Nordic test fields with
identical road markings
Sven-Olof Lundkvist (Editor) ex ex er <--] <LC o co co & t = Ain CB t < &
-Swedish National Road and Transport Research Institute
VTI meddelande 863A - 1999
Nordic test fields with
identical road markings
Sven-Olaf Lundkvist (Editor)
Study conducted in the context of Nordic Co-operation in Dark-driving Research (NMF):
Danmark:Finland:
Island:
Norge:
Sverige:
Vejdirektoratet (Road Directorate Ministry of Transport) DELTA Lys & Optik (DELTA Light & Optics)
Frederiksborg municipality
TieIaitos/Vagverket (National Road Administration
Statens Tekniska Forskningscentral (VTT) (Technical Research Centre of Finland) Vegagerdin (Public Roads Administration)
Islands Teknologiska Institut (ITI) (Icelandic Institute of Technology) Vegdirektoratet (Ministry of Transport)
SINTEF
vagverket (Swedish National Road Administration)
Statens vag- och Transportforskningsinstitut (VTI) (Swedish National Road and Transport Research Institute)
Swedish National Road and
PubHsher
Swedish National Road and
'Transport Research Institute
Printed in English 2000
PubHcadon
VTI meddelande 863A
Published Project code
1999 30203
Project
Nordic test fields with road markings
A uth or
Sven-Olof Lundkvist (Editor)
Sponsor
Swedish National Road Administration
tle
Nordic test fields with identical road markings
Abstract (background, aims, methods, result)
other test fields.
This study analyses the performance of road markings at seven test fields in the Nordic region. The seven test fields usedprecisely the same road marking materials and had an identical layout in accordance with EN 1824. The principal
objective was to investigate whether the performance of a test field can be generalized to make it applicable to
The performance was studied through field measurements of the retroreflection, luminance coefficient/factor
and thickness of the road markings on three occasions over a two-year period for ve different road marking materials. The aim ofthe statistical analysis was to identify performance similarities for the different materials at the seven different test fields.
ISSN Language No. of pages
Foreword
The study reported here was carried out within the context of the NMF (Nordic Co-operation in Dark-driving Re-search) project. The project was financed by the highways authority in each of the countries involved, for whom the following were the contact persons at the time of com-pleting the study:
Denmark: Josephine Scholler, Vejdirektoratet (Ministry ofTransport)
Finland: Kullervo Havu, Tielaitos/V'agverket (National Road Administration)
Iceland: Bjém Clafsson, Vegagerdin
Norway: Morten Hafting, Vegdirektoratet (Ministry of Transport)
Sweden: Jan-Erik E1g,V'agverket (National Road
Admini-stration)
The materials were supplied free of charge by the manu facturers of the trial road markings. Thanks to: Cleanosol
AB, Nor-Skilt a/s, Phonix Contractors a/s, Tikkurila Oy and
Langelands Kemiske Fabrikker a/s.
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The following persons were responsible for carrying out
the project in each country: '
Denmark Ib Lauridsen
Frederiksborg municipality
Finland Timo Unhola
VIT
Iceland Pall Amason
III
Norway Per J Lillestol
SINTEF
Sweden S O Lundkvist
VII
Thanks are due to all those mentioned above by name, and to the individual researchers at the NMF who made valuable contributions. Gunilla Sjoberg was responsible for
lnnehé"
Summary ... 9
1 Background and aims ... .. 11
2 Test elds and layout ... .. 12
3 Measured performance variables ... .. l4 4 Analysis ... ., 15
5 Results ... .. 16
5.1 Retrore ection ... .. 16
5.2 Luminance coef cient and luminance factor ... .. 22
5.3 Thickness ... .. 23
5.4 Laboratory testing ... 24
6 Discussion ... 25
7 Conclusions ... 26
Nordic test elds with identical road markings
by Sven-OlofLundkvist
Swedish National Road and Transport Research Institute (VTI)
SE-581 95 Linkoping
Summary
This study examined the performance of road markings over a two-year period. Five different makes of thermo-plastic road markings were applied on seven test elds in the Nordic countries. All the ve materials were identical: they were taken from the same production cycle at the manufacturers and applied in accordance with the instruc-tions. Also, the experiment is being repeated by applying the locally used material at two places in each test eld.
The main aim of the study has been to investigate whether it is possible to generalise the results from one test eld to other test elds. In other words: if a road marking material performs satisfactorily in one Nordic country, will it be equally satisfactory in another country? To study performance, measurements have been made of road marking retrore ection (visibility in vehicle lighting), luminance coef cient/factor (visibility in day-light) and thickness. The performance studies took place duringAugust 1996, 1997 and 1998 and used instruments meeting speci ed requirements on measuring geometry. The results show certain differences in road marking performance at different test sites. A marking that per-formed better than another on one test eld might perform less satisfactorily at another. This was observed in a vari-ance analysis, where the interaction effect between road marking type and test site was found to be signi cant. At one test site, there was also a signi cant difference be-tween two identical road markings.
It was also found that a number ofroad marking types met the retrore ection requirement of 100 mcd/mZ/lux at
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3 number of sites, while they failed to meet this require ment at others.
However, ifthe study is limited to those road markings that were intact after two years, it can be seen that the difference in retrore ection and luminance coef cient/ factor between road marking types in different test elds is small. This is partly because the road marking types were fairly similar (thermoplastic material of good quali-ty), and probably because differences in external condi-tions between the test sites had no great in uence on the performance ofthe roadmarkings as long as they were not completely worn away.
However, no far-reaching conclusions should be drawn from the results. Possible differences in the performance of different road markings at different test elds may be genuine. Aroad marking produced for a cold climate should in fact perform better in northern parts of the Nordic countries than in Denmark, for example.
In addition, when interpreting the results, it should be emphasised that the ve different road marking types are relatively similar in terms of quality. Ifpaints and sprays had also been included in the experiment, the results would probably have been simpler to interpret.
The conclusions om the study are that a larger expe-riment should be conducted. The quality of the road markings should be varied more widely and comparisons should also be made against results from test markings applied as edge lines and results from laboratories and road simulators.
1 Background and aims
Various methods can be used for testing the performance of road markings: in the laboratory (Troger abrasion
re-sistance test, testing of stamp loading value, etc.), with a road simulator, in a test field on a road or by the method
expectedto have the highest validity, which involves testing
materials by laying them as ordinary edge lines.
It is possible to consider the validity and reliability of the various measures. Although laboratory testing is far from reality, it nevertheless offers the opportunity to take measurements under closely controlled conditions. The
road marking materials can be exposed to accurately
de-fined ageing in a weatherometer, and the wear caused by
studded tyres can be simulated with a Troger apparatus, etc.
A road simulator comes close to reproducing realistic
conditions; the road marking material is subjected to wear from tyres which are rolled over the surface a specific number of times. The wear is well de ned in this way, and it occurs in the same way as on the road. It is still possible to question the validity, however; the road markings are not
exposed to UV light or subjected to the wear that may be expected to occur on wet road markings.
If it is wished to test the performance ofroad markings in the environment in which they are expected to function, one possibility may be to lay test elds in accordance with
the method described in EN 1824. The markings are then
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exposed to a major variation in wear those located in the
wheel tracks are subjected to considerably more passages by the wheels than those which lie between or to one side of the wheel tracks. It should then be possible to generalize
the results to all types of road markings. The conditions
necessary for achieving good reliability and validity should also be provided, since the markings can be applied under controlled conditions and the wear to which they are sub-jected is from a genuine road environment.
For the purpose of studying the performance ofroad markings in test fields laid in accordance with EN 1842, seven identical test fields were laid in the Nordic count ries. The performance of the road markings was then stu-died for a period of two years following their application.
One important question is: if one type of road marking
performs well on a test field, will it also perform well in other locations? The effect of the road environment varies in the Nordic countries, and it is unrealistic to expect the same performance on different test fields. Is it possible, however, to predict the performance from one test field to another?
A secondary aim was to compare the performance of
the road markings on roads with the results of laboratory
tests.
2 Test fields and layout
A total of seven test elds were laid in ve Nordic count-ries. Each test eld met the requirements in accordance with EN 1824 and had the appearance shown in Figure 1.
Ordinary centre line
O D U L h t h ¢-*
Ordinary edge line
CL 1 NS
PX
TK
LL
REP
Figure 1 Principlefor the design ofa testfield in accordance with EN 1824. Each road marking has a length of 2.0 m and a width of 0.2 m. The distance between them along the road is 10 m, and they are evenly distributed over the carriageway across the road, which involves a distance between them of approx. 0.3 metre.
Figure 1 illustrates how one test eld from each of the manufacturers Cleanosol (CL, Sweden), Nor-Skilt (NS,
Norway), Phonix (PX, Denmark), Tikkurila (TK, Finland)
and Langeland (LL, prefabricated, Denmark) was laid on each test eld. The ve road markings were identical on the seven test elds; ie. the Cleanosol road marking in
Denmark was identical with the Cleanosol road marking on the other test elds, and so on. A careful check was
made to ensure that the material was taken from the same production cycle, and great care was taken withhandling at the time oflaying. The whole aim was to ensure that the road markings on the test elds were identical at the start of the test.
The sixth type of road marking, which appears on the far right in Figure 1, was a repetition material (REP). This means that the locally used product was laid again. PX and
REP are thus identical in Denmark, and CL and REP are
identical on the Swedish test elds, and so on. Figure 2 below illustrates the SE1 test eld in August 1998.
12
V ' . r - m . n 1.5.;
' ' - ~ r. w . - ti '3 Au
Figure 2 One ofthe seven testfields (SE1). The CL road marking is in the foreground, followed by NS, PX, TK, LL and REP.
The compounds were laid by theVagverket/Vejdirektoratet/ Vegdirektoratet under the supervision ofthe manufactu-rers representatives. The same persons were thus respon sible for laying out all the road markings on the respective test fields. The instructions required them to be laid 3 mm thick with drop-on beads.
The geographical locations ofthe seven test elds were as follows:
DK Zealand, Frederiksborg municipality
FlNl near Helsinki, Nyland administrative district
FIN2 near Karunki, Lappland administrative district IS near Reykjavik, Borgarfjardarsysla
N south ofTrondheim, Sor-Trondelag administrative
district
SE1 south of Linkoping, Qstergotland administrative
district
SE2 north ofHelsingborg, Skane administrative district
The locations are also shown in the map, Figure 3.
PROVFALTENS GEOGRAFISKA LAGE
Figure 3 Locations of the seven test elds in the Nordic region. The test elds are indicated by a circle. Map pro-vided by the CIA.
VTI MEDDELANDE 863A
The underlying idea for the location of the test fields was
to distribute them so that the external conditions, i.e. the climate and the effect of traffic, may be expected to differ.
Brie y, the two factors can be described as follows: DK Mild, damp coastal climate. Traffic volume
in excess of 10 000AADT (annual average daily traffic).
FIN 1 Quite cold climate. Traffic volume approx.
1 100 AADT (studded tyres).
FlN2 cold climate, with the carriageway covered by snow for most of the year. 1 500AADT,
studded tyres.
IS Mild, very damp coastal climate. Traf c vo-lume approx. 2 000 AADT, studded tyres. N Quite mild. Traffic volume approx. 3 000
AADT, studded tyres including on heavy goods vehicles.
SE1 Quite mild. Traffic volume approx. 2 000 AADT, studded tyres.
SE2 Mild, damp coastal climate. Traffic volume approx. 4 000 AADT. Just over 50% use studded tyres.
The road surface used at all the test sites was a not ex-cessively worn, smooth asphalt concrete surface. At the time oflaying the markings, the carriageway was dry and the weather at all the locations was ne with a carriageway temperature of at least 15 C.
The intention was, in conjunction with the laying pro-cess, to measure not only the temperature, but also the wind speed, the texture of the carriageway and the quantity of drop-on beads laid on the markings. This was not
pos-sible at a number of locations, however, for example
be-cause the texture at most locations could only be measured by the sand patch method, which is known to be operator-dependent.
The lateral position of the vehicles was measured on a number of test elds. This dimension varies quite signifi-cantly with the external conditions, however, which means that measurements performed over a single day or week cannot really be generalized over the year as a whole.
3 Measured performance variables
The performance ofthe road markings was measured on three separate occasions at all the test sites:
0 August 1996 new measurement (year 0)
0 August 1997 performance after one winter (year 1) 0 August 1998 function after a normal guarantee
pe-riod (year 2)
All the measurements were performed on dry markings. August was selected as the month for the measurements because it is safe to assume that the function will have recovered by then after the wear caused during the winter, and it is still suf ciently warm for the road markings to be properly dry.
In order to avoid subjective assessments, the measure-ments were always taken at more or less the same point on the marking, regardless of whether it was worn at the actual point ofmeasurement. This may mean that the road surface itself was measured in certain cases on the third measurement occasion.
The following performance parameters were measured: 0 RL retrore ection (mcd/mz/lux)
o Qd luminance coef cient (mcd/mZ/lux), alter-natively B luminance factor
0 T thickness (mm)
14
RL was measured with LTL-ZOOO or LTL-800 using an ap-propriate geometry to simulate an observation and illumi-nation distance of30 metres onthe road. In cases in which the marking was worn away, the value was put at 15 mod/
mz/lux, which was assumed to be the value for the road
surface. It was necessary to resort to this only on the nal measurement occasion in Iceland and for one type ofroad marking in Norway.
At the test sites where Qd was measured, use was made
of a Qd30 instrument which simulates the visibility ofthe road markings in daylight at a distance of 30 metres. A portable colorimeter was used in those cases in which B was measured, which measures at a geometry of450/00. The aforementioned instruments meet the requirements ofEN 1436.
At all the test elds, apart from the one in Iceland, the thickness was measured with a portable thickness meter developed at the VTT. Inprinciple, this measures the diffe-rence in the vertical sense between measurement wheels which roll on the marking and on the road surface. This difference represents the thickness ofthe road marking. A similar instrument developed at the Icelandic Institute ofTechnology was used in Iceland.
4 Analysis
In order to investigate whether the different types of road markings have exhibited identical performance at the seven test fields, a two-way analysis of variance is performed with the performance parameter as the dependent variable
and the test field (7 levels) and the type of road marking
(5 levels, with the repeat marking being analysed separa tely) as the independent variables. The expression perfor-mance is used below to denote retrore ection and the luminance coefficient/factor.
In the analysis of variance, a significant principal effect
of the type of road marking will indicate the existence of a difference in performance between CL, NS, PX, TK and
LL. The hypothesis is that such a difference exists. A possible significant principal effect of the test field indicates that the function varied between the test fields.
The hypothesis is that such a difference also exists.
A possible significant interaction effect between the
type ofroad marking and the test field indicates that the function varied between different types of road marking, but that this variation was different at the different test
fields. It is this particular effect that is not desired, i.e. that one type of marking performs better than another at one test field, whereas the opposite may be the case at another test field.
As far as the repeat marking is concerned, this will be compared with the one of the same type that is also present
on the test field (not applicable to Iceland). This is done in the t test.
VT| MEDDELANDE 863A
There is also an opportunity to study the relationship be-tween the performance values and the position on the car riageway (track). This is not considered meaningful, how ever, because the lateral position differed between the different test fields and probably also varied with time. There is thus no possibility of identifying a relationship between the number of passages by the wheels and the performance of the road markings.
A comparison is also made with EN classes in accord-ance with EN 1436. It is hoped that the same type of road marking will be found on the same measurement occasion to belong to the same performance class at all the test fields.
As far as the thickness of the markings is concerned,
or the wear, certain problems are encountered as soon as
a single marking becomes worn down to the road surface. It was not possible to lay all the markings with the same
thickness, and it is accordingly not always possible to make a correct assessment of the wear. A totally worn marking, which initially had a thickness of4 mm, cannot be compared with aworn marking which was originally laid with a thickness of only 2 mm. The former will have worn
by 4 mm, and the latter by only 2 mm, although it is not
possible to interpret this as indicating that the latter
marking exhibits better resistance to wear than the former.
5 Results
5.1 Retrore ection
The retrore ection om two years measurements is pre-sented in Table 1.
Table I Mean value of retrore ection on three separate measurement occasions at the seven Nordic testfields.
Each value, apartfrom those relating to Iceland, is a mean value of 18 individual measured values 3 values
for each of6 markings. Two values were measuredfor each marking in Iceland, which means that the mean values were calculated for 12 measurements.
CL NS PX TK LL RP year 0 1 2 0 1 2 0 1 2 0 1 2 0 1 2 0 1 2 INK 271 80 70 347 218 107 444 87 76 272 85 74 286 154 87 419 89 78 FINl 339 124 117 424 127 117 394 118 133 233 109 95 220 136 115 247 114 108 FINZ 290 100 89 373 109 102 407 98 91 384 88 69 15 121 94 384 92 69 IS 210 67 15 279 74 39 181 85 31 195 55 23 45 84 42 - - -ZN 302 97 79 439 119 91 394 103 84 181 103 67 234 109 79 434 130 94 SE1 350 120 113 377 98 104 432 78 83 324 110 98 323 102 98 373 87 92 SE2 412 88 99 300 128 125 346 89 102 415 83 86 358 101 75 458 84 99
Table 2 shows the retrore ection for the road markings that were not worn away. It differs om Table 1 only in respect ofmeasurement run 2 for Iceland and Norway.
Table 2 Mean value of retrore ection on three separate measurement occasions at the seven Nordic test fields. Mean value for the road markings that were intact at the time of measurement.
CL NS PX TK LL RP year 0 1 2 0 1 2 0 1 2 0 1 2 0 1 2 0 1 2 BK 271 80 70 347 218 107 444 87 76 272 85 74 286 154 87 419 89 78 FINl 339 124 117 424 127 117 394 118 133 233 109 95 220 136 115 247 114 108 FINZ 290 100 89 373 109 102 407 98 91 384 88 69 15 121 94 384 92 69 IS 210 67 - 279 74 88 181 85 110 195 55 65 45 84 68 - - -N 302 97 79 439 119 91 394 103 84 181 103 67 234 109 92 434 130 94 SE1 350 120 113 377 98 104 432 78 83 324 110 98 323 102 98 373 87 92 SE2 412 88 99 300 128 125 346 89 102 415 83 86 358 101 75 458 84 99
The data in Table 2 are also presented in Figures 4-8. A which corresponds to retrore ection class R2 in EN common requirement for the retrore ection of dry road 1436. This level is marked with a thick line in Figures 4-markings in the Nordic countries is 100 mcd/mZ/lux, 8.
VTI
n
MEDDELANDE 863A
9 1 year 2 years
Figure 5 Retrore ection on three measurement occasions for road marking NS at the seven test elds.
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Figure 6 Retrore ection on three measurement occasionsfor road marking PX at the seven test elds.
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Figure 7 Retrore ection on three measurement occasions for road marking TK at the seven test elds.
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must be pointed out that this road marking was applied by mistake without drop-on beads on test elds FINZ Figure 8 Retrore ection on three measurement occasions for road marking LL at the seven test elds. It and IS. ai-1011, as a conse-in 19 fter Table 3 represents an 11
num-f the nal measurement, to compare
k of introducing ly high value
ic test eld was
, but not ixture of the
1011 a
we
The only rem
ris
6.
h retroreflect
me or a sma
ain cases
ithout drop-on beads been worn away The values int '8
rt ingle 1 th the he relat inst ' Figure the Iceland 1n kings w
lue for the road markings that dged to have beenworn away at the time of the
nal measurement. 2 iated wi 1% ite h function on 1an va -on beads in ce The values thus represent a m
ich expla
on beads and the retrore ect
0
1n year
Tables 1 and 2 are for road markings,
1me o f the road mar
18 IS assoc
all the road markings would have failed to meet the requirements.
had qu ng PX hich its (1. The results in 1 Th 0 errors, wh mg rki
on beads were worn down
k quence ofw 11 have drop ion 0 were not Ju at the t sti ines. overestimate 9 unequlvoca
ithout any having on ofthe drop
It must be noted that, in certain cases on the Icelandic
h
test field, the values in Table 2 and Figures 4-8 are based
on the retrore ection ofonly a s
10
100 mcd/mz/lux. If, on the other hand, the requirement had
n1ng mar
been retrore ection class R3 in accordance with EN 1436
be explained by the fact that most of theroad markings had
a retroreflection value, which did not deviate much from
(200 mcd/mz/lux), the results would have been entirely
case relate to the med
ber of 1 systemat1 for test ma wh other cases functi the drop attempt the funct and w tS failed FIN2 and iremen ts at the Iila and lds 9 e is 100 mcd/
mZ/lux, the result for three ofthe road markings would have
been dependent on the position of the test field. This can
ted at the FIN
fi Tikku isfied the 100 ng from Langeland iremenv FIN1 iled to meet the requ
9
11131116111:
ts at all the other test
kilt sat
S
t at the DK
nix was accep
lds
arki
irements at all the test
e ng produced by fi f the requ l 9 arki ted road In nca
led to meet the requ
lI'CITlCIl but fa G fai lds 9
king from
Nor-ng from Ph¢ 2/lux requ lds but fi ted that e O h road m 1a fie
at the other three test
arki O I 4-8 field other test Finnis the prefab
for retrore ection class R2 at the SW1 test field. It
MEDDELANDE 863A
Cleanosol s road marking satisfied the requirement failed to meet the requiremen
fields
to meet the requ
The road mar
med/m SE2 test The road m 1 test The 1gure
of retrore ection class R2 in accordance with EN 1436
F
In order for the road markings to meet the requirements during the guarantee period, they must have at least 100 mcd/mz/lux for the whole of the 2-year period. The following can be established from a study of the results
It can be apprec
1n
0
Table 3 Retrore ection for markings whose drop-on beads are worn away, although this has not resulted in the coating becoming worn down. The median value for retrore ection for the measurements in year 2.
CL NS PX TK LL RP OK 79 120 78 81 86 78 Ml 120 114 134 97 144 101 HN2 88 103 89 66 107 69 IS 87 110 65 66 N 79 91 84 67 92 94 SE1 107 101 80 89 108 92 SE2 95 122 98 82 90 98
The results in Table 3 are also shown in Figure 9 below.
Median value for retroreflection in year 2 160 140 120 -A DDK 100 ~ ,3; 4. .q ,: im _] l m c d l m 2 l l ux (I ) O I 6m q: 4m gi 2m g} . . j _, 3. 1+ a» 5 " .' . ' 1 M ! 3 * v. ~7 3 .: . . v. . . j " -, . |. ~ m. -. .. .-,. .. .ua .. .M um wum wwn m g k a -e m l ; h a xm ; ; 3 t r wa ; ym 3 ma'k., ;= .. < r m W W W W V M IF|N1 EIFIN2 EIIS IN ESE1 ISE2 w-wwv w ..v "1 Manufacturer
Figure 9 Median value for retrore ection in year 2. The values may be said to represent the function of the road marking when the drop-on beads are worn away, although the compound itself is not yet worn down to the road surface.
It can be seen from Figure 9 that, if a functional test had
been conducted on this basis, the results from the various
test elds would then be as follows: road marking CL would have met the requirements in test elds SE1 and FIN 1 only. The median value after 2 years is between 80 and 120 mcd/mZ/lux, except for IS, where this type of road marking was worn away completely.
As far as NS is concerned, this road marking would have satis ed the 100 mcd/mZ/lux requirement at 5 ofthe
7 test elds. It would have failed the test at IS and N, and
the variation in the retrore ection median value was be-tween 87 and 122 mcd/mz/lux.
Test marking PX would have satis ed the retrore
ec-20
tion requirement at the FINl and IS test elds. the good result at IS is explained by the fact that one of the road markings was still intact and had high retrore ection. The median value was accordingly high in this case, although the mean value (shown in Table 1) is low. The retroref-lection ofthe PX road marking was in the range from 7 8 to 134 mcd/mZ/lux at the seven test elds.
The Finnish test marking, TK, failed to satisfythe
retro-re ection retro-requiretro-rement at any test eld. The median value for the retrore ection was in the range from 65 to 97 mcd/ mz/lux.
Test marking LL had a median value above 100 mcd/ mz/lux at three of the seven test elds. the value was as
low as 66 mcd/mZ/lux, whereas 144 mcd/mQ/lux was re
corded at another test field.
The analysis of variance described in section 3 offers a better basis for evaluation than studying the acceptable/
not acceptable result. A two-way analysis of variance for year 1, with retrore ection as the dependent variable and the test marking and the test site as the independent vari-ables, gives the results shown in Table 4. The correspon ding analysis of variance for year 2 is shown in Table 5. It should be noted that the repeat road marking is not inclu-ded in this analysis; it is compared with its twin marking
in a separate test.
Table 4 Variance analysis for retroreflection in year I. The test marking (PM, 5 types) and the test site (PP, 7 sites) are the independent variables. 172 ranks the size of the effect (can be compared with the correlation value, r2).
effect
Test ' 14.22 0102
Test site 10.45 0.111
TMXTS 6.33 0.233
Table 5 Variance analysis for retroreflection in year 2. The test marking (PM, 5 types) and the test site (PP, 7 sites) are the independent variables. 772 ranks the size ofthe e ect (can be compared with the correlation value, r2).
effect F-quotient sign? 112
Test marking (TM) 11.48 p<.001 0.083
Test site (TS) 78.07 p<.001 0.481
TM x TS 3.05 p<.001 0.127
The analysis of variance points to significant principal
effects, and also to a significant interaction effect between
them, for both year 1 and year 2. This means that the
retrore ection has varied between the test markings and between the test sites, although the variation between the
test markings was not the same at the different test sites. This justifies post hoc testing, in this case seven Tukey
tests per year, in order to identify differences between test
markings at each of the seven test sites. The post-hoc test relating to retroreflection is presented in Tables 6 and 7.
The test subdivides the five test markings into one, two or three groups, where group 1 has the highest retroreflection and group 3 the lowest. No significant difference (p<.05) could be demonstrated for road markings belonging to one and the same group.
VTI MEDDELANDE 863A
Table 6 Tukey test in respect of retroreflection in year I. The road marking types within one and the same group have no significant difference (p<.05) in retroreflection. Group I is for the highest retroreflection, and Group 3 for the lowest, at the respective test site. Each group is arranged so that the one with the highest value is shown first.
Test site Group 1 Group 2 Group 3
DK NS LL PX TK CL FINl All - -FIN2 All - -IS PX LL NS CL NS CL TK -N All SE1 CL TK LL NS LL NS PX -SE2 NS LL LL PX CL TK
-Table 7 Tukey test in respect of retroreflection in year 2. The road marking types within one and the same group have no significant difference (p<.05) in retroreflection. Group I is for the highest retroreflection, and Group 3 for the lowest, at the respective test site. Each group is arranged so that the one with the highest value is shown first.
Test site Group 1 Group 2 Group 3
DK NS LL PX TK CL FINl PX NS CL LL NS CL LL TK FIN2 All -IS All - -N All SE1 CL NS TK LL TK LL PX SE2 NS PX PX CL TK TK LL
Examples of the interpretation of Tables 6 and 7:
0 In year 2, NS had a higher retrore ection than other
road markings at the DK test field.
0 In year 2, PX had a higher retrore ection than TK at
the FINl test field, because these two road markings are the only ones to be present in only one group.
0 In year 2, there was no difference in retrore ection between the road markings at the FIN2 test field.
The results from the test fields can be seen to differ to
some extent. It is also clear, however, in those cases in
which significant differences have beendemonstrated, that NS is always present in the group with the highest
retro-re ection. TK is always pretro-resent in the group with the
lowest retrore ection.
Each test field includes two identical test markings the locally used product and a repetition of it, both laid on the same day at an interval of a few hours. These two test
markings should have the same function, which can be
studied by a t test. Six such t tests (Iceland had no repeat
marking) were carried out, in which account was taken of
the significance of the compounds, and one of
theseindica-ted a significant difference in year 2. The retroreflection for CL and its repeat marking was found to be different on
the test field in Ostergotland.
"It can be seen from Tables 8 and 9 that the requirements in respect ofthe luminance coefficient (100-130 mcd/m2/ lux) in the Nordic countries are always met, apart from by a number of test markings in Iceland on measurement occa-sion 2.
5.2 Luminance coefficient and luminance factor
The luminance coefficient was measured at five of the seven test sites. The luminance factor was measured in-stead attest sites FINl and FIN2. This means that it is not possible to perform a two way analysis of variance equi-valent to that performed for retrore ection. Seven one-way variance analyses were performed instead using a post hoc test in order to make a comparison between the function of the different materials at the different test sites. The findings are presented in Tables 10 and 11.
The luminance coefficients are presented initially in
Table 8, and the luminance factors in Table 9.
Tables 10 and 11 must be interpreted as equivalent tables for retroreflection; i.e. road markings within one and the same group have no significant difference (p<.05)
in their luminance coefficient or luminance factor.
Table 8 Mean value of the luminance coe icient on three separate measurement occasions at the five testfields
where this was measured. Each value is a mean value of 18 individual measured values 3 values for each of6
markings. Note that no measurements are available from Iceland in years 0 and I, and from Norway in year 1.
CL NS PX TK LL RP year 0 1 2 0 1 2 0 1 2 0 1 2 0 1 2 0 1 2 DK 214 164 209 224 193 218 202 176 182 236 200 186 224 202 200 189 173 188 IS - 75 - 116 - 96 - 98 - - 133 - -N 199 - 196 211 - 199 211 199 207 - 223 227 - 213 209 - 219 SE1 193 213 219 234 218 224 221 225 231 205 218 227 249 230 233 226 223 232 SE2 216 213 223 218 220 229 239 209 215 230 221 217 236 228 177 217 209 218
Table 9 Mean value of the luminance factor[3 on three separate measurement occasions at the two testfields where
this was measured. Each value is a mean value of 18 individual measured values 3 values for each of 6 markings.
CL NS PX TK LL RP year 0 1 2 O 1 2 O 1 2 FINl 0.64 0.53 0.54 0.70 0.55 0.58 0.72 0.54 0.56 0.68 0.53 0.53 0.63 0.55 0.48 0.68 0.49 0.51
