algorithms for deriving and analyzing retroreflectivity influence factors through regression analysis. METHODS : An experimental road lane was created to examine the trends of retroreflectivity and LiDAR intensity values, and a controlled indoor experiment was conducted to identify influencing factors. The optimal algorithm was developed by regression analysis of the experimental data. RESULTS : The significance probability (P-value) through SPSS linear regression analysis was 0.000 for measured height, 0.001 for perpendicular angle, 0.157 for vertical angle, and 0.000 for LiDAR intensity, indicating that measured height, vertical angle, and LiDAR intensity are significant factors because the significance probability is less than 0.05, and vertical angle is not significant. The NNR regression model performed the best, so the measurement data with height (1.2m, 2m, 2.2m) and vertical angle (11.3°, 12.3°, 13.5°) were analyzed to derive the optimal LiDAR Intensity measurement height and vertical angle. CONCLUSIONS : For each LiDAR measurement height and vertical angle, the highest correlation between LiDAR Intensity and retroreflectivity was found at a measurement height of 1.2 meters and a vertical angle of 12.3°, where the model learning accuracy (R2) was the highest.

PURPOSES : The purpose of this study is to verify the effect of improving the retroreflectivity of pavement marking by increasing the refractive index of glass bead. METHODS : Pavement marking test-beds has been installed in National Highway 19, 42 and KICT Yeoncheon SOC Center. In testbeds several marking sections were installed for each type of marking materials and glass beads. In this test-beds initial dry and wet retroreflectivity were measured and analyzed. RESULTS : When the refractive index of glass bead was adjusted upward in water based paint(glass bead No.1→ No.2), dry retroreflectivity increased by about 30 to 70%, and wet retroreflectivity slightly increased by about 10 to 40%. When using glass bead No. 2 in water based paint, it was found to meet the standards of the Road Traffic Act. However, since wet retroreflectivity of water based paint slightly exceeds the standard value, a follow-up investigation is needed to determine how long this performance can be maintained. When using glass bead No.1 in MMA(methyl methacrylate), the average wet retroreflectivity was evaluated to be 128 to 150 mcd/lx/m2, and when using glass bead No.2, the average wet retroreflectivity was evaluated to be about 200 to 270 mcd/lx/m2. Accordingly, MMA showed the best performance compared to other paints. CONCLUSIONS : When using glass bead No.1 in water-soluble paints and thermoplastic, it did not meet the wet retroreflectivity standards of the Road Traffic Act. But when using glass bead No.2, it met the wet retroreflectivity standards. As a result of analyzing the road marking budget according to the upward adjustment of the refractive index of glass bead, it was analyzed that if only the material class was adjusted upward, the cost would increase by more than twice the current budget. In order to decrease this budget increase rate(to increase service life), it is necessary to strengthen quality control standards for pavement marking and develop scientific-systematic quality control techniques.

PURPOSES : In this paper, problems and improvements in pavement marking standards are proposed as a result of the analysis of domestic/foreign standards and field data. METHODS : In this study, the US FHWA and all state standards were analyzed and domestic pavement marking standards were compared and analyzed. In addition, national highway marking test data, namely the Yeoncheon Test-Bed data, and data from Hawkins et al. (2015) were analyzed. Based on this, problems and improvements in the Korean pavement marking standards are proposed. RESULTS : As a result of literature and field data analysis, various problems were found in the Road Traffic Act and National Police Agency manual. In this standard, there is no definition of Qd; the RD reference value is set too low; and the RW and RR reference values are difficult to be considered reasonable values. CONCLUSIONS : There is an aspect in which the standard items and values of pavement markings are set under some policy judgment. Therefore, it is necessary to properly revise the standards, considering technical and economic aspects.

PURPOSES : The purpose of this study is to evaluate the effectiveness of self-luminescent road markings using driving simulation. METHODS : In this study, a driving simulation was conducted to evaluate the effectiveness of self-luminescent road markings. The details of this study are as follows. Highway sections were categorized as tunnels, tunnel approaches, bridges, merging areas, mainlines, and curbs. The luminance of the existing road markings was collected through field measurements. The luminance of the self-luminescent road markings was collected through experimental measurements. The luminance of the road markings is converted into a brightness ratio to be applied to the driving simulation. Road facilities at night were visualized during the driving simulation. Driving simulation was tested by 30 participants. Each participant rated the visibility perception of both the road markings ahead of 90 m with a 5-point scale. The log data generated from the driving simulation tests were analyzed. RESULTS : The luminance of the existing road markings and self-luminescent road markings was measured. The luminance of the existing and lab-based road markings was converted into a brightness ratio. The road facilities of highway sections were investigated for driving simulations. The driving simulation was tested by 30 participants. Visibility perception ratings and log data from the driving simulation were analyzed. The average of visibility point increased from 1.01 to 4.63 when self-luminescent road markings were added to the existing road markings. The average speed also increased when self-luminescent road markings were added to existing road markings. CONCLUSIONS : In conclusion, self-luminescent road markings can improve the visibility of road markings and driving speed, particularly in highway sections where driving speed decreases owing to low visibility.

PURPOSES : Aiming to evaluate the consistency of road markings at night, the luminance values of road markings at night were compared for merging and diverging areas. METHODS : To evaluate the consistency of road marking at nighttime in merging and diverging areas, the highway geometric structures and luminance of the road markings were collected and analyzed together at the merging and diverging areas. "Luminance" in this study referred to the overall luminance of the road markings as reflected together from surrounding lights, such as moonlight or artificial lights. The luminance of the road markings 90 m ahead of the driver were used. The measured luminance values were analyzed based on the difference ratios and an analysis of variance. RESULTS : Based on a grouping of three categories (interchanges (ICs), merging, and diverging areas), it was found that the difference ratios and analysis of variance values from the ICs and merging and diverging areas were not consistently acceptable. CONCLUSIONS : After evaluating the consistency of road markings at night in the merging and diverging areas, it can be concluded that there is a need for more consistency in the luminance on merging and diverging areas on highways. To enhance consistency, more dedicated lighting guidance for merging and diverging areas on highway areas may be necessary.

PURPOSES : The retroreflectivity of pavement markings for road safety was evaluated. METHODS : Field tests of pavement markings, which are characters, symbols, crosswalks, and stop lines, but do not include line markings, were conducted using a portable retroreflectometer with the purpose of evaluating the retroreflectivity according to the type of pavement markings and roads. Furthermore, changes in retroreflectivity due to wheel passing and wet conditions were evaluated. Here, 192 test points for evaluating the retroreflectivity of pavement markings, 5 test points for evaluating reductions in retroreflectivity during conditions of wetness, and 28 test points for checking variability due to type of testing device were selected on major and minor arterial roads in Seoul. RESULTS : The average retroreflectivity of pavement markings measured in this study was 115.7 (mcd/m2·lux), which is lower than the minimum retroreflectivity required six months after installation but higher than the minimum remarking retroreflectivity required by Seoul city. The retroreflectivity of pavement markings measured on minor arterial roads was 69.1% of that on major arterial roads. The average retroreflectivity of pavement markings was reduced to 43.1% by wheel passing, which is below the remarking criterion. The average retroreflectivity measured on wet pavement markings was 43.7 (mcd/m2·lux), which is a ninth of that under dry conditions. The test results showed that retroreflectivity in the rain was much lower than the required value in the case of rain, which is 175 mcd/m2·lux, as issued by Seoul city. Compared with mobile retroreflectometers, a portable retroreflectometer produced 17% higher retroreflectivity based on the results of 28 test points. CONCLUSIONS : Based on the field tests, the retroreflectivity of pavement markings, i.e., characters, symbols, crosswalks, and stop lines, was higher than the average remarking criterion. However, the retroreflectivities of pavement markings passed by the wheel or in rain were lower than the remarking criteria. Considering that the remarking criteria in Seoul city are higher than those in Europe and the test results in this study indicate much lower values than those required in Seoul, further study is necessary to be able to properly modify the criteria for retroreflectivity.

PURPOSES : In this study, the luminance of night road markings was measured in a tunnel of length 200 m or less. The purpose of the project is to evaluate the consistency of night road markings. METHODS : In this study, field measurements were conducted to achieve the purpose of this study. Five tunnels with lengths of less than 200 m were selected to measure the luminance value of the road markings. The analysis of the difference in road markings between the inside and outside points of the tunnel and the analysis of alternative tunnels and points were used to assess the consistency of road markings in tunnels. RESULTS : The average luminance of the tunnel’s night road markings was 9.7, and the standard deviation was 3.0. The analysis of variance for the tunnel and point indicated that the p-value was less than 0.05 and was inconsistent. CONCLUSIONS : In conclusion, consistency was assessed by measuring the luminance value of the short tunnel of length 200 m in the Cheongju Sangju Expressway, and it was confirmed that the luminance of the road markings was not consistent with the tunnel and point. Finally, it is necessary to control night lightings on roads outside the tunnel or adjust lighting facilities in the tunnel to enhance the consistency of luminance.

PURPOSES : In this study, the relationship between the types of road pavement markings and the visibility distance under adverse weather conditions was evaluated. METHODS : Rainy and foggy conditions at the weather proving ground were replicated in this study. The researchers recorded the visibility distance corresponding to each experiment scenario comprising the weather conditions and pavement marking types. RESULTS : Visibility distances under adverse weather conditions decreased more than those of normal weather conditions. Under rainy conditions, the average visibility distance across all pavement markings decreased by 33%. However, the average visibility distance across all pavement markings foggy conditions decreased by 46.8%. Based on the test results of the visibility distance, the speed reduction rates corresponding to the adverse and normal weather conditions, i.e., 24% and 36% speed reduction under rainy and foggy conditions, respectively, were established. CONCLUSIONS : This study validated the reduction in the visibility distance affected by weather conditions by applying actual road scale weather proving ground. In addition, speed reduction was recommended for safe driving under adverse weather conditions.

OBJECTIVES : Visibility at night can be improved by using retroreflection for short distances and phosphorescent line markings for long distances. In this study, we analyzed the characteristics of the phosphorescent line marking through a laboratory luminance test. Field performance analysis was performed through tests conducted on the road. We also examined the luminance measurement methods using the digital image obtained during the phosphorescent visibility evaluation. METHODS : In this study, the laboratory luminance test of the phosphorescent line marking was conducted using seven specimens to characterize the luminance changes according to the type of the glass beads, the thickness of the phosphorescent line marking, and the brightness and irradiation time of the light source. Phosphorescent and general line markings were made at 150 m to investigate the field luminance performance. A preliminary review of the luminance measurement methods was made using a digital image from a digital singlelens reflex (DSLR) camera. The measured luminance ratio of the general and the phosphorescent line markings was compared with the calculated luminance ratio using luminance analysis. RESULTS: Through the laboratory luminance test, it was seen that the change in luminance, which corresponds to the brightness of the light source, appears large but the influence of the thickness and irradiation time is low. The field performance test of the phosphorescent line marking conducted on the road involved measuring the luminance on the day the marking was made and 7 days after the marking was made. The luminance was found to be 190 mcd/m2 at 30 min after sunset and approximately 10-12 mcd/m2 4h after sunset. The results of the luminance test were captured using a digital image for each time group. The luminance ratio of the phosphorescent line marking, when compared to that of the general line marking, showed a similar trend within a 13% maximum error. Additionally, when this luminance ratio is compared to the direct field measurement, it could be confirmed that the luminance ratio, as captured in the digital image, showed a similar tendency. CONCLUSIONS : 1) The change in luminance corresponding to the brightness of the light source is significant in comparison with that corresponding to the thickness and the irradiation time. In addition, the results of the field test for the phosphorescent line marking satisfied the phosphorescent fire protection standard. 2) We examined the validity of the luminance measurement method using a digital image and we concluded that the change in the luminance ratio shows a similar tendency in both the cases. The results can form the basis for luminance measurement methodology for the construction and maintenance of phosphorescent line markings.

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 (240 mcd/(m2₩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 (100 mcd/(m2₩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.

일반국도의 자전거도로 또는 보행자도로가 설치되지 않은 구간이나 통행로 확보가 어려운 구간에서는 교통사고가 빈번하게 발생하고 있다. 그에 반면 국도의 자전거통행은 급격히 증가하고 있고 이에 따른 자 전거교통사고도 증가하고 있는 실정이다. 본 연구에서는 일반국도의 자전거 안전성을 향상하기 위한 자전 거 노면표시를 제시하고 이에 따른 자전거이용자의 설문조사를 통해 적정성을 분석하였다. 설문대상은 자 전거 동호회원 및 자전거 전문가를 대상으로 하였으며, 유효한 응답자는 260명이었다. 조사방법은 온라 인 설문조사를 시행하였으며, 본 연구에서 제시한 자전거 노면표시의 색상 및 위치, 설치간격 등이다. 설 문결과 자전거 노면표시의 분홍색이 116명으로 가장 높게 나타났다. 다음으로 주황색(21%), 청색(17%), 녹색(11%). 연한녹색(3%) 등의 순으로 나타났다. 기타의견으로는 노랑, 빨강, 형광노랑 등의 답변을 하였 다. 자전거 안전시설의 위치 관련 설문조사 결과, 갓길 폭과 관계없이 차로내부에 설치하는 방안이 56% 로 가장 높게 나타났다. 다음으로 길 가장자리구역선을 따라(16%), 갓길 중앙부(10%) 등의 순으로 나타났 다. 갓길 폭이 1.2m 이상일 경우 갓길중앙부, 1.2m 이하일 경우 길 가장자리구역선을 따라 설치하는 경 우는 47명이 응답하였다. 자전거 안전시설의 설치방법 관련 설문조사 결과, 자전거의 연속적인 주행과 자 전거 안전시설의 인식을 위해 끊김없이 이어서 설치하는 방안이 80%로 가장 높게 나타났다. 다음으로 400m 간격으로 규치적으로 반복하여 설치하는 방안이 11%, 합류/분류 등 결절점 및 위험하다고 판단되 는 구간 전후 400m 간격으로 설치하는 방안이 9%의 순으로 나타났다. 여기에서 400m는 ʻ자전거 이용시 설 설치 및 관리 지침ʼ의 자전거전용도로 표지 설치 기준에 의거하였다.

교통안전시설물은 도로 이용자가 필요로 하는 정보를 사전에 전달하고, 또한 행동을 동일하게 통제함으 로서 도로상의 안전 확보 및 교통 소통을 증진하는 시설이다. 교통안전시설 중 선으로 표시하는 중앙선, 구분선 등의 차선은 운전자에게 진로 및 도로선형 등의 시각적인 정보를 제공함으로써 운전자의 안전하고 편리한 운행을 돕는 중요한 역할을 한다. 최근 야간에 차선이 보이지 않아 운전자들의 야간 주행안전성이 문제가 되고 있다. 이와 같은 야간 주행 문제는 최근 3년간 야간 교통사고 사망자 수가 전체 사망자 수의 52.8%로 절반 이상을 차지할 만큼 대안 마련이 필요한 실정이다. 노면표시의 시인성은 자동차 전조등에서 나오는 빛을 유리알에 의해 재귀반사 함으로써 이루어진다. 하지만 유리알에 의한 재귀반사는 전조등 거리 에 따른 시인거리에 한계가 있고, 전조등 빛이 닿지 않는 구간인 굴곡이 심한 산지부 도로나 커브가 있는 회전구간에서 시인거리가 극히 제한될 수밖에 없다. 해외에서 주로 연구되고 있는 축광 노면표시는 재귀반 사 방식의 한계를 극복할 수 있고, 조명시설이 부족한 구간에 설치 시 야간 주행안전성을 향상시킬 수 있 다. 하지만, 대부분 축광에 의해 도료 자체에서 방출되는 빛만을 이용하여 시인성을 확보하는 기술로 자동 차의 전조등이 비추는 영역에서는 축광에 의한 시인성 효과를 얻기가 어렵다. 따라서 본 연구에서는 축광 노면표시에 유리알을 살포하여 자동차 전조등이 비추는 근거리에서는 재귀반사를 통한 시인성을 확보하 고, 원거리에서는 축광에 의한 시인성을 확보할 수 있는 축광 노면표시 개발을 위한 기초실험을 하고자 한 다. 이를 위해 유리알 성능과 노면표시 두께에 따른 축광 노면표시의 재귀반사도 및 휘도 성능을 비교･분 석하였고, 본 연구 결과는 향후 축광 노면표시 개발에 필요한 기초자료로 활용할 수 있다. 본 연구에서는 축광 노면표시에 유리알을 살포하여 재귀반사와 휘도를 동시에 얻을 수 있는 노면표시 개발을 위한 기초실험을 수행하였다. 본 연구를 수행하며 도출한 결론은 다음과 같다. 1. 축광 노면표시 의 색도는「KS M 6080」기준을 만족하는 것으로 나타났다. 2. 축광 노면표시의 건조상태 재귀반사 실험 결과, 축광 노면표시에 유리알 살포시 경찰청 재귀반사 기준인 240 mcd/(㎡･Lux)를 모두 만족하는 것으 로 나타났다. 습윤상태 재귀반사 실험 결과도 유리알 1종 1호를 제외한 유리알 1종 3호와 2종 1호를 살포 한 축광 노면표시 시편은 경찰청 우천시 재귀반사 기준인 100mcd/(㎡･Lux)를 만족하는 것으로 나타났 다. 이에 따라 축광 노면표시에서도 유리알 살포시 자동차 전조등에 의한 재귀반사로 근거리 시인성 확보 가 가능할 것으로 판단된다. 3. 축광 노면표시는 일반 노면표시에 비해 유리알을 살포하지 않아도 도료 자체적으로 건조상태 재귀반사 성능이 높은 것으로 나타났다. 이는 축광 노면표시 도료가 자체적으로 빛 을 발산하기 때문인 것으로 판단된다. 4. 축광 노면표시에 유리알 살포시 축광 성능이 개선됨을 확인하였 고, 유리알 굴절률이 높아질수록 휘도 값이 증가하는 것으로 나타났다. 또한 축광 노면표시의 두께가 두 꺼워질수록 휘도가 증가하긴 하지만 일정수준 이상으로 두께가 증가할 경우 축광 성능이 포화되어 더 이 상 휘도가 증가하지 않는 것으로 나타났다.

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.

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.

PURPOSES : This research is to evaluate the effects of zig-zag marking. METHODS : Based on the literature review, This research adopt Comparison Group method which was developed by Hauer. RESULTS : The findings are as follows. Effectiveness of treatment at all site 1.06, intersection 0.92, median bus lane 1.93, school zone 0.50, below 6-lane 0.48, above 6-lane 1.19, cat vs person 0.57, car vs car 1.36, car only 1.29. CONCLUSIONS : Though the analysis, it was founded that zig-zag marking on the small scale road(below 6-lane) and school zone contribute to reduce traffic accidents(effectiveness of the treatment : 0.50, 0.48). But the accidents at large scale road and median bus lane where installed zig-zag marking demonstrated negative result.(effectiveness of the treatment indicates exceed 1.0).

PURPOSES : Since expressways in South Korea are toll roads, many trumpet type interchanges exist, resulting in the installation of loop ramps very frequently. While the travel speed of the main lane is designed to be 100-110 km/h, the structure of a loop ramp is different and is designed for a minimum speed of 40 km/h. In fact, most of the actual travel speeds measured on the ramp exceed the designated speed, which has been a major problem in traffic safety. In this research, a type of pavement marking speed-reduction treatment called the "Peripheral Transverse Line" is installed on expressway loop ramps in order to study the change of driving speeds after the installation. METHODS : To verify statistically the change, this speed-reduction treatment has been installed on the Chungju interchange and the Yeoju junction. The driving speeds before the installation were compared with driving speeds both one month and five monthsafter the installation. RESULTS : As a result, the reductions of the average driving speeds after the treatment were statistically significant. More specifically, the average driving speeds of the Chungju interchange were reduced by 7.1-7.7 % for its tangent road section, and the speeds decreased by 8.5-9.5 % for its curve section. Similarly, in the Yeoju junction, an average speed reduction of 2.9-4.8 % for its tangent section was measured, along with 3.9% long-term speed reduction for its curve section. CONCLUSIONS : Since the pavement marking speed-reduction treatment has been partially proven to be effective from this research, we expect to expand this treatment and re-confirm the effect from a long-term perspective in the future.

노면표시에 도포된 굴절률 1.5 유리알은 야간 우천 시 효과적인 재귀반사를 수행하지 못하여 교통안전에 심각한 문제를 초래하고 있다. 이를 극복하기 위해 습윤상태에서 효과적 재귀반사를 수행하는 굴절률 2.4인 우천형 bead와 건조 시 최적의 재귀반사를 수행해 내는 굴절률 1.9 bead를 혼합한다. 그러나 고성능의 굴절률 1.9와 2.4 bead는 기존 1.5 유리알에 비해 상당한 고가이므로 전량 사용하기에는 상당한 비용이 소요된다. 따라서 현장 설치 시에는 서로 혼합하여 사용하는 것이 바람직하며, 최적 성능과 소요 비용을 고려한 적정 배합비율을 찾아내는 것이 중요하다. 본 연구에서는 다양한 비율로 혼합된 bead를 국내 고속도로의 길가장자리선에 설치하였을 때 발생되는 각각의 비용 및 편익에 따른 경제성 분석을 수행하였다. 분석 수행결과, 다양한 강수량 변화에도 높은 시인성을 유지하는 대안은 굴절률 2.4가 100% 구성된 차선으로 나타났으며, 경제성이 가장 높게 확보되는 대안은 굴절률 1.5가 80%, 2.4가 20%로 구성된 차선으로 B/C는 약 1.92 수준으로 도출되어 국내 고속도로 길가장자리선의 적용 시 가장 효과적인 대안인 것으로 확인되었다. 아울러 연구의 한계와 몇몇 장래 연구과제가 토의되었다.