of In-Service Monitoring Tools for Long-Span Bridges Using Advanced Sensor Networks</title>
      <link>https://rip.trb.org/View/1258892</link>
      <description><![CDATA[The long-term operation and management strategy for long-span suspension bridges requires a suite of monitoring tools, starting with bridge structural health monitoring and extending to traffic monitoring and homeland security applications. This project will investigate the status of state-of-the-art technologies needed to improve the overall safety, reliability, availability, and longevity of long-span bridges. The study will include identifying appropriate sensors required for deployment as well as how to adapt a wireless sensor system already-developed in-house for monitoring typical bridges. This work leverages past and ongoing efforts at Clarkson with the New York Department of Transportation (NYSDOT), the Federal Highway Administration (FHWA), the New York State Energy Research and Development Authority (NYSERDA), and the National Science Foundation (NSF). As a case study, the project will focus on the long-term in-service performance monitoring of the potential fracture of critical cables in Ogdensburg-Prescott International Bridge, a highly traveled suspension bridge connecting the United States and Canada. These non-redundant components require sensitive care and observation to avoid failure of not only the cable but the entire bridge. Currently, only 2 percent of the US bridges are categorized as a suspension bridge (FHWA, 2010), but many on that list are some of the most critical and most traveled bridges such as the Golden Gate Bridge, Manhattan Bridge and George Washington Bridge just to name a few. According to Andrew Smyth, Professor of Civil Engineering and Engineering Mechanics at Columbia University, individual replacement of a main suspension cable can cost in excess of $100 million dollars. With some bridges having approximately 4 cables, this turns into nearly $0.5 billion dollars (Smyth, 2011). Therefore, caring for the infrastructure today with intelligent monitoring techniques can aid in making smart maintenance decisions and reducing expenses due to unforeseen costly repairs in the future. The Ogdensburg-Prescott International Bridge in a recent biannual inspection by the NYSDOT observed cracks and chips in the paint along with the onset of zinc and iron oxide corrosion (NYSDOT, 2009). Furthermore, the suspenders, while determined to be sound, were noted to have a loss of galvanizing and pitting on the wire ropes. Recommendations were made for an indepth inspection program for the cables and the anchorage assembly for documenting the corrosion and condition on a regular basis. Accordingly, research will focus on identifying best tools in evaluating the performance and integrity of the main suspension cables. Material degradation due to corrosion and other environmental effects will be monitored using newly installed wireless sensor technology on the cables. These sensors will also be used to detect the fracturing of cables whether by long-term environmental degradation or sudden man-made events. The initial phase of the research will look to determine the appropriate monitoring system for this bridge and extend the development and customize Clarkson's wireless sensor system for this specific deployment. It is critical to identify what sensing technology including data fusion will be an effective in bridges that are exposed to extreme environmental conditions, including snow, ice, wind, and extremely low temperatures. Therefore it is anticipated that the Ogdensburg-Prescott International Bridge will be used as a test bed for these critical technologies that can be further developed by the partner institution and deployed at national and international scales. Subsequent phases of the research will focus on the optimal deployment and monitoring plan. These phases will include selecting the optimal locations of the sensors which will allow for the best overall description of the cable performance. Sensors are not intrusive components that will not alter the structure or limit the functionality of the bridge. They will be primarily add-on miniaturized wireless devices working on dedicated transmission frequency that will locally transmit to a central unit in compliance with international communication protocols. Upon completion of the sensor installation, data will be gathered for a minimum of an 18 month period to allow for measurements to be taken over a variation of weather conditionals across seasonal climates. This will allow for any extreme temperature effects to be considered in future measurements. The proposed research will build upon the knowledge gained from previous and ongoing research projects regarding monitoring cable based structural systems. Findings and results will be shared through technical reports, peer reviewed publications as well as presentations at conferences and workshops, thus enabling the transfer of resulting information and technology. These activities will be carried out through the Laboratory for Intelligent Infrastructure and Transportation Technologies at Clarkson University.]]></description>
      <pubDate>Wed, 14 Aug 2013 01:01:03 GMT</pubDate>
      <guid>https://rip.trb.org/View/1258892</guid>
    </item>
    <item>
      <title>Performance Based Detailing for Bridge Columns</title>
      <link>https://rip.trb.org/View/1228384</link>
      <description><![CDATA[Design provisions that are developed for reinforced concrete bridges subjected to earthquake motion must consider the locations and intensities of inelastic behavior that the structure will endure. Bridge systems are designed to focus inelastic actions in the bridge columns and away from the bridge superstructure, so that the proportioning and detailing of the bridge columns become a critical design quantity. In areas of high seismicity, such as west coast locations in the United States, the columns must be detailed to withstand high levels of inelastic behavior under multiple cycles of loading. Bridge columns in the central and eastern United States present a challenge for bridge engineers because the infrequent earthquake event can be very demanding structurally, yet the design basis is often restricted economically, by considering the likelihood that an event will occur during the lifespan of the structure. A better method is needed to (1) predict the locations and extent of inelasticity in reinforced concrete bridge columns under multiple levels of seismic excitation, and (2) provide appropriate column detailing based on the design event during the life expectancy of the bridge (a performance-based design method). The proposal is to request an additional year of funding to expand the scope of an on-going University of Kansas (KU) NSF grant evaluating the inelastic behavior of a large-scale four-span bridge to develop a new, larger-scale NSF proposal for 2008. New economical photogrammetric methods are being used by the KU team to collect extensive surface deformation data in the hinging regions of a bridge column and further validate the progression of yielding and damage.]]></description>
      <pubDate>Thu, 03 Jan 2013 13:20:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/1228384</guid>
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