A more comprehensive report could combine wind and wave information along with other weather elements like cloud cover and visibility. For example: “This is MV [Vessel Name]. Currently, we have a partly cloudy sky. The wind is from the northwest at 10 knots. The waves are coming from the same direction with a height of 2 meters and a period of 9 seconds. Visibility is good at around 10 nautical miles.”

Ships can then use this exchanged information to assess the overall weather patterns in the area, make decisions about adjusting their courses or speeds if necessary, and prepare for any potential changes in the weather conditions.

To describe the waves, details about the wave height, period, and direction can be provided. For instance, “The waves are coming from the west with a height of about 2 - 3 meters and a period of 8 seconds.” Or “We are encountering rough waves with a height reaching up to 4 meters and a rather short period, which is making the ship's motion quite unstable.”

In a conversation between ships for sharing information: “This is MV [Vessel Name]. There are significant waves from the southwest with a height of around 3.5 meters and a period of 7 seconds. How are the waves over there?” And the response could be: “This is MV [Another Vessel Name]. We have relatively smaller waves from the northwest, about 2 meters in height and a period of 9 seconds.”

When reporting the wind direction, common expressions are based on the compass points. For example, “The wind is from the north at a speed of about 15 knots.” Or “The wind direction is southeast, blowing at around 20 knots.” You can also use more specific descriptions like “The wind is blowing from 120 degrees (true) at a speed of 18 knots.”

In a communication exchange, it could be like this: “This is MV [Vessel Name]. We are experiencing a northerly wind at 12 knots. What's the wind situation at your end?” The other ship might reply: “This is MV [Another Vessel Name]. Our wind is from the east-southeast at 10 knots.”

Wind Direction and Speed：

Wave Conditions：

Overall Meteorological Situation：

On the VHF radio, ships should maintain a listening watch on the appropriate channels, especially Channel 16 which is used for initial distress and safety calls. They should also make regular announcements about their position, course, and speed to other vessels in the area. For example, “This is MV [Vessel Name]. We are in fog, currently at position [latitude and longitude]. Our course is 090 degrees and our speed is 3 knots. Please keep a lookout for us and maintain a safe distance.”

If there is a risk of collision or uncertainty about the position of other vessels, ships should use the VHF to communicate and clarify the situation. For instance, “This is MV [Vessel Name]. We detected your vessel on our radar but the visibility is very poor. Please confirm your position and course so that we can avoid any potential collision.”

In addition to VHF communication, the use of other audible signals like the whistle or bell in addition to the regular fog signals can also be used to attract attention or communicate with nearby vessels when visual contact is impossible. For example, if a ship hears an unusual sound from a nearby but unseen vessel, it can respond by sounding its own whistle in a specific pattern to indicate its position and alert the other ship.

Reducing speed is a crucial requirement. The ship must slow down to a safe speed that allows it to stop within the visible distance ahead. For example, in dense fog, the ship might reduce its speed from its normal cruising speed of 15 knots to 5 knots or even slower depending on the visibility conditions.

Sounding fog signals at regular intervals is mandatory. A power-driven vessel underway in fog should sound one prolonged blast followed by two short blasts at intervals of not more than two minutes. A vessel at anchor in fog should sound rapid ringing of the bell for about five seconds at intervals of not more than one minute. For example, “In this foggy situation, our ship, which is underway, is sounding the fog signal as required, one prolonged blast followed by two short blasts every two minutes.”

The use of navigation lights should be adjusted according to the regulations. In fog, the lights need to be on and visible from appropriate distances to help other vessels detect the ship's presence and position. For instance, the masthead lights, sidelights, and sternlight should be kept in good working condition and their brightness and visibility range should meet the specified standards.

Special Regulations：

Communication Procedures：

“The designated assembly points on the ship are located on the main deck. There are two main assembly areas. One is near the bow, close to the lifeboat embarkation stations. It is marked with a large white 'Assembly Point' sign and is surrounded by lifebuoys and other emergency equipment. The other assembly point is at the stern, adjacent to the emergency generator room. This area is spacious enough to accommodate all the crew members and passengers (if any) and is also equipped with first aid kits and communication devices for emergency use.”

“In case of an emergency, all crew members are required to proceed to the nearest assembly point as quickly as possible. Once at the assembly point, they should report to the person in charge, usually the chief officer or the designated emergency coordinator, who will then conduct a roll call to ensure everyone is accounted for.”

“There are several emergency escape routes on board the ship. From the crew cabins, there are two main escape routes. One is through the corridor leading to the port side staircase, which is clearly marked with green emergency exit signs and illuminated by emergency lighting. The other route is via the starboard side doorway, which connects to an external walkway that leads down to the main deck.”

“In the engine room, in case of an emergency, the crew can follow the escape route indicated by the red arrows painted on the walls. This route leads to an emergency exit door at the aft end of the engine room, from where they can access the open deck and move towards the designated assembly area.”

“On the cargo decks, escape ladders are installed at regular intervals along the sides of the ship. These ladders provide a means for the crew to quickly descend to the lower decks or even to the water level if necessary. They are equipped with handrails for safety and are clearly visible even in low light conditions due to their reflective markings.”