• International Journal of Naval Architecture and Ocean Engineering
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• v.7 no.4
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• pp.708-719
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• 2015

The two most important tasks of icebreakers are first to secure a sailing route by breaking the thick sea ice and second to sail efficiently herself for purposes of exploration and transportation in the polar seas. The resistance of icebreakers is a priority factor at the preliminary design stage; not only must their sailing efficiency be satisfied, but the design of the propulsion system will be directly affected. Therefore, the performance of icebreakers must be accurately calculated and evaluated through the use of model tests in an ice tank before construction starts. In this paper, a new procedure is developed, based on model tests, to estimate a ship's ice breaking resistance during continuous ice-breaking in ice. Some of the factors associated with crushing failures are systematically considered in order to correctly estimate her ice-breaking resistance. This study is intended to contribute to the improvement of the techniques for ice resistance prediction with ice breaking ships.

• 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.

• Atmosphere
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• v.29 no.2
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• pp.149-164
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• 2019

The purpose of this study is to introduce the improvement of current operational climate prediction system of KMA and to compare previous and improved that. Whereas the previous system is based on GloSea5GA3, the improved one is built on GloSea5GC2. GloSea5GC2 is a fully coupled global climate model with an atmosphere, ocean, sea-ice and land components through the coupler OASIS. This is comprised of component configurations Global Atmosphere 6.0 (GA6.0), Global Land 6.0 (GL6.0), Global Ocean 5.0 (GO5.0) and Global Sea Ice 6.0 (GSI6.0). The compositions have improved sea-ice parameters over the previous model. The model resolution is N216L85 (~60 km in mid-latitudes) in the atmosphere and ORCA0.25L75 ($0.25^{\circ}$ on a tri-polar grid) in the ocean. In this research, the predictability of each system is evaluated using by RMSE, Correlation and MSSS, and the variables are 500 hPa geopotential height (h500), 850 hPa temperature (t850) and Sea surface temperature (SST). A predictive performance shows that GloSea5GC2 is better than GloSea5GA3. For example, the RMSE of h500 of 1-month forecast is decreased from 23.89 gpm to 22.21 gpm in East Asia. For Nino3.4 area of SST, the improvements to GloSeaGC2 result in a decrease in RMSE, which become apparent over time. It can be concluded that GloSea5GC2 has a great performance for seasonal prediction.

• Journal of the Korean earth science society
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• v.42 no.6
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• pp.677-687
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• 2021

In this study, we analyzed diatoms from core RS15-GC41 collected in Iselin Bank, Ross Sea. A total of 24 genera and 35 species of diatoms are identified, and the having valve abundance of diatoms varies from 0.2 to 28.6×10⁶/g. Four diatom assemblage zones are established by the vertical distribution of diatoms, and changed with a cycle of 100 kyrs. RS15-GC41 were deposited over the last 400 kyrs (corresponding to Marine Isotope Stages 1-11). The open-water species Fragilariopsis kerguelensis, Rhizosolenia styliformis, and Thalassionema nitzschioides abundantly occurred in interglacial periods. Whereas, Actinocyclus actinochilus abundantly dominant during the glacial periods. The distribution of these diatoms indicated, it can be seen that the sea-ice extent was larger and lasted longer during MIS 7, 9, and 11 than that of MIS 1, 3, and 5. Moreover, Paralia sulcata was abundantly predominant in MIS 7, 9, and 11; this finding suggests likely indicating that P. sulcata was transported from the coastal/inner shelf area to the study site, during accumulated in the sediments, reworked with the influx of ice-rafted debris by the currents

• Fisheries and Aquatic Sciences
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• v.18 no.2
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• pp.137-142
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• 2015

Antifreeze proteins and glycoproteins [AF(G)Ps] constitute a group of proteins that lower the freezing but not the melting points of aqueous solutions, enabling polar and north-temperate fish to survive in ice-laden environments. However, little is known about antifreeze activity in temperate fish; such work would extend our knowledge on the functions and evolution of AF(G)Ps. In the present study, we screened for antifreeze activity in temperate fish caught off the coast of Jumunjin ($37.89^{\circ}N$), Gangneung, Korea. Thermal hysteresis (TH) and the ability to inhibit ice recrystallization (IR) in blood, liver, and muscle samples from nine fish were examined to assess antifreeze activity. As the East Sea off the coast of Jumunjin is ice-free year round, we thought it most unlikely that the fish would express antifreeze proteins. Surprisingly, the blood of Pleurogrammus azonus and three types of tissue from Gymnocanthus herzensteini, Zoarces gilli and Kareius bicoloratus exhibited measurable TH values together with the ability to trigger characteristic morphological changes in ice crystals. Blood samples from the three species also evidenced ice recrystallization (IR) inhibition. This implies that AF(G)Ps or other antifreeze-like substances are present in temperate fish even under nonfreezing conditions. These results contribute to our understanding of the functions and origins of antifreeze activity in fish.

• 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.

• International Journal of Naval Architecture and Ocean Engineering
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• v.10 no.3
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• pp.361-366
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• 2018

Ice crushing occurs in many situations that involve a sliding frictional component such as sports involving ice-contact, ice interaction with ship hulls, and ice-on-ice sliding/crushing within glaciers and between interacting sea ice floes. Ice crushing-friction tests were conducted in the lab at $-10^{\circ}C$ using a set of acrylic ice-crushing platens that included a flat smooth surface and a variety of high-roughness surfaces with regular arrays of small prominences. The experiments were part of Phase II tests of the Blade Runners technology for reducing ice-induced vibration. Ice was crushed against the platens where the ice movement had both a vertical and a horizontal component. High-speed imaging through the platens was used to observe the ice contact zone as it evolved during the tests. Vertical crushing rates were in the range 10-30 mm/s and the horizontal sliding rates were in the range 4.14-30 mm/s. Three types of freshwater ice were used. Friction coefficients were extraordinarily low and were proportional to the ratio of the tangential sliding rate and the normal crushing rate. For the rough surfaces all of the friction coefficient variation was determined by the fluid dynamics of a slurry that flowed through channels that developed between leeward-facing facets of the prominences and the moving ice. The slurry originated from a highly-lubricating self-generating squeeze film of ice particles and melt located between the encroaching intact ice and the surfaces.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.5
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• pp.302-307
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• 2017

Draft ice in polar regions is formed due to sea level changes and various environmental factors cause damage due to collision with offshore plants and ships for resource development. Drift ice in polar regions is a potential source of accidents for offshore plants that perform long-term operations in one place, as well as on the ship. To prevent accidents with drift ice, offshore plants and ships in polar regions use satellite image information and detection radar to detect drift ice. However, the inability to use visible satellite images at night significantly lowers the detection probability by radar for small drift ice. In this study, we used a thermal imaging system which can be operated day and night for the detection of drift ice, and carried out an experimental study on the detection characteristics of drift ice. To examine the night operation of the thermal imaging system, the experimental condition was set and the thermal image was measured according to the measurement angle change. Under this condition, the correlation was analyzed by theoretical calculating the radiant energy of the drift ice and the sea water.

• Ocean and Polar Research
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• v.28 no.1
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• pp.1-12
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• 2006

Analyses of sedimentological and geochemical parameters from two radiocarbon-dated sediment cores (JM98-845-PC and JM98-818-PC) retrieved from the central part of Isfjorden, Svalbard, in the Arctic Sea, reveal detailed paleoclimatic and paleoceanographic histories over the last 15,000 radiocarbon years. The overconsolidated diamicton at the base of core JM98-845-PC is supposed to be a basal till deposited beneath pounding glacier that had advanced during the LGM (Last Glacial Maximum). Deglaciation of the fjord commenced after the glacial maximum, marked by the deposition of interlaminated sand and mud in the ice-proximal zone by subglacial meltwater discharge, and prevailed between 13,700 and 10,800 yr B.P. with enriched-terrigenous organic materials. A return to colder conditions occurred at around 10,800 yr B.P. with a drop in TOC content, which is probably coincident with the Younger Dryas event in the North Atlantic region. At this time, an abrupt decrease of TOC content as well as an increase in C/N ratio suggests enhanced terrigenous input due to the glacial readvance. A climatic optimum is recognized between 8,395 and 2,442 yr B.P., coinciding with 'a mid-Holocene climatic optimum' in Northern Hemisphere sites (e.g., the Laurentide Ice sheet). During this time, as the sea ice receded from the fjord, enhanced primary productivity occurred in open marine conditions, resulting in the deposition of organic-enriched pebbly mud with evidence of TOC maxima and C/N ratio minima in sediments. Fast ice also disappeared from the coast, providing the maximum of IRD (ice-rafted debris) input. Around 2,442 yr B.p. (the onset of Neoglacial), pebbly mud, characterized by a decrease in TOC content, reflects the formation of more extensive sea ice and fast ice, which might cause decreased primary productivity in the surface water, as evidenced by a decrease in TOC content. Our results provide evidence of climatic change on the Svalbard fjords that helps to refine the existence and timing of late Pleistocene and Holocene millennial-scale climatic events in the Northern Hemisphere.

• Journal of Ocean Engineering and Technology
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• v.9 no.2
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• pp.156-166
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• 1995

Regrading the development of offshore natural gas field near Sakhalin Island which is an ice-infested area, this study aims to estimate the dynamic ice load for construction of offshore structures operating in this region. In this paper the design ice load and dynamic responses of a slender Arctic structure upon continuous ice movement are sutdied. Crushing agter a certain elastic deformation is assumed as a primary failure mechanism at the contact zone between semi-infinite level ice edge and the face of structure. Dynamic interaction forces are calculated using a modified Korzhavin's equation and a two-dimensional ice-structure interaction model is adopted. To verify the numerical model, dynamic analysis is performed for on of the Baltic Sea channel markers whose response patterns were presiously observed.