Satellite SAR Data-Based Sea Ice Classification: an Overview
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A New Satellite, a New Vision
A New Satellite, a New Vision For more on RADARSAT-2 Canadian Space Agency Government RADARSAT Data Services 6767 Route de l’Aéroport Saint-Hubert, Quebec J3Y 8Y9 Tel.: 450-926-6452 [email protected] www.asc-csa.gc.ca MDA Geospatial Services 13800 Commerce Parkway Richmond, British Columbia V6V 2J3 Tel.: 604-244-0400 Toll free: 1-888-780-6444 [email protected] www.radarsat2.info Catalogue number ST99-13/2007 ISBN 978-1-100-15640-8 © Her Majesty the Queen in right of Canada, 2010 TNA H E C A D I A N SPA C E A G E N C Y A N D E A R T H O B S E R VAT I O N For a better understanding of our ocean, atmosphere, and land environments and how they interact, we need high-quality data provided by Earth observation satellites. RADARSAT-2 offers commercial and government users one of the world’s most advanced sources of space-borne radar imagery. It is the first commercial radar satellite to offer polarimetry, a capability that aids in identifying a wide variety of surface features and targets. To expand Canada’s technology leadership in Earth observation, the Canadian Space Agency is working with national and international partners on shared objectives to enhance • northern and remote-area surveillance • marine operations and oil spill monitoring • environmental monitoring and natural resource management • security and the protection of sovereignty • emergency and disaster management RADARSAT-2 is the next Canadian Earth observation success story. It is the result of collaboration between the Canadian Space Agency and the company MDA. -
Ice Navigation Training
Training for maritime operations in polar waters-fulfillment of the Polar code Sergey Aysinov, MBA, PhD, Director of Professional development programmes Institute Head of Makarov training centre Historical Background Number of Students (2015/2016 academic year) Full time training 5168 Distance learning (all Faculties) 2712 Maritime College (all forms of education) 1376 3317 Teaching Staff (Higher Education) Professors, PH.D. Full time 431 Part time 154 Assistant Professors 221 Branches 72 International Maritime Activity The University experts participate in Russian Federation Delegations as well as IALA, ITF delegations to the regulatory organizations: International Maritime Organization (IMO) and International Labour Organization (ILO) University is a member of: . Executive Committee of International Association of Maritime Universities (IAMU); . International Maritime Lecturers Association (IMLA); . International Sail Training Association (ISTA); . International Maritime Simulator Forum (IMSF); . STENA Association of Maritime Institutions (STAMI) acting under the patronage of shipping company STENA (Sweden) Technological and Personnel resourses Makarov Training Centre: . 46 Modern training simulators, . More than 200 highly professional Engineers, Instructors, Managers, Experts, . More than 170 training programs, . 20+ years of operation, . Approval from Russian Ministry of Transport, Federal Marine and River Transport Agency, other Flag state Administrations, Certification Association “Russian Register”, Russian Maritime Register of Shipping, The Nautical Institute, and others. MTC provides professional simulator training to more than 15 000 trainees from 23+ countries annually without any boundaries. MAKAROV TRAINING CENTRE ICE NAVIGATION TRAINING Start May, 2003 Main Sailing Areas – the Baltics: - St. Petersburg - Primorsk - Vysotsk - Ust’-Luga Number of trainees: 900 + Unicom (Cyprus) – the first partner 2003-2016. What have been changed ? Regulatory base – Polar code, SOLAS and STCW amendments. -
Ice Trials in Antarctica • New Rules on the Northern Sea Route • Processing Barge to the Arctic • Equipment for the Navy in This Issue
Arctic Passion News No. 1 | 2020 | issue 19 • Ice trials in Antarctica • New rules on the Northern Sea Route • Processing barge to the Arctic • Equipment for the Navy In this issue Page 4 Page 8 Page 11 Page 16 New rules on the Northern Xue Long 2 in Equipment for the Navy Barge for mining project Sea Route ice trials Table of contents From the Managing Director.................................. 3 Front cover New regime and regulations on the NSR...............4 Sami Saarinen spent six weeks travelling to Antarctica Xue Long 2 in successful ice trials.......................... 8 and back, onboard both of China’s icebreakers Xue Equipment for Navy corvettes.......................... ….11 Long and Xue Long 2. Read about his voyage and Safe and reliable shipping of crude oil................. 12 Xue Long 2’s ice trials on page 8. Feasibility study for Qilak LNG.........................….14 Aalto Ice Tank opens.............................................15 Contact details Pavlovskoe mining project.....................................16 AKER ARCTIC TECHNOLOGY INC Reducing ice friction since 1969 ...........................18 Merenkulkijankatu 6, FI-00980 HELSINKI Active Heeling systems.........................................20 Tel.: +358 10 323 6300 News in brief.........................................................21 www.akerarctic.fi Announcements....................................................23 Study tour to Gothenburg.....................................24 Join our subscription list Our services Please send your message to www.akerarctic.fi -
The RADARSAT-Constellation Mission (RCM)
The RADARSAT-Constellation Mission (RCM) Dr. Heather McNairn Science and Technology Branch, ORDC [email protected] Daniel De Lisle RADARSAT Constellation Mission Manager Canadian Space Agency [email protected] Why Synthetic Aperture Radar (SAR)? The Physics: • At microwave frequencies, energy causes alignment of dipoles (sensitive to number of water molecules in target) • Characteristics of structure in target impacts how microwaves scatter (sensitive to roughness and canopy structure) The Operations: • At wavelengths of centimetres to metres in length, microwaves are unaffected by cloud cover and haze • As active sensors, SARs generate their own source of energy; can operate day or night and under low illumination conditions The Reality for Agriculture: • The backscatter intensity and scattering characteristics can be used to estimate amount of water in soils and crops, and tell us something about the type and condition of crops • The near-assurance of data collection is critical for time sensitive applications, in times of emergency (i.e. flooding), risk (i.e. disease), and for consistent measures over the entire growing season (i.e. monitoring crop condition) Why a RADARSAT Constellation? • The use of C-Band SAR has increased significantly since the launch of RADARSAT-1 • Many Government of Canada users have developed operational applications that deliver information and products to Canadians and the international community, based on RADARSAT • This constellation ensures C-Band continuity with improved system reliability, primarily to support current and future operational users • RCM is a government-owned mission, tailored to respond to Canadian Government needs for maritime surveillance, disaster management and ecosystem monitoring Improved stream flow forecasts1 Estimates of crop biomass2 AAFC’s annual crop inventory Produced by ACGEO Contact: [email protected] 1Bhuiyan, H.A.K.M, McNairn, H., Powers, J., and Merzouki, A. -
Towards an Automatic Ice Navigation Support System in the Arctic Sea
International Journal of Geo-Information Article Towards an Automatic Ice Navigation Support System in the Arctic Sea Xintao Liu, Shahram Sattar and Songnian Li * Department of Civil Engineering, Ryerson University, 350 Victoria Street, Toronto, ON M5B 2K3, Canada; [email protected] (X.L.); [email protected] (S.S.) * Correspondence: [email protected]; Tel.: +1-416-979-5000 Academic Editors: Suzana Dragicevic, Xiaohua Tong and Wolfgang Kainz Received: 18 January 2016; Accepted: 8 March 2016; Published: 14 March 2016 Abstract: Conventional ice navigation in the sea is manually operated by well-trained navigators, whose experiences are heavily relied upon to guarantee the ship’s safety. Despite the increasingly available ice data and information, little has been done to develop an automatic ice navigation support system to better guide ships in the sea. In this study, using the vector-formatted ice data and navigation codes in northern regions, we calculate ice numeral and divide sea area into two parts: continuous navigable area and the counterpart numerous separate unnavigable area. We generate Voronoi Diagrams for the obstacle areas and build a road network-like graph for connections in the sea. Based on such a network, we design and develop a geographic information system (GIS) package to automatically compute the safest-and-shortest routes for different types of ships between origin and destination (OD) pairs. A visibility tool, Isovist, is also implemented to help automatically identify safe navigable areas in emergency situations. The developed GIS package is shared online as an open source project called NavSpace, available for validation and extension, e.g., indoor navigation service. -
Ice Navigation in Canadian Waters
Ice Navigation in Canadian Waters Published by: Icebreaking Program, Maritime Services Canadian Coast Guard Fisheries and Oceans Canada Ottawa, Ontario K1A 0E6 Cat. No. Fs154-31/2012E-PDF ISBN 978-1-100-20610-3 Revised August 2012 ©Minister of Fisheries and Oceans Canada 2012 Important Notice – For Copyright and Permission to Reproduce, please refer to: http://www.dfo-mpo.gc.ca/notices-avis-eng.htm Note : Cette publication est aussi disponible en français. Cover photo: CCGS Henry Larsen in Petermann Fjord, Greenland, by ice island in August 2012. Canadian Coast Guard Ice Navigation in Canadian Waters Record of Amendments RECORD OF AMENDMENTS TO ICE NAVIGATION IN CANADIAN WATERS (2012 VERSION) FROM MONTHLY NOTICES TO MARINERS NOTICES TO INSERTED DATE SUBJECT MARINERS # BY Note: Any inquiries as to the contents of this publication or reports of errors or omissions should be directed to [email protected] Revised August 2012 Page i of 153 Canadian Coast Guard Ice Navigation in Canadian Waters Foreword FOREWORD Ice Navigation in Canadian Waters is published by the Canadian Coast Guard in collaboration with Transport Canada Marine Safety, the Canadian Ice Service of Environment Canada and the Canadian Hydrographic Service of Fisheries and Oceans Canada. The publication is intended to assist ships operating in ice in all Canadian waters, including the Arctic. This document will provide Masters and watchkeeping crew of vessels transiting Canadian ice-covered waters with the necessary understanding of the regulations, shipping support services, hazards and navigation techniques in ice. Chapter 1, Icebreaking and Shipping Support Services, pertains to operational considerations, such as communications and reporting requirements as well as ice advisories and icebreaker support within Canadian waters. -
RADARSAT-2 Provides Polarized Data, and Is the first RADARSAT-2 Spaceborne Commercial SAR to Offer Polarimetry Data
R RADARSAT-1. RADARSAT-2 provides polarized data, and is the first RADARSAT-2 spaceborne commercial SAR to offer polarimetry data. The intent here is not to outline polarimetry theory, but to present the concepts in an intuitive manner so that those not familiar with RADARSAT-2, the second in a series of Canadian spaceborne Synthetic polarimetry can understand the benefits of polarimetry and the infor- Aperture Radar (SAR) satellites, was built by MacDonald Dettwiler, mation available in polarimetry data. Many articles are available that Richmond, Canada. RADARSAT-2, jointly funded by the Canadian discuss polarimetry theory, applications, and provide excellent back- Space Agency and MacDonald Dettwiler, represents a good example of ground information (Ulaby and Elachi, 1990; Touzi et al. 2004). public–private partnerships. RADARSAT-2 builds on the heritage of the Notwithstanding the inherent complexity of polarimetry, polarimetry RADARSAT-1 SAR satellite, which was launched in 1995. RADARSAT- in its simplest terms refers to the orientation of the radar wave relative 2 will be a single-sensor polarimetric C-band SAR (5.405 GHz). to the earth’s surface and the phase information between polarization RADARSAT-2 retains the same capability as RADARSAT-1. configurations. Morena et al., 2004 For example, the RADARSAT-2 has the same RADARSAT-1 is horizontally polarized meaning the radar wave (the imaging modes as RADARSAT-1, and as well, the orbit parameters will electric component of the radar wave) is horizontal to the earth’s sur- be the same thus allowing co-registration of RADARSAT-1 and face (Figure R1). In contrast, the ERS SAR sensor was vertically polar- RADARSAT-2 images. -
7 Information About Navigation in Ice
Notices to Mariners 1 to 46 Section A – Aids to Navigation and Marine Safety 7 Information about Navigation in Ice Ice Navigation in Canadian Waters is published by the Canadian Coast Guard in collaboration with Transport Canada Marine Safety, the Canadian Ice Service of Environment Canada and the Canadian Hydrographic Service of Fisheries and Oceans Canada. The publication is intended to assist ships operating in ice in all Canadian waters, including the Arctic. This document will provide Masters and watchkeeping crew of vessels transiting Canadian ice-covered waters with the necessary understanding of the regulations, shipping support services, hazards, and navigation techniques in ice. The nautical publication is available for download, free-of-charge, from https://www.ccg-gcc.gc.ca/publications/icebreaking-deglacage/ice-navigation-glaces/page01-eng.html (It is important to note that the paper version of the document is no longer available.) 7.1 General Ice is an obstacle to any ship, even an icebreaker, and the inexperienced Navigation Officer is advised to develop a healthy respect for the latent power and strength of ice in all its forms. However, it is quite possible, and continues to be proven so, for well-found ships in capable hands to navigate successfully through ice-covered waters. The first principle of successful ice navigation is to maintain freedom of manoeuvre. Once a ship becomes trapped, the vessel goes wherever the ice goes. Ice navigation requires great patience and can be a tiring business with or without icebreaker escort. The open water long way round a difficult ice area whose limits are known is often the fastest and safest way to port, or to the open sea when leaving a port. -
Navigation Features in the Arctic and Its Impact on the Suez Canalrevenues
International Journal of General Engineering and Technology (IJGET) ISSN(P): 2278-9928; ISSN(E): 2278-9936 Vol. 8, Issue 1, Dec- Jan 2019; 9-18 © IASET NAVIGATION FEATURES IN THE ARCTIC AND ITS IMPACT ON THE SUEZ CANALREVENUES Essam EldinYoussef Abdelraouf Institute of Maritime Upgrading Studies, Head of Quality Assurance unit. Arab Academy for Science, Technology and Maritime Transport (AAST&MT),Alexandria, Egypt ABSTRACT Polar navigation is one of the most dangerous trips. The main reason for the increased risk of ice, as well as other unfavorable navigation conditions in high latitudes and northern latitudes, including very low temperatures, ice-covered coasts, which are difficult to distinguish coastal marks, and the inability to cope with the dangers caused by polar nature, And the movement of shipping in the high latitude area is relatively small, and the main reason can be found in the lack of population and the lack of major ports in this area, and the inability to use certain methods because of the ice covering large areas. However, significant changes have occurred in the past few years, and these changes have resulted in a new role in the Polar Regions in terms of the new major routes of commercial vessels, especially in the Arctic, which will save time and expenditure. These changes have occurred as a result of a number of reasons, including the increased exploitation of mineral resources in Polar Regions, the development of tourism, etc., including the development of new technologies that enable us to use them. All this encourages global warming and the accompanying melting of ice. -
International Ice Charting Working Group
International Ice charting Working Group TASK TEAM 8: Mariner Training Requirement Intermediate report to Ice Service Heads July 2019 Preliminary results and observations from IICWG Mariner Survey 2019 Introduction One of the outcomes of IICWG-19 was the establishment of a Task Team to work with mariner training requirements for Polar Waters, based on the input to the ice services received at the mariner training session at IICWG-19. Based on the presentations and discussions at IICWG-19 the Task Team decided to sharpen the focus to mariner’s ice information requirements and “park” the training requirements until actual mariner ice information requirements were fully understood and addressed by the ice services. The key conclusions/questions from IICWG-19: 1) Ice definitions. Requirement: One global standard. We have WMO Sea ice Nomenclature, so we should be using the same terminology. Where are the ice centers missing this? Please provide examples. 2) Ice information. Requirement: timeliness, reliability. Where are ice the ice centers lacking? Please provide as many examples as possible. What would be ideal/acceptable from a mariner’s perspective. 3) Ice information graphical standard. Requirement: 1 standard. How many standards exist? Which one(s) work? What should be changed? Would it be better if ice services only provided SIGRID3 files to mariners (for bridge display/layering)? 4) Timeliness. Requirement: Real time updates. What is required/acceptable concerning timeliness and update frequency (for planning, operations in ice, close to ice, far from ice)? 5) Ice information in ECDIS: Requirement: relevant parameter, compatibility. Many ice services produce SIGRID3, convertible to S- 411. -
Canadian Progress Toward Marine and Coastal Applications of Synthetic Aperture Radar
MARINE AND COASTAL APPLICATIONS OF SAR Canadian Progress Toward Marine and Coastal Applications of Synthetic Aperture Radar Paris W. Vachon, Paul Adlakha, Howard Edel, Michael Henschel, Bruce Ramsay, Dean Flett, Maria Rey, Gordon Staples, and Sylvia Thomas With Radarsat-1 presently in operation and Radarsat-2 approved, Canada is starting to develop synthetic aperture radar (SAR) applications that require imagery on an operational schedule. Sea ice surveillance is now a proven near–real-time application, and new marine and coastal roles for SAR imagery are emerging. Although some image quality and calibration issues remain to be addressed, ship detection and coastal wind field retrieval are now in demonstration phases, with significant participation from the Canadian private sector. (Keywords: Ice, Ocean, SAR, Ship, Wind.) INTRODUCTION The development of marine and coastal synthetic Inc.’s Ocean Monitoring Workstation (OMW) and aperture radar (SAR) applications in Canada has to IOSAT, Inc.’s Sentry, a transportable satellite ground date involved data from platforms such as the CV-580 station. In addition, the imaging of meteorological fea- airborne SAR, the European Remote Sensing (ERS) tures in SAR images over the ocean presents new satellite SARs, and the Radarsat SAR in research, dem- opportunities for both research and new operational onstration, and operational roles. An emerging theme applications. To better cater to the needs of offshore is the development of new operational applications as data users, Radarsat International, the commercial we approach the Envisat and Radarsat-2 eras. These Radarsat data distributor, has introduced new services new sensors will broaden the observation space (in for data programming, processing, and delivery. -
Baltic Sea Icebreaking Report 2005-2006
BALTIC ICEBREAKING MANAGEMENT Baltic Sea Icebreaking Report 2005-2006 1 Table of contents Foreword................................................................................................................................... 3 Introduction............................................................................................................................... 4 Overview of the icebreaking season (2005-2006) and its effect on the maritime transport system in the Baltic Sea region................................................................................................. 5 Costs of icebreaking services in the Baltic Sea ...................................................................... 13 Winter navigation in the different parts of the Baltic Sea ...................................................... 14 Bay of Bothnia .................................................................................................................... 14 Bay of Bothnia .................................................................................................................... 14 Sea of Bothnia..................................................................................................................... 15 Gulf of Finland.................................................................................................................... 15 Gulf of Riga ........................................................................................................................ 18 Central Baltic .....................................................................................................................