# Analysis of Traffic Organisation in the Kiss-and-Fly Zone of Krakow Airport: Eye-Tracking Study
## 5 Confusion Points of K&F Zone of Krakow Airport
### Entrance to the K&F Zone  
When considering the entrance, drivers have two options to reach the K&F zone by choosing one of two gates, which are marked separately by signs above the road: the left one--sign number 8--and the right one--sign number 7 (Figure 4). Both of them were among the most frequently observed ones (Table 5). When crossing the right gate (Figure 5b), the road section leading to the K&F zone begins with another type of surface (paver blocks instead of asphalt), but it seems like it should not be a big problem for drivers to find the way to the K&F zone, although there are no perceptible road signs, which help to reach it. Another situation arises with drivers using the left gate. Figure 3: Vehicle route map in Zone B. Drivers who choose the left entrance gate in accordance with sign number 8 do not get any signals that they should change lanes to the right one to reach the K&F zone--the sign suggests that they should continue to move directly ahead. In addition, horizontal road markings on the lane (arrows) are confusing because they also indicate the direction of straight-ahead movement (Figure 5a). Besides the above-mentioned road marking arrows, a dashed line dividing lanes from the left and right gates can create a separate confusion. This dashed line was painted on the edge of paver blocks, which, under sunny (glare) conditions, makes it look like a continuous line or even blends into such a surface. Because drivers recognize road markings based on the visibility level, which is provided by the contrast against the neighbouring surface [43] and could be estimated by using the contrast ratio (CR) measured through luminance [44], the calculation of the Michelson CR (CRM) was carried out to confirm this effect here. As shown in Figure 6, three areas were selected: the painted part of the dashed line as a white marking, the road surface between painted parts as a space and road surface of paver blocks near the dashed line as a background. Figure 6a presents cloudy weather conditions as a good one and Figure 6b--sunny weather with the presence of sunshine glare, which is considered as critical visibility conditions [44; 45]. When calculating the CR between a white marking and a space, the CRM values are 0.05 and 0.00 during good visibility conditions and glare, respectively. Such small values confirm the fact that the considered dashed line could look like a continuous one, especially in the glare conditions. The CRM values between elements of the dashed line and a background are also very low: 0.10 and  
Figure 4: Two gates to reach the K&F zone. Figure 5: Road view when entering with the left (**a**) and right (**b**) gates. 0.06 for good and glare conditions, respectively. This means that horizontal road marking could really blend with the surface (as, for example, can be seen in Figure 5(b) with the right edge line and arrows--the CRM values in both cases are 0.00) and in such a way create a problem for drivers. During the driving tests, eight participants encountered weather conditions with sunshine glare interference: three, four and one from Groups I, II and III, respectively. Table 6 shows the average number of fixations focused on road marking elements for all groups, excluding two drivers from Group II who used the lane from the left entrance gate (their cases will be described separately below). Therefore, Table 6 includes only drivers who entered the right gate and did not switch lanes. If the 'lack' of the right edge line surprised participants for Group I and the arrows visible in good conditions attracted more of their attention, then it seems that drivers from Group II concentrated more on arrows and the left edge line when it was cloudy and sunny, respectively, which depended likely on what was more helpful and clear for them to keep in their lane.