Use of Pavement Markings To Reduce Rear-End Conflicts at Commercial Driveway Locations

1997 ◽  
Vol 1605 (1) ◽  
pp. 106-110
Author(s):  
Richard A. Retting ◽  
Michael A. Greene ◽  
Joy Van Houten
Keyword(s):  
Property Damage ◽  
Moving Vehicle ◽  
Pavement Markings ◽  
Before And After ◽  
Turning Maneuver ◽  
Pavement Marking

Rear-end collisions are a substantial source of injuries and property damage. Some rear-end crashes occur when a moving vehicle slows to execute a turning maneuver and the driver of a trailing vehicle does not react appropriately. To explore the possibility of reducing the likelihood of collisions in these situations, an experiment was conducted by using a pavement marking designed to prompt drivers of through vehicles to watch for turning vehicles in the same lane. These were placed several hundred feet in advance of commercial driveways, at four intersections. Potential conflicts between turning vehicles and through vehicles were measured before and after installation of markings. Conflicts were reduced at three sites, although at one site that had unusual geometry, conflicts increased.

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.

Safety Impacts of Signing and Pavement Markings on Property-Damage-Only Crashes at Multi-Lane Roundabouts

2019 ◽  
Vol 2673 (2) ◽  
pp. 477-488
Author(s):  
Mark T. Johnson
Keyword(s):  
Traffic Control ◽  
Traffic Engineering ◽  
Best Practice ◽  
Information Overload ◽  
Substantial Reduction ◽  
Property Damage ◽  
Pavement Markings ◽  
Fatal Crashes ◽  
Geometric Layout ◽  
Pavement Marking

Conventional intersections that have been replaced by multi-lane roundabouts have experienced a substantial reduction in both injury and fatal crashes. Property-damage-only (PDO) crashes have also been reduced at some of these roundabouts. However, some have experienced a significant increase in PDO crashes. This has caused some jurisdictions to question the suitability of multi-lane roundabouts despite their benefit of reduced injury and fatal crashes. The question arises as to why some U.S. multi-lane roundabouts have high numbers of PDO crashes whereas other outwardly similar roundabouts do not. This paper examines the hypothesis that the cause of the higher numbers of PDO crashes at some U.S. multi-lane roundabouts is driver confusion and information overload, arising from a combination of poor geometric layout, signing, and pavement markings. Successful roundabout design requires that the geometric layout, the signing, and the pavement markings act together to give a simple, clear message to the drivers, thereby avoiding driver confusion and reducing PDO crashes. This paper reviews research and explores the best practice for roundabout signing and pavement marking using established traffic engineering principles and discusses aspects of the 2009 Manual on Uniform Traffic Control Devices that may contradict these principles. The paper highlights two case studies of poorly performing U.S. multi-lane roundabouts, where the revised signing and pavement markings achieved 37–80% reduction in PDO accidents.

Effectiveness of Lane Direction Arrows as Pavement Markings in Reducing Wrong-Way Movements on Two-Way Frontage Roads

2005 ◽  
Vol 1918 (1) ◽  
pp. 63-67 ◽  
Author(s):  
Steven D. Schrock ◽  
H. Gene Hawkins ◽  
Susan T. Chrysler
Keyword(s):  
Beneficial Effect ◽  
Intended Meaning ◽  
Pavement Markings ◽  
Wrong Direction ◽  
Before And After ◽  
Pavement Marking ◽  
Recent National Survey ◽  
Before And After Study ◽  
Comprehension Rate ◽  
Left Lane

The principal objective of this research was to conduct a before-and-after study of the impacts of using lane direction arrows on a two-way frontage road to determine if the arrows could reduce wrong-way movements for vehicles exiting the freeway. A recent national survey related to all-white pavement markings indicated that 94% of the 851 drivers surveyed correctly interpreted the intended meaning of the arrows to indicate the proper lanes for travel. The authors believed that this high comprehension rate could be useful in helping drivers at locations where a potential for driving in the wrong direction exists. Video surveillance of a two-way frontage road before and after installation of lane direction pavement marking arrows was conducted. It was observed that at the selected location, approximately one of every 13 drivers exiting the freeway to the frontage road acted as though the frontage road were a one-way section and incorrectly chose the left lane for travel. Significant reductions were observed in wrong-way driving after the installation of two lane direction pavement marking arrows downstream from the exit ramp. After the installation, only one of 150 vehicles selected the incorrect lane. Researchers concluded that lane direction pavement marking arrows had a beneficial effect on safety at the study location and recommended expanded efforts to determine other locations that could benefit from this treatment. Although the evaluation was limited to one study site, the strength of the results suggests that the treatment would be beneficial at other similar locations.

How Pavement Markings Influence Bicycle and Motor Vehicle Positioning

2005 ◽  
Vol 1939 (1) ◽  
pp. 2-14 ◽  
Author(s):  
Ron Van Houten ◽  
Cara Seiderman
Keyword(s):  
Motor Vehicle ◽  
Motor Vehicles ◽  
Pavement Markings ◽  
Comfort Levels ◽  
Common Response ◽  
Before And After ◽  
Sequential Addition ◽  
Vehicle Positioning ◽  
Pavement Marking ◽  
Bicycle Lane

The purpose of this study was to determine how pavement markings influence bicyclist and motorist positioning, particularly how far bicyclists travel from parked cars. The research examined the effects of the sequential addition of the component markings of a bicycle lane on a road with on-street parking in Cambridge, Massachusetts. The data measured were the distance that cars parked from the curb, the distance that bicyclists rode from the curb, and the distance that traveling motor vehicles drove from the curb. Data on bicyclists and moving motor vehicles were gathered by videotaping. The three pavement marking treatments–-an edge line demarcating the travel lane, the edge line and bicycle symbols, and a full bicycle lane–-were all effective at influencing bicyclists to ride farther away from parked cars than when no pavement markings were present. All three treatments significantly increased the percentage of cyclists riding more than 9 and 10 ft from the curb; these distances were used as benchmarks for where cyclists should ride to be farther from the opening-door zone of a parked car. There was variation between the signalized and the uncontrolled intersections. Before-and-after intercept surveys of cyclists and motorists were administered. In the before survey, cyclists most often responded that the best way to improve bicycling on Hampshire Street was to add bicycle lanes. Cyclists also rated the full bicycle lane most favorably in the after survey. There was no change in cyclist comfort levels between the before and the after surveys. When motorists were asked what made them most aware of cyclists on the street; the most common response in the before survey was “nothing.” In the after survey, the most common response was “the bicycle lane.”

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.

Modeling Pedestrian and Motorist Interaction at Semi-Controlled Crosswalks: The Effects of a Change from One-Way to Two-Way Street Operation

2019 ◽  
Vol 2673 (11) ◽  
pp. 433-446 ◽  
Author(s):  
Jon D. Fricker ◽  
Yunchang Zhang
Keyword(s):  
Logistic Regression ◽  
Control Strategies ◽  
Binary Logistic Regression ◽  
Pavement Markings ◽  
Video Recordings ◽  
Ordered Logistic Regression ◽  
Before And After ◽  
The One ◽  
Pedestrian Crossing ◽  
And Control

A large number of crosswalks are indicated by pavement markings and signs, but are not signal-controlled. In this paper, such a location is called “semi-controlled.” At locations where such a crosswalk has moderate amounts of pedestrian and vehicle traffic, pedestrians and motorists often engage in a non-verbal “negotiation” to determine who should proceed first. This paper describes the detailed analysis of video recordings of more than 3,400 pedestrian–motorist interactions at semi-controlled crosswalks. The study also took advantage of a conversion from one-way operation in spring 2017 to two-way operation in spring 2018 on the street chosen for data collection and analysis. This permitted before and after studies at the same location. The pedestrian models used mixed effects logistic regression and binary logistic regression to identify factors that influence the likelihood of a pedestrian crossing under specified conditions. The complementary motorist models used generalized ordered logistic regression to identify factors that impact a driver’s likelihood of decelerating, which was found to be a more useful factor than likelihood of yielding to pedestrian. The data showed that 56.5% of drivers slowed down or stopped for pedestrians on the one-way street. This value rose to 63.9% on the same street after it had been converted to two-way operation. Moreover, two-way operation eliminated the effects of the presence of other vehicles on driver behavior. Relationships were found that can lead to policies and control strategies designed to improve the operation of such a crosswalk.

Field performance evaluation of high friction surface treatments (HFST) in Oklahoma

2019 ◽  
Vol 46 (12) ◽  
pp. 1142-1150
Author(s):  
Guangwei Yang ◽  
Qiang Joshua Li ◽  
You Zhan ◽  
Wenying Yu ◽  
Kelvin C.P. Wang ◽  
...  
Keyword(s):  
Performance Evaluation ◽  
Friction Surface ◽  
Field Performance ◽  
Reflective Cracking ◽  
Property Damage ◽  
Safety Database ◽  
Before And After ◽  
Benefit Cost ◽  
Resistance Performance ◽  
Pavement Friction

The high friction surface treatment (HFST) is an effective countermeasure to roadway departure crashes. The field performance of the HFST system was evaluated from seven field monitoring trials on six HFST sites in Oklahoma from 2015 to 2017. HFST sections have statistically significant higher pavement friction and macrotexture in contrast to the adjacent untreated pavements. Meanwhile, distresses including patching, reflective cracking, raveling, and delamination have been observed on these HFST sites. The number of property damage crashes and injured crashes before and after the HFST installation are queried from the Oklahoma safety database. The HFST results in 29% to 100% reductions of annual property damage crashes and 100% reduction of annual injured crashes. The benefit-cost ratios of the HFST sites range from 6.9 to 27.9. In addition, HFST sites constructed with bauxite show higher friction numbers and better polishing resistance performance than sites using the local mine chat aggregates.

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.

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