• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.1
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• pp.40-46
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• 2015

Arctic Ocean has rapidly melted due to global warming, by this, commercial ship has been operating through the area. Reason to develop the Northern Sea Route(NSR) even in extreme conditions, the distance than the existing route is shortened, which bring economic benefits. For these reason, the International Maritime Organization(IMO) established safety standards of the Arctic navigation(Polar Code) in order to ensure safe operation in the Northern Sea Route. In this study, it has been described ice types and safety standards of Artic vessel what officer needs to know for safe navigation on the Arctic Ocean. And It was verified by simulation the theoretical knowledge for the safe operation of the Arctic vessel. As a result, it was found that ship needs to reduce speed and analyze ice for safe operation before enter into the ice, it is necessary to enter at right angle to break ice safety and efficiently. Also according to the result of the simulation of navigation entering in ice channel(Lead), it was difficult to change course, it is believed that require emergency training for passing Vessel. In the future, It shall be analyzed precisely under various conditions of scenario.

• Journal of Navigation and Port Research
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• v.38 no.1
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• pp.59-64
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• 2014

As global warming continues, the rate of ice melting in polar regions is increasing rapidly. The interest related to north polar route is increasing among not only countries near Arctic ocean but also the other countries, In the past, the classification society rule related to a design and operation of ship operating in polar area has been primarily amended by Russia, Norway and Finland located near Artic area. However recently International Maritime Organization decided to legislate the Polar Code to ensure safety of a ship operating in Arctic and Antarctic Ocean, and it is scheduled to be completed until 2014. The present paper focuses on the survey of the current enactment trends of Polar Code and suggests the confrontational strategy in related organization.

• Korean Journal of Mineralogy and Petrology
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• v.34 no.1
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• pp.15-29
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• 2021

In the Arctic Ocean, the distribution of sea ice and ice sheets changes as climate changes. Because the distribution of ice cover influences the mineral composition of marine sediments, studying marine sediments transported by sea ice or iceberg is very important to understand the global climate change. This study analyzes marine sediment samples collected from the Arctic Ocean and infers the provenance of the sediments to reconstruct the paleoenvironment changes of the western Arctic. The analyzed samples include four gravity cores collected from the Araon mound in the Chukchi Plateau and one gravity core collected from the slope between the Araon mounds. The core sediments were brown, gray, and greenish gray, each of which corresponds to the characteristic color of sediments deposited during the interglacial/glacial cycle in the western Arctic Ocean. We divide the core sediments into three units based on the analysis of bulk mineral composition, clay mineral composition, and Ice Rafted Debris (IRD) as well as comparison with previous study results. Unit 3 sediments, deposited during the last glacial maximum, were transported by sea ice and currents after the sediments of the Kolyma and Indigirka Rivers were deposited on the continental shelf of the East Siberian Sea. Unit 2 sediments, deposited during the deglacial period, were from the Kolyma and Indigirka Rivers flowing into the East Siberian Sea as well as from the Mackenzie River and the Canadian Archipelago flowing into the Beaufort Sea. Unit 2 sediments also contained an extensive amount of IRD, which originated from the melted Laurentide Ice Sheet. During the interglacial stage, fine-grained sediments of Unit 1 were transported by sea ice and currents from Northern Canada and the East Siberian Sea, but coarse-grained sediments were derived by sea ice from the Canadian Archipelago.

• Journal of Ocean Engineering and Technology
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• v.28 no.5
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• pp.423-428
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• 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
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• v.48 no.3
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• pp.254-259
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• 2011

The first Korean-made icebreaking research vessel "ARAON" had her second sea ice trial in the Arctic Ocean in Aug. 2010 after her first voyage to Antarctic Ocean in Jan. 2010 to gather various material and strength characteristics of sea ice. This is a detail report of ARAON 2010 summer Arctic voyage and this paper describes a standard test procedure to obtain proper sea ice data which provide basic information to estimate ice loads and icebreaking performance of the ship. The data gathered from sea ice in the Chukchi Sea and Beaufort Sea during the Arctic voyage of the ARAON includes ice temperature/salinity and the compressive/flexural strength of sea ice. This paper analyses the gathered sea ice data in comparison with data from the first voyage of the ARAON during her Antarctic Sea ice trial.

• Journal of the Korean earth science society
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• v.36 no.6
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• pp.501-511
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• 2015

This study suggests a method of alleviating global warming by the increase of the Earth surface albedo through Artificial Sea ice Increasing (ASI) over the Available Freezing Areas (AFA). The method is developed based on the fact that the large sea surface area in or near the Arctic and the Antarctic has no ice even though both water and air temperatures are below zero and the artificial sea ice generation is thus available. The mean energy of $0.85Wm^{-2}$, which was suspected of adding to the earth by the global warming effect was calculated to offset at once when the sea ice area about $4.09{\times}10^6km^2$ was additionally increased. In addition, three techniques for producing ice plates on the sea surface (using ships, installation apparatus, and floating matter such as Green Cell Foam) for ASI were proposed. According to the result of simple analysis using the energy balance model, when ASI was maximally operated only for 3 months (September, October, and November) over AFA, it is expected that the annual mean temperature of earth surface would be decreased about $0.11^{\circ}C$ in the following year. On the other hand, in case of generating the artificial sea ice in all four seasons, a risk of triggering snowball earth was detected.

• Journal of Navigation and Port Research
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• v.37 no.2
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• pp.143-148
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• 2013

The aim of this study is to investigate the characteristics on the profile of local ice load acting on side shell of port side in bow part due to broken ice during icebreaking of ships in ice covered waters. The first Korean icebreaking research vessel 'ARAON' had a sea ice field trial in the Arctic Sea during early August, 2010, and the signals due to local ice impact measured from several strain gauges installed at bow part were gathered. It is known that these data with structural response characteristics due to local ice impact have some different characteristics with a typical hydraulic impact pressure - time history. In this study, the time history on the measured signals was analyzed and the characteristic values were presented using non-dimensional parameters.

• Korean Journal of Remote Sensing
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• v.30 no.6
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• pp.809-816
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• 2014

Ocean Color products have been used to understand marine ecosystem. In high latitude region, ice melting optically influences the ocean color products. In this study, we assessed optical properties in fjord around Svalbard Arctic sea, and estimated distribution of chlorophyll-a and suspended sediment by using high resolution satellite data, Landsat-8 Operational Land Imager (OLI). To estimate chlorophyll-a and suspended sediment concentrations, various regression models were tested with different band ratio. The regression models were not shown high correlation because of temporal difference between satellite data and in-situ data. However, model-derived distribution of ocean color products from OLI showed a possibility that fjord and coastal areas around Arctic Sea can be monitored with high resolution satellite data. To understand climate change pattern around Arctic Sea, we need to understand ice meting influences on marine ecosystem change. Results of this study will be used to high resolution monitoring of ice melting and its influences on the marine ecosystem change at high latitude. KOPRI (Korea Polar Research Institute) has been operated the Dasan station on Svalbard since 2002, and study was conducted using Arctic station.

• Korean Journal of Remote Sensing
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• v.37 no.5_1
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• pp.1177-1186
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• 2021

As the Arctic melt ponds play an important role in determining the interannual variation of the sea ice extent and changes in the Arctic environment, it is crucial to monitor the Arctic melt ponds with high accuracy. Ice, Cloud, and Land Elevation Satellite-2 (ICESat-2), which is the NASA's latest altimeter satellite based on the green laser (532 nm), observes the global surface elevation. When compared to the CryoSat-2 altimetry satellite whose along-track resolution is 250 m, ICESat-2 is highly expected to provide much more detailed information about Arctic melt ponds thanks to its high along-track resolution of 70 cm. The basic products of ICESat-2 are the surface height and the number of reflected photons. To aggregate the neighboring information of a specific ICESat-2 photon, the segments of photons with 10 m length were used. The standard deviation of the height and the total number of photons were calculated for each segment. As the melt ponds have the smoother surface than the sea ice, the lower variation of the height over melt ponds can make the melt ponds distinguished from the sea ice. When the melt ponds were extracted, the number of photons per segment was used to classify the melt ponds covered with open-water and specular ice. As photons are much more absorbed in the water-covered melt pondsthan the melt ponds with the specular ice, the number of photons persegment can distinguish the water- and ice-covered ponds. As a result, the suggested melt pond detection method was able to classify the sea ice, water-covered melt ponds, and ice-covered melt ponds. A qualitative analysis was conducted using the Sentinel-2 optical imagery. The suggested method successfully classified the water- and ice-covered ponds which were difficult to distinguish with Sentinel-2 optical images. Lastly, the pros and cons of the melt pond detection using satellite altimetry and optical images were discussed.

• Korean Journal of Remote Sensing
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• v.29 no.1
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• pp.1-9
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• 2013

To classify the landfast ice in the north of the Greenland, observation data, multifrequency Synthetic Aperture Radar (SAR) images and texture images were used. The total four types of sea ice are first year ice, highly deformed ice, ridge and moderately deformed ice. The texture images that were processed by K-means algorithm showed higher accuracy than the ones that were processed by SAR images; however, overall accuracy of maximum likelihood algorithm using texture images did not show the highest accuracy all the time. It turned out that when using K-means algorithm, the accuracy of the multi SAR images were higher than the single SAR image. When using the maximum likelihood algorithm, the results of single and multi SAR images are differ from each other, therefore, maximum likelihood algorithm method should be used properly.