WIM #41 CSAH 14, MP 14.9 CROOKSTON, MINNESOTA APRIL 2014 MONTHLY REPORT

Transcription

1 WIM #41 CSAH 14, MP 14.9 CROOKSTON, MINNESOTA APRIL 2014 MONTHLY REPORT

2 In order to understand the vehicle classes and groupings, the MnDOT Vehicle Classification Scheme and the Vehicle Classification Groupings for Forecasting are shown on the TDA Data Products page at The WIM Monthly Reports are show at For the month of April 2014, the system was operational for the entire month. However, the percentage of Class 15 s in the southbound lane was elevated above typical levels on a handful of random days, which drove the monthly average C15 rate to 5.2% (cause for the random C15 fluctuation was unclear). Volume was computed using all monthly data. The data in this report uses the data that was collected for the month (no extrapolations performed). VOLUME For WIM #41 on CSAH 14 at mile post 14.9 south of Crookston, there were 10,744 vehicles that passed the site for the month of April. The Average Daily Traffic (ADT) and Heavy Commercial Average Daily Traffic (HCADT) were respectively 358 and 33 in April Of the heavy commercial vehicles, the two highest traffic volumes were generated by the Class 9 s and Class 5 s. Figure 1 shows the average number of vehicles, broken down by direction (northbound vs. southbound; NB vs. SB) and as a function of time (weekday). The average numbers of vehicles traveling NB peaked on Mondays, while the average numbers of vehicles traveling SB were highest on Fridays. For both directions, average traffic volume during the week was lowest over the weekends. Figure 2 shows directional traffic volume for passenger vehicles (Classes 1, 2, and 3) and heavy commercial vehicles (Classes 4 to 13), as a function of time (hour of day). NB passenger vehicles peaked in volume between 6:00 am and 9:30 am. For SB passenger vehicles, traffic volume peaked between 1:30 pm and 7:00 pm. Data also showed that the number of passenger vehicles traveling NB and SB was roughly the same (50.2% NB, 49.8% SB). For heavy commercial vehicles, volume going NB peaked between 9:00 am and 1:30 pm, while SB volume peaked between 9:30 am and 5:00 pm. Heavy commercial vehicles were also reviewed for directional volume differences; traffic volume was greater going SB than NB for heavy commercial vehicles (52.8% SB, 47.2% NB). VEHICLE CLASSIFICATION The traffic volume consisted of 9,756 passenger vehicles (90.8%) and 988 heavy commercial vehicles (9.2%). Table 1 summarizes traffic volumes by vehicle class, as well as providing traffic volume information for overweight vehicles. OVERWEIGHT VEHICLES As the ground hardens with colder temperatures, pavements can handle additional weight loads than normally possible under milder temperatures this is effectively called a winter load increase (WLI). For winter 2013, the WLI 1 came into effect on 1 The winter load increase (WLI) in Minnesota effectively means that axle weights and gross vehicle weights are both allowed a 10% increase from normal weight limits without requiring a permit to operate on US, state routes, and county roads as long as the WLI remains in effect. The only route that requires a permit to operate during the WLI is on interstate routes. The WLI translates into a maximum allowable weight for a single axle of 22,000 pounds; tandem axles, spaced 8 or less, can be up to 37,400 pounds; tridem 1 Page

3 December 7 th and was lifted at the end of the day on April 3 rd, Starting April 4 th, 2014, normal weight limits 2 came into effect. April 2014 s data was analyzed in consideration of the two different weight limits. The total volume and total heavy commercial volume for April 2014 was 10,744 and 988, respectively. The total number of overweight vehicles was 169, which translates into 1.6% of total traffic (or 17.1% of heavy commercial vehicles). Figure 1 shows the average number of overweight vehicles traveling directionally (NB vs. SB) as a function of time (weekday). The average number of overweight vehicles traveling NB peaked on Mondays, while SB overweight traffic volume generally peaked on Wednesdays through Fridays. Lowest overweight traffic volumes were observed over the weekends for both directions. The top two overweight violators by class were the Class 9 s and the Class 10 s. Figure 3 depicts overweight vehicles by class as a function of time (hour of day). [Two different methods are being used to classify vehicles at the WIM: the first fit and best fit methods. With either method, the same number of axles, axle spacing, and axle weights are used. However, these methods can lead to some discrepancies in the vehicle classification itself, particularly those classified as a Class 9, 10, or 13.] On average, overweight vehicle traffic reached highest volumes between 9:30 am and 5:00 pm. When examining directional differences, data shows that 58.6% of the overweight vehicles were going SB. Figure 4 shows total volume of overweight vehicles as a function of time (hour of day), with volumes also calculated by direction (NB vs. SB). Figure 5 shows the number of vehicles during the last 12 months that crossed the WIM weighing more than 88,000 pounds. From the chart, it can be seen that there were a significant amount of overweight violations in the late fall through the early winter of Figure 6 shows the gross vehicle weight distribution for Class 9 s and 10 s traveling both directions (NB and SB). Figure 6 illustrates that there were more empty than full Class 9 s traveling in both the NB and SB directions. In contrast, there were more full than empty Class 10 s traveling in both the NB and SB directions. WIMs are currently used as a screening tool for weight enforcement, and it is estimated that the WIM scales can measure gross vehicle weights (GVW) within 5-10% of accuracy of static weight scales. Therefore, due to some measurement difference on the WIMs, vehicles that are over 88,000 pounds during normal load limits are considered overweight on this report 3. A similar rule applies to the overweight status axles, spaced 9 or less, can be up to 47,300 pounds; quad axles, spaced 13 or less, can be up to 56,100 pounds; and the maximum GVW is 88,000 pounds. 2 During normal weight limits, the maximum allowable weight for a single axle is 20,000 pounds; tandem axles, spaced 8 or less, can be up to 34,000 pounds; tridem axles, spaced 9 or less, can be up to 43,000 pounds; quad axles, spaced 13 or less, can be up to 51,000 pounds; and the maximum GVW is 80,000 pounds. When the winter load increase (WLI) is not in effect, the normal weight limits are enforced within the state of Minnesota. 3 Vehicles are legally considered overweight at 80,000 pounds during normal load limits. However, to account for the 5-10% measurement error on the WIMs, vehicles weighing more than 10% over the legal overweight definition are considered overweight for the purposes of this report (> 88,000 lbs; 80,000 lbs + 8,000 lbs = 88,000 lbs). 2 Page

4 of vehicles during the WLI; vehicles during the WLI must weigh over 96,800 pounds to be considered overweight 4 on this report. During the WLI (through end of day April 3, 2014), there weren t any Class 9 or Class 10 vehicles weighing over 98,000 pounds heading in the NB direction. In contrast, 1 SB vehicle was over 98,000 pounds during the WLI (vehicle was a C10). During normal (non-wli) load limits (from April 4 th on), there weren t any NB vehicles over 88,000 pounds. In contrast, 5 SB vehicles were over 88,000 pounds during normal load limits (none were C9 s; 3 were C10 s). Table 2 summarizes the Top 10 Gross Vehicle Weights for Class 9 and Class 10 vehicles for April SPEED The speed limit on CSAH 14 at the WIM site is 55 mph. Combining both lanes in April 2014, the following was recorded at WIM #41: 1) average speed of 60 mph, 2) median speed of 62 mph, and 3) an 85 th percentile speed of 68 mph. Table 3 summarizes the vehicle data for the Top 20 speeders that crossed WIM #41 in April. The speed of the Top 20 ranged from 87 mph to 106 mph. It is interesting to note that two in the Top 20 may have been racing. On Sunday, 4/20/14, a pair of vehicles heading SB crossed the WIM within 3 seconds of each other traveling respectively at 94 mph and 106 mph. Figure 7 shows the average speed of passenger vehicles and heavy commercial vehicles as a function of direction (NB and SB). Passenger vehicles were, on average, 2 mph faster than heavy commercial vehicles. Figure 8 shows the average speed as a function of the day of month. Depending on the hour of the day, the average hourly speeds varied between 40 mph and 78 mph over the course of the month. Figure 9 shows the average speed as a function of direction (NB and SB). Overall average speeds were roughly the same between the NB and SB directions. BRIDGE Bridge No is approximately 0.1 miles north of WIM #41, and Bridge No. 60K60 is 3.2 miles south of WIM #41. For the month of April 2014, WIM #41 encountered 10,744 vehicles and recorded a total weight of 86,001 kips (1 kip = 1,000 pounds). Figure 10 summarizes the total GVW by direction and class, while Figure 11 summarizes the percentages each class contributes to the total GVW. Table 4 provides details on the class breakdowns versus direction for GVW. MATERIALS In April 2014, a total of 696 equivalent single axle loads (ESALs) passed over the pavement at WIM #41. Approximately 47.2%% of the ESALs were in the NB lane, and 52.8% of the ESALs were in the SB lane. Figure 12 graphically depicts the total ESALs by vehicle class and direction. Figure 13 summarizes the percentages that each vehicle class contributes to the total ESALs. It is interesting to note that the Class 9 s provided 69.3% of the ESALs while they contributed only 25.3% of the total gross vehicle weight. 4 During the WLI, vehicles weighing over 88,000 pounds are legally considered overweight. However, to account for the 5-10% measurement error on the WIMs, vehicles weighing more than 10% over the legal overweight definition are considered overweight for the purposes of this report (> 96,800 pounds; 88,000 lbs + 8,800 lbs = 96,800 lbs). 3 Page

5 Table 5 provides details on ESAL values by class and lane direction. Table 5 also provides the flexible ESAL factors for each vehicle class using a terminal serviceability of 2.5 and a structural number of 5. For April 2014, ESALs were largest in Lane 2 (SB lane). Therefore, the SB lane is the design lane, and the growth factor for this section of CSAH 14 in Polk County is 1.5%. During the WLI (through end of day on 4/3/14), there was one Class 10 truck weighing over 88,000 pounds in the SB lane (no C9 trucks weighed over 88,000 pounds in the SB lane during the WLI). This 1 vehicle generated 5 ESALs. If this truck weighed just 88,000 pounds, it would have generated 2 ESALs 3 ESALs less. During the normal load limits (starting on 4/4/14), there were 37 Class 9 trucks and 6 Class 10 trucks weighing over 88,000 pounds in the SB lane. These 43 vehicles generated 121 ESALs. If all of these trucks weighed just 88,000 pounds they would have generated 107 ESALs 14 ESALs less. If you take April s SB lane ESALs of 367 and multiply it by 12 to get an annual ESAL number, apply a growth factor of 2.5% for 20 years (1.50) and then multiply it by 20 to get a 20-year BESAL, you get 114,657. If you go through the same calculation but start with a monthly value of 350 (SB lane ESALs without all of the overweight Class 9 and 10 vehicles), you come up with 109, year BESALs. The difference between the 20-year ESALs, divided by 367 ESALs, is months. This translates into the pavement reaching its 20-year design life more than 15 months (>1 year) earlier due to the overweight Class 9 s and 10 s. This is a quick, back-of-the-napkin calculation for specifically the Class 9 s and 10 s; calculation does not include the 8 other heavy commercial classes. As part of a technical implementation research project, we are looking at developing a report function that will perform this calculation for all heavy commercial classes. Because the heavy commercial haulers are looking to move that tonnage of freight, we will add additional legal-weight trucks so that the total weight being shipped stays the same. FREIGHT For WIM #41, it was calculated that 7,483 tons of freight crossed the sensors. More freight was shipped SB (4,084 tons) than NB (3,399 tons). Table 6 summarizes number of vehicles by class and the number of empty vehicles. Table 6 and Figure 14 summarize the freight shipment by class, direction, and tonnage. CALIBRATION WIM #41 was most recently calibrated on February 3, Front axle weights of Class 2 s, 3 s, and 9 s are being monitored on a monthly basis to assure performance between calibrations. Table 7 summarizes the front axle weight of the Class 2 s, 3 s, and 9 s by lane. The current goal of the calibration is to have each individual axle stay within a range of ±9% of baseline calibration. Table 7 shows the initial front axle weights of all three classes in both lanes. 4 Page

6 Past WIM research indicates that an unloaded Class 9 should weigh 28 to 32 kips. Data from the MnROAD site indicates that this unloaded range may have moved a little higher. The range for loaded Class 9 s is generally in the 70 to 80 kip range but varies more by site and season. Figures 15 and 16 show histograms of the monthly GVW of Class 9 s over the last 12 months for Lanes 1 and 2. Figure 17 depicts unloaded and loaded peaks as a function of lane and date. Lanes 1 and 2 do not get enough Class 9 traffic, meaning that an interpretable histogram can only be generated every 4 weeks. SUMMARY In April 2014, the average volume of NB traffic peaked on Mondays, while the average volume of SB traffic peaked on Fridays. Lowest traffic volumes were reported on Sundays for both directions. The average volume of NB overweight vehicles peaked on Mondays, while the average volume of SB overweight vehicles peaked on Wednesdays through Fridays. Over 58% of the overweight vehicles were going SB. Of the Class 9 s, 30.2% of them were overweight, while 41.3% of Class 10 s were overweight. The GVW was greater in the SB direction than NB direction (43,804 kips vs. 42,197 kips). A similar pattern emerged for ESAL and freight data. SB ESALs were greater than NB ESALs (367 ESALs vs. 328 ESALs), and freight tonnage was also greater going SB than NB (4,084 tons vs. 3,399 tons). Data calculations from April 2014 also suggest that overweight Class 9 s and 10 s are shortening the 20-year BESAL design life by over a year. Please see Table 8 for a summary of some of the key data over the last 12 months. 5 Page

7 Attach: Table 1 Vehicle Classification Data Table 2 Top 10 Gross Vehicle Weight, Class 9 and Class 10 Table 3 Top 20 Speeders Table 4 Gross Vehicle Weight by Class and Direction Table 5 ESALs by Class and Direction and Flexible ESAL Factors Table 6 Freight Summary Table 7 Front Axle Weight by Class and Lane Table 8 Site Summary Figure 1 Average Volume and Average Overweight Volume vs. Day of the Week Figure 2 Passenger and Heavy Commercial Vehicles vs. Hour of the Day Figure 3 Overweight Vehicles by Class vs. Hour of the Day Figure 4 Overweight Vehicles by Direction vs. Hour of the Day Figure 5 Histogram of Vehicles Over 88,000 Pounds for Last 12 Months Figure 6 Class 9 s and 10 s by Direction vs. Gross Vehicle Weight Figure 7 Average Speed by Lane and Vehicle Type vs. Hour of the Day Figure 8 Average Speed vs. Day of the Month Figure 9 Average Speed by Lane and Direction vs. Hour of the Day Figure 10 Total Gross Vehicle Weight by Class and Direction Figure 11 Total Gross Vehicle Weight by Class Figure 12 Total ESALs by Class and Direction Figure 13 ESALs by Class Figure 14 Freight Tonnage and Percentage by Direction and Class Figure 15 Monthly Class 9 GVW Histogram Lane 1 (NB) Figure 16 Monthly Class 9 GVW Histogram Lane 2 (SB) Figure 17 Unloaded and Loaded Peaks by Lane vs. Date To request this document in an alternative format, please contact the Affirmative Action Office at or (Greater Minnesota); 711 or (Minnesota Relay). You may also send an to ADArequest.dot@state.mn.us. (Please request at least one week in advance). 6 Page

8 250 Figure 1 - Average Volume and Average Overweight Volume vs. Day of the Week NB Vehicles SB Vehicles NB Overweight Vehicles SB Overweight Vehicles Average Number of Vehicles Average Number of Overweight Vehicles 1 0 Sunday Monday Tuesday Wednesday Thursday Friday Saturday Day of the Week 0

9 Figure 2 - Passenger and Heavy Commercial Vehicles vs. Hour of the Day NB Passenger Vehicles SB Passenger Vehicles NB Heavy Commercial Vehicles SB Heavy Commercial Vehicles Number of Vehicles Heavy Commercial Vehicles Hour of the Day

10 Number of Overweight Vehicles Figure 3 - Overweight Vehicles by Class vs. Hour of the Day C4 C5 C6 C7 C8 C9 C10 C11 C12 C13 Hour of the Day

11 25 Figure 4 - Overweight Vehicles by Direction vs. Hour of the Day Total Overweight Vehicles NB SB Number of Overweight Vehicles Hour of the Day

12 Number of Vehicles Figure 5 - Histogram of Vehicles Over 88,000 Pounds for Last 12 Months Apr-14 Mar-14 Feb-14 Jan-14 Dec-13 Nov-13 Oct-13 Sep-13 Aug-13 Jul-13 Jun-13 May >100 Vehicle Weight (Kips) Vehicle Weights (Kips) Apr-14 Mar-14 Feb-14 Jan-14 Dec-13 Nov-13 Oct-13 Sep-13 Aug-13 Jul-13 Jun-13 May > TOTAL = * 3, * System 95.4% operational (23.3% of operational hours contained partial data)

13 Figure 6 - Class 9's and 10's by Direction vs. Gross Vehicle Weight NB Class 9 SB Class 9 NB Class 10 SB Class Frequency Weight (Kips)

14 70 Figure 7 - Average Speed by Lane and Vehicle Type vs. Hour of the Day NB Passenger Vehicles SB Passenger Vehicles NB Heavy Commercial Vehicles SB Heavy Commercial Vehicles 65 Speed (mph) :00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 Hour

15 70 Figure 8 - Average Speed vs. Day of Month 65 Speed (mph) /30 4/6 4/13 4/20 4/27 Date

16 70 Figure 9 - Average Speed by Lane and Direction vs. Hour of the Day Lane 1 - NB Driving Lane 2 - SB Driving 65 Speed (mph) :00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 Hour

17 Figure 10 - Total Gross Vehicle Weight by Class and Direction 20,000 18,000 NB Lane SB Lane 16,000 14,000 Total Gross Weight (Kips) 12,000 10,000 8,000 6,000 4,000 2,000 0 C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 C11 C12 C13 Vehicle Class

18 Figure 11 - Total Gross Vehicle Weight by Class C10 2.7% C11 0.0% C12 0.0% C13 0.0% C1 0.0% C2 16.9% C9 25.3% C8 1.4% C7 0.1% C6 4.6% C5 6.6% C4 0.0% C3 42.4%

19 Figure 12 - Total ESALs by Class and Direction 300 NB Lane SB Lane ESALs C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 C11 C12 C13 Vehicle Class

20 Figure 13 - ESALs by Class C10 4.7% C11 0.0% C12 0.0% C13 0.0% C1 0.0% C2 0.4% C3 2.2% C4 0.0% C5 7.7% C6 14.2% C7 0.2% C8 1.3% C9 69.3%

21 Figure 14 Freight Tonnage and Percentage by Direction and Class Northbound Freight Southbound Freight C % C11 0 0% C12 0 0% C13 0 0% C4 17 0% C % C % C11 0 0% C % C % C4 67 2% C % C % C % C7 19 1% C8 22 1% C7 29 1% C8 45 1% C9 2,164 64% C9 2,428 59%

22 Percentage of Total Class 9's 22.0% 20.0% 18.0% 16.0% 14.0% 12.0% 10.0% 8.0% Figure 15 - Monthly Class 9 GVW Histogram - Lane 1 (NB) Unloaded Peak Kips May-13 Jun-13 Jul-13 Aug-13 Sep-13 Oct-13 Nov-13 Dec-13 Jan-14 Feb-14 Mar-14 Apr % 4.0% 2.0% 0.0% GVW (Kips)

23 Percentage of Total Class 9's 22.0% 20.0% 18.0% 16.0% 14.0% 12.0% 10.0% 8.0% Figure 16 - Monthly Class 9 GVW Histogram - Lane 2 (SB) Unloaded Peak Kips May-13 Jun-13 Jul-13 Aug-13 Sep-13 Oct-13 Nov-13 Dec-13 Jan-14 Feb-14 Mar-14 Apr % 4.0% 2.0% 0.0% GVW (Kips)

24 40 Lane 1 - Unloaded Peak Lane 2 - Unloaded Peak Lane 1 - Loaded Peak Lane 2 - Loaded Peak Figure 17 - Unloaded and Loaded Peaks by Lane vs. Date /12/13 6/11/13 7/11/13 8/10/13 9/9/13 10/9/13 11/8/13 12/8/13 1/7/14 2/6/14 3/8/14 4/7/14 5/7/14 Unloaded (Kips) Loaded (Kips)

25 TABLE 1 - VEHICLE CLASSIFICATION DATA WIM #41 - CROOKSTON April 2014 MONTHLY MONTHLY MONTHLY MONTHLY AVERAGE MONTHLY TOTAL TOTAL TOTAL VEHICLE DAILY TOTAL VOLUME OVERWEIGHT OVERWEIGHT CLASS VOLUME VOLUME PERCENTAGE VEHICLES PERCENTAGE C % 0 0.0% C , % 0 0.0% C , % 0 0.0% C % 1 0.6% C % 0 0.0% C % % C % 2 1.2% C % 0 0.0% C % % C % % C % 0 0.0% C % 1 0.6% C % 0 0.0% TOTAL = , % % TABLE 2 - TOP 10 GROSS VEHICLE WEIGHT, CLASS 9 AND CLASS 10 WIM #41 - CROOKSTON April 2014 DAY OF VEHICLE GVW DATE WEEK TIME CLASS DIRECTION LANE (lbs) 4/22/14 Tuesday 10:21:33 10 Southbound 2 92,000 4/2/14 Wednesday 17:58:09 9 Northbound 1 91,000 4/22/14 Tuesday 13:30:21 10 Southbound 2 91,000 4/1/14 Tuesday 20:37:17 9 Southbound 2 88,000 4/22/14 Tuesday 12:55:00 9 Southbound 2 88,000 4/3/14 Thursday 3:25:01 10 Southbound 2 88,000 4/11/14 Friday 15:20:13 9 Southbound 2 87,000 4/8/14 Tuesday 12:57:59 9 Northbound 1 87,000 4/8/14 Tuesday 13:04:26 9 Northbound 1 87,000 4/7/14 Monday 13:10:28 9 Northbound 1 87,000

26 TABLE 3 - TOP 20 SPEEDERS WIM #41 - CROOKSTON April 2014 DAY OF VEHICLE SPEED DATE WEEK TIME CLASS DIRECTION LANE (mph) 4/20/14 Sunday 15:16:38 2 Southbound 2 106* 4/11/14 Friday 12:07:38 3 Southbound /20/14 Sunday 13:42:51 3 Southbound /23/14 Wednesday 8:41:25 2 Northbound /20/14 Sunday 15:16:41 2 Southbound 2 94* 4/27/14 Sunday 15:48:40 3 Northbound /4/14 Friday 17:08:53 2 Southbound /9/14 Wednesday 7:29:34 3 Northbound /21/14 Monday 16:43:26 2 Southbound /8/14 Tuesday 8:55:14 2 Northbound /24/14 Thursday 6:59:24 2 Southbound /3/14 Thursday 15:05:41 2 Southbound /11/14 Friday 12:13:21 2 Southbound /16/14 Wednesday 13:13:55 3 Southbound /19/14 Saturday 0:49:22 2 Southbound /21/14 Monday 21:25:33 3 Northbound /17/14 Thursday 17:22:30 3 Southbound /19/14 Saturday 17:33:31 3 Northbound /18/14 Friday 9:28:47 3 Northbound /30/14 Wednesday 12:16:38 2 Southbound 2 87 * Appear to be racing? TABLE 4 - GROSS VEHICLE WEIGHT BY CLASS AND DIRECTION WIM #41 - CROOKSTON April 2014 NB SB DRIVING DRIVING VEHICLE LANE LANE TOTAL CLASS (Kips) (Kips) (Kips) PERCENTAGE C % C2 7,503 7,045 14, % C3 17,847 18,589 36, % C % C5 2,757 2,902 5, % C6 1,952 2,015 3, % C % C , % C9 10,441 11,312 21, % C ,322 2, % C % C % C % TOTAL = 42,197 43,804 86, % GVW/LANE = 49.1% 50.9%

27 TABLE 5 - ESALs BY CLASS AND DIRECTION AND FLEXIBLE ESAL FACTORS WIM #41 - CROOKSTON April 2014 NB SB FLEXIBLE VEHICLE DRIVING DRIVING ESAL CLASS LANE LANE TOTAL PERCENTAGE FACTOR C % C % C % C % -- C % 0.12 C % 0.81 C % 0.71 C % 0.17 C % 1.17 C % 0.81 C % -- C % -- C % -- TOTAL = % ESALS/LANE = 47.2% 52.8% TABLE 6 - FREIGHT SUMMARY WIM #41 - CROOKSTON April 2014 NORTHBOUND WEIGHT OF TOTAL NUMBER PERCENTAGE TOTAL WEIGHT WEIGHT TOTAL EMPTY NUMBER OF OF OF VEHICLES OF EMPTY WEIGHT OF VEHICLE VEHICLE OF EMPTY EMPTY WITH FREIGHT VEHICLES FREIGHT CLASS (Kips) VEHICLES VEHICLES VEHICLES (Kips) (Kips) (Tons) C % C % 1, C % 1, C % C % C % 8,817 1,963 2,164 C % C % C % C % TOTAL = % 13, ,399 SOUTHBOUND WEIGHT OF TOTAL NUMBER PERCENTAGE TOTAL WEIGHT WEIGHT TOTAL EMPTY NUMBER OF OF OF VEHICLES OF EMPTY WEIGHT OF VEHICLE VEHICLE OF EMPTY EMPTY WITH FREIGHT VEHICLES FREIGHT CLASS (Kips) VEHICLES VEHICLES VEHICLES (Kips) (Kips) (Tons) C % C % 2, C % 1, C % C % C % 8,915 3,272 2,428 C % 1, C % C % C % TOTAL = % 15, ,084 GRAND TOTAL = % 29, ,483

28 TABLE 7 - FRONT AXLE WEIGHT BY CLASS AND LANE WIM #41 - CROOKSTON April 2014 VEHICLE LANE 1 FRONT AXLE LANE 2 FRONT AXLE MONTH CLASS (Kips) ± 9% (Kips) ± 9% May 13 C % % Jun % % Jul % % Aug % % Sep % % Oct % % Nov Dec % % Jan % % Feb Mar Apr % % May 13 C % % Jun % % Jul % % Aug % % Sep % % Oct % % Nov Dec % % Jan % % Feb Mar Apr % % May 13 C % % Jun % % Jul % % Aug % % Sep % % Oct % % Nov Dec % % Jan % % Feb Mar Apr % %

29 TABLE 8 - SITE SUMMARY WIM #41 CROOKSTON April 2014 V O L U M E & V E H I C L E C L A S S HEAVY HEAVY PASSENGER PASSENGER COMMERCIAL COMMERCIAL TOTAL MONTHLY MONTHLY VEHICLES VEHICLES VEHICLES VEHICLES MONTH VOLUME ADT HCADT # % # % May 13 13, , % 1, % Jun 13 12, , % 1, % Jul 13 13, , % 1, % Aug 13 18, , % 2, % Sep 13 19, , % 5, % Oct 13 36,075 1, , % 20, % Nov Dec 13 8, , % % Jan 14 7, , % % Feb 14 7, , % % Mar Apr 14 10, , % % TOTAL = 147, , , AVERAGE = 14, , % 3, % E S A L S ESALS ESALS PAVEMENT NB SB LIFE SYSTEM SYSTEM DRIVING DRIVING TOTAL DECREASE OPERATION OPERATION MONTH LANE LANE ESALS MONTHS * Days % May % Jun % Jul % Aug 13 1,394 1,195 2, % Sep 13 5,108 1,383 6, % Oct 13 27,905 2,589 30, % Nov % Dec % Jan % Feb % Mar Apr % TOTAL = 37,090 7,786 44, AVERAGE = 3, , % * Based on WLI of 88,000 lbs in effect up through end of day on April 3, 2014.

30 TABLE 8 - SITE SUMMARY (contd.) WIM #41 - CROOKSTON April 2014 G R O S S V E H I C L E W E I G H T OVERWEIGHT/ GVW GVW O TOTAL OVERWEIGHT/ HEAVY NUMBER NUMBER NB SB TOTAL V V NUMBER OF TOTAL COMMERCIAL OVER OVER DRIVING DRIVING GVW E E OVERWEIGHT VOLUME VOLUME 88,000 98,000 MONTH LANE LANE KIPS R H MONTH VEHICLES * % % LBS LBS May 13 52,742 58, ,691 W I May % 13.0% 28 1 Jun 13 54,156 50, ,707 Jun % 17.2% 63 3 E C Jul 13 52,123 53, ,321 Jul % 16.3% 22 2 I L Aug ,782 92, ,975 Aug % 27.7% G E Sep , , ,168 Sep 13 2, % 37.6% Oct , ,276 1,197,940 H S Oct 13 9, % 46.1% 3, Nov T Nov Dec 13 40,462 31,251 71,713 Dec % 25.6% Jan 14 28,517 29,841 58,358 Jan % 16.8% 10 1 Feb 14 35,298 31,358 66,655 Feb % 22.9% Mar Mar Apr 14 42,197 43,804 86,001 Apr % 17.1% 7 3 TOTAL = 1,453, ,541 2,343,530 TOTAL = 13, ,272 1,667 AVERAGE = 145,399 88, ,353 AVERAGE = 1, % 37.9% * Based on WLI of 88,000 lbs in effect up through end of day on April 3, S P E E D 85th AVERAGE MEDIAN PERCENTILE NB SB TOTAL NB SB SPEED SPEED SPEED FREIGHT FREIGHT FREIGHT FREIGHT FREIGHT MONTH (mph) (mph) (mph) F MONTH TONS TONS TONS % % May R May 13 3,924 5,590 9, % 58.8% Jun E Jun 13 6,098 3,589 9, % 37.0% Jul I Jul 13 3,486 5,344 8, % 60.5% Aug G Aug 13 14,092 11,438 25, % 44.8% Sep H Sep 13 57,351 13,458 70, % 19.0% Oct T Oct ,560 38, , % 12.2% Nov Nov Dec Dec 13 6,138 3,249 9, % 34.6% Jan Jan 14 2,552 3,486 6, % 57.7% Feb Feb 14 4,746 2,768 7, % 36.8% Mar Mar Apr Apr 14 3,399 4,084 7, % 54.6% TOTAL = TOTAL = 379,346 91, , AVERAGE = AVERAGE = 37,935 9,162 47, % 19.5%