Black Book

IDEAL INSTITUTE OF TECHNOLOGY, WADA 2021-2022
SELF ILLUMINATING ROAD: A FUTURISTC DESIGN
Submitted in partial fulfilment of the requirement

For the award of degree of
Bachelor of Engineering
In
CIVIL ENGINEERING
By
SIDDHANT KARANDE 25
VARUN PATIL 41
ROHIT RAWOOL 50
ABHIJEET PAWAR 43
Under Guidance Of
ER. ANURAG CHAUBEY
Department Of Civil Engineering
IDEAL INSTITUTE OF TECHNOLOGY, WADA

At Post-Posheri, Tal-Wada, District Palghar – 421303
University of Mumbai
pg. 1
CERTIFICATE
This is to certify that the project entitled "SELF ILLUMINATING ROAD: A

FUTURISTC DESIGN" is a bonafide work of
1. Siddhant Karande
2. Varun Patil
3. Rohit Rawool
4. Abhijeet Pawar
Submitted to the University of Mumbai in partial fulfilment of the requirement for the award
of the degree of "Bachelor of Engineering" in "Civil Engineering".
Certified by
_______________ _______________
Guide Head of Department
_______________ _______________
Internal Examiner External Examiner
_______________
Principal
(Dr. Bhuwan Chandra)
Department of Civil Engineering
Ideal Institute of Technology
At Post-Posheri, Tal-Wada, District Palghar - 421303
University of Mumbai
2018-2019
pg. 2
ACKNOWLEDGMENT
Today, we cannot find appropriate words that will express deep sense of gratitude and
satisfaction.
We are indebted to our inspiring Er. Anurag Chaubey, who has extended all valuable
guidance, help and constant encouragement through various difficult stages for the
development of the project.
We express our sincere gratitude to our respected principle Prof.. Bhuwan Chandra for
encouragement and facilities provided to us.
We would also like to acknowledge the patience that our ever beloved parents have shown
during our efforts and the encouragement we have received from them.
Thus we are fully obliged and convey our thanks to the teaching and as well as non-teaching
staff of the department. Special thanks to all the lab assistants for helping us with and
problem developed by the computers in the lab and assisting, helping us to solve any
problems generated on the spot. Last but not the least we would like to thank all direct and
indirect identities of the college with whom we took the strides for this successful project.
5. SIDDHANT KARANDE
6. VARUN PATIL
7. ROHIT RAWOOL
8. ABHIJEET PAWAR
pg. 3
ABSTRACT
The researchers introduced different quantities of strontium aluminate to traffic paint to
Achieve phosphorescence. Factors to consider for this study are charging time, lux received,
luminance emitted, amount of SrAl2O4:Eu added and its effects through abrasion. It was
Found out that the luminance emitted vs. time follows a power (𝒙) = 𝒂𝒙𝒏 where x is in
Minutes. There are positive trends when relating lux emitted with charging time with
per cent strontium aluminate added with millimetres of paint removed.
pg. 4
Project Report Approval for B. E.
This project report entitled Self Illuminating Road: A Futuristic Design Model by
Siddhant Karande, Varun Patil, Rohit Rawool, Abhijeet Pawar is approved for the degree of
Bachelor of Civil Engineering.
_________________
External Examiners
_________________
Internal Examiner
_________________
HOD
Date:
Place:
pg. 5
Declaration
We declare that this written submission represents my ideas in my own words and where
others ideas or words have been included, we have adequately cited and referenced the
original sources. We also declare that we have adhered to all principles of academic honesty
and integrity and have not misrepresented or fabricated or falsified any idca/data/fact/source
in my submission. We understand that any violation of the above will be cause for
disciplinary action by the Institute and can also evoke penal action from the sources which
have thus not been properly cited or from whom proper permission has not been taken when
needed.
________________
Siddhant Karande
________________
Varun Patil
________________
Rohit Rawool
________________
Abhijeet Pawar
Date:
pg. 6
CONTENT
SR. NO. CHAPTERS PAGE NO.
1. INTRODUCTION
1.1 GENERAL
1.2 PRINCIPLE
1.3 OBJECTIVE
1.3.1 MAIN OBJECTIVE
1.3.2 SPECIFIC OBJECTIVE
1.4 SIGNIFICANCE OF STUDY
1.5 SCOPE AND DELIMITATION
1.6 PAINT TECHNOLOGY
1.7 MODERN CONCEPT
1.8 FUTURE MODERN CONCEPTS FOR ROAD
TECHNOLGY
1.9 ROAD-SYSTEMS IN THE NETHERLANDS
2. LITERATURE REVIEW
2.1 BRIEF HISTORY OF LUMINESCENCE.
2.2 DEFINE OF ILLUMINANCE.
2.3 WAYS TO IMPROVE TRANSPORTATION SAFETY.
2.4 SAFETY DESIGN, AN OVERVIEW.
2.5 HIGHWAY LIGHTING.
2.6 PAVEMENT MARKING.
2.7 TYPES OF PAVEMENT MARKING.
2.8 MATERIAL USED ON ROAD MARKING.
2.9 TRAFFIC PAINT AS DELINEATOR ON PAVEMENT
MARKINGS.
2.10 PAINT TECHNOLOGIE.
pg. 7
2.10 .WORKING
2.10.2 REALIZED SO FAR
2.10.3 THE IDEA OF SMART ROAD COME FROM
2.10.4 SMART ROAD
2 .11 LUMINOUS PAINT.
2.12 APPERANCE.
2.13 BRIGTNESS AND DURATION OF GLOW.
2.14 DURABILITY.
2.15 APPLICATION.
2.16 SAFETY AND ENVIRONMANTAL.
2.17. HISTORICAL OVERVIEW.
3. CASE STUDIES
3.1 GLOBAL STUDY.
3.2 ILLUMINANCE MEASUREMENT.
3.3 DIFFERENT LIGHT INTENSITY.
3.4 BENEFITS.
4. METHEDOLOGY
4.1 CONCEPTUAL FRAMEWORK.
4.2 ANALYTICAL FRAMEWORK.
4.3 OVERVIEW OF METHEDOLOGY.
4.4 SUNLIGHT/LIGHT SOURCE.
4.5 DATA COLLECTION.
5. FUTURE SCOPE OF STUDY

5.1 RECOMMENDATION
6. REFERENCES
pg. 8
LIST OF FIGURES
SR NO. DISCRIPTION PAGE NO.
1.8.1 Highway Illumination 14
2.10 Paint Technology 25
2.11 Luminous Paint 28
2.11.1 Fluorescent Paint 29
2.11.2 Phosphorescent Paint 30
2.11.3 Radio Luminescent Paint 31
2.18.1 Glow-In-The-Road 36
2.18.2 Smarol Photo Luminescent Epoxy Floor Paint 38
3.1 Case Studies 41
3.1.1 Global Study 43
4.1 Conceptual Framework 45
4.2 Analytical Framework 46
4.3 Overview Of Methodology 47
pg. 9
1.INTRODUCTION
1.1 GENERAL
In this magazine we will introduce and explain the three most prominent, promising
and influential technological developments that concern roads. For that, we are focusing on
the Netherlands, since most smart road technologies are currently developed and tested there,
the road system is relatively well maintained and the country is open to innovation. From a
technological, societal and philosophical perspective, we will explain and analyse these
‘smart’ technological alterations to our road system. This is done by looking into how the
technologies work and function, after which we will explore the possibilities and design
implications of viewing a road as a ‘space’ and making a road smarter.
New developments in road construction use different technologies in a myriad of

ways. Technologies like water-absorbing and silent asphalt, or intelligent traffic light
systems, improve a road’s ability to fulfil its current function, namely: enabling transportation
in the most secure and comfortable way. But next to these improvements, another branch of
innovative technology has been created -technologies that not only enhance the current
functionality of a road, but add a new aspect or even a whole new function to it. These
‘smart-road technologies’ make use of principles and materials that are not a necessity to
construct a road (like asphalt is), but are used in many settings, (like solar panels). The road
becomes smart by integrating technologies, previously used in other contexts, in order to add
a new function or enhance the driving experience. Three examples of these smart road
technologies are solar roads, paint-related technologies and charging lanes. They will be the
object of investigation in this magazine, because they are currently in the furthest state of
development and can have an enormous impact on society in several different ways. In order
to have a solid base for further analysis, the smart-road technologies will be now introduced
in regard to their function and then explained in detail in subsequent chapters.
1.2 PRINCIPLE
The currently most developed form of smart road technologies are glowing lines.
The principle is very easy: A special paint used for the markings on the road absorbs sunlight
during the day and then glows in the night. The idea is that by replacing the normal white
road markings on the side with the sustainable glowing paint, roads would get safer and more
eco-friendly. Country roads, which currently have no street lights, would become safer.
pg. 10
Highways, which are usually lit by street lamps in the Netherlands, could manage without or
with less street lamps, so that less money has to be spent on street lighting and light pollution
can be avoided.
1.3 OBJECTIVE
1.3.1 Main Objective
To be able to evaluate the luminescent paint from adding Strontium Aluminate of

different ratio to commercially available reflectorized traffic paint that conforms to local
standards (if any) for road applications.
1.3.2 Specific Objectives
1. To determine the relationships of ratio of strontium aluminate added
to paint to luminance.
2. To measure the luminance of constant ratio of paint to strontium
aluminate with varying charging time.
3. To test the performance of the created glow in the dark paint on a
controlled environment simulating rainy season and wear.
4. To study the viability of the created glow in the dark paint using cost
analysis.
1.4 SIGNIFICANCE OF STUDY
This thesis can provide insights about the utilization of luminescent pavement
markings as an alternative in order to reduce traffic accidents caused by insufficient roadway
delineation and roadway visibility. This thesis can also provide expanded tools to engineers
and professionals alike wherein traditional approach to roadway safety is either costly due to
lack of access to electricity, manpower and other necessities that would incur additional costs
or due to impracticality.
pg. 11
1.5 SCOPE AND DELIMITATION
This thesis covers from the feasibility of developing an alternative method of

illuminating the roadway through phosphorescent pavement markings up to the conclusion of
equations of strontium aluminate to the traffic paint with respect to cost and luminance and
its possible integration with roadway lighting using cost benefit analysis during rainy season
only. All experiments were conducted in a controlled environment.
This thesis only covered the phosphorescent property specifically luminance and
will not cover the other physical (e.g. Mechanoluminescent, emission spectrum,
spectroscopic composition, etc.), chemical property and other characteristics of Strontium
Aluminate.
Retro reflection (mcd/m2/lux) and the range of the visibility range of the Strontium
Aluminate mixed paint was not measured in this thesis. Also, risk assessment, safety audit
and other tools that evaluated the hazard or safety of the road was not covered in this thesis.
Lastly, traffic psychology and behaviour of road user in response to the glow in the dark
markings were not part of the thesis. The effects of the phosphorescent paint to other
creatures were also not studied in this thesis.
Other factors affecting the luminance emitted were not measured due to its
difficulty in quantifying the data and lack of resources. Some of which are the brightness of
the illuminate, wavelength or the emission spectra of the source (since D65 illuminate is the
closest illuminate simulating sunlight and the researchers were not able to find the definition
of the illuminate from organizations like Commission International L‟eclirge (CIE), lastly
other external effects affecting the sample in a controlled environment like minute amount of
light coming from the digital camera, laptop and other equipment were not measure which
directly affects the relative luminance of the sample.
Lastly this study focuses the application of the said chemical to cold applied traffic
paint only specifically for roadway use only. Its other potential uses were not further
discussed and evaluated.
1.6 PAINT TECHNOLOGIES
pg. 12
Paint technologies refer to paints with special properties other than merely being
clearly visible. These include glowing paint for usage during the night and dynamic paint,
which glows only under special circumstances.
1.7 MODERN CONCEPT
One of the main tasks of the driver is to follow the road. During the day, when the
visibility on the roads under good weather is undisturbed, it is not difficult. However, at night
on unlighted roads is not simply to identify flow of traffic. Therefore, the drivers often
complain on insufficient signalling in the terms of night driving. Quality solutions to specific
local traffic problems can have a significant impact on the quality of the entire flow of the
network traffic, increased security in closer and wider area and motivated participants in the
traffic on collaboration. In the near future, the road (road markings) will "glow" in the dark
without being illuminated by headlights of the vehicle; detect the presence of ice on the roads
thanks to a new type of material for road markings, modern technologies and new materials
for the road. In the long term, smart roads will charge electric cars and their connection with
GPS devices will provide continuous monitoring of traffic.
1.8 FUTURE MODERN CONCEPTS FOR ROAD MARKINGS
In the mid-2013. in the Netherlands will be built first "smart" highway on which
will contain a special asphalt, which will not only light up in the dark, but drivers will be able
to get direct from him information about road conditions. Smart highway was designed by a
team from the company Studio Roosegaarde, while the infrastructure provided Heijmans
group. The Smart Highway by Studio Roosegaarde and infrastructure management group
Heijmans won Best Future Concept at the Dutch Design Awards, and has already gone
beyond pure concept. The studio has developed a photo-aluminising powder that will replace
road markings. It charges up in sunlight, giving it up to 10 hours of glow-in-the-dark time
come nightfall. Special paint will also be used to paint markers like snowflakes across the
road’s surface. When temperatures fall to a certain point, these images will become visible,
indicating that the surface will likely be slippery. Roosegaarde says this technology has been
around for years, on things like baby food. In this way, drivers will be warned in real time
that the road they are driving is slippery and should adapt driving to the current conditions.
The first few hundred meters of glow-in-the-dark, weather-indicating road will be

installed in the province of Brabant in mid-2013, followed by priority induction lanes for
pg. 13
electric vehicles, interactive lights that switch on as cars pass and wind-powered lights within
the next five years . The idea is to not only use more sustainable methods of illuminating
major roads, thus making them safer and more efficient, but to rethink the design of highways
at the same time as we continue to rethink vehicle design. As Studio Roosegaarde sees it,
connected cars and internal navigation systems linked up to the traffic news represent just one
half of our future road management systems — roads need to fill their end of the bargain and
become intelligent, useful drivers of information too.
1.8.1
In this part of the road glow in the dark lines are installed, called Glowing Lines.
These lines collect energy during the day and give light in the evening. Here the landscape
becomes an experience of light and information. As a result this increases visibility and
safety. Roosegaarde and Heijmans launched the Smart Highway concept at the Dutch Design
Week. Since then the technical development of the idea has started and several versions have
been tested in durability and user experience. This comes now to result in Oss as a matured
design. When driving in the dark Roosegaarde describes it as ‘going through a fairy tale’.
The Glowing Lines can be experienced every night at the N329 in Oss, the
Netherlands. Based on this pilot, new projects will be launched internationally. Also the
Dutch minister of Infrastructure has asked Daan Roosegaarde to make a new Smart Highway
design for the ‘Afsluitdijk’, the Dutch iconic dike of 32km.The 12th of November
Roosegaarde and Heijmans will launch the next Smart Highway project, the first unique Van
Gogh-Roosegaarde light emitting bicycle path. This cultural spinoff is inspired by Van
pg. 14
Gogh’s masterpiece ‘Starry Night’, and gives cyclists the opportunity to experience a modern
version of this painting in an innovative landscape of light. The path is part of the historic
Van Gogh route in Nuenen, the Netherlands.
 PROFILE STUDIO ROOSEGAARDE
Artist and innovator Daan Roosegaarde (1979) is internationally known for creating
social designs that explore the relation between people, technology and space. His Studio
Roosegaarde is the social design lab with his team of designers and engineers based in the
Netherlands and Shanghai. Roosegaarde is in the top 5 of Sustainable Trouw 100 as most
influential Dutch green leader. With projects ranging from fashion to architecture his
interactive designs such as Dune, Intimacy and Smart Highway are tactile high-tech
environments in which viewer and space become one. This connection, established between
ideology and technology, results in what Roosegaarde calls 'techno-poetry'
 PROFILE HEIJMANS
Heijmans is a listed company that combines activities related to real estate

development, residential building, non-residential building, technical services and
infrastructure. Heijmans is active in the Netherlands, Belgium and Germany. Our focus on an
integrated approach and high-quality execution creates added value for our customers.
Heijmans realizes integrated, innovative projects for large customers, such as companies and
government organizations, and homes for investors and consumers. With over 7,400
employees and € 2.1 billion in revenues in 2013, we are building the spatial skylines of
tomorrow.
1.9 ROAD-SYSTEMS IN THE NETHERLANDS
The Romans developed a solid road structure in the Netherlands, which was part of
the Roman Empire at that time. However, at the beginning of the nineteenth century, the
Roman road system declined due to a lack of maintenance. This meant that the Dutch needed
to find a solution and use a different transport system: water networks. Because transporting
goods by water was very common, the Netherlands only had about two hundred kilometres of
paved roads in the nineteenth century. This changed as soon as Napoleon annexed the
Netherlands. Napoleon established a Dutch road network plan in 1811, which was adopted by
the Dutch King William I upon Napoleon’s defeat (Baart & Markerink & Metz, 1996).
pg. 15
In the beginning of the twentieth century, the future of Dutch transport was often
sought in the railway network. Yet, several Dutch Road Conferences insisted on the
construction of highways, leading to the establishment of the Nederlandsche Vereeniging
voor Autosnelwegen in 1927. This association constructed a connection between Amsterdam
and Rotterdam, a road from Germany to The Hague and an airport at the junction of the two
roads. Other civil organisations, such as the Koninklijke Nederlandse Toeristenbond (Royal
Dutch Touring Club) also greatly influenced the development of the Dutch road systems by
addressing the topic of road safety. Around the same time the Dutch ministry of traffic and
transport established a road tax law, which generated the funds needed to build and improve
roads (Bax, Hagenzieker & Leroy, 2014, p.132). In turn, the Dutch road network was
drastically improved by imitating Mussolini’s autostrada and Hitler’s Autobahn. Separate
lanes, hard shoulders and interchanges were introduced in the Dutch road networks (Baart &
Markerink & Metz, 1996).
Between 1945 and 1975 knowledge organisations were established which looked
into the topic of road safety. An example of such an organisation is the SWOV, the Stitching
Wetenschappelijk Onderzoek Verkeersveiligheid (the institute for Road Safety Research).
The Ministry also introduced a specific division for road safety and initiated national road
safety policy plans (Bax, Hagenzieker & Leroy, 2014, pp.132-133). It can be noted that the
knowledge world generally set the tone to which policies would commonly follow; the
acquired knowledge on road safety was now also adopted with the use of governmental
policy plans.
The oil crisis in the mid-1970s should have had some impact on the mobility and
road construction boost. Yet, the number of cars or lengths of car journeys in the Netherlands
were not affected by the measures taken by the government (Baart & Markerink & Metz,
1996). At the same time, the safety division of the Ministry increased substantially together
with the research institutes. The link between knowledge and policy on road safety increased
even more and the government assured an interconnection between both by requesting
researchers to be employed within the Ministry (Bax, Hagenzieker & Leroy, 2014, p.133). As
can be seen, the government increasingly wanted to influence the overcrowded Dutch
mobility networks via policies which are based on research done by either private or
governmental institutions.
pg. 16
It was not until the 1990s that a new trend became visible in the road construction
plans. In order to prevent traffic jams, roads were widened instead of lengthened in order to
create more space and mobility. Again, it did not decrease the use of the car as the road
network became even more intensively used, making the car without doubt the most popular
mode of transport until this day (Baart, Markerink & Metz, 1996). Currently, local and
regional governments are responsible for their road maintenance and safety. Moreover,
knowledge institutions became corporatised and developed their own research agenda and
strategies. Both of these changes create a multi-sector governance, ranging from local to
national policies and institutions.
This new multi-level governance concerning road developments is not the only
notable change. Due to the rise of information and communication technologies in the 1990s,
artefacts were innovatively made smarter. Smart phones were developed and a lot of effort
was - and is still being - put into the development of smart cars. Following all these
innovations and new mind-sets, one can wonder why roads remained as they were for such a
long time. It is only a fairly recent phenomenon that roads are seen as something more than
just a technical artefact. This shift in thinking is highly welcome in a world in which 54% of
its population lives in cities (“Urban population growth”, 2016-06-14).
Currently, roads are only used 20% of the time, during the other 80% the road
remains untouched (Linde, 2016). This low percentage has a negative impact on city life,
since roads are unoccupied most of the time yet still take up quite a lot of space in a city. If
we would use the space occupied by a road more efficiently, the quality of life in cities can
drastically improve. At the moment, creative ideas are applied to make use of the otherwise
unused space. An example of this is a public square in Japan (idem). During the day, the
square is used by all kinds of road users. Yet, during the evening hours the square is closed
off and made a pedestrian zone only. It is only then visible, that the lines on the square
represent the lines of a gymnastic hall, allowing the citizens to sport and meet one another
after work. Another example is the bicycle path based on Van Gogh’s painting The Starry
Night. By combining art with road infrastructure, the bicycle path is not just an ordinary path.
Instead, it stimulates not only the users but also tourists or visitors to engage with a road in a
different manner. People are made more aware of the bicycle path and its use, moreover
people can be brought together to appreciate the technological artwork.
pg. 17
Both these examples show that we can use space occupied by roads more
efficiently, once a different notion of a road is embraced. This can be done by extending the
function and usage of a road, as the given examples illustrate. Yet, the notion of a road can
also be created anew when a smart road technology, such as the solar road, is implemented.
Such cases transform the road from a passive into an active entity, as it for instance actively
stores and spreads solar energy. These extended or new road uses are based on the idea that a
road is not a mere technical artefact, but also has to be a social entity: “Roads no longer
merely lead to places; they are places” (Baart, Markerink & Metz, 1996). A road is not just a
means to an end anymore. Using roads for only 20% of the time has become unfeasible and
inefficient, other functions and solutions have to be searched for. The current dead-end and
narrow alley of road usage should be escaped in order to stimulate and improve city life. By
innovating and applying new smart road technologies an increase in the usage of roads can
occur. In the end, this could lead to the notion of a road as an end and place in itself.
It would then be wise to re-evaluate the concept of a road and to include more
advanced and pragmatic notions. Considering roads as social entities, it can be shaped in such
a way that it lives up to societal needs. Yet, this new perception of a road calls for new design
methods with which societal problems and wishes can be adequately tackled. To do so, a gap
between the engineering and social sciences has to be bridged. The two disciplines have to
work together in order for technologies to be successfully regulated and utilized (Brey, 2016).
In the case of innovating road networks, the disciplines of engineering, philosophy of design
and philosophy of technology should be brought together.
An illustration of such cooperation can be seen in the case of building and

infrastructure company Heijmans. The company looks into new design methods, by not only
looking into new technological advancements but also by involving the artistic studio
Roosegaarde. This collaboration led to the aforementioned bicycle path dedicated to Vincent
van Gogh as well as to the earlier explained technolog of glowing lines. In the following
interview, Joziene van de Linde (Managing Director of Heijmans Technologies) elaborates
on this philosophical new take and explains how Heijmans’ aims to make an ordinary road
smart as well as how these visions are realized.
pg. 18
2 LITERATURE REVIEW
Literature is nothing but the information regarding too smart road which is ‘glow-in-the-
dark.’
2.1. BRIEF HISTORY OF LUMINESCENCE
Based from the study conducted by Newton (1957), the term "luminescence" was
initially coined as "luminescent" by the German physicist and historian of science, Eilhardt
Wiedemann, in 1888 for every phenomena of light which is not exclusively developed by the
increase in temperature. According to Newton (1957), luminescence or "cold light" was
recognized by Weidmann (1888) to be the anti-thesis to incandescence or "hot-light".
Weidmann recognized types of luminescence, one of which was photoluminescence, where
solids are excited by the light itself and is further subdivided into fluorescence and
phosphorescence. E. L. Nichols and Snow (1892) defined luminescence as the excess of short
wavelengths in certain heated incandescent oxides (e.g. thorium or magnesium). Newton
(1957) also stated that the term "luminescence" is a broad term while the term
"phosphorescence" is also used as a general term, but exclusively applies to luminescence
excited by radiation or streams of particles.
2.2. DEFINITION OF ILLUMINANCE
It was stated by Koshel (2013) that illumination can be quantified into two
categories: (1) radiometric terms which are usually utilized for nonvisual systems; and (2)
photometric terms which are typically used in visual systems.
Koshel (2013) mentioned that for the surface flux density on a target, illuminance
and irradiance are the photometric and radiometric quantities respectively. He stated that the
terms describe the spatial distribution of light since they integrate the luminance or radiance
over the angular component. Detectors operate in this mode in the sense that the power
incident on the detector surface is dependent on its area.
Koshel (2013) also states that the singularity of the illumination distribution depicts
how the measured distribution accredits the objective distribution. The distribution of
illumination could be quantified into at least one of three quantities: (1) Irradiance or
Illuminance which is measured in flux/unit area, (2) Intensity which is measured in
flux/steradian, or (3) Radiance or Luminance which is measured in flux/steradian/unit area.
pg. 19
Lindsay (1997) stated that one of the most widely used method for calculating
illuminance at a point, is the inverse square law. Also, the tangential illuminance at a point
which is normal to the source is calculated via the equation𝐸 = 𝐼/𝐷2, where I is the luminous
intensity measured in terms of candela, and D is the perpendicular distance. When the plane
is not perpendicular to the source, then 𝐸 = 𝐼𝑐𝑜𝑠3𝜃/𝐻2.
2.3. WAYS TO IMPROVE TRANSPORTATION SAFETY
According to the International Commission on Illumination or CIE (2007) an

international survey on road safety conducted at the turn of the century, estimated that for
road accidents, around 750 to 880 thousand people die yearly, and around 23 to 34 million
are injured. They have stated that the great majority, about 86% of these deaths, occurred
outside Europe North America and Japan, with Asia accounting for nearly half of the total. In
general, accidents are still increasing in the developing countries, though not as dramatic in
the past decades, while decreasing in industrialized countries. Overall, this figure is still
increasing, by 1.0 to 1.1 million fatalities per year by the year 2010, and between 1.0 and 1.3
million by 2020. As of now, the greatest contributors are the developing countries CIE
(2007). According to Garber and Hoel (2009), there are several mechanisms for reducing
crashes due to access, one of which was the proper signing and pavement markings to warn
and direct motorists about the changing conditions on the road. They also mentioned that the
adequacy of the visibility of pavement markings also contribute in increasing the extent in
which pavements perform safely.
2.4. SAFETY DESIGN, AN OVERVIEW
According to the DPWH manual for 2011, the main objective of a safe road design
is to guarantee the safety of road users. Which he said depends on some factors such as: good
visibility/sight distance, delineation and signing.
It was also stated that if the alignment considerations in the design of road
constraints requires a tight alignment, it is critical to provide visual and physical features to
increase the road user‟s awareness about the changing conditions and adjust their speed.
It is also detailed in the significance of sight distance, that the driver‟s ability to
perceive the road ahead and react to any hazardous situation is very vital for the safe and
efficient operation of a vehicle on a highway. It must allow the driver to avoid any object or
pg. 20
come to a safe stop to avoid collision. Sufficient sight distance for both the horizontal and
vertical directions of the road must be provided. Provision of clear signing and pavement
marking systems to locate where there is insufficient sight distance for safe overtaking.
Hence the safety provisions for sight distance depends on the characteristics of the
following: (1) Driver(i.e. driver alertness, hazard recognition, driver’s decision making); (2)
Vehicle(i.e. vehicle type, tire-road friction, driver’s eye height, vehicle speed), and (3) Road
Environment(i.e. road geometry, road surface, road illumination at night).
2.5. HIGHWAY LIGHTING
Bindra (1977) stated that the necessity for highway lighting scheme to promote safe
and efficient vehicular and pedestrian traffic movement along the road cannot be over-
emphasized. In highway lighting, the driver must be able to clearly discern the presence and
movements objects on or adjacent to the road that may be a possible hazard.
Based from the 2012 manual of the DPWH adequate street lighting helps prevent
accidents at night. It was notably essential where there is high volume of pedestrians, cyclists
or other poorly lit road users, including animals.
It is stated from the 2012 manual of the DPWH that it is imperative for intersections
to be adequately lit since this area is where most vehicles of varying speeds converge and
slowing vehicles make a turn or enter an intersecting road. Same goes for raised islands at
intersections since these road elements provide the motorist with early indication of an
intersection.
All objects are seen by contrast, either darker against a lighter background (eg.
words on a page), versa (eg. candle flame in the dark). The skill to perceive objects is based
on this contrast, hence the needs for increased contrast at low lighting levels is needed to
greatly perceive smaller details. Unless the objects itself are self-luminous, their contrast with
the background comes from the amount of light directed at them which is then returned to the
eye of the road user, be they driver or pedestrian.
Vehicle headlights are most effective at making vertical features, on or off the road,
appear brighter than the background. While fixed roadway lighting works largely by making
the road surface brighter than objects upon it, which are usually seen as silhouettes with little
pg. 21
internal detail. For both systems, light coming directly from the light source transmitted to the
eye (eg. glare) must be kept to a minimum as it reduces the sensation of contrast. This is a
particularly intractable problem for vehicle head lighting.
Building blocks of lighting and definition
1. Power of Light - The Lumen
The "luminous flux”, or radiation, which comes from lamps are measured in lumens, this
quantity allows for the sensation of "light" experienced by us, which depends on the
wavelength of the radiation observed. At the peak of sensitivity one watt of radiated
electromagnetic power is equivalent to 683 lumens.
2. Intensity - The Candela
A lamp emits light in all directions. The flux emitted in a given direction within a very small
solid angle "surrounding" the direction, divided by the solid angle, is the intensity in that
direction. The unit of measurement, lumens per steradian, is called the candela (cd).
3. Illuminance
The flux from a luminaire travels in various directions through space until it strikes a surface.
The amount of light falling per unit area of the surface is called the illuminance, and is
measured in lumens per square metre or lux (lx).
4. Luminance
Finally, for an object to be seen, some of the light striking it has to be scattered in the
direction of the driver's eyes. The measured intensity of this reflected light per unit area of
illuminated surface is called the luminance of the surface, and is measured in candelas per
square meter. It is the differences in luminance between various objects and their
backgrounds which basically determine how visible they are. The concept of luminance is
used also to describe the characteristics of extended light sources, such as internally
illuminated road signs. The relationship between the illuminance of a surface and its
consequent luminance is quite complicated, as it depends on the direction from which the
incident light strikes the surface, the direction from which it is viewed, and the inherent
qualities of the surface itself its reflection characteristics (CIE, 2007).
2.6. PAVEMENT MARKINGS
pg. 22
Coleman (2006) stated that technically, road markings include all lines, symbols,
words or other devices that are applied to, set into, or attached to a carriageway of a sealed
road. He said that its primary functions are to direct motorists into definite positions on the
road, and to supplement the regulations and warnings of traffic signs and signals.
According to the 2011 manual of the DPWH, a clear and effective pavement
markings scheme is necessary for the traffic management of vehicles and pedestrians, which
is usually represented by lines, symbols, messages, or numerals, and may be set into the
surface of the pavement. In some cases, pavement markings supplement traffic control
devices (e.g. traffic signals and road signs), or simply direct traffic, or give advance warning,
or impose restrictions supported by traffic regulations.
Though, pavement markings have definite limitations: subject to traffic wear and
require proper maintenance; not clearly visible on wet or dusty roads; may be obscured by
traffic; skid resistance effects require careful choice of materials; and inapplicable on
unsealed roads.
Improper application of pavement markings may confuse road users. Unless new
pavement markings will directly overlay worn-out ones, old pavement markings must be
scraped off, totally erased, and road surface must be resealed before new pavement
markingsare installed. Similarly, when raised pavement markers on concrete roads are used to
supplement reflectorized painted markings, the painted markings should be completed before
the raised pavement markers are laid. Where a road on which raised pavement markers have
been installed is to be resealed, all markers shall be removed and holes repaired just prior to
resealing.
Uniformity in the design of Pavement markings should be imperative, as with all

other traffic control devices, to be easily recognizable and instantly understood by all drivers.
Detailed drawings of the standard designs and locations are provided to Regional and District
Offices, local traffic authorities, material suppliers/manufacturers and similarly interested
agencies on request to the DPWH.
2.7. TYPES OF PAVEMENT MARKINGS
Based from the 2011 manual of the DPWH, they classified pavement and curb
markings into the following groups: (1) Longitudinal lines which are laid in the direction of
travel (e.g. Center Line, Lane Line, Double Yellow Line, ‘No- Passing’ Zone Markings,
pg. 23
Pavement Edge Line, Continuity Lines, and Transition Line); (2) Transverse Lines which are
laid across the direction of travel (e.g. Stop Line, Give Way Lines, Pedestrian Crossing
Markings, and Roundabout Holding Lines); (3) Other lines(e.g. Turn Lines, Parking Bays,
Painted Median Islands, and Bus & PUJ Lane Lines); and, (4) Other markings(e.g. Approach
Markings to Islands and Obstructions, Chevron marking, Diagonal Markings, Markings on
Exit and Entrance Ramps, Curb Markings for Parking Restrictions, Approach to Railroad
Crossing, Messages and Symbols, and Pavement Arrows).
2.8. MATERIALS USED ON ROAD MARKINGS
According to the specifications of the 2011 manual of the DPWH, non-skid

materials are to be used for road pavement markings and must not protrude above 6mm from
the level of the road. It also stated that raised pavement markers laid on concrete roads must
not protrude above 25mm from the level of the road.
One of the commonly used materials for road markings are reflectorized paints. The
paint with glass beads, embedded or premixed can be applied either by hand or with line
marking machines. For appropriate reflectorization at night, the amount of glass beads used
should be no less than 0.45 kg and no more than 0.50kg per liter for drop-on and at least 30%
for pre-mixed paints. Glass beads also improve skid resistance. The glass beads are applied
either by being: (1) Drop-On, wherein the glass beads are „dropped‟ onto pavement marking
materials as they are being applied. The thickness of the wet paint film should be at least 60%
of the nominal diameter of the drop-on glass beads, which, varies from 0.40mm to 1.0mm.;
(2) Pre-Mixed, wherein the glass beads are mixed with the paint from the material source and
directly applied to the pavement.
2.9. TRAFFIC PAINT AS A DELINEATOR ON PAVEMENT MARKINGS
According to Fajardo (1993), among the most advantageous devices for traffic
control and direction are pavement markings (i.e. paint, epoxies, thermoplastics, inlays and
reflectors).
1. The paint film thickness should be in a range equal to 0.015 inch with about 60%
solid.
2. The paint coverage should be about one gallon per 100 meters of continuous 10
Cm stripe.
pg. 24
3. In addition, 2-3 kilos of glass beads with an average diameter of 0.5mm per gallon
are added to the paint or by the drop in during application.
4. Re-striping (repainting) frequency depends on a variety of factors reported to be
as frequent as 3 time per year where traffic is very heavy.
5. Paint must dry after application at the rate of less than 60 seconds and not more
than 3 times.
2.10. PAINT TECHNOLOGIES
Paint technologies refer to paints with special properties other than merely being
clearly visible. These include glowing paint for usage during the night and dynamic paint,
which glows only under special circumstances.
The currently most developed form of smart road technologies are glowing lines.
The principle is very easy: A special paint used for the markings on the road absorbs sunlight
during the day and then glows in the night. The idea is that by replacing the normal white
road markings on the side with the sustainable glowing paint, roads would get safer and more
eco-friendly. Country roads, which currently have no street lights, would become safer.
Highways, which are usually lit by street lamps in the Netherlands, could manage without or
with less street lamps, so that less money has to be spent on street lighting and light pollution
can be avoided.
2.10
2.10.1 HOW DOES IT WORK?
pg. 25
The key to such a technology’s success is, naturally, the paint. The most important
ingredient is a form of phosphorescent crystal. The word ‘phosphorescent’ originates from
the glowing property of a form of phosphorus - literally, it means ‘the light bringing one’ in
Ancient Greek, referring to the morning star (Gundermann, 2016). However, this does not
mean that roads will be painted with highly inflammable and toxic white phosphorus. A
phosphorescent material is simply a material that absorbs light, but does not emit it again
instantly (like a fluorescent material would), but with a delay. It is a form of
photoluminescence, which is a form of luminescence (an overview about forms of
luminescence can be found in the infographic)
In these phosphorescent crystals, electrons can move freely. Phosphorescence then

happens when an electron is lifted to a higher energy state (e.g. by the ultra violet rays of the
sun), and then conserved for a while in a stable intermediate state, before it falls back - giving
away the energy in the form of light (Gundermann, 2016). However, according to the
construction company Heijmans, who is working on glowing lines rights now, this natural
photoluminescence stores not enough energy to let the lines glow for 10 hours (Linde, 2016).
Therefore, they are now working on solutions in which they combine this natural
form of light emission with electrically charged lines. Since this is a technology in
development, this is all they can reveal right now. What Heijmans can also not reveal yet is
the technology behind dynamic paint. This paint is supposed to only glow when temperature
drops under a certain temperature value, e.g. to warn about ice on the road. This could be
combined with glowing lines and of course a combination with solar panels is also
conceivable: The energy produced by the solar panels could even help in stabilizing the
glowing effect.
2.10.2 WHAT HAS BEEN REALIZED SO FAR?
The first replacement of normal marking paint with glowing paint has been realized
and is still under construction by Heijmans, the previously mentioned construction company,
and Studio Roosegaarde, a designlab for interactive art. There is a test route in Oss (NL),
where the normal road markings are painted with glowing paint in the usual shape (as it is
required by legislation). However, not only predetermined shapes can be realized with
glowing paint. The Van Gogh bicycle path in Eindhoven shows the possibility of
incorporating art into roads: The road pictures a luminescent replica of Van Gogh’s ‘Starry
pg. 26
Night’. Glowing paint can therefore not only alter our driving-experience in an expected way,
but also turn it into something aesthetic.
2.10.3 WHERE DOES THE IDEA OF SMART ROADS COME FROM?
To be ready for future markets, we started to put more time into our innovation
processes. Heijmans was already innovating a lot in the field of asphalt, but this was done for
our own projects and markets. Now, we started innovating more towards other markets. It is a
strange thing to see that mobile phones and cars become smarter, whereas the road stays the
same. We are constantly talking about ‘an internet of things’ but infrastructure is not part of
that. We do not think that this is a smart approach and that was the reason for us to initiate the
smart highway innovation programme.
2.10.4 WHAT MAKES A ROAD SMART?
Smart is all about communication, you can be very smart but if you cannot relay
your ideas to someone else, it is of no use. This is also the key for objects. A smart highway
would eventually be able to communicate with cars that are driving on the road. To me a road
also gets smarter when it becomes more flexible. Maybe the object itself is not really smart,
but if you use it in a smart way it becomes smart as well. A perfect example of this is a public
square built in Japan. I have never been there but I have seen pictures of it. It is made of very
harsh rubber-type of material and on the square there all these lines drawn and if you look at
it, it is like a gymnasium. First you do not notice the gymnasium design when you drive over
it, but when the square is closed off for cars after work hours, it becomes clear. Citizens can
play sports after office hours on the public square, it is really fun. Such an idea is exactly
what I mean by using public space in a different way and it shows that even with old
techniques you can be ‘smarter’ in the way public space is used.
2 .11 .LUMINOUS PAINT
Luminous paint or luminescent paint is paint that exhibits luminescence. In other
pg. 27
words, it gives off visible light through fluorescence, phosphorescence, or radio luminous.
2.11
A. FLUORESCENT PAINT
Fluorescent paints offer a wide range of pigments and Chroma which also 'glow'
when exposed to the long-wave "ultraviolet" frequencies (UV). These UV frequencies are
found in sunlight and some artificial lights, but they and their glowing-paint applications are
popularly known as black light and 'black-light effects', respectively. In fluorescence the
visible light component sometimes known as "white light" tends to be reflected and perceived
normally, as colour; while the UV component of light is modified, 'stepped down'
energetically into longer wavelengths, producing additional visible light frequencies, which
are then emitted alongside the reflected white light. Human eyes perceive these changes as
the unusual 'glow' of fluorescence. The fluorescent type of luminescence is significantly
different from the natural bioluminescence of bacteria, insects and fish such as the case of the
firefly, etc. Bio-luminescence involves no reflection at all, but living generation of light (via
the chemistry of Lucifer in).There are both visible and invisible fluorescent paints. The
visible appear under white light to be any bright colour, turning peculiarly brilliant under
black lights. Invisible fluorescent paints appear transparent or pale under daytime lighting,
but will glow under UV light in a limited range of colors. Since these can seem to 'disappear',
they can be used to create a variety of clever effects.
pg. 28
2.11.1
Both types of fluorescent painting benefit when used within a contrasting ambiance
of clean, matte-black backgrounds and borders. Such a "black out" effect will minimize other
awareness, so cultivating the peculiar luminescence of UV fluorescence. Both types of paints
have extensive application where artistic lighting effects are desired, particularly in "black
box" entertainments and environments such as theatre’s, bars, shrines, etc. Out-of-doors,
however, UV wavelengths are rapidly scattered in space[clarification needed] {waves are
known to bounce off surfaces, outdoors the bounce is imperceptible} or absorbed by complex
natural surfaces, dulling the effect.[clarification needed] {as a human you only see reflected
waves of photons you call light, black matte is ultimate absorption at infinite angles thus
enhancing any escaped wave of light ; thus dim becomes bright} Furthermore, the complex
pigments will degrade quickly in sunlight.
A. PHOSPHORESCENT PAINT
Phosphorescent is a type of photoluminescence related to fluorescence. Unlike

fluorescence, phosphorescent material does not immediately re-emit the radiation it absorbs.
The slower time scales of the re-emission are associated with "forbidden" energy state
transitions in quantum mechanics. As these transitions occur very slowly in certain materials,
absorbed radiation is re-emitted at a lower intensity for up to several hours after the original
excitation. Everyday examples of phosphorescent materials are the glow-in-the-dark toys,
stickers, paint, and clock dials that glow after being charged with a bright light such as in any
pg. 29
normal reading or room light. Typically, the glow slowly fades out, sometimes within a few
minutes or up to a few hours in a dark room.
In simple terms, phosphorescence is a process in which energy absorbed by a

substance is released relatively slowly in the form of light. This is in some cases the
mechanism used for "glow-in-the-dark" materials which are "charged" by exposure to light.
Unlike the relatively swift reactions in fluorescence, such as those seen in a common
fluorescent tube, phosphorescent materials "store" absorbed energy for a longer time, as the
processes required re-emitting energy occur less often.
2.11.2
Common pigments used in phosphorescent materials include zinc sulphide and

strontium aluminate. Use of zinc sulphide for safety related products dates back to the 1930s.
However, the development of strontium aluminate, with a luminance approximately 10 times
greater than zinc sulphide, has relegated most zinc sulphide based products to the novelty
pg. 30
category. Strontium aluminate based pigments are now used in exit signs, pathway marking,
and other safety related signage.
B. RADIOLUMINESCENT PAINT
Radio luminescent paint is a self-luminous paint that consists of a small amount of a

radioactive isotope (radionuclide) mixed with a radio luminescent phosphor chemical. The
radioisotope continually decays, emitting radiation particles which strike molecules of the
phosphor, exciting them to emit visible light. The isotopes selected are typically strong
emitters of (beta radiation), preferred since this radiation will not penetrate an enclosure.
Radio luminescent paints will glow without exposure to light until the radioactive isotope has
decayed (or the phosphor degrades), which may be many years.
2.11.3
Because of safety concerns and tighter regulation, consumer products such as clocks
and watches now increasingly use phosphorescent rather than radio luminescent substances.
Radio luminescent paint may still be preferred in specialist applications, such as diving
watches.
a. RADIUM
Radio luminescent paint was invented in 1908 and originally incorporated radium-
226. Radium paint was widely used for 40 years on the faces of watches, compasses, and
aircraft instruments, so they could be read in the dark. Radium is a radiological hazard,
emitting gamma rays that can penetrate a glass watch dial and into human tissue. During the
1920s and 1930s, the harmful effects of this paint became increasingly clear. A notorious
case involved the "Radium Girls", a group of women who painted watch faces and later
pg. 31
suffered adverse health effects from ingestion. Radium was banned from this use decades ago
by international law, but the thousands of legacy radium dials still owned by the public can
be a dangerous source of radioactive contamination.
Radium paint used zinc sulphide phosphor, usually trace metal doped with an
activator, such as copper (for green light), silver (blue-green), and more rarely copper-
magnesium (for yellow-orange light). The phosphor degrades relatively fast and the dials lose
luminosity in several years to a few decades; clocks and other devices available from antique
shops and other sources therefore are not luminous any more. However due to the long 1600
year half-life of the Ra-226 isotope they are still radioactive and can be identified with a
Geiger counter.
The dials can be renovated by application of a very thin layer of fresh phosphor,
without the radium content (with the original material still acting as the energy source); the
phosphor layer has to be thin due to the light self-absorption in the material.
b. PROMETHIUM
In the second half of the 20th century, radium was progressively replaced with
promethium-147. Promethium is only a relatively low-energy beta-emitter, which, unlike
alpha emitters, does not degrade the phosphor lattice and the luminosity of the material does
not degrade so fast. Promethium-based paints are significantly safer than radium; the half-life
of 147Pm however, is only 2.62 years, it is therefore not too suitable for long-life
applications.Promethium-based paint was used to illuminate Apollo Lunar Module electrical
switch tips and painted on control panels of the Lunar Roving Vehicle.
c. TRITIUM
The latest generation of the radio luminescent materials is based on tritium, a

radioactive isotope of hydrogen with half-life of 12.32 years that emits very low-energy beta
radiation. The devices are similar to a fluorescent tube in construction, as they consist of a
hermetically sealed (usually borosilicate-glass) tube, coated inside with a phosphor, and filled
with tritium. They are known under many names – e.g. gaseous tritium light source (GTLS),
tracer, bet alight.
Tritium light sources are most often seen as "permanent" illumination for the hands
of wristwatches intended for diving, night-time, or tactical use. They are additionally used in
pg. 32
glowing novelty key chains, in self-illuminated exit signs, and formerly in fishing lures. They
are favoured by the military for applications where a power source may not be available, such
as for instrument dials in aircraft, compasses, lights for map reading, and sights for weapons.
Tritium lights are also found in some old rotary dial telephones, though due to their
age they no longer produce a useful amount of light.
2.12. APPERANCE
GID Green is a pale green colour and glows a luminescent green in the dark. This
product has the brightest glow. GID Aqua-blue is a pale green colour and glows a
luminescent turquoise blue in the dark. UV & GID Yellow/Green is a bright neon
(fluorescent) yellow colour, glows yellow under UV light and glows a luminescent green in
the dark.
2.13. BRIGTNESS AND DURATION OF GLOW
Before the paint will glow it must be charged or activated by light. High energy
light sources such as sunlight and UV light charge the paint very quickly; even in a matter of
a few minutes. Low energy light sources charge the paint much slower. After charging, the
paint glows brightly for a period of about 30 minutes and then enters an after-glow phase
during which the glow gradually fades away over about 12 hours. The actual glow can be
measured for almost 200 hours but practically the glow last about 12 hours. After eight or so
hours the environment must be pitch dark, with a person’s eyes accustomed to the dark, to see
the glow. These paints emit a subtle glow and not a bright light. They are not recommended
for use in areas with night lights such as near street lamps. GID Green emits the brightest
glow. GID Aqua-blue and UV & GID Yellow/Green are somewhat less bright. Yellow/Green
is highly visible in dim light due to its bright neon yellow colour. It is both Fluorescent and
Luminescent.
2.14. DURABILITY
These paints are highly durable with a life expectancy of over 12 years. The strength
of the glow is hardly impacted by aging. The binder used is a UV resistant pure acrylic,
adhesion promoted binder. GID Green and GID Aqua-blue are suitable for Interior and
Exterior applications. UV & GID Yellow/Green is only suitable for Interior conditions as the
pg. 33
bright neon yellow colour will fade in sunlight (it will however still glow green in the dark
after the neon yellow colour has faded).
2.15.APPLICATION
Apply to white or light coloured surfaces. Paint darker surfaces with a white acrylic
paint first. This paint has multiple surface adhesion technology and is thus suitable for many
surface types. For best durability prepare and prime surfaces as for normal acrylic/PVA paint.
Metals and exterior wood require priming first. Oil based paint & glossy surfaces require
application of a Universal Undercoat first. Lightly sand plastics first but not all plastic types
can be painted directly with these paints. The paint has high viscosity and 2 thick coats
should be applied with a paint brush. Wait 4 hours between coats. Spread Rate should be 4-5
square meters per litre per coat. Wash up with water immediately after use. It is not necessary
to apply a clear over-coat over this paint but in demanding applications you can apply our
non-UV absorbing Clear Top Coat to help keep the glow paint clean. Examples of demanding
applications where our Clear Top Coat is recommended include painting of floors and
handrails.
2.16. SAFETY AND ENVIRONMENTAL
The paints are non-radioactive. The paints are non-flammable as they are water
based paints. They contain a small amount of solvent but far less than conventional oil based
paints meaning that their odour is a lot lower. The paints are as safe to use as normal high
quality acrylic wall paints. They don’t contain lead, nonylphenyl ethoxylate, ethylene glycol
or white spirits that commonly make water based paints less environmentally friendly.
ll increasing, by 1.0 to 1.1 million fatalities per year by the year 2010, and between 1.0 and
1.3 million by 2020. As of now, the greatest contributors are the developing countries CIE
(2007).
2.17 ‘GLOW IN THE DARK’ ROAD LIGHTS THE WAY TO ENERGY

SAVINGS IN THE NETHERLANDS
The pricey cost of powering street lights has inspired clever minds in the
Netherlands to come up with glow-in-the-dark road markings.
pg. 34
Introduced this week after several years of development, the markings now light a
500-meter stretch of highway in the country, with one Dutch reporter saying it was like
“driving through a fairytale.”
The unique ‘glowing lines’ technology is the work of a team of designers led by
Daan Roosegaard, who combined paint with a photo-luminising powder to create road
markings that charge up during daylight hours and emit a soft green glow through the night,
for as long as eight hours.
This week’s roll-out, on the N329 highway about 60 miles south-east of Amsterdam,
marks the beginning of a test period (presumably they’ll ditch the plan if there are a ton of
accidents), though an official launch is thought to be likely in the coming weeks.
With an art and design background, it’s little surprise that Roosegaarde’s future
plans for his luminescent road markings could be even more dazzling. For example, his team
have been looking into the idea of creating temperature-sensitive markings, so if it’s freezing
cold, giant snowflake shapes could appear on the road surface to warn drivers to take extra
care with potentially icy conditions.
Speaking to the BBC last year about the project, Roosegaarde said energy use is
becoming an issue of growing importance for all nations, with the Dutch government shutting
off street lights, among other measures, to save money. He added that his glowing road “is
about safety and envisaging a more self-sustainable and more interactive world.”
2.18 GLOW-IN-THE-ROAD
Glow in dark paint, also named glow paint, Photoluminescent paint, Luminous
paint,Luminescent Paint. It is a new type of eco friendly alkaline earth aluminate self
luminous acrylic paint, which is made of strontium aluminate, also called photoluminescent
paint.
The glow paint can be charged by visible light or UV light. Then release energy in
the form of glowing in dark for hours. With time passing by, the brightness will decay
gradually. Then re-expose them under light, they can re-absorb light and reglow. This will
turn into a repeatable cycle and the paint can glow over 10 years.
With 12 colors available, the glow paint will help you achieve fabulous glow effect
of decoration or instruction.
pg. 35
2.18.1
 Glow In Dark Paint Functions:

1. . Long afterglow
After fully absorbing ambient light (visible light or UV light) for 15- 30min,
the glow paint can glow for hours. Different colors have different luminance.
Among the 12 colors, yellow green/blue green/sky-blue has the best glowing
effect.
2. High safety and Ecofriendly
SGS tested (based on Rosh standard);
Non-toxic, harmless, non-radioactive, nonflammable.
Can be used as face/body paint for adult (short time use).
3. Stable chemical/physical Property and good environmental adaptability
4. Cost and Energy Saving
No need of battery backup or maintenance free.
5. Multi-colored option
12 colors in total which will meet your specific need.
pg. 36
6. Repeated use
Absorb and emit light repeatedly, can glow over 10 years.
Glow In Dark Paint Note:-
1.The paint should be evenly stirred before using
2. If brush/spray/roll, two steps are recommended:
brush/spray/roll one layer of ordinary white paint as the premier paint, then
brush/spray/roll the water based acrylic glow paint (good adhesion between the two layers
must be confirmed). In this way the glowing effect can be improved by 40%.
Glow in dark paint type:
Smarol Photo luminescent water-based acrylic paint
Photo luminescent water-based acrylic paint is a novel environmentally friendly

paint developed by our company. Adopting water as the medium, with the advantages of non-
toxicity, hard-flammability, good adhesion, good weather-resistance, outstanding luminous
effect, it can be used on the surface of such materials as cement, wood, metal and plastic etc.
Smarol Photo luminescent acrylic road marking paint
This kind of photo luminescent paint is mainly applied to road marking, parking lot
and the indication line of subway etc. For its good adhesion and excellent grind resistance.
Smarol photo luminescent water based acrylic paint.
It is mainly applied to the surface of machine tools, machinery equipments,auto,construction

machinery by means of spraying or brushing. For better luminous effect, one layer of white
light-colored paint is suggested as the premier paint.
Smarol photo luminescent epoxy floor paint.
Photo luminescent epoxy floor paint is solvent-free, environmentally-friendly product It is

suggested that white paint with good adhesion be used as premier paint in order to improve
luminous effect. To avoid loss caused by solidifying, it should be used up as soon as
possible. The surface dry is more than 4 hours, while whole dry takes over 24 hours. The
suggested quantity is 800-1000g/Sq.m when the paint layer thickness is around 80 micron.
pg. 37
Durable, long lasting material can be painted onto streets and sidewalks to eliminate
the need for lamp posts.
While LED technology has, in some ways, become the latest poster child
for the future of energy-efficient lighting, it hasn’t discouraged entrepreneurs from tinkering
with a few intriguing alternatives that happen to not require any electricity at all.
2.18.2
Earlier this week, I wrote about an algae-powered street lamp, currently being
developed by a French biochemist, that absorbs carbon dioxide along with photosynthesized
sunlight and, in return, produces oxygen and bio-illumination for streets and parking lots.
Well, in the United Kingdom, a businessman named Hamish Scott hit upon a similarly bright
idea in creating Starpath, a special luminescent coating for common ground surfaces that
collects and stores energy from ambient light during daylight hours and releases a blueish,
galactic glow when it gets dark. The multi-layered organic material, which may cut electricity
bills, has proven promising enough that city officials in Cambridge have opted to try the
technology at Christ’s Pieces park where 1,600 square feet of a pathway were renovated.
What’s remarkable about Starpath is that while the material, a high-grade version of
what’s found in glow-in-the-dark toys, can generate reliable illumination for about 16
continuous hours, it also exhibits “smart” sensing qualities that allow it to adjust to varying
light conditions, brightening up just enough during the early evenings and going into full
effect when the sun is down. Though Scott says that Starpath loses luminosity over time,
pg. 38
most observers will still be able see people walking toward them and even make out what the
person is wearing. It’s also environmentally friendly and 100 percent recyclable.
“It is quite a cool thing. Until you have seen it, you can’t really comprehend it,”
Scott told the Fairfax NZ News in a seperate interview. Naturally, one might wonder if a park
with Starpath, as opposed to lamp posts, is safely lit. But, Scott adds, “When you are walking
down a pathway you know what is around you. From 80 metres away you could tell if
someone had a tie on or was male or female.”
The coating process involves first spraying a polyurethane base mixed with an
aggregate comprised of a rocky, sandy mixture. A layer of UV-absorbing material is then
spread over the base, followed by a waterproof polyaspartic finish that seals everything in
and protects it from harsh elements for as long as 60 years. Scott perfected his formula after
spending five years testing various combinations of light-storing particles and other advanced
materials on the pavement lining his own driveway.
“I wanted to test it there (his driveway) because I wanted to watch it for wear and
tear,” he says. “I wanted to make sure road traffic can go out on it without affecting its
overall effectiveness.”
His company, Pro-Teq Surfacing, can add its special self-lighting coating to
pathways for 70 British pounds per square meter (or about $10.50 per square foot), but the
cost can be reduced if it were a large scale job. And as of now, such a renovation requires
specialized equipment and so there isn’t a consumer market product for those who are hoping
to do it themselves.
“ But we aren’t just illuminating pathways,” Scott adds. “We also repair and
reinvigorate them, depending on how bad the damage is. Most jobs can be completed in a
matter of hours, and we try not to disrupt people’s day-to-day business.”
The product, however, has its limitations. First of all, it won’t work on anything
that’s loose, like pebbled or rocky surfaces, only smooth surfaces such a concrete, tarmac and
steel bridges. Scott also reasons that it wouldn’t be considered practical for areas, like busy
highways, which would be better served with conventional street lighting. He foresees the
technology mostly filling a niche within parks, suburban spots and parts of the developing
world that don’t have reliable access to electricity.
pg. 39
Andrea Reiner, Cambridge’s executive councilor for public places, told the
Telegraph that if park visitors are pleased with the Starpath technology, the city may consider
expanding its use to other regions of the city while also ensuring to “balance any safety
benefit against the desire to preserve the historic nature of our open spaces.”
Scott, who doesn’t consider himself a die-hard environmentalist, sees the value of
Starpath in very simple terms. “I just thought with this, that instead of making more
electricity, we’d try attacking it from the other end and save as much electricity and money as
we can,” he says.
2.19 HISTORICAL OVERVIEW
Nobody knows when humans started to use roads for the first time, yet many
historians would trace this back to around 10.000 B.C. (Maxwell, 1992). During this time the
glaciers started to retreat which enabled humans to travel to more temperate regions. The
stabilisation of the weather around 9.000 B.C. made a rise of agricultural communities
possible. Eventually, these agricultural communities desired road systems to be developed as
goods and supplies needed to be traded by which the community could be sustained.
These roads were not the roads we are used to today. Instead, it was not until 4.000
B.C. that the first paved road was established in cities located in Mesopotamia. The need for
paved road systems stem from the development of the wheel. The existing roads were neither
soft nor strong enough to carry wheeled vehicles. Paved streets, however, were able to bear
the wheel-transport (Piggott, 1983).
The development of paved road systems certainly did not stop there. The Romans
continued with the construction of paved roads, built from blocks of stone or lava, all over
their Empire. All roads literally lead to Rome. The Roman road system was built after the
Roman city grid pattern, consisting of roads based on East-West and North-South axes
(Stanislawski, 1946, p.116). At the crossing points of these axes, settlements were built which
became important cultural, economic and political centres.
Following this Roman road method, roads used to be built up from various layers of
massive rocks which could carry the weight of the vehicles on top. This was an expensive
endeavour, which made roadbuilding economically unfeasible (Craig, n.d.). It was not until
the mid-nineteenth century that this method changed. The Scottish engineer John McAdam
introduced more efficient and better quality road-making method: the macadam. The road
pg. 40
surface could now be made of a thin layer of small broken stones, which protect the
underneath soil from water and wear.
However, the macadam could not keep up with the invention of the motorcar and its
tyres. The macadam roads needed a lot of maintenance and created a lot of dust clouds
(“History of Asphalt”, n.d.). The century-old macadam method was replaced by tarmacadam,
a method which added tar to the original method. With the tarmacadam, the broken stones
were bound together and the dust levels decreased. A smoother was created by developing
the road surface further into an asphalt mix. These asphalt roads suited the rubber tyres which
arose in the 1920s, as the smooth surface made it possible for the tyres to last longer. Most of
our current roads are still based on this mixed asphalt method, although it developed even
further throughout the last century.
The asphalt roads made it more feasible and easier to introduce the modern highway
systems. The first limited access road was completed in 1908 and became known as the Long
Island Motor Parkway (Kroplick & Velocchi, 2009). Limited access road projects took off all
over the world. An example of this is the German Autobahn whose construction began in the
1920s and was later continued as a Nazi project (Matzke, 2008).
3. CASE STUDIES
There are no such case studies available in India.
But we have made an approach towards this technique by making a project along
with a model. We refer this technique in Netherlands (global)
3.1
pg. 41
3.1 GLOBAL STUDY
In a small town about 60 miles southwest of Amsterdam lies a stretch of road with
no streetlights. Instead, along some 15,000 feet of Highway N329, cars follow stripes of
glowing green paint that illuminate the edges of the road like an airfield landing strip at night.
Designer Dan Roosegaarde calls it the highway of the future.
For the past several years, Roosegaarde and his team of Dutch designers have been
working on making these glowing lines a reality. This road in the Netherlands is the pilot
project for Roosegaarde’s ambitious vision of replacing passive infrastructure with smart
roads that communicate with drivers. He has big ideas---things like roadways that charge
electric cars and color-changing paints that alert drivers to icy conditions. As cars get smarter,
he argues, so too should the infrastructure that supports them.
“The road industry is one of the most conservative industries out there,” he says.
“But I love them because they determine what a city looks like much more than the cars do.
In a weird way, nobody cares about them. I think that should change.”
Roosegaard first unveiled the concept for the glowing roads in 2012. Since then he’s
worked with Dutch company Heijmans to develop a luminous paint up to the task.
Roosegaard says the stuff is like an supercharged version of traditional glowing paint, which
uses luminescent powder to absorb solar energy. “It’s more advanced than the glow-in-the-
dark paint you and I know, which only works for 30 minutes---completely useless,” he says.
The designer wouldn’t delve into details of how the paint is made, but claims the
luminescence will last up to eight hours after being charged by the sun. In case of extreme
clouds and rain---a reasonable concern in the Netherlands---the roadways can be charged
artificially using solar panels. “Even though it’s rainy most of the time in the Netherlands,"
says Roosegaarde. "It’s still good enough.”
This strip of road will be a testing ground for durability and usability before Roosegaarde
and Heijmans roll it out to other countries and clients. Roosegaarde says the Dutch prime minister of
infrastructure has asked the studio to build the 20 miles of the glowing roads along the Afsluitdijk, a
large dike in the Netherlands. Tokyo has expressed interest in bringing the roads to the city for the
2020 Olympics, as have cities in the UK. “We got crazy calls from sheiks in Qatar who were asking,
how much for 1,000 kilometers?” he says.
pg. 42
3.1.1
The popularity isn’t surprising. The glowing roads are spectacle as much as they are a tool
for building sustainability into our infrastructure. “I’m Dutch, so there’s always a pragmatic and
poetic agenda,” Roosegaarde says. The designer believes that ultimately the practicality of glowing
roads will outlast the novelty, especially as the price levels out in the coming years. (He wouldn't to
say how much the glowing roads costs, only that it’s pricier than traditional street lighting at the
moment.)
To Roosegaarde, the idea of imbuing the physical world with technology is

inevitable, and glowing highways are just one of his concepts along these lines. He's also
floated a proposal for replacing street lights with bioluminescent trees.
Admittedly, Roosegaarde errs on the side of the fantastical when it comes to how
technology can impact our cities---this is the same man who is building a massive vacuum
cleaner to suck the smog out of a Beijing park. But large-scale urban whimsy isn't necessarily
a bad thing, and there's always the chance these projects could prove perfectly sensible down
the line. For Roosegaarde, the city is a laboratory and its problems are rich ground for this
pg. 43
sort of experimentation. That is, for anyone who can put up with the red tape. “There is 80
percent bullshit to get 20 percent beauty,” Roosegaarde says. “But it’s worth it.”
3.2 ILLUMINANCE MEASUREMENT

All tests under this section shall be measured by illuminance in addition to other
desired test required in this section. Illuminance is measured with respect to time to observe the
decay of the observed element or to measure the intensity of light with respect to the surface
of the material.
3.3 DIFFERENT LIGHT INTENSITY

The light source is one of the factors that affect the glow of the chemical. The
higher the illuminance of the light source, the higher the light it emits. In this case, the
researchers use fluorescent light as their main light source for other tests. The researchers will
gather the illuminance emitted by the fluorescent light bulb on to the panel which is divided
into thirty samples per panel per testing and record it for other correlation.
3.4 BENEFITS
In the U.S., a study found that between 1996- 2011, over 12,000 deaths were caused
by winter-related precipitation. Annually over 500,000 accidents occur because of winter
related weather. In 2014, federal, state, and local governments spent $73 billion on operation
and maintenance of highways, including for resurfacing needed because of current snow
removal techniques. Between October 2014-April 2015, 23 state DOTs reported spending
$1.131 billion on snow and ice removal, including 8 million working hours, not including
local expenditures. For instance, between 2003- 2015, the city of New York estimated the
cost of snow and ice removal at $1.8 million per inch. Annually, auto drivers lose $23.4
billion in corrosion-related repair costs and depreciation linked to chemicals used to treat
roadways during winter. In 2014, economists estimated that snow and ice that winter had cost
the country $47 billion in GDP and 76,000 jobs. With snow and ice melt systems deployed to
obstruct winter weather, deaths, accidents, governmental and insurance costs, economic
losses, and personal auto expenditures are reduced.
3.5 NETHERLANDS HIGHWAYS WILL GLOW IN THE DARK STARTING

MID-2013
A smart-road design that features glow-in-the-dark tarmac and illuminated weather

indicators will be installed in the Netherlands from mid-2013.
pg. 44
“One day I was sitting in my car in the Netherlands, and I was amazed by these roads we
spend millions on but no one seems to care what they look like and how they behave,” the designer
behind the concept, Daan Roosegaarde, told Wired.co.uk. “I started imagining this Route 66 of the
future where technology jumps out of the computer screen and becomes part of us.”
The Smart Highway by Studio Roosegaarde and infrastructure management group

Heijmans won Best Future Concept at the Dutch Design Awards, and has already gone beyond pure
concept. The studio has developed a photo-luminising powder that will replace road markings — it
charges up in sunlight, giving it up to 10 hours of glow-in-the-dark time come nightfall. “It’s like the
glow in the dark paint you and I had when we were children,” designer Roosegaarde explained, “but
we teamed up with a paint manufacturer and pushed the development. Now, it’s almost
radioactive”.
4.METHEDOLOGY
4.1. CONCEPTUAL FRAMEWORK
Figure 4.1 Conceptual Framework
pg. 45
4.2 ANALYTICAL FRAMEWORK
Figure 4.2 Analytical Framework
pg. 46
4.3 OVERVIEW OF METHEDOLOGY
Figure 4.3 Overview of methodology
4.4. SUNLIGHT / LIGHT SOURCE
Sunlight is measured from the lux meter throughout the month of September to
October during the monsoon season. Light source emitted an hour before dark is assumed
crucial since it charges the strontium aluminate mixed paint. In this test, the researchers will
obtain the average illuminance from 5pm6pm from previous testing and replicate the
conditions in a controlled environment and compare the illuminance emitted. Depending on
the amount of lighting present during the day, the amount absorbed by the glow in the dark
pg. 47
traffic paint will depend on the illuminance present throughout the entire day. This part of the
testing will gather average illuminance on an overcast condition.
4.5 DATA COLLECTION
The researchers will determine the relationship of strontium aluminate with respect
to time charged, the amount of strontium aluminate to be added with respect to the amount of
paint and the illuminance received by the sample. The created standard sample shall be
tested in accordance to ASTM and/or AASHTO specifications if applicable. Tested material
for a variable without standard procedure shall be based on equipment and practicality. If not,
then researchers will adapt a specific type of tests that will measure the desired variable. A
control sample of the same material shall also be tested to see if any significant changes in
the quality of the material are noticed.
The researchers will then compare the additional costs incurred when adding the
chemical and weight if the cost incurred is small compared to the original material used for
delineation. The samples will be the tested by first measuring luminance by using a Digital
Single Lens Refraction (DSLR) camera, an adopted method by Hiscocks (2011) instead of a
luminance meter since the availability of resources used is limited. The sample is measured
for a 1.5-2 hour duration, as much as possible without any external light source present, after
exposing the sample to a standard light source that emits the same illuminance as the broad
daylight, in this case, the standard light source is D65 based from CIE (since there is a vague
description of a D65 illuminant, the researchers used a fluorescent light bulb instead since it
is readily available). The sample will be exposed for 15 minutes, 30 minutes, and 1 hour. The
sample will also be tested for different ratio of Strontium Aluminate with amount of paint.
Lastly for luminescence, lighting source will also be different by measuring and plotting the
illuminance from 6am to 6pm or until daylight is observed and these lighting sources will
also use to test whether the amount of absorbed light is significant to the amount emitted by
the mixed paint of different ratio.
pg. 48
5. FUTURE SCOPE OF STUDY
Most road projects today involve modification to existing roadways, and planning,
operation, and maintenance of such project often are opportunities for improving ecological
conditions.
Traffic signalization is a visual guideline of traffic situation and affects the behavior
of all the participants, and also provides unambiguous and clear information to all road users,
especially drivers in pursuit of the chosen path and adjusting the speed technical elements of
the road. Drivers in driving should detect, recognize and understand traffic signalization, and
for that greatest impact has her visibility especially at night and in low visibility. Many
accidents occur or can be correlated precisely with weaker visibility of road markings. When
drivers due to weaker conditions visibility cannot see road markings, often lose their
orientation to their current position on the road causing the cross section of the road that is
designed for the vehicles from the opposite direction or landing from the road because they
are not able to detect in time where the edge of the pavement is. Information to the driver is
usually related to objects that transmit a message (e.g., traffic sign or road markings).
By day, in conditions of good visibility experienced drivers outline an area of
several hundred meters ahead of the vehicle, almost to the level of visibility, as though
unconsciously trying to reduce the possibility of unexpected events. At night, there are
different rules. There are no visible spots in the distance on which we can focus so at night
the focus is closer to the vehicle and the right side of the car. Research and innovation in the
field of materials for making marks (paint, plastics, beads, construction technology of
marks ...) on roads is continuous and what is trying to achieve is greater visibility of the
marks for driver during difficult driving conditions. Also research and innovation in the field
of smart transportation construction persist continuously for more than 30 years.
However, what is lacking is the implementation of these innovations, and ensures
that these innovations become intuitive, easy to use and therefore extremely valuable to the
end user - the driver. To make this really happened; a mentality change needs to take place
within a country and its people.
5.1 RECOMMENDATION
As said by Engineer Leyesa, if the lifespan of this mixture will lasts for more than or
equal to a year, then this would be a big contribution to the roadway safety. The Bureau of
Research Standards continues to innovate new or better materials in the field of civil
engineering. With this advancement in research, this thesis has the prospect to be further
pg. 49
improved, later might be adopted by the government.

The researchers recommend to further study the capabilities of Strontium
Aluminate in terms of amount and luminance produced. As recommend by some of the
researchers‟ professor, partnering with other courses like chemical engineer, chemist and
material science engineer can improve the lifespan, luminance, and other performance
aspects of the paint like its resistance to summer season and extreme heat. Cost of acquiring
the material and the logistics associated with the strontium aluminate can also be studied to
analyze the effects of long distance traveled with the cost of building the road and paint using
Von Thunen‟s model or any other models used for logistics.
pg. 50
6. REFERENCES
1. Wiedemann, E. and H. Ebert. (1888), 1889. ÜberelectrischeEntladungen in
GasenundFlammen. Ann. der Physik 35: 209-264; 36: 643-655.
2. Nichols, E. L., and B. W. Snow. (1892). On the character of the light emitted by
incandescent zinc oxide. Phil. Mag. (5) 33: 19-28
3. E. Newton Harvey. (1957). A history of luminescence from the earliest times until
1900: The American Philosophical Society Independent Square Philadelphia
4. R. John Koshel (2013) Illumination Engineering Design with Non imaging Optics
4,10,17
5. Jack L. Lindsey (1997) Applied Illumination Engineering: 216
6. Richard C. Ropp(2013) Encyclopedia of the Alkaline Earth Compounds: 553, 554
556
7. D.B. Bem, H.C. Swart, A.S. Luyt, E. Coetzee, F.B. Dejene (2009) Properties of
Green SrAl2O4 Phosphor in LDPE and PMMA Polymers
8. D. Haranath, VirendraShanker, Harish Chander (2003) Journal of Physics D:
Applied
Physics: 2244, 2247
9. V Liepina, K Smits, D Millers, L Grigorjeva , C Monty (2012) IOP Conf. Series:
Material Science and Engineering ,The Luminescent Properties of Persistent
Strontium Aluminate Phosphor Prepared by Solar Induced Solid State Synthesis
10. Ashton, Acton, Q (2013) Advances in Immunomodulation Research and
Application:
2013 Edition: 436
11. Commission Internationale de l‟Eclairage (2007) CIE Technical Report Road
Transport Lighting for Developing Countries : 2,5,6
12. http://www.cie.co.at/publ/abst/51-2-99.html : ISBN 978 3 901 906 03 9
o https://www.slideshare.net/abdultayyebshabbir/smart-road-in-future
o https://www.fastcodesign.com/3037527/glow-in-the-dark-highways-
open-in-the-netherlands
o https://newatlas.com/smart-highways/24836/
pg. 51

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IDEAL INSTITUTE OF TECHNOLOGY, WADA 2021-2022

SELF ILLUMINATING ROAD: A FUTURISTC DESIGN

Submitted in partial fulfilment of the requirement

ER. ANURAG CHAUBEY

Department Of Civil Engineering

IDEAL INSTITUTE OF TECHNOLOGY, WADA

This is to certify that the project entitled "SELF ILLUMINATING ROAD: A

Guide Head of Department

Internal Examiner External Examiner

(Dr. Bhuwan Chandra)

Department of Civil Engineering

Ideal Institute of Technology

At Post-Posheri, Tal-Wada, District Palghar - 421303

The researchers introduced different quantities of strontium aluminate to traffic paint to

per cent strontium aluminate added with millimetres of paint removed.

Project Report Approval for B. E.

SR. NO. CHAPTERS PAGE NO.

5. FUTURE SCOPE OF STUDY

New developments in road construction use different technologies in a myriad of

1.3.1 Main Objective

To be able to evaluate the luminescent paint from adding Strontium Aluminate of

1.3.2 Specific Objectives

1. To determine the relationships of ratio of strontium aluminate added

2. To measure the luminance of constant ratio of paint to strontium

aluminate with varying charging time.

3. To test the performance of the created glow in the dark paint on a

controlled environment simulating rainy season and wear.

1.4 SIGNIFICANCE OF STUDY

1.5 SCOPE AND DELIMITATION

This thesis covers from the feasibility of developing an alternative method of

1.6 PAINT TECHNOLOGIES

1.7 MODERN CONCEPT

1.8 FUTURE MODERN CONCEPTS FOR ROAD MARKINGS

The first few hundred meters of glow-in-the-dark, weather-indicating road will be

 PROFILE STUDIO ROOSEGAARDE

Heijmans is a listed company that combines activities related to real estate

1.9 ROAD-SYSTEMS IN THE NETHERLANDS

An illustration of such cooperation can be seen in the case of building and

2.1. BRIEF HISTORY OF LUMINESCENCE

2.2. DEFINITION OF ILLUMINANCE

2.3. WAYS TO IMPROVE TRANSPORTATION SAFETY

According to the International Commission on Illumination or CIE (2007) an

2.4. SAFETY DESIGN, AN OVERVIEW

Environment(i.e. road geometry, road surface, road illumination at night).

2.5. HIGHWAY LIGHTING

Building blocks of lighting and definition

1. Power of Light - The Lumen

2. Intensity - The Candela

2.6. PAVEMENT MARKINGS

Uniformity in the design of Pavement markings should be imperative, as with all

2.7. TYPES OF PAVEMENT MARKINGS

2.8. MATERIALS USED ON ROAD MARKINGS

According to the specifications of the 2011 manual of the DPWH, non-skid

2.9. TRAFFIC PAINT AS A DELINEATOR ON PAVEMENT MARKINGS

are added to the paint or by the drop in during application.

4. Re-striping (repainting) frequency depends on a variety of factors reported to be

as frequent as 3 time per year where traffic is very heavy.

2.10. PAINT TECHNOLOGIES

2.10.1 HOW DOES IT WORK?

In these phosphorescent crystals, electrons can move freely. Phosphorescence then

2.10.2 WHAT HAS BEEN REALIZED SO FAR?

2.10.3 WHERE DOES THE IDEA OF SMART ROADS COME FROM?

2.10.4 WHAT MAKES A ROAD SMART?

2 .11 .LUMINOUS PAINT