Road Marking Paints Research Articles

Artificial Intelligence-Enhanced Colorimetric Assessment of Self-Cleaning Road Marking Paints

Artificial Intelligence-Enhanced Colorimetric Assessment of Self-Cleaning Road Marking Paints

Environmental transport and sorting of glass retroreflective microbeads and their potential as proxies for road marking paints

Road marking paints are a potentially important contributor to the global microplastic pool but very little reliable information is available on their erosion or environmental distributions. As potential carriers of or proxies for road paints, we determine the concentrations and sorting of retroreflective glass microbeads in marking materials and in fractionated (< 5 mm) local dusts, soils and sediments. As an aid to our investigation, we also determine the concentrations of metals of geochemical significance or components of road paint pigments in markings and geosolids. Concentrations of beads up to 92,800 kg−1 were observed in street dusts, with a median diameter (350 μm) greater than that in road marking samples (270 μm). Few beads were found in adjacent (< 5 m) or more remote soils (six beads in ten 50-g samples) and none were detected in replicates of a sample of roof dust, suggesting that aeolian transport is limited. Concentrations up to 3700 kg−1 were found in estuarine sediments close to bridges or stormwater runoff effluents, and with increasing sediment depth concentrations and median diameter decreased; beads were not, however, detected in sediments 400 m away from any significant roads or runoff effluents. These observations suggest that bead accumulation is constrained locally but that the precise distance travelled and extent of burial in sediments are inversely related to size. Road marking paints sampled from urban streets readily fragmented into pieces smaller than glass microbeads, suggesting that while beads might carry small quantities of paint, transport and dispersion of the two particle types may not be directly coupled. Environmental ratios of V to Bi and Cr to Pb, as markers for BiVO4- and PbCrO4-pigmented yellow paints, respectively, did not correlate with bead distribution, presumably because these metals have a multitude of additional anthropogenic sources. However, an inverse relationship between bead concentrations and K:Ca suggests that this ratio might be a useful proxy of road marking paint in regions that are geologically similar.

Temporary Road Marking Paint for Vehicle Perception Tests

In order to test camera- and LiDAR-based perception of road markings for automated driving, vehicle developers have started to utilize concepts for the agile alteration of road marking patterns on proving grounds. Road marking materials commonly used within this concept are different types of tape that can easily be applied and removed on asphalt and concrete. Due to the elasticity of tape, it cannot be used efficiently for small radii, symbols, lettering, and specific corner shapes (e.g., for parking slots). These road marking patterns are common in urban environments. With the growing capability of automated driving systems and more applications for urban environments, edgy road marking shapes gain importance for proving ground testing. This study examines the use of water-soluble road marking paint specifically designed for the use case of temporary applications on proving grounds for camera- and LiDAR-based perception testing. We found that white, water-soluble paint with 1.5% binder content and 2.25% coalescing agent content can provide realistic road markings for vehicle testing purposes. However, solubility affects the paint’s vulnerability to fading during rain. Hence, renewal activities over the course of longer test drives might be necessary. The paint could be removed using water pressure without significant residue or damaging of the asphalt.

Development of biobased, sustainable and environmentally friendly glycerol ester rosins for the production of thermoplastic road marking paint

AbstractIn recent years, natural rosin derivatives have gained significant importance in the production of sustainable bio‐based materials, including thermoplastic road marking paint (TRMP). This study evaluates the use of sustainable natural glycerol ester rosins as bio‐based binders in TRMP formulations, specifically focusing on pine, wood, and tall oil rosins. Various analytical techniques, such as FT‐IR, TGA, MALDI‐TOF‐MS and GPC‐HPLC, were utilized to analyze both unmodified and glycerol ester rosins. Standard tests, including acid number (mg KOH/g) ASTM D 465‐05 and softening point (°C) ASTM E 28‐99, were also conducted on the samples. The optimum synthesis conditions for glycerol ester rosins (GER) were determined as follows: a rosin/glycerol molar ratio of 2.54, catalyst/rosin weight ratio of 0.5%, and antioxidant/rosin weight ratio of 1.0%. GPC‐HPLC analysis revealed average esterification reaction yields of over 90.85%. Furthermore, TRMPs underwent various tests, including gloss factor (β), chromaticity coordinates (x, y), UVB aging, and softening point (°C). The results demonstrated that GERs exhibited superior performance, especially in the UVB aging test, with all TRMPs classified as UV1 type. These findings highlight the promising potential of GERs derived from different types of rosins in producing sustainable, environmentally friendly, and bio‐based next‐generation TRMPs.

Identification of solid phase speciation of trace elements in dust dry deposition using focused ion beam and selected area electron diffraction

BackgroundFew studies have been conducted to identify solid phase speciation of trace elements within the interior of airborne particles, although the adverse effects of ambient particles are closely related to the speciation of toxic elements and therefore the identification of chemical binding sites and solid phase associations is essential for assessing the impacts of trace elements in ambient air on environmental quality and human health. ObjectiveA combined use of focused ion beam scanning electron microscopy (FIB-SEM) and selected area electron diffraction (SAED) patterns from transmission electron microscopy (TEM) was applied with an energy dispersive X-ray spectroscopy (EDS) to investigate the solid phase speciation of trace elements within the interior of dust dry deposition obtained from an urban area. ResultsThe study results using the high-resolution microscopic techniques for the characterization of nano- and micron-sized particles revealed lead chromate for Pb and Cr6+, barite for Ba, rutile for Ti, and calcite, gypsum, and quicklime for Ca within the carbon matrix, implying their traffic-related sources. Fe oxides were observed for Fe, Mn, Ni, and Cr3+, with cerianite and Fe-La alloys for rare earth elements (REEs). ConclusionsThree types of anthropogenic sources were inferred based on the morphology and texture of the solid phases, as well as their primary usage: traffic road marking paints for Pb, Cr6+, Ba, and Ti, cement materials for Ca, and industrial activities for Fe, Mn, Ni, Cr3+, and REEs. The presence of submicron-sized toxic metal-bearing particles in dust dry deposition indicated that the toxic metals (i.e., Pb, Cr6+) can penetrate into the respiratory system along with the nanoparticles. The study results demonstrate that the solid phase speciation of trace elements detected using FIB-SEM and TEM-SAED can be effectively utilized for the identification of sources and the assessment of chemical toxicity of atmospheric dust.

The one-pot synthesis of photoluminescent polycarbonate based on the pyrolysis of citrate

Photoluminescent composites that are air-stable and water-resistant are important for outdoor applications such as road marking paints, light-converting membranes, fluorescent paints, and security inks. Photoluminescent thermoplastics fulfill all conditions but their preparation methods which are vastly based on mixing pre-synthesized fluorescent dyes and plastic could lead to emission quenching due to dye aggregation or thermal degradation. Herein, we demonstrated a simple method to prepare photoluminescent polycarbonate by thermal extrusion polycarbonate with citric acid and urea. UV-vis absorption and photoluminescent studies indicate that fluorescent carbon materials were formed via pyrolysis of the citrate. The composites exhibit light blue emission and a broad excitation band. The results demonstrated herein offer a cost-effective method to prepare diverse photoluminescent composites for outdoor applications.

Sustainable thermoplastic road marking paint production from natural modified rosins

Modified natural rosins were evaluated as binders in the production of thermoplastic road marking paints (TRMPs). Pine rosin (GR), wood rosin (WR), and tall oil rosin (TOR) were used. Fourier transform infrared spectroscopy (FT-IR), thermogravimetric analysis (TGA), matrix-assisted laser desorption/ionization (MALDI-ToF-MS), and gel permeation chromatography-high pressure liquid chromatography (GPC-HPLC) were performed on natural and modified rosins. Acid number (mg KOH/g) ASTM D 465 – 05 and softening point, (°C) ASTM E 28 – 99 standard tests were applied to the samples. For the optimum synthesis condition, the pentaerythritol/rosin mol/mol ratio is 1/1, with the levels of Irganox 1425/rosin w/w, 0.5%, and TBM-6/rosin w/w, 1.0%. Gel permeation chromatography-high pressure analysis revealed that the esterification reaction yield was over 90% for each of the three natural rosins. Moreover, chromaticity coordinates (x,y), gloss factor (β), softening point (°C), and UVB aging test were applied to TRMPs. Modified natural rosins showed better results in the production of TRMPs. This is an important development and crucial step for sustainable TRMP production.

Occurrence and characteristic of microplastics in suspended particulate, a case study in street of Yogyakarta

Microplastics (MPs) are increasingly recognized as emerging pollutants affecting the hydrosphere, geosphere, and atmosphere. One of the primary suspected sources of MPs is road dust in urban areas, with the majority originating from transportation, such as vehicle tires and road marking paint. MPs with a size of less than 5 mm can be ingested by humans from the air, and their potential effects remain largely undiscovered. There is still limited research on MPs in the air, particularly in Yogyakarta, one of the major cities in Indonesia. This study approach MPs as suspended particulates and, as such, employed a High Volume Air Sampler (HVAS) to collect air samples for Total Suspended Particulates TSP, PM2,5 and PM10 in four locations with high human activity and traffic volumes in Yogyakarta. A digital microscope was used to identify the number, shapes, and colors of the MPs. The results revealed 4576 particles of MPs in all the samples, with East Ringroad having twice the number of MPs compared to West Ringroad. The order of occurrence in terms of shapes was as follows: fragments (39%), films (37%), and fibers (25%). In terms of color, black was the dominant color of MPs, followed by brown and transparent. These results suggest a significant presence of black, fragmented-shaped MPs, which could indicate that most MPs in the ambient air near Yogyakarta’s roads originate from vehicle activity, consistent with previous findings. Furthermore, the high number of colored fibers and films may indicate packaging and fabric degradation in the surrounding area.

Contamination of Thames Estuary sediments by retroreflective glass microbeads, road marking paint fragments and anthropogenic microfibres

Surface and subsurface sediment samples (n = 16) from the highly urbanised inner Thames Estuary (UK) have been physically and chemically characterised and analysed for anthropogenic microdebris. Sediments were gravelly sands throughout and were heavily contaminated by lead (Pb, up to 12,500 mg kg−1) and zinc (Zn, up to 9500 mg kg−1). Microfibres of mm-dimensions and retroreflective glass microbeads (median diameter = 188 μm) used in road markings were the most abundant types of microdebris present, and concentrations (as numbers, N) on a dry weight basis were spatially heterogeneous (ranging from about 4000 to 60,000 N kg−1 and 100 to 28,000 N kg−1, respectively). Nevertheless, concentrations of the two types of particle were significantly correlated and both displayed an inverse, non-linear relationship with sediment grain size. Road marking paint fragments of different colours were detected in most cases (n = 13) but quantification was difficult because of analytical constraints related to size, shape, colour, fragmentation and encrustation. Concentrations of up to about 500 mg kg−1 Pb were determined in isolated paint fragments but road paint particles are unlikely to make a significant contribution to Pb pollution in Thames Estuary sediments. Overall, our observations suggest that stormwater runoff is a significant source of multiple types of anthropogenic microdebris in urban estuaries, with additional, direct atmospheric deposition contributing to microfibre accumulation. More generally, it is recommended that studies of microplastics consider additional debris and sediment characteristics for a better understanding of their sources and transport.

EVALUATION AND COMPARISON OF DIFFERENT TIME OF FLIGHT CAMERAS FOR OUTDOOR APPLICATIONS

Abstract. Time-of-Flight (ToF) cameras have gained prominence in robotics, augmented reality, and gesture recognition due to their costeffective direct measurement of 3D environments. However, their outdoor applications remain limited, mainly due to challenges like sunlight interference. Through systematic testing under challenging outdoor conditions, we aim to assess the suitability of ToF cameras, specifically Azure Kinect and Pmd Monstar, in smart city contexts and contribute to the state-of-the-art and future trends of 3D sensing technology. Our experiments focus on three high-reflectivity cases: license plates, reflective road marking paint on cement and asphalt boards, and traffic cones. Results indicated that Azure Kinect offered a longer measurement range but was more susceptible to flying pixels. Pmd Monstar provided more stable depth measurements and was less sensitive to flying pixels. Differences in performance were attributed to their modulation frequencies and the distinct approaches to handling low-confidence points. By addressing the identified limitations and challenges, researchers and engineers can enhance ToF camera capabilities, ultimately improving their performance and expanding their applicability in outdoor transportation, autonomous driving, and other related smart city fields.

Study of traffic-related pollution and its treatment with a particular focus on microplastics in tunnel wash and road runoff water.

Treatment of tunnel wash runoff water and road runoff water before it reaches the environment is recommended to limit the negative consequences of traffic-related pollution. The efficiency of existing water treatment systems to remove traffic-related microplastic (MP) has not been sufficiently documented. Expanding the knowledge about traffic-related MP and documenting the treatment efficiency of MP in road tunnel wash water (TWW) and road runoff (RRW) treatment systems were the objectives of the presented project. TWW from the Tåsen tunnel, Norway, and RRW from the Fossbekken sedimentation pond were investigated in summer and winter situations. Six commonly available polymer types, tire rubber tread particles (TRP), and road marking paints (RMP) were analyzed in the selected samples. About 0.12 and 0.26 μg/L of polymers were identified in winter and summer TWWs. Significantly higher tire rubber and road marking paint concentrations were identified in the winter sample compared to summer sample. Suspended particle concentration in the Fossbekken RRW treatment pond effluent was lower in the summer than in the winter sample. About 0.002 and 0.0008 μg/L polymer masses were identified in winter and summer samples, respectively. TRP in the winter and summer samples were 0.7 and 0.2 μg7/L, and 13.4 μg/L RMP was found in the winter sample, while it was only 0.008 μg/L in the summer sample.

Sequential Esterification-Diels-Alder Reactions for Improving Pine Rosin Durability within Road Marking Paint.

Pine rosin, which is derived from Pinus merkusii resin, a natural product, has demonstrated potential as a road marking binder. Although pine rosin has an excellent shinning property, it has some limitations, such as instability and color change. To tackle these issues, modified rosin has been developed through sequential esterification and Diels-Alder reactions, and it has shown better properties than untreated rosin. In this study, from the evaluation of untreated and treated rosins, the treated rosin showed some improvements, such as a lower acid value and higher stability, as shown by the color consistency during the oxidation test at 150 °C for 24 h in open-air conditions. Additionally, as road marking paint, the modified rosin is blended with blending materials in the range of 18-28 wt.%. The modified rosin has a softening point of 170-210 °C, a hardness of 50-71 HD, and a weight loss of 1.33-5.12 mg during the wearing test. These results are comparable to or better than those of commercially available road marking products.

Study on the Reflective Principle and Long-Term Skid Resistance of a Sustainable Hydrophobic Hot-Melt Marking Paint

Road marking is very important for driving safety and reducing the accident rate as a basic component of highway construction. However, traditional road marking paints are prone to be worn after short-term application and have poor durability and reflective performance. To address these problems, the marking paint was modified using the organic polymer material polytetrafluoroethylene to create a durable hydrophobic hot-melt marking paint. The factors affecting the reflective performance of marking lines are analyzed, and artificial accelerated abrasion tests were carried out to analyze the skid resistance and marking retroreflection coefficient of hydrophobic coatings. Results show that the texture of the glass beads and the quality of the coating plays a major role in the reflective performance of the marking line. The friction coefficient value of the modified marking paint is 4.62% higher than that of the traditional hot-melt marking paint. The retroreflection performance of the marking paint with 4% hydrophobic material is 8.45% higher than the initial value of the retroreflection coefficient of the traditional hot-melt marking paints. This sustainable hydrophobic hot-melt marking paint is safer and more durable than traditional pavement marking paints, which may save follow-up maintenance resources and cost from the sustainable aspect.

Synthesis of a Room-Temperature Curable Acrylic-Urethane Polymer Binder for Road Markings with High Transmittance.

Triol acrylic-urethane (t-AU) was synthesized from an addition reaction using trimethylolpropane, hexamethylene diisocyanate, and 2-hydroxyethyl methacrylate. The novel acrylic-urethane polymer was applied to a high-performance binder to prepare a reliable road marking paint. Acrylic-urethane polymer binder formulations were designed to optimize the effect of t-AU on the physical properties. The t-AU content in the formulation affected the adhesion and optical properties. The improvement in the adhesive performance and transparency ability for road markings was attributed to the optimal chemical structure or design of the acrylic-urethane polymer. The synthesis of t-AU was confirmed by Fourier transform infrared spectroscopy, and molecular weight and polydispersity index (PDI; PDI = Mw/Mn) measurements. The tensile and shear strength, hardness, gel fraction, crosslink density, contact angle, and transmittance of the acrylic-urethane polymer binder (AUP) were evaluated by curing at room temperature using a redox initiator system. An optimized AUP by adding 5 wt.% t-AU provides a viable alternative to high-performance binders in road marking paints.

Accelerated polishing test in road marking paint and its connection with water absorption

La durabilidad de los materiales de demarcación vial se evalúa con ensayos que van desde pruebas de campo a equipos de gran escala. Éstos requieren de un tiempo de ensayo considerable para obtener el resultado o de dispositivos costosos. Para evaluar la abrasión se utilizan métodos del ámbito de pinturas en general, que presentan una falencia en la evaluación en servicio relacionada con el comportamiento ante la presencia de agua. Este aspecto genera el interés de adaptar el ensayo de Pulimento Acelerado de Áridos con la finalidad de evaluar el desgaste mediante pérdida de peso de las pinturas. Al ser un equipo utilizado en el ámbito vial, facilita la generalización de su utilización en laboratorios viales de control de calidad. Los valores resultantes se contrastan con los obtenidos en el ensayo Taber Abraser y en una prueba en servicio realizada con este fin. Adicionalmente, se implementa la absorción en agua como parámetro adicional. Finalmente, se destaca que la adaptación del ensayo de Pulimento Acelerado permite tener una estimación del comportamiento en servicio, con la ventaja de poder ensayar varias muestras simultáneamente bajo las mismas condiciones, encontrando que la absorción de agua está relacionada con los resultados obtenidos.

Quantification and characterization of additives, plasticizers, and small microplastics (5–100 μm) in highway stormwater runoff

Highway stormwater (HSW) runoff is a significant pathway for transferring microplastics from land-based sources to the other surrounding environmental compartments. Small microplastics (SMPs, 5–100 μm), additives, plasticizers, natural, and nonplastic synthetic fibers, together with other components of micro-litter (APFs), were assessed in HSW samples via Micro-FTIR; oleo-extraction and purification procedures previously developed were optimized to accomplish this goal. The distribution of SMPs and APFs observed in distinct HSW runoff varied significantly since rainfall events may play a crucial role in the concentration and distribution of these pollutants. The SMPs' abundance varied from 11932 ± 151 to 18966 ± 191 SMPs/L. The dominating polymers were vinyl ester (VE), polyamide 6 (PA6), fluorocarbon, and polyester (PES). The APFs' concentrations ranged from 12825 ± 157 to 96425 ± 430 APFs/L. Most APFs originated from vehicle and tire wear (e.g., Dioctyl adipate or 5-Methyl-1H-benzotriazole). Other sources of these pollutants might be pipes, highway signs, packaging from garbage debris, road marking paints, atmospheric deposition, and other inputs. Assessing SMPs in HSW runoff can help evaluating the potential threat they may represent to receiving water bodies and air compartments. Besides, APFs in HSW runoff may be efficient proxies of macro- and microplastic pollution.

Concentration of Microplastics in Road Dust as a Function of the Drying Period—A Case Study in G City, Korea

Microplastics (MPs) are plastic particles &lt; 5 mm in diameter, which are detected in air, soil, and water, causing various environmental problems. In total, 37.3% of MPs are generated from point pollution sources and 62.7% from non-point sources; most of the non-point-source MPs are from vehicles tires, road-marking paint, and bitumen used in road pavements. In this study, the concentrations of MPs generated from roads in Goyang city, South Korea, were examined in terms of the drying period (0, 1, 2, or 3 d). Road dust sampling was performed at the kerb and quantitative and qualitative analyses were conducted for each sample. The MP concentrations were 552 (±39) MPs g−1 for a 0 d drying period and 1530 (±602) MPs g−1 for a 3 d drying period, confirming that the MP concentration in road dust increased with the increase in drying period. Among the detected substances, black particles accounted for the highest proportion (72%) and were found to be bitumen and tyre particles. This study also confirmed that the MPs accumulated on roads were washed away when rainfall exceeded a certain amount.

Innovative Glass-Powder Paint Technology for Improving Driver Visibility at Night: Case Study CBD Access Road, East London, Eastern Cape Province South Africa

Driving at night or in low visibility regions along a transportation facility can be particularly dangerous. Related problems range from, reduction in visibility and the objects fading away into obscure darkness with reduced illumination. In scenarios as this, the road markings become blur and eventually disappear along the driving lane. Although, some drivers suffer from night vision deficiency (nearsightedness, cataracts, retinis pigmentosa); resulting to conditions that damage their vision at night. Sometimes reduced vision can be caused by wearing away of the road markings over time by rains and friction between tyre and the road marking lines. This study provides an alternative measure to improve driver visibility at night using glass-powder paint technology (GPPT). This method is proposed to be implemented as an innovation towards reducing glass waste from landfills and dump sites and recycling glass waste to improve road markings within urban cities and highway corridors. A case study section is introduced for testing in East London CBD drive way (Eastern Cape Province-South Africa) and compared with a different marked road using conventional road marking paint. The study was conducted using quantitative analysis (grouped multinomial logistics and non-parametric test) in quantum flow theory which proves that there exist a strong relationship between improved driver visibility on road markings with the introduction of the innovative Glass Powder Paint Technology. This further helps to improve glare and illumination at night while enhancing driver behavior with regards to perception and positioning of objects on the roadway and increased illumination index of road markings. This confidence level of 95% equivalent to a 0.05 null hypothesis significance level assumed in which the null hypothesis was rejected indicates improvement in driving behaviour at night on the test section with the introduction of the GPPT to enhance illumination index and reduce level of blur on the road markings and objects along the road section.

Lignin-modified road marking paint: weathering aging studies

The accelerated artificial aging with ultraviolet radiation, viscosity, density, no-pick-up time, flexibility, and abrasion resistance of lignin-modified road marking paint were evaluated. The addition of lignin did not cause significant changes in the physical chemistry, flexibility and no-pick-time test compared to the precursor paint. The addition of 1.00 wt. % of lignin increased the abrasion resistance by 36%. The Fourier Transform Infrared technique performed before and after exposure to Weather-o-meter aging chamber has shown the cleavage of ester groups that are present in acrylic-based resin. The incorporation of 0.10 wt.%, 0.25 wt.%, and 1.00 wt.% increased the photodegradation resistance of the road marking paint inhibiting the ester group and side-chain scissions, since the C-O and C=O band intensity increased after irradiation. The introduction of lignin delayed the yellowing of the aged samples and improved mechanical and photophysical properties besides being a good strategy for the biomass waste utilization of the paper industry.

Review on road marking paint machine and material

Road marking plays important role is maintaining traffic and guiding drivers to drive vehicles in proper way. this paper summarizes the continuous analysis and research of road marking paint machine, road marking paint applicator and road marking paint materials. The paper includes review of advance technology used in detection of road marking and recognition of road marking as well. Various types of road marking materials such as retro-reflective thermoplastic paints, cold plastic paints, water based paints, glass on bead paints and primer. Different types of road marking paints have some similar and some different properties which can be used as per requirement of work.