Meeting Minutes for Aurora Fall Board Meeting – Pittsburgh, PA September 2017 | 1

AURORA

Meeting Minutes for Aurora 2017 Fall Board

Meeting

Pittsburgh, Pennsylvania September 11-12, 2017

In conjunction with the National

Winter Maintenance Peer Exchange

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Meeting Minutes - Aurora 2017 Fall Board Meeting Tuesday (September 11, 2017) Open and General Items Welcome Neal Hawkins (Aurora program manager) welcomed the group to 2017 National Winter Maintenance Peer Exchange. All attendees introduced themselves, and the agency they represented. Several individuals were first time board meeting attendees. Meeting attendance is noted below, based on seating position.

Board Member First Name Last Name Agency

Joe Huneke Minnesota * Jon Bjorkquist Minnesota Jack Stickle Alaska

* David Johnson Colorado * Jeff Williams Utah * Travis Lutman North Dakota * Jason Norville Pennsylvania * Tim Boyer Ohio Zach Hans CTRE Neal Hawkins CTRE

* Tina Greenfield Iowa Alain Beaulieu Ontario Vincent Mazzocchi Pennsylvania

* Mike Adams Wisconsin * Dale Kirmer Kansas * Steve Hancock California Tim Armbrecht Illinois

* Anne Brown Delaware Roemer Alfelor FHWA

* Mark Trennepohl Arizona Rick Nelson AASHTO-SICOP

Meeting Agenda Neal reviewed the meeting agenda and schedule. Tim Boyer made a motion to approve the meeting agenda and Jason Norville seconded the motion. An all “aye” vote followed.

National and Local Technical Presentations MADIS Status Report Jack Stickle provided and update on the transition from Clarus to MADIS (Meteorological Assimilation Data Ingest System). Clarus was originally a FHWA project, with emphasis on developing process; however, no long term operational plan resulted. Clarus is now being phased to NOAA NWS MADIS. MADIS facilitates agency data ingestion through a subscription service.

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Quality control (QC) protocols exist but are somewhat coarse. Yet, they prevent display of very poor data. Currently, data latency currently exists, i.e. availability of new data is checked every five minutes but provided to users every 30 minutes. Export files include metadata, data and QC flags and may be parsed by users. Greg Pratt (NOAA Federal) is the appropriate contact person. As new stations are added, requests should be made through Greg (greg.pratt@noaa.gov). Board discussion included the use of MADIS by researchers, as well as WXD, and avoiding excessive pinging of DOT servers by users. Shared presentation materials follow: Status of Clarus Transition to MADIS MADIS Subscription Service MADIS Quality Control Checks MADIS Export File Example

2015-01: Analysis of PWD Precipitation Rate Estimates Compared to Hotplate Sensors Jack Stickle provided an update of the recently completed National Center for Atmospheric Research (NCAR) liquid water equivalent (LWE) project. Aurora Project 2015-01. Jack will also be presenting these findings at Next Generation Integrated Mobility: Driving Smart Cities (ITS World Congress 2017), i.e. Analysis of Present Weather Detector Precipitation Rate Estimates. State Reports on Providing Data Minnesota Data are collected once every five minutes. Three files for each RWIS (atmospheric, roadway, subsurface) are made available through web server/FTP. Users can obtain data at whatever interval. Data are not quality controlled. 511mn.org. Uses Castle Rock. Added all of the RWIS. Added snow plow trucks with cameras. Internal reports for excessive speed during sanding. Likely no QC. Added alerts for weather stations (excessive values). Colorado Data are provided every 5 minutes through FTP and COTRIP website. Atmospheric data only for both. COTRIP gets over 1 million hits during storms. AVL data is also presented including breadcrumbs. Utah All data are placed on FTP site at five to ten minute intervals, depending on fiber or cellular service. Working towards MADIS. Adding more sites to support Snow and Ice Performance Measure and want to use it as a management tool. North Dakota RWIS (atmospheric, roadway, subsurface) data are provided at five minute intervals. Anyone can access the data, but a password must be obtained first.

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Pennsylvania The DOT is not currently providing data directly, but anyone can access data through Vaisala, upon request to PennDOT. Data are also provided through MADIS. Data are collected every five minutes, and no QC is conducted. Information is provided on 511pa.com as well. Ohio Data are collected at five minute intervals. Data are publicly accessible, but this is not necessarily advertised. No QC is conducted. A FTP feed is available. Data may be streamed through MADIS or an XML. OHGO.com presents information publicly. DTN QCs and presents data on the website. A general login is created for State of Ohio employees, which includes all levels of government. The Ohio DOT has taken ownership of all RWIS sites. All RWIS are on private IPs. Iowa RWIS data (atmospheric, roadway, subsurface, traffic and cameras) are provided primary through FTP. The FTP site is password protected, but the password may be obtain upon request. FTP is supposed to provide data at a five minute intervals, but it appears to be at 10 to 15 minutes. RWIS data are updated every 10 minutes at each site but accessed every five minutes for polling. Data are also available through an Iowa DOT REST service and the Weatherview.iowadot.gov website. Weatherview does include some quality checks. Forecast information is also provided. Other weather data is provided through www.511ia.org. MADIS may be used for real time data. Historic data requests are typically directed to the Iowa Environmental Mesonet (mesonet.agron.iastate.edu). Ontario The Ontario government currently has a comprehensive data policy. RWIS may not totally be in compliance. Some concerns exist about data quality, but it is improving. Everything is outsourced, and a disincentive exists for down sites. The service provider keeps data on the FTP site and an archive. Data are polled every ten minutes. If members of the public want data, a freedom of information act request is necessary. Some level of QC is conducted prior to providing the data. Wisconsin Data accessibility is currently under construction. Most polling is done using landlines, which are being phased out. An interest exists to move to cellular service. The server may temporarily be moved. Data polling frequency is 30 minutes. No public access is provided. Public requests are referred to MADIS or Mesowest (mesowest.utah.edu). Kansas RWIS are polled by DTN. DTN wanted five minutes of data (previously used 15 minute interval, which KDOT considered accurate. Secure communication is required at each RWIS; no RWIS have public IP, only KDOT IP. Verizon is cell provider. Only current data are made available publically on the Kansas DOT website after data have been obtained by DTN. Other weather providers are also obtaining data. Historic data can be obtained through MADIS. No general QC exists; however, the data on the DTN site may have QC. California Data are provided “as is” at 15 minute resolution. Raw data are available through the CalTrans wholesale web portal. Data are also accessible through oss.weathershare.org stream. QC exists on

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weathershare.org but not on raw data. Steve will give presentation, including QC parameters at our next call or meeting. Illinois Vaisala has data and retains it for five years. Data are polled every five minutes. Data are not readily available to the public; however, a new contract is in development to make data more readily available. The state is moving away from SCAN Web and towards Navigator. Delaware The DOT would prefer that people come to their site for weather information. It is unclear whether data are otherwise being made systematically available. QC is primarily based more on observations and is not systematic. The DOT needs information about water levels regarding possible road closures. Information is made available on deldot.gov/map. In the future, the site may also include snowplow information. Arizona RWIS data are provided at AZ511.gov. No AVL are provided to the public. NWS has access to all data, primarily for Pathfinder and Navigator. The Traffic Operations Center is now into more progressive messaging, including weather messaging, and the Districts are beginning to want more RWIS information to make weather-based decisions. National Focus and Perspective FHWA Briefing Roemer Alfelor (FHWA) provided an update on the Road Weather Management (RWM) program, including Every Day Counts 4 – Weather Savvy Roads, Pathfinder, Integrating Mobile Observations (IMO), weather responsive traffic management, principles and tools for road weather management, road weather capability maturity framework, benefit-cost workshops for road weather management and performance measure surveys. The complete update is located at: RWM Program. Following are a few, specific discussion items. Pathfinder: Agencies coordinate with NWS and private weather providers to establish

consistent messages. A total of 18 states are currently involved. Aurora board members Jeff Williams and David Johnson are subject matter experts.

o Utah has been successful in shifting commutes; however, this is dependent on the time of storm.

o Colorado is focused on winter events but would like to see coordination expanded to include summer events as well. Public response has been 70 – 80% positive. Internal maintenance staff do not have the time to participate in coordination phone calls. In the future, an effort will be made to reduce the duration of the coordination call.

Integrating mobile observations (IMO): Twenty-five states have been instrumenting vehicles with sensors

Weather responsive traffic management meeting: Twenty-two states were involved. The focus was connected vehicles weather response traffic management. Current efforts using fleet data exists with DelDOT and Washington DOT.

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An ITS course on principles and tools for road weather management has kicked off. Capability maturity framework: Nine states have road weather capability maturity

framework. A summary report will be developed for the six dimensions and recommended improvements.

B/C for road weather management workshops are being offered. Performance measure surveys: 40 states responded and results will be published soon.

TRB Task Forces and Committees Tina Greenfield (Aurora board member and TRB Winter Maintenance Committee chair) provided an update on related TRB committees. Three research needs statements have been established regarding: Performance measurement Connected/autonomous vehicles for winter maintenance operations and/or use of

technology in plows Environmental concerns and deicing materials

Committees are currently in the middle of paper reviews for the 2018 TRB annual meeting. The 2016 International Conference and Workshop on Winter Maintenance and Surface Transportation Weather was held in Fort Collins, Colorado in April 2016. Meeting attendees included Departments of Transportation, vendors and researchers. All materials are available online, including notes from breakout sessions, pre-recorded research information, etc. See Winter Maintenance 2016. Complete updates for the related TRB committees are located at: TRB Winter Maintenance Committee TRB Surface Transportation Weather Committee

Other committee-related information may be found at: Tina Greenfield: Chair: Winter Maintenance Committee AHD65 Kathy Ahlenius: Chair: Standing Committee on Surface Transportation Weather AH010 Max Perchanok: Chair: Section - Maintenance and Preservation AHD00

Snow Plow Optimization Presentation William Schneider (University of Akron, Freeze Point Consulting) made a presentation regarding a snow plow optimization project in Ohio. The project has recently moved from research to the implementation stage.

Snow Plow Optimization Discussion Arizona is interested in route optimization but isn’t currently practicing.

Minnesota is interested in route optimization but isn’t currently practicing. A related project has been initiated with the University of Minnesota.

Alaska is interested in route optimization, and some work has been done.

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Colorado will begin route optimization in September 2017 (this month) and will move statewide. Tabletop sessions will be conducted, in which participants will be asked how they would change routes given financial constraints. Phase 3 of the optimization effort will include a real time optimization tool in order to be reactive.

Utah has done some route optimization.

North Dakota is initiating a route optimization contract with C2Logix.

Pennsylvania is interested in route optimization and has initiated some efforts, primarily tabletop exercises. Existing routing software has been used for level of service (LOS), not optimization.

Ohio is involved in the route optimization project, see presentation by William Schneider.

Iowa has initiated a route optimization contract and is considering removing border (district, garage) constraints.

Ontario will be issuing new maintenance contracts based on prescribed equipment and routes. A previous effort over-optimized, removing up to 40% of equipment in some areas. In Ontario, the contractor owns all equipment. Ontario is reviewing software options for route optimization.

Wisconsin is currently involved in route optimization with C2Logix.

Kansas is interested in route optimization and has already internally removed border constraints.

California is not aware of any current optimization efforts.

Illinois is interested in route optimization but isn’t currently practicing. Illinois will first look at performance measures.

Snow Plow Crash Discussion All states had at least one to five snow plows involved in a crash during the winter of 2016/2017.

Colorado had 15 winter weather events and 32 snow plow crashes, including five fatalities.

Iowa had 45 to 50 snow plow crashes. A blue light was added to snow plows during the 2016/2017 season, creating a blue/white/amber pattern in the back.

Ohio’s recent snow plow crash frequency follows.

2016-2017: 16 2015-2016: 34 2014-2015: 72 2013-2014: 69 2012-2013: 51

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Active Aurora Projects 2011-02: RWIS Training Tool Iteris has been working on bug fixes and has recently informed Tina that they are now complete. The cost of hosting the tool on the Amazon Web Services Cloud will need to be determined. The tool itself will be the product deliverable, but a one to two page write-up will be prepared for the Aurora website.

Tina Greenfield made a motion to approve $5,000 annually, beginning September 2017, to be used for Amazon Web Services Cloud hosting fees and software support/updates/fixes, as needed. Mike Adams seconded the motion. An all “aye” vote followed. Zach Hans will be made administrator and manage access to the tool.

2016-02: Winter Severity Index support to Clear Roads Tina has been working with Greg Waidley to identify the manner in which Aurora may fund its portion of the project. Lisa Idell-Sassi and Mike Adams would like to be included with Tina on the team.

2016-03: RWIS Sensor Density and Location, Phase 2. Contracting details have finally been worked out, and the project will begin soon.

2014-01: Seasonal Weight Restrictions Demonstration, Phase 2

2014-02: Quantifying Salt Concentration on Pavement, Phase 2

2015-05: Survey of best practices in Data Storage

Proposed Aurora Projects 2016-01. Snow and Ice Performance Tool for Aurora Jeff provided an updated scope of work, which was approved by the Aurora Board. Tina will provide CTRE with an example sole source justification. With input from Jeff, CTRE will draft a one-page sole source justification and one to two-page scope of work which will be scaled back to a $50k effort to give the board a better idea on how to move forward.

Comparability of pavement temperature readings from invasive and non-invasive pavement sensors Tim indicated that some additional scoping and verification of the project need was necessary.

The 2016 Western States Transportation Forum had a related presentation “Comparison of In-Pavement Versus Non-Invasive Pavement Sensor Technologies”. Aurora project 1998-02 Standardized Testing Methodologies for Pavement Sensors may also be used as a resource.

Mike Adams has asked the Wisconsin research library to conduct a literature review at no cost and they agreed.

There was Board interest in developing testing mechanisms as well as investigating the impacts of a slush layer.

An attempt will be made to have an updated scope completed by end of October 2017.

Transferability of Thaw Depth Forecasts for Spring Load Restrictions This is an in-kind project lead by Heather McClintock. She will be reaching out to Tina and Lisa regarding scoping. A contractor is currently being selected. Alaska would like Lisa to be involved in the project.

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Recently Completed or Published Aurora Projects 2010-02: Mobile Weather Data Collection Guidelines

Status: Report has been posted to Aurora website. Some key findings include: 1) Contaminants introduced by heavy-duty truck plowing may make information invalid for most purposes. Light-duty vehicle information may be higher quality but possess inherent problems. 2) Sensors are only capable of identifying surface temperatures, which may be different from pavement temperatures. 3) Truck-mounted sensor will only take readings for uppermost layer. 4) Accuracy may be impacted by sensor placement and mounting. 5) Surface and air temperature readings may be impacted by entering/existing heated storage facilities. Acclimation time may be necessary or automatic data filters. 6) Parking may impact temperature readings, due to engine heat. Position of vehicle, such as shoulder, may impact accuracy of readings as well with respect to roadway. 7) Maintenance vehicle drivers have an advantage in interpreting information because they know the situation and surrounding conditions. 8) Salinity and friction values are transient and applicable for a short time.

2010-04: RWIS Sensor Density and Location

Status: Completed January 2016. Report is currently in InTrans publications queue.

This project developed several approaches for determining the optimal location and density of RWIS stations over a regional highway network. To optimize locations, three approaches were developed: surrogate measure–based, cost-benefit–based, and spatial inference–based. The surrogate measure–based method prioritizes locations that have the highest exposure to severe weather and traffic. The cost-benefit–based method explicitly accounts for the potential benefits of an RWIS network in terms of reduced collisions and maintenance costs. The spatial inference–based method maximizes the use of RWIS information to optimize the configuration of an RWIS network. To optimize network density, a cost-benefit–based method and a spatial inference–based method were developed.

To demonstrate the applications of the proposed approaches and evaluate existing RWIS networks, four case studies were conducted using data from one Canadian province (Ontario) and three US states (Minnesota, Iowa, and Utah). It was found that each of the different approaches could be conveniently implemented for real-world applications. The approaches provide alternative ways of incorporating key road weather, traffic, and maintenance factors to optimize the locations and density of RWIS stations in a region; the alternative to use can be decided based on the data and resources available. 2010-03a, b: Evaluation of Sensor Technology for Road Condition Monitoring, Phase 1 and 2 [Results-based Winter Maintenance Standards]

Status: Three projects were completed. All reports are posted on the Aurora website. Field Test and Evaluation of a Mobile Automated Winter Road Condition Reporting System. This project evaluates the performance of a smartphone based road surface condition monitoring system called AVL-Genius. The system was installed on eight patrol and maintenance vehicles, which were operated on a section of Highway 6 to collect field data in the Winter 2013/14 season. The performance of the AVL-Genius system was evaluated in three aspects, namely, spot-wise monitoring, route-level monitoring and reliability, by comparing its monitoring results to those of

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manual classifications, patrol reports and MTO’s Travellers Road Information Portal (TRIP). This report details the main methodology and analysis results along with an overview of various RSC monitoring technologies. The main findings and recommendations for further research and development are highlighted.

Feasibility of Using Traffic Data for Winter Road Maintenance Performance Measurement. The research studied the impact of winter weather and road surface conditions (RSC) on the average traffic speed of rural highways with the intention of examining the feasibility of using traffic speeds from traffic sensors as an indicator of WRM performance. Detailed data on weather, RSC, and traffic over three winter seasons from 2008 to 2011 on rural highway sites in Iowa, US are used in this investigation. Three modelling techniques are applied and compared to model the relationship between traffic speed and various road weather and surface condition factors, including multivariate linear regression, artificial neural networks (ANN), and time series analysis. Multivariate linear regression models are compared by temporal aggregation (15 minutes vs. 60 minutes), types of highways (two-lane vs. four-lane), and model types (separated vs. combined). The research then examined the feasibility of estimating/classifying RSC based on traffic speed and winter weather factors using multi-layer logistic regression classification trees. The modelling results have confirmed the expected effects of weather variables including precipitation, temperature, and wind speed; it verified the statistically strong relationship between traffic speed and RSC, suggesting that speed could potentially be used as an indicator of bare pavement conditions and thus the performance of WRM operations. It is also confirmed that a time series model could be a valuable tool for predicting real-time traffic conditions based on weather forecast and planned maintenance operations, and that a multi-layer logistic regression classification tree model could be applied for estimating RSC on highways based on average traffic speed and weather conditions.

Applications of WRM Performance Models for Evaluating the Implications of Varying Service Standards. This report describes the result of a study aimed at illustrating how models of winter road maintenance (WRM) performance measures can be applied to investigate the implications of different winter road maintenance level of service (LOS) Standards under specific winter weather conditions. The study introduces a cost-benefit framework integrating the two primary cost and benefit components associated with winter road maintenance services, namely, material costs, safety and mobility benefits. Various maintenance input, output and outcome models are developed using five seasons of event-based data. The expected cost of maintaining a given highway route is captured by a salt application model, which relates the amount of salt used over a snow event to various event characteristics as well as the LOS class of the highway. The benefit from WRM for a highway route is quantified on the basis of the expected safety improvements, i.e., reduction in the number of collisions, and, the expected mobility improvements, i.e., increase in trip making utility and reduction in travel time. A case study is conducted to determine the optimal traffic threshold for demarcating the Class 1 and 2 highways in Ontario. The study has demonstrated the feasibility of applying the proposed quantitative approach when assessing alternative service standards under different climate conditions. Lastly, future research directions are highlighted at the concluding section.

2015-03, 2013-03: Improving Estimates of Real-Time Traffic Speeds during Weather for Winter Maintenance Performance Measurements, Phases 1 and 2

Status: Completed April 2017. Report is posted on the Aurora website.

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This report describes two related projects, the second of which builds on the first. In Part I, a model was developed to relate weather variables to traffic flow changes at a local level. Weather station data and maintenance crew reports were used to develop an empirical adaptive stochastic model using a Bayesian formulation. Data from early time segments provide a prior quantification of the expected effects of weather variables on traffic speed over subsequent time segments. Data in the next time segment are then used to adjust these quantifications to reflect observed traffic speeds during that period. Thus, rather than explicitly determining numerous temporally dependent interactions, the main effects associated with key factors are allowed to undergo small shifts over time to fit the data. The model incorporates an autoregressive error structure to reflect temporal dependencies in observations that occur at reasonably high frequencies.

In Part II, INRIX and Wavetronix traffic data and limited weather information were used to develop models for detecting abnormal traffic patterns and predicting traffic speed and volume at any location on a network. Multivariate quantiles were estimated for the INRIX observations, and the INRIX data were compared with the estimated quantiles to identify abnormal traffic patterns in both space and time. An online interactive app was developed to visualize the results and inform decisions about winter maintenance. A dynamic Bayesian model was implemented at two Wavetronix sensor locations where weather information was available, with the corresponding median curve as the baseline. The fitting results were satisfactory. The INRIX data’s spatial structure was explored, and curve Kriging was used to predict traffic speed and volume at any location. The prediction method worked well. 2015-01: Analysis of PWD Precipitation Rate Estimates Compared to Hotplate Sensors

Status: Completed April 2017. Report is posted on the Aurora website. In January 2015, personnel from the National Center for Atmospheric Research (NCAR) in Boulder, Colorado installed precipitation measurement sensors at two locations in Juneau, Alaska: one along Thane Road south of Juneau and another on top of Mt. Roberts at an existing weather station site. Both of these sites are part of the Alaska Department of Transportation and Public Facilities (DOT&PF) Road Weather Information System (RWIS). These two sites are separated by a straight two-dimensional, Euclidean distance of just more than 1 mile, but the altitude increases from the Thane Road location to the Mt. Roberts location by more than 500 meters (1,732 feet). The research team conducted a study using data collected from the Juneau, Alaska sites and the NCAR Marshall Field test site south of Boulder, Colorado to evaluate Vaisala present weather detector (PWD) parameter settings. The results indicated that, overall, the Vaisala PWD sensors underestimated snowfall precipitation rates compared to Hotplate results. Additionally, the snowfall rate underestimate was more significant at higher snowfall rates. Based on the data analyses, this study provided the Alaska DOT&PF with a corrected estimated rate, which could be used by other organizations, for snow events in Juneau to correct for the bias from the PWD sensors and new weather parameter settings, which were implemented.

2015-04: Review Synthesis of Alternative Power Supplies

Status: Completed August 2017. Final report edits are in progress with an anticipated completion of October 2017.

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The deployment of different alternative power sources and low-power sensors and equipment packages for remote (off-grid) road weather information system (RWIS) sites in the Aurora Program states in recent years has resulted in a number of system configurations and operational strategies. This report provides a comprehensive review, investigation, and analysis of alternative power sources and power budgets for sensors and associated components used in remote RWIS applications. Through a literature review, investigation of recent developments, and a survey of the Aurora Program states, this study explored alternative power sources and power budgets of sensors and associated components and provides recommendations on existing remote RWIS configurations and methodologies. The study found that a variety of alternative power sources, low-power sensors, and associated equipment are currently available for remote RWIS applications. The survey results showed that a combination of fossil fuel-based and renewable power sources tied to a battery bank are employed as a viable means of reliable year-round operation of remote RWIS sites. The survey results also showed that many of the remote RWIS sites are using weather sensors, cameras, and associated equipment with a much higher power budget than products currently available on the market. These findings suggest that the reliability and efficiency of some remote RWIS sites could potentially be improved through the deployment of low-power sensors and associated equipment combined with alternative power sources.

Other Projects Tina indicated that the Enterprise Pooled Fund is interested in road condition reporting (covered, partially covered, etc.), and they may want to build their efforts on the earlier Aurora project. CTRE is currently working to locate and post all past project reports to the Aurora website. The Aurora Board requested that CTRE notify them of project completion and posting of project reports to the Aurora website. The Aurora Board requested that the following conditions be placed on final project approval and payment of the final invoice: 1) the report has gone through the InTrans publications process, and 2) the project champion has approved the final, edited report. Steve Hancock suggested that this be reflected in future contract language. Additional Discussion The group discussed possible venues for the Spring 2018 meeting. Locations discussed included: Portland, Oregon; Jackson Hole, Wyoming; Savannah, Georgia; Boise, Idaho; Virginia Beach, Virginia; Seattle, Washington; Santa Fe, New Mexico.

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Tuesday (September 12, 2017) State Round Robin Five additional states joined the state round robin discussion, including Connecticut, Indiana, Nevada, New Hampshire and Missouri. This portion of the meeting provides a forum for states to openly discuss opportunities and challenges faced specific to RWIS. The September 2017 summary totaling 1,368 RWIS stations are shown here by agency. (Ten additional RWIS stations, not shown, are managed by a Turnpike Authority.) Documents shared during the round robin include: Anne Brown: M&O South District Innovation

Additional Discussion A webinar will be scheduled in the future for Steve Hancock to provide a WeatherShare (http://www.weathershare.org/) update. CTRE will schedule a conference call to provide Aurora administrative updates (budget, membership and outreach). The group discussed possible future research ideas. These included: Strategies to prevent plow crashes Effectiveness of RWIS and Weather Information (B/C) Life Cycle cost for RWIS components Transitions to Mobile Data Sources (MarRWIS etc) What/How/Why As-Built RWIS information and examples Example Map on Desired RWIS Locations What RWIS or weather data should go into the TMC for operational awareness/decision making

(think simple) Examples of forecasting (pavement blow up, road surface conditions, etc) RWIS Data Security concerns/best practice think “Equifax” Performance monitoring/measures based on GRIP Use of drones in maintenance, story-telling, showing value Liquid materials, including using colors

Adjourn The meeting was adjourned at ~11:30 am.

65

17

140

180

24

5770

4371

98

29

174148

69

115

68

020406080

100120140160180200

AURORA - Number of RWIS by Agency Fall 2017