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【研究】热熔标线使用寿命(逆反衰减)13种计算方法
2021-09-04 10:13:46   来源:中路标线

For an effective thermoplastic pavement marking replacement strategy, the rate at which the marking’s retro-reflectivity deteriorates in service must be well established in order to avoid re-stripping that is too soon or too late Against this background
热熔标线使用寿命

For an effective thermoplastic pavement marking replacement strategy, the rate at which the marking’s retro-reflectivity deteriorates in service must be well established in order to avoid re-stripping that is too soon or too late. Against this background, this paper undertook a review of models that deal with degradation of thermoplastic pavement markings under different traffic and environmental conditions in order to establish service life and the terminal retro-reflectivity levels that have informed re-striping. Service life in the context of this paper is the time taken for a newly-installed marking to degrade to some minimum retro-reflectivity level below which motorists would find it difficult to navigate on the carriageway under night-time and poor visibility conditions. It was established that the minimum retro-reflectivity requiring re-stripping intervention reported varied, although commonly-adopted values tended to range from 50 mcd/m2 /lx to 150 mcd/m2 /lx. A number of empirical models, based on site specific conditions, have been developed by researchers using field data, to estimate marking retro-reflectivity at any time since placement. Whereas some of the models used time as the only independent variable, others used a combination of time, traffic level and a few other parameters to estimate retro-reflectivity. Even though degradation of marking retro-reflectivity is a reflection, among other things of material degeneration impacted by environmental and service conditions, almost all the models reviewed failed to consider environmental factors. Additionally, for some of the models, non-inclusion of the initial retro-reflectivity level and their generally low coefficient of determination statistic erode the confidence in their reliability。

The service life of retro-reflective pavement markings is defined as the time taken for a newly-installed marking to degrade to some minimum retro-reflectivity level below which motorists would find it difficult to navigate on the carriageway under night-time and poor visibility conditions. Even though marking performance may be based on both durability and visibility, it is visibility which defines the lower limit of the acceptable performance range and, hence, the point at which re-stripping intervention is required. Transportation Departments may set their own standards that meet the visibility needs of the range of drivers using their road networks based on driver subjective ratings of pavement markings under night-time conditions. In principle, minimum retro-reflectivity is dictated by driver preview distance requirements which are speed-dependent. At higher speeds, longer viewing distances are required which in turn require higher levels of pavement retro-reflectivity . While control can be exercised on the initial retro-reflectivity level through manipulation of paint characteristics, reflective beads content and material at the marking stage, terminal values are dependent on the minimum found acceptable to motorists under night-time conditions.

 

文献中报道的关于标线的逆反射亮度系数的研究工作在界定标线逆反衰减时使用了不同的最小值。Migletz等人在美国部分地区使用85-150 mcd/m2/lx范围内的最小值来研究白色和黄色热熔型标线的衰减。Sarasua和Bell、Andrady、Fitch和Ahearn使用100 mcd/m2/lx作为指导标线逆反衰减模型开发的最小值。其他人,如阿鲍德和鲍曼和奇姆巴等人在逆反射亮度系数衰减研究中使用了150 mcd/m2/lx

To improve road safety in the United States, the Federal Highway Administration (FHWA) has proposed updates to minimum retro-reflectivity values in the Manual on Uniform Traffic Control Devices (MUTCD) that set 50 mcd/m2/lx and 100 mcd/m2/lx for posted speed limits of 35 mi/h (56.4 km/h) or greater and 70 mi/h (112.7 km/h) or greater, respectively . In some transportation jurisdictions, for example , markings having retro-reflectivity levels less than 60 mcd/m2/lx are considered bad and require immediate renewal and in Ghana, Salifu and Owusu  established a minimum standard of 150 mcd/m2/lx for highways in the country based on subjective ratings of markings by drivers during nighttime driving.

<p style="margin: 0px; padding: 0px; outline: 0px; max-width: 100%; clear: both; min-height: 1em; color: rgb(51, 51, 51); font-family: -apple-system, BlinkMacSystemFont, " helvetica="" neue",="" "pingfang="" sc",="" "hiragino="" sans="" gb",="" "microsoft="" yahei="" ui",="" yahei",="" arial,="" sans-serif;="" font-size:="" 17px;="" letter-spacing:="" 0.544px;="" box-sizing:="" border-box="" !important;="" overflow-wrap:="" break-word="" !important;"="">为了改善美国的道路安全,联邦公路管理局(FHWA)提议更新《统一交通管制设备手册》中的最小逆反射亮度系数值,该手册分别为≥35英里/小时(56.4公里/小时)和≥70英里/小时(112.7公里/小时)的不同限速的公路设置了50 mcd/m2/lx和100 mcd/m2/lx。例如,在一些交通管辖区,逆反射亮度系数水平低于60 mcd/m2/lx的标线被认为是达不到安全要求的,需要立即更新施划,在加纳,萨利夫和奥武苏根据驾驶员在夜间驾驶时对标记的主观评级,为该国的高速公路制定了交通反光标线不低于150 mcd/m2/lx的最低标准。

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