• International Journal of Industrial Entomology and Biomaterials
• /
• v.17 no.1
• /
• pp.121-124
• /
• 2008

The caspase family proteins play an important role in programmed cell death (apoptosis). To date, the expression profiles of the caspase family genes in Bombyx mori (Bm) are poorly known. In this study, we examined the expression profiles of two novel Bm caspase family genes (ice-2 and ice-5), the potential change of the mitochondrial membrane and the morphology in Bm cells after stimulation of ultraviolet (UV) irradiation. The results showed the potential change of the mitochondrial membrane occurred at 5 hours after UV irradiation treatment. Analysis of fluorescent quantitative RT-PCR demonstrated that both the ice-2 and ice-5 might be involved in UV induced apoptosis in Bm cells. Notably, after UV irradiating, expression pattern of ice-2 and ice-5 were remarkably different. The ice-2 gene was highly expressed at two time points, 0.5 and 5 hours after UV stimulating, while the expression level of ice-5 only peaked at 5 hours after UV stimulating. It indicated that apoptosis induced by UV irradiation was involved in the mitochondrial pathway and the two isoforms of Bm ice may act but play different role during the apoptosis of Bm cells.

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

• Journal of the Society of Naval Architects of Korea
• /
• v.48 no.5
• /
• pp.390-395
• /
• 2011

The main purpose of ice model basin is to assess and evaluate the performance of the Arctic ships and offshore structures because the full-scale tests in ice covered sea are usually very expensive and difficult. There are various ice conditions, such as level ice, brash ice, pack ice and ice ridge, in the real sea. To estimate their capacities in ice tank accurately, an appropriate model ice sheet and prepared ice conditions copied from actual sea ice conditions are needed. Pack ice is a floating ice that has been driven together into a single mass and a mixture of ice fragments of varying size and age that are squeezed together and cover the sea surface with little or no open water. So Ice-class vessels and Icebreaker are usually operated in pack ice conditions for the long time of her voyage. The most ice model tests include the pack ice test with the change of pack ice concentration. In this paper, the effect of pack ice size and channel breadth in pack ice model test is conducted and analyzed. Also we presented some techniques for the calculation of pack ice concentration in the model test. Finally, we developed a new model test methodology of pack ice condition in square type ice tank.

• Journal of the Korean earth science society
• /
• v.32 no.7
• /
• pp.719-731
• /
• 2011

Based on the ICE-3G and ICE-5G ice models, we predicted the velocities of crustal uplift caused by Glacial Isostatic Adjustment (GIA) at 39 tide gauge sites operated by Korea Hydrographic and Oceanographic Administration (KHOA). We also divided the Korean peninsula in the ranges of $32-38.5^{\circ}N$ and $124-132^{\circ}E$ in $0.5^{\circ}{\times}0.5^{\circ}$ grids, and computed the GIA velocities at each grid point. We found that the average uplift rates due to GIA in South Korea were 0.33 and 1.21 mm/yr for ICE-3G and ICE-5G, respectively. Because the GIA rates were relatively high at ~1 mm/yr when the updated ice model ICE-5G was used, we concluded that the GIA effect cannot be neglected when we compute the absolute sea level (ASL) rates around the Korean peninsula. In this study, we corrected the ICE-5G GIA velocities from the relative sea level rates provided by KHOA and we computed the ASL rates at 13 tide gauge stations. As a result, we found that the average ASL velocity around the Korean peninsula was 5.04 mm/yr. However, the ASL rates near Jeju island were abnormally higher than the other areas and the average was 8.84 mm/yr.

• Journal of Ocean Engineering and Technology
• /
• v.28 no.5
• /
• pp.423-428
• /
• 2014

Ice loads may be conveniently categorized as local ice loads and global ice loads. Local ice loads are often defined as ice pressures acting on local areas of shell plates and stiffeners. Therefore, local ice loads are defined in all ice class rules. However, directly measuring the local ice pressure using the actual ice class vessel is a very difficult task because appropriate instruments for direct measurement must be installed on the outer hull, and they are easily damaged by direct ice contacts/impacts. This paper focuses on the estimation of the local ice pressure using the data obtained from icebreaking tests in the Arctic sea in 2010 using the Korean icebreaking research vessel (IBRV) ARAON. When she contacted the sea ice, the local deformation of the side shell was measured by the strain gauges attached to the inside of the shell. Simultaneously, the contact area between the side shell and sea ice is investigated by analyzing the distribution of the measured strain data. Finally, the ice pressures for different contact areas are estimated by performing a structural analysis.

• Journal of the Society of Naval Architects of Korea
• /
• v.48 no.5
• /
• pp.421-425
• /
• 2011

To know the speed performance of "ARAON" in Arctic ice field, the measurement of ice properties which is ice thickness & strength, snow depth and free board were performed on July 2010. The measuring method of nautical signals such as heading angle, power of engine, wind & current information etc. was described in this paper. The speed sea trials in ice were performed on the four different positions with different ice properties and engine powers because the uniform level ice is not detected in the Chukchi Sea. The test field was partially constrained ice floe with hummocks and it was superposed with small broken ice pieces each other. All of the measured ice properties were compared and evaluated according to the results of sea trial. The relations between speed, ice thickness, strength and power were summarized. Consequently according to the sea trial results, the speed of ARAON is 2.78knots at the 2.49m ice thickness with 6.55MW engine power.

• Journal of Ocean Engineering and Technology
• /
• v.27 no.5
• /
• pp.82-87
• /
• 2013

The icebreaking research vessel ARAON conducted her second ice trial in the Arctic Ocean during the summer season of 2010. During this voyage, the local ice loads acting on the bow of the port side were measured using 14 strain gauges. The measurement was carried out during icebreaking while measuring the thickness of the ice every 10 m. The obtained strain data were converted to the equivalent stress values, and the effects of the ship speed and ice thickness on the ice load were investigated. As a result, it was found that a faster speed produced a larger stress, according to the variation in the peak values below an ice thickness condition of 1.5 m. Meanwhile, the effect of the ice thickness on the ice load was not clear.

• Journal of the Korean earth science society
• /
• v.28 no.5
• /
• pp.598-602
• /
• 2007

A long-term in situ observation was carried out in the Ice-valley at Milyang in order to explain the factors and processes associated with the summertime ice formation. The variation of temperature inside Ice-valley in relation with ice formation in summer time was found to depend on precipitation rate in spring and cold air sinking in autumn and winter. The rate of temperature rising tends to correspond to sensible heat release depending on the precipitation amount at the freezing location. The reason of the cold air accumulation in a talus in the Ice-valley is the cold air sinking over the surface of talus due to the occurrence of outside clod air mass and the accumulated cold air from autumn to spring flow outside at the bottom of talus. The out-flowing cold air can result in the ice formation in the hot summer.

• Journal of Ocean Engineering and Technology
• /
• v.28 no.1
• /
• pp.28-33
• /
• 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 the Korean Society of Food Science and Nutrition
• /
• v.35 no.6
• /
• pp.721-728
• /
• 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.