Climate and Sea Transportation Icing Dr Roman Vilfand Russian Federal Service for Hydrometeorology and Environmental Monitoring, 12 Novovagankovsky Street, Moscow, 123 242 Russian Federation

1. General Characteristic of Hydrometeorological conditions of ship icing Hydro-meteorological service specialists devise plans to handle icing of ships in the fishing industry and on marine fleets when strong winds and freezing air temperatures bear down on high and mid-latitude seas in the Northern Hemisphere in winter. There are three types of icing: 1. icing that results from strong winds and sea swells splashing seawater onto the outer decks of ships under freezing conditions; 2. icing that results from freezing precipitation such as rain, drizzle or wet snow or from a ship’s exposure to freezing water droplets as they pass through fog or evaporating seawater (freshwater icing); and 3. mixed icing that results from a combination of the first (1) and second (2) types of icing. Icing occurs most frequently when ship decks are inundated by outboard waters in big seas. As ships cut through waves on the open sea, spray drenches the outer decks and freezes if the air temperature is below 0ºC. Similarly, water from big seas floods the decks of ships, most flowing off-board through storm porticos and scuppers, but some remaining on deck and freezing. Such icing leads to ice accumulations on ship decks, rigging, sparring, and the front and side walls of the hull’s superstructure. As a result, even modestly freezing air temperatures (0 – -5°C) are sufficient for ice to form on ships. How high a ship’s superstructure is iced depends on the wind speed and the height of waves. As a rule, the stronger the wind and the bigger the waves, the higher the sea spray flies, and consequently, icing will be observed higher. Ice also commonly forms as the result of freezing precipitation (rain, drizzle and wet snow) and sea evaporation. This leads to a more evenly distributed icing of all components of a ship, including the tallest structures like masts, antennas, radars. A large accumulation of ice can form in such situations, especially if the ship remains in the area of icing for an extended period. Intensive icing of marine ships due to freezing precipitation, fog and evaporation seldom happens, however; only with a combination of the first and the second types of icing does the intensity of ice accumulation on a ship really increase. Field observations of ship icing carried out in the Japan, the Barents and the Baltic Seas made it possible to define the hydrometeorological conditions that cause different degrees of intensity of icing of fishing vessels, especially medium-size fishing trawlers and ships that are alike by size and displacement. In the case of splashing by outboard waters caused by certain wind speeds and fluctuations and the ship’s direction, ship icing is not significant with air temperatures of 0 – -3°C. In such cases, only ice crystals covering 40-50 per cent of the splashed part of the deck in 2-5 minutes appear on the main deck. The crystals are washed off by the next splash before reappearing again. With relatively weak winds (7-10 m/sec) and with air temperatures lower than -3°C, ice accumulates to a greater extent over the fore of the ship. The other parts get ice only lightly or are not at all

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subject to icing. In case of very strong winds (15-25 m/sec) and low air temperatures (up to -15°C), the main deck, cordage, sparring and wings of the bridge become iced. The largest amount of ice appears on the main deck near the trawl winch. The upper bridge and board deck have almost no ice. The stern of the ship doesn’t ice up even when the ship heads for a course with the wind.

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Of note is the fact that the distribution of ice accumulated on different parts of the ship under icing due to splashing is not distributed evenly. Research conducted January-February of 1968 in the Barents Sea on the research vessel Professor Somov provided an opportunity to establish the following picture of ice distribution on different parts of the ship. In the experiments, 30-70 per cent of the ice accumulated on the horizontal surfaces, 15-40 per cent on vertical surfaces, 5-30 per cent on surfaces with complicated configurations (tools and mechanisms), and on cylinder surfaces (sparring, cordage) 0-30 per cent of the total quantity of the ice accumulated on the ship.

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The worst icing danger is associated with fishing vessels with a low free-board. During winter storms or hurricanes, these ships are subject to strong splashing and flooding of outboard water and as a result intensive icing occurs. The danger of intensive icing on these vessels is not only due to the large accumulation of ice on the deck, rigging and sparring but also to the icing of the high structures of the ship: shrouds, masts, bars, aerials etc, which raises the center of gravity of the vessel substantially. This in turn can lead to the loss of stability, sudden capsizing and sinking of the vessel. As a result of icing the English fishing trawlers Lopella and Roderigo sank in the Norwegian Sea on 26 January 1966. Three more English fishing trawlers – Saint-Romanus, Kingston Peridot and Ross Klivlend – sank in January 1968 and 59 English fishermen were lost. Additionally, four Soviet fishing trawlers Sevsk, Sebezh, Nakhichivan and Boksitogorsk sank in the eastern part of Bering sea on 19 January 1965 due to icing. Finally, in the area of the Kuril Islands and Tatar Strait, 19 Japanese ships sank and 296 Japanese fishermen were lost due to icing between 19631967. Sinking, in most cases, happened quite suddenly.

3. A Statistical Analysis of the Observational Data The icing of ships in the northern hemisphere is a known risk from autumn to spring (Table 1), lasts for about three months in the northern part of the Atlantic Ocean and four months in the seas of the northern Pacific. In the Arctic Sea, the icing of ships is possible even during the summer months when there are freezing air temperatures and high sea waves. Statistical analysis of more than 3000 cases of icing of fishing vessels shows that the main reason for icing is due to the sprays of sea water (89.8 per cent of all cases). The joint effect of spray and fog, rain or drizzle seldom leads to icing (6.4 per cent of all cases). In cases of simultaneous impacts of water sprays and solid precipitation (snow), icing doesn’t exceed 1.1 per cent of all cases. Thus, the share of icing cases caused only by fog, rain or drizzle is 2.7 per cent.

Number of cases 85

Period of icing December 15 – March 15

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Frequency 92

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Table 1.The dates of the beginning and the ending of icing of ships and its frequency.

Northwest part of the Atlantic

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2. The Danger of Ship Icing

Seas and ocean parts

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ocean Norwegian and Greenland Sea

109

December 15 - March 31

77

Northern part of the Atlantic ocean

63

December 15 – April 15

92

390

January 1 – March 15

78

The Barents Sea

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The Baltic Sea

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21

December 15 – February 29

(85)

7

December 1 – March 31

(96)

15

January 1- March 15

(79)

185

December 1 – March 31

70

337

December 1 – March 31

70

226

December 1- February 29

85

183

December 15- March 31

79

The Baffin Sea, Hudson Bay

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Newfoundland area The Bering Sea

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The Okhotsk Sea

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The Sea of Japan Northwest part of the Pacific Ocean The Arctic Seas The Kara Sea, The Laptiey, East-Siberian and Chukchi Sea

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71

June 15 – November 15

100

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In the Arctic Sea, the main reason for icing is also spray, which appears during heavy seas (50 per cent) or simultaneously with precipitation and sea water spray (41 per cent). The icing of ships caused by falling fog droplets on the freezing surfaces of masts and superstructure occurs only in 3 per cent of all cases. Precipitation that falls when the air is at freezing temperatures freezes on the deck and other components of the ship. In this case, the icing of the ship is only slight. Such icing in the Arctic occurs in only 6 per cent of all cases. The icing of ships is restricted to air temperatures in the range of 0 – -26°C and to wind speeds ranging from 0 – 55m/s. The risk of icing increases with decreasing air temperatures and increasing wind speeds.

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In Tables 2 and 3 are data presenting the distribution of icing cases (%) for different sea areas depending on air and water temperatures, the direction and velocity of the wind, and sea wave dynamics. According to some data, at air temperature below -18°C, no spray icing occurs because spray hitting the ship transforms into small dry ice crystals that does not stick to cold surfaces. Statistical results presented in Table 2, however, disprove this conclusion. On the contrary, in these circumstances strong icing that can cause disastrous consequences was observed. According to available data, icing of a ship with water temperature > 6°C occurs rather seldom (Table 2).

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The Northern parts of the Atlantic Ocean differ by higher water and air temperatures from the adjacent areas. In the south of the Northern Atlantic and in the Norwegian Seas, water temperatures fluctuate between 6°C and 10°C during the cold season. Therefore, icing in that

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region is not typically marked. In the northernmost parts of the Atlantic, more severe conditions are observed. Here, water temperatures fall between 0.0°C and 1.5°C and low air temperatures and stormy northeasterly winds create favorable conditions for dangerous icing. In the western and central parts of the Barents Sea, icing is observed under higher water temperatures, reaching 5°C -6°C; hence, the icing is generally slow. Only under stormy winds and air temperature of 10°C or below are cases of fast icing observed. In the eastern part of the Barents Sea and the White Sea, which freeze in winter, slow icing is observed only in November-December.

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The hydrometeorological conditions of icing in western sea areas are almost the same as in eastern sea areas. The cases of very fast icing in the eastern seas are observed under low air and water temperatures and high wind speeds. Icing due to fog, rain and drizzle can happen with air temperatures from -2°C – -5° C and light winds. In these conditions, icing is not fast.

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Of the total number of icing events in each sea area, very fast icing is observed most frequently in the western sea regions (especially in the Norwegian sea) – 30 per cent. In eastern sea areas the highest frequency was found in the Japanese sea – 17 per cent. In the northwestern part of the Atlantic Ocean and the Norwegian, Greenland and Bering Seas, icing took place more often under winds blowing from the northerly quarter. For the northern part of the Atlantic Ocean, northwestern part of the Pacific Ocean, sea of Okhotsk and Japanese Sea, icing was usually observed with winds of the northwesterly quarter. Only in the Barents Sea did icing occur very often with northeasterly winds. According to statistical data, fast icing occurred with frontal and side winds (88 per cent of cases). When a ship heads in the direction of the wind, the frequency of the fast icing was low – 12 per cent. The most frequent areas of ship icing are the semi-tank, deck, cordage and superstructures. Cases of icing of whole ships are very seldom (2 per cent). Events where ice accumulates more than 20cm thick on the ship structures entail about 15 per cent of the icing events. In case of splashing of sea water and snow fall on the deck, ice can accumulate to about 100 cm thick. The following means and measures are used to fight icing: shearing of accumulated ice (83 per cent), heading for warmer regions (8 per cent), slowing down of ship speed (4 per cent), the use of hot water (4 per cent) and heading for ice (1 per cent).

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Table 2. Distribution of cases of icing for different seas depending on air and water temperature Deleted: ¶

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Sea

Air temperature 0,00-4.0°-4,1-10,0°-10,1-15,0° -15,120,0°

Water temperature Numb er of cases

-2,0-1,1°,1,0-0,0°, 0,1+3,0°,3,0+6,0° >+6,0

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... [71]

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15

60

23

2

570

6

6

78

10

-

517

19

64

12

5

340

20

26

50

4

-

297

13

54

27

6

201

15

14

52

15

4

192

27

63

10

251

16

19

55

10

Baltic

11

72

16

1

663

2

3

45

49

1

573

Labrador area

56

33

11

-

46

-

11

89

-

-

36

Black, Sea of Azov

21

55

18

6

90

11

32

49

8

-

82

23

36

41

-

22

-

24

48

28

-

21

Bering Okhotsk Japan and Tatar strait

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West Pacific ocean Barents Norwegian

239

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Table 3. The distribution of cases of icing for different seas depending on wind direction and the intensity of sea waves.

Sea

Wind direction and velocity (m/sec) 271 - 360° 00 - 90°

91 - 180° 181 - 270° Number of cases

< 10 ≥ 10 < 10 ≥ 10 < 10 ≥ 10 < 10 ≥ 10

Sea waves (m) 1-3

3

Number of cases

Period of ship icing

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Bering

12 43

16 23

1

1

2

2

567

55

45

484

X-III

Okhotsk

19 34

3 10

1

3

10 20

323

73

27

257

X-III

Japan and Tatar strait

23 55

5

9

-

-

82

18

515

XII-II

West Pacific ocean

15 52

1 8

1

2

6

15

71

29

185

XI-II

Barents Nporwegian

2

7 14

19 20

9

20

683

78

22

525

XII-III

32

22 -

22

-

45

79

21

45

I-III

9

1

7

199

232

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Baltic 24 Labrador area 21 48

2 2

1

2

12

12

87

67

33

43

XII-II

55

- 45

-

-

-

-

11

-

-

-

I-III

Black, Sea of Azov -

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As this study shows, the most favorable conditions for icing of sea ships occurs in the rear parts of cyclones (Table 4), which cause more than 50 per cent of icing cases. This situation is especially typical for the sea of Okhotsk and the Sea of Japanese as well as for the western part of the Pacific Ocean. The second most cases of icing occur in the areas of warm fronts or corresponding occlusion fronts. These cases are more typical for such regions as the Barents and Norwegian Seas. If ships are heading towards the front of a strong anticyclone, then icing can take place even in the southern seas: The Caspian Sea, Sea of Azov and Black Sea as well as in the Bering and Okhotsk Seas.

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Table 4. Synoptic conditions of icing of ships in 1967-1969 Sea

Rear of cyclone (%)

Front part of cyclone (%)

Other conditions

Number of cases

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Bering

57

32

11

442

Okhotsk

70

23

7

312

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Japan and Tatar strait

93

3

4

140

West Pacific ocean

75

19

6

182

Barents Norwegian

40

50

10

Baltic

4

66

30

44

Black, Sea of Azov

79

16

5

18

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596

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The freezing precipitation leads to a more even icing of all components of the ship, including the icing of tall constructions: masts, antennas, radars, etc. A large accumulation of ice on the ship during freezing precipitation, fog and evaporation occurs in case of a long stay of the ship in the area of icing. However, an in Page 1: [9] Deleted

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