Journal articles: '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.

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Kotani, Tomoko, Kozo Ogawa, and Takashi Ichijo. "A Prediction Method of Road Surface Luminance Considering the Difference between a Pavement Sample and a Real Pavement." JOURNAL OF THE ILLUMINATING ENGINEERING INSTITUTE OF JAPAN 85, Appendix (2001): 159. http://dx.doi.org/10.2150/jieij1980.85.appendix_159.

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Ye, Fan, and Adam Pike. "Studying the Nighttime Visibility Performance of Retroreflective Pavement Markers." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 9 (May 7, 2019): 334–44. http://dx.doi.org/10.1177/0361198119846105.

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Retroreflective pavement markers (RPMs) supplement or substitute for pavement markings and provide superior visibility during wet nights when the visibility of most pavement markings is significantly reduced. Many state and local agencies in the United States install and maintain RPMs even though they are not required to use them by the Manual on Uniform Traffic Control Devices. A lack of visual performance criterion for in-service RPMs results in non-uniform installation and maintenance of RPMs from agency to agency. There is a need to better establish guidance on the visual performance of RPMs. This paper develops a visibility level (VL) model to assess the visibility of RPMs, based on drivers’ visual demands. After validating the VL model for RPMs, the impacts of retroreflectivity, spacing, number of RPMs, glare, and driving speed on the visibility of RPMs are explored using the VL model. The study results not only confirm the superior visual performance of RPMs over pavement markings but also suggest the RPM performance criteria including placement criteria and minimum luminance/retroreflectivity levels.

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Graham, Johnny R., Joseph K. Harrold, and L. Ellis King. "Pavement Marking Retroreflectivity Requirements for Older Drivers." Transportation Research Record: Journal of the Transportation Research Board 1529, no. 1 (January 1996): 65–70. http://dx.doi.org/10.1177/0361198196152900108.

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Traffic pavement markings serve to regulate, guide, and channelize traffic and supplement other traffic-control devices. Because of their retroreflective properties pavement markings are critical for guidance at night, when reference objects near the edge of the roadway are difficult to see. Nighttime luminance levels provided by pavement markings that may be adequate for younger drivers may be less than adequate for older drivers. Both subjective evaluations and quantitative measures of in-place roadway markings were made to determine minimum marking retroreflectivity levels required for older drivers. In the field study more than 85 percent of subjects aged 60 years or older rated a marking retroreflectance of 100 mcd/m2/lx as adequate or more than adequate for night conditions. This base value does not include the effects of windshields and headlights that are less than clean or the variability of individual vehicle headlight performance. A comparison between the results for older drivers and the results of a similar 1989 study of younger drivers was also made. It was found that whereas the average subjective ratings were similarly distributed relative to the retroreflectivity of pavement markings, there was a significant difference in the subjective ratings made by older and younger drivers. Older drivers consistently rated the retroreflectivity of markings lower than did younger drivers.

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Ogando-Martínez, Ana, Francisco Troncoso-Pastoriza, Pablo Eguía-Oller, Enrique Granada-Álvarez, and Aitor Erkoreka. "Model Calibration Methodology to Assess the Actual Lighting Conditions of a Road Infrastructure." Infrastructures 5, no. 1 (December 27, 2019): 2. http://dx.doi.org/10.3390/infrastructures5010002.

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Street lighting plays an important role in the comfort and safety of drivers and pedestrians, so the control and management of the lighting systems operation and consumption is an essential service for a city. In this document, a methodology is presented to calibrate lighting models in order to assess the lighting performance through simulation techniques. The objective of this calibration is to identify the maintenance factor of the street lamps, determine the real average luminance coefficient of the road pavement and adapt the reflection properties of the road material. The method is applied in three stages and is based on the use of Radiance and GenOpt software suits for the modeling, simulation, and calibration of lighting scenes. The proposed methodology achieves errors as low as 13% for the calculation of illuminance and luminance, evincing its potential to assess the actual lighting conditions of a road.

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Zwahlen, Helmut T., and Thomas Schnell. "Minimum In-Service Retroreflectivity of Pavement Markings." Transportation Research Record: Journal of the Transportation Research Board 1715, no. 1 (January 2000): 60–70. http://dx.doi.org/10.3141/1715-09.

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Minimum in-service retroreflectivity values for pavement markings are presented based on visibility computations performed with the CARVE (Computer-Aided Road-Marking Visibility Evaluator) computer model. CARVE accurately computes all geometric and photometric relationships for each headlamp separately; applies the human visual luminance contrast threshold database from Blackwell (Part III, 1946) adjusted by a field factor function that has been obtained from a number of pavement marking visibility field experiments; and provides retroreflectivity values for the pavement markings for any selected single-point geometry (e.g., ASTM 30-m geometry, observation angle = 1.05°, entrance angle = 88.7°). Based on the CARVE computation results, a set of in-service pavement marking retroreflectivity values are derived for fully marked, dark, straight, and dry roads using paint-and-beads pavement markings. The derived minimum retroreflectivity values for fully marked roads without raised pavement markers (RPMs) are highly speed dependent, because the computations are based on a constant minimum preview time of 3.65 s (3.0 s true preview and 0.65 s for eye-fixation duration). A separate set of minimum retroreflectivity values, based on a constant preview time of 2.0 s, is provided for fully marked roads with RPMs in good working order. It was found that the minimum retroreflectivity requirements for pavement markings could be substantially relaxed if RPMs (in good photometric working condition) were used. The proposed minimum retroreflectivity values are based on a 62-year-old driver (about the 85th percentile of the licensed driver population, about the 95th per-centile of the nighttime driver population based on trip frequency data as a function of the time of day).

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Pike, Adam M., Jordan Whitney, Thomas Hedblom, and Susannah Clear. "How Might Wet Retroreflective Pavement Markings Enable More Robust Machine Vision?" Transportation Research Record: Journal of the Transportation Research Board 2673, no. 11 (June 14, 2019): 361–66. http://dx.doi.org/10.1177/0361198119847620.

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This study is a preliminary investigation of the effects of levels of wet retroreflectivity of pavement markings on factors that determine robust feature detection in machine vision and light detection and ranging (LiDAR) systems in continuously wet road conditions. Luminance and Weber contrast of a range of pavement markings were characterized as functions of wet retroreflectivity and distance based on calibrated charge-coupled device (CCD) camera measurements. Both were found to trend with wet retroflectivity over the range of distances considered in this study. Artifacts arising from glare sources in wet conditions and their intensities relative to pavement markings of different wet retroreflectivity levels were demonstrated. Image data suggests that markings with high wet retroreflectivity may help to mitigate identification of these artifacts as false positives in lane awareness/lane detection algorithms. As LiDAR presents a viable sensor fusion approach to identifying and avoiding these false positives and artifacts in both nighttime wet and daytime wet road conditions, LiDAR return was characterized on pavement markings comprising both optics designed only for dry retroreflectivity and optics designed to be retroreflective in both dry and wet conditions. Preliminary results suggest that for common pavement marking constructions based on exposed beaded optics that might be completely immersed by a rainstorm or puddling, incorporation of high index (n~2.4) wet retroreflective beaded optics is likely to be advantageous to both visible machine vision systems and LiDAR for detection of those retroreflective markings in both night and day.

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Loetterle, Francis E., Richard A. Beck, and Jim Carlson. "Public Perception of Pavement-Marking Brightness." Transportation Research Record: Journal of the Transportation Research Board 1715, no. 1 (January 2000): 51–59. http://dx.doi.org/10.3141/1715-08.

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The Minnesota Department of Transportation (MnDOT) conducted research to establish a threshold value of retroreflectivity for use in its pavement-marking management program. Members of the general public were invited to drive MnDOT automobiles on a driving course of state and county roads. An interviewer rode along with each study participant asking questions about the brightness (or luminance) of pavement markings within predetermined sections of roadway. The interview was conducted after dark with the car’s headlights at low beam. For each section of roadway, study participants were asked to grade the visibility of the pavement markings; the edge line and the centerline were evaluated individually. The average scores received from all study participants for a specific section were compared with retroreflectivity data taken by MnDOT’s mobile retroreflectometer. Analysis of the data revealed an apparent correlation between the readings taken by the retroreflectometer and the rating scores provided by the study participants. This analysis also suggested that the threshold value of acceptable retroreflectivity versus unacceptable retroreflectivity was between 80 and 120 mcd/m2/lx when using the Laserlux® retroreflectometer. In its continuing effort to improve “customer service,” MnDOT has committed to providing durable pavement markings that are visible year-round and is purchasing equipment and training personnel to implement this program. As a result of the market research project, MnDOT will use 120 mcd/m2/lx as the threshold between acceptable retroreflectivity and unacceptable retroreflectivity when developing the new pavement-marking management program. The establishment of a threshold retroreflectivity value also will allow cost-benefit and life-cycle analyses of different pavement-marking materials and help MnDOT to grade itself on how well it is meeting customer expectations.

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Chen, Shih-Huang, Yi-Yang Cheng, and Hung-Wen Chung. "Utilization of Blue Ray 2D Laser CCD to Prevent Luminance Disturbance during Pavement Texture Measurement." Journal of Transportation Engineering, Part B: Pavements 144, no. 4 (December 2018): 04018053. http://dx.doi.org/10.1061/jpeodx.0000076.

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Cantisani, Giuseppe, Antonio D'Andrea, and Laura Moretti. "Natural lighting of road pre-tunnels: A methodology to assess the luminance on the pavement – Part I." Tunnelling and Underground Space Technology 73 (March 2018): 37–47. http://dx.doi.org/10.1016/j.tust.2017.12.001.

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Cantisani, Giuseppe, Antonio D'Andrea, and Laura Moretti. "Natural lighting of road pre-tunnels: A methodology to assess the luminance on the pavement – Part II." Tunnelling and Underground Space Technology 73 (March 2018): 170–78. http://dx.doi.org/10.1016/j.tust.2017.12.013.

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Greffier, Florian, Valérie Muzet, Vincent Boucher, Fabrice Fournela, Laure Lebouc, and Sébastien Liandrat. "Influence of Pavement Heterogeneity and Observation Angle on Lighting Design: Study with New Metrics." Sustainability 13, no. 21 (October 25, 2021): 11789. http://dx.doi.org/10.3390/su132111789.

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Optimization of lighting installations should be a priority in order to reduce energy consumption and obtrusive light while providing optimal visibility conditions for road users. For the design of lighting installations, it is assumed that the road has homogeneous photometric characteristics and only one viewing angle is used. There are often significant differences between the design of lighting installations and their actual performance. In order to examine whether these differences are due to the photometry of the road, this study proposes metrics to assess the influence of road heterogeneity and observation angle. These metrics have been used on many measurements conducted on site and in the laboratory for different pavements. A calculation engine has been developed to realize road lighting design with several r-tables in the same calculation or for different observation angles. Thus, this study shows that a root mean squared deviation (RMSD) calculation, including average luminance and uniformities associated with different r-tables, is directly correlated to a normalized root mean squared deviation (NRMSD) calculation between these r-tables. With these proposed metrics it is possible to optimize lighting installation while taking into account different types of urban surfaces and the diversity of users.

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Muzet, V., F. Greffier, A. Nicolaï, A. Taron, and P. Verny. "Evaluation of the performance of an optimized road surface/lighting combination." Lighting Research & Technology 51, no. 4 (October 29, 2018): 576–91. http://dx.doi.org/10.1177/1477153518808334.

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Taking into account the actual photometric characteristics of a road surface to design and then adjust a lighting installation is seldom done. In a lighting renovation, one of the Commission Internationale de l'Eclairage's standard r-tables is arbitrarily chosen although they are no longer representative of the characteristics of current road surfaces. The objective of the study is to assess an optimized, evolutive pavement and lighting combination, called Lumiroute®. To do this, two conventional designed sections were compared with two Lumiroute® sections. On-site measurements of road photometry, luminance and power consumption were conducted at regular intervals for three years. This paper presents the results of the photometric study together with an economic analysis. The Lumiroute® sections offer optimized performance and increased efficiency in comparison with the ordinary sections, particularly with regard to light and energy performance.

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Asdrubali, Francesco, Cinzia Buratti, Elisa Moretti, Francesco D'Alessandro, and Samuele Schiavoni. "Assessment of the Performance of Road Markings in Urban Areas: The Outcomes of the CIVITAS RENAISSANCE Project." Open Transportation Journal 7, no. 1 (March 22, 2013): 7–19. http://dx.doi.org/10.2174/1874447801307010007.

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In the framework of the EU funded CIVITAS plus RENAISSANCE project, a research activity was focused on the definition of a new methodology for evaluating the global quality of the road markings at urban level, both from a technical and an economic point of view, in order to assure road safety. Two innovative indicators were developed: one for the assessment of the technical performance (CIS-Q) and one for the optimization of the budget (CIS-C). In order to rate the global quality of municipal road markings, the performance indicator CIS-Q takes into account all the parameters characterizing the performance of road markings, such as luminance coefficient in day conditions Qd, retroreflectivity in night conditions RL (dry, wet), skid resistance SRT, colour, kind of material and ageing of the pavement markings, traffic volumes, characteristics of road surface and average local weather conditions. The economic indicator CIS-C considers the budget available for the road manager and compares it with the one needed to ensure an adequate level of quality for road markings.

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Wan, Hongliang, Zhigang Du, Qixiang Yan, and Xiaohong Chen. "EVALUATING THE EFFECTIVENESS OF SPEED REDUCTION MARKINGS IN HIGHWAY TUNNELS." Transport 33, no. 3 (July 10, 2018): 647–56. http://dx.doi.org/10.3846/transport.2018.1574.

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As typical weak visual reference systems, highway tunnels have low illumination, monotonous environment and few references, which may cause severe visual illusion and reduce drivers’ speed perception ability. Thus, drivers tend to underestimate their driving speed, which may induce speeding behaviours that result in rear-end collisions. The cost-effective pavement markings installed on both sides of the lane or shoulder may make drivers overestimate their speed. This perception can help ensure safe driving and regulate driving behaviour effectively. This study analyses the effects of sidewall markings in typical low luminance highway tunnels, specifically observing how their angles and lengths affect the driver’s speed perception. A three-dimensional model of highway tunnels was built in a driving simulator. Psychophysical tests of speed perception were carried out by the method of limits. The simulation tests studied the Stimulus of Subjectively Equal Speed (SSES) and reaction time in relation to sidewall markings with different angles. Furthermore, based on the optimal angle, the effects of sidewall marking with different lengths on speed perception were also analysed. The test results reveal that the angle and length of sidewall markings have a significant impact on the driver’s SSES and reaction time. Moreover, the level of speed overestimation decreases with the increase of angle or length of sidewall marking. As the angle of sidewall marking gradually increases, the maximum reaction time first increases and then decreases. Within the angle of sidewall marking of 15°, the subjects have the highest speed overestimation and an easy speed judgment. This may due to Zöllner illusion, the driver’s perception of lane width shrinks may induce deceleration behaviour.

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Basov, Alexander Yu, George V. Boos, Vladimir P. Budak, and Anton V. Grimailo. "Luminance Factor Modelling For An Arbitrary Surface." Light & Engineering, no. 02-2022 (April 2022): 15–20. http://dx.doi.org/10.33383/2022-015.

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Reflection characteristics of asphalt pavements play one of the key roles in road lighting, as luminance is normalized and multiple reflections are absent. The values of the luminance factors of road surfaces can be found by carrying out measurements, but this is not always possible, since it requires the extraction of samples, or is laborious. Therefore, in this article it is proposed to model the spatialangular characteristics of reflection. The developed models (analytical and statistical) allow finding luminance factors for arbitrary angles of incidence and sighting. The models are based on a scattering planeparallel layer. The following optical properties of the medium serve as input data: single scattering albedo, optical thickness, phase function of the particles inside the layer. To validate the models, a comparison was made with the measurement results.

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Gidlund, Henrik, Mikael Lindgren, Valerie Muzet, Giuseppe Rossi, and Paola Iacomussi. "Road Surface Photometric Characterisation and Its Impact on Energy Savings." Coatings 9, no. 5 (April 26, 2019): 286. http://dx.doi.org/10.3390/coatings9050286.

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How road surfaces reflect light in space is a physical characteristic that plays a key role in the design of road lighting installations: by European Standards the average luminance is the target quantity to assure the required safety conditions of the motorized road traffic. Lighting systems are designed (luminous flux installed per kilometre) to comply with the above requirement, starting from reference values of road surfaces reflection published in an old scientific document. These data are obsolete and not representative of current road surfaces, but they are still used to design current LED lighting systems. European Community funded a SURFACE project to provide to EU standard organization new traceable reference data, representative of current road surfaces used in EU. The paper presents the data collections and the impact on road lighting of using available old reference data versus SURFACE collected data of current road surfaces. Results highlight advantages in using bright pavements as well the need for introducing systems for flux control in road lighting installation to compensate for the discrepancies between current reference data and actual road surface data.

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Li, H., N. Xie, J. Harvey, J. Liu, H. Zhang, and Y. Zhang. "Exploring the effect of pavement reflection and photometric properties on road lighting performance." Lighting Research & Technology, November 22, 2022, 147715352211352. http://dx.doi.org/10.1177/14771535221135208.

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The reflection properties of pavement have an impact on the lit environment and thus upon drivers’ vision and comfort and the energy consumption of the lighting installation. The reflection properties combine diffuse and specular components. The specular reflection component changes with different materials: it also changes when the surface is wet, although this is sometimes ignored in lighting design. This study used simulation (DIALux 4.13) to investigate the effect on lighting parameters (luminance, overall uniformity, longitudinal uniformity and threshold increment (TI)) of changes in pavement reflection properties using different pavement materials and under dry and wet conditions. Furthermore, comparison of lighting parameters was made with different road lighting arrangements. The results show that an increase in the specular reflection component leads to an increase in luminance and a decrease in uniformity. Of the surfaces investigated, the porous pavement had the lower luminance but better uniformity. Arranging the lighting installation based on the extreme wettest condition could make luminance and uniformity rise but with an increase of 2–2.5 kWh/m2 annual energy consumption. When trying to control glare problems during design process, it is suggested that uniformity cannot be neglected except the TI.

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Boucher, V., and F. Greffier. "Space of basis functions to retrieve road surface reflection tables from luminance maps." Lighting Research & Technology, July 11, 2022, 147715352210942. http://dx.doi.org/10.1177/14771535221094275.

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Road surface reflection tables ( r-tables) relate scene illuminance to luminance seen by a car driver. They are important for many road lighting tasks accounting for road optical properties, such as new illumination design, new pavement texture or lighting design software, to reduce energy consumption without losses on safety and visibility. This paper aims first at finding a space of basis functions to describe r-tables. From a database of 34 r-tables covering a large variety of pavements, a principal component analysis allows to construct a 33-dimensional space, basis for r-table representations. From that statistical model, a method is exposed to retrieve r-table from a luminance map. The estimated r-table is then used to calculate a reconstructed luminance map. Road lighting quality criteria are also derived and they demonstrate the relevancy of the estimated r-table. Finally the model is tested with noisy input data and it remains stable and reliable, making it applicable with experimental luminance maps.

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MA, Fei, Hao DING, Qian WANG, and Li PENG. "Numerical Analysis of the Pavement Luminance Coefficient Characteristics of Highway Tunnels." DEStech Transactions on Engineering and Technology Research, icmeit (June 20, 2018). http://dx.doi.org/10.12783/dtetr/icmeit2018/23483.

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Villa, C., R. Brémond, F. Eymond, and E. Saint-Jacques. "Characterization of luminescent road markings." Lighting Research & Technology, August 26, 2022, 147715352211110. http://dx.doi.org/10.1177/14771535221111052.

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Photoluminescent paints for road marking application have been evaluated through laboratory measurements and visibility computations. The luminance decay in the dark was measured after constant excitation during at least 6 hours. To study the effect of night-time lighting conditions, luminance was measured under a constant low illumination (simulating moon and light pollution), and a periodic lighting, simulating automotive traffic. Measurements were also carried out on luminescent road marking applied on real pavement in a full-scale mock-up. Then, possible uses and limits of photoluminescent road markings were investigated through visibility computations based on the COST 331 model. Findings suggest luminescent road markings could strengthen the visual guidance of drivers on the road with traffic by increasing the visibility distance beyond the headlamp beams during the first few hours of the night, and in unlit areas such as bicycle paths, but the performance depends on the night-time illumination level.

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Fotios, S., Y. Mao, K. Hamoodh, and C. Cheal. "Using relative visual performance to predict performance of an interpersonal evaluation task with variation in adaptation luminance, observer age, skin tone, pavement reflection and interpersonal distance." Lighting Research & Technology, August 4, 2022, 147715352110690. http://dx.doi.org/10.1177/14771535211069027.

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This study concerns road lighting for pedestrians. Many experiments have been conducted to determine how changes in lighting affect the ability to make interpersonal evaluations, usually considering variations in light level or light spectrum. Here, we consider an alternative approach, predicting performance using an existing model, Relative Visual Performance. The results show that face evaluation ability is affected by adaptation luminance, pavement surface reflectance, observer age, and skin tone of the observed person. Previous experimental studies have tended to use young test participants to evaluate Caucasian or Asian faces: if the situation instead involved an elderly person evaluating a face of South African skin tone, then the current analysis predicts that for optimal performance the light level would need to be doubled.

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Muzet, Valerie, and Joseph Abdo. "On Site Photometric Characterisation of Cement Concrete Pavements with COLUROUTE Device." Light & Engineering, April 2018, 88–94. http://dx.doi.org/10.33383/2018-004.

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The standard tool for characterizing road surface photometry is the reduced luminance coefficient table (or Rtable), as defined in the seventies by the CIE. Since these tables are no longer representative, measuring road photometry is necessary for optimizing a lighting installation and ensuring luminance level and uniformity. The objective of the study was to characterise and follow on site the photometric characteristics of different concretes with time and traffic. A first experiment was done with two concrete formulations (broomed and water jet scrubbed concrete) located around a much circulated concrete mixer plant. The photometric characterisation of these pavements was done with the portable reflectometer COLUROUTE device during three years. The selected surface treatment was applied in a tunnel and the photometric characteristics were measured during 30 months. It was shown that the concrete pavements are more diffuse and clear than classical pavements. Their use could generate significant energy saving.

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Journal articles on the topic 'Pavement luminance'

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