• Journal of Korean Society of Transportation
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• v.33 no.3
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• pp.284-293
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• 2015

The objective of this paper is to determine the conditions of road surface by utilizing the images collected from closed-circuit television (CCTV) cameras installed on roadside. First, a technique was examined to detect wet surfaces at nighttime. From the literature reviews, it was revealed that image processing using polarization is one of the preferred options. However, it is hard to use the polarization characteristics of road surface images at nighttime because of irregular or no light situations. In this study, we proposes a new discriminant for detecting wet and dry road surfaces using CCTV image data at night. To detect the road surface conditions with night vision, we applied the wavelet packet transform for analyzing road surface textures. Additionally, to apply the luminance feature of night CCTV images, we set the intensity histogram based on HSI(Hue Saturation Intensity) color model. With a set of 200 images taken from the field, we constructed a detection criteria hyperplane with SVM (Support Vector Machine). We conducted field tests to verify the detection ability of the wet road surfaces and obtained reliable results. The outcome of this study is also expected to be used for monitoring road surfaces to improve safety.

• International Journal of Highway Engineering
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• v.14 no.1
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• pp.9-16
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• 2012

The performance of road markings is classified into the visibility at daytime, night time, wet condition and rainy conditions. The objective of this study is to obtain the driving safety of drivers under conditions of unstable weather condition such as the rain. The visibility of road markings is closely related to the preview time and detection distances and the ways to improve road marking materials and increase the dry retroreflectivity and wet retroreflectivity, which are the measures of daytime and nighttime visibility is researched to decrease the traffic accidents. For this purpose, Road marking glass beads with the refraction rate of 1.5 and 2.2 are introduced to raise the retroreflectivity. After investigating the minimum threshold retroreflectivity and Install Minimum retroreflectivity at home and abroad, minimum control values for the roadmarking visibility and improvement of nightime rainy retroreflectivity are suggested by physical properties and retroreflectivity experiments.

• Proceedings of the Korea Information Processing Society Conference
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• 2021.11a
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• pp.1164-1167
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• 2021

동절기, 야간 등 도로에서 결빙으로 인한 연쇄 추돌 사고는 교통 체증 및 2차 사고의 위험으로 이어진다. 도로 중 결빙 발생 다발 지역인 지방도로, 터널 출입구, 교량 구간, 산기슭 도로, 그늘진 곡선 도로를 대상으로 C-ITS 관점 안전운전 결빙 주의보 애플리케이션을 제공하여 결빙으로 발생하는 사고를 미리 예방하고자 한다. 노면/기상 상태를 아두이노, 기상 api로 측정, 차량 운전자용 앱(GIS/맵 기반) 구현을 통해 앱 사용 운전자 간 양방향 V2V, 운전자와 아두이노 센서 간 V2I 통신으로 결빙으로부터 운전자를 보호함에 있다.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.37 no.5
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• pp.815-825
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• 2017

Visibility of lane marking is impaired at night or in the rain, which thereby threatens traffic safety. Recently, various studies and technologies have been developed to improve lane marking visibility, such as the extension of lane marking life expectancy (up to 1.5 times), improvement of lane marking equipment productivity, improvement of lane marking visibility by applying phosphorescent material mixed paint. Cost-benefit analysis was performed with considering various benefit items that can be expected. About 45% of traffic accidents would be prevented by improving lane marking visibility. Additionally, accident reduction benefit and traffic congestion reduction benefit were calculated as much as 246 billion KRW per year and 12 billion KRW per year, respectively, by reducing repaint cycle due to enhanced durability. 45 billion KRW per year is expected to reduced with improved lane detection performance of autonomous vehicle. Meanwhile, total increased cost when introducing phosphorescent material mixed paint to 91,195km of nationwide road is identified as 1922 billion KRW per year. However, economic feasibility could not be secured with 0.16 of cost-benefit ratio when applied to the road network as a whole. In case of "Accident Hot Spot" analyzing section window (400m), one or more fatality or two or more injured (one or more injured in case of less than 2 lanes per direction) per year were caused by pavement marking related accident, economic feasibility was secured. In detail, 3.91 of cost-benefit ratio is estimated with comparison of the installation cost for 5,697 of accident hot spot and accident reduction benefit. Some limitations and future research agenda have also been discussed.

• International Journal of Highway Engineering
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• v.17 no.3
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• pp.59-68
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• 2015

PURPOSES : This study suggests the application of glow line marking technology for reducing traffic accidents at nighttime. METHODS : In this study, using a statistical analysis, we analyzed the characteristics of traffic accidents occurring at nighttime. Next, the strength, weakness, opportunity, and threat (SWOT) factors were derived based on a current-status analysis of glow line marking technology and road environments. An SO strategy, ST strategy, WO strategy, and WT strategy were established in accordance with the four SWOT factors. RESULTS : This study suggests that the following strategies should be promoted to apply glow line marking technology to a road environment: 1) an activation strategy for the technological development of glow line markings for a new paradigm in reducing traffic accidents, 2) a benefit enhancement strategy applying glow line marking technology in places where nighttime traffic accidents frequently occur, 3) a strategy for the expansion of glow line marking by replacing streetlights, and 4) a strategy for enhancing road applications through the development of various line marking methods in consideration of both performance and costs. CONCLUSIONS : The application of glow line markings in a road environment can contribute to a reduction of traffic accidents at nighttime, and aid energy savings from the replacement of streetlights.

• International Journal of Highway Engineering
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• v.14 no.3
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• pp.131-140
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• 2012

Lane markings such as edgelines, centerlines, and lines that delineate lanes generally provide drivers with the various information for safe driving. Drivers can easily recognize the lane markings through the color differences between the markings and road surfaces during the daytime. However, it is a bit difficult for drivers to perceive them during the nighttime due to the lack of artificial lights. Although the glass beads with the 1.5-refractive index have been used to improve the visibility of the lane markings during the nighttime, it is still difficult for drivers to recognize the lane markings properly, especially during the rainy nighttime, which may often lead to traffic accidents. To improve the retroreflectivity and visibility of the lane markings during the rainy nighttime, the high refractive beads with the 2.4-refractive index are essentially required, but they do not work appropriately during the dry nighttime. Thus, the mixed materials with the 1.5, 1.9, and 2.4-refractive beads should be considered for the satisfactory implementation of the lane markings. This study reveals the best mixing rates of the beads by conducting benefit-cost analysis under various weather conditions in Korea. The analysis results show that the lane markings with the 100% of the 2.4-refractive beads provide the highest visibility of lane markings regardless of the roadway conditions, but the benefit-cost (B/C) ratio of the bead mixture is merely 0.46. The best mixing rate of the beads, from the highest B/C ratio viewpoint, was identified as the mixture with a 80% of 1.5-refractive beads and a 20% of 2.4-refractive beads. Some limitations and future research agenda have also been discussed.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.34 no.2
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• pp.561-571
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• 2014

This study analyzes traffic accident severity of old age drivers in fourteen cities and counties of Jeonbuk Province. It is assumed that traffic accident effecting factors have two staged structure by personal and driving environment and urban characteristics. Multilevel Analysis Model is used under the assumption of hierarchical characteristics to analyze factors effecting severity. As the driver's age increases after sixty-five years old, accident damages become severe. The drunk driving is likely to make traffic accident damage more severer. The number of fatal accident by old age drivers is about three time more than by no old age drivers. Old age drivers have higher number of night traffic accidents but severer ones in daytime. Old age drivers show the higher number of traffic accidents but severer ones in fine weather. Wet road surface also influences damage severity and especially old age drivers show higher serious damage and fatal than no old drivers.

• International Journal of Highway Engineering
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• v.18 no.4
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• pp.69-75
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• 2016

PURPOSES : In this study, we evaluated changes in the retroreflectivity and luminance of phosphorescent road line markings with changes in glass beads and line marking thickness. METHODS : The color of line markings affects their retroreflectivity. Using a chromaticity test, we conducted the analysis of whether phosphorescent road line markings adhered to the "KS M 6080" standard. Then, we measured the dry retroreflectivity and wet retroreflectivity for various glass bead refractive indices. We conducted wet retroreflectivity test using the EN 1436 standard as the basis. We also conducted luminance tests for different glass bead refractive indices and line marking thicknesses. RESULTS : 1. Phosphorescent road line markings specimens satisfied the "KS M 6080" standard. 2. In dry retroreflectivity test, phosphorescent road line markings sprayed with glass beads satisfied the national police agency standard ($240mcd/(m^2{\cdot}Lux)$). Wet retroreflectivity test results showed that except for one type of No.1 glass beads, phosphorescent road line markings specimens sprayed with glass beads of one type of No.3 and two types of No.1 satisfied the national police agency standard ($100mcd/(m^2{\cdot}Lux)$). 3. Phosphorescent road line markings had higher retroreflectivity than non-phosphorescent road line markings in the dry condition. 4. Phosphorescent road line markings sprayed with glass beads demonstrated improved luminance. Luminance increased with higher glass bead refractive index and with increased line marking thickness. However, when the thickness crossed a certain threshold, phosphorescence ceased to increase; this is a characteristic of the phosphorescence phenomenon. CONCLUSIONS : Visibility across short distances can be ensured when phosphorescent road line markings are sprayed with glass beads, because of the retroreflection phenomenon. It is also possible to ensure far visibility using phosphorescent road line markings.