• 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 Ocean Engineering and Technology
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• v.35 no.5
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• pp.369-381
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• 2021

The International Ice Patrol (IIP) was established after the Titanic collided with an iceberg off the eastern coast of Canada in 1912 and sank, killing more than 1,500 people. Recently, the IIP has analyzed satellite images and provided safe operation information to vessels by tracking the occurrence and movement of icebergs. A large number of recent arctic studies mainly deal with sea ice formed by freezing seawater related to sea routes and resource development. The iceberg that collided with the Titanic was land-based ice that dislodged from a glacier and fell into the sea. The properties of these two types of ice are different. In addition, vessels operating in ice-covered waters such as the Arctic sea have an ice-breaking function or minimum ice-strengthened functions. Ships operating on transatlantic routes including the eastern coast of Canada do not necessarily require ice-strengthened functions. Hundreds to thousands of icebergs are discovered each year near the area where the Titanic sank. In this study, the status of ship-iceberg collision accidents was investigated to provide useful information to researchers, and the physical and mechanical characteristics of icebergs were investigated and summarized.

• Korean Journal of Remote Sensing
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• v.34 no.6_2
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• pp.1283-1298
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• 2018

KOPRI(Korea Polar Research Institute) have researhed Arctic sea ice by using satellite remote sensing data since 2017 as a mission of KOPRI. The title of the reseach is "Development of Satellite Observation and Analysis for Arctc sea-ice". This project has three major aims; 1) development of prototype satellite data archive/manage system for Arctic sea ice monitoring, 2) development of sea ice remote sensing data processing and analysis technique, and 3) development of international satellite observing network for Arcitc. This reseach will give us that 1) deveolpment of sea ice observing system for northern sea route, 2) development of optimal remote sensing data processing technique for sea ice and selected satelite sensors, 3) development of international satellite onbservation network. I hope that this letter of introducton KOPRI satellite program for Arctic will help to understand Arctic remote sensing and will introduce you to step into the Arctic remote sensing, which Iis like a blue ocean of remote sensing.

• Ocean and Polar Research
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• v.25 no.1
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• pp.119-128
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• 2003

Although phoscorites and carbonatites form only a minor proportion of the earth's crustal rocks, these unusual rocks and their intimate relation are of both academic and economic importance. Rare metal (Nb, Zr, Ta) and REEs mineralizations are in close relation with the differentiation of these phoscorite-carbonatite complexes (PCCs). Recent integrated petrological and geochemical data on PCCs in the Kola Alkaline Province, Arctic, indicate that phoscorites and associated carbonatites are differentiated from common 'carbonated silicate patental magma'. Various hypotheses for the genesis of phoscorite-carbonatite complexes have been proposed during the last half-century. A simple magmatic fractionation scheme can not explain the chemical and mineralogical characteristics of phoscorite and conjugate carbonatite. Instead, the hypotheses involving liquid immiscibility and coeval accumulation processes are favored to explain the mineralogical and geochemical characteristics of phoscorite and carbonatite association.

• Journal of Ocean Engineering and Technology
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• v.16 no.1
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• pp.27-35
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• 2002

The interaction of grounded ice ridges with underlying seabed is one of the major considerations in the design of Arctic pipeline system. Previously several ice scour models were developed by researchers to describe the ice scour-seabed interaction mechanism. In view of possible improvements, a comparative study of those ice scour models is performed and their limitation in modeling is discussed. Simple laboratory tests are carried out and then the shape pattern of deposited soil around the ice model is newly defined. Unlike the rectangular idealization of an ice block, in this modified ice scour model, trapezoidal cross sections are assumed to represent the typical shape of an ice ridge based on the field observation data. With the horizontal and vertical motion of ice model, the ice scour depth and soil reacting forces on seabed are calculated with varying the keel angle of an ice ridge.

• 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 the Mineralogical Society of Korea
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• v.30 no.4
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• pp.219-227
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• 2017

Manganese (Mn) nodules in the Arctic Sea have been founded in the Kara Sea and Barents Sea, but mineral and chemical compositions have been rarely investigated. In this study, mineralogical and geochemical characteristics of Mn nodules obtained during the Arctic Expedition ARA07C in northern East Siberian Sea were identified, and then genesis of Mn nodules were estimated by using these characteristics. Main manganese oxide minerals constituting the manganese nodule were buserite, birnessite, and vernadite. The Mn nodules generally represent radiated and massive texture, and the layered texture was developed restrictively. The radiated texture, main feature of the manganese nodule in the East Siberian Sea, is mainly composed of cuspate-globular microstructure. Compared with the Mn nodules in Pacific and Indian Oceans, Mn nodules of the East Siberian Sea are abundant in Mn, but Fe is too scarce. There was no difference in the chemical composition and microstructures between outer and inner part of nodule. Therefore, nodules are most likely to have only one genesis during their growth, and all of nodules indicate the diagenetic in $Mn-Fe-(Cu+Ni+Co){\times}10$ ternary diagram. It is considered that the manganese nodules in the East Siberian Sea are characterized by high Mn contents because manganese contents in the Arctic Ocean were mainly resulted from river or coastal erosion and most of them are trapped in the Arctic Ocean.

• Journal of the Society of Naval Architects of Korea
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• v.54 no.1
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• pp.43-48
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• 2017

In recent years, the demand for ships and offshore platforms that can navigate and operate through the Arctic Ocean has been rapidly increasing due to global warming and large reservoirs of oil and natural gas in the area. Winterization design is one of the key issues to consider in the robust structural safety design and building of ships that operate in the Arctic and Sub-Arctic regions. However, international regulations for winterization design in Arctic condition regulated that only those ships and offshore platforms with a Polar Class designation and/or an alternative standard. In order to cope with the rising demand for operating in the Arctic region, existing and new Arctic vessels with a Polar Class designation are lacking to cover for adequate winterization design with HSE philosophy. Existing ships and offshore platform was not designed based on reliable data based on numerical and experiment studies. There are only designed as a performance and functional purposes. It is very important to obtain of reliable data and provide of design guidance of the anti-icing structures by taking the effects of low temperature into consideration. Therefore, the main objective of this paper reconsiders anti-icing design of aluminum helideck using the heating cable. To evaluate of reliable data and recommend of anti-icing design method, various types of analysis and methods can be applied in general. In the present study, finite element method carried out the thermal analysis with cold chamber testing for performance and capacity of heating cables.

• Journal of Ecology and Environment
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• v.37 no.2
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• pp.69-79
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• 2014

Soil organic carbon (SOC) in the Arctic is vulnerable to climate change. However, research on SOC stored in the high Arctic regions is currently very limited. Thus, this study was aimed at understanding the distribution and characteristics of SOC with respect to geomorphology and vegetation in Svalbard. In August 2011, soil samples were collected near the Vestre Lov$\acute{e}$nbreen moraine. Sampling sites were chosen according to altitude (High, Mid, and Low) and differences in levels of vegetation establishment. Vegetation coverage, aboveground biomass, and SOC contents were measured, and density-size fractionation of SOC was conducted. The SOC content was the highest in the Mid site ($126.9mg\;g^{-1}$) and the lowest in the High site ($32.1mg\;g^{-1}$), although aboveground biomass and vegetation coverage were not different between these two sites. The low SOC content measured at the High site could be related to a slower soil development following glacial retreat. On the other hand, the Low site contained a high amount of SOC despite having low vegetative cover and a high ratio of sand particles. These incompatible relationships between SOC and vegetation in the Low site might be associated with past site disturbances such as runoff from snow/glacier melting. This study showed that geomorphological features combined with glacier retreat or melting snow/glacier effects could have affected the SOC distribution and vegetation establishment in the high Arctic.