Managing Selected Transportation Assets: Signals, Lighting, Signs, Pavement Markings, Culverts, and Sidewalks (2007) / Chapter Skim
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Pages 66-86
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From page 66... ...
67 OVERVIEW Pavement markings encompass lane striping, raised lane markers, and painted symbols and messages on the road surface that provide information and warnings to road users. Pavement markings help to channel and guide traffic flow in an orderly, safe stream.
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No Response Other Agency Guidelines Public Policy Natíl. Standards Statutes Percentage of Responses 0 20 40 60 80 100 FIGURE 54 Technical management guidance for maintenance of pavement markings.
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69 (Signs and Markings Manual 2006) and Wyoming (Pavement Marking Manual 2002)
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A related question in the AASHTO survey asked whether state DOTs have a separate budget line item for maintenance of pavement markings; 28 of 39 agencies (72%) responded affirmatively.
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71 For example, local governments responding to the synthesis survey indicated a number of materials used, including non-epoxy and epoxy-based paint, thermoplastic, cold plastic, and raised pavement markers. Findings reported in NCHRP Synthesis 306 documented a number of paints, durable markings, and pavement markers used by U.S.
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More Than Once A Year Annually Biennially Less Freq Than Biennially FIGURE 59 Frequency of physical condition assessments of pavement markings. 72 PHYS: Abrasion, Wear, Delam.
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73 Reflectivity may be measured by handheld or mobile reflectometers. Agencies may use reflectivity readings to verify visual inspections.
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are covered in greater depth in NCHRP Report 392 (Andrady 1997)
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75 a study by the FHWA showed divergences among different instrument models, suggesting either that the different instruments were measuring different phenomena or the same phenomena on different scales. A study by AASHTO reported good correlation for individual retroreflectometers, but a lack of correlation between different types of instruments.
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Minimum Level In-Service In its research, South Dakota used 120 mcd/m2/lx as the minimum acceptable value of retroreflectivity for white paint and 100 mcd/m2/lx for yellow paint, based on the experiences of the NYSDOT (Thomas and Schloz 2001)
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77 No Response Do Not Use Service Life Other Manufacturer's Data Professional Judgment Literature Agency Experience LCC Analyses Model Develop, MIS 0 20 40 60 80 100 Percentage of Responses FIGURE 61 Sources for determining service lives of pavement marking materials. MIS = management information systems; LCC = life-cycle cost.
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78 20 16 18 14 12 N o. o f R es po ns es 10 8 6 4 2 0 0 1 2 3 4 5 6 7 8 9 10 Estimated Service Life, Years 20 16 18 14 12 N o.
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20 16 18 14 12 N o. o f R es po ns es 10 8 6 4 2 0 0 1 2 3 4 5 6 7 8 9 10 Estimated Service Life, Years FIGURE 67 Estimated service life of thermoplastic in pavement messages.
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than 1 to 2 years; the column labeled 3, the number of responses for estimated service life more than 2 to 3 years; and so forth. It should be noted again that the data in Table 19 and Figures 62 through 67 may be derived in part from the professional judgment of agency personnel.
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81 Pavement Marking Material T 100 Based on NASHTO Data Months (years) T 100 Based on SASHTO Data Months (years)
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intercepts of the curves that were derived from data on different highways varied considerably (Migletz et al.
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83 striping applies cost-per-stripe-length-per-unit-time calculations similar to the earlier examples, with no discounting (Abboud and Bowman 2002)
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INFORMATION TECHNOLOGY SUPPORT Agencies participating in the study survey identified their key IT capabilities as shown in Figure 68. A number of elements were ranked highly by responding agencies, including information on inventory, location, condition, and usage; asset age and anticipated service life; information on inspections and maintenance work done; and customer complaints.
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85 Simple Program(s) for this Asset Broad-Based MMS, TIAMS, etc.
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86 • The Utah DOT is pursuing a Crash Avoidance Performance History effort by which managers can evaluate the safety-related impacts of relevant programs, pavement markings among them. Safety-related performance measures under the Crash Avoidance Performance History will be supported by rapidly accessible crash data in the Utah DOT's Crash Data Delivery System (Anderson et al.
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87 among different instruments; and protocols to measure retroreflectivity reliably and consistently under different conditions, particularly involving wet weather. More broadly, retroreflectivity needs to be understood in a performance context: how retroreflectivity affects driver performance in different highway situations (highway class, number of lanes, horizontal geometry, location of stripe, pavement marking material used, presence of lighting and RPMs, etc.)
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