• Proceedings of the KOR-KST Conference
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• 1995.02a
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• pp.101-113
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• 1995

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.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.19 no.3
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• pp.283-290
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• 2001

This paper demonstrates the performance of industrial precise measurement using the digital close-range photograrmmetric system based on a off-the-shelf CCTV-type CCD camera. The system was constructed with a CCD camera and a PC with a frame grabber, coupled with digital image mensuration and self-calibrating bundle adjustment techniques. An artificial fish reef with cubic shape was taken as an object for the application test of the system and the digital images were acquired on multi-station convergent network around the object. The geometric calibration of the CCD camera and the phototriangulation of the entire surface of the object was carried out simultaneously by means of self-calibrating bundle adjustment technique. Also the system comprising a high resolution still-video camera Kodak DCS, which high accuracy potential has been already established, were employed in similar network condition. Then the results from two different camera systems were compared in the accuracies of phototriangulation.

• Journal of Biosystems Engineering
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• v.32 no.6
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• pp.383-388
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• 2007

In precision farming, proper calibration and operation of a variable rate machine are critical to reduce input of agrochemicals and to ensure productivity and quality of agricultural products. As an effort to introduce precision farming to rice production in Korea, a pneumatic granular applicator was developed. This investigation intended to evaluate the application performance such as application accuracy, application uniformity and to suggest how to adjust the blow-heads to get uniform application pattern, and to suggest a practical way of adjustment of the blow-heads for uniform application. Tests to evaluate the application performance were conducted. The application uniformities (CV) in both transverse direction and longitudinal direction were less than 15% and application accuracy was greater than 81%. A simple method for adjusting the inserting length of blow-heads was suggested.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.9 no.1
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• pp.47-54
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• 1991

In this study, the accuracy of three dimensional location was improved by self calibration bundle method with additional parameter, which is to correct systematic error through detection and elimination of the gross error from updated reference variance for observation values in photogram-metry. In this study, with the result of comparing accuracy of each method, correcting systematic error is more effective after gross error detection and when observation values are contained more than two gross error the point with maximum correlation value is detected by masking effect of least square adjustment.

• Journal of the Korean Society for Precision Engineering
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• v.25 no.6
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• pp.134-142
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• 2008

In this paper, we propose a precise linear motion stage supported by magnetically preloaded air bearings. The eight aerostatic bearings with rectangular carbon porous pads were located only one side of vertical direction under the platen where four bearings are in both sides of horizontal direction as wrap-around-design, and this gives simpler configuration than which constrained by air bearings for all direction. Each of the magnetic actuators has a permanent magnet generating static magnetic flux far required preload and a coil to perturb the magnetic farce resulting adjustment of air- bearing clearance. The characteristics of porous aerostatic bearing are analyzed by numerical analysis, and analytic magnetic circuit model is driven for magnetic actuator to calculate preload and variation of force due to current. A 1-axis linear stage motorized with a coreless linear motor and a linear encoder was designed and built to verify this design concept. The load capacity, stiffness and preload force were examined and compared with analysis. With the active magnetic preloading actuators controlled with DSP board and PWM power amplifiers, the active on-line adjusting tests about the vertical, pitching and rolling motion were performed. It was shown that motion control far three DOF motions were linear and independent after calibration of the control gains.

• Journal of Preventive Medicine and Public Health
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• v.34 no.4
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• pp.337-346
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• 2001

Objective : To determine the clinical risk factors associated with the mode of delivery decision and to compare cesarean section rates after adjusting for risk factors identified among Korean hospitals. Methods Data were collected from 9 general hospitals in two provincial regions by medical record abstraction during February 2000. A total of 3,467 cases were enrolled and analyzed by stepwise logistic regression. Performance of the risk-adjustment model (discrimination and calibration) was evaluated by the C statistic and the Hosmer-Lemeshow test. Crude rates, predicted rates with 95% confidence intervals, and adjusted rates of cesarean section were calculated and compared among the hospitals. Results : The average crude cesarean section rate was 53.2%, ranging from 39.4% to 65.7%. Several risk factors such as maternal age, previous history of cesarean section, placenta previa, placental abruption, malpresentation, amniotic fluid abnormality, gestational anemia, infant body weight, pregnancy-induced hypertension, and chorioamnionitis were found to have statistically significant effects on the mode of delivery. It was confirmed that information about most of these risk factors was able to be collected through the national health insurance claims database in Korea. Performance of the risk-adjustment model was good (c statistic=0.815, Hosmer-Lemeshow test=0.0621). Risk factor adjustment did lead to some change in the rank of hospital cesarean section rates. The crude rates of three hospitals were beyond 95% confidence intervals of the predicted rates. Conclusions : Considering that cesarean section rates in Korean hospitals are too high, it is apparent that some policy interventions need to be introduced. The concept and methodology of risk adjustment should be used in the process of health policy development to lower the cesarean section rate in Korea.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.27 no.2
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• pp.203-211
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• 2009

With supply of the domestic digital camera, the relative importance of the digital camera is coming to be high gradually on aerial photogrammetry, the image of digital camera is more applied in image map or digital topographic map production. But, there are cases that do not have position information or attitude information of each photograph in digital camera results. Therefore, we wish to present additional method to get more accurate photograph control point result. In this study, One is called A method, which is the case of entering positioning information of principal point from topographic map as default values that are need to extract tie point automatically using by 56 pieces of photography that are photographed by DMC to the extent to 5 courses and 35 GCP points. The other is called B-method, which is the case of entering exterior orientation parameters that are processed by block adjustment for A-method using by 4 control points in method-1 as default values. We have analyzed about results per control points arrangement for two cases using MATCH-AT that is photograph control point measurement S/W of Germany INPHO company. As a result of analysis, accuracy of B-method was better than that of A-method, and we could get more accurate results if block adjustments are executed including self calibration. Also, it is more effective in expense side that using self calibration for photograph survey in B-method because can reduce GCP numbers.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.31 no.2
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• pp.173-180
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• 2013

In this paper, we studied on measurement of soil deformation around the tip of model pile by close-range photogrammetry. The rigorous bundle adjustment method was utilized to monitor the soil deformation in the laboratory model pile-load test as function of incremental penetration of the pile. Control points were installed on the frame of the laboratory model box case and more than 150 target points were inserted inside the soil around the model pile and on the surface. Four overlapping images including three horizontal and one vertical image were acquired by a non-metric camera for each penetration step. The images were processed to automatically locate the control and target points in the images for the self-calibration and the bundle adjustment. During the bundle adjustment, the refraction index of the acrylic case of the laboratory model was accounted for accurate measurement. The experiment showed the proposed approach enabled the automated photogrammetric monitoring of soil deformation around the tip of model pile.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.32 no.6
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• pp.625-635
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• 2014

Multiple strips are required for large area mapping using ALS (Airborne Laser Scanner) system. LiDAR (Light Detection And Ranging) data collected from the ALS system has discrepancies between strips due to systematic errors of on-board laser scanner and GPS/INS, inaccurate processing of the system calibration as well as boresight misalignments. Such discrepancies deteriorate the overall geometric quality of the end products such as DEM (Digital Elevation Model), building models, and digital maps. Therefore, strip adjustment for minimizing discrepancies between overlapping strips is one of the most essential tasks to create seamless point cloud data. This study implemented area-based matching (ABM) to determine conjugate features for computing 3D transformation parameters. ABM is a well-known method and easily implemented for this purpose. It is obvious that the exact same LiDAR points do not exist in the overlapping strips. Therefore, the term "conjugate point" means that the location of occurring maximum similarity within the overlapping strips. Coordinates of the conjugate locations were determined with sub-pixel accuracy. The major drawbacks of the ABM are sensitive to scale change and rotation. However, there is almost no scale change and the rotation angles are quite small between adjacent strips to apply AMB. Experimental results from this study using both simulated and real datasets demonstrate validity of the proposed scheme.

• Water for future
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• v.26 no.3
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• pp.125-135
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• 1993

This study was conducted for two purposes. The first was the selection of the proper model for the urban runoff, and NPS(non-point source) loads and the second was the adjustment of the selected model through the calibration and the verification of the observed data on an urban drainage basin. The selected model for this study was the Storm Water Management Model(SWMM) developed and maintained by the US Environmental Protection Agency(EPA). In particular, the Runoff Block for the surface discharge and the Transport Block for the flow routing was used. The study basin is Youngdu basin, which is a typical developed urban drainage basin. The four rainfall events for the runoff and the two for the four NPS pollutants(SS, BOD, COD and TN) were used for the calibration and the estimation of the model parameters. This study performed the calibration with regard to the peak discharge, the time to peak discharge, the volume and the relative error for three items. It was shown that SWMM can successfully be used for the prediction of the runoff and the NPS pollutants discharge. The result of this study can be used as the basis for the analysis of the correlation between the runoff and the NPS pollutants discharges, and the analysis of the mass balance with the monthly and annual NPS loads in an urban drainage basin.