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Raised pavement markers (RPM) are used in highway centerlines and edge lines as a traffic safety measure to provide more positive guidance for motorists in inclement weather and low light conditions. They are applied by highway agencies as delineation treatments to improve driver preview distances. The Indiana Department of Transportation has installed RPMs on selected roadway sections primarily as position guidance devices in order to better guide drivers in night conditions. In Indiana, RPMs are installed on all interstate highways and multilane divided highways. However, RPMs are used on only a few of the Indiana's two-lane highways. It was found that two-lane rural roads in Indiana experience relatively large number of fatal crashes. Thus, INDOT engineers would like to know if the safety on rural roads can be improved by placing RPMs on more two-lane highways. They would like to find out how effective the installed RPMs are in improving the safety of the motoring public. If the RPMs are effective, what criteria should be applied to identify the roadway sections and curves for RPM installations to improve safety? To address these questions and concerns, this synthesis study was conducted to search answers from the published literature and to identify and summarize the effectiveness of RPMs and the criteria for RPM placement. The objectives of this study were (1) to locate and assemble documented information on RPM applications; (2) to learn what practice has been used in other states for RPM applications; (3) to organize, evaluate, and document the useful information that is acquired; and (4) to provide recommendations on RPM applications based on the evaluated information. Currently, there is not a uniform guideline among state highway agencies for RPM placements on different types of highways. Some states install RPMs non-selectively on all state-maintained highways. Other states select roadways for RPM installations solely on the basis of traffic volumes or on the basis of several parameters, including roadway type, traffic volume, safety record, and horizontal curves. Moreover, RPM replacement cycles vary from state to state. Through this study, the information on RPM effectiveness was located, assembled, reviewed, and documented.
Effectiveness at two interstate off-ramps.
Snow plowable raised pavement markers (RPMs) have been used in Ohio for the last four decades to provide visual guidance to motorists under inclement weather conditions. In recent years, due to the extended pavement resurfacing cycle employed by the Ohio Department of Transportation (ODOT), rare incidents have occurred where the aged pavement surface failed to provide adequate support to the RPM castings. As a result, ODOT adopted a rigorous plan to identify and replace loose RPMs. In addition, ODOT initiated this study to evaluate the performance of other alternative materials and determine whether they can provide equivalent or better delineation than the existing system. These materials included 3M all weather paint (AWP) and 3M 380 wet retroreflective (WR) extended season (ES) durable tape, in addition to the standard extruded thermoplastic that is commonly being used by ODOT on new asphalt surfaces. All materials were installed on Interstate 70 following an asphalt resurfacing project. The 3M AWP was installed on rumble strips and on the surface, while the 3M 380WR ES durable tape and the extruded thermoplastic were installed in groove and on the surface. These materials were evaluated for dry and wet retroreflectivity, dry and wet night visibility, daytime color, and durability for a period of 1.5 years. As expected, the extruded thermoplastic had the lowest retroreflectivity values and night visibility distances under wet conditions. The 3M AWP and the 3M 380WR ES durable tape provided high initial dry and wet retroreflectivity and night visibility. However, their performance was significantly compromised during the first and second winter seasons due to traffic and snow plowing activities. Finally, the RPMs had consistently higher wet night visibility distances than all pavement markings. Therefore, it was concluded that given the harsh environmental conditions in Ohio, it will not be cost effective to use 3M AWP or 3M 380WR ES durable tape as a replacement for RPMs.
Empirical evidence shows that raised pavement markers are an ongoing maintenance challenge. Furthermore, a dislodged RPM opens an ingress point for water to reach the sub pavement, potentially reducing the design life of the pavement. To address this issue, Indiana conducted an evaluation of centerline rumble stripes (CLRSs) as an alternative to RPMs on rural, non-interstate, roadways. Five pilot test sites consisting of 41.2 miles of roadway were constructed to evaluate CLRS performance in multiple regions of Indiana under various pavement conditions. CLRS were subsequently incorporated into INDOT?s 2013 Goals and approximately 238 project miles were programmed for construction. The project team participated in the development of a new specification for use in contract lettings after September 1, 2013. This technical report summarizes that evaluation, briefly summarizes the project background and development of CLRS specifications, provides detailed photos of a Fall 2013 deployment, and summarizes the post?construction close out meeting held on December 4, 2013.
Automated roadway pavement marker placement system /
TRB's National Cooperative Highway Research Program (NCHRP) Synthesis 306: Long-Term Pavement Marking Practices documents the current and best practices for managing pavement marking systems, identifies future needs, and addresses driver needs and methods of communicating information to drivers, selection criteria (e.g., reflectivity, pavement service life, wet weather performance), materials (e.g., color, durability, cost), specifications, construction practices, inventory management systems, and more.
Since July 1993, a team has been working on developing a Teleoperated Raised Pavement Marker Applicator (TRPMA). The specific objectives of this project are: (1) to test and evaluate the technical feasibility of creating a safer work environment for the North Carolina Department of Transportation (NCDOT) personnel and its contractors in the area of pavement marker application, (2) to demonstrate the capabilities of advanced technologies in the area of traffic maintenance and control, and (3) to assist NCDOT in assessing the potential of advanced research and technology in the area of highway maintenance and control.