Showing posts with label TS Ingrid. Show all posts
Showing posts with label TS Ingrid. Show all posts

Wednesday, October 24, 2007

Tropical Cyclone Report - Tropical Storm Ingrid

Tropical Cyclone Report Tropical

Storm Ingrid
(AL082007) 12 – 17 September 2007

Michelle Mainelli

National Hurricane Center
17 October 2007

Ingrid was a tropical storm that formed over the central tropical Atlantic Ocean and dissipated as it approached the Leeward Islands.




Synoptic History


Ingrid developed from a large tropical wave that exited the coast of Africa on 6 September. At that time, strong easterly shear inhibited development over the eastern Atlantic and it was not until 9 September that a broad area of low pressure developed along the wave axis, about midway between Africa and the Lesser Antilles. The easterly shear gradually diminished over the next several days, which allowed the system to maintain convection near the low center on 11 September, when Dvorak classifications were initiated. By the morning of 12 September, the system acquired sufficient organization to be designated a tropical depression, while centered about 980 n mi east of the Lesser Antilles.


The “best track” chart of the tropical cyclone’s path is given in Fig. 1, with the wind and pressure histories shown in Figs. 2 and 3, respectively. The best track positions and intensities are listed in Table 1. The depression moved on a general west-northwestward track within a weak steering flow south of a mid-tropospheric ridge. Despite moderate westerly shear, the cyclone became a tropical storm around 0600 UTC 13 September, while centered about 730 n mi east of the Lesser Antilles, and reached its maximum intensity of 40 kts 12 h later. Persistent westerly shear, due to a stronger than normal upper-trophospheric mid-oceanic trough located west-northwest of the cyclone, prevented further intensification. During the next 24 hours, the shear increased, which resulted in Ingrid weakening to a tropical depression by 1800 UTC 15 September. Ingrid remained a tropical depression for a day or so before degenerating into a remnant low around 0600 UTC 17 September, while centered about 140 n mi east-northeast of Antigua. The remnants of Ingrid moved slowly northwestward and west-northwestward within the lower-tropospheric steering flow, and the low dissipated on 18 September.


Meteorological Statistics


Observations in Ingrid (Figs. 2 and 3) include satellite-based Dvorak technique intensity estimates from the Tropical Analysis and Forecast Branch (TAFB) and the Satellite Analysis Branch (SAB), as well as flight-level and Stepped Frequency Microwave Radiometer (SFMR) surface observations from several flights of the NOAA P-3 research aircraft. Microwave satellite imagery from NOAA polar-orbiting satellites, the NASA Tropical Rainfall Measuring Mission (TRMM), the NASA Aqua, the NASA QuikSCAT, the Department of Defense WindSat, and Defense Meteorological Satellite Program (DMSP) satellites were also useful in tracking Ingrid.


The estimated peak intensity of Ingrid on 14 September represents a blend of the surface-adjusted flight-level winds and SFMR data from the NOAA P-3 aircraft. During the morning flight on 14 September, the SFMR reported a maximum 51 knot wind over the southwestern quadrant of the storm; however, this observation did not appear representative of the strength of the poorly-defined circulation. The minimum pressure of 1002 mb is based on a dropsonde pressure of 1004 mb that was accompanied by a 26-kt surface wind, which indicates that the dropsonde probably did not sample the center of the cyclone and its lowest pressure.


No ship or land station reported sustained winds of at least tropical storm force in association with Ingrid.


Casualty and Damage Statistics


There were no reports of damage or casualties associated with Ingrid.


Forecast and Warning Critique


The genesis of Ingrid was well anticipated. The tropical wave that eventually spawned Ingrid was first introduced into the Tropical Weather Outlook (TWO) at 0230 UTC 7 September, about five days prior to genesis. At that time, the wave was located a few hundred miles south of the Cape Verde Islands. For the next couple of days, there was continual mention in the TWO that slow development of the system was possible. By late on 9 September, the potential for tropical depression formation was explicitly mentioned in the outlook. It was not until early on 12 September that the system acquired enough organization to be designated as a tropical depression. This resulted in a 54-hour lead time between the first mention of potential tropical depression formation in the TWO and when tropical cyclogenesis actually occurred.


A verification of NHC official and guidance model track forecasts is given in Table 2. Average official track errors for Ingrid were 28, 52, 89, 115, 145, and 154 n mi for the 12, 24, 36, 48, 72, and 96 h forecasts, respectively. These errors are lower than or close to the average long-term official track errors for all forecast periods (Table 2). Both the GFSI and UKMI models performed relatively well in comparison to the other dynamical model guidance. Notably, the UKMI had lower track errors than the official forecasts at all forecast lead times except for 24 h. Both the GFSI and UKMI kept a more westerly track compared to the other dynamical models during the first couple of days. The GFSI and UKMI maintained Ingrid as a weak system and anticipated the ridge to the north of the cyclone to remain intact. On the other hand, the NGPI had the largest errors as it forecasted a stronger Ingrid to take a more northwestward track in response to a weakness in the subtropical ridge. Despite somewhat of a dichotomy in the model guidance, the official track forecasts correctly maintained Ingrid on a more westward track within the low- to mid-level steering flow.


Average NHC official intensity errors were 2, 4, 4, 8, 18, and 28 kt for the 12, 24, 36, 48, 72, and 96 h forecasts, respectively (Table 3). For comparison, the average long-term official intensity errors are 6, 10, 12, 14, 18, and 20 kt, respectively. The official intensity forecast errors were slightly below the average long-term errors through 72 hours; however, they were larger than the average error at 96 h. Even though only three official forecasts verified at 96 h, the larger than average errors at that forecast time can be attributed to the global models predicting that the shear would lessen, which would allow for gradual strengthening of the cyclone. The GHMI provided the most accurate intensity guidance and did particularly well in the later forecast periods. It is notable that the GFDL Hurricane Model correctly predicted the weakening, in this case, in the sheared environment. In earlier years that model was notorious for over-intensifying tropical cyclones in environments of strong vertical shear. This change could be attributable to recent improvements in the GFDL model physics.

Read the rest of the report here: Tropical Storm Ingrid –
PDF – MSWord

More on the October 18, 2007 Heartland Storms -

October 18, 2007 Greenville to Neoga, IL Chase

by John Farley

The setup:

An unusually strong - below 29.00 inches surface low over Minnesota - storm system was moving through the Midwest. The system was negatively tilted, with extremely strong mid and upper level winds from the southwest over surface winds that would range from SSW in western IL to southerly in eastern IL ahead of a cold front/dryline that would push across Illinois late in the day. At first it looked like the system would move through too fast for daytime storms in IL, but by the night before, it began to look like the timing would be better. Read the rest October 18, 2007 Greenville to Neoga, IL Chase

RS

Friday, September 14, 2007

Special Maritime Safety Edition - gCaptain + Humberto, Ingrid and Nari!

Special Maritime Safety Edition

Safety Officer

This edition of the gCaptain Newsletter is dedicated to mariners presently at sea. We have put together stories, articles and links to help return your guys to their families with nothing more than a slight limp from bulging wallets and a strained face from the smiles on their faces.

Your job... read the articles then forward this newsletter to 5 of your friends . Trust us, their families will thank you!

Awe Nuts! By the Artful Blogger

Another day of reviewing incident reports. It never ceases to amaze me, how many of these tragedies could have been avoided. Yes, I judge. It's my job. OK, it's real easy to play the critic; to stand outside of the barrel, pointing inside, and say, "Gee, that's messed up." It's a lot safer than being "in" the barrel.

Here's a quick list of incidents. See if you can figure out what they all have in common; then, we'll talk:

  • I Rigid Hull Inflatable Boat (RHIB) was launched. It entered the water along with a section the boat davit.
  • A twenty pound roller fell fifty feet from an oil derrick.
  • A tanker grounded in Long Beach after suffering a steering failure.
  • Earlier this summer a large US Flag passenger / vehicle ferry experienced a catastrophic failure of its main electrical switchboard.
  • Recently a Great Lakes bulk cargo vessel suffered a boiler tube rupture resulting in a boiler casing failure which injured two crewmembers. The tube failure was not unique and the boiler casing should have contained and channeled the steam out the stack.

Click Here for the Artful Blogger's answer

More from The Artful Blogger:

Bravo on My Watch

One Hand - EPIRB Failure

EPIRB Floating at SeaWhat is the single most import piece of electronics aboard your ship? For me it's the EPIRB. If all else fails the EPIRB should get my position to the RCC .

We only reserve the term "One Hand" for our most important stories
that require Your Help and this is one of the most important articles
written in gCaptain's short history. The following are the details from Chief Engineer Robert Stormer:

"We wish to alert our readers to the story of the sinking of the f/v Papa George.

Seems we have another boat that had a possible malfunction of its EPIRB. Only this time there were two deaths involved. We cannot stress how these types of incidents impact everyone in the maritime community. So we are putting out a maritime wide alert and request for information. " Read More for the Details...

The Case Of The Killer Catch - Special Edition MAC Report

Pesbo BSC25m Lifeboat Drawing

Bob Couttie sent us an email yesterday announcing a Special Edition of his Maritime Accident Casebook (MAC). Lifeboat Releasing GearWhy did he release this issue early? รข€¦.because it's a look at lifeboat safety and more specifically the details of a recent incident that claimed the life of three maritime officers, a bosun and cadet.

Read the full post the head over to Bob's site and subscribe to his Maritime Accident Podcast.

More from MAC:

What is the most dangerous place aboard ship?.

A Call For Help

At gCaptain we are committed to bringing important topics to the eyes of the shipping industry. Robin Stormer is a Chief Engineer but has a passion for Severe Weather. Bob Couttie is a writer with a passion for maritime safety. The Artful Blogger is an engineer with a passion for writing. What is your passion?

We are looking for mariners and industry personnel who have a passion for (fill in the blank). If you work in the maritime industry, have a specialty or passion and would like to write about then hit reply to this email and attach your article or story.

Entries are accepted regardless of writing ability, skill level or position. gCaptain editors will correct or investigate any errors and publish your story to our blog.

Not interested in writing? Find an article on the web and email it to us or submit it directly to our News Discoverer.

Many Thanks

This Newsletter was made possible with help of the Maritime Executive Newsletter, Robin Storm, Maritime Accident Casebook, Fred Fry's Maritime Monday and all our fellow maritime bloggers.


CLICK HERE for more information on our partners.

In this issue:

Incident Reports:

Firefighting Safety:

From The Archives :

Viral Video :

Photo Essays :

Discover Safety News:

Forum Posts:

Discoverer Bookmarklet

Have you found an important safety alert or article on the web? Visit our Discoverer Bookmarklet page to find out how to submit stories to us fast and easy.

Weekly Quiz

Who sent the first wireless distress call?

Pass it on

Safety is paramount. Please foward this to 5 friends and your safety coordinator OR let us forward up to five spam free copies.

iPhone Contest

We are giving away an iPhone to the gCaptain reader who submits the most voted on story to our Maritime News Discoverer. For details CLICK HERE.

Maritime Industy Search Engine

Shop gCaptain

Visit our store for some great Anchor Logo t-shirts, stickers and more.

Supporters

YOUR AD HERE

Vote For This Newsletter


Subscribe
to our feed

Advertise with gCaptain

Do you know we have logged over 150,000 page views since launching gCaptain in May 2007? Download our Rate Sheet to find out about unique advertising oppertunities for the Maritime Industry.



Weather Story
Hurricane Humberto


Fast-forming Hurricane Humberto hit the Texas-Louisiana border area killing at least one person, shut down three refineries and cut power to more than 100,000 customers. It had been expected to hit land as a tropical storm, but suddenly strengthened into an 137-kph hurricane before coming ashore.

From FEMA

Tropical Depression Humberto will continue to weaken as it tracks northeast and then east today. Its main impact will be the rainfall (1-2 inches) and flooding as the moisture interacts with the stationary front over the Carolinas. Check the Hydrometeorological Prediction Center ( http://www.hpc.ncep.noaa.gov/discussions/pmdspd.html ) for the latest information Flood watches are in effect for parts of central and northern Mississippi. Flood warnings are in effect for portions of the Vermilion River in Louisiana. These rains will at least allow for some relief across drought stricken areas of the southeast.

Here's a story of note
:

"The Coast Guard would like to strongly remind the maritime community and boating public to track the storm’s progress and take early action to protect themselves and their vessels. Extremely high seas, heavy rains and damaging winds that accompany tropical storms and hurricanes present serious dangers to mariners. Rescue and assistance by the Coast Guard and other agencies may be severely degraded or unavailable immediately before, during and after a devastating storm."

Coast Guard rescues man stranded by Humberto


Tropical Storm Ingrid

[full basin map of tropical cyclone activity]At 5:00 am EDT the center of Tropical Storm Ingrid was located near latitude 15.1 north, longitude 49.2 west or about 805 miles east of the Lesser Antilles.

Ingrid is moving toward the west-northwest near 7 mph and this motion is expected to continue for the next 24 hours.

Maximum sustained winds are near 40 mph with higher gusts. Some slight strengthening is forecast during the next 24 hours.

Tropical storm force winds extend ward up to 50 miles from the center. Based on the current warning the system will be approximately 400 miles northeast of San Juan, Puerto Rico at 2:00 am EDT on Wednesday 19 September.


Typhoon NARI

The image “https://metocph.nmci.navy.mil/jtwc/satshots/12W_140530sams.jpg” cannot be displayed, because it contains errors.

Bushman has the track on NARI

MARITIME NOTES Thanks Dennis!

Hearing on cruise ship security

On September 19, the Subcommittee on Coast Guard and Maritime Transportation will conduct an oversight hearing on Cruise Ship Security Practices and Procedures. (9/12/07).

Singapore – piracy and armed robbery off Somalia

The Singapore Maritime and Port Authority (MPA) issued a circular reminding owners, operators, and masters of the continuing threat of piracy and armed robbery against ships in waters off the coast of Somalia. Shipping Circular No. 16 of 2006 (9/12/07).

UK – report on shipping container collapse

The UK Marine Accident Investigation Branch (MAIB) issued the report of its investigation of the collapse of shipping containers on a container ship in the Baltic Sea on 26 February 2007. The investigation revealed what appears to be a systemic problem with the rapid loading of containers, allowing minimal time for the ship’s officers to determine whether the loading is being done in accordance with the load plan and to calculate the effect of the loading on ship stability, among other factors. The report recommends development of a best practice safety code and other industry-wide changes. Report No. 21/2007 (9/13/07).

U.S. Notice to Mariners Number 33-2007 (2007-08-18)

Keep Posted!

RS