scholarly journals Mooring service cruise 2019

2021 ◽  
Author(s):  
Arild Sundfjord ◽  
Angelika Renner
Keyword(s):  
Sea Ice ◽  
Barents Sea ◽  
Water Sampling ◽  
The Barents Sea ◽  
Ice Conditions

The main objective of the joint Nansen Legacy and A-TWAIN/SIOS-InfraNor mooring service cruise was the recovery and deployment of the projects’ moorings in the Barents Sea and north of Svalbard. Additionally, CTD stations with water sampling for both projects, a Seaglider deployment for NL, and mooring recoveries and deployments for partner projects were planned, depending on sea ice conditions and time available. 

Sea Ice Thickness Forecast Performance in the Barents Sea

2020 ◽  
Author(s):  
Laura Hume-Wright ◽  
Emma Fiedler ◽  
Nicolas Fournier ◽  
Joana Mendes ◽  
Ed Blockley ◽  
...  
Keyword(s):  
Sea Ice ◽  
Barents Sea ◽  
Forecast Model ◽  
The Arctic ◽  
Ice Thickness ◽  
Sea Ice Thickness ◽  
Forecast Performance ◽  
In Situ Data ◽  
The Barents Sea ◽  
Ice Conditions

Abstract The presence of sea ice has a major impact on the safety, operability and efficiency of Arctic operations and navigation. While satellite-based sea ice charting is routinely used for tactical ice management, the marine sector does not yet make use of existing operational sea ice thickness forecasting. However, data products are now freely available from the Copernicus Marine Environment Monitoring Service (CMEMS). Arctic asset managers and vessels’ crews are generally not aware of such products, or these have so far suffered from insufficient accuracy, verification, resolution and adequate format, in order to be well integrated within their existing decision-making processes and systems. The objective of the EU H2020 project “Safe maritime operations under extreme conditions: The Arctic case” (SEDNA) is to improve the safety and efficiency of Arctic navigation. This paper presents a component focusing on the validation of an adaption of the 7-day sea ice thickness forecast from the UK Met Office Forecast Ocean Assimilation Model (FOAM). The experimental forecast model assimilates the CryoSat-2 satellite’s ice freeboard daily data. Forecast skill is evaluated against unique in-situ data from five moorings deployed between 2015 and 2018 by the Barents Sea Metocean and Ice Network (BASMIN) Joint Industry Project. The study shows that the existing FOAM forecasts produce adequate results in the Barents Sea. However, while studies have shown the assimilation of CryoSat-2 data is effective for thick sea ice conditions, this did not improve forecasts for the thinner sea ice conditions of the Barents Sea.

scholarly journals Observations of surface momentum exchange over the marginal-ice-zone and recommendations for its parameterization

2015 ◽  
Vol 15 (19) ◽  
pp. 26609-26660 ◽  
Author(s):  
A. D. Elvidge ◽  
I. A. Renfrew ◽  
A. I. Weiss ◽  
I. M. Brooks ◽  
T. A. Lachlan-Cope ◽  
...  
Keyword(s):  
Surface Roughness ◽  
Sea Ice ◽  
Barents Sea ◽  
The Arctic ◽  
Momentum Exchange ◽  
The Barents Sea ◽  
Aircraft Observations ◽  
Marginal Ice Zone ◽  
Ice Conditions ◽  
Ice Fraction

Abstract. Comprehensive aircraft observations are used to characterise surface roughness over the Arctic marginal ice zone (MIZ) and consequently make recommendations for the parameterization of surface momentum exchange in the MIZ. These observations were gathered in the Barents Sea and Fram Strait from two aircraft as part of the Aerosol–Cloud Coupling And Climate Interactions in the Arctic (ACCACIA) project. They represent a doubling of the total number of such aircraft observations currently available over the Arctic MIZ. The eddy covariance method is used to derive estimates of the 10 m neutral drag coefficient (CDN10) from turbulent wind velocity measurements, and a novel method using albedo and surface temperature is employed to derive ice fraction. Peak surface roughness is found at ice fractions in the range 0.6 to 0.8 (with a mean interquartile range in CDN10 of 1.25 to 2.85 × 10−3). CDN10 as a function of ice fraction is found to be well approximated by the negatively skewed distribution provided by a leading parameterization scheme (Lüpkes et al., 2012) tailored for sea ice drag over the MIZ in which the two constituent components of drag – skin and form drag – are separately quantified. Current parameterization schemes used in the weather and climate models are compared with our results and the majority are found to be physically unjustified and unrepresentative. The Lüpkes et al. (2012) scheme is recommended in a computationally simple form, with adjusted parameter settings. A good agreement is found to hold for subsets of the data from different locations despite differences in sea ice conditions. Ice conditions in the Barents Sea, characterised by small, unconsolidated ice floes, are found to be associated with higher CDN10 values – especially at the higher ice fractions – than those of Fram Strait, where typically larger, smoother floes are observed. Consequently, the important influence of sea ice morphology and floe size on surface roughness is recognised, and improvement in the representation of this in parameterization schemes is suggested for future study.

scholarly journals Observations of surface momentum exchange over the marginal ice zone and recommendations for its parametrisation

2016 ◽  
Vol 16 (3) ◽  
pp. 1545-1563 ◽  
Author(s):  
A. D. Elvidge ◽  
I. A. Renfrew ◽  
A. I. Weiss ◽  
I. M. Brooks ◽  
T. A. Lachlan-Cope ◽  
...  
Keyword(s):  
Surface Roughness ◽  
Sea Ice ◽  
Barents Sea ◽  
The Arctic ◽  
Momentum Exchange ◽  
The Barents Sea ◽  
Aircraft Observations ◽  
Marginal Ice Zone ◽  
Ice Conditions ◽  
Ice Fraction

Abstract. Comprehensive aircraft observations are used to characterise surface roughness over the Arctic marginal ice zone (MIZ) and consequently make recommendations for the parametrisation of surface momentum exchange in the MIZ. These observations were gathered in the Barents Sea and Fram Strait from two aircraft as part of the Aerosol–Cloud Coupling And Climate Interactions in the Arctic (ACCACIA) project. They represent a doubling of the total number of such aircraft observations currently available over the Arctic MIZ. The eddy covariance method is used to derive estimates of the 10 m neutral drag coefficient (CDN10) from turbulent wind velocity measurements, and a novel method using albedo and surface temperature is employed to derive ice fraction. Peak surface roughness is found at ice fractions in the range 0.6 to 0.8 (with a mean interquartile range in CDN10 of 1.25 to 2.85  ×  10−3). CDN10 as a function of ice fraction is found to be well approximated by the negatively skewed distribution provided by a leading parametrisation scheme (Lüpkes et al., 2012) tailored for sea-ice drag over the MIZ in which the two constituent components of drag – skin and form drag – are separately quantified. Current parametrisation schemes used in the weather and climate models are compared with our results and the majority are found to be physically unjustified and unrepresentative. The Lüpkes et al. (2012) scheme is recommended in a computationally simple form, with adjusted parameter settings. A good agreement holds for subsets of the data from different locations, despite differences in sea-ice conditions. Ice conditions in the Barents Sea, characterised by small, unconsolidated ice floes, are found to be associated with higher CDN10 values – especially at the higher ice fractions – than those of Fram Strait, where typically larger, smoother floes are observed. Consequently, the important influence of sea-ice morphology and floe size on surface roughness is recognised, and improvement in the representation of this in parametrisation schemes is suggested for future study.

scholarly journals Energy exchange processes in the marginal ice zone of the Barents Sea, Arctic Ocean, during spring 1999

2003 ◽  
Vol 49 (166) ◽  
pp. 415-419 ◽  
Author(s):  
Boris V. Ivanov ◽  
Sebastian Gerland ◽  
Jan-Gunnar Winther ◽  
Harvey Goodwin
Keyword(s):  
Sea Ice ◽  
Arctic Ocean ◽  
Energy Exchange ◽  
Barents Sea ◽  
Lower Boundary ◽  
Turbulent Heat ◽  
The Barents Sea ◽  
Exchange Processes ◽  
Marginal Ice Zone ◽  
Ice Conditions

AbstractWe present some new results describing energy exchange processes of drifting sea ice in the marginal ice zone (MIZ) in the Barents Sea, Arctic Ocean. All measurements and observations of meteorological parameters and ice conditions were taken on board the Norwegian research vessel Lance from 3 to 22 May 1999. Components of surface heat balance were measured and correlated with ice conditions and synoptic observations. These results can be used in atmospheric boundary layer modelling as lower boundary conditions. A relationship was found between modelled turbulent heat fluxes and observed sea-ice concentrations.

A biomarker-based reconstruction of sea ice conditions for the Barents Sea in recent centuries

The Holocene ◽  
2010 ◽  
Vol 20 (4) ◽  
pp. 637-643 ◽  
Author(s):  
Lindsay L. Vare ◽  
Guillaume Massé ◽  
Simon T. Belt
Keyword(s):  
Sea Ice ◽  
Barents Sea ◽  
The Barents Sea ◽  
Ice Conditions

Navigation in the Russian Arctic: Sea Ice Caused Difficulties and Accidents

2013 ◽  
Author(s):  
Nataliya Marchenko
Keyword(s):  
Sea Ice ◽  
Barents Sea ◽  
Arctic Sea Ice ◽  
The Arctic ◽  
Russian Arctic ◽  
Arctic Seas ◽  
The North ◽  
The Barents Sea ◽  
Arctic Sea ◽  
Ice Conditions

The 5 Russian Arctic Seas have common features, but differ significantly from each other in the sea ice regime and navigation specifics. Navigation in the Arctic is a big challenge, especially during the winter season. However, it is necessary, due to limited natural resources elsewhere on Earth that may be easier for exploitation. Therefore sea ice is an important issue for future development. We foresee that the Arctic may become ice free in summer as a result of global warming and even light yachts will be able to pass through the Eastern Passage. There have been several such examples in the last years. But sea ice is an inherent feature of Arctic Seas in winter, it is permanently immanent for the Central Arctic Basin. That is why it is important to get appropriate knowledge about sea ice properties and operations in ice conditions. Four seas, the Kara, Laptev, East Siberian, and Chukchi have been examined in the book “Russian Arctic Seas. Navigation Condition and Accidents”, Marchenko, 2012 [1]. The book is devoted to the eastern sector of the Arctic, with a description of the seas and accidents caused by heavy ice conditions. The traditional physical-geographical characteristics, information about the navigation conditions and the main sea routes and reports on accidents that occurred in the 20th century have reviewed. An additional investigation has been performed for more recent accidents and for the Barents Sea. Considerable attention has been paid to problems associated with sea ice caused by the present development of the Arctic. Sea ice can significantly affect shipping, drilling, and the construction and operation of platforms and handling terminals. Sea ice is present in the main part of the east Arctic Sea most of the year. The Barents Sea, which is strongly influenced and warmed by the North Atlantic Current, has a natural environment that is dramatically different from those of the other Arctic seas. The main difficulties with the Barents Sea are produced by icing and storms and in the north icebergs. The ice jet is the most dangerous phenomenon in the main straits along the Northern Sea Route and in Chukchi Seas. The accidents in the Arctic Sea have been classified, described and connected with weather and ice conditions. Behaviour of the crew is taken into consideration. The following types of the ice-induced accidents are distinguished: forced drift, forced overwintering, shipwreck, and serious damage to the hull in which the crew, sometimes with the help of other crews, could still save the ship. The main reasons for shipwrecks and damages are hits of ice floes (often in rather calm ice conditions), ice nipping (compression) and drift. Such investigation is important for safety in the Arctic.

Mapping recent sea ice conditions in the Barents Sea using the proxy biomarker IP25: implications for palaeo sea ice reconstructions

2013 ◽  
Vol 79 ◽  
pp. 26-39 ◽  
Author(s):  
Alba Navarro-Rodriguez ◽  
Simon T. Belt ◽  
Jochen Knies ◽  
Thomas A. Brown
Keyword(s):  
Sea Ice ◽  
Barents Sea ◽  
The Barents Sea ◽  
Ice Conditions

Arctic Freshwater in CMIP6: Declining Sea Ice, Increasing Ocean Storage and Export

2021 ◽  
Author(s):  
Hannah Zanowski ◽  
Alexandra Jahn ◽  
Marika Holland
Keyword(s):  
Sea Ice ◽  
21St Century ◽  
Barents Sea ◽  
The Arctic ◽  
Historical Period ◽  
Freshwater Flux ◽  
Bering Strait ◽  
The Barents Sea ◽  
Late 21St Century ◽  
Freshwater Export

<p>Recently, the Arctic has undergone substantial changes in sea ice cover and the hydrologic cycle, both of which strongly impact the freshwater storage in, and export from, the Arctic Ocean. Here we analyze Arctic freshwater storage and fluxes in 7 climate models from the Coupled Model Intercomparison Project phase 6 (CMIP6) and assess their agreement over the historical period (1980-2000) and in two future emissions scenarios, SSP1-2.6 and SSP5-8.5. In the historical simulation, few models agree closely with observations over 1980-2000. In both future scenarios the models show an increase in liquid (ocean) freshwater storage in conjunction with a reduction in solid storage and fluxes through the major Arctic gateways (Bering Strait, Fram Strait, Davis Strait, and the Barents Sea Opening) that is typically larger for SSP5-8.5 than SSP1-2.6. The liquid fluxes through the gateways exhibit a more complex pattern, with models exhibiting a change in sign of the freshwater flux through the Barents Sea Opening and little change in the flux through the Bering Strait in addition to increased export from the remaining straits by the end of the 21st century. A decomposition of the liquid fluxes into their salinity and volume contributions shows that the Barents Sea flux changes are driven by salinity changes, while the Bering Strait flux changes are driven by compensating salinity and volume changes. In the straits west of Greenland (Nares, Barrow, and Davis straits), the models disagree on whether there will be a decrease, increase, or steady liquid freshwater export in the early to mid 21st century, although they mostly show increased liquid freshwater export in the late 21st century. The underlying cause of this is a difference in the magnitude and timing of a simulated decrease in the volume flux through these straits. Although the models broadly agree on the sign of late 21st century storage and flux changes, substantial differences exist between the magnitude of these changes and the models’ Arctic mean states, which shows no fundamental improvement in the models compared to CMIP5.</p>

scholarly journals Climate change impacts on sea–air fluxes of CO<sub>2</sub> in three Arctic seas: a sensitivity study using Earth observation

2013 ◽  
Vol 10 (12) ◽  
pp. 8109-8128 ◽  
Author(s):  
P. E. Land ◽  
J. D. Shutler ◽  
R. D. Cowling ◽  
D. K. Woolf ◽  
P. Walker ◽  
...  
Keyword(s):  
Climate Change ◽  
Sea Ice ◽  
Barents Sea ◽  
Earth Observation ◽  
Kara Sea ◽  
Sink Strength ◽  
Arctic Seas ◽  
The Barents Sea ◽  
Co2 Sink ◽  
Positive Effect

Abstract. We applied coincident Earth observation data collected during 2008 and 2009 from multiple sensors (RA2, AATSR and MERIS, mounted on the European Space Agency satellite Envisat) to characterise environmental conditions and integrated sea–air fluxes of CO2 in three Arctic seas (Greenland, Barents, Kara). We assessed net CO2 sink sensitivity due to changes in temperature, salinity and sea ice duration arising from future climate scenarios. During the study period the Greenland and Barents seas were net sinks for atmospheric CO2, with integrated sea–air fluxes of −36 ± 14 and −11 ± 5 Tg C yr−1, respectively, and the Kara Sea was a weak net CO2 source with an integrated sea–air flux of +2.2 ± 1.4 Tg C yr−1. The combined integrated CO2 sea–air flux from all three was −45 ± 18 Tg C yr−1. In a sensitivity analysis we varied temperature, salinity and sea ice duration. Variations in temperature and salinity led to modification of the transfer velocity, solubility and partial pressure of CO2 taking into account the resultant variations in alkalinity and dissolved organic carbon (DOC). Our results showed that warming had a strong positive effect on the annual integrated sea–air flux of CO2 (i.e. reducing the sink), freshening had a strong negative effect and reduced sea ice duration had a small but measurable positive effect. In the climate change scenario examined, the effects of warming in just over a decade of climate change up to 2020 outweighed the combined effects of freshening and reduced sea ice duration. Collectively these effects gave an integrated sea–air flux change of +4.0 Tg C in the Greenland Sea, +6.0 Tg C in the Barents Sea and +1.7 Tg C in the Kara Sea, reducing the Greenland and Barents sinks by 11% and 53%, respectively, and increasing the weak Kara Sea source by 81%. Overall, the regional integrated flux changed by +11.7 Tg C, which is a 26% reduction in the regional sink. In terms of CO2 sink strength, we conclude that the Barents Sea is the most susceptible of the three regions to the climate changes examined. Our results imply that the region will cease to be a net CO2 sink in the 2050s.

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