Research Papers

Evaluation of Peripheral and Transverse Pavement Markings for Speed Reduction

Filename 3A-Javier-Zamora.pdf
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Date added May 8, 2011
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Category 2011 CMRSC XXI Halifax
Tags Session 3A, Student Paper Award Winner
Author/Auteur Javier Zamora, Eric Hildebrand, Peter Allaby, Jonathan Lewis, Darren Charters
Award/Prix Étudiant 2 Student

Javier Zamora (L) and Amanda Dean (R)

Javier Zamora (L) and Amanda Dean (R)


In an effort to reduce the speeds of vehicles approaching key gateway intersections to the City of Fredericton, a coordinated research project was undertaken to evaluate the effectiveness of both peripheral and transverse pavement markings. The project was developed jointly between the City, ADI Limited and the University of New Brunswick. The pavement marking patterns were designed, installed and evaluated as a low-cost countermeasure to encourage drivers to reduce speeds as they approached busy intersections at urban thresholds.

The intended impact of these markings is to both warn the driver of an approaching hazard and to create an optical effect where the drivers get a sensation of accelerating (when they should be decelerating) as they drive through the marked section. Five (5) different patterns were tested: transverse rectangular bars, peripheral square markings (staggered and non-staggered), peripheral triangles, and width-increasing peripheral rectangular markings which give an additional visual illusion of lane narrowing as one approaches the intersection. Speed profiles of approaching vehicles were documented at each test site in order to quantify the impact of the pavement markings on speed.

Results distinguished between daytime versus nighttime condition, the 5 different patterns, and the lasting effect over time (short-term versus long-term). Based on statistical analyses, the peripheral square markings showed the best performance in terms of statistically significant speed reductions ranging from approximately 6-13%. Interestingly, the daytime impact was stronger in almost all the tests and the highest speed reductions were observed at the middle of the marked zone. Finally, there is no evidence of a novelty effect, at least during the first 4 months after the installation of the markings.

Javier Zamora, Eric Hildebrand, Peter Allaby, Jonathan Lewis, Darren Charters