• Proceedings of the Korean Institute Of Construction Engineering and Management
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• 2008.11a
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• pp.800-803
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• 2008

Road is one of the infrastructure facilities, on which lines include various information for guiding a smooth traffic flow. This line marking work is continually removed and re-marked during maintenance. However, some problems exist when the line marking work is conducted. Traditional methods of using grinders and torches have risk of repetitive skill, and workers are exposed directly to the hazardous situations. Moreover, even though the equipment has developed, the line removing work induces environmental contamination and pollution line on the road. Therefore, this study can become one of the eco-friendly cleaning technologies using dry ice blaster equipment, and the new development of equipment will improve method of pavement marking removal. Also, it can introduce innovative automation in construction.

• International Journal of Highway Engineering
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• v.15 no.1
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• pp.127-134
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• 2013

PURPOSES: Speeding is often the primary contributor to fatal crashes. Surprisingly, driving behaviors are indirectly affected by personal factors such as law-abidance, risk sensitivity, and situational adaptability. This research aims to verify the effectiveness of pavement markings at reducing the speeds of high-risk drivers. The purpose of this study is to establish how drivers (including law-abiding or law-breaking, high-risk or low-risk) react to different pavement markings in a driving simulator. METHODS: The five different pavement markings were selected from markings used in other nations. The forty-two drivers were then surveyed, via questionnaires, and placed into the corresponding groups. Finally, statistical analysis was conducted to determine the extent of speed reduction for each pavement marking. RESULTS: Higher speeds were linked to the high-risk drivers. Furthermore, after analysis of the mean difference of average speeds by pavement marking, it was determined that Dragon's Teeth had the greatest speed reducing effect on these drivers. CONCLUSIONS: Perceptual countermeasures are unlikely to strongly affect high-risk drivers' perception of speed on the curves. This statistically demonstrates that Dragon's Teeth have a subtle effect on reducing speeds in the driving simulator. This study's significance lies in the improved understanding of high-risk drivers in terms of road facilities. It approaches the effects of various patterns of pavement markings for high-risk drivers.

• Journal of Korean Society of Transportation
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• v.34 no.3
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• pp.248-262
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• 2016

The study documents the analysis on characters and symbols shown in the pavement markings in the perspective of mathematics educators. The purpose of this study is to propose a pavement marking method that can enhance readability from the driver's eye position. To this end, this study analyzed the figure of the pavement markings that can be actually recognized by the projective geometry perspective. As a result, it proposed alternatives to the current pavement markings by introducing the concept of the compression ratio. Results of the study are as follows. First, the rule was established to obtain the compression ratio. If the observation of two viewing angles are x and y, then the compression ratio S is ${\sin}y/{\cos}\(\frac{x-y}{2}\)$. Second, we presented two alternatives to the pavement marking method for the displayed information. One is a method for improving the pavement markings in terms of the compression ratio, the other is a method by varying vertical length of the pavement markings while holding its width constant. Based on the outcomes from this study, a mathematical analysis can be further studied for the perception of speed according to the types of pavement marking line.

• 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.

• Journal of the korean Society of Automotive Engineers
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• v.2 no.1
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• pp.32-38
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• 1980

In the case of a automobile marking skid on road for a period of braking, in general, the automobile velocity just before rapid braking can be obtained by evaluating the coefficient of friction between tires and road. Up to now, the coefficient of friction has been derived from mean velocity measured by a time watch, but the automobile velocity obtained in this manner would be deviated from actual value considerably, due to errors arising from not only measuring time but other various factors. In this paper the presumption method of automobile velocity by accelerometer is presented so as to improve the accuracy of measurement, and to determine the velocity readily. The results obtained in this experiment show that the frictional coefficients between tires and road under the given experimental conditions are considered to take linear relation over the fixed velocity limits 30km/h to 50km/h while for the same limits of velocities the coefficients of friction by the time watch method are not valid ar low velocity range. It will be seen that the former is simple and reliable whilst the latter is cumbersome and unreliable.

• Journal of the Institute of Electronics and Information Engineers
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• v.52 no.12
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• pp.158-164
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• 2015

Lane detection is one of the key parts among autonomous vehicle technologies because lane keeping and path planning are based on lane detection. Camera is used for lane detection but there are severe limitations such as narrow field of view and effect of illumination. On the other hands, Lidar sensor has the merits of having large field of view and being little influenced by illumination because it uses intensity information. Existing researches that use methods such as Hough transform, histogram hardly handle multiple lanes in the co-occuring situation of lanes and road marking. In this paper, we propose a method based on RANSAC and regularization which provides a stable and precise detection result in the co-occuring situation of lanes and road marking in highway scenarios. This is performed by precise lane point extraction using circular model RANSAC and regularization aided least square fitting. Through quantitative evaluation, we verify that the proposed algorithm is capable of multi lane detection with high accuracy in real-time on our own acquired road data.

• Journal of Institute of Control, Robotics and Systems
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• v.21 no.2
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• pp.130-136
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• 2015

In this paper, we propose a robust curved lane marking detection method. Several lane detection methods have been proposed, however most of them have considered only straight lanes. Compared to the number of straight lane detection researches, less number of curved-lane detection researches has been investigated. This paper proposes a new curved lane detection and tracking method which is robust to various illumination conditions. First, the proposed methods detect straight lanes using a robust road feature image. Using the geometric relation between a vehicle camera and the road plane, several circle models are generated, which are later projected as curved lane models on the camera images. On the top of the detected straight lanes, the curved lane models are superimposed to match with the road feature image. Then, each curve model is voted based on the distribution of road features. Finally, the curve model with highest votes is selected as the true curve model. The performance and efficiency of the proposed algorithm are shown in experimental results.

• International Journal of Concrete Structures and Materials
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• v.10 no.1
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• pp.39-46
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• 2016

In this study, different proportions of glass beads used for road marking were added into the concrete samples to reduce the temperature gradient through the concrete pavement thickness. It is well known that decreasing the temperature gradient reduces the risk of thermal cracking and increases the service life of concrete pavement. The extent of alkali-silica reaction (ASR) produced with partial replacement of fine aggregate by glass bead was investigated and compressive strength of concrete samples with different proportion of glass bead in their mix designs were measured in this study. Ideal results were obtained with less than 0.850 mm diameter size glass beads were used (19 % by total weight of aggregate) for C30/37 class concrete. Top and bottom surface temperatures of two different C30/37 strength class concrete slabs with and without glass beads were measured. It was identified that, using glass bead in concrete mix design, reduces the temperature differences between top and bottom surfaces of concrete pavement. The study presented herein provides important results on the necessity of regulating concrete road mix design specifications according to regions and climates to reduce the temperature gradient values which are very important in concrete road design.

• International Journal of Highway Engineering
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• v.10 no.4
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• pp.151-159
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• 2008

Performances of retroreflectivity vary place to place, according to traffic volumes and time lengths after striping, depending on pavement marking materials and colors. The present paper uses the nation wide data of retroreflectivity, which has been collected from freeways and then tries to develop the regression curve setting traffic volume and service life as independent variables and retroreflectivities as dependent variables. The DB system includes two year's measurement in $2005{\sim}2006$ over Korean freeway pavement marking at an interval of three months for the period. The mobile measurement system, a laserlux, was employed for the purpose. The DB has provided a lot of information about materials and performance of the specific pavement marking such as geometric features, traffic volumes, material characteristics and the installation date. This study provides the comparison of pavement marking performances under diversified conditions. Based on accumulated pavement marking performances, this study provides performance curves based on the diversified factors. The goal of the retroreflectivity modeling is to develop equations that can be used to estimate an average retroreflectivity of pavement markings as a function time since application and traffic volume. After representing the variation of retroreflectivities and estimating regression curves by linear, exponential, logarithmic and power function, the regression curve which had the highest coefficient of determination and the value similar to the last field measurement was regarded as the retroreflectivity decay model. As a result of verification, the decay model showed the signification within the 90% confidence level and especially showed the clear relation with field data according to increase of cumulative vehicle exposure. Accordingly, these models can be used to determine service lives, retroreflectivity degradation rates, and retroreflectivity of new markings.

• Smart Media Journal
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• v.10 no.4
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• pp.63-70
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• 2021

Public Signs guiding drivers on the road should help make decisions within a short period of time, so appropriate information should be effectively expressed at the point. Currently, the road marking rules revised by the law show a significant change in the type of information, expression method, and weight of expression compared to existing road signs to be based on road name addresses. This study analyzed whether the revised road signs changed based on the road name were effective in perspective of perception-cognition-understanding-projection and examined whether they provided appropriate information for the actual driving environment. Based on the analyzed information, an experiment was conducted to present an improved design, evaluate the degree of visibility compared to existing road name-oriented signs, and a qualitative investigation was conducted on the suitability of the sign contents. Through this, it is expected that more suitable driving information and measures to increase intuitive visibility can be reviewed.