Lecture notes on Marine Meteorology

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. 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.

Table of contents

Chapter no Contents Page no.

1. WMO Voluntary Observing Ship’s Scheme

2. Broadcast of weather bulletins for Merchant shipping

3. Broadcast of weather bulletins for Indian navy

4. Warnings to Ports and Storm Warning Signals

5. Broadcast of weather warnings for fishermen through All India Radio. 6. Marine Pollution Emergency Response Support System (M.P.E.R.S.S.) 7. Global Maritime Distress Safety System (GMDSS)

8. Inmarsat Satellites

9. National Data Buoy Programme

10. The Turbowin 5.5 software

1 WMO Voluntary Observing Ship’s 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.

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 harbor to harbor 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.

a) 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.

b) 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.

c) When sudden or dangerous weather developments are encountered,

observations should be made for immediate transmission without regard to the

standard times of observation.

d) 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.

e) Supplementary observations when required for scientific studies should be

made at intermediate standard times, subject to non-interference with navigation

duties.

f) 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.

g) 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.

h) 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. “TURBOWIN 5.5” is also available on

internet.

Software for Marine Meteorological Observers (TURBOWIN version 5.5)

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.

Turbo Win contains observation-checking routines, which are applied on the

observations before they are transmitted. Turbo Win 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 recommended by WMO and developed by KNMI, Netherlands, viz.,

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.

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.

Aneroid barometer

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 meters. 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.

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.

Wind Vane and Anemometer

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.

Louvered screen

Automated o r 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.

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

(b) only when the ship is moving;

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

(d) Trailing thermometers; and

(e) 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 is 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.

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 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;

Address Port Meteorological Offices (PMOs)

Address of PMO & Name Of PMO

Name of Port Met Officer & designation

Telephone Nos Working Hours

E-mail address Fax No.

Director, Port Meteorological Office, Regional Meteorological Centre, Near RC Church, Colaba, Mumbai - 400 005

Shri G.Muralidharan A.M.I

022 22174720/ 022 22151654 Mobile No. c/o Shri G.Muralidharan 09833305617

0930 -1800 5 days week

isrmcmumbai@gmail.com

022 22154098 022 22160824

Director, Port Meteorological Liaison Office, Goa Observatory, Altinho, Panjim Goa – 403 001

Shri N. Haridasan, A.M.I

0832 2425547 Mobile No. C/o Shri M. HaridasanA.M.I-09579634860

0930-1800

directorimdgoa@gmail.com

0832 2420161

Director in-charge, Port Meteorological Office Regional Meteorological Centre, Inspectorate Section/PMO Unit, New No.6,(Old No. 50), College Road, Chennai - 600 006

Shri A. P. Prakashan, A.M.I

044 28230092/94/91 044 28271951 Ext. No. Inspectorate Section, 230,231,234,332

0915 -1745

isrmcchennai@gmail.com pmochennai@gmail.com

044 28271581 (ACWC Chennai)

Director I/C, Port Meteorological Office, Cyclone Warning Center, Kirlumpudi, Opposite Andhra University out gate, Vishakhapatnam - 530 017

Shri C. Ramamurthy, A.M.II

0891-2543034/31/32/35/36 Mobile No. c/o C.Ramamurthy 9491196092,

1000 -1700hrs

cwcvsk@gmail.com

Fax no. 0891-2543033 0891-2543036

Director I/C, Regional Meteorological Centre, 4 Duel Avenue, Alipore, Kolkata (West Bengal),PIN

700027

Shri B. Das Gupta, A.M. I

033 24492559 Mobile No. c/o Shri B. Das Gupta, 9007957031

1000--1700

pmokolkata@gmail.com

033 24793167

Officer in charge, Port Meteorological Office, India Meteorological Department (IMD) Quarters Compound, Vallummel Convent- Chirakkal Road, Rameswaram Village, Palluruthy P.O., KOCHI – 682 006

Shri C. N. Ahamad A.M.I

0484 2233649 Mobile No. 9447521226

0900 - 1730

pmokochi@dataone.in

0484 2233649

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.

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.

The ship Weather code

CODE FORMS AND EXPLANATORY NOTES

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

CODE FORM (D. . . D)

SECTION 0 MiMiMjMj ( A1bwnbnbnb) YYGGiw 99LaLaLa QcLoLoLoLo

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

4PPPP 5appp 6RRRtR 7wwW 1W 2 8NhCLCMCH

9hh//**

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

(2PwPwHwHw) ((3dw1d w1d w2d w2) (4P w1P w1H w1H w1)

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

SECTION 3 333

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

(5j1j2j3j4) (6RRRtR) (7 . . . .) (8NsChshs) (80000 )

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

SECTION4 444

N’C’H’H’Ct **

SECTION 5 555

Groups required as per national practice.

----------------------------------------------------------------------------------------------------------------

** Not to be reported by ships

N O T E S:

1. The code form F M 1 3 - 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 1and 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:

Section Number

Indicator figures

or Symbolic

figure groups

Contents

0 - Data f or 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 7wwW 1W 2 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 Celsius.

(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////).

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. 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 5 o N

and east of Longitude 60 o 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 80oE meridian excluding the Gulf of Mannar.

The area in the Arabian Sea north of 20o an overlapping area between India and

Pakistan N and east of 68o Bulletins broadcast E is from Kolkata Radio (VWC) and

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

between the coastline on the east and the line drawn through the points 18oN 94.5 oE,

18oN 92oE, 13.5o N 92o E, 13o N 94oE, 10o N 94oE, 10oN 95oE and 5o N 95oE. The

western boundary of the sea area for which Kolkata issues bulletins, is up to and

inclusive of the Gulf of Mannar i.e. 77.5oE meridian.

The area between Lat.10oN and 13.5oN and Long. 92oE and 94.0oE, is N is an

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

"overlapping area" between India, Myanmar and Bangladesh.

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.

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

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

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.

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.

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

local languages prominently is on a notice board. While the India port Meteorological

Department responsible for issuing the warnings, 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 harbor.

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.

Pictorial form of Visual Storm Warning Signals in use

*Squall - A sudden increase of wind speed by atleast 3 stages on the Beaufort

Scale, the speed rising to force 6 or more, and lasting for atleast one minute.

Signal Number

Description Day Signal

Night Signal

I DISTANT CAUATIONARY: There is a region of squally weather in which a storm may be forming.

II DISTANT WARNING: A storm has formed.

III LOCAL CAUTIONARY: The port is threatened by squally* weather.

IV LOCAL WARNING: The port is threatened by a storm but it does not appear that the danger is as yet sufficiently great to justify extreme measures of precaution

V DANGER: Port will experience severe weather from a cyclone expected to move keeping the port to the left of its track.

VI DANGER: Port will experience severe weather from a cyclone expected to move keeping the port to the right of its track.

VII DANGER: Port will experience severe weather from a cyclone expected to move over or close the port. Note: This signal is also hoisted when a storm is expected to skirt the coast without (actually) crossing it.

VIII GREAT DANGER: Port will experience severe weather from a severe cyclone expected to move keeping the port to the left of its track.

IX GREAT DANGER: Port will experience severe weather from a severe cyclone expected to move keeping the port to the right of its track.

X GREAT DANGER: Port will experience severe weather from a severe cyclone expected to move over or close to the port. Note: This signal is also hoisted when a severe storm is expected to skirt the coast without (actually) crossing it.

XI FAILURE OF COMMUNICATION: Communications with the meteorological warnings centers has broken down and the local officer considered that there is a danger of bad weather.

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, Rajapuri, Mandwa, Thal,

Revas, Alibag, Harnai, Dabhol, Jaigad, Revdanda, Murud (Janjira), Shrivardhan,

Bankot, Varoda (Malgund), Ratnagiri (Bhagawati Bunder), Purnagad, Jaitapur,

Devgad, Achara, Malvan, Nivti (pat), Vengurla, Redi, Kiranpani, Panaji, Honavar,

Kasaragod, Bhatkal, Kannur, Nee port, Thalasseerry, Gangoli (Coondapoor), Malpe,

Azhikal (Beliapattanam), 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

Broadcast of weather warnings for fishermen through All India Radio+Mobile

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. Now a days it is also broadcast through SMS by mobile. Mention of

the storm surges/tidal waves is made on occasion of cyclonic storms.

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.

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

Now a day’s 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

METAREAS 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.

Drifting containers at sea is a real danger to navigation. The Maritime

Authorities are able to announce their position to the navigators, or to recover them. In

the event of containers lost, the calculation of the trajectory makes it possible to locate

the dangerous area for navigation and to search for the lost containers.

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 survivor’s

ofdistressed 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 every day at 0900 UTC and 1800

UTC. The area VIII N can be seen as follows..

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).

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. 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.

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, Parameters. Current Speed & Direction

and Wave

• 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.

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 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.

The TURBOWIN 5.5 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 5.5”. 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 5.5 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 5.5

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.

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.

7. 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.

8. 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)

9. 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 anything.)

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

10. 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 Observations 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 5.5

• 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)