The weather is critical to all boaters, power & sail, whether cruiser or racer, and whether they are crossing an ocean or competing in a day race. Yet many boaters do not have the expertise or the time it takes to devote to learning to do good weather analysis and strategic route planning. One needs to have the necessary equipment and information. One needs to study the historical weather patterns and currents. If planning an extended sail, one needs to be able to receive and analyse weather images onboard daily. To do this one needs to have an SSB or satellite phone, and a computer & modem, or dedicated weatherfax. Then one must know how to use all this equipment, what services provide weather imagery, what images to acquire, how to analyse them, how to plan the best, safest, or fastest route, how to plan a passage given mid ocean eddies and the infamous Gulf Stream, how to choose the best departure weather window and finally, how to make the final and critical "go / no go" decision.

Or you could work with a weather and routing professional and have someone advise you initially and looking over your shoulder, ahead of and throughout your passage, keeping you well advised of and well ahead of the weather.

Think of me as a virtual crewmember and invite me along on your next offshore passage.

Traditional meteorologist based weather, plus long range, precision computer model forecasting

Global weather and ocean current analysis and being able to recommend optimal routing, involves significant knowledge and skills. It involves analyzing historical, present and forecast weather and ocean current imagery and then, with some knowledge of the vessel, equipment, crew and the desired destination, advising the skipper as to upcoming weather events, alternative strategies, and if appropriate a specific optimal route plan. The route plan should consider the vessel's resources, weather, currents, avoiding hazards, maximizing boat speed, safety, comfort, etc. Weather forecasting and route optimization strategies rely heavily on the use of sophisticated computer models to predict the likely weather and ocean currents many days ahead. However computer models, even as powerful as they are, are not infallible. To trust their outputs one must compare the output with what trained meteorologists believe will happen and compare any computer model forecast data with that of one or more other computer models. The goal is to look for consistency between the various resources..

At my office in Naples, Florida, I have high speed internet access to all the major US and World Meterological Organization weather services and I operate a Marine Private Coast Station. Every day I am looking at NOAA coastal, offshore and highseas forecasts, forecast imagery, such as satellite, synoptic, wind wave and upper air. Every day I have direct, instant access to the forecasts generated by NCEP's and the US Navy's global and regional computer models. The NCEP's models I use include the GFS, RUC, ETA, WW3 and NGM. The US Navy's models include the NOGAPS and the COAMPS models. Some universities with meteorology programs have developed and maintain NWP models. Penn State has a good one known as the MM5 model. Every computer model has it's own blind spots, strengths and weaknesses, so no one model all by itself should be relied upon with certainty. Some models have great long range predictive capability. Other models are more near term, 24-72 hours. Some are global in scope, whereas others are regional in scope or even country specific.

At the right is a sample image from the NCEP GFS model. The GFS model is a global model, with great long range predictive capability. The model's "resolution" or minimum unit of area for showing weather variables, is a 54 kilometers (about 28 nautical miles). This is good resolution, especially compared to standard weatherfax charts. The GFS model is sophisticated. It can provide detailed forecast data for any one or more of up 150 different weather variables, out to 16 days. It is also a global model, meaning it is used by meteorologists to forecast weather for the world. It is quite accurate out to 3-4 days, less accurate out to 5-6 days, and useful out to 8-10 days. It can provide an idea of the likely weather out to 16 days.

For weather details, the GFS model does not do as well as other models (such as the RUC, ETA or NGM), in predicting small scale, near term, weather activity, like convection based weather, tropical storm development, frontal development, or near coastal weather. So other computer models more "skilled" predictions when near term, small scale, or unusual weather elements.

If you would like additional information on the various National Weather Service, computer models here are two helpful links. The first is to the UCAR / NCEP NWP weather models info page. The second is to the NHC's TPC (Tropical Prediction Center), NWP Tropical storm models info page.

With access to all this weather information and weather forecasting tools, as a professional weather router, I can help rally and race organizers, as well as the skipper or navigator of any vessel anywhere. I can provide personalized weather awareness and trip planning help, can help with the choice of the optimal departure weather window, route planning, and with the daily chore of staying ahead of the weather. Any vessel equipped with an HF SSB and or sat-phone (voice or email), can stay in daily communication and can have immediate access to much better weather information than is provided by traditional means, offshore and high seas forecasts, weatherfaxes, etc. Vessels can make early and slight corrections to their courses to assure that the very best, fastest, safest and most comfortable route is taken. The communications schedule between the vessel and the weather router can be daily or more or less frequently, as necessary. Obviously more frequent communications and updating enables the skipper to have the best chance of having advance notice of changes in the weather and the very best chance of adjust his course or trip plan early.

Remember that weather elements can develop and move rapidly, 10-30 knots is typical. Whereas sailboats generally able to sail at 6-8 knots. The speed at which weather systems move and change can easily outpace the average sailboat using traditional weather information, by a factor of two or four to one. So the weather is usually overtaking vessels at sea at a speed of 5-25 knots. 12 or 24 hours notice of a weather change may or may not be enough time to enable a vessel to take advantage of or avoid. Without timely, detailed, long range weather information, sufficient to make any needed course corrections, the weather will win every time. A skipper with timely access to a sharp weather router using the best weather information available, can put the odds back in his favor.

Inshore & Offshore Communications options:

Having reliable two way communications inshore and offshore is essential to your getting the most out of your working relationship with a weather router. For coastal sailing receiving standard NOAA marine weather forecasts on a marine VHF radio can provide minimally adequate weather information. But it's use is restricted to coastal routes and probably not direct communications with a weather router. VHF communications and hence the ability to receive NOAA weather broadcasts is limited to about a 50-60 mile range. This range limitation limits the effectiveness of VHF radio for coastal and offshore sailors for obtaining weather and or other information. Of course there are always cell phones but their range is usually limited to about 5 nm unless you have a masthead antenna and a VHF cell phone amplifier.

Today, for long range two way communications we have several communications options available, satellite phone, such as Globalstar, Iridium and Inmarsat, and HF SSB, (High Frequency Single Sideband radio). All worthwhile long range communications options should allow voice and/or email or text messaging capability. Depending on the type of equipment and service various system enable two way voice capability, short text file capability, full text email capability, text weather file capability, image capability and even direct internet access. The choices are many. The question is really more a matter of cost and the level of service and sophistication you want to have. Cell phones are inexpensive but very limited in range. Sat phones provide regional or global coverage but cost more. HF SSB can permit free airtime and a wonderful mix of personal, weather, cruiser resources. Lets talk about the HF SSB option for a moment...

Licensed Marine Coast Station: FCC Callsign WQCN860, aka "Ocean-Pro Weather"

Ocean-Pro operates an FCC licensed "Private Marine Coast Station" at it's location in Southwest, Florida. The station is located at 26 08N, 81 48W, just east downtown Naples, Florida. The station is licensed to operate on all the marine bands from 4 mhz thru 18 mhz, with a power of 150 watts. From this great south Florida location, I can provide weather and routing assistance for vessels over a wide and heavily sailed region, including the North Atlantic, the Gulf of Mexico, the Caribbean and the Eastern North Pacific. I am usually at the operating position from 12Z to 15Z and from 21Z to 23Z. My primary operating frequencies are 6A, 8A, 12A, 16A and 18 A, (or 6224, 8294, 12353, 16528 and 18840 khz. The station call sign is WQCN860 or informally callsign "Ocean-Pro Weather". If you would like to arrange for weather routing via SSB, first call us by phone or send an email so we can discuss and agree to all particulars.

HF SSB also has some serious range, time of day and reliability issues that can take one a long time and practice to understand and be able to work with. In my opinion, if you do not have a deep understanding of how SSB works, (ham or marine), it is essential that you have sat phone backup capability. If you want to use or rely on HF SSB I strongly recommend you take the time to learn and understand how HF SSB works. You should learn about and understand your SSB installation. Take the time to learn about the intricacies of HF propagation. Learn about the differences betwen ham and marine SSB. Learn what SSB nets and services are available, how to make calls, how to participate in nets, etc. I have been an amateur radio operator for nearly 50 years. I have operated SSBs, (marine and ham) on land and aboard vessels sailing offshore for decades. If you do not have a good understanding of how to use an SSB and if you do not use it every day, you are likely to miss needed or scheduled communications and can easily miss critical weather and routing updates.

Satellite phones & service providers:

There are several sat phone service options, (Globalstar, Iridium and Inmarsat). And many sat phone providers. Doing some looking in the yellow pages or on the internet will uncover a host of providers. One sat phone service provider I know and have worked with for many years is Personal Satellite Network, located in Manassas, Virginia. The company is owned and operated by Don Rickerson. Don offers a hugh variety of sat phone products and services. Don has been in the business a long time. He is knowledgeable, capable and personable. Don and I work closely together to provide people with reliable communications so that they can communicate when they need to and can get the weather when they need it. Don's web site is www.skyhelp.net or click on the sat phone image at the right. It is an Iridium 9505A sat phone. Don's phone numbers are 1-800-590-2089 or 1-703-330-9028. Tell Don I referred you.

The importance of detailed, long range information, expertise and timeliness:

Having good weather information on a regular and timely basis is important too. It can make all the difference in the speed, comfort and safety of any offshore passage. The weather is changing constantly and it takes a lot of time to receive and process all the best weather images. Weather features can develop or accelerate and can then move much more quickl y than expected. Sometimes, just 12 hours is enough of a window, for a cold front, low or gale to develop into something much more serious than the forecasters predicted. Experienced sailors know that the best practice is to obtain the relevant weather in formation (forecasts and imagery), and to then analyze it, twice daily. This is usually done once in the morning and then again in the evening. Having timely weather and routing information is especially valuable in the fall, winter and spring, when there are severe cold fronts and lows rolling off the US East coast, and in the summer, when tropical storms or hurricanes can develop, grow in size, and move rapidly. But each \par Weather analysis session takes time and clear dedicated thinking. Sometimes the skipper or crewman responsible for monitoring the weather is just too busy, too tired or off watch, and unable to give weather analysis the attention it deserves.

Pre-trip weather and route planning plus daily weather & route consultation in route:

The weather routing process can be utilized just once, prior to a vessel's departure. Or it can be utilized on a regular, ongoing basis, at sea using HF SSB or satellite communication. With reliable communication you can update your position, status, weather and routing plan in a brief 5-minute conversation every 12 or 24 hours. If you take your vessel and crew safety and comfort, and your route and sailing efficiency seriously, even if you have weather reception capability on board, having a weather router can make all the differenc e . He can provide a professional second opinion, a back up source of weather and routing or he may even be your only source of weather or Gulf Stream information. A weather router can do more as well. He can relay position reports or brief messages to family members on shore, and can call ahead to the next port of call to make arrangements for your arrival. In an emergency he can serve as the emergency communications coordinator.

Resources for obtaining Coastal & Offshore weather and Ocean current imagery:

I access my raw weather data via the internet, often as high resolution, near real-time forecasts, satellite images and forecast weather images. I use a high-speed cable, modem, router and multiple computer network. For obtaining weather info for the US, Western Atlantic, Caribbean and Gulf of Mexico, I like the forecasts and images provided by the various branches of NOAA, (National Oceanographic and Atmospheric Administration). I also use US Navy's weather resources assembled by the FNMOC, (Fleet Naval Meteorology & Oceanography Center).

I can access weather observations, forecasts and imagery from international sources as well. As an example, for when I am routing vessels in the North Atlantic I use the Canadian Meteorological Office, the Bahamas Meteorological Office, and the Bermuda Weather Service. For forecasting and routing in the North and South Pacific I use often use data supplied by the NWS's Honolulu weather office, the New Zealand Meteorological Service and Australian Bureau of Meteorology.

For analyzing ocean currents in the Atlantic and Pacific and especially the Gulf Stream from where it starts in the Yucatan Channel and Gulf of Mexico, then north along the US East coast and eventually northeast and east into the North Atlantic. I use near realtime SST and SSH satellite imagery as well as computer model forecast imagery for the Gulf Stream and can look out to 48 hours. I obtain my near realtime imagery from several sources including John Hopkins University, Rutgers University and the US Naval Oceanographic Office. From other satellite image providers we can obtain extremely high resolution, near real time images of the Gulf Stream and it's eddies and currents. I use specialized software to display, magnify, and grid the high resolution images to a high level of precision. Using high resolution, near realtime images and graphics software I am able to determine individual stream elements, (temperature, direction, velocity, etc), and am able to recommend waypoints with an accuracy of less than 2-3 nautical miles. With the axis of the stream usually running at 4-6 knots and the circular eddies spiraling left and right on either side of the Gulf Stream, this level of precision can make a big difference in passage and race times.

For more information and sample of the various weather products I use see... (Weather), (Gulf Stream), and (Tropical) pages.

I have been incorporating weather and Gulf Stream routing instruction in my instructional passages and sailing all over the Western Atlantic and Caribbean for decades. Now as a weather router for hire, I am making my expertise available to you. Tap into my years of sailing and weather experience and apply it to your passages. I have excellent communications resources, using voice, fax or email, via telephone, cellular, satellite phone, and SSB, (ham or marine). Give me a call on the SSB sometime. Or if you have HF email capability onboard and access to any of the common HF or satellite email providers, Sailmail, Winlink, Iridium, etc, we can communicate by HF email.

Having a weather router with my combination of offshore sailing, weather, routing, navigation, all the common Caribbean destinations, and communications can make all the difference in the safety, speed, comfort and efficiency of your passages. Give me a call. We can talk about a particular passage you may be planning and see what I can contribute. I'll be happy to answer your questions and explain how it works.

Sail smart. Sail safe. And sail fast!

Cheers...Capt Bob