Standard Specification for Highway Weigh-in-Motion (WIM) Systems with User Requirements and Test Metho ope 1 This specification dseribes Weigh-in-Mation (WIM), srocess of measuring the dynamic fire forees ofa moving fe and estimating the corresponding tire loads oF the vehicle. Gross-vehicle weight (mass) of a highway rte is made up of the mass of several contiguous vehicle ‘ponents, an is cisributed among the ttes of the vehicle lug connectors such as springs, motion dampers, sant Highway WIM systems are capable oP estinnating the weight of a vehicle as well as the portion of this weight is carried by each wheel assembly (halfaste with one or tures) avle (vith fwo nr more asheel assemblies Lying osimately am at common asis oriented transversely to hominal diteetion of mating of the webivle), and ase > on the vehicle > Ancillary information concerwing the speed, lane of nun, ate and time of passage, number and spacing of and clssilivation (according. te ashe arrangement) ol velvele that is weighed! in mation is desired for certain sess [is Feasible for a WIM system fate these trafic parameters and to process, summarize display. record, hisbeapy. atl titnsimit the resilting, Furthermore. differences in measured or caleutated eters as compared sith selected contral crit teal ancl indicted. fy adcetion te tirecosud information, f uF specified sgstenr is capable of proxluciy al ons of, this information 8 Highway WIM systems generally l (S) collecting statistical tallie data, Q) aiding enforce {andl (3) enforcement, This specilication elassities WIM ms acconaing to theit application an! gives the related ty and ner requirements far each smanee require fhe values stated in ineh-pound units are 10 be led as standard, The values given in parentheses are for ational purposes only. “The values stated in each inv are not exact equivalents; therefore, each system must ait independently of the other © The followin safety hazards eaves applies only to the nicthod portion, Scetinn 7, af this specification, This dard aloes not purport te address all of the safety loons, iP any. assented with its use, It is the responsi Pat the ner of dis standard to establish: appropriate ‘valeting aprnined sn. 18. V9 PN Janay 1993. gts sodae 130K 90 Eas presi iin ER dt 69 i the dst mates he yar of Wann tn parents alte sar tat ean. 4 siuety cud health practices andl determine the applicability of regulatory limitations prior fo use. Referenced Document 2.1 ASTM Standard F 1155 Test Method for Determining Floor Flatness and Lovelness Using, the F-Number System (Inch-Pound Units? aR Terminology LL Descriptions of Terms Specific to this Standard: LLL acewracy—the closeness or degree of agreement (within a stated tolerance and probability of conformity) between a quantity measured or estimated by a WIM system anil an accepted reference value. Precision and bias of the test method used 10 determine WIM-system accuraey are discussed in Section 7 M12 andesgronp eau the sun af all tire loads on a group of adjacent astes 3.1.3 cele focd—the sum of all tire toads on an axle, An ale is comprised af two or more wheel assemblies Tying approximately on sx common asis oriented transversely (0 the nominal direetion of motion of the vehicle, 3.1.4 graxsvehile weight — the total mass of the vehicle oF the vebicle combination including all connected compo- 3.18 tire fouel—the portion of the gross-vehicle weight Innposed upon the static re at the time of weighing, expressed in units of mass, pounds (kilograms), due only 10 the vertically-downward force of gravity acting on the mass of the static vehicle 3.1.6 tolerance—the detined limit of allowable departure from the true value of a quantity measured oF estimated by a WIM system, 3.1.7 neigh—to measure the tire load on one or more tires by using a vehicle scale, an axle-load scale, a portable aaxle-load weigher, or a whecl-load weigher (sve Sec. 2.20, of the National Institute af Stindards and Technology Hand- book 44).* These devices are usually subjected to field standard test weights at euch locatity of use and are adjusted to indicate units of mass (see 3.2, Appendix B, NIST Handbook 44), 3.1. Wejgh-in-Aforion (WIM)—the process of estimating a moving vehicle's gross weight and the portion of that Iona Bond of ASTM Nandi Sol MO ‘Spices eles nl ht Tsicel Regus kr Weighing sind Mestring sien” aon! Posto Sabie ad Teng Ma Inet, US aqui of Cates Washinion, 0238 aehe weight that is carried by each whe, axle, or axie group, oF combination thereof, by measurement and analysis of Jy- namic forces applied by its tires to a measuring device. 3.1.9 weight—synonymous with mass. The mass of a body is a measure of its inertia. or resistance to change in motion. 3.1.10 wheel foad—the sum of the tire loads on all tires included in the wheel assembly which comprises a half-aale. SLIL WIM System—a sel of sensors and. supporting instruments which measures the, presence of a moving Yehicle and the related dynamic tire forces at specified locations with respect to time; estimates tire loads, speed, ‘axle spacing, vehicle class according to axle arrangement, ind other parameters concerning the vehicle, and processes, displays, and. stores this information. ‘This specification applies only to highway vehicles. 4, Classification 4,1. WIM systems shall be specified to meet the needs of the user for intended applications in accordance with the following types. Exceptions and options may be specified. All systems shall be designed to operate un TOV, ac, 60-Le power, and lightening protection fur affected syste rents shall be provided by the venslor. Ihe user may specily as options a completely battery-powered system or battery- backup power in case of failure of normal power 41-1 Type J: This type of WIM system shall be designed for installation in up to four lanes at a taflic data-collection site and shall be capable of accommodating highway vehicles moving at speeds from 10 to 70 mph (16 to 113 km/h), inclusive, For cach vehicle processed, the system shall produce all data items shown, in Table 1. A user-controlied feature of the system shall allow tire-force information from the wheel(s) on only one hall of an axle to be used to estimate axle load. Provisions shall be made for entering selected limits for wheel, axle, ate-group (including bride formula grouping*) loads, and gross-veluicle weights as well as speed and for detecting and indicating suspected violation of any of these limits by a particular vehicle. A feature shall be provided s0 that the user can determine whether or not the WIM systern will prepare selected data items For display and recording. Use of this feature shall not inhibit the syste from receiving and processing data, Data shall be processed! on-site in such a way that all data items shown in Table 1 can be displayed in alphanumeric form for immediate review Means for recording data items 1, 5, 6,7, 8,9, 10,and 1 for permanent record shall be provided. On-site presentation of ‘hard-copy of all data items produced by the system shal! be ‘an optional feature (Option 1) of the system. Option 2 for this type of WIM system shall additionally provide means for counting and for recording houtly the lanewise count of all vehicles traveling in all Lanes, up to a maximum of ten lanes, at a data-collection site, including lanes. without WIM ‘sensors. Option 3 shall provide for counting, classifying (via axle arrangement), measuring the speed ol, and recording the hourly totals concerning all such vehicles by class and hy lane of travel. ie Monoving Gle.Jnue 1995, US. Depsament of Transportation Feder ighway Admission, Ofer of ighvay Panning. Washington, O 696 318 TABLE 1_ ata vs Produced by Wit Syston ‘alo Group Low Gross-vaile Wigt Speee anterso.CenerSoactg Sotwcon An Varig Clas (a ate atranganont Ste dennteston Code tine and Ouectn of Tase Date and fine ct Passage Several Vaca Rena Manor ‘meetase romnot fo rearmest exo) quart Sgr ve Load TESAL) Vator 4.1.2 Type HI: This type of WIM system shall be designed for installation at traffic data-collection sites and should be capable of accommortating highway vehicles moving. at speeds from 10 to 70 mph (16 to 113 kni/h), inchusiv ich vehicle processed, all cista items shown in Table 1 except Item 1 shall be produced by the system. Ail other features and options of the Type Il WIM system shall be identicat to those described in 4.1.1 for the Type WIT system, 4.13. Type IL This type oF WAN system shal be designed for installation in one oF tw kates al weight-enfeseentent stations to identify vehicles wperrting at speeds fron 18 10 50) mph (24 to 80. kml, inclusive, th sweight-init or load-limit violation, F cessed, the system shall produce all da items shown in Table 1 except 7, 12, and 13 und shall also estimate aceeleration (while the vehicle is over the WiM-syswera sensors}, Provisions shall be nade for entering selected limits fi axle, asle-group (including bridge-forn grouping’) loads, and grass-vehicle weight as well as speed ind acceleration and for detecting and indicating suspected violation of any of these limits by a particular vehicle. Mes shall be provided for automatically controlling olfictal tr fic-control devices which will direct each suspect vehicle ts seale for confirmation weighing and guide all non-suspect vehicles past the seale without stopping. Manual operation of these official traffie-contral devices shall be provided 2 i ‘optional feature (Optivn 1) of the Type IIL WIM system. Information used in determining a suspected violation shall be displayed in alphanumeric form fur immediate review and recorded permanently, Option 2 shall provide means for presenting this information in har-cupy form if requested by the system operator. Option 3 may be specified to even the Pype TH WIM system fom producing wheel-load infor mation (Item | in Table 1) iF this data item is not oF interest fur enforcement, Option 4 for this (ype uf WIM system sli! provide for recording the following data items shown i able | for every vehicle processed by the system: £2 ia lie of L when Option 3is spectlied), 5, 6. 8,9, 10, and 11. These items allow subsequent computation af statistical teatie lata 4.1.4 Type TVS This ype of WIM system shall be designet Tor use at weight enforcement stations to detect weight-limit for loacllimit violations, Specds trom 0 to IC mph (0 to. {6 kin/h), inclusive, shall be accommodated. For each vehiete tare. suspected of euch while psTet oLond 20 ‘nro Cont 16 is processed, the system shall produce all data items eo in Table T escept 7, 9% 12. and 13 and shall also orate acceleration (while the vehicle is over the WIM. rem sensors), Provisions shall be made for entering and laying. selveted finvits for wheel, axle, avle-group (in ing bwidge-tormuka groupinig,") loads, and genss-vehicle ‘nts as well as speed and seceleration and for detecting indicating violation of any: of these limits by a particular idle. Information used in determining a violation shall be Jaye in alphanumeric form for immediate review and srded pernitnently. Option 1 shall provide means for ‘nhing this information i haad-capy form aP requested he spsteny operator. Optinn ? may be specified to exempt Type TV WIM. system hom producing wheet-toad ation (hem 1 in Table 17 if this data item is not of rest for enfianrvement Performance Requirements | Pach type of WIM system shall be capable of per ving the indicated Tanetions within the accuracy shown Ine 2. 4 est method for determining compliance with requirements is given in Scetion 7. Afier computation he data items shown in Table 2, a0 digit which indicates than 10 tb (5 ky) fload or weight), F mph (2 krs/hy «l), oF U1 fe (30mm) (asle spacing) shall be retained. Vehiele classification aeconling to axle arrangement i be accomplished by Type t and Type H WIM systems vendor shall incoxporate sofivare within each Type T ye IAVIM syslom for using the available WIM wom asle-count an asle-spaeing information tor esti ring the Federal Highway Administration (FWA) Ve Fypes described brielly in Table 3. See US. sqrmicnt of Pranspostation Trae Monitoring Guide! the complete description of FWA Vehiele Types. The WA Vehicle Type shall he indicated by the 2-Dipit Code TAOLE 3 FHWA Vehiel te Tow, Swe, Sg Ut Tks fe eet, Sng ne Fock a Four oritre Re Selene Tacks tH Fores Aa gt Tar Treks oo chal Sg free Teche " Sec ove Aa Se Tor Taek " Feces hee Mal a Tks oor ‘san 200) 12000 400) 25.000(11 300 Som 7 200) shown in Table 3. 4 vehicle type corte 00 shall be applied to any vehicle which the software fails to assign to one of the types shown, 5.2.1 Asan option to the FHWA vehicle classes indicated by the 2-digit codle, the user may specily the 3-Digit Vehicle pe Pe fe a or Se) [Fexa] eae Hoge agtd TS Nove—Correspning Fes Hany emia (FHWA) Voice Typos hows |e, Gbss tsk wns FIN Dig lows he wr to deste 1 suet) te nale-ep3erg pairs uta by he seco ha FIG. 1 Graphical Reproseniation of -Digt Vehicle Classes : : oi | \ “ 15 pnesescing S whew (uses batnesdh & 1318 Classes shown graphically in Fig, | and numerically in Table 4, In the ¥digit code, the first digit indicates the total number of axtes on the vehicle or the combination, the second digit indicates the axle-spacing pattern, and the third digit indientes a user-assigned subset of the axle-spacing pattern. Provisions shall be made for the user to enter ditional axle-spacing criteria fur the user-assignable classes, shown in Fig. 1 as well as for the user-assignable subsets of the axle-spacing patterns which ace to be designated by a selected third digit '$3 Provisions shall be made in Type f, Type Hh, Type Ill and Type IV WIM systems for entering, displaying. and recording 2 10-character alphanuméric Site Kentification Code for each data-taking session. 1 his code can be used 10 incorporate information required for FIIWA Truck Weight Data Collection.* SA lane and cireetion-oFtravel cole for each vehicle processed by Type 1, Type I, and ‘Type HE WIM systems Shall consist of a number beginning with | for the right-hand northbound or eastbound traffic lane and continuing until all the lanes in that direction of travel have been nummbere: the next sequential number shall be assigned 10 the fanes in the opposite direction of travel beginning with the leli-hand, lane and continuing until all lanes have been numbered Provision shall be made for 12 numbers in the code. This code may be used {0 incorporate information required for FHWA Truck Weight Data Collection." 5.5. Date of passage shall be indicated numerically fur cach vehicle processed by Type I, ype Hl. Type Hl, and Type TV WIM systems in the following Format: MM/DD/YY. ‘where M is the month, D is the day, and Y is the ‘36 Time of passage shall be indicated numetically for ‘each vehicle processed by Type I, ype 1, Type HI, and Type IV WIM ystems in the Following, format: hhmm:ss, where by is the hour beginning with OO at midnight and continuic, through 23, m is the minute, and s isthe second. 5,7 Type |, Type Il, Type Ill, anc! Type IV WIM systems shall provide Sequential-nuntbeting, (user-resettable) For excl recorded vehicular data set 5.8 Type 1 and Type Hf WIM systems shall compute wheelbase as the sum of all axte spacings between the front ynost and the rearmost axles on the vehicle or combination that have tires in contact with the road sueface atthe time of ‘weighing. This value shall he rounded fo an integer value (in 1) (or to the nearest 0.1 m) before display or recording 59 Type | and Type H WIM systems shall compute Equivalent Single-Axie Load (ESAL) as described in the ‘Annex to this standard. The WIM system shall be capable of computing ESALs for single and tandem axles for both exible and rigid pavements, and provision shall be made for the user to select one of these pavemient (ypes for application during any given data-collection session. The system shall ‘compute te Iolal ESALs for cach vehicle oF vehicle combi- nation and prepare these data for display as part of euch vehicle record. When displayed, tis value shall be truncated to 2 digits following the decimal and presented in the following format: FESAL = for flesible pavements, and RESAL = for rigid pavements, The parameter for servi ability at the end of time fP, shall be adjustable by the user, ‘but 2.5 shall be progeammred as a defauit value, Similarly, the value for structural number, SN, used for computing exible ravement equivalency factors shall be user alinstahte, but shall be defaulted 0-30, the value hor thickness of visit pavement slab, D, used in computing rig pavement equ alency factors shall be user adjustable, and shall be defaulted to 8.0 in, (203 mm) in che WEM-system program. Provision shall be made in the progam to fist_on demand alt parameters setually utilized in the FSAL computtion during any given data-collection session. 5.10 Violations of all user-set parameters shall be dete mined by ‘Type 1 Type I. Type HL. and ype LV WES systems. A 2-character violation code, such as shorn i Table 5, shall be used lor each detected viokition and shat be included in the displayed data, Provision shall be made for the user tw define up to [5 viokition cudes. An addition! ‘optional Feature that calls tention to any «kate items which fare in violation of wser-set limits may be specified by the user, lor example, flashing, underlining, bokl-facing, or studio tones. ‘S11 Type UL and ‘Type 1V WIM systems shall measure vehicle acceleration, which is a change in velocity. Negative veeleration is also called develeration. The forees aeting on 3 Vehicle to produce acceleration can effet significant canse The distribution of the gioss-veicle weight among the axles and wheels of the vebiele as compared (o the distriba tion when the vebiele is static. Thecelore, any severe aes tation While the vehicle is passing over the WIM-system Senos can invalidate wheel snd aste Toads estimated By the fystem, Average acceleration of 2 {i/s" (0.6 ms") ur greater sing the tine that the wheelhase (see 3.4) of the vehicle fs passing over the tire-foree sensors should be considered is Violation, This value shail be user-adjustable, bu the vendr Shall program 2 fis? (0.6 m/s) a the default value in thes WIM systems. 5.12 Vor Type 1, Type Hl, Type Hl, aud Type IV WV systems, provision shall be mace to alow manustl entry oa uscratssiguable Sligit cue into any vehicular dat set prio: to weeurting, 6, User Requirements 6.1 In order for any WIM systems to perform propery, the user must provide and maintain an adequate eperatins environment. Construction or selection of each WIM site Well as continuing maintenance of the site and the sensor wre extremely important considerations. The following teanditions, of better, shall be provides by the user 6.1.1 The horizontal curvature of the roadway kine 150 fi GS m) in advance of and beyond the WIM-systen sensors shall have a ridius pot less thin, $700 f C17 kan measured along the cerietine of the lane for all types 6 WIM systems. TABLE § Violation Code ‘ne—Groyp Loa Grossivehile Wet nigel vend ee Speed soos61.2 ‘The longituinal gradient ofthe road surfiee for 150 41418 in} in advance of and beyend the WIM system sensors not exeved 2% for Type Type Hf, and Type OT TML-systenr installations, and shall not exeved 1% for Type 8 ince tations, 3 The crass (Cateral slope) of the road surtee for JAE GS any inaadsanee oP and beyond the WIM-system fhe Type L Type tl, and Type tH nso shal not ened ul evstem iaveallations, at shall not exeeed 1 tir Type fs iortallations, 644 Lhe wiith af the paved roadway lane for 15011 (45 ‘ance of and beyond the WIM-system sensors shall eteven tO sn 12 40/60 aud 3,7 m), inclusive, Bor Type Hand Typ EV WIM systems, the’ edges of the Taine ‘nouiriont tis distance shall be mairked with solid: white fongatalinal yyesemene sarking Fines 4 €0 6 im, (100 to. 150 mnmt side. aidat feast 7% (Ln of additional eleae space For svi Iota he presided on each side of the WEM-syster lane 6.1.8 ‘The surface of the paved roadway 150 1 (4S. m) in safeanes of soil eyond the WPM system sensors shall! he sssintaraed in ay enaipon sacl hata 6-in, (180mm) rameter ocular yéatr C1280, (¥ mm) thick cannot he assed beneath 9 70 toon} ling straightedge when the souchtedre i posifinned andl nancavered in the following 6.1.8.1 Rermniur st the longitudinal conter of the WIM: stent i¢ staivhtedge along each respective ha sith the wutey ene! at the distinees from the loaginetinal enter of the somone as indicated below, pivot roves what this en, and sweep the inner end Fonwvow the Lares sige while yy clearance beneath the suyghtadre Sth the eineulat plate, Pquivalent fatness may Fhe sletetnsines! by an ahemnatise means such as is described Jon Test Method FESS, ode The wee shall provide and ana jain a foundation te sevwmnmmoviate the WIND sxster sensory and shall install and sauna the sepuny i accertanee seith the recommend Fons of the wstemn send The wer shall provite and maintain a climatic jnevisomment Hr the IWIN sy steo) instruments in accordance sith those sperified by the scr and agreed upon by the ba stem vende) O18 ‘The veer shal) provide ans adequate HOV, ae, 6O-EIs Jectrieal power supple at each SEM site and/or specify an “optional haters powered -y se a suggested i 6.2 Any desited uptionl lesures deseribed in Section 4 sand Section S. any exeeptions, snxl any additional features of tine WIM system shall Be specifi! hy the user. The user shall uso specily the dG toms to be inched in the display, the number of vehicle recils tes be displayed simultaneonsly. whether dhe ability to iit “ord{s) on display ‘sithout interterence sith continuous. datt taking by the sstem is tequited. The user shuld note that the number oF usta items setected will alleet the number of vehicle records that ean be displayed sinreltancinusty 699 7. est Method for WIM System Pert 7.1 A test method for evaluating the performance of each type of WIM system is presented in this section. Procedures are given for (1) acceptance testing of any new type WIM system, and (2) on-site calibration (to remove as much bias as practicable from the weight estimates) at the time of system instillation or when site conditions have changed. TAA Apparatas for Weighing Statie Vehicles—When wwheel-foad data are required from the WIM. system, the ‘corresponding reference tine-foad values for Type I, Type Il, and ‘Type IV WIM systems shall be determined with ‘wheel-load weighers which meet the respective tolerance spceification of the current edition of NIST Handbook 44.° The minimum number of wheel-load weighers required is 2 ind the preferred number is 6. When wheel-na re not required, axle-load scales, multi-platform vehicle scales, portable aslecoad weigher. ora pair of wheebond we which mect the respective tolerance. specifi current edition of NIST Handbook 44, shall be used fe obtaining reference tiesto values for Type Ul and Type UL WIM systems, Either an axle-load scale or a nnultieplatform ehicle scale, along. with wheclload weighers if req sll be used for measuring reference tite-load values for Type Ill and Type TV WIN systems, 7.1.2 Use of Apraratus for Weighing Statte Vehicles—The tire-pavement contact surtaces of all ties on the vehicle being weighed shall he within’ 0.28 in. (6 mm) of @ plane passing through the load-receiving surface(s) of the multi platform vehicle seale, wheelload weighers, portable axle: Hoad weighers, or avle-inad scales whenever any tiredoad measurement iy macle, The maximum slope of this plane rom horizontal shall be 2“. Suitable blocking or mats may Do utilized, o the weighiny devicels} may be recessed into the nance pavement surface to proviele the required verti orientation When wheel-load of the firespavement contact sustaces, information is required, wheel and casured simultaneously using a weighers. When whee-losd information is not required, sle-load shall be determined by positioning each axle to be ‘weighed either simultaneously or successively on an axle- oad seale(s), 2 amulti-pkitorm vehicle scale, 3 portable axle-load weigher(s), oF 8 pair(s) of wheel-load weighers, Axle-group load shall be determined cither by positioning all ules in the group simultaneously on the requised number of weighing devices (preferred) or by successively positioning le in the groun on a pair of wheel-toad weighers oF on axle-load weighing device. ‘The number of movements of the vehicle to accomplish the successive tire-load measure iments shall be minimized. A tire-loud measurement shall be rnvxle only when the brakes of the vehicle being weighed are fully released andl all tives are properly positioned on the lonulreceiving surfie(s) of the weighing dlevice(s), Suitable ‘means (for example, chocks) shall be useel to keep the tires properly positioned while the brakes are released, Gross- vehicle weight shall be the stm of all wheel loads or axie loads for the vehicle. No tire-load measurement shall be taken until inertially-induced oscillations (for example, via a load of liquid) of the vehicle have subsided to a point that indicated tire load is changing less than three scale divisions in 3s 12 leceptance Test jor Type Land Type I WIM Systems:Qh & 1318 7.2.1 Scope—An acceptance test is described for eval ating the performance capabilities of a new WIM system tunder excellent conditions and under traflic loading that is representative of that which will be of interest where Type t and Type 1} WIM systems will be applied. Performance requirements for each type of WIM system are given in Section 5 of this standard, and associated user requisements ‘ae given in Section 6, The WIM system being evaluated in the acceptance test shall be subjected to a loading test unit consisting of (a) two test vehicles loaded with a non-shitlin Toad, plus (b) 51 additional vehicles selected from the traflis stream at the acceptance-test site. Other types of vehicles may be added to the loading test uhit at sites where large humbers of vehicles of classes not already included are operating, The two test vehicles, which will make multiple passes over the WIM-system sensors at the minimum and at the maximum speed specified by the user between 10 and 70 mph (16 to 113 kin/h) and at an intermediate speed, serve two functions. First, they provide « basis for evaluating the performance of the WIM system uver the Tull, specified range ‘of speeds, and second, they provide @ nicans (vist repeated! measurements on the same static vehicle) for ensuring that feference-value tire-load measurement procedures yield re- producible values, The additional vehicles included in the oading test unit serve the luiction of subjecting the WIM system to loading by a representative variely of vehicle classes. All vehicles comprising the loading test unit shall be weighed statically on certified weighing devices as described in TAL and 7.1.2 at a suitable site within reasonable proximity to the aereptance-test site 7.2.2 Significance and Use—tnierprctation of the results, From the acceptance test will allow the user to determine whether the tested Type 1 or Type IT WIM system is capable fof meeting or exceeding the performance requirements stated in Section 5. This can also indicate the potential upper timit ‘of performance which can be achieved by the particular type Of system as the road surface conditions. which potentially ect the location and maynitule of dynamic tire forces ignificantly, shall be the best available for conducting the ‘acceptance test and shall, as a minimum, satisfy the user requirements shown in Section 6. Once a specimen WIM system has passed this rigorous seceptance test, it should not be necessary for each subscquent user to repeat the test for every system of the same type from the same vendor. 72.3 Sie for Aeceprance Tevi—Both the user (or recognized representative of usct’s interests) and the vendor Shall approve the acceptance test site as well as the WIM fystem installation prior to conducting the acceptance es The actual road-surface and WIM-system sensor vonditions which prevail during aceeptance testing, shall be documented in tertns of surface conditions measured in a way that verifies compliance with the user requirements given in Svetion 6 This documentation, along, sith all acceptance test results, shall be reported to ASTM Conunittee E-17 on Pavement Management Technologies so that statements about bits an precision of the test can be formulated as experience is accumulated. 7.24 Test Unit for Acceptance Vest Loading—The test unit for loading the WIM system being evaluated in the acceptance test shall be comprised of 1wo loaded test vehicles which will make multiple runs over the WIM-system sensors 00 TABLE 6 Composition of Test Unit for Acceplance-Test Leading fof WIM Systems ‘ato Class B 31 32 2 st 2 we prescribed speeds aang with other vehicles selectexl hom the traffic stream at the seceptance test site, One ot the Toadled test vehicles shall be Class 28 and the thet Clays (sce Fig. Land Table 4), ‘hese test vebiles shall be foaeles 0 Within 90 £0 110 % of their respective registered sross-veiile ‘weight with a non-shifting load and sball be in exvetient nechanieal condition, Special care shall be exercised te ensure that the tires on the test velticles are inn excellent condition (preferably dynamically balanced) and inflated to recommensled pressutes. The number of vehicles in each Vehicle Class (see 5.2) to be selected in random onder feo the traflie stream for laelusion inthe test anit is shown i Table 6 (see Fig, 1 and Table 4). 1a significant number ot vehicles of another ckisss) is operating at the site, define the lasyfs), and add three selected vehicles of each sue eis te the west unit "7.2.5. Calibration and Certfication-—Nithin iy prive Deyinning the aceepkanee West, the WIM syste shall caliivated in aecordance with the method presented tn Fs The radar speed meter shall be caldbrated by the method recommended by its vendor within 30 days prior to the aceepiance test. Al weighing, spparatuy used im the accep: tance lest shall be eestificd 3s: meeting the applicable mainte ance tolerance specitied in. National fustitute of Standacds Technology Uiindbouk 44 within 30 days prior to beginning the aeceptance test 7.2.6 Procedure—the follovsing steps shull be pertorine! in conducting the acceptance tes 7.26.1 Asa joint effort bewwoen the user (or a recognized representative of user's interests) and the vendor, selvet the best available WIM-system site which, asa minimum, meets the applicable requiccments stated in Section 6. 7.2.6.2 Ensure that a suitable site for weighing. vehicles statically is available within a reasonable distance of the WIM site, that trafic ean be controlled safely at this location, and that test vehicles can tune around sifely an conve: nieutly for multiple passes, Obtain approval from the publi authority having jurisdiction oser the site for the trafic Control procedures that will be uscd during testing, 7.26.3 Install the WIM. sysvent in acconchinee with the vendor's recommendations and calibrate ay required in 125 7.2.64 Measure andl record surlice conditions av ae seribed in 7.2.3, 7.26.5. Using traffic control procedures approved by: the appropriate public authority and other reasonable: salety prveautions, have each loaded test vebiele (see 7.2.4) make s series of three runs aver the WIM-system sensors at the‘inne aie at the prrsimuny speed specified by the wee Foetseen £0 and 1H mph (16 sat 113 keh record all note the vehicle recorel muuniber fir eneh etn of each test hick. 7.2.6.6 For reference values, measure the speed of the test fhicle each tine it passes aver the WIM-system sensors oth + ealibrated radar speed mieter cr by some other means (suck ssawberlhase/time) acceptable in both the user (¢ nized representative of user's nt a recor ests) and the vendor, and cord the ubserved speed F267 AC the site where the sehicke is weighed statically inicusie the centersto-center spacing between asles on witch fest vehicle amd record these di 10 the nearest 0.1 1030) nm) as reference values 2.6.8 Weigh the test vehicle statically ag deseribod LED nd 7.12 Tar every aan to determine reforence-value tie toads, Stim the applicable tire loads to determine teferenve-value wheel, ale, aml ave group loads as well as rossevehiele igh 2.6.) Confirm tha the procedure used for determining referenvesvatlue tire loads yields acceptable results by making, the calculations shown in 7.2.7.1 hefore continuing. the tes 7.26.10 16 all the measure! or caleulated loads and irhts of te to statie test vebicles fall within the specities! wes un each test vehicle over the WIM-systent sensor’ Hee more times at a speed whieh is representative af tick sraffie speed atthe site, make refevence-value determinations Fite weinht, speed, and ale spacing For each of these ons, reenact, adh proceed 0 7.2,6.1 Dat) Tany of the missed nr elle weight values exceeds the specified range, corres inn the seference-vatue seeighiny. process and weigh each test chicks direc move times, 7.26.12 Repeat 7.2.6,11 until the weighing provess yickls anal weishts which are within the roference-value loads socilied range. 2.6.13 Alice the observed values for load and weight of have heen find t0 be within the ceifies! anges. rint cael af the loaded test vehicles aver the IMasystem sensore three une times at each of the sale tec! speeds: the mvinimmum and the mix tnuiun specified by the user between 1Oand 70 mph (16 andl Ha kmh) and ata specd which 1s representative of ruck-traflie spoed at the site, Make relerenee-valie deter rations of love ana weipls (verity that all These values satis Tanwes specified in 7.2.7.1), speed. and ale symeing for ny eu of the test vehicles, and reedrd all dat. 7.2.6.14 Make the caleikitions shown in 7.2.7.2 for 1% rans (three runs at three speeds by two vehicles) of the loaded vt vellicley and chmpare the performance of the WIM eter with all specification requirements stated in Section ps two state test vohiele 218 Hany WIMsystens data item resulting from the st-vebricfe runs ails to snisty the standard, have the ter (or srecoqzed aepresentative of user's anterests) decide whether continue the test ar deckire that the system has failed to nev specification requirement . 2.6.16 1 continnation is approved, select Yehicles from the trafic steam to complete the makeup of the test ustt fr sccepvanneestet Keing as specified in 7.2.4 TAT Allow exch of the selected vehieles to pass over it normal speed and require each hing and for measurement of axle Ihe WIM-sysfem senso vehicle 10 stop for we spacing 7.26.18 Make the calculations shown in 7.2.7.2 and compare the performance of the WIM system with the specification requirements stated in Section 3 for the re- mainder of the vebicles in the fest unit 7.2.6.19 Interpret and report the results as described in 7.2.8. 7.2.7 Calculation —Calculation is needed for evaluating (an variability in the seference-value Toads and weights of the atic fest vehicles, au (b) conformity of data items pro- duced by the WIM-system to specification requirements, 7.2.1.1 Procedure Jor Calculating Reference-Value Loads und Weiglts—Oaly certitied weighing deviees shall be uti- lized for determining reference-value tise loads. Reference- value loads and weights are calculated by summing tire loads. For WIM systems which produce estimates of whee! loads, caleulate reference-value axle load by summing two wheel loads, axle-group load by summing four whee! loads for the wheels in each tandem-axle group, and gross-vehicle ‘weight by summing all whee! loads separately for each of the ‘wo loaded! test vehicles specified in 7.2.4. For WIM systems which do not produce estimates of wheel loads, sum the appropriate ask: loads 1 calculate axte-group loads. and igross-vehicle weight, if whecl-load weighers are not used. IF wheck-load weighers are useut, use the procedure stated above Foe summing tire levuls. Cafeulate the arithmetic mean for sich set of values for wher! foad, axle load, axle-group load, and grossvehicle weight; also calculate the difference, in percent, from this mean of each individual value used in ccaloulating the respective mean. Compare these differences (© the following specified range for cach applicable Toad or weight: Gross-Vehicle Weight = 2%, Aale-Group Load = 1%, Axle Load = '4%, and Wheel Load = 5%. These limits define @ practicable range into which an individual observation must fall in order to demonstrate that the static ‘weighing process. is proxtucing acceptable results, When multiple weighings are made, always use the mean as the roference-valtte for load oF weight 1.2.2.2 Procedure fon Calculating Percent of Non-Con- forming Data Hrens--For each data item that is produced by Ihe WIM system and shown in Table 2, calewtate the liflerence in the value and the cortesponcling reference value by the following relationship: d= 1006 Rye where: d= difference in the value of the data item produced by the WIM system and the corresponding reference value expressed as a percent of the reference value, %, (© value of the dats item produeed by the WIM system, and 2 = corresponding relerence value for the data item, Determine the number of calculated differences that corded the tolerance shown in Table 2 for each data item and fespress this mumber as a percent of the total number of alues of this item hy the following relationship: Peg = 100(n/8) my eqh & 1318 Py = percent of calculated differences that execeded the specified tolerance value, n= number of calculated differences that exeveded the specified tolerance value, and N= total number of observed values of the data item, 7.28 Interpretation of Test Results and Report—Ut more than 5 % of the calculated differences for any applicable data item (specified in Section 4) resulting, from all passes of the tovo loaded test vehicles (each vehicle mide three passes at tlee difference speeds) and from the single pass of cach selected vehicle over the sensors at wormal speed exceed the Specified tolerance (specified in Sectjon 5) for that item, declare the WIM system inaccurate anid report that it failed the acceptance test. Regacdless of whether the system fails or passes the acceptance lest, tabulate all data used in making the determination, including the surface conditions, and send the results 10 ASTM Committee’ E-17 on Pavement Management Technologies within ‘0 days after completion of on-site data collection so that statements about bias and precision of the test can be formulated as experience is accumulated. 7.29 Precision andl Iias—A statement about precision id bias of a test method! should allow potential users of the test to assess in general terms jts uselulness for a partie purpose. It is intended to provide guidance as to the amount Of variation that can be expected in fest results when the test js conducted in one or more comprarable Iaburatories or Situations. This is a new test method which produces pass-or-fail results. The precision and bias of the procedure tnd caleulations in this acceptance test for Type Land Type IL WIM systems are being determined. 7.3 Acceptance Test for Type HL WIM Systenns 73. Scone—A procedure is piven for conducting a0 acceptance test of a Type {HL WIM system. Thi system is designed for installation at weight-cnfo Stations {o identify vehicles operiting within a user-specified inge of speeds between 15 and S0 mph (24 and 80 km/h). ielusive, that are suspected of weight-limit or toad-linnit Violation, ‘The system must alse control official traf control devices which direct suspeet vehicles to a seale for Confirmation weighing and measurement and direct non- suspect vehicles past the scales without stopping. The aceep- tance test shall be conducted under excellent site eonditions and under traffic that includes vehicles which are represen- tative of the vehicle classes of interest where Type I WIM systems will be installed, Performance reyuinenents for this type system are presented in Section 5, and user requite ments are given in Section 6, Tolerances for Type I WIM systems are somewhat smaller than for Types | and I because speeds are lower and, with the required referen value weighing devices continually available, on-site calibra tion is practicable at any chosen tine. Test loading for the acceptance test is designed to allow evaluation of the variability in measured or calculated loads and weights of static vehicles as well as the accuracy of WIM-system estimates of the various data items produced by the syste Capability of the system to detect excessive acceleration of 8 vehicle while it is over the WIM-system sensors is also evaluated. All vehicles used for test loading the Type IML WIM system shall be ei ied in 7.1.1 and 7.1:2 using the certified seales installed at the weight: tenforeement site where the acceptance test is conducted 7.3.2 Significance and User—Loterpretation ofthe re from the acceptance test will allow the user to deter whether the fest Type HL WIM system is capable of 9 or excceding the performance requirements stated in Section 5. This can algo indicate the potential upper limit of performance that can be achieved by the particular type of system as the road surfice conditions, which potentially aflect the location auch magnitude of dynamic tire forces significantly, shall be the best available for conducting the acceptance test and shall, ast minimum, satisfy the user requirements shown in Section 6. Once a specimen WIM system has passed this rigorous acceptance lest, it should not be necessary for cach subsequent user t0 repeat the test fur ‘every system of the same type from the same sensor 733 Site for Acceptance Test—See 7.23. 734 Test Unit for cecepance Test Loading—the tes unit for loading the WIM system being evaliated inthe acceptance test shall e the samme as specified in 7.2.4, exept that each vehicle selected from the traflie stream for inclu sion in the loading test unit shall have one wr prore oF dhe Following loads or wwighis that is 80% oF more of th applicable legal limits pross-vehicle weight, asle-group toad niale load, oF whee! lea 7.3.5, Calibration aad Certification See 7.2.5. 72 Procedure—the proveddure for conducting, the a cceptance test for Type IL WIM systems shall be the same as ‘escribed in 7.2.6 with the Following exceptions: TAG In 7.2.6.5 and 7.2.6.13, the speeds of the loaded test vehicles shall be at the minimum and at the maximunt speed specified by the user between 13 and 50 mph (24 anc 80 km/h). and 7.36.2 Mier 7.2.6.15, if continuation is approved, verity the ability of the WIM system to detect excessive seveles tion by having the driver of cach foaled test vehicle approach the WiM-system seuisors aa speed bebween 30 and AQ mph (50 and 60 kni/h) and apply heavy braking for approsi mately one seeorid while the vebiele iy passing ‘over th sensor array. Excessive negative avceleration (deceleration) should be indicated by the Violation Code DE (see Table 5) Compare the WIM-system estimates of weights for these runs wilh those for steady-speed uns amd include these comparisons in the data reported to ASTM Committee fon Pavement Management Proceed with 7.26.16 747 Caleutarion—See 7.2.7 138 Iutespretation of Tent Results and Kepor 728 7.3.9 Provision and Blus~The precision and bias of the procedure sind calculations in this aeceptanes test for the Type Hl WIM system are being determined, TA Aeceptance Test fr Type HW AVEM Systents TAL Seape—The ‘Type IV WIM system is desigmed te detect weight-limit or loade-limit violations by highway vehi les for enfircement purposes, A procedure for aeceptance {esting of this type system to determine conformity with the performance requirements specified in. Section. $ is pie ied. The procedure includes data collection needed bat evaluat ability in reference-value tine loads me sured by certified wheebloat weighers, askeloacd scales, x ulticphitionm vehiele scale, oF a combination thereof, 3 Technologies. nt the 9 ™mPas the portormuine or the WEM-systent in either Wing the tire loads of a vehicle stopped oa the WIM-system sensors or estiniating the tire Foals and dimen ns of & staliv vehicle from measurements macke with the seluicle moving at a steady speed of 10- mph (16 kay/hi oe fos. Relerence-value tire loals shall he measured by a multi-plattivan vehicle seale or an uxte-load seule (see 7.4.1) ashen Option 2 (sce 4.14) huts been specified for the Type 1V AIM ssstem under tes. When this option has nat been specified live tine Iwads shal be measured by placing wheekload weighers directly om the los-recciving surface of the neati-plattorm vehicle seale or the abel We and raising. all ire-pavement contact surfaces appronte soately iatu dhe some pkine a eeseriba an 7.1.2, The sim of he tire-londd values fume the whecleloxd weighers should ‘umpare, seithin applicable toleeances, with the cote: ponding value front the seale upon which they ave placed n, the whec!-Inae-weigher indications should be used! only toy apportion the ask: lows) intieated hy the seale between! snnan the wheels an the axletsh 1.2 Sienalicwnee nud Use Interpretation of the results from The avecpraaee tes) will allnw the wser to determine fed Type TV WIME system is capable at necting Sr exceeding the pertrmance requirements stated 1 Section 8, This can alo indicate the potential upper limit fof performance which cin be achieved by the particular typ fof system as the test conditions at the weightenforcement ste shall be the best available for conducting the aceeptance wet and shall, ay a minimum, satisfy the user equnirements nan in Section & Onee a sporimen WIM. syster his sosserd this planre lest, i should not be neces subsequent user 3 repeat the test Ror every referenre: ofthe sume type from the same vendor Trither am aste-load seal platlornr velbicle Sale 8 requined at the site, Otter te requirements ee dhe sane ans 1.23 Tot Hest Cnt for steven Best Loading Soe TAA 1S Culihransen eind Cestatection Within. sevens, prior to beginning the acceptanvestest, the ‘Type IV WIN costes shia. when subjected to field standard! test weights, be audjusted to meet the aeepiance tolerance For wheel-hit Nle-loadl weighers as stated in NIST andbenk 1. depending upon whether wheebload data or astesleal dak LL, Option 2) are of interest. All apparatis used in tle aveeptantes test for deter mining. relersnes-vahe sins Inacls shall be certified as meta the applicable maintenance (wlerance specified in NIST Honuhook sl within 30 clays prior to beginning the aeeet rane te Tals Pinevihine- Phe procedure for conducting the ae cpanice test for Fype TY WEAL systems shall be the sim deseribed it 7.2.6 sith the following exceptions Fao.) In 7.2.2, als onsite that stn asle-load scale ¢ rnnulti-plattinrmy vehicle scale is aeailable at or near the sit TehG.2 bv 7.2.6,5 and T2613, the speeds oF the loadest test vehicles shall be (anc 10 ape (9 anal 18 km. Tako} In 7.2.6.9. ealetsate the difference i each lad a Int From the arsthmetic mean, in pounds (bilogiants). aid smpare the difference to one-half the applicable tolerance Jara Tepe IY WIM sistem shown in Table 2. Also, verify Tina the sium of the tte loads from the wheel-load weighers TAY Site for devepnanee Foss sseighees or fow portable ayes with the conespunsliyg value from the scale pon ‘which they are plac! within applicable tolerances if wheel- lol weighers are used Then, use the wheel-load-weigher indications only to apportion the axle loads) indicated by the scale between/among the wheels on the axle(s, TAG Aller 7.2.6.15, if continuation is approved, verily the ability of the WIM System to detect excessive aceclerae tin by having the driver of each loaded test vehiele approach the WiM-svstem sensors at speed between 8 and 10 mph (12 and 16 km/h) and apply heavy braking for approx nately 1 s while the vehicle is passing over the sensor array. Fcessive negitive aeccleation (deceleration) should. be indicated hy the Violation Code DF (see Table 3). Compare ihe WINsystem estimates of loads and weights for these runs with those for stealy-speed runs and include these ‘comparisons in the data reported to ASTM Committee E-17 fon Pavement: Man Technologies. Proceed with 726.16, 74.68 In 1.2618, ealelate differences im weight and express the dillerences in prundls (kilo geams) TAL? Calenlation=See 72.7 exceptas described in 7.4.6. TAN Inerpretation ot Fest Resulis and Report—See tak 749 Prvision and Bias-—The precision and bias of the rocedure sand caleulations in this seceptanee test for the J ype IV WIM system are being determined 18 OnSite Caltvation Procedure for Type 1, Type Hated Pipe HTAVIAL Spsicw 15.1 Seape=—\ procedure is given for on-site calibration of Type T Type tl and Type IE WIM systems. This Drocelare requltes tat selickes seloeted fram the talc stream athe WIM site pass over the WEM-system sensors tu stop for selerence-vahie weighing and measurement 1.8.2 Siouficance and Use--The dynamic tie force Which is measure! bythe WIM system results fom a complex interaction staiong the sehicle camponents, the WiM-systent sensi, and the road sat hive suerownding the sensors. Rox! surface profiles anel sensor installation. are dhferent at every WIM site, ana! every vehicle has unique tire. suspension. muss and speed characterises. Therefo itis necessary to recognize the effects oF these site-spec and vehiele-speeitc Lieiors on WiMsystem performance tind attempt 19 vonpeasste for them as mulch as 8 pract able The calibration procedase shall be applied innmestiatels afer the initia installation of a Type 1 for Type H WIM system at any site. Kt shoul be applied again when a system is reinstalled oF when site conditions have han 5.4 Site for Wahine Statie Vehicles he ealibration procedure requires that vehicles provessed over the WIM system stop far refecence-value weighing and measurement Apparatus for weighing static vehicles and their use are ttesceibed tn 7.1.1 and 7.1.2. A suitable site For aking thse static: measurements: mast be available within a reasonable distance lam the WIM site so tht specific vehicles ean be identified at both locations. Appropriate safety and trallic contsol measures shall be considered in selecting and pers ling the static-measrement site, In all cases, taflc control procedures shall he approved in-advance by the public authority which has jurisdiction over the site, For Type band Type H WIM sysienis. a paved shoulder or a barre 3Gh & 1318 TABLE 7 Composition of Test Unit for Colibration Loading of [WIM Systoms Norbert Venice Class seeded Venises 7 a 3 a 3 5 n a trallic lane may be considered ify move suitable area is not available, For Type 11 WIM systems, weighing apparatus will be in place at the weighentoscement station. 7.84 Test Unit for Calibration Loading —The test unit ft calibration loading shall coasist of vehicles selected in random order from the traffic stream at the WIM site ancl shall, as a minimum, include the numbers and classes of vehicles shown in Table 7, Additional vehicles may be included in the test unit for calibration loading; this is particularly appropriate ifa significant number of vehicles of {2 class(s) not represented in lable 7 sve operating at the WIM site. 7.5.5. Procedure—The following, seps ate involved in the conssite calibration process 7.5.5.1 Adjust all WIM-systern settings to vendor's recom mendations or to a best estimate of the proper setting bascc! upon previous experience. 7.5.5.2 Select the required nuniber off vehicles that have passed over the WIM-system sensors, oF will later pass over them, from the traific stream in random order and stop the vehicles for static weighing and measuring at the nearby site Using approved (raflic-control messes (preferably. in- cluding @ uniformed law-enforcement officer). With a cali brated radar speed meter or by some other means (Such as wheelbase/time) that is acceptable to both the user (or a recognized representative of user's interests) and the vendor, measure the speed of each selected! veluele as it passes over the WIM-system sensors 75.5.3 Measure tire loads of the static vehicles as de (Mi AL. COMPUTATION OF EQUIVALENT SINGLE-AXL ALA Equivalency Factors: AL.L.1 Most pavement design procedures which are now iin general use are based on theoretical considerations of ‘materials behavior coupled with a complementary evalua n of the cumulative effects of traffic loading. Many of these procedures define the design thickness of a pavement in terms of the number of applications of a standant single-axte load. To use this concept, the damaging elfect of cach axle load in a mixed traffic stream must be expressed in terms of the equivalent number of repetitions of a selected! standard single-axle load. ‘The numerical factors which 704 sevibed int 7.1:1 and 7.1.2. Also, measure axle spacings uf the static vehicles and record all data for reference values 7.5.54 Caleulate the difference in the WiM-ystem est mate and the respective reference value for each speed wheel-load, axle-load, axle-gooup-load, gross-vehicte-weight. and axle-spacing measurement, express the diflerence in percent (see 7.2.7.2), and find st mean value for the differ ‘ences for each set of measurements 7.8.5.5 Make the necessuy adjustments to the WIM: system settings which will make the mean of the respective dllferences for each basic measurement equal seco. For WIM, systems which estimate wheel load, the adjustient will be to wwhecl-lovel estimates on each side of the vehicles, sepsrately For the systems which estimate ante loads valy, the adjust: ment will be for axle loads, Some WIM systems allo calibration factors to be entered for selected wheels, axles, or axle groups with respect to their respective location on the vehiele or combination, Adjustment to the speed setting will probitly affect axte-spacing estimates. 7.5.6 Calculation-—In_ audition 10 the calculations se scribed in 7,5.5.4 anu 7.5.5.5, calculations should be made to siewermine whether the calibrated WIM system canbe expected to perform within specification toleranves at thi site. Adjust each calculated difference, as described an 7.5.54, by an amouutt eyutl fo the anownt that the mean ot the differences varied from zero, Then ealeulate the percent ‘of these adjusted differences tht exceeded the tolerance shown in Table 2 by the method described in 7.2.7.2, 1.5.7 Intexpretation of Results—Ht a large number uf tae aditisied differences for any applicable data item exceeds! the specified tolerance shown in Table 2, the WIM system will probably not perform within tolerances at this site 73.8 Precision aud Bias—No justifiable statement cow cerning precision and bias of this procedure ean be mate at this time because there is nu experience yet 8. Keywords unl bilge; trate, vehiele -in-motion; WIM LOADS (ESALs) BY WIM SYSTEMS define the number of passes of a standard single-aste toa! which would cause pavement damage equivalent to that ccwused by one pass of a given axte Toad are called equivalent single-asle load (ESAL) lactors, ALL2. The equivalency factors that were derived Irom tie AASHO Road Test? are perhaps the inost commonly ust equivalency factors for pavement design and anaiysis. These were derived from a stalistical analysis of the AASHO (nov “Highway Resid Bowl “Hie ASO Kaul Lek” Rept 9, Paxeun sat Hay Meru ed Spa Reon 1, 12HCG) Kou Lestat, | he standard aste lead used by AASHIO is an 18000 (8,2-Mg) single-asle load. Analysis of the AASHO Road Tost design equations’ permits the deter mination of equivalency factors for both Rexihle and rigid pavements, These factors can be computed! with the fole owing’ equations AL2 Flevihle Pavement Fyuivaleney Pactors AL21 The design equations for Nexible pavements pre- sented in the AASIFTO Interim Guide? are: 2H, © 5.93 49.36 tog SR #1) APY Nott #3) + 4.33 bog bs ay and 0.0841 + 19 a> 49 + Soe ra) any where: 11, = number of axle load applications at the end of time ¢ for axle sets with dal tires, SN = structural number, an index number derived from an analysis of allie, roudhed soil conditions, andl re- Bional factor whieh may be converted to a thiekness of Aevible pavement layers through the use of suitable layer coetTicients that are related to the type of material being used in each layer of the pavement structure Jay load on one single axle, oF wn one tandem-axle set for dual tires, kips [Fi = 1000 th (1 kip = 4.5360 Me) Fy > axle cade (one for sim ace, and two for tandem ale sets), #,~ serviceability at the end of time # (Serviceabilty is the ability of a pavement at the time of observation to highspeed. high-volume automobile and truck trae. 6, a Timetion (he fopaithm) of the ratio of loss in serviceability at time 1 <0 the potential foss taken to 3 1.5, or G, and 4 =a function of design and toad variables that influences the shape of the P-versas-W serviceability curve AL22 As indicated above. for this design method the umber of axle load repetitions to failure is expressed in "tear Resor Bd The AASITIO Road Tes” Precedings of 3 ference ed Muy 16-T8, 2962. Se Tonie, Aw Sav! Ragan Wasson, De Be P=AASHIPO Unenin tine for Design of Pavement Suan 1922 mein Aswan a Ste igh a Tea Mae Wag 705 terms of a pavement stifaess or rigidity value which represented by Structural Number, SW, load characteristi denoted by /., and 1, sind the terminal level of serviceabil selected as the pavement failure point, P,, Values common used to define termina! serviceability, P, are 2.0 and 2.5, AL2.3 The relationship between the number of applic tions, IV. of an 18 (00-th (8.2-Mg) single-axle load and ti, number Cf applications, IF, of any other single or tandes axle load, £10 cause the same potential damage to a fleaih pavement can be found front the following equation: a Tar |laoam_ am] A124 The ratio shown in Eq Al.3 is defined as x equivalence ft, sn! s eased by solving the egustio with any pwn snc load Ly This tater digs the Sua OF 18 0015 {6 -Mg) sigue load applications te Mould be needs o ease damage tothe pavetet scl Cauivlen to one application ofthe gen ante load. Bac the term is a function of SW as well as Z, the equivalenc factor varies with SN, ALS Rigid Pavement Equivalency Factors ALB.1 The basie equations for rigid pavements develope from the AASHO Rose! Hest are: log = S854 7.35 lag +1) wa G 2 Nogtl +) + 3.28 log dg + & rls + bad log la + 7 and (als where D_ = thickness of rigid pavement slab, in, (mm), and 7 1.3.2 As can he seen from analyzing Eqs ALA and ALLS the pavement rigidity or stlfness value is expressed in term of the pavement thickness, 2. A133 The relationship between the number of applica tions. IV, ,. of an 18 000-1 (8.2-Mg) single-axle load and th, number i applications, 17, of any other single or tandem uaxle load, L, 10 eauise the same potential damage to a rigic pavement can be fouind from the following equati 5] a A134 ‘The fatio is defined as an equivalency factor, anc is evaluated by solving Ky A1.6 with any given axle load, L, This factor gives the number of 18 000-1b (8.2-Mg) single axle load applications that would be needed to eause damage to the pavement structure equivalent to one application o! the given axle load. Hevause the term fis a function of D as well as £, the equivalency faetor varies with D,Qh & 1318 All CONVERSION FACTORS To Convert From 1 Mati By ud Ubavoirdueis) lor (a aie x to" fund ib avirdopis]_——mepaqamn (Mi) S316 x tot in (I0H0 Ty swoietepis) essa (8) 536 x fice snes (8) 2s ‘The AnavicanSocey fr Ios wd Maa thos no posite raspactng to wat oy pon its ese coto wih any tor matonod in hs standard Uses of Os standard ao xprossiy ais! that utero he voy lsat Sot Daten eas, and Oe nk ol ifegomant of Suen hts. ave antalya ow responsi. nis stands i utc to eso a any tne bythe responsi tchnca came nd must be reviewed every fe years a ‘sootveisd, ier ompororas ie wahawn Your comments ao need err fr eon fh tanto i adiana stands tnd shes bo adsresaed fe AST Heacquatre, You ements i ecave caret consideration a « mosing ofthe espensble omen! conmiten, which you may ate. Ityou fee tat your cones ave ot rowed 20 aeting you shld make you? Mews note ASTM Connie on Standard, 1916 Race SI, Phiaaeiota, PA 19708, 706