• Journal of Astronomy and Space Sciences
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• v.33 no.4
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• pp.305-311
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• 2016

The spatial size and variation of Arctic sea ice play an important role in Earth's climate system. These are affected by conditions in the polar atmosphere and Arctic sea temperatures. The Arctic sea ice concentration is calculated from brightness temperature data derived from the Defense Meteorological Satellite program (DMSP) F13 Special Sensor Microwave/Imagers (SSMI) and the DMSP F17 Special Sensor Microwave Imager/Sounder (SSMIS) sensors. Many previous studies point to significant reductions in sea ice and their causes. We investigated the variability of Arctic sea ice using the daily sea ice concentration data from passive microwave observations to identify the sea ice melting regions near the Arctic polar ice cap. We discovered the abnormal melting of the Arctic sea ice near the North Pole during the summer and the winter. This phenomenon is hard to explain only surface air temperature or solar heating as suggested by recent studies. We propose a hypothesis explaining this phenomenon. The heat from the deep sea in Arctic Ocean ridges and/or the hydrothermal vents might be contributing to the melting of Arctic sea ice. This hypothesis could be verified by the observation of warm water column structure below the melting or thinning arctic sea ice through the project such as Coriolis dataset for reanalysis (CORA).

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2015.10a
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• pp.37-39
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• 2015

The ships transiting the Northern Sea Route (NSR) have been gradually increased so that the number of ship-ice collision accidents would be increased. The collision between ship and ice floe can lead to serious damage of hulls and decline of ship's maneuverability. In this study, collision tests that a model ship is forced to collide with disk-shaped synthetic ice floes are conducted in a towing tank. The synthetic ice floes made of polypropylene which has similar density with real ice are used. The ice load is measured by a load cell installed on the carriage rod. The ice floe's motion is measured by a motion sensor installed on the synthetic ice floe. The influences of contact conditions such as hull form and ship speed on the ship-ice collision response are investigated and discussed by measured peak force and ice floe's motion.

• Journal of the Society of Naval Architects of Korea
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• v.53 no.6
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• pp.529-535
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• 2016

This study focuses on the comparison of measured data from 6-DOF motion sensor and strain gauge installed in the IBRV ARAON during 2015 summer voyage in the Arctic. Procedures to calculate the global ice load from MotionPak II inertial measurement system and the local load from stain gauge system are discussed. The ship's speed and peak load are determined in the concept of an ice collision "event". It is found that the peak values in the global ice calculated form whole ship motion analysis fall in the range of 1.5~3 times of the local ice load based in strain gauge measurement.

• Journal of the Society of Naval Architects of Korea
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• v.58 no.5
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• pp.330-338
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• 2021

This paper focuses on the improvement of the influence coefficient matrix method for estimation of local ice load on the icebreaking research vessel ARAON. The influence coefficient matrix relates ice pressure on the hull plate to the measured/calculated hull strain/stress. Conventionally von Mises equivalent stresses representing hull stresses and ice pressure acting on the hull plate are utilized to assemble the influence coefficient matrix. Because of the three dimensional features of the ship-ice collision process, an enhanced method to assemble the influence coefficient matrix is derived considering ice loads in the X, Y, and Z direction simultaneously. Furthermore the location of ice loads acting on hull-plate may fall outside the measuring sensor area, and the enhanced influence coefficient matrix is modified to reduce the difference between the actual and the estimated ice loads by expanding the domain outward from the sensor area. The developed method for enhanced influence coefficient matrix is applied to IBRV ARAON during the 2019 Antarctic ice field test and the local ice loads in three directions are efficiently calculated compared to those by a conventional method.

• 제어로봇시스템학회:학술대회논문집
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• 2003.10a
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• pp.1162-1167
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• 2003

This paper presents a simple sensor network consists of a group of sensors, RF components, and microprocessors, to perform a distributed sensing and information transmission using wireless links. In the proposed sensor network, though each sensor node has a limited capability and a simple signal-processing engine, a group of sensor nodes can perform a various tasks through coordinated information sharing and wireless communication in a large working area. Using the capability of self-localization and tracking, we show the sensor network can be applied to localization and navigation of mobile robot in which the robot has to be coordinated effectively to perform given task in real time.

• Journal of Advanced Navigation Technology
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• v.27 no.6
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• pp.865-870
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• 2023

Recently, accidents caused by black ice, a road freezing phenomenon caused by natural power, are increasing. Black ice is difficult to identify directly with the human eye and is more likely to misunderstand it as standing water, so there is a high accident rate caused by car sliding. To solve this problem, this paper presents a method of detecting black ice centered on LiDAR sensors. With a small, inexpensive, and high-accuracy light detection and ranging (LiDAR) sensor, the temperature and inclination angle are set differently to detect black ice and asphalt by setting different reflection angles of asphalt and black ice differently in temperatures and inclinations. The LIDARO carried out in the study points out that additional research and improvement are needed to increase accuracy, and through this, more reliable black ice detection methods can be suggested. This method suggests a method of detecting black ice through early system design research by preventing accidents caused by black ice in advance.

• Journal of the Society of Naval Architects of Korea
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• v.52 no.6
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• pp.478-484
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• 2015

Knowledge about ice load distribution along the ship hull due to ship-ice interaction can provide important background information for the development of design codes for ice-going vessels. The objective of this study is to understand ship and ice interaction phenomena and determine the magnitude of ice load acting along a ship hull. The model tests were performed in the ice model basin in Korea Research Institute of Ships and Ocean engineering (KRISO) with the model of icebreaking ship Araon. Self-propulsion tests in level ice were performed with three difference model ship speeds. In the model tests, three tactile sensors were installed to measure the spatial distribution of ice load acting at different locations on a model ship, such as the bow and shoulder areas. Variation in the distribution of ice load acting on a model hull with ship speed is discussed.

• Korean Journal of Remote Sensing
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• v.25 no.5
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• pp.423-434
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• 2009

The Arctic environment is sensitive to change of sea-ice distribution. The increase and decrease of sea ice work to an index of globe warming progress. In order to predict the progress of hereafter earth global warming, continuous monitoring regarding a change of the sea ice area in the Arctic should be performed. The remote sensing based on an artificial satellite is most effective on the North Pole. The sea ice observation using a passive microwave sensor has been continued from 1970's. The determination of sea ice extent and ice type is one of the great successes of the passive microwave imagers. In this paper, to investigate the seasonal and inter-annual variation of sea-ice distribution we used here the sea ice data from July 2002 to May 2009 around the Arctic within $60^{\circ}N$ for the AMSR-E 12.5km sea-ice concentration, a passive microwave sensor. From an early analysis of these data, the arctic sea-ice extent has been steadily decreasing at a rate of about 3.1%, accounting for about $2{\times}10^5\;km^2$, which was calculated for the sea-ice cover reaching its minimum extent at the end of each summer. It is also revealed that this trend corresponds to a decline in the multi-year ice that is affected mainly by summer sea surface and air temperature increases. The extent of younger and thinner (first-year) ice decreased to the 2007 minimum, but rapidly recovered in 2008 and 2009 due to the dramatic loss in 2007. Seasonal variations of the sea-ice extent show significant year-to-year variation in the seasons of January-March in the Barents and Labrador seas and August-October in the region from the East Siberian and Chukchi seas to the North Pole. The spatial distribution of multi-year ice (7-year old) indicates that the perennial ice fraction has rapidly shrunk recently out of the East Siberian, Laptev, and Kara seas to the high region of the Arctic within the last seven years and the Northeast Passage could become open year-round in near future.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.40 no.8
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• pp.495-501
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• 2016

The measurement of icing conditions needs to be carried out accurately by the ice detector system of an aircraft. Ice detector systems should be installed in locations not affected by backwash, rotor downwash or moving doors or other equipment. Various analyses were carried out in order to find the proper locations sufficiently far from these interfering effects. In this study, the optimum position of the ice detector was assessed using computer simulation, with respect to different flight modes, flow velocities and the amount and distribution of liquid water around the sensor.

• Korean Journal of Remote Sensing
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• v.30 no.5
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• pp.677-686
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• 2014

Sea ice covers wide area in Terra Nova Bay in East Antarctica where the Jangbogo Antarctic Research Station was built in 2014, which affects greatly on the sailing of an icebreaker research vessel. In this study, we analyzed the optimum sea route and sailable period of the icebreaker to visit the Jangbogo Antarctic Research Station by using sea ice concentration data observed by passive microwave sensors such as Special Sensor Microwave/Imager (SSM/I) and Special Sensor Microwave Imager/Sounder (SSMIS) for the last decade, and by using sea route of the Araon, an icebreaker of Republic of Korea, from 2010 to 2012. It is found that Araon sailed in the route of sea ice concentration up to 78%. Sailing speed of the Araon decreased due to increasing sea ice concentration. However, Araon maintained the speed close to the average speed for the entire sailing period (~11 kn) in the route of sea ice concentration up to 70%. Therefore, we confirm that the Araon can sail typically in the route which shows sea ice concentration below 70%. We derived annually available sailing period in recent 10 years for the sea route of the Araon in 2010, 2011 and 2012, which is defined as the period showing sea ice concentration below 70% through the route. Maximum sailable period was analyzed to be 61 and 62 days for the route of the Araon in 2010 and 2011, respectively. However, the typical sailing in the routes was unavailable in some years because sea ice concentration was higher than 70% through the routes. Meanwhile, the sailable period for the routes of the Araon in 2012 was observed in every year, which was a minimum of 15 days and is a maximum of 89 days. Therefore, we could suggest that optimum route of icebreaker to visit the Jangbogo Antarctic Research Station is the route of the Araon in 2012. High resolution images from SAR or optical sensors are necessary to investigate sea ice condition near shoreline of Jangbogo research station due to several kilometers of low resolution of sea ice concentration.