Lecture Notes On Marine Meteorology

Lecture notes on Marine Meteorology
By
Shri S. P. Joshi
Assistant. Meteorologist
Office of DDGM (WF)
India Meteorological Department
Pune-5
Preface
The aim of these lecture notes is to provide training to the marine observers in
handling and maintenance of meteorological instruments and collect meteorological
observations in the form of logbooks. The chapters included in these lecture notes are
from the Basic and Intermediate training courses of the department.
The present lecture notes are merely a collection of information available on

Internet and are compiled from various WMO sites, freely available, keeping in view the
up-and-coming trends and new technological advancements. This collection is for
private circulation for trainees of Basic and Intermediate training courses of the
department and the author do not intend to violate copyrights of anybody what so ever.
Port Meteorological Officers in the immediate future have to deal with the
modernization of the marine equipments and automation of Marine Data collection, its
transmission and archival by observing minimum quality control through the in-built
software like TURBOWIN. These lecture notes will also be useful to Port Meteorological
Officers in understanding the nature of work of PMOs and will provide them the useful
guidelines.
A separate chapter on installation of Turbowin is also included in these notes.
S. P. Joshi.
9th April 2005.

Gudhi Padva
Table of contents
Chapter no
Contents
Page no.
WMO Voluntary Observing Ships Scheme
Meteorological Instrumentation on board ships
Port Meteorological Office ( PMO )
15
The Ship Weather Code
19
Broadcast of weather bulletins for Merchant shipping
24
Broadcast of weather bulletins for Indian navy
28
Warnings to Ports and Storm Warning Signals
30
Broadcast of weather warnings for fishermen through
34
All India Radio.

9
Marine Pollution Emergency Response Support System
36
(M.P.E.R.S.S.)
10
Global Maritime Distress Safety System (GMDSS)
37
11
Inmarsat Satellites
41
12
National Data Buoy Programme
47
13
The Turbowwin 3.03 software
50
WMO Voluntary Observing Ships Scheme

The international scheme by which ships plying the various oceans and seas
of the world are recruited for taking and transmitting meteorological observations is
called the "WMO Voluntary Observing Ships Scheme". The forerunner of the scheme
dates back as far as 1853. The delegates of 10 maritime countries came together, to
discuss the establishment of a uniform system for the collection of meteorological and
oceanographic data from the oceans and the use of these data for the benefit of
shipping in return.
In the twentieth century, the system was recognized in the International

Convention for the Safety of Life at Sea. The convention is "the Contracting
Governments undertake to encourage the collection of meteorological data by ships
at sea and to arrange for their examination, dissemination and exchange in the
manner most suitable for the purpose of aiding navigation".
Voluntary observing ships make a highly important contribution to the Global

Observing System of the World Weather Watch. Although new technological means,
such as satellites and automated buoys, are used to gather data from the oceans, the
voluntary observing ships continue to be the main source of oceanic meteorological
information.
From the beginning shipping has assisted in the scientific exploration of the
oceans and also in the development of suitable measuring techniques for use by ship
borne observers. Nowadays, the cooperation of voluntary observing ships is sought
in each of the large-scale scientific experiments conducted by special research
vessels to furnish the additional data needed for complete analysis of environmental
conditions. In addition, the participation of these ships is regularly requested in
technical studies and investigations concerning observing methods, such as the
measurement of sea-surface temperature, precipitation, wind, etc.
Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 1
Types of surface synoptic sea stations
Meteorological observing stations include surface synoptic sea stations of

different types. There are three types of mobile ship stations engaged in the WMO
Voluntary Observing Ships Scheme, namely:
(a) Selected ship stations;

(b) Supplementary ship stations;
(c) Auxiliary ship stations.
Selected ships
A selected ship station is a mobile ship station, which is equipped with

sufficient certified meteorological instruments for making observations, transmits
regular weather reports and enters the observations in meteorological logbooks. A
selected ship should have at least a barometer (mercury or aneroid), a thermometer
to measure sea-surface temperature (either by the bucket method or by other
means), a psychrometer (for air temperature and humidity), a barograph, and
possibly, an anemometer. Selected ships constitute the large majority of voluntary
observing ships.
Supplementary ships
A supplementary ship station is a mobile ship station equipped with a limited
number of certified meteorological instruments for making observations transmits
regular weather reports and enters the observations in meteorological logbooks.
Auxiliary ships
Beyond the shipping lanes normally used by selected or supplementary ships

very few observations are available. Ships in these data-sparse areas, although not
equipped with certified instruments, may be asked to make and transmit weather
reports. They are classified as auxiliary ships. An auxiliary ship station is a mobile
ship station, normally without certified meteorological instruments, which transmits
reports in a reduced code form or in plain language, either as a routine or on request,
in certain areas or under certain conditions.
RECRUITMENT OF VOLUNTARY OBSERVING SHIPS
Requirement to recruit ships
According to the Manual on the Global Observing System, each Member shall
arrange for the recruitment of ships that are on the national register of that Member
as mobile sea stations. In fulfilling this obligation, each Member contributes to the
common objective of obtaining sufficient coverage of meteorological observations
over the sea. While a uniform coverage of the oceans is desirable, this is difficult to
achieve in view of the large differences in the density of shipping traffic. This traffic is
comparatively dense in the Northern Hemisphere, but this is not the case in the
tropics or in the Southern Hemisphere. Consequently, greater attention should be
given to the recruitment of voluntary observing ships in these areas.
Meteorological Services in many countries are required to provide more detailed

information of the weather and sea conditions in coastal areas. Some Services have
successfully recruited ships of local companies to make and transmit observations
during their voyage from harbour to harbour along the coast. Such ships may be
recruited as supplementary or as auxiliary ships. Their observations have everywhere
been found to be of great value.
Criteria for recruitment
Several criteria can be used in deciding whether a particular ship should be

recruited as a selected, supplementary or auxiliary ship, to satisfy both national and
international needs. Questions that should be examined are whether all the necessary
instruments can be installed, whether the ship's officers will have the time available for
recording and transmitting the observations and whether the necessary regular
contact can be established for the receipt of meteorological logbooks. Generally ship
owners and masters are very cooperative in these matters; however, it is advisable
that these questions be thoroughly discussed at the recruiting stage.
Countries may recruit ships of foreign registry, which visit the ports of the
recruiting country sufficiently often to permit regular contact. This recruitment is
sometimes done by arrangement between the Meteorological Services of two
countries concerned. In order to avoid the entry of duplicate data into the
international archiving system, meteorological logbooks from ships of foreign registry
should be procured and stored through appropriate arrangements with the
Meteorological Service of the country of registry. When a ship of foreign registry is
recruited, the Member in whose country the ship is registered should be notified.
For the recruitment of an auxiliary ship, no prior arrangements are required
with the Meteorological Service of the country of registry. Members should establish
a suitable organizational unit for the recruitment of voluntary observing ships. This
unit should contact shipping agencies to enlist their cooperation, arrange for the
provision of instruments, instructive material and other necessary documents to
ships, arrange for the collection and examination of the ships meteorological
logbooks, arrange for visits to ships, and to look after the various financial questions
involved. Port meteorological officers can play a large role in the recruitment of
ships.
Programme for surface observations on board ships
Synoptic observations should be made at the main standard times: 0000,
0600, 1200 and 1800 UTC. When additional observations are required, they should
be made at one or more of the intermediate standard times: 0300, 0900, 1500 and
2100 UTC.
While taking observations, atmospheric pressure should be read at
the exact standard time, the observation of other elements being made within the ten
minutes preceding the standard time.
When operational difficulties on board ship make it impracticable to
make the synoptic observation at a main standard time, the actual time of
observation should be as near as possible to the main standard times. In special
cases, the observations may even be taken one full hour earlier than the main
standard time i.e. at 2300, 0500, 1100 and 1700 UTC In these cases the actual time
of observation should be indicated; however, these departures should be regarded
only as exceptions.
When sudden or dangerous weather developments are encountered, observations

should be made for immediate transmission without regard to the standard times of
observation.
Observations should be made more frequently than at the main standard times
whenever storm conditions threaten or prevail. Meteorological Services may
request more frequent observations for storm warnings, particularly for tropical
cyclones. Special observations may also be requested for search and rescue or
other safety reasons.
Supplementary observations when required for scientific studies should be made at

intermediate standard times, subject to non-interference with navigation duties.
When an observation is made at 0300, 0900, 1500 or 2100 UTC in order to ensure
its transmission to a coastal radio station, it is desirable that the observation at the
next main standard time should be made for climatological purposes, and if
possible transmitted in accordance with normal procedures.
Ships officers should be encouraged to continue taking and reporting observations

while the ships are in coastal waters, provided it does not interfere with their duties
for the safety of navigation.
Transmission of ships observations by INMARSAT is not constrained by the watch

keeping hours of radio officers aboard ship; transmission can be made at any time.
The distinction between two separate wave trains, and, in particular, the distinction
between sea and swell, can be difficult for an inexperienced observer. Sea waves
are systems of waves observed at a point that lies within the wind field producing
the waves. Swell waves are systems of waves observed at a point remote from the
wind field, which produced the waves, or observed when the wind field, which
generated the waves no longer, exists.
The distinction between sea and swell can be made from the following criteria.
Wave direction: If the mean direction of all waves of more or less similar
characteristics differs 300 or more from the mean direction of waves of different
appearance, then the two sets of waves should be considered to belong to
separate wave systems.
Appearance and period When typical swell waves, characterized by their

regular appearance and long-crestedness, arrive approximately, i.e. within 20,
from the direction of the wind, they should be considered as a separate wave
system if their period is at least four seconds greater than the period of the larger
waves of the existing sea.
Special observations
In relation to international programs of scientific or economic significance,

observations of a special nature are needed from ships at sea and WMO is
requested to assist through its Voluntary Observing Ships Scheme. One such
example is the request for observations on locust swarms in the seas around
Africa, Arabia, Pakistan and India. This program is of great importance to the
agricultural economy in these countries concerned.
Another example is the logbook report of freak waves. A freak wave is

defined as a wave of very considerable height ahead of which there is a deep
trough. It is the unusual steepness of the wave, which makes it dangerous to
shipping. Favorable conditions for the development of freak waves seem to be
strong current flows in the opposite direction to a heavy sea and especially when
this occurs near the edge of the continental shelf. The reports may contribute to a
mapping of these particularly dangerous areas and to a better understanding of
the phenomenon.
Coding of observations
Ships observations are coded in the international meteorological codes
published in the Manual on Codes, Volume I (WMO -No. 306). The various code
forms are given code names which are sometimes included in the heading of the
ship's report. In all cases, however, a 4-letter identification group is used.
Automation of observations on board ship

Automation of shipboard observations has been advanced by the advent
of personal computers and satellite communications. In one form the observations
are taken manually in the traditional way and then entered into a personal
computer, which may be in the form of a laptop or notebook.
The computer
programme recommended by WMO and developed by KNMI, Netherlands, viz.,

TURBOWIN 3.03 is also available on internet.
Software for Marine Meteorological Observers (TURBOWIN version 3.03 )
TurboWin developed at KNMI (Royal Netherlands Meteorological Institute)
with contributions of several Meteorological Centers. Meteorological observations
made on board ships and fixed sea stations are a substantial component of the
World Weather Watch provided that the observation are accurate and of high
quality.
The fixed sea stations and Voluntary Observing Ships (VOS) are key
components of the Global Observing System (GOS) and climate research. At the
same time, however, it has been recognized that these observations are subject
to keying errors, coding errors, calculating errors, etc.
To achieve an optimal control of the quality of the observations, before
they are used in real time, the quality control has to be carried out at the root, by
the observers themselves.
TurboWin contains observation-checking routines, which are applied on
the observations before they are transmitted. TurboWin is a user-friendly system
with over 200 built-in quality checks. It allows the automated compilation of
observations on board ships and fixed sea stations, their downloading to disk and
their subsequent transmission ashore and thence to a Meteorological Center, by
using Inmarsat, ftp, E-mail or other specific communication facilities and the
Global Telecommunications Network.
The program assists the observer with many menus, pictures, photos, forms,
helps pages, output possibilities, automated calculations etc.
The computer programme can:

(a) Provides screen prompts to assist with data entry;
(b) Calculates the true wind, MSL pressure and dew point;
(c) Checks validity of some data, e.g. month in range 112
(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.
On board small vessels the reduction of the pressure reading to MSL may be carried out
by the addition of a given reduction constant, or simply by correcting the reading of the scale to
give pressure at MSL directly. When the elevation of the barometer varies significantly with the
loading of the ship, the use of different reduction constants has to be considered. The draught of
very large tankers can vary between a sea-going ballast condition and a fully-loaded condition by
as much as 10 metres. If the barometer elevation is great, air temperature may also have to be
taken into consideration when preparing reduction tables. At all times the limit of accuracy of the
applied reduction should be kept within 0.2 hPa.
Barographs used on board ships should be supplied with an efficient

built-in damping device and the instrument should be mounted on shockabsorbing material in a position where it is least likely to be affected by
concussion, vibration or movement of the ship. The best results are generally
obtained from a position as close as possible to the centre of flotation. The
barograph should be installed with the pen arm oriented athwart-ship to
minimize the risk of its swinging off the chart
Instruments measuring wind speed and direction

In order that wind reports from ships equipped with instruments are
comparable with estimated winds and wind reports from land stations,
anemometer readings should be averaged over 10 minutes. It is difficult to
estimate 10-minute means by watching the dial of an anemometer.
Overestimations of more than 10% are not uncommon. It is therefore preferable
that the instrument readout used for reporting wind velocities be automatically
averaged over 10 minutes. If such readouts are not available, careful
instructions should be given in order to avoid overestimation.
Due to the flow distortion caused by superstructure, masts and spars, the site of
the anemometer sensor has to be carefully selected, preferably as far forward
and as high as possible. The wind speed needs to be corrected for effective
height.
Any anemometer mounted on a ship, measures the movement of air relative

to the ship; and it is essential that the true wind be computed from the relative wind
and the ships velocity. A simple vector diagram may be used, although in practice
this can be a frequent source of error. Special slide rules and hand computers are
available and programs can be installed on small digital computers.
Instruments measuring temperature and humidity

Temperature and humidity observations should be made by means of a
psychrometer with good ventilation, exposed in the fresh air stream on the
windward side of the bridge. The use of a louvered screen is not as satisfactory. If it
is used, two should be provided, one secured on each side of the vessel, so that
the observation can be made on the windward side. The muslin and wick fitted to a
wet-bulb thermometer in a louvered screen should be changed at least once a
week, and more often in stormy weather.
Automated or distant-reading thermometers and hygrometers should be

sited in a well-ventilated screen with good radiation protection and placed as far
away from any artificial source of heat as practicable. It is advisable to compare the
readings with standard psychrometer observations at the windward side of the
bridge at regular intervals, particularly when new types of equipment are
introduced.
Instruments measuring sea temperature

It is important that the temperature of the uppermost thin film of water
(measured by infra-red radiometers) should be distinguished from the temperature
of the underlying mixed layer. It is the representative temperature of the mixed layer
which should be reported by voluntary observing ships.
The "bucket" instrument method is the simplest and probably the most
effective method of sampling this mixed layer, but unfortunately the method can
only be used on board small vessels moving slowly.
Other methods are:

(a) Intake and tank thermometers, preferably with distant reading display and used only
when the ship is moving;
(b) Hull-attached thermometers located forward of all discharges;
(c) Trailing thermometers; and
(d) Infra-red radiometers.
Transmission of ships observations to the shore
INMARSAT
Ship reports can be transmitted readily to a Coast Earth Station (CES), which
has been authorized to accept these reports at no cost to the ship. The national
Meteorological Service of the country operating the CES pays the cost, which is
usually less than the cost of a report received via coastal radio. There are a number
of such CESs in each satellite footprint and they are listed, together with the area
from which they will accept reports, in WMO-No. 9, volume D, Part B. Code 41 is the
INMARSAT address which automatically routes the report to the Meteorological
Service concerned. To place a limit on the costs incurred by a national Meteorological
Service, a CES may be authorized to accept reports only from ships within a
designated area of ocean. These limits should be drawn to the attention of the
relevant ships 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 operators hours of duty. Kindly see the chapter
on INMARSAT for more details.
Coastal Radio Stations

Ship reports can be transmitted by radiotelegraphy to a coastal radio station,
which has been authorized to accept these reports at no cost to the ship. (The
country operating the coastal radio station, in many cases, the national
Meteorological Service meets the costs). Weather reports from mobile ship stations
should (without special request) be transmitted from the ship to the nearest coastal
radio station situated in the zone in which the ship is navigating. If it is difficult, due to
radio propagation conditions or other circumstances, to contact promptly the nearest
radio station in the zone in which the ship is navigating.
Members may issue instructions to their mobile ship stations to the effect that
their weather reports may be transmitted via one of their home coastal radio stations
designated for the collection of reports.
The ship weather report must be addressed to the telegraphic address of the
relevant National Meteorological Center. The address should be preceded by the
abbreviation "OBS" to ensure appropriate handling of the message at the coastal
radio station. The coastal radio station must forward the report to the National
Meteorological Center with minimum.
METEOROLOGICAL LOGBOOKS FOR SHIPS

Layout
The recording of observations in permanent form is obligatory for selected

and supplementary ships and recommended for auxiliary ships. On ships where the
observations are entered on a personal computer a diskette will be likely to serve as
the means of record. Otherwise the observations are recorded in a meteorological
logbook. The layout of logbooks is a national responsibility. Generally, the order of
parameters recorded in the logbook follows the order of elements in the SHIP code
form. Thus the logbook can be used both for recording the synoptic weather report
which is to be transmitted and to include in the same format additional information
required for climatological purposes. For the latter use, the entries are subsequently
transferred on to IMMT format .
Logbooks should be returned with information regarding the ship, the

instruments used and other details of a general nature, and space should be provided
for these entries. The name of the master, the observers and the radio officer should
also be included, particularly if an incentive programme exists in the country where
the ship has been recruited.
Scrutiny of entries
There is always a possibility of errors occurring in the entries in a logbook
however clear the instructions might be and despite the care taken by the observer in
his work. Completed logbooks must therefore be scrutinised upon receipt and
obvious errors corrected. It is of great importance that the types of errors that are
made frequently be brought to the attention of the observers concerned so that any
misinterpretation of the instructions or erroneous practices in reading instruments or
making entries can be corrected. When the port meteorological officer, or section of
the national Meteorological Service dealing with voluntary observing ships receives
the logbooks, a first check should be made as soon as possible to permit a personal
conversation with the appropriate ships officers. Such conversations or written
responses commenting on logbooks that have been received constitute an important
element of the continuous training of ship borne observers. Without this feedback
information the officers would soon become uncertain as to the quality of their work or
the implementation of certain observing or coding procedures and, with an inevitable
waning of interest, the quality of their observations may deteriorate.
Similar scrutiny and personal liaison is especially important in respect of

special observations of freak waves, sea-surface currents. Without the willing
cooperation of marine observers, these non-routine data would not be available.
Ships officers often include questions on coding matters or on any special

phenomena observed by them in the "remarks" column of the logbook. Response to
these questions is important, as this falls within the same spirit of maintaining interest
in meteorological work.
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;
The national meteorological service;
Harbour authorities and shipping companies;
To inquire from ship's officers of any problems experienced concerning;
The reception and adequacy of forecasts, bulletins and facsimile broadcasts, and to bring this
information to the attention of the national meteorological service.
Address Port Meteorological Offices (PMOs)
Address
Telephone No.
Working
Hours
Port Meteorological Office, 3rd Floor,

New Labour Hamallage Building,
Yellow Gate, Indira Dock,
Mumbai - 400 001
+91 022 2613733
0930 1800
Port Meteorological Liason Office

Near MPT Signal Station, Sada P.O.
Headland Sada - 403 804
Goa 403 804
+91 0832 2520012
0930 1800
Port Meteorological Office

10th Floor, Centenary Building,
Chennai Port Trust Rajaji Road
Chennai - 600 001
+91 044 25360187 Ext 23
0915 1745

C/o Cyclone Warning Center
Chinna Waltair - Opposite A.U
Campus
Vishakhapatnam - 530 017
+91 0891 2746506
1000 1700
Port Meteoroigcal Office, Alifnagar,

Malkana Building,Netaji Subhash
Dock,
Gate No. 7, Kolkata - 700 043
+91 033 24793167
0930 1800

Cochin Harbour , North End,
Willingdon Island,
Cochin(Kochi) - 682 009
+91 0484 2667042
0900 1730
Incentive programme for voluntary observing ships

In recognition of the valuable work done by ships officers in taking and transmitting
meteorological observations and as an incentive to maintain the high standard of the
observations many maritime countries have established a national award or certificate
system. India Meteorological Department issues Excellent Awards every year on 5th
April, that is celebrated as National Maritime Day. These awards are given in the form
of books, in recognition for the meteorological work done on board ships.
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)
MiMiMjMj
SECTION 0
( A1bwnbnbnb)
YYGGiw
99LaLaLa
2snTdTdTd
3PoPoPoPo** 4PPPP
QcLoLoLoLo
SECTION 1 iR iXh VV
5appp
SECTION 2
SECTION
SECTION
6RRRtR
Nddff
1snTTT
7wwW1W2
8NhCLCMCH
9hh//**
222DsVs
(0snTwTwT w)
(1PwaPwaHwaHwa)**
(2PwPwHwHw)
((3dw1dw1dw2dw2)
(4Pw1Pw1Hw1Hw1)
(5Pw2Pw2Hw2Hw2))
(6IsEsEsRs)
(ICE+Plain language or ciSibiDizi)
333
(0 . . . . )
(1snTxTxTx)
(2snTnTnTn)
(3Ej j j)
(5j1j2j3j4)
(6RRRtR)
(7 . . . .)
(8NsChshs)
(9SpSpSpSp)
(80000 )
(0 . . . .)
(1 . . . . . .)
(4Esss)
444
NCHHCt **
SECTION
555
Groups required as per national practice. *
** Not to be reported by ships
See remarks against Section 5 on next page
NOTES:
1.
The code form FM 13-VII SHIP is used for reporting surface
observations from a sea station (ship), manned or automatic.
2. i) A SHIP report, or a bulletin of SHIP reports, is identified by the symbolic letters

MiMiMjMj = BBXX
ii) The code name SHIP shall not be included in the report.
iii) The word section and section numbers also are not to be included in the report.
3. i) In a bulletin of SHIP reports MiMiMjMj (i.e.BBXX) shall be given only in the first line
of the text of the bulletin and the groups DD YYGGiw shall be included in every
individual report.
ii) The group A1bwnbnbnb is for identification of buoy and shall not be used by ships.
4. The above-mentioned code form is considered suitable for ships, which report weather
messages in full form (i.e. selected ships). This code form is also used for reporting messages
from Ocean Weather Stations.
5.
Report from sea station, not reporting in the abbreviated or reduced form, shall
always include Sections 0,1,and 2 and Section 2 shall always include the possible
maximum number of data groups.
6,
The code form is made up of figure groups arranged by sections in ascending order
of their numerical indicators with the exception that all the groups of Section 0, first
two groups of Section 1 and the first group of Section 2 (i.e.222DsVs) are always
included in the report.
As a result the following features are achieved:-
a) The loss of information due to the accidental loss of any one of these groups is
strictly limited to the information content of that group:
b) The rules for inclusion or omission of sections or of groups between brackets can be
laid down for each specific case of data requirements.
c) The length of the message can be kept to a strict minimum by dropping out some
groups whenever their information content is considered insignificant or when the
information content is not normally available.
The code word ICE of Section 2 plays the role of a numerical indicator for the
last data group of the section or for the equivalent plain language information.
7.
The code form is divided into a number of sections as follows:
SectionNumber
Indicator
figures or
Symbolic
figure
groups
222
333
444
555
Contents
Data for reporting identification
(type, ships call sign/buoy
identifier, date, time, location)
and units of wind speed used.
Data for international exchange.
Maritime data pertaining to a
sea station
Data for regional exchange.
Data
for
clouds
with
Base
below
station level.
Data
for
exchange.
N
o
t
f
o
r
s
h
i
p
s
national
8.
Ships which report in abbreviated form (i.e. Supplementary ships) shall include:
a)
Section
b)
Section 1 restricted to:

iRiXhVV
Nddff
1snTTT
4PPPP
7wwW1W2
8NhCLCMCH
c) Section 2 reduced to:

222//
(6IsEsEsRs)
(ICE + plain language or (ciSibiDizi) )
This abbreviated form is considered suitable for supplementary ships i.e.

ships not supplied with full sets (as the selected ships) but with modified sets of
tested instruments.
9.
Ships which report their observations in reduced form (i.e. Auxiliary ships) shall
include:
a)
Section 0
b)
Section 1 restricted to:

iRiX/VV
Nddff
1snTT/
4PPP/
7wwW1W2
Where (i) the air temperature shall be expressed in whole degree 0C.
(ii) the mean sea level pressure shall be expressed in whole millibars
(hectopascals)
c) Section 2 restricted to:
222//
(6IsEsEsRs)
(ICE + plain language or ciSibiDizi )
This reduced form is considered suitable for any ship other than a selected or a
supplementary ship, which is not supplied with tested instruments and may be
requested to report in areas where shipping is relatively sparse, or on request and
especially when storm conditions threaten or prevail. These ships may report in plain
language if the use of code is impracticable.
The / in the group 4PPP/ signifies that the information in the tenths of a
hectopascal is not available owing to lack of accuracy or closeness of scale of the
ships barometer.
10. (a) In case of a station located at sea on a drilling rig, the ships 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 ships 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.
Both these bulletins are broadcast in Morse code by W/T from Coastal Radio
Stations on frequencies normally used by ships. The Area Cyclone Warning Centers
(ACWC) at Mumbai and Kolkata issues the sea bulletins.
Sea Bulletins for Merchant Shipping
Issuing Office and area of responsibility
The bulletins for Arabian Sea broadcast from Mumbai (VWB) are issued by
the ACWC, Mumbai while those for the Bay of Bengal broadcast from Kolkata (VWC)
and Chennai (VWM) are issued by the ACWC, Kolkata.
Details of Sea Areas of Sea Bulletins
In parts I, II and III, the positions and areas are in plain language in terms of
latitude and longitude or with reference to well-known land stations or divisions of sea
areas. Bulletins broadcast from Mumbai (VWB) cover the Arabian Sea north of
Latitude 5o N and east of Longitude 60o E excluding the area north of Latitude 20o N
and west of Longitude 68o E. The eastern boundary of the Arabian Sea for which
Mumbai issues these bulletins is 80o E meridian excluding the Gulf of Mannar.
The area in the Arabian Sea north of 20o N and east of 68o E is an
overlapping area between India and Pakistan. Bulletins broadcast from Kolkata
Radio (VWC) and Chennai Radio (VWM) cover the Bay of Bengal north of Lat. 5 o N
except the area between the coastline on the east and the line drawn through the
points 18 o N 94.5 o E, 18 o N 92 o E, 13.5 o N 92 o E, 13 o N 94 o E, 10 o N 94 o E, 10 o
N 95 o E and 5 o N 95o E. The western boundary of the sea area for which Kolkata
issues bulletins, is up to and inclusive of the Gulf of Mannar i.e. 77.5 o E meridian.
The area between Lat. 10o N and 13.5 o N and Long. 92 o E and 94 o E, is an
"overlapping area" between India and Myanmar. The area north of Lat 18 o N is an
"overlapping area" between India, Myanmar and Bangladesh.
Code names or Preambles
Code
word
for
Sea
Chart on which based
Area Bulletin
(UTC)
AURORA
0300
BALOON
1200
DEWDROP
1800
ELECTRON
0000
FORMULA
0900
GASBAG
1500
HEXAGON
Not based on any chart
Contents of Sea Area bulletins

These bulletins normally consist of Six Parts. They are:
Part I Storm warning in plain language.
Part II Synopsis of weather conditions in the forecast area in plain language.
Part III Forecast in plain language.
Part IV Analysis of the surface synoptic chart in IAC Fleet code (Appendix IX).
Part V Observational data from ships in WMO code.
Part Vl Observational data from selected land stations and upper air reports in
WMO Code
Coastal Bulletins
The sea areas for coastal Bulletin is the coastal strips of sea up to 75 Kms from the
coastline. The coastal Bulletins are also transmitted in Morse code.
Issuing Office and Area of responsibility

Issuing Office
ACWC, Kolkata
CWC,
Bhubaneswar
Cyclone Warning
Center
(CWC)
Visakhapatnam
ACWC, Chennai
ACWC, Mumbai
CWC,
Ahmedabad
Area of responsibility
West Bengal coast and Andaman and
Nicobar Islands
Orissa Coast
Andhra coast
Tamil Nadu, Kerala and Karnataka
Coasts
Goa and Maharashtra coasts
Gujarat coast
Code word for Coastal Bulletins

Code word for Coastal
Bulletins
DAILY ONE
DAILY TWO
EXTRA
STORM ONE
STORM TWO
STORM THREE
SPECIAL
Chart on which based

(UTC)
0300
1200
1800
0000
0900
1500
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 on a notice board. While the India
Meteorological Department is responsible for issuing the warnings, the port
authorities arrange the display of signals. In addition to hoisting the signals, the port
officers, in most cases, make arrangements for disseminating the warnings received
by them, to country craft and sailing vessels in the harbour
Ports in the maritime States are warned 5 to 6 times a day during periods of
cyclonic storm by landline telegrams. The warnings contain information about
Location, intensity and expected direction of movement of the storm or

depression,
Part of the coast where it is expected to strike
Type of signal, which the port should hoist.

Systems Of Storm Warning Signals
A uniform system of storm warning signals was introduced at all the ports in
India from 1st April 1898 and it is still popular with very little change. The system
consists of :
General System
The General System has eleven signals. The ports where this system of
signals is in use are called General ports.
Extended System
An Extended System, in addition to the eleven signals of the General
System, has six Section signals to indicate the location of the disturbance. These
additional signals are hoisted along with Distant Signals. This system is a special
case of the General System and is in use only at a few ports on the east coast of
India (Bay of Bengal). These ports are called as Extended ports. There is no port
under the Extended System west coast.
Brief System
A Brief System consists of only five of the signals of the General Systems
(viz. Signal Nos. III, IV, VII, X and XI). These are hoisted in association with
prediction of bad weather at the port itself caused by disturbances out at sea. This
system of signals is in use in ports used mainly by smaller vessels engaged in local
traffic and these ports are called Brief ports.
List of Storm Warning Signal Stations on the Indian Coast is given below.
INDIA - WEST COAST
General System
Alapuzha, Cochin(Kochi), Beypore, Kozhikode, Mangalore, Panambur, Karwar,

Mumbai, Mormugao, J.N.P.T.(Raigad), Mandvi (kachchh), Navlakhi, Bedi Rozi
Peir, Okha, Porbander, Veravel, Bhavnagar, Magdalla, Alang, Jafrabad, Mangrol,
Sikka, Salaya, Dahej, Mundra, Pipavav
Brief System
Diu, Daman, Dahanu, Tarapur,
Nawapur (Boisar), Satpati, Kalve Mahim, Dantiware
(Palghar), , Bassein (Vasai),Uttan (Bhayandar), Kalyan,Thane, Manori (Malad), Versova

(Andheri),
Bandra,
Trombay, Mora (Uran), Karanja,
Mandwa, Thal, Revas, Alibag,
Revdanda, Murud (Janjira), Rajapuri, Shrivardhan, Bankot, Harnai, Dabhol, Jaigad,

Varoda (Malgund), Ratnagiri (Bhagawati Bunder), Purnagad, Jaitapur, Devgad, Achara,
Malvan, Nivti (pat), Vengurla, Redi, Kiranpani, Panaji, Honavar, Kasaragod, Bhatkal,
Gangoli (Coondapoor), Malpe, Azhikal (Beliapattanam),
Kannur, Nee port, Thalasseerry,
Ponnani, Thiruvananthapuram and Minicoy.
Ports which receive information but hoist no signal at present

Rupen, Bharuch, Jakhau, Victor, Mul Dwarka, Ulwa, Belekeri (Avarsa), Tadri Gokram),
Kumta, Murdeshwar
INDIA - EAST COAST
General System
Tuticorin, Pamban, Pondicherry, Nizamapatnam, Machilipatnam, Vishakhapatnam,
Chatrapur, Krishnapatnam, Paradip, Diamond Harbour,Budge Budge, and Port
Blair,Ennore
Brief System
Kolachal, Rameswaram, Vadarevu, Bhimunipatnam, Kalingapatnam, Puri and Chandbali.
Extended System
Nagapattinam, Cuddalore, Chennai, Kakinada and Sagar Island
Broadcast of weather warnings for fishermen through All India Radio.

Weather warnings for fishermen are issued by the Area Cyclone Warning
Centers at Mumbai, Kolkata and Chennai; and by Cyclone Warning Centers at

Bhubaneshwar, Visakhapatnam and Ahmedabad in respect of cyclonic/storms/gales,
squally weather and off-shore wind exceeding 25 knots (45 Kmph) and waves of 4
meters or more up to a distance of 75 km off the coast and are broadcast four times a
day by the stations of All India Radio in the respective regional languages of the
concerned areas. Mention of the storm surges/tidal waves is made on occasion of
cyclonic storms. These warnings are also issued by telegrams to the individual
fisheries officials who are on the warnees list of the India Meteorological Department.
VOSCLIM PROJECT
For well over 100 years, the weather observations from merchant ships have
been used to define our knowledge of the marine climate. This function continues
within the Voluntary Observing Ships (VOS) program as the Marine Climatological
Summaries Scheme. However the main emphasis of the VOS program has
traditionally been the provision of data required for atmospheric weather forecasting.
Today, the initialization of numerical weather prediction models remains an important
use of weather reports from the VOS. However recent trends, such as the increasing
availability of data from satellite sensors, and the increased concern with regard to
climate analysis and prediction, are making further requirements for data from the
voluntary observing ships (VOS).
The main purpose of voluntary ships climate project is to provide a high

quality set of marine met observations.
There is a growing need for higher quality data from a sub-set of the VOS.
Improved meta-data (ships dimensions etc) with regard to the ship and observing
practices, and improved quality control of the observations, are the initial priorities for
the VOS Climate project. Other desirable enhancements to the VOS system include
increased use of automatic coding and improved instrumentation and detailed
information of how the observations are collected.
Such observations are of great value to operational marine meteorological

forecasting. Climate studies rely on increased accuracy of good observation. The
primary objective of the project is to provide a high-quality subset of marine
meteorological data, with extensive associated metadata, to be available in both real
time and delayed mode.
Eventually, it is expected that the project will transform into a long-term,
operational program. Specifically, the project gives priority to the parameters like wind
direction and speed, sea level pressure, sea surface temperature, air temperature
and humidity.
Data from the project will be used to input directly into air-sea flux
computations, as part of coupled atmosphere-ocean climate models; to provide
ground truth for calibrating satellite observations; and to provide a high-quality
reference data set for possible re-calibration of observations from the entire VOS
fleet. VOSCLIM is intended to produce high-quality data and therefore the selection
of ships is a very important part of this project.
Climate Change Studies

The VOS data are being increasingly used for climate change studies.
Assembled into large databases, the observations have been used, for example, to
quantify global changes of sea and marine air temperature. The recommendations of
Intergovernmental Panel on Climate Change are made, based on such studies.
However the detection of climate trends in the VOS data has only been possible
following careful corrections. The observational bias varies due to the changing
methods of observation.
For example sea temperature data have different bias
errors depending on whether they were obtained using wooden buckets from sailing
ships, canvas buckets from small steam ships, or engine room intake thermometers
on large container ships. Therefore, for the present, and for the future, it is important
to document the observing practices that are used.
Marine Pollution Emergency Response Support System (M.P.E.R.S.S.)

Now a days various activities such as dumping of toxic waste have polluted
the oceans. Developments, over fishing & introduction of exotic species in marine in
habitat have disturbed marine ecosystem and biodiversity. Construction activity,
sewage & pollution from industries in large cities threaten coastal ecosystems. Oil
spill and release of waste from tankers at major ports also threatens marine life.
Marine pollution is harmful, and its danger can be identified in a variety of ways. For
example, it is easy to see the harmful effects that oil spills have on the sea birds and
mammals that happen to run into them.
The National Weather Services are having the job to bring in real time meteooceanic information to various users. The organizations in charge of the control of
pollution traditionally provide data and services to assist the operations in territorial
waters. These services work then in close connection with the authorities in charge of
the fight at sea. With an aim of ensuring a comparable service in quality in
international waters, the W.M.O. set up since 1994 the Marine Pollution Emergency
Response Support System for the high seas (M.P.E.R.S.S.).
It initially aims at setting up a coordinated system intended to provide weather
and oceanographic information for emergency interventions in the event of marine
pollution, which is out of territorial waters. The oceans and the seas are divided into
areas of responsibility called MPI areas (Marine Pollution Incident), they correspond
to METAERAS areas of the Global Maritime Distress and Safety System
(G.M.D.S.S.) On each of these zones, the weather assistance is coordinated by an
Area Meteorological Co-coordinator (AMC). NHAC New Delhi (India meteorological
Department) is Area Meteorological Co-coordinator for the area VIII N. Indian Coast
Guard has national and international responsibilities to take care of marine oil
pollution. India meteorological Department provides the wind data and currents.
10
Global Maritime Distress Safety System (GMDSS)

The Global Maritime Distress and Safety System (GMDSS) is an international
system that uses global and satellite technology and ship-board radio systems to
ensure rapid, automated alerting of shore-based communication, in the event of a
marine distress.
Under the GMDSS, all cargo ships of 300 gross registered tones and
upwards, and all passenger ships engaged on international voyages, must be
fitted with radio equipment which should be of international standards. The
basic concept is that search and rescue authorities ashore, as well as vessels
in the immediate vicinity of the ship in distress, will be rapidly alerted through
satellite and terrestrial communication techniques so that they can assist in a
co-coordinated search and rescue operation without delay.
Ships fitted with GMDSS equipment are safe at sea. They more likely to receive
assistance in the event of a distress. GMDSS provides for automatic distress alerting
and locating. The GMDSS also requires ships to receive broadcasts of maritime
safety information, and requires ships to carry satellite Emergency Position
Indicating Radio Beacons (EPIRBs). The adjacent photograph is of 406 MHz
COSPAS/SARSAT EPIRB. These Beacons can float in ocean even though the ship
is sinking and alert rescue authorities with the ship's identity and location. Beacons
are small, portable, buoyant, and provide an effective means of issuing a distress
alert anywhere in the world
Search And Rescue Transponder (SART)

SARTs are portable radar transponders used to help locate survivors of
distressed vessels, which have sent a distress alert. The adjacent photograph is of
Search And Rescue Transponder (SART). They are detected by radar and therefore
operate in the same frequency range as radars carried onboard most vessels. SARTs
transmit in response to received radar signals and show up on a vessel's radar screen
as a series of dots, accurately indicating the position of the SART. In the event that a
ship must be abandoned, SARTs should be taken aboard survival craft.
Satellite Communications
The Inmarsat satellite network provides global communications, except for the
Polar Regions. Inmarsat A, B or C terminals are used for distress alerting and
communications between ship and shore. Inmarsat provides an efficient means of
routing distress alerts to Search and Rescue (SAR) authorities.
Maritime Safety Information (MSI)

Maritime Safety Information broadcasts, which comprise distress alerts, SAR
information, navigational and weather warnings, as well as forecasts, can be received
in three different ways in GMDSS:
NAVTEX receivers are fully automatic and receive broadcasts in coastal regions up
to 300 nautical miles offshore. NAVTEX is an international automated direct-printing
service for broadcast of navigational and meteorological warnings and urgent
information to vessels. It has been developed to provide a low cost, simple and
automated means of receiving maritime safety information on board ships at sea and
in coastal waters. The information transmitted may be relevant to all sizes and types
of vessels and selective message- rejection feature ensures that every mariner can
receive safety information broadcast, which is tailored to his particular needs.
NAVTEX fulfills and integral role in the GMDSS with provision of broadcast of
weather warnings and sea bulletins (Kindly see the structure of NAVTEX on next
page)
Inmarsat-C terminals receive Enhanced Group Call - Safety NET (EGC) broadcasts
for areas outside NAVTEX coverage.
HF Narrow Band Direct Printing (NBDP) receivers can be used where service is
available as an alternate to EGC.
The International Maritime Organization (IMO) adopted the GMDSS, a United
Nations specialized agency responsible for ship safety and the prevention of marine
pollution. The GMDSS was adopted through International Convention for the Safety
of Life at Sea (SOLAS), GMDSS come into force on 1 February 1992. Seven years
period was
provided as a phase-in period until 1 February 1999.
India (IMD) has accepted the responsibility of 'Issuing Service' i.e. for
composing a complete broadcast bulletin on the basis of information input from the
relevant preparation services. Under the WMO programme on GMDSS Broadcast
Safety Net System, India has started issuing operation service bulletins with effect
from 1st June 1996 for the METAREA VIII N North of equator. The bulletin will
contain Meteorological warnings, synoptic features and forecasts (Part I, II and III) for
METAREA VIII N and would be broadcast once everyday at 0900 UTC.and 1800
UTC. The area VIII N can be seen on next page.
11
INMARSAT systems 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. Systems 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 Inmarsats 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
subscribers 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.
12
National Data Buoy Programme
India with a coastline of over 7500 km length and about 2.02 million sq km area
within the Exclusive Economic Zone (EEZ) offers immense scope for exploration and
capitalization of marine resources. With this as a prominent aspect, Department of
Ocean Development, Government of India has established the National Data Buoy
Programme (NDBP) in 1997 at the National Institute of Ocean Technology (NIOT)
Chennai, firm to do systematic real-time meteorological and oceanographic observations
that are necessary to improve oceanographic services and predictive capability of short
and long-term climatic changes.
Time series observations are vital to improve the understanding of ocean
dynamics and its variability. A network of twelve data buoys have been deployed both in
Arabian Sea and Bay of Bengal during the implementation period of the programme
from 1997 to 2002. The network has been presently increased to twenty.
Objectives of NDBP
To collect real-time met-ocean parameters in Indian Seas
To monitor the marine environment
To generate and supply data products to various end-users
To improve the weather and ocean state prediction
To validate satellite data
Data Buoys Features
The moored data buoys are floating platforms, which carry sensors to measure
Wind
Speed
&
Direction,
Atmospheric
Pressure,
Air
Temperature,
Humidity,
Conductivity, Sea Surface Temperature, Current Speed & Direction and Wave
Parameters.
Some buoys are designed to carry additional sensors to measure water quality
parameters and subsurface temperature. Additional sensors are added to the buoy to
meet site specification.
The buoys are equipped with global positioning system, beacon light and satellite
transceiver.
Data Buoys are powered by batteries and are charged by solar panels during
daytime.
The optimum performance of the specific mooring design is provided based on the
type of buoy, location and water depth.
The data buoys deployed at different locations in the Indian Sea collect
oceanographic and meteorological observations at every three-hour interval. The
data collected from the data buoys are transmitted through satellite to shore station,
located at NIOT Chennai through INMARSAT-C and Land Earth Station Arvi.
Data is being supplied on daily basis to India Meteorological Department (IMD) for
their Weather Forecasting and Cyclone Warning through automated e-mail and fax.
Daily Data is also being supplied to Coast Guard (CG), Indian Navy for their
operational planning; and to INCOIS.
Monthly data to National Hydrographic Office (NHO), Ports, Oceanographic

Scientific & Research organizations and Academic Institutions against their specific
project requirement.
The data is available to the world community in Global Telecommunication System

(GTS) through India Meteorological Department (IMD).
These parameters help to develop operational weather forecasting models,
which in turn can be used to alert the coastal population in advance about imposing
natural disasters like depression and cyclonic storms. In addition to the weather
forecast, fish potential zones can also be identified with the help of data buoys
enabling the fishermen to locate the fishing zones.
Applications of the Buoy Programme
Environmental Impact Assessment The data collected from this programme

will be useful for continuously monitoring coastal and marine environment
Meteorology The real time meteorological data obtained by these buoys

are vital to develop reliable operational weather forecasting model and to alert
the coastal population about impinging natural disasters such as depressions
and cyclones.
Oceanography The long term oceanographic data collected by this

programme will enhance our understanding of the Indian Ocean circulation.
Fisheries The sea surface temperature and water quality parameters

obtained by moored buoys in Indian seas would be useful in identifying the
potential fishing zones.
Validation of Satellite Data This in -situ data collected by data buoys will be
used to validate satellite data like sea surface temperature, waves, etc., and
assimilation of this
data into operational sea state models.
Offshore Installations, Ports and Coastal Structure The availability of reliable

data on waves, winds and currents will be highly useful in the design of
various coastal and offshore structure.
Shipping Industry The data on Sea state particularly wind, wave and
currents could
be used in the navigation.
13
The TURBOWIN 3.0 Software
Introduction of automation of weather observations on board ship

Automation of shipboard observations has been advanced by the advent
of personal computers and satellite communications. In one form the
observations are taken manually in the traditional way and then entered into a
personal computer, which may be in the form of a laptop or notebook. The
computer program recommended by WMO and developed by KNMI,
Netherlands, is called as TURBOWIN 3.0. Nowadays, all the foreign ships are
recording weather observations with the help of this program. This program is
also available on Internet at following website
http://www.knmi.nl/onderzk/applied/Turbowin/Turbowin.html
Turbowin version 3.03 for Windows
Turbowin is developed at KNMI (Royal Netherlands Meteorological
Institute) with contributions of several Meteorological Centers. Meteorological
observations made on board ships and fixed sea stations are a substantial
component of the World Weather Watch provided that the observation are
accurate and of high quality. The fixed sea stations and Voluntary Observing
Ships (VOS) are key components of the Global Observing System (GOS) and
climate research. At the same time, however, it has been recognized that these
observations are subject to keying errors, coding errors, calculating errors, etc.
To achieve an optimal control of the quality of the observations, before they are
used in real time, the quality control has to be carried out at the root, by the
observers themselves. Turbowin contains observation-checking routines, which
are applied on the observations before they are transmitted. Turbowin is a userfriendly 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 112
(d) Store the observation in SHIP code on disc and prints it out for transmission;
(e) Format the observation in IMMT format and stores it on disc or transmits the data to
a shore station via a satellite system.
If the ship is equipped with INMARSAT-C, the computer diskette can be placed in
the INMARSAT terminal and transmitted without re-keying. In addition to filling in a
meteorological logbook the diskette of observations in IMMT format is sent periodically
to the Meteorological Office. Another form of automation is the Marine Data Collection
Platform (MDCP), which consists of a hand-held computer, air temperature and air
pressure sensor, transmitter and antenna. The coded SHIP observations are entered
into the computer and collected by Service Argos satellite. In this case the
meteorological logbook still has to be entered manually and returned to the Port
Meteorological Office in the traditional way. Completely automated shipboard weather
stations present difficulties. Proper locations for sensors are not easy to find,
particularly for wind and dew point, while equipment for automated measurement of
visibility, weather, clouds and wave height cannot be accommodated in the confined
space of a ship.
CD-Rom provided to you
The CD-Rom contains two interesting programs, together with information about Dutch
PMO-office website.
1. Turbowin 3.0.3.
This program generates an observation on a very friendly-users way. All of the Dutch
and many foreign selected ships use it. When properly used, no errors occur in the
observation. It is error free. It contains photographs of all clouds families. It is free to
distribute. You can copy the content of the Turbowin 3.0.3 folder (NOT the folder itself!)
to a PC with a CD-ROM burner and burn your own CD-ROMs to distribute to your
Ships.
2. Meteo Classify.
This program contains a cloud, ice and sea state game. You get to see a picture and
have to fill in the appropriate code. This is both fun and instructing. You can copy the
content of the Meteo Classify folder (NOT the folder itself!) to a PC with a CD-ROM
burner and burn your own CD-ROMs to distribute to your Ships. This program is also
free to distribute. The program can be installed on hard disc by running setup file.
3. Ship Visit Page.

This generates Dutch PMO-office website without having access to the
Internet. On this website you will see flags of different nationalities. These are
just examples. You can click on the Dutch flag and you see the "Dutch Vos
Fleet" page. Furthermore you can find on the "Dutch Vos Fleet" page,
presentations of the software and hardware that Dutch PMO supply to their fleet
(Turbowin and Dedilog). AOW is an example of how the flow of ships
observations inside Dutch institute will be in the near future.
4. Ship Visit Page (Internet)
This is just a link to actual Dutch website on the Internet. It contains all
of the Ship Visit Page (see above), only with current information.
5. Presentations.
Here you will find Power Point presentations about the subjects that
were discussed during the PMO-Workshop in London, July 2003. Some of
these subjects you will also find on Dutch website. If you do not have
PowerPoint installed on your system, you may install the PowerPoint Viewer.
You may find this program in the PowerPoint Viewer folder.
6. DOS users.
This folder contains the last DOS-version of Turbo (Turbo 1 vs 4.60).
You may copy the content to floppy disc for further distribution. There is no
more development of this DOS
version.
7. SYSTEM REQUIREMENTS
The computer or INMARSAT-C terminal, on which the program is to be
installed should have
MS Windows 95/98/Me/NT/2000/XP.
High Color (16-bits) or better screen setting
Screen resolution 600 * 800 (minimum)
35 Mb available hard disk space
Floppy disk drive (A: drive)
Before Installation
If a former version of Turbowin was used, please make sure:
The stored log files are moved to disk (former Turbowin: Maintenance | Move
Log files to A:\)
If applicable: The Turbowin E-mail settings are noted (former Turbowin:
Maintenance | E-mail settings)
8. Installation Procedure.
Installation of the program can be done as follows:
1) Insert CD-Rom in CD drive.
2) The CD provided to you is having auto run file. (i. e. The CD will open by itself.
You need not have to do any thing.)
3) You will find the home page of Dutch PMO-Office CD-Rom.
4) Just double click on the desired program.
5) The program will be installed on your computer automatically in a METEO
folder on C drive, in Program files.
6) Now you can start the Turbowin program, by double clicking the turbowin.exe
file. (click on the icon shown as
). You will find a desktop as shown below
9. Procedure for recording meteorological observations through Turbowin.

1 Start the Turbowin Program by double clicking sign
2 Go on keying / recording all possible parameters.
3 When all parameters are entered in computer, click output menu.
4 You will find different output option.
5 Click Obs to Screen, and check whether the observation is recorded properly.
6 Click Obs to custom file. The observation will be stored in custom files.
7 If you want to transfer a single observation to the floppy, then and then only, you
can use the option Obs.to A :\ OBS.TXT. A single observation will be transferred
to floppy drive.
8 observation can be transmitted through INTERNET or INMARSAT if proper Email settings are done.
There are 6 different folders in which the data is stored (The observer need not
have to bother about it). The folder are named as; 1) Desktop 2) Help 3) Mask 4) e-mail 5) Log 6) Text.
The observer must click Obs to custom files after completion of each observation.
About 1200 or more observations can be stored in custom files by this option. When
sufficient number of observations are recorded (After 4-5 months) and are ready to
transfer to a 1.44 mb floppy, then and then, only, the observations can be
transferred to floppy as follows.
1. Click maintenance
2. Insert blank floppy in A drive
3. Click the option move log files to A:\
All Folders (containing observation and other data) will be transferred to floppy. At
the same time all the six folders mentioned above will be made empty.
Therefore the observer should not use this option frequently, for transferring data to
A:\ drive. About 1200 or more observation can be transferred to a single floppy by
this option. The observer should note that, the other folders are useful for us to
issue prizes to the ships and their officers for providing large number of quality data.
The IMD awards are in the form of books worth Rs. 30,000/- for the winners of
"Excellent Awards". India Meteorological Department's "Excellent Awards" are
being given, on 5th April every year (National Maritime Day), to the Mariners for
their excellent performance in recording and transmitting quality weather
observations on high seas.
Turbowin 3.0 can

Support of Supplementary and Auxiliary ships code.
Turbowin select: Maintenance | Station data | ship | message form. Depending on
the selected message form, items will be disabled (e.g. sea and swell) and will not
be coded (more info: Turbowin select: Info | Weather code form)
Introduction of a classic form (Resembles the old paper log book).
The general sequence of the weather groups is similar to the WMO code and the
observer should enter the observation in code.
Support of several graphic formats (PNG, JPG, GIF and BMP) as Turbowin
desktop image
Support of additional observation reports (phenomena).
The phenomena will be stored in a log. If supported by the specific National
Meteorological Service the additional observation reports can be send direct, as an
attachment, via E-mail. Turbowin select: Notes | Phenomena (or click the dolphin
icon). The log (phenomena. log) and the E-mail attachment (phenomena. tab)
share the same format. Every line (record) contains 20 items, tab separated. Note:
it is possible that the last item, written account of the phenomena, contains up to
2000 characters, in Microsoft Access this field/item will typically be defined as a
memo field. For more details see MS Access 2000 example example.mdb on the
Turbowin web site).
Windows XP visual styles (themes) aware
VOSClim brochure online available; In Turbowin select: Maintenance | Station data
|Ship or select Input | Wind, the latter only if VOS-Clim participant)
******

Lecture Notes On Marine Meteorology

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Lecture Notes On Marine Meteorology

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Lecture notes on Marine Meteorology

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

9th April 2005.

WMO Voluntary Observing Ships Scheme

Meteorological Instrumentation on board ships

Port Meteorological Office ( PMO )

The Ship Weather Code

Broadcast of weather bulletins for Merchant shipping

Broadcast of weather bulletins for Indian navy

Warnings to Ports and Storm Warning Signals

Broadcast of weather warnings for fishermen through

All India Radio.

Marine Pollution Emergency Response Support System

Global Maritime Distress Safety System (GMDSS)

National Data Buoy Programme

The Turbowwin 3.03 software

WMO Voluntary Observing Ships Scheme

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

Voluntary observing ships make a highly important contribution to the Global

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

Types of surface synoptic sea stations

Meteorological observing stations include surface synoptic sea stations of

(a) Selected ship stations;

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

Beyond the shipping lanes normally used by selected or supplementary ships

Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 2

RECRUITMENT OF VOLUNTARY OBSERVING SHIPS

Requirement to recruit ships

Meteorological Services in many countries are required to provide more detailed

Criteria for recruitment

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

Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 3

While taking observations, atmospheric pressure should be read at

When operational difficulties on board ship make it impracticable to

Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 4

When sudden or dangerous weather developments are encountered, observations

Supplementary observations when required for scientific studies should be made at

Ships officers should be encouraged to continue taking and reporting observations

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

Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 5

Appearance and period When typical swell waves, characterized by their

In relation to international programs of scientific or economic significance,

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

Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 6

Automation of observations on board ship

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

Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 7

The computer programme can:

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

Meteorological Instrumentation on board ships

Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 8

Instruments measuring atmospheric pressure

Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 9

Barographs used on board ships should be supplied with an efficient

Instruments measuring wind speed and direction

Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 10

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

Instruments measuring temperature and humidity

Automated or distant-reading thermometers and hygrometers should be

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

Instruments measuring sea temperature

Other methods are:

Lecture notes on Marine Meteorology by S P Joshi Assistant Meteorologist-- Page No 12