MIM. k l. k N e d e r l. d s. Meteorologisch Ins. Informatiebulletin Maritiem. April Weather and its contribution of the

Bulletin

Meteorologisch Informatiebulletin Maritiem April 2008

Weather and its contribution of the North Sea naval campaign of 1797 Phenomena 2006 / 2007

Meteorologische Informatie Maritiem • April 2008

Konin tituut k l i j k N e d e r l a n d s Meteorologisch Ins

MIM

colofon MIM

Schip in het zonnetje / Ship in the spotlight

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Tekst/Text: Peter Westenbrink

nummer 76, april 2008 21e jaargang ISSN: 0925-2991

Het lijstje ‘beste schip 2007’ is gereed en met 783 waarnemingen staat de Green Magic net niet in de top drie. Welke schepen dat wel zijn vindt u elders in dit MIM vermeldt. Behalve deze waarnemingen kregen wij van de Green Magic ook relatief veel phenomena toegestuurd, waarvan een aantal vergezeld gingen van een mooie foto. Onlangs nog, uit de Golf van Mexico, nadat het schip de Costa Ricaanse haven Moin verlaten had. De foto van het schip op de cover en bij dit rubriekje zijn daar gemaakt. De Green Magic- en andere phenomena vindt u eveneens in deze uitgave.

Redactie: P.M. Westenbrink Medewerkers De Bilt: R.J. Rozeboom A. de Vries Corrector English text: D. Suri (Met Office)

The list ‘best ship 2007’ is finished and with 783 observations the Green Magic just missed out on a top three position in the final table. The ships that did make the top three will be mentioned elsewhere in this MIM. Besides these observations the Green Magic has sent us a relatively large amount of phenomena, some accompanied by a nice picture, like their recent one from the Gulf of Mexico after the ship had left the Costa Rican harbour of Moin. The photo on the cover and with this feature were taken in Moin by The Green Magic. The Green Magic - and other phenomena are in this issue as well.

Foto’s (tenzij anders vermeld): KNMI en P.P. Hattinga Verschure

Redactie-adres KNMI, Sector I/WIS PMO- Office Postbus 201 3730 AE De Bilt

Photo’s + photo cover: Seatrade B.V.

Telefoon 030 - 220 68 36

Nederlandse PMO-Office/Dutch PMO-Office

E-mail [email protected]

Telefoon 030 - 2206 391 E-mail: [email protected]

Inmarsat-C Mobile (581) 49 20 40 720 Opmaak en printing Studio/PrintCentrum KNMI

Het MIM is een kwartaaluitgave van de afdeling Waarneem-Infrastructuur van het KNMI en is in eerste instantie bestemd voor diegenen die aan boord van de schepen en platforms de meteorologische waarnemingen verrichten en verzenden.

René Rozeboom PMO

Bert de Vries PMO

Overname van artikelen uit deze uitgave is toegestaan onder bronvermelding en toezending van een exemplaar van de publicatie waarin het overgenomen materiaal is verschenen.

Frits Koek PMO Adviser

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Peter Westenbrink Assistent PMO

] inhoud/contents ] Schip in het zonnetje / Ship in the spotlights

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Van de redactie / From the editor’s desk

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Phenomena 2006/2007

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Weather and its contribution of the North Sea naval campaign of 1797

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Einde van een tijdperk / End of and era

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Winter 2007/2008

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M.H. Jansen certificaten / M.H. Jansen certificates

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Van de PMO-Office / From the PMO-Office

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Beste schip 2007 / Best ship 2007

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Results/Resultaten

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Top-10 lijst 2007 / Top-10 ranking 2007

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ENGLISH

NEDERLANDS

van de redactie tekst

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from the editor’s desk text

peter westenbrink

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peter westenbrink

In art it is just what you want to see and in climate change it is Bij kunst is het maar net wat je er in wil zien en bij klimaatsometimes what you don’t want to see, at least for some people. verandering is het soms net wat je er niet in wil zien, bij enI had this nutty thought when I thumbed through the KNMI kelen althans. Ik kwam tot deze gedachtekronkel toen ik in press clippings and read a small news report about heavy icing de KNMI knipselkrant een berichtje las over zware ijsafzetover a part of the US under which Springfield, Illinois fell. It ting in een deel van de VS waaronder Springfield, Illinois. contained a picture by Seth Perlman. It shows one of Er stond een foto bij van Seth Perlman. Daarop is een van Springfield’s many Lincoln Statues. This one is in Union de velen Lincoln Statue’s te zien dat Springfield rijk is. Deze Square Park across the Abraham Lincoln Presidential Museum staat in het Union Square Park, tegenover het Abraham Linand Library. The 16th President of the United States started coln Presidential Museum and Library. In Springfield begon his political career in Springfield and it is also where he was de 16e President van de Verenigde staten zijn politieke carburied. Hence so many Lincoln statues there! rière en hij ligt daar begraven. Zodoende. Perlman photographed Lincoln’s head. It is covered with icicles Perlman fotografeerde het hoofd van Lincoln. Het is on the hair, the eyebrows, the nose and beard. It is almost as behangen met ijspegels aan het haar, wenkbrauwen, neus though John McClarey, the artist of the bronze cast piece of art, en baard. Alsof John McClarey, de maker van het in brons has sculptured it that way. It stirs my gegoten kunstwerk, het zo gebeeldhouwd imagination. From one point those icicles heeft. Het prikkelt mijn fantasie. Van de are just what they are: frozen water because ene kant zijn de pegels gewoon wat het of the severe winter. But when you is: bevroren water als gevolg van het barre experience that frozen water as a part of the winterweer, maar als je het beleeft als artwork itself then suddenly you see Abe’s onderdeel van het kunstwerk zelf, dan zie face dripping with sweat. Not surprising je bij Abe ineens het zweet van zijn gelaat when you realise that during his presidency gutsen. Niet zo verwonderlijk als je je the American civil war took place what realiseert dat tijdens zijn presidentschap de threatened to split the country into two. Amerikaanse burgeroorlog woedde en het Luckily it’s not that bad in the land of land in tweeën dreigde te splijten. climatology but in my eyes the photo surely Zo erg is het in klimatologieland gelukkig shows a contrast: cold versus heath, water niet, maar de foto laat in mijn ogen wel into ice versus body sweat into bronze, een tegenstelling zien: koude versus hitte, step up of solar activity versus the human water in ijs versus lichaamszweet in brons, influence on our present and future climate, verhoogde zonneactiviteit versus de invloed etc. A nice metaphor for the difference of van de mens op het huidige en toekomstige opinion about climate change. klimaat, enz. Een mooie metafoor voor Art puts us into a perspective and verschillen van inzicht over de klimaatvercontemplative view. That is also shown in andering. the phenomena pictures and descriptions we Kunst relativeert en contempleert. Dat regularly receive from you. Sharp blijkt ook uit de foto’s en beschrijvingen observations. Keep them coming. van natuurverschijnselen die wij regelmatig van u ontvangen. Scherpe observaties. Blijft u dat vooral doen. Photo: Seth Perlman De vloot In het eerste kwartaal van 2008 zijn drie schepen gestopt met het doen van waarnemingen: de Jumbo Vision, de Coral Lophelia en de Green Music. We mogen één nieuw schip verwelkomen: de Americaborg. Het totaal aantal Nederlandse VOS schepen komt nu op 181 selected ships, 8 suplementary ships en 36 van de Koninklijke Marine. Met ingang van 1 maart 2008 zijn de waarnemingen van de Offshore installaties op de Noordzee geautomatiseerd. ]

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The fleet During the first quarter of 2008 three ships stopped making observations: the Lauriergracht and the Peggy Dow. We would like to welcome three new ships: the Jumbo Vision, the Coral Lophelia and thee Green Music. We would like to welcome one new ship: the Americaborg. The Dutch VOS-fleet is made up of 181 Selected Ships, 8 Supplementary Ships and 36 Royal Navy ships. From 1 March 2008 the offshore installations observations in the North Sea has been automated. ]


ENGLISH

NEDERLANDS

Phenomena 2006/2007 tekst

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Phenomena 2006/2007

peter westenbrink

text

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peter westenbrink

Schepen hebben, op weg naar hun bestemming, weer opvallende verschijnselen waargenomen, variërend van een bijna ronde regenboog tot een half opgegeten haai met witte stippen. Gelukkig zwom er ook genoeg opmerkelijk zeeleven, brachten vogels een bezoek aan boord, vielen er meteoren, waren er fraaie en minder fraaie halo’s te zien, een green flash, het noorderlicht uiteraard en weerlicht (met of zonder geluid). Al deze verschijnselen zijn door ons gearchiveerd en, al dan niet met een foto, terug te vinden in The Marine Observers’ Log op de website van E-Surfmar. Het adres staat aan het eind van dit overzicht. Om u warm te maken voor een kijkje naar hoe de waarnemingen van uw schip er daar bij staan, hebben wij hier alvast een selectie gemaakt van phenomena die wij opmerkelijk vonden. Ze zijn verzameld uit de data die wij het afgelopen jaar van u ontvingen.

En route to their destinations ships have again observed phenomena varying from an almost round rainbow to a half eaten shark with white dots on his body. Luckily there was enough living sea life as well, with ships visited by birds, meteors fell from the sky, beautiful and less beautiful halo’s were seen, a green flash, aurora borealis, of course, and lightning (with or without thunder). All these phenomena were archived by us and is, with or without pictures, stored in The Marine Observers’ Log at the E-Surfmar website. The URL can be found at the end of this summary. To give you a taste of what ship’s phenomena are on this website we have made a selection of the phenomena we found remarkable. It was collected from the ships data we have received in the past year.

Regenboog In september 2006 leek de Nassauborg even op een kameleon: ‘A beautiful clear rainbow passed over the ship as the raincloud also passed over, trailing the rainbow along. Rainbow was very clear.’ Een paar weken later miste een regenboog de Pacific op een haartje: ‘Rainbow sighted next to ship at close distance.’ Hetzelfde overkwam de Dutch Spirit in mei 2007, maar met een opvallend detail: ‘Abnormal rainbow almost round, approximate 300 degrees, with an extra rainbow around. About 10 metres distance from the ship.’

Rainbow In September 2006 the Nassauborg for a moment looked like a chameleon: ‘A beautiful clear rainbow passed over the ship as the raincloud also passed over, trailing the rainbow along. Rainbow was very clear.’ A few weeks later a rainbow closely missed the Pacific: ‘Rainbow sighted next to ship at close distance’. In striking detail the same thing happened to the Dutch Spirit in May 2007: ‘Abnormal rainbow almost round, approximate 300 degrees, with an extra rainbow around. About 10 metres distance from the ship.’

Halo In oktober 2006 wilde tweede stuurman Govers van de Iver Expert een foto maken: ‘Clear halo seen from moon. I tried to make a picture but without success.’ Een jaar later lukte dit wel op de Green Magic. Green flash De ms Rotterdam werd aan het eind van de kortste dag, 21 december 2007, getrakteerd op een zelden waar te nemen green flash. Desalniettemin rapporteerde de bemanning nuchter: ‘During sunset a clear Green Flash has been observed.‘

Halo In October 2006 2nd officer Govers from the Iver Expert tried to take a picture: ‘Clear halo seen from moon. I tried to make a picture but without success.’ A year later the Green Magic had better luck. Green flash At the end of the shortest day of the year, 21 December

Aurora borealis Minder nuchter reageerde stuurman Fleumer van de Scheldegracht toen zich in de nacht van 13 op 14 februari 2007 het mooiste optische verschijnsel optrad dat de natuur

24 November 2007: a moon halo in the Caribean. Photo: Green Magic

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7 February 2008: a roll cloud in the Gulf of Mexico. Photo: Green magic.

bezit. Het werd waargenomen onder IJsland, op de 60ste breedtegraad: ‘Blue glow over the northern sky from about 5 up to 25 degrees above the horizon. Some vertical streaks. Faint waves, looking like sea-swell, were flowing from North to South. These waves originated in the main glow and were visible for short times only, approximate 1 second in which they almost passed overhead, up to about 70 degrees from the horizon.’ Foto’s van deze auroa borealis zijn te bekijken op: http://www.spaceweather.com/aurora/gallery_01feb07.htm Fata morgana Dalen we van het hemelrijk geleidelijk aan af naar het aardoppervlak, dan vaart daar de Coral Obelia op ongeveer dezelfde positie als de Scheldegracht. In mei 2007 zag men een luchtspiegeling: ‘Fata morgana seen at a distance of 8 nm. It looks as if there is a mirror on top of the sea, so a ship shows two sides: the normal view of the ship sailing and the other one as a reflection of that ship upside down. I really like to send a picture to KNMI, but it is too far to take one.’ Zand Van water naar woestijnzand. Daar zijn vaak mooie satellietfoto’s van, maar helaas niet van 19 augustus 2007. Stuurman Rijnveld van de Sluisgracht: ‘After washing the bridge wings with fresh water we observed a yellow-brownish dust came from the wings. After days of easterly winds in this area this yellow-brownish dust is most probably Sahara sand/dust. The African coast is about 2100 miles east of us.’ Het schip was een paar dagen eerder vertrokken uit Rocky Point (Jamaica) bestemming Vlissingen. Frontpassage In oktober 2006 maakte de Nassauborg een radicale weers-

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2007, the ms Rotterdam was treated to the rare green flash phenomena. Nevertheless the crew reported soberly: ‘During sunset a clear Green Flash has been observed.‘ Aurora borealis Less down-to-earth officer Fleumer from the Scheldegracht was on the night of 13 to 14 February 2007 when nature’s most wonderful visual atmospheric phenomena surfaced. It was observed below Iceland on the 60 degree of latitude: ‘Blue glow over the northern sky from about 5 up to 25 degrees above the horizon. Some vertical streaks. Faint waves, looking like sea-swell, were flowing from North to South. These waves originated in the main glow and were visible for short times only, approximate 1 second in which they almost passed overhead, up to about 70 degrees from the horizon.’ Foto’s from this auroa borealis can be found on: http://www.spaceweather.com/aurora/gallery_01feb07.htm Fata morgana Descending from the kingdom of heaven to the surface of the earth by degrees we see sailing the Coral Obelia almost at the same latitude as the Scheldegracht did. In May 2007 it observed a fata morgana: ‘Fata morgana seen at a distance of 8 nm. It looks as if there is a mirror on top of the sea, so a ship shows two sides: the normal view of the ship sailing and the other one as a reflection of that ship upside down. I really like to send a picture to KNMI, but it is too far to take one.’ Sand From water to desert sand. Many satellite pictures of this are available but unfortunately none from 19 August 2007. Officer Rijnveld from the Sluisgracht: ‘After washing the bridge wings with fresh water we observed a yellow-


omslag mee: ‘Spectaculaire frontpassage. Was al goed op de radar te zien met een erg strakke radarreflectie die de rand aangaf. Zware slagregens tijdens de passage die de wereld aardedonker maakte en het zicht tot ‘nul’ beperkte. En dan, van het ene op het andere moment, droog en helder. De knik in het barogram is duidelijk te zien, ondanks dat het wat troebel is door het zware stampen van het schip. Funnel cloud Op en nabij een dergelijke scheidslijn moet men altijd bedacht zijn op meerdere verschijnselen, zoals die funnel cloud bijvoorbeeld die stuurman Schenkeveld in maart 2007 zag vanaf de Cool Express: ‘Two funnels lowered underneath clouds, reached surface and vanish guickly. Total event 20 minutes.’ Waterspout Waterspouts zoals stuurman Bouma van de Spaarnegracht in augustus 2006 waarnam behoren ook tot die verschijnselen: ‘Before passing a front of rain showers and thunderstorm a waterspout was observed. At sea level the spout was about twenty metres wide and was clearly to see. While passing trough it, the barometric pressure was dropping down and rising very fast again. The bridge doors were closed so the sound of escaping air was very good to hear. When the spout was behind the vessel, the trunk out of the sky was good visible.’ IJsbergen Natuurlijk herinneren wij ons nog de prachtige fotoserie die we van de Ankergracht kregen, naar aanleiding van een onverwachte trip naar Groenland, boven de poolcirkel. Om het af te leren nog een niet eerder gepubliceerde foto uit die reeks. Hierop geen smeltende ijsberg zoals het zusterschip de Elandsgracht in november 2006 voorbij zag drijven: ‘Huge melting icebergs, sighted abeam Otago Peninsula (New Zealand).’ Bioluminescence Die ijsbergen dreven niet in een zee vol lichtgevende algen waarmee een half jaar eerder de Singelgracht omgeven was. Dat was er wel op een andere positie, namelijk voor de kust van Brazilië: ‘Small wavelets giving the sea an appearance

brownish dust came from the wings. After days of easterly winds in this area this yellow-brownish dust is most probably Sahara sand/dust. The African coast is about 2100 miles east of us.’ The ship had departed Rocky Point (Jamaica) a few days earlier for Flushing. Front passage In October 2006 the Nassauborg reported an extreme break in the weather: ‘Spectacular front passage. Was already shown clearly on radar with a sharp refection line being the edge of the front. Heavy rainfall during the passage made the world pitch-dark and brought the visibility back to ‘zero’. And then, from one moment to the other, all dry and clear. The kick in the barogram was clearly marked but grubby as well because of the heavy ship pitch. Funnel cloud On and near a front area like this we always must be prepared for other phenomena like, for example, the funnel cloud officer Schenkeveld observed March 2007 from the Cool Express: ‘Two funnels lowered underneath clouds, reached surface and vanish guickly. Total event 20 minutes.’ Waterspout Waterspouts like officer Bouma observed August 2006 from the Spaarnegracht belong to these active front passage phenomena as well: ‘Before passing a front of rain showers and thunderstorm a waterspout was observed. At sea level the spout was about twenty metres wide and was clearly to see. While passing trough it, the barometric pressure was dropping down and rising very fast again. The bridge doors were closed so the sound of escaping air was very good to hear. When the spout was behind the vessel, the trunk out of the sky was good visible.’ Icebergs Of course we remember the beautiful photo series from the Ankergracht because of their unforeseen trip to Greenland above the polar circle. We couldn’t resist one for the road and have a previously unpublished picture from this series. On this note a melting iceberg like the Elandgracht saw passing by in November 2006: ‘Huge melting icebergs, sighted abeam Otago Peninsula (New Zealand).’ Bioluminescence Those photographed icebergs weren’t floating in an ocean of luminous alga like the Singelgracht was surrounded with six months earlier. This was, of course, on a different latitude from where the Ankergracht and the Elandgracht were sailing, namely near the Brazil coast: ‘Small wavelets giving the sea an appearance as it was covered with blue/green

May 2007: an Iceberg near Disko Island, Greenland. Photo: Ankergracht ( J. van Zadel).

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as it was covered with blue/green Christmas tree lights. Phenomena visible for about 5 minutes during a moderate rains hower.‘ Earthquake De ‘blue/green Christmas tree lights’ werden een maand later, mei 2006, vervangen door ‘ringing Christmas bells’ aan boord van de Aalsmeergracht: ‘At 04.30 ship’s time (15.30 UTC) vessel started with violent shaking. No cause detected at the time. Later that afternoon we heard an earthquake, of 8 or 9 (?) on the Richter scale, took place that morning in Tonga, 200’ northwest of our position.’ Walvissen De stuurlieden Meijnen en Hoek van de Snoekgracht moest in september 2006 even iets van het hart: ‘Het weer was goed, weinig wind 2 bft, vlakke zee, met een lage deining. Eerst zagen we dwars van ons schip drie walvissen spuiten, we voeren er op een afstand van zo’n 200 meter aan voorbij. En dan zeggen ze dat je midden op de oceaan niets ziet.’ Als je niet alleen goed kijkt, maar ook goed luistert, dan hoor je ook gezang. Nee, het zijn niet de Sirenen, maar de singing Humpback whale die er ook lol in heeft om 3 tot 5 minuten ‘dood te liggen.’ Waargenomen op de UAL Aberdeen: ‘The singing Humpback whale was observed. Whale was upside-down in the water during 3 to 5 minutes two times with his tail above the water.’ Dolfijnen Zit je op een warme 2006 augustusdag net lekker aan een biertje, eist Flipper je aandacht op. Dat overkwam stuurman Willems van de UAL Aberdeen: ‘While sitting on the forecastle drinking a beer the 2nd engineer and me heard a loud splash. We took a look on the bulbous bow and there were about 20 spotted dolphins jumping around the bow. They stayed with us for about 10 minutes and then went on their way again.’ Een jaar later werd er juist genoten van de gevraagde aandacht, al eindigde de dolfijnenshow wel in mineur. Stuurman Audenaert van de Oranjeborg: ‘Large group of al least 30 dolphins tumbling and playing while chasing the vessel for about 4 minutes. Half a mile further we found the body of a half eaten shark with white dots on his body.’

Christmas tree lights. Phenomena visible for about 5 minutes during a moderate rain shower.‘ Earthquake This ‘blue/green Christmas tree lights’ where replaced one month later, May 2006, by ‘ringing Christmas bells’ on board of the Aalsmeergracht: ‘At 04.30 ship’s time (15.30 UTC) vessel started with violent shaking. No cause detected at the time. Later that afternoon we heard an earthquake, of 8 or 9 (?) on the Richter scale, took place that morning in Tonga, 200’ northwest of our position.’ Whales In September 2007 the officers Meijnen and Hoek from the Snoekgracht had to get something off their chest: ‘The weather was good, a little wind 2 bft, flat sea, with a low swell. Across the ship first they saw three blowing whales, we were sailing on a about a 200 metres distance. And then they say you ain’t see a thing on the middle of the ocean.’ When you are not only watching with a sharp eye but without a sharp ear as well than you don’t notice some singing. No, it ain’t the sirens but the singing Humpback whale who is fond of ‘playing death’ for about 3 to 5 minutes as well. Observed on the UAL Aberdeen: ‘The singing Humpback whale was observed. Whale was upside-down in the water during 3 to 5 minutes two times with his tail above the water.’ Dolphins It’s a warm 2006 August day, just having a cool beer when Flipper is paying his attention. It happened to officer Willems on the UAL Aberdeen: ‘While sitting on the forecastle drinking a beer the 2nd engineer and me heard a loud splash. We took a look on the bulbous bow and there were about 20 spotted dolphins jumping around the bow. They stayed with us for about 10 minutes and then went on their way again.’ A year later the attention was enjoyed even though the dolphin show ended in a minor mood. Officer Audenaert from the Oranjeborg reports: ‘Large group of al least 30 dolphins tumbling and playing while chasing the vessel for about 4 minutes. Half a mile further we found the body of a half eaten shark with white dots on his body.’

Haai Misschien was dat de haai wel die stuurman Willems in juni 2006 voorbij zag zwemmen: ‘While standing on the port side bridge wing and looking at the sea, I noticed about 2 meters from the side of the ship a hammer head shark. Approximate length of the shark was about 2,5 to 3,0 metres. I could see it for about 20 seconds as the ship passed it by.’

Shark Maybe it was that shark officer Willems saw passing by in June 2006: ‘While standing on the port side bridge wing and looking at the sea, I noticed about 2 meters from the side of the ship a hammer head shark. Approximate length of the shark was about 2,5 to 3,0 metres. I could see it for about 20 seconds as the ship passed it by.’

Vliegende vis Geen haai voor de Marinus Green, maar wel een vliegende vis, in mei 2007 waargenomen door stuurman Wilmot. Een maand later zag hij hoe zijn vis flink op de hielen werd gezeten: ‘Lots of ‘jan van gent’ birds (gannets) hunting flying fish around the ship.’

Flying fish No shark for the Marinus Green but a flying fish was spotted by officer Wolmot in May 2007. A month later he saw a bunch of gannets on his flying fish’ heels: ‘Lots of ‘jan van gent’ birds (gannets) hunting flying fish around the ship.’

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3 January 2008: fog, snow, hail near the US east coast. Photo: Luzon Strait.

Reiger Het moet op de Marinus Green een waar schouwspel geweest zijn, zoals ook op de Pacific. Daar stond in oktober 2007 ineens een reiger aan dek. Het schip bevond zich ongeveer halverwege de route Puerto Barrios (Guatamala) – Gibraltar: ‘A Heron landed on the ship in the middle of the ocean. The Heron does not look sick, grey colour.’

Heron It must have been truly a spectacle on the Marinus Green like it was on the Pacific. In October 2007 there suddenly a heron stood on deck. The ship was half it’s way on the route Puerto Barrios (Guatamala) – Gibraltar: ‘A heron landed on the ship in the middle of the ocean. The heron does not look sick, grey colour.’

Sprinkhanen En op de Lica Mærsk tenslotte kregen ze in November 2006 visite van een zwerm sprinkhanen. Het schip voer zuidoostelijk van Argentinië: ‘Locusts observed on the ship’s deck.’

Iocusts Finaly in November 2006 on the Lica Maersk they were visited by a swarm locusts. The ship was sailing south-easterly from Argentina: ‘Locusts observed on the ship’s deck.’

Behalve deze meldingen werd ons ook regelmatig fotomateriaal toegezonden. De meeste foto’s zijn in het MIM geplaatst, zoals van de Ankergracht, we memoreerden het al. In november kregen we een mooie opname van een maanhalo. En de eerste beelden van waargenomen fenomenen hebben ons al weer bereikt. Wij verwachten daarom ook dit jaar weer veel moois van u te mogen ontvangen. ]

As well as these reports, photos were also regularly sent to us. Most of them were published in the MIM, like those we already mentioned taken by the Ankergracht. In November we had received a nice shot of a moon halo. And the first images of observed phenomena have already come to us. So this year again we expect to receive from you many fine phenomena things. ]

http://esurfmar.meteo.fr/wikilog/index.php/Main_Page

http://esurfmar.meteo.fr/wikilog/index.php/Main_Page

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ENGLISH

Weather and its contribution of the North Sea naval campaign of 1797

The Battle of Camperdown

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dennis wheeler ,

University of Sunderland, UK

On 11 October 1797 the British and Dutch fleets meet in battle off the coast of the Netherlands, the action taking place within sight of the village of Camperdown. The battle was protracted and one of the most bloody then seen in naval history. Victory was accorded to the British fleet under Admiral Adam Duncan, while the Dutch ‘Batavian’ fleet was led by Admiral Jan Willem de Winter. Favoured the British Battles are understandably seen as singular activities and the events leading up to them often overlooked. The Battle of Camperdown (Camperduin) is no exception to this common failing and it is important to recognise that the engagement marked the end of a ten-month North Sea campaign conducted by the British Royal Navy with a view to bringing to battle and defeating a powerful Dutch fleet that, under French direction, posed a direct threat of invasion. It cannot be argued that the weather determined the outcome of this campaign, but it certainly contributed to the timing, conduct and character of a strategy that was marked by some important events not least of which were the great mutinies in the British fleets at Spithead and the Nore. For the most part the weather favoured the British but perhaps the Dutch should have been only too well aware of its capricious whims as on 23 January 1795 one of their squadrons had been trapped in ice in the IJsselmeer off Den Helder and, uniquely in military history, surrendered to a cavalry troop that had ridden across the ice to negotiate with the Dutch admiral. The French had fared little better and their attempt to invade Ireland in December of 1796 had foundered when severe gales wrecked and dispersed the fleet. With good reason the historian H.A.L. Fisher could write of this period: ‘…behind her tutelary waves and winds Britain stood impregnable. Nature was her friend….’ Nautical game of cat-and-mouse Happily there is an abundance of data and information on the weather of 1797 that allows the conditions to be reconstructed on a daily basis. Of particular value, because they draw together the weather and an account of the events of the time, are the logbooks kept by senior Royal Navy officers, but diaries, letters and instrumental observation can also be called upon. Our story begins in January 1797: the Dutch fleet were moored in the anchorage of the Texel where shelter and the shallow approaches offered protection from attack and from the weather. Here they were to remain until a few days before battle the following October. The British fleet, in contrast, were committed to a strategy of open blockade whereby they remained at sea close to the Texel hoping to tempt the Dutch out for battle but never appearing is such strength as to intimidate them into inaction. In this nautical game of cat-and-mouse the weather had a significant role to play. On the one hand, strong westerly’s would tend to keep the Dutch fleet at safe anchor and render the same coastline a hazardous lee shore for the cruising English ships. On the other hand, easterlies would allow the Dutch freedom to sail but drive the English North Sea fleet back to its home port of Great Yarmouth, and it is this delicate balance of meteorological advantage and disadvantage that contributed to the events of the year. A pretty smart frost was felt

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January and February were benign months, devoid of significant storms and characterised by anticyclonic conditions that would have favoured the blockading English fleet, sparing them the demands imposed by the usual succession of winter gales. The diary of the London apothecary, William Bent, is illuminating in this respect: ‘…the month (January) in general was mild; for though cold prevailed from 6th to the 16th, the thermometer was only twice so low as 29 (Fahrenheit) and the medium was nearly 41.’ For February he observes: ‘…this month is remarkable for little rain and wind, and for the latter being scarcely ever to the northward of east or west. Fogs and haziness prevailed very much; but whenever they cleared a while, the atmosphere appeared almost free from clouds. The barometer was high in general.’ But despite such clement conditions the effects on the English ships was cumulative and by March most were back in Yarmouth for much-needed repairs. The weather of March was less providential for the British fleet. Penned up in Yarmouth Roads they suffered a run of fresh easterlies that denied them seaway. The logbook of Duncan’s flagship, HMS Venerable, records easterlies of force 5 or 6, rising to force 9 between 10 and 12 March. In his correspondence with the Admiralty on 4th he ruefully notes: ‘…from the wind continuing to blow strong at SE and the ebb tide done I have been under necessity of anchoring the squadron.’ On the following day he notes: ‘…the wind blew strong all last night and this morning from the eastward which prevented my getting under weigh..’ Even the small observational squadron left off the Dutch coast had to retreat in the face of unremitting easterly winds. Captain Hargood of HMS Leopard reported on 5th: The Battle of Camperdown. An aquatint by T. Hellyer (after an original by T. Whitcombe) shows the Dutch flagship Vrijheid (on the left) and the English flagship Venerable and the Dutch Hercules in the entre. By kind permission of the National Maritime Museum, Greenwich.

‘…drove off my station by a heavy gale of wind at SE and SSE.’ The weather seems also to have been cold and William Bent in London, and the Edinburgh scientist John Playfair both drew attention to the coolness of the month, the latter noting: ‘…in March the east wind began to prevail: a pretty smart frost was felt in the beginning on the month and some snow…’

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On mainland Europe conditions were no better and a document in the Institute Royal Meteorologique de Belgique contains the entry: ‘…March was very cold and dry but the weather became milder towards the end.’ It seems likely, and the records of high pressure from the Norwegian observatory at Trondheim would support this, that this run of weather was prompted by the development of an anticyclone over Scandinavia forcing depressions to take a more southerly route and steepening the pressure gradients to promote the vigorous east winds noted above. Table 1 shows the distribution of winds around the compass for the period of the campaign and clearly demonstrates the easterly character of March and April. Figure 1 summarises conditions on 4 March and is probably typical of much of the period in question.

Figure 1. Reconstruction of conditions on 4 March 1797 based on contemporary logbook and instrumental information.

an apocalyptic dimension As the year progressed the military campaign began to take shape. April saw Duncan’s fleet return to its activities off the Dutch coast. Although the winds remained stubbornly in the east they were rarely as strong as in March and Duncan’s seasoned crews were able to maintain sufficient seaway to continue at their station. Strong gales prevailed between 5 and 11 April after which conditions were more settled although air pressure remained low and William Bent’s London diary continues to lament the cold weather, which, it seems, was not without its advantages: ‘…the month has, in general, been rainy, and very cold for the season (…) smallpox, which was becoming frequent at the beginning of the month, was checked by cold winds.’

Figure 2. Reconstruction of conditions on the day of the Battle of Camperdown (11 October 1797) based on contemporary logbook and instrumental information.

month March April May June July August Sept Oct (to 11th)

N 3 14 3 18 1 0 6 13

NE 31 19 14 10 2 1 8 29

E 28 23 11 10 3 2 8 11

SE 10 3 5 5 3 6 3 0

S 9 12 16 7 16 30 23 13

Table

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SW 11 9 30 20 29 27 16 11

S 6 15 15 18 39 27 30 11

NW 2 5 7 11 7 10 6 11

Settled or otherwise, the North Sea can be a wearing and inhospitable setting for a protracted nautical campaign. Sail and rope suffered as much as the crews in their relentless manoeuvrings, and by the end of the month Duncan’s fleet was compelled to return to Yarmouth for repairs. It was at this point that matters took a turn for the worse for Duncan, but not as a result of the Dutch or of the weather but of the English sailors: May and June 1797 saw the two great mutinies of Spithead and the Nore. Of Duncan’s fleet only two did not ‘refused orders’, his own HMS Venerable and Captain William Hotham’s Adament. Fortunately for Duncan the winds turned to his advantage as the easterlies of March and April gave way (Table) to a more westerly regime. This was unfavourable for the Dutch fleet to escape from the Texel in strength, but Duncan had only two battleships with which to conduct his campaign. These he cleverly deployed, allowing the Dutch to see only one at a time sending flurries of flag signals to an imaginary fleet over the horizon and out of sight of the land-based observers to this charade. The ruse was well-known but seems to have been successful. It was however an unsettled two months but with few gales as the climate system settled into its summer regime. It was nevertheless wet and cold with snow being widespread in May extending as far as southern England. One can only speculate on the demands


Camperdown beach Photo: Hans Frederiks

placed on Duncan and his two crews as they doggedly pursued their lonely duties in such cold conditions and being only too well aware that troops were being embarked for an invasion of England. The fact that those troops were to be ferried on unstable barges made the weather of particular importance as not for the first or for the last time an invasion of England required settled conditions and favourable winds. With an outbreak at the end of June of severe thunder, reports of a tornado in Sussex and a solar eclipse, the threat of invasion must have had assumed an apocalyptic dimension to English landsmen and mariners alike. Nevertheless the weather, such peculiarities notwithstanding, was to prove a valuable ally to the English in the months that followed. From bad to worse How valuable an ally is amply demonstrated in the diary of Wolfe Tone. Tone was a leading Irish rebel appointed by the French as a political advisor to the Dutch with responsibility for the invasion of England. July and August were to be taxing times for him. His diary entry for 14 July is however optimistic: ‘…the report today is that we shall get under way tomorrow (…) the men are in the highest spirits.’ But just four days later the winds were still unfavourable westerly’s forcing him to observe: …the wind is as foul as possible this morning; it cannot be worse. Hell! Hell! Allah! Allah! I am in a most devouring rage.’ As the month wore on matters did not improve and on 19 July he wrote: ‘…it is impossible to conceive anything more irksome than waiting, as we now are, on the wind: what is worse, the same wind that locks us up here is exactly favourable for the arrival of reinforcements for Duncan.’ How right he was, and with the end of the mutinies of the English sailors Duncan’s fleet was soon back to full strength. This pattern of generally westerly weather continued through the following weeks, denying the Dutch opportunity to sail with their invasion barges but allowing Duncan to sustain his observational activities. Meanwhile conditions for the army embarked on board the crowded Dutch vessels continued to deteriorate while they waited on a favourable wind, and in mid-August they were disembarked. Such disruptions to the carefully laid plans plunged Tone into yet greater depths of despair: ‘…everything goes from bad to worse (…) on 30th (July) in the morning early the wind was fair…when at the very instant we were about to weigh anchor and put to sea, the wind chopped about and left us

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(…) there seems some fate in this business. Five weeks I believe six weeks the English fleet lay paralysed by mutinies (…) and now that we are ready here the wind is against us (…) the destiny of Europe might have been changed.’ usual line-of-battle formation Gales and strong winds were infrequent during the summer of 1797 but wear-and-tear on the ships was inevitable. On 8 August Captain Henry Wray of the sloop HMS Seagull wrote in his logbook: ‘…we have not a rope or a sail to be depended upon.’ As result of the deterioration of weather during September and with the appearance of the first autumn gales the weary English fleet were driven back once again to Yarmouth. Duncan’s account for 11 September summarised the experience of all: ‘On Friday last a strong gale came on at WNW and for sixteen hours it blew a mere hurricane.’ By early October only a small observational squadron under Captain Henry Trollope (HMS Russell) was left off the Dutch coast. What encouraged the de Winter to order his fleet to sea on 7 October is unknown; the army had disembarked and the invasion plans abandoned, he had nothing – except honour – to gain, but Trollope was able to dash off a warning message to Duncan and within hours the lugger HMS Speculator was delivering the news. The English fleet were refitting and revictualling, but all this stopped and in various states of preparedness the English fleet set sail on 9 October. Meanwhile the Dutch fleet stayed close to the coast taking a southerly route in light but gradually veering south-west winds. By 9 October the winds had freshened from the north-west aiding Duncan’s crossing and on the morning of 11 October the two fleets were at last in sight of each other. The Dutch stayed close on their shore hoping to draw the deeper-draughted English ships onto the hazardous sandbanks, a threat to which Duncan’s response to the cautious advice of his pilot was: ‘…go on at your peril, for I am determined to fight the ships on land if I cannot by sea.’ So anxious was Duncan to engage the Dutch that he abandoned the usual line-of-battle formation and approached the Dutch directly from the west in two loosely grouped squadrons, the general formation of which was a remarkable, if probably unintended, rehearsal for Nelson’s strategy at Trafalgar eight years later. The battle was one of the bloodiest of the age, at the end of which the Dutch were defeated, de Winter surrendered and more than half the fleet ‘struck their

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colours’ to the English. There is little doubt that, once again, the conditions were favourable for Duncan. The fresh north-westerly’s that hastened his fleet across the North Sea also gave it the famously advantageous ‘weather gauge’, i.e. they were to windward of the enemy, enabling them to select the time and manner of battle.

Part of a wider picture Figure 2 is a reconstruction of the weather of the day based on logbook records (which provide information on wind force and direction) and on land-based instrumental observations. The evidence suggests a shallow ‘low’ to have crossed the North Sea on 8 and 9 October, to be followed by a ridge of high pressure, the pressure gradient between the two sustaining the north-westerly airflow noted above. This case study has shown how weather can contribute, without wholly dictating, the course of historical events. Importantly, and as noted in the introduction, it would be wrong to see the battle in isolation and, as with Trafalgar and so many other naval encounters, they should be seen at part of a wider picture, but a picture in which weather adds its own shades of colour and subtleties of influence. The case study also reveals the remarkable degree of climatological detail that can be abstracted from such old documents be they specifically meteorological or the more general logbooks of ships from that distant age. ]

Camperdown beach in a quiet sunset Photo: Hans Frederiks

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ENGLISH

NEDERLANDS

Einde van een tijdperk tekst

]

paulien van eif , knmi

End of and era text

ex- Offshore Inspecteur

Decennia lang hebben diverse door het KNMI aangewezen offshore installaties OBS-en gemaakt. Met ingang van 1 maart 2008 wordt hiermee gestopt. Dit is het gevolg van de naderende voltooiing van een uitgebreid automatisch meteorologisch meetnet op de Noordzee. Dit meetnet is tot stand gekomen in samenwerking tussen het KNMI en diverse offshore maatschappijen. Na enige tijd de kwaliteit en continuïteit van de automatische stations te hebben gevolgd, is men tot de conclusie gekomen dat de handmatige weerwaarnemingen, die veelal door de radio-operator/medic werden verricht, gestaakt kunnen worden. De OBS-en zijn gebruikt voor de meteorologie en, na opslag, voor de klimatologie. De mensen en installaties die jarenlang hun waardevolle medewerking hebben verleend worden daarvoor één dezer dagen op gepaste wijze door het KNMI bedankt. Er is nog een verandering, want per 1 februari 2008 heb ik een nieuwe functie bij de sector Weer van het KNMI aanvaard. Ik zal mij bezig gaan houden met de meteorologische dienstverlening aan de luchtvaart. Tot 1 april zal ik nog enkele stations bezoeken om collega’s in te werken, maar daarna houden mijn stationsbezoeken in principe op. Ik zal de prettige contacten met de waarnemers missen, maar na ruim zestien jaar inspectiewerk op land en op zee en een reorganisatie werd het tijd voor een nieuwe stap. Ik wil iedereen die ik offshore heb ontmoet heel hartelijk bedanken voor de prettige samenwerking en gastvrije ontvangst. Ik wens u het allerbeste.

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]

paulien van eif , knmi

ex-Offshore Inspector

The OBS, that have been made for decennia at various offshore installations appointed by KNMI, will come to an end from 1 March 2008. This is the result of the upcoming completion of an extensive automatic meteorological measuring network in the North Sea. This network is the outcome of collaboration between KNMI and several offshore companies. After having monitored the quality and continuity of the automatic stations they have come to the conclusion that the manual observations, which were usually done by the radio-operator/medic on board, can be discontinued. The OBS have been used for meteorology and, after storage, for climatology. The people and installations that have given their valuable contribution for years will be thanked by KNMI accordingly in due course. There is more change because from 1 February 2008 I have accepted a new function in aviation services at the KNMI. Until 1 April I will inspect a few more stations to break in some colleagues but after that in principle my station visits will come to an end. I will miss the pleasant contacts with the observers but after working for over sixteen years as an inspector on land and at sea plus a reorganisation it’s time for something new. I would like to thank those of you who I’ve met offshore for the pleasant collaboration and the warm welcome over the years. I wish you the very best.


NEDERLANDS

Winter 2007/2008

Zeer zacht, zeer zonnig en de normale hoeveelheid neerslag Photo’s: Jaap Kwakkel

Opnieuw winter zonder noemenswaardig ijs- en sneeuwplezier ] rob sluijter Klimaatdata en Advies, KNMI tekst

Temperatuur Met in de Bilt een gemiddelde temperatuur van 5,1 °C tegen een langjarig gemiddelde van 3,3 °C was de winter zeer zacht. Sinds 1901 waren slechts zes winters nog zachter. De winter van 2006/2007 staat in de rij van zachtste winters op de eerste plaats met een gemiddelde temperatuur van 6,5 °C. De winter bracht opnieuw geen tijdvak met winters ijs- en sneeuwplezier. Alleen rond 20 december was het licht winters met fraaie rijpafzetting, een dun laagje ijs en lokaal uitsneeuwende mist. Sinds de Elfstedenwinter van 1996/1997 heeft alleen de winter van 2002/2003 een periode opgeleverd met op uitgebreide schaal betrouwbaar schaatsijs. Vooral januari was een uitzonderlijk zachte maand. De maandgemiddelde temperatuur van 6,5 °C tegen normaal 2,8 °C was goed voor de tweede plaats in de rij van zachtste januarimaanden sinds het begin van de regelmatige waarnemingen in 1706. Ook februari verliep zacht met een gemiddelde van 5,1 °C tegen 3,0 °C normaal. In december week de temperatuur met 3,8 °C maar weinig af van de normale waarde van 4,0 °C. Dankzij het licht winterse tijdvak in december en een serie koude nachten in februari kon het aantal vorstdagen (minimumtemperatuur lager dan 0,0 °C) in De Bilt nog oplopen naar 28 tegen 38 normaal. De winter telde er twee ijsdagen (maximumtemperatuur lager dan 0,0 °C) tegen acht normaal. De landelijk laagste temperatuur werd op 22 december in Eindhoven geregistreerd: -9,8 °C, net geen strenge

vorst (minimumtemperatuur lager dan -10,0 °C). Het aantal dagen met strenge vorst loopt normaal uiteen van ca. één in het zuidwesten tot vijf in het noordoosten van het land. Op 11 februari werd de landelijk hoogste temperatuur bereikt op de vliegbasis Twenthe met 15,2 °C. Neerslag Gemiddeld over het land viel 194 mm neerslag tegen 196 mm normaal. Vrijwel alle neerslag viel in vorm van regen. Sneeuw werd niet of nauwelijks waargenomen. Van de afzonderlijke maanden was januari nat met 85 mm tegen 69 mm normaal. Februari was juist droog met 36 mm tegen een langjarig gemiddelde van 49 mm. In december viel met 73 mm vrijwel de normale hoeveelheid van 79 mm. Opvallend was de natte start van december. Gedurende de eerste 10 dagen viel gemiddeld over het land vrijwel de complete maandsom: 67 mm. In februari viel het lange droge tijdvak van de 7e tot en met de 20e op. Het natst was de winter op het KNMI-station Eelde met 260 mm, het droogst in Vlissingen met 109 mm. In De Bilt werd . 212 mm afgetapt tegen 193 mm normaal. Zonneschijn Gemiddeld over het land was de winter zeer zonnig met 250 zonuren tegen 175 normaal. In De Bilt werden 249 zonuren geregistreerd tegen 179 normaal, goed voor een vierde plaats in de rij van zonnigste winters sinds 1901. Zowel december als februari waren landelijk gemiddeld zonnig met 72 en 129 zonuren tegen respectievelijk 43 en 82 uren normaal. In januari week het aantal zonuren van 49 maar weinig af van de normaal. Het zonnigst was de winter in het zuidwestelijk kustgebied met in Vlissingen 310 zonuren. Nieuw Beerta was het somberste KNMI-station met 178 uren zonneschijn. Over de winter 2006/2007 bedroeg de gemiddelde temperatuur in De Bilt 6,5 °C, het aantal uren zonneschijn 157 en de neerslagsom 246 mm. Normaal=het langjarig gemiddelde over het tijdvak 19712000 ]

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ENGLISH

NEDERLANDS

m.h. jansen certificaten tekst

]

peter westenbrink

m.h. jansen certificates text

]

peter westenbrink

In de afgelopen periode zijn 29 50 OBS M.H. Jansen certificaten uitgereikt, 4 voor 250 en 1 voor 500 OBS. Bij deze 250 en 500 certificaten werden respectievelijk een pennenset en een wapenschildje geleverd.

During the past period were 29 50 OBS M.H. Jansen Certificates awarded, 4 for 250 and 1 for 500 OBS. Together with the 250 and 500 certificates a set of pens and a coat of arms were awarded respectively as well.

De stuurlieden en apprentices die deze keer een certificaat van ons hebben ontvangen feliciteren wij met het behalen van dit resultaat. ]

We from the PMO-Office would like to congratulate the officers and apprentices who have received a certificate from us this time. ]

Broere Shipping Services B.V. 50 OBS: Steenbergen A. Holland Ship Service 50 OBS: Koval V. Rillera L.P. Rosendaal S. Schröder H. Wilmot B. 250 OBS: ‘t Hof van J. Jo Tankers B.V. 50 OBS: Mojares E. Maersk Ship Management 50 OBS: Hoek van G.

Rederij Bark Europa B.V. 50 OBS: Flesch W.J. Ritzema R.

Seatrade Groningen B.V. 50 OBS: Bacolcol S.D.G. Gorb R.A. Izotov S. Lagura M.T.L. Ostachenov S. Paganpan N.B. Voropaev S.

Spliethoff Beheer B.V. 50 OBS: Baldos H.M. Boef den J.C. Douma I. Magtoto E.S. Nemirov N.M.Y. Pool O.S. Roos P. Syvko D. Ustinov P. 500 OBS: Wisseloo R. Wagenborg Scheepvaart B.V. 50 OBS: Koolhaas W.

250 OBS: Dasigan E.M. Gones J.O. Siclot B.C. Svitzer Ocean Towage B.V. 50 OBS: Zhyltsov O.V.

NIOZ 50 OBS: Vries de M.

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ENGLISH

NEDERLANDS

van de pmo office tekst

]

from the pmo office

rené rozeboom

text

]

rené rozeboom

Vrijwillig maar niet vrijblijvend In februari is via de rederijen een e-mail naar de schepen gestuurd waarin gesteld wordt dat er een ondergrens zit aan het verwachtte aantal waarnemingen, verstuurd door schepen. Deze ondergrens wordt op een gemiddeld aantal waarnemingen van dertig per maand gesteld.

Voluntary but not without engagement In February a mail was sent to the ships by shipping companies stating that there’s an ideal lower limit regarding the number of expected observations. A mean monthly minimal limit of thirty observations is suggested.

Achtergrond SOLAS: De VOS vloot maakt onderdeel uit van een in SOLAS (hoofdstuk 5, regeling 5) beschreven veiligheidssysteem t.b.v. de scheepvaart. Dit houdt in het inwinnen van weersgegevens op zee door schepen. Daartoe worden instrumenten beschikbaar gesteld en wordt er gezorgd voor gratis ontvangst en verwerking van de OBS. Deze gegevens worden gebruikt voor de scheepsweerberichten en, indien nodig, tijdens calamiteiten. Hoewel in het SOLAS gesproken wordt over minstens vier waarnemingen per schip per dag, weten we dat dit in de praktijk moeilijk haalbaar is.

Background SOLAS: The VOS fleet is part of safety system for ships navigation described by SOLAS (Chapter 5, regulation 5) which includes the collection of weather information at sea by ships. For this purpose instruments are being loaned out and free of charge we take care of receipt and processing of the OBS. This data will be used for ships weather forecasts and, if necessary, for accidents. Although in SOLAS a minimum of four observations a ship a day is mentioned, we know this is hard to achieve in practice.

Investeringen KNMI Het KNMI is in geavanceerde apparatuur aan het investeren en die tendens zal verder worden voortgezet. Om de investeringen zo efficiënt mogelijk te kunnen inzetten is een minimum aantal waarnemingen noodzakelijk. Daarnaast is het gedrag van de door ons geleverde instrumenten alleen goed op afwijkingen te monitoren als er een goede statistiek wordt opgebouwd. Dit lukt alleen met voldoende waarnemingen. Als KNMI zijn we ISO gecertificeerd en het monitoren van kwaliteit is daarom een eis. Toepassing ondergrens Bij het tellen van de waarnemingen houden we uiteraard wel rekening met maandelijkse fluctuaties vanwege dokking, enz. Daarom kijken we jaarlijks of er veel van de 360 waarnemingen wordt afgeweken. In overleg met de kapitein en de maatschappij wordt dan bekeken of het schip nog steeds geschikt is als selected schip. Zo niet, dan worden de instrumenten eventueel (tijdelijk) verwijderd. Wij wijzen u bij deze nog eens extra op het MIM waarin achterin de getallen per schip vermeldt staan. Mocht daarin naar uw mening een fout staan, dan horen wij dat graag van u. Let wel: het betreft hier de waarnemingen die via het GTS het KNMI bereiken. Dat zijn dus niet uw waarnemingen die vanaf de diskettes/logbestanden komen. Een veel voorkomende oorzaak van het niet kunnen tellen van waarnemingen via het GTS (Global Telecommunication System), is het

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Investment KNMI The KNMI is investing in advanced equipment and will continue to do so. In order to apply the investments as efficiently as possible, a minimum number of observations is required. Monitoring the instruments for biases is only possible when a statistically significant record is build up. This only is possible with a sufficient number of observations. As KNMI we are ISO certified and monitoring of quality is one of the requirements. Application under limit Regarding the numbers of observations made we, of course, take into account monthly fluctuations due to docking etc. For this reason we will look over a year to see if there is a huge deviation from the 360 observations. In consultation with captain and shipping company we will see if the ship is still suitable to be a Selected Ship. If not the instruments will be eventually be (temporary) removed. Herewith we direct you to the MIM where at the back the numbers of observations per ship are listed. Should there, in your opinion, be any errors we are eager to hear from you. Note: this concerns observations which reach the KNMI via the GTS (Global Telecommunication System). These are not the numbers received from Diskettes/Log Files. Reflagging of the ship is an oft-occurring cause of the number of observations sent by GTS not tallying with what might be expected. If we are not notified about a Call Sign change, your ship will not be recognized by our system anymore.


omvlaggen van het schip. Als we daarover, wat een roepletterwijziging betreft, niet in kennis zijn gesteld wordt uw schip niet meer door ons systeem herkend. MIM gemist? Vanaf heden staat het MIM ook als PDF op onze website. U hoeft dus geen MIM meer te missen, al biedt de eerlijkheid ons wel te melden dat niet van alle vorige uitgaven een PDF-file beschikbaar is. Ga naar www.knmi.nl/VOS en kies bij ‘VOS & PMO’ onder ‘MIM - Information bulletin Available PDF’s:’ het MIM waar u belangstelling voor heeft. ]

Missed MIM Issue? From now on the MIM is also presented as a PDF file on our website. So you won’t miss a word of what is being written. But to be honest, not every back issue is available in PDF. Anyway, go to www.knmi.nl/VOS and choose ‘VOS & PMO’ underneath ‘MIM - Information bulletin Available PDF’s:’ the MIM you are interested in. ]

Lewis Fry Richardson, A British mathematician, foresaw a ‘forecast factory,’ where he calculated that 64,000 human ‘computers,’ each responsible for a small part of the globe, would be needed to keep ‘pace with the weather’ in order to predict weather conditions. They would be housed in a circular hall like a theater, with galleries going around the room and a map painted on the walls and ceiling. A conductor located in the center of the hall would coordinate the calculations using colored lights. More about this in the next MIM. Image courtesy of L. Bengtsson.

22


beste schip 2007 / best ship 2007 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69

PELAGIA ROTTERDAM EUROPA GREEN MAGIC MERINO EXPRESS SPRING BOB SPRING PANDA BERGE NORD MIGHTY SERVANT 1 BUZZARD BAY FLINTERDUIN ROYAL KLIPPER SANTA LUCIA COOL EXPRESS NASSAUBORG EDAMGRACHT SPRING TIGER IVER EXPORTER ROTTERDAM (smitwijs) COMOROS STREAM STADIONGRACHT SPIEGELGRACHT ARTISGRACHT SPRING DELI LONDON SINGELGRACHT IVER EXCEL EMMAGRACHT CORAL PAVONA ORANJEBORG ERASMUSGRACHT AALSMEERGRACHT ALEXANDERGRACHT PRINS J. W. FRISO LICA MAERSK CORAL CARBONIC MARINUS GREEN JO SPRUCE TRACER HAWK BAY JO SYCAMORE SAMAAIGRACHT NOVA FRIESIA SLUISGRACHT TRAMPER HAPPY RIVER IVER EXPERIENCE AMSTELGRACHT HAPPY ROVER SPUIGRACHT JO CEDAR STATENGRACHT IVER EXPERT MAERSK PALERMO ACHTERGRACHT ARNEBORG ARCHANGELGRACHT DUTCH EMERALD ELVIRA BENGUELA STREAM SANTA MARIA EUROGRACHT DOCK EXPRESS 10 DANIELLA GREEN KLIPPER SNOEKGRACHT DUTCH AQUAMARINE DUTCH NAVIGATOR SCHELDEGRACHT

1099 881 820 783 774 741 673 670 650 632 596 593 560 554 542 539 537 535 527 524 505 501 490 475 470 462 459 458 447 443 434 432 421 409 406 391 389 381 377 347 340 335 327 327 327 325 317 315 312 308 302 300 298 297 294 292 291 282 281 277 276 275 274 266 266 255 254 253 251

23

70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 100 101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 119 120 121 122 123 123 124 125 126 127 128 129 130 131 132 133 134 135 136 137

BERGE STAHL GREEN MAVERIC ESMERALDA MAERSK KAMP ALA ATLASGRACHT MAERSK KLAIPEDA JO SELJE TRAVELLER HAPPY RANGER ANJELIERSGRACHT SUOMIGRACHT FAIRLOAD SPAARNEGRACHT ANTILLA FAIRLANE JOHANNES MAERSK NLL MERCATOR PRINSENBORG PACIFIC UAL AFRICA FAIRMAST MAERSK PEMBROKE MAERSK KALMAR STAD AMSTERDAM JO SYPRESS CORAL ISIS EGELANTIERSGRACHT SLOTERGRACHT MARLENE GREEN EENDRACHT ALBLASGRACHT EGMONDGRACHT SINGAPORE JUMBO VISION TRANSPORTER APOLLOGRACHT HAPPY BUCCANEER GREEN MAGNIFIC NLL AFRICA UAL TEXAS ADMIRALENGRACHT CORAL PALMATA MAERSK KIMI CORAL RIGIDA DUTCH ENGINEER ANKERGRACHT EEMSGRACHT ELANDSGRACHT STELLA WEGA EDISONGRACHT DUTCH MATE UAL ABERDEEN MAERSK MIAMI SAFMARINE CONCORD GREEN MAJESTIC CORAL MILLEPORA EMERALD AVATAC NOVA TERRA COLD STREAM LOMBOK STRAIT SPRING BOK DUTCH MARINER NLL HONSHU ARUBA CORAL OBELIA KARLA-OMAYRA NLL ASIA NLL BARENTSZ

247 244 241 240 239 237 235 235 234 232 225 221 218 211 204 201 201 201 200 196 194 194 192 186 185 184 181 180 179 178 177 173 172 171 170 163 162 154 153 152 150 142 141 134 134 126 126 119 119 118 115 111 110 109 107 104 103 101 96 94 89 89 87 87 84 84 82 82 81

138 139 140 141 143 144 145 146 147 148 149 150 151 152 153 154 155 156 157 158 159 160 161 162 163 164 165 166 167 168 169 170 171 172 173 174 175 176 177 178 179 180 181 182 183 184 185 186 187


JACOBUS BROERE JUMBO CHALLENGER MAERSK PENANG MAKIRI GREEN TIMCA CORAL FAVIA LUZON STRAIT DUTCH SPIRIT JUMBO SPIRIT CORAL MEANDRA SCHIPPERSGRACHT ASIATIC NLL OCEANIA PRINCE OF SEAS FAIRLIFT CORAL RUBRUM MAGDALENA GREEN UMIA VUT MARISSA GREEN ELSEBETH NLL AMERICA JUMBO JAVELIN FAIRPARTNER RHONEBORG CORAL LOPHELIA SAMPOGRACHT STELLA PRIMA FALCON BAY DUTCH FAITH DUTCH PILOT GREEN ICELAND NLL EUROPA EAGLE BAY POLAR STREAM DUTCH PROGRESS STELLA NOVA BASTIAAN BROERE NICKERIE ADRIATIC DOCK EXPRESS 12 GREEN MUSIC HOLLAND KLIPPER ISIS JOINT FROST NOVA CALEDONIA NOVA ZEELANDIA SUPER SERVANT 3 SUPER SERVANT 4 TRIDENS

78 78 78 78 78 77 76 69 64 62 62 61 60 59 54 49 45 42 39 38 37 31 30 30 28 27 23 22 19 18 14 14 10 10 6 4 1 1 0 0 0 0 0 0 0 0 0 0 0

resultaten / results De lijst met Resultaten houdt steeds de periode van de afgelopen 12 maanden aan. / The list of Results always refers to the past 12 months. 2007 mrt apr mei juni juli aug sep okt nov dec AALSMEERGRACHT ACHTERGRACHT ADMIRALENGRACHT ADRIATIC ALBLASGRACHT ALEXANDERGRACHT AMERICABORG AMSTELGRACHT ANJELIERSGRACHT ANKERGRACHT ANTILLA APOLLOGRACHT ARCHANGELGRACHT ARNEBORG ARTISGRACHT ARUBA ASIATIC ATLASGRACHT AVATAC BASTIAAN BROERE BENGUELA STREAM BERGE NORD BERGE STAHL BUZZARD BAY COLD STREAM COMOROS STREAM COOL EXPRESS CORAL CARBONIC CORAL FAVIA CORAL ISIS CORAL MEANDRA CORAL MILLEPORA CORAL OBELIA CORAL PALMATA CORAL PAVONA CORAL RIGIDA CORAL RUBRUM DANIELLA DOCK EXPRESS 10 DOCK EXPRESS 12 DUTCH AQUAMARINE DUTCH EMERALD DUTCH ENGINEER DUTCH FAITH DUTCH MARINER DUTCH MATE DUTCH NAVIGATOR DUTCH PILOT DUTCH PROGRESS DUTCH SPIRIT EAGLE BAY EDAMGRACHT EDISONGRACHT EEMSGRACHT EENDRACHT EGELANTIERSGRACHT EGMONDGRACHT ELANDSGRACHT ELSEBETH ELVIRA EMERALD EMMAGRACHT ERASMUSGRACHT ESMERALDA EUROGRACHT EUROPA

2008 jan feb

PCAM 24 63 25 33 29 6 49 28 72 53 PCCL 52 31 23 0 12 44 7 18 7 10 PCDE 0 3 5 12 23 0 0 12 21 54 PJHB 0 0 0 0 0 0 0 0 0 0 PCIG 8 7 14 22 15 2 20 28 8 22 PCKU 45 31 16 21 47 76 45 12 13 20 PHKT PCPR 48 32 21 43 10 11 11 7 6 3 PCGQ 48 14 11 20 11 37 11 5 0 10 PCQL 0 24 22 19 0 35 22 2 2 0 PJJI 21 6 0 31 33 39 67 5 0 9 PCSV 0 0 0 0 47 10 0 9 35 14 PCTG 15 13 7 24 22 34 55 48 10 20 PHHD 49 46 42 27 10 30 43 20 13 12 PCUI 85 58 45 57 45 75 4 0 0 0 PJJH 4 0 2 1 0 7 30 6 5 28 C6KE3 0 0 0 0 0 0 34 9 18 0 PCVX 47 40 47 13 0 2 0 1 5 0 PFPT 0 1 0 0 0 0 0 0 17 22 PCZM 0 0 0 0 0 0 0 0 0 0 PENR 7 0 3 12 30 77 57 29 29 23 LADY5 60 46 23 40 42 62 77 51 36 39 LATO2 36 46 13 0 21 7 11 15 6 15 A8JH8 63 50 61 59 63 33 25 42 73 62 PJRH 3 20 22 10 9 1 0 2 2 1 A8IP4 12 45 51 50 40 72 74 83 48 11 PDKK 91 76 48 0 39 33 33 48 32 13 PCFW 22 73 52 25 33 51 35 29 5 8 PHKM 0 0 0 0 6 63 8 PDBE 15 2 15 1 23 18 5 30 26 24 PDIB 24 26 10 1 0 0 1 0 0 0 PDMK 7 3 1 0 0 50 17 8 0 0 PDKU 0 4 24 19 21 2 1 1 0 0 ELWC5 7 2 11 20 14 12 21 12 3 4 ELXG9 3 21 53 13 6 24 82 49 80 83 PCFT 6 8 7 3 1 15 14 6 0 15 PCFM 0 0 14 15 3 0 0 3 3 1 PDNN 2 0 0 0 0 0 15 35 69 26 PBBT 34 16 24 39 0 2 0 55 0 4 PBBV 0 0 0 0 0 0 0 0 0 0 PCHS 19 26 15 27 16 8 3 11 55 36 PCIP 33 9 21 20 19 12 30 33 34 1 PDTS 11 28 33 8 25 7 3 3 0 0 PDTM 0 0 0 0 0 0 5 8 1 0 PDTT 14 1 7 15 9 5 0 0 3 0 PDTQ 6 16 19 17 25 3 12 10 0 0 PDTP 22 21 33 33 16 22 38 29 8 7 PDTU 5 4 3 0 0 0 0 2 2 0 PDTV 0 0 6 0 0 0 0 0 0 0 PDTO 25 12 12 1 1 4 0 0 1 0 A8JH7 4 2 0 0 2 0 0 0 0 0 PDWZ 109 80 37 44 35 30 2 0 16 40 PDUJ 0 0 0 0 17 39 34 19 1 8 PDXQ 10 28 1 17 12 13 3 3 11 2 PDVN 53 0 4 9 5 3 0 9 0 8 PDWT 38 7 7 0 0 4 12 1 34 29 PDWG 13 17 6 7 41 11 0 0 0 0 PDYI 0 29 78 0 11 0 0 0 1 0 A8IO2 0 0 0 0 0 0 0 0 17 21 A8IP2 0 0 0 34 14 30 41 57 41 31 A8IP3 9 0 0 0 0 0 0 0 1 41 PDYX 62 36 41 14 23 23 5 17 70 50 PDYV 73 20 59 34 26 8 8 30 90 55 A8IN8 0 0 19 23 18 35 23 32 43 48 PDZR 6 17 60 51 26 44 5 12 28 15 PDZS 84 66 100 79 43 27 64 91 88 57

24


8 48 3 13 8 28 13 37 36 0 0 0 2 22 4 0 0 0 32 0 100 51 14 54 26 3 13 35 0 12 0 0 0 1 62 13 8 7 67 0 7 25 9 0 0 23 0 0 0 9 5 104 18 1 56 27 0 0 37 40 40 27 55 24 11 63

totaal 27 56 0 31 44 30 46 44 21 17 0 57 4 45 3 25 0 2 32 0 90 76 0 74 0 0 13 60 90 41 10 8 5 13 27 72 34 47 67 0 20 37 18 0 3 0 0 0 0 0 1 47 46 22 19 40 1 3 6 48 24 20 35 33 5 38

417 308 133 44 198 384 59 273 224 143 211 172 254 359 376 108 61 157 104 0 457 603 184 659 96 489 439 428 167 212 72 94 77 120 503 160 81 201 308 0 243 274 145 14 57 131 229 16 6 65 14 544 182 123 166 199 96 122 81 336 115 388 493 298 280 800

2007 mrt apr mei juni juli aug sep okt nov dec

2008 jan feb

totaal

FAIRLANE FAIRLIFT FAIRLOAD FAIRMAST FAIRPARTNER FALCON BAY FLINTERDUIN GREEN ICELAND GREEN KLIPPER GREEN MAGIC GREEN MAGNIFIC GREEN MAJESTIC GREEN MAVERIC HAPPY BUCCANEER HAPPY RANGER HAPPY RIVER HAPPY ROVER HAWK BAY HOLLAND KLIPPER ISIS IVER EXCEL IVER EXPERIENCE IVER EXPERT IVER EXPORTER JACOBUS BROERE JO CEDAR JO SELJE JO SPRUCE JO SYCAMORE JO SYPRESS JOHANNES MAERSK JOINT FROST JUMBO CHALLENGER JUMBO JAVELIN JUMBO SPIRIT KARLA-OMAYRA LICA MAERSK LOMBOK STRAIT LONDON LUZON STRAIT MAERSK KALMAR MAERSK KAMPALA MAERSK KIMI MAERSK KLAIPEDA MAERSK MIAMI MAERSK PALERMO MAERSK PEMBROKE MAERSK PENANG MAGDALENA GREEN MAKIRI GREEN MARINUS GREEN MARISSA GREEN MARLENE GREEN MERINO EXPRESS MIGHTY SERVANT 1 NASSAUBORG NICKERIE NLL AFRICA NLL AMERICA NLL ASIA NLL BARENTSZ NLL EUROPA NLL HONSHU NLL MERCATOR NLL OCEANIA NOVA CALEDONIA NOVA FRIESIA NOVA TERRA NOVA ZEELANDIA ORANJEBORG

0 23 28 0 0 5 64 8 1 82 0 21 26 0 16 24 0 21 0 0 50 34 30 51 12 7 7 31 22 4 36 0 0 0 29 0 40 1 21 7 7 23 15 12 0 34 12 8 0 0 22 39 0 75 24 0 1 0 16 19 11 0 6 1 0 0 0 32 0 33

0 30 41 0 0 7 32 1 0 51 0 0 0 42 10 4 56 0 52 0 19 23 23 37 24 2 17 15 13 15 22 42 35 0 30 0 40 0 0 7 23 13 20 3 0 21 0 12 0 0 14 56 2 35 86 8 0 0 0 22 10 0 20 6 0 0 0 0 0 33

PBFW 31 32 15 PEBM 0 0 0 PEBP 0 41 1 PHEB 16 11 23 PHEC 0 0 0 A8JI2 0 0 0 PEBT 16 71 44 C6VZ2 0 0 0 C6VY9 0 41 40 C6VY5 85 68 67 C6VY3 27 0 0 TBWAA3 0 0 0 C6VY2 7 0 0 PEND 10 6 21 PCER 17 0 22 PCAW 25 4 0 PCBZ 35 33 6 A8JH9 17 15 15 PESF 0 0 0 PBXD 0 0 0 PCBU 17 62 31 PECF 30 17 20 PCEX 23 27 6 PFBF 45 85 58 PEYU 0 0 1 PFDI 9 26 17 PFEI 17 4 6 PFAS 29 62 13 LAOO5 38 34 13 PFSK 22 15 26 OWFDZ PJOJ 0 0 0 PHED 26 25 11 PHEG 0 0 11 PFFH 1 0 0 PJUO 0 OWAY2 42 32 38 A8IO3 5 0 1 PCBI 62 42 0 A81O4 8 11 15 PDHP 18 11 12 PFDH 23 22 40 PDHO 5 10 9 PBAS 15 24 2 PGDM 2 12 2 PHDW 28 13 35 PDHY 8 27 43 PDHU 12 5 9 PBCK 1 0 0 C6VX8 8 15 28 PECS 23 37 48 PBAG 0 PBCJ 27 14 0 DYKY 66 84 82 PJVZ 52 69 45 PHDU 48 86 46 PJJL 0 0 0 PGCU 16 9 6 PGCY 2 6 2 PGDE 0 0 0 PHKL 14 14 12 PGDF 0 0 0 PGDS 0 10 10 PCIM 8 21 33 PGEA 7 27 3 9HIH5 0 0 0 PDAH 0 22 67 C6IZ7 11 1 0 PJHA 0 0 0 PIAG 37 30 43

25

0 0 0 6 4 6 66 0 42 80 0 0 71 38 4 0 29 0 0 0 33 13 4 66 0 19 28 20 24 9 6 0 0 9 0 0 27 2 0 15 11 20 0 10 9 38 4 6 0 3 34 0 5 84 12 82 0 8 1 0 25 0 12 23 0 0 65 0 0 37

10 0 13 29 4 0 65 0 25 74 50 0 40 17 6 19 20 14 0 0 34 30 2 40 0 53 21 41 35 16 50 0 0 0 0 0 28 0 96 1 26 10 9 9 17 27 9 0 0 5 33 0 2 26 131 29 0 0 0 0 2 0 20 20 0 0 32 0 0 1

41 0 16 20 13 2 49 0 37 66 4 0 53 3 12 59 56 57 0 0 51 22 43 49 21 56 26 49 31 22 17 0 1 0 0 0 45 0 78 0 17 19 0 26 7 17 29 0 0 2 63 0 26 8 114 43 0 0 11 0 2 0 11 18 0 0 42 0 0 55

11 6 0 0 8 0 25 0 49 59 49 0 3 0 40 5 44 70 0 0 67 13 5 3 1 38 20 34 18 11 27 0 2 0 0 0 18 13 96 0 22 9 2 31 12 14 19 0 0 1 14 0 4 74 87 21 0 0 28 0 16 0 9 23 0 0 22 0 0 34

4 8 68 29 0 3 23 0 25 69 24 44 0 2 20 74 10 71 0 0 25 35 46 3 23 33 24 5 25 11 18 0 0 6 0 0 29 10 0 0 25 18 18 18 0 19 43 11 0 1 14 0 1 68 58 23 0 0 22 0 9 0 6 11 0 0 0 0 0 33


1 17 54 4 1 6 51 6 6 72 0 42 11 4 30 37 45 33 0 0 21 51 18 1 20 10 51 17 41 1 47 0 0 5 34 82 16 3 0 5 8 17 13 33 3 25 0 22 0 1 20 0 3 72 20 0 0 0 16 9 5 0 3 4 0 0 0 33 0 35

1 46 13 0 0 9 30 2 0 54 0 1 21 14 9 1 29 0 5 0 28 32 26 38 0 9 15 29 4 17 2 1 0 11 0 0 51 2 58 4 22 14 28 12 0 18 11 13 0 0 13 72 0 65 64 0 7 0 0 14 9 0 9 1 0 0 0 13 0 24

146 130 275 138 30 38 536 17 266 827 154 108 232 157 186 252 363 313 57 0 438 320 253 476 102 279 236 345 298 169 225 43 100 42 94 82 406 37 453 73 202 228 129 195 64 289 205 98 1 64 335 167 84 739 762 386 8 39 104 64 129 0 116 169 37 0 250 90 0 395

PACIFIC PELAGIA POLAR STREAM PRINCE OF SEAS PRINSENBORG PRINS J. W. FRISO RHONEBORG ROTTERDAM ROTTERDAM (smitwijs) ROYAL KLIPPER SAFMARINE CONCORD SAMAAIGRACHT SAMPOGRACHT SANTA LUCIA SANTA MARIA SCHELDEGRACHT SCHIPPERSGRACHT SINGAPORE SINGELGRACHT SLOTERGRACHT SLUISGRACHT SNOEKGRACHT SPAARNEGRACHT SPIEGELGRACHT SPRING BOB SPRING BOK SPRING DELI SPRING PANDA SPRING TIGER SPUIGRACHT STAD AMSTERDAM STADIONGRACHT STATENGRACHT STELLA NOVA STELLA PRIMA STELLA WEGA SUOMIGRACHT SUPER SERVANT 3 SUPER SERVANT 4 TIMCA TRACER TRAMPER TRANSPORTER TRAVELLER TRIDENS UAL ABERDEEN UAL AFRICA UAL TEXAS UMIA VUT

2007 mrt apr mei juni juli aug sep okt nov dec

PGQI 25 11 29 PGRQ 24 120 64 A8IO6 0 0 3 A8JI5 0 0 33 PBJF 26 21 41 PGWD 4 8 8 PEDS 0 0 0 PDGS 20 83 220 PHPO 64 12 0 PCIH 26 53 42 PBFY PHCQ 20 25 5 PHDL 0 1 2 A8IP5 49 46 23 A8IN7 36 8 9 PFAQ 12 32 25 PCGR 1 0 24 PHHB 56 0 38 PCGM 27 53 16 PDBP 0 9 24 PFBE 16 7 35 PCHF 20 30 14 PDBO 20 30 18 PCEO 74 25 46 PCBT 63 56 45 PBFM 19 2 0 PJFF 57 53 38 PHQX 66 57 65 PCBV 49 56 49 PBBB 18 53 19 PECA 20 40 6 PDBY 57 73 35 PHAQ 35 21 43 PHQW 1 0 0 PHEA 0 0 0 PHHQ 21 29 1 PHBT 25 4 10 PJPN 0 0 0 PJPO 0 0 0 PHFL 2 3 0 PHAC 34 82 1 PHAA 55 28 26 PHAL 3 12 14 PHAM 16 33 27 PBVO 0 0 0 PBHZ 0 29 10 PBGY 4 21 53 PBEN 0 10 0 PFQE 0 2 2

16 108 0 14 49 18 27 146 0 71 12 4 1 28 5 56 13 8 40 27 36 2 18 52 43 3 59 68 45 31 10 37 43 0 0 0 3 0 0 0 36 2 6 27 0 11 50 8 2

0 122 6 12 91 9 3 32 55 40 10 9 7 51 1 19 5 0 64 17 26 10 3 41 55 4 29 46 54 0 1 33 24 0 0 0 10 0 0 8 31 16 0 15 0 4 40 7 0

4 66 1 0 90 12 0 28 51 62 0 4 0 54 33 29 8 0 43 5 43 10 12 33 67 6 55 53 39 17 0 24 28 0 0 0 30 0 0 11 35 23 4 43 0 10 1 35 0

13 167 0 0 91 16 0 9 60 67 0 49 0 62 23 12 3 0 37 10 35 11 4 25 63 2 25 68 43 37 0 28 22 2 5 0 30 0 0 1 26 0 12 0 0 5 1 29 0

25 102 0 0 11 9 0 48 48 53 2 58 5 57 30 25 3 0 27 22 46 21 21 25 17 0 18 59 0 21 0 62 13 0 13 0 28 0 0 13 24 43 19 0 0 3 2 32 0

2008 jan

feb

totaal

21 168 0 0 0 6 0 128 30 25 52 23 4 44 25 12 0 24 45 29 42 28 35 32 84 0 16 22 15 32 8 38 7 0 4 17 40 0 0 23 28 34 9 8 0 22 0 29 0

15 158 0 0 0 1 0 116 56 41 33 63 5 43 6 8 0 37 21 11 17 14 44 36 101 0 24 32 60 13 16 48 9 0 1 0 11 0 0 5 50 30 16 24 0 8 24 0 0

4 150 0 0 0 1 0 63 50 56 0 43 3 34 0 5 2 19 11 4 0 21 25 24 69 0 19 42 60 21 9 62 12 0 21 0 10 0 0 0 41 1 39 0 0 0 24 0 0

7 47 0 0 31 18 0 64 90 57 0 79 1 16 0 16 10 40 1 0 15 11 31 28 60 18 18 51 54 19 5 61 37 0 15 0 1 0 0 29 12 22 34 40 0 0 42 44 12

170 1296 10 59 451 110 30 957 516 593 109 382 29 507 176 251 69 222 385 158 318 192 261 441 723 54 411 629 524 281 115 558 294 3 59 68 202 0 0 95 400 280 168 233 0 102 262 194 18

3646

3354

3219

3887

42293

0 58 67 0 0

7 54 56 0 0

13 0 0 5 0

20 0 7 0 0

153 431 246 24 82

Totaal 263 249 263 211 114 66 66 57 125 117 18 27 Totaal VOS vloot

936

Totaal 3764 4016 3668 3460 3301 3783 3454 3251 HELDER 62407 0 14 32 0 0 10 37 20 J/6-A 62414 51 46 50 47 30 37 28 30 NOBLE G. SAUVAUGE 62402 29 20 60 0 0 0 0 7 NOBLE PIET VAN EDE 62206 8 10 0 0 0 0 1 0 P/15-C 62202 0 7 22 22 20 11 0 0

KONINKLIJKE MARINE Van de deelnemende marineschepen zijn over deze periode geen waarnemingen via het GTS ontvangen.

26


43229

Top-10 lijst 2008 / Top-10 ranking 2008 Het Top-10 lijstje volgt het kalenderjaar. Er is altijd een verschil in aantallen OBS ‘en met de Resultaten lijst. The Top-10 list looks at the calendar year. There will always be a difference in number of OBS’s with the list of Results.

1 PELAGIA 2 EDAMGRACHT 3 BENGUELA STREAM 4 MARISSA GREEN 5 SPRING BOB 6 DOCK EXPRESS 10 7 MERINO EXPRESS 8 MIGHTY SERVANT 1 9 EUROPA 10 ROTTERDAM

150 104 100 72 69 67 65 64 63 63

150 104 100 72 69 67 65 64 63 63

maart

totaal

mei

totaal

27

januari totaal

1 PELAGIA 2 BENGUELA STREAM 3 EDAMGRACHT 4 MIGHTY SERVANT 1 5 ROTTERDAM (smitwijs) 6 DOCK EXPRESS 10 7 SPRING BOB 8 BUZZARD BAY 9 MARISSA GREEN 10 BERGE NORD

februari totaal 47 90 47 86 90 67 60 74 56 76

197 190 151 150 140 134 129 128 128 127

april

totaal

juni

totaal


ATTENTIE / ATTENTION

Schiphol maan

LES EIK (Noorwegen) en ARVI (INDIA) We vragen jullie vriendelijk doch nadrukkelijk om weerwaarnemingen NIET via EIK (AORE: 104) te versturen en ARVI (IOR: 306) alleen binnen METAREA 8 (NOORD) te gebruiken. Zo wordt voorkomen dat de rederijen voor de verzendkosten opdraaien.

Schiphol moon

LES EIK (Norway) and ARVI (India) We kindly but expressly ask you NOT to send any weather observations through EIK (AORE: 104) and to use ARVI (IOR: 306) only within METAREA 8 (NORTH). This will help Shipping companies avoid being invoiced for these transmission costs.

28

Behalve havens voor de scheepvaart, hebben we ook luchthavens. Zoals u op de scheepsbrug een weerkundige waarneming maakt, zit op Schiphol, in de waarneemgondel van het KNMI, Peter de Vries. Daar maakte hij op zaterdagavond 15 februari 2008 deze serie foto’s van een ondergaande maan. Een zeldzaam verschijnsel in zeer heldere Arctische lucht. De twee foto’s bovenaan zijn gemaakt door Simon Wiersma.

Besides ports for seagoing we also have airports. Just as you make weather observations from the ship’s bridge, Peter de Vries makes observations from tower at Schiphol. There on Saturday evening 15 February 2008 he took a series of pictures of a moonset, a rare phenomenon in a very clear Arctic airmass. The two uppermost photos are by Simon Wiersma.


MIM. k l. k N e d e r l. d s. Meteorologisch Ins. Informatiebulletin Maritiem. April Weather and its contribution of the

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