Kentucky Transportation Center presentation: Slides 1-42
Montana Department of Transportion presentation: Slides 43-84
Purdue University/Indiana DOT presentation: Slides 85-140
Slide 1: The Remote Monitoring System and Virtual Weigh Station
Kentucky's Experience
Presented by Joe Crabtree
Kentucky Transportation Center
November 2003
Slide 2: Content of Presentation
The Remote Monitoring System (RMS)
Background and Purpose
How it works
Preliminary evaluation results
The Virtual Weigh Station (VWS)
Concept
Location
Technology
Current status
Preliminary Assessment
Potential
Slide 3: The Remote Monitoring System
Picture of 18-wheel truck at intersection
Slide 4: Background
Picture of trucks at roadside weigh-station
To provide effective roadside enforcement, Kentucky has invested in state-of-the-art enforcement stations (a.k.a. weigh stations or inspection stations)
Slide 5: Background (con't)
Picture of trucks at law enforcement officer at roadside weigh-station
KY's facilities (and their staff) provide a high level of enforcement on the route segments where they are located.
Slide 6: Locations of Enforcement Stations
Map of Kentucky with enforcement station locations shown
Slide 7: Background (con't)
But, much of Kentucky's truck traffic is on routes not monitored by fixed weigh stations
Map of Kentucky with state road system shown
Slide 8: Description of the Problem
Even on monitored routes, "detours" are often available to bypass the weigh station
Mobile enforcement is used to augment fixed weigh stations, but Kentucky Vehicle Enforcement has concerns about its effectiveness.
Truckers know where the mobile enforcement is set up. They can avoid it or wait it out
Limited staffing restricts the number of routes that can be monitored
Slide 9: The Response
In response to this problem, Kentucky developed and deployed a "Remote Monitoring System."
Part of Kentucky's CVISN Model Deployment
On US 25 in Walton, Kentucky
Captures images of passing trucks and transmits those images to the Kenton County Weigh Station
Primary intent is to monitor trucks that may be bypassing the Kenton County scales
Slide 10: The Remote Monitoring System
The Remote Monitoring System
Two photos showing the roadside equipment that was installed for the Remote Monitoring System
Slide 11: RMS Site Layout
Diagram showing locations of cameras, loop detector and height detector, at the intersection of KY14 and US25
Slide 12: RMS Location
Map showing area in northern Kentucky where RMS is deployed on US 25.
Picture of truck on US 25 in northern Kentucky where RMS is deployed
Slide 13:
Screen shot of the computer screen on the "Image Review Station" at the Kenton County weigh station. Weigh Station personnel can enlarge any of the screen images by simply clicking on it.
Slide 14:
Screen shot of the computer screen on the "Image Review Station" at the Kenton County weigh station. From this image, enforcement personnel can read the USDOT number, enter the number into Kentucky's observation system, and instantaneously check the motor carrier's registration, tax status, and safety record
Slide 15: System Evaluation
Conducted a preliminary evaluation of system
Collected data for six months (Nov01 — Apr02)
18,900 transactions (system triggers)
Focused evaluation on 4,500 transactions near the end of the evaluation period
Slide 16: Evaluation Results
USDOT number was captured in the image set for 71% of transactions
Of the "misses", most were false triggers
So, when system was triggered by a truck, we captured USDOT number about 85% of the time
When USDOT number was captured, it was readable 65% of the time. Issues included:
Lighting conditions
Number too small
Poor contrast
Slide 17: Evaluation Results (cont'd)
When USDOT number was readable, it was entered into Kentucky's clearinghouse to check for deficiencies.
A deficiency was found 31% of the time.
So, 31% of the trucks checked had some sort of deficiency related to their company credentials.
This, of course, does not consider other deficiencies, such as vehicle safety, weight, hours of service, hazmat, etc.
Slide 18: The Virtual Weigh Station
Photo of truck rounding turn
Slide 19: The Virtual Weigh Station Concept
Researchers identified the potential of combining the RMS with a weigh-in-motion (WIM) system to create a virtual weigh station.
At a "real" weigh station, we do two things to every truck:
We check weight
We read ID numbers from the side of the cab and enter them into our commercial vehicle clearinghouse system, which checks credentials, taxes, safety rating, etc.
With a virtual weigh station, we can accomplish these same functions at any location we select.
Slide 20: VWS Location
Selected stretch of northbound US25 in southern Kentucky
Photo of selected stretch of northbound US25 in southern Kentucky
Map of identifying Laurel County wiegh stations, Interstate 75, and US25 bypass in southern Kentucky
Slide 21: VWS Technology
System provider is Computer Recognition Systems (CRS)
Image capture system very similar to RMS, with some changes:
Single roadside camera, high-resolution
Single image transmitted
Uses WIM to trigger image capture
WIM System is quartz piezo, provided by IRD.
Slide 22: VWS Installation
December 2002
Photo of roadside cameras
Slide 23: Weigh-In-Motion System.(Quartz Piezo, provided by IRD)
Photo of road where system is installed
Slide 24: VWS Software
Computer Screen Shot
Slide 25: System Status
All system components installed in December 2002.
Providing cost-effective data transmission from the site was a challenge.
Eventually settled on cable modem.
System monitored and adjusted through Spring 2003.
System used as part of 48-hour "enforcement blitz" in June 2003.
Lost network connectivity in August due to security upgrades by Kentucky Transportation Cabinet.
Will begin formal evaluation after restoring connection and fine-tuning system.
Formal evaluation report available in mid-2004.
Slide 26: Preliminary Assessment
Analyzed data from the 48-hour blitz in June
Had 493 system transactions
454 (92%) were valid observations (I.e., triggered by a truck)
USDOT number "captured" in 355 observations (78% of valid observations)
USDOT number readable for 155 observations (44% of those captured)
So, for all transactions triggered by truck, we captured readable USDOT number for 34%.
Slide 27: Preliminary Assessment
Blurry images
Numbers too small to read
Lack of contrast between numbers and background
Location/timing of image capture
Lighting, shadowing, glare
Slide 28: Other Issues to Consider
Staffing shortages
No one to monitor VWS?
No one to intercept violators?
Trucks straddling centerline
May be intentional effort to avoid detection by VWS
May be natural response to "object" on side of roadway (particularly at night)
Slide 29: Actual Images from the VWS
Good daytime images
Good nighttime image
Blurry image
Lighting/contrast
Poorly timed trigger
False trigger
Slide 30:
Photo of side door of truck showing USDOT ID number
Slide 31:
Photo of side door of truck showing USDOT ID number
Slide 32:
Photo of side door of truck showing USDOT ID number
Slide 33:
Night photo of side door of truck showing USDOT ID number
Slide 34:
Night photo of side door of truck showing USDOT ID number
Slide 35:
Night photo of side door of truck showing USDOT ID number
Slide 36:
Photo of front end of truck
Slide 37:
Photo of car
Slide 38: Potential Value of Virtual Weigh Station
Fraction of the cost of a fixed weigh station.
$100K to $130K versus $3-5 million
Can spread enforcement coverage to many routes where fixed station may not be feasible
Puts all carriers on a level playing field--harder for the dishonest carrier to avoid enforcement.
Slide 39: Example $4 Million Investment: One New Fixed Weigh Station
Map of Eastern KY showing location of one new fixed weigh station
Slide 40: .... Or 40 Virtual Weigh Stations
Map of Eastern KY showing location of 40 virtual weigh stations that could be installed for the same cost a new fixed weigh station
Slide 41: Possible Deployment Scenario
Multiple VWS deployments at selected locations throughout the state.
Images and data monitored by staff at a central location. One person could monitor multiple sites.
Strategically located enforcement units could be dispatched as needed.
Alternatively, images and data could be monitored by enforcement personnel in vehicles (using laptop computers)
Slide 42: The End!
Questions? Comments?
Thank You!
Slide 43: STARS
Virtual Weigh Station Projects, T3 Net Conference — November 17, 2003
Dennis Hult, MDT, Motor Carrier Services
Dan Bisom, MDT, Transportation Planning
Jerry Stephens, Montana State University
Slide 44: Acronym
S t a t e
T r u c k
A c t i v i t y
R e p o r t i n g
S y s t e m
Slide 45: STARS Background
Pre STARS — Highway planning program
Pavement loading estimates biased
Inaccurate or no information reported to federal planning and research programs
1997 — Planning Division developed a 10-year WIM (Weigh-In-Motion) Plan
Funding Issues
Slide 46: STARS Background cont.
1997 — MCS proposed STARS to FHWA
Integrate the WIM plan into a joint Planning, Engineering and Motor Carrier Services program
1998 — Federal funds secured for STARS
80/20 Federal/State split
Slide 47: STARS Goals/Benefits
MCS Division
Reduce the number of overweight incidents
Decrease the average size of overweight loads
Improve Montana's CV enforcement program by focusing enforcement resources
Quantify the effectiveness of MDT's size and weight enforcement program
Slide 48: STARS Goals/Benefits cont.
Engineering Division
Improved 18 kip ESAL's (Equivalent Single Axle Loads) estimates
Provide more accurate pavement loading information for national research efforts
Slide 49: STARS Goals/Benefits cont.
Transportation Planning Division
Expands MDT's data collection capability
Improves traffic forecasting
Slide 50: STARS Components
System of 26 piezo-based WIM recorders
Portable WIM Program (64 Sites)
Comprehensive Calibration Program
MEARS (Measurement of Enforcement Activity Reporting Software)
Slide 51: STARS WIM Site Distribution
Map depicting the spatial distribution of the STARS sites
Red Triangles on Map indicate Permanent Piezo Sites
Blue Hexagons on Map indicate Semi Portable Sites(Permanent Sensors; Portable Recorders)
Purple Circles on Map indicate Portable Sites
Slide 52:
Photo of a Typical Piezo System Sensor Array
Slide 53:
Photo of a Combination SP1 and SP9 as well as a STARS site on MT's Interstate System
Slide 54: MEARS Facts
Input data formats
FHWA "C" records
FHWA "W" records
Oracle 6i
Client/Server
Public Domain
Output
Various reports
Slide 55: MEARS Reports
Enforcement reports
WIM performance report
Annual statewide CV activity reports (All Sites)
Roadway damage comparison reports
Slide 56: Expanded Scheme "F" 4-7
Image of a table showing a modified FHWA "scheme F" vehicle classification to accommodate more accurate ID of CV for GVW limits
Slide 57: Expanded Scheme "F" 8-13
Image of a table showing Scheme "F" classes 8-13
Slide 58: Site Activity Report
Image of an example Site Activity Report
Slide 59: Overweight vs. Time Report
Image of a scatter graph that plots overweight vehicles over time. (Time is on x axis. Weight is on y axis.)
Slide 60: Overweight Vehicle Report
Image of an example overweight vehicle report.
Slide 61: Violation Report (7-day periods)
Image of an example Violation Report. This report is part of the overweight vehicles report
shown previously. It shows both the percentage and the number of CV violating by direction of travel for each day of the week.
Slide 62: Violation Report (4hr periods)
Image of an example detail version of the Violation Report. It shows both the percentage and the number of CV violating by direction of travel for each day of the week.
Slide 63: Violation Report (4hr periods)
Image of an example Violation Report. It shows 4 hour increments by direction of travel for each day of the week.
Slide 64: Calibration Tracking Chart
Image of a graph that plots the total number of trucks on the y axis with the GVW groups on the x axis.
This graph helps to determine the loaded and unloaded peaks. There is a very predominant loaded peak at around 75,000.
The Calibration may be determined by tracking shifts in loaded and unloaded peaks.
Slide 65: Rollup Report
Image of a Montana DOT example Site Activities Rollup Report. The report shows a two week time slice
each quarter from all sites. The report is by all sites combined, by FC, highway system or individual site.
It lists the annual change in percentage overweight and average load.
Slide 66: Damage Comparison Report
Image of an example damage comparison report.
Slide 67: Damage Comparison Report
Image of an example Damage Comparison Report.
Compares enforcement ESAL's with a previous time slice to enforcement period.
Direct miles: sections of roadway that are directly associated with the STARS WIM site.
Expanded miles: sections of roadway that are likely to be associated with the STARS WIM site.
Compare overweight operations, baseline versus STARS enforcement year
Slide 72: Site Selection — Pilot Program
Graph measuring pavement damage from overweight vehicles in ESAls at 16 sites.
(Levels of pavement damage are shown on the Y axis and the sites are shown on x axis
Slide 73: Enforcement Scheduling — Pilot Program
Stars Scheduled Enforcment
October of 2001
Stanford
- Mon,Tues,Thurs
- 4:00 pm to midngt
- Class 9, E or W
- Class 10 W
Manhattan
- 4:00 am to noon
- Class 6, W
Gallatin . . .
Graph measuring vehicle weight on each day of the week
Slide 74: Change in % OW Vehicles — Pilot Program
Graph measuring percentage of overweight vehicles at all sites by month
Slide 75: Change in Pavement Damage — Pilot Program
Graph measuring the change in pavement damage due to overweight vehicles (measured
in ESAL's) in one month at 16 sites.
Slide 76: Change in Pavement Damage — Baseline vs. Enforcement Years
Graph measuring change in ESAL's — miles over twelve months.
Slide 77: Pavement Damage Costs — Baseline vs. Enforcement Years
Graph measuring cost savings over twelve months.
Slide 78: Pavement Design Impacts
Better data for design
More locations
Continuous through time
Better optimized designs
Slide 79: Weight Distributions for Pavement Design
Graph showing the percentage of vehicles at Gross Vehicle Weights.
Slide 80: Other Impacts
Improved Data of Benefit to
Planning
Engineering (beyond pavement design)
Motor Carriers (beyond enforcement tool)
Slide 81: Evaluation Conclusions
STARS has met its primary objectives
Improved weight enforcement and a means to gauge effectiveness
Better data for pavement design
Expanded data collection; more accurate information reported to feds
Study raised additional questions to be addressed in follow-up study
287X the weight of the World Trade Centers (~1 million tons)
Slide 99: No Title
Image of two pie charts entitled:
Eastbound Class 9 ESALs, May 2002 — April 2003; and
Westbound Class 9 ESALs, May 2002 — April 2003
Slide 100: Eastbound Class 9 ESALs
Image of chart measuring Eastbound Class 9 ESALs
Slide 101: Westbound Class 9 ESALs
Image of chart measuring Westbound Class 9 ESALs
Slide 102: I 80/94 — Day of Week
Image of chart measuring average court by day of week from January 16 to March 31, 2002
Slide 103: I 80/94 — Hour of Day
Image of chart measuring average court by hour of day from January 16 to March 31, 2002
Slide 104: VWS Project Background
INDOT currently has ~42 installed WIM sites
WIMs originally installed as Strategic Highway Research Project and Long Term Pavement Performance Project sites to collect continuous vehicle data to be used for research, design and planning
Indiana State Police wanted a method for using the WIM for dynamic weight limit enforcement efforts
Slide 105: Virtual Weigh Station Project
Virtual Weigh Station Project initiated by INDOT and Purdue in 2000
Objective: ISP Commercial Vehicle Enforcement mobile units can pull up to WIM site and connect wirelessly to cabinet to see real-time truck weight data
The WIM reading is used to screen vehicles to be pulled over and weighed with certified portable scales
Slide 106: First Pilot run, observers standing in bushes radioing weights downstream manually
Photograph of truck on first pilot run. Caption reads:
August 10, 2000
WIM Reading: 112,340.
Portable Scales: 111,350
Legal ~73,280 (short trailer)
Slide 107: Current VWS Status
Radio equipment currently installed in 2 INDOT WIM cabinets
I-65 Merrillville
US 24 Fort Wayne
ISP has 4 radio units to use during enforcement efforts
Slide 108: VWS on I-65 WIM @ Merrillville
Image of map indicating location of VWS on I-65 WIM @ Merrillville
Slide 109: I-65 WIM @ Merrillville
Photograph of I-65 WIM @ Merrillville Sensors
Slide 110: Single Load Cell WIM
Diagram a Single Load Cell WIM. Diagram shows:
Upstream Loop
Load Cells
Piezo
Downstream
Slide 111: I-65 WIM @ Merrillville
Photograph of WIM Equipment Cabinet and Antenna
Slide 112: Merrillville WIM Cabinet
Photograph of the inside of a WIM Cabinet. Contents include:
2 PCs
1 PC is for the NB system
1 PC is for the SB system
Modem Panel
Slide 113: VWS Field Installed Hardware
Photograph of a VWS Antenna Mounted adjacent to cabinet
Photograph of a Modem Panel Mounted inside a cabinet
Slide 114: VWS Data Flow
Image of a diagram of VWS data flow
Slide 115: VWS Vehicle Hardware
Photograph showing that a cables, antenna, and modem fit inside a portable case to protect equipment when it is not being used.
Slide 116: VWS Vehicle Hardware
Photograph showing a:
Laptop with software installed that can be located in a police cruiser
Protective case that can hold a modem and andtenna and be passed from car to car
Slide 117: ISP/CVED Vehicle Setup
Photograph showing the ISP/CVED Vehicle Setup
Slide 118: VWS Software
Image of a database showing:
Data for last vehicle crossing WIM
Summary data for all vehicles crossing WIM while software is active
Violator data
Slide 119: Virtual Weigh Station Video
Image showing connection between data from database and a truck on the highway
Slide 120: Virtual Weigh Station Video
Image showing the connection between data from database and a truck on the highway
Slide 121: VWS on US 24 WIM @ Ft Wayne
Image of a map indicating the location of the VWS on US 24 WIM @ Ft Wayne
Slide 122: US 24 WIM @ Ft Wayne
Photograph of SR 24, the WIM and the WIM cabinet
Slide 123: US 24 WIM @ Ft Wayne
Photograph of a truck pull-off area
Slide 124: Obtaining Static Weights on Pull-off Area
Photograph of obtaining static weights on pull-off area
Slide 125: US 24 VWS Data
Image of graph measuring Actual GVW on y axis and WIM GVW on x axis for the Westbound WIM
Slide 126: US 24 VWS Data
Image of graph measuring Actual GVW on y axis and WIM GVW on x axis for the Eastbound WIM
Slide 127: Photo VWS in Dover, IN
Joint effort between ISP, INDOT, Mettler-Toledo and Purdue
First Mettler-Toledo system use by us (others are by IRD)
Installed on SR 1 in southeast Indiana — 2 lane road with high truck volumes between I-74 & I-275
Objective — record picture of overweight truck at WIM and transmit image to vehicle parked down stream
Slide 128: SR 1 Photo WIM @ Dover
Image of map indicating location of SR 1 Photo WIM @ Dover
Slide 129: SR 1 Photo WIM @ Dover
Photograph of SR 1 Photo WIM @ Dover
Slide 130: SR 1 Photo WIM Pictures
Photograph of truck violation
Photograph of USDOT number on truck
Slide 131: SR 1 Photo WIM Pictures
Image of SR 1 Photo WIM Pictures
Slide 132: SR 1 Performance (Nov 11, 2002)
Table measuring SR 1 Performance
Slide 133: SR 1 Status
Tremendous support of the project by Mettler-Toledo to develop prototype image capturing capability
Site is currently not lighted
These performance figures reported are very promising, but should only be viewed as work in progress
Slide 134: Overall VWS Project Status
When using WIM for enforcement, enforcement personnel desire more accuracy than traditionally required for performance monitoring
Purdue is logging data from all Indiana WIM sites and conducting large scale analysis of SQL database (several million records/month)
In the process of creating online reports on various sites for ISP enforcement scheduling purposes
Developing Statistical Process Control procedures for detecting calibration drift and other equipment errors sooner
Slide 135: Questions
Darcy Bullock, P.E., Professor
Purdue University, School of Civil Engineering
West Lafayette, IN 47907
765 494 2226, darcy@purdue.edu
Slide 136: Extra Slides
No information is provided on this slide.
Slide 137: QC — Difference in Tandem Axle Weights
Difference between closely spaced tandem axles
For Class 9, 2nd and 3rd OR 4th and 5th axles
Slide 138: QC — Tandem Axle Spacing
Spacing of tandem axles
For Class 9, 2nd and 3rd OR 4th and 5th axles
2nd and 3rd axle spacing have very low variation
Slide 139: I-65 WIM @ Merrillville Data
Graph showing combined results comparison of weight data. Map measures Scale Weight in pounds on y axis and WIM Weight in pounds on x axis.
Slide 140: I-74 WIM @ Covington Data
Graph showing a comparison of weight data. Map measures Scale Weight in pounds on y axis and WIM Weight in pounds on x axis.
