Good afternoon or good morning to those of you to the West. Welcome to the Talking Freight Seminar Series. My name is Jennifer Symoun and I will moderate today’s seminar. Today’s topic is Advancing a Foundational Component of USDOT's Smart Roadside Initiative — National Standards and Specifications for WIM technology.
Before I go any further, I do want to let those of you who are calling into the teleconference for the audio know that you need to mute your computer speakers or else you will be hearing your audio over the computer as well.
Today we’ll have four presenters – Tom Kearney of the Federal Highway Administration Office of Freight Management and Operations, Dan Middleton of the Texas Transportation Institute, Tina Butcher of NIST, Weights and Measures Division; and Will Schaefer, Director of Vehicle Programs for CVSA.
years as a Statewide Planner in the New York Division Office, Tom joined the Office of Freight Management and Operations in May, 2007, and currently serves as Freight Operations Program Manager. He also manages FHWA’s Truck Parking Program.
Tom has helped deliver the National Highway Institute’s training course entitled Highway Program Financing since 2001 and further supports NHI serving as a Master Instructor. Prior to joining FHWA, Tom worked fourteen years at New York State Department of Transportation working in a variety of transportation planning related work areas.
HDan Middleton is the Program Manager of the System Monitoring Program at the Texas Transportation Institute. He is responsible for developing research programs related to the use of microprocessor-based systems and testing state-of-the-art sensors of various types for monitoring vehicular characteristics. The sensors include a variety of non-intrusive and intrusive technologies. Weigh-in-motion represents a significant component of this research. TTI is providing technical support to the Federal Highway Administration on the current project, “Integration of weigh-in-motion technology into NIST’s Handbook 44”.
Tina Butcher joined the staff of the Office of Weights and Measures of the National Bureau of Standards (now NIST) in 1987. With the exception of developmental assignments in the Malcolm Baldrige National Quality Award Program and the NIST Director’s Office, Tina has spent the bulk of her time at NIST working in the area of legal metrology device technology. She managed the National Type Evaluation Program (NTEP) from 1994 to 2000 and has served as Group Leader to the Legal Metrology Devices Group from 1994 to present. Tina has served as editor of NIST Handbook 44 and as technical advisor to the NCWM Specifications and Tolerances Committee, the NTETC Measuring Sector, and a variety of other task forces and committees such as NCWM Liaison Committee, the NCWM Task Force on Safety, and the NCWM Task Force on Energy Allocation.
WWill Schaefer has worked for 12 years in commercial vehicle safety and environmental regulatory policy at the federal and state levels, starting in the engineering department for the American Trucking Associations, followed by a year with the National Highway Traffic Safety Administration and seven years with the Truck Manufacturers Association, where he supported the TMA Brake Committee.
In 2008 he joined engineering and management consulting firm New West Technologies before starting in December of 2010 with the Commercial Vehicle Safety Alliance. He is a 14-year member of the Society of Automotive Engineers.
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Today's topic is advancing a financial component of US DOT Smart roadside initiative national standards and specifications for way and measured technology.
Our first presenter will be comp tiny of federal highway department. There are no slides accompanying this presentation
Thank you, Jennifer. I think we won the award for the longest titles in talking freight this year.
I know this topic is not a lot of the participants bump into on a regular basis so I thought it would be a really good session to make our free community partners all were of this very important initiative is underway.
I it appreciate the time that Dan, Tina and will have taken from their schedule to share information with our stakeholders.
Way and motion is a key technology.
It is in integral part of ways Tatian technology. Smart roadside is a collaborative partnership between federal motor carrier safety administration with their interest and regulatory statutory interest in regulating truck activities
and Federal Highway administration does have oversight responsibility of we limits that apply to trucks traveling on the way -- included in the palette of technology to within the wireless road inspection program an integral part of the
virtual waystation concept being supported by Federal Highway administration. These separate initiative activities come together under Smart roadside. Way
and motion -- in Europe into 2000 underneath the research framework project called cost 323. Since the standard for way and motion had been considered to be adopted, standard specification and Europe,
our European partners are still working on that.
To support enforcement in the use of the tools to make informed decisions of pulling of -- providing minimal disruption to travel through the supply chain as we pull the occult of interest that need closer inspection.
With the glow -- pass the view years -- truck and tea and I was -- we are watching and hope economic recovery in the United States trucks EMT will be an indicator of that growth -- recovery in the growth in travel can be significant.
To support our enforcement communities interest and regulating truck weights, way in motion technology is seen -- as a key technology. To key -- complete with package -- specifications for way in motion, standards
and technology series of guidebooks in his cake -- case and book number 44 Perko and effort is underway supported by Federal Highway to explore the feasibility in develop code for consideration to modify the handbook
and get way in motion standards and specifications in -- provided in the handbook. So that the judge -- so that the officer has a good reason to tell the judge why he pulled one driver over instead of another
I would like to introduce Dan Middleton, Texas Transportation Institute , our principal investigator . Help run this project on a day-to-day basis
Thank you, Tom
It those of you are not familiar with wit and book number 44, Tina will be talking about that Perko wanted at the key thoughts that struck me about handbook 44 uniformity and design testing and performance of projects like WIM Technology .
Is step is by the prosecuting agency as to the validity of WIM Technology . To get into the research part of the -- our work in the overview that is shown here. I will talk about the motive vacation -- motivation
and some of the objectives, technical approach, working group that is RD been established. A group of stakeholders who are helping us take the right decisions and giving us guidance.
I will talk about the WIM Technology standards . Answer next steps that are on the immediate her eyes and. In
On the motivation, Tom mentioned that we are projecting lots of trucks on the truck roads as time goes on, accelerated growth instructs -- and trucks.
We have limited enforcement resources to deal with a significant that has to be extended and compliance carriers. What we found in the past, is that we have spent a fair amount of effort on carriers that are compliant
and the numbers that I've seen recently on the we decide that are compliant is less than 1% of those are in need of being weighed -- we need a tool do we can use such as way
and motion to separate out those that are compliant in the weight aspect from those who may not be.
There is inconsistent use of the technology that is available including WIM Technology to support the enforcement activities. This leads to a compromised quality aspect and a lack of trust or confidence in the technology over time.
There is a lack of coordination and shared technology and data exchange within agencies which includes enforcement, transportation, prosecution, regulatory agencies that adds to the enforcement cost. Agencies working together
and energy and the use of the data. We've seen an effective penalties and prosecution procedures. That encourages rather than discourages overloading as a routine business practice among the industry. Finally,
performance measures that are focused on activities, citations issued based on outcomes-based which is reduction in overloading. We want to get that right. We want to use the right metrics to measure success.
There is a growing consensus upon -- among Mogul vehicle agencies at the federal level that the reliance on key technologies such as a 10 can -- Big Ten-- WIM Technology .
This is being advanced at the state level ongoing Federal Highway administration initiative. Tom has mentioned the smart roadside initiative, virtual waystation's, would sign the inspection.
Those are all the technology side of what we are in the midst of here.
I want to talk a little bit about the Smart roadside initiative. This will be achieved through the application of an operable technologies and information sharing between and vehicle on the road and great facility systems. Again,
way in motion fits well and is a key component. As we move forward in this activity. I mentioned the objectives or the study,
the key involving stakeholders is to develop a proposed amendment to the handbook 44 related to the 10 -- Big Ten-- WIM Technology
We are not proposing to use the 10 for direct enforcement we think we can improve on what is RD been done and what is going pretty well in a lot of cases. If you like we can make some improvements.
I might also mention every state adopts the handbook in some form all the they don't adopt every update.
They might wait for a couple of years before they adopt a new handbook, but at that point it becomes a law in their state. It is a key objective here.
On the technical approach we have carved up five tasks in the project that we are working on. The first three are basically develop project work plan.
Task to was to develop a working group, which we have RD done -- already done. Is a group of stakeholders. Task three is two sold licit -- solicit stakeholder input. This will deliverable -- kickoff meeting happened in late July, July 28.
Task for, which is forthcoming is to develop a draft when skill code which will be disseminated and discussed and has the content shown here.
Of those points begin with definition application etc.
we think the working group will probably be of most value in the user requirements portion of that. That is the draft WIM Technology code . This scale code -- we will start with what we already have,
it will be based on stakeholder input and use the guidance that will be provided there.
Starting with the existing standards and specifications that will come not from the United States, but from elsewhere as Tom mentioned. We have a great deal of interest from our overseas partners and we will be listening to them as well.
We don't want to forget expert guidance from this staff. Supporting documentation will be provided at the end of our project. Let me talk a little bit about the working group charter. We've established the charter for the working group.
That involves the member roles, who the members might be, representation and the roles and responsibilities of each. There are two categories of members were established early on. Participating members and observing members.
Purchase of the members can vote in all decisions whereas observing members might be Federal Highway staff or non-United States participants in the working group.
Today we have 39 members in this group so it is a fairly large group. I can only that participating members have voting privileges in the proceedings. We've established rules of order for voting and making decisions within the group.
It will be quarterly, and move the bodily as decisions need to be made. We've established a communication and information exchange in terms of how do we communicate this with this large group and make that efficient
and timely for all those involved.
So that everyone can respond and have good exchange of the process.
The representation of the working group is categorized in this slide. I will not read all of these, but you can see the major groups that should be involved in this process.
We have 39 total members represented in this group. State DOT, law enforcement, etc. we think we have the right groups involved here to make this process move smoothly.
I mentioned earlier that we will start by considering existing WIM Technology standards . If you're familiar with any of these how do you are probably for million with the first one either team 18 -- 09.
It is a standard specification for Highway will way and motion systems. We use that when we want to copy portions about what we will do
and we will use it as background material to build on that as well as some other documents that are listed here and some that are not.
We are aware of a European standard don't be made available soon that we will consider as well. Finally, the next steps for the working group and the overall project, proceeding from the kickoff meeting will be forwarded to this panel.
Drafting the proposed WIM Technology scale code based on some of the documents that I mentioned and soliciting input from the working group members
and conducting a second working group meeting which will be upcoming in the next few weeks. We will identify WIM Technology user requirements and discuss -- here is my contact information in case anyone needs it .
Bank you, Dan -- thank you Dan. We will get to the questions at the end of the webinar. I it will now turn it over to big 12 -- big 12 -- zigged while
Dan has talk to you called NIST handbook 44. I have been asked to -- for inclusion in that handbook.
In today's presentation I am going to touch on the objectives, the objective of the work group that Dan had mentioned in his presentation. I will give you some information about the national Institute of standards and technology,
and then I will give insight into NIST handbook 44, how it is adopted and organized, and then how a code would be developed that might also be included in handbook 44.
I will finish by explaining how we would propose an adoption of way and measure into handbook 44
To give you an idea of the overarching objective we are looking at, the Federal Highway administration has developed the workgroup that Dan mentioned to draft a new way and measure -- commercial highway weigh
and measure commercial applications
I've been asked to give you an overview of what that process might look like and to explain what the handbook XL -- itself is. Near -- get is a non-regulatory agency of the US Department of commerce.
The national hero of standards was her name up until about 1988 when our responsibilities were expanded and we were renamed the national Institute of standards and technology . The weights
and measures division has a legal responsibility to promote uniform standard east of weights and measures within the United States to facilitate commerce. We are part of the Department of Commerce.
The United States Constitution gives Congress the charge of fixing the standard of weights and measures humming and that is another way of saying that we want standards used in COM or -- commerce to be the same no matter what state
or location you're in. Congress has delegated that responsibility to the Sec. of commerce who has delegated the responsibility to get -- task of trying to get uniform standards of weights and measures across the country.
We are authorized to work in cooperation with state and private sector through our just organic act.
To develop uniform laws, regulations, requirements and test procedures.
What are the things that we do to promote that uniformity is to publish a document that is referred to as handbook 44. We published a document on an annual basis. As far as handbook 44 it felt, but you made be familiar with it .
It is a comprehensive set of requirements for way and measuring devices that are used in commerce as well as law-enforcement. The goal is to try to eliminate any way
or measuring device that will give an accurate result what it could be used to facilitate fraud so that the buyer doesn't receive what he or she has paid for or the seller doesn't receive fair payment for goods and services.
We do publish in an effort to promote uniformity. It has a very long history. As a little bit of trivia, when we were known as NDS, one of the first publications was miscellaneous publication number one,
what -- it was a precursor to hand book number 44. And 1944 it first appeared as handbook 44. It was periodically updated after that time, but The name handle 44, which it still does today.
With regard to what handbook 44 covers, there is a an outline and section G. A1, that tells you what handbook 44 does and does not apply to. In general, and applies to any device that is used in commercial service,
by commercial we mean if you have a way or measuring device that is used to buy or sell commodities like bread or apples.
It is also used for devices that are used to determine the charge for a service that is rendered they sent away or measure. For example, a taxi meter.
It also applies to any accessory to a dupe commercial device such as a cash register, printer, scanner or service stager -- station console. One point of interest is it applies to devices used in law enforcement. A we'll load were,
axle load scale, single or multi-load platform vehicle scale used in law enforcement purposes, those are covered in handbook 44.
Handbook 44 requirement, because Myst is not a regulatory agency, they have no force and effect of law until they are adopted into the law and regulation of the state or local jurisdiction or another federal agency.
Handbook 44 requirements are based upon or postal developed through another organization called the national conference on weights and measures or and see WM.
National conference on weights and measures is a private nonprofit organization that was established by an be asked back in 1905.
National conference on weights and measures brings together regulatory officials who enforce weight and measurements requirement, manufacturing of -- companies and parties that use weighing and measuring equipment
and anybody else that might have an interest in developing standards that would apply to weighing and measuring equipment or packaged products.
The national conference was first established by just to try to get together those parties with the idea that if everybody could agree upon a single standard, it might encourage uniform adoption and implementation in individual states.
The wet -- the national conference of works by only regulatory officials can vote on proposals.
Those regulatory officials that would go back into their respective jurisdiction and adopt a particular handbook like handbook 44.
While regulatory officials are the only one that can vote on the proposals, any member or any interested party can provide input and comment on any proposal put forward to the national common --
As to how handbook warty four becomes a regulatory document, most states adopt the document through referencing your weights and measures log. This publishes another handbook called handbook 130 , that is a model of weights
and measures laws and regulations. Many states will adopt section 4 of that handbook as a tool by which they will reference handbook 44. Dan also mentioned that some states will adopt an earlier version of handbook 44 .
The current edition is 2011, many jurisdictions are following an earlier version. That typically has to do with how they adopt the handbook in their particular jurisdiction.
Some states will incorporate the handbook into regulation to their administrative procedures process, that is not quite as frequent because it is a cumbersome process and could take a couple of years to do.
With regard to this community, some states adopt the document by reference to their transportation law. There are highway weight and enforcement agencies that have a opted the -- adopted -- handbook 44 is.
Handbook has been adopted by all states, not necessarily the same version for commercial weighing and measuring applications.
This was one of the things that attracted the Federal Highway administration to use handbook 44 as a starting point is it is still widely used and disseminated and it might be a good focal point for people to get a document
and regulation in place that would meet the needs of all the parties that are affected by it.
Inside of handbook 44, there is an introduction section at the beginning. The introduction section tells you a little bit about how tolerances are developed, how proposals are put forward for consideration.
It will give you an overview of how the handbook is overnights -- organized and applied and contact information. The technical content in the document lies largely in the general code which applies to all devices. A taxi meter,
vehicle scale, the general code applies to all wait and measuring equipment. The specific codes apply to individual classes or types of devices, for example, there are -- liquid measuring devices at the end of the handbook,
there are a number of appendices which include the section called fundamental considerations. That is where you can find things like that. Of the tolerances that are in handbook 44.
What kind of inspection equipment needs to be used to verify accuracy. What kind of action might be taken against the device that is found to be out of compliance, etc. in addition,
there are conversion tables in the back which include information on how to convert from metric to the customary system as well as definitions for terminology.
If we're looking at the weighing and motion project, is interesting to note how handbook 44 -- individual codes as a mentioned earlier section 1 includes the general code which applies to all devices.
Section 2 is the section that we are particularly interested in, is the scales code. The weighing section includes the scales, belt conveyor scales, and motion scales such as automatic weighing systems and so on.
We are thinking that this might be the most logical section 2 -- the remaining sections to apply to other device types, measuring devices, capacity measures. Section 2 is where we'll end up looking when it comes time to including wing
and motion code.
Within each code in the handbook there are other sections that will be of interest to you as you see the handbook requirements develop. In section a,
any code that has a designation of an a in front of it refers to the application of that code. It will tell you what device type that code applies to and also what device it does not apply to.
It will tell you right up front whether a particular code that you're looking at the applies to the device you are using.
Any code designation that starts out with a letter as the first two specification. The specification relates to the design of the equipment, how it is put together, how is the unit of measure is presented,
whether there needs to be a printer. The specification section are directed primarily to the manufacturer of the device, but the sections are also important to the regulatory official who has to enforce them .
That have an understanding of them to make sure they're applying them correctly. It in the user may want to take a look at the sections because that will explain an application
and whether the device is designed to meet the particular needs they have. The end section or the note section applies to be a facial tacking of devices. The requirements laid out for Howard devices to be tested for accuracy.
The remaining sections are the T. section or the tolerances. The tolerances section will fix the limits of global error. This is the section that tells you how accurate a device has to be to be considered access couple.
The you are sick section is a user requirements.
This applies to selection of the scale or measuring device, how it is installed, any caveat or restriction on how the devices to be used and maintained. These are directed to the owner operator,
but they should be of interest to the inspector. The inspector needs to make sure that the users are following these requirement.
The manufacturer has to be aware of them to make sure that the design meets up with the final juice application.
With regard to the federal Highway administration workgroup, the code will be developed along the line that they had mentioned. The starting point would be to develop a draft of the code as a starting point for everybody to look at.
As Dan mentioned, that has been developed and distributed. In TB with the idea that we would like to see this ultimately end up as a handbook order for code it follows the handbook 44 format.
The first test is to agree and to find the scope of that new code. As you recall, I mentioned the a section of the code of the application section,
that is the part of the code that will define what will will not be included within the proposed code. That will be the first tack that the workgroup needs to take on.
Following that, each of the remaining code sections that I mentioned, specification, notes, tolerances and user requirements will need to be developed. The overall approach that they need -- that is to take a draft or strawman
and refinement through an iterative process where were getting input from evil who would be affected by the code. The idea is not to reinvent the wheel, but to build upon
and he current state of knowledge that exists in a particular community, in this case the way and motion scales standard.
Dan mentioned -- if we ultimately want to see the document and a in handbook 44, it is desirable that we follow the format and content requirement so that it will fit nicely -- into that document in the end.
The iterative process would include getting input from stakeholders, discussing issues that would arise from that input, aching modifications to the draft, and achieving consensus that the draft would reflect
and support input that had been it gained -- obtained.
The process may go on until the workgroup achieves a point where they feel like they have a consensus on the final draft code.
Once the workgroup has finished developing that final draft code, then comes the part about trying to get it adopted into handbook 44. Earlier I mentioned the organization called the national conference on weights and measures,
it is an organization that is made up of weights and measures officials, manufacturers of equipment, users, etc. That organization has to be approached with the proposed code to see if it can be included in that handbook.
There is an established process and under that process a proposal has to be supported by at least one regional will weights and measures Association. And it can advance to the national level.
At the national level, there is an organizational called the specifications and tolerances committee and that committee reviews and makes recommendations to either continue to develop the proposal, we tended as informational,
but it forward for a vote or withdraw it. Those decisions are made based upon input that is received in open hearings and in writing. There are opportunities to provide input as the code is being developed.
Any draft code that would be inconsiderate station -- as a point of information, we've advanced an item to the committee just to get it on their radar screen that the weighing and measuring workgroup has been established
and is continually working on a draft that they hope to alternately ring back to the national conference on weights and measures.
In summary, the agency that I work for, national Institute of standard and technology publishes handbook 44 to promote uniformity.
It has been widely adopted for commercial weights and measures application. It was seen as a good starting point for an effort undertaken by a Federal Highway administration workgroup.
The idea is that we would actively seek input from stakeholders in the weights and measures community including officials, manufacturers, users, and the others who have an interest.
The final draft code would be submitted to the out -- national conference submitted --
I will wrap it up with that and I understand we will have some questions at the end that I will be glad to answer any that you may have.
Our finer presentation will be given by Will Schaefer, Director of Vehicle Program, CVSA .
Thank you for the introduction. I want to give a perspective other our state members.
Many of whom are way and motion equipment users. A little bit about why it is important for standardization to occur and why standardization in handbook 44 would be a good outcome for weight and motion.
I want to give a little background about who we are and that will help to illustrate our perspective. I am having difficulty advancing, I do not see the controls
.It -- got it
In the United States our federal regulations and transportation are implemented and enforced by the state. States have the flexibility to also regulate, there is opportunity for inconsistency from state to state.
Our organization was formed in 1982 in an effort to bring uniformity between states of those regulations and enforcement.
We bring in our organization to its membership the state agencies who conduct commercial vehicle enforcement as well as associate members who are both industry and other outside groups, academia, insurance, law firms, engineering.
Our principal members are state agencies that do commercial vehicle enforcement. Their perspective on way and motion comes from this.
Our principal mission is to promote vehicle safety and security.
There is federal funding for commercial legal enforcement. Is matched by state contributions. Our organization includes membership in Canada and Mexico. Today I'm speaking on the United States experience from those agencies.
Part of the challenge is we have 2.5 million roadway miles in the United States, 700 -- 700,000 motor carriers, it is a large number of carriers. Paul thousand certified inspectors across the US.
In order to cover those number of vehicles for the miles that are covered, we inspectors need tools to help them conduct their and enforcement activities.
You will note in the lower right-hand side there are 33,000 the tallies and highways and a little over 3000 involving large trucks. That is the largest since data has been recorded.
The tallies have been coming down, but the number of vehicles it is going to continue to rise. Through 2008, we had 9 million registered trucks, large trucks. This is vehicles 10,000 pounds GDW or more.
It means that the issue of enforcement will contingent -- continue to be an increasing challenge. With vehicle miles traveled you can see this illustrates the traffic flow, current day traffic flow.
Projections are that traffic will increase. Things such as way and motion as a tool will be indispensable.
We need these tools at our disposal. C.
BS a was mentioned earlier by Tom. We are actively engaged in supporting that. It is a multi-year, multi-agency effort.
Way and motion is integral to the Smart roadside and initiative. Why is way and motion important? We can look at a snapshot of 2007 and section data.
These are the top 20 driver violations for the calendar year 2007. Size and weight violations in terms of volume of I would -- violations issued, are second only to speeding.
Local law violations our first, but the second is size and weight. The states are charged with enforcing the safety of vehicles, the public, and the infrastructure and the investment in that infrastructure.
It is not only the security aspect of our nations highways and the element the that adds to enforcement.
Way and motion when properly used and in a standardized manner, provides a very useful screening tool to commercial vehicle enforcement at the state level. I have to state examples that I wanted to bring to the discussion.
Washington state has way and motion experience in which they have 12 way stations for ports of entry, and internal ports, seven internal scales all using way and motion.
Their systems use way and motion as a screening tool and that includes the Eagles equipped with transponders that can be read by a transponder reader. A unique vehicle identification, a license plate reader, engages in that interaction.
The motor carrier safety rating is check through vehicle when motion system. Which are compared to the manifest.
The vehicle safety rating and a layer of vehicles can be directed to the waystation for static weighing for enforcement -- purposes. That makes it a very helpful tool in the arsenal of the state commercial vehicle enforcement.
Here are a couple of images of the systems in use.
Washington's experience is that 5% accuracy suggests that it is not directly used for enforcement, but it is used for screening. And helps them multiply the resources that the state can put into that enforcement.
Just a note that in Washington state the implementation was a joint effort by the Washington State patrol and the department of transportation, Washington Department of transportation.
Washington -- they are responsible for maintaining and conducting enforcement
Wisconsin has a similar experience. Wisconsin State patrol and Department of Transportation developed a weight enforcement program. The methods are similar, the equipment is similar to Washington.
The key element is that it is a tool that can be used as long as it is maintained and needs some standardization. That helps illustrate the need for standardization in overall way and motion systems.
Old Washington and Wisconsin have reported positive experience using these technologies.
They think it's a useful tool . Wisconsin makes a note that maintenance of the equipment is crucial for confirming that they are operating correctly down the road. Just a few conclusions or observations,
we see a correlation between enforcement and safety performance of motor carriers. The way and motion systems help us use that or conduct those inspections more efficiently,
it helps enforcement target those motor characters -- carriers that need attention. And enables more through mortar vehicles or enforcement purposes. We see when motion as a cost effective for safety. I believe we will have question
and answer following this. Thank you very much.
Thank you, will. We will start the question and answer session. We have plenty of time. Will we have a question for you. Are all of the way and motion in Wisconsin and Washington will still way and motion at?
I believe, I do not have that at my fingertips, but I can look into that I provide an answer off-line if that is okay.
Sure, that is fine.
We will go back up to the top.
Most of the -- these came up during Tina's reason Tatian.
True or false, way and motion is not used for enforcement lacks?
I don't think I can really answer this right now. There is no way in the most are requirement in handbook 44. It only becomes enforceable when it's adopted by state or local jurisdiction.
It ties into the other question that came from as to what is the purpose of the proposed amendment to handbook 44?
As far as I wait wait enforcement applications are concerned
I will go back to Steve's question. I think what you are asking is is a 10-- WIM Technology being used for direct enforcement? In Belgium it is being used for direct enforcement at low sleep.
Entry points to rest areas.
There is no static scale weighing that occurs. France is doing a lot of research right now setting up a control segment by which they can conduct controlled weighing using WIM Technology .
WIM Technology used for direct citation is used in one location in France. France is looking to more ambient late use the WIM Technology for direct Norsemen .
In the United States, it is not being used at highway speed. Is not our intent to do direct enforcement. The WIM Technology manufacturers are important partners in the project. Cardinal scales is on the national conference of weights
and measures. Steve is on our project oversight team.
Darrell Watkins of network Toledo is in the process of welcoming him as our working group chairman. We have a lot of representation by industries and manufacturers of the WIM Technology equipment.
WIM Technology is for screening to assist officers standing before the judge and have the trucker being claimed that he is being picked on,
we want that officer to be able to demonstrate to the judge that he has just caused for pulling that truck and then he had good probability based on WIM Technology reading
How many states have adopted the law enforcement codes of handbook 44?
This is Tina. Our agency does not track the adoption of sections of handbook 44 of sections of handbook 44 By Hwy.
weight enforcement agencies. There is a summary our jurisdiction act the state waits and measures program level that summarizes which ones have adopted handbook 44.
We do of a summary of that in one of the handbooks that we put out called and but one 30.
-- 130. That is primarily for the commercial way measurement application.
I would like to throw in a footnote on the previous question.
Bryan Taylor who is a landmark expert with way and motion in North America he is currently with intelligent imaging systems, he says that England has been using slow speed scales or 20 years.
Please review the purpose of the proposed amendment to handbook 44.
Jennifer, this is Tina. Tom touched upon that in his response to Steve's question with regard to the intended application was for the screening applications.
Thank you, Tina. Exactly
Does any aspect of this effort address using way and motion data for enforcement and operation asked?
Absolutely. Exactly what the purpose is. Standards and specifications for way and motion regarding supporting enforcement in their operations to be able to allocate resources I time of day, by geographic location,
knowing where the loadings are most having an occurring on the network for research management purpose. Handbook 44 covering the tools specification. Transfer of information amongst and between states and different enforcement agencies.
Everyone will understand exactly what the quality of the data is, how the data measurements are occurring, the devices will be subject to uniform standard regarding performance for use. Yes,
it is regarding the planning stage of the project, this project would positively benefit that.
This is Will Schaefer, Director of Vehicle Program, CVSA , part of our mission as an organization is to help maintain and develop uniform training inspections and enforcement. To that end, this would certainly help us as users of way
and motion equipment both for consistency as well as for utilizing information that is collecting to help us make us decisions at the enforcement agency level.
Is there any data available on the correlation before a vehicle's weight and decreased safety?
Is there any correlation between the practice of overloading and illegally overloading and how does that relate to decreased safety?
That helps me out a little bit.
Our experience seeing a correlation between safety practices, if it's more broadly that those who are running overweight or running outside the limits of the regulations, tend to be less safe operators.
That is corroborated by the motor carrier safety rating experience in the reporting from at MCS a and they're compliance safety accountability and safety management profiles.
The commercial break is that before Belgian went to use the 10 for direct enforcement. Date look at global studies to track all -- tackle this question of overloading vehicle and its implications.
We look at that study in 2006 after we do the Europeans can of use of technology for Norsemen. We look at a study and found it was built on a lack of compelling robust data. As a follow-up to the 2006 scan,
Dan Turner at the University of Alabama did a study, and evaluation on what kind of data is available. We find that we have -- the brake systems are less dependable, the performance of the vehicle becomes more unpredictable,
therefore the risk of the vehicle goes up. We know that in the hallway, but we do not have good information at our fingertips.
To be able to quantify that relationship.
Currently, federal I -- Highway administration is working with motor carrier safety administration to advance a study to tackle this area. They are getting up to a project that is funded to build that relationship.
Make measurements and understand that relationship is.
Thank you for setting the table for me, will.
How do you anticipate handling the different' in conjunction with the way and motion code?
I need clarification from the questioner on what topography she is talking about
This is Tina. I can give a general thoughts to that with regard to how handbook 44 addresses variation that is anticipation from site to site. The section called user requirements, will recognize general guidelines for installation
and use that are very general in nature, but recognize that there be -- site to site. Topography means one of the approaches are level, how will the scale be involved in stalled?
There is a provision that would give some general guidelines and then leave it to the official within the individual site to address whether or not the installation was appropriate, level, etc.
a similar approach could be a take -- taken with the way and motion draft code that will be what kind of effect will the topography have on the accuracy and performance of the system.
You did answer the question.
Will technology ever find a way to accurate we wait at high speeds?
Brian knows the answer to this in his sleep. Right now it does accurately measure, but what is measured is through the tires to the roadway surface. Is picking up the dynamics that our current within the vehicle
and it is also introducing other noise through the impact temperature, wind, that naturally occur around a truck as it is traveling down a roadway. Think about a truck or a car hitting a pothole.
You see this oscillating relationship of the weight of the truck above its actual static weight,
blow its actual static weight as the Accra 70 of the -- work that's being done with the 10 is to-- WIM Technology to normalize it to static weight. Understand exactly the performance of that curve
and then how use that oscillating current to come up with a tenable estimate of actual static weight. Today WIM Technology manufacture will put something on a whim scale, they've weight very accurately.
It is that unit that they are measuring that is unstable, not the capability
Does anyone have anything to add next
How will the code addressed the topic of accurately weighing look with loads at highway?
That is a tough one. When we were down at the international meeting in Brazil. They were wrestling with that one. They are very concerned about liquid transport and accurate readings using WIM Technology technology.
You at another level of instability to a unit that you are trying to measure.
We are committed onto list of working group members?
This is Dan. I can provide the list. I would be glad to do that.
The use of WIM Technology for direct enforcement seems like the use of radar guns. We have a role in the US to be able to use WIM Technology for direct enforcement?
I don't know the answer to that.
I can answer that in terms of a mohawk Indian seven generations removed.
Down the road, yes
What we want to see is a community of way and motion users locally come closer and closer together to create a dialogue, sharing information in moving toward that end. At this point, to come up with a robust,
adequate screening approach to effectively estimate static weight of the vehicle and therefore pull out vehicles that need to be measured on a static scale, that is the immediate focus of what we're trying to do here.
Eventually, Joe Crabtree is a way of motion scale that will hand up a reading to a roadside piece of the question that will validate the question. To an on board weighing system and that information is correlated.
Direct enforcement within that sense of the vehicle knowing and a roadway estimating and get a clear picture of the actual. Does that meet those gathered for direct enforcement?
Probably more closely it is a never step on the path.
Right now, that is the intelligent access program in Australia is what they are doing it. They are using WIM Technology to directly enforce truck movement.
Yes, eventually, but not soon.
I seem to recall that the IMF required Brazil to install WIM Technology to qualify for loans to develop their highway system. Does anyone know anything about that?
Brazil just posted the international Society for a Big Ten conference in -- WIM Technology conference in April.
There is no low, there is a $60 billion motorway update initiative. Brazil's GNP grew by 35% last year. They are doing very very well and they're trying to recover what they call the lost decade.
The decade of military rule transitioning to democratic rule where there was an underinvestment and public infrastructure. We have been in dialogue with Brazil
and the highway agency of Brazil to assist them as they move forward in building the motorway system. An element of their construction program is introducing way
and motion technology built into the original construction of the upgrade of the motorway system. There is a lot of international WIM Technology providers that do that a lot more detail on the funding.
It is not contingent on the Monday being available, it is a requirement that was written into law as part of the motorway system update.
There is a huge amount of money that they have set aside for a Big Ten investment-- WIM Technology investment.
The working group members are part of the working group. They are members so not only does the WIM Technology have a copy of
Isn't another big benefit of WIM Technology that it saves time and fuel cost for compliant vehicles?
Certainly motor carriers use the opportunity to benefit from this type of sorting. They absolutely support that.
Can you elaborate on the WIM Technology ?
On board placed on the trailer next to the act shall and they measure the downward pressure of force to the access.
WriteNow in the intelligent access program they may be a required element for an oversized the occult to be able to go out and operate on whatever class of roadway they are approved to operate on.
That information is broadcast via commercial mobile radio services back to the permit office. In the state of Victoria permit officials watch that loaded make sure they stay on the approved routing.
They are required to be calibrated every 3 to 4 months. They are very stringent on the calibration and the data being accurate that is produced by the system's.
On board weighing systems are available in the United States. There are some countries that use them for their own loading purposes.
I don't see any additional questions. We can see if anyone on the phone wants to ask any questions. Feel free to continue typing in questions.
If you would like to ask a question over the phone please press star and then the number one on your telephone keypad. We will pause for just a minute .
We do have a question from Gary Mason.
Do we know what states are probable need states? States that know what the probable cause is?
I don't think we know the answer to that one.
I do not have that answer.
Is that part of the purpose that were trying to achieve by standardization?
I would assert -- preferred the term just cause instead of the probable cause. Just cause is that there is a public interest in knowing whether the vehicles need to be pulled out for closer inspection.
I don't know which states operate under which standards
Do we know if it would help the handbook 44 as it relates to -- static scales and constantly validate the prescribed legal for trade document ?
I don't know if this will answer your question completely, but right now there are other applications in handbook 44 that deal with dynamic weighing application. In almost all of those applications,
the test protocol does require that there be a static scale used to verify loads that are then used dynamically across the dynamic scale.
The static scale would serve as a reference scale that would be used to verify the accuracy of the weighing and motion scale. With regard to retain everyday use, that might be a question for Tom
or will with regard to how those scales right ultimately used by the user in a daily application.
Official testing, we would see the me -- need to verify reference weights.
There are no further questions on the phone at this time.
We did have one question. Tom, can you clarify where on board WIM Technology is being used. Is there a reference document?
There is a lot of documentation regarding the performance based standards initiative in Australia. I am sure they would have a publication that lays out exactly what the requirements and the use of the on board weighing systems are.
I can hunt that down.
Bill, the sending e-mail and remind me to go get that for you
Tina, what section of the handbook 44 deals with dynamic weighing?
There are a couple of codes that deal with dynamic weighing applications. In addition there are specific code paragraphs within the scales code to deal with dynamic as well. It might be good if you would e-mail me
and I can talk with you directly. There is an automatic weighing systems code which deals with dynamic weighing in averaging applications.
There is a belt conveyor scale system code with deals with product like coal or gravel moving across a conveyor belt. There is a multiple dimension measuring the vices code with deals with the dynamic weighing in packages.
There are specific code requirements in scale code which deal with in motion well late weighing as well as dynamic weighing of livestock carcasses.
I would be glad to go over the specific sections with you
That is other questions for right now. I will go ahead and start closing out.
We do have one other question on the phone
Do we know if Big Ten -- WIM Technology --
Right now there are only four operating in the United States.
New York, Kentucky or Tennessee, I forget where the other two are. Organ is in court. There are only about four surviving. As far as I know,
in the United States there is no use of WIM Technology to be able to calculate a fee that would be applied to a truck distance tax.
There are no other questions on the phone at this time.
I think we will go ahead and wrap up for today.
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