• 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.

• Korean Journal of Agricultural Science
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• v.25 no.2
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• pp.176-180
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• 1998

Ice cream were made with chestnut meat and walnut meat which are special agricultural products in Chungnam area. The nut meat powders were added in the concentration of 1~5% in the ice cream mix. The over run characteristic, chemical composition and sensory test were examined. The results obtained were as follows. 1. The score of over run was lower for chestnut ice cream(35.75~38.81%) and walnut ice cream (36.31~40.38%) than for control ice cream (41.28%). 2. The concentration of solid-non-fat and crude protein were higher for chestnut ice cream 31.05~31.73% and 4.48~4.78% than for control ice cream. The walnut ice cream contained more fat and protein (12.21~16.29% and 4.63~5.27%) than for control ice cream did. 3. The scores of tastes and odor were higher for chestnut ice cream than for control ice cream, and the scores of odor were higher significantly (P<0.05%) for walnut ice cream.

• Journal of Navigation and Port Research
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• v.43 no.5
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• pp.296-301
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• 2019

The Electronic Chart Display and Information System (ECDIS) is an integral component of ship navigation equipment, that enables mariners to view Electronic Navigational Charts (ENC). Recently, it has become possible to transport freight and energy resources via the Northern Sea Routes (NSR) as global warming has been accelerating. However, ice can impact all types of ships and the potential danger that ice poses is significant. Until now, ice, consistently proven to be one of the most dangerous threats impacting navigation in ice-covered regions, has its detailed standard in the specification of the International Hydrographic Organization (IHO) for ECDIS. The investigations described in this paper were conducted to assess the advantages and problems of the display of ice objects on ECDIS. The experiments were conducted by using the Geographic Information System (GIS) to perform ice objects with their corresponding colors and symbols. Implementation of the standardized appearance of ice objects can enable mariners to access the ice condition of seas in a short time before navigating a safe passage through potentially treacherous waters. However, remain issues that must be overcome for data on ice to be fully compatible with an ECDIS system.

• Korean Journal of Food Science and Technology
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• v.46 no.2
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• pp.173-179
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• 2014

The fermentation characteristics of ice wines made from freeze-dried Muscat Bailey A grapes were determined. Muscat Bailey A grapes were concentrated to 34.8 and $40.8^{\circ}Bx$ by freeze drying and were then fermented. The content of reducing sugar was 0.3% in conventional wine after fermentation, but was 21.5 and 23.9% in ice wines at 34 and $40^{\circ}Bx$, respectively. The content of alcohol was 9.6% in conventional wine but was 10.3 and 10.6% in ice wines at 34 and $40^{\circ}Bx$, respectively. It was observed that the red and violet colors of ice wines at 34 and $40^{\circ}Bx$ became dominant compared to the controls. In sensory evaluation studies, ice wines at 34 and $40^{\circ}Bx$ showed higher intensities in color, flavor, and overall preference.

• Korean Journal of Remote Sensing
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• v.25 no.5
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• pp.423-434
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• 2009

The Arctic environment is sensitive to change of sea-ice distribution. The increase and decrease of sea ice work to an index of globe warming progress. In order to predict the progress of hereafter earth global warming, continuous monitoring regarding a change of the sea ice area in the Arctic should be performed. The remote sensing based on an artificial satellite is most effective on the North Pole. The sea ice observation using a passive microwave sensor has been continued from 1970's. The determination of sea ice extent and ice type is one of the great successes of the passive microwave imagers. In this paper, to investigate the seasonal and inter-annual variation of sea-ice distribution we used here the sea ice data from July 2002 to May 2009 around the Arctic within $60^{\circ}N$ for the AMSR-E 12.5km sea-ice concentration, a passive microwave sensor. From an early analysis of these data, the arctic sea-ice extent has been steadily decreasing at a rate of about 3.1%, accounting for about $2{\times}10^5\;km^2$, which was calculated for the sea-ice cover reaching its minimum extent at the end of each summer. It is also revealed that this trend corresponds to a decline in the multi-year ice that is affected mainly by summer sea surface and air temperature increases. The extent of younger and thinner (first-year) ice decreased to the 2007 minimum, but rapidly recovered in 2008 and 2009 due to the dramatic loss in 2007. Seasonal variations of the sea-ice extent show significant year-to-year variation in the seasons of January-March in the Barents and Labrador seas and August-October in the region from the East Siberian and Chukchi seas to the North Pole. The spatial distribution of multi-year ice (7-year old) indicates that the perennial ice fraction has rapidly shrunk recently out of the East Siberian, Laptev, and Kara seas to the high region of the Arctic within the last seven years and the Northeast Passage could become open year-round in near future.

• Journal of Korean Academy of Fundamentals of Nursing
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• v.1 no.1
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• pp.37-49
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• 1994

The purpose of this study was to measure the oral temperature, skin temperature, and subjective discomfort according to the application time of ice bag on thigh, head, and abdomen. This study was also intended to suggest nursing principles about ice bag application by exploring the recovery time of skin temperature after the removal of ice bag. The design of this study was $8{\times}3$ factorial design with one sample repeated measure. Here, the application time of ice bag(criteria, 5min, 10min, 20min, 30min, 40min, 50min, 60min) and the application site of ice bag(thigh, head, abdomen) were independent variables. The subjects were 10 university woman students, and data collection was made from July, 1 to August 30, 1992. Rubber ice bag halfly filled with ice was covered with towel and applied on thigh, head and abdomen in other three days. Before applying the ice bag, oral temperature and skin temperature were checked for criteria. After ice bag was applied, skin temperature, oral temperature and VAS score were checked at first 5 minutes elapsed, and every 10 minutes until 60 minutes. After that, ice bag was removed, and oral temperature and skin temperature were also measured every ten minutes until 60 minutes. In this study, skin temperature and core temperature were measured by thermistor probe, and subjective discomfort was measured by 200mm VAS (Visual Analogue Scale). Some of the findings were as follows : 1. There were significant differences in skin temperature among the three application sites of ice bag as time go by. It was most decreased to $15.87^{\circ}C$ in thigh, and $19.47^{\circ}C$ in abdomen at 50 minutes after the application of ice bag, whereas $26.1^{\circ}C$ at 40 minutes in head. Before the application of ice bag, skin temperature showed significant differences in three sites, so that they were compared after the criteria was covariated. In other words, there was significantly more decrease of skin temperature in thigh and abdomen than head, after ice bag was applied for 20 minutes and more. 2. There was no significant difference in core temperature among the three application sites of ice bag during the time of application 3. There was no significant difference in subjective discomfort (VAS) among the three application sites of ice bag. 4. After the removal of ice bag, the recovery of skin temperature was significantly different in three sites during first 30 minutes. In head, skin temperature came up to criteria at 30 minutes after the removal of ice bag, but it was not recovered In thigh and abdomen even 60 minutes elapsed. 5. After the removal of ice bag, there was no significant difference in oral temperature among the three application sites of ice bag. 6. There was significant correlation between the skin temperature and VAS score only in thigh. In conclusion, it is suggested that head in more suitable site for the application of ice bag if it is used for the relief of fever or pain. When we apply ice bag on thigh or abdomen for the relief of pain, careful attention is required.

• International Journal of Naval Architecture and Ocean Engineering
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• v.10 no.6
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• pp.794-802
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• 2018

The ice resistance series charts for icebreaking ships were developed through a series of systematic model tests in the ice tank of the Korean Research Institute of Ship and Ocean Engineering (KRISO). Spencer's (1992) component-based scaling system for ship-ice model tests was applied to extend the model ship correlations. Beam to draft ratio (B/T), length to beam ratio (L/B), block coefficient ($C_B$) and stem angle (${\alpha}$) were selected as geometric parameters for hull form development. The basic hull form (S1) of twin pod type with B/T of 3.0, L/B of 6.0, $C_B$ of 0.75 and stem angle of $25^{\circ}$ was generated with a modern hull design concept. A total of 13 hulls were designed varying the geometric parameters; B/T of 2.5 and 3.5, L/B of 5.0 and 7.0, $C_B$ from 0.65 to 0.85 in intervals of 0.05, and 5 stem angles from $15^{\circ}$ to $35^{\circ}$. Ice resistance tests were first carried out with the basic hull form in level ice with suitable speed. Four more tests for $C_B$ variations from 0.65 to 0.85 were conducted and two more for beam to draft and length to beam ratios were also performed to study the effect of the geometric parameters on ice resistance. Ice resistance tests were summarized using the volumetric coefficient, $C_V$ ($={\nabla}/L^3$), instead of L/B and $C_B$ variations. Additional model tests were also carried out to account for the effect of the stem angle, ice thickness and ice strength on ice resistance. In order to develop the ice resistance series charts with a minimum number of experiments, the trends of the ice resistance obtained from the experiments were assumed to be similar for other model ship with different geometric parameters. A total of 18 sheets composed of combinations of three different beam to draft ratios and six block coefficients were developed as a parameter of $C_V$ in the low speed regions. Three correction charts were also developed for stem angles, ice thickness and ice strength respectively. The charts were applied to estimate ice resistance for existing icebreaking ships including ARAON, and the results were satisfactory with reasonable accuracy.

• International Journal of Naval Architecture and Ocean Engineering
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• v.3 no.3
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• pp.208-215
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• 2011

A full-scale field trial in ice-covered sea is one of the most important tasks in the design of icebreaking ships. The first Korean icebreaking research vessel 'ARAON', after her delivery in late 2009, had a sea ice field trial in the Arctic Sea during July-August, 2010. This paper describes the test procedures and data analysis on the icebreaking performance of the IBRV ARAON. The data gathered from the icebreaking performance test in the Chukchi Sea and the Beaufort Sea during the Arctic voyage of ARAON includes the speed and engine power of the ship as well as sea ice thickness and strength data. The air temperature, wind speed and heading of the ship were also measured during each sea ice trial. The ARAON was designed to break 1 m thick level ice with a flexural strength of 630kPa at a continuous speed of 3knots. She is registered as a KR POLAR 10 class ship. The principal dimensions of ARAON are 110 m, 19 m and 6.8 m in length, breadth and draft respectively. She is equipped with four 3,500kW diesel-electric main engines and two Azipod type propulsion motors. Four sea ice trials were carried out to understand the relationship between the engine power and the ship speed, given the Arctic ice condition. The analysis shows that the ARAON was able to operate at 1.5knots in a 2.5m thick medium ice floe condition with the engine power of 5MW, and the speed reached 3.1 knots at the same ice floe condition when the power increased to 6.6MW. She showed a good performance of speed in medium ice floe compared to the speed performance in level ice. More detailed analysis is summarized in this paper.

• Journal of the Society of Naval Architects of Korea
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• v.45 no.5
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• pp.495-501
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• 2008

Samsung Heavy Industries (SHI) and NRC's Institute for Ocean Technology (IOT) collaborated on a project to predict the performance of a new design for a Suezmax size tanker that had acceptable open water performance but was also capable of operating in ice. The resulting hull form was a single screw, single rudder design with a bulbous bow, modified for operation in ice. An important design consideration is the ability of the ship to maneuver in different ice conditions. This paper presents the results of maneuvering experiments in pack ice and level ice, using a free running model.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.14 no.5
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• pp.385-390
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• 2002

To clarify the hydraulic characteristics of ice slurry which made from 6.5% ethylene glycol-water solution flowing through circular pipes of small diameter, experimental studies were performed. The flow pattern was observed and the pressure drop was measured in acrylic pipes with inner diameter of 24 mm. The results of flow visualization revealed that ice particles flowed along the top of pipes in the ranges of small ice fraction and low flow rate, while Ice particles diffused into the whole region of pipes flowed like a homogeneous flow for high flow rate and high ice fraction. An increase in frictional pressure drop was measured as the ice fraction increased in all pipes and unstable flow was observed for up-ward vertical pipe.