• Journal of Ocean Engineering and Technology
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• v.33 no.6
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• pp.627-631
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• 2019

Recently, researchers in Korea and abroad actively have conducted research activities using the ARAON, a Korean icebreaking research vessel. The ARAON regularly conduct research activities in the Arctic and Antarctic waters every year. The icebreaking mode, which can be either continuous breaking or ramming, is determined by the conditions of the ice and the ice-covered waters. When the icebreaker encounters thick sea ice or an ice ridge, ramming is used. At that time, the speed of the ship generally is slower than that of continuous icebreaking. In this study, the ice load signal at the time of repetitive ramming during ARAON's 2012 Antarctic research voyage was analyzed. The time history of the ice load signal and the change in the speed of the ship used in ramming were compared with these values during continuous icebreaking.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.2 no.2
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• pp.59-66
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• 1990

Various types of ice distribution under low temperature greatly influence the environment of the Arctic and Antarctic Oceans. To understand fundamentals of ice properties such as Polar glaciers, icebergs and sea ice, this study focuses on the material behaviors and failure mechanisms of polycrystalline ice. Utilizing the continuum damage theory, a three-dimensional constitutive model to describe creep deformation characteristics in the glacial flow is developed in consideration of micro-cracking as the major physical process of ice deformation. The numerical model is compared with the published experimental data especially in uniaxial constant stress creep tests. The model can simulate primary and secondary creeps as well as tertiary creep characteristics due to the microcrack accumulation.

• Journal of Ocean Engineering and Technology
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• v.30 no.6
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• pp.468-473
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• 2016

This paper focuses on the estimation of local ice loads exerted from ship-ice interaction processes. The Korean IBRV ARAON was used to perform field ice trials during her 2015 Arctic voyage. During ARAON's general ice transit, a total of 72 channels of data from both strain gauges on the inner hull plates and those installed on the transverse frames of the ARAON's bow section structures were analyzed to calculate the local ice loads. The local ice loads estimated from the analysis of the shear strain data measured on the side frames were compared to those from the hull plate pressures.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.1 no.1
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• pp.87-92
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• 1989

In this study, the nonlinear dynamic model of the systems which include the offshore structure, the surrounding sea water in terms of the added mass, the foundation in terms of frequency independent springs, dashpots, and the floating ice feature with its hydrodynamic added mass, are proposed for the problem of the large ice floes impact. Dynamic Analysis is performed on two site conditions, sand site and silt site, and on two seasons, winter and summer, for various ice floe velocities. As a result of study, Ice floes from energy balenced method is lower than that from dynamic modeling on sand site, and higher than the on silt site.

• 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.

• Journal of Environmental Science International
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• v.10 no.3
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• pp.201-208
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• 2001

To investigate the physio-chemical components and properties of aerosol particles in urban area sampling of aerosol particles was carried out in the campus of Hokkaido University, Sapporo, Japan, during snowfall. Aerosol particles were collected on millipore filter papers using a low volume air sampler. Their shapes, sizes and chemical components were analyzed by a SEM(Scanning Electron Microscope) and an EDX(Energy Dispersive X-ray). As a results, ice crystals of dendrite and column types were predominantly shown at mature and developing stage of snowfall intensity. The denerite and sector plate types of ice crystals were mainly originated from the sea but column types were come from soil. Scavenging effect by snowfall was greatly also shown at dendrite type ice crystals that embryo was fully developd. Al, Si elements were shown at high frequencies as compared with others. Na, Cl components were especially shown at high frequencies under the sea-breeze wind during snowfall. Anthropogenic aerosol particles had shown with irregular shapes and sizes, relatively. Mainly 3-7$\mu$m aerosol particles were abundant and coarse particles also could be seen during snowfall. Ca, Zn, Fe components mainly caused by spike tires from vehicles in winter season were dominant before snowfall, however the element S mainly caused by human activity was rich after snowfall. The pH values of snow in Sapporo city were higher than those at coastal area. The concentration of chemical components in aerosol particles was also affected by surface winds. Aerosol particles in urban area, Sapporo were mainly affected by human activities like vehicles and combustion with wind system. And their types were related with snowfall intensity.

• Korean Journal of Remote Sensing
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• v.34 no.1
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• pp.17-24
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• 2018

Grounding line of a glacier or ice shelf where ice bottom meets the ocean is sensitive to changes in the polar environment. Recent rapid changes of grounding lines have been observed especially in southwestern Antarctica due to global warming. In this study, ERS-1/2 and Sentinel-1A Synthetic Aperture Radar (SAR) image were interferometrically acquired in 1996 and 2015, respectively, to monitor the movement of the grounding line in the western part of Ronne Ice Shelf near the Antarctic peninsula. Double-Differential Interferometric SAR (DDInSAR) technique was applied to remove gravitational flow signal to detect grounding line from the interferometric phase due to the vertical displacement of the tide. The result showed that ERS-1/2 grounding lines are almost consistent with those from Rignot et al. (2011) which used the similar dataset, confirming the credibility of the data processing. The comparison of ERS-1/2 and Sentinle-1A DDInSAR images showed a grounding line retreat of $1.0{\pm}0.1km$ from 1996 to 2015. It is also proved that the grounding lines based on the 2004 MODIS Mosaic of Antarctica (MOA) images and digital elevation model searching for ice plain near coastal area (Scambos et al., 2017), is not accurate enough especially where there is a ice plain with no tidal motion.

• Korean Journal of Remote Sensing
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• v.34 no.6_2
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• pp.1299-1310
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• 2018

In this study, we analyzed distribution and movement trends using in-situ observations and particle tracking methods to understand the movement of the drift ice in the Arctic Ocean. The in-situ movement data of the drift ice in the Arctic Ocean used ITP (Ice-Tethered Profiler) provided by NOAA (National Oceanic and Atmospheric Administration) from 2009 to 2018, which was analyzed with the location and speed for each year. Particle tracking simulates the movement of the drift ice using daily current and wind data provided by HYCOM (Hybrid Coordinate Ocean Model) and ECMWF (European Centre for Medium-Range Weather Forecasts, 2009-2017). In order to simulate the movement of the drift ice throughout the Arctic Ocean, ITP data, a field observation data, were used as input to calculate the relationship between the current and wind and follow up the Lagrangian particle tracking. Particle tracking simulations were conducted with two experiments taking into account the effects of current and the combined effects of current and wind, most of which were reproduced in the same way as in-situ observations, given the effects of currents and winds. The movement of the drift ice in the Arctic Ocean was reproduced using a wind-imposed equation, which analyzed the movement of the drift ice in a particular year. In 2010, the Arctic Ocean Index (AOI) was a negative year, with particles clearly moving along the Beaufort Gyre, resulting in relatively large movements in Beaufort Sea. On the other hand, in 2017 AOI was a positive year, with most particles not affected by Gyre, resulting in relatively low speed and distance. Around the pole, the speed of the drift ice is lower in 2017 than 2010. From seasonal characteristics in 2010 and 2017, the movement of the drift ice increase in winter 2010 (0.22 m/s) and decrease to spring 2010 (0.16 m/s). In the case of 2017, the movement is increased in summer (0.22 m/s) and decreased to spring time (0.13 m/s). As a result, the particle tracking method will be appropriate to understand long-term drift ice movement trends by linking them with satellite data in place of limited field observations.

• 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.

• 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.