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Road markings

Road markings - not just a line on the road

Road signs are traffic signs within the meaning of the German Road Traffic Regulations (StVO). They are either used as permanent markings in a white colour or as temporary markings in a yellow colour. In addition, they must be clearly identifiable to ensure a continuous visual guidance of road users, and withstand high loads. To meet these demands, marking systems must meet the prescribed minimum requirements in terms of visibility, skid resistance and wear resistance.

The photo shows at the left site temporary markings, at the right site permanent markings Left: temporary markings - right: permanent markings

Minimum requirements

These minimum requirements are specified at national level in the "Additional Technical Terms of Contract and Guidelines for Road Markings (German designation: ZTV-M 13)” and the “Technical Terms of Delivery for Marking Materials (German designation: TL M 06)”. These national regulations are governed by the applicable European standards as road markings are considered as construction products within the scope of the Construction Products Regulation. The overall process of the European standardisation in the field of road markings has not been completed yet, so that the obligation to issue a declaration of performance and to CE-mark is not relevant for all products. For pre-fabricated road markings, e.g. tapes, the product standard is currently being revised in the responsible CEN body. After completion of the standard in CEN, publication by the European Commission and conclusion of the coexistence period, the declaration of performance and CE marking would be obligatory for these products in future. A reliable statement on the further development cannot be given at present.

Suitability test

Whether a marking system complies with the minimum requirements prescribed in Germany, is determined by the means of suitability tests. Since 1957, the Federal Highway Research Institute has been carrying out suitability tests on marking systems on behalf of the BMVBS. At first, this only consisted of chemical-physical analyses of the marking materials. Since the early 1970s, the suitability tests were conducted in test fields in real traffic, and the traffic-related properties of the marking systems determined. These include the skid resistance as well as the day and night visibility.

The photo shows at the left site a field testing on the BAB 4 in the 70s and at the right site a test field Left: field testing on the BAB 4 in the 70s - right: test field

However, the test fields had the disadvantage that the results were only available following the actual usage time. In addition, roads had to be closed and traffic diverted for the application of the markings and for the required periodical measurements. Given the prevailing traffic density on German roads, this is no longer an option.

Turntable Road-Marking Test System (RPA)

In order to continue the suitability tests, BASt developed a laboratory test procedure, bringing the road into the lab. Since 1989, the suitability tests are performed with the Turntable Road-Marking Test System (RPA). From then on, the start of testing operations on the RPA was also associated with the continuous development of the existing test procedure. To this day, it is still necessary to implement technical developments, both in the field of testing and measuring technology and in the field of materials and products, in the test procedure.

The photo shows the Turntable Road-Marking Test System BASt Turntable Road-Marking Test System (RPA)

During the suitability test, the marking systems which are applied to special specimens, are travelled over up to four million times - the equivalent of up to four years of usage time depending of traffic density - and the traffic-related properties as well as the wear resistance are determined in specified cycles. After successful testing by the RPA, the marking materials are analysed chemically and physically (original sample test). In this analysis a so-called "fingerprint" of materials is created. This “fingerprint” can later be used to check whether the marking system applied to the road corresponds to the one that was tested by the RPA (sample equality test).

If a marking system meets the minimum requirements in terms of traffic-related properties and wear resistance, as well as in terms of chemical-physical composition, it is approved for federal trunk roads. Approved marking systems are published in a data base and in simplified overviews by the Federal Highway Research Institute.

The suitability tests are carried out separately for the different marking materials. The following marking materials are differentiated:

  • Colour
  • Reactive systems (cold plastic)
  • Thermoplastics
  • Films

The photo shows different markingsystems Markingsystems

In addition, a distinction is made between conventional markings (type I) and markings with enhanced night-time visibility in wet conditions (type II). Until the mid-80s, exclusively type I - markings were used. However, as a water film occurs on the marking surface in case of moist or wet conditions, which significantly decreases the reflection, systems with enhanced night-time visibility in wet conditions (type II) were developed. The enhanced night-time visibility in wet conditions is achieved by designing, in particular, the parts on the surface of the markings in such a way that they protrude from the marking and thus also from the water film. Among other, this is achieved by coarse scattered abrasives (large reflection beads), a profile, a structure or by agglomerate markings.