20101

Standard Method of Test for
Measuring Retroreflectivity of
Pavement Marking Materials Using
a Mobile Retroreflectivity Unit
AASHTO Designation: TP 111-14 (2018)1

Technical Section: 4c, Markings and Coatings
Release: Group 2 (June)
American Association of State Highway and Transportation Officials

444 North Capitol Street N.W., Suite 249
Washington, D.C. 20001
Accessed by account: (UCR) Universidad de Costa Rica | Date: Tue Aug 28 21:11:06 2018 | IP address: 163.178.101.95
Standard Method of Test for
Measuring Retroreflectivity of
Pavement Marking Materials Using
a Mobile Retroreflectivity Unit
AASHTO Designation: TP 111-14 (2018)1

Technical Section: 4c, Markings and Coatings
Release: Group 2 (June)
1. SCOPE
1.1. This test method covers measurement of the retroreflective properties of dry, horizontal pavement
marking materials, using a Mobile (vehicle-mounted) Retroreflectivity Unit (MRU) operated at
posted roadway speeds at a prescribed geometry. The prescribed geometry corresponds to the
European Committee for Standardization (CEN) geometry and is the standard geometry adopted
by ASTM E1710.
1.2. This test method ensures that night-time visibility provided by pavement markings is adequate.
This applies to the measurement of the pavement marking retroreflectivity using mobile
instruments.
1.3. This test method does not purport to address all of the safety concerns, if any, associated with its
use. It is the responsibility of the user of this test method to establish appropriate safety and health
practices and determine the applicability of regulatory limitations prior to use.
2. REFERENCED DOCUMENTS
2.1. ASTM Standards:
 D4061, Standard Test Method for Retroreflectance of Horizontal Coatings
 D7585/D7585M, Standard Practice for Evaluating Retroreflective Pavement Markings Using
Portable Hand-Operated Instruments
 E284, Standard Terminology of Appearance
 E808, Standard Practice for Describing Retroreflection
 E1710, Standard Test Method for Measurement of Retroreflective Pavement Marking
Materials with CEN-Prescribed Geometry Using a Portable Retroreflectometer
3. TERMINOLOGY
3.1. The definition of all the terms used in this document as well as other relevant terms can be found
in ASTM E284, ASTM E808, ASTM E1710, ASTM D7585/D7585M, and ASTM D4061. The
definitions listed below are direct excerpts from the above references for the terms that are most
relevant to the content of this document.
TS-4c TP 111-1 AASHTO

© 2018 by the American Association of State Highway and Transportation Officials.
All rights reserved. Duplication is a violation of applicable law.
3.2. Definitions:
3.2.1. retroreflection—a reflection in which the reflected rays are returned preferentially in directions
close to the opposite of the direction of the incident rays, this property being maintained over wide
variations of the direction of the incident rays.
3.2.2. coefficient of retroreflected luminance, RL—the ratio of the luminance of a projected surface to the
normal illuminance at the surface on a plane normal to the incident light, expressed in candelas per
square meter per lux (cd/m2/lux).
3.2.3. Discussion—The measurements are commonly expressed in units of millicandelas per square
meter per lux (mcd/m2/lux) because pavement markings have a relatively low luminance
spectrum.
4. APPARATUS
4.1. Field Test Apparatus—The required field test apparatus consists of a vehicle equipped with the
following devices:
4.1.1. Retroreflectometer—One or more retroreflectometers mounted on either side of the host vehicle.
4.1.1.1. The retroreflectometer must be capable of collecting data in accordance to the 30-m geometry
conforming to ASTM E1710. See Section 5.1 for more information regarding the 30-m geometry.
4.1.1.2. The retroreflectometer must be capable of collecting pavement marking data while accounting for
the horizontal wander and vertical movement of the host vehicle.
4.1.1.3. The equipment must be capable of measuring retroreflectivity of pavement markings ranging from
75 to 1200 mcd/m2/lux.
4.1.2. Distance Measuring Instrument (DMI)—a distance measuring instrument with an accuracy of
±0.1 percent per mile.
4.1.3. Global Positioning System (GPS)—a Global Positioning System with an instantaneous horizontal
positioning accuracy of 10 ft or better (optional).
4.1.4. Data Acquisition System—a ruggedized computer system for data entry, acquisition, display, and
storage
4.1.5. Event Marker—In addition to a manual triggering system, an automated system should be
provided that detects a reference mark to start, stop, and event mark points of interest during the
measurement process, such as bridges, intersections, horizontal and vertical curves, etc.
5. SUMMARY OF TEST METHOD

5.1. Measurement of retroreflected luminance using an MRU should be conducted using the 30-m
geometry shown in Figure 1. The angles specified for the 30-m geometry are as follows:
5.1.1. The entrance angle is fixed at 88.76° (co-entrance angle 1.24°).
5.1.2. The observation angle is fixed at 1.05°.

Figure 1—Standard 30-m Geometry Specified in ASTM E1710
5.2. The MRU should be calibrated per manufacturer’s specification. See Section 8 for additional
information on equipment calibration.
5.3. Retroreflectivity is measured with the MRU operated along the section of roadway.
5.4. Retroreflectivity data should be collected, processed, analyzed, and reported using the software
provided by the MRU manufacturer or service provider.
6. SIGNIFICANCE AND USE

6.1. This test method permits the measurement of retroreflected luminance of in-service dry pavement
markings at posted roadway speeds. As such, this test method is applicable as a pavement
marking’s retroreflectivity quality assessment technique.
6.2. The quality of the pavement marking is determined by the coefficient of retroreflected luminance,
RL, which depends on the materials used, age, and wear pattern. These conditions should be
determined and noted by the user.
6.3. Retroreflected luminance of pavement markings degrade with traffic wear and require periodic
measurement to ensure that sufficient visibility and safety is provided to drivers.
7. PAVEMENT STRIPE NOMENCLATURE

7.1. A standard naming convention was devised to identify each pavement stripe regardless of the
number of lanes. Table 1 shows an explanation of the pavement stripe nomenclature used.
7.1.1. The pavement stripe nomenclature includes the direction of travel followed by the stripe type,
as identified in Table 1. For skip lines, a number is inserted between the direction of travel and
stripe type.
7.1.2. As an example, based on the information shown below, the northbound skip line closest to the
center line would be identified as R1SL; the edge line in the same direction would be identified as
REL. Figures 2 through 5 show examples of the naming convention for different scenarios.

Table 1—Pavement Stripe Nomenclature
Code Description
Direction of La Descending mileposts
Travel Ra Ascending mileposts
EL White edge line
Stripe Type CL Yellow center line. All yellow stripes including yellow skip lines are considered as center lines.
White skip line. A number is placed between the Direction and the Stripe Type to indicate the order
SL
of the skip lines starting with the one closest to the center line.
a
Note: The “L” and “R” codes are only examples of what an agency may use. The agency may use other codes as appropriate (e.g., N, S, E, and W to indicate the
actual direction instead of the descending (L) and ascending (R) codes). In addition, it should also be noted that the retroreflectivity values obtained from the
MRU are averages of the two stripes where applicable. Therefore, it must be made clear that these directional codes only indicate the travel direction of the
MRU, not the individual stripe (left or right stripe) nor the direction of stripe application.
Figure 2—Pavement Stripe Nomenclature for a Two-Lane Roadway

Figure 3—Pavement Stripe Nomenclature for a Four-Lane Non-Divided Roadway
Figure 4—Pavement Stripe Nomenclature for a Four-Lane Divided Roadway

Figure 5—Pavement Stripe Nomenclature for a Multilane Divided Roadway
8. CALIBRATION AND STANDARDIZATION

8.1. The DMI distance must be calibrated with an error tolerance of ±3.0 ft/mile or less for test vehicle
speeds up to the maximum specified for the equipment utilized.
8.1.1. The DMI must be calibrated on a monthly basis or as deemed necessary. Additionally, a
recalibration must be performed anytime tires are changed, rotated, air pressure is adjusted, or the
data is suspect.
8.2. The MRU system must be calibrated and its performance verified per the manufacturer’s
requirements.
8.2.1. Calibration of the MRU should also conform to the 30-m geometry.
8.2.2. The calibration equipment provided and/or recommended by the manufacturer should be used for
calibration.
8.2.3. A log of calibration must be recorded.
8.2.4. The MRU calibration equipment should be verified and standardized by the manufacturer at least
once a year.
9. PROCEDURE
9.1. At a minimum, determine the following parameters prior to the survey:
9.1.1. Location and project limits of the roadway section to be tested.
9.2. Warm up the MRU system prior to the survey for a period recommended by the manufacturer.

9.3. Calibrate the equipment per the manufacturer’s specifications.
9.4. Operate the MRU along the pavement marking to be tested with minimal vehicle wander.
9.4.1. Ensure that the beginning and ending locations of the project are properly referenced so the
retroreflected luminance can be reported accurately with respect to roadway milepost.
9.4.2. A constant vehicle speed should be maintained during data collection without sudden braking or
acceleration.
9.4.2.1. When stopping the vehicle is necessary, it is recommended to pause the data collection while the
program is kept running, until the MRU is back in motion and a constant speed is maintained.
9.4.3. Vehicle Speed with Regard to Stripe Type:
9.4.3.1. For continuous edge and center lines, the MRU may be operated at a speed up to 60 mph. To
ensure sufficient data is collected, it is not recommended to exceed 60 mph when testing. A
minimum of 30 data points should be collected for every 0.1 mile for the data to be considered
reliable.
9.4.3.2. For skip lines that are not continuous, the MRU may be required to travel at a lower speed in order
to obtain a minimum of 30 data points per 0.1 mile.
9.5. Process the raw MRU data using software provided by the manufacturer or service provider.
10. INTERFERENCE AND ENVIRONMENTAL INFLUENCE

10.1. Measurements made with the MRU are adversely affected by humidity in the air and moisture on
the surface of the pavement markings. Standing water, dew, sleet, and snow on the surface of the
pavement marking, or fog and smoke in the air decrease the amount of retroreflected luminance
due to light reflecting off the water and away from the detector.
10.1.1. Because the effect(s) of these environmental factors is difficult to measure and may vary
dramatically, testing should be avoided when these conditions are present.
10.1.2. Proper cleaning of the laser and detector optical window should be conducted as needed before
any data collection.
10.2. Measurements made with the MRU are also adversely affected by surface dirt, debris, and
contamination on the pavement marking, which decrease the amount of retroreflected luminance.
This may cause variability in the retroreflected luminance of the pavement marking and must be
noted accordingly. The operator should note when these conditions are present.
10.3. The MRU uses advanced optic and electronic devices known to be sensitive to temperature
changes. Consequently, it is recommended that a stable internal temperature be maintained within
±2°C, or corrective actions must be taken as per manufacturer guidelines. It is important to be
aware of these corrective actions in the event that the electronic and optic devices are not working
properly or as designed.
11. REPORTS
11.1. At a minimum, the following information should be reported:

11.1.1. Project Information (project ID, county, beginning/ending mileposts, roadway direction, stripe
type, and other relevant information).
11.1.2. Survey date, surface conditions, and weather conditions.
11.1.3. Identification of the pavement stripe (e.g., R1SL, REL, RCL, etc.).
11.1.4. Identification of the MRU ID, operator, and software used.
11.1.5. Equipment calibration information.
11.1.6. The results should be reported in millicandelas per square meter per lux (mcd/m2/lux) for each
traffic direction, for each lane marking, at every 0.1-mile interval unless recommended otherwise.
11.1.7. Summary statistics of retroreflectivity such as average, range, and standard deviation.
12. PRECISION
12.1. Repeatability—The results of two properly conducted retroreflectivity tests using the same MRU
on the same pavement marking test section should not differ by more than 10 percent at a
95 percent confidence level.
12.2. Reproducibility—The results of two properly conducted retroreflectivity tests using different
MRUs on the same pavement marking test section should not differ by more than 15 percent at a
95 percent confidence level.
13. REFERENCES
13.1. Choubane, B., J. Sevearance, H. S. Lee, P. Upshaw, and J. Fletcher. “Repeatability and
Reproducibility of Mobile Retroreflectivity Units for Measurement of Pavement Markings.”
Transportation Research Record 2337. Transportation Research Board, National Research
Council, Washington, DC, 2013, pp. 74–82.
13.2. Holzschuher, C., B. Choubane, J. Fletcher, J. Sevearance, and H. S. Lee. “Repeatability of Mobile
Retroreflectivity Unit for Measurement of Pavement Markings.” Transportation Research Record
2169. Transportation Research Board, National Research Council, Washington, DC, 2010, pp. 95–
106.
14. KEYWORDS
14.1. Luminance; mobile retroreflectivity; network retroreflectivity; nighttime visibility;
retroreflectivity.
1
This provisional standard was first published in 2014.


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Standard Method of Test for

AASHTO Designation: TP 111-14 (2018)1

American Association of State Highway and Transportation Officials

AASHTO Designation: TP 111-14 (2018)1

TS-4c TP 111-1 AASHTO

5. SUMMARY OF TEST METHOD

5.1.1. The entrance angle is fixed at 88.76° (co-entrance angle 1.24°).

5.1.2. The observation angle is fixed at 1.05°.

TS-4c TP 111-2 AASHTO

6. SIGNIFICANCE AND USE

7. PAVEMENT STRIPE NOMENCLATURE

TS-4c TP 111-3 AASHTO

Figure 2—Pavement Stripe Nomenclature for a Two-Lane Roadway

TS-4c TP 111-4 AASHTO

Figure 4—Pavement Stripe Nomenclature for a Four-Lane Divided Roadway

TS-4c TP 111-5 AASHTO

8. CALIBRATION AND STANDARDIZATION

8.2.3. A log of calibration must be recorded.

9.1.1. Location and project limits of the roadway section to be tested.

TS-4c TP 111-6 AASHTO

9.4.3. Vehicle Speed with Regard to Stripe Type:

10. INTERFERENCE AND ENVIRONMENTAL INFLUENCE

TS-4c TP 111-7 AASHTO

11.1.2. Survey date, surface conditions, and weather conditions.

11.1.4. Identification of the MRU ID, operator, and software used.

11.1.5. Equipment calibration information.

TS-4c TP 111-8 AASHTO

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