UNIT - 4 Weather Routeing & Weather Reports

Weather Routeing: Weather routing services available to

shipping; Shore based weather routeing; Information of
current, wind and ice to select an optimum route, use of
wave charts to select the best route; Basic considerations in
Voyage Planning, selection and use of data; Least time track
and ship’s performance curves.
Weather Reports : Types of weather services for shipping;
Meteorological Offices; Weather Facsimile Receiver; Digital
weather receivers; Ship’s weather code for sending reports;
Coding and Decoding of weather messages; Weather
reporting and recording procedures; Weather observation
reports.
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Define Routeing?

Definition: Routeing is the art of achieving a safe, economic

passage across an ocean, taking into consideration all
available meteorological and oceanographical factors.

IMO Reference: The International Convention for the

safety of Life at Sea 1974(SOLAS 74), as amended in 2000,
includes “Ships routeing” in its Regulation 10.

What are the advantages of routeing?

Advantages: The following advantages of routeing add up to
greater safety and more economy in ship operation.

(a) Less chances of heavy weather damage.

(b) Less chances of shift of cargo & least damage to cargo.

(c) More comfort for people on board

(d) Faster passage resulting in time and fuel savings.

(e) Schedules demanded by Character and limitations

arising from insurance causes are met.

What are the factors to be considered in routeing of ship ?

(a) Distance: The shortest distance(Great Circle track) is not

necessarily the best route to follow because of other factors.
Unnecessary deviation from the shortest route is, however, to
be avoided.
(b) Ocean Currents: Adverse currents mean more passage
time. A route covering greater distance but having a
following currents may result in a quicker passage.
(c) Wind & Waves: Strong adverse winds result in high head
seas that cause the vessel’s speed to drop considerably. This
drop in speed may be due to:
(i) Wave Resistance to ship’s progress.
 (ii) Less propelling power: The axis of the propeller
keeps shifting out of the horizontal, due to pitching, and
sometimes the propeller even comes out of water.
(iii) Wind resistance caused by hull, superstructure, etc.
(iv) Slamming(Pounding)which not only resists the
vessel’s progress but also causes severe structural
stresses.
(v) Voluntary reduction of engine RPM, by the Master,
to reduce slamming.

(d) Ice at sea: The vessel would, as far as possible, have to

keep out of pack-ice and iceberg-infested waters. If she has
to pass through such areas, the risk is great and speed would
have to be considerably reduced. A detour (temporary
route), where possible, would increase the distance but
would also increase safety and allow full speed.
(e) Fog: is the Master’s greatest threat at sea because, in fog,
he has not only to combat natural dangers but also rely on
the judge ment and discretion of the Masters of other vessels
as well. The worst situation is fog, in confined waters with
high traffic density, where the deviation is not too much, it
would be preferable to avoid the fog area. However, as fog
prediction is not available on facsimile charts, the Master
cannot decide too much in advance.
(f) Very Low Temperature: Where a great circle track
passes through very high latitudes, the vessel is likely to
experience very low atmospheric temperatures which
should, when practicable, be avoided. Some of the problems
associated with extremely cold weather are:-
(a) Freshwater, sanitary water & deck service
water tend to freeze in pipes.
(b) Ice accretion on deck – dangerous for crew to
go about.
(c) Very cold, gale force winds. Spray &
Persistent snow fall.
(d) Morale of the crew reaches a very low level during
extreme cold weather

(g)The routeing recommendations are broadly based on the

safest and fastest transit times between initial and final
waypoints. In addition due regard has been taken in way of
navigational considerations as follows:-

1. Weather :
(a) Proximity of tropical revolving storms and
depressions.
(b) Predominating wind direction and Beaufort
wind scale.
(c) Swell direction and wave height.
2. Ocean currents and tidal streams.
 3. Proximity of icebergs and pack ice.
4. Metacentric height (with due regard to ice
accretion and water absorbsion ).
5. Nature of cargo 6. Stowage of Cargo 7.
Carriage of deck cargo
8.. Ballast condition. 9. Vessel Transit speed
10. Geographical considerations. 11. Deviation
points. 12. Load Line Zones.

Write short notes on the following: (a) Weather Routeing

(b) Systems of Routeing (c) Climatological routeing ?
Weather Routeing: : It has recently been definitely
established that in the temperate latitudes of the North
Atlantic & North Pacific, day to day changes of weather are
so drastic, due to fronts and frontal depressions, that
seasonal routeing is inadequate. The ideal route for a
particular passage changes from day to day, week to week.
For example, the track to be followed by a vessel on the date
of departure may be quite different from that of a similar
vessel, on a similar passage, a few days earlier – hence the
name ‘weather routeing’ as different from ‘climatological
routeing’ However in tropical regions, especially the
Northern Indian Ocean and China Sea, climatological
routeing is quite successful, as seasonal variation is fairly
regular and systematic. Climatological routeing was
developed, based on many years of observations. In some
areas of the world there is little variation from day to day,
but in other regions e.g. temperate latitudes there are large
fluctuations. In these regions synoptic weather forecasts are
much more valuable than climatic data as a basis for
routeing.
Systems of Routeing: There are alternative systems
available for routeing. The master of a vessel may decide to
route his own ship, using facsimile charts and radio weather
forecasts. Commercial companies and the national weather
services of some countries run Routeing services. The Met
Office & Team of meteorologists and master mariners runs
a Ship Routeing service. The routeing team is supplied with
up to date analysis charts, forecast charts, ice information,
warnings, bulletins and satellite pictures.
Climatological Routeing: Until recent times, routeing was
done solely by the use of Pilot books and monthly or seasonal
charts of the winds and currents of the oceans. Under
certain circumstances, it is still the best method possible.
‘Ocean Passages of the World’ book is still the standard
book for reference, while contemplating climatological
routeing.

How the weather forecast helps to predicte ffective routeing

?
Weather Forecast: Weather forecast for effective routeing
the winds and waves must be accurately predicted as far
ahead as possible. At present this is about 72 hours ahead.
Data from ships, satellites, Radio-sondesetc is fed into the
computer analyses the data. For each of ten different levels
in the atmosphere it produces Northern Hemisphere charts
of temperature, humidity, winds and pressure. The
computer then produces a forecast using a “model” of the
atmosphere.
 The forecast of wave height is then produced using an
empirical formula and taking fetch etc. into account.
 (The wave height marked on the chart is the
“significant wave height”. This is the mean height of
the highest one third of seas).
 At present forecasts at 12 hour intervals for the next 72
hours are used.

What is meant by Performance Curve ?

 Performance Curve : Before it is possible to route a
ship effectively it is necessary to establish how the vessel
will behave in differing sea conditions. Head, beam and
following seas are defined as shown.
 For some vessels the performance curve may be drawn
as the result of testing a scale model in a tank, but
usually the performance curve must be drawn by taking
information from the log book.
 A comparison with proven curves from similar types of
ship may also be used.
 The curves show the effect of the weather on the ship.
It can be seen that as wave height increases then the
speed of the ship decreases.
 There are two factors contributing to this.
 Firstly there is the direct effect, where for a given
engine setting the ship’s speed will decrease as sea
conditions deteriorate.
 Secondly, as ship motions become more violent the
master will intervene and deliberately reduce the engine
revolutions.
 The curves are usually drawn for head, beam and
following seas and it is advisable to draw separate
curves for ballast conditions, “light ship” and loaded
conditions, the curves usually becomes steeper with
increasing sea state.
Performance curve
 24 hours surface prognosis chart

How the velocity of the ship is affected by waves ?

.
 It is a well known fact that the velocity of the ship is
greatly affected by waves. In Voyage Planning, for the
purpose of weather routeing performance curves are
consulted. Performance curves for a particular ship of a
given weight is made from her Long records of the previous
voyages relating to the relationship between “Wave Height
and Speed of the Ship”.

“Head”, means right in front of the ship, 60o either side

at the bow.
“Following” means 60o on either side of the astern
(Behind).
“Beam” means 30o on either side of athward ship (sides)
 The co-relation between different waves heights
slamming the ship from head, following or beam and the
velocity of the ship is recorded during voyages of a given
ship of particular weight and type for a sufficient period
based on which the performance curves are constructed. The
performance curves are drawings with maximum speed of
the engines. From the performance curve, one can easily
assess the actual realised velocity of a ship, given the
direction of the wave and its height with respect to ship. This
is the basic input information in ship routeing.

The effectiveness of the routeing service depends upon the

availability to the organization of ship, Cargo and relevant
operational data. Generally, a representative of the
organization visits the ship to collect this information and
discusses the routeing service with those on board. Ship data
include the ship shape, draught, trim, stability and speed
made good relative to sea conditions (wind, waves, swell and
current). This information is normally extracted from the
deck log, or if not available, obtained from a similar type of
ship. The organization then constructs for each state of
loading, a set of performance curves related to the important
characteristics of wave height and relative direction
(following, beam or head seas. It should be noted that the
style of presentation of performance data varies from one
organisation to another.
For each voyage, the cargo data may relate to factors
such as routeing to avoid certain atmospheric conditions, or
a deck cargo may need to be protected from continuous
heavy seas. Operational factors include fuel economy,
schedules demanded by the character, and limitations
arising from insurance causes. Thus each passage has a
prime objective which may be least time on voyage (usually
the objective in the early days of weather routeing), least
damage to cargo or vessel, or maximum fuel economy
(significant from the early 1970s).
How the route selection of a least time track of a ship is
decided based on performance curve ?
Route Selection: The initial route selected takes into
account the objective of the passage and the environmental
conditions likely to be encountered in the area through
which the ship has to pass. The environmental conditions are
established from synoptic, prognostic surface and upper air
charts. Major pressure stems, weather depressions,
anticyclones or tropical cyclones, their direction and speed
of movement, development and decay are determined. Thus
the critical features of wind direction and speed, icing or
reduction of visibility due to fog or heavy precipitation are
assessed together with a general appreciation of the future
sea state. At this stage, synoptic and prognostic data relating
to sea ice and icebergs, ocean currents from current atlases
and other environmental factors are considered.

The Forecast Position of Frontal Depression with associated

Wave Height Isolines

Fig 3. Wave height lines in Metres

 24 hour forecast chart showing the centre of the
depression with well-demarcated cold and warm front is
prepared, with associated surface wind field (Fig.3) and
consequent wave heights (forecast). The wave height Isolines
at an interval of 1 metre starting from 2 metres are drawn
(Fig.4).

In the next step, a standard line is drawn from the port

of departure (P) to the port of arrival (Q) that is a part of
Great Circle. Four separate radial lines at 10o intervals are
drawn on either side of the Great Circle. Thus, totally there
are 9 radial lines, including the Great Circle.

The ship is routed through each radial line and its

position is determined at the end of 24 hours with the help of
Performance Curve. The ships speed is determined
according to the wave height.

All the nine positions in each Radial line at the end of 24

hours are connected by a smooth curve line called “Locus
one” Locus Two is found out in the similar way which
represents the position of the ship at the end of 48 hours
along each Radial line and so on. A curve is drawn
connecting P and Q through the concave [viewed from port
of departure] point of each locus which represents the
recommended route for covering maximum distance in the
least time.

What are the various information to be kept in mind while

voyage planning ?

The routeing recommendations are broadly based on the

safest and fastest transit times between initial and final
waypoints. In addition due regard has been taken in way of
navigational considerations as follows:-

1. Weather :

(a) Proximity of tropical revolving storms and

depressions.

(b) Predominating wind direction and Beaufort wind

scale.

(c) Swell direction and wave height.

2. Ocean currents and tidal streams.

3. Proximity of icebergs and pack ice.

4. Metacentric height (with due regard to ice accretion and

water absorbsion ).

5. Nature of cargo

6. Stowage of cargo
7. Carriage of deck cargo.

8. Ballast condition.

9. Vessel transit speed.

10. Geographical considerations.

11. Deviation points.

12. Load Line Zones.

In order to accurately evaluate optimum routeing, Masters

should ensure that they have all relevant information to
hand, which shall include: -

• Fully corrected, latest edition British Admiralty charts.

Additional charts should be obtained at the Master’s
discretion.

• Routeing and pilot charts

• Ocean Passages for the World

• The Mariner’s Handbook

• Sailing directions

• Navigation warnings, inclusive of ice charts

• Load line zones and seasonal areas

• Notices to Mariners
 • Weather reports and weather facsimile charts (initial
information shall be obtained at least 24 hours prior to
vessel’s departure). The availability of additional
weather information should be sourced via vessel’s
agents and coastal radio stations.

• Chartco Met Manager weather information & optimal

routeing as applicable:-

(a) Experience of other vessels on the same or similar

routeing

(b) Port reports from vessel operators

© Piracy reports from vessel operators.

Explain possibility of climatological hazards ?

If there were no other considerations, vessels would use the

great circle route from one point to another. Apart from
considerations such as the availability of bunkers etc. the
possibility of climatological hazards must be reviewed:-
(i) Sea Ice : Sea ice presents a hazard. Sea ice can
cause damage to vessels which are not ice strengthened.
It is also possible for the vessel to become beset. Areas
of sea ice should be avoided.
(ii) Icebergs: Icebergs, bergy bits and growlers are
relatively poor radar targets, but are massive enough to
cause severe damage on collision. The extreme iceberg
 limits reach relatively low latitudes and can be difficult
to avoid. Areas where the concentration of icebergs etc.
is likely to be high should be avoided.
What is ship based routeing ?
The inputs for ship based routeing include
 weather bulletins
 facsimile picture synopses and prognoses
 ice reports
 navtex information on weather
 storm warnings

Due to the time involved in drawing up, say a synopsis, and

then transmitting it, the information received on board
could be about 6 hours old. The ship master then has to
allow for existing weather observations to update and
possibly correct the synopsis received. Official forecasts tend
to cover very large areas and seldom contain enough detail
for a small part of the area.
Working out options such as a least time track with least
damage to hull and cargo, or constant speed options are time
consuming without the right equipment. The existing work
load on board would probably not allow for an effective
calculation of either of these options.Hence operational
savings under whichever option is considered on board,
could probably not be quantified over a number of voyages,
given the number of variables such as different masters,
different routes travelled resulting in a different workload
every time, different cargoes etc.
Explain shore-based routeing ?
There are shore based organisations that do weather
routeing of ships across the North Atlantic and North
Pacific. They employ meteorological experts and
experienced Master Mariners and give routeing instructions
radio on a request from a ship. Though the routeing
procedure is the same as that described earlier, the
meteorologist, aided by a computer, has a better idea of the
reliability of the prognosis. After studying various facsimile
charts(Analysis and Prognosis) such as charts showing
isobars of 100, 200, 300, 500, 700 & 850 mb values thickness
charts, change of pressure charts, temperature lapse rate
charts, infra-red photographs of clouds from satellites and
sea temperature charts, the meteorologist has a good idea of
what possible deviation of the weather may occur from the
prognosis. The experienced Master Mariners are consulted
and routeing instructions are given to the ship by terrestrial
or space radio communications, amended as necessary,
daily. Routeing of ‘selected ships’ of the Voluntary
Observing Fleet is easier and more economic as the regular
weather reports sent by the ship, containing its position,
course and speed, transmitted free of cost by the ship, are
available to the shore-based routeing organisations.
Describe choice of weather routeing by ship or Shore ?
This is entirely up to the ship operator(Ship owner,
charterer) and/or ship master. Fast trans-Atlantic liner in
fruit trade, container trade or passenger trade, involving
high competition and requiring absolute punctually, would
perefer to be weather routed by shore based experts. This
would partly shift the responsibility from the Master to the
ship operator for keeping to the schedules.
Other ships, making regular crossings, would like
economical passages but usually have no penalties to pay for
a delay of few hours. Owners of such vessels may prefer to
leave routeing to shipmasters.
It would be good idea for shipmasters to convince their
owners to use shore-based weather routeing, as it is fairly
inexpensive. While such a vessel is being routed from
ashore, during the trial period, the Master may keep
watching the facsimile prognosis charts and check for
himself the reasons why each alteration of course is
recommended by the routeing organisation.
What are the weather routing services available to shipping
?
Ship weather routing services are being offered by many
nations. Also, several private firms provide routing services
to shipping industry clients. Several PC-based software
applications have become available, making weather routing
available to virtually everyone at sea.
There are two general types of routing services available.
The first uses techniques similar to the Navy’s system to
forecast conditions and compute routing recommendations,
which are then broadcast to the vessel. The second assembles
and processes weather and sea condition data and transmits
this to ships at sea for on-board processing and generation of
route recommendations. The former system allows for
greater computer power to be applied to the routing task
because powerful computers are available ashore. The latter
system allows greater flexibility to the ship’s master in
changing parameters, evaluating various scenarios, selecting
routes, and displaying data.

What are the types of Weather services for shipping from

Met Office ?

 Weather Forecasts
 Weather Bulletins
 Fisherman Warning(Coastal weather warning, Four
stage warning, Port warning, Sea weather warning &
Cyclone warning)
 Weather Observations
 Monsoon Reports
  Daily rainfall graph/Statics
 Local Weather report
 Numerical Weather forecast
 Seismology
 Cyclone Atlas (On line)
The India Meteorological Department (IMD), also referred
to as the Met Department, is an agency of the Ministry of
Earth Sciences of the Government of India. It is the
principal agency responsible for meteorological
observations, weather forecasting and seismology. IMD is
headquartered in New Delhi and operates hundreds of
observation stations across India and Antarctica.

IMD is also one of the six Regional Specialized

Meteorological Centres of the World Meteorological
Organization. It has the responsibility for forecasting,
naming and distribution of warnings for tropical cyclones in
the Northern Indian Ocean region, including the Malacca
Straits, the Bay of Bengal, the Arabian Sea and the Persian
Gulf.
IMD is headed by the Director General of Meteorology.
renowned agro-meteorologist is Director General of
Meteorology. IMD has 6 Regional Meteorological Centers,
each under a Deputy Director General. These are located in
Chennai, Guwahati, Kolkata, Mumbai, Nagpur and New
Delhi. There are also Meteorological Centres in every state
capital. Other IMD units such as Forecasting Offices, Agro
meteorological Advisory Service Centers, Flood
Meteorological Offices, Area Cyclone Warning Centers and
Cyclone Warning Centers are usually co-located with
various observatories or meteorological center.

Weather Reporting System: Efficient weather service to

shipping depends on the timely location and accurate
tracking of weather systems over the open sea which covers
over 70% of Earth’s surface. Overland it is easily possible to
establish weather observation stations (Observatories) but
over sea it is a major capital intensive operation with
recurring expenses. It is, therefore, necessary for Merchant
ships to send out regular reports of the weather experienced,
even if weather is normal.
Weather Reporting and Recording Procedures, Weather
observation Reports:
Reporting System: As recommended by the World
Meteorological Organization (WMO) each Government
recruits a number of Merchant ships called the Voluntary
Observing Fleet (VOF). In case of India the Indian VOF
consists of Indian ships and also Foreign flag ships which
regularly call at Indian ports. Each vessel of the VOF makes
weather observations at the fixed UTC (GMT) hours, called
synoptic hours, codes these observations and transmits them
using the ship’s terrestrial or space radio communication
facilities as soon as possible. These messages are sent to any
of the designated coast radio stations listed in the Admiralty
List of Radio Signals Volume 3 (ALRS 3), which forwards
them to the Regional Meteorological Data Collection Center,
on a priority basis. The ship does not incur any expense at
all. The respective National Weather Authority pays all
relevant charges and also provides for all necessary
equipment, publications and stationary used by the VOF.
The Codes have been devised in such a manner that
the messages can easily be electronically processed and
stored to enable better forecast to be made. The Regional
Meteorological Centre (RMC) collates all the reports of that
area and makes weather forecasts, which are transmitted to
ships of that area, as Weather Bulletins, through selected
stations at fixed times using terrestrial or space radio
communications facilities.
Under normal conditions of weather, the synoptic hours are
00, 06, 12 and 18 UTC. In cases where there is
inclement/disturbed weather, additional synoptic hours are
03, 09, 15 and 21 UTC. The coded weather messages should
be transmitted as soon as possible, the time of observation,
always being the time when the barometer reading is taken.
In case any unusual but urgent weather phenomena are
seen, a special message, in code or plain language may be
sent out at anytime. In rare cases, as during a Tropical
Revolving Storm (TRS) the RMC may request a ship in
particular area for specific urgent observations which
should be complied with by the Master.
Indian Meteorological Department: SERVICES FOR
SHIPPING AND FISHRIES For the
benefit of the ships sailing on high seas and for coastal and
fishing craft, weather bulletins are issued four times daily by
the Area Cyclone Warning Centers at Mumbai, Calcutta
and Chennai and the Cyclone Warning Centers at
Ahmadabad, Bhubaneswar and Vishakhapatnam. When
there is a depression or cyclonic storm over the Bay of
Bengal or Arabian Sea, the bulletins are issued more often
during the course of the day and special warnings are issued
for fishermen advising them not to venture out into the sea.
The bulletins are broadcast through AIR and coastal radio
stations. Fishermen’s associations also play an active role in
disseminating fishermen’s warnings. System of Port
Warning Signals has been established at all major Indian
ports, which are hoisted to warn the ships about impending
danger from approaching storms.IMD has Port
Meteorological Offices at major ports in the country.
Officers from these units visit Ships while in harbour to
check and calibrate the meteorological instruments on board
and to provide meteorological information to ships about to
sail.

Weather Observation Reports:

A REPORT ON REALIZED WEATHER, WIND,

VISIBILITY AND WAVE HEIGHT OVER INDIAN SEAS,
DATED 03rdJAN 2016(FOR 24HRS W.E.F 0900 UTC OF
02-01-2016)
AI: ARABIANSEA:- EQUATOR TO 10° N AND W OF 80°
E
I) WIND DIRECTION AND SPEED:- 1) N OF 05°N: NE-
LY 10-15 KTS
2) S OF 05°N: NE/E-LY
05-10KTS
II) WEATHER:- SCATTERED RA/TS.
III) VISIBILITY:- 6- 4 NM.
IV) WAVE HEIGHT:- 1) 1- 2 MTR 2) 0.5-1
MTR
A2: ARABIAN SEA:- N OF 10°N & CAPE GARDAFUI TO
12°N/ 63°E & THENCE TO THE EAST UPTO 23°45’N/68°E.
I) WIND DIRECTION AND SPEED:- MAINLY NE/E-LY
10-15 KTS.
II) WEATHER:- FAIR.
III) VISIBILITY:- 10- 8 NM.
IV) WAVE HEIGHT:- 1- 2 MTR.
A3:- BAY OF BENGAL: EQUATOR TO 10°N BETWEEN E OF
80°E AND W OF 10°N 98° 30’E TO 6°N 95°E AND THENCE S
WARDS TO EQUATOR.S OF 05°N
I) WIND DIRECTION AND SPEED:- 1) W OF 90°E:-
ENE-LY 15- 20 KTS.
 2) E OF 90°E:- NE-LY
10- 15 KTS.
II) WEATHER:- ISOLATED RA/TS.
III) VISIBILITY:- 8- 6 NM.
IV) WAVE HEIGHT:- 1) 2- 3 MTR.
2) 1- 2 MTR
A4: BAY OF BENGAL: N OF 10° N AND E OF 80° E.
I) WIND DIRECTION AND SPEED:- NE-LY 10- 15 KTS.
II) WEATHER:- FAIR.
III) VISIBILITY:- 10- 8 NM.
IV) WAVE HEIGHT:- 1- 2 MTR.
*KTS: Knots, NM: Nautical Mile, MTR: Meter, RA/TS:
Rain /Thundershower
Weather Facsimile Receiver: The facsimile recorder is an
instrument that reproduces on board a ship. an exact copy of
a weather map drawn by a Meteorologist ashore in the local
Meteorological office. The meteorological office/centre
receives weather reports from all stations- land stations,
weather ships and ships of Voluntary Observing Fleet etc,
and a Meteorologist draws a Weather Maps. The map is
then scanned electronically and transmitted by high
frequency waves using the FM (Frequency Modulation)
technique, to ensure much clearer and relatively static-free
reception on board ship. Facsimile charts fall into two basic
categories- Analysis/Synopsis and Prognosis. Analysis or
Synopsis is the actual situation existent at a given time,
based on actual reports received. Prognosis is the predicted
situation at a specified future time, based on present
indications, as deducted by an expert Meteorologist/expert
on the subject, based on his knowledge, skill and experience.
The Ships fitted with facsimile plotters can receive signals by
radio which will produce on a moving roll of paper, any
chart in the same form as drawn by meteorological office in
any organisation.

Impressions of Black or White signals are made on the roll

of chemically treated paper, as an electronic marker pen
passes on the moving roll. Different types of transmissions
require different drum speed so that the reproduction is
perfect. It is tuned to a particular frequency of transmission
in consultation with ALARS VOL 3 and the sub heading
“Facsimile Schedule”.

Digital Weather Receiver ( WX-200 Weather Receiver) :

The WX-200 is a highly sensitive, quality receiver, with good
front-end protection designed to function in the high RF
environment typical of many repeater sites. A digital
decoder responds to Specific Area Message Encoded
(SAME) alerts transmitted by the NOAA weather station
located in your geographic area. Select your county code and
the type of alert. Select warnings and or watches. During a
weather alert, a relay in the WX-200 will disconnect the
transmitter from the controller and connect it to the weather
receiver. The relay provides a ground for the transmitter
PTT line. Weather audio will be transmitted for the period
of the alert announcement. A programmable alert timer
provides back-up protection.
Weather Alert Log : As alerts are received the WX-200
stores the date, time and type of alert in non- volatile
memory. Storage space is provided for forty alerts. Use the
RS-232 port and the WX-200 configuration program to
down load the data. A print driver is also provided.
Discuss in detail ship weather report and codes ?

Ships should make weather reports in Code FM 13-X

referred to as the Ships Weather Code. This code is
described in detail in ALRS Vol.3. The Ships weather code,
each group consists of five characters and the total number
of groups may be as many as 20. The ship weather code
consists of three sections namely 0,1 and 2. The weather
observations are to be encoded and decoded with the help of
IMD’s Ship Weather Code of 1982. Routine weather reports
observed at synoptic times are encoded and sent to the shore
based MET Centre for plotting, analysis and
prognostication. However, this strategy has now become
obsolete since Wireless Telegraphy has itself become
redundant. The messages should be sent with groups of only
five alpha-numeric characters each.

The section 0 deals with the position of the ship in the

following format

• BBXX XXXX YYGGiw 99LaLaLa

QcLoLoLoLo
• BBXX means Ship Report
• XXXX means The call sign of the ship
• YYGGiw Date and time in UTC
• 99 LaLaLa latitudinal position of the ship
• Qc LoLoLo Longitudinal position of ship
Section 1 deals with the atmospheric weather conditions in
the following coded form
• iRix x hvv Nddff 1Sn TTT 2Sn Td Td Td
• 4 PPPP 5 a ppp 7 ww W1 W2 8Nh CL Cm CH
• iRix hvv --- deals with cloud base and atmospheric
visibility
• Nddff --- Total Cloud Amount,wind direction & speed
o
• 1SnTTT --- Air temperature in C
• 2SnTd Td Td --- Dew Point temperature
• 4pppp --- Atmospheric pressure in HpA
• 5appp --- It is pressure tendency
• 7ww W1 W2 --- It is present weather and as well as past
weather
• 8 NhCLCMCH --- It is Individual low, medium and high
cloud types

• Section 2 deals with the course and speed of the ship

and sea conditions. The following is in a coded format.
• 222DsVs OSnTNTNTN, 2 Pw Pw Hw H 3d w1 dw1 dw2
w

dw2 4 Pw1 Pw1 Hw1 Hw1

• 222Ds Vs --- Speed and direction of the ship
• O Sn Tw Tw Tw --- Sea Surface Temperature
• 2Pw Pw Hw Hw --- Period and height of the wave
• 3 dw1 dw1 dw2 dw2 --- Direction of swell
• 4 Pw1 Pw1 Hw1 Hw2---The Swell’s period and height
In section 2, there is a provision for reporting ice accretion
on the ship in the group (6 IsEsEsRs) so that the thickness and
the rate of ice accretion can be reported. The section 3
commencing with 333 is meant only for regional exchange.
The section 4 commencing 444 is for more detailed
Information regarding cloud heights. However this section is
not reported by the ships. Section 5 contains data for
national exchange. So far VOF is concerned three sections
namely section 0,1 and 2, are relevant. The weather
observations are to be encoded and decoded with the help of
IMD’s ship weather code of 1982.

The MAFOR code means the coded version of maritime

forecast which has to be decoded in order to obtain the plain
language weather bulletins on board the ship. This is helpful
in case of failure of facsimile. The IAC means “International
analysis code” which gives the plot position Isobars and the
movement and nature of pressure system and fronts. The
intensity of the Frontal system whether it is weak
intensifying etc are also given.

Example of ship weather report

BBXX ATVH 10123 99408 30492 41398

 • (Ship) (C/S) (Time) (Lat) (Long) (Cloud)

62828 10143 20082 40084 56028 76364

• (Wind) (Air T) (Dew T) (Pres) (Baro) (Sea)

• 84364 22234 00175 20808 302// 41006

(Cloud) (CMG) (Sea T) (Sea) (Swell) (Swell)

Decode and code the following ship weather report ?

Decode the following ship weather report

BBXX 3FVH 28063 99001 70009 41296 30112

10098 20091
49999 55019 76364 85262 22234 00198 20606
324// 41008

Code the following ship weather report:

SHIP: 7MRJ, Position: 17 47 N, 10153W, CMG last 3 hrs

310 deg at 19 Kts, Visibility: 15 Km, Wind 008 estimated at
28 kts, Pressure: 1019.9 Mb, Baro Tendency : 3.4 mb,
Barograph trace decreasing GMT 28d06h 12m, Temp:Dry
29.8 C, Wet 24.8, Sea 21.6 C Clouds: Total 6/8 of sky, Low
clouds 4/8 of sky, Base 800 metres above sea, Sc not
resulting from Cu, Dense Ns, Ci in hooks progressively
invading sky
Weather: Present cloud covering more than ½ sky
throughout and intermittent drizzle.
Sea: Period 08 sec, Height 02 metre. Swell: From 030,
period 08 sec, height 01 metres