• Journal of Ocean Engineering and Technology
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• v.25 no.2
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• pp.55-61
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• 2011

A field trial in an ice-covered sea is one of the most important tasks in the design of icebreaking ships and offshore structures. To correctly estimate the ice load and ice resistance of 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 effective ice data. The first Korean-made icebreaking research vessel, "ARAON," had her second sea ice trial in the Arctic Ocean during the summer season of 2010. This paper describes the test procedures used to obtain proper sea ice data, which provides the basic information for the ship's performance in an ice-covered sea and is used to estimate the correct ice load and ice resistance of the IBRV ARAON. The data gathered from the sea ice in the Chukchi Sea and Beaufort Sea during the Arctic voyage of the ARAON includes the temperature, density, and salinity of the sea ice, which was believed to be from two-year old ice floes. This paper analyses the gathered sea ice data in comparison with data from the first voyage of the ARAON during her Antarctic Sea ice trial.

• 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).

• Korean Journal of Remote Sensing
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• v.27 no.5
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• pp.535-542
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• 2011

We extracted a surface displacement map of Canisteo Peninsula and the surrounding area in West Antarctica by applying 4-pass DInSAR technique to two ERS-1/2 tandem pairs and analyzed the surface displacement of glaciers and sea ice. In the displacement map, glaciers showed fast motion pushing the adjoining land-fast sea ice which has the displacement in the same direction as the glacier. Cosgrove ice shelf showed large displacement pushing the adjoining land-fast sea ice as well. Some sea ice indicated the displacement that is opposite to the land-fast sea ice. This was because the type of the sea ice is drift ice that is affected by ocean current. Therefore, we could confirmed the boundary between land-fast sea ice and drift ice. It was difficult to distinguish ice shelf from ice sheet because they showed similarities both in brightness of the SAR images and in fringe rates of the interferograms. However, a boundary between fast-moving ice shelf and stable ice sheet was easily confirmed in the displacement map after the phase unwrapping process.

• Journal of the Korea Institute of Military Science and Technology
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• v.24 no.2
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• pp.151-164
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• 2021

With the gradual increase in the ROK naval power, it is an undeniable fact that the time of operation in the ice-infested area will be necessary in the near future. Recently, cases of ice formation around Korean waters in wintertime have been frequently reported. However, in the case of the ROK naval vessels to date, it is a fact that the ice-strengthened perspective has not been considered from the design stage. In this study, the capability of operation in the ice-infested area of the ROK naval vessels, which did not take into account the ice-strengthened design, was reviewed through the evaluation of the vessel's structural integrity in accordance with the sea ice conditions.

• Journal of the Korean Society of Food Science and Nutrition
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• v.35 no.6
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• pp.721-728
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• 2006

The objective of the study was to analyze the contents and fatty acid compositions in the extracted fats from selected commercial ice creams and ice cream-related products. Seventy four ice creams and ice cream-related products were collected from local stores: 22 regular 'ice creams', 10 premium 'ice creams', 22 'ice milks', 4 'sherbets', 11 'non-milk-fat ice creams' and 5 'non-milk product ice creams'. Contents and fatty acid compositions of the fats in the ice creams and ice cream-related products were analyzed. Fat contents in regular 'ice creams', premium 'ice creams' and 'ice milks' were $5{\sim}11%,\;13{\sim}17%\;and\;2{\sim}10%$, respectively. 'Sherbets', 'non-milk-fat ice creams' and 'non-milk product ice creams' contained $2{\sim}7%,\;4{\sim}11%\;and\;1{\sim}2%$ fats, respectively. Fats extracted from 14 regular 'ice creams', all of the premium 'ice creams' and 11 'ice milks' contained $63{\sim}75%$ saturated fatty acids and $2{\sim}5%$ trans fatty acids. Their fatty acid compositions were similar to those in milks and butter. However, fats from 8 regular 'ice creams' and 11 'ice milks' contained $11{\sim}28%\;and\;11{\sim}34%$ lauric acid, respectively. Since these levels of lauric acid were 3 times more than in milk or butter, other fats along with milk fat might be used for manufacturing these' ice creams' and 'ice milks'. Out of these 19 products, only 5 products were labelled as 'coconut oil' or 'refined oil' as well as milk fat being used. Fats extracted from 'sherbets', 'non-milk-fat ice creams' and 'non-milk product ice creams' contained $81{\sim}92%,\;76{\sim}99%\;and\;84{\sim}99%$ saturated fatty acids, respectively. Lauric acid was the most abundant fatty acid in the fats of these products, being $33{\sim}34%,\;17{\sim}45%\;and\;27{\sim}46%$ of the total fatty acids, respectively.

• Journal of the Society of Naval Architects of Korea
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• v.58 no.3
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• pp.175-181
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• 2021

This study describes the model tests in ice according to the frictional coefficient of an ice-breaking ship and the change in ice resistance by the analysis method for each component of ice resistances. The target vessel is a 90K DWT ice-breaking tanker capable of operating in ARC7 ice conditions in the Arctic Ocean, and twin POD propellers are fitted. The hull was specially painted with four different frictional coefficients on the same ship model. The total ice resistance can be separated by ice breaking, ice buoyancy, ice clearing resistances through the tests in level ice, pre-sawn ice and creep test in pre-sawn ice under sea ice thickness of 1.2 m and 1.7 m. Ice resistance was analyzed by correcting the thickness and bending strength of model ice by the ITTC correction method. As the frictional coefficient between the hull and ice increases, ice buoyancy and clearing resistances increase significantly. When the surface of the hull is rough, it is considered that the broken ice pieces do not slip easily to the side, resulting in an increase in ice buoyancy resistance. Also, the frictional coefficient was found to have a great influence on the ice clearing resistance as the ice thickness became thicker.

• International Journal of Naval Architecture and Ocean Engineering
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• v.11 no.2
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• pp.796-808
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• 2019

In this paper, a Smoothed Particle Hydrodynamics (SPH) method is extended to simulate the ice failure process and ice-ship interactions. The softening elastoplastic model integrating Drucker-Prager yield criterion is embedded into the SPH method to simulate the failure progress of ice. To verify the accuracy of the proposed SPH method, two benchmarks are presented, which include the elastic vibration of a cantilever beam and three-point bending failure of the ice beam. The good agreement between the obtained numerical results and experimental data indicates that the presented SPH method can give the reliable and accurate results for simulating the ice failure progress. On this basis, the extended SPH method is employed to simulate level ice interacting with sloping structure and three-dimensional ice-ship interaction in level ice, and the numerical data is validated through comparing with experimental results of a 1:20 scaled Araon icebreaker model. It is shown the proposed SPH model can satisfactorily predict the ice breaking process and ice breaking resistance on ships in ice-ship interaction.

• Journal of the Society of Naval Architects of Korea
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• v.45 no.2
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• pp.175-185
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• 2008

One of the concerns that arise during navigation in ice-covered waters is the magnitude of ice loads encountered by ships. However, the accurate estimation of ice loads still remains as a rather difficult task in the design of icebreaking vessels. This paper focuses on the development of simple ice load prediction formulas for the icebreaking cargo vessels. The maximum ice loads are expected from unbroken ice sheet and these loads are most likely to be concentrated at the bow area. Published ice load data for icebreaking vessels, from the model tests and also from full-scale sea trials, are collected and then several ice load prediction formulas are compared with these data. Finally, based on collected data, a semi-empirical ice load prediction formula is recommended for the icebreaking cargo vessels.

• Journal of the Society of Naval Architects of Korea
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• v.41 no.6
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• pp.120-125
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• 2004

There are very few numbers of 115K FPP (Fixed Pitch Propulsion) Tankers for the Baltic ice class IA because the minimum power requirement of FMA (Finish- Swedish Maritime Association) needs quite large engine power and the 40 m Beam is out of calculation range of FMA minimum power requirements. The shipyard has no choice except to increase the engine power to satisfy FMA minimum power requirement Rule. And the operation cost, efficiency of hullform and its building cost are not good from the ship owners' point of view To solve this problem, the experience of ice breaking tanker development and the ice tank test results were adopted. The main idea to reduce the ice resistance is by reducing waterline angle at design load waterline. The reason behind the main idea is to reduce the ice-clearing force. Two hull forms were developed to satisfy Baltic Ice class IA. Two ice tank tests and one towing tank test was performed at MARC (Kvaener-Masa Arctic Research Center) and SSMB (Samsung Ship Model Basin) facilities, respectively. The purpose of these tests was to verify the performance in ice and open water respectively The hull form 2 shows less speed loss compared to Hull form 1 in open water operation but hull form 2 shows very good ice clearing ability. finally the Hull Form 2 satisfying Baltic ice class IA. The merit of this hull form is to use the same engine capacity and no major design changes in hull form and other related designs But the hull structure has to be changed according to the ice class grade. The difference in two hull form development methods, ice model test methods and analysis methods of ice model test will be described in this paper.

• Journal of Ocean Engineering and Technology
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• v.7 no.2
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• pp.162-172
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• 1993

In the present paper, the overall state of the arts of ice mechanics which is the most typical research topic of the artic engineering field was studied. And also, ice loads genrated by ice-structure interaction were estimated using numerical approach. The effects of viscous property of ice sheets to the ice load were investigated. The time dependent deformation behaviors of ice was modeled by visco-plastic problem using the finite element formalism. Constitutive model representing the material properties of ice was idealized by comblned rheological model with Maxwell and Voigt models. Numerical calculations for the bending and crushing behavior of ice sheet which are the most typical interaction modes between ice sheets and structures were carried out. The time dependent viscous behaviors of ice sheets interaction forces acting on structures were analyzed and the results were studied in detail.