Mariners Weather Log Fall 1995 Waugoshance Lightstation Lake Michigan Off Wilderness State Park, Michigan The Topographical Bureau (now the Army Corp of Engineers) built this lightstation in 1851, replacing the first light ship built on the Great Lakes. When the White Shoal Lighthouse was built in 1912, this light was decommissioned and has been scheduled for demolition. As the top where this light once was is a "birdcage" lantern. A common design in the 1850s, only a few of these "birdcages" are now left. Thus, if the structure must go, we hope that the "birdcage" can be saved and put on public display somewhere in the Mackinac Straits area. Pen and Ink Drawing by Leo Kuschel Descriptive passage by Leo and Sue Kuschel Historical Society of Michigan 2117 Washtenaw Av. Ann Arbor, MI 48104 4 Lightning at Sea Edward C. Brainard II The terror of lightning strikes on water 8 Western Northern Pacific Typhoons—1995 Staff, Joint Typhoon Warning Center 1,000 typhoon warnings later, the JTWC reviews a banner year 17 Heavy Weather Avoidance Part II Glen Paine A mariner's perspective of the 500 millibar chart 21 Texas A & M at Galveston Maritime College Nancy O'Donnell A look at the famous Ocean Aggies Cover: A mariner poses on an ice encrusted ship in the Great Lakes circa 1920s. Inside Back Cover: Mark Twain's pilot license, 1859, from the collection of the Mariners' Museum Research Library and Archives, Newport News, Virginia. Museum photograph. Back Cover: A beautiful and deadly iceberg drifts across the North Atlantic. Photo courtesy of the International Ice Patrol. Fall 1995 Vol. 39, No. 4 Girl on Buoy on the Massachusetts Coast—page 42 Departments 26 Fax Facts 29 Editor's Choice 35 Hurricane Alley 36 Satellite Snapshots 37 Great Lake Wrecks 38 Sea Photo 39 Whale Oil & Wicks 42 Lifelines 44 Marine Observations 50 PMO Poop 55 Tables The Log continues To paraphrase Mark Twain: "Reports of the [Log's] death are greatly exaggerated." In the past months, when the future of the Log was cloudy at best, we've received many letters and phone calls from readers testifying to the value of the Mariners Weather Log. Townsend Horner, President of the West Bay Marine Corporation in Osterville, Massachusetts writes: "Over the years [the Log] has been one of the most interesting and best put together of the many marine-related publications that come into this office. Each issue has been both entertaining and educating as well as statistically useful with its maps and data. Personally, I would be willing to pay almost any price for the ability to continue receiving it." With this fall issue the Log returns as a slimmer volume. Although Dick DeAngelis' witty and informative Marine Weather Review is missing and the Drifters, Scuttlebutt, and Radio Tips columns are absent, the spirit of the Log remains the same. In addition, this issue marks the transition to a new era for the Log. We are pleased to announce that the Log will continue through the cooperative efforts and with the support of two NOAA offices—the National Weather Service (NWS) and the National Environmental, Satellite, Data, and Information Service (NESDIS) and the U.S. Navy. Although the realities of budget cuts and government downsizing will bring changes to its content and format, we believe that the Log again has a bright future. The first issue in the new format is expected to be available by early summer. The Log began in 1957 as a publication of the Office of Climatology, U.S. Weather Bureau. In 1966, with the establishment of the Environmental Science Services Administration (ESSA), the Log was transferred to ESSA's Environmental Data Service, which was later to become part of NESDIS. So now the Log has come full circle and the NOAA National Weather Service will take the lead for its production and distribution. Through many changes over the years NWS, NESDIS, and the Navy have all played their part in supporting the Mariners Weather Log and ensuring that it fulfills its unchanging mission of providing useful information to mariners, shipboard weather observers, and many others whose lives and livelihood depend on knowledge and understanding of the sea. Throw your trash overboard, and you could be dropping a bundle. It's dark. You think nobody's watching. Why not toss that plastic trash bag overboard? Because if you do, you're throwing away a lot more than just the day's garbage. You're committing a class D felony, now punishable by imprisonment for up to six years and a corporate fine of up to $500,000. Why the new penalties? Because our oceans aren't capable of absorbing unlimited amounts of trash. And a lot of people are tired of finding other people's garbage on their beaches. So stow your trash on board for proper disposal on land. It's an idea the whole world can live with. And it can save you a bundle. To find out more, write: The Center for Marine Conservation, PSA-CM, 1725 DeSales Street, N.W., Suite 500, Washington, D.C. 20036. A public service message from: The Center for Marine Conservation The National Oceanic and Atmospheric Administration The Society of the Plastics Industry Lightning with branching leaders and the main discharge. Courtesy of USA/NWS/NOAA. Lightning at Sea Edward C. Brainard I Herman Melville writes of the terror and fright of lightning aboard the Pequod in Moby Dick. He also wrote in detail of the use of lightning rods for the ship's protection and the need for suitable grounding of the rods to the sea: "All the yard-arms were tipped with pallid fire; and touched at each end of the trip-pointed lightning-rod-ends with three tapering white flames, each of the three tall masts was silently burning in that sulphurous air, like three gigantic wax tapers before an altar. The corporants have mercy on us all." [Corposant is derived from corpo santo meaning 'body of a saint' which refers to the electrical discharges commonly called St. Elmo's fire.] "To sailors, oaths are household words; they will swear in the trance of a calm, and in the teeth of the tempest; they will imprecate curses from the topsail yard-arms, when most they teeter over to a seething sea; but in all my voyaging, seldom have I heard a common oath when God's burning finger has laid on the ship." What reverence we have for lightning and with good cause. Even though most of the fundamentals of lightning have been known for centuries, we forget them and in doing so are in danger. Lightning, the visible discharge of atmospher- when the atmosphere generates sufficient charge to ionize the air, is usually associated with cumulonimbus clouds or thunderheads. It also occurs in nimbostratus clouds, in snowstorms, dust storms, and sometimes in the dust and larger particles emitted by volcanoes. Lightning discharges occur within a cloud, between clouds, between cloud and air, or from a cloud to ground. This discharge is generated when regions of net charges are generated by charge separation that produce an electrical dipole structure in the cloud. The charge separation is driven by the updraft of moisture laden air similar to the rotating belt of a Van de Graaff static electricity generator. This action concentrates large negative charge at the bottom of the cloud, positive charge aloft and a small positive charge on the lowest advancing section of the cloud. The electrical charges reside on ice crystals. From cloud to ground, lightning is initiated by the neutralization of the small net positive charge from the lowest region of the cloud. This flash consists of at least two discharges. The leader stroke carries a negative charge to the ground. This is not very bright, and is commonly stepped with many branches extending from the main channel. As the leader approaches the ground, it attracts an opposite charge concentrated at the point to be struck. Then, a reverse flow of current freely flows through the low resistance ionized channel, where the cloud is short-circuited to ground forming the characteristic brilliant flash between a potential difference of several million volts with peak currents in excess of 20,000 amperes. The temperature in this small channel is increased to 50,000 degrees F in less than 70 microseconds. The thermally heated air expands energetically forming a supersonic shock wave resulting in claps and rumbles of thunder. Lightning has one purpose; bring cloud-cloud or cloud-earth to a closer electrical potential. In doing this it is ruthless. It will take the lowest resistance path, and its high current flow will destroy anything in its path. I have seen the results of the lightning striking a tree during the dry season where the ground does not provide a good conductive path. The lightning hit the tree and blew it apart. It flowed out through the roots which were more conductive than the ground and heated them to the point of vaporization. They blew apart with the intensity of primer cord and opened ditches all around the tree, throwing heavy boulders for fifty feet. This shows the danger in not having a suitable low resistance path for the lightning to flow to ground potential. On small vessels, a lightning rod will provide protection if it is suitably grounded. However, many precautions must be observed: if the mast is aluminum, ground its base to a suitable external sea water ground. If it is wood or carbon fiber, a heavy copper ground must lead from the masthead lightning rod with as straight a path as possible to the sea water ground. The shrouds, pulpits, and life lines must be grounded to this same sea water ground using No. 4 copper wire. In addition, all significant metal objects (stove, fuel tank, metal ventilators, anchor chain, steering pedestal and cables) above or below decks should be connected to this same grounding system to prevent auxiliary arching from the grounding system to the objects. There is no perfect grounding system since the current flow is so extreme at the time of the strike. The lightning will electrically saturate your grounding system and find other paths to the sea. However, your attention to an adequate grounding system will minimize damage. The extreme pulse of current caused by lightning induces voltages and current in nearby metallic object. This is effect is called Electromagnetic Pulse (EMP). EMP has been a great concern of the military. It is estimated that a 10 megaton thermo nuclear weapon set off in the stratosphere would create an EMP which would damage a significant amount of United States electronic and communications gear. Thus the art of "Hardening" electronics is a recently developed technique which can help us in the protection of yacht equipment. However, this technology is not being widely used by marine electronics manufacturers due to the increased costs. ![Cross-section diagram showing the direction of advance of a typical local thunderstorm, with labeled regions for clouds, sea, and sailboat](page_1092_1342_486_312.png) Cross-Section of a Typical Local Thunderstorm A nighttime storm over Miami, Florida is captured by photographer Ron Holle. "It's not often you get to take photos of lightning. By the time you get your equipment, it's gone. This storm was was nearly stationary for 2 hours. One cell or tower would be attacked for 10-15 minutes and then another would take up." Holle took the photo near Miami Shores, looking east over the Gulf Stream. Thus electronic equipment in small vessels is at great risk during a direct lightning strike. The best way to protect it is to disconnect it from the antenna and ships power and ground the antenna to prevent lightning from arching from the antenna connect to other gear in the vessel. The modern VHF antenna is designed to protect your equipment and vessel; it is not just a bare wire cut to a resonant length mounted at your masthead. It includes a coil at its base which should be suitably grounded to the mast ground. The antenna lead taps into this coil forming a tuned system, but static electricity or lightning will be conducted directly to ground through the coil. Again, a direct strike will probably destroy your VHF transceiver, but the antenna will act as a protective lightening rod to discharge the local static electricity field and help reduce the probability of a direct strike on the small vessel. Lightening strikes have been known to hit a number of miles away from the actual area of a thunder storm, so precautions should start early with the approaching disturbance. Personnel should remain in the lowest possible location in a small vessel during a thunderstorm avoiding metal objects within the vessel since lightning often jumps from the grounding system to ungrounded objects because of EMP and could arc to your body. It may not be practical in a small yacht, but you should maintain a distance of 2-meters between you and a large metal object. Do not touch metal objects within the yacht at these critical times. This also includes engine and autopilot controls. Peter Price, a member of the Royal Cruising Club, reported a direct strike of his wooden 9 ton Hillyard in Scotland during the summer of 1971. The yacht was at her mooring with no one aboard. The lightning path included the head stay where it arced to the navigation lights which vaporized. Every electrical item was destroyed, even a battery operated piece of electronics packed away and not connected to the ship's power system. The lightning found its way to the sea through the propeller and shaft. It temporarily magnetized pig iron ballast and gave a compass deviation of 40 degrees. This deviation could be a major problem at sea if all other navigation equipment was damaged. It would be wise to have information for determining sun bearings. He has since used a chain hung overboard at the mooring or at sea during a lightning storm. This precaution is wise, but the area of the ground must be large enough. A report from the log of the vessel Arwen describes being struck by lightning in Columbo, Sri Lanka. It was raining, but there was no thunder, a typical scenario for a major strike. Husband and wife were reading below. Suddenly a tremendous bang left their ears hissing for hours. The cabin was then full of smoke but no fire. It was apparent that a leak had occurred, and pumping controlled it. A 5 cm. hole was found behind the port bunk where the B&G speedometer through hull fitting had been blown away. Fortunately, the bunk partitions acted to restrain the flow of the sea water into the bilge or else the pumps could not have kept up with the inrush of water. The hole was plugged with a large rubber cork which fortunately had ben put aboard by a perceptive technician while fitting out of the voyage. All electric motors was damaged including an isolated video camera. The lightning also blew off the outboard end of the battery powered echosounder but left the shank of the transducer in the trough hull fitting. The lightning had found a major path to the sea down the deployed anchor chain where it had scored adjacent stainless steel and burnt rope laying on the chain. Thunderstorms continued after this strike with great intensity through the night. The couple could only hug each other and hope for no more direct strikes. Reports are appearing of lightning striking fiberglass hulls which have carbon fiber laminates. In one case, the lightning heated the carbon fibers and delaminated the hull. Fortunately the carbon fiber layer was near the inner surface of the hull, so it could be repaired after removing the entire interior of the cabin. These are just a few of numerous incidences of direct strike by lightning. The lesson is to take every precaution in advance to reduce the impact of the strike. These precautions will lesson the damage. Summary of Precautions for Small Vessels 1) Make sure your vessel is well grounded. 2) Upgrade grounding conductors to No. 4 copper wire and ground all major metal objects to prevent dangerous secondary arcing. 3) If you feel your hair stand on end or if the radio starts to hiss with noise, you may be near to a strike condition. Go below and stay away from metal objects. 4) Consider using all metallic through hull fittings to provide a better electrical path to the sea. 5) Pump bilges before a lightning storm. This source of water may be vaporized to steam and its expansion may cause serious damage. 6) If your engine has a rubber coupling to its propeller shaft, install a heavy conducive strap between the engine and shaft across the coupling. 7) If you cruise in fresh areas and you are not grounded to an external keel, increase your ground plate area from the minimum of 1 square foot by a factor of 10. 8) Carry a good supply of plugs for securing through hull fittings if they are damaged by lightning. Make sure they are big enough. 9) If your small vessel is struck by lightning, check your mast and rigging. The very high currents will probably have caused some serious damage. 10) If your vessel is struck by lightning, check your mast and rigging. The very high currents will probably have caused serious damage. 11) Be current with your knowledge of CPR (Cardiopulmonary Resuscitation). This technique may save a life after electrical shock by lightning. Acknowledgement: Special thanks to Professor Ed Williams at the Massachusetts Institute of Technology, Department of Earth and Planetary Sciences. Western North Pacific TYPHOONS 1994 ![A satellite image showing three tropical systems labeled Yunya (11°W), Zeke (12°W), and a subtropical disturbance aligned SW–NE along the axis of a reverse-oriented monsoon trough.](page_370_256_1042_482.png) Yunya (11°W), Zeke (12°W), and a subtropical disturbance are aligned SW–NE along the axis of a reverse-oriented monsoon trough (190031Z July visible GMS imagery). Staff, Joint Typhoon Warning Center The Northwest Pacific was especially active in 1994, with several long lived, slow-moving typhoons that dramatically increased the workload for the men and women of the Joint Typhoon Warning Center (JTWC). For the first time in its 36-year history, the JTWC issued more than 1,000 warnings in the North Western Pacific. The year included six super typhoons, 16 lesser typhoons, 15 tropical storms and 5 tropical depressions. It was also a notable one as two of the longest-lived tropical cyclones on record battered the Pacific. John lasted for 30 days over the North Pacific Ocean, while Tropical Cyclone Rewa settled for 21 days in the southwestern Pacific Ocean. Also for the first time in history, the Joint Typhoon Warning Center recorded binary interaction between Typhoon Pat and Tropical Storm Ruth. Some of the large-scale atmospheric and oceanic climatic parameters continued to be indicative of El Niño conditions during most of 1994: the sea surface temperature (SST) over much of the eastern equatorial Pacific — especially near the international This summary is based upon the 1994 Annual Tropical Cyclone Report prepared by the Joint Typhoon Warning Center, Guam, Mariana Islands. Our special thanks to Frank H. Wells.
Tropical Cyclone Period of Warning Number of earnings Issued Maximum Surface Winds Knots (meters/seconds) Estimated MSLP millibar
(01W) TD04 JAN - 06 JAN525 (13)1002
(02W) TY OWEN01 MAR - 08 MAR3275 (39)968
(03W) TY PAGE11 MAY - 17 MAY2590 (46)954
(04W) TD24 MAY - 26 MAY1130 (15)1000
(05W) TS RUSS04 JUN - 09 JUN2055 (28)984
(06W) TS SHARON21-22 JUNE/22-25 JUN1445 (23)991
(07W) TD03 JUL - 04 JUL730 (15)1000
(08W) TY TIM07 JUL - 11 JUL18125 (64)916
(09W) TS VANESSA09 JUL - 11 JUL1045 (23)991
(10W) STY WALT14 JUL - 26 JUL50130 (67)910
(11W) TS YUNYA18 JUL - 21 JUL1445 (23)991
(12W) TY ZEKE18 JUL - 24 JUL2665 (33)976
(13W) TD25 JUL - 26 JUL425 (13)1002
(14W) TS BRENDAN29 JUL - 01 AUG1550 (26)987
(15W) TS AMY29 JUL - 31 JUL840 (21)994
(16W) TS CAITLAN02 AUG - 04 AUG960 (31)980
(17W) STY DOUG02 AUG - 13 AUG42140 (72)898
(18W) TY ELLIE08 AUG - 16 AUG3380 (41)963
(08E) TS LI13 AUG - 18 AUG2155 (28)984
(19W) STY FRED14 AUG - 22 AUG33130 (67)910
(20W) TY GLADYS22 AUG - 02 SEP45105 (54)938
(21W) TS HARRY25 AUG - 29 AUG1560 (31)980
(22W) TY IVY28 AUG - 03 SEP2675 (39)968
(10E) TY JOHN28 AUG - 08 SEP45105 (54)938
(23W) TS JOEL04 SEP - 11 SEP2785 (44)958
(25W) TS LUKE09 SEP - 14 SEP2250 (26)987
(26W) STY MELISSA11 SEP - 18 SEP29135 (69)904
(27W) TS NAT15 SEP - 22 SEP2945 (23)991
(28W) STY ORCHID18 SEP - 30 SEP48135 (69)904
(29W) TY PAT21 SEP - 26 SEP4895 (49)949
(30W) TS RUTH24 SEP - 28 SEP1845 (23)991
(31W) TD29 SEP - 03 OCT1130 (15)1000
(32W) TY SETH02 OCT - 11 OCT37120 (62)922
(33W) TY VERNE15 OCT - 31 OCT66115 (59)927
(34W) TY TERESA17 OCT - 26 OCT3780 (41)963
(35W) TY WILDA20 OCT - 01 NOV49125 (64)916
(36W) TS YURI(23 OCT - 25 OCT)935 (18)997
(37W) STY ZELDA28 OCT - 8 NOV44135 (69)904
(38W) TX AXEL13-14 DEC/15-25 DEC42115 (59)927
(39W) TS BOBBIE17 DEC - 25 DEC2950 (26)987
TOTAL: 1058 date line — was consistently warmer than normal, and the Southern Oscillation Index (SOI) (Climate Analysis Center, 1994) was strongly negative for most of the year. From September through the remainder of the year, low-level westerly winds penetrated far to the east of normal. By the end of December, monsoonal low-level westerly wind flow was straddling the equator and had penetrated well-beyond the international date line to near 160°W. Based on the Pacific basin SST patterns and the distribution of wind and surface pressure in the tropics of the Pacific basin, the U.S. Climate Analysis Center (along with other international meteorological centers) officially declared that an El Niño event was under way, and predicted that it would reach its mature phase in early 1995. With the anomalous eastward push of monsoonal westerlies, several of the year's tropical cyclones formed east of 160°E and south of 20°N. The number of tropical cyclones that form in this region is highly dependent upon El Niño, with more during El Niño years and less in other years. Unlike most El Niño years, however, there were several tropical cyclones that formed east of 160°E and north of 20°N. JANUARY THROUGH MAY Tropical cyclone activity got off to an early start during 1994. Tropical Depression 01W, which occurred in January in the near-equatorial trough, is most properly considered to be late-season storm, born in atmospheric conditions that evolved during November and December of the previous calendar year. The next two months were equally quiet. February is traditionally the month with the lowest average number of tropical cyclones in the western North Pacific, and there were no significant tropical cyclones in the western North Pacific basin during this time. March always held no significant tropical cyclones in the western North Pacific basin, however, the tropical disturbance which became Typhoon Owen was first detected in late March in a near-equatorial trough in the Caroline islands. APRIL Owen formed in the Caroline islands at the end of March. Tracking westward, Owen reached peak intensity of 75 knots (39 m/sec) one day before it crossed several islands of the Philippine archipelago where three people were killed and four were reported missing. Emerging into the South China Sea, it turned northward, steadily weakened, and dissipated over water northwest of Luzon. The rest of April was quiet. MAY During early May, the Mei-yu front became established from Hong Kong to Japan. In the deeper tropics, a near-equatorial trough became established across the western North Pacific between 5°N and 10°N. On 08 May, a cloud cluster in the near-equatorial trough began to organize and drift toward the northwest. Four days later, this disturbance became Page at a location about 300 nm (550 km) west of Guam. It continued to move northwestward and became a typhoon on 15 May. Shortly thereafter, it recurved. Page reached its peak intensity of 90 knots (46 m/sec) 30 hours after the point of recurvature. On 18 May, Page accelerated into the mid latitudes and became extratropical. The tropics quieted down until 23 May when Tropical Depression 04W developed east of the Philippines. It crossed the South China Sea and dissipated over Vietnam. The remainder of May was inactive as the amount of deep convection in the tropics was suppressed. JUNE During early June, tropical cyclone activity was focused in the South China Sea. On 04 June, Russ developed and moved northward toward Hong Kong. When about 100 nm (185 km) south of Hong Kong, Russ turned toward the west and went ashore in southern China just east of the Luichow peninsula on 09 June. Russ was the first of a series of tropical cyclones that hit southern China and contributed to destructive flooding. During the middle of June, deep convection increased across the western North Pacific south of 10°N to the international date line. Despite the increase of deep convection, no tropical cyclones formed until 22 June when a tropical depression formed east of the Philippines. After crossing the Philippines, this tropical depression became Sharon on 23 June. Five days later Sharon made landfall in central Vietnam. JULY This month was one of the busiest July on record with a total of nine tropical cyclones occurring. Tropical cyclone activity for the month began in the South China Sea with the development of Tropical Depression 07W south of Hong Kong on 03 July. This short-lived system moved westward and made landfall in southern China, just northeast of the Luichow Peninsula on 04 July. During the first week of July, a very intense tropical upper tropospheric trough (TUTT) established from the east coast of China to the international date line. South of this TUTT, large-scale deep convection increased. On 07 July, the tropical disturbance that became Tim appeared in the Philippine Sea. While on a northwestward track, this system rapidly reached a peak intensity of 125 knots (64 m/sec), and on 10 July, it made landfall on the east coast of Taiwan. As Tim neared the Taiwan coast, Vanessa formed in the South China Sea. Vanessa was short-lived, moved northeastward, and was absorbed by the circulation of the larger Tim. On 14 July, a reverse oriented monsoon trough developed east of the Philippines. The first super typhoon of the season, Walt formed along the axis of this trough. Walt underwent unusual northeastward motion along the trough axis, and reached its 130 knots (67 m/sec) peak intensity on 19 July before turning back to the northwest. As Walt weakened, it slowly tracked to the west and dissipated during the early morning hours of 27 July near western Japan after a total of 50 warnings. Along with Walt, two other tropical cyclones formed along the axis of the reverse oriented monsoon trough — Yunya, west of Walt; and Zeke, northeast of Walt. Yunya developed in the South China Sea west of Luzon. It underwent unusual eastward motion and crossed Luzon from west to east on 19 July with a landfall intensity of 45 knots (23 m/sec). Heading east, Yunya dissipated over water in the Philippine Sea on 21 July. Meanwhile, Zeke developed northeast of Walt and moved on an unusual "S-shaped" track. Zeke reached its maximum intensity of 65 knots (33 m/sec) on 22 July as it made a sharp turn toward the north. It later turned northeastward and became extratropical poleward of 40°N on 24 July. On 24 July, the large-scale low-level circulation of the western North Pacific became organized as a monsoon gyre. Tropical Depression 13W developed on 25 July in a monsoon surge along the southeastern periphery of the gyre. Tropical depression 13W dissipated on 26 July. Its remnants accelerated to the north within a band of large-scale deep convection that formed a fish-hook pattern on the eastern side of the gyre. The gyre that had dominated the flow gave way to a more typical monsoon cloud band stretching from the South China Sea eastward into Micronesia on 28 July. On 29 July, a tropical disturbance that formed in this monsoon trough became Brendan. It moved rapidly to the north and was located over Korea by the end of the month. Two other tropical cyclones also formed in the monsoon trough during the last week of July — Amy and Caitlin. Amy formed in the South China Sea near Hainan Island on 28 July, and made landfall near Haiphong in northern Vietnam on 31 July. The tropical disturbance that became Caitlin formed near Guam on 29 July, and moved west-northwestward. It did not become a tropical storm until early August. ![Melissa near peak intensity (150537Z Sept. visible GMS imagery). Below left, Fred at his peak intensity of 130 kt (67 m/sec). In inverse infrared image, the cold clouds are dark and the warm sea surface is white.](page_1012_180_496_384.png) Above: Melissa near peak intensity (150537Z Sept. visible GMS imagery). Below left, Fred at his peak intensity of 130 kt (67 m/sec). In inverse infrared image, the cold clouds are dark and the warm sea surface is white. AUGUST Yet another very active month over the Western Pacific with a total of nine significant tropical cyclones. Eight formed during the month joining one that remained from July. On the first day of the month, Brendan, which developed in July, became extratropical in the Sea of Japan. On 02 August, Caitlin developed northeast of the Philippines and moved northwestward over Taiwan and into southeastern China. A few days later, the disturbance that became Doug developed east of the Philippines. It moved northwestward passing just off the northeastern tip of Taiwan. Doug then moved northward toward Korea. Close to the resort island of Cheju on 10 August, it created poor weather and gusty winds which contributed to the crash of a Korean Air Lines A-300 jet trying to land at Cheju International Airport. On 08 August, the tropical disturbance that became Ellie developed in the subtropics (i.e., north of 25°N) at the base of a mid latitude trough. Ellie passed southwest of Kyushu on 13 August where wind gusts up to 87 knots (45 m/sec) were recorded. It later recurved in the Yellow Sea and dissipated over land in northeastern China. On 13 August Hurricane Li approached 180°E from the central Pacific, weakened as it crossed into JTWC's area of responsibility, Pat and Ruth (30W) have moved to within 200 nm (370 km) of one another (26031Z September GMS visible imagery), above. Below right, Super Typhoon Zelda at its peak intensity of 135 kt (69 m/sec) 042331Z November visible GMS imagery). and dissipated near Wake Island on 16 August. On 14 August, the tropical disturbance that became Fred became a tropical depression near 19°N, 139°E. Fred tracked just north of Taiwan and went ashore south of Shanghai on 22 August as one of the most destructive typhoons to hit that region in decades. A mid latitude trough on 20 August in combination with the TUTT produced several areas of deep convection in the subtropics (i.e., approximately 25°N) from 160°E to the international date line. Two typhoons — Gladys and Ivy — formed in this area. Gladys was a very small tropical cyclone that had its first warning on 22 August as it moved westward. The first warning on Ivy was issued on 28 August as it moved toward the northwest. On 25 August, a tropical disturbance in the monsoon trough became a tropical depression east of the Philippines on 25 August. This tropical depression moved across Luzon and became Harry on 26 August. Harry passed south of Hong Kong, crossed Hainan Island, and went ashore near Haiphong, Vietnam. It dissipated over land on 29 August. The next day John moved from the central Pacific across 180°E, forming and east-west chain of tropical cyclones with Gladys and Ivy. By the end of August, Gladys was approaching northern Taiwan as a typhoon, Ivy was heading northwestward near 30°N ; 159°E, and John was weakening near 29°N ; 172°E. SEPTEMBER September was even more active than August, with a total of 12 tropical cyclones: nine that formed during the month and three that were still active from August. On the first day of the month, Gladys, which developed in August, crossed Taiwan, and dissipated over China on 02 September. Ivy, which also developed during August, recurved far to the east of Japan and became extratropical on 03 September. John, the last of the August tropical cyclones overlapping into September, weakened during the first few days of September, but on 06 September, it began to reintensify. John recurved, and on 08 September, it moved back across 180°E into the central North Pacific as a Hurricane. During the first week of September, after Gladys moved into China, monsoon westerlies began to strengthen over the South China Sea and across low latitudes of the western North Pacific. Joel, formed in the South China Sea along the axis of the monsoon trough, moved northwestward across Hainan Island and then went ashore in Vietnam near Haiphong on 07 September. On 05 September, a large monsoon depression formed west of the Mariana island chain. A separate tropical disturbance which formed on the northeastern side of this monsoon depression broke free of it, and moved northward. This tropical disturbance became Kinna. Kinna began to strengthen over the South China Sea and across low latitudes of the western North Pacific. Joel, formed in the South China Sea along the axis of the monsoon trough, moved northwestward across Hainan Island and then went ashore in Vietnam near Haiphong on 07 September. On 05 September, a large monsoon depression formed west of the Mariana island chain. A separate tropical disturbance which formed on the northeastern side of this monsoon depression broke free of it, and moved northward. This tropical disturbance became Kinna. Kinna recurved south of Tokyo, accelerated to the northeast, and became extratropical on 11 September. On 09 September, a tropical disturbance developed in the Philippine Sea, moved northwestward, and passed across northern Luzon. Once it entered the South China Sea, it intensified and became Luke. Luke moved westward and passed over Hainan Island, and then moved ashore in northern Vietnam close to where Harry and Joel had made landfall earlier. A monsoon depression (which later became Melissa) formed on 10 September in the Marshall Islands. The large circulation of Melissa at one point covered a substantial portion of the western North Pacific basin from 180°E to the Philippines. Melissa moved on a north-oriented "S-shaped" track. It recurved southeast of Hokkaido, Japan, on 19 September and became extratropical. By mid-September, a reverse-oriented monsoon trough stretched from the South China Sea, east-northeastwards into the cloud bands south of Melissa's large circulation. Nat formed in the Philippine Sea along the axis of this monsoon trough and moved eastward following an "S-shaped" track: initially moving eastward, it turned northward along 150°E, and recurved near 30°N. Nat dissipated over water on 22 September. On 18 September, another tropical disturbance formed in the Philippine Sea along the monsoon trough axis in approximately the same location where Nat originated. This tropical disturbance became Orchid. Like Nat, Orchid initially moved eastward followed by a turn to the north. Orchid became the fourth super typhoon of 1994 on 10 September. It accelerated toward the north-northeast on 28 September and made landfall on the Japanese main island of Shikoku the next day. As Orchid intensified, two more tropical disturbances formed to its east along the monsoon trough axis — Pat and Ruth. Together they underwent a binary interaction. During the night of 26 September, Pat and Ruth merged to become one tropical cyclone. The merged Pat and Ruth recurved and dissipated over open water on 28 September. The next day, Tropical Depression 31W developed near 22°N; 150°E in association with a TUTT cell. It dissipated over water on 03 October. OCTOBER The fourth consecutive month of above normal tropical cyclone activity in the western North Pacific basin had five typhoons, one of them a super typhoon, and two tropical storms. The tropical cyclones of October were notable for their longevity: three of the seven longest-lived tropical cyclones of 1994 occurred. Verne, for example, persisted for more than half the month, and required 66 warnings. On the first day of the month, the tropical disturbance that became Seth formed in the Marshall Islands. This disturbance moved toward the west-northwest, intensified, and passed south of Guam as a tropical storm on 05 October. Seth reached a peak intensity of 120 knots (62 m/sec) while southeast of Taiwan on 07 October. It later skirted the northeastern tip of Taiwan, recurved along the China coast south of Shanghai, and went ashore in Korea where wind gusts to near 70 knots (36 m/sec) and rainfall in excess of 300 mm (11.8 inches) were experienced. Seth became extratropical in the Sea of Japan on 11 October. The three days (12-14 October) were the only days during the month without a tropical cyclone active in the western North Pacific basin. During the period 15 to 20 October, three tropical cyclones — Teresa, Verne, and Wilda — formed in a monsoon trough which stretched east-west across Micronesia. On 21 October, the westernmost of the three, Teresa, ![A satellite image of a tropical cyclone, showing a circular eye and surrounding clouds, with grid lines indicating latitude and longitude.](page_1012_1342_484_388.png) roofs from houses. Eleven people were injured in typhoon-related accidents. Wilda then moved turned north-northeastward and moved on an unusual "S-shaped" track. It was accelerating into the mid latitudes on the last day of the month. Toward the end of the month, a tropical disturbance developed east of the international date line at relatively high latitude (25°N), in direct association with a TUTT cell. This disturbance moved rapidly westward, crossed the international date line, and became Yuri (36W) on 24 October. Yuri slowed, turned north, and dissipated over water on 27 October. Finally, Zelda formed and spent the majority of its life in November. As Verne and Wilda were undergoing extratropical transition on the last day of October, Zelda (37W) was intensifying near 10°N; 150°E. NOVEMBER Zelda was located southeast of Guam and intensifying as the month of November began. It became a typhoon on 02 November, moved west-northwestward and passed directly over Anatahan (a small island of the Northern Marianas located about 70 nm (130 km) north of Saipan). The large eye of Zelda passed over Anatahan where the homes and crops of the 39 residents were devastated. On 05 November, Zelda reached peak intensity of 135 knots (69 m/sec), making it the sixth and final super typhoon of 1994. Zelda recurved and dissipated over water south of Japan on 08 November. Despite the presence of a near-equatorial trough, and westerly low-level winds extending to the international date line, deep convection was largely absent over most of the area, and no significant tropical cyclones formed in the western North Pacific basin during November. DECEMBER The first half of December was very quiet, continuing the break in tropical cyclone activity that began in early November. Amounts of deep convection began to increase in the Marshall Islands during mid-December in association with a twin-trough monsoon flow pattern. Two tropical cyclones — Axel (38W) and Bobbie (39W) — began as tropical disturbances that formed in the Marshall Islands in the near-equatorial trough of the northern hemisphere. On 16 December, Axel reached minimal tropical storm intensity while passing well south of Guam. Moving steadily westward along about 10°N, Axel crossed through the Philippine Archipelago on 21 December where at least 12 people died. While Axel was intensifying in the Philippine Sea on 17 December, the final tropical cyclone of 1994, Bobbie was forming in the southern Marshall Islands. Bobbie moved toward the west-northwest, and reached peak intensity of 50 knots (26 m/sec) on 22 December. On 23 December, it passed north of Saipan with winds of 45 knots (23 m/sec). Bobbie had no significant impact on Saipan or on other islands of the Northern Marianas. On Christmas Day, Bobbie dissipated as a significant tropical cyclone, closing out the 1994 tropical cyclone season. The remainder of December was quiet, as deep convection and tropical cyclone activity shifted to the southern hemisphere. Twenty-three of the 41 significant tropical cyclones in the western North Pacific basin during 1994 made landfall in Asia. The Philippine islands were especially hard hit with eight significant landfalling tropical cyclones. Other countries, Taiwan, Korea, China, Japan, experiencing significant impacts from landfalling tropical cyclone. The Ryukyu Islands experienced three major typhoons passing through the southern end of this island chain, Vietnam (four significant landfalling tropical cyclones), and the islands of Micronesia (Saipan and Anatahan of the Northern Mariana island group were severely impacted by Zelda. The greatest loss of life occurred in southern China where the landfall of typhoons Russ and Sharon, and Tropical Depression 07W contributed to widespread flooding that left more than 1,400 people dead. The damage, which included the destruction of nearly one million houses in southern China, was estimated in excess of US$6 billion. Loss of life also occurred in the Philippines and Taiwan. The greatest loss of life at sea occurred when a Maltese oil tanker, the Thanasis A, sank in the South China Sea in heavy seas associated with Teresa (34W) and the northeast monsoon. Seventeen people were reported to be dead or missing and nineteen other crew members were rescued. Heavy Weather Avoidance A Mariner's Perspective Part 2 Glen Paine Maritime Institute of Technology and Graduate Studies The National Weather Service's (NWS) upper-air or 500 millibar charts, broadcasted via radio fax (for the North Pacific and the North Atlantic), provides mariners with detailed information concerning meteorological conditions at the 500 millibar level in the atmosphere. The Winter 1995 issue of the Mariners Weather Log previously discussed some of the practical benefits of these charts¹. This article illustrates another example of how to incorporate the 500 millibar charts into vessel-routing decisions. Generally, westbound vessels in the North Atlantic (from the English Channel to the United States) find it difficult to stay north of the oncoming surface lows. Geography, icebergs, and historical storm tracks² (see below) play major roles in limiting a vessel's routing options. Unable to take advantage of following winds and seas above the low, the vessel may have to transit well south to avoid harsh head wind and sea conditions. The drawback, of course, is the extra cost associated with the longer tracks. However, even in the North Atlantic, there are times when a westbound vessel can take advantage of the favorable conditions on "top" of the lows. The 500 millibar analysis and prognosis (prog) charts provide valuable information for determining when conditions are favorable for this type of routing. NWS's 500 millibar analysis for the upper air conditions at 00Z on April 11, 1994 is shown in figure 1. The highlighted 5,640 contour line3 depicts the general direction and southernmost extent of storms of force 7 or greater in the winter (force 6 in the summer). Stronger upper-air winds tend to intensify surface conditions. With the higher upper-air winds concentrated north of 40°N, (across most of the North Atlantic) it is unlikely that a westbound vessel will be able to transit at a latitude high enough to "top" the oncoming lows. This 500 millibar pattern is the type that would generate the storm tracks illustrated on the previous page. Figure 2 (the +48hr prog valid at 00Z, on April 13, 1994), predicts some changes in the upper-air pattern. Notice the short-wave trough1 pushing the 5,640 contour line south of 40°N near 45°W, and north5 near 20°W. This upper-air pattern will tend to change the surface storm track from a zonal to a more meridional6 direction. Two days later, the +96hr prog (figure 3, valid at 00Z, for April 15, 1994), predicts further changes in the upper-air pattern. The upper-air wind flow has split near 55°W. This creates one storm track heading north of 60N, and a second one diving south of 30N. An upper-air low is also predicted to form near 40N, 40W. This usually means a low has been established on the surface somewhat to the east of the upper air low. The stronger winds to the west of the upper-air low (near 50°W) will probably mean the southerly storm track will push even farther southward. A vessel departing the English Channel around April 11, 1994, would initially be under the influence of the upper-air ridge. The ridge should create favorable surface wind and sea conditions. From this point the vessel should head for a point just north of the upper-air low (about 40°N, 40°W) predicted to form by the 15th. At first glance, the 500 millibar prog for the 13th seems to indicate that the vessel should head farther south to avoid the head westerlies generated by the short-wave trough near 50°W (figure 3). However, the vessel should not change its original track since the +96hr prog predicts a split to occur in the upper-air wind flow. The split near 50°W, by the 15th (figure 2), will allow the vessel to take advantage of the wind flow around the newly formed low (that is directly south), and to avoid the northeastward moving storm track that is heading north of 60°N, 60°W. After the 15th the vessel should be approaching the upper-air ridge near 50°W. With the storm track well to the north, the vessel should be able to avoid severe weather for the rest of the trip. An examination of NWS's surface analysis7 and progs for the same valid times confirms this route. The surface analysis chart for 00Z, April 11, 1994, (figure 4) depicts a high pressure system moving towards the coast of Europe. A 20 to 25-knot vessel should be able to stay south of the high and take advantage of the beam to following wind conditions. By the 13th, our vessel may be experiencing fairly strong beam winds and seas as it approaches the cold front near 40°W (see figure 5, the +48hr surface prog valid for 00Z, April 13, 1994). Note that the surface prog is predicting a new low to form south of us by the 14th near 32°N, 38°W. By the 15th, our vessel should be north of the new 1002 low (located near 32°N, 32°W), and handling quartering wind conditions (figure 6). As the ship moves over the top of this low, it will move into the 1030 high pressure system. This places the vessel well south the upper-air storm track to the west. This routing decision is highly dependent on the weather forecasts. Figure 7 is the actual 500MB analysis for 00Z April 15, 1994. Note how similar it is to the prognosis chart issued four days earlier for the same valid time (figure 3). As with any routing decision, this article assumes the vessel is seaworthy, and has the speed/power to take advantage of the weather situation. The initial routing decision should always be based on all available resources such as the vessel's routing service/computer, and checked daily with the updated NWS radio facsimile charts. Many other factors such as oceanic currents, ice, fog, vessel, and navigational restrictions will also influence results. The 500 millibar is not a panacea. It is, however, an extremely powerful tool for assessing future surface storm move- ments, intensification, and wind direction/speed. When combined with the other available tools, routing decisions can be measurably improved. 1Paine, G. (Winter, 1995). "Heavy Weather Avoidance." Mariners Weather Log, 39(1), 16-19. 2Diagram is a compilation of storm track data generated by the U.S. Naval Atlantic Meteorology and Oceanography Center, in Norfolk, Virginia. 3Height contour lines on the 500 millibar chart define the altitude (in meters) at which the pressure is equal to 500 millibars. Studies have shown that surface features are significantly influenced by the meteorological conditions in the upper-air. For more information see "Mariner's Guide to the 500-Millibar Chart" by Sienkiewicz, and Chesneau, Mariners Weather Log, Winter 1995, vol 39 (1), p. 4-14. 4A short-wave trough creates a counterclockwise change in the direction of the height contours. Its width is usually less than 50 degrees of longitude. Counter-clockwise wind rotation encourages surface low development and intensification. 5A ridge creates a clockwise change in the direction of the height contours. Clockwise wind flow in the upper air promotes surface high developments. 6Meridional pattern indicates a north-south or south-north direction of movement. 7NWS surface analyses also display the estimate +24hr central pressure and position of significant lows and highs. The prognosis charts actually display three different central pressures and position for each significant low and high. (the position 24 hours previous to valid time of chart, the actual valid time position, and the position 24 hours after the valid time). Figure 5, 6 and 7 Readers can call Glen at 410-859-5700, ext. 3259, for more information about uses of the 500 millibar charts. Texas A & M University at Galveston Nancy O'Donnell National Oceanographic Data Center Students enrolled in the Corps of Cadets at Texas A & M University at Galveston (TAMUG) can hardly ignore their future—docked within walking distance of their classroom is the imposing bulk of the training ship, the Texas Clipper. Farther out off the 13-acre campus on Pelican Island, the shipping channels of Port of Galveston and Port of Houston are busy traffic lanes these cadets may one day be traversing as professional mariners. The salty tang of the ocean permeates the coastal campus of the "Ocean Aggies" providing a fitting background for schooling in maritime careers. TAMUG, a small and compact campus, is part of the larger College of Geosciences and Maritime Studies at Texas A & M in College Station, Texas. Located on the Mitchell Campus, it is comprised of academic facilities, three dormitories, a student center, classrooms and laboratories, a small boat basin, and a docking area for the Training Ship Texas Clipper. The Jack K. Williams Library contains 43,000 books, 35,000 bound volumes of journals, and a large collection of nautical charts and maps, and marine source material. Founded in 1962, TAMUG merged with Texas A&M University at College in 1992 and the winning combination is making history. Two years later the undergraduate Marine Sciences Department in Galveston merged with the graduate Department of Oceanography in College Station to create a single department spanning both campuses. The campus offers undergraduate degrees in marine Biology, Marine Sciences (Oceanography), Marine Engineering, Transportation and Fisheries. Ocean engineering and Maritime Administration (business) are also offered. Students in the Marine Sciences and Marine Biology disciplines have the option of working towards a U. S. Maritime Service license as an officer of the American Merchant Marine. Texas Institute of Oceanography (TIO) also on the Galveston campus focuses on important research of the Gulf Coast by working with scientists at Texas universities to provide the research and technical base for the development of marine-related businesses in the State of Texas and the Gulf of Mexico. In TIO literature it takes special note of the words of historian Will Durant: "Civilization exists by geological consent, subject to change without notice," and in light of that warning TIO has concentrated important work on climate change. Since the ocean plays a major role in the climate system by "removing about one-half of the man-made carbon dioxide released into the atmosphere each year," TIO students look at how human activities and natural forces influence climate and affect consequences. Global warming with its potential to destroy or damage wetlands and estuarine systems with its rising waters is an important area of study. TIO scientists have proved that a higher sea surface will magnify storm surges when a hurricane approaches, and the hurricane itself will be stronger because of warmer ocean surface. Some research initiatives include: acid rain, global warning and policy studies relating to the consequences of both. TIO involvement in climate change resulted in the purchase of a MACSAT real-time satellite imaging computer system for monitoring weather and ocean temperatures. The effect of human encroachment on seafood is also of concern to TAMUG and projects are under way to develop a new breed of oyster to help Texas seafood industry by building oyster reef substrate utilizing by-products of industrial processes and developing harder species of oysters. Today, Texas is the third largest seafood market in the nation. An article in a Texas Bay Line, a quarterly publication of the Galveston Bay National Estuary Program, stated that "The amount of seafood produced in 1989 from Galveston Bay was 8,774.5 millions, of which about 1,075.8 million pounds was harvested by the recreational fishery." While Texas A&M scientists bring real help to surrounding communities in tackling beach erosion, industrial pollution and economic development, their studies have a direct impact on maritime interest nationwide. In other ways students work on problem solving that will benefit the marine community worldwide. Students study ways to rehabilitate marine wildlife in the wake of disasters using over 1,654 acres of wetlands available nearby as their classroom. Many mariners return to TAMUG to upgrade their skills. Its continuing education program offers a oil spill simulator and response center and bridge simulator for maritime training. Its Center for Marine Training and Safety provides instruction to maritime professionals of the National Maritime Union and also employees of private companies like Exxon, Shell, and Conoco. TAMUG is described as a totally ocean-oriented campus, "the window on the Gulf of Mexico," offering academic degrees, research, continuing education programs and public service in all aspects of marine life. It is one of only six state maritime training academies and the only one located on the Gulf of Above, women now make up over 30% of the Galveston campus studying all subjects with their male counterparts. TAMUG cadets practice lifesaving techniques in a campus pool. Wearing Gumboee suits, they re-enact emergency situations where quick thinking and good training can save a life. Photo courtesy of Mark Zegowitz, TAMUG. Mexico. TAMUG is especially proud of its U.S Corps of Cadets described as "a learning laboratory for leadership, management, and self-discipline." The current program prepares students to become licensed officers in the U.S. Merchant Marine while majoring in Marine Biology and the Marine Sciences. Students matriculated in Marine Transportation may seek a Third Mate's License while cadets in Marine Engineering may seek a Third Assistant Engineer (Steam and/or Motor Vessels, Unlimited) in the field of marine transportation. While working on a degree from Texas A&M, students learn how operations, navigation, and maintenance of ocean going vessels. License preparation is for ships of unlimited tonnage operating in any of the worlds' oceans. At sea training sends cadets on three summer cruises to ports in the U.S., Northern Europe, the Caribbean, and the Mediterranean, to gain practical knowledge of seafanship, navigation, seafanship, rules of the road, cargo and port procedures, and mooring operations. In addition, this "Military unit with muster" completes training in first aid, cardiopulmonary resuscitation techniques, and firefighting. The Galveston campus boasts a 132% surge in enrollment in the past five years which includes a dramatic increase in women—the Corp of Cadets is well over 30 % female. Most important to the cadets is their time spent on shipboard training in navigation and seafanship. TAMUG's fleet of ships consists of a 144-meter training Ship, Texas Clipper, to the 15-meter Roamin' Empire, as well as smaller power an sailing boats. The original training ship T/S Texas Clipper was built in Bethlehem Steel Shipyard at Sparrows Point, Maryland in 1944 and entered service during WWII as a troop transport named the USS Queen. Its mission was to bring home troops from the South Pacific and would carry as many as 1500 per trip. After WWII, it was reconverted by American Export Lines, renamed the Excambion and operated between New York and Europe. In 1965, it was renamed the Training Ship Texas Clipper and assigned to the Texas Maritime Academy at Galveston where it has remained. This coming year will be a special celebration for the The life of a cadet involves rigorous fitness training to prepare them for their field training. Each summer cadets sail to summer cruises in the U.S., Northern Europe, the Caribbean, and the Mediterranean to gain practical knowledge of seamanship. university with the retirement of the original Texas Clipper and the inauguration of the Texas Clipper II, formerly the USNS Chauvenet. In 1992 the Chauvenet, a 120-meter U.S. Navy hydrographic research ship, was chosen as the replacement for the aging Texas Clipper which had plied the seas for over 50 years. According to TAMUG archives, the Chauvenet was named after a Yale graduate, William Chauvenet, who entered the U.S. Navy Schoolmaster system in 1841. A year later, he was in charge of the Naval School in Philadelphia which was established to educate midshipmen and junior officers. Continuing in a long and prestigious career, Chauvenet was appointed to the head of the faculty at the "newly established Naval school" at Annapolis, Maryland, in 1845. The vessel, built in by Upper Clyde Shipbuilders of Glasgow, Scotland, first went into service in November 1970. The Chauvenet was designed to support coastal hydrographic surveys. On board were four 10-meter survey launches, two helicopters, a combined naval/civilian hydrographic survey detachment, chart production and printing facilities. A Marine Corps coastal survey complete with their landing vehicles, trucks, and jeeps made up the remainder of its complement. The Chauvenet is currently undergoing final refitting in Port Arthur, Texas and is slated to dock at the TAMUG dock before summer 1996. A university education includes far more than the acquisition of job skills. While the location of the TAMUG affords students the opportunity to use the local maritime and marine industries, it is the rigorous Texas A&M program that fully prepares them to serve the maritime needs of the United States into the 21st century. Special thanks goes to Vince Zegowitz, NOAA National Marine Branch Office; Captain Robert B. Byrne, USMS; Annette Dean and Mark Zegowitz of Texas A&M University at Galveston. This vessel, served for many years as TAMUG's floating university. It will soon be replaced by a newer version built by Upper Clyde Shipbuilders of Glasgow, Scotland. The future Texas Clipper is currently berthed in Port Arthur, Texas. Expanded High Seas Atlantic HF Radiofacisimile Broadcast Lee Chesneau Marine Forecast Branch, NWS On August 1, 1995, the Marine Forecast Branch, in cooperation with the U.S. Coast Guard Communications Station, Marsfield, Massachusetts, upgraded and expanded its Atlantic high seas HF Radiofacsimile broadcast. The Coast Guard provided extra time slots allowing for the addition of four regional western Atlantic preliminary surface analyses, two regional western Atlantic 36-hour Surface Forecasts and two regional 36-hour western Atlantic Wind/Wave forecasts. These products complement existing two part coverage of Atlantic Surface Analyses and two 24-hour Surface and Wind/wave forecasts. These products were added to meet the requests of nearshore mariners who operate inside 300 nautical miles of the mid Atlantic and New England coastline. The four regional preliminary Surface Analyses are machine produced. The marine forecaster will manually manipulate or adjust frontal systems, isobars, positioning of highs and lows and alphanumeric text labeling (i.e., tropical cyclones) as required. Automated surface observations including land stations, ship reports, and buoys are also plotted. The preliminary Surface Analyses reflect synoptic conditions every 6-hrs., just as the two part oceanic Surface Analyses of the Atlantic transmitted one to two hours later. The addition of the 36-hours Surface and Wind/Wave Forecast to the 24-hour products provides continuity of smaller scale synoptic conditions which impact marine users operating in coastal and offshore areas. Now mariners will be forewarned of events such as the Gulf Stream’s North Wall episodes (extreme winds and seas). These episodes are highlighted in an effort to better pinpoints dangerous mesoscale marine events extending over relatively larger distances. 36-hr. wind/wave and 36 hr. surface forecast charts (top). These products depict isolaths of significant wave height in increments of .9144 meters, wind direction and speed bars of every 5 knots. The surface pressure forecast (bottom) shows major low and high pressure systems and their central pressure values in millibars, category of systems, i.e. "gale" or "storm," system direction and speed of movement, along with associated frontal systems. These Western Atlantic products are also consistent with the needs of coastal and offshore areas marine customers who were familiar with the earlier radiofacsimile broadcast prepared by the NWS Forecast Office in the old Boston office. The Marine Prediction Center (formerly the National Meteorological Center) Camp Springs, Maryland assumed forecast responsibility from the NWS WSFO Boston in January 1993. In addition to the regional area of coverage, the broadcast has been expanded to serve the wide variety of maritime customers engaged in transoceanic voyages. Comments on schedule or quality of charts are welcomed. Please write the National Weather Service, Marine Forecast Branch, WWBG, Room 410, 5200 Auth Road, Washington, D.C. 20233. Or call (301) 763-8441 (8442), Fax (301) 899-8903 e-mail: dfeit@smtp-gate.ssmc.noaa.gov UNITED STATES COAST GUARD NATIONAL WEATHER SERVICE MARINE RADIOFACSIMILE SCHEDULE NMF—USCG MARSHFIELD, MA 6340.5, 12750 kHz (CONTINUOUSLY) Effective August 1, 1995
TIME (UTC) PRODUCT VALID TIME
0230/1430 Test Pattern (Start of Broadcast)
0233/1433 Preliminary Surface Analysis Area 1 0000/1200
0243/---- FAX Schedule Part 1
0254/---- FAX Schedule Part 2
0305/---- Request for Comments
0315/---- Product Notice Bulletin
----/1443 96 HR 500 Millibar Forecast Area 4 0000
----/1453 96 HR Surface Forecast Area 4 0000
----/1503 Satellite Image Area 5 1200
----/1515 Sea State Anal (Meters) Area 4 1200
0325/1525 Surface Analysis (E ATLC) Area 2 0000/1200
0338/1538 Surface Analysis (W ATLC) Area 3 0000/1200
0351/---- Satellite Image Area 5 0000
----/1551 End of Broadcast
----/1720 Test Pattern (Start of Broadcast)
0402/1723 Surface Analysis (E ATLC) Area 2 0000/1200
0415/1736 Surface Analysis (W ATLC) Area 3 0000/1200
0428/1729 500 Millibar Analysis Area 4 0000/1200
0438/1759 End of Broadcast
----/1900 Test Pattern (Start of Broadcast)
----/1903 Fax Schedule Part 1
----/1914 Fax Schedule Part 2
----/1925 Request for Comments/Product Notice Bulletin
----/1935 Gulf Stream Analysis Areas 7, 8 Latest
----/1945 Gulf Stream Anal (Part A) Areas 9, 10 Latest
----/1955 Gulf Stream Anal (Part B) Areas 7, 11, 12 Latest
0800/---- Test Pattern (Start of Broadcast)
0805/2005 Preliminary Surface Analysis Area 1 0600/1800
0815/2015 24 HR Surface Forecast Area 1 0000/1200
0825/2025 24 HR Wind/Wave Forecast Area 1 0000/1200
0835/2035 36 HR Surface Forecast Area 1 1200/0000
0845/2045 36 HR Wind/Wave Forecast Area 1 1200/0000
0855/2055 48 HR Surface Forecast Area 4 0000/1200
0905/2105 48 HR Sea State Forecast Area 4 0000/1200
0915/2115 48 HR 500 Millibar Forecast Area 4 0000/1200
0925/2125 Surface Analysis (E ATLC) Area 2 0600/1800
0938/2138 Surface Analysis (W ATLC) Area 3 0600/1800
0951/2151 Satellite Imagery (ECI) Area 6 0600/1800
1002/2202 Surface Analysis (E ATLC) Area 2 0600/1800
1015/2215 Surface Analysis (W ATLC) Area 3 0600/1800
1028/2228 End of Broadcast
AREAS: 1 - (28°N - 52°N, 45°W, 85°W) 7 - (32°N - 50°N, 43°W - 80°W) 2 - (15°N - 65°N, 10°E, 45°W) 8 - (18°N - 38°N, 62°W - 98°W) 3 - (15°N - 65°N, 40° - 95°W) 9 - (32°N - 50°N, 43°W - 80°W) 4 - (15°N - 65°N, 10°E - 95°W) 10 - (18°N - 39°N, 65°W - 82°W) 5 - (20°N - 55°N, 55°W - 95°W) 11 - (30°N - 40°N, 65°W - 82°W) 6 - (00°-60°N, 30°W - 100°W) 12 - (33°N 47°N, 65°W - 77°W) Tracking Iceberg Danger R. Tuxhorn Commander, International Ice Patrol From March through July each year, U.S. Coast Guard aircraft, equipped with forward and side-looking radars, patrol the fog-shrouded and stormy North Atlantic Ocean searching for icebergs. From its beginning shortly after the sinking of the RMS Titanic, International Ice Patrol (IIP), which is part of the U.S. Coast Guard, has been responsible for guarding the southeastern, southern, and southwestern limits of all known ice in the vicinity of the trans-Atlantic shipping lanes, and warning mariners of the location of icebergs that threaten safe navigation. The Ice Patrol service is managed by the United States Government under the terms of the International Convention for the Safety of Life at Sea (SOLAS). The combination of persistent fog and the fact that icebergs are notoriously bad radar targets make navigating near the Grand Banks particularly worrisome in the spring and early summer. Ships' radars can usually detect large icebergs, such as might displace several hundred thousand tons. Small icebergs and growlers, the smallest size class, are another matter. A growler, which might displace a few thousand tons, is not a very impressive piece of ice, but it could inflict serious damage on any vessel unfortunate enough to strike it. In a significant seaway, say 3–4 meters, growlers are difficult to detect on radar. Ice Patrol's primary goal is to define the limits of all known ice as accurately as possible, neither underestimating nor overestimating the extent of the iceberg threat. To do this, Ice Patrol seeks iceberg reports from many sources and undertakes its own aerial reconnaissance. Data sources include North Atlantic shipping and aerial reconnaissance conducted by and for several Canadian government agencies. Despite extensive aerial reconnaissance, the large size of IIP's operations area prevents frequent and complete coverage of the entire areas where icebergs may be found. Our reconnaissance concentrates on the southern and eastern limits of the iceberg's extreme range while Canadian reconnaissance flights concentrate on the waters of their nation's coastal economic zone. This leaves wide areas that are not frequently visited. While we do not encourage vessels to transit through areas containing icebergs, and in fact recommend against it, we depend heavily on the cooperation and assistance of shipping in the Grand Banks area for iceberg and sea surface temperature reports. All iceberg sighting reports are forwarded to the IIP Operations Center in Groton, Connecticut where they are entered into a computer model that predicts iceberg drift. The ship reports are used to identify previously detected icebergs, confirm the position of icebergs already on IIP's plot, and to identify ice free areas. Sea surface temperature data help Ice Patrol estimate the deterioration of all the icebergs being tracked. Ship reports usually account for 20–40% of the icebergs entered into IIP's drift model each year. For example, 19.5% of the 9446 iceberg targets entered in 1994 were provided by shipping. Reports from ships account for a significant number of iceberg sightings near the limits. These reports came from 303 ships of 45 different nations, a clear indication of support and importance that the international shipping community attaches to Ice Patrol's efforts. Each year IIP recognizes the ship that provided the most ice reports during the iceberg season. In 1994, that award went to the m/v Atlant I; the results of the 1995 season are currently being tabulated. If you are crossing the IIP operations area (40-52°N, 39-57°W) during the iceberg season we ask you to provide us reports containing the following information: • your ship's name and call sign • Position of any ice sighted (or vessel position if no ice sighted) • Time of sighting • Sighting method (visual, radar or both) • Size and shape of iceberg • Concentration and thickness of any sea ice present • Sea surface temperature Negative sighting reports with visibility limits are just as important as positive ones. A report of a stationary radar target is also important because these sometimes turn out to be large or medium icebergs. Reports can be made to any Canadian Coast Guard Marine Radio Station or U.S. Coast Guard Communications Station on the frequencies listed in Pub. 117 (Radio Navigational Aids), or directly to IIP using INMARSAT code 42 at no cost. Using the results of the drift model, Ice Patrol determines the limits of all known ice and informs mariners of its location by transmitting a wide variety of products. During the iceberg season a daily facsimile chart is broadcast from U.S. Coast Guard Communications Station Boston. Twice daily bulletins describing the limits of all known ice are also broadcast to the mariner over the INMARSAT-C Safety NET and by high frequency radio. Trans-Atlantic mariners must extreme caution while passing through the dangerous waters of the western north Atlantic. IIP will continue to do its part to prevent loss of life or property due to encounters with icebergs by providing mariners with timely and accurate iceberg warnings. A complete description of the ice limit broadcasts may be obtained from the International Ice Patrol Announcement of Services. In a typical season about 400 icebergs drift south across 48°N latitude, and becomes a threat to trans-Atlantic shipping. However, like the weather, the typical rarely happens. There is extraordinary variability in the number of icebergs passing south of 48°N, ranging from none to 1966 to 2202 in 1984. Amidst this variability, however, there seems to be a recent trend toward severe seasons. Thus far, all the season in the 1990s have been in the extreme severity class (600 icebergs passing south of the 48°N). In four of the last five years the count exceeded 1000. Careful examinations of the data since 1963, conducted by Dr. John Marko of ASL Environmental Sciences, Inc. of Vancouver, B.C. and later by Lieutenant Geoffrey Trivers of IIP, reveal that the variability in the iceberg counts is consistent with the variability of the extent of the sea ice off of eastern Canada. This relationship makes considerable physical sense because large concentrations of sea ice protect icebergs from destruction as they move southward. Thus, larger numbers of icebergs survive their long journey to the shipping lanes. It seems, therefore, that the observed trend toward more severe iceberg seasons in the 1990s is real. History suggests that periods of heavy years are sometimes followed by light years. However, all efforts to explain the observed variability in the icebergs counts in terms of climatological variables have failed. Similarly, efforts to develop long range predictive capability for iceberg season severity have met little success. It is left to the mariner and the International Ice Patrol to maintain continued and keen vigilance. ![Annual Counts of Icebergs Crossing 48° North Latitude (1912-95)](page_1012_180_484_1012.png) Announcement of 1995 International Ice Patrol Service Table 1 — IIP Broadcasts
BROADCAST STATION Time of Broadcast (z) Frequencies (kHz)
NAVTEX BROADCAST
U.S. Coast Guard Communication Station 0045, 0445
1845, 1245		 518
Boston/NIK 1645, 2045
Canadian CG Radio Station Sydney/VCO
(Primarily sea ice in Gulf of St. Lawrence and North. Limits of icebergs sometimes given.)		 1820 518
NBDP (FEC) BROADCAST
U.S. Coast Guard Communication Station Boston/NIK 0030
1218		 6314, 8416.5, 12579
8416.5, 12579, 16806.5
Canadian Coast Guard Marine Radio Station Halifax/VCS 0630
1630
2300		 4213.5
8419.5
4213.5
CW BROADCASTS (On or about 1 April 1995, the U.S. Coast Guard will cease all CW broadcasts)
U.S. Coast Guard Communication 0050
1250		 5320, 8502, 12750
8502, 12750
(Bcst to follow NBDP bcst)
Canadian Forces METOC Centre Halifax/CFH 0015, 1101
1201, 1301
2201, 2301		 122.5 Continuous
(off air 1200-1600
second Thurs. each month) 4271 (2200-(1000 UTC)
6496.4 Continuous
10536 Continuous
13510 (1000-2200 UTC)
Canadian Coast Guard Radio Station Halifax/VCS 1330
2200		 4285, 6491.5, 8440
12874, 16948, 22619.5
(Broadcast on frequencies as advertised by CN marked tape)
ROADCAST STATION Time of Broadcast (z) Frequencies (kHz) BLCMP BROADCAST (On or about 1 April 1995, the U.S. Coast Guard will cease as advertised by CN marker tape) Norfolk, VA 0800-0900 8090, 12135, 16180 NVMN/NAR 1500-1600 8090, 12135, 16180, 20225 Radio Station 1600-1700 8090, 12135, 16180, 20225 2100-2200 8090, 12135, 16180, 20225 Key West, FL/NAR 0800-0900 5870 1500-1600 5870, 26725 1600-1700 5870, 26725 2100-2200 5870, 26725 RADIOFACSIMILE BROADCASTS
Time Z Frequency kHz
U.S. Coast Guard Communication Station Boston/NIK 1600
1810
6340.5, 12750 (+/- 400Hz)
Radio Station Bradwell United Kingdom/GFE (Eastern North Atlantic Sea Ice Observations) 1602
2618.5 (1800-0600 Oct. 1-Mar 31; 1900-0500 Apr 1–30 Sep)
4782 Continuous
9203 Continuous
14436 Continuous
18261 (0600-1800 Oct. 1-Mar 31; 0500-1900 Apr 1–30 Sep)
Canadian Forces METOC Centre Halifax/CFH (Primarily Sea Ice in Gulf of St. Lawrence and North. Limits of icebergs sometimes given.) 0015, 1101
1301, 1401
2201, 2301
122.5 Continuous (Off air 1200-1600 second Thursday each month)
4271 (2200-1000 UTC)
10536 Continuous
13510 (1000-2200 UTC)
ANNOUNCEMENT of 1995 INTERNATIONAL ICE PATROL SERVICE The RADIOFACSIMILE chart is now available on an INMARSAT A FAXMAIL SERVER available through the COMSAT Corp. There is no charge for the chart. There is a charge for the telephone call. Telephone charges starts with the first dialing in the access sequence below. COMSAT estimates that the telephone time following the 'fax start' should be about 1 minute. Download specifics are as follows: Access CES ID 01 then dial "2050#" Enter the id number "2130001" and enter "#" Enter "7740" and enter "#" Enter "*29" and enter "#" After a tone, enter "#", then hit the fax start button. INMARSAT SafetyNET BROADCASTS The OOZ and 12Z Ice Bulletins will be broadcast over the AOR–W Satellite at 00Z and 12Z daily, respectively. In addition, safety broadcasts regarding icebergs outside of the limits of All Known Ice will be sent over the AOR–W Satellite upon receipt.
RADIO TELEPHONE Time of Broadcast (z) Frequencies (kHz)
Canadian Coast
Guard Marine Radio
Station Halifax/VCS		 1335
2335		 4408, 8785, 13113
SPECIAL BROADCASTS
Canadian CG Radio Station St.
John’s/VON		 as required when icebergs are sighted outside the limits of ice between regularly scheduled broadcasts. 2598 Radio–telephone preceded by Inter–Safety Signal (SECURITE) on 2182 kHz. NAVTEX upon receipt
SPECIAL BROADCASTS
U.S. Coast Guard Communication Station Boston/NIK As required when icebergs are sighted outside the limits of ice between regularly scheduled broadcasts NAVTEX upon receipt or first avail broadcast
International Ice Patrol Vessel/NIKK (when assigned) When in the vicinity of ice in periods of darkness or fog NDBP (FEC) next scheduled broadcast.
2670
Preceded by International Safety Signal (SECURITE) or 2182 kHz.
The Nuevo Leon encounters Hurricane Opal ![Barograph chart showing the progression of the Nuevo Leon as it transited the Gulf of Mexico with Hurricane Opal](page_324_613_1097_563.png) The barograph chart above shows the progression of the Nuevo Leon as it transited the Gulf of Mexico with Hurricane Opal. The chart begins on October 2 at 2300 and ends on October 5 at 0800. The vessel encountered 75 knot (gusts to 90 K) and seas of 30 to 35 feet (9 to 11 meters). The lowest reading was 978.7 millibars at approximately 1000 UTC on Oct. 14. This placed the vessel about 600 miles to the west of Opal's eye. The Parade of Storms ![A satellite image showing several tropical storms labeled Humberto, Iris, Karen, and Luis over the Northern Hemisphere](page_246_370_1092_563.png) Courtesy of the National Oceanic and Atmospheric Administration The Geostationary Operational Environmental Satellite (GOES-8) captured a parade of storms on August 30, 1995. The half disk view of the Northern Hemisphere shows (right to left) Tropical Storm Luis, Tropical Storm Karen, Hurricane Humberto, and Hurricane Iris. On the far left side of the frame are remnants of Tropical Storm Jerry. The storms followed each other fast and furious: Luis (8/28–9/11), Karen (8/26–9/3), Humberto (8/22–9/1), Iris (8/23–9/4), and Jerry (8/23–8/25). Operated by NOAA's National Environmental Satellite, Data and Information Service, the Goes satellites (GOES-7 and GOES-8) stay above a fixed spot on the surface and provide a constant vigil for severe weather conditions—tornadoes, flash floods, hail storms and hurricanes. The Crescent City Skip Gillham Vineland, Ontario, Canada Renamed the Carl W. Meyers in 1950, the vessel sailed another decade until she was scrapped at Port Colborne, Ontario, Canada. Photo courtesy of Canal Park Museum Collection. Over the years, some destructive November gales on the Great Lakes have reached almost legendary status. One of these famous storms hit Lake Superior November 29–30, 1905. Among the ship casualties was the Crescent City. Built in Chicago for the Zenith Transit Company, the vessel was launched February 2, 1897 and took her maiden voyage to Buffalo the following May. That summer Crescent City set an ore record of 5,560 tons for Lake Erie delivery. Misfortune struck early. On June 13, 1898, a stream pipe burst off Kelley’s Island, Lake Erie killing one sailor and injuring two more. On August 9, 1899, Crescent City got tangled in a towline that led to the steamer John B. Trevor being rammed and sunk by her barge. The accident prone Crescent City was upbound and in ballast for Two Harbors when she was hit by high winds and waves in late November 1905. With temperatures in the zero range and visibility poor, the 130-meter bulk carrier was swept ashore in a cove some two miles east of Duluth. Although the hull was pinned against the rocks, fortunately all crew members were rescued. When the seas subsided, salvage operations got underway for the many broken ships around the shores of Lake Superior, but Crescent City was not pulled free until June 4, 1906. Her troubles were not over. On June 9, 1909, the ship washed through the Canadian Lock at Sault St. Marie when the lower gates were broken down by an upbounder that failed to stop. Crescent City was holed as it was swept downstream and grounded. The ship sank while being towed to dock. The later years were less eventful for Crescent City. Ice Breaker Teresa Fremaux The Mariners' Museum Newport News, Virginia ![Two men standing on an ice-covered steam trawler deck, holding poles, with another man peering out from behind the curtain of ice.](page_324_370_1096_579.png) The two men, still good humored despite the job of ice breaking that awaits them, pose in front of the pilot house of the steam trawler, Breaker, circa 1930. Another man, peering out from the curtain of ice on the deck below, has already begun the hard work. The vessel was built in 1913 by the Fore River Ship Building Company in Quincy, Massachusetts and was owned by the Bay State Fish Company of Boston. The Breaker fished in the Georges Bank trawl fishery until 1934. The photograph was taken by J. Jay Hirz, Hirz Graf Studios, in New York City. The Gelatin-silver print is housed in the permanent historical photograph collection of the Mariners' Museum, Newport News, Virginia. Turn on the Light! The Development of the Fresnel Lens Elinor De Wire Gales Ferry, Connecticut The heart of a lighthouse—indeed, its very soul—is the great beacon beaming from its lantern. Like the Cyclops of Greek mythology, it surveys the sea with a single, gargantuan eye, sometimes winking sleepily, sometimes gazing with boredom, but always pre-empting the night with a brilliant, guiding ray. Such sentinels evoke an aura of simplicity; yet, their origins are exceedingly complex. The lighthouse's thin pencil of blinding light, so captivating to painters, and poets, is no ordinary beam, but rather a technological achievement rooted in science and showcasing the talents of craftsmen and engineers. The variety of lighted aids guiding today's navigator would have confused the ancient mariner, who felt fortunate to have the crudest wood braziers for beacons. The famous Pharos of Alexandria, a lighthouse that guarded the Nile River Estuary and one of the Seven Wonders of the World, had a huge brazier that was maintained by priests, whose slaves carried wood up the 152-meter tower. Candelabras were used in some early lighthouses; titanic in size, they required dozens of tapers and hours of work to maintain. The renowned Eddystone Light in the English Channel began its career in 1698 with tallow candles suspended from the ceiling of its lantern. The first Boston Light is believed to have been lit by a chandelier of 46 candles. In the 1500s, coal braziers came into use, but as with wood and candles, soot was a problem. In addition, these early beacons cast a feeble light upon the sea and were fire hazards. In fact, both the Eddystone Light An illustration of Augustin Fresnel's original 1823 lens is depicted above. Above, an old postcard shows the Highland Lighthouse in N. Truro, Massachusetts where eclipsers were first used. Photograph courtesy of the Elinor DeWire collection. and the Boston Light burned when their tallow-soaked, wooden floors caught fire. Oil lamps followed in the 1700s, with numerous improvements in their designs to magnify the light and produce a cleaner and steadier beacon. The zenith of lamps came in the 1780s with Ami Argand's tubular-wick lamps, which produced a bright, smokeless flame equivalent to seven candles and was further intensified with reflectors pans placed behind the lamps. This design was improved by Winslow Lewis of Cape Cod, who added a parabolic, silvered reflector. Even so, only one-sixth of the light of each lamp was reflected out to sea. The problem remained of identifying beacons at night. Prior to the 1820s, all seacoast lights were white and fixed (did not flash). Colored lights were unsuitable for landfall navigation, as they drastically reduced the range, or distance a beacon could be seen, and engineers had found no effective means to make a beacon flash a signal. The American and European coasts were lit by a necklace of steady, white lights that sometimes confused the unwary mariner. Maine was typical, where one stretch of shore showed nine white, fixed lights, all visible from a single vantage point. Efforts were made to produce flashing light characteristics as early as 1800. Highland Lighthouse on Cape Cod had a peculiar eclipser installed shortly after it went into service to distinguish it from the Boston Light. The apparatus consisted of a semicircular screen that revolved around the 15-lamp beacon once every eight minutes. Eight minutes was too long a signal period, and complaints were made about the beacon's range, which extended only about 10 miles from shore and less during bad weather. Ships nearly ran onto the shoals of the cape's backside trying to find Highland Light, so the eclipser was discontinued. French physicist Augustin-Jean Fresnel (pronounced Fray-nel) in 1822 introduced a revolutionary optic that drastically improved lighthouse illumination and became the basis for all modern optics. Fresnel's design, though devised through complex physics and mathematics, was a creation of unparalleled beauty. A fragile aggregation of prisms and brass, shimmering like an ornate ballroom chandelier, it transformed the light of an ordinary oil lamp into a blinding beam. Fresnel outraged the scientific community by boldly disputing the 150-year-old theories of Isaac Newton. Newton had vaguely defined light as a swarm of particles moving through space longitudinally, each with a different mass, according to its color, and each with identifying characteristics which allowed it to be refracted, reflected, or moved randomly. Fresnel, on the other hand, believed light traveled in waves in a transverse manner. Fresnel's system did away with multi-lamps and reflectors and replaced them with a single larger lamp placed at the center, or focal plane, of the lens. His beehive-shaped lens was composed of a central panel of magnifying glasses surrounded above and below by concentric rings of prisms and mirrors properly angled to gather light and direct it toward the focal plane where it was intensified and projected seaward. The Fresnel lens was first tested at the celebrated Cordouan Lighthouse where the Gironde River flows into the Bay of Biscay. The beacon's excellence was quickly recognized by the maritime world, and demand for Fres- nel lenses burgeoned. Several types of Fresnel lenses were available by the mid-1820s. His fixed lens exhibited a steady beam of light by means of a smooth, central barrel of convex glass. The flashing lens had flash panels, called bullseyes, arranged around the focal plane of the lens to funnel light into separate beams. A fixed-flashing combination lens was developed later that used both bullseyes and a smooth central band to give a versatile signal. Colored panels were also employed to warn of specific danger areas, such as underwater rocks or sandbars. Thus, Fresnel not only introduced an improved optic, but also a means of distinguishing one lighthouse from another at night. The drawbacks of his system were its weight and cost. A first-order lens could easily weigh five tons, and on today's market it might fetch more than $1 million. The heavy lenses were lifted up to lighthouse lanterns in pieces, then assembled on large, ornate pedestals. Flashing lenses were rotated by clockworks with huge weights suspended in the towers to power the cogs. Some were mounted on chariot wheels or ball bearings; others floated in troughs of high-density, low-friction mercury. Lightkeepers had to wind up the clockworks several times a night and were kept busy polishing the brass and prisms. But the expense and ponderous nature of the apparatus seemed small compared to the savings in life and cargo it effected. France and Britain embraced the design immediately and launched industries to manufacture Fresnel lenses. Americans were less enthusiastic. The parsimonious chief of the Lighthouse Service, Stephen Pleasanton, refused to dish out funds for the new system, citing the expense as inhibitive. He continued using the archaic lamp and reflector system patented by Winslow Lewis, who was his personal friend. Fresnel died in 1827, but by 1835 nearly every major European lighthouse had been converted to his lenticular system. Meanwhile, sailors complained of the poor quality of American lighthouses and extolled Europe's brilliant sentinels. As criticism increased, particularly from shipping interests with government influence, Congress decided to investigate. Two Fresnel lenses were purchased from France and installed for testing in the south tower at New Jersey's Navesink Twin Lights in 1841. They were quickly dubbed the best lights in the nation. Immediate conversion to Fresnel lenses began. By 1860, practically every U.S. lighthouse exhibited a Fresnel lens. Conversion to gas illumination and, eventually, to electricity around the turn of the century only enhanced the power and beauty of the system. Though many of the old lenses were damaged during the Civil War and have since suffered from age and exposure, a number remain in use at lighthouses across the nation. The firms that manufactured them closed long ago, but their products shimmer timelessly along many coasts. Rescued by a Buoy Elinor De Wire Gales Ferry, Connecticut To the landsman, buoys are homely, rotund objects bobbing awkwardly in channels and harbors, making a monotonous racket with their ceaseless clanks, gongs, and whistles. Their colors and shapes give them the appearance of castaway circus clowns, but these important navigational aids perform a critical service as the road signs of the waterways. No one would argue that buoys save lives, but sometimes they serve us in unexpected ways. A lighthouse family at Timbalier Bay, Louisiana was saved by an iron can buoy not far from their sea-swept home in 1867. The terrible March 29 hurricane of that year washed away the tall, brick lighthouse, then scoured clean the low sandy island on which it stood and left it submerged under a high storm tide. The castaway lightkeeper, his wife, and daughter "faithfully performed their duties, barely escaping with their lives." Awash in the storm surge, they clung to each other as the tide fortuitously carried them to the trusted buoy. They crawled inside and rode out the storm, remaining on board for several days until rescued by a passing ship. More compelling is the 27-hour ordeal of fisherman, Robert Curtis, who owes his life to the Bay Ledge Buoy, located six miles south of Carver's Harbor, Maine. Curtis had gone clamming on a clear, cold Sunday morning in January 1984, motoring out of Rockland in his 15-foot boat, headed for the rich clam beds at Kent Cove. Though the weather forecast called for a sunny and mild day, the sky soon took on a drab gray pallor. Before long, Curtis was caught in an unexpected snow squall. The wind picked up to 35 knots, and waves began swamping the little boat. Curtis bailed furiously and tried to steer for the nearest land. He motored aimlessly for more than an hour, his boat sloshing and bouncing like a toy in a bathtub. By noon the temperature had dropped into the single digits, and Curtis was 12 miles off course. His hands were numb, and ice encrusted his face and hair, but help was in sight. Ahead of him bobbed the Bay Ledge Buoy with a big number 2 painted on its top. Though Coast Guard regulations prohibit climbing on a buoy or using it as a mooring, Curtis knew he had to tie up to the buoy or risk being blown out to sea. Carefully, he eased alongside, but just as his hand grasped the buoy, the boat was swept from under him. He scrambled onto the bobbing can, wet and chilled, and watched his boat slowly putter away. Waves drenched him, and his hands began to freeze to the metal. Wisely, he removed his belt and attached it to the buoy so that he would have a strap to hold. His down jacket became a sit-upon that kept him from freezing fast to the ice-shrouded buoy. Curtis knew it was important to move about, so he began walking round and round on the buoy holding tightly to the belt. When night came and near unbearable cold set in, he tore off bits of his rubber boots and burned them with a Bic lighter to warm his hands and face. There was little heat generated, by the simple act gave him hope and "buoyed" him through the long, frigid night. A helicopter passed over in the darkness, sweeping a spotlight, but though Curtis screamed and waved, he was not sighted. A friend had reported him missing, and crews from Coast Guard stations in Rockland, Portland, and Cape Cod were combing the waters by aircraft and rescue cutter. Local boaters turned out to look for Curtis, and even a 110-foot tug out of Portland joined the search. At dawn Curtis desperately searched the horizon for signs of rescue, but saw none. He was convinced death awaited him on the lonely buoy. Around 2 pm, he heard engines approaching and spotted the Point Hannon out of Jonesport. The crew were amazed to find Curtis alive and cheering energetically as they pulled him off the frozen buoy. He was taken to a Bangor hospital suffering from minor frostbite of his hands. Fortunately for Curtis, his rescuer had done what all good "Buoy Scouts" do when lost: It remained stationary, waiting to be found. Above right two buoys enveloped in foam serve as markers to guide mariners. Below a man works on the maintenance of a buoy. Photos courtesy of Elinor DeWire. Reporting Wet Bulb & Dew Point Temperature Martin S. Baron National Weather Service As I've indicated in this column previously, wet bulb temperature is now reported in the weather message. Effective November 1994, the World Meteorological Organization added Group 8S_w T_b T_b T_b for reporting wet bulb temperature, after the ice accretion group, in ships synoptic code section 2. Incidentally, dew point temperature continues to be an important part of the weather message, in group 2S_n T_d T_d T_d of ships synoptic code section 1. Wet bulb temperature is reported in Celsius degrees and tenths, with the sign (+,0, -) indicated by S_w. Some examples: (1) For wet bulb temperature 11.8°, report 8S_w T_b T_b T_b as 80118 (S_w is 0 for positive, and T_bT_bT_b is 118) (2) For wet bulb temperature 4.1°, report 8S_w T_b T_b T_b as 80041 (Sw is 0 for positive, and TbTbTb is 041) (3) For wet bulb temperature -3.6°, report 8S_w T_b T_b T_b as 81036 (Sw is 1 for negative, and T_bT_bT_b is 036) Dew Point temperature is computed from the dew point calculation table, using wet and dry bulb temperatures to compute wet bulb depression (difference between dry and wet bulb temperatures). The dew point is then read from the table at the intersection of the correct row for wet bulb and column for wet bulb depression. Unlike wet bulb temperature, which is reported in tenths, ships report dew point in whole degrees Celsius. The third T_d in T_d T_d T_d is the tenths figure, and is always reported as /. Some examples: (1) Observed temperatures are 8°C for wet bulb and 10°C for dry bulb. The wet bulb depression is 2°C. The dew point calculation table indicates a dew point of 6°C (at the intersection of the appropriate row for wet bulb and column for wet bulb depression. 2S_n T_d T_d T_d is coded as 2006/ (S_n is coded 0 for +), T_d T_d T_d is coded 06/). (2) For wet bulb temperature of -5°C, and dry bulb temperature of -2°C, the wet bulb depression is 3°C. From the table, the dew point is found to be -14°C. 2S_n T_d T_d T_d is coded as 2114/ (Sn is coded 1 for -, T_d T_d T_d is coded 14/). Common Observer Errors The National Climatic Data Center (NCDC) just completed a study of common shipboard observer errors, summarized in table 1 (the NCDC archives ships weather observations, obtained from the Ships Weather Observations form B-81). The most frequent errors noted by NCDC are (1) mistakes in the reporting of dewpoint temperatures, (2) erroneous ships position information, (3) day/time group errors, (4) improperly coded visibility, and (5) errors in the reporting of pressure tendency and characteristic. Dew point temperature errors frequently result from incorrect use of the dew point calculation table, in particular using dry bulb rather than wet bulb for the horizontal rows of the table. Remember that each horizontal row of the NWS supplied dew point calculation table corresponds to a value for wet bulb temperature, and each vertical column corresponds to a value for wet bulb depression. Using the wrong value for sign, S_n, is another error sometimes seen in dew point temperatures. Remember, S_n is coded as 0 for positive or zero dew point temperature, and as 1 for negative dew point temperature. When coding ships position, make sure you're specifying the proper quadrant (Q_c), and the correct values for latitude and longitude. Be particularly careful near quadrant boundaries, especially when your vessel crosses from one quadrant to another. Remember, for north latitudes, Q_c is coded as 7 for west longitude, or as 1 for east longitude. For south latitudes, Q_c is coded as 5 for west longitudes, or as 3 for east longitudes. Longitude is reckoned from the Greenwich and 180th Meridians, latitude from the equator. If your ship is right on the Greenwich or 180th meridian (L_aL_oL_oL_o = 0000 or 1800 respectively), you may code Q_e as either 1 or 7 for the northern hemisphere, or 3 or 5 for the southern hemisphere (the choice is left to you). If your vessel is right on the equator (L_aL_aL_aL_a = 000), Q_e = 1 or 3 (eastern longitude), or 5 or 7 (western longitude). Again, the choice is left up to you. When your vessel crosses the equator, the Greenwich, or 180th meridians, it is absolutely essential to change Q_e to the appropriate code. Otherwise, your ships position will not be correctly described. Always be very careful when recording your latitude and longitude. A meteorological report is useless if it's precise location cannot be determined. Both latitude and longitude are coded in degrees and tenths. To change minutes to tenths of degrees, divide minutes by 6 and disregard the remainder, ie 45 minutes is 7 tenths of a degree, 30 minutes is 5 tenths of a degree, 05 minutes is 0 tenths of a degree, etc. Don't forget to change the day at 0000 UTC. The day of the month (YY) and time of observation (GG) are reckoned according to UTC, not by local date/time. When reporting visibility (VV), permissible code values range from 90 (for visibility less than 55 yards (50 meters)), to 99 (for visibility greater than or equal to 27 nautical miles (50 kilometers)). Some visibility reports are being coded outside the valid range, probably because some observers are reporting visibility in nautical miles, forgetting to use the code table. When reporting 3-hour characteristic of pressure tendency (a) and amount of pressure tendency (ppp), remember that code 4 means the pressure has not changed at all during the 3-hour period (pressure has been steady with a flat or horizontal barograph tracue). Under this circumstance, appp is always coded as 4000 (ppp = 000 for net 3-hour pressure change of 0). In fact, whenever a is coded as 4, ppp must be coded 000. Otherwise, you are providing contradictory information about 3-hour pressure tendency. A steady characteristic of pressure tendency implies no net 3-hour pressure change. If pressure has risen, and then fallen during the 3-hour period, use a = 0. If pressure has fallen, and then risen, use a = 5. See the code table for a. PMO Newark Departing, New York Vacancy filled John Bollinger, PMO in Newark, N.J. since April 1995, has accepted a position at Weather Service Forecast Office Louisville, KY, as a Hydrometeorological technician. We wish John well in his new position. I am pleased to report that Tim Kenefick (photo right) is the new PMO for New York City, reporting for duty September 18, 1995. He previously worked at Weather Service Office Cincinnati as an electronic technician in the weather and radar observation programs. New Recruits – July - September, 1995 During the 3-month period ending September 30, 1995, PMOs recruited 110 vessels as weather observers/reporters in the National Weather Service (NWS) Voluntary Observing Ship (VOS) Program. Thank you for joining the program. Please follow the worldwide weather reporting schedule as best you can — report weather four times daily at 0000, 0600, 1200, and 1800 ZULU or UTC time. The United States and Canada have a 3-hourly weather reporting schedule from coastal waters out 200 miles from shore, and from anywhere on the Great Lakes. From these coastal areas, please report weather at 0000, 0300, 0600, 0900, 1200, 1500, 1800, and 2100 ZULU or UTC, whenever possible. To transmit your weather report to the NWS, use (1) INMARSAT Standard A or Standard C, (2) U.S. Coast Guard Simplex Teletype Over Radio (SITOR), or plain language (voice — recite the coded message using radiotelephone). The Coast Guard has discontinued all morse code services. (3) Commercially operated shore radio stations (using SITOR or CW), as a back-up, if methods (1) or (2) are not available.
NAME OF SHIP CALL AGENT NAME RECRUITING PMO
ALICE ST. PHILIP WYL6871 ST PHILIP TOWING COMPANY MIAMI, FL
AMBASSADOR KRFK CCT NEW ORLEANS, LA
ANASTASIS 9ZOH MERCY SHIPS MIAMI, FL
APL CHINA V7AL5 AMERICAN PRESIDENT LINES SAN FRANCISCO, CA
ARCTIC SUN ELQB8 NATIONAL WEATHER SERVICE LOS ANGELES, CA
ATLANTIC 3FYT HOME LINES MIAMI, FL
ATLANTIC BULKER 3FSQ4 SHOWA LINE ENGINEERING CO., SAKURADA BLDG. MIAMI, FL
ATLANTIC SENTRY NJAS USCG MAP KEYWEST MIAMI, FL
AUTOMOBIL ACE 3EVF8 SEWA NAVIGATION CORP. LTD, ONARIMON-YUSEN SEATTLE, WA
BAJKA LITC ELLER COMPANY INC MIAMI, FL
BAKAR LFSW ELLER COMPANY INC MIAMI, FL
BALAO LKFH MIAMI, FL
BANTA LAUC ELLER COMPANY INC MIAMI, FL
BARO LAOV TORVALD KLAVENESS MIAMI, FL
BARWA LMRH TORVALD KLAVENESS & CO A/S MIAMI, FL
BAYOU BULL WZA6172 MIAMI, FL
BETTY CULBREATH WCT2876 GULFCOAST TRANSIT CO. MIAMI, FL
BETTY WOOD WYZ8766 GULFCOAST TRANSIT CO. MIAMI, FL
BEVERLY ANDERSON WTH5600 GULFCOAST TRANSIT CO. MIAMI, FL
BUNGA SAGA TIGA 9MBM8 MALAYSIAN INTERNATIONAL SHIPPLING CORP. BHD SEATTLE, WA
CAPE DIAMOND WMHJ MARINE TRANSPORT LINES SAN FRANCISCO, CA
CAPE MOHICAN WDOP OMI CORP. JACKSONVILLE, FL
CAPE RACE KAFJ HASLER AND CO. NORFOLK, VA
CAPE RAY KAFI OMI SHIP CORP. NORFOLK, VA
CAPE RISE KAFG OMI SHIP MGT. NORFOLK, VA
CAPE VICTORY KAES KEYSTONE SHIPPING CO. HOUSTON, TX
CAPE VINCENT KEYS KEYSTONE SHIPPING CO. HOUSTON, TX
CAROLE G. INGRAM WYZ6149 TANKER MANAGEMENT, INC MIAMI, FL
CASTOR S6HG KERR NORTON MARINE MIAMI, FL
CHIQUITA MILANO C6CE9 BANANA SUPPLY COMPANY MIAMI, FL
CHOYANG GLORY D9TA CHO YANG (AMERICA), INC. NORFOLK, VA
CHRISTIANE C6HD5 ATLANTIC SHIP AGENCY, INC. BALTIMORE, MD
CRISTINA 1 DUJJ EASTERN CAR LINES, ATAGO-TOYO BLDG SEATTLE, WA
DEBBIE RANKIN WTT9205 GULFCOAST TRANSIT CO. MIAMI, FL
DOCEBRUMA ELPB5 T. PARKER HOST NORFOLK, VA
DRAGAMINAS XCWU CAPT. A. VAZQUEZ MIAMI, FL
EDNA ST PHILIP WS5650 ST PHILIP TOWING COMPANY MIAMI, FL
ELLENA HICKS WBX8151 GULFCOAST TRANSIT CO. MIAMI, FL
ERNESTINA WTK7000 SCHOONER ERNESTINA MIAMI, FL
EUWIN ST. PHILIP WA6617 ST PHILIP TOWING COMPANY MIAMI, FL
EVER REACH 3FQO4 EVERGREEN AMERICA CORP. NEWARK, NJ
EXXON LEXINGTON KIYP EXXON SHIPPING CO MIAMI, FL
FEDERAL OSLO LALO4 FEDNAV INTERNATIONAL LTD NEWARK, NJ
FEDERICO C. IBFW COSTA/LAURU LINE MIAMI, FL
FLORAL LAKE 3FFA5 HAKATA SHIPBUILDING CO., SEATTLE, WA
FMG AMERICA V2SI FAROVI SHIPPING MIAMI, FL
FOREST CHAMPION 3FSH3 NYK LINE NORTH AMERICA INC SEATTLE, WA
FRANCES S. WTT9203 GULFCOAST TRANSIT CO. MIAMI, FL
NAME OF SHIP CALL AGENT NAME RECRUITING PMO
GLORIOUS SUN DVTR ORIX MARITIME CORP. SEATTLE, WA
GREAT LAKE VRUB9 WORLDER SHIPPING LTD SEATTLE, WA
GREEN RAINIER 3ENI3 INTERNATIONAL SHIPPING CO INC SEATTLE, WA
GULF SENTRY NSTY USCG MAP MIAMI MIAMI, FL
GULFCOAST WAJ9818 GULFCOAST SHIPPING CO. MIAMI, FL
HANDY LOGGER DZBH INTERNATIONAL SHIPPING CO, INC SEATTLE, WA
HANJIN SHANGHAI 3FG15 HANJIN SHIPPING CO., LTD. NEWARK, NJ
HUNTER WYK4729 CROWLEY MARITIME CORP MIAMI, FL
HYUNDAI SEATTLE P3SG5 HYUNDAI AMERICA SHIPPING INC SEATTLE, WA
JAMIE BAXTER KDFL GULF COAST TRANSIT CO MIAMI, FL
JANET GRAHAM WTT9206 GULFCOAST TRANSIT CO. MIAMI, FL
JANIS GUZZLE WAI4094 GULFCOAST TRANSIT CO. MIAMI, FL
KAPITAN BYANKIN UAGK FESCO AGENCIES N.A., INC SEATTLE, WA
KAPTAIN SERYKH UGOZ FESCO AGENCIES N.A. SEATTLE, WA
KATHRINE CLEWIS WQ7310 GULFCOAST TRANSIT CO MIAMI, FL
KEystone RHODESLAND WFDW KEYSTONE SHIPPING CO SAN FRANCISCO, CA
KONSTANTINOS A SWPJ NETROFIN LTD SEATTLE, WA
LIBBY BLACK WTG2210 GULFCOAST TRANSIT CO MIAMI, FL
LOUISIANA BRIMSTONE KQTM SULPHUR TERMINALS CO MIAMI, FL
MAERSK RECIFE V2LC MAERSK INC MIAMI, FL
MAERSK SANTOS VRUY5 C/O MAERSK INC. BALTIMORE, MD
MAERSK VANCOUVER SXNP MAERSK INC, TERMINAL THREE SEATTLE, WA
MARCONA CONVEYOR ELDJ UTAH TRANSPORT INC MIAMI, FL
MARIA LAURA C6MZ8 WEAVER MARINE AGENCIES LTD NEWARK, NJ
MARINE UNIVERSAL II 3EJG6 NRS CO., INC, 2ND FLR, KYOMARU BLDG SEATTLE, WA
MARK HANNAH WYZ5243 GENERAL MARINE TOWING CHICAGO, IL
MARTHA R. INGRAM KCBO TANKER MANAGEMENT, INC MIAMI, FL
MEARSK NEWARK 9VXR MAERSK LINE NEWARK, NJ
MOBIL AERO WLBY GLENEAGLE SHIP MANAGEMENT INC MIAMI, FL
NEW NIKKI 3FHG5 NYK LINE N.A. INC SEATTLE, WA
NORD JAHRE TRANSPORTER LACF4 RICE, UNRUH, REYNOLDS, CO BALTIMORE, MD
NORTH EMPRESS ZHEB4 NORTH EMPRESS SHIPPING CO., LTD MIAMI, FL
OCEAN ORCHID 3ECQ9 KERR NORTON MARINE,WESTLAKE OFFICE SEATTLE, WA
PACIFIC SENTRY NOKL USCG MAP MIAMI MIAMI, FL
PONCE WPJR PUERTO RICO MARINE MGMT INC MIAMI, FL
PROSPERITY ELNT9 TRANS ATLANTIC, INC MIAMI, FL
PUFFIN ARROW C6HQ7 WESTFLEET MGMT MIAMI, FL
RALEIGH BAY KRHG SEA-LAND SERVICE INC NORFOLK, VA
ROCKIES HIGHWAY 3FIP4 K LINE AMERICA, INC SEATTLE, WA
RUBIN KOBE DYZM SHINKO MARINE IND.,LTD SEATTLE, WA
RUBIN STAR 3FIA5 MERIT STEAMSHIP AGENCY SEATTLE, WA
SAN LAURE ELK18 M.O. SHIP MANAGEMENT CO, LTD SEATTLE, WA
SANKO SOUTH 3FSK2 EASTERN SHIPPING CO SEATTLE, WA
SANKO SPRUCE 3EZL3 CASCADE MARINE AGENCIES LTD SEATTLE, WA
SAUDI HAIL HZZF NSCSA (AMERICA INC.) NORFOLK, VA
SEA NOVIA ELRV2 SEA-LAND SERVICES MIAMI, FL
SEALAND CHAMPION V7AM9 SEALAND SERVICE INC SAN FRANCISCO, CA
SEALAND GUATEMALA OUJV2 BRANDTSHIP USA,INC NEW ORLEANS, LA
SHARON DEHART WAM4073 GULFCOAST TRANSIT CO MIAMI, FL
NAME OF SHIP CALL AGENT NAME SIBOHLELL LAQN4 TSCHUDI AND EITZEN AS SOUTHERN ACE DZLE MMS CO., LTD., SURFEL ST EMILION WIJT A CREST TANKERS, INC STAR OF MARIA ELNE5 RAVENSCROFT SHIPPING INC STELLA 9VXY BARBER SHIP MNGT STRONG CAJUN WCD6594 ANDERS/WILLIAMS INC TALISMAN OWPG6 ARMADA SHIPPING CO TEQUI 3FDZ5 SHINKO MARITIME CO., LTD USCGC PEA ISLAND NCSR COMMANDING OFFICER USCGC WHITE SUMAC NAED COMMANDING OFFICER USNS PATUXENT NPCZ USNS PATUXENT T-AO 201 WAVELET DVDJ ORIX MARITIME CORPORATION WINDWARD SENTRY NLYJ USCG MAP MIAMI RECRUITING PMO NORFOLK, VA SEATTLE, WA MIAMI, FL SEATTLE, WA SEATTLE, WA NORFOLK, VA MIAMI, FL NEW ORLEANS, LA SEATTLE, WA MIAMI, FL Subtract wet-bulb temperature from dry-bulb temperature to get "wet-bulb depression." Locate nearest depression across top of table and nearest wet-bulb temperature down the side. Read encoded dew point at intersection of wet-bulb temperature row and depression column. The dew point temperature, Ted = Te - Tw, should always be less than the air temperature TTT. More extensive tables are in the NWS Observing Handbook No. 1.
Wet-Bulb Temp. (°C) Wet-Bulb Depression °C
0.00.51.01.52.02.53.03.54.04.55.05.56.06.57.07.58.08.59.09.510.010.511.0
-5-7-8-9-11-13-14-17-19-20-27-28-32-32-36-39-34-30-31-31-30-34-34-33-33-33
-4-6-7-8-9-11-12-14-16-18-22-26-33-32-36-30-31-31-30-34-34-33-33-33-33-33-33
-3-5-6-7-8-9-11-12-14-16-19-22-30-26-25-31-28-29-30-34-34-28-29-30-30-33-33
-2-4-5-6-7-10-12-14-16-19-21-25-30-28-27-31-26-27-28-32-32-27-28-30-30-33-33
-1-3-4-5-6-8-10-11-13-15-17-21-23-25-31-24-25-26-29-31-25-26-30-31-33-33
0-1-2-3-6-8-9-12-14-16-19-21-26-32-34-36-39-39-39-39-39-40-39-39-39-39
+10-1-2-3-5-7-9-10-12-14-17-19-22-27-34-34-33-33-33-33-34-33-33-33-33
+20-1-1-2-4-6-8-10-11-14-16-19-23-27-34-34-33-33-33-33-34-33-33-33-33
+300-1-1-3-5-7-9-10-12-15-18-21-27-34-33-33-33-33-34-33-33-33-33
+400-1-1-3-5-7-9-10-12-15-21-16-19-22-27-26-26-26-26-26-26-26-26
+500-1-1-3-5-7-9-10-12-15-18-21-26-29-33-32-32-32-32-33-32-32-32
+600-1-1-3-5-7-9-10-12-15-18-21-26-29-33-34-33-33-33-33-33-33-33
COMMON OBSERVER ERRORS DEWPOINT Misuse of drybulb (not wetbulb) when using table Correct value, wrong sign coded on wetbulb Decimal shift, i.e. 019 instead of 190 (all/any temperatures) POSITION Decade error on latitude or longitude Wrong quadrant, especially when Q changes Latitude and longitude interchanged Latitude repeated for longitude DATE/TIME Failure to change day at 00Z VSBY Not 90-99 APPP A=4 + non zero ppp COMMON TRANSMITTAL ERRORS NON RECEIPT ??? NO CALL SIGN OR PARTIAL CALL SING Who Needs Ship Weather Observances? Jim Nelson Port Meteorological Officer, NWS Houston, Texas When I go aboard a ship for a routine visit and ask the Captain if he would like to join the weather observing program, he often responds with "I don't have the time because I'm shorthand-ed," "I don't have a radio operator" "I go coastwise so you don't need weather from me" or "You don't need observation anymore, you have satellites to do that for you." It's true, satellites do show us where the sky is clear or cloudy and provide us with a thermal profile of the ocean water, but only you know what the weather is at your position! Satellites can't look through the cloud cover to tell us how hard the wind is blowing, what the pressure is, how high the seas are, how low the visibility is, or what type of precipitation is or isn't falling. Forecasters worldwide look for the synoptic report which might give them a clue as to whether a Low is getting stronger or weaker. Whether you are on the high seas or going coastwise, your reports are vital. Over land, a great number of hourly observations are received at computer centers around the world and are exchanged with other countries by way of the Global Telecommunications System (GTS). These hourly observations are used extensively by civil aviation and meteorologists to keep up with ever-changing trends in the weather. In addition, there are 6 hourly synoptic observations taken by thousands of land sites around the world for use in the surface analysis. The generated weather analysis maps are then broadcast over land line computer and/or facsimile circuits, and radio facsimile. Over water areas, we have a limited response for synoptic weather observations. Even though water covers much of the earth's surface, we still have a problem convincing ship personnel that their weather reports are valuable. It is not unusual to have an analysis over the ocean based on 100 ship observations. While 100 ships may seem large, if you put that many dots on a large base map, they get lost. Also, more than half of those 100 observations are usually along a regular trade route, leaving a vast expanse of uncovered ocean. So, without the synoptic weather observations generated by ships at sea, the synoptic weather maps over water would not be very accurate. If the maps are not accurate, the forecast then becomes degraded. Prior to World War II, oceanic analysis was not done routinely, in real time, like it is done today. Even over land, it took hours for the weather to be received and plotted by hand. The Japanese used bad weather to successfully cloak their movements prior to, and during, their approach to the Hawaiian Islands for their attack on Pearl harbor on December 7th, 1941. They received special broadcasts with synoptic data and vital ship reports from their task force, which enabled them to move undetected across the Pacific. The allies began to realize the importance of weather and many campaigns commenced on the basis of a weather forecast. The landings made on the beaches of Normandy, France on June 6th, 1944 were successful, in part, because of a forecasted brief lull in storm conditions. As Allies moved across the Pacific Ocean, a network of observation sites was established and maintained. Prior to many island invasions in the South Pacific area, Australian coast watchers would go ashore to spot enemy movements and to report the weather. Military and merchant marine vessels played a critical role in this overall scheme. Ships underway had to record weather observations for the deck log, but it was not until late in the war that most ships started transmitting weather. Compared to the sophisticated computer systems of today, this was somewhat crude, but it served its purpose. This system continued after the war. Beginning in the fifties and sixties, computers started doing some of the data processing needed to build forecast models. These huge computer filled a room, but had only half the power of most of today's desktop computers. It was soon realized that the lack of ship reports often hampered this effort. Through the seventies and eighties, merchant fleets shrank as ship size increased, so that the number of observations decreased. Even with this decrease, an adequate number is theoretically available if everyone cooperates. Many tramp ships do not use regular routes and their observations are especially vital. Today recruiting is the most important role of a Port Meteorologist. We talk to many ship's Captains who realize the value of taking and sending weather observations. Some believe that U.S. PMO's work strictly for their own program. In reality, all nations benefit when a PMO from any nation enlists a ship into the Voluntary Observing Ship program since this is actually a World Meteorological Organization program. All ship data are passed around the world via GTS, which is unique in that it has been in operation for many years. Within minutes of receipt, a weather observation is available for use at forecast centers worldwide. Ship observations are not only used to make forecasts, but also to verify forecasts and to aid climatological studies. Researchers use observations for a particular area or storm to understand why a system behaved in the manner it did. The hurricane season of 1995 will definitely be one of those seasons which provide valuable studies of storm behavior. While advances in observation techniques and practices have taken place over the past 50 years, the basic structure has remained the same. However, with increasing automation of shipboard observations, weather services are looking for better ways to receive observations in the future. One idea is the automatic transmission of weather data direct to a weather satellite. Currently, the German Weather Service has some test sites out on a few ships, as they look for a viable course to take. The U.S. has a system called Shipboard Environmental Data Acquisition System (SEAS). Each SEAS ship has a time slot assigned for transmission of weather data directly to the weather satellite. Once the observer enters the weather data into the SEAS transmitter, the unit waits until a predetermined time and transmits. Currently, the U.S. has deployed 125 SEAS systems for use in transmitting environmental and oceanographic observations. Ships with these units have the capability of transmitting up to eight observations per day. The PMOs are also working to find ships who have INMARSAT Standard "C" on board and are willing to take and transmit weather through this medium. There are now approximately 10,000 ships equipped with Standard "C" and only a small percentage of them are taking and transmitting weather through this new, lower cost system. Remember, when you see a PMO from any country coming aboard for a visit, he or she is there to help you. They are not trying to get something for free. The things the PMO wants you to do will pay you back by providing you with more accurate weather maps and forecasts. She will provide you with a barometer check to help ensure you a safe voyage. If you are in the Voluntary Observing Ship (VOS) program, he will make sure your supplies are up to operating levels. He will also be available to answer questions pertaining to observation techniques and use of instruments. The PMO will provide you with aids to help you take the observations. How can you go wrong? Not only are you provided with everything you need to do the job, you will also get a more accurate end result. By using the weather maps and forecasts provided via radio facsimile and telex, the forecast might save you time and money. Even if you have a weather routing service, they too benefit from your observations. Most weather routing services receive all ship observations from their local weather service and utilize the reports to build a forecast for you. So, if you don't belong to the VOS, please think about joining the next time you see a PMO come aboard. In addition to his PMO duties, Jim writes articles, keeps up with international radio facsimile schedules, and collects statistics for the U.S. PMO program. Bob Decker, Seattle, presents a Seas "Top Ten" Award to the M/V Northern Lights' two captains. On left is Captain Ron LaBarre, and on the right is Captain Michael Kucharski. Below left, Captain T.D. Atmo of the m/s Federal Oslo holds the VOS plaque for 1994 weather observations awarded to him by Newark PMO John Bollinger. Above right, PMO Newark John Bollinger presents the 1994 Outstanding VOS Award Plaque to Captain Frederick Cook of the S.S. Sea-Land Consumer. Below right, the Sea-Land Express receives the 1994 Top Honors for the VOS Observation Program for Seattle. Left to right: Tom MacKay, Jr., PMO Seattle Pat Brandow, Barry Costanzi and Timothy Hagan. Above Seattle PMO Pat Brandow presents a VOS Observation Award to Northern Lights. Left to right: Chief Mate Kirk M. Piper, Second Mate Ray Bladado, PMO Brandow, Captain Ron LaBarre, and Third Mate Mike Vanderhorst. Below left: Curtis VanHynning, Quartermaster of the Candian Coast Guard Ship Simcoe, won a jacket as an award for excellence in marine weather observing in 1994 from Ontario Region PMO Office. The VOS Observation Award was given to Vessel Operations, Norfolk, Virginia, International Terminals. From left to right: Bland Creekmore, PMO Norfolk Marty Bonk, and Ernie Dunn. Below right, Norman McKay of the SS Mapleglen, a vessel of P & H Shipping, was one of the top 22 observers for 1994 in the Ontario Region VOS Fleet. McKay is wearing a jacket awarded by Environment Canada. Photo by Keith Clifford. Steve Kuhl, the new Supervisory Meteorologist at the National Weather Service Office in Kodiak, Alaska, has always had a keen interest in the weather. Steve is originally from New Jersey where he earned his Bachelors Degree in Geography and Masters Degree in Meteorology. Before coming to the NWS, Steve worked as a forecaster and radio broadcaster for a private meteorology firm in New Jersey from 1987 to 1992. Steve began his NWS career as a Meteorologist Intern at Buffalo, NY in February 1992, transferred to the NWS Eastern Region Headquarters in Long Island, NY, during June 1993, and arrived in Kodiak in October 1995. He brings with him an enthusiastic personality and hopes that he will be a positive addition to the WSO Kodiak team. In his own words Steve said that "I'm glad to be here in Alaska. This is a great opportunity for me to see this beautiful state and make a difference in providing our (NWS) customers with the best products and services possible." Officers of the Coast Guard Cutter Sweatbriar receive their award for outstanding performance in the Voluntary Observing Ship Program of the National Weather Service. Names of crew were not available at time of publication. Below left, PMO Norfolk Marty Bonk stands on the wing of the bridge aboard the OOCL Inspiration and presents an award (l-rt) C/M Mark Mahoney, Capt. Eric Franzen, R/O Paul Ferris and Marty. Mark Coulitis, Commanding Officer of the Canadian Coast Guard Cutter Spray was one of the 22 winners of Environment Canada Ontario Region VOS observer awards in 1994. March, April, May and June 1995
CALL PMO SHIP NAME RADIO MAIL TOTAL CALL PMO SHIP NAME RADIO MAIL TOTAL
WMFZY1ST LT ALEX BONNYMAN069030099KLHVTARCO INDEPENDENCE004060064
WJKVK1ST LT BALDOMERO LOPEZ019022041KSBGTARCO JUNEAU014024
WJLVY1ST LT JACK LUMMUS027051078KHLDTARCO SPIRIT018048066
WJKHN2ND LT. JOHN P. BOBO047010057KNFDTARCO TEXAS052005057
ZCAM9KA. V. KASTNER019000019ELQB8TARCTIC SUN036127163
CBACBACACIA0300430734QLBBARCTIC UNIVERSAL341000341
DULVSACE ACCORD011000011KFDVJARGONAUT055101156
GWANJACT 7257000257KGBDYARIES001000001
GYXGJACT I253000253OZBL2MARKTIS LIGHT050009059
WPZFOADABELLE LYKES089102191WE6Z79CARMCO027005032
WCF745GADAM E. CORNELIUS087036123OZG12JARNOLD MAERSK035029064
WPPONADVANTAGE056001057WE4805GARTHUR M. ANDERSON190033223
9VBWMAFFINITY005000005OXRS2TARTHUR MAERSK047117164
3ELE9BAGULHAS154082236KSFJTATIGUN PASS047073120
9KWAUAL AWDAH083000083WRA906UATLANTA BAY063000063
9KKFUAL SAMIDDOON2490002493FYTMATLANTIC873000873
9KKHUAL SHUHADA102000102SKPEJATLANTIC COMPANION022000022
9KKYUAL TAHRRE254000254SKUNNATLANTIC COMPASS122000122
3FTN4MAL WAALIYU027000027SKOZNATLANTIC CONCERT040000040
9KJPBAL WATTAYAH000034034ELIG8JATLANTIC OCEAN108011119
ELAC5UALBERNI DAWN2290002293EIK8BATLANTIC STAR056004060
ELPG7NALBERTO TOPIC001000001GBSAUAUTHOR029000029
ELBM4NALDEN W. CLAUSEN100085185OXSF2FAXEL MAERSK221020241
9VDRUALGENIB254000254WFQETB.T. ALASKA064080144
JPALSALLIGATOR AMERICA075000075TCKGYBALIKESIR000025025
3FX4SALLIGATOR BRAVERY049020069PCYOBBALTIC SUN084000084
3ETV8SALLIGATOR COLUMBUS106074180KASJUBALTIMORE TRADER068118186
3EIV8TALLIGATOR EXCELLENCE172015187WTC940GBARBARA ANDRIE021005026
ELFK7SALLIGATOR FORTUNE147000147LAWJ2MBAUCHI148044192
ELJP2SALLIGATOR GLORY122000122ELES7SBAY BRIDGE102116218
ELFN8SALLIGATOR HOPE039182221ELFN7JBEBEDOURO124000124
3EDDBFALLIGATOR JOY1340181523FEA4KBELLONA322019341
JFUGSALLIGATOR LIBERTY123000123ELNZ7BBERNHARD OLDENDORF007000007
3FAK5SALLIGATOR STRENGTH000028028KNJDFBLUE RIDGE045125170
ELJ09TALLIGATOR TRIUMPH061007068YDLRSBOGASARI LIMA143000143
WAV464CALPENA074054128DQNBUBONN EXPRESS123000123
WSD707SALPHA HELIX0880040923FMV3FBOSPORUS BRIDGE197137334
DZBDTALTAMONTE033003036ZCAK2UBP ADMIRAL178000178
WJRGJAMERICAN CONDOR119133252ZCAK3SBP ADVENTURE170000170
KGOPKAMERICAN CORMORANT0240060303EKV5FBRavery036036072
KMJAKAMERICAN FALCON0800160969VUMNBREMEN EXPRESS067000067
LADX2OAMERICANA043027070OXW4FBRIGIT MAERSK020048068
ICBANAMERIGO VESPUCCI0430841273EZJ9FBROOKLYN BRIDGE167038205
UINMSANATOLIY KOLESNICHENKO078000078WSRPTBROOKS RANGE026008034
OXTZTANDERS MAERSK088118206ELOF4FBRÜCKE SMART022042064
LAGU4KANNA066000066WAQ352CBUCKEYE153033186
OYKS2TANNA MAERSK196063259WWXBNBUFFALO SOLDIER000109109
DPUFNARABIAN SENATOR1110001119MYKTBUNGA KANTAN001000001
KSBKTARCO ALASKA000056056TCLNYBURDUR000036036
WCIOTARCO ANCHORAGE029026055WQZ704GBURNS HARBOR369086455
WMCVTARCO CALIFORNIA032019051WB4520GCALCITE II067023090
WGWBTARCO FAIRBANKS026030056ELMG2OCALIFORNIA CURRENT245000245
March, April, May and June 1995
CALL PMO SHIP NAME RADIO MAIL TOTAL CALL PMO SHIP NAME RADIO MAIL TOTAL
ELJP6 S CALIFORNIA HERMES 059 008 067 ELHM8 J CHOAPA 096 003 099
JGPN S CALIFORNIA MERCURY 320 000 320 DEGY N CHOYANG PRIDE 062 000 062
3FSI3 T CALIFORNIA ORION 100 068 168 KGXA U CLEVELAND 039 075 114
3EPB6 F CALIFORNIA PEGASUS 124 000 124 OXMEZ J CLIFFORD MAERSK 132 008 140
ELKU9 N CALIFORNIA SATURN 030 000 030 WSDK F COAST RANGE 063 016 079
ELJP8 S CALIFORNIA ZEUS 043 029 072 WHMK U COASTAL EAGLE POINT 004 000 004
KAKG B CALVIN P. TITUS 011 041 052 KGXM K COASTAL MANATEE 086 002 088
ELAD7 B CANADIAN LIBERTY 038 017 055 KWFE M COLORADO 093 017 110
3EFXS S CAPE CHARLES 025 000 025 WRB400 U COLUMBIA BAY 157 000 157
ELFY8 O CAPE HATTERAS 073 000 073 DVBH S COLUMBIA BAY 022 000 022
3ENQ9 N CAPE HENRY 048 000 048 WSB201 C COLUMBIA STAR 094 022 116
KMJS N CAPE HORN 002 000 002 3ELQ9 B COLUMBINE 175 008 183
JBCN N CAPE MAY 087 000 087 DIIU N COLUMBUS AMERICA 118 000 118
WFPJ Y CAPE ORLANDO 032 012 044 DAFC U COLUMBUS AUSTRALIA 148 000 148
WRGH B CAPE WASHINGTON 024 021 045 DHCM T COLUMBUS CALIFORNIA 264 000 264
3FFU4 M CARIBBEAN MERCY 001 000 001 ELQN3 S COLUMBUS CANADA 122 000 122
ELBG9 F CARLA A. HILLS 094 091 185 DGNZ J COLUMBUS NEW ZEALAND 126 000 126
3ESJ3 T CARMEL 047 178 225 DICQ N COLUMBUS QUEENSLAND 193 000 193
WYBI K CAROLINA 028 093 121 DNKL T COLUMBUS VICTORIA 195 000 195
WE4879 G CASON J. CALLAWAY 201 042 243 DGZV T COLUMBUS VIRGINIA 001 000 001
ERLJS M CCNI ATACAMA 101 060 161 ELJS6 T CONTINENTAL WING 075 000 075
ELFT8 M CELEBRATION 022 001 023 3EIP3 N CONTSHIP AMERICA 052 000 052
3FVN4 K CENTURY HIGHWAY NO. 5 235 000 235 OXIF2 N CORNELIA MAERSK 108 006 114
3FFJ4 U CENTURY HIGHWAY NO. 1 114 000 114 LXBY B CORNELIS VEROLME 065 000 065
3EJB9 T CENTURY HIGHWAY #2 188 000 188 KPJC F CORNUCOPIA 060 082 142
8JNP U CENTURY HIGHWAY NO. 3 171 000 171 KPSB K CORONADO 001 000 001
7LHH U CENTURY LEADER NO. 1 189 000 189 WMRU U CORPUS CHRISTI 020 014 034
3EJT9 B CHARLES LYKES 152 035 187 WTF331 N CORWITH CRAMER 002 023 025
WL3108 C CHARLES M. BEEGHLEY 103 023 126 KCBK U COURIER 091 000 091
SLPA F CHARLES PIGOTT 000 122 122 WE6970 C COURTNEY BURTON 202 050 252
KNJF J CHARLESTON 001 000 001 ZCAQB B COURTNEY L. 204 032 236
WPHZ U CHARLOTTE LYKES 086 122 208 WPHV N CPL. LOUIS J. HAUGE JR 024 123 147
OXCD2 N CHARLOTTE MAERSK 000 024 024 ICYS N CRISTOFORO COLOMBO 041 014 055
OWNJ2 Y CHASTINE MAERSK 000 057 057 3EPW9 M CROWN JEWEL 000 301 301
3FSL2 S CHC NO.1 038 000 038 ELGH5 M CROWN PRINCESS 006 000 006
KAFO U CHEMICAL PIONEER 104 018 122 CGDG N CSS HUDSON 129 000 129
WIBK T CHERRY VALLEY 005 000 005 WTW672 N DAN MOORE 003 000 003
DEBB U CHESAPEAKE BAY 026 000 026 WZF965 C DAVID Z. NORTON 097 042 139
WCYS F CHESAPEAKE CITY 006 012 018 ELIU4 B DEL MONTE CONSUMER 065 003 068
WGZK U CHESAPEAKE TRADER 088 049 137 ELIT9 K DEL MONTE PACKER 088 000 088
KGBE M CHEVRON ARIZONA 001 003 004 ELIU3 B DEL MONTE TRADER 000 134 134
KLHZ F CHEVRON COLORADO 027 063 090 WXLW T DELAWARE TRADER 162 064 226
VSBZS F CHEVRON EDINBURGH 146 142 288 ELIT7 M DELMONTE PLANTER 000 112 112
WXBR F CHEVRON MISSISSIPPI 044 005 049 ELIU2 M DELMONTE TRANSPORTER 064 001 065
ELCOS F CHEVRON PACIFIC 080 089 169 WSVR T DENALI 178 017 195
KFDB F CHEVRON WASHINGTON 008 006 014 DIDT J DEPPE FLORIDA 245 000 245
3EME7 N CHILEAN EXPRESS 028 000 028 PSSL N DG COLUMBIA 129 286 415
ELQF5 S CHINA HOPE 057 000 057 PJRF B DOCK EXPRESS 20 085 000 085
ELQF4 S CHINA SPIRIT 053 000 053 PJRO B DOCK EXPRESS 10 159 000 159
ZCBB7 K CHIQUITA JEAN 046 000 046 3ELF9 B DOCTOR LYKES 098 000 098
March, April, May and June 1995
CALL PMO SHIP NAME RADIO MAIL TOTAL CALL PMO SHIP NAME RADIO MAIL TOTAL
WYQ795MDODGE ISLAND000001001WCJYJEXPORT PATRIOT053072125
ELPX9SDOROTHEA OLENDORFF089010099PEBMNFAIRLIFT104000104
VRUH6UDOUBLE GLORY101096197PJLCNFAIRMAST117000117
DQFSNDSR BALTIC152000152ELK16MFANTASY003013016
DFQTNDSR EUROPE095000095FARISFFARALLON ISLAND343000343
DFQWTDSR PACIFIC1300001303EWK9MFASCINATION115045160
DGDCJDUSSELDORF EXPRESS829000829WRYXKFAUST078086164
LAYUZKDYVI OCEANIC147000147LXBROFEDERAL SKEENA017000017
G3I30NE.P. LE QUEBECOIS001000001TCAFNFERIDA103030133
WZE771CEARL W. OGLEBAY025017042LLEJ3TFERNRCROFT111120231
6ZFBTEASTERN LION055000055OXBM6NFETISH219000219
ELNCSMECSTASY051003054WQVYKFIDELIO086082168
VRUM3SEDELWIESS133093226ELYD9MFIORA TOPIC013000013
WQZ967GEDGAR B. SPEER152022174YJXL2SFIR GROVE061202263
GVUSUEDINBURGH FRUID111000111ELIQ7JFOREST HAWK073054127
WXQ451GEDWIN H. GOT398036434KRCGKFRANCES HAMMER183039222
WLT479MEDWIN LINK000048048WAR732CFRED R. WHITE JR123032155
ELOG8SEIBE OLENDORFF230033263KNJNUFREDERICKSBURG016020036
LXBUBELLEN HUDIG0170000173FHJ3UFRINES063000063
LAKZ4NELLEN KNUDSEN047011058KLPNKGALVESTON BAY011042053
KKFWYEMPIRE STATE069000069WKDKGALVESTON BAY192025217
3FMF2OENCHANTED SEAS013000013WAS307GGEORGE A. SLOAN105019124
9WVIUENIF082000082WBK692CGEORGE A. STINSON087021108
KAKFBERIC G. GIBSON010036046ELPG9BGEORGE SCHULTZ095038133
BKJONEVER GAINING024000024JKCFTGEORGE WASHINGTON BRID270010280
BKJNNEVER GALLANT0090000093ERJ8KGEORGIA RAINBOW II109031140
BKHBNEVER GARDEN010000010JFKCTGINA MARU053000053
3EOB8TEVER GARLAND022005027WWDYBGLOBAL LINK054025079
BKHDSEVER GENTRY008015023WWXABGLOBAL MARINER090033123
3FRI2TEVER GIANT007006013WRZUBGLOBAL SENTINEL031000031
BKJJTEVER GIVEN016053069DUZHSGOLDEN APO039007046
BKHMSEVER GLEAMY026006032KIYGFGOLDEN BEAR093000093
3EMV8SEVER GLOBE005000005KIOHTGOLDEN GATE000023023
3FLB2SEVER GLORY005001006WFDPSGREAT LAND050028078
BKHNSEVER GOVERN027006033KGTHTGREEN BAY024010034
3FOW2SEVER GRADE017000017KIBJOGREEN HARBOUR007039046
BKJITEVER GROUP010000010KIBKOGREEN ISLAND030052082
BKHKSEVER GROWTH002002004KGTIBGREEN LAKE130161291
3ESL2SEVER GUARD0130030163ETASSGREEN MAYA051220271
3EVJ2SEVER GUIDE0040000043EN13SGREEN RAINIER003072075
BKHJTEVER LAUREL001006007WRYLSGREEN RIDGE000216216
3ERJ2SEVER LINKING0170000173EUTSSGREEN SASEBO032024056
3FJL4NEVER RACER0240110353EVE5SGREEN SUMA014209223
3FFR4TEVER RENOWN0020060083FDY3SGREEN SYLVAN025000025
3FSB3YEVER REWARD049000049KHAGUGREEN VALLEY009006015
3FQN3TEVER ROUND0140040183ENC7SGROWTH RING224000224
WEZMSEWA148064212ELMH8KGUANAJUATO001000001
VROFBEXCELSIOR178000178WZJGKGUAYAMA024063087
WCJSJEXPORT FREEDOM069082151ELMF9OGULF CURRENT270000270
March, April, May and June 1995
CALL PMO SHIP NAME RADIO MAIL TOTAL CALL PMO SHIP NAME RADIO MAIL TOTAL
ELIH8UGULF SPIRIT039000039KCSAUINGER040000040
ZCAN3NGYPSUM BARON199000199KNDMUIOWA TRADER059017076
ZCAN2MGYPSUM KING177000177GBBMTISLAND PRINCESS015000015
WZD246CH. LEE WHITE093039132WKMMBITB BALTIMORE139013152
DVCJSHANDY SILVER058037095KMJLJITB GROTON117007124
3EXX9THANJIN BARCELONA020000020KXDBYITB MOBILE061013074
D9FESHANJIN CHUNGMU052000052WDVGJITB NEW YORK145004149
3FTF4FHANJIN COLOMBO009000009KSYPBITB PHILADELPHIA018070088
D9XBFHANJIN ELIZABETH020000020PEXXUIVER EXPRESS001000001
D9TJSHANJIN FELIXSTOWE0140000143ESU8SIWANUMA MARU019105124
ELME3THANJIN HONG KONG014000014ELLE2BJ. DENNIS BONNEY000185185
D9TWSHANJIN KAOHSIUNG007027034WNDGBJACKSONVILLE182018200
ELME2THANJIN KOBE062000062VCDROJADE STAR000041041
D9SYSHANJIN LE HAVRE027001028LAWS2UJAHRE SPIRIT010000010
3FCU3FHANJIN MARSEILLE048000048ATSAOJALAGOVIND023000023
3EPU4THANJIN NEW YORK060000060XCBRUJALISCO100093193
D9SGTHANJIN OAKLAND018000018ELRR6OJAMES LYKES002000002
D9SRSHANJIN ROTTERDAM010004014ELPG8BJAMES N. SULLIVAN000076076
D9MXTHANJIN SAVANNAH048000048WYP865CJAMES R. BARKER241016257
D9SFSHANJIN SEATTLE0150050203EKL8SJAPAN RAINBOW 2114122236
D9TXTHANJIN SINGAPORE012000012WUBVUJEAN LYKES076093169
3ESM4THANJIN YOKOHAMA073000073WRGQFJEB STUART083047130
VRUG6KHARMONY ACE001000001PJNFBJO CLIPPER002000002
DQETNHAVELLAND075131206PJKIBJO ELM128000128
LALA2MHAVJO028006034WE3806GJOHN G. MUNSON214036250
DEDIUHEIDELBERG EXPRESS115000115WFZ560CJOHN J. BOLAND042010052
3EU7EKHEIJIN003002005KIHDUJOHN LYKES028000028
JKLSTHENRY HUDSON BRIDGE259009268WCB582GJOHN PURVES050035085
WL3972CHERBERT C. JACKSON034004038ELNG9FJOHN YOUNG000127127
VSBN2UHERMOD005000005WA6575CJOSEPH H. FRANTZ129034163
VSBN4UHESIOD221000221WXY621GJOSEPH L. BLOCK022028050
ZHEN7NHOEGH DRAKE017034051ELKA7KJUBILANT018008026
ZHY4NHOEGH DUKE021029050ELFK6TJURIIIE021001022
ZHEM7THOEGH DYKE000024024KRGJKJULIUS HAMMER176004180
ELNG6MHORIZON0000570579VNABJUPITER DIAMOND033000033
WCIPSHOWELL LYKES047070117WZ2043GKAH0000039039
LAVG4KHUAL ROLITA027000027KCGHTKAINALU215010225
WZIBNHUMACAO045029074ELHX2SKAKUSHIMA117086203
3EXC9FHYUNDAI COMMANDER015025040KSDFUKANSAS TRADER072057129
3EYL9THYUNDAI DUKE032008040UJCQSKAPITAN MAN137000137
3FAF3THYUNDAI EMPEROR026012038WB527GKAREN ANDRIE013014027
DIHLSHYUNDAI LONGVIEW003112115WSRHFKAUAI108203311
ELOK6SHYUNDAI PORTLAND042000042WUR885CKAYE E. BARKER140027167
ELHC2SHYUNDAI VANCOUVER0770000779KKLUKAZIMAH124000124
EKYOSIGARKA048000048WSNBUKENAI106126232
3EWJ9MIMAGINATION007006013JKPPNKENTUCKY HIGHWAY105000105
ATRUOINDIAN GOODWILL016000016KSFKTKEYSTONE CANYON012032044
ELIG7JINDIAN OCEAN084033117DHSBUKHALEEJ BAY004000004
WXN319CINDIANA HARBOR032012044WAC455CKINSMAN ENTERPRISE030046076
March, April, May and June 1995
CALL PMO SHIP NAME RADIO MAIL TOTAL WHRN F MAHIMAMI 172 113 285
WUZ781CKINSMAN INDEPENDENT155130285WHAUNMAJ STEPHEN W PLESS MP041026067
KGPKNKITTANING017021038OUJHZJMAJESTIC MAERSK044097141
EMEKSKOMSOMOLETS PRIMORYA027000027VTJSCMANGAL DESAI048092140
9H003NKOPER EXPRESS022000022KNLOFMANUKAI080176256
GOYEUKOWLOON BAY092000092VVYYTMARATHA MAJESTY020000020
3E0F7JKURAMA054000054OWDQZTMARCHEN MAERSK080039119
3FGN3SKURE033051084OWZU2TMAREN MAERSK042021063
H9BVOLA TRINITY046004050KRLJUMARGARET LYKES049052101
WTV400BLADY MARYLAND000008008OYSNZTMARGRETHE MAERSK105052157
WA0908GLAKE GUARDIAN0340691033EHFSUMARIA BONITA014000014
WEZUOLASH ATLANTICO010001011SMPSMMARIA TOPIC006039045
WLBXNLAURENCE H. GIANELLA062037099OLLZJMARIE MAERSK080050130
OULUZTLEDA MAERSK001000001DUNPSMARIF031010041
SMDLBLEON021000021OZFCZFMARIT MAERSK104047151
CGZ959NLEONARD J. COWLEY0570000573HEHESMARITIME FIDELITY015021036
GUYCULEONIA183000183MTCSMARITIME TRAINING CENT005000005
ELMH5TLERMA124000124KAXPOMARJORIE LYKES005000005
WHTUULESLIE LYKES0290000296ZKGOMARLIN000250250
WCPUOLIBERTY SPIRIT008001009LAKWABMARTHA II017000017
WCBPOLIBERTY STAR077097174UUUZTMATHILDE MAERSK072079151
WC0BNLIBERTY SUN054068122KHRCFMATSONIA230052282
DVHESLIBERTY VICTORY033146179WSLHTMAUI198088286
KRHZNLIBERTY WAVE023002025WLDZJMAURICE EWING111095206
ELEV8ULIRCA Y122109231WZJEKMAYAGUEZ075016091
WSKJFLNG AQUARIUS017127144OWEBZFMAYVIEW MAERSK060037097
KHLNYLNG CAPRICORN006000006OUZW2JMC-KINNEY MAERSK071062133
WDZBYLNG LEO069028097OYEK2KMEDALLION069033102
WDZWYLNG TAURUS070097167WA4659CMEDUSA CHALLENGER222042264
WDZXYLNG VIRGO021014035WEB2TMELVILLE274110384
MQAW5ULONDON ENTERPRISE088000088VROPSMERCHANT PREMIER112000112
GCCCBLONDON SPIRIT201000201VRIOSMERCHANT PRINCIPAL169000169
3FOU3SLONG BEACH003033036JFMONMERCURY ACE009000009
WATFBLONG LINES0530000539VHJTMERLION ACE033009042
KDFZNLOUISIANA013006019WYQ435CMESABI MINER176034210
VTKGCLT. ARGOSY028011039OKXT2TMETTE MAERSK024076100
VTKBCLT. ODYSSEY012000012CALLPMOSHIP NAMERADIO MAIL TOTAL
OWDX2TLUNA MAERSK127105232XYLGSMICHELLE045016061
WLVDFLURLINE086095181WRB414GMICHIGAN180121301
JKESTMACKINAC BRIDGE227004231JKLQBMICHIGAN HIGHWAY006000006
OJW82FMADISON MAERSK070051121ELAX2TMICRONESIAN PRIDE040000040
WRYJFMAERSK CONSTELLATION070101171WR3225CMIDDLETON059030089
DHJWUMAERSK LA PLATA183000183DQEBNMILDURG264000264
OXOL2TMAERSK LIMA012060072ELND2MMINERAL OSPREY118002120
9VYKSMAERSK YOKOHAMA081000081BLIJTMING PLEASURE196000196
OWOG2KMAGIC064063127BLIJYMING PROPITIOUS054000054
OUSHZJMAGLEBY MAERSK074096170XCNXUMITLA151055206
CALLPMOSHIP NAMERADIOMAILTOTALCALLPMOSHIP NAMERADIOMAILTOTAL
March, April, May and June 1995
CALL PMO SHIP NAME RADIO MAIL TOTAL CALL PMO SHIP NAME RADIO MAIL TOTAL
OWU06TMOANA PACIFIC123000123WTERMNOAA SHIP M. BALDRIDGE811086897
WUS929NMOANA WAVE029000029WTEJSNOAA SHIP MCARTHUR001553554
WNRDFMOKIHANA079196275WTDMSNOAA SHIP MILLER FREEM354306660
WBWKFMOKU PAHU065048113WTDOONOAA SHIP OREGON II429040469
KDBGFMONOA230065295WTEFSNOAA SHIP RAINIER212060272
PGAFTMONTERREY149000149WTESSNOAA SHIP SURVEYOR096123219
PGBBTMORELOS239070309WTDFSNOAA SHIP T. CROMWELL061033094
WMBQYMORMACSKY047059106WTEWBNOAA SHIP WHITING012000012
KGDFUMORMACSTAR059027086KRPPUNOBEL STAR152056208
WMBKNMORMACSUM036034070LAUU2SNOMADIC MERMAID028000028
ELRESNMOSEL ORE135006141MTQU3NNOMZI217193410
WA8463GMYRON C. TAYLOR120026146LACF4BNORD JAHRE TRANSPORTER044000044
PGCJTMYSTIC001000001LAJO4BNORD JAHRE TARGET094000094
XCSGUNACIONAL VITORIA124000124WFJKONORTHERN LIGHTS243069312
LXNFNNARA023010033LAON2SNOASC EXPLORER016000016
DZRGTNATIONAL DIGNITY048003051LAZA2TNOASC EXPRESS029000029
DZDITNATIONAL HONOR037027064WRYGNNOASC RANGER123076199
DZPKTNATIONAL PRIDE045167212LAIZ4KNOASC STAR025000025
XCMUUNAUTICAS MEXICO132000132ELCW2JNOASC TAKAYAMA112092204
PGDQSMEDLOYD CLARENCE012000012XCKXUNUEVO LEON070095165
PGDQUMEDLOYD DELFT053000053KEODNNUEVO SAN JUAN028123151
KRHXUMEDLOYD HOLLAND173011184DHNENNURNBERG EXPRESS612000612
PHKGUMEDLOYD RALEIGH BAY008000008ELNJ3SNYK SEABREEZE121000121
PGEIJMEDLOYD ROTTERDAM125000125JPGOTNYK STARLIGHT101000101
PGEFFMEDLOYD VAN NOORT062000062JPAQSNYK SUNRISE159000159
PGBEFMEDLOYD VAN NECK041000041ELOT3SNYK SURFWIND047000047
PGBDUMEDLOYD VAN DAJIMA099000099PGLATOAXACA210013223
PGFETMEDLOYD VAN DIEMEN080000080TCEYTOBO ENGIN023001024
DPSITMEDLOYD VAN CLOON110000110ELKD6TOCEAN HIGHWAY046000046
DDOJTMEDLOYDS MAURITIUS1020001023FLX4SOCEAN LAUREL005075080
JFLXTNEPTUNE ACE154000154DPOHNOCEAN SPIRIT434000434
9VNWSNEPTUNE CRYSTAL016000016ELLY4MOCEANBREEZE008002010
3EIQTSNEPTUNE DIAMOND0820000823EQZ6JOCEANUS OSAKA083072155
9VYTTNEPTUNE DIAMOND027000027PJJUJOLEANDER091088179
9VQOSNEPTUNE GARNET039037076ELKD7TOLIVE ACE066028094
9VNQNNEPTUNE JADE0310000313ETQSBOLIVEBANK142000142
ELJP4TNEPTUNE RHODONITE022000022WBKKKOMI MISSOURI083178261
9VOPSNEPTUNE RUBY006000006ZCKENOCCL BRAVERY077000077
DVUISNEW CARISSA080118198ELIC9FOCCL EDUCATOR118031149
WKWBTNEW HORIZON079094173ELNV7SOCCL ENVOY099005104
WPKSUNEWARK BAY160032192ELNV8SOCCL EXPLORER136035171
3FGH3FNEWPORT BRIDGE075000075ELIO8SOCCL EXPORTER107000107
PJCHTNIUW AMSTERDAM065000065ELFV2TOCCL FAIR229000229
WTDKSNOAA DAVID STARR JORDA022137159ELFU9NOCCL FAITH173000173
WMVFNNOAA SHIP ALBATROSS IV296047343BMEJUOCCL FAME021001022
WTEDONOAA SHIP CHAPMAN159061220ELFV8TOCCL FIDELITY119022141
WTEASNOAA SHIP DISCOVERER O371275646ELFUBTOCCL FORTUNE184037221
WTEZNNOAA SHIP FERREL31404135VRCVNOCCL FREEDOM319000319
ELFV3TOCCL FRIENDSHIP043000043
March, April, May and June 1995
CALLPMOSHIP NAMERADIOMAILTOTAL CALLPMOSHIP NAMERADIOMAILTOTAL
WPHHUOOCIL INNOVATION096111207KXEEUPOTOMAC027000027
KRPBUOOCIL INSPIRATION234054288WXBZUPOTOMAC TRADER008000008
ELPX7JORANGE WAVE001047048WRYWFPRESIDENT ADAMS155081236
3FOB4KOREGON RAINBOW III077081158WGLAFPRESIDENT ARTHUR071185256
DZDBMORIENTAL FERM012000012WGMJFPRESIDENT BUCHANAN032106138
3FOU4SORIENTE PRIME007146153KRJGTPRESIDENT EISENHOWER146118264
ELJT7KORION HIGHWAY157053210KRJFTPRESIDENT F. ROOSEVELT278024302
GOYGJOSAKA BAY180000180WGXSFPRESIDENT GARFIELD025041066
ELPP9BOURO DO BRASIL120000120WEZDSPRESIDENT GRANT099039138
WEHVSOVERSEAS ALASKA017009026WEZHSPRESIDENT HARRISON153000153
KLEZOOVERSEAS ARCTIC067057124WGXOFPRESIDENT HARDING088131219
WRFJUOVERSEAS HARRIET094026120WTSTSPRESIDENT HOOVER051159210
WUQLKOVERSEAS JOYCE047096143WRYCSPRESIDENT JACKSON057206263
WFQBUOVERSEAS MARILYN015000015WPGESPRESIDENT JEFFERSON042083125
WFXWUOVERSEAS NEW ORLEANS084018102WRYEFPRESIDENT KENNEDY201029230
WJBGFOVERSEAS OHIO031004035WRYDFPRESIDENT POLK021230251
WFGVUOVERSEAS WASHINGTON002000002WNDPFPRESIDENT TRUMAN117082199
ELKM7SPACASIA044016060WZE492CPRESQUE ISLE139090229
XYKSSPACDUKE014000014WUW212BPRIDE OF BALTIMORE II029035064
ELJQ2SPACIFIC ARIES1360001363EC09SPRINCE OF OCEAN119232351
3ETF4SPACIFIC EMERALD0050000053EUU6SPRINCE OF TOKYO 2106142248
GBCFYPACIFIC PRINCESS122000122WSDXTPRINCE WILLIAM SOUND042097139
XYKHSPACMERCHANT046000046ELJT9SPRINCESS DIAN028004032
ELED7SPACPRINCE025000025PJAGBPROJECT ORIENT065000065
ELED8UPACPRINCESS018000018WMFWNPVT FRANKLIN J. PHILLI028008036
XYKMSPACSUN033000033ZBWENPYTCHLEY299000299
PGQCBPALMGRACHT0110000113EFO3KQUALITY OF LIFE015000015
VROVSPAPAGO084011095GBTTYQUEEN ELIZABETH 2238000238
KGBQSPATRIOT036000036WRJPTR.J. PFEIFFER054190244
KDGRUPAUL BUCK0200610813EGR6URECIFE058000058
WTM901CPAUL H. TOWNSEND087017104ELGH6MREAL PRINCESS044020064
WYR448CPAUL R. TREGURTHA351031382MQYA3UREPULSE BAY180000180
VRUN4KPEARL ACE111000111WE7207CRESERVE146059205
WXQ733NPETER W. ANDERSON052003055KFDZNRESOLUTE051128179
ZCKCNPETERSFIELD001000001ELFO3ORHINE FOREST121112233
ELKZ4MPETROBULK RACER000106106WLBVKRICHARD G MATTIESEN010003013
WHQNPCF EUGENE A. OBREGON021010031WBF237CRICHARD REISS060008068
WJXGJPFC JAMES ANDERSON JR018019037WRA792URICHMOND BAY058000058
KRPWNPFC WILLIAM B. BAUGH058028086KCRDOROBERT E. LEE028025053
DDQSNPHAROS0850000853FIP4SROCKIES HIGHWAY020000020
WE3592GPHILIP R. CLARKE128006134WZP816GROGER BLOUGH237042279
3EGS6NPHOENIX DIAMOND024000024ELAJ6SROSINA TOPIC022245267
CG2678NPIERRE FORTIN200000200LATL2MROSITA089012101
ZEODSPISCES PIONEER142000142KCBHUROVER065016081
ZEQEUPISCES PLANTER144000144GBRPTROYAL PRINCESS097000097
WXVHOPLATTE0750851603FAPSSRUBIN STELLA000004004
LAJ14JPOCAHONTAS008000008WTP496CS.T. CRAPO149043192
ELPT3TPOLAR EAGLE029174203WNPDOS/S WILSON036042078
PGUPBPOOLGRACHT2380002383EPF3SSALINAS029000029
March, April, May and June 1995
CALL PMO SHIP NAME RADIO MAIL TOTAL CALL PMO SHIP NAME RADIO MAIL TOTAL
KDGAUSAM HOUSTON046053099WPVDUSEALAND INTEGRITY307048355
KCDJFSAMUEL L. COBB037004041KGTZSSEALAND KODIAK014020034
CG2960NSAMUEL RISLEY753000753KHRPFSEALAND LIBERATOR104136240
DIORNSAN ISIDRO158000158KGJFSSEALAND MARINER009000009
E1ND4KSAN MARCOS066073139WPGKTSEALAND NAVIGATOR294066360
DHHONSAN PEDRO018000018WSRLTSEALAND PACIFIC266092358
DNGVNSAN VINCENTE018000018KHRFFSEALAND PATRIOT052091143
3EXQ3SSANKO LAUREL038071109KRPDNSEALAND PERFORMANCE164056220
3EVE3SSANKO POPPY022025047WJBJTSEALAND PRODUCER186022208
3EZK3OSANKO SPLENDOUR039053092KRNJKSEALAND QUALITY088091179
DGSMNSANTA MONICA082000082WFLHTSEALAND RELIANCE179070249
XYERUSAPAI034000034WFLGFSEALAND SPIRIT132179311
9HOP3BSARAJEVO EXPRESS063000063KGTYSSEALAND TACOMA051109160
3EWQKSATURN DIAMOND039000039KIRHFSEALAND TRADER249028277
DILSNSAVANNAH063000063KHRKSSEALAND VOYAGER082001083
ELGH7MSEA COMMERCE126127253WAFAFSEARIVER BATON ROUGE034012046
VRUQ2MSEA EXCELLENCE032003035KPKLTSEARIVER BENICIA036021057
3EKI3OSEA FLORIDA128005133WBVYUSEARIVER CHARLESTOWN004003007
KBGXKSEA FOX172018190WHCATSEARIVER LONG BEACH008009017
WCYQUSEA ISLE CITY087071158WHCBTSEARIVER MEDITERRANEAN008001009
KJLVKSEA LION455061516WNFJFSEARIVER PHILADELPHIA022005027
ELQN2NSEA MERCHANT453019472KAACFSEARIVER SAN FRANCISCO026006032
FNXBNSEA PREMIER068000068WBVZUSEARIVER WILMINGTON005000005
KRCPOSEA PRINCESS059000059WST975MSEAWARD JOHNSON075159234
ELQ18KSEA RACER003000003WNJGMSENATOR130001130
WRXNJSEA SPRAY002000002LADN4MSEORITA000095095
ELGH4NSEA TRADE1930332263ESE9MSENSATION095047142
KNFGKSEA WOLF262029291ELBZ2BSEAFIN TOPIC018000018
ELRV6KSEABOARD SUN000024024ELLWSBSERENITY040004044
ELRU3MSEABOARD UNIVERSE046000046DULRSSEVEN OCEAN043013056
KGTXSSEALAND ANCHORAGE089091180WJLXNSGT WILLIAM A BUTTON032000032
KRLZNSEALAND ATLANTIC177023200WHACNSGT. METJE KOCAK020045065
WZJCJSEALAND CHALLENGER071090161KRJPUSHIELD LYKES087034121
WCHFTSEALAND CONSUMER1221722943EKHSMSHELLY BAY111019130
OUVV2OSEALAND COSTA RICA1530161693ECM7SSHIRAOI MARU196060256
WZJFKSEALAND CRUSADER114034148WSDJTSIERRA MADRE026001027
KGJBFSEALAND DEFENDER1291152443FFG3SSINCERE GEMINI043044087
KHRHSSEALAND DEVELOPER066130196LAJV4SSKAUBRYN163000163
WZJDKSEALAND DISCOVERY066035101LADB2SSKAUGRAN192000192
KGJXSSEALAND ENDURANCE090060150GYYPMSKY PRINCESS111000111
KRGBFSEALAND ENTERPRISE251065316ELIGSBSOKOLICA042000042
WPGJKSEALAND EXPEDITION060047107ELQ04BSOL' DO BRASIL049019068
WGJFTSEALAND EXPLORER165053218ELJS7KSOLAR WING058000058
KGJDSSEALAND EXPRESS164013177XCTJUSONORA105074179
KIRFFSEALAND HAWAII262025287VTFMCSOREN TOUBRO024000024
OUQP2OSEALAND HONDURAS006000006DUCFJSOUTHERN PRINCESS000309309
WGJCSSEALAND INDEPENDENCE062144206LAEB2MSOVEREIGN OF THE SEAS043047090
WGKFFSEALAND INNOVATOR117033150ZELPUSTAFFORDSHIRE049000049
March, April, May and June 1995
CALL PMO SHIP NAME RADIO MAIL TOTAL CALL PMO SHIP NAME RADIO MAIL TOTAL
LAVV4 K STAR AMERICA 032 073 105 3EZK9 M TROPIC SUN 336 014 350
LAJG2 S STAR DAVANGER 079 000 079 3FGQ3 M TROPIC TIDE 086 061 147
LAEP4 S STAR DOVER 019 000 019 ELBM9 O TROPICALE 020 000 020
LAWO2 U STAR EAGLE 057 006 063 MSQ08 B TRSLL ARCTURUS 049 065 114
LAHEZ K STAR EVVIVA 075 071 146 ELGM4 N TSL GALLANT 025 000 025
LAVW4 U STAR FLORIDA 143 045 188 ATUJ N TULSIDAS 003 000 003
LAVY4 U STAR FRASER 153 000 153 WMLG U TYSON LYKES 041 093 134
ELF18 T STAR GEIRANGER 083 000 083 UVTE U ULAN BATOR 044 000 044
LAJY2 M STAR SKARVEN 048 047 095 DHRU J ULF RITSCHER 050 000 050
LASS2 U STAR SKOGANGER 018 052 070 VRIW N ULLSWATER 199 000 199
LAHG2 U STAR STONREN 052 022 074 WHDI U ULTRAMAX 048 114 162
VTBQ U STATE OF GUJARAT 025 000 025 WJCG O ULTRAISE 077 102 179
WTWY Y STATE OF MAINE 032 029 061 NOGY G USCGC ACACIA (WLB406) 016 046 062
WJGH U STELLA LYKES 032 051 083 NRTF S USCGC ACTIVE WMEC 618 025 012 037
DZSB S STELLAR BENY 021 000 021 NNHA F USCGC ACUSHNET WMEC 16 094 000 094
DUMF S STELLAR VENUS 008 000 008 NZVE S USCGC ALERT (WMEC 630) 128 077 205
UYPO S STEPAN KRASHENINNIKOV 112 000 112 NODG S USCGC BASSWOOD (WLB 38 008 000 008
WYZ393 G STEWART J. CORT 171 120 291 NRKN N USCGC BEAR (WMEC 901) 078 013 091
KDDW O STONEWALL JACKSON 029 011 040 NYCQ S USCGC BOUTWELL WHEC 71 059 057 116
KSPH F STRONG VIRGINIAN 046 041 087 NOKC C USCGC BRAMBLE (WLB 392 002 015 017
LIZA3 M SUN VIKING 009 000 009 NRDC N USCGC CAMPBELL 016 000 016
LA004 K SYNNOVE KNUSTEN 006 027 033 NLPM T USCGC CHASE (WHEC 718) 105 024 129
SQGI U TADEUSZ OCIOSZYNSKI 012 000 012 NHKW K USCGC CONFIDENCE WMEC6 046 000 046
BHFL S TAI CHUNG 042 000 042 NCRG N USCGC COURAGEOUS 027 000 027
BOAB T TAI HE 203 000 203 NPCR Y USCGC DALLAS (WHEC 716 001 000 001
BHFR S TAI SHING 020 008 028 NDTS B USCGC DAUNTLESS WMEC 6 010 025 035
WRA482 U TALLAHASSEE BAY 039 000 039 NUHC M USCGC DECISIVE WMEC 62 043 015 058
VROT U TAMAMONTA 012 000 012 NRUN U USCGC DURABLE (WMEC 62 038 000 038
VRIP U TAMATHAI 201 000 201 NRCB M USCGC EAGLE (WIX 327) 003 000 003
MSYY9 J TAMATIKI 002 050 052 NNAS N USCGC ESCANABA 006 000 006
LMW03 T TAMPA 027 000 027 NODL A USCGC FIREBUSH WLB 393 020 000 020
KNJA U TAMPA BAY 016 008 024 NICB N USCGC FORWARD 059 000 059
LAOQ2 B TAPIOLA 021 000 021 NJOR Y USCGC GALLATIN 115 068 183
KTDQ S THOMAS G. THOMPSON 000 204 204 NMAG T USCGC HAMILTON WHEC 71 000 060 060
WVHS U THOMPSON LYKES 040 085 125 NHNC N USCGC HARRIET LANE 025 000 025
WSRY S THOMPSON PASS 000 012 012 NRPN A USCGC IRONWOOD (WLB 29 014 000 014
WMLH U TILLIE LYKES 040 096 136 NAQD S USCGC JARVIS (WHEC 725 098 000 098
ELKA6 K TOHZAN 026 090 116 NRPJ F USCGC LAUREL (WLB 291) 001 013 014
9VUY TOKIO EXPRESS 111 000 111 NRPM N USCGC LEGARE 026 010 036
DDSK T TOKYO SENATOR 009 000 009 NRKP G USCGC MACKINAW 021 043 064
3EFY7 T TOLUCA 140 043 183 NODO S USCGC MALLOW (WLB 396) 007 000 007
KJDG U TONSINA 035 001 036 NODP S USCGC MARIPOSA 018 001 019
OXDF3 N TORM FREYA 071 054 125 NMEI S USCGC MELLON (WHEC 717 160 001 161
ELJL3 S TOWER BRIDGE 056 000 056 NHWR S USCGC MIDGETT (WHEC 72 049 002 051
ELJJ5 S TRANSWORLD BRIDGE 164 007 171 NRUF K USCGC MOHAWK WMEC 913 017 000 017
ELDU4 F TRIGGER 045 130 175 NDWA F USCGC MORGENTHAU 092 000 092
WRGL U TRINITY 024 013 037 NGDF Y USCGC MUNRO 108 001 109
WTU231 G TRITON 138 173 311 NLGF N USCGC NORTHLAND WMEC 9 092 024 116
March, April, May and June 1995
CALL PMO SHIP NAME RADIO MAIL TOTAL CALL PMO SHIP NAME RADIO MAIL TOTAL
NBTMSUSCGC POLAR STAR (WAGB)244000244NIDRJUSNS VANGUARD TAG 194127042169
NRUOSUSCGC POLAR SEA_(WAGB)084008092NWSDFUSNS WALTER S. DIEHL000094094
NLVSFUSCGC RUSH133000133NYUKOUSNS YUKON (T-AO 202)161002163
NODTFUSCGC SASSAFRAS049000049NEVVOUSS RUSSELL DDG-59071000071
NODUSUSCGC SEDGE (WLB 402)0050000059VJSUVEGA083000083
NFMKNUSCGC SEMECA0080000089VRRUVENUS DIAMOND144000144
NMMJFUSCGC SHERMAN0350400753EAG4SVERA ACORDE020070090
NWHENUSCGC SPENCER082000082CBVMUVINA DEL MAR059000059
NSTFSUSCGC STEADFAST (WMEC)130071201VRIVNVINE257000257
NRUCSUSCGC STORIS (WMEC 38)3150173323EBW4S VIRGINIA078324402
NOOWGUSCGC SUNDEW (WLB 404)014054068DZVPBVISAYAS VICTORY000262262
NCBENUSCGC TAHOMA068000068LACU2NVIVA017073090
NIKLNUSCGC TAMPA WMEC 902000019019JXHHSWASHINGTON HIGHWAY074000074
NYWLKUSCGC THETIS000041041ZCAQ9SWEST MOOR035000035
NVAIMUSCGC VALIANT (WMEC 62008009017LAC4ZMWESTERN FRIEND000167167
NHICMUSCGC VIGILANT WMEC 61025000025WZL819MWESTWARD004061065
NQSPBUSCGC VIGOROUS WMEC 62088056144KHJBSWESTWARD VENTURE016111127
NNHBSUSCGC YOCONA (WMEC 168080032112DVDMSWESTWOOD ANETTE232011243
NABLNUSNS ABLE002000002LATV4SWESTWOOD CLEO130036166
NPEJKUSNS ANTARES002000002DVPVSWESTWOOD MARIANNE094167261
NIGPNUSNS APACHE (T-ATF 172058022080WC5932GWILFRED SYKES029005034
NACKNUSNS CONCORD000030030ELOR2FWILLIAM E. CRAIN000157157
NDSPJUSNS DENEBOLA011008019WZC451CWOLVERINE002000002
NLUPOUSNS GUADALUPE0130000133EPKSSYOHFU004041045
NRLWKUSNS HAYES000136136YJZH9SYOUNG SPROUT024065089
NHJKNUSNS HENRY J. KAISER019000019XCUYUYUCATAN115094209
NJLNNUSNS JOHN LENTHAL000103103UAGJSYURI OSTROVSKY100011111
NJMDOUSNS JOHN MCDONNELL (T1390511909HPL3NZAGREB EXPRESS017000017
NZSKJUSNS KANE TAGS 27043000043VRRENZETLAND176000176
NNLGNUSNS LEROY GRUMMAN0011661674XGRJZIM AMERICA179000179
NLITOUSNS LITTLEHALES (T-AG0711602314XGSNZIM CANADA126000126
NFMCFUSNS MARS1270001274XLJJZIM HONGKONG001000001
NMERFUSNS MERCY0060000064XLZJZIM HOUSTON019000019
NCRPNUSNS MOHAWK (T-ATF 1700180500684XIOTZIM IBERIA044000044
NVBKTUSNS NARRAGANSETT1590572164XGXMZIM ISRAEL057000057
NOYKTUSNS NAVAJO_(TATF-169)0680000684XGTMZIM ITALIA092017109
NRPPFUSNS OBSERVATION ISLAN0740000744XGVBZIM JAPAN120000120
NGKKOUSNS PATHFINDER T-AGS0350701054XIIJZIM KEELUNG082000082
NKXRNUSNS POWHATAN TATF 1660490320814XGUMZIM KOREA095000095
NNCDNUSNS SAN DIEGO0370450824XIEJZIM MARSEILLES010000010
NADHNUSNS SATURN T-AFS-100001171174XILTZIM SAVANNAH052000052
NQSTUUSNS SEALIFT ARCTIC004000004
NKRVUUSNS SEALIFT CARIBBEAN012000012
NTYTUUSNS SEALIFT ANTARCTIC015000015
NZKAUUSNS SEALIFT ATLANTIC037011048
NNUDFUSNS SILAS BENT T-AGS022112134
NJOVFUSNS SIOUX002000002
NPGANUSNS SIRIUS (T-AFS 8)000037037
GRAND TOTALS VIA RADIO VIA MAIL TOTAL
80441 33404 113845
April, May and June 1995 Wave observations are taken each hour during a 20-minute averaging period, with a sample taken every 0.67 seconds. The significant wave height is defined as the average height of the highest one-third of the waves during the average period each hour. The maximum significant wave height is the highest of those values for that month. At most stations, air temperature, water temperature, wind speed and direction are sampled once per second during an 8.0-minute averaging period each hour (moored buoys) and a 2.0-minute averaging period for fixed stations (C-MAN). Contact NDBC Data Systems Division, Pldg 1100, SSC, Mississippi 39529 or phone (601) 688-1720 for more details.
BUOY LAT LONG OBS MEAN AIR TP (°C) MEAN SEA TP (°C) MEAN SIG WAVE HT (M) MAX SIG WAVE HT (M) MAX SIG WAVE HT (DA/HR) SCALAR MEAN WIND SPEED (KNOTS) PREV WIND DIR MAX WIND (KTS) MAX WIND (DA/HR) MEAN PRESS (MB)
APRIL 1995
SUPN644.5N075.8W074212.49.49.0S24.329/181012.9
SVLS132.0N080.7W068923.123.313.6S47.116/021014.9
THIM644.3N076.0W074212.2
TPLM238.9N076.4W074217.216.910.7S27.408/051014.6
TTIW148.4N124.7E074010.7
VENF141.1N081.5W073926.228.99.5SW24.901/131016.3
WPOM647.7N122.4W074112.9
2320218.0S085.1W065922.222.92.34.301/1711.5SE16.901/001015.8
4100232.3N075.2W070919.920.51.54.206/2111.5E33.006/221015.8
4100432.5N079.1W071521.41.14.306/1811.9SW32.306/161014.9
4100928.5N080.2W143723.023.41.02.302/1811.5SE23.906/031014.9
4101028.9N078.5W143622.925.01.33.706/1411.4E27.206/161014.7
4101624.6N076.5W069224.425.30.52.028/1510.6E21.712/001015.7
4102131.9N080.9W044220.120.1
4200125.9N089.7W071623.324.01.34.811/1114.0SE37.511/061013.0
4200225.9N093.6W071422.823.21.53.911/1914.2SE32.405/101012.1
4200325.9N085.9W071624.326.81.23.628/0315.1SE35.405/221012.7
4200730.1N088.8W071820.321.4
4202027.0N096.5W071722.2
4202524.9N080.0W071825.125.90.51.712/06
4203529.3N094.4W066920.521.01.02.710/2211.6SE29.911/091012.5
4203628.5N084.5W071421.120.60.82.106/069.4E23.906/021015.6
4203724.5N081.4W071725.025.50.72.012/089.3E19.806/231014.1
4400438.5N070.7W071212.715.41.75.113/21
4400542.9N069.0W06754.34.51.34.805/2111.6NW38.105/211013.5
4400636.3N075.5W071912.511.30.92.405/1010.2S27.424/101015.4
4400743.5N070.2W07134.44.60.71.904/039.1S31.105/131012.2
4400840.5N069.4W06775.71.45.505/2310.6W33.205/121014.9
4400938.5N074.7W07149.58.51.02.805/0710.7NW29.305/041014.9
4401036.0N075.0W071614.114.11.23.023/1010.7N26.023/091013.9
4401141.1N066.6W07135.44.71.67.406/0211.5NW37.706/001013.1
4401342.4N070.7W07125.5
4401436.6N074.8W065412.6
4401936.4N075.2W071611.910.4
4402540.3N073.2W07037.77.31.03.004/1411.1SW31.105/021014.1
4402841.4N071.1W07146.86.10.72.404/1812.7SW37.505/221013.7
4500148.1N087.8W04101.91.50.62.519/0316.3NE25.119/021016.2
4500245.3N086.4W07152.12.50.82.704/0512.3NE29.904/121013.6
4500345.3N082.8W07181.52.20.94.304/0813.0E34.804/091013.5
4500447.6N086.5W04192.12.10.62.419/1711.4N27.818/191015.9
4500541.7N082.4W04595.94.20.51.218/119.9N21.219/051013.8
4500643.0N089.9W04952.21.30.83.018/218.8NE25.018/211016.2
4500742.8N087.7W07165.95.00.51.927/147.8NE21.427/121013.2
4500843.3N081.4W01472.91.80.82.828/0410.7SW27.028/011014.2
4501043.0N087.8W02705.04.00.51.527/218.7N22.727/091013.9
4600156.9N148.2W07124.22.76.410/20
4600242.5N130.3W07199.910.82.97.408/0212.9NW29.315/221017.6
4600546.1N131.0W07138.49.03.05.808/0213.1S29.915/151016.1
4600640.9N137.5W071110.310.63.17.507/17
4601134.9N120.9W070712.413.02.35.719/0110.8NW25.809/011016.0
4601338.2N123.3W071610.911.02.45.408/1715.0NW34.019/031017.4
April, May and June 1995
BUOY LAT LONG OBS AIR TP (C) MEAN AIR TP (C) SEA TP (C) MEAN SEA TP (C) WAVE HT (M) MEAN WAVE HT (M) WAVE HT (M) MAX SIG WAVE HT (M) WAVE HT (DA/Hr) SCALAR MEAN WIND SPEED (KNOTS) PREV WIND DIR MAX WIND (KTs) MAX WIND (DA/Hr) MEAN PRESS (MB)
4601439.2N124.0W071910.911.52.45.108/2112.6NW31.318/231017.6
4602240.8N124.5W071211.012.02.56.008/1211.5N31.312/181018.3
4602334.3N120.7W051212.412.02.85.709/0218.0NW35.819/011015.7
4602533.8N119.1W061114.014.51.13.519/039.4NW29.119/031014.9
4602637.8N122.8W071311.211.22.04.619/0013.7NW31.919/031017.0
4602741.9N124.4W071610.511.62.24.908/199.8NW29.112/211017.1
4602835.7N121.9W071511.812.12.55.919/0314.5NW29.718/161015.5
4602946.2N124.2W019711.011.51.42.225/007.4N18.123/041015.4
4603040.4N124.5W071510.511.12.36.008/141017.2
4603557.0N177.7W07080.21.62.66.616/0715.7NW33.516/101003.4
4604147.4N124.5W07179.110.92.24.808/201015.5
4604236.8N122.4W071311.812.42.45.719/0713.3NW31.718/151017.1
4604533.8N118.5W071613.914.00.93.119/011014.7
4605044.6N124.5W06929.911.82.54.708/085.7NW15.028/081015.6
4605334.2N119.9W071913.012.51.43.208/2113.9W34.409/001015.9
4605434.3N120.5W071912.411.82.25.519/0116.9NW33.209/001016.3
4605938.0N130.0W070812.413.42.56.508/0511.8NW29.912/111020.1
5100123.4N162.3W071322.123.62.74.617/0916.0NE26.121/221017.8
5100217.2N157.8W071724.424.915.6NE28.516/151014.0
5100319.1N160.8W071924.525.62.54.317/2212.8E23.516/191015.0
5100417.4N152.5W071224.525.42.65.517/1214.8E26.117/031015.7
5102621.4N156.9W070622.523.52.44.817/0714.2E26.818/091016.9
5102720.5N157.1W070923.724.61.63.219/0513.7E29.718/161015.2
9122218.1N145.8E059826.57.4NE17.001/171013.5
9125111.4N162.4E070427.217.6NE32.227/201009.3
913288.6N149.7E071227.810.2NE18.111/031010.4
913385.3N153.7E053427.75.7NE15.501/031008.2
913437.6N155.2E071527.813.8NE23.702/151008.1
913526.2N160.7E070327.410.6NE23.123/111009.7
913555.4N163.0E071327.38.2NE22.724/011007.1
913776.1N172.1E071127.69.7NE26.607/221010.5
ABANG44.3N075.9W06664.53.63.8S22.221/211014.1
ALSNG40.5N073.8W07168.57.714.8NW38.905/021014.4
BURL128.3N089.4W071421.112.1SE30.404/221013.9
CAROS43.3N122.4W071516.59.3S34.208/031016.5
CHLVZ36.9N075.7W071412.115.6S34.608/231015.5
CLKN734.6N076.5W071817.511.6SW27.023/101016.3
CSBF129.7N085.4W071419.86.9SE26.712/141015.9
DBLN642.5N079.4W07184.613.4SW35.604/181014.3
DESW147.7N124.5W07189.011.0NW38.810/201015.6
DISW347.1N090.7W07150.912.3NE40.018/191015.4
DPIA130.3N088.1W071420.011.4SE28.111/181015.4
DRYF124.6N082.9W071224.825.711.3SE21.112/061013.9
DSLN735.2N075.3W071317.518.4SW42.923/071016.5
FBSI132.7N079.9W071619.49.1SW25.606/131012.5
FFIA257.3N133.6W07157.69.9N31.611/061012.8
FPSN733.5N077.6W071019.515.3SW39.214/081015.3
FWFY125.6N080.1W064024.725.811.9SE25.212/001014.8
GDL1129.3N090.0W071221.222.711.2SE27.324/051014.7
GLNL643.9N076.5W07173.412.6W40.504/201013.7
IOSN343.0N070.6W07145.312.8NW43.505/131012.7
LKWF126.6N080.0W071523.925.411.8SE29.306/071015.5
LONFI24.9N080.9W071025.126.511.0SE23.021/05
MDFMI44.0N068.1W07173.614.0NW46.005/121012.0
MISMI43.8N068.9W07113.613.6NW43.605/141012.5
MLRF125.0N080.4W070525.026.011.0SE23.412/071014.2
NWP0344.6N124.1W07119.28.9E29.207/101016.1
PILMA48.2N088.4W07140.311.9N33.304/061015.4
PTAC139.0N123.7W071110.510.8N28.518/231017.3
PTAT227.8N097.1W071120.921.912.9SE33.711/061012.0
PTGCC134.6N120.7W071312.217.0N43.509/031015.8
ROAM447.9N089.3W07120.61015.0
April, May and June 1995
BUOY LAT LONG OBS MEAN AIR TP (°C) MEAN SEA TP (°C) MEAN SIG WAVE HT (M) MAX SIG WAVE HT (M) SCALAR MEAN WIND SPEED (KNOTS) PREV WIND (DIR) MAX WIND (KTS) MAX WIND (DA/Hr) MEAN PRESS (MB)
SANFI 24.5N 081.9W 0712 24.9 25.5 11.4 E 24.3 03/12 1013.7
Saufi 29.9N081.3W071020.020.08.7N24.406/231015.9
SBI01 41.6N082.8W07146.16.112.6NE35.804/101014.5
SGNW3 43.8N087.7W07123.66.310.9N30.310/021014.9
SISW1 48.3N122.9W07089.09.010.3W38.111/021015.4
SMKF1 24.6N081.1W071025.326.112.4SE25.112/071014.5
SPGF1 26.7N079.0W071724.126.27.2SE21.814/091015.0
SRSTZ 29.7N094.1W071220.120.112.2SE28.610/221013.2
STDMA 47.2N087.2W07160.80.815.2E45.404/011014.3
SUPNG 44.5N075.8W07184.23.99.6SW31.919/281012.7
SVLS1 32.0N080.7W070519.219.312.5S39.606/161015.5
THING 44.3N076.0W07174.14.111.3NW31.405/021015.1
TPLM2 38.9N076.4W071711.511.010.7SW29.613/111015.7
TTIW 48.4N124.7W07168.68.68.4NE26.406/061015.1
VENF1 27.1N082.5W071222.124.96.3S26.113/111015.7
WPOW1 47.7N122.4W07159.4
MAY 1995
BUOY LAT LONG OBS MEAN AIR TP (°C) MEAN SEA TP (°C) MEAN SIG WAVE HT (M) MAX SIG WAVE HT (M) SCALAR MEAN WIND SPEED (KNOTS) PREV WIND (DIR) MAX WIND (KTS) MAX WIND (DA/Hr) MEAN PRESS (MB)
TPLM2 38.9N076.4W071422.022.710.4S34.812/00016.0
TTIW 48.4N124.7W071212.412.49.7W28.307/001017.4
VENF1 27.1N082.5W071726.328.98.8NE28.504/231015.1
WPOW1 47.7N122.4W071814.414.44.6NE17.617/181016.4
41001 34.7N072.6W051920.420.51.53.111/1211.4S24.311/111015.6
41002 32.3N075.2W074122.724.21.53.303/0111.5E23.520/021015.3
41004 32.5N079.1W074323.31.02.302/1111.3SW25.519/22
41006 29.3N077.3W036325.326.01.22.220/099.1E22.720/041015.0
41009 28.5N080.2W148425.725.60.81.924/0210.5SE29.120/131015.0
41010 28.9N078.5W148425.326.31.12.520/169.1E24.312/091014.9
41016 24.6N076.5W073026.427.40.30.910/118.4E28.722/111016.5
41021 31.9N080.9W073923.323.40.71.320/2011.4S38.116/011014.6
42001 25.9N089.7W073826.426.61.02.714/1312.5SE23.913/051013.3
42002 25.9N093.6W074225.725.81.32.708/0913.7SE26.808/07
42003 25.9N085.9W073627.328.20.71.709/1410.9SE26.205/181013.5
42007 30.1N088.8W074324.625.71.21.224/188.8SE24.929/05
42016 30.1N085.2W021925.926.60.51.424/188.8SE24.929/05
42020 27.0N096.5W074225.525.51.53.808/0712.9SE26.608/031010.1
42025 24.9N080.5W074226.527.80.41.605/12
42035 29.3N094.4W072324.525.41.02.708/0712.6SE30.108/141011.9
42036 28.5N084.5W072626.025.40.72.020/048.3SE21.824/04015.3
42037 24.5N081.4W074027.127.60.51.805/117.7E26.405/09014.9
44004 38.5N070.7W073716.217.11.95.403/14
1014.0
44005 42.9N069.0W07347.76.71.53.908/069.6S32.408/041013.4
44006 36.3N075.5W074017.416.61.02.403/029.3S24.917/221015.1
44007 43.5N070.2W07418.77.61.03.504/217.7S27.407/281012.5
44008 40.3N065.4W07357.57.51.75.101/2010.8S32.101/241013.4
44009 38.5N074.7W073314.113.01.23.103/029.8S27.402/181014.4
44010 36.0N075.2W074017.216.51.62.603/029.6S25.502/201015.0
44011 41.1N066.6W07419.09.82.26.603/1712.7N41.003/181012.1
44013 42.4N070.7W073610.210.20.92.104/188.9SE25.608/051013.1
44014 36.6N074.8W072315.0
44019 36.4N075.2W074116.214.9
44025 40.3N073.2W073811.710.41.12.801/129.7S24.102/091015.3
44028 41.4N071.1W072911.09.80.72.330/0512.0SW29.308/011013.5
45001 48.1N087.8W07404.32.30.61.923/049.2SW24.516/141013.4
45002 45.3N086.4W07405.73.30.42.016/228.2S20.609/101013.1
45003 45.3N082.8W07405.32.90.52.214/069.2W27.614/051013.2
45004 47.6N086.5W07444.32.60.62.317/109.5W26.617/07
1013.9
45005 41.7N082.4W074212.211.10.51.528/008.9SW21.424/18
1013.7
April, May and June 1995
BUOY LAT LONG OBS MEAN AIR TP (C) MEAN SEA TP (C) MEAN SIG WAVE HT (M) MAX SIG WAVE HT (M) MAX SIG WAVE HT (DA/Hr) SCALAR MEAN WIND SPEED (KNOTS) PREV WIND (DIR) MAX WIND (KTS) MAX WIND (DA/Hr) MEAN PRESS (MB)
4500647.3N089.9W07424.82.10.71.909/188.3NE19.313/231013.9
4500742.7N087.0W07396.84.20.41.609/058.0N20.209/061013.6
4500844.3N082.4W07415.53.00.41.514/107.6SW20.414/071013.6
4501043.0N088.8W06469.07.10.51.609/088.6N19.828/001013.3
4600156.3N148.2W07425.72.31.606/071010.2
4600242.5N130.3W074011.111.92.24.611/2013.5N27.218/191019.7
4600546.1N131.0W074210.010.62.15.111/1912.1NW24.718/161020.0
4600640.9N137.5W073811.712.22.05.209/137.8S17.926/101023.3
4601134.9N120.9W074012.012.01.94.013/2110.0NW21.928/211014.6
4601338.2N123.3W074111.310.92.15.313/0814.7NW30.905/011016.0
4601439.2N124.0W074311.010.52.24.713/2011.6NW25.301/051015.1
4602240.8N124.5W074211.511.52.35.114/0313.3N28.013/111016.4
4602334.3N120.7W034111.811.51.72.824/1914.2NW23.927/031014.5
4602533.8N119.1W066813.914.81.12.506/007.3W26.413/051014.3
4602637.8N122.8W074211.611.21.74.313/0911.3NW29.305/041014.7
4602741.9N124.4W074
4602835.7N121.9W073912.112.52.24.713/1713.4NW24.712/031015.7
4602946.2N124.2W073911.612.41.83.511/0610.5N23.311/021016.7
4603040.4N124.5W074410.710.12.24.613/16
4603557.0N177.7W07402.43.21.54.220/1813.2NE24.720/051006.5
4604147.4N124.5W074211.011.91.73.412/138.9NW22.311/071016.0
4604236.8N122.4W073812.012.02.14.913/1310.9NW22.005/051015.1
4604533.8N118.5W074013.914.70.92.513/076.7W24.713/061014.2
4605044.6N124.5W074212.012.11.93.812/0612.0N27.611/061016.2
4605334.2N119.9W074412.812.61.02.411/2311.4W32.812/001014.9
4605434.3N120.5W074412.412.01.73.611/0916.2NW29.312/171015.0
4605938.0N130.0W074112.813.82.35.014/1014.1N27.414/001020.8
4606060.6N146.8W07487.27.50.61.826/04
4606160.2N146.8W07607.17.71.43.226/0713.0E33.224/121015.5
5100123.4N162.2W074023.224.71.95.006/1812.0E20.126/071018.5
5100217.2N157.8W074125.125.615.2NE22.811/221015.1
5100319.1N160.8W074424.925.72.03.907/0312.0E20.206/231016.2
5100417.1N152.2W073624.925.72.13.510/1213.7E22.911/141016.8
5102621.4N155.9W074223.223.81.83.407/0413.8E22.312/071018.1
5102720.5N157.1W074124.223.01.52.507/0411.7E23.711/001016.6
9122218.1N145.8E041827.57.6E17.806/001011.9
9125111.4N162.4E073827.415.4E26.901/191010.0
913288.6N149.7E074228.27.0NE15.527/021010.9
913385.3N153.7E056328.34.1NE17.511/051009.1
913437.6N155.2E074028.19.4E21.331/211008.8
913526.2N160.7E072427.98.0E22.707/011010.8
913555.4N163.0E074227.55.9E22.505/141008.5
913776.1N172.1E059928.08.5E22.721/191011.6
ABAN644.3N075.9W073712.68.74.4S18.228/171013.5
ALSN640.5N073.8W074113.912.313.3S31.901/041013.9
BIAZ60.9N147.9W05747.47.3SW30.126/061015.7
BURL128.9N089.4W073724.711.2S24.519/141013.8
CAR0343.3N124.4W073911.010.6N28.411/081016.2
CDRF129.1N083.0W049226.38.4SW24.723/221012.1
CHLV236.9N075.7W074317.018.50.81.618/0113.6SW33.902/081015.2
CLKN734.6N076.5W074021.311.3SW24.128/121016.3
CSBF129.7N085.4W073924.57.0SE26.512/021015.5
DBLN642.5N079.4W074212.210.6SW27.321/201013.6
DESW147.7N124.5W071611.010.0NW33.913/231016.0
DISW347.1N090.7W07397.412.0SW28.409/121017.0
DP1A130.3N088.1W074324.410.5S27.110/171014.9
DRYF124.6N082.9W073827.328.18.8E23.821/001014.7
DSLN735.2N075.3W073620.51.12.319/0816.8NE46.702/111016.5
FBSI132.7N079.9W074123.510.3SW21.002/081015.2
FFIA257.3N133.6W074110.56.8S32.211/021016.9
FPSN733.5N077.0W071722.522.80.91.731/1315.1SW33.102/131015.0
FWYF125.6N080.1W073927.227.710.7E31.105/101015.3
April, May and June 1995
BUOY LAT LONG OBS MEAN AIR TP (°C) MEAN SEA TP (°C) MEAN SIG WAVE HT (M) MAX SIG WAVE HT (M) MAX SIG WAVE HT (DA/Hr) SCALAR MEAN WIND SPEED (KNOTS) PREV WIND (DIR) MAX WIND (KTs) MAX WIND (DA/Hr) MEAN PRESS (MB)
GDIL1 29.3N 090.0W 0742 25.5 27.5
GL1NG 43.9N 076.5W 0740 9.8
IOSN3 43.0N 070.6W 0744 10.3
KTNF1 29.8N 083.6W 0408 25.4
LKWFI 26.6N 080.0W 0738 26.5 27.4
LONF1 24.9N 080.9W 0734 27.4 29.4
MDRM1 44.0N 068.1W 0740 7.5
MISM1 43.8N 068.9W 0736 7.7
MLRF1 25.0N 080.4W 0703 27.2 27.7
NWPO3 44.6N 124.1W 0738 10.8
PILM4 48.2N 088.4W 0742 5.8
POTA2 60.3N 147.3W 0244 7.2
PTAC1 39.0N 123.7W 0738 11.1
PTAT2 27.8N 097.1W 0727 25.0 26.1
PTGC1 34.6N 120.7W 0743 11.8
ROAM4 47.9N 089.3W 0743 7.7
SANF1 24.5N 081.9W 0741 27.2 28.1
SANF1 24.5N 081.9W 0741 27.2 28.1
SAUF1 29.9N 081.3W 0738 24.4 24.4
SBIO1 41.6N 082.8W 0743 14.1
SGNW3 43.8N 087.7W 0741 10.8 11.0
SISW1 48.3N 122.9W 0742 11.2
SMKF1 24.6N 081.1W 0738 27.6 28.3
SPGF1 26.7N 079.0W 0736 26.6 28.1
SRST2 29.7N 094.1W 0742 24.5
STDMM 47.2N 087.2W 0742 7.7
JUNE 1995
BUOY LAT LONG OBS MEAN AIR TP (°C) MEAN SEA TP (°C) MEAN SIG WAVE HT (M) MAX SIG WAVE HT (M) MAX SIG WAVE HT (DA/Hr) SCALAR MEAN WIND SPEED (KNOTS) PREV WIND (DIR) MAX WIND (KTs) MAX WIND (DA/Hr) MEAN PRESS (MB)
4100134.7N072.6W071023.521.61.55.707/0510.7S30.707/061015.4
4100232.3N075.2W071024.625.01.45.807/019.9S29.106/191014.7
4100432.5N079.1W071625.725.71.14.606/119.9SW32.406/051014.5
4100629.3N077.3W071626.226.61.32.906/0511.4SW27.806/031014.2
4100928.5N080.2W143626.426.70.82.017/2310.6S26.404/221014.6
4101028.9N078.5W143426.527.31.33.406/0010.6SW28.226/001014.5
4101624.6N076.5W021927.428.20.83.804/0812.5SE22.104/081016.5
4102131.9N080.9W071525.626.50.62.306/0310.3SE32.806/041014.1
4200125.9N089.7W071227.228.10.81.905/1510.8NE27.626/171013.9
4200225.9N093.6W071427.327.90.92.206/0510.8SE21.409/091013.4
4200325.9N085.9W071027.228.80.82.025/2310.5E52.804/151013.2
4200730.1N088.8W071826.728.49.9SW23.929/181014.3
4201630.1N088.2W018027.528.88.4SW16.129/231013.4
4202027.0N096.5W071427.31.12.811/1311.3SE29.911/121013.0
4202524.9N080.5W063128.50.52.021/21
4203529.3N094.4W070127.228.40.72.030/1511.5SE31.501/081013.8
4203628.5N084.5W070926.926.90.95.305/079.5SW38.305/111014.9
4203724.5N081.4W071527.628.40.62.004/158.5E19.802/041014.8
4400438.5N070.7W071420.420.11.35.507/12
4400542.9N069.0W071413.411.81.03.508/039.2SW21.008/031015.5
4400636.3N075.5W023822.121.80.82.006/238.8NE25.607/011014.1
4400743.5N070.2W071314.813.10.61.608/067.6S17.105/181014.5
4400840.5N069.4W071110.61.14.907/218.8SW26.407/221016.1
4400938.5N074.7W071419.719.30.92.728/059.2NE22.727/211015.7
4401036.0N075.0W025223.122.89.2S26.807/041014.0
4401141.1N066.6W071212.410.11.36.408/009.7SW26.807/231015.6
4401342.4N070.7W071316.30.52.027/127.8SW20.407/211015.4
4401436.6N074.8W067021.521.61.12.428/187.1NE27.807/041016.1
4401936.4N075.2W026221.019.68.6NE24.306/131014.4
4402540.3N073.2W071017.617.11.03.027/1610.7S24.227/161015.5
4402841.4N071.1W070616.115.10.61.807/1611.0SW27.004/061015.9
4500148.1N087.8W07176.13.20.42.707/117.8SE26.607/081015.1
4500245.3N086.4W071512.810.50.31.107/177.2S20.607/161014.5
April, May and June 1995
BUOY LAT LONG OBS MEAN AIR TP (°C) MEAN SEA TP (°C) MEAN WAVE HT (M) MAX WAVE HT (M) MAX WAVE HT (DA/Hr) SCALAR MEAN WIND SPEED (KNOTS) PREV WIND DIR MAX WIND (KTS) MEAN PRESS (MB)
4500345.3N082.8W701610.26.86.30.31.408/017.4E19.207/191815.3
4500447.6N086.5W70186.33.30.42.307/147.2E18.807/111815.7
4500541.7N082.4W701519.418.90.41.321/167.6E22.007/141814.4
70 Mariners Weather Log April, May and June 1995
BUOY LAT LONG OBS MEAN AIR TP (C) MEAN SEA TP (C) MEAN SIG WAVE HT (M) MAX SIG WAVE HT (M) MAX SIG WAVE HT (DA/HR) SCALAR MEAN WIND SPEED (KNOTS) PREV WIND DIR PREV WIND KTS MAX WIND DIR MAX WIND DA/HR MEAN PRESS (MB)
GDL1L29.3N090.0W071626.929.28.3S29.124/231015.0
GLLN643.9N076.5W071717.58.7S21.011/061014.8
IOSN343.0N070.6W071317.411.2S25.902/031015.0
KTNF129.8N083.6W071425.49.5W38.605/141014.3
LKWF126.6N080.0W071626.727.99.9SE34.622/011015.8
LONF124.9N080.9W071527.829.59.7SE26.920/231014.8
MDRM144.0N068.1W071312.012.3SW27.615/231014.7
MISM143.8N068.9W071513.012.4SW23.902/021014.9
MLRF125.0N080.4W071827.628.59.7SE31.421/201014.8
NWP0344.6N124.1W071612.09.6NW27.226/031016.7
PILM448.2N088.4W07149.210.3E29.101/041015.3
POTAZ60.3N147.3W142610.16.8SW27.610/161015.4
PTAC139.0N123.7W071611.611.4N28.526/191015.7
PTATZ27.8N097.1W071527.128.813.1SE27.811/111013.4
PTGC134.6N120.7W071412.316.6N35.105/131013.6
ROAM447.9N089.3W071312.212.0NE34.307/051014.6
SANF124.5N081.9W071527.629.110.7E27.121/191014.2
SAUF129.9N081.3W071525.527.18.9SW30.710/061015.0
SBI0141.6N082.8W071820.67.1E23.714/051014.7
SGNW343.8N087.7W071818.114.37.8N33.008/021015.5
SISW148.3N122.9W071412.610.6SW29.303/031016.3
SMKF124.6N081.1W071928.029.011.2SE28.521/201015.0
SPGF126.7N079.0W071427.328.75.8SW23.321/061015.3
SRST229.7N094.1W071526.510.7SE26.129/021014.1
STDMA447.2N087.2W071314.114.2SE31.517/031014.6
SUPN644.5N075.8W071419.015.97.3S22.426/191015.7
SVLS152.0N080.7W069925.426.412.4E39.806/061014.7
THIM644.3N076.0W071718.6
Port Meteorological Services SEAS Field Representatives Mr. Robert Decker Seas Logistics/PMC 7600 Sand Point Way, N.E. Seattle, WA 98115 206-526-4280 FAX: 206-526-6365 TELEX 6735154/BOBD Mr. Steven Cook SEAS Operation Manager 8604 LaJolla Shores Drive LaJolla, CA 92037 619-546-71-3 FAX: 619-546-7003 TELEX 7=6735179/COOK Mr. Robert Benway National Marine Fisheries Service 28 Tarzwell Drive Narragansett, RI 02882 401-782-3295 FAX: 401-782-3201 Mr. Jim Farrington SEAS Logistics/A.M.C. 439 West York Street Norfolk, VA 23510 804-441-3062 FAX: 804-441-6495 TELEX 6735011/MAPA Mr. Warren Krug Atlantic Oceanographic & Met. Lab. 4801 Rickenbacker Causeway Miami, FL 33149 305-861-4433 FAX: 305-361-4582 TELEX 6735213 LORI DMA Representatives Tom Hunter DMA/HTC Rep. ATTN: MCC 4 (Mail Stop D44) 4600 Sangamore Road Bethesda, MD 20816 301-227-3370 FAX: 301-227-4211 Walt Holtgren DMA/HTC Gulf Coast Rep. One Canal Place 365 Canal St., Suite 2300 New Orleans, LA 70130 504-589-2642 FAX: 504-589-2686 Gary Rogan DMA/HTC West Coast Rep. Eleven Golden Shore Suite 410 Long Beach, CA 90802 310-980-4471 FAX: 310-980-4472 Australia Michael J. Hills, PMA Pier 14, Victoria Dock Melbourne, Vic. Tel: +613 6291810 TELEX: AA151586 Captain Alan H. Pickles, PMA Stirling Marine, 17 Mews Road Fremantle, WA 6160 Tel: +619 3358444 Fax: +619 3353286. Telex: AA92821 E.E. (Taffy) Rowlands, PMA NSW Regional Office Bureau of Meteorology, 580 George St. Sydney, NSW 2000 Tel:+612 2698555 Fax: +612 2698589 Telex AA24640 China YU Zhaoguo Shanghai Meteorological Bureau 166 Puxi Road, Shanghai, China Denmark Commander Lutz O. R. Niegesch PMO, Danish Meteorological Instit. Lyngbyvej 100, DK-2100 Copenhagen, Denmark Tel:+45 39157500 FAX:+45 39157300 England Bristol Channel Captain Austin P. Maytham, PMO Rm 3.52, Companies House Crown Way, Cardiff CF4 3UZ Tel:+ 44 1222 221423 FAX:+44 1222 225295 East England Captain John Steel, PMO Customs Bldg, Albert Dock Hull HU1 2DP Tel: +44 1482 320158 FAX: +44 1482 328957 Northeast England Captain Gordon Young, PMO Able House, Billingham Reach Industrial Estate, Cleveland TS23 1PX Tel: +44 1642 560993 FAX:+44 1642 562170 Northwest England Captain Jim Williamson, PMO Room 513, Royal Liver Building Liverpool L3 1JH Tel:+44 151 2366565 FAX: +44 151 2274762 Scotland and Northern Ireland PMO Navy Buildings, Eldon St. Greenock, Strathclyde PA16 7SL Tel: +44 1475 724700 FAX:+44 1475 892879 Southeast England E.J. O'Sullivan, PMO Daneholes House, Hogg Lane Grays, Essex RM17 5QH Tel:+44 1375 378369 FAX:+ 44 1375 379320 Southwest England Captain Douglas R. McWhan, PMO 8 Viceroy House, Mountbatten Centre Millbrook Rd. East, Southampton SO15 1HY Tel:+44 1703 220632 FAX: +44 1703 337341 France Yann Prigent, PMO Station Mét., Noveau Semaphore Quai des Abéilles, Le Havre Tel: +33 35422106 Fax: +33 35413119 P. Coulon Station Météorologique de Marseille–Port 12 rue Sainte Cassien 13002 Marseille Tel: +33 91914651 ext. 336 Germany Henning Hesse, PMO Wetterwarte, An der neuen Schleuse Bremerhaven Tel: +49 4717220 Fax: +49 47176647 Jurgen Guhne, PMO Deutscher Wetterdienst Seewetteramt Bernhard Nocht–Strasse 76 20359 Hamburg Tel: (040) 3190 8826 Greece George E. Kassimidis, PMO Port Office, Piraeus Tel: +301 921116 Fax: +3019628952 Hong Kong H. Y. Chiu, PMO Royal Observatory Ocean Centre Office Room 1454, Straight Block 14/F Ocean Centre, 5 Canton Road Tsim Sha Tsui, Kowloon, Hong Kong Tel: +852 29263113 FAX:+852 23757555 Japan Port Meteorological Officer Kobe Marine Observatory 14–1, Nakayamatedori-7-chome Chuo-ku, Kobe, 650 Japan FAX: 078-361-4472 Port Meteorological Officer Nagoya Local Meteorological Obs. 2-18, Hiyori-cho, Chikusa-ku Nagoya, 464 Japan FAX: 052-762-1242 Port Meteorological Officer Yokohama Local Met. Observatory 99 Yamate–cho, Naka–ku, Yokohama, 231 Japan FAX: 045-622-3520 Kenya Ali J. Mafimbo, PMO PO Box 98512 Mombasa, Kenya Tel: +254 1125685 Fax: +254 11433440 Malaysia NG Kim Lai Assistant Meteorological Officer Malaysian Meteorological Service Jalan Sultan, 46667 Petaling Selangor, Malaysia Mauritius Mr. S Ragoonaden Meteorological Services St. Paul Road, Vacoas, Mauritius Tel: +230 6861031 FAX: +230 6861033 Netherlands John W. Schaap, PMO KNMI/ Stationszaken Wilhelminalaan 10, PO Box 201 3730 A.E. DeBilt, Netherlands Tel: +3130 206391 FAX: +3130 210849 New Zealand Julie Fletcher, MMO Met. Service of New Zealand Ltd. Tahi Rd., PO Box 1515 Paraparaumu Beach 6450, New Zealand Tel: +644 2973237 FAX: +644 2973568 Norway Tor Inge Mathiesen, PMO Norwegian Meteorological Institute Allégaten 70, N-5007 Bergen, Norway Tel: +475 55236600 FAX: +475 55236705 Poland Jozef Kowalewski,PMO Waszyngtona 42, 81–342 Gdynia Tel: +4858 205221 Fax: +4858 207101 Saudi Arabia Mahmud Rajkhan, PMO National Met. Environment Centre eddah Tel:+ 9662 6834444 ext. 325 Singapore Edmund Lee Mun San, PMO Meteorological Service, PO Box 8 Singapore Changi Airport Singapore 9181 Tel: +65 5457198 FAX: +65 5457192 South Africa C. Sydney Marais, PMO C/O Weather Office D.F. Malan Airport 7525 Tel: +2721 9340450 ext. 213 Fax: +2721 9343296 Gus McKay, PMO Meteorological Office Louis Botha Airport Durban 4029 Tel: +2731 422960 Fax: +2731 426890 Sweden Morgan Zinderland SMHI S–601 76 Norrköping, Sweden Atlantic Ports Charles E. Henson, PMO National Weather Service, NOAA 2550 Eisenhower Blvd, No. 312 PO Box 165195, Port Everglades, FL 33316 305-463-4271 FAX/Tel: 305-462-8963 Lawrence Cain, PMO National Weather Service, NOAA 13701 Fang Rd. Jacksonville, FL 32218 904-741-5186 Martin Bonk, PMO, Norfolk National Weather Service, NOAA Norfolk International Airport Norfolk, VA 23518 804-858-6194 FAX: 804-853-6897 James Saunders, PMO National Weather Service, NOAA BWI Airport, Baltimore, MD 21240 410-850-0529 FAX: 410-859-5129 John Bolinger, PMO National Weather Service, NOAA Bldg. 51, Newark International Airport Newark, NJ 07114 Tel: 201-645-6188 PMO, New York National Weather Service, NOAA Bldg. 51, Newark International Airport Newark, NJ 07114 Tel: 201-645-6188 Randy Sheppard, PMO Environment Canada 1496 Bedford Highway, Bedford (Halifax) Nova Scotia B4A 1E5 902-426-6703 Denis Blanchard Environment Canada 100 Alexis Nihon Blvd., 3rd Floor Ville St. Laurent, (Montreal) Quebec H4M 2N6 Tel: 514-288-6325 D. Miller, PMO Environment Canada Bldg. 303, Pleasantville P.O. Box 21130, Postal Station "B" St. John's, Newfoundland A1A 5B2 709-772-4798 Gulf of Mexico Ports John Warrelmann, PMO National Weather Service, NOAA Int'l Airport, Moisant Field, Box 20026 New Orleans, LA 70141 504-589-4839 James Nelson, PMO National Weather Service, NOAA Houston Area Weather Office 1620 Gill Road, Dickinson, TX 77539 713-584-2640 FAX: (713) 337-3798 Internet:jnelson@smtpgate.ssmc.noaa.gov Pacific Ports PMO, W/PRx2 Pacific Region, NWS, NOAA Prince Kuhio Fed. Bldg., Rm 411 P.O. Box 50027 Honolulu, HI 96850 808-541-1670 Robert Webster, PMO National Weather Service, NOAA 501 West Ocean Blvd. Room 4480 Long Beach, CA 90802-4213 310-980-4090 FAX: 310-980-4089 TELEX: 7402731/BOBW UC Robert Novak, PMO National Weather Service, NOAA 1301 Clay St. Suite 1190N Oakland, CA 94612-5217 510-637-2960 FAX 510-637-2961 TELEX: 7402795/WPMO UC Patrick Brandow, PMO National Weather Service, NOAA 7600 Sand Point Way, N.E. Seattle, WA 98115-0070 206-526-6100 FAX: 206-526-6094 Bob McArter, PMO Environment Canada 700–1200 W. 73rd Av. Vancouver, British Columbia V69 6H9 604-664-9136 Duane Carpenter OIC National Weather Service, NOAA 600 Sandy Hook St., Suite 1 Kodiak, AK 99615 907-487-2102 FAX: 907-487-9730 Lynn Chrystal, OIC National Weather Service, NOAA Box 427, Valdez, AK 99686 907-835-4505 Greg Matzen, Marine Program Mgr. W/AR1x2 Alaska Region National Weather Service 222 West 7th Avenue #23 Anchorage, AK 99513–7575 907-271-3507 Great Lakes Ports Amy Gustafson, PMO National Weather Service, NOAA 383 West University Dr. Romeoville, IL 60441 815-834-0600 xtn 525 FAX: 815-834-0645 George Smith, PMO National Weather Service, NOAA Hopkins International Airport Federal Facilities Bldg. Cleveland, OH 44135 216-265-2874 Ron Fordyce, Supt. Marine Data Unit Rick Shukster, PMO Keith Clifford, PMO Environment Canada Port Meteorological Office 100 East Port Blvd. Hamilton, Ontario L8H 7S4 905-312-0900 Fax: 905-312-0730 U.S. Headquarters Vincent Zegowitz Marine Obs. Program Leader National Weather Service, NOAA Room 14112 1325 East West Highway Silver Spring, MD 20910 301-713-1677, ext 129 FAX: 301-713-1598 Muritin Baron VOS Program Manager National Weather Service, NOAA Room 14470 1325 East West Highway Silver Spring, MD 20910 301-713-1677, ext. 134 FAX: 301-713-1598 Mariners Weather Log National Weather Service SSMC2, 14th Floor 1315 East–West Highway Silver Spring, MD 20910 301-713-1677, ext. 129 FAX: 301-713-1598 Great Britain Headquarters Captain Gordon V. Mackie, Marine Superintendent, BD (OM) Meteorological Office, Met O (OM) Scott Building, Eastern Road Bracknell, Berks RG12 2PW England Tel: +44-1344 855654 Fax: +44-1344 855921 Telex: 849801 WEABKA G Australia Headquarters A.D. (Tony) Baxter, Headquarters Bureau of Meteorology Regional Office for Victoria, 26 floor 150 Lonsdale Street Melbourne, Vic 3001 Tel: +613 6694000 FAX: +613 6632059 Japan Headquarters Marine Met. Div., Marine Dept. Japan Meteorological Agency 1-3-4 Otemachi, Chiyoda-ku Tokyo, 100 Japan FAX: 03-3211-6908 This discarded line is done fishing. But it's not done killing. Carelessly discarded plastic fishing line can keep working long after you're done with it—entangling birds, seals, sea turtles, and other animals. And because plastic line is strong and durable, it's nearly impossible for these animals to break free. They strangle, drown, or starve. That's not sporting. Some birds even use old fishing line in their nests, creating death traps for their young. Other plastic debris can be dangerous, too. Fish, birds, and seals become entangled in six-pack rings. Sea turtles eat plastic bags—which they mistake for jellyfish—and suffer internal injury, intestinal blockage, or death by starvation. Birds are known to ingest everything from small plastic pieces to plastic cigarette lighters and bottle caps. Plastic debris also can foul boat propellers and block cooling intakes, causing annoying—sometimes dangerous—delays and causing costly repairs. So please, save your old fishing line and other plastic trash for proper disposal. That's not all you'll be saving. To learn more about how you can help, write: Center for Environmental Education, 1725 DeSales Street, N.W., Suite 500, Washington, D.C. 20036. A public service message from: The Center for Environmental Education The National Oceanic and Atmospheric Administration The Society of the Plastics Industry AGGIES At Attention Photo courtesy of Mark Zegowitz night had flown violently against the panes of the lantern, and, ![Birds flying out of a cage labeled "Allured by the light within"](page_246_370_1092_563.png) ALLURED BY THE LIGHT WITHIN. being stunned, had fallen far down upon the cruel rocks, which Photo courtesy of Elinor DeWire In accordance with the Act of Congress, approved Aug. 30, 1852. No. 576 PILOT'S CERTIFICATE. The undersigned, Inspector for the District of St. Louis, Certify that [illegible] having been by them this day duly examined, touching his qualifications as a Pilot of a Steam Boat, is a suitable and safe person to be intrusted with the power and duties of Pilot of Steam Boats, and do license him to act as such for one year from this date, on the following rivers, to wit: [illegible] Business to assist from St. Louis and New Orleans. Given under our hands, this 9th day of April 1854. James H. McCord M. D. Campbell I, James H. McCord, Inspected for the District of St. Louis, certify that the above named [illegible] this day, before me, solemnly swore that he would faithfully and honestly, according to his best skill and judgment, without concealment or reservation, perform all the duties required of him as a Pilot, by the Act of Congress, approved August 30, 1852, entitled "An act to amend an act entitled 'An act to provide for the better security of the lives of passengers on board of vessels propelled in whole or in part by steam; and for other purposes.'" Given under my hand, this 9th day of April 1854. James H. McCord U.S. Department of Commerce National Oceanic and Atmospheric Administration 1315 East West Highway Distribution Unit Silver Spring, MD 20910 ATTN: Mariners Weather Log Address Correction Requested OFFICIAL BUSINESS PENALTY FOR PRIVATE USE $300 Book Rate