Stempihar Jetfrey Date Last...

Graduate Research Award Program Application: 2010-2011 Page 2 of 10

Application Checklist and Application Packaqe Cover Sheet

Applicant's name: Stempihar Jetfrey John Date 511312010Last First Middle

Ix ] A completed application checklist and application package cover sheet

I x] Personal information of applicant

I x ] Qualifications of applicant

Ix ] Research project proposal

I x ] Reference letter #1

I x ] Reference letter #2

I x ] Research advisor form

Ix ] Officialtranscripts from all colleges and universities attended (OfficialTranscripts have beenordered)

Please list all institutions from which official transcripts have been requested. Transcripts may beincluded in the submission packet if properly sealed from the registrar.

lf official transcripts will be sent separately, please indicate that they have been ordered andinclude an unofficial copy of each of your transcripts in the application package.

lx I Writing Sample

(The writing sample should be submitted with the application. An appropriate writingsample might be a previous publication, a paper written for a class assignment, aresearch project report, or similar example of professional writing. lf papers were co-authored, the role of the applicant must be clearly described. Writing samples may notbe longer than 25 pages.)


APPLICATION FORM

GRADUATE RESEARCH PROGRAM ON PUBLIC-SECTOR AVIATION ISSUES

Sponsored By: Administered By:FederalAviation Administration Airport Cooperative Research programU.S. Department of Transportation Transportation Research Board, National Academies

PART I - PERSONAL INFORMATION OF APPLICANT

(Please Type)

1. Full legal name:Stempihar Jeffrey JohnLast First Middle Former name (if any)

2. Date of birth: 03/01/1980 Place of birth: lronwood, Michigan

3. Citizenship: USA

4. Gender: [x ] Male [ ] Female

5. Ethnicity (optional) :

I American lndian or Alaskan Native: origin in any of the original peoples of North AmericaI Black: origin in any of the black racial groupsI Hispanic: Mexican, Puerto Rican, Central or South America, or other Spanish culture or origin,

regardless of raceI Asian or Pacific lslander: origin in any of the original peoples of the Far East, Southeast Asia,

or the pacific lslands. lncludes China, Japan, Korea, the Philippine lslands, Samoa, and thelndian Subcontinent

[x ] White: origin in any of the original peoples of Europe, North Africa, or the Middle East

6. Mailing address: 11680 E. Sahuaro Dr. Unit 2052. Scottsdale. AZ 852597. Permanent address: 7229 Rieqler Street, Grand Blanc, Ml 852598. Telephone numbers - Mailing: 810-569-1065 Permanent: 810-569-1065

9. Emailaddress: istemoihrôasu.edu

10. College or University currently enrolled at:Arizona State UniversitvMajor Field: Civil EnqineerinqDegree objective: [ ] Master's [x ] DoctorateExpected month and year of graduation: Mav 2013

1 1. Names of two people from whom you are requesting reference letters.

a. Dr. KamilE. Kaloush, PhD, P.E.

b. Mr. RobertT. Andrews, P.E.

12. Name and title of faculty research advisor for this project:

Dr. Kamil E. Kaloush


PART II- QUALIFICATIONS OF APPLICANT

(Please Type)

13. Education: ln reverse chronological order, list colleges or universities attended

14. Professional Experience. ln reverse chronological order, list professionalexperience, includingsummer and term-time work.

15. Awards, honors, and publications: List fellowships, scholarships, and other academic and/orprofessional positions, held since entering college or university.

College / University Location Major FieldDates

AttendedGPA Degree

Date degreeawarded/exoected

vlichigan TechnologicalJniversitv

loughton,4t

Sivillnoineerino 8198 - 5lO2

BS. CE5t11t2002

Vlichigan TechnologicalJniversitv

loughton,üll

livillnoineerino 8t98 - 5t02

MS. CE5t8t2004

\rizona State University fempe, AZlivillnoineerino l/09-Presenl

)hD. cE5t2013

Please explain any interruption(s) of schooling, i.e., military training, illness, etc.)

Name of Emolover Location Dates Nature of WorkArizona State Universitv Temoe. AZ 8/09 - Present Research AssistantRevnolds. Smith & Hills. lnc. Flint, Ml 8/04 - 6/09 Airfield Civil EnoineerMichigan TechnologicalUniversitv

Houghton, Ml Summer 2003,2004

Research Assistant

Award, Honor, or publication Date(s) Description

ìegistered Professional Engineer 2007 - Present ìegistered in the State of Michiganìobert and Ellen Thompson Scholar\ward (Michiqan Tech)

2001-2004 J ndergrad uate/Grad uate fel lowship to study and'esearch civil enqineerinq materials

\rizona State University Dean'slcholarshio 2009-2010

:ellowship awarded to explore research¡ooortunities as a oraduate student

\rizona State University - Civilinqineerinq Department Scholarship

2009-201 0 3cholarship to work as a research assistant

)ublication- "Quantifying the Lateral)isplacement of Trucks for Use in)avement Desion"

2005)resented at the 84"'Annual Transportationìesearch Board Meeting. Published on the:onference CD and selected as a oractical oaper


16. Describe your career goals and how this research will contribute to achieving those goals (you

may add page(s) if necessary):

Obtainino a civil enqineerinq facultv position at a leadinq research institute where I will be able to

participate in cutting edqe research while teachinq students is one mv top career goals. My primary

research interests include civil enqineering materials and sustainability relating to airfields. ln addition, as

a Professional Enqineer, I hope to become more involved in airport consultinq work. However, in order to

work towards these qoals, I must qain valuable experience in airfield civil enqineering applications.

I feel that this research will help develop problem solvinq and teamwork skills necessary to work towards

mv career qoals. This research will also help me to gain exposure to airports. industrv personnel, industry

trends and common practices. Also, this proiect mav contribute to the aviation industrv and possibly

provide a publication opportunity. Most importantly, I will be able to gain research experience which is

necessary to be a successful qraduate student.

and complete to the best of my knowledge.

o.t" l/t:y'aINOTE: This application is not complete without a signature.l


APPLICATION FORM

GRADUATE RESEARCH AWARD PROGRAM ON PUBLIC-SECTOR AVIATION ISSUES

Sponsored By: Administered By:FederalAviation Administration Airport Cooperative Research ProgramU.S. Department of Transportation Transportation Research Board, National Academies

PART III _RESEARCH PROJECT PROPOSAL

(Please Type)

Name: Stempihar Jeffrey John Date 5t10t2010Last First Middle

Title of Researeh Project:

Use of Fiber Reinforced Asphalt Concrete as a Sustainable Pavinq Material for Airfields

ln 500 words or less, describe the proposed research project. lnclude project objectives,methodology, and expected outcomes. Also indicate how this research work could benefit theaviation community, and contribute to your career goals.

Please see attached sheet.

[Please attach additional sheets as needed.]

Graduate Research Award Program Application: 2010-2011

Use of Fiber Reinforced Asphalt Concrete as a Sustainâble Paving Material for AirfTelds

Sustainability has gained popularity in the United States and the aviation industry hasquickly joined this nationwide effort. In2009, the Chicago Department of Aviation, along withother industry leaders, developed a Sustainable Airport Manual to serve as a working guide forairports nationwidel. This guide details a sustainable certification system for airports and allowsseveral credits for the use of altemate paving materials. Although sustainability credits areimportant, an alternate paving material must have equal or greater performance than aconventional pavement to be successful. Historically, the use of fibers in paving materials has

been most popular in Portland cement concrete. However, they have also been used to a certainextent in asphalt concrete mixtures such as in a recent runway project constructed at the JacksonHole Airport in Jackson, Wyoming. The overall goal of this proposed research project willinvestigate the feasibility of using fiber-reinforced asphalt concrete mixtures for airfieldpavements.

The scope of work will include: a literature review of airport sites currently using fiberreinforced asphalt concrete pavements, laboratory evaluation of a currently available mixturefrom the Jackson Hole Airport project, cost analysis and development of recommendapplications for airfield pavements. Additional sites will be identified and airport personnel willbe contacted to evaluate the performance of any in-place fiber-reinforced asphalt pavements.

It is expected that the use of fiber-reinforced paving materials will aid in extending theservice life of airfield pavements, especially on airfields experiencing heavy loading. At a fewdollars per pound and one pound per ton of asphalt mixture, the low cost of hbers and lowapplication rate make them very attractive as the added benefits of these materials outweigh theinitial costs. This type of alternative/modified paving material will directly reduce the overalllife cycle cost to the airports while achieving sustainability credits. It is expected that the finalresearch document will provide a summary of existing applications, materials properties, and lifecycle cost analysis

This research can directly benefit the aviation com.munity in several ways, specificallythrough the use of this material and validating its sustainable relevance. First and foremost, asustainable pavement requiring less maintenance will reduce the number and length of runwayand taxiway closures for maintenance and/or reconstruction. Second, the use of recycled fibermaterial materials can be a specific criterion for achieving sustainability, thus reducing theenvironmental impacts. Finally, the outcome of this research may promote the use of alternatepaving materials on airfields

As I strive to become involved in the aviation community, this research will provide an

excellent opportunity to gain exposure to aviation practices and personnel. With a career goal ofbecoming a faculty member at a leading research institute, I feel that industry experience andexposure is very critical to success in this position. Overall, this research will provide an

opportunity to contribute to quantifying sustainable practices within the aviation industry.

tchicago Department of Aviation. (2009) "sustainable Airport Manual." Accessed at:

http : //www. airports go ing green. org/SAM


APPLICATION FORM

GRADUATE RESEARCH PROGRAM ON PUBLIC-SECTOR AVIATION ISSUES

Sponsored By: Administered By:FederalAviation Administration Airport Cooperative Research ProgramU.S. Department of Transportation Transportation Research Board, National Academies

PART IV - REFERENCE LETTER ON APPLICANT

(Please Type)

This section to be comoleted bv Aoplicant:

Name of Applicant: Stempihar Jeffrev John Date 5/10/2010Last First Middle

Applicant's major field of study Civil Enoineerinq

Title of Proposed Research Project:

Use of Fiber Reinforced Asphalt Concfete as a Sustainable Pavine Material for Airfields

This section to be completed bv reference respondent:

NOTE: This applicant has named you as one of two people who know his/her academic and professionalexperience and ability. Your views will hetp us evaluate this apptica:nt's quatificatÍons for receiving anaward for conducting research on the above project. ;-,

Please complete this form, make another copy, and place each copy in a separate envelope. Sealhoth envelopes, sign each across fhe seal, and return BOTH envelopes to the applicant forÍnclusion with the application to be submitted to the Transpo¡Tation Researclr Board.

Faculty Research Advisor's Name: _Kamil KaloushTitle: Associate ProfessorDepartment: _Civil, Environment and Sustainable EngineeringUniversity: _Arizona State UniversityMailing Address: _PO Box 87530ô, Tempe, AZ 85287-5306Email: [email protected], Phone: _480-965-5509

lnwhatcapacitydoyouknowtheapplicant?-MyPhDstudent

How long have you known the applicant? _1 year.


PART lV: Page 2

1. Please evaluate the applicant in the following areas as compared with other individuals ofcomparable training, age and experience.

SutstandingAbove

averageAverage

Belowaverage

lnsufficientopportunity to

observe(nowledge of major field X

lesearch skills X

rroblem solving skills X

Sreativity x-eadership xffritten communication X

)ral communication x

2. Please comment on the ability of the applicant to carry out the proposed research in a timelymanner.

Jeff is truly an excellent student and will perform this work with great detail and dedication.

3. Please add any other comments that you consider to be pertinent to the evaluation of theapplicant and that are not covered adequately by your other answers. Attach additional sheet(s) ifnecessary.

Jeff is a professional engineer with good practical experience. This will add a great value to theproject.

CONFIDENTIALITY: The information contained in this reference letter shall not be available to theapplicant or otherwise publicly disclosed except as required by law.

Signature of Reference Respondent: :J,Ø

aate: 5'-./3 *lo

Graduate Research Award Program Application i 20IO-2OII Page 1 of 2

APPLICATION FORM

GRADUATE RESEARCH PROGRAM ON PUBLIC.SECTOR AVIATION ISSUES

Sponsored By: Administered By:FederalAviation Administration Airport Cooperative Research ProgramU.S. Department of Transportation Transportation Research Board, NationalAcademies

PART IV - REFERENCE LETTER ON APPLICANT

(Please Type)

This section to be completed bv Applicant:

Name of Applicant: Stempihar Jeffrev John Date 5/10/2010Last First Middle

Applicant's major field of study Civil Enoineerins


Use of Fiber Reinforced Asphalt Concrete as a Sustainable Pavinq Material for Airfields

This section to be completed bv reference respondent:

NOTE: This applicant has named you as one of two people who know his/her academic and professionalexperience and ability. Your views will help us evaluate this applicant's qualifications for receiving anaward for conducting research on the above project.

P/ease complete thÍs form, make anotlier copy, and place each copy in a separate envelope. Sealboth envelopeg sígn each across the seal, and return BOTH envelopes to the applicant forinclusion wíth the application to be submÍtted to the TransportatÍon Research Board.

Name of Reference Respondent: Robert T. Andrews

Title: Senior Aviation Enoineer

Organization: Revnolds. Smith and Hills, lnc

Mailing address: G-3101 W. Bristol Rd. . Flint. Ml 48507

Email address: [email protected]

Phone: 810-496-6741

ln what capacity do you know the applicant? Supervisor

How long have you known the applicant? 6 vears


PART lV: Page 2

1. Please evaluate the applicant in the following areas as compared with other individuals ofcomparable training, age and experience.

2. Please comment on the ability of the applicant to carry out the proposed research in a timelymanner.The design projects under Jeff's direction were always completed promptly and the documentsdelivered to the client before the deadlines. Jeff was excellent at organizing his staff andcoordinating the information exchanges with other offices. He was able to take on new unfamiliarchallenges and responsibilities and always exceeded expectations.

3. Please add any other comments that you consider to be pertinent to the evaluation of theapplicant and that are not covered adequately by your other answers. Attach additional sheet(s) ifnecessary.Jeff has a good understanding of paving materials and his construction experience with airfieldasphalt pavements should provide him with an excellent background for this topic. His work withR S & H was the design and construction of airfields with pavement design being a majorcomponent of these projects. The airfields ranged from smaller GA airports to one of the largestair-carrier hub airports in the country.

CONFIDENTIALITY: The information contained in this reference letter shall not be available to the

Signature of Reference Respondent: oate: ar/t þr/ la

)utstandinl Aboveaverage

AverageBelow

average

lnsufficientopportunity to

observe(nowledge of major field x

ìesearch skills X

rroblem solving skills X

)reativity X

-eadership X

lVritten com munication X

)ral communication x


APPLICAT¡ON FORM

GRADUATE RESEARCH AWARD PROGRAM ON PUBLIC-SECTORAVIATION ISSUES

Sponsored By:Federal Aviation AdministrationU.S. Department of Transportation

Administered By:Airport Cooperative Research ProgramTransportation Research Board, National Academies

PART V - FACULTY RESEARCH ADVISOR

To be completed bv the applicant:

NOTE: ln order to enrich the educational experience gained from your proposed researc h proiect, it is

necessary for you to request a faculty member from your university who is familiar with your researchproject to act as a research advísor to you duríng the course of the proiect. Pleage prgyide the following'information

and aèk the faculty member to complete the form. You should submit it with your application.

The research advisor may also be a reference respondent.

Applicant's Name: Stemoihar Jeffrev John Date: 5/10/2010Last


FÍrst

To be comoleted bv the facultv research advisorsearchawardrecipientscanbeconsiderabIyenhancedifafaculty

member at the applicant's university acts as an advisor to the applicant during the conduct of the

research. Therefore, each applicant is required to designate such an advisor who will be available to

him/her throughout the course of the research project to provide advice as it progresses' When research

papers by awârd winners are pubtished by the Transportation Research Board, the faculty member will be

identified as the research advisor.

Faculty Research Advisor's Name: Karnil KaloushTitle: Associate ProfessorDepartment:

-Civil, Environment and Sustainable Engineering

University: _Arizona State UniversityMailing Address:

-PO Box 875306, Tempe, AZ 85287-5306

Email : [email protected] 480-965-5509

1. Have you examined the applicant's proposed research plan? Yes

2. Do you consider the applicant's research plan reasonable? Yes -x-lf no, please comment.

No

No


PART V: Page 2

Do you believe that this applicant can complete the proposed research within the time frame

indicated? Yes x No lf no, please comment'

4. Will the applicant receive academic credit for this work? Yes

-

No -x-. lf yes, please

indicate the nature of this academic credit. [Note: Receiving academic credit in no way counts

against the aPPlicant.l

S. please indicate briefly how you plan to monitor and advise on the work of the applicant on this

project.

Jeff is my PhD student. I will be working with Jeff on completing the scope of work presented as I

have greãt interest in this topic area. I wilt guide him regarding the laboratory testing and select the

most iromising approach tocapture the exþected performance of the fiber reinforced mix in the

laboratory.

6. I am willing to be the research advisor to the applicant if the applicant receives this research

award. Yes -x-

No

-Signature: - O^,"'- ---T-s.- t3 - lc

Michigan Technological University

Studêrt No: M03170891

Record of: rIêffrey iI StempíharN10005 sartorís RdBeEEemer, MI 49911

fssued 1o: Graduate Redearch ÀwardProgramÀttû¡ Lawreacè D. Goldstei¡Àirport Cooperative Research P

500 Fifth Streèt, NvI

washingtoa, DC 20001

Course LeveL¡ l¡Ãdergrad/Prior To Fa1I 2000High Sehool: À D ,'OHNSTON HICH SCHOOL 0l-,tûN-1998

sltB,f No. COI'RSE TITLE CRED GRD

INSTITIXIION CREDIT¡

FaLl 1998CoIIege of sciæces & ArtsllatbemaEícE

HU 010 Collegè tíríting ard ReadingHU 101 FirEù-year Eûglish 1

MA L23 L-2-3'ê of the Matb ScieûceEMA 150 Calculus & À¡ålytíc ceonetry 1

PSY 26L Prirciples of P6ychologySS 151 worl,d Cultura1 DiversiÈy

lotal EaÌled Credits 16.00Deu's List'

wiûter 1999College of Sciesces & ÀrÈsMathematlcs

CH 011 DeveLopment Chenistry SkillsCH 101 Ge!êral Cbemístry 1

CH 111 General Chenistry ta.b 1

EC 2O0 Pri[ciplês of Microeco¡omicsMÀ 15X Calculus e À¡ra1yÈíc Geornelry 2

PE fO2 Begiuíng ÀrcberyTotal EarD,ed Crêdl.ts 15.00

Dean's tlEÈ

Spring 1999Collegê of Sclêuceg & ÀrlsMathemaÈics

HU 010 Collcgc lÍrlÈi¡g ard Reêdi¡lgHU L02 lirEb-year Eûg1lsb 2

MA L52 Calculua & À¡alytic Geometry 3PE 145 Rlfle Saf,etyPH 010 Devêlopnê¿È of PbysicE SkiIIsPH LÈL trÈróduéÈory PbyEicr trab 1PH 204 Gereral PhysLcs L

SS 1L1 Tb,e ÀmêrLcaü E:q)èrLeüceToÈal Earaed credlts 19.00

Dea¡'s LiEÈ

DaLe IsEued3 10-!lÀY-2010

Page:

sltB,t No. COI'RSE TITI.E CRED GRD PTS R

Itlstitutio¡l IûformatioD, conti[ued:TotaL Eaned CredítE

Dea:!,'s lJl.st,

PTS R ÍIirÈer 2000

1.7 . 00

College of Scfe!.ces & ÀÌÈsMathemåtLcs

BÀ 150 Thê BusireEs trterprise 2.00 À 8.00HIt 209 verbal,/NoDverbal Comuication 3 .00 À L2.O0MÀ 310 lat Ord Differeatial Equatiors 3.00 À 12.00PE X04 ¡egl¡¿ing Bowlirg 1.00 À 4.00FH 1S3 IatreducÈory Pbysi€ã La.b 3 1.00 å 4,00

0,00 I PH 2OG ceaeral Phygics 3 4.00 ÀB L4.0012.00 ToÈ41 Eamed Credíts 14.004.00 Dear'E f,ist,

20.0012,00 Spring 20009,00 Collegè of Sciences & Àrts

MathematicêCS L2L Iütro ÈÕ Computer Scfellce 1 3.00 À 12,00HU 253 IaEroducÈior to PhíLosophy 3.00 ÀB 10.50MA 2L5 Fuadamertal Concèpts of Math 1 3.00 À L2,00l,fÀ 459 Linear Àlgebra 1 4.00 ÀB 14,00SS 357 IndustrializatíoÃ of, Àmerica 3,00 ÀA 10.50

0,00 ToÈal Eår¡ed Credits 16.0016,00 Deaû's f,ist4.00 ********************** TRA¡ISCRIPT TOT.¡II¡S ******************r****

1.0.50 Earûed Hrs GPÀ Hrs Points cPÀ20.00 ToTÀrJ rNsTrTqrroN 97,00 93.00 353.50 3.804.00

1.00 s3,00 À1.00 À5.00 À3.00 À3.00 B

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Fall L999College of Scierlceg & ÀrÈsMatbemaÈics

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cêûcra1 PbyãLcs 2 4,00 À 15.00***************r**i* coNTINItÐ oN NE:¡af coLItMÀI rr*****************

This official transcript doôs not requiro a talsod soal

Theresa Jacqüès, ñégistrarNoto: Transcr¡pt oxplanat¡on on revsrse side. Michigan Technological University

TO VERIFY: TRANSLUCENT GLOBES MUST BE VISIBLE FROM BOTH SIDES OF TRANSCRIPT WHEN HELD TOWARD A LIGHT SOURCE

Michigan Technological University

gÈudeût Nor M0317089L

Record of¡ ateffrey it StenpibarN10005 SartoriE RdBessemer, MI 49911

IEEued To: Graduate Research AwardProgranÀÈt!! LaEeûce D. GoldsteinÀirport Cooperative Research. P500 Fífth Street, NVr

Washíngton, DC 20001

Coulse Level: UDdergraduateHigh Schoolr À D JOHNSTON HIGH SCHOOIJ 01-,tIrN-1998

Comæts:MichigaE State UDíversíty -Russia Excbarge SÈudætSffier 2001See MSU Èra[script for actual grades received.

Degrees Àwarded Bacbelor of Science 11-¡fÀY-2002Primary Degree

College : CoLlege of EDgiDeerírgMajor : Cívil E¡giûeeri¡g

IDst. Holors! Sllma Cm Leude

SI'B.T NO. COI'RSA TITI,B CRID GRD PTS R

DaÈe fssued: 10-MÀY-20L0

Page¡ 1

sltBat No. COIJRSE TITI,E CRED GRD PTS R

Sllmer 2001IEX 3001 Exchalge! MSU - Surnmer i¡ Russia

college of EagineeringCivil Eagineering

IEK C8431 Pavmæt Degig¡ & Àlalysís IIEX C8844 Highway & Traffic SafetyIEX Í.A22L Great Àges l.lodem World (I)SU 1.300 Sutreying Field FuÃdmæta1s

ToÈal Eamed Credits L3.00

FaLl 2001ColLege of E[giûeeringCivil Engineering

CE 3201 SÈructurel EngiD.êeriD.g IIcE 3401 TransportaÈion EngiaeeríngCE 3810 Soil MechaD.ícs for Eagiree¡sCE 4502 Wastewater Treatrut & Collec,nENG 4900 PavemeaÈ Desig!

Tota1 EarDed Credits 17.00Deaû's List

Spring 2002College of EagineeringCiwil Engíueering

CE 3510 HydrologryCE 4231 Tiriiber aûd Masonry Desig!ENG 491.0 PavmeÃÈ Desíg¡.PE 0L22 SoftballPE 0138 Begiuing Racquetball/SquaEh

Total Eaned credlts 9.00*r******r**r*r******** TRAlIscRrpT ToTllls *************r*** ***** *

Ear[ed Hrs GPÀ Hrs PoiltE GpÀTOTÀIJ r¡¡STrTtTrOñ 136.00 121.00 462.65 3.82

4.00 EP 0.003.00 EP 0.004.00 EP 0.002.00 À 8.00

TRÀI{SFER CREDIT ACCEPTED BY THE INSTITETON¡

200208 ¡frtU DepÈ Àdvanced Placetnent

HU 229L l,ev I-À Spuish Laûg aûd CultHU 2292 Lev I-B Spæish lrång aûd Cult

Total Eaned Credits 6,00

Qtr/SsesÈer Transfer Sffiary - Fall 2000¡Total Eamed Credits 65,00

INSTITIXTION CREDITs

FaII 2000College of ScleûceE & ÀrtaMaÈhmatica

CE 3331 Professional PracticeCE 3332 Fund of CoûEtructioD ErggEC 3401 EcotromLc Decisioa Ã¡alysis IEC 3402 Economic Decigion .AaalyEis IIcE 2000 ltndersta¡dlrg tbe EerthMÀ 37L0 Eugiueering SbatistlcsMEEM 2120 Statlcs-gtrægÈb of Materfals

Tctê1 Eåned CriCits 17.90Dean's f,ia!

SpriDg 2001Collêgè of EngiueeriagCivil Engineeríng

3.00 cR3.00 cR

2.00 ÀB3.00 À1.00 A1.00 À3.00 À3.00 À4.00 À

7.0012.004.004.00

12 .0012 .0016.00

10.50L0.50x0.501.2,00L2,00

3.00 À L2.003.00 À L2.004.00 ÀB 14.004.00 À 15.003.00 À 12.00

2.00 À 8.003.00 A3 10.503.00 À 12.000.50 s 0.000.50 s 0.00

TOTÀT. TR.ANSFER

OVERAIJL

6.00 0.00 0.00 0.00

142.00 121.00 462.66 3.82f * r r r * **** ** * * * * * * * ** * EIi¡D oF TR.aNscRIpT * * * * r * r * * * r * * * * * * * * * * * *

CE 220L Structural Engireering I 3.00 ÀA

CE 3101 Civil Ergireerírg Mâteriala 3.00 ÀECE 3503 E!'viroûnèlta1 EngLneerJ-ag 3.00 À3CB 3600 Fluid MecharLcs 3,00 AENG 1102 Fu¡d'anèDÈals of tagl-¡eeriDg II 3.00 À

ToleL BBrrled CrediÈs 15,00DeaD.'E LL6t*rr******r***rr*È*** coNTINttED oN NBKT COLITMN *i********f ***r*r**

This official transcilpt doês not require a raised seal

Theresa Jacqüòs, HégistrarNot€: Transcr¡pt explanat¡on on reverse side. Michigan Technological University

TO VERIFY: TRANSLUCENT GLOBES MUST BE VISIBLE FROM BOTH SIDES OF TRANSCRIPT WHEN HELD TOWARD A LIGHT SouRcE

Michigan Technolo gical University

studæt No: M03L70891

Record of : itèffrey J stmpiharN10005 sartoris RdBessser, l.fl 49911

Issued To: GraduaEe Researcb, ÀwardProgrilÀtt[¡ LawÍèlce D. GoldËteínÀirpor! Cooperative Research P

500 Fíftb Stree!, lmwashiûgtoD, DC 20001

Course Level: Graduat,eHigh School¡ À D ¡'OIINSTON ¡IIGH SCHOOL 0l-iIUN-1998

eurreû! Programcollege : college of Engineering

Major ¡ Civil EDgineeriûg

Degrees Àwarded Master of Science 08-MAY-2004Primary Degree

col-Iege ¡ college of EngÍreerirgMajor : Civíl Eugineering

MasÈer's TbesisQuaûtifyiDg tshe Lateral Displacetneût of Heavt¡

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INSTITIXTION CREDIT:

spring 2002college of ErgiûeerirgCivil Bagineerirg

CE 5406 Àirport Plauing æd DesigaTola1 Bamed CreditE 3.00

Fall 2002coltêge of Engiseerlngcivil EogiDeerirg

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BU 329L Lev II-À Spæ Lug aÃd CultTotal EarÃêd Credits L2.OO

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Graduate Research Award Program Application: 201O-2011

Sample Writing Reference:

Stempiharo Jeffrey J., Williams, R. Christopher; and Drummer, Thomas, D., "Quantifying the LateralDisplacement of Trucks for Use in Pavement I)esign", p ublished on CD-ROM. Presented at the 84th

Annual Meeting of the Transportation Research Board, Session #648, Washington DC, January 2005.This paper is recognized as a practical paper by TRB's standing committees in the Design andConstruction Group.

Applicant's Role:

I served as the primary author and presenter of the paper included in this application. Research wasperformed as part of my Master's degree and was carried out under the direction of Dr. Williams. Forthis paper, Dr. Williams performed a review of the paper and ensured content was acceptable forsubmittal. Dr. Drummer verified that statistical content reported in the paper was accurate.

Please do not hesitate to contact me with any questions regarding my role in this writing sample.

Jeffrey Stempihar

QUANTIFTING THE LATERAL DISPLACEMENT OF TRUCKS FOR USE INPAVEMENT DESIGN

By

Jeffrey J. StempiharAviation Engineering

Reynolds, Smith, & HillsG-3101 West Bristol Road, Suite 300

Flint, Michigan 48507phone: 810-232-6899 ; fax 810 -232-6840

email : j effrey. [email protected]

R. Christopher Williams, Ph.D.Assistant Professor

Department of Civil and Environmental EngineeringMichigan Technological University

30lB Dillman HallHoughton, Michigan 49931

phone: 906-487 -1630; fax: 906-487 -1620email: [email protected]

Thom¿s D. I)rummero Ph.I).Associate Professor

Department of Mathem atícal S ciencesMichigan Technological University

318 Fisher HallHougþton, Michigan 49931

phone: 906-487 -3044; fax: 906-487 -3133email : tdrummer@mtu. edu

prepared for presentation and publicationat the

2005 Annual Meeting of TRBWashington, D.C.

No. of figures:9x250 :2250 word equivalentsNo. of tables:5x250 :1250 word equivalentsText:3755 wordsTotal:7255 words

KeyWords: Wheel'Wander, AASHTO 2}lz,Mechanistic-Empirical Design, Flexible Pavement

Design.

Stempihar, V/illiams and Drummer

ABSTRACT

Current flexible pavement design procedures in the United States are based upon the

AASHO Road Test and subsequent updates and have not considered lateral displacement ofvehicles across a pavement lane as a design input until the recent release of the 2002 AASHTOPavement Design Guide for New and Rehabilitated Pavements. The lateral displacement ofvehicles (wheel wander) has been identified by researchers around the world. As design

methods are improved to better represent traffic loading in the field, wheel wander becomes

increasingly important. This research has developed a model for wheel wander based on field

data from highways.

Data were collected using a developed reference system, which was painted on the

pavement. Traffic was then video taped and the positions within the lane were recorded for 7761

tire contact points on 31 roadway sections. It was found that wheel wander on interstate

highways can be modeled by a normal distribution with a mean of 110.6 inches (280.9 cm) withrespect to the center pavement lane marking and a standard deviation of l2.l inches (30.7 cm).

The center pavement lane marking was determined to be the most consistent frame of reference

for measuring wheel wander.

The AASHTO 2002 Pavement Design Guide for New and Rehabilitated Pavements,

which uses mechanistic-empirical pavement design procedures, will be able to take into account

this lateral displacement of traffic loading and will require numerical values for mean wheel

position and standard deviation. This research provides mean and standard deviation values that

can be used in this design procedure.

INTRODUCTION

Current flexible pavement design procedures in the United States are based upon the

AASHO Road Test and subsequent updates and have not considered lateral displacement ofvehicles across a pavement lane as a design input until the recent release of the 2002 AASHTOPavement Design Guide for New and Rehabilitated Pavements. New AASHTO mechanistic-

empirical pavement design procedures will take into account this lateral displacement of trafficloading and will require numerical values for the mean and standard deviation of wheel position.

Currently, statistical data on wheel position must be obtained from European or Japanese

data since most research on the lateral displacement of vehicles was performed there. However,

European and Japanese trucks have different axle configurations and dimensions as well as

different design methods and standards from those used in the United States.

This research project investigated the lateral displacement of trucks (wheel wander) on a

sample of Michigan's highways and developed mean and standard deviation values for the

AASHTO 2}}2Pavement Design Guide for New and Rehabilitated Pavements [1].

PREVIOUS WORK

Wheel wander is a concept that has not received much attention in the United States even

though the phenomenon was recognized nearly eighty years ago. In a 1925 study, the United

States Bureau of Public roads investigated transverse distribution of vehicles on roads inWashington, D.C. [2]. This study, although not pertinent to today's conditions, identified similar

Stempihar,'Williams and Drummer

parameters affecting wheel wander, as did modern studies conducted in Japan [3], Texas [4], and

in Europe 15,6,71

A study completed in the early 1980's at the University of Texas at Austin attempted to

define representative frequency distributions of truck wheel placement within highway trafficlanes to investigate concrete pavement loading and design [4]. Another project, WesTrack,

which took place during the late 1990's in Nevada, simulated wheel wander during full-scalepavement testing [8].

Much of the research investigating wheel wander was performed in Europe, mainly in the

countries of Austria, Switzerland, and the Netherlands. Kasahara conducted similar research inJapan in1982 [3]. Researchers realized the importance of incorporating wheel wander into

pavement design because they believed that actual loading of pavement structures is less due to

ihe transverse loads than loading assumed at a point load [6]. Research on this topic has lead to

changes in design procedures in Austria [7] and in the Netherlands [6] to replace old procedures

that were deemed non-representative of actual loading.

These researchers have identified a number of parameters affecting wheel wander. Lane

width has commonly been viewed as the most influential parameter affecting the lateral

distribution of vehicles. However, there are many other parameters that affect a vehicles position

in a lane. Buiter [6] developed a list of parameters, which were deemed influential to driver

behavior when selecting a wheel path to follow. These parameters include:

o Weather conditions - wind and precipitation,o Time of the year, month, or day,. Vehicle type - truck, bus, or passenger vehicle,o Traffic conditions - level of service, speed, volume, percent trucks, traffic directionand split, traffi.c restrictions, visibility,o Road characteristics - type of road, surface conditions, number of lanes, lane width,shoulder width, and other geometric conditions,o Pavement surface - bituminous or concrete [4],o Environment - open area, woodlands, obstacles, and barriers, and

o Driver characteristics - psychic and physical condition and personal drivingpreferences [9].

Blab and Litzka [9] determined the following parameters to be the most influential to a

maintained wheel path:

o Lane width,o Vehicle speed,o Existing cross-sectional rut depth, ando Vehicle width.

Work completed by other European researchers [5, 6] support these parameters affecting

wheel wander. However, in these studies, usually only one or two of these were selected as

variables for research purposes in order to limit the unknown parameters.

Stempihar, Williams and Drummer

DATA COLLECTION METHODS

Data for this study were collected at 38 sites on roadways throughout Michigan during

the summer of 2003 and atalyzed at Michigan Technological University. These data were

collected using the following variables:

o Truck Class,r Highway Type, ando Rut Category.

These three variables were selected in order to investigate their effects on wheel wander

on Michigan's highways. Each parameter is described in the following subsections.

Truck GIass

The objective of this study was the investigation and determination of wheel wander

characteristics of truck traffic operating on roadways in Michigan. Passenger vehicles account

for negligible damage to roads in comparison with truck traffic [10]. Thus, wheel wander ofpassenger vehicles was not considered in this study. Michigan classifies trucks into many

different categories based on axle configuration [11], but, for the practical puryoses of this study,

all commercial vehicles over 10, 000lbs (44.5 kN) Gross Vehicle Weight (GVW), were

considered to be "truck trafftc". Trucks were classified into four classes as shown in TABLE 1.

Highway Type

Three types of highways were selected which are representative of those found inMichigan. TABLE 2 provides a description of each type of highway used in this study.

Highway type also accounted for lane width. For consistency, the effective lane width or widthbetween the insides of the lane markings \Mas used to define lane width. Most effective lane

widths were between 11 and 72 feet (335.3 and 365.8 cm) so the type of highway, instead of lane

width, was selected as a variable for this study. Using highway type as a variable also kept other

variables not considered in this study fairly constant, such as speed, distance from opposing

trafftc, number of lanes, and lane width.

Rut Gategory

The three categories selected to represent the levels of rutting on Michigan's highways

were:

o Category I: 3.99 mm (0 - 0.159 inches),. Category II 4 - 7.99 mm (0.160 -0.314 inches), and

o Category III: >8 mm (0.315 inches).

The bounds of these categories were chosen to represent a recently constructed pavement,

a pavement that has experienced a considerable portion of its service life, and a pavement

nearing the end of its service life due to rutting. Rut depths were measured in millimeters inaccordance with the selected measurement procedures described in the ensuing section.


Site Selection

Study locations were initially selected based on the type of highway. Next, these

locations were assigned an estimated rut depth based on Michigan Department of Transportationrut data. This selection was done in order find locations on the highway system that would be

candidates for this study based on the above variables. Actual sites were selected at random

from these study locations and the actual rut depths and lane widths were recorded.

Measurement System

Reference markings were painted on the trafficked lane using highly visible paint torecord the lateral position of truck haffic. These markings consisted of 0.75-inch (1.9 cm) widelines placed laterally every 3-inches (7.6 cm) on center from the outside pavement marking line(fog line). Lines varied in length within each l-foot (30.5 cm) section of the template to allowthe video tape observer to easily distinguish between each 3-inch (7.6 cm) marking. The firstline was 3 inches (7.6 cm) long, with the consecutive lines being 5,7, and 9 inches (72.7,17.8,

and22.9 cm) long. Each interval was defined by its midpoint to reduce the error in the

measurement system from 3 inches (7.6 cm) to 1.5 inches (3.8 cm).

A template was fabricated so that markings could accurately be painted across the

highway lane quickly. FIGURE 1 provides an example of these reference lines painted across a

highway lane. The lines painted outside the white (fog) line were necessary to account for truckstraveling outside the lane markings.

The effective lane widths and rut depths were obtained at the locations of these painted

markings. Effective lane widths were measured using a flexible nylon tape whereas rut depths

were collected in accordance with the Strategic Highway Research Program's report SHRP-P-

338, "Distress Identification Manual for the Long-Term Pavement Performance Project" [12].

Data Acquisition

A digital video camera was used to record traffic for acquiringdata on the lateralplacement of trucks. This camera was mounted on a tripod on the side of the highway at a safe

distance from the travel lanes to prevent operator injury or equipment damage. Data were

collected at selected sites until at least 30 trucks passed.

This number of 30 trucks was determined before analysis began by looking at the

coefficient of variation (COV). The COV is defined as the standard deviation of a sample

divided by its mean [13]. Next, the COV for the total tire contact of a single tire and a set of dual

tires was plotted against the number of trucks to determine where the COV became asyrnptotic;

that is, the point at which there was little or no change in COV as the number of trucks increased.

In other words, sampling more trucks past this asymptotic point does not significantly affect the

mean and standard deviation. A graph of COV versus number of trucks for an Type I highwaysite is shown in FIGURE 2

The lateral position of the truck within the lane was determined by recording the locationof the outside dual tire of a drive axle with respect to the painted reference lines. FIGURE 3

shows a plan view drawing of a tandem axle crossing the painted reference lines on a highway


lane whereas FIGURE 4 depicts a truck tire on the reference lines from a frame of the digitalvideo.

Tire Contact Area

According to Huang [10], a standard tire contact width is 9 inches (22.9 cm) and the

center-to-center spacing for dual tires is 13.5 inches (34.3 cm). Some limited measurements ofcenter-to-center spacing for dual tires was done on trucks at truck stops and confirmed Huang'sfinding. These dimensions were used to determine the total contact area of one set of dual drive

tires. The total tire contact area was used for consistency with mechanistic-empirical design

procedures that utilize the tire "footprint" or contact radius in design U0l. FIGURE 5 shows an

example position distribution plot for a set of dual tires and is typical for all the collection sites.

STATISTICAL ANALYSES

Statistical analyses were performed on the data to develop a model to describe the wheel

wander distribution and to investigate the effects of truck class, highway type, and rut category

on the position distributions. The following subsections provide a sunmary of these statistical

analyses. Detailed analyses can be found in [1a].

Frame of Reference

The initial frame of reference for the data collection intervals was the white fog line on

the highways. However, this value was not always constant within or across highway types due

to differences in lane width and the position of the painted white line. In order to pool and

analyze these data, it was necessary to ionvert allthe site data to a common frame of reference.

The marking used to separate travel lanes (center line) was chosen as the best common frame ofreference because it has a constant position on the pavement and was the frame of reference forthe measured lane widths.

Comparisons of Distributions across Truck Class, Highway Type, and Rut Depth

It maybe the case that truck class, highway type, and rut depth affect wheel wander.

Data were classified and pooled according to rut depth, highway type and truck class and plots ofpercent frequency versus position from the left pavement marking were generated for each level

of these factors. Plots of the pooled data were charactenzed by a mean and standard deviationgiven in TABLE 3. These plots, shown in FIGURE 6, FIGURE 7, and FIGURE 8, represent

position distributions for the aforementioned parameters based on the right half of the axles.

The normal distribution is defined by a mean and standard deviation, so to compare

distributions across the levels of these three factors, the means and standard deviations were

compared using analysis of variance (ANOVA) or nonparametric statistical methods. Each

study site was considered to be a replicate for highway type and rut depth. Truck class data were

pooled across sites because data for each site were generated from multiple types.

Because there was a limited amount of data collected on Type II (2-1ane divided) and

Type III (4Jane undivided) highways (TABLE 4), it was not feasible to use an ANOVAprocedure because the sparse data would create significant imbalance in the analysis of variance.

So, the final analyses were confined to data from Type I highways or interstates. Although the


remainder of this study entails two factors, truck class and rut categorY, two separate analyses

were conducted because data were too sparse to perform a2-way ANOVA.

Truck C/ass

The Krukall-'Wallis test was used to compare the truck class distributions because, unlike

the t-test and F-test, it does not require the assumption that the distributions are normal or that

the variances are equal. This test compares the shapes and positions of the distributions [13].Data were pooled across sites for this analysis with a resulting total sample size of 971trucks.

The p-value of 0.80 for comparing the shapes and positions of the truck class

distributions for this test was considerably greater than the cr - value of 0.01. Therefore, it was

concluded that the probability distributions for the four truck classes were not statistically

different; and thus, the wheel wander distributions were independent of the t1'pe of truck.

Rut Category

A one-way analysis of variance (ANOVA) procedure vtílizingthe F-test was used to

determine if rut category affected the probability distribution. The ANOVA was done on the site

means and standard deviations, with each site classified to a rut depth category. The required

assumptions of normality and equal variances were validated using the Chi-Square Test for

Goodness of Fit and Levene's Test for Homogeneity, respectively.

Rut depth did not significantly affect the mean tire position of the wheel wander

distribution þ-value : 0.329) at a lo/o level of significance. There were statistical differences

between the standard deviation values þ-value:0.009), indicating that as rut depth increased

the standard deviation of the wheel wander distribution decreased. Howevel, the difference

between the rut category standard deviation values (TABLE 5) was within the initial resolution

of the paint markings for locating tire position, which was 1.5 inches (3.8 cm). Due to the

resoluiion limitations in the data collection system, the data indicates that rut depth does not have

a significant impact on the wheel wander distribution. This trend of less wheel wander withincreased rut depth should be further investigated if more precise data becomes available.

Final Wheel Wander Distribution

To develop a model for wheel wander, a position distribution plot for highway Type Idata was generated independently of truck class and rut category. This plot, shown in FIGURE

9, is charÀct enzedby a mean of 1 10.6 inches (280.9 cm) and a standard deviation of 12.1 inches

(30.7 cm). Statistical tests showed that the data were norrnally distributed and can be modeled

àccording to equation (1) t131. In FIGURE 9, the actual data are represented by the individual

points whereas the continuous line represents the fitted normal distribution.

, _r,)[+]f(x)-Ç.t'

o{ ¿fr

where:

(1)


f(x) : normal probability distribution plot,p: mean of the normal random variable x,x: position from the left lane marking (in),o: standard deviation,n:3.1416..., ande:2.71828...

Gonfidence lnterval for the Mean

To assess uncertainty , a 95o/o confidence interval for the mean was constructed for the 3 1

Type I highway sites. The variance of the overall mean was calculated according to equation (2)

[15] which accounted for the number of sites and trucks within each site. Variabilitybetweensites, while possibly significant, was not included in the confidence interval calculation. Thisestimate of the mean applies only to the sites in this studybecause these sites were not randomlyselected from the entire highway system.

S?:

where:

St2 : variance of the overall mean (e.g., estimation of o2),Si2: variance of the i¡, site mean,111.i: rluffber of trucks in the i16 site, andn: number of sites.

Thefinal 95o/oconfidenceintervalfortheoverallmeanwas [110.1, 111.1] inchesor

1279.7,252.21cm. Thissmallconfidenceintervalisreflectiveofthelargenumberoftrucks(n:971) rhú generated the data.

CONCLUSIONS

The concept of wheel wander has been identified by researchers around the world. Asdesign methods are improved to better represent traffic field conditions, wheel wander becomes

increasingly important.

Three different variables had been identified to affect wheel wander from the literaturewhich included rut depth, highway type (traffic level), and truck class. A series of pavementmarkings were placed on the highways in order to collect wheel position data on Michigan'sHighways. Each of these lines represented a known distance from the outer pavement marking(white fog line). Traffic was then digitally videotaped and analyzed to determine the tireposition for each passing truck.

Analyses of these data determined that wheel wander could be modeled using a normaldistribution that represented total tire contact for a set of dual tires on a drive axle. This finalwheel wander distribution, developed from interstates in Michigan (e.g., Type I), was determinedto have a mean wheel wander value of 110.6 inches (280.9 cm) from the center line with a

iÐ'å[i)(2)


standard deviation of I2.l inches (30.7 cm). The center pavement lane marking was determinedto be the most consistent frame of reference for measuring wheel wander.

The mean confidence interval analysis is limited only to the sites selected in this study.

However, there is no evidence to neither support nor discount the outcomes of the study for use

nationally. The driving behavior of truck drivers in Michigan is likely not to be different thanthat nationally. Also, a majority of the data were collected from Type II trucks, which are thestandard 18-wheelers, found in most states.

Furthermore, most available data on wheel wander exists from overseas research wheredifferences exist in truck dimensions, axle configurations, pavement widths, and allowablerutting levels.

In conclusion, this research provides designers in the United States a model andlor values

for wheel wander based on U.S. highways. Mean and standard deviation values from this studycanbe used as inputs for the AASHTO 2002Pavement Design Guide for New and RehabilitatedPavements or for other resea¡ch and design applications that utilize wheel wander.

Acknowledgements

The authors would like to acknowledge Mr.Robert Thompson for funding this research

project though a graduate scholarship at Michigan Technological University. Also, MichiganDepartment of Transportation deserves recognition for providing highway data for use in thisresearch project.

Stempihar, V/illiams and Drummer

REFERENCES

1. National Cooperative Highway Research Program "Guide for Mechanistic-EmpiricalDesign of New and Rehabilitated Pavement Structures." NCHRP Project 1-374 FinalReport. ARA,Inc., ERES Division, Champaign,Illinois, March 2004.

2. Pauls, J.T. "Transverse Distribution of Motor Vehicle Traffic on Paved Highways."Public Roads,Vol. 6, No. 1, 1925, pp. l-13.

3. Kasahara,4., "Wheel Path Distribution of Vehicles on Highways." Proceedings of the

International Symposium on Bearing Capacity of Roads and Airfields, The NorwegianInstitute of Technology, Trondheim, Norw ay, 1982. pp 413 -420.

4. Lee, Clyde E., and Shankar, P.R., et, aL "Laleral Placement of Trucks in HighwayLanes." Research Report 310-1F. Center for Transportation Research, University ofTexas at Austin, 1983.

5. Scazziga,I. "Effects of the Transverse Distribution of Heavy Loads on the Design ofFlexible Pavements." Proceedings of the XVth World Road Congress, Mexico, 1975.pp.9-t5.

6. Buiter, R. and Cortenraad, W.M.H., et, al. 'oEffects of the Transverse Distribution ofHeavy Vehicles on the Thickness Design of Full-Depth Asphalt Pavements."Transportation Research Record 1227, Transportation Research Board, NationalResearch Council, V/ashington, D.C., 1989, pp. 66-74.

7. Blab, Ronald and Molzer, C., et, al. "Modification of the Austrian Guideline forStandardized Asphalt Pavements." Proceedings of the International Conference on

Ashpalt Pavements, Volume 1. University of Washington, Seattle, 1997 . pp.239-246.

8. Williams, R. C. and Prowell, B. D. "Comparison of Laboratory \Mheel-Tracking Test Results with WesTrack Performance." Transportatíon Researclt Record

1681, Transportation Research Board, National Research Council, Washington, D.C.,1999. pp. 721-128.

9. Blab, Ronald and Lítzka, J. "Measurements of the LatenI Distribution of HeavyVehicles and its Effects on the Design of Road Pavements." Proceedings of the

International Symposium on Heavy Vehicle Weights and Dimensions, Road Transport

Technology. University of Michigan,1995. pp. 389-395.

10. Huang, Yang H., "Pavement Analysis and Design." Prentice Hall, New Jersey, 1993.

11. Michigan Center for Truck Safety. ooTruck Driver's Guidebook, 6ú edition ." 2003.

12. Strategic Highway Research Program. 'oDistress Identification Manual for the Long-TermPavement Performance Project." Report: SHRP-P-338, National Research Council,Washington, D.C., 1993.

10

Stempihar, Williar¡rs and Drummer

13. McClave, James T. and Sincich, T. "statisties, Eigffi Edition." Prentice Hall, New

Jersey,2000.

14. Stempihar, Jeffrey J. "Quanti$dng the LatgralDisplacement of Heavy Vehicles on

Michigan's Higþways and its Incorporation into Flexible Pavoment Design." Master's

Thesis. Michigan Technological University, 20:04.

15. Hicks, Charles R. and Turnor, K. "Fundamental Concepts in the Design ofExperiments" 5th edition. Oxford University Press, Oxford' 1999.

11


LIST OF TABLES

TABLE 1 Truck Classes ............."""" 13

TABLE 2BiflwayTypes """"""""" 13

TABLE 3 Mean and Standard Deviation Wheel 'Wander Values by Truck Class, Highway Type,

and Rut Category """ 13

TABLE 4 Number of Collected Sites for Higþway Type and Rut Category.....'.'.........'............. 14

TABLE 5 Rut Category Individual Site Mean and Standard Deviation Averages for Type IHighways """"""""" 14

LIST OF FIGURES

FIGURE 1 Lane Markings Used to Determine a Truck's Wheel Position. .'.'.....'...... 15

FIGURE 2 COV Versus Number of Trucks for an Interstate Site. .......... .."""""""' 15

FIGURE 3 Plan View Drawing of a Tandem Axle Crossing the Reference Markings (Drawing

notto Scale). """"""' 16

FIGURE 4Tire Crossing the Reference Lines. "" 16

FIGURE 5 Sample Distribution for a Set of Dual Tires. """" 17

FIGURE 6 Position Distribution for Highway Type. """"""' L7

FIGURE 7 Position Distribution for Truck C1ass........' """"" 18

FIGURE 8 Position Distribution for Rut Category..' """"""" 18

FIGURE 9 Finat Position Distribution Modeled using aNormal Distribution. ........................'.. 19

T2


TABLE 1 Truck Classes

TABLE 2 Highway Types

Type DescriptionSpeed Limit

(mph)

I 4- lane divided interstate 70

ll 2- lane undivided 55

ilr 4- lane undivided 55

TABLE 3 Mean and Standard Deviation Wheel Wander Values by Truck Class, IlighwayType, and Rut Category

Truck Class Mean (in)Standard

Deviation (in)

I 110.2 12.9il 110.5 12.1

llr 110.1 12.1

IV 109.9 12.1

Highway Type Mean (in)Standard

Deviation (in)

I 110.6 12.1

ll 109.9 12.5ilt 106.6 12.5

Rut Category Mean (in)Standard

Deviation (in)

109.9 12.3ll 111.3 12.1

lll 108.1 12.1

13

Class Truck TvpeI Sinole Unit: tandem or tridem trucks

ilTransports: tractor-trailers wilh 2'4 trailer axles

concentrated near the rear of the trailer

Iil Transoorts: with more than 4 trailer axlesIV Double unit: loq trucks

Stempihar, Williams and Drummer 14

TABLE 4 Number of Collected Sites for Highway Type and Rut Category

Number ofSites

Rut Category1 2 3

HighwayType

1 11 15 5

2 1 4 0

3 1 0 1

TABLE 5 Rut Category Individual Site Mean and Standard Deviation Averages for Type IHighways

RutGategory

Numberof Sites

Mean (in)Standard

Deviation (in)

1 11 110.2 11.8

2 15 111.6 11.2

3 5 107.9 10.3


+OutsideDual TireContact

+Totâl Dual

\

0510152025303540Number of Trucks

FIGURE 2 COV Versus Number of Trucks for an Interstate Site.

15

0.80

0.70

0.60

0.50

ð o.¿oo

0.30

0.20

0.'10

0.00

FIGIJRE L Lane Markings Used to Determine a Truck's Wheel Position.

76Stempihar, Williams and Drummer

White Fog Line Center Line

PaintedMarkings

/\

Set of DualTires

Direction of Traffic

]LFIGURE 3 Plan View Drawing of a Tandem Axle Crossing the Reference Markings

@rawing not to Scale).

I

I

FIGURE 4 Tire Crossing the Reference Lines.


h¿}Eo=rrt)ll-

Position frcm tl1e wlrite line {n)

FIGURE 5 Sample Distribution for a Set of Dual Tires.

50 60 ?0 s0 90 100 ll0 lzn 130 140 lso

DiËtarË? fiom thc Oenlcr Uno fn)

FIGIIRE 6 Position Distribution for Highway Type.

17

ffi gq¡s¡ Dual T¡rr Contact'i.-C*-.þ lnncr Dual Tire Contact¡l-æ Total Dual Tire contðct

Stempihar,'Williams and Drummer 18

t.0

0,s

0,8

0.?

ðco 0.63rtt! 0,5

üÊ. o.+IDo-

0,3

0.2

0.t

0.0

0.9

0.8

o.7

È o'tt)t o.sgl!

E o.ooüù o.g

o,2

0,t

0.0

5o Ê0 1o so so 100 ll0 120 ¡30 140 150

Distarcc frcm thc Ccnler Line fn)

FIGURE 7 Position Distribution for Truck Class.

5o GO 70 80 s0 loo I t0 120 130 t40 150

DislarËË fiÐm the Oënter Une {n}

FIGURE I Position Distribution for Rut Category.

-*l¡- |r o' ^.

þ{ aal

a+a


o¡oodo ô

oo oo

o

60 70 8o gÛ l0o I lo l?0 180 14Û 150 16û

Fosition from lhe Lefr Lane Marking (irnhes)

FIGURE 9 Final Position Distribution Modeled using a Normal Distribution.

t9

0.0$5

0.0sû

0.025

0 .020

0. û15

0.0r 0

0,005

0,0û0

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