Measurement and analysis of pavement marking retroreflectivity

Retroreflective pavement markings enhance road safety by increasing visibility of roadway delineation for road users. In most countries, authorities responsible for road safety do not have performance intervention criteria and standards, and rely on fixed-time interval maintenance programs. This practice is undergoing change via the introduction of mobile retroreflectivity recording units. The focus of this study is to investigate the use of standard mobile retroreflectivity recording units and to analyse the observed retroreflectivity data to evaluate the state of pavement markings under investigation. The centreline pavement marking retrorefl/ectivity data collected by Queensland Department of Main Roads using the ECODYN mobile retroreflectivity recording unit are analysed to determine how the factors such as pavement surface type and traffic environment relate to retroreflectivity performance. It has been found that the mobile retroreflectivity recording unit with in-built processing capabilities can be implemented for identifying the requirements of maintenance programs, as well as to relate the observed retroreflectivity with other factors such as pavement surface type and traffic environment. The observed data indicated that there is a disparity between urban and rural roads of southeast Queensland in terms of centreline pavement marking retroreflectivity qualities. Asphalt surfaces, common in urban environments, were found to have average retroreflectivity over 200 mcd/m2/lux, whereas sprayed seal surfaces, common in rural environments, averaged below 170 mcd/m2/lux. About one-third of the roads used in the analysis fell below the generally accepted minimum threshold of 150 mcd/m2/lux at the time of observation.

An assessment of existing bicycle advisory pavement marking on urban roads

Bicycle advisory treatments are used to advise road users of the potential presence of cyclists and of the location where cyclists may be expected to ride on a road. They include pavement markings, warning signs, guide signs, and as such have no regulatory function. The most common type of bicycle advisory pavement markings is the shared lane marking. Other forms of bicycle advisory pavement marking have also been trialled and used in several local jurisdictions. The bicycle awareness zone is an example of such facility which has been trialled and used in southeast Queensland, Australia since the late 1990s. A bicycle awareness zone is similar to shared lane marking in principle but differs in the type of logo and, in some cases, location of its placement on the road. This study assesses the operational and safety issues at three bicycle awareness zone sites by analysing video-assisted observation data collected in 2011 by Queensland Department of Transport and Main Roads, Australia. Of the several applications of bicycle awareness zones, this study only covers a particular application where the centre of the bicycle symbol is placed exactly over the parking edge line. Unlike previous studies, which mostly covered before-and-after evaluations of bicycle advisory pavement markings, the focus of this study is to assess whether the placement of bicycle awareness zone symbols has been successful. The aggregated results from video-assisted observational data show that the cyclists did not always track themselves over the centre of the symbols. Rather, both the cyclists' lateral tracking positions and road user interactions varied with the widths of kerbside parallel parking space. Since the bicycle awareness zone symbols are not positioned on the cyclists' desired line of ride on some roads, their operational effectiveness and safety value are questioned.

Hybrid life-cycle inventory for road construction and use

Life-cycle assessment (LCA) is a technique that is used worldwide by clients and their design team to assess the impact of
their projects on the environment. The main advantage of LCA is in supporting decision making with quantitative data. LCA inventories
can be either fully developed or streamlined. Fully developed LCAs are time-consuming and costly to prepare. Streamlined LCAs can be
used as an effective decision-making tool when considering environmental performance during the design process, but with a loss of
inventory completeness. Acknowledging the advantages and disadvantages of both types of LCA, this paper proposes a hybrid LCA
method that uses input-output data to fill in those gaps routinely left in conventional LCA inventories.

The long and winding road : the development of a comprehensive, adequate and representative system of highly protected marine protected areas in Victoria, Australia

In 2002, the state of Victoria, Australia increased its “no-take” marine protected areas (MPAs) 100 fold to cover over 5% of its coastal waters in a comprehensive, adequate and representative system of marine national parks and sanctuaries. Given the ambitious targets set for MPA establishment globally in 2003 at the World Summit for Sustainable Development this apparently remarkable achievement could be an example to other nations and states attempting to establish substantial MPA systems.

This paper describes and discusses the factors that contributed to the establishment of the Victorian system and the relevance of these factors to other jurisdictions.

The road to internet banking: understanding emerging customer issues

This paper presents findings from an empirical study of banking customer experiences with the adoption of Internet banking. Using a qualitative, interpretive grounded theory approach and single and group interviews, the study explores customer perceptions and experiences and provides an understanding of how and why specific factors affect their decision whether or not to bank on the Internet in the current era. The findings are used to develop a theoretical framework which conceptualizes and links consumer issues influencing the adoption of this application, and we also provide a set of recommendations for banks. Specifically, the findings suggest that convenience – in particular, time savings – is the major motivator to bank on the Internet, while there are a range of other influential factors which could be modulated by banks. The results also highlight increasing online risk acceptance by customers and the growing importance of deep levels of customer support for online services. Key gender differences in attitudes to Internet banking are highlighted. This study suggests that organizations will improve their management of customer attitudes to new Internet service applications by understanding the need to proactively address customer fears and misconceptions about the technologies involved.

At home on the road? Can drivers' relationships with their cars be associated with territoriality?

The current research explores the relationship between people and their cars within the framework of Altman's theory of human territoriality. It further develops the research of Sandqvist by examining the descriptions given by people with differing ownership and uses of their cars and exploring the congruence between these and the characteristics used to describe human territories. Thirteen focus groups were held with young drivers between the ages of 18 and 25 years, drivers over the age of 25 who are parents of pre-license age children, drivers over the age of 25 who do not regularly transport children, and drivers of work vehicles. Analyses of discussions revealed that drivers’ descriptions of the relationship with their car could be matched with Brown and Altman's descriptions of territory types. However, variations existed both between and within individuals as to the application of the labels ‘primary’, ‘secondary’ and ‘public’ territory to the car. Implications for the understanding of road user behaviour and the further development of theory on the car as a place or an object in terms of territoriality are discussed.

Road-sign identification using ensemble learning

Ensemble learning that combines the decisions of multiple weak classifiers to from an output, has recently emerged as an effective identification method. This paper presents a road-sign identification system based upon the ensemble learning approach. The system identifies the regions of interest that are extracted from the scene into the road-sign groups that they belong to. A large road-sign image dataset is formed and used to train and test the system. Fifteen groups of road signs are chosen for identification. Five experiments are performed and the results are presented and discussed.