NP 100 - Mariners Handbook

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CHAPTER 8

190

Gulf of Oman − Approaches to Muscat and Mutrah (Port Sultan Qabas) (8.36)

(Photograph − Crown Copyright)

Fl.12s.84m.14M Qal’at Jalali

Sultan’s Palace

Hisar Mirami

Masqat

Tower

Jazirat Masqat Sirat Al Gharbiyan Ra’s Kalbuh

TowersObservation TowerRadio Mast Tower Matrah Castle

Fl.(2).R.10s

Kalbuh No 1 Q.R

Matrah Castle Matrah Silos Ra’s ash Shutayfi

No 2 FL.R.2s. No 3 FL.R.5s. FL.5s.9m. Ra’s Kowasir

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CHAPTER 8

191

Grangemouth Docks from NE (8.38.1)

(Original dated 1997)

(Photograph − Aerial Reconnaissance) Co.)

Portrait. The single view of a specific object, set in

its salient background.

Close-up. A single view of one object or feature with

emphasis on clarity of the subject for its

identification.

Panoramic views

8.36

1 Panoramic views should include, whenever possible, an

identifiable feature at either end so that its geographical

limits are clearly defined (see view 8.36).

2 The following measures should be adopted to ensure

clarity of detail:

Using additional height to increase the vertical

presentation;

Closing as near as prudent to the coast whilst

retaining the offshore aspect;

Using a telescopic lens;

Taking a series of photographs, overlapping by 30%,

that can be built-up into a panorama.

Aerial views

8.37

1 An aerial oblique photograph, gives a general impression

of a port and its berths as well as covering the pilotage

aspect of identification and entry.

The view should be readily related to the chart and

allows an assessment of the harbour size, its berths and

entrance problems. It also assists with the identification of

navigational marks.

8.38

1 It is sometimes advantageous to show both an aerial

oblique view of the harbour and a pilotage type view of

the entrance.

Views of parts of harbours which are usually filled by

vessels berthed at buoys or alongside, or where ferries ply

regularly, should include such constraints to navigation, if

practicable.

2 See view (8.38.1). This view shows all the aspects

mentioned above:

the entrances and locking arrangements are clearly

shown;

the arrangements of berths and the general layout of

the harbour;

subsidiary waterways, namely the marks and entrance

to the river.

3 See view (8.38.2). This view shows the entrance to a

river port:

the entrance breakwaters and marks can be clearly

seen; while,

the berths are visible in the middle ground; and

a yacht marina can be seen beyond.

4 See view (8.38.3). This view shows the layout of a

section of a major port, from within the entrance:

the berth layout and waterway sections can be readily

located;

ferry terminals, and areas of crossing traffic, can be

identified.

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CHAPTER 8

192

Devonport from NNE (8.38.2)

(Original dated 1998)

(Photograph − McKenzie & Associates)

Sydney Harbour Bridge and inner part of Sydney Harbour from E (8.38.3)

(Original dated 1998)

(Photograph − McKenzie & Associates)

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CHAPTER 8

193

Skye Bridge from E (8.39.1)

(Original dated 1996)

(Photograph − HMSML Gleanor

Channel

Marker

Port

Channel

Centre

marker

Channel

Marker

Starboard

Pilotage views

8.39

1 These views are intended to enable the mariner to

identify the features he will require as he approaches a

harbour or waterway. They should show the principal

navigational marks, including leading marks, and other

distinguishing features.

See view (8.39.1). This view clearly shows the navigable

channel passing under a bridge, with the channel markers

expanded for clarity.

2 See views (8.39.2 and 8.39.3). These views are taken

on, or close to, leading lines and show the marks used.

Leading marks for outer approach to Portsmouth

bearing 003° (8.39.2)

(Original dated 1998)

(Photograph − HMS Birmingham)

Portrait views

8.40

1 These should give sufficient detail of a lighthouse, or

other navigational mark, to allow positive identification and

sets the scene within which the mariner should look to

locate the object. The skyline and waterline both help in

locating the subject. See view (8.40).

Close-up views

8.41

1 This view shows the same light-beacon, but shown from

close range. It shows the features of the lighthouse clearly

Sillette Passage Leading Marks in line 000° (8.39.3)

(Original dated 1998)

(Photograph − Capt.F A Lawrence MRIN, Navitrom Limited)

and in detail, but its surroundings are shown better in the

portrait view. See view (8.41).

2 When taking such views there is advantage in taking a

portrait type as well as a close-up to allow the United

Kingdom Hydrographic Office to choose the most suitable

for publication.

Presentation

Quality and composition of views

8.42

1 All views are published in Sailing Directions in colour

or black and white, although more and more books are

being published in colour. Any kind of picture, including

transparencies, negatives, polaroids and digital images can

be converted to the print needed.

2 The photograph must be sharp and of good contrast in

order to reproduce well. If it is “flat” or out of focus it will

reproduce even flatter and fuzzier; background features will

be lost and essential detail may be obscured.

8.43

1 The subject should occupy as much of the photograph as

possible and some sea, with the horizon level, and some

sky should be included.

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CHAPTER 8

194

Kerrera − NE end (8.40)

(Original dated 1996)

(Photograph − HMSML Gleaner)

North Spit of Kerrera Light

North Spit of Kerrera Light (8.41)

(Original dated 1996)

(Photograph − HMSML Gleaner)

Records

8.44

1 Good annotations are essential, and to obtain them

accurate records must be taken at the same time as taking

the photograph.

2 The following information is required:

Date and Time: Stating zone used

Position: Position of the camera by bearing and

distance from a charted object, or

latitude and longitude.

Bearing: Approximate true bearing of axis of lens

of camera.

Identification: Indications of principal landmarks and

navigational aids, with descriptions if

necessary.

Miscellaneous: Additional information, such as wind

and weather conditions, height of tide,

any imminent local developments which

may alter the view.

8.45

1 The view should be completely unmarked but annotated,

either with an overlay or mounted on plain A4 paper with

the details marked on the surrounding paper.

Forwarding

8.46

1 Views should be forwarded to the UKHO, accompanied

by all records and charts used. They should be addressed

to: Sailing Directions (BSU), United Kingdom

Hydrographic Office, Admiralty Way, Taunton, Somerset,

TA1 2DN. Alternatively, material can be e-mailed to:

sailingdirections@ukho.gov.uk.

2 The name of the observer, photographer and the ship

should be included. The person whose name should be

printed in the acknowledgement on the view when

published should also be nominated.

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195

CHAPTER 9

IALA MARITIME BUOYAGE SYSTEM

Introduction

General information

9.1

1 The severest test of a buoyage system occurs when the

mariner is confronted unexpectedly by night or in low

visibility by the lights marking an uncharted danger, such

as a recent wreck; immediately he must instinctively,

positively and correctly decide which way to go.

2 In the Dover Strait in 1971 the Brandenburg struck the

wreckage of the Texaco Caribbean and sank, though the

wreckage was appropriately marked. A few weeks later the

wreckage, despite being marked by a wreck-marking vessel

and many buoys, was struck by the Niki, which also sank.

A total of 51 lives was lost. It was this disaster which

brought to life the IALA Maritime Buoyage System.

Development

9.2

1 The beginnings of a uniform system of buoyage

emerged in 1889, when certain countries agreed to mark

the port hand side of channels with black can buoys and

the starboard hand with red conical buoys.

Unfortunately when lights for buoys were introduced,

some European countries placed red lights on the black

port hand buoys to conform with the red lights marking the

port hand side of harbour entrances, whilst throughout

North America red lights were placed on the red starboard

hand buoys.

2 Thereafter various conferences sought a single buoyage

system, but without success until 1936 when a system was

drawn up under The League of Nations at Geneva. It

established a Cardinal system, and a Lateral system with

the principle that red buoys should be used on the port

hand and black buoys on the starboard hand. But several

countries were not signatories to this Convention and

continued to develop their original, and opposite systems.

3 After World War II (1939–45) buoyage systems were

re-established in North-west Europe based on the system

devised by the 1936 Geneva Convention but wide

differences in interpretation of that system resulted in 9

different systems coming into use in those waters.

4 In 1973, observing the need for urgency, a further

attempt to find a single world-wide system of buoyage was

made by the Technical Committee of the International

Association of Lighthouse Authorities (IALA). IALA is a

non-governmental body which brings together

representatives from the aids to navigation services in order

to exchange information and recommend improvements to

navigational aids based on the latest technology.

5 IALA decided that agreement could not be achieved

immediately, but concluded that the use of only two

alternative systems was practicable by dividing the world

into two Regions. It proposed a system allowing the use of

both Cardinal and Lateral systems in each Region, but

whereas in Region A the colour red of the Lateral system

is used to mark the port side of channels and the colour

green the starboard side, in Region B the colours are

reversed.

Implementation

9.3

1 In 1980 a conference, convened with the assistance of

IMO and IHO, the lighthouse authorities from 50 countries

and the representatives of nine international organisations

concerned with aids to navigation, agreed to adopt the rules

of the new combined system, and reached decisions on the

buoyage Regions.

2 The IALA System has now been implemented

throughout much of the world. In some parts, however,

conversion to the new system is still incomplete. See also

9.52.

In certain areas, such as North America and the inland

waterways of Western Europe, the IALA system is used

with modifications which are described in Admiralty

Sailing Directions.

Description of the System

Scope

9.4

1 The System applies to all fixed and floating marks, other

than lighthouses, sectors of lights, leading lights and marks,

lanbys, certain large light-floats, and light-vessels. It serves

to indicate:

2 Sides and centrelines of navigable channels;

Navigable channels under fixed bridges;

Natural dangers and other obstructions such as wrecks

(which are described as “New Dangers” when

newly discovered and uncharted);

Areas in which navigation may be subject to

regulation;

Other features of importance to the mariner.

Chart symbols and abbreviations

9.5

1 To meet the needs of the IALA Buoyage System, new

symbols and abbreviations, and altered ones, are being

incorporated in Admiralty charts when they are corrected or

reprinted for use with the System. They are given in

Chart 5011 — Symbols and Abbreviations used on

Admiralty Charts, are published separately as NP 735 —

IALA Maritime Buoyage System and are illustrated on pages

205 and 206.

Marks

9.6

1 Five types of mark are provided by the System: Lateral,

Cardinal, Isolated Danger, Safe Water and Special marks.

They may be used in any combination. The way in which

Cardinal and Lateral marks can be combined is illustrated

on pages 205 and 206.

2 Most lighted and unlighted beacons, other than leading

marks, are included in the System. In general, beacon

topmarks have the same shapes and colours as those used

on buoys. (Because of the variety of beacon structures, the

accompanying diagrams show mainly buoy shapes.)

3 Wrecks are marked in the same way as other dangers;

no unique type of mark is reserved for them in the IALA

System.

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CHAPTER 9

196

Colours

9.7

1 Red and green are reserved for Lateral marks, and

yellow for Special marks. Black and yellow or black and

red bands, or red and white stripes, are used for other types

of marks as described later.

9.8

1 On Admiralty charts, the shading of buoy symbols

formerly used to indicate the colours of buoys is omitted.

A black (ie filled-in) symbol is used for predominantly

green marks and for all spar buoys and beacons; and open

symbol is used for all buoys and beacon towers of other

colours, but with a vertical line to indicate striped Safe

Water buoys.

2 The abbreviated description of the colour, or colours, of

a buoy is given under the symbol.

Where a buoy is coloured in bands, the colours are

indicated in sequence from the top, eg East buoy — Black

with a yellow band — BYB. If the sequence of the bands

is not known, or if the buoy is striped, the colours are

indicated with the darker colour first eg Safe Water buoy

— Red and white stripes — RW.

Shapes

9.9

1 Five basic shapes were defined when the System was

devised: Can, Conical, Spherical, Pillar and Spar.

But to these must be added light-floats, as well as

buoyant beacons (which are charted as light-beacons).

Variations in the basic shapes may be common for a

number of years after the introduction of the IALA System

to a particular locality since much existing equipment will

continue in use.

Can, conical and spherical buoys indicate by their shape

the correct side to pass.

2 Marks that do not rely on their shape for identification,

carry the appropriate topmark whenever practicable.

However, in some parts of the world, including US waters,

light-buoys have identical shapes on both port and

starboard sides of Laterally-marked channels, and are not

fitted with topmarks. Also in US waters, a buoy with a

conical or truncated conical top, known as a nun buoy, is

used to mark the starboard side of the channel.

9.10

1 On Admiralty charts, if the shape of a buoy of the

IALA System is not known, a pillar buoy is used.

The symbol for a spar buoy is also used to indicate a

spindle buoy. The symbol will, as before, be sloped to

distinguish it from a beacon symbol which is upright.

Topmarks

9.11

1 Can, conical, spherical and X-shaped topmarks only are

used.

On pillar and spar buoys the use of topmarks is

particularly important, though ice or severe weather may at

times prevent it.

9.12

1 On Admiralty charts, topmarks are shown boldly, in

solid black except when the topmark is red, when it is in

outline only.

Lights

9.13

1 Red and green lights of the IALA System are reserved

for Lateral marks and yellow lights for Special marks.

White lights, distinguished one from another by their

rhythm, are used for other types of marks.

It is possible that some shore lights, specifically

excluded from the IALA System, may, by coincidence have

similar characteristics to those of the buoyage system. Care

is needed on sighting such lights that they are not

misinterpreted.

Retroreflectors

9.14

1 Two codes, the Standard Code and the Comprehensive

Code, are used for distinguishing unlighted marks at night

by securing to them, in particular patterns, retroreflective

material to reflect back light. In any specified area only

one of the codes is used. The code in use will, if known be

mentioned in Admiralty Sailing Directions.

2 Standard Code uses the following markings:

Red Lateral marks: One red band or red shape

similar to the topmark.

Green Lateral marks: One green band or green

shape similar to the topmark.

Preferred Channel marks: As for red or green Lateral

marks, depending on the

dominant colour of the

mark.

Special marks: One yellow band, yellow X

or yellow symbol.

Cardinal, Isolated Danger

and Safe Water marks:

One or more white bands,

letters, numerals or symbols.

3 Comprehensive Code uses the same markings for

Lateral and Special marks, but separate markings for

distinguishing Cardinal. Isolated Danger and Safe Water

marks, which are given later in the descriptions of those

marks.

Radar reflectors

9.15

1 On the introduction of the System, it was decided not to

chart radar reflectors. It can be assumed that most major

buoys are fitted with radar reflectors.

Lateral marks

Use

9.16

1 Lateral marks are generally used for well-defined

channels in conjunction with a Conventional Direction of

Buoyage. They indicate the port and starboard hand sides

of the route to be followed (see Diagrams 9.16.1 and

9.16.2).

Direction of buoyage

9.17

1 The Conventional Direction of Buoyage is defined in

one of two ways:

Local Direction of Buoyage. The direction taken by

the mariner when approaching a harbour, river,

estuary, or other waterway from seaward;

2 General Direction of Buoyage. The direction

determined by the buoyage authorities, based

wherever possible on the principle of following a

clockwise direction around continents. It is usually

given in Admiralty Sailing Directions and, if

necessary indicated on charts by the appropriate

symbol. Diagram 9.17 illustrates how the General

Direction gives way to the Local Direction at the

outer limit of the Thames Estuary.

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DIRECTION

OF BUOYAGE

DIRECTION

OF BUOYAGE

LIGHTS, when fitted, may have any rhythm other than composite group flashing (2+1) used on modified Lateral marks indicating a

preferred channel. Examples are:

Red light Green light

LATERAL MARKS — REGION A

This diagram is schematic and in the case of pillar buoys in particular, their features will vary with the individual design

of the buoys in use.

The lateral colours of red or green are frequently used for minor shore lights, such as those marking pierheads and the extremities of

jetties.

STARBOARD HAND

Colour: Green.Colour: Red.

Shape: Conical, pillar or spar.Shape: Can, pillar or spar.

Topmark (when fitted): Single green cone point upward.Topmark (when fitted): Single red can.

Retroreflector: Green band or triangle.

Colour: Green with one broad red band.

Shape: Conical, pillar or spar.

Topmark (when fitted): Single green cone point upward.

Retroreflector: Green band or triangle.

Retroreflector: Red band or square.

Colour: Red with one broad green band.

Shape: Can, pillar or spar.

Topmark (when fitted): Single red can.

Retroreflector: Red band or square.

PORT HAND

Q.R Continuous-quick light Q.G

Fl.R Single-flashing light Fl.G

LFl.R Long-flashing light LFl.G

Fl(2)R Group-flashing light Fl(2)G

PREFERRED CHANNELS

At the point where a channel divides, when proceeding in the conventional direction of buoyage, a preferred channel is indicated by

Preferred channel to starboard Preferred channel to port

Red light Green light

Fl(2+1)R

Composite group flashing (2+1) light

Fl(2+1)G

NOTES

Where port or starboard marks do not rely on can or

conical buoy shapes for identification, they carry the

appropriate topmark where practicable.

Special marks, with can and conical shapes but

painted yellow, may be used in conjunction with the

standard Lateral marks for special types of channel

or lettered, the numbering or lettering follows

the conventional direction of buoyage.

197

(9.16.1)

If marks at the sides of a channel are numbered

marking.

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Red lightGreen light

Fl(2+1)G

Composite group flashing (2+1) light

Fl(2+1)R

DIRECTION

OF BUOYAGE

DIRECTION

OF BUOYAGE

LIGHTS, when fitted, may have any rhythm other than composite group flashing (2+1) used on modified Lateral marks indicating a

preferred channel. Examples are:

Red lightGreen light

LATERAL MARKS — REGION B

This diagram is schematic and in the case of pillar buoys in particular, their features will vary with the individual design

of the buoys in use.

The lateral colours of red or green are frequently used for minor shore lights, such as those marking pierheads and the extremities of

jetties.

STARBOARD HAND

Colour: Green.

Shape: Conical, pillar or spar.

Topmark (when fitted): Single green can.

Retroreflector: Green band or square.

Colour: Green with one broad red band.

Shape: Can, pillar or spar.

Topmark (when fitted): Single green can.

Retroreflector: Green band or square.

Colour: Red.

Shape: Can, pillar or spar.

Topmark (when fitted): Single red cone, point upward.

Retroreflector: Red band or triangle.

Colour: Red with one broad green band.

Shape: Conical, pillar or spar.

Topmark (when fitted): Single red cone point upward.

Retroreflector: Red band or triangle.

PORT HAND

Q.G Continuous-quick light Q.R

Fl.G Single-flashing light Fl.R

LFl.G Long-flashing light LFl.R

Fl(2)G Group-flashing light Fl(2)R

PREFERRED CHANNELS

At the point where a channel divides, when proceeding in the conventional direction of buoyage, a preferred channel is indicated by

Preferred channel to starboard Preferred channel to port

NOTES

Where port or starboard marks do not rely on can or

conical buoy shapes for identification, they carry the

appropriate topmark where practicable.

Special marks, with can and conical shapes but

painted yellow, may be used in conjunction with the

standard Lateral marks for special types of channel

or lettered, the numbering or lettering follows

the conventional direction of buoyage.

198

(9.16.2)

If marks at the sides of a channel are numbered

marking.

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CHAPTER 9

199

Local and General Direction of Buoyage (9.17)

3 Around the British Isles the General Direction of the

Buoyage runs N along the W coast and through the Irish

Sea; E through the English Channel and N through the

North Sea.

9.18

1 On Admiralty charts, the Conventional Direction of

Buoyage may be indicated by magenta arrow symbol.

In some straits (eg. Menai Strait and The Solent) and in

the open sea (eg. off the Irish coast at Malin Head), where

the direction changes, attention is drawn to its reversal by

magenta arrow symbols confronting each other.

2 On many coasts and in some straits, world-wide,

buoyage authorities have not yet established or promulgated

General Directions of Buoyage, so it is not possible to

chart the magenta symbol. This could be hazardous if a

New Danger were to be marked by Lateral buoys.

Preferred Channels

9.19

1 At the point where a channel divides, when proceeding

in the Conventional Direction of Buoyage, to form two

alternative channels to the same destination, the Preferred

Channel is indicated by a modified Lateral mark. The

System does not provide for a Preferred Channel mark

where the two channels join.

Colours

9.20

1 Red and green are the colours reserved for Lateral

marks.

Topmarks

9.21

1 Port-hand marks carry can-shaped topmarks, and

starboard-hand marks carry conical topmarks.

Lights

9.22

1 Red and green lights are used for Lateral marks.

Lateral marks for certain purposes have specified

rhythms:

Composite Group Flashing (2+1) for Preferred

Channel marks;

Quick or Very Quick for New Danger marks.

Other Lateral marks may have lights of any rhythm.

Sequence

9.23

1 If marks at the sides of a channel are numbered or

lettered, the sequence follows the conventional direction of

buoyage.

Special marks

9.24

1 Can and cone shapes coloured yellow may be used as

Special marks in conjunction with the Lateral marks for

special types of channel marking, see 9.44.

Cardinal marks

Names

9.25

1 Cardinal marks are used in conjunction with the

compass to indicate where the mariner may find the best

navigable water. They are placed in one of the four

quadrants (North, South, East and West) bounded by

inter-cardinal bearings, from the point marked. Cardinal

marks take their name from the quadrant in which they are

placed. See Diagram 9.25.

2 The mariner is safe if he passes N of a North mark, E

of an East mark, S of a South mark and W of a West

mark.

eaw

ard Lim

f T

Harwich

London

Ramsgate

Dover

Calais

Boulogne

Newhaven

Dunkerque

Oostende

Antwerp

Rotterdam

Europoort

Ipswich

Orfordness

LOCAL AND GENERAL DIRECTION

OF LATERAL BUOYAGE

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