• Journal of Ocean Engineering and Technology
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• v.28 no.1
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• pp.28-33
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• 2014

The Korean icebreaking research vessel "Araon" performed four sea trials in the Arctic and Antarctic Seas. The ice properties, such as the ice thickness, floe size, ice strength, and power of the vessel were quite different in these trials. To compare the speeds of ship with the same ice strength and power, the AARC (Arker Arctic Research Center) method is used with a vessel power of 10 MW and an ice strength of 630 Pa in this paper. Based on the analysis results, the speed of the ship was 1.62 knots (0.83 m/s) with a 1.02-m ice thickness and 2.5-km floe size, 5.3 knots (2.73 m/s) with a 1.2-m ice thickness and 1.0-km floe size, and 13.8 knots (7.10 m/s) with a 1.1-m ice thickness and 200-m floe size. The analysis results showed that the ship speed and floe size have an inversely proportional relationship. Two reasonable reasons are given in this paper for the final result. One is an ice breaking phenomenon, and the other is the effect of the ice floe mass. For the breaking phenomenon, the ice breaking force is very small because the ice floe is not breaking but tearing when a ship is passing through a small ice floe. Regarding the effect of the ice floe mass, it is impossible for a ship to push and tear an ice floe if the mass of the ice floe is too large compared to the mass of the ship. The velocity of the ship decreases when the ice floe has a large mass and a large size because the ship has to break the ice floe to move forward.

• Journal of Advanced Marine Engineering and Technology
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• v.32 no.2
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• pp.292-298
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• 2008

This study was experimentally investigated to understand the ice making characteristics of ice on a coil type ice maker. The experiment was carried out under the following conditions which are the brine temperatures of $-10[^{\circ}C],\;-8[^{\circ}C],\;-6[^{\circ}C]$, brine flow velocities of 1.0[m/s], 1.4[m/s], 1.8[m/s] and initial water temperatures of $6[^{\circ}C],\;9[^{\circ}C],\;12[^{\circ}C]$, ect. The acquired conclusions shows: 1) Ice making amount is increased with decreasing in the temperature of brine. 2) Total ice making amount shows higher value in larger size coil. However, the ice making amount per heat transfer area is increased in smaller one. 3) The ice making amount is increased with decreasing in the initial water temperature. 4) It is cleared that the overturn of natural convection existed in this experimental result.

• Journal of Power System Engineering
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• v.16 no.5
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• pp.32-39
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• 2012

The study experimented to understand ice-on-coil type ice making characteristics on to 3 kinds of circular tube, oval tube and small diameter tube using ice maker. The experiment were carried out under various conditions, that used brine temperature($-10^{\circ}C$, $-6^{\circ}C$), brine flow rate(1.0m/s, 1.8m/s) and inlet water temperature ($6^{\circ}C$, $12^{\circ}C$) etc. Mass of ice per ice making area increased according to the decrease of the brine temperature and inlet water temperature, but that was increased according to the increase of the brine flow rate. Oval ice making tube produced ice 1.11 to 2.46 times that of 9mm circular ice making tube, and 3mm small diameter ice making tube produced ice 1.06 to 1.51 times that of 9mm circular ice making tube.

• Journal of Ocean Engineering and Technology
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• v.26 no.1
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• pp.1-8
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• 2012

To correctly estimate ice load and ice resistance for a ship's hull, it is essential to understand the material properties of sea ice during ice field trials and to use the proper experimental procedure for gathering ice strength data. The first Korean-made icebreaking research vessel (IBRV), ARAON, had her second sea ice trial in the Arctic Ocean during July and August of 2010. This paper describes the test procedures used to properly obtain sea ice strength data, which provides the basic information on the ship's performance in an ice-covered sea and can be used to estimate the correct ice load and ice resistance on the IBRV ARAON. The data gathered from three sea ice field trials during the Arctic voyage of the ARAON includes the ice compressive strength, flexural strength, and failure strain of sea ice. This paper analyzes the gathered sea ice data in comparison with data from the first voyage of the ARAON during her Antarctic Sea ice trial in January 2010.

• Journal of the Society of Naval Architects of Korea
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• v.55 no.1
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• pp.22-27
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• 2018

Ships strengthened for navigation in ice encounter level ice, ice ridge and broken ice fields. Thus, the ship resistance in ice is a very critical concern to the designers of ice-going vessels. The objective of this study is to understand the physical aspects of ship performance in ice and to investigate the characteristics of the ship resistance in broken ice channels. In particular, this study identifies the ship resistance in ice associated with the broken ice channel width and the size of broken ice pieces. Model testings of towed-resistance condition in broken ice channels with three ship speeds were conducted in KRISO ice model basin. The influence of the ship resistance characteristics in broken ice channels for channel width and size of broken ice pieces was analyzed.

• International Journal of Ocean System Engineering
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• v.1 no.1
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• pp.32-36
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• 2011

EG/AD/S type model ice was originally selected as the primary model ice material for the MOERI ice tank in Korea. The existence of a sugar component in the EG/AD/S mixture may cause a serious maintenance problem. In order to understand the influence of sugar in the original model ice, a series of tests with EG/AD/S and EG/AD model ices were performed, and their material properties compared. Because the target strength of model ice in the full-scale MOERI ice tank is expensive and difficult to control, tests were performed under cold room conditions using a miniature ice tank. This paper describes the material properties of EG/AD/S and EG/AD model ices, such as flexural strength, compressive strength and elastic modulus. In order to obtain the desired strength and stiffness levels for the model ice, a warm-up process was introduced.

• Korean Journal of Remote Sensing
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• v.37 no.1
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• pp.1-11
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• 2021

This study measures the change of ice flow velocity of David Glacier, one of the fast-moving glaciers in East Antarctica that drains through Drygalski Ice Tongue. In order to effectively observe the rapid flow velocity, we applied the offset tracking technique to Sentinel-1A SAR images obtained from 2016 to 2020 with 36-day temporal baseline. The resulting velocity maps were averaged and the two relatively fast points (A1 and A2) were selected for further time-series analysis. The flow velocity increased during the Antarctic summer (around December to March) over the four years' observation period probably due to the ice surface melting and reduced friction on the ice bottom. Bedmap2 showed that the fast flow velocities at A1 and A2 are associated with a sharp decrease in the ice surface and bottom elevation so that ice volumetric cross-section narrows down and the crevasses are being created on the ice surface. The local maxima in standard deviation of ice velocity, S1 and S2, showed random temporal fluctuation due to the rotational ice swirls causing error in offset tracking method. It is suggested that more robust offset tracking method is necessary to incorporate rotational motion.

• Journal of the Society of Naval Architects of Korea
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• v.45 no.5
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• pp.562-568
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• 2008

In this study, the target FSICR class is 1A whose target thickness of the brash ice is 46 mm in model scale. Normally ice floes for brash ice do not exceed 2 m in full scale, so the model ice sheet was cut by about 10 cm by 10 cm using hand saws. Since the target thickness of brash ice is 46 mm, 46 mm ice sheet makes one layer brash ice. For 23 mm thickness ice sheet, two layers should be accumulated to reach 46mm brash ice thickness. For 15mm thickness ice sheet, three layers need to be accumulated as the same as those in 23 mm ice sheet. New methodology to produce a brash ice was proposed. The results showed that it would be important to use multi-layer rather than single layer possibly because of significant thrust deduction from the propeller-ice interaction in the present ice condition (FSICR 1A).

• Ocean and Polar Research
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• v.26 no.1
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• pp.1-10
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• 2004

Ice cliff retreat and sea-ice formation around King Sejong Station in King George Island were analysed and compared with air temperature change. Analysis of 33-year (1969-2001) air temperature records at Bellingshausen Station has revealed regional atmospheric warming, and the increasing rate of air temperature Is equivalent to a warming of $1^{\circ}C$ for 27-year period. Here we present time-series of observations for the areal extent of the ice cliff and ice sheet, showing that they have retreated dramatically in the past 45 years (1956-2001). Retreat of 1,050 m in length of the ice clifr has changed the Marian Cove into a low rectangular form of 4 km in length and 1 to 1.3km in width. The retreat rates have since increased from 6 m/yr of the Primary investigated Period to 54 and 81m/yr in the recent years. Exceptionally, the ice cliff had been advanced of 21m in length for a year between 1987 and 1988 of cold winters. Ice sheet in King George Island also shows a similar decrease, and the decreasing extent is much larger at the southern part of the Main Cove, relatively more exposed to the sun, than at the northern part. Comparing sea-ice formation in winter with air temperature data shows a pattern starting to freeze below $-5^{\circ}C$ and to thaw over $-3^{\circ}C$. It is conclusively estimated that the patterns and magnitudes of ice cliff retreat and sea-ice formation are consistent with fluctuations of the air temperature, and that the recent rapid retreat of ice cliff and less formation of sea-ice are caused especially by the warming trends in autumn accompanied with expansion of summer thawing period.

• Journal of Ocean Engineering and Technology
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• v.29 no.1
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• pp.28-33
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• 2015

The icebreaking research vessel ARAON had her second ice trial in the Arctic Ocean from July 16 to August 12, 2010. In this study, the ice loads measured during the “general” operation and “ice breaking” operation in ice-covered waters were analyzed and compared. Whereas the “general” operation stands for the voyage in the water partially covered by ice, the “ice breaking” operation involved substantial ice floes for the ice breaking performance test. Based on the measured data, comparisons of the relationship between the ship speed and ice load, and between the locations of strain gauges and ice loads were investigated. Peak stresses higher than 20 MPa were found. The longitudinal and vertical correlations between the measurement location and ice load were analyzed, and the probability of peak stress was calculated. As a result, the probability function for higher ice loads during both operation modes was expressed in an exponential and power forms.