TEST SITE FOR EVALUATION OF HIGH-SPEED WIM

AND ITS SOLUTIONS IN BRAZILIAN CONDITIONS

Leonardo Gustavo G. Bruno M. Tiago Amir MATTAR

GUERSON OTTO GEVAERD TAMAGUSKO VALENTE
LabTrans/UFSC LabTrans/UFSC LabTrans/UFSC LabTrans/UFSC LabTrans/UFSC
Brazil Brazil Brazil Brazil Brazil

Abstract
The Brazilian Federal Department of Transportation Infrastructure (DNIT) and the
Transportation and Logistics Laboratory at the Federal University of Santa Catarina
(LabTrans / UFSC) launched a comprehensive project for the evaluation of high-speed weigh-
in-motion (HS-WIM) systems in Brazilian conditions. This paper presents an assessment of
aspects related to implementation, integration, and operation of HS-WIM systems and other
ITS solutions for a number of desired applications in the Brazilian federal road network.
Based on developments and field observations a set of recommendations are drawn for the use
of WIM in Brazil.

Keywords: Intelligent Transportation Systems, ITS, Weigh-in-Motion, WIM, Brazil.

Resumo
O Departamento Nacional de Infraestrutura de Transportes (DNIT) e o Laboratório de
Transportes e Logística da Universidade Federal de Santa Catarina (LabTrans/UFSC)
lançaram um abrangente projeto para a avaliação de sistemas de pesagem em movimento em
alta velocidade (HS-WIM) em condições brasileiras. Este trabalho apresenta a avaliação de
aspectos relacionados à implantação, integração e operação de sistemas HS-WIM e outras
soluções de ITS para diferentes aplicações na malha rodoviária federal brasileira. Baseado
em desenvolvimentos e observações de campo, uma serie de recomendações são elencadas
para a utilização de sistemas WIM no Brasil.

Palavras-chave: Sistemas Inteligentes de Transportes, ITS, Pesagem em Movimento, WIM.

1. Introduction:

The increasing volume of heavy vehicle traffic and the limitations in human resources have
motivated the Brazilian federal government to promote developments that gradually allow for
higher levels of automation in weight enforcement and traffic data collection processes
adopted in the Brazil. In this context, several efforts have been carried on by DNIT and
LabTrans/UFSC in order to support the implementation of WIM in the country.

In the end of 2013 a research project was launched for the evaluation of HS-WIM in
integration with other ITS technologies. For this project, a test site was built over a 200 meter
stretch of road BR-101 SB, in the municipality of Araranguá, Brazil. The developments and
evaluations in context of the project were also performed with a legacy test-site implemented
in 2009 for studies on multiple-sensor WIM and situated in the same area.

This project takes into consideration the following potential applications of WIM in Brazilian
conditions:
 Traffic data collection
 Pre-selection for overloading enforcement
 Company Profiling.

International experience shows that different local conditions, such as pavement structure,
climate, traffic and vehicle fleet, may influence in the overall performance of WIM systems.
Hence, one of the objectives of the project is to provide an assessment of the performance of
WIM systems in terms of measurements, durability and consistency of operation. The second
goal of the project is to evaluate the performance and feasibility of WIM systems in
integration with different ITS solutions for applications in overload control.

2. Test-site Layout

Figure 1 presents the layout of the test-site built specifically for the project, where the
implementation of two complete HS-WIM systems and related ITS solutions took place:

Figure 1 – BR-101 test-site layout

The drawing shows the implementation of three complete technology solutions from different
suppliers, as described in the list below:
 Blue: Intercomp – HS-WIM.
 Orange: Sterela/Egis – HS-WIM and Automatic License Plate Reader (ALPR).
 Red: IIS – Vehicle Waveform Identification (VWI), ALPR and automatic code reader for
the National Registry of Freight Motor Carriers (RNTRC).
2.1 WIM systems
Two WIM solutions were deployed specifically for the project. The first is composed by
strain gauge based strip sensors manufactured and supplied by Intercomp. The second is
composed by piezo-quartz sensors manufactured by Kistler and supplied by Sterela/Egis.

Another set of WIM sensors were used in the context of the project. These were previously
installed for a multiple sensor experiment, and include the following sensor technologies:
 Piezo-quartz, supplied by Kistler.
 Piezo-ceramic, supplied by Electronique Controle Mesure.
 Piezo-polymer, supplied by Measurement Specialties.
 Fiber optic, supplied by Measurement Specialties.

This WIM site is built in parallel with the BR-101 road, and was originally implemented in
2009. The installation can be visualized on Figure 2.

Figure 2 – LabTrans MS-WIM test site

2.2 ITS solutions

The integration of WIM with other ITS solutions is essential for all applications envisioned
for supporting overload control in the Brazilian federal road network. Thus, the project
included the integration of WIM with the following technologies:
 Automatic license plate reader (ALPR)
 Vehicle waveform identification (VWI)
 Automatic RNTRC code reader.

Currently, ALPR cameras provide the only universal source for automatic vehicle
identification in Brazil, and therefore are essential for both weigh station pre-selection and
company profiling applications. At weigh stations, HS-WIM systems require ALPR for
automatic escape detection in cases where potentially overloaded vehicles refuse to enter the
enforcement site. For company profiling, ALPR allows the identification of the carrier and
subsequent actions for overloading control.

The RNTRC code reader was installed with the objective of testing a different source of
vehicle identification, given the importance of this function in the envisioned processes for
overloading control. However, currently the RNTRC code does not cover the entire heavy
vehicle fleet as it has been only implemented in commercial vehicles.

Finally, the VWI systems provide a means for vehicle identification and recognition besides
the automatic license plate readers. For instance, in an automatic weigh station program such
as the recently launched Automated and Integrated Enforcement Stations (PIAFs), vehicles
need to be recognized in two situations:
 Matching pre-selection records with enforcement records for calibration assessment
 Matching pre-selection records with vehicle records for escape detection.

Both functions were implemented and tested in the context of the test track.

2.3 Enforcement Weigh Station

In order to evaluate the application of the HS-WIM test site for pre-selection of potentially
overloaded heavy vehicles, two extra data collection points were installed at DNIT 1608 fixed
weigh station, located about 2,000 meters downstream traffic in the same road. These data
collection sites are equipped with VWI sensors and overview cameras, which allow for the
recognition of vehicles in different points of the enforcement station after they run through the
HS-WIM test-site. Figure 3 shows, in red, the installation layout of these systems within the
enforcement station area.

Figure 3 – VWI implementation at 1608 enforcement weigh station

In addition to allowing the assessment of HS-WIM as a pre-selection tool in automated weigh

stations, the installation of the VWIs provide a reliable way for matching the high-speed WIM
measurements with the low-speed precision measurements performed inside the enforecement
station, thus alowing the comparision and constant performance evaluation of the HS-WIM
systems. Antennas for wireless communication provide the communication between the 3
data collection points.

3. Project Execution

The stages for the execution of the project include:

 Implementation.
 Development and integration.
 Performance assessment.

3.1 Implementation
For the purpose of the project and the installation of WIM sensors, DNIT and
LabTrans/UFSC designed and implemented a specific road stretch with approximately 200
meters of pavement, built with more robust capabilities than conventional asphalt pavements
on the Brazilian federal highway network. Previous experience with WIM in Brazil shows a
high probability of early deterioration of pavement and grouting around sensors installed on
conventional asphalt pavements. Thus, a specially designed road stretch was implemented for
testing and potential replication. The intervention for the construction works were done
simultaneously with another construction project taking place on the same road. This
simultaneous intervention provided with savings in resources, which can be possibly
replicated in future WIM projects in Brazil.

Figure 4 shows a comparison between the new structure designed specifically for the project
and the existing structure of the same highway:

Figure 4 – Comparission of new and existing pavement structures

While the original pavement was designed according to DNIT’s pavements manual (DNIT,
2006), the new pavement considers the French manual for pavement formulations (LCPC,
2007) and aims to provide an adequate structure for the installation of WIM sensors. The end
result seen on Figure 4 shows a significant difference in the asphalt layers and overall depth
of the structures.

For the implementation of WIM systems and other ITS solutions, conventional methods were
evaluated and implemented in local conditions for cost reduction and ease of replication.
Figure 5 shows the final result of the new WIM installations, with the Intercomp system (on
the left) and the Sterela/Egis system (on the right).

Figure 5 – WIM installation

3.2 Development and integration processes

The aspects related to development and integration within the project included the following
activities:
 Development of a HS-WIM system with existing sensor installations and locally available
components.
 Development of vehicle classification system for the Brazilian heavy vehicle class
scheme.
 Integration of WIM with other ITS systems.

3.2.1 HS-WIM system development

LabTrans/UFSC developed its own HS-WIM system with the objective of providing a
reproducible methodology, which can be implemented with the use of existing sensor
technologies and components available in the local market. In its core the development of the
weighing algorithm started with a manual provided by the WIM sensor manufacturer Kistler
(Kistler, 2004).

In this system, signal acquisition is made by two acquisition boards controlled by a local
server. Quartz sensors are connected to a charge amplifier and fiber-optic sensors have a
signal transducer. Ceramic and polymer sensors are connected directly to the acquisition
board. After applying the filter to the signals, the algorithm implemented calculates the weight
for each sensor and uses the mode to purge outlier measurements. An example of collected
and filtered signals piezo-ceramic sensors is shown in Figure 6.

Figure 6 – Sensors raw data comparison to filtered data

3.2.2 Vehicle classification system development

The heavy vehicle class division used for weigh enforcement in Brazil includes over 120
different heavy vehicles classes, with class-related load limits (DNIT, 2012). The class
division is based on the axle distances, axle type and vehicle length. The development and
evaluation of vehicle classification systems have been carried by partner companies with the
support of LabTrans/UFSC.

Currently, classification has been implemented on a limited basis, where groups of classes are
assigned for each vehicle run. A full classification system will be implemented in partnership
with the development team at Sterela/Egis, with the inclusion of dual tire detection as a
variable for dividing the groups of classes and assigning one specific class for each vehicle
run. This variable is already detected with the use two strips of piezo-polymer sensors angled
at a specific degree. The identification of all truck classes is necessary as each specific class
has its own specific overloading penalty criteria.

3.2.3 Integration of WIM with other ITS systems

The integration of WIM with related ITS solution was performed at different levels in order to
allow a full assessment of the use of WIM for different applications within the project. As a
final step for the integration processes, the platform Smart Roadside Inspection System
(SRIS) was implemented in order to provide a full integration of the systems and the
respective data collected. Figure 7 shows the user interface provided by SRIS, emulating a
fixed weigh station application with the integration of WIM and vehicle identification
systems:

Figure 7 – SRIS integration platform

3.3 Performance assessment:

The performance assessments in the context of the project are done for the following
individual aspects:
 Physical conditions of installations.
 HS-WIM measurements.
 Vehicle classification.
 Vehicle identification by ALPR and RNTRC code reader.
 Vehicle recognition by VWI systems.

The physical and operational conditions of the installations remained stable throughout the
execution of the project, with the exception of the WIM systems installed over regular
pavement on the legacy MS-WIM site. Figure 8 shows an example of deterioration of the
WIM installations on the legacy MS-WIM test-site

Figure 8 – Pavement deterioration of MS-WIM site

The assessments of HS-WIM measurements were based on methods and recommendations

present on COST 323 (2002). The evaluations were performed with the aid of a LS-WIM
enforcement system, which was has been used as a reference for the evaluation of the high-
speed measurements. Table 1 summarizes the results with the strain gauge and piezo-quartz
HS-WIM systems implemented on the BR-101 highway:
Table 2 – Performance of WIM systems

Period
WIM result Test conditions
(after calibration)
A(5) R1 (I) 1-2 months
B+ (7) R1 (I) 2-3 months
B(10) R2 (II) 12 months

The strain gauge and piezo-quartz HS-WIM solutions implemented on BR-101 were
evaluated over 12 months for GVW measurements. Both systems presented performance A(5)
in the first month and B(10) in the last month of evaluation. The first three months of
operation were assessed under limited reproducibility conditions (R1) and environmental
repeatability (I), and the results ranged between A(5) and B(7) in these tests. The remaining of
the months included tests under full reproducibility conditions (R2) and limited environmental
reproducibility (II).

Class C(15) was temporarily tested when the road surface area deteriorated around the strain
gauge system but it returned to perform on class B(10) after the situation was solved. So far,
the results on axle loads and axle group loads are not conclusive and further evaluation will
provide a more precise assessment. This has been prevented by an incompatibility in the
output format of the systems, which should be solved upon the completion of the project.

The HS-WIM solution developed by LabTrans/UFSC with the use of piezo-quartz sensors
have shown compatible results with the commercial solutions in the terms of GVW
measurements in the tests performed two weeks after calibration, as shown on Table 1:

Table 3 – Performance assessment of LabTrans/UFSC HS-WIM system

Period
WIM result Test conditions
(after calibration)
A(5) R1 (I) 2 weeks
D+ (20) R2 (II) 12 months

The system was tested on class A(5) for GVW measurements in its first assessment. Twelve
months later, mostly due to poor pavement conditions over the legacy MS-WIM test site, the
system’s performance had deteriorated to class D+ (20).

The assessments over vehicle classification, vehicle identification and vehicle recognition
performances have not yet been done individually, and it will be addressed within the start of
2017.

4. Results and recommendations

 Implementation: Pavement design and construction constitutes a vital process for the
implementation of WIM systems in Brazilian conditions. As well, timing of the construction
processes is important in order to reduce costs and minimize disruptions in the traffic flow
 Implementation: A more widespread adoption of WIM applications in Brazil may be
achieved if the main challenges to implementation are successfully addressed: high costs for
pavement works and system acquisition; large and growing number of heavy vehicle classes
and respective load limits; limitations in vehicle identification due to poor plate conditions
and reflectivity standards
 Integration: Integration among WIM and other ITS systems allows for applications such
as automatic pre-selection at weigh stations and company profiling. Reliable technologies for
vehicle recognition are especially important for applications of WIM in the context of
automated fixed weigh stations
 Development: Despite the large number of heavy vehicle classes Brazil, the
developments over vehicle classification based on axle configuration have shown promising
results over the most representative vehicle classes. The addition of dual tire detection to the
measurements of axle count and distances may provide the necessary standards for automated
enforcement processes
 Development: Measurement performance of WIM systems in Brazilian conditions
showed to be satisfactory provided the existence of an appropriate pavement structure for the
installation. Systems may be developed in Brazil by the integration of existing sensor
technologies with components available in the local market
 Performance assessment: Individual performances on vehicle classification, vehicle
identification and vehicle recognition will be assessed within the conclusion of the project.

5. Conclusions

A comprehensive project was launched by LabTrans/UFSC and DNIT for the evaluation of
high-speed WIM and ITS solutions in Brazilian conditions. The results of the project have
been used as recommendations for the Automated and Integrated Enforcement Stations
(PIAF) and the National Plan on Traffic Count (PNCT), which together will account for the
implementation of over 350 WIM sites in Brazilian federal road network.

Over the course of the project, different WIM systems and sensor technologies were
implemented and integrated with other ITS technologies, allowing for an assessment of
different applications related to overload control. Different aspects of implementation and
operation of the systems have been developed and evaluated, so recommendations could be
drawn, providing subsidy for a more widespread use of WIM systems in Brazil.

The expected future results include a full assessment of the capabilities of the systems
installed for each envisioned application, providing subsidy for future WIM implementation
in Brazil.

6. References

 DNIT - Departamento Nacional de Infraestrutura de Transportes (2012). Quadro de

Fabricantes de Veículos, 166p.
 DNIT - Departamento Nacional de Infraestrutura de Transportes (2006). Manual de
Pavimentação. Editado pelo Instituto de Pesquisas Rodoviárias (IPR). 2ª Edição.
Ministério dos Transportes. Rio de Janeiro.
 Jacob, B., O’Brien, E., Jehaes, S. (2002), “Weigh In Motion of road vehicles, final report
of COST323”, LCPC, Paris, 84p.
 LCPC - Laboratoire Central Des Ponts Et Chaussées. Manuel LCPC d’aide à la
formulation des enrobés. Paris: LCPC, 2007
 Kistler (2004), “Planning Manual, Planning of a WIM (Weigh In Motion) Station”,
Winterthur, 33p.