PALOMPON INSTITUTE OF TECHNOLOGY

COLLEGE OF MARITIME EDUCATION

METEOROLOGY1 Marine Transportation Department

LEARNING MODULE

Alfon H. Olorvida
INSTRUCTOR

Note : This module is for educational use only and not for any commercial purposes.
A
MODULE
OVERVIEW
 MODU
LE
OVERV Purpose of
the Module
IEW
To produce competent merchant marine officers that are actively serving as
Officer-in-Charge of Navigational Watch (OICNW) on board seagoing ships of
500 gross tonnage or more engaged in international or domestic trade
ensuring a progressive career path or advanced studies in related maritime
field of specialization and towards becoming management level officers.

Module Title

Meteorology and Oceanography 1

Module Description

Objectives of the course leading towards the competencies in planning and conducting
a passage and determine position. Specifically, students will be exposed to learning
experiences relative to creating their own conceptual framework in using and
interpreting information obtained from ship borne meteorological instruments;
discussion on various weather systems, recording procedures and reporting systems;
and using appropriate meteorological information and observations in determining
expected weather conditions.
MODULE OVERVIEW contd.

Module Outcomes

CO2: Discuss various weather systems, reporting procedures, and recording

systems
CO3: Use appropriate meteorological information and observation in
determining expected weather conditions

Module Requirements

Faculty Requirements: CMO 67, S. 2017, Section 13.2

Prerequisite: None

Module Guide

This module is composed of four (4) topics. Every lessons were

made as comprehensive as possible. Take note that prior
knowledge of previous lesson is required for you to understand
the next lesson or topic. To answer all the assessment correctly,
do not skip any lesson.
KEY TERMS

DEPRESSION – is an area of low pressure which moves from west

to east in the northern hemisphere.
ANTICYCLONES – a weather system with high atmospheric pressure at its
center
ISOBARS – a line on a map connecting points having the
same atmospheric pressure at a given time or on average
over a given period
RIDGE – extension of an anticyclone identified by the form
of isobars on a surface pressure chart
COLS – feature exists between two anticyclones and two
depressions arranged alternately
WMO – WORLD METEOROLOGICAL ORGANIZATION
DANGEROUS SEMICIRCLE – The side of a tropical cyclone to the right of the direction of
movement of the storm in the Northern Hemisphere (to the
left in the Southern Hemisphere), where the winds are
stronger because the cyclone's translation speed and
rotational wind field are additive
SHIP SYNOPTIC CODE – comprised of 23 groups of symbolic letters representing
meteorological and oceanographic elements, report
identification and ship location data
BEAUFORT CODE – a system which uses letters and numbers to denote
various weather types
VOS – Voluntary Observing Ships
METEOROLOGY1
TO

“Topic: Structure of Depression (Depression)”

ACTIVATING STUDENTS SCHEMATA
Z

You’ve probably heard the word “depression

somewhere, it can be on a weather news on
television or from internet. When you hear it, what
immediately comes into your mind? Is it a good
news or a bad news, especially for us seafarers?

In this section of the module, we will tackle about

depression. You will learn how depression forms
and how it moves. Most importantly, you will learn
what are the expected weather in the depression.

Learning about the characteristic of the depression

will help the seafarer to make an early bad weather
preparation and better weather forecasting.
LEARNING
OUTCOME
LEARNING OUTCOME

At the end of this module, you will be able to :

Discuss the typical weather

experienced with depression
approaching from West passing
between the observer and the
nearer pole

Draw a cross- section through a

polar front depression, on the pole
ward and equatorial side of the
canter, showing fronts, cloud and
precipitation areas
EXERCISES
/
ACTIVITIES
EXERCISES/ ACTIVITIES
P

1. In your own words, explain what is a depression?

2. What will be the expected cloud cover, temperature,
pressure and precipitation in the depression?
3. Which do you think has better weather, an area with high
pressure or an area with depression? Justify your answer.
ACTIVATING STUDENTS SCHEMATA

FEEDBACK AND
ANALYSIS OF THE
ACTIVITY
ACTIVATING STUDENTS SCHEMATA

Feedback and Analysis

will be based from the
student’s activity.
MAIN TOPIC
DEPRESSION

DEPRESSION

A depression is an area of low pressure which moves from west

to east in the northern hemisphere.
Low pressure systems can be identified from a synoptic chart due to:

cold fronts
warm fronts
possible occluded fronts
tightly packed isobars
isobars showing pressure decreasing towards the centre from about 1004mb
WARM FRONT
COLD FRONT
OCCLUDED FRONT
DEPRESSION CHARACTERISTICS
CROSS-SECTION THROUGH A DEPRESSION
ASSESSMENT
ASSESSMENT

I.
1. What is a depression?
2. Explain what will be the typical weather expected to be
encountered before, during and after the passing of
depression coming from west. Important factors such as
cloud cover and type, pressure, temperature and rainfall
must be included.
3. Base from your answer on question number two,
illustrate a cross section of a depression showing fronts,
clouds and precipitation are.
FEEDBACK
SUMMARY
METEOROLOGY1
TO

“Topic: Anticyclones and other

pressure systems”
ACTIVATING STUDENTS SCHEMATA
Z

As air masses move around the globe, air pressure

changes. Areas of high pressure are called
anticyclones, whilst low pressure areas are known as
cyclones or depressions. Each brings with it different
weather patterns. Anticyclones typically result in
stable, fine weather, with clear skies whilst
depressions are associated with cloudier, wetter,
windier conditions.

In the previous lesson, we discussed the characteristic

and associated weather of a depression therefore, this
section of the module will discuss about anticyclone.
You will learn its weather symbol and its associated
weather. In addition, ridge and cols will also be
included in this section of the module.
LEARNING
OUTCOME
LEARNING OUTCOME

At the end of this module, you will be able to :

-Draw a synoptic pattern of an anticyclone, for both

northern and southern hemispheres, showing isobars,
weather symbols and wind circulation

-Determine the weather associated with anticyclones

as identified on a surface synoptic or prognostic

-Draw a synoptic pattern for a ridge, col or a void

between a convergence of pressure systems, showing
isobars and wind directions

-Differentiate ridges and cols or voids between the

convergence of pressure systems on a surface
synoptic or prognostic chart
EXERCISES
/
ACTIVITIES
EXERCISES/ ACTIVITIES
P

1. Draw a large box.

2. At the center, draw the symbol for high pressure.
3. With the high pressure symbol at the center, draw
this four isobars with the pressure of 1030mb,
1028mb, 1024mb, 1020mb.
4. Draw the wind direction considering that the high
pressure is on northern hemisphere.
ACTIVATING STUDENTS SCHEMATA

FEEDBACK AND
ANALYSIS OF THE
ACTIVITY
ACTIVATING STUDENTS SCHEMATA

Feedback and Analysis

will be based from the
student’s activity.
MAIN TOPIC
ANTICYCLONES

ANTICYCLONES
The simplified general circulation implies the existence o
high pressure areas in the subtropical and polar regions
(Fig. 8.1). In the actual circulation these areas of high
pressure take the form of anticyclones and are
represented on surface charts by a set of closed isobars
of oval or sometimes circular form (Figs. 8.3. 8.11). In
contrast with frontal depressions, anticyclones move
slowly eastwards, or may be stationary (Fig. 8.6).
ANTICYCLONES

ANTICYCL
ONE
ANTICYCLONES

FIGUR
ES
ANTICYCLONES
ANTICYCLONES
ANTICYCLONES

In the sub-tropics, anticyclones persist for long periods and are termed
permanent. Those in the North Atlantic are called the Bermuda and
Azores anticyclones, reflecting their preferred location, and in the North
Pacific there is a similar pattern of two anticyclones. However, in the
southern hemisphere subtropical anticyclones move eastwards at
greater speeds than those of the northern hemisphere.

The term semi-permanent is applied to the anticyclonic conditions which

develop seasonally in temperate and polar zones. Examples are
anticyclones which develop over North America and Siberia in winter,
but it should be noted that these areas are also frequently affected by
frontal depressions.

Anticyclones may be either warm or cold. Warm anticyclones (all

subtropical and some higher latitude anticyclones) are typified by a
mainly warm troposphere. A cold anticyclone is one in which the lower
troposphere is occupied by cold air, thus it has a relatively shallow
circulation (e.g. anticyclones which move rapidly into lower latitudes
behind a family of depressions). Some anticyclones show both cold and
warm attributes, with a shallow layer of cold air at and near the surface,
and warm air in the troposphere above. These exist in temperate zones
during the winter months, when slow moving or stationary warm
anticyclones persist over a large land mass. The radiative cooling of the
surface results in the development of a layer of cold air in the lower
troposphere.
ANTICYCLONES

As the pressure gradient is slack, the central area of an anticyclone is either calm
or has light and variable winds. Towards the outskirts of the system wind speed
increases and wind direction becomes more marked, being outwards and
clockwise in the northern, but anticlockwise in the southern hemisphere. The air
flow is divergent at the surface, but convergent in the upper part of the
troposphere with a subsequent downward movement of air in the troposphere,
termed subsidence (Fig. 8.15(1)). In the early stages of the development of an
anticyclone the rate of subsidence is high but decreases as the system develops.
Subsidence is significant in modifying the environmental lapse rate as the air
warms adiabatically. If the process continues over a period, an upper level
temperature inversion develops.

Fig. 8.15 (1)

Fig. 8.15 (2)

ANTICYCLONE IN NORTH AND SOUTH HEMSPHERE

NORTH
HEMISPHER
E

SOUTH
HEMISPHER
E
WEATHER CONDITION

WEATHER CONDITIONS
In an anticyclone, the environmental lapse rate of the lower troposphere
is variable, as it is affected by the diurnal variation of surface
temperature. Such variations are most significant over land, and play an
important part in determining anticyclonic weather conditions.
In summer months, a warm anticyclone over land results in high air
temperatures during the day. Any cloud developing will be fair weather
cumulus, its vertical extent being limited by the upper level inversion. Its
life span will be short as the relative humidity of the surrounding air is
low. Visibility on land may well be reduced as a result of haze, and in
coastal areas sea breezes develop. Overnight clear skies and low wind
speeds favour the formation of dew, a deposit of water droplets on the
surface. Dew forms as a result of air, in contact with the surface, being
cooled below its dew-point temperature. Radiation mist or fog may
develop locally where there is a high relative humidity and downslope
drainage of cold air. Soon after sunrise the mist or fog disperses.
WEATHER CONDITION

During winter, the weather conditions initially are clear skies and low air
temperatures during the day, while overnight air temperatures often
decrease below freezing point. Condensation occurs if the air is cooled
below its dew-point temperature. Water droplets forming on the surface
may freeze and further cooling of the air results in sublimation and the
development of a white crystalline deposit termed hoar frost.
Alternatively, a high relative humidity and a long cooling period may
cause widespread and rapid formation of radiation fog, which drifts
offshore over coastal waters and estuaries. The fog may persist
throughout the following day as a result of the small amount of solar
radiation reaching the surface due to the time of year and the presence
of the fog (Chapter 6). However, during the day the fog may list over
land to form a cover of low level stratiform cloud, which in the late
afternoon appears to "lower" to the surface, the condition being termed
anticyclonic gloom. If the air temperature is below 0°C, the fog droplets
will be super cooled and will freeze on coming into contact with any
object whose temperature is at or below O°C. The white deposit of ice is
called rime and always accumulates on the windward side of the object
WEATHER CONDITION

When smoke and other pollutants are trapped beneath the upper level
inversion of an anticyclone because of the stable atmospheric
conditions at this level, smog exists (Plate 26). This term is derived from
smoke and fog, but is also used to describe conditions produced by
pollutants without fog (e.g. in Los Angeles).
Anticyclonic weather conditions in summer and winter may persist for an
extended period, and a change in conditions depends on the movement
or general weakening of the anticyclone. The change is indicated by
increasing wind speeds caused by steepening pressure gradients,
normally associated with an advancing depression.
WEATHER CONDITION
RIDGES AND COLS

RIDGES OF HIGH PRESSURE

An extension of an anticyclone identified by the form of isobars on a
surface pressure chart is termed a ridge (Fig. 8.3), the point of
maximum curvature of the isobars denoting its axis. A ridge may often
be a direct extension of a large anticyclone and produces typical
anticyclonic weather while it persists. In contrast, a ridge located
between two frontal depressions moves rapidly over an area, resulting
in a short-lived break in the adverse weather of the depressions. If the
axis of the ridge is approached from the east, decreasing wind speeds
are experienced as the pressure gradient slackens. Cloud over
decreases, possibly giving clear skies, or cumuliform cloud without
precipitation. To the west of the axis, wind speeds increase as the
pressure gradient steepens. Cloud cover which increases and
progresses from cirrus (Ci) to cirrostratus (Cs) indicates an advancing
frontal depression.

COLS
If there are two anticyclones and two depressions arranged alternately,
a feature exists between them termed a col (Fig. 8.3). Within the col the
pressure gradient is slack, and the winds light and variable. Other
weather conditions associated with a col will depend upon the effect of
the underlying surface on the air mass above. Thunderstorms are
probable if there is instability, but with stability radiation fog may
develop, or advection fog where warm air passes over a colder surface.
During winter, cols are relatively short-lived due to the rapid movement
of depressions which surround them.
RIDGES AND COLS
RIDGES AND COLS
ASSESSMENT
ASSESSMENT

I.
1. Draw a synoptic pattern of an anticyclone, for both
northern and southern hemispheres, showing isobars,
weather symbols, and wind circulation.
2. Explain what type of weather can be encountered in a
high pressure area?
3. Draw a figure that shows high pressure, low pressure,
ridge and col.
4. Explain the difference between ridge and col.
FEEDBACK
SUMMARY
METEOROLOGY1
TO

“Topic: Weather Services for

Shipping”
ACTIVATING STUDENTS SCHEMATA
Z

A forecast is a statement of the anticipated meteorological

conditions for either an area, or fixed location, or along a route or
routes for a specified period. The term was introduced by Admiral
Fitzroy, the first head of the Meteorological Office in London on its
establishment in 1854. In the previous year the first international
meteorological conference had been held in Brussels to discuss
maritime meteorology, and in particular the system of observation at
sea. In 1854, Admiral Fitzroy invited vessels to observe conditions
and report their findings to his office, where climatological records
were to be compiled. It was appreciated at that time that an adequate
and efficient network was essential for the production of accurate
records and forecasts.

Seafarers should take full advantage of the weather forecast

provided from different sources and stations. He can make his own
weather observation and compare it with the forecast he received to
check the accuracy. By having a knowledge for the expected
weather, a seafarer can plan well in advance and dangers can be
avoided.
LEARNING
OUTCOME
LEARNING OUTCOME

At the end of this module, you will be able to :

-Determine the organization, functions and objectives

of the World Meteorological Organization

-Illustrate the weather services for shipping in

manoeuvring to avoid the storm the storm center

-Illustrate the weather services for shipping in

manoeuvring to avoid the storm

-Use the ship’s code and decode book to interpret a

ship’s full report

-Use Beaufort letter abbreviations for present and past

weather and total cloud amount
EXERCISES
/
ACTIVITIES
EXERCISES/ ACTIVITIES
P

1. Remember a scenario where you hear a weather

forecast on television covering your region.
2. What was the weather elements involved in the
forecast?
3. Did the expected or forecasted weather happen?
4. Base on the forecast and actual weather, what can
you conclude?
ACTIVATING STUDENTS SCHEMATA

FEEDBACK AND
ANALYSIS OF THE
ACTIVITY
ACTIVATING STUDENTS SCHEMATA

Feedback and Analysis

will be based from the
student’s activity.
MAIN TOPIC
WORLD METEOROLOGICAL ORGANIZATION

THE WORLD METEOROLOGICAL ORGANIZATION

At the present time, meteorological operations are worldwide under
the guidance of the World Meteorological Organization (WMO), a
technical agency of the United Nations formed in 1951 and based in
Geneva.
As a specialized agency of the United Nations, WMO is dedicated to
international cooperation and coordination on the state and
behaviour of the Earth's atmosphere, its interaction with the land
and oceans, the weather and climate it produces, and the resulting
distribution of water resources.
WORLD METEOROLOGICAL ORGANIZATION

The aims of the organization are to:

1. Assist in the establishment of networks of meteorological
observing stations by encouraging worldwide cooperation.
2. Assist in the development of centres to provide meteorological
observations.
3. Ensure the rapid exchange of data.
4. Further the application of meteorology to human activity (e.g.
shipping).
5. Encourage research and training in meteorology.

In order to achieve these aims, WMO has established a number of

commissions, each concerned with a specific field. One of these is
the Commission for Marine Meteorology. However, as this field is
large, there are a number of working groups with designated tasks
who report periodically to the commission. In September 1982, for
example, the working group on Marine Meteorological Services
presented in Geneva its Final Report which considered, amongst
other factors, the structure of marine services in the year 2000.
STORM WARNINGS

STORM WARNINGS
Forecasters in a NMC, having established from
prognostic data the possibility of high winds over sea
areas, will compile a "Storm Warning". The anticipated
wind force and direction for the sea areas likely to be
affected are stated, and, if the warning is due to a
tropical cyclone, the position of its centre, and its past
and future movement are included. Radio stations
listed in ALRS Vol. 3 with the sub-heading "Storm
Warnings" transmit these messages on their working
frequencies, the modes of transmission being either
R/T or W/T or both. The transmission is normally made
at the end of the next silence period after receipt of the
message. In certain cases the message is repeated,
the interval between broadcasts and the overall period
in which transmissions are made varying from one
station to another.

The sub-heading "Storm Warnings" is general rather

than specific, since the forecast wind speed may vary
from Force 6 (Strong Breeze) to Force 12 (Hurricane).
The message is usually issued in the language of the
country of origin, and WMO recommends that it is also
issued in English.
STORM WARNINGS

In certain parts of the world the national broadcasting

service of a country is used as a channel for
transmitting storm warnings (ALRS Vol. 3). The
transmissions are made as soon as possible after the
receipt of the warning from the NMC (normally at the
first available programme break), and are repeated at
convenient breaks so long as the warning remains in
force.

If the seafarer is to gain the maximum benefits of the

storm warning service, then a policy of regular radio
watch is essential. However, delays which may occur
between the original issue of a warning and its receipt
on board can seriously reduce its value, which is
critical in the case of tropical or temperate zone low
pressure systems since these can develop and
deepen rapidly. The information in a warning is
intended to establish concisely the forecast
conditions for the sea area concerned, but it must be
interpreted intelligently using on board observations
and other data, as it may only be applicable to part of
the area.
AVOIDING TRS

PRACTICAL RULES FOR AVOIDING THE WORST OF A

TROPICAL STORM
As the isobars in a tropical revolving storm are always circular in shape
the storm field has two semicircles which, for safety purposes, are
classified as "dangerous' and ''navigable" (see Figure 18.2). The
dangerous semicircle is the right-hand one in the northern hemisphere
and the left-hand one in the southern latitudes. It is termed dangerous
because the winds therein tend to blow a ship into the path of the
advancing storm's centre, or the storm might recurve and the centre
pass over the ship. The advance quadrant of this semicircle is
particularly dangerous.
In the navigable semicircle the winds tend to blow the ship towards the
rear of the path, and it lies on that side of the path which is away from
the direction in which a storm usually recurves. Before deciding on
evasive action the master needs to know:
(a) The bearing (and if possible the distance) of the storrn's centre.
(b) The semicircle in which the ship is located.
(c) The likely path of the storm.
AVOIDING TRS

1. FIND THE BEARING OF THE CENTRE

Use Buys Ballot's Law ,Remember the wind crosses the isobars at an
angle of about 45° at the edge of the storm field, decreasing until nearly
parallel with the isobars near the centre. Face the wind and the centre is
on your right in the northern hemisphere and on your left in the southern
hemisphere. Allow about 12 points when the corrected barometer
reading starts to fall, then 10 points when it has fallen 10 mb 10.3 in) and
8 points if it falls 20 mb (0.6 in) or more. The wind direction tends to be
erratic during squalls. The best time for observing is when the wind
steadies just after a squall.

2. TRY TO ESTIMATE DISTANCE FROM CENTRE

As a very rough guide, in the absence of detailed meteorological data,
the centre would probably be about 200 miles away if the corrected
barometer reading is 5 mb (0.15 in) below the local normal and the wind
force is about 6. If the wind force is 8 the centre is probably within 100
miles.
AVOIDING TRS

3. FIND OUT IN WHICH SEMICIRCLE THE SHIP IS

LOCATED
To a stationary observer in either hemisphere, the wind shifts to the
right in the right-hand semicircle and to the left in the left-hand
semicircle. Therefore to eliminate the relative motion problem between
ship and storm, the master should heave-to or stop the ship to find out
the true wind-shift and thus determine the semicircle. If the wind veers
the ship is in the right-hand semicircle; if it backs she is in the lefthand
semicircle; if it is steady in direction she is in the direct path of the
storm. The barometer falls ahead of the trough and rises in the rear, thus
the quadrant can also be determined.

4. TRY TO FIND THE LIKELY PATH OF THE STORM

As a Provided the ship is either stopped or hove-to, a very rough
estimate of storm's probable path can be made by working out two
bearings of the centre las described earlier) with an interval of about 3
hours between them. The storm is unlikely to be decreasing its latitude
and, if the latitude is less than 20° it is unlikely to be making any
movement towards the east. A diagram similar to Figure 18.2 (but
omitting the ship) on a piece of tracing paper will be found useful here in
deciding what action to take. The answers to all the above questions will
be very greatly facilitated if official information about the storm's
behaviour has been received by radio from a meteorological service.
AVOIDING ACTION – NORTH HEMISPHERE

ACTION TO AVOID THE WORST OF THE STORM:

NORTHERN HEMISPHERE
RIGHT-HAND OR "DANGEROUS" SEMICIRCLE (Figure 18.2. Ship A). It
under power proceed with maximum practical speed with wind ahead or
on starboard bow, hauling round to starboard as the wind veers. If sea
room is inadequate to make headway, or if the ship is under sail only,
then heave-to on starboard tack. LEFT-HAND OR "NAVIGABLE"
SEMICIRCLE (Figure 18.2. Ship B). Run with the wind well on the
starboard quarter (whether under power or sail) making alt possible
speed and haui round to port as the wind backs. If sea-room is
insufficient to make headway, heave-to on whichever tack is considered
to be the safest under existing circumstances and conditions.
IN DIRECT PATH AND AHEAD OF STORM (Figure 18.2. Ship C). With the
wind on the starboard quarter make all possible speed into the navigable
semicircle. If inadequate sea room to do this, it may be preferable to
proceed into the dangerous
ather than stay in the direct path, but be on the alert for possible
recurvature. VESSEL OVERTAKING THE STORM (Figure 18.2. Ship D).
This may not be unusual in the fast ships of today. HEAVE-TO; the wind
will then shifi 10 the right and the barometer will rise showing that ship
D is in the rear quadrant of the dangerous semicircle.
AVOIDING ACTION – NORTHERN HEMISPHERE

She should then get the wind on the starboard bow (Ship E) and allow
the storm to get clear. If ship o does not heave-to when the storm is first
suspected and continues on course, the barometer will fall and the wind
will shift to the left. This can lead to an erroneous assumption that she is
in the left-hand semicircle ahead of the trough; if she then proceeds
(obeying the rules) with the wind on the starboard quarter she may run
into the dangerous quadrant, especially if her original course was
converging with the path.
AVOIDING ACTION – SOUTHERN HEMISPHERE

ACTION TO AVOID THE WORST OF THE STORM:

SOUTEHRN HEMISPHERE
Exactly the same principles apply as in the northern hemisphere, but
because the wind circulates clockwise the left-hand semicircle is the
dangerous one and the right-hand one is "navigable''. Thus the action to
be taken to keep the ship clear of the worst of the storm is different, as
summarised below. LEFT-HAND OR "DANGEROUS" SEMICIRCLE.
(Figure 18.3. Ship F). Il under power proceed at maximum practicable
speed with the wind ahead or on port bow hauling round as the wind
backs. If impracticable to make headway, heave to on the port tack.
AIGHT-HAND "NAVIGABLE" SEMICIRCLE. (Figure 18.3. Ship G. Run with
the wind on the port quarter making all possible speed and hauling
round to starboard as the wind veers. If impracticable to make headway,
heave-to in the most comfortable position. ON THE STORM PATH
AHEAD OF THE CENTRE. (Figure 18.3. Ship H). With the wind on the port
quarter make all possible speed into the navigable semicircle. If there is
insufficient sea room for this, act as described for northern hemisphere.
VESSEL OVERTAKING THE STORM. (Figure 18.3. Ship J). Heave-to; the
windshift to the left and rising barometer will show ship ) to be in the
rear quadrant of the dangerous sernicircie. Get the wind on the port bow
(Ship K).
AVOIDING ACTION – SOUTHERN HEMISPHERE
WEATHER REPORT FROM SHIPS

THE SHIPS SYNOPTIC CODE FM13-X

Code FM-13-X-SHIP, the ships synoptic code, is comprised of 23 groups
of symbolic letters representing meteorological and oceanographic
elements, report identification and ship location data:

If you intend to provide a weather information to

NOAA for example, it should be in this format. For
full details on the synoptic code, see Extracts from
Ship's Code and Decode Book on a separate file.
BEAUFORT CODE

Beaufort Code: a system which uses letters and

numbers to denote various weather types. The tables
below provide full details of Beaufort Code as well as
the international symbols used on synoptic charts.
BEAUFORT CODE
BEAUFORT CODE
BEAUFORT CODE
BEAUFORT CODE
BEAUFORT CODE
BEAUFORT CODE
BEAUFORT CODE
BEAUFORT CODE
BEAUFORT CODE
BEAUFORT CODE
BEAUFORT CODE
BEAUFORT CODE
BEAUFORT CODE
BEAUFORT CODE
ASSESSMENT
ASSESSMENT

I.
1. What is the function of WMO?
2. State at least five objectives of the WMO.
3. Draw an illustration of a storm in Northern and
Southern Hemisphere. Make sure to include the following
in the illustration:
- Vortex
- Track
- Trough
- Right hand semicircle
- Left Hand Semicircle
- Dangerous Quadrant
ASSESSMENT

II. Code the following weather information using the

synoptic code.

Ship’s Name: Kingmar

Call sign: 9V3765
Date: 13 December 2020
Time: 0700UTC
Wind Speed Indicator: anemometer/ wind speed in kts
Latitude: 50⁰30’N
Longitude: 30⁰23’W
Quadrant of the globe: 7
ASSESSMENT

II. Identify the symbols of the following item according to

the Beaufort Code.
FEEDBACK
SUMMARY
METEOROLOGY1
TO

“Topic: Weather Forecasting”

ACTIVATING STUDENTS SCHEMATA
Z

While the seafarer can do nothing to control the

atmospheric and sea conditions affecting his vessel, he
can indirectly influence the circumstances arising from
them through careful evaluation and application of
forecast data both in pre-passage planning and on
passage. The success or otherwise of the evaluation and
application depends upon the amount and quality of data
available.
A seafarer should also remember that any data is useless
and may sometimes lead to danger if not interpreted
properly.
LEARNING
OUTCOME
LEARNING OUTCOME

At the end of this module, you will be able to :

-Explain how weather observations at a

ship can be used to improve the forecast
derived
from synoptic and prognostic charts
-Evaluates the weather forecast information
received

-Determine the different international name

of the typhoon and hurricanes from the
local name
EXERCISES
/
ACTIVITIES
EXERCISES/ ACTIVITIES
P

1. What does BBXX in the ship synoptic code mean?

2. Explain the difference between synoptic and
prognostic forecast?
3. What do you think is the strongest typhoon ever
recorded?
ACTIVATING STUDENTS SCHEMATA

FEEDBACK AND
ANALYSIS OF THE
ACTIVITY
ACTIVATING STUDENTS SCHEMATA

Feedback and Analysis

will be based from the
student’s activity.
MAIN TOPIC
VOLUNTARY OBSERVING SHIPS

The 1853 Brussels conference called for voluntary surface

observations at sea, and the present Voluntary Observing
Ships' Scheme has developed from this original
requirement. The scheme classifies voluntary observing
ships as selected, supplementary or auxiliary mobile sea
stations.
VOLUNTARY OBSERVING SHIPS

Ships are recruited into the scheme by the NMC of each country
which has signed the International Convention for Safety of Life at
Sea (SOLAS). In the UK this task has been delegated to the Marine
Division of the Meteorological Office who normally recruit ships on
the national registry, but on occasions ships on other registries may
be recruited if additional observing vessels are needed. When
recruiting vessels into one of the three categories and retaining
them in the scheme, trading pattern, instrument sitting, and the
availability of the officers responsible for recording and transmitting
data, are taken into consideration.
The appropriate department in the NMC, in addition to recruiting a
voluntary observing ship, is also responsible for the supply of
instruments, instructional material and meteorological logs. In order
to develop and maintain an effective scheme, Port Meteorological
Officers (PMO) are based at larger ports from which smaller ports in
the area are covered. The PMO acts as a link between the observing
vessel and the NMC. Visiting ships to check instruments and
stationery, discuss problems, and collect completed logs which are
then forwarded to the NMC.
The range of meteorological data observed by each class of
observing ship is set out in Table 10.1.
VOLUNTARY OBSERVING SHIPS
VOLUNTARY OBSERVING SHIPS

The advised synoptic hours for observations are 0000, 0600, 1200
and 1800 UTC daily subject to ship operations. Auxiliary ships
normally only provide observation at these synoptic hours in ocean
areas where data is sparse. They are not supplied with instruments
but must have an approved simple aneroid barometer and mercury
thermometer. On occasions, particularly when there are adverse
weather conditions, observing ships may be asked to increase the
frequency of observations. Additional observations may be
requested for a particular scientific programme, instruments being
supplied if required. Table 10.2 is an extract of the statistics of the
total number of voluntary observing ships.
VOLUNTARY OBSERVING SHIPS

Auxiliary ships were introduced to meet requirements for

observations in data-sparse areas during the International
Geophysical Year (1957/1958), and were subsequently recruited into
the scheme. It should be noted that the distribution of ships in the
three categories varies from one country to another. Table 10.3
shows the number of ships on the UK Meteorological Office register.

Some voluntary observing ships are involved in the Automated Ship

Aerological Programme (ASAP). These vessels are supplied with
radiosonde equipment which enables them to make upper air
soundings.
It should be noted that offshore gas and oil rigs also contribute
observations.
VOLUNTARY OBSERVING SHIPS

From the very beginning, ships' meteorological observations were

recognized as being essential for the provision of safety related
meteorological services for ships at sea, as well as for
climatological purposes.

The Situation Today:

At the present time, the contribution which VOS meteorological
reports make to operational meteorology, to marine meteorological
services and to global climate studies is unique and irreplaceable.
During the past few decades, the increasing recognition of the role
of the oceans in the global climate system has placed even greater
emphasis on the importance of marine meteorological and
oceanographical observing systems.

One of the major continuing problems facing meteorology is the

scarcity of data from vast areas of the world's oceans (the so-called
'data sparse areas') in support of basic weather forecasting, the
provision of marine meteorological and oceanographic services,
and climate analysis and research.
VOLUNTARY OBSERVING SHIPS

While the new generation of meteorological satellites help to

overcome these problems, data from more conventional platforms,
in particular the voluntary observing ships, remain essential. These
ship observations provide ground truth for the satellite
observations, important information which the satellites cannot
observe, essential contributions to the data input for the numerical
weather prediction (NWP) models, and to provide realtime reports
which can be used immediately in services for the mariner. In
addition to their use in NWP, reports from ships at sea are also used
operationally, even more directly, in the preparation of forecasts and
warnings, including those for the Global Maritime Distress and
Safety System (GMDSS), and issued specifically for the mariner.

Thus, without VOS observations, reliable and timely services for

mariners cannot be provided.
EVALUATING WEATHER CHART

Weather forecast received from different sources will be effective

only if the seafarer knows how to read and interpret the
information. Inability to properly understand the information of the
received forecast can lead to dangers, contrary to its original
purpose.
Look at the figure above and evaluate yourself if you can
completely understand the information contained in this weather
map. If in doubt, go back to previous section of the module until
you master how to read and interpret weather forecast information.
TROPICAL CYCLONE NAMING

WMO maintains rotating lists of names which are appropriate for each
Tropical Cyclone basin. If a cyclone is particularly deadly or costly, then its
name is retired and replaced by another one.

Tropical cyclones can last for a week or more; therefore there can be more
than one cyclone at a time. Weather forecasters give each tropical cyclone a
name to avoid confusion. Each year, tropical cyclones receive names in
alphabetical order. Women and men's names are alternated. The name list is
proposed by the National Meteorological and Hydrological Services
(NMHSs) of WMO Members of a specific region, and approved by the
respective tropical cyclone regional bodies at their annual/biennual
sessions. Nations in the western North Pacific began using a new system
for naming tropical cyclones in 2000.
TROPICAL CYCLONE NAMING

The practice of naming storms (tropical cyclones) began years ago in order to help in the
quick identification of storms in warning messages because names are presumed to be far
easier to remember than numbers and technical terms. Many agree that appending names
to storms makes it easier for the media to report on tropical cyclones, heightens interest in
warnings and increases community preparedness.

Experience shows that the use of short, distinctive given names in written as well as
spoken communications is quicker and less subject to error than the older more
cumbersome latitude-longitude identification methods. These advantages are especially
important in exchanging detailed storm information between hundreds of widely scattered
stations, coastal bases, and ships at sea.

In the beginning, storms were named arbitrarily. An Atlantic storm that ripped off the mast
of a boat named Antje became known as Antje's hurricane. Then the mid-1900's saw the
start of the practice of using feminine names for storms.

In the pursuit of a more organized and efficient naming system, meteorologists later
decided to identify storms using names from a list arranged alphabetically. Thus, a storm
with a name which begins with A, like Anne, would be the first storm to occur in the year.
Before the end of the 1900's, forecasters started using male names for those forming in the
Southern Hemisphere.

Since 1953, Atlantic tropical storms have been named from lists originated by the National
Hurricane Center. They are now maintained and updated by an international committee of
the World Meteorological Organization. The original name lists featured only women's
names. In 1979, men's names were introduced and they alternate with the women's names.
Six lists are used in rotation. Thus, the 2019 list will be used again in 2025.

The only time that there is a change in the list is if a storm is so deadly or costly that the
future use of its name on a different storm would be inappropriate for reasons of
sensitivity. If that occurs, then at an annual meeting by the WMO Tropical Cyclone
Committees (called primarily to discuss many other issues) the offending name is stricken
from the list and another name is selected to replace it. Infamous storm names such as
Mangkhut (Philippines, 2018), Irma and Maria (Caribbean, 2017), Haiyan (Philippines, 2013),
Sandy (USA, 2012), Katrina (USA, 2005), Mitch (Honduras, 1998) and Tracy (Darwin, 1974)
are examples for this.
ASSESSMENT
ASSESSMENT

I.
1. In an essay, explain the importance of Voluntary
Observing Ships (VOS). What type of information this
ships are reporting. What agency is responsible for
receiving the forecast from ships? As a seafarer, do you
agree that the information provided by the vessel are
reliable?
ASSESSMENT

II. Identify at least 10 symbols that can be found in this

weather map.
ASSESSMENT

II.
1. Explain how storms or hurricane being named?
2. Based on your experience, what is strongest typhoon
you’ve ever faced? What was the scenario during that
storm?
FEEDBACK
SUMMARY
SUGGESTED READINGS

Mariner's Weather Handbook - Dashew – 1999

Maritime Meteorology Deck off - 1985
Maritime Weather and Climate - Witherby - 1999
Meteorology for seafarers - Brown – 1997
Essentials of Meteorology - Donald Ahrens - 2000
REFERENCES
/
SOURCES
REFERENCES / SOURCES

TOPIC 14
https://www.futurelearn.com/courses/come-rain-or-shine/0/steps/15200
Essentials of Meteorology - Donald Ahrens – 20005.
https://www.bbc.co.uk/bitesize/guides/zsxcwmn/revision/5#:~:text=Weather%20fronts,warm%20fronts
https://www.bbc.co.uk/bitesize/guides/zsxcwmn/revision/5#:~:text=Weather%20fronts,warm%20fronts
https://www.bbc.co.uk/bitesize/guides/zsxcwmn/revision/5#:~:text=Weather%20fronts,warm%20fronts
https://www.bbc.co.uk/bitesize/guides/zsxcwmn/revision/5#:~:text=Weather%20fronts,warm%20fronts

https://www.bbc.co.uk/bitesize/guides/zsxcwmn/revision/5#:~:text=Weather%20fronts,warm%20fronts
https://www.bbc.co.uk/bitesize/guides/zsxcwmn/revision/5#:~:text=Weather%20fronts,warm%20fronts

TOPIC 15
Meteorology for seafarers - Brown - 1997
http://www.ecn.ac.uk/what-we-do/education/tutorials-weather-climate/anticyclones-and-
depressions#:~:text=Areas%20of%20high%20pressure%20are,cloudier%2C%20wetter%2C%20windier
%20conditions.
https://en.wikipedia.org/wiki/High-pressure_area
Meteorology for seafarers - Brown – 1997
Meteorology for seafarers - Brown – 1997
Meteorology for seafarers - Brown - 1997
Meteorology for seafarers - Brown - 1997
Meteorology for seafarers - Brown - 1997
Meteorology for seafarers - Brown - 1997
Meteorology for seafarers - Brown – 1997
Meteorology for seafarers - Brown - 1997
https://geographyfieldwork.com/Anticyclones.htm
https://geographyfieldwork.com/Anticyclones.htm
Meteorology for seafarers - Brown - 1997
Meteorology for seafarers - Brown - 1997
https://future-seafarer.com/col/
REFERENCES / SOURCES

TOPIC 16
Maritime Meteorology Deck off - 1985
https://www.environmental-expert.com/companies/world-meteorological-organization-wmo-27116
https://www.greenclimate.fund/ae/wmo
Maritime Meteorology Deck off - 1985
Maritime Meteorology Deck off - 1985

TOPIC 17
Meteorology for seafarers - Brown - 1997
https://www.vos.noaa.gov/vos_scheme.shtml
https://public.wmo.int/en/our-mandate/focus-areas/natural-hazards-and-disaster-risk-reduction/tropical-
cyclones/Naming#:~:text=In%20the%20pursuit%20of%20a,from%20a%20list%20arranged
%20alphabetically.&text=Since%201953%2C%20Atlantic%20tropical%20storms,by%20the%20National
%20Hurricane%20Center.
https://www.prophotouav.com/meteorologists-storm-weather-drones/
Maritime Meteorology Deck off - 1985
Maritime Meteorology Deck off - 1985
Maritime Meteorology Deck off - 1985
https://www.ncdc.noaa.gov/data-access/marineocean-data/vosclim/data-management-and-access
https://ocean.weather.gov/
https://public.wmo.int/en/our-mandate/focus-areas/natural-hazards-and-disaster-risk-reduction/tropical-
cyclones/Naming#:~:text=In%20the%20pursuit%20of%20a,from%20a%20list%20arranged
%20alphabetically.&text=Since%201953%2C%20Atlantic%20tropical%20storms,by%20the%20National
%20Hurricane%20Center.
https://ocean.weather.gov/shtml/pyaa01.gif