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    <title>Research in Progress (RIP)</title>
    <link>https://rip.trb.org/</link>
    <atom:link href="https://rip.trb.org/Record/RSS?s=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" rel="self" type="application/rss+xml" />
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Research in Progress (RIP)</title>
      <url>https://rip.trb.org/Images/PageHeader-wTitle-RIP.jpg</url>
      <link>https://rip.trb.org/</link>
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    <item>
      <title>Performance-Based Evaluation of Expanded Polystyrene (EPS) Thickness in Integral Abutment Bridges</title>
      <link>https://rip.trb.org/View/2784732</link>
      <description><![CDATA[The objective of this study is to establish performance-based framework for calculating the required thickness of Expanded Polystyrene (EPS) elastic inclusion at integral bridge abutments. The results will be implemented in Chapter 17 of the Virginia Department of Transportation's (VDOT's) Manual of the Structure and Bridge Division. Reductions in integral bridge construction and maintenance costs are expected to be derived from this study. ]]></description>
      <pubDate>Thu, 01 Oct 2026 08:42:00 GMT</pubDate>
      <guid>https://rip.trb.org/View/2784732</guid>
    </item>
    <item>
      <title>Evaluation of Thick Lift Surface Asphalt Pavement Mixtures</title>
      <link>https://rip.trb.org/View/2721743</link>
      <description><![CDATA[When paving asphalt mixtures in a deep patching and rehabilitation application the Virginia Department of Transportation (VDOT) currently limits lift thickness to approximately three to four times the nominal maximum aggregate size (NMAS) of the mixture (VDOT, 2018). For a typical asphalt surface mixture having an NMAS of 9.5 mm, the practice generally limits lift thickness to approximately 1.5 inches. Where deeper distresses must be repaired multiple lifts will be required which increases construction time, prolongs traffic disruption, and introduces additional interfaces between lifts that may affect construction efficiency and field performance.

Therefore, there is a need to evaluate whether asphalt surface mixtures can be placed in a single thick lift without compromising construction quality or long term performance. The study addresses this need by investigating 1) the performance of a 9.5 mm NMAS asphalt mixture in a single 4 inch lift and (2) evaluating the performance of that layer using a combination of laboratory testing, controlled construction, and accelerated pavement testing to assess compaction behavior, material properties, and structural performance.]]></description>
      <pubDate>Thu, 02 Jul 2026 10:54:08 GMT</pubDate>
      <guid>https://rip.trb.org/View/2721743</guid>
    </item>
    <item>
      <title>A Novel Constrained Layer Damper for Wind-Induced Vibration Mitigation of High-Mast Illumination Poles</title>
      <link>https://rip.trb.org/View/2505729</link>
      <description><![CDATA[This project will develop a novel Constrained Layer Damper (CLD) for retrofitting High-Mast Illumination Pole (HMIP) structures to mitigate wind-induced vibrations. Work in Stage 1 will focus on mechanical characterization of viscoelastic (VE) materials, and the subsequent numerical modeling and optimization of the CLD. A series of axial tests and shear relaxation tests will be performed to obtain the hyperelastic and viscoelastic properties of candidate VE materials using relevant standards. A small-scale tubular cantilever beam will be designed and modeled in Abaqus. The model will be used to perform parametric studies to optimize the thicknesses of the constraining layer and the VE layer. In addition, both steel and carbon fiber-reinforced polymers (CFRP) will be investigated for the constraining layer. The result will guide the small-scale laboratory validation in Stage 2. To estimate damping enhancement, a static loading will be applied to the numerical models, which will be then removed to generate free-vibration responses. A full-scale HMIP structure will be selected from KDOT’s inventory and modeled in Abaqus to perform parametric studies similar to those performed earlier in Stage 1. In addition to optimizing the thicknesses of the constraining and VE layers, an additional study will analyze the impact of the handhole detail, which the CLD must avoid covering. In Stage 2, laboratory and field validations will be carried out for the developed CLD technology. Small-scale tubular cantilever beam will be fabricated and the proposed CLD will be implemented according to the numerically optimized parameters (e.g., thicknesses of the VE and constraining layers). Free vibration tests will be conducted with the tubular cantilever beam before and after the CLD is installed. Free vibration responses will be recorded using an accelerometer to extract damping ratios. Full-scale HMIP will be instrumented with wireless accelerometers, and pluck tests will be carried out to obtain the intrinsic damping of the HMIP. The optimized CLD design will be installed on the HMIP. Particular attention will be paid to proper anchorage of the constraining layer at the bottom of the CLD to ensure full development of shear strain in the VE layer. This will be followed by pluck tests to assess the level of damping enhancement by the CLD.  The final report will include all relevant data, results, and conclusions. ]]></description>
      <pubDate>Mon, 03 Feb 2025 22:13:46 GMT</pubDate>
      <guid>https://rip.trb.org/View/2505729</guid>
    </item>
    <item>
      <title>Analysis of 2018-2024 Network Level Pavement Structural Testing with the TSD</title>
      <link>https://rip.trb.org/View/2495008</link>
      <description><![CDATA[The Traffic Speed Deflectometer (TSD) is a device used to measure the structural response of pavements while traveling up to the prevailing traffic speed. Virginia Department of Transportation (VDOT) has previously collected data on more than 8,000 lane miles of its roadway network using the TSD. This study seeks to combine thickness data from ground penetrating radar (GPR) and VDOT traffic data to calculate the remaining structural life of the network tested between 2018 and 2024 and to upload the data to VDOTs Pavement Management System.  ]]></description>
      <pubDate>Sat, 25 Jan 2025 10:49:20 GMT</pubDate>
      <guid>https://rip.trb.org/View/2495008</guid>
    </item>
    <item>
      <title>SPR-4915:  3D GPR Applications for Network Level Testing</title>
      <link>https://rip.trb.org/View/2444906</link>
      <description><![CDATA[The main objective of this study is the integration of 3D GPR data with deflection data either from existing FWD or soon to be available traffic speed deflectometer (TSD). To relate deflection measurements to pavement health metrics such as the modulus of elasticity or the structural number, finite element analysis requires estimates of pavement layer thickness and pavement type information. This project will investigate the use of 3D GPR for layer thickness estimation and perform a sensitivity analysis to quantify the effect of errors in layer thickness estimates in structural number computation.]]></description>
      <pubDate>Thu, 24 Oct 2024 12:16:58 GMT</pubDate>
      <guid>https://rip.trb.org/View/2444906</guid>
    </item>
    <item>
      <title>Develop Optimum 2-Mat Reinforcement Design in Continuously Reinforced Concrete Pavement (CRCP)</title>
      <link>https://rip.trb.org/View/2437678</link>
      <description><![CDATA[The research team will develop optimum designs for longitudinal steel, including the amount of steel as well as the depths of each layer of steel. Researchers will obtain detailed Continuously Reinforced Concrete Pavement (CRCP) structural responses from field experiments, analyze the data, and develop the optimum steel designs for thick CRCP. The research team will develop and present field experimental plans to the Texas Department of Transportation (TxDOT) for its feedback and concurrence. Once TxDOT approves, the research team will conduct field testing per the approved experimental plans and present the data and its analysis results as well as its implications to the research team. Researchers will also provide any technical assistance that might be needed for the implementation of the findings.]]></description>
      <pubDate>Thu, 03 Oct 2024 09:43:53 GMT</pubDate>
      <guid>https://rip.trb.org/View/2437678</guid>
    </item>
    <item>
      <title>Evaluation of Thick Lift Asphalt Paving</title>
      <link>https://rip.trb.org/View/2414050</link>
      <description><![CDATA[When paving asphalt mixtures in a deep pathing application, the Virginia Department of Transportation (VDOT) currently recommends a maximum asphalt layer thickness that is approximately 3-4 times the mixture nominal maximum aggregate size (NMAS). For a typical asphalt mixture used in patching operations having a NMAS of 19 or 25 mm, the maximum recommended lift thickness is approximately 3 to 4 inches. In cases where deeper distresses are encountered, it would be beneficial to place layers having a greater thickness than these recommendations. It is expected that allowing thicker lifts will provide the contractor an opportunity to complete the work in a reduced time versus having to place the asphalt mixture in multiple layers. The purpose of this study is to evaluate the mechanical and volumetric properties of typical 19 and 25 mm NMAS asphalt mixtures placed in a single 6-inch-thick layer. These properties will be assessed through a combination of laboratory testing as well as through full-scale accelerated testing. ]]></description>
      <pubDate>Thu, 08 Aug 2024 09:25:02 GMT</pubDate>
      <guid>https://rip.trb.org/View/2414050</guid>
    </item>
    <item>
      <title>Impact of Asphalt Lift Thickness on Pavement Density and Durability</title>
      <link>https://rip.trb.org/View/2404007</link>
      <description><![CDATA[A key factor in achieving adequate density is the ratio of the asphalt lift thickness to the size of the aggregate in the mixture. Generally, it is considered that lifts need to be thick enough to provide room for the aggregates to reorient and densify, but not so thick that the bottom of the lift does not feel the compaction force and therefore does not densify. In recent publications, researchers recommended the t/NMAS ratio be at least 3:1 for fine graded mixes and at least 4:1 for coarse graded mixes; however, there is no consensus on what value is best. In a limited number of projects, pavements were built with higher lift thicknesses. Since most of the work was of empirical nature, the results were mixed in terms of achieving desired density levels and meeting roughness (IRI) requirements.
The research group at UofM has developed a rational approach to asphalt compaction, that has led to better guidelines for designing Superpave 5 mixtures and for modelling the compaction process in asphalt mixtures. The work included analyzing the compaction curves of gyratory cylinders of various heights, and the model predictions were very good.

The research team proposes to use this new approach, validated in previous research on Superpave 5 mixtures, to design asphalt mixtures that can achieve desired densities, and also desired surface roughness, at higher lift thickness values. Anecdotal evidence indicates that using higher lift thickness, which has better heat retention, has resulted in better densities, compared to traditional lift thickness values; however, the increase in surface roughness has deterred contractors from using this cost-saving method. It becomes then very important to better understand the factors responsible for the increase in surface roughness, and most importantly, to determine if more durable and more cost-effective asphalt pavements can be built using higher lift thicknesses, in spite of higher initial roughness values.]]></description>
      <pubDate>Tue, 16 Jul 2024 15:23:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2404007</guid>
    </item>
    <item>
      <title>Weldability of Bridge Steel with Protective Coatings </title>
      <link>https://rip.trb.org/View/2323446</link>
      <description><![CDATA[In 2020 the American Association of State Highway and Transportation Officials/American Welding Society (AASHTO/AWS) D1.5 Bridge Welding Code adopted a new sub clause, 5.2.4.2., that allows welding over protective coatings. Applicable protective coatings common on steel bridges include paint, hot-dip galvanizing, and thermal-spray metallizing. According to Linnert (1995), problems with welding over coatings include, “weld cracking, blowholes in the weld metal, pollution of the work place, damage to the surface appearance, excessive deterioration of welding electrodes, and the inability to join parts using any of the welding processes.” Weld defects can be especially problematic when not visible on the exterior surface of the weld. Furthermore, AASHTO/AWS D1.5 does not specify limitations to welds over coatings except for web-to-flange connections and joints subjected to calculated tensile stress, as long as they meet the “other weld quality requirements of this code”. 
The AASHTO/AWS D1.5 Bridge Welding Code is required by the Federal Highway Administration for use with all bridge welding on ASTM A709 steel. Shielded metal arc welding (SMAW), flux-cored arc welding (FCAW) and arc-stud welding (SW) are considered as common welding processes for steel bridge construction under field welding conditions. AWS D19.0-72 Welding Zinc-Coated Steel, published in 1972, represents the most comprehensive guideline on welding over zinc coated steel. Arc disturbance, formation of undercut and porosity are common problems associated with shielded metal arc welding (SMAW) over zinc coated steel. Flux-cored arc welding was not considered in the document. Arc blow, i.e. piling up of weld metal to one side was associated with stud welding over zinc coatings. The current edition of AASHTO/AWS D1.5 does not specifically prohibit welding shear studs over steel coatings, but article 9.4.3 states the “areas to which the studs are to be welded shall be free from scale, rust, moisture, and other injurious material to the extend necessary to obtain satisfactory welds”. A coating would be considered an “injurious material” if quality welds could not be produced. 
Both fabricators and contractors have an interest in welding over coatings as it applies to both shop and field welding of new and in-service bridges. Before adopting the new welding code provision, it needs to be evaluate if this practice will produce acceptable quality welds. If acceptable welds can be produced, any limitations need to be defined. Lack of quality welds over coatings affects the serviceability of both new steel bridges and any repaired steel bridges. Significant costs and disadvantages could be encountered if weld defect problems related to the new code provision were to arise in bridges. Contractors also weld temporary supports on galvanized pier pipe piles. Contractors are supposed to remove the coating before welding. However, Alaska Department of Transportation and Public Facilities 
(Alaska DOT&PF) would benefit from knowing how detrimental these welds could be to the pipe pile base metal if the coating is not removed prior to welding.
The goal of this research program is to determine the extent to which the thickness and type of zinc-coating influence the production of acceptable welds on structural steels used for bridge construction. Specific objectives are (1) to compare weld quality of flux-cored arc welded (FCAW) and arc-stud welded (SW) joints on zinc-coated steel to those on uncoated steel, (2) to evaluate the effect of coating type and thickness on weld quality, (3) to evaluate the mechanical properties of welds on zinc-coated steel containing defects, (4) to evaluate the propensity for zinc penetration cracking, and (5) to identify limitations and/or specific requirements for welding over protective coatings that would be required to produce acceptable welds. ]]></description>
      <pubDate>Wed, 17 Jan 2024 16:26:51 GMT</pubDate>
      <guid>https://rip.trb.org/View/2323446</guid>
    </item>
    <item>
      <title>Measurement of cement content and layer thickness variation of cement stabilized base and subgrade using ground penetrating radar
</title>
      <link>https://rip.trb.org/View/2269988</link>
      <description><![CDATA[The research objective is to investigate a relationship among dielectric constant, electrical conductivity, and cement content of cement-stabilized base/soil layers to develop a methodology to assess the layer thickness variation of cement stabilized base/soils layers and to perform field validation based on the outcomes that will be developed during this study and distress data from the existing LTPP, GA-LTPP, and/or specific sites that have cement stabilized base/soil layers.
]]></description>
      <pubDate>Tue, 17 Oct 2023 11:55:09 GMT</pubDate>
      <guid>https://rip.trb.org/View/2269988</guid>
    </item>
    <item>
      <title>SPR-4839:  Evaluation of Utilizing 3D GPR for Quality Assurance of Bridge Deck Rebar Cover and Delamination Screening</title>
      <link>https://rip.trb.org/View/2253921</link>
      <description><![CDATA[The main objective is to verify that INDOT’s 3D GPR system will provide rebar cover thickness estimates that are accurate and precise enough to be utilized for quality assurance (QA) of rebar cover thickness for newly constructed bridge decks. The research will also examine utilizing the 3D GPR for delamination screening.]]></description>
      <pubDate>Fri, 22 Sep 2023 14:46:20 GMT</pubDate>
      <guid>https://rip.trb.org/View/2253921</guid>
    </item>
    <item>
      <title>Stainless Steel Coated Rebar for Chloride Resistant Concrete Highways and Bridges</title>
      <link>https://rip.trb.org/View/1940156</link>
      <description><![CDATA[This project developed a novel material approach to solving the reinforcement corrosion problem was developed. This approach created a stainless-steel coating method to produce a highly cost-effective and corrosion resistant metallic multilayer composite steel bar. This concept can enable transportation infrastructure to last for 100 years or longer in corrosive environments. Several different manufacturing approaches were explored at the laboratory scale, and corrosion and mechanical testing was performed. Eventually a method was developed that yielded a material with proper mechanical behavior in terms of strength and ductility/bendability as well as corrosion performance indicating a 13-fold decrease in corrosion rate in comparison to conventional carbon steel rebar. This method applies stainless steel to a carbon steel billet (7-inch square, 25-40 feet long) through hot-wire laser cladding. The billet is then heated to approximately 1200oC before hot rolling into the final deformed reinforcing bar. This approach was demonstrated at a modern steel mill facility. At the end of the project, a 1500-pound batch of stainless coated reinforcement was produced, indicating that this process has meaningful scalability to be used in transportation infrastructure projects. If successfully commercialized, this IDEA product has the potential to provide the transportation industry with a cost-effective solution to the rebar corrosion problem that would allow roads, bridges, tunnels, and other structures to have significantly longer lifetimes, while also being safer and more sustainable, and affordable to maintain. 
The Final Report is available.]]></description>
      <pubDate>Mon, 11 Apr 2022 17:27:42 GMT</pubDate>
      <guid>https://rip.trb.org/View/1940156</guid>
    </item>
    <item>
      <title>Determining Layer Thickness and Understanding Moisture Related Damage of 
State-Owned Roads Using GPR and Capturing Such in a GIS-Based Inventory (1.17)</title>
      <link>https://rip.trb.org/View/1875100</link>
      <description><![CDATA[The Rhode Island Department of Transportation (RIDOT) has a significant inventory of state owned roads of which layer thickness and moisture related damage is uncertain. Discrete methods of assessment like coring and visual inspection provide limited data and are both time-consuming and costly in terms of traffic control and personnel. The objective of this study is to evaluate the efficient use of Ground Penetrating Radar (GPR) at traffic speeds to determine layer thickness and moisture content of rural state-owned roads in the State. This will be accomplished through field studies of roads with both known and unknown compositions in close collaboration between URI and RIDOT researchers. The results will be incorporated into RIDOT’s GIS-based inventory of roads. The ultimate goal of this effort is to establish a system for collecting and viewing pavement layer thickness and moisture related damage on a network level; information that RIDOT can use to better plan, prioritize and properly allocate funding for pavement related projects.]]></description>
      <pubDate>Sat, 28 Aug 2021 18:16:40 GMT</pubDate>
      <guid>https://rip.trb.org/View/1875100</guid>
    </item>
    <item>
      <title>RES2020-14: Design Considerations and Limitations of Rock Dowels/Anchors 
Loaded in Shear</title>
      <link>https://rip.trb.org/View/1851967</link>
      <description><![CDATA[In Tennessee, cut rock slopes with exposed discontinuities are often reinforced with grouted steel anchors
installed across the discontinuity to stabilize the system by immobilizing the rock material above the sliding
surface. These elements resist shear loading rather than function in tension. Yet, the steel bar may bend in cases
where the discontinuity is sufficiently large. The purpose of this study was to investigate the performance of
simulated un-tensioned dowel-jointed rock block systems subjected to shear loading and evaluate whether bending
likely occurred as well as its contribution to the reduction in dowel capacity. Variables studied were aperture size
(joint spacing), dowel diameter, and dowel angle of inclination with respect to the joint normal. Physical
experiments were conducted using large concrete blocks to simulate the jointed rock material, steel rebars to
simulate the dowels, and tested in a large-scale direct shear apparatus. A numerical model was developed to extend
the dowel size and joint thickness. A dowel shear capacity design chart was also developed. The chart identifies
the threshold between the pure shear capacity and the reduced capacity due to bending effects as a function of joint
thickness and bar size. Conclusions from this study include (1) rebar double bending phenomenon was inferred
from strain gage data in the case of a large aperture size, (2) bending starts at an aperture size relative to bar
diameter and strength, and reduces the dowel shear capacity by a quantity related to bar size and aperture size, (3)
all results from physical and numerical analyses show sufficient agreement with the governing equations for
theoretical dowel shear and bending conditions to warrant the conservative use of the developed design chart (4)
dowel inclination angle had little influence on ultimate shear resistance, and (5) free and fixed dowel placement
show no significant difference in resistance.]]></description>
      <pubDate>Tue, 11 May 2021 18:22:21 GMT</pubDate>
      <guid>https://rip.trb.org/View/1851967</guid>
    </item>
    <item>
      <title>Methods for Qualitative and Quantitative Measurement of Top of Rail Friction Modifiers (TORFM) in Revenue Service</title>
      <link>https://rip.trb.org/View/1762966</link>
      <description><![CDATA[The primary objective of this study is to continue the efforts toward evaluating, designing, and building highly accurate devices for qualitative and quantitative measurement of Top of Rail Friction Modifiers (TORFM) in Revenue Service.  Specifically, the project aims at: (1) Determining the capability of the sensors that the research team has developed for measuring Top TORFM layer thickness at speeds up to 10 – 15 mph, to make the sensor suitable for installation on Hy-rail trucks for railroad applications, and (2) Evaluate the most effective approach for commercializing the sensor to another entity that would be able to make it available to the railroads as a commercial product.
The current effort will mainly emphasize the application of innovative laser-based technology for measuring the layer thickness of TORFM at speeds far higher than those the team has tested in the lab and field, thus far.  This is a continuation of the efforts currently underway at the Railway Technologies Laboratory (RTL) for designing and implementing various optical technologies for reliably and reasonably accurately measuring how much TORFM is present on the railhead.  This effort is intended to reduce reliance on empirical assessments, which is the only available method for assessing whether there is an adequate amount of TORFM available on the rail.
The U.S. railroads spend a considerable amount of money on TORFM lubrication material to reduce wheel-rail rolling resistance, improve fuel economy, and improve curving forces.  The methods for determining the adequacy of the TORFM application are empirical.  An experienced engineer examines the rail visually, tactilely, or both; to determine if enough lubricant has been applied.  Such methods, however, are highly subjective and ultimately rely on the track engineer's experience.  The subjectivity in assessing the extent to which the rail is lubricated can lead to applying too much TORFM, unnecessarily, or applying too little, not realizing all of the benefits.  Additionally, at times the lubricant applicators can run dry or stop working, resulting in rail not being properly lubricated until the failure is detected, often days later.  Such incidents can go undetected by track engineers or the track master because it is often difficult to determine if the rail has been lubricated when the train passes.  More effective lubricity measurements will remedy such problems.
]]></description>
      <pubDate>Thu, 07 Jan 2021 23:05:28 GMT</pubDate>
      <guid>https://rip.trb.org/View/1762966</guid>
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