Field of the Invention

The present invention relates to a roadway marking system applied to roadway surfaces in order to regulate the driving behaviour. The roadway marking system can be used for example for pedestrian crossings and roadway intersections.

Background of the Invention

There are many instances in which there is a need to provide for behavioural regulation in the traffic for example when approaching roadway intersections or roundabouts or when traffic is passing through residential areas.

Present arrangements involve the use of a physical barrier or obstruction including bollards to divert the flow of traffic. These arrangements have disadvantages, including the fact that substantial additional construction work is necessary and are mostly passed as quickly as possible by the travellers.

Other arrangements in order to regulate the traffic but not involving substantial construction work can be lines across the road separated with a given distance in order for a vehicle to register possible changes ahead when driving past the lines (rumble strips). Another means of regulation is described in GB 2 315 794, where traffic is regulated by the creation of an optical illusion of an undulating surface onto the surface of the road. A different mean for regulating the roadway safety is described in US 5,873,674. Here a roadway marking system is described where straight line markings such as a chevron marking assembly, a diagonal marking assembly, a perpendicular marking assembly and a chevron combined with a perpendicular marking assembly are marked onto the roadway. The marking assemblies can further be combined with various embodiments of reflector/refractor signal assembly, which could be raised above the support roadway surface and flexible to be folded downwardly if a vehicle runs there over. These markings are to be combined on the roadway in order to warn about possible dangerous situations like roadway intersections.

However, all of these arrangements only slow the speed of the vehicles for shorter time periods and focuses the attention of the traveller on the road in order to avoid any of physical constructions. Thus, even though the speed is slowed for a shorter time period the focus of the traveller is kept or increase to the roadway. Hence, the traveller can overlook the possible cause for the constructions like bikers or children.

Object of the Invention

It is the object of the invention to regulate the driving behaviour in an indirect manner, whereby the behaviour of the traveller automatically is regulated to result in safer driving patterns both decreasing speed as well as partly changing the focus of the traveller from the road to the roadside.

Description of the Invention

This object is addressed by the following invention where a roadway behavioural regulating system adapted to be applied to a roadway surface comprising behavioural regu- lating means secured to said roadway surface; said behavioural regulating means comprises at least one line in a colour distinct from the colour of the road surface; said at least one line or at least a part of said at least one line is curved with regard to a travelling direction; said at least one curved line is arranged such that the peak of said curved lines is on an axis parallel to said travelling direction whereby the eye of a traveller is directed to the sides of said travelling direction.

The traveller has to experience the road as interesting and varying. If the road is monotonous it is experienced as dull, as for example the road through a tunnel or a road through the woods where the traveller will be inclined to increase the speed in order to break the monotony of the road. In this particular situation, the mental stimulation is low and the traveller will have tendency to focus on a distant point in the horizon whereby the roadway disappears and the speed hereby is increased in order for the traveller to reach the point as fast as possible. In this given situation one might say that the traveller has coupled the automatic pilot on. In order to automatically decrease the speed and break the monotony the autopilot is to be coupled off and the attention of the traveller has to be awakened.

The human is equipped with a natural curiosity and needs to investigate the nearest environment. This process happens automatically and instinctively. The varying road stimulates the brain and even though the traveller thinks of different objects or talks with a passenger the stimulation of the brain results in that the attention of the traveller is caused. In order to be able to affect the curiosity and the attention of the traveller it is important to create roadways with sufficient variation but without unexpected surprises which may cause a dangerous behaviour. This means that there has to be a rhythm and a balance in the mental stimulation. The varying of the roadway can for example be performed by varying the lines of the roadway. Generally there is a tendency for everyone to allow the eyes to follow different patterns and lines depending on the type of figure in which they are arranged. Hence, this causes an instinctive behaviour. As an example every line results in a given direction. The line points always in two directions. Normally, the eyes search the marked or enhanced parts of the line and we investigate where the line starts and where it ends and the eye instinctively focuses on the end of the line but in principal the line points to the indefinite if we continue in a specific direction. Furthermore, the eye holds a tendency to focus on the centre of the line and look in a direction perpendicular to this point. As opposed to the straight line, a curved line is of a nature which is not instinctively regarded as an endless line, but as a part of a line which will meet itself in the other end. Since the eye has experienced a multiple of circles throughout life, it is simple to finish even a small curved line and identified as a part of a longer curved line and possible as a part of a closed curved line i.e. a circle, an oval or an ellipse. To the eye the centre of a curved line is not the middle of the line as for the straight line but somewhere inside the curvature i.e. to the concave side of the curved line. The eye is used to look along the curved line whereby a radar effect will be provided. In this manner, the eye will come across all of the surroundings along the curved line. Hereby, the atten- tion of the traveller is automatically directed to a large area of the road instead of a distant point of the roadway. In this manner the speed of the traveller is automatically decreased and the attention increased. Thus, a traditionally marked road has a tendency to direct not only the eye but also the mind automatically to the end of the travel. However, by curving the lines of the road the minds are driven to look at other points than a distant point at the roadway towards the roadsides and possibly bikers and pedestrians if the traveller is a driver. Since the speed of the traveller in addition is decreased, an increased safety of the roadway is obtained.

It is implicitly to be understood that throughout the description traveller is to be understood as any type of person moving from one point to another either by food, by bike, by roller skaters, by car, by truck and so forth i.e. the traveller can for example be a driver, a pedestrian, or a biker.

In addition, lines can be a combination of a curved line and a straight line since the curved line is still able to result in the overall beneficial effect. However, for the curved lines an axis parallel with the travelling direction enters through the peak of the curved line in order for the eye of the traveller to be draw to the sides of the travelling direc- tion. In this concept peak is to be understood as the foremost point of the travelling direction.

The curved line can be of multiple shapes. For example, the curved line can be part of a two dimensional figure where only part of the circumference is visible i.e. it can be part of an oval, a circle, an ellipsoid, or an ellipse. In addition, the curved line can be shaped as for example a parabola or a hyperbola.

The thickness of the lines can be varied from 5 to 75 cm and the line can be either a fully drawn line or variants with dotted lines, dashed lines or hatched lines. This de- pends on the purpose of the line and can be used in order to increase the attention of the traveller to particular parts of the curved line in order to obtain a specific effect.

In an advantageous embodiment, said axis is a symmetry axis. The axis arranged with regard to the travelling direction is advantageously a symmetry axis. Hereby, the axis not only enters through the peak of the curved line but in addition divides the curved line into two parts which are identical but mirrors of one an- other. The attention of the traveller is hereby drawn with similar effect to both sides of the travelling direction.

In a still further advantageous embodiment, at least one of said lines or at least a part of one of said lines is asymmetric with regard to said axis.

Hereby, the axis enters the peak of the curved line but the parts of the curved lines on either side of the axis are not mirror images of one another. Thus, the curved line can have a larger extent to one of the sides of the axis than on the other side. This directs the attention of the traveller towards either the right or left side of the travelling direc- tion since the eye is attracted in this direction due to the fact that the eye always follows the visible part of the line of the curved line(s) and not the none visible part to begin with.

In an advantageous embodiment, said behavioural regulating means comprises at least a first and a second curved lines with a first length and a second length, where said first curved line and said second curved line are separated by a given distance. In a further advantageous embodiment, said first curved line is arranged before said second curved line in said travelling direction, and said second length is longer than said first length. Several curved lines can be arranged continuously or next to one another. Thus, a first curved line can be arranged inside a second curved line. The peak of the first curved line and the peak of the second curved line can advantageously be arranged on the same axis. However, this is not essential. The distance between the first curved line and the second curved line can be chosen arbitrarily but is to be chosen with regard to keeping a distance which clearly separates the curved lines but the curved lines still forms a whole. It is implicitly to be understood that not only two curved lines can be arranged inside one another, but three, four, five and so forth curved lines can be arranged inside one another. The number and distance of the curved lines depend upon the effect on the traveller i.e. the more lines and the shorter distance the larger effect. In this manner more parts of lines of curved lines are able to catch the attention of the traveller and hereby increase the effect of directing the eye of the traveller towards the sides of the road. In addition, this can advantageously be used to decrease high speed of a vehicle.

The shape of multiple curved lines arranged inside one another can be either in a similar shape or of different shape. In addition, the multiple curved lines can either all be arranged symmetrically, asymmetrically or some curved lines can be arranged symmetri- cally and some asymmetrically with regard to the axis. Furthermore, multiple curved lines can be arranged side by side with multiple axes parallel to the travelling direction.

For two curved lines where the first curved line is arranged inside the second curved line. The first curved line will be arranged before the second curved line in the travel- ling direction. Advantageously, the first length of the first curved line is less than the second length of the second curved line in order to increase the attention steadily in the travelling direction. If the marking comprises multiple curved lines the third line is advantageously longer than the second line, the fourth line longer than the third line, where the third line is arranged after the second line in the travelling direction and the fourth line arranged after the third line in the travelling direction. However, as an alternative the second curved line can be longer than the first line but of similar length as the third curved line, which is of less length than the fourth line. It is implicitly to be understood that the number of lines is not to be limited to four. Furthermore, if for example the first curved line forms a part of a first circle and a second curved line forms a part of a second circle and the first and second circle are arranged with a common centre the angles in which the first and second curved lines are visible are within the same angle. This means that the length of the lines which are visible is increased from the common centre of the curved lines and out. Similarly, the marking can contain a third curved line forming a part of a third circle and a fourth curved line forming a part of a fourth circle with a centre in common with the first and second circle. Another embodiment is the one where the angle differs between the different curved lines and where the lines are in different angles in order to attract the attention of the traveller to a particular side. It is implicitly to be understood that the number of lines is not to be limited to four.

The new way of marking of the road can be combined with the traditional way of road marking using straight lines parallel or perpendicular to the travelling direction and still have an effect on the traveller's behaviour.

If the attention of the traveller is to be directed towards either the right or left side of the driving direction, at least one of the curved lines can be asymmetric with regard to the axis in order to attract eye in this direction.

In an advantageous embodiment, a first plurality of curved lines are arranged across said roadway on the roadway surface and that said first plurality of curved lines are arranged next to a second plurality of curved lines where said peak of said first plurality of curved lines and said peak of said second plurality of curved lines are in a reverse direction of one another. In a further advantageous embodiment said first plurality of curved lines and said second plurality of curved lines are half-circles.

The curved lines can be constituted of a multiple of curved lines which are arranged for example across the road to form a pedestrian crossing. The curved lines can be placed in one, two or more lanes, where the curved lines can be arranged on the top of one another or may be displaced with regard to one another. The number and size of the curved lines is variable. In addition, the curved lines can be fully filled, partly filled or empty i.e. all of the curved lines can be filled with for example paint identical to the line of the curved lines or every second curved line can be filled while the other curved line is empty. When using curved lines as a pedestrian crossing, the attention of the pedestrian is increased during the crossing of the road.

The attention of the pedestrian is increased by curved lines observed as concave and thus, openings are on either side of the line increase the attention of the pedestrian crossing from both sides of the road. Thus, pedestrians crossing the roadway in separate lanes will both observe multiple curved lines with the peaks of the curved lines in the travelling direction since the multiple curved lines are reversed with regard to one another.

The curved lines can advantageous be formed by combining at least two half-circles. The two half circles can be connected in a manner where the first part of a line comprises the lower half part of a circle and the second part of the line comprises the upper half part of a circle i.e. the opening of the two half circles are to either side of the line.

In a further advantageous embodiment, said at least one line or at least a part of one of said lines is arranged on top of a V-shape, where the lines of the V-shape preferably is curved lines.

The curved lines can be combined with a V-shape or an inverted chevron where the curved line is arranged on top of the V-shape. This combination reminds the traveller of the traditional triangular markings which are used at road stops. However, the curved line on top of the chevron in this case attracts the attention of the traveller and results in that the traveller is able to instinctively look to the sides and to notice possible travellers on roads intersecting with the road of the traveller. Beneficially, the chevron itself can be formed with curved lines, preferably convex with regard to the travelling direction, whereby a marking is formed of a total of three curved lines. Hereby, the attention of the traveller is furthermore directed to the road sides and the intersecting road. This invention further describes a method of constructing a roadway behavioural regulating system by arranging behavioural regulating means on the roadway surface; said behavioural regulating means comprises at least one line in a colour distinct from the colour of the road surface; said at least one line or at least a part of said at least one line is curved with regard to a travelling direction; said at least one curved line is ar- ranged such that the peak of said curved lines is on an axis parallel to said travelling direction whereby the eye of a traveller is directed to the sides of said travelling direction. It is important that the colour of the marking is in a different colour than the roadway. For example, the marking can advantageously be of a white colour as traditional road marking. Hereby, the marking can be made with the traditional line marking material which is used today. This is a simple and efficient manner of increasing the road safety.

However, the colour of the stripes can be of different colours. In addition, the colours can vary between the patterns, for example with differing green, red and blue curved lines in order to increase the attention of the traveller. Furthermore, the curved line or part of the curved line can be partly reflective in order for the visibility to be increased in rainy and dark weather.

The curved lines can be marked on to the roads for example by adhesion of stripes or by painting. However, it is important that the shape of the curved lines is not affected by multiple crossing of travellers.

This invention further describes use of said roadway behavioural regulating system as pedestrian crossings, in connection with warning signs, before level crossings and roadway intersections. Since the curved lines in different embodiments are able to draw the attention of the traveller and hereby decrease the speed and increase the safety of the traveller by increasing the instinctive curiosity of the traveller, the curved lines can be effectively used at the borders between country and towns where the speed is to be highly decreased when entering into a town. Today rumble strips and different types of obstruc- tions are arranged in order to decrease the speed of travellers. However, the speed is most often increased when obstructions or rumble strips are crossed. By placing the curved lines at specific intervals throughout the town or at least before the entrance into the town the speed can be decreased in a sufficient manner. Furthermore, the lines can be used before intersections of road in order for the travellers not to overlook smaller roads connecting to the main road. Similarly, any place where the attention of the traveller is specifically demanded the curved lines can be used such as when minor roads are entering the main roads or before pedestrian crossings.

Description of the Drawing

Fig. 1 illustrates a classic marking of the road,

Fig. 2 illustrates a marking of the road with curved lines,

Fig. 3A illustrates a pedestrian crossing and a road intersection marked with curved lines,

Fig. 3B illustrates connected half-circles as markings for pedestrian crossings, Fig. 4A illustrates a first curved line as a part of an curved line,

Fig. 4B illustrates a curved line as part of an curved line together with minor curved lines on a road,

Fig. 4C illustrates three combined parts of curved lines,

Fig. 4D illustrates single curved lines,

Fig. 5A illustrates a second curved line as a part of an curved line,

Fig. 5B illustrates the use of a second curved line at a road intersection in connection with minor curved lines,

Fig. 5C illustrates the use of a second curved line in connection with a road and a bicycle path,

Fig. 5D illustrates the use of a second curved line in connection with a bus stop, Fig. 6A illustrates multiple curved lines as part of curved lines with a common centre, Fig. 6B illustrates the use of multiple curved lines in connection with a pedestrian crossing,

Fig. 6C illustrates the use of multiple curved lines in connection with a road intersection,

Fig. 7A illustrates a curved chevron in connection with a curved line,

Fig. 7B illustrates a chevron in connection with a curved line,

Fig. 7C illustrates a chevron combined with a curved line and additional curved lines on a road,

Fig. 7D illustrates a curved chevron connected with a curved line on a road. Detailed Description of the Invention

Fig. 1 illustrates prior art with a roadway 1 comprising traditional markings in form of straight lines 3. In order to decrease the speed at entrance into a town as illustrated by a city sign 5 rumble strips 7 and speed humps 9 are often constructed on the road in order for the travellers to lower the speed. However, as illustrated by the arrows 11 , the eye of the traveller is constantly focused on the road ahead of the traveller. This is due to the straight lines 3 in the middle of the road as well as the perpendicular direction of the rumble strips 7 and the speed hump 9 on the road with regard to the driving direction. The speed of the traveller is thus only decreased to a minor degree during the passage of the rumble strips 7 and the speed hump 9 but increase afterwards due to the instinctive tendency of the traveller to focus on the end of the road due to the straight lines 3.

As an alternative to the traditional marking, Fig. 2 illustrates the combination of curved lines 13, 15 with traditional road marking 17 as well as speed humps 19. Curved lines 13 are arranged just after the entrance into the city 21, and hereby attract the attention of the traveller and direct the eye in the direction of the arrows 23. Furthermore, a minor curved line 15 is shown after the speed hump 19 on the road in order to attract attention to the road sides as illustrated by the arrows 25 and to keep a low speed of the traveller. The peaks 22 of the curved lines 13, 15 are on axis 24 arranged parallel with the travelling direction 26.

The curved lines can be used in pedestrian crossings as illustrated in Fig. 3A and 3B. Fig. 3A illustrates curved lines at a road intersection where a minor road 27 enters into a major road 29. Along the major road 29 is a cycle path 31 where curved lines are used in order to catch the eye of the biker and to notify about the minor road 27, i.e. that the biker is attentive towards possible danger caused by cars entering the major road 29 from the minor road 27. On the minor road 27 curved V-shaped markings with a curved line on top 33, 35 are illustrated in order to attract the attention of travellers to bikers on the cycle path 31 or vehicles on the major road 29.

Pedestrian crossings 37 are illustrated to cross from one side of the major road 29 to the other. The pedestrian crossing 37 comprises two separate lanes 39, 41 with multi- pie curved lines shown as two half circles. The pedestrians cross the road on the right side of the pedestrian crossing. An axis 28, 30 can be arranged in each travelling directions 32, 34 onto which the peaks 36, the foremost point in the travelling directions, is arranged. In this manner the attention of the pedestrian is drawn to the road during the crossing of this due to the concave curved line to the right of the pedestrian crossing. This particular type of pedestrian crossing is illustrated separately in Fig. 3B.

Fig. 4A illustrates one type of curved lines known as a first pause arch 51. This particular type of curved line can be used in order to draw the attention of the travellers to the surroundings and hereby instinctively decrease the speed of the travellers. The first pause arch 51 may be placed close to town signs and in connection with the travelling through a town. The first pause arch 51 can be marked on the roadway, for example with a white colour similar to the classical road marking. It can be varied with regard to the thickness of the line and the extent of the line.

As illustrated in Fig. 4B and 4C the first pause arch 51 can be combined with multiple curved lines 53, 55, 57, 59, 61 with a start point 63. The use of more curved lines increases the effect of the first pause arch 51. The axis 52 parallel to the travelling direction onto which the peak 54 of the first pause arch 51 is arranged is in addition an axis of symmetry, since the first pause arch 52 on the right side of the axis 52 is a mirrored image of the first pause arch 52 on the left side of the axis 52.

Fig. 4B illustrates a first pause arch 51 combined with three curved lines arranged inside the first pause arch 51. The three curved lines are of a different length, where the first curved line 57 is of less length than the second curved line 55, and the second curved line 55 is of less length than the third curved line 57, which is of less length than the first pause arch 51.

Fig. 4C illustrates two curved lines 59, 61 inside a first pause arch 51. In this embodi- ment the curved lines 59, 61 are shaped in a manner that draw the attention to a specific point on the side where the three curved lines supposedly are to meet one another. In Fig. 4C the central lines of the classical road marking are removed in order to draw the attention towards the curved lines 51, 59, 61. In both Fig. 4B and 4C a part of the arches is cut off at the roadside. This increases the first pause arch 51 since the brain instinctively completes the arch.

The first pause arch 51 as illustrated in Fig. 4D is arranged in one of the traffic lanes alone. This embodiment of a first pause arch is in curvature different from the one illustrated in Fig. 4A. However, the axis 52 parallel to the travelling direction onto which the peak of the first pause arch 51 is arranged, is in addition an axis of symmetry, since the first pause arch 52 on the right side of the axis 52 is a mirrored image of the first pause arch 52 on the left side of the axis 52.

This may be used after speed humps 65, as illustrated, in order to draw the attention to the surroundings which are to be especially observed. They can in addition be used where the travellers are to be especially careful such as before schools, minor roads with a decreased road view or nursing homes. The upper first pause arch 51 is illustrated as a fully drawn curve, while the lower first pause arch 67 is illustrated as a dotted curve. Fig. 5 A-D illustrates a second pause arch 69 along with examples of how this may be used on the roadway.

An embodiment of a single second pause arch 69 is illustrated in Fig. 5 A. An axis 68 parallel to the travelling direction onto which the peak 70 of the second pause arch 69 is arranged is in addition an axis of asymmetry, since the second pause arch 69 on the right side of the axis 68 is not a mirrored image of the second pause arch 69 on the left side of the axis 68.

The second pause arch 69 can be used as a precaution to draw the attention of travel- lers towards the surroundings in a specific direction. It is normally to be placed before institutions like schools, dangerous intersections of roads, pedestrian crossings, or bicycle tracks. The second pause arch 69 can be marked on the roadway with for example a white colour in accordance with the known traditional roadway marking. The second pause arch 69 can be varied with regard to thickness of the line and the extent of the line and it can be extended to either the left side of the driving direction, as illustrated here, or to the right side. Fig. 5B illustrates a motor way merging where the access road 77 where vehicles are entering the motor way 75. Before the merging, a major second type pause arch 69 covering both traffic lanes are observed on the motor way 75 where after a minor second type of pause arch 73 covering only the right sided traffic lane is illustrated. The second pause arches 71, 73 are extended to the right side in order to draw the attention of the traveller to the right side of the road from which side the access road 77 is merging with the motor way 75. In comparison herewith the access road 77 also comprises a second pause arch 79 but with an extension of the second pause arch 79 towards the left side in order to catch the eye of the traveller and direct the attention for vehicles on the motor way during the merging of the roads. In this embodiment the second type pause arches 71, 73, 79 are combined with a start point 81 and three curved lines 83, 85, 87 are arranged inside the second type pause arches 71, 73, 79.

Fig. 5C illustrates the second type pause arch 69 used in order to avoid accidents between vehicles and bicycles during a right-hand turn of the vehicle. A second type pause arch 69 with a start point 89 is extended to the right side of the traffic lane in order to catch the eye of the traveller and observe bikers on the bicycle track 91. Similarly a second type pause arch 93 is marked on the bicycle track 91 and extended to the left of the bikers in order to draw the attention to any vehicle which is on the roadway and which may turn right. In this embodiment the second type pause arch 93 of the bicycle track 91 is combined with two curved lines 94, 96 arranged asymmetrically with regard to the axis 98 and also extent partly to the left of the biker. This further increases the attention of the biker towards the road.

Fig. 5D illustrates a second pause arch 69 used on a single traffic lane 95 in relation with a bus stop 97. The second pause arch 69 has an extent to the left of the travelling direction and towards the bus stop in order to catch the eye of the traveller and make the traveller attentive upon any vehicles trying to pass the bus or passengers who would like to cross the road behind the bus. Furthermore, a second type pause arch 99 is illustrated on the bicycle track 101 in order to catch the attention of the bikers and avoid any accidents between bicycles and pedestrians who are leaving the bus.

Fig. 6A, 6B and 6C illustrate danger markings along with embodiments for the use of such.

Fig. 6A illustrates multiple curved lines for example for danger markings 103. In this embodiment, parts of four curved lines 105, 107, 109, 111 are illustrated. However, it could be any number of lines such as one, two, three, four, five, six and so forth de- pending on the effect wished for. The lines are all part of circles with a common centre and with an extent within the same angle 113. Hence, the length of the fourth line 111 is longer than the length of the third line 109, which is longer than the length of the second line 107, which is longer than the length of the first line 105. An axis 106 parallel to the travelling direction through the peaks 108 of the curved lines 103 is in addition an axis of symmetry, since each curved line 103 on the right side of the axis 106 is a mirrored image of the curved line 103 on the left side of the axis 106. Fig. 6B illustrates how the danger markings 115, 117, 119, 121 can be used in connection with unguarded level crossings 123. It is observed in the left traffic lane 125 how the danger lines can be graduated in variance towards the level crossing 123. This is performed by using two curved lines 121, three curved lines 119 and four curved lines 117 towards the level crossing 123 as well as increasing the curvature of the lines when approaching the crossing.

Fig. 6C illustrates an exit 126 from a motor way 128 where the danger markings 127 can be used in order to avoid ghost travellers. The ghost travellers will be attentive to the fact that they are driving in the wrong direction when they observe the danger sig- nals 127 on the road with the curved lines in a convex manner with regard to their travelling direction. In the correct travelling direction the three danger signals 127 increase the attention towards the road intersection by increasing the number of curved lines from two to four as well as increasing the curvature of the curved lines when getting closer to the road intersection.

Fig. 7 A, 7B, 7C and 7D illustrate a first and a second give- way line marking 133, 135 and the use of such. Fig. 7A illustrates a V-shape with curved side lines 137 and a curved top line 139 while Fig. 7B illustrates a V-shape with straight sides 141 and a curved top line 143. The curved top line 139, 143 draws the attention of the traveller to the sides of the road and this attention can be increased by using curved side lines 137. The axis 134 parallel to the travelling direction onto which the peak of the give- way line markings 133, 135 is arranged is in addition an axis of symmetry, since the give- way line markings 133, 135 on the right side of the axis 134 is a mirrored image of the give- way line markings 133, 135 on the left side of the axis 134. The curved top line can in addition be arranged asymmetrically with regard to the axis 134. The use of give-way line markings is illustrated in Fig. 7C and 7D. Fig. 7C illustrates a row of second give-way line markings 135 along the end of the right traffic lane 145 where it enters into a different traffic lane 147. In addition, danger symbols 103 are used in order to slow the speed of the traveller. Fig. 7D is similar to a full stop in the traditional roadway marking. A first give-way line marking 133 is used in order to obtain increased attention of the traveller. The first give-way line marking is combined with a curved line 149 across the end of the road in order to signal that the traveller has to make a full stop.