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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>
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    <item>
      <title>3D-Printed Lattice-Based Structures for Next Generation Bridge Bearings and Bridge Isolation Bearings</title>
      <link>https://rip.trb.org/View/2714398</link>
      <description><![CDATA[Bridge bearings are installed between the bridge substructure and the superstructure to transfer loads and allow controlled translations to reduce stresses in the structure. In deteriorated and aging bridges, the old bearing system commonly needs to be replaced, and these replacements are currently very costly. Recent progress in 3D printing applications through a recent Massachusetts Department of Transportation (MassDOT) Phase I research project examined a new promising, customizable design for typical bridge bearings and isolation bearings. The current project will develop a prototype bearing system using concepts from architected lattice materials and aspire to manufacture and test the 3D printing bearing systems. OBJECTIVES: The objectives of the proposed research include computational and experimental work to develop a new architected material bridge bearing product and test it for vertical, transverse, and other load conditions. In addition, the proposed research will aim to develop recommendations regarding the technoeconomic decision-making process (including cost models) informing how to apply the new prototype and identify the technical capabilities to achieve a cost-effective solution that can be implemented in the field. ]]></description>
      <pubDate>Mon, 15 Jun 2026 15:23:59 GMT</pubDate>
      <guid>https://rip.trb.org/View/2714398</guid>
    </item>
    <item>
      <title>Integrated Acoustic and Human-Centered Development and Digital Twin Testing for Rail Noise Abatement Strategies in Ohio
</title>
      <link>https://rip.trb.org/View/2712240</link>
      <description><![CDATA[Rail and highway projects tend to run in tandem. Typically, residential areas along rail lines are located at grade separations. As a result, residents can be adversely impacted by rail noise and track vibration. Ohio Department of Transportation (ODOT) consistently receives complaints from residents related to rail noise. Currently, ODOT does not have any defined noise abatement strategies for rail projects. Research is needed to determine if there are feasible, reasonable, cost-effective ways to dampen rail noise for residential and other noise sensitive areas along rail lines.

Research Goal: Identify innovative techniques and/or designs that can aid in the mitigation of rail noise. For this study, rail noise is referring to sounds coming from the tracks and subsequent vibrations, not the train horn. Of particular interest is railroad crossing elimination projects, which are subject to National Environmental Policy Act (NEPA)  assignment and typically include an at grade crossing and the potential for road relocation above existing rail lines. Additional items that should be taken into consideration include ownership, requirements, and costs for installation and ongoing maintenance of all proposed solutions.

Potential Benefits: Effective noise abatement strategies for rail noise could extend benefits currently experienced from highway noise abatement strategies to residential and commercial areas located along rail lines. This includes but is not limited to increased quality of life.        ]]></description>
      <pubDate>Tue, 09 Jun 2026 10:55:57 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712240</guid>
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    <item>
      <title>Railway Noise Abatement Strategies: State of the Art and Applicability for Ohio Corridors</title>
      <link>https://rip.trb.org/View/2712239</link>
      <description><![CDATA[Rail and highway projects tend to run in tandem. Typically, residential areas along rail lines are located at grade separations. As a result, residents can be adversely impacted by rail noise and track vibration. Ohio Department of Transportation (ODOT) consistently receives complaints from residents related to rail noise. Currently, ODOT does not have any defined noise abatement strategies for rail projects. Research is needed to determine if there are feasible, reasonable, cost-effective ways to dampen rail noise for residential and other noise sensitive areas along rail lines.

Research Goal: Identify innovative techniques and/or designs that can aid in the mitigation of rail noise. For this study, rail noise is referring to sounds coming from the tracks and subsequent vibrations, not the train horn. Of particular interest is railroad crossing elimination projects, which are subject to National Environmental Policy Act (NEPA) assignment and typically include an at grade crossing and the potential for road relocation above existing rail lines. Additional items that should be taken into consideration include ownership, requirements, and costs for installation and ongoing maintenance of all proposed solutions.

Potential Benefits: Effective noise abatement strategies for rail noise could extend benefits currently experienced from highway noise abatement strategies to residential and commercial areas located along rail lines. This includes but is not limited to increased quality of life. 

The goal of this research is to systematically research and evaluate emerging noise abatement strategies for potential implementation in Ohio's railroad projects. The research team will directly address the effectiveness (cost per dB reduced), cost (including construction and maintenance costs, such as cost per mile), reliability, and implementation hurdles for each strategy, as well as ownership considerations. They will also consider combining measures (e.g., dampers, a short barrier, and a track pad) to achieve additive benefits beyond those reported in existing studies. The proposed project advances the state of practice for railroad noise abatement strategies from scattered information worldwide to a more defined, deployable set. It provides an in-depth evaluation of innovative rail noise abatement solutions, moving beyond the conventional highway noise wall paradigm to more adaptable, rail-specific approaches.            ]]></description>
      <pubDate>Tue, 09 Jun 2026 10:26:02 GMT</pubDate>
      <guid>https://rip.trb.org/View/2712239</guid>
    </item>
    <item>
      <title>Damage Progression of Highway Bridges and Operational Vibration-Waveforms-Phase-2</title>
      <link>https://rip.trb.org/View/2706038</link>
      <description><![CDATA[Aging highway bridges are increasingly subjected to heavy truck traffic that can exceed design load expectations and accelerate structural deterioration. Undetected overload events may contribute to localized stress concentrations, fatigue damage, and reduced service life. Current bridge monitoring approaches typically rely on periodic inspection rather than continuous operational detection of extreme loading events.
This project advances a vibration-based monitoring methodology to detect, identify, and predict the weight of heavy vehicles causing extreme loading on highway bridges. Building on Phase 1 results, the research integrates multi-sensor data—including accelerometers, six-dimensional inertial sensors, strain sensors, gyroscopes, and radar-video systems—to identify overload events and correlate them with structural response and potential damage hot spots. Finite element modeling and moving-load simulations will be used to support weight estimation and validate field measurements. The methodology will be tested on single- and multi-span steel and concrete girder bridges in Iowa. The resulting system is designed to provide a practical, portable, and cost-effective approach for bridge overload detection and condition-informed decision-making.

]]></description>
      <pubDate>Sat, 23 May 2026 18:06:49 GMT</pubDate>
      <guid>https://rip.trb.org/View/2706038</guid>
    </item>
    <item>
      <title>AI-Driven Drone Technology for Bridge Displacement and Vibration Monitoring</title>
      <link>https://rip.trb.org/View/2633312</link>
      <description><![CDATA[This research proposes developing an autonomous drone system equipped with advanced artificial intelligence (AI) algorithms and dual-camera configurations for precise structural health monitoring. The system utilizes a dual-camera setup (telephoto and wide-angle) to enhance measurement precision, while stabilization techniques and calibration methods minimize errors caused by atmospheric interference and lighting variations. Designed to autonomously detect and analyze bridge vibrations and displacements in real time, the system addresses the limitations of traditional methods such as global positioning system (GPS), sensors, and vision-based approaches, which often struggle with large-scale structures, environmental interference, and stability challenges. Real-world testing on bridges and tall buildings will validate the system's effectiveness, ensuring its reliability for large-scale infrastructure monitoring. The deliverables include the drone-AI system, best practices for deployment, and data analysis protocols, providing a scalable solution for infrastructure monitoring.]]></description>
      <pubDate>Tue, 02 Dec 2025 16:06:43 GMT</pubDate>
      <guid>https://rip.trb.org/View/2633312</guid>
    </item>
    <item>
      <title>Damage Progression of Highway Bridges and Operational Vibration-Waveforms
</title>
      <link>https://rip.trb.org/View/2627353</link>
      <description><![CDATA[The dynamic response of civil structures has long been utilized in damage detection. Techniques such as vibration-based damage identification, usually focused on experimentally determining modal parameters, have shown promising applications in detecting damage on bridges. A major drawback of most current damage-detection techniques, including the current video-based approach using drones, is their inability to explain the cause or the condition under which certain types of damage occur at different locations on the bridge. In this work, a nondestructive vibration-based approach, operational response and waveform analysis (ORWA), will be used to determine a cause and possible prevention solutions to the local damage occurring on bridges. In ORWA, damage on a bridge is correlated to the structural motions that are generated by the operational crossing traffic. By identifying the type and speed of vehicles that can put the bridge in deformation modes that can cause detrimenttal damage when they cross the bridge, new mitigation, maintenance, and (potentially) traffic rules can be developed to reduce these effects. In a previous work supported by the Iowa Department of Transportation, the initial idea of ORWA was presented and tested on a single-span highway bridge. A modified form of ORWA was developed and used finite element analysis to correlate traffic vibration waveforms with the modal response of the bridge. In this work, ORWA will be enhanced to include a camera-based system that would be integrated and synched with the vibration waveform measurements. The newly developed ORWA will be tested and validated on two bridges in Iowa.

]]></description>
      <pubDate>Wed, 19 Nov 2025 14:42:07 GMT</pubDate>
      <guid>https://rip.trb.org/View/2627353</guid>
    </item>
    <item>
      <title>Instrumentation And Monitoring For G-Beam/Stillwater Avenue Bridge Replacement</title>
      <link>https://rip.trb.org/View/2582413</link>
      <description><![CDATA[In the proposed project, the research team plans to deploy an extensive instrumentation and communication system that will be embedded in the G-Beam girders proposed for the Stillwater Avenue bridge in Orono/Old Town.  Some of the details of the specific monitoring plan will need to be deferred to coincide with girder design.
The study will include the following. First, an array of fiber optic cabling will be installed along the longitudinal beam axis at different locations relative to the neutral axis.  Each cable will include discrete sensors at different locations along the beam axis to capture strain at those points.  Second, an array of accelerometers will be located it key locations in order to capture frequencies and modes of vibration during service.  Both the accelerometers and the fiber optic system will be connected to a communications network that both collects data from the sensor array and broadcasts the data over a wireless network to a server at University of Maine (UMaine).  Depending on collection rates, the data will either be transmitted over a conventional 5G cellular network, or more likely via a closed network that sends the data through a series of discrete repeaters in between the bridge site and the server.  Third, the team proposes a system of digital cameras that will be used both to trigger the acquisition and transmission system, but also through machine vision, be able to identify the vehicle type (e.g. number of axles.)  Once triggered, the array of strain gages and accelerometers, will preprocess data and send to the UMaine server.  In this way, resulting strain and vibration data can be tied to load types.  Fourth, a weather station will monitor current temperature, sunlight, and relative humidity data to complement the acquired structural data.  Depending on design issues, additional on-site sensors can monitor water level, ice status, and other environmental conditions that may be relevant. Finally, we will conduct diagnostic live load tests on the completed structure immediately before it is opened to traffic and approximately one year after its completion]]></description>
      <pubDate>Thu, 31 Jul 2025 14:23:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2582413</guid>
    </item>
    <item>
      <title>Rapid Detection of Track Changes from In-Motion Data Acquisition Records: Lab Setup and Field Implementation – Year 3
</title>
      <link>https://rip.trb.org/View/2573191</link>
      <description><![CDATA[Track stiffness is a critical parameter influencing infrastructure integrity, safety, and maintenance efficiency. Track stiffness variations over time and space lead to uneven load distribution, track degradation, and increased risk of failure, necessitating continuous monitoring and timely intervention. Current technologies determine stiffness under loaded or unloaded conditions at discrete locations, or through continuous measurements. They are either costly, labor-intensive, or limited in spatial and temporal resolution. The proposed work is a four-year effort to develop an in-motion system that detects track stiffness and stiffness changes in real-time that is free of the shortcomings of existing techniques. The proposed system is an acceleration-based system that uses hybrid signal processing techniques and machine learning for classification. The system consists of three modules: (1) Data acquisition using onboard vibration sensors; (2) Hybrid signal processing on the edge for feature identification and data compression; and (3) Classification and decision support, utilizing machine learning algorithms for characterization of track conditions in predictive maintenance. This proposal is for Year 3 of the research team's current University Transportation Center for Railway Safety (UTCRS) sponsored effort. Year 1 focused on the development of a track stiffness monitoring concept and produced a feasibility study that led to Year 2 work on method development, and validation through simulations and laboratory small-scale testing. Spurred by the findings of Years 1&2, this proposal focuses on the development of an experimental prototype system and its validation through high-fidelity laboratory testing. In addition, the team proposes to develop a digital twin of the experimental prototype to facilitate extensive validation, calibration, and sensitivity studies to enhance accuracy and scalability. The project will enhance track safety, reduce maintenance costs, and improve railway infrastructure reliability by enabling continuous, cost-effective, and scalable monitoring. The research directly aligns with UTCRS’s strategic goals by advancing infrastructure monitoring technologies and contributes to the United States Department of Transportation (USDOT)’s objectives in safety and economic competitiveness.]]></description>
      <pubDate>Mon, 14 Jul 2025 20:04:39 GMT</pubDate>
      <guid>https://rip.trb.org/View/2573191</guid>
    </item>
    <item>
      <title>Comparison of Onboard Condition Monitoring System Mounting Location for Freight 
Railcar Bearing Defect Detection Using Vibration Signatures</title>
      <link>https://rip.trb.org/View/2574768</link>
      <description><![CDATA[Prior research at the University Transportation Center for Railway Safety (UTCRS) has demonstrated that onboard sensor technology can make early and accurate detections of defect initiation in railcar bearings and wheels. Vibration thresholds were developed using the extensive history of acceleration data gathered from an accelerometer mounted at the preferred Smart Adapter (SA) location on the bearing adapter. This location is not available on many adapter types. Data acquired at alternate locations on the adapter indicates that there are systematic differences in recorded vibration waveforms that are significant enough to require compensation in order to find equivalent threshold levels. We propose a study using multiple, simultaneously sampled accelerometers on adapters at several different locations of the adapter surface, to determine the required compensation functions. This large-scale study will be conducted at the UTCRS lab but will be supplemented with field data expected to be gathered at the MxV Rail Fast Loop facility. The test will directly acquire data from (a) the SA location, (b) face-mounted top dead center (TDC) location, (c) and face-mounted at a location 45o off top-dead center (Mote). It will also be compared with statistical data from commercial vibration sensors with alternate mountings. The lab testing will take place concurrently with other previously committed experiments on a combination of healthy bearings and bearings with known early-stage and progressing defects. The outcomes of this project would include quantitative, calibrated comparisons of vibration signatures from the SA location to the alternate as well as potential improvements to existing thresholds and algorithms. ]]></description>
      <pubDate>Mon, 14 Jul 2025 18:51:56 GMT</pubDate>
      <guid>https://rip.trb.org/View/2574768</guid>
    </item>
    <item>
      <title>New excavation technologies for underground construction (UTI-UTC 29)
</title>
      <link>https://rip.trb.org/View/2543422</link>
      <description><![CDATA[This project explores the development and evaluation of innovative excavation technologies aimed at improving the efficiency, safety, and adaptability of underground construction. With a focus on non-traditional methods such as plasma blasting, water-jet cutting, and advanced mechanical excavation systems, the research investigates the performance, feasibility, and environmental impact of these techniques compared to conventional methods like tunnel boring machines (TBMs) and drill-and-blast. Experimental trials and numerical simulations assess rock fragmentation, energy consumption, dust and vibration levels, and compatibility with various geological conditions. The project also evaluates automation and remote-control capabilities to enhance worker safety in hazardous environments. Outcomes are expected to provide a pathway for more sustainable and adaptable excavation approaches, reducing costs and timelines while expanding the range of feasible tunneling applications.
]]></description>
      <pubDate>Wed, 07 May 2025 17:29:04 GMT</pubDate>
      <guid>https://rip.trb.org/View/2543422</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>Utilizing daily traffic as a sensor network for infrastructure health monitoring </title>
      <link>https://rip.trb.org/View/2410418</link>
      <description><![CDATA[Mobile sensing is a novel paradigm that offers numerous advantages over conventional stationary sensor networks for real time bridge monitoring. Mobile sensors have low setup costs, collect spatio-temporal information efficiently, and require no dedicated sensors to any particular structure. Most importantly, they can capture comprehensive spatial information using few sensors. The advantages of mobile sensing combined with the ubiquity of smartphones with internet of things (IoT) connectivity have motivated researchers to consider smartphones carried within vehicles as large-scale sensor networks that can contribute to the health assessment of structures. A practical implementation of mobile sensors has several challenges. Most notably, the signals collected within a vehicle's cabin is contaminated by the vehicle suspension dynamics and the road profile; therefore, the efficient extraction of bridge vibration from signals collected within the vehicle is of great importance. The majority of available approaches for addressing this are typically system specific and restricted by assumptions of linearity. This limits the scope of application since vehicles mostly act nonlinearly depending on their manufacturing specifications. In addition, the variety of vehicle systems and road conditions complicates the exploration for a unified method for this task. This project proposes deep learning frameworks with domain adaptability that enable vehicle signal decontamination in a more reliable and practical manner. This framework will transform vehicles into robust and high-quality vibration sensors for infrastructure monitoring. Furthermore, this will render smartphone-based vehicle sensing data a valuable source of information that will enable crowdsourcing and facilitate infrastructure condition assessment in real time at an unprecedented scale, rate and resolution. ]]></description>
      <pubDate>Wed, 31 Jul 2024 16:57:33 GMT</pubDate>
      <guid>https://rip.trb.org/View/2410418</guid>
    </item>
    <item>
      <title>Safety Effectiveness of Non-Freeway Sinusoidal
Shoulder Corrugations</title>
      <link>https://rip.trb.org/View/2406650</link>
      <description><![CDATA[There is a need to determine the safety effectiveness of a newer design of rumble strips (called sinusoidal or "mumble" strips). To date no crash
modification factors (CMFs) have been developed for mumble strips, and there has been no safety, noise, or vibration comparisons done
between traditional rumble strips and the mumble strips for motorized or nonmotorized travelers (bicyclists). Most installations of mumble strips
are not at new locations, but rather traditional rumble strips have been in place and are being replaced with mumble strips. However there is an
opportunity in Michigan as there are several hundred miles of mumble strips placed where there were no previous strips.]]></description>
      <pubDate>Mon, 22 Jul 2024 13:00:38 GMT</pubDate>
      <guid>https://rip.trb.org/View/2406650</guid>
    </item>
    <item>
      <title>Advancing the Design of Flexible Ancillary Structures</title>
      <link>https://rip.trb.org/View/2342186</link>
      <description><![CDATA[Traffic signal structures are an integral part of the transportation infrastructure system, ensuring the safety of motorists and pedestrians. These structures, however, have been found to perform poorly due to fatigue-related issues in their connections. This mostly originates from the large-amplitude vibrations caused under galloping, vortex shedding, and natural wind and truck-induced gusts. The inherent dynamic properties of these structures, especially their low mechanical damping (0.1%-0.4%), is proven to be a key contributing factor, further exacerbating the fatigue-related issues. While most of investigations performed to date have been focused on the development of vibration mitigation strategies or the design of fatigue-rated connections, much less attention has been given to a more fundamental solution, stemming from the modification of the aerodynamic characteristics of this category of structures, addressing the issues at their roots. Considering the large number of traffic signal structures used for traffic control, their cost of repair and reinstallation can add up fast, while their potential failure can pose an immediate risk to the traveling public. This has led to a growing need to develop more cost-effective solutions to mitigate the large-amplitude vibrations of both new and existing traffic signal structures.]]></description>
      <pubDate>Wed, 21 Feb 2024 12:10:30 GMT</pubDate>
      <guid>https://rip.trb.org/View/2342186</guid>
    </item>
    <item>
      <title>Effect of Vibration on Concrete Mixtures</title>
      <link>https://rip.trb.org/View/2342171</link>
      <description><![CDATA[While vibration of concrete is everyday practice to assist with consolidation of the mixture, the fundamentals behind selecting the parameters that can be varied are not well understood.  There is a need to investigate the effects of changing frequency and amplitude on: how a variety of mixtures will flow under vibration, the stability of air bubbles of different sizes (leading to loss of air), effect of excess vibration on water movement in the form (leading to honeycombing) and effects of chemical admixtures on these behaviors.

Other variables to be considered include duration of vibration, aggregate type, mixture workability and SCM type and dose.]]></description>
      <pubDate>Tue, 20 Feb 2024 17:47:32 GMT</pubDate>
      <guid>https://rip.trb.org/View/2342171</guid>
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