lecture notes on marine meteorologymojaladja.com/upload/profa/nauticka_meteorologija.pdflecture...

Lecture notes on Marine Meteorology

By Shri S. P. Joshi

Assistant. Meteorologist Office of DDGM (WF)

India Meteorological Department Pune-5

Preface

The aim of these lecture notes is to provide training to the marine observers in

handling and maintenance of meteorological instruments and collect meteorological

observations in the form of logbooks. The chapters included in these lecture notes are

from the Basic and Intermediate training courses of the department.

The present lecture notes are merely a collection of information available on

Internet and are compiled from various WMO sites, freely available, keeping in view the

up-and-coming trends and new technological advancements. This collection is for

private circulation for trainees of Basic and Intermediate training courses of the

department and the author do not intend to violate copyrights of anybody what so ever.

Port Meteorological Officers in the immediate future have to deal with the

modernization of the marine equipments and automation of Marine Data collection, its

transmission and archival by observing minimum quality control through the in-built

software like TURBOWIN. These lecture notes will also be useful to Port Meteorological

Officers in understanding the nature of work of PMOs and will provide them the useful

guidelines.

A separate chapter on installation of Turbowin is also included in these notes.

S. P. Joshi.

9th April 2005. Gudhi Padva

Table of contents Chapter no Contents Page no.

1 WMO Voluntary Observing Ships’ Scheme 1

2 Meteorological Instrumentation on board ships 8

3 Port Meteorological Office ( PMO ) 15

4 The Ship Weather Code 19

5 Broadcast of weather bulletins for Merchant shipping 24

6 Broadcast of weather bulletins for Indian navy 28

7 Warnings to Ports and Storm Warning Signals 30

8 Broadcast of weather warnings for fishermen through 34

All India Radio.

9 Marine Pollution Emergency Response Support System 36

(M.P.E.R.S.S.)

10 Global Maritime Distress Safety System (GMDSS) 37

11 Inmarsat Satellites 41

12 National Data Buoy Programme 47

13 The Turbowwin 3.03 software 50

1 WMO Voluntary Observing Ships’ Scheme

The international scheme by which ships plying the various oceans and seas

of the world are recruited for taking and transmitting meteorological observations is

called the "WMO Voluntary Observing Ships’ Scheme". The forerunner of the scheme

dates back as far as 1853. The delegates of 10 maritime countries came together, to

discuss the establishment of a uniform system for the collection of meteorological and

oceanographic data from the oceans and the use of these data for the benefit of

shipping in return.

In the twentieth century, the system was recognized in the International

Convention for the Safety of Life at Sea. The convention is "the Contracting

Governments undertake to encourage the collection of meteorological data by ships

at sea and to arrange for their examination, dissemination and exchange in the

manner most suitable for the purpose of aiding navigation".

Voluntary observing ships make a highly important contribution to the Global

Observing System of the World Weather Watch. Although new technological means,

such as satellites and automated buoys, are used to gather data from the oceans, the

voluntary observing ships continue to be the main source of oceanic meteorological

information.

From the beginning shipping has assisted in the scientific exploration of the

oceans and also in the development of suitable measuring techniques for use by ship

borne observers. Nowadays, the cooperation of voluntary observing ships is sought

in each of the large-scale scientific experiments conducted by special research

vessels to furnish the additional data needed for complete analysis of environmental

conditions. In addition, the participation of these ships is regularly requested in

technical studies and investigations concerning observing methods, such as the

measurement of sea-surface temperature, precipitation, wind, etc.

Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 1

Types of surface synoptic sea stations

Meteorological observing stations include surface synoptic sea stations of

different types. There are three types of mobile ship stations engaged in the WMO

Voluntary Observing Ships’ Scheme, namely:

(a) Selected ship stations;

(b) Supplementary ship stations;

(c) Auxiliary ship stations.

Selected ships

A selected ship station is a mobile ship station, which is equipped with

sufficient certified meteorological instruments for making observations, transmits

regular weather reports and enters the observations in meteorological logbooks. A

selected ship should have at least a barometer (mercury or aneroid), a thermometer

to measure sea-surface temperature (either by the bucket method or by other

means), a psychrometer (for air temperature and humidity), a barograph, and

possibly, an anemometer. Selected ships constitute the large majority of voluntary

observing ships.

Supplementary ships

A supplementary ship station is a mobile ship station equipped with a limited

number of certified meteorological instruments for making observations transmits

regular weather reports and enters the observations in meteorological logbooks.

Auxiliary ships

Beyond the shipping lanes normally used by selected or supplementary ships

very few observations are available. Ships in these data-sparse areas, although not

equipped with certified instruments, may be asked to make and transmit weather


reports. They are classified as ‘auxiliary ships’. An auxiliary ship station is a mobile

ship station, normally without certified meteorological instruments, which transmits

reports in a reduced code form or in plain language, either as a routine or on request,

in certain areas or under certain conditions.

RECRUITMENT OF VOLUNTARY OBSERVING SHIPS

Requirement to recruit ships

According to the Manual on the Global Observing System, each Member shall

arrange for the recruitment of ships that are on the national register of that Member

as mobile sea stations. In fulfilling this obligation, each Member contributes to the

common objective of obtaining sufficient coverage of meteorological observations

over the sea. While a uniform coverage of the oceans is desirable, this is difficult to

achieve in view of the large differences in the density of shipping traffic. This traffic is

comparatively dense in the Northern Hemisphere, but this is not the case in the

tropics or in the Southern Hemisphere. Consequently, greater attention should be

given to the recruitment of voluntary observing ships in these areas.

Meteorological Services in many countries are required to provide more detailed

information of the weather and sea conditions in coastal areas. Some Services have

successfully recruited ships of local companies to make and transmit observations

during their voyage from harbour to harbour along the coast. Such ships may be

recruited as supplementary or as auxiliary ships. Their observations have everywhere

been found to be of great value.

Criteria for recruitment

Several criteria can be used in deciding whether a particular ship should be

recruited as a selected, supplementary or auxiliary ship, to satisfy both national and

international needs. Questions that should be examined are whether all the necessary

instruments can be installed, whether the ship's officers will have the time available for


recording and transmitting the observations and whether the necessary regular

contact can be established for the receipt of meteorological logbooks. Generally ship

owners and masters are very cooperative in these matters; however, it is advisable

that these questions be thoroughly discussed at the recruiting stage.

Countries may recruit ships of foreign registry, which visit the ports of the

recruiting country sufficiently often to permit regular contact. This recruitment is

sometimes done by arrangement between the Meteorological Services of two

countries concerned. In order to avoid the entry of duplicate data into the

international archiving system, meteorological logbooks from ships of foreign registry

should be procured and stored through appropriate arrangements with the

Meteorological Service of the country of registry. When a ship of foreign registry is

recruited, the Member in whose country the ship is registered should be notified.

For the recruitment of an auxiliary ship, no prior arrangements are required

with the Meteorological Service of the country of registry. Members should establish

a suitable organizational unit for the recruitment of voluntary observing ships. This

unit should contact shipping agencies to enlist their cooperation, arrange for the

provision of instruments, instructive material and other necessary documents to

ships, arrange for the collection and examination of the ships’ meteorological

logbooks, arrange for visits to ships, and to look after the various financial questions

involved. Port meteorological officers can play a large role in the recruitment of

ships.

Programme for surface observations on board ships

Synoptic observations should be made at the main standard times: 0000,

0600, 1200 and 1800 UTC. When additional observations are required, they should

be made at one or more of the intermediate standard times: 0300, 0900, 1500 and

2100 UTC. While taking observations, atmospheric pressure should be read at

the exact standard time, the observation of other elements being made within the ten

minutes preceding the standard time.

• When operational difficulties on board ship make it impracticable to

make the synoptic observation at a main standard time, the actual time of

observation should be as near as possible to the main standard times. In special

cases, the observations may even be taken one full hour earlier than the main

standard time i.e. at 2300, 0500, 1100 and 1700 UTC In these cases the actual time

of observation should be indicated; however, these departures should be regarded

only as exceptions. Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 4

• When sudden or dangerous weather developments are encountered, observations

should be made for immediate transmission without regard to the standard times of

observation.

• Observations should be made more frequently than at the main standard times

whenever storm conditions threaten or prevail. Meteorological Services may

request more frequent observations for storm warnings, particularly for tropical

cyclones. Special observations may also be requested for search and rescue or

other safety reasons.

• Supplementary observations when required for scientific studies should be made at

intermediate standard times, subject to non-interference with navigation duties.

• When an observation is made at 0300, 0900, 1500 or 2100 UTC in order to ensure

its transmission to a coastal radio station, it is desirable that the observation at the

next main standard time should be made for climatological purposes, and if

possible transmitted in accordance with normal procedures.

• Ships’ officers should be encouraged to continue taking and reporting observations

while the ships are in coastal waters, provided it does not interfere with their duties

for the safety of navigation.

• Transmission of ships’ observations by INMARSAT is not constrained by the watch

keeping hours of radio officers aboard ship; transmission can be made at any time.

• The distinction between two separate wave trains, and, in particular, the distinction

between sea and swell, can be difficult for an inexperienced observer. Sea waves

are systems of waves observed at a point that lies within the wind field producing

the waves. Swell waves are systems of waves observed at a point remote from the

wind field, which produced the waves, or observed when the wind field, which

generated the waves no longer, exists.

• The distinction between sea and swell can be made from the following criteria.

Wave direction: If the mean direction of all waves of more or less similar

characteristics differs 300 or more from the mean direction of waves of different

appearance, then the two sets of waves should be considered to belong to

separate wave systems.


Appearance and period When typical swell waves, characterized by their

regular appearance and long-crestedness, arrive approximately, i.e. within 20°,

from the direction of the wind, they should be considered as a separate wave

system if their period is at least four seconds greater than the period of the larger

waves of the existing sea.

Special observations

In relation to international programs of scientific or economic significance,

observations of a special nature are needed from ships at sea and WMO is

requested to assist through its Voluntary Observing Ships’ Scheme. One such

example is the request for observations on locust swarms in the seas around

Africa, Arabia, Pakistan and India. This program is of great importance to the

agricultural economy in these countries concerned.

Another example is the logbook report of freak waves. A freak wave is

defined as a wave of very considerable height ahead of which there is a deep

trough. It is the unusual steepness of the wave, which makes it dangerous to

shipping. Favorable conditions for the development of freak waves seem to be

strong current flows in the opposite direction to a heavy sea and especially when

this occurs near the edge of the continental shelf. The reports may contribute to a

mapping of these particularly dangerous areas and to a better understanding of

the phenomenon.

Coding of observations Ships’ observations are coded in the international meteorological codes

published in the Manual on Codes, Volume I (WMO -No. 306). The various code

forms are given code names which are sometimes included in the heading of the

ship's report. In all cases, however, a 4-letter identification group is used.


Automation of observations on board ship

Automation of shipboard observations has been advanced by the advent

of personal computers and satellite communications. In one form the observations

are taken manually in the traditional way and then entered into a personal

computer, which may be in the form of a laptop or notebook. The computer

programme recommended by WMO and developed by KNMI, Netherlands, viz.,

“TURBOWIN 3.03” is also available on internet.

Software for Marine Meteorological Observers (TURBOWIN version 3.03 )

TurboWin developed at KNMI (Royal Netherlands Meteorological Institute)

with contributions of several Meteorological Centers. Meteorological observations

made on board ships and fixed sea stations are a substantial component of the

World Weather Watch provided that the observation are accurate and of high

quality.

The fixed sea stations and Voluntary Observing Ships (VOS) are key

components of the Global Observing System (GOS) and climate research. At the

same time, however, it has been recognized that these observations are subject

to keying errors, coding errors, calculating errors, etc.

To achieve an optimal control of the quality of the observations, before

they are used in real time, the quality control has to be carried out at the root, by

the observers themselves.

TurboWin contains observation-checking routines, which are applied on

the observations before they are transmitted. TurboWin is a user-friendly system

with over 200 built-in quality checks. It allows the automated compilation of

observations on board ships and fixed sea stations, their downloading to disk and

their subsequent transmission ashore and thence to a Meteorological Center, by

using Inmarsat, ftp, E-mail or other specific communication facilities and the

Global Telecommunications Network.

The program assists the observer with many menus, pictures, photos, forms,

helps pages, output possibilities, automated calculations etc.


The computer programme can:

(a) Provides screen prompts to assist with data entry;

(b) Calculates the true wind, MSL pressure and dew point;

(c) Checks validity of some data, e.g. month in range 1–12

(d) Stores the observation in SHIP code on disc and prints it out for transmission;

(e) Formats the observation in IMMT format and stores it on disc or transmits the data

to a shore station via a satellite system.

If the ship is equipped with INMARSAT-C, the computer diskette can be

placed in the INMARSAT terminal and transmitted without re-keying. In addition to

filling in a meteorological logbook the diskette of observations in IMMT format is

sent periodically to the Meteorological Office.

Another form of automation is the Marine Data Collection Platform

(MDCP), which consists of a hand-held computer, air temperature and air

pressure sensor, transmitter and antenna. The coded SHIP observations are

entered into the computer and collected by Service Argos satellite. In this case

the meteorological logbook still has to be entered manually and returned to the

Meteorological Office in the traditional way.

Completely automated shipboard weather stations present difficulties.

Proper locations for sensors are not easy to find, particularly for wind and dew

point, while equipment for automated measurement of visibility, weather, clouds

and wave height cannot be accommodated in the confined space of a ship.

2 Meteorological Instrumentation on board ships

General

Full guidance upon the basic meteorological instruments suitable for use

on board ships making observations under the Voluntary Observing Ships

Scheme, together with advice on methods of observations, is provided in the

Guide to Meteorological Instruments and Methods of Observation (WMO-No. 8)

Part II, Chapter 4, Marine observations.

Experience over several years has indicated that certain features of the

present instrumentation fitted to ships require constant attention. The following

comments emphasize those aspects to which special care should be given and

are fully complimentary to the general guidance in the above-mentioned Guide.


Instruments measuring atmospheric pressure

In practice the proper installation and operation of mercury barometers at sea has proved

very difficult, and mercury barometers are now rarely installed on board ships. The use of

precision aneroid barometers on the other hand does not give rise to similar problems. However,

because of the zero drift to which these instruments are liable, frequent checking against

standing barometers is necessary in order to ensure proper continuous operation. The zero drift

of aneroid currently in use is seldom continuous, the instrument correction remaining stable for a

rather long period of time, then suddenly dropping to another level. Checking procedures should

therefore continue routinely even if the correction has remained stable for some time. This

checking should be carried out by a PMO whenever possible, preferably at intervals not

exceeding three months. A permanent record of all such checks should be attached to the

instrument and should include information on the date of the check and the temperature and

pressure at which the check was made.

On board small vessels the reduction of the pressure reading to MSL may be carried out

by the addition of a given reduction constant, or simply by correcting the reading of the scale to

give pressure at MSL directly. When the elevation of the barometer varies significantly with the

loading of the ship, the use of different reduction constants has to be considered. The draught of

very large tankers can vary between a sea-going ballast condition and a fully-loaded condition by

as much as 10 metres. If the barometer elevation is great, air temperature may also have to be

taken into consideration when preparing reduction tables. At all times the limit of accuracy of the

applied reduction should be kept within 0.2 hPa. Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 9

Barographs used on board ships should be supplied with an efficient

built-in damping device and the instrument should be mounted on shock-

absorbing material in a position where it is least likely to be affected by

concussion, vibration or movement of the ship. The best results are generally

obtained from a position as close as possible to the centre of flotation. The

barograph should be installed with the pen arm oriented athwart-ship to

minimize the risk of its swinging off the chart

Instruments measuring wind speed and direction

In order that wind reports from ships equipped with instruments are

comparable with estimated winds and wind reports from land stations,

anemometer readings should be averaged over 10 minutes. It is difficult to

estimate 10-minute means by watching the dial of an anemometer.

Overestimations of more than 10% are not uncommon. It is therefore preferable

that the instrument readout used for reporting wind velocities be automatically

averaged over 10 minutes. If such readouts are not available, careful

instructions should be given in order to avoid overestimation.

Due to the flow distortion caused by superstructure, masts and spars, the site of

the anemometer sensor has to be carefully selected, preferably as far forward

and as high as possible. The wind speed needs to be corrected for effective

height.


Any anemometer mounted on a ship, measures the movement of air relative

to the ship; and it is essential that the true wind be computed from the relative wind

and the ship’s velocity. A simple vector diagram may be used, although in practice

this can be a frequent source of error. Special slide rules and hand computers are

available and programs can be installed on small digital computers.

Instruments measuring temperature and humidity

Temperature and humidity observations should be made by means of a

psychrometer with good ventilation, exposed in the fresh air stream on the

windward side of the bridge. The use of a louvered screen is not as satisfactory. If it

is used, two should be provided, one secured on each side of the vessel, so that

the observation can be made on the windward side. The muslin and wick fitted to a

wet-bulb thermometer in a louvered screen should be changed at least once a

week, and more often in stormy weather.

Automated or distant-reading thermometers and hygrometers should be

sited in a well-ventilated screen with good radiation protection and placed as far

away from any artificial source of heat as practicable. It is advisable to compare the

readings with standard psychrometer observations at the windward side of the

bridge at regular intervals, particularly when new types of equipment are

introduced. Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 11

Instruments measuring sea temperature

It is important that the temperature of the uppermost thin film of water

(measured by infra-red radiometers) should be distinguished from the temperature

of the underlying mixed layer. It is the representative temperature of the mixed layer

which should be reported by voluntary observing ships.

The "bucket" instrument method is the simplest and probably the most

effective method of sampling this mixed layer, but unfortunately the method can

only be used on board small vessels moving slowly.

Other methods are:

(a) Intake and tank thermometers, preferably with distant reading display and used only

when the ship is moving;

(b) Hull-attached thermometers located forward of all discharges;

(c) Trailing thermometers; and

(d) Infra-red radiometers.


Transmission of ship’s observations to the shore

INMARSAT

Ship reports can be transmitted readily to a Coast Earth Station (CES), which

has been authorized to accept these reports at no cost to the ship. The national

Meteorological Service of the country operating the CES pays the cost, which is

usually less than the cost of a report received via coastal radio. There are a number

of such CESs in each satellite footprint and they are listed, together with the area

from which they will accept reports, in WMO-No. 9, volume D, Part B. Code 41 is the

INMARSAT address which automatically routes the report to the Meteorological

Service concerned. To place a limit on the costs incurred by a national Meteorological

Service, a CES may be authorized to accept reports only from ships within a

designated area of ocean. These limits should be drawn to the attention of the

relevant ship’s officers when recruiting a ship under the Voluntary Observing Ships

Scheme. A radio operator is not needed to transmit the report, and hence

transmission is not restricted to the operator’s hours of duty. Kindly see the chapter

on INMARSAT for more details.

Coastal Radio Stations

Ship reports can be transmitted by radiotelegraphy to a coastal radio station,

which has been authorized to accept these reports at no cost to the ship. (The

country operating the coastal radio station, in many cases, the national

Meteorological Service meets the costs). Weather reports from mobile ship stations

should (without special request) be transmitted from the ship to the nearest coastal

radio station situated in the zone in which the ship is navigating. If it is difficult, due to

radio propagation conditions or other circumstances, to contact promptly the nearest

radio station in the zone in which the ship is navigating.

Members may issue instructions to their mobile ship stations to the effect that

their weather reports may be transmitted via one of their home coastal radio stations

designated for the collection of reports.


The ship weather report must be addressed to the telegraphic address of the

relevant National Meteorological Center. The address should be preceded by the

abbreviation "OBS" to ensure appropriate handling of the message at the coastal

radio station. The coastal radio station must forward the report to the National

Meteorological Center with minimum.

METEOROLOGICAL LOGBOOKS FOR SHIPS

Layout

The recording of observations in permanent form is obligatory for selected

and supplementary ships and recommended for auxiliary ships. On ships where the

observations are entered on a personal computer a diskette will be likely to serve as

the means of record. Otherwise the observations are recorded in a meteorological

logbook. The layout of logbooks is a national responsibility. Generally, the order of

parameters recorded in the logbook follows the order of elements in the SHIP code

form. Thus the logbook can be used both for recording the synoptic weather report

which is to be transmitted and to include in the same format additional information

required for climatological purposes. For the latter use, the entries are subsequently

transferred on to IMMT format .

Logbooks should be returned with information regarding the ship, the

instruments used and other details of a general nature, and space should be provided

for these entries. The name of the master, the observers and the radio officer should

also be included, particularly if an incentive programme exists in the country where

the ship has been recruited.

Scrutiny of entries

There is always a possibility of errors occurring in the entries in a logbook

however clear the instructions might be and despite the care taken by the observer in

his work. Completed logbooks must therefore be scrutinised upon receipt and

obvious errors corrected. It is of great importance that the types of errors that are

made frequently be brought to the attention of the observers concerned so that any

misinterpretation of the instructions or erroneous practices in reading instruments or


making entries can be corrected. When the port meteorological officer, or section of

the national Meteorological Service dealing with voluntary observing ships receives

the logbooks, a first check should be made as soon as possible to permit a personal

conversation with the appropriate ship’s officers. Such conversations or written

responses commenting on logbooks that have been received constitute an important

element of the continuous training of ship borne observers. Without this feedback

information the officers would soon become uncertain as to the quality of their work or

the implementation of certain observing or coding procedures and, with an inevitable

waning of interest, the quality of their observations may deteriorate.

Similar scrutiny and personal liaison is especially important in respect of

special observations of freak waves, sea-surface currents. Without the willing

cooperation of marine observers, these non-routine data would not be available.

Ships’ officers often include questions on coding matters or on any special

phenomena observed by them in the "remarks" column of the logbook. Response to

these questions is important, as this falls within the same spirit of maintaining interest

in meteorological work.

3 Port Meteorological Office ( PMO )

In recruiting voluntary observing ships and assisting them in their

meteorological work, direct contact with ships’ officers is often needed to provide

them with instructive material and other documents, to inspect meteorological

instruments on board ships, to collect completed logbooks of observations and, on an

initial check, take such corrective action as is possible by personal contact. For this

purpose, port meteorological officers having maritime experience should be

appointed at main ports.

Port meteorological officers are representatives of the Meteorological Service of the

country as far as the local contact with maritime authorities are concerned. The role

of port meteorological officers is a very important one and the efficiency of the

voluntary system of ships' observations often depends on the initiative displayed by

these officers. Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 15

They are in a good position to discuss with ships’ officers any problems

they have encountered and offer suggestions, bring to their attention any changes

in procedures that may have taken place and give them the latest information,

which they may desire.

Opportunity should also be taken to explain various meteorological and/or

oceanographic programmes whenever observations are specially needed from

ships. Meteorological instruments on board ships should be checked and other

advice or assistance in meteorological matters should be given by port

meteorological officers upon request by the master of any ship, irrespective of its

State of registry.

The port meteorological officers should also report to the meteorological

authorities in their country if the meteorological work done on board the ship has

not been entirely satisfactory. Members should immediately react to these

reports; when they concern the work carried out under the authority of another

Member, the latter should be informed. If action has to be taken upon complaints

this can best be done through the port meteorological officers who can play a very

important role by a tactful approach to the masters and, if constructive criticism is

expressed in positive terms, goodwill can be maintained all round.

Location of the PMO

The scope of the work of port meteorological officers depends largely on

the importance of the marine traffic in the particular area served. The office of the

PMO should preferably be located at the main port. This provides the opportunity

for more visits to voluntary weather observing ships and quicker access to

replacement equipment and instruments if necessary.

An office at the port will help to facilitate close contact with marine

authorities and shipping companies, as well as passing ships' officers and crew. It

also provides increased opportunities to recruit ships into the national VOS fleet.

Before deciding to establish a port meteorological officer in a given port, a

study must be made of the various services, which should be provided. As marine

activities develop, a review should be made from time to time to see whether new

services should be provided.


Functions of the PMO

The functions of the PMO are varied and global in nature, which means that

universal standards and methods must be used to ensure consistency between

nations. This is important because PMOs are encouraged to make courtesy visits, with

the Master's approval, to ships of other national VOS fleets.

Functions of the PMO are as follows;

• To recruit ships of any nationality into, and maintain a national VOS fleet.

• To regularly visit ships recruited into the national VOS fleet to;

• Maintain contact with the Observers;

• Provide ongoing training to Observers;

• Maintain and inspect the meteorological and selected oceanographic instruments

• Check the presence and condition of supplied handbooks, meteorological tables and

charts;

• Maintain the ship's supply of logbooks, autographic charts, muslin, wicks and other

mandatory consumables;

• Recover and inspect completed logbooks and autographic charts.

• To maintain accurate records of ships recruited into the national VOS fleet, including;

Full ship details, as are required for publication in WMO Publication No 47

• All instrumentation supplied and recovered;

• All instrument checks and calibrations, including dates.

• Provide advice or assistance on meteorological matters.

To provide the following services to ships regardless country of recruitment;

• Perform a barometer check;

• Check meteorological code tables;

• Check instructions for Observers;

Provide advice on bulletins, including a list of areas for which forecasts are issued and

to update the relevant facsimile broadcast schedules.

To promote and maintain liaison with;

• The national meteorological service;

• Harbour authorities and shipping companies;

• To inquire from ship's officers of any problems experienced concerning;

• The reception and adequacy of forecasts, bulletins and facsimile broadcasts, and to bring this

information to the attention of the national meteorological service.


Address Port Meteorological Offices (PMOs)

Address Telephone No. Working Hours

Port Meteorological Office, 3rd Floor, New Labour Hamallage Building, Yellow Gate, Indira Dock, Mumbai - 400 001

+91 022 2613733 0930 - 1800

Port Meteorological Liason Office Near MPT Signal Station, Sada P.O. Headland Sada - 403 804 Goa – 403 804

+91 0832 2520012 0930 - 1800

Port Meteorological Office 10th Floor, Centenary Building, Chennai Port Trust Rajaji Road Chennai - 600 001

+91 044 25360187 Ext 23 0915 - 1745

Port Meteorological Office C/o Cyclone Warning Center Chinna Waltair - Opposite A.U Campus Vishakhapatnam - 530 017

+91 0891 2746506 1000 - 1700

Port Meteoroigcal Office, Alifnagar, Malkana Building,Netaji Subhash Dock, Gate No. 7, Kolkata - 700 043

+91 033 24793167 0930 - 1800

Port Meteorological Office Cochin Harbour , North End, Willingdon Island, Cochin(Kochi) - 682 009

+91 0484 2667042 0900 - 1730

Incentive programme for voluntary observing ships In recognition of the valuable work done by ships’ officers in taking and transmitting

meteorological observations and as an incentive to maintain the high standard of the

observations many maritime countries have established a national award or certificate

system. India Meteorological Department issues Excellent Awards every year on 5th

April, that is celebrated as National Maritime Day. These awards are given in the form

of books, in recognition for the meteorological work done on board ships. Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 18

4 The ship Weather code

CODE FORMS AND EXPLANATORY NOTES

FM 13-VII SHIP – Report of surface observation from a sea station.

C O D E F O R M (D. . . D)

SECTION 0 MiMiMjMj ( A1bwnbnbnb) YYGGiw 99LaLaLa

QcLoLoLoLo

SECTION 1 iR iXh VV Nddff 1snTTT 2snTdTdTd 3PoPoPoPo** 4PPPP

5appp 6RRRtR 7wwW1W2 8NhCLCMCH 9hh//**

SECTION 2 222DsVs (0snTwTwT w) (1PwaPwaHwaHwa)**

(2PwPwHwHw) ((3dw1dw1dw2dw2) (4Pw1Pw1Hw1Hw1)

(5Pw2Pw2Hw2Hw2)) (6IsEsEsRs) (ICE+Plain language or ciSibiDizi)

SECTION 3 333

(0 . . . . ) (1snTxTxTx) (2snTnTnTn) (3Ej j j) (4E’sss)

(5j1j2j3j4) (6RRRtR) (7 . . . .) (8NsChshs)

(9SpSpSpSp) (80000 ) (0 . . . .) (1 . . . . . .)

SECTION 4 444

N’C’H’H’Ct **

SECTION 5 555

Groups required as per national practice. *

** Not to be reported by ships

• See remarks against Section 5 on next page


N O T E S :

1. The code form FM 13-VII SHIP is used for reporting surface

observations from a sea station (ship), manned or automatic.

2. i) A SHIP report, or a bulletin of SHIP reports, is identified by the symbolic letters

MiMiMjMj = BBXX

ii) The code name SHIP shall not be included in the report.

iii) The word “section” and section numbers also are not to be included in the report.

3. i) In a bulletin of SHIP reports MiMiMjMj (i.e.BBXX) shall be given only in the first line

of the text of the bulletin and the groups D…D YYGGiw shall be included in every

individual report.

ii) The group A1bwnbnbnb is for identification of buoy and shall not be used by ships.

4. The above-mentioned code form is considered suitable for ships, which report weather

messages in full form (i.e. selected ships). This code form is also used for reporting messages

from Ocean Weather Stations.

5. Report from sea station, not reporting in the abbreviated or reduced form, shall

always include Sections 0,1,and 2 and Section 2 shall always include the possible

maximum number of data groups.

6, The code form is made up of figure groups arranged by sections in ascending order

of their numerical indicators with the exception that all the groups of Section 0, first

two groups of Section 1 and the first group of Section 2 (i.e.222DsVs) are always

included in the report.

As a result the following features are achieved:-


a) The loss of information due to the accidental loss of any one of these groups is

strictly limited to the information content of that group:

b) The rules for inclusion or omission of sections or of groups between brackets can be

laid down for each specific case of data requirements.

c) The length of the message can be kept to a strict minimum by dropping out some

groups whenever their information content is considered insignificant or when the

information content is not normally available.

The code word ICE of Section 2 plays the role of a numerical indicator for the

last data group of the section or for the equivalent plain language information.

7. The code form is divided into a number of sections as follows:

SectionNumber

Indicator figures or Symbolic figure groups

Contents

0 -

Data for reporting identification (type, ship’s call sign/buoy identifier, date, time, location) and units of wind speed used.

1 - Data for international exchange.

2 222 Maritime data pertaining to a sea station

3 333 Data for regional exchange.

4 444

Data for clouds with Base below station level.

Not for ships

5 555 Data for national exchange.


8. Ships which report in abbreviated form (i.e. Supplementary ships) shall include:

a) Section 0

b) Section 1 restricted to:

iRiXhVV Nddff 1snTTT 4PPPP 7wwW1W2 8NhCLCMCH

c) Section 2 reduced to:

222// (6IsEsEsRs) (ICE + plain language or (ciSibiDizi) )

This abbreviated form is considered suitable for supplementary ships i.e.

ships not supplied with full sets (as the selected ships) but with modified sets of

tested instruments.

9. Ships which report their observations in reduced form (i.e. Auxiliary ships) shall

include:

a) Section 0

b) Section 1 restricted to:

iRiX/VV Nddff 1snTT/ 4PPP/ 7wwW1W2

Where (i) the air temperature shall be expressed in whole degree 0C.

(ii) the mean sea level pressure shall be expressed in whole millibars

(hectopascals)

c) Section 2 restricted to:

222// (6IsEsEsRs) (ICE + plain language or ciSibiDizi )


This reduced form is considered suitable for any ship other than a selected or a

supplementary ship, which is not supplied with tested instruments and may be

requested to report in areas where shipping is relatively sparse, or on request and

especially when storm conditions threaten or prevail. These ships may report in plain

language if the use of code is impracticable.

The / in the group 4PPP/ signifies that the information in the tenths of a

hectopascal is not available owing to lack of accuracy or closeness of scale of the

ships barometer.

10. (a) In case of a station located at sea on a drilling rig, the ship’s call sign shall be

replaced by the identifier RIGG.

(b) In case of a station located at sea an oil or gas production platform the ships call

sign shall be replaced by the identifier PLAT.

(c) In reports of sea stations other than buoys, drilling rigs and oil or gas production

platforms, and in the absence of a ship’s call sign, the word SHIP shall be used for

D….D.

While reporting air temperature, dew-point temperature and sea surface temperature,

when data are not available as a result of a temporary failure of instrument, the

groups for reporting these temperatures may either be omitted or reported as 1////,

2//// and (0////).


5 Broadcast of weather bulletins for Merchant Shipping

The navigator is concerned with meteorology not only for his navigation but

also for keeping his cargo in good condition during the course of voyage.

Temperature & humidity conditions which results from adverse weather can damage

the cargo that is carried on board ship. On the high seas, waves adversely affect the

speed of ships as well as their structure. Thus the knowledge of ocean waves is vital

for ocean industries. Therefore the forecast issued to ships in the form of bulletins

must contain this information.

Weather information issued by the India Meteorological Department for

broadcast, which is available to ships and other marine interests, is of two categories,

namely 1) Sea bulletins, and 2) Coastal bulletins.

Both these bulletins are broadcast in Morse code by W/T from Coastal Radio

Stations on frequencies normally used by ships. The Area Cyclone Warning Centers

(ACWC) at Mumbai and Kolkata issues the sea bulletins.

Sea Bulletins for Merchant Shipping

Issuing Office and area of responsibility

The bulletins for Arabian Sea broadcast from Mumbai (VWB) are issued by

the ACWC, Mumbai while those for the Bay of Bengal broadcast from Kolkata (VWC)

and Chennai (VWM) are issued by the ACWC, Kolkata.

Details of Sea Areas of Sea Bulletins

In parts I, II and III, the positions and areas are in plain language in terms of

latitude and longitude or with reference to well-known land stations or divisions of sea

areas. Bulletins broadcast from Mumbai (VWB) cover the Arabian Sea north of

Latitude 5o N and east of Longitude 60o E excluding the area north of Latitude 20o N

and west of Longitude 68o E. The eastern boundary of the Arabian Sea for which

Mumbai issues these bulletins is 80o E meridian excluding the Gulf of Mannar.


The area in the Arabian Sea north of 20o N and east of 68o E is an

overlapping area between India and Pakistan. Bulletins broadcast from Kolkata

Radio (VWC) and Chennai Radio (VWM) cover the Bay of Bengal north of Lat. 5 o N

except the area between the coastline on the east and the line drawn through the

points 18 o N 94.5 o E, 18 o N 92 o E, 13.5 o N 92 o E, 13 o N 94 o E, 10 o N 94 o E, 10 o

N 95 o E and 5 o N 95o E. The western boundary of the sea area for which Kolkata

issues bulletins, is up to and inclusive of the Gulf of Mannar i.e. 77.5 o E meridian.

The area between Lat. 10o N and 13.5 o N and Long. 92 o E and 94 o E, is an

"overlapping area" between India and Myanmar. The area north of Lat 18 o N is an

"overlapping area" between India, Myanmar and Bangladesh.

Code names or Preambles

Code word for Sea Area Bulletin

Chart on which based (UTC)

AURORA 0300

BALOON 1200

DEWDROP 1800

ELECTRON 0000

FORMULA 0900

GASBAG 1500

HEXAGON Not based on any chart

Contents of Sea Area bulletins

These bulletins normally consist of Six Parts. They are:

Part I Storm warning in plain language.

Part II Synopsis of weather conditions in the forecast area in plain language.

Part III Forecast in plain language.

Part IV Analysis of the surface synoptic chart in IAC Fleet code (Appendix IX).

Part V Observational data from ships in WMO code.

Part Vl Observational data from selected land stations and upper air reports in

WMO Code

Coastal Bulletins The sea areas for coastal Bulletin is the coastal strips of sea up to 75 Kms from the

coastline. The coastal Bulletins are also transmitted in Morse code. Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 25

Issuing Office and Area of responsibility

Issuing Office Area of responsibility

ACWC, Kolkata West Bengal coast and Andaman and Nicobar Islands

CWC, Bhubaneswar Orissa Coast

Cyclone Warning Center (CWC) Visakhapatnam

Andhra coast

ACWC, Chennai Tamil Nadu, Kerala and Karnataka Coasts

ACWC, Mumbai Goa and Maharashtra coasts CWC, Ahmedabad Gujarat coast

Code word for Coastal Bulletins

Code word for Coastal

Bulletins Chart on which based

(UTC) DAILY ONE 0300 DAILY TWO 1200

EXTRA 1800 STORM ONE 0000 STORM TWO 0900

STORM THREE 1500 SPECIAL Not based on any chart

Contents of Coastal Bulletin

Coastal Weather Bulletins consist of the following: -

• Name of the coastal strip for which bulletin is issued.

• Important Weather System, if any, affecting the weather over the coastal

strip and its movement in cases of Extra/Storm Bulletins.

• Period of validity of forecast.

• Forecast of Wind, Weather, Visibility and State of Sea for the Coastal strip.

• Information about storm warning signals, if any, hoisted at ports on the coastal

strip concerned.

• Information on Storm Surges/Tidal waves is given whenever necessary.

"Daily" bulletins are routine bulletins issued twice a day during normal

weather In the event of disturbed weather, a third bulletin known as Extra bulletin

is broadcast, if considered necessary. When a depression has actually formed,

the third or Extra bulletin is invariably broadcast. When a cyclonic storm has

developed, every attempt is made to broadcast three additional bulletins a day.

The three additional bulletins are known as Storm bulletins, which together with

the three bulletins mentioned above, make up a total of six bulletins a day.


When a cyclonic storm or a depression has formed or is expected to form

or when gales are expected, Part I of the bulletin contains the following items in

the order mentioned below :-

1. International Safety Call Sign (TTT).

2. Statement of type of warning (warning, gale- warning, cyclone warning etc.)

3. Time of reference in UTC in the international six-figure date-time group.

4. Type of disturbance (low when it is expected to intensify into a depression

before broadcast of the next bulletin, depression, monsoon gale, cyclonic storm

etc.) with central pressure in hecta Pascal(hPa) in the case of cyclonic storm.

5. Location of disturbance in degrees and where possible in tenths of degrees of

latitude and longitude. (This information is given as far as possible, depending on

the degree of confidence with which the center can be located).

6. Direction and speed of movement of disturbance. (This direction is given in 16

points of compass, or in degrees to the nearest ten, the speed is given in knots).

7. Extent of area affected.

8. Speed and direction of wind in various sections of the affected area. (Wind

speeds are given, if possible, for different distances from the center, in different

sectors of the storm area. Wind speeds are given in knots and distances in

nautical miles).

9. Further indications (if any).

Boundaries of areas used in Sea and coastal weather bulletins


6 Broadcast of weather bulletins for Indian Navy

Weather broadcasts for Indian Naval Ships are made through Naval

telecommunication channels. The Naval Wireless station at Mumbai (VTG)

broadcasts sea bulletins Extra, Storm and Special bulletins and all coastal

bulletins. The Visakhapatnam Naval Wireless Station (VTP) broadcasts twice a

day sea bulletins issued by Regional Meteorological Center, Kolkata for the Bay

of Bengal and part of the Indian Ocean in addition to the coastal bulletins.

The designations of sea-areas used in these Naval broadcasts are

different from those used in broadcasts for Merchant ships. The adjacent map

shows letters and numbers indicate areas and sub-areas. The map also shows

the total area covered by these bulletins.

Sea bulletins for Indian Navy

Sea bulletins for Indian Navy are also issued twice a day in normal

weather. These bulletins are issued by the Area Cyclone Warning Center, Kolkata

for the Bay of Bengal and portions of Indian Ocean E 10, E 15 (exact area shown

in the Map). The Area Cyclone Warning Center, Mumbai issues bulletins for the

Persian Gulf, Arabian Sea and portions of Indian Ocean E 00, E 05 (exact area

shown in the map ).

The Indian Ocean & Southern Hemisphere Analysis Center, Pune issues

bulletins for the Indian sea area between Latitude 5o N and 10o S, Longitude 60o

E to 100o E (area shown in the Map). The Naval W/T station, Mumbai (VTG),

broadcasts the sea bulletins issued by the Area Cyclone Warning Centers,

Kolkatta and Mumbai and the Indian Ocean and Southern Hemisphere Analysis

Center (INOSHAC) Pune twice a day. The bulletin contains, in plain language, a

brief general inference followed by area forecasts for numbered sections of the

areas. The sections, in which the weather is normal, or undisturbed and typical for

the season, may be omitted. For brevity, sections may be also combined.


7 Warnings to Ports and Storm Warning Signals

Storm warning Signals are part of Cyclone warning service of India

Meteorological Department. The cyclone warning is one of the most important

functions of the India Meteorological Department. It was the first service

undertaken by the Department as early as in 1865.

The India Meteorological Department maintains a port warning service by

which the port officers are warned by high priority telegrams and other fast

communication channels, about disturbed weather likely to affect their ports. On

receipt of the warning telegrams from the ACWC/CWC, the port officers hoist

appropriate visual signals prominently on signal masts so that they are clearly

visible from a distance.

The storm warning signals are displayed prominently on masts in ports,

are in the form of cones and cylinders for day-signals. During night red and white

lamps are displayed in lighthouses for night- signals. The picture given below is of

a typical lighthouse. In addition to hoisting signals, Port Officers have, in most

cases, arrangements for disseminating the information and warnings received by

them, to country crafts and sailing vessels in the harbour.

Mariners and other sea-faring people, including fishermen who may not be

literate, are generally aware of the meaning of these signals and the port

authorities are always ready to explain them whenever necessary. Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 30

At some ports, the meanings of the signals are displayed in English as well

as in the local languages prominently on a notice board. While the India

Meteorological Department is responsible for issuing the warnings, the port

authorities arrange the display of signals. In addition to hoisting the signals, the port

officers, in most cases, make arrangements for disseminating the warnings received

by them, to country craft and sailing vessels in the harbour

Ports in the maritime States are warned 5 to 6 times a day during periods of

cyclonic storm by landline telegrams. The warnings contain information about

• Location, intensity and expected direction of movement of the storm or

depression,

• Part of the coast where it is expected to strike

• Type of signal, which the port should hoist.

Systems Of Storm Warning Signals A uniform system of storm warning signals was introduced at all the ports in

India from 1st April 1898 and it is still popular with very little change. The system

consists of :

General System The General System has eleven signals. The ports where this system of

signals is in use are called General ports.

Extended System An Extended System, in addition to the eleven signals of the General

System, has six Section signals to indicate the location of the disturbance. These

additional signals are hoisted along with Distant Signals. This system is a special

case of the General System and is in use only at a few ports on the east coast of

India (Bay of Bengal). These ports are called as Extended ports. There is no port

under the Extended System west coast.

Brief System A Brief System consists of only five of the signals of the General Systems

(viz. Signal Nos. III, IV, VII, X and XI). These are hoisted in association with

prediction of bad weather at the port itself caused by disturbances out at sea. This

system of signals is in use in ports used mainly by smaller vessels engaged in local

traffic and these ports are called Brief ports. Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 31

List of Storm Warning Signal Stations on the Indian Coast is given below.

INDIA - WEST COAST General System

Alapuzha, Cochin(Kochi), Beypore, Kozhikode, Mangalore, Panambur, Karwar,

Mumbai, Mormugao, J.N.P.T.(Raigad), Mandvi (kachchh), Navlakhi, Bedi Rozi

Peir, Okha, Porbander, Veravel, Bhavnagar, Magdalla, Alang, Jafrabad, Mangrol,

Sikka, Salaya, Dahej, Mundra, Pipavav

Brief System

Diu, Daman, Dahanu, Tarapur, Nawapur (Boisar), Satpati, Kalve Mahim, Dantiware

(Palghar), , Bassein (Vasai),Uttan (Bhayandar), Kalyan,Thane, Manori (Malad), Versova

(Andheri), Bandra, Trombay, Mora (Uran), Karanja, Mandwa, Thal, Revas, Alibag,

Revdanda, Murud (Janjira), Rajapuri, Shrivardhan, Bankot, Harnai, Dabhol, Jaigad,

Varoda (Malgund), Ratnagiri (Bhagawati Bunder), Purnagad, Jaitapur, Devgad, Achara,

Malvan, Nivti (pat), Vengurla, Redi, Kiranpani, Panaji, Honavar, Kasaragod, Bhatkal,

Gangoli (Coondapoor), Malpe, Azhikal (Beliapattanam), Kannur, Nee port, Thalasseerry,

Ponnani, Thiruvananthapuram and Minicoy.

Ports which receive information but hoist no signal at present

Rupen, Bharuch, Jakhau, Victor, Mul Dwarka, Ulwa, Belekeri (Avarsa), Tadri Gokram),

Kumta, Murdeshwar

INDIA - EAST COAST

General System Tuticorin, Pamban, Pondicherry, Nizamapatnam, Machilipatnam, Vishakhapatnam,

Chatrapur, Krishnapatnam, Paradip, Diamond Harbour,Budge Budge, and Port

Blair,Ennore

Brief System

Kolachal, Rameswaram, Vadarevu, Bhimunipatnam, Kalingapatnam, Puri and Chandbali.

Extended System

Nagapattinam, Cuddalore, Chennai, Kakinada and Sagar Island


8 Broadcast of weather warnings for fishermen through All India Radio.

Weather warnings for fishermen are issued by the Area Cyclone Warning

Centers at Mumbai, Kolkata and Chennai; and by Cyclone Warning Centers at

Bhubaneshwar, Visakhapatnam and Ahmedabad in respect of cyclonic/storms/gales,

squally weather and off-shore wind exceeding 25 knots (45 Kmph) and waves of 4

meters or more up to a distance of 75 km off the coast and are broadcast four times a

day by the stations of All India Radio in the respective regional languages of the

concerned areas. Mention of the storm surges/tidal waves is made on occasion of

cyclonic storms. These warnings are also issued by telegrams to the individual

fisheries officials who are on the warnee’s list of the India Meteorological Department.

VOSCLIM PROJECT

For well over 100 years, the weather observations from merchant ships have

been used to define our knowledge of the marine climate. This function continues

within the Voluntary Observing Ships (VOS) program as the Marine Climatological

Summaries Scheme. However the main emphasis of the VOS program has

traditionally been the provision of data required for atmospheric weather forecasting.

Today, the initialization of numerical weather prediction models remains an important

use of weather reports from the VOS. However recent trends, such as the increasing

availability of data from satellite sensors, and the increased concern with regard to

climate analysis and prediction, are making further requirements for data from the

voluntary observing ships (VOS).

The main purpose of voluntary ships climate project is to provide a high

quality set of marine met observations.

There is a growing need for higher quality data from a sub-set of the VOS.

Improved meta-data (ships dimensions etc) with regard to the ship and observing

practices, and improved quality control of the observations, are the initial priorities for

the VOS Climate project. Other desirable enhancements to the VOS system include

increased use of automatic coding and improved instrumentation and detailed

information of how the observations are collected.


Such observations are of great value to operational marine meteorological

forecasting. Climate studies rely on increased accuracy of good observation. The

primary objective of the project is to provide a high-quality subset of marine

meteorological data, with extensive associated metadata, to be available in both real

time and delayed mode.

Eventually, it is expected that the project will transform into a long-term,

operational program. Specifically, the project gives priority to the parameters like wind

direction and speed, sea level pressure, sea surface temperature, air temperature

and humidity.

Data from the project will be used to input directly into air-sea flux

computations, as part of coupled atmosphere-ocean climate models; to provide

ground truth for calibrating satellite observations; and to provide a high-quality

reference data set for possible re-calibration of observations from the entire VOS

fleet. VOSCLIM is intended to produce high-quality data and therefore the selection

of ships is a very important part of this project.

Climate Change Studies

The VOS data are being increasingly used for climate change studies.

Assembled into large databases, the observations have been used, for example, to

quantify global changes of sea and marine air temperature. The recommendations of

Intergovernmental Panel on Climate Change are made, based on such studies.

However the detection of climate trends in the VOS data has only been possible

following careful corrections. The observational bias varies due to the changing

methods of observation. For example sea temperature data have different bias

errors depending on whether they were obtained using wooden buckets from sailing

ships, canvas buckets from small steam ships, or engine room intake thermometers

on large container ships. Therefore, for the present, and for the future, it is important

to document the observing practices that are used.


9 Marine Pollution Emergency Response Support System (M.P.E.R.S.S.)

Now a days various activities such as dumping of toxic waste have polluted

the oceans. Developments, over fishing & introduction of exotic species in marine in

habitat have disturbed marine ecosystem and biodiversity. Construction activity,

sewage & pollution from industries in large cities threaten coastal ecosystems. Oil

spill and release of waste from tankers at major ports also threatens marine life.

Marine pollution is harmful, and its danger can be identified in a variety of ways. For

example, it is easy to see the harmful effects that oil spills have on the sea birds and

mammals that happen to run into them.

The National Weather Services are having the job to bring in real time meteo-

oceanic information to various users. The organizations in charge of the control of

pollution traditionally provide data and services to assist the operations in territorial

waters. These services work then in close connection with the authorities in charge of

the fight at sea. With an aim of ensuring a comparable service in quality in

international waters, the W.M.O. set up since 1994 the Marine Pollution Emergency

Response Support System for the high seas (M.P.E.R.S.S.).

It initially aims at setting up a coordinated system intended to provide weather

and oceanographic information for emergency interventions in the event of marine

pollution, which is out of territorial waters. The oceans and the seas are divided into

areas of responsibility called MPI areas (Marine Pollution Incident), they correspond

to METAERAS areas of the Global Maritime Distress and Safety System

(G.M.D.S.S.) On each of these zones, the weather assistance is coordinated by an

Area Meteorological Co-coordinator (AMC). NHAC New Delhi (India meteorological

Department) is Area Meteorological Co-coordinator for the area VIII N. Indian Coast

Guard has national and international responsibilities to take care of marine oil

pollution. India meteorological Department provides the wind data and currents.


10 Global Maritime Distress Safety System (GMDSS)

The Global Maritime Distress and Safety System (GMDSS) is an international

system that uses global and satellite technology and ship-board radio systems to

ensure rapid, automated alerting of shore-based communication, in the event of a

marine distress.

Under the GMDSS, all cargo ships of 300 gross registered tones and

upwards, and all passenger ships engaged on international voyages, must be

fitted with radio equipment which should be of international standards. The

basic concept is that search and rescue authorities ashore, as well as vessels

in the immediate vicinity of the ship in distress, will be rapidly alerted through

satellite and terrestrial communication techniques so that they can assist in a

co-coordinated search and rescue operation without delay.


Ships fitted with GMDSS equipment are safe at sea. They more likely to receive

assistance in the event of a distress. GMDSS provides for automatic distress alerting

and locating. The GMDSS also requires ships to receive broadcasts of maritime

safety information, and requires ships to carry satellite Emergency Position Indicating Radio Beacons (EPIRBs). The adjacent photograph is of 406 MHz

COSPAS/SARSAT EPIRB. These Beacons can float in ocean even though the ship

is sinking and alert rescue authorities with the ship's identity and location. Beacons

are small, portable, buoyant, and provide an effective means of issuing a distress

alert anywhere in the world

Search And Rescue Transponder (SART) SARTs are portable radar transponders used to help locate survivors of

distressed vessels, which have sent a distress alert. The adjacent photograph is of

Search And Rescue Transponder (SART). They are detected by radar and therefore

operate in the same frequency range as radars carried onboard most vessels. SARTs

transmit in response to received radar signals and show up on a vessel's radar screen

as a series of dots, accurately indicating the position of the SART. In the event that a

ship must be abandoned, SARTs should be taken aboard survival craft.

Satellite Communications

The Inmarsat satellite network provides global communications, except for the

Polar Regions. Inmarsat A, B or C terminals are used for distress alerting and

communications between ship and shore. Inmarsat provides an efficient means of

routing distress alerts to Search and Rescue (SAR) authorities.


Maritime Safety Information (MSI)

Maritime Safety Information broadcasts, which comprise distress alerts, SAR

information, navigational and weather warnings, as well as forecasts, can be received

in three different ways in GMDSS:

• NAVTEX receivers are fully automatic and receive broadcasts in coastal regions up

to 300 nautical miles offshore. NAVTEX is an international automated direct-printing

service for broadcast of navigational and meteorological warnings and urgent

information to vessels. It has been developed to provide a low cost, simple and

automated means of receiving maritime safety information on board ships at sea and

in coastal waters. The information transmitted may be relevant to all sizes and types

of vessels and selective message- rejection feature ensures that every mariner can

receive safety information broadcast, which is tailored to his particular needs.

NAVTEX fulfills and integral role in the GMDSS with provision of broadcast of

weather warnings and sea bulletins (Kindly see the structure of NAVTEX on next

page)

• Inmarsat-C terminals receive Enhanced Group Call - Safety NET (EGC) broadcasts

for areas outside NAVTEX coverage.

• HF Narrow Band Direct Printing (NBDP) receivers can be used where service is

available as an alternate to EGC.

The International Maritime Organization (IMO) adopted the GMDSS, a United

Nations specialized agency responsible for ship safety and the prevention of marine

pollution. The GMDSS was adopted through International Convention for the Safety

of Life at Sea (SOLAS), GMDSS come into force on 1 February 1992. Seven years

period was provided as a phase-in period until 1 February 1999.

India (IMD) has accepted the responsibility of 'Issuing Service' i.e. for

composing a complete broadcast bulletin on the basis of information input from the

relevant preparation services. Under the WMO programme on GMDSS Broadcast

Safety Net System, India has started issuing operation service bulletins with effect

from 1st June 1996 for the METAREA VIII N North of equator. The bulletin will

contain Meteorological warnings, synoptic features and forecasts (Part I, II and III) for

METAREA VIII N and would be broadcast once everyday at 0900 UTC.and 1800

UTC. The area VIII N can be seen on next page.


11 INMARSAT system’s Structure and Service Regions

Inmarsat Satellites Established in 1979 to serve the maritime industry by developing satellite

communications for ship management and distress and safety applications, Inmarsat

currently operates a global satellite system which is used by independent service

providers to offer an unparalleled range of voice and multimedia communications for

customers on the move or in remote locations. While continuing to perform its original

mandate, Inmarsat has since expanded into land, mobile and aeronautical

communications, so that users now include thousands of people who live or work in

remote areas without reliable terrestrial networks, or travelers anywhere. Users such

as journalists and broadcasters, health teams and disaster relief workers, land

transport fleet operators, airlines, airline passengers and air traffic controllers,

government workers, national emergency and civil defence agencies, and heads of

state. The Inmarsat satellites are located in geostationary orbit 35,786 km out in

space. Inmarsat covers about 98% of the land mass area.


At present the 3rd generation satellites are operated in the system. They apply

the more advanced technology of the satellite communications, thus covering over 95%

of the globe and enlarging considerably the potentials of the system. Each satellite using

its global beam, at the same time uses several spot beams covering certain areas of the

Earth and concentrating in them great power. The orientation of spot beams, the radiate

intensity and the frequency range may be changed in the orbit, thus enabling to provide

communications for the regions, where there is great demand for communications

services and there are no enough resources. The Inmarsat satellite system includes the

four main parts:

1. The space segment: operating and stand-by satellites with repeaters.

2. Network of Land Earth Stations (LESs).

3. Subscriber Mobile Earth Stations (MESs) or terminals.

4. System’s control facilities: Network Operation Center (NOC) and Satellite

Control Center (SCC).

The Inmarsat system operates geostationary satellites that are apparently fixed

on the given points over the equator of the Earth. The seeming immobility of the

satellites is achieved by their revolving on the circular orbit coinciding with the equator

plane with an angular revolution speed being equal to that of the Earth. Each satellite

has at least two repeaters with one of them relaying messages from LESs to terminals

and back. There are several LESs in each oceanic region. All of them form their

network, with one being the coordinating station (Network Coordination Station - NCS),

which controls the operation of the network.


The Network Operations Center (NOC) located in Inmarsat’s headquarters,

London, controls the operation of the whole network in general on the round-the-clock

basis. The principle of operation of the Inmarsat network is quite simple. A signal from

the subscriber terminal is received via an Inmarsat satellite by one of the Land Earth

Stations providing the access to public service telephone networks, i.e. to a land

subscriber’s telephone set and relays it back to other telephone network. And thus the

messages are routed.


The Indian Ocean Region (IOR)

Each satellite covers up to one third of the Earth's surface and is strategically

positioned above one of the four ocean regions to form a continuous 'world-wide web

in the sky'. Every time a call is made from an Inmarsat mobile sat phone it is beamed

up to one of the satellites. On the ground, giant communications antennas (Land

Earth Station Arvi in India) are listening for the return signal, which they then route

into the ordinary telephone network. And when someone calls an Inmarsat customer,

it happens the same way - but in reverse.

Inmarsat-C is a two-way, packet data service via lightweight, low-cost

terminals, small enough to be hand-carried or fitted to any vessel, vehicle or aircraft.

Approved for use under the Global Maritime Distress and Safety System (GMDSS),

and ideal for distributing and collecting information from fleets of commercial vessels

or vehicles.

Inmarsat-E provides global maritime distress alerting services transmitted

from emergency position indicating radio beacons (EPIRBS) and relayed through

Inmarsat coast earth stations. Covers virtually all of the world's ocean areas and is

fully compliant with the Global Maritime Distress and Safety System (GMDSS). Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 44

CYCLONE DETECTION AND TRACKING

Cyclonic storms are detected and tracked on weather charts from

observations made at a network of stations on the earth's surface and at various

levels in the atmosphere.

Ships Observations For over a century, observations by ships have been used to detect and track

cyclones over most of the oceans by an international agreement. The ships on high

seas record meteorological observations at internationally agreed hours daily and

transmit them to the nearest coastal radio station for onward transmission to the

storm warning centers. During disturbed weather over the ocean areas, the ships

record additional observations as often as possible and transmit them to the

meteorological offices concerned.

Radar The radar has been of invaluable aid for cyclone detection for over three

decades. The first cyclone warning radar in India was installed by the Meteorological

Department at Visakhapatnam in May 1970. Nine more radars have been installed at

Chennai, Paradip, Calcutta, Masulipatnam, Karaikal, Goa, Bhuj, Kochi and Mumbai.

Thus a network of ten radar stations covers the East and West coasts. The

radar can keep the cyclones under constant watch. Its range is, however, limited to

about 400 km and hence it can provide about 24 hours' warnings to coastal areas.

While the radar can indicate the lateral extent of the rain bands in the storm, it cannot

give any information about winds and pressure.

Weather satellites

The satellite has provided an excellent platform for observations of the

cyclone from the space. Since 1960, orbiting meteorological satellites of the United

States and the Soviet Union have photographed hundreds of tropical cyclones and

transmitted information to ground stations. After the launch of INSAT many ground

stations are receiving satellite pictures now a days at frequent intervals. The satellite

is sometimes the only tool to detect the cyclone over ocean areas where no ships ply,

and has indeed provided numerous instances of early detection and tracking in such

areas. Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 45

After the advent of the meteorological satellites, no cyclone anywhere in the

world has escaped the watchful eye of the meteorologist. There are, at present, many

polar orbiting weather satellites. They take a photographic view and transmit the

information down to the earth for being received by Automatic Picture Transmission

Receiving Stations. While the polar orbiting satellites can give only a few cloud

imageries a day, geostationary satellites which revolve round the earth in 24 hours

synchronizing with the period of rotation of the earth on its own axis and therefore

appearing stationary with reference to an observer on earth, can provide continuous

weather pictures. The Indian National Satellite (INSAT I & II series) belongs to this

category. By suitable programming, it is possible to obtain weather pictures every six

minutes, if necessary. Although the satellite can provide information about the

existence of the storm and its intensity, it cannot provide accurate information about

winds and temperatures.

Aircraft Reconnaissance

Certain types of sturdy aircraft, which can withstand the buffeting action of

high winds, can be flown into the cyclone, and winds, pressure and temperatures

detected with a high degree of accuracy. This facility has been employed in the

Atlantic and Pacific Oceans for over three decades.

As far as the sea areas around India are concerned, there has been just a

single instance during the International Indian Ocean Expedition, 1963, when US

Weather Bureau aircraft was flown into a tropical cyclone in Arabian Sea and

accurate data collected on its position and structure. Aircraft probes are, by far, the

best and the most reliable techniques for detection and tracking of cyclones. But on

account of high cost and inherent risks involved, such facility is not yet available in

most parts of the world. It is hoped that it will be organized in our country in the very

near future.


12 National Data Buoy Programme

India with a coastline of over 7500 km length and about 2.02 million sq km area

within the Exclusive Economic Zone (EEZ) offers immense scope for exploration and

capitalization of marine resources. With this as a prominent aspect, Department of

Ocean Development, Government of India has established the National Data Buoy

Programme (NDBP) in 1997 at the National Institute of Ocean Technology (NIOT)

Chennai, firm to do systematic real-time meteorological and oceanographic observations

that are necessary to improve oceanographic services and predictive capability of short

and long-term climatic changes.

Time series observations are vital to improve the understanding of ocean

dynamics and its variability. A network of twelve data buoys have been deployed both in

Arabian Sea and Bay of Bengal during the implementation period of the programme

from 1997 to 2002. The network has been presently increased to twenty.

Objectives of NDBP

• To collect real-time met-ocean parameters in Indian Seas

• To monitor the marine environment

• To generate and supply data products to various end-users

• To improve the weather and ocean state prediction

• To validate satellite data

Data Buoys Features

• The moored data buoys are floating platforms, which carry sensors to measure

Wind Speed & Direction, Atmospheric Pressure, Air Temperature, Humidity,

Conductivity, Sea Surface Temperature, Current Speed & Direction and Wave

Parameters.

• Some buoys are designed to carry additional sensors to measure water quality

parameters and subsurface temperature. Additional sensors are added to the buoy to

meet site specification.

• The buoys are equipped with global positioning system, beacon light and satellite

transceiver.

• Data Buoys are powered by batteries and are charged by solar panels during

daytime.

• The optimum performance of the specific mooring design is provided based on the

type of buoy, location and water depth.


The data buoys deployed at different locations in the Indian Sea collect

oceanographic and meteorological observations at every three-hour interval. The

data collected from the data buoys are transmitted through satellite to shore station,

located at NIOT Chennai through INMARSAT-C and Land Earth Station Arvi.

• Data is being supplied on daily basis to India Meteorological Department (IMD) for

their Weather Forecasting and Cyclone Warning through automated e-mail and fax.

• Daily Data is also being supplied to Coast Guard (CG), Indian Navy for their

operational planning; and to INCOIS.

• Monthly data to National Hydrographic Office (NHO), Ports, Oceanographic

Scientific & Research organizations and Academic Institutions against their specific

project requirement.

• The data is available to the world community in Global Telecommunication System

(GTS) through India Meteorological Department (IMD).

These parameters help to develop operational weather forecasting models,

which in turn can be used to alert the coastal population in advance about imposing

natural disasters like depression and cyclonic storms. In addition to the weather

forecast, fish potential zones can also be identified with the help of data buoys

enabling the fishermen to locate the fishing zones. Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 48

Applications of the Buoy Programme

• Environmental Impact Assessment – The data collected from this programme

will be useful for continuously monitoring coastal and marine environment

• Meteorology – The real – time meteorological data obtained by these buoys

are vital to develop reliable operational weather forecasting model and to alert

the coastal population about impinging natural disasters such as depressions

and cyclones.

• Oceanography – The long term oceanographic data collected by this

programme will enhance our understanding of the Indian Ocean circulation.

• Fisheries – The sea surface temperature and water quality parameters

obtained by moored buoys in Indian seas would be useful in identifying the

potential fishing zones.

• Validation of Satellite Data – This in -situ data collected by data buoys will be

used to validate satellite data like sea surface temperature, waves, etc., and

assimilation of this data into operational sea state models.

• Offshore Installations, Ports and Coastal Structure – The availability of reliable

data on waves, winds and currents will be highly useful in the design of

various coastal and offshore structure.

• Shipping Industry – The data on Sea state particularly wind, wave and

currents could be used in the navigation.


13 The TURBOWIN 3.0 Software

Introduction of automation of weather observations on board ship

Automation of shipboard observations has been advanced by the advent

of personal computers and satellite communications. In one form the

observations are taken manually in the traditional way and then entered into a

personal computer, which may be in the form of a laptop or notebook. The

computer program recommended by WMO and developed by KNMI,

Netherlands, is called as “TURBOWIN 3.0”. Nowadays, all the foreign ships are

recording weather observations with the help of this program. This program is

also available on Internet at following website

http://www.knmi.nl/onderzk/applied/Turbowin/Turbowin.html

Turbowin version 3.03 for Windows Turbowin is developed at KNMI (Royal Netherlands Meteorological

Institute) with contributions of several Meteorological Centers. Meteorological

observations made on board ships and fixed sea stations are a substantial

component of the World Weather Watch provided that the observation are

accurate and of high quality. The fixed sea stations and Voluntary Observing

Ships (VOS) are key components of the Global Observing System (GOS) and

climate research. At the same time, however, it has been recognized that these

observations are subject to keying errors, coding errors, calculating errors, etc.

To achieve an optimal control of the quality of the observations, before they are

used in real time, the quality control has to be carried out at the root, by the

observers themselves. Turbowin contains observation-checking routines, which

are applied on the observations before they are transmitted. Turbowin is a user-

friendly system with over 200 built-in quality checks. It allows the automated

compilation of observations on board ships and fixed sea stations, their

downloading to disk and their subsequent transmission ashore and thence to a

Meteorological Center, by using Inmarsat, ftp, E-mail or other specific

communication facilities and the Global Telecommunications Network. The

program assists the observer with many menus, pictures, photos, forms, helps

pages, output possibilities, automated calculations etc.


This program can:

(a) Provide screen prompts to assist with data entry:

(b) Calculate the true wind, MSL pressure and dew point,

(c) Check validity of some data, e.g. month in range 1–12

(d) Store the observation in SHIP code on disc and prints it out for transmission;

(e) Format the observation in IMMT format and stores it on disc or transmits the data to

a shore station via a satellite system.

If the ship is equipped with INMARSAT-C, the computer diskette can be placed in

the INMARSAT terminal and transmitted without re-keying. In addition to filling in a

meteorological logbook the diskette of observations in IMMT format is sent periodically

to the Meteorological Office. Another form of automation is the Marine Data Collection

Platform (MDCP), which consists of a hand-held computer, air temperature and air

pressure sensor, transmitter and antenna. The coded SHIP observations are entered

into the computer and collected by Service Argos satellite. In this case the

meteorological logbook still has to be entered manually and returned to the Port

Meteorological Office in the traditional way. Completely automated shipboard weather

stations present difficulties. Proper locations for sensors are not easy to find,

particularly for wind and dew point, while equipment for automated measurement of

visibility, weather, clouds and wave height cannot be accommodated in the confined

space of a ship.

CD-Rom provided to you The CD-Rom contains two interesting programs, together with information about Dutch

PMO-office website.

1. Turbowin 3.0.3. This program generates an observation on a very friendly-users way. All of the Dutch

and many foreign selected ships use it. When properly used, no errors occur in the

observation. It is error free. It contains photographs of all clouds families. It is free to

distribute. You can copy the content of the Turbowin 3.0.3 folder (NOT the folder itself!)

to a PC with a CD-ROM burner and burn your own CD-ROMs to distribute to your

Ships.

2. Meteo Classify. This program contains a cloud, ice and sea state game. You get to see a picture and

have to fill in the appropriate code. This is both fun and instructing. You can copy the

content of the Meteo Classify folder (NOT the folder itself!) to a PC with a CD-ROM

burner and burn your own CD-ROMs to distribute to your Ships. This program is also

free to distribute. The program can be installed on hard disc by running setup file. Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 51

3. Ship Visit Page.

This generates Dutch PMO-office website without having access to the

Internet. On this website you will see flags of different nationalities. These are

just examples. You can click on the Dutch flag and you see the "Dutch Vos

Fleet" page. Furthermore you can find on the "Dutch Vos Fleet" page,

presentations of the software and hardware that Dutch PMO supply to their fleet

(Turbowin and Dedilog). AOW is an example of how the flow of ships

observations inside Dutch institute will be in the near future.

4. Ship Visit Page (Internet) This is just a link to actual Dutch website on the Internet. It contains all

of the Ship Visit Page (see above), only with current information.

5. Presentations.

Here you will find Power Point presentations about the subjects that

were discussed during the PMO-Workshop in London, July 2003. Some of

these subjects you will also find on Dutch website. If you do not have

PowerPoint installed on your system, you may install the PowerPoint Viewer.

You may find this program in the PowerPoint Viewer folder.

6. DOS users.

This folder contains the last DOS-version of Turbo (Turbo 1 vs 4.60).

You may copy the content to floppy disc for further distribution. There is no

more development of this DOS

version.

7. SYSTEM REQUIREMENTS The computer or INMARSAT-C terminal, on which the program is to be

installed should have

• MS Windows 95/98/Me/NT/2000/XP.

• High Color (16-bits) or better screen setting

• Screen resolution 600 * 800 (minimum)

• 35 Mb available hard disk space

• Floppy disk drive (A: drive)


Before Installation If a former version of Turbowin was used, please make sure:

• The stored log files are moved to disk (former Turbowin: Maintenance | Move

Log files to A:\)

If applicable: The Turbowin E-mail settings are noted (former Turbowin:

Maintenance | E-mail settings)

8. Installation Procedure.

Installation of the program can be done as follows:

1) Insert CD-Rom in CD drive.

2) The CD provided to you is having auto run file. (i. e. The CD will open by itself.

You need not have to do any thing.)

3) You will find the home page of Dutch PMO-Office CD-Rom.

4) Just double click on the desired program.

5) The program will be installed on your computer automatically in a “METEO” folder on “C drive”, in “Program files”.

6) Now you can start the Turbowin program, by double clicking the “turbowin.exe”

file. (click on the icon shown as ). You will find a desktop as shown below


9. Procedure for recording meteorological observations through Turbowin.

1 Start the Turbowin Program by double clicking sign

2 Go on keying / recording all possible parameters.

3 When all parameters are entered in computer, click output menu.

4 You will find different output option.

5 Click “Obs to Screen”, and check whether the observation is recorded properly.

6 Click “Obs to custom file”. The observation will be stored in custom files.

7 If you want to transfer a single observation to the floppy, then and then only, you

can use the option “Obs.to A :\ OBS.TXT’’. A single observation will be transferred

to floppy drive.

8 observation can be transmitted through INTERNET or INMARSAT if proper E-

mail settings are done.

There are 6 different folders in which the data is stored (The observer need not

have to bother about it). The folder are named as; -

1) Desktop 2) Help 3) Mask 4) e-mail 5) Log 6) Text.

The observer must click “Obs to custom files” after completion of each observation.

About 1200 or more observations can be stored in custom files by this option. When

sufficient number of observations are recorded (After 4-5 months) and are ready to

transfer to a 1.44 mb floppy, then and then, only, the observations can be

transferred to floppy as follows.

1. Click maintenance

2. Insert blank floppy in A drive

3. Click the option “move log files to A:\

All Folders (containing observation and other data) will be transferred to floppy. At the same time all the six folders mentioned above will be made empty.

Therefore the observer should not use this option frequently, for transferring data to

A:\ drive. About 1200 or more observation can be transferred to a single floppy by

this option. The observer should note that, the other folders are useful for us to

issue prizes to the ships and their officers for providing large number of quality data.

The IMD awards are in the form of books worth Rs. 30,000/- for the winners of

"Excellent Awards". India Meteorological Department's "Excellent Awards" are

being given, on 5th April every year (National Maritime Day), to the Mariners for

their excellent performance in recording and transmitting quality weather

observations on high seas.


Turbowin 3.0 can • Support of Supplementary and Auxiliary ship’s code.

Turbowin select: Maintenance | Station data | ship | message form. Depending on

the selected message form, items will be disabled (e.g. sea and swell) and will not

be coded (more info: Turbowin select: Info | Weather code form)

• Introduction of a classic form (Resembles the “old” paper log book).

The general sequence of the weather groups is similar to the WMO code and the

observer should enter the observation in code.

• Support of several graphic formats (PNG, JPG, GIF and BMP) as Turbowin

desktop image

• Support of additional observation reports (phenomena).

The phenomena will be stored in a log. If supported by the specific National

Meteorological Service the additional observation reports can be send direct, as an

attachment, via E-mail. Turbowin select: Notes | Phenomena (or click the dolphin

icon). The log (“phenomena. log”) and the E-mail attachment (“phenomena. tab”)

share the same format. Every line (record) contains 20 items, tab separated. Note:

it is possible that the last item, written account of the phenomena, contains up to

2000 characters, in Microsoft Access this field/item will typically be defined as a

memo field. For more details see MS Access 2000 example “example.mdb” on the

Turbowin web site).

• Windows XP visual styles (“themes”) aware

VOSClim brochure online available; In Turbowin select: Maintenance | Station data

|Ship or select Input | Wind, the latter only if VOS-Clim participant)

******


lecture notes on marine meteorologymojaladja.com/upload/profa/nauticka_meteorologija.pdflecture...

Documents