Prediction of Vessel Icing

Overland, James E.; Pease, Carol H.; Preisendorfer, Rudolph W.; Comiskey, Albert L.

doi:10.1175/1520-0450(1986)025<1793:povi>2.0.co;2

Cited by 45 publications

(74 citation statements)

References 8 publications

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“…The parameterization assumes that sufficient water is available for freezing and so decouples the problem of determining the characteristics of the sea spray from the thermodynamics of the freezing of the ice on the vessel's surfaces. The fraction of water that freezes is a free parameter whose value is determined through a comparison with observed cases of vessel icing due to sea spray (Overland et al, 1986;Overland, 1990). In addition, the algorithm is categorical in nature and predicts, for given bulk parameters, the icing rate in four categories: light, moderate, heavy and extreme.…”

Section: Summary and Discussionmentioning

confidence: 99%

“…This is reflected in the functional dependence of Equation (1) on T sst . The freezing fraction φ is also a function of T sst and in Overland et al (1986), which is based on relatively warm icing events in the North Pacific, it was set to 0.4; while inclusion of colder icing events in the Labrador Sea by Overland (1991) resulted in its reduction to the value of 0.3. This latter value was used for this study as it is for the operational forecasts (Burroughs, 2004).…”

Section: Methods and Datamentioning

confidence: 99%

“…Typically, vessel icing requires strong winds as well as cold air and sea surface temperatures (Panov, 1978;Overland et al, 1986). Over the high latitude ocean, these conditions typically occur just downstream of the ice edge during wintertime cold air outbreaks (Renfrew and Moore, 1999;Guest, 2005).…”

Section: Introductionmentioning

confidence: 99%

“…It is generally recognized that icing due to sea spray poses the greatest threat to maritime operations with over 90% of ice accretion being attributed to this process (Shellard, 1974;Overland et al, 1986;Feit, 1987;Lozowski et al, 2000). Accordingly, the emphasis is placed on understanding and forecasting this type of ice accretion.…”

Section: Introductionmentioning

confidence: 99%

“…The largest source of sea spray is generated through the impact of waves against the vessel's hull (Shellard, 1974;Overland et al, 1986). This in turn depends on the characteristics of the surface wave field and the hull shape, freeboard and length as well as the vessel's speed and heading relative to the wave field (Pease and Comiskey, 1985;Overland et al, 1986;Crowley, 1988;Guest, 2005).…”

Section: Introductionmentioning

confidence: 99%

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A climatology of vessel icing for the subpolar North Atlantic Ocean

Moore

2012

Intl Journal of Climatology

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Vessel icing resulting from sea spray is a significant risk to maritime operations in the high latitudes. Despite the acknowledged risk that it imposes, there is limited climatological information that can be used for assessment and mitigation purposes. Here we use a parameterization of the icing rate that has been validated against observed cases of vessel icing and the Interim Reanalysis from the ECMWF (ERA-I) to develop the first climatology of the vessel icing for the wintertime subpolar North Atlantic. Three regions, the Labrador Sea, the Iceland Sea and the Greenland Sea, are examined in further detail. In all three regions, the icing rate and the frequency of occurrence of vessel icing increases towards the ice edge. The Labrador Sea is shown to have the highest risk of icing followed by the Greenland Sea and then the Iceland Sea. In particular, icing rates in excess of 4 cm h −1 are predicted to occur approximately 35%, 20% and 10% of the time during the winter in the Labrador, Greenland and Iceland Seas, respectively. On the monthly mean time scale, the severity of icing in all three regions is determined, to lowest order, by the location and depth of the Icelandic Low and its subsidiary feature, the Lofoten Low. In addition, heavy icing events in all three regions are shown to be associated with the passage of synoptic scale low-pressure systems that trigger cold air outbreaks.

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Section: Summary and Discussionmentioning

confidence: 99%

Section: Methods and Datamentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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A climatology of vessel icing for the subpolar North Atlantic Ocean

Moore

2012

Intl Journal of Climatology

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Risks and Damages Caused in Ice Navigation

Bridges

2017

Encyclopedia of Maritime and Offshore Engineering

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Navigation in ice poses a number of hazards, which may have significant consequences if not addressed. Ships navigating ice covered waters and in low air temperatures, need to be adapted to the environment, through additional hull strengthening and specialised navigation equipment, as well as operated with experienced crew. However, despite this, the harsh and rapidly changing environment can lead to unexpected conditions and situations that may have severe consequences, even potentially leading to disastrous incidents. This article outlines some of the hazardous situations that may occur during ice navigation, illustrates the potential consequences, and explores some of the elements for the risk management necessary for safe navigation in ice. The article also reviews a number of incidents to highlight the inherent risks and provide some considerations for future ship design, construction, and operations.

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Sea Cages

2013

Aquaculture Engineering

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Prediction of Vessel Icing

Cited by 45 publications

References 8 publications

A climatology of vessel icing for the subpolar North Atlantic Ocean

A climatology of vessel icing for the subpolar North Atlantic Ocean

Risks and Damages Caused in Ice Navigation

Sea Cages

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