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)

Name of Port Met Fax No. Address of PMO & Name Of Working Officer & Telephone Nos E-mail address PMO Hours designation Director, Shri G.Muralidharan 022 22174720/ 0930 -1800 [email protected] 022 22154098 Port Meteorological Office, A.M.I 022 22151654 5 days week 022 22160824 Regional Meteorological Mobile No. Centre, c/o Shri Near RC Church, Colaba, G.Muralidharan Mumbai - 400 005 09833305617 Director, Shri N. Haridasan, 0832 2425547 0930-1800 [email protected] 0832 2420161 Port Meteorological Liaison A.M.I Mobile No. m Office, C/o Shri M. Goa Observatory, HaridasanA.M.I- Altinho, Panjim 09579634860 Goa – 403 001

Director in-charge, Shri A. P. 044 0915 -1745 [email protected] 044 28271581 Port Meteorological Office Prakashan, 28230092/94/91 [email protected] (ACWC Regional Meteorological A.M.I 044 28271951 Chennai) Centre, Ext. No. Inspectorate Section/PMO Unit, Inspectorate New No.6,(Old No. 50), Section, College Road, 230,231,234,332 Chennai - 600 006

Director I/C, Shri C. 0891- 1000 - [email protected] Fax no. Port Meteorological Office, Ramamurthy, 2543034/31/32/35 1700hrs 0891-2543033 Cyclone Warning Center, A.M.II /36 0891-2543036 Kirlumpudi, Mobile No. c/o Opposite Andhra University out C.Ramamurthy gate, 9491196092, Vishakhapatnam - 530 017

Director I/C, Shri B. Das Gupta, 033 24492559 1000--1700 [email protected] 033 24793167 Regional Meteorological A.M. I Mobile No. c/o Centre, Shri B. Das 4 Duel Avenue, Alipore, Gupta, Kolkata (West Bengal),PIN 9007957031 700027

Officer in charge, Shri C. N. Ahamad 0484 2233649 0900 - 1730 [email protected] 0484 2233649 Port Meteorological Office, A.M.I Mobile No. India Meteorological 9447521226 Department (IMD) Quarters Compound, Vallummel Convent- Chirakkal Road, Rameswaram Village, Palluruthy P.O., KOCHI – 682 006

 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 Contents or Symbolic figure groups 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 Not for ships below station level 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.

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.

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) Andhra coast Visakhapatnam 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 Signal Description Day Night Number Signal 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. *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.

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)