摘要 :
The main objective of this research was to compare the legibility distance of the negative-contrast (i.e., darker letters on a lighter background) Clearview Typeface System with that of comparable Standard Highway Alphabets on bla...
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The main objective of this research was to compare the legibility distance of the negative-contrast (i.e., darker letters on a lighter background) Clearview Typeface System with that of comparable Standard Highway Alphabets on black-on-white signs in the daytime and nighttime for older and younger motorists. Mixed-case Clearview was compared to both mixed and all-uppercase Standard Highway Alphabets Series C, D, and E. (Mixed-case words have an initial capital letter followed by all lower-case letters. All uppercase words are the standard condition of regulatory, warning, and work zone signs.) These typefaces were selected for study, as they are the most commonly used typefaces in negative-contrast applications. In addition, the researchers at the Thomas D. Larson Pennsylvania Transportation Institute at Penn State evaluated the effects of inter-letter spacing and letter height on the legibility distance of mixed-case Clearview 2-B, 3-B, and 4-B. A small set of white-on-green (positive contrast) signs were displayed as well, comparing Clearview Typefaces 2-W, 3-W, and 4-W with Standard Highway Alphabet Series C, D, and E, all in mixed-case. This research was planned as Part 1 of a three-part study effort into the readability of negative-contrast highway signs. Part 1 would identify the relative legibility of various typefaces and mixed versus all uppercase words. Part 2 would address recognition, or the understanding of messages, using various typefaces in both uppercase and mixed case. Part 3 would address figure/field and format to learn how display variables may enhance sign readability.
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The principle objective of the study was to assess the effectiveness of the operational information currently being supplied to highway users in the larger urban areas of Texas. The effectiveness of such information was to be dete...
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The principle objective of the study was to assess the effectiveness of the operational information currently being supplied to highway users in the larger urban areas of Texas. The effectiveness of such information was to be determined by the highway user in terms of relevance, clarity, accuracy, and timeliness. A second objective was to determine how to improve the operational information system if components are found to be ineffective. The scope of the project was limited to signing and associated guidance information on urban freeways in Texas. The ten subject cities with which the study is primarily concerned are: Abilene, Amarillo, Austin, Corpus Christi, Dallas, Ft. Worth, Houston, Lubbock, San Antonio, and Waco. Information was also collected concerning guide signing to commercial airports in the larger of these areas. In the process of determining the overall effectiveness of current urban signing, specific types of guide sign problems which are currently troubling Texas drivers were identified. Guide sign deficiencies identified were related to lane assignment and lack of advanced information. However, it was suggested that the magnitude of the urban freeway guide signing problem was manageable. These efforts led to the development of recommendations for guidelines to be used to identify and remediate urban freeway guide signing problems.
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Many State and local agencies have developed innovative procedures and devices tofacilitate highway sign fabrication, installation, and maintenance. The handbook describes several of these innovations. A literature review and nati...
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Many State and local agencies have developed innovative procedures and devices tofacilitate highway sign fabrication, installation, and maintenance. The handbook describes several of these innovations. A literature review and nationwide search was made to gather information on innovations. The innovations that were received ranged from very simple, but effective tools, to more elaborate sign trucks. Innovations were developed from new uses for existing equipment and modifications to existing equipment or procedures to provide a more efficient use for it. A total of 27 innovations are described in the report. The information is provided in a concise format and includes a description, procedure for the product's use, the benefits attained, and a person to contact for further information.
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The objective of this project was to produce a simulated 4D drive-through of a211 portion of highway (interstate I-280 eastbound through Newark, NJ) for which 211 proposed traffic-generator signing had to be reviewed. A 4D visuali...
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The objective of this project was to produce a simulated 4D drive-through of a211 portion of highway (interstate I-280 eastbound through Newark, NJ) for which 211 proposed traffic-generator signing had to be reviewed. A 4D visualization was 211 produced that combined 3D geometry rendering with driver motion. Using the 211 simulated drive-through, reviewers at the NJDOT traffic division were able to 211 evaluate the proposed signing from the point of view of a driver traveling along 211 the roadway at normal traffic speeds. Potential problems regarding excessive 211 density of signing, inadequate sight distances for signing, etc. could then be 211 identified prior to installation of the signs. A secondary objective of this 211 project was to create a visualization of the exit ramp connecting I-280 to Route 211 21 in Newark, NJ. The goal of producing the Rt. 21 ramp visualization was to 211 visualize what the project might look like once construction was completed. Also 211 because the ramp did not exist at the time that the visualization was being 211 prepared, the 3D modeling had to be based entirely on construction plans. Thus, 211 this aspect of the project was aimed at evaluating the feasibility of using 3D 211 modeling and 4D visualization to visualize what a new or proposed construction 211 project might look like upon completion. In general, this type of visualization 211 could be used during public hearings to more clearly educate and inform the 211 public regarding the impact of proposed construction projects.
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The objective of the preliminary evaluation were to determine if the installationof reference signs at intervals more frequent than one-mile increments would improve the ability of emergency personnel to respond to incidents or ac...
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The objective of the preliminary evaluation were to determine if the installationof reference signs at intervals more frequent than one-mile increments would improve the ability of emergency personnel to respond to incidents or accidents on the freeway system in the Cincinnati-northern Kentucky area. A short-term evaluation was conducted of white on blue and white on green reference signs on a three-mile section of I-275 in Cincinnati. Based on field observations and supplemented with subjective opinions of emergency response personnel, the reference signs were determined to be a beneficial addition to the location information available to the driving public. The blue signs placed in the median appeared to be more prominent than the green signs placed on the shoulders. Spacing of the signs did not create an impression of unnecessary clutter and eight-inch number size was appropriate. A recommendation was made to install the white on blue reference signs in the median at one-tenth mile intervals on all interstates in the ARTIMIS Project.
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Highway signs, which are used to promote highway safety and efficiency, need to command attention and give adequate time for driver response. At nighttime, the visibility of the signs depends on the retroreflectivity of the sheeti...
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Highway signs, which are used to promote highway safety and efficiency, need to command attention and give adequate time for driver response. At nighttime, the visibility of the signs depends on the retroreflectivity of the sheeting material on the signs. The retroreflectivity is a measure of the amount of light emanating from vehicle headlamps that is reflected directly back, by the sign, to the driver of the vehicle. The current practice for ensuring that the signs are performing at night as required consists of either visual inspection, measurement of retroreflectivity with a hand-held retroreflectometer, or systematic periodic replacement of signs regardless of whether they are deficient or not. None of these approaches are ideal. Visual inspection is too subjective, hand-held retroreflectometer measurements are tedious, time-consuming, and sometimes dangerous, and systematic replacement is not cost effective. This report describes a prototype of a digital video image analysis system that measures the brightness of highway signs using nighttime video images taken by a camera mounted in a moving vehicle.
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The objective of this research evaluation was to evaluate the reference markerswhich were installed on sections of interstates and freeways in the Cincinnati-northern Kentucky area, the Lexington-Fayette Urban County area, the Lou...
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The objective of this research evaluation was to evaluate the reference markerswhich were installed on sections of interstates and freeways in the Cincinnati-northern Kentucky area, the Lexington-Fayette Urban County area, the Louisville-southern Indiana area, and the Indianapolis area. The evaluation was conducted to determine if the use of reference markers at spacings of 0.1 or 0.2-mile intervals could improve the effectiveness of the emergency response and incident management processes. Also evaluated were color of the markers and the placement location within the right-of-way. Both 'white on blue' and 'white on green' markers were installed on various projects, with some installed on the median barrier wall and some on grass medians or shoulders. Included were condition surveys of the marker installations and opinion surveys of those involved in the incident or emergency management process. Nearly unanimous endorsement of the reference markers was received from interviews and surveys of highway agency personnel and participants in the emergency management process. Recommendations were made for spacing of the markers at 0.2-mile intervals, with exceptions in curved sections to allow for placement of the markers at 0.1-mile intervals. Based on what appears to slightly increased conspicuity of the 'white on blue' marker as compared to the 'white on green' marker, it was recommended that a standardized reference marker be developed and incorporated in the Manual on Uniform Traffic Control Devices with white letters on blue background. Because of reduced exposure to mowing operations and errant vehicles, it was recommended that reference markers be placed on median barrier walls where practical. Recommendations were also made for a standard sign size and message content consistent with the reference markers evaluated in the three states.
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Specific service (or logo) signs provide information on attractions, camping, lodging, food, and gas services on the mainline of limited access highways in advance of the interchange that provides access to the services. At presen...
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Specific service (or logo) signs provide information on attractions, camping, lodging, food, and gas services on the mainline of limited access highways in advance of the interchange that provides access to the services. At present, to ascertain the distance to a particular establishment, motorists depart from the mainline and read the distance on the logo signs on the ramps. Through a request from a state senator, the Virginia Department of Transportation (VDOT) was asked to consider adding distance information to mainline logo signs. The contention was that providing such information could help drivers decide whether to take a specific exit and thus avoid unnecessary weaving maneuvers if they deemed the service to be too far from the exit. Although there were potential benefits of this concept, there were concerns about its implementationnotably, whether the distance information could be easily read at freeway speeds. The purpose of this study was to determine the effectiveness or usefulness of adding distance information on mainline logo signs. The scope of the study was limited to a pilot study of adding distance information on mainline logo signs at three interchanges in Virginia. Because such information is not covered in the Manual on Uniform Traffic Control Devices (MUTCD), VDOT requested, and the Federal Highway Administration granted, permission to experiment with these signs. Distance information was added to existing logo signs at the three interchanges in the space available under the logo panels. The study examined legibility, motorist opinions, and crash history related to adding the distance information.
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The report is a summary of some of the information that was assembled and presented in final report FHWA-TS-90-043 entitled, 'Guidelines on the Use of Changeable Message Signs'. The final report provides guidance on (1) selection ...
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The report is a summary of some of the information that was assembled and presented in final report FHWA-TS-90-043 entitled, 'Guidelines on the Use of Changeable Message Signs'. The final report provides guidance on (1) selection of the appropriate type of CMS display, (2) the design and maintenance of CMSs to improve target value and motorist reception of messages, and (3) pitfalls to be avoided, and it updates information contained in the 1986 FHWA publication 'Manual on Real-Time Motorist Information Displays'. The guidelines and updated information are based on research results and on practices being employed by highway agencies in the United States, Canada and western Europe. CMS technology developments since 1984 are emphasized. The summary report focuses on matrix-type CMSs, with particular attention to the newer light-emitting signs. Although there are many types of new and emerging CMSs technologies, CMSs that have actually been installed for highway applications are emphasized.
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The Arizona Department of Transportation maintains and manages an inventory of roadway signs. Before the implementation of this project, sign technicians maintained inventory records on individual laptops to track their daily sign...
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The Arizona Department of Transportation maintains and manages an inventory of roadway signs. Before the implementation of this project, sign technicians maintained inventory records on individual laptops to track their daily sign maintenance activities. Each individual laptop contains sign file data that pertained only to the installed signs within the area in which the sign technical worked. It was difficult to share information and generate management reports. In addition, some sign regions did not even use their laptops to maintain the inventory records for their signs, but used paper forms to complete their daily work. To meet this challenge, ADOT has developed an application to: Track the installation, maintenance and replacement of all ADOT roadway signs; Provide for the maintenance of data pertaining to the attributes of all ADOT roadway signs statewide; Satisfy the dynamic business requirements, especially in the area of predicting sign replacement by allowing the database design to easily incorporate other factors into the prediction formula.
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