Voyages to the Orient

NW NE W MIM January 2010 SW SE S Voyages to the Orient NOAA S CLIMATE DATABASE MODERNIZATION PROGRAM Discoloured Laura Maersk

Ship in the spotlight! Photo: Hans Hillewaert Laura Maersk Build: 2001, Owner: A.P. Muller-Maersk A/S, Denmark, VOS: April 2009, OBS: 293 2 MIM January 2010

4 6 11 12 14 16 17 22 From the editors desk Voyages to the Orient The PMO-Office announces Herfst 2005/2006 nog zachter NOAA s Climate Database M.H. Jansen Certificates Results Discoloured Laura Maersk Dutch PMO-Office 030-22 06 851/678 René Rozeboom PMO Bert de Vries PMO Peter Westenbrink Assistent PMO Publicationyear 23, number 83 ISSN: 0925-2991 Adress: KNMI, Sector I-WIS PMO- Office Postbus 201 3730 AE De Bilt PMO-OFFICE@knmi.nl Red.Telephone: 030-220 68 36 Colophon MIM is a quarteredition from the Department Observations Systems Oparations of the KNMI. This magazine is ment for those who take part on board of ships and platforms, which accomplisch and release meteorological observations. Using articles is permitted when the source is mentioned and an example of the publication is forwarded to the KNMI. Editing: * P.M. Westenbrink Colleagues De Bilt: R.J. Rozeboom/A.A. de Vries Corrector English text: D. Suri (Met Office) Fotographs (unless different):knmi Satellite images: Meteosat and Goes: NERC satellite receiving station, Dundee University, Scotland http://www.sat.dundee.ac.uk Terra and Aqua: Image courtesy of MODIS Rapid Response project at NASA/GSFC http://rapidfire.sci.gsfc.nasa.gov Lay-out and printing: Studio/Printcentre KNMI MIM January 2010 3

From the editors desk Peter Westenbrink Een plotseling opdoemende stratusbank maakt als bij toverslag van het Utrechtse NH Hotel een echte wolkenkrabber. De zon is uit het zicht verdwenen en de dag is een grijsaard geworden. Met zijn Bus stoplicht ogen kijkt hij je dreigend aan. Dagelijks bewegend door een zee van mensen, verkeer, winkels, kantoren en huizen neemt een landrot zoals ik ook wel eens een bijzonder verschijnsel waar. Leuk om het nieuwe jaar mee te beginnen. Geen optimistisch begin hoor ik u vast zeggen als u naar de foto hiernaast kijkt. Toch wel, want achter de spookachtige verschijning gloort het zoals u ziet. Nog even en het NH Hotel werp weer een weidse blik over de stad, staat er weer uitnodigend en gastvrij bij. Niets wat ons tegenhoudt om met een opgeruimd gevoel 2010 vorm te geven, waar ook ter wereld. The sudden appearance of a patch of stratus turns the Utrecht NH Hotel into a real skyscraper like magic. The sun has gone out of sight and the day has turned into a grey-haired old man looking and scowling at you with his traffic light eyes. Moving daily through an ocean of people, traffic, shops, office buildings and houses a landlubber like me sometimes observes a special phenomenon as well. Quite nice to start this new year with one, in fact. Not the most optimistic starts I hear you say when you re looking at the picture alongside. But it is, because behind the spooky manifestation you can see it s glimmering. In just a moment the NH Hotel will once again look inviting and hospitable, throwing us a grand view over the city. Nothing can stop us giving 2010 a shape with a bright feeling, wherever we are. 4 MIM January 2010

The editors picture Landlubber s phenomenon MIM January 2010 5

Voyages to the Orient: the climatic data legacy from the age of sail Dennis Wheeler University of Sunderland, UK When, on the last day of 1600, Elizabeth I of England granted the privilege of trade between what is now the Cape of Good Hope and the Straits of Magellan to a group of London merchants she and her court could hardly have imagined the enduring nature of the undertaking upon which they were embarking. But in this enterprise the English were not alone, and two years later the Dutch East India Company (Vereenigde Oost-Indische Compagnie) was founded to encourage and control oriental trade from the Netherlands and other similar organisations were to be found in, for example, Sweden (the Swedish East India Company or Svenska Ostindiska Companiet was set up in 1731) and elsewhere. These were the forerunners of today s planetembracing merchant marine tradition. Ships of the East India Company at Sea. By Nicholas Pocock. This depiction of the Hindustan was commissioned by the captain of her 1803 voyage, Captain George Millet, to mark her safe return. By kind permission of the NationalMaritime Museum, Greenwich, UK 6 MIM January 2010

But it was the English East India Company (EEIC) that was to establish the most successful and persisting of these ventures and over the next two and a half centuries it came to dominate British trade with Asia and acted as a quasi-government to control much of the Indian sub-continent and the surrounding Indian Ocean. Its power only began to pass away in the 1830 s and diminished further as a result of the Indian Mutiny, with its Charter expiring in 1874. But this paper is not primarily concerned with the historical, political and economic aspects of the EEIC and these can be found in texts such as Sutton (2000) or Lawson (1993), interest is here concentrated on the rich legacy of documents that it has bequeathed to the modern world. These documents range across the usual letters, accounts and business correspondence and can be freely consulted in the India Office collection of the British Library but include also a notable collection of nearly 4000 logbooks and journals carefully written by the intrepid officers who navigated their way annually between the EEIC docks in London and the company s factories in India, the East Indies and China, especially Canton, to bring back the profitable cargoes of silks, spices and porcelain. All of these venerable documents, the majority of which are in an excellent state of preservation, can be found in the British Library (http://www.bl.uk/) and the marine journals have been catalogued and cross-referenced by Farrington (1999). In the early days these journals were very much in the form of narrative diaries and many of them, containing as they do, some of the first descriptions by Europeans of these exotic and fabled regions have been transcribed by the Haklyut Society for more general consultation. A good example is that of the first voyage in 1600/01 under the leadership of General James Lancaster and included in the edited volume by Foster (1940). EEIC logbooks But from the middle of the seventeenth century these diaries began to assume the form of logbooks in the sense with which we become more familiar with them in the eighteenth and nineteenth centuries, which is to say daily records of the weather and life on board set out in an increasingly formalised and standardised fashion Figure 1. Page from the logbook of EIC vessel Airley Castle for 21st October 1804. Cat. Ref. L/ MAR/B/321-I. By kind permission of the British Library that reached its peak of development and uniformity by the eighteenth century. The recently-concluded CLIWOC project (Climatological Database for the World s Oceans: 1750-1850, see www.ucm.es/info/cliwoc and Garcia-Herrera et al. (2005)) has done much to provide information on the character and potential of the climatological content of these documents but paid relatively little attention to EEIC logbooks. So how do the EEIC logbook pages appear, and what information do they contain? Figure 1 is typical of those from the late eighteenth century. This is a page from the logbook of the Airley Castle from her voyage to Bengal and Madras in 1804 (BL catalogue number L/MAR/B/321-I), this page being from the leg from Madeira southwards to the Cape of Good Hope. It was written by the Chief Mate William Burgess following the death of the captain but is otherwise typical of the period, and it should be noted that by this time printed sheets, with the Company s arms in the corner, were used throughout with little scope therefore for variation in style and content. As with all logbooks of the time, and as might be expected from the name, it is a record of the ship s log, a simple wooden instrument (Figure 2) thrown overboard with a line attached to it MIM January 2010 7

with which the speed of the vessel is noted hourly (for a description of these procedures see a standard text such as Norrie, 1889) the hour being given in column H figure 1. The columns headed by K and F indicate the hourly estimate of ship s speed in terms of knots and fathoms, although it should be noted that this fathom is not the 6 foot depth measure but an eighth of a nautical mile (253 yards). Either side of these columns are found notes on the course of the ship and the wind direction. The blank area on the right is set aside for general notes on the weather and the management of the ship. In this case we have Pleasant breezes and fair throughout. A.M. Performed Divine Service on the Quarter Deck. In those distant times the nautical day began 12 hours ahead of the civil day (Harries,1928) as a consequence of which the ordering of the above quotation has the PM notes preceding those for AM. It does however mean that the day s series of weather for 21st October was actually started at midday on 20th October. Wind direction and weather observations were made at intervals during the day, particularly when notable changes occurred that would require some action such as adjusting course or trimming the sails. There were of course no anemometers in those distant times but it is clear from contemporary documents that such observations were using methods not wholly unfamiliar to those who provide data through the presentday VOS system, and by reference to such things as the state of sea. Figure 2. Wooden log and line typical of those instruments used in the eighteenth and early nineteenth centuries. The log was cast overboard and the line then run out at a rate determined by the forward motion of the ship Pre-Beaufort wind force vocabularies The wind force vocabulary of mariners before the advent and later adoption of the Beaufort Scale has been studied as part of the CLIWOC project (Wheeler and Wilkinson, 2005). This early vocabulary developed over the decades from its beginnings in the seventeenth century and the mariner s need to provide a reliable description of the conditions so crucial to the movement and security of his vessel. For the most part it was an unofficial but standardised vocabulary that was shared by officers of the naval and merchant services. But that of the EEIC officers, whilst rooted firmly in the English traditions of the Royal Navy offered a more detailed interpretation of the conditions. Most pre-beaufort wind force vocabularies were, understandably, concerned with the strength of the wind, and gales and breezes were qualified as light, easy, fresh or strong etc. while storms and tempest and calms and light airs defined the upper and lower ends of the range. EEIC officers paid however additional attention to the nature of the winds and made reference also to trades and monsoons indicating a then well-understood distinction in terms of origin between those winds and the more general gales and breezes. Table 1 lists the most frequently used wind force terms in the three dominant branches of the eighteenth and early nineteenth century English marine services; those of the Royal Navy, the Hudson s Bay Company and the EEIC. Only in the EEIC vocabulary do trades appear (monsoons were used less commonly and appear lower down the list of descriptors in terms of frequency of use.) but, of course, their voyages took them into waters where such winds would be expected, and they seem to have been informed enough to recognise the distinctions. It can also be noted that the EEIC vocabulary much wider than that used by the royal Navy and Hudson s Bay Company officers, with 74 different terms being encountered as opposed to the 53 and 37 of the other two services. Many of these terms have passed out of use and only a few were retained under the Beaufort system, but the high percentage of total usage embraced by the 13 most commonly used items testifies to a consistency of application of these unofficial systems of description. The problem presented by these data are of course how they can be expressed in present-day Beaufort force terms and therefore being of some scientific value. The CLIWOC project addressed this very issue and prepared a dictionary allowing for such translations to be made not only from English but also from Dutch, French and Spanish sources (Garcia-Herrera et al., 2006). Interested readers might like also to consult the recently-published item by Wallbrink and Koek (2009) in which the history of wind force terms and the problems of their translation is reviewed. It must be added that terms such as trades and monsoons were not used indiscriminately, and are found only in those logbook entries where the vessels are placed in exactly those areas where today they be expected to occur and testify to a deep knowledge of the forces that controlled, very often, their destinies. Further meteorological data Such non-instrumental observations, by themselves, provide a valuable body of meteorological information but at the foot of each daily register can be found important navigational and further meteorological data as follows: Course and distance: this is the overall course since midday on the previous day and the distance sailed in nautical miles. Both are determined in relation to the estimated positions from successive midday observations having already taken into account any tacking or wearing of the ship. In this example the course was N15E 146 miles. 8 MIM January 2010

XLat: difference in latitude from the previous day in nautical miles. This can be by observation (of the midday sun) or by account, i.e. dead reckoning estimation. XLong: difference in longitude from previous day again in nautical miles. This can be by account or by chronometer. Lat: latitude (in degrees and minutes), again by observation or account. Long: this is here recorded in degrees and minutes and can be made, in or by chronometer. Longitude made is the longitude with respect to the zero, in this case Greenwich, meridian, and is estimated to be 107º 59 (east in this case although it is not stated). The depiction of the moon indicates that the estimate was made using the system of lunar distances. Longitude by chronometer was estimated on the basis of this highly reliable timepiece that had been in use for only some two decades at the time, while longitude in indicated the use of one standard or prime meridian, which in the case of EEIC vessles was Greenwich. Longitude acc was an estimat by dead reckoning. Var: this is the degree to which magnetic north departs from true north. Departure: this is the distance measured in nautical miles (or minutes of a degree) irrespective of latitude from the last recognisable and mapped landmark or point of departure, and, most relevant to this paper because of their scientific significance: Barometer: measured in inches and hundredths of inches of mercury. Temperature: measured in degree Fahrenheit. Such meteorological inclusions were almost entirely unknown in the Royal Navy documents of the period, but were commonplace in those of the EEIC, and provides them with a unique value to present-day climatological research as they represent the only substantial body of marine instrumental data for late eighteenth and early nineteenth centuries. There are some 900 logbooks for the period from 1780 to 1836 (when the series concludes) almost all of which contain such information and the data to be derived from them enjoy important characteristics: the data set is large, it covers what is regarded by many as a pre-instrumental period, and it embraces the oceans, some of them far distant from Europe regions for which meteorological data are in desperately short supply from before the midnineteenth century. Given also that these observations were, as noted above, timed, often to the nearest hour, and the point of observation noted with reasonable, if not precise, accuracy, they provide the foundation for a database of welcome significance. Alexander Dalrymple This unusual dedication to the gathering of meteorological data resulted from the activities of the Company s hydrographer, Alexander Dalrymple (1737 1808). Dalrymple was concerned to gather as much information as possible in order to establish the best and fastest sailing routes between Britain and the Orient. He was also, and incidentally, the first proposer of a wind force scale later to be offered by Francis Beaufort whose name it still, perhaps erroneously, bears (see Wheeler and Wilkinson, 2004). Dalrymple, never one for timorous conduct, kept the first such logbook in 1775 when he sailed to the Orient on the Grenville under the command of Burnet Abercrombie. His daily observations of air pressure and temperature and of sea temperatures together much other navigational and scientific information was published in the Philosophical Transactions of the Royal Society on his return (Dalrymple, 1778) and repays its reading. We find, usefully for example, that the thermometer belonged to Mr. Russell, and hung in the open air in the balcony (p.389). The barometer was of Nairn and Blunt manufacture and a quicksilver thermometer being fixed to it for the Rank by usage Royal Navy East India Co. Hudson Bay Co. 1 moderate fresh breezes fresh gales 2 fresh breezes light airs incl. clam fresh breezes 3 fresh gales fresh gales strong gales 4 light airs incl. calm* light breeze stiff gales 5 little wind moderate breezes moderate 6 moderate breezes pleasant breezes moderate breezes 7 light breezes variable light airs incl. calm 8 calm little wind light breezes 9 strong gales fresh trades stiff breezes 10 strong breezes moderate trades little wind 11 moderate gales pleasant trades light winds 12 hard gales moderate pleasant breezes 13 variable strong breezes easy breezes Cumulative percentage for that source 98.6 77.8 95.6 Total number of terms 53 74 37 Table 1. The thirteen most frequently used wind force terms by Royal Navy, EEIC and Hudson s Bay Company officers. Those items later adopted by Beaufort in his wind force scales are printed in bold. *indicates light airs inclinable to calm. MIM January 2010 9

sea temperatures together much other navigational and scientific information was published in the Philosophical Transactions of the Royal Society on his return (Dalrymple, 1778) and repays its reading. We find, usefully for example, that the thermometer belonged to Mr. Russell, and hung in the open air in the balcony (p.389). The barometer was of Nairn and Blunt manufacture and a quicksilver thermometer being fixed to it for the sake of correcting its height (p.389). He also proposes a weather scale not unlike that which was later promoted by Francis Beaufort and his chronometer a then newly-invented time piece for estimating longitude was made by Arnold. From about 1780 Dalrymple, doubtless inspired by his own efforts, issued the pre-printed pages seen in figure 1 and expected his officers to make notes as dutifully as he had done. Inevitably not all did so, but a very large number did. With the support of funding from the UK and US Governments this remarkable collection of logbooks has now been fully imaged and the meteorological data are being abstracted and quality-controlled by the US partners - the partners in this project are the University of Sunderland, the UK Met Office Hadley Centre and the Climate Database Modernisation Program (part of NOAA). It is remarkable that this fund of information has been called upon in the past, and the only climate research thus far carried out is that by Farrington et al. (1998) who used the logbooks of South Atlantic legs of the voyages to reconstruct the long-term fluctuations on the intensity of the south-east Trades. It is anticipated that the images and the data of the current undertaking will be freely available through ICOADS (International Comprehensive Atmosphere- Ocean Database go to http://icoads. noaa.gov/) sometime in 2010 allowing research hers to draw upon this unrivalled fund of early instrumental data. Alexander Dalrymple. Keying conventions for standardising the abstracted data and metadata have been agreed and the task of data transcription is proceeding under the direction of CDMP and its associates. When completed these data will add substantially to our knowledge if what is, in respect of this activity, inappropriately termed the pre-instrumental period. REFERENCES Dalrymple, a. (1778) Journal of a Voyage to the East Indies, in the ship Grenville, Captain Burnet Abercrombie. Phil. Trans. Royal Society London, 68, 389 418. Farrington, A., Lubker, S., Radok, U. and Woodruff, S. (1998) South Atlantic winds and weather during and following the Little Ice Age a pilot study of English East India Company ship logs. Meteorology and Atmospheric Physics, 67, 253 257. Farrington, A. (1999) Catalogue of the East India Company Ships Journals and Logs 1600 1834. British Library, London. Foster, W (ed) (1940) The Voyages of Sir James Lancaster to Brazil and the East Indies 1591-1603. Hakluyt Society, 2nd series 85, London. Garcia-Herrera, R., Können, G.P., Wheeler, D., Prieto, M.R., Jones P.D., and Koek, F.B. (2005) CLIWOC: A climatological database for the world s oceans 1750-1854. Climatic Change, 73, 1-12. Garcia Herrera, R., Können, G.P., Wheeler, D., Prieto, M.R., Jones P.D., and Koek, F.B. 2006. CLIWOC multilingual meteorological dictionary. Royal Dutch Meteorological Institute (KNMI) publication. De Bilt, The Netherlands., Harries, H. 1928. Nautical time. Mariner s Mirror, no vol. number, 364-370. Lawson, P. (1993) The East India Company: a history, 1600 1857. Longmans, London. Norrie, J. W. (1889) A Complete Epitome of Practical Navigation and Nautical Astronomy. Norrie & Wilson, London. Sutton, J. (2000) Lords of the East: the East India Company and its ships (1600 1874). Conway Maritime Press, London. Wallbrink, H. and Koek, F.B. (2009) Historical Wind Scales until 1947. KNMI Memorandum, Hisklim 12. De Bilt, The Netherlands. Wheeler, D. and Wilkinson, C. (2004) From calm to storm: the origins of the Beaufort Wind Scale. Mariner s Mirror, 90, 187-201. Wheeler, D. and Wilkinson, C. (2005) The determination of logbook wind force and weather terms: the English case. Climatic Change, 73, 160-185. 10 MIM January 2010

Bert de Vries The PMO Office announces Thank you again for your cooperation and for your contribution to the VOS. As usual I kindly ask you to check the numbers of observations we received, and see if they are consistent with the numbers you ve sent. If in doubt please contact us. Furthermore I would like to draw your attention to the delivery confirmation option if you use sac 41 Inmarsat configurations. When we receive communication bills from Stratos (Station 12) it appears that many vessels have standard delivery confirmation on in the options menu. First of all if the OBS is received at the LES, it does not mean that the processing and final distribution onto the GTS is administered for certain. Many obstacles like format errors or timeliness errors (main hours, non standard hours etc) might cause your OBS to be rejected. So to have your OBS received at the LES is no guarantee for correct processing at the Meteorological Centre. Secondly this (rather useless) option is added to the total amount of communication costs we have to pay. So please refrain from the use of it. All too often we still encounter problems with the time component of the observations. I dare say the most likely cause is probably that the number of OBSs being sent and received are not the same. A brief summary of problems we encounter concerning timeliness and the solutions follows: For correct TurboWin/PC settings:. Make sure the settings in TurboWin\ station data are correct. (If your computer time is set on UTC then check this box accordingly). Make sure your clock displays the correct time (and date). (UTC) For correct barometer reading:. Always read the barometer three hours before the OBS and take a note (tendency). Read barometer as close as possible to H+0 (main hour) For correct OBS sending:. Preferably main hours UTC, then intermediate hours.. Non standard hours to station 12 only North Atlantic Ocean. Other regions non standard hours to Goonhilly UK. Send in OBS a.s.a.p. (within 20 minutes after H+0) Finally, once again I d like to express my gratitude for all the OBS s you ve made, and look forward to meeting you onboard. MIM January 2010 11

Zeer zacht, aan de zonnige kant en de normale hoeveelheden neerslag. Rob Sluijter Klimaatdata en advies, KNMI Herfst 2009 In ruim een eeuw was alleen de herfst van 2005 en 2006 nog zachter. De herfst was zeer zacht. In De Bilt werd een gemiddelde temperatuur van 11,7 C tegen 10,2 C normaal gemeten. In de lijst van zachtste herfsten sinds 1901 staat de herfst van 2009 op een gedeelde derde plaats, samen met die van 1969. Alleen de herfsten van 2005 en 2006 waren nog zachter met een gemiddelde temperatuur van 12,0 C, respectievelijk 13,6 C. Temperatuur Met in De Bilt een gemiddelde temperatuur van 15,0 C tegen een langjarig gemiddelde van 14,2 C, was september een vrij warme maand. Aan het begin van september veroorzaakten lagedrukgebieden een wisselvallig weertype. Vanaf de 6e tot aan het einde van de maand waren hogedrukgebieden aan zet. Het was daarbij overwegend droog en rustig nazomerweer. Op 8 september werd in De Bilt de laatste zomerse dag van het seizoen genoteerd (maximumtemperatuur 25,0 C of hoger). In het zuidoostelijk deel van het land werden op sommige plaatsen drie zomerse dagen geregistreerd. In het Limburgse Ell werd op de 8e met 30,3 C zelfs nog tropisch warm (maximumtemperatuur 30,0 C of hoger). Ook oktober was aan de zachte kant met in De Bilt een gemiddelde maandtemperatuur van 10,7 C tegen een langjarig gemiddelde van 10,3 C. De regionale verschillen waren echter opvallend groot. In het noordoosten van het land was oktober ongeveer een halve graad te koud, in het zuidwesten lokaal een graad te zacht. Aan het begin van oktober lag de temperatuur rond de normale waarde voor de tijd van het jaar. Op 6 en 7 oktober werd korte tijd zeer zachte lucht aangevoerd. Tijdens de nacht van de 6 op 7 oktober bleef de temperatuur 17 tot 18 C; bijzonder hoog voor de tijd van het jaar. Op de 7e werd het in het zuidoosten de laatste warme dag (maximumtemperatuur 20,0 C of hoger) van het jaar genoteerd. In De Bilt werd de grens van 20 graden in oktober niet meer bereikt. Normaal telt oktober daar twee warme dagen. In De Bilt werden in de herfst tien warme dagen genoteerd tegen 12 normaal, Rond het midden van de maand oktober was het duidelijk te koud voor de tijd van het jaar. In De Bilt daalde de temperatuur op 14 oktober voor het eerst na de zomer tot onder het vriespunt. In totaal werden deze herfst in De Bilt twee vorstdagen (minimumtemperatuur lager dan 0,0 C) geregistreerd, allebei in oktober. Het normale aantal voor de herfst bedraagt zeven vorstdagen. De landelijk laagste temperatuur, -4,9 C, werd op 15 oktober gemeten op de vliegbasis Twenthe. Met in De Bilt een gemiddelde temperatuur van 9,5 C tegen 6,2 C normaal, eindigde november 2009 op de tweede plaats in de rij van zachtste novembermaanden sinds 1706. Alleen november 1994 was met 10,2 C nog veel zachter. Lagedrukgebieden veroorzaakten de gehele maand november uitermate wisselvallig weer. Daarbij was vooral het tijdvak van 13 tot en met 25 november uitzonderlijk zacht. De gemiddelde temperatuur, ruim 10 C, lag toen iedere dag 12 MIM January 2010

Aantal uren zonneschijn, De Bilt, herfst 2009 Som herfst uur 334 = 34% (nor. 298 uur = 30 %) 30 Temperatuurverloop De Bilt, herfst 2009 herfst 11,7 C (normaal 10,2 C) Laagste -1,5 C (15-10), hoogste 27,6 C (8-9) 30 15 15 25 25 12 12 20 20 uren 9 6 9 6 Graden Celsius 15 10 5 15 10 5 0 0 3 3-5 -5 0 0 1 4 7 10 13 16 19 22 25 28 1 4 7 10 13 16 19 22 25 28 31 3 6 9 12 15 18 21 24 27 30 maximale mogelijke duur etmaalsom -10-10 1 4 7 10 13 16 19 22 25 28 1 4 7 10 13 16 19 22 25 28 31 3 6 9 12 15 18 21 24 27 30 gem.temp min.temp max.temp normaal Hoeveelheid neerslag, De Bilt, herfst 2009 Som herfst 243 mm (normaal 230 mm) 25 20 millimeters 15 10 5 0 1 4 7 10 13 16 19 22 25 28 1 4 7 10 13 16 19 22 25 28 31 3 6 9 12 15 18 21 24 27 30 etmaalsommen vijf tot zeven graden boven de normale waarde voor de tijd van het jaar. Deze temperaturen komen normaal voor in de eerste helft van mei. Koud is het in november op geen enkele dag geweest. Alleen in de vroege ochtend van 8 november en late avond van de 30e kwam het plaatselijk tot lichte vorst. Neerslag Met gemiddeld over het land 219 mm neerslag tegen 235 mm normaal had de herfst vrijwel de normale hoeveelheid neerslag. De herfst begon droog met in september landelijk gemiddeld 30 mm tegen 75 mm normaal. Maar de regionale verschillen waren groot; in het zuidwesten van het land viel op een aantal plaatsen minder dan 15 mm neerslag. In een smalle strook van t Gooi naar Apeldoorn viel 65 tot 75 mm. Tijdens de eerste vijf dagen van de maand viel landelijk bezien 23 mm van de totale maandsom van 30 mm. In oktober viel 71 mm tegen 78 mm normaal. November was juist nat met landelijk gemiddeld 118 mm tegen een langjarig gemiddelde van 82 mm. De meeste neerslag viel in oktober in de Achterhoek en Limburg. Dat had alles te maken met zware buien die op 7 oktober vooral in deze gebieden 50 tot 75 mm neerslag achterlieten. Het natste KNMIstation was Ell met een maandtotaal van 125 mm. De minste neerslag viel in het noordwestelijk kustgebied. Dat is a-typisch voor een herfstmaand, waarin het kustgebied normaal gesproken juist het natst is. Terschelling was met 34 mm het droogste KNMI-station. Met gemiddeld over het land 118 mm tegen een langjarig gemiddelde van 82 mm, was november nat. De vele opeenvolgende depressies brachten vrijwel iedere dag wel enige neerslag. Op de 23e veroorzaakte een actieve randstoring vooral in het zuiden zware buien. Daar viel in een brede strook 40 tot 55 mm neerslag. Bovendien gingen de buien plaatselijk vergezeld van onweer en zeer zware windstoten tot ca. 100 km/uur. Ook op 18 november stond er veel wind. Een depressie die over de Noordzee oostwaarts trok, veroorzaakte in het noordwesten enige tijd storm, kracht 9. Zonneschijn Met gemiddeld over het land 327 zonuren tegen normaal 302 was de herfst aan de zonnige kant. September was een zonnige maand met landelijk gemiddeld 161 zonuren tegen 136 normaal. In oktober werden 113 zonuren geregistreerd tegen 105 normaal, in november 54 tegen 60 normaal. De herfst was het zonnigst in het zuidwesten. Vlissingen noteerde 362 zonuren. Eelde was het somberste KNMI-station met 296 uren. In De Bilt scheen de zon 334 uren tegen 298 normaal. Normaal = het langjarig gemiddelde over het tijdvak 1971-2000. MIM January 2010 13

NOAA S CLIMATE DATABASE MODERNIZATION PROGRAM (CDMP): Sailing to the Future with Historical Marine Observations J. Eric Freeman, T. F. Ross, National Climatic Data Center, Asheville, NC, USA The Climate Database Modernization Program (CDMP) is a program of the National Oceanic and Atmospheric Administration (NOAA) designed to preserve historic climate and environmental data and make them available online. Under the auspices of NO- AA s National Climatic Data Center (NCDC), the world s largest active environmental data archive, CDMP works with national and international agencies to preserve historic records, some dating back to the mid-eighteenth century. CDMP preserves various types of data including: surface marine/terrestrial weather observations, upper air observations, biological data, historic photographs, plus much more. Although CDMP preserves a wide variety of environmental data, there is also a long term commitment to digitize marine observations and make them available to national and international databases. Working with the US Voluntary Observing Ships (VOS) program, CDMP digitizes all delayed-mode observations from participating ships that are recorded on handwritten, paper forms. The forms are imaged, keyed and then made available online. Similarly, Canadian VOS records have also been digitized by CDMP. The data is archived in its original format and also translated to various formats for blending into global ocean databases, such as the International Comprehensive Ocean-Atmosphere Dataset (ICOADS: http://icoads.noaa.gov/) (Woodruff et al. 1987). Many new and existing NOAA and international projects are planned for blending into ICOADS in the future as outlined in the figure below (Woodruff, 2009). The data will then be used for climate monitoring and related studies. CDMP strives to locate early US ship logbooks held at various national archives and institutions and also works with international partners to digitize logbooks which may be held in their archives. A significant project in 2007 rescued 1.5 million marine observations from UK Royal Navy logbooks around WWII, 1938-1947 (Brohan et al. 2008). This is a major contribution in a period where weather records were very sparse. A current international project aims to digitize early instrumental records from the original East India Company logbooks held at the UK s British Library. Observations from these logbooks will extend marine instrumental records back to the year 1784. Since marine instrumental records are few and far between before 1850, daily observations of tempera- ture and pressure will dramatically extend coverage in this early period. In addition to digitizing climate and environmental data, CDMP also preserves historic observing practices and metadata by imaging various reference manuals and instructional materials for observers, national and international. This includes items such as the National Weather Service Observing Handbook No. 1 Marine Surface Weather Observations and the WMO s ship metadata publication WMO-No. 47 International List of Selected, Supplementary and Auxiliary Ships. Rare books such as M.F. Maury s Explanations and Sailing Directions to Accompany the Wind and Current Charts are also imaged due to their significance in early marine observing practices, which have helped to shape the way observations are taken today. Images from CDMP projects are available online through the Environmental Data Access and Display System (EDADS), developed by one of CDMP s private partners. The images are user and password protected and restricted to government and educational institutions. Database details and access information can be located through CDMP s website (http://www. ncdc.noaa.gov/oa/climate/cdmp/cdmp. html) or by contacting Cindy Karl (Cynthia.B.Karl@noaa.gov). Marine observations digitized in CDMP projects will also be available free of charge through NCDC s Climate Data 14 MIM January 2010

Logbook image from the East India Company Ship Berwickshire. CDMP is currently Sample image from the Maury Journal involved in an international effort to digitize East India Company logbooks held (German) Cabinet.. at the British Library. Online system (http://www7.ncdc.noaa. gov/cdo/cdomarineselect.jsp). In support of NOAA s mission to understand and predict changes in Earth s environment, CDMP will continue its vital role in rescuing, archiving, and digitizing historical data to provide invaluable sources of information to the global research community. As more untapped sources of historic marine observations, instructional materials, and marine publications are routinely being discovered, the possibilities to extend marine records (instrumental and non-instrumental) are vast. With the help of programs like CDMP, the past is being revealed and preserved and made available, virtually, for all future generations. The article was produced by NOAA/ CDMP and was originally published in the US VOS publication Mariners Weather Log (April 2009). Affiliations: Freeman Sourcecorp/ CDMP/NCDC, Ross NOAA/NES- DIS/NCDC Contact: Eric.Freeman@noaa.gov References: Brohan, P., R. Allan, J.E. Freeman, A.M. Waple, D. Wheeler, C. Wilkinson, and S. Woodruff, 2008: Marine observations of old weather. Bulletin of the American Meteorological Society, Early online release, doi:10.1175/2008bams2522.1 Woodruff, S., E. Freeman, C. Wilkinson et al, 2009. ICOADS Marine Data Rescue: Status and Future CDMP Priorities. Online at http://icoads. noaa.gov/reclaim/pdf/marine-data-rescue_v15.pdf Woodruff, S. D., R. J. Slutz, R. L. Jenne, and P. M. Steurer, 1987: A Comprehensive Ocean- Atmosphere Data Set. Bull. Am. Meteorol. Soc., 68 (10), 1239 1250. MIM January 2010 15

M.H. Jansen Certificates During the past period were 46 M.H. Jansen Certificates awarded for 50 OBS, 7 for 250 and 3 for 500 OBS. Together with the 250 and 500 certificates a set of pens and a coat of arms were awarded respectively as well. The PMO-Office would like to congratulate the officers and apprentices who have received a certificate from us this time. Anthony Veder Rederijzaken Gachkevych V. Langeveld J. Leonov D.O. Novickis J.N. Vainovskis V.O 2 Mudakarana G Flinter Groningen B.V. Boykov J. Duiker A.H. Holland America Line Barker A.N. Beirnaert K.M.M.D. Kalkman N. Peteroff R.C.A. 2 Williams C.D. Jo Tankers B.V. Bagual R.B. Magno P. Spoolder S. 2 Fillekes E.H. Kahn Scheepvaart B.V. James B.B. Maersk Ship Management Capelle van D.A.A. Carstensen J.L. Cartagena A.C.J.R. Codamon C.K. Kuhlman J.H.D. Mejorada A.S. Prahoveanu N.I. Quiachon F.E. Santos R.P.S. Shukla A. 500 OBS: Meilink J.H. Oldendorff Carriers Pinchukoff A.A. Ycoy M. Rederij Bark Europa B.V. Bouma S. Seatrade Groningen B.V. Alfeche E.C. Bogdanu S.T. Coyoca E.T. Giletskiy S. Karelse F. Kuznetsov D.V. Nikishov D.N. Prikhod ko M.A. Thanhtai T.T. 2 Korzhov I.V. Pacursa H.S Svitzer Ocean Towage B.V. Drent K. Veen van der M.J.W. 2 Pronk A.C. Spliethoff Beheer B.V. Ermakov V. Khitin P.V. Koers M.G. 2 Booij J.F. 500 OBS: Maters L.F.M. Zon van E.M.P. Koninklijk Nederlands Meteorologisch Instituut Vroon B.V. Bentov C.L. Bezuijen I. Salinas D.O. Koninklijk Nederlands Meteorologisch Instituut Koninklijk Nederlands Meteorologisch Instituut Instituut Instituut Meteorologisch Meteorologisch Nederlands Koninklijk Wagenborg Scheepvaart B.V. Castillo J.G.S. 16 MIM January 2010 Konink

RESULTS The list always refers to the past 12 months. 2008 2009 dec jan feb mrt apr mei juni juli aug sep okt nov Total AALSMEERGRACHT PCAM 33 30 18 22 62 11 22 13 2 31 34 68 346 ACHTERGRACHT PCCL 22 34 24 21 79 103 60 72 145 69 15 34 678 ADMIRALENGRACHT PCDE 26 47 30 20 53 81 56 6 19 16 3 49 406 AFRICABORG PHMH 14 39 63 79 106 37 39 21 39 26 39 41 543 AGULHAS STREAM PJKV 0 61 61 ALBLASGRACHT PCIG 10 29 33 25 12 0 6 35 43 13 7 0 213 ALEXANDERGRACHT PCKU 26 18 80 41 26 22 40 30 33 8 2 92 418 AMERICABORG PHKT 47 29 19 9 0 0 0 10 40 52 40 56 302 AMSTELGRACHT PCPR 12 8 14 73 15 0 53 23 20 20 79 59 376 ANJELIERSGRACHT PCGQ 7 36 3 0 0 0 0 0 24 69 28 45 212 ANKERGRACHT PCQL 106 110 8 17 0 10 0 0 83 55 24 32 445 ANTILLA PJJI 24 18 1 21 42 25 67 22 18 4 18 1 261 APOLLOGRACHT PCSV 27 22 9 19 25 22 0 24 57 28 50 28 311 ARCHANGELGRACHT PCTG 0 28 8 50 24 18 1 37 43 16 18 5 248 ARDEA PCHW 11 4 4 15 5 5 44 ARNEBORG PHHD 46 59 54 9 31 7 59 57 34 29 13 43 441 ARTISGRACHT PCUI 28 13 32 50 38 56 20 60 50 67 31 7 452 ARUBA PJJH 36 43 9 0 51 0 16 1 2 5 1 0 164 ASIABORG PHIW 40 34 26 47 31 31 35 31 31 57 27 58 448 ASIATIC C6KE3 45 44 25 9 9 6 23 4 26 55 44 36 326 ATLANTICBORG PHNG 43 43 29 42 72 71 47 57 49 50 42 22 567 ATLASGRACHT PCVX 53 82 43 17 14 8 23 17 31 34 0 0 322 AVATAQ PFPT 0 21 34 16 27 3 13 14 19 25 28 22 222 BASTIAAN BROERE PCZM 19 11 27 3 15 20 30 28 19 7 5 20 204 BENGUELA STREAM PENR 118 48 38 10 29 19 33 42 50 67 64 26 544 BERGE PACIFIC LAIK5 24 64 62 0 30 74 43 48 27 15 14 10 411 BERGE STAHL LATO2 55 29 68 60 0 15 72 49 14 22 51 52 487 BUZZARD BAY A8JH8 0 10 35 67 54 31 64 42 58 40 41 10 452 COLD STREAM PJRH 59 48 25 11 19 23 26 29 28 33 34 39 374 COMOROS STREAM A8IP4 21 10 43 70 91 58 70 71 65 82 83 104 768 COOL EXPRESS PDKK 27 17 21 22 12 21 26 47 1 35 52 54 335 CORAL CARBONIC TBA05 58 31 37 33 63 38 32 20 27 46 41 0 426 CORAL FAVIA TBA08 20 4 0 13 24 54 27 23 42 56 16 51 330 CORAL MEANDRA TBA09 2 0 2 13 3 4 11 0 3 1 57 69 165 CORAL METHANE 0 0 0 0 0 0 0 0 0 CORAL MILLEPORA TBA10 88 57 121 44 59 50 27 8 7 28 24 8 521 CORAL OBELIA TBA06 87 54 51 58 41 16 23 29 36 52 52 44 543 CORAL PALMATA TBA16 24 31 25 18 14 5 14 10 22 25 33 33 254 CORAL PAVONA ELXG9 32 22 25 15 11 28 4 1 0 3 3 18 162 CORAL RIGIDA TBA15 4 16 28 36 42 21 26 18 37 18 17 17 280 CORAL RUBRUM TBA13 11 9 8 44 35 22 0 0 9 27 10 0 175 DANIELLA PDNN 45 47 56 21 65 9 12 0 2 49 42 45 393 DUTCH AQUAMARINE PCHS 75 40 45 173 144 34 31 16 18 105 61 3 745 DUTCH EMERALD PCIP 31 93 25 113 55 23 170 57 50 5 48 66 736 DUTCH FAITH PDTM 2 5 0 0 2 3 2 5 22 15 1 0 57 DUTCH MARINER PDTT 4 10 2 13 14 14 46 20 0 0 0 0 123 DUTCH MATE PDTQ 0 24 14 4 25 0 10 44 29 16 23 31 220 DUTCH NAVIGATOR PDTP 26 27 33 27 36 51 22 32 38 38 44 49 423 DUTCH PROGRESS PDTV 0 0 15 10 0 2 6 0 0 0 0 11 44 DUTCH SPIRIT PDTO 43 5 2 14 39 15 7 37 14 21 15 7 219 EAGLE BAY A8JH7 62 51 31 30 72 67 144 145 157 138 173 65 1135 EDAMGRACHT PDWZ 60 86 96 75 46 4 12 9 41 44 77 54 604 EDISONGRACHT PDUJ 0 37 35 39 13 5 20 70 55 58 65 31 428 EDITH MAERSK OXOR2 39 25 27 39 59 53 34 54 46 82 53 70 581 EEMSGRACHT PDXQ 59 58 39 38 46 4 25 31 53 59 51 40 503 EENDRACHT PDVN 9 0 14 33 3 4 16 6 0 0 48 64 197 EGELANTIERSGRACHT PDWT 2 49 59 77 5 1 4 6 23 15 30 29 300 EGMONDGRACHT PDWG 46 55 29 48 59 72 10 36 63 29 30 32 509 ELANDSGRACHT PDYI 1 80 58 15 33 7 41 49 44 65 55 65 513 ELLY MAERSK OXHY2 65 51 32 22 10 16 8 16 9 8 19 0 256 ELSEBETH A8IO2 43 45 23 56 34 40 48 34 34 32 44 55 488 ELVIRA A8IP2 24 40 51 49 45 31 40 54 40 41 35 30 480 EMERALD A8IP3 0 52 23 47 31 3 26 50 43 34 27 27 363 EMMAGRACHT PDYX 13 22 8 62 61 70 49 20 14 11 37 13 380 EMMA MAERSK OYGR2 27 23 34 36 19 21 16 17 3 17 9 25 247 ERASMUSGRACHT PDYV 21 7 23 48 38 38 45 37 52 0 16 19 344 ESMERALDA A8IN8 61 83 51 51 21 4 52 35 35 31 21 18 463 MIM January 2010 17

2008 2009 dec jan feb mrt apr mei juni juli aug sep okt nov Total EUROGRACHT PDZR 53 29 35 55 47 42 33 63 36 33 61 40 527 EUROPA PDZS 65 67 49 60 66 112 68 68 43 53 74 92 817 EVA N A8QJ7 42 35 23 52 26 61 56 24 44 43 39 39 484 EVELYN MAERSK OXHV2 53 47 13 0 55 67 44 0 17 55 69 35 455 FAIRLANE PBFW 22 17 1 6 61 69 53 20 17 21 6 10 303 FAIRLIFT PEBM 17 48 31 28 21 6 10 33 24 10 9 5 242 FAIRLOAD PEBP 86 65 54 75 16 42 23 23 20 0 56 41 501 FAIRMAST PHEB 9 9 12 52 74 78 67 17 0 52 59 51 480 FAIRPARTNER PHEC 11 27 39 39 25 34 55 13 24 32 7 42 348 FALCON BAY A8JI2 9 23 9 24 79 19 19 35 63 76 32 42 430 FLINTERDUIN PEBT 0 49 56 48 53 29 59 54 55 62 32 66 563 HAPPY BUCCANEER PEND 23 19 39 34 12 73 25 34 13 45 18 38 373 HAPPY RANGER PCER 6 13 4 3 12 16 3 16 30 85 96 41 325 HAPPY RIVER PCAW 42 55 62 109 139 43 34 10 79 14 8 6 601 HAPPY ROVER PCBZ 35 33 57 56 62 60 49 37 111 114 147 43 804 HAWK BAY A8JH9 37 6 11 40 38 45 50 86 68 54 69 40 544 HOLLAND KLIPPER PESF 37 15 17 82 23 38 59 65 36 7 54 27 460 IVER EXACT PHJV 45 74 80 77 55 67 52 23 22 26 68 33 622 IVER EXCEL PCBU 77 51 52 59 51 54 49 50 45 56 71 55 670 IVER EXPERIENCE PECF 7 68 64 23 52 21 4 5 32 42 44 53 415 IVER EXPERT PCEX 38 15 23 18 28 33 47 35 60 55 50 27 429 IVER EXPORTER PFBF 47 54 40 60 37 61 76 57 56 32 44 35 599 JACOBUS BROERE PEYU 29 0 7 13 5 35 20 5 9 13 4 3 143 JO SYCAMORE LAOO5 38 43 45 42 58 75 48 80 71 17 11 12 540 JOHANNES MAERSK OWFDZ 31 55 32 32 38 12 28 46 23 26 13 37 373 JOINT FROST PJOJ 0 0 48 78 53 39 47 43 29 13 51 37 438 JUMBO CHALLENGER PHED 12 15 5 46 48 51 13 33 41 13 9 42 328 JUMBO SPIRIT PFFH 0 0 0 18 21 54 48 23 48 47 24 36 319 JUMBO VISION PBBG 43 43 KLIPPER STREAM PHBO 189 199 177 128 96 124 118 156 184 177 163 145 1856 LAURA MAERSK OWKI2 25 67 71 34 53 43 35 22 350 LICA MAERSK OWAY2 65 58 62 107 62 69 51 33 86 77 42 40 752 LOMBOK STRAIT A8IO3 0 0 0 66 61 58 24 0 0 0 0 6 215 LONDON PCBI 9 0 0 2 0 0 0 1 2 70 21 8 113 LUZON STRAIT A81O4 10 16 18 20 5 7 3 6 44 18 37 49 233 MAERSK INNOSHIMA PHPP 34 79 13 73 69 42 34 25 65 54 59 39 586 MAERSK INVERNESS PBDH 54 58 60 0 40 40 78 89 73 80 73 72 717 MAERSK IZMIR PHOB 65 21 40 37 51 66 78 66 54 45 60 64 647 MAERSK KALMAR PDHP 37 15 36 32 36 37 11 29 14 24 37 29 337 MAERSK KAMPALA PFDH 65 32 18 39 22 40 27 20 13 31 58 36 401 MAERSK KIMI PDHO 39 51 34 62 34 30 26 37 59 42 73 41 528 MAERSK KLAIPEDA PBAS 20 23 23 35 60 44 45 31 27 32 42 55 437 MAERSK PALERMO PHDW 41 60 62 44 34 66 68 71 70 66 47 61 690 MAERSK PEMBROKE PDHY 74 74 49 51 36 55 50 36 26 30 15 3 499 MAERSK PENANG TBA01 50 53 35 57 57 59 47 58 65 59 61 63 664 MAERSK SALALAH PHPG 16 28 26 40 37 18 13 20 44 36 30 25 333 MAERSK SALINA PHPR 53 49 60 50 52 56 48 43 64 44 519 MAERSK SAVANNAH PHPS 30 20 13 18 21 30 39 40 33 26 23 32 325 MAERSK STEPNICA PHNH 23 25 20 23 23 25 36 31 23 28 14 5 276 MAERSK STOCKHOLM PHPQ 37 18 19 16 36 39 34 27 16 20 11 65 338 MAGDALENA GREEN PBCK 4 23 48 17 21 16 15 30 1 52 34 34 295 MAKIRI GREEN C6VX8 22 5 13 33 43 53 24 23 33 6 21 35 311 MARINUS GREEN PECS 38 51 27 17 32 25 34 66 51 24 33 18 416 MARISSA GREEN PBAG 75 6 56 50 65 57 27 43 5 4 15 25 428 MARLENE GREEN PBCJ 0 0 17 29 51 21 10 19 3 0 51 34 235 MIGHTY SERVANT 1 PJVZ 35 41 6 63 104 26 40 0 31 100 9 41 496 NASSAUBORG PHDU 71 76 115 85 62 29 81 57 44 16 17 14 667 NICKERIE PJJL 83 16 38 79 89 25 43 54 51 29 0 7 514 NLL BARENTSZ PHKL 30 38 23 22 8 20 32 42 30 38 20 39 342 NLL MERCATOR PCIM 27 25 30 23 29 15 18 23 29 35 40 42 336 NOVA CALEDONIA 9HIH5 96 108 19 44 33 44 44 63 88 28 29 35 631 NOVA TERRA C6IZ7 20 11 4 1 0 0 1 2 0 0 25 0 64 NOVA ZEELANDIA PJHA 0 0 0 0 0 23 32 4 6 0 25 21 111 ORANJEBORG PIAG 23 10 0 25 45 25 52 9 27 39 61 27 343 PACIFIC PGQI 44 58 88 34 39 4 22 13 9 13 17 24 365 PELAGIA PGRQ 195 125 170 99 156 153 169 159 108 69 170 167 1740 POLARSTREAM DDBR2 55 0 35 5 12 17 25 39 51 52 41 28 360 18 MIM January 2010

2008 2009 dec jan feb mrt apr mei juni juli aug sep okt nov Total PRINCE OF SEAS A8JI5 27 35 35 33 30 15 26 9 28 39 61 83 421 PRINSENBORG PBJF 16 19 107 44 18 32 25 17 26 12 60 59 435 PRINS J. WILLEM FRISO TBA07 37 29 17 49 27 10 7 16 29 44 29 11 305 RHONEBORG PEDS 14 8 0 0 1 3 0 0 0 0 0 0 26 ROTTERDAM PDGS 118 132 143 71 2 83 172 142 41 8 175 177 1264 ROTTERDAM (smitwijs) PHPO 14 51 42 39 52 65 0 0 0 0 0 13 276 ROYAL KLIPPER PCIH 85 76 73 80 57 52 40 56 63 77 87 47 793 RUHR NEU A8KU7 15 28 49 73 34 22 23 30 44 7 0 33 358 SAIMAAGRACHT PHCQ 37 49 109 96 68 21 24 42 24 132 126 167 895 SAMPOGRACHT PHDL 41 33 34 84 33 20 44 42 41 24 50 56 502 SANTA LUCIA A8IP5 27 52 46 35 64 82 37 26 35 48 54 80 586 SANTA MARIA A8IN7 13 4 8 46 61 16 45 61 34 43 22 31 384 SCHELDEGRACHT PFAQ 42 77 42 51 46 50 44 33 25 49 49 5 513 SCHIPPERSGRACHT PCGR 2 31 4 2 12 10 13 51 33 12 21 12 203 SINGAPORE PHHB 70 25 0 0 0 0 0 0 0 0 0 0 95 SINGELGRACHT PCGM 26 35 31 30 12 27 1 22 24 17 39 139 403 SLOTERGRACHT PDBP 62 47 55 30 23 5 10 23 5 13 18 33 324 SLUISGRACHT PFBE 47 52 40 38 20 23 32 21 64 59 62 20 478 SNOEKGRACHT PCHF 17 34 39 40 41 56 35 69 54 59 39 10 493 SPAARNEGRACHT PDBO 14 45 1 31 76 117 67 63 80 69 58 79 700 SPIEGELGRACHT PCEO 36 22 41 14 16 10 11 17 16 30 37 28 278 SPRING BOB PCBT 36 45 54 53 31 0 64 48 53 74 72 46 576 SPRING BOK PBFM 40 51 52 59 11 12 46 36 16 15 0 0 338 SPRING DELI PJFF 44 23 0 23 15 15 48 48 37 43 59 30 385 SPRING PANDA PHQX 0 17 33 65 52 25 48 56 74 54 40 63 527 SPRING TIGER PCBV 30 37 56 64 76 65 53 66 71 59 41 34 652 SPUIGRACHT PBBB 76 63 41 71 57 53 67 51 76 50 18 26 649 STAD AMSTERDAM PECA 32 8 13 14 57 3 5 19 3 56 39 43 292 STADIONGRACHT PDBY 11 2 19 6 14 26 30 35 27 13 5 2 190 STATENGRACHT PHAQ 18 72 47 28 22 70 21 24 31 14 12 38 397 STELLA NOVA PHQW 11 31 3 35 11 9 13 35 67 25 24 19 283 STELLA PRIMA PHEA 26 30 7 22 33 36 50 36 137 59 7 59 502 SUOMIGRACHT PHBT 49 38 70 38 53 9 22 13 26 2 61 44 425 TIMCA PHFL 58 49 38 56 34 58 47 58 72 55 26 29 580 TIMOR STREAM A8IN9 26 56 22 22 27 52 53 73 74 405 TRACER PHAC 0 0 9 8 5 18 0 16 11 13 37 51 168 TRAMPER PHAA 59 99 57 16 43 66 32 2 34 60 37 54 559 TRANSPORTER PHAL 52 45 6 50 68 51 6 72 42 52 39 0 483 TRAVELLER PHAM 54 83 18 51 48 8 84 115 121 66 7 24 679 UAL ABERDEEN PBHZ 35 74 26 12 22 27 19 32 30 35 61 68 441 UAL TEXAS PBEN 1 10 31 75 73 90 74 90 78 52 44 77 695 UMIA VUT PFQE 47 50 48 69 58 57 7 55 31 24 14 15 475 SUM 6420 6660 6168 7035 6974 6127 6341 6202 6712 6559 6792 6735 78725 ROYAL NAVY - From the participating navy vessels 801 observations were received via de GTS. THE FLEET THE FLEET During the fourth quarter of 2009 six ships stopped making observations: the Stella Wega, the Jumbo Javelin, the Jo Spruce, the Jo Cedar, the Jo Selje and the Jo Sypress. We would like to welcome two new ships: the Agulhas Stream and the Jumbo Vision. Change of names: none. The Dutch VOS-fleet is made up of 183 Selected Ships and 31 Royal Navy ships. MIM January 2010 19

10 TOP RANKING 2009 The Top 10 list looks at the calander year. There will always be a difference in number of OBS s with the list of results. January Sum 1 KLIPPER STREAM 196 196 2 ROTTERDAM 134 134 3 PELAGIA 122 122 4 ANKERGRACHT 103 103 5 NOVA CALEDONIA 101 101 6 TRAMPER 95 95 7 DUTCH EMERALD 92 92 8 EDAMGRACHT 83 83 9 TRAVELLER 81 81 10 ATLASGRACHT 79 79 Febuary Sum 1 KLIPPER STREAM 177 373 2 PELAGIA 170 292 3 ROTTERDAM 143 277 4 NASSAUBORG 115 191 5 EDAMGRACHT 96 179 6 CORAL MILLEPORA 121 175 7 SAIMAAGRACHT 109 157 8 TRAMPER 57 152 9 IVER EXACT 80 151 10 ROYAL KLIPPER 73 144 March Sum April Sum 1 KLIPPER STREAM 128 501 2 PELAGIA 99 391 3 ROTTERDAM 71 348 4 NASSAUBORG 85 276 5 DUTCH AQUAMARINE 173 256 6 EDAMGRACHT 75 254 7 SAIMAAGRACHT 96 253 8 DUTCH EMERALD 113 230 9 IVER EXACT 77 228 10 LICA MAERSK 107 225 1 KLIPPER STREAM 96 597 2 PELAGIA 156 547 3 DUTCH AQUAMARINE 144 400 4 HAPPY RIVER 139 363 5 ROTTERDAM 2 350 6 NASSAUBORG 62 338 7 SAIMAAGRACHT 68 321 8 EDAMGRACHT 46 300 9 HAWK BAY 113 294 10 LICA MAERSK 62 287 20 MIM January 2010

May Sum 1 KLIPPER STREAM 124 721 2 PELAGIA 153 700 3 DUTCH AQUAMARINE 34 434 4 ROTTERDAM 83 433 5 HAPPY RIVER 43 406 6 NASSAUBORG 29 367 7 LICA MAERSK 69 356 8 EUROPA 112 351 9 IVER EXACT 67 350 10 SAIMAAGRACHT 21 342 June Sum 1 PELAGIA 169 869 2 KLIPPER STREAM 118 839 3 ROTTERDAM 172 605 4 DUTCH EMERALD 170 478 5 DUTCH AQUAMARINE 31 465 6 NASSAUBORG 81 448 7 HAPPY RIVER 34 440 8 EUROPA 68 419 9 LICA MAERSK 51 407 10 IVER EXACT 52 402 July Sum 1 PELAGIA 159 1020 2 KLIPPER STREAM 156 995 3 ROTTERDAM 142 747 4 EAGLE BAY 145 537 5 DUTCH EMERALD 57 535 6 NASSAUBORG 57 505 7 EUROPA 68 487 8 DUTCH AQUAMARINE 16 481 9 HAPPY RIVER 10 450 10 UAL TEXAS 90 443 August Sum 1 KLIPPER STREAM 184 1179 2 PELAGIA 108 1136 3 ROTTERDAM 41 788 4 EAGLE BAY 157 694 5 DUTCH EMERALD 50 585 6 NASSAUBORG 44 549 7 ACHTERGRACHT 145 538 8 EUROPA 43 530 9 HAPPY RIVER 79 529 10 LICA MAERSK 86 526 September Sum 1 KLIPPER STREAM 177 1356 2 PELAGIA 69 1205 3 EAGLE BAY 138 832 4 ROTTERDAM 8 796 5 ACHTERGRACHT 69 607 6 DUTCH AQUAMARINE 105 604 7 LICA MAERSK 77 603 8 TRAVELLER 66 592 9 DUTCH EMERALD 5 590 10 EUROPA 53 583 October Sum 1 KLIPPER STREAM 163 1519 2 PELAGIA 170 1375 3 EAGLE BAY 173 1005 4 ROTTERDAM 175 971 5 HAPPY ROVER 147 723 6 SAIMAAGRACHT 126 690 7 DUTCH AQUAMARINE 61 665 8 EUROPA 74 657 9 ROYAL KLIPPER 87 656 10 LICA MAERSK 42 645 November Sum December Sum 1 KLIPPER STREAM 145 1664 2 PELAGIA 167 1542 3 ROTTERDAM 177 1148 4 EAGLE BAY 65 1070 5 SAIMAAGRACHT 167 857 6 HAPPY ROVER 43 766 7 EUROPA 92 749 8 COMOROS STREAM 104 747 9 DUTCH EMERALD 66 704 10 ROYAL KLIPPER 47 703 1 2 3 4 5 6 7 8 9 10? MIM January 2010 21

Discoloured Laura Maersk Photo: Hans Hillewaert Andreas M. van der Wurff, Master of the Laura Maersk, took these pictures of a front passage near Santos in Brazil on 8 September 2009. 22 MIM January 2010

MIM January 2010 23

After the enormous havoc typhoons Ketsana and Parma left the in their wake across the Philippines (affecting the islands on 26 September and 3 October 2009 respectively), typhoon Lupit caused less damage than otherwise might have been expected. This image from the Terra satellite shows Lupit over the Philippine Sea on 19 October. Both the eye and the cloud spirals are very nicely visible. ATTENTIE * ATTENTION! LES EIK (Noorwegen) en ARVI (India) We vragen jullie vriendelijk doch nadrukkelijk om weerwaarnemingen NIET via EIK (AORE: 104) te versturen maar dat alleen te doen als alternatief. Gebruik ARVI (IOR: 306) alleen binnen METAREA 8 (NOORD) te gebruiken. Zo wordt voorkomen dat de rederijen voor de verzendkosten opdraaien. LES EIK (Norway) and ARVI (India) We kindly but expressly ask you NOT to send any weather observations through EIK (AORE: 104) in the first place but only as alternative. Please use ARVI (IOR: 306) only within METAREA 8 (NORTH). This will help shipping companies avoid being invoiced for these transmission costs. 24 MIM January 2010