Academic literature on the topic 'Pavement luminance'
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Journal articles on the topic "Pavement luminance"
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Bierings, RAJM, and NM Jansonius. "Luminance and pedestrians’ perceived ability to see after dark: Mapping the Netherlands using a citizen science network of smartphone users." Lighting Research & Technology 51, no. 2 (February 14, 2018): 231–42. http://dx.doi.org/10.1177/1477153518758355.
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We studied pedestrians’ perception of their ability to see when outside after dark, the luminance of the pavement after dark and the association between perception and luminance. These data were captured by a citizen science network of smartphone users, with and without an eye disease. They used an app to report their ability to see when outside after dark in their own neighbourhood and measured the luminance of the pavement using the smartphone camera. Logistic regression was used to determine the influence of luminance, age, gender and eye disease on reported ability to see after dark. Amongst those respondents who did not report an eye disease, 11% reported visual conditions they perceived to make walking difficult; this increased to 40% for pedestrians who reported an eye disease. The recorded luminances were typically 0.01–0.1 cd/m2. For those respondents with healthy eyes, the percentage reporting difficult visual conditions increased especially below 0.01 cd/m2; for those with an eye disease, the increase started at higher luminances, which may limit their mobility after dark.
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Chen, Xuefeng, Shouzhong Feng, Jie Li, Long Zhou, Weixing Mao, and Hehua Zhu. "Effects of Sidewall Brightness on LED Lighting Environment and Visual Performance in Road Tunnels." Applied Sciences 12, no. 10 (May 12, 2022): 4919. http://dx.doi.org/10.3390/app12104919.
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The lighting design of a road tunnel focuses on the setting of pavement luminance. As for the tunnel sidewall luminance, it simply follows the principle of no less than 60% of the pavement luminance. In fact, the sidewall is one of the important components of the tunnel lighting environment; however, the impact of the improvement of sidewall brightness on the LED lighting environment in a tunnel has not attracted enough attention. In this study, the impact of the improvement of tunnel sidewall brightness on the lighting environment and visual characteristics of human eyes were analyzed based on the lighting experiments when the tunnel sidewalls were decorated with two different types of materials and illuminated by LED lamps with five different color temperatures. The test results show that the tunnel sidewall luminance will increase if the energy-storage and luminescent coating with high reflectance is decorated on tunnel sidewalls, and the pavement luminance increases with the increasing sidewall luminance. After the improvement of the sidewall and pavement luminance, the visible distance for a small object in the tunnel will increase to a certain extent. Furthermore, there is no discomfort for drivers during driving, and the changing of eye pupil diameter is relatively stable, which indicates that the increase in tunnel sidewall luminance has a positive effect on the visual performance of drivers.
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Hu, Jiangbi, Yanyan Guan, Ronghua Wang, Qingyun Cao, Yunpeng Guo, and Qingxin Hu. "Investigating the Daytime Visibility Requirements of Pavement Marking Considering the Influence of CCT and Illuminance of Natural Light." International Journal of Environmental Research and Public Health 19, no. 5 (March 5, 2022): 3051. http://dx.doi.org/10.3390/ijerph19053051.
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Pavement marking in daylight with poor quality cannot provide a reference for drivers to specify their own position relative to nearby vehicles. Luminance and Correlated color temperature (CCT) of sunlight is of importance for daytime visibility of in-service pavement markings, which lacks detailed consideration. This paper aims to explore the daytime visibility requirements of in-service pavement markings considering the influence of natural light characteristics. Based on analyzing the mechanism and impact factors of daytime visibility of pavement markings, a subjective scale of pavement markings state in the drivers’ field of view was proposed and a short and bold line was recommended as the standard state. Thirty-six tested drivers were randomly selected to detect white and yellow markings of both 15 cm and 20 cm width under 2000 to 23,000 lx and 5500 to 8500 K for outdoor natural light environment. The luminance contrast of the pavement marking to the surrounding road surface ranged from 0 to 10. The result indicated that the natural light with 2000 to 3000 lx and 7500 to 8500 K is the most unfavorable light environment for drivers to recognize pavement markings during daytime. The detection distance is becoming longer with the increase of luminance contrast. The detection distance does not increase with the increase of luminance contrast when the luminance contrast of white markings is greater than 4 and that of yellow markings is greater than 3. The model was established expressing the relationship between luminance contrast and Qd contrast. The preview time 3.65 s was selected to calculate the minimum requirements of Qd at speeds of 60, 80, 100 km/h, respectively, for different types of markings. The results can provide scientific evidence for quality evaluation and maintenance management of pavement markings in service for daytime visibility.
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Molino, John A., Kenneth S. Opiela, Carl K. Andersen, and M. Joseph Moyer. "Relative Luminance of Retroreflective Raised Pavement Markers and Pavement Marking Stripes on Simulated Rural Two-Lane Roads." Transportation Research Record: Journal of the Transportation Research Board 1844, no. 1 (January 2003): 45–51. http://dx.doi.org/10.3141/1844-06.
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The FHWA Turner-Fairbank Highway Research Center is undertaking a research program to study the visibility of retroreflective raised pavement markers (RRPMs). The focus of the initial effort is to determine the relative luminance of RRPMs and pavement markings (PMs) needed to produce adequate guidance on rural two-lane roadways at night. A driving simulator was used to test 36 research participants as they drove simulated roadways containing various combinations of RRPMs and PMs. The luminance of the simulated roadway delineation ranged from 0.07 to 4.1 cd/m2. The primary driver performance measure was curve-recognition distance. For the various RRPM and PM luminance conditions, mean curve-recognition distances ranged from 19.0 m (62.3 ft) to 68.4 m (224 ft), with a grand mean of 43.0 m (141 ft). Regression analyses produced predictive equations to estimate the mean curve-recognition distance from the luminance of RRPMs acting alone or of PMs acting alone. Trading ratios were computed for PM luminance with and without RRPMs present on the road. A conservative empirical estimate of 0.52 was computed for such a trading ratio based on the data from the current experiment. This value compared favorably with independent estimates of 0.54 and 0.55 based on an earlier analytical approach. Thus, the current experiment confirmed, with empirical data, earlier estimates that it might be possible to reduce the luminance of PMs on rural two-lane roads by about 45% when appropriate RRPMs are installed.
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Lunkevičiūtė, Deimantė, Viktoras Vorobjovas, and Pranciškus Vitta. "INVESTIGATION OF SURFACE REFLECTIVITY OF CEMENT CONCRETE MODULAR PAVEMENT." Mokslas - Lietuvos ateitis 14 (August 25, 2022): 1–6. http://dx.doi.org/10.3846/mla.2022.17258.
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One of the conditions for safe and comfortable driving on roads is a surface that is reflective and clearly visible at night. The luminance of a road surface depends on the amount of light falling on it and the reflectance properties of the road surface at any point. The reflectance of a road surface depends on its physical condition, age and type, the direction of lighting, and the conditions of observation. Different road surfaces may have various reflectance characteristics depending on the surface texture, materiality and binder. Experimental studies were performed on cement concrete modular pavement slabs that differ in color and texture of the surface. The analysis of the research results showed the differences between the reflective luminance characteristics of the surface of cement concrete modular pavement, taking into account the color of the coating, the texture properties of the coating surface and surface conditions. In the case of wet or damp concrete modular coatings, the reduced luminosity coefficient is about 60 percent lower than in dry ones. The reduced luminance coefficient of the light gray coating is about 38 percent higher than that of the darker shade coating (red and dark gray). The results obtained from the research are significant for street designers in choosing the type of pavement and designing street lighting.
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Bullough, John D., and Xiang Liu. "ASSESSING THE VISIBILITY OF RAISED PAVEMENT MARKERS AND ALTERNATIVE FORMS OF DELINEATION." Transport 35, no. 1 (April 1, 2020): 98–107. http://dx.doi.org/10.3846/transport.2020.12072.
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Raised Pavement Markers (RPMs) are used by a number of transportation agencies with the objective of improving roadway safety, especially in complex roadway geometries and along wet roads. Because of maintenance and cost issues, many transportation agencies are exploring alternatives to RPMs such as wet reflective pavement tape and barrier-mounted reflective delineators. In order to assess the relative potential of these devices to contribute to nighttime driving safety, the luminances of new and used RPM samples from different manufacturers and having different colors and of several alternative delineation devices were measured in the laboratory using a range of geometric conditions relevant to the driving task. From these data, Luminances under representative low-beam headlight illumination were determined and these quantities were used to estimate driver visual performance. Large variations in luminance yielded relatively small differences in visual performance for a viewing distance of 100 m, primarily because of the plateau characteristic of visual performance. Differences in threshold visibility distances were greater, with distances at identification threshold for the devices measured ranging approximately from 150 to 400 m. Used RPMs had luminances 20…30% lower than new RPMs but similar visibility characteristics as new devices. The analysis method in this study may be useful for practitioners seeking to characterize the visual effectiveness of RPMs and other roadway delineation devices and systems.
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Gibbons, Ronald B., Carl Andersen, and Jonathan Hankey. "Wet Night Visibility of Pavement Markings." Transportation Research Record: Journal of the Transportation Research Board 1911, no. 1 (January 2005): 113–22. http://dx.doi.org/10.1177/0361198105191100111.
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Thirty-three participants, all 60 years of age and older, evaluated the visibility of six different pavement marking materials under a simulated rain system operating at 0.8 in. (20 mm) of rain per h at night. Evaluation consisted of counting the number of skip lines visible from both a sedan and truck tractor, under headlight illumination only. Participants also evaluated markings from the sedan under dry conditions at night. Visual observations were compared with measured retroreflectivity of pavement marking materials, measured luminance of pavement marking materials at 30 m, and calculated retroreflectivity at 30 m, on the basis of measured luminance and illuminance provided by vehicle headlights. Data showed a high degree of correlation between the visibility distance of a marking material and the log of both the measured retroreflectivity and the calculated retroreflectivity. A definitive level of retroreflectivity required to meet drivers’ needs in wet night conditions was not found in the investigation and is now the subject of further study. There was also a high degree of correlation between measured and calculated values of retroreflectivity under simulated rain and measurements with the use of two current ASTM test methods, E2176 and E2177. In a second experiment, six original participants evaluated the visibility of the pavement marking materials for a 10-min interval following cessation of simulated rain. Results of the second experiment indicated significant differences in the time required for the visual performance of a pavement marking material to recover from rain for paint and bead products versus that of other pavement marking materials under evaluation.
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Chen, Xin, Chun Hai Wu, and Xiao Dong Zheng. "Measurement of Luminance Coefficients of the Road Pavement for Different Lamp Sources." Applied Mechanics and Materials 291-294 (February 2013): 2749–53. http://dx.doi.org/10.4028/www.scientific.net/amm.291-294.2749.
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This paper presents the measurement results of the reduced luminance coefficients of an asphalt pavement sample under three common light sources: high pressure sodium lamp (HPS), metal halide lamp (MH), and light-emitting diode (LED), with a specially designed two-dimensional gonioreflectometer. The relative spectral reflectances are obtained with calculation for three different incident angles which indicate light sources with high output in the long wavelength region may be more effective. The measured average luminance coefficient for HPS and MH are 17% larger than that of LED. It means that LED road lamps need higher illuminance than HPS and MH to realize the same brightness for road lighting.
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Hostev, Yuriy, Lev Rumiantsev, and Tetyana Kostrulova. "THE INFLUENCE OF THE TYPE, STRUCTURE AND CONDITION OF ROAD COATING ON THE OPERATING PROPERTIES OF HORIZONTAL ROAD MARKING." Avtoshliakhovyk Ukrayiny, no. 4 (260) ’ 2019 (December 28, 2019): 42–46. http://dx.doi.org/10.33868/0365-8392-2019-4-260-42-46.
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The factors that influence on functional durability of the road marking, in particular, the type, quality, condition and surface structure of the road surface are considered in the article. The durability of the road marking will be significantly reduced on asphalt pavement with low quality bitumen or with a high content of bitumen in the mixture. As a result of bitumen fogging, the road marking loses its performance, especially affecting luminance and retroreflectivity. The degree of pavement wear also affects the durability. Old, fragile pavement is unable to retain the road marking for a long time, so its service life will be extremely low. The wear of road marking on the cement pavement is higher than on the asphalt pavement. This is due to the peculiarities of the interaction of pavements of different chemical nature with the road marking materials. The article presents the results of studies of the effect of pavement with different roughness and different types on the properties of retroreflectivity. It is established that on the road sections with pavement having a rough surface treatment, retroreflectivity is reduced by 2-3 times in comparison with the asphalt pavement with a smooth surface. Also, the results of the studies showed that the wear of the road marking lines on the surface with high roughness after 3 months of operation is almost 2 times higher than the degree of road marking wear on the smooth surface. On cement pavement the decrease of retroreflectivity occurs more intensively during the first months of operation. The areas with cement pavement wear faster than on those with smooth asphalt pavement, but not as intensively as the areas with surface treatment. To ensure the durability of road marking on asphalt pavement with treated surface treatment and of cement pavement in comparison with the road marking on asphalt pavement with natural roughness, it is necessary to give preference to the road marking materials with higher viscosity (cold and hot plastics) or increase application of paint amount by 50-60 %, as well as increase the specific use of glass beads and of bigger fractions. Keywords: road marking, wear, surface treatment, retroreflectivity, paint, roughness.
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Qin, Li, Qi-Lei Cao, Arturo S. Leon, Ying-Na Weng, and Xu-Hua Shi. "Use of Pupil Area and Fixation Maps to Evaluate Visual Behavior of Drivers inside Tunnels at Different Luminance Levels—A Pilot Study." Applied Sciences 11, no. 11 (May 28, 2021): 5014. http://dx.doi.org/10.3390/app11115014.
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This study reports the results of a pilot study on spatiotemporal characteristics of drivers’ visual behavior while driving in three different luminance levels in a tunnel. The study was carried out in a relatively long tunnel during the daytime. Six experienced drivers were recruited to participate in the driving experiment. Experimental data of pupil area and fixation point position (at the tunnel’s interior zone: 1566 m long) were collected by non-intrusive eye-tracking equipment at three luminance levels (2 cd/m2, 2.5 cd/m2, and 3 cd/m2). Fixation maps (color-coded maps presenting distributed data) were created based on fixation point position data to quantify changes in visual behavior. The results demonstrated that luminance levels had a significant effect on pupil areas and fixation zones. Fixation area and average pupil area had a significant negative correlation with luminance levels during the daytime. In addition, drivers concentrated more on the front road pavement, the top wall surface, and the cars’ control wheels. The results revealed that the pupil area had a linear relationship with the luminance level. The limitations of this research are pointed out and the future research directions are also prospected.
Conference papers on the topic "Pavement luminance"
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Xu, Ming, Xiaodong Pan, and Qi Deng. "Setting Method of Thin-Layer Antiskid Colored Pavement in Tunnel Based on Increasing Luminance of Pavement." In The Twelfth COTA International Conference of Transportation Professionals. Reston, VA: American Society of Civil Engineers, 2012. http://dx.doi.org/10.1061/9780784412442.313.
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Pike, Adam, Susannah Clear, Timothy Barrette, Thomas Hedblom, and Jordan Whitney. "Effects of the Wet Retroreflectivity and Luminance of Pavement Markings on Lane Departure Warning in Nighttime Continuous Rain with and without Glare Sources." In WCX SAE World Congress Experience. 400 Commonwealth Drive, Warrendale, PA, United States: SAE International, 2019. http://dx.doi.org/10.4271/2019-01-1014.
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Basov, A. Y., G. V. Boos, V. P. Budak, and A. V. Grimailo. "NUMERICAL-ANALYTICAL MODEL OF THE LUMINANCE FACTOR OF AN ARBITRARY SURFACE." In CIE 2021 Conference. International Commission on Illumination, CIE, 2021. http://dx.doi.org/10.25039/x48.2021.op54.
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Road safety is determined by the distribution of luminance created by asphalt concrete surfaces. On the one hand, experimental determination of the bidirectional reflectance distribution function is laborious, on the other hand, for some angles this task is difficult. The authors propose to use both analytical and statistical models of the luminance factor, which allow determining the luminance factors or coefficients for arbitrary angles of incidence and sighting. The models are based on the idea of a plane-parallel layer, in the volume of which radiation scattering occurs. With correctly selected optical properties of the layer (the optical thickness of the medium, the albedo of single scattering, the phase function of the particles included in the composition), the models allow obtaining reliable results, which was confirmed when compared with the measurement results. The models can also be applicable not only for asphalt concrete pavements, but also for any other surfaces.
Reports on the topic "Pavement luminance"
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Nafakh, Abdullah Jalal, Franklin Vargas Davila, Yunchang Zhang, Jon D. Fricker, and Dulcy M. Abraham. Workzone Lighting and Glare on Nighttime Construction and Maintenance Activities. Purdue University, 2022. http://dx.doi.org/10.5703/1288284317379.
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Over the last two decades, an increasing number of highway construction and maintenance projects in the United States have been completed at night to avoid or alleviate traffic congestion delays. Working at night entails several advantages, including lower traffic volumes, less impact on local businesses, cooler temperatures for equipment and material, and fewer overall crashes. Although nighttime roadway operations may minimize traffic disruptions, there are several safety concerns about passing motorists and workers in the nighttime work zone. For instance, improper lighting arrangements or excessive lighting levels at the job site could cause harmful levels of glare for the traveling public and workers, which can lead to an increased level of hazards and crashes in the vicinity of the work zone. To address the issue of glare, the current report focuses on determining and evaluating disability glare on nighttime work zones in order to develop appropriate strategies for improving the safety of workers and motorists during nighttime highway construction and maintenance projects. Disability glare is the glare that impairs our vision of objects without necessarily causing discomfort, and it can be evaluated using the veiling luminance ratio (VL ratio). In this study, disability glare values were determined by using lighting data (vertical illuminance and pavement luminance measurements) from the testing of 49 lighting arrangements. Two LED balloon lights, a metal-halide light tower, and an LED light tower were utilized for the field lighting experiments. The glare assessment analyzed the effects of the lighting system setup’s parameters, such as the mounting height, power output, rotation angle, and aiming angle of luminaires on the veiling luminance ratio values (which is a criterion for limiting disability glare). The study revealed the following key findings: (1) an increase in mounting heights of both balloon lights and light towers resulted in lower disability glare levels; (2) compared to the "perpendicular" and "away" orientations, orienting the light towers "towards" the traffic (45 degrees) significantly increases the disability glare levels of the lighting arrangement; and (3) increasing the tilt angles of portable light tower luminaries resulted in an increase in disability glare levels.