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Field investigations of the properties of heavily melted "rotten" Arctic sea ice were carried out on shorefast and drifting ice off the coast of Utqiaġvik (formerly Barrow), Alaska, during the melt season. While no formal criteria exist to qualify when ice becomes rotten, the objective of this study was to sample melting ice at the point at which its structural and optical properties are sufficiently advanced beyond the peak of the summer season. Baseline data on the physical (temperature, salinity, density, microstructure) and optical (light scattering) properties of shorefast ice were recorded in May and June 2015. In July of both 2015 and 2017, small boats were used to access drifting rotten ice within ∼32 km of Utqiaġvik. Measurements showed that pore space increased as ice temperature increased (-8 to 0 ∘ C), ice salinity decreased (10 to 0 ppt), and bulk density decreased (0.9 to 0.6 g cm -3). Changes in pore space were characterized with thin-section microphotography and X-ray micro-computed tomography in the laboratory. These analyses yielded changes in average brine inclusion number density (which decreased from 32 to 0.01 mm -3), mean pore size (which increased from 80 µ m to 3 mm), and total porosity (increased from 0 % to > 45 %) and structural anisotropy (variable, with values of generally less than 0.7). Additionally, light-scattering coefficients of the ice increased from approximately 0.06 to > 0.35 cm -1 as the ice melt progressed. Together, these findings indicate that the properties of Arctic sea ice at the end of melt season are significantly distinct from those of often-studied summertime ice. If such rotten ice were to become more prevalent in a warmer Arctic with longer melt seasons, this could have implications for the exchange of fluid and heat at the ocean surface. [ABSTRACT FROM AUTHOR]

The brine pore space in sea ice can form complex connected structures whose geometry is critical in the governance of important physical transport processes between the ocean, sea ice, and surface. Recent advances in three-dimensional imaging using X-ray micro-computed tomography have enabled the visualization and quantification of the brine network morphology and variability. Using imaging of first-year sea ice samples at in situ temperatures, we create a new mathematical network model to characterize the topology and connectivity of the brine channels. This model provides a statistical framework where we can characterize the pore networks via two parameters, depth and temperature, for use in dynamical sea ice models. Our approach advances the quantification of brine connectivity in sea ice, which can help investigations of bulk physical properties, such as fluid permeability, that are key in both global and regional sea ice models. [ABSTRACT FROM AUTHOR]

The mechanics of snow friction are central to competitive skiing, safe winter driving and efficient polar sleds. For nearly 80 years, prevailing theory has postulated that self-lubrication accounts for low kinetic friction on snow: dry-contact sliding warms snow grains to the melting point, and further sliding produces meltwater layers that lubricate the interface. We sought to verify that self-lubrication occurs at the grain scale and to quantify the evolution of real contact area to aid modeling. We used high-resolution (15 µm) infrared thermography to observe the warming of stationary snow under a rotating polyethylene slider. Surprisingly, we did not observe melting at contacting snow grains despite low friction values. In some cases, slider shear failed inter-granular bonds and produced widespread snow movement with no persistent contacts to melt (μ < 0.03). When the snow grains did not move and persistent contacts evolved, the slider abraded rather than melted the grains at low resistance (μ < 0.05). Optical microscopy revealed that the abraded particles deposited in air pockets between grains and thereby carried heat away from the interface, a process not included in current models. Overall, our results challenge whether self-lubrication is indeed the dominant mechanism underlying low snow kinetic friction. [ABSTRACT FROM PUBLISHER]