More than half of the nation’s 623,218 bridges are experiencing significant deterioration. Through an in-field case study conducted in western Massachusetts, a team led by the University of Massachusetts at Amherst in collaboration with researchers from the MIT Department of Mechanical Engineering (MechE) has just successfully demonstrated that 3D printing may provide a cost-effective, minimally disruptive solution.

“Anytime you drive, you go under or over a corroded bridge,” says Simos Gerasimidis, associate professor of civil and environmental engineering at UMass Amherst and former visiting professor in the Department of Civil and Environmental Engineering at MIT, in a press release. “They are everywhere. It’s impossible to avoid, and their condition often shows significant deterioration. We know the numbers.”

The numbers, according to the American Society of Civil Engineers’ 2025 Report Card for America’s Infrastructure, are staggering: Across the United States, 49.1 percent of the nation’s 623,218 bridges are in “fair” condition and 6.8 percent are in “poor” condition. The projected cost to restore all of these failing bridges exceeds $191 billion.

A proof-of-concept repair took place last month on a small, corroded section of a bridge in Great Barrington, Massachusetts. The technique, called cold spray, can extend the life of beams, reinforcing them with newly deposited steel. The process accelerates particles of powdered steel in heated, compressed gas, and then a technician uses an applicator to spray the steel onto the beam. Repeated sprays create multiple layers, restoring thickness and other structural properties.

This method has proven to be an effective solution for other large structures like submarines, airplanes, and ships, but bridges present a problem on a greater scale. Unlike movable vessels, stationary bridges cannot be brought to the 3D printer — the printer must be brought on-site — and, to lessen systemic impacts, repairs must also be made with minimal disruptions to traffic, which the new approach allows.

“Now that we’ve completed this proof-of-concept repair, we see a clear path to a solution that is much faster, less costly, easier, and less invasive,” says Gerasimidis. “To our knowledge, this is a first. Of course, there is some R&D that needs to be developed, but this is a huge milestone to that.”

“This is a tremendous collaboration where cutting-edge technology is brought to address a critical need for infrastructure in the commonwealth and across the United States,” says John Hart, Class of 1922 Professor and head of the Department of MechE at MIT. Hart and Haden Quinlan, senior program manager in the Center for Advanced Production Technologies at MIT, are leading MIT’s efforts in in the project. Hart is also faculty co-lead of the recently announced MIT Initiative for New Manufacturing.

“Integrating digital systems with advanced physical processing is the future of infrastructure,” says Quinlan. “We’re excited to have moved this technology beyond the lab and into the field, and grateful to our collaborators in making this work possible.”

UMass says the Massachusetts Department of Transportation (MassDOT) has been a valued research partner, helping to identify the problem and providing essential support for the development and demonstration of the technology. Technical guidance and funding support were provided by the MassDOT Highway Division and the Research and Technology Transfer Program.

Equipment for this project was supported through the Massachusetts Manufacturing Innovation Initiative, a statewide program led by the Massachusetts Technology Collaborative (MassTech)’s Center for Advanced Manufacturing that helps bridge the gap between innovation and commercialization in hard tech manufacturing.

“It’s a very Massachusetts success story,” Gerasimidis says. “It involves MassDOT being open-minded to new ideas. It involves UMass and MIT putting [together] the brains to do it. It involves MassTech to bring manufacturing back to Massachusetts. So, I think it’s a win-win for everyone involved here.”

The bridge in Great Barrington is scheduled for demolition in a few years. After demolition occurs, the recently-sprayed beams will be taken back to UMass for testing and measurement to study how well the deposited steel powder adhered to the structure in the field compared to in a controlled lab setting, if it corroded further after it was sprayed, and determine its mechanical properties.

This demonstration builds on several years of research by the UMass and MIT teams, including development of a “digital thread” approach to scan corroded beam surfaces and determine material deposition profiles, alongside laboratory studies of cold spray and other additive manufacturing approaches that are suited to field deployment.

Altogether, this work is a collaborative effort among UMass Amherst, MIT MechE, MassDOT, the Massachusetts Technology Collaborative (MassTech), the U.S. Department of Transportation, and the Federal Highway Administration. Research reports are available on the MassDOT website.