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    <title>Research in Progress (RIP)</title>
    <link>https://rip.trb.org/</link>
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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>Ultrasonic Inspection of Reconditioned Railroad Bearing Components – Year 3</title>
      <link>https://rip.trb.org/View/2574196</link>
      <description><![CDATA[Freight rail bearings are often subjected to heavy loads such that the performance of each bearing plays a crucial role in the safe operation of the entire train. Even bearings that are properly maintained may still fail due to rolling contact fatigue (RCF) if local regions within the bearing race do not meet established effective case depth (ECD) standards. In addition, little is known about potential changes that may occur within the highest stress region after extensive service life. Ultrasonic grain scattering shows sensitivity to both microstructure and residual stresses such that nondestructive measurement methods based on diffuse ultrasonic backscatter have shown a high correlation with the overall status of the raceway. Results from the first year showed clear differences between new and reconditioned bearing cups in terms of their ultrasonic signatures. This work will be expanded to include spatial maps of raceways to identify locations that are outside the statistical bounds expected for a given part. Those locations will be identified and those parts will be tested in simulated service life testing at UTRGV for comparison with the predictions. ]]></description>
      <pubDate>Mon, 14 Jul 2025 19:01:11 GMT</pubDate>
      <guid>https://rip.trb.org/View/2574196</guid>
    </item>
    <item>
      <title>Experimental Determination of Crack Growth in Rails Subjected to Long-Term Cyclic Fatigue Loading</title>
      <link>https://rip.trb.org/View/2573184</link>
      <description><![CDATA[It is well known that one of the most significant causes of train derailments within the U.S. is due to rail fracture. Despite this fact, a reliable model for predicting fatigue fracture in rails has not yet been deployed within the U.S. The research team has recently been developing a multiscale computational algorithm for predicting crack evolution in ductile solids subjected to long-term cyclic loading. In this part of the UTCRS the team will perform intricate experiments on rails with internal cracks as a means of both obtaining material properties and validating an advanced computational model under development in their companion proposal entitled Computational Model for Predicting Fracture in Rails Subjected to Long-Term Cyclic Fatigue Loading. Furthermore, with funding provided by MxV, the team has recently completed cyclic crack growth experiments on seven bi-axially loaded rails with internal cracks that had previously been in service. The team is therefore in this research developing the ability to: a) characterize fracture parameters for deploying their advanced fracture mechanics model; b) utilize these parameters to predict crack growth due to cyclic fatigue in rails; and c) utilize the experimental results obtained over the previous decade of testing to validate the computational predictive methodology. Should this model development prove to be useful, it is the team’s ultimate intention to utilize this new advanced technology as a tool for determining how long rails in which flaws have been detected can be safely retained in service.]]></description>
      <pubDate>Mon, 14 Jul 2025 13:01:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2573184</guid>
    </item>
    <item>
      <title>Fatigue Resistance of Fluted Lighting Poles</title>
      <link>https://rip.trb.org/View/2100874</link>
      <description><![CDATA[This project will conduct experimental fatigue tests to determine resistance to cracking of fluted lighting poles.]]></description>
      <pubDate>Wed, 18 Jan 2023 11:17:25 GMT</pubDate>
      <guid>https://rip.trb.org/View/2100874</guid>
    </item>
    <item>
      <title>Residual cable strength fatigue testing</title>
      <link>https://rip.trb.org/View/2096580</link>
      <description><![CDATA[This research involves residual cable strength fatigue testing following blast and fire events. There are other potential interested partners since 2015 regarding this activity that was started and this funding will supplement a collaborative effort.]]></description>
      <pubDate>Fri, 13 Jan 2023 14:49:23 GMT</pubDate>
      <guid>https://rip.trb.org/View/2096580</guid>
    </item>
    <item>
      <title>Fatigue Characterization of Galvanized Welded Connections</title>
      <link>https://rip.trb.org/View/2015225</link>
      <description><![CDATA[Galvanizing is a common corrosion protection method used in highway structures, particularly for sign and lighting structures, and increasingly for bridge applications. There is some evidence of premature fatigue cracking occurring in in-service galvanized structures, and some limited studies have demonstrated lower fatigue resistance of galvanized specimens compared against non-galvanized specimens. These studies have been focused on a limited number of full-scale tests, and the issue of reduced fatigue strength of welded connections has not been studied in a systematic manner.
To investigate the fatigue performance of welded connections that have been galvanized, a series of 10 welded specimens will be tested under cyclic fatigue loading. The geometry of the fatigue specimens is shown in Figure 1. The specimens will be fabricated from two plates that have been joined with a submerged arc weld (SAW) and verified to be free of defects with radiographic tests.
Seven of the specimens will be galvanized before testing, and three of the specimens will be left as black steel (ungalvanized) and tested as control specimens. Galvanizing will be performed at the University of Kansas in the Learned Highbay; an active/charged galvanizing kettle is available for use in that facility for this project. All specimens to be galvanized will be dipped for a consistent amount of time (anticipated to be approximately 20 minutes) so that coatings are developed with similar thicknesses. Specimens will be prepared through degreasing and pickling or blasting before galvanizing.
It is anticipated that all fatigue tests will be performed at a stress range of 20 ksi, which is greater than the constant-amplitude fatigue limit for Category B fatigue details (16 ksi). Test results between galvanized and ungalvanized specimens will be compared to characterize the sensitivity of welded connections under fatigue loading to galvanizing. Fatigue testing will be performed using the closed-loop servo-controlled Instron universal testing machine in the Lutz Fatigue & Fracture Laboratory at KU. 
To supplement information gained through the fatigue tests, a series of Charpy V-Notch (CVN) specimens will also be tested, as a reasonable proxy for fracture resistance. The purpose of the CVN tests will be to study the toughness of galvanized steel vs. ungalvanized steel. Three groups of CVN specimens will be considered: ungalvanized CVNs, CVNs fabricated from the steel plate and then galvanized, and CVNs fabricated from the plate after it has been galvanized. Thirty CVN specimens from each group (90 total) will be tested using an impact hammer in the Lutz Fatigue & Fracture Laboratory at the University of Kansas.]]></description>
      <pubDate>Tue, 30 Aug 2022 17:27:47 GMT</pubDate>
      <guid>https://rip.trb.org/View/2015225</guid>
    </item>
    <item>
      <title>Gene expression patterns in response to modafinil as countermeasure to sleep deprivation</title>
      <link>https://rip.trb.org/View/1943806</link>
      <description><![CDATA[This study seeks to identify molecular correlates of total sleep loss with and without the countermeasure modafinil. In particular it aims to identify genetic correlates of neurobehavioral cognitive performance deficits during sleep loss, and assess impacts of modafinil.]]></description>
      <pubDate>Mon, 25 Apr 2022 13:37:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/1943806</guid>
    </item>
    <item>
      <title>Comparison Across Multiple Types of Sleep Deprivation</title>
      <link>https://rip.trb.org/View/1943796</link>
      <description><![CDATA[This fatigue study is designed to assess neurobehavioral performance, as well as biological physiological changes associated with variations in timing and quantity of sleep. Biological indicators of cognitive changes will be assessed among individuals randomly assigned to four separate sleep conditions: a well-rested control, sleep restriction with nighttime sleep, sleep restriction with daytime sleep to roughly simulate shiftwork schedules, and total (acute) sleep deprivation. This study will generate a core deliverable of an internal biological indicator list, and possible extramurally supported additional reports or datasets. Physiological and performance information collected include wearable actigraphy data, polysomnography data, and neurobehavioral performance data.]]></description>
      <pubDate>Mon, 25 Apr 2022 10:11:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/1943796</guid>
    </item>
    <item>
      <title>CT Girder with FRP Shear Studs – Strength &amp; Fatigue Testing</title>
      <link>https://rip.trb.org/View/1895371</link>
      <description><![CDATA[This project focuses on the assessment of the fiber-reinforced polymer tub girder (CT girder) with precast concrete decks and new, fiber-reinforced polymer (FRP) girder-deck shear connectors. This will extend the application of this new bridge technology by modularizing construction and the additional use of composite materials. The new FRP shear connectors, when used with FRP rebar for the deck reinforcing, will completely eliminate steel and therefore all corrosion in the bridge superstructure. The project will also include the fatigue testing of a full-scale girder, which has not been performed to-date. This research project will employ both large-scale and smaller-scale experiments.]]></description>
      <pubDate>Fri, 03 Dec 2021 13:27:22 GMT</pubDate>
      <guid>https://rip.trb.org/View/1895371</guid>
    </item>
    <item>
      <title>Development of a Fatigue Testing Protocol for Asphalt Mixture Using Hamburg Wheel Tracking Device</title>
      <link>https://rip.trb.org/View/1868890</link>
      <description><![CDATA[The Hamburg Wheel Tracking Test (HWTT) has been widely accepted as a reasonable and reliable test to evaluate the rutting and moisture damage performance of asphalt mixtures. The standardized protocol for HWTT has been around under AASHTO Test Method T 324 for almost two decades. Several state DOTs and industries are now adopting this testing method as part of their routine testing protocols to verify the mix designs and to perform mixture performance evaluation. Some are also considering this testing protocol as part of their approach to a balanced mix design. However, for fatigue performance evaluation, there is still not a standard testing method that has been widely accepted by state DOTs as a routine testing method. 
In this study, it is proposed to develop and standardize a new fatigue test protocol that can evaluate the fatigue cracking resistance of the asphalt mixture in HWTT, with specific supporting conditions, so that an integrated design of material and structure can be achieved for use by the pavement industry. In addition, this test method should be practically feasible as a routine test method in terms of reliability, equipment availability, and data processing efficiency. The research in this work order will build upon the preliminary work conducted by the researchers to identify any test equipment modifications needed and to develop a draft testing protocol that is feasible and reliable. An important consideration will be to develop the test procedure in a way that the test can be completed within a reasonable level of time and number of cycles. 
The scope of work includes an initial evaluation of the HWTT in deciding the needed adjustments to the system to make it capable of conducting fatigue tests. This evaluation will be part of the test setup analysis and development of the experimental plan. Once the plan is developed and approved, the work will proceed to execution of the plan. The plan will consider the type of mixes to be studied, the temperature range, support conditions, number of wheel tracking cycles, the method of data collection, and the type of data to be collected. Development of the new fatigue testing protocol will be mainly based on the laboratory testing and evaluation of various mixes. During and after data collection, analysis of data will be conducted. This analysis includes investigating the relationship between fatigue cracking indices and mechanical responses from the test, so that proper fatigue failure criteria can be established from the test. Finally, a testing protocol along with final report will be developed and submitted. This scope of work includes five tasks.
]]></description>
      <pubDate>Tue, 27 Jul 2021 11:43:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/1868890</guid>
    </item>
    <item>
      <title>Material Characteristics of Cu-Based Superelastic Alloys for Applications in Bridge Columns to Improve Seismic Performance</title>
      <link>https://rip.trb.org/View/1599217</link>
      <description><![CDATA[Due to the internal reversible martensitic transformation, Shape Memory Alloys (SMAs) can recover large (up to 10-12%) inelastic strains upon stress removal (referred to as the superelastic effect, SE) or with external heat stimuli (referred to as the shape memory effect, SME). The SE are particularly advantageous for dissipating seismic energy and protecting bridges in earthquake prone regions by substantially reducing permanents under near-fault earthquakes. Previous research on superelastic alloys (SEAs) mainly focused on the nickel-titanium (NiTi) composition, which showed stable behavior at or near room temperature. NiTi SEAs have been shown to have the necessary characteristics (strength, ductility, and energy dissipation capacity, among others) to be used as plastic hinge reinforcement in bridge columns. The first successful implementation of the NiTi SEAs in the SR99 Alaskan Viaduct Bridge in Seattle has been completed in 2017. However, certain properties of the NiTi based SEAs such as the difficulty in machining, potential loss of superelasticity at low temperature, and the high cost still drive the search for alternate materials. As an alternative material to NiTi, this research investigated the use of Cu-Al-Mn (CAM) SEAs, which are known to be cheaper and easier to machine. Considering both the manufacturing and machining, the total cost of CAM SEAs is expected to be one-half to one-quarter of that of NiTi based ones. More importantly, the CAM SEAs show comparable or even better superelasticity and a wider temperature application range than NiTi ones. In the low-cycle fatigue tests, it was found that the single crystal CAM SEAs show excellent superelasticity and fatigue resistance at all test temperatures: -40℃, room temperature, 25℃, and 50℃. The fatigue life of single crystal CAM SEAs was found to be as high as 50,000 cycles under 5% strain, and almost no deterioration was observed in the superelastic properties of single crystal CAM SEAs in the initial 100 cycles. In the long-term corrosion and electrochemical tests, it was found that the mass loss and corrosion rate of CAM SEAs is around 1/3 of mild steel. After around three years of natural corrosion, the CAM SEAs still showed excellent superelasticity: its strain recovery and energy dissipation capacity showed negligible degradation. A cost estimation study indicated that columns reinforced with CAM SEAs show economic advantage over the NiTi SEA reinforced columns particularly if machining is used to connect the SEA bars with the steel rebar. The additional cost associated with using CAM SEAs in the column was only about 1/4 of that of NiTi SEAs, indicating the cost effectiveness of CAM SEA resulting from its excellent machinability. This is confirmed by previous research by the PIs, which showed that incorporating CAM SEAs in the column plastic hinges of earthquake-prone bridges increased the overall initial cost of the bridge by only a few percent, a cost that is more than offset by not needing to conduct major bridge repair or replacement after strong earthquakes. The only major impediment for real life implementation of CAM SEAs in bridges is the mechanical splicing, which is recommended for future research.]]></description>
      <pubDate>Mon, 08 Apr 2019 17:40:45 GMT</pubDate>
      <guid>https://rip.trb.org/View/1599217</guid>
    </item>
    <item>
      <title>Application of Engineered Cementitious Composites (ECCs) for Jointless Ultrathin White-Topping Overlay</title>
      <link>https://rip.trb.org/View/1505362</link>
      <description><![CDATA[Engineered Cementitious Composites (ECC), which are a special type of high-performance fiber reinforced cementitious composite (HPFRCC),  are proposed as a novel alternative for overlay applications since its outstanding mechanical properties (extreme ductility and superior flexural strength) have the potential to allow for jointless (or significantly large joint spacing) overlay systems at reduced thicknesses. The objective of this project is to evaluate ECCs for Jointless Ultrathin Whitetopping (UTW) overlay applications. To achieve this objective, ECC materials will be specifically designed for UTW application based on locally available materials. Fatigue evaluation of the UTW-ECC material will be performed to produce a σ-N relation (flexural stress vs. cycles to failure). Moreover, finite element analysis (FEA) and fatigue performance data of the UTW-ECC material (σ-N relation) will be integrated to produce a UTW-ECC overlay performance prediction model (overlay thickness vs. cycles to failure, H-N relation). To validate the developed model, a full-scale experiment of a UTW-ECC overlay system will be performed at the Louisiana Transportation Research Center (LTRC) Pavement Research Facility. Finally, a cost-analysis of the construction of jointless UTW-ECC compared to traditional jointed UTW overlays will be conducted.]]></description>
      <pubDate>Fri, 23 Mar 2018 06:19:55 GMT</pubDate>
      <guid>https://rip.trb.org/View/1505362</guid>
    </item>
    <item>
      <title>Simple Fatigue Test for Thin Overlays</title>
      <link>https://rip.trb.org/View/1504885</link>
      <description><![CDATA[A test to effectively characterize the cracking and fatigue potential of asphalt mixes placed as thin overlays is lacking. The proposal outlines a research study to address this shortcoming. The objective of the study is to identify and recommend a practical and suitable test (or modifications to existing tests) that can be used by state departments of transportation (DOTs) better screen all asphalt mixtures during mixture design and for quality control and assurance (QCQA) purposes.
As part of the research study, it is proposed that the suitability of a variety of fatigue tests be investigated to determine their ability to efficiently discriminate and rank the fracture behavior of all asphalt mixtures used in Texas and Hawaii. Candidate tests that are best suited will be identified for further evaluation, specifically to develop test procedures and specifications for an application. An experiment is proposed to assess the influence of variations in material properties on the fracture performance of asphalt mixtures to gauge the sensitivity of the candidate tests and to develop minimum criteria for specification of quality requirements for aggregates used in asphalt mixes.
]]></description>
      <pubDate>Sun, 11 Mar 2018 11:04:00 GMT</pubDate>
      <guid>https://rip.trb.org/View/1504885</guid>
    </item>
    <item>
      <title>Crash Risks by Commercial Motor Vehicle (CMV) Driver Schedules, Phase II</title>
      <link>https://rip.trb.org/View/1497905</link>
      <description><![CDATA[This study will collect additional data to answer important questions related to driver schedules and how these factors impact overall driver performance and fatigue. This study is being completed in phases. In Phase I, the research team collected HOS and crash data. In Phase II, the research team will use the data collected in Phase I to analyze crash risk as it relates to various aspects of the HOS provisions. This study will analyze:

•Relative crash risk by hour of driving.
•Relative crash risk by hour of driving per week.
•Relative crash risk of driving breaks.
•Relative crash risk as a function of recovery periods. 
•How each of the HOS provisions is being used.

In addition, the study will design, develop, and deliver a database so that the data collected in this study can be used for future research efforts.]]></description>
      <pubDate>Wed, 17 Jan 2018 09:31:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/1497905</guid>
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