Evasion of Weight-Enforcement Stations by Trucks

1997 ◽  
Vol 1570 (1) ◽  
pp. 181-190 ◽  
Author(s):  
Wiley Cunagin ◽  
W. A. Mickler ◽  
Charles Wright
Keyword(s):  
Traffic Monitoring ◽  
Department Of Transportation ◽  
Weigh In Motion ◽  
Florida Department ◽  
Low Levels ◽  
Axle Loads ◽  
Truck Weight ◽  
Enforcement Activity ◽  
Avoidance Problem ◽  
Northeast Corner

Highway engineers have become increasingly concerned about the deterioration of the nation’s highway pavements. They suspect that overweight trucks are a primary cause of the problem. Before 1979, the data needed to assess the magnitude of the overweight-truck problem did not exist. Consequently, several studies were conducted to address the magnitude and location of overweight trucking. These studies included efforts to improve truck weight-enforcement programs and to assess the feasibility of using weigh-in-motion (WIM) equipment for weight enforcement. The Florida Department of Transportation (FDOT) undertook the study documented in this paper. The objective of the study was to assess the magnitude, expressed in equivalent single-axle loads (ESALs), of the problem of avoidance of weight-enforcement stations by overweight trucks. The study also considered whether bypassing traffic was local or interstate. FDOT selected the I-95 corridor in the northeast corner of Florida. Two permanent weight-enforcement stations and four bypass route locations were used as traffic monitoring sites. The results of the study indicate that the numbers of overweight vehicles decrease with increasing enforcement activity, but that vehicles attempt to bypass permanent truck weight-enforcement stations. In general, the violations at the permanent weight-enforcement stations were minor, whereas those on the bypass routes were much more severe. These results, when considered with the WIM data and the experience of truck weight-enforcement officers, suggest that only intensive enforcement activity can reduce violations to low levels. Information for enforcement, especially in the definition and quantification of the scale avoidance problem, is provided. Recommendations are made concerning corridor areas and extended and random enforcement operations.

Length-Based Vehicle Classification Schemes and Length Bin Boundaries

2013 ◽  
Vol 2339 (1) ◽  
pp. 19-29 ◽  
Author(s):  
Herbert Weinblatt ◽  
Erik Minge ◽  
Scott Petersen
Keyword(s):  
Rural Areas ◽  
Urban Areas ◽  
The United States ◽  
Traffic Monitoring ◽  
Vehicle Classification ◽  
Pavement Performance ◽  
Department Of Transportation ◽  
Classification Schemes ◽  
Weigh In Motion

Vehicle classification data are an important component of traffic-monitoring programs. Although most vehicle classification conducted in the United States is axle based, some applications could be supplemented or replaced by length-based data. The typically higher deployment cost and reliability issues associated with collecting axle-based data as compared with length-based data present a challenge. This paper reports on analyses of alternative length-based vehicle classification schemes and appropriate length bin boundaries. The primary analyses use data from a set of 13 Long-Term Pavement Performance weigh-in-motion sites, all in rural areas; additional analyses are conducted with data from 11 Michigan Department of Transportation weigh-in-motion sites located in rural and small urban areas and one site located in an urbanized area. For most states, the recommended length-based vehicle classification scheme is a four-bin scheme (motorcycles, short, medium, and long) with an optional very long bin recommended for use by states in which significant numbers of longer combination vehicles operate.

Procedure to Estimate Loading from Weigh-in-Motion Data

1996 ◽  
Vol 1536 (1) ◽  
pp. 19-24
Author(s):  
Shie-Shin Wu
Keyword(s):  
Monitoring Program ◽  
Traffic Monitoring ◽  
Traffic Classification ◽  
Traffic Loading ◽  
Motion Data ◽  
Weigh In Motion ◽  
Load Factors ◽  
Different Types ◽  
Truck Load ◽  
Truck Weight

Truck weight data collected from weigh-in-motion (WIM) sites were used to develop a procedure to estimate truck load factors for pavement design purposes. A conceptual procedure that uses WIM data to derive equivalent single-axle load factors for different types of trucks is presented. Sets of load factors can be developed for different types of facilities. An example is provided to illustrate how these factors can be used by engineers to calculate project design loading. Applying these factors to traffic classification counts collected from the statewide traffic monitoring program, engineers can also compute network traffic loading history.

Generating Site-Specific Axle Load Factors for the Mechanistic–Empirical Pavement Design Guide

2013 ◽  
Vol 2339 (1) ◽  
pp. 98-103 ◽  
Author(s):  
Wiley Cunagin ◽  
Richard L. Reel ◽  
Mohammad S. Ghanim ◽  
Drew Roark ◽  
Michael Leggett
Keyword(s):  
Pavement Design ◽  
Frequency Spectra ◽  
Frequency Distributions ◽  
Load Frequency ◽  
Load Spectra ◽  
Weigh In Motion ◽  
Florida Department ◽  
Truck Loading ◽  
And Cluster Analysis ◽  
Truck Weight

Use of the AASHTO DARWin-ME mechanistic–empirical pavement design software requires that truck loading data be provided in the form of normalized axle load frequency distributions (spectra). Default axle load frequency spectra are provided in the software. However, these default distributions were derived from national data and may not suit the needs of individual states. This study analyzed the Florida Department of Transportation's substantial database of truck weight data taken from its network of high-quality weigh-in-motion stations to determine whether site- or state-specific axle load spectra could be generated and how they should be applied. Several analytical procedures were developed and applied to the data, including analysis of variance and cluster analysis. The results of this work were used to develop Level 2 axle load spectra that could be applied to design sections. This paper presents detailed information about the traffic data requirements of the new guide, the process followed for deriving Florida's input values, and the resulting recommended values.

Truck Weight Enforcement Measures of Effectiveness: Development and Software Application

1998 ◽  
Vol 1643 (1) ◽  
pp. 152-160 ◽  
Author(s):  
F. R. Hanscom ◽  
M. W. Goelzer
Keyword(s):  
Software Tool ◽  
Field Evaluation ◽  
Seasonal Effects ◽  
Data Sets ◽  
Activity Data ◽  
Software Application ◽  
Enforcement Effort ◽  
Measures Of Effectiveness ◽  
Truck Weight ◽  
Enforcement Activity

A software tool was developed to determine what is accomplished as the result of truck weight enforcement efforts. Traditionally applied measures (e.g., numbers of trucks weighed and citations issued) have simply provided indications of enforcement effort. These previously applied measures failed to provide results in terms of real enforcement objectives, such as deterring overweight trucks and minimizing pavement wear and tear. Consequently the need exists to develop and validate truck weight enforcement measures of effectiveness (MOE). MOEs were developed via a series of analytical procedures. They were subsequently validated in a comprehensive four-state field evaluation. Matched (weigh-in-motion) (WIM) data sets, collected under controlled baseline and enforcement conditions, were analyzed to determine the sensitivity of candidate MOEs to actual enforcement activity. Data collection conditions were controlled in order to avoid contamination from hour-of-day, day-of-week, and seasonal effects. The following MOEs, were validated on the basis of their demonstrated sensitivity to truck weight enforcement objectives and the presence of enforcement activity: (1) severity of overweight violations, (2) proportion of overweight trucks, (3) average equivalent single-axle load (ESAL), (4) excess ESALs, and (5) bridge formula violations. These measures are sensitive to legal load-limit compliance objectives of truck weight enforcement procedures as well as the potential for overweight trucks to produce pavement deterioration. The software User Guide that statistically compares calculated MOEs between observed enforcement conditions is described in this paper. The User Guide also allows users to conduct an automated pavement design life analysis estimating, the theoretical pavement-life effect resulting from the observed enforcement activity.

scholarly journals Comparative Accuracy Analysis of Truck Weight Measurement Techniques

2021 ◽  
Vol 11 (2) ◽  
pp. 745
Author(s):  
Sylwia Stawska ◽  
Jacek Chmielewski ◽  
Magdalena Bacharz ◽  
Kamil Bacharz ◽  
Andrzej Nowak
Keyword(s):  
Measurement Techniques ◽  
Highway Traffic ◽  
Highway Infrastructure ◽  
Measurement Systems ◽  
Motion System ◽  
Weigh In Motion ◽  
Comparative Accuracy ◽  
Bridge Weigh In Motion ◽  
Rational Management ◽  
Truck Weight

Roads and bridges are designed to meet the transportation demands for traffic volume and loading. Knowledge of the actual traffic is needed for a rational management of highway infrastructure. There are various procedures and equipment for measuring truck weight, including static and in weigh-in-motion techniques. This paper aims to compare four systems: portable scale, stationary truck weigh station, pavement weigh-in-motion system (WIM), and bridge weigh-in-motion system (B-WIM). The first two are reliable, but they have limitations as they can measure only a small fraction of the highway traffic. Weigh-in-motion (WIM) measurements allow for a continuous recording of vehicles. The presented study database was obtained at a location that allowed for recording the same traffic using all four measurement systems. For individual vehicles captured on a portable scale, the results were directly compared with the three other systems’ measurements. The conclusion is that all four systems produce the results that are within the required and expected accuracy. The recommendation for an application depends on other constraints such as continuous measurement, installation and operation costs, and traffic obstruction.

Estimation of bridge static response and vehicle weights by frequency response analysis

1998 ◽  
Vol 25 (4) ◽  
pp. 631-639 ◽  
Author(s):  
G Thater ◽  
P Chang ◽  
D R Schelling ◽  
C C Fu
Keyword(s):  
Dynamic Effect ◽  
Dynamic Responses ◽  
Response Analysis ◽  
Static Response ◽  
Actual Weight ◽  
Service Testing ◽  
Weigh In Motion ◽  
Moving Vehicles ◽  
Bridge Structures ◽  
Truck Weight

A methodology is developed to more accurately estimate the static response of bridges due to moving vehicles. The method can also be used to predict dynamic responses induced by moving vehicles using weigh-in-motion (WIM) techniques. Historically, WIM is a well-developed technology used in highway research, since it has the advantage of allowing for the stealthy automatic collection of weight data for heavy trucks. However, the lack of accuracy in determining the dynamic effect in bridges has limited the potential for its use in estimating the fatigue life of bridge structures and their components. The method developed herein amends the current WIM procedures by filtering the dynamic responses accurately using the Fast Fourier Transform (FFT). Example applications of the proposed method are shown by using computer-generated data. The method is fast and improves the predicted truck weight up to 5% of the actual weight, as compared to errors up to 10% using the current WIM methods.Key words: weigh-in-motion, digital filters, FFT, bridge dynamics, in-service testing.

Development and Implementation of a Pavement Marking Management System in Florida

2018 ◽  
Vol 2672 (12) ◽  
pp. 209-219
Author(s):  
Bouzid Choubane ◽  
Joshua Sevearance ◽  
Charles Holzschuher ◽  
James Fletcher ◽  
Chieh (Ross) Wang
Keyword(s):  
Management System ◽  
Handheld Devices ◽  
Department Of Transportation ◽  
Pavement Markings ◽  
Lighting Conditions ◽  
Florida Department ◽  
Roadway Safety ◽  
Application Techniques ◽  
Effective Use ◽  
Pavement Marking

The visibility of pavement markings is an important aspect of a safe transportation system as the markings convey vital roadway warnings and guidance information to the traveling public. Therefore, it is beneficial to maintain acceptable visibility levels of markings on pavements under all weather and lighting conditions. To ensure the intended in-service visibility level is adequately maintained, the reflectivity must be monitored and quantified accordingly. Historically, visibility or retroreflectivity of in-service pavement markings has been measured with handheld devices and visual inspections. However, visual surveys are considered subjective and the handheld measurements are tedious and potentially hazardous. Consequently, the Florida Department of Transportation (FDOT) has focused on the use of a non-contact technology capable of assessing pavement markings continuously at highway speeds with improved safety and efficiency. The use of mobile technology for measuring reflectivity has allowed FDOT to develop and, subsequently, implement a Pavement Marking Management System (PMMS) to improve the safety and nighttime visibility of its roadways. Implementation of such a system provides an efficient and less subjective methodology to identify conditions that are detrimental to roadway safety, and strategize mitigating solutions including the selection of appropriate materials and application techniques. The system will ultimately result in an effective use of state funds while ensuring the safety of the traveling public. This paper presents a description of the Florida Pavement Markings Management System and its subsequent implementation including FDOT’s effort to ensure the quality, consistency, repeatability, and accessibility of statewide pavement marking retroreflectivity data.

scholarly journals Implementation of a Mobile Platform Based on Fiber Bragg Grating Sensors for Automotive Traffic Monitoring

Sensors ◽  
2020 ◽  
Vol 20 (6) ◽  
pp. 1567 ◽  
Author(s):  
Kivilcim Yuksel ◽  
Damien Kinet ◽  
Karima Chah ◽  
Christophe Caucheteur
Keyword(s):  
Fiber Optic ◽  
Traffic Monitoring ◽  
Fiber Optic Sensors ◽  
Mobile Platform ◽  
Vehicle Speed ◽  
Distributed Monitoring ◽  
Fiber Bragg Grating Sensors ◽  
Weigh In Motion ◽  
Monitoring Applications ◽  
Fbg Sensors

Instrumentation techniques, implementation and installation methods are major concerns in today’s distributed and quasi-distributed monitoring applications using fiber optic sensors. Although many successful traffic monitoring experiments have been reported using Fiber Bragg Gratings (FBGs), there has been no standardized solution proposed so far to have FBG seamlessly implemented in roads. In this work, we investigate a mobile platform including FBG sensors that can be positioned on roads for the purpose of vehicle speed measurements. The experimental results prove the efficiency of the proposed platform, providing a perspective toward weigh-in-motion systems.

Intersection Level of Service for the Bicycle Through Movement

2003 ◽  
Vol 1828 (1) ◽  
pp. 101-106 ◽  
Author(s):  
Bruce W. Landis ◽  
Venkat R. Vattikuti ◽  
Russell M. Ottenberg ◽  
Theodore A. Petritsch ◽  
Martin Guttenplan ◽  
...  
Keyword(s):  
Transportation Network ◽  
Pearson Correlation ◽  
Geographic Origin ◽  
Level Of Service ◽  
Total Width ◽  
Department Of Transportation ◽  
Service Model ◽  
Florida Department ◽  
Bicycle Level Of Service ◽  
Time Perceptions

The Florida Department of Transportation (DOT) has initiated multi-modal level-of-service (LOS) methodologies, including that for the bicycle travel mode. It has already adopted a bicycle LOS methodology for the roadway segment portion of the transportation network, the Bicycle Level of Service Model. Florida DOT’s ultimate goal is to develop corridor- and facilities-level LOS methodologies. Toward that goal, Florida DOT sponsored research to develop the first part of an intersection bicycle LOS methodology, the Intersection LOS for the bicycle through movement. This Intersection LOS for the bicycle through movement would provide a measure of the level of safety and comfort experienced by bicyclists riding through an intersection. The Intersection LOS model for the bicycle through movement is based on Pearson correlation analyses and stepwise regression modeling of approximately 1,000 combined real-time perceptions from bicyclists traveling a course through a typical U.S. metropolitan area’s signalized intersections. The study’s participants represented a cross section of age, gender, and geographic origin of the population of cyclists. Although further hypothesis testing is being conducted, the resulting general model for the Intersection LOS for the bicycle through movement is highly reliable, has a high correlation coefficient ( R2 = 0.83) with the average observations, and is transferable to the vast majority of U.S. metropolitan areas. The study reveals that roadway traffic volume, total width of the outside through lane, and the intersection (cross street) crossing distance are primary factors in the Intersection LOS for the bicycle through movement.

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