기온감률 보정과 최적크리깅을 이용한 산악기상관측망 기온자료의 우리나라 500미터 격자화 (Gridding of Automatic Mountain Meteorology Observation Station (AMOS) Temperature Data Using Optimal Kriging with Lapse Rate Correction)
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- 대한원격탐사학회지
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- 제39권5_1호
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- pp.715-727
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- 2023
산악지역의 기상정보를 상세하고 적절히 제공하기 위해 산림청에서는 2012년부터 전국 주요 산악지역을 대상으로 산악기상관측망(Automatic Mountain Meteorology Observation Station, AMOS)을 구축하여, 2022년 현재 464개의 관측소가 운영되고 있다. 본 연구에서는 AMOS 지점 관측을 이용하여 우리나라 산림에 적합한 기온 격자자료를 산출하기 위해서, 기온감률 보정을 적용한 최적의 크리깅(kriging) 기법을 제안하고 그 가용성을 평가하였다. 우선 통계적 처리를 통해 AMOS 기온자료의 이상치를 제거하였고, 이 자료를 이용하여 경험 베리오그램(variogram)에 가장 근사하는 이론 베리오그램을 도출하여 최적화 크리깅을 수행하였다. 이 때 기온감률 보정(lapse rate correction)을 적용하여 산악지형의 고도 변이가 반영되는 500 m 해상도의 기온격자지도를 생성하였다. 공간적으로 치우치지 않은 검증샘플을 이용한 암맹평가를 통해 본 기법의 가용성을 평가한 결과, 0.899-0.953의 상관계수 및 0.933-1.230℃의 오차를 나타내 기온감률 보정을 적용하지 않은 정규크리깅에 비해 정확도가 다소 향상되었다. 또한 기온감률 크리깅은 우리나라 산림의 복잡지형을 잘 표현하여, 강원도 산간지역과 해안산림지역의 국지적인 변이 및 지리산·내장산과 그 주변 산림의 지형적 차이와 같은 미세한 지역특성을 살릴 수 있다는 것이 가장 큰 장점이라고 할 수 있다.
목 적: 4-dimensional computed tomography (4DCT) 영상과 on board imaging (OBI) 및 real time position management (RPM) 장치로 매 회 치료 시마다 얻은 호흡연동 직각 kilovolt (KV) 준비 영상(gated orthogonal kilovolt setup image)을 이용해 간암 환자를 치료하는 동안 발생하는 종양 위치의 불확실성을 평가하고자 했다. 대상 및 방법: 3차원입체조형치료가 예정된 20명의 간암 환자를 대상으로 RPM과 전산화단층촬영모의치료기를 이용해 치료계획용 4DCT를 시행했다. 표적 근처에 위치한 간동맥화학색전술 후 집적된 리피오돌(lipiodol) 혹은 횡격막을 종양의 위치 변이를 측정하는 표지자로 선택했다. 표지자의 위치 차이를 이용해 온라인 분할간 및 분할중 내부 장기 변이와 움직임 진폭을 측정했다. 측정된 자료의 정량적 평가를 위해 통계 분석을 실시했다. 결 과: 20명 환자로부터 측정된 표지자의 분할간변이의 중앙값은 X (transaxial), Y (superior-inferior), Z (anterior-posterior) 축에서 각각 0.00 cm (범위, -0.50~0.90 cm), 0.00 cm (범위, -2.4~1.60 cm), 0.00 cm (범위, -1.10~0.50 cm) 였다. 4명의 환자에서 X, Y, Z축 중 하나 이상에서 0.5 cm를 초과하는 변이가 관찰되었다. 4DCT와 호흡연동 직각 준비 영상으로부터 얻은 표적의 움직임 진폭의 차이는 X, Y, Z 축에서 각각 중앙값이 -0.05 cm (범위, -0.83~0.60 cm), -0.15 cm (범위, -2.58~1.18 cm), -0.02 cm (범위, -1.37~0.59 cm) 였다. 두 영상간 표적의 움직임 진폭 차이가 1 cm를 초과하는 환자가 Y축 방향으로 3명 관찰되었으며, 0.5 cm 초과 1 cm 미만의 차이를 보이는 환자도 Y축과 Z축 방향을 합쳐 5명 관찰되었다. 분할중 표지자 위치 변이의 중앙값은 X, Y, Z축에서 각각 0.00 cm (범위, -0.30~0.40 cm), -0.03 cm (범위, -1.14~0.50 cm), 0.05 cm (범위, -0.30~0.50 cm)였으며 2명의 환자에서 1 cm를 초과하는 변이가 Y축 방향으로 관찰되었다. 결 론: 4DCT와 호흡연동 직각 KV 준비 영상으로 얻은 표지자의 분할간, 분할중 및 움직임 진폭에서 큰 변이가 관찰되었다.
목 적 : 호흡연동 용적변조 회전방사선치료(Gated Volumetric Modulated Arc Therapy)에서 환자의 호흡주기 변화에 따른 선량전달의 정확성을 검증하고자 한다. 대상 및 방법 : 실험에는 TrueBeam STxTM(Varian Medical Systems, Palo Alto, CA)치료기를 사용하였다. 인체모형등가팬텀(Rando Phantom, Alderson Resarch Laboratories Inc. Stamford. CT, USA)의 전산화단층영상에 전산화치료계획시스템(Eclipse 10.0, Varian, USA)을 이용하여 10 MV FFF(Flatenning Filter Free), 선량률 1200 MU/min으로 1500 cGy/fx(Case1, 2, 3)과 220 cGy/fx(Case4, 5, 6)의 치료계획을 수립하였다.
목 적: 최신 선형가속기와 새로운 평가 장비를 도입하게 되어 이를 임상에 적용하기 위한 준비과정 중 몇 가지 문제가 발생하여 유용성을 확인하는 과정을 분석함으로써 앞으로 이 장비를 도입하는 기관에 도움이 되고자 한다. 대상 및 방법: 모든 측정은 TrueBEAM STX (Varian, USA)를 이용하였으며, 전산화치료계획장비(Eclipse ver 10.0.39, Varian, USA)를 이용하여 각 에너지 별, 조사조건 별 선량분포파일을 산출하였다. MapCHECK 2의 고유의 성능과 오차로 발생 할 수 있는 원인에 대하여 측정 및 분석하였다. MapCHECK 2의 성능 확인을 위해 6X, 6X-FFF (Flattening Filter Free), 10X, 10X-FFF, 15X의 에너지별로 필드사이즈
The objective of this research is to test the feasibility of developing a statewide truck traffic forecasting methodology for Wisconsin by using Origin-Destination surveys, traffic counts, classification counts, and other data that are routinely collected by the Wisconsin Department of Transportation (WisDOT). Development of a feasible model will permit estimation of future truck traffic for every major link in the network. This will provide the basis for improved estimation of future pavement deterioration. Pavement damage rises exponentially as axle weight increases, and trucks are responsible for most of the traffic-induced damage to pavement. Consequently, forecasts of truck traffic are critical to pavement management systems. The pavement Management Decision Supporting System (PMDSS) prepared by WisDOT in May 1990 combines pavement inventory and performance data with a knowledge base consisting of rules for evaluation, problem identification and rehabilitation recommendation. Without a r.easonable truck traffic forecasting methodology, PMDSS is not able to project pavement performance trends in order to make assessment and recommendations in the future years. However, none of WisDOT's existing forecasting methodologies has been designed specifically for predicting truck movements on a statewide highway network. For this research, the Origin-Destination survey data avaiiable from WisDOT, including two stateline areas, one county, and five cities, are analyzed and the zone-to'||'&'||'not;zone truck trip tables are developed. The resulting Origin-Destination Trip Length Frequency (00 TLF) distributions by trip type are applied to the Gravity Model (GM) for comparison with comparable TLFs from the GM. The gravity model is calibrated to obtain friction factor curves for the three trip types, Internal-Internal (I-I), Internal-External (I-E), and External-External (E-E). ~oth "macro-scale" calibration and "micro-scale" calibration are performed. The comparison of the statewide GM TLF with the 00 TLF for the macro-scale calibration does not provide suitable results because the available 00 survey data do not represent an unbiased sample of statewide truck trips. For the "micro-scale" calibration, "partial" GM trip tables that correspond to the 00 survey trip tables are extracted from the full statewide GM trip table. These "partial" GM trip tables are then merged and a partial GM TLF is created. The GM friction factor curves are adjusted until the partial GM TLF matches the 00 TLF. Three friction factor curves, one for each trip type, resulting from the micro-scale calibration produce a reasonable GM truck trip model. A key methodological issue for GM. calibration involves the use of multiple friction factor curves versus a single friction factor curve for each trip type in order to estimate truck trips with reasonable accuracy. A single friction factor curve for each of the three trip types was found to reproduce the 00 TLFs from the calibration data base. Given the very limited trip generation data available for this research, additional refinement of the gravity model using multiple mction factor curves for each trip type was not warranted. In the traditional urban transportation planning studies, the zonal trip productions and attractions and region-wide OD TLFs are available. However, for this research, the information available for the development .of the GM model is limited to Ground Counts (GC) and a limited set ofOD TLFs. The GM is calibrated using the limited OD data, but the OD data are not adequate to obtain good estimates of truck trip productions and attractions .. Consequently, zonal productions and attractions are estimated using zonal population as a first approximation. Then, Selected Link based (SELINK) analyses are used to adjust the productions and attractions and possibly recalibrate the GM. The SELINK adjustment process involves identifying the origins and destinations of all truck trips that are assigned to a specified "selected link" as the result of a standard traffic assignment. A link adjustment factor is computed as the ratio of the actual volume for the link (ground count) to the total assigned volume. This link adjustment factor is then applied to all of the origin and destination zones of the trips using that "selected link". Selected link based analyses are conducted by using both 16 selected links and 32 selected links. The result of SELINK analysis by u~ing 32 selected links provides the least %RMSE in the screenline volume analysis. In addition, the stability of the GM truck estimating model is preserved by using 32 selected links with three SELINK adjustments, that is, the GM remains calibrated despite substantial changes in the input productions and attractions. The coverage of zones provided by 32 selected links is satisfactory. Increasing the number of repetitions beyond four is not reasonable because the stability of GM model in reproducing the OD TLF reaches its limits. The total volume of truck traffic captured by 32 selected links is 107% of total trip productions. But more importantly, ~ELINK adjustment factors for all of the zones can be computed. Evaluation of the travel demand model resulting from the SELINK adjustments is conducted by using screenline volume analysis, functional class and route specific volume analysis, area specific volume analysis, production and attraction analysis, and Vehicle Miles of Travel (VMT) analysis. Screenline volume analysis by using four screenlines with 28 check points are used for evaluation of the adequacy of the overall model. The total trucks crossing the screenlines are compared to the ground count totals. L V/GC ratios of 0.958 by using 32 selected links and 1.001 by using 16 selected links are obtained. The %RM:SE for the four screenlines is inversely proportional to the average ground count totals by screenline .. The magnitude of %RM:SE for the four screenlines resulting from the fourth and last GM run by using 32 and 16 selected links is 22% and 31 % respectively. These results are similar to the overall %RMSE achieved for the 32 and 16 selected links themselves of 19% and 33% respectively. This implies that the SELINICanalysis results are reasonable for all sections of the state.Functional class and route specific volume analysis is possible by using the available 154 classification count check points. The truck traffic crossing the Interstate highways (ISH) with 37 check points, the US highways (USH) with 50 check points, and the State highways (STH) with 67 check points is compared to the actual ground count totals. The magnitude of the overall link volume to ground count ratio by route does not provide any specific pattern of over or underestimate. However, the %R11SE for the ISH shows the least value while that for the STH shows the largest value. This pattern is consistent with the screenline analysis and the overall relationship between %RMSE and ground count volume groups. Area specific volume analysis provides another broad statewide measure of the performance of the overall model. The truck traffic in the North area with 26 check points, the West area with 36 check points, the East area with 29 check points, and the South area with 64 check points are compared to the actual ground count totals. The four areas show similar results. No specific patterns in the L V/GC ratio by area are found. In addition, the %RMSE is computed for each of the four areas. The %RMSEs for the North, West, East, and South areas are 92%, 49%, 27%, and 35% respectively, whereas, the average ground counts are 481, 1383, 1532, and 3154 respectively. As for the screenline and volume range analyses, the %RMSE is inversely related to average link volume. 'The SELINK adjustments of productions and attractions resulted in a very substantial reduction in the total in-state zonal productions and attractions. The initial in-state zonal trip generation model can now be revised with a new trip production's trip rate (total adjusted productions/total population) and a new trip attraction's trip rate. Revised zonal production and attraction adjustment factors can then be developed that only reflect the impact of the SELINK adjustments that cause mcreases or , decreases from the revised zonal estimate of productions and attractions. Analysis of the revised production adjustment factors is conducted by plotting the factors on the state map. The east area of the state including the counties of Brown, Outagamie, Shawano, Wmnebago, Fond du Lac, Marathon shows comparatively large values of the revised adjustment factors. Overall, both small and large values of the revised adjustment factors are scattered around Wisconsin. This suggests that more independent variables beyond just 226; population are needed for the development of the heavy truck trip generation model. More independent variables including zonal employment data (office employees and manufacturing employees) by industry type, zonal private trucks 226; owned and zonal income data which are not available currently should be considered. A plot of frequency distribution of the in-state zones as a function of the revised production and attraction adjustment factors shows the overall " adjustment resulting from the SELINK analysis process. Overall, the revised SELINK adjustments show that the productions for many zones are reduced by, a factor of 0.5 to 0.8 while the productions for ~ relatively few zones are increased by factors from 1.1 to 4 with most of the factors in the 3.0 range. No obvious explanation for the frequency distribution could be found. The revised SELINK adjustments overall appear to be reasonable. The heavy truck VMT analysis is conducted by comparing the 1990 heavy truck VMT that is forecasted by the GM truck forecasting model, 2.975 billions, with the WisDOT computed data. This gives an estimate that is 18.3% less than the WisDOT computation of 3.642 billions of VMT. The WisDOT estimates are based on the sampling the link volumes for USH, 8TH, and CTH. This implies potential error in sampling the average link volume. The WisDOT estimate of heavy truck VMT cannot be tabulated by the three trip types, I-I, I-E ('||'&'||'pound;-I), and E-E. In contrast, the GM forecasting model shows that the proportion ofE-E VMT out of total VMT is 21.24%. In addition, tabulation of heavy truck VMT by route functional class shows that the proportion of truck traffic traversing the freeways and expressways is 76.5%. Only 14.1% of total freeway truck traffic is I-I trips, while 80% of total collector truck traffic is I-I trips. This implies that freeways are traversed mainly by I-E and E-E truck traffic while collectors are used mainly by I-I truck traffic. Other tabulations such as average heavy truck speed by trip type, average travel distance by trip type and the VMT distribution by trip type, route functional class and travel speed are useful information for highway planners to understand the characteristics of statewide heavy truck trip patternS. Heavy truck volumes for the target year 2010 are forecasted by using the GM truck forecasting model. Four scenarios are used. Fo~ better forecasting, ground count- based segment adjustment factors are developed and applied. ISH 90 '||'&'||' 94 and USH 41 are used as example routes. The forecasting results by using the ground count-based segment adjustment factors are satisfactory for long range planning purposes, but additional ground counts would be useful for USH 41. Sensitivity analysis provides estimates of the impacts of the alternative growth rates including information about changes in the trip types using key routes. The network'||'&'||'not;based GMcan easily model scenarios with different rates of growth in rural versus . . urban areas, small versus large cities, and in-state zones versus external stations. cities, and in-state zones versus external stations.
The wall shear stress in the vicinity of end-to end anastomoses under steady flow conditions was measured using a flush-mounted hot-film anemometer(FMHFA) probe. The experimental measurements were in good agreement with numerical results except in flow with low Reynolds numbers. The wall shear stress increased proximal to the anastomosis in flow from the Penrose tubing (simulating an artery) to the PTFE: graft. In flow from the PTFE graft to the Penrose tubing, low wall shear stress was observed distal to the anastomosis. Abnormal distributions of wall shear stress in the vicinity of the anastomosis, resulting from the compliance mismatch between the graft and the host artery, might be an important factor of ANFH formation and the graft failure. The present study suggests a correlation between regions of the low wall shear stress and the development of anastomotic neointimal fibrous hyperplasia(ANPH) in end-to-end anastomoses. 30523 T00401030523 ^x Air pressure decay(APD) rate and ultrafiltration rate(UFR) tests were performed on new and saline rinsed dialyzers as well as those roused in patients several times. C-DAK 4000 (Cordis Dow) and CF IS-11 (Baxter Travenol) reused dialyzers obtained from the dialysis clinic were used in the present study. The new dialyzers exhibited a relatively flat APD, whereas saline rinsed and reused dialyzers showed considerable amount of decay. C-DAH dialyzers had a larger APD(11.70
The wall shear stress in the vicinity of end-to end anastomoses under steady flow conditions was measured using a flush-mounted hot-film anemometer(FMHFA) probe. The experimental measurements were in good agreement with numerical results except in flow with low Reynolds numbers. The wall shear stress increased proximal to the anastomosis in flow from the Penrose tubing (simulating an artery) to the PTFE: graft. In flow from the PTFE graft to the Penrose tubing, low wall shear stress was observed distal to the anastomosis. Abnormal distributions of wall shear stress in the vicinity of the anastomosis, resulting from the compliance mismatch between the graft and the host artery, might be an important factor of ANFH formation and the graft failure. The present study suggests a correlation between regions of the low wall shear stress and the development of anastomotic neointimal fibrous hyperplasia(ANPH) in end-to-end anastomoses. 30523 T00401030523 ^x Air pressure decay(APD) rate and ultrafiltration rate(UFR) tests were performed on new and saline rinsed dialyzers as well as those roused in patients several times. C-DAK 4000 (Cordis Dow) and CF IS-11 (Baxter Travenol) reused dialyzers obtained from the dialysis clinic were used in the present study. The new dialyzers exhibited a relatively flat APD, whereas saline rinsed and reused dialyzers showed considerable amount of decay. C-DAH dialyzers had a larger APD(11.70