The Remote Monitoring System and Virtual Weigh Station

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The Remote Monitoring System and Virtual Weigh
Station

• Kentuckys Experience

Presented by Joe Crabtree Kentucky Transportation
Center November 2003
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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

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The Remote Monitoring System
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Background

• To provide effective roadside enforcement,
  Kentucky has invested in state-of-the-art
  enforcement stations (a.k.a. weigh stations or
  inspection stations).

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Background (continued)

• KYs facilities (and their staff) provide a high
  level of enforcement on the route segments where
  they are located.

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Locations of Enforcement Stations
17 Stations at 12 Locations
This map shows Kentuckys Interstates and Parkways
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Background (continued)
But, much of Kentuckys truck traffic is on
routes not monitored by fixed weigh stations
This map shows Kentuckys state road system
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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.

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The Response

• In response to this problem, Kentucky developed
  and deployed a Remote Monitoring System.
• Part of Kentuckys 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.

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The Remote Monitoring System
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RMS Site Layout
Camera 2 (on utility pole)
Height Detector (on poles)
Vehicle detection loop
Camera 1 (in Traffic Signal Cabinet)
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RMS Location
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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.

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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

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Evaluation Results (contd)

• When USDOT number was readable, it was entered
  into Kentuckys 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.

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The Virtual Weigh Station
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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.

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VWS Location
Selected northbound US25 in southern Kentucky
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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.

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VWSInstallation
December 2002
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Weigh-In-Motion System(Quartz Piezo, provided by
IRD)
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VWS Software
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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.

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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.

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Issues affecting VWS performance

• Blurry images
• Numbers too small to read
• Lack of contrast between numbers and background
• Location/timing of image capture
• Lighting, shadowing, glare

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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)

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Actual Images from the VWS

• Good daytime images
• Good nighttime image
• Blurry image
• Lighting/contrast
• Poorly timed trigger
• False trigger

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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.

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Example 4 Million Investment One New Fixed
Weigh Station
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. . . . Or 40 Virtual Weigh Stations
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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)

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The End!
Questions, Comments?
Thank You!
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STARS

• Virtual Weigh Station Projects
• T3 Net Conference

November 17, 2003 By Dennis Hult, MDT, Motor
Carrier Services Dan Bisom, MDT, Transportation
Planning Jerry Stephens, Montana State University

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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
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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

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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

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STARS Goals/Benefits

• MCS Division
• Reduce the number of overweight incidents
• Decrease the average size of overweight loads
• Improve Montanas CV enforcement program by
  focusing enforcement resources
• Quantify the effectiveness of MDTs size and
  weight enforcement program

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STARS Goals/Benefits cont.

• Engineering Division
• Improved 18 kip ESALs (Equivalent Single Axle
  Loads) estimates
• Provide more accurate pavement loading
  information for national research efforts

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STARS Goals/Benefits cont.

• Transportation Planning Division
• Expands MDTs data collection capability
• Improves traffic forecasting

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STARS Components

• System of 26 piezo-based WIM recorders
• Portable WIM Program (64 Sites)
• Comprehensive Calibration Program
• MEARS (Measurement of Enforcement Activity
  Reporting Software)

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STARS WIM Site Distribution
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MEARS Facts

• Input data formats
• FHWA C records
• FHWA W records
• Oracle 6i
• Client/Server
• Public Domain
• Output
• Various reports

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MEARS Reports

• Enforcement reports
• WIM performance report
• Annual statewide CV activity reports (All Sites)
• Roadway damage comparison reports

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Expanded Scheme F 4-7
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Expanded Scheme F 8-13
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Site Activity Report
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Overweight vs. Time Report
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Overweight Vehicle Report
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Violation Report (7-day periods)
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Violation Report (4hr periods)
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Violation Report (4hr periods)
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Calibration Tracking Chart
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Rollup Report
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Damage Comparison Report
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Damage Comparison Report
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WIM Calibration

• Twice annually
• Type 9 (5-axle) Test Truck
• 5-10 passes per lane
• Track WIM calibration by analyzing MEARS reports

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STARS Pilot Project Team

• MDT
• Planning Division
• MCS Division
• Engineering Division
• MSU Civil Engineering Department

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STARS Pilot Evaluation

• Research Objectives
• Quantify the changes in truck weight to gauge
  enforcement effectiveness
• Estimate changes in highway deterioration rate
  and economic impacts
• Ascertain the impact of improved vehicle weights
• Pavement design
• Long-term engineering and planning efforts

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Enforcement Strategy and EvaluationPilot Program
Document baseline overweight operations (2000
2001)
Calculate overweight pavement damage at each site
Rank/select sites for enforcement
Determine enforcement times, etc
Execute enforcement (2001-2002)
Compare overweight operations, baseline versus
STARS enforcement year
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Site Selection Pilot Program
October of Baseline Year
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Enforcement Scheduling Pilot Program

• STARS Scheduled Enforcement
• October of 2001
• Stanford
• - Mon,Tues,Thurs
• - 400 pm to midngt
• - Class 9, E or W
• - Class 10 W
• Manhattan
• - 400 am to noon
• - Class 6, W
• Gallatin . . .

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Stanford - Class 9 Vehicles
Vehicle Weight
100
Legal Limit
October of Baseline Year
0
Wed
Mon
Sun
Tue
Thu
Sat
Fri
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Change in OW Vehicles Pilot Program
All Sites, by Month
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Baseline Year
Overweight Vehicles
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Year of STARS Focused Enforcement
0
Jun
Month
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Change in Pavement Damage Pilot Program
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Change in Pavement Damage Baseline vs.
Enforcement Years
Statewide
Month
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Pavement Damage Costs Baseline vs. Enforcement
Years
Statewide
Month
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Pavement Design Impacts

• Better data for design
• More locations
• Continuous through time
• Better optimized designs

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Weight Distributions for Pavement Design
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Other Impacts

• Improved Data of Benefit to
• Planning
• Engineering (beyond pavement design)
• Motor Carriers (beyond enforcement tool)

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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

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Evaluation Report

• MDTs Web Site

www.mdt.state.mt.us
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STARS II Objectives

• Benefit to Cost Comparison
• Enforcement Strategies
• Weigh Station Bypass Deterrence
• Hardware Deployment and Software Enhancement
  recommendations
• Evaluation of long-term focused enforcement

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Summary

• Cooperation among all stakeholders a
• must for success

• Executive level champion is essential

• STARS has the potential of saving tax-payers big
  

• Reduction in highway damage

• Better highway designs

• Improved transportation planning

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Indiana Virtual Weigh Stations

• Andrew Nichols Purdue University
• Darcy Bullock, P.E. Purdue University
• Lt. Guy Boruff Indiana State Police
• Mark Newland INDOT
• Dick Hayworth Department of Revenue

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Study Advisory Committee

• Samy Noureldin, PA INDOT
• Mark Newland INDOT
• Warner Moses INDOT
• Dennis Lee FHWA
• Lt. Guy Boruff Indiana State Police
• Dick Hayworth Dept. of Revenue
• Kirk Mangold INDOT
• Jay Wasson INDOT

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Presentation Perspective

• This presentation is going to talk about the
  Indiana Virtual Weigh Station
• The Indiana Virtual Weigh Station may serve as a
  straw man for deploying additional sites along
  the GCM corridor in Illinois and Wisconsin

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Outline

• Quantify motivation
• Present technical approaches
• Show video illustrating operation
• Discuss future opportunities

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Motivation

• Port-of-Entry fixed scale houses do not catch
  habitual offenders
• Habitual offenders are doing most damage to the
  roadway
• Need to have more dynamic procedures for catching
  overweight trucks
• Illustrated with WIM data from Borman Expressway
  in Indiana

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WIM Station on I-80/I-94 MP 6
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Borman WIM _at_ Colfax Overpass
Cabinet
EB
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Borman Eastbound ADT
Class 1, 2, 3 not logged
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Borman Westbound ADT
Class 1, 2, 3 not logged
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Borman EB Class 9 GVW Stats

• EB truck count decreasing
• EB overweight decreasing
• April 2003 4 trucks over 100k each day

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Borman WB Class 9 GVW Stats

• WB truck count steady
• EB overweight steady
• April 2003 2 trucks over 100k each day

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Borman Class 9 Axle Stats
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Borman Class 9 Weights May 2002 April 2003
Total Class 9 Weight 287 million tons!
Estimated Total Class 9 Freight 130 million
tons!260 billion pounds!
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Perspective

• 287 Million TONS
• Weight of entire population of China and India
  (avg. 130 lbs/person)
• 3,553 Kitty Hawk Class Naval Aircraft Carriers
  (80,800 tons ea. loaded)
• 287X the weight of the World Trade Centers (1
  million tons)

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Eastbound Class 9 ESALs
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Westbound Class 9 ESALs
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I 80/94 Day of Week
Eastbound WIM Class 9 Volume GVW gt 80k January 16
March 31, 2002
EB
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I 80/94 Hour of Day
Eastbound WIM Class 9 Volume GVW gt 80k January 16
March 31, 2002
EB
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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 WIMs for dynamic weight limit enforcement
  efforts

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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

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First Pilot run, observers standing in bushes
radioing weights downstream manually
August 10, 2000 WIM Reading 112,340Portable
Scales 111,350Legal 73,280 (short trailer)
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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

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VWS on I-65 WIM _at_ Merrillville
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I-65 WIM _at_ Merrillville
N
close-up
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Single Load Cell WIM
Speed ? Upstream Loop and Downstream Loop
Axle Spacing ? Piezoelectric strip detects axles
Weight ? Load cell for each wheel
Upstream Loop
Load Cells
Piezo
Downstream Loop
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I-65 WIM _at_ Merrillville
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Merrillville WIM Cabinet

• 2 PCs in equipment cabinet
• 1 for NB system
• 1 for SB system

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VWS Field Installed Hardware
Modem Panel Mounted inside cabinet
Antenna Mounted adjacent to cabinet
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VWS Data Flow
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VWS Vehicle Hardware
The cables, antenna, and modem fit inside the
portable case to protect equipment when not being
used.
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VWS Vehicle Hardware
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ISP/CVED Vehicle Setup
Printer
CB
LaptopDockingStation
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VWS Software
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Virtual Weigh Station Video
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Virtual Weigh Station Video
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VWS on US 24 WIM _at_ Ft Wayne
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US 24 WIM _at_ Ft Wayne
SR 24
WIM
Cabinet
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US 24 WIM _at_ Ft Wayne
Truck Pulloff Area
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Obtaining Static Weights on Pulloff Area
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US 24 VWS Data
Westbound WIM
Over GVW Axle 1189
Over GVW Tandem 1169
Over GVW Tandem 1099
Warning Over GVW
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US 24 VWS Data
Eastbound WIM
Warning Over GVW
Over Tandem 129
Warning Over Axle
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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

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SR 1 Photo WIM _at_ Dover
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SR 1 Photo WIM _at_ Dover
N
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SR 1 Photo WIM Pictures
2nd Picture Shows USDOT
1st Picture Shows Violation
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SR 1 Photo WIM Pictures
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SR 1 Performance (Nov 11,02)
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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

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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

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Questions

• Darcy Bullock, P.E.ProfessorPurdue
  UniversitySchool of Civil EngineeringWest
  Lafayette, IN 47907765 494 2226darcy_at_purdue.edu

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Extra Slides
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QC Difference in Tandem Axle Weights

• Difference between closely spaced tandem axles
• For Class 9, 2nd and 3rd OR 4th and 5th axles

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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

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I-65 WIM _at_ Merrillville Data
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I-74 WIM _at_ Covington Data