A DHC-8 flight crew encountered a pressurization problem followed by the failure of the First Officer's windshield. They diverted to the nearest suitable airport.

Narrative

After climbing through 12;000-13;000 FT; the cabin pressure warning light illuminated. Descended to 10;000 FT; while completing appropriate checklist. Shortly after leveling off at 10;000 FT; the First Officer's windshield cracked. Completed appropriate checklist; however; the cabin pressure at 0 PSI differential. First Officer's windshield started to sparkle in a few different places where the cracks were. So; turned off the windshield heat and diverted to nearest airport. ZZZ1 was closed due to nil braking action report; so diverted to ZZZ2 instead. Notified passengers and Flight Attendant that we were diverting to ZZZ2. Unable to reach air carrier radio; or ZZZ2 Operations; so ZZZ1 Operations relayed info to air carrier Dispatch and ZZZ2. Arrived at ZZZ2 with no other complications. ILS approach to Runway 27. First Officer was impressed with his landing while the rest of us were just thankful to be on the ground. Deplaned passenger and flight was canceled. Cabin pressure warning light was first indication of cabin pressure failure; and the pop (sounded like exploding beer can) of the windscreen followed by tightening of First Officer's sphincter were the first indications of the windshield failure. Descended and completed appropriate checklist for cabin pressurization failure initially. The snap and crackling noises (with lack of pop) made by the windshield as we got close to landing were a concern for the First Officer. We decided to leave the PROPS at the current configuration (900) to avoid changing vibrations on the windscreen because we were not sure what the changes to the vibration frequency on the windshield would do.