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37367
TRANSPORT NOTES
ROADS AND RURAL TRANSPORT THEMATIC GROUP

THE WORLD BANK, WASHINGTON, DC Transport Note No. 30 May 2006

Data Collection Technologies for Road Management

Christopher R. Bennett, Hernán de Solminihac and Alondra Chamorro
Public Disclosure Authorized

Different types of data are required for managing the road infrastructure. Inventory data describe the physical elements of a
road system. Condition data describe the condition of elements that can be expected to change over time. There are a wide
range of technologies available to the road manager for measuring attributes of the road network. The challenge is to select
the appropriate equipment, given local conditions and the way in which the data are expected to be used.

The purpose of this note is to give a general view of the currently available survey technologies applied to pavements, bridges
and traffic. This includes an assessment of the applicability of these technologies in developing countries. The goal is to assist
managers in establishing an appropriate and sustainable e data collection program and procuring the appropriate equipment
to collect the data. This note is a summary of the report ‘Data Collection Technologies for Road Management’. The full report is
available for download from www.road-management.info and from http://www.worldbank.org/highways.

The note opens with a discussion of data collection requirements. This is then followed by separate discussions on pavements,
bridges and traffic survey technologies. A cost/performance analysis between available equipment is presented in each
section. Finally, recommendations for data collection are presented as a guidance to managers in developing countries.
Public Disclosure Authorized

The report and note were produced by the World Bank East-Asia Transport Unit, assisted by independent consultants and with
the financial assistance of a grant from TRISP, a partnership between the UK Department for International Development and
the World Bank, for learning and sharing of knowledge in the fields of transport and rural infrastructure services.

1 Road Infrastructure Data Needs ‰ Collect only the data you need;
Different types of data are used for road management. ‰ Collect data to the lowest level of detail sufficient to
Data collection technologies and data needs vary make appropriate decisions; and,
depending on which infrastructure element is evaluated. In
general terms, elements such as Road Inventory, Pave- ‰ Collect data only when they are needed.
ments, Structures and Traffic require two types of data:
1.2 Information Quality Levels (IQL)
‰ Inventory; and
Road management information can be classified into
‰ Condition.
different quality levels. These correlate to the degree of
sophistication required for decision making and methods
Inventory data describe the physical elements of the road
for collecting and processing data. Bennett and Paterson
system. These do not change markedly over time.
Public Disclosure Authorized

(2000) identified five information quality levels (IQL) for

Condition data describe the condition of elements that can
general use:
be expected to change over time.
‰ IQL-1 represents fundamental, research, laboratory,
There are a wide range of technologies available to the theoretical, or electronic data types, where numerous
road manager for measuring attributes of the road attributes are measured.
network. The challenge is to select the appropriate
equipment, given local conditions and the way in which ‰ IQL-2 represents a typical level of detail of
the data are expected to be used. engineering analyses for project-level decisions.
‰ IQL-3 represents typically two or three attributes,
1.1 What Data should be Collected? used for network-level surveys or where simpler data
collection methods are appropriate.
Excessive data collection is probably one of the top five
reasons road management systems (RMS) are abandoned. ‰ IQL-4 is a key attribute used in planning, senior man-
The systems are seen as too data intensive and too agement reports, or in low technology data collection.
expensive to sustain. To avoid this situation, three guiding
‰ IQL-5 represents top level data such as key
principles should always be considered when deciding
performance indicators, which combine key attributes
which data to collect:
from several pieces of information.
 2 Transport Note No. 30 May 2006

2 Location Referencing Data texture, while serviceability is quantified through

roughness measures.
Location referencing is the singularly most important
consideration in conducting a survey. Unless the data are ‰ Structural Evaluation: Provides information on
properly referenced, they will be of limited use in making whether the pavement structure is performing
management decisions. satisfactorily under the traffic loading and
environmental conditions. This includes surveys on
In road management there are two common location pavement distresses and mechanical/structural
referencing methods: properties of pavements.
‰ Linear: gives an address consisting of a distance and
3.2 Pavement Data Collection Equipment
direction from a known point, for example: Kilometre
point, Kilometre post, Reference point, Reference
Pavement evaluations are performed in the field through
post.
manual surveys or using specialized equipment. Evaluated
‰ Spatial: gives an address consisting of a set of characteristics of the pavement are quantified by means of
coordinates. This is commonly done using Global indicators or condition indices.
Positioning System (GPS) data.
Table 2 presents typical data collection equipment used to
Location referencing is achieved using digital Distance evaluate pavement characteristics in the field. Equipment
Measuring Instruments (DMI) for linear referencing, and are classified in terms of their precision and survey
Global Positioning (GPS) receivers for spatial referencing. method. Laboratory testing equipment are not included.
Video logging is included in location referencing as it is
commonly used to determine the position of objects,
Table 2. Pavement Data Collection Equipment
although it is recognized that it is used for more than just
referencing. PAVEMENT EQUIPMENT CLASS
CHARACTERISTIC
Table 1 presents some examples of location referencing Roughness Class I: Precision Profiles
equipment. - Laser
- Manual
Table 1. Location Referencing Equipment Class II: Other Profilometer
Methods
CLASS EQUIPMENT Class III: IRI Estimates from
Correlations
Digital DMI Conventional digital DMI
Class IV: Subjective Ratings
Digital DMI integrated with other Microtexture Static
data
Macrotexture Static
GPS Portable GPS
Dynamic
GPS integrated with inertial systems
Skid Resistance Static
Video Analog imaging
Dynamic
Logging Digital imaging
Mechanical Falling Weight Deflectometer
Properties Deflection Beams
3 Pavement Condition and Structure
Dynamic Cone Penetrometer
3.1 Types of Pavement Evaluations Surface Distress Video Distress Analysis
Visual Surveys
Pavement evaluations record pavement characteristics Transverse Profilers
that influence pavement performance. The key pavement
characteristics considered in an evaluation are usually: Geometry GPS
Inertial Navigation Units
‰ Roughness;
‰ Texture; Data collection equipment should be reliable, efficient and
secure. To ensure cost effective surveys and data
‰ Skid resistance; referencing consistency, it is recommended to collect
‰ Mechanical/structural properties; multiple pavement characteristics during a single pass of
the data collection vehicle. There are two broad
‰ Surface distress; and, approaches for achieving this:
‰ Geometry. ‰ Portable systems: the systems can be installed in
any vehicle and are designed to be modular and
Depending on which characteristic is being surveyed, a portable; and,
pavement evaluation can be classified as functional or
structural. ‰ Dedicated vehicles: vehicles with permanently
installed instrumentation.
‰ Functional Evaluation: Provides information about
surface characteristics that directly affect users’ Examples of the different types of equipment available are
safety and comfort, or serviceability. Safety is given in Bennet et al. (2006). Company profiles and
evaluated in terms of skid resistance and surface brochures are available at www.road-management.info.
 May 2006 Transport Note No. 30 3

3.3 Suitability Indices expenses to operate them. Since sampling is so specific

and in many cases static, the equipment cannot be
A survey was conducted of the literature as well as of operated simultaneously with other devices.
equipment manufacturers and users. The survey
considered three components: general information on the Table 3 Suitability Ranking for All Roads
equipment, cost evaluation, and operational evaluation.
SUITABILITY
From this, cost/performance suitability indices were EQUIPMENT CLASS
RANKING
developed for the different equipment, based on a linear
relation between cost and operational performance Referencing- Digital DMI 4.62
evaluations for five road types (all roads, expressways, Referencing- GPS 4.29
urban roads, rural roads and unsealed roads). Cost Geometry GPS With INU 4.01
evaluations considered initial and operational/
Macrotexture- Dynamic Low-Speed 3.88
maintenance costs per equipment class. Operational
performance evaluations considered ease of Referencing- Video 3.82
assembly/installation, portability, ease of data Geometry Precision INU 3.76
collection/processing, interoperability, robustness, ease of Roughness- Class III 3.60
operation, ease of calibration/maintenance, accuracy for
Macrotexture- Static 3.57
IQL and data collection speed.
Macrotexture- Dynamic High Speed 3.51
The Suitability Index values range from a potential Roughness- Class I Manual 3.50
minimum of 1 to a potential maximum of 5; 1 indicating Roughness- Class II 3.41
high cost and low operational performance and 5 low cost
Rut Depth Profilers 3.41
and high operational performance.
Surface Distress Imaging 3.31
3.4 Cost/Performance Analysis between Roughness- Class IV 3.30
Equipment Skid Resistance- Dynamic (Trailer) 3.24
Skid Resistance- Static 3.12
Suitability indices were ranked in descending order for the Deflections- Beams 3.07
five road types. The higher the ranking, the better the
equipment is in terms of its cost and operational Roughness- Class I Laser 2.91
performance for that road class. Error! Reference Deflections- Portable FWD 2.71
source not found. presents the suitability ranking Ground Penetrating Radar- Dynamic 2.69
obtained for all roads. Ground Penetrating Radar- Static 2.61
The results indicate that survey referencing and geometry Deflections- Trailer FWD 2.55
systems are the most cost effective and operationally Skid Resistance- Dynamic (Vehicle) 2.23
useful equipment for road management. However, it must
be noted that referencing equipment does not measure
pavement condition. Table 3 presents a subjective assessment of the relative
cost to performance of different types of equipment. It
The best technologies for measuring pavement condition should be noted that the performance considers more than
are those that balance cost and performance. They are just the ability to measure an attribute accurately, it also
relatively accurate, simpler and less expensive to operate reflects practical considerations, such as ease of operation,
and maintain. Often, they cost much less than more flexibility, data processing requirements, etc. The matrix
sophisticated technologies for measuring the same does not include these types of multi-function vehicles,
characteristic (e.g., Class III roughness vs. Class I since their ratings would vary depending upon cost and
roughness). functionality.

Comparatively low-performing equipment are expensive As a general rule, if an agency has budgetary restrictions,
devices that use very specific technologies and usually equipment selected for pavement data collection should be
perform measurements through static sampling or located in the right bottom boxes shaded in the matrix
dynamic testing with low operational performance. This is (cost ranging between 3 to 5 and operational performance
the case of Falling Weight Deflectometer (FWD), deflection from 3 to 5). Specialized needs that require specialized
beams and dynamic skid resistance evaluation (SCRIM). equipment may necessitate going out of that area.
Although accuracy and robustness of this equipment is Agencies with limited budgets or technical skills should
high, maintenance and calibration is not trivial, since the focus on the 4 – 5 areas of the matrix.
equipment requires experienced people and significant
 4 Transport Note No. 30 May 2006

Table 3 Cost/Performance Trade-off Matrix for All Roads

Operational Performance
Scale 1 2 3 4 5
(Low (High
performance) performance)
1 • Skid Resistance • Imaging for Surface
(High Dynamic - Vehicle Distress
cost)
2 • Ground Penetrating • Macrotexture –
Radar – Dynamic Dynamic High Speed
• FWD - Trailer • Precision INU for
Geometry
Equipment Global Cost

• Roughness – Class I
(Laser)
3 • Deflection Beams • GPS with INU
• FWD - Portable • Macrotexture –
• Ground Penetrating Dynamic Low Speed
Radar – Static • Rut Depth Profilers
• Skid Resistance – • Roughness – Class II
Dynamic Trailer

4 • Roughness- • Roughness – Class I • Video Logging • GPS

Class IV (Manual) • Roughness – Class III
• Skid Resistance –
Static

5 • Macrotexture – • Digital DMI

(Low Static
cost)

4 Bridge Data Collection bridge conditions, but usually should be less than 5
years. Examples of these tests include: deck
4.1 Types of Bridge Evaluations permeability; concrete cover depth; internal
cracking; and position of bearings, deflections,
Bridges suffer structural and functional deterioration as a settlements, and joint openings.
result of structural damage or material degradation. For
this reason, bridge structures should be inspected 4.2 Bridge Component Inspections and Data
periodically, at time intervals dependent on the scope of
Collection Equipment
the particular type of inspection. According to the
practices in the U.S. and European countries, bridge
inspections can be divided into two basic groups: Bridge data collection varies depending on the bridge
component being surveyed. Visual inspections are
‰ Routine Inspections: Regularly scheduled, normally used for all bridge components, but other
intermediate-level inspections consisting of sufficient applicable physical inspection techniques vary with the
observations and measurements to determine the material of bridge components. Typical inspections
general structural and functional condition of the performed to timber, concrete and steel components are:
bridge. Developing problems or changes from a
previously recorded condition can be detected with ‰ Timber: Inspected by both visual and physical
these inspections. They can be carried out by skilled examination. Hammer-sounding is the most simple
maintenance personnel or technicians, unless the non-destructive method applied. Ultrasonic testing is
bridge structure is very complex. Inspections are the main non-destructive test available to measure
normally performed every one to two years, crack and flaw size. Boring or drilling and probing
according to local specifications. are the two most commonly used destructive tests.

‰ In-Depth Inspections: Scheduled or unscheduled ‰ Concrete: Inspected by both visual and physical
close-up inspections of bridges to assess the examination. Two of the primary deteriorations
structural damage resulting from external causes. noted by visual inspections are cracks and rust
This includes deficiencies not readily visible in strains. Core sampling is a commonly used
routine inspections. They are usually carried out by destructive technique for concrete inspection.
bridge engineers or experts. All parts of the bridge Hammer sounding and chain dragging are two
should be checked by close inspection of each common non-destructive methods to detect
bridge element. The frequency of the major unsound concrete areas and delaminations.
inspection depends on both local specifications and
 May 2006 Transport Note No. 30 5

‰ Steel: Visual inspection is the major method used in

steel members, particularly for surface defects. The results show that ultrasonic and electrical testing
There are also several destructive and non- equipment offer the greatest advantages, and infrared
destructive techniques, such as: Acoustic emissions thermography the lowest. These two former technologies
testing, Computer tomography, Dye penetrant and have low initial and operational costs, typically in the
ultrasonic testing. range of US $2,000 – US $6,500 and US $500,
respectively.Traffic Data Collection
Typical data collection equipment used in Bridge
inspections are listed in Table 4. 4.4 Types of Traffic Data

Table 4. Bridge Data Collection Equipment Traffic data are collected to monitor the use and
performance of the roadway system. These data are
TECHNOLOGY EQUIPMENT TYPE
applied in a variety of management and research areas,
Bridge Access Hydraulic lifts such as: economic analysis, finance, legislation,
Technologies maintenance and planning.
Snooper-type trucks
boat or barge The project considered data collection technologies for
Scaffolds three categories of traffic data: volume, vehicle
classification, and truck weights. Besides these three data
Diving equipment types, a variety of other traffic characteristics, such as
Concrete Non- Strength vehicle speeds and vehicle occupancies, can also be
destructive monitored. For the three categories considered, the traffic
Sonic data collection system is composed of one or more
Testing
Ultrasonic sensors and a data collection unit.

Magnetic 4.5 Vehicle Classification Technologies

Electrical
A key element of most traffic data collection systems is
Nuclear
the ability to classify traffic. The counting strategy can be
Thermography simple, discriminating between short and long vehicles, or
may be complex, based on the number of axles and the
Ground Penetrating Radar
distances between axles. The latter is the most common
Radiography and is used with any system that records individual axles.
Visual Surveys (Manual or Digital) For this, two detectors are required to classify traffic
accurately.
Transverse Profilers
GPS Traffic classifiers count each individual axle, apply a
classification system and may also record the speed.
Inertial Navigation Units Traffic counters count the total number of axles. This is
Steel Non- Radiography divided by a factor representing the average number of
destructive axles per vehicle to convert the measurement to the
Magnetic particle number of vehicles. Classifiers are generally preferable to
Testing
A.C. Wet counters as they provide more information for relatively
little extra cost.
A.C. Dry
Eddy Current Vehicle classification technologies can be grouped
between portable and permanent devices. Those using
Dye Penetrants
axle based classifications will usually give the most
Ultrasonic5 reliable classifications.
Visual Surveys (Manual or Digital)
Portable devices, such as inductive loops, magnetometers
and side-fired radar are length based data collection
4.3 Cost/Performance Analysis between technologies. Piezo sensors and road tubes are axle
Equipment based portable devices.

Suitability Indices were estimated using the same In addition to technologies used with portable devices,
methodology applied with pavements. Results ranked in permanent devices also use fiber-optic cables for axle
descending order are presented in Table 5. data, overhead radar, ultrasonic, acoustic and video as
length based data collection technologies.
Table 5 Suitability Ranking for Bridge Inspection
4.6 Traffic Sensor Technologies
EQUIPMENT CLASS SUITABILITY RANKING
Ultrasonic 4.0 Sensor technologies are the core of traffic data collection.
Electrical 3.9 There are two main categories of sensors used in traffic
data collection equipment: intrusive and non-intrusive.
Digital Imaging 3.3 The former consist of placing the sensors on top of or in
GPR 2.7 the lane to be monitored, while the latter do not interfere
Infrared Thermography 1.7 with traffic flow either during installation or operation.
Intrusive technologies represent the most common
 6 Transport Note No. 30 May 2006

devices used today, including inductive loops, piezo-

electric sensors, and pneumatic rubber road tubes. Non- Table 7 Truck Sensor Weighing Technologies
intrusive devices include passive acoustic sensors and
video image detection devices. Besides these two major EQUIPMENT TYPE TECHNOLOGY
categories, probe vehicles are beginning to be used to Inductive Loop
obtain traffic information.
Intrusive Passive Magnetic
Sensors can also be classified as permanent or portable. Devices
Piezoelectric Sensor
Table 6 provides an overview of the data collected by the
Pneumatic Road Tubes
various technologies available.
Video Image Detection
Table 6 Traffic Sensor Technologies Non-Intrusive Passive/Active Infrared
Devices
EQUIPMENT TYPE TECHNOLOGY Radar
Inductive Loop Ultrasonic
Intrusive Passive magnetic Passive Acoustic
Devices Pneumatic Road Tubes
Piezoelectric Sensor 4.8 Selecting the Traffic Monitoring
WIM - Bending Plate Technology
WIM - Capacitive Weigh Mat
Each of the technologies have advantages and
WIM - Hydraulic Load Cells disadvantages for collecting traffic data. Under the right
WIM – Piezoelectric Sensor conditions, most of the technologies are reliable.
Active infrared However, if used incorrectly, each can perform very
Non-Intrusive poorly. As a consequence, operating more than one type
Passive infrared
Devices of traffic monitoring technology is helpful to ensure
Microwave Radar successful data collection. As a guideline for selecting
Ultrasonic traffic monitoring and weighing equipment different
Passive Acoustic agencies several authors have developed selection
methodologies.
Video Image Detection
The Office of Highway Policy Information at FHWA
4.7 Truck Weighing Technologies published their “Traffic Monitoring Guide” (FHWA, 2001).
The guide recommends a program structure for traffic
Vehicle weighing systems are used to obtain the volume counting, vehicle classification and truck weight
distribution of axle loads for each truck type. Trucks are measurements.
weighed either at static weight stations, or using Weigh-
in-Motion (WIM). Martin et al. (2003) proposed a framework to help select
detector technologies for traffic monitoring. The
‰ Static Scales: Static systems use either portable framework is composed by a series of questions. By
scales or permanent platform scales. Portable scales answering the questions, a detector technology is
are wheel pads that weigh one or more wheels at a evaluated on its data types, installation conditions, costs,
time. Permanent scales come in a variety of sizes. data accuracy requirements, reliability, ease of
Some are half, and some are full-vehicle-width, installation and maintenance, power and data
allowing either half the axle or a whole axle to be communication, and field experience. The technology
weighed at once. In length, they range from 0.5 m should be selected based on all the above issues.
up to 15 m in length. Some use strain-gauged load
cells as the sensors. Hallenbeck and Weinblatt (2004) propose a methodology
‰ Weight-in-Motion: Its main purpose is to provide based on the following three different types of
continuous traffic data without interrupting the information to reach the final decision:
traffic flow. When combined with other sensors WIM
can provide valuable data in the form of traffic ‰ Data collection needs of users;
volumes, axle weights for various vehicle
classifications, and vehicle speeds. In addition, they ‰ Data handling requirements and capabilities of the
permit measuring a large sample of vehicles during highway agency; and
the duration of the survey. WIM stations can be
operated for a short period of time (one to two ‰ Characteristics of available makes or models of
days) or for longer periods (seven days or more) to equipment (e.g., cost, reliability, and data provided)
determine daily variations. The frequency of
surveys, the number of stations, the sample of the 4.9 Cost/Performance Analysis between
network, and the sample of the traffic dictate the Equipment
quality level of the information (Paterson and Scullion,
1990). TRL (2004) is an excellent guide on all aspects Suitability Indices were estimated using the same
of planning and executing axle load surveys. methodology applied for pavements. Table 8 presents the
suitability ranking obtained for traffic counting and
Vehicle and axle weighing systems can also be classification technologies.
characterized as static or dynamic as presented in Table 7.
 May 2006 Transport Note No. 30 7

Table 8 Suitability Ranking for Traffic Counting and

recommended that most agencies should be aiming
Classification Technologies
at technologies in the range of 3 - 5 for cost and 3 –
EQUIPMENT CLASS SUITABILITY RANKING 5 for operational performance. In less developed
Video image 4.1 countries, or those in the early stages of pavement
management system development, preference
Radar 3.8
should be given for equipment in the cost range of 4
Pneumatic Tube 3.8 – 5. In terms of what to collect, road roughness is
Active infrared 3.6 one of the primary attributes used for road
Passive infrared 3.6 management. When supplemented by visual
distress data, managers can make sensible
Passive acoustic 3.6
investment decisions.
Ultrasonic 3.6
‰ Bridge Data Collection: Conducting regular surveys
Induction Loops 3.3
of bridge condition is the singularly most important
Magnetic 2.9 data collection exercise that any agency can do. In
this sense the main recommendation is to enhance
5 Implications for Developing Countries visual surveys by: (i) adopting a comprehensive and
sensible bridge data collection guide; (ii)
implementing robust quality assurance procedures;
Many developing countries have adopted, or are in the
(iii) providing extensive, and regular, training for
process of adopting, sophisticated data collection
staff; and, (iv) conducting regular surveys.
equipment. Transportation agencies in developing
countries are grappling with the cost/performance ‰ Traffic Data Collection: The appropriate traffic data
dilemma: on one hand, they recognize the need to technology depends upon the type of survey to be
improve data collection accuracy and increase the extent conducted. In general, traffic classifiers are
of surveys on their networks, but on the other hand, preferable to simple counters since the limited
funding is often a major limitation which inhibits their additional data they can supply are usually worth
activities. the additional cost. However, it is important to
ensure that the vehicle classification system be
Two groups of developing countries were found in this appropriate for the vehicle fleet in the country.
study: Weigh-in-motion technology, especially using low-
cost piezoelectric sensors, allows for the traffic
loading to be monitored which is very important for
‰ those that have succeeded in improving data
effective road management.
collection by incorporating high-quality measuring
equipment; and
6 Conclusions
‰ poorer countries that lack sufficient private and
public investment to afford measuring devices. From literature review and results obtained from the
cost/performance analyses the following general
The poorer countries tend to use manual methods and, in conclusions can be drawn:
some instances, inexpensive and/or low performing
‰ Data collection is expensive. It is essential that
equipment. Since manual labour is cheaper in these
the road agency only collects the data which are
countries, maintenance and operational costs of manual
required for its management purposes. This data
equipment and methodologies are affordable.
should be collected at a frequency and a level which
is appropriate for the decisions it is to be used for.
Taking into account the differences observed between
these two groups, the following recommendations are ‰ Dynamic measuring devices for surface distress
made for location referencing, pavement, bridge and evaluation, roughness evaluation and, in some
traffic collection technologies in developing countries: instances, texture measurement are strongly
recommended. Portable equipment can be installed
‰ Location Referencing: Experience has shown that
in local vehicles and can be used to collect a range
a linear location referencing system with appropriate
of data through a single pass of a multi-functional
ground markers will give accurate position data in
vehicles. Data should be properly referenced by
the field. GPS is a useful technology for collecting
using a good referencing system, which ideally
data, but most data are still collected using a
combines linear and spatial measurements. Where
distance measuring instrument. Video logging offers
practical, video logging is desirable.
many benefits to the agency when it comes to
confirming the location of key assets and should be ‰ Bridge surveys should be regularly programmed,
considered where practical. and use manual techniques supplemented by key
equipment.
‰ Pavement Data Collection: Many countries have
not been able to sustain state-of-the art equipment. ‰ Traffic surveys should be done with a combination
This is mainly because of high operating costs, use of permanent automatic sites and temporary counts,
of imported survey vehicles, equipment recalibration either manual or automatic. Weigh-in-motion is
performed overseas; and lack of training in new desirable on key links in the road network. Where
staff operating equipment. For this reason it is practical, traffic classifiers should be used in
important that the overall suitability of the preference to traffic counters since these will also
technology be carefully considered. On the basis of report speeds and the individual vehicle classes for
the cost/performance analysis, it is little additional cost.
 8 Transport Note No. 30 May 2006

In selecting any technology careful consideration needs to Hallenbeck, M. and Weinblatt, H. (2004). NCHRP Report
be given to (i) the initial cost, (ii) ongoing costs, and (iii) 509: Equipment for Collecting Traffic Load Data.
the ability of the agency to sustain the technology. It is Transportation Research Board, Washington, DC.
often better to adopt less sophisticated technologies if
they are more likely to be sustained given the agency’s Martin, P.T., Feng, Y., and Wang, X., (2003). Detector
institutional and staffing arrangements. Technology Evaluation. Technical Report, Utah
Transportation Centre.
7 References
TRL (2004). A Guide to Axle Load Surveys and Traffic
Bennet, C.R., Chamorro, A., Chen, C., de Solminihac, H., Counts For Determining Traffic Loading on
Flintsch, G. W. (2006) Data Collection Technologies Pavements. TRL ORN 40, Transport Research
for Road Management. East Asia Pacific Transport Laboratory, Berkshire. Available for download from
Unit, The World Bank, Washington, D.C. Available for www.transport-links.org.
download from www.road-management.info.
The views expressed in this note are those of the authors
FHWA, (2001). Traffic Monitoring Guide. Federal Highway and do not necessary reflect those of the World Bank.
Administration, Washington, DC. Transport Notes are available on-0line at
http://www.worldbank.org/transport.