Professional Documents
Culture Documents
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.
Table of contents
Chapter no
Contents
1.
2.
3.
4.
5.
6.
7.
8.
Inmarsat Satellites
9.
10.
Page no.
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.
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
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.
sudden
are
encountered,
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.
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.
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.,
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.
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.
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.
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.
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.
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.
(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 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 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 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.
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.
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.
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.
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
and
inspect
the
meteorological
and
selected
oceanographic
instruments
Maintain the ships supply of logbooks, autographic charts, muslin, wicks and
other mandatory consumables;
To maintain accurate records of ships recruited into the national VOS fleet,
including;
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;
Telephone Nos
Working
Hours
Fax No.
E-mail address
Director,
Port Meteorological Office,
Regional Meteorological
Centre,
Near RC Church, Colaba,
Mumbai - 400 005
Director,
Port Meteorological Liaison
Office,
Goa Observatory,
Altinho, Panjim
Goa 403 001
Shri G.Muralidharan
A.M.I
022 22174720/
022 22151654
Mobile No.
c/o Shri
G.Muralidharan
09833305617
0832 2425547
Mobile No.
C/o Shri M.
HaridasanA.M.I09579634860
0930 -1800
5 days week
isrmcmumbai@gmail.com
022 22154098
022 22160824
0930-1800
directorimdgoa@gmail.co
m
0832 2420161
Director in-charge,
Port Meteorological Office
Regional Meteorological
Centre,
Inspectorate Section/PMO Unit,
New No.6,(Old No. 50),
College Road,
Chennai - 600 006
Shri A. P.
Prakashan,
A.M.I
044
28230092/94/91
044 28271951
Ext. No.
Inspectorate
Section,
230,231,234,332
0915 -1745
isrmcchennai@gmail.com
pmochennai@gmail.com
044 28271581
(ACWC
Chennai)
Director I/C,
Port Meteorological Office,
Cyclone Warning Center,
Kirlumpudi,
Opposite Andhra University out
gate,
Vishakhapatnam - 530 017
Shri C.
Ramamurthy,
A.M.II
08912543034/31/32/35
/36
Mobile No. c/o
C.Ramamurthy
9491196092,
1000 1700hrs
cwcvsk@gmail.com
Fax no.
0891-2543033
0891-2543036
Director I/C,
Regional Meteorological
Centre,
4 Duel Avenue, Alipore,
Kolkata (West Bengal),PIN
700027
033 24492559
Mobile No. c/o
Shri B. Das
Gupta,
9007957031
1000--1700
pmokolkata@gmail.com
033 24793167
Officer in charge,
Port Meteorological Office,
India Meteorological
Department (IMD) Quarters
Compound, Vallummel
Convent- Chirakkal Road,
Rameswaram Village,
Palluruthy P.O., KOCHI 682
006
Shri C. N. Ahamad
A.M.I
0484 2233649
Mobile No.
9447521226
0900 - 1730
pmokochi@dataone.in
0484 2233649
Shri N. Haridasan,
A.M.I
CODE
FORM
(D. . . D)
SECTION 0
MiMiMjMj
( A1bwnbnbnb) YYGGiw
SECTION 1
iR iXh VV
Nddff
1snTTT
2snTdTdTd
5appp
6RRRtR
7wwW 1W
4PPPP
99LaLaLa
QcLoLoLoLo
3PoPoPoPo**
2
8NhCLCMCH
9hh//**
SECTION 2
222DsVs
(2PwPwHwHw)
(0snTwTwT w)
((3dw1d w1d w2d w2)
(5Pw2Pw2Hw2Hw2)) (6IsEsEsRs)
SECTION 3
(1PwaPwaHwaHwa)**
(4P w1P w1H w1H w1)
333
(0 . . . . ) (1snTxTxTx)
(2snTnTnTn)
(3Ej j j)
(4Esss)
(1 . . . . . .)
444
NCHHCt **
SECTION 5
555
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 DD YYGGi w 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.
Section Number
Indicator figures
or Symbolic
figure groups
-
Contents
222
333
444
555
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)
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
c)
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.
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.
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.
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
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.
AURORA
0300
BALOON
1200
DEWDROP
1800
ELECTRON
0000
FORMULA
0900
GASBAG
1500
HEXAGON
Coastal Bulletins
The sea areas for coastal Bulletin is the coastal strips of sea up to 75 Kms from the
coastline.
Issuing Office
Area of responsibility
ACWC, Kolkata
CWC, Bhubaneswar
Orissa Coast
Andhra coast
Visakhapatnam
ACWC, Chennai
ACWC, Mumbai
CWC, Ahmedabad
Gujarat coast
DAILY ONE
0300
DAILY TWO
1200
EXTRA
1800
STORM ONE
0000
STORM TWO
0900
STORM THREE
1500
SPECIAL
Important Weather System, if any, affecting the weather over the coastal strip
and its movement in cases of Extra/Storm Bulletins.
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.
"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.
Weather
broadcasts
for
Indian
Naval
Ships
are
made
through
Naval
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 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.
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
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
Description
II
III
IV
VI
VII
VIII
IX
Day
Signal
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.
Night
Signal
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.
Rupen, Bharuch, Jakhau, Victor, Mul Dwarka, Ulwa, Belekeri (Avarsa), Tadri Gokram),
Kumta, Murdeshwar
General System
Brief System
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.
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.
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.
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.).
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.
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.
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
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.
direct-printing
service
for
broadcast
of
navigational
and
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 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:
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.
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.
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).
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.
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.
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
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 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.
Daily Data is also being supplied to Coast Guard (CG), Indian Navy for their
operational planning; and to INCOIS.
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.
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.
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.
Shipping Industry The data on Sea state particularly wind, wave and currents
could be used in the navigation.
available
on
Internet
at
following
website
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.
The CD-Rom contains two interesting programs, together with information about Dutch
PMO-office website.
1. Turbowin 5.5
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.
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.
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
Before Installation
9. Installation Procedure.
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; -
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
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