nd

Proceedings of the 22 International Conference on

POAC’13 Port and Ocean Engineering under Arctic Conditions
June 9-13, 2013
Espoo, Finland Espoo, Finland

ICE LOAD MONITORING SYSTEMS,

SHIPRIGHT SEA EVENT ANALYSIS PROCEDURE FOR ICE
R Bridges1, S Zhang1, M Pavic1, J Tong1, S Kavanagh1, P Fitzsimmons1
1
Lloyd's Register Group Limited

ABSTRACT

Full scale data provides a valuable source of information to researchers, designers, operators
and the wider marine industry, in providing knowledge, understanding and design
verification. Monitoring systems have evolved over the years and now employ the latest
technological measurement equipment, whilst shipping activities in cold climates has
increased significantly in recent years, and been coupled with new operational performance of
ships in ice. The ship-ice interaction for these vessels is consequently a significant component
of performance and capability in ice, in which full scale data can play a vital component. In
recognising these aspects and changes, Lloyd's Register has developed a ShipRight Sea Event
Analysis procedure for ice, SEA(ICE). This paper provides a summary of key elements of the
procedure and measurement systems, including those for hull structures, engineering systems
and underwater observations, as well as discussing the attributes of ice trials and noting some
of the calculations that can be performed from the data obtained.

1. INTRODUCTION

Full scale data provides a key element in understanding and managing the risks for ships
when navigating in ice. These risks include hull and propeller damage due to ice collisions
and impacts, which may consequently harm the crew and environment. Ship monitoring
systems mitigate these risks by providing a mechanism to warn crew when approaching
hazardous situations, whilst also providing researchers a further insight into the ice interaction
mechanisms and loads when navigating in ice. Measurement systems also permit designers to
compare the ship’s ice performance against the specification, thus allowing future ship
designs to be improved and reduce the risks when navigating in ice.

Lloyd's Register Ship Event Analysis (SEA) procedure was introduced in January 1997[1], and
has had a steady stream of applications to vessels with monitoring systems installed in
compliance with the procedure, see Figure 1. Noticeably, there has been a significant number
of current applications to LNG carriers.
70
Other
60 Container ships
Bulk carriers
50 Oil/Chemical tankers
LNG Carriers
40

30

20

10

0
1998 2000 2002 2004 2006 2008 2010 2012

Figure 1. Number of ship types with ShipRight SEA notation

The concept is based on providing real-time hull stress, motion and pressure information to
the ship’s officers in order to assist them in making decisions that will enable them to work
within design or operational limits and reduce structural and, in some cases, cargo damage in
heavy weather or sea ice. It is recognised that having a hull surveillance system on board is
not a total solution to prevent hull structural and cargo damage but, if used properly, it will
allow the ship’s officers to monitor how the ship is responding against its design limits and
allow rapid verification of the effect of any change in speed and/or heading.

Full scale measurements have been undertaken on ships navigating in ice for a number of
years. Both Hänninen[2] and Slaughter et al[3] provide useful sources, with inventories of ship
ice load measurements. Most systems have been applied to icebreakers rather than commercial
ice class ships, however ship designs for navigation in ice are becoming more complex, with
advanced icebreaking hull forms and improved propulsion systems, as well as advanced ice
detection and navigation equipment, and it is therefore important the crew of these specialised
vessels have an understanding of the characteristics and performance in ice. Likewise, as
design methods also become more sophisticated there is a clear need for validation with full
scale data to verify them. In response to these developments Lloyd's Register has developed
the ShipRight procedure SEA(ICE). The procedure outlines the systems that can be employed
to monitor the ship’s hull girder stresses and local ice loads for ships navigating in ice, and
warn the ship’s personnel that the load levels or the frequency and magnitude of ice impacts
are approaching a level where corrective action is advisable. This paper discusses some of the
measurement systems for ice and explores some of the facets involved and incorporated in the
ShipRight SEA(ICE) procedure and monitoring systems.

2. MEASUREMENT SYSTEMS OVERVIEW

Measurement systems will vary depending on the ship type, structural arrangement and
machinery configuration. Measurement equipment typically include strain gauges,
accelerometer(s) and pressure transducer(s). For each, the installation, set-up, calibration and
operational verification varies. In particular, it may be noted that the accuracy, range and
frequency response, method of counting, and recording data, may be different for each
system. Typically, block diagrams illustrating the operation of the system, description of the
method and capability of the data recording system, and description of the output display
method, as well as facilities for examination of the recorded data, are required to realise all
the aspects of the system.

3. ENVIRONMENTAL AND OPERATIONAL PARAMETERS

As a basic prerequisite, a general measurement system should be provided to monitor the

following environmental and operational parameters:
 wind, air temperature and weather conditions;
 sea temperature and ice conditions (the latter measurements may be undertaken by
through approximation of ice conditions in way of observations and ice charts, or through
specialist equipment, discussed in detail later in this paper);
 vessel speed, position and heading.

Such a system may be naturally included as part of the conventional ship design, and if so
would not need to be supplied by specialists with the acquisition of data obtained through
equipment normally installed and displayed on the bridge. However, links into these systems,
and the drawing out of a subset of data, might need to be arranged. Typically the ship speed,
position and wind speed are obtained from the ships Global Positioning System (GPS) and the
National Marine Electronics Association (NMEA) protocol data is filtered and recorded on
the main Data Acquisition PC.

4. HULL STRESS MONITORING SYSTEM

Hull monitoring systems may be divided into two aspects, global load and local ice pressure
systems. The following discusses the differences in these systems.

4.1 Global ice load monitoring system

These systems are usually applied for icebreakers and icebreaking ships, where aggressive ice
navigation is required, such as ramming ice ridges. Typically, the global load systems for ice
are a replication of those used in open water. The intention of these systems is to provide a
hull surveillance system that monitors the vessel hull girder stresses and motions.

In these applications, the hull stress monitoring system is configured to display in real time
and record the hull stress and motion information from at least two strain gauges and
accelerometer. The system should measure the hull girder longitudinal stress as close as
practicable to the position(s) where it is expected to be most significant. If such stress cannot
be measured at the appropriate location then they may be adjusted by a method to represent
the stresses in that location. The position of the strain gauges should take account of the
structural configuration of the ship and its mode of operation. In general, strain gauges are to
be positioned on the upper deck and the vertical acceleration at the bow measured on the
centreline, see Figure 2 below.

Figure 2. Typical hull measurement system

4.2 Local ice pressure monitoring system (at critical locations)

These are the most common arrangements installed for ships navigating in ice, where the
systems are configured to display in real time and record the hull stress from a series of strain
gauges along the operating waterline. The systems measure the hull structural member
stresses as close as practicable to the position(s) where the ice loads are expected to be most
significant. In general, the position of the strain gauges should be near the bow or bow
shoulder regions, with the strain gauges arranged along a number of secondary member
frames.

A minimum set of strain gauges may be applied in the most significant regions of the ship as
an aid to the crew, but the system may also be used for research as a tool to further the
knowledge about ice loads acting during the different operations in ice. In this respect,
additional tri-axial and uni-axial strain gauges can be placed at other important locations on
the hull structure, i.e. at midships, aft shoulder and stern, as well as the bow and forward
shoulder. There is obviously an associated increase in installation cost for additional gauges,
although this may be considered as a comparatively small cost with regards to the total cost,
as any measurement system will require cables, storage system, etc., and thus the installation
of gauges only forms one element. In order to position the strain gauges, the results of a finite
element computation of the relevant parts of the hull structure may be examined and the
results of the measurement programme may also subsequently be compared with these
numerical predictions.

4.2.1 Strain gauge configurations

The strain gauges are usually configured to measure the strain through a shear arrangement
(uni-axial gauge at 45degs) at either end of the secondary frame or a series of uni-axial strain
gauges along the length of the secondary frame, see Figure 3, although other local panel
systems do exist. Shear gauge arrangements have the benefit of providing a direct ice load
over the length of the frame, whilst uni-axial strain gauges require conversion from the stress
on the stiffener. This is however offset by the ease of installation, with the shear gauges being
more intricate to install, and the uni-axial gauges also providing a better indication of the
location of the ice load acting on the frame, rather than a total force.
Shear gauge arrangement Uni-axial gauge arrangement
on transverse frame on transverse frame

Uniform
distance to
separate
Note, positioned at gauges
neutral axis of stiffener
to reduce bending and Note, positioned
torsional elements, distance from brackets
although a twin gauge and frame ends to limit
arrangement on both end connection effects
sides of frames reduces
these effects
45o

Note, positioned
distance from brackets
and frame ends to limit
Not to scale – simplified
end connection effects
to highlight arrangements

Figure 3. Strain gauge locations and arrangements for transverse frame

Where it is proposed to measure the structural response due to ice loads through the stress in
the hull plating, rosette gauges may be used, although it should be noted that determining the
ice load from plate structure is a complicated issue. Where these are in addition to the strain
gauges provided to stiffeners, as detailed above, they can be fitted to the plating adjacent to
the strain gauged stiffener to provide correlating data. Measurements to primary members are
specially considered, but in general are provided with uni-axial strain gauges or rosette
gauges.

The linear range of each strain gauge should be in excess of the expected ice loads specified
in Part 8 of the Rules for Ships[2]. The strain gauges should be configured for temperature
compensation and have an operation temperature range suitable for intended environmental
conditions which may include low temperatures. The hull strain gauges lead wires are
connected directly to a local data acquisition chassis. At this point a USB to Fibre Optic
converter is used to transmit the digital data to the ships bridge location.

4.2.2 Strain gauge calibration test

To ensure the working order of the gauges fitted to the hull structure they should be calibrated
using a precision shunt resistor and thus simulating a known electrical response from the
gauge, which is subsequently recorded on the data acquisition PC, as illustrated below in
Figure 4. The pressure measured by the strain gauges at each location should initially be set to
the static pressure value due to the ship’s draught at an agreed loading condition. The pressure
measured by the strain gauges at each location may then checked against a different loading
condition. In addition, to calibrate the sensitivity of the gauges, a frame or region may be
subjected to a known force using a load cell and pulley system, or similar.

Figure 4. Calibrations for shear gauge (upper graph) and rosette gauge (lower graph). Note the
positive/negative calibration result from the full bridge arrangement for the shear gauges and half
bridge on the rosette gauge.

5. DATA RECORDING, STORAGE AND DISPLAY

The data recording system using a removable permanent data storage medium, typically
through hard drives, should have the capability of storing the required data for a continuous
period of at least one month, with facilities to enable the recorded data to be examined. The
system should have the capability for continuous recording of the following information:
 maximum, minimum and mean values of stress, acceleration and pressure
 maximum peak to trough values of stress, acceleration and pressure
 number of ice impacts
 time and date referenced to the Universal Time Constant (UTC)
 environmental and operational parameters

It may be noted that previous systems often only recorded and displayed significant ice
impacts. However, this often only gives a limited picture of the loads, where knowing when
low loads are experienced is just as significant as knowing when high loads are experienced,
and technology is now available to continuously record this data.

The displayed information on the bridge varies, depending on the company supplying the
equipment. A minimum capability to display maximum, minimum and mean levels of stress,
acceleration and pressure, and response trends against permissible limits is generally
considered the minimum information to be displayed. The system should also allow the
classification criteria for each strain gauge and load calculation from the strain gauge at each
measurement location to be viewed.

Whilst a display of real time values are useful, the number of occurrences of significant ice
impact events within a (one hour) period (and updated at least every five minutes), should
also to displayed. A visual alarm may then be provided to indicate when the measured
stress/ice load exceeds the classification criteria or a user selectable criteria. The data should
also be displayed in a manner which enables the trends in the data to be seen over (at least)
the previous four hours.

When the information provided by the hull surveillance system is displayed in more than one
location, the remote display should be identical to those displayed on the visual display unit
positioned on the bridge. It may also be preferable to have two (or three) specific monitors
thus allowing the crew to simultaneously observe each performance characteristic.

6. INSTALLATION

Early engagement during the design or construction has obvious benefits as there may be a
quantity of equipment which may need to be custom made for the vessel, although, clearly
this equipment can only be designed once ship parameters and physical properties are fully
resolved.

All electrical equipment associated with the hull surveillance system located in hazardous
areas should be intrinsically safe and of a type permitted by Pt 6, Ch 2,13 of the Rules for
Ships. Likewise strain gauges should be protected from mechanical damage from operations
within the space as far as practicable. Strain gauges should be protected against power surges
and made watertight, where the latter is particularly important to consider for gauges in ballast
tanks and can be achieved using epoxy and mastic coatings as well as water protected cables.

Each data acquisition chassis is normally powered through the ships power and provided with
a connection to a USB digital data to fibre optic converter unit. The fibre optic cable is then
feed to a reverse converter located on the bridge. It should be noted however, that care is
needed during the installation of fibre optics cables due to their fragile state and they should
be run in protected and unobtrusive positions.

Cabling will require a combination of dedicated fixed cables for signals and mains voltage
supply to the conditioning equipment. Cable runs of monitoring systems are an intricate part
of the system and require significant consideration to ensure optimal routing. During
installation, routing of cables through piping and manholes may be necessary, and additional
gaskets provided to allow the cables to be feed out. Likewise, penetrations through bulkheads
need to be considered and meet the requirements for full watertight integrity where cables
pass through bulkheads and decks.

The main computer and systems for the centralised control station on the bridge may be
located below the floor, with a penetration to the workstation desk to run the power,
keyboard, mouse and internet cable connections. The system below the floor can then consist
of the associated power sources, USB connectors, and series of external hard drives to record
the data. A portable CD drive is also useful so it can be connected for periods to back up data.
An internet connection can also be installed to provide the system status and any data
acquired.

Generally the systems require minimum maintenance, however any dynamic components may
require periodic inspection coupled with calibration measurements. Such work would
normally be undertaken on an annual basis and to suit the vessel’s other routine maintenance
or lay-over periods.

7. ICE TRIALS AND IN-SERVICE DATA ACQUISTION

During the process of fitting an ice monitoring system, the following phases are typically
planned for the project:
Phase 1 Initial discussions, system(s) design and definition of the sensor locations
Phase 2 Installation of system(s), including all necessary sensors
Phase 3 Ice trials and voyages
Phase 4 Continuous monitoring and analysis of the data

All four phases will need timescales and deliverables associated with them. In particular, the
length of Phase 4 will need careful consideration, and the amount of crew involvement, as this
is an area where most long-term monitoring systems are at risk. As such, prior to the ship
entering service, and also during the first voyages, measurements should be recorded to
ensure the system is operating correctly and any final adjustments can be made.

7.1 Ice measurements

A fundamental aspect of ice monitoring systems is the measurement of ice conditions.

Currently there are very few accurate measurement systems available that can be fitted to
ships, so ice measurements are usually confined to dedicated ice trails, rather than whilst in
service. During the ice trials, measurements to the ice thickness, ice type, strength, and
salinity of the ice and associated periodic sea temperatures is made, by periodically stopping
the ship and members undertaking these measurements, see Figure 5.

Figure 5. Ice field measurements

Visual data forms another valuable source of information, and may also be coupled with edge
detection software to calculate ice thicknesses. Video images can be made from a number of
locations on the ship, although typically form two elements; one of the surrounding ice field
usually from external bridge wing cameras, and one for ice interaction observations from
cameras arranged to monitor close to the waterline. It should however be noted that these
generally capture the ice conditions above the water, whilst most of the physical ice features
are below.

A range of ice conditions exist that the measurements can be undertaken in and so should be
categorised, including open water, level ice, mid channel, channel edge, ridges, and ice floes.
It may be noted that ice channels vary greatly, depending on the width and thickness, for
example typical old brash ice channels have 100% ice coverage made up of small floes, whilst
new channels may be 80% with larger floes. Measurements of channels thus should include
the channel ice thickness and floe size, although noting that measurements in the centre of the
channel can only made using a boat. Likewise, floes size vary in concentrations, thickness and
diameter.

Ice measurements during trials are also dependent on the actual ice conditions, thus when
using these for verification of performance, data interpolation is often required. Equally, with
some aspects these are difficult to measure and quantify, such as ice drift, so regions known
with ice movement in localised areas should be avoided. Several runs and measurements
(minimum of three sets) in similar conditions may also be required to provide sufficient
confidence in the data. Measurement of the ice bending strength is typically through a flexural
failure test of an ice sample.

The snow thickness data for each day may also be recorded, although it should be noted that
the snow may be considered in the resistance (performance) calculations, but for the purpose
of investigating the ice loads to the hull structure they may be assumed to be negligible.

Other means of ice measurements include electromagnetic or radar, although often correlation
with ice charts and satellite information is a less costly solution. Details of ice thickness
detection and measurement systems that are fitted in conjunction with the monitoring systems
should include the method of detection, measurement, storage of data and integration with the
monitoring system.

7.2 Sequence of trials

In addition to undertaking trials in different ice conditions, the ship conditions may also be
varied during trials. A summary of the some of the trial tests is as follows:
 Straight line with varying propulsion settings (e.g. full, ¾ and half power, and combinator
settings for controllable pitch arrangements)
 Turning various angles (e.g. 25, 15 and 5 deg), and with varying propulsion settings
 Zigzag manoeuvres various angles (e.g. 15, 10 and 5 deg), and with varying propulsion
settings

It is also worth mentioning that during turns, the ships speed should be established and then
the turn made (rather than from stationary) to represent typical navigation scenarios. Equally,
a zigzag manoeuvre is carried out, principally for the brash ice tests due to the confined width
of the channels whilst turning, but also bearing in mind to take into account the potential
increase in loads due to the change in heading rotation. The runs may also be varied to include
the vessel draught and heel/trim, where the former may be to investigate the propeller
performance (i.e. changes in hullform and propeller immersion), and the latter may be to
investigate the manoeuvrability in ice (where the change in hull angles may assist in breaking
ice). In addition, a number of general manoeuvring measurements may be recorded whilst the
ship is navigating between trial runs. It may be noted that the sequence and combination of
trial runs will be determined on the basis of ice conditions, the available navigation conditions
and time.

8. DATA ANALYSIS

It is anticipated that the data collected will be analysed in accordance with current best
practice analysis and data procedures, and compared with the appropriate Rules and
Regulations, such as the Polar Ice Class Rules, and ShipRight procedures. Additional
calculations may include hull local pressures and global loads for specific ice conditions and
predefined operating scenarios. The data may also be compared and analysed with respect to
previous trials on various ships during ice voyages, in order to determine any underlying
trends. The following discusses some of the aspects involved in converting the data and
subsequently reviewing this.
8.1 Conversion of strain gauge values

The configuration of the gauges measure the elongation of the material when subject to a
change by the resistance change, which is then converted to a voltage change using the
wheatstone bridge. So for the conversion of frame shear gauges, the shear strain is calculated
through measuring the tensile and compressive strain acting at 45 degs. The vertical force
may thus be assumed to be the ice force acting on the frame and calculated from, Fv = y G A.
Where, A is the cross sectional area of the structural member and associated plating, y is the
shear strain, and G is the Shear modulus (79 GPa for steel).

The first phase of conversion of plate rosette gauges analysis typically includes the strain
conversion to stress to give an indicative load acting on the structure. The strain gauge
measures strain by the ration of the elongation to the original length and the conversion to
stress may be through the relationship between stress and strain in a homogenous material,
which may be expressed using Hooke’s law. For the rosette gauges, the strain is measured in
three directions at 45 degrees, and using Mohr’s circle, the stress state on any other plane may
thus be calculated including the relationship for the primary stress direction and stress value.
The conversion of the stress from the plate field into the subsequent ice loads becomes more
complex and requires detailed investigation considering the structural response and ice
conditions.

The conversion of the primary members follows the same approach as the plate rosette gauges
and, equally in a similar manner, is a complex task.

8.2 Visual observations

Observations form a key element in the analysis to help identify the ice interaction scenarios
with the ship during the different ice conditions based on observations using photographs or
videos to illustrate particular incidents or aspects. From the observations of ice breaking
formations some general correlation between the ice loads in different ice thickness and
manoeuvres can be made.

Visualisation of data is also useful, both of the time histories of gauges, so particular features
and trends may be observed and in relationship to activity on other gauges or runs, as well as
in displaying the data in relation to the ship parameters (such as speed and heading), as shown
in Figure 6 below. In the latter it may be noted that in instances with large amounts of data
channels pictorial representation of the ship with the measurements overlaid provide a useful
means of illustrating the various loads and stresses acting.

Figure 6. Example of time histories, in 32cm level ice (upper graph) and 21cm level ice (lower graph)
8.4 Statistical analysis

An initial overview of the data includes the maximum, mean measurements, and number of
ice impact events. Further detailed analysis includes the rate of loading, relationship between
the ship speed, power settings and ice conditions, as well as histograms and probabilities.

9 ADDITIONAL MEASUREMENT SYSTEMS

The following discusses measurement systems that can be installed in addition, and
complimentary to, the hull monitoring systems.

9.1 Machinery performance monitoring system

Machinery performance monitoring systems are typically installed on the each of the
propulsion units and comprise the following measurements:
 engine rotational speeds
 shaft torques
 shaft thrust
 shaft dynamic bending
 tri-axial vibration measurements vicinity of the shaft bearings
 stern tube bearing temperatures
 control pressures (controllable pitch propellers and steering mechanisms)

The shaft rpm and torque measurement systems are often fitted to the shaft in a position with
ease of access. The rpm recording systems typically use an infrared pickup fixed to the ship
structure adjacent to the shaft and with reflective tape placed onto the shaft. Cables then run
through to a counter timer card in the data acquisition chassis using a once per revolution
trigger. Torque may be recorded using a twin chevron torque strain gauge arrangement via
telemetry transmitter on the shaft, and a pickup and demodulator by the side of the shaft. It
may be noted that dedicated thrust and torque measurement devices may also be installed,
which improve longevity, as the units are constructed under more controlled production
conditions, although this often is a more costly investment.

The thruster angles and propeller pitch angles can be independently verified using
measurement systems or obtained through the manufacturers system through connection to
the central processing unit. The propeller control pitch pressures and steering gear pressures
are often connected through a series of pressure transmitters along with the hydraulic
connections to connector points on the propulsion unit terminal blocks. The cables from the
pressure gauges then feed to a voltage input card on the data acquisition chassis.

It is worth noting that due to the variety of system measurements, the signal processing will
be a combination of multi and single channel devices, particularly if measuring points will be
in disparate compartments. Equally, the cable runs for machinery should be sited out of the
way as far as practicable, e.g. behind machinery and along piping etc. (Fibre optic) cables
from the machinery chassis to the bridge can lead through the same route as any other (fibre
optic) cables used for hull structure systems.
9.2 Propeller-ice-flow observation system

As noted previously, still images and video can provide a unique insight into the performance
of the ship and permit understanding of interaction events such as ice impacts, propeller
interactions and hydrodynamic effects. Observations of the propeller action can be made
during normal open water and ice operation. This has previously be achieved through
reinforced glass panels sited in the hull, but also be achieved through the use of Lloyd's
Register’s boroscope observation capability. A small number of M20 tapped holes can be
inserted in the hull at predetermined locations to enable observations of the propeller action
during normal open water and ice operation. Furthermore, these tapped holes, which are fitted
with sea cocks, will have the double function of accommodating the boroscope tube and also
pressure transducers should these be required. These observations can be made in a number of
locations for different views and also synchronised with the other measurements described.

9.3 Ship Motions

Accelerometers can be installed to measure movement and displacements of the ship. The
accelerometers may be located in critical positions and are typically set to record in three
directions, x - longitudinal, y - transverse, and z - vertical. These can also be combined with
rotational rate sensors to measure the total ship accelerations and the three-dimensional
angular rotational rates of the ship. Multiple sensors can be arranged on the ship to compare
ship motions at different locations to determine the flexibility or rigidity of the ship, and
global ice impact forces can be calculated by reverse engineering the force that would have
been required to produce the measured ship's response under certain ice load scenarios. These
systems can also be combined to compliment with the hull stress monitoring systems, and
thus provide greater accuracy of ice loads and ship response.

9.4 Noise and vibration monitoring

Icebreaking requires increased engine power and significant energy, part of which is released
through noise and vibration. The continuous monitoring of noise and vibration can be carried
out compartments, such as machinery room(s) living quarters, and specialised equipment and
laboratory rooms. The noise and vibration measurements can be synchronised with other
measurements described in this paper and the results displayed on the bridge in the similar
manner. It is likely that a commercial-off-the-shelf system, suitably customised, can be
suitable for this purpose.

9.5 Monitoring of thermal response of hull and deck materials

Suitable steel grades are used to protect against brittle failure, which may lead to the potential
loss of the ship due to structural failure, crew injury due to deck equipment material failure, or
environmental damage due loss of vessel hull integrity or cargo deck equipment operability.
Temperature measurements can be made on a variety of key structural primary members and
critical locations around the vessel, such as external shell plating, deck strakes, stern plating,
internal stiffeners, etc. In addition, a number of deck equipment and systems can be measured,
such as bollards, winches, cranes, piping systems and valves. The measurements can be made
using a number of thermocouples and thermometers equipped with recording devices, as well
as a hand held infrared thermometer. The combination of devices would record the steel
temperatures and would register and record the space and external air temperatures in the
various locations.
9.6 Ice accretion and winterisation

Icing onboard a ship is caused by freezing spray and atmospheric icing from rain, fog, snow
etc., and presents a major obstacle for ships. The principal danger is of the additional weight
above the centre of gravity and consequently the loss in stability. However, ice accretion will
cover exposed equipment and needs to be removed to allow access. Ice may be removed with
mallets and spades, assisted by pressurised hot water and steam jets. However, sensitive
equipment, such as electrical actuators, should be protected from these operations and
mediums. Systems to measure the ice build up permit an early warning system to crew such
that corrective action may be taken, or so that trace heating systems can be activated.
Likewise monitoring systems can be applied that control the heating of the winterised items
and provide efficient use of the electric or steam capacity.

10. CONCLUSIONS

Lloyd's Register Ship Event Analysis procedure was first published in 1997 and has since been
implemented on an increasing number of ships. The procedure provides an industry standard
for ship monitoring systems and the latest update to include SEA(ICE), for ice load
monitoring systems, provides a further enhancement for ships operating in low temperature
environments.

The development of the procedure has included a number of notable aspects, including the
global and local ice load measurement systems, along with the associated measurement
equipment, storage and display requirements. As a result, ice monitoring systems assist the
ship’s officers in making decisions that will reduce the risk and protect the ship, and give
greater confidence in operations in the ice conditions.

It is however acknowledged that further research is needed in this field and that monitoring
systems provide a valuable mechanism in the development and enhancement of ship designs
and operations. It is hoped that more systems will be employed in the future towards this end,
and with open forums to exchange data. The aim of developing our knowledge in this subject
will improve the safety in cold climates for the ship, crew and environment. The ShipRight
procedure provides a significant step towards this goal.

11. ACKNOWLEDGEMENTS

The authors gratefully acknowledge the assistance of colleagues at Lloyd's Register that have
contributed towards this paper.

12. REFERENCES

1. Lloyd's Register, ‘ShipRight Ship Event Analysis procedure’, 2012

2. Hänninen, ‘Inventory of Data Sources Available On Ship Hull Ice Loads And Damages’,
Work Package 2.1, Compilation of Data on Ice Loads on Ship Hulls, Increasing the Safety of
Icebound Shipping Final Scientific Report Volume 1, M-302, Helsinki University of
Technology Ship Laboratory, 2007
3. Slaughter, Cheung, Sucharski, & Cowper, ‘State of theArt in Hull Response Monitoring
Systems’, SSC-401, Ship Structure Committee, 1997
4. Lloyd's Register, ‘Rules and Regulations for the Classification of Ships’, 2012
Lloyd's Register Group Limited, its affiliates and subsidiaries and their respective officers, employees or agents are, individually and
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