Speeding is one of the principal causes of traffic accidents that harm not only the safety of pedestrians but also the driver himself and others. However, empirical studies on speeding behavior are mostly survey research and identification of cause-and-effect relationship is unclear. Also the reliability of the study results cannot be verified using retrospective methods. To complement this point, it is important to conduct an experimental study, but realworld field research using real vehicles is almost impossible to apply equally to all subjects by controlling surrounding vehicles and signal systems. Therefore, in this study, we compared the overspeed characteristics of high risk driver types using driving simulator. The high risk driver types were divided in to four types: elderly driver, commercial driver, driver with more than 10 years of driving experience, and driver within 2 years of license acquisition. The overspeed characteristics were identified by using an index called Accumulated Speeding (AS). Based on overspeed characteristics differences between driver types, it is expected that additional education by driver type will be possible in the safety education using Driving Simulator.

Autonomous Driving (AV) is expected to reduce the traffic accidents. Highways again need to be changed to afford AV, so the benefits we expect from introducing AV can be much larger. Highways which are easy to drive for humans is also easy to AV. Building or changing the highways in the way that they are good at explaining the way how to drive can be the very first step to afford AV. Highways which have the fail-safe features can be the second step to afford AV regardless of the weather is good or bad. Highways which have an ability of good communication with the vehicles, so drivers avoid the hazards, can be the third step to afford AV.

Highly developed, European industrial countries normally have a dense network of rural highways. The future focus of roadwork in Germany, where there is a high density of 1.6 km of rural highway per km² of land, will involve upgrading and rebuilding rural highways prone to accidents. As new guidelines are not completely relevant for upgrading existing highways and exceptional permits are often required, there is an increasing need to use simulation in the design process to assess discrepancies from the standards and their effect on traffic safety. Using virtual driving (automatically using a defined driver profile or a driving simulator), it is possible to objectively assess expected driving behaviour using characteristic feature graphs and quantitative parameters derived from them. Zwickau University of Applied Sciences has developed a new multi-stage methodology for upgrading rural highways by using a 3D design working place simulator. The highway is automatically retraced using survey data and genetic algorithms in stage 1 (preliminary review) and is broken down into the horizontal and vertical projection design elements. Stage 2 involves determining the shortcomings on the road by superimposing the design elements, the actual accident figures and virtual driving runs. The actual replanning work occurs in stage 3, taking into account the minimum and maximum standard figures for the design elements. The replanning work is feasible, even if the standard figures are not met along parts of the route, but the graph figures, parameters and virtual driving runs prove that there is no reduction in traffic safety. Otherwise, the route needs to be realigned. After finishing the testing period of the hard- and software components, the methodology and the working place can be used from designing engineers for the preparing process of practical projects.

In this study, eye movements of drivers on expressway ramps were comprehensively investigated using raw data from driving simulator and eye tracker(MyGaze) deducted though the previous study. Based on the literature review, several parameters including number of fixations, fixation time, horizontal & vertical eye movements, and gaze position were selected. With them, eye movements of older drivers and young drivers were compared and investigated. Average fixation time of older drivers is shorter and tend to focus more on the inside road edge for both left and right turning ramps comparing young drivers. Also, they tend to look wider at right turning ramp. All driver’s fixation points were spread along the inside road edge for both left and right turning ramps. Currently, road delineating facilities are installed on the side where centrifugal force is applied. However, considering the result, it should be installed where centripetal force is applied. In addition, road line marking management should be more taken care of. For future study, vehicle’s speed is also in need of consideration with eye movement.

Hard Shoulder Running is one of the ways to handle road traffic by installing LCS signals on the shoulder, making use of the shoulder as a straight road during rush hour, and thereby increasing the capacity of the road in the short term. Since it was first introduced on Youngdong Expressway in September 2007, it has been implemented in 32 highway sections and has improved the speed of traffic. The Seoul-Chuncheon Expressway, which is a private investment toll road, introduced Hard Shoulder Running only for some sections in 2014, but due to the geomorphic characteristics of the lanes with many tunnel sections, It did not perform the function of Hard Shoulder Running. Therefore, they are considering expanding the tunnel section of Hard Shoulder Running, and it is necessary to examine the safety of the tunnel part to implement this. The purpose of this study is to investigate the effect of the change of geometry, such as reduction of lane width in tunnels, and the installation of various guiding facilities, on the safety of tunnels by applying a driving simulator. Virtual reality data were constructed at 3.25m and 3.0m respectively in the tunnel section of the Seongjong Tunnel of Seoul-Chuncheon Expressway and Geumnam Tunnel to determine the feasibility of Hard Shoulder Running and appropriate speed and lane width. EEG was used for analysis. The test subjects were 15 young drivers / 15 old drivers. Analysis items were classified into four categories: driving speed, steering wheel operation, lateral placement of vehicle, and driver's psychological factors. As a result of analysis of the experimental results, it was confirmed that the allowance width of outer wall and m of tunnels was secured, and the lane width of 3.0 m was stable in terms of driver driving behavior, and operation speed was lower than 50 km/h.

목적 : 본 연구의 목적은 노인 운전자의 운전 적합성을 판별할 수 있는 Drivers 65 Plus에 대한 신뢰도와 타당도 검증을 걸쳐 한국형으로 표준화하기 위함이다. 연구방법 : 번역 검증을 통해 최종 번역본을 완성하고, 도구의 신뢰도와 타당도를 검증하기 위해 65세 이상의 노인 운전자 218명을 대상으로 K-Drivers 65 plus(Korean-Drivers 65 plus)와 K-DBQ(Korean Version-Driver Behavior Questionnaire), MoCA-K(Montreal Cognitive Assessment-Korean version)를 이용한 평가를 진행하였다. 결과 : K-Drivers 65 plus의 신뢰도 검증 결과, 문항들에 대한 내적 신뢰도는 Cronbach's α가 0.575였으며, 검사-재검사 신뢰도는 ICC(Internal Classification Coefficients)가 .95를 나타내었다. 구성타당도를 검증하기 위한 확인적 요인분석에서는 모형 적합도 지수가 NC(Normed Chi-square)=2.954, CFI(Compaative Fit Index)=.806, TLI(Tucker-Lewis Index)=.736, NFI(Normed Fit Index)=.742, RMSEA(Root Mean Square Error of Approximation)=.095로 나타내었다. K-DBQ와 유의한 정적 상관(r=.470, p<.01)이 있는 것으로 확인되었으며, MoCA-K와의 결과에서도 유의한 부적 상관(r=-.495, p<.01)이 확인되었다. 유용성 검증에서는 ROC(Receiver Operating Characteristic) 곡선에서 참조선의 왼쪽 상단에 위치하는 경향을 보였으며, AUC(Area Under Curve)(.726)에서도 적합성을 선별하는데 보통의 정확성을 지니고 있다는 것이 확인되었다. 또한 30.5점(Youden's index=1.002)을 기준으로, 총점이 31점 이상인 경우 위험운전자, 31점 미만인 경우 안전운전자로 선별되었다. 결론 : 본 연구를 통해 K-Drivers 65 plus가 높은 신뢰도와 타당도를 나타내지 못했지만, 개인이 아닌 다수의 노인 운전자를 대상으로 간편하게 제공할 수 있고, 점수 결과를 바탕으로 운전 적합성을 예측하여 운전 사고를 예방할 수 있다는 측면에서 적합한 수준의 자가 운전 평가도구임을 증명할 수 있었다.

PURPOSES: This study aims to analyze how the installation of advanced warning devices affects individual drivers’driving behaviors with operating record data collected from 100 vehicles. METHODS: With collected data, the changes in individual drivers’driving behaviors, such as Forward Collision Warning (FCW) and Lane Departure Warning (LDW), were investigated with respect to the cumulative distance traveled and driving time. For the analysis, operating record data collected from 100 vehicles for seven months were used. RESULTS: The results showed that individual drivers’driving behaviors could be categorized into six different types. In addition, most of the drivers showed unstable warning patterns in the initial stage after installation of an advanced warning device. Approximately 40% of vehicles equipped with advanced warning systems were found to have positive effects, indicating that the frequencies of both FCW and LDW had been continuously decreasing after installation of the system. CONCLUSIONS : The warning device might be helpful for making drivers’driving behaviors safer. Driving behaviors during the initial stage of the system installation, which might be regarded as an adaptation phase, were found to be very unstable compared with normal situations, indicating that adequate education and training should be provided to all the drivers to prevent operator disruption at the initial installation of the system.

The objective of this study was to examine the changes in reaction velocity and visual perception between genders participating in driving simulator training. Driving simulator training was performed on 46 adults (male: 20, female: 26) twice a week, 20 minutes per time, 8 times for a month. The results showed that after driving simulator training was significantly more effective for males than females (p<.01). Additionally, the difference in visual perception was also larger in males than in females and it was significantly more effective in males than females (p<.01). This study is expected to contribute to the understanding of differences in reaction velocity and visual perception between adults and handicapped persons of the same gender. The results of this study will also provide a guideline for driving rehabilitation education for handicapped persons in our society and, thereby, help implement driving rehabilitation training systematically.

PURPOSES : This study analyzed the difference in a driver’s workload between using a driving simulator and field driving in tunnel, highway.METHODS: Based on the literature review, it was found that a driver’s workload could be quantified using biosignals. This study analyzed the biosignal data of 30 participants using data collected while they were using a driving simulator and during a field test involving tunnel driving. Relative energy parameter was used for biosignal analysis.RESULTS : The driver’s workload was different between the driving simulator and field driving in tunnels, highway. Compared with the driving simulator test, the driver’s workload exhibited high value in field driving. This result was significant at the 0.05 level. The same result was observed before the tunnel entrance section and 200 m after the entrance section.CONCLUSIONS: This study demonstrates the driving simulator effect that drivers feel safer and more comfortable using a driving simulator than during a field test. Future studies should be designed considering the result of this study, age, type of simulator, study site and so on.

PURPOSES: Traffic safety facilities are used to prevent traffic accidents before they occur by providing drivers with information on traffic situations and the geometric design of roads. However, some facilities not defined in guidelines do not meet installation criteria, yet are being installed and used in order to increase efficiency in traffic flow and prevent traffic accidents in a specific expressway zone. In this study, we have evaluated the effect of delineation system which are not defined in the guideline criteria. METHODS : Different virtual scenarios were created for roads using expressway median barrier chevron signs, with a driving simulator used to evaluate the installation and operational effect of such signs. Ten experiments were performed with left- and right-curved roads at curve radius intervals of 500 m, from 500 m to 2,500 m. RESULTS: For sections with a curve radius of more than 1,500 m, drivers had a clear tendency toward stable driving regardless of delineation system. When a chevron sign is installed on a protection fence in the road curving left, an expanded installation is recommended up to the section with a curve radius of 1,000 m. According to the analysis results for the RHB (Relative High Beta spectrum), driving concentration also improved up to a curve radius of 1,000 m. CONCLUSIONS: The experiment result indicates the extent of biasing within a lane and the manipulation amount of steering handle, were analyzed and found to be affected by curve radius and road alignment regardless of delineation system.

Social interactions have been established as a means to help promotions and sales for manufacturers and retailers. Word-of-mouth (WOM), in particular, is proven to increase awareness and drive purchases. Given that small offline retailers have limited resources in marketing, online WOM can play a key role for their offline business performance. In this paper, we focus on two types of online WOM, public discussion and social referral, and study their generation processes by taking into account the multichannel context of both online purchases and offline consumption. To this end, we combine data from three sources: product (or deal)-level sales from a major deal site in South Korea, social interaction records collected by web crawling, and retail revenues at a district level from Korea National Statistical Office. We use a multivariate poison lognormal model to estimate three equations in the same structure with correlated errors, which only differs by the following dependent variables: number of product discussion, number of social referral, and the number of social coupons sold. Our empirical analyses suggest the following. First, the two types of WOM respond in opposite directions for the influencers in the multichannel sales context: the greater number of co-located online deals decreases public discussion but increases social referral. Next, the larger offline retail size increases public discussion, but has no significant effect on social referral. Finally, the results provide practical insights that small offline retailers can improve sales in the multichannel context by effectively managing the generation of different types of online WOM.

Even though cars have a good effect on modern society, traffic accidents do not. There are traffic laws that define the regulations and aim to reduce accidents from happening; nevertheless, it is hard to determine all accident causes such as road and traffic conditions, and human related factors. If a traffic accident occurs, the traffic law classifies it as ‘Negligence of Safe Driving’ for cases that are not defined by specific regulations. Meanwhile, as Korea is already growing rapidly elderly population with more than 65 years, so are the number of traffic accidents caused by this group. Therefore, we studied predictive and comparative analysis of the number of traffic accidents caused by ‘Negligence of Safe Driving’ by dividing it into two groups : All-ages and Elderly. In this paper, we used empirical monthly data from 2007 to 2015 collected by TAAS (Traffic Accident Analysis System), identified the most suitable ARIMA forecasting model by using the four steps of the Box-Jenkins method : Identification, Estimation, Diagnostics, Forecasting. The results of this study indicate that ARIMA (1, 1, 0)(0, 1, 1)12 is the most suitable forecasting model in the group of All-ages; and ARIMA (0, 1, 1)(0, 1, 1)12 is the most suitable in the group of Elderly. Then, with this fitted model, we forecasted the number of traffic accidents for 2 years of both groups. There is no large fluctuation in the group of All-ages, but the group of Elderly shows a gradual increase trend. Finally, we compared two groups in terms of the forecast, suggested a countermeasure plan to reduce traffic accidents for both groups

PURPOSES : The desire of drivers to increase their driving speeds is increasing in response to the technological advancements in vehicles and roads. Therefore, studies are being conducted to increase the maximum design speed in Korea to 140 km/h. The stopping sight distance (SSD) is an important criterion for acquiring sustained road safety in road design. Moreover, although the perception-reaction time (PRT) is a critical variable in the calculation of the SSD, there are not many current studies on PRT. Prior to increasing the design speed, it is necessary to confirm whether the domestic PRT standard (2.5 s) is applicable to high-speed driving. Thus, in this study, we have investigated the influence of high-speed driving on PRT. METHODS : A driving simulator was used to record the PRT of drivers. A virtual driving map was composed using UC-Win/Road software. Experiments were carried out at speeds of 100, 120, and 140 km/h while assuming the following three driving scenarios according to driver expectation: Expected, Unexpected, and Surprised. Lastly, we analyzed the gaze position of the driver as they drove in the simulated environment using Smarteye. RESULTS: Driving simulator experimental results showed that the PRT of drivers decreased as driving speed increased from 100 km/h to 140 km/h. Furthermore, the gaze position analysis results demonstrated that the decrease in PRT of drivers as the driving speed increased was directly related to their level of concentration. CONCLUSIONS : In the experimental results, 85% of drivers responded within 2.0 s at a driving speed of 140 km/h. Thus, the results obtained here verify that the current domestic standard of 2.5 s can be applied in the highways designated to have 140 km/h maximum speed