Mapping landfast sea ice at a fine spatial scale is not only meaningful for geophysical study, but is also of benefit for providing information about human activities upon it. The combination of unmanned aerial systems (UAS) with structure from motion (SfM) methods have already revolutionized the current close-range Earth observation paradigm. To test their feasibility in characterizing the properties and dynamics of fast ice, three flights were carried out in the 2016–2017 austral summer during the 33rd Chinese National Antarctic Expedition (CHINARE), focusing on the area of the Prydz Bay in East Antarctica. Three-dimensional models and orthomosaics from three sorties were constructed from a total of 205 photos using Agisoft PhotoScan software. Logistical challenges presented by the terrain precluded the deployment of a dedicated ground control network; however, it was still possible to indirectly assess the performance of the photogrammetric products through an analysis of the statistics of the matching network, bundle adjustment, and Monte-Carlo simulation. Our results show that the matching networks are quite strong, given a sufficient number of feature points (mostly > 20,000) or valid matches (mostly > 1000). The largest contribution to the total error using our direct georeferencing approach is attributed to inaccuracies in the onboard position and orientation system (POS) records, especially in the vehicle height and yaw angle. On one hand, the 3D precision map reveals that planimetric precision is usually about one-third of the vertical estimate (typically 20 cm in the network centre). On the other hand, shape-only errors account for less than 5% for the X and Y dimensions and 20% for the Z dimension. To further illustrate the UAS’s capability, six representative surface features are selected and interpreted by sea ice experts. Finally, we offer pragmatic suggestions and guidelines for planning future UAS-SfM surveys without the use of ground control. The work represents a pioneering attempt to comprehensively assess UAS-SfM survey capability in fast ice environments, and could serve as a reference for future improvements.

Temporal and spatial variation of sea ice type in the Arctic is an indicator of regional and global change. Arctic sea ice can be classified into two major categories: multiyear ice (MYI) and first-year ice. In this paper, classification method based on machine learning is established and applied to produce daily sea ice classification data set during the winter (November-April) from 2002 to 2017 using active microwave data from QuikSCAT and Advanced Scatterometer as well as passive microwave data from Advanced Microwave Scanning Radiometer for EOS, Special Sensor Microwave Imager/Sounder, and Advanced Microwave Scanning Radiometer 2 radiometer. First, the open water area is flagged out using brightness temperature (Tb) from the passive microwave sensor. Then, K-means algorithm is applied to identify the clusters of the two ice types in the Tb/backscatter parameter space and finally assign pixels to each class. Two optimization methods based on the movement of MYI and marginal ice zone are used to correct the misclassification of MYI. The results have shown a decrease of MYI in winter from 2002 to 2017, especially in 2008 and 2013 with a remarkable recovery in 2014. The classifications are consistent with results by visual interpretation from synthetic aperture radar images in the Canadian Arctic Archipelago with overall classification accuracy over 93%. Comparison with classifications from previous studies and products shows that our method could reflect more differences in MYI declining trend interannually and less anomalous fluctuations in certain years.

Sea ice adversely impacts nautical, logistical and scientific missions in polar regions. Ship navigation benefits from up-to-date sea ice analyses at both regional and local scales. This study presents a satellite-based sea ice navigation system (SatSINS) that integrates observations and scientific output from remote sensing and meteorological data to develop optimum marine navigational routes in sea ice-covered waters, especially in areas where operational ice information is usually scarce. The system and its applications are presented in the context of a decision-making process to optimize the routing of the RV Xuelong during her passage through Prydz Bay, East Antarctica during three trips in the austral spring of 2011–2013. The study assesses scientifically-generated remote sensing ice parameters for their operational use in marine navigation. Evaluation criteria involve identification of priority parameters, their spatio-temporal requirements in relation to navigational needs, and their level of accuracy in conjunction with the severity of ice conditions. Coarse-resolution ice concentration maps are sufficient to delineate ice edge and develop a safe route when ice concentration is less than 70%, provided that ice dynamics, estimated from examining the cyclonic pattern, is not severe. Otherwise, fine-resolution radar data should be used to identify and avoid deformed ice. Satellite data lagging one day behind the actual location of the ship was sufficient in most cases although the proposed route may have to be adjusted. To evaluate the utility of SatSINS, deviation of the actual route from the proposed route was calculated and found to range between 165 m to about 16.0 km with standard deviations of 2.8–6.1 km. Growth of land-fast ice has proven to be an essential component of the system as it was estimated using a thermodynamic model with input from a meteorological station.

Tidal cracks are linear features that appear parallel to coastlines in fast ice regions due to the actions of periodic and non-periodic sea level oscillations. They can influence energy and heat exchange between the ocean, ice, and atmosphere, as well as human activities. In this paper, the LINE module of Geomatics 2015 software was used to automatically extract tidal cracks in fast ice regions near the Chinese Zhongshan Station in East Antarctica from Landsat-8 Operational Land Imager (OLI) data with resolutions of 15 m (panchromatic band 8) and 30 m (multispectral bands 1–7). The detected tidal cracks were determined based on matching between the output from the LINE module and manually-interpreted tidal cracks in OLI images. The ratio of the length of detected tidal cracks to the total length of interpreted cracks was used to evaluate the automated detection method. Results show that the vertical direction gradient is a better input to the LINE module than the top-of-atmosphere (TOA) reflectance input for estimating the presence of cracks, regardless of the examined resolution. Data with a resolution of 15 m also gives better results in crack detection than data with a resolution of 30 m. The statistics also show that, in the results from the 15-m-resolution data, the ratios in Band 8 performed best with values of the above-mentioned ratio of 50.92 and 31.38 percent using the vertical gradient and the TOA reflectance methods, respectively. On the other hand, in the results from the 30-m-resolution data, the ratios in Band 5 performed best with ratios of 47.43 and 17.8 percent using the same methods, respectively. This implies that Band 8 was better for tidal crack detection than the multispectral fusion data (Bands 1–7), and Band 5 with a resolution of 30 m was best among the multispectral data. The semi-automatic mapping of tidal cracks will improve the safety of vehicles travel in fast ice regimes.