Citation

Zwahlen H, Schnell T. Transp. Res. Rec. 1997; 1605: 49-61.

Copyright

(Copyright © 1997, Transportation Research Board, National Research Council, National Academy of Sciences USA, Publisher SAGE Publishing)

DOI

10.3141/1605-07

PMID

unavailable

Abstract

The objective of the presented two-part study was to provide nighttime pavement-marking visibility data obtained under automobile low-beam illumination conditions in the field for further calibration of the Ohio University pavement-marking visibility model CARVE (Computer Aided Road Marking Visibility Evaluator). A total of 10 subjects participated in Part 1 of the study. The goal of Part 1 was to determine the end-detection distance of finite-length, new, medium-retroreflectivity, yellow pavement marking tape centerlines without edge lines as a function of the centerline configuration (single dashed, single solid, and double solid) and width. The results of Part 1 confirm that an increase in the average end-detection distance of about 55 percent represents the approximate upper limit of what can be achieved by adding more retro-reflective area to a yellow centerline. Part 2 consisted of four main experiments involving 10 subjects each and two follow-up experiments involving a total of 10 subjects. The goal of Part 2 was to provide pavement-marking end-detection distance data for fully marked roads consisting of left and right white edge lines with either a yellow double solid or single dashed centerline. The main effects of width, retroreflectvity, and centerline configuration were found to be statistically significant. A fully marked road consisting of both edge lines and a centerline generally appears to provide end-detection distances that are on average about twice as long as the end-detection distances that can be achieved with a centerline alone, without edge lines.