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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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    <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>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Modeling Special Cases of Longitudinal Resistance in Continuously Welded Rail (CWR)</title>
      <link>https://rip.trb.org/View/2573194</link>
      <description><![CDATA[Continuously welded rail (CWR) is the standard for North American freight railroads due to its advantages in ride quality, fatigue life, and reduced maintenance costs, despite concerns about rail buckling and breaks. Longitudinal rail resistance is a critical parameter for re-establishing rail neutral temperature (RNT) after rail breaks and for mitigating potential rail failures caused by vehicle loading, temperature changes, and maintenance activities. This proposed research builds upon a previous year project and continues the effort to refine and enhance the Finite Element (FE) modeling of rail longitudinal resistance. Specifically, it aims to improve the representation of realistic rail and anchor conditions by integrating new experimental data into the FE models. The research will develop efficient 2D and 3D FE models in ABAQUS that incorporate rail-to-tie friction, anchor slip forces, and tie-to-ballast restraint, using both experimental results (e.g., anchor slip behavior under varying load conditions) and historical data (e.g., rail-sleeper friction and sleeper-ballast resistance). The models will accommodate various rail profiles, tie materials, and geometric configurations, and will be applicable to a wide range of track conditions including frozen ballast, frozen structures, turnouts, crossings, and loading scenarios from vehicles and maintenance activities. The proposed project will be executed through four key interconnected areas of research: (1) Effects of sleeper-ballast on models larger than 4-ft in length using FE modeling in ABAQUS, (2) experimental testing in the laboratory for anchor slippage with various anchor types, (3) sensitivity analysis, and (4) model analysis with various track conditions. ]]></description>
      <pubDate>Mon, 14 Jul 2025 19:49:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2573194</guid>
    </item>
    <item>
      <title>Temperature-Induced Cyclic Loading Effects on Rail Anchor Slip Force</title>
      <link>https://rip.trb.org/View/2573195</link>
      <description><![CDATA[Recently, continuous welded rail (CWR) systems have been widely adopted due to their enhanced ride quality, reduced maintenance requirements, and extended service life for both rails and rolling stock. However, the elimination of joints in CWR introduces challenges, particularly in managing thermal expansion, which can lead to track buckling. A critical factor in maintaining track stability is the Rail Neutral Temperature (RNT) — the temperature at which rails are free of thermal stress. Anchors, which resist longitudinal rail movement, play a key role in managing RNT and ensuring track integrity. While previous studies have largely focused on the static behavior of rail anchors, this research emphasizes the importance of cyclic longitudinal loading, which can simulate daily and seasonal temperature fluctuations. Unlike static loading, cyclic longitudinal loading on the rail-anchor under different temperatures can potentially lead to gradual degradation in anchor performance, slip initiation, or cumulative displacement over time. These effects may be more critical to track stability than static forces alone, especially under service operating conditions. This study will conduct full-scale laboratory testing to investigate the impact of cyclic temperature-induced longitudinal loading on slip force performance for various rail anchor types. By simulating temperature cycles and measuring anchor slip under controlled conditions — including different anchor geometries, installation tightness, and environmental parameters — this research aims to provide an understanding of the long-term reliability of rail anchoring systems under thermal cycling. Also, this study addresses the need to construct a 15-foot full-scale track segment on ballast and wood ties to replicate in-field conditions for the future studies to be performed for this project.]]></description>
      <pubDate>Mon, 14 Jul 2025 19:42:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2573195</guid>
    </item>
    <item>
      <title>Design Guidance Development for Continuous Prestressed CFCC Strand Beams</title>
      <link>https://rip.trb.org/View/2562256</link>
      <description><![CDATA[The analysis of continuous bridge beams is more complicated than that of simply-supported beams. In much the same
way, construction of simply-supported beams is also much simpler than continuous prestressed beams. Yet, continuous
beam spans can be the best option in unique bridge projects. One project type includes bridge superstructures
replacement with limited clearance. The depth of the new bridge beam is limited by road clearance or high-water flood
elevation. Continuous span design with a reduced beam depth may be the best design alternative as the continuous
beam meets the loading requirements with a thinner cross section. 
Michigan Department of Transportation (MDOT) does not typically build continuous
superstructures where beams are designed to perform continuously with regard to loads. Additionally, the length of
beams is limited by shipping constraints, so deploying CFCC beams on short and medium span bridges seems more
feasible. CFCC has not been utilized in Michigan in draped conditions required for continuous beams, so the
configuration and design requirements need to be developed. This project will explore the possible application of new
materials and new designs in a combined effort.]]></description>
      <pubDate>Fri, 06 Jun 2025 14:21:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/2562256</guid>
    </item>
    <item>
      <title>Design of Continuity Diaphragms Following New AASHTO Provisions</title>
      <link>https://rip.trb.org/View/2078697</link>
      <description><![CDATA[Simply supported, prestressed concrete beams made continuous for live loads are more
efficient in carrying live loads, have greater moment capacity, and provide a redundant
structural system compared to those beams that remain simply supported in service.
However, this jointless system requires a more complex design that takes time-
dependent moment redistribution into account, as well as restraining moments due to
thermal gradients and differential shrinkage. Prior to 2021, AASHTO allowed a simplified
design of the continuity diaphragms for the spans, provided that the beams were at
least 90 days old and the diaphragms could resist 1.2 times the cracking moment.
However, AASHTO recently excluded this approach. Instead, engineers must calculate a
time-dependent restraint moment for every diaphragm, regardless of the age of the
beams at the time they become continuous with beams from adjacent spans.
Furthermore, the stress in the positive moment reinforcement must be less than 36 ksi,
for the purposes of mitigating any cracking occurring in that region.

Unfortunately, the revised code offers minimal guidance for calculating the restraint
moments, although AASHTO commentary does refer to two publications. However,
there are flaws in at least one of the example problems in those publications.
Furthermore, this same example is rather simplistic. Thus, the first objective of this
research is to answer whether the 90-day waiting period for the now-defunct simplified
provisions can be reinstated or even shortened. If that is not the case, the next
objective is to develop the best design approach and accompanying examples with
correct time-dependent calculations for unique, variable scenarios (including straight,
skewed, curved/chorded, and offset beams) to aid engineers in designing the
reinforcing details for the positive moment connection at the continuity diaphragm.
These objectives will be achieved through analytical modeling and large-scale testing.]]></description>
      <pubDate>Thu, 08 Dec 2022 10:46:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2078697</guid>
    </item>
    <item>
      <title>Design Guidance for UHPC Connections of Precast Girders Made Continuous for Live Load</title>
      <link>https://rip.trb.org/View/1838463</link>
      <description><![CDATA[Use of continuous bridge spans can reduce the required section size and can improve bridge durability by reducing the number of deck joints. If not detailed and constructed properly, continuity connections for precast concrete girders using conventional concrete tend to crack from the bottom due to moments resulting from creep and shrinkage effects in the girders. Ultra-high performance concrete (UHPC) has been successfully used in multiple applications related to connection of precast concrete bridge components and is frequently used in accelerated bridge construction In general, joints replaced or connections made using UHPC will have better durability and will allow for a smaller quantity of material to be used while still obtaining adequate load transfer between connected components. Previous research has shown that connections of precast girders for live load continuity using UHPC are a promising alternative to conventional connections. However, more comprehensive design guidance for continuity connections made with UHPC is needed for a variety of precast concrete bridge configurations.]]></description>
      <pubDate>Tue, 09 Mar 2021 11:20:36 GMT</pubDate>
      <guid>https://rip.trb.org/View/1838463</guid>
    </item>
    <item>
      <title>Project 39 - CDA MITRE MFAST Tool IE Review</title>
      <link>https://rip.trb.org/View/1364647</link>
      <description><![CDATA[Continuous Descent Arrival, also called Continuous Decent Approach (CDA), is a procedure where aircraft descend directly from a relatively high altitude without the traditional leveling off in a series of steps. Currently, CDA is implemented in conjunction with Area Navigation Standard Arrival Route (RNAV STAR) development and requires analysis and guidance for the development of the approach's vertical profile. The FAA RNAV office has requested an additional module to its Terminal Area Route Generation Evaluation and Traffic Simulation program, a requirement for RNAV procedure development. This additional module would be a procedure design tool for incorporating vertical profiles which include CDA criteria for altitude and speeds. The MITRE Corp. has proposed the development of an flight management simulation tool (MFAST) module to support the FAA RNAV office request. The FAA AEE would like to ensure that the module produces the desired criteria for the RNAV STAR vertical profiles. Project 39 will evaluate MFAST by using output from its Tool for Analysis of Separation and Throughput.]]></description>
      <pubDate>Tue, 11 Aug 2015 01:00:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/1364647</guid>
    </item>
    <item>
      <title>Project 04 - CDA</title>
      <link>https://rip.trb.org/View/1364646</link>
      <description><![CDATA[Continuous Descent Arrival (CDA), also referred to as the Continuous Descent Approach, has proven, through both simulation and flight demonstration tests, to be highly advantageous over conventional arrival and approach procedures that require combinations of level flight segments and descents ("dive-and-drive"). These advantages provide ample motivation for research efforts to further develop CDA for implementation in low-density through high-density traffic. CDA's environmental and economic benefits were demonstrated by PARTNER researchers in flight tests at Louisville International Airport in 2002 and 2004, and Atlanta Hartsfield-Jackson Airport in 2007. Successful implementation was also achieved at Los Angeles International Airport in 2007 and Atlanta in 2009. From the environmental perspective, there are significant reductions in noise along portions of the flight path (due to reductions in thrust and a higher average altitude) and emissions (due to reductions in thrust). From the economic viewpoint, there are significant fuel and flight time savings (due to reductions in thrust and a higher average speed) as well as the potential to meet or exceed current runway throughput without the need to vector aircraft. Future work will include a module integrated with the existing FAA TARGETS analysis program to facilitate CDA future development; in addition, to enable CDA implementation in a more dense traffic situation, a metering tool is being developed for the aircraft merging and spacing required.]]></description>
      <pubDate>Tue, 11 Aug 2015 01:00:27 GMT</pubDate>
      <guid>https://rip.trb.org/View/1364646</guid>
    </item>
    <item>
      <title>Project 32 - End-Around Taxiway (EAT) Optimization</title>
      <link>https://rip.trb.org/View/1364635</link>
      <description><![CDATA[Concerns about the aviation's environmental impact have prompted research efforts around the world. Much of this research has focused on changes to future aircraft and engine designs: although these hold the prospect of significant environmental impact reductions on a per flight basis, it will take a long time for them to be developed and propagate through the operational fleet in sufficient numbers to have a significant impact on overall emission levels. Until then, strategies that reduce the environmental impacts of existing aircraft are needed. Therefore, there is a need to identify and evaluate ways to reduce the environmental impacts of aviation in the near term. Such changes would involve minor adjustments to operating procedures or limited equipment/infrastructure changes. Several potential approaches have been suggested and investigated in various depths. For example, Continuous Descent Approaches (PARTNER Project 4) have been investigated extensively through field trials and show notable environmental impact reduction. In contrast, work on advanced surface movement optimization (PARTNER Project 21) is still largely in the research stage, while other possible changes have yet to be fully defined, let alone studied in any significant depth. Project 32 will systematically evaluate and rank all the potential near-term operational changes against a common set of environmental impact and feasibility criteria, and hence make it possible to determine the relative potential of the various options and to understand which ones should be given priority.]]></description>
      <pubDate>Tue, 11 Aug 2015 01:00:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/1364635</guid>
    </item>
    <item>
      <title>Implementation of "Smart Equipment" in Field Construction</title>
      <link>https://rip.trb.org/View/1357217</link>
      <description><![CDATA[The l-95 urban corridor in the mid-Atlantic region experiences extreme congestion. The Washington D.C. region is among the most congested in the nation, and traffic problems in Philadelphia and Baltimore are also quite common. A major source of this congestion is delays caused by traffic disturbance and disruption that are associated with new roadway construction, lane widening, or roadway repair and retro&amp;#64257;t projects. Moving forward, to minimize these impacts, we need our road and bridge construction projects to happen "better, faster, and cheaper".  A potentially disruptive approach to roadway construction is currently emerging that utilizes "smart" construction equipment that is enhanced with sensors to monitor the location of construction equipment as well as the process of construction in real time. As one example. "Continuous Compaction Control" (CCC) and "Intelligent Compaction" (IC) technology has the potential to revolutionize the ways in which soil and asphalt compaction are performed, allowing for an improved quality roadway construction that happens more efficiently with respect to time and the personnel that are involved in the construction process. Consequently, research into these technologies has been sponsored by the Federal Highway Administration (FHWA), and this technology has been promoted at the state level through the FHWA's "Every Day Counts" (EDC) initiative. Additionally, many states throughout the country are currently exploring the use of CCC/IC technologies through various collaborative pooled-fund studies.  There is also signi&amp;#64257;cant potential for integration of three-dimensional (3D) modeling for construction means and methods into the construction process. which has the potential to yield signi&amp;#64257;cant gains in construction efficiency. In particular, as noted in another recent FHWA EDC initiative statement:  "Three dimensional (3D) modeling technology has been widely used by contractors on non-highway projects, and the potential for highway applications is just now being realized. An overall benefit of the technology is an increase in productivity and efficiency of construction operations. As an example, global positioning system (GPS)-enabled construction equipment, when combined with the 3D terrain model can run all day nad night while achieving accurate grades on the first pass. These technologies together can increase productivity by up to 50 percent for some operations."  There is a logical intersection between using smart equipment for construction monitoring, and the enhanced use of 3D mapping and modeling tools for construction planning. means and methods, and quality assurance / quality control of the construction process. To date, research efforts in these areas have been largely focused on achieving a very speci&amp;#64257;c outcome to solve a particular problem. However the future in this area is extremely bright, and will necessitate enhanced integration across various data collection, information management, and implementation platforms. ln pursuit of this vision, a Mid-Atlantic Transportation Sustainability Center University Transportation Center (MATS UTC) research team, led by the University of Delaware (UD), proposes to advance the state of the art and the state of practice in this exciting emerging area. The work that will be conducted will begin with an extensive literature review on the "state of the an" and "state of practice" in this area. The research team will then perform detailed statistical analysis of an existing CCC data set. which should allow for improved understanding of the types of data that can be gathered with currently available equipment, and how this data can be used to improve the construction process. The research team will also attempt to build relationships with state departments of transportation (DOTs) in the Mid-Atlantic region that are interested in the use of emerging smart equipment technologies. Once interested parties are identi&amp;#64257;ed. the MATS team will attempt to organize field-scale studies that utilize smart equipment to collect new data sets that advance the use of this technology. These studies will illustrate the bene&amp;#64257;t of this equipment to the various state agencies and contractors that are involved with the process. will allow for identi&amp;#64257;cation of the various strengths and weaknesses that are associated with currently available technologies, and will allow for development of new useful test approaches and technologies that will advance the state of the art.  Researchers from the University of Delaware (UD) and Virginia Tech (VT) will conduct research from a multi-disciplinary perspective. Prof. Meehan has extensive experience with the use of "smart machines" on active construction projects (i.e.. his previous work with continuous compaction control equipment), and will bring the perspectives of geotechnical engineering and civil engineering to the project. Prof Meehan's work will focus on analysis of existing data sets. as well as design of new experiments and collection of data for any future projects that are identified throughout the course of the research project. Prof Batra has extensive experience with machine learning and artificial intelligence. and will bring the perspectives of computer science and advanced data analysis to the project. He will provide a supporting role for the project in the proper use of advanced statistical techniques and machine learning algorithms, and will also provide guidance into the proper design of future experiments.  Necessary project funds will be provided by separate application of each Pl to their respective MATS University Transportation Centers, as needed to support associated project activities. The funds that will be associated with the current proposal will be the primary source of support for researchers located at the University of Delaware. It is expected that there will be both informal and formal co-advisement of students located at the different universities.  The eventual outcome of research in this area will be hugely transformative for the construction industry. Where is this all going? Automated machine construction utilizing fully integrated robotic equipment. This type of equipment will allow for construction of transportation projects day and night, in a fashion that is not dependent on human labor, physical operator limitations, and errors in human judgment. The enhanced use of robotics will free up human labor to allow for further enhancements in transportation system design, and will allow for a greater focus on improving efficiency and reducing transportation system construction costs. Over time. higher quality projects will be built, at less cost, and with fewer delays and disruptions imposed on the transportation network.  In the short-term. utilization of "smart equipment" in &amp;#64257;eld construction will allow for improved monitoring of projects as they are being constructed, which should yield improved quality projects in less time. Results from project research will be published in peer reviewed journals and will be presented at large national conferences. Researchers will work collaboratively with the Delaware Department of Transportation to implement project outcomes into new DOT speci&amp;#64257;cations. as appropriate. Wherever possible. new &amp;#64257;eld projects will be conducted as "Demonstration Projects", which will be open to a variety of researchers and other employees from various DOTS throughout the MATS consortium area.]]></description>
      <pubDate>Thu, 11 Jun 2015 01:01:15 GMT</pubDate>
      <guid>https://rip.trb.org/View/1357217</guid>
    </item>
    <item>
      <title>Rail Neutral Temperature Monitoring for Rail Transit</title>
      <link>https://rip.trb.org/View/1352303</link>
      <description><![CDATA[The project will further develop and test unique Intelligent Rail Integrity System (IRIS) to determine the conditions leading to changes in Rail Neutral Monitoring Temperature (RNT), and provide the means to continuously monitor RNT in critical curve and abutment locations, to measure this effect, and communicate the condition to an IRIS website for remote access. This program will result in safer rail transit operations by more definitive continuous reporting of rail conditions and allow for verification of field welds, distressing curves, and any rail cuts. Continuous welded rail at curves and at abutments experience changes in rail neutral temperature (RNT) over time as stiff supports inhibit redistribution and equalization of longitudinal rail force. Significant changes in neutral temperature contribute to rail buckling and derailments. The Maryland Transit Administration (MTA) will be participating with staff, equipment and facility for testing on their transit facilities. The project will be performed in the following two contingent stages. Stage I- Program Initiation and Stage II- System Implementation.]]></description>
      <pubDate>Thu, 30 Apr 2015 01:00:52 GMT</pubDate>
      <guid>https://rip.trb.org/View/1352303</guid>
    </item>
    <item>
      <title>Rail Neutral Temperature In-Situ Evaluation</title>
      <link>https://rip.trb.org/View/1313120</link>
      <description><![CDATA[Continuous welded rails (CWR) are rails that are welded together to become long continuous members that are fixed at both ends. When the ambient temperature significantly increases or decreases from the rail neutral temperature (RNT), the temperature at which the rails experience zero stress, the metal can expand and cause the rails to buckle, or contract and cause the rails to fracture. These effects can, in a worst-case scenario, result in train derailment. However, even installing CWR at a median ambient temperature does not guarantee that a rail will not buckle or fracture in the future, and it is sometimes necessary to reinstall the entire rail. A means of preventing these faults is to measure RNT and longitudinal rail stress of CWR to determine if the reinstallation of the entire rail is warranted to increase safety. Several methods for measuring RNT and longitudinal stress exist, but they each have various pitfalls. RNT is traditionally determined by cutting the rail, measuring the gap, performing calculations, and rewelding the rail; but this method is destructive and labor intensive. Nondestructive methods exist; but they can be costly, are not always accurate, and may require contact with the rail. The technique being created is a nondestructive and noncontact method of measuring RNT and longitudinal stress. This technique uses a pulse laser to generate Rayleigh waves, which can be used to determine the longitudinal stress on the rails, and the RNT can be calculated using the relationship between the longitudinal stress, ambient temperature, and material properties. Rayleigh wave polarization is more sensitive and more robust than Rayleigh wave speed; thus it results in more accurate and more precise measurements.]]></description>
      <pubDate>Thu, 19 Jun 2014 01:00:50 GMT</pubDate>
      <guid>https://rip.trb.org/View/1313120</guid>
    </item>
    <item>
      <title>Nondestructive Evaluation of Mechanically Stabilized Earth Walls with Frequency-Modulated Continuous-Wave (FM-CW) Radar</title>
      <link>https://rip.trb.org/View/1254337</link>
      <description><![CDATA[Effective techniques for a nondestructive evaluation of mechanically stabilized earth (MSE) walls during normal operation or immediately after an earthquake event are yet to be developed. The main objectives of this project are a) to quantify the laboratory performance and ability of an existing wide-band portable frequency-modulated continuous-wave (FM-CW) radar system for detection of defects behind MSE walls, and b) demonstrate the field applicability and performance of the existing radar system in MSE wall inspections. FM-CW radars offer a significant amount of information about the presence of void location and size behind an MSE wall and other anomalies such as excess moisture and its location.]]></description>
      <pubDate>Wed, 03 Jul 2013 01:00:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/1254337</guid>
    </item>
    <item>
      <title>Scarborough Air Monitoring and Modelling Assessment</title>
      <link>https://rip.trb.org/View/1236332</link>
      <description><![CDATA[Scarborough Borough council has declared an AQMA for Staithes for PM10 and SO2 based on dispersion modelling undertaken in 2005. Since this time mains gas has been installed to the south of the village and a significant number of houses have been converted to gas central heating. The air quality in the village is expected to have improved since this installation now Transport Research Laboratory (TRL) will undertake SO2 and PM10 monitoring so that accurate levels of the pollutants can be established. TRL will then use the data to complete a further assessment of air quality in Staiths. The out come of this project could be that the designated AQMA could be revoked if pollutant levels are low enough.]]></description>
      <pubDate>Thu, 03 Jan 2013 15:45:18 GMT</pubDate>
      <guid>https://rip.trb.org/View/1236332</guid>
    </item>
    <item>
      <title>Further Investigation on Urban Cooperative Delivery Strategies at the Firm Level</title>
      <link>https://rip.trb.org/View/1234714</link>
      <description><![CDATA[A data set obtained from Treasure Valley, Idaho, which contains firm level information as well as detailed pickup/delivery tour information such the business type of every stop on the tour, enable this project to extend previous work to incorporate the critical supply chain and logistics decisions at the firm level. The Idaho data together with the night-time delivery survey data to be collected from a major grocery store chain in the Chicago region will be used to fine tune the ongoing work on urban consolidation/cooperative delivery project, in which a logistics cost model has been developed based on the Continuous Approximation (CA) method.]]></description>
      <pubDate>Thu, 03 Jan 2013 15:18:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/1234714</guid>
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