• Bulletin of the Korean Space Science Society
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• 2011.04a
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• pp.26.3-27
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• 2011

Formation of a steep plasma density gradient in the middle-latitude ionosphere during geomagnetic storms and the latitudinal migration of its location depending on the storm phase are suggested to be associated with the ionospheric signature of the plasmapause. We test this idea by using the satellite and ground observation data during the 11 April 2001 storm. The locations of the steep plasma density gradient identified by TOPEX/Poseidon (2001 LT) and DMSP (1800 and 2130 LT) satellites coincide with the ionospheric footprints of the plasmapause identified by the IMAGE satellite. This observation may support the dependence of the middle-latitude plasma density gradient location on the plasmapause motion, but does not explain why the steep density gradient whose morphology is largely different from the morphology of the middle-latitude ionization trough during quiet period is formed in association with the plasmapause. The ionospheric disturbances in the total electron content (TEC) maps shows that the steep TEC gradient is formed at the boundary of the positive ionospheric storm in low-middle latitudes and the negative ionospheric storm in middle-high latitudes. We interpret that the thermospheric neutral composition disturbance in the dayside is confined within the middle-high latitude ionospheric convection zone. The neutral composition latitudes and, therefore, the locations of the steep plasma density gradient coincide with the footprints of the plasmapause. The TEC maps show that the appearance of the steep plasma density gradient in the pre-midnight sector during the recovery phase is related to the co-rotation of the gradient that is created during the main phase.

• International Journal of Railway
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• v.2 no.2
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• pp.70-79
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• 2009

An optimal driving strategy of a train in a long journey on a nonsteep track has four phases: an initial power phase, a long hold speed phase, a coast phase and a final brake phase. The majority of the journey is speed holding. On a track with steep gradients, it becomes necessary to vary the strategy around steep sections of track because it is not possible to hold a constant steep on steep track. Instead we must interrupt the speed hold phase with a power phase. The aim of this paper is to show that there is a unique power phase that satisfies the necessary conditions for an optimal journey. The problem is developed and solved for various cases, from a simple single steep gradient to a complicated multiple steep gradient section. For each case, we construct a set of new conditions for optimality of the power phase that minimises the energy used during the power phase subject to a weighted time penalty. We then use the new necessary conditions to develop a calculate scheme for finding an optimal power phase for a steep incline. We also present an example to confirm the uniqueness of an optimal power phase.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.9
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• pp.493-501
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• 2016

In this study, core technologies of a traction system on a mountain tram operating on the track of mountain road full of sharp curves and steep gradients were developed. In domestic mountain resort areas, sometimes the transportation service is not provided in winter because of ice and heavy snow on roads, so a mountain railway service independent of the climate and geographic conditions is needed. A traction system was designed taking into account of the power of a traction motor to climb the gradient of 120 ‰, which is common in domestic mountainous areas. and power transmission system was designed to consider the installation space for the traction system. In addition, a reduction gear and a propeller shaft were developed. An elastic pinion was developed and applied to the rack & pinion bogie system for steep gradient so that noise and vibration generated by contact between the steel gears could be reduced. Impact comparison tests showed that the vibration level of the elastic pinion is one-third lower than that of previous steel pinion. Independent rotating wheels and axles were developed for the bogie system to operate on the sharp curve of a 10 meter radius. In addition, the band braking system was developed to enhance the braking force during running on the steep gradient. A test for the braking force showed it exerts the required braking force. The performance of the developed core components were verified by the tests and finally they were applied to the bogie system running on the track of steep gradient and sharp curve.

• Journal of Korea Water Resources Association
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• v.56 no.10
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• pp.691-695
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• 2023

In this study, two sections with different topographic gradients were in the Hyogyo-ri area, the hydraulic gradients were calculated for each section, and the hydraulic gradient fluctuations according to the topographic gradient and rainfall were analyzed. The variations of the hydraulic gradient within the research site was large in the section with steep topographic gradient and small in the section with gradual topographic gradient. The influence of the variation in hydraulic gradient due to rainfall was high in the section with steep topographic gradient, and low in the section with gradual topographic gradient. Through this study, it was found that the hydraulic gradient fluctuations in unconfined aquifer showed as a complex effect of topographic gradient and rainfall.

• Journal of Korea Water Resources Association
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• v.49 no.6
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• pp.529-536
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• 2016

The existing methods to estimate the maximum scour depth in the bend of steep gravel bed channel have been evaluated by the hydraulic movable-bed experiments. In the $90^{\circ}$ bend steep-slope channel paved with the fluvial gravels which are uniform in size and have a mean diameter of 43mm, the maximum scour depths due to the flow discharge and the gradient of bed slope have been investigated and compared with the scour depth computed from the equations. The local scour has occurred in conditions that the bed slope is steeper than 0.02 and the $F_r$ is greater than 0.95. Except Lacey's equation and Zeller's equation, the existing methods computing the maximum scour depth overestimate the maximum scour depth in the steep channel with the very coarse gravel bed. However, Lacey's equation with the bed material size and Zeller's equation considering the approach channel gradient and the bend angle may be relatively used to estimate the scour depth in bend of the steep gravel-bed river.

• Journal of the Korean Association of Geographic Information Studies
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• v.3 no.1
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• pp.35-43
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• 2000

The slope gradient of the Korean Peninsula was analyzed by using DEM(DTED level 1). The Peninsula has high percentages of gentle slopes. But low plains and very steep slope regions are scarcely distributed in the Peninsula. Altitude lower than 150m areas are composed of plains and undulated plains. The steepest and most rugged topographies are observed in the range of altitude from 500m to 1,000m areas. The areas of altitude greater than 1,000m show plateau landscapes. By overlapping digital geology maps and the gradient grade maps, We revealed the characteristics of slope regions by geological districts. High latitude with steep slope are well developed in the geological districts of granitic gneiss(ARgr) and gneiss($PR_1$) of the Pre-Cambrian, sandstone of the Paleozoic era(P-T), and sedimentary rocks of the Mesozoic era($J_2$). Low altitude with gentle slope areas are representative in the districts of granite of the Mesozoic era($Jgr_1$), the Cretaceous sedimentary rocks of the Mesozoic era($K_1$, $K_2$) and the Cenozoic strata(N). Basalt extruded the Quaternary($Q_1$) are observed in the areas of very gentle slope but greater than 1,000m altitude.

• Korean Journal of Materials Research
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• v.33 no.5
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• pp.205-213
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• 2023

This paper reports the results of an experimental examination using X-rays to test annealing materials for lapped bearing steel (STB2), to confirm the validity of the weighted averaging analysis method. The distribution behavior for the α_𝜓-sin²𝜓 diagram and the presence or absence of differences in the peak method, half-value breadth method, and centroid method were investigated. When lapping the annealed bearing steel (STB2) material, a residual stress state with a non-directional steep gradient appeared in the surface layer, and it was found that the weighted averaging analysis method was effective. If there is a steep stress gradient, the sin²𝜓 diagram is curved and the diffraction intensity distribution curve becomes asymmetric, resulting in a difference between the peak method, half-value breadth method, and centroid method. This phenomenon was evident when the stress gradient was more than 2~3 kg/mm²/㎛. In this case, if the position of the diffraction line is determined using the centroid method and the weighted averaging analysis method is applied, the stress value on the surface and the stress gradient under the surface can be obtained more accurately. When the stress gradient becomes a problem, since the curvature of the sin²𝜓 diagram appears clearly in the region of sin²𝜓 > 0.5, it is necessary to increase the inclination angle 𝜓 as much as possible. In the case of a lapping layer, a more accurate value can be obtained by considering 𝜎₃ in the weighted averaging analysis method. In an isotropic biaxial residual stress state, the presence or absence of 𝜎₃ can be determined as the presence or absence of strain for sin²𝜓≈0.4.

• Journal of the Korean Geotechnical Society
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• v.29 no.5
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• pp.65-74
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• 2013

The natural disaster occurrences and the loss of lives caused by the steep-slope failures in Korea were investigated in this study. The investigation includes the frequency rate of the steep-slope failures with respect to the characteristics of precipitation, underlying bedrock, and weathered soils. Analysis on the problems in the existing estimation methods of steep-slope failure was also undertaken, and a new model using unsaturated infinite slope stability was developed for the better slope failure estimation. The slope analyses by the newly developed model were performed considering unsaturated infinite slope, the gradient of slope, and hydro/mechanical properties of soils. Steep-slope failure estimation criterion is proposed based on the analysis results. In addition, the precipitation amount corresponding to warning stages against steep-slope failure is provided as an equation of Intensity-Duration criterion.

• The Bulletin of The Korean Astronomical Society
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• v.36 no.1
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• pp.57.1-57.1
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• 2011

It has been suggested that merging plays an important role in the formation and the evolution of early-type galaxies (ETGs). Optical-NIR color gradients of ETGs in high density environments are found to be less steep than those of ETGs in low density environments, hinting frequent merger activities in ETGs in high density environments. In order to examine if the flat color gradients are the result of dry mergers, we studied the relations between merging features, color gradient, and environments of 281 low redshift ETGs selected from Sloan Digital Sky Survey (SDSS) Stripe82. The sample contains 222 relaxed ETGs, 38 ETGs with tidal features, 10 galaxies with dust features and 11 galaxies with tidal and dust features, and Near Infrared (NIR) images are taken from UKIRT Infrared Deep Sky Survey (UKIDSS) Large Area Survey (LAS). We find that r-K color gradients of field sample galaxies are steeper than those of sample ETGs within cluster environments. For the field sample galaxies, a relatively large number of galaxies with peculiar features contribute to the steeper color gradients, while the absence of these peculiar early-type galaxies make color gradients of the cluster sample galaxies intact. In high density environment, ETGs are already evolved and relaxed, resulting flat color gradients. However, in low density environments, a majority of ETGs undergone merging recently which makes the color gradients steep.

• Computers and Concrete
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• v.33 no.4
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• pp.373-384
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• 2024

In this study, a novel mountain train system was developed that can run along a steep gradient of 180 ‰ and sharp curve with a minimum radius of 10 m. For this novel mountain train, an embedded precast concrete rack rail track was implemented to share the track with an automobile road and increase constructability in mountainous regions. The embedded rack rail track is connected to a hydraulically stabilized base (HSB) layer with shear anchors, which must have sufficient longitudinal resistance because they bear most of the traction forces originated from the rack rail and longitudinal loads owing to the steep gradient. In addition, the damage to the shear anchor parts, including the surrounding concrete, must be strictly limited under the service load because the maintenance of shear anchors inside the track is extremely difficult after installation. In this study, the focus was made on the shear anchor behavior and design an embedded rack rail track, considering the serviceability and ultimate limit states. Accordingly, the design loads for mountain trains were established, and the serviceability criteria of the anchor were proposed. Subsequently, the resistance and damage of the shear anchors were evaluated and analyzed based on the results of several finite element analyses. Finally, the design method of the shear anchors for the embedded rack rail track was established and verified.