• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.5
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• pp.339-345
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• 2016

In general, mosaic blocks are used to hide some specified areas, such as human faces and disgusting objects, in an input image when images are uploaded on a web-site or blog. This paper proposes a new algorithm for robustly detecting grid mosaic areas in an image based on the edge projection. The proposed algorithm first extracts the Canny edges from an input image. The algorithm then detects the candidate mosaic blocks based on horizontal and vertical edge projection. Subsequently, the algorithm obtains real mosaic areas from the candidate areas by eliminating the non-mosaic candidate regions through geometric features, such as size and compactness. The experimental results showed that the suggested algorithm detects mosaic areas in images more accurately than other existing methods. The suggested mosaic detection approach is expected to be utilized usefully in a variety of multimedia-related real application areas.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.25 no.6
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• pp.785-791
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• 2021

In this paper, we propose a methodology for estimating the optimal traversable destination from the location-based information of the object recognized by the mobile robot to perform the object delivery service. The location estimation process is to apply the generalized Voronoi graph to the grid map to create an initial topology map composed of nodes and links, recognize objects and extract location data using RGB-D sensors, and collect the shape and distance information of obstacles. Then, by applying the hybrid approach that combines the center of gravity and thinning method, the optimal moving position for the service robot to perform the task of grabbing is estimated. And then, the optimal node information for the robot's work destination is updated by comparing the geometric distance between the estimated position and the existing node according to the node update rule.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.6
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• pp.13-20
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• 2017

High-rise building shapes are changing from orthogonal to irregular form and the current trend is to arrange members in geometric grid-patterns at the perimeter of buildings. This study proposes a simple model for the preliminary design of a hexagrid high-rise building. The size of the cross section is set to be different at each module and hexagrid unit, which is different from the previous studies in which all hexagrid members were the same. To examine the effect of hexagrid size on structural performance, 60-story hexagrid buildings with 1-, 2- and 4-story high modules are designed and analyzed. Maximum lateral displacement, steel tonnage, load carrying percentage of perimeter frame and combined strength ratio are compared for 15 buildings. As the lateral load carrying capacity of hexagrid structure was inferior to a diagrid structural system, proper lateral stiffness should be allocated to the core frame in a hexagrid structure. The best ratio of flexural to shear deformation was 4 and larger unit size was better in considering constructional cost and structural efficiency. As the maximum lateral displacements of the buildings were within 84%~108% of the limit, the proposed method seems to be applicable to preliminary design of hexagrid buildings.

• Geophysics and Geophysical Exploration
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• v.7 no.2
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• pp.148-154
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• 2004

This article reviews the development of three-dimensional (3-D) magnetotelluric (MT) modeling. The 3-D modeling of electromagnetic fields is essential in understanding the physics of MT soundings, and in implementing an inversion method to reconstruct a 3-D resistivity image. Although various numerical schemes have been developed over the last two decades, practical methods have been quite limited. However, the recent rapid improvement in computer speed and memory, as well as the advance in iterative solution algorithms for a large system of equations, makes it possible to model the MT responses of complex 3-D structures, which have been very difficult to simulate before. The use of staggered grids in finite difference method has become popular, conserving a magnetic flux and an electric current and allowing for realistic discontinuous fields. The convergence of numerical solutions has been greatly accelerated by adopting Krylov subspace methods, proper preconditioning techniques, and static divergence corrections. The vector finite-element method using edge elements is also free from the discontinuity problem, and seems a natural choice for modeling complex structures including irregular topography because its flexibility allows one to capture full geometric complexity.

• Korean Journal of Remote Sensing
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• v.24 no.2
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• pp.141-152
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• 2008

The 3D building modeling is one of crucial components in constructing 3D geospatial information. The existing methods for 3D building modeling depend mainly on manual photogrammetric processes, which indeed take great amount of time and efforts. In recent years, many researches on 3D building modeling using aerial LiDAR data have been actively performed to aim at overcoming the limitations of existing 3D building modeling methods. Either techniques with interpolated grid data or data fusion with digital map and images have been investigated in most of existing researches on 3D building modeling with aerial LiDAR data. The paper proposed a method of 3D building modeling with LiDAR data only. Firstly, octree-based segmentation is applied recursively to LiDAR data classified as buildings in 3D space until there are no more LiDAR points to be segmented. Once octree-based segmentation is completed, each segmented patch is thereafter merged together based on its geometric spatial characteristics. Secondly, building model components are created with merged patches. Finally, a 3D building model is generated and composed with building model components. The experimental results with real LiDAR data showed that the proposed method was capable of modeling various types of 3D buildings.

• Korean Journal of Remote Sensing
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• v.37 no.3
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• pp.463-473
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• 2021

Recently, United States Geological Survey (USGS) distributed Landsat 8 Collection 2 Level 2 Science Product (L2SP). This paper aims to derive land surface temperature from L2SP and to validate it. Validation is made by comparing the land surface temperature with the one calculated from Landsat 8 Collection 1 Level 1 Terrain Precision (L1TP) and the one from Automated Synoptic Observing System (ASOS). L2SP is calculated from Landsat 8 Collection 2 Level 1 data and it provides land surface temperature to users without processing surface reflectance data. Landsat 8 data from 2018 to 2020 is collected and ground sensor data from eight sites of ASOS are used to evaluate L2SP land surface temperature data. To compare ground sensor data with remotely sensed data, 3×3 grid area data near ASOS station is used. As a result of analysis with ASOS data, L2SP and L1TP land surface temperature shows Pearson correlation coefficient of 0.971 and 0.964, respectively. RMSE (Root Mean Square Error) of two results with ASOS data is 4.029℃, 5.247℃ respectively. This result suggests that L2SP data is more adequate to acquire land surface temperature than L1TP. If seasonal difference and geometric features such as slope are considered, the result would improve.

• Journal of Korean Society of Transportation
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• v.19 no.4
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• pp.35-47
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• 2001

Traffic represents one of the largest sources of primary air pollutants in urban area. As a consequence. numerous abatement strategies are being pursued to decrease the ambient concentration of pollutants. A characteristic of most of the these strategies is a requirement for accurate data on both the quantity and spatial distribution of emissions to air in the form of an atmospheric emission inventory database. In the case of traffic pollution, such an inventory must be compiled using activity statistics and emission factors for vehicle types. The majority of inventories are compiled using passive data from either surveys or transportation models and by their very nature tend to be out-of-date by the time they are compiled. The study of current trends are towards integrating urban traffic control systems and assessments of the environmental effects of motor vehicles. In this study, a methodology of motor vehicle emission calculation by using real-time traffic data was studied. A methodology for estimating emissions of CO at a test area in Seoul. Traffic data, which are required on a street-by-street basis, is obtained from induction loops of traffic control system. It was calculated speed-related mass of CO emission from traffic tail pipe of data from traffic system, and parameters are considered, volume, composition, average velocity, link length. And, the result was compared with that of a method of emission calculation by VKT(Vehicle Kilometer Travelled) of vehicles of category.

• Journal of Korean Society for Geospatial Information Science
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• v.24 no.1
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• pp.109-119
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• 2016

The height datum of Korea is currently separated into land and sea, which makes it difficult to acquire homogeneous and accurate height information throughout the whole nation. In this study, we therefore tried to suggest the more effective way to transform the height information were constructed separately according to each height datum on land and sea to those on the unique height datum using precise geoid models and tidal observations in Korea. For this, Anmyeon island was selected as a study area to develop the precise geoid models based on the height datums land (IMSL) and sea (LMSL), respectively. In order to develop two hybrid geoid models based on each height datum of land an sea, we firstly develop a precise gravimetric geoid model using the remove and restore (R-R) technique with all available gravity observations. The gravimetric geoid model were then fitted to the geometric geoidal heights, each of which is represented as height datum of land or sea respectively, obtained from GPS/Leveling results on 15 TBMs in the study area. Finally, we determined the differences between the two hybrid geoid models to apply the height transformation between IMSL and LMSL. The co-tidal chart model of TideBed system developed by Korea Hydrographic and Oceanographic Agency (KHOA) which was re-gridded to have the same grid size and coverage as the geoid model, in order that this can be used for the height datum transformation from LMSL to local AHHW and/or from LMSL to local DL. The accuracy of height datum transformation based on the strategy suggested in this study was approximately ${\pm}3cm$. It is expected that the results of this study can help minimize not only the confusions on the use of geo-spatial information due to the disagreement caused by different height datum, land and sea, in Korea, but also the economic and time losses in the execution of coastal development and disaster prevention projects in the future.

• Journal of Korean Society of Transportation
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• v.19 no.1
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• pp.101-114
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• 2001

Transportation enterprises should maintain constant and qualitative operation. Thus, in short period, transportation enterprises don't change supply in accordance with demand. In the result, transportation enterprises don't reduce operation in spite of management deficit at will. In freight transportation type, less-than-truckload(LTL) has more relation with above transportation feature than truckload(TL) does. Because freight transportation supply of TL is more flexible than that of LTL in correspondence of freight transportation demand. Relating to above mention, it appears that shortage of road and freight terminal of LTL is larger than that of TL. Especially in road and freight terminal comparison, shortage of freight terminal is larger than that of road. Shortage of road is the largest in 1990, and improved after-ward. But shortage of freight terminal is serious lately. So freight terminal needs more expansion than road, and shows better investment condition than road. Freight terminal expansion brings road expansion in LTL, on the contrary, freight terminal expansion substitutes freight terminal for road in TL. In transportation revenue, freight terminal's contribution to LTL is larger than that to TL. However, when we adjust quasi-fixed factor - road and freight terminal - to optimal level in the long run, in TL, diseconomies of scale becomes large, but in LTL, economies of scale becomes large. Consequently, it is necessary for TL to make counterplans to activate management of small size enterprises and owner drivers. And LTL should make use of economies of scale by solving the problem, such as nonprofit route, excess of rental freight handling of office, insufficiency of freight terminal, shortage of driver, and unpreparedness of freight insurance.