1. Safety Solutions for the FHWA Minimum Levels of Retroreflectivity
Visibility & Safety
for the
Life of the Road
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2. Congressional Legislation
1993 DOT Appropriations Act –
“The Secretary of Transportation
shall revise the MUTCD to include
a standard for a minimum level of
retroreflectivity that must be
maintained for traffic signs and
pavement markings which apply
to all roads open to public travel.”
In addition to the basic need to make signs visible at night, there was national legislation in 1993 that said “the Secretary of transportation shall revise the MUTCD to include a standard for a minimum level of retroreflectivity that must be maintained for traffic signs and pavement markings which apply to all roads open to public travel.”
This proposed amendment for maintaining sign retroreflectivity addresses the legislative mandate after researching the needs of the drivers and receiving input from many individuals, groups, and associations.
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3. Why The Ruling? Night Safety Older Drivers Visual Cues
There is a need to implement measures to address the night safety problem. The
potential for signs using retroreflective sheeting is at its peak at night. Here are
some facts that support FHWA’s efforts to enhance safety with the use of
retroreflectivity:
•For the last 25 years, 50% or more of the fatal crashes have occurred at night
despite the lower volumes of traffic at night. This means that the nighttime fatal
crash rate is about three times higher than that during the day (FARS, NHTSA).
•There are likely to be more fatigued and intoxicated drivers during the nighttime
periods.
•Visual cues that delineate the roadway alignment are greatly reduced at night, even
when there is street lighting.
•Regulatory, warning, and guidance information provided by traffic control devices
is compromised under dark conditions and during adverse weather
•Glare from opposing traffic can adversely affect the drivers ability to detect
changes in the road alignment or to see traffic control devices.
•Adverse weather (e.g., rain, snow, fog) further reduces night visibility of the road,
other traffic (including pedestrians & bicyclists), and traffic control devices.
•The driving population is aging and it is well known that visual performance (both
acuity and contrast sensitivity) decreases as a person ages. Older drivers are
therefore less able to see the road, traffic control devices, and other traffic at night,
and find it harder to read traffic signs (more on this issue in the next slide).
•The need for traffic signs that are visible at night is considered intuitively obvious.
Because of the many factors that affect night driving safety, it has not been possible
to establish a quantitative measure(s) of the benefits associated with signs.
•To produce an information system matched to the facility characteristics and driver
expectancy/attributes.
•It is important to remind everyone that traffic control devices such as signs, signals,
and pavement markings, communicate to drivers important messages that are
critical to transportation safety and efficiency. They provide for the orderly
movement of all road users on streets, highways, and bike paths throughout our
nation. TCDs not only guide road users to their destinations and decrease potential
congestion, but they also reduce the severity and number of roadway crashes,
especially at nighttime.
While the USDOT has had an ongoing older drivers program to support FHWA’s
Mission (Enhancing Mobility through Innovation, Leadership and Public Service),
Congress emphasized their interest by including text on older drivers to SAFETEALU
(Section 1405). More specifically, SAFETEA-LU instructs the Secretary of
Transportation to “carry out a program to improve traffic signs and pavement
markings in all States in a manner consistent with the recommendations included in
the publication of the Federal Highway Administration entitled “Guidelines and
Recommendations to Accommodate Older Drivers and Pedestrians (FHWA-RD-01-
103)”
As we grow older, our vision becomes more of a prominent challenge to drivers.
This fact, plus the increasing number of older drivers, draws an ever-growing issue
on vision and interpretation of traffic control devices by motorists of all ages.
In general, eyesight begins to decline around age 20. It is very gradual at first. The
basic point is that as you get older, there is a significant reduction in contrast
sensitivity, and you typically need more light to see low contrast objects. It becomes
more noticeable that you need more light as you get older. An excellent reference
to read about this topic is McFarland, R.A. (1968) Psychological and behavioural
aspects of automobile accidents. Traffic Safety Research Review,
We can adapt to the reduction in illuminance reaching the retina, due to yellowing
of the lens in the eye with age, but cannot adapt to the increased amount of scatter
in the eye that results in loss of contrast sensitivity. The practical impact is that
older drivers cannot read signs at the same distance as younger drivers. This can
only partially be compensated by increasing the brightness of the sign and the
Note: This is a first draft. For review purposes only
These photos are for the same location, day/night.
Day: drivers have so many cues, they don’t even think about the driving and can
probably do it relatively safe. Cues available: guardrail, vegetation, snow banks in
the winter, textured shoulders, and TCDs.
Night, only retroreflective TCDs remain. With so few cues remaining at night, they
become critical! It is the retroreflective properties of devices that make them
visible at night.
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4. Fatal Crashes By Light Condition (FARS)
Daylight
Dark
Dark/Lighted
Dawn & Dusk
One of FHWA’s primary goals is to improve safety on the nation’s roads. Approximately 42,000 people have been killed on U.S. roads each year for the last 8 years. This graph shows the fatal crashes in the United States in the past 10 years, broken out by light condition. As you can see, most fatal crashes occur during daylight hours, approximately 18,000 per year. However, we also have significant numbers of fatal crashes in non-daylight hours as well. It is these crashes everyone concerned with transportation safety hope to better address with attention to retroreflective sign maintenance.
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5. Crash Data: Non-Daylight
These nighttime fatal crashes are most significant when comparing to the amount of travel at night.
This chart shows nighttime fatal crash data for the nation:
As you can see, ¼ of the travel occurs during the dark, but almost ½ of the fatal crashes occur during that time. This is a huge disparity that deserves attention.
It is well known that this is caused by many factors, including the obvious ones of drunk driving and fatigue.
But we also hear many say that 90% of crashes are caused by driver error.
If so, what is causing this driver error problem at night? And what can we do to REDUCE THE NUMBER OF DRIVER ERRORS? The FHWA expects that improvements to the nighttime visibility of traffic signs will help drivers navigate the roads at night and thus promote safety and mobility.
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6. FHWA Older Driver Recommendations:
Older Driver Handbook (2001)
FHWA-RD
Recommendations (2001)
FHWA-RD
Larger Signs
Larger Letters on Signs
Brighter Signs
Incorporate Signs with Larger Observation Angle Performance
Use of Florescent Orange in Work Zone
Use of Fluorescent Yellow for “NO PASSING ZONE” Pennants (and chevrons)
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7. The Needs of The Older Driver
20 Year-Old
60 Year-Old
40 Year-Old
Illustrates how much more illumination is needed for different ages to see a sign with the same level of brightness.
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8. USA Today October 5th, 2000
But the study suggests that older drivers have trouble navigating the roads, which were not designed with them in mind. For many aging motorists, signs are hard to read, lanes are too narrow and left-hand turns are very difficult. Intersections are a particular problem. According to the study...
Half of all fatal accidents involving older drivers occur at intersections, compared with about 25% for other drivers.
Example of article that shows older driver situation
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9. Retroreflectivity Degrades Over Time
Let’s take a look at retroreflectivity –
The existing MUTCD requires that traffic signs be illuminated or retroreflective to enhance nighttime visibility. And as you know, most sign faces are made with retroreflective sheeting material.
Retroreflectivity is the property of a material to redirect light back towards its source. In the case of a traffic sign, light is redirected back from the sign towards the vehicle’s headlamps. Because a driver’s eyes are relatively close to a vehicle’s headlamps, some of the redirected light from a sign makes it to the driver’s eyes, making the sign visible to the driver.
Unfortunately, the retroreflectivity of signs gradually deteriorates over time making signs less visible at night. As signs lose their retroreflective properties, their effectiveness in communicating regulatory, warning, and guidance messages to road users diminishes to the point where they reach the end of their useful life. Another way to say it is that they no longer meet the needs of the driver.
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10. The Final Ruling Section 1A.11
‘Minimum Level of Retroreflectivity’ guidance document and reflectivity table.
Section 2A.09
Assessment or Management Method
Section 2A.22
Sign Maintenance
There are 3 sections in the MUTCD that have been modified.
The first is 1A.11. FHWA has included a reference document, called Maintaining Traffic Sign Retroreflectivity. This reference document provides guidance information along with a table of minimum levels of retroreflectivity.
The second is a change to Section 2A.09. FHWA has added a ‘standard’ requiring agencies to use an assessment or management method to maintain traffic sign retroreflectivity.
And third is section 2A.22 which has to do with changes in wording around the maintenance of signs.
Let’s take a look at all three sections in more detail.
Additional Info. -
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11. Table: Minimum Reflectivity Levels
Highlight which section EG should not be used
This is the table of those values in that reference document. In the ruling this reference document will be included in the MUTCD as a GUIDANCE statement which means it is a list of recommended reflectivity levels, but not mandatory. It is a practice in typical situations, with deviations allowed if engineering judgment or engineering study indicates the deviation to be appropriate.
Note to Presenter: you can decide if you want to get into the details of this table or not. If so, the content below will help you explain.
Across the top of the table the columns are labeled by sign color, some special conditions, and then the type of sheeting. Lets go back to the first column, sign color. The first color combination is white on red. This would cover stop signs, yield signs, and do not enter. For now, let’s skip the 2nd column. In the 3rd part of the table, it has a 35 over a 7. This means that the legend, or white part of the sign should not fall below an R sub A (coefficient of retroreflection) of 35, which is measured in candelas per lux per meter squared. It also means that the red background should not fall below 7. If either the legend or the background is below their respective value, the sign does not meet the need of drivers.
Now let’s go back to the special condition. It says greater than or equal to 3 to 1. This is fully explained in the FHWA document, but what it means is that the retroreflective contrast ratio must be at least 3 to 1 when comparing the white to red. For example, if the white is 36 and the red is 18, that would be a contrast ratio of 36 divided by 18, or 2 to 1. This means the ratio is lower than 3 to 1, and therefore the sign should also be replaced.
Now lets take a look at the next row, which is for black on yellow and black on orange. Then you make a decision of whether the sign is greater than or equal to 48 inches, or smaller than that. In addition, all bold signs would fall in the 1st category and all fine symbol and legend signs would fall in the 2nd category. As an example, lets assume a bold symbol sign warning of a cross road. That sign is in the first category. Going across the row, it says a minimum value is 50 for sheeting types II through IX. Now look under the column for type I sheeting, which is commonly called engineer grade. There is an “X” there, which means that even new Type I sheeting does not meet the needs of drivers and therefore, that type of sheeting should not be used.
Now go to the row for black on white, which is pretty simple. It has a minimum value of 50 for all sheeting types.
The next row is for white on green and is subdivided into overheads and shoulder-mounted. You go across to the type of sheeting you have and you can find the minimum values for the legend and the background. Again, the “X” means that type of sheeting should not be used for that purpose.
* This Sheeting Type should NOT be used for this color for this application
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12. How will you determine which of your signs fail these criteria?
Summary – Major Impacts
Overhead Guide Signs (white) must be Prismatic
Ground Mounted Street Name Signs (white) can not be EG (Type I)
Warning Signs (Yellow &/or Orange) can not be EG (Type I)
Regulatory Signs (Black on White), white ≥ 50 cd/lx/m2 (EG initial values are 70 cd/lx/m2, life of EG signs will be short)
Minimum Sign Contrast Ratio ≥ 3:1 for Stop Signs (white refl. ÷ red refl.) (A lot of older stop signs will be noncompliant due to ink fading
– especially if those signs are south facing)
How will you determine which of your signs fail these criteria?
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13. Ruling Section 2A.09 Standard:
Public agencies or officials having jurisdiction shall use an assessment or management method that is designed to maintain sign retroreflectivity at or above the minimum levels in Table 2A-3.
FHWA uses the verb ‘shall’ in STANDARD statements which means ‘required’ or ‘mandatory’
The second section is -- section 2A.09 the primary sentences being: “…One or more of the following assessment or management methods shall be used to maintain sign retroreflectivity above the minimum levels identified in FHWA’s “Maintaining Traffic Sign Retroreflectivity”.
Key phrase  assessment or management methods shall be used -- Let’s look at this in more detail –
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14. Assessment/Management Methods
Assessment Methods: Determine what you have
Visual Nighttime Inspections
Measured retroreflectivity
Management Methods: Manage what you have
Expected Life
Blanket Replacement
Control Signs
These are the five assessment/management methods that FHWA is proposing --
Visual nighttime inspections
Measured retroreflectivity
Expected Life
Blanket replacement
Control signs
The purpose of providing the five methods and allowing additional methods is to provide flexibility for agencies in terms of complying with the MUTCD. I’ll spend a few minutes briefly describing each of these methods.
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15. Assessment Phase 1.0 Visual Night Assessment
Retroreflectivity of an existing sign is assessed by a trained sign inspector conducting a visual inspection from a moving vehicle during nighttime conditions. Signs that are visually identified by the inspector to have retroreflectivity below the minimum levels should be replaced.
Probably the most consistent with the current practices of agencies
General Guidance:
Agencies develop guidelines and procedures for the inspector to follow
Inspection is conducted at normal roadway operating speeds
Inspection is conducted using the low-beam headlights
Signs are evaluated at a normal viewing distance
In addition to the preceding guidance, one or more of the following procedures can be used to support the connection between visual inspections and reflectivity…
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16. Calibration Signs Procedure
Calibration signs are viewed prior to inspection
Needed for each color of sign
Viewed using same vehicle that will be used
Critical that signs are stored properly between inspection
Comparison Panels Procedure
Small comparison panels are used to assess
When a sign is questionable, panel is attached
Replaced if sign panel brighter than sign
Consistent Parameters Procedure
Use same factors used to determine minimum levels
Full-size SUV or pick-up
Model year 2000 or newer vehicle
Inspector that is at least 60 years old
View at typical viewing distance
*FHWA ‘Maintaining Traffic Sign Retroreflectivity’ (2005 Edition
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17. Less expensive method to inspect and monitor signs
Advantages:
Less expensive method to inspect and monitor signs
Can be done relatively quickly, much less than directly measuring reflectivity1
Disadvantages:
Annual process
Research has shown it is not 100% reliable (risk for tort liability?)
Very subjective, observers made correct decisions 74-75% of the time2
In a study w/ TxDOT sign crews, the results show that the crews identified 26 signs to be
unacceptable (of 49) when in fact only one (1) did not meet the minimum values.3
“Sign Retroreflectivity: Fiscal Impact of Proposed Minimum Retroreflectivity Values on Local Governments in Indiana and Investigation of the Accuracy of Nighttime Inspections.” The Indiana LTAP Center, Aug 2006.
(2) Lagergran, E.A. “Traffic Sign Retroreflectivity Measurements Using Human Observers.”, Report No. WA-RD-140.1,Washington State Transportation Center, 1987
(3) Hawkins, H.G. and P.J. Carlson. “Results of Visual Evaluations of Sign Retroreflectivity Compared with Minimum Retro Recommendations.” TRB, National
Research Council, Washington, DC, 2001, pp
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18. Assessment Phase 2.0 Measured Sign Retroreflectivity
The retroreflectivity is measured and directly compared to the proposed minimum level appropriate for
that sign.
ASTM E1709, Standard Test Method for Measurement of Retroreflective Signs Using a Portable Retroreflectometer, provides a standard method.
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19. Extremely Accurate way of Evaluating Signs Disadvantages:
Annual process
Large Time and Resource commitment
- Example: 50,000 Signs x 3 minutes/sign = 2,500 hours
Can be expensive to capture this information
Portable reflectometer cost: $10, ,000 (not including maintenance)
Outsourcing this activity can be costly as well.
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20. Considerations If you have the following……
Significant quantities of Engineer Grade (EG) Signs
Older High Intensity Beaded signs of certain types
Significant Street Name signs that are out of
compliance
Letter Height
Sheeting
.....you may be better off replacing without a costly assessment
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21. Assessment / Management Phase
3.0 Expected Sign Life
When signs are installed, the installation date is labeled or recorded so that the age of the sign is known.
The age of the sign is compared to the expected life of the sign. The expected sign life is based on the
experience of sign retroreflectivity degradation in a geographic area compared to the minimum levels.
Signs older than their expected life should be replaced.
The expected service life can be based on several factors, such as:
Sign sheeting warranties,
Weathering deck results, or
Measurements of actual signs.
Methods to determine the age of individual signs include:
A sticker or label attached to the sign that identifies its age
A sign management system that keeps track of the age of individual signs.
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22. Examples of Expected Life Mgmt Methods:
Advantages:
Once established very easy to use and plan replacements
- Annual assessments are very minimal if at all
Ability to utilize preexisting asset management systems to comply
Disadvantages:
North/South facing differences (for example) can be accounted for, but may not be as practical for replacement at different cycles
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23. Assessment / Management Phase
4.0 Blanket Replacement
All signs in an area/corridor, or of a given type, should be replaced at specified intervals. This eliminates the need to assess retroreflectivity or track the life of individual signs. The replacement interval is based on the expected sign life, compared to the minimum levels, for the shortest-life material or configuration present with the affected signs.
Advantages:
No Need to Track Individual Signs or Assess Retroreflectivity
Easiest Method to Manage
Disadvantages:
Will be replacing good signs that do not necessarily need it, unless all signs are consistently one material type.
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24. Assessment / Management Phase
5.0 Control Signs
Replacement of signs in the field is based on the performance of a sample of control signs. The control signs might be a small sample located in a maintenance yard or a sample of signs in the field. The control signs are monitored to determine the end of retroreflective life for the associated signs. All field signs represented by the control sample should be replaced before the retroreflectivity levels of the control sample reach the minimum levels.
Reflectivity measured following one of the assessment methods
Develop a sampling plan with the appropriate number of control signs
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25. Less costly and time consuming than monitoring all signs in the field
Control Environment
(Maintenance Yard)
Exactly the Same Conditions as Field Signs
- Each Facing Direction
- Each Sign type or Color
- Each Sheeting type
- Etc.
Correct number in order to have Statistical Significance
STOP
Represents
HIP (South)
STOP
Represents
HIP (North)
Advantages:
Less costly and time consuming than monitoring all signs in the field
Disadvantages:
Creating and Setting up the appropriate Control environment
Based on a sample which will create inaccuracies and unreliability.
Control signs will need to be protected from vandalism/knock downs
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26. Replacement Phase
Seven (7) Years for replacement of regulatory, warning, and ground-mounted guide (except street name) signs that are identified using the assessment or management method as failing to meet the established minimum levels
- The 7-year proposed compliance date was established to allow new signs with ASTM Type I materials just being installed to remain in place for their normal expected life.
Ten (10) Years for replacement of street name signs and overhead guide signs that are identified using the assessment or management method as failing to meet the established minimum levels.
- Similarly to above, the 10-year compliance date for street name signs and overhead guide signs because more durable materials are normally used on these signs.
Can you meet these deadlines with your current capability?
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27. Replacement Phase
This example is only showing one year worth of assessment and replacement,
and at a rate of 20 signs/day the time required is two years to complete the upgrade
Now combine that with the fact that another assessment will happen in the next year…
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28. Ruling Section 2A.22 Guidance:
Maintenance activities should consider proper position, cleanliness, legibility and daytime and nighttime visibility (see section 2A.09) Damaged or deteriorated signs should be replaced… a schedule for inspecting (both day and night), cleaning and replacing sign should be established.
Now I’ll explain the very brief changes proposed for section 2A.22 which is the sign maintenance section in the MUTCD. Only one sentence has been proposed to be changed here. The part in yellow exists in the existing MUTCD. FHWA is proposing to delete one word, “adequate”, and add the part in green. So what is proposed would read, “All traffic signs should be kept properly positioned, clean, and legible, and should have retroreflectivity levels as indicated in Section 2A.09. Maintenance activities should consider proper position, cleanliness, legibility, and daytime and nighttime visibility. Damaged or deteriorated signs should be replaced.”
What this will do is to provide some guidance on what is considered to be adequate, based on FHWA’s most recent research.
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29. Compliance Date from January 22, 2008
4 years - (1/22/12)
Select and begin implementing Assessment/Management Method to maintain traffic sign retroreflectivity at or above the established minimum levels
7 years - (1/22/15)
Replace regulatory, warning, and post mounted guide signs that are identified using the assessment or management method as failing to meet the established minimum levels
10 years - (1/22/18)
Replace overhead guide signs and street name signs that are identified using the assessment or management method as failing to meet the established minimum levels.
The compliance dates are:
4 years to identify assessment/mgmt method and begin using it
7 years (for regulatory, warning, and post mounted guide signs) and
10 years for (overhead guide signs and street name signs)
from the effective date of the Final Rule
Note to Presenter: If you need to clarify further to the audience…
To clarify –
With changes final on January 22, 2008, then agencies will have until January 22, 2012 to establish a sign assessment or management method and have it operational. Meaning, by January 22, 2012 agencies will be identifying signs that need to be replaced because of assessed or anticipated insufficient retroreflectivity levels.
Agencies will then have until January 22, 2015 to bring the identified regulatory, warning, and ground-mounted guide signs, into conformance with the proposed table of minimum retroreflectivity levels. If an angency is using Type I material for certain signs such as warning signs, they would have until January 22, 2015 to have those signs removed and replaced with signs at least Type III material.
Similarly, agencies would have until January 22, 2018 to bring the identified street name signs and overhead guide signs into conformance with the proposed table of minimum retroreflectivity levels.
Exclusions: (1) Parking, Standing and Stopping Signs – R7 & R8 Series,
(2) Walking/ Hitchhiking/ Crossing signs - R9 Series, R10-1 through R10-4b, (3) Adopt-a-Highway Signs,
(4) All signs with blue or brown backgrounds, (5) Bikeway signs that are intended for bicyclists
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30. Summary
Minimum Reflectivity Ruling Objective: Improve Nighttime Visibility of Signs on the Road
MUTCD Changes:
1. Add ‘Minimum Level of Retroreflectivity’ table
Add Assessment or Management Method standard
- Visual Nighttime Inspections
- Measured Retroreflectivity
- Expected Life
Blanket Replacement
Control Signs
Engineering Based
3. Revise Sign Maintenance statement
In summary,
This rule is now final.
There are really three key steps to this proposal –
Sign Assessment
Sign Replacement
Sign Maintenance
And last, and most important – the objective of the proposed Ruling is to improve nighttime visibility of signs on the road.
Note to Presenter (below is optional). I’m sure the benefits are quite clear already to your audience.
Benefits --
critical information to drivers at night,
help drivers navigate the road during nighttime hours, enhance traffic flow and driver mobility, and
promote safe driving.
Compliance Dates from January 22, 2008
4 years – Select and begin implementing Assessment/Management Method
7 years – Replace Regulatory, warning, and post mounted guide signs.
10 years – Replace Overhead guide signs and street name signs.
Additional Information:
Minimum Reflectivity Education–
FHWA Ruling -
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31. Retroreflective Sheeting
Visibility & Safety
for the
Life of the Road
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32. Minimums & Reflective Materials
Sheeting
New CPL
Performance Life
% of New
End of life CPL
Engineer Grade
Type I 70
7 years
50% 35
High Intensity Prismatic Type IV / X
360 / 560
10 years
70%
252 / 392
DG3
Prismatic Type XI
570
12 years
399
Product summary which relates end of service life to FHWA Minimums. Agency should be using either HIP or DG3 to be in compliance. The 35 for EG is an average meaning some signs will be above or below. HIP and DG3 will always be above the minimums.
CPL Based on -.4 / 2.0
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33. Total Light Return Efficiency
Truncated Cube
10% to larger observation angles
Cone of Retroreflection
30% Total Retroreflective Efficiency
20% to smaller observation angles
15% to larger observation angles
Cone of Retroreflection
The performance of retroreflective sheetings can be evaluated in two benchmarks: 1) What percent of light is being retroreflected, and 2) how is that retroreflected light percentage distributed within the cone of retroreflection?
The difference between sheetings is evident in the amount and manner in which light is sent back to a driver. The sheeting retroreflects light in the general but opposite direction of the incoming headlight. The driver can be vertically close to his/her headlights and therefore has small observation angle (such as in a passenger sedan or a sports car), or have a larger separation and therefore a larger observation angle (such as a heavy vehicle).
The percentage of retroreflected light depends on the general optical properties of the sheeting. If the sheeting returns more light to smaller observation angles, it is at an expense of the larger observation angles. If more is returned to larger observation angles, less remains for smaller observation angles. For instance, if a sheeting is 30% efficient, and if this sheeting returns 20% of light to 0.50 or smaller observation angles, the remaining 10% is returned to observation angles larger than If the percentage of light returned to and above is increased to 15%, the portion that is returned to lower observation angles will have to be 15%. The total will be 30% at all times.
30% Total Retroreflective Efficiency
15% to smaller observation angles
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34. Total Light Return Efficiency
Full Cube
30% to larger observation angles
Cone of Retroreflection
60% Total Retroreflective Efficiency
30% to smaller observation angles
The only way to ensure adequate return to all relevant angles without a need for additional sign illumination, is to increase the overall light return efficiency. Increasing light return efficiency in significant scale requires a notable change in the optical design of the sheeting. This is why 3M has designed its new DG3 sheeting to address the needs of as many drivers as possible—the 85th percentile driver, not the 50th percentile driver in any given vehicle, especially larger vehicles such as heavy vehicles and RVs.
Increasing the overall total retroreflective efficiency ensures serving the greatest segment of nighttime driver population without the need of sign illumination.
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35. Higher Performance Sheeting
Talk thru the attributes
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36. FHWA Report - Maintaining Traffic Sign Retroreflectivity: Impact on State and Local Agencies (HRT )
Using durable prismatic sheeting may be the more economic option for agencies in the long run, although initial costs may be higher.
Using higher retroreflectivity materials only increases total sign cost by 3% to 14%
Engineer Grade Sheeting can be more costly than prismatic sheeting with a longer life cycle when sign installation costs are considered (labor, hardware, administrative).
Although older drivers will particularly benefit from higher retroflectivity, all drivers will be better served by the improved nighttime performance.
Main summary points from the FHWA report
The study can be accessed online at:
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37. Life Cycle Cost Comparison
Shows cost comparison of EG vs HIP vs DG3. This reinforces the summary points from the FHWA report on the silde before.
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38. Crash Reduction over Time period
Reduced Crash Rates
(More visible signs resulted in crash reductions…)
Crash Reduction over Time period
Savings
Cost
Benefit-to-Cost Ratio
Mendocino County, CA
46% over
6 years
$12.5-$23.7 million
$79,300
159:1 – 299:1
Sioux City, IA
30% over
3 years
$4.92 million
$145K
3395:1
Putnam County, NY
25% over
$185K
$160K
1.16:1
In addition, a number of research studies have been done that show how higher performance sheeting has reduced fatalities and actually saved agencies money.
Ripley study is on InfoDirect
Source: Quantifying the Safety Benefits of Traffic Control Devices – Benefit-Cost Analysis of Traffic Sign Upgrades, Douglas A. Ripley
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39. to meet their safety goals.
3M Grant Program
The Purpose:
To provide funding that assists local government agencies in upgrading their sign standards
to meet their safety goals.
3M Grant
Material Upgrade Only (EG to Prismatic)
3M Sheeting Materials Required
Type IV,X (High Intensity Prismatic)
Type XI (Proposed) (DG3)
Grant Applies To In-house or Fabricator Supplied Signs
One Grant Per Agency (Redeem within 3 months)
Offered During 2009
3M Grant Application Site:
-The intent of the program is to encourage agencies to upgrade from EG to a prismatic. Grants will only be granted to those agencies that actually intend to upgrade their standards. Before a grant is “officially” granted a determination will be made as to their current usage.
-The agency can redeem the grant either directly with 3M or a fabricator when they place their order. The order must correspond to the grant application for the grant to be redeemed.
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40. Visibility & Safety Life of the Road for the
Roadway Maintenance Services (RMS) A new approach to supporting agency maintenance needs
Visibility & Safety
for the
Life of the Road
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41. 3M “Turnkey” approach = Single Source = $ Savings
Roadway Maintenance Services (RMS) A new approach to supporting agency maintenance needs “Traditional Approach” to Sign Inventory & Replacement”
General Payment Requirements
Pay for Design/Sign Inventory/GIS
Pay for Plans/Specs/Reports
Administration Costs to Implement Contracts
Pay for Materials (3M)
Pay for Fabrication (Fabricator)
Pay for Installation (Sign Installer)
Pay to Update Final Inventory
Explain the traditional approach is pay for each item individually. The 3M RMS is a turnkey approach.
Multiple Channels for Payment results in inefficiencies and greater overall cost to the agency
3M “Turnkey” approach = Single Source = $ Savings
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42. “Extension of your Staff”
3M RMS Signing Total Solution
RMS can do the following to support you:
Sign Assessments
Develop Replacement Plan
Engineering Services
Manage the Project to Deliver New Signs
Materials, Fabrication, & Installation
Provide the Agency with a Sign Inventory
Web-based, no Software
Deliver the updated data to the Agency’s existing system (if one exists)
Provide ongoing support for future Sign Upgrade or Replacement Needs
“Extension of your Staff”
Highlight the importance of 3M RMS is an “extension of your staff”
Explain all components of RMS as listed
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43. 3M RMS Signing Total Solution
Sign Assessments - The 3M Sign Assessments are broken out into differing levels of service to accommodate a wider variety of needs:
Silver Package
Location Attributes:
GPS Location
Sign Position
Sign Location by Route/Street
Sign Orientation
Sign Property Attributes:
MUTCD Sign Type
Sign Dimensions using Specs
Video Still (low resolution)
Night Viewing (Pass/Fail)
Other Info:
Date of Inspection
Name of Inspector
Deliverables:
Web based Inventory System (minimal attributes)
Complies with Minimum Reflectivity Requirements of visual nighttime inspection
Can generate replacements based on nighttime inspection
Provides a track log for agencies
Advantages:
Less expensive option ($2 - $4 / Sign)
If 3M RMS does replacements, system can be updated w/ attributes that will transition agency to an ‘Expected Life’ Program.
Relates this slide back to the FHWA requirements and how 3M can help with the required assessment.
If agency knows they have mostly EG signs, they may want to go right into Blanket Replacement rather than spend money on an assessment.
Disadvantages:
Does not generate enough information about the sign for an immediate transition to the ‘Expected Life’ Method
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44. 3M RMS Signing Total Solution
Sign Assessments - The 3M Sign Assessments are broken out into differing levels of service to accommodate a wider variety of needs:
Gold Package
Location Attributes:
GPS Location – ↑ Accuracy
Sign Position
Sign Location by Route/Street
Sign Orientation
Sign Offset from Road Edge
Mounting Height
Sign Property Attributes:
MUTCD Sign Type
Sign Dimensions using Specs
Digital Photo (high resolution)
Sign Legend
Sign Substrate
Sheeting Type
Sign Condition
Sign Structure (post type)
Post Structure Condition
Sign Age (if available)
Other Info:
Date of Inspection
Name of Inspector
Deliverables:
Web based Inventory System (many attributes)
Complies with Minimum Reflectivity Requirements – will have all of the information to us the ‘Expected Life’ Mgmt
Can generate replacements based on Sheeting Life
Provides a track log for agencies
Advantages:
Easy development of Replacement Plans (have all sign info)
Smooth transition to a “Management Method” of minimum reflectivity maintenance. Eliminates the need for annual assessments.
Higher level of assessment that RMS can do
Disadvantages:
More Expensive Option ($4 - $10 / Sign)
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45. 3M RMS Signing Total Solution
Development of Replacement Plans – Using the information captured from the 3M Sign Assessment, RMS utilizes the web-based inventory system to develop a comprehensive replacement plan for years to come…
With the information captured, we can utilize the ‘Expected Life’ management method for each sign to know when to replace…
And the inventory information to know what sign goes where for an efficient installation…
From assessments RMS can develop replacement plans to meet the FHWA requirements.
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46. 3M RMS Signing Total Solution
Delivery of New Signs – Typical Contracts
Corridor/Project Sign Contract
3M RMS responsible for all signs or signs defined by series/type/style in specific area/region/corridor
Contract defined by upgrade activity
Contract ends when upgrade activity is complete
Warranty provisions on materials apply
Could be financed or pay up front
Typically a “blanket” replacement or new construction installation of signs
One type of RMS signing project.
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47. 3M RMS Signing Total Solution
Delivery of New Signs – Typical Contracts
Work Order/Sign Maintenance Contract
3M RMS under contract as extension of Agency staff
Complete “Turnkey” sign replacement service
Work orders issued for individual or groups of sign replacement activity
Bid Schedule, with variety of sign types/styles
Pay “per each” installed
Annual contract, with option to renew (similar to supply contract)
Typically two phases of each Work Order:
Phase One – Assessment Phase
Phase Two – Delivery Phase
Example Contracts:
Long tern RMS signing contract.
Pay “per each” installed – set contract up similar to a job order contract in that the price page is a menu of sign replacement needs.
Example – one item may be replace stop sign on existing. Another item may be install stop sign on new post. The menu can be made up of anything the agency requires. This menu can then be used to develop replacement costs and PO’s over a longer period of time without needing to reestablish costs each time.
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48. 3M RMS Signing Total Solution
3M Inventory/Data Management System – a 3M hosted web-based system that allows agencies to track progress of projects, as well as have a final inventory of signs when project completed.
Added Benefit
Interactive Web Site
“real-time” update of project status
Agency Officials will track progress of sign replacement
Data used to develop final inventory
No special software required
No IT support required, 3M RMS manages the system
At the end of the replacement program, RMS turns over the data (sign attributes) to the agency to integrate into their inventory system. This saves the agency time from having to go back out in the field and gather the data.
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49. Benefits Customers Value
“Brand Name” Reliability
Industry Leading Products with the highest quality installation
Commitment to Service and Quality
Level Maintenance Costs – Project Financing
Extension of Agency Staff – find the right fit for RMS
Opportunity for cost reductions/efficiencies
3M Roadway Maintenance Services
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