Pre-XVIII CAVyT – Bernard Jacob

DIRECT ENFORCEMENT BY WIM Bernard Jacob UniversitĂŠ Gustave Eiffel, France Vice-president Science of ISWIM French speaking Secretary, PIARC TC2.3 (Freight)

WIM current practice and applications in Europe, B. Jacob, 29/10/2019

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Table of Content • • • •

Context Challenges of Direct Enforcement by WIM List of Issues Experiences by Countries:    

 

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Taiwan (1999-2011) Czech Republic (2011-2018) and Russia Hungary (2017-2019) Belgium Wallonia (2015-2020) France (2010-2020) Germany (2019-2020

Conclusions B. Jacob –Direct Enforcement by WIM

WIM current practice and applications in Europe, B. Jacob, 29/10/2019

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Context • In the EU, 5-15 % of the trucks are mostly overloaded by less than 10%, sometime up to 20% • Truck flow increases on the main corridors, competition between modes of transport and carriers/shippers • Light commercial vehicles (van, permitted GVW = 3.5 t) are more and more used for long distance freight transport (no constraint, low legislation), mostly overloaded by 50% to 100%, and with many infringements • Road safety remains a high priority, infrastructure lifetime becomes critical • In Belgium, France, Germany strong political support for direct enforcement tool to prevent truck and van overloading 11/11/2020

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Drawbacks of Enforcement with static or Low Speed Weighing • Requires human resources (weighing officers, policemen...), less and less available (budget cut, lack of staff…)

• Requires dedicated weighing areas, with large space (truck manoeuvers, parking, etc.)

• Requires fix weighing equipments (static or LS-WIM) scales risk of vandalism – or portable equipment, long and heavy to carry, install and operate • Low efficiency: only a small percentage (e.g. 0.1%) of the truck traffic flow may be checked • Safety issues for interception and stopping of targeted trucks 11/11/2020

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Challenges of Direct Enforcement by WIM Technical challenges •

• •

•

HS-WIM systems measure dynamic impact forces, not static weights/loads; discrepancies due to vehicle dynamics (suspensions), pavement roughness, etc.  unavoidable errors not due to the WIM system The WIM system must detect/eliminate by itself the measurements outside the accepted tolerances The current tolerances for enforcement in static/LS-WIM (±5% GVW, ±8-10% axle) cannot be increased to avoid increasing the overloads The system must identify the validated violators, thus recognize the legal limits of each entity

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Challenges of Direct Enforcement by WIM Legal challenges • • •

•

Change of law needed to accept HS-WIM as an evidence of an offence The (national) Legal Metrology organizations shall deliver a type approval certificate The right vehicle should be identified to determine its legal allowances (see above) No vehicle should be fined if not overloaded (no false detection), therefore no detection can be accepted with a confidence less than 100%

HS-WIM are mostly not yet approved by the Legal metrology (OIML) Less than 100% of the measurements are in the range of ±5% (GW) 11/11/2020

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List of Issues Technical issues •

The impact forces may differ from the static loads by: - up to 5-10% (GVW) and 10-15% (axle) on a very smooth pavement at speed (80-90 km/h) - up to 20-25% (GVW) and 25-40% (axle) on an average pavement - empty or half loaded trucks have higher dynamic effects

• •

•

External factors affect the WIM measurements: transverse wheel location, speed and temperature variations, etc.

There are more and more lifted axles, which may lead to confusion in vehicle category recognition and axle load distribution The OIML R-134 does not have accuracy class below 10.

Not exhaustive !

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List of Issues Legal issues •

•

•

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There is a wide spread in the legal axle load and GVW limits within a same country/regulation: - GVW in EU: 40t, 44 t + abnormal loads, in France log trucks - multiple axle: load limit depends on the spacing, not considered by the OIML R-134 In the EU: inter states recognition and exchange of data of the infringements and fines; all trucks (National and International) should be treated equally (Directive expected in 2021) The type approval procedure should be harmonized all across the EU with a mutual recognition by the Legal Metrology Organizations; not yet the case with CZ and HU (see later) Tractor+semi-trailer or truck+trailer may have different plate numbers in the same combination; need to identify the liable party Not exhaustive !

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Experiences by Countries Taiwan Czech Republic, Russia Hungary Belgium (Wallonia) France Germany 11/11/2020

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First Attempt of Direct Enforcement: Taiwan 1999 – 2010/11 • Very large overloads (up to 100%) which destroyed pavements • 1999: Enforcement was initiated by WIM on poor road surface with large tolerance (30% on GVW)

• No type approval by the Legal Metrology, self acceptance • 2010: improved WIM systems (accuracy B(10), COST323) smaller tolerances (10% on GVW), restart • No type approval by the Legal Metrology, self acceptance • Efficient, almost no call for double checks, fines well paid • In both cases, after 2 years the system was abandoned because almost all overloads were below 10% !!

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Czech Republic 2011-2018 • Population - 10 million • Motorways – 1,300 km • 1st class roads - 5,600 km • Registered cars - 6.5 million • 30 WIM systems (5 to 10 for direct enforcement)

2 2 4

2 2 2

2 2 2 2

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Direct Enforcement in CZ • 2011 – driving law modified allowing direct enforcement by WIM • 2011 – first certified WIM site/system for direct enforcement based on HS-WIM (CZ standard 3411-ID-C)

• Accuracy of ±5 % for GVW and ±11 % for axle, on a class I site (COST323) but mix of OIML R-134 and COST323 (95% confidence level is used for the type approval tests !)

• WIM system is used in Czech Republic for direct enforcement (fining of overloaded vehicles) as per the applicable legislation From 2011 until 2016 no fines were applied after some decisions of the court. Doubtful results!

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Direct Enforcement in CZ Typical Layout • 2 inductive loops per lane • 4 quartz sensors per lane (2 rows) • 2 piezo sensors per lane

Inter-lane running

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Offset running

Lane changing

Multiple presence

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WIM current practice and applications in Europe, B. Jacob, 29/10/2019

Issues to detect

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CZ / Russia - Outcome Czech Republic: • • • • •

Offence proceedings initiated by competent authority Regular fines up to 600 US$, max. 20,000 US$ 20,000 trucks/month checked (10% of the traffic flow) 2016-17: 960 overloads, 179 penalties over 18 months Total of collected fines over 2 years: 172,000 US$

Russia: • Maximum fine 8,700 US$ • 30+ WIM systems for direct enforcement  Violations declined from 20% to 5% 11/11/2020

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Hungary 2017-2019 Direct enforcement in operation since 2017, fines after May 2018 • Population - 10 million • Motorways – 1,500 km • 1st class roads - 2,300 km • Registered cars 3.6 million • 89 WIM systems half of them used for direct enforcement

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Direct Enforcement in HU Typical Layout

Type approval by the Hungarian Legal Metrology: OIML 5/E-F Max. fine: 1,800 US$ per infringement (GWV, axle…)

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• Accuracy class for GVW: 5 • Accuracy class for single-axle load (two-axle rigid vehicle): F • Accuracy class for single-axle load and axle-group load (but two-axle rigid vehicle): E • Scale interval: 100 kg

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Belgium/Wallonia 2015-2020 • 5 WIM systems installed since 2015 for pre-selection   

~ 9 millions trucks and light commercial vehicles (vans) weighed/yr Overload rates: vans (max 3.5t) : ~31% 5-axles articulated (GVW 44 t, axle 12 t) : ~10% > 95% of selected vehicles are penalized

Layout • 2 magnetic loops • 2 rows of piezo-quartz sensors • 2 piezo-polymer sensors in a V-shape • 1 temperature sensor at – 5cm depth Quarz

Polymer Temperature sensor 11/11/2020

Loop

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Toward Direct Enforcement in Belgium/Wallonia (SPW) • Royal decree: approval, verification and installation of measuring instruments used to monitor law enforcement in road traffic • Deliver an OIML R134 type approval HS-WIM for direct enforcement • Type approval requires a second independent method to guarantee the validity of the result in case of user's complaints (Array B): Maximum deviation = 10% (GVW) Confidence level = 99.8% as for speed meters

Array A 11/11/2020

Array B

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SPW: Accuracy Assessment • Results of 6-month test on a motorway

Start Period

End period

September 2019

February 2020

Calibration

Conditions

Yes

II-R2**

Type of vehicles

Validated vehicles (out of)

Mean

Std. dev.

Accuracy

Confidence level

%

%

%

%

T2S3

182 (404)

0.33

1.49

5

99.999

0

U2 (vans)

186 (188)

-4.61

2.83

10

99.977

0

Out of tolerance

Accuracy according to the COST323. Test conditions: full environmental reproducibility conditions Confidence level from a statistical Gaussian distribution.

• Type approval tests are in progress since May 2020, according to Specs by Sterela + METAS, to be approved by the Walloon Legal Metrology from Belgium • OIML class 5 for 5-axle trucks, class 10 for vans • Objective: direct enforcement implemented in 2021 11/11/2020

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SPW Conclusion and Perspectives • Good accuracy and high level of confidence • Correction of the dynamic weight according to the lateral position • Periodical calibration of the system (at least yearly) in Belgian environmental conditions • Future:    11/11/2020

Full site redesign Improved algorithms  outliers detection, better weight Reach the confidence level 99.8% for WIM systems B. Jacob –Direct Enforcement by WIM

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France 2010 - 2020 • Since 2010: WIM network, 29 systems in operation provided by Sterela • 30 millions of trucks weighted/yr • 5 to 8% are overloaded mostly by 5 to 10% (GVW or single axle) • 500 static scales and 3 LS-WIM in operation for enforcement, but it requires staff and time  less than 0.1% of the traffic flow is checked (50,000 trucks/yr) 11/11/2020

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Toward direct Enforcement by WIM in France • 2014: National project (Ministry of Transport, led by IFSTTAR (now UGE), with Cerema, on Direct Enforcement by WIM • Objective: direct enforcement in the OIML class 5/E-F (3 axles), and class 10/F for vans and 2-axle trucks (OIML R-134) • Only overloaded trucks to be considered • NO false positive, but OK if misidentification (efficiency<100%)  Sorting of the measurements based on influence factors and various criteria

• WIM manufacturers involved: 11/11/2020

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Toward direct Enforcement by WIM in France • 2014-16: lab and Accelerated Pavement Testing (APT) tests (Nantes) of several WIM Quarz ceramic Ceramic Polymer sensors (piezo-quarz, and polymer) Lab: bending / Transv. Loc.

0,04 % / 1.7%

1-5 % / no test

1-3 % / noise 3%

APT: speed/temp/transv loc Total

1 / 3-4 / 5 % 10 %

2 / 1 / 11 % 17%

10 / 25 / 16 % 35%

 only piezoquarz sensors are eligible for direct enforcement

• 2015-2019: on-road tests on motorway (A4, Saint-Avold) in eastern France: - 1585 vehicles weighed in motion and in static on approved scales, 68% T2S3, 18.5% vans 11/11/2020

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Toward direct Enforcement by WIM in France • Test results: in 2018-19: both systems in class A(5) COST323 for 4+ axle trucks, B(10) for vans

• OIML class 5-E met for 97-98% of the vehicles Gross weight Group of axles Single axle

Tolerance class OIML 5E ±5% ±8% ±8%

Number 522 531 1031

Kapsch Out of tolerance 18 (3.45 %) 5 (0.94 %) 16 (1.55 %)

• 2019-2020: development of a type approval procedure with the Legal Metrology • Site for type approval tests has been selected: Transpolis, near Lyon Q ua rt N O

Qua rt SO

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Sterela Out of tolerance 5 (2.12 %) 3 (1.25 %) 9 (1.95 %)

Number 236 240 462

Périph érique Qua rt NE

Boulev ard NS

System entity

Boulev ard EO

Q u ar t S E

Architectu re

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Germany 2018 - 2020 • 21 HS-WIM systems in operation • Data used for    

Statistical database Pavement management Bridge management Preselection for enforcement

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Toward Direct Enforcement

by WIM in Germany • Metrological requirements for WIM system type approval   



Up to now class 2% is required (static weighing) Achievable OIML class 5 for WIM Clarification on type approval procedure needed Additional regulation for HS-WIM

• BASt is funding 2 projects: 



LIBRA–LASTEN IN BEWEGUNG Theoretical study and simulation of systems RECHTSSICHER AUFZEICHNEN for direct enforcement and their accuracy Development and installation of a pilot AKSLast Automatisierte Gewichtskontrolle von system; specification of certification Schwerverkehr basierend auf dynamischer Achslastverwiegung procedure and process

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Project AKSLast in Germany

AKSLast

• Development and installation of a pilot system   

5 rows of piezoquartz sensors and some additional sensors New algorithms for data processing Development of reference measurement systems

• Specification of certification procedure and process   

First draft in discussion National certification body is involved Procedure will be applied on installed system

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Conclusions • WIM for direct enforcement is “on the wheel” • Past experiences (Taiwan, Russia) showed a high efficiency with a significant reduction of overloads • However, the type approval procedure requires applying the OIML R-134 recommendation, not yet fully adapted to HSWIM for enforcement (revision in progress) • Harmonization of the type approval, procedure and operation at the EU level is expected • In service verification and continuous monitoring of HS-WIM systems (data quality management) should ensure that the system never deliver wrong fines…

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Thank you for your attention !

Bernard Jacob UniversitĂŠ Gustave Eiffel, France Vice-president Science of ISWIM French speaking Secretary, PIARC TC2.3 (Freight) bernard.jacob@univ-eiffel.fr Aknowledgements: French Ministry of Transport (DGITM) Service Public de Wallonie (SPW), Belgium Federal Institute of Highways (BASt), Germany 11/11/2020

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