WIM #39 MN 43, MP 45.2 WINONA, MN APRIL 2010 MONTHLY REPORT

Transcription

1 WIM #39 MN 43, MP 45.2 WINONA, MN APRIL 2010 MONTHLY REPORT

2 In order to understand the vehicle classes and groupings the Mn/DOT Vehicle Classification Scheme and the Vehicle Class Groupings for Forecasting are shown on the WIM Reports home page at VOLUME For WIM #39 on MN 43 at mile post 45.2 in Winona, there were 338,730 vehicles that passed the site for the month of April. The Average Daily Traffic (ADT) and Heavy Commercial Average Daily Traffic (HCADT) for April 2010 was 11,204 and 576, respectively. Of the heavy commercial vehicles, the top two in volume were the Class 9 s and 5 s. Figure 1 shows the average number of vehicles, broken down by direction, versus day of the week. The average numbers of vehicles for both directions peaked on Fridays and were lowest on Sundays. Figure 2 shows the total vehicles, passenger vehicles (Class 1, 2, and 3), and heavy commercial vehicles (Class 4 to 13) versus hour of day. For April the total vehicles and passenger vehicles had a smaller peak from 5 am to 6 am and a larger peak from noon to 4 pm. The heavy commercial vehicles peaked from 5 am to 1 pm. The passenger vehicles and the heavy commercial vehicles were reviewed for directional volume differences. For the passenger vehicles there is a morning peak southbound (SB) between 4 am and 6 am and there is a larger afternoon peak northbound (NB) between noon and 5 pm. The total passenger vehicle volume is split 50/50 NB and SB. The heavy commercial volume has about the same volume and peak and does not show a morning and afternoon split in direction. VEHICLE CLASSIFICATION The traffic volume consisted of 320,939 passenger vehicles (94.7%) and 17,791 heavy commercial vehicles (5.3%). Table 1 summarizes vehicle class volumes and percentages; and overweight vehicles and the percentages as compared to total overweight vehicles. OVERWEIGHT VEHICLES Without a permit, 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. The total volume and total heavy commercial volume for April 2010 was 338,730 and 17,791, respectively. The total number of vehicles that were overweight was 3,047 or 0.9% of the total traffic or 17.1% of the heavy commercial vehicles. Figure 1 shows the average number of overweight vehicles, broken down by direction, versus day of the week. The average numbers of overweight vehicles for both directions peaked on Wednesdays and was lowest on weekends. The top two overweight violators by class were the Class 9 s and the Class 7 s. Overweight vehicles by class versus hour of the day are shown in Figure 3. The Class 9 overweight vehicles peaked between 5 am and 1 pm. The overweight vehicles were also reviewed to determine if there is a NB and SB difference. Figure 4 shows the total, NB, and SB overweight vehicles versus hour of the day. Figure 4 shows that for April 2010, more of the overweight vehicles were moving NB as compared to SB.

3 Figure 5 shows the gross vehicle weight for Class 9 s and 10 s in both the NB and SB direction. From Figure 5 for Class 9 s, it is apparent that there are more full than empty going NB and more empty than full trucks going SB. There were so few Class 10 s that not much can be said about their weight and direction. For weight enforcement the WIMs are a screening tool. Currently, piezo-quartz WIM systems are considered to be accurate within 5% to 10% on Gross Vehicle Weight (GVW). With an accuracy of about 10% anything over a GVW of 88,000 pounds is overweight. These may still be permitted loads. For the most efficient use of personnel and equipment, these are the vehicles that should be weighed on static scales and reviewed for permits. In the NB direction there were 25 vehicles over 88,000 pounds, 20 were Class 9 s and 2 were Class 10 s. In the SB direction there were 64 vehicles over 88,000 pounds, 55 were Class 9 s and 3 were Class 10 s. Table 2 summarizes the Top 10 Gross Vehicle Weight for Class 9 and Class 10 vehicles for the month of April SPEED The speed limit on MN 43 at the WIM site is 50 mph. For NB the speed limit goes up from 40 mph to 50 mph less than 0.2 miles from the WIM. For SB the speed drops from 50 mph to 40 mph less than 0.2 miles from the WIM and then to 30 mph in another 0.4 miles. For April 2010, WIM #39 recorded an average speed of 49 mph, the median speed was 48 mph, and the 85 th percentile speed was 53 mph. Figure 6 shows the speed versus the normalized percentage of passenger vehicles and heavy commercial vehicles in both the NB and SB direction. The NB heavy commercial vehicles were going slightly faster than the passenger vehicles or SB heavy commercial vehicles. Figure 7 shows the speed versus the day of the week with the volumes normalized. It looks like for April 2010 there was no there was no significant difference in speed based on day of the week. Figure 8 shows the speed versus the hour of the day with the volumes normalized. It appears that the traffic was moving faster from 4 am to 7 am and then again from 3 pm to 5 pm. As can be seen in the figures there are slight differences in speeds based on vehicle class and hour of the day but no significant difference in speed based on day of the week. BRIDGE Bridge No is approximately 0.1 miles north of WIM #39, and Bridge No is 0.3 miles south of WIM #39. For the month of April 2010, WIM #39 saw 338,730 vehicles and recorded a total weight of 1,878,000 kips (1 kip = 1,000 pounds). Figure 9 summarizes the total GVW by direction and class and Figure 10 summarizes the percentages each class contributes to the total GVW. Table 3 provides details on the class breakdowns versus direction for GVW. MATERIALS For April 2010 a total of 13,637 ESALs passed over the pavement at WIM #39. Approximately 60.7% of the ESALs were NB and 39.3% were SB. Figure 11 graphically depicts the total ESALs by class and direction. Figure 12 summarizes the percentages that each vehicle class contributes to the total ESALs. It is interesting to note that the

4 Class 9 s provide 81.5% of the ESALs while they are only 27.6% of the total gross vehicle weight. Table 4 provides details on the class breakdowns versus direction for ESALs. Table 4 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 there were 1,442 Class 9 trucks and 27 Class 10 trucks over 80,000 pounds. These 1,469 vehicles generated 4,411 ESALs. If all of these trucks weighed just 80,000 pounds they would have generated 3,913 ESALs, 498 ESALs lower. If you take the April ESALs of 13,637 and multiply it by 12 to get an annual ESAL number, and then multiply it by 20 to get a 20-year BESAL you get 3,273,000. If you go through the same process but start with a monthly value of 13,138, i.e. subtracting out all of the overweight Class 9 and 10 vehicles, you come up with 3,153, year BESALs. If you take the 20-year BESAL with all Class 9 s and 10 s weighing 80,000 pounds or less and divide that by 13,637, the BESALs with the overweight Class 9 s and 10 s you get 231, or the overweight Class 9 s and 10 s cause the pavement to reach its 20-year design life 9 months early. This is a quick, back of the napkin calculation, this only looks at Class 9 s and 10 s, not the other 8 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 weight of freight we will add additional legal-weight trucks so that the total weight being shipped stays the same. CALIBRATION WIM #39 was calibrated after installation late last fall. As part of the on-going monitoring to assure the performance between calibrations, front axle weights and gross vehicle weights of Class 2 s, 3 s, and 9 s are being monitored on a monthly basis. Table 5 summarizes the front axle weight of the Class 2 s, 3 s, and 9 s by lane. Table 6 summarizes the gross vehicle weight of the Class 2 s and 3 s. Currently, all Class 2 s and 3 s are included in this data. In the future, the goal would be to only monitor the Class 2 s and 3 s that are not pulling trailers. The current goal of the calibration is to first have the GVW for each class and each lane stay within a range of ±5% and then secondly to have each individual axle stay within a range of ±9%. As you can see in Table 5 the front axle weight stayed within ±9% for all three Classes in both lanes. In Table 6 the GVW was within the range of ±5% for Lane1 but slightly outside the range for Lane 2. 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 13 and 14 shows histograms of the monthly GVW of Class 9 s for the last 3 months for Lanes 1 and 2. Figure 15 is a graph of the unloaded and loaded peaks by lane versus date. There are enough Class 9 s in Lanes 1 and 2 that a semimonthly histogram can be developed. With only a little over three months of data, it is a little early to tell, but if this site acts like the other sites, calibrating only twice a year will not provide the quality of data that is needed. Physically calibrating the 14 systems

5 with a test truck on a weekly or monthly basis is not practical and cost prohibited. Our current software will not allow us to adjust the raw data and then perform the overweight violations, GVW, ESALs and other calculations in a timely manner. Therefore, the adjustments will have to be done at the controller. There is a feature in the hardware that allows the system to autocalibrate. The algorithm basically adjusts the machine to bring the unloaded Class 9 s back into the range of 28 to 32 kips after a given number of Class 9 s cross the sensors. It is a moving average calculation that steps the system back into calibration, i.e. not just one big jump. We will begin to implement this change over the next few months. Please let me know if you have suggestions, comments, or concerns. SUMMARY For April 2010 the average volumes peaked on Fridays in both directions. The overweight vehicles peaked on Wednesdays in both directions and were lowest on the weekends. The number of overweight vehicles was slightly higher for NB as compared to SB. The overweight vehicles peaked from 5 am to 1 pm. For April 2010 for the Class 9 s, 21.8% of them were overweight and for the Class 10 s, 16.8% of them were overweight. The speed of the traffic varies slightly based on vehicle class and hour of the day but did not significantly vary based on day of the week. The GVW was higher in the NB direction 993,800 kips versus 884,400 kips SB. This agrees with the ESALs. The NB ESALs were higher 8,270 versus 5,370 SB. For April, the overweight Class 9 s and 10 s were shortening the 20-year BESAL design life by 9 months. Attach: Table 1 Vehicle Classification Data Table 2 Top 10 Gross Vehicle Weight, Class 9 and Class 10 Table 3 Gross Vehicle Weight by Class and Direction Table 4 ESALs by Class and Direction and Flexible ESAL Factors Table 5 Front Axle Weight by Class and Lane Table 6 Gross Vehicle Weight by Class and Lane Figure 1 Average Volume and Average Overweight Volume vs. Day of the Week Figure 2 Total Vehicles, Passenger Vehicles, 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 Class 9 s and 10 s by Direction vs. Gross Vehicle Weight Figure 6 Speed vs. Vehicle Type and Direction of Travel Figure 7 Speed vs. Day of the Week Figure 8 Speed vs. Hour of the Day Figure 9 Total Gross Vehicle Weight by Class and Direction Figure 10 Total Gross Vehicle Weight by Class Figure 11 Total ESALs by Class and Direction Figure 12 ESALs by Class Figure 13 Monthly Class 9 GVW Histogram Lane 1 (NB) Figure 14 Monthly Class 9 GVW Histogram Lane 2 (SB) Figure 15 Unloaded and Loaded Peaks by Lane vs. Date

6 TABLE 1 - VEHICLE CLASSIFICATION DATA WIM #39 - WINONA April 2010 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% C2 7, , % 0 0.0% C3 3,006 91, % 0 0.0% C % % C5 96 2, % % C6 49 1, % % C % % C % % C , % 2, % C % % C % 1 0.0% C % % C % % TOTAL = 11, , % 3, % TABLE 2 - TOP 10 GROSS VEHICLE WEIGHT, CLASS 9 AND CLASS 10 WIM #39 - WINONA April 2010 DAY OF VEHICLE GVW DATE WEEK TIME CLASS DIRECTION LANE (lbs) 4/5/10 Monday 8:22:41 10 Southbound 2 109,000 4/29/10 Thursday 14:16:23 10 Southbound 2 105,000 4/22/10 Thursday 13:50:17 10 Northbound 1 105,000 4/9/10 Friday 11:13:36 9 Northbound 1 103,000 4/2/10 Friday 8:21:56 10 Southbound 2 98,000 4/20/10 Tuesday 16:01:30 9 Southbound 2 98,000 4/17/10 Saturday 9:55:07 9 Northbound 1 96,000 4/14/10 Wednesday 15:13:21 9 Northbound 1 96,000 4/25/10 Sunday 20:42:42 9 Northbound 1 95,000 4/9/10 Friday 18:33:43 10 Northbound 1 95,000

7 TABLE 3 - GROSS VEHICLE WEIGHT BY CLASS AND DIRECTION WIM #39 - WINONA April 2010 NB SB DRIVING DRIVING VEHICLE LANE LANE TOTAL CLASS (Kips) (Kips) (Kips) PERCENTAGE C , % C2 379, , , % C3 244, , , % C4 4,617 3,505 8, % C5 21,508 17,877 39, % C6 17,386 14,664 32, % C7 5,297 13,080 18, % C8 7,155 9,120 16, % C9 301, , , % C10 9,968 3,372 13, % C % C % C % TOTAL = 993, ,433 1,878, % GVW/LANE = 52.9% 47.1% TABLE 4 - ESALs BY CLASS AND DIRECTION AND FLEXIBLE ESAL FACTORS WIM #39 - WINONA April 2010 NB SB FLEXIBLE VEHICLE DRIVING DRIVING ESAL CLASS LANE LANE TOTAL PERCENTAGE FACTOR C % C % C % C % 1.49 C % 0.21 C % 0.43 C % 1.52 C % 0.50 C9 7,033 4,087 11, % 1.21 C % 1.08 C % 0.32 C % 1.91 C % 5.39 TOTAL = 8,272 5,365 13, % ESALS/LANE = 60.7% 39.3%

8 TABLE 5 - FRONT AXLE WEIGHT BY CLASS AND LANE WIM #39 - WINONA April 2010 VEHICLE LANE 1 FRONT AXLE LANE 2 FRONT AXLE MONTH CLASS (Kips) ± 9% (Kips) ± 9% January C February % % March % % April % % January C February % % March % % April % % January C February % % March % % April % % TABLE 6 - GROSS VEHICLE WEIGHT BY CLASS AND LANE WIM #39 - WINONA April 2010 VEHICLE LANE 1 GVW LANE 2 GVW MONTH CLASS (Kips) ± 5% (Kips) ± 5% January C February % % March % % April % % January C February % % March % % April % %

9 7,000 6,000 Figure 1 Average Volume and Average Overweight Volume vs. Day of the Week NB Vehicles SB Vehicles NB Overweight Vehicles SB Overweight Vehicles Average e Number of Vehicles 5,000 4,000 3,000 2, Average Num mber of Overweight Vehicles 20 1, Sunday Monday Tuesday Wednesday Thursday Friday Saturday Day of the Week 0

10 30,000 25,000 20,000 15,000 1,800 1,600 1,400 1,200 Heavy Commercial Vehicles 10,000 5,000 0 Figure 2 Total Vehicles, Passenger Vehicles, and Heavy Commercial Vehicles vs. Hour of the Day Total Vehicles Passenger Vehicles Heavy Commercial Vehicles 1, Total and Passenger Vehicles Hour of the Day

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

12 Figure 4 Overweight Vehicles by Direction vs. Hour of the Day Total Overweight Vehicles NB SB Overweight Vehicles Hour of the Day

13 Figure 5 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 50% 45% 40% Figure 6 Speed vs. Vehicle Type and Direction of Travel NB Passenger Vehicles SB Passenger Vehicles NB Heavy Commercial Vehicles SB Heavy Commercial Vehicles 35% 30% Percentage 25% 20% 15% 10% 5% 0% Speed (mph)

15 50% 45% 40% 35% 30% 25% 20% 15% 10% 5% 0% Figure 7 Speed vs. Day of the Week Sunday Monday Tuesday Wednesday Thursday Friday Saturday Percentage Speed (mph)

16 Figure 8 Speed vs. Hour of the Day 50% % % % % 8 9 Percentage 25% 20% % % % % Speed (mph)

17 400, ,000 Figure 9 Total Gross Vehicle Weight by Class and Direction NB Lane SB Lane 300,000 tal Gross Weight (Kips) Tot 250, , , ,000 50,000 0 C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 C11 C12 C13 Vehicle Class

18 Figure 10 Total Gross Vehicle Weight by Class C10 0.7% C11 0.0% C12 0.0% C13 0.0% C1 0.1% C9 27.6% C2 40.2% C8 09% 0.9% C7 1.0% C6 1.7% C5 2.1% C4 0.4% C3 25.2%

19 8,000 Figure 11 Total ESALs by Class and Direction NB Lane SB Lane 7,000 6,000 5,000 ESALs 4,000 3,000 2,000 1,000 0 C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 C11 C12 C13 Vehicle Class

20 Figure 12 ESALs by Class C10 1.6% C11 0.0% C12 0.1% C13 0.1% C1 0.0% C2 0.8% C3 1.1% C4 1.8% C5 4.3% C9 81.5% C6 3.4% C7 3.2% C8 2.1%

21 300 Figure 13 Monthly Class 9 GVW Histogram Lane 1 (NB) Unloaded Peak Kips Feb 10 Mar 10 Apr Frequency GVW (Kips)

22 300 Figure 14 Monthly Class 9 GVW Histogram Lane 2 (SB) Unloaded Peak Kips Feb 10 Mar 10 Apr Frequency GVW (Kips)

23 40 35 Figure 15 Unloaded and Loaded Peaks by Lane vs. Date Lane 1 Unloaded Peak Lane 2 Unloaded Peak Lane 1 Loaded Peak Lane 2 Loaded Peak Unloaded (Kips) Loaded (Kips) /29/10 2/12/10 2/26/10 3/12/10 3/26/10 4/9/10 4/23/10 5/7/10