Designation: E1318 − 09

Standard Specification for

Highway Weigh-In-Motion (WIM) Systems with User
Requirements and Test Methods1
This standard is issued under the fixed designation E1318; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.

1. Scope 1.4 The values stated in inch-pound units are to be regarded

1.1 Weigh-In-Motion—This specification describes Weigh- as standard. The values given in parentheses are mathematical
In-Motion (WIM), the process of measuring the dynamic tire conversions to SI units that are provided for information only
forces of a moving vehicle and estimating the corresponding and are not considered standard.2
tire loads of the static vehicle. Gross-vehicle weight of a 1.5 The following precautionary caveat applies only to the
highway vehicle is due only to the local force of gravity acting test method portion, Section 7, of this specification. This
upon the composite mass of all connected vehicle components, standard does not purport to address all of the safety concerns,
and is distributed among the tires of the vehicle through if any, associated with its use. It is the responsibility of the user
connectors such as springs, motion dampers, and hinges. of this standard to establish appropriate safety and health
Highway WIM systems are capable of estimating the gross practices and determine the applicability of regulatory limita-
weight of a vehicle as well as the portion of this weight, called tions prior to use.
load in this specification, that is carried by the tires of each
2. Referenced Documents
wheel assembly, axle, and axle group on the vehicle.
2.1 ASTM Standards:3
1.2 Other Traffıc Data—Ancillary traffic data concerning E867 Terminology Relating to Vehicle-Pavement Systems
the speed, lane of operation, date and time of passage, number 2.2 AASHTO Standards:4
and spacing of axles, and classification (according to axle Interim Guide for Design of Pavement Structures—1972,
arrangement) of each vehicle that is weighed in motion is 1981
desired for certain purposes. It is feasible for a WIM system to Guide for Design of Pavement Structures—1986, 1993
measure or calculate these traffic parameters and to process,
summarize, store, display, record, hard-copy, and transmit the 3. Terminology
resulting data. Furthermore, differences in measured or calcu- 3.1 Definitions:
lated parameters as compared with selected control criteria can 3.1.1 weigh-in-motion (WIM), n—the process of estimating
be detected and indicated to aid enforcement. In addition to a moving vehicle’s gross weight and the portion of that weight
tire-load information, a WIM system is capable of producing that is carried by each wheel, axle, or axle group, or combi-
all, or specified portions of, these traffic data. nation thereof, by measurement and analysis of dynamic
1.3 Standard Specification—Highway WIM systems gener- vehicle tire forces. (See Terminology E867)
ally have three applications: collecting statistical traffic data, 3.2 Definitions of Terms Specific to This Standard:
aiding enforcement, and enforcement. This specification clas- 3.2.1 accuracy, n—the closeness or degree of agreement
sifies four types of WIM systems according to their application (satisfies a stated tolerance and percent compliance) between a
and details their respective functional, performance, and user value measured or estimated by a WIM system and an accepted
requirements. It is a performance-type (end product-type) reference value.
specification. Exceptions and options to the specification may
be included in any specification prepared by the user as part of 2
ASTM SI10 - 02 IEEE/ASTM SI 10 American National Standard for Use of the
the procurement process for WIM equipment or services, and International System of Units (SI): The Modern Metric System, The Institute of
vendors may offer exceptions and options in responding to an Electrical and Electronics Engineers, Inc., 1828 L. St. NW, Suite 1202, Washington,
DC 20036–5101,USA, and ASTM International, 100 Barr Harbor Drive, West
invitation to bid.
Conshohocken, PA 19428-2959, USA, www.astm.org.
3
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
1
This specification is under the jurisdiction of ASTM Committee E17 on Vehicle contact ASTM Customer Service at [email protected]. For Annual Book of ASTM
- Pavement Systems and is the direct responsibility of Subcommittee E17.52 on Standards volume information, refer to the standard’s Document Summary page on
Traffic Monitoring. the ASTM website.
4
Current edition approved Feb. 1, 2009. Published February 2009. Originally Available from American Association of State Highway and Transportation
approved in 1990. Last previous edition approved in 2002 as E1318 – 02. DOI: Officials (AASHTO), 444 N. Capitol St., NW, Suite 249, Washington, DC 20001,
10.1520/E1318-09. http://www.transportation.org.

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States

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 E1318 − 09
3.2.2 axle, n—the axis oriented transversely to the nominal 3.2.12.1 Discussion—Refer to Sec. 2.20, of National Insti-
direction of vehicle motion, and extending the full width of the tute of Standards and Technology (NIST) Handbook 44 (1)5 for
vehicle, about which the wheel(s) at both ends rotate. a definition of each type of weighing device. These devices are
usually subjected to field standard test weights at each locality
3.2.3 axle-group load, [lb (kg)], n—the sum of all tire loads
of use and are adjusted to indicate units of mass (See Sec. 3.2,
of the wheels on a defined group of adjacent axles; a portion of Appendix B, NIST Handbook 44).
the gross-vehicle weight.
3.2.13 weight, [lb (kg)], n—the external force of gravity
3.2.3.1 Discussion—An axle group can be defined in terms acting vertically downwards upon a body with a magnitude
of the number of axles included in the group and their equal to the body’s mass multiplied by the local acceleration of
respective interspaces. free fall.2
3.2.4 axle load [lb (kg)], n—the sum of all tire loads of the 3.2.13.1 Discussion—The force of gravity—thus, the accel-
wheels on an axle; a portion of the gross-vehicle weight. eration of free fall—is different at various locations on or near
the surface of Earth; therefore, weighing devices in commer-
3.2.5 dynamic vehicle tire force, [lb (kg)], n—the compo- cial use or in official use by government agencies for enforce-
nent of the time-varying force applied perpendicularly to the ment of traffic and highway laws or collecting statistical
road surface by the tire of a moving vehicle. information are usually used in one locality and are adjusted or
3.2.5.1 Discussion—In addition to the force of gravity, this calibrated to indicate mass at that locality. (1) The indicated
force can include the dynamic effects of influences such as road mass can be converted to weight (in units of force) by
surface roughness, vehicle acceleration, out-of-round tires, multiplying by the local value of the acceleration of free fall, if
dynamically-unbalanced wheels, tire inflation pressure, vehicle it is known. The conventional value adopted by ISO is 32.174
suspension and aerodynamic features, and wind. For purposes 049 ft/s2 (9.806 65 m/s2). Weight is a special case of force, as
of this specification, the WIM System shall be adjusted or weight is due only to the local force of gravity, which is always
calibrated to indicate the magnitude of the measured dynamic directed vertically downwards. For purposes of this
vehicle tire force in units of mass, lb (kg). (See 3.2.13.1). specification, and in accordance with common weighing
practice, the WIM System shall be adjusted or calibrated to
3.2.6 gross-vehicle weight, [lb (kg)], n—the total weight of indicate the magnitude of estimated weight and load in units of
the vehicle or the vehicle combination including all connected mass, pounds [avoirdupois] (kilograms), and the direction of
components; also, the sum of the tire loads of all wheels on the the associated force vector will always be downwards toward
vehicle. (See 3.2.13.1). the approximate center of Earth.
3.2.7 single-axle load, [lb (kg)], n—the load transmitted to 3.2.14 wheelbase, ft (m), n—the distance between the front-
the road surface by the tires of all wheels lying between two most and the rear-most axles on a vehicle or combination that
parallel transverse vertical planes 3.3 ft (1 m) apart, extending has the tires on these axles in contact with the road surface at
across the full width of the vehicle; a portion of the gross- the time of weighing.
vehicle weight. 3.2.15 wheel load, [lb (kg)], n—the sum of the tire loads on
all tires included in the wheel assembly on one end of an axle;
3.2.8 tandem-axle load, [lb (kg)], n—the total load trans-
a wheel assembly may have a single tire or dual tires.
mitted to the road surface by the tires on all wheels of two
consecutive vehicle axles that are more than 3.3 ft (1 m) and 3.2.16 WIM System, n—a set of sensors and supporting
not more than 8 ft (2.4 m) apart; a portion of the gross-vehicle instruments that measure the presence of a moving vehicle and
weight. the related dynamic tire forces at specified locations with
respect to time; estimate tire loads; calculate speed, axle
3.2.9 tire load, [lb (kg)], n—the portion of the gross-vehicle spacing, wheelbase, vehicle class according to axle
weight imposed upon the static tire at the time of weighing, arrangement, and other parameters concerning the vehicle; and
expressed in units of mass, due only to the vertically- process, display, store, and transmit this information. This
downward force of gravity acting on the total mass of the static standard applies only to highway vehicles.
vehicle.
4. Classification
3.2.10 tolerance, n—the defined limit of allowable depar-
ture of a value measured or estimated by a WIM system from 4.1 Types—WIM systems shall be specified to meet the
an accepted reference value. needs of the user for intended applications in accordance with
the following types. Exceptions and options may be specified
3.2.11 triple-axle load, [lb (kg)], n—the total load transmit- (See 1.3). All systems shall be designed to operate with the
ted to the road surface by the tires on all wheels of three local electrical power of the country (that is, 110V, ac, 60-Hz
consecutive vehicle axles, with not more than 12 ft (3.7 m) power in North America). Lightning protection for affected
between the two axles furthest apart; a portion of the gross- system components shall be provided by the vendor. The user
vehicle weight; also called tridem-axle load. may specify as options a completely battery-powered system or
3.2.12 weigh, v tr—to measure the tire load on one or more
tires by using a vehicle scale, an axle-load scale, a portable 5
The boldface numbers given in parentheses refer to a list of references at the
axle-load weigher, or a wheel-load weigher. end of the text.

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 E1318 − 09
battery-backup power in case of failure of normal power. All programmable by the user. Also, means shall be provided for
systems shall allow the user to select at the beginning of each rapid, efficient transfer of these data to files made available on
data-taking session the units of measurement: either U.S. a compatible host computer (furnished by either the user or the
customary units or SI units.2 The units setting shall remain vendor, as specified for the specific site by the user) at a remote
where last assigned unless changed by the user at the beginning location according to an appropriate time schedule and data
of a data-taking session. Load and weight values shall be format specified by the user. The vendor shall furnish,
expressed in units of mass: pounds [avoirdupois] in U.S. document, and support software for use on the host computer
customary units, or kilograms in SI units. The SI recommends for processing the transferred data items in such a way that all
expressing large values of mass in megagrams, Mg. In com- data items shown in Table 1 can be displayed in alphanumeric
mercial usage, which includes most applications and interpre- form for immediate review and subsequent use by the host
tations of WIM data, 1 Mg = 1000 kg = 1 metric ton = 1 tonne. computer user. This same software shall be provided on the
4.1.1 Type I—This type of WIM system shall be designed portable computer for use when it is processing data during
for installation in one or more lanes at a traffic data-collection calibration and testing. On-site presentation of a hard-copy of
site and shall be capable of accommodating highway vehicles all data items produced by the system shall be an optional
moving at speeds from 10 to 80 mph (16 to 130 km/h), feature (Option 1) of the system. Option 2 for this type of WIM
inclusive. For each vehicle processed, the system shall produce system shall additionally provide means for counting and for
all data items shown in Table 1. Provisions shall be made for recording hourly the lane-wise count of all vehicles traveling in
entering selected limits and tolerances for wheel, axle, axle- each lane, up to a maximum of ten lanes, at a data-collection
group (including bridge-formula grouping (2)) loads, gross- site, including lanes without WIM sensors. Option 3 shall
vehicle weight, and speed, and for detecting and indicating provide for counting, classifying (via axle arrangement), mea-
suspected violation of any of these limits by a particular suring the speed of, and recording the hourly totals concerning
vehicle. A feature shall be provided so that the user can all such vehicles by class (according to axle arrangement) and
determine whether or not the WIM system will prepare by lane of travel.
selected data items for display and recording. Use of this 4.1.2 Type II—This type of WIM system shall be designed
feature shall not inhibit the system from receiving and process- for installation in one or more lanes at traffic data-collection
ing data. Data shall be processed on-site in such a way that all sites and should be capable of accommodating highway
data items shown in Table 1, except Item 13, can be displayed vehicles moving at speeds from 15 to 80 mph (24 to 130 km/h),
in alphanumeric form for immediate review. This may be inclusive. For each vehicle processed, all data items shown in
accomplished by connecting a portable (for example, laptop) Table 1 except Item 1 shall be produced by the system. All
computer, furnished and supported by the vendor as a part of other features and options of the Type II WIM system shall be
the WIM-system equipment, directly to the on-site instruments.
identical to those described in 4.1.1 for the Type I WIM
Software on the host computer that supports the WIM system
system.
shall calculate ESALs (Item 13 in Table 1) as described at 5.9.
Means shall be provided for temporary, on-site storage of Data 4.1.3 Type III—This type of WIM system shall be designed
Items 1, 5, 6, 8, 9, 10, and 11 for each vehicle processed by the with sensors installed in one or more lanes off the main
WIM system, or for only those vehicles with a front-axle or a highway lanes at weight-enforcement stations, or in one or
front-wheel load that equals or exceeds a threshold value set more main highway lanes, to identify vehicles operating at
into the on-site system by the user at the beginning of a speeds from 10 to 80 mph (16 to 130 km/h), inclusive, that are
data-taking session, for example, 2000 lb (900 kg) wheel load. suspected of weight-limit or load-limit violation. For each
To any vehicle record for which Data Items 1, 5, 6, 8, 9, 10, and vehicle processed, the system shall produce all data items
11 are to be stored, an invalid-measurement code shall be shown in Table 1 except 7, 12, and 13 and shall also estimate
assigned when (1) the left-side and right-side wheel loads for acceleration while the vehicle is over the WIM-system sensors
an axle have a difference of 40 % or more; and (2) either of the (see 7.3.6.1). However, when the sensors are installed in the
wheel loads for such axle equals or exceeds 2000 lb (900 kg). main highway lane(s), the Type III system will not be required
Both the 40 % and the 2000 lb (900 kg) values shall be to measure vehicle acceleration. Provisions shall be made for
entering selected limits for wheel, axle, axle-group (including
bridge-formula grouping (2)) loads, and gross-vehicle weight
TABLE 1 Data Items Produced by WIM System
as well as speed and acceleration, and for detecting and
1. Wheel Load
2. Axle Load
indicating suspected violation of any of these limits by a
3. Axle-Group Load particular vehicle. Means shall be provided for automatically
4. Gross-Vehicle Weight controlling official traffic-control devices that will direct each
5. Speed
6. Center-to-Center Spacing Between Axles
suspect vehicle to a scale for confirmation weighing and guide
7. Vehicle Class (via axle arrangement) all non-suspect vehicles past the scale without stopping.
8. Site Identification Code Manual operation of these official traffic-control devices shall
9. Lane and Direction of Travel
10. Date and Time of Passage be included as a feature of the Type III WIM system.
11. Sequential Vehicle Record Number Information used in determining a suspected violation shall be
12. Wheelbase (front-most to rear-most axle) displayed in alphanumeric form for immediate review and
13. Equivalent Single-Axle Loads (ESALs)
14. Violation Code recorded permanently. Option 1 shall provide means for
presenting this information in hard-copy form if requested by

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the system operator. Option 2 may be specified to exempt the Table 2, no digit shall be retained that indicates less than 100
Type III WIM system from producing wheel-load information lb (50 kg) for load and weight, 1 mph (2 km/h) for speed, or 0.1
(Item 1 in Table 1) if this data item is not of interest for ft (0.03 m) for axle spacing and wheelbase.
enforcement. Option 3 for this type of WIM system shall 5.2 Vehicle Class—Vehicle classification according to axle
provide for recording the following data items shown in Table arrangement shall be accomplished by Type I and Type II WIM
1 for every vehicle processed by the system: 1 (2 in lieu of 1 systems. The vendor shall incorporate software within each
when Option 2 is specified), 5, 6, 8, 9, 10, and 11. These Type I and Type II WIM system for using the available
basic-data items allow subsequent computation of statistical WIM-system axle-count and axle-spacing information for
traffic data. estimating the Federal Highway Administration (FHWA) Ve-
4.1.4 Type IV—This type of WIM system has not yet been hicle Types described briefly in Table 3. See U.S. Department
approved for use in the United States, but for conceptual of Transportation Traffıc Monitoring Guide (2) for the com-
development purposes, it shall be designed for use at weight- plete description of FHWA Vehicle Types. The axle-spacing
enforcement stations to detect weight-limit or load-limit vio- values used for this process shall be associated with each
lations. Speeds from 2 to 10 mph (3 to 16 km/h), inclusive, vehicle classified via the software. The values shall be made
shall be accommodated. A Type IV system that uses tire-force readily accessible to the user, and a means shall be provided for
sensors (see 5.13) that support the entire tire-contact area(s) of the user to modify the values easily. The FHWA Vehicle Type
all tires on a wheel assembly simultaneously shall also be shall be indicated by the 2-Digit Code shown in Table 3. A
capable of indicating the wheel load(s), if applicable, and user-defined Vehicle Type Code 14 shall be provided for
individual axle loads for a stationary vehicle. For each vehicle application by the user. A Vehicle Type Code 15 shall be
that is processed, the system shall produce all data items shown applied to any vehicle that the software fails to assign to one of
in Table 1 except 7, 9, 12, and 13 and shall also estimate the types described.
acceleration (while the vehicle is over the WIM-system sen-
5.3 Site Identification Code—Provisions shall be made in
sors). Provisions shall be made for entering and displaying
Type I, Type II, Type III, and Type IV WIM systems for
selected limits for wheel, axle, axle-group (including bridge-
entering, displaying, and recording a ten-character alphanu-
formula grouping (2)) loads, and gross-vehicle weights as well
meric site identification code for each data-taking session. This
as speed and acceleration, and for detecting and indicating
code can be used to incorporate information required for
violation of any of these limits by a particular vehicle.
FHWA Truck Weight Data Collection(2).
Information used in determining a violation shall be displayed
in alphanumeric form for immediate review and recorded 5.4 Lane and Direction Code—A lane and direction-of-
permanently. Option 1 shall provide means for presenting this travel code for each vehicle processed by Type I, Type II, and
information in hard-copy form if requested by the system Type III WIM systems shall consist of a number beginning
operator. Option 2 may be specified to exempt the Type IV with 1 for the right-hand northbound or eastbound traffic lane
WIM system from producing wheel-load information (Item 1 and continuing until all the lanes in that direction of travel have
in Table 1) if this data item is not of interest for enforcement. been numbered; the next sequential number shall be assigned
to the lanes in the opposite direction of travel beginning with
5. Performance Requirements the left-hand lane and continuing until all lanes have been
5.1 Accuracy—Each type of WIM system shall be capable numbered. Provision shall be made for 12 numbers in the code.
of performing the indicated functions within the accuracy This code may be used to incorporate information required for
(3.2.1) shown in Table 2. A test method for determining FHWA Truck Weight Data Collection(2).
compliance with these requirements under prevailing site 5.5 Date—Date of passage shall be indicated numerically in
conditions is given in Section 7. The stated accuracy should be each vehicle record processed by Type I, Type II, Type III, and
maintained for ambient air temperatures at the WIM site from Type IV WIM systems. The date format(s) used by the WIM
–20 to 120°F (–28 to 50°C); however, the user shall specify at system to produce the vehicle record shall be clearly docu-
the time of system procurement the range of temperatures mented and defaulted to the generally accepted format in the
within which the WIM system must operate properly. The country of use. In the United States, the MM/DD/YYYY
vendor shall supply evidence that the system offered is capable format, where MM is the month, DD is the day, and YYYY is
of compliance. After computation of the data items shown in the year, is generally accepted.

TABLE 2 Functional Performance Requirements for WIM Systems

Tolerance for 95 % ComplianceA
Function Type IV
Type I Type II Type III
Value $lb (kg)B ±lb (kg)
Wheel Load ±25 % ±20 % 5000 (2300) 300 (100)
Axle Load ±20 % ±30 % ±15 % 12 000 (5400) 500 (200)
Axle-Group Load ±15 % ±20 % ±10 % 25 000 (11 300) 1200 (500)
Gross-Vehicle Weight ±10 % ±15 % ±6 % 60 000 (27 200) 2500 (1100)
Speed ±1 mph (2 km/h)
Axle-Spacing and Wheelbase ±0.5 ft (0.15 m)
A
95 % of the respective data items produced by the WIM system must be within the tolerance.
B
Lower values are not usually a concern in enforcement.

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TABLE 3 FHWA Vehicle Types to compute ESALs. Every Type I and Type II WIM system
2-Digit Code Brief Description shall include software on the host computer for performing the
01 Motorcycles computation of ESALs by the method described in 5.9.3.
02 Passenger Cars
03 Other Two-Axle, Four-Tire Single Unit Vehicles 5.9.1 Computation of LEFs—Equations for calculating the
04 Buses AASHTO axle load equivalence factor (LEF) for each axle
05 Two-Axle, Six-Tire, Single Unit Trucks
06 Three-Axle, Single Unit Trucks
type (single, tandem, triple) and load are presented in Annex
07 Four-or-More Axle Single Unit Trucks A1. These equations may be used to calculate directly the LEF
08 Four-or-Less Axle Single Trailer Trucks for an individual axle load and type, terminal serviceability,
09 Five-Axle Single Trailer Trucks ¯ for flexible or D for
10 Six-or-More Axle Single Trailer Trucks and pavement strength characteristic (SN
11 Five-or-Less Axle Multi-Trailer Trucks rigid) in lieu of using the tabular (previously calculated from
12 Six-Axle Multi-Trailer Trucks the equations for selected increments of the variables) values
13 Seven-or-More Axle Multi-Trailer Trucks
presented in the AASHTO pavement design guides (see 2.2).
The equations were derived from statistical analysis of data
taken during the AASHO (now AASHTO) Road Test (3, 4);
5.6 Time—Time of passage shall be indicated numerically therefore, the applicability of the equations to model the
for each vehicle processed by Type I, Type II, Type III, and relationship among the included variables is limited to the
Type IV WIM systems in the following format: hh:mm:ss, nature and range of each variable that was observed at the
where hh is the hour beginning with 00 at midnight and AASHO Road Test. The axle load that was included as a
continuing through 23, mm is the minute, and ss is the second. variable in the derivation of the regression equations was only
the load on axles of the test trucks that were called load axles.
5.7 Vehicle Record Number—Type I, Type II, Type III, and The observed change in pavement serviceability that resulted
Type IV WIM systems shall provide sequential-numbering from the steering axle on each test truck, except pickup-type
(user-adjustable) for each recorded vehicular data set. trucks, that was run at the AASHO Road Test was not assessed
5.8 Wheelbase—Type I and Type II WIM systems shall separately, but was incorporated into that which was attributed
compute wheelbase as the distance between the front-most and in the regression equations to the loads on the other axles
the rear-most axles on the vehicle or combination that has the (single or tandem) on each test truck. The steering axle and the
tires on these axles in contact with the road surface at the time rear axle on pickup-type test trucks were both called load axles
of weighing. This value shall be rounded to the nearest 0.1 ft and provided data points for direct inclusion of the effects of
(0.03 m) before display or recording. 2000-lb single-tire, single-axle loads in developing the regres-
5.9 ESALs—Type I and Type II WIM systems shall compute sion equations.
Equivalent Single-Axle Loads (ESALs) using American Asso- 5.9.2 Applying LEFs to Compute ESALs: Method Using
ciation of State Highway and Transportation Officials AASHO Road Test Concepts—By AASHTO’s concept, Equiva-
(AASHTO) axle load equivalence factors (see 2.2, Annex A1, lent Single Axle Loads (ESALs) are the cumulative number of
and (3, 4, 5, 6)) for single, tandem, and triple axles for flexible applications of an 18 000-lb single-axle load (a common
or for rigid pavements. Provision shall be made for the user to denominator) that will have an equivalent effect on pavement
select one of these pavement types for application at the serviceability of a specified pavement structure as all applica-
beginning of any given data-processing session. The computa- tions of the axle loads on single, tandem, and triple axles on all
tions must be made using only U.S. customary units. Software vehicles in a defined mixed-traffic stream. AASHTO ESALs
on the host computer that supports the WIM system shall are determined by calculating the LEF for each axle set on all
compute the total ESALs for each vehicle or vehicle combi- vehicles in a measured or assumed mixed-traffic stream ac-
nation and prepare these data for display as part of each vehicle cording to its axle type (single, tandem, or triple) and magni-
record. When displayed, this value shall be rounded to two tude of load for a defined pavement structure and terminal
significant digits following the decimal and presented in the serviceability, and summing the LEFs. Except for axle loads of
following format: FESAL = for flexible pavements, and 2000 lb or less on the axles of two-axle vehicles, the LEF
RESAL = for rigid pavements. The parameter for serviceability calculated for a single axle is not applicable to the steering axle
at the end of time t, pt, shall be adjustable by the user, but 2.5 in calculating ESALs. The nominal values of steering axle
shall be programmed as a default value. Similarly, the value for loads at the AASHO Road Test ranged from 2000 to 12 000 lb.
structural number SN ¯ used for computing flexible pavement Thus, no steering axle load exceeded 12 000 lb, nominal. So,
equivalence factors shall be user adjustable, but shall be for steering axles loaded to less than 12 000 lb (as at the
defaulted to 5.0 (see 2.2). The value for thickness of rigid AASHO Road Test) no LEF should be applied to the steering-
pavement slab, D, used in computing rigid pavement equiva- axle load; its effect has already been accounted for. But, for
lence factors shall be user adjustable, and shall be defaulted to steering axles loaded to 12 000 lb or more (not used at the
9.0 in. (see 2.2) in the WIM-system program. Provision shall AASHO Road Test), an appropriate, single-tire LEF should be
be made in the program to list on demand all parameters applied, and these ESALs should be accumulated along with
actually utilized in the ESAL computation during any given those from the other (non-steering) axle(s) on the vehicle. (6)
data-processing session. The user shall specify the method(s) 5.9.3 Applying LEFs to Compute ESALs: Method Used for
(see 5.9.2 and 5.9.3) that will be provided by the vendor in the the Examples in AASHTO Guides—The method that is illus-
WIM-system software on the host computer for applying LEFs trated by numerical examples shown in 2.2 for applying load

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equivalence factors in calculating ESALs have been followed manual entry of a user-assignable three-digit code into any
by state agencies and FHWA since 1972. So that ESALs values vehicular data set prior to recording.
comparable to those already on file will be produced by future 5.13 Tire-Force Sensor—As the tires of a vehicle being
WIM systems that comply with this specification, the illus- weighed in motion might travel anywhere between the instru-
trated methodology shall, as a minimum, be implemented in mented traffic lane edges, it is necessary for the magnitude of
every such system. In the numerical examples in the guides, the the signal from the tire-force sensor(s) in the lane to be the
steering axle is considered to be a “single” axle along with same (within tolerance) for a given applied tire force(s),
other single axles on a vehicle. In calculating the total ESALs regardless of the lateral position of the tire(s) within the lane,
for all vehicles in an observed or assumed mixed-traffic stream, if consistent load and weight estimates are to be made by a
for each vehicle class, the number of axles, according to axle WIM system.
type, in various load classes is listed, and then a tabular value 5.13.1 Therefore, the user shall specify that every tire-force
(calculated from the regression equations by using the middle sensor installed for use with a Type I, Type III, or Type IV
value in the load range) for the “Traffic Equivalency Factor” WIM system shall be certified by the vendor to have been
(called herein a Load Equivalence Factor, LEF) is multiplied tested prior to installation and found to produce signals that
by the number of observed axles, according to axle type, in were linearly proportional, within 2 % of the applied load, to a
each load class to yield the “A 18 Kip EAL’s” (Average 18-Kip simulated tire load. The simulated tire load shall be applied at
Equivalent Axle Loads) attributable to each axle type for all three levels: 10, 50, and 90 % of rated sensor capacity. Each
observed axles. The sum of the EALs for all observed axles is level of applied load shall be measured such that its magnitude
divided by the number of observed vehicles in the class to yield is known to be within 0.25 % of its true value, for example, via
an average number of equivalent axle loads, EALs, per vehicle a NIST-certified load cell. Loads shall be applied at the
of that class. approximate longitudinal center (in the direction of traffic
5.10 Violations—Violations of all user-set parameters shall movement) of the sensor and at three equally spaced intervals
be determined by Type I, Type II, Type III, and Type IV WIM laterally between the ends of each half-lane-width portion
systems. A 2-character violation code, such as shown in Table (nominally, 6 ft (1.8 m)) of the sensor. The maximum allowable
4, shall be used for each detected violation and shall be difference (tolerance) between the highest and the lowest of the
included in the displayed data. Provision shall be made for the three signal values recorded at any load level shall be 2 % of
user to define up to 15 violation codes. An additional optional the highest value.
feature that calls attention to any data items that are in violation 5.13.2 The user shall specify that every sensor, usually a
of user-set limits may be specified by the user, for example, piezo-type axle-load sensor, nominally 12 ft (3.6 m) long to
flashing, underlining, bold-facing, or audio tones. cover a full lane width, installed for use with a Type II WIM
5.11 Acceleration—Type III and Type IV WIM systems system shall be certified by the vendor to have been tested
shall measure vehicle acceleration, which is a change in under known impact loads applied at multiple, evenly-spaced
velocity. Negative acceleration is also called deceleration. The intervals of 1 ft (0.3 m) or less along the length of the sensor
forces acting on a vehicle to produce acceleration can effect prior to installation and found to meet Class I signal-uniformity
significant change in the distribution of the gross-vehicle tolerances (better than seven percent) (7).
weight among the axles and wheels of the vehicle as compared
to the distribution when the vehicle is static. Therefore, any 6. User Requirements
severe acceleration while the vehicle is passing over the 6.1 Site Conditions—In order for any WIM system to
WIM-system sensors can invalidate wheel and axle loads perform properly, the user must provide and maintain an
estimated by the system. Average acceleration of 2 ft/s2 (0.6 adequate operating environment for the system’s sensors and
m/s2) or greater during the time that the wheelbase (see 5.8) of instruments. System performance is degraded by less-than-
the vehicle is passing over the tire-force sensors should be ideal site conditions, even though the WIM-system sensors,
considered as a violation. This value shall be user-adjustable, instruments, and algorithms are capable of high-quality perfor-
but the vendor shall program 2 ft/s2 (0.6 m/s2) as the default mance. Thus, construction or selection of each WIM site as
value in these WIM systems. well as monitoring and appropriate maintenance of the site and
5.12 User-Assignable Code—For Type I, Type II, Type III, the sensors, are vital to WIM system performance, testing, and
and Type IV WIM systems, provision shall be made to allow evaluation. The following site conditions, or better, shall be
provided by the user if the performance criteria given in this
TABLE 4 Violation Code specification are to be consistently realized. The user can
Violation Code
require quality of performance only in proportion to the quality
Wheel Load WL
of the site conditions provided.
Axle Load AL 6.1.1 Horizontal Alignment—The horizontal curvature of
Axle—Group Load AG the roadway lane for 200 ft (60 m) in advance of and 100 ft (30
Gross-Vehicle Weight GV
Bridge—Formula Load BF m) beyond the WIM-system sensors shall have a radius not less
Over Speed OS than 5700 ft (1.7 km) measured along the centerline of the lane
Under Speed US for all types of WIM systems.
Acceleration AC
Deceleration DE 6.1.2 Longitudinal Alignment (Profile)—The longitudinal
gradient of the road surface for 200 ft (60 m) in advance of and

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 E1318 − 09
100 ft (30 m) beyond the WIM system sensors shall not exceed
2 % for Type I, Type II, and Type III WIM-system installations,
and shall not exceed 1 % for Type IV installations.
6.1.3 Cross Slope—The cross-slope (lateral slope) of the
road surface for 200 ft (60 m) in advance of and 100 ft (30 m)
beyond the WIM-system sensors shall not exceed 3 % for Type
I, Type II, and Type III WIM system installations, and shall not
exceed 1 % for Type IV installations.
6.1.4 Lane Width and Markings—The width of the paved
roadway lane for 200 ft (60 m) in advance of and 100 ft (30 m)
beyond the WIM-system sensors shall be between 12 and 14 ft
(3.6 and 4.3 m), inclusive. For Type III, except those with
sensors in the main highway lanes, and Type IV WIM systems,
the edges of the lane throughout this distance shall be marked
with solid white longitudinal pavement marking lines 4 to 6 in.
(100 to 150 mm) wide. At least 3 ft (1 m) of additional clear
space for wide loads shall be provided on each side of the
WIM-system lane.
6.1.5 Surface Smoothness—To allow reliable WIM-system
performance within the tolerances shown in Table 2, the
surface of the paved roadway 200 ft (60 m) in advance of and
100 ft (30 m) beyond the WIM-system sensors shall be smooth
before sensor installation and maintained in a condition such FIG. 1 Straightedge Positions
that a 6-in. (150-mm) diameter circular plate 0.125-in. (3 mm)
thick cannot be passed beneath a 16-ft (5-m) long straightedge
when the straightedge is positioned and maneuvered in the E867 for definitions of pavement types.) The surface of every
following manner: such rigid pavement should be ground smooth after curing and
6.1.5.1 Beginning at the longitudinal center of the WIM- before the WIM sensors are installed approximately 200 ft (60
system sensors, or sensor array, place the straightedge along m) beyond the beginning of the ground-smooth pavement
each respective lane edge with the end furthest from the section. The user should assure that the skid resistance (See
sensors at the distances from the longitudinal center of the Terminology E867) of the surface after grinding is at least as
sensors as indicated below. Then pivot the straightedge about good as that of the adjacent surfaces. At a site with flexible
this end, and sweep the end nearest the sensors between the pavement, a 50-ft (15-m) long section comprising full-depth-
lane edges while checking clearance beneath the straightedge asphalt, or black-base, design should be considered for instal-
with the circular plate. Apply the procedure to the road surfaces lation at each end of the Portland cement concrete pavement
both in advance of and beyond the sensors. structure to effect a stiffness transition between the two
Lane
pavement structural types.
Longitudinal distance from Center of Sensors, ft (m)
Edge 6.1.7 Instrument Environment—The user shall provide and
16, 25, 38, 51, 64, 77, 90, 103, 116, 129, 142, 155, 168, maintain a climatic environment for the WIM-system instru-
181, 194, 207
Right
(5, 8, 12, 16, 20, 23, 27, 31, 35, 39, 43, 47, 51, 55, 59, ments in accordance with those specified by the user and
63) agreed upon by the system vendor.
16, 30, 43, 56, 69, 82, 95, 108, 121, 134, 147, 160, 173, 6.1.8 Power—The user shall provide and maintain an ad-
186, 199, 212
Left
(5, 9, 13, 17, 21, 25, 29, 33, 37, 41, 45, 49, 53, 57, 61, equate electrical power supply at each WIM site, or specify an
65) optional battery-powered system as described in 4.1, or both.
6.1.6 Pavement Structure—The user shall provide and 6.1.9 Data Communication—The user shall provide and
maintain an adequate pavement structure and surface smooth- maintain an adequate data communication link between the
ness to accommodate the WIM-system sensors throughout WIM site and the remote host computer where data will be
their service life and shall install and maintain the sensors in processed. This link can also serve to monitor the performance
accordance with the recommendations of the system vendor. of the WIM system and adjust its settings from a remote
Experience has indicated that a Portland cement concrete (also location.
called rigid) pavement structure generally retains its surface 6.1.10 Temperature Range—The user shall specify the rea-
smoothness over a longer period of time than a bituminous sonable maximum and minimum ambient air temperatures in
(also called flexible) pavement structure under heavy traffic at which the WIM system being procured will be operated, and
a WIM site. Consideration should be given to providing a the vendor shall supply evidence that the system offered is
300-ft (90-m) long continuously reinforced concrete pavement capable of performing properly within this temperature range.
(CRCP) or a jointed concrete pavement (JCP), with transverse 6.2 Options, Exceptions, and Additional Features—Any
joints spaced 16 ft (5 m) or less apart, at permanent WIM sites desired optional features described in Sections 4 and 5, any
on freeways and principal arterial highways. (See Terminology exceptions, and any additional features of the WIM system

7
 E1318 − 09
shall be specified by the user. The user shall also specify the responsibility for inadequate WIM-system performance can lie
data items to be included in the display, the number of vehicle with the vendor, the user, or both.
records to be displayed simultaneously, and whether the ability 6.4.2 On-Site Acceptance/Verification Test—The On-Site
to hold a selected record(s) on display without interference Acceptance/Verification Test described in 7.6 may be used in
with continuous data taking by the system is required. The user lieu of a full Type-Approval Test under the circumstances
should note that the number of data items selected will affect outlined in 6.4.1. It is an abbreviated form of the Type-
the number of vehicle records that can be displayed simulta- Approval Test that indicates primarily the effects of the
neously. prevailing site conditions upon the performance of a capable
6.3 Recalibration—The user shall recalibrate every WIM WIM system.
system following any significant maintenance or relocation.
Recalibration shall be performed no less frequently than 7. Test Methods for WIM System Performance
annually. Abrupt or unusual changes in data patterns can also 7.1 Scope—Test methods for evaluating the performance of
indicate the need for recalibration. Recalibration of system each type of WIM systems are presented in this section.
Types I, II, and III shall be performed in accordance with the Procedures are given for conducting a Type-Approval Test (see
method presented in 7.5, and system Type IV shall be recali- 7.2, 7.3, 7.4) for any new or modified type or model WIM
brated in accordance with the method presented in 7.4.5 to system, and an On-Site Acceptance/Verification Test (see 7.6)
ensure consistent performance. for newly-installed or recently-modified equipment at a site or
6.4 Acceptance Test—As part of every new WIM system for verifying the performance of an in-service system at the
procurement contract, or any major modification contract on an site. Also included in this section is a Calibration Procedure for
existing system, the user shall specify the test method and the on-site calibration (see 7.5)—to remove as much bias as
schedule for testing that will be accomplished prior to final practicable from the weight, load, speed, axle-spacing, and
acceptance by the user and final payment to the vendor. This wheelbase estimates—to be used at the time of system instal-
test shall be conducted on-site by the user or the user’s lation or whenever site conditions or equipment have changed.
authorized representative in cooperation with the vendor, after Both test methods and the calibration procedure require weigh-
the system has been installed or modified and calibrated (see ing and measuring static vehicles to determine reference values
7.5). The specification shall state clearly the proportions of against which WIM-system-estimated values will be com-
initial-calibration and acceptance-test expenses to be borne by pared. The recommended procedure for weighing static ve-
the user and by the vendor, including the expenses for hicles is outlined next.
providing and operating test vehicles and for traffic control. 7.1.1 Apparatus for Weighing Static Vehicles—All apparatus
The On-site Acceptance/Verification Test described in 7.6 may used for weighing static vehicles shall be certified as meeting
be referenced for this purpose. the applicable maintenance tolerance specified in NIST Hand-
6.4.1 Implications of a Type-Approval Test—The book 44 (1) within 30 days prior to use. When wheel-load data
acceptance-test specification should require that the WIM are required from the WIM system, the corresponding refer-
system being offered by the vendor pass a rigorous Type- ence tire-load values for Type I, Type III, and Type IV WIM
Approval Test, conducted under excellent site conditions (see systems shall be determined with wheel-load weighers that
6.1), to demonstrate that the system is capable of performing meet the respective tolerance specification of NIST Handbook
adequately under such conditions. This test verifies the func- 44. (1) The minimum number of wheel-load weighers required
tionality of all features of the system, as well as its highest is 2 and the preferred minimum number is 6. Alternatively, an
potential accuracy when the sensors are subjected to loads from axle-load scale or a multi-platform vehicle scale that has
a wide range of vehicle types. If the vendor provides credible approaches and aprons adjacent to the load-receiving plat-
evidence that the type and model of system being offered has form(s) that can support the tire-pavement contact surfaces of
already successfully passed the applicable Type-Approval Test all tires on the vehicle being weighed as described in 7.1.2 may
described in Section 7 and the user provides site conditions that be used to weigh wheel loads on one end of an axle by
meet or exceed those given in 6.1, the system will be expected positioning the wheel(s) on the other end of the axle on the
to perform at the site within the tolerances stated in Section 5. adjacent apron. When this alternative technique is used, the
If it fails to perform within these tolerances in an on-site wheel loads on both ends of the axle shall be determined, and
acceptance test where the site conditions meet or exceed those then used only to apportion the measured axle load between the
given in 6.1, the indication is that the installed system is faulty wheels on each end of the axle. When wheel-load data are not
and the vendor shall be responsible for corrective action. required, axle-load scales, multi-platform vehicle scales, por-
However, if the vendor does not provide evidence of previous table axle-load weighers, or a pair of wheel-load weighers that
Type-Approval testing, the user will not be assured of the meet the respective tolerance specification of NIST Handbook
capability of the system and shall either require conduct of a 44, (1) shall be used for obtaining reference tire-load values for
Type-Approval Test (expenses to be negotiated) wherein the Type II and Type III WIM systems. Either an axle-load scale or
user shall provide appropriate site conditions (see 6.1), or reach a multi-platform vehicle scale, along with wheel-load weighers
an agreement with the vendor before the on-site acceptance test if required, shall be used for measuring reference tire-load
begins as to the specific, quantified tolerance values that will be values for Type III and Type IV WIM systems.
acceptable if the site conditions provided by the user do not 7.1.2 Use of Apparatus for Weighing Static Vehicles—The
meet or exceed those given in 6.1. In the latter case, the tire-pavement contact surfaces of all tires on the vehicle being

8
 E1318 − 09
weighed shall be within 0.25 in. (6 mm) of a plane passing loads to determine wheel, axle, and tandem-axle loads as well
through the load-receiving surface(s) of the multi-platform as gross-vehicle weight each time the vehicle is weighed. After
vehicle scale, wheel-load weighers, portable axle-load summation, round each calculated value to the nearest 100 lb
weighers, or axle-load scales whenever any tire-load measure- (50 kg) before recording it.
ment is made. The maximum slope of this plane from horizon- 7.1.3.3 Calculate the arithmetic mean and round it to the
tal shall be 2 %. Suitable blocking or mats may be utilized, or nearest 100 lb (50 Kg) for all wheel load, axle-load, tandem-
the weighing device(s) may be recessed into the pavement axle-load, and gross-vehicle-weight values that resulted from
surface to provide the required vertical orientation of the weighing each test vehicle three or more times; also calculate
tire-pavement contact surfaces. When wheel-load information the difference in percent (truncate to an integer value) from this
is required, wheel and axle load shall be measured simultane- mean of each individual value used in calculating the respec-
ously using a pair of wheel-load weighers. When wheel-load tive mean.
information is not required, axle-load shall be determined by 7.1.3.4 Compare these percent differences from the mean to
positioning each axle to be weighed either simultaneously or the following specified limits for each applicable load or
successively on an axle-load scale(s), a multi-platform vehicle weight value for each test vehicle: gross-vehicle weight =
scale, a portable axle-load weigher(s), or a pair(s) of wheel- 62 %, tandem-axle load = 63 %, axle load = 64 %, and
load weighers. Axle-group load shall be determined either by wheel load = 65 %. These limits define a practicable range
positioning all axles in the group simultaneously on the into which an individual observation must fall in order to
required number of weighing devices (preferred) or by succes- demonstrate that the weighing process for the static vehicle is
sively positioning each axle in the group on a pair of producing results that are suitable for use as reference-value
wheel-load weighers or on an axle-load weighing device. The loads and weights against which WIM-system estimates will be
number of movements of the vehicle to accomplish the evaluated.
successive tire-load measurements shall be minimized. A
7.1.3.5 If any measured or calculated load or weight value
tire-load measurement shall be made only when the brakes of
exceeded the specified range, correct deficiencies in the
the vehicle being weighed are fully released and all tires are
reference-value weighing process and weigh each test vehicle
properly positioned on the load-receiving surface(s) of the
a minimum of three more times.
weighing device(s). Suitable means (for example, chocks) shall
be used to keep the tires properly positioned while the brakes 7.1.3.6 Repeat 7.1.3.5 until the weighing process yields
are released. Gross-vehicle weight shall be the sum of all wheel reference-value loads and weights that are within the specified
loads or axle loads for the vehicle. No tire-load measurement range.
shall be taken until oscillations induced by inertial forces (for 7.1.3.7 For reference-value loads and weights against which
example, via a load of undulant liquid) of the vehicle have to compare WIM-system estimates, use the calculated arithme-
subsided to a point that indicated tire load is changing less than tic mean value (rounded to the nearest 100 lb (50 kg)) for the
three scale divisions in 3 s. If more than 6 s are required to respective wheel load, axle-load, tandem-axle-load, and gross-
reach this stable condition when making any tire-load mea- vehicle-weight values that resulted from successfully weighing
surement after the brakes on the vehicle being weighed are each test vehicle three or more times. Record these mean
fully released, the vehicle shall be eliminated from the Test values for future reference.
Unit for Type-Approval Test Loading. (see 7.2.4, 7.3.4, and 7.2 Type-Approval Test for Type I and Type II WIM Systems:
7.4.4.)
7.2.1 Scope—The Type-Approval Test described here is for
7.1.3 Procedure for Weighing and Measuring Test Vehicles evaluating the performance capabilities of a new type or model
to Obtain Reference Values—Two test vehicles (see 7.5.3) are WIM system under excellent site conditions and under traffic
used for the Calibration Procedure, the Type-Approval Test, loading that is representative of that which will be of interest
and the On-Site Acceptance/Verification Test. The following where Type I and Type II WIM systems will usually be applied.
procedure shall be applied for obtaining reference load, weight, Performance requirements for each type of WIM system are
axle-spacing, and wheelbase values for each of the two static given in Section 5 of this specification, and associated user
test vehicles. requirements are given in Section 6. The WIM system being
7.1.3.1 Measure the distance between adjacent axles on evaluated in the Type-Approval Test shall be subjected to a
each test vehicle and record these data to the nearest 0.1 ft loading test unit comprising two test vehicles (see 7.5.3) plus
(0.03 m) as axle-spacing reference values. Also, measure approximately 51 additional vehicles selected from the traffic
directly the distance between the front-most and the rear-most stream at the Type-Approval Test site. Other types of vehicles
axles on each test vehicle and record these data to the nearest may be added to the loading test unit by the user who is
0.1 ft (0.03 m) as wheelbase reference values. conducting the test at any Type-Approval Test site where large
7.1.3.2 Weigh each test vehicle a minimum of three times, numbers of vehicles in classes not already included are
with brakes released, as described in 7.1.1 and 7.1.2 to measure operating. Likewise, the user conducting the test may eliminate
tire loads for the wheel(s) on each end of every axle on the vehicles of a particular class(s) from the loading test unit if
static vehicle. Move the vehicle completely away from the none appears at the site within a practicable duration of the test.
scale or weigher before beginning a new set of tire-load For each vehicle eliminated, one of another class prevalent at
measurements, and always approach the weighing devices the site shall be added to maintain a total of 51 additional
from the same direction for weighing. Sum the applicable tire vehicles in the loading test unit. Vehicles determined to be

9
 E1318 − 09
carrying a shifting or undulating load at the time of reference- TABLE 5 Composition of Test Unit for Type-Approval Test
value weighing (see 7.1.2) may also be eliminated. Another Loading of WIM Systems
vehicle of the same class shall be substituted for the one Number of Selected Vehicles
Vehicle Class
(Total = 51)
eliminated. The two test vehicles, that will make multiple
05 5
passes over the WIM-system sensors at the minimum and at the 06 5
maximum speed specified by the user between 10 and 80 mph 08 (2S1)A 4
(16 and 130 km/h), and at intermediate speeds, provide a basis 08 (2S2) 4
08 (3S1) 4
for evaluating the performance of the WIM system over a 09 (3S2) 20
range of speeds. The additional vehicles included in the 11 (2S1-2) 3
loading test unit serve the function of subjecting the WIM 12 (3S1-2)B 3
13 3
system to loading by a representative variety of vehicle classes. A
Two-axle tractor, single-axle semi trailer.
All vehicles comprising the loading test unit (see 7.2.4) shall be B
Three-axle tractor, single-axle semi trailer, two-axle full trailer.
weighed statically on certified weighing devices as described in
7.1.1, 7.1.2, and 7.1.3 at a suitable site within reasonable
proximity to the Type-Approval Test site.
7.2.2 Significance and Use—Interpretation of the results 7.2.6.1 As a joint effort between the user (or a recognized
from the Type-Approval Test will allow the user to determine representative of user’s interests) and the vendor, select the
whether the tested Type I or Type II WIM system is capable of best available WIM-system site that, as a minimum, meets the
meeting or exceeding the performance requirements stated in applicable requirements stated in 6.1.
Section 5. This can also indicate the potential upper limit of 7.2.6.2 Ensure that a site for weighing vehicles statically
performance that can be achieved by the particular type and and measuring the center-to-center spacing between adjacent
model of system, as the road surface conditions that potentially axles and wheelbase (see 7.1.3.1) is available within a reason-
affect the location and magnitude of dynamic tire forces able distance of the WIM site, where traffic can be controlled
significantly, shall be the best available for conducting the safely and the two test vehicles can turn around safely and
Type-Approval Test and shall, as a minimum, satisfy the user conveniently for making multiple passes. Obtain approval from
requirements given in Section 6. the public authority having jurisdiction over the site for the
traffic control procedures, including permission to exceed the
7.2.3 Site for Type-Approval Test—Both the user (or a
legal speed limit if applicable (see 7.5.5.3), that will be used
recognized representative of user’s interests) and the vendor
during testing. Provide facilities at this site for weighing all
shall approve the Type-Approval Test site as well as the
vehicles in the loading test unit (see 7.1.1). Document the
WIM-system installation prior to conducting the test. The
location of the static weighing site and describe the facilities
actual road-surface and WIM-system sensor conditions that
that were actually utilized at this site in the test report,
prevail in each lane during type-approval testing shall be
including certification requirements per 7.1.1.
documented in terms that verify compliance with the user
7.2.6.3 Install the WIM system in accordance with the
requirements given in 6.1.
vendor’s recommendations and execute the calibration proce-
7.2.4 Test Unit for Type-Approval Test Loading—The test dure that is presented in 7.5.
unit for loading the WIM system being evaluated in the 7.2.6.4 After agreement by both the user and the vendor,
Type-Approval Test shall comprise two test vehicles (see 7.5.3) install the settings defined in 7.5.5.6 on the WIM-system.
that will make multiple runs over the WIM-system sensors at 7.2.6.5 Using traffic control procedures approved by the
prescribed speeds along with 51 additional vehicles selected in appropriate public authority and other reasonable safety
random order from the traffic stream at the Type-Approval Test precautions, have each test vehicle make five or more runs over
site. Each of the additional vehicles will be weighed once the sensors in each lane at an attempted speed approximately 5
statically as described in 7.1.1 and 7.1.2 and will have the mph (8 km/h) less than the maximum speed, and then five or
center-to-center spacing between adjacent axles and wheelbase more additional runs at an attempted speed approximately 5
measured and recorded (see 7.1.3.1). Wheel-load data are not mph (8 km/h) greater than the minimum speed, used during
required for the 51 additional vehicles. The number of addi- calibration (see 7.5.5.3). At each speed, one or more runs shall
tional vehicles in each Vehicle Class (see 5.2) to be selected in be made with the test vehicle tires near the left-hand lane edge,
random order from the traffic stream for inclusion in the test and one or more runs with the test vehicle tires near the
unit is shown in Table 5. See 7.2.1 concerning modification of right-hand lane edge. The other runs shall be made with the test
the loading test unit. vehicle approximately centered in the lane. Weigh each test
7.2.5 Calibration—Within 48 h prior to beginning the Type- vehicle statically after or before every run over the WIM
Approval Test, the WIM system shall be calibrated in accor- sensors (see 7.1.2). Do not determine wheel loads, axle-
dance with the calibration procedure presented in 7.5. spacing, or wheelbase for every run. Record all data, and
7.2.6 Procedure—The user shall be in responsible charge correlate the WIM-system vehicle record number for every run
and shall include the following steps in conducting the Type- of each test vehicle with the corresponding static weighing
Approval Test. record.

10
 E1318 − 09
7.2.6.6 The reference-value vehicle speed for each run of the vehicle. For WIM systems that do not produce estimates of
each test vehicle over the WIM-system sensors shall be wheel loads, sum the appropriate axle loads to calculate
determined by either: 1) dividing wheelbase (measured on the axle-group loads and gross-vehicle weight if wheel-load
static test vehicle to the nearest 0.1 ft (0.03 m) (see 7.1.3.1) by weighers are not used. If wheel-load weighers are used, use the
the time interval (measured to the nearest ms) between when procedure stated above for summing tire loads. Reference-
the tires on the front-most axle and when those on the value speed shall be calculated as described in 7.2.6.6.
rear-most axle of the moving test vehicle actuated a designated Reference-value axle -spacing and wheelbase are determined
tire-force sensor, or 2) calculating an adjusted speed for the as described in 7.1.3.1.
vehicle that made the test run, that is, [multiply WIM speed by 7.2.7.2 Procedure for Calculating Percent of Non-
(reference-value wheelbase / WIM wheelbase)]. Complying Data Items—For each data item produced by the
7.2.6.7 Make the calculations shown in 7.2.7 for the 20 or WIM system and shown in Table 2, calculate the difference or
more runs (five or more runs at two speeds by two vehicles) of the percent difference in the WIM-system value and the
the test vehicles and compare the functions and performance of corresponding reference value by using the following relation-
the WIM system with all specification requirements, including ships. Difference, D, in speed (mph (km/h)), axle-spacing (ft
speed, axle spacing, and wheelbase. Use reference values for (m)), and wheelbase (ft (m)):
speed (7.2.6.6) and axle spacing and wheelbase (7.1.3.1) that D 5 ~C 2 R! (1)
were determined separately for these calculations. See Section Difference, d, in loads and weight (%):
4 for functions and Section 5 for performance tolerances.
d 5 100@ ~ C 2 R ! /R # (2)
7.2.6.8 If any WIM-system function fails or more than 5 %
of the load, weight, axle-spacing, or wheelbase values resulting where:
from all test-vehicle runs fail to satisfy the specification, the d = difference in the value of the data item produced by the
user who is responsible for conducting the Type-Approval Test WIM system and the corresponding reference value
shall decide whether to continue the test. In making this expressed as a percent of the reference value,
decision, the user shall consider that at least 95 % of all C = value of the data item produced by the WIM system, and
WIM-system-estimated values from the runs already made by
the two test vehicles plus values from the runs that will be R = corresponding reference value for the data item.
made by the 51 additional vehicles must meet the specified 7.2.7.3 Determine the number of calculated differences that
tolerances for the system to be type approved. exceeded the tolerance value shown in Table 2 for each data
7.2.6.9 If continuation is approved, select vehicles from the item and express this number as a percent of the total number
traffic stream to complete the makeup of the test unit for of observed values of this item by the following relationship:
Type-Approval Test loading as specified in 7.2.4.
P de 5 100@ n/N # (3)
7.2.6.10 Allow each of the selected vehicles to pass over the
WIM-system sensors at normal speed and require each vehicle where:
to stop for weighing (see 7.1.1 and 7.1.2) and for measurement Pde = percent of calculated differences that exceeded the
of axle spacing and wheelbase (see 7.1.3.1). Wheel-load specified tolerance value,
measurements for the 51 additional vehicles are not required. n = number of calculated differences that exceeded the
7.2.6.11 Make the calculations shown in 7.2.7 and compare specified tolerance value, and
the performance of the WIM system with the specification N = total number of observed values of the data item.
requirements stated in Section 5 for the two test vehicles and Truncate Pde to an integer value.
the remainder of the vehicles in the Type-Approval Test 7.2.8 Interpretation of Test Results and Report—If any
loading unit (see 7.2.4). specified WIM-system function failed, or if more than 5 % of
7.2.6.12 Interpret and report the results as described in the calculated differences for any applicable data item (speci-
7.2.8. fied in Section 4) resulting from all passes of the two test
7.2.7 Calculation—Calculation is needed for defining the vehicles (each vehicle made five or more passes at two
reference-value loads, weight of the static vehicle, and speed of difference speeds) and from the single pass of each selected
the moving vehicle as it crossed over the WIM-system sensors. vehicle over the sensors at normal speed exceed the specified
Additional calculation is required for determining whether data tolerance (specified in Section 5) for that item, declare the
items produced by the WIM-system satisfy specification re- WIM system dysfunctional or inaccurate and report that it
quirements. failed the Type-Approval Test. Regardless of whether the
7.2.7.1 Procedure for Calculating Reference-Value Loads, system fails or passes the Type-Approval Test, the user who
Weight, and Speed—Only certified weighing devices (see was in charge of conducting the test shall record all data used
7.1.1) shall be utilized for determining reference-value tire in making the determination, including the existing surface
loads. Reference-value loads and weight are calculated by conditions, and prepare a Type-Approval Test Report. Copies
summing tire loads. For WIM systems that produce estimates of the dated and signed report shall be retained by the user and
of wheel loads, calculate reference-value axle load by sum- furnished to the vendor for future reference. A courtesy copy of
ming two wheel loads, axle-group load by summing the wheel the report sent to ASTM International, 100 Barr Harbor Drive,
loads for all wheels in each defined axle group, and gross- PO Box C700, West Conshohocken, PA 19428-2959 (Atten-
vehicle weight by summing the wheel loads for all wheels on tion: Chair, Subcommittee E17.52) will be appreciated and will

11
 E1318 − 09
be used to improve the future quality and usefulness of this 7.3.3 Site for Type-Approval Test—See 7.2.3.
standard. Potential users of this standard may contact ASTM at 7.3.4 Test Unit for Type-Approval Test Loading—The test
the above address for information about Type-Approval Test unit for loading the WIM system being evaluated in the
reports. Type-Approval Test shall be the same as specified in 7.2.4,
7.2.9 Precision and Bias—No information is presented except that each vehicle selected from the traffic stream for
about either the precision or bias of this Type-Approval Test for inclusion in the loading test unit shall have one or more of the
Type I and Type II WIM Systems as the test result is not following loads or weights that is at least 80 % of the
quantitative; it is either pass or fail. applicable legal limit: gross-vehicle weight, axle-group load,
axle load, or wheel load.
7.3 Type-Approval Test for Type III WIM Systems:
7.3.5 Calibration—See 7.2.5.
7.3.1 Scope—A procedure is given for conducting a Type-
7.3.6 Procedure—The procedure for conducting the Type-
Approval Test of a Type III WIM system. This system is
Approval Test for Type III WIM systems shall be the same as
designed for installation at weight-enforcement stations with
described in 7.2.6 with the following exception:
sensors off the main highway lanes, or in one or more main
7.3.6.1 After 7.2.6.8, if continuation is approved, verify the
highway lanes, to identify vehicles operating within a user-
ability of the WIM system with sensors installed off the main
specified range of speeds between 10 and 80 mph (16 and 130
highway lanes to detect excessive acceleration by having the
km/h), inclusive, that are suspected of weight-limit or load-
driver of each loaded test vehicle approach the WIM-system
limit violation. The system must also control official traffic-
sensors at a speed between 30 and 40 mph (50 and 60 km/h),
control devices that direct suspect vehicles to a scale for
inclusive, and apply heavy braking for approximately 1 s while
confirmation weighing and measurement and direct non-
the vehicle is passing over the sensor array. Excessive negative
suspect vehicles past the scales without stopping. The Type-
longitudinal acceleration (deceleration) should be indicated by
Approval Test shall be conducted under the site conditions
the Violation Code DE (see Table 4). Compare the WIM-
described in 6.1 and under traffic that includes vehicles that are
system estimates of loads and weight for these runs with those
representative of the vehicle classes of interest where Type III
for steady-speed runs and include these comparisons in the
WIM systems will usually be installed. Performance require-
Type-Approval Test Report for this Type III WIM system.
ments for this type system are presented in Section 5, and user
Proceed with 7.2.6.9.
requirements are given in Section 6. Tolerances for Type III
7.3.7 Calculation—See 7.2.7.
WIM systems are somewhat smaller than for Types I and II, as
the required reference-value weighing devices are continually 7.3.8 Interpretation of Test Results and Report—See 7.2.8.
available for on-site calibration at any chosen time. Test 7.3.9 Precision and Bias—No information is presented
loading for the Type-Approval Test is designed to allow about either the precision or bias of this Type-Approval Test for
evaluation of the variability in measured or calculated loads Type III WIM Systems as the test result is not quantitative; it is
and weights of static vehicles as well as the accuracy of either pass or fail.
WIM-system estimates of the various data items produced by 7.4 Type-Approval Test for Type IV WIM Systems:
the system. Capability of the system to detect excessive 7.4.1 Scope—The Type IV WIM system is designed to
negative longitudinal acceleration of a vehicle while it is over detect weight-limit or load-limit violations by highway ve-
the off-main-lane WIM-system sensors is also evaluated. All hicles for enforcement purposes. Even though this type WIM
vehicles used for test loading the Type III WIM system shall be system has not yet been approved for use in the United States,
weighed statically as described in 7.1.1 and 7.1.2 using the a procedure for type-approval testing to determine compliance
certified scales installed at the weight-enforcement site where with the performance requirements specified in Section 5 is
the Type-Approval Test is conducted. When the sensors of the presented. The procedure includes data collection needed for
Type III WIM system are installed in the main highway lanes, evaluating the variability in reference-value tire loads mea-
the Type-Approval Test procedure shall be the same as de- sured by certified wheel-load weighers, axle-load scales, a
scribed herein except that the deceleration testing described in multi-platform vehicle scale, or a combination thereof, as well
7.3.6.1 will not be conducted. The Type III system shall as the performance of the WIM-system in either measuring the
accommodate the same speed criteria as a Type I system, and tire loads of a vehicle stopped on the WIM-system sensors or
the tolerances for 95 % compliance shown in Table 2 for load estimating the tire loads and dimensions of a static vehicle
and weight values, speed, axle-spacing, and wheelbase for a from measurements made with the vehicle moving at a steady
Type III system shall be satisfied. speed of 10 mph (16 km/h) or less. Reference-value tire loads
7.3.2 Significance and Use—Interpretation of the results shall be measured by a multi-platform vehicle scale or an
from the Type-Approval Test will allow the user to determine axle-load scale (see 7.1.1) when Option 2, exempting the Type
whether the tested Type III WIM system is capable of meeting IV WIM system from producing wheel-load information, (see
or exceeding the performance requirements stated in Section 5. 4.1.4) has been specified for the Type IV WIM system under
This can also indicate the potential upper limit of performance test. When this option has not been specified, wheel-load
that can be achieved by the particular type of system as the values are required, and reference-value tire loads shall be
road surface conditions that potentially affect the location and measured by placing wheel-load weighers directly on the
magnitude of dynamic tire forces significantly shall be the best load-receiving surface of the multi-platform vehicle scale or
available for conducting the Type-Approval Test and shall, as the axle-load scale and raising all tire-pavement contact
a minimum, satisfy the user requirements shown in Section 6. surfaces approximately into the same plane as described in

12
 E1318 − 09
7.1.2. The sum of the tire-load values from the wheel-load 7.4.6.3 In 7.2.6.9, calculate the difference in each load or
weighers should compare, within applicable tolerances, with weight from the arithmetic mean and compare the difference to
the corresponding value from the scale upon which they are one-half the applicable tolerance for a Type IV WIM system
placed; then, the wheel-load-weigher indications should be shown in Table 2.
used only to apportion the axle load indicated by the scale 7.4.6.4 After 7.2.6.8, if continuation is approved, verify the
between the wheels on the axle. Alternatively, an axle-load ability of the WIM system to detect excessive acceleration by
scale or a multi-platform vehicle scale that has approaches and having the driver of each loaded test vehicle approach the
aprons adjacent to the load-receiving platform(s) that can WIM-system sensors at a speed between 8 and 10 mph (12 and
support the tire-pavement contact surfaces of all tires on the 16 km/h) and apply heavy braking for approximately 1 s while
vehicle being weighed as described in 7.1.2 may be used to the vehicle is passing over the sensor array. Excessive negative
weigh wheel loads on one end of an axle by positioning the acceleration (deceleration) should be indicated by the Violation
wheel(s) on the other end of the axle on the adjacent apron. Code DE (see Table 4). Compare the WIM-system estimates of
When this alternative technique is used, the wheel loads on loads and weights for these runs with those for steady-speed
both ends of the axle shall be determined, and then used only runs and include these comparisons in the data reported to
to apportion the measured axle load between the wheels on ASTM Committee E17 on Vehicle-Pavement Systems. Pro-
ceed with 7.2.6.9.
each end of the axle.
7.4.6.5 In 7.2.7.2, calculate the differences in WIM-
7.4.2 Significance and Use—Interpretation of the results estimated load and weight values from their respective refer-
from the Type-Approval Test will allow the user to determine ence values and express the differences in pounds (kilograms),
whether the tested Type IV WIM system is capable of meeting rather than percent.
or exceeding the performance requirements stated in Section 5. 7.4.7 Calculation—See 7.2.7 except as described in 7.4.6.5.
This can also indicate the potential upper limit of performance 7.4.8 Interpretation of Test Results and Report—See 7.2.8.
that can be achieved by the particular type of system as the test 7.4.9 Precision and Bias—No information is presented
conditions at the weight-enforcement site shall be the best about either the precision or bias of this Type-Approval Test for
available for conducting the Type-Approval Test and shall, as Type IV WIM Systems as the test result is not quantitative; it is
a minimum, satisfy the user requirements shown in Section 6. either pass or fail.
7.4.3 Site for Type-Approval Test—Either an axle-load scale
7.5 Calibration Procedure for Type I, Type II, and Type III
or a multi-platform vehicle scale is required at the site. Other
WIM Systems:
site requirements are the same as 7.2.3. Neither the longitudi-
7.5.1 Scope—A procedure is given for on-site calibration of
nal profile nor the cross slope shall exceed 1 %.
Type I, Type II, and Type III WIM systems. This procedure
7.4.4 Test Unit for Type-Approval Test Loading—See 7.3.4. shall be conducted by the user with cooperation of the vendor,
7.4.5 Calibration—Within seven days prior to beginning the or by their authorized representatives as a fundamental part of
Type-Approval Test, every Type IV system that uses tire-force every Type-Approval Test and is recommended for inclusion in
sensors (see 5.13) that support the entire tire-contact area(s) of every On-site Acceptance/Verification Test (see 7.6). It requires
all tires on a wheel assembly simultaneously shall, when that two loaded, pre-weighed and measured (see 7.1.3) test
subjected to field standard test weights (see 5.13.1), be adjusted vehicles each make multiple runs over the WIM-system
to meet the acceptance tolerance for wheel-load weighers or for sensors in each lane at specified speeds.
portable axle-load weighers as stated in NIST Handbook 44 (1), 7.5.2 Significance and Use of Calibration—The tire-force
depending upon whether wheel-load data or only axle-load sensors of a WIM system are typically designed to produce a
data (4.1.4, Option 2) are of interest. Type IV systems that use signal, with respect to time, that is linearly proportional to the
tire-force sensors that support only part of the tire-contact magnitude of the component of dynamic tire force applied
area(s) at one time during dynamic tire-force measurements perpendicularly to the road surface by the tires of a moving
shall be calibrated within this same time period as described in vehicle. The function of calibration is to define factors that will
7.5, except the speeds (see 7.5.5.3) shall be 2 and 10 mph (3 be subsequently applied within WIM-system calculations to
and 16 km/h) (see 4.1.4). All weighing apparatus used in the correlate the observed vehicle speed and tire-force signals with
Type-Approval Test for determining reference-value tire loads the corresponding tire-load, axle-spacing, and wheelbase val-
shall be certified as meeting the applicable maintenance ues for the static vehicle. The dynamic tire force results from
tolerance specified in NIST Handbook 44 (1) within 30 days a complex interaction among the vehicle components, the
prior to beginning the Type-Approval Test. WIM-system sensors, the road surface surrounding the sensors,
and other factors (see 3.2.5). Road-surface profiles and sensor
7.4.6 Procedure—The procedure for conducting the Type-
installation are different at every WIM site, and every indi-
Approval Test for Type IV WIM systems shall be the same as
vidual vehicle has unique tire, suspension, mass, and speed
described in 7.2.6 with the following exceptions:
characteristics. Therefore, it is necessary to recognize the
7.4.6.1 In 7.2.6.2, also ensure that an axle-load scale or a effects of these site-specific, speed-specific, and vehicle-
multi-platform vehicle scale is available at or near the site, specific influences on WIM-system performance and attempt to
7.4.6.2 In 7.5.5.3, 7.2.6.5 and 7.2.6.10, the respective compensate for their adverse effects as much as is practicable
minimum, intermediate, and maximum speeds of the test via on-site calibration. The calibration procedure shall be
vehicles shall be 2, 6, 8, and 10 mph (3, 10, 13, and 16 km/h), applied immediately after the initial installation of a Type I or

13
 E1318 − 09
Type II, or Type III WIM system at every site. It shall be 7.5.5 Procedure—The following steps are involved in the
applied again when a system is reinstalled or whenever site on-site calibration process for each instrumented lane:
conditions or WIM-system components (including software 7.5.5.1 Adjust all WIM-system settings to vendor’s recom-
and settings) have changed significantly. Recalibration shall be mendations or to a best estimate of the proper setting based
performed no less frequently than annually. upon previous experience.
7.5.3 Test Unit for Calibration Loading—The test unit for 7.5.5.2 Provide means for calculating the reference-value
calibration loading shall comprise two loaded, pre-weighed, vehicle speed for each run of each test vehicle over the
and measured test vehicles that will each make multiple runs WIM-system sensors by either: 1) dividing reference-value
over the WIM-system sensors in each lane at prescribed wheelbase (measured on the static test vehicle to the nearest
speeds. Both test vehicles shall be Class 09 (see Table 3). The 0.1 ft (0.03 m) (see 7.1.3.1) by the time interval (measured to
two axles on the semi-trailer of one of the test vehicles shall the nearest ms) between when the tires on the front-most axle
have an axle spacing of 5.0 ft (1.5 m) or less (conventional and when those on the rear-most axle of the moving test
tandem), and the two axles on the semi-trailer of the other test vehicle actuated a designated tire-force sensor, or 2) calculat-
vehicle shall be separated by at least 9.0 ft (2.7 m), but not ing an adjusted speed for the vehicle that made the test run, that
more than 12 ft (3.7 m) (spread tandem). For purposes of is, [multiply WIM speed by (reference-value wheelbase / WIM
calibration and testing, each of the axles on the semi-trailer of wheelbase)].
the latter test vehicle (spread tandem) shall be considered to 7.5.5.3 Using traffic control procedures approved by the
produce a single-axle load (3.2.7) on the road surface. To avoid appropriate public authority and other reasonable safety
characteristically adverse dynamic loading effects on the tires precautions, have each test vehicle (see 7.5.3) make a series of
of the steering axle, the spacing between the first (steering three or more runs over the WIM-system sensors at the
axle) and second (front axle of drive tandem axle) axles on the minimum and at the maximum speed specified by the user, who
tractor of each test vehicle shall be equal to or less than 14 ft is conducting the test, between 10 and 80 mph (16 and 130
(4.3 m) or equal to or greater than 18 ft (5.5 m). The fifth-wheel km/h) for Type I, Type II, and Type III systems. The maximum
location on the tractor shall be forward of the longitudinal specified speed shall be less than the legal speed limit at the site
center of the tandem drive axle, and its actual location shall be unless the user for an unusual and justifiable reason obtains
documented in the calibration and test reports. These test prior approval from the appropriate public authority for the test
vehicles shall have air-type suspension on all dual-tired axles; trucks to exceed the legal speed limit at the site during
however, another suspension type that is deemed by the user WIM-system calibration and subsequent testing. Such approval
who is conducting the test to be representative of most vehicles shall be documented in the Type-Approval Test report. These
of their type operating at the site may be approved by the user. two speeds should differ by at least 20 mph (30 km/h) and
The suspension type of every test vehicle used for calibration should be above and below the average speed of vehicles
loading shall be carefully documented in the test report operating at the site. Then, have each test truck pass over the
(preferably including video images). Each test vehicle shall be sensors three or more times at an intermediate speed that is
loaded to at least 90 % of its respective registered gross-vehicle representative of the prevailing speed of truck traffic at the site.
weight with a non-shifting, approximately-symmetric (side-to- At each speed, the runs shall be made with the test vehicle
side) load and shall be in excellent mechanical condition. approximately centered in the lane. Record all data, and note
Special care shall be exercised to ensure that the tires on the the vehicle record number for every run of each test vehicle.
test vehicles are in excellent condition (preferably dynamically 7.5.5.4 Calculate the difference in the WIM-system estimate
balanced) and inflated to recommended pressures. Reference- and the respective reference value for the two test vehicles for
value weighing and measuring of the two test vehicles shall be each wheel-load, axle-load, tandem-axle load, gross-vehicle-
in accordance with 7.1.3.7 and 7.1.3.1. weight, speed, axle-spacing, and wheelbase value. Express the
7.5.4 Site Conditions—Before initial calibration begins, the difference in load and weight values in percent (see 7.2.7), and
existing site conditions (see 6.1) in each lane where WIM- find a mean value for the differences for each set of values.
system sensors are installed shall be described quantitatively 7.5.5.5 Determine the necessary changes, according to the
and made a matter of permanent record for future reference vendor’s recommendations, to the WIM-system settings that
(see 6.1.5 for surface smoothness measurement). Estimates of will adjust the calculated mean value of the respective differ-
the location and magnitude of each observed pavement surface ences for each of these values to equal approximately zero. For
deviation greater than the 0.125 in. (3 mm) measured beneath WIM systems that estimate wheel load (Type I and perhaps
the straightedge with the circular plate should be documented. other types), the adjustment will be to settings that affect the
Record the time and the approximate ambient air temperature wheel-load estimates on each side of the vehicles, separately.
at the beginning, during, and at the end of the calibration Reference-value wheel loads for each test truck are determined
process. After initial calibration, alternative means of measur- as described in 7.1.1 and 7.1.2. For systems that estimate axle
ing the surface smoothness of the paved roadway 200 ft (60 m) loads and not wheel loads, the adjustment will be to the settings
in advance of and 100 ft (30 m) beyond the WIM-system that affect axle loads. WIM-system estimates for axle-spacing
sensors may be used to avoid closing the traffic lane. Data from and wheelbase are usually calculated as the product of speed
inertial profiling instruments analyzed via computer simulation [distance between two different sensors (an input value to
of the 16-ft (5-m) straightedge and circular plate is suggested software for the site) / travel time of the vehicle (or an axle)
as a possible alternative measurement technique. between the two different sensors] and the measured time

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 E1318 − 09
between successive axles on the moving vehicle actuating one method that will be applied for evaluating the installed WIM
chosen sensor. Therefore, assuming that vehicle speed is system. It also requires the user to quantify and document the
constant while the vehicle crosses over the sensors, propor- site conditions that exist at the site (see 6.1 and 7.5.4) when the
tional adjustments to the distance between the two sensors used test is conducted. It uses two test vehicles for the test loading
to measure speed (an input value to software for the site) will unit and is an abbreviated form of the more-rigorous Type-
result in proportional changes in the WIM-system estimates for Approval Test (see 7.2 and 7.3) for these WIM-system types
axle-spacing and wheelbase. When the WIM-system estimates that may be used in lieu of a full Type-Approval Test under the
for axle-spacing and wheelbase equal the respective reference circumstances outlined in 6.4.1.
values, the indicated WIM-system speed value can also be 7.6.2 Significance and Use—In procuring a new WIM
taken as correct. Reference-value axle-spacing and wheelbase system or in contracting for a major modification to an existing
measurements for each test truck are determined manually as system for use at a particular site, the user shall specify (see
described in 7.1.3.1. Each individual vehicle interacts with the 6.4) an acceptance test method and the schedule of testing that
road surface differently at different speeds, but about the same will be accomplished prior to final acceptance of the product or
at the same speed. It is, therefore, essential for every WIM service by the user and final payment to the vendor. The
system to include a feature that invokes the proper set of On-site Acceptance/Verification Test described here may be
calibration factors for use in estimating load and weight values referenced for this purpose in the specification or for verifying
when the observed vehicle is running at a particular, measured the performance of an in-service WIM system.
speed. These factors can be derived from analysis of errors in 7.6.3 Procedure—The test shall be conducted on-site by the
the measurements recorded after the two test vehicles each user or the user’s authorized representative, in cooperation
made three or more runs at three different speeds. In determin- with the vendor, immediately after a Type I, Type II, or Type III
ing appropriate calibration factors for subsequent application, WIM System has been installed or modified or whenever an
spread sheet and graphical presentation of the raw and calcu- evaluation of the in-service performance of one of these
lated data can aid greatly in interpreting the sense and WIM-system types is desired over a specified range of speeds.
magnitude of errors and their trend with respect to vehicle The following steps are required for each instrumented lane.
speed. The vendor should advise about adjusting calibration- 7.6.3.1 Execute the Calibration Procedure as presented in
factor settings for selected, available speed set points and how 7.5, including quantification of surface smoothness, and install
their software interpolates between these points in applying a the settings defined in 7.5.5.6 on the WIM-system. If agreed
particular calibration factor for each observed vehicle speed. upon in advance by both the user and the vendor, another
7.5.5.6 Install the settings determined in 7.5.5.5 and have calibration procedure may be used in lieu of the one presented
each test vehicle make two more runs over the WIM-system in 7.5 for conducting the On-site Acceptance/Verification Test.
sensors in each lane, approximately centered in the lane, at two Do not recalibrate the WIM system prior to conducting an
different speeds to verify the effectiveness of the changed in-service verification test.
settings. The first run shall be at an attempted speed about 5 7.6.3.2 With the settings agreed upon by both the user and
mph (8 km/h) below the maximum speed specified by the user the vendor installed on the WIM system, have each of the two
for calibration, and the second run should be about 5 mph (8 test vehicles (see 7.5.3) make five or more runs over the
km/h) above the minimum specified speed (7.5.5.3). Make the sensors in each lane at an attempted speed approximately 5
calculations shown in 7.2.7 after the 4 runs of the test vehicles mph (8 km/h) less than the maximum speed, and then make
are completed and compare the functions and performance of five or more additional runs at an attempted speed approxi-
the WIM system with all specification requirements, including mately 5 mph (8 km/h) greater than the minimum speed used
loads, weight, speed, axle spacing, and wheelbase. Use the during calibration (see 7.5.5.3). At each speed, one or more
reference values for speed (7.2.6.6) and axle spacing and runs shall be made with the test vehicle tires near the left-hand
wheelbase (7.1.3.1) that were determined separately for these lane edge, and one or more runs with the test vehicle tires near
calculations. If any specified WIM-system function failed, or if the right-hand lane edge. The other runs shall be made with the
any WIM-system indicated value was outside the specified test vehicle approximately centered in the lane. Record all data,
tolerance shown in Table 2, make further, appropriate changes and note the vehicle record number for every run of each test
to the settings and make four more test vehicle runs. Continue vehicle. Determine reference-value loads and weight as de-
making corrections to the system settings and test truck runs scribed in 7.1.3.7, axle-spacing and wheelbase as described in
until specified performance requirements are satisfied or until 7.1.3.1, and speed as described at 2) in 7.2.6.6.
the user declares that the system is unsatisfactory for further
7.6.4 Calculation—Make the calculations shown in 7.2.7
testing.
for the 20 or more runs (five or more runs at two speeds by two
7.6 On-Site Acceptance/Verification Test for Type I, Type II, vehicles) of the test vehicles and compare the functions and
and Type III WIM Systems: performance of the WIM system with all specification
7.6.1 Scope—This test method provides the WIM-system requirements, including loads, weight, speed, axle-spacing, and
user with a practicable means for determining whether or not a wheelbase. See Section 4 for functions of the various WIM-
new, modified, or in-service Type I, Type II, or Type III system system types. Performance tolerances are described in Table 2.
that has been installed at a particular site meets or exceeds 7.6.5 Interpretation of Test Results and Report—All speci-
specified functional and performance requirements (see Sec- fied data-collection features, data-processing features, and
tions 4 and 5) and defines for the user and the vendor the test options of the system type described in Section 4 shall be

15
 E1318 − 09
demonstrated to function properly before the system is ac- conducting the test shall record all data used in making the
cepted. If any of these failed to function properly, the system determination, including the existing surface conditions, and
failed the test. If more than 5 % of the calculated differences prepare an On-Site Acceptance/Verification Test Report. Cop-
for any applicable data item resulting from all passes of the two ies of the dated and signed On-Site Acceptance/Verification
test vehicles exceeded the tolerance specified in Table 2 for that Test Report shall be retained by the user and furnished to the
item and WIM-system type and the road surface smoothness vendor for future reference.
equaled or exceeded that described in 6.1.5, declare that the 7.6.6 Precision and Bias—No information is presented
WIM system was inaccurate and record the fact that it failed about either the precision or bias of this On-Site Acceptance/
the On-Site Acceptance/Verification Test. If the road surface Verification Test for Type I, Type II, and Type III WIM Systems
smoothness at the site did not equal or exceed that described in as the test result is not quantitative; it is either pass or fail.
6.1.5, failure might be due to fault in the installed WIM system,
fault in the user-provided site conditions, or to a combination 8. Keywords
of both (see 6.4.1). Regardless of whether the system fails or 8.1 axle load; pavement and bridge; traffic; type-approval
passes the On-Site Acceptance/Verification Test for Type I, Type test; vehicle; weighing vehicles; weigh-in-motion; weight en-
II, and Type III WIM Systems, the user who was in charge of forcement; WIM

ANNEX

(Mandatory Information)

A1. COMPUTATION OF EQUIVALENT SINGLE-AXLE LOADS (ESALs) BY WIM SYSTEMS

A1.1 Load Equivalence Factors and ESALs define failure of the pavement structure (terminal
serviceability, pt). The AASHTO equations for calculating
A1.1.1 A numerical factor that defines the number of
LEFs for both flexible and rigid pavements are presented in the
applications of a chosen standard axle load and type that is
following sections.
expected to cause damage to a specified pavement structure
equivalent to the damage that will be caused by one pass of an A1.2 AASHTO Axle Load Equivalence Factors and ESALs
axle load and type under consideration is called a Load for Flexible Pavements
Equivalence Factor (LEF). The vehicle records produced by
Type I and Type II WIM systems (see 4.1.1 and 4.1.2) include A1.2.1 AASHTO Design Equations—The design equations
data for defining axle load (see 3.2.4) and type (front, single, for flexible pavements presented in the AASHO Interim Guide
tandem, triple) for each individual axle or axle set (see 3.2.7, for Design of Pavement Structures, 1972, Appendix C (see 2.2),
3.2.8, 3.2.11). are:
A1.1.2 Equivalent Single Axle Loads (ESALs) are the H 11 ! 2 4.79log~ L 1L ! 14.33logL 1 G t
logW t 5 5.9319.36log~ SN 1 2 2
cumulative number of applications of the chosen standard β
single-axle load that will have an equivalent effect on pave- (A1.1)
ment serviceability as all applications of various axle loads and 0.081 ~ L 1 1L 2 ! 3.23
β 5 0.401 (A1.2)
types by vehicles in a mixed-traffic stream. ESALs are deter- H 11 ! 5.19 L 3.23
~ SN 2
mined by summing the calculated LEF for each individual axle
or axle set according to axle load and type on all vehicles in the
measured or assumed mixed-traffic stream for the defined
G t 5 log F 4.2 2 p t
4.2 2 1.5 G (A1.3)

pavement structure. where:

A1.1.3 AASHTO Load Equivalence Factors—The load Wt = number of axle load applications at the end of time t
equivalence factors, LEFs, that were derived from statistical for axles with dual tires,
analysis of data taken during the AASHO (now AASHTO) SN̄ = structural number, an index number derived from
Road Test (3, 4) are frequently used for pavement design and analysis of traffic, roadbed soil conditions, drainage,
analysis. For use in the AASHO Interim Guides for Design of and regional factor that may be converted to a thick-
Pavement Structures, 1972 and 1981, and in subsequent ness of flexible pavement layers through the use of
AASHTO Guides for Design of Pavement Structures, 1986 and suitable layer coefficients that are related to the layer
1993, (see 2.2), an 18 000-lb single axle was chosen as the thickness and modulus of the material being used in
standard axle load and type for calculating LEFs for flexible each layer of the pavement structure,
and rigid pavements. In addition to axle load and axle type, L1 = load on one single axle, or on one tandem-axle set,
each LEF depends on the structural capacity (structural lb/1000,
L2 = axle-type code: 1 for a single axle, 2 for a tandem-axle
number, SN̄) of a flexible pavement or on the thickness, D, of
set,
a rigid pavement, plus the terminal condition that is chosen to

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 E1318 − 09

β = a function of design and load variables that influences regression equations developed from analysis of the AASHO
the shape of the P versus W serviceability curve, Road Test data are based only on such axles. The damaging
Gt = a function (the logarithm) of the ratio of loss in effect of the steering (front) axles, with single tires, on the test
serviceability at time t to the potential loss taken to a trucks was not evaluated separately, but instead was incorpo-
point where pt = 1.5, and rated into the effects resulting from the other axles on the test
pt = serviceability at the end of time t; terminal serviceabil- trucks, called load axles. The regression coefficients in the
ity. (Serviceability is the ability of a pavement at the AASHTO design equations are sensitive to the units of
time of observation to serve high-speed, high-volume measurement for load; therefore, AASHTO ESALs must be
automobile and truck traffic.). calculated only in U.S. customary units.
A1.2.2 Calculation of AASHTO LEFs—The design equation A1.3 AASHTO Axle Load Equivalence Factors and ESALs
(Eq A1.1) for flexible pavements can be arranged into a ratio for Rigid Pavements
format and solved to calculate a load equivalence factor. The
number of applications of an 18 000-lb single-axle load Wt18,1 A1.3.1 AASHTO Design Equations—The design equations
that is expected to cause an equivalent change in serviceability for rigid pavements presented in the AASHO Interim Guide for
to a flexible pavement with the same structural number SN̄ and Design of Pavement Structures, 1972, Appendix D, Revised
terminal serviceability pt as one application 1981 (see 2.2), are:
WtLi,n = 1 of an axle load under consideration Li and axle type Gt
n is called the Load Equivalence Factor, LEFLi,n. This load logW t 5 5.8517.35log~ D11 ! 2 4.62log~ L 1 1L 2 ! 13.28logL 2 1
β
equivalence factor can be calculated by solving the following (A1.7)
equations (5). 5.20
3.63~ L 1 1L 2 !
β 5 1.01 (A1.8)
LEFL i, n 5
W t 18,1
W tL n
5F~ L i 1n ! 4.79
~ 1811 ! 4.79 GF ~ 10
10G t /β 18, 1
G t /β L , n
! ~ n 4.331! G (A1.4)
~ D11 ! 8.46 L 2 3.52

F G
i
i, 4.5 2 p t
G t 5 log (A1.9)
0.081~ L i 1n ! 3.23 4.5 2 1.5
β L i , n 5 0.401 (A1.5)
~ SN11 ! 5.19 ~ n 3.23!
H
where:
1094 D = thickness of rigid pavement slab, in.
β 18, 1 5 0.401 5.19 (A1.6)
~ SN
H 11 ! All other terms in these equations are as defined in A1.2.1.
where: A1.3.2 Calculation of AASHTO LEFs—The design equation
LEFLi,n = Load Equivalence Factor; the number of 18 000-lb (Eq A1.7) for rigid pavements can be arranged into a ratio
single-axle load applications that will have an format and solved to calculate a load equivalence factor. The
equivalent effect upon pavement serviceability as number of applications of an 18 000-lb single-axle load Wt18,1
one application of a load Li on a type n axle for the that is expected to cause an equivalent change in serviceability
given flexible pavement structural number SN̄ and to a rigid pavement with the same slab thickness D and
terminal serviceability pt, terminal serviceability pt as one application WtLi,n = 1 of an axle
Li = load i on the axle set (type) under consideration, load under consideration Li and axle type n is called the Load
lb/1000, Equivalence Factor, LEFLi,n. This load equivalence factor can
n = axle-type code: 1 for a single axle, 2 for a be calculated by solving the following equations (5).
tandem-axle set, or 3 for a triple-axle set, (Support
for using n = 3 to calculate LEFs for triple-axle
sets is presented in AASHTO 1986, Vol 2, Appendix
LEFL i , n 5
W t 18,1
W tL n
i,
5 F
~ Li1n ! 4.62
~ 1811 ! 4.62 G F~ 10G t /β 18, 1
10G t /β L , n ! ~ n 3.28!
i
G
MM, see 2.2.), (A1.10)
Gt = see (Eq A1.3). 3.63~ L i 1n ! 5.20
β L i , n 5 1.01 (A1.11)
A1.2.3 Calculation of AASHTO ESALs—Equivalent Single ~ D11 ! 8.46 ~ n 3.52!
Axle Loads (ESALs), by AASHTO’s concept, are the cumu- 1.620 3 107
β 18, 1 5 1.01 (A1.12)
lative number of applications of an 18 000-lb single-axle load ~ D11 ! 8.46
(a common denominator) that will have an equivalent effect on
where:
pavement serviceability of a specified pavement structure as all
applications of various axle loads and types by vehicles in a LEFLi,n = Load Equivalence Factor; the number of 18 000-lb
mixed-traffic stream. AASHTO ESALs are determined by single-axle load applications that will have an
calculating the LEF for each axle set on all vehicles in a equivalent effect upon pavement serviceability as
measured or assumed mixed-traffic stream according to its axle one application of a load Li on a type n axle for the
type (single, tandem, or triple) and magnitude of load for a given rigid pavement slab thickness D and termi-
defined pavement structure and terminal serviceability, and nal serviceability pt,
summing the LEFs. The LEF calculated for a single axle is D = thickness of rigid pavement slab, in.
Li = load i on the axle set (type) under consideration,
applicable only to non-steering axles and to single-tire single
lb/1000,
axles on two-axle vehicles loaded to 2000 lb or less, as the

17
 E1318 − 09

n = axle-type code: 1 for a single axle, 2 for a Gt = see (Eq A1.9).

tandem-axle set, or 3 for a triple-axle set, (Support
for using n = 3 to calculate LEFs for triple-axle A1.3.3 Calculation of AASHTO ESALs—See A1.2.3.
sets is presented in AASHTO 1986, Vol 2, Appendix
MM, see 2.2.),

REFERENCES

(1) “Specifications, Tolerances, and Other Technical Requirements for Report 73, Washington, DC 1962.
Weighing and Measuring Devices,” National Institute of Standards (5) Highway Research Board, “Evaluation of AASHO Interim Guides for
and Technology (NIST) Handbook 44, U.S. Government Printing Design of Pavement Structures,” National Cooperative Highway
Office, Superintendent of Documents, Mail Stop: SSOP, Washington, Research Program Report 128, 1972, p. 20.
DC 20402-0001, CODEN: NIHAE2. (6) Carmichael III, R.F., Roberts, F.L., Jodahi, P.R., Treybig, H.J., and
(2) Traffıc Monitoring Guide, Fourth Edition, 2001, U.S. Department of Finn, F.N., “Effects of Changes in Legal Load Limits on Pavement
Transportation, Federal Highway Administration, Office of Highway Costs: Volume 1—Development of Evaluation Procedure,” Federal
Information Management, Washington, DC 20590. Highway Administration Report No. FHWA-RD-78-98, July 1978.
(3) Highway Research Board, “The AASHO Road Test,” Report 5, (7) Halvorsen, Don, “Finger on the Pulse, Piezos on the Rise,” Traffıc
Pavement Research, Highway Research Board Special Report 61E,
Technology International, UK & International Press, Abinger House,
1962.
Church Street, Dorking, Surrey RH4 1DF, UK, ISSN 1356-9252,
(4) Highway Research Board, “The AASHTO Road Test,” Proceedings of
June/July 1999, pp. 52-57.
a conference held May 16–18, 1962, St. Louis, Missouri, Special

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