Driver Understanding of Pavement Marking Colors and Patterns

2003 ◽  
Vol 1844 (1) ◽  
pp. 35-44 ◽  
Author(s):  
Angelia H. Parham ◽  
Katie N. Womack ◽  
H. Gene Hawkins
Keyword(s):  
Puerto Rico ◽  
Basic Concept ◽  
District Of Columbia ◽  
Color Code ◽  
Pavement Markings ◽  
Directional Flow ◽  
Survey Results ◽  
Yellow Line ◽  
Driver Understanding ◽  
Pavement Marking

Driver understanding of the current U.S. system of yellow–white pavement markings was assessed through a driver survey. The survey was used to evaluate drivers’ ability to describe the pavement marking color code, drivers’ reliance on pavement marking patterns when interpreting marking messages, and drivers’ reliance on pavement marking color when interpreting marking messages. Researchers surveyed 851 drivers in 5 states, with respondents representing 47 states, the District of Columbia, and Puerto Rico. The survey results indicate that drivers tend to use signs and other traffic as the primary cue to determine whether a road is one-way or two-way. A substantial proportion of respondents had an understanding of the use of marking color to differentiate between one-way and two-way roads, but this knowledge is not the primary tool that drivers use to distinguish the direction of travel on a road. Approximately 75% of the drivers surveyed understood the basic concept that a single broken yellow line separates opposing traffic on a two-lane road. The presence of a solid line (either double solid or solid and broken) in the centerline increases comprehension of directional flow to approximately 85%; more than 90% of the drivers surveyed understood that a solid line (either double solid or solid and broken) prohibits passing. Almost 95% of drivers indicated that passing is permitted with a broken line. The survey results indicate that the yellow–white pavement marking system is better understood than previously believed.

Survey of Rehabilitation Counselor Positions in State-Federal Agencies

1985 ◽  
Vol 16 (2) ◽  
pp. 35-44
Author(s):  
Ronnie D. Wilkins ◽  
Charlene P. DeLoach ◽  
John J. Banks
Keyword(s):  
Puerto Rico ◽  
District Of Columbia ◽  
Educational Experience ◽  
Disabled Persons ◽  
Virgin Islands ◽  
Federal Agencies ◽  
Rehabilitation Counselor ◽  
Survey Results

This article presents the results of a survey of rehabilitation counselor positions in state-federal agencies in each of the fifty states, the District of Columbia, Puerto Rico, the Virgin Islands, and American Somoa. Survey results address the position titles, educational/experience requirements, the number employed, the number of disabled persons employed, the number hired in the last twelve months, the number of curent and projected openings, salary ranges and counselor duties within each agency.

scholarly journals Using ADAS to Future-Proof Roads—Comparison of Fog Line Detection from an In-Vehicle Camera and Mobile Retroreflectometer

Sensors ◽  
2021 ◽  
Vol 21 (5) ◽  
pp. 1737
Author(s):  
Ane Dalsnes Storsæter ◽  
Kelly Pitera ◽  
Edward McCormack
Keyword(s):  
Warning System ◽  
Management Systems ◽  
Warning Systems ◽  
Lane Departure Warning ◽  
Automated Driving ◽  
Pavement Markings ◽  
Lighting Conditions ◽  
Lane Marking ◽  
Lane Departure ◽  
Pavement Marking

Pavement markings are used to convey positioning information to both humans and automated driving systems. As automated driving is increasingly being adopted to support safety, it is important to understand how successfully sensor systems can interpret these markings. In this effort, an in-vehicle lane departure warning system was compared to data collected simultaneously from an externally mounted mobile retroreflectometer. The test, performed over 200 km of driving on three different routes in variable lighting conditions and road classes found that, depending on conditions, the retroreflectometer could predict whether the car’s lane departure systems would detect markings in 92% to 98% of cases. The test demonstrated that automated driving systems can be used to monitor the state of pavement markings and can provide input on how to design and maintain road infrastructure to support automated driving features. Since data about the condition of lane marking from multiple lane departure warning systems (crowd-sourced data) can provide input into the pavement marking management systems operated by many road owners, these findings also indicate that these automated driving sensors have an important role in enhancing the maintenance of pavement markings.

scholarly journals Developing Pavement Marking Management Systems: A Theoretical Model Framework Based on the Experiences of the US Transportation Agencies

2021 ◽  
Vol 6 (2) ◽  
pp. 18
Author(s):  
Alireza Sassani ◽  
Omar Smadi ◽  
Neal Hawkins
Keyword(s):  
Asset Management ◽  
Management Practices ◽  
Relevant Literature ◽  
Building Blocks ◽  
Management Systems ◽  
Model Framework ◽  
Pavement Markings ◽  
The Us ◽  
Pavement Marking ◽  
Transportation Agencies

Pavement markings are essential elements of transportation infrastructure with critical impacts on safety and mobility. They provide road users with the necessary information to adjust driving behavior or make calculated decisions about commuting. The visibility of pavement markings for drivers can be the boundary between a safe trip and a disastrous accident. Consequently, transportation agencies at the local or national levels allocate sizeable budgets to upkeep the pavement markings under their jurisdiction. Infrastructure asset management systems (IAMS) are often biased toward high-capital-cost assets such as pavements and bridges, not providing structured asset management (AM) plans for low-cost assets such as pavement markings. However, recent advances in transportation asset management (TAM) have promoted an integrated approach involving the pavement marking management system (PMMS). A PMMS brings all data items and processes under a comprehensive AM plan and enables managing pavement markings more efficiently. Pavement marking operations depend on location, conditions, and AM policies, highly diversifying the pavement marking management practices among agencies and making it difficult to create a holistic image of the system. Most of the available resources for pavement marking management focus on practices instead of strategies. Therefore, there is a lack of comprehensive guidelines and model frameworks for developing PMMS. This study utilizes the existing body of knowledge to build a guideline for developing and implementing PMMS. First, by adapting the core AM concepts to pavement marking management, a model framework for PMMS is created, and the building blocks and elements of the framework are introduced. Then, the caveats and practical points in PMMS implementation are discussed based on the US transportation agencies’ experiences and the relevant literature. This guideline is aspired to facilitate PMMS development for the agencies and pave the way for future pavement marking management tools and databases.

Development and Implementation of a Pavement Marking Management System in Florida

2018 ◽  
Vol 2672 (12) ◽  
pp. 209-219
Author(s):  
Bouzid Choubane ◽  
Joshua Sevearance ◽  
Charles Holzschuher ◽  
James Fletcher ◽  
Chieh (Ross) Wang
Keyword(s):  
Management System ◽  
Handheld Devices ◽  
Department Of Transportation ◽  
Pavement Markings ◽  
Lighting Conditions ◽  
Florida Department ◽  
Roadway Safety ◽  
Application Techniques ◽  
Effective Use ◽  
Pavement Marking

The visibility of pavement markings is an important aspect of a safe transportation system as the markings convey vital roadway warnings and guidance information to the traveling public. Therefore, it is beneficial to maintain acceptable visibility levels of markings on pavements under all weather and lighting conditions. To ensure the intended in-service visibility level is adequately maintained, the reflectivity must be monitored and quantified accordingly. Historically, visibility or retroreflectivity of in-service pavement markings has been measured with handheld devices and visual inspections. However, visual surveys are considered subjective and the handheld measurements are tedious and potentially hazardous. Consequently, the Florida Department of Transportation (FDOT) has focused on the use of a non-contact technology capable of assessing pavement markings continuously at highway speeds with improved safety and efficiency. The use of mobile technology for measuring reflectivity has allowed FDOT to develop and, subsequently, implement a Pavement Marking Management System (PMMS) to improve the safety and nighttime visibility of its roadways. Implementation of such a system provides an efficient and less subjective methodology to identify conditions that are detrimental to roadway safety, and strategize mitigating solutions including the selection of appropriate materials and application techniques. The system will ultimately result in an effective use of state funds while ensuring the safety of the traveling public. This paper presents a description of the Florida Pavement Markings Management System and its subsequent implementation including FDOT’s effort to ensure the quality, consistency, repeatability, and accessibility of statewide pavement marking retroreflectivity data.

Closed-Course Human Factors Evaluation of Marking and Marker Visibility

2019 ◽  
Vol 2673 (10) ◽  
pp. 840-849
Author(s):  
Timothy P. Barrette ◽  
Adam M. Pike
Keyword(s):  
Pavement Markings ◽  
Passenger Seat ◽  
Driver Performance ◽  
Dry Conditions ◽  
The Right ◽  
Pavement Marking ◽  
Study Participants ◽  
Treatment Adequacy ◽  
The Relationship ◽  
Light Precipitation

Raised retroreflective pavement markers (RRPMs) are commonly used to provide nighttime delineation of roadways. Although RRPMs are visible during dry conditions, they provide their greatest benefit during wet-night conditions, when typical pavement markings become flooded and lose their retroreflectivite properties. Naturally, the retroreflectivity of RRPMs degrades over time as a result of traffic, ultraviolet light, precipitation, and roadway maintenance activities. Subsequently, it is necessary to examine the relationship between driver performance and the condition of the RRPMs. To assess visibility relative to RRPM condition, study participants rode in the passenger seat of a vehicle operated by a member of the research team, traveling at approximately 15 mph, for two laps around a closed course. Throughout each lap of the course, nine treatments consisting of RRPMs or preformed pavement marking tape of various retroreflectivity levels diverged from a center line to either the right or left. Participants indicated when they could tell which direction the treatment diverged, which was recorded using a GPS unit. A generalized linear model was estimated on a dataset constructed by pairing the observed distances from various treatments with demographic information about each participant. The analysis indicates the distance at which a particular treatment would be visible, which can then be converted to preview time to assess treatment adequacy for a variety of speeds. The RRPM treatments generally provided adequate preview time for older drivers based on the extant literature; however, the preformed pavement marking tape was less adequate at higher speeds and under overhead lighting.

Driver Understanding of Potential All-White Pavement Marking Patterns

2004 ◽  
Vol 1862 (1) ◽  
pp. 54-63 ◽  
Author(s):  
H. Gene Hawkins ◽  
Angelia H. Parham ◽  
Katie N. Womack
Keyword(s):  
Driver Understanding ◽  
Pavement Marking

Assessment of Durability of Wet Night Visible Pavement Markings

2013 ◽  
Vol 2337 (1) ◽  
pp. 67-73 ◽  
Author(s):  
Ronald B. Gibbons ◽  
Brian Williams ◽  
Benjamin Cottrell
Keyword(s):  
Human Factors ◽  
Research Effort ◽  
Detection Distance ◽  
Separate Paper ◽  
Pavement Markings ◽  
Diminishing Returns ◽  
Pavement Marking ◽  
Relationship Of ◽  
The Relationship

This paper describes the visibility experiment conducted as part of a research effort to establish the durability of pavement markings in an on-road installation. Six marking technologies were installed on a portion of Route 460 in Blacksburg, Virginia. A human factors experiment in natural rain conditions was performed to establish the visibility needs of the driver. The retroreflectivity of the markings was measured at intervals of 2 to 5 months, with six measurements over the course of 23 months (these data are discussed in a separate paper). Previous research suggested that a minimum retroreflectivity of 150 mcd/m2/lx should be maintained to meet drivers' visibility needs. As part of this research, a human factors experiment was conducted to test the validity of this recommendation. The distance at which participants could detect the end of a pavement marking was measured as well as the retroreflectivity of the marking at those points. The relationship of detection distance and retroreflectivity found in this study suggests that as retroreflectivity increases beyond 150 mcd/m2/lx, there are diminishing returns on detection distance. This finding suggests that the recommended minimum is appropriate for providing increased visibility for drivers, while keeping retroreflectivity requirements at a reasonable level for marking manufacturers.

Repeatability and Reproducibility of Mobile Retroreflectivity Units for Measurement of Pavement Markings

2013 ◽  
Vol 2337 (1) ◽  
pp. 74-82 ◽  
Author(s):  
Bouzid Choubane ◽  
Joshua Sevearance ◽  
Hyung Suk Lee ◽  
Patrick Upshaw ◽  
James Fletcher
Keyword(s):  
Handheld Devices ◽  
Department Of Transportation ◽  
Safety Hazards ◽  
Handheld Device ◽  
Pavement Markings ◽  
Florida Department ◽  
Reference Device ◽  
Efficient Alternative ◽  
Repeatability And Reproducibility ◽  
Pavement Marking

The Florida Department of Transportation has historically used a combination of handheld devices and visual surveys to evaluate the retroreflectivity of pavement markings. However, visual surveys have the inherent limitations of operator bias, while the use of a handheld device is slow and labor intensive and presents safety hazards. Many highway agencies have recognized that a mobile retroreflectivity unit (MRU) may be a safer and more efficient alternative to the handheld retroreflectometers. Because the measurement process relies on the operator-driven instrument, a level of uncertainty is always a concern in evaluating pavement markings with the MRU. This research was aimed at assessing the precision and bias of the MRU while using the handheld retroreflectometer as a reference device. Ten 1.0-mi-long field sites were selected to include various pavement surface types and pavement marking materials (paints and thermoplastics). The results indicated that, when compared with the handheld retroreflectometers, the MRU demonstrated no statistical differences or bias at a 95% confidence level for the retroreflectivity values ranging between 200 and 800 mcd/m2/lux. In addition, it was determined that the retroreflectivity values from two properly conducted tests using a single MRU on the same pavement marking should not differ by more than 7.8%, and when different MRUs were used on the same pavement marking, the retroreflectivity values should not differ by more than 13.3%. This paper presents a description of the testing program, the data collection effort, and the subsequent analyses and findings.

Influence of Experimental Pavement Markings on Urban Freeway Exit-Ramp Traffic Speeds

2000 ◽  
Vol 1705 (1) ◽  
pp. 116-121 ◽  
Author(s):  
Richard A. Retting ◽  
Hugh W. McGee ◽  
Charles M. Farmer
Keyword(s):  
New York ◽  
Motor Vehicle ◽  
Pavement Markings ◽  
Horizontal Curves ◽  
Passenger Vehicles ◽  
Lane Width ◽  
Before And After ◽  
Pavement Marking ◽  
Urban Freeway ◽  
Exit Ramp

Motor vehicle crashes on curved roadway sections occur more frequently and tend to be more severe than those on straight sections. Speed is a significant factor in many crashes that occur on curves. The effects on traffic speeds of special pavement markings intended to reduce speeds on freeway exit ramps with horizontal curves were examined. An experimental pavement marking pattern was employed that narrowed the lane width of both the curve and a portion of the tangent section leading into the curve by use of a gradual inward taper of existing edgeline or exit gore pavement markings or both. Traffic speeds were analyzed before and after installation of the pavement markings at four experimental ramps in New York and Virginia. Results indicated that the markings were generally effective in reducing speeds of passenger vehicles and large trucks. The markings were associated with significant reductions in the percentages of passenger vehicles and large trucks exceeding posted exit-ramp advisory speeds.

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