• Journal of Astronomy and Space Sciences
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• v.34 no.3
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• pp.207-212
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• 2017

During the last glacial-interglacial transition, there were multiple intense climatic events such as the Bølling-Allerød warming and Younger Dryas cooling. These events show abrupt and rapid climatic changes. In this study, the climate events and cycles during this interval are examined through wavelet analysis of Arctic and Antarctic ice-core $^{18}O$ and tropical marine $^{14}C$ records. The results show that periods of ~1383-1402, ~1029-1043, ~726-736, ~441-497 and ~202-247 years are dominant in the Arctic region, whereas periods of ~1480, ~765, ~518, ~311, and ~207 years are prominent in the Antarctic TALDICE. In addition, cycles of ~1019, ~515, and ~209 years are distinct in the tropical region. Among these variations, the de Vries cycle of ~202-209 years, correlated with variations in solar activity, was detected globally. In particular, this cycle shows a strong signal in the Antarctic between about 13,000 and 10,500 yr before present (BP). In contrast, the Eddy cycle of ~1019-1043 years was prominent in Greenland and the tropical region, but was not detected in the Antarctic TALDICE records. Instead, these records showed that the Heinrich cycle of ~1480 year was very strong and significant throughout the last glacial-interglacial interval.

• Journal of the Korean earth science society
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• v.35 no.4
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• pp.249-258
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• 2014

Despite the greenhouse gases like carbon dioxide have steadily increased in atmosphere, the overall trend of the global average surface air temperature has stalled during the last decade (2002-present). This phenomenon is often called hiatus or warming pause, which is challenging the prevailing view that anthropogenic forcing causes warming environment. Our study characterized the hiatus by analyzing the HadGEM2-AO (95 yrs) simulation data based on RCP8.5 scenario. The PC2 time series from the EOF of the zonal mean vertical ocean temperature has been defined as the index that represents the warming pause. The relationship between the hiatus, ENSO and the changes in climate system are identified by utilizing the newly defined PC2. Since the La Nina index (defined as the negative of NINO3 index) leads PC2 by about 11 months, it may be possible that the La Nina causes the warming to be interrupted. We also show that the cooling of the climate system closed tied to the heat penetration into the deep ocean, indicating the weakening the warming rate is due to the oceanic heat uptake. Finally, the global warming hiatus is characterized by the anomalous warming in Arctic region as well as the intensification of the trade wind in the equatorial Pacific.

• Journal of Climate Change Research
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• v.1 no.1
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• pp.31-50
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• 2010

The Arctic climate change for the Last Glacial Maximum(LGM) occurred at 21,000 years ago (21ka) was investigated using simulation results of atmosphere-ocean coupled models from the second phase of the Paleoclimate Modelling Intercomparison Program(PMIP2). In the analysis, we used seven models, the NCAR CCSM of USA, ECHAM3-MPIOM of German Max-Planxk Institute, HadCM3M2 of UK Met Office, IPSL-CM4 of France Laplace Institute, CNRM-CM3 of France Meteorological Institute, MIROC3.2 of Japan CCSR at University of Tokyo, and FGOALS of China Institute of Atmospheric Physics. All the seven models reproduces the Arctic climate features found in the present climate at 0ka(pre-industrial time) in a reasonable degree in comparison to observations. During the LGM, the atmospheric $CO_2$ concentration and other greenhouse gases were reduced, the ice sheets were expanded over North America and northern Europe, the sea level was lowered by about 120m, and orbital parameters were slightly different. These boundary conditions were implemented to simulated LGM climate. With the implemented LGM conditions, the biggest temperature reduction by more than $24^{\circ}C$ is found over North America and northern Europe owing to ice albedo feedback and the change in lapse rate by high elevation. Besides, the expansion of ice sheets leads to the marked temperature reduction by more then $10^{\circ}C$ over the Arctic Ocean. The temperature reduction in northern winter is larger than in summer around the Arctic and the annual mean temperature is reduced by about $14^{\circ}C$. Compared to low mid-latitudes, the temperature reduction is much larger in high northern altitudes in the LGM. This results mirror the larger warming around the Artic in recent century. We could draw some information for the future under global warming from the knowledge of the LGM.

• 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 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 Environmental Science International
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• v.12 no.3
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• pp.257-263
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• 2003

Oceanographic features around Korean waters related to the global change were studied by analysis of the longterm variation of water temperature, dissolved oxygen, sea level of the surface layer with 1$^{\circ}C$ temperature, spatial position of the subpolar front in the East Sea/Japan Sea (the East sea hereafter) and the Wolf Sunspot Number. With the global warming, the temperature of Korean waters has been increased 0.5∼1.0$^{\circ}C$ for 33years (1968∼2000). In case of the dissolved oxygen in the East Sea has been decreased 0.46$m\ell$/$\ell$. Year to year vertical fluctuations of the monthly anomalies of the surface layer with 1$^{\circ}C$water in the East Sea have predominant periods with 15years as the longterm variation of Arctic climate, 12 and 18years as the El Nino-Southern Oscillation. Spatial position of the subpolar front in the East Sea moved to northern part of the sea from the southern part of the sea with the increasing sea surface temperature. The relationship between the number of Wolf Sunspot and the anomalies of sea surface temperature was very closer after the late of 1980s than those before the early of 1980s in Korean waters.

• Korean Journal of Microbiology
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• v.50 no.2
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• pp.164-168
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• 2014

The ecosystem of the Arctic region has been increasingly affected by global warming. Archaeal ammonia monooxygenase alpha subunit coding gene (amoA) which is a key enzyme for nitrification was used to investigate the effect of runoff water of ice melt on microbial community of nitrogen cycle. The archaeal amoA genes at coastal area of Svalbard, Arctic region were PCR-amplified and sequenced after clone library construction. Analysis of archaeal amoA gene clone libraries suggested that the station 188 which is in the vicinity to the area of runoff water harbor lower ammonia-oxidizing archaeal diversity than the station 176 and 184. The average amino acid sequence identity within all archaeal amoA gene clones was 94% (with 91% nucleotide sequence identity). While all the clones of the station 188 were affiliated with Nitrosoarchaeaum clade containing strains isolated from low-salinity and terrestrial environments, about 45% of total clones of the station 176 and 184 were related to marine Nitosopumilus clade. Interestingly, other typical archaeal amoA gene clones of thaumarchaeal I.1b clade frequently retrieved from terrestrial environments was identified at station 188. Microbial community of nitrogen cycle in marine sediment might be affected by input of sediments caused by runoff glacier melt waters.

• Journal of Digital Convergence
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• v.16 no.2
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• pp.103-115
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• 2018

The potential competitiveness for new routes and resources has been theoretically discussed with regards to the Arctic route but is gradually becoming a reality as global warming increases. In June of 2017, China officially included the Northern Sea Route (NSR) as part of the Belt and Road Initiative (BRI), and major countries' interests in the NSR are greatly expanding. This paper presents the general characteristics of the NSR, NSR development in China, the expected relationship between the NSR and the BRI, and this relationship's implications for Korea. The NSR has poor facilities and information infrastructure and is not economically viable for commercial navigation due to its high-cost conditions compared to competitive routes. In order to explore the Arctic and develop the NSR, large-scale projects must be funded over a long period of time; this has caused major difficulties in development. However, as the NSR is included in the BRI, there could be an opportunity to utilize BRI funds, such as Asian Infrastructure Investment Bank (AIIB). Further, China's NSR development and the NSR development of partner countries, such as Korea, should be further stimulated. As Korea has strengths in terms of its shipbuilding technology and geographical location, which is located at the core of the NSR, Korea would have chances to expand the economic cooperation and business opportunities with China and Russia.

• The Korean Journal of Quaternary Research
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• v.19 no.2
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• pp.40-43
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• 2005

The island alpine biogeography of Mt. Halla (Hallasan), Jeju Island (Jejudo), Korea is discussed. The presence of numerous species of alpine flora on Mt. Halla, the southernmost distributional limit for certain species, may primarily be attributed to palaeo-environmental factors, since it can not be wholly explained by reference to current environmental conditions. The alpine flora on the peak of Mt. Halla, mainly above 1,500m a.s.l, is evidently descended from immigrants from NE Asia via the Korean Peninsula during the epochs of the Ice Age. These plants, which are very intolerant of competition with temperate vegetation, have been able to persist in alpine belts thanks to their harsh climatic conditions, sterile soil, rugged topography and cryoturbation. The alpine plants on Hallasan are in a stage or process of retreat toward the mountaintop, most likely due to recent climatic amelioration. The lower limit of some species seems to coincide with maximum summer isotherms. The continued survival of arctic-alpine and alpine plants on the summit of Hallasan, Jejudo, the Korean Peninsula, however, is in danger, if global warming associated with the greenhouse effect continues.

• 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.