• Journal of the Society of Naval Architects of Korea
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• v.55 no.6
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• pp.497-504
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• 2018

Platform Support Vessels operated in the Arctic Ocean support diverse operations of offshore plant in the sea, and the PSV is also needed to support works to exploit the oil and gas in the Arctic Ocean. Both of the ice breaking and the open sea performance have been considered together to secure the enhanced operational performance at the harsh environment in the Arctic Ocean and the open sea as well. In this study, One of the design requirements of a PSV is to guarantee continuous icebreaking performance with 3 knots at 1 m thickness of level ice, where the design draft is 7.5m and the engine power is 13 MW. Three hull forms were designed, and the ice resistance based on empirical formulas was estimated to select the initial hull form having an outstanding performance. The full scale performance of the designed hull forms was predicted by the ice model test conducted in the ice model basin of Korea Research Institute of Ships & Ocean Engineering(KRISO). The analysed results show that the selected hull form satisfies the above design requirement.

• Journal of Advanced Marine Engineering and Technology
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• v.40 no.9
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• pp.847-851
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• 2016

Due to global warming it is estimated that the arctic ocean route will be avaliable and traffic will increase by approximately year 2030. However, most navigation in the arctic is based on the ice breaker captains'orders, there is no exact measurement of convoy speed and distance between ships. So, this research was conducted to find out the minimum safe separation distance and minimum breaking distance via ship controling simulations, and the results are as stated. For breaking distances, for ships that have a lead distance which is 2~4 times the width of the ship and traveling less than 7 knots, crash astern and crash astern & hard rudder showed no significant difference. But ships traveling at 10 knots there was a decrease in breaking distance of 1L, from 3.5L to 2.5L. By analyzing 10 subject ships by crash astern the breaking distance for 5 knots is 0.98L~1.8L, for 8 knots is 1.9L~4.0L. The minimum safe separation distance in narrow sea-ways is 6L, but as the arctic sea-way is only one-way 3L is required. As the result, it is found that in the arctic the safe escort speed is less than 5 knots, if the escort speed is 8knots or more and by using crash astern & hard rudder to break the safe distance should be kept at 3.4L.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.5
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• pp.569-575
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• 2018

The need for ice-breaking research ships is growing as interest in the Arctic grows. In Korea the 7,500 ton ship Araon, launched in 2009, is the only icebreaker, and difficulty remains when conducting research at the North and South Pole. Thus, the Ministry of Maritime Affairs and Fisheries is pushing for the construction of a second icebreaker, and an economic valuation of a second icebreaker is needed. Such a study will help reduce controversy about the construction of a second icebreaker and help ensure reasonable decisions. The economic benefits of a second icebreaker were calculated using a contingent valuation method. In this study, a Bayesian Approach was applied, in contrast to previous methodology utilizing the maximum likelihood estimation method. According to this analysis, the average WTP per household was estimated at 1,999 won per year, and the total benefit from the construction of a second icebreaker was estimated at 373.9 billion won per year.

• Journal of Wetlands Research
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• v.16 no.4
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• pp.453-462
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• 2014

The levee and bridge pier in estuary of the Hangang River are exposed in a dangerous condition due to bank erosion and local scouring occurred since the summer season in 2011. At first, it is presumed that the high sandbar formed in river channel of the study area was an important element in the occurrence of bank erosion and local scouring. It can be presumed that the record-breaking depth of freezing due to cold wave for the long term during the winter season between 2010 and 2011 as well as the heavy intensive rainfall of 2011 had a decisive effect on the first damage of A section. The second damage of B section mainly occurred around the bridge pier constructed on the high water channel before it was washed away during the winter season between 2011 and 2012. It is considered that the second damage was caused by ice formation and ice floes.

• Atmosphere
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• v.23 no.1
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• pp.73-83
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• 2013

In recent several years, East Asia, Europe and North America have suffered successive cold winters and a number of historical records on the extreme weathers are replaced with new record-breaking cold events. As a possible explanation, several studies suggested that cryospheric conditions of Northern Hemisphere (NH), i.e. Arctic sea-ice and snow cover over northern part of major continents, are changing significantly and now play an active role for modulating midlatitude atmospheric circulation patterns that could bring cold winters for some regions in midlatitude. In this study, a dynamical seasonal prediction system for NH winter is newly developed using the snow depth initialization technique and statistically predicted sea-ice boundary condition. Since the snow depth shows largest variability in October, entire period of October has been utilized as a training period for the land surface initialization and model land surface during the period is continuously forced by the observed daily atmospheric conditions and snow depths. A simple persistent anomaly decaying toward an averaged sea-ice condition has been used for the statistical prediction of sea-ice boundary conditions. The constructed dynamical prediction system has been tested for winter 2012/13 starting at November 1 using 16 different initial conditions and the results are discussed. Implications and a future direction for further development are also described.

• Journal of the Society of Naval Architects of Korea
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• v.58 no.3
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• pp.158-166
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• 2021

In this paper, a numerical analysis technique using a body force model is investigated to estimate the available net thrust of multi-pod-driven ice-breaking vessels under bollard pull and overload conditions. To employ the body force model in present flow simulations, drag and thrust components acting on the pod unit are calculated by using Propeller Open Water (POW) test data. The available net thrusts according to the direction of operation are evaluated in both bollard pull and overload conditions under deep water. The simulation results are compared with the model test data. The available net thrusts, calculated by the present analysis for ahead operating modes at 3~6 knots which are typical speeds of the target vessel in arctic field, are agreed well with the model test results. It is also found that the present result for astern operating mode appears approximately 6 % larger than the model test result. In addition, the available net thrusts are calculated under the both operating conditions accompanied by shallow water effects, and the main cause of the difference is studied. Based on the result of the present study, it is confirmed that the body force model can be applied to the performance evaluation of multi-pod propulsion system and the main engine selection in early design stage of the vessel.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2010.10a
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• pp.137-138
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• 2010

It is prospected that commercialization of the Arctic route come to faster than an anticipation due to acceleration of the melting of Arctic ice as a result of global warmness and etc. Since 1979 from the start of the satellite observation, the ice areas of the Arctic ocean came to decrease about 40 % in summer season For the commercial use of the Arctic route, it must be settled some problems including the navigation for the vessels in the EEZ of the related nations before considering about economic basis. It is also needed to build special ships which satisfy to the condition of the Arctic climate for the technical factors of ship handling and should be carried out completion of the special educational program to be approved for the seamen through the cooperation with the coastal nations. The information system for the Arctic route should be developed.

• International Journal of Internet, Broadcasting and Communication
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• v.16 no.1
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• pp.55-62
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• 2024

International exchange implementing the Internet began inevitably due to the pandemic, but it provided Digital Nomads with new experiences in their lives using the Internet. This study the possibility and challenge of international exchange implementing the Internet identified. To this end, we explored its strengths and weaknesses through interviews and descriptions of students who participated in international exchange. As a result, we identified that students were positive in the diverse aspects of communication tools and ways, whereas they were negative because they felt difficulties in the physical environment, inaccessible physical conditions especially. They were also negative in the emotional exchange, an ice-breaking which needed much more time than offline exchange. Therefore, we identified in the case of designing or conducting student activities implementing the Internet, including international exchange, the possibility of activities implementing the Internet could be much more extended if their developer various programs considered in the introduction step.

• Korean Journal of Mineralogy and Petrology
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• v.35 no.1
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• pp.13-24
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• 2022

The Arctic Ocean is very sensitive to global warming and Arctic Ocean sediments provide a records of terrestrial climate change, analyzing their composition helps clarify global warming. The gravity core sediment ARA07C-St02B was collected at the East Siberian margin during an Arctic expedition in 2016 on the Korean ice-breaking vessel ARAON, and its provenance was estimated through sedimentological, mineralogical and geochemical analysis. The core sediment was divided into four units based on sediment color, sand content and ice-rafted debris content. Units 1 and 3 had higher sand and ice-rafted debris contents than units 2 and 4, and contained a brown layer, whereas units 2 and 4 were mainly composed of a gray layer. Correlation analysis using the adjacent core sediment ARA03B-27 suggested that the sediment units were deposited during marine isotope stage 1 to 4. The bulk mineral, clay mineral, and geochemical compositions of units including a brown layer differed from units including a gray layer. Bulk and clay mineral compositions indicated that coarse and fine sediments had a different origin. Coarse sediments might have been deposited mostly by the East Siberian Coastal Current from the Laptev Sea and the East Siberian Sea or by the Beaufort Gyre from the Chukchi Sea, whereas fine sediments might have been transpoted mostly by currents from the East Siberian Sea, the Chukchi Sea and the Beaufort Sea. Some of the coarse sediments in unit 1 and fine sediments in unit 3 might have been deposited by iceberg ice, sea ice or current from the Beaufort Sea and the Canada Archipelago. Investigating the geochemical composition of the potential origins will elucidate the origin and transportation of the study area's core sediments.

• Journal of Conservation Science
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• v.25 no.1
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• pp.25-38
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• 2009

The Gyeongju Seokbinggo (Treasure No. 66) is an ice-storing stone warehouse, consisting mainly of alkaligranite which shows milky white color and medium-grained textures with drusy cavities. As results of deterioration assessment, the deterioration rates were determined as crack (12.5%), disjoining (6.7%), breaking-out (25.1%), exfoliation (20.9%), efflorescence (6.5%), brown discoloration (9.8%), darkgray discoloration (2.0%) and biological discoloration (36.5%). Comprehensive physical deterioration rate and discoloration rate were calculated as 43.7% and 68.7%, respectively, that indicates the Seokbinggo has been severely weathered. Indoor relative humidity was above 90% except in winter season. Indoor microclimate was hardly fluctuating although indoor microclimate was dependent on the outdoor climate. The main cause of deterioration was high relative humidity and a long time of wetness due to penetration of rain, underground water and condensation. It was identified that the water brought out biological discoloration, dissolution of minerals, structural movement and efflorescence, and the dust from the ground soil in front of the entrance accelerated brown and dark gray discoloration on the stone surface.