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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>
    </image>
    <item>
      <title>Evaluating Real-World Multi-View Vulnerabilities in Autonomous Driving Perception and Planning for Improved Safety and Regulation</title>
      <link>https://rip.trb.org/View/2742144</link>
      <description><![CDATA[Autonomous driving systems (ADS) increasingly rely on vision-based perception and learning-based decision modules, yet real-world safety depends on whether these systems remain stable as the ego vehicle continuously changes distance and viewpoint relative to roadway objects. Current evaluation practices often emphasize single images or limited viewpoints, which can mask trajectory-dependent failure modes that emerge during real driving under changing illumination, partial occlusion, and motion blur.

This project studies the limitations of existing ADS through a measurement-driven, multi-view robustness evaluation framework designed to produce actionable engineering insights and evidence-based inputs for transportation safety policy. Building on a differentiable, view-consistent scene representation (3D Gaussian Splatting with view-dependent appearance modeling), the team will generate controlled, physically plausible appearance variations across realistic approach trajectories and use them as a diagnostic tool to quantify perception instability and downstream planning sensitivity.

The project will deliver a reproducible set of safety-relevant scenarios and ego-vehicle approach trajectories representing how a vehicle observes the same object over time; a controllable multi-view rendering and perturbation engine built on 3D Gaussian Splatting that synthesizes viewpoint-consistent observations under bounded, physically plausible appearance variations; and a multi-view robustness evaluation methodology and benchmark protocol using trajectory-based sampling. It will produce quantitative robustness indicators summarizing perception stability and planning sensitivity, a structured taxonomy of observed failure modes, and a reproducible reporting package of metrics definitions, evaluation scripts, and documentation templates. Validation will be performed on representative research ADS models, with black-box evaluation of commercial systems where feasible and safe.]]></description>
      <pubDate>Sat, 01 Aug 2026 10:27:03 GMT</pubDate>
      <guid>https://rip.trb.org/View/2742144</guid>
    </item>
    <item>
      <title>Physics Informed Neural Network (PINN) enabled Predictive Resilience Framework for Maritime and Multimodal Levee Infrastructure</title>
      <link>https://rip.trb.org/View/2732360</link>
      <description><![CDATA[The performance and resilience of levee systems are governed by complex
hydro-mechanical interactions influenced by transient seepage, soil stratification, and environmental loading.
Conventional monitoring approaches, while effective in capturing field conditions, lack predictive capability and
often fail to integrate subsurface characterization with real-time system response. This study proposes a Physics-Informed Neural Network (PINN) enabled predictive resilience framework for maritime and multimodal levee
infrastructure, integrating multi-source sensing, geophysical imaging, and physics-based modeling. The
framework leverages Internet of Things (IoT) based sensor networks, including IMU derived tilt and displacement measurements, and
environmental variables such as rainfall, temperature, and soil moisture. To enhance subsurface characterization,
Electrical Resistivity Imaging (ERI) and Multichannel Analysis of Surface Waves (MASW) are incorporated to
capture spatial variability in moisture distribution, stiffness profiles, and potential seepage zones. These datasets
are fused with UAV based LiDAR point cloud models to develop high-resolution, temporal geospatial conditional
representations of levee geometry and deformation. The integrated dataset is utilized to calibrate finite element
method (FEM) based seepage and stability models, enabling accurate representation of coupled hydromechanical
behavior. The PINN architecture embeds governing equations of transient flow and unsaturated soil
mechanics into the learning process, allowing physically consistent prediction of pore pressure, volumetric
moisture content, and deformation fields. A hybrid physics-guided, data-driven digital twin will be developed to
continuously assimilate field and geophysical data, providing real-time predictions and identifying anomaly
thresholds indicative of instability. The proposed framework advances geotechnical asset management by
enabling predictive failure assessment, risk-informed decision-making, and proactive maintenance strategies,
thereby enhancing the resilience of critical maritime and multimodal infrastructure systems under extreme
environmental conditions.]]></description>
      <pubDate>Tue, 21 Jul 2026 16:41:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2732360</guid>
    </item>
    <item>
      <title> Evaluate PVC Water Main Materials in Roadway Projects</title>
      <link>https://rip.trb.org/View/2731924</link>
      <description><![CDATA[Water main breaks within Michigan Department of Transportation (MDOT) R.O.W. pose significant risks to the Department and stakeholders, including complete road
closures, detours, as well as boil water advisories. MDOT is obligated to replace municipal water mains that are impacted by
Road and Bridge projects, typically at Project costs. The Department currently only specifies ductile iron water main (DIWM)
materials within the influence of its roadways. Rising costs of and supply issues with DIWM in recent years have caused
significant project delays. Municipalities are increasingly requesting the use of PVC water main materials within MDOT R.O.W.
to maintain material continuity of their facilities. Allowing use of alternative materials could reduce costs and/or delays to the
Department. MDOT needs data to address Municipal Engineers and Industry questions on the suitability of allowing PVC water
main on MDOT projects. Several factors must be evaluated in comparison to DIWM; the durability and expected design life,
historical leakage and breakage rates, cause of failures, the long-term safety of PVC water main materials on public health,
and life cycle costs. The research must provide data guidance and recommendations on the advantages and disadvantages of
PVC versus DIWM to allow consideration of a change to current policy.]]></description>
      <pubDate>Fri, 17 Jul 2026 14:29:12 GMT</pubDate>
      <guid>https://rip.trb.org/View/2731924</guid>
    </item>
    <item>
      <title>Empirical Modeling for Improved Ground Failure Analysis</title>
      <link>https://rip.trb.org/View/2726232</link>
      <description><![CDATA[Problem Statement: Numerous bridge approaches and substructures, highway and railway embankments, and particularly roads in low-lying areas adjacent to rivers and their corresponding traffic sign and signal poles are underlain by the silt soils of the Willamette and Columbia River Valleys and below Oregon's coastal communities. These soils are susceptible to liquefaction or cyclic softening during earthquakes and will produce varying degrees of severity in the consequences such as lateral spreading displacement, global instability, and settlement. Settlement of soils will produce drag loads to bridge and traffic sign and signal pole foundations. Such damage has the potential to severely impact our critical surface transportation lifelines and reduce the efficacy of emergency responders and reduce the rate of economic recovery. The risk of seismic ground failure is exacerbated by groundwater table rise, which occurs during short-term, acute events (flooding) and the long-term effects of potential rising sea levels. Application of ground failure models to silty soils that were developed based on the responses of sandy soils can result in over-conservative estimates of the effects seismic ground failure and lead to inefficient use of limited resources as Oregon strives to maintain and improve its current resilience.
This work aims to develop the types of empirical relationships that the geotechnical community are well-familiar with but geared towards transitional silty soils, which can exhibit differing behaviors from the soils which are presently represented in available models. The objectives of this research are to produce specific design guidance, models, and spreadsheet-based tools to: (1) account for the effects of sloping ground on the calculation of the factor of safety against liquefaction/cyclic softening during earthquakes, (2) compute lateral displacements of sloping ground, and (3) calculate vertical settlements of level and sloping ground and any foundations buried within, to (4) culminate in a decision matrix for Oregon Department of Transportation (ODOT) engineers and their consultants to guide the selection of a particular model when assessing the seismic vulnerabilities of existing surface transportation infrastructure. The decision matrix and specific guidelines for conducting cyclic failure analyses and simplified displacement estimates will guide cost-effective measures to assess and improve existing surface transportation infrastructure and improve community and infrastructure resilience to increasingly combined natural hazards.
]]></description>
      <pubDate>Wed, 08 Jul 2026 17:38:31 GMT</pubDate>
      <guid>https://rip.trb.org/View/2726232</guid>
    </item>
    <item>
      <title>Asphalt 3D Printing for On-Demand Transportation Infrastructure Construction and Repair </title>
      <link>https://rip.trb.org/View/2646934</link>
      <description><![CDATA[There is a growing need for more advanced construction methods for asphalt pavements in the U.S., driven by aging infrastructure, increasing traffic demand, and constrained maintenance budgets. Accelerated and cost-effective construction techniques have the potential to reduce project timelines, lower labor costs, and minimize downtime, making them essential for meeting the nation’s infrastructure goals. Additionally, asphalt composites are known to deteriorate over time due to factors such as repeated traffic loading, oxidation, loss of volatiles, and environmental exposure. This deterioration results in increased surface stiffness, the formation of cracks, stripping, aggregate loss, and development of potholes. This study responds to these needs by designing and evaluating a novel asphalt 3D printing methodology (PAVE3D) and demonstrating its practical feasibility for transportation applications. The proposed technology is mainly intended for pavement construction and repair applications including maintenance applications (e.g., crack sealing, and patching). With PAVE3D, customized pavement slabs for roads or bridges can be fabricated on-demand, or the geometry of existing potholes can be precisely scanned and filled with printing material. However, there exists a significant knowledge gap regarding the rheological requirements of asphalt-based binders suitable for 3D printing, as well as the key considerations involved in designing printable asphalt mixtures.  

To address these knowledge gaps, a comprehensive 1-year study involving systematic experimentation and data analysis is planned. The research methodology for this study will involve preparing four asphalt mixtures in the laboratory, two using 3D printing techniques, and two using conventional preparation methods. Various laboratory factors will be systematically varied during preparation to assess their effects on the asphalt mixtures. The prepared mixtures will then be tested to evaluate their performance with respect to major failure mechanisms. The planned effort leverages the existing high-temperature extrusion and material characterization capabilities at Louisiana State University (LSU) and provides valuable scientific and practical insights into the printing material requirements and the interplay of printing parameters during the PAVE3D asphalt printing process.  ]]></description>
      <pubDate>Mon, 05 Jan 2026 22:19:44 GMT</pubDate>
      <guid>https://rip.trb.org/View/2646934</guid>
    </item>
    <item>
      <title>Implementation of Pavement Widening Best Practices</title>
      <link>https://rip.trb.org/View/2576319</link>
      <description><![CDATA[Premature pavement failures have occurred on several widening projects, including shoulder widenings, conversion of two-lane roadways to Super 2 sections, and other safety enhancements. Repairing these early failures is time-consuming, expensive, disrupts traffic, and poses safety hazards. Key contributing factors include poor-quality materials, poor joint construction, and inadequate drainage which could have been avoided through proper pavement condition assessment, design, and construction practices. The research team will develop detailed guidance to document and implement better widening practices across the Texas Department of Transportation (TxDOT).]]></description>
      <pubDate>Tue, 15 Jul 2025 12:18:00 GMT</pubDate>
      <guid>https://rip.trb.org/View/2576319</guid>
    </item>
    <item>
      <title>Experimental Investigation of Rockburst Phenomenon in Tunnels Using a True-triaxial Apparatus (UTI-UTC 15)
</title>
      <link>https://rip.trb.org/View/2543410</link>
      <description><![CDATA[This research explores the mechanisms and risk factors associated with rockburst events in tunnel environments through controlled laboratory simulations. Utilizing a true-triaxial apparatus and specially designed analog sandstone specimens, the project replicates high-stress underground conditions to trigger and analyze rockburst phenomena. By integrating acoustic emission sensors, digital image correlation techniques, and advanced stress loading protocols, the study captures fracture initiation, crack propagation, and dynamic energy release processes during tunnel excavation. A miniature tunnel boring machine (TBM) is employed to simulate excavation through stressed rock blocks, enabling visualization and quantification of damage evolution. The findings aim to enhance the understanding of rockburst behavior, inform predictive models, and guide the development of effective monitoring and mitigation strategies to improve safety in deep tunneling projects.
]]></description>
      <pubDate>Wed, 07 May 2025 18:43:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2543410</guid>
    </item>
    <item>
      <title>Cyber-Physical Investigation of Autonomous Vehicle Incidents and Attacks </title>
      <link>https://rip.trb.org/View/2529967</link>
      <description><![CDATA[This project aims to develop a framework to enhance the investigation of autonomous vehicle incidents and attacks. The research focuses on improving development infrastructure for offline incident investigation and minimizing manual effort in identifying root causes of autonomous vehicle failures. The project consists of three main components: a deterministic replay tool for autonomous driving systems, a whole-system provenance infrastructure, and a provenance-guided root cause investigation tool.]]></description>
      <pubDate>Fri, 28 Mar 2025 14:08:05 GMT</pubDate>
      <guid>https://rip.trb.org/View/2529967</guid>
    </item>
    <item>
      <title>Use of Distributed Fiber Optic Sensing (DFOS) to Assess Bonding and Failure Mechanisms of Asphalt Pavements</title>
      <link>https://rip.trb.org/View/2480363</link>
      <description><![CDATA[Phase I of this project was focused on understanding and developing tools for utilizing Distributed Fiber Optics Sensing (DFOS), also known as Distributed Acoustic Sensing (DAS), to establish best practices for implementing this technology to gain insight into the pavement condition. In Phase II, this project advances to implement DFOS to assess the failure mechanisms of pavements. Under ASPIRE research activities, research is being conducted to address the inclusion of Inductive Power Transfer (IPT) technology components embedded in pavements. A critical concern with embedding transmitter pads near the surface is the potential development of high tensile stress under traffic conditions. These stresses can lead to cracking or delamination due to poor bonding with the encasing materials, i.e., asphalt or PCC. Moreover, tensile stresses are expected to occur in locations difficult to instrument with vibrating wire strain gauges, such as edges and corners of embedded IPT components. While strain gauges can only be placed at discrete points and usually a few inches away from critical locations, fiber optic sensors can acquire data continuously along various paths, closer to these critical locations. As observed in Phase I, this technology provides enhanced spatial measurements with a resolution as fine as 2.6 mm in near-real time. These capabilities are suitable for the assessment of bonding conditions and failure mechanisms. This technology can benefit Region 6 DOTs as a tool that can be potentially utilized in the laboratory or in the field to collect pavement response to predict pavement performance for assessing highway infrastructure life and even to develop or adjust distress models when new technologies are implemented within pavements. 
To address the objective of this study, the scope of work consists of the following: Task 1: Utilizing DFOS to instrument asphalt specimens with embedded IPT components and subjecting them to flexural tests. This approach aims to assess bonding and flexural behavior while identifying failure mechanisms. Task 2: Numerical modeling will be conducted to simulate the behavior of the instrumented specimens, focusing on identifying critical points for crack development or delamination under various bonding conditions. Task 3: The numerical model responses will be compared against experimental results with the purpose of fine-tuning the model. Limitations of DFOS technology will be examined, and recommendations for its application in assessing pavement performance will be developed. The findings, along with guidelines for instrumenting pavement locations prone to cracking, will be documented into a draft report.
]]></description>
      <pubDate>Wed, 01 Jan 2025 17:18:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2480363</guid>
    </item>
    <item>
      <title>Design Criteria for Highway Embankments Reinforced with Geosynthetic Material Exposed to Localized Wave Forces</title>
      <link>https://rip.trb.org/View/2474311</link>
      <description><![CDATA[Unlike the designs of regular highway embankments or levees, the crest level of a coastal highway embankment must be determined by seriously considering the anticipated coastal water levels and storm surge conditions. In the design of a coastal highway embankment, soil fills at different elevations are reinforced with geosynthetic reinforcement. To design effective and reliable geosynthetic reinforcement (tensile force calculation, determination of the reinforcement lengths and vertical spacings, etc.), it is imperative to modify the existing design methods. A coastal highway embankment is typically subjected to strong hydro-dynamic wave pressures. Therefore, during the design process, maximum hydro-dynamic wave pressures consistent with a storm/hurricane with a design return period must be applied to the embankment.
This research aims to develop geometrical and structural design criteria of highway embankment in coastal areas. The design should consider the varying hydrodynamics of the coastal area, including wave height, wave period, and tidal fluctuations. The research will be focused on: (1) Determinations of wave height, embankment crest elevation and freeboard; (2) Reinforcement design of the geosynthetic materials at the bottom of embankment and in the embankment fills of different layers.
The proposed research will consist of the following tasks. Task 1 involves conducting a review of pertinent literature. Task 2 is the determination of the Design Water Level (DWL). Determination of DWL was an integral part of the Louisiana marsh creation project, which necessitated an extensive analysis of Water Surface Elevation (WSE) data. So far, the analytical procedure has selectively incorporated historical WSE readings from three strategic locations. In this current research, more station data would be investigated to cover more coastal areas in Louisiana. Determination of the embankment crest level is Task 3 of this project. Determination of an embankment crest level is important for ensuring that the embankment can withstand future condition when sea level is heightened. To calculate the embankment crest level, the design water level (the highest expected water level) and the safety margin called freeboard will be used. Unlike taking a one-foot-high tradition for the freeboard, the team will be following recommended formulations to complete the calculations. Task 4 is related to the development of an effective method for the designs of geosynthetic fabric as reinforcement in highway embankment fills. The traditional 'breaking' and 'pullout' failure mechanisms for the reinforcing geosynthetic materials in embankment fills will be followed for this purpose. Large-scale direct shear tests will be conducted to understand the frictional interaction mechanisms between the geosynthetics and embankment fills. 
]]></description>
      <pubDate>Tue, 10 Dec 2024 13:50:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/2474311</guid>
    </item>
    <item>
      <title>Durability Assessment of Binders with Interlayer Reinforcement for 3D Printed Elements</title>
      <link>https://rip.trb.org/View/2291291</link>
      <description><![CDATA[3D Concrete Printing (3DCP) is one of the fastest emerging technologies and involves layer-by-layer building of a binder material with additives without the use of formworks while enabling the design freedom to produce complex structural geometries. To enable this technology to reach end-use applications in construction such as printing large-scale, fail-safe concrete structural elements, the low tensile strength of concrete is to be overcome. Incorporating reinforcement such as steel between printed layers to carry tensile stress is at the risk of exposure to environmental degradation mechanisms such as chloride ingress and freeze-thaw which affect their durability due to lack of formwork and the weak morphology of the interface.
In this study, it is hypothesized that intrusion of chlorides and exposure to freeze-thaw will decrease the flexural strength and interlayer strength of reinforced 3DCP elements. In addition, 3DCP elements with fiber-reinforced polymers may show increased resistance to deterioration mechanisms while improving flexural and interlayer strength. This project aims to assess the durability properties of cementitious binders with interlayer reinforcement to aid in the design and development of 3DCP elements for transportation systems. The objectives of the proposed study are to answer two issues: the effect of deterioration mechanisms such as chloride ingress and freeze and thaw on the mechanical performance, and flexural strength capacities of (a) cementitious binders with successive layers representing 3D printed elements and (b) cementitious binders with different types of reinforcement incorporated at the interface between successive layers.
The following tasks will be pursued to achieve the aforementioned objectives: (1) developing a database of mix design for 3D printed concrete by targeting the specific workability requirements; (2) preparing specimens with steel, glass fiber (GF), and carbon fiber (CF); (3) subjecting specimens to deterioration mechanisms including freeze-thaw and chemical ingress; (4) testing specimens without exposure, with freeze-thaw exposure and chemical ingress exposure in flexure and obtain a database with graphs of load vs displacement behavior; (5) investigating failure interfaces using microscopic analysis; (6) performing a training session for rural STEM high school teachers; and (7) identifying large-scale structures for 3D printing durable elements.


]]></description>
      <pubDate>Wed, 15 Nov 2023 21:53:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/2291291</guid>
    </item>
    <item>
      <title>Develop Next Generation of Hamburg Rutting Test for Asphalt Mixes</title>
      <link>https://rip.trb.org/View/2256041</link>
      <description><![CDATA[The Hamburg Wheel Track (HWT) rutting test generally serves well as the standard rutting test for asphalt mixes in Texas; however, in the last several years, some premium mixes (i.e. stone matrix asphalt), designed with PG76-22 and low HWT rut depth, have experienced premature rutting failures under slow moving (or stop/go) traffic in several 
Texas Department of Transportation (TxDOT) Districts. Such failures burden TxDOT with extra cost. Furthermore, it was reported that the HWT test cannot accurately quantify the better rutting performance of some tougher mixes with highly modified asphalt (HiMA). Thus, the research team will develop the next generation of HWT test to accurately screen out asphalt mixes that are prone to rutting failures. The research team will review the literature, survey Districts, and other state departments of transportation (DOTs) to identify the proper rutting test(s) and asphalt mixes for addressing the rutting failure caused by the slow-moving traffic. The research team will further develop the next generation of HWT test and associated acceptance criteria through finite element analysis, laboratory testing, field accelerated pavement testing and survey of in-service pavement intersections, round robin test, and recommendation of specification changes.]]></description>
      <pubDate>Wed, 27 Sep 2023 15:26:01 GMT</pubDate>
      <guid>https://rip.trb.org/View/2256041</guid>
    </item>
    <item>
      <title>Monotonic and cyclic behavior of high strength reinforcing steel (HSRS) after high temperature exposure</title>
      <link>https://rip.trb.org/View/1948951</link>
      <description><![CDATA[Conventional reinforced concrete transportation structures in North America often use Grade 60
reinforcing steel with a yield stress of 60 ksi. The introduction of high strength reinforcing steel
(HSRS) with higher yield strength in the reinforced concrete industry has led to many economic
and workability advantages such as construction time saving, reduced labor cost and steel
consumption which in turn alleviates congestion of reinforcement, savings in transportation and
deliveries that finally results in lower carbon emission. Despite these benefits, many states,
including those in Region 6, have not widely adopted the use of higher strength reinforcing
steels in practice due to lack of knowledge and comfort level with implementing new
technologies and techniques, and the serviceability and durability concerns. In addition, bridge
surveys among 18 states have shown that fire has caused more bridge collapses than
earthquakes. In general, there are three common types of ASTM steel bars that are produced
with yield stresses above 60 ksi: ASTM A615, ASTM A706 and ASTM A1035 (CL, CM and CS
based on carbon and chromium content). Given the lower ductility of HSRS rebars compared to
conventional reinforcement along with the lack of knowledge on different types of HSRS and
their behavior when exposed to elevated temperatures, studying the behavior of HSRS after
high temperature exposure is deemed to be necessary.
In this study, four different tests will be conducted on three different ASTM reinforcement (A615,
A706, and A1035): monotonic and cyclic tensile tests (high strain low cycle), pullout and endbeam
bond tests. Each test shall be performed at both ambient and elevated temperatures.
After the test, each specimen will be analyzed using Energy dispersive X-Ray (EDX) and
scanning electron microscopy (SEM) to investigate the possible change in material composition
and failure analysis of fracture surfaces, respectively. The results will be reported and compared
with the previous studies on conventional and HSRS reinforcements.
The results of this study will allow states and authorities to make more informed decisions
based on the enhanced knowledge on the behavior of HSRS in reinforced concrete
transportation structures such as bridges.]]></description>
      <pubDate>Mon, 09 May 2022 06:15:40 GMT</pubDate>
      <guid>https://rip.trb.org/View/1948951</guid>
    </item>
    <item>
      <title>Investigation and Mitigation of Insulated Joint Electrical Failure</title>
      <link>https://rip.trb.org/View/1753476</link>
      <description><![CDATA[Transit agencies use electrical traction (overhead catenary or third rail) for the propulsion of trains, which is typically designed using high AC or DC voltages. The running rails are used as part of the system to return negative power to substations. Insulated rail joints are track work components installed in the rails to provide a train control circuit and traction power segment separation between blocks. Insulated joints are implemented in the design of both freight and transit railroads, which operate in vastly different system environments. Freight railroads are typically designed to use low-voltage/low-amperage train control systems with diesel power while transit is typically designed to use train control systems that function in high voltage/high amperage (traction power negative return) systems. 

Some transit agencies have experienced significant failures of insulated joints related to arcing of the traction power negative return currents. With higher currents resulting from AC propulsion, insulated joint failures have become more problematic and more frequent across many transit systems. In some locations, the same insulated joints have failed multiple times in a short span of time. These failures result in unplanned delays to passengers; additional expenses related to repairs and damage to the track, train control systems, and traction power systems; and can contribute to stray currents that damage other infrastructure.  

Research is needed on insulated joint failures in high voltage/high current transit environments. Insulated joint failure of in-service designs needs to be investigated in order to develop new guidelines to locate and diagnose problematic insulated joints and recommendations leading to modified insulated joint practices, with possible recommendations for control of the heavy negative returns from AC propulsion rail cars.

The objectives of this project are (1) to identify potential causes of insulated joint electrical failures, particularly those under high currents resulting from AC propulsion; (2) to identify and document the electrical conditions under which various types of joint failures occur; (3) to develop guidelines for maintenance personnel to diagnose insulated joint electrical failures and determine the best mitigation of the root causes; and (4) to recommend additional research needed to address root causes of insulated joint electrical failures.]]></description>
      <pubDate>Mon, 23 Nov 2020 15:58:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/1753476</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>
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