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RFID Takes the Strain Out of Testing Minnesota's Roadbeds
The state's transportation department is using passive EPC Gen 2 UHF RFID tags to help it better identify the exact locations of the buried sensors it employs to test various road-construction materials and processes.
Dec 11, 2013—
The Minnesota Department of Transportation (MnDOT) is employing radio frequency identification to pinpoint the locations of sensors buried within roadways. The sensors, which measure strain and pressure levels, are used to test the performance of a variety of roadway materials, mixes and application methods. To date, the agency has installed only four tags into its pavement test tracks as part of its MnROAD project, says Bob Strommen, a research systems integrator at MnDOT, but now that the tags have proven their performance, the agency intends to deploy them to locate new strain or pressure sensors as they are installed, and it may also opt to use the technology for other purposes as well.
The solution was provided by EMKAT, a mobility solutions provider based in Plymouth, Minn., and includes Portable Technology Solutions' TracerPlus software and a Motorola Solutions' MC9190-Z handheld reader to interrogate the tags. "EMKAT uses our software to create this mobile application," says Kristen Comeau, TracerPlus' channel account manager.
Altogether, the MnDOT has embedded 9,000 wired sensors into these two stretches of road over a span of 20 years, which connect to data processors mounted on the sides of the roads. The agency had no way to verify the precise locations of the strain and pressure sensors. Knowing these devices' locations is critical, since the MnDOT is tracking the effects of each individual passage of a vehicle over a specific spot on the road. The strain sensors are designed to indicate the conditions that lead to cracks or fractures in the asphalt or concrete, while pressure sensors simply detect the amount of force being felt under the roadway. The MnDOT truck's driver is instructed to drive as close as possible over each sensor, so that the agency can determine the effect on the road immediately under the vehicle's tire. The truck is equipped with a GPS system to identify its whereabouts, but the agency had no way to determine exactly where the sensors are once they are covered by pavement.
In the past, to identify a particular sensor's location, the road crew had to paint an X on the pavement—or cut one into it—after the sensor was embedded. However, that method was not always precise. For example, a sensor's location might move 12 inches or more from its original spot during the road-paving process, or the true location could simply be lost as the paving took place. Then, as a truck passed over the site of a buried sensor, it may, in fact, not have been as close to the actual spot as was thought.
To better pinpoint the sensors' exact whereabouts, Strommen's supervisor suggested implementing RFID. "I ran with that idea," he says. He discussed the concept with EMKAT, which then selected PTS' TracerPlus software to receive and store location data on a Motorola handheld reader.
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