Durable, Cost-Effective Pavement Markings Phase I: Synthesis of Current Research, June 2001

Pavement marking technology is a continually evolving subject. There are numerous types of materials used in the field today, including (but not limited to) paint, epoxy, tape, and thermoplastic. Each material has its own set of unique characteristics related to durability, retro reflectivity, installation cost, and life-cycle cost. The Iowa Highway Research Board was interested in investigating the possibility of developing an ongoing program to evaluate the various products used in pavement marking. This potential program would maintain a database of performance and cost information to assist state and local agencies in determining which materials and placement methods are most appropriate for their use. The Center for Transportation Research and Education at Iowa State University has completed Phase I of this research: to identify the current practice and experiences from around the United States to recommend a further course of action for the State of Iowa. There has been a significant amount of research completed in the last several years. Research from Michigan, Pennsylvania, South Dakota, Ohio, and Alaska all had some common findings: white markings are more retro reflective than yellow markings; paint is by-and-large the least expensive material; paint tends to degrade faster than other materials; thermoplastic and tapes had higher retro reflective characteristics. Perhaps the most significant program going on in the area of pavement markings is the National Transportation Product Evaluation Program (NTPEP). This is an ongoing research program jointly conducted by the American Association of State Highway and Transportation Officials and its member states. Field and lab tests on numerous types of pavement marking materials are being conducted at sites representing four climatological areas. These results are published periodically for use by any jurisdiction interested in pavement marking materials performance.At this time, it is recommended that the State of Iowa not embark on a test deck evaluation program. Instead, close attention should be paid to the ongoing evaluations of the NTPEP program. Materials that fare well on the NTPEP test de cks should be considered for further field studies in Iowa

Object Detection and Identification Using Enhanced Camera/Video Imaging Systems (E-C/VISs) on Heavy Trucks

Tests were performed to determine the feasibility of developing an Enhanced Camera/Video Imaging System (E-C/VIS) to provide heavy vehicle drivers with better situation awareness to the sides and rear of their vehicles. It is well known that large blind spots currently exist in these areas and that sideswipe crashes can occur as a result. An additional goal was to extend the operating envelope of conventional video to nighttime and to inclement weather. A three channel system was envisioned in which there would be a camera at each (front) fender of the tractor looking backward along the sides of the tractor trailer. The third channel would be aimed rearward from the back of the trailer. Indoor tests involved selection of components having the best capabilities, while early outdoor tests used the selected components in a single-channel side mounted system. Once developed, the heavy vehicle three-channel system was tested in a static object detection and identification experiment, as well as a dynamic on-road experiment. The current document describes the static object detection and identification experiment methodology and results. In regard to object detection and identification, objects were correctly detected and identified significantly more often with the E-C/VIS than with mirrors alone. Objects directly behind the heavy vehicle could be detected with the rear wide-angle look-down camera of the EC/VIS whereas such objects could not be detected with conventional side mirrors

Influence of truck driver eye position on effectiveness of retroreflective traffic signs

The amount of light reflected from a retroreflective traffic sign decreases with an increase in the observation angle—the angle between the headlamp, the sign, and the eyes of the driver. Mainly because of the increased seated eye height of truck drivers, the actual observation angles are greater for them than they are for car drivers. Consequently, there is concern about the impaired night-time detection and legibility of retroreflective signs for truck drivers. The present study evaluated the relative amount of light reaching drivers of different types of vehicle by using survey data collected in 1989 by the Transport and Road Research Laboratory (TRRL) in England. The TRRL data included driver eye heights and headlamp mounting heights for 445 vehicles. The present analysis considered three sign locations on a straight roadway: left shoulder, centre, and right shoulder. Two viewing distances were included: 152 m (500 feet) (typical of a sign-legibility distance), and 305 m (1000 feet) (typical of a sign-detection distance). The analysis considered both the differential amount of illumination impinging on the signs from headlamps of trucks and cars, as well as the differential amount of the light reflected from the signs in the direction of truck drivers and car drivers. The main results are that for the viewing distance of 152 m, the amount of light reaching a truck driver can be as low as 25% of the light reaching a car driver; the corresponding percentages for the viewing distance of 305 m are as low as 68%. These reductions were then related to the expected effects on sign legibility and detection. The results imply that the increased eye height of truck drivers could have a major effect on the legibility of retroreflective traffic signs, but only a modest effect on their detection.Peer Reviewedhttp://deepblue.lib.umich.edu/bitstream/2027.42/68794/2/10.1177_096032719302500105.pd

Gate Violations by Truck Drivers at Highway-Rail Grade Crossings in Two Cities

Gate violations during train crossing events by truck drivers at highway-rail grade crossings in two cities were investigated. About 22% of the collected observations involved gate violations by truck drivers. Analysis showed that the frequencies of gate violations increased with higher truck traffic during crossing events and drivers of single-unit trucks displayed a greater propensity for gate violations compared with drivers of trucks with trailers. Violations were more frequent with longer times between the onset of flashing lights and train arrivals at the crossings. Options for reducing truck drivers’ gate violations at gated crossings are provided

Heavy trucks, conspicuity treatment, and the decline of collision risk in darkness

In December 1992, Federal Motor Vehicle Safety Standard (FMVSS) 108, was amended to require conspicuity treatments on all heavy trailers manufactured after December 1, 1993. The standard was later modified and extended to tractors and older trailers such that by June 1, 2009 the entire fleet of tractors and semitrailers on United States roadways would reach full compliance with the regulation. To investigate the effect of the regulation, an analysis was conducted of the change in the odds that a fatal crash occurred in darkness, comparing scenarios in which the conspicuity treatment was likely to be influential to those in which the conspicuity treatment was likely to be irrelevant. From 1987 to 2009, the odds that a fatal collision involving a heavy truck occurred in darkness declined by 58% among the relevant crash scenarios, while little evidence of decline was found among the irrelevant scenarios. Disaggregations of crash scenario types suggest that the largest declines occurred in fatal rear end and angle collisions. A comparative analysis of light vehicles also found declines, although they were smaller and less sensitive to crash type. Similar but weaker trends were observed for nonfatal rear end collisions. The results are consistent with causal mechanisms that suggest that detection failure may be a significant contributor to the risk of striking a tractor-semitrailer in darkness, and that conspicuity treatments have significantly reduced this risk.The University of Michigan Industry Affiliation Program for Human Factors in Transportation Safetyhttp://deepblue.lib.umich.edu/bitstream/2027.42/89938/1/102820.pd

Topics in construction safety and health : struck-by and caught-in hazards : an interdisciplinary annotated bibliography

"These referenced articles provide literature on the dangers to construction workers from job hazards in their occupations including the equipment they use and the type of work environment they are working in" - NIOSHTIC-2NIOSHTIC no. 20068258Production of this document was supported by cooperative agreement OH 009762 from the National Institute for Occupational Safety and Health (NIOSH). The contents are solely the responsibility of the authors and do not necessarily represent the official views of NIOSH.Struck-by-and-Caught-in-Hazards-annotated-bibliography.pdfcooperative agreement OH 009762 from the National Institute for Occupational Safety and Healt

Technology transfer: Transportation

The application of NASA derived technology in solving problems related to highways, railroads, and other rapid systems is described. Additional areas/are identified where space technology may be utilized to meet requirements related to waterways, law enforcement agencies, and the trucking and recreational vehicle industries