• International Journal of Naval Architecture and Ocean Engineering
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• v.7 no.4
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• pp.699-707
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• 2015

The ice-resistance estimation technique for icebreaking ships had been studied intensively over recent years to meet the needs of designing Arctic vessels. Before testing in the ice model basin, the estimation of a ship's ice resistance with high reliability is very important to decide the delivered power necessary for level ice operation. The main idea of previous studies came from several empirical formulas, such as Poznyak and Ionov (1981), Enkvist (1972) and Shimansky (1938) methods, in which ice resistance components such as icebreaking, buoyancy and clearing resistances were represented by the integral equations along the Design Load Water Line (DLWL). The current study proposes a few modified methods not only considering the DLWL shape, but also the hull shape under the DLWL. In the proposed methodology, the DLWL shape for icebreaking resistance and the hull shape under the DLWL for buoyancy and clearing resistances can be directly considered in the calculation. Especially, when calculating clearing resistance, the flow pattern of ice particles under the DLWL of ship is assumed to be in accordance with the ice flow observed during ice model testing. This paper also deals with application examples for a few ship designs and its ice model testing programs at the AARC ice model basin. From the comparison of results of the model test and the estimation, the reliability of this estimation technique has been discussed.

• 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.

• Journal of the Korea institute for structural maintenance and inspection
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• v.22 no.5
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• pp.47-54
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• 2018

Concrete undergoes various deterioration on surface. Impregnant with silicate is usually applied to concrete surface and forms insoluble hydrates, which can provide many engineering advantages. In the work, concrete impregnated with colloidal silicate is used for durability enhancement in surface and self-clearing performance is evaluated with photocatalyst-$TiO_2$ spraying. For the work, various tests are performed both for strength evaluation and durability evaluation such as absorption ratio, drying shrinkage, chloride penetration, sulfate resistance, and freezing/ thawing action. Furthermore, removal and self-clearing performance are evaluated with Acetaldehyde decomposition and Methylene blue decolorization. Through silicate impregnation and photocatalyst spraying, the impregnated concrete can have not only durability enhance but also self-clearing performance.

• Journal of the Society of Naval Architects of Korea
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• v.48 no.4
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• pp.363-367
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• 2011

In this paper, friction coefficients between ices and model ship were studied in order to predict the resistance of ice. The friction coefficient is a dimensionless scalar value which describes the ratio of the force of friction between two bodies and the force pressing them together. The coefficient of friction depends on the materials, roughness on surface, lubrication, etc. We tested and analyzed the friction coefficient for the development of the test methodology. The friction coefficient for ice model test is very dominant to predict the ship performance, so every ice tank uses their own painting technique. In this study, the friction coefficient with changing the moving speed of ice was studies by using a flat plates which were made by the MOERI's paining technique and the basic research for the developing the paining methodology in the MOERI ice model basin was carried out.

• Progress in Superconductivity and Cryogenics
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• v.7 no.2
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• pp.35-38
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• 2005

One of the most serious problems in KEPCO system operation is higher fault current than the SCC(Short Circuit Capacity) of circuit breaker. There are many alternatives to reduce the increased fault current such as isolations of bus ties, enhancement of SCC of circuit breaker, applications of HVDC-BTB(Back to Back) and FCL(fault current limiter). But, these alternatives have some drawbacks in viewpoints of system stability and cost. As the superconductivity technology has been developed, the resistance type HTS-FCL(High Temperature Superconductor Fault Current Limiter) can be one of the most attractive alternatives to solve the fault current problem. To evaluate the accurate transient performance of resistance type HTS-FCL, it is needed that the dynamic simulation model considering transient characteristics during quenching and recovery state. Under this background, this paper presents the EMTDC model for resistance type HTS-FCL considering the nonlinear characteristic of final resistance value when quenching and recovery phenomena by fault current injection and clearing occurs.

• Biomolecules & Therapeutics
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• v.12 no.4
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• pp.202-208
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• 2004

Diabetes mellitus is a complex metabolic derangement with hyperglycaemia being the most characteristic symptom of diabetes. Hyperglycaemia can be caused by an increase in the rate of glucose production by the liver or by a decrease in the rate of glucose use by peripheral tissues. Impaired glucose transport is one of the major factors contributing to insulin resistance in type 2 diabetic patients. The ability of insulin to mediate tissue glucose uptake is a critical step in maintaining glucose homeostasis and in clearing the post-prandial glucose load. Glucose transport is mediated by specific carriers called glucose transporters (GLUTs). In this article, the functional importance and molecular mechanisms of insulin-induced glucose transport and development of hypoglycaemic agents which increase glucose transport are reviewed.

• The Transactions of The Korean Institute of Electrical Engineers
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• v.58 no.11
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• pp.2115-2121
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• 2009

This paper proposes the new reclosing scheme considering the recovery time of SFCL in distribution systems which is based on variable dead time control. The main idea is that it uses the carrier signal to distinguish whether the fault is instantaneous or permanent after tripping the line by recloser. The system and SFCL is modeled by using Electromagnetic Transient Program(EMTP) and the validity of the reclosing scheme presented in this paper is analyzed according to the fault resistance, the recovery time of SFCL and the fault clearing time.

• International Journal of Naval Architecture and Ocean Engineering
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• v.10 no.4
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• pp.491-498
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• 2018

The cost evaluation for voyage route planning in an ice-covered sea is one of the major topics among ship owners. Information of the ice properties, such as ice type, concentration of ice, ice thickness, strength of ice, and speed-power relation under ice conditions are important for determining the optimal route in ice and low operational cost perspective. To determine achievable speed at any designated pack ice condition, a model test of resistance, self-propulsion, and overload test in ice and ice-free water were carried out in a KRISO ice tank and towing tank. The available net thrust for ice and an estimation of the ice resistance under any pack ice condition were also performed by I-RES. The in-house code called 'I-RES', which is an ice resistance estimation tool that applies an empirical formula, was modified for the pack ice module in this study. Careful observations of underwater videos of the ice model test made it possible to understand the physical phenomena of underneath of the hull bottom surface and determine the coverage of buoyancy. The clearing resistance of ice can be calculated by subtracting the buoyance and open water resistance form the pre-sawn ice resistance. The model test results in pack ice were compared with the calculation results to obtain a correlation factor among the pack ice resistance, ice concentration, and ship speed. The resulting correlation factors were applied to the calculation results to determine the pack ice resistance under any pack ice condition. The pack ice resistance under the arbitrary pack ice condition could be estimated because software I-RES could control all the ice properties. The available net thrust in ice, which is the over thrust that overcomes the pack ice resistance, will change the speed of a ship according to the bollard pull test results and thruster characteristics (engine & propulsion combination). The attainable speed at a certain ice concentration of pack ice was determined using the interpolation method. This paper reports a procedure to determine the attainable speed in pack ice and the sample calculation using the Araon vessel was performed to confirm the entire process. A more detailed description of the determination of the attainable speed is described. The attainable speed in 1.0 m, 90% pack ice and 540 kPa strength was 13.3 knots.

• Biotechnology and Bioprocess Engineering:BBE
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• v.11 no.2
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• pp.89-95
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• 2006

Potato plants carrying the Ry gene are extremely resistance to a number of potyviruses, but it is not known which variety expressed the resistance. In this investigation, combined classical and molecular techniques were used to identify virus resistance potatoes. Mechanical inoculation of 32 varieties of Korean potato cultivars, with potato virus Y (PVY), induced various symptoms, such as mosaic, yellowing, necrosis, mottle, vein clearing and vein bending. Different virus spreading patterns were observed, such as highly sensitive, moderate and resistant to $PVY^o$ inoculated leaves in different cultivars. From the results of double antibody sandwich-enzyme links immunosorbant assays (DAS-ELISA), coupled with reverse transcription polymerase chain reaction (RT-PCR), Winter valley and Golden valley were found to be highly susceptible and resistant cultivars to $PVY^o$ respectively. TEM was used as a complementary method to conform the localization of the virus in leaf tissues. TEM detect virus particles in Golden valley, where, ELISA and RT-PCR were unable to detect the CP gene. However, the interior part of the tissues was severely deformed in $PVY^o$ infected Winter valley, than Golden valley The Ry gene is involved in an induced response in $PVY^o$ infected Golden valley plants. The methods described in this study could be applied for the screening and development of antiviral potatoes.

• 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.