TROPICAL STORMS

Tropical Storms are intense depressions which develop in tropical latitudes. A Tropical Storm
influences an area of typically 200 – 250 miles radius from its centre, (a mid latitude
depression radius is typically 500 – 600 miles, therefore the Tropical Storm has greater
pressure gradients and wind speeds.)

Terminology
 Tropical Depression
 Tropical Storm
 Severe Tropical Storm
 Typhoon / Hurricane / Cyclone
Winds of Force 7 or less (≤ 33 knots)
Winds of Force 8 and 9 (34 – 47 knots)
Winds of Force 10 and 11 (48 – 63 knots)
Winds of Force 12 or more. (≥ 64 knots)

Typhoon / Hurricane / Cyclone classification (Saffir Simpson scale)

 Category 1 Wind 64 – 82 knots Pressure > 980hPa
 Category 2 Wind 83 – 95 knots Pressure 965 - 979hPa
 Category 3 Wind 96 – 113 knots Pressure 945 - 964hPa
 Category 4 Wind 114 – 135 knots Pressure 920 - 944hPa
 Category 5 Wind > 135 knots Pressure < 919hPa.

Requirements
 Moist, unstable air / convection.
 Convergence.
 Rotation to deflect the air (Coriolis)  Lat must be greater than 5° - 8°.
 Sea temp of 27°C (Energy provider).
 Low wind sheer with height to allow vertical motion and high vorticity.

Signs
 Barometer reading 3mb below average then TRS probably in vicinity
5mb “ “ “ “ “ within 200 mls
 Barometric tendency slow fall 500 – 120 mls from centre
marked fall 120 – 60 “ “ “
rapid fall 60 – 10 “ “ “
 Wind speed light winds 250 mls from centre
Force 8 150 “ “ “
Force 12 < 70 “ “ “
 Wind direction unexpected change in wind direction
 Red / Copper sky upto 500 mls away
 Cirrus cloud formation brg in direction of storm
 Cumulus spiralling bands, giving rain squalls 150 mls away
 Swell pronounced swell upto 1000 mls away, unexpected direction
 Humidity a heavy, humid atmosphere
 Storm tides 3 – 5m higher than expected
 Radio warnings
 SOLAS Reporting Requirements
Chapter V. Regulations 31 & 32
(Extracts)

The master of every ship which meets a tropical storm or winds of force 10 or above on the
Beaufort scale for which no storm warning has been received, is bound to communicate the
information by all means at his disposal to ships in the vicinity, and also to the competent
authorities. The form in which the information is sent is not obligatory. It may be transmitted
either in plain language (preferably English) or by means of the International Code of Signals.

A statement that a tropical cyclone has been encountered. This obligation should be
interpreted in a broad spirit, and information transmitted whenever the master has good reason
to believe that a tropical cyclone is developing or exists in the neighbourhood.

 Time, date (Universal Co-ordinated Time) and position of ship when the observation
was taken.
 True course and speed of ship.

As much of the following information as is practicable should be included in the message:

 barometric pressure, preferably corrected (stating millibars, millimetres, or inches, and
whether corrected or uncorrected);
 barometric tendency (the change in barometric pressure during the past three hours);
 true wind direction;
 wind force (Beaufort scale);
 state of the sea (smooth, moderate, rough, high);
 swell (slight, moderate, heavy) and the true direction from which it comes. Period or
length of swell (short, average, long) would also be of value;

Subsequent observations
When a master has reported a tropical cyclone or other dangerous storm, it is desirable but not
obligatory, that further observations be made and transmitted hourly, if practicable, but in any
case at intervals of not more than 3 hours, so long as the ship remains under the influence of
the storm.
When aware of the presence of a Tropical Storm

 Construct a plot Position of TRS

Position of ship

 Determine bearing and Plot information / calculation

distance of the storm centre. Meteorological observation
Buy Ballots Law
Weather Routeing Services

 Predict the path of the storm History of previous TRS’s

and the ‘area of influence’. Radio information
Plotting information
40° either side of path

 Determine the vessel’s relative position. Plotting information

Pressure tendency
Meteorological observation:
Wind direction Northern Hemisphere Southern Hemisphere
Wind ‘veers’ Dangerous Semi-circle Navigable Semi-circle
Wind ‘backs’ Navigable Semi-circle Dangerous Semi-circle
Wind ‘steady’ In the Path / Track In the Path / Track
Pressure
Falling Ship in ‘advance’ of storm
Rising Ship at rear of storm

 Continuous monitoring and updating throughout

 Be aware of possible ‘Recurvature’

Considerations

If the ship is presently well clear of the storm and its area of influence, but the ship’s intended
passage is converging with the storm:
 Stop and wait storm developments
 Reduce speed and wait storm developments
 Amend passage plan to avoid the potential danger area

If the ship is not yet under the influence of the storm, but needs to take prompt action:
 Seek shelter Lee of a large island
Still require room to manoeuvre
Will ship be exposed later as the storm passes

 Out run the storm Moving away from the path

What speed can vessel make good
Do we have the time
Do we have sufficient sea room

 Moving into higher latitudes TRS will reduce in colder waters

What speed can vessel make good
Do we have the time
Do we have sufficient sea room
Recurvature will move the TRS to higher latitudes

If the ship is under the influence of the storm and needs to safeguard life and the ship:
 Manoeuvre According to the ‘Rules’ (subject to available sea room / proximity of
dangers):

Northern Hemisphere Dangerous Semi-circle Put wind on starboard bow and make
best speed.
Alter course to stbd as the wind veers
Navigable Semi-circle Put wind on starboard quarter and make
& best speed.
In the Path Alter course to port as the wind backs

Southern Hemisphere Dangerous Semi-circle Put wind on port bow and make best
speed.
Alter course to port as the wind backs.
Navigable Semi-circle Put wind on port quarter and make best
& speed.
In the Path Alter course to stbd as the wind veers.

Nb. ‘Best’ speed is a balance between the urgency of the situation and ensuring the safety /
stresses of the ship.
 Vessel in Port

Advantages Precautions Hazards

Stay No swell. Extra moorings. Breaking loose.
Alongside Availability of tugs. Extra fenders. Contact with the berth.
Shelter. Gangway secured. Grounding.
Reduced stresses. S.B.E. Collision with other vessels.
Thrusters ready. Pollution.
Anchor down. Storm tides.
Ballast. Debris.
Reduce F.S.E. Shore equipment falling.
All crew on board. No tugs available.
Passengers ashore. No pilot available.
Cargo lashings. Having to proceed to sea at
Batten down. a later time.
Dock cranes moved
clear of ship.
Move to better berth.
Tugs on stand-by.
Pilot on stand-by.
Wx monitoring.
 Advantages Precautions Hazards
Go To Engines to hold Two anchors. Dragging.
Anchorage ship. Extra cable. Fouling anchors / cable.
Availability of tugs. S.B.E. Pitching.
Shelter. Thrusters. Collision.
Easier to proceed to Ballast. Grounding.
sea later, if req’d. Reduce F.S.E. Storm tides.
Batten down. No tugs available.
Cargo lashings. No pilot available.
Tugs on stand-by. Having to proceed to sea at
Pilot on stand-by. a later time.
Wx monitoring. Deterioration in visibility.
Bitter-end ready to Damage to shore nav-aids.
slip. Damage to shore comms.
Radar picture interference.

Proceed Full control of ship Batten down. Lack of time to clear area.
To Sea Room to manoeuvre Manoeuvre by ‘rules’. Lack of sea room /
Could get into NSC Ballast. proximity of dangers / land.
Less effect of Reduce F.S.E. Wx effects on manoeuvring.
ground swell and/or Cargo lashings. Unable to control vessel.
storm tides L.S.A. prepared. Traffic congestion whilst
Bridge Team. leaving the port.
Wx monitoring. Lack of shelter.
Leave well in Ship stresses.
advance. Not in correct condition, e.g.
load / stab, to proceed.