NP 136 Ocean Passages For The - PDF

NP 136
OCEAN PAS S AGES

FOR THE WORL D
THIRD EDI TI ON
1973
PUBLISHED BY THE HYDROGRAPHER OF THE NAVY
Personal Property of SV Victoria
Not for navigation
Crown Copyright 1973
To be obtained from the Agents for the Sale of Admiralty Charts
Previous editions:
First published 1895
First edition 1923
Second edition 1950
Oh God be good t o me,
Th y sea is so wi de and my shi p is so smal l .
Breton fisherman's prayer
Preface
Th e Th i r d Edi t i on of Ocean Passages for the Worm has been pr epar ed by Commander H. L. Jenki ns, O. B. E. ,
D. S. C. , Royal Navy, and cont ai ns t he l at est i nf or mat i on recei ved i n t he Hydr ogr aphi c De pa r t me nt to t he dat e
gi ven bel ow. I t super sedes t he Second Edi t i on (1950) and Suppl ement No. 2 (1960), whi ch are cancel l ed.
I nf or mat i on on cur r ent s and ice has been s uppl i ed by t he Met eor ol ogi cal Office, Bracknel l .
Th e fol l owi ng sources of i nf or mat i on, ot her t han Hydr ogr aphi c De pa r t me nt Publ i cat i ons and Mi ni s t r y of
Def ence paper s, have been consul t ed.
British: Mar i ne Obs er ver ' s Handbook, 9t h Edi t i on.
U. S. A. : Uni t ed St at es Naval Oceanogr aphi c Office Pi l ot Chart s.
Repor t s r ecei ved f r om t he Mas t er s of a numbe r of seagoi ng shi ps have been added to t he ext ensi ve i nf or ma-
t i on on whi ch pr evi ous edi t i ons were based, and have been embodi ed i n t he pr esent edi t i on.
G. P. D. HALL,
Rear Admi r al ,
Hydr ogr apher of t he Navy.
Hydr ogr aphi c Depar t ment ,
Mi ni s t r y of Defence,
Taunt on,
Somer set , TA1 2 DN
9t h November , 1973.
iii
Pr ef ace . . . . . . . . . . .
Cont e nt s . . . . . . . .
Li s t of char t s and di agr ams . . . .
Expl a na t or y not es . . . . . .
Par t I - - Powe r vessel s. Cha pt e r s 1 t o 8
Par t I I - - Sa i l i ng r out es. Cha pt e r s 9 t o 11
Ge ne r a l I nde x . . . . . .
Contents
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.
Page
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vii
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135
. 231
List of Charts and
CHARTS
5301 Wor l d cl i mat i c c ha r t - - J a nua r y . . . . . .
5302 Wor l d cl i mat i c c ha r t - - J ul y . . . . . . . .
5307 Wor l d ma i n ocean r out es for power vessel s . .
5308 Wor l d sai l i ng shi ps r out es . . . . . . . .
5309 Tr acks fol l owed by sai l i ng and auxi l i ary power ed vessel s
5310 Wor l d sur f ace cur r ent s . . . . . . . .
D6083 Loa d line rul es, zones, areas, and seasonal per i ods
Di agrams
.

xn pocket
~n pocket
~n pocket
~n pocket
~n pocket
i n pocket
t n pocket
1
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4
5
6
7
8
9
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12
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DI AGRAMS
Logar i t hmi c speed, t i me, and di st ance scale
Spher i cal t r i angl e . . . . . .
Gr eat Ci rcl e t rack . . . . . .
Shape of t he Ear t h . . . . . .
Rhumb Li ne t rack . . . . . .
Mer i di onal par t s . . . .
Pr es s ur e and wi nd bel t s . . . .
For mat i on of f r ont s i n N he mi s phe r e
Pl ans and sect i on of de pr e s s i on. .
Pl ans and sect i on of occl usi on . .
Satellite pi ct ur e of Typhoon "El s i e"
Pr eci pi t at i on areas s hown by r adar
Radar pr es ent at i on of Hur r i cane " Cami l l e"
Typi cal pat hs of t ropi cal s t or ms . .
Sea t emper at ur es and Dew poi nt r eadi ngs pl ot t ed agai nst t i me
Reduct i on i n speed due t o hi gh s e a s - - N At l ant i c ocean . .
Reduct i on i n speed due t o hi gh s e a s - - N Pacific ocean . .
St andar d al t er - cour se posi t i ons and appr oach r out es for t r ansat l ant i c voyages
Rout es i n Gul f of Mexi co and Car i bbean Sea . . . . . .
Rout es i n Medi t er r anean Sea and Bl ack Sea . . . . . . . .
Pr i nci pal r out es be t ~e e n Moga mbi que Channel and Ar abi an Sea . .
Ar abi an Sea- - Ef f ect of mons oons on east - west r out ei ng . . . .
I ndi an Oc e a n- - Gui de to seasonal l ow- power r out es . . . . . .
Sout h- we s t Pacific Oc e a n- - r out e s . . . . . . . . . .
Rout es bet ween nor t he r n Aust r al i a, Si ngapor e, and J apan . . . .
vi
Page
. i n pocket
. . 3
. . 5
. . 6
. . 7
. . 8
. 9
" ] bet ween
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pp 10 & 11
,
. . 14
. . 14
. . 14
. 15
. . 18
. 1 9 - 2 2
. 23- 26
. f aci ng p. 42
. f aci ng p. 58
. f aci ng p. 62
,
bet ween

pp 74 & 75
.
. f aci ng p. 104
. bet ween pp 110 & 111
Explanatory Notes
Ocean Passages for the Worm contains information, based on the latest material available in the Hydro-
graphic Depart ment , relating to the planning and conduct of ocean voyages. The ocean areas with which this
book is concerned lie, mainly, outside the areas covered in detail by Admiralty Sailing Directions but, since
many passages pass through some coastal areas, and since there is much oceanic information in Admiralty
Sailing Directions, the latter should always be closely consulted.
Ocean Passages for the Worm is kept up to date by periodical supplements. In addition a small number of
Notices to Mariners are published specially to correct Sailing Directions for important information which
cannot await the next supplement. A list of such notices in force is published at the end of each mont h in the
weekly edition of Admi ral t y Notices to Mariners. Those still in force at the end of the year are reprinted in the
Annual Summary of Admiralty Notices to Mariners.
Th i s v o l u me s h o u l d not be us e d wi t ho ut r e f e r e nc e t o t he l at est s u p p l e me n t and t hos e No t i c e s t o
Ma r i ne r s p u b l i s h e d s pe c i a l l y t o correct Sai l i ng Di r e c t i ons .
Reference to hydrographic and other publications.
The Mariner's Handbook gives general information affecting navigation and is complementary to this volume.
Admiralty List of Lights should be consulted for details of lights, light-vessels, lighthouse-buoys and fog-
signals.
Admiralty List of Radio Signals should be consulted for information relating to coast and port radio stations,
radio details of pilotage services, radiobeacons, and direction finding stations, meteorological services, and radio
navigational aids.
Annual Summary of Admiralty Notices to Mariners contains, in addition to the temporary and preliminary
notices, and notices affecting Sailing Directions only in force, a number of notices giving information of a
permanent nature covering radio messages and navigational warnings, distress and rescue at sea, exercise areas,
and areas dangerous due to mines.
The International Code of Signals should be consulted for details of distress and life-saving signals, international
ice-breaker signals as well as international flag signals.
Remarks on subject matter.
Names are taken from the most authoritative source and are, where changes have taken place, the latest
officially adopted. Since the charts used for passage planning may not be newly published or on the largest scale,
recourse may be necessary, when identifying named objects, to Admiralty Sailing Directions which, with their
supplements, record name changes.
Tidal information relating to the daily vertical movements of the water is not given; for this Admiralty Tide
Tables should be consulted. Changes in water level of an abnormal nature are mentioned.
Units and terminology used in this volume are :
Latitude and Longitude given in brackets are approximate.
Bearings and directions are referred to the true compass and when given in degrees are reckoned clockwise from
000 (North) to 359 . The bearings of all objects, alignments and light sectors are given as seen from seaward.
Courses always refer to the course made good.
Winds are described by the direction from which they blow.
Tidal streams and currents are described by the direction towards which they flow.
Distances are expressed in sea miles of 1852 metres.
Depths are given below chart datum, except where otherwise stated.
Elevations are given above the' level of Mean Hi gh Water Springs or Mean Higher Hi gh Water, whichever
is quoted in the Admiralty Ti de Tables.
Heights of objects as distinct from their elevation, refer to the heights of the structures above the ground.
A statement, ' a hi l l . . , metres high", is occasionally used when there could be no confusion, and in this case
the reference is as for an elevation.
vii
Metric units a r e u s e d f o r al l me a s u r e me n t s o f d e p t h s , h e i g h t s a n d s h o r t d i s t a n c e s .
Time i s e x p r e s s e d i n t h e f o u r - f i g u r e n o t a t i o n b e g i n n i n g a t mi d n i g h t , a n d i s g i v e n i n l o c a l t i me u n l e s s o t h e r -
wi s e s t a t e d . De t a i l s o f l o c a l t i me k e p t wi l l b e f o u n d i n Admiralty List of Radio Signals.
T h e f o l l o wi n g a b b r e v i a t i o n s a r e u s e d :
N - - No r t h S
N' l y - - n o r t h e r l y S ' l y
N- b o u n d - - n o r t h b o u n d S - b o u n d
N- g o i n g - - n o r t h g o i n g S - g o i n g
E - - E a s t W
E ' l y - - e a s t e r l y W' l y
E - b o u n d - - e a s t b o u n d W- b o u n d
E - g o i n g - - e a s t g o i n g W- g o i n g
Au x Y - - Au x i l i a r y Ya c h t . mb
C - - De g r e e s Ce l s i u s . M/ F
D/ F - - Di r e c t i o n F i n d i n g . MV
f m - - F a t h o ma o r f a t h o ms . MY
f t - - F o o t o r f e e t No .
MHWS - - Me a n Hi g h Wa t e r S p r i n g s . R MS
ML WS - - Me a n L o w Wa t e r S p r i n g s . R N
MHHW - - Me a n Hi g h e r Hi g h Wa t e r . R / T
ML L W - - Me a n L o we r L o w Wa t e r . S S
HMS - - He r Ma j e s t y ' s S h i p . UHF
k Hz - - Ki l o h e r t z . VHF
m - - Me t r e o r me t r e s . W/ T
- - S o u t h
- - s o u t h e r l y
- - s o u t h b o u n d
- - s o u t h g o i n g
- - We s t
- - we s t e r l y
- - we s t b o u n d
- - we s t g o i n g
- - Mi l l i b a r o r mi l l i b a r s .
- - Me d i u m f r e q u e n c y .
- - Mo t o r Ve s s e l .
- - Mo t o r Ya c h t .
- - Or d i n a l n u mb e r .
- - Ro y a l Ma i l S h i p .
- - R o y a l Na v y .
- - R a d i o t e l e p h o n e o r r a d i o t e l e p h o n y .
- - S t e a m s h i p .
- - Ul t r a h i g h f r e q u e n c y .
- - Ve r y h i g h f r e q u e n c y .
- - Wi r e l e s s t e l e g r a p h y .
vi i i
P A R T I
POWER VESSEL ROUTES
C ONT E NT S
C h a p t e r I--Planning a passage .
C h a p t e r 2 - - N o r t h Atlantic O c e a n
C h a p t e r 3 - - S o u t h Atlantic O c e a n
C h a p t e r 4---Gulf o f M e x i c o a n d Caribbean S e a
C h a p t e r 5--Mediterranean S e a a n d Black S e a
C h a p t e r 6 - - R e d Sea, Indian O c e a n , a n d Persian G u l f .~
C h a p t e r 7--Pacific O c e a n , C h i n a a n d J a p a n Seas, a n d Eastern Archipelago
C h a p t e r 8--Miscellaneous information for p o w e r vessels
1
34-
4-9
56
60
64.
89
128
L A WS A N D R E GUL A T I ON S A P P E R T A I N I N G TO N A V I GA T I ON
While, in the interests of the safety of shipping, the Hydrographic Depart ment makes every endeavour to include
in its publications details of the laws and regulations of all countries appertaining to navigation, i t must be clearly
understood:
(a) t hat no liability whatever can be accepted f or f ai l ure to publish details of any particular law or regulation, and
(b) t hat publication of the details of a law or regulation is solely f or the safety and convenience of shipping and
implies no recognition of the val i di t y of the law or regulation.
CHAP T E R 1
P L A N N I N G A PAS S AGE
C ONT E NT S
OCEAN PASSAGES FOR THE WORL D
1. 01 Oc e a n Pa s s a ge s f or t h e Wo r l d .
1. 02 Ro u t e i n g c h a r t s
1. 03 Lo a d Li n e Rul e s
1. 04 Ro u t e s .
1. 05 Di r e c t i o n s
GENERAL P L ANNI NG
1.11 Be s t t r a c k
1. 12 T e r mi n a l por t s
1. 13 Di s t a n c e s
1. 14 Ch a r t s a n d p u b l i c a t i o n s
1. 15 Gr e a t ci r cl e s ai l i ng
1. 16 F o r mu l a e f or gr e a t ci r cl e s ai l i ng
1. 17 R h u mb l i ne s ai l i ng .
GE NE RAL MARI TI ME METEOROLOGY
1. 21 At mo s p h e r i c p r e s s u r e
1. 22 Wi n d
1. 23 Ef f ect of d i s t r i b u t i o n of l a n d a n d sea .
1. 24 Ef f ect s of v a r i a t i o n s i n s u n ' s d e c l i n a t i o n
GENERAL CLI MATE
1. 31 Eq u a t o r i a l T r o u g h ( Do l d r u ms )
1. 32 T r a d e Wi n d s .
1. 33 Va r i a b l e s
1. 34 We s t e r l i e s
1. 35 Pol a r Re gi ons
1. 36 Se a s ona l wi n d s a n d mo n s o o n s
1. 37 De p r e s s i o n s
1. 38 Tr o p i c a l s t o r ms
1. 39 Av o i d i n g t r opi c a l s t o r ms
1. 40 An t i c y c l o n e s
F OG
1.51 Ca us e s .
1. 52 Sea or Ad v e c t i o n f og
1. 53 F r o n t a l f og
1. 54 Ar c t i c sea s mo k e
1. 55 Ra d i a t i o n f o g .
1. 56 Fo r e c a s t i n g sea f og .
EFFECTS OF WI ND, SEA, AND S WELL
1.61 We a t h e r r o u t e i n g
1. 62 Ac t i o n of wi n d .
1. 63 Be a u f o r t wi n d scal e
1. 64 Sea a n d s we l l .
page
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27
28
2 POWER VESSEL ROUTES
OCEAN CURRE NT S
1.71 Ge n e r a l r e ma r k s
1. 72 Wa r m a n d col d c u r r e n t s
1. 73 S t r e n g t h of c u r r e n t s
1. 74 Ge n e r a l s ur f ace c i r c ul a t i on
1. 75 Di r e c t ef f ect of wi n d i n p r o d u c i n g c u r r e n t s .
1. 76 Gr a d i e n t c u r r e n t s
1. 77 Ef f ect of wi n d b l o wi n g o v e r a c oa s t l i ne
1. 78 S u mma r y
28
29
29
30
30
31
31
32
I CE
1. 81 F o r ma t i o n a n d d i s t r i b u t i o n 32
ELECTRONI C AI DS AND POSI TI ON FI XI NG S YS TEMS
1.91 Na v i g a t i o n a l ai ds 32
1. 92 Po s i t i o n f i xi ng s ys t e ms 32
NOTES AND CAUTI ONS
1. 101 Po l l u t i o n 33
1. 102 F i s h i n g ves s el s 33
1o103 C o r a l wa t e r s . 33
OCEAN PASSAGES FOR THE WORL D
30 1. 01. Oc e a n Pas s age s f or t he Wo r l d i s ~vr i t t en f or us e i n p l a n n i n g de e p- s e a voyages . I t c ont a i ns not e s on
t he ~veat her a n d o t h e r f act or s af f ect i ng pas s ages , di r e c t i ons f or a n u mb e r of r e c o mme n d e d r out es , a n d di s t a nc e
f i gur es d e s i g n e d t o he l p t he p l a n n e r t o cal cul at e hi s voyage t i me o n t he s e r out e s . I t be a r s mu c h t he s a me
r e l a t i on t o t he Ad mi r a l t y c h a r t s of t h e oceans as t he Sai l i ng Di r e c t i o n s b e a r t o t he coas t al c ha r t s . T h i s b o o k
mu s t b e u s e d i n c o n j u n c t i o n wi t h t he Ad mi r a l t y c h a r t s a n d Sai l i ng Di r e c t i o n s ; c h a p t e r 1 c ont a i ns i n f o r ma t i o n
~5 a ppl i c a bl e t o al l sea ar eas ; t he l a t e r c h a p t e r s t r e a t t h e i n d i v i d u a l oceans , c h a p t e r s 2 - 8 f or p o we r ves s el s a n d
c h a p t e r s 9- 11 f or s ai l i ng vessel s.
40
45
50
55
1. 02. R o u t e i n g c h a r t s , wh i c h ar e vi t al t o pas s age p l a n n i n g , c ove r t he oc e a n ar eas of t he wo r l d a n d s how, mo n t h
b y mo n t h , me t e or ol ogi c a l a n d i ce c ondi t i ons , oc e a n c u r r e n t s , l oad l i ne zones , ar eas i n wh i c h i t i s a n of f ence t o
di s c ha r ge p e r s i s t e n t oi l s, a n d s ome r e c o mme n d e d t r acks a n d di s t a nc e s . Ro u t e i n g c h a r t s ar e al l d r a wn o n a scal e
of 1: 13, 880, 000 at t he a p p r o x i ma t e mi d - l a t i t u d e , a n d ar e n u mb e r e d 5124( 1) t o 5124( 12) f or No r t h At l a n t i c
Oc e a n 5125( 1) t o 5125( 12) f or S o u t h At l a n t i c Oc e a n, 5126( 1) t o 5126( 12) f or I n d i a n Oc e a n, 5127( 1) t o 5127( 12)
f or No r t h Paci f i c Oc e a n, a n d 5128( 1) t o 5128( 12) f or S o u t h Paci f i c Oc e a n.
1. 03. Lo a d Li n e Rul e s ar e p u b l i s h e d i n 1968 No. 1053 The .~/Ierchant Shipping Load Line Rules 1968. T h e y
a p p l y t o al l s hi ps e xc e pt s hi ps of war , s hi ps sol el y e n g a g e d i n f i s hi ng, a n d pl e a s ur e yacht s . See c h a r t D6083
a n d Ro u t e i n g Cha r t s .
1. 04. Ro u t e s . T h e r out e s f or p o we r ves s el s r e c o mme n d e d h e r e i n ar e i n t e n d e d ma i n l y f or ves s el s ~vith s e a - goi ng
s pe e ds of u p t o 15 k n o t s a n d mo d e r a t e d r a u g h t , b u t t h e y s h o u l d b e c o n s i d e r e d b y al l s hi ps , p a r t i c u l a r l y i n h i g h
l a t i t ude s xvher e t h e r e i s r i s k of e n c o u n t e r i n g i ce a n d h e a v y we a t he r . T h e s peci al r e q u i r e me n t s of s hi ps d r a wi n g
mo r e t h a n 1 2 m ar e n o t c ove r e d. On l y a s e l e c t i on f r o m t h e i mme n s e va r i e t y of pos s i bl e voyages i s i n c l u d e d ;
wh e n p l a n n i n g voyages n o t d e s c r i b e d i n t he book, r e f e r e nc e s h o u l d be ma d e t o a dj a c e nt r out es .
1. 05. Di r e c t i o n s f or e a c h r o u t e e mb o d y al l avai l abl e e xpe r i e nc e f r o m sea and, a l t h o u g h c o n d i t i o n s ar e n e v e r
c ons i s t e nt , i t i s h o p e d t h a t t h e advi ce g i v e n r e p r e s e n t s a good aver age.
60
GENERAL P L ANNI NG
1. 11. Th e be s t t rack. T h e a r t of pas s age p l a n n i n g ha s b e e n p r a c t i s e d f r o m t i me i mme mo r i a l T h e s e l e c t i on
of t h e b e s t t r a c k f or a n i n d i v i d u a l voyage d e ma n d s s ki l l ed e va l ua t i on of al l t he f act or s c o n t r o l l i n g t he voyage
a n d mo d i f i c a t i o n of t he s h o r t e s t r out e a c c or di ngl y.
I n t h e pas t , mo s t pas s age p l a n n i n g ha s b e e n d o n e wi t h t h e ai d of s t at i s t i cs o n we a t h e r , c u r r e n t s , a n d c l i ma t e
65 wh i c h , t o g e t h e r wi t h t he e xpe r i e nc e of pr e vi ous voyages , ha ve e n a b l e d t h e p u b l i c a t i o n of s u g g e s t e d r o u t e s f or a
xvide v a r i e t y of pas s ages . Th e s e s t a t i s t i c - ba s e d or " c l i ma t i c " r out es , us ua l l y d e p e n d i n g o n f act or s wh i c h c a n
v a r y s eas onal l y, s er ve t he ma r i n e r ' s p u r p o s e u p t o a poi nt , b u t t h e y do n o t t ake i nt o a c c o u n t s h o r t - t e r m v a r i a t i o n s
i n t h e s t at i s t i cal p a t t e r n , wh i c h c a n be d e t e c t e d a n d e v e n f or e c a s t b y mo d e r n me t h o d s , a n d c a n t h e r e f o r e be
i n c o r p o r a t e d i n t h e p l a n or t r a n s mi t t e d t o t h e ves s el at s ea ~vi t h gr e a t be ne f i t t o t h e i mme d i a t e c o n d u c t of t h e
70 voyage.
PLANNI NG A PASSAGE
Ea c h c ha pt e r of r out es f or powe r vessel s cont ai ns a r evi ew, bas ed on all avai l abl e st at i st i cs a nd exper i ence, of
t he us ual cl i mat i c a nd ot he r condi t i ons af f ect i ng t he ar ea concer ned. Ha v i n g ma de a fi rst s t udy of t he pr oj e c t e d
passage wi t h t he ai d of t he r out es r e c o mme n d e d as a r esul t , t he r e qui r e d r out e s houl d be adj us t ed t o me e t s uch
f act or s as ur gency, ri sk of damage, and f uel c ons umpt i on. I n addi t i on, t he gr owi ng avai l abi l i t y of s hor e - ba s e d
r out e i ng advi ce, t oge t he r wi t h f or ecast s of weat her , cur r ent s , swel l , a nd i ce mo v e me n t s s houl d be t aken i nt o
account , see 1.61. A gr eat deal of i nf or ma t i on is t hus avai l abl e t o t he s hi pma s t e r i n mos t par t s of t he wor l d, f or
appl i cat i on i n ai d of t he s ucces s f ul pr os e c ut i on of t he voyage.
1. 12. Te r mi n a l port s. Rout e s gi ve n i n t hi s book ar e i nde xe d u n d e r t he por t of depar t ur e. I f t he act ual passage
t o be unde r t a ke n is n o t cover ed, gui da nc e can be obt a i ne d f r om adj acent r out es.
1.13. Di s t a n c e s f or t he r out es ar e be t we e n t he i nde xe d ar r i val a nd de pa r t ur e posi t i ons, t o t he near es t 10 mi l es
f or passages of mo r e t ha n 1000 mi l e s a nd t o t he near es t 5 mi l es bel ow t hat fi gure. T h e ar r i val and de pa r t ur e
pos i t i ons ar e us ual l y pi l ot gr ounds or anchor ages, as gi ve n i n Ad mi r a l t y Sai l i ng Di r ect i ons , a nd t he dur a t i on
of t he voyage be t we e n pi l ot s ma y be c o mp u t e d wi t h t he ai d of t he l oga r i t hmi c scale ( Di a gr a m 1) T h e cons t i t uent s
of mo s t of t he di s t ances have be e n c o mp u t e d on t he " i nt e r na t i ona l s p h e r o i d " f i gur e of t he Ear t h, whi c h has a
c ompr e s s i on of Tg~---0 and a naut i cal mi l e of 1852 met r es .
Fo r di s t ances not gi ve n i n t hi s book, see Admiralty Distance Tables, whi c h uses t he s ame dat a.
1.14. Ch a r t s a n d p u b l i c a t i o n s . T h e a ppr opr i a t e char t s, Ad mi r a l t y Sai l i ng Di r ect i ons , Admiralty List of
Lights a nd Admiralty List of Radio Signals s houl d be obt ai ned by r ef er ence t o t he Catalogue of Admiralty Charts
and other Hydrographic Publications. Fo r char t s e mb o d i e d i n t hi s book, see page vi .
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20
1. 15. Great c i r c l e s a i l i n g . Br oadl y speaki ng, gr eat ci r cl e sai l i ng hol ds t he advant age i n di s t ance over t he
r h u mb l i ne t o t he gr eat es t ext ent i n hi gh l at i t udes a nd on E - W cour ses. Al t h o u g h t he Ea r t h is n o t per f ect l y 25
spher i cal , a nd t he " i nt e r na t i ona l s p h e r o i d " (1.13) has been us ed i n t he c omput a t i on of t he di st ances i n t hi s
book, di f f er ences i n di s t ances a nd t racks t aken out f or t he t r ue s pher e a nd t he i nt er nat i onal s phe r oi d ar e negl i gi bl e
f or passage pur pos es . Gr e a t ci r cl e sect i ons of t he r out e ma y t her ef or e be safel y cal cul at ed by s pher i cal t r i gono-
me t r y, or t he Tables of Computed Altitude and Azimuth ma y be us ed f or t he pur pos e wi t h i n t he l i mi t s i mpos e d
b y t hei r p r i ma r y f unct i on. Al so, t he gr eat ci r cl e t r ack ma y be pl ot t e d wi t h t he hel p of t he Gr e a t Ci r cl e Di a g r a m 30
( char t 5029) or t he g n o mo n i c char t s, b u t t her e is no gr a phi c me t h o d of obt a i ni ng t he di st ance.
Wh e n cal cul at i ng t he gr eat ci r cl e t r ack f or passage pur pos es t he t wo ma i n r e qui r e me nt s ar e t he whol e di st ance,
f or l ogi st i c pl anni ng, a nd t he l at i t ude i n whi c h a seri es of chos en me r i di a ns ar e cr ossed, f or pl ot t i ng t he t rack,
wh i c h wi l l be s t eer ed b y r h u mb l i ne be t we e n t hos e mer i di ans . Th i s i nvol ves , fi rst l y, t he s ol ut i on of t he pol ar
t r i angl e c ont a i ne d b y t he t e r mi na l me r i di a ns a nd t he t rack. T h e di s t ance ma y be wor ke d by t he " h a v e r s i n e " 35
f or mul a, f or wh i c h t he dat a ar e t he l at i t udes of t he t e r mi na l pos i t i ons and t hei r di f f er ence of l ongi t ude. Cal cul a-
t i on of t he i nt e r me di a t e pos i t i ons de pe nds u p o n t he i r l ongi t ude E or W of t he ve r t e x of t he t rack, t o f i nd wh i c h
i t is neces s ar y t o know wh e t h e r i t l i es be t we e n t he t e r mi na l pos i t i ons or on an ext ens i on E or W of t he t rack. I f
t he a z i mu t h of e i t he r e nd is mor e t ha n 90 , t he ve r t e x of t he t r ack wi l l l i e on t he ext ens i on f r om t hat pos i t i on.
I n cases whe r e t her e is no doubt whe t he r t he a z i mut h is mor e or less t han 90 , i t ma y be wor ke d by t he " s i n e " 40
f or mul a, b u t i n ot he r cases t he "- l og ha ve r s i ne " f or mul a s houl d be used.
1.16. Fo r mu l a e f or great c i r c l e s ai l i ng.
/
45
50
/
Spher i cal t r i angl e
Di a g r a m 2.
P = t he Pol e
F = pos i t i on " f r o m"
T = pos i t i on " t o "
p = gr eat ci r cl e t r ack
f = 90 Lat . T *
t = 90 Lat . F*
55
60
65
* T h e si gn is de t e r mi ne d b y t he na me of t he pol e and t he na me of t he l at i t ude of t he pl ace. Sa me n a me s
s ubt r a c t ; oppos i t e names , add. 70
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65
I n Di agr am 2, t he formul ae are expr essed as fol l ows:
Haver si ne f or mul a . . . havp = hav(t ~f ) + s i nf s i n t hav/ - - P.
s i n/ - - P s i nf s i n/ P si n t
Si ne formul a . . . s i n/ F = or s i n/ T
s i np s i np
-Log haversi ne formul a (in l ogari t hmi c form) . . .
log ha y/ - F = log cosec t + log cosecp + log hay [ f + (t ~ p)] + log hay I f - (t ~p)]
Working for distance by haversine formula. The fol l owi ng exampl e, of a t heoret i cal great circle passage f r om
Yokohama to Est r echo de Magal l anes (not feasible navigationally) serves to illustrate t he met hod of worki ng.
Yokohama (Posi t i on F) 34 49' N, 140 00' E. co-Lat . (t) 55 11'
Est r echo de Magal l anes (Posi t i on T) 52 25' S, 75 12' ~V. co-Lat . ( f ) 142 25'
d. Long. ( / P) 144 48' d. co- Lat . ( f ~ t) 87 14"
l oghav, d. Long. ( / P) 9' 958 36
log si n co-Lat . ( f ) 9' 785 27
log si n co-Lat . (t) 9"914 33
sum 9"657 96
ant i -l og of sum "454 96
hav. d. co-Lat . ( f ~ t) -475 87
hay di st ance (p) "930 83
di st ance (p) 149 30' = 8970 mi l es
Note: t he same di st ance, worked on t he i nt ernat i onal spheroi d, is 8973 miles.
Wor ki ng for di st ance by el ect roni c calculator, a mor e conveni ent f or mul a is: cos (p) = cos ( f ) cos ( t ) +
c os / _P si n ( f ) si n (t), care bei ng t aken over t he signs of f unct i ons of angles or angul ar di st ance, namel y
when t he angle is less t han 90 sine and cosine are bot h+, and for angles of mor e t han 90 sine is + and
cosi ne i s - .
Working for azi~nuth by sine formula. I n t he same exampl e:
log si n d. Long. ( / P)
log si n co-Lat . ( f )
Sum
log si n di st ance (p)
subt r act for log si n azi mut h
Azi mut h angle
Course
~omYokoha ma
144 48' 9"760 75
142 25' 9' 785 27
9' 546 02
149 30' 9' 705 47
9"840 55
at F 43 51'
f r om Est. de Magal l anes
9"760 75
(t) 55 11' 9"914 33
043 51' or 136 09'
9.675 08
9-705 47
9.969 61
at T 68 49'
068 49 or 111 11'
By i nspect i on, t he initial course coul d be 043 51' or 136 09' . A final course of 068 49' can be r ul ed out. I n
many cases of t hi s sort, t he quadr ant of t he azi mut h can be resol ved by pl ot t i ng on chart 5029 (Great Circle
Diagram) or on a gnomoni c chart , but t he worki ng by -log haversi ne fornml a is shown bel ow.
Wi t h reference to Di agr am 2, / --F is t he initial course, and t he worki ng is t herefore:
t = 55 11' log cosec 0"085 67
p = 149 30' log cosec 0"294 53
t - p = 94 19'
f = 142 25'
f +( t ~p) =236 44 ' -log hav 4"94445
f - (t ~p) = 48 06' k-log hav 4"610 16
log hav / - F 9"934 81 / F = 136 09'
70
An al t ernat i ve met hod, when }-l og haversi ne t abl es are not available, is by t he f or mul a
Hav/ - - F = ( ha vf - hay (t ~ p)) cosec t cosecp.
PLANNI NG A PASSAGE 5
f = 142 25'
( t ~ p ) = 94 19'
Na t . h a v 0"896 23
Na t . ha y 0"537 63
Na t . ha y 0"358 60 l og h a y 9"554 60
t = 55 11' l og cos ec 0"085 67
p - 149 30' l og cos ec 0"294 53
l og h a v / F 9- 934 80
/ - F = 136 09'
T h e s a me cour s e, wo r k e d o n t h e I n t e r n a t i o n a l Sp h e r o i d , i s 136 13' .
T h e i ni t i a l c our s e i s t h e r e f o r e 136 09' a n d t h e N v e r t e x of t he gr e a t ci r cl e t r a c k l i es o n t h e e x t e n s i o n of t h e
gr e a t ci r cl e W of Yo k o h a ma .
[Vorkingfor intermediate positions on the great circle track. I t was s t a t e d i n ar t i cl e 1. 15 t h a t c a l c u l a t i o n of
i n t e r me d i a t e pos i t i ons o n t h e t r a c k d e p e n d s u p o n t h e i r l o n g i t u d e E or W of t h e ve r t e x. At t h e ve r t e x, t h e t r a c k
l i es at r i g h t angl es t o t h e me r i d i a n , so t h e p r o b l e m cal l s f or t h e s ol ut i on of t h e r e q u i r e d n u mb e r of r i g h t - a n g l e d
s phe r i c a l t r i a ngl e s .
.P
t f
T
Gr e a t ci r cl e t r a c k
Di a g r a m 3.
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25
30
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45
I n Di a g r a m 3, t h e t r i a ngl e is r i g h t - a n g l e d at V. T h e f o r mu l a e u s e d f or f i n d i n g t h e pos i t i on of t he ve r t e x of
t he t r a c k ar e d e r i v e d f r o m Na p i e r ' s Rul e, a n d ar e as f ol l ows.
F o r t he l a t i t ude : cos ( La t . of ver t ex) = cos ( La t . F) s i n ( i ni t i al cour s e) .
F o r t he l o n g i t u d e : t a n (d. Lo n g . v e r t e x f r o m F) = cos ec ( La t . F) cot ( i ni t i al cour s e) .
Wo r k i n g f or l a t i t u d e :
l og cos La t . F ( 34 49' )
l og s i n i ni t i a l c our s e ( 136 09' )
9"914 33
9-840 59
l og cos ( La t . of ve r t e x)
La t i t u d e of v e r t e x 55 20' N
9- 754 92
Wo r k i n g f or l o n g i t u d e :
l og cos ec La t . F ( 34 49' )
l og cot i ni t i a l c our s e ( 136 09' )
0. 243 40
0"017 44
l og t a n d. Lo n g . v e r t e x f r o m F 0"260 84
d. Lo n g i t u d e of v e r t e x f r o m F 61 15' W ( by i n s p e c t i o n of i ni t i a l cour s e)
Lo n g i t u d e of F 148 00' E
Lo n g i t u d e of v e r t e x 78 4 5 ' E
50
55
60
70
POWER VESSEL ROUTES
Plotting the track. T o pl ot t h e i n t e r me d i a t e pos i t i ons o n t h e gr e a t ci r cl e t r ack, i t i s n e c e s s a r y t o f i nd t h e l a t i t ude
i n wh i c h t h e t r a c k cr os s es a s er i es of me r i d i a n s at g i v e n i nt e r va l s of l o n g i t u d e ( say 10 ) f r o m t h e ve r t e x. T h e
f o r mu l a u s e d i s
cot ( r e q u i r e d La t . ) = cot ( La t . of ve r t e x) sec (d. Lo n g . f r o m ve r t e x)
Po s i t i o n F
1. d. Lo n g . f r o m v e r t e x 61 15' 71 15' 81 15' 91 15'
2. Lo n g i t u d e 140 00' E 150 00" E 160 00' E 170 00' E
3. l og cot ( La t . of ve r t e x) 9' 839 54 9"839 54 9"839 54
4. l og sec (d. Lo n g . f r o m ve r t e x) 0"492 90 0. 817 80 1' 661 20
5. l og c ot ( r e q u i r e d La t . ) 0"332 44 0- 657 34 1"500 74
6. La t i t u d e 34 49' N 24 57' N 12 24' N 1 48' S
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20
T h e t r a c k c a n t h e n be p l o t t e d t h r o u g h t h e pos i t i ons g i v e n b y l i ne s 6 a n d 2.
T h e s a me f o r mu l a e c a n b e u s e d t o d e t e r mi n e t h e l ongi t ude s i n wh i c h t he t r a c k c ut s a ser i es of gi ve n l a t i t ude s .
T h e b a c k g r o u n d s of t h e f o r mu l a e u s e d f or t he s e a n d o t h e r p r o b l e ms c o n n e c t e d wi t h gr e a t ci r cl e s ai l i ng ar e
g i v e n i n Admiralty Manual of Navigation.
1. 17. R h u mb L i n e s a i l i n g . A r h u mb l i ne, or l oxodr ome , i s a l i ne o n t h e e a r t h ' s s ur f a c e wh i c h c ut s al l me r i d i a n s
25 a t a c o n s t a n t angl e. I t t h e r e f o r e pl ot s o n a Me r c a t o r c h a r t as a s t r a i g h t l i ne.
R h u mb l i ne d i s t a n c e s t a k e n f r o m a Me r c a t o r c h a r t ar e o n l y a c c e pt a bl e i f me a s u r e d o n t h e l a t i t ude , or di s t a nc e ,
scal e of t h e c h a r t wi t h i n t h e b a n d of l a t i t ude c o v e r i n g t h e di s t a nc e i n que s t i on, a n d wh e n t h e di f f e r e nc e of
l a t i t ude i s n o t gr eat . Wi t h s ma l l - s c a l e c h a r t s a n d a l ar ge di f f e r e nc e of l a t i t ude , c o n s i d e r a b l e e r r or s ma y oc c ur
u n l e s s gr e a t car e i s t a k e n i n u s i n g t h e l a t i t ude scal e, pa r t i c ul a r l y i n h i g h l a t i t ude s .
30 Di s t a n c e s of u p t o 600 mi l e s ma y b e c a l c ul a t e d wi t h o u t a p p r e c i a b l e e r r o r b y t he us e of p l a n e s a i l i ng f or mul a e ,
i n wh i c h
d e p a r t u r e
t a n c our s e =
di f f e r e nc e of l a t i t ude
35
40
45
50
55
60
65
70
d e p a r t u r e = di f f e r e nc e of l o n g i t u d e x cos i ne me a n l a t i t ude
di f f e r e nc e of l a t i t ude
di s t a nc e =
cos i ne c our s e
Z
/
M ,
"~
n' --~o ~KK
2 :
" ~ . ~ ~
p '
Sh a p e of t he E a r t h
Di a g r a m 4. P AP ' A' i s t h e el l i pt i cal s e c t i on of t h e Ea r t h .
KM i s t h e t a n g e n t t o t h e me r i d i a n at M.
L MZ i s t h e ve r t i c a l at M.
/ MOA i s t h e ge oc e nt r i c l a t i t ude of M.
/ ML A i s t h e ge ogr a phi c a l l a t i t ude of M.
/ OML i s t h e r e d u c t i o n f r o m g e o g r a p h i c a l t o ge oc e nt r i c l a t i t ude .
PLANNI NG A PASSAGE
P
j J r .
/ / . . . . . . . . . . . . . . . . . T \ ,
/ \ \
/ \,
i ~ t . ; / ~ _ \
/ "} X
/ \ ' , ,
/ /
[ , ~'~
i" w F ~ . . . . . . . . . . . . . . . . _ . . . . G
g
/
'" ~ Q ' t . . . . . . R /
' , /
X X X ,,,x , ~
N ....
- ~ > . ~
~
/ ~
p'
R h u mb Li n e t r a c k
Di a g r a m5 . F T i s t h e r h u mb l i n e cour s e.
XY i s t h e me a n l a t i t ude of F T .
UV i s t h e mi d d l e l a t i t ude of F T .
T h e Tr a v e r s e t a bl e ma y b e u s e d f or o b t a i n i n g d e p a r t u r e , di f f e r e nc e of l a t i t ude , a n d c our s e f or di s t a nc e s u p
t o 600 mi l es , b a s e d o n t h e p l a n e r i g h t - a n g l e d t r i a ngl e , i f t h e a r i t h me t i c a l me a n of t h e t e r mi n a l l a t i t ude s i s u s e d
wh e n o b t a i n i n g t h e d e p a r t u r e . T h i s me t h o d i s n o t s t r i c t l y accur at e, b u t mo r e so t h a n t h e p r o b a b l e a c c ur a c y
of n a v i g a t i o n .
F o r p r o b l e ms d e ma n d i n g accur acy, i t i s i mp o r t a n t t h a t a l l owa nc e s h o u l d b e ma d e f or t h e s h a p e of t he e a r t h.
T h i s e nt a i l s f i r st l y a n a d j u s t me n t t o t h e t e r mi n a l l a t i t ude s t o r e d u c e t h e m f r o m c h a r t e d or " g e o g r a p h i c a l "
val ues t o " g e o c e n t r i c " , see Di a g r a m 4, a n d t h e n a n a d j u s t me n t t o t he r e s u l t i n g " me a n " l a t i t ude t o c o n v e r t i t t o
" mi d d l e " l a t i t ude . T h e f i r st c o r r e c t i o n al l ows f or t h e c o mp r e s s i o n of t h e axi s ; i t i s t a b u l a t e d i n va r i ous books
of Na u t i c a l t a bl e s a n d ha s a gr e a t e s t va l ue of - 1 1 " 44", at l a t i t ude 45 , f or a c o mp r e s s i o n of ~5~=a-~3 T h e s e c o n d
c or r e c t i on c onve r t s t h e me a n l a t i t ude a ppl i c a bl e t o a p l a n e s ur f ace t o t h a t a ppl i c a bl e t o t h e s phe r e , a n d i s n e e d e d
be c a us e t he c o n v e r g e n c y of t h e me r i d i a n s var i es a p p r o x i ma t e l y as t h e s i ne of t h e l a t i t u d e ; i t i s al so t a b u l a t e d
a n d t he c o r r e c t e d r e s ul t i s p r o p e r l y cal l ed " mi d d l e " l a t i t ude , see Di a g r a m 5.
10
15
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25
30
35
40
Example. T o f i nd t h e mi d d l e l a t i t ude f or t e r mi n a l l a t i t ude s of 38 17' 00" a n d 57 29' 00" :
T e r mi n a l l a t i t ude 38 17' 00" 57 29' 00"
Re d u c t i o n - - 11 24 - - 10 39
Re d u c e d l a t i t ude 38 05 16 57 18 21
57 18 21 38 05 16
S u m 95 23 37 di f f e r e nc e 19 13 05
Me a n r e d u c e d l a t i t ude
Co r r e c t i o n t o me a n l a t i t ude
47 41 48
+ 51 00
48 32' 48" Mi d d l e l a t i t ude
45
50
55
F o r di s t a nc e s i n excess of 600 mi l e s r h u mb l i ne p r o b l e ms s h o u l d b e wo r k e d u s i n g me r c a t o r s ai l i ng f o r mu l a e 60
a n d me r i d i o n a l par t s .
T h e me r i d i o n a l p a r t s of a ny l a t i t ude ar e t he n u mb e r of l o n g i t u d e u n i t s of 1' e a c h i n t h e l e n g t h of t he me r i d i a n
b e t we e n t h e par al l el of t h a t l a t i t ude a n d t h e e qua t or . T h e y ar e t a b u l a t e d i n books of n a u t i c a l t abl es . S o me
t a bl e s ar e f or t he s p h e r e wi t h a c o r r e c t i o n t a bl e f or t h e s p h e r o i d ; o t h e r s t a b u l a t e t h e me r i d i o n a l p a r t s f or t he
s phe r oi d, us ua l l y f or a c o mp r e s s i o n of ~-a~x~B ( Cl a r ke ' s f i gur e of t h e e a r t h, 1880). T h e l a t i t ude o n t he s p h e r e 65
f or a gi ve n n u mb e r of me r i d i o n a l pa r t s wi l l be s l i ght l y l ess t h a n t h e l a t i t ude f or t he s a me n u mb e r of me r i d i o n a l
pa r t s on t h e s phe r oi d, b y t h e a mo u n t g i v e n above.
I t s h o u l d b e n o t e d t h a t t h e I n t e r n a t i o n a l Sp h e r o i d , o n wh i c h t he di s t a nc e s gi ve n i n Ocean Passages for the
World a n d Admiralty Distance Tables ar e wor ke d, ha s a c o mp r e s s i o n of ~; v. ~ b u t , f or pas s age p u r p o s e s , t h e
di f f er ences r e s u l t i n g f r o m t h e us e of o t h e r c o mmo n l y u s e d c o mp r e s s i o n f i gur es ar e i ns i gni f i c a nt . 70
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POWER VESSEL ROUTES
M
d Lat i
D. M. P.
d Long T
__ ~ ~
/
/
/
/ /
/
/
//~%~?~@~
/
/
/
F
Mer i di onal Part s
Di agr am 6.
I n Di agr am 6, FT is a r humb line. FM r epr esent s t he di fference of l at i t ude and t he di fference of meri di onal
part s bet ween F and T, and MT r epr esent s t he di fference of l ongi t ude. Si nce t he uni t s of l ongi t ude and mer i -
di onal part s are t he same, t he course may be f ound f r om t he formul a
d. Long.
t an (course)
D. M. P.
and t he di st ance, si nce t he uni t s of l at i t ude and di st ance are t he same, may be f ound f r om t he formul a
di st ance = d. Lat . sec (course).
Example. To fi nd t he r humb l i ne course and di st ance bet ween (F) 8 10' N, 109 30' E and (T) 34 22' N,
138 52' E.
Geographi cal Lat . F 8 10:0 N Lat . T 34 22.'0 N
Reduct i on for spher oi d* - - 3.3 - 10.9
Geocent r i c Lat . F 8 06.7 N T 34 11.1 N
34 11.1 N
di fference (d. lat.) 26 04:4 = 1564"4 mi l es
* I f Mer i di onal Par t t abl es are for t he Sphere.
Geocent r i c Lat . F 8 06.'7 N met . part s 488' 34 Long. F 109 30' E
Geocent r i c Lat . T 34 11:1 N mer. part s 2184' 88 Long. T 138 52' E
d. Lat . 26 04:4 D. M. P. 1696"54 d. Long. 29 22' E
(1564"4 miles) (1762' )
Note: The mer i di onal part s are t aken f r om Inman's Nautical Tables whi ch t abul at es for t he t rue sphere.
t an (course) d. Long. _ 1762 log 1762
D. M. P. 1696"54 log 1696.54
course 046 05'
di st ance = d. Lat . sec (course)
= 1564.4 sec 46 05'
= 2255' 4 mi l es
3"246 01
3"229 55
log t an (course) 0' 016 46
log 1564"4 3"194 35
log sec 46 05" 0' 158 88
log di st ance 3' 353 23
70
By cal cul at i on on t he I nt er nat i onal Spher oi d, course is 046 05' , and di st ance is 2258.5 miles.
The backgr ounds of t he formul ae used in pr obl ems connect ed wi t h r humb line sailing are gi ven i n
Admiralty Manual of Navigation.
P L A N N I N G A P A S S A GE
GENERAL MARI TI ME METEOROLOGY
1.21. At mo s p h e r i c Pr e s s ur e . The at mospher e, by reason of its wei ght , exert s a pr essur e on t he surface of t he
eart h. Thi s pr essur e is nor mal l y measur ed in millibars, t he mean value at sea level bei ng ar ound 1013 mb.
Thi s pr essur e is in cert ai n places s emi - per manent l y above t he mean, whi l e in ot her places it is s emi - per ma-
nent l y bel ow t he mean. Thes e pl aces are r ef er r ed to as regi ons of hi gh and low pressure respect i vel y. Ther e are
also t empor ar y areas of hi gh or l ow pressure.
1.22. Wi nd. Because of t he rot at i on of t he eart h, air whi ch is dr awn t owards a cent re of l ow pr essur e is defl ect ed
to t he r i ght i n t he N hemi s pher e and to t he left in t he S hemi spher e. The resul t is an ant i -cl ockwi se ci rcul at i on 10
of wi nd ar ound an area of l ow pr essur e in t he N hemi spher e and a clockwise ci rcul at i on in t he S hemi spher e.
Ci rcul at i ons ar ound areas of l ow pressure are t er med cyclonic. Conversel y, t he wi nd ci rcul at es in a clockwise
di rect i on ar ound an area of hi gh pr essur e in t he N hemi spher e and in an ant i -cl ockwi se di rect i on in t he S
hemi spher e, such ci rcul at i ons bei ng t er med ant i cycl oni c.
The st r engt h of t he wi nd at any gi ven t i me depends upon t he pr essur e gradi ent , i.e. on t he spaci ng of t he 15
i sobars. Isobars are l i nes whi ch j oi n t oget her places whi ch at t he same t i me have equal bar omet r i c pr essur e
( r educed to sea level) and are anal ogous to t he cont our l i nes of a map ; t he closer t hey are t oget her t he great er
t he pr essur e gr adi ent and t he st r onger t he resul t i ng wi nd.
Surface fri ct i on has t wo effects on t he wi nd. Fi rst l y it causes a r educt i on in t he st r engt h of t he wi nd at t he
surface and secondl y it causes t he wi nd to be defl ect ed some 10 to 20 across t he isobars, i nwar ds t owar ds t he 20
cent re of l ow pr essur e or out war ds away f r om t he cent re of hi gh pressure. Buys Bal l ot ' s Law sums t hi s up as
fol l ows: I f you face t he wi nd t he cent re of l ow pr essur e will be f r om 90 to 135 on your ri ght hand in t he N
hemi spher e, and on your left hand in t he S hemi spher e. Di agr am 7 shows t he di st ri but i on of pr essur e and
t he wi nds whi ch woul d resul t over a feat urel ess earth.
N
Pol ar East erl i es
HIGH
Wes t er l i es
Vari abl es
N. E. Trades
~Eqimtorial Trough
( Dol dr ums )
S. E. Trades
Vari abl es
Roari ng
W e s t e r h e s ( F o r t i e s )
Pol ar East erl i es
j L o . /
.//~.HIGH
~ ~
~ L O W ~
~
"" H I G N
" ~kOW
S
Pr essur e and Wi nd Belts
Di agr am 7-
25
30
35
40
45
50
55
1.23. Ef f ect o f di s t r i but i o n o f l a nd a nd sea. The effect of large l and masses is to modi f y consi derabl y t he
areas of pressure and t he wi nd, as shown in t he di agram. The bel t s of hi gh pressure ar ound 30 N and 30 S
are spl i t i nt o separat e cells of hi gh pr essur e (anticyclones) si t uat ed over t he E par t of each of t he oceans. The
bel t of low pr essur e ar ound 60 N is si mi l arl y modi fi ed i nt o separat e areas of l ow pr essur e si t uat ed near Icel and
and t he Al eut i an Isl ands. I n t he S hemi spher e t her e is little or no l and in t he area covered by t hi s l ow pr essur e 60
bel t and consequent l y it ext ends al most ~vithout i nt er r upt i on ar ound t he eart h. See Wor l d Cl i mat i c Char t s
5301, 5302.
Super i mposed upon t hese modi fi cat i ons t her e is a t endency for pr essur e to become relatively hi gh over l and
masses in wi nt er and relatively l ow i n summer . Such seasonal changes in pr essur e di st r i but i on can pr oduce
large scale modi fi cat i ons to wi nds over nei ghbour i ng oceani c regi ons, a not abl e exampl e bei ng t he Mons oon 65
ci rcul at i on over t he I ndi an Ocean.
1.24. Ef f ect s o f var i at i ons i n s un' s de c l i na t i o n. The annual movement of t he sun i n decl i nat i on causes t he
bel t s of pressure and t hei r associ at ed wi nds to move t owards each pol e dur i ng its summer .
Thi s oscillation amount s to some 4 of l at i t ude and it lags some 6 to 8 weeks behi nd t he sun. 70
10 P OWE R V E S S E L R OUT E S
GENERAL CLI MATE
T h e d i s t r i b u t i o n of wi n d i s gi ve n i n Wo r l d Cl i ma t i c Ch a r t s 5301, 5302. I n a d d i t i o n t he s e s h o w t h e d i s t r i b u t i o n
of pr e s s ur e , sea s ur f a c e t e mp e r a t u r e , gal es, fog, c u r r e n t s a n d i ce. T h e not e s wh i c h f ol l ow s h o u l d be r e a d
c a r e f ul l y wh e n s t u d y i n g t h e s e c ha r t s .
10
15
20
25
1. 31. Th e Equat or i al Tr o ug h ( Do l d r u ms ) is a n ar ea of l ow pr e s s ur e s i t ua t e d b e t we e n t he T r a d e Wi n d s of t h e
t wo h e mi s p h e r e s . Ch a r a c t e r i s t i c f e a t ur e s of t h i s ar ea ar e l i ght a n d va r i a bl e ~vi nds a l t e r n a t i n g wi t h s qual l s ,
h e a v y r a i n a n d t h u n d e r s t o r ms . T h e T r o u g h va r i e s gr e a t l y i n wi d t h b o t h dai l y a n d s eas onal l y. T h e t y p e of
we a t h e r e x p e r i e n c e d al so var i es c ons i de r a bl y. At t i me s a s hi p ma y cr os s t h e T r o u g h a n d e xpe r i e nc e f i ne we a t he r ,
whi l e o n a n o t h e r c r os s i ng s qual l s a n d t h u n d e r s t o r ms ma y b e e n c o u n t e r e d . We a t h e r i n t he T r o u g h is ge ne r a l l y
~vorst wh e n t h e Tr a d e s ar e s t r onge s t . T h i s i s a h i g h l y s i mpl i f i e d a c c o u n t of a n ar ea wh e r e t he we a t h e r i s c o mp l i -
c a t e d a n d n o t c o mp l e t e l y u n d e r s t o o d . F o r a mo r e de t a i l e d d e s c r i p t i o n of t he Eq u a t o r i a l T r o u g h r e f e r e nc e mu s t
be ma d e t o me t e or ol ogi c a l t e xt books .
1. 32. Th e Tr ade Wi n d s bl ow o n e i t h e r s i de of t h e Eq u a t o r i a l Tr o u g h , NE ' l y i n t h e N h e mi s p h e r e a n d SE' l y
i n t h e S h e mi s p h e r e . T h e Tr a d e s b l o w wi t h gr e a t pe r s i s t e nc e a n d e a c h e mb r a c e s a z one of s ome 1200 mi l e s of
l a t i t ude . T r a d e Wi n d s , ho~vever, do n o t bl ow i n al l t h e oceans . T h e S o u t h - we s t Mo n s o o n wi n d s (see bel ow)
b l o w i n s t e a d i n t he Ea s t At l a nt i c , No r t h I n d i a n Oc e a n a n d t h e W p a r t of t h e No r t h Paci f i c Oc e a n. See Cl i ma t i c
Ch a r t f or J ul y. T h e aver age s t r e n g t h of t h e Tr a d e s i s a b o u t For c e 4, t h o u g h va r i a t i ons oc c ur b e t we e n di f f e r e nt
oc e a ns a n d at di f f e r e nt s eas ons . T h e we a t h e r i n T r a d e Wi n d z one s i s ge ne r a l l y f ai r ~vi t h s ma l l d e t a c h e d c u mu l u s
cl ouds . On t h e E s i des of t h e oc e a ns c l oud a mo u n t s a n d r a i nf a l l ar e s mal l , ~vhile o n t h e W s i des c l oud a mo u n t s
ar e l a r ge r a n d r a i nf a l l i s f r e q u e n t , b e i n g at t h e i r ma x i mu m i n s u mme r . Cl o u d a mo u n t s a n d t he f r e q u e n c y a n d
i n t e n s i t y of r a i n al l i nc r e a s e t o wa r d s t h e Eq u a t o r i a l T r o u g h . Po o r vi s i bi l i t y of t e n oc c ur s at t h e E e n d of t he
T r a d e Wi n d zones , due p a r t l y t o mi s t or f og f o r mi n g ove r t he c ol d c u r r e n t s a n d p a r t l y t o s a n d a n d d u s t b e i n g
c a r r i e d o u t t o sea b y pr e va i l i ng of f s hor e wi nds . At t he W e n d of t he z one s vi s i bi l i t y is good, e x c e p t wh e n r e d u c e d
i n r a i n. Fo g i s r ar e. I n c e r t a i n s e a s ons a n d i n c e r t a i n l ocal i t i es t h e ge ne r a l l y f ai r we a t h e r of t he Tr a d e s i s l i abl e t o
b e i n t e r r u p t e d b y t r opi c a l s t or ms . T h e s e ar e d e s c r i b e d i n det ai l i n ar t i cl e 1. 38.
30 1. 33. Va r i a b l e s . Ov e r t h e ar eas c ove r e d b y t he oc e a ni c a nt i c yc l one s , b e t we e n t he T r a d e Wi n d s a n d t he We s t e r -
l i es f a r t h e r t o wa r d t h e pol es, t h e r e exi s t z one s of l i ght a n d va r i a bl e wi n d s wh i c h ar e k n o wn as T h e Va r i a bl e s ,
a n d t h e N ar ea i s s o me t i me s k n o wn as t he Ho r s e La t i t u d e s (30 N- 4 0 N) . T h e we a t h e r i n t he s e z one s is ge ne r a l l y
f ai r wi t h s ma l l a mo u n t s of c l oud a n d r a i n.
35 1. 34. We s t e r l i e s . On t he pol a r s i des of t he oc e a ni c a nt i c yc l one s l i e z one s wh e r e t he wi n d di r e c t i on b e c o me s
p r e d o mi n a n t l y W' l y . Un l i k e t he Tr a d e s , t he s e wi nds , k n o wn as T h e We s t e r l i e s , ar e f ar f r o m p e r ma n e n t . T h e
c o n t i n u a l pas s age of de pr e s s i ons f r o m W t o E acr os s t he s e z one s caus es t he wi n d t o v a r y gr e a t l y i n b o t h d i r e c t i o n
a n d s t r e n g t h . Ga l e s ar e f r e q u e n t , es peci al l y i n wi nt e r . T h e xveat her c h a n g e s r a pi dl y a n d f i ne we a t h e r i s s e l d o m
p r o l o n g e d . Ga l e s ar e so f r e q u e n t i n t he S h e mi s p h e r e t h a t t h e z one , S of 40 S, ha s b e e n n a me d t h e Ro a r i n g
dO For t i e s .
I n t h e N h e mi s p h e r e f og i s c o mmo n i n t h e W pa r t s of t h e oc e a ns i n t hi s z one i n s u mme r . Ar e a s wh e r e f og
i s l i kel y a n d t hos e wh e r e i ce r na y be e n c o u n t e r e d ar e s h o wn o n t h e Cl i ma t i c Ch a r t s .
45
1.35. T h e P o l a r R e g i o n s wh i c h l i e o n t h e pol a r s i de of t he We s t e r l i e s ar e ma i n l y u n n a v i g a b l e o n a c c o u n t of i ce.
T h e p r e v a i l i n g ~vi nd i s ge ne r a l l y f r o m a n E' l y d i r e c t i o n a n d gal es ar e c o mmo n i n wi nt e r , t h o u g h l ess so t h a n
i n t h e z one s of t he We s t e r l i e s . T h e we a t h e r i s us ua l l y c l o u d y a n d f og i s f r e q u e n t i n s u mme r .
1. 36. S e a s o n a l wi n d s and mo n s o o n s . Ov e r c e r t a i n p a r t s of t h e oc e a ns t h e ge ne r a l d i s t r i b u t i o n of pr e s s ur e
a n d ~vi nd i n t he z one s d e s c r i b e d a bove is gr e a t l y modi f i e d b y t h e s eas onal h e a t i n g a n d cool i ng of a dj a c e nt l ar ge
50 l a n d mas s es . T h e a n n u a l r a n g e of sea t e mp e r a t u r e i n t h e o p e n oc e a n i s c o mp a r a t i v e l y s mal l , wh e r e a s l ar ge l a n d
ma s s e s b e c o me h o t i n s u mme r a n d col d i n wi nt e r . T h i s a l t e r na t e h e a t i n g a n d c ool i ng of t he l a n d r es ul t s i n t he
f o r ma t i o n of ar eas of lo~v a n d h i g h pr e s s ur e r es pect i vel y. T h i s r e d i s t r i b u t i o n of pr e s s ur e r e s ul t s i n a s eas onal
r e ve r s a l of t h e p r e v a i l i n g wi n d ove r t h e a dj a c e nt oceans . T h e mo s t i mp o r t a n t oc e a ni c ar eas s u b j e c t t o t he s e
s eas onal ~vi nds ar e t h e I n d i a n Oc e a n, We s t Paci f i c Oc e a n a n d t hos e a dj a c e nt t o t he coas t of We s t Af r i ca.
55 T h e s e a s ons of t h e p r i n c i p a l mo n s o o n s a n d t h e i r a ve r a ge s t r e n g t h s ar e s h mv n i n Ta b l e A o n
pa ge 12.
1. 37. De p r e s s i o n s . A de pr e s s i on, al so k n o wn f or s y n o p t i c p u r p o s e s as a l ow, a ppe a r s o n a s y n o p t i c c h a r t as a
s er i es of i s oba r s r o u g h l y c i r c ul a r or oval i n s hape, s u r r o u n d i n g a n ar ea of l ow pr e s s ur e . De p r e s s i o n s ar e f r e q u e n t
60 at sea i n mi d d l e l a t i t ude s a n d ar e r e s p o n s i b l e f or mo s t s t r o n g wi n d s a n d u n s e t t l e d we a t he r , t h o u g h n o t al l
d e p r e s s i o n s ar e a c c o mp a n i e d b y s t r o n g wi n d s . De p r e s s i o n s v a r y mu c h i n si ze a n d d e p t h . On e ma y b e o n l y
100 mi l e s i n d i a me t e r a n d a n o t h e r ove r 2000; one ma y ha ve a c e n t r a l pr e s s ur e of 960 mi l l i b a r s a n d a n o t h e r
1000 mi l l i ba r s .
Not e . T h e b r a c k e t e d e q u i v a l e n t s wh i c h f ol l ow r e f e r t o t h e S h e mi s p h e r e .
65 I n t h e N (S) h e mi s p h e r e t h e ~vi nds b l o w a r o u n d a n ar ea of l ow pr e s s ur e i n a n a nt i - c l oc kwi s e ( cl ockwi se)
di r e c t i on. T h e r e i s a s l i ght i n c l i n a t i o n acr oss t h e i s oba r s t o wa r d s t h e louver pr e s s ur e . T h e s t r e n g t h of t h e wi n d
i s cl osel y r e l a t e d t o t h e g r a d i e n t acr os s t h e i s obar s , t he cl os er t h e i s oba r s t h e s t r o n g e r t h e wi n d .
De p r e s s i o n s ma y mo v e i n a ny d i r e c t i o n t h o u g h ma n y mo v e i n a n E di r e c t i on, at s pe e ds v a r y i n g f r o m n e a r l y
s t a t i o n a r y t o 40 knot s . Occas i onal l y, d u r i n g t he mo s t act i ve s t age of i t s exi s t ence, a l ow ma y mo v e as f as t as
70 60 knot s . Lo ws n o r ma l l y l as t a r o u n d 4 t o 6 days a n d s l ow d o wn wh e n f i l l i ng.
( I )
A
COLD POLAR AIR
~WARM TROPICAL AIR
C
C AC = SURFACE BOUNDARY
OR FRONT
( 9
A .
B / f
SMALL WAVE
C DEVELOPING
AT B
(3)
CIRCULATION
AROUND B
AB ---- COLD FRONT
BC ---- WARM FRONT
Di ~r~m 8
Formation of Fronts in the N. Hemisphere.
NORTHERN
HEMISPHERE
COLD ~// ~
X ' . ~ ~
(WARM SECTOR)
(a) Plan of a Depression.
/ c o o
m
WARM
FRONT
SOUTHERN
HEMISPHERE
X ~ " ~ ( , WARM SECTOR)
- - ~ , ; , , ~
COLD
AIR
COLD
FRONT
PRECI PITATION
(b) Plan of a Depression.
X

~.c~ ~ . ~
~~ .-~
~o~o \ ~ ~ ~, ~, ~
A~ ~ ~ . ~ ~ ~ ~
COLD WARM SECTOR
FRONT
~
S
~ ~ , . . ~ , , ' , ~ : ~ ' , : . , ' ~ , ,!
~ ~ ~l ~ ~
~ , , ~ ~ ,, ~
WARM y
FRONT
< 500 MILES >
Diagram g
(c) Section through Depression at XY.
NORTHERN
HEMISPHERE
SOUTHERN
HEMISPHERE
( a) Plan o f an Oc c l u s i o n .
Y
W A R M
FRONT
COLD
FRONT
~ OCCLUSION
~ PRECIPITATION
X ~
( b ) Plan o f an Oc c l u s i o n .
Y
X
COL DER ' ~ ~ , , ' ~ = ~ ~ COLD
~1 ~ ~ I ~
~ 2 : ~ i ' , , - ~,~
~ , ~ ~ , , , , : , , . , : ,
',~, ~ ? . ~ ~,~'~ ~ ~ ~ , , ,~,~ , ~','~
OCCLUSION
Y
Diagram ~ I0
(c) Section through Occlusion at XY.
Fr ont s , wh i c h a c c ompa ny depr es s i ons , ar e f or me d, i n br i ef , as f ol l ows. I f t wo ai r masses f r om di f f er ent
r egi ons, s uch as t he pol ar a nd t r opi cal r egi ons, ar e br ought t oget her , t he sur f ace b o u n d a r y whe r e t he y me e t is
known as a f r ont . Fu r t h e r t her e is a t e nde nc y f or waves t o f or m on t hi s f r ont a nd s ome of t hes e waves de ve l op
i nt o depr essi ons. Th i s is s hown i n Di a g r a m 8, whe r e by st age 3 i t can be seen t hat t he depr es s i on has a c i r c u-
l at i on. T h e par t of t he f r ont ma r ke d AB is cal l ed a col d f r ont as al ong i t col d ai r is r epl aci ng wa r m ai r. T h e par t 5
ma r ke d BC is t he wa r m f r ont si nce al ong t hi s f r ont wa r m ai r is r e pl a c i ng col d ai r.
Oc e a ni c depr es s i ons us ual l y have one or mor e f r ont s e xt e ndi ng f r om t hei r cent r es, each f r ont r e pr e s e nt i ng a
bel t of ba d weat her , a c c ompa ni e d b y a ve e r ( backi ng) of wi nd, wh i c h mar ks t he change f r om t he we a t he r char ac-
t er i s t i c of one ai r mass t o t hat of t he ot her . Du r i n g t he fi rst t wo or t hr ee days of i t s exi st ence a depr es s i on has a
wa r m and a col d f r ont , t he ar ea be t we e n t he t wo be i ng known as t he wa r m sect or becaus e t he ai r has c ome f r o m 10
a wa r me r l ocal i t y t ha n t hat whi c h is out s i de t he sect or . Th i s is s hown i n Di a g r a m 9, (a) a nd (b). Wa r m ai r
is l i ght er t han col d ai r a nd i t ri ses over t he col d ai r ahead of t he wa r m f r ont as s hown i n Di a g r a m 9 (c). Th i s
causes c onde ns a t i on of t he wat er va pour i n t he wa r m air, f or mi ng at fi rst cl oud a nd l at er dr i zzl e or c ont i nuous
s t eady r ai n. T h e cl oud s pr eads out ahead of t he wa r m f r ont and t he hi ghe s t cl oud, ci r r us, is of t en about 500 mi l es
ahead of it. At t he r ear b o u n d a r y of t he wa r m sect or , known as t he col d f r ont , t he col d ai r is pus hi ng u n d e r t he 15
wa r m ai r f or c i ng t he l at t er t o as cend r api dl y. Th i s pr oces s is s ome t i me s vi ol ent e nough t o pr oduc e squal l s. T h e
r a pi d as cent of t he wa r m ai r causes t he moi s t ur e t o c onde ns e i n t he f or m of c u mu l o n i mb u s cl ouds ( s hower
cl ouds) , f r om wh i c h he a vy s hower s ma y fall.
T h e col d f r ont move s f ast er t ha n t he wa r m f r ont a nd gr adual l y over t akes it, caus i ng t he wa r m ai r t o be l i f t ed
up f r om t he sur f ace. Wh e n t hi s ha ppe ns t he depr es s i on is sai d t o be occl uded and t he f r ont s have me r g e d i nt o 20
a si ngl e f r ont , k n o wn as an occl usi on. Di a g r a m 10 shows t hi s. Onc e occl uded, depr es s i ons us ual l y b e c o me
l ess act i ve, s l ow down a nd s t ar t t o fill. Depr es s i ons nor ma l l y t r avel i n a di r ect i on a ppr oxi ma t e l y par al l el wi t h
t he i sobar s a nd t he di r ect i on of t he wi nd i n t he wa r m sect or .
T h e f ol l owi ng is a br i e f gener al des cr i pt i on of depr es s i ons a nd t he associ at ed we a t he r i n t e mpe r a t e or mi ddl e
l at i t udes of t he t wo he mi s phe r e s . I t mus t be emphas i s ed, however , t hat i ndi vi dua l depr es s i ons i n di f f er ent 25
l ocal i t i es di f f er c ons i de r a bl y f r om one a not he r accor di ng t o t he t e mpe r a t ur e a nd h u mi d i t y of t he ai r cur r ent s
of whi c h t he y ar e c ompos e d a nd t he na t ur e of t he sur f ace over whi c h t he y ar e t r avel l i ng.
T h e a ppr oa c h of a depr es s i on is i ndi cat ed by a f al l i ng bar omet er . I n t he N (S) he mi s phe r e , i f a depr es s i on is
a ppr oa c hi ng f r om t he W and pas s i ng t o t he N (S) of t he shi p, cl ouds appear on t he W hor i zon, t he wi n d shi f t s
t o a S W ( NW) or S ( N) di r e c t i on a nd f r eshens, t he cl oud l ayer gr adual l y l ower s and f i nal l y dr i zzl e, r ai n or s now 30
begi ns. I f t he de pr e s s i on is not occl uded, af t er a pe r i od of c ont i nuous r ai n or s now t her e is a ve e r ( backi ng) of
t he wi n d at t he wa r m f r ont . I n t he wa r m sect or , t he t e mpe r a t ur e ri ses, t he r ai n or s now eases or st ops, vi s i bi l i t y
is us ual l y mo d e r a t e a nd t he sky over cas t wi t h l ow cl oud. T h e passage of t he col d f r ont is ma r k e d by t he a ppr oa c h
f r om t he W of a t hi ck ba nk of c l oud ( whi ch howe ve r c a nnot us ual l y be seen becaus e of t he c us t oma r y l ow
over cas t sky i n t he wa r m sect or ) , a f ur t he r ve e r ( backi ng) of wi nd t o W or NW ( SW) s ome t i me s wi t h a s udde n 35
squal l , r i s i ng pr es s ur e, fal l of t e mpe r a t ur e , s qual l y s hower s of r ai n, hai l or snow, a nd i mp r o v e d vi s i bi l i t y e xc e pt
dur i ng shower s. T h e squal l y, s howe r y we a t he r wi t h a f ur t he r ve e r ( backi ng) of wi nd a nd a dr op i n t e mpe r a t ur e
ma y r e c ur whi l e t he depr es s i on r ecedes owi ng t o t he passage of a not he r col d f r ont or occl usi on. I f t he depr es s i on
is occl uded, t he occl us i on is pr e c e de d by t he cl oud of t he wa r m f r ont ; t her e ma y be a pe r i od of c ont i nuous r ai n
ma i nl y i n f r ont of and at t he l i ne of t he occl usi on, or a s hor t er pe r i od of heavy r ai n ma i nl y be hi nd t he occl usi on, 40
accor di ng as t he ai r i n f r ont of t he occl us i on is col der or wa r me r t han t he ai r be hi nd it. T h e r e ma y be a s udde n
ve e r ( backi ng) of wi n d at t he occl usi on.
Of t e n a not he r depr es s i on f ol l ows 12 t o 24 hour s l at er, i n wh i c h e ve nt t he ba r ome t e r begi ns t o fal l agai n a nd
t he wi n d backs t owar ds S W ( NW) , or even S ( N) .
I f a depr es s i on t r avel l i ng E or NE ( SE) is pas s i ng S ( N) of t he shi p, t he wi nds i n f r ont of i t ar e E a nd t he y 45
back (veer) t hr ough NE ( SE) t o N (S) or NW ( SW) ; changes of di r ect i on ar e not l i kel y t o be so s udde n as on
t he S ( N) si de of t he depr es s i on. I n t he r ai n ar ea t her e is of t en a l ong pe r i od of c ont i nuous r ai n and unpl e a s a nt
we a t he r wi t h l ow cl oud. I n wi nt e r i n t he col der r egi ons t he we a t he r is col d a nd r aw and pr eci pi t at i on is of t en
i n t he f or m of snow.
Wi n d s ma y be t e mpor a r i l y l i ght a nd var i abl e near t he cent r e of a depr es s i on but r api d changes t o s t r ong or 50
gal e f or ce wi nds ar e l i kel y as pr es s ur e begi ns t o ri se and t he l ow move s away.
Some t i me s i n t he ci r cul at i on of a l ar ge depr essi on, us ual l y on t he equat or i al si de and of t en on t he col d f r ont ,
a s econdar y depr es s i on devel ops , t r avel l i ng i n t he s ame di r e c t i on as t he pr i ma r y but us ual l y mor e r api dl y. T h e
s econdar y of t en de e pe ns whi l e t he or i gi nal depr es s i on fills. Be t we e n t he pr i ma r y and t he s econdar y depr essi ons,
t he wi nds ar e n o t as a r ul e s t r ong b u t on t he f a r t he r si de of t he s econdar y, us ual l y t he S ( N) si de, wi nds ar e 55
l i kel y t o be s t r ong a nd t he y ma y r each gal e f or ce. Th u s t he d e v e l o p me n t of a s econdar y ma y cause gal es f a r t he r
f r om t he pr i ma r y t ha n was t h o u g h t l i kel y, whi l e t her e ma y be onl y l i ght wi nds whe r e gal es wer e expect ed.
1. 38. T r o p i c a l s t o r ms ar e s t or ms whi c h bl ow r o u n d an area of l ow pr es s ur e i n a di r ect i on wh i c h is ant i - cl ock-
wi se i n t he N he mi s phe r e a nd cl ockwi se i n t he S he mi s phe r e . T h e wi nd does not r evol ve a r ound t he cent r e of 60
t he l ow pr es s ur e i n c onc e nt r i c ci r cl es b u t has a spi r al mo v e me n t i nwar ds, t owar ds t he cent r e.
A t r opi cal s t or m is n o t so ext ens i ve as t he depr es s i ons of hi ghe r l at i t udes but , wi t hi n 75 mi l es or so of t he
cent r e, t he wi n d is of t en f ar mor e vi ol ent , a nd t he hi gh and conf us ed seas ne a r t he cent r e ma y cause cons i der abl e
damage even t o l ar ge and wel l f ound shi ps. T h e da nge r is st i l l gr eat er wh e n shi ps ar e caught i n r es t r i ct ed wat er s
wi t hout a de qua t e r o o m t o ma noe uvr e . Du e t o t or r ent i al r ai n a nd s heet s of al mos t c ont i nuous s pr ay vi s i bi l i t y 65
near t he s t or m cent r e ( but out s i de t he eye) is al mos t ni l . Wi t h i n 5 t o 10 mi l es of t he cent r e t he wi nd is l i ght or
mode r a t e a nd var i abl e, t he sky is cl ear or par t i al l y so, and t her e is a heavy, s ome t i me s mount a i nous , conf us ed
s wel l ; t hi s ar ea is known as t he eye of t he s t or m.
T h e l ocal i t i es, seasons, aver age f r e que nc i e s a nd l ocal na me s of t hes e s t or ms ar e s hown i n Ta b l e A. T h e y ar e
mos t f r e q u e n t dur i ng t he l at e s u mme r and ear l y a u t u mn a nd ar e c ompa r a t i ve l y r ar e i n t he S h e mi s p h e r e f r om 70
12
P OWE R VE SSE L ROUT E S

I
I
O
Z

Z
O
O
o j

Z
m~
P L A N N I N G A P A S S A GE
13
mi d-May to November and in the N hemisphere from mi d-November to mi d-June. It should be remembered
however that no mont h is entirely safe and that storms can occur at any time.
The locating of tropical storms has greatly improved in recent years with the aid of weather satellites, a typical
satellite picture being shown in Diagram 11. Once identified by satellite, tropical circulations are carefully
tracked and in some areas, e.g. the seas around the West Indies and the Philippines, weather reconnaissance 5
aircraft fly into these circulations to measure characteristics such as wind speed and pressure. Warnings of the
position, intensity and expected movement of each circulation are then broadcast at regular intervals (see
Admi ral t y Li st of Radio Signals), the following terms being then generally used to describe tropical circulations.
Tropical Depression: Winds of Force 7 and less. 10
Tropical Storm : Winds of Force 8 and 9.
Severe Tropical St orm: Winds of Force 10 and 11.
Cyclone, Typhoon, Hurricane, etc. : Winds of Force 12 and over.
Tropical storms generally originate between the latitudes of 7 and 15 , though some form nearer the equator. 15
Those which affect the W part of the Pacific, South Indian and Nort h Atlantic Oceans are usually first reported
in the W parts of these oceans, though there are exceptions, such as in the Nort h Atlantic during August and
September when an occasional storm begins near Cape Verde Islands. In the N hemisphere they move off in a
direction bet~veen 275 and 350 , though most often within 30 of due W. When near the latitude of 25 they
usually recurve away from the equator and, by the time they have reached a latitude of 30 , the track (or path
as it is more usually called) is NE. In the S hemisphere they move off in a WSW to SSW direction (usually the 20
former), recurve between latitudes of about 15 to 20 , and thereafter follow a SE path. Many storms, however,
do not recurve but continue in a WNW (WSW) direction until they reach a large land mass where they fill
quickly.
The speed of the storms is usually about 10 knots in their early stages, increasing a little with latitude but
seldom achieving 15 knots before recurring. A speed of 20 to 25 knots is usual after recurving though speeds 25
of over 40 knots have been known. Storms occasionally move erratically, at times making a complete loop, but
when this happens their speed is usually less than 10 knots.
Winds of force 7 are likely up to 200 miles from the centre of the storm and winds of gale force 8 up to 100
miles from the centre, at latitudes of less than 20; but by a latitude of 35 these distances may be doubled
though wind force near the centre may be diminished. Hurricane force winds are likely within 75 miles of the 30
storm centre in the tropics and gusts exceeding 175 knots have been reported.
As already stated, warning of the position, intensity and expected movement of a storm is given by radio at
frequent intervals. Sometimes, however, there is insufficient evidence for an accurate warning, or even a general
warning to be given and then ships must be guided by their own observations. The first of the following observa-
tions is by far the most reliable indication of the proximity of a storm, within 20 or so of the equator. It should 35
be borne in mind, however, that very little warning of the approach of an intense storm of small diameter may
be expected.
Precursory signs of tropical storms.
If a corrected barometer reading is 3 millibars or more below the mean for the time of the year, as shown 40
in the climatic atlas or appropriate volume of Admiralty Sailing Directions, suspicion should be aroused
and action taken to meet any development. The barometer reading must be corrected not only for height,
latitude, temperature and index error (if mercurial) but also for diurnal variation, as given in the climatic
atlas or appropriate volume of Admiralty Sailing Directions. If the corrected reading is 5 millibars or
more below normal it is time to consider avoiding action for there can be little doubt that a tropical storm 45
is in the vicinity. Because of the importance of pressure readings it is wise to read the barometer hourly
in areas affected by tropical storms.
An appreciable change in the direction or strength of the wind.
A long, low swell is sometimes evident, proceeding from the approximate bearing of the centre of the
storm. Thi s indication may be apparent before the barometer begins to fall. 50
Extensive cirrus cloud followed, as the storm approaches, by altostratus and then broken cumulus or scud.
Radar may give warning of a storm within about 100 miles. Diagram 12 gives an idea of how the areas of
precipitation around a tropical storm may appear on radar in the N hemisphere. At times the eye of the
storm can be clearly seen. It is surrounded by a large area of moderate or heavy rain and outside this area 55
the belts of rain are arranged in bands as shown. Diagram 13 shows hurricane Camille in August 1969
approaching New Orleans from S. Winds of 120 to 130 knots were estimated in the circulation of this
hurricane.
By the time the exact position of the storm is given by radar, the ship is likely to be already experiencing
high seas, and strong to gale force winds. It should be in time, however, to enable the ship to avoid the eye 60
and its vicinity, where the worst conditions exist.
Not e: Under regulations drawn up by the International Convention for the Safety of Life at Sea, it is the
duty of every ship suspecting the presence or formation of a tropical storm immediately to inform other vessels
and shore authorities by all means at her disposal. Weather reports should be made by radio at frequent intervals
giving as much informatioon as possible, especially corrected barometer readings (but not corrected for diurnal 65
variation). If the barometer readings are uncorrected this fact should also be stated in the signal.
To decide the best course of action if a storm is suspected in the vicinity, the following knowledge is necessary:
(a) The bearing of the centre of the storm.
(b) The path of the storm. 70
Sat el l i t e pi c t ur e of Ty p h o o n ' El s i e ' of f T' a i - wa n , Se p t e mb e r 1969
Di a g r a m 11.
TRACK
OF
CENTRE
..... ~ . .......... ~ ! ! ~ . , ~ : ~ . . E ~ Eye o f S t o r m
~ ~ : ~
~ ~:~!,~ ' ~ ~
,:~, ~
~ ~i:~:~~":~':~!i~.:~.~i~ ~ ~
~ ...... ~ ~ ~
Pr e c i pi t a t i on areas s hown b y r adar
Di a g r a m 12.
Ra da r Pr e s e nt a t i on of Hu r r i c a n e ' Ca mi l l e '
Di a g r a m 13.
P L A N N I N G A P A S S A GE 15
I f a n o b s e r v e r f aces t h e wi n d , t h e c e n t r e of t h e s t o r m wi l l b e f r o m 100 t o 125 o n hi s r i g h t h a n d s i de i n t h e
N h e mi s p h e r e wh e n t h e s t o r m i s a b o u t 200 mi l e s away, i . e. wh e n t h e b a r o me t e r ha s f al l en a b o u t 5 mi l l i b a r s a n d
t h e wi n d ha s i n c r e a s e d t o a b o u t f or ce 6. As a r ul e, t h e n e a r e r h e i s t o t h e c e n t r e t h e mo r e n e a r l y doe s t h e a ngl e
a p p r o a c h 90 . T h e p a t h of t h e s t o r m ma y b e a p p r o x i ma t e l y d e t e r mi n e d b y t a k i n g t wo s u c h b e a r i n g s s e p a r a t e d
b y a n i nt e r va l of 2 t o 3 h o u r s , a l l owa nc e b e i n g ma d e f or t h e mo v e me n t of t h e s hi p d u r i n g t h e i nt e r va l . I t c a n 5
ge ne r a l l y be a s s u me d t h a t t h e s t o r m i s n o t t r a ve l l i ng t o wa r d s t h e e q u a t o r a nd, i f i n a l owe r l a t i t ude t h a n 20 ,
i t s p a t h i s mo s t unl i ke l y t o h a v e a n E c o mp o n e n t . On t h e r a r e oc c a s i ons wh e n t h e s t o r m i s f ol l owi ng a n u n u s u a l
p a t h i t i s l i kel y t o b e mo v i n g sl owl y.
Di a g r a m 14 s hows t ypi c a l p a t h s of t r opi c a l s t o r ms a n d i l l us t r a t e s t h e t e r ms " d a n g e r o u s " a n d " n a v i g a b l e "
s e mi c i r c l e . T h e f o r me r l i es o n t h e s i de of t h e p a t h t o wa r d s t h e us ua l d i r e c t i o n of r e c u r v a t u r e , i . e. t h e r i g h t 10
h a n d s e mi c i r c l e i n t h e N a n d t h e l ef t h a n d s e mi c i r c l e i n t h e S h e mi s p h e r e . T h e a d v a n c e q u a d r a n t of t h e d a n g e r o u s
s e mi c i r c l e ( s h o wn s h a d e d ) i s k n o wn as t he d a n g e r o u s q u a d r a n t as t h i s q u a d r a n t l i es a h e a d of t h e c e nt r e . T h e
n a v i g a b l e s e mi c i r c l e i s t h a t wh i c h l i es o n t he o t h e r s i de of t he p a t h . A s hi p s i t u a t e d wi t h i n t h i s s e mi c i r c l e wi l l
t e n d t o b e b l o wn a wa y f r o m t h e s t o r m c e n t r e a n d r e c u r v a t u r e of t h e s t o r m wi l l i nc r e a s e h e r di s t a nc e f r o m t h e
c e nt r e . 15
:5
C~t t
2 0 O N . /
x

x ~ . - . . . .
/ / ~ - _ ~ ~ ~ ~
~
E V A S I O N
. ~ P o s s i b l ~ " ~" t ".b. TRACK
- - - . _ . . - e Wath ~ / r /
. ~ ~ ~ ] ~ ~
. . . . . . . .
222c:-'-'~}._XL2~ ....... ,~ \ ,
~ - A ~ . . . . gYE,I 1
, ~ ~ , 3 , , ~ ; , ; ~
I v~g ~ " L
nN ' x ~ ~ ~ " ; ' ~ ; ; e , ~ T . . . . . . .
. . . .
~ . ~
~. ~
" " - - . ~EVASI ON
T~ACK
20N.
20
25
I 0 N . 30
35
OO
0 o
40
I OS.
. 2 0 S .
W E V A S I O N
,-~" T R A C K
s "
t t
/

i I , ~ - ~ --~,,~\
t / ' / \ \
, , . . . .
i Navigable \ ~ ~ - ~ - '
I S e m i c i r c l e ~ ~ "
~ ~ . l ~ - ~ e ~ , o ~ ~ / I .
_ t - - ~ ~ ~ ~emicircle " / ~
. . . . . . . . . . : : : : , ' -
r o S s i b l e r ~ . . . . . . . . . - " ~ . . . . . ~
~ _ - - -
~ ~ . E V A S I O N
~ . . . . . . . ~ T R A C K
~
/
%
S H A D E D H A L F O F D A N G E R O U S
S E MI C I R C L E I S T H E D A N G E R O U S
G I U A D R A N T .
Ty p i c a l p a t h s of Tr o p i c a l S t o r ms
Di a g r a m 14.
I 0 S .
20S.
1. 39. A v o i d i n g t r o p i c a l s t o r m s . I n wh a t e v e r s i t ua t i on a s hi p ma y f i nd h e r s e l f t h e ma t t e r of vi t a l i mp o r t a n c e
i s t o a voi d pa s s i ng wi t h i n 50 mi l e s or so of t h e c e n t r e of t h e s t or m. I t i s p r e f e r a b l e b u t n o t al ways pos s i bl e t o
ke e p out s i de a di s t a nc e of 200 mi l es . I f a s hi p ha s at l eas t 20 k n o t s at h e r di s pos a l a n d s h a p e s a c our s e t h a t wi l l
t ake h e r mo s t r a pi dl y a wa y f r o m t h e s t o r m be f or e t h e wi n d ha s i n c r e a s e d a bove t h e p o i n t at wh i c h h e r mo v e me n t
45
50
55
60
65
70
be c ome s r es t r i ct ed, i t is s e l dom t hat she wi l l c ome t o any ha r m. So me t i me s a t r opi cal s t or m mo v e s so s l owl y
t hat a vessel , i f ahead of it, can easi l y out pa c e i t or, i f as t er n of it, can over t ake it.
I f a s t or m is s us pe c t e d i n t he vi ci ni t y, t he vessel , whi l s t obs e r vi ng he r ba r ome t e r , s houl d c ont i nue on he r
cour s e unt i l t he ba r ome t e r has f al l en 5 mi l l i bar s ( cor r ect ed f or di ur na l var i at i on) be l ow nor ma l , or t he wi n d has
5 i ncr eas ed t o f or ce 6 wh e n t he ba r ome t e r has f al l en at l east 3 mi l l i bar s . T h e n she s houl d act as r e c o mme n d e d i n
t he f ol l owi ng par agr aphs , unt i l t he ba r ome t e r has r i sen above t he l i mi t j us t gi ve n a nd t he wi n d has de c r e a s e d
be l ow f or ce 6. Sh o u l d i t be cer t ai n, however , t hat t he vessel is b e h i n d t he s t or m, or i n t he navi gabl e s emi ci r cl e,
i t wi l l e vi de nt l y be suf f i ci ent t o al t er cour s e away f r om t he cent r e.
In the N hemisphere ( shi p i ni t i al l y mo v i n g sl owl y).
10 I f t he wi n d is ve e r i ng t he shi p mu s t be i n t he da nge r ous s emi ci r cl e. T h e s hi p s houl d pr oc e e d wi t h al l
avai l abl e s peed wi t h t he wi nd 10 t o 45 , de pe ndi ng on speed, on t he s t ar boar d bow. As t he wi nd veer s t he
shi p s houl d t u r n t o st ar boar d, t he r e by t r aci ng a cour s e r el at i ve t o t he s t or m as s hown i n Di a g r a m 14.
I f t he wi n d r e ma i ns s t eady i n di r ect i on, or i f i t backs, so t hat t he s hi p s eems t o be near l y i n t he pa t h or
i n t he navi gabl e s emi ci r cl e r es pect i vel y, t he shi p s houl d b r i n g t he wi nd wel l on t he s t ar boar d qua r t e r
15 a nd pr oc e e d wi t h all avai l abl e speed. As t he wi nd backs t he shi p s houl d t u r n t o por t as s hown.
In the S hemisphere (shi p i ni t i al l y mo v i n g sl owl y).
I f t he wi n d is backi ng t he shi p mus t be i n t he danger ous s emi ci r cl e. T h e s hi p s houl d pr oc e e d wi t h al l
avai l abl e s peed wi t h t he wi nd 10 t o 45 , de pe ndi ng on speed, on t he por t bow. As t he wi nd backs t he s hi p
s houl d t ur n t o por t t he r e by t r aci ng a cour s e r el at i ve t o t he s t or m as s hown.
20 I f t he wi nd r e ma i ns s t eady i n di r ect i on, or i f i t veer s, so t hat t he shi p seems t o be near l y i n t he pa t h or i n
t he navi gabl e s emi ci r cl e r es pect i vel y, t he shi p s houl d br i ng t he wi n d wel l on t he por t qua r t e r a nd pr oc e e d
wi t h all avai l abl e s peed. As t he wi nd veer s t he shi p s houl d t u r n t o s t ar boar d as s hown.
I f t her e is i nsuf f i ci ent r o o m t o r un, wh e n i n t he navi gabl e s emi ci r cl e, a nd i t is not pr act i cabl e t o seek s hel t er ,
t he shi p s houl d heave t o wi t h t he wi nd on he r s t ar boar d b o w i n t he N a nd on he r por t b o w i n t he S he mi s phe r e .
25 I f in harbour wh e n a t r opi cal s t or m appr oaches , i t is pr ef er abl e t o p u t t o sea i f t hi s can be done i n t i me t o avoi d
t he wor s t of t he s t or m. Ri d i n g out a t r opi cal s t or m, t he cent r e of wh i c h passes wi t hi n 50 mi l e s or so, i n a h a r b o u r
or anchor age, even i f s ome s hel t er is of f er ed, is an unpl e a s a nt a nd hazar dous exper i ence, especi al l y i f t her e ar e
ot he r s hi ps i n c ompa ny. Ev e n i f be r t he d al ongsi de, or i f speci al moor i ngs ar e used, a shi p c a nnot f eel ent i r el y
secur e.
30
35
1. 40. An t i c y c l o n e s . Ov e r t he E si des of t he oceans t he mo v e me n t of ant i cycl ones , wh i c h ar e also known f or
s ynopt i c pur pos e s as highs, is gener al l y sl ow a nd er r at i c a nd t he ant i cycl one ma y r e ma i n s t at i onar y f or s ever al
days gi vi ng s et t l ed weat her . T h e pr es s ur e gr a di e nt is us ual l y sl i ght , t he wi nds ar e l i ght a nd t he we a t he r is of t en
fi ne or pa r t l y cl oudy, b u t i n wi n t e r over cas t skies ar e c o mmo n , pr oduc i ng g l o o my condi t i ons . Pr e c i pi t a t i on is,
however , r ar e e xc e pt on t he out ski r t s of an ant i cycl one. Ove r t he W par t s of t he oceans ant i cycl ones ar e mo r e
l i kel y t o mo v e qui c kl y a nd c ons e que nt l y t he we a t he r is mo r e changeabl e. Mo v e me n t is gener al l y t owar ds t he E.
40 F OG
45
1. 51. F o g is caus ed by t he cool i ng of ai r i n c ont a c t wi t h t he sur f ace t o a t e mp e r a t u r e at wh i c h i t can no l onge r
mai nt ai n, i n an i nvi s i bl e st at e, t he wa t e r va pour whi c h is pr e s e nt i n it. Conde ns a t i on of t hi s va pour i nt o mi nut e ,
t h o u g h vi si bl e, dr opl et s pr oduc e s fog. T h e t ype of f og de pe nds u p o n t he me a ns by wh i c h t he ai r is cool ed.
Fo r det ai l s of speci f i c areas, Ad mi r a l t y Sai l i ng Di r e c t i ons s houl d be cons ul t ed.
1. 52. Se a o r Ad v e c t i o n f o g is associ at ed wi t h moi s t a nd r el at i vel y wa r m ai r f l owi ng over a col d sea s ur f ace a nd
is t he ma i n t ype of f og e xpe r i e nc e d at sea. I t is mos t c o mmo n i n t he l at e s pr i ng a nd ear l y s umme r , wh e n sea
50 t e mp e r a t u r e is at i t s l owes t c o mp a r e d wi t h ai r t e mpe r a t ur e . T o pr oduc e f og by t hi s me a ns t he r at e of cool i ng
of t he ai r mu s t be hi gh. Th i s onl y occur s f r e que nt l y a nd on a l ar ge scal e, ei t her ne a r col d cur r ent s a nd at a
season wh e n t he pr e va i l i ng wi n d t r ans por t s wa r m, moi s t ai r ove r t he m, or el s ewher e whe r e t he sea t e mp e r a t u r e
is a ppr e c i a bl y l ower t ha n t hat of t he ai r wh i c h bl ows over it. Exa mpl e s of t he f or me r ar e t he f ogs wh i c h oc c ur
of f Ne wf o u n d l a n d , of f Cal i f or ni a a nd be t we e n J a pa n and t he Al e ut i a n I s l ands ; t he col d cur r ent s i nvol ve d
55 be i ng t he La br a dor , Cal i f or ni a a nd Oya Shi o, r es pect i vel y. T h e l at t er t ype is r e pr e s e nt e d by t he s pr i ng a nd
s u mme r fogs i n t he S W appr oaches t o t he Engl i s h Channel .
60
65
1. 53. F r o n t a l f o g ma y oc c ur ne a r an occl us i on or ahead of a wa r m f r ont a nd is due t o t he e va por a t i on of t he
wa r m r ai ndr ops i nt o t he col d ai r be ne a t h t he f r ont al sur f ace, r ai s i ng t he r el at i ve h u mi d i t y t o s at ur at i on poi nt . I t
occur s i n t e mpe r a t e a nd hi gh l at i t udes a nd is conf i ned t o a r el at i vel y na r r ow bel t n o t us ual l y mor e t ha n 50 mi l es
i n wi dt h.
1. 54. Ar c t i c Se a S mo k e , or Fr o s t Smoke, is nor ma l l y conf i ned t o hi gh l at i t udes a nd occur s wh e n ve r y col d
ai r fl ows over a mu c h wa r me r sea sur f ace, wh e n i nt ens e e va por a t i on t akes pl ace f r om t he r el at i vel y wa r m sea.
T h e moi s t ur e t hus e va por a t e d is i mme d i a t e l y chi l l ed by cont act wi t h t he col d ai r a nd c onde ns e d t o f o r m fog,
gi vi ng t he sea t he appear ance of s t eami ng. Th i s t ype of f og is of t en e nc ount e r e d whe r e a col d wi n d is bl owi ng
of f i ce or s now on t o a r el at i vel y wa r m sea.
1. 55. R a d i a t i o n f o g f or ms over l ow- l yi ng l and on cl ear ni ght s ( condi t i ons f or ma x i mu m r adi at i on) especi al l y
70 dur i ng wi nt e r mont hs . Ra di a t i on f og is t hi ckes t dur i ng t he l at t er par t of t he n i g h t a nd ear l y par t of t he day.
Occasionally it drifts out to sea but is found no farther than 10 to 15 miles offshore as the sea surface temperature
is relatively high which causes the water droplets to evaporate.
1.56. For ecast i ng sea fog. Warnings of the likely formation of sea fog may be obtained by frequent observa-
tions of air and sea surface temperature ; if the sea surface temperature falls below the dewpoint, see Tabl e B, 5
fog is almost certain to form. The following procedure is recommended whenever the temperature of the air is
higher than, or almost equal to that of the sea, especially at night when approaching fog cannot be seen until
shortly before entering it. Sea and air (both dry and wet bulb) temperatures should be observed at least every
10 minutes and the sea surface temperature and dewpoint temperature plotted against time. See Diagram 15.
If the curves converge fog may be expected when they coincide. The example shows that by 2200 there is a 10
probability of running into fog about 2300, assuming that the sea surface temperature continues to fall at the
same rate.
In areas where a rapid fall of sea surface temperature may be encountered, which can be seen from the appro-
priate chartlet in Admiralty Sailing Directions, a reliable warning of fog will be given when the dewpoint is
within 5C of the sea surface temperature. To avoid fog a course should be set for warmer waters. 15
TABLE B: Dew- poi nt (c)
D r y
B u l b
_ _
C
_ _ _
4 0
3 9
3 8
3 7
3 6
3 5
3 4
3 3
3 2
31
3 0
-~-
2 8
2 7
2 6
2 5
24-
2 3
2 2
21
2 0
3~
~8
1 7
~6
1S
1 4
13
1 2
l l
1 0
~ -
8
7
6
5
4
3
2
1
0
- - I
- - 2
- - 3
- - 4
- - 5
- - 8
- - 9
- - 1 0
- - H
- - ~ 2
- - 1 3
- - ~ 4
- - 1 ~
- - 1 6
- - 1 7
D e p r e s s i o n o f We t B u l b
0 0 . 5 1 . 0 1 . 5 2 . 0 2 . 5 3 . 0 3 . 5 4 . 0 4 . 5 5 . 0 5 . 5 6 . 0 6 . 5 7 . 0 7 . 5 8 . 0 8 . 5 9 . 0
4 0 3 9 3 9 3 8 3 8 3 7 3 6 3 6 3 5 3 5 3 4 3 3 3 3 3 2 31 31 3 0 2 9 2 9
3 9 3 8 3 8 3 7 3 7 3 6 3 5 3 5 3 4 3 3 3 3 3 2 3 2 3 1 3 0 2 9 2 9 2 8 2 7
3 8 3 7 3 7 3 6 3 6 3 5 3 4 3 4 3 3 3 2 3 2 31 3 0 3 0 2 9 2 8 2 8 2 7 2 6
3 7 3 6 3 6 3 5 3 5 3 4 3 3 3 3 3 2 31 31 3 0 2 9 2 9 2 8 2 7 2 7 2 6 2 5
3 6 3 5 3 5 3 4 3 4 3 3 3 2 3 2 31 3 0 3 0 2 9 2 8 2 8 2 7 2 6 2 5 2 5 2 4
3 5 3 4 3 4 3 3 3 3 3 2 31 31 3 0 2 9 2 9 2 8 2 7 2 6 2 6 2 5 2 4 2 4 2 3
3 4 3 3 3 3 3 2 31 3 1 3 0 3 0 2 9 2 8 2 8 2 7 2 6 2 5 2 5 2 4 2 3 2 2 2 2
3 3 3 2 3 2 3 1 3 0 3 0 2 9 2 8 2 8 2 7 2 6 2 6 2 5 2 4 2 3 2 3 2 2 2 1 2 0
3 2 3 1 3 1 3 0 2 9 2 9 2 8 2 7 2 7 2 6 2 5 2 5 2 4 2 3 2 2 2 2 2 1 2 0 1 9
31 3 0 3 0 2 9 2 8 2 8 2 7 2 6 2 6 2 5 2 4 2 4 2 3 2 2 21 2 0 2 0 1 9 1 8
3 0 2 9 2 9 2 8 2 7 2 7 2 6 2 5 2 5 2 4 2 3 2 2 2 2 21 2 0 1 9 1 8 1 7 1 7
2 9 2 8 2 8 2 7 2 6 2 6 2 5 2 4 2 4 2 3 2 2 21 2 0 2 0 1 9 18 1 7 1 6 15
2 8 2 7 2 7 2 6 2 5 2 5 2 4 2 3 2 2 2 2 21 2 0 1 9 1 9 1 8 1 7 1 6 15 1 4
2 7 2 6 2 6 2 5 2 4 2 4 2 3 2 2 21 21 2 0 1 9 18 1 7 16 1 6 15 1 4 13
2 6 2 5 2 5 2 4 2 3 2 3 2 2 21 2 0 1 9 1 9 1 8 1 7 1 6 15 1 4 13 1 2 11
2 5 2 4 2 4 2 3 2 2 21 21 2 0 1 9 1 8 1 8 1 7 1 6 1 5 1 4 13 1 2 11 1 0
2 4 2 3 2 3 2 2 21 2 0 2 0 1 9 1 8 1 7 1 6 1 6 15 1 4 13 1 2 I 1 1 0 8
2 3 2 2 2 2 2 1 2 0 1 9 19 1 8 1 7 1 6 1 5 1 4 13 1 2 11 1 0 9 8 7
2 2 2 1 2 1 2 0 1 9 18 1 7 1 7 1 6 15 1 4 13 1 2 11 1 0 9 8 7 5
2 1 2 0 2 0 1 9 1 8 1 7 1 6 1 6 15 1 4 13 1 2 11 1 0 9 8 6 5 4
2 0 1 9 1 9 1 8 1 7 1 6 15 1 4 1 4 13 1 2 11 1 0 9 7 6 5 4 2
1 9 1 8 1 7 1 7 1 6 15 1 4 13 1 2 11 1 0 9 8 7 6 5 3 2 0
18 1 7 1 6 1 6 1 5 1 4 13 1 2 11 1 0 9 8 7 6 5 3 2 0 - - 1
1 7 1 6 15 15 1 4 13 1 2 11 1 0 9 8 7 6 4 3 2 0 - - 2 - - 3
1 6 15 1 4 1 4 13 1 2 11 1 0 9 8 7 5 4 3 2 0 - - 2 - - 4 - - 6
15 1 4 13 1 2 1 2 11 1 0 9 8 7 5 4 3 1 0 - - 2 - - 4 - - 6 - - 8
1 4 13 1 2 11 1 0 1 0 9 7 6 5 4 3 1 0 - - 2 - - 4 - - 6 - - 8 - - 1 1
13 1 2 11 1 0 9 8 7 6 5 4 3 1 0 - - 2 - - 4 - - 6 - - 8 - - 1 1 - - 1 4
1 2 11 1 0 9 8 7 6 5 4 3 1 0 - - 2 - - 4 - - 6 - - 8 - - 1 0 - - 1 3 - - 1 7
11 1 0 9 8 7 6 5 4 3 1 0 - - 2 - - 3 - - 5 - - 8 - - 1 0 - - 1 3 - - 1 7 - - 2 2
1 0 9 8 7 6 5 4 3 1 0 - - 2 - - 3 - - 5 - - 7 - - 1 0 - - 1 3 - - 1 6 - - 2 1 - - 2 9
9
8
7
6
5
4
3
2
1
0 1 - - 1 - - 3
8 7 6 5 4 3 1 0 - - 2 - - 3 - - 5 - - 7 - - 9 - - 1 2 - - 1 6 - - 2 0 - - 2 7 - - 4 5
7 6 5 4 3 1 0 - - 2 - - 3 - - 5 - - 7
- - 9 - - 1 2 - - 1 5 - - 1 9 - - 2 5 [ - - 2 5 - - 3 6
6 5 4 3 1 0 - - 1 - - 3 - - 5 - - 7 - - 9 - - 1 1 - - 1 4 - - 1 8 1 - - 1 9 - - 2 4 - - 3 4
5 4 3 1 0 - - 1 - - 3 - - 4 - - 6 - - 8 - - 1 1 - - 1 4 t - - 1 4 - - 1 8 - - 2 3 - - 3 2
4 3 2 0 - - 1 - - 3 - - 4 - - 6 - - 8 - - 1 0 [ - - 1 1 - - 1 5 - - 1 8 - - 2 2 - - 3 0
3 2 0 - - 1 - - 2 - - 4 - - 6 - - 8 [ - - 9 - - 1 1 - - 1 4 - - 1 7 - - 2 2 - - 2 8 - - 4 5
2 1 - - 1 - - 2 - - 4 - - 5 [ - - 6 - - 8 - - 1 1 - - 1 3 - - 1 6 - - 2 1 - - 2 7 - - 3 9
1 0 - - 2 - - 3 [ - - 4 - - 6 - - 8 - - 1 0 - - 1 3 - - 1 6 - - 2 0 - - 2 5 - - 3 4
0 - - 2 [ 3 4 6 8 - - 1 0 - - 1 2 - - 1 5 - - 1 9 - - 2 4 - - 3 1
- - 4 - - 6 - - 8 - - 9 - - 1 2 - - 1 4 - - 1 8 - - 2 2 - - 2 9 - - 4 4
- - 1 - - 2 - - 4 - - 5 - - 7 - - 9 - - 1 1 - - 1 4 - - 1 7 - - 2 1 - - 2 6 - - 3 7
- - 2 - - 4 - - 5 - - 7 - - 9 - - 1 1 - - 1 3 - - 1 6 - - 1 9 - - 2 4 - - 3 2
- - 3 - - 5 - - 6 - - 8 - - 1 0 - - 1 2 - - 1 5 - - 1 8 - - 2 3 - - 2 9 - - 4 4
- - 4 - - 6 - - 8 - - 1 0 - - 1 2 - - 1 4 - - 1 7 - - 2 1 - - 2 6 - - 3 6
- - 5 - - 7 - - 9 - - 1 1 - - 1 3 - - 1 6 - - 1 9 - - 2 4 - - 3 1
- - ~ ~ - - 1 0 - - 1 3 - - 1 5 - - 1 8 - - 2 2 - - 2 8 - - 3 9
~ I ~ - - 1 2 1 4 - - 1 7 - - 2 0 - - 2 5 - - 3 2
- - 8 - - 1 1 - - 1 3 - - 1 6 - - 1 9 - - 2 3 - - 2 8 - - 4 0
- - 9 - - 1 2 - - 1 4 - - 1 7 - - 2 1 - - 2 5 - - 3 3
- - 1 0 - - 1 3 - - 1 6 - - 1 9 - - 2 3 - - 2 8 - - 3 9
- - 1 1 - - 1 5 - - 1 7 - - 2 1 - - 2 5 - - 3 2
- - 1 2 - - 1 6 - - 1 9 - - 2 3 - - 2 8 - - 3 8
- - 1 3 - - 1 7 - - 2 0 - - 2 5 - - 3 1 - - 4 7
- - 1 4 - - 1 8 - - 2 2 - - 2 7 - - 3 5
- - 1 5 - - 2 0 - - 2 4 - - 2 9 - - 4 0
- - 1 6 - - 2 1 - - 2 5 - - 3 2
- - 1 7 - - 2 2 - - 2 7 - - 3 5
D r y
B u l b
o C
4 0
3 9
3 8
3 7
3 6
3 5
3 4
3 3
3 2
31
3O
2 9
2 8
2 7
2 6
2 5
2 4
2 3
2 2
21
2 0
1 9
1 8
1 7
1 6
15
1 4
1 2
13
11
1 0
--;-
8
7
6
5
4
3
2
1
0
I n t e r p o l a t i o n m u s t n o t b e m a d e b e t w e e n f i g u r e s a b o v e a n d b e l o w t h e h e a v y l i n e o r i g i n a t i n g a t 0 b e c a u s e a t t e m p e r a t u r e s a b o v e t h e l i n e , e v a p o r a -
t i o n t a k e s p l a c e f r o m a w a t e r s u r f a c e , a n d a t t e m p e r a t u r e s b e l o w t h e l i n e i t t a k e s p l a c e f r o m a n i c g s u r f a c e .
F o r d r y b u l b t e m p e r a t u r e s b e l o w 0 C i t w i l l b e n o t i c e d t h a t , w h e n t h e d e p r e s s i o n o f t h e w e t b u l b i s z e r o , i . e . , w h e n t h e t e m p e r a t u r e o f t h e w e t
b u l b i s e q u a l t o t h a t o f t h e d r y b u l b , t h e d e w - p o i n t i s s t i l l b e l o w t h e d r y b u l b , a n d t h e r e l a t i v e h u m i d i t y i s J e s s t h a n 1 0 0 p e r c e n t . T h e s e a p p a r e n t
a n o m a l i e s a r e a c o n s e q u e n c e o f t h e m e t h o d o f c o m p u t i n g d e w - p o i n t s a n d r e l a t i v e h u m i d i t i e s n o w a d o p t e d b y t h e Me t e o r o l o g i c a l Of f i c e , i n w h i c h
t h e s t a n d a r d s a t u r a t i o n p r e s s u r e f o r t e m p e r a t u r e s b e l o w 0 C i s t a k e n a s t h a t o v e r w a t e r , a n d n o t a s t h a t o v e r i c e .
5
10
15
20
25
I 0 o
, ~ s
U.I
2 I00 2200 2300
LOCAL TIME
Sea Te mp e r a t u r e s and De w Po i n t r eadi ngs pl ot t e d agai nst T i me
Di a g r a m 15.
EFFECTS OF WI ND, SEA, A N D S WELL
1. 61. We a t h e r r o u t e i n g . T h e r out es gi ven i n t hi s book, a nd a ny wh i c h ar e de r i ve d f r o m t he r out e i ng char t s or
30 ot he r s t at i s t i c- bas ed medi a, ar e " c l i ma t i c " and t ake a c c ount of t he mor e us ual condi t i ons of weat her , sea, a nd
swel l . A ma r k e d i mp r o v e me n t of t he r out e by " we a t h e r r o u t e i n g " ma y be possi bl e i f t e mp o r a r y adver s e c ondi -
t i ons can ei t her be f or ecast bef or e sai l i ng or a voi de d at s hor t not i ce, t he ef f ect of t hes e bei ng mos t ma r ke d,
e xc e pt f or t r opi cal s t or ms , on E - W voyages out s i de t he t r opi cs. Res ear ch c onduc t e d by t he Un i t e d St at es Na v a l
Oc e a nogr a phi c Offi ce on a " Vi c t o r y " t ype shi p of l e ngt h 134 m, be a m 19 m, and dr af t 8"4 m, wi t h a t op r at ed
.35 s peed of 17.5 knot s, has yi e l de d e n o u g h i nf or ma t i on t o s how t hat , f or aver age me r c h a n t shi ps, a r e duc t i on i n
s peed of f r om 20 t o 60 pe r c e nt is pr oba bl e wh e n e v e r head or be a m seas r each st at e 6 or f ol l owi ng seas r each
st at e 7. Vessel s on ma n y c onve nt i ona l r out es ma y have t o r e duc e s peed t o an e xt e nt wh i c h de pe nds on t he i r
s eakeepi ng qual i t i es, t he r out e, t he season, a nd t he cour se. Di a gr a ms 16 and 17 of t he No r t h At l a nt i c a nd
No r t h Paci f i c Oc e a ns s how i sol i nes of pr obabl e s peed r e duc t i on due t o s uch seas on va r i ous headi ngs i n t he
40 di f f er ent s eas ons ; t hi s i nf or ma t i on can be us ed ei t her wh e n pl a nni ng a passage or dur i ng a voyage.
Ap a r t f r om a dj us t me nt f or sea a nd swel l condi t i ons as above, t her e ar e t wo me t hods of we a t he r r out e i ng by
whi c h t he cl i mat i c r out e ma y be adj us t ed bef or e a nd dur i ng t he voyage t o offset del ay a nd da ma ge due t o s hor t -
t e r m we a t he r var i at i ons or s uch var i abl es as t he mo v e me n t of ice. Bot h d e p e n d f or t hei r ef f i ci ency on t he accur acy
of f or ecast s, knowl e dge of s hi p char act er i st i cs, a nd t he s peed wi t h wh i c h t he neces s ar y a dj us t me nt s can be
45 made.
T h e fi rst me t h o d e mpl oys t he ser vi ces of a cent r al r out e i ng or gani s at i on ashor e, st affed by met eor ol ogi s t s and
e xpe r i e nc e d s eamen, whi c h sails t he shi p on t he best r out e c o mp u t e d f r om t he expect ed weat her , shi p st at i st i cs
a nd voyage r e qui r e me nt s , s ubs e que nt l y not i f yi ng t he shi p, as n e w we a t he r t r e nds appear or ar e ant i ci pat ed, of
advi s abl e di ver si ons. Su c h ser vi ces ar e of f er ed b y : - Oc e a n Rout e s Lo n d o n , Sa n Fr anci s co, and To k y o (all
50 oceans) ; Me t e or ol ogi c a l Offi ce, Br acknel l , U. K. ( At l ant i c and Paci fi c) ; Be ndi x I nc. , Ne w Yor k ( At l ant i c a nd
Paci fi c) ; Al we x I nc. , Wa s hi ngt on, D. C. ( At l ant i c and Paci fi c) ; We a t h e r Ro u t e i n g I nc. , Ne w Yor k ( At l ant i c a nd
Paci fi c) ; K. N. M. I . , de Bi l t , Ne t h e r l a n d s ( At l ant i c) ; De us c he s Swe t t e r a mt , Ha mb u r g At l ant i c, W- b o u n d onl y) .
I n t he s econd me t hod, t he shi p is s el f - r out ed, di ver s i ons bei ng ma de on passage accor di ng t o t he j u d g me n t of
t he ma s t e r and i n t he l i ght of we a t he r f or ecast s and f acsi mi l e we a t he r a nd i ce maps, i f t he shi p is f i t t ed t o r ecei ve
55 t h e m.
1.62. T h e a c t i o n o f t h e wi n d i n bl owi ng f or a t i me acr oss an expans e of ocean is t o pr oduc e an ar ea of sea
af f ect ed by waves of ne a r l y cons t ant he i ght a nd per i od. Suc h waves pr ogr es s i n gr oups at hal f t he s peed at whi c h
i ndi vi dua l waves appear t o mo v e across t he sur f ace, t he l at t er s t ar t i ng at t he r ear of a nd mo v i n g f or war ds t hr ough
60 t he gr oup. T h e f act t hat he i ght a nd pe r i od ar e onl y near l y cons t ant me a ns t hat at t i me s t her e is mu t u a l i nt e r -
f e r e nc e be t we e n wave syst ems, and areas of c ompa r a t i ve l y s moot h or r oughe r wa t e r r esul t . Suc h s ys t ems of
waves c ont i nue t o pr ogr es s across t he ocean, wi t h s ome at t enuat i on, t hus af f ect i ng di f f er ent ar eas wi t h waves
t hat wer e p r o d u c e d by wi nd act i on el sewher e. I n gener al , waves of t hi s sor t do not mo v e at t he s ame s peed as t he
we a t he r s ys t ems pr oduc i ng t hei r ge ne r a t i ng wi nds a nd t her e is no r el at i on be t we e n t he wi nd at a poi nt out s i de
65 t he ge ne r a t i ng ar ea a nd t hese waves, whi c h ar e known as s we l l . Th o s e waves, whi c h ar e be i ng p r o d u c e d by t he
wi n d bl owi ng at t he t i me and pl ace of obs er vat i on ar e des cr i bed as s ea, a nd ma y us ual l y be di s t i ngui s hed f r om
swel l by t he f act t hat t hei r crest s ar e s hor t and l i e at r i ght angl es t o t he wi nd di r ect i on, whe r e a s t hos e of swel l
ma y l i e i n a ny di r ect i on r el at i ve t o t he wi nd. T h e s i mi l ar i t y be t we e n sea and swel l has of t en l ed t o conf us i on
i n r epor t i ng, par t i cul ar l y whe n bot h ha ppe n t o be s i mi l ar l y di r ect ed, onl y be i ng di s t i ngui s habl e by di f f er i ng
70 per i ods .
PLANNI NG A PASSAG~E
* *o *o "~ ,~ . *o *o
~ ~ ~ - o o ~
~ _ . i ~
:
~ k ~ ~
b ~
~ N ' ~ b
"
~ x ~ 5 ~ * ~ ~ ~
~ ~
x. ~ ~ ~
X x :: ~ . ~ ~ . ' , ~ ; ; , -
~ ~ - . ~ N ~ 1 I / ~
~ ~ ~ i 1 ~ ~
1 9
i
( ' - - , } ~
\ - ~-
, ~, ~
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r ~ ' ~ ~ !
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PLANNI NG A PASSAGE
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21
2
0
o
Z
22 P OWE R VE SSE L ROUT E S
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o
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24
o ~ o o
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POWER VESSEL ROUTES
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Q
PL ANNI NG A PASSAGE 25
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26 P OWE . R V E S S E L . R OUT E S
Z
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1.83.
PLANNI NG A PASSAGE
BEAUFORT WI ND SCALE
(For an effective height of 10 metres above sea level)
(WMO Code 100)
27
Beaufort
Number
10
11
12
Descriptive
Ter m
Calm
Light air
Light breeze
Gentle breeze
Moderate
breeze
Fresh breeze
Strong breeze
Near gale
Gale
Strong gale
Storm
Violent storm
Hurricane
Mean
wi nd speed
equivalent
in knots
<1
1-3
7-10
11-16
17-21
22-27
28-33
34-40
41-47
48-55
56-63
64 and
over
Sea like a mirror
Deep Sea Criterion
Ripples with the appearance of scales are formed, but
without foam crests
Small wavelets, still short but more pronounced; crests
have a glassy appearance and do not break
Large wavelets; crests begin to break; foam of glassy
appearance; perhaps scattered white horses
Small waves, becoming longer; fairly frequent white
horses
Moderate waves, taking a more pronounced long form;
many white horses are formed (chance of some spray)
Large waves begin to form; the white foam crests are
more extensive everywhere (probably some spray)
Sea heaps up and white foam from breaking waves
begins to be blown in streaks along the direction of the
wind
Moderately high waves of greater length; edges of crests
begin to break into spindrift; foam is blown in well-
marked streaks along the direction of the wind
High waves; dense streaks of foam along the direction
of the wi nd; crests of waves begin to topple, tumble
and roll over; spray may affect visibility
Very high waves with long overhanging crests; the
resulting foam, in great patches, is blown i n dense white
streaks along the direction of the wi nd; on the whole,
the surface of the sea takes a white appearance; the
t umbl i ng of the sea becomes heavy and shock-like;
visibility affected
Exceptionally high waves (small and medium-sized
ships might be for a time lost to view behind the waves) ;
the sea is completely covered with long white patches of
foam lying along the direction of the wi nd; everywhere
the edges of the wave crests are blown into froth;
visibility affected
The air is filled with foam and spray; sea completely
white with driving spray; visibility very seriously
affected
Probable
mean wave
height*
in metres
0. 1 ( 0 . 1 )
0 . 2 ( 0 . 3 )
0.6 (1)
1 (1"5)
2 ( 2 . 5 )
3 (4)
4 (5"5)
5.5 (7.5)
7 ( 1 0 )
9 (12"5)
11.5 (16)
14 (--)
10
15
20
25
30
35
40
45
50
55
60
* Thi s table is only intended as a guide to show roughly what may be expected i n the open sea, remote from
land. It should never be used in the reverse way, i.e., for logging or reporting the state of the sea. I n enclosed
waters, or when near land, with an off-shore wind, wave heights will be smaller and the waves steeper. Figures
in brackets indicate the probable maxi mum height of waves.
65
70
10
15
1.64. Sea a nd swel l . The following table shows the wave height and the descriptive terms used for sea states.
State
Average wave
height (metres)
0
0-0-1
0.1-0.5
0.5-1-25
1-25-2.5
2.5-4.0
4.0-6.0
6"0-9"0
9"0-14"0
>14"0
Descriptive
t erm
Calm (glassy)
Calm (rippled)
Smooth (wavelets)
Slight
Moderate
Rough
Very rough
Hi gh
Very high
Phenomenal
20
Swell states. The terms in general use for the height of swell are : --l ow (2m), moderate (2-4 m), and heavy
(4 m and above). Lengt h of swell is defined as short (less than 100 m), average (100-200 m), and long (200 m
and above).
OCEAN CURRENTS
25 1.71. Ge ne r a l r e ma r k s . Currents flow at all depths in the oceans, but in general the stronger currents occur
in an upper layer which is shallow in comparison with the general depth of the oceans. Ocean current circulation
therefore takes place in three dimensions. The navigator is only interested in the surface current circulation,
which may be defined as the circulation at a depth of about half the ship' s draught. Thi s may differ slightly,
especially in the case of a big ship, from that at the very surface, such as would affect a ship' s boat and all drifting
30 objects of negligible draught. A current at any depth in the ocean may have a vertical component, as well as
horizontal ones; a surface current can only have horizontal components.
The main cause of surface currents in the open ocean is the direct action of the wind on the sea surface, and
a close correlation accordingly exists between their directions and those of the prevailing winds. Winds of high
constancy blowing over extensive areas of ocean will naturally have a greater effect in producing a current than
35 will variable or localised winds. Thus the North-east and South-east Trade Winds of the two hemispheres are the
main spring of the surface current circulation. In the Atlantic and Pacific Oceans the two trade winds drive an
immense body of water W over a width of some 50 of latitude, broken only by the narrow belt of E-going
Equatorial Counter-current, which is found a few degrees north of the equator in both these oceans. A similar
W' l y surge of water occurs in the South Indian Ocean by the action of the South-east Trade Wind.
40 The trade winds in both hemispheres are balanced in the higher latitudes by wide belts of variable W' l y
winds. These produce corresponding belts of predominantly E' l y sets in the temperate latitudes of each hemi-
sphere. Wi t h these E' l y and W' l y sets constituting the N and S limbs, there thus arise great continuous circulations
of water in each of the major oceans. These cells are centred in about 30 N and S, and extend from about
the 10th to at least the 50th parallel in both hemispheres. The direction of the current circulation is clockwise
45 in the N hemisphere and counter-clockwise in the S hemisphere. There are also regions of current circulation
outside the main eddies, due to various causes, but associated with t hem or dependent upon them. As an example,
part of the Nort h Atlantic Current branches from the main system and flows N of Scotland and N along the
coast of Norway. Branching again, part flows past Spitsbergen into the Arctic Ocean and part enters the
Barents Sea.
50 In the main monsoon regions, the N part of the Indian Ocean and the extreme W of the Nort h Pacific Ocean
(China Seas and Eastern Archipelago), the current reverses seasonally, flowing in accordance with the monsoon
blowing at the time.
The South Atlantic, South Indian and South Pacific Oceans are all open to the Southern Ocean, and the
Southern Ocean Current, encircling the globe in an easterly direction, completes the S part of the main circulation
55 of each of these three oceans.
The general surface current circulation of the world is shown in Chart 5310 (in the pocket at the end of the
book), on which the different circulations during the two monsoon seasons are indicated. Apart from these
major changes of direction, there are some minor seasonal changes of position of currents, which cannot be
shown on a single general chart. One of the chief of these is the Equatorial Counter-current of the Nort h Atlantic
60 Ocean, which originates much farther E from January through April, in about 20 W. For details of the circula-
tion, reference should be made to current atlases.
Over by far the greater part of all oceans, the individual currents experienced in a given region are variable,
in many cases so variable that on different occasions currents may be observed to set in most, or all, directions.
Even in the regions of more variable current there is often, however, a greater frequency of current setting
65 towards one part of the compass, so that in the long run there is a flow of water out of the area in a direction
which forms part of the general circulation. Some degree of variability, including occasional currents in the
opposite direction to the usual flow, is to be found within the limits of the more constant currents, such as the
great Equatorial Currents, or the Gul f Stream. The constancy of the more constant currents varies to some extent
in different seasons and in different parts of the current. It is usually about 75 per cent or more ; it rarely exceeds
70 85 per cent and then only in limited areas. Current variability is mainly due to the variation of wind in strength
and direction. For the degree of variation to which currents are liable, reference should be made to the charts of
current roses given in standard current atlases.
1.72. Wa r m and col d cur r ent s. The common conception of currents as either warm or cold is not very
satisfactory, and needs to be amplified. Currents may be classified as follows : - - 5
(i) Currents, the temperature of which corresponds to the latitude in which they flow and in which the sea
surface isotherms therefore run approximately E- W; this temperature may be warm, cold or intermediate.
(ii) Currents, the temperature of which does not correspond to the latitude in which they flow, and in which
the sea surface isotherms trend more or less markedly N or S. They are therefore either warmer or colder
than currents of class (i) flowing in the same latitudes. 10
Examples of class (i) are the warm W- going Equatorial Currents of all oceans and the cold E-going Southern
Ocean Current encircling the globe. Examples of class (ii) are the warm Gul f Stream and the warm Kuro Shio,
which transport the warm water of the Equatorial Currents to higher latitudes, and the cold East Greenland
Current, transporting cold water from the Arctic basin to lower latitudes.
Currents of class (ii), cold relatively to their latitude, may be subdivided into two kinds, depending on the 15
origin of the cold water.
(a) Currents bringing the cold water of polar regions to lower latitudes, such as the East Greenland Current,
the Labrador Current, the Falkland Current and Oya Shio. These currents do not form part of the main
closed circulation round the high-pressure area of the appropriate ocean.
(b) Currents of lower latitudes, such as the Perf~ Current, forming the E part of the main circulation. In these 20
cases the relative coldness is caused by colder water rising to the surface from moderate subsurface depths,
near an extended coastline. Thi s process is known as upwelling, the reason for which is given later. The
upwelling water is not as cold, relatively speaking, as are the currents described under (a) above.
The warm currents, transporting warm water to higher latitudes, are found on the W sides of the main closed
circulations in both hemispheres. These currents, and the colder ones on the E sides, can be tabulated as 25
follows : - -
N. Atlantic Ocean
S. Atlantic Ocean
N. Pacific Ocean
S. Pacific Ocean
Warm current on
W Side of ocean
Gul f Stream
Brazil Current
Kuro Shio
East Australian
Coast Current
S. Indian Ocean Mozambi que and
Agulhas Currents
Cold current and
area of upwelling
on E Side of ocean
Canary Current
Benguela Current
30
California Current 35
PerO Current
40
There is no upwelling on the E side of the South Indian Ocean, where no extended coastline occurs. It should
be noted that the relative warmt h of the warm currents on the W sides of the ocean compared with other water in
the same latitude, is greatest in winter and least in summer. 45
Cold currents from high latitudes have a special significance for navigators by transporting ice to low latitudes.
Cold currents also contribute to the occurrence of a high frequency of fog and poor visibility in certain regions.
1.73. St r engt h of cur r ent s. The information given below is generalised from the current atlases, and refers
to the currents of the open ocean, mainly between 50 5I and 50 S. It does not refer to tidal streams, nor to the 50
resultants of currents and tidal streams in coastal waters. Information as to current strength in higher latitudes
is scanty.
The proportion of nil and very weak currents, less than knot, varies considerably in different parts of the
oceans. In the central areas of the main closed oceanic circulations, where current is apt to be most variable, the
weakness of the resultant, or vector, mean flow is, in general, not caused by an unduly high proportion of very 55
weak currents, but by the variability of direction of the stronger currents. There is probably no region in any
part of the open oceans where the currents experienced do not at times attain the rate of at least 1 knot.
Currents of between 2 and 3 knots are found mainly in the W part of the Equatorial Currents, and in the warm
currents of the W sides of the circulation in both hemispheres, with the exception of the Brazil Current. They
also occur in parts of the Equatorial Counter-currents and in the monsoon areas of the Nort h Indian Ocean and 60
China Seas. These regions are as follows.
In the Atlantic Ocean, the Guiana Current; the Florida Current and Gul f Stream W of 40 W; the Guinea
Current (but not the Equatorial Counter-current as a whole) ; at certain seasons in the extreme W of the Medi t er-
ranean Sea; in the Falkland Current and its extension, the Brazil Counter-current; and in the region of the
Cape of Good Hope. Very few observations of current exceeding 2 knots have been recorded elsewhere. 65
In the Indian Ocean, the Equatorial Current in the region of Madagascar; the Equatorial Count er-current ;
the Mogambique Current and its extension, the Agulhas Current; the Somali Current in both monsoons,
whether flowing N or S along the coast; the South-west Monsoon Current in the Arabian Sea and Bay of Bengal;
the region immediately E or S of Ceylon throughout the year. Very few observations of current exceeding 2
knots have been recorded elsewhere except S of Socotra in the South-west Monsoon. 70
I n the Nort h Pacific Ocean, occasionally in the Nort h Equatorial Current, W of 152 E; in the Equatorial
Counter-current, W of 140 E, and E of Mindanao and in the Sulawesi Sea, where the Nort h Equatorial Current
is recurving S into the Count er-current ; in Kuro Shio, from Luzon to about 150 E (160 E from March
to May) ; in the China Seas, in both monsoon periods; in the region of the Gul f of Panama, to 84 W, from
.5 November to July; in the Nort h Equatorial Current E of 160 W at all seasons.
I n the Sout h Pacific Ocean, in the South Equatorial Current, mainly on the E side of the ocean; in the East
Australian Coast Current.
Currents of more than 3 knots are confined to very restricted regions. They have been recorded in the equatorial
regions of the oceans, and in the warm currents flowing to higher latitudes on the W sides of the oceans, with the
10 exception of the Brazil Current. The regions are as follows.
I n the At l ant i c Ocean, in the Guiana Current except from February to April; in the Florida Current and Gul f
Stream W of 58 W; in the Guinea Current, May to July only.
I n the Indian Ocean, in the Somali Current and East African Coast Current especially in summer;
in the Mozambi que and Agulhas currents throughout the year but more frequently in the Algulhas
15 Current ; in the region immediately E and S of Ceylon, from June to December. An occasional observation
is reported in the Equatorial Counter-current and in the S parts of the Arabian Sea and the Bay of
Bengal
I n the Nort h Pacific Ocean, in Kuro Shio throughout the year; in the South Equatorial Current, 0 to
4 N, between about 90 W and 160 W; E of Mindanao from June to August.
20 I n the China Sea, off the coast of Vietnam from August to December and in February; very occasionally else-
where.
I n the Sout h Pacific Ocean, in the East Australian Coast Current N of 34 S from October to April.
Some extreme values of currents have been observed in the Gul f Stream in February, at 5 knots; in
Kuro Shio in November, at 5~ knots; in the East Australian Coast Current in April, at 4 knots; in the Agulhas
25 Current in September, at 5 knots ; in the East African Coast Current, near the coast in September, at 5 knots;
in the Somali Current, in the area S of Socotra, in August at 6 knots and in September at 7 knots. The region
S of Socotra between 8 N and 11 N, during the height of the South-west Monsoon, is the area of strongest-
known current in the world.
30 1.74. Ge ne r al s urf ace c i r c ul at i on. The idea of oceanic circulation needs some explanation. If a small definite
area of the ocean be chosen and all currents observed within that area be plotted, it will be found that they are
variable, in greater or lesser degree. Surface water thus flows into and out of the area in various directions.
Providing that each individual current is not exactly balanced by one of the same strength in the opposite
direction, which is never the case, there will be in the long run a resultant flow of water out of the area. Thi s flow
3S is found by taking the vector mean of all the currents, i.e. a mean which takes account of the direction of each
current as well as its rate. The resultant flows out of this and every similar area into which the ocean may be
divided, form the general circulation.
The general circulation never exists as a whole at any given time. In many regions the actual currents at one
time would be in accordance with the circulation, particularly in the regions of more constant current, but the
40 circulation would frequently be interrupted, even in these. In the regions of more variable current, the deviations
from the direction of the general circulation would be numerous, and possibly whole stretches of the circulation
would be found missing if we could obtain an instantaneous view of the water movements of a whole ocean. The
reality of the general circulation, in the long run, has been proved by numerous cases of the drifts of ships, bottles
etc., over great distances.
,15
1.75. Di r e c t ef f ect o f wi n d i n p r o d u c i n g current s . When wind blows over the sea surface the frictional drag
of the wind tends to cause the surface water to move with the wind. As soon as any motion is imparted, the
effect of the earth' s rotation (the Coriolis force) is to deflect the movement towards the right in the N hemisphere
and towards the left in the S hemisphere. Although theory suggests that this effect should produce a surface
50 flow, or "wi nd drift current " in a direction inclined at 45 to the right or left of the wind direction in the N or S
hemisphere, observations show this angle to be less in practice. Various values between 20 and 45 have been
reported. An effect of the movement of the surface water layer is to impart a lesser movement to the layer
immediately below, in a direction to the right (left in the S hemisphere) of that of the surface layer. Thus, with
increasing depth, the speed of the wind-induced current becomes progressively less but the angle between the
55 directions of wind and current progressively increases.
Many investigators have endeavoured to determine the ratio between the speed of the surface current and
the speed of the wind responsible. Thi s is a complex problem and many different answers have been put forward.
An average empirical value for this ratio is about 1:40 (or 0"025). Some investigators claim a variation of the
factor with latitude but the degree of any such variation is in dispute. In the main the variation with latitude
60 is comparatively small and, in vie~v of the other uncertainties in determining the ratio, can probably be disre-
garded in most cases.
The implication that a 40-knot wind should produce a current of about 1 knot needs qualification. The
strength of the current depends on the period and the fetch over which the wind has been blowing. Wi t h the
onset of wi nd there is initially little response in terms of water movement, which gradually builds up with time.
65 Wi t h light winds the slight current that results takes only about 6 hours to become fully developed, but with
strong winds about 48 hours is needed for the current to reach its full speed. A limited fetch, however, restricts
the full development of the current.
It seems reasonable to expect that hurricane force winds might give rise to currents in excess of 2 knots,
provided that the fetch and duration of the wind sufficed. Reliable observations, however, are rare in these
70 circumstances.
In the ease of t r opi cal st or ms, the effect of the very high wind speed is usually reduced by the limited fetch
due to the curvature of the wind path, and by the limited period within which the wind blows from a particular
direction. Thus, with these storms, it is the slow moving ones which are liable to cause the strongest currents.
In the vicinity of a tropical storm the set of the current may be markedly different from that normally to
be expected. Comparatively little is known about such currents, particularly near the centre of the storm, 5
since navigators avoid the centre whenever possible and conditions within the storm field generally are unfavour-
able to the accurate observation of the current.
The primary cause of the currents is the strong wind associated with the storm. The strength of the current
produced by a given force of wind varies with the latitude and is greatest in low latitudes. For the latitudes of
tropical storms, say 15 to 25 , a wind of force 10 would produce a current of about 1 knot. It is believed that the 1(~
strength of the currents of tropical storms is, on the average, the same as that which a wind of similar force,
unconnected with a tropical storm, would produce. These currents, at the surface, set at an angle of 45 to the
right of the wind direction (in the N hemisphere) and therefore flow obliquely outward from the storm field,
though not radially from the centre.
Unless due allowance is made for these sets, very serious errors in reckoning may therefore arise. It is reported 15
that, in one ease, a vessel experienced a SE' l y set of more than 50 miles, under conditions when the set normally
to be expected was SW' ly. In another case an unexpected SSW' l y set of 60 miles was experienced in 18 hours.
These are examples of currents of abnormal strength, which are oeasionally met in the vicinity of tropical storms,
and which cannot be accounted for by the wind strength. The possibility of such an experience should be borne
in mind, particularly near, say within 100 miles of the centre of the storm. 20
Other currents, not caused directly by the wind, may flow in connection with these storms, but are probably
weak and therefore negligible in comparison with the wind current.
The above remarks apply to the open ocean. When a tropical storm approaches or crosses an extended
coastline, such as that of Florida, a strong gradient current parallel with the coast will be produced by the piling
up of water against the coast. The sea level may rise by as much as from 2 to 4 metres on such an occasion. 25
Whet her the storm is in the open ocean or not there is a rise of sea level inwards to its centre which compensates
for the reduction of atmospheric pressure. The extent of this rise is never great, being about metre, according
to the intensity of the storm. It produces no current so long as the storm is not changing in intensity.
If the storm meets the coast, however, the accumulation of water at its centre will enhance the rise of sea level
at the coast ment i oned above and so produce a stronger gradient current along the coast. 30
1.76. Gr adi ent cur r ent s are caused by pressure gradients in the water. They occur whenever the water
surface develops a slope, whet her under the action of wind, or through the juxtaposition of waters of differing
temperature and/or salinity. The initial water movement is down the slope but the effect of the earth' s rotation
is to deflect the movement through 90 to the right (in the N hemisphere) and to the left (in the S hemisphere) 35
of the initial direction.
A gradient current may be flowing in the surface layers at the same time as a drift current is being produced
by the wind. In this case the actual current observed is the resultant of the two.
An interesting example of a gradient current occurs in the Bay of Bengal in February. In this mont h the current
circulation is clockwise around the shores of the bay, the flow being NE' l y along the W shore; with the Nort h-east 40
Monsoon still blowing, the current is setting against the wind. The explanation of this phenomenon is that
the cold wind off the land cools the water at the head of the bay. A temperature gradient thus arises between
cold water in the N and warm water in the S. Because of the density difference thus created a slope, downwards
towards the N, develops. The resulting N' l y flow is directed towards the right, in an E' l y direction, and so sets
up the general clockwise circulation. 45
1.77. Effect of wi nd bl owi ng over a coast l i ne. Slopes of the sea surface may be produced by wind. When a
wind blows parallel with a coastline or obliquely over it, a slope of the sea surface near the coast occurs. The effect
of a wind blowing obliquely over the coast to seaward is to drive water away from the coast, so that the sea
level slopes down to the coast. The effect of a similar wind blowing obliquely towards the land is to bank water 50
against the coast, so that the sea level slopes up to the coast. In either case a gradient current results. A wind more
or less parallel with the coast is the most effective in creating these slopes, since the total water transport, in the
layer in which wind influence occurs, being directed at 90 from the wind, is then directly on to the coast or
directly away from it. Whet her the water runs towards or away from the coast depends on; (i) which way the
wind is blowing, along the coast; (ii) which hemisphere is being considered. For example, in the region of the 55
Benguela Current (S hemisphere) the South-east Trade Wi nd blows obliquely to seaward over the coast of
SW Africa, i.e. in a NW direction. The total transport of water is 90 to the left of this, i.e. in a SW direction,
and therefore water is driven away from the coast.
The coastal currents on the E side of the main circulation are produced in this way, by removal of water
from the coastal regions under the influence of the trade winds. As has been shown, the gradient current runs 60
at right angles to the slope. As the slope is at right angles to the trend of the coastline, the gradient current
must always be parallel with the coastline. Taking the Benguela Current as an example, the water tending to
run down the slope towards the coast of SW Africa is deviated 90 to the left and therefore the gradient current is
somewhat W of N, since this is the general trend of the coastline. The South-east Trade Wi nd is tending also to
produce at the actual sea surface a drift current directed rather less than 45 to the left of NW or roughly W, and 65
the actual current experienced by a ship will be the resultant of this and the gradient, approximately NW.
These coastal currents on the E sides of the oceans are associated with the chief regions of upwelling.
In these regions colder water rises from moderate depths to replace the water drawn away from the coastal region
by the wind. In consequence the sea surface temperature in these regions is lower than elsewhere in similar
latitudes. The balance between the replacement of water by upwelling and its removal by the gradient current 70
is such that the slope of the surface remains the same, so long as the wind direction and strength remain constant.
The actual slope is extremely slight and quite unmeasurable by any means at our disposal. In general, it is less
than one inch in a distance of 10 miles.
The Labrador Current is an example of one which is produced by the banking of water against the coast by the
N to NW' l y winds prevailing during a large part of the year. Water tends to run down the slope to seaward, and
being diverted 90 to the right, the current follows the coast in a S' ly direction.
1.78. Summa r y. The causes which produce currents are thus seen to be very complex, and in general more
than one cause is at work in giving rise to any part of the surface current circulation. Observations of current
10 are still not so numerous that their distribution in all parts of the ocean can be accurately defined. Still less is
known of the subsurface circulations, since the oceans are vast and the work of research expeditions is very limited
in time and place. It is known that the greatest variations of temperature and salinity occur in middle and lower
latitudes, relatively near the surface, within a layer varying in depth from about 500 to 1000 metres. Thi s layer
includes the still shallower layer in which the direct influence of wind acts in impelling the water. The strongest
15 currents are therefore confined to this layer. Below it the circulation at all depths, in the open ocean, is caused by
density differences, and is relatively weak. The great coastal currents on the W sides of the ocean flow also in
the deeper levels and perhaps nearly reach the bottom.
The main surface circulation of an ocean, though it forms a closed eddy, is not self-compensating. Examination
of current charts makes it obvious that the same volume of water is not being transported in all parts of the
20 eddy. There are strong and weak parts in all such circulations. Also there is some interchange between different
oceans at the surface. Thus a large part of the South Equatorial Current of the Atlantic passes into the Nort h
Atlantic Ocean to join the Nort h Equatorial Current, and so contributes to the flow of the Gul f Stream. Ther e
is no adequate compensation for this, if surface currents only be considered. There is therefore interchange
between surface and subsurface water. The process of upwelling has been described; in other regions, notably
25 in high latitudes, water sinks from the surface to the bottom. Deep currents, including those along the bottom
of the oceans, also play their part in the process of compensation. Thus water sinking in certain places in high
latitudes in the Nort h Atlantic flows S along the bottom, and subsequently enters the South Atlantic.
Much, though not necessarily all, of the day to day variability of surface current is due to wind variation.
Seasonal variation of current is also largely due to seasonal wind changes. It is probable that the average current
30 will vary somewhat in successive periods of years. There is some evidence, for example, that the flow of the
Gul f Stream was appreciably weaker in 1932-1939 than in 1910-1931.
40
45
I CE
1.81. F o r m a t i o n a n d d i s t r i b u t i o n . For information concerning ice, its formation, characteristics, and global
distribution, see The Mari ner' s Handbook.
Ice limits, and drift in particular areas, are described in the chapters dealing with the principal ocean areas.
E L E C T R O N I C A I D S A N D P O S I T I O N F I X I N G S YS T E MS
1. 91. N a v i g a t i o n a l a i d s
1.91.01. Particulars of Radio Direction Finding stations, Radiobeacons, Calibration stations, Coast radar
stations providing navigational assistance, Radar beacons, and Coast radio stations giving QTG services are
published in Admi ral t y Li st of Radio Signals.
1. 92. P o s i t i o n f i x i n g s y s t e m s
50
1.92.01 The following notes outline the performance and application of the electronic position fixing systems
suitable for ocean navigation. See also Admi ral t y Li st of Radio Signals.
T h e A d m i n i s t r a t i o n s w h i c h c o n t r o l P o s i t i o n f i x i n g s y s t e m s a c c e p t n o r e s p o n s i b i l i t y f o r t h e con-
55 sequences of i n a c c u r a t e p o s i t i o n s o b t a i n e d b y m e a n s o f s u c h s y s t e m s .
1.92.02. Consol is essentially a long range directional radiobeacon system, the position lines of which provide
true bearings to the transmitting station. The major advantage of the system is the simple means by which a
position line is obtained aurally using any receiver possessing long range (MF) coverage.
60 Typical ranges over the sea are 1000 miles by day and up to 1500 miles at night. The system is not usable
within 25 miles of the transmitter.
System coverage is available in the NE part of the Atlantic Ocean and in the Barents Sea, most of the area
being covered by Admiralty charts showing Consol position lines.
65 1.92.03. Lor an (LOng RAnge Navigation), employs pairs of pulse transmitting stations which are spaced up to
600 miles apart. Two systems are currently in use, Loran A (formerly known as Standard Loran) and Loran C.
The range of Loran A over sea varies from 500 miles to 800 miles by day when groundwave signals are utilised
to 1400 miles by night if use is made of skywave signals. Typical fix accuracy when using groundwaves is in the
70 order of _+0"5 per cent of the range from the middle of the base line.
PLANNI NG .4 PASSAGE 33
Loran A coverage is available over a major portion of the Nort h Atlantic Ocean and of the Nort h Pacific Ocean.
Admiralty charts with a Loran A lattice are available for the Nort h Atlantic Ocean.
Loran C, a more sophisticated system than Loran A, has a typical daytime range of up to 1000 miles, and
skywave cover at night of up to 2000 miles.
As with Loran A, there is system coverage for large areas of the Nort h Atlantic Ocean and the Nort h Pacific
Ocean, and there is coverage in the Mediterranean Sea.
5
1.92.04. Ome ga is a hyperbolic radio navigational aid which depends upon the measurement of the phase
difference between signals transmitted from a pair of stations to provide lines of position. The use of very low 10
frequencies, in the range of 10-14 kHz, enables base lines over 5000 miles in length to be used, so that only 8
land-based transmitting stations can provide continuous world-wide coverage.
Diurnal and seasonal variations in propagation cause changes in the Omega pattern which must be corrected
from special tables, otherwise considerable errors in position could result. Wi t h the help of these tables, the
opt i mum accuracy should be 1 mile by day and 2 miles at night. 15
In 1972, one station was operating on full power and three stations were on trial with a provisional service
covering the Nort h Atlantic Ocean and parts of the Nort h Pacific Ocean in operation. Appropriately latticed
plotting sheets and correction tables can be obtained from the Hydrographic Mapping Centre, Defence Mappi ng
Agency, Washington DC 20390, U. S. A.
1.92.05. Satellite navi gati on. Vessels fitted with a satellite navigation receiver together with the necessary
electronic computer can obtain positions by using signals transmitted from artificial satellites specially orbited
for the purposes of navigation.
Dependi ng on the number of satellites in orbit and the area, the system offers worldwide coverage with
fixes obtainable at from hour to 2 hour intervals.
The system uses the doppler principle of the signals emitted by the satellites as they pass within range of the
vessel' s radio horizon. A single channel system relying upon the doppler principle will give positions with
approximately 2 mile accuracy, but with a two channel system, which takes refraction of the radio signals into
account, accuracies of about mile can be obtained.
20
25
30
NOTES AND CAUTI ONS
1.101. International Regul ati ons concerni ng pol l ut i on of the sea by oi l are given in The Mariner's
Handbook. The zones to which they apply are described in Admiralty Sailing Directions and are shown on the
Routeing Charts.
35
1.102. Fi shi ng vessel s. In 1969, it was estimated that some 9000 fishing vessels of over 100 tons gross, including
about 300 factory ships and carriers, were at sea at any given time. Many operate in fleets, but their operations
and traffic habits are nearly as varied as the catch they seek. It has been forecast that by the year 1980 the number
of fishing vessels at sea is likely to be about 15000.
Owing to the complexity of the changes in fishing grounds and consequently in the movement of fishing vessels
this volume does not attempt more than to give a general warning to mariners that they should be continually
on the alert against meeting fishing vessels, on passage or at work, anywhere at sea.
1.103. Coral waters. Coral reefs are often steep-to, and depths of more than 200 m may be found within one
cable of the edge of a reef. Soundings are therefore of little value as a warning of their proximity. The soundings,
furthermore, shoal so rapidly that it is sometimes difficult to follow the echo sounder trace and the echo itself is
often weak owing to the steep bottom profile.
Navigation among coral reefs is therefore almost entirely dependent upon the eye, and in ocean areas where
these reefs abound the greatest care is required. Whenever possible, passage through the worst parts of such
areas should be made in daylight, and every precaution should be taken to keep an accurate check on the ship' s
position.
For additional information on navigation in coral waters, see The Mariner's Handbook.
40
45
50
CHAPTER 2
NORTH ATLANTI C OCEAN
CONTENTS
~'a~e
2.01
2.02
2.03
2.04
2.05
2.06
2.07
2.08
WI NDS AND WEATHER
Equatorial Trough, or Doldrums
South-west Monsoon
North-east Trades .
Variables (Horse Latitudes)
Hurricanes
Westerlies
Fog and visibility
The Nort h Polar regions
36
36
36
37
37
37
37
37
2.11 Atlantic Ocean, 00-40 N
2.12 Atlantic Ocean, 40 N-60 N
2.13 Lengt h of swell
SWELL
37
37
37
2.15 Southern part of Nort h Atlantic Ocean
2.16 Nort hern part of Nort h Atlantic Ocean
2.17 Newfoundland Banks
2.18 Nort h Sea
2.19 Western approaches to English Channel
2.20 Bay of Biscay
2.21 Extreme rates
CURRENTS
37
38
39
39
39
39
39
2.25 General remarks
2.26 Ice limits and drift
2.27 Ice i n specific localities . .
2.28 Ice reporting and advisory services
I CE
39
39
39
40
2.31
2.32
2.33
2.34
2.35
2.36
2.37
2.38
2.39
NOTES AND CAUTI ONS
Western approaches to English Channel
~le d' Ouessant
Bay of Biscay
Strait of Gibraltar
Strait of Belle Isle
Newfoundland coasts
Penedos de S~o Pedro e S~o Paolo
Local Magnetic Anomaly
Ocean weather ships
40
40
40
40
40
40
41
41
41
ROUTES BETWEEN DAVI S STRAI T AND HUDS ON BAY
2.46 Directions 41
NORTH ATLANTI C OCEAN 35
ROUTES TO AND FROM KAP FARVEL AND DAVI S STRAI T
2.47 Kap Farvel
2.48 Nordkapp +-~ Kap Farvel
2.49 West coast of Norway and Nor t h Sea <-~ Kap Farvel
2.50 Bri t i sh Isles, Biscay, and nor t her n Spani sh ports ~-~ Kap Farvel
2.51 Li sbon and St rai t of Gi bral t ar ~ Davis St rai t
41
41
41
41
41
ROUTES TO AND FROM STRAI T OF BELLE I SLE
2.52 St rai t of Belle Isle .
2.53 St rai t of Belle Isle +-~ Nordkapp
2.54 St rai t of Belle Isle ~-~ Nor t h Sea and west coast of Norway
2.55 Strait of Belle Isle ~-~ Bri t i sh Isles and Biscay port s
41
41
41
42
ROUTES TO AND FROM ST JOHN'S, NEWFOUNDLAND
2.56 St. John' s har bour . . . . . . . 42
2.57 St. John' s ~-+ positions bet ween Cape Wr at h and Arquip~lago de Cabo Verde 42
ROUTES BETWEEN ST LAWRENCE AND NORTHERN COAST OF UNI TED STATES, AND
EUROPE
2.61
2.62
2.63
2.64
2.65
2.66
2.67
2.68
2.69
2.70
Traffic densi t y
Weat her rout ei ng
Ice report i ng and advisory services . . . .
Caut i ons
Cabot St rai t
Gr and Banks .
Di st ances
Cabot St rai t *-~ Vigo, Li sbon, and St rai t of Gi bral t ar
Halifax ~-~ Vigo, Li sbon, and St rai t of Gi bral t ar .
Nor t her n coast of Uni t ed States ~-~ Vigo, Li sbon, and St rai t of Gi bral t ar
42
42
42
42
42
42
43
43
43
43
ROUTES BETWEEN UNI TED STATES OR WEST I NDI ES, AND AFRI CA
2.76 Routes .
44
ROUTES BETWEEN EUROPE AND WEST I NDI ES
2.81 General not es . 44
2.82 Fl ori da St rai t -+ Bishop Rock . 44
2.83 Bishop Rock -~ Nor t h- East Provi dence Channel 44
2.84 Fl ori da St rai t ~ Bordeaux and Vigo . 44
2.85 Fl ori da St rai t -~ Li sbon or Strait of Gi bral t ar 45
2.86 West Indi es channel s and Bermuda ~-+ Europe 45
ROUTES BETWEEN ENGLI SH CHANNEL AND STRAI T OF GI BRALTAR OR I NTERMEDI ATE
PORTS
2.91 General not es 45
2.92 Distances 45
ROUTES BETWEEN ENGLI SH CHANNEL AND WEST COAST OF AFRI CA
2.97 Distances 46
ROUTES BETWEEN NORTH AMERI CA AND CABO DE S.~O ROQUE, OR I NTERMEDI ATE
POSI TI ONS
2.102 Di st ances 46
2.103 Nor t hem ports ~-~ Barbados
2.104 Nort hern ports ~-~ Bel6m .
2.105 Nor t hem ports ~-~ Cabo de S~o Roque
2.106 Caribbean Sea -+ Bel6m and Cabo de S~o Roque
2.107 Cabo de S~o Roque -~ Bel6m and Caribbean Sea
46
46
47
47
47
ROUTES BETWEEN NORTH- EAST COAST OF SOUTH AMERI CA AND EASTERN PART OF
2.111 General notes 47
ROUTES BETWEEN EASTERN PART OF NORTH ATLANTI C OCEAN AND RECI FE
2.116 General notes
2.117 Routes .
47
47
2.121 Routes .
ROUTES TO AND FROM ARQUIPI~LAGO DOS A~ 0 RES
48
ROUTES TO AND FROM ARQUI PI ~LAGO DE CABO VERDE
2.126 Great circle routes .
2.127 Porto Grande ~-~ West Africa
48
48
WINDS AND WEATHER
2.01. Equatori al Trough, or Dol drums . In the Nort h Atlantic Ocean, the belt of calms and light variable
35 winds which lies between the trade winds of the two hemispheres remains N of the equator throughout the year.
Its mean positions for February and August respectively, when it reaches its S' ly and N' l y limits, are indicated
on charts 5301 and 5302. The actual position is subject to much day-to-day variation, as is also the width of the
zone, which averages about 200 to 300 miles but may at times be reduced to almost nothing by a strong burst
of one or both Trade winds.
40 There is evidence to show that showers, squalls, and thunderstorms are more common within 200 to 300 miles
from the African coast than in the W part of the area.
Visibility in the Dol drum zone is invariably good except in rain.
2.02. South-west Mons oon. In summer, the intense heating of the land mass of N Africa lowers the
45 atmospheric pressure over that area and distorts the Equatorial Trough towards N. The South-east Trade
Wi nd (3.02) is drawn across the equator and is caused to veer by the earth' s rotation, so that it arrives off the
W coast of Africa between the equator and about 15 N, E of about 20 W, as a SW wind which is known as
the South-west Monsoon. Thi s monsoon, which is accompanied by cloudy weather and considerable rainfall,
lasts from about June to the middle of October; the rainfall is heavy on the coast between Gambia and Liberia.
50 Visibility is good at this season except in rain.
Duri ng the rest of the year winds in this area are mainly N' l y between Liberia and Mauritania, but are mostly
from between S and W in the Gul f of Guinea; in both cases they are generally light. Between November and
February a dry, dust laden E' l y wind known as the Har mat t an occurs at times. Weather at this season is
generally fine, but visibility is often only moderate due to haze, and it may become poor while the Harmat t an
55 is blowing.
Towards the beginning and end of the rainy season, that is in April and May, October and November, violent
thunderstorms accompanied by severe squalls, generally from an E' l y direction, occur at times near the coast.
These are known locally as Tor nados, but they should not be confused with the storms of that name which
occur in the interior of the Uni t ed States and of Australia, to which they bear no relation.
60
2.03. The Nor t h- east Tr ades form the equatorial side of the clockwise circulation round the oceanic anticyclone
situated in about 30 N. They extend from the African coast as far W as the Caribbean Sea and the Gul f of
Mexico, blowing from about NNE on the E side of the ocean and from a little N of E in the W part of the zone.
They blow permanently with an average strength of force 4, though on rare occasions they may increase to force
6:; 7 or decrease to force 2. In the Gul f of Mexico (4.01) they are more variable both in direction and strength;
between November and March they are sometimes interrupted in that area by strong or gale force N' l y winds
known as Northers.
In the NE part of the trade wind zone the weather is generally fair or fine with small amounts of detached
cumulus and little or no rain. Cloud cover and showers increase towards the Dol drums and towards the W part;
70 in the latter area rain is comparatively frequent, particularly in summer.
37
Haze occurs frequently in the E part of the trade wind zone; it is caused by the dust or sand carried seaward
by the prevailing offshore wind. Sea fog forms at times in the NE part of the zone over the cold water of the
Canary Current (2.16). In the W part of the zone, visibility is good except in rain.
2.04. Va r i a b l e s ( Ho r s e La t i t ude s ) . A belt of generally light and variable winds over the oceanic area of high 5
pressure extends across the ocean in about 30 N, oscillating from about 28 N in winter to 32 N in summer. The
predominant winds in this area, E of about 20 W in winter and 30 W in summer, are from between N and NE
and form an extension of the North-east Trades, particularly in summer.
Weather in the E part of the zone is fine with little cloud; in the W part there is more cloud, and rain is fairly
common. Visibility in the E part is often reduced by haze and sometimes by fog for the reasons explained in 10
article 2.03.
2.05. Hur r i canes occur in the W part of the Nort h Atlantic Ocean. They affect in particular the Caribbean
Sea, the Gul f of Mexico, Florida, the Bahamas, and Bermuda, with the adjacent ocean areas. They occur from
June to October and sometimes in November, with their greatest frequency in September.
More detailed information on storm frequencies will be found in Admiralty Sailing Directions. Notes on
precursory signs and avoiding action are published in The Mariner's Handbook.
15
2.06. West er l i es. The N part of the Atlantic Ocean experiences predominantly unsettled weather on the polar
side of the oceanic anticyclone. Wi t h the almost continuous passage of depressions across this zone in an E' l y 20
or NE' l y direction, the wind varies greatly in both direction and strength, and there is a high frequency of strong
winds. Gales are common, especially in winter. The region of highest gale frequency extends roughly from the
vicinity of Newfoundl and to about 58 N, 13 W; and in this region winds reach force 7 or above on 16 to 20 days
a mont h in January and February; in July, which is the quietest month, the stormiest area remains SW of Iceland
but the frequency of winds of force 7 or above is only about 7 days a mont h in it. Close to the coasts of Greenland, 25
Iceland, and Norway, katabatic winds are common.
2.07. F o g a n d v i s i bi l i t y . The frequencies of fog and poor visibility are indicated on the Routeing Charts and
the subject is treated at length in the relevant Admiralty Sailing Directions. In the region of the Westerlies,
overcast skies, with periods of rain or snow, alternate with brief fine spells. Cloud amounts are generally large. 30
The part of the Nort h Atlantic Ocean most affected by fog lies E and S of Newfoundland.
In the vicinity of the coasts of New England and Nova Scotia, and the Newfoundland Banks, fog is very
prevalent in late spring and early summer, being due to the movement of warm, moist air from S or SW over
the cold Labrador Current ; over a large part of this area fog is experienced on more than 10 days a month. It is
also liable to occur at times in other parts of this zone--usual l y in spring and early summer and in association 35
with winds from between S and SW. Visibility is good with NW' l y winds, except in showers.
2.08. T h e No r t h Po l a r r e g i o n s . The greater part of the region lying on the polar side of the Westerlies is
denied to navigation on account of ice. The prevailing wind is from some E' l y point, though, as in the case of
the Westerlies, great variations in direction and strength are caused by the passage of depressions across the
area. Gales are common, but less so than in the Westerlies.
Weather is generally very cloudy, and precipitation, usually in the form of snow, may occur at any time.
Fog, often of the arctic sea-smoke type, is prevalent in summer.
Furt her information is published in Admiralty Sailing Directions.
40
S WELL
2.11. At l ant i c Oc e a n, 00-40 N. Between the equator and 30 N, frequencies of swell greater than 4 m in
height rarely exceed 2 to 4 per cent. One of the most persistent swells is from NE, between Islas Canarias and the
NE coast of South America. In the extreme SE, off Freetown, S and E swells prevail.
Between 30 and 40 N, frequencies of swell greater than 4 m in height are: April, 10 per cent; May to August,
5 to 10 per cent; Sept ember to November, 10 per cent; December to March, 20 per cent. The predominant
direction is from between W and NW.
2.12. At l ant i c Oc e a n, 40 N- 60 N. Frequencies of swell greater than 4 m in height are: April, 20 per cent;
May to July, 10 per cent; August and September, 20 per cent; October to March, 30 per cent. In December and
January, a maxi mum of 40 per cent is reached in an area centred on 55 N, 22 W. Throughout the year swell
comes mainly from between SW and NW, with swell from W predominating.
2.13. L e n g t h o f swel l . Swell in the Atlantic Ocean is generally short (less than 90 m) or average (90-180 m)
in length. However, long swells may be found from time to time, though they are less frequent than in the
Pacific Ocean.
50
55
CURRENTS
2.15. S o u t h e r n par t o f No r t h At l ant i c Oc e a n. The currents in the S part of the Nort h Atlantic, between
about 10 N and 40 N, circulate in a clockwise sense to form a roughly oval cell which occupies all the region
between the African and Iberian coasts and the Atlantic coasts of the West Indies and Nort h America. The W-
setting currents on the S flank of this cell comprise the No r t h Equa t o r l a l Cur r e nt between about 10 N and
38
POWER VESSEL _ROUTES
20 N a nd t he Nort h Sub-tropical Current be t we e n a bout 20 N a nd 30 - 32 N. Of t hese, t he f o r me r is t he
s t r onge r ( aver age knot ) a nd t he mor e const ant . So me of t he No r t h Equa t or i a l Cu r r e n t c ont i nue s i nt o t he
Ca r i bbe a n Sea (4.11) ; t he r e ma i nde r t ur ns NW o f f t h e We s t I ndi es as t he Antilles Current a nd t he r e a f t e r t ur ns
pr ogr es s i vel y N so as t o f l ow par al l el wi t h t he N- g o i n g Fl ori da Current a nd Gu l f S t r e a m (4. 11) of f Fl or i da.
5 T o t he N of a bout 32 N, t he Gu l f St r e a m t ur ns NE and t he n pr ogr es s i vel y E so t hat t he ma i n di r e c t i on of t he
c ur r e nt N of 36 N is E' l y be t we e n 65 W and 50 W. T o t he E of a bout 50 W, t he Gu l f St r e a m f ans out a nd
weakens, t o b e c o me t he Nort h Atlantic Current (2. 16) wi t h ma i n di r ect i ons be t we e n E and NE. I n c ons e que nc e
of t hi s NE ' I y t r e n d of t he ma i n flow, t he cur r ent s be t we e n 36 N and 40 N change f r om wel l ma r k e d eas t er -
l i es i n t he W par t of t he ocean t o l i ght e r a nd mor e var i abl e cur r ent s E of 50 W, wi t h SE' l y t o S' l y di r ect i ons
10 pr e domi na t i ng. I n t he N ( 36 - 40 N) t he cur r ent s ar e var i abl e wi t h onl y a smal l pr e ponde r a nc e of S' l y set s
f r om a bout 50 W as f ar as t he I be r i a n coast . Fa r t he r S, u n d e r t he i nf l uence of t he Tr a d e Wi nds , t he cur r ent s
b e c o me mor e cons t ant a nd f or m a wi de bel t of ma i nl y S W' l y set s of f t he No r t h Af r i c a n coast , whi c h ul t i ma t e l y
t ur ns W t o j oi n t he No r t h Equa t or i a l cur r ent .
T h e cur r ent s ar e weakes t a nd l east cons t ant t owar ds t he cent r al par t of t he ci r cul at i on de s c r i be d i n t he pr e -
15 c e di ng par agr aph, ne a r an axis whi c h shi f t s s ome wha t wi t h t he seasons but r uns r oughl y f r om near Ar qui p61ago
dos Aq6r es t o ne a r Be r muda . I n a l ar ge ar ea r o u n d t hi s cent r al r e gi on t he me a n r at es ar e be l ow knot at all
t i mes . T h e hi ghes t aver age r at e i n t he r e gi on as a whol e occur s i n t he Fl or i da Cu r r e n t ( or S por t i on of t he Gu l f
St r eam) whe r e i t r eaches a bout 3 knot s i n s u mme r i n t he axis of t he s t r e a m of f S Fl or i da. T h e r at e fal l s of f f a r t he r
N t o an aver age, i n t he f ast est par t of t he Gu l f St r eam, of a bout 1 knot , N a nd E of Cape Hat t er as .
20 S of a bout 10 N t he cur r ent s ar e r at her mor e compl ex, a nd s how a de c i de d seasonal var i at i on. I n s umme r ,
an appr eci abl e bel t of E' l y set s k n o wn as t he Equatorial Counter-current e xt e nds f r om a bout 45 W a l mos t
t o t he Af r i c a n coast . T h e W par t of t hi s bel t l i es r oughl y be t we e n 5 N a nd 10 N, whi l e ne a r t he Af r i c a n coas t
t he bel t l i es be t we e n 10 N a nd t he equat or . T h e Sout h Equa t or i a l Cu r r e n t (3.11), wh i c h set s W, l i es S of t hi s
be l t ; on a ppr oa c hi ng t he So u t h Ame r i c a n c ont i ne nt i t is di ve r t e d t o f or m a br oa d NW' l y s t r eam.
25 I n wi nt er , t he Equa t or i a l Co u n t e r - c u r r e n t is r e duc e d t o a s mal l bel t l yi ng be t we e n 2 N a nd 6 N, E of 20 W.
Fa r t h e r W, t he No r t h Equa t or i a l Cu r r e n t and Sout h Equa t or i a l Cu r r e n t conver ge, f or mi ng a br oa d bel t of
c ur r e nt s et t i ng W wi t h no i nt e r ve ni ng E' l y set s. Th i s W- s e t t i ng s t r eam is di ve r t e d al ong t he N- f a c i n g coast
of So u t h Ame r i c a , as i n s umme r . Ave r a ge r at es i n t hi s c ur r e nt r each 2 knot s i n t he s t r onges t par t s, wh i c h e xt e nd
r oughl y f r om 2 N, 47 W t o 5 N, 51 W.
30 Ne a r t he Af r i c a n coast , at al l t i mes, t he fl ow is p r e d o mi n a n t l y SE and E, f or mi ng t he Gu i n e a Current,
wh i c h f ol l ows t he coast at an aver age r at e whi c h var i es f r om a bout 1 knot i n wi nt e r t o 1 knot s i n s u mme r .
T h e gr eat es t r at e occur s ne a r t he coast i n a bout 5 W. El s e whe r e i n t hi s area, be t we e n t he e qua t or a nd 10N,
t he aver age r at es ar e a bout knot t o 1 knot .
35 2. 16. Nort hern part of Nort h Atlantic Ocean. Ov e r a l ar ge por t i on of t he N par t of t he No r t h At l ant i c
Ocean, t he di r e c t i on of t he pr evai l i ng fl ow is NE. I mme d i a t e l y N of Cape Ha t t e r a s t he Gu l f St r eam, wh i c h
or i gi nat es i n Fl or i da St r ai t as t he Fl or i da Cur r e nt , begi ns t o l eave t he 200 m l i ne a nd gr adual l y t ur ns E i nt o t he
ocean, S of Ge or ge s Bank a nd t he No v a Scot i an Banks. I t s N edge is r el at i vel y s har pl y def i ned at al l t i mes ,
owi ng t o t he c onve r ge nc e al ong i t of t he col d wa t e r of t he La b r a d o r Cu r r e n t ( bel ow) .
40 T o t he E of a bout 46 W, t he Gu l f St r e a m ceases t o be a wel l def i ned cur r ent , i t wi de ns a nd weakens b y f a nni ng
out al ong t he E si de of t he Gr a n d Bank. T h e r es ul t i ng wi de NE ' l y f l ow is known as t he Nort h Atlantic Current,
wh i c h fl ows acr oss t he ocean t owar ds t he Br i t i s h I sl es a nd t he adj acent coast s of Eur ope .
T h e S par t of t he No r t h At l ant i c Cu r r e n t t ur ns gr adual l y cl ockwi se t o SE' l y a nd t he n S W' l y di r ect i ons ove r
t he whol e ocean E of 40 t o 45 W. I t t hus passes i nt o t he No r t h Sub- t r opi c a l c ur r e nt t o c ompl e t e t he ma i n
45 ci r cul at i on. Th i s wi de l y e xt e nde d t r e nd of t he wat er , br a nc hi ng S f r om t he No r t h At l ant i c Cur r e nt , is cal l ed t he
Azores Current, and occupi es t he bel t of l at i t ude be t we e n a bout 42 N and 32 N. T h e c ur r e nt known as t he
Portugal Current, f l owi ng S of f t he W coast s of Spai n a nd Por t ugal , a nd as t he Canary Current f ar t her S, f or ms
t he coast al f r i nge of t he gener al S' l y f l ow of t he Azor es cur r ent .
T h e N par t of t he No r t h At l ant i c Cu r r e n t does n o t r e c ur ve S but cont i nues t o f l ow i n a ge ne r a l NE di r ect i on
50 of f t he W coast s of t he He b r i d e s a nd Shet l ands a nd t he nc e t o t he coast of Nor wa y. I t set s N al ong t hi s coast ,
of f wh i c h i t is k n o wn as t he Norwegi an Atlantic Current. I n about 69 N, t hi s c ur r e nt di vi des a nd t he N par t ,
k n o wn as t he West Spi tsbergen Current, set s N t o t he W coast of Spi t s be r ge n and t he nc e i nt o t he Ar c t i c
Basi n. T h e S br a nc h is k n o wn as t he Nort h Cape Current a nd f ol l ows t he coast pas t No r d k a p p i nt o t he Bar ent s
Sea, fi nal l y s et t i ng t owar ds t he N of Nova ya Ze ml ya ; a br a nc h of it, known as t he i u r ma n Coast Current,
55 cont i nues al ong t he Mu r ma n coast .
T h e chi ef out f l ow of wa t e r f r om t he Ar ct i c Basi n is t h e col d, i c e - be a r i ng c ur r e nt known as t he East Greenl and
Current, wh i c h set s S W al ong t he E coast of Gr e e nl a nd. Par t of t hi s c ur r e nt di ver ges SE f r om t he ma i n body
N of 70 N, f or mi ng t he East Icel and Current, wh i c h passes t he NE coast of I c e l a nd a nd t h e n c e N of t he
Faer oes , t he set gr adual l y t r e ndi ng E and fi nal l y NE. I t j oi ns , or r uns par al l el wi t h t he s eawar d edge of t he No r -
60 we gi a n At l ant i c Cur r e nt .
A br a nc h of t he wa r m No r t h At l ant i c Cu r r e n t t ur ns N i n t he l ongi t ude of I cel and. Cl os e S W of I c e l a nd t hi s
cur r ent , known as t he Irmi nger Current, di vi des. T h e ma i n br a nc h t ur ns W a nd j oi ns t he Eas t Gr e e n l a n d
Cu r r e n t S of De n ma r k St r ai t . A s mal l er br a nc h makes a cl ockwi se ci r cul at i on of I cel and.
T h e Eas t Gr e e n l a n d Cu r r e n t r ounds Ka p Fa r ve l and passes N al ong t he W coast of Gr e e nl a nd, whe r e i t
65 is k n o wn as t he West Greenl and Current. Th i s l oses v o l u me by f a nni ng out on i t s s eawar d si de, but par t of
i t ci r cui t s t he head of Baffl n Bay and, r e i nf or c e d by wa t e r f l owi ng E t hr ough J one s a nd La nc a s t e r Sounds , set s
S al ong t he coast of Baffi n I s l a nd as t he Ba f t l n L a n d Cu r r e n t . N of Hu d s o n St r ai t t hi s is j o i n e d b y a c on-
s i der abl e br a nc h f r o m t he We s t Gr e e n l a n d Cur r e nt , wh i c h cr osses Da vi s St r ai t . T h e c o mb i n e d cur r ent , k n o wn
as t he Labrador Current, set s pas t t he e nt r a nc e t o Hu d s o n St r ai t a nd SE al ong t he La b r a d o r coast t o t he
70 Ne wf o u n d l a n d r egi on.
N OR T H A T L A N T I C OC E A N 39
2.17. Newf ot t ndl and Banks. After passing the Strait of Belle Isle and the E coast of Newfoundland, the
Labrador Current covers the whole of Grand Bank except, during summer, the extreme S part. A large branch
of the current follows the E edge of the bank; this is the part which carries ice farthest S to reach the transatlantic
shipping routes. Another branch rounds Cape Race and sets SW. Although some of the water that has passed
on to Grand Bank continues in a more S' ly direction, especially during August to October, the bulk of it sets 5
SW and continues, as a SW' l y set, to fill the region between Newfoundland, Nova Scotia, and the Gul f Stream.
The Labrador Current subsequently continues S along the coast of the Uni t ed States as a cold current as
far as about 36 N from November to January, 37 N from February to April, 38 N from May to July, and 40 N
from August to October. Between the S limit of the Labrador Current and the Tai l of the Bank, the warm and
cold waters converge on a line which is known as the Col d Wall. 10
The E end of the Cold Wall presents the greatest hydrographic contrasts to be found in the world, the water
changing from the olive or bottle green of the Arctic side to the indigo blue of the Gul f Stream, with temperature
changes of 11 or more over short distances.
The currents off the coasts of Labrador and Newfoundland are complex; for details, reference should be made
to Admiralty Sailing Directions. 15
2.18. Nor t h Sea. A branch of the Nort h Atlantic Current diverges from the main flow NE of the Shetlands and
flows S, fanning out E towards the S part of the Skagerrak, along the E coasts of Britain as far as the Thames
estuary. It is there joined by a branch of the Nort h Atlantic Current which passes through the English Channel
and the Strait of Dover, the combined currents then flowing along the Netherlands and Jutland coasts. Thi s 20
current then flows round the Skagerrak in a counter-clockwise direction and finally sets N along the W coast of
Norway.
The outflow from the Nort h Sea forms the Nor we gi an Coastal Current and is probably the most constant
part of the circulation. In about 62 N this current rejoins the main branch of the Nort h Atlantic Current flowing
towards Nordkapp. 25
2.19. West ern approaches to Engl i s h Channel . After SW or W gales, a set towards the mout h of the Channel
may be expected, at a rate depending on the locality, strength, and duration of the gale. In winter, sets of up to
1 knots are sometimes recorded, mainly in directions between ENE and SE, but the tidal streams are responsible
for most of the water movement within the 200 m line. See 1.75.
2.20. Bay of Bi scay. Offt he mout h of the Bay of Biscay the current is trending SE and S to form the beginning
of the Portugal Current (2.16). A branch enters the bay and recurves W along the N coast of Spain, but over
most of the bay the currents are highly variable with a tendency for directions between E and S to predominate.
The speeds for the most part do not exceed 1 knot and very rarely reach 2 knots.
Following W' l y or NW' l y gales E' l y sets occur offthe N coast of Spain, sometimes attaining a rate of 3 knots off
Bilbao and 4-5 knots at the head of the bay particularly when current and tidal stream are in the same direction.
2.21. Ext r e me rates. For extreme rates not mentioned in the preceding paragraphs, see 1.73.
I CE
30
35
40
2.25. General r e mar ks . The following brief account of ice in the Nort h Atlantic Ocean is by no means
comprehensive. Before undertaking voyages through areas in which ice is likely to be met, The Mari ner' s Hand- 45
book and the relevant Admiralty Sailing Directions should be studied, as well as the monthly Routeing Charts,
which show the ice limits. These limits are also shown approximately on Climatic Charts 5301 and 5302, but
they may not always agree with the Routeing Charts which endeavour to show the extreme limits on a monthly
basis as far as this is possible with the limited and variable data available.
10-day Ice charts, obtainable from the Director General, Meteorological Office (Met O 10 DWR), London 50
Road, Bracknell, Berks, should also be studied.
Facsimile broadcasts of ice charts are also available, as set out in Admi ral t y Li st of Radio Signals.
A factor always to be borne in mi nd where ice conditions are concerned is their great variability. For this
reason, and on account of the sparsity of observations in many areas, the charted positions of ice limits must be
regarded as approximate. The dates which follow refer to average conditions. 55
2.26. I ce l i mi t s and drift. A glance at the Routeing Charts will reveal the influence of the ocean currents
(2.16-2.17) in setting the pack over much of the Newfoundland Banks area from the latter part of January until
May, while the E part of the ocean remains ice-free to high latitudes.
Almost all the icebergs which menace the Nort h Atlantic routes originate in the glaciers of the W coast of 60
Greenland where they are calved at a rate of several thousand a year. They are carried S by the Greenland,
Baffin Land, and Labrador currents, and when they finally reach the shipping routes they may be several years
old. The bergs calved on the E coast of Greenland also drift S, and may be met off Kap Farvel, but they do not
survive the relatively warm water of Davis Strait and are not a source of danger on the regular transatlantic
routes. Icebergs may be found beyond the limits of the pack ice at all seasons, but mostly in early summer; in 65
winter many are frozen into the pack.
2.27. I ce i n speci f i c l ocal i t i es. Kap Farvel . The greatest distance at which bergs are met S of Kap Farvel
usually occurs in April and May; this is generally up to about 120 miles, but in 1922 bergs extended to 150 miles
S of the cape. In April, bergs may be met as far E as 66 N, 32 W.
Not for navigation
40
P OWE R V E S S E L R OUT E S
S t Lawrence Ri ver below Montreal is closed by ice between early December and mid-April. Commercial
navigation ceases i n most parts of the Gul f of St Lawrence by mi d-December; in the S part, navigation is not
considered safe between early December and mid-April.
The St rai t of Belle Isle is generally not navigable from the beginning of December unt i l June.
5 Pack ice arrives from N off Cape Race about the end of January i n an ordinary season, extending round the
coasts of the Avalon peninsula in February, unt i l April.
Between July and December inclusive, Grand Bank of Newfoundland is entirely free of pack-ice, which reaches
the bank in January and extends farthest S i n March and April, on the E edge of the bank. I n very rare seasons,
dangerous pack may extend to the Tail of the Bank and even S of it but, on average, the floes begin to break up
10 on reaching 45 N.
I n the region of Grand Bank, the worst season for icebergs is between March and July, with May as the mont h
of greatest frequency. Bergs are not often found S of 40 N or E of 40 W, though occasionally they may be
considerably outside these limits. They are particularly prevalent around the E flank of the bank, on which many
of them ground. More detail is given in Admiralty Sailing Directions.
15 Denmark St r ai t is normally free of ice on its E side throughout the year, but on rare occasions, as in the spring
of 1968, the ice spreads across from Greenland to close the strait.
The Whi t e Sea is normally closed to navigation from about mid-December to mid-May.
I n Kdl ' ski l nl et , the N part remains open through the year but, from December to April ice forms along the
shore and at times breaks away, to be carried out to sea. It may be a hindrance for three or four days at a time
20 in exceptionally cold winters.
On the West coast of Norway, none of the mai n ports is ever closed by ice, and the closure of Oslg is very rare.
In the Nort h Sea serious ice conditions in the entrances to German, Dutch, and Danish ports, lasting from
one to four weeks, occur about two or three times in t en years at some time between mid-January and early
March.
25
30
35
40
2.28. I ce report i ng and advi s ory s ervi ces in the NW Atlantic are maintained by the International Ice Patrol
(U.S. Coast Guard Service) in an area SE of Newfoundland, and by the Canadian Department of Transport in
respect of vessels approaching and leaving Canadian ports.
The International Ice Patrol operates from February or March, and the Canadian service opens in December.
Starting and finishing dates vary according to the season.
Duri ng the ice season, vessels i n the International Ice Patrol area, see Admi ral t y Li st of Radio Signals, are
urged to assist the Patrol by reporting sighting of ice, visibility, sea temperature, and weather. Ships approaching
Canadian ports are asked to report 36 hours before arrival their position, speed, destination, whether loaded or
i n ballast, ice classification and name of Canadian Agent, with subsequent reports of position with the object of
mi ni mi si ng delay if assistance is needed.
For details of shore based services and ships' reporting procedures, see Admi ral t y Li st of Radio Signals.
Details of the International Ice Patrol are also given by the Intergovernmental Maritime Consultative Organisa-
tion in their Report on the International Conference on Safety of Life at Sea, 1960; and the Canadian services
are described by "Informat i on Canada" in Ice Navi gat i on in Canadian Waters.
NOTES AND CAUTI ONS
2.31. West ern approaches to Engl i s h Channel . When navigating in these waters it is essential to assess the
45 surface drift caused by recently prevailing wind and weather. The set of the swell should not be regarded as a
precise indication of the resulting drifts. See 2.19 and Admiralty Sailing Directions.
2.32. Mariners approaching ~le d' Ouessant (Ushant ) must guard against the danger of being set E of their
reckoning, and should use the greatest caution when passing it. Unless certain of the position, $1e d' Ouessant
50 should be given a wide berth and a depth exceeding 110 m should be maintained.
2.33. Bay of Biscay. There may be a strong E' l y set off the N coast of Spain after a W' l y or NW' Iy gale, as
described in article 2.20.
An onshore wi nd brings cloud that develops into fog or thick mist when it reaches the elevated land at both the
N and S points of the bay,
55
2.34. Strait of Gi br al t ar . A vessel approaching the Strait in thick weather from the Atlantic should take sound-
ings unless her position is certain. Caution is necessary, since the currents, tidal streams, and eddies between
Cabo de Silo Vicente and Isla de Tarifa are very variable. Cape Spartel is safe to approach. I n clear weather, the
60 Strait can be approached without difficulty.
2.35. Strait of Bel i e Isle. A vessel approaching from E i n low visibility may, if not certain of her position, be
greatly assisted by sounding on the banks E of Newfoundland and Labrador.
2.36. Ne wf oundl and coast s. As fog is exceedingly prevalent off the S coast of Newfoundland, especially in
65 summer, vessels should guard against the set of the current and the indraught into the deep bays, particularly
on their E sides.
When approaching from E i n thick weather, the radio beacons on the E coast of Newfoundland and the use
of soundings over Grand Bank and Ballard Bank should indicate the position with enough accuracy to enable
the vessel to round Cape Race i n safety. Decca coverage is available E and S of Newfoundland, see Admi ral t y
70 Li st of Radio Signals.
N OR T H A T L A N T I C OC E A N 41
Although the current between Grand Bank and Newfoundland ordinarily sets SW at a rate which may slightly
exceed 1 knot, it is not unusual, particularly for a short period before a gale, for the current to be so disturbed
as to set across its ordinary direction or even to be reversed on the surface. Close inshore, it is affected by the
tidal streams.
The currents between Cape Race and St. Pierre are irregular, with a greatest rate of 1 knot, and are influenced
by the wind, and, near the shore, by the tidal streams. See Admiraty Sailing Directions.
When approaching from W, Cape Pine and Cape Race should not be closed in depths of less than 55 m unless
certain of the position.
2.37. When approaching Pe n e d o s de S~o Pe dr o e S~o Paol o and I l ha de Fe r n a n d o de No r o nha , caution is
necessary, as the South Equatorial Current sets WNW past them at a rate of from 1 to 2 knots.
2.38. Lo c a l Ma g n e t i c Anomal y. For details of places where local magnetic anomaly has been reported, the
Admiralty Sailing Directions should be consulted. On or near routes described in this chapter, anomaly has
been reported in the N part of Florida Strait, in the vicinity of Bermuda, in 38 12' N, 60 28' W, and offt he
coasts of Canada and Iceland.
2.39. Oc e a n we a t h e r s hi ps , which provide certain services to shipping, are stationed in the Nort h Atlantic
Ocean; see Annual Summary of Admi ral t y Notices to Mariners and Admi ral t y Li st of Radio Signals.
5
10
15
20
ROUTES BETWEEN DAVI S STRAI T AND HUDS ON BAY
2.46. For directions for Davis Strait, Hudson Strait, and Hudson Bay, and for ice conditions, see Admiralty
Sailing Directions, and for Ice Advisory services, see Admi ral t y Li st of Radio Signals.
25
ROUTES TO AND F ROM KAP FARVEL AND DAVI S S TRAI T
2.47. Ka p Far ve l . In view of weather and ice conditions off the coast of Greenland, see Admi ral t y Sailing
Directions, the routes which follow are taken from 58 30' N, 43 52' W, about 75 miles S of Kap Farvel, or from
57 35' N, 43 52' W, about 130 miles S of Kap Farvel, as appropriate.
2.48. Nor dka pp ~-+ Ka p Far ve l . Normally, pass 20 miles S of Jan Mayen and through Denmark Strait to
58 30' N, 43 52' W; distance 1830 miles. If Denmark Strait is not navigable, passage must be made S of Iceland,
distance 1950 miles.
The directive force of the earth' s magnetic field is weak in the vicinity of Nordkapp, and local magnetic
anomaly has been reported off the coast of Iceland.
2.49. We s t c oas t o f No r wa y a nd No r t h Sea ++ Kap Far ve l . As directly as navigation will allow. For
Trondhei m, pass between Iceland and the Faer6es; for Bergen, pass between the Faer6es and the Shetlands;
for Lindesnes, pass between Fair Isle and the Orkneys. Distance from 58 30' N, 43 52' W: Trondhei m 1500
miles; Bergen 1470 miles; Lindesnes 1580 miles.
2.50. Br i t i sh Isles, Bi s c a y a nd no r t he r n S p a n i s h por t s ~-~ Kap Far ve l . Great circle in all cases. For Biscay
ports, pass at least 10 miles SW of Chaus6e de Sein, see Admiralty Sailing Directions. Distances from 58 30' N,
43 52' W; Cape Wrat h 1200 miles; Inishtrahull 1200 miles; Fastnet 1250 miles; Bishop Rock 1400 miles;
Bordeaux 1710 miles; Vigo 1630 miles.
2.51. Li s b o n a nd St rai t o f Gi br al t ar ~-~ Da v i s strai t. From 57 35' N, 43 52" W, about 130 miles S of Kap
Farvel, by great circle to Lisbon, or to Cabo de S~o Vincente for the strait of Gibraltar. Distances: Lisbon
1760 miles; Strait of Gibraltar 2020 miles.
30
35
40
45
50
55
ROUTES TO AND F ROM S TRAI T OF BELLE I SLE
2.52. Th e St rai t o f Be l l e Isl e is open to navigation from about June to November, inclusive, see Admiralty
Sailing Directions. Departure position is 7 miles S of Belle Isle.
2.53. St rai t o f Be l l e Isl e ~-~ Nor dkapp. Pass through 58 30' N, 43 52' W (75 miles S of Kap Farvel),
thence through Denmark Strait and 20 miles S of Jan Mayen. Distance 2400 miles. If Denmark Strait is not
navigable, passage must be made S of Iceland; distance 2520 miles.
See caution regarding local magnetic anomaly and loss of directive force in article 2.48.
2. 54. St rai t o f Be l l e I s l e *-~ No r t h Sea a nd we s t coas t o f No r wa y . For Trondhei m, the great circle track
should be followed; distance 2060 miles. For Bergen, take the great circle but pass between the FaerSes and the
60
Shetlands; distance 2030 miles. For Lindesnes, take the great circle but pass between Fair Isle and the Orkneys;
2.55. Strait of Belle Isl e +-~ British Isl es and Bi scay ports. Proceed by great circle. Distances: Cape
Wrat h 1740 miles; Inishtrahull 1700 miles; Fastnet 1690 miles; Bishop Rock 1830 miles; Bordeaux 2120
miles.
10
15
ROUTES TO AND FROM ST. JOHN' S, NEWFOUNDLAND
2.56. St. John' s harbour is rarely frozen over.
2.57. St. John' s ~-~ posi t i ons bet ween Cape Wrath and Arquip61ago de Cabo Verde. Great circle tracks
should be used. Distances: Cape Wrat h 1800 miles; Inishtrahu11 1730 miles; Fast-net 1680 miles; Bishop Rock
1810 miles; Bordeaux 2080 miles; Vigo 1870 miles; Lisbon 1950 miles; Strait of Gibraltar 2190 miles; Horta
1200 miles ; Porto Grande 2290 miles.
20
25
30
ROUTES BETWEEN ST. LAWRENCE AND NORTHERN COAST OF UNI TED STATES, AND
EUROPE
2.61. Traffic densi ty. Owing to the density of traffic, it is recommended that E-bound and W- bound
tracks should be separated in some cases. A general rule of "not hi ng to port of the track" should be observed
unless a diversion is made; little or no distance is lost by keeping 10 miles N or S of the recommended
track.
2.62. Weather routei ng. On the northern transatlantic routes, mariners may gain considerable advantage
by closely studying the weather with the aid of rou.teing advice and facsimile weather and ice maps so that,
by timely adjustment of their route, they may reduce delay and damage due to wind, sea, swell, and ice. See
1.21.
35 2.63. Ice reporti ng and advi sory servi ces are described in 2.28.
2.64. Caut i ons. Carefully conducted tests by the International Ice Patrol have shown that radar cannot provide
positive assurance for iceberg detection. An iceberg is only one-sixth as good a radar reflector as a comparatively
sized ship. Seawater is a better reflector than ice. Thi s means that unless a berg or growler is observed outside
40 the area of sea "ret urn" or "clutter" it will not be detected by radar. The average range of radar detection of
a dangerous sized growler is 4 miles.
Radar is a valuable aid, but its use cannot replace the traditional caution exercised during a passage across
Grand Banks duri ng the ice season.
I n recommending routes to and from ports SW of Cape Race, account must be taken of the seasonal movement
45 of ice in the Grand Banks area, see 2.27. No guarantee can be given that a particular route will be clear of ice;
constant study of ice reports, and the utmost vigilance at sea, are essential.
50
2.65. Cabot Strait is usually navigable from mid-April. The Quebec-Montreal channel is open for navigation
from about April to November, inclusive.
2.66. Grand Banks. The worst season for ice is from March to July, inclusive. To reduce risk to shipping,
standard "not hi ng to N" alter-course positions are: CR, from 16 May to 30 November, or when the Cape
Race route is clear of ice, 46 12' N, 53 05" W, E-bound, and 46 27' N, 53 05' W, W- bound; BN,
11 April to 15 May and 1 December to 14 February, 45 25' N, 50 00' W, E-bound, and 45 55' N, 50 00"
55 W, W- bound; BS, 15 February to 10 April, 42 00' N, 50 00' W, E-bound, and 43 00" N, 50 00" W,
W-bound.
W of the standard alter-course positions, the routes between Cabot strait or Halifax and Cape Race are as
direct as navigation permits. For position BN, Halifax routes are direct; for ports W of Halifax, vessels should
pass not less than 60 and 40 miles S of Sable Island, E-bound and W- bound respectively. For position BS,
60 Halifax and Boston routes pass not less than 60 and 40 miles S of Sable Island, E-bound and W- bound respective-
ly; Nantucket, Delaware Bay and Chesapeake Bay routes are direct.
In the Grand Banks area, the International Ice Patrol advises that vessels should not venture into the pack ice
N of 45 30' N before the middle of April.
E of the standard alter-course positions, routes are by great circle to the European landfall, except that Cape
65 Wrath traffic should pass through 57 50' N, 18 00' W. The Nordkapp route joins the Cape Wrath routes i n
this position.
The track between Trondhei m and Cape Race is a great circle. Between position BN and Trondhei m vessels
should pass 10 miles N of the Faer6es; between position BS and Trondhei m the best route is 10 miles S of the
Faer6es. All routes for Bergen make a landfall at Sumburgh Head.
70 Diagram 18 illustrates the standard alter-course positions for the mai n transatlantic routes.
2.67. Di st ances in miles (means of eastbound and westbound tracks). See 2.61-2.66.
43
Nordkapp
Trondhei m
Bergen
Cape Wrath
Inishtrahull
Fastnet
Bishop Rock
Bordeaux
Standard alter-
course positions*
CR
BN
BS
CR
BN
BS
CR
BN
BS
CR
BN
BS
CR
BN
BS
CR
BN
BS
CR
BN
BS
CR
BN
BS
Cabot
Strait
3060
2500
2450
2130
2060
- -
1990
- -
- -
2130
- -
2390
- -
- -
Halifax
3240
3290
3470
2680
2750
2940
2630
2690
2860
2310
2370
2540
2240
2280
2430
2180
2200
2330
2310
2330
2450
2570
2580
2680
Boston
3590
3650
3770
3050
3110
3240
3000
3040
3160
2660
2720
2840
2580
2640
2730
2520
2560
2630
2650
2690
2750
2910
2940
2990
New York
3790
3830
3950
3230
3290
3420
3180
3220
3340
2870
2900
3020
2790
2810
2910
2730
2730
2800
2860
2860
2930
3120
3120
3160
Delaware
Bay
3850
3890
4010
3290
3350
3470
3240
3280
3390
2920
2960
3080
2850
2870
2970
2790
2790
2870
2920
2920
2990
3180
3180
3220
Chesapeake
Bay
3980
4020
4090
3420
3480
3560
3370
3410
3480
3050
3090
3160
2980
3000
3050
2910
2920
2950
3050
3050
3070
3310
3300
3300
10
15
20
25
30
35
* Mean E-bound and W-bound positions. CR: 46 20' N, 53 05' W; BN: 45 40' N, 50 00' W;
BS : 42 30' N, 50 00' W.
40
2.68. Cabot Strai t *-~ Vi go, Li s bo n, and Strai t o f Gi bral t ar. To avoid Virgin Rocks (46 27' N, 50 47" W)
proceed to 45 25' N, 50 00' W, E-bound, and thence by great circle for the traffic lane off Cabo de Sho
Vicente. If bound for Vigo, leave the great circle in 30 00' W and proceed to destination; similarly for
Lisbon, leave the great circle in 1500' W. W-bound, the routes are similar but pass through 45 55' N,
50 00' W and thence to Cabot Strait. Distances: Vigo 2210 miles; Lisbon 2260 miles; Strait of Gibraltar
2480 miles.
45
50
2.69. Hal i f ax ~-~ Vi go, Li s b o n and Strai t of Gi bral t ar. From 15 February to l 0 April, E-bound and W-bound
routes pass respectively 60 and 40 miles S of Sable Island and through 42 00' N and 43 00' N on the meridian
of 50 00' W, and by great circle E of these positions. Distances : Vigo 2420 miles ; Lisbon 2460 miles; Strait of 55
Gibraltar 2690 miles.
From 11 April to 14 February routes are direct between Halifax and 45 25' N, 50 00' W, E-bound, and
45 o 55' N, 50 00' W; W-bound, E of these positions, they are as the Cabot Strait routes, namely by great circle
for Cabo de S~o Vicente, Vigo tracks joining the great circle in 30 W and Lisbon tracks in 15 W. Distances:
Vigo 2370 miles; Lisbon 2420 miles; Strait of Gibraltar 2640 miles. 60
Low-powered vessels, W-bound from the Strait of Gibraltar, should proceed by t humb line S of Arquip61ago
dos A96res to 36 00' N, 45 00' W; thence to Halifax.
2. 70. No r t he r n coas t o f Un i t e d States ++ Vi go, Li s bo n, and Strai t o f Gi bral t ar. By great circle, except that
from 15 February to 10 April no route may cross the meridian of 50 00' W to the N of 42 00' N, E-bound,
or 43 00' N, W-bound. Thi s affects Vigo routes from U. S. ports N of 31 N, Lisbon routes from ports N of
Chesapeake Bay, and Strait of Gibraltar routes from Boston; tracks should be diverted accordingly. Boston
routes should pass at least 60 miles and 40 miles S of Sable Island, E-bound and W-bound respectively.
70
Distances, in miles ; by great circle routes:
Boston
New York (Ambrose Lt)
10 Delaware Bay
Chesapeake Bay
Vigo
2700
2900
2960
3040
Lisbon
2750
2940
3010
3090
Strait of
Gibraltar
2980
2990
3240
3310
15 Alternatively, some advantage in weather and currents may be obtained by vessels bound for New York from
the Strait of Gibraltar, by passing 20 miles S of Ilha de S~o Miguel, Arquip61ago dos A96res, and thence by
rhumb line to Nantucket light-vessel. Distance to Ambrose light 3210 miles.
Low-powered vessels, W-bound, should, from May to September, pass S of Arquip61ago dos A96res and steer
along the parallel of 36 00' N as far as the meridian of 65 00' W, thence to destination. From October to April
20 they should first make a position in 33 15' N, 20 00' W, thence steering on the parallel of 33 15" N as far as
65 00" W, thence to destination.
Alternatively, low-powered vessels may reduce the possibility of encountering heavy weather in the N parts
of the above great circle routes by steering, on all routes, to pass through 41 00' N, 47 00' W. The farthest N
position on these tracks is on the Vigo route, in 43 15' N, 23 30' W.
25
30
ROUTES BETWEEN UNI T E D S TATES OR WES T I NDI ES, AND AFRI CA
2. 76. Al l r out e s are b y great c i r c l e . See also 2. 121.
Di stance, i n mi l es :
35
40
45
Casablanca Dakar Freetown
New York (Ambrose Lt.) 3140 3330 3750
Delaware Bay
Chesapeake Bay
3220
3280
3360
3370
3770
3780
NE Providence Channel 3590 3400 3760
St. Vincent (5' N of) 3150 2550 2830
Tri ni dad 3210 2550 2810
50
55
60
ROUTES BETWEEN EUROP E AND WES T I NDI ES
2.81. Ge ne r a l not e s . Routes between European departure positions and the West Indies may, if plotted on
the great circle, be obstructed seasonally by ice in the region of the Newfoundland Banks. Bermuda and Arqui -
p61ago dos A96res lie on or near some tracks. W-bound traffic on the N routes is also liable to the adverse effect
of the E' l y set of the Nor t h Atlantic Current and the predominantly W' l y weather of the N part of the Atlantic
Ocean, so that low-powered ships, in particular, may gain some advantage by a diversion S of the geographically
shortest route. Such vessels mi ght well consider making a mid-ocean position in 36 00' N, 35 00' W, or alter-
natively, passing through 36 40' N, 24 45' W and 30 00' N, 45 30' W.
2.82. Fl o r i da St rai t - ~ Bi s h o p Rock. From 27 00' N, 79 49"W, off Jupiter Inlet, proceed through 30 00' N,
79 40' W to 35 30' N, 72 40' W; thence to join main transatlantic tracks in:
15 Feb. -10 April, 42 00' N, 50 00' W; distance 3650 miles.
11 April-14 Feb., 45 25' N, 50 00' W; distance 3620 miles.
2.83. Bi s h o p Ro c k -+ Nor t h- Eas t Pr o v i d e n c e Channel . By great circle. Between Bishop Rock and 43 00' N,
50 00' W, this route follows the main seasonal W-bound track from 15 Feb. to 10 April. Distance, 3500 miles,
or, using route through 36 40' N, 24 45' W and 30 00' N, 45 30' W, see 2.81, 3920 miles.
2.84. Fl o r i da St rai t - ~ Bo r de a ux a nd Vi go. From 27 00' N, 79 49" W, off Jupiter Inlet, proceed through
70 30 00' N, 79 40' W to 35 30' N, 72 40' W; t he nc e : 1
N OR T H A T L A N T I C OC E A N
45
15 Feb. -10 April, to j oi n the mai n transatlantic tracks i n 42 00' N, 50 00' W, thence by great circle to destina-
tion. Distances: Bordeaux, 3880 miles; Vigo 3610 miles.
11 April-14 Feb., by great circle to destination. Distances, Bordeaux 3870 miles, Vigo 3610 miles.
2.85. Fl o r i da St rai t - + Li s b o n or St rai t o f Gi bral t ar. From 27 00' N, 79 49' W, off Jupiter Inlet, proceed
through 30 00' N, 79 40' W and thence by great circle to destination. The great circle for the Strait of Gibraltar
passes through Arquip61ago dos A95res. Distances: Lisbon 3630 miles; Strait of Gibraltar 3840 miles.
2.86. We s t I ndi e s c h a n n e l s a nd Be r mu d a ~-* Eur ope . Subject to the avoidance of Bermuda and Arquip61ago
dos A96res, great circle tracks may be used in both directions.
Distances i n miles:
10
Bermuda
NE Providence Channel
I' urks Island Passage
Mona Passage
Sombrero Island Passage
Barbados
I Bishop Rock
2760
see 2.83
3460
3480
3310
3380
Bordeaux
2980
3730
3650
3650
3460
3500
Vigo
2680
3440
3330
3310
3120
3140
Lisbon
2690
3450
3310
3270
3060
3050
Strait of 15
Gibraltar
2890
3650
3490
3440
3230
3190
20
25
30
Routes i n the Gul f of Mexico and the Caribbean Sea, and the approaches thereto, are continued i n Chapter 4.
ROUTES B E T WE E N E NGL I S H CHANNE L AND STRAI T OF GI BRALTAR OR I NT E RME DI AT E
PORTS
35
2.91. Ge ne r a l No t e s . Wi t h favourable weather and tidal streams Chenal du Four and Raz de Sein may be used
to shorten the distance between the English Channel and ports i n the Bay of Biscay. See Admiralty Sailing
Directions.
When roundi ng ~le d' Ouessant i n uncertain weather great care should be taken, see 2.19, 2.31, and 2.32, 40
and Admiralty Sailing Directions. The incidence of fog in the vicinity is high, and it is important to remember,
when in fog, that it is not always possible from the land to determine the existence of fog banks i n the offing and
that the fog signals may not, therefore, be i n operation.
Between Tie d' Ouessant and Cabo Finisterre, a general E' l y set may be expected. Onshore winds bri ng cloud,
which may develop into low visibility near the coast. 45
The coast between Cabo Ortegal and Cabo Finisterre is a dangerous landfall except i n good weather, owing
to the E' ly set of the current, the tidal streams, and the risk of poor visibility with low cloud which may obscure
the lights. See Admiralty Sailing Directions.
W of Spain and Portugal, although in general a good offing is advisable, it is usual for N- bound vessels to
follow the Portuguese and Spanish coasts to Cabo Finisterre more closely than the S-bound traffic. The channel 50
between Ilha Berlenga and Cabo Carvoeiro is clear and deep and may be taken i n clear weather. When uncertain
of the position i n the vicinity of Os FarilhSes (39 29' N, 9 33' W) and Ilha Berlenga, it is vital to gain sea room
since sounding gives little indication of the vicinity of these islands. For general remarks on depths off these
coasts, see Admiralty Sailing Directions.'
I n the vicinity of Cabo de S~o Vicente, the currents set strongly along the coast and have a tendency towards 55
the cape.
For the approach to the Strait of Gibraltar, see 2.34.
For fishing grounds, and for further details amplifying these notes, see Admiralty Sailing Directions.
2.92. Di st ances. The following table gives distances in miles between terminal positions in 48 28' N, 5 24' W 60
(Ouessant) and 36 56' N, 5 45' W (Strait of Gibraltar). For Bishop Rock, add 55 miles to Ouessant distances.
Ouessant
Vigo 65 435
650 230 Lisbon
500 275 Strait of Gibraltar
920
70
ROUTES BETWEEN E NGL I S H CHANNE L AND WES T COAS T OF AFRI CA
2.96. Ge ne r a l not e s . The great circle track between Bishop Rock and 200 50' N, 18 10' W, off Cap Blanc,
passes 35 miles W of Cabo Finisterre and between Tenerife and Gran Canaria.
5 For the passages across the Bay of Biscay and off the W coasts of Spain and Portugal, see 2.91. For the W coast
of Africa, see Admiralty Sailing Directions. Abnormal refraction occurs at times off the African coast. The chart-
ing of the coast between Cape Bojador and Fleuve S6n6gal is reported to be inaccurate, and at night, as there are
few lights, it should be given a wide berth.
If bound for ports in the Gul f of Guinea, proceed through 4 20' N, 9 20' W, off Cape Palmas. For Cape Town,
10 leave the coastwise route in 10 40' N, 17 40' W, off Arquip61ago dos Bijag6s and continue by great circle, see
3.41, 3.42.
15
20
25
30
2.97. Di st ances. In the following table, distances are worked from positions off Ouessant, in 48 28' N,
5 24' W and off the Strait of Gibraltar, in 36 56' N, 5 45' W. For Bishop Rock, add 55 miles to Ouessant
distances.
Ouessant
920
960
Strait of
Gibraltar
170 Casablanca
1310 680 525 Las Palmas
2140 1500 1330 835 Dakar
2640 2000 1850 1360
2380
3010
1730
2360
1580
2210
1090
1710
505 Freetown
245 I
840 450
10 40' N, 17 40' W, for Cape Town
4 20' N, 9 20' W (see 3.41)
35
40
45
ROUT E S BETWEEN NORT H AMERI CA AND CABO DE S ~ O ROQUE OR I NT E RME DI AT E
POSI TI ONS
2.101. Ge ne r a l not e s . The main factor affecting voyages in that part of the ocean between the Gul f of St.
Lawrence and the Bahamas is the NE' l y set of the Gul f Stream.
A strong current setting N will be encountered for 200 miles in the N approach to Providence NE Channel.
General directions for passages between New York and Florida Strait, and for West Indies channels, are given
in Admiralty Sailing Directions.
2.102. Di st ances, in miles.
50
55
NE Providence Crooked Island Turks Island Mona Sombrero
Channel Passage Passage Passage Passage
Cabot strait 1570 1590 1670 1800 1750
Halifax 1300 1330 1430 1590 1560
New York (Ambrose Lt.) 890 980 1140 1360 1420
Delaware Bay 805 895 1060 1290 1350
Chesapeake Bay 685 780 960 1200 1250
60
65
70
2.103. No r t h e r n port s ~-~ Bar bados . Pass E of Barbuda and the Lesser Antilles. When making a visual
landfall on Barbados at night, it is advisable to make Ragged Point light, as the low-lying N end of the island is
difficult to pick up.
Distances from Barbados: Cabot Strait, 2050 miles; Halifax, 1910 miles; New York (Ambrose light), 1840
miles; Delaware Bay, 1700 miles ; Chesapeake Bay, 1620 miles.
2.104. No r t h e r n port s ~ Bel 6m, all routes from ports N of Cape Hatteras are by great circle to 5 00' N, 47
30' W, and thence to the pilot station off Salinopolis. Duri ng the hurricane season, from Jul y to October, ships
from Delaware Bay and Chesapeake Bay should make direct for Bermuda to establish a landfall, thence passing
through 26 00' N, 60 00' W; 11 00' N, 50 00' W; and 5 00' N, 47 30' W. Similarly, vessels from northern
ports may with advantage also make a landfall at Bermuda.
NORTH ATLANTI C OCEAN 47
N of Bermuda, the Gul f Stream will be felt; squally weather is frequent within its limits, and fog is prevalent
along its N border.
Ful l allowance must be made on the S parts of these routes for the effects of the Equatorial Current and
counter-current; great care must be taken not to make a landfall W of Ponta de Atalaia (0 35' S, 47 21" W)
because, in that region, fresh to strong ESE winds and rough seas may be expected, with occasional poor 5
visibility.
Distances from Bel~m : Cabot Strait, 2900 miles ; Halifax, 2770 miles ; New York (Ambrose light), 2840 miles ;
Delaware Bay, 2800 miles; Chesapeake Bay, 2700 miles.
2.105. No r t h e r n por t s +-~ Ca bo de Silo Roque. Proceed by great circle to 4 40" S, 34 351 W, midway between 10
Cabo de S~o Roque and Atol das Rocas.
Distances: Cabot Strait, 3380 miles; Halifax, 3330 miles; New York (Ambrose Light), 3460 miles; Delaware
Bay, 3440 miles; Chesapeake Bay, 3400 miles.
2.106. Ca r i bbe a n Se a -> Be l 6 m a nd Cabo de S~o Roque. From the Caribbean Sea, take departure in 15
13 28' N, 61 10' W, 5 miles N of St. Vincent, and proceed through 5 00' N, 45 00' W, or even farther N, to
avoid the strength of the South Equatorial Current. From Trinidad, join this route i n 11 00' N, 56 20' W.
Vessels bound for Be16m should leave the route i n about 6 20' N, 47 30' W. Alternatively, a curving track
about 100 miles offshore will shorten the distance by about 100 miles, but the adverse current will be stronger.
From 5 00' N, 45 00' W, proceed to 4 40' S, 34 35' W, midway between Cabo de S~o Roque and Atol das 20
Rocas, making allowance for the W' l y set.
From Be16m, it is possible to take advantage of the tidal streams and an E-setting counter-current by keeping
dose inshore if conditions permit.
From Tri ni dad to Demerara, keep as dose to the land as is safe in order to avoid the current. From Galera
Point, steer to a position 30 miles N of Demerara light-beacon, which should be made on a bearing of more t han 25
180 . As a rule the nature of the bottom when approaching Demerara River should be fine dark sand; a mud
bottom indicates that the vessel is too far W. Because of the strength of the currents and the extent of the shore
banks, sounding should be continuous. It is possible for a vessel set too far SW to ground before sighting
land.
Distances: St. Vincent to Be16m, 1330 miles; Tri ni dad (Galera Point) to Be16m, 1250 miles; St. Vincent to 30
4 40' S, 34 35' W, 1940 miles; Bel6m to 4 40' S, 34 35' W, 825 miles.
2.107. Cabo de S~o Ro q u e --~ B e l 6 m a nd Ca r i bbe a n Sea. For Bel6m and other intermediate ports, keep
about 50 miles offshore i n the strength of the current.
For the Caribbean Sea, proceed direct. 35
Distances from 4 40' S, 34 35' W: Be16m, 835 miles; 5 miles N of Galera Point, Trinidad, 1840 miles; 10 miles
N of Tobago, 1840 miles; 5 miles N of St. Vincent, 1930 miles.
ROUTES BETWEEN NORTH- EAS T COAST OF S OUT H AMERI CA AND EAS TERN PART OF
NORT H ATLANTI C OCEAN
2.111. Ge ne r a l not e s . When approaching the coast between Tri ni dad and Cabo de Sao Roque, the effects of
the Equatorial Current and Counter-current will be felt. See Admiralty Sailing Directions.
In general, great circle tracks are recommended. The following routes and distances are from Bel6m: Bishop
Rock, 3670 miles; Bordeaux, passing 10 miles NW of Cabo Villano, 3690 miles; Vigo, 3290 miles; Lisbon,
3140 miles; Strait of Gibraltar, passing between Isla de Hierro and Isla de la Palma, Islas Canarias, 3120 miles;
Casablanca, route as for Strait of Gibraltar, 2970 miles ; Dakar 2000 miles; Freetown, 2110 miles; Ponta Delgada,
2580 miles; Porto Grande, 1680 miles; Las Palmas, 2530 miles.
ROUTES BETWEEN EAS TERN PART OF ATLANTI C OCEAN AND RECI FE
2.116. Ge ne r a l not e s . On voyages between the British Isles and the E coast of South America, calls may be
made at intermediate ports i n the E Atlantic islands with very litde increase of distance.
Penedos de S~o Pedro e S~o Paolo (St. Paul rocks), Arquipdlago de Fernando de Noronha, and Atol das Rocas
lie on or near most of the routes, i n the mai n W' l y set of the South Equatorial Current.
The coast S of Cabo de S~o Roque should be approached with caution, and the prevalence of onshore sets
should be kept in mind. See Admiralty Sailing Directions.
40
45
50
55
60
2.117. Rout es. Landfall off Recife should normally be made in 8 00' S, 34 40' W, 10 miles E of Ponta de
Olinda, but not S of this position from October to January, see 3.31 and Admiralty Sailing Directions. The great
circle from Bishop Rock passes through Ilha de S~o Vicente; vessels using this track may pass through Canal
de S~o Vicente or NW of Ilha de Santo Ant~o.
The route between the Strait of Gibraltar and Recife passes between Isla de Fuerteventura (Islas Canarias) 65
and the African coast to 17 30' N, 20 00' W; thence direct to Recife. From Las Palrnas, for Recife, pass E of
Arquip~lago de Cabo Verde; 45 miles W of Penedos de S~o Pedro e S~o Paolo; and about 5 miles W of Ilha de
Fernando de Noronha. For destinations S of Recife, see Chapter 8.
Di st anees: Recife (landfall) to Bishop Rock, 3760 miles; to Lisbon, 3220 miles; to Strait of Gibraltar, 3180
miles; to Las Palmas, 2440 miles; to Porto Grande, 1590 miles. 70
10
15
20
25
30
35
40
45
48
POWER VESSEL ROUTES
ROUTES TO AND FROM ARQUIPt~LAGO DOS A~ 0 RES
2.121. Rout es. Subject to the ordinary requirements of navigation, Arquip61ago dos A~6res can be approached
by great circle from all directions. The islands lie i n the mai n flow of the Azores Current, and S of the W' l y
weather of the Nort h Atlantic Ocean.
Distances, i n miles :
Bishop Rock
Bordeaux
Vigo
Lisbon
Strait of Gibraltar
Casablanca
Las Palmas
Dakar
Porto Grande, Islas de Cabo Verde
Bel6m
Barbados
Sombrero Passage
Mona Passage
Turks Island Passage
North-East Providence Channel
Bermuda
Florida Strait (Jamaica Inlet)
Delaware Bay
New York
Halifax*
Cabot Strait
St. John' s, Newfoundland
Horta Ponta Delgada
1210
1300
940
910
1130
1075
920
1550
1330
2600
2220
2190
2370
2410
2540
1790
2740
2340
2090
1600
1460
1190
1140
1200
835
770
970
925
780
1450
1280
2670
2300
2290
2470
2530
2660
1900
2850
2500
2230
1750
1610
1340
* From 15 February to 10 April the E-bound route passes 40 miles S of Sable Island and through 42 00' N,
50 00' W, and the W- bound route passes through 43 00' N, 50 00' W and 20 miles S of Sable Island. These
diversions add about 25 miles to the great circle distances.
ROUTES TO AND FROM ARQUIPI~-LAGO DE CABO VERDE
2.126. Gr eat ci rcl e rout es. Subject to the ordinary requirements of navigation, great circle sailing should be
used on the following routes. Bishop Rock, 2170 miles; Bel6m, 1680 miles; Trinidad, 2110 miles; St. Vincent,
West Indies (for Caribbean Sea), 2100 miles; North-East Providence Channel (for Gul f of Mexico), 2940
miles; Bermuda, 2330 miles; Delaware Bay, 2920 miles; New York, 2900 miles; Halifax, 2540 miles; Cabot
Strait, 2540 miles; St. John' s Newfoundland, 2290 miles. For Arquip61ago dos A~6res, see 2.121.
2.127. Port o Grande ++ Wes t Africa. For Dakar and Bathurst, pass N of Ilha de BSa Vista. For Freetown and
50 ports S, pass S of Ilha de S~o Tiago. For currents, see Admiralty Sailing Directions.
Distances: Strait of Gibraltar, 1560 miles; Casablanca, 1400 miles; Las Palmas, 880 miles; Dakar, 480 miles;
Bathurst, 525 miles; Freetown, 875 miles; Monrovia, 1080 miles.
For ports in the Gul f of Guinea, see 3.41, pass through 4 20' N, 9 20' W, about 90 miles W of Cape Palmas.
The E islands of Arquip61ago de Cabo Verde more especially feel the force of the SW' l y set of the Canary
55 Current and several wrecks have been caused by disregarding it. The currents between the islands of the group
are frequently strong, irregular, and influenced by the wind.
Local magnetic anomaly has been reported i n the vicinity of Arquip61ago de Cabo Verde, especially off the
W side of Ilha do Sal, off the E side of Ilha de BSa Vista, and near Ilha do Fogo and Ilha Brava.
CHAPTER 3
SOUTH ATLANTIC OCEAN
C ONT E NT S
3. 01 Wi n d s y s t e m
3. 02 S o u t h - e a s t Tr a d e s .
3. 03 Va r i a bl e s , or Ho r s e La t i t u d e s
3. 04 We s t e r l i e s , or Ro a r i n g Fo r t i e s .
WI NDS AND WE AT HE R Page
50
50
50
50
3. 06 Zo n e s
3. 07 S o u t h At l a n t i c , 0 - 2 0 S .
3. 08 S o u t h At l a n t i c , 200- 40 S
3. 09 S o u t h At l a nt i c , 4 0 - 6 0 S
S WE L L
50
50
50
50
3. 11 Oc e a n c i r c u l a t i o n
C UR R E NT S
51
3. 16 Ge n e r a l r e ma r k s
3. 17 Pa c k- i c e
3. 18 I c e b e r g s
I CE
51
51
51
3. 21
3. 22
NOT E S AND C AUT I ONS
Coa s t of S o u t h Af r i c a . .
P e n e d o s de S~o Pe d r o e S~o Pa ol o
52
52
R OUT E S OF F E AS T C OAS T OF S OUT H AME R I C A
3. 31 Pas s ages .
3. 32 Ri o de J a n e i r o ~-~ Reci f e or Po r t o de Sa l va dor
3. 33 Ri o de J a n e i r o ~ Ri o de La Pl a t a . . . .
3. 34 Ri o de La Pl a t a ~-~ Ca b o de Ho r n o s a n d i n t e r me d i a t e por t s
3. 35 Ro u t e s t o a n d f r o m F a l k l a n d I s l a nds , Ca u t i o n
3. 36 St a nl e y *-~ Es t r e c h o de Ma g a l l a n e s
3. 37 St a nl e y ~-~ Ea s t coas t of S o u t h Ame r i c a
3. 38 St a nl e y ~-~ Ca b o de Ho r n o s
3. 39 T a b l e of di s t a nc e s
52
52
52
53
53
53
53
53
53
3. 41 Ge n e r a l n o t e s
3. 42 T a b l e of d i s t a n c e s
WE S T C OAS T OF AF R I C A
53
54
T R ANS AT L ANT I C R OUT E S
No r t h e r n p a r t of S o u t h At l a n t i c
Ve ma S e a mo u n t
3. 46 54
3. 47 54
50
3.48
3. 49
3. 50
3.51
3. 52
3.53
3. 54
3.55
3.56
3. 57
3. 58
POWER VESSEL ROUTES
So u t h e r n pa r t of So u t h At l ant i c ,
Ri o de J a ne i r o -+ Ca pe T o wn or Ca pe Agul ha s
Ca pe T o wn or Ca pe Agul ha s --~ Ri o de J a ne i r o
Ri o de La Pl at a - + Ca pe T o wn or Cape Agul ha s
Ca pe T o wn or Ca pe Agul ha s --~ Ri o de La Pl at a
Es t r e c ho de Magal l anes ~ Gu l f of Gu i n e a .
Es t r e c ho de Ma ga l l a ne s ~-~ Poi nt e No i r e
Es t r e c ho de Ma ga l l a ne s - ~ Ca pe T o wn or Ca pe Agul ha s
Ca pe T o wn or Cape Agul ha s -+ Es t r echo de Magal l anes , St anl ey, or Cabo de Ho r n o s
St anl ey --~ Ca pe T o wn or Cape Agul ha s
Ca bo de Ho r n o s --~ Ca pe T o wn or Cape Agul ha s
54
54
54
54
55
55
55
55
55
55
55
15
20
25
30
35
WINDS AND WEATHER
3. 01. T h e wi n d s y s t e m of t he Sout h At l ant i c r es embl es t hat of t he No r t h At l ant i c, e xc e pt t hat t he ci r cul at i on
r o u n d t he oceani c ant i cycl one is ant i - cl ockwi se, a nd t her e is no wi nd c or r e s pondi ng t o t he Sout h- we s t Mo n s o o n
of We s t Af r i ca. Th e r e is no Do l d r u m zone, a nd t her e ar e no t r opi cal s t or ms .
3. 02. The South-east Trade Wi nds f or m t he equat or i al si de of t he ci r cul at i on r ound t he oceani c ant i cycl one,
wh i c h is c e nt e r e d i n a bout 28 S t o 20 S. T h e y ar e t he c ount e r pa r t of t he No r t h - e a s t Tr a de s , a nd bl ow wi t h
e qua l per s i s t ence and cons t ancy of di r ect i on, f r om about S S E on t he E si de of t he ocean t o al mos t E on t he W
par t . T h e y e xt e nd as f ar N as t he e qua t or i n wi nt e r (Jul y) a nd t o wi t hi n t wo or t hr e e degr ees of i t i n s u mme r
( Januar y) . T h e aver age s t r engt h of t he Sout h- e a s t Tr a d e s is s i mi l ar t o t hat of t he No r t h - e a s t Tr a d e s e xc e pt
N of i 0 S, E of a bout 10 W, wh e r e i t aver ages onl y f or ce 2- 3.
We a t h e r is s i mi l ar t o t hat of t he zone of t he No r t h - e a s t Tr a de s , e xc e pt t hat f og is f r e q u e n t ove r t he col d
wat er s of t he Benguel a Cu r r e n t cl ose t o t he coast of Sout h- we s t Af r i ca be t we e n a bout 20 a nd 30 S.
3. 03. The Variables (Horse Latitudes), a bel t of l i ght and gener al l y var i abl e wi nds i n t he n e i g h b o u r h o o d
of t he oceani c ar eas of hi gh pr essur e, e xt e nd across t he ocean i n about 29 S, osci l l at i ng f r om a bout 26 S i n
wi n t e r t o a bout 31 S i n s umme r . Condi t i ons ar e s i mi l ar t o t hos e i n t he c or r e s pondi ng zone of t he No r t h At l ant i c.
E of t he p r i me me r i d i a n wi nds ar e p r e d o mi n a n t l y f r om be t we e n S a nd ESE, be i ng i n f act an ext ens i on of t he
Sout h- e a s t Tr a de s . I n t he W par t of t he zone NE ' l y wi nds ar e c ommone s t , par t i cul ar l y i n s umme r .
3. 04. The Westerl i es (Roaring Forties). S of a bout 35 S, W' l y wi nds pr e domi na t e . As i n t he No r t h At l ant i c,
t he al mos t c ont i nuous passage of depr es s i ons f r om W t o E causes t he wi n d t o va r y gr eat l y b o t h i n di r ect i on
a nd s t r engt h, a nd wi nds f r om any di r ect i on can be e xpe r i e nc e d; t he cent r es of t he depr es s i ons gener al l y mo v e
f r o m t he vi c i ni t y of Ca bo de Ho r n o s i n t he di r ect i on of So u t h Ge or gi a a nd t he n a ppr oxi ma t e l y al ong t he 50t h
40 par al l el . Gal es ar e ve r y pr e va l e nt ; S of a b o u t 40 S, e ve n a t mi ds umme r , wi nds r each f or ce 7 on f r om 7 t o 9 days
pe r mont h, a nd S of about 43 o S and E of a bout 40 W t he f r e que nc y r i ses t o a bout 15 days pe r mont h. I n wi n t e r
t hi s l at t er f r e que nc y is gener al S of a l i ne j oi ni ng t he Fal kl and I s l ands a nd t he Cape of Go o d Hope , whi l e mos t
of t he ar ea be t we e n t hi s l i ne a nd t he 30t h par al l el has f r om 5 t o 10 days pe r mo n t h wi t h wi nds of t hi s f or ce.
We a t h e r is of a s i mi l ar l y var i abl e na t ur e t o t hat e xpe r i e nc e d i n t he c or r e s pondi ng zone of t he N he mi s phe r e .
45 Fo g is n o t u n c o mmo n i n s umme r , and is gener al l y associ at ed wi t h wi nds f r om a N' l y di r ect i on.
50
55
60
SWELL
3. 06. Zo n e s . Fe we r obs er vat i ons of ocean swel l ar e avai l abl e f r om t he Sout h At l ant i c t han f r om t he No r t h
At l ant i c. T h e So u t h Ada nt i c , f or pur pos es of swel l , can c onve ni e nt l y be di vi de d i nt o t hr ee zones. Fo r l e ngt h
of swel l , see 2. 13.
3. 07. South Atlantic, 00- 20 S. Sl i ght t o mode r a t e swel l , r ar el y he a vy; f r om SE i n t he E par t of t he zone, and
f r o m be t we e n SE and E i n t he W par t .
3. 08. South Atlantic, 20 S- 4 0 S. T h e swel l is ma i nl y moder at e, b u t s ome t i me s heavy. I n t he E par t of
t he zone, i t is f r om S ; t he di r ect i on is var i abl e i n t he W par t , wi t h a hi gh pr opor t i on f r om be t we e n NE and N.
Re por t s of conf us ed swel l ar e f r e que nt .
3. 09. South Atlantic, 40 S- 6 0 S. T h e swel l is ma i nl y moder at e, b u t i n t he e xt r e me S i t is of t en heavy.
Th r o u g h o u t t he year, t he wor s t condi t i ons ar e l i kel y t o occur be t we e n 40 S a nd 50 S. T h e depr es s i ons , whi c h
ar e of mu c h t he s ame si ze as t hose t hat pr oduc e t he No r t h At l ant i c wi nt e r s t or ms , mo v e i n cont i nual s ucces s i on
65 f r o m W t o E, us ual l y al ong t racks S of 50 S. T h e s t r onges t wi nds bl ow f r om NW wi t h a he a vy over cas t sky on a
f al l i ng b a r o me t e r ; t hey ar e f ol l owed by S W wi nds as t he ba r ome t e r ri ses and t he sky cl ears.
He a v y swel l is pr e s e nt f or be t we e n 30 pe r cent a nd 70 pe r c e nt of t he t i me be t we e n 50 S a nd 60 S. I n s umme r ,
t he f r e que nc y of hi gh seas a nd swel l decr eases t owar ds t he c i r c umpol a r t r ough whi c h gener al l y l i es i n a bout
64 S, whe r e t he me a n wi nd s peeds ar e less t han f ar t her N, al t hough r el at i vel y smal l s t r ong gal es oc c ur f r om
70 t i me t o t i me.
S OUT H A T L A N T I C OC E A N 51
Most of the very high seas and swell appear to be raised by the westerlies. Freak waves, which are almost cer-
tainly due to a number of component wave trains becoming momentarily in step, are a very real possibility
which appears to be increased in the vicinity of shoal water and when the wave train is moving against the
current.
5
CURRENTS
10
3.11. Ocean ci r cul at i on. Most of the South Atlantic Ocean is occupied by currents which form a simple
anti-clockwise circulation. On the N flank the Sout h Equat or i al Cur r ent flows in a W' l y direction across
the ocean N of about 6 S. S of this zone the general W' l y flow persists, but at a reduced rate, as far as about
20 S. Thi s weaker and less constant current is known as the South Sub-tropical Current.
Most of the South Equatorial Current turns NW, towards the West Indies, as it approaches the Brazilian coast. 15
Thi s current attains high rates especially on the equator near 45 W, where in the winter and spring of the S
hemisphere average rates of 2 knots are reached. Most of the South Sub-tropical Current, on the other hand,
turns SW as it approaches the coast of Brazil, giving rise to the Brazi l Cur r ent , which is extensive and flows
SW, parallel with the coast, as far as about 34 S to 37 S. A small part of the flow which impinges on the coast
S of Cabo de S~o Roque turns N and later joins the South Equatorial Current after rounding the cape. The 20
latitude in which the N-goi ng and S-going coastal streams diverge varies between about 7 S in December
and 11 S in June.
On reaching about 25 S, the Brazil Current begins to fan out SE and E. The remaining SW' l y flow continues
to about 36 S, where it turns SE and E to form the N part of the great E-flowing body of water which constitutes
the S flank of the main ocean circulation. The S part of this E' l y flow is formed by the Sout her n Ocean Cur r ent , 25
which is a continuous belt of cold water flowing round the S hemisphere S of the continents. After passing
Cabo de Hornos the flow turns NE to bring the Southern Ocean water as far N as about 38 S in the E part of the
South Atlantic. The bulk of this water turns E and passes S of the African continent. From the Southern Ocean
current a branch turns N in the neighbourhood of Cabo de Hornos to form the Fal kl and Cur r ent , which passes
W of the Falkland Islands and continues N as far as the neighbourhood of the estuary of Rio de La Plata in 30
November until the end of April. For the rest of the year, this current extends farther N, reaching about 25 S
in June.
The main ocean circulation is completed, on the African side, by the NW-flowing Benguel a Cur r ent which
derives, in part, from the continuation, after rounding the Cape of Good Hope, of the Agulhas current (6.36).
It is also fed by upwelling off the coast of South-west Africa and to a smaller extent by the NW' l y diversion of 35
some of the Southern Ocean Current. On the oceanic side of the Benguela Current there is a progressive fanning
out towards W. In the higher latitudes the currents become variable towards W, but farther N the NW' l y flo~v
turns progressively W while maintaining its average rate of about knot, and feeds into the W-setting South-
Sub-tropical Current. Near the African coast, the NW to N' l y flow, following the coast, extends to the equator
between February and April. It is least developed between August and October, when it only extends about 40
as far as Walvis Bay, the currents farther N being variable.
I CE
3.16. For general remarks and references, see remarks for the Nort h Atlantic in article 2.25, which are also
applicable to the South Atlantic except for 10-day ice charts and facsimile ice broadcasts.
45
50
3.17. Pack-i ce. The approximate mean limits of pack-ice are indicated on the Routeing and Climatic Charts.
The main shipping routes of the S hemisphere are not affected by pack-ice, but in the South Atlantic its presence
prevents the use of a great circle track between the Cape of Good Hope and Cabo de Hornos except during
March, April, and May.
The long-term average position of the pack-ice (4/8 concentration) in September to October, at its greatest 55
extension, see chart 5302, runs from about 60 S, 60 W to a position just E of South Georgia in about
54 S, 30 W. Thence, it extends E ~vhile gradually increasing in latitude to about 55 S on the meridian of
Greenwi ch and about 58 S in 50 E. It is stressed that this is an average position of the edge of the pack which
in severe years, can be encountered appreciably farther N.
The average position of the edge of the pack in the months of least average extension (February-March) is 60
well S of the foregoing positions. In those parts where the Antarctic continent extends continuously to lower
latitudes, i.e. from 10 W through 0 to 160 E, the average ice edge at this season does not extend much beyond
100 miles from the coast and in some places retreats to the coast. Off the Weddel and Ross seas the ice is more
extensive, reaching its farthest N on the parallel of about 62 S between 30 W and 60 W. Again it is stressed
that these are average positions. 65
3.18. I ceber gs. The antarctic icebergs, unlike those of the Nort h Atlantic, are not usually calved from glaciers,
but consist of portions that have broken away from the great ice shelves which surround parts of the Antarctic
continent. They are consequently flat-topped, and they may be of immense size.
The extreme limit of icebergs, irrespective of season, is illustrated on charts 5301 and 5302. In the S hemisphere, 70
10
15
52
icebergs are liable to be encountered in lower latitudes in the South Atlantic than in the other oceans of this
hemisphere. Near the coasts of Argentina and South Brazil, icebergs may be found as far N as 31 S. Abnormally,
one has even been reported in about 26 S, 26 W. In the rest of the South Atlantic, bergs are largely confined
to latitudes S of 35 S.
The relatively simple nature of Antarctic geography, with an almost symmetrical flow of currents round
a nearly circular continent, means that there is less cause here than in Arctic waters for a great concentration of
bergs in a few comparatively narrow "lanes". Some concentration does occur due to the deflection and concen-
tration of the E-setting circumpolar stream by the N' l y projection of Graham Land. Some of the bergs in the
resulting NE flow between South America and Graham Land are carried into the Falkland current which takes
them N as far as, or even beyond, the estuary of Rio de La Plata. Another branch of the NE' l y flow through
Drake Passage continues NE and passes E of the Falkland Islands, carrying bergs to similar latitudes in the
more central parts of the South Atlantic.
Due notice should be taken of the caution in article 2.64 regarding the use of radar for detecting icebergs.
NOTES AND CAUTI ONS
20 3.21. Coas t s o f So ut h Af ri ca. Between Saldanha Bay and Tabl e Bay, an eddy current sets S at a distance of
from 4 to 5 miles offshore during the winter months of June, July, and August; at a short distance seaward of
this eddy, the current is almost constant throughout the year in a general direction between N and NW, or
parallel with the coast, at a rate of from knot to I knot, though between Tabl e Bay and Dassen Island it some-
times runs at over 2 knots.
25 Thi s current sometimes has a tendency to set a vessel towards the coast, especially during or after strong
onshore winds, and it should therefore be carefully guarded against. From time to time, however, reports have
been received from vessels approaching from N to the effect that when abreast the coast between Saldanha Bay
and Table Bay the normal N' l y set has not been evident, but that, on the contrary, a S' ly set has been experienced,
sometimes towards the land and sometimes away from it.
30
3.22. Caut i on is necessary in the vicinity of Pe n e d o s de S~o Pe dr o e SAo Paol o and I l ha de Fe r n a n d o de
No r o nha , as the South Equatorial Current sets WNW past t hem at a rate of from 1 to 2 knots.
35
ROUT E S OFF EAS T COAS T OF S OUT H AMERI CA
3.31. Passages between the ports on the E coast of South America are, in fact, coastwise and will not be described
40 in detail in this book. Generally speaking, all routes are as direct as prudent navigation permits, but off-lying
shoals make wide divergence from the coast necessary in some places, notably in the vicinity of Arquip61ago
dos Abrolhos ( 18 S) , Cabo de S~o Tom6 (22 S ) and Costa do Albard~o ( 33 12"S, 52 41" VV'). K n o w n dangers
are fully described in Admiralty Sailing Directions, but it is emphasised that owing to the uneven character of
the bottom in the vicinity of Arquip61ago dos Abrolhos, as shown by soundings, it is probable that shoals other
45 than those charted may lie within 200 miles of those islands.
In making passages along the E coast of South America the seasonal changes in the coastal currents should
be noted. Detailed information is given in Admiralty Sailing Directions. Summarising this information
in very general terms, it may be said that the movement of water is towards Rio de La Plata; S from Recife
and N from Cabo de Homos, though the latter set is well away from the coast. Off the coast of Patagonia
50 currents are very variable, and within 20 miles of the shore tidal influences only are felt. It is important also
to remember the prevalence of onshore currents at any time of the year between Cabo de S~o Roque and Cabo
Frio.
The important seasonal changes are, firstly, in the position, in the vicinity of Recife, in which the S-going
current (3.11) starts; the latitude varies from about 7 S in December to about 11 S in June. Secondly, the
55 Brazi l I ns ho r e Co unt e r - c ur r e nt runs from May to July as a temporary N' l y extension of the Falkland Current.
Throughout the region of the S-going Brazil Current there is always considerable variation, but during May,
June, and July the proportion of N-goi ng sets near the coast between Cabo Frio and Rio de La Plata increases
and, in the vicinity of Rio de Janeiro, slightly predominates over the S-going sets. Advantage may be taken of
this by making N-bound passages between Rio de La Plata and Cabo Frio closer inshore during this period
60 than at other times, with due regard, as always, to the possibility of a shoreward set.
65
70
3.32. Ri o de Jane i r o , ~ Re c i f e or Por t o do Sal vador . As direct as navigation permits, passing at least 20 miles
E of Arquip61ago dos Abrolhos unless using Canal dos Abrolhos, see Admiralty Sailing Directions. Distance,
see 3.39.
3.33. Ri o de J anel r o ~-~ Ri o de La Plata. As direct as navigation permits, with due precautions against onshore
currents.
From May to July, while the Brazil Inshore Counter-current is setting N, S-bound vessels may with advantage
keep to seaward.
Distance, see 3.39.
SOUTH ATLANTI C OCEAN 53
3. 34. Ri o de La Pl at a *-~ Cabo de Ho r no s and i nt e r me di a t e port s. The N-goi ng Falkland Current will
affect voyages between Rio de La Plata and the Falkland Islands or Estrecho de le Maire, or, to a lesser extent,
Estrecho de Magallanes. Special attention is required in approaching Estrecho de Magallanes, as the range of
the tide is great, and the tidal streams at the entrance run with great strength, causing, at times, an indraught
towards Banco Sarmiento and the dangers extending from Cabo Virgenes. The tidal streams in the strait are 5
a controlling factor in the choice of the time of arrival, see Admiralty Sailing Directions.
Courses are as direct as navigation permits, but low-powered vessels, S-bound to Estrecho de Magallanes
or coastal ports, are advised to take an inshore route in order to avoid the strength of the Falkland Current which,
at a distance of 50 miles offshore, has been known to set N at a rate of about 50 miles a day. S of Cabo Corrientes
(38 S), only the tidal streams are felt within 20 miles of the land and, with W' l y winds, better weather is experi- 10
enced close inshore than in the offing.
Low-powered vessels, N- bound between Estrecho de Magallanes and Rio de La Plata, should keep between
20 and 50 miles to seaward of the t humb line track to obtain full benefit from the Falkland Current. Over the
length of this voyage, the distance is thus increased by about 40 miles.
For directions for approaching Falkland Islands, see Admiralty Sailing Directions. 15
Distances : see 3.39.
3.35. Rout es ~-~ Fa l kl a nd i s l ands . Caut i on. For most of the year the mean limit of icebergs lies well SE of
the Falkland Islands, but during November and December it passes from about 100 miles SE of Cabo de Hornos,
through the Falkland Islands, to about 43 S, 52 W, before turning E to pass about 500 miles S of the Cape of
Good Hope. Icebergs N and W of this mean limit are, however, common at all times, and the risk of meeting
t hem when on passage to or from the Falkland Islands, Estrecho de Magallanes, and Cabo de Hornos must
always be borne in mind. See Admiralty Sailing Directions.
3. 36. St anl e y *-~ Es t r e c ho de Magal l ane s . As direct as navigation will allow, passing either (1) S or (2) N of
the Falkland Islands. Distances: (1) 420 miles, (2) 440 miles.
3.37. St anl ey +-, East coas t o f Sout h Ame r i c a . As direct as navigation will allow. Distance, see 3.39.
20
25
30
3.38. St anl ey ~-* Cabo de Hor nos . As direct as navigation will allow, either through Estrecho de le Maire or E
of Isla de Los Estados. Distance by either route, 435 miles.
3.39. Tabl e o f di s t anc e s (in miles).
440' S
34 35' W
215 Recife
Porto do
Salvador 590 380
Rio de
1290 1080 740 Janeiro
2270 2060 1730 1030
Rio de
La Plata
Bahia
2650 2440 2110 1410 435 Blanca
3070 2860 2570 1860 855 525
Comodoro
Rivadavia
3350 3140 2810 2130 1170 880 465
3480 3270 2940 2260 1350 1100 685
3070 2860 2530 1860 1000 790 530
Estrecho de
Magallanes
Cabo de
Hornos
Stanley
35
40
45
50
55
60
WEST COAST OF AFRI CA
3.41. Ge ne r al not e s . Voyages between ports on the W coast of Africa are mostly coastwise, and routes are as
direct as prudent navigation allows.
The route between the English Channel and the W coast of Africa is described in 2.96 and 2.97. For Cape
Town, proceed by great circle from 10 40' N, 17 40' W, off Arquip61ago dos Bijag6s; for ports in the Gul f of
Guinea, pass through 4 20' N, 9 20' W, off Cape Palmas.
65
70
10
15
20
54
3. 42 T a b l e o f d i s t a n c e s (in miles)
10 40' N,
17 40' W
625
POWER VESSEL ROUTES
1080
1400 Lagos
1600 270 Bonny
1750 425 160 Douala
1860 680 465 445
4 20' N
9 20' W
460 Takoradi
780 325
975 530
1130 685
1240 840
1380 1000
1700 1380
2780 2590
Gamba oil
Termi nal
Pointe-
2000 840 630 605 160 Noire
2320 1290 1070 1050 610 465 Lobito
3370 2580 2400 2380 1950 1830 1430
Cape
T o w n
25 If routeing to Indian Ocean, passing through 36 45' S, 19 00' E and S of Agulhas Current, the distance to
that position from 10 40' N, 17 40' W is 3510 miles.
30
35
TRANSATLANTI C ROUTES
3.46. Nor t her n par t of S o u t h At l a n t i c . Great circle routes in both directions are recommended between
South American ports N of Rio de la Plata and ports on the African coast N of about 25 S, and between Recife
or Porto do Salvador and Cape Town or Cape Agulhas.
E-bound ships wishing to avoid the Agulhas Current should pass through 36 45' S, 19 00' E from October
to April.
Distances, in miles :
40
45
50
I Pointe Cape 15' S of 36 45' S
Takoradi Lagos Bonny Noire Town Cape 19 00' E
Agulhas
Recife 2130 2450 2620 2790 3320 3410 3390
Porto do Salvador 2440 2750 2900 3020 3330 3410 3380
- -
Rio de Janeiro
- -
Rio de La Plata
2970
3900
3270
4190
3380
4270
3380
4170
55
60
65
70
3.47. Caut i on. Vema Seamount , over which there is a depth of 11 m, lies in 31 40' S, 8 22" E, about 500 miles
WNW of Cape Town.
3. 48. S o u t h e r n p a r t o f S o u t h At l a n t i c . S of about 25 S, the main E-bound tracks are by great circle, but
diversion of the corresponding W-bound tracks to rhumb lines should, in general, involve the vessel in less
headwind and adverse current while entailing an extra distance of not more than about 3 per cent.
3.49. Ri o de Janei r o -+ Cape Town or Cape Agul has. Great circle. Distances: Cape Town, 3280 miles;
15 miles S of Cape Agulhas, 3350 miles; 36 45' S, 19 00' E, to avoid the strength of the Agulhas Current, 3290
miles.
3.50. Cape Town or Cape Agul has -+ Ri o de Janei ro. Rhumb lines. Distances: Cape Town, 3320 miles;
15 miles S of Cape Agulhas, 3390 miles.
Low-powered vessels should be routed through 29 50' S, 10 00' E; 25 50' S, long. 0; 22 50' S, 10 00' W;
21 10' S, 20 00' W; 21 10' S, 30 00' W; passing S of Ilha da Tri ni dade and Ilhas Martin Vaz in order to take
advantage of better weather and more favourable currents.
3.51. Ri o de La Pl at a -* Cape T o w n o r Ca p e Ag u l h a s . Great circle. The farthest S position on the Cape
Town track is 41 0' 0 S, 20 . . . . . . . . . 00 W; parts of the track he wxthln the extreme iceberg hmxt. The great ctrcle track
SOUTH ATLANTI C OCEAN 55
between Rio de La Plata and a position 15 miles S of Cape Agulhas reaches its farthest S in 41 50' S, 18 o 15' W,
or if intending to pass through 36 45' S, 19 00' E to avoid the strength of the Agulhas Current, see 3.46, the
farthest S position is 42 30' S, 17 30' W. Distances: Cape Town, 3610 miles; 15 miles S of Cape Agulhas,
3650 miles; 36 45" S, 19 00' E, 3570 miles.
Low-powered vessels may usually avoid ice by passing through 36 00' S, 40 00' W; thence by t humb line
to 36 00' S, 25 00' W; thence by great circle to Cape Town or Cape Agulhas, passing close S of Tristan da
Cunha Group. If proceeding to the Indian Ocean via 36 45' S, 19 00' E, the farthest S position will be 38 30' S,
1 00' W.
3.52. Cape T o wn or Cape Ag ul ha s --> Ri o de La Plata. Follow a rhumb line, which lies almost along the
parallel of 35 S. Distance: Cape Town 3700 miles; 15 miles S of Cape Agulhas 3750 miles.
Low-powered vessels should follow the rhumb line track for Rio de Janeiro (3.50) as far as 20 W, and
thence steer by rhumb line to Rio de La Plata. Although this route increases the distance by about 250 miles,
lighter winds and more favourable currents are experienced.
3.53. Est r echo de Magal l anes ~-~ Gul f of Gui nea. By rhumb line to 47 50' S, 60 00' W; thence by great
circle to destination. Distances: Takoradi, 4810 miles; Lagos, 5060 miles ; Bonny, 5100 miles.
3.54. Est r echo de Magal l anes .-. Poi nt e Noi r e. By rhumb line to 47 50' S, 60 00' W; thence to 43 50' S,
50 00' W; thence by great circle. Distance 4890 miles.
3.55. Est r echo de Magal l anes--* Cape T o wn or Cape Agul has. By rhumb lines through 47 50' S, 60 00' W;
43 o 50' S, 50 00' W; 41 10' S, 40 00' W; 40 20' S, 33 00' W; thence by great circle, passing close S of Gough
Island. Distances: Cape Town, 4150 miles; 15 miles S of Cape Agulhas, 4200 miles; 36 45' S, 19 00' E, to
avoid the strength of the Agulhas Current, 4110 miles.
Low-powered vessels should proceed by rhumb lines through 36 00' S, 40 00' W; 36 00' S, 25 00' W;
thence by great circle, passing close S of Tristan da Cunha Group.
10
15
20
25
3.56. Cape T o wn or Cape Ag u l h a s - ~ Es t r e c ho de Ma g a l l a ne s , St anl ey, or Cabo de Ho r no s . Follow the
t humb line track for Rio de La Plata, see 3.52, as far as 35 00' S, 40 00' W; thence take rhumb line courses 30
to destination.
Low-powered vessels should follow the rhumb line track for Rio de Janeiro, see 3.50, as far as 27 00' S,
20 00' W; thence they should steer to 35 00' S, 400 00' W and to destination. Although the extra distance by
this route is about 150 miles, the advantages of lighter winds and more favourable current should more than
compensate for it. 35
Distances, in miles, for full power routes:
Est. de Magallanes
Stanley
Cabo de Hornos
Cape Town
4500
4160
4620
15' Sof
Cape Agulhas 40
4550
4220
4670
3.57. St anl ey --> Cape T o wn or Cape Agul has. The great circle distance to Cape Town is 3370 miles but the
track reaches 53 S, and it cannot therefore be recommended on account of ice and weather. The normal route
is by rhumb lines through 43 00' S, 47 00' W; 41 10' S, 40 00' W; 40 20' S, 33 00' W; thence by great
circle, passing S of Gough Island. Distances: Cape Town, 3800 miles ; 15 miles S of Cape Agulhas, 3850 miles;
36 45' S, 19 00' E, to avoid the strength of the Agulhas Current, 3760 miles.
Low-powered vessels should first proceed to 36 00' S, 40 00' W; thence to 36 00' S, 25 00' W; thence by
great circle, passing S of Tristan da Cunha Group.
3. 58. Cabo de Hor nt m -+ Cape T o wn or Cape Agul has. After passing either through Estrecho de le Maire
or E of Islas de los Estados, see 3.38, pick up the Stanley --* Cape Town route, see 3.57, off Stanley. Distances:
Cape Town, 4240 miles; 15 miles S of Cape Agulhas, 4280 miles; 36 45' S, 19 00' E, to avoid the strength of the
Agulhas current, 4200 miles.
d5
50
55
CHAPTER 4
GULF OF MEXICO AND CARIBBEAN SEA
CONTENTS Page
WI NDS AND WEATHER
4.01 General description 56
4.05 General description
SWELL
56
CURRENTS
57
4.15 Navigation
NOTES AND CAUTI ONS
57
ROUTES
4.21 Entrance channels .
4.22 Bermuda -+ Habana
4.23 Habana --~ Bermuda
4.24 Bermuda ~-~ Kingston . .
4.25 Panama Canal ~-~ Gul f of Mexico .
4.26 Yucatan Channel ++ Eastern part of Caribbean Sea
4.27 For South American ports
4.28 Panama Canal ~-~ Tri ni dad and Tobago
4.29 Distances
57
57
58
58
58
58
58
58
58
50 WI NDS AND WEATHER
4.01. Over the Car i bbean Sea, NE to E winds prevail throughout the year, while over the Gu l f of Me x i c o
the wind is generally lighter and more variable in direction, though frequently from between NE and SE.
In coastalwaters, strong N' l y winds may reach gale force at times over the Gulf. For the whole area, wind speeds
55 are mainly light or moderate except for occasional hurricanes, see 2.05, which may affect the area from June to
November. Most hurricanes track N of Cuba, and they rarely occur S of 15 N.
The weather over the area is generally partly cloudy or cloudy with scattered showers. Sunny spells are frequent
and, from May to December, periods of heavy rain and thunderstorms are frequent. Squalls may occur at any
time, but fog seldom occurs at sea.
60 Visibility is generally good throughout the year though it may at times be drastically reduced by heavy rain.
For Northers, see 2.03.
65
70
SWELL
4. 05. Swells are generally lower in the Gul f o f Me x i c o than in the Car i bbe an Sea.
In the Caribbean Sea the prevailing direction is NE to E; in the Gul f of Mexico, from March to September
it is E to SE, and from October to February it is NE.
Highest swells occur in an area round 13 N, 77 W in the Caribbean Sea, especially in June and July, when
the frequency of swell greater than 4 m is 20 per cent. These swells are invariably short or average in length.
GULF OF MEXI CO AND CARI BBEAN SEA 57
CURRENTS
4.11. Th e No r t h Equat or i al Current (2.15) flows WNW through the Caribbean Sea with little change of
direction until it approaches Yucatan Channel where it becomes more N' ly. It leaves an anti-clockwise eddy in
the S part of the sea, S of about 12 N. There is also an E' l y counter-current close to the S coast of E and central 5
Cuba.
In the Gul f of Mexico, part of the N-going flow from Yucatan Channel fans out in directions between SW and
NW. Currents setting in these directions occupy most of the Gul f W of a line from Cabo Catoche to close W of
the Mississippi delta. From the NW' l y flow along this line the water fans out NE and then shortly recurves to
join the SE flow extending from the Mississippi delta to the W approaches to Florida Strait. Thi s SE' l y stream 10
joins the NE' l y stream which emerges from Yucatan Channel and the combined flow continues E, and through
Florida Strait as the Fl or i da Current . The emerging stream, meeting the NW flowing water of the Nort h
Sub-tropical Current, turns N off the E coast of Florida and forms the beginning of the Gul f St ream.
Along the W coast of Florida, there is a N' l y current which, with the SE' l y flow coming from the Mississippi
delta, forms an anti-clockwise eddy in the E part of the Gul f of Mexico. 15
There is very little seasonal variation in the pattern of the currents.
The average current speeds in most of the Caribbean Sea are about 1 knot, increasing on the W side of Yucatan
Channel to about 1 knots. The strongest currents are observed in Florida Strait in about 25 00' N, 80 00' W
and for about 300 miles N from that position. Here the average speed is nearly 3 knots in summer and 2 knots
in winter. 20
Over most of the Gul f of Mexico the average speeds are knot to 1 knot, but stronger (N' ly) sets of 1"3 knots
are reported in summer near the Mexican coast, N of Tampieo.
NOTES AND CAUTI ONS
4.15. Navi gat i on. In the Gul f of Mexico, the Caribbean Sea, and in the channels leading thereto, great care
is necessary in the vicinity of the cays and banks, as some of the charts are based on old and imperfect surveys.
Furthermore, the depths over the shoals may be less than those charted owing to the growth of the coral of
which many of t hem are composed or to the imprecise nature of the least depths reported over them. Shoal water
should be approached with caution at all times and given a wide berth when conditions for fixing are poor;
many of the banks are steep-to.
In places, there are but few navigational aids, and the currents are variable.
ROUTES
25
30
35
4.21. Ent r anc e c ha nne l s . The Gul f of Mexico may be approached N of Cuba through Florida Strait; via
Providence Channels and thence into Florida Strait; through Old Bahama Channel and Nicolas Channel; 40
or S of Cuba through the Caribbean Sea and Yucatan Channel. Since the current in Florida Strait runs N with
some strength, that strait is a good choice for departure, but Providence Channels or Old Bahama Channel may
hold the balance for entry. The latter is approached from the Atlantic Ocean through Crooked Island Passage,
Caicos Passage, or Turks Island Passage.
When navigating off the coast of Great Abaco Island, on the N side of Nort h-East Providence Channel, caution 45
is required on account of the current which may set onshore at a rate of more than 1 knots.
Old Bahama Channel suffers from the disadvantage, particularly in inclement weather, that the lights are
somewhat widely spaced.
Turks Island Passage is not lighted in its S approach.
In Florida Strait, most of the wrecks on Florida Reefs are of vessels S-bound at night; analysis of available 50
data has pointed to an almost universal under-estimate of the speed of the contrary current, with a consequent
over-estimate of the speed made good. When S-bound, between Fowey Rocks and Sombrero Key, it is on the
side of safety to assume that the vessel is steaming against a 3- or 4-knot current and to hold a safe course from
one light until the next is sighted. N-bound, it is better to under-estimate the speed of the Florida Current.
Vessels are rarely stranded on Florida Reefs when N-bound, except when crossing the stream from Habana or 55
making the reefs in reduced visibility.
Vessels proceeding through Florida Strait from the Gul f of Mexico should first make a position off Dry
Tortugas in 24 00' N, 83 00' W.
The Car i bbe an Sea may be approached through Crooked Island Passage, Caicos Passage, or Turks Island
Passage, all of which lead to Windward Passage. Crooked Island Passage is the best; it is constantly used by 60
vessels on voyages to and from the S coast of Cuba, Jamaica, and the Panama Canal. Caicos Passage is not
lighted, and Turks Island Passage is not recommended to N-bound vessels at night, since its S approach is not
lighted.
Other entrances to the Caribbean Sea in common use are Mona Passage, which is much frequented and pre-
sents no difficulty; although subject to heavy squalls, it is safer than Turks Island Passage. Sombrero Passage, 65
between the Virgin Islands and the Leeward Islands, is not lighted in its S approach. The passages between
St. Lucia and St. Vincent, and on either side of Tobago, are also used.
4.22. Be r muda ~ Habana. Proceed by Nort h-East Providence Channel, Nort h-West Providence Channel,
and Florida Strait. Distance 1150 miles. 70
10
Low-powered vessels should either stand across to Fowey Rocks from Great Isaac, thence proceeding to
Sand Kay before re-crossing the Florida Current; or they may proceed S along the W edge of Great Bahama Bank
preferably in daylight. For directions, see Admiralty Sailing Directions.
4.23. Habana -+ B e r m u d a . Proceed through Florida Strait, thence direct from off: the NW end of Little
Bahama Bank. Distance 1150 miles.
4.24. Be r muda ~-~ Ki ngst on. Proceed through Crooked Island Passage or Caicos Passage, thence W of Great
Inagua Island and through Windward Passage. The greatest caution must be exercised in the vicinity of Morant
Cays, where the currents vary greatly both in strength and direction. Distance by Caicos Passage 1150 miles.
4.25. Panama Canal ~-~ Gul f of Mexi co. From a position about 3 miles N of the breakwaters at the entrance
to Li mon Bay, make good a course of 352 , to pass 15 miles W of Serrana Bank South-west Cay (14 16" N,
15 80 24' W) . Thence make good 354 for a position in 15 42' N, 80 50' W, whence the vessel should make good
a course of 320 , passing W of Thunder Knoll and keeping in depths of more than 200 m.
From a position about 15 miles NW of Thunder Knoll, a vessel should keep in the deep water W of Grand
Cayman Island, avoiding the shoals lying E of Misteriosa Bank, and then steer NW as necessary to pass through
Yucatan Channel.
20 A vessel entering the Gul f of Mexico from the Caribbean Sea should keep in the deep water in Yucatan Channel,
taking all precautions against the N' l y set of the current and constantly checking her position to identify the
point of crossing the edge of Banco de Campeche. In crossing the bank a vessel should sound continuously, since
it has not been subjected to a modern survey and new reports of shoal patches are often received, as indicated
on the chart.
25 The dangers on this bank are steep-to. Discoloured ~vater over some of these dangers is a useful guide.
The edge of the bank is generally marked by ripplings, and at only a short distance within it the water becomes
discoloured.
From a position about 23 miles N of Cabo Catoche, a vessel bound for the SW part of the Gul f of Mexico
should steer a W' l y course to a position about 10 miles S of Arrecife Alacr~n, with due regard to the shoals N
30 of Punta Yalkubul (21 32" N, 88 38" W).
For Puerto de Tampico, from the position 10 miles S of Arrecife AlacrAn, the route passes N of Cayo Arenas,
clear of the shoals lying E of that cay and the 18 m patch, reported in 1961, 24 miles W of it.
For Vera Cruz from the same position, the route passes midway between Tri~ingulo Oeste (2059 " N, 92 18" W)
and Tri~ngulo Este to a position 3 miles S of TriAngulo Oeste. Care should be taken to give a wide berth to the
35 14'6 m shoal reported, in 1939, to lie 38 miles SSE of Cayo Arenas, and the 22 m shoal covered with Sargasso
weed, reported in 1968 about 17 miles farther SSW.
A vessel bound for Coatzacoalcos from a position about 10 miles S of Arrecife AlacrAn should steer to pass
NW of Snake Rock to a position SE of Cayos Areas. The least depth passed over on this track is 24 m.
If proceeding to Campeche, after passing W of Snake Rock, a SSW course may be steered so as to pass at
40 least 22 miles W of Celestun (20 52" N, 90 24' W) . When approaching Campeche from N, by keeping in depths
of 9 rn, the ridge of hills E of the city will be sighted. If the land is made in greater depths the first objects sighted
will be the 98 m ridge about 3 miles SW of the city, and Castillo San Miguel.
For a vessel proceeding E the safest guide across Banco de Campeche is to keep in depths of over 36 m,
avoiding Granville Shoal, bearing in mi nd also that after Northers there is a S-going current along the W side
45 of Peninsula de Yucatan, with a rate of knot at times.
In the Mississippi approach, the currents near the mout h of the river are uncertain, fog and haze are prevalent,
particularly in summer and autumn, the mud banks are low, and the wind is generally from E. If approaching
on soundings from S and SW, great attention should be paid to checking the latitude, for the bank is steep-to,
with depths of 65 m only 3 or 4 miles from South Pass.
50
55
60
4.26. Y u c a t a n C h a n n e l *-* E a s t e r n p a r t o f C a r i b b e a n S e a . Having given Cabo Catoche a wide berth on
account of the shoals N of it, Cabo San Antonio should be made at a distance of 7 miles. Thence, course should
be shaped along the S coast of Cuba, to pass about 5 miles off Cabo de la Cruz, thence E of Jamaica, passing
5 miles off Navassa Island, Pointe de Gravois, and Alta Vela. Thi s track is mostly under the lee of the land, and
it uses the E' l y counter-current mentioned in article 4.11, although off the coast of Cuba, between Cabo San
Antonio and Cabo de la Cruz, special caution is required because of the occurrence of onshore sets which may
sometimes run strongly.
Ships bound for Yucatan Channel from Alta Vela should pass N of Jamaica.
4 . 2 7 . F o r S o u t h A m e r i c a n p o r t s and other destinations E of the Caribbean Sea, the best route from Alta Vela
lies between St. Lucia and St. Vincent and S of Barbados.
4.28. P a n a m a C a n a l ~-~ T r i n i d a d a n d T o b a g o . Off the N coasts of Colombia and Venezuela, coastwise
voyages are best made by keeping inshore E-bound, and hauling off to take advantage of the Nort h Equatorial
Current when W-bound. The normal route passes S of Aruba and Cura.cao, and between Los Frailes and Isla
Margarita, and S of Cumberland Bank.
4.29. Di st ances bet~veen the seaward ends of the entrance channels (4.21), and between Panama Canal and
70 various ports are expressed in miles, below.
GULF OF MEXI CO AND CARI BBEAN SEA 59
F l o r i d a St rai t , N end (27 00" N, 79 49" W) to Dry Tortugas (24 25" N, 83 00' W), 290; Coatzacoalcos,
1040; Tampico, 1110; Corpus Christi, 1070; Galveston, 980; Mississippi, Gulf Outlet canal, 725; Mobile,
725 ; Tampa, 485 ; Habana, 285.
No r t h - E a s t P r o v i d e n c e C h a n n e l (25 50' N, 77 00' W) to Dry Tortugas, 370; to Coatzacoalcos, 1120;
Tampico, 1190 ; Corpus Christi, 1150; Galveston, 1060 ; Mississippi, Gulf Outlet canal, 805 ; Mobile, 805 ;
Tampa, 565; Habana, 370.
C r o o k e d I s l a n d P a s s a g e from Christopher Columbus' landfall (24 05" N, 74 15' W) off San Salvador, via
Old Bahama Channel to Habana, 585 ; via Windward Passage to Kingston, 480; Belize, 1060; Colon, 980. 10
Ca i c o s P a s s a g e (22 I0" N, 72 20" W) via Old Bahama Channel to Coatzacoalcos, 1400; Tampico, 1470;
Corpus Christi, 1550; Galveston, 1500; Mississippi, Gulf Outlet canal, 1080; Mobile, 1340; Tampa, 840;
Habana, 600. To Kingston passing W of Great Inagua Island, 400.
Turks Island Passage (21 35' N, 71 10' W) via Old Bahama Channel to Coatzacoalcos, 1480; Tampico,
1550; Corpus Christi, 1510; Galveston, 1420; Mississippi, Gulf Outlet canal, 1170; Mobile, 1170; Tampa,
925; Habana, 685; Via Windward Passage to Belize, 1020; Colon, 905; Kingston, 415.
Via Yucatan Channel to Coatzacoalcos, 1460; Tampico, 1550; to other ports N and E of Tampico Old Bahama
Channel gives the shorter route.
15
20
Mo n a P a s s a g e (18 20" N, 68 00' W) to Kingston, 515; Curagao, 390; Colon, 880; Belize, 1170.
Sombrero Passage (18 30" N, 63 50' W) to Kingston, 755 ; Curacao, 500; Colon, 1090; Belize, 1410.
B e t w e e n St . L u c i a a n d St . V i n c e n t (13 28' N, 61 I0" W) to Bridgetown (Barbados), 90; Kingston, 940;
Curacao 470; Colon, 1150; Belize, 1580.
Via Mona Passage and Old Bahama Channel to Coatzacoalcos, 2170; Tampico, 2240; Corpus Christi, 2200;
Galveston, 2100 ; Mississippi, Gulf Outlet canal 1850; Mobile, 1850 ; Tampa, 1610 ; Habana, 1370, Via Yucatan
Channel to Coatzacoalcos, 2060; Tampico, 2160.
25
30
G a l l e o n s P a s s a g e (10 58' N, 60 48' W) to Kingston, 935 ; Willemstad, 505 ; Colon, 1190.
C o l o n (Panama Canal pilot) to Coatzacoalcos, 1420; Tampico, 1500; Corpus Christi, 1560 ; Galveston, 1510 ;
Mississippi, Gulf Outlet canal, 1300. 35
CHAPTER 5
MEDITERRANEAN SEA AND BLACK SEA
CONTENTS
Page
WI NDS AND WEATHER
5.02 Western Mediterranean,-- ~oven~ber to March
5.03 Western Mediterranean, May to September
5.04 Western Mediterranean, April and October
5.05 Eastern Mediterranean, November to March
5.06 Eastern Mediterranean, May to September
5.07 Eastern Mediterranean, April and October .
5.08 Black Sea
60
61
61
61
61
61
61
62
5.11 Mediterranean Sea and Black Sea
SWELL
62
5.16
5.17
CURRENTS
Mediterranean Sea, Adriatic Sea, and Aegean Sea
Black Sea
62
62
5.21 Mediterranean Sea and Black Sea
I CE
62
5.26 General notes
5.27 Eastward from Strait of Gibraltar
5.28 Routes to Strait of Gibraltar
5.29 Routes to and from Port Said
ROUTES
62
62
63
63
55
5.35 Distance table for Mediterranean Sea, Adriatic Sea, and Aegean Sea
5.36 Distance table for Black Sea
63
63
WI NDS AND WEATHER
5.01. Ge ne r a l r e ma r k s . The weather of the Mediterranean is markedly seasonal, being characterised by hot
dry summers with mainly light or moderate winds, and mild rainy winters with a rather high frequency of strong
60 winds and gales. The situation of this sea, surrounded by land, much of which is either mountainous or desert,
and the indented nature of parts of the coast, leads to the occurrence of a large number of local winds, many with
special names and characteristics. Information concerning these local winds will be found in Admiralty Sailing
Directions.
Over the greater part of the open waters of the Mediterranean, winds from between N and W are the most
65 frequent, though the passage of depressions across the area causes great variations in both the direction and force
of the wind. From about November to March these depressions are frequent and often vigorous, while from
about May to September they are less common and much less intense.
For convenience in describing the winds and weather of the Mediterranean, the area has been divided into
the Western Mediterranean, W of the Sicilian Channel, and the Eastern Mediterranean, E of the Sicilian
70 Channel.
MEDI TERRANEAN SEA AND BLACK SEA 61
It is emphasised that the statements which follow apply to the open sea away from the influence of the land,
in the vicinity of which marked differences are likely to be found.
5.02. We s t e r n Me d i t e r r a n e a n , N o v e m b e r t o Ma r c h. In the more confined part of the area W of about
1 W, winds mostly blow parallel with the coast, westerlies being somewhat more common than easterlies from 5
January to March, and very considerably more frequent in November and December.
Over the remainder of the area as far E as the longitude of Sardinia the most frequent wind directions are
from between N and W, with a bias towards the latter direction in the S part of the area.
In the N part of the Tyrrheni an Sea there is no clearly predominant wind direction, though winds from some
N' l y point are more common than those from a S' ly point. In the S part of this sea and in the Sicilian Channel 10
the prevailing direction is NW' l y.
In January, the stormiest mont h in most parts of the Western Mediterranean, winds reach force 7 or above
on 6-9 days per mont hi n the NW and on 3-7 days per mont h elsewhere. Most of the winter gales are from between
N and W, though NE' l y gales are not uncommon and gales from other directions may occasionally occur.
Weather at this season is subject to rapid changes due to the passage of depressions with their associated frontal 15
belts of cloud and rain ; the rain is usually heavier but of shorter duration than in the British Isles.
Visibility over the open sea is generally good except when reduced by rain, but it may at times be only moderate
with winds from a S' l y quarter.
5.03. We s t e r n Me d i t e r r a n e a n , Ma y t o S e p t e mb e r . In that part of the area S of about 40 N and W of the 20
longitude of Sardinia, winds are most frequently from between E and NE or from between W and SW, the
former being slightly more common. Elsewhere, from June to August the most frequent wind directions are
from between N and W, but in May and September there is no clearly predominant wind direction.
Winds are likely to reach force 7 or above on 1-3 days per mont h in the NW part of the area; elsewhere, winds
of that strength are rare at this season. 25
Weather in July and August is generally fine with little or no rainfall, especially in the S and E. Cloud amounts
are larger and rain is somewhat more common in May and September, especially in the latter mont h and NE of
a line joining the Gul f of Lions, Sardinia, and Sicily.
Visibility is generally good, though occasional patches of sea fog may be experienced in early summer, and
with winds from a S' l y quarter haze is sometimes prevalent. 30
5.04. Wes t er n Medi t er r anean, Apr i l and Oct ober . In the transitional months ofApri l and October conditions
can be taken as intermediate between winter and summer, though it must be realised that considerable variations
are likely from year to year.
35
5.05. Ea s t e r n Me d i t e r r a n e a n , N o v e m b e r t o Ma r c h. S of about 35 N, winds are most often from between
SW and N, while N of that parallel between Sicily and Greece there is no clearly prevailing wind
direction.
In the greater part of the Adriatic and the N part of the Aegean, winds from between N and E are the most
frequent, though these are often interrupted by winds from a S' ly quarter blowing in advance of an approaching 40
depression.
In the S part of the Aegean, S' ly winds occur more frequently than in the N. However, winds blow mainly,
as in the N, from bet~-een N and E.
The confined nature of the Adriatic gives rise to many local effects, details of which will be found in Admiralty
Sailing Directions. 45
At the height of the season, winds are likely to reach force 7 or above on 6-9 days per mont h in the Aegean Sea
and the E part of the Ionian Sea, and 3-6 days per mont h elsewhere in the area.
Weather at this season--as in the Western Medi t erranean--i s subject to rapid changes caused by moving
depressions, and the statements made in article 5.02 for that area apply equally to the Eastern Mediterranean.
Visibility is generally good except when reduced by rain, but with winds from a S' ly quarter, which are 50
experienced in advance of a depression, it is often only moderate.
5.06. Ea s t e r n Me d i t e r r a n e a n , Ma y t o S e p t e mb e r . Over the whole of the Eastern Mediterranean, other than
the Aegean Sea, the prevailing winds are NW' I y throughout the period, and particularly persistent in July
and August and E of the 20th meridian, where winds from directions other than bet~' een N and W are 55
uncommon.
Over the Aegean Sea, the prevailing wind is N' l y; here also, the degree of persistence is particularly high in
July and August, during which months the great majority of winds are from between NE and NW.
From May to August winds are likely to reach force 7 only on rare occasions, except over the Aegean Sea in
July and August, where winds of this strength may be expected on one or two days per month. In Sept ember 60
the frequency of these winds is 1-3 days per mont h over most of the Eastern Mediterranean.
Over the greater part of the open waters of the area, weather at this season is fine with small amounts of cloud
and little or no rain--especially in the S and E of the area in July and August. Over the N parts of the Aegean
and Adriatic, some rain is likely throughout the period.
Visibility is generally good, though occasional patches of sea fog may be experienced in early summer, most 65
often in the N part of the area; with winds from a S' ly quarter, haze is sometimes prevalent.
5.07. Ea s t e r n Me d i t e r r a n e a n , Apr i l a n d Oc t o be r . In the transitional months of April and October conditions
can be taken as intermediate between winter and summer, though it must be realised that considerable variations
are likely from year to year. 70
5.08. Bl ack Sea. The wind at sea is often very different from the wind near the coast. Well out to sea, NW and
NE winds predominate over most of the sea ; in the SE part, however, SW to W winds are common during autunm
and winter, with N xvinds frequent during the summer. Throughout the Black Sea, sudden changes in the direc-
tion and force of the wind are common. Gales are not frequent, occurring mainly between August and March.
5 Land and sea breezes are much in evidence during the summer.
Many depressions cross the Black Sea, especially during autumn and winter. Generally, they move in a NE' l y
direction.
Visibility is generally good, apart from fog. The season for coastal fog is September to May, and in some places
fog can be expected on one day in three during this period.
10 Detailed information on the winds and weather of the Black Sea will be found in Admiralty Sailing
Directions.
15
20
S WELL
5.11. Me di t e r r a ne a n Sea and Bl a c k Sea. Heavy swells are more frequent in the Western Mediterranean
than in the Eastern Mediterranean, but are rare in the Black Sea. The prevailing swell direction in the Black Sea
is from some N' l y point while in the Mediterranean W' l y to NW' l y swells predominate.
In the Western Mediterranean, between Corsica and Islas Baleares, the percentage frequency of swell
greater than 4 m is: June to September, 1 to 2 per cent; October, 2 to 5 per cent; November to NIarch, 10 per
cent; April and May, 2 to 5 per cent. These swells are invariably short or average in length.
25
30
35
40
45
50
55
CURRE NT S
5.16. Medi t er r anean Sea, Adr i at i c Sea, a nd Ae g e a n Sea. In the Mediterranean basin, the rate of evaporation
is about three times as great as the inflow from the rivers which discharge into it. In consequence, there is a
continuous inflow of surface water, through the Strait of Gibraltar, from the Atlantic Ocean.
Evaporation causes the Mediterranean water to increase its salinity; this denser water sinks and its excess
emerges through the Strait of Gibraltar as a W-going sub-surface current, and a smaller quantity similarly
reaches the Black Sea.
The main body of water entering through the Strait of Gibraltar flows E along the N coast of Africa; this is
the most constant part of the main circulation, but it gradually loses strength as it penetrates E. On reaching
Malta Channel part of it turns N to circulate counter-clockwise in the Western ]Viediterranean ; the remainder
continues through Malta Channel and along the African coast, turning N at the E end of the Mediterranean
and then returning W along the N shores until it reaches the Ionian Sea, where it turns S to rejoin the main
E' l y flow. Branches of this current enter the Aegean Sea and Adriatic Sea, giving rise to counter-clockwise
circulations in those areas.
5.17. Bl a c k Sea. There is an almost continual flow of surface water from the Black Sea via the Bosporus,
Marmara Denizi, and the Dardanelles. The surface circulation of the Black Sea is counter-clockwise but the
currents are, in general, weak, inconstant, and affected to a great extent by variations in the outflow of the
rivers and by the wind.
I CE
5.21. No ice occurs in the Mediterranean Sea. For the Black Sea, see Admiralty Sailing Directions.
ROUTES
5.26. Ge ne r a l not e s . The principal routes in the Mediterranean Sea are described in the following paragraphs.
Directions for the main routes in the Adriatic Sea and the Aegean Sea are given in Admiralty Sailing Directions.
In the Black Sea, routes are as direct as navigation permits. Distances are given for the routes as described in
these publications or by the best navigational route.
5.27. Ea s t wa r d f r o m St rai t o f Gi bral t ar. Ships proceeding E should make use of the E-going current by
60 keeping well away from the Spanish coast, passing 10 miles N of isla de Albor~n and about 20 miles S of Cabo
de Gata. E of this longitude, vessels bound along the African coast should pass the salient points at a distance
of between 10 and 20 miles and use Galite Channel, then passing about 5 miles N of Cap Serrat, Les Fratelli,
Ras Enghela, ~les Cani, Cap Bon, Isola de Pantellaria, and Gozo. E of Gozo, all routes are as direct as prudent
navigation allows.
65 In the approach to Port Said, caut i on is necessary owing to the low coast and the uncertainty of the current;
vessels are advised to keep a good offing and to approach the Fairway buoy from N.
Vessels bound for ports in the region of Genova should keep at about 20 miles from the coast of Spain after
rounding Cabo de Gata, and take departure for their destinations when abreast Cabo de San Antonio. For
Cagliari or Napoli, take departure from Cabo de Gata and pass close S of Sardinia; for Palermo and Messina,
70 make for the N side of Sicily, giving Keith Reef a wide berth.
MEDI TERRANEAN SEA AND BLACK SEA 63
5.28. Rout e s to t he Strai t of Gi bral t ar. Vessels bound for the Strait of Gibraltar from the Levant, or from the
Aegean by the route S of Greece, should pass S of Sicily. Distances given in the table in article 5.35 are for tracks
S of Sicily; for Adriatic ports and Dhi6rix Korinthou (Corinth Canal), a route for Gibraltar N of Sicily and through
Stretto di Messina is slightly shorter. The E-going current which flows along the N coast of Africa should be
avoided by passing well N of $1e de la Galite, thence making direct for Cabo de Gata and following the Spanish
coast as closely as navigation permits.
From Marseille or Barcelona, make Cabo de San Antonio direct, and, after rounding Cabo de Gata, keep
close to the coast.
From Italian ports, if passing N of Islas Baleares, make the Spanish coast at Cabo de Palos, or, if passing S
of these islands, at Cabo de Gata.
10
5. 29. Rout e s t o and f r o m Port Sai d. For Gibraltar, see 5.27 and 5.28; for Malta, the route is direct. For
Marseille, proceed either through Stretto di Messina and Bonifacio Strait or pass S of Sicily and Sardinia;
the distance for the former route is quoted in article 5.35. For the Levant, the Aegean Sea, and the Adriatic Sea,
the routes are as direct as navigation permits.
15
5.35. Di s t a nc e s i n mi l e s : Me d i t e r r a n e a n Sea, Adri at i c Sea, and Ae g e a n S e a .
AIg~ers
445 Gibraltar
280 535
405 705
525 865
580 990 555
1290 1710 1340
945
1020
1080
1240
1620
1500
665
570
1360
1440
1500
1670
2040
1930
1090
lOOO
Barcelona
1~0 .Marseille
350 205 Genova
1030
1090
1170
1310
1700
1590
760
665
460 345 Napoli
1240 1150 835
945 855
995 905
1080 990
1250 1160
1580 1530
1520 1430
745 720
640 580
Trieste
540 720 ~kra Tairaron (C. Matapan)
595 740 - - - Pirai6vs (via Corinth Canal)
, _ _
675 - - 135 - - Pirai6vs (via Aegean)
845 950 300 - - 220 Mehmetqitk Burnu (C. Helles)*
- -
1220 1380 _ - ! - & - v o 695 Bei rut
1110 1300 - - - - ] 600 645 220 Port Said
~
520 935 505 625 635 805 1120 985! Tarabulus
330 745 380 470 515 680 1040 935 195 Malta
~ !
20
25
30
35
40
45
* For distances onward to Black Sea ports, see 5.36.
50
5. 36. Di s t a nc e s i n mi l e s : Bl ac k Sea.
Istanb~A
200
255
Constan~a
80 Sulina
350 180 105 Odessa
290 205 155 165 Sevastopol
415 ] 475 435 450 285
r
455 i 400
570 i 590
l 3 s s
!
] 560
!
370
i
i 575
205
415
Zhdanov
180
430
Novorossiysk
245 " Batumi
55
60
65
The distance from Mehmetgitk Burnu (Cape Helles) to Istanbul is 145 miles. 70
CHAPTER 6
RED SEA, I NDI AN OCEAN, AND PERSI AN GULF
CONTENTS
WI NDS AND WEATHER
No r t h I n d i a n Oc e a n
6.02 Winds and weather
6.03 South-west Monsoon
6.04 North-east Monsoon
6.05 Inter-monsoon seasons
Re d Sea a nd Gu l f o f Ad e n
6.06 Winds in Red Sea .
6.07 Winds in Gul f of Aden
6.08 Weather and visibility
Pe r s i an Gu l f a nd Gu l f o f Oma n
So ut h I ndi a n Oc e a n
6.10 General remarks ,
6.11 Equatorial Trough (Doldrums)
6.12 Nort h-west Monsoon
6.13 South-east Trade Wi nd
6.14 Variables
6.15 Westerlies
Tr o p i c a l s t o r ms
SWELL
6.21 Arabian Sea and Bay of Bengal .
6.22 Red Sea
6.23 Gul f of Aden .
6.24 Persian Gul f .
6.25 South Indian Ocean
6.26 Speed in relation to sea conditions
CURRE NT S
No r t h I ndi a n Oc e a n
6.31 General
6.32 North-east Monsoon period
6.33 Later North-east Monsoon period
6.34 South-east Monsoon period
6.35 Equatorial Counter-current
So ut h I ndi a n Oc e a n
6.36 Main surface circulation .
6.37 Extreme eastern part of Indian Ocean
I CE
6.42 Pack-ice
6.43 Icebergs
Page
66
66
66
67
67
68
68
68
68
69
69
69
69
70
70
70
70
71
71
71
71
71
71
72
72
72
72
72
73
73
73
73
6. 51
6. 52
6. 53
RED SEA ROUTES
Ge n e r a l
Sue z ~ Ad e n .
No t e s a n d c a ut i ons .
6. 54 Ro u t e s .
PERSI AN GULF ROUTES
65
73
74
74
74
ROUTES BETWEEN EAST COAST OF AFRI CA, ARABI AN SEA, AND BAY OF BENGAL
6. 55
6. 56
6. 57
6. 58
6. 59
6. 60
6. 61
6. 62
6. 63
6. 64
6. 65
6. 66
6. 67
6. 68
6. 69
6. 70
6. 71
6. 72
6. 73
6. 74
6. 75
6. 76
6. 77
6. 78
6. 79
6. 80
6. 81
6. 82
6. 83
Mo g a mb i q u e Ch a n n e l
Ca p e T o wn --~ Du r b a n a n d Mo z a mb i q u e
Cha I m~l
Mo g a mb i q u e Ch a n n e l --~ Du r b a n a n d Ca pe T o wn
Ro u t e s t h r o u g h Mo g a mb i q u e Ch a n n e l
Ro u t e s b e t we e n Mo g a mb i q u e Ch a n n e l a n d ) kden"
Af r i c a n c oa s t ~-~ Pe r s i a n Gu l f
Af r i c a n coas t --~ Ka r a c h i
Ka r a c h i --~ Mo mb a s a
Ka r a c h i --~ Mo g a mb i q u e ~hanr ~el
Ad e n ~-~ Pe r s i a n Gu l f or Ka r a c h i
Ca pe T o wn or Du r b a n - ~ Bo mb a y
Bo mb a y --~ Du r b a n or Ca p e T o wn
S o u t h coas t of Af r i c a --> Co l o mb o a n ~ Ba y of Be nga l
Co l o mb o --> S o u t h coas t of Af r i c a
Ba y of Be n g a l - + S o u t h c oa s t of Af r i c~
Se l a t Be ngga l a --> S o u t h c oa s t ot Af r i ca
Ro u t e s i n Ba y of Be n g a l .
Mo mb a s a - ~ Bo mb a y
Bo mb a y --~ Mo mb a s a
Mo mb a s a --> Do n d r a He a ~
Do n d r a He a d --> Mo mb a s a
Ad e n --> Bo mb a y
Bo mb a y --> Ad e n
Ad e n --> Do n d r a He a d
Do n d r a He a d --> Ad e n
St r a i t of Ho r mu z ~-~ Col o~nbo or Do n d r a He a d
Bo mb a y or Ka r a c h i +~ Co l o mb o or Do n d r a He a d
Se l a t Be ngga l a
Ma l a c c a St r a i t
74
74
74
75
75
76
76
76
76
76
76
76
77
77
77
78
78
78
78
78
78
79
79
79
79
79
79
79
80
6. 90
6. 91
6. 92
6. 93
6. 94
6. 95
6. 96
6. 97
6. 98
6. 99
6. 100
6. 101
6. 102
ROUTES TO AND FROM MAURI TI US
P o r t Lo u i s ~-~ Ca p e T o wn
P o r t Lo u i s ~-~ Du r b a n , , .
P o r t Lo u i s ~-~ p o r t s i n Mo g a mb i q u e Ch a n n e l
P o r t Lo u i s ~-+ Mo mb a s a .
Po r t Lo u i s +-~ Ad e n
P o r t Lo u i s ~ Ka r a c h i
P o r t Lo u i s ~-~ Se yc he l l e s
Po r t Lo u i s ,-~ Bo mb a y
Po r t Lo u i s ~-~ Co l o mb o
Po r t Lo u i s ~-~ Se l a t Be ngga l a
P o r t Lo u i s +-~ S u n d a St r a i t
P o r t Lo u i s ~-~ To r r e s St r a i t an( P o r t Da r wi n
P o r t Lo u i s ~-~ F r e ma n t l e a n d Ca ~e L e e u wi n
80
80
80
80
80
80
80
80
81
81
81
81
81
ROUTES TO AND FROM SEYCHELLES GROUP
6. 106 Se yc he l l e s ~-~ S o u t h Af r i ca
6. 107 Se yc he l l e s ~ Mo mb a s a
6. 108 Se yc he l l e s +-~ Ad e n
6. 109 Se yc he l l e s ~-~ Bo mb a y
6. 110 Se yc he l l e s --~ Co l o mb o
6. 111 Se yc he l l e s +-~ F r e ma n t l e a~ad sot ~t h c oa s t of ~kust r~l i a
82
82
82
82
82
82
APPROACH FROM WES TWARD TO AUS T RAL I AN WATERS
6. 120 F r o m S u n d a St r a i t
6. 121 F r o m S o u t h I n d i a n Oc e a n
82
82
6. 125
6. 126
6. 127
6. 128
6. 129
6. 130
6. 131
6. 132
6. 133
6. 134
6. 135
6. 136
6. 137
COASTWI SE PASSAGES OFF AUS TRALI A
Ge n e r a l
T o r r e s St r a i t .
T i mo r Sea a n d Ar a f u r a Sea
Sa h u l Ba nks . .
Ca u t i o n - - l o c a l k n o wl e d g e ne c e s s a r y
La n d f a l l No r t h of Ca p e Na t u r a l i s t e
Ro u n d i n g Ca pe Le e u wi n .
Ca pe L e e u wi n e a s t wa r d
Ap p r o a c h f r o m we s t wa r d t o Bas s St r a i t
F i s h i n g f l eet s .
Ad e l a i d e e a s t wa r d
Ro u t e s b e t we e n Me l b o u r n e a n d Ho b a r t
Di s t a n c e s
82
82
82
82
82
82
82
82
82
83
83
83
83
ROUTES ON EAS TERN SI DE OF I NDI AN OCEAN
6. 140 Bay of Be nga l ~-~ No r t h coas t of Au s t r a l i a .
6. 141 We s t e r n s i de of Ba y of Be nga l ~-~ We s t coas t of Au s t r a l i a
6. 142 Ra n g o o n ~-~ we s t coas t of Aus t r a l i a
83
84
84
6. 150
6. 151
, 6. 152
6. 153
6 . 1 5 4
,6.155
. 6. 156
~6.157
6. 158
, 6. 159
6. 160
6. 161
6 . 1 6 2
~6.t63
6. 164
, 6. 165
6. 166
, 6. 167
TRANS - OCEAN ROUTES
Ca p e T o wn +-~ S u n d a St r a i t
Du r b a n ~ S u n d a St r a i t .
Mo mb a s a ~ S u n d a St r a i t
Ad e n - + S u n d a St r a i t
S u n d a St r a i t - + Ad e n . .
Pe r s i a n Gu l f a n d e a s t e r n s i de of Ar a b i a n Sea *-~ No r t h coas t of Aus t r a l i a
Pe r s i a n Gu l f a n d e a s t e r n s i de of Ar a b i a n Sea ~-~ We s t coas t of Au s t r a l i a
No t e s o n pas s ages b e t we e n S o u t h Af r i c a a n d Au s t r a l i a .
Ca p e T o wn - + No r t h - we s t a n d n o r t h coast s of Au s t r a l i a
Du r b a n --~ No r t h - we s t a n d n o r t h coas t s of Au s t r a l i a
No r t h - we s t a n d n o r t h coas t s of Aus t r a l i a ~ Du r b a n a n d Ca pe T o wn
Ca p e T o wn a n d Du r b a n - + We s t a n d s o u t h coast s of Au s t r a l i a
We s t a n d s o u t h coast s of Au s t r a l i a - ~ Du r b a n a n d Ca pe T o wn
Mo mb a s a ~--, Au s t r a l i a n por t s
Ad e n ~ No r t h coas t of Aus t r a l i a
No r t h coas t of Au s t r a l i a - + Ad e n
Ad e n - ~ F r e ma n t l e a n d s o u t h coas t of Au s t r a l i a .
S o u t h coas t of Aus t r a l i a - + Ad e n
84
84
84
84
84
85
85
85
86
86
86
87
87
87
88
88
88
88
55
WI NDS AND WEATHER
601. T h e f ol l owi ng d e s c r i p t i o n of t he wi n d s a n d we a t h e r of t h e r e gi on of t he I n d i a n Oc e a n ampl i f i es t h e ge ne r a l
s t a t e me n t g i v e n i n The ~llariner's Handbook. F o r mo r e pr e c i s e i n f o r ma t i o n a b o u t oc e a ni c wi n d s a n d we a t h e r
t h e at l as of Mo n t h l y Me t e o r o l o g i c a l Ch a r t s of t he I n d i a n Oc e a n ( MO 519), p u b l i s h e d b y t he Ma r i n e Br a n c h of
t h e Me t e o r o l o g i c a l Offi ce, s h o u l d b e c ons ul t e d. De t a i l e d i n f o r ma t i o n a b o u t speci f i c l ocal i t i es s h o u l d be s o u g h t
60 i n t he a p p r o p r i a t e Ad mi r a l t y Sa i l i ng Di r e c t i o n s . I n r e a d i n g t he f ol ' i owi ng d e s c r i p t i o n r e f e r e nc e s h o u l d be ma d e
t o Wo r l d Cl i ma t i c Ch a r t s 5301 a n d 5302 a n d t o Ro u t e i n g Ch a r t s 5126 (1) t o 5126 (12).
No r t h I ndi a n Oc e a n
6. 02. T h e wi n d s a n d we a t h e r of t h e whol e No r t h I n d i a n Oc e a n ar e d o mi n a t e d b y t h e a l t e r n a t i o n of t h e
65 Mo n s o o n s , wh i c h ar e s eas onal wi n d s c a us e d b y t h e h e a t i n g a n d cool i ng of t h e l a n d ma s s of Asi a, wh i c h gi ves
r i s e t o t h e c h a n g e s of p r e s s u r e wh i c h , i n t u r n , ge ne r a t e t h e wi n d s .
70
6. 03 S o u t h - we s t Mo n s o o n . F r o m J u n e t o S e p t e mb e r t h e h e a t i n g of t he As i a t i c l a n d ma s s r e s ul t s i n t h e es t ab-
l i s h me n t of a l ar ge ar ea of l ow p r e s s u r e c e n t r e d a p p r o x i ma t e l y ove r t h e NW p a r t of I n d i a . T h e S o u t h - e a s t
T r a d e Wi n d of t he S o u t h I n d i a n Oc e a n i s d r a wn acr os s t h e e q u a t o r , i s def l ect ed t o t h e r i g h t b y t h e ef f ect s o f
67
the earth' s rotation, and joins the cyclonic circulation round the area of low pressure mentioned above. The
resulting SW wind, felt in the Nort h Indian Ocean, the Arabian Sea, and the Bay of Bengal from June to Septem-
ber, is known as the South-west Monsoon. The general distribution of pressure and wind at this season is
.shown on chart 5302, from which it will be noted that in the E part of the Arabian Sea the prevailing ~vind direction
is more nearly W than SW. 5
The strength of the wind varies considerably between different parts of the ocean. It is strongest in the W
part of the Arabian Sea where, over a considerable area, the wind averages force 6 at the height of the season
and reaches force 7 or above on more than 10 days per month, see chart 5302; the worst area is some 250 miles
E of Socotra, where in July about half the observations report winds of force 7 or above.
In the extreme N part, and in the E parts of the Arabian Sea in July and August, the monsoon wind averages lO
about force 4-, although it often freshens to force 5 or 6, and attains force 7 on more than 3 to 6 days per mont h
N of about 10 N.
In the Bay of Bengal the average strength of the monsoon wind is force 4 to 5 ; over the greater part of the Bay
the wind reaches force 7 or above on 5 to 10 days per mont h in July and August.
Between the equator and about 5 N, and E of 60 E, winds are generally lighter and only average about force 15
3 ; tl~iey are also considerably more variable in direction, though generally from between S and W.
In Malacca Strait the ~vind is mostly light and is subject to considerable variation in direction and strength
due to land and sea breezes and other local influences. In the N part of the strait the winds are most often SW' Iy,
vhile in the S the most frequent direction is SE. Although the Monsoon is generally light, there are often periods
of stronger winds accompanied by squalls ~vhich sometimes reach gale force. The best known of these squalls 20
are the "Sumat ras", which blow from some W' l y point and occur most frequently at night; they are described in
Admiralty Sailing Directions.
The weather over most of the Nort h Indian Ocean during the South-west Monsoon season is cloudy and
unsettled, with considerable rainfall, especially off the W coasts of India and Burma, where it is very heavy.
In the W part of the Arabian Sea, however, cloud amount and rainfall decrease towards the N and W and both 25
are generally small in the vicinity of the African and Arabian coasts. Rainfall is also small at this time in the
immediate vicinity of the E coasts of Ceylon and India as far N as about 15 N.
Visibility is good in most parts of the area except when reduced by rain, and in the N and W parts of the
Arabian Sea where it is often only moderate and sometimes poor within about 200 miles of the coast particularly
during the South-west Monsoon period, when, although the sky may be clear, the surface visibility may be 30
reduced; in this latter zone in July and August visibility is likely to be less than 5 miles on about 50 per cent of
occasions because of dust haze.
6.04. N o r t h - e a s t M o n s o o n . From November to March, a NE' l y wind is experienced in the Nort h Indian
Ocean, the Arabian Sea, and the Bay of Bengal. Thi s wind is known as the North-east Monsoon. The general 35
distribution of pressure and ~vind at this season is shown on Climatic Chart 5301, from which it will be observed
that over the E part of Arabian Sea, and towards the equator, the prevailing wind direction is more nearly
N than NE.
Ther e are two areas in ~vhich the Monsoon is subject to considerable interruption, or in which the ~vind is
rather variable in direction. The first is in the Arabian Sea N of about 20 N, where the variations in the direction 40
and strength of the wind are caused by the passage of depressions across Iran or along the Makran coast, and
the second is between the equator and about 5 N, and E of about 90 E, where winds, though mostly N' ly, are
generally light and somewhat variable in direction.
Over the greater part of the Nort h Indian Ocean the strength of the North-east Monsoon averages force 3
to 4 at the height of the season, though towards the equator it averages force 2 to 3, except W of about 55 E; 45
it is also only light in the Malacca Strait. Winds are likely to reach force 7 only on rare occasions.
The weather in the Arabian Sea and Bay of Bengal is generally fine with small amounts of cloud and little or
no rain. Cloudiness and rainfall increase towards the S and E, especially in December and January when con-
siderable rain occurs in the S part of the Bay of Bengal S of a line joining the N extremities of Ceylon and
Sumatra. 50
Visibility over the open ocean away from the effects of land is generally good or very good at this season, and
fog is unkno~vn. In the N and E parts of the Arabian Sea, however, visibility is often reduced by dust haze,
especially in the latter part of the season, while in the N part of the Bay of Bengal it may be reduced by smoke
haze and land mists carried seaward by the prevailing N' l y winds.
6.05. I n t e r - m o n s o o n s e a s o n s . The months of April and May, and October, are characterised by the N and S
shift across the area of the Equatorial Trough (6.11) and by the progressive replacement of the North-east
Monsoon by the South-west Monsoon in April and May, and vice versa in October. The South-west Monsoon
becomes established in the S earlier than in the N, and the reverse is true for the North-east Monsoon. The width
of the Equatorial Trough, hosvever, varies greatly from day to day and its movements are irregular; consequently
the whole area can be regarded primarily as one of light winds (apart from squalls and tropical storms) with a
rather high frequency of calms, and with the oncoming monsoon becoming gradually established.
Except in squalls, which are common, or in association with tropical storms, winds over the open ocean are
likely to reach force 7 or above only on rare occasions, but in the V part of the Arabian Sea between 5 N and
10 N and W of 55 E, SW' Iy winds of this strength may be expected on about 2 days in May. In the Malacca
Strait "Sumat ras" (6.03) occur occasionally.
The weather varies considerably, fair or fine conditions alternating with cloudy, squally weather with frequent
heavy showers and thunderstorms; these conditions spread N during April and May, and retreat S during
October. In the N parr of the Arabian Sea, however, fine weather predominates during these inter-monsoon
months.
55
60
65
70
68
POWER VESSEL ROUTES
Visibility over the open ocean is good except when reduced by heavy rain. Near the shores of the N and E
part s of the Arabian Sea, however, it is sometimes reduced by dust haze in April and ~iay.
Re d Sea a nd Gul f of Ad e n
5 6.06. Wi n d s i n Re d Sea. The prevailing winds in the Red Sea blow parallel with the coast. The seasonal
change in pressure distribution over the adjacent land masses causes a seasonal reversal of the prevailing winds
in the S part of the area.
From November to March, an extension of the Asiatic anticyclone is centred over the interior of Arabia,
while another area of high pressure lies over the Sahara. The N part of the Red Sea is under the influence of
10 the Saharan anticyclone, resulting in the prevalence here of NNW ~vinds, while S of about 18 N, from October
to April, winds are influenced mainly by the Arabian anticyclone, with the result that the prevailing wind direc-
tion here is SSE. Between the NNW ~vinds of the N part of the area and the SSE winds of the S part, lies an
area of light variable winds and calms.
From June to September, with low pressure over the NW part of India, the NNW winds affect the S part of
15 the Red Sea as well. NNW winds thus prevail over the whole of the Red Sea from late May to late September.
S of 18 N, May is characterised by the progressive retreat of the SSE' l y winds and by the corresponding
advance of those from NNW, while the process is reversed in late September and early October.
In the Red Sea, N of 18 N, the average strength of the wind is force 4 throughout the year. Gales are most
frequently, though not invariably, from NW or N ; in the Gul f of Suez, gales are most common in December
20 and August, during which months winds may reach force 7 or above on about 2 days per month. Over the
remainder of the area, February is the month of greatest frequency of strong winds with 1 to 2 days ~vith winds of
this strength. Gales are exceedingly rare during the South-~vest Monsoon season.
To the S of 18 N, the SSE' l y winds ~vhich prevail from October to April average force 4 to 5, rising to nearly
force 6 near the Straits of B~b-al-Mandab in February; the NNW' l y winds which prevail from June to September
25 average force 3 to 4. Gales are most common near the Straits of B~b-al-Mandab in December and January,
during which period winds in this area may be expected to reach force 7 or above on 3 to 4 days per month.
As in the N part of the Red Sea, gales are rare during the season of the South-west Monsoon.
6.07. The wi nds i n t he Gul f of Aden form part of the monsoon circulation of Asia; the predominant winds are
30 ENE' I y from October to April, but become SE' l y in the Straits of B~b-al-Mandab. In h,lay, wind direction is
variable, while from June to September SW' l y winds prevail.
In the Gul f of Aden, the ENE' I y winds average force 2 to 3 from December to March, and gales are rare.
From June to September within the main part of the Gulf, the strength of the South-west Monsoon averages
about force 4, and winds reach force 7 or above on I to 2 days per month. The average strength of the wind and
35 the frequency of gales, however, increase rapidly towards the E end of the Gulf, and E of Ras Asir winds are
likely to reach force 7 or above on I0 to 15 days in July. Tropical cyclones are very rare in the Gulf, only 3 or 4
having been experienced in the last 50 years.
6.08. We at he r a nd vi si bi l i t y. The weather over the whole of the Red Sea and the Gul f of Aden is generally
40 fine, with small amounts of cloud; when rainfall does occur it is in the form of showers and may be heavy. Total
rainfall is slight.
Over the open sea, fog and mist are rare except in the extreme E part of the Gul f of Aden during the South-
west Monsoon season. Sand and dust haze is however, widespread from June to August, visibility at this time
of year being less than 5 miles on about 1 day in 10 in the N part of the Red Sea, 1 day in 4 or 5 in the S part
45 of the Red Sea and on the African side of the Gul f of Aden, and 1 day in 2 on the Arabian side of that Gulf.
In September the frequency of haze decreases greatly, while from December to February it is not usual. Sand-
storms, which N of about 22 N mostly occur from February to June, and in the S part of the Red Sea and in
the Gul f of Aden from May to August or September, may occasionally reduce visibility to 50 metres or less.
50 Per si an Gul f and Gul f of Oma n
6.09. The following remarks apply to open water away from the local effect of land, in the vicinity of which
land and sea breezes and other local effects are likely to cause considerable modification. Detailed information
about specific localities will be found in Admiralty Sailing Directions.
In the main part of the Persian Gulf, NW' l y winds (Shamal) are the most frequent throughout the year; they
55 become more W' l y in the S part of the Gul f or even SW' l y on the W side of the Strait of Hormuz. From December
to February these north-westerlies are frequently interrupted by SE' l y winds, blowing in advance of E-movi ng
depressions; thus, during winter, an alternation between SE' l y and NW' l y winds is the characteristic feature.
From March to May the SE' l y winds associated with depressions decrease rapidly in frequency, with a corres-
ponding increase in the number of north-westerlies which, from June to September, are very persistent and
60 form part of the cyclonic wind circulation round the summer low situated over the NW part of India. In October
and November the north-westerlies become less steady as a gradual return to winter conditions brings an
increasing frequency of SE' l y winds.
The average strength of the wind is force 2 to 3 rising to 3 to 4 in the N part of the Gul f during the winter.
The variations from the mean are, however, great, and both calms and fresh to strong winds are rather common.
65 Winds may reach force 7 or above most often from December to March, during which period winds of this
strength are likely to be experienced on about 3 days per mont h; they also occur occasionally in summer, when
they are due to a deepening of the summer low over the NW part of India, but they are rare in April, May and
October. The winter gales may be from any direction, but those occurring in summer are limited to directions
between N and W. Squalls, during which winds may reach gale force, are a characteristic feature of the weather
70 of the Persian Gul f and may occur at any time.
RED SEA, I NDI AN OCEAN, AND PERSI AN GULF 69
In the Gul f of Oman from December to February, winds are mainly from some N' l y point with NW as the
most frequent direction. South-easterlies occur ahead of advancing depressions, but are less frequent here
than in the Persian Gulf. From March to May winds are very variable, with north-westerlies decreasing and
south-westerlies increasing in frequency until, by May, the latter winds predominate. From June to August the
prevailing wind is SE' Iy, being an offshoot of the South-west Monsoon of the Arabian Sea. From September to 5
November the frequency of SE' l y winds decreases and that of northerlies increases, but wind direction is, in
general, very variable.
The frequency of calms is higher in the Gul f of Oman than in the Persian Gulf; winds reach force 7 on about
1 to 2 days per mont h from December to March, but rarely attain force 8. As in the Persian Gulf, squalls
are common. On rare occasions the Gul f may be affected by a tropical storm originating in the Arabian 10
Sea.
In both the Persian Gul f and the Gul f of Oman rain and large amounts of cloud are practically confined to the
period November to April, and are associated with E-movi ng depressions, in the intervals between which fine
weather with small amounts of cloud prevails. In summer, the Persian Gul f is practically cloudless, but in the
Gul f of Oman the influence of the monsoon causes an increase in cloudiness in July and August. 15
Visibility is for the most part good or very good from November to February; after this, dust haze causes a
progressive deterioration until in June and July visibility is less than 5 miles on 10 to 12 days per mont h over the
open sea, and still more often near the coast. Dust haze decreases considerably after July. Duststorms or sand-
storms occur in all seasons, but are most frequent during June and July and least so during the winter; during
their occurrence they often reduce visibility to less than 500 metres. 20
Sout h I ndi an Oc e an
6.10. The winds and weather of the South Indian Ocean are governed by the advance of the Nort h Indian
Ocean monsoon into the S hemisphere from November to February and its retreat from June to Sept ember;
the result is the establishment, in this zone, of alternating seasonal winds. S of this zone the normal wind and 25
pressure distribution, as outlined in The Mariner's Handbook, prevails.
6.11. Equat or i al Tr ough ( Dol dr ums) . Thi s region is known variously as the Equatorial Trough, the Dol drum
belt, the Intertropical Convergent Zone (I. T. C. Z. ), the Intertropical Front (I. T. F. ), the Equatorial Front, or
the Shearline. It is, in the Indian Ocean, S of the equator from about November to April, and reaches its most 30
S' ly position in February. The winds and weather are similar to those encountered in the Equatorial Trough in
other oceans, and consist of fair weather, calms, and light variable winds alternating with squalls, heavy showers,
and thunderstorms. Both the width of the belt and its position vary considerably from day to day; the former
averages about 200 miles but it may at times be much more, while at others it may be reduced to almost nothing
by a strong burst of the South-east Trade Wind. Visibility in this zone is good except in heavy rain. 35
6.12. No r t h- we s t Mo n s o o n . Duri ng the period from November to March, when the Equatorial Trough is
situated in the S hemisphere, the North-east Monsoon of the Nort h Indian Ocean is drawn across the equator,
deflected to the left by the effect of the earth' s rotation, and is felt in the N part of the South Indian Ocean as a
NW' l y wind, known as the North-west Monsoon. See Climatic Chart 5301. 40
Winds are in general light, and vary considerably in direction, but in the W part of the zone the prevailing
direction is more nearly N than NW, and becomes NE close to the African coast and N of about 10 S. In the
Moqambique Channel a N' l y wind prevails as far as 15 S to 17 S ; it is here known as the No r t he r n Mo ns o o n.
In the E part of the ocean just S of Java, and in the Ti mor and Arafura Seas, the prevailing wind direction is
between W and NW. 45
Except in squalls, which are common, or in association with tropical storms (6.16) winds over the greater
part of the zone are likely to reach force 7 or above only on rare occasions.
The weather is generally rather cloudy and unsettled, and rain, mostly in the form of heavy showers, is frequent.
Visibility is good except in rain.
50
6.13. The Sout h-east Tr ade Wi nd blows on the equatorial side of the anti-clockwise circulation round the
oceanic high-pressure area situated in about 30 S. In this ocean, however, the oceanic anticyclone seldom consists
of a single cell; more frequently it contains a more or less regular succession of E-movi ng anticyclones, from the
N sides of which blow the Trade Winds, which blow permanently and with little variation in direction throughout
the year. 55
In summer, the South-east Trades extend from about 30S to the Equatorial Trough, the general direction
of the wind being from between E and SE over most of the area, but becoming S' ly off the W coast of Australia,
and mainly SW' l y off its NW coast --t hough in the latter area the direction is much more variable than in the
Trade Winds proper. In the S part of the Moqambique Channel an extension of the Trades gives prevailing
S to SE winds. Climatic Chart 5301 shows the area covered by the Trades at this season. 60
In winter, the South-east Trades extend from about 27 S to the equator, though N of about 5 S and E of
70 E they are weak, and, though generally from some S' ly point, they vary considerably in direction. Elsewhere
over the greater part of the open ocean winds are almost exclusively from between SSE and ESE, but in the E
part of the area and in the Ti mor Sea the predominant direction is somewhat more E' ly. In the Ti mor and Arafura
Seas the South East Trade Wind is sometimes referred to as the Sout h- eas t Mo n s o o n in contradistinction to 65
the North-west Monsoon (6.12), which prevails there in summer. In the Mozambi que Channel an extension of
the South-east Trades gives prevailing S to SE winds over the whole length of the channel from about April
to September. These winds are known as the So ut he r n Mo n s o o n in contradistinction to the Nort hern Monsoon
(6.12), which prevails in the N part of the channel in summer. Climatic Chart 5302 shows the area covered by
the South-east Trade Wi nd at this season.
70
10
T h e aver age s t r e ngt h of t he Sout h- e a s t Tr a d e Wi n d is f or ce 3 t o 4 i n s ur nme r a nd f or ce 4 t o 5 i n ~vi nt er; i t
r eaches a me a n of f or ce 5 be t we e n about 10 S a nd 20 S a nd 65 E a nd 100 E wh e n at i t s s t r onges t dur i ng t he
wi nt er . I n s umme r , wi nds ar e l i kel y t o r each f or ce 7 or above on 1 t o 3 days pe r mo n t h over t he gr eat er par t of
t he zone, r i si ng t o 3 t o 6 days pe r mo n t h over t he cent r al par t of t he area. I n wi nt er , wi nds of t hi s s t r e ngt h ar e
l i kel y t o be e nc ount e r e d on 1 t o 3 days pe r mo n t h i n t he E and W par t s of t he zone, whi l e over a c ons i de r a bl e
ar ea be t we e n about 65 E a nd 90 E t hei r f r e que nc y ri ses t o 6 t o 9 days pe r mo n t h as s hown on Cl i ma t i c Ch a r t
5302. I n t he T i mo r a nd Ar a f ur a Seas wi nds ar e unl i kel y t o r each f or ce 7 on mor e t han 1 or 2 days pe r mo n t h .
T h e we a t he r ove r t he open ocean is mos t l y f ai r or fi ne wi t h skies about hal f cover ed, but bel t s of c l oudy s howe r y
we a t he r occur at i nt er val s. T o t he NW a nd N of t he Aus t r al i an cont i nent , be t we e n t he NW par t of Aus t r al i a
and Java, a nd i n t he T i mo r Sea and, t o a l esser ext ent , i n t he Ar a f ur a Sea, cl oud a mount s and r ai nf al l ar e s mal l
f r om Apr i l t o Se pt e mbe r , whi l e t he Sout h- e a s t Tr a d e Wi n d pr evai l s i n t hese r egi ons. Ext ens i ve dus t haze pr evai l s
her e, especi al l y i n t he T i mo r Sea and t owar ds t he e nd of t he season. El s e whe r e i n t he Sout h- e a s t Tr a d e zone
vi s i bi l i t y is good e xc e pt i n r ai n.
15 6. 14. Va r i a b l e s . T o t he S of t he S l i mi t of t he Sout h- e a s t Tr a d e Wi nd, t her e is a zone of l i ght var i abl e wi nds
i n t he ar ea of t he oceani c hi gh pr es s ur e r egi on. I n wi nt e r t he cent r e of t he hi gh- pr e s s ur e r egi on is l ocat ed
i n a bout 30 S, whi l e i n s u mme r i t move s t o about 35 S ove r t he gr, eat er par t of t he ocean, di ppi ng s ome wha t
f a r t he r S near t he S W par t of Aust r al i a.
T h e we a t he r also var i es cons i der abl y i n t hi s zone, al t er nat i ng be t we e n f ai r or fi ne condi t i ons near t he cent r es
20 of t he E- mo v i n g ant i cycl ones and cl oudy s howe r y we a t he r i n t he i nt e r ve ni ng t r oughs of l ow pr essur e. Vi s i bi l i t y
is gener al l y good except i n r ai n.
6. 15. We s t e r l i e s ( Ro a r i n g Fo r t i e s ) . T o t he S of t he hi gh pr es s ur e r egi on me n t i o n e d i n ar t i cl es 6.13 a nd
6. 14, W' l y wi nds pr e domi na t e . As i n t he Wes t er l i es of ot he r oceans, t he al mos t c ont i nuous passage of depr es s i ons
25 f r om W t o E causes t he wi n d t o vary. gr eat l y bot h i n di r ect i on a nd s t r e ngt h; t he cent r es of mos t of t hes e de pr e s -
si ons pass S of 50 S. Gal es ar e ve r y pr e va l e nt i n t he zone of t he Wes t er l i es especi al l y i n wi nt er , dur i ng wh i c h
season wi nds r each f or ce 7 or above on 12- 16 days pe r mo n t h S of about t he 36t h par al l el ; dur i ng s umme r ,
wi nds of t hi s f or ce ar e l i kel y t o be e nc ount e r e d on 6 t o 12 days pe r mo n t h S of a bout 40 S. Cl i ma t i c Cha r t s
5301 a nd 5302 s how t he r egi ons i n whi c h gal es ar e mos t c o mmo n .
30 As i n t he Wes t er l i es of ot he r oceans, t he we a t he r is ve r y var i abl e, per i ods of over cas t skies a nd r ai n or s now
associ at ed wi t h t he f r ont s of E- mo v i n g depr es s i ons al t er nat i ng wi t h f ai r er condi t i ons. Fi ne we a t he r is, however ,
s e l dom pr ol onged, a nd cl oud a mount s ar e gener al l y l ar ge t hr oughout t he year .
Vi s i bi l i t y var i es c ons i de r a bl y; wi t h wi nds f r om a S' l y poi nt i t is gener al l y good, whi l e N' l y wi nds ar e of t en
associ at ed wi t h mo d e r a t e or poor vi si bi l i t y. S of t he 40t h par al l el vi s i bi l i t y of less t ha n 2 mi l es ma y be e xpe c t e d
35 on pe r ha ps 5 days pe r mont h, whi l e f og is not u n c o mmo n dur i ng t he s u mme r ; i t is us ual l y associ at ed wi t h wi nds
f r om a N' l y poi nt .
Tropi cal s t o r ms
6. 16. Tropi cal s t o r ms occur i n t he Ar a bi a n Sea, t he Bay of Bengal , a nd i n par t s of t he So u t h I ndi a n Ocean.
40 T h e y ar e des cr i bed, and advi ce on avoi di ng t h e m is gi ven i n The Mariner's Handbook. I nf or ma t i on r e ga r di ng
s t or m f r e que nc i e s a nd t r acks wi l l be f ound i n t he a ppr opr i a t e Admi r a l t y Sai l i ng Di r ect i ons , on t he Rout e i ng
Char t s 5126 (1) t o 5126 (12), and i n t he at l as of Mo n t h l y Me t e or ol ogi c a l Char t s of t he I ndi a n Oc e a n ( MO 519).
Tr o p i c a l s t or ms ar e k n o wn as " Cy c l o n e s " i n t he ar ea c ove r e d by t hi s chapt er . Al t er nat i vel y, i n We s t e r n
Aus t r al i a t he y ar e kno~vn as " Wi l l y - Wi l l i e s " .
45 I n t he Ar a bi a n Sea, cycl ones occur i n Ma y, J une, Oct ober , a nd No v e mb e r , t he pe r i ods of gr eat est f r e que nc y
be i ng f r om ear l y Ma y t o mi d - J u n e , and f r om mi d - Oc t o b e r t o mi d - No v e mb e r . Al t h o u g h t he y have be e n r e c or de d
t hey ar e e xt r e me l y r ar e i n Jul y, Se pt e mbe r , a nd De c e mb e r . Th e y ar e u n k n o wn f r om J a nua r y t o Ma r c h and i n
Augus t .
I n t he Bay of Bengal mos t cycl ones occur f r om Ma y t o No v e mb e r , wi t h No v e mb e r as t he mo n t h of gr eat es t
50 f r e que nc y. Th e y oc c ur ve r y occasi onal l y i n Ma r c h, Apr i l , and De c e mb e r , a nd ar e u n k n o wn al mos t i n J a nua r y
a nd ent i r el y so i n Fe br ua r y.
I n t he So u t h I ndi a n Ocean, cycl ones occur f r om De c e mb e r t o Apr i l , t he mo n t h of gr eat es t f r e que nc y be i ng
J a nua r y; t he y also oc c ur occasi onal l y i n No v e mb e r and Ma y.
I n t he T i mo r Sea a nd t he Ar a f ur a Sea, and of f t he W coast of Aus t r al i a t he Wi l l y- Wi l l y season and t he mo n t h of
55 gr eat es t f r e que nc y ar e t he s ame as f or t he cycl ones of t he Sout h I ndi a n Ocean, except t hat Wi l l y- Wi l l i e s ar e n o t
known i n Ma y.
Fo r t he effect of t r opi cal s t or ms upon t he cur r ent s , see 1. 75.
60
S W E L L
6. 21. I n t he Ar a b i a n Sea and the Bay of Bengal , t he swel l is gove r ne d by t he di r ect i on and s t r engt h of t he
mons oon wi nds . I n t he Ar a bi a n Sea a SW' I y swel l be c ome s es t abl i s hed dur i ng Ma y a nd per si st s unt i l Se pt e mbe r .
65 A NE' I y swel l be c ome s es t abl i s hed dur i ng No v e mb e r a nd per si st s unt i l Ma r c h. Th e r e is no p r e d o mi n a n t
di r ect i on i n Apr i l or Oc t obe r a nd t he swel l is nor ma l l y l ow or mode r a t e i n t he c ha nge ove r mo n t h s a nd ma i nl y
mode r a t e once t he mo n s o o n is est abl i shed, t h o u g h f r om J u n e t o Se p t e mb e r a he a vy swel l ma y be e nc ount e r e d.
I n t he Bay of Bengal a SW' I y swel l be c ome s es t abl i s hed dur i ng Ma r c h a nd per si st s unt i l Oct ober . A NE ' l y
swel l be c ome s es t abl i s hed dur i ng No v e mb e r and per si st s unt i l Fe br ua r y. Swel l is nor ma l l y l ow or mo d e r a t e
70 e xc e pt f or t he pe r i od f r om Ma y t o Augus t wh e n i t is mode r a t e or heavy. I n Mal acca Strait t her e is no
71
p r e d o mi n a n t d i r e c t i o n of swel l . T h r o u g h o u t t h e y e a r swel l i s n o r ma l l y l ow a n d o n l y o n r a r e oc c a s i ons does i t
b e c o me mo d e r a t e .
Swel l i n t h e Ar a b i a n Se a a n d t h e Ba y of Be n g a l i s n o r ma l l y s h o r t or a ve r a ge i n l e n g t h . Ho we v e r , o n a b o u t
10 p e r c e n t of oc c a s i ons swel l s of o v e r 200 me t r e s ma y b e e n c o u n t e r e d ; s u c h swel l s ar e a l mo s t i n v a r i a b l y l ow
i n h e i g h t .
6. 22. I n t h e R e d Se a, t h e p r e d o mi n a n t swel l di r e c t i ons ar e N t o NW a n d S t o SE. F r o m Ma y t o S e p t e mb e r t h e
s wel l i s e v e r y wh e r e N t o NW b u t i n Oc t o b e r a S t o S E' l y swel l b e c o me s e s t a b l i s h e d S of 18 N. T h i s swel l
pe r s i s t s u n t i l Ma r c h b u t i s r e p l a c e d i n Ap r i l b y t h e N t o NW s wel l of t h e N p a r t of t h e Re d Sea as i t e x t e n d s S.
Swe l l i n t h e Re d Se a i s l ow or mo d e r a t e , b u t r a r e l y he a vy. T h e l e n g t h of swel l i s ge ne r a l l y s hor t , t h o u g h a s ma l l
n u mb e r of a ve r a ge swel l s do occur .
6. 23. I n t h e Gu l f o f Ad e n , a S W' l y s wel l o c c u r s f r o m J u n e t o S e p t e mb e r a n d a n E t o NE ' l y swel l f r o m No v e mb e r
t o Ma r c h . T h e s e swel l s ar e l ow or mo d e r a t e . T h e r e i s n o p r e d o mi n a n t d i r e c t i o n i n Apr i l , Ma y, or Oc t obe r ,
wh e n t h e swel l i s ma i n l y l ow. Swel l l e n g t h s ar e s i mi l a r t o t hos e e x p e r i e n c e d i n t h e Re d Sea.
6. 24. I n t h e P e r s i a n Gu l f , swel l i s p r e d o mi n a n t l y NW' l y , t h o u g h f l ' om De c e mb e r t o F e b r u a r y , a SE' l y swel l
ma y occur . T h e swel l i s n o r ma l l y l ow or mo d e r a t e , b u t i s occas i onal l y h e a v y i n t h e S p a r t of t h e Gu l f i n Au g u s t
a n d S e p t e mb e r .
I n t h e Gu l f of Oma n , s wel l i s NW' l y f r o m De c e mb e r t o F e b r u a r y a n d S E' l y f r o m J u n e t o Au g u s t . At o t h e r
t i me s t h e r e i s n o p r e d o mi n a n t di r e c t i on. T h e swel l i s n o r ma l l y l ow or mo d e r a t e a n d onl y r a r e l y heavy. Mo s t
s wel l s i n t h e Pe r s i a n Gu l f a n d t h e Gu l f of Oma n ar e s hor t , a n d ha ve pe r i ods b e t we e n 3 a n d 6 s e c onds .
6. 25. I n t h e S o u t h I n d i a n Oc e a n , swel l i s a r e g u l a r f e a t ur e . T h e swel l g e n e r a t e d b y t h e de pr e s s i ons S of 50 S
of t e n t r a ve l s t o al l p a r t s of t h e N a n d S I n d i a n Oc e a n ; mo r e t h a n one swel l i s f r e q u e n t l y pr e s e nt , a n d c o n f u s e d
swel l i s of t e n r e p o r t e d . As s h o wn b y t h e f ol l owi ng t abl e, i t i s n o r ma l l y mo d e r a t e t o he a vy. I n l e ngt h, i t cover s
t h e c ompl e t e r a n g e f r o m s h o r t t o l o n g ; ma n y swel l s ar e of a ve r a ge l e n g t h b u t l e n g t h s of ove r 300 me t r e s ar e n o t
u n c o mmo n .
Fr e a k waves ma y occur , see 3. 09.
10
15
20
25
30
25 E - 7 0 E 70 E- 1 1 0 E
Zo n e Di r e c t i o n He i g h t Di r e c t i o n He i g h t
0 - 2 0 S S t o SE Ma i n l y mo d e r a t e
20 S- 3 5 S
35 S - 5 0 S
P r e d o mi n a n t l y
SE
SE t h r o u g h S t o
S W
So me NW b u t
ma i n l y W t o S W
Lo w or mo d e r a t e ,
at t i me s h e a v y
b e t we e n 10 S a n d
2 0 S.
Mo d e r a t e or h e a v y
Mo d e r a t e or h e a v y
Ma i n l y S W t o S
So me NW b u t
ma i n l y W t o S W
Mo d e r a t e or he a vy
Mo d e r a t e or heavy,
wi t h wa ve s gr e a t e r
t h a n 6 m qui t e
c o mmo n
35
40
45
6. 26. S p e e d r e d u c t i o n i n r e l a t i o n t o s e a c o n d i t i o n s . Du r i n g t h e No r t h - e a s t Mo n s o o n a n d S o u t h e r n
s u mme r p e r i o d , f r o m a b o u t No v e mb e r t o Ma r c h , sea c o n d i t i o n s i n t h e I n d i a n Oc e a n do n o t cal l f or p a r t i c u l a r
c o mme n t e x c e p t t ha t , S of 40 S, t h e y ar e s u c h as t o caus e s hi ps o n W' l y h e a d i n g s t o f i nd i t n e c e s s a r y t o r e d u c e
s p e e d f or mo r e t h a n 10 p e r c e n t of t h e i r voyage t i me . T h e s o u t h e r n sunanaer i s, ho~vever, t he s e a s on of gr e a t e s t
f r e q u e n c y of t r opi c a l s t o r ms i n t h e S o u t h I n d i a n Oc e a n, see 6. 16.
At t h e pe a k of t h e S o u t h - w e s t Mo n s o o n p e r i o d , i n J ul y, s pe e ds of s hi ps i n t h e Ar a b i a n Sea ma y h a v e t o be
r e d u c e d f or mo r e t h a n 60 p e r c e n t of t h e t i me wh e n s t e a mi n g i nt o, or a b e a m of, wi n d a n d sea, a n d a b o u t 20
p e r c e n t of t h e t i me i n f ol l owi ng seas. I n t h e S h e mi s p h e r e , seas i n wi n t e r ar e h i g h e r t h a n i n s u mme r a n d t he
So u t h - e a s t Tr a d e s a n d t h e We s t e r l i e s ar e at t h e i r s t r onge s t . I t i s a p p a r e n t t h a t wi n t e r s t o r ms i n t h e S o u t h I n d i a n
Oc e a n h a v e t h e i r gr e a t e s t f r e q u e n c y i n a b o u t 80 E a n d l es s er c o n c e n t r a t i o n s a b o u t 60 E a n d 110 E.
Du r i n g t h e t r a n s i t i o n a l p e r i o d s , i n Ap r i l a n d Oc t o b e r , sea c ondi t i ons , t h o u g h l ess s ever e t h a n i n J ul y, ma y
af f ect s p e e d o n t h e E - W t r a c ks acr os s t h e S o u t h e r n Oc e a n. S of 35 S, s p e e d r e d u c t i o n ma y b e ne c e s s a r y on
t h e s e t r acks f or mo r e t h a n 10 p e r c e n t of voyage t i me .
C U R R E N T S
N o r t h I n d i a n Oc e a n
6. 31. T h e c u r r e n t s i n t h e No r t h I n d i a n Oc e a n ar e r e v e r s e d i n d i r e c t i o n s e a s ona l l y u n d e r t h e i nf l ue nc e of t he
mo n s o o n s . T h e s e c o mp r i s e t h e c u r r e n t s of t h e Ar a b i a n Sea a n d Ba y of Bengal , a n d t h e Soma l i Cu r r e n t , b e t we e n
50
55
60
65
70
5
2 S and Ras Asir. The only current which is not so reversed is the Equatorial Counter-current, which lies
mainly S of the equator but sometimes extends a few degrees N of it.
The South-west Monsoon circulation is established from May to September. October is a mont h of transition.
In November, which is also to some extent transitional, the circulation more resembles that of the two subsequent
months. The typical North-east Monsoon circulation occurs during December and January. The later Nort h-
east Monsoon period, February to April, constitutes an extended transition period, in which an intermediate
type of circulation is developed. The currents are, therefore, described below for the three periods, November
to January; February to April; and May to September.
10 6.32. Nort h- east Mons oon peri od, No v e mb e r to January. In the open waters of the Arabian Sea and Bay
of Bengal, the current sets in a general W' l y direction. Owing to the coastal conformation, the current flows
round the coasts in a counter-clockwise direction. Off Somalia, the current which sets NE in November reverses
during December to become SW in January. Thi s current, known as the Somal i Current, meets the N-goi ng
East Afri ca Coast Current and turns towards E to form the beginning of the Equatori al Count er-
15 current.
20
25
30
6.33. Later North-East Mons oon peri od, February to Apri l . Duri ng this period the resultant flow in the
open waters of the Arabian Sea and Bay of Bengal remains W' ly, though the actual currents experienced are
somewhat more variable than during November to January. The coastal circulation, both of the Arabian Sea
and Bay of Bengal, is, however, reversed to a clockwise direction (see above). Thi s reversal is completed in the
Bay of Bengal by about the beginning of February. In the Arabian Sea it is more gradual and is not complete
on all parts of the coast until the end of March. In February, the current flows SW off the African coast S of
about 8 N, but farther N it sets NE. In the subsequent months the S limit of the NE flow extends progressively
S and by April the flow is NE from the equator to Ras Asir.
6.34. Sout h- West Mons oon peri od, May to Sept ember. The clockwise circulation of the coastal region of
the Arabian Sea and Bay of Bengal persists and is strengthened. The East African Coast Current and the Somali
Current continue to flow N along the coast from the equator to Ras Asir, and the latter is greatly strengthened.
From the Somali Current, the flow fans off to the E. In the open waters of the Arabian Sea and Bay of Bengal
there is a general E' l y drift. Very strong currents occur in this season, especially off the equatorial coasts of
Somalia, and S of Socotra where they are probably stronger than anywhere else in the world. Here, mean values
of 3 knots have been observed, ~vith extreme rates up to 7 knots on occasions.
6.35. The Equatori al Counter-current. Thi s is an E-setting current which is easily identified during the
35 winter of the N hemisphere between the W-setting monsoon current to the N and the Equatorial Current, also
setting W, to the S. In November, the N limit of the counter-current is in about 3 N. It shifts S in the following
months and reaches its most S' ly positions in February, when it lies between 2 S and 3 S. It returns N thereafter
and by April is in about 2 N in the W, and in about 4 N, E of 80 E.
In the South-west Monsoon season the Equatorial Counter-current cannot be distinguished in direction
40 from the general E' l y current of the Arabian Sea and Bay of Bengal, but in the region of the counter-current,
S of about 2 N, the rate of flow is stronger than in the general monsoon drift.
The course of the counter-current on the E side of the ocean is not fully known. In November to January the
bulk of it appears to follow the W coast of Sumatra and the S coast of Java in SE' l y and E' l y directions. In the
South-west Monsoon period there is some evidence that part of it recurves toward S in the region W of Sumatra,
45 passing into the Equatorial current.
The S limit of the counter-current is well S of the Equator in all seasons.
South Indi an Ocean
6.36. The ma i n surface ci rcul at i on of the South Indian Ocean is counter-clockwise.
50 There is only one true Equatorial Current in the Indian Ocean, corresponding to the South Equatorial
Currents of the Atlantic and Pacific Oceans. The W-going flow of the Equatori al Current of the Indian Ocean
lies well S of the equator, thus differing from the South Equatorial Currents of the Atlantic and Pacific, which
extend in latitude to a few degrees N of the equator. Its N boundary is usually between 6 S and 10 S, varying
according to longitude and season.
55 The N part of the W-going Equatorial Current, after passing the N extremity of Madagascar, meets the
African coast in the region of Cabo Delgado. Here it divides, some of the water flowing N along the coast, while
the remainder flows S into Mogambique Channel forming a strong coastal current. From Cabo Delgado to
Baia de Lourengo Marques this current is known as the Mo z a mbi que Current. Its continuation S is known as
the Agul has Cur r ent ; this is reinforced by water from the Equatorial Current setting past the S extremity of
60 Madagascar.
The direction of flow of the S part of the Equatorial Current becomes more S' ly as it approaches Madagascar
and, near the coast, becomes SSW. It follows the coast, becoming WSW off Cap Sainte Marie. Away from the
coast, there is less variation in the direction, which is more consistently SW' ly. At distances of more than 60 miles
~_ 3
from the coast the average speeds are mainly 2 to ~ knot but much larger values occur within a few miles of the
65 coast where the average speed is 1-2 knots and 3 knots or more is sometimes reported. Thi s strong inshore current
is known as the Madagascar Current.
Some of the water of the Agulhas Current recurves SE between about 20 E and 32 E and passes into the
N part of the Southern Ocean Current. The remainder of the Agulhas Current continues along the coastline and,
passing over Agulhas Bank, enters the South Atlantic Ocean, where it contributes to the flow of the Benguela
70 Current of that ocean, see 3.11.
73
T h e S si de of t he ma i n ci r cul at i on is f o r me d by t he col d wat er of t he So ut he r n Oc e an Current , s et t i ng across
t he ocean i n E' l y t o NE ' l y di r ect i ons as f ar as a bout 80 E, a nd i n E' l y t o SE' l y di r ect i ons on t he E si de of t he
ocean. As above st at ed, s ome of t he wa r m Agul ha s Cu r r e n t wat er also cont r i but es t o t he S si de of t he ci r cul at i on
i n t he W par t of t he ocean.
T h e So ut he r n Oc e an C u r r e n t has no def i ned N bounda r y, t he p r e d o mi n a n c e of E' l y set s decr eas i ng wi t h 5
decr eas i ng l at i t ude i n t he cent r al l ongi t ude s of t he ocean unt i l t he y me r g e i nt o t he ext ens i ve r egi on of var i abl e
c ur r e nt i n t he mi d d l e of t he ocean S of t he Equa t or i a l Cur r e nt . Some pr e domi na nc e of E' l y set is f o u n d as f ar
N as 28 S or 30 S i n t he cent r al l ongi t udes .
T h e E si de of t he ci r cul at i on is n o t wel l ma r ke d. I t is f or me d by t he We s t Au s t r a l i a n Cu r r e n t , a weak NW' l y
f l ow of f t he W coast of Aus t r al i a. Th i s passes i nt o t he Equa t or i a l Cu r r e n t i n a bout 16 S t o 20 S, 95 E t o 10
105 E. T h e So u t h e r n Oc e a n Cu r r e n t on a ppr oa c hi ng Aus t r al i a sends of f a br a nc h whi c h passes i nt o t he We s t
Aus t r al i an Cur r e nt . T h e bul k of t he So u t h e r n Oc e a n Cu r r e n t cont i nues i t s E' l y cour se, S of Aus t r al i a a nd
Ta s ma n i a i nt o t he S Paci f i c Ocean.
Of f t he coast of We s t e r n Aust r al i a, S of Ca pe Nat ur al i s t e, t he aver age f l ow is SE' l y i n all seasons. N of t hi s
cape t he cur r ent s ne a r t he coast , t h o u g h ma i nl y weak and i ncons t ant , s how a seasonal var i at i on. F r o m Apr i l t i l l 15
Se p t e mb e r t he f l ow is SE al ong all t he coast S of t he l at i t ude va r yi ng be t we e n 28 S a nd 32 S. Fa r t h e r N, t he
coast al f l ow is N' l y . F r o m Oc t obe r t i l l Apr i l , t he f l ow is N' l y or var i abl e of f t he whol e coast N of Ca pe Nat ur al i s t e.
T h e Equat or i al Count e r - c ur r e nt fl ows E across t he ocean t h r o u g h o u t t he year , i mme d i a t e l y N of t he
Equa t or i a l cur r ent . I t is mo r e di r ect l y c onne c t e d wi t h t he cur r ent s of t he No r t h I ndi a n Oc e a n t ha n wi t h t hos e
of t he So u t h I n d i a n Oc e a n a nd is mor e f ul l y de s c r i be d i n c onne c t i on wi t h t he f or me r , i n ar t i cl e 6. 35. 20
6. 37. Ex t r e me e as t e r n part of I ndi a n Oc e a n . T h e cur r ent s of t hi s par t of t he ocean, i nc l udi ng t he Ar a f ur a
Sea, ar e not wel l known. E of Chr i s t ma s I s l and, be t we e n t he par al l el s of a bout 10 S a nd 14 S, t he r e i s a pr e -
domi na nc e of W' l y set s dur i ng t he gr eat er par t of t he year, f or mi ng t he mos t E' l y par t of t he Equa t or i a l Cur r e nt .
25
I CE
6. 41. Ge n e r a l r e ma r k s . T h e f ol l owi ng br i e f a c c ount of i ce i n t he So u t h I ndi a n Oc e a n s houl d not be t aken as
c ompl e t e or i n any wa y al l - embr aci ng. Mo r e det ai l ed i nf or ma t i on t ha n can be gi ve n her e wi l l be f o u n d i n t he 30
f ol l owi ng publ i cat i ons , whi c h s houl d be cons ul t ed bef or e unde r t a ki ng passages S of t he l at i t ude of Ca pe Agul has .
Ad mi r a l t y Sai l i ng Di r e c t i ons cover i ng t he a ppr opr i a t e areas.
T h e Ma r i n e r ' s Ha ndbook.
Char t s 5126 (1) t o 5126 ( t 2 ) - - Mo n t h l y Rout e i ng Char t s f or t he I n d i a n Ocean.
Cha r t s 5301, 5 3 0 2 - - Wo r l d cl i mat i c char t s. 35
Wa s hi ngt on, U. S. Na vy, Oc e a nogr a phi c At l as of t he Pol ar Seas, H. O. 705.
A ge ne r a l s t a t e me nt r e ga r di ng i ce, i nc l udi ng wa r ni ng si gns of i t s pr oxi mi t y, is gi ven i n Cha pt e r 1 of t hi s
book.
A f act or al ways t o be bor ne i n mi n d whe r e i ce condi t i ons ar e c onc e r ne d is t he i r gr eat var i abi l i t y f r o m year t o 40
year . Fo r t hi s r eason, a nd on a c c ount of t he s par s i t y of obs er vat i ons i n ma n y areas, t he c ha r t e d pos i t i ons of i ce
l i mi t s s houl d be r e ga r de d as a ppr oxi ma t e .
6. 42. P a c k - i c e . T h e l o n g - t e r m aver age pos i t i on of t he pack- i ce (4/8 concent r at i on) i n Se p t e mb e r t o Oct ober ,
at i t s gr eat es t ext ens i on, see char t 5302, r uns f r o m a bout 55 S on t he me r i di a n of Gr e e mv i c h t o 58 S, 50 E,
a nd 60 S, 110 E. Cont i nui ng E, t he edge l i es ne a r 61 S as f ar as 160 E. Fo r l east aver age ext ensi on, see 3. 17.
No n e of t he nor ma l l y i nha bi t e d pl aces i n t he Sout h I ndi a n Oc e a n is af f ect ed, b u t gr eat ci r cl e sai l i ng be t we e n t he
mor e S' l y por t s i n So u t h Af r i ca a nd Aus t r al i a is i nt er f er ed wi t h.
45
6. 43. I c e b e r g s . T h e i ceber gs t hat oc c ur i n t he So u t h I ndi a n Oc e a n ar e not , i n mos t cases, cal ved f r om gl aci er s, 50
b u t cons i s t of por t i ons t hat have br oke n away f r om t he gr eat i ce s hel ves whi c h f r i nge par t s of t he Ant a r c t i c
cont i nent . T h e y ar e c ons e que nt l y f l at - t opped, a nd t he y ma y be of i mme n s e si ze.
T h e me a n l i mi t of ber gs r eaches i t s f ar t hes t N be t we e n 20 E a nd 70 E i n No v e mb e r a nd De c e mb e r , wh e n i t
r uns f r om a bout 44 S i n t he l ongi t ude of Ca pe Agul ha s t o a bout 48 S, 70 E. I t is f ar t hes t N i n Fe b r u a r y a nd
Ma r c h E of t he 70t h me r i di a n, wh e n i t r uns be t we e n t he 48t h a nd 50t h par al l el s as f ar as 120 E, a nd t he nc e t o 55
a bout 55 S i n t he l ongi t ude of Ta s ma ni a . I n Ma y a nd J une t he me a n l i mi t of ber gs is e ve r ywhe r e S of t he 50t h
par al l el , a nd be t we e n t he 120t h me r i d i a n a nd t he l ongi t ude of Ta s ma n i a i t is S of 55 S.
Wi t h r egar d t o e xt r e me l i mi t s , t he season var i es cons i der abl y f r o m one l ongi t ude t o anot her , and, mor e ove r ,
f act or s ot he r t ha n cl i mat i c ma y be r es pons i bl e f or abnor mal i t i es , so t hat i t i s pr oba bl y best t o r e ga r d t hi s l i mi t
as unr e l a t e d t o t he t i me of year . Ear t hquakes , f or exampl e, ma y gi ve r i se t o an excessi ve f or ma t i on of t a bul a r 60
ber gs. T h e e xt r e me l i mi t of i ceber gs, i ndi cat ed on char t s 5301, 5302, and on char t s 5126 (1) t o (12), r uns f r om
near 35 S of f t he coast of Af r i ca, gr adual l y r e c e di ng S a nd l yi ng i n a bout 38 S be t we e n 70 E a nd 120 E.
Cont i nui ng E, i t r ecedes f ar t her S t o a bout 40 S, 130 E and 48 S, 120 E.
RED SEA ROUTES
6. 51. Ge n e r a l . Rout e s i n t he Re d Sea t o por t s on i t s coast s ar e as di r e c t as navi gat i on per mi t s , a nd ar e n o t
des cr i bed i n t hi s vol ume . A gener al des cr i pt i on of t he t h r o u g h r out e be t we e n t he Gu l f of Suez a nd t he Gu l f of
Ad e n is, however , i ncl uded. Fo r all r out es, Ad mi r a l t y Sai l i ng Di r e c t i ons s houl d be cons ul t ed.
70
6.52. Suez ~-~ Ade n. Recommended routes incorporating traffic separation have been established in the Gul f of
Suez, in the S part of the Red Sea, and in the Straits of BSb-al-Mandab.
The central passage through the Red Sea, between the Gul f of Suez and Jabal at T~ir, is free from dangers,
but the direct course passes much nearer the E side than the W side of the sea; it is therefore advisable, having
5 passed E of the Brothers and on either side of Daedalus Reef, to steer for 17 00' N, 40 40' E, midway between
the coastal banks, and thence to the N end of the recommended route in 16 00' N, 41 46' E. Thi s route leads
S-bound traffic through Abu Ail Channel, and N-bound traffic E of Abu All islands.
The recommended routes in the Straits of B~b-al-Mandab, are in Large Strait. Small Strait is intended for
coastal traffic.
10 Between Large Strait and Aden, the routes is as prudent navigation permits.
Distance: Suez to Aden 1310 miles.
6.53. No t e s and c aut i ons . Local cross currents, with rates that may approach 2 knots, are not infrequent in
all parts of the Red Sea. Constant vigilance is called for, and a good berth should be given to the positions of
15 outlying banks and shoals.
Currents exceeding a rate of 2 knots may occur, at times, in the Straits of Bab-al-Mandab during the Nort h-
east Monsoon period.
When N-bound in short visibility a vessel which has suffered a W' l y set may mistake Gif~tln Islands for Shaker
(Shadw~n) Island on first sighting. Since Gif~tln Islands are steep-to on their E side, and Shaker Island can be
20 identified by its light-tower, visual confirmation of the landfall should be possible in these conditions.
Lo~v-powered vessels, when N-bound, may find it to their advantage by day to use the channels W of Shaker
Island which are less exposed than the Strait of G~bal to the prevailing NW wind.
25
30
35
40
45
PERSI AN GULF ROUTES
6. 54. Rout e s . For routes in the Persian Gulf, see Admiralty Sailing Directions.
From the E (Gulf of Oman) end of the Strait of Hormuz (26 21" N, 56 38" E) , distances to various destinations
are:
Jabal a~ gannah (pilots)
Jazirat D~s (pilots)
Jazirat Hgh51 (anchorage)
Bahrain (Sitrah anchorage)
Ra' s Tann~rah (anchorage)
Min~ al Abmadi (A1 Fu~aay,hil loading berths)
Khaw A1 Amayah (pilots)
Bandar Sh~hpflr (pilots)
Jazireh-ye Kh~rk (pilots)
270 miles
225 miles
240 miles
340 miles
380 miles
495 miles
495 miles
490 miles
415 miles
EAST COAST OF AFRI CA, ARABI AN SEA, AND BAY OF BENGAL
6.55. Mo q a mb i q n e Cha nne l . When planning routes which offer the alternatives of passage through
Mozambi que Channel or E of Madagascar, the navigational hazards presented by the islands and shoals in the N
approach to Mozambi que Channel should be considered, as well as the restriction they impose on freedom of
manoeuvre on the approach of a tropical storm, of xvhich little warning may be expected in these waters.
6.56. Cape Town -+ Du r b a n and Mo z a mb i q u e Channe l . The dominating factors are the Agulhas Current,
which flows S and W with considerable strength, and the sea and swell generated by S' ly gales.
50 A counter-current will sometimes be found between 1 and 6 miles offshore between Cape Agulhas and Great
Fish Point, and sometimes, during W' l y winds, between Port Shepstone and Cape Natal. When nearing Cape
Natal, a strong set-off from the land may be expected.
Ships seeking to pass inshore of the Agulhas Current, with the possible benefit of a counter-current, while
avoiding the heavy and dangerous seas, see Admiralty Sailing Directions, which sometimes run in the vicinity of
55 the 200 m (110 fms) line during S' ly and SW' l y gales, and particularly off East London, must proceed with
caution and, when uncertain of their position, keep in depths of more than 75 m (40 fms). They should in any
case take great care to avoid the salient points, and be vigilant against indraught into bays. Tankers carrying
cargo oil in excess of one-half per cent of their deadweight tonnage should keep at least 12 miles off a line joining
the salient points of the South African coast.
60 A ship making the passage from Cape Town to Mogambique Channel can avoid the main part of the Agulhas
Current by keeping to seaward of it, through 36 45' S, 19 00' E; by great circle to 34 30' S, 32 30"E; thence
by rhumb line, and nothing to W, to 30 00' S, 38 20' E; thence steering for the E part of Mogambique Channel
and passing E of Tle Europa.
65 6.57. Mo q a mb i q u e Cha nne l --~ Du r b a n and Cape Town. The S-bound route through Mozambi que
Channel is on the W side of the channel, in the Mozambi que Current. Thence, ships should hold the Agulhas
Current by keeping from 20 to 30 miles from the coast as far as Mossel Bay. During SW gales off the latter
part of this coast, a very dangerous sea will be experienced at or to seaward of the edge of the coastal bank, see
Admiralty Sailing Directions, there is considerably less sea near the coast, and if a vessel keeps about 3 miles
70 or less offshore the reduction in the sea will more than compensate for the loss of favourable current. As directed
in 6.56, a depth of more than 75 m (40 fm) should be maintained if uncertain of the position, and, in any case,
tankers carrying cargo oil in excess of one-half per cent of their deadweight tonnage should keep at least 12
miles off a line joining the salient points of the South African coast. After passing Mossel Bay, course should be
shaped to round Cape Agulhas and the Cape of Good Hope at a safe distance.
6.58. Rout es t hrough Mo z a mbi que channel . The currents near the W coast of Madagascar are little known.
In mid-channel and extending at least half-way towards Madagascar, the predominant flow is mostly NE, but
both direction and rate are highly variable.
On the African side of the channel, the Mozambi que Current sets strongly in a generally SSW direction,
following the coast; in the region of Mozambi que this current is thought to extend about 50 miles off the coast 10
during most of the year, increasing to nearly 100 miles in June, July, and August.
The situation in Moqambique Channel, where strong SSW' l y currents suddenly give place to moderate or
possibly strong currents in the opposite direction, has obvious dangers. The boundaries of the currents vary
with season and weather, and their rates may differ by as much as 4 knots from those anticipated.
From Durban or its vicinity N-bound, haul off to about 100 miles from the coast and pass through 27 15' S, 15
36 00' E and 17 00' S, 42 15' E, passing 30 miles W of Bassas da India. Having passed W of Juan de Nova,
steer for ~1 35' S, 42 50' E and thence as required. Alternatively, a route E of [le Europa will give less adverse
current at the expense of about 30 miles more distance.
The S-bound route from the W coasts of the Arabian Sea passes W of $1es Comores, through 11 35' S,
42 50' E and thence, in the full strength of the Mozambi que Current, about 30 miles offshore abreast Porto de 20
Mo~cambique and to 25 00' S, 35 30' E.
6.59. Rout es be t we e n Moqambi que Channel and Aden. Coastwise, the East African Coast Current flows
continually N from Cape Delgado past Mombasa, giving way to the Somali Current, which reverses its direction
seasonally, in the region of the Equator. The N-going current on the coastal and offshore routes is at its strongest 25
S of Socotra, where, at the height of the South-west Monsoon, the landfall should be made well to the S.
A definite width cannot be assigned to the coastal currents between Cape Delgado and Ras Asir; the NE-goi ng
current which prevails during the South-west Monsoon is stronger nearer the coast and decreases rapidly at a
distance of over 50 miles offshore. S-bound shipping will therefore generally benefit by keeping a good offing.
The choice of route in the vicinity of Socotra presents certain problems, because it is possible to pass on either 30
side of the island, provided that the N side is given a berth of at least 40 miles. During the South-west Monsoon
the heaviest weather of the Arabian Sea is E of Socotra and, from that point of view, passage between Ras Asir
and Socotra is to be preferred.
It is dangerous to try to make Ras Radressa, the E point of Sacotra, during either monsoon. In the period of
the North-east Monsoon, the land may be obscured about sunset by heavy rain squalls. During the South-xvest 35
Monsoon, the lower land of the mountain range is often obscured by haze. The depths off Ras Radressa are
considerable, and sounding gives no warning of the dangers which extend some distance from the shore. The
currents in the vicinity are strong and irregular.
As regards the passage between Socotra and Ras Asir, great care is necessary when steering NW and N
towards and past Ras Asir in the South-west Monsoon, when the weather and sea are at their worst, the N-going dO
current is at its strongest, and the land is generally covered by thick haze. In hazy weather at night, the steep
fall of Ras Scenaghef may perhaps be dimly seen when it bears less than about 270 ; if Ras Asir is not sighted,
as often happens if the haze is thicker at sea !eve1 and obscures the light-coloured hill, Ras Scenaghef may be
mistaken for Ras Asir with disastrous results. In the South-west Monsoon, Ras Hafun should be made before
Ras Asir. 45
By day, a gradual change in the colour of the water from blue to dark green will probably be observed as the
land is approached. The sea becomes smoother and the swell alters its direction to E of S, when N and W of
Ras Hafun.
Full directions for the passage between Ras Asir and Socotra are given in Admiralty Sailing Directions, but,
although this passage is 40 miles wide, if there is doubt about the vessel's position, she should take the route N 50
of Socotra where there is at least sea room, if stormy.
When making Ras A1ula and Ras Asir from the Gul f of Aden, allowance must be made for the possibility of a
SW or onshore set, particularly during the Nort h east Monsoon.
To summarise for passages between Mozambi que Channel and the Gul f of Aden, the normal route in both
directions passes between Ras Asir and Socotra, and for intermediate coastal destinations, vessels should keep 55
coastwise in both directions. S-bound ships may, however, avoid the strongest effects of the South-west ~vIonsoon
and of the NE' l y current between [les Comores and Ras Asir by passing through 8 00' N, 52 40' E and 1 10' N,
55 00' E, at a cost of about 220 miles of extra distance on the run from Ras Asir to [les Comores.
D~;stances, in miles: N = Northbound, S = Southbound.
Cape Town
790 N, 790 S Durban
2620 N, 2580 S 1830 N, 1770 S i Mombasa
,
,
4020 N, 3970 S 3230 N, 3180 $ i 1610 N, 1610 S Aden
60
70
76
5
6.60. A f r i c a n c o a s t ~-* P e r s i a n Gulf. S of $1es Comores, this route is described in articles 6.55-6.58. To and
from Mombasa, the track follows the trend of the African coast and joins the main route in 8 00' N, 52 40' E.
N of $les Comores, the main route passes through 8 00' N, 52 40' E, thence to the Strait of Hormuz, passing
at least 50 miles clear of the E end of Socotra.
Distances from Strait of Hormuz: Cape Town 4690 miles N-bound, 4640 miles S-bound; Durban 3900 miles
N-bound, 3840 miles S-bound; Mombasa 2320 miles both ways. For destinations in the Persian Gulf, add the
distances given in article 6.54.
6 . 6 1 . A f r i c a n c o a s t - ~ K a r a c h i . As article 6.60, through 8 00' N , 52 40' E, thence direct. Distances: from
10 Cape Town 4730 miles; from Durban 3940 miles; From Mombasa 2360 miles.
15
6.62. Kar achi -~ M o m b a s a . From May to September, steer parallel with the Indian coast to 70 E, thence due
S to 17 06' N, 70 00' E, and thence direct to Mombasa. Distance 2720 miles.
When the full South-west Monsoon is blowing, low-powered vessels should divert S, through 12 50' N,
70 00' E and 6 00' N, 67 00' E.
From October to April, proceed direct. Distance 2350 miles.
6.63. Kar achi --~ M o g a m b i q u e C h a n n e l . From May to September, steer parallel with the Indian coast to
70 E, thence due S to 15 40' N, and thence to Mozambi que Channel, passing 20 miles E of Astove Atoll,
20 bearing in mi nd the strong W' l y set of the Equatorial Current in that region, and about 20 miles SE of
$le Mayotte. Proceed thence to pick up the S-bound track in Mozambi que Channel (6.58) in 17 00' S, 40 20' E.
Distances: to Durban 4180 miles; to Cape Town 4970 miles.
When the full South-west Monsoon is blowing, low-powered vessels should divert S through 12 50" S,
70 00' E, and 6 00' S, 67 00' E, rejoining the route as given above in 3 00" S, 54 00' E, NW of Seychelles
25 Group.
From October to April, steer direct to pass 20 miles E of Astove Atoll and about 20 miles SE of $1e Mayotte,
thence as for the remainder of the year. Distances: to Durban 3920 miles; to Cape Town 4710 miles.
6.64. Aden ~, P e r s i a n G u l f o r K a r a c h i . While in the Arabian Sea, follow a track as close as practicable to the
3 0 Arabian coast, having regard to the variability of the current, and avoiding a close approach to the Gul f of
Masirah, see Admiralty Sailing Directions. Distances : to Strait of Hormuz 1410 miles ; thence, for Persian Gulf,
as 6.54; to Karachi 1460 miles.
W-bound, after passing Muscat, keep as close to the Arabian coast as navigation permits. Thi s is especially
advisable during the South-west Monsoon, when the full force of the wind, and of the NE set, will be felt only
35 in the vicinity of Kuria Muria Islands, and off Ras al Kalb.
Ships W-bound from Karachi during the South-west Monsoon may do better by steering coastwise to the
meridian of 70 E, then due S to 12 50' N, 70 00' E and thence to Aden. Thi s route will add about 800 miles to
the distance, but the head wind and heavy sea will be largely avoided. Duri ng this monsoon the weather is
generally very hazy along the Arabian coast so that, though the sky may be clear, the land may not be visible
dO until close inshore. In the Persian Gulf, during a shamal in summer or ~vhile the NE wind, known as the Nashi,
is blowing in the S part of the Gul f in winter, the haze may obscure the land so completely that the surf on the
beach may be the first intimation of its proximity.
6.65. Cape Town or Dur ba n -* B o m b a y . The N-bound routes from Cape Town and Durban through
45 Mozambi que Channel are discussed in detail in articles 6.55-6.58. To continue thence from 17 00' S, 42
15' E, W of Juan de Nova, pass between ~le Anjouan and ~le Mayotte to a position 30 miles W of Aldabra
Islands and thence take the t humb line to Bombay, crossing 60 00' E in 5 50' N.
Distances: Cape Town 4650 miles; Durban 3860 miles.
By night or when uncertain of the position, the foregoing route through the islands at the N end of Mozambi que
50 Channel should always be taken, owing to the strength and variability of the W-going current in the loca|ity.
By day, after passing ~le Anjouan, a vessel may pass between Assumption Island and Cosmoledo Atoll.
The alternative route from South African ports to Bombay passes S of Madagascar. Traffic from Cape Town
should follow the coast, see 6.55, as far as Great Fish Point, and all ships should round the S end of Madagascar
at a distance of 60 miles or more offshore, to seaward of the strongest part of the Madagascar Current, see
55 Admiralty Sailing Directions. After leaving the vicinity of Madagascar, the route passes W of ~le de la R6union,
Mauritius, and Saya de Malha Bank. Agalega Islands should be given a wide berth.
Distances by alternative route : Cape Town 4700 miles ; Durban 3950 miles.
Caut i on: During the North-east Monsoon, there is considerable haze over Bombay in the mornings and
evenings, and often throughout the day, obscuring everything from view. It is particularly noticeable during the
60 interval between the land and sea breezes.
During the South-west Monsoon a northerly set may be expected in making the land off Kh~nderi island.
6.66. Bomba y -+ D u r b a n o r C a p e T o w n . Steer by t humb line to 10 07' S, 48 05' E, 20 miles E of Astove
Atoll, and then steer to pass W of ~les Glorieuses and Geyser Reef to a position 20 miles SE of ~le Mayotte. Thi s
~65 part of the voyage should be undertaken by day, if possible, see Admiralty Sailing Directions.
When the full South-west Monsoon is blowing, low-powered vessels should divert S from Bombay through
6 00' N, 67 00' E, picking up the direct t humb line NW of Seychelles Group in 3 00' S, 54 00' E.
From the position SE of ~le Mayotte, steer to pick up the S-bound route through Mozambi que Channel in
17 00' S, 40 20' E, see 6.58.
70 Distances: to Durban 3830 miles; to Cape Town 4620 miles. Add 80 miles for low-power route.
R E D S E A , I N DI A N OC E A N , A N D P E R S I A N GUL F
77
6.67. So ut h coas t of Af ri ca -+ Col ombo, Bay of Bengal , and Sel at Benggal a. Thi s passage can be made
either E or W of Madagascar.
If using Mogambique Channel, proceed as in articles 6.55-6.58 to 17 00' S, 42 15' E, off $1e Juan de
Nova. Thence, from April to October pass 30 miles E of Geyser Reef and $1es Glorieuses, to 8 30' S, 50 40' E,
30 miles NW of Wizard Reef, and so to One and half Degree Channel. From November to March pass between
~le Anjouan and $1e Mayotte to 9 30' S, 45 30' E, 30 miles W of Aldabra Island; thence passing 50 miles N of
Seychelles Group to One and half Degree Channel. Attention must be paid to the W-going current which flows
strongly past the N point of Madagascar. Throughout the year, proceed thence as navigation permits, the
shortest route to Rangoon being through Preparis South Channel.
To make the passage E of Madagascar, after rounding the S end of that island at about 60 miles (6.65),
from May to Sept ember pass 60 miles SE of Mauritius and E of Diego Garcia; thence as navigation permits,
using Ten Degree Channel if bound for Rangoon. From October to March, pass through 14 00' S, 60 00' E ;
5 00' S, 70 00' E; and thence as navigation permits, using Preparis South Channel if bound for Rangoon.
Distances, in miles:
10
15
W of Madagascar
Colombo
Madras
Paradip
Sandheads
Rangoon
Selat Benggala
E of Madagascar
Colombo
Madras
Paradip
Sandheads
Rangoon
Selat Benggala
May to Sept ember October to March
Cape Toxvn Durban Cape Town Durban
4510
5030
5480
5560
5660
5320
4450
4930
5360
5430
5520
5010
3710
4240
4690
4770
4870
4530
3690
4170
4600
4670
4770
4250
4640
5160
5620
5690
5790
5460
4380
4880
5310
5390
5470
5090
3850
4370
4830
4900
5000
4670
3620
4130
4560
4630
4740
4330
20
25
30
35
6.68. Col ombo --> Sout h coas t of Af ri ca. This passage may be made either through Moqambique Channel or
E of Madagascar. 40
For Mogambique Channel, pass through Eight Degree Channel to a position in 3 00' S, 54 00' E, NW of
Seychelles Group ; thence steer to pass 20 miles E of Astove Atoll and through Mogambique Channel as directed
in article 6.66. Thi s route is good for all seasons but, during the South-west Monsoon, vessels of lo~v power
should consider a S' ly diversion, steering from the Ceylon coast across the equator into the South-east Trade
and passing S of Chagos Archipelago before setting course for the N end of Mogambique Channel. Distances 45
by the full-po~ver route are: Durban 3820 miles, Cape Town 4610 miles.
Alternatively, in April and October, One and half Degree Channel may be used, after which course should
be shaped to pass 30 miles NW of Wizard Reef (8 50' S, 51 03' E) and thence, passing about 40 miles E of iles
Glorieuses and Geyser Reef to join the S-bound route in 17 00' S, 40 20' E as directed in article 6.66.
Attention is called to the currents S of 5 S, especially near Providence Island, where they will probably be setting 50
NW' l y, and near Iles Glorieuses and Geyser Reef, where the set is usually strong W' ly. See Admiralty Sailing
Directions. Distances: Durban 3730 miles; Cape Town 4520 miles.
If taking the route E of Madagascar, from November to March steer S of Maldive Islands to 5 00' S, 70 00" E ;
thence to 14 00' S, 60 00' E; and thence to pass 20 miles SE of Madagascar. Distances: Durban 3620 miles;
Cape Town 4360 miles. From April to October, pass E of Diego Garcia, at the SE extremity of Chagos 55
Archipelago, and thence 20 miles SE of Madagascar. During this period ships bound for ports S of Durban are
advised to make a landfall near Durban and thence proceed coastwise, to avoid the heavy weather prevalent to
seaward. Distances: Durban 3670 miles; Cape Town 4460 miles.
6.69. Bay of Be ngal ~- Sout h coas t o f Af ri ca. Routes are in most respects similar to those from Colombo 60
given in article 6.68, and the cautions given therein are relevant. Eight Degree Channel is not used, and the route
from One and half Degree Channel to enter Moqambique Channel through a position 30 miles NW of Wizard
~ Reef is advised as an alternative to passage E of Madagascar during April and October.
The route E of Madagascar, from November to March, passes through 5 00' S, 70 00' E; 14 00' S, 60 00" E,
and 20 miles off the SE point of Madagascar. From May to September, course should be shaped to pass E of 65
Diego Garcia, at the S extremity of Chagos Archipelago and thence 20 miles SE of Madagascar. During this
period, ships bound for ports S of Durban are advised to continue to a position off Durban and thence to proceed
coastwise, to avoid the heavy weather prevalent to seaward.
From June to August, ships from Rangoon may fred it advantageous to pass S of Great Nicobar Island and
then join the route for South Africa from Selat Benggala, see 6.70. 70
78
POWER VESSEL ROUTES
10
15
One and half Degree W of Chagos E of Chagos
Channel Archipelago Archipelago
Cape Town Durban Cape Town "" Durban Cape Town Durban
Madras 5050 4260 4870 i
] 4130 4950 4160
Paradip 5480 4690 5370 4580
Sandheads
Rangoon 5650
5550 4760
4860
5300 4560
5380 4630
5470 4730
5450
5530
4660
4740
20
25
30
35
40
45
6. 70. Se l a t B e n g g a l a - + p o r t s o n S o u t h c o a s t o f Af r i c a . Steer by rhumb line, N of Mauritius, to pass 20 miles
off the S end of Madagascar, making the coast off Durban or Cape Recife according to season, see 6.69. Distances :
Durban 4260 miles; Cape Town 5050 miles via Durban landfall; 5000 miles via Cape Recife.
6.71. Rout es i n Bay o f Be n g a l . In the Bay of Bengal there is little possibility of diversion, even at the cost of
distance, to reduce the adverse effects, or to take advantage of wind and current. S-bound ships should keep
vell clear of the E and S coasts of Ceylon, offwhich the currents are irregular and sometimes strong; N- S routes
off this coast should pass through 7 25' N, 82 45' E. The only passage on which a diversion can be suggested
for the purpose of avoiding the South-west Monsoon is from Rangoon to Dondra Head; ships unable to thrust
against the full Monsoon should steer E of Andaman Islands and Nicobar Islands and through 5 50' N, 94
30' E in June, July, and August.
Tropical depressions and cyclones are experienced in the Bay of Bengal, see 6.16.
Dondra Hd.
545
975
Madras
865
570 Paradip
975
1050 650 110 Sandheads
1150 985 680 640 Rangoon
- - _ _
630 i Selat Benggala
For Colombo, add 95 miles to Dondra Head distances.
6.72. Momba s a --~ B o mb a y . Duri ng the South-west Monsoon, advantage may be taken of the Africa Coast
50 Current and the Somali Current by following the trend of the coast during the first part of the voyage.
From May to September, keep about 50 miles offshore as far as 1 30' N, 45 50' E, and then take the t humb
line to Bombay. Distance 2400 miles.
From October to April, proceed to 2 30' S, 44 50' E and thence to Bombay by t humb line. Distance 2415.
miles.
55 See caution about landfall given in article 6.65.
6.73. Bombay -9 i omba s a . The normal route is direct at all seasons. Distance 2390 miles.
During the full South-west Monsoon, low-powered vessels should steer for 6 00' N, 67 00' E and t hence
proceed direct.
60
65
70
6.74. Momba s a -+ Dondr a Head or Co l o mb o . At all seasons direct, via One and half Degree Channel or
Kardiva Channel, the former being preferred if there is any doubt of the ship' s position, as the W entrance t o
Kardiva Channel is not easily identified. Distance by One and half Degree Channel: Colombo 2540 miles;
Dondra Head 2530 miles.
6.75. Dondr a Head or Co l o mb o --~ Mo mb a s a . At all seasons direct, via One and half Degree Channel
except that, from October to April, traffic from Colombo may favour Eight Degree Channel, and, from May t o
September, low-powered vessels should consider steering across the Equator into the South-east Trade and t hen
passing S of Chagos Archipelago. Distances by One and half Degree Channel: from Colombo 2540 miles; from
Dondra Head 2530 miles.
6. 76. Ad e n - ~ B o m b a y . F r o m Oc t o b e r t o Apr i l , p r o c e e d d i r e c t by r h u mb l i ne, di s t a nc e 1650 mi l es . Du r i n g
t h e No r t h - e a s t Mo n s o o n , h a z e ma y c o n s i d e r a b l y r e d u c e vi s i bi l i t y at Bo mb a y , pa r t i c ul a r l y b e t we e n l a n d a n d sea
br e e z e s i n t h e mo r n i n g a n d e ve ni ng.
F r o m Ma y t o S e p t e mb e r ma k e a p o s i t i o n i n 13 00' N, 55 00' E, NE of Socot r a, a n d p r o c e e d t h e n c e b y t h u mb
l i ne. Di s t a n c e 1680 mi l es .
See c a ut i on a b o u t l a ndf a l l gi ve n i n ar t i cl e 6. 65.
6. 77. B o mb a y - + A d e n . F r o m Oc t o b e r t o Apr i l , p r o c e e d di r e c t b y r h u mb l i ne. Di s t a n c e 1650 mi l es .
Du r i n g t h e S o u t h we s t Mo n s o o n t h e b e s t r out e i s d e t e r mi n e d by t h e s t r e n g t h of t h e mo n s o o n . I n Ma y a n d
S e p t e mb e r , a N' l y t r ack, t h r o u g h 19 00' N, 70 00' E; 18 30' N, 65 00' E; a n d 17 30' N, 60 00' E, wi t h a 10
d i s t a n c e of 1660 mi l es , i s r e c o mme n d e d . I n J u n e , J ul y, a n d Augus t , wh e n t h e mo n s o o n i s at i t s s t r onge s t , ves s el s
s h o u l d ke e p o n t h e pa r a l l e l of Bo mb a y u n t i l a b o u t 100 mi l e s f r o m t h e Ar a b i a n coast , t h e n c e p r o c e e d i n g coas t wi s e ;
d i s t a n c e 1680 mi l es . On t hi s pas s age, d u r i n g t h e S o u t h - we s t Mo n s o o n , t h e wi n d a n d sea ar e at t h e i r h e i g h t
b e t we e n t h e me r i d i a n s of 66 E a n d 60 E. T h e a dve r s e c u r r e n t ma y a t t a i n a s pe e d of 2 k n o t s i n t he mi d d l e
of t h e Ar a b i a n Sea a n d oc c a s i ona l l y 3 k n o t s i n t h e W p a r t of t h a t sea a n d of f t h e Ar a b i a n coast . 15
T h e r o u t e a dvi s e d f or l o w- p o we r ves s el s d u r i n g t he S o u t h - we s t Mo n s o o n i s t h r o u g h 6 00' N, 67 00' E;
6 00' N, 60 00' E; 8 00' N, 52 4 0 ' E; a n d t h e n c e b e t we e n Ras As i r a n d Socot r a.
6. 78. Ad e n --~ D o n d r a H e a d o r C o l o m b o . I n t h e Gu l f of Ad e n a n d N of Socot r a, a l l owa nc e mu s t b e ma d e f or
t h e pos s i bi l i t y of a s et t o wa r d s t h e S s hor e, see 6. 59. 20
Ves s el s u s i n g Ei g h t De g r e e Ch a n n e l s h o u l d ke e p n e a r e r t o Mi n i c o y I s l a n d t h a n t o t h e Ma l d i v e s , see West
Coast of India Pilot.
F r o m Oc t o b e r t o Ap r i l pa s s b e t we e n Ra s As i r a n d t h e i s l a nds E of i t , a n d t h e n c e t h r o u g h Ei g h t De g r e e Ch a n n e l .
Di s t a n c e s : Co l o mb o 2100 mi l e s ; Do n d r a He a d 2160 mi l es .
F r o m A~ay t o S e p t e mb e r , t o a voi d t h e h e a v y cr oss sea S of Soc ot r a c a us e d by t h e S o u t h - we s t ~I o n s o o n , pas s 25
N of Soc ot r a t o 13 00' N, 55 00' E; t h e n c e di r e c t or t h r o u g h Ei g h t De g r e e Ch a n n e l . Di s t a n c e s : Co l o mb o 2100
mi l e s ; Do n d r a He a d 2160 mi l es .
6. 79. Do n d r a H e a d o r C o l o m b o - + A d e n . F r o m Oc t o b e r t o Apr i l , pas s t h r o u g h Ei g h t De g r e e Ch a n n e l a n d
S of Socot r a, b e a r i n g i n mi n d t he di f f i cul t y of i d e n t i f y i n g t he l andf al l , see 6. 59. Di s t a n c e s : f r o m Do n d r a He a d 30
2160 mi l e s ; f r o m Co l o mb o 2100 mi l es .
Al t e r n a t i v e l y f r o m Oc t o b e r t o Ap r i l pa s s t h r o u g h Ei g h t De g r e e Ch a n n e l a n d t o 13 00' N, 55 00' E ; a n d t h e n c e
N of Soc ot r a t o Ad e n , o b s e r v i n g t h e di r e c t i ons gi ve n i n ar t i cl e 6. 59. Di s t a n c e s : f r o m Do n d r a He a d 2160 mi l e s ;
f r o m Co l o mb o 2100 mi l es .
Du r i n g t h e S o u t h - we s t Mo n s o o n , f u l l y - p o we r e d ves s el s ar e r o u t e d S of t he mo r e di r e c t No r t h - e a s t Mo n s o o n 35
t r acks . F r o m Ma y t o Se p t e mb e r , l ar ge ves s el s of h i g h p o we r ma y pa s s t h r o u g h Ei g h t De g r e e Ch a n n e l t o
10 00' N, 60 00' E ; t h e n c e t o 13 00' N, 55 00' E a n d N of Socot r a. Di s t a n c e s : f r o m Do n d r a He a d 2180 mi l es ;
f r o m Co l o mb o 2130 mi l es . Ot h e r f ul l y po~ver ed ves s el s s houl d, h a v i n g p a s s e d t h r o u g h Ei g h t De g r e e Ch a n n e l
o n t h e pa r a l l e l of 7 30' N, c o n t i n u e t o 8 00' N, 60 00' E a n d t h e n c e t o Ad e n e i t h e r t h r o u g h 8 00' N, 52 40' E
a n d r o u n d Ra s As i r , or t h r o u g h 13 00' N, 55 00' E a n d N of Socot r a. Di s t a n c e s vi a Ra s As i r a n d N of Soc ot r a 40
r e s pe c t i ve l y: f r o m Do n d r a He a d 2290 a n d 2240 mi l e s ; f r o m Co l o mb o 2240 a n d 2190 mi l es .
F r o m Ma y t o S e p t e mb e r , l o w- p o we r e d ves s el s s h o u l d a d o p t one of t h e f ol l owi ng r out es .
T h r o u g h Ei g h t De g r e e Ch a n n e l o n t h e par al l el of 7 30' N, a n d t h r o u g h 6 00' N, 67 00' E; 6 00' N, 60 00' E;
8 00' N, 52 4 0 ' E t o Ras As i r .
Al t e r n a t i v e l y p r o v i d e d t h a t Ol i ve l i f ur i I s l e t c a n b e ma d e b e t we e n s unr i s e a n d noon, pas s t h r o u g h Ka r d i v a 45
Ch a n n e l a n d t h r o u g h 4 4 4 ' N, 60 00' E t o 8 00' N, 52 4 0 ' E a n d Ras As i r .
Al l s ma l l ves s el s s h o u l d pa s s t h r o u g h On e a n d h a l f De g r e e Ch a n n e l a n d t h e n s t e e r t o cr os s 60 E i n a b o u t
2 00' N, t h e n c e p r o c e e d i n g t h r o u g h 8 00' N, 52 4 0 ' E t o Ras As i r .
T h e c hoi c e of a r o u t e d e p e n d s l ar gel y o n t h e p o we r a n d s e a - ke e pi ng qual i t i es of a vessel . A f act or wh i c h ma y
i nf l ue nc e d e p a r t u r e f r o m Ce yl on i s t h a t t h e Sout h- ~ve s t Mo n s o o n of t e n bl ows f r e s h b e t we e n t h e coas t a n d 50
75 E.
6. 80. S t r a i t o f Ho r mu z *-~ C o l o m b o o r D o n d r a H e a d . To a voi d Bas s as de Pe d r o a n d t h e s hoal s E of t h e
La c c a di ve I s l a nds , pa s s t h r o u g h 13 00' N, 74 10' E, of f t h e Ma l a b a r coast . Di s t a n c e : Co l o mb o 1800 mi l e s ;
Do n d r a He a d 1870 mi l es .
6. 81. B o m b a y o r K a r a e h i +-~ C o l o m b o o r D o n d r a He a d . Di r e c t ; f or t h e pos s i bi l i t y of o n s h o r e set s, see
Ad mi r a l t y Sa i l i ng Di r e c t i o n s .
55
Di s t a n c e s , i n mi l e s : 60
I
Co l o mb o [ Do n d r a He a d Bo mb a y
Ka r a c h i ] 500 1340 [ 1420
Bo mb a y ] 880 I 955
65
6. 82. Se~at Bengga~a ( 5 5~ N~ 95 ~ E)~ between Pu~au Breu~h and Pu~au W6~ is deep~ and is the best channe~
f o r E - b o u n d or W- b o u n d a p p r o a c h a n d d e p a r t u r e f or ves s el s pa s s i ng t h r o u g h Ma l a c c a St r ai t . I t i s de e p 70
throughout; SW' l y or NW' I y winds prevail according to season. There is usually a NW-goi ng current of 1 or 2
knots in the fairway, but near the SW shore the streams are tidal, and low-powered vessels needing anchorage
while the stream is adverse may take advantage of this. See Admiralty Sailing Directions.
5 6.83. Ma l a c c a St r ai t , about 250 miles long in its narro~ver part, forms part of the shortest route between t he
Arabian Sea and Singapore. The least depth in the fairway is about 25 m but the bottom is of sandwave formation,
and depths and the configuration of the channel are liable to change. Navigational aids are difficult to maintain
and may be unreliable. Deep draught vessels should therefore take particular note of the latest reports of dept hs
in or near the fairway, and all ships must appreciate that long periods of considerable vigilance are necessary.
10 There is a considerable amount of traffic in the strait, and manoeuvring room may also be restricted by fishing
vessels and their nets. The distance from Selat Benggala, at the NW end of Malacca Strait, to Singapore is
620 miles.
15
ROUT E S T O AND F ROM MAURI T I US
6.90. Po r t L o u i s ~-~ Cape Town. For Cape Town, round the S end of Madagascar at about 20 miles offshore
to take advantage of the Madagascar Current (6.36), and steer to make a landfall in the vicinity of Algoa Bay,
thence keeping in the Agulhas Current to destination. Distance 2290 miles. From April to October, to avoid the
20 heavy weather prevalent to seaward, a landfall at Durban and the coastwise route thereafter are preferable to the
direct route ; the extra distance is 45 miles.
From Cape Town, either follow the coast as far as Great Fish Point and pass at least 60 miles SE of Madagascar,
or keep to seaward of the main part of the Agulhas Current by proceeding to 36 45' S, 19 00' E ; thence by great
circle to 34 30' S, 32 30' E and thence by great circle to destination. Distances: Coastwise 2300 miles; outside.
25 Agulhas Current 2440 miles.
30
35
6.91. Po r t L o u i s ~-~ Du r b a n . The same conditions as for article 6.90 apply to the vicinity of the S end of
Madagascar. Distance 1550 miles.
6.92. Po r t L o u i s *-~ p o r t s i n Mo z a mb i q u e Ch a n n e l . Vessels bound for the NW coast of Madagascar should
always go round the N end of that island; and those bound for the W coast, or to any ports on the African coast
S of 18 S, should pass round the S end.
6.93. Po r t L o u i s ~-~ Mo mb a s a . The usual route is direct in both directions. Distance 1430 miles.
Seasonal diversions are advised for vessels of low power S-bound, namely, from November to March t hey
should pass N of Seychelles Group, keeping N of the direct route; thence steering E of Saya de Malha Bank
and into the South-east Trades before setting the final course. From April to October they should take a similar
route, but stand E to about 70 E before making S, well into the South-east Trades.
40 6.94. Po r t L o u i s ,-~ Ad e n . The full power route is direct in both directions, passing E or W of Seychelles Group~
according to the circumstances. Distance 2340 miles (W of Seychelles).
As for Mombasa, seasonal diversions are advised for S-bound low power traffic. From October to March,.
these vessels should run from Ras Asir through the North-east and North-west Monsoons to cross the equat or
in about 64 E, steering thence E of Saya de Malha Bank and into the South-east Trade. From April to September-
45 they should run SE through the South-west Monsoon to cross the equator in about 72 E or even to pass through
One and half Degree Channel before turning S into the South-east Trade, then passing E of Chagos Archipelago.
and through 10 00' S, 70 00' E.
50
6. 95. Por t Loui s ~-~ Karachi . The normal route is direct, passing W of Saya de Malha Bank. Distance 2740 miles.
When the South-west Monsoon is blowing strongly it is advisable, on leaving Karachi, to steer SE coastwise.
to 70 E and to proceed along that meridian to cross the equator continuing thence E of Cargados Carajos Shoals
and to Port Louis. At this season, low-powered vessels, S-bound, should make their passage E of Laccadi ve
Islands, Maldive Islands, and Chagos Archipelago.
55 6.96. Po r t L o u i s *-~ S e y c h e l l e s . The normal route for fully powered vessels is direct, as navigation permits,_
with a distance of 950 miles.
From November to March, N-bound vessels of low po~ver should keep rather W of the direct route until in t he
Nort h-west Monsoon, while S-bound vessels should stand E, round Saya de Malha Bank and into the South-
east Trade, before making for Mauritius.
60 From April to October, S-bound vessels of low power should stand E to about 70 E ; then proceeding S until
well into the South-east Trade before shaping course for Mauritius.
6.97. Po r t L o u i s *-~ B o mb a y . For Bombay, the route from Mauritius passes W of Cargados Carajos Shoals.
and Nazareth Bank and on either side, as preferred, of Saya de Malha Bank. Distance, passing W of Saya de
65 Malha Bank, 2530 miles.
From Bombay, the equator should be crossed in about 66 45' E and the voyage should be continued E of
Nazareth Bank and Cargados Carajos Shoals, distance 2520 miles, but at the height of the South-west Monsoon
a vessel may do better by steering due S on the meridian of 70 E as far as the equator, then rejoining the foregoing
route E of Nazareth Bank. At this season, low powered vessels should steer E of Laccadive Islands and Maldive:
70 Islands and Chagos Archipelago.
6.98. P o r t L o u i s ~-~ C o l o m b o . For Colombo, steer to pass through 7 30' S, 73 00' E, about 30 miles E of
Diego Garcia. S-bound, pass through 7 30' S, 72 35' E, close E of that island. Distance 2140 miles.
6.99. P o r t L o u i s ~ S e l a t Benggal a. Proceed direct. Distance 2710 miles.
5
6.100. P o r t L o u i s ~ S u n d a S t r a i t . (6 25' S, 102 30' E). Proceed direct. Distance 2900 miles.
6.101. Por t Loui s +* Tor t es St ral t and Por t Dar wi n. From October to April the route passes through 11o 30, S,
118 00' E, to pass N of the usual tracks of the Willy-Willies. E of this position, the deep water route S of Ti mor
may be used, and Nort h Sahul Passage for Port Darwin. Alternatively, the coastwise route, see 6.125, may be 10
joined S of Cartier Islet in 12 40' S, 123 45' E. Distances, using the coastwise route, are 4920 and 4330 miles
for Tort es Strait and Port Darwin respectively; for the deepwater passage S of Ti mor add 15 miles to these
distances.
From May to September the route passes through 15 30' S, 120 00' E and joins the coastwise route S of
Browse Island. Distances: Tort es Strait 4890 miles; Port Darwin 4300 miles. 15
6.102. P o r t L o u i s ~ F r e m a n t l e a n d C a p e Leeuwi n. The routes are direct. Distances: Fremantle 3220 miles;
20 miles WSW of Cape Leeuwin 3160 miles.
R O U T E S T O A N D F R O M S E Y C H E L L E S G R O U P
20
6.106. Seychel l es +-> S o u t h A f r i c a . For destinations on the coasts of S o u t h A f r i c a , pass 20 miles E of $1e
Mayotte and join the S-bound route through Mozambi que Channel in 17 00' S, 40 20' E. Distances: Durban
2130 miles; Cape Town 2920 miles. N-bound, take the N-bound route through Mozambi que Channel as far as
17 00' S, 42 15' E and continue the voyage as directly as navigation permits. Distances: Durban 2110 miles;
Cape Town 2900 miles. See 6.58.
6.107. Seychel l es ~-~ M o m b a s a . The usual route is direct in both directions. Distance 950 miles.
From October to April, E-bound ships of low power should keep N of the direct route until the North-west
Monsoon (6.12) is picked up in about 45 E. From April to October, E-bound ships of low power, if unable to
make their destination on the direct route, should continue until able to make it from a N' l y direction. W-bound,
such vessels should allow for the probability of the wind heading them and for the strong N' l y current off the
African coast.
25
30
35
6.108. Seychel l es ~-* A d e n . The normal route is direct to and from Ras Asir, except that during the South-west
Monsoon Ras Hafun should be made by N-bound traffic before Ras Asir. Distance 1410 miles.
From October to March, low-powered vessels outward bound from Aden should keep along the Arabian ,/0
coast until able to weather Ras Asir, whence they should proceed direct. N-bound, from November to March,
low-powered vessels should cross the equator in about 61 E and make into the North-east Monsoon until able
to weather Socotra.
From April to September, S-bound ships of low power should steer from Ras Asir to 3 00' N, 60 00' E,
thence proceeding due S across the equator into the South-east Trade. If the South-west Monsoon is still 45
blowing strongly in 3 N, 60 E, a vessel should hold her SE' Iy course until its strength is lost, then turning S
across the equator and to her destination.
6.109. Seychel l es ~-~ B o m b a y . The normal route in both directions is direct. Distance 1750 miles. Duri ng
the full South-west Monsoon, low-powered ships on leaving Bombay should steer for 6 00' N, 67 00" E;
thence to cross the equator in about 59 E and so to destination.
6.110. Seychel l es ~-~ Col ombo. The NE- bound route passes through One and half Degree Channel throughout
the year. ~SW-bound, Eight Degree Channel should be taken from October to April and One and half Degree
Channel from May to Sept ember: Distances are : by One and half Degree Channel 1680 miles ; by Eight Degree
Channel 1740 miles.
Low-powered vessels, NE-bound, should, from November to March, proceed through 4 00' S, 70 00' E;
then crossing the equator in 80 E and proceeding N to make the Ceylon coast on that meridian. From April
to October, they should proceed through Eight Degree Channel or Kardiva Channel, the latter being the more
direct but advisable by daylight only.
Low-powered vessels, SW-bound, should, from October to April, pass through Eight Degree Channel and
stand SW to cross the equator in about 54 E before making for their destination. From May to September,
they should establish a good offing from the Ceylon coast and then stand S across the equator into the South-east
Trades, passing S of Chagos Archipelago before making for their destination.
6 . 1 1 1 . S e y c h e l l e s , -~ F r e m a n t l e a n d s o u t h c o a s t o f A u s t r a l i a . E-bound, proceed to 11 30' S, 6 0 0 0 ' E, and
thence by great circle. Distances : Fremantle 3840 miles; 20 miles WSW of Cape Leeuwin 3810 miles.
W-bound, proceed as direct as navigation permits. Distances: from Fremantle 3850 miles; from 20 miles
WSW of Cape Leeuwin 3840 miles.
For continuation of route E of Cape Leeuwin, see 6.130 to 6.137.
50
55
60
APPROACH FROM WES TWARD TO AUS TRALI AN WATERS
6.120. Fr om Sunda Strait. Between the W entrance to Sunda Strait and Torres Strait there are three main
routes, namely through the Java and Flores Seas and W&ar Strait, see Chapter 7 ; S of Java and through Sumba,
5 Ombai, and W&ar Straits; and S of all the islands E of Sunda Strait, passing through 11 30' S, 118 00' E.
Distances between 6 25' S, 102 30' E, which is the routeing position W of Sunda Strait, and 10 49' S, 140 59' E,
the position of Carpentaria light-vessel, are similar, being respectively 2360, 2330, and 2360 miles. In the Java
and Flores Seas, the current is to the advantage of E-bound shipping during the North-west Monsoon, between
about November and April; otherwise, currents are predominantly W' l y on all three routes. The Java Sea
10 route, between the shoals E of Sunda Strait and through Sapudi Strait and W~tarPassage, demands close atten-
tion to navigation. Sumba, Ombai, and W~t~r Straits are wide and deep and present no difficulty, particularly
to ships fitted with radar. Ships using the route S of the islands should, when S of Ti mor and Tani mbar Islands,
keep in the deep-water gut close S of those islands.
Port Darwin can be approached from W either through Sumba and Roti Straits or from seaward through
15 11 30' S, 118 00' E. In the former case, the route continues through Nort h Sahul Passage; in the latter case,
the coastal shoal area is entered through 12 40 / S, 123 45' E, 13 miles S of Cartier Islet. The recommended
approach tracks are shown on the charts. Distances by the seaward route to Port Darwin from 6 25' S, 102 30' E
are 1780 miles by Nort h Sahul Passage, and 1770 miles by the route S of Cartier Islet.
20
25
30
40
45
50
6.12i. Fr om t he Sout h I ndi an Ocean, there are two initial positions for approach to the Arafura Sea. The more
N' ly, 11 30' S, 118 00' E, is used on the most S' ly route between Sunda Strait and Torres Strait and therefore
caters for traffic passing between Ti mor and the shoal area. The more S' ly position, 15 30' S, 120 00' E, is in
general use for the South African traffic except during the summer Willy Willy-season, when the route is better
taken through 11 30' S, 118 00' E.
COASTWI SE PASSAGES OFF AUSTRALI A
6.125. The following notes on coastwise passages, of which details will be found in Admiralty Sailing Directions,
have some bearing on those ocean passages in the Indian Ocean which have terminal positions in Australian
waters or the Pacific.
6.126. Tor r e s Strai t, (7.53), which connects the Arafura Sea and the Coral Sea, is described in Admiralty
Sailing Directions. Transit distance between Carpentaria Light-vessel and Twi n Island (10 281 S, l d2 28' E)
is 90 miles, and between Carpentaria Light-vessel and Bligh Entrance 219 miles.
From the W end of Tort es Strait, the shortest,distance to all ports E of Adelaide is eastabout.
6.127. Many banks in the Ti mo r Sea and the Araf ura Sea are unsurveyed and caution is necessary in their
vicinity. The recommended tracks have been surveyed to a width of 10 miles on either side, but less depths than
charted may be found outside these limits.
On the route between W~tar Strait and Ti mor Strait, keep S of Duddell Shoal and Volsella Shoal.
6.128. Sahul Banks and their vicinity have only been partially surveyed, and caution is necessary in this area.
6.129. Vessels without local knowledge should keep to seaward of Hol ot hur i a Banks, Rowl ey Shoals, and
Mo nt e Be l l o I s l ands .
6.130. Approaching the coast between Cape Nat ur al i s t e and Rot t nes t I s l and, unless certain of her position,
a vessel should not stand into depths of less than 55 m (30 fro) until N of Naturaliste Reefs (33 13" S, 115 02" E).
Thence proceeding N, she may stand into 37 m (20 fro) coarse brown sand mixed with shells, and occasionally
gravel and small stones. The depth of 37 m (20 fm), however, will be found within mile of the dangers of Cape
VIaming; vessels bound to the N of Rottnest Island should, therefore, not go into less than 55 m (30 fro) as the
island is approached.
55 6.131. When rounding Cape Le e u wi n , it should be borne in mi nd that the distance to which dangers extend
off a long stretch of coast about the cape, and the frequent thick weather that prevails with strong on-shore
winds and an inset in the same direction, make it very desirable to give the cape a wide berth in all but settled
weather. From 15 to 20 miles is a good offing to take, and the use of 34 28' S, 114 45' E, 20 miles WSW of
Cape Leeuwin, as a routeing position will suit most passages without appreciable loss of distance.
60 The greatest caution should be used if running in to make Cape Leeuwin Light which, in doubtful visibility,
may not be visible as far as G6ographe Reef, 8 miles NW, and as mist may hang about the land when it is clear
at sea, sounding should never be neglected, and vessels should not stand in to depths of less than 128 m (70 fro).
6.132. Between the vicinity of Cape Leeuwin and I nve s t i gat or Strai t (for Adelaide) or Cape Ot way (for
Melbourne) or Sout h We s t Cape (for Hobart), great circle courses may be steered.
6.133. A vessel approaching Bas s Strai t from W should make a landfall off Moonlight Head or Cape Otway.
In the approach, due allowance must be made for winds and currents particularly during SW' l y weather, and
in thick weather a depth of over 75 m (41 fro) should be maintained. Very strong tidal streams are occasionally
encountered off Ki ng Island; combined with the current the E-going tidal stream may produce a SE' Iy onshore
Personal Property of S V Victoria
Not for navigation
set of great strength. Many fatal wrecks have occurred on Ki ng Island, from errors in reckoning and i n
consequence of not making the land near Cape Otway.
In Bass Strait, the channel between Ki ng Island and Tasmania is not recommended as there may be undis-
covered dangers i n it.
6.134. Shark and crayfish fishing fleets operate up to 90 miles from the coast between 37 30' S, 140 00' E and
37 00' S, 149 55' E.
6.135. Routes between Ad e l a i d e and ports E' ward are through Backstairs Passage.
With S' ly or W' l y winds, currents setting on to the land at rates of up to 2 knots are sometimes experienced
bet~' een Cape Willoughby and Cape Otway.
6.136. Routes between Mel bour ne and Hobar t may be taken either W or E of Tasmania, keeping from 10
to 20 miles W of Ki ng Island, according to weather, in the former case, and passing either through Banks Strait
or E of the Furneaux Group in the latter. There is very little in the distance, the Banks Strait route being the
shortest. As ment i oned above, the currents off Ki ng Island may be strong.
6.137. Di st ances in miles :
Torres St.
770*
1560
Port Darwin
970
2450 1870
2580 2000
3780 3190
4060 3470 Melbourne
4230 3640 t
Por t Hedl and
1000 Fremantle
1130 175
2320 1370
2600 1650
2780 1820
Cape Leeuwin
1190 Adelaide
1470 460
! 1650 750 Hobart
* Via Cape Van Diemen. 670 miles via Clarence Strait.
]" By Banks Strait 420 miles; Bass Strait and E of Furneaux Group 465 miles; westabout 455 miles.
ROUT E S ON EAS TERN SI DE OF I NDI AN OCEAN
6.140. Bay of Bengal ~-~ No r t h coas t o f Aus t ral i a. The choice between an open-ocean route, W of Sumatra
and S of Java, and a route passing entirely or partly through the Eastern Archipelago, is governed by considera-
tions of draught, weather, distance, and season. For Bay of Bengal and Malacca Strait see 6.71, 6.84; for the
approach to Australian waters from the Indi an Ocean see 6.120 and Chapter 7; for routes through the Eastern
Archipelago see Chapter 7.
Distances, i n miles:
10
15
20
25
30
35
40
45
50
By ocean route, S of Java and Ti mor
S of Java ; and through Sumba, Ombai
and W~tar Straits for Torres Strait, or Sumba
and Roti Straits for Port Darwin
By Sunda, Sapudi, and W~tar Straits
By Malacca and Sapudi Straits; thence
by W~tar Strait for Tortes Strait or by Lombok
Strait for Port Darwin
From
Madras
Sandheads
Rangoon
Madras
Sandheads
Rangoon
Madras
Sandheads
Rangoon
Madras
Sandheads
Rangoon
Torres Strait
4120
4220
3880
4090
4190
3850
4110
4200
3860
4040
3980
3530
Port Darwin
3540
3640
3300
3530
3630
3290
3610
3710
3360
3540
3480
3020
55
60
65
70
10
15
20
25
30
6 . 1 4 1 . W e s t e r n s i d e o f B a y o f B e n g a l ~-~ W e s t c o a s t o f A u s t r a l i a . Ro u t e s ar e di r ect , W of Ni c o b a r I s l a n d s
f or Pa r a d i p a n d Sa n d h e a d s . Di s t a nc e s , i n mi l e s b y gr e a t ci r cl e, a r e :
Ma d r a s Pa r a d i p .. S a n d h e a d s
P o r t He d l a n d 3020 3120
F r e ma n t l e 3380 3550
Ca p e Le e u wi n * 3460 3650 I 3670
t
I 3120
" 3560
.
*" T o j o i n c oa s t wi s e r o u t e f or S coas t of Aus t r a l i a , see 6. 131- 6. 137.
6. 142. R a n g o o n ~-~ W e s t c o a s t o f A u s t r a l i a . Ei t h e r t h e oc e a n r out e S of Ni c o b a r I s l a n d s a n d W of Su ma t r a ,
or a r out e t h r o u g h Ma l a c c a St r a i t a n d S u n d a St r a i t ma y b e t a ke n. F o r t he r out e t h r o u g h t h e Ea s t e r n Ar c hi pe l a go,
see 6. 140. Di s t a n c e s f r o m Ra n g o o n , i n mi l es , a r e :
Po r t He d l a n d F r e ma n t l e Ca pe Le e u wi n *
By oc e a n r out e 2770 3200 3300
By Ma l a c c a a n d
S u n d a St r a i t s 2 8 4 0 t 3340 3450
* T h e S o u t h Au s t r a l i a n coas t wi s e r out e , see 6. 131- 6. 137, ma y b e j o i n e d of f Ca pe Le e u wi n .
"~ T h e d i s t a n c e vi a Ma l a c c a St r a i t a n d L o mb o k St r a i t i s 2780 mi l es .
T R A N S - O C E A N R O U T E S
6. 150. C a p e T o w n ~-~ S u n d a St r a i t . E- b o u n d , s t e e r acr os s t h e W- g o i n g c u r r e n t t o 36 45' S, 19 00' E a n d
t h e n c e t o 33 4 5 ' S, 36 30" E. Ta k e t h e gr e a t ci r cl e t r a c k f r o m t h a t pos i t i on t o S u n d a St r ai t , pa s s i ng t h r o u g h
35 29 00' S, 60 00' E a n d 15 50' S, 90 00' E, a n d N of Cocos I s l a nds . Di s t a n c e 5180 mi l e s t o 6 30' S, 105 00' E,
i n t h e e n t r a n c e t o S u n d a St r ai t .
W- b o u n d , f r o m Oc t o b e r t o Apr i l , p r o c e e d f r o m t h e a bove pos i t i on b y g r e a t ci r cl e t o 33 4 5 ' S, 36 30' E a n d
t h e n ma k e t h e Af r i c a n coas t i n a b o u t 34 00' S, 27 00' E, c o n t i n u i n g t o Ca pe T o wn as d i r e c t e d i n 6. 57. Di s t a n c e
5070 mi l es . F r o m Ma y t o S e p t e mb e r , p r o c e e d b y gr e a t ci r cl e t o 30 00' S, 56 30' E; t h e n c e b y t h u mb l i ne t o
40 a pos i t i on of f Du r b a n , t o j o i n t he coas t wi s e r o u t e t o Ca pe T o wn . Di s t a n c e 5190 mi l es .
45
50
55
60
6. 151. Du r b a n ~-~ S u n d a S t r a i t . E- b o u n d , p r o c e e d o n t h e par al l el of 30 0 0 ' S t o 56 30" E a n d t ake t h e g r e a t
ci r cl e t h e n c e t h r o u g h 29 00' S, 60 00' E a n d 15 50' S, 90 0 0 ' E, a n d N of Cocos I s l a nds . Di s t a n c e 4400 mi l e s
t o 6 30' S, 105 0 0 ' E, i n t h e e n t r a n c e t o S u n d a St r ai t .
W- b o u n d , f r o m Oc t o b e r t o Apr i l , p r o c e e d f r o m t h e a bove pos i t i on b y gr e a t ci r cl e. Di s t a n c e 4380 mi l es . F r o m
Ma y t o S e p t e mb e r , p r o c e e d b y gr e a t ci r cl e t o 30 00' S, 56 30' E a n d t h e n c e b y r h u mb l i ne. Di s t a n c e 4400 mi l e s .
6. 152. Mo mb a s a ~-~ S u n d a S t r a i t . Di r e c t , pa s s i ng 50 mi l e s N of Se yc he l l e s Gr o u p a n d N of Ch a g o s
Ar c h i p e l a g o . Di s t a n c e 3920 mi l e s t o 6 30' S, 105 0 0 ' E, i n t h e e n t r a n c e t o S u n d a St r a i t .
6. 153. Ad e n - + S u n d a S t r a i t . F r o m Oc t o b e r t o Apr i l , r o u n d Ras As i r a n d t ake On e a n d h a l f De g r e e Ch a n n e l .
Di s t a n c e 3800 mi l e s t o 6 30' S, 105 00' E, i n t h e e n t r a n c e t o S u n d a St r ai t .
F r o m Ma y t o S e p t e mb e r , pa s s N of Socot r a, t h r o u g h 13 00" N, 55 0 0 ' E, a n d t h e n c e t h r o u g h Ei g h t De g r e e
Ch a n n e l . Ma k e Po i n t de Ga l l e a n d p r o c e e d t h e n c e t o S u n d a St r ai t . Di s t a n c e 3800 mi l es .
Lo w- p o we r e d ves s el s , f r o m Oc t o b e r t o Apr i l , s h o u l d r o u n d Ra s As i r a n d p r o c e e d t h r o u g h t h e f ol l owi ng
p o s i t i o n s : 3 00' N, 60 00' E ( Oc t o b e r t o F e b r u a r y ) ; 1 00' S, 72 20' E ( Ma r c h a n d Ap r i l ) ; 2 20' S, 76 30' E;
3 0 0 ' S, 94 30' E ; a n d t h e n c e t o S u n d a St r ai t , pa s s i ng on e i t h e r s i de of En g g a n o I s l a nd. F r o m Ma y t o S e p t e mb e r ,
t h e y s h o u l d f ol l ow t h e f u l l - p o we r r o u t e as f ar as P o i n t de Ga l l e ; t h e n c e c r os s i ng t h e e q u a t o r i n 96 30' E a n d
f ol l owi ng e i t h e r t he Ou t e r or t he Mi d d l e r out e , see Ad mi r a l t y Sa i l i ng Di r e c t i o n s , t o S u n d a St r ai t .
6. 154. S u n d a S t r a i t - + A d e n . F r o m Oc t o b e r t o Apr i l , ma k e Po i n t de Ga l l e a n d pa s s t h r o u g h Ei g h t De g r e e
Ch a n n e l ; t h e n c e s t e e r e i t h e r N or S of Soc ot r a as di r e c t e d i n 6. 79. Di s t a n c e s f r o m 6 30' S, 105 00' E, i n t h e
e n t r a n c e t o S u n d a St r a i t : N of Socot r a, 3800 mi l e s ; S of Soc ot r a 3800 mi l es .
F r o m Ma y t o S e p t e mb e r , p r o c e e d t h r o u g h On e a n d h a l f De g r e e Ch a n n e l a n d t h e n c e t h r o u g h 5 50' N,
65 60 00' E a n d 8 00' N, 52 40' E, t o r o u n d Ras As i r , see 6. 59. Di s t a n c e 3920 mi l es .
Lo w- p o we r e d ves s el s s houl d, f r o m No v e mb e r t o Ma r c h , s t e e r NW b e t we e n Ke p u l a n a n Me n t u wa i a n d
Su ma t r a , e n t e r i n g t h e I n d i a n Oc e a n b y Se l a t Si be r ut . T h e n c e t h e y s h o u l d p r o c e e d t o P o i n t de Ga l l e o n a
c u r v i n g cour s e, c r os s i ng t h e Eq u a t o r i n 97 00' E, a n d t h r o u g h 1 50' N, 95 00' E; 5 00' N, 90 00' E; 5 30' N,
85 00' E. W of Ce yl on, t h e y s h o u l d us e t h e f u l l - p o we r r o u t e d e s c r i b e d above. I n Apr i l , Ma y, J u n e , a n d S e p t e mb e r
70 t h e y s h o u l d t ake a r out e cl ose N of Ch a g o s Ar c hi pe l a go, pa s s i ng t h r o u g h 8 00' S, 68 00' E; 8 00' N, 52 40" E;
R E D S E A , I N DI A N OC E A N , A N D P E R S I A N GUL F
85
and round Ras Asir. In July and August they should pass through 2 30' S, 65 00" E; 1 10' S, 61 30' E;
8 00' N, 52 40" E; and round Ras Asir. For the approach to Ras Asir, see 6.59.
6. 155. P e r s i a n Gu l f a n d e a s t e r n s i d e o f Ar a b i a n Se a *-* No r t h c o a s t o f Au s t r a l i a . Between the Gul f of
Oman and the latitude of Cape Comorin the route should be taken through 13 00' N, 74 10' E. Between 5
Karachi or Bombay and Cape Comorin it is as direct as navigation permits. See Admiralty Sailing Directions
and articles 6.79 and 6.80.
E of Ceylon, the choice between an open-ocean route and a voyage through the Eastern Archipelago will be
governed by considerations of draft, weather, distance, and season. Malacca Strait is discussed in article 6.83,
and the approach to Australian waters is covered by articles 6.120 and 6.121. For the Eastern Archipelago 10
see Chapter 7.
By ocean route, S of Java and Ti mor
S of Java; and through Sumba, Ombai,
and W~tar Straits for Torres Strait, or
Sumba and Roti Straits for Port Darwin
By Sunda, Sapudi, and \V~tar Straits
By Malacca and Sapudi Straits;
thence by W~tar Strait for Torres Strait
or by Lombok Strait for Port Darwin
Str. of Hormuz
Karachi
Bombay
Colombo
Str. of Hormuz
Karachi
Bombay
Colombo
Str. of Hormuz
Karachi
Bombay
Colombo
Str. of Hormuz
Karachi
Bombay
Colombo
Torres Strait
5750
5280
4820
3960
5720
5250
4790
3930
5690
5230
4760
3910
5770
5310
4840
4990
Port Darwin
5170
4700
4240
3380
5150
4690
4220
3370
5230
4770
4310
3450
5310
4850
4380
3530
15
20'
25
30
35
6.156. P e r s i a n Gu l f a n d e a s t e r n s i d e o f Ar a b i a n Se a .-~ We s t c o a s t o f Au s t r a l i a . Be t we e n t he Gu l f of Oma n
and the latitude of Cape Comorin the route should be taken through 13 00' N, 74 10' E. Between Karachi
or Bombay and Cape Comorin it is as direct as navigation permits. See Admi ral t y Sailing Directions and
articles 6.80 and 6.81. Between Ceylon and the W coast of Australia, routes are direct.
In the relatively lo~v latitudes traversed by these routes, which have a strong N- S component, the distance
saved by great circle sailing is of minor consequence. The following distances are calculated using great circle
tracks on the oceanic parts of the routes.
Str. of Hormuz
590 Karachi
1010 500 Bombay
.
1800 1340 880 Colombo
4610 4160 3690 2840
I .
I
: 4880 4430 3960 3110
1
4940 4490 4020 3170
Port Hedland
Fremantle
20' SSW of Cape Leeuwi n
40
45
50
55
60'
6.157. No t e s o n p a s s a g e s b e t we e n S o u t h Af r i c a a n d Aust ral i a. In the South Indian Ocean, the E-going
Southern Ocean Current has no defined N boundary, E' l y sets predominating as far N as 30 S, or approximately
the S limit of the South-east Trade Wind. Between the South-east Trades and the Roaring Forties, there is a 65
zone of light, variable winds, the axis of which lies on about the parallel of 35 S in summer and 30 S in winter.
The t humb line between Cape Agulhas and Cape Leeuwin coincides with the parallel of 35 S ; its length is 4711
miles, and the corresponding great circle, with a length of 4501 miles, has its vertex in about 45 S. It is therefore
evident that any attempt to shorten a voyage by great circle sailing between the t~vo continents is likely, except
on the most N' l y tracks, to put a vessel at risk of delay not only due to pack ice, see 6.42, but also due to 70
we a t h e r a nd, i n t h e cas e of W- b o u n d voyages , d u e t o a s t r o n g e r a dve r s e c u r r e n t . I n pr a c t i c e , c o mp o s i t e s ai l i ng
i s us ua l l y a d o p t e d o n t he s e r out e s , t h e E - b o u n d t r a c ks b e i n g gi ve n a l i mi t i n g l a t i t ude of 40 S i n s u mr n e r a nd
35 30' S i n wi nt e r , whi l e t h e W- b o u n d t r acks ma k e t h e i r ma i n we s t i n g i n s u mme r o n a gr e a t ci r cl e wi t h i t s
v e r t e x i n 35 S, a n d i n wi n t e r b y t h u mb l i ne o n t h e par al l el of 30 S.
Voya ge s b e t we e n S o u t h Af r i c a a n d t h e NW a n d N coas t s of Au s t r a l i a ar e n o t gr e a t l y af f ect ed b y t h e f o r e g o i n g
c o n s i d e r a t i o n s , b u t , i n vi e w of t h e f r e q u e n c y of t r opi c a l r e v o l v i n g s t o r ms ( Wi l l y- Wi l l i e s ) of f t h e NW coas t of
Au s t r a l i a f r o m No v e mb e r t o Fe b r u a r y , ves s el s o n t h e Da r wi n a n d Ar a f u r a Sea r out e s ar e a dvi s e d t o pa s s cl ose
u n d e r S u mb a a n d T i mo r d u r i n g t h a t s eas on. See 6. 121 a n d 6. 158.
10 6. 158. C a p e T o wn - + No r t h - we s t a n d no r t h c o a s t s o f Au s t r a l i a . F r o m Oc t o b e r t o Apr i l , cr os s t h e Ag u l h a s
Cu r r e n t t o 36 45' S, 19 00' E a n d t h e n s t e e r b y t h u mb l i ne t o 39 00' S, 45 00' E. Th e n c e , f or Po r t Da r wi n
or T o r t e s St r ai t , t ake t h e gr e a t ci r cl e t o 11 30' S, 118 00' E, ma k i n g t hi s N' l y l a t i t ude t o a voi d t h e Wi l l y - Wi l l i e s
a n d c o n t i n u e t h e voyage cl ose S of Rot i a n d Ti mo r , b r e a k i n g of f f or No r t h Sa h u l Pas s age i f b o u n d f or P o r t
Da r wi n . Al t e r na t i ve l y, Po r t Da r wi n ma y b e a p p r o a c h e d b y pa s s i ng S of Ca r t i e r I sl et , see 6. 120. F o r P o r t
15 He d l a n d , l eave t he gr e a t ci r l e i n 19 00' S, 115 00' E. F r o m Ma y t o Se p t e mb e r , i n s pi t e of t he a dve r s e ef f ect of
t h e Ag u l h a s Cu r r e n t , do n o t go S of 35 00' S, b u t f ol l ow t h a t par al l el t o 79 15' E a n d t h e n t ake t he gr e a t ch: cl e
t o 15 30' S, 120 00' E, t h e r e a f t e r j o i n i n g t he coas t wi s e r o u t e S of Br ows e I s l a nd, or b r e a k i n g of f e a r l i e r a c c o r d i n g
t o de s t i na t i on. F o r Po r t He d l a n d , l eave t he gr e a t ci r cl e i n 115 E.
20 Di s t a nc e s , i n mi l e s :
25
30
35
40
45
Ca p e To~vn t o
To r r e s St r a i t
Po r t Da r wi n vi a N Sa h u l Pas s age
Po r t Dar xvi n vi a coas t wi s e r out e
Po r t He d l a n d
Oc t o b e r t o Ap r i l
7000
6420 (1)
6380 (2)
5430
Ma y t o S e p t e mb e r
6830
- -
6210 (3)
5370
(1) Vi a N Sa h u l Pa s s a ge ; (2) vi a Ca r t i e r I s l e t ; (3) vi a Br ows e I s l a nd.
6. 159. Du r b a n - + No r t h - we s t a n d n o r t h c o a s t s o f Aus t r al i a. F r o m Oc t o b e r t o Apr i l , f or To r r e s St r a i t or
P o r t Da r wi n , t ake t h e gr e a t ci r cl e t o 11 30' S, 118 00' E, a n d p r o c e e d t h e n c e as d i r e c t e d i n 6. 158. F o r o t h e r
por t s , l eave t hi s gr e a t ci r cl e i n a b o u t 18 00' S, 105 00' E. F r o m ~, l ay t o Se p t e mb e r , t ake t he gr e a t ci r cl e t o
15 30' S, 120 00' E a n d j o i n t h e coas t wi s e r out e S of Br ows e I s l a n d or b r e a k of f ear l i er a c c o r d i n g t o de s t i na t i on.
F o r P o r t He d l a n d , l eave t he gr e a t ci r cl e i n 110 E.
Di s t a nc e s , i n mi l e s :
Du r b a n t o
P o r t Da r wi n vi a Sa h u l Pas s age
P o r t Da r wi n vi a coas t wi s e r out e
P o r t He d l a n d
Oc t o b e r t o Ap r i l Ma y t o S e p t e mb e r
6300 6200
5720 - -
5710 . 5580
,
4860 ] 4780
6. 160. No r t h - we s t a n d n o r t h c o a s t s o f Aus t r a l i a - ~ Du r b a n a nd Ca pe T o wn . F r o m Oc t o b e r t o Apr i l ,
s hi ps f r o m T o r t e s St r a i t a n d Po r t Da r wi n s h o u l d t a ke t h e i r t r a n s - o c e a n i c d e p a r t u r e b y t h e N' l y r o u t e f r o m
50 11 30' S, 118 00' E a n d s hi ps f r o m Po r t He d l a n d s h o u l d d e p a r t f r o m 20 00' S, 115 00' E, of f Mo n t e Bel l o
I s l a nds . F r o m t he s e pos i t i ons , s t e e r b y gr e a t ci r cl e e i t h e r f or Du r b a n or, i f b o u n d f or Ca pe To wn , t o 33 45' S,
36 30' E; t h e n j o i n i n g t h e coas t al r out e (6. 56) of f Al goa Bay.
F r o m Ma y t o S e p t e mb e r , t h e d e p a r t u r e pos i t i ons f or t r af f i c f r o m t he N' l y por t s a n d Po r t He d l a n d ar e 15 30' S,
120 00' E a n d 20 00' S, 115 00' E r es pect i vel y, wh e n c e gr e a t ci r cl e t r a c ks s h o u l d b e s t e e r e d t o 30 00' S,
55 56 30' E. F r o m t h i s pos i t i on, Du r b a n s h o u l d be ma d e b y al l s hi ps b y r h u mb l i ne o n 30 S; a n ear l i er d e p a r t u r e
f r o m t h i s l a t i t ude wo u l d e xpos e ves s el s b o u n d f or Ca pe T o wn t o t h e r i s k of b a d we a t he r .
60
65
70
Du r b a n Ca pe T o wn
To r r e s St r a i t Oc t . - Ap r . 6300 6940
Ma y - S e p t . 6210 7000
Po r t Da r wi n Oc t . - Ap r . 5720 6360
Ma y - S e p t . 5580 6380
Po r t He d l a n d Oc t . - Ap r . 4740 5360
Ma y - S e p t . 4700 5550
6. 161. C a p e T o wn a nd Du r b a n - ~ We s t a nd s o ut h coas t s o f Aus t ral i a. F r o m Oc t o b e r t o Apr i l , a f t e r l e a vi ng
Cape T o wn cr os s t h e Ag u l h a s Cu r r e n t t o 36 45' S, 19 00' E a n d p r o c e e d t h e n c e b y t h u mb l i ne t o 40 00' S,
55 0 0 ' E, a n d t h e n c o n t i n u e a l ong t h e par al l el of 40 0 0 ' S. Ves s el s b o u n d f or F r e ma n t l e s h o u l d b r e a k of f i n
77 00' E, a n d t hos e b o u n d f or Ad e l a i d e a n d Me l b o u r n e i n 100 0 0 ' E, i n e a c h cas e c o mp l e t i n g t h e voyage o n a
gr e a t ci r cl e. Sh i p s b o u n d f or Ho b a r t s h o u l d f ol l ow t he f or e goi ng di r e c t i ons t o 41 30' S, 122 50' E, o n t h e gr e a t 5
ci r cl e t r a c k f or Me l b o u r n e , f r o m wh i c h p o s i t i o n t h e y s h o u l d p r o c e e d by gr e a t ci r cl e t o t h e l a ndf a l l of f S o u t h
We s t Cape, Ta s ma n i a . Du r i n g t h i s s e a s on a s h o r t e r b u t mo r e boi s t e r ous r o u t e f or Me l b o u r n e c o u l d b e t a k e n
b y s t e e r i ng f r o m 36 45' S, 19 00' E t h r o u g h 44 00' S, 40 00' E; 45 00' S, 65 00' E; 45 00' S, 120 0 0 ' E;
al l b y t h u mb l i ne ; a n d t h e n c e t o Ca pe Ot wa y b y gr e a t ci r cl e; or t o Ho b a r t b y c o n t i n u i n g o n t h e par al l el of
45 00' S as f ar as 130 0 0 ' E a n d t h e n c e t o d e s t i n a t i o n . T h i s r o u t e s aves s o me 200 mi l e s o n t he voyage t o i 0
Me l b o u r n e .
F r o m Du r b a n , f r o m Oc t o b e r t o Apr i l , p r o c e e d b y gr e a t ci r cl e t o j o i n t he f or e goi ng r out e i n 40 00' S, 77 00' E.
F r o m Ma y t o S e p t e mb e r , vessel s f r o m Cape T o wn ar e advi s ed, owi ng t o t h e we a t he r , n o t t o p r o c e e d i ni t i al l y
S of 35 30' S a n d h a v i n g ma d e t h a t l a t i t ude i n 20 0 0 ' E, t o ke e p i n i t f or t h e ma i n p a r t of t h e voyage. St r i c t l y
f ol l owed, i t wi l l c a r r y a ves s el cl ose u n d e r ~eVest Ca pe Ho we a n d t o I n v e s t i g a t o r St r a i t ; t r af f i c f or F r e ma n t l e 15
s h o u l d b r e a k o f f i n 90 E a n d c o n t i n u e by gr e a t ci r cl e; s hi ps b o u n d f or p o r t s E of Ca pe Le e u wi n s h o u l d p r o c e e d
d i r e c t t o t h e i r d e s t i n a t i o n s f r o m 35 30' S, 115 08' E, wh i c h i s 68 mi l e s S of Ca pe Le e u wi n .
F r o m Dur ba n, f r o m Ma y t o Se p t e mb e r , t ake a gr e a t ci r cl e t r a c k t o j o i n t h e f or e goi ng r out e i n 35 30' S,
67 30' E.
T h e pos s i bi l i t y of f i n d i n g i c e be r gs o n t he s e r out e s at any t i me of ye a r c a n n o t be di s c ount e d. See 6. 43. 20
F r e ma n t l e Ade l a i de Me l b o u r n e Ho b a r t
Ca pe T o wn Oc t . - Ap r . 4840 5820 6030 6140
Ma y - S e p t . 4870 5960 6240 6410
Du r b a n Oc t . - Ap r . 4250 5240 5440 5550
Ma y - S e p t . 4270 5360 5630 5800
25
30
6. 162. We s t a n d s o ut h coas t s o f Aus t r al i a --~ Du r b a n a nd Cape To wn . On al l voyages t h r o u g h o u t t he year ,
ke e p N of 30 0 0 ' S, 100 00' E. F r o m t h e S coas t of Au s t r a l i a a n d T a s ma n i a t h i s pos i t i on s h o u l d b e a p p r o a c h e d 35
t h r o u g h 34 37' S, 115 08' E, 15 mi l e s S of Ca pe Le e u wi n ; f r o m T a s ma n i a a gr e a t ci r cl e t r a c k b y p a s s i n g Ca pe
Le e u wi n mi g h t a p p e a r pr e f e r a bl e , b u t i t wo u l d o n l y s ave a b o u t 20 mi l e s a n d a dve r s e wi n d s wi t h h e a d seas
wo u l d be mo r e l i kel y.
F r o m 30 00' S, 100 E, f r o m Oc t o b e r t o Apr i l , t he r o u t e t o Du r b a n i s by gr e a t ci r cl e. T h e r out e f or Ca p e
T o wn f ol l ows t h e gr e a t ci r cl e t o 35 00' S, 65 00' E, a f t e r wh i c h a W' l y c our s e s h o u l d b e s t e e r e d f or a l a ndf a l l
40
o n t h e Af r i c a n coas t at Ca pe Reci f e. F r o m Ma y t o S e p t e mb e r al l t r af f i c s h o u l d p r o c e e d a l ong t h e par al l el of
30 00' S t o a pos i t i on of f Du r b a n , wh e n c e ves s el s b o u n d f or Ca pe T o wn s h o u l d f ol l ow t h e coas t wi s e r out e, see
6. 57.
F r e ma n t l e
Ca pe T o wn Oc t . - Ap r . 4960
Ma y - S e p t . 5200
Ade l a i de
6120
6370
Me l b o u r n e Ho b a r t
6400 6580
6650 6830
Du r b a n Oc t . - Ap r . 4350 5520 5800 5980
Ma y - S e p t . 4410 5580 5860 6040
6. 163. Mo mb a s a +-7 Aus t r al i an port s . To a n d f r o m To r r e s St r a i t a n d Po r t Da r wi n , t he r out e t o S u n d a St r a i t
( 6. 152) a n d o n wa r d t h r o u g h t h e J a v a Sea a n d Fl or e s Sea ( 6. 120) ma y be us e d. Al t e r na t i ve l y, f r o m4 00' S, 73 00'
E, N of Ch a g o s Ar c hi pe l a go, p r o c e e d t o 11 30' S, 118 00' E a n d c o n t i n u e as di r e c t e d i n 6. 120.
F o r d e s t i n a t i o n s b e t we e n Po r t He d l a n d a n d Ca pe Le e u wi n , p r o c e e d N of Se yc he l l e s Gr o u p t o a pos i t i on i n
10 00' S, 80 00' E; t h e n c e di r ect . W- b o u n d , t h e pas s age t o Mo mb a s a i s as di r e c t as n a v i g a t i o n p e r mi t s ,
k e e p i n g N of 30 S, 100 E, see 6. 162.
Di s t a n c e s :
T o r t e s St r a i t :
Po r t Da r wi n :
Po r t He d l a n d :
vi a S u n d a St r a i t 6120 mi l e s
vi a 11 30' S, 118 00' E 6100 mi l e s
vi a S u n d a St r a i t 5620 mi l e s
vi a 11 30" S, 118 00' E 5520 mi l e s
E - b o u n d 4790 mi l e s
W- b o u n d 4720 mi l e s
45
50
55
60
65
70
F r e ma n t l e :
Ca pe Le e u wi n :
6. 164. Ad e n --~ No r t h c o a s t o f Au s t r a l i a . T h r o u g h t h e Ar a b i a n Sea, t he r out e f or t hi s pas s age c h a n g e s s e a s on-
al l y, see 6. 80. E of Ceyl on, t h e r e i s a choi ce of r out e s , see 6. 155.
10
15
20
Ar a b i a n Sea
6"80
( Oc t . - Ap r . )
6"80
( Ma y - S e p t . )
Ro u t e
E of Ce yl on
Di s t a n c e i n mi l e s
W e n t r a n c e
Oc e a n r o u t e
S of J a v a a n d t h r o u g h St r a i t s
S u n d a - - W~ t a r St r a i t s
Ma l a c c a a n d Sa p u d i St r a i t s
Oc e a n r out e
S of J a v a a n d t h r o u g h St r a i t s
S u n d a - - W~ t a r St r a i t s
Ma l a c c a a n d Sa p u d i St r a i t s
5890
5860
5880
6080
5840
5810
5830
6080
Po r t Da r wi n
5310
5290
5380
5580
5250
5240
5330
5590
25
30
35
40
6. 165. No r t h c o a s t o f Au s t r a l i a --> Ad e n . F o r pas s age f r o m t h e N coas t of Au s t r a l i a t o t he I n d i a n Oc e a n s ee
6. 120. Pas s age acr os s t h e Ar a b i a n Sea s h o u l d be ma d e as f ol l ows.
F r o m Oc t o b e r t o Apr i l , pa s s t h r o u g h Ei g h t De g r e e Ch a n n e l a n d o n e i t h e r s i de of Socot r a. Di s t a nc e s , p a s s i n g
N of Soc ot r a : f r o m To r r e s St r ai t , W e n t r a n c e 6000 mi l e s ; f r o m Po r t Da r wi n vi a Ca r t i e r I s l e t 5390 mi l es .
F r o m Ma y t o Se p t e mb e r , pa s s t h r o u g h On e a n d h a l f De g r e e Ch a n n e l ; t h e n c e t h r o u g h 5 5 0 ' N, 60 00' E;
8 00' N, 52 40' E; a n d r o u n d Ras As i r . Di s t a n c e s : f r o m T o r t e s St r ai t , W e n t r a n c e 6060 mi l e s ; f r o m P o r t
Da r wi n 5480 mi l es .
Al t e r na t i ve l y, f r o m Ma y t o S e p t e mb e r t h e pas s age ma y b e ma d e f r o m t h e Ar a f u r a Sea b y W~t a r , Omb a i , a n d
S u mb a St r a i t s t o 9 30' S, 113 00' E; t h e n c e N of Ch a g o s Ar c h i p e l a g o pa s s i ng t h r o u g h 6 30' S, 80 00' E a n d
4 00' S, 73 30' E a n d c r os s i ng t h e Ar a b i a n Sea t h r o u g h 3 00' N, 57 00' E; 8 00' N, 52 4 0 ' E a n d r o u n d
Ra s As i r . I f t h e Mo n s o o n p e r mi t s t h i s r o u t e ma y b e s h o r t e n e d b y a b o u t 20 mi l e s b y s t e e r i ng di r e c t f r o m t h e
e q u a t o r i n 64 0 5 ' E t o 8 00' N, 52 4 0 ' E. Di s t a n c e s : f r o m T o r t e s St r ai t , W e n t r a n c e 6180 mi l e s ; f r o m P o r t
Da r wi n 5600 mi l es .
6. 166. Ad e n - ~ F r e ma n t l e a n d s o u t h c o a s t o f Au s t r a l i a . Pa s s b e t we e n Ra s As i r a n d Soc ot r a ; t h e n c e s t e e r
t o 4 00' S, 73 30' E; a n d t h e n c e t o F r e ma n t l e or t o j o i n t h e coas t wi s e r o u t e ( 6. 132- 6. 137) 20 mi l e s WS W
of Ca pe Le e u wi n . Di s t a n c e s : F r e ma n t l e 4920 mi l e s ; 20 mi l e s WS W of Ca pe Le e u wi n 4950 mi l es .
6. 167. S o u t h c o a s t o f Au s t r a l i a a n d F r e ma n t l e - > Ad e n . F r o m Oc t o b e r t o Apr i l t h e r o u t e i s t h e r e ve r s e of
4 5 t h e E ' b o u n d r o u t e gi ve n i n ar t i cl e 6. 166.
F r o m Ma y t o S e p t e mb e r , f i r st ma k e a pos i t i on i n 8 00' S, 68 00' E; t h e n c e t h e pas s age ma y b e c o n t i n u e d
e i t h e r N or S of Socot r a, i n t h e f o r me r case t h r o u g h 8 00' N, 60 00' E a n d 13 00' N, 55 00' E; a n d i n t h e
l a t t e r cas e t h r o u g h 8 00' N, 52 40' E. Di s t a n c e s vi a N of Soc ot r a : f r o m 20 mi l e s WS W of Ca pe L e e u wi n
5120 mi l e s ; f r o m F r e ma n t l e 5100 mi l e s ; vi a S of Socot r a, f r o m 20 mi l e s WS W of Ca pe Le e u wi n 5010 mi l e s ;
50 f r o m F r e ma n t l e 4980 mi l es . F o r por t s E of Ca pe Le e u wi n , see 6. 132- 6. 137.
CHAPTER 7
PACIFIC OCEAN, CHINA AND JAPAN SEAS, AND EASTERN
ARCHIPELAGO
CONTENTS
WI NDS AND WEATHER
7.01 General notes
No r t h
7.02
7.03
7.04
7.05
7.06
7.07
7.08
7.09
7.10
Paci f i c Oc e an
Equatorial Tr ough . . . .
Seasonal winds of eastern Nort h Pacific Ocean
North-east Trade Wi nd
North-east Monsoon
South-west Monsoon
Variables
Westerlies .
Polar Easterlies
Tropical storms
Sout h Paci f i c Oc e an
7.15 Equatorial Trough
7.16 Nort h-west Monsoon
7.17 South-east Trade Wi nd
7.18 Variables , ,
7.19 Westerlies (Roaring Forties)
7.20 Tropical storms
Page
93
93
94
94
94
95
95
96
96
96
96
97
97
97
98
98
7.25 Nort h Pacific Ocean, east of 160 W .
7.26 Nort h Pacific Ocean, west of 160 W .
7.27 South Pacific Ocean, west of 160 W .
7.28 South Pacific Ocean, east of 160 W .
7.29 Lengt h of swell in Pacific Ocean
SWELL
98
98
98
99
99
CURRENTS
No r t h Paci f i c Oc e an
7.32 Mai n circulation
7.33 Nort hern part of Nort h Pacific Ocean . .
7.34 China Sea and other regions west of main Pacific circulation
Sout h Paci f i c Oc e an
7.37 Mai n circulation .
7.38 Central oceanic region
99
100
100
100
101
No r t h Paci f i c Oc e a n
7.42 Pack-ice
7.43 Icebergs
So ut h Paci f i c Oc e an
7.44 Pack-ice
7.45 Icebergs
ICE
101
101
102
102
102
90
7.48 Soundi ngs and danger s
7.49 Cur r ent s among t he i sl ands
POWER VESSEL ROUTES
N A V I G A T I O N A L N O T E S
102
103
P AS S AGE S B E T WE E N T OR R E S S T R A I T A N D E AS T COAS T OF A U S T R A L I A
7.51 Sout her n par t
7.52 Nor t her n par t
7.53 Tor r es St rai t
7.54 Di st ances
103
103
103
103
7.57
7.58
7.59
7.60
7.61
7.62
7.63
7.64
7.65
7.66
7.67
7.68
7.69
7.70
7.71
7.72
7.73
7.74
7.75
7.76
7.77
7.78
7.79
7.80
7.81
7.82
7.83
7.84
7.85
7.86
7.87
7.88
7.89
7.90
7.91
7.92
7.93
7.94
7.95
7.96
7.97
7.98
7.99
7.100
R O U T E S B E T WE E N A U S T R A L I A , N E W Z E A L A N D , A N D I S L A N D S I N S O U T H P ACI F I C
Hobar t ~-~ Bl uff Har bour .
Hobar t *-~ Wel l i ngt on
Hobar t +-~ Auckl and
Mel bour ne ~-~ Bl uff Har bour
Mel bour ne ~-~ Wel l i ngt on
Mel bour ne ~-~ Auckl and .
Sydney ~-~ Bl uff Har bour
Sydney ~ Wel l i ngt on
Sydney ,-~ Auckl and
Sydney ~-~ Papeet e .
Sydney ~-~ Noum6a
Sydney ~-~ Tongat apu
Sydney ~-~ Suva
Sydney ~-~ Api a .
Sydney ~ Ocean I sl and
Bri sbane ~-~ Bl uff Har bour
Bri sbane ~-~ Wel l i ngt on
Bri sbane ~-~ Auckl and
Bri sbane ~-+ Papeet e
Br i sbane +-~ Noum6a
Br i sbane ~ Tongat apu
Br i sbane ,-~ Suva
Br i sbane ~-~ Api a
Bri sbane +-~ Ocean Isl and
Tor t es St rai t ~-~ Wel l i ngt on
Tor t es St rai t ~ Auckl and
Tor r es St rai t *-~ Papeet e .
Tor r es St rai t +-~ Suva
Tor r es St rai t +-~ Api a
Tor t es St rai t ~-+ Ocean Isl and
Wel l i ngt on +-~ Papeet e
Wel l i ngt on ~-+ Auckl and .
New Zeal and *-~ Tongat apu
Ne w Zeal and ~-~ Ocean Isl and .
New Zeal and ~-~ Api a
Ne w Zeal and ~ Noum6a or Suva
Ne w Zeal and +-~ Papeet e .
Suva ~ Ocean Isl and
Suva ~-~ Tongat apu
Suva ~ Papeet e
Suva ~ Api a .
Tongat apu ~-~ Api a .
Tongat apu ~-~ Papeet e
Api a ~ Papeet e
, .
104
i 04
104
104
104
104
104
104
104
104
104
104
104
104
104
104
104
104
104
105
105
105
105
105
105
105
105
105
105
105
105
105
105
105
105
106
106
106
106
106
106
106
106
106
R O U T E S I N E A S T E R N A R C HI P E L A GO, C H I N A SEA, A N D E A S T E R N S EA
7.111 Si ngapore ~-~ Sunda St rai t or Dj akart a
7.112 Si ngapore ~ Bangkok or Sai gon .
7.113 Nor t h ~-~ sout h rout es t hr ough Chi na Sea .
7.114 Java Sea ~-~ Chi na Sea
106
:106
106
107
7. 115
7. 116
7. 117
7. 118
7: 119
7. 120
7. 121
7. 122
7. 123
7. 124
7. 125
7. 126
7. 127
7. 128
7. 129
7. 130
7. 131
7. 132
7. 133
7. 134
7. 135
7. 136
7. 137
7. 138
7. 139
7. 140
7. 141
7. 142
7. 143
PACI FI C OCEAN, CHI NA AND J APAN SEAS
Si n g a p o r e --> Pa l a wa n Pa s s a ge " . . . . . . . . . . . . . . .
Si n g a p o r e --> Ho n g Ko n g
Ho n g Ko n g - + Si n g a p o r e
Ho n g Ko n g ~ S h a n g - h a i a n d n o r t h e r n p o r t s
Si n g a p o r e --> S h a n g - h a i
S h a n g - h a i - + Si n g a p o r e
Si n g a p o r e ~ Na ga s a ki
Si n g a p o r e ~-+ Yo k o h a ma
F l o t s a m
Si n g a p o r e ~-~ ~I a ni l ~
Si n g a p o r e ~-~ S u l u Sea a n d Ba s i l a n St r a i t
Si nga por e , S u n d a St r ai t , a n d Dj a k a r t a ~ L o mb o k St r a i t a n d W&a ~ St r a i t
Si n g a p o r e ~-~ Amb o n
Si n g a p o r e ~-~ Ma k a s s a r
Si n g a p o r e ~-~ Su r a b a y a .
Si n g a p o r e ~-~ Ba l i k P a p a n
Si n g a p o r e ~-~ T a r a k a n
Si n g a p o r e ~-~ S a n d a k a n
Ba n g k o k a n d Sa i gon +-~ p o r t s i n Ea s t e r n Ar c h i p e l a g o
Ko n g Ko n g ~-~ S u n d a St r ai t , Dj a k a r t a , or Su r a b a y a
Ho n g Ko n g ~-~ S a n d a k a n
Ho n g Ko n g ~-~ Ta r a k a n , Ba l i k l ~a pa n, ' or Ma k a s s a r
Ho n g Ko n g ~ Amb o n
Ho n g Ko n g ~-~ Ma n i l a . .
Ho n g Ko n g +-~ I l oi l o
Ho n g Ko n g ~-~ Ce b u - -
Ma n i l a ~-~ S u n d a St r a i t or D j a k a r t a
Ma n i l a ~ Su r a b a y a , Ma ka s s a r , Ba l i k Pa p a n , or T a r a k a n
Ma n i l a ~-~ Sa n d a k a n , Ce b u , or I l oi l o .
91
107
107
107
107
108
108
108
108
108
108
108
108
108
109
109
109
109
109
109
109
109
109
109
109
109
109
110
110
110
7. 160
7. 161
7. 162
7. 163
7. 164
7. 165
7. 166
7. 167
7. 168
7. 169
7. 170
7. 171
7. 172
7. 173
7. 174
7. 175
7. 176
7. 177
7. 178
7. 179
7. 180
7. 181
7. 182
ROUT E S ON WE S T E RN S I DE OF P ACI F I C OCE AN
Au s t r a l i a a n d Ne w Ze a l a n d ~-~ As i a t i c s hor e s of Paci f i c Oc e a n
No r t h a n d eas t coas t of Aus t r a l i a , a n d Ne w Ze a l a n d +-~ Ch i n a a n d t ~as t er ~ Seas
Oc e a n r o u t e b e t we e n eas t coas t of Aus t r a l i a , a n d Ne w Ze a l a n d ~-~ No r t h - we s t s hor e s ~f Paci f i c
Oc e a n
Si n g a p o r e a n d Ho n ~ Ko n ~ ~-~ E' asterr~ a n d ~out he' r n coas t s o f ' Au s t r a l i a
We s t coas t of Au s t r a l i a ~-~ Ch i n a Se a a n d n o r t h - we s t Paci f i c Oc e a n
S y d n e y ~-~ Ba l i k P a p a n
S y d n e y ~-+ T a r a k a n
Ma n i l a ~-~ S h a n g - h a i
Ma n i l a ~ Yo k o h a ma
Ho n g Ko n g ~ J a p a n
S h a n g - h a i ~-~ Yo k o h a ma . - -
Yo k o h a ma or Ha k o d a t e ~-~ Pe t r o p a v l o v s k
Yo k o h a ma --~ Du t c h Ha r b o u r .
Ha k o d a t e - + Du t c h Ha r b o u r
Du t c h Ha r b o u r --~ Ha k o d a t e or Yo k o h a ma
T o r t e s St r a i t ~-~ Ya p or Gu a m .
Si n g a p o r e ~-~ Ya p
Ap i a a n d Su v a ~-~ Yap, Ma n i l a , a n d Ho n g Ko n g
Yo k o h a ma +-~ Gu a m or Ya p
Ap i a ~ Yo k o h a ma
Su v a ~-~ Yo k o h a ma . o
Ap i a ~-~ Gu a m a n d S h a n g - h a i .
Su v a ~-~ Gu a m a n d S h a n g - h a i .
110
110
111
112
113
113
113
113
113
113
114
114
114
114
114
114
114
114
114
115
115
115
115
ROUT E S ON E AS T E RN S I DE OF P ACI F I C OCE AN
7. 190 Du t c h Ha r b o u r ~-* No r t h a n d Ce n t r a l Ame r i c a
7. 191 Pa s s a ge s b e t we e n p o r t s o n Paci f i c coas t s of No r t h ' a n d ~ e n t r a i Ame r i c a .
7. 192 Sa n Fr a n c i s c o or Sa n Di e go ~-+ Cal l ao or I q u i q u e
7. 193 Sa n Fr a n c i s c o or Sa n Di e g o ~-~ Va l pa r a i s o .
7. 194 Sa n Fr a n c i s c o ~-~ Es t e r o d e Ma g a l l a n e s
7. 195 P a n a ma +-~ Paci f i c c oa s t of S o u t h Ame r i c a .
7. 196 Di s t a n c e s
115
115
115
115
115
115
. . . . 116
92 POWER V E S S E L R O U T E S
7. 200
7. 201
7. 202
7. 203
7. 204
7. 205
7. 206
7. 207
7. 208
7. 209
7. 210
7. 211
7. 212
7. 213
7. 214
7. 215
7. 216
7. 217
7. 218
7. 219
ROUT E S T O AND F ROM HONOL UL U
Ho n o l u l u ++ S y d n e y or Bri s bane
Ho n o l u l u ~ Tor r e s St rai t
Ho n o l u l u ~-~ Ne w Ze al and
Ho n o l u l u *+ Api a
Ho n o l u l u ~-+ Suv a
Ho n o l u l u *-~ Oc e an I s l a n~
Ho n o l u l u +~ To ng a t a pu .
Ho n o l u l u ++ Gu a m or Ya p
Ho n o l u l u *-~ Pape e t e
Ho n o l u l u ~-~ Si ngapor e
Ho n o l u l u ~-~ Mani l a
Ho n o l u l u ++ Ho n g Ko ng
Ho n o l u l u ~-~ Sha ng - ha i
Ho n o l u l u ~-~ Yo k o h a ma
Ho n o l u l u ~ Ha k o d a t e
Ho n o l u l u ~-~ Du t c h Ha r b o u r
Ho n o l u l u ~ Pr i n c e Ru p e r t
Ho n o l u l u ~-~ J u a n de F u c a St r a i t , Sa n Fr a nc i s c o, or S a n Di e go
Ho n o l u l u +~ P a n a ma
Ho n o l u l u ~-~ Paci f i c c oa s t of S o u t h Ame r i c a
116
116
116
116
116
116
116
116
116
116
117
117
117
117
117
117
117
117
117
117
7. 225 Pa p e e t e
7. 226 Pa p e e t e
7. 227 Pa p e e t e
7. 228 P a p e e t e
7. 229 P a p e e t e
7. 230 Pa p e e t e
7. 231 Pa p e e t e
7. 232 Pa p e e t e
7. 233 Pa p e e t e
7. 234 Pa p e e t e
7. 235 Pa p e e t e
7. 236 Pa p e e t e
ROUT E S T O AND F ROM P AP E E T E
~- ~ G u a m , . ,
~ Ho n g Ko n g or Ma n i l a
~-~ S h a n g - h a i
~-~ Yo k o h a ma
~-* Pr i n c e Ru p e r t . .
~-~ Por t s s o u t h of Pr i n c e Ru p e r t
- ~ P a n a ma
~-~ Cal l ao
~-~ I q u i q u e .
- ~ Va l pa r a i s o .
~-~ Es t r e c h o de Ma g a l l a n e s
~ Ca b o de Ho r n o s
117
117
117
117
118
118
118
118
118
118
118
118
S OUT H P ACI F I C T RANS - OCE AN ROUT E S
7. 240 S o u t h e r n r o u t e s acr os s Paci f i c Oc e a n
7. 241 T o r r e s St r a i t - + S o u t h Ame r i c a
7. 242 Ho b a r t - + P a n a ma .
7. 243 We l l i n g t o n - + P a n a ma
7. 244 Au c k l a n d --> P a n a ma
7. 245 P a n a ma --> Ne w Ze a l a n d
7. 246 Ch i l e a n d Pe r i l --> Ea s t c oa s t of Aus t r a l i a , a n d Ne w Ze a l a n d
7. 247 Ap i a ~ S o u t h Ame r i c a
7. 248 Suva~-~ S o u t h Ame r i c a
118
119
119
119
119
i 1 9
119
120
120
7. 260
7. 261
7. 262
7. 263
7. 264
7. 265
7. 266
7. 267
7. 268
7. 269
7. 270
7. 271
7. 272
7. 273
7. 274
MI D- P ACI F I C T RANS - OCE AN ROUT E S
E a s t b o u n d t r a n s - o c e a n r o u t e s i n l ow l a t i t ude s . Ce n t r a l Ro u t e
S y d n e y - + Ce n t r a l Ro u t e
Br i s b a n e - + Ce n t r a l Ro u t e
T o r t e s St r a i t - + Ce n t r a l Ro u t e .
Su v a a n d Ap i a --* Ce n t r a l Ro u t e
Ho n o l u l u - ~ Ce n t r a l Ro u t e
Gu a m - + Ce n t r a l Ro u t e
Ya p - ~ Ce n t r a l Ro u t e . .
Oc e a n I s l a n d - ~ Ce n t r a l Ro u t e
Ba s i l a n St r a i t - ~ Ce n t r a l Ro u t e
S a n Be r n a r d i n o - + Ce n t r a l Ro u t e
Ba l i n t a n g Ch a n n e l - + Ce n t r a l Ro u t e
Me l b o u r n e a n d S y d n e y --~ P a n a ma
P a n a ma --~ S y d n e y
Br i s b a n e - + P a n a ma
120
120
120
120
121
121
121
121
121
121
121
121
121
121
121
7.275
7.276
7.277
7.278
7.279
7.280
7.281
7.282
7.283
7.284
7.285
7.286
7.287
7.288
P A C I F I C OC E A N , C HI N A A N D J A P A N S E A S
Panama ~-~ Br i s bane
Tor r e s St rai t - ~ Pa na ma .
Oc e an I s l a nd - ~ Pa na ma .
Singapore --~ Panama ~ - -
Panama -~ Manila or Singapore
Pa na ma - + Gu a m
Guam -~ Panama
Ne w Zealand, Suva, ' and Apia *-~ Nort h America
Sydney or Brisbane ~-~ Nort h America
Torres Strait ~-~ Nort h America
Suva and Apia ~-* Panama
Guam or Yap ~ Nort h Americ~
Guam -~- Manila or Singapore .
Hong Kong ~-~ Guam or Yap
93
121
121
121
121
122
122
122
122
122
123
123
123
123
123
7.295
7.296
7.297
7.298
7.299
7.300
7.301
7.302
7.303
7.304
7.305
7.306
7.307
7.308
7.309
7.310
7.311
7.312
7.313
7.314
7.315
7.316
7.317
7.318
NORT H P ACI F I C TRANS - OCEAI ~ ROUT E S
General notes
Singapore --* Nort h America
Manila --~ Panama .
Manila --* San Diego or San Francisc~ - -
Manila
-~ Juan de Fuca Strait or Prince Rupert
Hong Kong --~ Panama
Hong Kong -+ San Diego or Sa~ Francisco"
Hong Kong -+ Juan de Fuca Strait or Prince Ru ~ert
Shang-hai --* North America
Yokohama --~ Panama
Yokohama -~ San Diego or San' Frandisco i
Yokohama
--~ Juan de Fuca Strait or Prince Rupert
Hakodate --~ Panama .
Hakodate --~ San Diego or San Francisco . .
Hakodate -~ Juan de Fuca Strait or Prince Rupert
Panama --* Hong Kong or Shang-hai
San Diego or San Francisco --~ Singapore, Manila, and China Sea:
Juan de Fuca Strait or Prince Rupert -~ Singapore, Manila, and China Seas
San Diego or San Francisco -+ Yokohama .
Juan de Fuca Strait --~ Yokohama
Prince Rupert -+ Yokohama
San Diego or San Francisco --~ Hako~ate
Juan de Fuca Strait --~ Hakodate
Prince Rupert -* Hakodate
123
124
124
124
124
124
124
124
124
124
125
125
125
125
125
125
125
126
126
126
126
126
127
127
WI NDS AND WE AT HE R 45
7.01. The following description of the winds and weather of the Pacific Ocean and adjacent seas amplifies the
general statement given in The Mari ner' s Handbook. For more precise information regarding oceanic winds
and weather, the mariner is referred to the atlases of Mont hl y Meteorological Charts of the East and West
Pacific Ocean (MO 518 and MO 484 respectively), published by the Marine Branch of the Meteorological 50
Office. Similar information is also contained in Charts 5127 (I) to (12) (Monthly Routeing Charts for Nort h
Pacific Ocean) and Charts 5128 (1) to (12) (Monthly Routeing Charts for South Pacific Ocean). Detailed informa-
tion about specific localities should be sought in the appropriate Admiralty Sailing Directions. In reading the
following description reference should also be made to World Climatic Charts 5301 and 5302.
In the E part of the Pacific Ocean, the winds and weather conform, in the main, with the text-book description 55
of oceanic winds and weather published in The Mari ner' s Handbook. In the W part of the ocean, however, the
seasonal heating and cooling of the Asiatic land mass results i n the establishment here of a monsoonal regime.
Conditions are further complicated, i n the region between Australia and the Philippines, by numerous islands,
many of which are of some size and height, causing marked differences i n the winds and weather experienced i n
different localities. These local effects are dealt with in the Sailing Directions. 60
No r t h Pa c i f i c Oc e a n
7.02. T h e Eq u a t o r i a l T r o u g h , known also as the Do l d r u ms , the Dol drum Belt, the Intertropical Convergence
Zone (I.T.C.Z.), the Intertropical Front (I. T. F. ), the Equatorial Front, or the Shearline, remains permanently
N of the equator, in longitudes E of about 160 W. To the W of that meridian, it lies in the S hemisphere from 65
about November or December unt i l April or May; in the summer of the N hemisphere it is virtually non-
existent W of about 150 E. In the W part of the North Pacific, therefore, the Equatorial Trough is really only
in evidence during the change of the monsoons, from about mid-September to mid-November, and from about
mid-April to mid-May. The weather of the Equatorial Trough is that typical of the Trough i n other oceans,
i.e. light, variable winds with calm alternating with squalls, heavy showers, and thunderstorms; but W of about 70
130 W, the frequency of calms and variable winds is considerably less than in the Equatorial Trough of other
oceans, and most winds are from an E' l y point. The mean positions of the Trough in January and July are shown on
charts 5301 and 5302. The actual position is subject to much variation, as is the width of the Zone, which averages
about 150 miles. The worst weather is generally experienced when the Trade Winds of the two' hemispheres
meet at a wide angle. Visibility is normally good, except in heavy rain. :
7 . 0 3 . S e a s o n a l w i n d s o f e a s t e r n N o r t h P a c i f i c O c e a n . I n s u m m e r , E of about 1 2 0 Q W; a n d b e t w e e n the
Equatorial Tr ough and the equator, there is an area covered by prevailing SW' l y winds, see chart 5302. These
winds are of a monsoonal nature, and result from the summer heating of t he Nort h American continent, which
I0 causes a reduction of pressure over that area, and a N' l y distortion of t heEquat or i al Tr ough; the South-east
Trade Wi nd of the South Pacific Ocean is drawn across the equator, is deflected to the right by the effect of the
earth' s rotation, and is felt as a SW' l y wind in the area under consideration.
Over the greater part of the area these winds prevail from about June to October, and replace the North-east
Trade Winds which prevail there in winter, see 7.04. The duration of the season of these south-westerlies varies
15 with latitude, being longest near the equator, near which S to SW winds are prevalent in most months E of
100 W.
Winds are mostly light or moderate, though squalls, in which the wi nd may at times reach gale force, are
rather common. Tropical storms, see 7.10, also produce strong winds and gales at times.
The weather is generally cloudy and unsettled, and rainfall is considerable, it is, in fact, these winds which
20 bring the rainy season to much of Mexico and Central America. Visibility over the open ocean is generally good
except in rain.
7.04. T h e N o r t h - e a s t T r a d e W i n d blows on the equatorial side of the large clockwise circulation around the
oceanic high pressure area situated in about 30 N. Thi s "hi gh" lies farther N and is somewhat more intense
25 in summer than in winter, and, while in the former season it generally consists of a single cell, in the latter
it more often represents the resultant of a succession of anticyclones moving E across the Nort h Pacific from
Asia, and becoming stationary over the E part of the ocean. In summer, the Trade Wi nd blows in the region
E of about 150 E, and between the Equatorial Trough and about 32 N; the limits are not fixed, but fluctuate
considerably. To the W of 150 E the Trades give way to the South-west Monsoon of the W part of the Nort h
30 Pacific, which is described in article 7.06.
As with the Trade Winds of other oceans, these winds are remarkable over large areas for their persistence and
steadiness. The general direction and steadiness of the wind in different parts of the zone can best be seen from
a study of charts 5301 and 5302, which will show that the direction becomes more N' l y (or even NW' l y) near
the American coast, and mainly E' ly, in summer, in the SW part of the area covered by these winds.
35 The strength of the North-east Trade averages force 3-4, but it often freshens to 5-6. Winds are likely to
reach force 7 or above on 1-3 days per mont h in the heart of the Trades; in the vicinity of the Mexican coast,
N of about 10 N, and between about 90 W and 100 W, the frequency rises to 3-6 days per mont h from
November to February. Apart from squalls, winds of this strength are unlikely within about 600 miles of the
equator.
40 The typical weather of the Trade Wi nd zone is fair, with scattered showers, and skies about half covered by
small cumulus cloud. At times the Trade becomes unsteady, being interrupted by a day or two of unsettled
showery weather with occasional squalls. In the NE part of the zone, near the American coast, cloud amounts
are generally smaller than elsewhere, and rain is rare.
Visibility over the open ocean is generally good, except in rain, but there is often a light haze which restricts
45 visibility to between 8 and 15 miles; showers, cloud, and haze usually increase when the wind freshens. Dust
haze is sometimes prevalent off the American coast and is associated with fresh or strong offshore winds.
7.05. N o r t h - e a s t M o n s o o n . In the winter of the N hemisphere, the cooling of the Asiatic land mass results in
the establishment of an intense area of high pressure over Mongolia and the E part of Siberia. The anticyclonic
50 wind circulation resulting from this pressure distribution gives rise to the establishment, at this season, of
NE' l y winds over the W part of the N Pacific S of about 30 N, and in the China Sea, and Yellow Sea. The N and
E limits of the area covered by the Monsoon are not very well defined. On its E side it merges with the North-east
Trade wind of the central and E parts of the N Pacific, while to the N it gives way to the prevailing westerlies of
higher latitudes.
55 The time of onset of the Monsoon varies with latitude. In the N it begins about September, while towards the
equator it does not become established until November. In April it becomes less steady, the prevailing direction
becomes more E' ly, and winds with a S' ly component are more frequent.
The general direction and steadiness of the Monsoon are indicated on chart 5301 ; at the height of the season,
in January, winds over the open waters of the South China Sea and E of the Philippines are almost exclusively
60 from between N and E, while in the Yellow Sea the direction becomes more N' ly, and over the S part of Japan
it is NW' l y. Wi nd direction becomes more variable as latitude increases. The strength of the wind changes with
latitude; it averages force 6 in T' ai -wan Strait, force 5 in the China Sea, and force 4 S of 10 N. It becomes less
steady, lighter, and more N' l y in direction towards the equator and amongst the islands of the Sulu Sea and the
Sulawesi Sea.
65 The strength of the wi nd over the open sea averages about force 5 in the N part of the monsoon zone, rising to
6 in T' ai -wan Strait, and decreases to force 4 S of about 10 N.
The movement of depressions in an E' ly direction across the area also affects the strength of the wind. As far
E as the general longitude of Japan there is often no closed wind circulation round newly formed "l ows"; their
passage is marked by a slackening of the monsoon ahead of t hem and a freshening, often to gale force, in their
70 r e a r .
PACI FI C OCEAN, CHI NA AND J APAN SEAS 95
At the height of the season in December and January, winds are likely to reach force 7 or above on 6-10 days
per mont h over much of the area between Vietnam, Luzon, T' ai -wan and Japan, as indicated on chart 5301 ;
the stormiest area is E of Luzon and T' ai -wan, where winds of this strength are likely on more than 11 days per
month. In the Yellow Sea their frequency is about 3-6 days per month, while S of the 10th parallel it decreases
to 0-3 days per month. 5
To the N of about 20 N, overcast skies with periods of light rain or drizzle are typical during this season,
especially from January to April, though at times there are periods of more broken skies, and in October and
November generally fair conditions prevail along the SE coast of China. In the Gul f of Pohai and the Gul f of
Liaotung, immediately t o leeward of the Asiatic land mass, a good deal of fine and settled weather with only
small amounts of cloud prevails. S of about 17 N, over the open sea, skies are only about half covered and there 10
are occasional showers; cloudiness increases again towards the equator and showers become more frequent.
The weather in the vicinity of land is greatly affected by the degree of exposure to the prevailing monsoon.
Where the monsoon blows onshore, and especially when the coast is backed by high ground, cloud amounts
are larger and rainfall is heavier than over the open sea, while to leeward of high ground fairer conditions prevail.
Information about specific localities is published in Admiralty Sailing Directions. 15
Over the open ocean, visibility is good except in rain. Off the coasts of China and Vietnam, poor visibility
becomes increasingly frequent after December, and mist or fog may occur on more than 10 days per mont h in the
vicinity of Nort h Vietnam in February and March, and on 8-9 days per mont h off Hong Kong in March and
Apr i l In the Gul f of Pohai and the Gul f of Liaotung, strong NW' l y winds at times bring dust haze from the
interior of Mongolia. 20
7.06. South-west Monsoon. In the summer of the N hemisphere, intense heating of the Asiatic land mass
results in the formation of an area of low pressure centred approximately over NW India with an extension over
the E part of Asia, see chart 5302. The South-east Trade Wi nd of the Pacific and Indian Oceans is drawn across
the equator and is deflected to the right by the effect of the earth' s rotation. Thi s wind, known as the South-west 25
Monsoon, is felt in the W part of the Nort h Pacific Ocean and the China Sea and Yellow Sea as a prevailing S to
SW wind, and in the Japan Sea as a S to SE wind. The N and E limits of the Monsoon are ill defined but, W of
about 140 E and S of about 40 N, winds are predominantly from between SE and SW at the height of the
season, in July. The general direction and steadiness of the winds at this period are indicated on chart 5302.
The Monsoon is steadiest in the South China Sea, where nearly all winds are from S and W; farther N and E 30
they are much more variable in direction, and in the early part of the season N of about 25 N, travelling depres-
sions may cause winds from any direction; along the China coast between 20 N and 30 N, and in the vicinity
of T' ai -wan, north-easterlies are still more common than south-westerlies in May.
The average strength of the Monsoon over the open sea is about force 3-4 in the South China Sea and force 3
elsewhere, but squalls, in which the wind may reach gale force, are fairly common. Apart from these squalls 35
or in the vicinity of tropical storms (7.10), winds do not often reach force 7 in the Monsoon season. Land and
sea breezes prevail close to the coast, and calms are not uncommon.
The weather over the open sea away from the effects of land is mainly fair, with skies about half covered, and
with occasional showers. Over the coasts, especially if exposed to the Monsoon and backed by high ground,
cloudy weather with frequent heavy rain prevails. 40
Visibility over the open ocean is good except when reduced by rain, but along the China coast there is a high
frequency of sea fog in certain months, due to the spread of warm moist equatorial air over water previously
cooled by the NE winds of the winter Monsoon. The water recovers its normal temperature progressively
from S to N, and the foggy season reaches its maxi mum in April off Hong Kong (8-9 days per month), in June
off Ch' ang Chiang (12 days), and in July off S Shantung (12 days). In the Japan Sea, fog occurs on 3-4 days per 45
month, and on 5-7 days per mont h off N Honshfi. After these months the incidence drops sharply to about 2
days per month, and fog is rare in the later part of the season.
7.07. Vari abl es. In a belt extending across the central part of the Pacific Ocean, and situated in about 25 N-
30 N in winter, and 35 N- 40 N in summer, there are variable and mainly light or moderate winds in the 50
vicinity of the oceanic anticyclone. In the E part of this zone winds are mainly N' l y in all seasons, and form a N
extension of the North-east Trade around the E flank of the oceanic "hi gh". In the W part of the zone, in summer,
winds become mainly S' ly, and merge with the South-west Monsoon described in article 7.06, while in winter they
give way, W of about 150 E, to prevailing NW' I y winds forming part of the circulation of the North-east
Monsoon. 55
In summer, winds are generally light, and are likely to reach force 7 only on rare occasions except in association
with tropical storms, (7.10), and E of about 140 W, where they may be expected to reach this strength on
1-4 days per month, the higher figure applying towards the American coast, near which strong N to !NIW winds
are common. At the height of the winter season in January, winds may be expected to reach force 7 or above on
1-3 days per mont h E of about 140 W, and on 3-6 days per mont h W of that meridian, increasing to 6- I 0 days 60
per mont h in the area covered by the North-east Monsoon W of about 150 E, described in article 7.05. The
weather in summer is generally fair or fine near the normal position of the oceanic "hi gh", see chart 5302,
which, at this season, usually consists of a single cell, and rain is infrequent. Cloudier conditions prevail E and
W of the area of high pressure; rainfall is light on the E side, towards the American coast, but more common to
the W. In winter the "hi gh" shown on chart 5301 usually consists of a series of E moving anticyclones, near 65
which fair or fine ~veather prevails, the intervening troughs of relatively low pressure being characterised by
cloudy, showery weather. Visibility in winter is mostly good except in rain, and over the open ocean fog is not
common. In summer fog and poor visibility become increasingly frequent towards the N limit of the zone
(40 N at this season) ; in the W this is due to the N' Iy flow of warm moist equatorial air over progressively colder
water, aggravated off the E coast of N Honshfi by contact with the cold Oya Shio ; in the E it is due to a similar 70
cooling by the California Current. Over much of the zone fog may occur on 3-4 days per mont h at this season,
rising to 5-7 days per mont h off the coast of California.
7. 08. We s t e r l i e s . On the polar side of the oceanic anticyclone, the prevailing winds are from some W' l y point,
5 but summer and winter conditions are markedly different, and it is convenient to treat the two periods separately.
In winter, N of 40 N, the almost continuous passage of depressions from the vicinity of China and Japan
in a NE' l y direction towards the Aleutian Islands and S Alaska causes winds to vary greatly in both direction
and strength, and winds from any direction may be experienced. As can be seen on chart 5301, strong winds and
gales are frequent. The region of highest gale frequency extends from E of Japan to the area S of the Aleutians
10 and the Alaska peninsula; in this region winds are likely to reach force 7 or above on 12 to 18 days per month.
The main feature of the weather is its great variability, periods of overcast skies and rain or snow alternating
with fairer intervals. Fine weather is seldom prolonged and cloud amounts are generally large. Although fog is
not common at this season, rain and snow often reduce visibility drastically; it is also often only moderate with
winds from a S' ly point, but is generally good (except in precipitation) with N' l y or NW' l y winds.
15 In summer, depressions are less frequent, much less intense, and their tracks are farther N than in winter.
Winds therefore, although they still vary a good deal both in direction and strength, are much lighter, and gales
are far less common. Over the greater part of the zone, winds may reach force 7 or above on 1-5 days per mont h
S of about 50 N; the quietest mont h is July, during which winds of this strength are unlikely on more than one
day on average. N of the 50th parallel observations are scarce, but the frequency of gales is probably the same
20 as above.
Over the greater part of the zone the weather is very cloudy and foggy; W of about 160 W fog occurs on
about 5-10 days per mont h in most parts, rising to more than 10 days per mont h over large areas, see chart 5302.
Thi s high incidence is due to the N' l y flow of warm moist S to SW winds over progressively colder water, in
particular over the cold waters of Oya Shio and the Kamchatka Current. E of 160 W the frequency is less but
25 it increases again to 5-10 days per mont h towards the W coast of Arneriea over the cold waters of the California
Current. Apart from fog, visibility is generally moderate.
30
35
7.09. Pol ar East erl i es. Since, in winter, the tracks of most depressions are S of the Aleutian Islands, the pre-
vailing winds in the Bering Sea at this season are often E' ly. As in the case of the westerlies, great variations in
both strength and direction occur, due to the passage of some depressions close to and across the area. The N
part of the zone is not navigable on account of ice; in the S part winds may reach force 7 or more on over 10 days
per month.
The weather is generally very cloudy, and precipitation, usually in the form of snow, is frequent, amounts
being greatest in the S. Visibility is often poor because of snow.
7.10. Tr o pi c a l s t or ms . In the W part of the Nort h Pacific these storms are known as t yphoons, and in the
E part as hur r i canes. They are fully described in The Mariner's Handbook, with their wami ng signs, and advice
on avoiding them.
The area mainly affected by typhoons is W and N of the Caroline Islands and Marianas Islands, and includes
40 the N part of the Philippines, the N half of the South China Sea, the vicinity of the China coast and T' ai -wan, the
Eastern Sea and Japan. Although typhoons may occur in any month, more than half are experienced from July
to October, and nearly 90 per cent between May and December inclusive; September is the mont h with the
greatest frequency with an average of just over 4 storms. The number experienced in any mont h varies greatly
in different years.
45 Taking the area as a whole, no mont h is i mmune from typhoons, but some parts of it are free from them in
certain months, notably the China coast, T' ai -wan Strait, and the W part of the Eastern Sea, in which areas
they have not been recorded from December to April.
The area mainly affected by hurricanes is the vicinity of the Pacific coast of America between about 10 N
and 30 N; they have, however, been recorded as far W as 130 W to 140 W, generally in the early part of the
50 season.
Almost all hurricanes occur in the period from June to October, the mont h of greatest frequency being
September, with an average of 2 storms; they are occasionally recorded in May and November, and very
occasionally in December; they are unknown from January to April. As with all tropical storms, the number
experienced in different years varies greatly.
55 More detailed information regarding the frequency of typhoons and hurricanes in different localities will be
found in Admiralty Sailing Directions, and in the atlases of Mont hl y Meteorological Charts for the West Pacific
(MO 484) and the East Pacific (MO 518) referred to in article 7.01.
So ut h Paci f i c Oc e an
60 7.15. As stated in article 7.02, the Equat or i al Tr ough remains N of the equator throughout the year in longitudes
E of about 160 W. In more W' l y longitudes it lies in the S hemisphere from about November or December to
April or May, reaching its extreme S position in February. The seasonal movement of the belt in the W part of
the South Pacific is thus large, as also is the day to day variation in its position, especially in the extreme W in
the vicinity of N Australia and New Guinea. The width of the zone averages about 150 miles, but it may at
65 times be as little as 50 miles and at others over 300 miles.
The weather is that typical of the Equatorial Trough elsewhere, in which calms and light, variable winds and
fine weather alternate with squalls, heavy rain (most often in the form of showers), and thunderstorms. Con-
ditions are generally more severe in the W part of the South Pacific than elsewhere in this ocean, due to the wide
angle at which the South-east Trade Wi nd and the Nort h-west Monsoon, see 7.17 and 7.16, meet. Visibility
70 over the open sea is good except in heavy rain.
7.16. Nor t h- west Monsoon. Duri ng the summer of the S hemisphere, pressure is low over the N part of the
heated Australian land mass, and the Equatorial Trough is located over that area. The North-east Monsoon
of the W part of the Nort h Pacific is drawn across the equator, is deflected to the left by the earth' s rotation,
and is felt over the South Pacific, W of about the 180th meridian and between the equator and the Equatorial
trough as a prevailing NW' l y wind known as the North-west Monsoon. The season of this monsoon varies 5
somewhat with latitude; in the vicinity of N Australia it is generally only firmly established in January and
February, while farther N in the Java Sea and the Banda Sea it normally blows from December to March.
The general wind direction is indicated on chart 5301 ; winds are mainly from N and NE near the equator,
and back gradually to between NW and W in more S' ly latitudes. Over much of the area the constancy of the
Monsoon is not great, and winds from other directions are also experienced, though at the height of the season 10
and away from the effects of land, winds from between S and E are uncommon; in the vicinity of the numerous
islands, local effects may give rise to variation in both the direction and force of the wind.
The strength of the Monsoon is generally only light or moderate, but squalls, in which the wind may reach gale
force, are rather common. Apart from these, or in the vicinity of tropical storms (7.10), winds of gale force
are unlikely. The weather is generally cloudy, and rain, usually in the form of heavy showers, is frequent over 15
most of the area. In the vicinity of land, the wind often varies greatly over short distances ; off coasts exposed
to the monsoon--especi al l y if backed by high ground--rai nfal l is often very heavy and cloud amounts are large,
while off sheltered coasts fair weather and less cloudy conditions prevail. VisibililTy over the open sea is generally
good except in heavy rain. Information relating to specific localities is published in Admiralty Sailing Directions.
2O
7.17. The Sout h-east Tr ade Wi nds blow on the equatorial side ofthe oceanic high pressure area situated in about
30 S. In the E part of the zone the Trade Winds are maintained by the semi-permanent anticyclone situated
towards the E side of the ocean and shown on charts 5301 and 5302, while in the W they are due to migratory
anticyclones moving E from the vicinity of Australia.
Over the greater part of the ocean, the N limit of the Trades is defined by the Equatorial Trough. In the winter 25
of the S hemisphere, E of about 120 W, and W of about 140 E, the N limit is the equator, N of which the Trades
recurve to form the South-westerlies of the E part of the Nort h Pacific, and the South-west Monsoon respectively;
these winds are described above among those of the Nort h Pacific Ocean. The S limit of the Trade winds is
situated in 15 S to 20 S in winter and in 20 S to 25 S in summer.
As with the Trade Winds of the other oceans, those of the South Pacific are remarkable over large areas for 30
their persistence and steadiness. The general direction and constancy of the wind can best be seen by studying
charts 5301 and 5302. In the vicinity of the W coast of South America the Trades blow from between S and SE,
while farther W the direction becomes predominantly E' ly. It becomes SE' l y again in winter W of about 160 E
and over the seas N of Australia, where it is sometimes known as the Sout h-east Monsoon. W of about 140 W,
from November to April, the Trade Wi nd is unsteady over large areas, and though the predominant direction 35
remains from between NE and SE, winds from other directions are rather frequent.
The average strength of the Trade Wi nd is about force 4, but it often freshens to force 5 or 6 over large areas.
Over the greater part of the Trade Wi nd zone, winds of force 7 or above are unlikely on more than 1 or 2 days per
mont h and, apart from short-lived squalls, are rare within 10 degrees of the equator. In an area between the
NE coast of Queensland, New Caledonia, and the New Hebrides, however, the frequency rises to 3-6 days per 40
mont h for much of the year.
Over the open ocean the characteristic weather of the steady South-east Trade Wi nd is fair with occasional
showers; skies are about half covered with small cumulus clouds, and there is a slight haze which reduces
visibility to between about 8 and 15 miles. Showers, cloud, and haze generally increase when the wind freshens.
To the E of about the 180th meridian, and between the equator and about 8 S but varying somewhat with the 45
season, there is a belt in which rainfall and cloud amounts are generally small. Thi s dry belt widens towards the
coast of South America to include most of the area covered by the Trade Wi nd; weather here is cloudier and
overcast skies are common.
From November to April, W of about 140 W, but excluding the dry belt mentioned above, weather is often
unsettled, the Trade becomes unsteady, and is followed by a period of cloudy, showery weather before settling 50
in again with increased strength and some squalls from between S and E.
Over the seas N of Australia, during the season when the South-east Trade Wi nd prevails in these regions,
namely from April to Sept ember or October, cloud amounts and rainfall are small; extensive dust haze prevails,
especially towards the end of the season, due to the persistent offshore winds from the increasingly dry interior
of the continent. These conditions are most marked in the Ti mor Sea, but are also prevalent in the Java Sea 55
and Banda Sea, and to a lesser extent in the A_rafura Sea. Visibility in haze is often less than 5 miles. Fog and mist
are rather common towards the coast of South America over the cold waters of the Pert~ Current (7.37) but
rarely occur elsewhere.
7.18. Vari abl es. Between the S limit of the South-east Trades and the N limit of the Westerlies, there is a 60
wide belt of variable winds of mainly moderate strength. The approximate area covered by this belt extends
from 25 S to 40 S in summer, and from 20 S to 30 S in winter. It does not, however, extend completely
across the ocean. To the E of about 85 o W, S to S E winds prevail, forming a S extension of the South-east Trades
around the E flank of the oceanic "hi gh". Except in the E part of the zone referred to above, winds vary consider-
ably in strength as well as in direction, and, in general, strong winds become more frequent with increasing 65
latitude. Over the greater part of the area winds are likely to reach force 7 or above on 1-3 days per month, rising
to 3-6 days per mont h towards the S limits of the zone. Thi s latter frequency is also reached in many months over
large areas W of about 160 W.
The weather is variable, being governed largely by the E-movi ng anticyclones already mentioned, iXTear the
centres of these anticyclones it is fair or fine, while the intervening troughs of low pressure are characterised 70
10
by cloudy, unsettled weather, with rainfall increasing towards the S. To the E of 85 W to 90 W, rainfall becomes
progressively smaller towards the N and E, and it is very infrequent in the vicinity of the American coast.
In this area, cloud amounts are often large, and overcast skies are common in winter.
Visibility is generally good in the N part of the zone except when reduced by rain, but the frequency of
moderate and poor visibility increases with latitude and towards the S limits of 40 S in summer and 30 S in
winter; visibility of less than 5 miles is recorded in some ten to fifteen per cent of ships' observations in summer,
and five per cent in winter. It is generally associated with winds from some N' l y point.
In the extreme E part of the zone, over the cold waters of the Perd Current, fog is rather prevalent, and off the
W coast of South America it occurs on 3-5 days per mont h towards the S limit of the zone.
7.19. T h e We s t e r l i e s , or R o a r i n g F o r t i e s , predominate S of the belt of high pressure described in articles
7.17 and 7.18. As in the zone of the Westerlies in other oceans, the almost continuous passage of depressions from
W to E causes the wind to vary greatly in both direction and strength. Gales are very common, especially in
winter, during which season winds are likely to reach force 7 or above on 5-10 days per mont h over most of the
1S area between 30 S and 40 S, and on more than 12 days per mont h S of the 40th parallel. One of the stormiest
areas is to the W of NW of Cabo de Hornos, in which region winds of this strength are likely on about 20 days
per mont h from July to September. In summer, gales are somewhat less common and occur farther S. To the E of
about 150 W, and between 40 S and 45 S, winds are likely to reach force 7 or above on 5-10 days per month,
and S of the 45th parallel the frequency rises to more than 10 days per month. To the W of 150 W, the area of
20 highest gale frequency is farther S, but in few parts of the zone of the Westerlies, namely S of the 40th parallel at
this season, is the frequency less than 3-5 days per month. Charts 5301 and 5302 give an indication of the distribu-
tion of gales in summer and winter respectively.
As in the Westerlies of other oceans, the weather is very variable, periods of overcast skies and rain or snow
associated with the fronts of E-movi ng depressions alternating with fair weather. Fi ne weather is seldom pro-
25 longed and cloud amounts are generally large at all times.
Visibility also varies greatly; with winds from a S' ly point it is generally good, while N' l y winds are often
associated with moderate or poor visibility. Fog is rather common in summer and may be expected on 3-5 days
per month.
30 7.20. T r o p i c a l S t o r m s are known as hur r i canes in the South Pacific. They are described, and advice on
avoiding t hem is given, in The Mariner's Handbook.
The area mainly affected is W of about 155 W and S of 8-10S. Most storms occur from December to April,
and the season of greatest frequency is from January to March; they are not unknown at other times and the
actual number of storms varies from year to year.
35 More detailed information about the frequency of hurricanes in specific localities will be found in Admiralty
Sailing Directions and in the atlas of Mont hl y Meteorological Charts for the Western Pacific (MO 484) referred
to in article 7.01.
dO SWELL
45
50
7.25. T h e N o r t h Pa c i f i c Oc e a n , e a s t o f 160 W, has large areas devoid of recorded observations of swell.
Information is therefore confined to certain localities.
Off the coast of America between about 20 N and 40 N a W' l y swetl, mainly low or moderate and rarely
heavy, persists throughout the year.
To the N of 50 N, swell is predominantly SW to W; it is mainly moderate but the frequency of heavy swells
increases to 20 per cent to 30 per cent in winter.
A NE' l y swell persists throughout the year SE of Hawaii. It is normally moderate or heavy, and may extend
as far E as 130 W and, in winter, as far S as the equator.
From June to November inclusive, a SW' Iy swell may be experienced off Colombia; it is normally low or
moderate. Farther W, between 100W and 150 W, a SE' l y swell which is moderate and, at times, heavy occurs
between the equator and 10 N.
For monthly details, see the Atlas of Mont hl y Meteorological Charts of the Eastern Pacific (MO 518).
55 7.26. In the N o r t h Pa c i f i c Oc e a n , w e s t o f 160 W, swell waves are frequently interrupted by the many islands,
particularly S of 20 N and near the Aleutian Islands. The statements which follow apply to the uni nt errupt ed
areas. In the SW part of the Nort h Pacific, the swell is governed by the monsoons.
From the equator to 20 N, a NE' l y swell predominates from November to March inclusive. It is mainly low
or moderate, but it is heavy on 10 per cent of occasions.
,60 The South China Sea is affected by a SW' Iy swell, sometimes moderate but only rarely heavy, from June to
August inclusive.
To the N of 20 N and W of 140 E, there is no predominant direction, though a NW' l y swell is often found.
Swell in this region is normally moderate or heavy; the frequency of heavy swells is about 30 per cent in the
area close E of Japan.
7.27. T h e S o u t h Pa c i f i c Oc e a n , w e s t o f 160 W, is encumbered by islands which interrupt swell waves. The
following statements therefore apply only to areas where there are few islands.
From the equator to 20 S, swell is predominantly from between NE and SE, and is mainly moderate in height.
From 20 S to 30 S, swell is frequently from between SE and SW but no direction predominates. In this
region swell is normally moderate or heavy.
99
F r o m 30 S t o 50 S, swel l i s p r e d o mi n a n t l y SW' l y , mo d e r a t e or he a vy. S of 30 S, t wo or e v e n t h r e e swel l s ar e
o f t e n p r e s e n t a n d r e p o r t s of c o n f u s e d swel l s ar e f r e q u e n t .
T o t he S of 50 S, s wel l c o me s ma i n l y f r o m b e t we e n NW a n d SW, mo d e r a t e or he a vy.
7. 28. I n t h e So ut h Paci f i c Ocean, eas t o f 160 W, t h e r e ar e va s t ar eas f or wh i c h swel l da t a ar e a l mo s t n o n - 5
e xi s t e nt , pa r t i c ul a r l y b e t we e n 30 S a n d 50 S a n d b e t we e n 80 W a n d 120 W. Ava i l a bl e da t a s h o w t h e f ol l owi ng.
Of f t h e coas t of S o u t h Ame r i c a , b e t we e n 10 S a n d 40 S, a S t o S W' l y swel l pe r s i s t s t h r o u g h o u t t h e year ,
n o r ma l l y mo d e r a t e b u t h e a v y at t i me s .
F r o m t h e e q u a t o r t o 20 S a n d f r o m 100 mi l e s of f t h e coas t of S o u t h Ame r i c a t o 130 W, a S E' l y swel l p r e -
d o mi n a t e s . I t i s ma i n l y mo d e r a t e , t h o u g h oc c a s i ona l l y heavy. 10
F r o m 30 S t o 50 S a n d b e t we e n 130 W a n d 160 W a mo d e r a t e t o h e a v y S W' l y swel l p r e d o mi n a t e s . Swel l s
o v e r 6 m i n h e i g h t ar e a c o mmo n f e a t ur e S of 35 S.
T o t h e S of 50 S, swel l c ome s ma i n l y f r o m b e t we e n NW a n d SW, a n d i s e i t h e r mo d e r a t e or heavy. As i n t h e W
p a r t of t h i s ocean, r e p o r t s of c o n f u s e d swel l ar e f r e q u e n t S of 30 S.
7. 29. L e n g t h o f s we l l i n Paci f i c Ocean. I n t h e No r t h Paci f i c, swel l i s n o r ma l l y a ve r a ge i n l e n g t h t h o u g h s h o r t
a n d l o n g swel l s c a n al so b e e n c o u n t e r e d . I n t he S o u t h Paci f i c, mo s t swel l s ar e s h o r t or a ve r a ge i s l e ngt h, b u t
wa ve s of mo r e t h a n 300 m i n l e n g t h oc c ur q u i t e of t e n a n d i t i s i n t h i s oc e a n t h a t t h e l onge s t swel l s occur .
I n t he S o u t h Paci f i c Oc e a n, f r eak wa ve s ma y occur , see 3. 09.
15
20
CURRENTS
No r t h Paci f i c Oc e an 25
7. 32. I n es s ent i al s , t h e ma i n c i r c ul a t i o n of t h e No r t h Paci f i c Oc e a n r e s e mb l e s t h a t of t h e No r t h At l a n t i c
Oc e a n (2. 15, 2. 16), t h o u g h t h e r e ar e s o me di f f er ences . Owi n g t o t h e e x t e n t of t h e oc e a n a n d t h e l i mi t a t i ons of
s h i p p i n g t r acks , t h e a va i l a bl e o b s e r v a t i o n s of c u r r e n t ar e i n a d e q u a t e t o s u p p o r t a c c ur a t e det ai l s of t h e f l ow ove r
l ar ge p a r t s of t h e ocean. T h i s p a r t i c u l a r l y a ppl i e s t o t h e mi d d l e l ongi t ude s , b o t h i n t h e e qua t or i a l r e gi on a n d i n
t h e r e g i o n of v a r i a b l e c u r r e n t l yi ng f a r t h e r N. 30
T h e S p a r t of t h e ma i n c i r c u l a t i o n i s f o r me d b y t he W- g o i n g No r t h Equat or i al Current . I mme d i a t e l y S
of t h i s c u r r e n t , t h e Equat or i al Count e r - c ur r e nt fl ows E acr os s t h e ocean, so t h a t t h e N b o u n d a r y of t h i s f o r ms
t h e S l i mi t of t h e No r t h Eq u a t o r i a l Cu r r e n t . T h e l i mi t s of t h e Co u n t e r - c u r r e n t ar e n o t exact l y k n o wn . I t s
S l i mi t l i es i n a b o u t 2 N t o 4 N i n wi n t e r . I n t h e W p a r t of t he oc e a n t h e r e is n o t mu c h s eas onal c ha nge , b u t
i n t h e E t h e r e i s a s e a s ona l s hi f t , t o a b o u t 6 N ( i n 110 W) i n s u mme r . T h e N l i mi t l i es b e t we e n a b o u t 6 N a n d 35
10 N, b e i n g f a r t h e s t N i n t h e E i n s u mme r . T h e S o u t h Eq u a t o r i a l Cu r r e n t , t h e N l i mi t of wh i c h r e a c he s t o
a b o u t 4 N, i s d e s c r i b e d i n ar t i cl e 7. 37.
T h e No r t h Eq u a t o r i a l Cu r r e n t ha s n o de f i ne d N l i mi t . T h e p r e d o mi n a n c e of t h e No r t h - e a s t T r a d e Wi n d
( 7. 04) de c r e a s e s wi t h i n c r e a s i n g l a t i t ude a n d t h e W' l y c u r r e n t s a c c o r d i n g l y decr eas e. T h e p r e d o mi n a n c e of
W' l y c u r r e n t t h u s g r a d u a l l y l es s ens u n t i l i t i s l os t i n t he r e gi on of va r i a bl e c u r r e n t wh i c h oc c upi e s t h e c e n t r a l dO
p a r t of t h e oc e a n. T h e l a t i t ude t o wh i c h s o me p r e d o mi n a n c e of W' l y c u r r e n t e x t e n d s a p p e a r s t o va r y wi t h t h e
s eas on. I n t h e mi d d l e l o n g i t u d e s of t he oc e a n i t i s a b o u t 25 N i n wi n t e r a n d a b o u t 30 N i n l at e s u mme r or
a u t u mn .
T h e Eq u a t o r i a l Co u n t e r - c u r r e n t fl ows c o n t i n u o u s l y t h r o u g h o u t t h e ye a r acr os s t he whol e e x t e n t of t h e
ocean, di f f e r i ng i n t h i s r e s pe c t f r o m t h e c o r r r e s p o n d i n g c u r r e n t of t he At l a n t i c Oc e a n (2. 15). I t al so di f f er s i n 45
t h e f a c t of i t s mo r e di r e c t or i gi n f r o m one of t h e Eq u a t o r i a l c u r r e n t s , o n t h e W s i de of t h e ocean. Du r i n g Ma r c h t o
No v e mb e r t he Co u n t e r - c u r r e n t i s f o r me d j o i n t l y b y t h e r e c u r v a t u r e of t h e No r t h Eq u a t o r i a l Cu r r e n t t o t h e S,
a n d t h a t of t h e S o u t h Eq u a t o r i a l Cu r r e n t t o t h e N. I n De c e mb e r t o Fe b r u a r y , p a r t of t h e wa t e r of t h e No r t h
Eq u a t o r i a l Cu r r e n t i s d i v e r t e d S d o wn t h e E coas t s of t h e i s l a nds of t h e P h i l i p p i n e Gr o u p S of Lu z o n . T h i s
wa t e r t u r n s di r e c t l y E a n d f o r ms t h e b e g i n n i n g of t h e Co u n t e r - c u r r e n t i n a b o u t 128 E. Du r i n g t he s e mo n t h s 50
t h e S o u t h Eq u a t o r i a l Cu r r e n t , N of t h e e qua t or , b e g i n s t o t u r n S i n a b o u t 140 E t o 150 E, a n d f i nal l y SE, so
t h a t i t pl a ys n o p a r t i n t h e f o r ma t i o n of t h e Co u n t e r - c u r r e n t .
I n al l s e a s ons p a r t of t h e No r t h Eq u a t o r i a l Cu r r e n t wa t e r e n t e r s t h e Sul a we s i Sea, e me r g i n g t h e r e f r o m i n a
NE ' l y d i r e c t i o n t o c o n t r i b u t e t o t h e Co u n t e r - c u r r e n t . T h e Co u n t e r - c u r r e n t i s s t r o n g e s t i n t h e mo s t W' l y p a r t
of i t s cour s e, f r o m N of Ha l ma h e r a (1 N, 128 E) t o a b o u t 145 E. 55
T o c o mp l e t e t h e ma i n c i r c ul a t i on, a l ar ge p a r t of t h e wa t e r of t h e No r t h Eq u a t o r i a l Cu r r e n t t u r n s N, t o t h e
E of Lu z o n , a n d pas s es u p t h e E c oa s t of T ' a i - wa n t o f o r m Kn r o Sh i o , a wa r m c u r r e n t wh i c h c o r r e s p o n d s t o t h e
Gu l f S t r e a m of t h e No r t h At l a n t i c . T o t h e S of t he J a p a n e s e i s l a nds Ku r o Sh i o f l ows i n a NE' I y di r e c t i on. T h e
c u r r e n t s u b s e q u e n t l y f a ns o u t t o f o r m t h e No r t h P a c i f i c C u r r e n t , wh i c h set s E acr os s t h e o c e a n t o t h e Ame r i c a n
coast . I t i s j o i n e d b y c ol d wa t e r f r o m t h e Be r i n g Sea, wh i c h f l ows d o wn t h e E coas t of Ka mc h a t k a as t h e 60
Ka mc h a t k a Current , a n d s u b s e q u e n t l y t u r n s SE a n d t h e n E. T h e whol e f o r ms a b r o a d b e l t of va r i a bl e c u r r e n t
wi t h a p r e d o mi n a n c e of E' l y set s, f i l l i ng t h e gr e a t e r p a r t of t h e r e g i o n b e t we e n 35 N a n d 50 N acr os s t h e oc e a n.
T h e c ol de r p a r t of t h e E- g o i n g wa t e r i s f o u n d N of a b o u t 42 N a n d i s k n o wn as t h e Al e ut i a n or Sub- arct i c
Current .
E of a b o u t 160 E, wa t e r f a ns o u t SE a n d S f r o m t h e S p a r t of t he No r t h Paci f i c Cu r r e n t . T o t h e W of a b o u t t he 65
180t h me r i d i a n , t h i s wa t e r pas s es i n t o t h e r e g i o n of va r i a bl e c u r r e n t ; b e t we e n 175 W a n d 140 W t he S- g o i n g
wa t e r , c o mp r i s i n g t h e wh o l e of t he r e s t of t he No r t h Paci f i c Cu r r e n t , t u r n s S W a n d pas s es i n t o t h e No r t h
Eq u a t o r i a l Cu r r e n t . Be t we e n a b o u t 140 W a n d t h e Ame r i c a n coast , t h e b u l k of t he Al e u t i a n Cu r r e n t t u r n s S a n d
S W a n d f i nal l y pas s es i n t o t h e No r t h E q u a t o r i a l Cu r r e n t . T h e p a r t of t h i s S- g o i n g c u r r e n t n e a r t h e c oa s t i s
cal l ed t h e Ca l i f or ni a Cu r r e n t .
5
10
The Ca l i f o r n i a Cu r r e n t does not meet the coast. From November to February a countercurrent, known as
the D a v i d s o n Cu r r e n t , sets N between the California Current and the coast to about 48 N. Duri ng the rest
of the year, the space between the California Current and the coast is filled by a number of irregular current
eddies.
In the region of the extreme E part of the Equatorial Counter-current, great seasonal variations occur off the
Central American coast, and numerous eddies are formed, which appear to vary from one year to another.
In most months the Counter-current will be met between 5 N and 6 N, and in the long run the water turns
W and then NW along the Central American coast, finally passing on to the Nort h Equatorial Current. In the
early part of the year some of the Counter-current branches S and enters the South Pacific Ocean, see 7.37.
There is an inflow into both sides of the Gul f of Panama. Some water from the Counter-current enters its W
side and some water from the Per6 Current enters its E side, during the greater part of the year. There is a resul-
tant outflow in the middle of the Gulf, crossing 80 W and turning SW to pass into the South Equatorial
current.
15
7.33. N o r t h e r n p a r t o f N o r t h Pa c i f i c Ocean. Not much is known about the currents of the Ber i ng Se a,
but there is a general counter-clockwise circulation round the coasts, N' l y on the E side and S' l y on the W side.
Thi s cold S-going current is the Kamchatka current referred to in article 7.32; it continues along the coast of
Kamchatka and passes the Kuril Islands, where it becomes known as Oy a S h i o . Oya Shio continues along the
E coast of the main Japanese island of Honshfi, until it meets the N edge of Kuro Shio in about 36 N. Oya Shio
20 thus corresponds to the Labrador Current of the Nort h Atlantic Ocean. Between 34 N and 36 N Oya Shio turns
E. Water also fans out SE and E all along the course of the current S of Kamchatka. The resulting E' l y current
flows parallel with and adjacent to the Nort h Pacific Current, being known as the Aleutian Current as already
stated. It has also been stated that the bulk of the Aleutian Current sets S, on the E side of the ocean, to form
the California Current. The remainder inclines NE, and then sets NW past Queen Charlotte Islands and along
25 the coast of SE Alaska. Thi s current is known as the Al a s k a Cu r r e n t . It is reinforced, during November to
January, by water from the Davidson Current, which then sets up the American coast in a N' l y direction as
far as the region of Vancouver Island. The Alaska Current follows the coastline of the Gul f of Alaska, setting in
a W' l y direction across its head and subsequently flowing W along the S coasts of the Aleutian Islands. To the W
of the meridians of 155 o W to 160 W, water recurves from the Alaska Current in S and SE directions to rejoin the
30 E-going Aleutian Current. The general circulation of the Gul f of Alaska thus forms a large counter-clockwise
eddy. The remainder of the W-going current S of the Aleutian Islands recurves N, perhaps between Tanaga
Island and Amchitka Island and so enters the Bering Sea. Thence turning NE and E, it forms the E side of the
Bering Sea circulation, referred to above.
35
7. 34. Ch i n a S e a a n d r e g i o n s w e s t o f m a i n Pa c i f i c c i r c u l a t i o n . In the China Sea and in the Java Sea the
currents are monsoonal. Duri ng the South-west Monsoon, the general direction of the current is W in the
Java Sea, NE in the China Sea and the Eastern Sea, and N in the Yellow Sea. Duri ng the North-east Monsoon,
these directions are reversed to S in the Yellow Sea, SW in the Eastern Sea, and the China Sea and E in the Java
40 Sea. In the S part of the China Sea there is an area of variable current W of Borneo and Palawan where caution
is advised, see 7.113, in both monsoons, but a weak monsoonal current runs along the W coasts alternating
between NE and SW during the year. The E part of the East China Sea is occupied by Kuro Shio.
In the China Sea, the NE current is found from May to August inclusive. September is the transition month,
but the NE current still persists in the S part of the China Sea. In October the SW current becomes established
45 everywhere, and this continues till the middle or end of March. April is the transition month.
In the Java Sea, the W' l y current runs from June to September and the E' l y current from November to
March. April, May, and October are transition months.
In the Japan Sea, the general circulation is counter-clockwise throughout the year, the N-goi ng current on
the E side of the sea being a branch of Kuro Shio which has passed through Korea Strait. Part of the N-goi ng
50 current branches off through Tsugaru Kaiky6 and flows into Oya Shio, and another part branches off through
S6ya KaikyS.
Ther e is little or no current in the central part of the Sea of Okhotsk. A counter-clockwise current flows round
the coastal regions.
55 S o u t h Pa c i f i c Oc e a n
7.37. The ma i n s u r f a c e c i r c u l a t i o n of the South Pacific Ocean is counter-clockwise. Less is known about
the currents of the South Pacific than about those of the other oceans S of the equator, on account of its great
extent and the large areas, particularly on the E side of the ocean, which are not traversed by the normal shipping
tracks.
60 The S o u t h Eq u a t o r i a l Cu r r e n t of the Pacific Ocean has its N limit from 1 to 4 or 5 N of the equator in
different longitudes and seasons, the limit being defined by the E-going Equatorial Counter-current of the
Nort h Pacific Ocean, which flows immediately N of it. The South Equatorial Current lies farthest N of the equator
in the summer of the S hemisphere and only just N of the equator in the winter.
To the S of about 6 S, there is, generally speaking, a considerable reduction in the average strength of the South
65 Equatorial Current, though the general W' l y direction remains. In the region between about 6 S and 20 S,
this weaker and less constant W' l y current is known as the S o u t h S u b - t r o p i c a l Cu r r e n t .
On the W side of the ocean, the course of the South Equatorial Current varies seasonally. In June to August
the whole current follows the N coast of New Guinea in a NW' l y direction and then recurves to the N and
NE, passing into the E-going Equatorial Counter-current of the Nort h Pacific Ocean, to which the Nort h
Y0 Equatorial Current of that ocean also contributes. In September to November and in Ma r c h t o May
some water also recurves from the N part of the South Equatorial Current into the Equatorial Counter-current.
It recurves SW and S and flows past the N coast of New Guinea in a SE' Iy direction. Ther e is thus a complete
reversal of current along this coast during the year.
Water flows SW from the South Sub-tropical Current past Ellice Islands, the New Hebrides, and New
Caledonia, but the currents experienced in this region, so far as they are known, show considerable variation. 5
Little is known of the currents of the Coral Sea except that in the N part the resultant set is towards Torres
Strait and in the S part it is SW or S' ly, towards the East Austral i an Coast Current, which sets S along the SE
coast of Australia.
The S side of the main circulation is formed by the Sout her n Ocean Cur r ent , setting in E' l y or NE' Iy direc-
tions. Observations of this current are scanty over the great extent of the ocean. They appear to show that the 10
current is in general weaker and more variable than it is in the longitudes of the South Atlantic Ocean and the
Indian Ocean, and that N' l y sets are not infrequent.
Between Australia and New Zealand the current is variable with some predominance of E' l y sets. The bulk
of the East Australian Coast Current mixes with the water of the Southern Ocean Current that flows in an
E' ly direction S of Tasmania and through Bass Strait. Some of this combined water sets as a NE' I y current 15
along both the W and E coasts of South Island, New Zealand.
The bulk of the Southern Ocean Current passes direct into the South Atlantic Ocean, S of Cabo de Hornos.
The N part of this current, however, meets the coast of Chile between Isla Chilo6 and Golfo de Pefias. There
it divides, part going N to form the beginning of the Peril Current and part following the coast SE to rejoin the
main body of the Southern Ocean Current S of Cabo de Hornos. 20
The E side of the main circulation is formed by the relatively cool l~er~ Cur r ent , sometimes known by its
older name of Humbol dt Cur r cnt . It follows the coastline in a N' l y direction to the equator. Between Golfo
de Guayaquil and the equator, the bulk of the Peril Current trends seaward and passes into the South Equatorial
Current. The Peril Current is of considerable width, perhaps 300 miles or more. The part near the coast is
sometimes called the Per d Coastal Current, while the part at some distance from the coast, which does not 25
follow the mi nor irregularities of the coastline, is called the Per d Oceani c Current.
A branch of the Peril Current continues N off the coast during the greater part of the year and enters the Gul f
of Panama, see 7.32.
Duri ng the winter of the N hemisphere, in the more E' l y longitudes of the Nort h Pacific Ocean, the E-going
Equatorial Count er-current (7.32) extends farther S than at other seasons. At this time, a branch of this current 30
turns S along the coast of Ecuador into the South Pacific Ocean, but in most years its S limit is only a few degrees
S of the equator. Thi s warm S-going current is called "El Ni ho", or the Hol y Chi l d Cur r ent . While sometimes
it begins to flow about the time of Christmas, it is more regularly observed in February and March. In exceptional
years, it extends farther S along the coast of Per'd, occasionally to beyond Callao.
7.38. Central oceani c regi on. On account of the great width of the South Pacific Ocean there is a vast central
area, bet ~een about the 20th and 45th parallels of S latitude, while forms the largest area of variable currents
in the world. Over the greater part of this area, current observations are scanty, particularly on its E side. Certain
regions show a slight predominance of current in various directions; in other regions the number of currents
observed in all directions are almost equal. No general trend of current over any extensive area is shown during
any part of the year. Between New Zealand, Norfolk Island, Fiji, and Tonga, currents in any direction may be
experienced, but there is some predominance of currents between N and E, particularly in the half-year May to
October.
35
40
ICE
45
7.41. Gener al r emar ks . The following brief account ofi ce in the Pacific Ocean should not be taken as complete
or in any way all-embracing. More detailed information than can be given here will be found in the following
publications, which should be consulted, as appropriate, before undertaking passages through areas in which 50
ice is likely to be encountered.
Admiralty Sailing Directions covering the appropriate areas.
The Mariner's Handbook.
Washington, U. S. Navy, Climatological and Oceanographical Atlas for Mariners, Vol. II, N. Pacific Ocean,
1961. 55
Washington, U. S. Navy, Oceanographic Atlas of the Polar Seas, H. O. 705.
Charts 5127 (1) to 5127 (12)--Mont hl y Routeing Charts for the Nort h Pacific Ocean.
Charts 5128 (1) to 5128 (12)--Mont hl y Routeing Charts for the South Pacific Ocean.
Charts 5301, 5302--Worl d Climatic Charts.
Mont hl y Ice charts for the Nort h Pacific Ocean. 60
A general statement regarding ice is given in Chapter 1 of this book.
A factor always to be borne in mi nd where ice conditions are concerned is their great variability from year to
year. For this reason, and on account of the sparsity of observations in many areas, the charted positions of the
limits should be regarded as approximate.
65
Nort h Pacific Ocean
7.42. Pack-i ce. Charts 5301 and 5302 indicate the meanl i mi t s of 4/8 pack in March and Septemherrespectively,
in which months it attains its greatest and least extent. The Routeing Charts indicate the maxi mum limit of
pack-ice in any particular month. An examination of these limits reveals the marked influence of winds and
currents; on the W side of the ocean the N' l y winds of winter and cold Kamchatka Current and Oya Shio bring 70
the ice to relatively low latitudes, while on t he e side, except in the N part of the Bering Sea, open water is
maintained by:the warm Nort h Pacific Current.
Duri ng an average winter, navigation off the E coasts of Asia is i mpeded as far S as about 45 N. By mi d-
November, coastwise navigation is interrupted as far S as 60 N, and is Closed N of 62 N; ice is also present in
5 all coastal waters of the N and W parts of the Sea of Okhotsk, in t he N part of the Gul f of Tartary, and E of
Ostrov Smkhalin N of 50 N. In December, navigation is closed to all ports N of 60 N, and ice may be found
anywhere in the Gul f of Tartary N of 47 N, as well as along the E coast of Ostrov Sakhalin and along the coasts
of the Russian Maritime Province as far S as 43 N.
From January to March, the whole of the coastal waters of the Russian Maritime Province, the greater part
10 of the Gul f of Tartary, and the coasts of N Hokkaid6 and the SW Kuril Islands are encumbered with ice in
varying degrees, as also is the whole of the Sakhalin area and the greater part of the Sea of Okhotsk, except the
deep central portion. Ice is also present in the vicinity of the NE Kuril Islands and along much of the E coast of
Kamchatka and the coast farther N.
In April the ice edge begins to retreat N, and by mid-May, after an average winter, there is little or no ice S
15 of about 52 N. By mid-June, ice is confined to the SW part of the Sea of Okhotsk. the N part of Penzhinskiy
Zaliv, Proliv Litke, Zaliv Olyutorskiy, and from Anadyrskiy Zaliv to the N. By late July, vessels can generally
pass through Bering Strait.
The months during which ports are closed to navigation vary not only with the severity of the season and the
prevailing winds, but also with the availability of ice breakers; detailed information should be sought in
20 Admi ral t y Sailing Directions.
Ice may also be found in the shallow waters of the Gul f of Pohai and the Gul f of Liaotung between the middle
of November and the end of March; the port of Ying k' ou (Newchwang) at the head of the latter gulf is closed to
navigation from December to March.
Along the Alaskan coast in the average winter, ice extends as far as 56 N from December to April; in very
25 severe winters the extreme NE Aleutian Islands may be affected. The ice edge advances S during October and
November and retreats N during May and June, and ice is not normally found frrom July to September except
near the Bering Strait.
Duri ng the ice season, the N half of the Bering Sea is filled with pack-ice, though it is not solidly frozen.
30 7.43. I ceber gs are not a feature of the Nort h Pacific Ocean, because there are no breeding grounds for them.
Occasional floebergs may be expected among the pack ice, particularly in the W part of the Bering Sea.
Sout h Paci fi c Ocean
7.44. Pack-i ce. Charts 5301 and 5302 indicate the mean limits of 4/8 pack in February-March and Sept ember-
35 October, in which months it attains its least and greatest extent respectively. None of the normally inhabited
places in the South Pacific Ocean is affected, but great circle sailing between Australian or New Zealand ports
and the more S' ly ports of South America is prevented~
7.45. I ceber gs. The icebergs that occur in the Southern Ocean are not, in most cases, calved from glaciers, but
dO consist of portions that have broken away from the great ice shelves which fringe parts of the Antarctic continent.
They are consequently flat-topped, and they may be of immense size.
In November and December, when the mean limit reaches its farthest N, it runs from about 100 miles S of
Cabo de Hornos along the 57th parallel to 90 W, whence it curves N to 52 S, 120 W. Between 120 W and
the 180th meridian it is situated between 50 S and 52 S, whence it continues in a SW' l y direction to about 55 S
,~5 in the longitude of Tasmania.
In May and June the mean limit of icebergs is everywhere S of the 55th parallel. W of 150 W it lies within a
degree or two of 60 S.
Wi t h regard to the extreme limit of icebergs, information for many parts is too scanty for a confident description.
The season of greatest extent varies from one longitude to another. Moreover, factors other than climatic may
50 be responsible for abnormal numbers or abnormal movement of bergs. Earthquakes, for example, may increase
the number calved. Accordingly, it is probably best to regard the extreme limit of icebergs as unrelated to the
time of year.
The extreme limit is indicated on charts 5301, 5302, and on charts 5128 (1) to (12).
55
NAVI GATI ONAL NOTES
7.48. Soundi ngs and dangers. Very large areas of the Pacific Ocean are unsurveyed, or imperfectly so. In
many areas no sounding at all has been recorded.
60 The presence of a single sounding on the chart can only prove the non-existence of a shoal or reef within a
very limited area, and it may be said, as an approximation, that no shoal is likely within a radius of 7 miles from
a sounding of 3660 m; within 3 miles of a sounding of 2740 m; or within 2 miles of a sounding of 1830 m.
A danger may lie within mile, or less, of a depth of 900 m, so precipitous is the rise of a coral reef or a vigia
from the ocean bed.
65 Many reefs, shoals, and patches of discoloured water were reported in the years 1943 to 1945, when many
vessels were navigating off the usual routes.
The routes laid down in this book are those considered most likely to lead clear of dangers, but Owing to the
reasons stated above, t he only safeguards are a good look out, and careful sounding. In the interests of all vessels
it cannot be stressed too strongly that a sounding should be obtained (from a boat is possible), over any suspected
70 danger. ~ ~ ' '
PACI FI C OCEAN, CHI NA AND . ~APAN SEAS
103
7.49. Currents a mo ng the i sl ands. Particular and constant attention must be paid to the current when navi-
gating amongst the groups, for, when near the islands, it is sometimes deflected and always accelerated. Again,
most of the islands are so low that it is almost impossible to see t hem at night, and ships may be driven on the
barrier or fringing reefs with no warning from sounding, the reefs having, i n general, very deep water close to.
5
PASSAGES BETWEEN TORRES STRAI T AND EAST COAST OF AUSTRALI A
7.51. Sout hern part. Coastwise passages off the S part of the coast of Queensland and the Pacific coast of 10
New South Wales are affected by the East Australian Coast Current, which sets S at all times offmost of this part
of the coast. Between 32 S and 34 S the strength and constancy of the current are decreased by reason of the
diversion of water i n a SE' ly direction towards the open ocean. Between 34 S and Cape Howe currents may
set in any direction, sometimes with an onshore component; close inshore there may be a predominantly N-going
current at t~mes. 15
Cape Pillar and Tasman Island may be rounded at a distance of 1 mile, but the rest of the E coast of Tasmania
should not be closed within 5 miles. Because of the current, ships navigating off the mainland coast should keep
well inshore, and inside of Montagu Island when N- bound; S-bound, they should maintain an offing of about 15
miles.
20
7.52. Nort hern part. Between ports S of Brisbane and Torres Strait, ships may take either the Outer Route,
E of Great Barrier Reefs and through the Coral Sea, or make the N part of the passage inshore of the Reefs
by the Inner Route. The Outer Route is not normally used, as numerous large reefs have to be given a wide
berth, especially at night, owing, to the strong and variable sets which can often be experienced. The most
satisfactory Outer Route track leads from off Sandy Cape to the passage between Saumarez Reef and Frederick 25
Reef (21 00" S, 154 20" E), which are both lit, and thence E of Lihou Reef, E of Eastern Fields, N of Lagoon
Reef, and to Great North East Channel by the recommended track which is shown on the charts.
On the Inner Route, adequate navigational aids are available and the saving i n distance is considerable. It is
described in Admiralty Sailing Directions. For the purposes of this book, it is assumed that pilots are embarked or
disembarked off Cartwright Point, Brisbane, and that Capricorn Channel is used. 30
7.53. Tor r es Strait (6.126) itself has not been properly surveyed, but, of the several channels through the Strait,
Prince of Wales Channel has been surveyed in considerable detail and is the best and most commonly used. Thi s
channel is approached from E either from the Inner route through Adolphus Channel, or from the Coral Sea
through Bligh Entrance (9 12" S, 144 00' E) and Great North East Channel. The approach from W is made
from the vicinity of Carpentaria Shoal, through Gannet Passage, where the controlling depth will probably be
found, see Admiralty Sailing Directions, which also publish the latest information on pilotage and limitation of
draught.
7.54. Di s t ances : Bligh Entrance, 9 12" S, 144 00' E to j unct i on with Inner route off Twi n Island, 129 miles;
thence to 10 50' S, 140 59' E, SW of Carpentaria Shoal, 90 miles ; total for Torres Strait as quoted in this book
219 miles. Between ports on E and S coasts of Australia and the position SW of Carpentaria Shoal, using Inner
Route distances are:
SW of Carpentaria Shoal
Brisbane 1370
Adelaide
1820 470 Sydney
2360 1000 540 Melbourne
2780 1430 945 460
2440 1080 620 see 6.138
40
45
50
750 Hobart 55
Rout es passi ng t hrough Torres Strait. Directions and distances for routes passing through Tortes Strait
will be found from the references given below. Distances E and W of Torres Strait are worked from the W 60
entrance i n 10 50' S, 140 59' E, SW of Carpentaria Shoal.
Cape of Good Hope 6.121, 6,157, 6.158, 6.160
Red Sea 6.164, 6.165
Persian Gul f 6.155
Bay of Bengal 6.140 65
Singapore 7.163
Sunda Strait 6.120
Australian coastwise 6.125-6.137 and 7.51-7.54
NewZeal and 7.81, 7.82
South Pacific Ocean 7.83-7.86, 7.240, 7.241 70
Western shores of Pacific Ocean
Honol ul u 7.201
Central America 7.263
Nort h America 7.284
7.160-7.163, 7,165
10
15
ROUTES BETWEEN AUSTRALIA, NEW ZEALAND, AND I SLANDS I N SOUTH PACI FI C
7.57. Hobar t *-~ Bl uff Har bour . By great circle between Cape Pillar and Solander Island. Distance 920 miles.
7.58. Hobar t ~-~ Wel l i ngton. By great circle between Cape Pillar and Cape Farewell, in the W approach to
Cook Strait. Distance 1270 miles.
Alternative routes are SE of South Island. Distance, passing S of Stewart Island, 1410 miles ; through Foveaux
Strait, 1370 miles.
7.59. Hobar t *-~ Auckl and. By great circle between Cape Pillar and a position between Three Kings Islands
and Cape Reinga, thence coastwise. Distance 1520 miles.
7.60. Mel bour ne --* Bl uf f Har bour . Pass through Banks Strait and thence steer by great circle to the landfall
20 at Solander Island. Distance 1170 miles.
7.61. Mel bour ne ~-~ Wel l i ngton. After clearing Bass Strait proceed by great circle to pass N of Cape Farewell
and thence steer for Cook Strait. Distance 1450 miles.
25 7.62. Me l bour ne ~ Auckl and. By great circle between Wilson Promontory and a position midway between
Three Kings Islands and Cape Maria van Diemen, thence coastwise. Distance 1620 miles.
30
7.63. Sydney ~-~ Bl uff Har bour . By great circle between Port Jackson and Solander Island. Distance 1100 miles.
7.64. Sydney ~-~ Wel l i ngton. By great circle between Port Jackson and the W entrance to Cook Strait. Distance
1220 miles.
35
7.65. Sydney +-~ Auckl and. As direct as navigation permits, passing on either side of Three Kings Islands.
Distance 1250 miles.
7.66. Sydney ~-~ Papeete. By great circle, passing between Raoul or Sunday Island and Macaulay Island, in the
Kermadec Islands, and on either side of Mangaia (21 55" S, 157 55" W) . See Admiralty Sailing Directions.
Few soundings are charted on this route E of about 175 W. Distance 3300 miles.
40 7.67. Sydney ~-~ Noum6a. By great circle, passing about 40 miles NW of Middleton Reef. Distance 1050
miles.
45
7.68. Sydney ~-~ Tongatapu. By great circle between Sydney and 21 00' S, 175 24' W, in the W approach to
Ava Lahi. Thi s track passes close S of Ball's Pyramid, and close N of Norfolk Island, and about 30 miles NW of
Minerva Reef. See Admiralty Sailing Directions. Distance 1940 miles.
50
7.69. Sydney ~ Suva. The great circle track between Sydney and Kandavu Passage, which should be followed,
passes about 22 miles SE of Elizabeth Reef, 18 miles SE of Hunt er Island, and 32 miles NW of Conway Reef.
Caution is necessary near Elizabeth Reef owing to the variability of the currents. Distance 1730 miles.
7.70. Sydney ~-~ Apia. The route is by great circle between Sydney and 19 50' S, 180 00' W; E of which
position it passes 10 miles SE of Ongea Ndriki, 20 miles NW of Cura~oa Reef, and through Apolima Strait.
55 7.71. Sydney .-~ Ocean I sl and. As direct as possible, passing NW of Bampton Reefs. Thi s track passes close
to Selfridge Bank and the position of the 25 m (14 fm) shoal reported i n 1960 about 68 miles ENE of Bird Islet,
on Wreck Reef. Distance 2210 miles.
7.72. Br i sbane ~-~ Bl uff Har bour . By great circle between the approach to Brisbane and Solander Island
60 Distance 1420 miles.
70
7.73. Br i sbane ~-~ Wel l i ngton. By t humb line to the W entrance to Cook Strait. The rhumb line track clears
Lord Howe Island and Ball' s Pyramid better t han the great circle. Distance 1390 miles.
7.74. Br i sbane ~-~ Auckl and. By rhumb line t o pass 13 miles N of Three Kings Islands. Thi s track gives
better clearance of Middleton Reef than does the great circle. Distance 1290 miles.
7.75. Br i sbane ~-* Papeet e. Take' the great circle track to 21 00' S, 159 50' W, about 10 miles N of Rarotonga,
and pass 10 miles S of Mauke. Thi s track passes clear of all known dangers but there are few soundings E of
177 W. Distance 3210 miles.
7.76. Br i sbane ~-~ Noum6a. By rhumb line, passing midway between Capel Bank and Kelso Bank. Distance 765
miles.
7.77. Br i sbane ~-~ T o n g a t a p u . Direct, by great circle between Brisbane and the entrance to Ava Lahi. Distance
1770 miles.
7.78. Br i sbane ~-~ Suva. Pass S of Capel Bank, through 25 40' S, 160 00' E and 23 20' S, 170 00' E to clear
the reported banks and dangers SE of New Caledonia. Proceed thence direct to Kandavu Passage, passing midway
between Matthew and Hunt er Islands. Distance 1510 miles.
7.79. Br i sbane ~-~ Apia. Take the great circle track between Brisbane and 20 00' S, 178 45' W, about 30 miles
WSW of Vatoa, keeping nothing to N of this track when in the vicinity of the reef reported, in 1943, to lie about
42 miles W of Vatoa. From this position, steer to pass 20 miles NW of Curagoa Reef and thence through Apolima
Strait. Distance 2150 miles.
7 . 8 0 . B r i s b a n e *-* O c e a n I s l a n d . Pass between Cato Island and Wreck Reef to 21 30' S, 156 05' E; thence
by great circle to Ocean Island. Distance 1810 miles.
10
15
7.81. Tor r es St rai t ~ W e l l i n g t o n . Take the Inner route between Great Barrier Reef and Capricon Channel
(7.52), thence proceeding by rhumb line to pass N of Middleton Reef and to Cook Strait. Distance: Torres
Strait (W entrance) to Wellington 2710 miles.
7.82. Tor r es St rai t *-* A u c k l a n d . Take the Inner route between Great Barrier Reef and Capricorn Channel
(7.52), thence to round Cape Brett and coastwise to Auckland. Distance: Tort es Strait (W entrance) to Auckland
2600 miles.
7.83. T o r r e s S t r a i t *-* P a p e e t e . From Great Nort h East Channel (7.52) steer to round the N point of Espiritu
Santo Island (New Hebrides) and thence continue N of Fiji Islands to Tahiti, passing S of Niua Fo' ou and
Niuatoputapu. Balmoral Reef, Zephyr Bank, and Durham Shoal lie on the S side of this track. Distance: Torres
Strait (W entrance) to Papeete 4140 miles.
7.84. T o r r e s S t r a i t ~-. Suva. From Great Nort h East Channel (7.52) proceed as navigation permits to pass
N of Cape Cumberl and and the N point of Maewo Island, New Hebrides, to Kandavu Channel. Distance:
Tort es Strait (W entrance) to Suva, 2340 miles.
7.85. T o r r e s S t r a i t ~ Api a. From Great Nort h East Channel (7.52) steer to pass either N or S of Banks Islands.
Thence steer to pass midway between $1es de Horne and the shoal reported in 1944 to lie about 70 miles NW.
From this position proceed direct to Apolima Strait. Distance: Torres Strait (W entrance) to Apia 2850 miles.
passing N of Banks Island; add 10 miles for passage S of that island.
7.86. T o r t e s S t r a i t ~-~ O c e a n I s l a n d . Cross the Solomon Sea either between Jomard Entrance and Bougainville
Strait or by passing S of Louisade Archipelago and between Guadalcanal and San Crist6bal Islands to a position
N of Ulawa Island. In the fomer case, pass S of Ontong Java Group ; in the latter, pass 25 miles E of Stewart
Islands. Distance from Tort es Strait (W entrance) via Bougainville Strait 2000 miles; via Ulawa 2020
miles.
20
25
30
35
40
45
7.87. Wel l i ngt on ~ P a p e e t e . As direct as navigation permits. The great circle track passes through the charted
position of Haymet Rocks, the existence of which is doubtful, in 27 11' S, 116 13' W, and about 30 miles SE
of Ties Maria. Distance 2340 miles.
7.88. Wel l i ngt on +-~ Auckl and. Coastwise. Distance 545 miles.
50
7.89. N e w Z e a l a n d ~-~ T o n g a t a p u . The bottom between Kermadec Group and Fiji and Tonga Islands is
very uneven, and the region extending about 250 miles S from the latter group must be regarded with suspicion,
see Admiralty Sailing Directions. Taking this into account, a track from Wellington passing through 31 20' S,
179 30" W to 22 30' S, 177 00' W and 21 25' S, 176 00' W passes W of Kermadec Islands, Pelorus Reef, and
other charted dangers. Vessels from Auckland should join this track W of Pelorus Reef in 22 30' S, 177 00'
W. Distances: Wellington 1420 miles; Auckland 1100 miles.
7.90. N e w Z e a l a n d ~-~ O c e a n I s l a n d . As navigation permits, bearing in mi nd that much of the N part of the
route is not surveyed and that several dangers have been reported near it. The positions of these reports, which
are charted, should be given a wide berth. Distances: Auckland 2170 miles; Wellington, passing W of Nort h
Island 2440 miles; passing E of Nort h Island 2580 miles.
7.91. N e w Z e a l a n d +-~ Api a. The route from Wellington and South Island ports passes through 31 20' S,
179 30' W, thence W of Kermadec Islands and Pelorus Reef to 22 30 * S, 177 00' W. The route from Auckland
is direct to this position. Thence, the New Zealand routes pass W of Tonga Islands to 15 o 17' S, 173 o 55" W, W of
Curagoa Reef, and through Apolima Channel. The region S of Tonga Islands must be navigated with caution,
see article 7.89. Distances: Auckland 1580 miles; Wellington 1890 miles,
55
60
65
70
7.92. New Zeal and ~-~ NoumSa or Suva. The routes from Auckland are direct in both cases; from Wellington
and ports in South Island, proceed W of North Island. Distances from Auckland: NoumSa 970 miles; Suva
1130 miles; from Wellington: Noum6a 1210 miles; Suva 1460 miles.
5 7.93. N e w Z e a l a n d ,-~ P a p e e t e . Proceed by great circle in either direction. Distances: Auckland 2210 miles;
Wellington 2340 miles.
7.94. Suva ~-~ Ocean I sl and. Thi s passage may be made either W or E of Fiji Islands, but the E route through
Nanuku Passage is preferred although it is the longer by about 140 miles. N of about 12 S, both routes are i n
10 unsurveyed waters ; the W route passes through the area between Charlotte Bank and Penguin Bank where many
shoals have been reported, and close to Balmoral Reef. Distance by E route 1350 miles.
7.95. Suva ~-~ T o n g a t a p u . Proceed as directly as navigation permits. Distance 410 miles.
15 7.96. Suva +-~ P a p e e t e . The route is direct between Tahi t i and either Nanuku or Lakemba Passage. Although
the distance by Lakemba Passage is some 30 miles the shorter, this passage is not recommended except in fine
weather with extreme visibility. Distance via Nanuku Passage 1880 miles.
7.97. Suva ~-~ Ap i a . The route is direct, via Nanuku Passage and N of Zephyr Bank. Distance 640 miles.
20
7.98. Tongat apu ,-~ Apla. Pass E of Tonga Islands and through Apolima Strait. Distance 570 miles. Passage
E of Upolu Island entails about 15 miles extra distance.
7.99. Tongat apu ~-, P a p e e t e . Steer to pass N of Aitutaki (18 52" S, 159 45" W) in the Lower Cook Islands
25 and about 20 miles S of Niue ( 19 00" S , 169 55' W) . Distance 1530 miles.
7.100. Api a +-~ P a p e e t e . The route is as direct as navigation permits. Distance 1300 miles.
30
35
ROUTES I N EASTERN ARCHI PELAGO, CHI NA SEA, AND EASTERN SEA
7.111. Si ngapor e +* S u n d a St r ai t o r Dj a k a r t a . The choice lies between a route passing E of all the islands
immediately S of Singapore Strait and thence through Selat Gelasa (Gaspar Strait), and one of the slightly
shorter and better sheltered routes through Selat Bangka. The route through Selat Gelasa has better depths in
general. Details of the various routes are given in Admiralty Sailing Directions. Distances from Singapore
to Sunda Strait, NE entrance : 570 miles via Selat Gelasa; 550 miles via Selat Duri an and Selat Bangka. Between
Singapore and Djakarta, the distance is 565 miles by either route.
40 7.112. Si ngapor e ~ B a n g k o k o r S a i g o n . The distances by the most direct routes are: Bangkok 825 miles;
Saigon 600 miles.
Duri ng the S o u t h - w e s t Mo n s o o n low-powered ships bound for the Gul f of Thai l and may find it advan-
tageous, after passing Pulau Redang, to steer along the W shore of the Gulf. If bound for Saigon and certain of
the position, they should pass W of Poulo Condore during this monsoon. S-bound, if proceeding from Bangkok
45 to Singapore, they should keep along the W shore of the Gul f of Thai l and as far as Pulau Redang, thence passing
inside Pulau Tenggol and keeping close inshore for the rest of the voyage. From Saigon, they should keep coast-
wise along the coast of Cambodia, then steering across to the Malay coast and passing inshore of Pulau Ti oman
and Pulau Sibu.
Duri ng the strength of the N o r t h - e a s t Mo n s o o n , in December and January, it is probably better for low-
50 powered ships N- bound to pass E of Anambas Kepulauan if bound for the Gul f of Thai l and and E of Nat una
Kepulauan if bound for Saigon. S-bound from Bangkok, they should steer along the E side of the gulf inshore of
Koh Tang and Poulo Panjang, see Admiralty Sailing Directions ; thence E of Pulau Tenggol to Singapore Strait.
From Saigon, they should pass E of Poulo Condore and thence direct.
55 7.113. Nor t h ~-~ S o u t h r o u t e s t h r o u g h Ch i n a Se a. There is a considerable area of dangerous ground i n the
SE part of the China Sea, lying between the parallels of 7 30' N and 12 00' N, separated on its SE side from
Palawan and the adjacent islands by the comparatively narrow Palawan Passage and, on its NW side, from the
Cambodian Peninsula by a wider and less encumbered part of the sea.
Vessels are recommended, when possible, to follow the tracks indicated on the charts.
60 The principal axial routes, known as the Mai n Route and the Eastern Route, pass W of the dangerous ground,
the Mai n Route being suitable N- bound for fully powered ships at all times and for S-bound ships in the North-
east Monsoon, while the Eastern Route has some advantage N- bound during the North-east Monsoon, when
it is recommended for ships of moderate power. Dur i ng the strength of the South-west Monsoon smoother
water may be found nearer the coast of the Cambodian Peninsula.
65 The Mai n Rout e passes W of Anambas Kepul auan; thence E of $1es Catwick and between Macclesfield
Bank and the Paracel Islands.
The Ea s t e r n R o u t e also passes W of Anambas Kepul auan; thence about 30 miles W of Prince of Wales Bank
and Nort h Danger and about 30 miles E of Macclesfield Bank.
Pal awa~ Passage is deep, but there may be less depth t han charted off the W coast of Palawan, and when in
70 that vicinity a depth of at least 180 m should therefore be maintained. Furthermore, off the NW coast of Borneo
and in Palawan Passage, between latitudes 2 N and 11 N, currents may set in any direction throughout the year,
with rates of up to 1 knot or more; they have caused the stranding of vessels on either side of the passage~
Particular attention is drawn to the remarks on currents in Admiralty Sailing Directions.
Palawan Passage is useful for low-powered ships N-bound during the North-east Monsoon, but its use is
reported to be declining.
Pratas Reef, about 160 miles SE of Hong Kong, is a serious danger to vessels in its vicinity, particularly in
low visibility during the North-east Monsoon. Ships should always pass to leeward of this reef during the strength
of either monsoon.
7.114. Java Sea ~-~ Chi na Sea. The customary route between the China Sea and Sunda Strait or Djakarta is
through Selat Gelasa (Gaspar Strait) and E of Pengiki Besar (0 15" N, 108 03' E). From October to March the
route E of Borneo, through Makassar Strait, is generally used by low-powered vessels N-bound.
Between the E part of the Java Sea and Singapore or the China Sea, Karimata Strait is generally used.
10
7.115. Si ngapor e --> Pal awan Passage. From Singapore Strait, steer to pass about 5 miles N of Subi Kechil, 15
carefully allowing for the current, then steer to make good 077 for a distance of about 230 miles, whence
the course is clear up to the entrance to Palawan Passage, passing between South Luconia Shoals and Tanj ong
Baram, and keeping as close as circumstances may make convenient to the Borneo coast, until abreast of that
point.
As an alternative, steer from Singapore Strait to pass S of Kaju Ara and thence a safe distance S of Muri 20
(St. Petrus). Pass through Api Passage, favouring its N side, and thence to the position off Tanjong Baram.
Thi s route is very slightly the shorter.
The narrowest and most dangerous part of Palawan Passage, where it is only 29 miles wide between dangers,
lies abreast Royal Captain Shoal and after passing Balabac Island. If it is necessary to make a landfall to establish
the position, the island may be closed to a distance of 12 miles in clear weather, but it should not be approached 25
within that distance on account of off-lying shoals. With a W' l y wind and thick cloudy weather the island should
not be approached within 30 miles ; with such winds there is usually a strong E' l y set through Balabac Strait.
Off the SW end of Balabac Island it is not unusual, about September and October, for the wind, especially in
squalls, to veer to WNW or sometimes NW, blowing with violence. Under these conditions it is prudent to
pass Royal Captain Shoal in daylight. 30
If uncertain of the vessel' s position, the safest part of the edge of the 180 m bank to obtain soundings lies NW of
Balabac Island, N of 8 05' N and S of 8 30' N, with Balabac Peak bearing between 120 and 160 . Experience
shows that even in the thickest weather the land is seldom totally obscured for any length of time, but generally
presents a well defined outline between the squalls. When soundings are obtained on the edge of the bank, haul
off to the NW, to give the edge a berth of about 10 miles and then steer a mid-channel course until past Bombay 35
Shoal, whence a course parallel with the bank and from 8 to 12 miles off it may be steered.
7.116. Si ngapor e --> Hong Kong. For general remarks on the routes for this passage, see article 7.113.
The usual route in both Monsoons is the Main Route. Distance 1450 miles. During the strength of the South-
west Monsoon, rather smoother water will be found by keeping closer to the coast of Vietnam, and passing
W of the Paracel Islands. By this route the distance is lessened by 20 miles. Alternatively, the Eastern Route
may be taken during the North-east Monsoon, when it is recommended for vessels of only moderate power;
the distance by this route is 1540 miles.
The distance from Singapore to Hong Kong by Palawan Passage is 1920 miles.
7.117. Hong Kong -+ Si ngapore. Duri ng the North-east Monsoon, the Mai n Route (7.113), may be used,
distance 1450 miles. Alternatively, a route passing 30 miles W of the Paracel Islands, from 15 to 20 miles E of
Cap Varella, and E of Tles Catwick will make good use of the predominant current of this Monsoon, flowing
S' ly in the W part of the China Sea.
Duri ng the South-west Monsoon, steer to pass 30 miles W of the Paracel Islands and, if the monsoon is strong,
make a landfall off Cu Lao R6 and keep about 10 miles offshore as far as Mui Di nh (Cape Padaran), steering
thence to make Pulau Aur and Singapore Strait. In light monsoon weather, steer direct for Cap Varella from the
position W of the Paracel Islands. It is advisable to pass E of Tles Catwick unless the weather is clear or the
position well established.
40
45
50
55
7.118. Hong Kong +-, Shang-hai and nort hern ports. Except against a strong North-east Monsoon, the
route between Hong Kong and Shang-hai is as direct as safe navigation permits, keeping from 5 to 10 miles E
of the outer islands. Against a strong North-east Monsoon, keep as close to the coast as safety permits until N
of Chou-shan ch' 0n-tao.
When navigating along this part of the coast care is necessary at all times, as the tidal streams are very strong 60
in places, especially in the vicinity of Nan-p' eng ch' fin-tao (Lamock Islands), Hsia-men (Amoy), Wu-ch' i u hsii
(Ockseu Islands), Yin shan (Tung-yung), T' ai -chou lieh-tao (Taichow Islands), Chou-shan ch' On-tao (Chusan
Archipelago), and the approach to Ch' ang Chiang.
From time to time vessels have stranded on outlying islands on the coast of China between Fokai Point and
the entrance to Ch' ang Chiang, and, in most cases, the stranding would not have occurred if attention had been 65
paid to the necessity of constantly sounding in thick or misty weather. Many lighthouses on the islands are of
considerable elevation, and often the upper parts of the islands and the lights are obscured by fog, so, as a general
rule, if a light is not seen when a vessel is within its distance of visibility, she should sound at once, even if the
weather is apparently quite clear, and proceed out to a safe depth, continuing sounding until the position is
ascertained. 70
5
Large fleets of fishing junks may be met with off the coast of China; they often carry no lights.
Low-powered vessels should not attempt to proceed N during the North-east Monsoon or during the typhoon
season, except by the inshore passage which is described in Admiralty Sailing Directions.
Distances : Shang-hai 775 miles; Vladivostok 1650 miles.
7.119. Si ngapor e --~ Shang-hai . Duri ng the South-west Monsoon proceed by the Main Route of the China
Sea (7.113) to a position NW of Macclesfield Bank, steering thence between Pratas Reefs and Vereker Banks
and through T' ai -wan Strait W of T' ai -wan Banks, and thence as direct as safe navigation permits, keeping
from 5 to 10 miles E of the outer islands. Distance 2140 miles.
10 Duri ng the North-east Monsoon, take the Main Route as above and keep as close to the coast of China as
safe navigation permits. See 7.118. Distance 2160 miles.
In a strong North-east Monsoon the track E of Macclesfield Bank through Pescadores Channel and N along
the coast of T' ai -wan may be taken.
In addition to getting smooth water and a favourable current, a great advantage obtained by vessels using
15 Pescadores Channel is the absence of the big fleets of fishing junks which are encountered along the China coast
and which, on a dark night, are a source of great anxiety. The channel is well lighted.
20
25
30
35
40
45
50
55
60
7.120. Shang-hai --~ Si ngapor e. Normally, proceed by T' ai -wan Strait and by the Main Route of the China
Sea (7.113). From May to August, if the South-west Monsoon is very strong, an alternative is to pass W of the
Paracel Islands, thence making a landfall off Cu Lao R6 and completing the voyage as in article 7.117. Distance
by Mai n Route 2140 miles.
7.121. Si ngapor e ~-~ Nagasaki . Pass E of Macclesfield Bank to the S point of T' ai-wan, and thence coastwise
in Kuro Shio, E of T' ai -wan, thence to Nagasaki as navigation permits. Distance 2420 miles.
If the Main Route of the China Sea and T' ai -wan Strait be taken, as in article 7.119, the distance is also
2420 miles.
The S-bound route is governed by the same considerations as the route from Shang-hai, see 7.120. Kuro Shio
flows NE' l y along the E coast of T' ai -wan throughout the year; in the Eastern Sea and T' ai -wan Strait the
currents change direction according to the monsoons.
7.122. Si ngapor e ~-~ Y o k o h a m a . Steer W of Prince Consort Bank and E of Macclesfield Bank, thence through
Balintang Channel and direct to Yokohama. Distance 2890 miles.
7.123. Fl ot s am. In navigating the waters of the Philippines during the rainy season a sharp look-out must
be kept for flotsam. Trees of immense size will be frequently met afloat. They have been found especially
numerous on the south coast of Luzon; in one case, near Mari nduque island, a group of t hem was adrift, still
upright and resembling an island.
7.124. Si ngapor e ~-~ Mani l a. Follow the Eastern Route (7.113) as far as Nort h Danger, after rounding which
at about 30 miles distance, steer a direct course to Manila. Distance 1330 miles.
Alternatively, during the North-east Monsoon, Palawan Passage (7.115) may be used, with a distance of
1370 miles.
7.125. Si ngapor e +-~ Sul u Sea and Basi l an Strait. Proceed by Palawan Passage (7.115) Balabak Strait (Nasubata
or Main Channels), and thence as navigation permits. Distances: Iloilo 1290 miles, Cebu 1380 miles; Basilan
Strait 1200 miles; S point of Mindanao for Central Route (7.269) 1470 miles. For Sandakan, see 7.132.
7.126. S i n g a p o r e , S u n d a St r ai t , a n d Dj a k a r t a ,-+ L o m b o k a n d W~ t a r St r a i t s . From Singapore, pass
through Karimata Strait and on either side of Pulau Bawean. From Sunda Strait or Djakarta, proceed coastwise
along the N coasts of Java and Madura. Both routes then pass S of Kangean Kepulanan (by day) or through
Sapudi Strait, an extra distance of 15 miles (at night), continuing to Lombok Strait or to a position on 8 00' S
midway between Maddang Island and Sakuntji (Maria Regensburgen Banks), thence along 8 00' S to Wbtar
Strait.
Lombok Strait
N approach
W~tar Strait
N approach
Singapore 965 1500
Sunda Strait N approach 650 1190
D jakarta 610 1140
70
7.127. Si ngapor e ~-~ Ambon. Pass through Karimata Strait to a position S of Bawean, thence S of Gosong
Taka Rewataja (De Bril Bank) and through Saleier Strait and Buton Passage. Thi s is probably a better route
to the Molukka Sea, in both monsoons, than a passage N of Borneo. Distance 1690 miles.
7.128. S i n g a p o r e *-~ Ma k a s s a r . Pass t hr ough Kar i mat a St r ai t and t hr ough t he Java Sea. Ent er Makassar
St r ai t S of Pul au Laut , pass N of Laur el Reefs, and appr oach Makassar t hr ough t he swept channel . Di st ance
1110 mi l es.
7.129. S i n g a p o r e ~-~ Su r a b a y a . Pass t hr ough Kar i mat a St r ai t and t hence di rect . Di st ance 760 mi l es.
7.130. S i n g a p o r e ~-* B a l i k Pa p a n . Pass t hr ough Kar i mat a St r ai t , t hr ough t he Java Sea and Makassar St r ai t
as navi gat i on per mi t s. Di st ance 1070 mi l es.
7.131. S i n g a p o r e ~-~ Ta r a k a n . Pr oceed ei t her N of Borneo, t hr ough Bal abac St r ai t and Si but u Passage, di st ance
1350 mi l es; or S of Borneo, t hr ough Kar i mat a St r ai t , Java Sea and Makassar St r ai t : di st ance 1420 mi l es.
7.132. S i n g a p o r e +-, S a n d a k a n . Pr oceed t hr ough Api Passage and one of t he channel s bet ween Borneo and
Bal abak. Th e shor t est r out e is vi a Banggi Sout h Channel , di st ance 1030 mi l es.
7.133. B a n g k o k a n d S a i g o n ~-~ P o r t s i n Ea s t e r n Ar c h i p e l a g o . I n al l cases pr oceed as di r ect l y as navi gat i on
per mi t s, bear i ng i n mi nd t he advi ce gi ven i n art i cl e 7.113 on t he pr i nci pal axi al r out es t hr ough t he Chi na Sea,
and in ar t i cl e 7.117 on t he S- bound passage f r om Hong Kong dur i ng t he Sout h- west Monsoon.
10
15
Di st ances, i n mi l es :
20
Ho n g Ko n g
Bangkok 1550
Sai gon 925
Mani l a
1450
870
Dj akar t a
1260 25
1040
The Si ngapor e r out e is des cr i bed i n ar t i cl e 7.112.
30
7.134. t t o n g Ko n g ,-~ S u n d a St r ai t , Dj a k a r t a , o r S u r a b a y a . S- bound, dur i ng t he Nor t h- eas t Monsoon,
t he Ma i n Rout e (7.113), may be used for t he N par t of t he voyage. Al t er nat i vel y, a r out e passi ng 30 mi l es W
of t he Par acel Isl ands, f r om 15 to 20 mi l es E of Cap Varel l a, and E of ~les Cat wi ck wi l l make good use of t he
pr edomi nant cur r ent of t hi s monsoon, flowing S' l y i n t he W par t of t he Chi na Sea.
Af t er passi ng W of Vanguar d Bank (7 30 "N, 109 30" E), course shoul d be shaped t o pass E of Pengi ki Besar 35
(0 15" N, 108 03' E) and t hence t hr ough Sel at Gel asa ( Gaspar St rai t ) for Sunda St r ai t or Dj akar t a, or Kar i mat a
St r ai t for Sur abaya and t he E par t of t he Java Sea.
N- bound, reverse t he t r acks gi ven above for t he S par t of t he voyage, and j oi n t he Ma i n Rout e W of Vanguar d
Bank.
Di st ances: Sunda St r ai t 1790 mi l es; Dj akar t a 1780 mi l es; Sur abaya 1930 mi l es. 40
7.135. Ho n g Ko n g ~-~ S a n d a k a n . Pr oceed t hr ough Pal awan Passage (7.115), and Bal abac St r ai t . Di st ance vi a
Nor t h Bal abac St r ai t 1200 mi l es.
7.136. H o n g K o n g ~- Ta r a k a n , B a l i k Pa p a n , o r Ma k a s s a r . Th e Sul u Sea may be ent er ed t hr ough Mi ndor o 45
St r ai t , or Ver de I s l and Passage i f i t is desi r ed t o avoi d t he weat her si de of Mi ndor o dur i ng t he Sout h- west
Monsoon, or Bal abac St r ai t . Th e t r ack used for t he fol l owi ng di st ances passes t hr ough Mi ndor o St r ai t by Apo
East Pass and Cuyo East Pass. Di st ances are si mi l ar i f Ver de I s l and Passage is used and 90 mi l es gr eat er i f
Bal abac St r ai t is used.
Af t er crossi ng t he Sul u Sea, pass t hr ough Si but u Passage i nt o t he Sul awesi Sea and Makassar St r ai t . Whe n 50
navi gat i ng Si but u Passage, gr eat at t ent i on shoul d be pai d t o t he t i dal st reams. Di st ances: Tar akan 1360 mi l es;
Bal i k Papan 1640 mi l es; Makassar 1840 mi l es.
7.137. H o n g K o n g ~-~ A m b o n . Pr oceed t hr ough ei t her Mi ndor o St r ai t or Ver de I sl and Passage, t hence t o
Basi l an St r ai t . Round t he NE end of Sul awesi ei t her by passi ng bet ween Bi aro and Tal i sei , or t hr ough Bangka
St r ai t , and t hence t hr ough Mani pa St r ai t t o Ambon. Di st ance 1830 mi l es.
7.138. H o n g K o n g ++ Ma n i l a . As di r ect l y as navi gat i on per mi t s. Di st ance 625 mi l es.
55
7.139. Ho n g Ko n g ~ I l oi l o. Fr o m Hong Kong st eer for Ver de I s l and Passage and Tabl as St r ai t . Dur i ng t he 60
Nor t h- eas t Monsoon, pass t hr ough Tabl as St r ai t and t hence coast wi se off t he W coast of Panay t o Il oi l o.
Di st ance, ent er i ng St r ai t of I l oi l o f r om SW, 910 mi l es.
Dur i ng t he Sout h- wes t Monsoon, af t er passi ng Dumal i Poi nt on t he E coast of Mi ndor o, st eer E of Maes t r e
de Campo I s l and and S of Si mar a I s l and; t hence t hr ough Rombl on Pass and Ji nt ot ol o Channel , passi ng t hence
al ong t he E coast of Panay t o Il oi l o. Di st ance t o pi l ot at NE end of I l oi l o St r ai t 920 mi l es. 65
7.140. H o n g K o n g *-~ Ce b u . Fr om Hong Kong st eer for Ver de I s l and Passage and, af t er passi ng Duma l i
Poi nt on t he E coast of Mi ndor o, st eer E of Maest r e de Campo I s l and and S of Si mar a I s l and; t hence t hr ough
Rombl on Pass and Ji nt ot ol o Channel . The n pr oceed t o Mal apascua I sl and, off t he N end of Cebu I s l and and
t hence S t o Cebu. Di st ance t o pi l ot at NE ent r ance 960 mi l es.
70
7.141. Mani l a +-~ S u n d a St rai t or Dj akart a. Proceed by Palawan Passage and Selat Gelasa, passing E of
Pengiki Besar, see 7.114, Distances via Palawan Passage: Sunda Strait 1580 miles; D jakarta 1570 miles.
10
7.142. Mani l a *-* Surabaya, Makas s ar , Ba l i k Pa pa n or Tarakan. Between Manila and the Sulu Sea Verde
Island Passage should be used during the South-west Monsoon, and Mindoro Strait otherwise. Use Si but u
Passage to pass from the Sulu Sea to the W end of the Sulawesi Sea. Distances, via Mindoro Passage: Surabaya
1650 miles; Makassar 1300 miles; Balik Papan 1100 miles; Tarakan 820 miles.
7.143. Mani l a ~-+ Sa nda ka n, Ce bu, or Iloilo. Between Manila and Sandakan, it is better to use Verde Island
Passage during the South-west Monsoon, and Mindoro Strait otherwise. Distance via Mindoro Strait 650
miles.
For Cebu, proceed through Verde Island Passage and, after passing Dumali Point steer E of Maestre de
15 Campo Island and S of Simara Island; thence through Romblon Pass and Jintotolo Channel. Then proceed to
Malapascua Island and Cebu. Distance to pilot at NE entrance 395 miles.
For Iloilo, take Verde Island Passage and, during the North-east Monsoon, pass through Tablas Strait and
thence coastwise off the W coast of Panay. Distance to pilot at SW entrance 355 miles. Duri ng the South-west
Monsoon, after passing Dumali Point steer E of Maestre de Campo Island and as above as far as Jintotolo
20 Channel, passing thence along the E coast of Panay to the NE entrance of Iloilo Strait, Distance 360 miles.
25
ROUTES ON WES TERN SI DE OF PACI FI C OCEAN
7.160. Aus t r al i a a nd Ne w Ze a l a nd *-. As i at i c s ho r e s o f Paci f i c Oc e an. The complicated pattern of N- S
routes on the W side of the Pacific Ocean gives a variety of choice when pl anni ng a passage. In selecting the most
direct route, the circumnavigation of Australia, the comparative merits of the various routes through the
Eastern Archipelago or the Solomon Sea, and the depth required to suit the vessel's draught, may be important
30 factors. The seasonal variations of winds, currents, and weather in an area extending 45 or more N and S of
the equator must also play a large part in determining a route agreeable to the characteristics of the vessel and
the object of the voyage.
The basic routes are:
Between Cape Leeuwin and the~apan Sea, by Sunda Strait, Selat Gelasa, the China Sea, and the Eastern Sea,
35 with a least charted depth of about 20 m in the NE approach to Sunda Strait. An alternative is a deep water
route through Lombok Strait, Makassar Strait, and the Sulawesi Sea, and into the Pacific to make northing E
of the Philippines.
Between the E coast of Australia or New Zealand and Japan, by Torres Strait and a seasonal route through the
Eastern Archipelago, on which the controlling depth is in the Tortes Strait, see Admiralty Sailing Directions,
40 or by an ocean route which passes through the Solomon Sea. Where applicable, passage through the Solomon
Sea is recommended using Jomard Entrance and the tracks recommended by the charts, or passing E of Adele
Islet, at the E end of Louisade Archipelago, to Pioneer Channel rather than Bougainville Strait, which is
probably not attractive to deep-draught ships. The passages E and W of Guadalcanal Island and Malaita Island
appear to be deep and safe.
45 Between the SE coast of Australia and the China Sea, either a S' ly route across the Great Australian Bight to
Cape Leeuwin and Sunda Strait, or an E' ly route through Torres Strait. These routes are limited in depth as
stated above, but deeper access to the China Sea is possible from the Indi an Ocean through Lombok Strait and
thence W of Borneo through Karimata Strait, or by a deep route from Lombok Strait, E of Borneo through
Makassar Strait, and thence through Sibutu Passage and either Balabak Strait or Mindoro Strait.
50 As regards distance, voyages via Torres Strait and via Cape Leeuwin are roughly the same each way between
Singapore and Sydney and between Hong Kong and Melbourne.
7. 161. No r t h a nd eas t c oas t s o f Aus t ral i a, and Ne w Ze a l a nd *-~ Chi na a nd Eas t e r n Seas. There are
55 two principal routes, one through Torres Strait and the Eastern Archipelago (Torres Strait Route) and the other
E of New Guinea and the Philippine Islands (Ocean Route), see article 7.162.
The Torres Strait Route, described below, is approached from Australian ports by the Inner Route (7.52),
or from New Zealand ports as directed in articles 7.81 and 7.82. Thence the N- bound route as far as Manila
varies according to the monsoon. The route from Port Darwin passes through Sermata Islands between Sermata
60 and Babar, and E of Damar, to join the Torres Strait Route in Manipa Strait.
N-bound, after leaving Torres Strait, during the South-east Monsoon from May to September, pass S of
Le Cher Bank and the unexamined shoals W of it, give the S end of Pulau-pulau Aru a wide berth, and enter the
Banda Sea between Tani mbar Islands and Pulau-pulau Ewab (Kai Islands). Pass through Mani pa Strait and
between Obi Major and Sula Islands into the Molukka Sea. Thence pass round the NE end of Sulawesi, or
65 through Bangka Strait if desired, cross the Sulawesi Sea to Basilan Strait, and proceed through Mindoro Strait
to Manila or onward to Hong Kong or Shang-hai, see articles 7.138 and 7.167.
N- bound during the North-east Monsoon from December to March, after leaving Torres Strait give False
Cape (8 22" S, 137 35' E) a wide berth, see Admiralty Sailing Directions, pass between the New Gui nea coast
and Pulau-pulau Aru and Ceram, and into the Pacific Ocean by Djailolo Passage. Thence, for Manila or Hong
70 Kong, steer E of Mindanao, through Surigao Strait (7.176) into the Sulu Sea, and through Tablas Strait and
PACI FI C OCEAN, CHI NA AND f f APAN SEAS 111
Verde Island Passage to Manila and into the China Sea. In this monsoon Hi nat uan Passage, between the NE
end of Mindanao and the off-lying islands, gives some protection against the weather but Surigao Strait is
normally recommended. The route through Tablas Strait and Verde Island Passage is clear, although care must
be taken near Baco Islets, SE of Verde Island; it is a favourite N- bound route during the North-east Monsoon
because of the lee given by Negros and Panay, and the sheltered water E of Lubang and under the W coast of 5
Luzon, which gives the opportunity of avoiding the strong monsoon that is generally felt on clearing Lubang
Islands.
If bound for Shang-hai during the North-east Monsoon, the route through Djailolo Passage should be
considered as an alternative to a continuation N from Manila, see paragraph 7.167. Having made Djailolo
Passage, as described above, steer to pass E of T' ai -wan through 22 55' N, 122 40' E, and thence to destination. 10
The reverse of this route is not recommended S-bound against Kuro Shio.
S-bound from the China Sea the route is the reverse of the above, namely through Mindoro Strait and Basilan
Strait and to the passage between Obi Major and Sula Islands. Thence, the usual route passes through Manipa
Strait, and between Tani mbar Islands and Pulau-pulau Ewab to Tortes Strait. In July and August S-bound
ships in particular may be affected by the high seas which are raised in the Arafura Sea by the South-east Monsoon, 15
and a diversion after passing Obi Major, N of Ceram, Pulau-pulau Ewab and Pulau-pulau Aru will give the
advantage of smoother water although the route is a little longer and not so well known as the Banda Sea passage.
Distances for the usual S-bound route are the same as for the N- bound route i n the South-east
Monsoon.
Port Darwin Brisbane Sydney Melbourne Auckland Wellington
SE MONSOON
Manila 1840 3550 4000 4540 4780 4890
Hong Kong 2380 4090 4540 5080 5320 5430
Shang-hai 2920(1)(3) 4610 5070 5640 5860 5960
20
NEMONSOON
Manila
Hong Kong
Shang-hai {
1840(1)
2380(1)
2910(1)(2)
3510
4050
4820(2)
4360(3)
3960
4500
5280(2)
4820(3)
4500
5040
5810(2)
5350(3)
4740
5280
6060(2)
5600(3)
4850
5390
6160(2)
5700(3)
25
30
35
(1) W of Philippines; (2) W of T' ai -wan; (3) E of T' ai -wan. Djailolo Passage not included in Port Darwin
routes. 40
7 . 1 6 2 . O c e a n r o u t e b e t w e e n e a s t c o a s t o f A u s t r a l i a , a n d N e w Z e a l a n d p o r t s *-~ N o r t h - w e s t s h o r e s o f
P a c i f i c O c e a n . 45
The routes through Torres Strait and the Eastern Archipelago to the China Sea are described in article
7.161, with a continuation N in articles 7.167 and 7.168. The Ocean route, E of New Guinea and the Philippine
Islands, passes through the Solomon Sea and continues NW through the Caroline Islands and Marianas
Archipelago to destinations in China Japan, and on the N Asiatic coast.
To pass through the Solomon Sea from Brisbane and ports S, steer to pass 20 miles E of Frederick Reef, or 50
to make a landfall on it, and thence midway between Adele Islet and Pocklington Reef at the E end of Louisade
Archipelago for Pioneer Channel (5 S, 154 E) or 30 miles E of Pocklington Reef for Bougainville Strait. From
New Zealand ports, steer to 21 00' S, 157 30' E, avoiding Kelso Bank and the shoals S and W of Bellona Reefs,
and enter the Solomon Sea as above. From Torres Strait, enter the Solomon Sea by Jomard Entrance and leave
it by Bougainville Strait or Pioneer Channel. 55
From Pioneer Channel or Bougainville Strait, all routes pass E of Lyra Reef.
From a position E of Lyra Reef, vessels bound for Yap, Manila, or Hong Kong should pass 20 miles S of
Sorol Atoll. Manila should be approached through San Bernardino Strait after passing close S of Yap Island.
For Hong Kong, pass through Balintang Channel.
From the position E of Lyra Reef, vessels bound for Guam and other destinations W of 150 W should pass 60
through the Caroline Islands at 20 miles W of Ul ul Island at the W extremity of Namonuito Islands (8 45' N,
150 00" E). Thence, for Hong Kong, pass through Balintang Channel; for Shang-hai, pass through Nansei
Shot6 between Okinawa Gunt 6 and Sakishima Gunt 6 at 25 30' N, 126 30' E, and approach through Hsiao-
pan-men (Steep Island Pass) ; for Yokohama and Hakodate, proceed direct, in the former case passing at least
20 miles E of the Marianas Archipelago and Ogasawara Gunt6. 65
For Petropavlovsk and Dutch Harbour, ships from Australia pass through the Solomon Sea as above and
thence through the Caroline Islands between Oroluk Lagoon and the Senyavin Islands (7 00" N, 158 00" E).
The following distances are quoted i n miles, via Pioneer Channel. The alternative route, through Bougainville
Strait, is slightly the longer for passages to destinations W of 150 E, and shorter for passages to ports E of that
meridian. 70
Tort es Strait Sydney Brisbane Auckland Wellington
(W entrance)
5 Manila
Yap
Hong Kong
Shang-hai
Guam
10 Yokohama
Hakodate
Petropavlovsk
Dut ch Harbour
3550
2410
4140
3920
2320
3590
3960
4510
5270
4280
3140
4870
4650
3050
4320
4690
5240
6000
3830
2690
4420
4200
2600
3870
4240
4790
5550
4840
3690
5430
5200
3600
4880
5240
5010
3860
5600
5370
3770
5050
5410
- -
- -
15
20
7.163. Si ngapor e and Ho n g Ko n g ~-~ Eas t ern and s o ut he r n coas t s o f Aust ral i a. The distances between
Singapore and Sydney are much the same whether the passage is made N of Australia through Torres Strait or
S of the continent, across the Great Australian Bight. Similarly, the distances between Hong Kong and Melbourne
are about the same by either route. If proceeding from Sydney S-about, the beneficial effect of the S-going
East Australian Coast Current must be weighed against the frequency of W' l y and NW' l y gales S of Australia.
Pas s ages nor t h of Aus t r al i a are routed by the Inner Route, see articles 7.52 to 7.54, and Torres Strait.
Routes between Tortes Strait and Singapore are described below; for routes between Hong Kong and Tort es
25 Strait see 7.161.
The N- bound route from Torres Strait to Singapore, from April to October, passes S of Timor, in depths
of more than 180 m to avoid the shoal area in the Arafura Sea, through Roti Strait and either Alas Strait or
Lombok Strait to the Java Sea, and thence to Singapore via Karimata Strait, see 7.126. Alternatively, ships may
pass N of Ti mor through Ombai Strait, and thence through Sumba Strait, thus avoiding most of the dangerous
30 areas in the Arafura Sea and making use of the bold shores of the straits as aids to navigation. From November
to March the route is through Wbtar Strait and Wbtar Passage into the Flores Sea and Java Sea; thence to
Singapore as above. The passage may also be made S of all the islands and through Sunda Strait at any time of
year, but the distance is greater and the only advantage is ease of navigation over much of the route.
The S-bound route from Singapore to Torres Strait, from April to October, passes through Karimata Strait,
35 the Java and Flores Seas, and W~tar Passage and W~tar Strait as described in article 7.126. From November
to March the passage should be made through Lombok Strait or Alas Strait, Roti Strait, and S of Ti mor.
Distances between Singapore and Sydney for passages N of Australia are as follows; for Brisbane subtract
460 miles.
For N- bound route passing S of Ti mor and through Roti, Sumba and Lombok Straits 4350 miles; passing N
40 of Ti mor and through Ombai, Sumba and Lombok Straits 4340 miles; through Wbtar Strait, Flores Sea, and
Java Sea 4260 miles ; S of Java and through Sunda Strait 4660 miles.
Distances between Hong Kong and ports between Torres Strait and Melbourne, for passages N and E of
Australia, will be found in article 7.161.
-/5 Pas s ages s o ut h of Aus t ral i a. From Singapore, proceed to Sunda Strait as directed in article 7.111; and
thence to make Cape Leeuwin, passing about 20 miles E of Christmas Island. From Hong Kong, proceed to
Sunda Strait as directed in article 7.134. Between Cape Leeuwin and Adelaide in either direction, follow the
parallel of 35 30' S ; between Cape Leeuwin and Cape Otway proceed by great circle. E of Cape Otway passages
to mainland ports are coastwise, except that when making S off the coast of New South Wales, a vessel should
50 keep about 15 miles offshore, in depths of about 180 m, to obtain the full effect of the S-going East Australian
Coast Current, see 7.51, while, in general, not allowing the land to dip. The land should be closed again off
Cape Howe.
Distances between Singapore or Hong Kong and Australian ports, via Sunda Strait and Cape Leeuwin, in
miles :
55
60
65
70
Brisbane
470
1030
Sydney
565 Melbourne
1410 945 460 Adelaide
2590 2160 1650 1370 Fremantle
4810 4350 3860 3580 2280
6050 5590 5100 4820 3520
Singapore
Hong Hong
7.164. We s t coas t o f Aus t r al i a +-~ Chi na Sea and no r t h- we s t Paci f i c. The route to Singapore and the China
Sea through Sunda Strait is described i n articles 7.111, 7.114, 7.134, and 7.163. It is continued to Shang-hai
i n article 7.119, to Nagasaki in article 7.121, and to Yokohama in article 7.122.
For deep draught ships, the most direct passage is by Lombok Strait, whence the voyage may be continued
through Makassar Strait, Sibutu Passage, and Mindoro Strait to Manila, Hong Kong, and the China coast; or
through Makassar Strait and the Sulawesi Sea to enter the Pacific S of Mindanao, for Shang-hai (alternative to
the China Sea route), Japanese ports, and destinations farther N.
Distances in miles:
10
Manila
Cape Leeuwin
(20" WSW of)
Hong Kong
Shang-hai
Yokohama
via China Sea via Pacific
Lombok Strait
(S Entrance) 1580 2120 2650 2730 3090
' 3130
3020 Fremantle ' ~
3670 4200
3560 4080
Port Hedland ]
2820 i 3350
4280
4160
3430
I
2280
15
4650 20
4530
3790
25
7.165. Sydney ~-~ Bal i k Papan. Passage may be made E-about via Torres Strait or W-about via Cape Leeuwin.
For the passage via Torres Strait, proceed from Sydney via the Inner Route (7.52), and after passing through
Tort es Strait and the Arafura Sea enter the Flores Sea through WStar Strait. There are two routes between WStar 30
Strait and Makassar Strait, either close N of Flores to 8 00' N, 121 00" W and thence E of Postilion Kepulauan
and Gosong Taka Rewataja (De Bril Bank), and thence as navigation permits, with a distance of 3520 miles;
or through Saleier (Salayar) Strait, with a distance of 3490 miles.
For the passage via Cape Leeuwin, proceed from Sydney to a position 20 miles WSW of Cape Leeuwin as
directed in article 7.163, and approach Makassar Strait via Lombok Strait. Distance 4090 miles. 35
7.166. Sydney ~ Tarakan. The routes described in article 7.165, for Balik Papan, are good at all seasons for
Tarakan, departure being made off Cape William (2 38' S, 118 50" E). Distances via Torres Strait and Saleier
Strait 3750 miles; via Cape Leeuwin 4350 miles.
In the South-east Monsoon, after passing through Tortes Strait, N- bound ships may steer to enter the Banda
Sea between Tani mbar Islands and Pulau-pulau Aru. Thence they should steer a NW' l y course for Mani pa Strait
and the passage between Obi Major and Sula Islands, continuing through the Molukka Sea to round the NE end
of Sulawesi either through Bangka Strait or to seaward of Bangka and Talisei. Thence they should proceed
direct to Tarakan. Thi s passage is only recommended N-bound. Distance 3560 miles. See also 7.160.
7.167. Mani l a *-~ Shang-hai . In the South-west Monsoon, from May to September, pass E of T' ai -wan and
from 15 to 20 miles E of P' eng-chia Hsti (Agincourt Island). The influence of the N-going Kuro Shio will be felt
duri ng the greater part of this voyage. Distance 1080 miles.
In the North-east Monsoon, from December to March, pass W of T' ai -wan through P' eng-hu Chiang-tao
(Pescadores Channel) or W of P' eng-hu Ch' fin-tao (Pescadores Islands) as desired. Distance via Peng-hu
Chiang-tao 1090 miles.
Great caution should be observed when approaching T' ai -wan Banks, on account of uneven depths, overfalls
and currents. See Admiralty Sailing Directions.
7.168. Mani l a ~-~ Yokohama. N-bound, full advantage should be taken of the Kuro Shio by steering E of
T' ai -wan to a position i n 26 00' N, 123 00" E, and thence through Nansei Shot6, passing between Amami
Gunt 6 and Tokara Gunt 6. Distance 1830 miles.
S-bound, and alternatively N- bound though less favourable N- bound as regards current, steer by rhumb
line between Balintang Channel and the approach to Yokohama. Distance 1760 miles.
40
45
50
55
60
7.169. Ho n g Ko n g ~-~ Japan. N-bound, keep as close as prudent to the coast of China during the Nort h-
east Monsoon unt i l abreast Tung- yi n Shan (Tung Yung Island) (26 22" N, 120 30" E). Thence for Nagasaki,
proceed direct; for Yokohama, steer either to pass through Osumi Kaiky6 south of Kyfishfi Island, and thence
direct, or, if preferred, to pass between Tokara Gunt 6 and Amami Gunt 6 at about 29 20' N, and thence
to destination. There is practically no difference i n distance, and Kuro Shio sets strongly NE of either 65
route.
For Hakodate, steer to pass through Korea Strait on either side of Tsushi ma and thence to destination.
S-bound off the S coast of Japan, keep as close to the coast as safety permits, to avoid the strength of Kuro
Shio. I n these circumstances it must be remembered that there is often a strong indraught into the deep bays
especially between O Shima and Mikomoto Shima, with E' l y winds, and that during the typhoon months the 70
5
currents in this locality are subject to great irregularity. Departure from Japanese waters should be taken through
Osumi Kaiky6 and the S-bound route should be continued through T' ai -wan Strait.
Distances from Hong Kong: Nagasaki 1070 miles; YOkohama 1590 miles; Hakodate via Korea Strait 1810
miles.
7.170. Shang- hai ~-~ Yo k o h a ma . Pass round the S end of KyOshfi through 0sumi Kaiky6. Distance 1030 miles.
Alternatively, passage may be made through Naikai (The Inland Sea of Japan), see Admiralty Sailing
Directions.
10
7. 171. Yo k o h a ma o r Ha k o d a t e *-* Pe t r o p a v l o v s k . As di rect as navigation permits. Pack-ice may be found
off the SE coast of Hokkaid6 during February, March, and Apr i l As regards current, it may be possible to
reduce the effect of the SW-going Oya Shio by keeping 60 miles or more off the Kuril Islands. Distances:
Yokohama 1400 miles; Hakodate 1050 miles.
15
20
25
7.172. Yokoha ma - + Dut c hHa r bour . Proceed by great circle from the approaches to Yokohamat o 44 40' N,
163 40' E. Thence proceed by t humb line tracks through 49 00' N, 180 00' to Akutan Pass or Uni mak Pass,
according to weather. Distance via Uni mak Pass 2770 miles.
Alternatively, to pass N of the Aleutian Islands, proceed by great circle to 51 06' N, 179 30' E ; thence pass
through Amchitka Pass and steer N of the islands to destination. Distance 2560 miles.
7.173. Hakodat e -~ Dut ch Har bour . Proceed as directly as navigation permits, passing N or S of the Aleutian
Islands. The latter route may also be taken by proceeding by rhumb line to 49 00" N, 180 00' and thence to
Akutan or Uni mak Pass, according to weather, See Admiralty Salting Directions. Distances: N of islands,
2240 miles; S of islands 2450 miles; via 49 00' N, 180 00' and Uni mak Pass 2490 miles.
7.174. Du t c h Ha r b o u r --> Ha k o d a t e or Yo k o h a ma . The route is S of the Aleutian Islands, as navigation
permits, to 50 30' N, 180 00'. Thence, for Hakodate, the winter route from 1st November to 31st March passes
through 50 30' N, 175 00' E; 50 10' N, 170 00' E; 49 30' N, 165 00' E; 48 20' N, 160 00' E; 46 30' N,
155 00' E; 44 00' N, 150 00' E, after which it is as direct as navigation permits. Distance via Uni mak Pass
30 2460 miles. The summer route for Hakodate, from 1 st April to 31 st October, passes through 50 00' N, 175 00' E ;
49 15' N, 170 00' E; 48 20' N, 165 00' E; 47 10' N, 160 00' E; 45 20' N, 155 00' E; 44 00' N, 152 00' E,
after which it is as navigation permits. Distance via Uni mak Pass. 2570 miles
For Yokohama, in winter, take the route given above as far as 44 00' N, 150 00' E and proceed thence by
rhumb line as navigation permits. Distance 2770 miles. In summer, take the route given above to 44 00' N,
35 152 00' E and proceed thence as navigation permits. Distance 2760 miles.
40
7.175. Tor t es St rai t ~-~ Yap or Guam. The route passes through Djailolo Passage as directed for the North-east
Monsoon in article 7.161. Between Torres Strait and Djailolo Passage give False Cape a wide berth, and pass
between the coast of New Guinea, NE, and Pulau-pulau Aru and Ceram, SW. The ocean part of the passage is
direct, as navigation permits. Distances: Yap 1860 miles; Guam 2300 miles.
7.176. Si ngapor e *-~ Yap. There are three alternatives for this passage. The shortest route is coastwise betnveen
Singapore and Balabac Strait; thence through the Sulu Sea and Surigao Strait.
d5 Surigao Strait is the only passage for large vessels from the Pacific to the interior waters of the Philippine
Archipelago, with the exception of San Bernardino Strait; it is of advantage to vessels going to the southern
Philippines or to the Sulu Sea, and is normally recommended (76.11) for ships from Australia who wish to escape
the full force of the North-east Monsoon.
The main strait is safe and deep throughout its length, and the shores of the islands that border it are steep-to.
The entrance to the strait from the Pacific is between Suluan Island, N, and Dinagat Island, S ; the W side of
50
the strait is formed by the SE side of Leyte, and Panaon, and the E side by the islands lying N of the NE part of
Mindanao.
Alternatively, a route may be taken S of Mindanao, through the Sulawesi Sea, Makassar Strait and Java Sea,
and Karimata Strait, see 7.114 and 7.128.
The third alternative is through San Bernardino Strait and Verde Island Passage to join the Eastern Route
55
through the China Sea (7.113) NW of Nort h Danger.
Distances: via Surigao Strait 2260 miles; via Java Sea 2520 miles; via San Bernardino Strait 2400 miles.
7.177. Ap i a a n d S u v a ~-~ Yap, Ma n i l a , a n d Ho n g Ko n g . All routes pass close S of Yap. From Apia, pass S
60 of Ellice Islands through 10 00' S, 180 00 ' to cross the equator in 154 00' E and thence to Yap. From Suva,
proceed by Kandavu Passage t o pass S of Vanikoro Islands (11 40' S, 166 50" E) and between Santa Cruz
Islands and Solomon Islands, passing N of Tasman (Nukumanu) Islands and thence to Yap. From Yap for
Manila, pass through San Bernardino Strait and Verde Island Passage; for Hong Kong, pass through Balintang
Channel. Distances from Apia: Yap 3320 miles; Manila 4460 miles; Hong Kong 4890 miles. From Suva:
65 Yap 2970 miles; Manila 4120 mi l es; Hong Kong 4540 miles.
70
7.178. Yokoha ma *-~ Gu a m or Ya p. By rhumb line from the approach to Yokohama. The track for Guam
passes t hrough Nanp6 Shot6 between Kazan Rett6 and Ogasawara Gunt6. I n Nanp6 Shot6, caution is called
for owing to volcanic activity in the area, see Admiralty Sailing Directions. Distances: Guam 1340
miles; Yap 1570 miles.
P A C I F I C OC E A N , C HI N A A N D J A P A N S E A S 115
7.179. Api a ~-~ Y o k o h a m a . The great circle track between the two ports passes through Marshall Islands and
Gilbert Islands. Thi s part of it, though navigable, is not advised as a standard route in the existing state of hydro-
graphic knowledge concerning these waters and owing to the uncertainty of the currents.
The great circle track should be followed between the approach to Yokohama and 18 00' N, 160 .0 00' E.
SE of this position, the recommended route passes between Eniwetok Atoll ( I I 30' N, 162 20" E) and Ujela_ng
Atoll, 120 miles SW; W of Marshall Islands and Gilbert Islands; and between Gilbert Islands and Ellice Islands
to Apia, having crossed the equator in 172 E.
Distance by recommended route 4130 miles; by great circle 4040 miles.
7.180. Suva +-~ Y o k o h a m a . Direct, by great circle to or from Kandavu Passage. The track passes between
Kusaie (5 20" N, 163 00" E) and Pingelap Atoll, 140 miles NW. Distance 3950 miles.
7.181. Apia*-* Gua m and Shang-hai . FromApi a, proceedas for Yokohama (7.179) asf ar as300' S, 17500' E,
between Gilbert Islands and Ellice Islands, and thence to a position close S of Guam, passing N of Kusaie Island
and Caroline Islands. From Guam proceed as directed in article 7.162 through Nansei Shot6 at 25 30' N, 126
30' E to Hsiao-pan-men. Distances: Guam 3000 miles; Shang-hai 4730 miles.
7 . 1 8 2 . S u v a <-~ G u a m a n d S h a n g - h a i . From Suva, proceed by Kandavu Passage to pass S of Vanikoro Islands
(11 40" S, 166 50' E) and between Santa Cruz Islands and the Solomon Islands to join the E Australia ~-~
Guam route (7.162) at 20 miles W of Ulul. Distances: Guam 2820 miles; Shang-hai 4460 miles.
5
10
15
20
R O U T E S O N E A S T E R N S I D E O F P A C I F I C O C E A N
7.190. D u t c h H a r b o u r *-* N o r t h a n d C e n t r a l A m e r i c a . The routes between Dut ch Harbour and destinations
on coasts to the SE, N of San Diego, are as direct as navigation permits. For destinations farther S, the coastal
route should be joined in 28 14' ~XI, 115 20' W, W of San Benito Islands, the passage from Dut ch Harbour having
been made by great circle. Distances : Dixon Entrance 1270 miles; Juan de Fuca Strai t 1620 miles; San Francisco
2060 miles; San Diego 2480 miles; Panama 5270 miles. 30
7.191. P a s s a g e s b e t w e e n p o r t s o n P a c i f i c c o a s t s o f N o r t h a n d C e n t r a l A m e r i c a . On many passages N of
Juan de Fuca Strait the choice may be made between an ocean route and a passage inshore of the islands fringing
the cost. The inshore passages are fully described in Admiralty Sailing Directions. They afford smooth water and
suitable anchorages at moderate distances apart, and protection against the oceanic weather. Navigation is, 35
however, intricate in many parts and it should be constantly borne in mi nd that many of the minor passages may
have only been partially examined.
Navigation along the Pacific coast of the Uni t ed States requires to be carried out with all due caution, as the
courses between salient points are, in general, long, and must be traversed during frequent periods of thick
weather, with the vessel subject to the action of currents, the rate and direction of which are uncertain. 40
From a study of the investigations made into the causes of strandings on this coast, it was found, however,
that a large percentage of the strandings were due to the lack of the ordinary precautions essential to safe naviga-
tion, e. g. , sounding, knowledge of the errors of the compass, etc. The recommended track S of the Strait of
Juan de Fuca is discussed in detail in Admiralty Sailing Directions. In general, an inshore route as direct as
possible is recommended, on account of the better use that can be made of navigational aids and soundings, 45
and in order to avoid the heavy seas in the offing. Offshore, the California Current flows SE, but, from November
to January or February, the Davidson Current flows N' l y, close inshore between the California Current and the
coast, N of Point Conception or sometimes farther S.
Between San Francisco and Panama, the coast may be followed as closely as navigation permits.
For distances, see 7.196. 50
7.192. S a n F r a n c i s c o o r S a n D i e g o , - , C a l l a o o r I q u i q u e . Steer through 26 40; N, 115 00' W and thence
direct to Callao by t humb line, passing E of Archipi61ago de Col6n. For Iquique, proceed as navigation permits
after crossing the equator. For distance, see 7.196.
7.193. S a n F r a n c i s c o o r S a n D i e g o ~-, V a l p a r a i s o . Proceed through 26 40' N, 115 o 00' W; 7 00' N, 90 00' W;
and thence by great circle. For distance, see 7.196.
7.194. S a n F r a n c i s c o ~-~ E s t e r o d e M a g a l l a n e s . Pass W of Isla de Guadalupe (29 1 Y N, 118 18" W) and
then take a great circle track to cross the equator in 106 30' W, thereafter taking a second great circle to Cabo
Pilar.
The track passes through Islas Revilla Gigedo between Roca Partida and Clarion Island; it also passes about
70 miles W of Clipperton Island, and some 45 miles W of Germaine Bank (5 09" N, 107 35" W) . For distance,
see 7.196.
7 . 1 9 5 . P a n a m a ~-~ P a c i f i c c o a s t o f S o u t h A m e r i c a . I n all cases take as direct a route as navigation permits.
Off this coast, the Peril Current flows predominantly N, particularly near the land. Fog is most frequent off the
coast of Perd, and least so in the parts N of 6 S, and except in April and NIay, between 15 o and 30 S. The highest
and lowest frequencies of fog, over the region as a whole, occur in April and October respectively. For distance,
see 7.196.
55
70
I 0
15
20
116
7.196. Di st ances, i n miles:
Strait of
Juan de Fuca
POWER VESSEL ROUTES
680
1110 435 San Diego
3920 3220 2840 Panama
4650 3960 3570 1340 Callao
5280 4590 4210 1980 650 Iqui que
5800 5100 4720 2600 1290 780
6620
San Francisco
5940 5560 3710 2430 1970
Valparaiso
1210 Estrecho de Magallanes
ROUTES TO AND FROM HONOLULU
25 7.200. Honol ul u *-* S y d n e y or Bri s bane. The Sydney route passes from off Sugarloaf Point through positions
30 miles E of Cato Island and 30 miles NW of Bampton Reefs, thence midway between Torres Island and
Vanikoro; through 10 00' S, 170 00' E; midway between Nanumea Atoll and Aror~e Island, to cross the
equator i n 178 50' W and thence by great circle. Distance 4490 miles.
The Brisbane route passes between Cato Island and Wreck Reef, through 21 30' S, 156 05' E and thence to
30 a position 30 miles NW of Bampton Reefs, where it joins the Sydney route. Distance 4090 miles.
35
7.201. Honol ul u ~--~ Tor t es Strait. There is a choice of three routes for this passage. The shortest passes through
Jomard Entrance and Bougainville Strait and between Gilbert Islands and Marshall Islands. Distance 4080
miles.
The route passing about 5 miles S of Tagula Island and thence between Guadalcanal Island and San Cristobal
Island and N of Ulawa Island, thence S of Gilbert Islands to Honolulu has a length of 4160 miles.
The third route passes S of Indispensable Reef, S of Santa Cruz Islands and between Gilbert Islands and Ellice
Islands. Distance 4270 miles.
40 7.202. Honol ul u ,-* Ne w Zeal and. From Auckland, steer to pass 20 miles W of Cura~oa Reef; thence W of
Savaii and between Tokelau Group and Swains Island (11 05" S, 171 03" W) . Distance 3800 miles.
From Wellington, pass through 31 20' S, 179 30' W; and 22 30' S, 177 00' W, joining the Auckland route
W of Cura~oa Reef. See 7.89, New Zealand ~-~ Tongatapu. Distance 4120 miles.
45 7.203. Honol ul u *-* Api a. By great circle. Distance 2250 miles.
7.204. Honoht l u *-* Suva. Proceed, using Nanuku Passage, either by great circle, which entails passage through
Phoenix Islands, all low and not easily sighted, and the islands and dangers NE of Fiji Islands or by a clear
route passing E of these dangers. Distances: by great circle 2760 miles; via a position NW of Savaii and thence
50 as article 7.202, 2840 miles.
7.205. Honol ul u *-* Oc e an I s l and. As navigation permits, passing N of Abaiang Atoll (1 49' N, 173 00' E).
55
60
65
70
7.206. Honol ul u .-~ Tongat apu. As navigation permits, passing 20 miles W of Cura~oa Reef. Distance 2730
miles.
7.207. Honol ul u *-~ Gu a m or Yap. By great circle. The track for Guam passes close to Wake Islet which,
although only 6 m high, is a good radar target. The immediate vicinity of Wake Islet is a prohibited area. Ulithi
Atoll (10 00" N, 139 40" E) lies on the track about 85 miles ENE of Yap. Distances: Guam 3320 miles; Yap
3750 miles.
7.208. Honol ul u *-~ Papeet e. The direct track passes between Caroline Island (10 01' S, 150 14' W) and
Vostok Island and close to the position of the breakers reported in 1926 about 30 miles SW of Filippo Reef
(5 31' S, 151 40" W) . Distance 2370 miles.
7.209. Honol ul u *-* Si ngapor e . E-bound, take the Mai n Route through the China Sea to Cape Bojeador;
thence pass through Babuyan Channel and proceed by great circle to Honolulu. Distance 6070 miles.
W-bound, proceed to 26 00' N, 180 00' by rhumb line, and thence by great circle to Cape Engano; thence
through Babuyan Channel, to j oi n the Mai n route for Singapore. Alternatively, Balintang Channel may be
used. Distance via Babuyan Channel 6090 miles.
P A C I F I C OC E A N , C HI N A A N D ] A P A N S E A S 117
The passage may also be made i n either direction via the Eastern Route through the China Sea, leaving it
near Nort h Danger Reef and passing thence through Verde Island Passage and San Bernardino Strait, proceeding
thence to Honolulu by great circle. Distance 6010 miles. Via Guam, the distance is 6050 miles.
Alternatively, if it is desired to use Palawan Passage, the voyage may be routed NW of Borneo through
Balabak Strait, the Sulu Sea, and Surigao Strait. Distance 5910 miles.
For routes through the China Sea, see 7.113 and 7.115.
7.210. Honol ul u ~-~ Mani l a. Through Verde Island Passage and San Bernardino Strait. Distance 4780
miles.
7.211. Honol ul u- ~ Ho n g Kong. From Hong Kong, steer for 21 25' N, 121 00' E i n Bashi Channel, and
thence steer by great circle to 26 00' N, 180 00'. Thence steer by rhumb line to Honolulu, keeping S of the
Hawaiian Islands. Thi s route can be used i n either direction. Distance 4880 miles.
Alternatively, E-bound, the passage may be made via T' ai -wan Strait. After passing through the strait, steer
round the N end of T' ai -wan and then proceed by rhumb line to 25 50' N, 127 40' E. Thence pass N of Muko-
shima Rett6 through 28 00' N, 142 00" E, after which steer by great circle to Honolulu, passing S of the
Hawaiian Islands. Distance 4870 miles.
10
15
7.212. Honol ul u ~-~ Shang- hai . The route passes from Shang-hai, S of Japan by Osumi Kaikys, and crosses
the meridian of 140 E i n 30 10' N between Tori Shima and Sffu Gan. It then follows the great circle to Midway
Island (28 13" N , 177 21" W) and passes along the N side of the Hawaiian Islands. Distance 4350 miles.
20
7.213. Honol ul u ~-~ Yo k o h a ma . The rhumb line track, on which good weather is usually experienced, passes
about 20 miles S of the Hawaiian Islands. Distance 3440 miles.
The great circle track between Kauai Channel and the landfall off Nojima Saki passes 15 miles N of Midway
Island. Distance 3390 miles.
25
7.214. Honol ul u ~ Hakodat e . By great circle between Kauai Channel and the E approach to Hakodate.
7.215. Honol ul u ~ Dut ch Haxbour. By great circle between Kauai Channel and Uni mak Pass. Distance
2100 miles.
30
7. 216. Ho n o l u l u ~-~ Pr i nc e Rupert . By great circle between Kaiwi Channel and Dixon Entrance. Distance
2370 miles. 35
7.217. Honol ul u ~-~ Juan de Fuc a Strai t, San Fr anc i s c o, or San Di e g o . By great circles between Kaiwi
Channel and destination. Distances: Juan de Fuca Strait 2280 miles; San Francisco 2080 miles; San Diego
2270 miles.
7.218. Honol ul u ~ Panama. By great circle between Kaiwi Channel and landfall off Isla Coiba, avoiding
Guardi an Bank (9 10" N, 87 15" W) . Distance 4710 miles.
The E-bound voyage may also be made by the Central Route, distance 5030 miles, see 7.265.
40
7. 219. Ho n o l u l u ,-~ Paci f i c coas t o f Sout h Ame r i c a . Routes are by great circle, departure being taken from
the NE side of the Hawaiian Islands for destinations N of about 35 S. The great circle track for a vessel i nt endi ng
to round Cabo de Hornos passes about 40 miles E of ~les Marquises and Henderson Island. Distances: Callao
5720 miles; Iquique 5920 miles; Valparaiso 4760 miles; Cabo Pilaf for Estrecho de Magallanes 6140 miles;
20 miles S of Islas Diego Ramirez 6430 miles; Cabo de Hornos 6470 miles.
45
50
ROUTES TO AND FROM PAPEETE
7.225. Papeet e ~-~ Gu a m. E-bound, steer N of the Caroline Islands, cross the equator i n 171 30' E, and pass
S of Tamana and Aroree i n the Gilbert Islands. Pass S of Nukunonu Atoll and Fakaofo Atoll and N of Swains
Island. Tahi t i should be approached S of Suvorov Islands (13 15" S , 163 05" VV) and the Society Islands.
Landfall should not be attempted on Tle Manuae at night or i n thick weather. W-bound, reverse these directions.
55
7. 226. Pape e t e ~-~ Ho n g Ko ng or Mani l a. Proceed via a position close S of Yap, crossing the equator at about
154 E. For Manila, approach through San Bernardino Strait; for Hong Kong, approach through Balintang
Channel. Distances: Manila 5760 miles; Hong Kong 6190 miles. To Yap, the distance from Papeete is 4620 miles;
from Hong Kong 1580 miles; from Manila 1170 miles.
60
7.227. Papeet e ~-~ Shang- hai . Proceed, as in 7.225, between Guam and Papeete, and as in 7.181, through 65
Hsiao-pan-men and 25 30' N, 126 30' E, between Shang-hai and Guam. Distance 5990 miles.
7.228. Papeet e ~-~ Yokohama. Take the great circle track, which passes 30 miles NE of Wake Island and between
Tongareva and Rakahanga ( 10 03" S , 161 06" W) at a distance of about 80 miles from the former. Distance
5130 miles.
118 - . POWER VESSEL ROUTES
5
7.229, Pape e t e ~ , Pr i nc e Rupe r t . The route is by great circle between 147 45"S, t48 55' W, NW of Matahiva,
and either Di xon Entrance or Hecat e St rai t : Di st ance via Dixon EntranCe 4470 miles:
~ .
7.230. Papeet e ~-~ port s s o ut h o f Pr i nc e Rupert ; Ports on the Canadian, Uni t ed States, and Mexican coasts
as far S as the Gul f of California are on clear great circle tracks from a position NW of Matahiva, passing NW
of $les Marquises. Distances : Juan de Fuca Strait 4170 miles; San Francisco 3650 miles; San Diego 3550 miles.
,
I 0 7.231. Papeet e +-~ Panama. Pass W and N of Archipel des Tuamot u, and thence by great circle to and from
the Gul f of Panama. Distance 4600 miles . . . . .
:
7.232. Papeet e ~-* Cal l ao. There are two routes, of which the longer passes W and N of Archipel des Tuamot u
15 and uses the great circle track between a position N of ~les du D6sappointement (14 10" S, 141 20" W) and
Callao. Distance 4370 miles. The shorter and more S' l y route passes through Archipel des Tuamot u S of
Ahunui (19 40" S, 140 28" W) , using the great circle track between that position and Callao; Distance 4210
miles.
20
25
7.233. Papeet e ~-~ I qui que . The route passing S of Archipel des Tuamot u and using the great circle track
between Pitcairn Island and Iquique, passing close N of Isla Sala y Gomez, has a distance of 4510 miles.
Alternatively, the shorter direct great circle track, pasaing through Archipel des Tuamot u S of Ahunui (I 9 40" S,
140 28" W) and N of Turei a and Marutea has a distance of 4480 miles.
30
7.234. Papeet e ~ Val parai s o. The route passes at a safe distance S of Hereheretue Atoll and Group d' iles
Duc de Gloucester (20 41" S, 143 03' W) , and thence by great circle direct to Valparaiso. The track passes
close S of Islas Alejandro Selkirk (M~s a Fuera) and Robinson Crusoe (Juan Fernandez). Distance 4260 miles.
7.235. Papeet e *-. Es t r e c ho de Magal l anes. The great circle track is recommended, in both directions.
35
40
7.236. Papeet e ~-~ Cabo de Hor nos . Steer by great circle to 55 00' S, 80 00' W, on the Southern Route
(7.240), and thence by rhumb line to a position 20 miles S of Islas Diego Ram:fez or to Cabo de Hornos.
Distance 4240 miles to the position S of Islas Diego Ram:fez; 4280 miles to Cabo de Homos.
S OUTH PACIFIC TRANS- OCEAN ROUTES
7. 240. So ut he r n r out e s acros s Paci f i c Ocean. The most S' l y route usually adopted by E-bound traffic
passes through 48 30' S, 165 00' W; 50 00' S, 140 00' W; 51 30' S, 120 00' W; 52 45" S, 100 00' W;
55 00' S, 80 00' W. When the great circle track between the terminal positions passes S of this route, vessels
45 are advised to steer, by great circle if possible, to join it at the most convenient position. Similarly, they should
leave the route at a position which enables t hem to make their destination, by great circle if possible, without
passing S of the track described above, which is referred to as the Sout he r n l t out e . For ice, see 7.44 and 7.45.
W-bound routes across the South Pacific lie far N of the Southern route, following the parallel of 30 S for
various distances between the meridians of 120 W and 150 W.
50 The passages for which the Southern route, or part of it, are appropriate are best seen by plotting it on chart
5098, the gnomonic chart for the South Pacific and Southern Oceans. The following are the best joining and
leaving positions.
From Joi n in
55 Hobart or Snares Islands 48 30' S, 165 00' W
Cook Strait 49 30' S, 150 00' W
Auckland 50 00' S, 140 00' W
For Leave in
60 Callao 48 30' S, 165 00' W
Iqui que 49 30' S, 150 00" W
Valparaiso 50 00' S, 140 00' W
Estrecho de Magallanes 52 45" S, 100 00' W
20' S of Islas Diego Ramirez 55 00' S, 80 00' W
65
From Cook Strait to Callao the route is direct after passing N of Chatham Islands.
From Auckland to Iqui que and Callao the route is direct after clearing the New Zealand coast.
From Sydney or Brisbane for destinations S of and including Callao, proceed via Cook Strait. Alternatively,
from Sydney, the route S of New Zealand is practicable for Valparaiso and ports S, and only slightly longer.
70 Approaching Cabo de Hornos from W, pass 20 miles S of Islas Diego de Ramirez.
Distances, in miles, E-bound by the above routes :
119
{obart
delbourne
;ydney (via Cook St.)
;ydney (via Snares)
~risbane
Vellington
luckland
Ca l l a o
6780
7030
6940
7115
5720
5840
Iqui que
6700
6950
6880
7050
5660
5820
Valparaiso
6110
6370
6290
6320
6460
5070
5150
Estrecho de
Magallanes
5400
, 5660
5580
5540
5760
4360
4440
Islas Diego
de Ramirez
5620
5870
~5800
5830
5970
4570
4650
Cabo de
Hornos
5660
5910
5840
5870
6010
4610
4700
10
Note: Passages from Auckland to Iqui que or Callao do not use the Southern Route. For Iquique, the route
is by great circle direct; for Callao it is by great circle to 41 40' S, 160 00' W, as in article 7.244, and thence by
great circle.
7.241. T o r r e s S t r a i t - ~ S o u t h A m e r i c a . Pass S of Bellona Reefs to 28 30' S, 170 00' E, NE of Norfolk Island;
thence by great circle to join the Southern Route (7.240) in 50 00' S, 140 00' W if bound for Cabo de Hornos
or Estrecho de Magallanes, or direct for Valparaiso or Iquique. If bound for Callao, steer by great circle to
38 00' S, 150 00' W and thence to destination.
Distances from W Entrance: Cabo de Hornos 7450 miles; Islas Diego de Ramirez 7400 miles; Estrecho de
Magallanes 7130 miles; Valparaiso 7850 miles; Iqui que 8390 miles; Callao 8350 miles.
7.242. Hobar t --~ P a n a m a . Proceed by great circle to 47 50' S, 167 50' E, ENE of Snares Islands; thence by
great circle to Cabo Mala. Distance 7640 miles.
7.243. Wel l i ngt on --* P a n a m a . The direct great circle track between Cook Strait and the Gul f of Panama
crosses the meridian of 150 W in about 38 30' S. The area immediately N of this position has in it several
reported dangers, including Maria Theresa and Ernest Legouv~ Reefs. For this reason it is considered that a
better route, about 45 miles longer, is by great circle to 41 40' S, 160 00' W; thence by great circle crossing the
meridian of 150 W in 40 00' S, to a position on the equator in 83 00' W. From this position, steer direct to
Panama, passing E of Isla Malpelo. Distance 6540 miles.
7.244. Auckl and -~ P a n a m a . Proceed by great circle to 41 40' S, 160 00' W; thence by great circle to a
position on the equator in 83 00' W; thence direct to Panama, passing E of Isla Malpelo. Distance 6630 miles.
See 7.243.
7.245, Panama --~ N e w Z e a l a n d . Steer to 2 10' S, 90 00' W, about 50 miles S of Archip61ago de Col6n.
Steer thence by great circle to 25 40' S, 130 00' W, 30 miles S of Pitcairn Island, passing about 25 miles S of
Henderson Island, and then take another great circle to 3'6 30' S, 160 00' W, with due regard t o the reports of
breakers N of Ernest Legouv6 Reef (35 14" S, 150 38" W). From the position on the 160th meridian, proceed
to destination by great circle. Distances: Auckland 6530 miles; Wellington 6530 miles.
7.246. C h i l e a n d P e r d --~ E a s t c o a s t o f A u s t r a l i a , a n d N e w Z e a l a n d . The parallel of 30 S forms part of
all routes, see 7.240. To reach this parallel, proceed from the departure position by great circle, ships from
Estrecho de Magallanes or Cabo de Hornos to 30 00' S, 140 00' W; from Valparaiso (passing either side
of Archipi61ago de Juan Fermlndez), Iqui que and Callao to 30 00" S, 120 00' W. If bound for a New
Zealand port, steer from 30 00' S, 140 00' W by great circle to 36 30' S, 160 00' W, with due regard to the
reports of breakers N of Ernest Legouv6 Reef (35 14" S, 150 38" W), and thence to destination by great circle.
For Australian ports, keep on 30 S as far as 150 W and then proceed to destination, passing N of New Zealand,
or via Cook Strait if desired.
15
20
25
30
35
40
45
50
55
60
Cabo de Hornos
Estrecho de Magallanes
Valparaiso
Iqui que
Callao
Wellington Auckland Sydney
5670
5390
' 5800
6090
5950.
5670
5390
5800
6090
5950
6870
6590
7000,
7290
7150
70
5
10
15
20
120 P OWE R V E S S E L R O UT E S
7.247. Api a *-~ So ut h Ame r i c a . For Callao, in both directions, the route is by great circles meeting in 19 46' S,
140 26' W, SE of Ahunui Atoll, Archipel des Tuamot u.
For Iquique, the route is direct by great circle in both directions, passing close to Pitcairn Island and Isla
Sala y Gomez.
For Valparaiso, the E-bound route is direct by great circle passing close to Rarotonga, the dangers SE of
~les Australes, and l i e Rapa and Marotiri Islands. W-bound, from Valparaiso proceed by great circle to 30 00' S,
120 00' W as directed in article 7.246, and thence along the parallel of 30 00" N to 139 00' W and by great
circle as on the E-bound route to Valparaiso.
Distances: Callao 5500 miles; Iqui que 5760 miles; Valparaiso 5460 miles E-bound and 5510 miles W-bound.
7.248. Suva ~-~ So ut h Ame r i c a . For Callao, the route is the same in both directions. From Suva, proceed from
Nanuku Passage by rhumb line to 18 44' S, 159 47" W, N of Aitutaki Island; and thence to 19 46' S, 140 26' W,
SE of Ahunui Atoll, Archipel des Tuamot u; thence by great circle.
For Iquique, the route is the same in both directions, from Suva as for Callao to the position N of Aitutaki
Island; thence by t humb line to 24 55' S, 130 10' W, N of Pitcaim Island; thence by great circle.
For Valparaiso E-bound, proceed to 17 30' S, 173 00' W and thence by great circle. W-bound, proceed by
great circle to 30 00' S, 120 00' W; thence along the parallel of 30 00' S, to 139 00' W; thence by great circle
to 17 30' S, 173 00' W, a track which passes near Beveridge Reef and Niue Island; thence to Suva.
Distances: Callao 6060 miles; Iqui que 6300 miles; Valparaiso 5920 miles E-bound and 5990 miles W-bound.
MI D- PACI FI C TRANS - OCEAN ROUTES
25 7.260. Ce nt r al Rout e . The constant W' l y flow of water in the equatorial part of the Pacific Ocean between,
roughly, the latitudes of Hawaii in the N and Fiji and the Society Islands in the S, together with the North-east
Trade and South-east Trade Winds which blow on either side of the Equatorial Trough, tend to lengthen voyage
times and to increase fuel and maintenance costs on ships E-bound through these waters. All passages from ports
between Hong Kong and Sydney to destinations on the coasts of Central America and equatorial South America
30 may be affected enough to merit the diversion of part of the route into the E' l y flow of the Equatorial Counter-
current (7.32) which, as described in Admiralty Sailing Directions and below, flows across the ocean from W to
E in a narrow belt a few degrees N of the equator. Also the central and E part of the Ocean is favoured by the
light weather of the Equatorial Trough.
Although the limits of the Equatorial Counter-current are often sharply defined at sea, they have not been
35 precisely delineated by observation. It is known that there is some seasonal shift which tends to be N' l y or
S' ly following the declination of the sun. W of 160 E, the limits are about 3 N to 9 N from Mayt o November,
and about 5 N to 7 N from December to April. To the W of 140 E average speed is about 1 knot, and over
2 knots has been recorded; farther E the average is to knot. Between 160 E and 165 W the current is at its
narrowest in March, April and May, when it flows between about 4 N and 8 N. It extends to about 2 N,
40 W of 150 E, from June to December. From long. 180 to 110 W the S edge of the current lies permanently in
about 4 N, while the N edge, continuing on 8 N, shifts towards 10 N as the year progresses from June towards
November.
The Central Route, quoted in this book, is an average counter-current route between the Sulawesi Sea and
the Gul f of Panama, with an overall length of 9250 miles between 5 o 00' N, 125 o 30' E, S of Mindanao, and 7 00'
45 N, 80 00' W, off the Gul f of Panama. It passes between Sonsorol Islands and Pulau Anna on 5 N, continuing on
that parallel to a position S of Kusaie Island in about 163 o E; thence to a position S of Palmyra Island in 5 30' N,
162 00' W, and to make Cabo Mala. Positions for joining and leaving the route depend on local as well as
climatic considerations; with this in view Panama-bound ships from Hong Kong might join in 168 E, between
the Marshall and Caroline Islands, at a cost of 820 miles over the shortest navigable distance of 9270 miles.
50 Ships from Sydney, joining in 150 W, would accept an extra distance of about 700 miles compared with the
7700 miles of the route via Cook Strait (7.64 and 7.243). Several joining routes are described in the following
articles.
55
60
7.261. Sydney--~ Ce nt r al Rout e . Steer by great circle to 19 50' S, 180 00' ; thence, after passing about 10 miles
S of Ongea Ndriki ( 19 12" S , 178 24" W) and W of Savaii, steer to join the Central Route (7.260) in 5 30' N,
150 00' W. Distance to Panama 8390 miles.
7.262. Br i sbane --~ Ce nt r al Rout e . Steer by great circle to 22 05' S, 175 00 E, about 30 miles SE of Conway
Reef; thence to 19 50' S, 180 00' ; thence, after passing about 10 miles S of Ongea Ndriki ( 19 12"S, 178 24" W)
and W of Savaii, steer to j oi n the Central Route (7.260) in 5 30' N, 150000 ' W. Distance to Panama 8180
miles.
7.263. To r t e s St rai t --~ Ce nt r al Rout e . Steer to pass about 5 miles off the reefs S of Tagula Island and thence,
between Guadalcanal Island and San Cristobal Island and midway between Gilbert Islands and Ellice Islands to
65 cross the equator in about 175 00' W. Thence, steer by rhumb line to join the Central Route (7.260) in 5 N,
160 W. Distance to Panama 8670 miles.
Alternatively, pass through Jomard Entrance and Bougainville Strait; thence S of Ontong Java and N of
Abaiang Atoll (I 58" N, 172 50" E) to join the Central Route on the 180th meridian in about 5 15' N. Thi s
will increase the total distance by about 90 miles but will allow favourable weather and current to be carried for
70 an additional 1200 miles.
7.264. S u v a a n d A p i a - * C e n t r a l R o u t e . From Suva, pass through Nanuku Passage and close W of Savaii;
from Apia proceed direct. In both cases, join the Central Route (7.260) in 5 30' N, 150 00' W. Distances to
Panama: Suva 6660 miles ; Apia 6040 miles.
Alternatively, join the Central Route in 140 W; but this will reduce the chance of a favourable Equatorial
Counter-current by about 600 miles while only reducing the distance by 110 miles.
7.265. Honol ul u -~ C e n t r a l R o u t e . As navigation permits to join the Central Route (7.260) in 5 50' N,
134 00' W. Distance to Panama 5030 miles.
7.266. Gua m -+ Cent r al R o u t e . After rounding the S point of Guam steer to join the Central Route (7.260)
in 5 00' N, 168 00' E, to pass between Namorik Atoll and Ebon Atoll. Distance to Panama 8300
miles.
10
7.267. Yap -~ Cent r al Rout e. Direct, to join the Central Route (7.260) in 5 00' N, 150 00' E. Distance to
Panama 8670 miles. 15
7 . 2 6 8 . O c e a n I s l a n d --~ C e n t r a l R o u t e . P a s s N of Abaiang Atoll (1 58' N, 172 50' E) to join the Central Route
(7.260) in 5 15' N, 180 00' Distance to Panama 6840 miles.
7.269. B a s i l a n S t r a i t - - . C e n t r a l R o u t e . Fr om the E entrance to Basilan Strait steer across the Sulawesi Sea
to join the Central Route (7.260) S of Mindanao, in 5 00' N, 125 o 30' E. Distance from Basilan Strait to Panama
10090 miles; from the position S of Mindanao to Panama 9360 miles.
7.270. S a n B e r n a r d i n o S t r a i t --~ C e n t r a l Rout e. From the E entrance to San Bernardino Strait steer to pass
S of Palau Islands and thence to join the Central Route (7.260) in 5 00" N, 150 00' E. Distance from San
Bernardino Strait to Panama 9530 miles.
20
25
7.271. B a l i n t a n g C h a n n e l --~ C e n t r a l R o u t e . From 19 45' N, 122 10' E, in Balintang Channel, pass close
S of Guam and join the Central Route (7.260) in 5 00' N, 168 00' E, to pass between Namorik Atoll and Ebon
Atoll. Distance to Panama 9620 miles.
30
7.272. M e l b o u r n e a n d S y d n e y - ~ P a n a m a . Cross the Tasman Sea from Bass Strait or Sydney by great circle,
to pass N of New Zealand, on either side of Three Kings Islands with due regard to the tidal streams in that
locality, see Admiralty Sailing Directions. To the E of New Zealand the routes follow a common track, by great
circle to 30 00' S, 150 00' W, thence by t humb line to 25 40' S, 130 00' W, S of Pitcairn Island; thence by 35
great circle to 2 10' S, 90 00' W. S of Archipi61ago de Col6n and to Cape Mala. Distance: Mel bourne 8050
miles; Sydney 7700 miles.
Alternatively, passage from Sydney may be made via Papeete (7.66 and 7.231), or via Suva (7.69 and 7.285)
and thence, leaving the Fiji Islands by Nanuku Passage or Lakemba Passage (7.96) proceeding by great circle
to 6 30' S, 120 00' W, on the route between Papeete and Panama. Distance via Papeete 7900 miles; via Suva 40
7980 miles. For Central Route, see 7.261.
7.273. Panama- - ~ Sydney. From the Gul f of Panama, steer to 2 10' S, 90 00' W, S of Archipi61ago
de Co16n and thence by great circle to 25 40' S, 130 00' W, S of Pitcairn Island. Then steer
by rhumb line to 30 00' S, 150 00' W and then by great circle to pass N of New Zealand to a
position 5 miles N of Three Kings Islands, whence a great circle track may be taken for Sydney. Distance
7700 miles.
7.274. Br i sbane --~ P a n a m a . Thi s passage may be made via Papeete (7.75 and 7.231) or via Suva as in 7.78 and
7.285. Distance via Papeete 7810 miles; via Suva 7860 miles. For Central Route, see 7.262.
7.275. Pa na ma -~ Br i sbane. Follow the Panama - , Sydney route (7.273) as far as 30 00" S, 150 00' W, thence
proceeding by rhumb line to pass N of the Kermadec Islands. Distance 7740 miles.
45
50
7.276. T o r r e s S t r a i t ~-~ P a n a m a . The great circle track between 13 10' S, 160 30' E, S of Indispensable 55
Reefs, and the Gul f of Panama is encumbered with dangers between Indispensable Reefs and $1es Marquises.
The distance, neglecting navigational diversions, is 8570 miles. A recommended route, comparatively free as
regards navigational hazards, is by the routes given in article 7.85, Torres Strait ~-~ Apia and article 7.285,
Apia ~-~ Panama, with a distance of 8590 miles. Both the above distances are from the W entrance to Tort es
Strait. For Central Route, see 7.263. 60
7.277. Ocean I sl and ~-, P a n a m a . By great circle between the Gul f of Panama and Ocean Island. Distance
6760 miles. See 7.268 for the Central Route as alternative.
7.278. Si ngapor e --. P a n a m a . There is a choice between several routes, each with different characteristics of 65
depths, navigational hazard, shelter, weather, currents, and bunkering facilities.
The principal routes are as follows, the distances including fuelling stops at the ports mentioned.
To Yokohama 2890 miles; thence to Panama; total 10530 miles. Articles 7.122, 7.304 refer.
To Yokohama 2890 miles; thence to Honolulu 3440 miles; thence to Panama; total 10510 miles. Articles
7.122, 7.213, 7.218 refer. 70
Through the China Sea by the Eastern Route to Balintang Channel, thence by great circle across the Pacific
Ocean to j oi n the coastal route off Manzanillo i n about 19 00' N, 105 00" W. Distance 10510 miles. Articles
7.113, 7.191 refer.
Through the China Sea to Verde Island Passage, as directed i n 7.124, and San Bemardino Strait to Guam
5 2740 miles; thence to Panama as i n 7.281 ; total 10780 miles.
Through San Bemardino Strait as above and by great circle to j oi n the coastal route off Marmanillo, see 7.191 ;
total distance 10620miles.
Through Balabac Strait and Basilan Strait, to j oi n the Central Route S of Mi ndanao; see 7.125, 7.269. Total
10 Through the Eastern Archipelago to Tort es Strait, see 7.163 ; thence to Panama by Central Route, see 7.263
Tot al distance, depending on route used through the Eastern Archipelago, about 11200 miles.
7.279. Pa~ama --~ Mani l a o r S i n g a p o r e . By keeping N of the E-bound Central Route (7.260), the North
Equatorial current can be carried for most of the ocean crossing and, if fuel is needed, little distance is lost by
15 calling at Honol ul u (7.218) or Guam (7.280).
For this direct route, after clearing Cabo Mala, take a great circle to 13 30' N, 170 00" E and t hen pass between
Bikar Atoll and Taongi Atoll; thence passing close S of Guam and to San Bernardino Strait and Verde Island
Passage.
Having entered the China Sea, join the Eastern Route NW of Nort h Danger and continue to Singapore.
20 See 7.113. Distances: Manila 9580 miles; Singapore 10810 miles.
2,5
7 . 2 8 0 . P a n a m a - - > Gua m. Proceed either by the direct route given i n article 7.279, or via Honol ul u (7.218 and
7.207). Distance by direct route 8090 miles; via Honol ul u 8040 miles.
7.281. Gua m -+ P a t a a m a . Proceed by great circle, which passes through Hawaiian Islands between Gardner
Pinnacles and Brooks Bank, and between Islas Revilla Gigedo (19 00" N, 112 00" W) . Distance 8040 miles.
Alternatively, use the Central Route (7.266); distance 8300 miles.
7.282. New Zeal and, Suva, and Apl a ~-~ N o r t h A m e r i c a . Suva and Apia lie near the route NE from New
30 Zealand (7.202), which passes close W of the Samoa Islands and on towards Honolulu. Great circle tracks for
voyages between New Zealand ports and Nort h American coast ports pass through areas S of the equator which
are encumbered with. dangers and which, i n parts, lack charted soundings. Similarly, the great circle tracks
between Suva or Apia and the Nort h American coast are obstructed to some extent and, unless the great circle
track is clear, as i n the case of Apia ~-+ San Francisco or San Diego, a track pa~sing E of Tokelau Islands, through
35 about 10 30" S, 171 00" W and keeping to the great circles, subject to navigational hazards, is recommended for
each route.
Although the great circle tracks between New Zealand and the equator, and through Phoenix Islands, should
be avoided, these direct distances, neglecting navigational diversions, are given below for comparison with those
recommended.
40
Distances, in miles; D = direct, R = recommended.
45
50
55
Wellington D
R
~uckland D
R
San Diego
5830
6090
5650
5770
San Francisco
5870
6040
5660
5720
Juan de Fuca
Strait
6290
6370
6040
6050
Prince Rupert
6440
6490
6160
6160
3uva D 4790 4730 5030 5110
i byNanuku Passage) R 4800 4750 5080 5200
~pia D 4180 4140 4480 4600
R 4180 4140 4890 5010
60
7.283. Sydney o r B r i s b a n e ~-~ N o r t h A m e r i c a . The portion of the direct route S of the equator is common to
all passages. It is described i n article 7. 200. From the position on the equator i n 178 50' W the routes are
by great circle to each destination. The great circle track for San Francisco should be diverted slightly to pass
65 through Alenuihaha Channel, between Hawaii and Maul For Juan de Fuca Strait, the track passes close SE of
the reported position of Wilder Shoal (8 17" N, 173 29" W) and through the Hawaiian Islands E of Nihoa.
For Hecate Strait, it passes E of Necker Island and for Dixon Entrance it passes E of French Frigate Shoal.
On all the direct routes, a diversion to Honol ul u for fuel presents no problem. If Suva is used as a fuelling stop
on the San Diego or San Francisco routes, great circle courses may be steered between those ports and a landfall
70 at Savaii, Samoa Islands.
PACI FI C OCEAN, CHI NA AND ~t APAN SEAS
Di st ances by di r ect rout es, i n mi l es :
123
Sydney
Brisbane
San Di ego
6700
6300
San Fr anci sco
6550
6150
I
Pr i nce Ru ' pert
Juan de Fuca St r ai t I ( by Di xon Ent r ance)
6740 6750
6340 6350
10
7.284. T o r t e s St r a i t *-~ No r t h Ame r i c a . Th e di r ect gr eat ci r cl e t r ack bet ween Bougai nvi l l e St r ai t and San
Di ego passes dos e t o Honol ul u, a nd t hose for por t s f ar t her N pass t hr ough Mar s hal l I sl ands and t he
Hawai i an I sl ands. Th e cl earest r out es ar e t her ef or e vi a Honol ul u; t he t abl e bel ow r ef er s t o t he r el evant par a-
gr aphs for each composi t e r out e, and gi ves t he di r ect gr eat ci rcl e di st ance, not a11owing for t he avoi dance of
navi gat i onal hazar ds, for t he benef i t of t hose consi der i ng a di r ect r out e. Di st ances are f r om Tor t e s St r ai t
( W ent r ance) , i n mi l es.
15
San Di ego
San Fr anci sco
J uan de Fuca St r ai t
Pr i nce Ruper t
Di r ect
6570
6350
6390
6260
vi a Honol ul u
6580
6380
6590
6670
Reference
7.201 7.217
7.201 7.217
7.201 7.217
7.201 7.216
20
25
7.285. Suv a a n d Api a *-~ Pa n a ma . Th e r out es bet ween Api a or Suva and 10 45' S, 136 35" W, SE of Tles
Mar qui ses, ar e by gr eat ci rcl e, and agai n by gr eat ci rcl e bet ween t hat posi t i on and Panama. Di st ances: Suva
6350 mi l es; Api a 5740 mi l es. For E- bound passages by cent r al r out e, see 7.264.
7.286. Gu a m or Ya p ~ - No r t h Ame r i c a . Rout es ar e as near l y gr eat ci r cl e t r acks as navi gat i on per mi t s.
Di st ances, negl ect i ng navi gat i onal di versi ons, are, i n mi l es.
30
San Di ego San Fr anci sco Juan de Fuca St r ai t Pr i nce Ruper t
Gua m 5410 5080 4830 4570
Yap 5830 5500 5260 4980
35
7.287. Gu a m ~-~ Ma n i l a or Si ng a po r e . Th e nor mal r out e f r om Gu a m i s by gr eat ci rcl e t o San Bemar di no
St r ai t , Ver de I s l and Passage, and Mani l a, cont i nui ng t o pi ck up t he East er n Rout e i n t he Chi na Sea, NW of
Nor t h Danger , see 7.113 and 7.124, and so t o Si ngapore. Di st ances f r om Gu a m: Mani l a 1510 mi l es, Si ngapor e
2740 mi l es.
Al t er nat i vel y, a di r ect passage ma y be made bet ween Si ngapor e and Guam, par t i cul ar l y E- bound i n t he Nor t h-
east Monsoon, b y Bal abac St r ai t and Sur i gao St r ai t . Di st ance 2640 mi l es.
7.288. Ho n g Ko n g ~- Gu a m a r Yap. As navi gat i on per mi t s, t hr ough Bal i nt ang Channel . Th e vi ci ni t y of
Pr at as Reef and Ver eker Banks shoul d be avoi ded, see 7.113 and Admi r a l t y Sai l i ng Di r ect i ons. Di st ances: Gu a m
1840 mi l es; Yap 1580 mi l es.
40
45
50
NOR T H P ACI F I C TRANS - OCEAN ROUTES
7.295. Ge ne r a l No t e s . Br oadl y speaki ng, t he t r e nd of t he coast l i ne bor der i ng t he Nor t h Pacific basi n fol l ows 55
t he arc of a gr eat ci rcl e. I n fact , a gr eat ci rcl e dr awn bet ween a posi t i on i n Luzon St r ai t and a posi t i on on t he
coast of Br i t i sh Col umbi a wi l l pass t hr ough t he Sea of Japan and t he Ber i ng Sea, whi l e a gr eat ci rcl e bet ween
Luzon St r ai t and t he coast of Cal i f or ni a wi l l pass cl ose t o Yokohama and not far S of t he Al eut i an I sl ands.
A hi gh- l at i t ude r out e for t he t r ans- ocean voyage is t her ef or e at t r act i ve on t he score of di st ance, but i t has
di sadvant ages i n weat her and cur r ent s, t o some ext ent seasonal, whi ch obl i ge consi der at i on of a r out e i n l ower 60
l at i t udes par t i cul ar l y when W- b o u n d i n wi nt er .
Wi t h r egar d t o t he weat her, i n summer , fog i s f r equent over t he whol e NW par t of t he ocean. I n wi nt er , snow
of t en r educes vi si bi l i t y. Th e E coast of Japan is f ul l y exposed t o t he st r ong E' l y gal es pr eval ent i n Spr i ng.
Gener al not es on wi nds, weat her, cur r ent s and i ce wi l l be f ound i n art i cl es 7. 01-7. 10, 7.25, 7.26, 7. 32-7. 34,
7. 41-7. 43. 65
I n t hese ci r cumst ances, t he choi ce of an E- bound r out e depends mai nl y on t he cur r ent s l i kel y t o be me t and
t he navi gat i onal r equi r ement s. Fuel l i ng por t s are r easonabl y avai l abl e. W- bound, i t ma y be desi r abl e t o t ake a
mor e S' l y rout e, based on t he par al l el of about 35 N or even f ar t her S i n whi ch a compr omi s e is effect ed bet ween
ext r a di st ance and t he r educed i nfl uence of wi nd and cur r ent , and whi ch allows for t he possi bi l i t y of r ef uel l i ng
at ei t her Honol ul u or Guam.
70
7.296. Si ngapor e -+ No r t h Ame r i c a . Yokohama, at a distance of 2890 miles from Singapore (7.122), and
near the great circle joining Singapore with positions on the North American coast, is a convenient fuelling point.
If calling at or passing close to Yokohama, onward routes are as follows:
5 For Route reference Total distance (miles)
Dut ch Harbour 7.172 5650 (S of Aleutian Is.)
Prince Rupert 7.306 6740
Juan de Fuca Strait 7.306 7070
San Francisco 7.305 7410
10 San Diego 7.305 7810
15
7.297. Mani l a --> Pa n a ma . The direct route passes N of Luzon, crossing the Pacific Ocean from Balintang
Channel by great circle to join the American coastal route i n about 19 00' N, 105 00' W, off Manzanillo.
To make the passage by the Central Route, proceed by Verde Island Passage and San Bernardino Strait to
j oi n the Central Route in 5 00' N, 150 00' E as instructed in article 7.270. Distance 9870 miles.
Composite routes are via Yokohama, see 7.168 and 7.304, distance 9530 miles; or via Guam and Honolulu,
see 7.287, 7.207, and 7.218. Distance 9540 miles. These distances allow for fuelling stops at the ports indicated.
20 7.298. Mani l a -+ San Di e g o or San Fr anc i s c o. The direct route crosses the Pacific Ocean by great circle
from Balintang Channel direct to either destination. Distances: San Diego 6620 miles; San Francisco 6240
miles.
Composite routes are via Yokohama, see paragraphs 7.168, 7.305; distances to San Diego 6760 miles; to
San Francisco 6360 miles; or via Guam and Honolulu, see 7.287, 7.207, and 7.217, distances to San Diego
25 7100 miles; to San Francisco 6910 miles. These distances allow for fuelling stops at the ports indicated.
30
7.299. Mani l a -~ Juan de Fuc a St rai t or Pr i nc e Rupe r t . For the direct route, take a great circle track from
Balintang Channel to 41 00' N, 157 00' E; then steer by rhumb line to 49 00' N, 180 00" and by rhumb line
to destination. Distances: Juan de Fuca Strait 5910 miles; Prince Rupert 5570 miles.
Composite routes are via Yokohama, see 7.168 and 7.306; distances to Juan de Fuca Strait 6040 miles; to
Prince Rupert 5700 miles; or via Guam and Honolulu, see 7.287, 7.206.7.216, 7.217: distances to Juan de Fuca
Strait 7110 miles; to Prince Rupert 7200 miles. These distances allow for fuelling stops at the ports indicated.
35
7.300. Hong Ko n g - ~ Pa n a ma . Steer as directed in article 7.169 to a position off Yokohama and then take the
great circle tracks to j oi n the Nort h American coastal route as directed i n article 7.304. Distance 9270 miles.
To make the passage by the Central route, proceed through Luzon Strait, passing between Babuyan and
Balintang Islands, and then, after passing close S of Guam, join the Central route (7.271), in 5 00' N, 168 00' E.
dO 7. 301. Ho n g Ko n g - + San Di e g o or San Fr anc i s c o. By a small margin, the shortest route is via T' ai -wan Strait,
Korea Strait and Tsugaru Kaikyo, calling at Hakodate if necessary, and thence, having cleared Erimo Misaki, by
great circle to destination. The vertex of the great circle to San Francisco is in 50 30' N, 175 00' W, about
80 miles S of the Aleutian Islands, See 7.308.
Alternatively, the passage may be made via the approaches to Yokohama (7.169), and onward by great circle,
~/5 see 7.305. Distances via Tsugaru Kakyo and Yokohama respectively are: San Diego 6450 and 6460 miles;
San Francisco 6050 and 6060 miles.
A favourable current may be expected over most of the passage if the route is taken as above, but, on the other
hand, the vessel will be exposed to the weather of the Nort h Pacific. Better weather, but less favourable current,
is likely to be experienced on the longer routes via Honolulu (7.211, 7.218), or via Guam and Honol ul u (7.288,
50 7.207, 7.218). Distances, calling at Honol ul u: San Diego 7140 miles; San Francisco 6940 miles; calling at Guam
and Honol ul u: San Diego 7430 miles; San Francisco 7240 miles.
55
7. 302. Ho n g Ko n g --~ Juan de Fuc a St rai t or Pr i nc e Rupe r t . The most direct route is via T' ai -wan Strait,
Korea Strait and Tsugaru Kaikyo, calling at Hakodate if necessary, see 7.169, 7.309. Thence, after clearing
Erimo Misaki, proceed by rhumb line to 49 00' N, 180 00' ; and continue by rhumb line to destination.
Distances: Juan de Fuca Strait 5720 miles; Prince Rupert 5390 miles. Alternatively, the passage may be made
via the approaches to Yokohama, see 7.169, and onward by the routes given in article 7.306. Distances: Juan
de Fuca Strait 5740 miles; Prince Rupert 5400 miles.
60 7.303. Shang-hai -+ No r t h Ame r i c a . The shortest route is via the Sea of Japan and Tsugaru Kaiky6, following
the directions given in articles 7.307, 7.308, and 7.309 after clearing Erimo Misaki. Distances: Panama 8540
miles; San Diego 5760 miles; San Francisco 5350 miles; Juan de Fuca Strait 5020 miles.
7. 304. Yo k o h a ma ~-~ Pa n a ma . Take the great circle track between the approaches to Yokohama and 22 40' N,
65 110 00' W, S of Cabo Falso on the Nort h American coastal route, continuing on that route to Panama. Distance
7650 miles.
Alternatively, a route via Honolulu is recommended, particularly to ships W-bound. It avoids the generally
E-going current which can be expected on the great-circle route, and it carries the probability of better weather
with an opportunity of fuelling midway on the route. See 7.213 and 7.218. Distance by shortest combination of
70 tracks 8100 miles.
PACI FI C OCEAN, CHI NA AND f f APAN SEAS 125
7.305. Yokohama --~ San Di e g o or San Fr anc i s c o. The direct routes are by great circle i n both cases, with a
highest latitude on the route to San Francisco of 47 30' N, i n 170 00" W. Distances: San Diego 4930 miles;
San Francisco 4530 miles.
Alternatively, to avoid bad weather, the reverse of the most S' ly ret urn routes (7.313) may be taken, namely
from Yokohama to 35 00' N, 141 00' E; to 35 00' N, 140 00' W; thence direct to San Diego or via 37 00" N,
130 00' W to San Francisco. Distances: San Diego 5250 miles; San Francisco 4860 miles.
7.306. Yokohama - , J uan de Fuc a Strai t or Pr i nc e Rupert . Proceed by great circle to 440 40" N, 163 40" E;
thence by rhumb line to 49 00' N, 180 00' ; and thence by t humb line to either destination. Thi s route is usually
i n a warm E-going current throughout. Distances: Juan de Fuca Strait 4200 miles; Prince Rupert 3870 miles.
7.307. Hakodat e --> Pa na ma . Proceed by great circle to 28 40" N, 118 20' W, S of Isla de Guadalupe, and
thence as navigation permits. Distance 7430 miles.
10
7.308. Hakodat e -> San Di e g o or San Fr anc i s c o. Passage may be made either direct, on a great circle track, 15
or by a more S' ly track whose most N' l y point is in 47 30' N, 167 00' W. By the latter route a favourable current
may be expected; this is doubtful on the more direct route.
On the direct route, if bound for San Diego take the great circle track from off Erimo Misaki, bearing away
S when nearing the Californian coast so as to round Point Conception, at the entrance to Santa Barbara Channel.
For San Francisco, the great circle track, with its vertex some 80 miles S of the Aleutian Islands, is direct to the 20
traffic separation route i n the approach. Distances: San Diego 4650 miles; San Francisco 4240 miles.
The more S' Iy route is by great circle or t humb line from offErimo Misaki to 46 15" N, 180 00' for San Diego
and 47 00' N, 180 00' for San Francisco. Thence, for San Diego, proceed by great circle to Santa Barbara Channel;
for San Francisco, proceed by great circle direct. Distances: San Diego 4670 miles; San Francisco 4260 miles.
25
7.309. Hakodat e -+ Juan de Fuc a Strai t or Pr i nc e Rupert . Proceed by t humb line to 49 00' N, 180 00' and
thence by rhumb line to either destination. Distances: Juan de Fuca Strait 3910 miles; Prince Rupert 3580 miles.
7.310. Pa na ma --~ Hong Ko n g or Shang- haL The passage recommended is via Guam, proceeding thither
either direct or via Honolulu, see 7.280. From Guam, proceed to Hong Kong via Balintang Channel; for 30
Shang-hai, proceed as directed in article 7.162 through Nansei Shot6 to Hsiao-pan-men. Distances (using
direct passage to Guam) : Hong Kong 9890 miles; Shang-hai 9720 miles.
7. 311. San Di e g o or San Fr a nc i s c o - ~ Si ngapor e , Mani l a, and Chi na Seas. The following seasonal routes,
for vessels not making an intermediate port of call, are recommended. 35
1st June to 30th September. Proceed by great circle to Luzon Strait. A composite great circle track passing
through Nanp6 Shot6 at 31 00" N, 140 00' E and continuing to Cape Engafio will observe the caution advised
by Admiralty Sailing Directions i n the volcanic area of Nanp6 Shot6, while entailing less opposition from Kuro
Shio t han a more N' l y track. For Manila and Singapore, continue through Babuyan Channel and, for Singapore,
by the Eastern Route (7.113), unless the strength of the monsoon dictates a more W' l y route in the China Sea. 40
For destinations S of Fu-chou, sue Balintang Channel or Bashi Channel; for Fu-chou, leave the great circle
as convenient to pass S of Okinawa Gunt 6; for Shang-hai, leave it after passing through Nanp6 Shot6, or as
for Fu-chou. I n working the distinces given below, the departure position for Shang-hai is 31 00' N, 140 00' E.
For the rest of the year, a route based on a rhumb line crossing of the Pacific is recommended. In the transitional
months of April, May, October, and November, owing to the possibility of heavy weather i n the N part of the 45
ocean, a direct rhumb line should be taken to Luzon Strait. From 1st December to 31st March an even more
S' ly t humb line, from 30 00' N, 140 00' W to Luzon Strait, is advised. For Manila or Singapore, continue by
Babuyan Channel and as navigation permits, using the Eastern Route (7.113), for Singapore. For destinations
S of Fu-chou, use either Balintang Channel or Bashi Channel, and for Fu-chou and destinations farther N, leave
the trans-ocean t humb line in 150 E and continue S of Kazan Retto and Okinawa Gunto. 50
Distances i n miles (1) June-Sept. (2) April, May, Oct, Nov. (3) Dec.-Mar. :
Singapore
Manila
Hong Kong
Shang-hai
( 1 )
( 2 )
( 3 )
( 1 )
( 2 )
( 3 )
( 1 )
( 2 )
( 3 )
( 1 )
( 2 )
( 3 )
San Diego
7770
8110
8120
6650
6980
6990
6660
7010
7020
5980
6660
6630
San Francisco
7380
7710
7920
6250
6580
6800
6270
6600
6820
5590
6250
6440
$5
60
65
70
7. 312. J ua n de Fu c a St rai t or Pr i nc e Rupe r t - - , Si ng a po r e , Ma ni l a , a n d Ch i n a Seas. As suggested in article
7.295, the shortest route in all cases is via Tsugaru Kaiky6 and Korea Strait. Directions as far as Hakodate are
given in articles 7.317 and 7.318; the route continues through the Sea of Japan and the China Sea as directed
in articles 7.169 and 7.113.
5 To avoid the worst of the adverse current and the winter weather of a route in N latitudes vessels bound for
China ports may proceed first by great circle to 30 00' N, 180 00" and then approach the Asiatic coast on about
that parallel, passing through Nanp5 Shot6 between Tor i Shima and SSfu Gan, and for Shang-hai as in 7.212.
For ports in S China, pass through Nansei Shot6 between Tokara Gunt6 and Amami Gunto, but Kuro Shio
runs NE on the W part of this route.
10 A second alternative, effective for Hong Kong and destinations farther S, is to proceed to Guam by great
circle (7.286) and thence to destination by the appropriate route given for Singapore and Manila in article 7.287
and for Hong Kong in article 7.288.
Thi s route, which also avoids the worst of the adverse current and winter weather, allows for re-fuelling at
Guam. Fr om Guam a favourable current will be carried, except during June, July, and August, when it will
15 be adverse in the China Sea.
Distances in miles for all seasons : (1) via Sea of Japan; (2) via 30 N, 180 , (3) calling at Guam.
20
25
Singapore
Manila
30 HongKong
35
Shang-hai
( 1 )
( 2 )
( 3 )
( 1 )
( 2 )
( 3 )
( 1 )
( 2 )
( 3 )
Juan de Fuca
Strait
7010
7500
7570
5970
6360
6340
5660
6320
6670
4960
5780
- -
Prince Rupert
6670
7330
7300
5630
6190
6070
5320
6150
6410
4620
5610
- -
7. 313. San Di e g o or San Fr a nc i s c o ~ Yo k o h a ma . The summer route, for June, July, and August, is by
40 great circle. A contrary current is likely throughout the voyage. Distances: from San Diego 4930 miles; from
San Francisco 4530 miles.
From Sept ember to May, a more S' l y route is recommended, see 7.295. From San Diego, proceed by rhumb
line to 35 00" N, 140 00' W; from San Francisco, proceed by rhumb lines through 37 00' N, 130 00" W to
that position. Thence proceed by rhumb line to Yokohama. On this route, bad weather is unusual, and the
45 strength of the contrary current should not be felt until approaching Japan. Distances: from San Diego 5160
miles; from San Francisco 4850 miles.
7.314. J uan de Fu c a St rai t - + Yo k o h a ma . Proceed as for Hakodate, see 7.317, as far as 50 30" N, 180 00.
The route thence is seasonal as far as 44 N. Over this section the winter route, from 1 st Novembef to 31st March,
50 passes through 50 30' N, 175 00' E; 50 10' N, 170 00' E; 49 30' N, 165 00' E; 48 20' N, 160 00' E;
46 30' N, 155 o 00' E; to 44 00' N, 150 00' E. The summer route, from 1 st April to 31 st October, passes through
50 00' N, 175 00' E; 49 15' N, 170 00' E; 48 20' N, 165 00' E; 47 10' N, 160 00' E; 45 20' N, 155 00' E;
to 440 00' N, 152 00' E. Fr om either of these seasonal positions, the route is by t humb lines t6 34 00" N, 140 00"
E, making a landfall at Inub6 Saki (35 42" N, 140 52" E) or, if preferred, at Kinkasan t6 (38 17' N, 141 35" E).
55 These routes, which lead close S of the Aleutian Islands, are usually N of the W' l y winds and are in the track
of the W-goi ng current throughout.
Distances: winter 4180 miles; summer 4160 miles.
60
7.315. Pr i nc e Rupe r t - + Yo k o h a ma . Proceed as for Hakodate, see 7.317, as far as 50 30" N, 180 00"; and
thence by the appropriate seasonal route, see 7.314, to Yokohama. Distances: winter 3820 miles; summer
4000 miles.
7. 316. San Di e g o or San Fr a nc i s c o --> Hakodat e . Ther e is a seasonal route through the N part of the Pacific
Ocean and an alternative route farther S. On these routes, a contrary current may be expected throughout the
65 voyage. If refuelling is desired, a call at Dut ch Harbour entails a slightly longer passage, less favourable as
regards weather but with a favourable current in parts.
The routes from the seaward end of Santa Barbara Channel (for San Diego), and from the approaches to
San Francisco are by great circle to S0 30' N, 180 00" t hroughout the year, and thence the winter route, from
1st November to 31st March, passes through 50 30" N, 175 00' E; 50 10" N, 170 00' E; 49 30' N, 165 00' E;
70 482'N6'E;463'N55'E;44'N5'Eandthenceasnavigatinpermits.Thesummer
P A CI F I C OCE A N, CHI NA A ND . ~ A P A N S E A S 127
r out e , f r o m 1st Ap r i l t o 31s t Oc t o b e r , pa s s e s t h r o u g h 50 0 0 ' N, 175 00' E; 49 15' N, 170 0 0 ' E; 48 20" N,
165 0 0 ' E; 47 10" N, 160 00" E; 45 20" N, 155 0 0 ' E; 44 00" N, 152 00' E, a n d t h e n c e as n a v i g a t i o n p e r mi t s .
Di s t a n c e s a r e t h e s a me b y wi n t e r a n d s u mme r r out e s , n a me l y 4660 mi l e s f r o m S a n Di e go a n d 4250 mi l e s f r o m
S a n Fr a nc i s c o.
T h e a l t e r n a t i v e r o u t e i s b y g r e a t ci r cl e t o 4 4 40" N, 163 4 0 ' E, wi t h a h i g h e s t l a t i t ude o n t h e r o u t e f r o m 5
S a n Fr a n c i s c o o f 47 30" N, 170 0 0 ' W, a n d t h e n c e t o Ha k o d a t e b y t h u mb l i ne. Di s t a n c e s f r o m S a n Di e g o
4680 mi l e s ; f r o m S a n F r a n c i s c o 4270 mi l es .
7. 317. J u a n d e F u c a S t r a i t --~ Ha k o d a t e . T h e r o u t e t h r o u g h o u t t h e year , as f ar as 50 30" N, 180 0 0 ' pas s es
t h r o u g h 49 30' N, 130 0 0 ' W; 50 1 0 ' N, 135 0 0 ' W; 50 3 5 ' N, 140 00" W, 50045 ' N, 145 0 0 " W; 50 50' N, 10
150 00" W; 50 50' N, 160 00" W; 50 4 0 ' N, 165 00' W; 50 30" N, 170 00" W; 50 30' N, 175 00" W;
t h e n c e i t i s s e a s ona l as o n t h e r o u t e s g i v e n f r o m Sa n Di e go or S a n Fr a n c i s o i n 7. 316. Di s t a n c e : 3860 mi l e s
(al l s eas ons ) .
7. 318. Prince Rupert - + I - Lakodat e. T h e r o u t e t h r o u g h o u t t h e year , as f ar as 50 3 0 ' N, 180 0 0 ' W, pa s s e s 15
t h r o u g h 54 4 0 ' N, 135 0 0 ' W; 54 50' N, 140 00' W; 54 50" N, 145 00' W; 54 30" N, 150 0 0 ' W; 54 10" N,
155 00" W; 53 4 0 ' N, 160 00' W; 53 00' N, 155 00' W; 52015 , N, 170 00" W; 51 30' N, 175 0 0 ' W. T h i s
p a r t of t h e r o u t e pa s s e s a b o u t 30 mi l e s S of t h e Al e u t i a n I s l a nds , a n d i s f a v o u r a b l y af f ect ed b y t h e W- g o i n g
Al a s ka c u r r e n t . W of t h e 1 8 0 t h me r i d i a n , t h e r o u t e i s s eas onal , as g i v e n f or S a n Di e go or Sa n Fr a n c i s c o i n
ar t i cl e 7. 315. Di s t a n c e : 3520 mi l e s (al l s eas ons ) . 20
CHAPTER 8
MISCELLANEOUS INFORMATION FOR POWER VESSELS
8.01
8.02
8.03
8.04
8.05
8.06
8.07
8.08
8.09
8.10
8.11
8.12
8.13
8.14
8.15
8.16
8.17
8.18
8.19
8.20
8.21
8.22
8.23
8.24
8.25
8.26
C O N T E N T S
T HROUGH ROUTES
General remarks . .
English Channel ~-* Gul f of Mexico
English Channel ~-~ Caribbean Sea
English Channel ~ east coast of South America . . .
English Channel and European ports ~-~ west coast of Africa
Rounding the Cape of Good Hope
Cape Town ~-~ Cabot Strait, Halifax, or New York
Cape Town --, Galleons Passage and Colon
Cape Town --* ports in Gul f of Mexico and Caribbean Sea
Colon and ports in Caribbean Sea and Gul f of Mexico ---> Cape Town
Europe and north-west coast of Africa +-~ Gul f of Mexico and Caribbean Sea
Europe and north-west coast of Africa ~ East coast of South America
Gul f of Guinea ,-~ Canada and northern Uni t ed States ports .
Gul f of Guinea ~-~ Colon .
East coasts of Canada and Uni t ed States of America ~-~ Gul f of Mexico and Caribbean Sea
East coasts of Canada and Uni t ed States of America +-~ East coast of South America
Gul f of Mexico and Caribbean Sea ~-~ East coast of South America
Cape of Good Hope or Durban ~-~ Singapore
Mauritius ,-+ Singapore
Aden ~-~ Singapore .
Colombo ~-~ Singapore
Madras ~-* Singapore
Cape of Good Hope -~ New Zealand and Pacific Ocean
Aden --> New Zealand and Pacific Ocean .
Routes between ports in Indian Ocean and on east coast of Australia
Straits and passages in Eastern Archipelago
OPI NI ONS AND COMME NT S
8.41 Persian Gul f - + African coast
8.42 Tort es Strait --> Manila via Obi Strait
8.43 Japanese ports --~ ports in T' ai -wan . .
8.44 Dampi er Archipelago -+ Yokohama or Osaka
8.45 Routeing deep-draught ships round Cabo de Hornos or through Estrecho de Magallanes
8.46 Nort h-sout h passages through Caroline Islands
Page
128
128
128
128
129
129
129
129
129
129
129
129
129
129
130
130
130
130
130
130
130
130
130
130
130
131
132
132
132
132
132
133
133
55
60
70
T HROUGH ROUTES
8.01. Ge ne r a l r e ma r k s . Passages made through the sea areas covered by more than one chapter of this book
are described in detail in the chapters concerned. The following articles contain information and advice which
may be helpful in transferring from one chapter to another.
8. 02. En g l i s h Ch a n n e l ~-~ Gul f of Mexi co. Proceed W-bound to Nort h-East Providence Channel (2.83),
or E-bound through Florida Strait (2.82). Alternatively, the passage may be made in either direction via Turks
Island Passage (2.86, 4.30), and Old Bahama Channel or Windward Passage.
8. 03. En g l i s h Ch a n n e l +-~ Ca r i bbe a n Sea. For Belize, Providence Channels (2.83) or Turks Island Passage
and Windward Passage (2.86, 4.30) are suitable.
For Kingston or Colon, Turks Island Passage and Windward Passage (2.86, 4.30) are suitable in either
direction.
For Colon or Curacao, Mona Passage or Sombrero Passage (2.86, 4.30) are suitable in either direction.
8. 04. En g l i s h Ch a n n e l ~-~ eas t coas t o f So ut h Ame r i c a . Between the English Channel and a landfall off
Cabo de $5o Roque, proceed by great circle, with caution in the region of the W-going South Equatorial Current
(2.39, 2.111, 2.116, 2.117). For passages off the E coast of South America, see 3.31.
I N F OR MA T I ON F OR P OWE R V E S S E L S 129
8. 05. En g l i s h Cha nne l and Eur o pe a n port s ~-~ We s t coas t o f Af ri ca. For passages between the English
Channel and Cape Palmas, see 2.96, 2.97. For continuation off the west coast of Africa, see 3.41, 3.42. If calling
at Arquip61ago de Cabo Verde, see 2.126, 2.127.
An outward bound route that has been used by some shipping lines is to pass ~le d' Ouessant at a distance of
30 miles and Cabo Finisterre at 50 miles; thence between Isla de Tenerife and Isla Gran Canaria, and at least
60 miles off Cape Blanc, Cap Vert, and Bijag6s Breaker (11 32" N, 16 54" W) , crossing the equator i n 10 W,
and then steering a direct course for a landfall off Cape Town. If not calling at Cape Town, pass 50 miles W
of the Cape of Good Hope and j oi n the E-bound route given in Chapter 6.
8. 06. Ro u n d i n g t he Cape o f Go o d Ho pe .
8.06.01. F r o m t he So ut h At l ant i c Ocean, to pass S of the Agulhas Current, pass through 36 45' S, 19 00' E
and thence by great circle to 34 30' S, 32 30' E.
Alternatively, by keeping close inshore (6.56), it may be possible to take advantage of local counter-currents.
8. 06. 02. F r o m t he I ndi a n Ocean, the Agulhas Current should be sought, but there can be a dangerous sea
offthe edge of the coastal bank (6.57, 6.150).
8.07. Cape T o wn ~-~ Cabot Strai t, Hal i f ax, or Ne w York. Steer by great circles, for Cabot Strait and Halifax
passing through 14 40' N, 24 55' W, SW of Arquip61ago de Cabo Verde; and for New York, direct. Distances
from Cape Town: Cabot Strait 6430 miles; Halifax 6470 miles; New York 6810 miles.
8. 08. Cape T o wn --> Ga l l e o ns Pas s age and Col on. Follow the great circle track to 4 40" S, 34 35' W,
between Cabo de S~o Roque and Atol das Rocas, and proceed thence to 10 58' N, 60 48' W, i n Galleons
Passage. For continuation to Colon, see 4.29, 4.30. Distances: Galleons Passage 5260 miles; Colon 6450
miles.
8. 09. Cape T o wn --> port s i n Gul f o f Me x i c o and Car i bbe an Sea. Follow the great circle track as 8.08 to
Cabo de Sgo Roque and then proceed to enter the Caribbean Sea through 13 28' N, 61 10' W, about 5 miles
N of St. Vincent. For continuation, see 4.26, 4,27, 4.30. Distance from Cape Town to St. Vincent 5350
miles.
8. 10. Co l o n and port s i n Car i bbe an Sea and Gu l f o f Me x i c o -> Cape To wn . The E-bound route i n the
Atlantic Ocean is somewhat N of the W- bound routes described in 8.08 and 8.09. It passes (see 2.106 and 4.28)
through 13 28' N, 61 10' W, about 5 miles N of St. Vincent, and continues first to 5 00' N, 45 00' W; and
thence to 4 40' S, 34 35' W, between Cabo de Sgo Roque and Atol das Rocas; thence to Cape Town by great
circle. Distance from Colon 6520 miles; from St. Vincent 5370 miles.
8. 11. Eur o pe and no r t h- we s t coas t o f Af ri ca *-~ Gu l f o f Me x i c o and Car i bbe an Sea. Routes and distances
across the Atlantic Ocean are discussed i n 2.81-2.86 ; the channels between the islands of the West Indies, and
navigation in that area, are dealt with in Chapter 4. Owing to the complex variety of voyages and ships' require-
ments, the choice of a route must depend, in the main, on these factors, and on comparison between the distances
involved.
8. 12. Eur ope and no r t h- we s t coas t o f Af ri ca ~-, East coas t of Sout h Ame r i c a . Routes in the Nort h Atlantic
Ocean are discussed i n 2.39, 2.111, 2.116, 2.117; for passages offthe coast of South America see 3.31-3.39.
8.13. Gul f of Gui nea .-, Canada and no r t he r n Un i t e d St at es port s. Pass SW of Arquip61ago de Cabo Verde,
using great circle tracks where possible. See 2.126, 2.127.
Distances, i n miles:
Gamba
Takoradi Lagos Bonny Douala Oil Termi nal Pointe-Noire Lobito
Halifax 4220 4540 4740 4890 5000 5140 5460
New York 4560 4880 5070 5230 5340 5480 5800
10
15
20
25
30
35
40
45
50
55
60
8. 14. Gu l f o f Gui ne a ~-~ Co l o n
8.14.01. From ports between Takoradi and Douala, proceed to 4 20' N, 9 20' W, off Cape Palmas and continue 6 5
by great circle to 11 35' N, 60 35' W, about 10 miles N of Tobago. Steer thence as navigation permits to Colon;
From Pointe Noire and Lobito, proceed by great circle to Galleons Passage (10058 , N, 60048 , W) and thence
direct to Colon. '
Distances by the above W- bound routes are from Takoradi 4730 miles; Lagos 5050 miles; Bonny 5240 mi l es;
Douala 5400 miles; Gamba Oil Termi nal 5490 miles; Pointe Noire 5630 miles; Lobito 5840 miles. 70:
Not for navigation
10
15
20
130 P O W E R V E S S E L R O U T E S
8.14.02. Vessels W- bound between ports i n the Gul f of Gui nea and Colon may obtain considerable help by
making use of the W-going South Equatorial Current (3.11) and the Nort h Equatorial Current (2.15, 4.11).
W- bound from ports farther S, the South Sub-tropical Current (3.11) should be beneficial duri ng the ocean
crossing.
E- bound routes from Colon to the Gul f of Gui nea are, i n general, subject to unfavourable currents but it may
be possible to find the E-going Equatorial Count er-current ; and the Gui nea Current sets permanently to the
E; see 2.15.
8. 15. Eas t c oas t s o f Ca na da a nd U. S. A. *-~ Gu l f o f Me x i c o a nd Ca r i bbe a n Sea. See 2.101, 2.102, 2.103
for routes i n the Atlantic Ocean, and Chapter 4 for the Gul f of Mexico and the Caribbean Sea. Owing to the
variety of voyages and ships' requirements, the choice of a particular route must rest on scrutiny of the charts
and publications covering the area and comparison between the distances involved.
8.16. East coast s of Canada and U.S.A. *-* East coas t o f So ut h Amer i ca. See 2.39, 2.105 for Nort h Atlantic
Ocean and 3.31-3.39 for the coast of South America.
8.17. Gul f of Mexi co a n d Ca r i bbe a n Sea *-* East c oas t o f So ut h Amer i ca. For passages i n the Gul f of
Mexico and the Caribbean Sea, see Chapter 4. For passages off the NE coast of South America, see 2.106,
2.107; for the E coast of South America, see 3.31-3.39.
8.18. Cape of Good Hope or Dur ba n ~-, Si ngapore. Passage may be made either through Malacca Strait or
Sunda Strait, i n either direction, except W- bound for Durban, when Malacca Strait is advised. See 6.70, 6.82,
6.150, 6.151, 7.111.
25 8.19. Maur i t i us ~-~ Si ngapore. Via Malacca Strait, see 6.81, 6.99.
8.20. Aden *-* Si ng a po r e . Via Malacca Strait (6.70, 6.77, 6.78, 6.81) i n either direction, or, E- bound only,
via Sunda Strait (6.153, 7.111).
30 8.21. Col ombo *-, Si ngapore. Via Malacca Strait, see 6.70, 6.81.
35
40
45
8.22. Madr as ~-+ Si ngapor e a nd Eas t e r n Archi pel ago. If distance is the mai n consideration, the following
table of voyage distances by Malacca Strait and Sunda Strait will assist the choice of route. See 6.70, 6.81,
7.125-7.132.
To Via Malacca Strait Via Sunda Strait
(miles) (miles)
Singapore 1590 u
Ambon 3260 3360
Balik Papan 2660 2790
D jakarta 2160 2045
Makassar 2700 2810
Sandakan 2620 3330
Surabaya 2350 2190
Tarakan 3010 3130
8.23. Cape of Good Hope -+ New Zeal and a nd Pac i f i c Ocean. East-bound, from October to April, proceed
as directed i n 6.161 as far as 41 30' S, 122 50" E and thence by great circle to 47 50' S, 167 50' E, ENE of
50 Snares Islands, or alternatively by great circle passing close S of Tasmania, to Cook Strait.
If the shorter route for Mel bourne (6.161) is taken, departure for Snares Islands or Cook Strait should be
made from 45 00' S, 130 00" E.
From May to September, follow the directions given i n 6.161 as far as 35 30' S, 115 08' E, 68 miles S of
Cape Leeuwin and continue thence by great circles to a landfall off South West Cape, Tasmani a and thence to
55 Snares Islands or Cook Strait.
60
8.24. Aden --* New Zeal and and Pacific Ocean. East-bound, from October to April, pass between Ras Asir
and Socotra and to 4 00' S, 70 30' E. Proceed thence by great circle to 41 30" S, 122 50" E and thence as
directed i n 8.23.
From May to September proceed as above to 4 00" S, 70 30' E, and thence by great circle to 35 30" S,
115 08' E, 68 miles S of Cape Leeuwin. Continue thence by great circles to a landfall off South West Cape,
Tasmania, and onward to Snares Islands or Cook Strait.
8. 25. Ro u t e s b e t we e n por t s i n I ndi a n Oc e a n a nd o n eas t c oas t o f Aust ral i a. Two criteria, both of which
65 vary, govern the basic choice between routes N and S of Australia. The distance on any particular route may
vary owing to seasonal changes i n the route, and, i n cases where the distances N-about and S-about are similar,
the balance between climatic conditions may vary seasonally.
I n the fotlowing table of distances, Brisbane is taken as the central Australian port, and distances are quoted
from it i n miles. A comparison for Sydney may be obtained by adding 460 miles to the N-about distances given
70 below and subtracting that amount from the S-about routes.
I NFORMATI ON FOR POWER VESSELS
Seasonal routes are quoted O- A = October to April or M- S = May to September.
*v/a Malacca Strait.
131
Between Brisbane
and
36 45" S, 19 00" E
Cape Town
Durban
Mombasa
Aden
Strait of Hormuz
Karachi
Bombay
Colombo
Madras
Sandheads
Rangoon
S-about
O- A
E-bound
O - A
M - S
O - A
M - S
6820
7000
7210
6410
6600
7300
7390
7380
6930
6460
5610
5900
6110
5740
N-about
O- A 8180
O- A 8370
M- S 8190
O- A 7670
M- S 7560
7470
O- A 7230
M- S 7180
6910
6440
5980
5130
5410"
5340*
4890*
W- bound
S-about N-about
- -
O- A 7370 O- A 8300
M- S 7620 M- S 8360
O- A 6770 O- A 7670
M- S 6830 M- S 7580
6970
O- A 7380 O- A
M- $7410 M- S
7380
6930
6460
5610
5900
6110
5740
References and Remarks
common reference 7.51-7.54
For E-bound traffic from
S Atlantic (O-A only)
6.157, 6.158, 6.160, 6.161,
6.162
6.157, 6.159, 6.160, 6.161,
6.162
7470 6.163
7370 6.164,
7430
6910 6.155,
6440 6.155,
5980 6.155,
5130 6.155,
5410" 6.140,
5340* 6.140,
4890* 6.140,
6.165, 6.166, 1.167
6.156
6.156
6.156
6.156
6.141
6.141
6.142
8.26. Straits and passages i n Ea s t e r n Ar c h i p e l a g o . The following brief notes are for use when pl anni ng
passages between the Indi an Ocean and the Nort h Pacific Ocean. Admlralty Sailing Directions should also be
consulted.
10
15
20
25
30
Strait or passage Geographical position Remarks
Alas Strait 8 40" S, 116 40' E
Alor Strait
Ball Strait
Bangka Strait
Selat Bangka
Basilan Strait
Berhala Strait
Boling and Lamakera
Straits
Buton Passage
Buton Strait
Dampier Strait
Djailolo Passage
Duri an Strait
Flores Strait
Selat Gelasa
Hi nat uan Passage
Karimata Strait
Lombok Strait
Makassar Strait
8 15" S, 123 55' E
8 10' S, 114 25' E
1 45' N, 125 05" E
2 30" S, 105 45' E
6 54' N, 122 04' E
1 00' S, 104 20' E
8 25' S, 123 20' E
5 20' S, 123 15" E
4 56' S, 122 47" E
0 40" S, 130 40' E
0 00", 129 00' E
1 00' N, 103 35' E
8 25' S, 122 55' E
3 00' S, 107 15" E
9 40" N, 125 45" E
3 00' S, 109 00" E
8 30' S, 115 30' E
2 00" S, 118 00' E
Indi an Ocean to Makassar and Sapudi Straits. No
dangers. An alternative to Lombok Strait if anchor- 35
age is desired.
Sawu Sea to Flores Sea. Deep. Usually only used for
local navigation. Strong tidal streams.
Seldom used except by local traffic.
Molukka Sea to Sulawesi Sea. Shortest route round 40
NE end of Sulawesi but not lighted.
Between coast of Sumatra and Bangka, the shortest
route between Sunda Strait and Singapore.
Between Sulu Sea and Sulawesi Sea, the shortest
route SW of Mindanao. Deep. 45
Between coast of Sumatra and Singkep on the i nner
route between Singapore and Sunda Strait. Lighted.
Controlling depth 10 m at NW end.
Sawu Sea to Flores Sea. Deep. Somewhat exposed.
Strong tidal streams. 50
Deep, wide, and clear. Lighted.
Coastal route, easy to navigate by day. 18 m i n South
Narros. No routeing advantage over Buton Passage.
Connects Pacific Ocean with Ceram Sea NW of
New Guinea. 55
Between Ceram Sea and Pacific Ocean. Deep.
Entrance to Singapore Strait from i nner route from
Sunda Strait. Swept to 14 m (1934).
Sawu Sea to Flores Sea. Deep and clear except for
Narrows at N end. Strong tidal streams i n parts, 6(1
calling for a good reserve of power.
Frequent l y i n use between Java Sea and China Sea
as alternative to Selat Bangka.
Connects Pacific Ocean with S end of Surigao Strait.
Wide passage connecting China Sea with E part 65
of Java Sea.
Wide. Easy to navigate. The most important passage
between Makassar Strait and Indi an Ocean.
About 400 miles i n length, connecting Sulawesi Sea
with Java Sea and Flores Sea. 70
Strait or passage Geographical position Remarks
Malacca Strait
Manipa Strait 3 15' S, 127 20' E
Mindoro Strait 11 30' N, 121 20' E
10
Obi Strait 1 15' S, 128 00' E
Ombai Strait 8 30' S, 125 00' E
Pantar Strait 8 20' S, 124 20' E
15
Riouw Strait 0 55' N, 104 20' E
Roti Strait 10 25" S, 123 30' E
20 Sagewin Strait 0 55" S, 130 40' E
Saleier Strait 5 40' S, 120 30' E
San Bemardi no Strait 13 00' N, 124 30' E
Sape Strait 8 30' S, 119 20" E
25 Sapudi Strait 7 00" S, 114 15" E
Sele Strait 1 10" S, 131 05' E
Sumba Strait 9 00' S, 120 00' E
3O
Sunda Strait 6 15' S, 105 00' E
35
Surigao Strait
Wbtar Strait
10 30' N, 125 20' E
8 15' S, 126 25' E
About 250 miles long in its narrower part connecting
Bay of Bengal with Singapore Strait and Durian
Strait. Depths irregular, from about 25 m. See. 6.83.
Wide and deep passage connecting Ceram Sea with
Banda Sea.
Wide and deep strait in frequent use between Manila
and islands to the S.
Wide and deep. Connects Molukka Sea with
Halmahera Sea and Djailolo Passage.
Wide and deep, between Alor Islands and Ti mor.
Connects between Flores Sea and Ombai Strait.
Used by local traffic.
Approach from S to Singapore Strait. Well lighted
and buoyed. Main channel carries 18 m.
Connects between Sawu Sea and Arafura Sea, SW
of Ti mor. Deep.
Connects Pacific Ocean with Ceram Sea iXlW of
New Guinea.
Deep. Usual route between Java Sea and Molukkas.
Wide and deep. Import ant passage on Pacific routes.
Connects between Sumba Strait and Flores Sea.
Regularly used between Java Sea and Lombok
Strait or Flores Sea. Lighted.
Connects between Pacific Ocean and Ceram Sea,
NW of New Guinea.
Wide and deep passage between Sumba Island and
Flores Island.
Principal connection between Indian Ocean and
Java Sea but limited for deep draught vessels by lack
of water NE.
Connects between Pacific Ocean and Mindanao Sea
to Sulu Sea. Safe and deep.
Connects between Arafura Sea and Flores Sea
through Wbtar Passage; used for main routes
between Singapore and Australia.
40
45
OPI NI ONS AND COMME NT S
8.40. The no t e s wh i c h f ol l ow are derived from information which has been received from time to t i me by the
Hydrographer of the Navy, or issued in response to specific requests. Reports and suggestions from sea are
invaluable, and masters and ship operators are freely invited to suggest new routes or to comment on their experi-
ence of established routes, giving full supporting reasons. Such information may, after evaluation, be embodied
in this book or in Admiralty Sailing Directions.
8.41. Per si an Gul f -+ Af r i c an coas t . In June 1931, SS British Dominion, bound from the Persian Gul f to the
50 Cape of Good Hope, after rounding Ras al Hadd, steered S on the 60th meridian with the object of crossing the
South-west Monsoon area as soon as possible and, consequently, meeting less adverse current. On reaching
6 30' N, course was altered direct for ~les Comores. Thi s route, though longer than that recommended in 6.60,
was found to be advantageous.
On the other hand, Captain P. J. Davies has reported that in about 1959 he followed the track of British
55 Dominion and "got the hammeri ng of his life". He was of the opinion that the track recommended in 6.60 was
preferable.
60
8.42. Tor r es St rai t --> Ma n i l a v i a Obi Strai t. In 1969, the Eastern Australian Steamship Company Li mi t ed
proposed a route for the South-east Monsoon (May to September) passing S of False Cape (822 "S, 137 35" E);
E of Pulau-pulau Aru and Ceram; thence NE of Obi Islands (1 30" S, 127 45" E), to join the route given in
7.161 in the Molukka Sea.
8. 43. J a pa ne s e por t s t o por t s i n T' ai - wan. In 1969, Captain R. N. Fi rt h of SS Pando Gulf comment ed on the
passage from Yokohama to Kao-hsiung Chiang, on the SW coast of T' ai -wan, in the South-west Monsoon
period (May to September), to the effect that he preferred the slightly longer route E of Okinawa to that through
T' ai -wan Strait, on account of Kuro Shio. On the other hand, from Kobe, T' ai -wan Strait was preferred.
8.44. Da mp i e r Ar c h i p e l a g o - > Yo k o h a ma or Osaka. In 1964, the Hydrographer of the Navy suggested the
following route for a ship drawing 48 feet (15 m 8). From Dampi er Archipelago (20 1 O" S, 116 40" E) proceed to
9 35' S, 123 05' E, thence through Ombai Strait and between Alor Island and Kambi ng Island to Manipa Strait
I NFORMATI ON FOR POWER VESSELS
133
(3 15" S, 127 20" E). Pass through Manipa Strait and between Obi Islands and Sula Islands to 0 05' N, 126 28'
E and enter the Pacific Ocean in 4 00' N, 127 50' E. Proceed thence by great circle. Distances: Yokohama
3700 miles; Osaka 3580 miles.
8.45. Rout el ng deep-draught shi ps round Cabo de Hornos or through Estrecho de Magallanes. In 1970 5
the Hydrographer of the Navy, in response to a request, gave the opinion that no difficulty could be foreseen in
passing between Cabo de Hornos and Islas Diego de Ramirez. There are no radio aids to navigation, but Cabo
de Hornos is lighted. The SW coast of Chile is inhospitable and there are no lights; vessels should keep well to
seaward of it. Tankers in ballast W-bound SW of Chile may pound in W' l y weather.
Passage through Estrecho de Magallanes, with a saving of about 350 miles, is possible. There are several lights, 10
but tidal streams are strong and there is a weather hazard. Strangers should first make the passage in ballast and
in good conditions.
In 1972, the master, MV Adelaide Star, reported, after completing a W-bound passage of Estrecho de Magal-
lanes without a pilot, that the collective opinion of masters of his acquaintance, experienced in the Strait andi n
the passage round Cabo de Hornos, favoured the passage of the Strait both W-bound and E-bound, and
particularly for vessels W- bound and in ballast.
15
See Admiralty Sailing Directions.
8.46. Nort h- sout h passages t hrough Caroline Islands. In 1972, Captain A. J. Murdoch, of SS Cathay, re-
ported that he considered the passage between West Fayu Island (8 04" N, 146 43' E) and Pikelot Island,
53 miles farther E, to be unsafe for a large vessel owing to existing and reported shoal depths. He preferred
to pass 10 miles W of Fayu Island.
20
Notes
PART II
SAH. I NG VESSEL ROUTES
CONTENTS
Introductory remarks
Chapter 9--Atlantic Ocear~ and ~Iedit~rrane~n Se~ ,
Chapter 10~I ndi an Ocean, Red Sea, and Eastern Archipelago
Chapter 11--Pacific Ocean
Page
135
137
155
198
INTRODUCTORY REMARKS
Al t hough i t ma y be ar gued t hat a s t andar d wor k on Ocean Passages ought t o be confi ned t o t he needs of
cont empor ar y seamen and t hat t her ef or e di r ect i ons for sai l i ng shi ps are out of pl ace, a shor t ened ver si on of t he
i nf or mat i on and advi ce gi ven on t he subj ect i n pr evi ous edi t i ons of t hi s book is gi ven here, for t he benef i t of
t owi ng mast er s and of craft speci al l y suscept i bl e t o t he mai n wi nd and cur r ent ci r cul at i on of t he oceans, and,
of course, for ocean- goi ng sai l i ng vessels. I t mus t be st ressed, however, t hat t he r out ei ng advi ce i n t hi s sect i on
was or i gi nal l y i nt ended for l arge sai l i ng vessel s abl e t o st and up t o, and t ake advant age of, t he heavy weat her
t o be expect ed on many of t he passages.
I n addi t i on t o t he r out es descr i bed i n t hi s vol ume, char t 5309--Tracks followed by sailing and low-powered
steam vessels--shows many rout es.
As r egar ds di st ances t raversed, i t has been consi der ed mor e usef ul to express t hem as t he average numbe r of
days t aken i n or di nar y weat her by a wel l - f ound sai l i ng vessel of about 2000 t ons, whi ch i n good condi t i ons coul d
l og speeds of 1 0- 12 knot s but gener al l y aver aged 100-150 mi l es a day. Th e fol l owi ng list, s uppl i ed by Messr s.
Har di e and Company, of Gl asgow, gi ves t he dur at i on of a numbe r of voyages.
Engl i sh
Engl i sh
Engl i sh
Engl i sh
Engl i sh
Engl i sh
Engl i sh
Engl i sh
Engl i sh
Engl i sh
Engl i sh
Engl i sh
Engl i sh
Engl i sh
Engl i sh
Engl i sh
Channel t o Ne w York, wi nt er .
Channel t o Ne w York, s ummer
Channel t o Ne w Or l eans
C h a n n e l t o R i o d e J a n e i r o o r e rto Sant ,s
Channel t o Ri o de La Pl at a
Channel t o Val par ai so ( ar ound ~a bo ~e Ho~nos) "
Channel t o Cal l ao ( ar ound Cabo de Hor nos) .
Channel t o San Fr anci sco ( ar ound Cabo de Hor nos)
Channel t o Cape To wn
Channel t o Du r b a n
Channel t o Bombay
Channel t o Cal cut t a
Channel t o Rangoon
Channel t o Sunda St r ai t
Channel t o Hong Kong ( Sout h- west I~Ions~on)
Channel t o Adel ai de
Engl i sh Channel t o Me l bour ne
Engl i sh Channel t o Sydney (or N~wcast' le)
Ne w Yor k t o Engl i sh Channel
Ne w Yor k t o Cape To wn .
New Yor k t o Ri o de La Pl at a
New Yor k t o Me l bour ne
Ne w Yor k t o Sunda St r ai t .
Cape To wn t o Me l bour ne .
Cape To wn t o Wel l i ngt on .
Cape Town t o Ri o de La Pl at a (across t he At l ant i c)
Cape Town t o Ri o de La Pl at a ( ar ound Cabo de Hor nos)
Cape Town t o Cal cut t a
Cape To wn t o Shang- hai (via Sur~da St r ai t , S~ut h-~rest l~Ionsoon)
Cal cut t a t o Sydney .
Cal cut t a t o Cape To wn
Cal cut t a t o Engl i sh Channei
Hong Kong t o Engl i sh Channel (~qort h' east ~aonso; n)
Hong Kong t o San Fr anci sco
Hong Kong t o Sydney
Me l bour ne t o Val par ai so .
Me l bour ne t o San Fr anci sco
Mel bour ne *o Ri o de La Pl at a (around- ~a bo ~e Ho~nos)
:
Mel bour ne t o Engl i sh Channel ( ar ound Cabo de Hor nos)
Mel bour ne t o Ha mp t o n Roads
Wel l i ngt on t o San Fr anci sco
Wel l i ngt on t o Val par ai so
Wel l i ngt on t o Ri o de La Pl at a
Wel l i ngt on t o Engl i sh Channel
Valp aiso t o E n g l i s h Ch el --( ound b a b o h o Ho os "
Val parai so t o Ne w Yor k ( ar ound Cabo de Hor nos) .
Number
of days
35- 40
40- 50
45- 55
45- 60
55-65
90- 100
95- 120
125 - 150
50- 60
60- 65
100-110
100- 120
100- 120
90- 100
100-120
80- 90
80- 90
85- 100
25- 30
65- 70
60-65
100-120
100-110
35- 40
40- 45
45
110
40- 50
60
60
45
90- 100
110-120
40
50- 60
40- 50
60- 70
70- 80
80- 100
80-95
60- 70
30-35
55- 60
80- 100
80--90
75- 85
136
Valparaiso to Cape Town . .
Rio de La Plata to English Channel
Rio de La Plata to New York
Rio de La Plata to Cape Town
Rio de La Plata to Mel bourne
New Orleans to English Channel
SAI LI NG VESSEL R 0 UTES
65
70--80
60-70
20
50-55
~-5-50
CHAPTER 9
ATLANTIC OCEAN AND MEDITERRANEAN SEA SAILING ROUTES
9.01
9.02
9.03
9.04
9.05
9.06
9.07
9.08
9.09
9.10
9.11
9.12
9.13
9.14
9.15
9.16
CONTENTS
ROUTES FROM PORTS ON EAS TERN SI DE OF ATLANTI C OCEAN AND I N
MEDI TERRANEAN SEA
From Norwegian and Baltic ports
From North Sea ports . .
From Irish Sea and River Clyde
English Channel to Canada and Uni t ed Sta~es
English Channel to Bermuda
English Channel to West Indiesl Gul f of Mexico, "and nort h coast of South America
English Channel to South America
Atlantic Ocean to Pacific Ocean
Sout hbound from English Channel
English Channel to Cape of Good Hope
English Channel to West African ports
English Channel to St. Helena .
Bay of Biscay and west coasts of Spain ~nd P~rtugal to Atlantic Ocean and English Channel
Gibraltar to English Channel
Gibraltar to Halifax or New Yo~k
Gibraltar to West Indies, South America, Cabo d~ Hor~aos or Cape of Good H~pe
Page
138
138
138
138
139
139
140
141
142
143
143
144
144
144
144
144
ROUTES I N MEDI TERRANEAN SEA
9.19 Gibraltar to Gul f of Lions and Genova
9.20 Gibraltar to Sardinia, Sicily, or Napoli
9.21 Gibraltar to Malta .
9.22 Malta to Gibraltar . o .
9.23 Napoli, Sicily, or Sardinia to Gibraltar
9.24 Genova and Gul f of Lions to Gibraltar
145
145
145
145
146
146
ROUTES FROM PORTS ON WEST COAST OF AFRI CA AND FROM ATLANTI C I S LANDS
9.25
9.26
9.27
9.28
9.29
9.30
9.31
9.32
9.33
9.34
9.35
9.36
9.37
9.38
9.39
9.40
9.41
9.42
9.43
Freetown or Arquip61ago de Cabo Verde to English Channel
Freetown to Ascension Island
Gold Coast, Nigeria, or Bight o~ Biafr~ to Freetown or '~ntern~ediat~ ports
Gold Coast, Nigeria, or Bight of Biafra to English Channel
Gold Coast, Nigeria, or Bight of Biafra to South America
Gold Coast and Bight of Biafra to Cape Town and Cape of Good Hope
Ascension to English Channel
Ascension to South America
Ascension to St Helena - -
dood
- -
Ascension to Cape Town Cape of Hope
:
Ascension to equatorial and south-western coasts of Africa
St Helena to South America
St Helena to Ascension and English C'hann~l
St Helena to west coast of Africa
St Helena to Cape Town or Cape of Good Hope .
Cape Town or Cape of Good Hope to St Helena, Ascension, English Channel, or Bordeaux
Cape Town or Cape of Good Hope to North and Central America and West Indies .
Cape Town to South America .
Cape Town to west coast of Africa
146
146
146
146
146
147
147
147
147
147
147
147
148
148
148
148
148
148
149
ROUTES FROM PORTS ON WES TERN SI DE OF ATLANTI C OCEAN
9.44 From Canada and east coast of Uni t ed States . . .
9.45 New Orleans to east coast of Nort h America, or English Channel
9.46 New Orleans to Colon, or Mosquito coast
149
150
150
138
9.47
9.48
9.49
9.50
9.51
9.52
9.53
9.54
9.55
9.56
9.57
9.58
9.59
9.60
9.61
9.62
9.63
9.64
9.65
9.66
9.67
9.68
9.69
9.70
SAI LI NG VESSEL ROUTES
South-west part of Gul f of Mexico to Atlantic Ocean
Belize to English Channel or coast of Nort h America
Colon or Colombian ports to English Channel . .
Fr om the southern shores of the Caribbean Sea northward
Jamaica to New York, Halifax, or English Channel
Jamaica to Curaqao and southern shores of Caribbean Sea
West Indies to Uni t ed States ports, to Canadian ports, or to English Channel
Barbados to north-east coast of South America
R/o Amazonas to Recife
Rio Amazonas to New York or English Channel .
Recife and north-east coast of South America to English Channel or New York
P6rto do Salvador to Europe or Nort h America
Rio de Janeiro to P6rto do Salvador or Recife
Rio de Janeiro to Europe or Nort h America
Rio de Janeiro to Cape of Good Hope .
Rio de La Plata to Europe or Nort h America
Rio de La Plata to Cape of Good Hope
Rio de La Plata to Falkland Islands
Rio de La Plata to round Cabo de Hornos .
Cabo de Hornos to English Channel . .
Cabo de Hornos to east coast of Nort h America
Cabo de Hornos to east coast of South America
Cabo de Hornos to Cape Town . .
Cabo de Hornos eastward to Indian Ocean and Australian ports
150
150
150
150
151
151
151
151
151
152
152
152
152
152
152
152
153
153
153
153
153
153
154
154
30
ROUTES FROM PORTS ON EASTERN SIDE OF ATLANTI C OCEAN AND FROM
MEDI TERRANEAN SEA
9.01. Fr o m Nor we gi an and Bal ti c port s
9.01.01. For Canadi an and east ern Uni t e d States ports, there are two main routes, Nort hern and Southern,
and a direct route.
35 On the Nort hern Rout e, which should only be taken in autumn, when it is clear of ice, vessels should pass
N of Orkney Islands or of Shetland Islands if the weather so dictates. Thence, they should stand W to cross
30 W in about 55 N, and continue the Nort hern Route as in 9.04.02.
On the Sout hern Rout e, vessels should pass N of Orkney Islands or Shetland Islands if necessary, and stand
W far enough to ensure weathering the British Isles. When clear, they should stand S to j oi n the Southern
40 Route from the English Channel (9.04.03).
The Di rect Rout e is seldom taken, since it is almost directly against the prevailing winds and the Nor t h
Atlantic Drift. To follow it, round Orkney Islands or Shetland Islands as above, make W to at least 10 W, and
thence SW to j oi n the Nort hern Route in about 47 N, 40 W.
45 9.01.02. For ot her Atl anti c ports, Cabo de Hornos , or t he Cape of Good Hope, use the Southern Route
(9.01.01) and join the appropriate route from the English Channel (9.10) in about 40 N.
50
55
9.02. Fr o m Nort h Sea port s
9.02.01. For east coast s of Canada and Uni t ed States, there are three main routes as in 9.01. On the Nort hern
Route with W' l y winds in summer a vessel will probably do better by going N-about round the British Isles than
by beating down the English Channel. On the Southern and Direct Routes the latter is preferable.
9.02.02. For ot her Atl anti c ports, Cabo de Hornos , or t he Cape of Good Hope, proceed via the English
Charmel and the appropriate route from 9.05, 9.06, or 9.07.
60
65
9.03. Fr o m Iri sh Sea and Ri ver Cl yde
9.03.01. For At l ant i c Ocean port s. If taking the Nort hern or Di rect Routes (9.01) to Newfoundland, Canada
or the Uni t ed States when bound from Liverpool or the Clyde, it is generally better to pass N of Ireland with
W' l y winds in summer. On the Southern Route, and on the routes to other ports the weather at the time of sailing
will determine the most advantageous course to join the routes from the English Charmel described below.
9.04. Engl i s h Cb ~ e l to Canada and Uni t e d States
9.04.01. Ther e are two principal routes, a Northern, and a Southern, and also a direct route. The Nort hern
Route should, as a rule, only he taken in autumn, when it is free from ice.
ATL. 4NTI C OCE. , qN AND MEDI TERR. 4NE. dN SE.,4
139
9.04.02. On t he Nort hern Rout e, although heavy weather is frequently experienced, the winds are generally
more favourable, and the currents from the Arctic assist i n the latter part of the voyage.
When dear of the British Isles stand W and cross the meridian of 30 W i n about 55 N; then steer, according
to destination, for the Strait of Belle Isle, for St. John' s, or for Canadian or Uni t ed States ports.
For Gul f of St. Lawr e nc e or Hal i fax, either try to make Cape Race by passing N of Virgin Rocks, or, i n 5
order to avoid the ice, cross the banks on the parallel of 44 N, and hanl up on the proper course on reaching
55 W, heavy ice being seldom met with W of that meridian. Make Cape Race if the weather is dear, and thence
steer for a position S of St. Pierre Island. While on Grand Bank during fog, or when there is uncertainty regarding
the position, soundings should be obtained frequently, and an indraught towards the S coast of Newfoundland
must be guarded against. 10
Notes: The S coast of Newfoundland, E of Cape Ray, is broken, rocky and dangerous, and the tidal streams
are influenced by the winds. S' ly, E' ly, and often also SW' l y winds, bring a thick fog, which is most dense near
the lee shore. Thi s coast therefore should not be approached, except with a decidedly N' l y wi nd and clear
weather.
Sable Island should be given a wide berth, as it is a very dangerous locality owing to the prevalent fogs and 15
variable currents near it. Sounding should never be neglected i n crossing the banks, and should be continuous
whether bound for a Nova Scotia or a Uni t ed States port. I n thick weather, the thermometer is also a useful
guide i n approaching the banks off Newfoundland, as the temperature of the water falls on nearing them.
Wi t h SW' Iy winds, while foggy E of the meridian of Fl i nt Island, Cape Breton Island, it is frequently clear
for some miles off the land W of it. 20
Betweon St. Pierre and Cape Breton Island, when feeling the way by sounding, in foggy weather, the edges
of the deep water channel r unni ng through the banks into Cabot Strait are especially good guides. Cape Pine
should not be approached within depths of 70 m nor Cape St. Mary within depths of 90 m in fog. There is
deep water, of 180 m to 260 m i n the approach to Placentia Bay.
25
9.04.03. The Sout hern Rout e is the best route to be followed during the whole of the year except aut umn,
on account of the better weather likely to be experienced, the certainty of the wind, and the avoidance of both
fog and ice off the Newfoundland banks, duri ng the spring and early part of the summer.
By this route, leaving the English Channel with a fair wind, steer a direct course as long as it lasts, and at least
ensure sufficient westing to avoid the danger of being set into the Bay of Biscay. When the fair wi nd fails, take 30
the Madeira route (9.07.01), and if the wi nd permits pass midway between that island and Arquip61ago dos
A96res into the North-east Trade Wi nd, but if the wi nd does not favour, the Trade Wi nd will usually be gained
sooner by passing nearer to Madeira. I n that neighbourhood, it is usually found i n the summer season between
32 and 31 N; i n winter, a degree or so farther S.
For Hal i fax, or Canadi an port s, when well within the Trade Wi nd limits, run W unt i l i n about 48 W, 35
and thence edge off to the NW passing about 200 miles E of Bermuda, and direct for Halifax, allowing for the
Gul f Stream setting ENE across the track.
For Ne w York, or ot her Uni t ed States port s, when well into the Trade Wi nd limits, r un W, keeping
S of 25 N unt i l i n about 65 W; then steer NW for any Uni t ed States port, hauling out rather earlier for
ports on the N part of this coast. The Gul f Stream will have to be crossed i n the latter part of this 40
route.
9.04.04. The Di rect Rout e across the Atlantic, from the English Channel or New York, which is about 1000
miles shorter t han the Southern Route, can seldom be taken on account of the prevailing W' l y winds, and of the
Nort h Atlantic Current and Gul f Stream combined, runni ng contrary to the desired track. It is, however,
recommended by some navigators, making as directly as possible from the Channel, to cross 50 W at 45 N,
and thence to the desired port.
45
9.05. Engl i s h Channel to Be r muda
50
9.05.01. There are two routes, the Direct and the Southern. By the Di rect Rout e, proceed generally as directed
i n 9.04.04. By the Sout hern Rout e, proceed as directed i n 9.07.01 as far as Madeira, and thence steer SW unt i l
within the N limit of the North-east Trade Wi nd (which will be entered when the sun is i n the nort hern tropic
between the parallels of 31 and 32 N, and when it is near the southern tropic between those of 30 and 31 N), 55
when the course should be altered gradually towards W keeping within the limit of the Traae Wi nd. Cross
40 W i n 25 N, which parallel should be preserved unt i l the meridian of 60 W is reached, when a course for
Bermuda may be steered.
Caution: When approaching the islands every opportunity should be taken to verify the vessel's position, and
should it be at all doubtful and the weather unfavourable for seeing the lights, the parallel of the islands should 60
not be crossed during the night, for ~the 180 m contour line is too close to the reef for soundings to give
warning.
9.06. Engl i s h Channel to Wes t I ndi es , Gul f of Me xi c o and nort h coast of Sout h Ame r i c a.
9.06.01. Fi r st pr ocoed as directed i n 9.07.01 as far as Madeira. After passing Madeira t ry to cross the parallel
of 25 N between 25 and 30 W, the object being to reach the North-East Trade Wi nd as soon as possible.
The season must be taken into consideration, as to how far S it will be necessary to go to insure holding the
Trade Wi nd. Continue as follows : - -
70
10
15
20
~5
30
140 SAI LI NG VESSEL ROUTES
9.06.02. For Cuba, if bound to Habana or Puerto Matanzas pass through Nort h West Providence Channel
close along the W edge of Great Bahama Bank, round the elbow of Double-headed Shot cays, Cay Sal bank,
and across towards Punta Guanos, on the western side of Matanzas, out of the stream. Old Bahama Channel may
also be used or, if approaching from W, Cabo San Antonio may be rounded.
Bound to any port on the S side of Cuba, it is better to pass N of Puerto Rico and Santo Domi ngo-Hai t i
during the period of S' ly winds, which is the rainy season, and S of these islands when N winds are prevalent.
9.06.03. F o r t h e Leewar d Isl ands, J a ma i c a , B e l i z e , o r t h e Gu l f o f Me x i c o , cross 40 W in about 18 N,
and thence steer direct to pass between Antigua and Guadaloupe; thence pass close S of Haiti and Jamaica,
and thence continue nearly direct.
Notes: The channel between Antigua and Guadeloupe is 30 miles wide, and there is generally much less
current here than farther N or S. It will be better, however, in using this channel, to keep the Antigua shore on
board, and to sight the island on the parallel of 17 N. Vessels sometimes pass between Antigua and Barbuda;
this may be done without much risk by day, but by no means at night, for the soundings are so irregular that in
running down it would be difficult to tell whether to haul N or S.
To ports in the Gul f of Mexico, Nort h West Providence Channel is used by a great number of vessels,
keeping on the edges of the banks, to avoid the strength of the current. Old Bahama Channel is also used, but
less commonly.
9.06.04. For t h e n o r t h c o a s t o f S o u t h A m e r i c a , T r i n i d a d , a n d t h e Gu i a n a s , proceed as follows:
For the Venezuelan, Colombian, and Caribbean ports, as far W as San Juan del Nort e (Greytown) (10 53" N,
83 43' I/V), cross the meridian of 40 W in about 13 N; thence steer direct to the NE extreme of Tri ni dad and
thence W to the desired port, keeping in the strength of the prevailing W' l y current.
For the islands northward of Trinidad, the season must be considered as to how far S it will be necessary to
go to ensure holding the Trade Wind. In making for any of the Windward Islands get in the parallelof the island
about 100 miles E of it.
For Cayenne, cross the meridian of 40 W in 9 N; thence steering to make the parallel of the port from 100
to 200 miles to windward, to allow for the strong W' l y current which prevails at all seasons, thence gradually
closing the shore in depths of from 13m to 18 m.
For Surinam and Demerara, cross the meridian of 40 W between the parallels of 11 o N and 12 N, and thence
steer to make the land to windward as for Cayenne.
40
9. 07. E n g l i s h C h a n n e l t o S o u t h A m e r i c a
9.07.01. Engl i s h Channel to Arqui p61ago d e Ca b o Ve r d e . On leaving the English Channel at once make
westing, as the prevailing winds are from that direction. Wi t h a fair wind from the Lizard, steer a WSW' I y
course to gain an offing in 10 or 12 W.
If the wind should be from W keep on the tack which enables most westing to be made to get a good offing, and
45 keep clear of the Bay of Biscay, even standing NW until well able to weather Cabo Finisterre on the starboard
tack. By making a long board to the W nothing is lost, as the wind willgenerally be found to veer, so that a change
of wind will be favourable, and even permit a vessel to pursue a course with a free wi nd; whilst if embayed in
the Bay of Biscay, any change of wind to the W would necessitate beating to windward against the current.
It must be borne in mi nd that the prevailing winds and currents have a tendency to set towards ~le d' Ouessant,
50 and into the Bay of Biscay when S of it. To get well to the W is therefore of the greatest importance. ]le
d' Ouessant should, in no case, be sighted.
Fr om 10 or 12 W, shape course to pass Madeira at any convenient distance, giving a wide berth to Cabo
Finisterre, in passing it, as the current from the Atlantic usually sets right on-shore there. In winter it is preferable
to pass W of Madeira, for the strong W' l y gales which occur in November, December and January produce
55 eddy winds and heavy squalls E of the island.
From Madeira the best track is to pass W of, but just in sight of Arquip61ago de Cabo Verde as the winds are
stronger and steadier W of than E of them.
.60
9.07.02. Arqui p61ago d e Ca b o V e r d e t o n o r t h c o a s t o f Brazi l . No particular crossings of the equator are
necessary (see 9.07.03), as the E coast of South America has not to be weathered. From abreast Arquip61ago de
Cabo Verde steer a direct course, taking care to make the coast E of the destination, and thence steering along the
coast in depths of from 18 m to 27 m.
9.07.03. Ar q u i p 6 1 a g o d e Ca b o V e r d e t o t h e e q u a t o r . In considering where to cross the equator it is necessary
65 to bear in mi nd that if a vessel crosses far to the W there will be a less interval of doldrum to cross, but it may be
requisite to tack to weather the coast of South America, and these crossings vary during the year, as the direction
of the South-east Trade Wi nd is more S' ly when the sun is N of the equator than when S of it.
After passing Arquip61ago de Cabo Verde, stand S between the meridians of 26 and 29 W, being nearer
26 W from May to October, and nearer 29 W from November to April. The equator should be crossed at
70 points varying according to the season, as fol l ows: --
ATLANTI C OCEAN AND MEDI TERRANEAN SEA
141
Be t we e n J a n u a r y a n d Apr i l , wh e n t h e No r t h - e a s t T r a d e Wi n d s ar e wel l t o t h e S, c o n t i n u e o n a S' l y cour s e,
a n d cr os s t h e pa r a l l e l of 5 N b e t we e n 25 a n d 28 W, a n d t h e e q u a t o r b e t we e n 28 a n d 31 W.
I n Ma y a n d J u n e t h e S' l y wi n d s wi l l b e me t wi t h b e t we e n 5 a n d 10 N. On me e t i n g t h e m, s t a n d o n t h e s t a r -
b o a r d t a c k so as t o cr os s t h e pa r a l l e l of 5 N b e t we e n 18 a n d 20 W. Be t we e n 5 a n d 4 N, go r o u n d o n t o t h e
p o r t t ack, a n d cr os s t h e e q u a t o r b e t we e n 25 a n d 23 W.
I n J ul y, Au g u s t a n d S e p t e mb e r , t h e S' l y wi n d s wi l l be me t b e t we e n 10 a n d 12 N. On me e t i n g t h e m s t e e r
o n t h e s t a r b o a r d t a c k s o ' a s t o cr os s 5 N b e t we e n 17 a n d 19 W. Go r o u n d t h e n o n t h e p o r t t ack, a n d cr os s
t h e e qua t or , as i n Ma y a n d J u n e , b e t we e n 25 a n d 23 W.
I n Oc t o b e r , No v e mb e r a n d De c e mb e r , t h e S' l y wi n d s wi l l b e me t b e t we e n t h e par al l el s of 8 a n d 6 N. On
me e t i n g t h e m, s t e e r so as t o cr os s 5 N b e t we e n 20 a n d 23 W, t h e n t a ke t h e t a c k wh i c h gi ves mo s t s o u t h i n g ,
a n d cr os s t h e e q u a t o r b e t we e n 29 a n d 24 W.
Caution: T h e S o u t h Eq u a t o r i a l C u r r e n t i s n o t so s t r o n g i n t h e wi n t e r of t h e N h e mi s p h e r e as i n s u mme r
a n d a u t u mn ; b u t t h e ma r i n e r mu s t r e me mb e r t h a t t h e s t r e n g t h of t h e c u r r e n t i nc r e a s e s as i t a dva nc e s t o wa r d s
t h e Ame r i c a n coas t .
9. 07. 04. F r o m t h e e q u a t o r s o u t h w a r d . Ha v i n g c r os s e d t h e e q u a t o r as r e c o mme n d e d , s t a n d acr os s t h e S o u t h -
eas t T r a d e Wi n d o n t h e p o r t t ack, e v e n s h o u l d t h e vessel f al l of f t o a b o u t 260 , f or t h e wi n d wi l l d r a w mo r e t o
t h e E as t h e ves s el a dva nc e s , a n d f mal l y t o d u e E a t t h e S l i mi t of t h e Tr a d e . Wh e n i n t h e vi c i ni t y of Pe n e d o s
de Sao P e d r o e Sao Paol o, f r e q u e n t a s t r o n o mi c a l o b s e r v a t i o n s s h o u l d b e ma d e , t h e c u r r e n t s h o u l d b e wa t c h e d a n d
al l owed f or , a n d a good l ookout s h o u l d b e ke pt , as t he s e r oc ks ar e s t e e p- t o, a n d c a n o n l y b e s e e n o n a cl ear da y
f r o m a di s t a nc e of a b o u t 8 mi l es . T h e s a me p r e c a u t i o n s ar e neces s ar y, i f pa s s i ng we s t wa r d of I l h a de F e ma n d o de
No r o n h a , wh e n a p p r o a c h i n g t h e d a n g e r o u s At o l das Rocas .
On a p p r o a c h i n g t h e Br a z i l i a n c oa s t b e t we e n Ma r c h a n d S e p t e mb e r , wh e n t h e wi n d i s f r o m SE a n d t h e
c u r r e n t n e a r t h e c oa s t s et s N, i t wi l l b e b e t t e r t o ke e p f r o m 120 t o 150 mi l e s of f t h e l a n d u n t i l we l l S, a n d s t e e r
so as t o b e t o wi n d wa r d of t h e p o r t of d e s t i n a t i o n ; b u t f r o m Oc t o b e r t o J a n u a r y , wh e n t h e NE ' l y wi n d s pr e va i l
a n d t h e c u r r e n t s et s SW, t h e c oa s t ma y b e a p p r o a c h e d wi t h p r u d e n c e , a n d a ves s el ma y s t e e r a c c o r d i n g t o c i r c u m-
s t a n c e s f or h e r i n t e n d e d p o r t .
9. 07. 05. F o r R i o d e J a n e i r o , f r o m Oc t o b e r t o Ma r c h ma k e Ca b o Fr i o a n d gi ve t h e c oa s t a p r u d e n t b e r t h , as
a c o n s t a n t a n d s o me t i me s h e a v y s wel l s et s i n. T h e i s l a nds at t h e e n t r a n c e t o t h e h a r b o u r s h o u l d n o t b e a p p r o a c h e d
u n t i l t h e s ea b r e e z e i s wel l s e t i n, as a ves s el ma y r u n i n t o a c a l m a n d b e e xpos e d t o t h e s wel l a n d c u r r e n t .
9. 07. 06. F o r Mo n t e v i d e o o r R i o d e L a P l a t a , s t a n d d i r e c t t h r o u g h t h e S o u t h - e a s t Tr a d e s , p a s s i n g a b o u t
200 mi l e s E of Ri o de J a ne i r o.
9. 07. 07. F o r Ba h i a B l a n c a a n d p o r t s s o u t h w a r d . Bo u n d t o Ba h i a Bl a nc a , or if, h a v i n g cal l ed a t Mo n t e v i d e o ,
a n d S - b o u n d a f t e r l eavi ng, or p a s s i n g Ri o de La Pl at a, ke e p wel l i n wi t h t h e coast . T h i s c a n b e d o n e wi t h saf et y,
as t h e wi n d s ar e a l mo s t al ways f r o m W, a n d a n E' l y gal e n e v e r c o me s o n wi t h o u t a mp l e wa r n i n g . Pa s s Ca b o
Co r r i e n t e s a t a di s t a nc e of 40 t o 50 mi l es , a n d ma k e t h e l a n d S of Ca b o Bl a n c o a n d a f t e r wa r d s ke e p i t t o p p i n g
o n t h e h o r i z o n u n t i l t h e e n t r a n c e t o Es t r e c h o de Ma g a l l a n e s h a s b e e n pas s ed.
T h i s we s t e r n r o u t e c a n n o t b e t oo mu c h i n s i s t e d on, a n d a ves s el wo u l d do we l l t o ma k e a t a c k i n - s h o r e , e v e n
t h o u g h wi t h a p p a r e n t l oss of g r o u n d , t o ma i n t a i n i t . As l ong as t h e wi n d doe s n o t b a c k t o t h e E of S t h e wa t e r
wi l l b e s mo o t h , a n d mo r e sai l c a n b e c a r r i e d t h a n i f f a r t h e r o u t ; a n d s h o u l d t h e wi n d c o me f r o m SE ( unl e s s
wh e n j u s t of f Ca b o Bl anco) , t h e l a n d r e c e de s so mu c h as t o af f or d p l e n t y of sea r oom.
9. 08. At l a n t i c Oc e a n t o P a c i f i c O c e a n
9. 08. 01. E s t r e c h o d e Ma g a l l a n e s i s n o t a dvi s e d as a s ai l i ng r out e . T h e pa s s a ge s of t h e ol d na vi ga t or s , s o me of
wh o m we r e mo r e t h a n 80 da ys b e t we e n P u e r t o del Ha mb r e a n d Ca b o Pi l ar , t h e vi ol e nc e of t h e s qual l s , a n d t h e
l ack of sea r o o m, s uf f i c i e nt l y a t t e s t t hi s .
10
15
20
25
30
35
40
45
50
9. 08. 02. R o u n d i n g Ca b o d e H o r n o s w e s t b o u n d , t h e us ua l t r a c k i s t a ke as d i r e c t a c our s e as pos s i bl e f r o m a
pos i t i on 200 mi l e s E of Ri o de J a n e i r o t o a b o u t 45 S, 60 W, a n d f r o m t h e n c e so as t o pa s s 30 or 40 mi l e s E of 55
I s l a de l os Es t a dos . T h i s t r a c k l i es b e t we e n 120 a n d 200 mi l e s E of t h e P a t a g o n i a n coast , a n d i s t h e mo s t d i r e c t
r o u t e f or a l ar ge a n d we l l - f o u n d s hi p. T h e ol de r na vi ga t or s , howe ve r , r e c o mme n d t h a t s a i l i ng s hi ps s h o u l d
ke e p wi t h i n 100 mi l e s of t h i s coast , i n o r d e r t o a voi d t h e h e a v y s ea t h a t i s r a i s e d b y t h e W' l y gal es a n d t o pr of i t
b y t h e v a r i a b l e n e s s of t h e i n s h o r e wi n d s wh e n f r o m a W' l y di r e c t i on.
Ne a r t h e coas t f r o m Ap r i l t o S e p t e mb e r , wh e n t h e s u n ha s N de c l i na t i on, t h e wi n d s pr e va i l mo r e f r o m WNW 60
t o NNW t h a n f r o m a n y o t h e r q u a r t e r . E' l y gal es ar e of v e r y r a r e oc c ur r e nc e , a n d e v e n wh e n t h e y do bl ow, t h e
d i r e c t i o n b e i n g o b l i q u e l y u p o n t h e coast , i t i s n o t h a z a r d o u s t o ke e p t h e l a n d a boa r d.
F r o m Oc t o b e r t o Ma r c h , wh e n t h e s u n h a s S de c l i na t i on, t h o u g h t h e wi n d s s h i f t t o t h e S of W, a n d f r e q u e n t l y
b l o w ha r d, ye t as i t i s a we a t h e r s hor e, t h e s ea goes d o wn i mme d i a t e l y a f t e r a gal e. T h e wi n d s at t h i s t i me ar e
c e r t a i nl y a ga i ns t ma k i n g q u i c k pr ogr e s s , ye t as t h e y s e l d o m r e ma i n f i xed i n one poi nt , a n d f r e q u e n t l y b a c k or 65
ve e r 6 or 8 p o i n t s i n as ma n y hour s , a d v a n t a g e ma y b e t a k e n of t h e c h a n g e s so as t o ke e p cl ose i n wi t h t he coast .
Wh e n pa s s i ng I s l a de l os Es t a d o s t h e us ua l c our s e i s E of t h e i s l and, b u t t h e r e i s, of f i t s E e xt r e mi t y, a h e a v y
t i d e - r i p wh i c h e x t e n d s f or a di s t a nc e of 5 or 6 mi l es , or e v e n mor e , t o s e a wa r d. Wh e n t h e wi n d i s s t r o n g a n d
o p p o s e d t o t h e t i d a l s t r e a m, t h e ove r f a l l s ar e o v e r wh e l mi n g , a n d v e r y da nge r ous , e v e n t o a l ar ge a n d we l l - f o u n d
vessel . S e a me n mu s t us e e v e r y p r e c a u t i o n t o a voi d t h i s pe r i l ous ar ea. 70
Estrecho de le Maire provides the shortest route round Cabo de Homos with a valuable saving, when the
difficulty of making westing is considered, of some 60 miles. Furthermore, a vessel is to some extent protected
from W' l y gales and heavy seas when between Estrecho de le Maire and Cabo de Hornos, and she will avoid
the NE' Iy current which is encountered between the E extremity of Isla de los Estados and Cabo de
5 Homos.
On the other hand, the conditions must be suitable. Passage of Estrecho de le Maire is best attempted duri ng
daylight, with a fair wind and tide; the best time for begi nni ng the passage through being at one hour after
high water. A vessel should, if necessary, heave-to off the entrance to the strait unt i l that moment. Under these
conditions, even should the wi nd fail, or come adverse, a vessel would probably drive through rapidly, for the
10 tidal streams are strong. Wi t h a S' ly wind, it would not be advisable to attempt the strait, for, with a weather-
going tide, the sea is very turbulent, and might severely endanger the safety of a small vessel, and do much
damage to a large one. I n calm weather it would be still more imprudent, unless the W side of the strait can be
reached, where a vessel might anchor, on account of the tidal streams which set towards Isla de los Estados
where, if it became necessary to anchor, it would be i n very deep water, and close to the land.
15 Should the wi nd fail, and the tidal stream not be sufficiently strong to carry a vessel through, there is a con-
veni ent anchorage i n Bahia Buen Suceso.
N' l y and NE' l y winds are often accompanied by thick, misty weather; vessels approaching the strait are thus
often compelled to lie-to for a time.
June and July are the best mont hs for making a W- bound passage around Cabo de Homos, as the wi nd is
20 t hen often i n the E quarter. The days are short, however, and the weather is cold. August and September are
bad months, heavy gales with snow and ice occurring at about the time of the Equinox. From October to March,
i n summer, the winds are almost invariably W' ly. I n April and May, the winds are slightly more favourable.
The passage from E to W around Cabo de Homos should usually be made i n about 57 S, or at about 100
miles S of the cape, but if, after passing Isla de los Estados, the wi nd be W' ly, the vessels should be kept upon
25 the starboard tack, unless it veers to the S of SSW, unt i l i n 60 S, and then on the tack upon which most westing
may be made. On this parallel the wi nd is thought by some persons to prevail more from the E t han any other
quarter.
It would usually be necessary to stand S in this manner from August to March; but from April fair passages
have been made by keeping nearer the land and sighting Islas Diego Ramirez. There is no advantage to be gained
30 by attempting, even with a fair wind, to go close to Cabo de Hornos; for the E-going Southern Ocean Current
sets close past the cape, and appears to flow with greater velocity under the land t han farther seaward on the
route from Cabo San Juan.
35 9.09. Sout hbound f rom Engl i sh Channel
40
45
9.09.01. Gener al di rect i ons. For all destinations, at once make westing, as the prevailing winds are from
that direction. Wi t h a fair wind, from the Lizard, steer to the WSW to gain an offing i n long. 10 12 W.
9.09.02. For west er n Fr ench port s, the above WSW' l y course should be modified, according to weather, in
order to reach the destination more directly; but it must be borne i n mi nd that the prevailing winds and currents
have a tendency to set a vessel toward $1e d' Ouessant and the many surroundi ng dangers. If circumstances
require it, shelter may be obtained i n one of the French anchorages unt i l the weather improves, but Pointe de
Penm~rc' h should never be made.
9.09.03. For Li sbon, having gained an offing in 10 or 12 W, and with the wi nd from the W, haul to the wi nd
on the tack which will best enable the approach to the proper course to be made without being drawn into the
Bay of Biscay, which is especially to be avoided. Duri ng and after SW' l y gales the indraft of the Bay is strongest,
and is most to be guarded against.
50 Should S' ly and SE' Iy gales have been experienced the vessel will have been driven W, and i n this case the
aim should be to make progress S. On the other hand, if W' l y gales have prevailed, and the vessel has become
embayed, it may be found difficult to weather Cabo Finisterre or even Cabo Ortegal; i n these circumstances
refuge may be found i n E1 Ferrol, La Corufia, Ria del Barquero, or Ria de Vivero; and, i n extreme cases, i n
the ports and roadsteads of France from the Gironde to Brest.
55 Rather t han r un any risk of becoming embayed i n this manner, it will be better to make a long board to the W
(as described above), and since W' l y winds generally veer, ff a good offing has been made, the course can after-
wards be pursued a point or two free, making allowance for a SE' Iy set.
Proceeding S from off Cabo Finisterre, shape course to clear Os Farilh~Ses and Ilha Berlenga, which should
be given a wide berth i n thick weather; with SW' Iy winds it is better to keep off the land, to avoid the N' l y
60 current that sets along the coast with those winds, as well as to be i n a position to profit by any change of wi nd
to the W and NW. I n short, it is better to run to the S at some distance from the coast of Portugal, as W' l y winds
make it a lee shore, and i n winter these gales are frequent, blowing with great strength, and cont i nui ng for
several days together.
Bound to Lisbon, when abreast ILha Berlenga, steer for a position off Cabo da Roca.
65
70
9.09.04. For t he Strait of Gi br al t ar , take the Li bson r ou~ as directed i n 9.09.03 to clear Os Farilh~Ses and
Ilha Berlenga, and t hen continue down the coast as far as Cabo de Sao Vicente; thence shape a course for the
Strait of Gibraltar, as follows--
Cabo de Sao Vicente should be sighted, and then, after roundi ng it, as the vessel proceeds SE, the state of
the wi nd and weather, and the indraft and current of the Strait of Gibraltar, must be considered and allowed for.
ATLANTI C OCEAN AND MEDI TERRANEAN SEA
143
Wi t h the wi nd from NW, through N, to NE, make Cabo Trafalgar; with it from W, through S, to E, make
Cabo Espartel.
I n thick weather the safety of the vessel may be assured by making the bank which extends about 20 miles
from the coast abreast Cabo Trafalgar, but care must be taken, on nearing Isla de Tarifa, to avoid Los Cabezos.
Cabo Espartel is safe to approach and can be seen from a long distance. To the S of Cabo Espartel, the land
falls, and has been mistaken for the mout h of the strait; so that at night, when the light is not seen, caution is
necessary. If an E' l y wi nd be met, and it is too strong to beat against, shelter will be found under Cabo Espartel,
the vessel either keeping under weigh, or anchoring off Playa de Jeremias, about 3 miles S of the cape.
When working through the Strait of Gibraltar against an E' l y wind, keep i n mid-channel to have the advantage
of the current whilst the W-going tidal stream is runni ng, but with the E-going stream either shore may be
approached, with a chance of meeting favourable slants of wind. When Tarifa is passed, the force of the wind
lessens.
When the E' l y wi nd inclines to the N, it is advisable to keep on the Spanish coast, avoiding La Perla, but when
it inclines to the S, the African coast is preferable.
9.10. Engl i s h Channel to Cape of Good Hope
I0
15
9.10.01. General di rect i ons. Follow the directions given i n 9.07.01 between 23 W and 31 W according to
season (see 9.07.03), passing W of ArquipOlago de Cabo Verde, and, having crossed the equator, stand across 20
the South-east Trade on the port tack, even if the vessel cannot make a better course than WSW, for t he wi nd
will draw more to the E as the vessel advances, and finally to E at the S limit of the Trade. When i n the vicinity
of Penedos de S~o Pedro e S~o Paolo and Ilha de Fernando de Noronha precautions should be taken as i n
9.07.04. Duri ng the greater part of the year the South-east Trade fails on a line drawn from the Cape of Good
Hope to Ilha da Tri ndade (20 30" S, 29 19" W) and Ilhas Mart i n Vaz. Thi s limit varies according 25
to season.
When S of the South-east Trade, fresh winds variable i n direction will be met. Those from NE through N to
NW, if accompanied by cloudy weather, often shift suddenly to SW or S, but sometimes the wind steadies
between W and WSW. From Ilha da Tri ndade shape course to the SE to cross the parallel of 30 S i n about
22 W, and the meridian of Greenwich i n about 35 to 37 S, whence to the Cape of Good Hope winds from 30
W and S usually prevail. If E-bound round the Cape of Good Hope, cross the meridian of Greenwich i n about
40 S.
After passing the meridian of Greenwich, a strong N' l y current will be frequently experienced; and on nearing
the land, when bound to Tabl e Bay, great attention is required, as there it will be found almost constantly r unni ng
strongly to the N and, if it is disregarded, a vessel may have difficulty and lose time i n reaching the bay. If bound to 35
Simons Bay during the southern summer, it will be better to make the land about Cape Hangklip, as a strong
current sets at that period across the entrance to False Bay towards Cape Point.
If near the coast at night, and the land is not visible, keep to the SW unt i l the position is ascertained. I n any
circumstances, at night, there is great difficulty in j udgi ng the distance of lights situated under high land. There-
fore, the prudent course for a stranger to pursue when making Tabl e Bay is to keep off and on unt i l daylight, 40
far enough W of Green Point to prevent being becalmed near the land and set i n upon the coast by the heave of
the sea.
For continuation to the Indi an Ocean, see 9.70.
Note: As the wi nd seldom, if ever, blows from E or NE (i.e., directly offthe peninsula), sailing vessels bound
either for Tabl e Bay or round the Cape of Good Hope should ensure a weatherly position to the N or S, according 45
to the season. Those for Simons Bay have been detained many days by south-easters off Li on' s Head and Hour
Bay, i n consequence of their making the land too far to the N during the summer season. The same winds would
have been fair for t hem had they been 30 miles farther S. On the other hand, a vessel bound for Tabl e Bay i n
the winter season will find it difficult to make her port from a position off Cape Point, during the continuance
of N and NW winds, notwithstanding the general prevalence of NNW' l y current. 50
9.11. Engl i s h Channel to Wes t Afri can port s
9.11.01. For Bathurst or Freet own, follow the directions given i n 9.07.01, as far as Madeira. Thence steer 55
so as to pass 60 to 100 miles W of Islas Canarias and from abreast these islands take one of the following routes,
according to season.
From November to April, steer due S to about 20 N, and t hen edge over to the African coast, and steer as
directly as possible to destination.
From May to October, keep more to the W, so as to sight ArquipOlago de Cabo Verde; and, after picking up 60
the South-east Trade i n about 10 N, stand on the starboard tack direct to destination.
Note: Some navigators recommend standing to the W of ArquipOlago de Cabo Verde, from abreast Islas
Canarias; the North-east Trade being sometimes held longer by doing so, and t urni ng E after passing them.
9.11.02. For Lagos or Calabar Ri ver, follow 9.11.01, as far as Islas Canarias, and t hen take the following 65
seasonal routes.
From November to April, after edging over towards the coast as i n 9.11.01, keep it at about 60 miles distance
unt i l abreast the port of destination.
From May to October, keep about 200 mi l es off the African coast duri ng the South-west Monsoon. Tur n to
the E i n about 6 or 7 N, 15 W and, closing the land to keep in the Gui nea Current, steer to destination. 70
10
15
20
9. 12. En g l i s h Ch a n n e l t o St. He l e n a
9.12.01. Th e us ua l r out e is as for the Cape of Good Hope (9.10.01) to beyond the South-east Trade, then
making enough easting to be able to enter the Trade again and weather St. Helena, which should be approached
from SE. As a rule, avoid going on the starboard tack, or decreasing latitude, until St. Helena bears about
035 .
9.12.02. No r t he r n Rout e. From January to April another route, known as the Nort hern Route, is, by some
authorities, deemed preferable; that is, pass E of Arquip61ago de Cabo Verde and along the African coast until
past Cape Palmas, and thence, keeping in the Guinea Current, pass close to Ilha de S~o Thom6. In March, try
to reach about fat. 7 S or 8 S, and long. 4 E, or 5 E, from whence St. Helena will generally be fetched on
the port tack; but in June and early July it will probably be sufficient to get as far as 4 S or 5 S in the same
longitude, as the wind is then generally more E' ly.
9. 13. Bay o f Bi s c ay and we s t coas t s of Spai n and Port ugal t o At l ant i c Oc e an and En g l i s h Cha nne l
9.13.01. Th e us ua l rout e. Whet her N- bound or S-bound, the importance of making to the W as quickly as
possible, to join the routes to or from the Channel, cannot be too strongly stressed. From the Bay of Biscay,
it may even be advisable to postpone sailing until a favourable wind enables a vessel to avoid all risk of being
embayed. The indraft of the Bay is strongest after SW' l y gales.
See articles 9.04-9.12 from English Channel and article 9.14 from Gibraltar.
25 9.14. Gi bral t ar t o En g l i s h Cha nne l
9. 14. 01. Gener al di r ect i ons. The W-bound passage through the Strait of Gibraltar against the general E-going
current is, even with a fair wind (especially during neap tides), somewhat difficult for sailing vessels, but with
W' l y winds, which increase the strength of the current, it is, for a large ship, almost impossible.
30 From Europa Point work along the coast of Spain during the W-going tidal stream until reaching Isla de
Tarifa, and, if necessary, anchor there to await the next favourable stream. If from Algeciras, get under way at
half ebb and so reach Punta de1 Acebuche by the commencement of the W-going stream.
If successful in doubling Isla de Tarifa by keeping to the Spanish coast, continue working up Playa de los
Lances while the tidal stream remains favourable. After gaining Punta de la Pena tower (if it be preferred not
35 to work inshore of Los Cabezos) cross to the African coast and work up under that as directed below. If the wind
be from SW with moderate weather keep to the Spanish coast, as by crossing to the African coast, where the
wind will probably be less, a vessel will be set to leeward. Should the wind shift to WNW or NW, the Spanish
coast should still be kept.
If unable to fetch Tangier by following these directions cross to the African coast and work up that coast with
40 the favouring stream, anchoring when necessary, until Tangi er Bay is reached. But Isla de Tarifa should be
fetched before standing across, otherwise there will be no certainty of weathering Punta Cires, and, should a
vessel fall to leeward of it, it will be difficult even to regain Gibraltar Bay. Having weathered Punta Cites, work
within the counter-current and near the shore to take advantage of any slant of wind that may occur, and then
doubling Malabata Point, gain Tangier Bay, whence it will be easy to regain the Spanish coast. When the meridian
45 of Tangi er is passed, there is less current and a more manageable wind than in the narrows.
Note: Wi t h W' l y winds, if a small vessel makes Peninsula de la A1mina, Ceuta, instead of Europa Point,
she may work up on the African coast within the limits of the tidal streams, anchoring during the E-going
stream.
From S of Ceuta to Gibraltar work up as far as Punta Cites, then taking advantage of the W-goi ng stream,
50 cross the strait, sailing a point free. If the wind is SW this is more easily done, with the favourable slants of
wind met with on the African coast.
In light winds, preserve a good offing when in the vicinity of Cabo de S~o Vicente, as the currents generally
set strongly along the land, and have a tendency towards the cape. Ripples are occasionally seen about 3 miles
SW of and off the cape. After passing Cabo de $5o Vicente stand out to the NW on the prevailing N' l y winds
55 until a favourable wind is met. Get an offing of at least 100 or 150 miles to avoid the S and SE' l y current near the
coast of Portugal.
If a S' ly wind should be met with, stand to the N keeping sufficiently to the W to be able easily to weather
Tle d' Ouessant and do not steer an E' l y course until N of the parallel of that island.
60
65
70
9. 15. Gi bral t ar t o Hal i f ax or Ne w Yo r k
9.15.01. Ge ne r al Di r e c t i ons . Having cleared the Strait of Gibraltar as described in article 9.14, stand to the
SW into the North-east Trade Wind. Thence continue as directed in article 9.04.03.
9. 16. Gi bral t ar t o We s t I ndi e s , Sout h Ame r i c a , Cabo de Ho r no s or Cape o f Go o d Ho p e
9.16.01. Ge ne r al di r e c t i ons . Having cleared the strait as described in article 9.14, stand SW and join the
appropriate route (9,05-9.10).
ATLANTI C OCEAN AND MEDI TERRANEAN SEA 145
ROUTES I N MEDI TERRANEAN SEA
9. 19. Gi bral t ar t o Gul f o f Li o n s and Ge no v a
9.19.01. After l eavi ng Gi br al t ar , keep in mid-channel whether the wi nd be from E or W; thence follow the
summer or the winter route described below.
9.19.02. S u mme r rout e. Pass between Islas Baleares and Spain. A vessel bound to Marseille should
sight Cabo de San Sebastian or Cabo Creus before crossing the Gul f of Lions; but if bound to Golfo di Genova
she should make the land about $1es d' Hybres. I n most cases, when bound to Genova or Livorno, the sooner
the coast of Provence is made, the more secure the voyage, unless the wi nd should be settled from SE to SW.
9.19.03. Wi nt e r rout e. Keep along the coast of Spain up to Cabo Creus, where shelter may be obtained in
Bahia de Rosas i n case of a N' l y gale or bad weather, and thence, if bound to Marseille, stand across the Gul f of
Lions and pass well W of $1e de Planier, but in case of a SE wind try to make easting as quickly as possible as
far as 5 E. If bound to Golfo di Genova make $1es d' Hybres.
9. 19. 04. Caut i ons. Sailing vessels roundi ng Cap Corse, the N end of Corsica, in the winter, should give it a berth
of 6 or 8 miles, as within that distance dangerous whirlwinds and squalls come off from the cape.
When approaching the N shore of the Gul f of Lions, with S' ly winds, the greatest caution is necessary, as
the currents with these winds set strongly N and NW, and many vessels have been wrecked.
5
10
15
20
9. 20. Gi bral t ar t o Sardi ni a, Si c i l y, or Na po l i
9.20.01. S u mme r rout e. Wi t h a fair wind, pass between Isla de Albor~n and the coast of Spain and midway
between Islas Baleares and the coast of Africa, along the S coast of Sardinia, and N or S of Sicily according to
the port to which bound.
Wi t h an E' l y wind, work to windward in mid-channel, and then between Islas Baleares and the coast of
Africa, keeping nearer the coast of Africa with the wind to the S of E, but nearer the islands with the wind to the
Nof E.
9.20.02. Wi nt e r rout e. Keep along the coast of Spain as far as Cabo de Palos, and thence make for the S end
of Sardinia, and pass N or S of Sicily.
9. 21. Gi bral t ar t o Mal t a
9.21.01. S u mme r rout e. From May to September, steer midway between Spain and Africa until abreast Cabo
de Gata, and thence keep to the African coast as far as Cap Bon to profit by the E' ly current, passing N of ~le
de la Galite. Thence proceed direct for Malta, passing N or S of Isola di Pantelleria and the Maltese islands
according to circumstances.
25
30
35
40
9.21.02. Wi nt er rout e. From October toApril, W' l ywi nds ( SWt o NW) principally prevail, maki ngi t desirable
to keep along the coast of Spain as far as Cabo de Palos, and then to steer for the S coast of Sardinia. In all cir- 45
cumstances the African coast should be avoided i n the winter, as the N' l y gales make it a dangerous lee shore.
From S of Sardinia make for Cap Bon, and pass N of Isola di Pantelleria and Gozo. Wi t h a strong SW' l y wind,
however, the African coast may be kept as far as Cap Bon.
Note: If leaving Gibraltar with an E' ly wind, work to windward i n mid-channel as far as Cabo de Palos, and
thence to the S end of Sardinia. Thence make for Cap Bon, and pass N or S of Isola di Pantelleria and the 50
Maltese islands according to circumstances.
9. 22. Mal t a t o Gi bral t ar
55
9.22.01. Usual rout e. Wi t h a fair wind, after passing Cani Rocks, keep well off the African coast to avoid the
E' l y current, and make the Spanish coast about Cabo de Palos, afterwards keeping along it to Gibraltar.
Great care is needed in making the Strait of Gibraltar in the thick weather which usually accompanies E' l y
winds, as vessels mistaking the Rock of Gibraltar for Sierra Bullones and supposing they were passing through
the strait and vice versa, have been wrecked i n Bayla Mala and Ensenada de Tet uan, where the land is low. 60
Wi t h NW' l y winds work along the coast of Sicily to Isola Marettimo and then work across to the S coast of
Sardinia and the S coast of Spain. The difficulty of getting to windward with a W' l y wi nd increases as the
Strait of Gibraltar is approached, vessels being frequently obliged to remain some days at anchor off the coast.
Short tacks should be made along the Spanish coast to avoid the E' l y current in mid-channel.
If a NW' l y gale be encountered between Malta and Isola di Pantelleria, it is better to put back to Malta rather 65
than risk straining the ship in the heavy sea then met in that channel.
9.22.02. An al t e r nat i ve rout e, recommended as a better one, is, on leaving Malta, to stand on the starboard
tack towards the coast of Africa, and work along it up to Cap Bon, subsequently keeping well off the coast of
Africa.
70
10
146 S A I L I N G V E S S E L R OUT E S
9.23. Na p o H, S i c i l y , o r S a r d i n i a t o Gi br al t ar
9.23.01. Ge n e r a l d i r e c t i o n s . At al l times of the year pass along the S coasts of Sardinia and Islas Baleares, and
keep along the coast of Spain from Cabo de Palos, noting the remarks i n article 9.22.01.
9. 24. G e n o v a a n d G u l f o f L i o n s t o Gi b r a l t a r
9.24.01. Ge n e r a l d i r e c t i o n s . At all times of the year make for Cabo de San Antonio, and t hen keep along t he
coast of Spain, not i ng the remarks i n 9.22.01.
15
20
R O U T E S F R O M P ORT S O N WE S T COAS T OF A F R I C A A N D F R O M
A T L A N T I C I S L A N D S
9.25. F r e e t o w n o r Ar q u i p 6 1 a g o d e Ca b o V e r d e t o E n g l i s h C h a n n e l
9.25.01. Ge n e r a l d i r e c t i o n s . Stand to the NW into the North-east Trade Wi nd. Run through the Trade,
passing W of Arquip61ago de Cabo Verde, and then follow the route recommended for sailing vessels from
Cape Town to England i n article 9.40.01.
25
30
35
9. 26. F r e e t o w n t o A s c e n s i o n I s l a n d
9.26.01. Ge n e r a l d i r e c t i o n s . When clear of St. Ann Shoals r un along the coast, within 50 miles of the land,
unt i l past Cape Palmas, when an endeavour should be made to cross the equator between the meridians of
3 00" W and 8 00' W, and then, without making a tack, Ascension Island will be fetched. Duri ng November
long-continued calms and a strong NW' l y current are experienced i n the vicinity of St. Ann Shoals.
9. 27. G o l d Co a s t , N i g e r i a o r B i g h t o f Bi a f r a t o F r e e t o w n o r i n t e r m e d i a t e p o r t s
9.27.01. F o r F r e e t o w n , stand S from the N part of the Bight of Biafra and, if possible, pass W of Fernando P6o
and cross the equator as soon as possible, unless the vessel can point as high as WNW. When S of the equator
stand W in the South Equatorial Current, and as westing is made the wi nd will be found to shift gradually round
to the SE. When i n about 10 W recross the equator and shape course for Freetown.
From any place i n the Gul f of Gui nea E of Cape Palmas, stand S into the South Equatorial Current, and t hen
proceed as above.
40 9.27.02. F o r i n t e r m e d i a t e p o r t s , i n working to windward i n the Bight of Benin, it is advisable to stand off
on the starboard tack duri ng the day, and inshore on the port tack by night, tacking if the wi nd should veer.
If going some distance along the Gui nea coast it is advisable to stand across the equator and make westing i n the
South Equatorial Current.
I n the Harmat t an season (November to February) the Gui nea Current near the land i n this bight is checked,
45 and inshore a W' l y set is felt.
50
55
60
9. 28. G o l d Co a s t , N i g e r i a o r B i g h t o f Bi a f r a t o E n g l i s h C h a n n e l
9. 28. 01. Ge n e r a l d i r e c t i o n s . St and S of the equator into the South Equatorial Current, and then make westing,
as from the Bight of Biafra to Freetown (9.27.01). Re-cross the equator in about 20 W, and then, as from the
Cape of Good Hope (9.40.01) run through the North-east Trade, and shape a course for the English Channel.
9. 29. G o l d Co a s t , N i g e r i a o r B i g h t o f Bi a f r a t o S o u t h A m e r i c a
9.29.01. Vi a St He l e n a . Keep in the Gui nea current unt i l in the Bight of Biafra, and then work along the coast
as far as 6 S, whence there will generally be little difficulty in reaching St. Helena by keeping on the port tack.
From Cape Palmas (4 22" N , 7 44" E) a vessel on the starboard tack will generally reach Cap Lopez (0 38" S,
8 42" E) and often S of Annobon (I 28" S, 5 38" E) .
From St. Helena, keep i n the South-east Trade, at about 20 S, unt i l leaving Ilha da Tri ndade, when edge
off for Rio de Janeiro, or directly thence to the required destination.
9.29.02. Via Ascensi on, stand S on the starboard tack, generally weathering Ilha de $5o Thom6, as far as the
equator; then stand W, taking care to keep in the South Equatorial Current. Progress will be slow at first, but
65 as westing is made, the South-east Trade Wi nd will be felt.
From Cape Coast castle (5 06" N, 1 14" W) stand across the equator on the starboard tack, and t hen as above.
For vessels from the coast S of the equator the winds are always favourable, gradually backing from SW to
SE as the island is approached.
From Ascension, stand through the South-east Trade Wind, to pick up the route from the English Channel
70 to South America (9.07) and by it proceed direct to the required destination.
9. 30. G o l d Co a s t , a n d B i g h t o f Bi a f r a , t o Ca p e T o w n a n d Ca p e o f G o o d H o p e
9.30.01. F o r Ca p e T o w n . Along the whole shore of the Bight of Biafra work to windward with the land and
sea breezes, anchoring when necessary to prevent being set N by the current, especially during April and May,
the season of calms and tornadoes. 5
From Cap Lopez to the Congo mai nt ai n a good offing, only approaching the shore to take advantage of the land
breezes, which begin to blow at, or a few hours before, sunrise. In February, and sometimes i n October, the
sea breeze extends so well to the W as to enable vessels to head along the coast on either tack, but during May the
wind blows steadily along the coast from S and S by E, night and day, with a N' l y current of I knot.
To cross the Congo Stream (see Admiralty Sailing Directions) either keep 200 miles off the coast or keep in 10
anchoring ground; the latter is preferable. The usual course is to beat alongshore as far as Ponta Vermelha (539"S,
12 09" E), keeping on the bank of soundings i n order to anchor if the wind falls light, crossing the Stream when
the sea breeze has well set in.
From the Congo to Luanda, anchor every ni ght when the sea breeze falls light; weigh with the first of the land
breeze and continue on the port tack unt i l about 1300; then tack, and by the time the sea breeze fails good 15
progress will have been made to the S.
From Luanda to Bata de Mossamedes. In the neighbourhood of Ponta das Palmeirinhas, the current sets N
with considerable force, and a good tack off the land for 50 or 60 miles will enable the vessel to weather the point;
it seldom answers to work alongshore. Do not get away from the land more than 50 or 60 miles, as beyond these
limits the sea breeze declines i n force and draws more to the S, which would necessarily cause a loss of ground 20
of the inshore tack, besides which the advantage of the alternate land and sea breezes, which are almost invariably
experienced closer inshore, would be lost.
To the southward of Cabo Negro there is no difficulty i n working S if advantage is taken of the variations of
the wind, and the tacks are arranged accordingly. As rollers are frequent, the shore must be given a good berth.
To the S of Cape Frio, N' l y winds may be expected from May to August. 25
9.30.02. F o r t h e Ca p e o f G o o d Hope ' , s t and of f and run through the Trade Wind, and approach the Cape
as when bound from England. See 9.10.01.
9. 31. A s c e n s i o n t o E n g l i s h C h a n n e l
9.31.01. Ge n e r a l d i r e c t i o n s . Ascension Island lles on the direct route from Cape Town to the English Channel.
Follow the relevant part of the directions in paragraph 9.40.01.
9. 32. A s c e n s i o n t o S o u t h A m e r i c a .
9.32.01. Ge n e r a l d i r e c t i o n s are given in articles 9.29.02 and 9.07.
9. 33. A s c e n s i o n t o St . H e l e n a
9.33.01. Ge n e r a l d i r e c t i o n s . Proceed S on the port tack, and when beyond the limit of the Trade Wi nd
make casting and re-enter the Trade Wi nd far enough to windward to ensure weathering St. Helena Island.
Avoid going on the starboard tack, or decreasing the latitude, unt i l St. Helena Island bears about 010 .
30
35
40
45
9. 34. A s c e n s i o n t o Ca p e T o w n o r Ca p e o f G o o d H o p e
9.34.01. Ge n e r a l d i r e c t i o n s . Run to the S on the port tack through, and t hen out of, the South-east Trade.
Then stand SE with the object of crossing the Greenwich meridian between 35 S and 37 S. The parallel of
30 S will be crossed probably not W of about 14 W.
Continue between the parallels of 35 S and 37 S, and make destination from SW.
If bound to the Indi an Ocean without calling at an intermediate port, proceed as directed i n article
9.70.01.
50
55
9. 35. A s c e n s i o n t o e q u a t o r i a l a n d s o u t h - w e s t e r n c o a s t s o f Af r i c a
9. 35. 01. N o t e s a n d p r e c a u t i o n s . Leaving Ascension Island on the starboard tack, a vessel will fetch the coast
of Africa, according to the season at some point between Cap Lopez and Luanda or even farther S. I n May,
however, the wi nd tends to be more E' l y and a vessel may not weather Annobon; on the other hand, a good vessel,
sailing well, may make a landfall S of Congo River. Two precautions are, however, necessary, the first is not to
get N of the parallel of 3 00' N or 4 00' N, and the second, not to bring the port of destination to bear more
t han 160; an occasional short tack, as the wi nd shifts a little, may therefore be necessary, but the whole passage
may sometimes be made with a free wind.
60
9. 36. St . H e l e n a t o S o u t h A m e r i c a 70
9. 36. 01. Ge n e r a l d i r e c t i o n s . P r o c e e d as d i r e c t e d i n 9. 25. 01, a n d i f b o u n d t o Mo n t e v i d e o p a s s a b o u t 100 mi l e s
S of I l h a d a T r i n d a d e ; s t e e r t h e n c e as di r e c t l y as pos s i bl e t o d e s t i n a t i o n .
10
15
9. 37. St . H e l e n a t o A s c e n s i o n a n d E n g l i s h C h a n n e l
9. 37. 01. Ge n e r a l d i r e c t i o n s . Si nc e b o t h St . He l e n a a n d As c e n s i o n l i e on, or v e r y cl ose t o t h e r o u t e f r o m Ca p e
T o wn t o t h e Ch a n n e l , f ol l ow t h e r e l e v a n t d i r e c t i o n s i n 9. 40. 01.
9. 38. St . H e l e n a t o w e s t c o a s t o f Af r i c a
9. 38. 01. No t e s . Ve s s e l s wi l l ge ne r a l l y f e t c h as f a r S as Be ngue l a , e x c e p t i n Ma y , wh e n t h e S o u t h - e a s t T r a d e
h a s mo r e c a s t i ng i n i t a n d t h e l ee c u r r e n t i s s t r ong. T o al l pl aces N of Be ngue l a , t he r e f or e , t h e wi n d s ar e f a v o u r -
abl e. T h e y v e e r f r o m SE t o S a n d S W as t h e c oa s t i s a p p r o a c h e d .
20
25
9. 39. St . H e l e n a t o Ca p e T o w n o r Ca p e o f G o o d H o p e
9. 39. 01. Ge n e r a l d i r e c t i o n s . Ru n S o n t h e p o r t t a c k t h r o u g h a n d o u t of t h e Tr a d e , a n d t h e n s t a n d SE, c r os s i ng
t h e me r i d i a n of Gr e e n wi c h b e t we e n 35 S a n d 37 S ( p r o b a b l y n o t g e t t i n g W of 10 t o 14 W) . T h e n k e e p
b e t we e n t h e s e par al l el s , as i n t h e pas s age f r o m E n g l a n d t o Ca p e T o wn ( 9. 10. 01) a n d ma k e Ca p e T o wn or t h e
Ca p e of Go o d Ho p e f r o m SW.
I f b o u n d t o t h e I n d i a n oc e a n wi t h o u t cal l i ng at a n i n t e r me d i a t e por t , f ol l ow t h e d i r e c t i o n s i n 9. 70. 01.
9. 40. Ca p e T o w n o r Ca p e o f G o o d H o p e t o St. He l e n a , A s c e n s i o n , E n g l i s h Ch a n n e l , o r B o r d e a u x
9. 40. 01. F o r t h e E n g l i s h Ch a n n e l , f i r s t o b t a i n a good of f i ng t o t h e NW as s qua l l s f r o m NW a n d WNW a r e
30 n o t i n f r e q u e n t n e a r t h e coast , a n d h a v e b e e n e x p e r i e n c e d i n b o t h s eas ons . T h e n s h a p e c our s e f or St . He l e n a .
F r o m St . He l e n a s t e e r a d i r e c t c our s e f or As c e ns i on, pa s s i ng i t o n e i t h e r si de, a n d c r os s i ng t h e e q u a t o r b e t we e n
25 W a n d 30 W ( i n J u l y b e t we e n 20 W a n d 25 W, t o e n s u r e b e t t e r wi nds ) . T h e n ma k e a N' l y c o u r s e
t o r e a c h t h e No r t h - e a s t T r a d e as s oon as pos s i bl e ( i n J u l y a n d Au g u s t c r os s i ng t h e pa r a l l e l of 10 N t o t h e W
of 30 W) , a n d r u n t h r o u g h i t . T h e No r t h - e a s t T r a d e Wi n d wi l l p r o b a b l y b e l os t i n a b o u t 26 N t o 28 N, a n d
35 38 t o 40 W, wh e n W' l y wi n d s ma y b e e xpe c t e d, a n d o n r e a c h i n g t he s e s h a p e c our s e f or t h e En g l i s h Ch a n n e l .
I t i s s e l d o m a dvi s a bl e t o pa s s E of Ar qui p61ago dos Ag6r e s b u t s h o u l d t h e wi n d d r a w t o t h e NW wh e n n e a r
t h e m t h e mo s t c o n v e n i e n t c h a n n e l t h r o u g h t h e m ma y b e t a ke n. I f E' l y wi n d s ar e e x p e r i e n c e d a f t e r p a s s i n g
Ar qui p61ago dos Ag6r e s t h e ves s el s h o u l d s t i l l b e k e p t o n t h e s t a r b o a r d t ack, as W' l y wi n d s wi l l p r o b a b l y b e s o o n e r
f o u n d .
40 F r o m No v e mb e r t o F e b r u a r y , a ves s el s h o u l d pa s s a b o u t 50 mi l e s W of I l h a da s Fl or e s a n d I l h a do Co r v o ;
b u t f r o m J u n e t o Au g u s t , at a b o u t 250 mi l e s W of t h e s e i s l a nds . At o t h e r t i me s of t h e year , a t i n t e r me d i a t e
pos i t i ons .
45
50
9. 40. 02. F o r B o r d e a u x , p r o c e e d as f or t h e En g l i s h Ch a n n e l b u t b e g i n t o ma k e c a s t i ng o n r e a c h i n g t h e par al l el
of 30 N, p a s s i n g b e t we e n I l h a Te r c e i r a a n d I l h a de S5o Mi g u e l a n d r o u n d i n g t h e NW p o i n t of S p a i n at f r o m
60 t o 80 mi l e s di s t a nc e .
9. 41. Ca p e T o w n o r Ca p e o f G o o d H o p e t o N o r t h a n d Ce n t r a l A m e r i c a a n d We s t I n d i e s
9. 41. 01. T o c r o s s t h e e q u a t o r , f ol l ow t h e r o u t e t o t h e En g l i s h Ch a n n e l ( 9. 40. 01) as f a r as 5 E a n d t h e n s t e e r
wi t h a f a i r T r a d e Wi n d t o wa r d s I s l a F e r n a n d o de No r o n h a . On r e a c h i n g 10 S, a t a b o u t 30 W, s t a n d mo r e t o
t h e N, so as t o cr os s t h e e q u a t o r b e t we e n 31 a n d 34 W, a n d as s oon as t h e No r t h - e a s t T r a d e h a s b e e n p i c k e d
up, s t e e r t h r o u g h i t , a n d t h e n c e as f o l l o ws : - -
55 9. 41. 02. F o r N e w Yo r k , t r y t o r e a c h 30 N, 70 W, a n d t h e n c e s t e e r as di r e c t l y as pos s i bl e t o Ne w Yor k.
60
65
70
9. 41. 03. F o r t h e Ca r i b b e a n c o a s t , T r i n i d a d a n d t h e Gu i a n a s , p r o c e e d t o wa r d s Ne w Yo r k as i n 9. 21. 02;
l eave t h a t r o u t e wh e n cl ear of t h e Eq u a t o r i a l Co u n t e r - c u r r e n t a n d p r o c e e d t o d e s t i n a t i o n as d e s c r i b e d i n ar t i cl e
9. 06. 04.
9. 41. 04. F o r L e e w a r d I s l a n d s , J a ma i c a , B e l i z e , o r p o r t s i n t h e Gu l f o f Me x i c o . Pr o c e e d as i n 9. 41. 03,
ma k i n g W as d e s c r i b e d i n ar t i cl e 9. 06. 03.
9. 41. 05. F o r Cu b a , p r o c e e d as a bove , b u t ma k e W as d i r e c t e d i n ar t i cl e 9. 06. 02.
9. 42. Ca p e T o w n t o S o u t h A m e r i c a n p o r t s
9. 42. 01. Ge n e r a l d i r e c t i o n s . Fo l l o w t h e di r e c t i ons i n ar t i cl e 9. 41. 01 as f ar as 20 S; t h e n r u n a l ong t h i s
pa r a l l e l wi t h a f ai r So u t h - e a s t T r a d e wi n d as f ar as 30 W, wh e n c e s t e e r d i r e c t f or Ri o de J a ne i r o, or i f f or p o r t s
to the S, pick up, at 35 W, the outward route from the English Channel (9.07.06, 9.07,07. 9.08.) to the required
destination.
9. 43. Cape T o wn t o we s t coas t o f Af ri ca
9.43.01. Ge ne r al di r e c t i ons . First obtain a good oiTmg to the NW, as squalls from NW or WNW are not
infrequent near the coast, and have been experienced in all seasons. Steer to the N in the South-east Trade,
taking advantage of the Benguela Current.
Bound to ports on the coast E of Cape Palmas, proceed as directly as navigation permits after first obtaining
the offing described above.
10
ROUTES FROM PORTS ON WESTERN SI DE OF ATLANTI C OCEAN
9. 44. F r o m Canada and east coas t o f Un i t e d St at es
9.44.01. For En g l i s h Cha nne l , owing to the prevailing fair winds and favourable currents, great circle or
t humb line courses may be steered as desired, provided that care is taken to avoid ice.
15
20
9.44.02. For Cape T o wn or Cape o f Go o d Ho pe , make for 35 N, 45 W. It is better to be about 60 miles N
of this position in mi dsummer and the same amount S in midwinter. From this position there are two main routes
according to the time of year, each offering the quickest passage through the Doldrums.
From May to September, steer from about 36 N, 45 W to 25 N, 30 W, and thence through the North-east
Trade Wi nd until meeting the South-east Trade Wi nd between the parallels of 1 N and 5 N. Then proceed 25
on the starboard tack, crossing the parallel of 5 N between 17 and 20 W- - t he more E' l y longitude in July
and August - - and then put the vessel about, so as to cross the equator between 25 and 23 W. Thence stand S
through the South-east Trade Wind, and begin to make casting from 25 S, 30 W, running due E along the
parallel of 35 S as soon as it is reached, direct to destination.
October to April. From the position in about 34 N, 45 W, take a direct track through the North-east Trade 30
Wind, so as to cross the parallel of 5 N between 20 W and 23 W. The S' ly winds will be met with in about
7 N; and on doing so, put the ship on whichever tack gives the most southing, and cross the equator between
20 W and 24 W.
Directions for crossing the equator are also given in article 9.07.03.
After crossing it, stand through the South-east Trade Wind, and when it is lost, steer SE so as to cross the 35
parallel of 30 S in about 30 W, and thence so as to cross the meridian of Greenwich in 40 S. From this point,
steer direct for Cape Town, taking care not to be set N by the Southern Ocean and Benguela Currents, which
make NE' Iy somewhat across the track.
For general directions for rounding the Cape of Good Hope when bound to the Indian Ocean or to Australia,
see 9.70.01. 40
9. 44. 03. For Sout h Ame r i c a n port s, proceed as for Cape Town (9.44.02) as far as 5 S, and then follow the
directions given in articles 9.07.04 to 9.08.02, as required by the destination.
9. 44. 04. For Ri o Ama z o n a s , stand E to about 33 N, 50 W. Then turn S, and make as directly as possible to
destination, but nothing to the W of 43 W until reaching 5 N, on account of strong W-going Nort h Equatorial
Current.
In July and August it will be advisable to make for 20 N, 37 W, and then to stand S until the South-east
Trade Wi nd is picked up, between 5 N and 10 N, thus approaching Rio Amazonas from well to the E.
45
50
9. 44. 05. For Car i bbe an Sea and Gu l f o f Me xi c o. Bound for Barbados or Tr i ni dad, make good easting,
passing either side of Bermuda, but steering so as to cross the meridian of 60 W or even 56 W, according to
the season, before entering the tropics and steering to the S, always allowing for the current to leeward.
If bound for Ant i g ua or Le e wa r d I s l ands it will not be necessary to go so far E as 60 W. For Mo n a Pas s age,
66 W will give enough casting. 55
If bound for J a ma i c a or Co l o n make good casting as for Barbados, and then take Turks Island Passage and
Windward Passage, which is the shortest route.
If bound for Puer t o La Guai r a (10 37" N, 66 56" W) or ports to the E, make good casting as for Tri ni dad,
and use Mona Passage if required. A vessel making the South American coast W of her port will have considerable
difficulty and lose much time working to windward to gain it. 60
If bound for the Gul f o f Me x i c o , proceed as above by Turks Island Passage and Windward Passage to pass
S of Cuba and through Yucatan Channel.
Furt her to the directions for approaching Mississippi River, given in Admiralty Sailing Directions, it may be
said that the currents near the mout h of the river are uncertain, and fog and haze are prevalent, especially in
summer and autumn. The mud banks are low, and the wind is generally from the E; soundings should therefore 6,5
be obtained well to windward. If approaching from S or SW great attention should be paid to checking the
latitude, for the bank is steep-to.
If bound for the S shores of the Gul f of Mexico, a vessel should strike the E edge of Banco de Campeche
between the parallels of 22 N and 22 N, and a knowledge of the exact point made is of great importance to cheek
the longitude, especially during the rainy season, March to September, when observations can seldom be 70
10
150 S. z l I LI NG VESSEL ROUTES
obtained. Soundi ng therefore must be used early and constantly. I n this season it is best to take the inshore
track across the bank as regular land and sea breezes t hen prevail; but if bound to Vera Cruz i n the "Nort her"
season it is best to pursue the outer track, which runs between Arrecife Sisal and the outer eays, and into the
open between the Trinagulo Oeste and Cayo Nuevo.
9. 45. Ne w Or l e ans t o eas t coas t o f No r t h Ame r i c a , or En g l i s h Cha nne l
9.45.01. Ge ne r al di r e c t i ons . Pass through Florida Strait, taking full advantage of the Gul f Stream, proceeding
i n it up the coast of the Uni t ed States, if N- bound; but if for the English Channel standing NE for 40 N,
60 W, and thence continue as directly as possible, with a favourable current and with prevailing W' l y winds,
to destination.
15 9. 46. Ne w Or l e ans t o Co l o n or Mo s q u i t o coas t
20
9.46.01. For Col on, pass between 5 and 10 miles off Cabo San Antonio, to a position 25 miles ENE of Farrall
rock, and from thence pass between 5 and 10 miles W of Isla de Providencia, and direct to Colon.
9.46.02. For Mo s q u i t o coast , after passing Cabo San Antonio steer to pass W of Swan Islands and Vivario
Cays and thence through Mosquito Channel (14 21" N, 83 10" W).
25
30
9. 47. So ut h- we s t part o f Gu l f of Me x i c o t o At l ant i c Oc e an
9.47.01. Ge ne r al di r e c t i ons . From the SW ports in the Gul f of Mexico take the passage inshore along the coast
of Yucatan, where the adverse current is weak. Bound E, pass over Banco de Campeche within the shoals, but
the passage between Arrecife Sisal and the coast should only be taken by daylight. I n passing through Florida
Strait from any part of the Gulf, and in proceeding N offthe Atlantic coast of the Uni t ed States, take all possible
advantage of the Gul f Stream.
For English Channel, stand NE for 40 N, 60 W, and then proceed direct, see 9.45.01.
35
40
45
50
55
60
9. 48. Be l i z e t o En g l i s h Cha nne l or coas t o f No r t h Ame r i c a
9.48.01. For t he En g l i s h Channel , proceed via Yucatan Channel, thence through Florida Strait with the
Gul f Stream to a position midway between Bermuda and Halifax; thence after crossing the meridian of 40 W
i n about 45 N, continue direct to destination.
9.48.02. For eas t coas t o f No r t h Ame r i c a , proceed as directed i n 9.45.01.
9.48.03. For t he no r t h coas t of t he Gul f o f Me x i c o , pass 35 miles E of Isla Mujeres (21 12' N, 86 d3' W),
and thence continue as directly as possible to destination.
9. 49. Co l o n or Co l o mb i a n port s t o En g l i s h Cha nne l , Ne w Yo r k or Ne w Or l e ans
9.49.01. For En g l i s h Cha nne l , steer to pass through Wi ndward Passage, between Haiti and Cuba, and thence
make nort hi ng on the starboard tack. When in the westerlies, steer to cross the meridian of 40 W i n about
44 N i n summer, and about 40 N i n winter. Thence continue as directly as possible.
9.49.02. For east coas t o f Un i t e d States, pass through Wi ndward Passage as i n 9.49.01 and, having cleared
Turks Island, stand NW i n the Antilles Current, unt i l picking up the Gul f Stream N of the Bahamas, and
thence proceed as directly as possible along the Atlantic coast of the Uni t ed States.
9. 49. 03. For nor t h s ho r e o f t he Gul f of Me x i c o , take the reverse of the New Orleans to Colon route (9.46.01)
as far as the position off Farrall Rock, after which a course can be shaped to pass 30 to 40 miles W of Cabo San
Antonio.
9. 50. F r o m t he s o ut he r n s ho r e s o f t he Car i bbe an Sea no r t hwa r d
9.50.01. Ge ne r al di r e c t i ons . From any of the ports along the Venezuelan coast and along the S shores of the
65 Caribbean Sea, work E coastwise in the eddies or counter current, unt i l able to fetch the desired port on the
starboard tack. At times, however, off Venezuela, the W' l y current is so far inshore, that vessels have to cross it
and work up to the N of it, as mentioned for Curasao i n 9.52.01. I n winter, when the wi nd is well NE, it is
necessary to make more easting than in summer, when the wind is i n places E of S.
From any of the Venezuelan ports, Mona Passage gives the best route for sailing vessels bound to any Uni t ed
70 States Atlantic port, or to English Channel.
9. 51. J a ma i c a t o N e w Yo r k , Ha l i f a x , o r E n g l i s h Channel
9.51.01. Gener al d i r e c t i o n s . From April to September, run to leeward round the W end of Cuba, and then
through Florida Strait, thus getting full benefit of the Gul f Stream. Thence proceed as described i n article
9.45.01.
From October to March, N' l y winds prevail i n Florida Strait, and Wi ndward Passage should be preferred,
although ships are frequently opposed there by contrary winds and currents. These may to some extent be
overcome by keeping nearer the coast of Santo Domingo, Haiti, as there a windward current is frequently
found.
When through Wi ndward Passage, use either Crooked Island, Mayaguana, or Caicos Passages according as
the wi nd may favour, and from thence proceed direct to New York or Halifax. If bound to the English Channel,
see 9.49.01 onward from Wi ndward Passage.
10
9. 52. J a ma i c a t o C u r a f a o a n d s o u t h e r n s h o r e s o f Ca r i b b e a n Se a
9.52.01. Ge n e r a l d i r e c t i o n s . Work to windward along the S coast of Haiti, where at full and change of the
moon, and also near the time of the aut umnal equinox, there is often a counter or E' l y set, unt i l on, or to windward
of, the meridian of Curagao; t hen stand across for that port when certain of fetching well to windward to allow
for the prevailing W' l y current. I n summer more casting is necessary than i n winter, as the wi nd has more
southing i n it and the current i n the summer is stronger.
A vessel which makes a landfall to leeward of her port will usually find a counter or E' l y set near the shore i n
which she can work up; failing to do this, if E of the meridian of 70 W, she may possibly have again to cross
the prevailing W' l y set, and work up to the N of 14 N or 15 N.
1,5
20
25
9. 53. We s t I n d i e s t o U n i t e d S t a t e s p o r t s , t o Ca n a d i a n p o r t s o r t o E n g l i s h C h a n n e l
9.53.01. Ge n e r a l d i r e c t i o n s . The great object for sailing vessels is to get N into the W' l y winds as speedily as
possible, and Bermuda lies i n the track (or near the best track) for this purpose, though a course E or W of it may 30
be taken according to the direction of the wi nd met with and the season. A more N' l y route is followed in summer
than i n winter.
From Barbados, fetch to windward of all the islands, but from the other Wi ndward Islands pass close to leeward
of Antigua, taking care not to come within a depth of 20 m.
Having cleared the other islands, and when steering directly for Bermuda, vessels sometimes fall to the E 35
of the course, and find it very difficult to make the latter island when W' l y winds prevail; i n this case take
advantage of the Trade Wi nd to reach the meridians of 68 or 70 W before going N of the parallel of
25 N.
When bound to the English Channel, or to Western Europe, it is seldom advisable to pass E of Arquip~lago
dos A~6res but a passage between Ilha do Corvo and Ilha das Flores and the other islands of the Arquip~lago 40
is recommended by some navigators. If E' l y winds are met with after passing Arquip~lago d6s A~6res, still
keep on the starboard tack, as by so doing W' l y winds will probably be sooner found.
9. 50. B a r b a d o s t o n o r t h - e a s t c o a s t o f S o u t h A m e r i c a
9.54.01. Ge n e r a l d i r e c t i o n s . Work SE unt i l abreast the destination before attempting to cross the prevailing
W' l y current, particularly during and near the months of August and September when the current is strong and
the wi nd well to the S of E. It has been recommended at this season that sailing vessels should not come S of
8 N unt i l they are certain of fetching their destination on the port tack.
45
50
9. 55. R i o A m a z o n a s t o R e c i f e
9.55.01. T h e n o r m a l r o u t e is close inshore out of the influence of the W' l y current, and by taking advantage 55
of the current, tidal stream, and every slant of wind, a sailing vessel will generally perform the voyage from
Rio Amazonas to Recife i n about 30 days. Duri ng the prevalence of ENE' l y and NE' Iy winds a current sets
ESE along and near the coast; this fact is well known to the masters of the coasting craft and is taken advantage
of by them.
When the weather will permit, a vessel may anchor off any part of the coast without danger. I n working along 60
shore, the dry season (July to December) is considered preferable, as the winds are then fresh and steady.
Stand off duri ng the day, and in towards the land at night, so as to be near the coast i n the morni ng to take
advantage of the land breeze, by which a good sailing vessel will make from 40 to 50 miles a day.
I n the rainy season (January to June), working to windward is more tedious, as calms, light variable winds,
squalls and rain prevail. In this case stand on the tack that is most favourable, and, as a general rule, do not 65
go outside a depth of 55 m. If the wind is steady, tack as i n the dry season, but do not lose sight of the
coast.
9.55.02. Al t e r n a t i v e r o u t e . Stand directly N across the equator into about 10 N, and t hen tack. Thi s will
save wear of sails and rigging, and will probably take no longer than working along the inshore route.
9.56. Ri o Ama z o n a s t o Ne w Yo r k or En g l i s h Channel
9.56.01. Ge ne r al di r e c t i ons . After getting a good offing, stand N, so as to pick up the main Atlantic routes
to the N; that to New York (9.41.02) in about 10 N to 15 N, and that to the English Channel (9.40.01)
between 25 and 30 N, passing W of Arquip61ago dos A~6res as directed in that article.
10
15
9. 57. Re c i f e and nort h- eas t coas t o f Sout h Ame r i c a t o En g l i s h Ch a n n e l or Ne w Yo r k
9.57.01. For En g l i s h Cha nne l , after obtaining a good offing, stand N, and after crossing the doldrums, stand
through the Nort h-east Trade Wi nd into the Westerlies, passing W of Arquipdlago dos Aq6res as directed in
article 9.40.01.
9.57.02. For Ne w Yor k and port s nor t hwar d, proceed as in 9.57.01, and when the doldrums are crossed,
and the North-east Trade Wi nd is reached, stand direct for the required destination by the main route from
the Cape of Good Hope (9.41.02) from about 10 N.
20
9. 58. P~rt o do Sal vador t o Eur ope or No r t h Ame r i c a
9.58.01. Ge ne r al di r e c t i ons . In leaving the ports immediately S of Recife for Europe, the NE winds
sometimes compel sailing vessels to keep on the port tack for 10 or 15 days, and to stand SSE or even
SE to the parallels of 28 S or 32 S; and as far E as the meridian of Ilha da Trindade. Then on the
starboard tack it should be possible to weather the E part of the coast, and also Arquip61ago de Fernando
de Noronha. As northing is made the wind will veer from E to SE, and the equator should be crossed
in 27W to 29 W.
30
9. 59. Ri o de Janei ro t o PSrt o do Sal vador or Re c i f e
9.59.01. Ge ne r al di r e c t i ons . N- bound along the E coast of Brazil, it is preferable first to make a stretch to
the SE. Working along the coast, bordered by reefs, subject to currents, and light winds at night, is not recom-
mended.
The Brazil Monsoons do not extend more than 120 or 150 miles out to sea. Beyond this limit the Trade Wi nd
35 is found, generally blowing from between SE and E.
From November to February, while fresh NE winds and a S' l y current of 1 or 1 knots extend along the coast,
especially in the vicinity of Cabo de S~o Tom6, the wind being also more N' l y than in the offing, it is necessary
to stand for 450 to 600 miles to the ESE before tacking. Thi s season, particularly December and January, is
the most unfavourable time of year for the N-bound passage. In October and March, do not stand farther E
40 than actually necessary for weathering Arquip61ago dos Abrolhos, as N of their latitude the winds will be about
E or E by S.
Fr om March to September, close the coast as near as possible, taking advantage of the land and sea
breezes, and making short tacks to the E on meeting the fresh NE winds which are common off Cabo
Frio and Cabo $5o Tom6. Then continue along the coast at distances of from 30 to 90 miles. A more
45 E' Iy route is generally used, but if bound for P6rto do Salvador it does not appear advantageous to
stand too far off the land.
50
55
9. 60. Ri o de Jane i r o t o Eur ope or No r t h Ame r i c a
9.60.01. Ge ne r al di r e c t i ons . Make first a stretch to the SE to about 35 W, and then stand N, in the South-east
Trade, crossing the equator between 27 W and 32 W; and after passing through the doldrums, steer direct
for American ports, or to the NW and W of Arquip61ago dos Aq6res, as directed in article 9.40.01, if bound
to European ports.
9. 61. Ri o de Janei ro t o Cape of Go o d Ho pe
9.61.01. Ge ne r al di r e c t i ons . Stand to the SE to about 32 S, 30 W; thence through 35 S, 20 W; 37 S,
10 W; 37 S, 0; and 37 S, 10 E; making the Cape of Good Hope from SW.
If bound to the Indian Ocean, without calling at Cape Town, cross the meridian of Greenwich in about 40 S,
and run E on that parallel, or, from November to March, on 45 S, see 9.70.01.
65 9. 62. Ri o de La Pl ata t o Eur ope or No r t h Ame r i c a
70
9.62.01. Ge ne r al di r e c t i ons . From May to September proceed direct to Cabo Frio, and thence across the
equator in 27 W to 29 W, as from Rio de Janeiro (9.60.01).
From October to April stand E to beyond 30 W, and thence N into and through the South-east Trade Wind,
as from Rio de Janeiro (9.10.01).
9. 63. Ri o de La Pl ata t o Cape of Go o d Ho p e
9.63.01. Ge ne r al di r e c t i ons . Pick up the parallel of 40 S in 30 W. Thence, keep along that parallel as far as
the meridian of Greenwich, whence steer directly for Cape Town, or, if bound to the Indian Ocean without
calling at that port, continue E along, or, in the summer, a few degrees S of, the parallel of 40 S. See 9.70.01.
9. 64. Ri o de La Pl ata t o Fa l kl a nd I s l ands
9.64.01. Ge ne r al di r e c t i ons . Keep well W of the direct route until nearing the islands.
9. 65. Ri o de La Pl ata t o r o und Cabo de Ho r no s
9.65.01. Rout es. Two routes are recommended, either to steer SE and pick up the route from Rio de Janeiro
(9.08.02) or to sail coastwise (9.07.07). In either case Estrecho de le Maire offers the alternative to passage E
of lsla de los Estados (9.08.02).
5
10
15
9. 66. Cabo de Ho r no s to En g l i s h Cha nne l
9. 66. 01. Roundi ng t he Hor n from W to E is a comparatively easy matter, for the prevailing winds are favourable
and the current near Cabo de Hornos sets strongly E. The passage is usually made between 56 S and 57 30' S,
to the N of the W-bound route. December and January are the most favourable months; June and July, when
E' l y winds are not unusual, are the least favourable. Heavy W' l y gales, with snow and hail, may be expected in
August and Sept ember; in winter, a track about 80 miles S of Cabo de Hornos is recommended.
9.66.02. Th e be s t l andf al l after rounding Cabo de Hornos is W of Estrecho de le Maire, where the coast is
free of outlying dangers. The islands make a lee during SW' Iy and W' l y winds. Keep in mid-channel in Estrecho
de le Maire, avoiding the overfalls off Cabo San Diego.
A vessel in trouble should run boldly through Estrecho de le Maire and round up under the land if necessary.
9.66.03. Cabo de Ho r no s t o Equat or. The usual route is about 80 miles S of Falkland Islands and to a position
in about 35 S, 30 W; making W of that position between April and August, and E of it from September to
March. Continue, according to season, from April to August standing N as far as 10 S, 25 W, keeping as much
as possible to the W of 25 W throughout, and cross the equator between 25 W and 28 W. It might even be
possible to pass W of Ilha de Tri ni dade at this time of year. Fr om September to March, stand NNE from
35 S, 30 V~ r to about 25 S, 20 W, and then run N with the South-east Trade Wind, to cross the equator between
22 W and 25 W. "
9.66.04. Al t e r nat i ve r out e s t o t he equat or. If ice is prevalent, particularly between October and February,
steer so as to cross 50 S in about 51 W and 40 S in about 45 W. Then make northing until the South-east
Trade Wi nd is met, joining the route from Rio de La Plata (9.62.01) in about 35 S.
Alternatively, some navigators recommend passage W of Falkland Islands from October to February on
account of the greater freedom from ice in that region, after which a NE' I y course should be steered to join the
N- bound route in about 35 S, 41 W. If unable to pass W of Falkland Islands, pass as close E as the wind will
allow.
Caution: If meeting with a foul wind whilst S of 40 S, it would be better to stand NW than to the E, as ice
is likely not far E of Falkland Islands.
9.66.05. F r o m Equat or t o En g l i s h Channe l , join the route from Cape Town (9.40.01) on meeting the Nort h-
east Trade Wind.
20
25
30
35
40
45
50
9. 67. Cabo de Ho r no s t o eas t coas t o f No r t h Ame r i c a
9.67.01. Ge ne r al di r e c t i ons . From April to August, follow the directions in 9.66.03 to 10 S, 25 W, where
the track from the Cape of Good Hope to Nort h America crosses that from Cabo de Homos; follow it to destina-
tion.
From September to March, follow the directions in 9.66.03 for these months to 15 S, 20 W, where the route
meets the track from the Cape of Good Hope to Nort h America (9.41.01); follow this route to destination.
9. 68. Cabo de Ho r no s t o eas t coas t of Sout h Ame r i c a
9.68.01. Ge ne r al di r e c t i ons . At all times of the year, after rounding Cabo de Hornos, stand N with the
Falkland Current between Falkland Islands and Tierra del Fuego, and carry it up the coast, with the prevailing
W' l y winds, to Bahia Blanca or Rio de La Plata.
From Rio de La Plata onwards to Cabo Frio or Rio de Janeiro, see 9.62.01, and from Rio de Janeiro to P6rto
do Salvador, or Recife, see 9.59.01.
55
60
65
70
9. 69. Cabo de Ho r no s t o Cape T o wn
9.69.01. Ge ne r al di r e c t i ons . Follow the directions given i n articles 9.66.03 and 9.66.04 taking particular
notice of the remarks as to ice, as far as about 50 S, 45 W, and from this position, at all seasons steer a direct
course with the prevailing W' l y wind, and a favouring current to 40 S, on the meridian of Greenwich; thence
steer i n a NE' l y direction for Cape Town. See the relevant part of article 9.10.01 on the route from the English
Channel; the portions dealing with the voyage after passing the meridian of Greenwich are equally applicable
to the route from Cabo de Hornos, as regards winds, currents, and the making of Cape Town itself.
10
9. 70. Cabo de Ho r no s e as t war d t o I ndi a n Oc e an and Aus t r al i an port s
15
9.70.01. Ge ne r al di r e c t i ons . Follow the directions given in article 9.69.01 as far as 40 S, on the meridian of
Greenwich, and from this position continue due E along that parallel, but from November to March a quicker
passage will probably be made i n about 45 S, though better weather will be found i n 40 S.
For continuation onward through the Indi an Ocean see the appropriate routes from Cape Town, articles
10.01--10.08.
CHAPTER 10
INDIAN OCEAN, RED SEA, AND EASTERN ARCHIPELAGO
SAILING ROUTES
CONTENTS Page
10.01
10.02
10.03
10.04
10.05
10.06
10.07
10.08
Cape Town
Cape Town
Cape Town
Cape Town
Cape Town
Cape Town
Cape Town
Cape Town
ROUTES FROM CAPE T OWN OR CAPE OF GOOD HOPE
or Cape of Good Hope to Australia and New Zealand.
or Cape of Good Hope to Singapore or China Sea
or Cape of Good Hope to Bay of Bengal .
or Cape of Good Hope to Colombo
or Cape of Good Hope to Bombay .
or Cape of Good Hope to Mauritius
or Cape of Good Hope to Aden o
or Cape of Good Hope to Mombasa and adjacent ports
157
159
161
162
162
163
163
163
10.09
10.10
10.11
10.12
10.13
10.14
10.15
10.16
10.17
10.18
10.19
10.20
10.21
10.22
ROUTES FROM EAS T COAST OF AFRI CA . AND MAURI TI US
Durban to Australia, New Zealand, India, Singapore and China Sea
Durban to Mauritius, East Africa, and Aden
Durban to Cape Town
Mauritius to Australia and Ne~ Zeal'and .
Mauritius to Singapore or China Sea
Mauritius to Indi an ports
Mauritius to Aden
Mauritius to Mombasa and adiacent 'ports"
Mauritius to Durban or Cape Town
Mombasa and adjacent ports to Aden
Mombasa and adjacent ports to Bombay
Mombasa and adjacent ports to Colombo ~r Calcutta
Mombasa and adjacent ports to Mauritius and Australia
Mombasa and adjacent ports to Durban or Cape Town
163
164
164
164
164
164
164
164
164
165
165
165
165
165
10.30
10.31
10.32
10.33
10.34
10.35
10.36
10.37
10.38
10.39
10.40
10.41
10.42
10.43
10.44
10.45
10.46
10.47
10.48
10.49
10.50
10.51
ROUTES NORT HWARD OR S OUT HWARD T HROUGH EAS TERN ARCHI PELAGO
General notes on presentation
Alphabetical list of seas and straits .
Routes through Eastern Archipelago , . .
Approaches to, and nort hbound passage through, Sunda Strait
Sunda Strait to Selat Bangka
Approaches to, and nort hbound passage through, Selat Bangka
Selat Bangka to Riouw Strait . . . .
Passage through Riouw Strait to Singapore Strait
Inner Route from Selat Bangka to Singapore Strait
Singapore Strait .
Sunda Strait to, and through, Selat Gelasa
Selat Gelasa to Riouw Strait
Selat Bangka or Selat Gelasa to Singapore Strait, passing eastward of Bintan
Selat Bangka or Selat Gelasa to China Sea, May to September
Sunda Strait to Karimata Strait and China Sea . .
Sunda Strait eastward to Banda Sea and Second Eastern Passage
Second Eastern Passage .
First Eastern Passage . . . . .
Routes sout hbound through Eastern Archipelago
Western Route southbound from China Sea
Eastern Route southbound from China Sea
Central Route southbound from China Sea
166
166
166
167
168
169
169
170
171
172
173
175
175
176
176
177
177
179
180
180
182
183
156
10.55
10.56
10.57
ROUTES T HROUGH RED SEA
General note
Sout hbound through Red Sea
Nort hbound through Red Sea
184
184
184
10.60
10.61
10.62
10.63
10.64
10.65
10.66
10.67
ROUTES F ROM ADE N
Aden to Bombay . .
Aden to Ceylon and Bay of Bengal
Aden to Malacca Strait .
Eight Degree Channel and Nine Degree Channel
Aden to Fremantle, Cape Leeuwin, and southern Australia or New Zealand
Aden to Mauritius
Aden to Cape of Good Hope
Aden to Mombasa or Seychelles Group
185
185
185
185
185
186
186
186
10.70
10.71
10.72
10.73
10.74
10.57
10.76
10.77
10.78
10.79
10.80
10.81
10.82
10.83
ROUTES FROM WES T COAS T OF I NDI A AND CEYLON
Karfichi to Bombay
Bombay to Karfichi . . . . . .
Bombay or Cochin, Calicut and Malabar Coast to Aden
Caution when approaching Ras Asir
Bombay to Cape of Good Hope
Bombay to Colombo . .
Land and sea breezes off west coast of India
Bombay to Bay of Bengal o
Colombo to Bombay and west coast of India
Colombo to Aden . ,
Colombo to Cape of Good Hope . .
Colombo to Fremantle and south and south-eas Australia, or to New Zealand
Colombo to Malacca Strait
Malacca Strait
186
186
186
187
187
188
188
188
189
189
189
189
189
189
10.90
10.91
10.92
10.93
10.94
10.95
10.96
10.97
10.98
10.99
ROUTES F ROM PORTS I N BAY OF B E NGAL
Notes on navigation under sail in Bay of Bengal
Madras to Calcutta . , .
Madras to Rangoon, Moul mei n or Mergui
Bay of Bengal to Bombay
Bay of Bengal to Aden . .
Bay of Bengal to Cape of Good Hope
Bay of Bengal to Fremantle, Cape Leeuwin and south and south-east Australia, and to
New Zealand . .
Calcutta to Madras or Ceylon
Calcutta to Moulmein, or Mergui
Calcutta to Singapore
190
190
190
190
190
190
191
191
191
191
ROUTES F ROM PORTS I N BURMA
10.105 Rangoon or Moul mei n to Calcutta
10.106 Rangoon or Moul mei n to Madras
10.107 Rangoon or Moul mei n to Malacca Strait and Singapore
10.108 Rangoon or NIoulmein to Cape of Good Hope
10.109 Mergui to Calcutta
10.110 Mergui to Madras
191
191
191
192
192
192
ROUT E S S OUT HWARD OR WES TWARD F ROM S I NGAPORE OR EAS TERN ARCHI P ELAGO
10.115 Singapore to Madras
10.116 Singapore to Colombo
10.117 Singapore to Calcutta
10.118 Singapore to Rangoon or 1V[oulmein "
10.119 Singapore to Port Darwin
10.120 Singapore to Tort es Strait
10.121 Singapore to Fremantle or southern ~kustralia
10.122 Singapore to Sunda Strait and Cape of Good Ho ) e
192
192
192
192
192
192
192
192
10.123
10.124
10.125
I N DI A N OC E A N A N D R E D S E A
Singapore or Sunda Strait to Aden .
Sunda Strait northward along west coast of Sumatra

Bali Strait, Lombok Strait, Alas Strait, or Ombai Strait to Cape of Good Hope
157
193
193
193
10.130
10.131
10.132
10.133
10.134
10.135
10.136
N O R T H E R N A U S T R A L I A T O S Y D N E Y , I N D I A N OCE AN, A N D C H I N A SEA
Nort hern Australia to Sydney
Northern Australia to Fremantle
Nort hern Australia to Cape of Good Hope
Nort hern Australia to Colombo
Nort hern Australia to Calcutta
Nort hern Australia to Singapore
Nort hern Australia to Hong Kong
193
193
193
193
193
194
194
10.140
10.141
10.142
10.143
10.144
10.145
10.146
10.147
10.148
10.149
10.150
10.151
10.152
R O U T E S F R O M S O U T H - WE S T A N D S O U T H A U S T R A L I A
Fremantle to Mauritius
Fremantle to Cape of Good H; pe
Fremantle to Aden
Fremantle to Colombo .
Fremantle to Calcutta
Fremantle to Singapore
Fremantle to Hong Kong - -
Zealand
Fremantle to south-east Australia, or to New
South-east Australia to Cape of Good Hope
South-east Australia to Aden
South-east Australia to Colombo
South-east Australia to Bay of Bengal
South-east Australia to Singapore
194
194
194
194
194
194
195
195
195
195
195
195
195
R O U T E S F R O M S Y D N E Y T O P ORTS I N I N D I A N O C E A N
10.160 Sydney to and through Bass Strait
10.161 Sydney to Melbourne
10.162 Bass Strait to Adelaide .
10.163 Bass Strait to Spencer Gul f
10.164 Sydney to Cape of Good Hope and to all ports in Indi an Ocean
196
196
196
196
196
R O U T E S F R O M CAPE T O WN OR CAPE OF G O O D HOP E
10. 01. Ca p e T o w n o r Ca p e o f G o o d H o p e t o Au s t r a l i a a n d N e w Z e a l a n d
45
10.01.01. I ceber gs are most numerous SE of the Cape of Good Hope and midway between Kerguelen Island
and the meridian of Cape Leeuwin. The periods of frequency vary greatly. It may happen that while ships are
passing ice in lower latitudes, others, in higher latitudes, find the ocean free of it.
The lengths of many of the Southern Ocean icebergs are remarkable; bergs of 5 to 20 miles in length are
frequently sighted S of the 40th parallel, and bergs of from 20 to 50 miles in length are far from uncommon 50
It may be gathered from numerous observations that bergs may be found anywhere S of the 30th parallel,
that as many as 4500 bergs have been observed in a run of 2000 miles, that estimated heights of from 240 m to
520 m are not uncommon, and that bergs of from 6 to 82 miles in length are numerous.
10. 01. 02. R o u n d i n g Ca p e o f G o o d H o p e . From Cape Town, vessels are recommended to pick up the E-bound 55
track from Cab o de Hornos (9.70) at the point where it is met by the track from the Nort h Atlantic (9.10) bound
to the Indi an ocean, namely in about 40 S, 20 E. There is but little difficulty in passing the Cape of Good Hope
E-bound at any time, though a greater proportion of gales will be met with from April to September, the winter
season.
From October to April, E' l y winds prevail as far S as the tail of Agulhas Bank (about 37 S), with variable 60
but chiefly W' l y winds beyond it. I n May and September, at the tail of the bank, E' l y and W' l y winds are in
equal proportion, hut between these mont hs W' l y winds prevail, extending sometimes close in to the coast.
Should a SE' ly wind be blowing on leaving Tabl e Bay or Simons Bay, stand boldly to the SW until the W' l y
winds are reached or the wind changes to a more favourahle direction In all cases when making for the 40th
parallel S of the Cape of Good Hope, steer nothing E of S, so as to avoid the area SE of the tail of Agulhas 65
Bank, where gales are frequent, and heavy and dangerous breaking cross seas prevail.
10. 01. 03. C r o s s i n g t h e I n d i a n Oc e a n . Having crossed to the S of the (W-going) Agulhas current, and
picked up the W' l y winds, the best latitude in which to cross the ocean must to some extent depend on circum-
stances.
70
10
Vessels bound to Australian ports would make the passage at about the parallel of 39 or 40 S, but those
bound to Tasmania or New Zealand, would do so at between 42 or 43 S, especially from October to March.
Between 39 S and 43 S the winds generally blow from a W' l y direction, and seldom with more strength than
will admit of carrying sail. In a higher latitude the weather is frequently more boisterous and stormy; sudden
changes of wind with squally wet weather are almost constantly to be expected, especially in winter. ~le Amsterdam
may be seen from a distance of 60 miles in clear weather.
In summer, many vessels take a more S' ly route, some going as far S as 52 S, but the steadiness and
comparatively moderate strength of the winds, with the smoother seas and more genial climate north of 40
S, compensate by comfort and security for the time presumed to be saved by taking a shorter route.
Tempest uous gales, sudden violent and fitful shifts of ~vind, accompanied by hail or snow, and terrific and
irregular seas are often encountered in the higher latitudes; moreover the islands in the higher latitudes are
so frequently shrouded in fog that often the first sign of their vicinity is the sound of the surf beating against
them.
15 10.01.04. Appr o a c hi ng Bass Strait, passage N of King Island is recommended. In this approach, when making
the land at Moonlight Head or Cape Otway, the currents must be carefully watched, particularly during SW~ly
or S' ly winds; vessels have been wrecked on King Islands by not steering for Cape Otway. In normal weather,
it is desirable to round Cape Otway at a distance of not less than 3 or 4 miles. When approaching Bass Strait in
thick weather, or when uncertain of the vessel' s position, do not reduce the soundings to less than 70 m. Soundings
20 of 110 m to 130 m will be found 25 or 30 miles W of King Island. Outside this limit the soundings deepen rapidly
to over 180 m.
Caution: In approaching King Island from the W, especially during thick or hazy weather, caution is required
on account of the variable strength of the current, which sets SE at a rate which varies from knot to 2{ knots,
according to the strength and duration of the W' l y winds, and sounding is recommended.
25 The entranc~ to Bass Strait between King Island and Hunt er Group is not recommended on account of
Bell Reef and Reid Rocks which lie in it. If, from necessity or choice, entering Bass Strait by this passage, keep
S of Reid Rocks and Bell Reef, the latter being passed at a distance of 2 miles S of it by steering for Black
Pyramid on a bearing of 098 . With a commanding breeze the passage between Ki ng Island and Reid Rocks may
be taken without danger by paying attention to the tidal streams, which set somewhat across the channel at times.
30 Fr om Black Pyramid pass about one mile N of Albatross Islet, whence, if bound to Port Dalrymple, round the
sunken danger Mermai d rock, off Three Hummock island, and then make a direct course.
35
10.01.05. Pas s age t o Fr e ma nt l e . Leave the trans-ocean route (10.01.03) in about 90 E, and thence make
direct for destination. Some navigators, however, recommend continuing eastward as far as 100 E before
turning NE.
Duri ng summer, from October to March, to avoid being set to the N of Rottnest Island, it is advisable to
make the land about Cape Naturaliste, see 6.131.
10. 01. 06. Pas s age t o Ade l ai de . Leave the trans-ocean route (10.01.03) on the meridian of Cape Leeuwin, or
40 about 115 E. Thence proceed direct for Cape Borda.
45
10.01.07. Pas s age t o Me l bo ur ne . Leave the trans-ocean route (10.01.02) in 135 E and proceed direct for Bass
Strait (10.01.03). If Cape Otway is rounded early in the evening, with a fresh S' ly wind, beware of over-running
the distance, as a strong current after a prevalence of S' l y gales, often sets NE along the land; bearings of Split
Point light give a good check. When abreast of Split Point, if there is not enough daylight to get into pilot waters,
stand off and on shore till daylight, keeping in more than 35 m of water. Do not heave to.
10. 01. 08. Pas s age t o Sy dne y . In summer, leave the trans-ocean route (10.01.03) in about 120 E, and steer to
pass S of Tasmania.
50 After rounding South Cape, give a berth of 20 or 30 miles to Cape Pillar and the E coast of Tasmania, to
escape the baffling winds and calms which frequently perplex vessels inshore, while a steady breeze is blowing
in the offing. Thi s is ~nore desirable from December to March, when E' l y winds prevail, and a current is said to
be experienced off the SE coast at 20 to 60 miles from the shore, running N at the rate of ~ knot, while inshore
it is running in the opposite direction, with nearly double that rate. From a position about 30 miles E of Cape
55 Pillar, proceed on a course of about 012 for about 350 miles to a position 15 miles E of Cape Howe, whence
continue as directly as possible to make Sydney, but keeping at first at a distance from the coast, in order to
lessen the strength of the S-going Australian Coast Current, not closing the land till N of South head, Port
Jackson.
Some navigators prefer to stand E as far as 155 E before turning N for Port Jackson, and thus escape almost
60 altogether the S' ly set.
In winter follow the route for Mel bourne (10.01.07) as far as Cape Otway and t hen steer to pass t hrough
Bass Strait about 2 miles S of Anser Group, 3 miles N of Rodondo Island and 2 miles S of Sout h East Point
Wilson Promontory. Then steer to pass about 5 miles SE of Rame Head and Gabo Island. Occasionally and
especially during and after E' l y gales the current sets strongly towards the land; in thick weather sounding must
65 not be neglected. See Navigational Notes on Bass Strait in 10.01.04. and 10.160.
From Rame Head stand on to the E to about 154 E, before turning to the N in order to escape from the S' ly
set of current along the coast of New South Wales, and approach Port Jackson from a point slightly to the N.
Duri ng E' l y gales (June to August), an offing may be maintained by watching the shifts of wind, and keeping
on the starboard tack as long as prudent, thus bringing the prevailing S-going current on the lee
70 bow.
I NDI AN OCEAN AND RED SEA 159
10.01.09. Passage to Hobar t . Leave the trans-ocean route (10.01.03) in about 120 E; then steer for a position
10 miles S of South West Cape, Tasmani a; or in any case far enough to the S to ensure avoiding the rocky
W coast at night through any error in the reckoning, or being caught on a lee shore by a SW gale. In fine weather,
from 10 miles S of South West Cape, pass between Maatsuyker Group and Mewstone Islet, then steer to pass
3 miles S of South Cape. When blowing heavily from SW or S, especially if unable to obtain observations before 5
making the land, it is desirable to keep more to the S, passing S of Mewstone Islet and on either side of Pedra
Blanca and Eddystone, taking care to avoid Sidmouth Rock. Proceed to Hobart through Storm Bay.
10.01.10. Passage W of Ta s ma ni a and to New Zeal and port s. It is often necessary, and in heavy W' l y
weather desirable, to make the passage down the W coast of Tasmania at from 120 to 250 miles from the coast, I0
and often at the same distance round the S end of the island.
From the Indi an Ocean, for New Zealand ports, it is normal in summer to leave the trans-ocean route (10.01.03)
in about 110 E and to proceed S of Tasmani a in 45 S to 47 S, whence the mai n route is also taken across
the Pacific Ocean (11.02). In winter, take the winter route for Sydney (10.01.08) through Bass Strait.
Both in summer and winter, if bound to Auckland proceed round the N point of New Zealand; if for 15
Wellington, through Cook Strait, and if for Otago or Lyttleton, S of New Zealand through Foveaux Strait or
S of Stewart Island.
See also 11.03.04, 11.03.05.
10. 02. Ca p e T o w n o r Ca p e o f G o o d H o p e t o S i n g a p o r e o r Ch i n a S e a
20
10.02.01. Ge n e r a l n o t e s . Although this voyage takes a vessel out of Indi an Ocean waters, properly so termed,
into the Eastern Archipelago and China Sea (which should be considered as "Pacific Ocean" waters), it is treated 25
more conveniently as a continuous voyage, and will so be considered. As the voyage is complicated not only
by different routes due to monsoons, but also by several alternative channels and straits among the islands of
the Eastern Archipelago. the following procedure has been adopted.
The routes below give, in detail, the passage from the Cape of Good Hope as far as the S entrances to the
Eastern Archipelago, and thence a summary of the various straits and passages to be navigated on the 30
continuation of the voyage to Singapore or the China Sea. Directions for passages through the Eastern
Archipelago are given in articles 10.30 to 10.51.
Vessels passing the Cape of Good Hope in September have taken, with great success, a route passing S and E
of Australia, W of New Caledonia, through Pioneer Channel (5 S. 15,I E), across the equator in about 156 E,
and thence direct. Thi s route is known as the Gr e a t Ea s t e r n l~oute. 35
The monsoon periods, on which these routes depend are from May to September, when a SE' Iy or E' l y
Monsoon prevails in the Eastern Archipelago, and a SW' l y Monsoon (usually not strong) in the China Sea;
and from October to March, when a NW.' ly or W' l y Monsoon prevails in the Eastern Archipelago, and a NE' Iy
Monsoon (the latter usually strong) in the China Sea.
The object of a vessel bound to the China Sea being to get as far to windward as possible in the Indi an Ocean 40
before arriving in the monsoon area, she would make for the W end of the island chain during the SW' l y Monsoon
period of the China Sea (May to September) ; and for the more E' l y passages of the chain during the NE' Iy
Monsoon period of the China Sea (October to March). The alternative route to the China Sea, above referred to, is
suitable only in October and November, and passes through the' central part of the island chain.
The following variations to the above are not infrequently taken though they do not appear to possess any 45
particular advantage.
Though the October to March route to the China Sea is usually made by the more E' l y passages through the
islands, it is possible to make it by passing through Sunda Strait; and then proceeding N through the China Sea
along the N coast of Borneo by Palawan Passage (11.33) ; or else, after passing Sunda Strait, to stand E through
the Java Sea to the E passages. 50
Vessels bound only to Singapore use Sunda Strait at all times.
Vessels bound to ports on the E coast of Borneo, or i n Makassar Strait, etc., use either Sunda Strait, Bali
Strait, Lombok Strait or Alas Strait. These straits could also be used, during the local North-west Monsoon
period, instead of the passage through the islands farther E; and then standing E to pick up the regular Eastern
route.
55
10.02.02. F o r S i n g a p o r e , from May to September take route across the Indi an Ocean described in 10.01.02,
along the parallel of 39 S or 40 S, as far as about 75 E. From thence edge away to the NE crossing 30 S in about
100 E ; and 20 S in 105 o E, passing close W of Christmas Island, and up to Tandj ung Gedeh (the E entrance point
of Sunda Strait from the Indi an Ocean). Care must be taken to keep well to the E, especially in June, July, and 60
August, when the South-east Monsoon and the W-going current are at their strongest, or the vessel may fall
to leeward of Tandj ung Gedeh and find great difficulty in recovering it against wind and current.
From October to March, take the trans-ocean route, as above, as far as about 75 o E ; thence steer to pass through
25 S, 98 E and thence directly N for Sunda Strait, passing midway between Christmas Island and Cocos or
Keeling Islands, and steering for Balimbing Pamantjasa on the W side of Sunda Strait, as in this season the E- 65
going current is strong, and W' l y winds blow at times with considerable strength. If contary winds are met with
after passing ~le Saint-Paul (38 `13' S, 77 33" E), stand N, through the South-east Trade, into the North-west
Monsoon, and from thence direct to Sunda Strait.
Duri ng the changes of monsoon, March, April, and September-October, it is advisable to make casting until
due S of the entrance to Sunda Strait, and then steer directly for it. 70
I n continuation of the route for Singapore there are three alternatives from Sunda Strait, as summarised
below. For directions see 10.32-10.42.
The usual route is through Selat Bangka and Riouw Strait (10.34-10.37).
The first alternative route is through Selat Gelasa and then either by Riouw Strait to Singapore; or else from
5 Selat Gelasa continue N to the E of Bintan Island and through Singapore Strait, from the E entrance to Singapore
road. See 10.39-10.42.
The second alternative route, known as the Inner Route, should be taken between October and March only,
when the North-east Monsoon is blowing strong in the China Sea, when, having passed either through Selat
Bangka or Selat Gelasa a vessel is confronted by a head wind, a heavy sea, and an adverse current i n attempting
10 to make the southern entrance to Riouw Strait. Thi s route is described in article 10.38.
10.02.03. For Chi na Sea, f rom May to Sept ember, proceed to Sunda Strait as directed i n 10.02.02 for that
season, and thence by one of the three alternative routes which follow.
The most direct route from Sunda Strait is to pass through Selat Bangka or Selat Gelasa and thence between
15 Anambas Kepul auan and Nat una Kepulauan into the China Sea; thence between Paracel Islands and Macclesfield
Bank to Hong Kong. Selat Gelasa offers a more direct route than Selat Bangka, but in thick weather Selat Bangka
can be navigated without risk, and should be taken rather than Selat Gelasa, which cannot then be approached
with safety.
The first alternative, by Palawan Passage, should be taken when the North-east Monsoon is likely to begin
20 before reaching Hong Kong. The route passes through Selat Gelasa and Palawan Passage; thence along the
coast of Luzon as far as Cape Bolinao ; thence to Hong Kong.
The second alternative route passes through Karimata Strait into the China Sea direct.
Although much broader than Selat Bangka or Selat Gelasa, Karimata Strait is not much frequented except
by sailing vessels returning from China, or by vessels making E through the Java Sea, as, from the effects of
25 winds or currents, it is difficult to get through it to the W. The great breadth of Karimata Strait in comparison
with the others is of advantage to vessels working to windward; but this is partly counterbalanced by the
several shoals which lie in or near the fairway and out of sight of land, as well as irregular currents, necessitating a
dependence being placed on the reckoning.
If having passed through Sunda Strait into the Java sea, the North-east Monsoon in the China Sea has already
30 begun to blow, do not attempt to make farther to the N, but at once t urn E and pass through the Java Sea S
of Borneo to Saleier Strait (between the S point of Sulawesi and Saleier Island) ; and thence by the passage
between Buton Island, off the SE point of Sulawesi and the islands S of it, into the Banda Sea; and thence
through the Ceram Sea into the open Pacific Ocean either by Djailolo Passage or Dampier Strait (between
Halmahera Island and the W extreme of New Guinea).
35 When in the Pacific pass E of Palau Islands and into the China Sea through one of the channels between Luzon
and T' ai -wan.
40
10.02.04. For Chi na Sea, l eavi ng Cape of Good Hope i n Sept ember, proceed as directed for Sydney in
10.01.07 and pass S of Australia or Tasmania. Thence continue by the Great Eastern Route (10.02.01).
10.02.05. For Chi na Sea, f rom October to March, the route is taken via Ombai Strait and the Second Eastern
Passage, as directed below.
Cross the Indi an Ocean as directed in 10.01.03 as far as 75 E and then steer for 20 S, 110 E. (Some navigators
recommend making casting to the 90th meridian instead of the 75th before t urni ng N to make for the above
45 position). From 20 S course may be directed to Ombai Strait.
The usual and the best recommended passage through the islands, after crossing the Indi an Ocean, is through
Ombai Strait, between the NW point of Ti mor and Alor Islands; thence either W of Buru Island into the Ceram
Sea or (more usually) through Manipa Strait, between Buru Island and Mani pa Island (passing near Ambon)
and into the Ceram Sea. Thence through Djailolo Passage or Dampier Strait into the open Pacific Ocean. Thi s
50 route is known as the Second Eastern Passage. When in the Pacific Ocean, make easting between 1 30' N
and 3 00' N, till able to pass E of Palau Islands; but after February pass W of this group.
Having passed Palau Islands make to the NW to pass through Surigao Strai~ (N of Mindanao, in the Philippine
Islands) into the Sulu Sea, and having passed through those waters, W into the China Sea by Mindoro Strait,
or Verde Island Passage (S of Luzon Island), and on to Manila or to Hong Kong.
55 A more usual route, however, after passing Palau Islands, is to proceed NNW, keeping E of the Philippine
Islands, and then pass N of Luzon, through Balintang Channel to Hong Kong or, if bound to Shang-hai, to
continue N to pass between Okinawa Gunt 6 and Sakishima Gunt 6 towards the mout h of the Ch' ang Chiang;
or to proceed NNE in the full strength of the NE-goi ng Kuro Shio to Yokohama and Japan.
For directions, see 10.46.
60 I n October and November (only) the passage from the Indi an Ocean to the China Sea may be made via the
central passages of the Eastern Archipelago by a route known as the First Eastern Passage, as follows.
From 20 S, 110 E make Bali Strait, Lombok Strait, or Alas Strait. Thence pass through Makassar Strait
into the Sulawesi Sea and through Basilan Strait into the Sulu Sea at its SE end. Pass then along the W coasts
of Mindanao, Negros, and Panay Islands in the Philippine Islands, and enter the China Sea by Mindoro Strait,
65 or Verde Island Passage. Thence, work along the coast of Luzon to Cape Bojeador, before crossing the China
Sea to Hong Kong.
Thi s route to China, though often used in former days, has little to recommend it, on account of the adverse
current, setting to the S through Makassar Strait, often strongly, at all seasons. The winds are boisterous and
uncertain at the S end of Makassar strait, and light and variable at the N end, while the navigation is anxious
70 throughout almost the whole voyage to the open China Sea.
I NDI AN OCEAN AND RED SEA
161
The First Eastern Passage, described in detail in article 10.47 is more suitable for S-bound traffic, but in the
case of vessels from the Cape of Good Hope wishing to reach ports on either side of Makassar Strait, it is
mentioned here.
10.03. Cape To wn or Cape of Good Hope to Bay of Bengal
10.03.01. General not es. There are three principal routes, two of which are appropriate to the South-west
Monsoon and one to the Nort h-east Monsoon.
The choice of route rests, not so much on the mont h in which departure is made from the Cape of Good
Hope, as on the mont h in which a vessel may be expected to arrive in the region affected by monsoons, (6.02-6.05),
comprising the Arabian Sea, the Bay of Bengal, and the Indian Ocean N of the equator. The mont h references
given below for the varying routes refer, therefore, to the months of a vessel' s arrival in Indian waters.
10
10.03.02. Fr o m May to Se pt e mbe r by the Inner Route. Thi s route via NIogambique Channel is the most 15
direct for vessels to any port of India during the South-west Monsoon, but it must not be taken unless there is
a certainty of reaching the port before the close of the monsoon.
On leaving the Cape of Good Hope, if with SE' l y winds, stand S and run down the easting in 39 to 40 S
to about 30 E; if with W' l y winds, run along the coast, guarding against any indraught, keeping S of 35 S
until in 37 E; then steer for Mozambi que Channel, passing E of ~le Europa and on either side of ~le Juan de 20
Nova; pass through ~les Comores, cross the equator in about 54 E, thence steer direct for Ei ght Degree
Channel, and pass S of Ceylon into the Bay of Bengal, see 10.03.05 and 10.05.02.
10.03.03. Fr o m May to Se pt e mbe r by the Fi rst Outer Route, which is more usually preferred to the Inner
Route on account of ease of navigation, but it must only be used if certain of reaching port before the end of the 25
South-west Monsoon.
From the Cape of Good Hope cross the Indian Ocean as directed in 10.01.03, between the parallels of 39 and
40 S, as far as about 60 E. From this position proceed NE to cross 30 S in about 80 E, and then stand N as
directly as possible for destination, as summarised below.
Bound for Madras, or adjacent ports, cross the equator in 82 E. 30
Bound for Calcutta, cross the equator in 88 E.
Bound for Rangoon, cross the equator as for Calcutta, but leave that route at 10 N, and steer for Rangoon N
of Andaman Islands in about 15 N.
See 10.03.05.
Note: On the voyage N from 30 S, it is advisable to gain easting, to counteract the W' l y current, and to be 35
prepared for the wind shifting to the N, for in the South-east Trade it often happens, particularly in April and
May, that the wind is more from E and ENE than from SE. The South-east Trade at this season extends to the
equator; and from 1 N to 2 N the South-west Monsoon, between May and September, is a fair wind to Calcutta
or any part of the Bay of Bengal.
40
10.03.04. Fr o m Oct ober to March by the Second Outer Rout e, which is taken when it is likely that the Bay
of Bengal will not be reached before the South-west Monsoon is over (September) or when expecting to arrive
in the Bay of Bengal in November, when the North-east Monsoon has set in.
From the Cape of Good Hope, cross the Indian Ocean as directed in 10.01.03, between the parallels of 39 and
40 S, as far as about 70 E. From this position, steer ENE, so as to cross 35 S in about 82 E, and thence 45
proceed NNE through the Trade Winds, to cross the equator in 92 E.
From this position, steer to pass 150 miles W of the NW extreme of Sumatra, and about 60 miles W of Nicobar
Islands and Andaman Islands, and thence as directed below.
If the wind is W' ly, give the islands a good berth, but if NW' Iy, steer up the Bay close-hauled. In about 16
N to 17 N the wind often shifts to the N, when favourable tacks may be made to the E. 50
I f bound to Calcutta do not approach either shore, but work to windward in the middle of the Bay of Bengal,
where there is smooth water and moderate wind; from close W of Nicobar Islands, the entrance to Hooghly
River has often been reached without tacking. If the equator is crossed late in February or in March, keep well
to the W side of the Bay of Bengal.
I f bound to Madras, shape direct course from the position off Nicobar Islands. 55
I f bound to Rangoon, leave the route at about 3 N, and steer to the NE, passing between Pulau W6 and
Nicobar Islands as directly as possible to destination, keeping midway between the coast of the Malay Peninsula
and Andaman Islands.
10.03.05. General di rect i ons for ve s s e l s nort hbound or s out hbound i n Bay of Bengal . From 15th january
to 31st May, N- bound keep to the W side of the bay; S-bound keep to the E side. In June, July, and August,
N-bound keep in the middle of the bay; S-bound keep in the middle, or E of Andaman Islands. In September,
October, and November, N-bound and S. bound take the E side and the W side respectively. From 1st December
to 14th January, all ships keep in the middle of the bay.
10.03.06. General r e ma r ks as to c yc l one s i n Bay of Bengal . When in the Bay of Bengal with a strong SW
wind, occasional squalls and rain, and a slowly-falling barometer, bad weather prevails somewhere to the N.
Between early June and the middle of September the storm centre is probably N of 16 N, and in Jul y or
August still farther to the N, and a sailing vessel should steer to the E to take advantage of the S' l y and
SE' l y winds on the E side of the storm as it moves NW. But should the weather get rapidly bad, and the
60
162
SAI LI NG VESSEL . ROUTES
barometer continue to fall, then heave-to, and determine the position ~vith regard to the movement of the storm
before proceeding.
In May, October, or November the storm travels in some direction from W, through N, to NE; and its course
should be definitely ascertained before any attempt is made to round its E side, as if it is moving NE such a
proceeding would be attended with danger.
See also 6.16 and 10.90.
10 I0. 04. Cape T o wn or Cape of Good Ho pe t o Co l o mb o
15
20
25
10.04.01. F r o m Ma y t o Se pt e mbe r by t he I nne r Rout e, proceed as directed for the Bay of Bengal in 10.03.02,
and after passing through Eight Degree Channel steer as directly as possible for Colombo. Notes on Mozambi que
Channel are given in 10.05.02.
10.04.02. Fr om May t o Se pt e mbe r , eas t of Madagascar , there are t~vo alternatives. Firstly, follow the
directions given for passage to Bombay in 10.05.03 until across the equator in about 62 E, after which steer
direct for Colombo. Secondly, in April and October only, ~ake the route for Bombay given in 10.05.04 until the
equator is crossed, and steer thence direct to Colombo.
10.04.03. Fr om No v e mb e r t o Mar ch, proceed as far as the equator as directed for the Bombay route in
10.05.05, thence steering direct.
Alternatively take the Second Outer Route for the Bay of Bengal (10.03.02) as far as 20 S ; after that parallel
is crossed steer direct for Colombo.
30
I0. 05. Cape T o wn or Cape of Go o d Ho p e t o Bo mb a y
10.05.01. Ge ne r al not es . There are six routes; three are available during the South-west Monsoon, two of
t hem during the North-east Monsoon and one in the periods between the Monsoons. The mont h references
given below for the different periods refer to the expected time of arrival in Indian wat er , and not necessarily
to the months in which the Cape of Good Hope is left.
35 10.05.02. Fr om May t o Se pt e mbe r , t he I nne r Ro ut e through Mogambi que Channel is the most direct route
for vessels bound to any part of India but it must not be taken unless there is certainty of reaching India before
the close of the Monsoon (September).
On leaving Cape of Good Hope, if a SE' Iy wind prevail, stand S and run down the easting in 39 to 40 S to
about 30 E; if a W' l y wind prevail, run along the coast, guarding against any indraught, and keep S of about
40 35 S until in 37 E; when, in either case, a course may be shaped for Mozambi que Channel, passing E of $1e
Europa and on either side of Tie Juan de Nova. From thence pass through Tles Comores, cross the equator in
53 or 54 E, and steer direct for Bombay. In the height of the South-west Monsoon, June, July and August,
when the weather is thick and heavy, and observations very uncertain, vessels should sound frequently when
making the land.
45 By using this track through Mogambi que Channel, vessels will avoid the strongest part of the SW' l y current,
and will be nearly sure of a fair wind until about half-way through the channel, when adverse winds may be
expected; should such occur, it is better to make easting on the port tack rather than westing; thus avoiding the
African coast with its prevailing S' ly current. The passage on the E side of Tie Europa is recommended, but
vessels should not approach that island nor Bassas da India at night, the currents in their vicinity being very
50 strong and uncertain.
The winds in Moqambi que Channel do not blow wi t h the same regularity that is found farther N, and are
generally stronger in the middle of the channel. The North-east Monsoon sets in between mi d-Sept ember and
mid-October, and the change is usually accompanied by squally weather. When near the Madagascar coast,
advantage may be taken of the alternating land and sea breezes.
55
10. 05. 03. F r o m May t o Se pt e mbe r , pas s age eas t o f Madagas c ar is often preferred to the Mozambi que
Channel route, as it is less dangerous and the winds are more steady, particularly in August and September,
when light variable winds are found in Moqambique Channel. Thi s passage also must only be used when there
is a certainty of reaching port before the Sout h-west Monsoon is over (September).
60 On leaving the Cape of Good Hope, make easting in 39 S to 40 S until in about 45 E, and thence stand to
the NE, crossing 30 o S in about 53 E. From thence run through the South-east Trade, passing W of $1e de la
R6union, Farquhar Islands, and Amirante Islands; then cross the equator in 53 E or 54 E, and steer direct for
Bombay.
If arrival at Bombay before the start of the North-east Monsoon is uncertain, make easting, as before directed,
65 in 39 S to 40 S but stand NE on reaching 40 E. Cross 30 S in about 59 E, and then run N, passing between
Mauritius and $1e de la R6union. After passing these islands, there are two courses; one being to join xvith the
route from Mozambi que Channel, described above, at about 15 o S and to continue on it to destination; the other
is to stand on directly N, through the Trade Wind, passing W of Saya de Malha Bank. Cross the equator in about.
62 E and steer direct for Bombay.
70 In case the North-east Monsoon has started, keep towards the coast of India after passing Maldive Islands.
163
10. 05. 04. I n Apr i l and Oct ober, a W' l y wi n d i s of t e n e x p e r i e n c e d o n l e a vi ng t he Ca p e of Go o d Ho p e . I f t h i s
h a p p e n s , d u r i n g t he s e mo n t h s , r u n a l ong t h e coas t as di r e c t e d f or a W' l y wi n d i n 10. 05. 02, b u t s t a n d o n t o t h e
E NE pa s t Ma d a g a s c a r i nt o t h e I n d i a n Oc e a n, ma k i n g di r e c t l y f or a pos i t i on i n a b o u t 15 S, 70 E, passi ng
e i t h e r b e t we e n t h e i s l a nds of Ma u r i t i u s a n d Rodr i gue z , or E of t h e l at t er . F r o m t hi s poi nt , s t e e r t o cr os s t he
e q u a t o r i n 75 E, pa s s i ng E of Ch a g o s Ar c hi pe l a go, a n d t h e n c e o n a N' l y t r ack, t o t he E of Ma l d i v e I s l a n d s
a n d La c c a d i v e I s l a nds , par al l el wi t h t h e coas t of I n d i a , t o Bo mb a y , wo r k i n g t he l a n d a n d sea br e e z e s .
10. 05. 05. Fr o m No v e mb e r t o March, t wo r o u t e s f r o m Ca pe T o wn t o Bo mb a y ar e avai l abl e, b o t h ma k i n g us e
of t h e W p o r t i o n of t h e r o u t e f or Au s t r a l i a d e s c r i b e d i n 10. 01. 03, a n d ma k i n g e a s t i ng b e t we e n t h e par al l el s of
39 S a n d 40 S. T h e mo r e W' l y of t he t wo r out e s l eaves t h a t l a t i t ude i n 60 E, a n d a ves s el u s i n g i t s h o u l d s t a n d
NE t o 35 S, 70 E, a n d t h e n s t a n d d u e N t h r o u g h t h e S o u t h - e a s t Tr a d e s t o 10 S. Sh e s h o u l d t h e n ma k e NNE
so as t o cr oss t h e e q u a t o r i n 80 E, a n d ma k e n o r t h i n g i nt o t he No r t h - e a s t Mo n s o o n , s t a n d i n g f or Ca pe Co mo r i n
a n d f i nal l y wo r k i n g t h e l a n d a n d sea br e e z e s a l ong t h e Ma l a b a r coast .
Al t e r na t i ve l y, f or t h e mo r e E' l y r out e, p r o c e e d as a bove t o 35 S, 70 E, a f t e r wh i c h s o me a ut hor i t i e s c o n s i d e r
i t mo r e p r u d e n t t o ma k e f u r t h e r cas t i ng, so as t o b e wel l t o ~vi ndwar d o n r e a c h i n g t h e No r t h - e a s t Mo n s o o n ,
a n d ma k e f i r s t f or a pos i t i on i n a b o u t 2~ S, 80 E. F r o m t hi s p o i n t t u r n N, r u n t h r o u g h t he T r a d e a n d t he No r t h -
we s t Mo n s o o n , cr os s t h e e q u a t o r i n 82 E t o 85 E a n d t he t r a c k o n wa r d is as above, ma k i n g n o r t h i n g i nt o t h e
No r t h - e a s t Mo n s o o n . T h e n s t a n d f or Ca p e Co mo r i n , a n d wo r k u p t he Ma l a b a r coas t wi t h t h e l a n d a n d sea
br eezes .
10.06. Cape T o wn or Cape o f Go o d Ho p e t o Maur i t i us
10. 06. 01. Ge ne r al di r e c t i ons . At al l t i me s of t he year , ma k e e a s t i ng i n 39 S t o 40 S as f ar as 40 E. T h e n
s t a n d NE, c r os s i ng 30 S i n a b o u t 59 E, as f ar as 25 S, a n d t h e n s t e e r d i r e c t f or d e s t i n a t i o n i n t h e S o u t h - e a s t
T r a d e wi n d .
Note: Ves s el s f r o m t hi s d i r e c t i o n b o u n d f or P o r t Lo u i s s h o u l d pas s E of i Vi aur i t i us a n d r o u n d i t s N e nd,
i n o r d e r t o a voi d t he c a l ms c a u s e d b y t h e h i g h l a n d n e a r t he S W e x t r e me of t h e i s l and.
I t ma y s o me t i me s b e pos s i bl e t o f ol l ow t h e r out e gi ve n i n 10. 05. 04, l e a vi ng i t wh e n a b r e a s t Ma u r i t i u s , wh i c h
i t pas s es at a b o u t 100 mi l e s t o t h e S.
10
15
20
25
30
10.07. Cape T o wn or Cape of Go o d Ho pe to Ad e n
10. 07. 01. Ge ne r al not e s . T h e r e ar e t h r e e r out e s avai l abl e f r o m Apr i l t o Se p t e mb e r , a n d one f r o m No v e mb e r
t o ~, ~arch. I n Oc t o b e r e i t h e r r o u t e ma y b e t a ke n.
10. 07. 02. F r o m Ap r i l t o Se pt e mbe r or Oct ober, t ake t he I n n e r r out e f or Bo mb a y , as di r e c t e d i n 10. 05. 02,
as f~r as t h e e qua t or , c r os s i ng i t i n 53 E; a n d t h e n c e c o n t i n u e t o de s t i na t i on, pa s s i ng b e t we e n Ras As i r a n d
Socot r a. Wo r k a l ong t h e Af r i c a n coas t as f ar as Ma l t I s l a n d be f or e s t a n d i n g acr os s t h e Gu l f of Ad e n .
Al t e r na t i ve l y, pas s E of Ma d a g a s c a r as d i r e c t e d i n 10. 05. 03, s t a n d i n g d i r e c t f or Ras As i r a f t e r p a s s i n g
Ami r a n t e I s l a nds a n d Se yc he l l e s Gr o u p . Ro u n d Ras As i r cl osel y a n d t h e n p r o c e e d as di r e c t l y as pos s i bl e. Al t e r -
nat i vel y, pa s s b e t we e n ~vl aur i t i us a n d ~le de l a Rg u n i o n t o j o i n t hi s r out e i n a b o u t 15 S.
10. 07. 03. F r o m Oc t o b e r o r No v e mb e r t o Ma r c h , f ol l ow t he di r e c t i ons gi ve n i n 10. 01. 02 a n d 10. 01. 03 f r o m t he
Ca pe of Go o d Ho p e , c o n t i n u i n g t he r out e , b e t we e n t h e par al l el s of 39 S a n d 40 S, as f ar as 60 E. F r o m t hi s
pos i t i on, s t a n d N t o pa s s a b o u t 200 mi l e s E of Ro d r i g u e z I s l a nd, a n d t o cr os s t h e e q u a t o r i n 68 E. At t hi s poi nt ,
t u r n t o t h e NW, s t e e r i ng so as t o cr oss t he me r i d i a n of 60 E at 10 N a n d t he nc e , N of Socot r a, wh i c h s h o u l d
be g i v e n a b e r t h of f r o m 40 t o 60 mi l es , t o de s t i na t i on.
10.08. Cape T o wn or Cape o f Go o d Ho p e t o Mo mb a s a and adj acent port s
10. 08. 01. R o u t e s . T h e s h o r t e s t r o u t e i s t h r o u g h Mo z a mb i q u e Ch a n n e l , as di r e c t e d i n 10. 05. 02 b u t pa s s i ng W
of l i e s Comor e s , a n d s~eer i ng t h e n c e as di r e c t l y as pos s i bl e. T h e pr e f e r a bl e r out e, f or al l s eas ons , i s E of
Ma d a g a s c a r . Fol l ow t h e di r e c t i ons gi ve n i n 10. 05. 03 as f ar as t h e N e n d of Ma d a g a s c a r , f r o m wh i c h p o i n t b o t h
wi n d a n d c u r r e n t ar e f a vour a bl e f or Mo mb a s a a n d a dj a c e nt por t s .
35
40
45
50
55
60
ROUTES FROM EAST COAST OF AFRI CA AND MAURI TI US
10.09. Du r b a n t o Aus t ral i a, Ne w Ze al and, I ndi a, Si ngapor e , and Chi na Sea
10. 09. 01. Du r b a n t o Aus t ral i a, and Ne w Zeal and. S t a n d SE, a n d pi c k u p t h e ma i n r o u t e acr os s t he I n d i a n 65
Oc e a n ( 10. 01. 02) i n 50 E, a n d f r o m t h a t pos i t i on f ol l ow t h e di r e c t i ons i n 10. 01. 03 t o 10. Ol . 10.
10. 09. 02. Du r b a n t o I ndi a, Si ngapor e , and Chi na Sea. Stand SE, a n d ma k e c a s t i ng i n a h o u t 35 S u n t i l
pi c ki ng u p t h e r o u t e t o pa s s t h r o u g h the Eastern Ar c hi pe l a go, t o t he Ba y of Bengal , or t o Bo mb a y , a c c o r d i n g
t o t h e s eas on, as d i r e c t e d i n 10. 02 t o 10. 05. 70
10
15
20
10. 10. Du r b a n t o Maur i t i us , East Af ri ca, and Ade n
10.10.01. Du r b a n t o Maur i t i us . Stand SE, and make easting in about 35 S. From about 50 E, keep gradually
more to the N, crossing the parallel of 30 S in 58 E or 59 E, and then steer direct through the Trade Winds to
Mauritius.
10.10.02. Du r b a n t o Mo mb a s a and adj acent port s. The shortest route is by Moqambique Channel, steering
first to the SE across the Mo9ambique Current until picking up the route from Cape Town to Bombay (10.05.02),
and passing W of ~les Comores; but the preferable route is to proceed as directed in 10.10.01 to Mauritius, and
taking the route either W or E of $1e de la R6union, around the N end of Madagascar to destination, with a
favourable wind and current.
10.10.03. Du r b a n t o Ade n. The routes are the same as from Cape Town (10.07) according to season, making
easting to pick up those routes that pass E of Madagascar on about the parallel of 35 S.
10. 11. Du r b a n t o Cape To wn
Proceed as directly as possible, at 20 miles or more from the coast. A favourable current will be carried
throughout the passage. See note under 10.17.02 and relevant part of 10.54.05.
25
30
10. 12. Ma ur i t i us t o Aus t r al i a and Ne w Ze al and
10.12.01. Ma ur i t i us to Fr e ma nt l e , s o ut he r n Aus t ral i a, and Ne w Zeal and. Make southing to pick up the
main track across the Indian Ocean (10.01.03). Follow the appropriate part of that route to destination.
10.12.02. Ma ur i t i us t o no r t he r n Aus t ral i a. From April to October, during the South-east Monsoon on the
N coast of Australia, stand S, as in 10.12.01, and proceed by Bass Strait, and to destination via the E coast of
Australia and Torres Strait. See directions from Sydney to Torres Strait (11.09). From November to April,
during the Nort h-west Monsoon, stand N into that Monsoon and then proceed as directly as possible.
35
10.13. Ma ur i t i us t o Si ngapor e or Chi na Sea
10.13.01. Stand SE or E to pick up the route from Cape Town (10.02) according to destination and season.
40
45
10.14. Ma ur i t i us t o I ndi a n port s
10.14.01. Fr om April to October, the route given in 10.05.03 passes Mauritius closely, and may be followed
to Bombay. For the Bay of Bengal, leave that route in 5 N and pass through Eight Degree Channel and round the
S end of Ceylon. For Colombo, steer direct from Eight Degree Channel. From November to March, stand E or
SE to pick up the routes given in 10.03.04 for Bay of Bengal, 10.04.03 for Colombo, or 10.05.05 for
Bombay.
50
55
60
70
10.15. Ma ur i t i us t o Ad e n
10.15.01. Fr om April to October, join the route from Cape Town in about 15 S (10.07.02), which passes E
of Madagascar.
From November to March, run N through the South-east Trade and the Nort h-west Monsoon, to pick up
the route described in 10.07.03, crossing the equator in about 68 E.
10.16. Ma ur i t i us t o Mo mb a s a and adj acent port s
10.16.01. Proceed as directly as possible, passing N of Madagascar.
10.17. Ma ur i t i us t o Du r b a n or Cape T o wn
10.17.01. Ma ur i t i us t o Dur ba n. Proceed as directly as possible, passing about 100 miles S of Madagascar,
and making the African coast well N of Durban.
10.17.02. Ma ur i t i us t o Cape To wn . Pass about 200 miles S of Madagascar and make the African coast about
200 miles SW of Durban, afterwards keeping in the strength of the Agulhas Current until abreast Mossel Bay;
from thence, steer direct to round Cape Agulhas at a prudent distance.
Note: When nearing the Cape of Good Hope with strong W' l y winds, keep on Agulhas Bank, not more than
40 or 50 miles from the coast, where will be found smoother water than elsewhere. See 10.74.
10.18. Mombas a and adjacent port s to Aden
10.18.01. Fr o m Apri l to Oct ober, keep coastwise in the strength of the current and pick up the route from
Cape Town or Cape of Good Hope to Aden, as described in 10.07.02, in about 10 N.
10.18.02. Fr o m No v e mb e r to March, work to the E into the Nort h-west Monsoon keeping as far N as the
wind will permit until that Monsoon is reached; then run E, edging to the N at the latter part, as far as about
68 E, when stand N into the North-east Monsoon, and from thence direct for the Gul f of Aden. The same route
may be taken from Seychelles Group.
Socotra should be weathered if possible. If efforts are only made to pass S of it, and the monsoon happens to
be fresh, there is a great chance of being swept to leeward of Ras Asir. If leaving Mombasa in March, do not
go E of Seychelles Group before standing N, as S' ly winds might be expected before reaching Ras Asir.
10.19. Mo mba s a and adjacent port s to Bo mba y
10.19.01. Fr o m Apri l to Oct ober, keep coastwise in the strength of the current to about 5 N and then steer
directly as possible to Bombay, making the landfall on the parallel of Khanderi Island if the weather is thick,
see 10.05.02.
10.19.02. Fr o m No v e mb e r to March, work E into the Nort h-west Monsoon, then run E on about the parallel
of 5 S until in 82 E or 84 E, when stand N across the equator into the North-east Monsoon, and make the S
end of Ceylon, and then Cape Comorin; thence work up the Malabar coast with the land and sea breezes.
In March it would perhaps be better to go direct when the Nort h-west Monsoon is met with as NW' l y winds
are prevalent in the Arabian Sea at the end of the North-east Monsoon.
10
15
20
25
10.20. Mombas a and adjacent ports to Co l o mbo or Cal cutta
10.20.01. Fr o m May to Sept ember, stand E on the starboard tack, and make for Eight Degree Channel if
bound to Colombo, or pass through the more direct route offered by Kardiva Channel; but not at night, unless
the entrance has been made before dark, or the latitude of the vessel is accurately known. If bound to Calcutta,
pass S of Ceylon and pick up the Bay of Bengal route from the Cape of Good Hope (10.03.03). See also
10.03.05.
10.20.02. Fr o m Oct ober to Apri l , the route passes close S of Seychelles Group. On leaving Mombasa, keep N
of the direct route to Seychelles Group, while working to the E until the Nort h-west Monsoon is picked up,
which may be expected after passing the meridian of 45 E, although this is very uncertain. Light winds and
calms render this generally a tedious passage.
After passing Seychelles Group, and if bound to Colombo, run E in about 5 S, cross the equator in from
82 E to 84 E, and stand N into the North-east Monsoon, then making for the SW end of Ceylon; then work
up the coast, taking advantage of the land and sea breezes. If bound to Calcutta, continue to make casting until
the route from the Cape of Good Hope to Calcutta (10.03.04, 10.03.05, and 10.03.06) is picked up in about
92 E, and follow it to destination.
10.21. Mombas a and adjacent port s to Mauri t i us and Austral i a
10.21.01. General not es. In all seasons the route to Australia is taken via, or passing close to, Mauritius.
10.21.02. For Mauri t i us, f r om Apri l to October, stand E, regardless of crossing the equator in so doing, until
E of Chagos Archipelago, when southing should be made into the Trade Wind, and then a direct course should
be steered for Mauritius.
30
35
40
45
50
10.21.03. For Mauri t i us, f r om No v e mb e r to March, the recommended route is to make casting with the 55
North-east and Nort h-west Monsoons and cross 10 S in about 70 E, and from thence steer direct through the
Trade Wi nd for Mauritius. Vessels should keep N of a line drawn from Zanzibar to Seychelles Group until
in the Nort h-west Monsoon.
The alternative route from November to March is to stand down through Mozambi que Channel, taking
advantage of the current on the African coast. Then, from the S end of the channel, stand SE into the W' l y 60
winds and make easting S of the 35th parallel. Recross 30 S in about 58 or 59 E, andt hen make direct for
Mauritius through the Trade.
Caution: The cyclone season is from November to March, and the first route is therefore the safer as the path
of these cyclones is then more easily avoided.
10.21.04. For Austral i a, follow the directions given in 10.12 after calling at, or passing close to Mauritius as
described in 10.21.03.
65
10.22. Mo mba s a and adjacent ports to Durban or Cape To wn 70
10.22.01. At all seasons proceed as directly as possible, keeping in the strength of the Moqambique and Agulhas
Currents. See 10.54.05.
10
15
20
25
ROUTES NORTHWARD AND S OUTHWARD THROUGH EASTERN
ARCHI PELAGO
10.30. Ge ne r al not e s o n pr e s e nt at i on
Thi s section (10.30--10.51) contains directions for the routes through the Eastern Archipelago, which
constitute an important linking system between the Indi an Ocean and the Pacific Ocean.
Since each particular route passes through a number of straits or channels, a list of the seas and straits of the
Archipelago is given i n 10.31, where the directions are indexed. The routes themselves are outlined in 10.32,
and references are given to the paragraphs which contain the relevant directions.
10.31. Al pha be t i c a l l l s t o f s eas and st rai t s
Name Directions N- bound Directions S-bound
Selat Abang
Alas Strait
Bali Strait
Balintang Channel
Selat Bangka
Balabac Strait
Bashi Channel
Basilan Strait
30 Selat Baur
Berhala Strait
Buton Passage
Ceram Sea
Dampier Strait
35 Djailolo Passage
Duri an Strait
Selat Gelasa
Karimata Strait
Selat Leplia
40 Selat Limendo
Lombok Strait
Makassar Strait
Mani pa Strait
Mindoro Strait
45 Molukka Sea
Ombai Strait
Selat Pengelap
Riouw Strait
Saleier Strait
50 San Bernardino Strait
Sapudi Strait
Si but u Passage
Singapore Strait
Sunda Strait
55 Sulu Sea
Surigao Strait
Verdc Island Passage
10.36.03
10.47.04
10.47.02
10.46.06
10.35.04
Admiralty Sailing Directions
m
10.50.04
10.50.04
10.50.02
10.49.03
Admiralty Sailing Directions
10.46.06
10.47.06
10.40.03
10.36.03, 10.38.02
- -
10.46.03
10.46.03
10.46.03
10.38.04
10.40.01, 10.41.01
10.44.03, 10.44.04
10.40.02
10.40.04
10.47.03
10.47.05
10.46.02
10.51.02
10.46.03
10.46.02
10.36.03
10.37
- -
10.46.05
- -
- -
10.39
10.33
10.47.06
10.46.04
10.46.05
10.50.02
10.47.06
10.49.06
10.49.01
- -
- -
10.50.03
10.50.03
10.49.01
10.49.04
10.49.07
10.49.05
10.49.06
10.50.04
10.51.01
10.50.04
10.51.02
10.50.03
10.50.04
- -
10.4.9.02
- -
- -
- -
10.51.03
10.39
10.49.09
10.47.06
- -
- -
60 10.32. Ro ut e s t h r o u g h Eas t e r n Ar c hi pe l a g o
65
70
10. 32. 01. Ge ne r al r e ma r ks . The following paragraphs are intended as a guide to the selection of the best
route through the Eastern Archipelago and the season for which it is recommended. Articles 10.02.01
10.30, and 10.48 are also relevant.
10. 32. 02. Sunda St rai t t o Si ngapor e . There are six possible routes. The usual route, though principally for
the period May to September, is via Selat Bangka and Riouw Strait. References for this passage are 10.33,
10.34, 10.35, 10.36, 10.37, 10.39.
From October to March, a route known as the Inner Route, via Selat Bangka, Berhala Strait and Duri an
Strait, may be used. References are 10.33, 10.34, 10.35, 10.38, 10.39.
167
I n December , Januar y, and Febr uar y, a r out e vi a Sel at Bangka, Ber hal a St r ai t , Sel at Pengel ap or Sel at
Abeng, and Ri ouw St r ai t , is r ecommended. References ar e 10.33, 10.34, 10.35, 10.36, 10.38, 10.39.
As an al t ernat i ve, f r om Ma y t o Sept ember , pr oceed vi a Se]at Bangka and E of Bi nt an. References are 10.33,
10.34~ 10.35, 10.39, 10.42.
A second al t er nat i ve f r om Ma y t o Sept ember is vi a Sel at Gel asa and Ri ouw St r ai t . A vessel whi ch, havi ng
chosen t hi s rout e, fi nds t hat t he Nor t h- e a s t Mons oon is bl owi ng st r ongl y i n the Chi na Sea, shoul d st eer for
Ber hal a St r ai t and cont i nue t hr ough Dur i a n St r ai t . References are 10.33, 10.40, 10.41.
A t hi r d al t er nat i ve f r om Ma y t o Sept ember is vi a Sel at Gel asa and E of Bi nt an. References are 10.33, 10.34,
10.40, 10.42.
10.32.03. Sunda Strai t t o Chi na Sea. Fr o m Ma y t o Sept ember , pr oceed ei t her vi a Sel at Bangka (10.33, 10.34,
10.43); or vi a Sel at Gel asa (10.33, 10.40, 10.43); or vi a Kar i mat a St r ai t (10.33, 10.44).
Fr o m Nove mbe r t o Febr uar y, or, i f on ent er i ng t he Java Sea i t is f ound t hat t he Nor t h- wes t Mons oon of t he
Java Sea or t he Nor t h- eas t Mons oon i n t he Chi na Sea have begun, pr oceed E t hr ough t he Java Sea and j oi n t he
Second East er n Passage (10.33, 10.45, 10.46). Al t er nat i vel y, j oi n t he Fi r s t East er n Passage (10.33, 10.45,
10.46.05, 10.51.02) i n Makassar St r ai t .
10.32.04. Omb a i St r a i t t o Chi na Sea. Thi s rout e, known as t he Second East er n Passage, is for use f r om
Oct ober t o Mar ch. Ma i n references for t he r out e are i n 10.46.
Th e Second East er n Passage passes t hr ough Ombai St rai t , Banda Sea, and Mani pa St r ai t (10.46.02), Cer am
Sea, Dj ai l ol o Passage, Da mpi e r St r ai t or t he Mol ukka Sea t o t he Pacific Ocean (10.46.03), and t o t he Chi na Sea
vi a Sur i gao St r ai t (10.46.04) or by San Ber nar di no St r ai t and Ver de I sl and Passage (10.46.05) or E of t he
Phi l i ppi ne I sl ands and t hr ough Bal i nt ang Channel or Bashi Channel (10.46.06) t o t he Chi na Sea.
10. 32. 05. Bal i Strai t, L o mb o k Strai t, or Al as St rai t t o Chi na Sea. Thi s rout e, known as t he Fi r s t East er n
Passage, is for use i n Oct ober and Nove mbe r onl y. Fr o m t he appr oach St r ai t (10.47.02) i t passes t hr ough t he
Java Sea, and Makassar St r ai t t o t he Sul awesi Sea (10.47.05). I t cont i nues t hr ough Basi l an St r ai t , t he Sul u Sea,
and Mi ndor o St r ai t (10.47.06) t o t he Chi na Sea.
10.32.06. No r t he r n Aus t r al i a t o Si ngapor e . Ei t her N of Ti mo r and t hr ough t he Java Sea or S of all t he i sl ands
and t hr ough Sunda St r ai t . See 10.135.
10
15
20
25
30
10.32.07. Si ngapor e t o Sunda Strait. Fr om November t o Apr i l , pr oceed vi a Ri ouw St r ai t and Sel at Bangka
(10.49.02, 10.49.03, 10.49.08), or, f r om Oct ober to Apr i l , Sel at Gel asa (10.49.04) may be used i nst ead of Sel at
Bangka. 35
Al so f r om Oct ober to Apr i l , passage ma y be made t hr ough Dur i an St r ai t , Berhal a St rai t , and Bangka St r ai t .
Thi s is luaown as t he I nner Rout e (10.39.03, 10.38.04, 10.38.03, 10.38.02, reversed, and 10.49.03, 10.49.08,
10.49.09).
Fr o m Ma y t o Sept ember a r out e known as t he Out er Rout e shoul d be t aken, passi ng E of Bi nt an and t hr ough
ei t her Kar i mat a St r ai t or Sel at Gel asa (10.39.02, reversed, 10.49.07 or 10.49.04, 10.49.08, 10.49.09). 40
10.32.08. Chi na Sea t o Sunda Strai t. Thi s r out e bet ween t he Chi na Sea and t he I ndi an Ocean is known as
t he Wes t er n Rout e. Fr o m Oct ober t o Apr i l , shi ps havi ng used t he Nor t h- eas t Mons oon r out e t hr ough t he
Chi na Sea, whi ch passes bet ween Anambas Kepul auan and Nat una Kepul auan (11.42) shoul d use Sel at Gel asa
(10.49.04) or, f r om Nove mbe r t o Apr i l , Sel at Bangka (10.49.03).
Fr o m Ma y t o Sept ember , Pal awan Passage and t he coastwise r out e off Borneo are used i n t he Chi na Sea,
and ei t her Sel at Gel asa or Kar i mat a St r ai t shoul d be t aken i n cont i nui ng for Sunda St r ai t . See 10.49 and 11.04.03.
45
10.32.09. Ch i n a Sea t o I n d i a n Oc e a n. Fr o m mi d - Ma y t i l l t he end of J ul y t he I ndi an Ocean shoul d be appr oach.
ed t hr ough Ombai St r ai t , or by ei t her Al as St r ai t , Lombok St rai t , or Bal i St r ai t . Th e East er n Rout e f r om t he .50
Chi na Sea is used, passi ng t hr ough ei t her Bal i nt ang Channel or Bashi Channel i nt o t he Pacific Ocean and t hence
t hr ough t he Ar chi pel ago vi a Dj ai l ol o Passage, Da mpi e r St rai t , or t he Mol ucea Sea t o t he Cer am Sea, and t hence
t hr ough Mani pa St r ai t and t he chosen ent r ance channel to t he I ndi an Ocean. See 10.50.
I n Ma y onl y t he Cent r al Rout e f r om t he Chi na Sea ma y be used: i t ent er s t he Sul u Sea vi a Mi ndor o St r ai t or
Ver de I sl and Passage, and l eads t hence t hr ough ei t her Basi l an St r ai t or Si but u Passage to t he Sul awesi Sea and 55
Makassar St r ai t . Ei t her Al as St r ai t , Lombok St r ai t , or Bal i St r ai t are t hen used i n t he appr oach t o t he I ndi an
Ocean, or a r out e t hr ough t he Java Sea and Sunda St r ai t may be t aken. See 10.51.
10.33. Appr o a c he s to, and n o r t h b o u n d pas s age t hr o ug h Sunda St rai t
10.33.01. Ge ne r al r e ma r ks . Sunda St r ai t and i t s appr oaches are descr i bed in Admi r a l t y Sai l i ng Di r ect i ons,
whi ch shoul d be r ead in conj unct i on wi t h t he fol l owi ng remarks.
60
10.33.02. La n d f a l l . Comi ng f r om t he S i n t he Sout h- east Monsoon, keep wel l t o t he E, especi al l y i n June, Jul y 65
and August , when t he Mons oon and t he W- goi ng cur r ent are at t hei r st rongest , or t he vessel may fall t o l eewar d
of Ta ndj ung Ge de h and f i nd gr eat di ffi cul t y i n recoveri ng i t agai nst wi nd and cur r ent .
I n December , J anuar y and Febr uar y, consi der abl e swel l rol l s i nt o t he st rai t , and t he sea is heavi est when t he
t i dal st r eam, combi ni ng wi t h t he pr evai l i ng SW- goi ng cur r ent , r uns cont r ar y to t he wi nd. Th e sea is sai d t o
be cal mest i n Mar ch, J ul y and November . 70
Having made a landfall, shape course to pass between Rakata Island and the Java shore, or between Sebesi
Island and Sebuku Island; the former is recommended except for those with local knowledge, and then only
in daylight.
5 10.33.03. Sel at Panaltan, between the NW side of Udj ung Kul on and Panaitan Island, possesses the great
advantage of affording anchorage to sailing vessels becalmed, which the channel N of that island does not ;
light baffling winds and calms are experienced about the entrances to Sunda Strait, occurring even in the strength
of the East Monsoon, and sailing vessels when unable to anchor are liable to be set back by adverse currents.
Selat Panaitan is entirely clear, but the Panaitan Island side must not be approached within one mile on account
10 of Karang Djadjar and the coastal reef which extends from the S side of Legon Semadang; these dangers are
always marked by surf.
Working through the passage keep nearer to the Java coast than to Panaitan Island, especially in the South-east
Monsoon.
15 10.33.04. Channel N of Panaitan Isl and. Thi s channel, sometimes known as "Great Channel, " although the
widest into Sunda Strait, and much frequented, being considered free from dangers, has the disadvantage of
being too deep for anchoring if becalmed; in which case a vessel may drift out of the strait with the W-going
stream.
Entering Sunda Strait by this channel, keep nearer Panaitan Island, and when farther in, borrow on the same,
20 or Java, side.
The channel is recommended for the later part of the West Monsoon period, and for the transition period.
25
10.33.05. Passage t hrough Sunda Strait. I n this note it is presumed that a sailing-vessel will make her way
through Sunda Strait along the Java side, whether she has approached from the Indi an Ocean to make Tandj ung
Gedeh, or Balimbing Pamantjasa, or half way between the two; in the two latter cases a vessel is presumed to
have passed S of Rakata Island.
30
10.33.06. Passage wi t h a f avour abl e wi nd. There is not much difficulty in proceeding through the strait i n
the North-west Monsoon period; the Java side of the strait and the channel S of Sangian Island being recommen-
ded. Pass about 2 miles off Karang Tjikoneng and between Pulau Tempurang and Palau Merak Besar. Facilities
for anchoring, if becalmed, are available on this route, while the channel N of Sangian Island is not favourable
for this purpose, due to the deeper water; the two dangers, Ter umbu Kalihat and Ter umbu Gosal, also lie in
or near the most N' ly, or W' l y channel.
35 10.33.07. Passage dur i ng the South-east Mons oon. Duri ng the South-east Monsoon the winds may be
E' l y and variable, and sometimes strong from the NE towards midday. This, combined with the adverse current,
possibly from 2 to 3 knots i n mid-stream, renders the passage more tedious, and it may become necessary to
anchor to avoid losing ground; and therefore the coast of Java should be kept, where anchorage may be had i n
many places, and where the current is much weaker, and at times nil, when the S-going tidal stream is at its
40 strongest.
A vessel having to work up may stand into Tel uk Miskam, when N of Pasir Gundul , to a depth of about 15 m
but when near Popol6 Island into not less than 18 m to avoid Gosong Panjang, and into not less t han 27 m
or 2 miles off Tj ari ngi n to avoid Karang Kebua. To the N of it the shore may be approached closer, by
sounding. Approaching Pasang Tenang, stand into not less than 22 m, or one mile from the shore. Karang
45 Tj i koneng and the coast E is fringed by reef to the distance of 1 to 2 cables, but is steep-to. There is good anchor-
age S of Karang Tjikoneng i n about 11 m, and also off Anjer Lor, to the E of the point, but it is not so good
off Karang Tjikoneng itself.
Passing between Sangian Island and Java it is advisable to keep outside a depth of 36 m unless seeking
anchorage.
50
10.34. Sunda Strait to Selat Bangka
10.34.01. Di rect i ons. From a position to the N of Pulau Tempurang and with a favourable wind, steer direct
55 for Kepul auan Segama, keeping the S islet bearing less than 010 to lead E of Djankat Lajang; the islets can be
passed on either side, during daylight, W of Lynn reef, and Brouwers Banks. Sjahbandar Bank must not be
approached into depths of less than 13 m.
Working to the N, it will be prudent to keep on the Sumatra side and when N of Sybrandi Reef, and standing
towards the shore, to tack when in a depth of between 11 m and 15 m; the directions for clearing Djankat Lajang,
60 described in the preceding paragraph must be noted.
After passing Kepulauan Segama, a safe guide is to keep in depths of about 18 m; approaching the coast when
the depths increase to between 22 m and 24 m, and holding out when they decrease to 17 m. Vessels working up
must give the Sumatra coast a wide berth when N of Kepulauan Segama.
While power vessels are advised to pass to the E of Five Fathom Banks (7.111), some authorities consider that a
65 sailing vessel, working up the coast, may pass between those banks and Arend Shoal and, after passing the latter,
may stand on the inshore tack to a depth of 9 m. It should be noted, however, that the 5 m line is some 14 to 15
miles from the coast in places. If making for Stanton Passage a vessels should always pass E of Five Fat hom Banks.
Note: The trees between Tandj ung Bungin and Tandj ung Serdang and the groups of trees NW of Tandj ung
Mendj angan are the highest landmarks on this coast, but they should not be in sight from the deck, as abreast
70 both points the banks extend about 14 miles offshore. These trees afford some guide from aloft during the
169
North-west Monsoon, which is the clear season, but would not be visible during the South-east Monsoon, except
on rare occasions; if this land is sighted from on deck it is a definite warning that a vessel is too far W of her
safe course.
10.35. Approaches to, and nort hbound passage through Selat Bangka
10.35.01. Wi nds. The winds i n Selat Bangka follow the direction of the coast, though with slight variations
from the influence of the land and sea breezes; and fresh breezes may always be expected when working against
the Monsoon. Duri ng the latter part of the South-east Monsoon, it frequently blows hard from SW. Land
breezes occur at night.
10.35.02. Ti dal streams. A full description is given in Admiralty Sailing Directions, but it can be noted
here that, due to the variations in the predominant streams in the two monsoonal seasons, it is preferable to
work N on the Bangka side of the strait during the North-west Monsoon, and on the Sumatra side during the
South-east Monsoon.
S
10
15
10.35.03. Di rect i ons for Maspari Passage and Stanton Passage. The navigation of Stanton Passage is
difficult for sailing vessels working N at night; there are not enough marks for fixing the vessel's position,
sounding is not a trustworthy guide, and the usually strong tidal streams make the position uncertain. Maspari 20
Passage should never be attempted at night, except in clear weather and with local knowledge, and it is not
possible with adverse winds; if Maspari Island is not visible at a distance of 4 miles it is advisable to
anchor.
Sailing vessels working N through Maspari Passage by day can safely approach the bank extending from the
Sumatra coast by sounding, but they must not stand into a depth of less than 11 m when 5 miles southward of 25
Tandj ung Djati, and must keep in depths of 18 m or more when off that point.
Maspari Island (3 13" S, 106 13" E) can be approached to within 3 miles on the S side, about 4 miles on
the SE side, and to within 1 mile on the W side. Sounding generally gives enough warning when standing towards
the banks on the E side of the channel.
In Stanton Passage, sailing vessels with a fair wind can follow the directions given for power vessels i n 30'
Admiralty Sailing Directions. Working N through Starrton Passage by day, they can approach Dapur Islands
within about mile. The summi t of Permisan range bearing about 323 and open NE of Besar light-structure
leads NE of Melvill Bank. As soon as Tandj ung Labu bears more than 035 , vessels will remain clear of the
banks on either side of the channel by keeping in depths of not less than 20 m.
35
10.35.04. Di rect i ons nort hbound i n Selat Bangka. After roundi ng Tandj ung Panggung, work up under the
Bangka side of the strait; the landmarks here are more conspicuous, and vessels can derive more advantage
from the land winds, which are somewhat stronger and more regular under the Bangka shore than in the middle
of the strait.
Some sailing vessels, and even power vessels, make use of the narrow channel between Karang Tembaga dO
and the Bangka coast, when this is feasible, as the tidal streams are more favourable there. Farther N, the coastal
bank extending from Bangka is fairly steep-to, and nearing Nangka Islands vessels must keep in depths of not
less than 13 m in order to clear the bank which surrounds these islands.
Standing over to the Sumatra side, the bights i n the coast may be approached by sounding, but the points
must never be approached in depths of less than 20 m, as within this the depths decrease very suddenly. From 45
about 5 miles E to 6 miles W of Tandj ung Katima Bongko, the coastal bank is steep-to and is very hard W of
this point. Farther W, the depths decrease regularly towards the shore, and vessels can approach it into depths
of 9 m.
The passage between the Sumatra coast and Kolepon Rocks can be easily negotiated by sounding; the coast
there can be approached into depths of 8 m, but vessels should tack away from the E side of the passage immedi- 50
ately the depths increase to more than 16 m. If taking the channel E of Kolepon Rocks, vessels must not stand
over too far towards the Bangka shore, on account of the reefs lying as much as 2 miles offshore between
Tandj ung Kelian and Tandj ung Ular.
10.36. Selat Bangka to Ri ouw Strait
55
10.36.01. General notes. There are two routes, one direct and the other via Berhala Strait and Selat Pengelap
or Selat Abang. The latter is recommended for the months of December, January and February; see also 10.38,
Selat Bangka to Singapore Strait via Berhala Strait and Duri an Strait. 60
The route from Selat Bangka to Singapore, E of Kepulauan Lingga and through Riouw Strait, is the one com-
monly adopted by vessels proceeding either way between Sunda Strait and Singapore, as being safe, sheltered,
and easily navigable; whereas the route E of Bintan Island is exposed in both monsoons, and the fairway is
encumbered with many dangers, which render it necessary for vessels to keep at a considerable distance from
the land. Riouw Strait is suitable for all classes of vessels, both by day and by night. The swept channels and 65
their depths are detailed in Admiralty Sailing Directions.
10.36.02. The direct route, ordinarily used by sailing vessels N- bound from Selat Bangka. is between Tudj u
Islands and Saja; they may, however, pass on either side of Saja, which, being high and bold, is very convenient
to make in thick weather or at night.
70
At night, or in thick weather, sounding may be very useful i n detecting the drift caused by cross currents
between Tudj u Islands and the coast of Sumatra, for the depth decreases generally towards Sumatra, and increases
towards those islands, but care should be taken in approaching them, as the remarkable irregularities of the
currents have brought many vessels into danger. Near Sumatra a mud bottom, mixed with sand, prevails, and
5 near the islands mud only.
From Saja keep NE to a position some 12 or 13 miles NE of Tandj ung Djang, the SE extreme of Lingga, and
from thence as follows:
By day, with a fair wind, steer directly for the fairway into Riouw Strait, taking particular note of the tidal
stream, especially when setting strongly to the SE.
10 At ni ght , steer a little more to the N to give more clearance to the shoals, and haul in for Riouw Strait when the
bank extending NE from Mesanak has been crossed.
Whe n worki ng northward, it is seldom necessary to work along near the islands from Mesanak to Korek
Rapat; it is generally found advantageous to stand to the N, in case of meeting with a NW' l y wind. But it may
occasionally happen that advantage will be derived by standing towards them; in which case, when standing
15 towards the N side of Mesanak, keep the summi t of Benan bearing less than 275 , which will lead N of the
extensive shoal with a least depth of 4 m 6, NE of the E point of Mesanak. To clear Rifleman Reef, E of Benan,
keep the E extreme of ~esanak bearing more than 133 , and the N extreme of Katang Lingga Island less than
285 .
If working in towards Selat Dempo, do not get S of lines joining the N point of Katang Lingga Island and
20 Selanga Islets, and the latter and Udiep.
When standi ng to the west ward towards Pulau Galang Baru, tack before Karas Ketjil is shut in by
Korek Rapat; or, farther N, to clear the shoal water between Tandj ung Tjakang and Korek Rapat, when reaching
a depth of 18 m; Dempo bearing 214 is a safe t urni ng mark. Between Korek Rapat and Karas Ketjil it is possible
to stand into depths of 15 m before tacking, but care must be taken to give Karang Segutji a good berth. Karas
25 Ketjil and Karas Besar should be given a berth of mile.
From this point continue as directed in 10.37.02.
When standi ng to the eastward towards Tel ang Ketjil, at the S entrance to Riouw Strait, be careful to
give the SE side of that island a berth of 2 miles, and to keep the conspicuous hill on Tandj ung Punggung, the
SW extremity of Pulau Mantang, well open of Telang Ketjil, bearing 304 , to avoid Karang Sandara. Tandj ung
30 Punggung Islet and Ranggas may be approached to a prudent distance.
For continuation through Riouw Strait, see 10.37.02.
For passage to Singapore Strait from Selat Bangka passing E of Bintan, see 10.42.
For passage from Selat Bangka to China Sea, see 10.43.
35 10.36.03. The alternative route, via Berhala Strait and Selat Pengelap or Selat Abang, is in fact an alternative
to the "I nner route" from Selat Bangka to Singapore Strait, via Berhala Strait and Duri an Strait, described
in article 10.38, but it is described briefly here as it is also an alternative route to Riouw Strait. The passage
through Berhala Strait ~vhich is given in article 10.38, is usually taken in December, January and February,
when strong N' l y winds prevail; there is then smooth water, good anchorage, and but little tidal stream.
40 To either Selat Pengelap or Selat Abang follow the directions given in 10.38.04 towards Duri an Strait, as
far as necessary.
Selat Pengelap is the wider of the two straits mentioned above. Owing to the uneven nature of the bottom the
tidal streams, near spring tides, cause whirls and overfalls which are somewhat alarming to strangers; the strait
is, however, clear except for the sand patch and rock on the W side of the fairway, and is easy to navigate.
45 Approaching the strait, steer to pass about one mile or less from Alor Islets, passing preferably N of Batu Belajar.
Batu Belajar bearing 224 , and well open SE of Alor Islets, leads through Selat Pengelap.
Selat Abang, between Dedap Island and Pengelap Island on the SE side, and Abang Ketjil on the NW side,
is reduced to a breadth of about mile by the reefs on either side, but is clear and deep in the fairway.
Having passed through either of the above straits, the directions for approaching Riouw Strait are the same as
50 those given in the relative part of 10.36.02.
55
10.37. Passage t hrough Ri ouw Strait to Si ngapore Strait
10.37.01. Wi t h a fair wi nd, Riouw Strait offers no difficulties, and no directions are necessary other than to
keep in the mai n fairway.
10.37.02. When worki ng through Ri ouw Strait f rom southward, continuing the directions given in 10.36.02
for standing to the W towards Pualu Galang Baru, when between Pulau Karas Besar and Pulau Mubut
60 Laut, stand in to a depth of 15 m; Pulau Karas Ketjil well open of Pulau Karas Besar is a good t urni ng point to
avoid the bank off the latter; Pulau Lobam Ketjil to the N, open E of Pulau Mubut Laut, leads E of the bank
extending S of the latter island.
The mai n channel passes E of a 7 m patch lying 2 miles E of Tandj ung Sembulang, and when working N
keep the E extreme of Mubut Laut beating more than 163 , in order that the bank which extends NV~ r from
65 the island may be cleared; if intending to pass W of the 7 m patch do not cross this W limit until Tandj ung
Sembulang bears 287 .
N of Tandj ung Sembulang, stand farther W, but keep the W extreme of Mubut Laut well open of Tandj ung
Sembutang, to clear Gosong Tjemara. Give Pulau Tundj uk a berth of about mile, and, when to the N, keep
Tandj ung Sembulang well open of it, to avoid the bank E of Pulau Subang Mas, and the reef E of
70 Pentjaras.
171
To avoid the reef about mite E of the S extremity of Pulau Nginang, keep Tandj ung Sau light-structure
well open of Nginang; and to clear the reef fringing that island, keep the E point of Pulau Sau well open of
the point under the light-structure. After passing Sau, in standing to the W, keep Tandj ung Sau light-structure
open of Pulau Sau; this wilt clear Pulau Tubu and shoals, as well as the 7 m patch about mile SE of Karang
Malang Orang. 5
Vessels are recommended to pass out of Riouw Strait into Singapore Strait E of Karang Galang. If, however,
it is decided to pass W of this reef, keep Kalang Malang Orang bearing more than 180 until able to pass between
Ter ambu Betata and Karang Galang.
Continuing the directions given in 10.36.02 for standing to the E towards Kelang Ketjil, when nearing
Tapai Islands, the hill on Tandj ung Punggung kept open of the S point of Ranggas, bearing 098 , leads S 10
of them in a depth of about 8 m and of Karang Kata in about 7 m; the SW extreme of Pangkil kept bearing
more than 325 leads W of Karang Kata and other shoals SE of Pangkil. To clear the 7 m bank extending 2
miles S of Tapai Islands keep the promi nent hill on Pulau Siulung open of the hill on Tandj ung Punggung
bearing less than 077 , until the summi t of Lobam Island is open W of Pangkil, bearing 327 , or more.
The SW end of Pangkil Island should not be approached nearer than mile, as its reef is steep-to; the W 15
side may be approached to a depth of 13 m, but off its N end keep Karas Ketjil light-structure open of Pangkil
Island, bearing 167 , or less, to avoid the fringing reefs.
Between Pangkil Island and Gosong Tulo, stand to the E into depths of 15 m, or until Terkulai light-structure
bears 000 , but do not bring the NE extreme of Pangkil Island to bear more than 158 , or Terkulai light-structure
less than 355 , to avoid Soreh reefs. Terkulai light-structure bearing 087 leads S of Gosong Tulo, and the light- 20
structure on the E point of Tandj uhg Sau in line with the W side of Lobam Ketjil bearing 329 , leads W of it; the
SE extreme of the Lobam group, bearing less than 090 u~til Tandj ung Sau light-structure bears more than 338 ,
leads W of Karang Lolo. When N of Karang Lolo do not bring the W extreme of Lobam Ketjil to bear more
than 160 until Tandj ung Taloh bears 090 , which will avoid the dangers near Karang Plasit. Tandj ung Taloh
is steep-to, and both it and Buau Island may be approached to about 3 cables, except near the extremes of that 25
island. Tandj ung Uban is bold, but do not approach the shore N of it, to Malang Djarum, nearer than mile.
The rocks above water on the edge of the shore reef are useful guides.
To the N of Malang Dj arum there are depths of 7 m close to the edge of the shallow bank which fronts this
part of the coast to the distance of nearly 1 mile. Thi s bank, as well as Netscher Shoal and Crocodile Shoal, and
the shoal between them, will be avoided by keeping Tandj ung Sau light-structure beating less than 205 . 30
If the weather is hazy and Tandj ung San light-structure cannot be made out at this distance, Malang Djaru
Islet, which will be seen well clear of the extreme of the land as Netscher Shoal is neared, must be kept bearing
less than 200 unt i l Karang Galang light-structure bears 248 or Tandj ung Sebung north extreme bears 095;
a vessel will then be N of those dangers and in Singapore Strait.
35
10.38. I nne r Rout e f r o m Sel at Bangka to Si ngapor e Strai t
10.38.01. Ge ne r al not es . The Inner Route is suitable between October and March.
Berhala Strait forms the S part of the Inner Route to Singapore, and Duri an Strait the N part; the intermediate 40
part, between the W side of Kepulauan Lingga and the E side of Sumatra, has no specific denomination. The
total distance from Berhala Island to Singapore is about 120 miles.
The Inner Route is lighted and buoyed, and is suitable for all classes of vessels. The least depth in the fairway,
from 10 m to 11 m, is in the S part, SW of Mutji.
Sailing vessets, bound from Selat Bangka to Singpore during the strength of the North-east Monsoon, fre- 45
quently adopt this i nner route. Duri ng the prevalence of strong N' l y winds in December, January and February,
they will save much time doing so, for these straits have smooth water, good anchorage, and but little tidal
stream, whereas on the E side of Lingga, at this season, there is generally a heavy sea and a S' ly current sometimes
r unni ng at the rate of 3 knots. In Berhala Strait, sailing vessels will also be greatly assisted by the squalls from the
Sumatra coast. 50
In order to avoid the difficulty and delay sometimes experienced in getting from the N part of Duri an Strait
to Singapore Strait, many sailing vessels have preferred the alternative of passing from the Inner Route by
Selat Abang or Selat Pengelap into Riouv Strait. It seems probable that the best passages might be made in this
way, for the great depth of water in the W part of Singapore Strait is often embarrassing in light winds, as
there is no anchorage ground on which to bring up in case of the wind failing. See 10.36.04. 55
10.38.02. Selat Bangka t o Berhal a Strai t. Having passed Kolepon Rocks (10.35.04), shape course for the
light-structure on Berhala, distant about 74 miles, avoiding the shoal area extending SE from Tandj ung
Djabung. The bank along the Sumatra coast being shelving, sounding ~vill be the best guide, and the rule is to
keep i n depths of from 10 m to 13 m. I n working, the coast may be approached with care to a depth of 9 m, 60
observing that the bank with less depths than 9 m extends nearly 13 miles SE of Tandj ung Djabung.
Pass through Berhala Strait, using the passage S of Berhala Island; the channel between Berhala and Singkep
Laut is not safe as there are several rocks in it, and uncharted dangers may exist. In Berhala Strait keep in depths
of from 18 m to 22 m, to be well clear of the bank projecting from the shore W of Tandj ung Dj abung; thence,
in working along the coast to the W the bank is steep-to, and may only be approached occasionally, with care, 65
to a least depth of 13 m.
10.38.03. Berhal a Strai t t o Dt~ri an Strai t. From abreast Berhala Island with a favourable wind, shape course
to pass 2 to 3 nfiles W of Mutji Islet light-structure. Wi t h a working breeze, the Sumatra coast may be approached
to depths of from 11 m to 13 m, but the vessel's position must be fixed frequently, as the tidal streams are very
irregular off Sungai Djambi. The mudbank W of Tandj ung Dj abung for a distance of 14 to 15 miles, is nearly
dry at low water, spring tides, and extends 4 to 5 miles seaward.
There is no difficulty in standing E in the vicinity of Speke Reef and Mutji, both of which are lighted, but,
when nearing Mutji, tack when it bears 000 , to avoid Atkin Reef; it is best, however, to pass Mut j i at a distance
5 of about 2 miles, as mentioned above.
Wi t h a fair wind, having passed Mut j i steer for Padri Selatan Island, passing either side of it, but preferably
to the E, which is the mai n channel; Djora, the summi t of Moro Besar, which is visible from a considerable dis-
tance, bearing 344 , is a good mark for making towards Padri Selatan.
In working, be careful not to stand nearer to Tandj ung Bakau or Tandj ung Dato, the entrance points of
10 Tel uk Kuala Tjenaku, than 2 miles; and when between them, off that bay, remember that the bank, which extends
beyond a line joining these points, is steep-to, and sounding will give no warning. Excepting abreast the S
part of Kat eman Island, at about 12 miles N of Tandj ung Dato, the depths decrease more regularly towards the
bank, which may from thence be approached by sounding into depths of 13 m towards Dural and the other near-
by islands. In standing to the E, when abreast Tandj ung Dato, do not deepen above 35 m, for the ground on that
15 side is foul and unsuitable for anchorage.
Cameleon Rock is out of the fairway track, but if standing over so far to the E, Petong Island summi t bearing
350 or more leads well W of it.
10.38.04. Duri an Strait and to Si ngapore Strait. The initial part of this passage may be taken either E or
20 W of Rukan Islands. If taking the E side, having passed E of Rukan Tengah, and standing towards Eastern
Banks, tack while Djora, the summi t of Moro Besar, still bears more than 308 , to avoid the banks. Having
passed Rukan Utara, steer to pass between Perasi Besar Islet and Pelangkat Island; in working, by keeping Perasi
Island openW ofPul au Duri an Ketjil, bearing more than 318 , Carnbee Reef, 1 mile S of Moro Besar, will be
avoided.
25 If taking the route W of Rukan Islands, pass about 1 miles W of these islands in depths of from 18 m to 25 m,
but do not enter Duri an Strait until Perasi is well open E of Perasi Besar, bearing 322 , to avoid Richardson
Reef. When in the strait, steer to pass between Perasi Besar and Pelangkat, as above.
Cont i nui ng N, the peak of Sanglang Besar Island, astern, in line with the apex of Perasi Island, bearing 159 ,
leads between Melvill Reef and Middleburg Reef. Thence steer to pass through Phillip Channel if bound to
30 Singapore, or to the N and NW if bound into Malacca Strait.
If the channel W of Middelburg Reef is taken, the water will be found to shoal gradually towards the W shore
over a bottom of soft mud, suitable for anchorage. The E point of Degong Island bearing 180 leads E of the
dangers extending off Buru Island and the islands N of it. Little Kari mun Island bearing less than 325 also
leads E of the dangers which project 3 miles from Great Kari mun Island.
.35 When working to the N after passing Perasi Island, and standing E, keep W of the alignment of Manjilang,
the summi t of Sanglang Besar, with the NW extremity of Pulau Duri an Ketjil bearing about 168; this will
avoid the reef about 1 miles W of the southern extremity of Belukar Island.
40 10.39. Si ngapore Strait
10.39.01. General r e mar ks . Heavy rain squalls, during which visibility is moderate or poor, are frequently
experienced in Singapore Strait; the colours and topmarks of the various beacons are then useful guides.
I n the following directions, the Strait is considered in two parts, the E part for vessels coming from, or going
45 to, the China Sea or the Eastern Archipelago via Riouw Strait or E of Bintan; the W part for vessels coming from,
or going to, Malacca Strait or Duri an Strait.
Of the three channels into which the E entrance to Singapore Strait is divided, Middle Channel is
recommended. Nort h Channel has no advantage except perhaps to vessels bound N along the coast; it should
be used only by those possessing local knowledge. South Channel is not recommended for vessels of deep
50 draught; the bottom is generally rocky and uneven, and the channel is encumbered with shoals.
10.39.02. Passage we s t war d t hrough the eastern part of Si ngapore Strait. If approaching from E of
Bintan Island, South Channel may be used, but, in view of the remarks in 10.39.01, vessels are recommended
to stand on and pass through Middle Channel.
.55 There is no difficulty in identifying Singapore Strait when coming from the E, in clear weather; both Groote
Bintanberg and Gunong Pelali are good marks and Horsburgh Light marks the S side of Middle Channel.
Sailing vessels will experience no difficulty in working in either direction through Middle Channel and the E
part of the strait. The best plan is to keep towards the N shore, i n case of having to anchor, as the depths are
more convenient on that side. The shore may be approached to depths of 20 m; Pulau Mungging, kept open of
60 Tanj ong Ayam, bearing 075 , leads S of Johore Shoal and, when standing towards this danger, if these objects
cannot be seen, preserve the depths mentioned, for the shoal is steep-to.
When E of Tanj ong Ayam keep Tanj ong Stapa in line with, or open of Tanj ong Ayam, bearing 274 , unt i l
Pulau Munggi ng bears less t han 360; and, when standing towards Falloden Hall Shoal, keep Tanj ong Ayam
bearing more than 266 , and when standing towards Congalton Skar and the shoals N of it, keep Tanj ong
"65 Punggai bearing less than 337 . A vessel may stand towards Remunia Shoals unt i l the S extremity of Pulau
Munggi ng bears 255 .
There are no dangers on the S side of the strait, excepting those fronting the coast of Pulau Bintan and
Crocodile Shoal, Ter umbu Betata, and Karang Galang, in the entrance to Riouw Strait. But do not stand so
far over as to get near these dangers, for no advantage will be gained by doing so, and the depths there are incon-
70 veniently great for anchorage.
173
Small vessels bound to Singapore Road from the E will have no difficulty, as they have merely to proceed to a
convenient anchorage. Vessels of less than 4 m 6 draught may pass within the banks off Tangj ong Katong, by
keeping in the run of deep water, fairly close to the end of the lines of fishing stakes which extend from that point.
It is the usual custom for sailing vessels belonging to the port, to keep these banks well aboard when proceeding
to the anchorage from the E, when the wind is off the land and the tidal stream setting to the W.
10.39.03. Pa s s a g e e a s t wa r d t h r o u g h Ma i n Strai t. Owing to the strong tidal streams in the W part of Singapore
Strait, sailing vessels are frequently obliged to anchor, for which purpose the N side of the channel is to be pre-
ferred. Between Sultan Shoal and Raffles Lighthouse on that side, there is convenient anchorage in depths
from 11 m to 22m, while to the S the water is deep, and the bottom rocky; the S side of this part of the strait is, 10
therefore, unsuitable for anchorage, especially as violent squalls are common.
Abreast the S end of St. John' s Islands, vessels ought not to anchor if it can be avoided, for the water is deep,
and the tidal streams and eddies run with greater strength than in any other part of the strait.
There is fair anchorage between Buffalo Rock and Helen Mar Reef, as well as about 1 mile to the N and W
of the latter dangers; also from 1 mile to 2 miles E of Buffalo Rock, in depths of from 22 m to 27 m, or between 15
it and Pulau Subar. Vessels may stand closer inshore and anchor near the edge of the charted 10 fm (18 m 3) line,
SW and NE of Pulau Subar; it is inadvisable to go closer in, on account of the strong tidal streams, sometimes
rendering it difficult to get underway again, especially in the light winds which prevail here.
When worldng to the E between St. John' s Islands and Raffles lighthouse, it is usual to keep on the N side of
the channel, making short tacks if necessary, as that part of the strait affords tolerably convenient anchorage 20
along the greater portion of it, and vessels are liable to meet with light baffling airs which would render it necessary
to anchor. It is important to remember this when E of Buffalo Rock, for on that part of the S side of the strait
the water is deep, and the bottom rocky and unsafe for anchoring, the danger being much increased by rapid
tidal streams with eddies and overfalls. There is also much power vessel traffic in both directions, including
many long vessels of very deep draught. 25
Cont i nui ng E towards the China Sea, follow generally the directions in 10.39.02, in reverse.
10.40. S u n d a St rai t t o, a n d t h r o u g h Se l at Ge l a s a
10.40.01. Ge n e r a l r e ma r k s . Of the three principal passages through Selat Gelasa, namely from W to E,
Selat Leplia, Selat Limendo, and Selat Baur, the latter is preferable for sailing vessels N' bound with a fair wind,
being the broadest and having no dangers in the fairway. Sailing vessels working through, and vessels of low
power, should use Selat Leplia during the North-west Monsoon (but see 10.40.02,) and Selat Baur during the
South-east Monsoon, the currents thus being less unfavourable. Selat Limendo is seldom used.
30
35
10.40.02. S u n d a St rai t t o, a n d t h r o u g h , Sel at Le pl i a . After leaving Sunda Strait, pass between Djankat
Lajang and Jason Rock. Thereafter, with a fair wind, steer to sight and pass Djaga Utara and then make for a
position about 4 miles W of Hippogriffe Reefs; then steer to make good 005 , passing W of Kait Rock and
NIedang, when land will soon be sighted; Pulau Simedang should on no account be sighted by day. When past dO
Medang steer to pass midway between Karang Baginda and Drievadems Bank, taking care to avoid the shoals
lying about 6 miles S of the former, and thence N between Discovery Rocks and Tjelaka, giving the latter a
berth of about 2 miles; care must be taken to avoid the 8 m 8 patch lying 2 miles E of Tandj ung Labu, and
the other dangers in this vicinity. When the N extremity of Liar bears 090 steer to pass E of Pulau Gelasa, or E of
Tandj ung Berikat, according to destination, d5
Note: In thick weather it is advisable to anchor on the bank, around Hippogriffe Reefs, in depths of from 12 m
to 18 m, and await more favourable conditions. Vessels coming from the Java sea, and uncertain of their position,
can approach the coast of Sumatra to a depth of 17 m.
Vessels proceeding through Selat Leplia at night should take care that they sight Tandj ung Mur ung during
daylight, if coming from the S ; if approaching from the N, Tandj ung Berikat should be sighted during daylight. 50
Wo r k i n g t h r o u g h Se l at Le p l i a f r o m t he s o u t h wa r d . Duri ng the strength of the North-west Monsoon
it is almost impossible to work through Setat Gelasa; even in the latter part of the monsoon, about March,
when the winds are light, sailing vessels often are obliged to anchor on account of the strength of the S-going
current. In the South-east Monsoon also, vessels will often meet with light variable winds, rendering it impossible
for them to preserve a direct course. 55
The approach to Selat Leplia does not afford convenient clearing marks, but the following directions are
given as being, so far as can be judged, the best for that purpose. As, however, some of the objects are at a
,considerable distance from the dangers, navigators are cautioned not to depend too implicitly upon being able
to recognise such distant objects. Particular attention should be paid to the set of the tidal streams and currents,
and to sounding. 60
Coming from Sunda Strait a sailing vessel is advised to work up the coast of Sumatra, see 10.34.01. Approach-
i ng Selat Leplia proceed as follows.
If standing E, to the N of Hippogriffe Reefs, stand towards Karang Pasir, which does not quite cover at high
water, until it is but 4 miles distant, or within half a mile of Haaien Reef, giving Medang and Kait Rock a wide
berth. Pulau Simedang bearing 028 leads 1 mile W of Branding Reefs. Thi s island should not be approached 65
nearer than 3 miles, on account of the dangers lying W of it.
Tandj ung Mur ung kept bearing more than 318 leads SW of Karang Baginda, and Kalangbahu summit,
bearing 054 , leads NW of the S and central portions of those reefs; Keladi, on Pulau Liar, which is not easily
recognised, kept bearing more than 005 , leads W of the most W' l y shoal, which is awash at low water, and the
iN end of Aur Island open N of Bakau Islet, bearing 064 , leads N of the reefs. 70
When N of Karang Baginda, keep Bakau Islet bearing less than 108 , and Selemar Islet more than 360 ,
to avoid the shoals between them; and to clear the reef extending 3 miles S of Pulau Liar, keep Kue~l Islet
bearing less than 108 if Keladi bears less than 349 .
To clear the reefs and shoals lying SW and W of Pulau Liar, Bakau Islet must be kept bearing less than 134 ~
5 until Tjelaka Islet bears 090; and to clear Discovery Rocks, keep Tandj ung Labu bearing more than 220 unt i l
Tjeiaka bears 090 , which bearing also clears the rocks to the N.
To clear the reefs extending off the NW side of Pulau Liat, keep Tandj ung Labu bearing less than 215
until the S extreme of Kelapan Island bears 247 .
When standing to the W, to clear the banks between Medang and Tandj ung Mur ung keep Bakung, a hill 2
10 miles W of Tandj ung Labu, open E of Tandj ung Murung, bearing 344 until Baginda, a hill 167 m high, about
one mile NW of Tanj ong Baginda (Besar), bears 276; after which it is possible to stand W until Tandj ung
Mur ung bears 017 .
To clear the shoals off the E side of Pulau Lepar, Tandj ung Murung must be kept bearing more than 219
until the NE extreme of Kelapan bears 308 . To clear Discovery Rocks, see above.
15 To avoid Wilson Bank, Bakung must be kept bearing more than 186 , or Tandj ung Labu less than 180 ,
until Tandj ung Berikat bears less than 322 .
10.40.03. Nort hbound t hrough Selat Baur. For sailing vessels with a fair wind, Selat Baur is preferable
to the others, and should present no difficulties; the land is, in the fine weather of the North-west Monsoon,
20 visible from the outer dangers. The greater breadth of Selat Baur enables sailing vessels to make longer boards,
and as most of the islands can be seen at night the vessel's position is more easily fixed.
The shoals that lie within the strait appear to form the only drawback to the adoption of this channel, and i n
clear ~veather even this drawback would almost disappear, for good hill peaks, by which to fix the ship' s position,
are visible on all sides, distant from 20 to 35 miles.
25 Wi t h a fair wi nd, making for Selat Baur from the S, from Djaga Utara shape course for Larabe Shoal duri ng
the North-west Monsoon, and for Carnbee Reefs in the South-east Monsoon. In clear weather the mount ai ns
in the SW part of Belitung will be sighted some distance S of these dangers ; Ludai, which may be visible from
about 12 miles S of Carnbee Reefs, first comes into sight, and shortly afterwards Beluru (3 10' S, 107 40' E)
will be sighted. When near Larabe Shoal other mountains on Belitung as well as Pulau Simedang should be
30 sighted, so that in clear weather there is no difficulty in making the strait. If a vessel is far to the E of the track,
Kebatu, about 25 miles SE of Carnbee Reefs, will be a useful mark for fixing the position.
When the landfall has been made, steer a N' l y course, passing about 6 miles E of Pulau Simedang, midway
between Kasenga and Geresik and not less than 2 miles W of Tandj ung Ajer Lantjur.
Wi t h bad visibility or in thick weather, sounding must be depended upon entirely; in such cases it is advisable
35 to make the S edge of the bank, with depths of from 13 m, to 18 m, clay with sand, which extends about 25 miles
S from Pulau Simedang, by sounding, and then immediately steer E until in depths of more than 18 m; then
steer N, taking care to keep in depths of more than 18 m, and when passing E of Pulau Simedang, keeping in
depths of not less than 29 m. If however, depths of over 36 m have been obtained when making for the S entrance,
it may be presumed that the vessel is well over on the E side of the channel, and a NW' l y course may then be
40 steered, taking care to keep in these depths. In unfavourable conditions, or if any doubt as to which side of the
strait the vessel may be, it is advisable to anchor; bad visibility does not usually last for any length of time.
At night, Selat Baur can be approached from S without danger in clear weather, as the light on Pulau Simedang
is visible up to 3 miles S of Hancock Shoal, the most S' ly danger on the W side of the approach. When this light
is sighted steer to pass about 2 miles E of Pulau Simedang, and thence proceed N until in the arc of visibility
4~; of the light on Tandj ung Ajer Lantjur, which must be kept between the bearings of 003 and 022 . When
Geresik Island is sighted, the position can be fixed by bearings of this island and Tandj ung Ajer Lant j ur light,
and course may be shaped to poss either E or W of Akbar Shoal, according to destination; vessels passing F~
of this shoal have the advantage of being able to fix their position by bearings of Langkuas Island light in addition
to Tandj ung Ajer Lant j ur light; passing W, vessels make for Pulau Gelasa.
50 Worki ng through Selat Baur, and standing E towards Carnbee Reef, keep Beluru, a mount ai n 360 m high,
6 miles NE of Tandj ung Genting, bearing more than 011 o; and to clear Naga reef, Gosong Awal, and Cooper
Reef, keep Marang Bolo, a hillock on the S point of Seliu, bearing more than 350 . To avoid the dangers N of
Cooper Reef, keep farther W, Marang Bolo bearing more than 010 .
Pass Batu Malang at a distance of at least 1 mile, the approach from S being on a bearing of more than 001 ,
55 but to the N it should not bear more than 112 , until the N point of Seliu bears 073 , to clear Karang Ti ga;
after passing which, Barn Malang must not bear more than 146 , or Marang Bolo more than 124 , unt i l Karang
Njera and the 11 m patch NW of it are cleared.
After passing these dangers, Marang Bolo bearing less than 132 will lead S and SW, and Tandj ung Ajer-
Lant j ur bearing more than 003 to the W, of all dangers until N of Lima Islands. After Geresik bears 270
60 stand a little farther to the E but keeping Tandj ung Ajer Lant j ur bearing more thin1 355 until within about
2 miles.
Give the lighthouse on Tandj ung Ajer Lant j ur a berth of about 1 miles, and keep it bearing less than 158
until Langir bears 046 to clear the reef round Pulau Kembung; to the N, the latter in line with the lighthouse
bearing about 180 leads a full mile W of Malang Wankang and will clear all the reefs between Pulau Kembung
65 and Langir.
Give the coast between Mendanau and Langkuas a berth of 6 to 7 miles keeping Langir bearing less than 214
and Langkuas bearing more than 046 .
When standi ng to the westward, Pulau Simedang, if not brought to bear more than 000 , will lead E of
all the shoals S of it, and sounding will also give good warning when standing towards them, as they lie some 4-
70 or 5 miles within the charted 10 fm (18 m 3) line. Pulau Simedang and Pulau Simedang Ketjil must be approache&
I N DI A N OC E A N A N D R E D S E A
175
with caution, as sounding does not give much warning when nearing their outlying reefs; they should on no
account be approached within a distance of 2 miles. Pulau Simedang Ketjil bearing 183 , astern, leads E of
Bliss Reef, between which and Aur Island a vessel may stand to the W until the summit of that island bears 023 ,
which will lead E of Karang Baginda. Kalangbahu bearing 265 leads S of the dangers extending from Aur and
Geresik. The E side of Geresik may be approached to a distance of 1 mile; but the E side of Kelemar has a rock 5
lying 1 mile off, which wi l l be avoided if Geresik is not brought to bear less than 160 . The summi t of Aur, in
line with the E extreme of Kelemar, bearing 180 , leads 1 miles E of Hewitt Reef.
Havi ng passed Hewitt Reef, stand farther W towards Liar, but the SE extreme of that island must bear more
than 200 to clear the reefs off its NE side. When N of all the reefs off the N side of Liar (at night the light on
Tandj ung Ajer Lantjur or, by day, the rounded summit of Sagoweel, about 2 miles SE, bearing more than 111 ) 10
stand W towards Bangka.
10.40.04. S e l a t L i m e n d o , E of Liat, is narrower and more encumbered with dangers than either Selat Leplia
or Selat Baur, between which it lies, but it is easily navigable by sailing vessels with a fair wind, during daylight.
No vessel would from choice attempt to work through Selat Limendo, as Selat Leplia and Selat Baur are much
bet t er adapted for that purpose; but it is possible that a vessel, embarrassed by light baffling winds, may find it
convenient to proceed through some part of it. The numerous islets afford every facility for fixing the position
of the vessel from time to time.
10. 41. S e l a t Ge l a s a t o R i o u w St r ai t
10.41.01. Ge n e r a l r e m a r k s . Most vessels, N-bound from Selat Gelasa, prefer passing E of Gelasa, which is
t he safer route; but some, especially when bound to Singapore by Riouw Strait, prefer the less safe, but more
direct, route between the shoals W of that island, or as an alternative to pass between Tandj ung Betikat and
Pulau Berikat. Duri ng the strength of the Nort h-west Monsoon, N' l y winds will be met along the coast of
Bangka and the adverse current off and W of Tandj ung Berikat will make it difficult to beat up.
15
20
25
10.41.02. P a s s a g e e a s t o f Ge l a s a . With a fair wind, pass about 3 miles E of Gelasa. Continue N, keeping Gelasa
beat i ng more than 180 to clear Belvedere Rock, Magdalena Reef and Lanrick Reef. As the summit of Gelasa is 30
visible from a distance of 30 miles in clear weather, a vessel should be nearly abreast of Lanrick Reef before
losing it.
After clearing Lanrick Reef pass E of Severn Reef and between that reef and the group of reefs about 27 miles
to the NNE. Soundings give no ~varning of the approach to any of the above, as they are steep-to, but in the
vicinity of Severn Reef, in fine weather, the highest hill on Tandj ung Tui ng and Radja, a hill close W of 35
Tandj ung Radja, are visible.
If the wind should prevent a direct course from being steered from abreast Pulau Liar, Gelasa should be kept
bearing more than 338 until the vessel is N of Akbar Shoal. After passing about 3 miles E of Gelasa proceed as
above.
Having passed Severn Reef steer E of Tot y (0 55" S, 105 46' E) and continue NW to join the route described 40
in 10.36.02 NE of Tandj ung Djang.
10.41.03. P a s s a g e w e s t o f Ge l a s a . Proceed N, as in 10.41.02, to clear Akbar Shoal, but noting that the direct
course required passes about 1 mile W of Gelasa Rock. After passing Gelasa Rock steer 000 until the summit
of Gelasa bears 135 , which bearing if retained, leads about 4 miles NE of Van Sittard Reefs, passing between
Warren Hastings Reefs and Ti ung Reef; Gelasa bearing 135 will also assist in passing E of Keuchenius Reef,
although it will be lost to sight a few miles before reaching the reef.
There should be no difficulty in avoiding Iwan Reef and Severn Reef as the Bangka Island coast can generally
be seen from the former, and mountains from the latter as described in 10.41.02, the directions in which can be
followed from this point.
If circumstances prevent a straight course from being steered when N of Gelasa, keep its summit bearing
between 130 and 146 until Tandj ung Berikat bears 195 to clear Warren Hastings Reef and Ti ung Reef;
thence keep the summi t between the bearings of 135 and 157 to pass between Van Sittard Reef and Keuchenius
Reef to the W and Magdalena Reef and Lanrick Reef to the E. Thence as before.
10.41.04. P a s s a g e b e t w e e n T a n d j u n g B e r i k a t a n d P u l a u Be r i k a t . Having passed about 1 mile off either
and proceeding to the NNW, keep Pulau Berikat bearing less than 146 to clear the SW extreme of Warren
Hastings Reefs; thence keep Tandj ung Berikat bearing between 175 and 195 to lead W of Warren Hastings
Reefs and Ti ung Reef, and E of Van Sittard Reefs. After Gelasa bears more than 135 proceed as in the last
paragraph of 10.41.03.
d5
50
55
60
10. 42. S e l a t B a n g k a o r S e l a t Ge l a s a t o S i n g a p o r e St rai t , p a s s i n g e a s t w a r d o f Bi n t a n
10.42.01. Ge n e r a l r e m a r k s . These routes are alternative to those described in 10.36 to 10.41. They are not
recommended for use during the season of N' l y and NW' l y winds, from November to March.
10. 42. 02. S e l a t B a n g k a t o S i n g a p o r e St r ai t . Having passed E of Saja as described in 10.36, a vessel should
steer a N' l y course so as to pass E of Admiral Stellingwerf Reef, crossing the equator in depths of about 37 m.
.At night it is advisable to keep in depths of not less than 43 m when between the parallels of 0 30' N and
65
70
0 50' N. Merapas bearing 315 or less leads NE of Admiral Stellingwerf Reef and Gosong Ara. Having rounded
the NE point of Bintan, proceed as directed in 10.39.02, preferably using Middle Channel.
10.42.03. S e l a t Ge l a s a t o S i n g a p o r e St rai t . First proceed as directed in paragraph 10.41.02 as far as Lanrick
Reef. Then continue on a course 000 until Pedjantan is sighted. Thence shape course for Singapore Strait.
See 10.39.02.
10. 43. S e l a t B a n g k a o r S e l a t Ge l a s a t o Ch i n a Se a, Ma y t o S e p t e m b e r
10
10. 43. 01. Ge n e r a l r e m a r k s . I n either case the route N into the China Sea is as direct as possible. When the
North-east Monsoon is likely to develop before Hong Kong is reached, pass through Api Passage and Palawan
Passage. See 11.32, 11.33,
15 10.43.02. F r o m S e l a t B a n g k a (10.36), after clearing Saja, steer to pass between Anambas Kepulauan and
Nat una Kepulauan, but see 11.32, 11.33, 11.38.
10.43.03. F r o m S e l a t Ge l a s a , either proceed N as directed in 10.42.03 to sight Pedjantan, and thence E of
Tambel an Kepulauan, and between those islands and the coast of Borneo ; or steer directly to pass W of Pengibt~
20 Kepulauan. I n either case continue N between Anambas Kepulauan and Nat una Kepulauan (10.43.01).
10. 44. S u n d a St r ai t t o Ka r i ma t a St r ai t a n d Ch i n a S e a
25 10.44.01. Ge n e r a l r e m a r k s . Karimata Strait is the passage between Belitung and Momparang Islands on the
W side, and Karimata Island and the Borneo coast on the E side. It is the customary route taken by vessels bound
for Singapore or China from the E part of the Java Sea. Such vessels pass well outside all the dangers lying off
the E side of Belitung, and hardly ever sight either Belitung or the Borneo coast; the direct route to Pontianak
from the Java Sea is E of Karimata Island.
30 The mai n route lies E of Discovery East Bank (3 35" S, 109 11" E) and Cirencester Shoal. The lines j oi ni ng
Discovery East Bank, a position 20 miles E of Cirencester Shoal, Catherine Reef, and Ontario Reef must be
considered as the W limit of safe navigation for large vessels passing through Karimata Strait.
Besides the mai n channel, there are several other channels between the numerous islands lying E and NE of
Karimata Island, and between it and the Borneo coast. The most E' l y of these, known as Greig Channel and
35 the Inner Route, have a regular tide, and convenient depths for anchoring, and are therefore much frequented
by vessels working through the strait; it being quite impossible to work through the mai n channel against a strong
monsoon, and a continuous current setting to leeward.
40
10.44.02. S u n d a St r ai t t o Ka r i ma t a St rai t . Pass E of Djangkat Lajang and W of Jason Rock. Thence, having
passed within sight of Djaga Utara, shape course to pass S of Discovery East Bank.
10.44.03. P a s s a g e n o r t h b o u n d t h r o u g h Ka r i ma t a St rai t . Wi t h a fair ~vind, having passed E of Discovery
East Bank, steer N approximately on its meridian unt i l past Momparang Islands; then alter course to the NW
so as to pass between Ontario Reef and Serutu Island, steering so as to pass the light-structure near the W end
45 of Serutu at a distance of about 5 miles. Proceeding N to the China Sea, after passing bctween Ontario Reef and
Serutu, keep approximately on the meridian of 108 E, taking care to avoid the 5 m reef, lying about 28 miles.
NW of Nort h Grieg Shoal, and then pass E of Pengiki Besar. A vessel may pass through Greig Channel as ar~
alternative to the mai n strait, see 10.44.04.
If making for Karimata Strait from East Java make for the E side of the S entrance to the strait, passing W
50 of Fox Banks, Aruba Bank and Clemencia Bank, and then steer NW so as to pass between Ontario Reef and
Serutu Island.
10.44.04. Wo r k i n g t h r o u g h I n n e r Ro u t e a n d Gr e i g Ch a n n e l . Vessels working through Karimata Strait
have to take either the Inner Route, which is suitable for small vessels only, or Greig Channel (10.44.01). In,
55 these channels the sea is smoother and the current not so strong, it being wholly or in part overcome by the tidal
stream and the indraught into the rivers on the W coast of Borneo; vessels also have the advantage of the change-
of wi nd at night and in the morni ng caused by the land breeze, and which often brings it several points more t o
the E in both Monsoons.
These channels have a convenient depth for anchoring, with a bottom of soft mud, but working t hrough
60 them is slow and tedious. Sounding gives good warning when approaching the Borneo side; vessels can pass.
fairly close to Karimata Islands.
Less water than charted has been reported between Aur and the SE coast of Panebangan.
Coming from SW, note the W limit of safe navigation described in 10.44.01. When N of the dangers off
Mangkut and off Tandj ung Pagar Ant i mun, the Borneo coast may be approached to a depth of 15 m,
65 and to 11 m in Van Sukadana Bight. The S group of Kepul auan Lajah should not be approached nearer
than 1 mile. Pass on either side of the N group of Kepulauan Lajah, observing that the depth quickly shoals to,
9 m at 3 miles NE of Meledang, the most E' l y of this group, and at less t han 2 miles N of Bulat, the most
NE' l y.
Between Krawang and the N group of Kepulauan Lajah the depths are from 22 m to 27 m, decreasing fairly"
70 regularly towards the Borneo coast. Greig channel is deep and bold towards either side.
177
10.44.05. Pas s age n o r t h b o u n d f r o m Ka r i ma t a Strait. Between Panebangan and Masa Tiga the Borneo
coast may be approached to a depth of 11 m, but when about 8 miles NW of Masa Tiga do not bri ng it to bear
more than 135 , or stand into depths of less than 15 m, until off Sungai Padang Tikar, N of which the coast
may be approached to within 4 miles. Masa Tiga can usually be seen from a distance of 20 miles.
A vessel may stand off to, or W of, Leman Islands, observing that those islands (in sight from aloft) kept bearing
more than 140 lead E of Twilight Reef, China Reef, and Greig Shoals.
Having cleared dangers as above, make good a course towards Dat u or Pengiki Besar.
10. 45. Sunda Strai t e as t war d t o Banda Sea and Se c o nd Eas t ern Pas s age
10.45.01. Ge ne r al r e ma r ks . From November to February, vessels which have passed through Sunda Strait
into the Java Sea, and find that the North-west Monsoon in those waters, and the North-east Monsoon in the
Chi na Sea, have already set in, are advised to make E at once, and to pick up the Second Eastern Passage in the
Ceram Sea N of the South Molukka Archipelago.
Alternatively, a vessel can join the First Eastern Passage off the entrance to Makassar Strait in November,
but there is no advantage in so doing.
10
15
10.45.02. Di rect i ons. To join the Second Eastern Passage, the better recommended and more usual route is
to stand NE from Sunda Strait and, having passed through the Java Sea, to pass through Saleier Strait and 20
Buton Passage into the Banda Sea. Wi t h W' l y winds, when coming from Saleier Strait, close Tandj ung Batu
Toro, the SE point of Buton, to about 3 miles, and keep along the coast as far as Tandj ung Kassolanatumbi to
prevent being set over towards Wakatohi Kepulauan, in the light airs and S' ly currents which frequently prevail
in the offing.
Alternatively, passage may be made N of Java, through Sapudi Strait, N of Bali, Lombok, and Sumbawa, 25
and through the Flores Sea and Banda Sea to the Ceram Sea.
Directions for Ceram Sea, Manipa Strait, Djailolo Passage, and Dampier Strait are given in 10.46.02,
10.46.03.
30
10. 46. Se c o nd Eas t ern Pas s age
10.46.01. Ge ne r al r e ma r ks . See 10.32.04. The passage from the South Indi an Ocean to the China Sea through
Ombai Strait is usually made during the season October to March. When proceeding to Singapore, the routes
via Sunda Strait, previously described, should be taken. 35
An alternative route i n October and November is to pass through one of the central passages, Bali Strait,
Lombok Strait or Alas Strait, joining the route from Ombai Strait in the Ceram Sea. See 10.47.
December to April is the season of the tropical storms known as Willy-Willies. They may occur occasionally
in November. See 6.16.
From Ombai Strait, the route is either W of Buru or more usually, through Manipa Strait between Buru and 40
Manipa into the Ceram Sea. Thence pass through Djailolo Passage or Dampier Strait into the open Pacific
Ocean. When in the Pacific Ocean, make easting between the parallels of 1 o 30' N and 3 00' N until able to pass
E of Palau Islands; but between March and September pass W of these islands.
Having passed Palau Islands, a variety of routes is available, either through Surigao Strait and to the China Sea
via Mindoro Strait or Verde Island Passage, or through San Bernardino Strait and Verde Island Passage, or, 45
perhaps more usually, to keep E of the Philippine Islands and to Hong Kong via Balintang Channel or Bashi
Channel; to Shang-hai between Sakishima Gunt 6 and Okinawa Gunt 6 and to Japan by a more N' l y route i n
the full strength of Kuro Shlo.
For the sake of convenience in directions, the Second Eastern Passage may be divided into three parts; firstly
from Ombai Strait to the Ceram Sea (10.46.02); secondly from the Ceram Sea through Djailolo Passage or 50
Dampier Strait (10.45.03); and, thirdly, the continuation to the China Sea (10.46.04).
10.46.02. Omba i St rai t and t o Ce r a m Sea. Ombai Strait is the broad deep passage separating the NW coast
of Ti mor from Alor Islands; from October to March it was frequently used by sailing vessels proceeding from
Europe to China and Japan, and it was also used by sailing vessels bound for East Java from the China Sea from 55
the middle of May to the end of June.
In the partially enclosed region N of Sawu Islands and Timor, kno~vn as the Sawu Sea, especially in the E
portion, where it is continued E by Ombai Strait, the percentage of bright sky is greater than in any other part
of the archipelago, and the haziness is equally great whenever E' ly winds blow; the rainfall is heaviest in December
and January, but showers may fall with all W' l y winds. 60
The South-east Monsoon blows steadily between the middle of April and the end of September, from ESE
to SE, the land breezes from Ti mor increasing the force of the wind at night, and the sea breezes diminishing it
by day, similarly in the other season the wind will be most steady by day and unreliable at night.
I n October and November the winds are from SE to SSW, and in December from the SW quarter, accom-
panied by thunderstorms, but the North-west Monsoon does not reach its full development, from W to WNW, 65
until January, and begins to abate in February. Variable winds will then blow until April.
Proceeding NE through Ombai Strait, make the E point of Sumba (10 08" S, 120 51" E) and pass between
it and Sawu Islands or between Sawu Islands and Roti, if falling to leeward with NW' l y wind. Under the
exceptional conditions of a strong NW wind and lee current, it may be desirable to pass W of Sumba and S of
Flores.
Passage from Ombai Strait to the Ceram Sea may be made either W of Buru or through Mani pa Strait, which
is the more usual route. If attempting to weather the W side of Buru, and falling to leeward, it is better to abandon
the attempt and pass through Manipa Strait. Manipa Strait is a good and safe channel, conveniently situated
for a call at Ambon.
Duri ng the North-west Monsoon vessels making N should do so along the E coast of Buru, where the adverse
tidal stream is not so strong, and the favourable tidal stream runs strongly. In the strength of the monsoons, there
may be a high sea r unni ng in Manipa Strait; if so, consideration must be given to the use of Kelang Strait,
between Mani pa and Kelang, but an adverse current prevails here during the North-west Monsoon season.
10 10. 46. 03. T h r o u g h C e r a m Se a t o , a n d t h r o u g h D j a i l o l o P a s s a g e o r D a m p i e r St r ai t , o r t h r o u g h M o l u k k a
S e a t o Pa c i f i c Oc e a n . Having entered the Ceram Sea as in 10.46.02, steer as directly as possible to pass through
one of the channels between the chain of islands between Obi Major and Kofiau into the Halmahera Sea. The
channel between Tobalai and Kekek is recommended in the North-west Monsoon so as to keep well to windward,
Continue N through the Halmahera Sea and pass into the Pacific Ocean through Djailolo Passage or Dampier
15 Strait. Sagewin Strait, between Batanta and Salawati, should not be taken by sailing vessels, as there are frequent
calms on account of the high land on either side, and the rapid tidal streams with strong eddies are liable to make
the vessel unmanageable. The only difficulty in Djailolo Passage arises from the strong tidal streams which cause
whirlpools and tide rips. The general directions for the passage of a sailing vessel through Dampier Strait are
the same as those for a power vessel, see Admiralty Sailing Directions. If the wind is from the N, a sailing vessel,
20 having passed through the narrows, should keep over to~vards Waigeo rather than Irian Barat, to avoid being
driven on to the Irish Barat coast by the swell from the N. Great attention must be paid to the set of the
currents.
Although the Molukka Sea is the principal passage for power vessels proceeding between the Sulawesi,
Ceram, Banda and Arafura Seas, it is not recommended for a sailing vessel working through to the N duri ng
25 the North-west Monsoon season, the period dealt with in this article, as the current sets with the wind at a
rate of 16 to 24 miles a day. If obliged to pass through it, a sailing vessel would find it best to enter through
Peleng Strait, keeping along the Sula~vesi coast.
10.46.04. Pa c i f i c Oc e a n t o Ch i n a Se a b y S u r i g a o St rai t . Surigao Strait is less frequented by sailing vessels
30 than is San Bernardino Strait, which is more to windward in the North-east Monsoon. It is, however, more
direct and safer than San Bernadino Strait, but it obliges sailing vessels that take it, if they are making for Manila,
to work up the W coast of Negros and Panay and the E coast of Mindoro. It is of advantage to vessels going to the
more S' ly parts of the Philippine Islands or to the Sulu Sea. Surigao Strait is safe and deep throughout i t s
length, and the shores of the islands that border it are steep-to.
35 At the entrance to Surigao Strait the North-east Monsoon sets in towards the end of September, and blows
throughout October and November; in December NE winds alternate with N' Iy gales. In January, winds blow
from NE to ENE accompanied by heavy rain. In February and March, E' l y winds prevail. In April, May and
June, the prevailing wind is SE, with occasional gales called "collas" from the S. I n July, August and Septem-
ber, collas from SW are frequent.
40 The NE winds, though strong, cease during the night; but winds from SE, S, and SW will continue to blow.
It generally rains with NNE and ENE winds ; the rain ceases and the weather clears with E winds, and more so
with SE winds. Wi t h SW winds it remains clear unless a gale arises, which sometimes brings rain.
In general there is no very bad weather in this part of the archipelago, except when a typhoon occurs. The
season when a typhoon might occur is from the end of October to the beginning of January. They begin to blow
45 from the NW, and finish from the SE, having passed through either NE or SW; when they shift through NE
they blow the stronger, and more rain falls.
10. 46. 05. Pa c i f i c Oc e a n t o Ch i n a Se a b y Sa n B e r n a r d i n o St r ai t a n d V e r d e I s l a n d P a s s a g e . When entering
San Bernardino Strait from the E in the South-west Monsoon, work to windward with the flood stream, and
50 when this loses its strength, make for the banks NW or W of Biri Island, where anchorage can be had on a sandy
bottom until the tide makes again.
On weighing, work according to the direction of the stream, so as to pass through Kapul Pass, between Kapul
and Dalupiri or through Dalupiri Pass, between Dalupiri and Samar. The latter is probably the safer, especially
coming from a S' ly direction. If the tide should t urn before a vessel has entered these passages, make for the
55 open bay off Quinaguitman, S of Lipata point, in Samar Island. Anchorage can also be had, if necessary, in the
channel on either side of Dalupiri Island, on a sandy bottom strewn with big stones.
The only danger to guard against at this part is Diamante Rock; this once passed, take either the passage
between Naranjo Islands and Kapul orbet weenNaranj o Islands and Destacado. Thi s latter route is the better;
shaping the course then to pass round the N end of Wicao.
60 For information respecting winds, currents, and passages ~vith a fair wind through the strait (which is the
same as for power vessels, see Admiralty Sailing Directions.
Verde Island Passage lies between the SW part of Luzon and the N coast of Mindoro. Verde Island divides
the channel into N and S passages. Both are safe, but the more N' ly, or Nort h Pass, is preferred, as the more S' ly,
or South Pass, is interfered with by Bako Islands. It is a favourite route during the North-east Monsoon for
65 vessels coming from a S' ly direction. Get to the N under the lee of Negros and Panay and from the 1NW point of
Panay proceed between Mindoro and Tablas to Dumali Point, and then on through Verde Island Passage and
up the W coast of Luzon, thus ecsaping the strong monsoon that is generally felt on clearing Lubang Islands.
10.46.06. Pa c i f i c Oc e a n t o Ch i n a Se a, p a s s i n g n o r t h o f P h i l i p p i n e I s l a n d s . Referring to 10.46.01, a vessel
on passage from Djailolo Passage or Dampier Strait will have benefited by the gradually increasing effect of
Not for navigation
l~uro Shio as far as Balintang Channel or Bashi Channel, one of which must be used. These channels are
described i n Admiralty Sailing Directions.
10. 47. Fi rs t Eas t ern Pas s age
10.47.01. Ge ne r al r e ma r ks . As outlined in 10.32.05, the First Eastern Passage should be taken N- bound in
October and November only. It is more suitable for S-bound vessels, but then only in May and from the China
Sea. It has little to recommend it on account of the adverse current setting to the S through Makassar Strait,
often strongly, at all seasons. The winds are boisterous and uncertain at the S end of Makassar Strait, and light 10
and variable at the N end, while the navigation is difficult throughout almost the whole voyage to the open China
Sea.
The route runs from either Bali Strait, Lombok Strait, or Alas Strait across the Java Sea into, then through
Makassar Strait into the Sulawesi Sea, and thence to the Sulu Sea through Basilan Strait. It then passes up the
W coast of Mindanao, Negros, and Panay, and enters the China Sea through Mindoro Strait or Verde Island 15
Passage.
10.47.02. Not es on Bali Strait, Lombok Strait, and Alas Strait. Of these three straits, Bali Strait is the narrow.
est and most difficult for sailing vessels. It was formerly preferred by them, due to the anchoring facilities it
offered. Lombok Strait is the widest, but Alas Strait is probably preferable as there are no dangers and anchorage 20
can be obtained if necessary during the calms to which all these straits are more or less subject.
In Bali Strait, which is only one mile wide at its N end, the chief difficulty lies in the currents, and sailing vessels
should only navigate the strait by day.
Duri ng the South-east Monsoon, N of the area of the Trade Winds, the wind is mostly SSW and SSE to SE,
with a W-going stream; from July to September the ~vind can be very strong. I n the North-west Monsoon, a 25
vessel N of the Trade ~Vind area may be set strongly to the E, both by ~vind and stream.
Lombok Strait is the most important passage between the Indi an Ocean and Makassar Strait, mainly on
account of its width and the ease with which it can be navigated. Duri ng the North-west Monsoon sailing vessels
average one day to make the N- bound passage; during the South-east Monsoon the time taken on the passage
usually varies from one to three days. Making the S-bound passage during the North-west Monsoon takes at 30
least one day, but usually more; in the South-east Monsoon this passage is quick, averaging 16 or 17 hours, but
in April and October sailing vessels have experienced great difficulty in getting through the strait S-bound.
February and March are the best months for navigating the strait.
In Lombok Strait, during the South-east Monsoon, calms are frequent from sunrise to noon, when a fresh
S' l y wind arises, t urni ng to SE on the Bali side, and to SSW on the Lombok side, blowing strong during the 35
night. I n the North-west Monsoon the winds are generally from NW, sometimes with violent squalls, and a
high sea in the N approach.
10.47.03. Di r e c t i o ns f or L o mb o k Strait. Duri ng the South-east Monsoon the South-east Trade Wi nd
continues through the strait. When nearing the strait, keep E of the entrance and sight Lombok Island, taking 40
into consideration that the vessel may be set W by the monsoon drift. Sail into the entrance close along the
SW point of Lombok, and then hold the Lombok side. At this season Nusa Besar must never be approached,
as in the event of calms, especially with a S-going stream, there is danger of being set on to it.
In the transition months (March, and the end of October and beginning of November), if W' l ywi nds predomi-
nate hold the Bali side, passing through Badung Strait; if E' ly winds predominate hold the Lombok side. 45
Badung Strait is always preferable, as anchorage may be obtained there.
Duri ng the North-west Monsoon, make for Bukit Badung and proceed through Badung Strait under the
Bali shore.
10.47.04. Di r e c t i o ns f or Al as Strait. In the South-east Monsoon the wind blows strongly from S during the 50
greater part of the day, but subsides towards evening, when the land breeze from Lombok Island begins. In the
North-west Monsoon variable and baffling S' ly winds are often experienced in Alas Strait.
Approaching from the S, Alas Strait may be identified by the high, rugged land of the SW part of Sumbawa,
and the plateau forming the SE part of Lombok. From the N, ~Mount Rindjani and the high NW part of Sumbawa
are conspicuous, and the islands lying under the coasts of Lombok and Sumbawa will also be visible. 55
As all the straits E of Java are more or less subject to calms, sailing vessels proceeding through Alas Strait
may find it necessary to anchor; it is therefore, advisable to hold the Lombok side of the strait, where conditions
for anchoring are more favourable.
10.47.05. No t e s on pas s age t hr o ug h Java Sea and Makas s ar Strai t to Sul a we s i Sea. Having passed through 60
Bali Strait, Alas Strait, or Lombok Strait as directed, steer to pass between Kepulauan Kangean and Kepul auan
Tengah, and thence to enter Makassar Strait by one of the three channels into which the S entrance is divided.
The middle one of these three channels is to be preferred for entering the strait, though the most E' l y channel
is also frequently used, especially by vessels bound for Makassar. In the latter case Spermonde Kepulauan and
its associated bank rises so steeply from depths greater than 180 m that sounding will give no indication of a 65
vessel's approach. The most W' l y of these three channels is seldom used, partly owing to the fact that no land
is visible, which makes it difficult for a vessel to determine its position, and partly because no saving of distance
is effected.
Some 150 miles to the N of the above channels the strait is again divided into two channels by Balabalagan
Island and Little Paternoster Islands. The width of the W channel is 20 miles, and of that on the E side of the 70
islands 45 miles. There are some dangers in the W channel, but it is nevertheless much frequented, and for
some reasons preferred to the E, on account of the more moderate depths off the coast of Borneo, which permit
anchoring in case of necessity, xvhile the Sulawesi coast is steep-to in many places, and destitute of anchorage.
Having passed N of Little Paternoster Islands there is no difficulty in navigating through the remainder of
Makassar strait into the Sulawesi Sea.
10
10.47.06. Sul awes i Sea to Chi na Sea. Thi s section of the First Eastern Passage passes frrom the Sulawesi Sea,
through Basilan Strait into the Sulu Sea, and thence by Mindoro Strait or Verde Island Passage to the China Sea.
Verde Island Passage, see 10.46.05, is a favourite N- bound route during the North-east Monsoon.
In Basilan Strait, the channel N of Santa Cruz Islands, although narrower than that on the S side of them, is
generally preferred by sailing vessels for its better anchorage facilities.
The Sulu Sea is of great depth and offers no particular problems. For winds and currents in this sea area and
its vicinity, see Admiralty Sailing Directions.
15
10.48. Rout es s out hbound t hrough Eastern Archi pel ago
20
25
30
10.48.01. General r e mar ks . There are three principal routes for vessels S-bound from the China Sea through
the Eastern Archipelago.
The Western route (10.49) passes through the China Sea W of the Philippine Islands and Borneo to Sunda
Strait, either direct or via Singapore.
The Eastern route (10.50) passes through the China Sea, E of the Philippine Islands to Djailolo Passage,
and thence to Ombai Strait or to one of the central passages (Alas Strait, Lombok Strait, or Bali Strait).
The Central route (10.51) passes W of the Philippine Islands and E of Borneo, through Makassar Strait to one
of the central passages.
Of these three routes the Western and Central are those used by vessels from ports in S China; the Central
Route is also used from Manila and ports in the S parts of the Philippine Islands or on the E side of Borneo;
the Eastern Route is used by vessels from ports in N China or from Japan. In the strength of the South-west
Monsoon vessels from ports in S China sometimes use the Eastern Route.
10.49. Wes t ern Rout e s out hbound f r om Chi na Sea
10.49.01. General r e mar ks . Passage may be taken either direct or via Singapore, the latter being best made
35 duri ng the North-west Monsoon period (October to April), and there are then two principal passages, one by
Riouw Strait and Selat Bangka or Selat Gelasa, but in October by Selat Gelasa only, because light and baffling
winds prevail in that mont h between Riouw Strait and Selat Bangka; and the other, known as the Inner Route,
by Duri an Strait, Berhala Strait, and Selat Bangka. Riouw Strait and Berhala Strait are particularly convenient
for sailing vessels leaving Singapore for Europe in the North-west Monsoon (North-east Monsoon of the China
40 Sea). By using these routes, the difficulties of beating E out of Singapore Strait into the North-east Monsoon of
the China Sea are avoided.
Duri ng the South-east Monsoon, the ordinary route would be to beat out through Singapore Strait to the E,
and work S by Karimata Strait or Selat Gelasa to Sunda Strait. At the same time, vessels are frequently able to
proceed much more quickly to the S by the Inner Routes than by the outer one. Convenient anchorage is always
45 available in the straits for sailing vessels held up by wind, or tidal streams.
To make the passage from the China Sea to Sunda Strait during the North-east Monsoon of the China Sea,
a vessel having passed either E or W of Anambas Kepulauan would proceed S through Selat Bangka or Selat
Gelasa; but during October the former should not be attempted, owing to the calms and barfing winds which
occur during that mont h in its N approaches.
50 Duri ng the South-west Monsoon, a vessel from Palawan Passage or one that has crossed to the Borneo coast
from Mui Di nh should proceed by Karimata Strait or Selat Gelasa.
Directions for vessels S-bound through Duri an Strait and Berhala Strait are the reverse of those given for the
N- bound passage by the Inner Route in paragraphs 10.38.04 and 10.38.02. Directions for the other straits and
channels follow.
55
10.49.02. Passage s out hward t hrough Ri o uw Strait. Vessels having a fair wind leaving Singapore at high
water, or about the first quarter of the ebb or E-going stream, and taking about 4 hours to reach the entrance to
Riouw Strait, will probably carry a fair tidal stream through both straits, but no dependence can be placed on it.
60 The directions given in paragraph 10.37.02 for coming N through Riouw Strait, if reversed, will suffice
for proceeding S. Vessels of deep draught should pass E of Karang Galang.
At night, steer to pass mile E of the light on Karang Galang, from which position Tundj uk leading lights will
be in line bearing 180 . When Terkulai light is open S of Lobam Island bearing 100 , and the vessel is S of
Karang Lolo, shape course about 135 , allowing for tide, until the light on Karas Ketjil bears 154 , when it may
65 be steered for on that bearing. Pass about half a mile or more E of it, and then keep it astern, bearing about 320
or less, as long as it is in sight, to lead in the fairway S of the strait.
10.49.03. Approach to, and passage s out hward t hrough Sel at Bangka. Wi t h a fair wind, when coming from
the N, and having passed Tudj u Islands and steering to the S to pass through Selat Bangka, there will be no
difficulty in clear weather in determining a position; in such circumstances enter the strait E of Kolepon Rocks.
181
In thick weather it often happens that no land can be seen until the vessel has arrived very near to the entrance
to the strait, and at such times it is important to get hold of the bank extending from the Sumatra coast, and then
proceed along its edge in low water depths of from 15 m to 11 m, carefully attending to sounding. Sometimes
Menumbi ng will be seen, but no other land, and in such case it will be prudent to proceed as before, keeping
along the edge of the bank.
When working through Selat Bangka from the N, the passage W of Kolepon Rocks is much to be preferred
when the land is obscured and reliable bearings cannot be obtained; at other times the E channel is preferable.
By reversing the directions given in 10.35.03 and 10.35.04 for working through from the southward, no difficulty
will be experienced in navigating Selat Bangka.
5
10
10.49.04. Ap p r o a c h t o, a n d p a s s a g e s o u t h wa r d t h r o u g h Sel at Ge l as a. Although the navigation of this
strait is complicated by the many dangers in it, yet, as, the course by it is more direct, and the prevailing winds
are more favourable, and the distance less than by perhaps the safer route through Selat Bangka, many seamen
prefer it, especially when S-bound from China late in the North-east Monsoon.
I n consequence of the N entrance to Selat Gelasa being so near the equator, the winds, even in the strength 15
of the monsoons, are very uncertain, producing a corresponding uncertainty in the direction and force of the
tidal streams and currents. A sailing vessel approaching the strait from N will, therefore, have to be principally
guided by the winds and currents which may have been encountered rather than by relying upon those
which are mentioned to have been experienced at certain seasons and described in Admiralty Sailing
Directions. 20
In thick weather the greatest caution is necessary when approaching Selat Gelasa, for unless good observations
can be obtained there is no means of ascertaining an exact position, and, in such circumstances, it is advisable to
steer for Selat Bangka, ~vhere the soundings, on the edge of the bank extending from the Sumatra coast, may be
a useful guide, although the land may not be distinguished. See 10.49.03.
When approaching the NE coast of Bangka use every precaution not to get entangled among the outlying 25
dangers when runni ng S for Selat Gelasa in thick weather. Some of these dangers are over 40 miles from the shore,
between Tandj ung Berikat and Tandj ung Tui ng, which are about 75 miles apart.
Early in the North-east Monsoon, when the wind is generally from N or NW, and intending to go through
Selat Gelasa, pass between Tot y and Dokan, which lie off the N coast of Bangka; a little later in the monsoon the
wind is more E' ly, and it is then better to pass from 10 to 20 miles E of Toty. 30
Cross bearings of the mountains on Bangka, in clear weather, will enable a vessel to clear Iwan Reef and
Severn Reef, which lie in the track to Selat Gelasa. If passing N of Severn Reef, steer so as to get on the meridian
of Pulau Gelasa before reaching the parallel of 1 50' S. Pulau Gelasa is visible i n clear weather at a distance of
over 30 miles, but it is not visible from Lanrick Reef, the most N' l y danger, for which a careful lookout is neces-
sary. When Pulau Gelasa comes in sight, bring it to bear 180 which leads clear of all dangers lying to the W. 35
Then pass E of Pulau Gelasa and shape course for Selat Leplia, which is the passage usually taken.
The above directions apply only to sailing vessels coming from China early in the North-east Monsoon.
Late in the monsoon, SE' ly and E' l y winds are often met with between Bangka and Belitung, and it will be better
to pass from 10 to 12 miles W of Pedjantan (0 08"N, 107 12" E), and try as soon as possible to get on the meridian
of Pulau Gelasa. When that island is seen, bring it to bear 180 , and proceed as above. 40
Late in the North-east Monsoon also, SSW winds are often met in the S part of the China Sea, obliging
vessels to keep farther E towards the islands off Borneo. If this should happen in May or June, it would be tedious
work getting to Selat Leplia, and therefore steer for Langkuas Island off the NW point of Belitung, and pass
through Selat Baur.
Selat Gelasa can only be approached from the N at night by passing E of all the dangers lying N of it. Having 45
passed well to the W of Florence Adelaide Reef, shape course for the light on Langkuas, and when it comes in
sight, alter course to pass about 4 miles W of Langir Islet.
10.49.05. Pa s s a g e s o u t h wa r d t h r o u g h Sel at Le pl i a . In the early part of the North-east Monsoon, N' l y and
NW' Iy winds prevail about the N entrance to Selat Gelasa, and strong SE' ly currents will generallybe experienced 50
between Pulau Gelasa and Pulau Liar, especially near the N extremity of Pulau Liat. Neglect to guard against
the effect of this current has been a frequent cause of accidents.
Vessels intending to proceed S-bound through Selat Leplia by night should take care to sight Tandj ung
Berikat during daylight.
Having passed from 1 mile to 2 miles E of Pulau Gelasa, steer to the SW unt i l that island bears 014 , and then 55
keep it on that bearing, astern, until the SE extreme of Pulau Kelapan bears 236 and the N point of Pulau Liar
bears 125 . From this position keep in the fairway of the channel, steering about 185 to pass between the dangers
off Tjelaka and Discovery Rocks. carefully guarding against the effects of tidal streams or currents by frequently
fixing the position.
10.49.06. F o r p a s s a g e s o u t h wa r d t h r o u g h Sel at Baur a n d Sel at L i me n d o , the directions given in 10.40.03
and 10.40.04 should be applied in reverse.
Selat Baur is the best channel to use for working through against the South-east Monsoon, since the currents
in it are weaker than elsewhere.
10.49.07. Ap p r o a c h t o, a n d p a s s a g e s o u t h wa r d t hr o ug h, Ka r i ma t a Strai t. If using the Mai n Channel
during the North-west ~onsoon, take the channel E of Ontario Reef. Approach Serutu with its summi t bearing
less than 152 , and thence pass 4 or 5 miles W of the lighthouse, observing that the W extreme of the island kept
bearing less than 354 leads E of Ontario Reef. Thence gradually bring the summit of Serutu to bear 335 astern,
until lost sight of, which direction being preserved leads well to the E of Catherine Reef. From a position 10 miles
60
E of Catherine Reef, steer 170 through the fairway, and about 5 miles E of Discovery East Bank lighthouse,
cl ear of all dangers.
If using Greig Channel or Inner Channel, the directions given in 10.44.04 are generally applicable. When the
South-east Monsoon is strong, smoother water, with less current, will be found in these channels than in the
main part of the strait.
10. 49. 08. Ge n e r a l d i r e c t i o n s f o r p a s s a g e s f r o m S e l a t Ba n g k a , Se l a t Ge l a s a , o r Ka r i ma t a St r ai t t o S u n d a
St r ai t . Da ng e r o us shoals extend for about 35 miles to the S of Selat Gelasa rendering great caution necessary
when leaving it and making for Sunda Strait.
10 Having cleared the shoals S of Selat Gelasa and Karimata Strait, the route to Sunda Strait is the same as that
from Selat Bangka, described below.
Wi t h a fair wind, after passing E of Five Fathom Banks, in depths of from 18 m to 22 m, steer to pass a prudent
distance W of Djaga Utara and E of Brouwers Banks and Lynn Reef; from thence reverse the directions given in
10.34.01 for proceeding N.
15 When working S from a position W of Five Fathom Banks, reverse the directions for ~vorking N as given in
10.34.01, and observe the caution for anchoring at night when the position is at all doubtful. Clifton Bank, with
a least depth of 5 m, E of Tandj ung Sekopong, will be avoided by keeping Kepulauan Segama bearing more than
180 , and when S of them, the islands bearing less than 360 will lead E of Djangkat Lajang, which has a depth
of 8 m over it.
20 In the South-east Monsoon, when the atmosphere is hazy and the coast rarely visible, great care is necessary
in passing Kepulauan Segama, which from N appear as one.
10.49.09. P a s s a g e s o u t h w a r d t h r o u g h S u n d a St rai t . T h e g e n e r a l d e s c r i p t i o n of Sunda Strait, together
with the winds, sea and tidal streams to be expected therein, is given in Admiralty Sailing Directions. See also
25 10.33.01.
Dur i ng t h e S o u t h - e a s t Mo n s o o n , from April to September, keep in the main fairway when the wind is
favourable ; but if proceeding through Selat Panaitan keep closer to the Java coast than to Panaitan. Thi s route
may be taken also at the beginning of the North-west Monsoon, up to about the end of December if conditions
are favourable.
30 The monsoon is generally supposed to shift at about the beginning of October, but often is delayed for a mont h;
the interval being filled with calms, light S' ly winds, and frequent heavy Sumatra squalls, or south-westers.
These squalls at this season generally take place at night, accompanied by heavy rain, t hunder and lightning,
and are of short duration.
D u r i n g t h e N o r t h - w e s t Mo n s o o n , from October to April, the alternative is offered between routes on the
35 N and S sides of Sunda Strait.
By the N o r t h e r n Ro u t e , during the strength of the North-west Monsoon in January and February, the W
channel, between Sangian and Kepulauan Sumur is recommended, giving the latter a berth of 1 miles and
thence working NW when winds are from W.
If it is late in the day when Kepulauan Sumur are sighted, with strong SW wi nds and an adverse stream, a
40 vessel will do well to seek anchoarge off the Sumatra coast or Tandj ung Sumur Batu at the N end of the islands,
or off Si ndu Islet, inshore of Kandang Balak, the SW island of Kepulauan Sumur. The vessel should be got
aweigh immediately the stream turns, to take advantage of the morni ng land breeze.
Working through the passage between Sebuku and Sumatra, pass on whichever side of Pulau Tiga the strong
currents and hard squalls will allow, and thence N of Serdang, and between it and Siuntjal; or, alternatively, pass
45 N of Legundi and out through Selat Legundi avoiding Medusa Reef, which lies NE of Seserot, passing on either
side of that island in mid-channel. In this manner a quick passage may be made through the strait if the wind
be not too variable, besides having the advantage of anchorage being available on the E side of Sebuku or
on the W side of Lampung Bay if the current or wind prove too strong.
Note : Legundi Strait, between the Sumatra coast and Legundi, is 2 miles wide, and is recommended to sailing
50 vessels working out of Lampung Bay in the North-west Monsoon. The passages on either side of Seserot are
equally good, and, with contrary winds or current, there is anchorage on the E side of the island in depths of from
18 m to 22 m, sand. Vessels drifting through the strait in a calm will be carried past the island by the off-set of
the current. To the W of Legundi Strait is Tel uk Kiluan, where safe anchorage may be found, if required, by
vessels with local knowledge only. Sailing vessels may run out ~vith the land wind, which blows here from the
55 N, but it is recommended to have a boat in attendance to tow, lest they should get becalmed under the high land ;
it is advisable to pass close W of Tandj ung Tuntungkalik.
The S o u t h e r n R o u t e through Sunda Strait takes a vessel to the Indi an Ocean along the Java coast and through
Selat Panaitan. There are on record many instances of vessels having worked out of the strait during the Nort h-
west Monsoon by taking this course, with more ease and celerity than could have been effected by stretching
60 into Lampung Bay, in consequence of the SW' ly current from the Java sea having then developed its chief
strength along the E side of the strait. Thi s is, however, a lee shore and therefore dangerous, at this season.
I n spite of this, cases are on record in which vessels have worked through Selat Panaitan i n a remarkably short
time during a W' l y gale, by carrying a heavy press of sail and tacking between the squalls, when it was impossible
for any vessel in Great Channel to beat against the current and heavy sea. In this monsoon, particularly when
65 working out, it is advisable to keep nearer the island shore, to obtain the help of a current sometimes runni ng
to the W, and to avoid being set upon the rocks about Tandj ung Gedeh by the heavy swell. Near the Java shore,
when outside anchorage depths in a calm, vessels would be in considerable danger.
70 10. 50. Ea s t e r n R o u t e s o u t h - b o u n d f r o m Ch i n a Se a
183
10.50.01. Ge ne r al r e ma r ks . The Eastern Route passes from the China Sea to Ombai Strait, or to Alas Strait,
Lombok Strait or Bali Strait. It is useful from the middle of May to the end of July.
Duri ng the strength of the South-west Monsoon, the best route from Hong Kong and adjacent coast ports
is to pass N of the Philippine Islands, through Bashi Channel or Balintang Channel, and then steer, either along
the E side of the Philippines, or to the SE towards Palau Islands. 5
When the E' ly monsoon is encountered, shape course to pass E of Halmahera Island, through Djailolo Passage
or Dampier Strait to the Halmahera Sea and thence to the Ceram Sea; alternatively a vessel may pass to the
Ceram Sea from the Pacific Ocean through the Molukka Sea.
From the Ceram Sea pass to the Banda Sea either through Mani pa Strait, E of Buru Island, or by passing W
of Buru; then continue through the Banda Sea to Ombai Strait, or through the Flores Sea to Alas Strait, Lombok 10
Strait, or Bali Strait; if bound to Bali Strait, the usual route is via Sapudi Strait.
10. 50. 02. Chi na Sea t o Paci f i c Oc e an vi a Bal i nt ang Cha nne l or Bas hi Cha nne l . Balintang Channel is
reputed to be free of danger, and is frequently used by sailing vessels S-bound from ports in China. Bashi Channel
is also used. See Admiralty Sailing Directions.
15
10.50.03. Paci f i c Oc e an t o Ce r a m Sea. As mentioned i n 10.50.01, this part of the Eastern Route can be taken
via Djailolo Passage, or Dampier Strait, or through the Molukka Sea.
In Djailolo passage, the deep channel lying between Pulau Muor and Pulau G6b6 presents no difficulty except
from the strong tidal streams, often accompanied by whirlpools and tide rips, particularly off the NW extremity 20
of Pulau G6b6.
Having passed through Djailolo Passage steer through the Halmahera Sea to enter the Ceram Sea through
one of the channels between the chain of islands about 70 miles S of Djailolo Passage. The channel between
Pisang Island and Boo Islands is recommended for sailing vessels during the South-east Monsoon.
When approaching Dampier Strait from an E' l y direction, Tandj ung Momfafa should be made out, a good 25
berth being given to the shoals, which extend about 7 miles ENE, and which may be avoided by keeping Wajam
Island bearing more than 245; then proceed, reversing the directions given in 10.46.03 and in Admiralty
Sailing Directions.
Having passed through Dampier Strait proceed direct to the Ceram Sea.
As for N- bound vessels (10.46.03), the Moluldia Sea cannot be strongly recommended S-bound between the .30
Pacific Ocean and Ceram Sea. It is sometimes used by sailing vessels S-bound from China, and, after September,
with advantage: but it is a tedious passage to beat throug-h, as the currents set ~vith the xvind at the rate of
fi'om 16 to 24 miles a day. When it is difficult to get to the S by the channel between Sula Islands and Obi
Major, sailing vessels might try to do so, by keeping near the W coast of Halmahera and passing through
Patientie Strait, between Halmahera and Batjan, and thence through Obi Strait and Tobalai Strait to the Ceram 35
Sea.
10. 50. 04. Ce r a m Sea t o I ndi a n Oc e an vi a Omb a i Strai t, Al as Strai t, L o mb o k Strai t, or Bal i Strai t. The
recommended route is to pass through Manipa Strait into the Banda Sea and thence proceed as directly as
possible to Ombai Strait or to Alas Strait, Lombok Strait, or Bali Strait. 40
In passing through Mani pa Strait, S-bound in the South-east Monsoon, keep towards the W side of Manipa
Island, where the N-going current will not be so strongly felt. See 10.46.02 and Admiralty Sailing Directions.
Approaching Alas Strait from the N, Mount Rindjani and the high NW part of Sumbawa are conspicuous.
The 180 m depth contour line from the S terminates about a mile from Tandj ung Ringgit; from the N it penetrates
as far as a line runni ng W from Belang Island. The soundings between are deep but irregular. Alas Strait, as are 45
all straits E of Java, is more or tess subject to calms; it is therefore advisable i n a sailing vessel to keep within
soundings on the Lombok side, the more so as the currents are not so strong there as in the middle and on the E
side.
When S-bound, it is advisable to get under weigh very early in the morning, in order to dear the strait, if
possible, before the sea breeze sets in. 50
In Lombok Strait, S-bound during the South-east Monsoon, with predominating SE winds, it is advisable
to work up under the Bali shore with a N-going stream unt i l Mount Agung bears 270; under these conditions,
working to the S under the NW coast of Lombok is difficult, and the same applies to the Bali shore S of the parallel
of Mount Agung.
Duri ng the North-west Monsoon and in the transition months, Lombok Strait from the N affords no particular 55
di~cultles; the remarks on the tidal streams in Admiralty Sailing Directions should be studied.
Bali Strait (10.47.02) offers a safe passage to S-bound vessels during the North-west Monsoon, and with the
exception of Alas Strait, E of Lombok Island, is to be preferred to all the passages E of Java, as there is anchorage
on both sides of the narrows in case they should not be passed through in a single tide. For vessels coming from
the N, the chief difficulty to contend with is the great strength of the currents. Sailing vessels should only navigate 60
this strait by day. Duri ng the North-west Monsoon, the water in the Strait is smooth, and the passage easy.
It is well to have boats ready for towing the vessel, when near the shore, in calms.
10.51. Cent ral Rout e s o u t h - b o u n d f r o m Chi na Sea
10.51.01. Ge ne r al r e ma r ks . The Central Route runs from the China Sea, through Makassar Strait, to Alas
Strait, Lombok Strait, or Bali Strait. It is, in fact, the reverse of the First Eastern Passage (10.47). It is intended
for vessels leaving China at the end of April or the beginning of May.
Summarising the route, a vessel should steer from the vicinity of Macclesfield Bank, to pass through Mindoro
Strait, and thence across the Sulu Sea to the Sulawesi Sea via Basilan Strait or Sibutu Passage; Basilan Strait
is recommended for sailing vessels, though Sibutu Passage is sometimes used. The voyage now continues through
the Sulawesi Sea and Makassar Strait into the Java Sea, through which either of two rout es may be taken,
namely to Sunda Strait or to one of the central passages, Alas Strait, Lombok Strait, or Bali Strait. Vessels bound
to the last named usually pass through Sapudi Strait.
If an alternative to Makassar Strait is desired, a vessel may pass from the Sulawesi Sea to the Banda Sea via
the Molukka Sea, Ceram Sea and Manipa Strait.
10 10.51.02. Passage t hrough Mi ndoro Strait i nt o Sul u Sea. The ~vide Mindoro strait, separating the
Calamian Islands from Mindoro Island, is one of the most frequented channels for sailing vessels which leave
Manila for the Indian Ocean towards the end of April, and throughout the South-west Monsoon period ; and by
other vessels at all times of the year from the ports of China to Australia. Land and sea breezes are felt on the
coasts of the larger islands in Mi ndoro Strait, mostly during the South-west Monsoon and in the periods between
15 the monsoons; they are not so regular during the North-east Monsoon.
For further information, see Admiralty Sailing Directions.
20
10.51.03. Passage t hrough Sul u Sea to Makassar Strait. Making to the S through the Sulu Sea, it is best
to keep on the E side along the coast of Panay Island, and through Basilan Strait. The more direct route from
Niindoro Strait S through Sibutu Passage is not recommended and no special directions are available for it.
For the Sulu Sea and Basilan Strait, see 10.47.06.
The passage from Basilan Strait or Sibutu Passage, across the Sulawesi Sea to Makassar Strait, is as direct as
possible.
25 10.51.04. Passage s out hbound t hrough Makassar Strait and Java Sea. In Makassar Strait, the Borneo side
provides anchorage in case of need; the coast of Sulawesi is steep-to. Although there are some dangers in the
channel W of Little Paternoster Islands, it is nevertheless much frequented for the same reason.
On leaving Makassar Strait, and entering the Java Sea, course must be shaped for Sunda Strait or for the N
entrance to one of the three passages between the islands immediately E of Java, namely Alas Strait, Lombok
30 Strait, and Bali Strait. See 10.47.02.
If bound for Alas Strait or Lombok Strait, steer to pass about 20 miles E of the dangers on that side of Kangean
Kepulauan. If bound for Bali Strait the usual route is through Sapudi Strait, which is a good and safe channel
with no dangers other than Tembaga Reefs, which dry, and Jacoba Elizabeth Rock, with a depth of 11 m 9,
lying on the W side; it is preferable to both the channels W of Gili Jang and the channel E of Sapudi.
35 In Sapudi Strait and the passages farther E, including Kangean Kepulauan, the South-east Monsoon prevails
from April to October, and the Nort h-west Monsoon from November to March. In April and May all winds are
southerly, in June the monsoon becomes dominant from SSE to SE, and blows with greatest strength during
July, August and September. In November winds are N' l y, alternating with rain squalls from all points; in
December N and NW winds last longer and squalls come from NW or WNW; January and February are marked
40 by very squally weather from NW to N, and in March it often continues to blow stiffly from W to WNW.
,15
50
ROUTES THROUGH RED SEA
10.55. General note. Sailing vessels, whether N-bound or S-bound, at times experience great difficulties
when working against the strong winds, which, in the winter season, blowing from either end of the Red Sea
towards its centre, produce a short hollow sea, and, combined with the strong current that often runs with
the wind, renders the progress of such vessels very slow. In working to windward in the central channel, a vessel
cannot do wrong by keeping towards the Arabian shore, but should not stand close in with a light wind or heavy
swell. After dark she ought only to stand towards the shore half the distance she stands out, and should never
come nearer than 10 miles to the reefs at night, to guard against the possibility of mischance from the unexpected
existence of a cross current.
55 10.56. Sout hbound t hrough Red Sea. For sailing vessels, the most favourable part of the year for the S-
bound passage is from June to September, or the period of the South-west Monsoon in the Arabian Sea, as
N' l y winds of variable strength then prevail throughout the whole length of the Red Sea. Particular attention
should be paid to the description of the currents in the Red Sea; this is especially necessary for the narrower
portions of the passage, and the approaches thereto. See 6.51-6.53 and Admiralty Sailing Directions.
60 On approaching the Straits of B~b-al Mandab, choice must be made between using Large Strait, or Small
Strait. For ease of navigation the former is recommended, numerous accidents having occurred in the latter;
at the same time consideration must be given to the fact that anchorage, in case of need, is possible in any part
of Small Strait. The circumstances prevailing at the time must determine the course to be followed.
65 10.57. Nort hbound t hrough Red Sea. For the N-bound voyage by the same route as the S-bound (10.56),
December, January and February are the best months, as the S' ly winds often carry a vessel as far as the
parallel of Jiddah, and sometimes as far as that of Quseir, or even, at times, to Suez itself. After losing the
S' l y wind, a vessel will have the N' l y wind to beat against.
If as far N as Quseir, and bound for Suez, and a strong N' l y wind is encountered, a vessel in the central channel
70 of the Red Sea, or even on the W shore, ought to stand over to the Arabian coast, where she vill probably fetch
185
A1 Muwailih (27 40" N, 35 27" E). Having worked up 30 miles N of that place, she may stand over to Ras
Muhammad, leaving the Arabian coast at night. As she proceeds, the N' l y winds will veer to NNE out of t he
Gul f of ' Aqaba; by sailing as close as possible, these will enable her to fetch Ras Muhammad.
R O U T E S F R O M A D E N
10.60. A d e n t o B o m b a y . Duri ng the South-west Monsoon from April to September, take as direct a route
as possible. Keep in the centre, or rather towards the Arabian shore of the Gul f of Aden, to avoid the W' l y current
on the African coast. Duri ng the strength of the South-west ~vlonsoon, in June, July and August, when the 10
weather is thick and heavy, and observations very uncertain, steer direct for Kh~nderi Island, and watch t he
soundings carefully.
When steering for Bombay Harbour, from the middle of May till August, steady gales and clear weather will
be experienced at times, until within 70 or 90 miles of the coast, but cloudy weather with rain and squalls may be
expected on the bank of soundings, as the land is approached. 15
If not certain of the latitude it will be prudent to keep between the parallels of 18 15' N and 18 25' N, and
endeavour to get soundings on Direction Bank, after passing over Fifty Fathoms Flat.
Duri ng the early part and strength of the South-west Monsoon, great care must be observed not to get N
of the entrance to the harbour, for then the N-going tidal stream, as well as the heave of the S' ly swell, frequently
sets vessels along the bank towards the Gul f of Cambay, and late in May, June and July it would be found difficult 20
at times to work round Prongs Reef. Therefore, in these months a vessel should steer direct for Kh~nderi
Island, allowing for a N' l y set of the tidal st ream--t hough the prevailing current outside the depth of 55 m off
the harbour, after the burst of the monsoon, is S-goi ng--and endeavour should be made to make the island bearing
between 090 and 135 , borrowing a little either way, as circumstances require, to carry a fair wi nd in entering
the harbour. 25
If the wind is inclined to blow in squalls from W to WNW, a vessel should not run too close inshore S of
Kh~nderi Island, not even approaching that island very close, as there might be difficulty i n weathering it with
these winds, which are sometimes experienced in June and July, but are more frequent in August.
Duri ng the interval between the land and sea breezes in the forenoon, a heavy smoky haze frequently hangs
over the land, obscuring everything from view, so that great care should be exercised when approaching the land 30
shortly after daylight between May and August. Occasionally this also occurs during the calm hours of the
evening.
Duri ng the North-east Monsoon, from October to March, the passage from the Red Sea to India or the Persian
Gul f is very tedious for sailing vessels, and is seldom attempted. In former times, the passage between Aden and
Bombay, when unavoidably taken at this season, frequently occupied from 60 to 90 days. 35
If it is necessary to make the passage, work along the coast of Arabia, taking advantage of every shift of wind.
Should the W-going current be strong inshore, stand out 60 or 80 miles from the land; if the wind be light, take
advantage of the tides and land winds inshore, anchoring when requisite. When off Kuria Muria Islands, stretch
over for Bombay, and as easting is made, the wind will draw to N or even W of N.
4O
10.61. A d e n t o C e y l o n a n d Ba y o f B e n g a l . From April to October, during the South-west Monsoon,
invariably pass N of Socotra to avoid the heavy cross seas S of that island. It is at all rimes desirable to avoid
passing S of Socotra if this means making Abd-al -Kuri at night, as the currents often set strongly N.
For Ceylon, proceed direct and thence to the Bay of Bengal, see 10.03, where directions for the Bay of Bengal
will be found. 45
From October to March, keep along the coast of Arabia to about 52 E; pass through Eight Degree Channel
or Ni ne Degree Channel ; then steer to round Ceylon, and having cleared that island, make casting on the parallel
of 5 N as far as the middle of the Bay of Bengal, and then work N. From the meridian of 87 E, a vessel will
probably fetch Madras. After mid-February, round Ceylon at a distance of about 50 miles and then proceed
direct. 50
The currents off the coast of Ceylon are strong and variable, see Admiralty Sailing Directions.
10.62. A d e n t o Ma l a c c a St r ai t . From April to October, pass N of Socotra, and thence direct round the S
end of Ceylon and across the Bay of Bengal, entering Malacca Strait S of Great Nicobar Island.
From October to March, work along the Arabian coast as far as Ras Fartak, or just beyond it, and thence stand 55
across the Arabian Sea, passing S of Minicoy Island, and round the S end of Ceylon, and across the Bay of
Bengal. Pass close S of Great Nicobar Island, if the wind permit, and thence keep on the Malay side of
Malacca Strait, see 10.83.
10.63. E i g h t D e g r e e C h a n n e l a n d N i n e D e g r e e C h a n n e l are separated by the island of Minicoy. I n
Nine Degree Channel, the practice of steering to pass a few miles N of Minicoy, especially by night, is a dangerous
one, because the island is over 4 miles long i n a N and S direction, the light is on the SW side, and the current
at times sets strongly to the S. On the other hand, in Eight Degree Channel, a vessel should keep i n the N part
of the channel, nearer to Minicoy than to the Maldive Islands.
10. 64. A d e n t o F r e m a n t l e , Ca p e L e e u w i n , a n d s o u t h e r n Au s t r a l i a o r N e w Ze a l a n d . Du r i n g t he
South-west Monsoon, from April to October, when W' l y winds prevail in the Gul f of Aden, proceed to the S of
Ceylon, as directed in 10.62. After roundi ng the S extreme of Ceylon steer to the SE t o cros s t he equat or i n
about 95 E; thence continue S across the South-east Trade into the W' l y winds and round Cape Leeuwin if,
not bound to Fremantle.
60
10
15
From November to March, proceed towards Ceylon, as directed for that season in 10.62; and thence, with the
North-east Monsoon, cross the equator i n about 90 E into the North-west Monsoon. Then make easting in
that monsoon as far as the E end of Java; thence stand S across the South-east Trade into the westerlies, and
thence continue to Cape Leeuwin and Fremantle.
At all seasons, if bound to ports on the S or SE side of Australia, to Tasmania, or to New Zealand, continue
S and SE i n the westerlies to join the appropriate part of the route from the Cape of Good Hope, see 10.01.03.
10.65. Ad e n t o Maur i t i us. Duri ng the South-west Monsoon, from April to October, pass N of Socotra,
r un through the South-west Monsoon; cross the equator in about 72 E or even run through One and half degree
Channel, and make southing into the South-east Trade, passing E of Chagos Archipelago. From thence
proceed direct to Mauritius.
From November to March, work along the Arabian coast until able to weather Ras Asir, run through the
North-east and North-west Monsoons, crossing the equator in about 64 E, and the parallel of 10 S in about
70 E; when i n the South-east Trade steer direct for Mauritius.
10.66. Ad e n t o Cape of Go o d Ho pe . From April to October, pass N of Socotra, run through the South-west
Monsoon, cross the equator i n about 72 E, or even r un through One and half degree Channel and then cross
the equator; thence making southing into the South-east Trade Wind, passing E of Chagos Archipelago. Run
through the South-east Trade, passing S of Mauritius and about 100 miles S of Madagascar, and make the
20 African coast about 200 miles S of Durban. From thence keep in the strength of the Agulhas Current until
abreast of Mossel Bay, and thence proceed direct round Cape Agulhas. Wi t h W' l y winds after passing Algoa
Bay, keep within 40 or 50 miles of the shore. See 10.74.
From November to March, work along the Arabian coast until able to weather Ras Asir, then run down the
coast of Africa and through Mozambique Channel, taking advantage of the full strength of the Mozambique and
25 Agulhas Currents as before.
See 10.05.02 and 10.74.
10.67. Ad e n t o Mo mb a s a or Se y c he l l e s Group. From April to October the route is via Seychelles Group.
Having passed N of Socotra, stand away to the SE on the starboard tack and cross the equator in about 70 E,
30 or as far W as the monsoon permits.
The South-east Trade will be met with, after crossing the doldrums, in from 2 S to 40 S, and having picked
it up, steer direct for Seychelles, if calling there, or towards Mombasa; but allowance must be made for the
probability of the wi nd heading, and for the strong N-going current which will be entered on nearing the African
coast.
35 From November to March, proceed as directed in 10.66 for that season, but heading for the desired port
when it can be reached in the South-east Trade wind.
40
45
ROUTES FROM WEST COAST OF I NDI A AND CEYLON
10.70. Kar~hi t o Bo mb a y . Proceed direct, but in June, July and August first get an offing into depths of
from 27 m to 36 m before standing S ; Bombay should be made on the parallel of Kh~nderi Island, and the sound-
ings should be carefully attended to. There is considerable indraught into the Gul f of Kut ch from March to Sep-
tember.
10.71 Bo mb a y t o Kar~chi . In May and early in June, on leaving Bombay, make westing so as to be able to
weather Di u Head by 100 miles if bound into Gul f of Kutch, or by 200 miles if for Kar~chi. Duri ng June,
July and August when bound for KarAchi be careful not to make the coasts of Sind and Kut ch before sighting
Manora Lighthouse, as there is a SE' ly set, and the wind is liable to lull occasionally inshore, leaving the vessel
50 with a heavy swell and lee current.
I n the first part of the South-west Monsoon (May and June), the stream during the flood, setting into the
Gul f of Kutch, is greatly accelerated.
I n September and October, also i n March and April, when NW' l y winds are general, work direct for Di u
Head, and thence along the coast. In November, December, January and February work along the coast with
55 the land and sea breezes, making due allowance for the tides, sighting High Land of Saint John (20 03" N,
72 49" W), or reaching the parallel of 20 N, before crossing to Di u Head, as the wind hangs much to N and NNE
across the Gul f of Cambay.
November is a calm mont h along the S coast of K~thiAwar, and it is frequently necessary to anchor on the flood
to avoid being swept into Gul f of Cambay.
60 From November to January, when fresh NE' l y winds blow outside the Gul f of Kutch, and when working into it,
anchor during the ebb off DwArka or Kachigadh, and start with the flood across the mout h of the gulf to make
the Kut ch coast, where the water is smoother and a vessel can work to the E.
10.72. Bo mb a y , or Co c hi n, Cal i c ut and Mal abar Coas t t o Ade n. From May to September, duri ng the
65 South-west Monsoon, this passage is seldom taken; but in case of necessity it is given as follows, by what is known
as the "Sout hern Passage".
After gaining an offing from the Indi an coast into depths between 27 m and 36 m (or even to 75 m i n the first
part of the South-west Monsoon, as the wi nd then hangs much in a S' ly quarter) steer down the coast, keeping
in soundings of from 73 m to 91 m; this is advisable to keep clear of Laccadive Islands in the thick overcast
70 rainy weather that may be expected, when observations may not be obtainable for days together. After passing
these islands make as little casting as possible. The wi nd will be from SW to WSW with hard W' l y squalls; a
SSE' l y current of 20 to 30 miles a day will be experienced.
Cross the equator, and when fairly in the South-east Trade run to the W, passing S of Chagos Archipelago
and NE of Seychelles Group; recross the equator in 53 E or 54 E. Run through the South-west Monsoon,
and make the African coast between Ras Hafun and Ras Asir, due consideration being given to the strong NE' Iy 5
current which will be experienced on nearing the land. Pass close round Ras Asir, and keep along the African
coast up to Malt Island, and then stand across the Gul f of Aden. The utmost caution is necessary when roundi ng
Ras Asir from S or SE during the South-west Monsoon, see 10.73.
From October to April, during the North-east Monsoon, proceed direct, but towards the end of the Nort h-
east Monsoon, in March and April, the winds are less constant in the Arabian Sea than in the four preceding 10
months, and there are calms at times. I n these months, steer to pass S of Socotra; for, early i n April, the Nort h-
east Monsoon is nearly expended about this island and on the coast of Arabia, and is succeeded by light breezes
from SW and W, with frequent calms. The current also begins to set strongly to the N about Socotra, and between
it and the coast of Africa. About and from the latter end of March, therefore, it is advisable to pass about 50 miles
S of that island, in order to fetch Ras Asir with the SW' l y winds which may then be expected. 15
Leaving Bombay late in April, shape a course to pass well S of Socotra, i n order to make the coast of Africa
S of Ras Asir with the SW' Iy wind, which will probably be met with long before that shore is approached. The
land may then be made anywhere between Ras Hafun and Ras Asir, and the remainder of the passage may be
made as directed above for the South-west Monsoon.
In November, December, January or February, sailing vessels bound to the Red Sea from Cochin, Calicut, 20
or other ports on the S part of the Malabar coast, may steer directly W through the most convenient channel
through Laccadive Islands. Those from Cochin should pass through Ni ne Degree Channel, but vessels
from Mangalore or Cannanore should pass N of all the islands. In March and April, the prevailing winds between
the Malabar coast and the African coast being from N to NW, it is better to keep near the Malabar coast unt i l N
of Mount Delly and to pass N of the islands; or if Ni ne Degree Channel is adopted, vessels should pass near 25
Kalpeni and Suheli Par as the current sets S towards Maldive Islands in these months.
When W of Laccadive Islands in November, December, January or February, a course may be shaped to
pass N of Socotra; but late in March or early i n April, it is prudent to keep farther S, in 9 N or 10 N as the
wind may admit; and, in May, when the South-west Monsoon may be expected, it is advisable to keep well
to the S.
30
10.73. Cauti on whe n approachi ng Ras Asir. As many yessels have been wrecked on the coast to the S of
Ras Asir, the utmost caution is necessary when roundi ng this headland from the S or SE, during the South-west
Monsoon, when the weather is stormy, accompanied by a heavy sea and strong current, and the land is generally
obscured by a thick haze. By day there is usually a gradual change in the colour of the water from blue to dark 35
green as the land is approached; the sea decreases and the swell alters its direction to the E of S when Nand W
of Ras Hafun. When the land cannot be clearly seen and recognised, extreme caution is necessary.
After roundi ng Ras Asir keep towards the African shore unt i l Malt Island is reached, then steer for Aden.
Beating along the African shore against strong W' l y and WSW' l y winds is sometimes tedious, but perseverance
is more likely to succeed here than i n the middle of the gulf or on the Arabian shore. 40
Good sails and rigging are essential, for the wind frequently blows in severe gusts along the African coast.
10.74. Bombay to Cape of Good Hope. From May to September, stand down the coast of India (see
10.54.06, 10.54.07) and across the equator into the South-east Trades; then steer to pass S of Mauritius and
about 100 miles S of Madagascar, and make the African coast about 200 miles SW of Durban. From thence, keep 45
in the strength of the Agulhas Current until abreast of Mossel Bay, and then proceed direct round Cape Agulhas.
I n the early part of the monsoon (June and July) when the wind is more S' ly t han later on, get an offing from
Bombay into about 90 m of water before standing down the coast, and then keep i n a depth of between 73 m
and 90 m to ensure being well inshore of Laccadive Islands.
I n April and October the route is similar but somewhat to the W, and in April a considerable shortening can 50
usually be effected by making a direct course from 15 S, 70 E to 30 S, 40 E, where the former route is again
picked up.
From November to March, there are two routes for the first part of this passage, one leading E, and one W,
of ~les Comores; the two routes rejoin i n about 20 S and thence continue to the Cape of Good Hope.
To follow the route E of Tles Comores, proceed direct from Bombay, W of Seychelles Group and Amirante 55
Islands, and between Madagascar and ~les Comores, on a t humb line towards the African coast at Durban.
Thence keep in the strength of the Mogambique Current and Agulhas Current. I n roundi ng the Cape of Good
Hope if W' l y winds prevail, keep over Agulhas Bank not more than 40 or 50 miles from the coast; here the sea
~vill be smoother than elsewhere.
A route passing W of Ties Comores is recommended by some navigators on account of the rather better current 60
on the African side of Mogambique Channel. A vessel using this route would sail direct from Bombay as above
and, keeping on the African side of the channel, proceed S as directed above.
When approaching Moqambique Channel from N, keep well off the land unt i l up to Cabo Delgado, as the
wind sometimes hangs to the E and even S of E; from thence, stand down the coast, inside Saint Lazarus Bank,
keeping in the strength of the Mozambique Current and the Agulhas Current and making Cape Agulhas. 65
A vessel will probably have to work to windward in the S part of Mozambique Channel, the prevailing winds
there being S' ly.
June, July and August are the worst months, and January and February the best mont hs for sailing vessels
proceeding W- bound round the Cape of Good Hope, and it should be borne in mi nd that there is much less sea
over Agulhas Bank in depths of from 110 m to 130 m, or less, during heavy gales, than there is near its edge and 70
1 8 8 SAI LI NG VESSEL ROUTES
5
10
15
S of it. If it is found necessary to heave-to, the port tack should be chosen, as, with the exception of SE' ly gales
beginning with SE' l y winds, the shift of wind is almost invariably against the hands of a watch, and the vessel
will come up to the sea.
From October to April, E' l y winds prevail as far S as the tail of Agulhas Bank, in about 37 S, with variable,
but chiefly W' l y winds beyond.
Mariners should remember that off all parts of the S coast of Africa, and especially off salient points, sunken
wrecks or uncharted dangers may lie close inshore; and that it is not adviable to approach this surf-beaten coast,
even i n full-powered steam-vessels, within a distance of 3 or 4 miles; sailing vessels should give Cape Agulhas
a berth of 7 or 8 miles.
10.75. Bombay to Col ombo. At the onset of the South-west Monsoon, when the wind hangs to the SW,
first get a good offing into depths of from 70 m to 90 m off Bombay, and keep on the edge of the bank in those
depths to keep clear of Laccadive Islands. On proceeding S the wind will generally become more favourable,
veering to W and WNW. Between Cochin and Cape Comorin S' ly currents and WNW' I y winds prevail from
mi d-Jul y to mid-October.
October to May is the period of the North-east Monsoon and of the land and sea breezes along the W coast of
India. A summary of the weather that may be expected, and advice to sailing vessels desirous of making full use
of the land and sea breezes is given i n 10.76.
20 10.76. Land a n d s e a b r e e z e s o f f w e s t c o a s t o f I n d i a . Except during the South-west Monsoon, land and
sea breeze effects are usually well developed near the coast, but the strength and duration of the land winds may
be modified by the mountainous nature of the hinterland.
Off the Konkan coast, the South-west Monsoon fails after the middle of September, and is followed by light
variable breezes, frequent calms, cloudy weather, and occasional showers. Thi s unsettled weather lasts for 6
25 or 8 weeks, with prevailing winds from the NW; but occasionally from SW and S. On the Kanara, Malabar
and Travancore coast there are occasional off-shore squalls.
Late i n October, or early in November, a breaking-up storm may take place, with a high wind suddenly coming
up from the S and blowing hard for several hours, accompanied by t hunder and lightning. After this, the Nort h-
east Monsoon sets in, with fine weather; and land and sea breezes are experienced within 10 or 20 miles of the
30 coast, which continue unt i l March or April.
The sea breezes of the Malabar coast are fairly established throughout October, while as yet the land winds
are only occasional, light and uncertain; the former seldom fail, till they are merged in the South-west Monsoon.
Thus the navigator may calculate on sea breezes for eight months of the year, but on regular land winds for
only half that period.
35 When the land and sea breezes are regular, the sea breeze fails in the evening about sunset, and is generally
followed by a calm which continues until the land wind comes off at between 2000 and 2200; at first, it comes in
fluctuating gentle breezes, but it soon steadies from between NE and ESE, continuing so till 0900 or 1000; it then
begins to fail, decreasing to a calm about mid-day. About this time, or soon after, the sea breeze sets in from
WSW, W, or NW, and generally veers towards N i n the evening, decreasing in strength.
40 I n March and April, off the coast of Maharashtra, the land breezes are very light and uncertain, seldom coming
off till morning, and continuing so short a time that little advantage is gained by them; it is therefore necessary
to keep an offing, to be ready for the sea breeze, which may at this time, between Bombay and Cape Comorin,
be termed NW winds; they usually set in about noon at WNW veering gradually to NW and NNW, in the evening,
from which direction they continue during the first part of the night, declining afterwards to a calm about mi d-
45 night, or early i n the morning. A faint land breeze sometimes follows; but more frequently light airs from N or
calms may be expected, nearly from mi dni ght until the NW wind sets in about noon on the following day.
I n April the weather is mostly hazy, and at times cloudy over the Ghats in the evenings, with light showers.
In May the prevailing winds along the coast S of Bombay are from NW and W, but often variable and uncertain,
with cloudy threatening weather and light showers at times, accompanied by lightning from SE. A gale from
50 SW or S is liable to occur in this month, and several ships have speedily run along the coast to Bombay; but it is
prudent to keep well out from the land, and to be prepared for bad weather, in order to avoid being driven on a
lee shore if a storm should set i n from W. When NW winds prevail, the weather is settled and clear of clouds,
though a little hazy; but it is cloudy and threatening when they blow between SE and SW. It sometimes happens
that heavy clouds collect over the land in the evenings, producing a hard squall with rain about mi d-ni ght ; this
55 has frequently been experienced between Mangalore and Hog island in May and early in June, when these land
squalls blow in sudden gusts through the gaps between the mountains.
The land and sea breezes described above require attention for sailing vessels to benefit by them to the full
extent. Duri ng the night, with the land breeze, it is prudent to keep well inshore, if the wi nd admit, without
tacking, for there it is strong and steadier than farther out; but in the morni ng it is advisable to edge more out,
60 to get an offing of 15 or 20 miles, or soundings of from 50 m to 55 m, before noon, ready for the sea breeze.
I n the evening it is desirable to be near the shore, before the land breeze comes off; the coast may be approached
to a depth of 18 m in most places from Bombay to Quilon, and if close inshore before the land breeze starts,
short tack should be made near the shore until it comes off; when calm, its approach is frequently indicated
by the noise of the surf on the beach, which is heard at a considerable distance.
65 Duri ng the period of change, before the South-west Monsoon has set in, the small coasting vessels run into
the nearest river or place of shelter S of Bombay in the afternoon, but large vessels should have sea-room.
70
10.77. Bombay to Bay of Bengal . Proceed first as for Colombo, but so as to round the S side of Ceylon. From
June to mid-January, make casting to the middle of the Bay of Bengal, but during the other half of the year
keep on the W side, to destination. See 10.03.05, 10.03.06.
10.78. Co l o mb o t o B o mb a y a nd we s t coas t o f I ndi a. Duri ng the height of the South-west Monsoon,
do not attempt to work N along this coast. At other times between May and September, opportunities may
present themselves, see 10.76 and Admiralty Sailing Directions.
In Sept ember and October, the N- bound passage is very tedious; on the S part of the coast a strong current
sets constantly to the S, and the wind is NW and variable, with frequent light airs; vessels often anchor to avoid 5
being drifted back. The weather is threatening at times, with heavy showers. The land winds begin to blow about
the beginning of October, S of Calicut, but do not extend far off-shore until November.
In December, January, and February regular land and sea breezes render the navigation N- bound near the
coast easy, as the sea is remarkably smooth and the sea breeze is at its strongest.
Where there are gaps in the mountain chain, as at P~lghfit, on the parallel of 10 45' N, the land winds in 10
December and January continue sometimes to blow for more than a day without any intervening sea breeze.
This occurs, also, but in a rather less degree, off Kfirwfir Head, where the valley of Kfilinadi River assumes a
straight funnel shape in an E- W direction. In these months a sailing passage may sometimes be made from Cape
Comorin to Bombay in six to eight days, and the return voyage in four or five days. In November and early in
December the sea breezes are weak, but become stronger afterwards. As February advances, the land breezes 15
decrease in strength and duration, and are not always regular.
In March and April, the land breezes will generally fail in strength and duration N of Mount Delly; make
certain, therefore, particularly in April, of being well to seaward, in depths of from 65 m to 75 m, about
noon, so that a long stretch to the NNE or NE with the NW' l y winds may be made. If near the shore
early in the evening, with the wind at NW, make short tacks, until the breeze veers to the N, which may be 20
expected early in the night; then stretch off to the NW or WNW to be ready for the sea breeze of the following
day.
When a strong NW' l y wind sets in, it is liable to continue for two or three days, or longer, rendering it imprac-
ticable to gain any ground when working near the coast. At such times keep about 60 miles or more from the land,
where the winds are generally moderate and the sea smooth. 25
Late in April, or during May, keep a good offing towards Laccadive Islands, and when to the N of those islands
keep a greater offing still, in case of a gale coming on.
On the S part of the coast, S of Mount Delly and meeting with NW winds in this month, stretch off to the W
of the islands, passing between Suheli Par and Minicoy or between any of the Laccadive Islands, to benefit by
the approaching W' l y winds. 30
10.79. Co l o mb o t o Ade n. The passage is hardly ever undertaken against the South-~vest Monsoon, from
April to September. In case of necessity, however, the directions are to stand at once across the equator into the
South-east Trade, thence run W passing S of the Chagos Archipelago, and NE of Seychelles Group ; recross
the equator in about 53 E or 54 E, and shape course to make the African coast at Ras Hafun; round Ras Asir
and work along the African coast as far as Mal t Island, before standing across the Gul f of Aden. Caution is
necessary when making the African coast, see 10.73.
From October to March, pass through Nine Degree Channel, and then proceed direct for Aden. After the
middle of March, pass S of Socotra, as light SW' l y and W' l y breezes may then be expected near this island.
See 6.59.
35
40
10.80. Co l o mb o to Cape o f Go o d Hope. Pick up the route from Bombay described in 10.74, according
to time of year, at the nearest available point, passing through Ni ne Degree Channel from November to March
(North-east Monsoon), but directly to meet the May-t o-Sept ember route at about the equator, during the South-
west Monsoon. 45
10. 81. Co l o mb o t o Fr e ma n t l e a nd s o ut h a nd s out h- e as t Aus t ral i a, or t o Ne w Ze al and.
From April to October, having rounded the S extreme of Ceylon steer to the SE to cross the equator in about
95 E; thence proceed S across the South-east Trade into the W' l y winds for a direct passage to Fremantle or
round Cape Leeuwin. To the E of Cape Leeuwin, proceed as directed in 10.64.
From November to March, make as much easting as possible in the Nort h-west Monsoon, and then proceed
S across the Trades as above.
50
10.82. Co l o mb o t o Ma l a c c a Strai t. In the South-west Monsoon proceed direct to pass S of Great Nicobar
Island.
In the North-east Monsoon, stand S as far as about 3 N, and then work NE towards the NW end of Sumatra,
entering Malacca Strait S of Great Nicobar Island.
55
10.83. Ma l a c c a Strai t. Directions are as given in Admiralty Sailing Directions. From April to October, after 60
passing the NW end of Sumatra the South-west Monsoon will probably fail and it is advisable then to keep to
the Malay side of the channel for better breeze and tidal streams. Sometimes a brisk W' l y wind will be carried
as far as Pulau Penang, and, once the islands off the Malay coast are sighted, there will be no difficulty in making
to the S.
The winds on the E side of the Strait tend to be more favourable for a S-bound passage from October to March 65
also.
From October to March, during the North-east Monsoon, a sailing vessel N- bound should, after passing
Pulau Pangkor, keep near the edge of the mud flat that fronts the coast in order to avoid the strong wind and short
sea likely in the offing near Pulau Penang.
Directions for making Singapore are given in 10.39.03. 70
ROUTES FROMPORTS IN BAYOF BENGAL
( e x c e p t f r o m R a n g o o n s o u t h w a r d )
10. 90. N o t e s o n n a v i g a t i o n u n d e r s a i l i n Ba y o f B e n g a l Th e r e i s no difficulty in proceeding from S to N
5 or from W to E in the Bay of Bengal during the South-west Monsoon, nor from N to S or from E to W during
the North-east Monsoon. See 10.03.05.
When the monsoon is contrary, a sailing vessel must work as necessary for the passage. At the change of the
monsoon, voyages are usually tedious, for the light and variable winds, then prevalent, are as often adverse as
favourable, every slant should be taken advantage of, and the NE part of the bay avoided, unless bound to, or
10 from, one of the ports on that side of the bay.
As stated in 6.16, cycl ones occur from May to November, with November as the mont h of greatest frequency.
They occur very occasionally in March, April, and December, and are almost unknown in January and entirely
so in February. See The Mar i ne r ' s Handbook and Admiralty Sailing Directions.
If warning of a storm in the N part of the bay is given by E' l y winds and a falling barometer between June and
15 September, or by a squally E' l y or NE' l y wind driving low, long-drawn masses of cloud before it, or a strong
W' l y current at the head of the bay, in May, October, or November, a vessel in Hooghly River or a port at the
head of the bay should remain in harbour till the weather moderates.
I f at sea in the right-hand semicircle, the vessel should be hove-to on the starboard tack until the storm has
passed, and if undoubtedly in the left-hand semicircle she should heave-to on the port tack if the wind is E of N,
20 or run to the S, keeping the wind on the starboard quarter, when the wind is N, or W of N.
Vessels lying in the roadsteads of the Coromandel coast on the approach of a cyclonic storm usually run
in a S' ly direction round the SW quadrant, and this is probably the only course open to sailing vessels.
10.91. Madr as t o Ca l c u t t a . From April to August, proceed as directly as possible, making the land about
25 Bavanapfidu (18 34' N , 82l 21" E) .
In Sept ember and October, stretch over to Nort h Andaman Island or Cape Negrais; when 100 miles W of
either tack to the NW.
Fr om November to January, make easting across the bay, and then northing on the E side or in the middle.
In February and March, steer direct, if possible ; otherwise stand to the E across the bay as from November to
30 January.
10.92. Ma d r a s t o R a n g o o n , M o u l m e i n o r Me r g u i . Duri ng the South-west Monsoon, sight Landfall Island
of the Andaman Islands if with S' ly wind, or Great Coco Island with W' l y wind. Pass through Coco Channel,
and thence to the E, sighting Narcondam Island; then as directed by Admiralty Sailing Directions for
35 Rangoon or Moulmein. If bound for Mergui, pass S of Little Andaman Island, and thence steer for Tenasseri m
Island.
Duri ng the North-east Monsoon, make northing in the middle of the Bay, pass through Preparis Nort h
Channel or Preparis South Channel, and then as directed by Admiralty Sailing Directions for Rangoon or
Moulmein, sounding continuously and allowing for tidal streams. If bound for Mergui, pass N of Andaman
40 Islands, and thence work to the E and pass Tavoy Island on either side. See 10.03.04, 10.03.05.
10.93. Ba y o f B e n g a l t o Bombay. Thi s passage is seldom undertaken in the South-west Monsoon. A vessel
should first stand S across the equator into the South-east Trade and then run W between 8 S and 9 S, passing
S of Chagos Archipelago. Fr om 70 E, steer to re-cross the equator in 62 E or 63 E, and sail thence
45 direct.
Duri ng the North-east Monsoon, steer as directed in 10.03.05 and round Ceylon at a convenient distance.
After passing Cape Comorin keep the W coast of India in sight, so as to profit from the sea breezes (10.76).
10.94. Ba y o f B e n g a l t o Ad e n . Thi s passage is seldom undertaken during the South-west Monsoon. A
50 vessel should run S across the equator into the South-east Trades. Then run W, passing S of Chagos Archipelago
and NE of Seychelles Group; cross the equator in about 53 o E or 54 E, and make the African coast at Ras Hafun;
great caution is necessary in making the land. Round Ras Asir and work along the African coast as far as Mal t
Island before standing across for Aden.
In the North-east Monsoon, pass round Ceylon and through Ni ne Degree Channel; thence steer to pass N
55 of Socotra. After the middle of March keep S of Socotra.
For crossing the Arabian Sea and landfall, see 10.72, 10.73.
10.95. Ba y o f B e n g a l t o Ca p e o f G o o d H o p e . From May to September, vessels from Sandheads should
make for the Orissa coast, sighting the land south of False Point (20 20" N, 86 44" E) and working to the SW
60 along the shore; make short tacks during the day and long boards off-shore during the night, bringing Kalinga-
patam ( 18 19" N, 84 08" E) abeam before leaving the coast and standing down the bay. A comparatively smooth
sea and a favourable current will be found near the shore, and advantage may be taken of a veering wind in the
squalls off the land.
When standing down the Bay of Bengal in the South-west Monsoon, keep well W of the Andaman Islands,.
65 in order not to be on a lee shore should a strong W' l y gale set in; or, which is better, pass through Preparis
Nort h Channel or Preparis South Channel, and then work S in the comparatively smooth water E (or to leeward)
of Andaman Islands and Nicobar Islands.
No t e : Fast sailing vessels from Calcutta, in the South-west Monsoon, do beat down the Bay of Bengal, reaching
100 miles W of Andaman Islands; but the wear and tear is great and the saving in time slight.
70 From Madras or the Coromandel coast, stand at once across the equator into the South-east Trade.
In either of the above cases, and from all parts of the Bay, stand S so as to cross the equator in about 95 E,
keeping on the tack which makes most southing into the South-east Trade.
Cross the meridian of 90 E in 10 S, and from this position, steer a direct course for Cape Agulhas, passing
about 200 miles S of Rodriguez Island, and the same distance S of Madagascar. Make the African coast i n about
33 S, and keep in the strength of the Agulhas Current to abreast Mossel Bay, and then round Cape Agulhas. 5
See 10.74.
From November to March, run straight down the Bay of Bengal, cross the equator in 86 E to 87 E, and pick
up the May to September route at about 15 S, and run thence direct to Cape Agulhas, as described above.
Duri ng October and April, run down the bay on a line j ust E of the 90th meridian; cross the equator at 90 E,
and pick up the May to September route at 15 S, continuing to destination thence, as described above. 10
10.96. Bay o f Be ngal t o Fr e ma nt l e , Cape Le e u wi n and s o ut h and s out h- e as t Aus t ral i a, and t o Ne w
Zeal and. From March to October, having worked along the W shore of the Bay of Bengal, see 10.95, far
enough to weather Nicobar Islands and the islands fronting the SW coast of Sumatra, stand out of the Bay
on the starboard tack, cross the South-east Monsoon and South-east Trade ; and having got into the prevailing 15
W' l y winds S of the Trades, proceed E for Fremantle or Cape Leeuwin. The doldrum belt will be found to
extend to about 4 S.
From November to April, stand down the middle of the Bay of Bengal, and across the equator into the North-
west Monsoon. Thence make easting in the North-west Monsoon as far as Christmas Island; then stand S across
the South-east Trade into the westerlies, and so to Fremantle or Cape Leeuwin. 20
To the E of Cape Leeuwin, proceed as directed in 10.64.
10.97. Cal cut t a t o Madras or Ce yl on. Duri ng the South-west Monsoon, make southing without closing the
E side of the Bay, as directed in 10.95. Steer for port when 60 miles S of it.
If unable to work S, pass E of Andaman Islands and Nicobar Islands and through Selat Bengalla. Thence 25
work across the Bay of Bengal; but in June, July and August, stand across the equator into the South-east Trade,
make westing, and recross the equator in about 83 E, if bound for Madras; then proceed direct. Bound for
Colombo, recross the equator in about 77 E.
Duri ng the North-east Monsoon, steer direct. In September, with light S winds, work SW, keeping in
soundings, or stand out to sea. Give the coast a berth in February and March as the current then runs to the N. 30
10.98. Cal cut t a t o Ra ng o o n, Mo u l me i n , or Me r gui . Duri ng the South-west Monsoon, steer to pass through
Preparis South Channel, and thence as directed in Admiralty Sailing Directions, for Rangoon or Moulmein.
If bound for Mergui, pass on either side of Coco Islands.
Duri ng the North-east Monsoon, steer to pass round Alguada Reef and then work E, sounding frequently
and making full allowance for tidal streams.
10.99. Cal cut t a t o Si ngapor e . Duri ng the South-west Monsoon, proceed direct through Preparis South
Channel and Malacca Strait.
Duri ng the North-east Monsoon, proceed through one of the Preparis Channels, and thence direct through
Malacca Strait.
See 10.39 for directions for Singapore Strait.
35
,10
ROUTES FROM PORTS I N BURMA
,15
10.105. Ra n g o o n or Mo u l me i n t o Cal cut t a. Duri ng the South-west Monsoon, pass through one of the
Preparis Channels, and then proceed as directly as possible. 50
Duri ng the North-east Monsoon, pass S of Alguada Reef, and thence proceed N, about 30 miles offthe Burma
coast before stretching across; but after January, from Alguada Reef stand first into the middle of the Bay of
Bengal before working N.
Vessels i nt endi ng to leave Rangoon or Moul mei n in periods of strong NE' l y winds, with a falling barometer,
denoting the existence of a cyclonic storm E of Andaman Islands, should wait until the storm has passed. Thi s 55
is indicated by a rising barometer, and the wind shifting to E or S of E. See 10.90.
10.106. Ra n g o o n or Mo u l r n e i n t o Madras . Duri ng the South-west Monsoon, keep well out to sea if the
wind becomes W' l y and endeavour to sight Narcondam Island.
In working S, keep W of and at a moderate distance from the Mergui Archipelago. Pass S of Great Nicobar
Island and thence work W to destination.
Duri ng the North-east Monsoon, pass through Preparis Nort h Channel and thence proceed as directly as
possible. After January, however, make the land S of destination on account of the N' l y sets which occur off
this coast after that month.
10.107. Ra n g o o n or Mo u l me i n t o Mal ac c a Strai t and Si ngapor e . In the South-west Monsoon, proceed
as directed in 10.106, passing the S point of Salang Island; thence proceed direct through Malacca Strait.
I n the North-east Monsoon, keep outside Mergui Archipelago, sight the S point of Salang Island and proceed
thence direct through Malacca Strait.
Directions for passage through Singapore Strait to Singapore will be found in 10.39.03.
60
65
70
10
10.108. Ra n g o o n or Mo u l me i n t o Cape of Go o d Ho pe . In both monsoons, stand S, to the E of Andaman
Islands and Nicobar Islands, and pick up the May to September route from the Bay of Bengal given in 10.95
at 15 S, continuing to destination as described in that article.
10.109. Me r g ui t o Cal cut t a. Duri ng the South-west Monsoon, work to the W and pass through Coco Channel
or one of the Preparis Channels.
Duri ng the North-east Monsoon, pass through any channel N of Andaman Islands and then proceed direct.
10.110. Me r g u i t o Madras . Duri ng the South-west Monsoon, after clearing the islands, work S to the N
end of Sumatra; pass through Selat Benggala or S of Great Nicobar Island and proceed thence direct.
Duri ng the North-east Monsoon, unt i l the end of January, pass through any channel N of Andaman Islands;
after that date, steer to pass S of Little Andaman Island.
15 ROUTES S OUTHWARD OR WES TWARD FROM SI NGAPORE OR EASTERN ARCHI PELAGO
20
10.115. Si ngapor e t o Madras . Duri ng the South-west Monsoon, keep along the N coast of Sumatra, pass
through Selat Benggala, and work across the Bay of Bengal; but in the height of the South-west Monsoon (in
June, July and August), from off Udj ung Masam Muka cross the equator, and make westing in the South-east
Trade, recrossing the equator in about 83 E.
Duri ng the North-east Monsoon, keep on the Malay coast until Salang Island is reached; thence pass through
either Ten Degrees Channel or Sombrero Channel. I n December and January make the land N of destination
on account of the S' ly set on the Coromandel and Ceylon coasts.
25 10.116. Si ngapor e t o Col ombo. Duri ng the South-west Monsoon, keep along the N coast of Sumatra and
pass through Selat Benggala; from off Udj ung Masam Muka cross the equator and make westing in the South-east
Trade. Recross the equator in 77 E, and proceed as directly as possible to Colombo.
Duri ng the North-east Monsoon, pass on either side of Pulau Perak and between Pulau Rondo and Great
Nicobar Island; thence proceed direct, but if W' l y winds are experienced near the N end of Sumatra, which is
30 probable in October and November, keep to the N before altering course.
35
40
45
50
55
60
10.117. Si ngapor e t o Cal cut t a. Duri ng the South-west Monsoon, pass to the S of Nicobar Islands, and thence
steer direct for the Orissa coast.
Duri ng the North-east Monsoon, up to mid-January pass E of Andaman Islands. After mi d-January pass
S of those islands, or through Duncan Passage, and work to the N in the middle of the Bay of Bengal, as NW' l y
and W' l y winds are then found N of Andaman Islands.
10.118. Si ngapor e t o Ra n g o o n or Mo u l me i n , Duri ng the South-west Monsoon, sight Narcondam Island.
Duri ng the North-east Monsoon, sight Great Western Torres islands, and thence proceed as directed by Admiralty
Sailing Directions.
10.119. Si ng a po r e t o Port Da r wi n. From April to October, in the South-west Monsoon in the China Sea,
and the E' l y monsoon on the N coast of Australia, when bound from Singapore to Port Darwin, proceed through
Balabac Strait across Sulu Sea, through Basilan Strait and Bangka Strait, and thence through Mani pa Strait
for Port Darwin.
From November to April, during the North-east Monsoon of the China Sea, proceed through Sunda Strait
and thence for Port Darwin with the North-west Monsoon. Alternatively, go through Karimata Strait and Sapudi
Strait, and into the Indi an Ocean by Lombok Strait or Alas Strait.
10.120. Si ng a po r e t o Tor r e s Strait. From April to October, follow the route given above for that season
for Port Darwin, as far as the Ceram Sea, to join the route from Hong Kong to Tort es Strait described in 11.4~.01,
or its alternative.
From November to April, proceed via Karimata Strait and thence to the Arafura Sea either via Lombok
Strait or Alas Strait, or through the Java Sea and Flores Sea to join the April-October route, described above.
10.121. Si ngapor e t o Fr e ma n t l e or s o ut he r n Aus t ral i a. From April to October, proceed S through Selat
Bangka and Sunda Strait, and thence across the South-east Trade until in the region of W' l y winds, whence
a course may be shaped for Fremantle or Cape Leeuwin. See also 11.30.01.
From November to April, if bound to one of the W or S ports of Australia proceed through Selat Bangka,
N of Java, and through Bali Strait or Lombok Strait, and thence steer to the S into the South-east Trade. Keep
the ship close hauled on the port tack in the Trade Wind, and on losing the Trade steer to the S and SE into the
W' l y winds, whence proceed as directed in paragraph 10.01, Cape of Good Hope to Australia.
10.122. Si ngapor e t o Sunda Strai t and Cape o f Go o d Ho pe . First proceed to the Indi an Ocean via Sunda
65 Strait by one of the routes in 10.49.
From April to September, having cleared Sunda Strait, steer directly for a position 200 miles S of Rodriguez
Island, in about 23 o S, 63 E; thence pass 200 miles S of Madagascar and as directed in 10.17.02.
From October to April, after clearing Sunda Strait, stand S into the South-east Trade Wi nd, passing through
16 S, 90 E; steer thence for a position 200 miles S of Rodriguez Island and as above. Thi s period is the cyclone
70 season of the South Indi an Ocean.
10.123. Si ngapor e or Sunda St rai t t o Ade n. The route from Singapore may be taken either via Malacca
Strait or via Sunda Strait.
Having passed through Malacca Strait and taken departure as directed in 10.57.02, from April to September
follow that route into the South-east Trade and then make westing to pass S of Chagos Archipelago, there to
join the Col ombo-Aden route (10.79). 5
From October to March proceed S of Ceylon and through Nine Degree Channel (10,79).
If the route is taken via Sunda Strait a similar procedure should be adopted, namely to join the Col ombo-
Aden route S of Chago Archipelago or in Ni ne Degree Channel, according to season.
10.124. Sunda Strai t no r t hwa r d a l o ng we s t coas t o f Sumat r a. The three routes, Outer, Middle, and Inner, 10
are described in detail in Admiralty Sailing Directions.
For a sailing vessel, the voyage in either direction and at all seasons is long and wearisome on account of
frequent calms, but it is generally more difficult to work N than S, owing to the prevalence of SE' ly currents,
which continue to set even with and after a S' ly wind. January and February are the best months for going
N, while in September, October and November vessels will often be compelled to keep far out to sea in order 15
to make even a little northing; working in-shore during these months is almost impracticable.
The Outer Route, to the W of all the islands, is the best of the three, more especially for sailing vessels. SW' l y
and S' ly winds often prevail here, when NW' l y squalls, variable baffling winds, calms and S' ly currents, may be
experienced close to the land.
The Middle Route, between the chain of large islands, in the o~fing, and those small islands adjacent to, and 20
interspersed along the coast, should not be followed by a sailing vessel when N-bound, nor at any time, if it
can be avoided without inconvenience. Although it is wide, and may be adopted by night or day in vessels of
light draught when the weather is clear and favourable, vessels are more at the mercy of the currents when the
winds are light and baffling, and there is no anchorage ; in some parts there are dangerous coral shoals, of the
approach to which sounding will give no warning. 25
The Inner Route, close along the coast, and between some of the islands and dangers off it, like the Middle
Route, should seldom be chosen by N- bound sailing vessels in either monsoon; but as there are, in many places,
moderate depths for anchoring, it is preferable in that respect to the Middle Route.
10.125. Bali Strait, Lombok Strait, Al as Strai t, or Omb a i St rai t t o Cape o f Go o d Ho pe . From Bali 30
Strait, Lombok Strait, or Alas Strait, stand to the SW, during the South-east Monsoon, or direct to the S
during the North-west Monsoon, to pick up the South-east Trade Wi nd at the nearest point, then make to cross
the meridian of 90 E, at 22 S to 23 S. From this position stand W along the parallel to j oi n the route from
Singapore to the Cape of Good Hope (10.122) i n about 23 S, 63 E.
From Ombai Strait, pass through the Sawu Sea and into the Indi an Ocean between Ti mor and Sumba. 35
Thence steer to join the above route at the most convenient point, having regard to the prevailing wind at the
time.
NORTHERN AUS TRALI A TO SYDNEY, I NDI AN OCEAN AND CHI NA SEA
10.130. No r t he r n Aus t r al i a t o Sy dne y . From April to October, i n the South-east Monsoon, stand W to
make North West Cape (21 47" S, 114 10" E) and beat S to round Cape Leeuwin and proceed by Bass Strait
to Sydney. See 10.01.04, 10.01.08.
From November to April, in the North-west Monsoon, proceed through Tortes Strait and stand into the
Pacific Ocean unt i l enough easfing has been made to enable the port to be reached with the South-east Trade.
See 11.29, Thursday Island to Sydney.
10.131. No r t he r n Aus t r al i a t o Fr e ma nt l e . From November to April, in the North-west Monsoon period,
short boards along the coast S of North-west Cape will enable advantage to be taken of the land breezes. Only
during the strength of the North-west Monsoon should a sailing vessel proceed E-about via Torres Strait,
Bass Strait, and Cape Leeuwin.
10.132. No r t he r n Aus t r al i a t o Cape of Go o d Hope . From April to October, during the South-east Monsoon,
shape course through the Arafura Sea to j oi n the route from the S part of the Eastern Archipelago (10.125).
Duri ng the strength of the North-west Monsoon proceed via Torres Strait and Bass Strait. See 11.29, Torres
Strait to Sydney and 10.164, Sydney to Cape of Good Hope.
40
45
50
55
10.133. No r t he r n Aus t r al i a t o Co l o mb o . From April to October, proceed W with the Monsoon, crossing 60
the equator in about 75 E, and thence steer as directly as possible to Colombo i n the South-west Monsoon.
From November to April, make to the N through Banda Sea and Molukka Sea, see 10.46.03, and round the
N of Sulawesi, through Basilan Strait into the Sulu Sea; cross it and pass into the China Sea through Balabac
Strait, and thence to Singapore. Thence proceed through Malacca Strait, and S of Great Nicobar Island to
destination, in the North-east Monsoon, see 10.116. 65
For passages through the Eastern Archipelago and the approach to Singapore, see 10.30.
10.134. No r t he r n Aus t r al i a t o Cal cut t a. From April to October, during the South-east Monsoon on the
N coast of Australia and South-west Monsoon i n the Bay of Bengal, proceed as i n 10.133 for Colombo, but
crossing the equator in about 82 E; thence steer E of Ceylon for the mout h of Hooghly River.
70
10
Enough westing should be made in the South-east Monsoon before proceeding N to enter the limits of the
South-west Monsoon of the Indian seas.
From November to April, during the Nort h-west Monsoon, follow the directions in 10.133 as far as
Singapore, then 10.117 to Calcutta.
10.135. No r t he r n Aus t r al i a t o Si ngapor e . From April to October, two routes are recommended, the usual
route passing N of Ti mor, through Wbtar Strait and W~tar Passage into the Flores Sea, continuing W along the
N side of all the islands and through Sapudi Strait to Selat Bangka or Selat Gelasa (10.35-10.42).
An alternative route passes either N or S of Ti mor and along the S side of all the islands, entering the Java
Sea through Sunda Strait (10.33); thence as directed in 10.32.02.
From November to April take the Colombo route for that season, see 10.133.
10.136. No r t h e r n Aus t r al i a t o Ho n g Kong. From April to October, proceed as directed for Singapore for
that season, see 10.135, but pass through Selat Gelasa or Karimata Strait and thence between Anambas
15 Kepulauan and Nat una Kepulauan into the China Sea; thence steer between Paracel Group and Macclesfield
Bank to Hong Kong. In thick weather proceed through Selat Bangka in preference to Karimata Strait or Selat
Gelasa.
Fr om November to April, the route is either by Bougainville Strait or by the Second Eastern Passage (10.46).
For the Bougainville Strait route, proceed E through Torres Strait, thence E of Treasury Islands, through
20 Bougainville Strait and N of Philippine Islands.
ROUTES FROM SOUTH- WEST AND S OUTH AUS TRALI A
25 10.140. Fr e ma n t l e t o Maur i t i us . In all seasons, steer NW from Fremantle into the strength of the South-east
Trade Wind, which is generally found between the parallels of 15 and 20 S, and where the Equatorial Current
sets to the W. Having reached the parallel of 20 S, and the meridian of 90 E, in summer, and two or three
degrees nearer the equator in the winter of the S hemisphere, continue W for Mauritius, passing about 50 miles
S of Rodriguez; though from November until April it is advisable to keep at a greater distance, as cyclones some-
30 times occur at this season, not only in this locality, but also in the space between these islands and the NW
coast of Australia. After passing Rodrlguez steer as directly as possible for Mauritius.
10.141. Fr e ma n t l e t o Cape o f Go o d Ho pe . There are two routes to the Cape of Good Hope, Nort hern and
Southern; of which the Nort hern is available all the year round, and the Southern only during the summer, from
35 December to March; the Southern Route is rather more direct.
For the Nort hern Route, proceed as for Mauritius (10.140), but pass 100 to 200 miles S of Rodriguez,
and thence about the same distance S of Madagascar, to make the African coast about 200 miles S of Durban.
Fr om thence, keep in the strength of the Agulhas Current until abreast Mossel Bay, and then proceed direct
round Cape Agulhas. See 10.74.
40 For the Southern Route, steer for 30 S, 100 E, and thenceforward make a nearly W' l y course across the ocean
to the meridian of 40 E, keeping between the parallels of 27 S and 29 S ; being farthest to the S in December,
and to the N in March. From the meridian of 40 E, steer towards the African coast to join the Nort hern Route
E of Algoa Bay. See notes on rounding the Cape of Good Hope in 10.17.01 and 10.74.
45 10.142. Fr e ma n t l e t o Ade n. From April to October, proceed direct to pass S of Chagos Archipelago to join the
route from the Indian coast as directed in 10.72 and 10.73.
Fr om November to April, follow a great circle track to 4 00' S, 73 30' E; then proceed by t humb line to
round Ras Asir.
50 10.143. Fr e ma n t l e t o Co l o mb o . From April to October, with the South-east Trade in the South Indian
Ocean and the South-west Monsoon N of the equator, cross the equator in 80 E, and thence proceed to Colombo.
Fr om November to April, with the Nort h-west Monsoon in the South Indian Ocean and the Nort h-east
Monsoon in the Bay of Bengal, steer across the South-east Trade to enter the Nort h-west Monsoon in about
10 S, 90 E. Thence continue N with the Nort h-west Monsoon across the equator in about 87 E, and with the
55 Nort h-east Monsoon to Colombo.
10.144. Fr e ma n t l e t o Cal cut t a. From April to October, with the South-east Trade in the Sout h Indian
Ocean, and the South-west Monsoon in the Bay of Bengal, proceed direct for the E-coast of Ceylon, and thence
for Hooghly river. See 10.03.06 and 10.90.
.60 Fr om November to April, during the Nort h-west Monsoon in the South Indian Ocean, proceed direct to the
equator, crossing it in about 93 E; and thence to make the land about Udj ung Masam Muka, the NW point
of Sumatra. From Udj ung Masam Muka steer to pass to the W of Nicobar Islands, and thence to the N, close-
hauled, and W of all the islands.
If the equator is crossed as late as March, keep well to the W in the Bay of Bengal, as the current at that time
~65 runs N along the E coast of India, and the winds will be found between SW and SE. In the middle of the Bay
they are light and variable from NW to NE.
70
10.145. Fr e ma n t l e t o Si ngapor e . Fr om April to October, steer on a direct course for Sunda Strait, taking
care to make the land to the E of the strait as the W-goi ng current is often strong near the S coast of Java.
Continue from Sunda Strait as indicated in 10.32.02.
195
From November to April, steer for 12 S, 102 E, and then pass midway between Christmas Island and
Cocos or Keeling Island, there j oi ni ng the route from Cape Town to Singapore via Sunda Strait (10.02.02).
Alternatively, cross 20 S in about 110 E and then follow the Second Eastern Passage (10.46) as far as NIanipa
Strait. From this point pass through Molukka Sea, Bangka Strait, Sulawesi Sea, Basilan Strait, Sulu Sea and
Balabac Strait into the China Sea. Thence proceed to Singapore in the North-east Monsoon. Thi s alternative
route, though longer, will probably give a better passage.
10.146. Fr e ma n t l e t o Ho n g Kong. From April to October, proceed to Sunda Strait as directed in 10.145
and continue to the China Sea as indicated in 10.32.03.
From November to April a vessel may either follow the seasonal directions in 10.145 and pick up the Second 10
Eastern Passage, or proceed to Singapore via Sunda Strait as directed in that article and thence through
Palawan Passage and along the coast of Luzon until able to stand across to Hong Kong.
A vessel which, having passed through Sunda Strait, finds that the North-west Monsoon in the Java Sea and
the North-east Monsoon in the China Sea have already begun, is advised to make to the E to pick up the Second
Eastern Passage, a route which is available only from November to February, see 10.45. 15
10.147. Fr e ma n t l e t o s out h- e as t Aus t ral i a, or t o Ne w Zeal and. Stand S, and act as directed in 10.01.06-
10.01.10, for the voyage from the Cape of Good Hope.
10.148. Sout h- e as t Aus t r al i a t o Cape of Go o d Ho pe . There are two routes according to season. 20
The Nort hern Route is available from April to October, at the time of year when the South-east Monsoon of
the Arafura Sea connects with the South-east Trade of the Pacific Ocean, and with the South-east Trade of
the Indi an Ocean. Vessels using it should proceed first to the N, along the E coast of Australia, and through
Tort es Strait (10.164), and from thence through the Arafura Sea into the Indi an Ocean and to the Cape of
Good Hope as directed in 10.132. 25
Note: Directions for the passage through Bass Strait are given in 11.03.07.
The Southern Route should be used from December to April, when E' l y winds are prevalent off the
S coast of Australia. First proceed as directly as possible to round Cape Leeuwin at a safe distance, having
regard to the weather prevailing at the time and the danger of being caught on a lee shore. From Cape
Leeuwin stand to the NW into the South-east Trades and j oi n the route from Fremantle as directed in 30
10.141.
Note: It is reported that masters of vessels bound for European ports from Adelaide would often defer
decision whether to make the passage E-about or W-about until they had ascertained the wind direction in
the Australian Bight. Thus, with a W' l y wind, they would sail E-about (11.03), and with an E' ly wind they would
take the Southern Route, as above, for the Cape of Good Hope. 35
10.149. Sout h- e as t Aus t r al i a t o Ade n. From April to October, proceed as directed for the Northern Route
(10.148) to Tort es Strait, and thence through the Arafura Sea, see 10.132. Having cleared all dangers in the
Arafura Sea, steer to pass S of Chagos Archipelago and as directed in 10.72.
From November to April, pass round Cape Leeuwin as directed for the Southern Route in 10.59.09 and t hen
steer NW to join the route from Fremantle to Aden (10.142). See 6.167.
40
10.150. Sout h- e as t Aus t r al i a t o Co l o mb o . From April to November, take the Nort hern Route as for Cape of
Good Hope (10.148) to Torres Strait and the Arafura Sea, whence departure should be taken for Colombo
(10.132).
From December to April, when E' l y winds are prevalent off the S coast of Australia, the Southern Route,
round Cape Leeuwin, is taken. When round Cape Leeuwin stand to the NW into the South-east Trade and
enter the North-west Monsoon i n about 10 S, 90 E. Thence steer a N' l y course with the North-west Monsoon
across the equator in about 87 E, and with the North-east Monsoon to Colombo, remembering that this is the
cyclone season in the South Indi an Ocean.
45
50
10.151. Sout h- e as t Aus t r al i a t o Bay o f Bengal . From April to November, proceed through Torres Strait
as directed in 10.148 and thence through the Arafura Sea. Keep in the South-east Trade unt i l the meridian of
85 E is reached, and then stand NW to cross the equator in about 80 E. From this point proceed direct allowing
for the strong E' l y current.
From December to April, pass round Cape Leeuwin, and steer NW through the South-east Trade so as to
enter the North-west Monsoon i n about 85 E; then shape course towards Udj ung Masam Muka, and proceed
W of Nicobar and Andaman Islands to destination.
55
10.152. Sout h- e as t Aus t ral i a t o Si ngapor e . From April to November, three routes are available; 60
N-about through Tortes Strait, thence N of Ti mor and through the Java Sea; or S of the islands
and through Sunda Strait (10.135); or S-about round Cape Leeuwin. The N-about routes are probably the
best.
From December to April, in spite of the prevailing E' l y winds to the S of Australia, a route S-about round
Cape Leeuwin is not recommended for Singapore on account of the N' l y winds and S-going currents prevalent 65
between November and March in Sunda Strait, Selat Bangka, Selat Gelasa, and Karimata Strait. A vessel has
been known to take 30 days from Sunda Strait to Singapore, at this time of year, a distance of 500 miles. It is there-
fore advisable to proceed by the Outer Route (11.09.03), to the E of Australia and through Tort es Strait, and as
directed i n 10.133, or to take the route E of New Gui nea through Bougainville Strait, and through Surigao
Strait into the China Sea.
70
ROUTES FROM SYDNEY TO PORTS I N I NDI AN OCEAN
10.160. F r o m S y d n e y t o and t hr o ug h Bass Strai t, there are two main routes, direct, and through Banks
Strait. By the direct route, in order to take advantage of the current as far as Cape Howe, which appears to run
5 strongest from November to March, keep along the outer edge of the charted 100 fm (182 m 9) line of soundings,
or at a distance of 15 to 18 miles from the coast, where the current runs stronger and with more regularity than
elsewhere.
From about 15 miles E of Cape Howe, if the wind is S' ly, do not steer a more W' l y course than 212 until in
39 30' S on account of the danger to be apprehended from SE' l y or S' ly gales upon Ni net y NIile Beach between
I 0 Cape Howe and Corner Inlet. On reaching the parallel of 39 30' S, steer to pass about 3 miles N of Wri ght Rock,
and the same distance S of the S point of Deal Island, the SE of Kent Group. Having passed Kent Group,
steer to pass 2 or 3 miles S of Sugarloaf Rock, and S of Judgment Rocks.
Fr om Sugarloaf Rock steer 15 or 20 miles to the N of King Island, if the wind permits; but should the wi nd
hang to the W of N, a course may be safely directed for the N extreme of Three Hummock Island, taking care
15 to avoid Mermai d Rock and Taniwha Rock, passing afterwards N or S of King Island, as may be most
favourable; the former is preferable.
Navigational Notes: Local experience has shown that with W' l y and SW' l y winds smoother water is found
inshore off Ninety Mile Beach; and as SW' Iy winds are the prevailing ones, mariners bound to the W may often
take advantage of the smoother water and an absence of danger to approach the beach, instead of avoiding it.
20 A vessel inshore when an easterly gale is threatened should at once get an offing; these gales give signs of warning.
Between December and March, as W' l y gales veer to the S, it is advisable to stand to,yard the Tasmani an
coast, and so be ready to take advantage of the shift of wind.
Between April and November, and more particularly in September, October and November, the same course
cannot be recommended, as in these months the wind tends to back to WNW.
25 The alternative route is via Banks Strait, which lies between Cape Barren Island and the N coast of Tasmania,
and offers an alternative entrance to Bass Strait. The chief dangers to be avoided on the S shore are the reef
and rocks off Swan Island, and the foul ground and rocks N of Foster Islets.
When working through to the W in the summer, when W' l y gales are of short duration, it is advisable to stand
towards the Tasmani an coast, to take advantage of the shift of wind.
30
10.161. S y d n e y t o Me l bo ur ne . Proceed as directed in 10.160 as far as Sugarloaf Rock, and then to Port Phillip
as directly as circumstances permit.
10.162. Fr ? m Bass St rai t t o Ade l ai de , in fine weather, from off Cape Otway steer to pass about 5 miles S
35 of Cape Nelson, 10 miles SW of Cape Nort humberl and and Cape Banks, thence make a direct course to Cape
Willoughby. Care must at all times be taken to guard against a set towards the land, but with S' l y and W' l y
winds the coast should be given a much greater berth, as a current of 1 knot sometimes sets towards it between
Cape Otway and Cape Willoughby.
In entering the Gul f of St. Vincent by Backstairs Passage, Young Rocks must be given a wide berth at night,
40 but, since they are above-water, they are not dangerous by day in clear weather. At times the sea breaks heavily
in the offing S of Cape Willoughby, see Admiralty Sailing Directions.
45
10.163. F r o m Bass Strai t t o Spe nc e r Gul f, proceed as directed in 10.162 to Cape Nort humberl and.
Thence to Spencer Gulf, give a good berth to South-west Young Rock, which is only 1 m 5 high; and except
with strong SE' l y winds, make allowance for the E' l y set which usually prevails. Fr om December to March,
with SE' l y winds, a current runs at about 1 knot to the NW.
In the event of threatening weather from the S and W, care must be taken to secure a good offing.
10.164. S y d n e y t o Cape of Go o d Ho p e and t o al l port s i n I ndi a n Ocean. October and November are
50 unsuitable months in which to start a passage from Sydney to the W, either by Tort es Strait or to the S of
Australia.
Fr om March to September, a route to the N of Australia should be taken, since the prevalence of strong W' l y
gales renders the S-about route very difficult, indeed, generally impracticable, for sailing vessels during the whole
period from April to November. The worst months for making this W-bound passage N of Australia are Sept em-
55 her, October and November, for W' l y gales are then of frequent occurrence, the wind sometimes being from
WSW to WNW for more than a week at a time, and blowing very strong. From December to August, N' l y winds
are very common.
In these circumstances, the best W-bound route is via Tort es Strait and the Arafura Sea, taking (by preference)
the Outer Route (11.09.03) from Sydney through the Coral Sea to Tort es Strait.
60 From Tort es Strait, directions are given as follows:
To Calcutta 10.134
To Cape of Good Hope 10.132
To Colombo 10.133
To Fremantle 10.131
65
To Hong Kong 10.136
To Singapore 10.135
Fr om December to March, a route S of Australia may be taken. Duri ng these months, proceed through Bass
Strait, or round Tasmania; E' l y winds prevail in the strait and along the S coast of Australia at that season, and
70 good passages have been made by keeping N of 40 S, and passing round Cape Leeuwin into the South-east
Trade Wind, which then extends well to the S. A vessel from Bass Strait bound round Cape Leeuwin is recom-
mended, with a favourable wind, to shape a course which will lead about 150 miles S of that cape.
In adopting this route advantage must be taken of every favourable change of wind, in order to make westing;
and it is advisable not to approach too near the land, as it would become with SW gales, which are often experi-
enced, even from December to March, a most dangerous lee shore, and the contrary currents run strongest near
the land.
After rounding Cape Leeuwin, stand to the NW into the South-east Trades, and follow the directions given
below:
To Aden 10.142
To Calcutta 10.144
To Cape of Good Hope 10.141
To Colombo 10.143
To Mauritius 10.140
10
15
CHAPTER 11
PACIFIC OCEAN SAILING ROUTES
11.01
CONTENTS
NAVI GATI ONAL NOTES FOR PACIFIC OCEAN
Page
200
11.02
11.03
S OUTH AFRI CA AND S OUTHERN AUSTRALI A TO PACIFIC OCEAN PORTS
South Africa to Cabo de Hornos
South-east Australia to Pacific Ocean
201
201
11.04
11.05
11.06
11.07
11.08
11.09
11.10
ROUTES FROM S YDNEY
Sydney to southern Australia and New Zealand
Sydney to west coasts of the Americas .
Sydney to, and among, South Pacific islands
Sydney to Yokohama
Sydney to Hong Kong
Sydney to Tort es Strait .
Sydney to Singapore
202
202
203
203
204
204
205
ROUTES FROM NEW ZEALAND
11.11
11.12
11.13
11.14
11.15
11.16
11.17
11.18
New Zealand to Australia, general directions
New Zealand to Sydney and ports northward
New Zealand to Mel bourne or Adelaide
New Zealand to Cabo de Hornos
New Zealand to South America
. .
New Zealand to San Francisco or British Columbia
New Zealand to South Pacific Islands
New Zealand to China Sea or Japan.
205
205
205
205
205
205
205
205
ROUTES FROM I S LAND GROUPS BETWEEN NEW CALEDONI A AND i LES DE LA SOCI]~T]~
11.19
11.20
11.21
11.22
11.23
11.24
11.25
11.26
11.27
11.28
11.29
Islands to Sydney or southern Australia
Islands to New Zealand .
.
Islands to Cabo de Hornos or Estrecho de Magallanes
Islands to ports between Talcahuano and Panama
Islands to San Francisco and British Columbia
Fiji to Honol ul u .
Fiji to Tahi t i
Samoa eastward
Tahi t i to Honolulu
Tahi t i to Australia and I~ew Zaland
Thursday Island to Sydney
205
205
206
206
206
206
206
206
206
206
206
11.30
11.31
11.32
11.33
11.34
11.35
11.36
11.37
11.38
ROUTES FROM SI NGAPORE AND EASTERN ARCHI PELAGO
Singapore to Sydney . .
Singapore to Molukka Archipelago .
Singapore to Sulu Sea
Singapore to Manila
Singapore to Hong Kong
Singapore to ports north of Hong Kong
Singapore to Saigon
Singapore to Bangkok .
Eastern Archipelago to China
206
207
207
208
209
209
209
210
210
P A CI F I C OCE A N 199
11.39
11.40
11.41
11. 42
11. 43
11.44
11.45
11. 46
11. 47
11. 48
11.49
11.50
11.51
11.52
11.53
11.54
11.55
11.56
11.57
11.58
11.59
11.60
11.61
11.62
11. 63
11. 64
11.65
11. 66
11.67
11.68
11.69
11.70
11.71
11.72
11.73
11.74
11,75
11. 76
11.77
11.78
11. 79
11. 80
11.81
11.82
11.83
11.84
11.85
R O U T E S F R O M B A N G K O K OR S A I G O N
Bangkok or Sai gon t o Hong Kong or por t s nor t hwar d
Bangkok to Si ngapor e
Sai gon t o Si ngapor e
R O U T E S F R O M P ORTS I N C H I N A
Chi na or J apan t o I ndi an Ocean
Hong Kong t o Si ngapor e
Hong Kong to Tor t e s St r ai t
Hong Kong t o Por t Dar wi n
Hong Kong t o Sydney
Hong Kong to Mani l a
Hong Kong to Yokoham~
Hong Kong t o Nagasaki
Hong Kong nor t hwar d, t o por t s on t he coast of Chi na
Hong Kong or Mani l a t o No r t h Amer i ca and Panama
Hong Kong or Mani l a t o west coast of Sout h Amer i ca
Shang- hai to t he sout hwar d
Shang- hai to Cape of Good H~pe an~ I ndi an O~ean .
Shang- hai to Nagasaki
Shang- hai t o Yokohama "
Shang- hai t o por t s in Nor t h A~eri ca"
R O U T E S F R O M MA N I L A
Mani l a to Si ngapor e
Mani l a t o Sai gon .
Mani l a t o Hong Kong
Mani l a t o Il oi l o
Mani l a t o Cebu
Mani l a t o I ndi an (~cean ~nd A~st ral i ' a
R O U T E S F R O M J AP AN
Yokohama t o Col umbi a Ri ver, Vancouver, or Pr i nce Ruper t
Yokohama to San Fr anci sco
Yokohama to Honol ul u .
Yokohama to Si ngapor e .
Yokohama to I ndi an Ocean
Yokohama t o Sydney
Yokohama t o Hong Kon~, Hsi~-men~ etc.
Yokohama to Shang- hai
Yokohama t o Hakodat e .
Nagasaki to Chi na Coast
R O U T E S F R O M I S L A N D S I N N O R T H P ACI F I C O C E A N
Gener al not es and caut i ons
Nor t h Pacific i sl ands (except Hawai i i to A~ia or Nor t h' a nd Sout h ~kmeri'ca
Nor t h Pacific i sl ands (except Hawai i ) t o ot her Nor t h Pacific i sl ands
Nor t h Pacific i sl ands t o Sout h Pacific i sl ands
Nor t h Pacific i sl ands to Tor r es St r ai t
Gener al r emar ks on wi nds, cur r ent s, and s~iling ~assages ar ound Hawai i an I sl ands "
Honol ul u t o Tahi t i
Honol ul u to Fi j i , Aust r al i a, and New Zeal and
Honol ul u to Chi na, Japan, or Phi l i ppi ne Isl ands"
Honol ul u t o San Fr anci sco
Honol ul u t o Nor t h and Cent r ai Amer i ca b~twee~ San ~r anci sco a~d Pa~ama
Honol ul u to west coast of Sout h Amer i ca or t o Cabo de Hor nos
210
211
211
211
212
213
213
213
214
214
214
214
215
216
216
216
216
217
217
217
217
217
217
218
218
218
218
218
218
219
219
219
219
220
220
220
221
221
221
221
221
221
222
222
222
222
222
11.86
11.87
11.88
R O U T E S F R O M P R I N C E R U P E R T , V A N C O U V E R , OR C O L U MB I A RI VE R
Pr i nce Ruper t , Vancouver, or Col umbi a Ri ver t o Honol ul u and Yokohama
Pr i nce Ruper t , Vancouver, or Col umbi a Ri ver to Sydney . . . . .
Pr i nce Ruper t , Vancouver, or Col umbi a Ri ver t o San Fr anci sco and Sout h Amer i ca
222
222
223
11. 89
11. 90
11. 91
11. 92
11. 93
11. 94
11. 95
11. 96
11. 97
11. 98
11. 99
11. 100
11. 101
Sa n Fr a n c i s c o
S a n Fr a n c i s c o
ROUTES FROM SAN FRANCI SCO
t o Pr i n c e Ru p e r t , J u a n de F u c a St r ai t , or Co l u mb i a Ri v e r
t o Un i ma k Pass, Al e u t i a n I s l a nds , a n d r e ve r s e
t o Ho n o l u l u
t o Yo k o h a ma
t o n o r t h p a r t of Ch i n a Sea .
t o S h a n g - h a i or Na ga s a ki
t o Ma n i l a or S o u t h Ch i n a Sea
t o Au s t r a l i a n p o r t s s o u t h of Br i s b a n e
t o Paci f i c I s l a nds
t o P a n a ma
t o Cal l ao or I q u i q u e . . .
t o Co q u i mb o , Va l pa r a i s o, a n d Co r o n e l
t o r o u n d Ca b o de Ho r n o s
223
223
223
224
224
224
224
224
224
225
225
225
225
11. 102
11. 103
11. 104
11. 105
11. 106
11. 107
11. 108
11. 109
11. 110
11. 111
11. 112
ROUTES FROM LOWER CALI FORNI A AND PANAMA
Lo we r Ca l i f or ni a n o r t h wa r d t o No r t h Ame r i c a n p o r t s
Louver Ca l i f or ni a t o Paci f i c Oc e a n p o r t s
No t e s o n pas s age o u t of Gu l f of P a n a ma
P a n a ma t o Ce n t r a l Ame r i c a . .
P a n a ma t o Sa n Fr a n c i s c o or J u a n de F u c a St r a i t
P a n a ma t o Au s t r a l i a or Ne w Ze a l a n d
Pa s s a ge s f r o m P a n a ma t o t h e s o u t h wa r d
P a n a ma t o Gol f o de Gu a y a q u i l
P a n a ma t o Cal l ao . o
P a n a ma t o p o r t s b e t we e n Mo l l e n d o a n d Va l pa r a i s o
P a n a ma t o Ca b o de Ho r n o s
225
226
226
226
226
226
226
226
226
227
227
11. 113
11. 114
11. 115
11. 116
11. 117
11. 118
11, 119
11. 120
11. 121
11. 122
11. 123
11. 124
11. 125
ROUTES FROM S OUTH AMERI CAN PORTS
Cal l ao t o P a n a ma , Ce n t r a l Ame r i c a a n d Me x i c o
Cal l ao t o Sa n Fr a n c i s c o or J u a n de F u c a St r a i t .
Cal l ao t o Au s t r a l i a or Ne w Ze a l a n d
Cal l ao t o Ch i n a , Ph i l i p p i n e I s l a nds , J a p a n , e t c . .
Cal l ao t o p o r t s as f a r s o u t h wa r d as 27 S
Cal l ao t o p o r t s s o u t h of 30 S
Cal l ao t o Ca b o de Ho r n o s . .
Va l pa r a i s o n o r t h wa r d t o p o r t s i n S o u t h Ame r i c a
Va l pa r a i s o t o P a n a ma , Ce n t r a l Ame r i c a , a n d Me x i c o
Val par axs o t o S a n Fr a nc i s c o, Va n c o u v e r , or Pr i n c e R u
Val par axs o t o Ph i l i p p i n e I s l a nds , Ch i n a or J a p a n
Va l pa r a i s o t o Au s t r a l i a or Ne w Ze a l a n d .
Va l p a r ms o s o u t h wa r d , a n d r o u n d Ca b o de Ho r n o s
) er t
227
227
227
227
227
227
228
228
228
228
228
228
228
ROUTES FROM CABO DE HORNOS
11. 126 Ca b o de Ho r n o s t o Va l pa r a i s o . . . . .
11. 127 Ca b o de Ho r n o s t o p o r t s i n S o u t h Ame r i c a n o r t h wa r d of Va l pa r a i s o
11. 128 Ca b o de Ho r n o s t o P a n a ma , Ce n t r a l Ame r i c a , a n d Me x i c o .
11. 129 Ca b o de Ho r n o s t o S a n Fr a n c i s c o a n d n o r t h wa r d
11. 130 Ca b o de Ho r n o s t o Ho n o l u l u . . .
11. 131 Ca b o de Ho r n o s t o P h i l i p p i n e I s l a nds , Ch i n a , J a p a n , Au s t r a l i a or Ne w Ze a l a n d
11. 132 Ca b o de Ho r n o s t o Paci f i c i s l ands
229
229
229
229
229
229
230
NAVI GATI ONAL NOTES FOR PACIFIC OCEAN
11. 01. 01. S o u n d i n g s and dangers . Ve r y l ar ge ar eas of t h e Paci f i c Oc e a n ar e i mp e r f e c t l y s u r v e y e d a n d ma n y
65 d a n g e r s ar e s t e e p- t o f r o m t h e oc e a n be d. See 7. 48.
11. 01. 02. C u r r e n t s cal l f or l ~ar t i cul ar a t t e n t i o n wh e n n a v i g a t i n g a mo n g s t t h e i s l ands . See 7. 49.
11. 01. 03. Na v i g a t i o n b e t we e n t he i s l ands . Wi t h i n t he r e gi on of t h e T r a d e Wi n d s , t h e r e i s n o di f f i cul t y i n
70 t r a ve l l i ng f r o m E t o W, t h e wi n d s b e i n g f ai r .
PACI FI C OCEAN
201
F r o m W t o E f or s h o r t di s t a nc e s , a ves s el ma y be a t , b u t f or l o n g di s t a nc e s , as f or i n s t a n c e f r o m Fi j i t o Ta h i t i ,
or f r o m T a h i t i t o Pi t c a i r n I s l a nd, a ves s el s h o u l d s t a n d S t h r o u g h t h e T r a d e Wi n d s i n t o t h e W' l y wi n d s ; t h e n
r u n d o wn h e r c a s t i ng a n d r e - e n t e r t h e T r a d e Wi n d s i n a b o u t t h e me r i d i a n of h e r de s t i na t i on.
S OUT H AF R I C A AND S OUT HE R N AUS T R AL I A T O P AC I F I C OC E AN P OR T S
11. 02. So ut h Af ri ca t o Cabo de Ho r n o s
11. 02. 01. I n t he I n d i a n Oc e an, t h e r o u t e ( 10. 01. 03) pas s es S of T a s ma n i a b e t we e n t he par al l el s of 45 S a n d 10
47 S.
10. 02. 02. I c e be r g s ar e mo s t n u me r o u s n e a r t hi s r out e mi d wa y b e t we e n Ne w Ze a l a n d a n d Ca b o de Ho r n o s ,
b u t t h e p e r i o d s of f r e q u e n c y v a r y gr eat l y, a n d i t ma y h a p p e n t h a t whi l e s hi ps ar e me e t i n g i ce i n l owe r l a t i t ude s ,
h i g h e r l a t i t ude s wi l l b e f r ee of i t . See 10. 01.
11. 02. 03. Th e us ua l r out e i n t he Pac i f i c Oc e a n , al l t h e y e a r r o u n d , pas s es S of Ne w Ze a l a n d i n a b o u t
48 30' S, or a b o u t 30 mi l e s S of Sn a r e s I s l a n d (48 01' S, 166 36" E). F r o m t hi s pos i t i on a ves s el s h o u l d s t e e r t o
t h e E b e t we e n Bo u n t y I s l a n d s (470 41' S, 179 03" E) a n d An t i p o d e s I s l a nds , wh e n c e , i n c l i n i n g s l i ght l y t o t he S,
t h e r o u t e a s s ume s , as a me a n t r ack, t h e par al l el of 51 S f r o m t he me r i d i a n of 150 W, acr os s t h e oc e a n t o 120 W;
k e e p i n g a t a b o u t 60 mi l e s N of t hi s par al l el f r o m De c e mb e r t o F e b r u a r y (so as t o b e mo r e cl ear of i ce), a n d at
60 mi l e s S of i t f r o m J u n e t o Au g u s t ; b u t i n t hi s case, al so, d e p e n d e n t on i ce c ondi t i ons . F r o m t he me r i d i a n of
115 W, i nc l i ne g r a d u a l l y t o t h e S, t o r o u n d I s l as Di e go Ra mi r e z a n d Ca b o de Ho r n o s , see 11. 101, 11. 125.
15
20
11. 02. 04. Th e al t e r nat i ve rout e, wh i c h i s onl y r e c o mme n d e d f r o m De c e mb e r t o Fe b r u a r y , r u n s o n a mo r e 25
S' l y t r a c k f r o m t h e p o s i t i o n S of T a s ma n i a ( 11. 02. 01) t o pa s s b e t we e n Au c k l a n d I s l a n d s a n d Ca mp b e l l I s l a n d i n
a b o u t 52 S, a n d t o cr os s t h e Paci f i c Oc e a n b e t we e n 54 S a n d 55 S.
T h i s c our s e woul d, cl ear of i ce, a n d wi t h f a vour a bl e we a t h e r , d o u b t l e s s e n s u r e t he qui c ke s t pas s age, as b e i n g
t he s h o r t e r di s t a nc e , b u t e x p e r i e n c e ha s p r o v e d t h a t a t n e a r l y al l t i me s of y e a r so mu c h t i me i s l os t at n i g h t a n d
i n t hi c k we a t he r , a n d e v e n s e r i ous d a n g e r is i n c u r r e d o n a c c o u n t of t h e gr e a t q u a n t i t i e s of i ce n o r ma l l y me t 30
wi t h i n t he s e h i g h e r l a t i t ude s , t h a t a par al l el e v e n as f ar N as 47 S ha s b e e n a d o p t e d wi t h a dva nt a ge .
I t i s be l i e ve d t h a t a pa s s a ge ma d e b e t we e n 47 S a n d 50 S wi l l p r o v i d e s t e a di e r wi n d s , s mo o t h e r wa t e r , a n d
l ess i ce; a n d t h a t a q u i c k e r pa s s a ge ma y b e e xpe c t e d i n b e t t e r we a t he r , a n d wi t h mo r e s e c ur i t y t h a n i n a h i g h e r
l a t i t ude .
11. 03. Sout h- e as t Aus t r al i a t o Pac i f i c Oc e a n
35
11. 03. 01. Ad e l a i d e t o Cabo de Ho r no s . St e e r SE t o j o i n t h e ma i n r o u t e ( 11. 02) i n a b o u t 46 S, 146 E.
40
11. 03. 02. Me l b o u r n e t o Cabo de Ho r n o s . I n s u mme r ( De c e mb e r t o F e b r u a r y ) s h a p e c our s e t o pa s s a b o u t
60 mi l e s W of Ki n g I s l a n d a n d t h e n c e W of T a s ma n i a t o j o i n t h e ma i n r out e ( 11. 02) i n a b o u t 46 S, 146 E
I t i s of t e n ne c e s s a r y, a n d i n h e a v y we a t h e r des i r abl e, t o ma k e t hi s pa s s a ge at a c o n s i d e r a b l e di s t a nc e f r o m t h e
coas t of T a s ma n i a ; n a me l y at f r o m 120 t o 250 mi l e s f r o m t he W coast , a n d r o u n d t he S e n d of t h e i s l and.
F o r t h e r e s t of t h e year , a n d as a l t e r n a t i v e t o t h e s u mme r r out e , pa s s t h r o u g h Bas s St r a i t a n d s t e e r t o j o i n 45
t h e ma i n r o u t e S of Sn a r e s I s l a n d ( 11. 02. 03) .
11. 03. 03. Hobar t t o Ca bo de Ho r n o s . Ei t h e r j o i n t h e ma i n r o u t e S of Sn a r e s I s l a n d s ( 11. 02. 03) or t h e a l t e r -
n a t i v e r o u t e ( 11. 02. 04) b e t we e n Au c k l a n d I s l a n d s a n d Ca mp b e l l I s l a nd.
50
11. 03. 04. Ade l a i de , Me l b o u r n e or Ho ba r t t o Ch i l e a n port s . Pr o c e e d t o 48 30' S, 166 30' E, S of Sn a r e s
I s l a n d s as d i r e c t e d i n 11. 02. 02, 11. 02. 03, 11. 03. 01, 11. 03. 02, or 11. 03. 03, a n d t h e n c e ma k e c a s t i ng acr os s t h e
Paci f i c Oc e a n b e t we e n t h e par al l el s of 46 S a n d 48 S, b e i n g t o wa r d s t h e mo r e S' l y of t he s e l a t i t ude s i n Ma r c h ,
a n d t o wa r d s t h e mo r e N' l y i n Au g u s t , as f ar as 112 W; f r o m wh i c h p o s i t i o n s t e e r as di r e c t l y as pos s i bl e
f or de s t i na t i on, b e a r i n g i n mi n d t h e N- g o i n g c u r r e n t r u n n i n g u p t he wh o l e W coas t of S o u t h Ame r i c a . 55
11. 03. 05. Ade l a i de , Me l b o u r n e or Ho ba r t t o San Fr a nc i s c o or Br i t i s h Co l u mb i a . Pr o c e e d t o 48 30' S,
166 30' E, S of Sn a r e s I s l a n d s ( 11. 03. 04) a n d t h e n c e ma k e f or 41 S, 138 W, k e e p i n g a b o u t 60 mi l e s N of t h e
d i r e c t l i ne t o t hi s pos i t i on i n S e p t e mb e r , a n d 60 mi l e s S of i t i n Ma r c h . F r o m 41 S, 138 W, p r o c e e d t o 30 S,
124 W, a n d f r o m t hi s pos i t i on ma k e n e a r l y N t h r o u g h t he S o u t h - e a s t Tr a d e s , c r os s i ng t he e q u a t o r i n 116 W. 60
Af t e r p i c k i n g u p t h e No r t h - e a s t T r a d e s i n a b o u t 10 N, s t e e r f or 30 N, 131 o W, i n No v e mb e r a n d De c e mb e r ,
a n d i n J u n e a n d J u l y f or 30 N, 136 W. At o t h e r t i mes , cr os s 30 N b e t we e n t he s e pos i t i ons .
F r o m t h e par al l el of 30 N, p r o c e e d as d i r e c t t o d e s t i n a t i o n as t h e pr e va i l i ng W' l y wi n d s a n d t h e SE- g o i n g
c u r r e n t , wh i c h cr os s es t h e t r a c k at a r a t e of 20 t o 30 mi l e s a day, wi l l al l ow. See al so 11. 129, wh i c h j o i n s t hi s r o u t e
s oon a f t e r c r os s i ng t h e e qua t or . 65
11. 03. 06. Me l b o u r n e t o Ne w Ze a l a nd. I f t he wi n d i s W' l y o n d e p a r t u r e , s t e e r t o pa s s Ro d o n d o I s l a n d a n d
t h e n N of Ke n t Gr o u p . T h e n , f or p o r t s o n t h e E s i de of S o u t h I s l a nd, s t e e r S of Sn a r e s I s l a n d s a n d t h e n c e t o
de s t i na t i on.
F o r We l l i n g t o n , s t eer , d i r e c t f or Co o k St r a i t . 70
5
10
15
20
25
30
40
45
50
For Auckland, steer for Three Kings Islands, and thence round the N point of New Zealand to Auckland.
If, on leaving Port Philip, the wind should blow from the E it may be desirable to run to the S, passing W
of Ki ng Island, and then proceed along the W coast of Tasmania, being prepared for the prevailing W' l y or
SW' l y winds, when this coast becomes a dangerous lee shore, see 11.03.02. Having rounded the outlying dangers
off the S coast of Tasmania, proceed to destination as above.
11.03.07. Ade l a i de or Me l b o u r n e t o Sy dne y . If the wind is favourable for Bass Strait, first steer for Rodondo
Island, passing about 20 miles S of Cape Otway if bound from Adelaide.
Havi ng passed Rodondo Island and Kent Group, steer for a position about 20 miles SE of Rame Head and
make Gabo Island or the land in the vicinity of Cape Howe; but if it is blowing hard from the S, a more E' l y
course should be steered to avoid Ni net y Mile Beach, from Corner Inlet for 150 miles, or nearly to Cape Howe,
which would then be a dangerous lee shore. From a position E of Cape Howe, steer to the N along the E coast
for Port Jackson at such distance from the land as the wind and weather would suggest, bearing in mi nd that
the current generally sets to the S at a distance of 20 to 60 miles from the land.
If on leaving Adelaide or Melbourne, there should be an E' l y wind, it might be desirable to run to the S,
instead of taking Bass Strait; if from Melbourne, passing between Cape Otway and Ki ng Island. Thence proceed
down the W coast of Tasmania, giving it a good berth, see 11.03.02. Havi ng rounded the outlying dangers S of
Tasmania, steer a N' l y course, following the directions given above.
ROUTES FROM S YDNEY
11.04. S y d n e y t o s o ut he r n Aus t ral i a and Ne w Ze al and
11.04.01. S y d n e y t o Me l b o u r n e or Ade l ai de . When proceeding S from Sydney, keep at between 20 and 60
miles from the coast, so as to derive the full benefit of the S-going current.
To make the passage via Bass Strait, follow the directions in 10.160. if the wind permits.
To make the passage S of Tasmania, reverse the directions for that route given in 11.03.07.
11.04.02. S y d n e y t o Hobart . On entering Storm Bay from the E, stand over towards Cape Frederick Hendrick,
and steer thence along the NE coast of Bruny Island for the entrance to River Derwent. In working against a
NW wind work up along the same coast, to avoid the strong outset from Frederick Henry Bay.
If, when off Betsey Island, the wind should blow from the NW so as to prevent a vessel from working into
River Derwent, good anchorage may be obtained either in Adventure Bay or Frederick Henry Bay. In calms or
light winds vessels may, if necessary, anchor with a stream or kedge in Storm Bay until they get a breeze.
11.04.03. S y d n e y t o Auc kl a nd. There are two routes, according to time of year, though it is sometimes possible
to make a direct course to sight and to pass 10 miles N of Three Kings Islands, and thence around Nort h Cape.
Sailing ships not having a commanding breeze, should not attempt to pass S of Three Kings Islands.
From Sept ember to April proceed to 30 S, 170 E and thence to Auckland.
From May to August, take a more S' l y route, through 35 S, 170 E.
11.04.04. S y d n e y t o We l l i ng t o n. Take as direct a route as possible to Cook Strait, noting that the best time
of year for this passage is October to February.
11.04.05. S y d n e y t o Port Ch a l me r s or adj acent port s. Steer S of Snares Islands, as described in 11.05.01,
and then proceed as directly as possible to destination.
The passage round the SW end of South Island and through Foveaux Strait is also possible, but it is not
recommended.
11.05. S y d n e y to we s t coas t s of t he Ame r i c a s
55 11.05.01. S y d n e y t o Cabo de Hor nos . At all seasons and from whatever quarter the wind may blow, it is advis-
able on leaving Port Jackson to proceed to the S rather than to the N of New Zealand. Advantage therefore
should be taken of the most favourable winds for either passing S of Snares Islands and Auckland Islands, to
join the route described in 11.02.03 or, if baffled by S' ly winds and favoured by fine weather, the passage through
Cook Strait may be taken with advantage, especially from October to February, joining the route (11.14) from
60 Wellington off that port.
See also 11.02.04 for an alternative route if passing S of New Zcaland.
70
11.05.02. S y d n e y t o port s o n we s t coas t of Sout h Ame r i c a . Follow the directions in 11.04.03 according to
season as far as the meridian of 170 E, and from thence proceed to destination.
11.05.03. S y d n e y t o port s b e t we e n Ta l c a hua no and I qui que. After crossing 170 E (11.05.02), steer to
cross the 180th meridian in about 35 S, and the meridian of 150 W between the parallels of 39 S and 43 S,
being to the N in November and December, and to the S in April and May. Keep between these two parallels as
far as 106 o W, and from that position curve the track gradually N for the port of destination, making due allowance
for the N-goi ng current along the coast of South America. The winds will be usually from some S' l y direction.
. PACI FI C OCEAN 203
11.05.04. Sydney to ports bet ween Iqul que and Panama. After crossing 170 E (11.05.02), steer to cross
the 180th meridian between the parallels of 33 S and 34 S, and cross the ocean on a nearly E' l y course, not
going S of 36 S. On reaching the meridian of 100 W, begin to make to the NE through the South-east Trades
to destination, making allowance for the N-goi ng set along the coast as far as the equator.
5
11.05.05. Sydney to San Franci sco or British Col umbi a. There are two routes, via Tahiti and via Fiji.
To make the passage via Tahiti, pass either N or S of New Zealand, or through Cook Strait, according to the
direction of the wind on leaving; but preferably through Cook Strait. Thence make to the NE so as to cross
30 S in about 160 W, and then N through the South-east Trades, passing closely W of $1es de la
Soci6t6. 10
In June, July and August, cross the equator in 148 W, but from October to February in 151 W, steering
through the doldrums to 10 N, 143 W, where the North-east Trade Wind should be picked up. Stand through
the Trade Wi nd towards 30 N, 152 W, and from this position, where the W' l y winds should begin to be felt,
make as directly as possible for destination. From November to February, the turn to the E can usually be
made in about 33 N, but in August stand N to 40 N before turning towards the land. Allowance must be 15
made for a current setting SE and S more and more strongly as the Uni t ed States coast is approached. It is also
felt off the coast of British Columbia, but is there complicated by tidal streams. See 11.64.
To make the passage via Fiji, take the Auckland route (11.04.03) as far as the meridian of 170 E; thence
continue E (nothing to the N) as far as 176 E, when course may be altered towards Fiji Islands.
If not calling at Fiji, pass E of the group and thence steer due N to cross the equator and the parallel of 18 N 20
on the 180th meridian; thence stand more to the E, to 30 N, 172 W, and then proceed as directly as possible to
destination.
11.06. Sydney to, and among, South Pacific i sl ands
11.06.01. Sydney to Tahiti. Follow the directions for the Tahiti route in 11.05.05.
11.06.02. Sydney to Fiji. Follow the directions for the Fiji route in 11.05.05.
25
30
11.06.03. Sydney to other Pacific i sl ands, and amongs t t hem. When bound from the coasts of Australia
to islands in the South Pacific Ocean, precise directions cannot be given on account of the irregularity of wind;
but, as a general rule, casting must be made S of the Trade Wi nd limits, i.e., in about 32 S. Thi s is, however,
liable to interruption, especially between January and April. When on the meridian of the island to which bound, 35
the trade wind may be entered, and the ship sailed well free, as the current will be found setting to windward
until near the islands.
For all practical purposes of navigation between the various groups of islands, it is important to draw attention
to the fact that they lie within the limits of the South-east Trade Wi nd and of the Equatorial Current. For sailing
vessels this means a favourable wind and current when proceeding from E to W, excepting with regard to currents dO
when within the limits of the Equatorial Counter-current; and a beat to windward against the current and a
choppy sea, when bound in the opposite direction.
11.06.04. Sydney to Noume a. Pass between Lord Howe Island and Elizabeth Reef and thence direct. The
passage in a sailing vessel varies from 5 to 28 days, and it is seldom made without encountering a gale.
45
11.07. Sydney to Yokohama
11.07.01. General notes. The route changes seasonally both N and S of the equator, the two seasonal routes,
changing with the Monsoons, being preferred S of the equator, see 11.07.02 and 11.07.03. N of the equator, the
route changes seasonally as directed in 11.07.04.
Alternative routes known as the Eastern, Middle, and Western Routes may be taken, see 11.07.05. They do
not differ greatly from the other routes.
11.07.02. Duri ng the Nort h- west Mons oon, S of the equator, from November to March, pass between Lord
Howe Island and Elizabeth Reef and thence to the N between Recifs d' Entrecasteaux on the E, and Bellona Reef
and Chesterfield Reef on the W; thence between Solomon Islands and Santa Cruz Islands, crossing the equator
in about 166 E at about 60 miles W of Nauru.
11.07.03. Duri ng the South-east Mons oon, S of the equator, from April to October, on leaving Port Jackson,
steer directly to the NE, as far as 157 E; then to the N, between Kenn Reef and Bellona Reef, E of Pocklington
Reef, and either through Bougainville Strait or through Pioneer Channel, between Solomon Islands and New
Ireland, crossing the equator in about 155 E.
11.07.04. Nor t h of t he equat or , from Januaryt o June steer direct for Yokohama, passing E of Caroline Islands.
In July and August, take a more E' l y track, passing about 100 miles W of Marshall Islands, and crossing the
meridian of 160 E in 18 N, and steering thence direct to destination. From September to December, a track
midway between these two is recommended.
50
55
60
65
70
11.07.05. Al t e r nat i ve rout es . The Eastern Route is to Norfolk Island, thence to Matthew Island, and N along
the meridian of 171 E to the parallel of 11 S, across the equator in 166 E and through the E part of Caroline
Islands.
The Middle Route is midway between Lord Howe Island and Elizabeth Reef, W of New Caledonia, between
Solomon Islands and Santa Cruz Islands, across the equator in 159 E, and through the middle of Caroline
Islands.
The Western Route is along the meridian of 157 E, as far as 11 S; thence through Bougainville Strait, and
across the equator in 153 E, when a direct course may be steered for Yokohama.
10
11.08. S y d n e y t o Ho n g Ko ng
11.08.01. Ge ne r al not es . There are three routes, appropriate to the monsoon periods.
15
20
25
11.08.02. Du r i n g t he No r t h- we s t Mo n s o o n , from October to March, steer midway between Lord Howe
Island and Elizabeth Reel From this position pass N between Bellona Reefs and New Caledonia, and thence
between Solomon Islands and Santa Cruz Islands, to the equator in 159 E. Thence steer through the middle of
Caroline Islands and pass N of Philippine Islands.
The passage may be expected to be made in from 40 to 44 days.
11.08.03. Dur i ng t he first par t of t he Sout h-east Monsoon, from April to June, steer NE as far as the meridian
of 157 E and then due N as far as the parallel of 11 S; thence continue through Pioneer Channel, between
New Ireland and Bougainville Island, or through Bougainville Strait, crossing the equator in about 153 E.
From this position steer to pass through the most W' l y Caroline Islands, and through Balintang Channel to
the China Sea.
11.08.04. Th e Tor r e s Strai t Rout e, appropriate to the second part of the South-east Monsoon, and to the
South-west Monsoon of the China Sea, may be taken provided the vessel is through Torres Strait before the
end of September; if not follow the directions in 11.08.02 or 11.08.03. The Torres Strait Route may be expected
30 to occupy 40 days, and although not free from danger, may be navigated in safety by those with experience
amongst coral reefs.
The passage from Sydney to Torres Strait is described in 11.09. Directions for the straits and routes in the
Eastern Archipelago are given in Chapter 9. In this area, there are several alternative routes between Tort es
Strait and Hong Kong, the first being to pass through W&tar Strait and into the Flores Sea, and thence along the
35 N side of the islands and through Sapudi Strait. From Sapudi Strait stand N to pass through Karimata Strait
and thence to Hong Kong.
The second alternative is to pass round the N end of Ti mor, through Ombai Strait, Savu Sea and Sumba
Strait to Alas Strait; thence steer N to pass through Karimata Strait and to the China Sea. Otherwise, a vessel
may pass S of Ti mor and Sumba to Alas Strait, but this route leads through a part of the Arafura Sea in which
40 there are many known, and probably many undiscovered, dangers.
The third alternative is to steer between Pulau-pulau Aru and Tani mbar Islands to Manipa Strait. Thence
pass round the N end of Sulawesi and across the Sulawesi Sea, through Basilan Strait into the Sulu Sea. Pass
through Mi ndoro Strait into the China Sea and Hong Kong.
45
11.09. S y d n e y t o Tor r e s Strai t
11.09.01. Ge ne r al r e ma r ks . There are two routes; the Inner Route, which passes inshore of Great Barrier
Reefs, and the Out er Route, to seaward of the reefs and through the Coral Sea. The proper time for making
50 either passage under sail is from March to September, during the South-east Monsoon. Large sailing vessels
seldom take the Inner route, but small vessels can do so without difficulty.
It is not desirable to reach the entrance to Tort es Strait before the beginning of April, in order to avoid the
chance of an equinoctial gale, as well as to make sure that the South-east Monsoon has begun in the Arafura Sea.
Vessels have left Sydney as late as October, and made their passages; yet, generally speaking, it is much too late;
55 for although the Nort h-west Monsoon does not blow until November, and sometimes later, the calms and light
variable winds that precede it protract the passage very much.
11.09.02. I nne r Rout e. Proceed as directly as possible N along coast to Sandy Cape.
The prevailing wind off the coast to Sandy Cape being NE' l y from October to April, and W' l y from May to
60 September, the seaman will use his own discretion in getting to the N against the strong S-going current generally
running along the coast. The strength of this current is found on the edge of the charted 100 fm (182 m 9) line,
from 10 to 30 miles from the coast, and will be avoided by keeping well outside this line.
Curtis Channel and Capricorn Channel are the only entrances to the Inner Route from SE; the latter
is recommended. For details of these channels and of the Inner Route, see Admiralty Sailing Di rec-
65 tions.
70
11.09.03. Out er Rout e. On leaving Port Jackson, avoid the S-going current by keeping within about 2 miles
of the land until a direct course can reasonably be made to 24 S, 157 E. Thence, passing dear E of Cato Bank
and Wreck Reef, proceed to 21 10' S, 156 35" E and continue on a NW' l y course, to pass NE of Eastern Fields
and Portlock Reefs to Bligh Entrance.
P A C I F I C OC E A N 205
11.10. S y d n e y t o Si ngapor e
11.10.01. Rout es. From March to September, the South-east Monsoon period, Torres Strait is used, see
11.09.03. After passing through the strait, proceed by one of the two routes given in 11.08.04 to Karimata Strait,
and thence through Riouw Strait to Singapore. Thi s passage may also be made through Selat Gelasa or Selat
Bangka instead of Karimata Strait.
A third route for March to September, from Torres Strait, is by the third alternative mentioned in 11.08.04,
to Basilan Strait and the Sulu Sea; thence through Balabac Strait to the China Sea and Singapore.
From November to February, during the North-west Monsoon, steer to the N to pass E of New Guinea, and
after meeting NE' l y winds in about 5 N, pass S of Mindanao, through Basilan Strait, Sulu Sea, and Balabac
Strait to the China Sea and Singapore.
For routes in the Eastern Archipelago, see Chapter 9.
10
ROUTES FROM NEW ZEALAND
11.11. Ne w Ze al and t o Aus t ral i a. In all cases steer to pass through Cook Strait or round the N end of Nort h
Island. These passages are always more favourable than round the S end of South Island where W' l y winds
prevail.
15
20
11.12. Ne w Ze al and to S y d n e y and port s nor t hwar d. Having cleared Cook Strait or the N end of Nort h
Island, proceed as directly as possible if bound for Sydney or Brisbane; if bound for Tortes Strait join the Outer
Route (11.09.03) in 24 S, 157 E. To ports N of Brisbane join the Inner Route (11.09.02) in Capricorn Channel.
25
11.13. New Zeal and to s o ut he r n Aus t ral i a. Pass through Bass Strait if wind permits; otherwise S of Tasmania.
Then join the routes from Sydney (10.60.02, 10.60.03, 11.04.01).
11.14. Ne w Ze al and t o Cabo de Hor nos . From Auckland, j oi n the trans-ocean route (11.02.03) in about
51 S, 148 W. From Cook Strait, join it in 170 W; from South Island ports, join at the 180th meridian.
11.15. Ne w Ze al and to Sout h Ame r i c a . From Auckland, see 11.05.03 and 11.05.04; from other departures
see 11.03.04. These trans-ocean routes should be joined at the nearest position.
30
35
11.16. Ne w Ze al and t o San Fr a nc i s c o or Bri t i s h Co l u mb i a . Steer N so as to get through the Equatorial
Trough (7.02 and 7.15) as quickly as possible; this particularly applies in July, August, and September. At all
times join the appropriate route from Sydney (11.05.05) as soon as possible.
40
11.17. New Zeal and to Sout h Pacific i sl ands. Make easting S of 40o S to about 165o W if bound for Rarotonga,
or to 155 W if bound for Tahi t i ; haul gradually N into the South-east Trade, and then proceed direct.
The South-east Trade is tolerably regular among the Samoan, Tonga, Fiji and New Caledonia Islands, from
April to October, but from December to March it is very light and uncertain, and NW' l y winds are frequent.
Cyclones sometimes pass over these localities from January to March, inclusive.
11.18. Ne w Ze al and t o Chi na Sea or Japan. Steer N to pick up, on the parallel of 30 S, the appropriate route
from Sydney. References are for Yokohama, 11.07; for Hong Kong 11.08; for Torres Strait 11.09; for Singapore
11.10.
45
50
55
ROUTES FROM I S LAND GROUPS BETWEEN NEW CALEDONI A AND $LES DE LA SOCII~Tt~
11.19. I s l ands (as above) t o S y d n e y or s o ut he r n Aus t ral i a. Proceed W on about the parallel of the islands,
taking full advantage of the Trade Wi nd and the favourable current; pass about 150 miles S of New Caledonia
and then proceed as directly as possible to port, or to Bass Strait if bound to South Australia. For passage through
Bass Strait and to Melbourne and Adelaide, see 10.160-10.163; and for passage from Bass Strait to Cape
Leeuwin, see 10.164. For route from Tahiti, see 11.28.
11.20. I sl ands (as above ) t o Ne w Ze al and. From islands E of the meridian of 170 W steer W in the Trade
Wi nd unt i l that meridian is reached, and thence proceed as directly as possible to destination, bearing i n mi nd
that approaching New Zealand a sailing vessel should, especially in winter, keep W, rather than E of the direct
route; W' l y winds are likely to be experienced S of the Trade.
60
65
70
I0
11.21. I s l a n d s ( as a b o v e ) t o Ca b o d e H o r n o s o r E s t r e c h o d e Ma g a l l a n e s . From any of the Pacific islands
stand through the Trades to the S and then into the W' l y winds of the S hemisphere; from thence, proceed by
great circle to Estrecho de Magatlanes or to round Cabo de Hornos, but do not get to the S of the route from
South Africa (11.02).
11.22. I s l a n d s ( as a b o v e ) t o p o r t s b e t w e e n T a l c a h u a n o a n d P a n a ma . Stand through the Trades into the
westerlies to pick up the routes from Australia to the required destination in 160 W, or W of that meridian,
according to starting point. See 11.03.04, 11.05.03, 11.05.04. From July to October, however, a direct passage S
of Archipel des Tuamot u can usually be made, passing Pitcairn Island.
15
20
11.23. I s l a n d s ( as a b o v e ) t o Sa n F r a n c i s c o a n d Br i t i s h C o l u m b i a . Stand S (except from Tahiti) and pick up
the route from Sydney via Tahi t i (11.05.05).
11.24. Fi j i t o H o n o l u l u . Stand N through both Trades and into the W' l y winds N of the North-east Trade,
from thence making easting to about 155 W, thence proceeding direct.
11.25. Fi j i t o Ta h i t i . Stand through the South-east Trade Wi nd into the westerlies, then run down the easting,
re-entering the Trade Wi nd in 150 W.
25 11.26. S a m o a e a s t wa r d . When sailing to the E it will be found an advantage to keep on the S side of the group,
where there is not only a favourable current, but the winds will be found more regular and calms less frequent.
30
35
40
11.27. T a h i t i t o H o n o l u l u . Steer to the N to cross the equator in about 147 W, and thence to make the
Hawaiian Islands from E, to ensure the breeze.
The channel between Moorea and Tahiti should never be used by sailing ships except with steady winds from
NE or SW, as these are the only winds that blow through the channel. When there is a fresh breeze from the E
to the N of Tahi t i it is generally calm in this channel, and vessels have remained becalmed here for days, whilst
a fresh breeze prevailed to seaward.
11.28. T a h i t i t o Au s t r a l i a a n d N e w Ze a l a n d . For Sydney, run with the Trade Wind, steering to pass about
150 miles S of New Caledonia; thence proceed as directly as possible to destination. See 11.19.
For Wellington, run with the Trade Wi nd to about 170 W, and thence proceed as di re~l y as possible to
destination. See 11.20.
11.29. T o r t e s St r ai t t o S y d n e y . The ocean passage appears not to have been made very often, and like that
from Tort es Strait to Sydney by the Inner Route, was formerly considered only practicable i n the North-west
45 Monsoon--from November to February or March. The first object after clearing Tort es Strait, in the Nort h-
west Monsoon, will be to take advantage of W' l y winds for making casting, looking upon immediate progress to
the S as of secondary importance.
I n the North-west Monsoon, leave Tort es Strait by Great Nort h East Channel, and having cleared Eastern
Fields, take every advantage of W' l y breezes and try to reach a position in about 15 S, 156 E, keeping an especial
50 look-out when proceeding E of the route, into the unexplored area N of Mellish Reef (17 25" S, 155 51" E).
Having attained the meridian of 156 E, and thus probably far enough to the E to take advantage of the South-
east Trade, haul on a wind on the port tack and try to fetch Mellish Reef; great caution is necessary when in the
neighbourhood of this reef, and there is generally a strong W-goi ng set to guard against. Pass, if the wind permit,
between Kenn Reef and Wreck Reef on the E side, and Frederick Reef and Saumarez Reef on the W side.
55 If there is too much southing in the prevailing South-east Trade Wi nd to weather Frederick Reef, pass W
of it, and between Saumarez Reef and Swain Reefs, when a S-going current will probably enable a vessel to
weather Sandy Cape, care being taken to avoid Breaksea Spit and the shoal near its E edge.
As a rule a vessel should be so sailed as to close the intermediate passage reefs in the day-time, to take a fresh
departure, as the current between Saumarez Reef and Swain Reef may otherwise seriously affect the vessel's
60 reckoning.
From Sandy Cape proceed for Sydney by keeping the mainland in sight, to take advantage of the S -going current.
R O U T E S F R O M S I N GA P OR E A N D E A S T E R N A R C H I P E L A G O
65
11. 30. S i n g a p o r e t o S y d n e y
11.30.01. Ge n e r a l r e m a r k s . From Singapore, near and during the period of change from the South-east
Monsoon to the North-west Monsoon (about October), sailing vessels may be five and six weeks i n making the
70 passage from Singapore to Selat Bangka.
PACI FI C OCEAN 207
11.30.02. Di rect i ons. From November to February the route is taken through Torres Strait. Leaving Singapore
in the North-west Monsoon, between mi d-November and mid-February, proceed through Selat Bangka
or Karimata Strait, and enter the Indi an Ocean by Lombok Strait or Alas Strait, after passing through Sapudi
Strait. Having reached the Indi an Ocean, steer to pass N or S of Ti mor and thence to Torres Strait. See also
10.120. Continue as directed in 11.29.
From April to October, follow the directions in 10.57.07 through Sunda Strait into the W' l y winds, and t hen
pass S of Australia and through Bass Strait to Sydney. See 10.01.03, 10.01.07, 11.03.07.
11.31. Si ngapor e t o Mo l u k k a Ar c hi pe l a g o
11.31.01. Ge ne r al r e ma r ks . The passage should be made S of Borneo in the North-east Monsoon and N of
Borneo i n the South-west Monsoon.
10
11.31.02. F r o m Oc t obe r t o May, when the North-east Monsoon blows N of the equator, and the North-west 15
Monsoon S of it, proceed through Karimata Strait passing E of Ontario Reef (2 00" S, 108 39" E). On leaving
the strait, steer to pass 10 to 15 miles S of Karang Mi an and about 10 miles S of Masalembo Besar; thence proceed
to Saleier Strait as directly as possible.
After clearing Saleier Strait, Ambon is easily reached by passing S of Batu Ata and Binongko; if bound to the
Ceram Sea, first round the S point of Buton and then, after skirting the shore of that island, and having passed 20
Wangi Wangi Islands, steer N as far as Wowoni Island. Thence run for the S point of Sanana (2 28" S, 126 03" E)
and thence into the Ceram Sea.
The currents i n this locality set to the S and are very strong. If a vessel has been set to leeward of the N poi nt
of Buru Island, it is best to pass to the S of that island, and then through Mani pa Strait to the Ceram Sea.
25
11.31.03. Fr om May to Sept ember , when the South-west Monsoon blows N ofthe equator, and the South-east
Monsoon S of it, run S of Anambas Kepul auan and then between Royal Charlotte Reef and Louisa Reef, taking
care to avoid the dangerous shoals bordering the Borneo coast, and also of being set to leeward of Pulau
Balambangan by the N-going current which prevails in the South-west Monsoon. Having made Pulau Balam-
bangan, haul round its N point, and steer through Balabac Strait into the Sulu Sea, then through Si but u Passage 30
or one of the passages of the Sulu Archipelago, cross the Sulawesi Sea for the N point of Sulawesi, and then work
S through the Molukka Sea.
For an alternative route as far as Balabac Strait during the South-west Monsoon, see 11.32.03.
Directions for the straits and channels in the Eastern Archipelago are given in Chapter 10. See 7.113 for
currents in Palawan Passage. 35
11. 32. Si ngapor e t o Sul u Sea
11.32.01. Ge ne r al r e ma r ks . I n Singapore Strait, E-bound, follow in reverse the directions given in 10.39.
' The main route is via Balabac Strait, to which the passage is varied according to season; the passage may also be
made by proceeding S through Karimata Strait or Selat Gelasa, through the Java Sea, and to the N through
Makassar Strait, but this is not recommended except in October and November.
40
11.32.02. Fr om Oct ober t oMay, during the North-east Monsoon, the rout ei svi a Balabac Strait. In December, 45
January, and February, do not leave Singapore Strait in strong NE winds, but anchor on the N shore, under
Pulau Che Kamat. In those months gales often occur with thick weather, the rain lasting two or three days and
the SSE-going current outside attains a rate of 2 or 3 knots. A vessel leaving the strait then, instead of fetching
Pedjantan, would fall bodily to leeward, and have to work up the W coast of Borneo. Fi ne weather follows,
with the wind backing round to N and NW; and the current in the offing decreases in strength to about 1 50
knots.
Having obtained the fine weather, the first object should be to pass through the channel between Nat una
Kepulauan and Subi Kepul auan (3 03" N, 108 5I" E) or, if this proves impossible or difficult, to use one of the
passages to the S.
To pass through the channel between Nat una Kepulauan and Subi Kepulauan a vessel should leave the 55
anchorage off Pulau Che Kamat with the first of the ebb, and keep clean full. She should then steer to the NE
to go through the channel between Subi Ketjil, which is lighted, and Bunguran, passing S of Midai Island, a
passage that may be made i n these months without much difficulty, especially at full and change, when, it is
stated, the wind, after a few hours calm, frequently shifts to the W with squalls and rain, and then hauls round
to SW and S, blowing moderately for 24 hours. By taking advantage of these changes Subi Kepul auan may be 60
easily weathered.
If after arriving in the vicinity of Midai Island, nearly in the fairway SW of Bunguran, the wind continues
E' ly, steer to the N on the starboard tack, passing W of Midai Island, and keeping not less than 3 miles from its
SW side to avoid the shoal water extending 2 miles from it. Pass about 5 miles W of Ti mau (3 18' N, 107 34" E),
as the coral reefs about that island extend fully 3 miles from its SW side, with least known depths of 7 m. Vessels 65
are not recommended to pass between Ti mau and Midai Island, on account of Diana Reefs, which extend some
14 miles N of Midai. There would be no danger, however if the wind permits of a vessel laying through, and
passing 4 or 5 miles S of Ti mau and Karang Sedirnin (3 24" N, 107 50" E), thus giving a wide berth to Di ana
Reefs, provided those objects are available for cross bearings. The channel S of Midai Island is preferable if
~ vessel can lay through. 70
If bearing up, after passing Ti mau there will be no difficulty in working towards the S point of Bunguran,
as that island, when approached from the SW, shelters against the strong SW-going current of the Monsoon.
Off its S coast at night, in fine weather, the wind is off the land, but the S and SE coasts should not be approached
nearer than 6 or 7 miles, on account of the off-lying dangers.
5 If fetching to leeward of Subi Kepulauan with a N' l y wind take Koti Passage, between Pulau Pandjang and
Serasan Group. Serasan Passage is also safe when either side is kept aboard, to avoid Haynes Shoal, the 6 m 4
patch in the fairway. The current among these islands is more regular than in Api Passage, where it sets in various
directions, and with considerable velocity to the SW from 16 to 19 hours at a time; for large vessels any of the
other passages are preferable to this, as great caution and perseverance are requisite in working through. When
10 using it, keep the Borneo coast aboard, in depths of from 18 m to 20 m, to avoid the current and to profit by the
land winds. See directions for Api passage, below.
I n taking Koti Passage give Pulau Pandjang a good berth to avoid the reef which surrounds it, and extending
off its SW end. The winds amongst these islands and as far E as the meridian of Tanj ong Sirik are generally from
N to NNW. The passage cleared, proceed to the NE; endeavouring, if not certain of the longitude, to make
15 Royal Charlotte Reef or Luisa Reef, whichever is the weathermost, by runni ng on its parallel of latitude; and
as the currents appear to be influenced by the prevailing winds, a set in the direction in which it is blowing should
be anticipated, the velocity of the current being proportionate to the force of the wind. Having made either
Royal Charlotte Reef or Louisa Reef, or passing in mid-channel between them, steer to the E for about 100 miles
towards Balabac Strait, and through it to the Sulu Sea. See Admiralty Sailing Directions for the W approaches to,
20 and passage through Balabac Strait.
When approaching Api Passage from W, especially when working against the North-east Monsoon, a vessel
may gain by keeping close to the Borneo coast, as favourable tidal streams may be found near the shore when a
strong current is runni ng S in the offing. For directions, see Admiralty Sailing Directions.
Burung Kepulauan may be boldly approached from W; large sailing vessels had better pass outside them, but
25 smaller craft may often, with advantage, pass between them.
11.32.03. Fr om May to Sept ember , during the South-west Monsoon, first proceed to Api Passage as described
below and thence, with a fair wind, parallel with the Borneo coast, as far as Balabac Strait, and thence into the
Sulu Sea.
30 Directions from Singapore to Tandj ung Api are as follows: As far as the E entrance to Singapore Strait,
the tidal streams are tolerably regular, but some miles off-shore a current will be found setting about NNW
in the South-west Monsoon; its greatest strength will be experienced between Pulau Ti oman and Anambas
Kepulauan.
I n order to obviate the effect of this set or current, it is considered prudent to make good the course for Pulau
35 Mendarik (1 20" N, 107 02" E) from Singapore Strait, by which, should light airs prevail, the option will be
afforded of steering either between Pengibu and Kaju Ara, or S of Kaju Ara, thus avoiding Acasta Rock.
On leaving Kaju Ara, shape course, allowing for a N' l y set, to pass well S of Muri Islets and then keep Saint Pierre
Light, whilst in sight, bearing 255 , which will lead about 2 miles S of Merundung Rock.
Banggi South Channel and Malawali Channel between Banggi and Borneo are sometimes used by vessels
40 navigating to the ports on the NE coast of Borneo; they are somewhat intricate and demand careful navigation,
being for the greater part bounded by dangers. Balabac Mai n Channel is recommended i n preference to either
of these channels, being considered much safer. See Admiralty Sailing Directions for a description and directions
for these channels.
I n October and November, only, an alternative route via Makassar Strait may be taken. A vessel should proceed
,/5 S to pass through Selat Gelasa or Karimata Strait, and thence E through the Java Sea to Makassar Strait, there
joining the "Fi rst Eastern Passage" (10.47) and following it to the Sulu Sea.
50
55
11. 33. Si ng a po r e t o Ma ni l a
11.33.01. F r o m Oc t obe r t o May, during the North-east Monsoon, follow the directions given in 11.32.02
as far as the entrance to Balabac Strait, and continue thence to the N by Palawan Passage, between the charted
100 fathom (182 m 9) line W of Palawan Island and that of the off-lying foul ground; a channel about 40 miles i n
width, except towards the S end, where, between Royal Captain Shoal and the edge of Palawan Bank, it is
28 miles wide. Thi s is the most dangerous part of the channel. From the N end of Palawan Passage, in about
11 N, work to the N to Manila, hugging the coast by short boards when possible. See 7.113 for currents in
Palawan Passage.
11.33.02. Fr om June to Oct ober, during the South-west Monsoon, follow the directions given in 11.32.03
60 to Tandj ung Api, and then proceed directly along the coast and through Palawan Passage ~vith a fair wind to
destination. Or as an alternative route, pass S of Anambas Kepulauan and Bunguran and between Royal
Charlotte Reef and Louisa Reef, to pick up the Palawan route off Balabac Strait.
When working through Palawan Passage and having conformed with the directions given for making the
SW end of Palawan, in fine weather try to make in-shore boards in the afternoon, for the sun then being astern
65 of the vessel, the patches lying near the edge of the bank will generally be distinguished from the masthead
i n ample time to tack. I n squally weather, also during heavy rains, these patches have been observed imparting
a very distinct yellowish hue to the surface of the water. It is most desirable to get soundings before dark in order
that a good departure may be made for the night. On making the inshore board, be prepared to tack immediately
on getting the first indication of the shore bank, on which a vessel is likely to come suddenly into soundings.
70 See 7.113 for currents in Palawan Passage.
PACI FI C OCEAN 209
When approaching the islands in the vicinity of Balabac and Palawan, if the wind be well to the S and the
weather thick, Balabac Island may be approached near enough to obtain a good observation of the land; but
caution is necessary not to go within 12 miles of it, as soundings of 48 m and 37 m extend that distance off,
in a W' l y direction from the peak, having shoal patches immediately inside them. If the wind be to the W,
with thick cloudy weather, Balabac Island should not be approached nearer than 30 miles, as W' l y winds usually 5
force a strong E-going current through the passages.
Off the SW end of Palawan, it is not unusual, particularly in squalls, for the wind to veer to WNW, and some-
times NW, blowing with violence, and placing the vessel on a lee shore with respect to the shoals inside the edge
of the bank. Thi s weather generally prevails off Palawan about September and October, rendering it uncertain
and difficult to make the narrowest part of the channel, owing to the land being obscured. 10
11.34. Si ngapore to Hong Kong
11.34.01. Duri ng the North-east Mons oon, a route similar to the Main Route for powered vessels (7.113), 15
except that it passes initially between Anambas Kepulauan and Bunguran, may be used, although it i~ not
strongly recommended.
Duri ng the strength of the North-east Monsoon, use Palawan Passage (11.33.01 ) as far as the N end of Palawan
Island; then work up the coast of Luzon as far as Cape Bolinao or even Cape Bojeador. Among t he island groups
N of Luzon no continuous strong breezes will be experienced at all comparable, either in force or consequent 20
high seas, with those which prevail between Cape Bolinao and Hong Kong. But see notes on Pratas Reefs
(11.47.01) and T' ai -wan Strait (11.50.01).
A route through Selat Gelasa or Karimata Strait, the Java Sea, Saleier Strait, and the Banda Sea, to join the
Second Eastern Passage (10.46), affords a leading or fair wind and favourable currents nearly throughout.
11.34.02. Bet ween the Monsoons, a route on the W side of the China Sea is recommended, passing along the
Malay coast to Pulau Redang; thence along the coast of Vietnam to 16 N; coastwise off the E side of Hai-nan
and inshore of Ch' i -chou tao (19 58" N, 111 16' E) to make the mainland coast about Ti en-pai (21 30' N,
111 14" E).
Approaching Hong Kong, try to make Ta-wan shah bearing about 000 , then steer between it and W' en-wei
chou, of Chia-peng ch' fin-tao ; thence between Wai-ling-ting and Li -ma ch' fm-tao, and through Lema Channel
into West Lamma Channel. After the middle of August, when E' l y winds are likely to prevail for several days
together (as also at other times of the year), it will be necessary to make the NE end of Li -ma ch' fin-tao and
proceed in by Lema Channel to West Lamma Channel. East Lamma Channel is also safe in both
monsoons.
Note that NE'Iy and YV'ly gales blowing out of the Gulf of Tong King, with dark weather and rain, have been
experienced on this route, causing danger of being driven among the Paraccl Islands, but such gales arc not
frequent and the land should bc kept in sight, for smoothcr seas and the availability of anchorage.
25
30
35
40
11.34.03. Duri ng the South-west Mons oon (May to September) the Main Route for powered vessels (7.113)
is appropriate except that the vessel should be taken between Anambas Kepulauan and Bunguran if the monsoon
has not settled in.
The route on the W side of the China Sea (11.34.02) may also be used during the earlier part of the South-west
Monsoon.
45
Duri ng the latter part of the South-west Monsoon, a route through Palawan Passage is recommended, observ-
ing that at this time of year a N-bound route in the W part of the China Sea is hampered by strong S-going
currents in the vicinity of $1es Catwick (9 59" N, 109 05" E), with light N' l y winds, variable airs, or
calms.
Steer N of Pengibu (1 35" N, 106 35" E) and between Bunguran and Subi Kepulauan, and thence as directed
for Palawan Passage in 11.33.01. 50
11.35. Si ngapore to ports nort h of Hong Kong
11.35.01. Duri ng the North-east Mons oon, proceed by the Palawan Passage Route (11.34.01) as far as Cape
Bolinao; then continue to work up the coast of Luzon and through Balintang Channel. Proceed thence off the
E coast of Tai -wan and to destination.
The alternative route during the North-east Monsoon is via Karimata Strait and the Second Eastern Passage,
as directed in 11.34.01.
11.35.02. Near the change of Mons oon, the inner route (11.34.02) may be taken as far as Hong Kong, except
during the latter part of the South-west Monsoon; and thence along the coast of China to destination.
11.35.03. Duri ng the South-west Mons oon (except the latter part) take one of the routes advised in 11.34.03
as far as Hong Kong, and thence continue along the China coast to destination. In the latter part of this Monsoon,
use the Palawan Passage route.
55
60
65
I 1.36. Si ngapore to Sai gon
11.36.01. Duri ng the South-west Mons oon, the winds in Singapore Strait are between SE and W, and sailing
vessels will have no difficulty in getting through to the E.
Havi ng cleared the strait, steer to pass W of Archipel de Poulo Condore, and thence along the edge of the
bank fronting the mouths of Le M6 Kong, extending to the mout h of Rivi~re de Sa'igon.
5 Strong freshets run out of these rivers during the South-west Monsoon, and join the NE-goi ng current,
whereby vessels are obliged to keep the edge of the bank aboard to prevent being set to leeward of Mui Vung Tou
( 10 19" N, 107 05" E) . Keep sounding continuously while steering along the edge of the bank, so as to remain in
depths of not less than 18 m. If the water begins to shoal, haul off to the E, when it will soon deepen, as the depths
are fairly regular. Continue along the edge of the bank in these depths until Mui Vung Tou bears less than 030 ,
10 when course may be steered as requisite for the Saigon pilot.
11.36.02. Duri ng the North-east Monsoon, steer as directed in 11.32.02 until clear of Natuna Kepulauan,
and then steer NE until reaching the meridian of 112 E; after which stand across the China Sea to make Mui
Vung Tou, or preferably the land to windward of that cape, to avoid being set to leeward by the prevailing
15 current.
From 7 N until about 70 miles E of the mouths of Le M6 Kong, a strong current will be found setting to the
SW governed considerably by the prevailing winds, for when strong gales blow in the early part of this monsoon,
the SW-going current is stronger, and often runs at a rate of 3 knots. The tidal streams are regular, and set
strong near the Vietnam coast during both monsoons.
20 In the latter part of March and April an E' l y wind is often found E of Anambas Kepulauan that will take a
vessel to Archipel de Poulo Condore; thence work to Mui Vung Tou, W of that island, keeping towards the
Vietnam coast, which is very low, and can seldom be seen at night.
From abreast the mouths of Le M6 Kong, the ebb stream will be found setting to windward, greatly assisting
vessels standing inshore; but they should not stand near these mouths during the flood stream, and on no account
25 shoal the water to less than 22 m in the night. Sounding should never be neglected when standing towards this
low land, which may be seen from a distance of about 10 miles in clear weather.
The Nort h-east Monsoon often blows very strong on the parallel of Iles Catwick, and between t hem and the
Vietnam coast, in December, January, February and sometimes in March, continuing for two or three days with
a heavy sea and strong current, the sky being generally thick and hazy throughout. A gradual rise in the barometer
30 is a sure indication of an increase in the strength of the monsoon. If the monsoon proves too strong to contend
with bear up for Archipel de Poulo Condore, where good shelter will be found, and anchor.
At about 90 miles from the coast, the wind in settled weather usually hauls to ENE and E at about 1600,
continuing all night fresh and puffy. Thi s is the time to stand inshore, and although as far to leeward as the
meridian of Mui Vung Tou, with the ebb tide under the lee, the vessel will be to windward of Muy Ky Van
35 ( I 0 22" N , 107 16" E) in the morning.
40
11.37. Si ngapore to Bangkok
11.37.01. Duri ng the South-west Mons oon, winds between SE and W prevail in Singapore Strait, and
therefore sailing vessels will have no difficulty in making to the E.
Having cleared the strait, shape course for Pulau Redang, and thence keep the W shore of the Gul f of Thai l and
aboard, passing inside Ko Losin and Koh Krah.
45 11.37.02. Duri ng the North-east Mons oon, follow the directions given in 11.32.02 until clear of Nat una
Kepulauan, and then proceed NE to the meridian of 111 or 112 E. Thi s can be done easily, as the wi nd is
invariably from N to NNW as far as the meridian of Tanj ong Sirik, when it generally veers to the NE. Then stand
across the China Sea to Hon Khoai. Little or no current will be experienced until the parallel of 6 N or 7 N is
gained; then it will be found setting strongly to the SW, governed to a large extent by the prevailing winds.
50 In April and May the best passages to the Gul f of Thailand are made by keeping the Malay coast aboard; but
expect squalls, calms and rain; a weak current begins to set to the NE about this period.
55
60
70
11.38. Eastern Archi pel ago to China. Generally, the various routes, according to season, are described in
articles 10.30-10.51.
Passing N, through the straits to the W of Borneo, usually May to September, take the Mai n Route, or the
route on the W side of the China Sea (11.34.03).
Between November and April, the Second Eastern Passage (10.46) is recommended. The First Eastern
Passage (10.47) can be considered but the disadvantages outweigh the advantages.
ROUTES FROM BANGKOK OR SAi GON
11.39. Bangkok or Sal gon to Hong Kong and northward
11.39.01. Dur i ng the North-east Mons oon (November to April), to attempt to work N, especially in the full
strength of the monsoon, is so certain to be tedious that vessels are advised to stand S to Natuna Kepulauan to
join the Palawan Passage route (11.35.01) ; or, near the change of monsoon, to take the coastwise route (11.34.02)
if bound to Hong Kong; if bound to ports N of Hong Kong either of these routes is possible but consideration
should be given to a route embodying the Second Eastern Passage, see 11.34.01.
PACI FI C OCEAN 211
11.39.02. Duri ng the South-west Mons oon, if from Bangkok, follow generally the directions given in 11.34.03
or 11.35.03.
11.40. Bangkok to Si ngapore
11.40.01. Duri ng the North-east Mons oon (November to April), the passage from Bangkok S through the
Gul f of Thai l and will often be shortened by sighting ~lot Kusrovie (11 07" N, 102 46" E) and passing inshore
of Koh Tang. Thence keep well E of Poulo Panjang, and if bound to Singapore steer well out to sea for a quick
passage. Pass about 20 miles E of Pulau Tenggol and E of Pulau Aur; see also 11.43.01.
11.40.02. Duri ng the South-west Mons oon (May to September), keep the W shore of the Gul f of Thai l and
aboard, passing inside Perhentian Islands and Pulau Redang, Pulau Kapas and Pulau Tenggol. S of Pulau
Kapas, keep inshore to avoid the current, passing inside Pulau Ti oman, Pulau Sribuat, and Pulau Sibu; thence
proceed to Singapore Strait, taking advantage of the tidal streams and the land and sea breezes which prevail
duri ng settled weather in this monsoon.
The inshore channel extending from Pulau Sibu to Pulau Sribuat, and formed by a chain of islands and rocks
parallel with the mainland, is a good and safe one, having but few hidden dangers, and good anchorage all the
way through.
5
10
15
20
11.41. Sai gon to Si ngapore
11.41.01. Duri ng the North-east Mons oon, from a position off Mui Vung Tou, shape a course to pass E of
Archipel de Poulo Condore, and thence direct to make Pulau Aur. From Pulau Aur to Singapore proceed accord- 25
ing to directions as from Hong Kong (11.43.01).
11.41.02. Duri ng the South-west Mons oon (May to September), either the direct route or a route E of
Natunas Kepulauan may be taken. The latter is probably the better.
On the direct route, many good passages have been made by keeping the Vietnam coast aboard as far as 30
Les Deux Fr~res, W of Archipel de Poulo Condore, or Hon Khoai, and then crossing the Gul f of Thai l and with
a strong NW' Iy wind unt i l the Malay coast is reached. From Pulau Kapas (5 10" N) follow the directions given
in 11.40.02, Bangkok to Singapore, in this monsoon.
Alternatively, the passage E of Bunguran is considered, generally speaking, to be better, especially for large
vesseJs. 35
After making departure from Mui Vung Tou, steer to the SW until the South-west Monsoon forces the vessel
off to a more SE' ly course. Thi s may be accomplished by taking every advantage of the N and NE winds, which
frequently blow at night, and in some parts of the day, within a short distance of the coast. These local winds
often carry vessels 40 or 50 miles SW of Archipel de Poulo Condore without any interruption.
While standing to the SE the full strength of the NE-going current will be met with in the neighbourhood of 40
Charlotte Bank; it gradually decreases and becomes slightly favourable when NE of Bunguran. I n this locality
SE' ly and E' l y winds will generally be met with, and fast sailing vessels frequently pass through the channel
between Subi Kepul auan and Midai Islands, and into Singapore Strait. There is a light on Subi Kechil, on
the S side of the channel between Subi Kepulauan and Bunguran; this channel is safe for all classes of vessel.
Strong W' l y winds, with rain, frequently blow during the early part of this monsoon, and may force vessels E 45
to about 111 30' E. When this is the case, make for Api Passage (11.32.02) keeping the NW coast of Borneo
aboard from Tandj ung Api to the S unt i l Burung Kepulauan are reached. Thi s will be accomplished without
difficulty, for strong land and sea breezes prevail, and the current is weaker near the coast. (Many vessels, through
leaving the coast of Borneo too soon, have fetched no higher than Pulau Aur or Pulau Tioman).
Leaving Burung Kepulauan, pass either N or S of Tambel an Kepulauan. If the wind is scant from the SW 50
after leaving these islands, try to make Mapor Island, off the E side of Bintan Island.
The current in the offing runs strongly to the N and through Api Passage. Vessels coming through this
passage should keep the N side, when possible, towards Merundung Island, and should keep in depths of more
than 24 m on the S side between Tandj ung Datu and Tandj ung Api; the latter point has shoals steep-to at 1
miles off, but beyond that distance there is not less than 9 m between it and Tandj ung Datu. Vessels should be 55
ready to anchor in the passage or off any other part of the coast, as the tidal streams are greatly influenced by
the current, which often changes without warning.
ROUTES FROM PORTS IN CHINA
11.42. Chi na or Japan to Indi an Ocean
60
11.42.01. Summa r y. Directions for the principal passages most frequently used by sailing vessels are given
elsewhere in this book. References are as follows : 68
Mai n route, 10.49, 10.50, 10.51.
Eastern Archipelago to Indi an Ocean, 10.115-10.125.
Hong Kong to Singapore, 11.42.06 and 11.43.
Shang-hai to the S, 11.53.
Manila to Sa'/gon, 11.59. 70
Manila to Hong Kong, 11.60.
Manila to Indian Ocean and Australia, 11.63.
11.42.02. Th e We s t e r n Rout e (10.49) passes through the China Sea to the W of the Philippine Islands and of
Borneo to Sunda Strait through the Eastern Archipelago either direct, or via Singapore; the selection of which
alternative to follow depends to a great degree on the final destination to be reached.
10
11.42.03. Th e Eas t ern Rout e (10.50) passes E of the Philippine Islands, and then via Djailolo Passage, or the
Molukka Sea into the Ceram Sea and the Banda Sea. Thence it continues to Ombai Strait, or to one of the central
passages (Alas Strait, Lombok Strait, or Bali Strait). If bound to Torres Strait the passage from the Banda Sea
would be as described in 11.44, Hong Kong to Tort es Strait, and Port Darwin.
15
11.42.04. Th e Cent ral Rout e (10.51) passes W of the Philippine Islands through Sulu Sea and Basilan Strait, E
of Borneo through Makassar Strait, and thence to one of the central passages (Alas Strait, Lombok Strait, or Bali
Strait). Alternatively a vessel, after leaving Makassar Strait, may stand W through the Java Sea to enter the
Indian Ocean through Sunda Strait.
20
11.42.05. Choi ce o f rout e. Of the three principal routes, Western, Eastern, and Central, the Western and
Central are used by vessels from ports on the S coast of China; the Central Route also for vessels S-bound from
Manila and the S part of the Philippine Islands, or the E part of Borneo. The Eastern Route is used by vessels
from ports in the N part of China, or from Japan, also from ports in the S part of China during the South-west
Monsoon.
11.42.06. Se as onal var i at i on of rout es f r o m port s i n s o ut he r n Chi na. From Sept ember to February,
.25 during the Nort h-east Monsoon, pass between Macclesfield Bank and Paracel Islands, then about 60 miles E
of ~les Catwick (borrowing to the E where the winds are more favourable), and between Anambas Kepulauan
and Nat una Kepulauan to Selat Bangka or Selat Gelasa; thence continue to Sunda Strait.
In March, April, and early May, after leaving the coast of China, stand over to the coast of Luzon and proceed
through Palawan Passage, along the coast of Borneo, through Api Passage, past Pengiki Besar Island and through
30 Karimata Strait; then close round Djaga Utara and direct to Sunda Strait. On this route E' l y winds, without
calms, but with fine weather, and a smooth sea are likely to be experienced.
Alternatively, at the end of April or the beginning of May, stand towards Macclesfield Bank and then follow
the Central Route (11.42.04) by standing SE to join it at Verde Island Passage or Mindoro Strait.
From the middle of May till the end of July, cross the China Sea and pass through Balintang Channel to join
35 the Eastern Route (11.42.03).
In August, stand towards Hai-nan tao, cross the Gul f of Tongking, and work down the coast of Vietnam with
the land and sea breezes, as far as Cap Varella or Mui Dinh. Then cross to the coast of Borneo, tacking as
necessary to clear any reefs, and work along that coast and through Karimata Strait or Selat Gelasa to Sunda
Strait.
40
11. 43. Ho n g Ko ng t o Si ngapor e
11.43.01. I n t he Nor t h- e as t Mo ns o o n, from October to March, steer to pass between Macclesfield Bank and
45 Paracel Islands, and thence to pass E or W of Poulo Cecir de Met and ~les Catwick. Thence, passing W of Char-
lotte Bank and Anambas Kepulauan, steer to make Pulau Aur.
Departing from Pulau Aur, bring it to bear about 360 , and steer S until Horsburgh Li ght is sighted.
When making the entrance to Singapore Strait, steer for Horsburgh Light, making allowance for the set of
the stream, so as to pass from 1 to 2 miles N of it.
50 In slightly hazy weather, with Pulau Aur disappearing astern, bearing 360 or less, steer a course between
192 and 204 which may be requisite if the RE-goi ng stream is setting out of Singapore Strait. The depths will
decrease regularly in steering to the S, and the low land will probably be seen to the W when in depths of from
33 m to 37 m; if so, coast along it at a distance of about 13 miles, until Bukit Taut au is sighted. If in any doubt
about the position, or if a depth of from 18 m to 22 m is obtained, either haul off the land or anchor.
55 Having made the entrance to Singapore Strait, proceed as directed in 10.39.02.
In March, during the latter part of this monsoon, the winds are steady from the E, the weather is settled and
the current is weak. In April, the prevailing winds are also from the E, but are much lighter and accompanied by
calms and squally weather; from the latter end of this mont h to about the middle of May the monsoon gradually
breaks up.
60 Caution is necessary if the weather is thick, with a fresh breeze, when near Pulau Aur. In these circumstances,
round to under its lee, and wait a convenient time to bear up for the strait. The current between this island
and the E point of Bintan sets about SSE, by which it often happens that vessels leaving Pulau Aur steer too
much to the S, and are swept with the current and the E-going stream coming out of Singapore Strait so far to
the leeward of Bintan Island that they have been obliged to proceed round it, and come up through Riouw
65 Strait. See 10.37.
70
11.43.02. I n t he Sout h- we s t Mo n s o o n , on leaving the S ports of China, or Manila, in March, April, and May,
make for the passage between Palawan Island and the off-lying reefs, at a point in about 11 30' N, 118 30' E,
and thence make SW through Palawan Passage, and then on a mean course roughly parallel with the coast of
Borneo.
Pass through one of the passages through the S group of Natuna Kepulauan, and stand across to the entrance
to Singapore Strait. Thence proceed as directed in 10.39.02.
When approaching Singapore Strait make sure of the landfall. Keep well to the S before closing Bintan Island,
so as to allow for the current which sometimes runs to the N at the rate of 2 knots.
Duri ng the early part of the South-west Monsoon, if the wind is in the SW on leaving Hong Kong, a good 5
passage may occasionally be made by standing to the SE as far as 15 00' N, 115 30' E. Thence pass SW of
Macclesfield Bank, to $1es Catwick or Mui Dinh, and cross the Gul f of Thailand to Pulau Aur and thence to
Singapore, as above.
Fr om August to October, after leaving Hong Kong stand toward Hal-nan tao, which will be often fetched
without tacking, as the wind frequently blows for days together from SE or E in that part of the China Sea; 10
from thence cross the Gul f of Tongki ng to the Vietnam coast. Land and sea breezes and smooth water generally
prevail close to that coast, for which reason work down as close to the shore as possible, taking advantage of
every slant of wind, but being careful not to get too far off the land. It is sometimes possible to get as far to the
S as Mui Dinh, in this way, but generally after passing Cap Varella the monsoon is found blowing very fresh,
with frequent hard squalls out of the Gul f of Thailand rendering it impossible to work much to windward. 15
From Cap Varella, or from Mui Di nh if a vessel has been able to fetch it, stretch away to the S, making a tack
if necessary, to weather West Reef (8 51" N, 112 13" E) of London Reefs or other shoals, till the coast of
Borneo is reached; work along this coast and proceed W through the S group of Natuna Kepulauan and to
Singapore as directed for March, April, and May.
11.44. Hong Kong to Torres Strait
20
11.44.01. The usual rout e passes across the China Sea to make Lubang Island or Cape Calavite, and enters
the Sulu Sea through Mi ndoro Strait (11.42 and 10.51) or, by passing E of Lubang Island, through Verde 25
Island Passage (10.46.05) and Tablas Strait.
In either case, having passed through Cuyo East Pass, E of Sombrero Rocks, proceed S through the Sulu Sea
to and through Basilan Strait into the Sulawesi Sea (10.47.06). Cross the Sulawesi Sea to Bangka Strait off the
NE point of Sulawesi, passing through it into the Molukka Sea, and continue S, to enter the Ceram Sea between
Sula Islands and Obi Major Island. 30
Cross the Ceram Sea and pass through Manipa Strait (10.50.04), into the Banda Sea. Having cleared Manipa
Strait, steer SE to pass between Pulau-pulau Ewab and Tani mbar Islands, leaving Pulau Manuk to N or S as
convenient.
Having passed Tani mbar Islands, the direct route to Tort es Strait passes S of Pulau-pulau Aru and past
False Cape, but this is not recommended owing to the dangers SW and S of Pulau-pulau Aru, and to the chain 35
of known and unexamined dangers lying W from False Cape almost as far as 134 E. Instead, a vessel is recom-
mended to keep to the SE from Tani mbar Islands to cross the meridian of 134 E in about 9 S, and proceed
thence to Tort es Strait.
In July and August, the alternative route for power vessels given in 7.161 may prove useful to sailing ships,
after passing Obi Major. 40
11.44.02. An al t ernat i ve rout e for the whole passage, which can be used from April to October, is given in
11.45.02.
11.45. Hong Kong to Port Dar wi n
11.45.01. Fr o m No v e mb e r to Apri l , follow the directions given in 11.44.01 as far as Manipa Strait and then
steer to the SSE to pass E of Pulau-pulau Penju (5 23" ,S, 127 47" E) and between Pulau Damar and Teun
Island ; thence pass between Sermata Island and Babar into the Arafura Sea. Proceed across the Arafura Sea to
make Cape Fourcroy, the SW extremity of Bathurst Island, avoiding Flinders and other shoals near the route;
thence proceed to Port Darwin. See Admiralty Sailing Directions for a description of the dangers in the approaches.
45
50
11.45.02. Fr o m Apri l to Oct ober, steer across the China Sea and pass through Balintang Channel into the
Pacific Ocean. Thence proceed SE to pass either side of Palau Islands, and make casting i n the Equatorial 55
Counter-current between 4 N, 8 N, until able to fetch through Solomon Islands with the South-east Trade,
crossing the equator in about 158 E. After passing through Solomon Islands, steer to the W to Torres Strait
via Great North-east Channel (11.09.03) and thence to Port Darwin.
From Palau Islands some navigators take St. George' s Channel, between New Ireland and New Britain, see
Admiralty Sailing Directions, instead of passing through Solomon Islands, or again, Pioneer Channel, between 60
New Ireland and Solomon Islands, may be used.
11.46. Hong Kong to Sydney
11.46.01. In the Sout h- wes t Mons oon, from April to September, four routes are available. Two pass into
the Pacific Ocean and run E of Australia; the other two lead through the Eastern Archipelago and W and S of
Australia.
Directions for the route which passes into the Pacific Ocean N of the Philippine Islands are given in 11.45 as
far as the Coral Sea. Thence, steer S to join the route from Thursday Island (11.29) in about 15 S, 156 E.
65
70
10
For the Pacific Ocean route which passes S of the Philippine Islands, follow the directions given in 11.45 as
far as the Sulawesi Sea, and thence enter the Pacific Ocean S of Mindanao, between Sarangani Islands and Kawio
Islands. Thence make easting in the Equatorial Counter-current as directed in 11.45.02, and j oi n the route,
described above, S of Solomon Islands or St. George' s Channel.
For the routes passing W and S of Australia, pass through the Eastern Archipelago either by the Eastern
Route (10.50) or by the Central Route (10.51). On reaching the Indi an Ocean proceed as directed in 10.121 to
round Cape Leeuwin, and then as directed in 10.01.
11.46.02. I n the North-east Mons oon, from October to February, proceed either via Torres Strait (11.44.01)
or via Sunda Strait and a passage W and S of Australia (11.42.06 and 10.121).
15
20
25
11.47. Hong Kong to Mani l a
11.47.01. I n the North-east Mons oon (October to April), make for the coast of Luzon at about Piedra Point,
Cape Bolinao. The current sets strongly to leeward, but decreases near Luzon. From the latitude of Piedra
Point, steer S for Manila Bay, giving the coast dangers a wide berth.
11.47.02. I n the South-west Mons oon (May to September), take every advantage of the wind shifting to make
southing towards Macclesfield Bank; then steer direct for Manila Bay.
11.47.03. Prat as Reef, lying in the route between Manila and Hong Kong, is a serious danger, especially in the
North-east Monsoon, when strong gales and thick clouds are sometimes prevalent for weeks together; and as,
in this monsoon, vessels generally approach the reef from SE, the greater number of wrecks have occurred on
this side. See Admiralty Sailing Directions.
11.48. Hong Kong to Yokohama
30 11.48.01. Duri ng the North-east Mons oon (October to April) work up the coast of China as far as Li en-hua-
feng-chiao, taking advantage of the fact that the wind hauls to the N at night and to the E during the day. From
Lien-hua-feng-chiao ( 22 56" N, 116 30" E) stand across for the S end of T' ai -wan and work up on the E side
of that island; a S' ly set will be felt until reaching O' l uan pi, after passing which Kuro Shio will be experienced
setting N. Continue N, to the W of Nansei Shot6 as described below.
35 Towards the end of the North-east Monsoon, stand across the China Sea until near the coast of Luzon,
where the wi nd will be more E' ly or even SE' ly, when tack and stand NNE along the E coast of T' ai -wan, and
W of all the groups of Nansei Shot6, with generally a favourable current. Thence pass through one of the channels
S of 0sumi Kaiky6, and from 50 to 80 miles off the S coast of Japan in the strength of Kuro Shio, making the
land about Omae Saki, to enter Uraga Suid6.
40
45
50
55
60
65
11.48.02. Duri ng the South-west Mons oon, run up the China coast as far as Tung- yi n Shan ( 26 23" N,
120 32" E) , thence steer to pass through Tokara Gunt 6 S of Akuseki Shima (in preference to Osumi Kaiky6,
where dense fogs will probably be found, whilst farther seaward in the warm waters of Kuro Shio the atmosphere
is bright and clear). The course along the S coast of Japan is the same as in the North-east Monsoon.
11.49. Hong Kong to Nagasaki
11.49.01. Dur i ng the North-east Mons oon, follow the directions for the Yokohama route (11.48.01) unt i l N
of T' ai -wan, after which continue as direct as navigation permits.
11.49.02. Duri ng the South-west Mons oon, follow the directions in 11.48.02 as far as Tung- yi n Shan and
thence take a direct course to Nagasaki.
11.50. Hong Kong northward, to ports on the coast of China
11.50.01. General remarks. Except in crossing T' ai -wan Strait, there is no difficulty in making this passage
in the South-west Monsoon, but in the North-east Monsoon a sailing vessel should be i n good condition for
meeting rough weather and for carrying sai l
The crossing of T' ai -wan Strait is attended with considerable trouble at all times of the year, on account of
the strong, variable, and sometimes opposite currents setting across the track. Thi s is particularly noticeable at
the change of monsoons. In the S and W parts of the strait, a strong drift current setting to leeward (in both
monsoons) must be allowed for. See Admiralty Sailing Directions.
11.50.02. Duri ng the North-east Mons oon, make the passage either E of T' ai -wan so as to benefit from Kuro
Shio and the diminished strength of the monsoon, and to avoid the heavy short sea of T' ai -wan Strait; or work
up the coast of China taking advantage of every favourable change of wi nd and tidal stream, and anchor whenever
possible, if conditions are unfavourable.
For the route E of T' ai -wan, work along the China coast as far as Lien-hua-feng chiao ( 22 56" N, 116 30" E)
PACI FI C OCEAN 215
to maintain as long as practicable the advantage of the land wind at night, of smoother water, and of the E-going
tidal stream out of the deep bays, which will generally be under the lee when on the starboard tack. There
are numerous convenient anchorages should the wind blow too hard to make way. Keep within 10 miles of the
land, to avoid being carried S by the monsoon drift current whilst standing off-shore; but as this cannot be done
at night without risk, anchor, if possible, in the evening, and weigh between midnight and 0400, when the wind, 5
generally being more off the land, allows a good board on the off-shore tack. From Lien-hua-feng chiao stand
across to the S end of T' ai -wan, as by passing E of that island the heavy short sea of T' ai -wan Strait is avoided,
as well as the constant S-going current.
After rounding the S end of T' ai -wan, off which there is generally a troublesome sea, make short tacks, if
requisite, and keep within the influence of Kuro Shio. 10
The North-east Monsoon does not blow with its full strength on the E coast of T' ai -wan, but strong gales
are often experienced 20 miles to the E. If the wind declines in strength, with less sea on the W' l y board (parti-
cularly between 0900 and 1S00 or up to sunset), it is advantageous to hug the coast as close as prudent ; but caution
is requisite, for the coast is mountainous and steep-to, and sudden loss of wind accompanied by swell might be
attended, if followed by calm, with i mmi nent danger, as there are no harbours. Stronger winds, with much rain, 15
are met as advance is made to the E duri ng the North-east Monsoon. If an off-shore course is maintained whilst
E of T' ai -wan a constant succession of bad weather may be expected, with strong winds and a heavy sea.
Towards the close of the North-east Monsoon, and still later, it is preferable to cross over towards Luzon
than to beat up to Lien-hua-feng chiao (22 56" N, 116 30" E) against fresh NE breezes; therefore stand off on
the port tack, clean full to the SE and pass through the SW-going current quickly, and on nearing Luzon, as 20
the wind becomes more E' l y (sometimes even from SE), tack NNE with a strong favourable current and arrive E
of T' ai -wan i n less time than it would have taken to fetch Lien-hua-feng chiao by keeping along the coast of
China.
Having weathered the N end of T' ai -wan, it is still advisable to keep well to the E, and not approach the coast
of China until the parallel of 30 30' N is gained. I n case of being driven to the W, take cautious advantage of 25
the tidal streams through the S part of Chou-shan chfin-tao.
Bound for Shan-t ' ou chiang, Hsia-men, or the ports between that place and Mi n chiang, there is generally
difficulty i n getting round Lien-hua-feng chiao, for the tidal stream there is of no assistance. Advantage must
therefore be taken of the wind, which will probably draw off the land after midnight, when, by being inshore, a
good board can be made, and possibly Hao-wang cbAao (23 14" N, 116 48" E) reached. For Hai -men wan and 30
Ch' i-wang wan anchorages, see Admiralty Sailing Directions.
Having reached Hao wang chiao, the NE-going stream assists a vessel to round it, and the ebb out of Han
chiang is a weather tide; if not going inside Nan-ao tao (23 24" N, 117 07" E) try to get along the S side of
the island, and anchor in Yiin-ao Wan, should the weather be too bad to proceed. Both streams are strong off
Yen-t un yen, and also off Chou k' o-k' o Chiao (23 36" N, 117 27" E) in roundi ng which take the first of the 35
NE-going stream and the port tack.
Farther N, about Li-shih liei-tao (23 46" N, 117 43" E), the NE-going stream with strong winds causes a very
uneasy sea. Chiang chun-ao and Ti ng t' ai wan are good stopping places for small vessels; the latter should be
preferred, though at the loss of 2 or 3 miles, to anchoring in an exposed position in Hsia-men harbour entrance,
as when NE winds freshen there during the rising tide they are generally accompanied by a mist, which obscures 40
the entrance, and the tidal stream makes it difficult to get to sea.
Wei -t ' ou ao (24 30" N, 118 34" E), N of Hsia-men, affords good shelter; Shen-hu-wan is not so good. The cur-
rent in the monsoon overcomes the tidal streams; and advantage must be taken of every slant of wind, bearing i n
mi nd that it is likely to draw off the land after midnight, and in the event of anchoring for shelter this is the time
to start, should the wind moderate; by waiting for daylight vessels lose their offing, and have to make an off-shore 45
board at a loss. The fog is at times thick and soundings must be taken, the bottom generally changing from sand
to mud as the shore is approached. There is fair anchorage under Ta-tso chiao (24 53" N, 118 59" E), but not
so good as that under South Yit (25 09" N, 119 30" E), and if the vessel is heading N or anything E of it, the
ebb from Mei-chow wan is of assistance.
The most difficult part of the passage to Mi n Chiang is from Nan-j i h tao, or the S end of Hai -t ' an Hsia to 50
Pai chuan lieh tao (25 58" N, 119 59" E); sailing vessels should keep outside Hai -t ' an Hsia, and stretch over
to the NW coast of T' ai -wan, where they have the advantage of a weather tidal stream.
Off the coast of China N of Mi n Chlang, the indraught during the rising tide must be considered.
There is good anchorage in a cove in the W island of Tung- yi n shah (26 22" N, 119 29' E) , but N of this
sailing vessels (unless under 3 m 7 draught) must keep off the coast in deep water. The tidal streams afford 55
but little assistance unt i l Chuo-shan chtin-tao is reached; the NE going stream causes an uneasy sea in the shallow
water, while the SW-going stream has too much southing, unless the wind is well from E. Nan-chi Shah
(27 28" N, 121 04" E) , and Pei-chi-shan lieh-tao, about 10 miles to the NE, afford good shelter.
The route through the more S' ly channels of Chou-shan ch/in-tao is not usually taken by sailing ships. I n
worldng through the N part of this archipelago, advantage can be taken of the tidal streams. 60
The eddy tidal streams generally carry vessels clear of the large islands, but caution is required to prevent
being set in amongst detached rocks.
11.50.03. Duri ng t he Sout h- west Mons oon, there is no difficulty in making the N- bound coastwise passage 65
from Hong Kong, but the currents may be variable, see Admiralty Sailing Directions.
11.51. Hong Kong or Mani l a to Nort h Ame r i c a and Panama 70
11.51.01. Rout es. In all cases follow the Yokohama route (11.48) and then take the routes given from Yokohama
onwards. References are 11.64 for Columbia River, Vancouver, or Prince Rupert, 11.65 for San Francisco, and,
for Panama, 11.65 as far as 150 W; thence direct.
11.52. Hong Kong or Mani l a to we s t coast of South Ame r i c a
11.52.01. Duri ng t he Sout h- wes t Mons oon, (May to September), the passage may be made either through
Bashi Channel or San Bernardino Strait.
10 If proceeding via Bashi Channel, continue as directed in 11.48 past Yokohama and make easting thence
before standing S, joining a suitable route from Sydney (11.05) as convenient.
The Pacific Ocean may also be reached in the South-west Monsoon by San Bernardino Strait as described
below. When clear of the strait, make easting to join the route from Bashi Channel as convenient; or steer to the
NE until in the westerlies and then make easting as above.
15 A vessel intending the passage of San Bernardino Strait should approach it through Verde Island Passage
and thence proceed to a position S of Mari nduque Island. From this position steer to make the NW point of
Masbate Island, to avoid being embayed with a SW wind in Nabasagan Bay on the W coast of Burias Island.
A mid-channel course should be steered between Burias and Masbate, and when the SE point of Burias Island
is passed steer a NE' l y course to pass N of Tikao Island, giving San Miguel Island, off the N point of Tikao
20 a good berth on account of the strength of the tidal stream near it.
If the wind is settled, steer for Naranjo Islands, and thence pass midway between Kapul Island and the islands
off the SE point of Luzon, proceeding out of the strait by the channel S of San Bernardino Islets.
If the SW wind is not settled, it is well to wait at anchor at San Jacinto, on the E side of Tikao, lest calms or
light winds should leave the vessel at the mercy of the tides in the strait. The best time for leaving the port is
25 at half-flood, for then a vessel is likely to get the first of the ebb when she is near Naranjo Islands.
If in danger of being carried near Kalantas Rock, it would be well to make for the coast of Luzon, where
anchorage may be had, or to anchor on the bank in good time. The navigation of the strait requires great care,
and an anchor should always be ready to let go.
30 11.52.02. Duri ng the Nort h- east Mons oon (October to April), proceed as directed in 11.44.01 as far as the
Sulawesi Sea, and then either take a route direct to the Pacific Ocean or to the Coral Sea by Torres Strait.
For the Pacific Ocean Route, cross the Sulawesi Sea to enter the Pacific S of Mindanao, and then steer to pass
N of New Guinea and continue E between the parallels of 2 N and 4 N as far as Gilbert Islands. Thence steer
SE into the westerlies to join a route from Sydney, see 11.05.
35 For the Torres Strait route, continue from the Sulawesi Sea as directed in 11.44.01, Hong Kong to Torres
Strait. After clearing Tort es Strait continue along the S coast of New Guinea and Louisade Archipelago until
far enough E to cross the Trades into the westerlies to join a route from Sydney, see 11.05.
40 11.53. Shang-hai coas t wi s e to the s out hward
45
50
11.53.01. Duri ng t he Nort h- east Mons oon (October to April) after passing Ma-an lieh-tao and Tung- f u
shan (the most E' l y island of Chou-shan ch~n-tao), steer a good offshore course, passing outside the outer islands,
giving t hem a good berth at night, and closing the land for a fix by day, if necessary; for thick, hazy or rainy
weather may always be expected.
11.53.02. Dur i ng t he Sout h- west Mons oon, (May to September), although the constant adverse current
makes this a tedious passage, a vessel of moderate sailing qualities can do it, as this monsoon is not steady in its
direction, and land and sea breezes prevail.
Fog is frequent in the early part of the season, and renders caution necessary; it sometimes lifts near the land.
11.54. Shang-hal to Indi an Ocean
55 11.54.01. Duri ng the Nort h- east Mons oon, take the coastwise route towards Hong Kong (11.53.01) and
pick up a route to the Indian Ocean (11.42), proceeding either via Singapore or direct through the Eastern
Archipelago.
11.54.02. Duri ng the Sout h- west Mons oon, steer direct for a position in 15 N, 132 ~E, to the E of the
60 Philippine Islands, to pick up the route described in 11.68.02, Yokohama to the Indian Ocean.
11.55. Shang-hai to Nagas aki
65 11.55.01. Caut i on is necessary in the vicinity of Socotra Rock (32 07" N, 125 11" E), which lies on the route.
11.55.02. Duri ng the Nort h- east Mons oon (October to March), with the wind E of N, make northing at once,
taking advantage of the tidal streams. As advance is made to the N, the wind usually draws round t hrough N
70 to NW. Make allowance for the current, which then sets to the SE or E.
P A C I F I C OC E A N
217
11.55.03. I n t he Sout h- we s t Mo n s o o n (March to September), during the E' l y and SE' l y winds which prevail
from March to June, make easting or southing, even when a fair wind occurs, for it is sure to be of short duration;
and the tendency of the prevailing wind being to keep a vessel on the starboard tack, there is always a probability,
during these months, when the current sets to the NE, of being set towards the Korean Archipelago. If uncertain
of the position when near Me Shima, in Danjo Gunt6, Tori Shima, or Got6 Rett6, make these islands in daylight. 5
After June, with a steady South-west Monsoon and a fair wind, steer from the estuary of Ch' ang Chiang a
course to pass between Danjo Gunt6 and Tori Shima.
The direct course from Chiku Chiao leads midway between Tori Shima and Got6 RettS; but it should not
be taken, as the branch of Kuro Shio, which sets through Korea Strait, has to be crossed, and vessels have been
carried by it even N of the S end of Got6 Rett6. 10
11.56. Shang- hai t o Yo k o h a ma
11.56.01. Du r i n g t he Nor t h- e as t Mo n s o o n (October to March), if the wind on departure is to the E of N,
as it frequently is in the monsoon, make northing; and when the wind draws round to the NW, steer as directly
as possible round the S end of Japan; and thence in the strength of Kuro Shio.
11.56.02. I n t he So ut h- we s t Mo n s o o n (May to September), make easting or southing as directed in 11.55.02,
and then proceed direct round the S end of Japan and in the strength of Kuro Shio.
15
20
11.57. Shang- hai t o port s i n No r t h Ame r i c a
11.57.01. Rout es. Proceed as directed in 11.56 to Yokohama, and then as directed in 11.64 to Columbia River,
Vancouver, or Prince Rupert; or 11.65 to San Francisco.
25
ROUTES FROM MANI LA
30
For rout es f r o m Ma n i l a to por t s i n No r t h or S o u t h Amer i ca, see 11.51, 11.52.
11.58. Ma ni l a t o Si ngapor e
11.58.01. Rout e. In all seasons, steer to pass N of the central dangers of the China Sea for ~les Catwick, thence
proceed direct to Pulau Aur and to Singapore. See directions for Hong Kong to Singapore, in 11.43.01.
11.59. Ma ni l a t o Sai gon
11.59.01 I n t he Nor t h- e as t Mo n s o o n (October to March) take a direct passage across the China Sea,
allowing for the current which, sets with the wind.
11.59.02. I n t he Sout h- we s t Mo n s o o n (April to September), sailing vessels will find the voyage long and
trying whichever route they adopt. The following route has been recommended : - - On leaving Manila Bay
take Verde Island Passage, pass down the E side of Mindoro Island and the W coast of Panay Island, cross the
Sulu Sea passing out by Balabac Strait, and work down the NW coast of Borneo to make westing; then cross the
China Sea passing E of Natuna Kepulauan.
35
40
45
50
11.60. Ma ni l a t o Ho n g Ko ng or Hs i a - me n
11.60.01. I n t he Nor t h- e as t Mo n s o o n , there is a choice between two routes, W or E of T' ai -wan, if bound for 55
Hsi a-men; to Hong Kong proceed as directed in 11.34.02.
For the passage W of T' ai -wan, keep near the coast to Cape Bojeador, and then work N to O-l uan Pi (21 54" N,
120 ,51" E) , and thence along the SW and W coasts of T' ai -wan until able to stand across T' ai -wan Strait to
Hsia-men.
For the passage E of T' ai -wan, if the monsoon is well set in, it might be advisable to stand to the E, N of 60
Luzon, and work to the N with the benefit of Kuro Shio, passing E of, and round the N of, T' ai -wan. Thence,
allowing for current, steer to make the China coast N of the destination.
11.60.02. In t he Sout h- we s t Mo n s o o n , proceed direct, making allowance for a lee current.
11.61. Mani l a t o I l o i l o
11.61.01. I n t he Nor t h- e as t Mo n s o o n (October to March), pass through Verde Island Passage and Tablas
Strait, and continue S along the W coast and round the S end of Panay Island to Iloilo.
70
10
11. 61. 02. I n t he So ut h- we s t Mo n s o o n ( Apr i l t o Se pt e mbe r ) , pr oc e e d as above as f ar Du ma l i poi nt (13 0 7 " N,
121 34" E) , a nd t he n s t eer t o pass S of Si ma r a I s l and a nd be t we e n Ta bl a s I s l a nd and Ro mb l o n I s l and. Th e n c e
pass t hr ough J i nt ot ol o Cha nne l be t we e n J i nt ot ol o I s l and a nd Zapat os I sl ands, and t hen, t u r n i n g S, pr oc e e d
al ong t he E coast of Pa na y t o I l oi l o.
11. 62. Ma n i l a t o Ce b u
11. 62. 0I . Ro u t e . I n bot h mons oons , t ake t he Sout h- we s t Mo n s o o n r out e f or I l oi l o (11. 61. 02) as f ar as J i nt ot ol o
I sl and, and t hen pr oc e e d t o Mal apas cua I s l and and t he nc e S t o Ce bu.
15
20
11.63. Ma n i l a t o I ndi a n Oc e a n a nd Aus t r al i a
11. 63. 01. I n t he Nor t h- e as t Mo n s o o n ( Oc t obe r t o Mar ch) , f ol l ow t he di r ect i ons i n 11. 58 t o Si ngapor e, a nd
t he n t ake t he a ppr opr i a t e r out e onwar d, see Cha pt e r 10.
I f n o t cal l i ng at Si nga por e a nd b o u n d t o t he S t hr ough t he Eas t er n Ar chi pel ago, pr oceed, af t er pas s i ng
$1es Ca t wi c k (11. 41. 01) be t we e n An a mb a s Ke p u l a u a n a nd Na t u n a Ke pul a ua n, a nd t he nc e as di r ect ed i n
Ch a p t e r 10, j oi ni ng t he r out e f r om Si nga por e f or t he passage onwa r d t hr ough t he I ndi a n Ocean.
11. 63. 02. I n t he So ut h- we s t Mo n s o o n ( Apr i l t o Se pt e mbe r ) , pr oc e e d as di r ect ed i n 11.44.01 as f ar as t he
Sul awes i Sea, a nd t he nc e e i t he r c ont i nue on t he Ce nt r a l Rout e f r om t he Chi na Sea t o t he I ndi a n Ocean, see
11. 42. 04, or cr oss t he Sul awes i Sea t o pass t hr ough Bangka St r ai t , of f t he NE e nd of Sul awesi , i nt o t he Mol ukka
Sea. Th e n c e c ont i nue S t o t he Ce r a m Sea, Ma n i p a St r ai t and Banda Sea, t o Omb a i St r ai t a nd t he I n d i a n Ocean.
25 I n b o t h cases j oi n t he r out e des cr i bed i n 10.57.11 i f b o u n d t o t he Ca pe of Go o d Ho p e ; or i f b o u n d t o ot he r
por t s j oi n, or st eer t o j oi n as di r ect l y as possi bl e t he a ppr opr i a t e r out e f r om Si ngapor e.
T o To r t e s St r ai t f ol l ow t he di r ect i ons gi ven i n 11.44.01 f r om Ve r de I s l and Passage onwar ds .
An al t er nat i ve r out e t o t he E coast of Aus t r al i a is t o pass i nt o t he Paci f i c Oc e a n t hr ough San Be r na r di no St r ai t
(11. 52. 01). Th e n c e pr oc e e d SE, ma ki ng east i ng unt i l abl e t o cr oss t he e qua t or i n about 158 E, and pass t h r o u g h
30 So l o mo n I s l ands ; t he nc e cont i nue onwa r d t o t he S t o j oi n t he r out e f r om Th u r s d a y I s l and t o Sydne y (11. 29)
i n about 15 S, 156 E.
35
ROUTES F ROM J APAN
40
45
50
11.64. Yo k o h a ma t o Co l u mb i a Ri ve r , Va nc o uv e r , or Pr i nc e Rupe r t
11. 64. 01. Ro u t e . Cr os s 167 E i n about 42 N, be i ng a bout 30 mi l es N of t hat pos i t i on i n Au g u s t a nd t he s ame
di st ance S of i t i n J anuar y. F r o m t hi s posi t i on, st eer al mos t due E, wi t h a f ai r wi nd a nd f avour abl e cur r ent , so
as t o cr oss t he me r i di a n of 150 W i n a bout 44 N, keepi ng a l i t t l e t o t he N t hr oughout t he voyage dur i ng t he
s umme r , a nd t o t he S i n t he wi nt er . F r o m 150 W pr oc e e d di r ect t o dest i nat i on, st i l l wi t h a f ai r wi nd.
11. 64. 02. Th e t i dal s t r e a ms , on t he a ppr oa c h t o t he coast of Va nc ouve r I sl and, cause a gener al set t owar ds t he
l and, a nd an i ndr a ught on t he f l ood i nt o al l s ounds . Sai l i ng vessel s, t her ef or e, wh e n ma ki ng J ua n de Fu c a St r a i t
dur i ng t he wi n t e r especi al l y dur i ng No v e mb e r and De c e mb e r , a nd e xpe r i e nc i ng E' l y a nd S E' l y wi nds , wh i c h
t he n pr evai l , s houl d t r y t o hol d a pos i t i on S W of Ta t o o s h I s l and, a nd on no a c c ount t o open u p t he e nt r a nc e t o
t he st r ai t unt i l an o p p o r t u n i t y occur s of get t i ng wel l i nsi de. See Ad mi r a l t y Sai l i ng Di r ect i ons .
55
60
11. 65. Yo k o h a ma t o San Fr a nc i s c o
11. 65. 01. F r o m Apr i l t o S e p t e mb e r , f ol l ow t he di r ect i ons i n 11. 64 as f ar as 44 N, 150 W, a nd t he nc e pr oc e e d
as di r ect l y as possi bl e t o Sa n Fr anci s co.
11. 65. 02. F r o m Oc t o be r t o Ma r c h , wi nt e r condi t i ons d e ma n d a mor e S' l y t hough r a t he r l onge r r out e. Fi r s t
st eer t o cr oss t he me r i di a n of 165 E i n 40 N, and t he nc e al ong t hat par al l el as f ar as 140 W or 135 W; t he nc e
pr oc e e d di r ect t o Sa n Fr anci s co.
11. 66. Yo k o h a ma t o Ho n o l u l u
11. 66. 01. Ro u t e . St e e r t o cr oss t he me r i di a n of 160 E i n 41 o 30' N, of 180 i n 43 30' N, a nd of 160 W i n 40 N;
t he nc e keep t o t he SE t o a pos i t i on i n 35 N, 153 W, a nd t he nc e pr oc e e d di r ect t o Honol ul u, ma ki ng al l ow-
ance, on a ppr oa c hi ng t he l and, f or a W- g o i n g c ur r e nt r unni ng at t he rat e of a bout 1 knot .
70 11. 67. Yo k o h a ma t o Si ng a po r e
PACI FI C OCEAN 219
11.67.01. Fr o m Oc t obe r t o Apri l , proceed first to pass S of Tanega Shima and through Tokara Kaiky6,
between the N end of Tokara Gunt6 and the S end of Osumi Gunt6 ; thence steer to the SW to join the coastwise
route from Shang-hai to the S (11.53), in about 28 N.
11.67.02. Fr om May t o Se pt e mbe r , two routes are appropriate, W and E of the Philippine Islands. For the
former, pass E of all the groups of Nansei Shot6, and thence through Bashi Channel. From Bashi Channel make
for $1es Catwick and thence to Pulau Aur.
The passage from Pulau Aur to Singapore is described in 11.43.01, Hong Kong to Singapore.
For the passage E of the Philippine Islands, first steer to the S passing to the E of Nanp6 Shot6, the chain of
islands lying S of the SE point of Honshfl. Thence make to the SSW for Djailolo Passage, passing about 300 miles
E of the Philippine Islands. Then pass S through the Ceram Sea and Manipa Strait into the Banda Sea; thence
W through the Flores Sea and the Java Sea; and finally N through one of the straits between Sumatra and Borneo
to Singapore.
Directions for the straits and seas of the Eastern Archipelago are given in Chapter 10.
11.68. Yo k o h a ma to I ndi an Oc e an
10
15
11.68.01. Fr o m Oct ober to Apri l , follow the directions in 11.67.01 to Singapore; then proceed to the Indian
Ocean through either Malacca Strait or Sunda Strait.
If not calling at Singapore, proceed as above, but after passing Tles Catwick, pass between Anambas Kepulauan 20
and Natuna Kepulauan to Selat Gelasa or Karimata Strait and thence to Sunda Strait. See Chapter 10.
11.68.02. Fr om May t o Se pt e mbe r , either take the route W of the Philippine Islands described in 11.67.01,
calling at Singapore or otherwise, as for October to April; or follow the route E of the Philippine Islands (11.67.02),
leaving it as necessary to enter the Indian Ocean through one of the straits between Ombai Strait and Sunda 25
Strait. See Chapter 10.
11.69. Yo k o h a ma t o S y d n e y
11.69.01. Di r e c t rout e i n Nor t h- e as t Mo ns o o n. Steer to cross 160 E in 20 N, and thence to cross the equator
in 168 E. Thence steer to pass E of the New Hebrides and New Caledonia, and thence direct to Sydney, passing
N of Middleton Reef.
Alternatively, after crossing the equator, pass between the Solomon Islands and Santa Cruz Islands, and then
W of Bampton Reefs ; and thence proceed to Sydney, making the Australian coast S of Sandy Cape and thence
continue S along the coast.
11.69.02. Di r e c t rout e i n Sout h- we s t Mo n s o o n . First make casting N of 35 N until in about 170 E; thence
stand S through the North-east Trade to cross the equator in 173 E. Thence pass E of the New Hebrides and of
New Caledonia, and thence to Sydney as in 11.69.01.
30
35
40
11.69.03. Rout e s vi a Gu a m. If intending to call at Guam, steer to the S, passing E of Nanp6 Shot6, and E
or W of the Marianas, according to conditions prevailing at the time.
From Guam proceed as follows according to Monsoon.
In the North-east Monsoon, make southing with the North-east Trade, and pass through Bougainville Strait, 45
or between Solomon Islands and Santa Cruz Islands.
From Bougainville Strait proceed to a position in about 15 S, 156 E to join the route from Thursday Island
to Sydney described in 11.29. From the position E of Solomon Islands, proceed as in the alternative route in
11.69.01.
In the South-east Monsoon, pass Solomon Islands as above and make enough casting to ensure a long board 50
across the Coral Sea; make, and keep along the Australian coast S of Sandy Cape, where the prevailing wind
will be found to be W' l y at this time of the year.
11.70. Yo k o h a ma t o Ho n g Kong, Hs i a - me n , etc.
55
11.70.01. Du r i n g t he Nor t h- e as t Mo n s o o n (October to March), stand to the SW across Kuro Shio as far as
28 N, 135 E, thence N of Tokuno Shima (27 45" N, 129 00" E), one of Amami Gunt6, and after passing Tori
Shima (27 50" N, 128 15" E) steer for Tung-yi n Shan (26 22' N, 119 29" E) and down the coast of China.
11.70.02. Du r i n g t he Sout h- we s t Mo n s o o n (April to September), steer SE from Uraga Suid6 to cross the 60
parallel of 30 N in about 145 E. Thence passing E of Ogasawara Gunt6 and E and S of Kazan Rett6, cross the
meridian of 140 E in 21 N. Thence shape a direct course to pass N of Luzon and straight to Hong Kong,
making allowance for the NE-goi ng set in the China Sea.
11.71. Yo k o h a ma to Shang- hai
11.71.01. Rout es. It was formerly recommended that the best sailing route was through Naikai (Inland Sea),
avoiding the strength of Kuro Shio by keeping near the coast between Yokohama and Kfi Suld6, and sailing
as direct as possible after passing through Kanmon Kaiyk6 and Korea Strait.
70
10
220 S A I L I N G V E S S E L . R OUT E S
Owing to traffic and other factors, the route through Naikai is probably no longer feasible without detailed
local knowledge. Either a coastwise route S of Japan and through Osumi Kaiky6, taking advantage of local
counter-currents, see Admiralty Sailing Directions, or an ocean route S of the strongest part Kuro Shio, seem
preferable.
11.72. Yo k o h a ma t o Hakodat e
11.72.01. Wi nt e r rout e. In winter (November to March) make the passage as close inshore as safety will allow,
as the wind is usually off the land and there is smooth water near the coast. In the event of encountering a NE
gale, the best course is to make for the nearest sheltered anchorage, if any such is available. The frequent snow-
storms often obscuring the land, and the irregularity of the currents, render it necessary to use every precaution
when navigating this part of the coast.
15 11.72.02. S u mme r rout e. In summer (May to September) keep offshore and take advantage of Kuro Shio.
Fogs will usually be met with when as far N as Kinkasan. Close the land to the S of Shiriya Saki and round that
promont ory at a distance of not less than 2 miles to avoid ~ Ne. (41 26" N, 141 27" E) .
In thick weather, when the land about Shiriya Said has not been seen, a rise in the temperature of the water,
the presence of floating debris such as plants, trees and driftwood in the sea, or heavy tide rips, may assist in
20 determining that the vessel is to the N of Shiriya Saki and in the influence of the E-going current through Tsugaru
Kaiky6.
If proceeding direct for Hakodate from the E entrance to Tsugaru Kaiky6, a vessel may, after passing 5 miles
off Shiriya Saki steer for Esan Misaki, so as to take advantage of the cold W-going stream along the S coast of
Hokkaid6, rememberi ng that the NE-goi ng current is sometimes found close inshore near Shiokubi Saki.
25
11.72.03. Di r e c t i o ns f or Ts ug a r u Kai ky6. Approaching Tsugaru Kaiky6 from E, the adverse current will be
avoided by keeping near the shore, giving 0 Ne and the dangers off Oma Saki a berth.
Make Shiriya Saki bearing about 310 , and pass it at a distance of not less than 2 miles; when N of it, keep
towards the S shore to avoid the current and to be in a position to anchor if becalmed. By keeping towards this
30 shore, a vessel may possibly be drifted for a considerable distance by the W-going stream, while the NE-goi ng
. current is running strongly in the middle of the strait.
Wait at anchor SE of ~)ma Saki for a favourable opportunity to cross the strait, and as the winds during summer
are generally light from the SW for a considerable period, freshening a little when the W-goi ng stream makes,
this is the proper time to weigh.
35 Proceeding from Hakodate to the W, against SW' l y winds, keep near the shore when N of Yagoshi Misaki,
and if unable to round it, anchor with a kedge about 2 miles NE of it, weighing again when the next W-goi ng
stream makes.
Wi t h a light wind a sailing vessel might not clear the strait in one tide, in which case it would be better to wait
at anchor, E of Shirakami Misaki, and take the whole of the following tide to get sufficiently to the W rather than
40 run any risk of being swept back through the strait by the current.
Approaching Tsugaru Kaiky6 from SW during foggy weather, guard against being carried by the current
to the N past the entrance; if the weather is clear when nearing Nyfad6 Said, it mi ght be as well to sight it.
If the weather thickens when nearing Ny~d6 Said, good though open anchorage over a sandy bottom will be
found to the S of it; but to the N the bottom is rocky though anchorage is still possible.
45 For currents, tidal streams, and ice, see Admiralty Sailing Directions.
Sailing vessels, passing through Tsugaru Kaiky6, particularly to the W, should have a kedge anchor and 300
metres of hawser ready for immediate use, and keep the shore close aboard.
50 11.73. Na g a s a ki t o Chi na coas t
55
11.73.01. Rout es. For Shang-hai, steer as direct a course as circumstances will allow, keeping rather to windward
of the course as, except near the coast of Japan, the drift of the current is usually to leeward. Give Socotra Rock
(11.55.01) a good berth.
For Hong Kong, Hsia-men, Swatow and ports in the vicinity, in the North-east Monsoon (October to April),
steer to make the coast of China a little S of Chou-shan chfin-tao, and thence sail coastwise. In the South-west
Monsoon (May to September), first stand across to the coast of China and thence make to the S, coastwise.
ROUTES FROM I S LANDS I N NORTH PACIFIC OCEAN
11.74. Ge ne r al not e s and c aut i ons . When navigating in the Pacific Ocean, particularly amongst the islands,
attention is directed to the notes and cautions in 11.01.01 and 11.01.02, as well as to the notes on navigation in
coral waters in The Ma r i n e r ' s Handbook.
65 The notes on Winds, Weather, Currents, and Ice in Chapter 7 and in Admiralty Sailing Directions should
be consulted.
In this sub-section only the routes from Honolulu are given in detail. From other islands of the Nort h Pacific
Ocean, the most favourable route to be taken can be ascertained by consulting Worl d Climatic Charts (5301,
5302); charts of Sailing Ship Routes (5308), and Tracks followed by sailing and auxiliary powered vessels
70 (5309); as well as the Routeing Charts (5127-5128).
PACI FI C OCEAN 221
11.75. N o r t h Pa c i f i c i s l a n d s ( e x c e p t Ha w a i i ) , t o As i a o r N o r t h a n d S o u t h A me r i c a . Chart 5308 shows that
little difficulty will be experienced in deciding on the most profitable route for a vessel W-bound to any port in
Asia, the Eastern Archipelago, the Indian Ocean, or Japan; a number of routes from Nort h or South America
and from Australia pass near the islands and can be joined at a convenient position.
For a vessel bound to the E, the general principle is to stand N, or S, through the Trade Winds to reach the
belt of W' l y winds as quickly as possible; a favourable current may be expected in the area of W' l y winds.
E-bound passages across the Pacific Ocean that may conveniently be joined are given in 11.64 and 11.65 from
Yokohama, and 11.05 from Sydney; or, by making to the S across the routes from Sydney, to join the route
across the South Pacific described in 11.02.
10
11.76. N o r t h Pa c i f i c i s l a n d s ( e x c e p t Ha wa i i ) t o o t h e r N o r t h Pa c i f i c i s l a n d s . W-bound, no difficulty should
be experienced as a fair wind should be carried and, except in the Equatorial Counter-current (4 N to 8 N) , a
favourable current should assist the passage.
Proceeding E-bound to Honolulu, stand N through the Trade Winds as far as about 40 N or until the W' l y 15
winds are met. Cross the 180th meridian in about 43 N, and 160 W in 40 N; thence keep SE to a position in
about 35 N, 153 W, and thence proceed direct to Honolulu. See the directions from Yokohama given in 11.66.
To other Nort h Pacific islands the direct mean course can be steered over short distances, but this usually
means working E against the Nort h Equatorial Current.
In most cases, it is probably best to stand S or SE into the Equatorial Counter-current, and thence work E
until able to fetch the destination, making allowance for a W-going set as the vessel makes to the N. 20
11.77. N o r t h Pa c i f i c i s l a n d s t o S o u t h Pa c i f i c i s l a n d s o r t o S y d n e y . The longitude of most of the principal
island groups of the South Pacific Ocean is E, or little or nothing to the W, of that of similar groups of the Nort h
Pacific Ocean (except the Hawaii Islands). Therefore the first objective, in all passages, must be to make casting 25
while still N of the equator which is usually crossed between 168 E and 173 E. Probably the most advantageous
passage to reach this objective is to stand S, or as much to the SE as can be made on the port tack, until the region
of the Equatorial Counter-current is reached (between 4 N, and 8 N) ; then work E until able to stand across
the equator as stated above. From the equator proceed S as follows :
Bound to Solomon islands, New Hebrides or New Caledonia proceed direct. 30
Bound to Sydney, follow the relevant directions in 11.69 from Yokohama.
Bound to Fiji, pass down the W side of Ellice Islands and then direct.
Bound to Samoa, stand S as far as the latitude of the Fijian Islands if necessary, weathering them if possible
until able to make Samoa on the starboard tack.
Bound to islands E of Samoa, it is best to stand S through the Trade Winds into the westerlies; then run down 35
casting until the meridian of the island to which bound is reached. Then re-enter the Trades and proceed to
destination.
11.78. N o r t h Pa c i f i c i s l a n d s t o T o r r e s St r ai t . At all times of the year the route E of New Guinea may be taken,
following generally the directions in 11.45.02 modified as necessary, as far as the equator, in accordance with
the position of the island of departure, e.g., from the E or W groups of islands.
In the North-east Monsoon season (October to April) as good, or even a better passage may be made by steer-
ing direct to pass through Djailolo Passage and joining the route from Hong Kong (11.44.01) in the Ceram Sea.
40
11.79. Ge n e r a l r e m a r k s o n w i n d s , c u r r e n t s , a n d s a i l i n g p a s s a g e s a r o u n d H a w a i i a n i s l a n d s . Wi t h regard
to winds, the E' l y Trade Winds seem to divide at Cape Kumukahi, part following the coast to the NW around
Upol u Point, where it loses its force, the other part following the SE coast around Cape Ka Lae, where it also
loses its force.
On the W coast of Hawaii the sea breeze sets in about 0900 and continues until after sunset, when the land 50
breeze springs up.
Sailing vessels coming from the W, bound to ports on the windward or SE side of Hawaii, should pass close
to Upol u Point and keep near the coast, as the wind is generally much lighter than offshore. Those from the W,
bound to ports on the E side of Hawaii should keep well to the N until clear of Alenuihaha Channel.
On account of the current, which nearly always sets to the N along the W coast of Hawaii, it is advisable for 55
sailing vessels to make the land S of their port, as during calms and light airs a vessel is liable to drift to the N.
Wi t h regard to navigation, Alenuihaha Channel, between Hawaii and Maul and Kahoolawe Islands, is 26
miles wide and clear of dangers. The North-east Trade Wi nd ,which predominates throughout the year, frequent-
ly blows through the channel with great strength, and there is also a strong current setting W; but, during calms,
there is at times an E-going set of about 1 knot which during "kona" winds (reversals of the Trade Wind) 60
may increase to 2 or 3 knots.
Vessels from any of the W' l y ports of Hawaii are therefore recommended to keep close in under the lee of
the island until reaching Upol u Point, when they will be enabled to fetch across to Alalakeiki Channel on the
W side of Maui. Those from the N, bound to Hilo, will probably find it impossible to weather Upol u Point
from the W side of Maui, but on getting under the lee of Hawaii the Trade Wi nd fails until reaching the S point 65
of the island, when they will have to beat against wind and current along the SE coast.
11.80. Honol ul u t o Ta h i t i . Stand first to the N of the Hawaiian Islands, and then make casting in the Nort h-
east Trade, cross the equator well to the E, and then proceed SW in the South-east Trade to Tahiti.
45
70
10
11. 81. Ho n o l u l u to Fi j i , Aus t ral i a, a nd Ne w Ze al and. F o r Fi j i , p r o c e e d as di r e c t l y as n a v i g a t i o n p e r mi t s ,
wi t h a f ai r T r a d e Wi n d .
F o r Au s t r a l i a a n d Ne w Ze a l a nd, t ake t he a bove r out e t o Fi j i , a n d t h e n f ol l ow t he di r e c t i ons i n 11. 19 a n d 11. 20
t o Au s t r a l i a or Ne w Ze a l a nd, b u t l eave t he r out e t o Fi j i i n a b o u t 170 W t o 175 W, a n d p r o c e e d d i r e c t i n t h e l a t t e r
case.
Ex c e p t wh e n b o u n d t o Au c k l a n d , owi ng t o t he p r e v a l e n c e of W' l y wi n d s of f t he Ne w Ze a l a n d coast , i t i s b e s t
t o pas s d o wn t he W coas t of Ne w Ze a l a n d , a n d t h r o u g h Co o k St r a i t f or por t s i n No r t h I s l a n d ( i f c o n d i t i o n s ar e
f a vour a bl e ) or r o u n d S o u t h I s l a n d a n d N a l ong t he E coast .
11. 82. Ho n o l u l u t o Chi na, Japan, or P h i l i p p i n e I s l ands . T h e r out e s d e s c r i b e d i n ar t i cl es 11. 92 t o
11. 95, f r o m S a n Fr a n c i s c o t o t he s e de s t i na t i ons , pa s s cl ose S of Hawai i , a n d s h o u l d b e pi c ke d u p at a n y c o n v e n i e n t
pos i t i on b e t we e n 160 W a n d 170 W.
15 11. 83. Ho n o l u l u t o San Fr anc i s c o. T h r o u g h o u t t he year , f i r st s t e e r due N be f or e t u r n i n g E o n r e a c h i n g t h e
s t e a d y W' l y wi n d s . T h e t u r n i n g p o i n t var i es i n l at i t ude, b e i n g f a r t he s t N i n Au g u s t a n d f a r t h e s t S i n No v e mb e r
a n d De c e mb e r . T h e e n s u i n g r o u t e s ar e r o u g h l y as f ol l ows :
I n Au g u s t , t u r n E i n a p p r o x i ma t e l y 40 N, a n d s t e e r a l ong t h a t par al l el t o 150 W. T h e n c e p r o c e e d d i r e c t t o
de s t i na t i on.
20 I n J u n e a n d J ul y, t u r n t o t he NE i n 35 N t o 36 N, a n d s t e e r on a s l i ght l y c u r v i n g c our s e t o cr os s 150 W
i n a p p r o x i ma t e l y 39 N, a n d t h e n p r o c e e d di r ect .
I n Ma y , S e p t e mb e r , a n d Oc t o b e r , t u r n t o t h e NE i n a b o u t 30 N, a n d s t e e r on a c u r v i n g c our s e t o cr os s
150 W i n 37{ N t o 38 N, a n d t h e n p r o c e e d di r ect .
I n Ma r c h a n d Apr i l , t u r n t o t he NE i n 26 N t o 27 N, a n d s t e e r on a c u r v i n g c our s e t o cr os s 150 W i n a b o u t
25 36{ N, a n d t h e n p r o c e e d di r ect .
I n J a n u a r y a n d F e b r u a r y , t u r n t o t he NE i n 25 N t o 26 N, a n d s t e e r on a c u r v i n g c our s e t o cr os s 150 W
i n a b o u t 33 N, a n d t h e n p r o c e e d di r ect .
I n No v e mb e r a n d De c e mb e r , t u r n t o t he NE i n a b o u t 24 N, a n d s t e e r on a c u r v i n g c our s e t o cr os s 150 W
i n 32 N t o 32{ N, a n d t h e n p r o c e e d di r ect .
30 No t e : T h e c u r v i n g c our s e r e f e r r e d t o a bove c a n b e s t be u n d e r s t o o d b y r e f e r r i n g t o Ch a r t 5308.
35
40
45
11. 84. Ho n o l u l u t o No r t h a nd Cent ral Ame r i c a b e t we e n San Fr a nc i s c o a nd Pa n a ma . Pr o c e e d N as
d i r e c t e d i n 11. 83, b u t t u r n E i ns t e a d of NE. Ma k e e a s t i ng as di r e c t l y as pos s i bl e, gr a dua l l y a l t e r i n g c our s e t o
E S E a f t e r r e a c h i n g 150 W t o 140 W, d e p e n d i n g o n de s t i na t i on, t h e l a t t e r t o t h e mo r e S' l y por t s . J o i n t h e r o u t e
f r o m Sa n Fr a n c i s c o ( 11. 98) at a c o n v e n i e n t pos i t i on.
11.85. Ho n o l u l u to we s t coas t o f So ut h Ame r i c a or t o Cabo de Hor nos . T h e mo s t i mp o r t a n t obj e c t i ve
mu s t b e t o ma k e c a s t i ng as s o o n as pos s i bl e so as t o b e abl e t o s t a n d SE t o j oi n one of t h e r out e s f r o m Sa n Fr a n c i s c o
t o S o u t h Ame r i c a n p o r t s ( 11. 99 or 11. 100) or t he r out e f r o m Sa n Fr a n c i s c o t o Ca b o de Ho r n o s ( 11. 101) . I n a n y
case i t a p p e a r s a dvi s a bl e t o j o i n t he s e r out e s N of t he e qua t or , wh e r e t he Eq u a t o r i a l Co u n t e r - c u r r e n t i s a va i l a bl e
i f g e t t i n g t oo f a r W o n t h e pa s s a ge S.
ROUTES FROM PRI NCE RUPERT, VANCOUVER, OR COLUMBI A RI VER
11.86. Pr i nc e Rupe r t , Va n c o u v e r or Co l u mb i a Ri v e r t o Ho n o l u l u a nd Yo k o h a ma . F r o m Pr i n c e Ru p e r t ,
50 s t a n d S t h r o u g h He c a t e St r ai t , a n d f r o m J u a n de F u c a St r a i t or As t or i a , Co l u mb i a Ri ver , s t a n d s e a wa r d t o ma k e a
saf e of f i ng, b u t k e e p i n g as cl ose i n s h o r e as p r u d e n c e di ct at es , t o a voi d t he h e a v y seas e x p e r i e n c e d f a r t h e r out .
Pr o c e e d S u n t i l wi t h i n a b o u t 300 mi l e s NW of Sa n Fr a nc i s c o, a n d t h e n c e p r o c e e d di r e c t t o Ho n o l u l u . W of
Ho n o l u l u , t he r out e i s s eas onal .
F r o m Ma y t o No v e mb e r , get o n t o t h e par al l el of 20 N, a n d r u n W o n i t as f ar as t h e me r i d i a n of 180%
55 T h e n c e s t e e r t o cr os s t h e me r i d i a n of 160 E i n 25 N, a n d t h e n c e f or Yo k o h a ma , a l l owi ng f or t h e NE - g o i n g s et
of Ku r o Shi o.
Du r i n g t h e wi nt e r , f r o m De c e mb e r t o Apr i l , a ves s el ma y h a v e t o ke e p f a r t h e r S t o get t h e s t r e n g t h of t h e T r a d e
Wi n d f or t h e r u n t o t h e W a f t e r l e a vi ng Ho n o l u l u . T h e di r e c t i ons gi ve n i n 11. 92, f r o m S a n Fr a nc i s c o, s h o u l d
b e f ol l owed, a c c o r d i n g t o dat e, a f t e r r u n n i n g t o t he W.
60 An a l t e r na t i ve r o u t e f or al l s e a s ons i s t o ma k e S W f r o m Ho n o l u l u t o j o i n one of t h e s e a s ona l r o u t e s f r o m S a n
Fr a n c i s c o t o Yo k o h a ma . See 11. 92.
11. 87. Pr i nc e Rupe r t , Va n c o u v e r or Co l u mb i a Ri v e r t o Sy dne y . F r o m Pr i n c e Ru p e r t , s t a n d S u n t i l r e a c h i n g
65 t h e No r t h - e a s t T r a d e Wi n d , pa s s i ng o n e i t h e r s i de of Qu e e n Ch a r l o t t e Gr o u p .
F r o m J u a n de F u c a St r a i t , or f r o m As t or i a , Co l u mb i a Ri ver , s t a n d S W at onc e t o pi c k u p t h e T r a d e Wi n d .
T h e n p r o c e e d as di r e c t l y as pos s i bl e, c r os s i ng t h e e q u a t o r i n a b o u t 170 V, a n d pa s s i ng W of t h e Fi j i I s l a n d s
a n d SE of Ne w Ca l e doni a , f r o m J u n e t o Au g u s t , b u t at o t h e r t i me s of t h e year , c r os s i ng t h e e q u a t o r b e t we e n
150 W a n d 155 W, a n d pa s s i ng S of t h e T o n g a n a n d Fi j i a n i s l a nd gr oups . Ma k e t h e Au s t r a l i a n coas t S of
70 S a n d y Ca pe . See 11. 69.
11.88. Pr i nc e Rupe r t , Va n c o u v e r or Co l u mb i a Ri v e r t o San Fr a nc i s c o a nd So ut h Ame r i c a . T h e f ol l owi ng
r out e di f f er s i n s o me de gr e e f r o m t he r o u t e r e c o mme n d e d b y t he Un i t e d St a t e s Na v a l Oc e a n o g r a p h i c Offi ce,
wh i c h wi l l b e f o u n d i n 11. 99 t o 11. 101, r out e s f r o m Sa n Fr a n c i s c o t o S o u t h Ame r i c a n por t s .
F o r Sa n Fr a nc i s c o, at al l s e a s ons ke e p as n e a r t h e s h o r e as i s p r u d e n t , i n o r d e r t o a voi d t he h e a v y sea f el t
f a r t h e r out . 5
F o r S o u t h Ame r i c a n por t s , f r o m Oc t o b e r t o Ma r c h S W' l y wi n d s pr e va i l o n t h e coas t of Ca l i f or ni a as f a r S
as a b o u t 25 N. I f b o u n d f r o m Va n c o u v e r t o Va l pa r a i s o i n t hi s s e a s on s t a n d d o wn t h e coast , k e e p i n g at a b o u t
100 mi l e s f r o m i t u n t i l n e a r t h e l a t i t ude of S a n Fr a nc i s c o, a n d f r o m t h e n c e pa s s W of, a n d i n s i ght of, I s l a
Gu a d a l u p e (29 11' N, 118 17" W) , wh e r e i n al l p r o b a b i l i t y t he No r t h - e a s t T r a d e Wi n d wi l l b e me t wi t h ; t h e n
s t e e r t o s i ght Cl i p p e r t o n I s l a n d ( 10 N, 109" W) , pa s s i ng W of i t ; i n a b o u t t hi s l a t i t ude t he No r t h - e a s t T r a d e 10
Wi n d wi l l b e l ost .
T h e b e l t of va r i a bl e wi n d s a n d cal ms , wh i c h at t hi s season, o n t h e me r i d i a n of 120 W, i s 250 t o 350 mi l e s
wi de, wi l l h e r e b e e n t e r e d , a n d i t ma y n o t b e pos s i bl e t o cr os s t h e e q u a t o r mu c h t o wi n d wa r d of 118 W. Ev e r y
ef f or t s h o u l d b e ma d e n o t t o cr os s f a r t h e r t h a n t h a t t o t h e W, as t h e r e s ul t wo u l d b e t h a t t h e ves s el wo u l d n o t
we a t h e r He n d e r s o n I s l a n d or Pi t c a i r n I s l a nd, i n t h e vi c i ni t y of wh i c h l i g h t baf f l i ng wi n d s f r o m S t o SE wo u l d b e 15
e xpe r i e nc e d.
I n al l p r o b a b i l i t y at t hi s t i me of ye a r t he So u t h - e a s t T r a d e Wi n d wi l l be me t b e t we e n 5 N a n d 3 N; t h e h i g h e r
l a t i t ude d u r i n g t h e e a r l y wi n t e r ( No v e mb e r a n d De c e mb e r ) , a n d t he l owe r l a t i t ude t o wa r d s Ma r c h , wh e n t h e
s hi p s h o u l d b e k e p t ful l , ma k i n g , as n e a r l y as t h e wi n d wi l l p e r mi t , a c our s e of 180 .
I n a b o u t 6 S t h e T r a d e Wi n d s ge ne r a l l y b e c o me mo r e E' l y i n di r e c t i on, s o me t i me s h a u l i n g N of E. Cr os s t he 20
par al l el of 20 S i n 124 W, a n d t he par al l el of 35 S o n t h e me r i d i a n of 120 W; t h e n c e cr os s t h e me r i d i a n s of
110 W i n 39 S, 100 W i n 40 S, 90 W i n 39 S a n d t h e n c e p r o c e e d di r ect , S of I s l a Ro b i n s o n Cr u s o e t o Va l p a r -
ai so. F r o m Va l pa r a i s o t o Cal l ao s t e e r N a l ong t he coast . Ca l ms a n d va r i a bl e wi n d s wi l l b e e x p e r i e n c e d i n t h e
vi c i ni t y of 30 S, s e t t l i ng i n t o t h e NW q u a r t e r as t he ves s el get s mo r e t o t h e S. See al so 11. 99.
F o r S o u t h Ame r i c a n p o r t s f r o m Ap r i l t o Se p t e mb e r , a c our s e f a r t h e r W ma y b e p u r s u e d , pa s s i ng t h e l a t i t ude 25
of Sa n Fr a n c i s c o i n a b o u t 129 W. T h e n c e ke e p f a r t h e r f r o m t h e l a n d t o a voi d t h e c a l ms a n d l i ght va r i a bl e wi n d s
e x p e r i e n c e d at t hi s s e a s on a l ong t he coas t of l owe r Ca l i f or ni a a n d i n t h e Gu l f of P a n a ma . Af t e r me e t i n g t h e
No r t h - e a s t T r a d e Wi n d i n a b o u t 30 N, 127 W, s t a n d t o t h e S o n or n e a r t h e me r i d i a n of 125 W, n o t o n l y t o
a voi d t h e c a l ms a bove me n t i o n e d , b u t al so t h e h u r r i c a n e s wh i c h d u r i n g Au g u s t a n d S e p t e mb e r ar e l i abl e t o b e
me t wi t h E of t h a t me r i d i a n . Occas i onal l y, b u t r ar el y, t he s e s t o r ms ar e me t wi t h W of 125 W. 30
T h e No r t h - e a s t T r a d e Wi n d wi l l b e l os t at t hi s s e a s on i n 11 N or 12 N, a n d t h e b e l t of d o l d r u ms wi l l b e
f o u n d t o b e n o t so wi de as d u r i n g t h e wi nt e r . T h e So u t h - e a s t T r a d e Wi n d wi l l , at t hi s season, b e me t wi t h i n
a b o u t 8 N, a n d if, as i s mo s t l i kel y t o b e t h e case at f i r st , t he wi n d b e wel l t o t h e S, s t a n d t o t h e E i n o r d e r t o
r e c ove r s o me of t he g r o u n d l os t b y k e e p i n g f a r t h e r W i n t h e No r t h - e a s t Tr a d e s . T r y t o cr os s t h e e q u a t o r i n
b e t we e n 118 W a n d 120 W, a n d s o o n a f t e r cr os s i ng, t h e wi n d wi l l h a u l mo r e t o t h e E, wh e n s t a n d t o t h e S t o 35
we a t h e r Du c i e I s l a n d a n d r e a c h t h e par al l el of 40 S be f or e ma k i n g cas t i ng, so as t o f al l i n wi t h t h e NW' l y wi n d s ,
as c a l ms a n d va r i a bl e wi n d s ar e me t wi t h N of t h a t par al l el . Af t e r pa s s i ng t h e me r i d i a n of 90 W h a u l u p f or
I s l a Ro b i n s o n Cr u s o e a n d t h e n c e f or Va l pa r a i s o.
40
ROUTES F ROM S AN FRANCI S CO
11. 89. San Fr a nc i s c o t o Pr i nc e Rupe r t , Juan de Fuc a St rai t or Co l u mb i a Ri ve r . F r o m No v e mb e r t o Ap r i l , 45
d u r i n g t h e b a d we a t h e r s eas on, t h e ves s el s h o u l d at onc e b e t a k e n wel l o u t t o sea. T h i s wi l l b e easy, as t h e wi n d
c ome s mo s t of t e n f r o m NW. Wh e n f a r e n o u g h of f t o h a v e n o t h i n g t o f ear f r o m S W' l y or NW' I y wi n d s , ma k e as
mu c h n o r t h i n g as pos s i bl e . T o t h e N of t h e par al l el of Ca p e Me n d o c i n o , S W' l y wi n d s pr evai l , e n a b l i n g ves s el s
t o f i ni s h t h e voya ge wi t h o u t di f f i cul t y, b u t t h e l a n d s h o u l d b e ma d e 20 t o 30 mi l e s S of t h e por t .
F r o m Ap r i l t o No v e mb e r , t h e f i ne we a t h e r s eas on, t he wi n d a l mo s t i n v a r i a b l y bl ows f r o m b e t we e n NW a n d 50
NE. Af t e r l e a vi ng S a n Fr a n c i s c o r u n a b o u t 200 mi l e s of f - s hor e, a n d t h e n ma k e t o t h e N, pr of i t i ng b y e v e r y s h i f t
of wi nd, a n d al ways s t a n d i n g o n t h e mo s t f a vour a bl e t ack. I t wo u l d b e wel l n o t t o a p p r o a c h t he l a n d u n t i l u p t o
t he par al l el of t h e p o r t unl e s s t he ves s el c a n f e t c h h e r por t , or n e a r l y so wi t h o u t t acki ng. I f b o u n d t o Pr i n c e
Ru p e r t i t wo u l d b e wel l n o t t o a p p r o a c h t he l a n d u n t i l n e a r l y a b r e a s t La n g a r a I s l a nd, at t h e NW e x t r e me of
Qu e e n Ch a r l o t t e I s l a nd. He c a t e St r a i t , b e t we e n Qu e e n Ch a r l o t t e i s l a nd a n d t h e ma i n l a n d , ma y al so b e t a ke n. 55
11. 90. San Fr a nc i s c o t o Un i ma k pas s , Al e ut i a n I s l ands , a nd r e ve r s e . F r o m Sa n Fr a n c i s c o t o Un i ma k Pas s ,
t h e t r a c ks f or s ai l i ng ves s el s r e c o mme n d e d b y t h e Un i t e d St a t e s Pi l ot c h a r t s f or Ma y u n t i l Oc t o b e r ar e as f ol l ows :
I n Ma y a n d J u n e , ma k e W f r o m S a n Fr a n c i s c o t o 145 W, a n d t h e n c e p r o c e e d d i r e c t t o Un i ma k Pas s .
I n J ul y, Au g u s t , a n d S e p t e mb e r , c o n t i n u e t o 155 W be f or e t u r n i n g t o t h e N. Si mi l a r l y, i n Oc t o b e r c o n t i n u e
t o 158 W.
F r o m Un i ma k Pa s s t o Sa n Fr a n c i s c o p r o c e e d as di r e c t l y as pos s i bl e.
11. 91. San Fr a nc i s c o t o Ho n o l u l u . At al l t i me s of t he ye a r t h e r o u t e t o Ch i n a a n d J a p a n pa s s e s cl osel y S of t he
Ha wa i i a n I s l a nds , a n d i s t h e r e f o r e n e a r l y di r e c t l y f or Ho n o l u l u . On l e a vi ng Sa n Fr a n c i s c o r u n t o t h e S W f or
t h e No r t h - e a s t T r a d e s ; f r o m J u n e t o De c e mb e r cl ear t he coas t as s o o n as pos s i bl e, s t e e r i ng a b o u t 266 t o a voi d
t h e c a l ms E of 128 W. Ne a r t h e Ha wa i i a n I s l a n d s t h e T r a d e s ma y pos s i bl y v e e r t o E or e v e n SE, p a r t i c u l a r l y
f r o m Oc t o b e r t o Ma y ; a p p r o a c h t h e l a n d f r o m E NE , wh e n al l l ocal wi n d s wi l l b e fai r. Wh e n ma k i n g a l a ndf a l l
60
70
5
10
15
20
r e me mb e r t h a t t h e c u r r e n t s o f t e n r u n a t t h e r a t e of 20 mi l e s p e r day, a n d t h a t c a l ms a n d baf f l i ng wi n d s ar e
c o mmo n t o l e e wa r d of t h e i s l a nds .
See Ge n e r a l r e ma r k s o n wi nds , c u r r e n t s a n d s ai l i ng pas s ages a r o u n d t h e Ha wa i i a n I s l a n d s i n 11. 79.
11. 92. San Fr a nc i s c o t o Yo k o h a ma . Pr o c e e d as d i r e c t e d i n 11. 91 b u t pa s s S of Ha wa i i . T h e n s t a n d t o t h e W
b e t we e n t h e par al l el s of 15 N a n d 20 N, b e i n g t o t h e N i n t h e s u mme r , a n d t o t h e S i n t h e wi nt e r . On
r e a c h i n g t h e me r i d i a n of 160 E, p r o c e e d as f ol l ows :
F r o m J a n u a r y t o Apr i l , s t a n d o n t o t h e W o n t h e f o r me r cour s e, u n t i l r e a c h i n g t h e me r i d i a n of 150 E,
a n d t h e n c u r v e g r a d u a l l y r o u n d t o t h e WNW, NW, a n d f i nal l y N; pa s s a b o u t 60 mi l e s t o t h e W of Og a s a wa r a
Gu n t 6 a n d W of t h e o t h e r i s l a nds of Na n p 6 Sh o t 6 o n a N' l y c our s e t o de s t i na t i on.
I n Ma y a n d J u n e , ma k e t o t h e WNW at once, so as t o cr os s t h e me r i d i a n of 150 E b e t we e n 23 N a n d 24 N;
t h e n c e p r o c e e d di r e c t t o de s t i na t i on, pa s s i ng a b o u t 200 mi l e s E of Og a s a wa r a Gu n t 6 .
F r o m J u l y t o De c e mb e r , l eave t h e t r a c k acr os s t h e Paci f i c Oc e a n i n 163 E i n s t e a d of 160 E, a n d s e t a c our s e
as di r e c t l y as pos s i bl e t o Yo k o h a ma .
Al t e r n a t i v e l y , s o me na vi ga t or s r e c o mme n d s t a n d i n g f or Yo k o h a ma o n r e a c h i n g t h e 1 8 0 t h me r i d i a n ; b u t t h i s
i s n o t a v e r y u s u a l pr a c t i c e .
At al l t i me s of t h e year , a l l owa nc e mu s t b e ma d e f or Ku r o Shi o, s e t t i n g acr os s t h e t r a c k d u r i n g t h e l a t t e r p a r t
of t h e voyage.
11. 93. San Fr a nc i s c o t o nor t h part o f C h i n a Se a . Fo l l o w t h e di r e c t i ons g i v e n i n 11. 92 as f a r as 160 E, a n d
t h e n s t a n d s l i ght l y t o t h e N t o d e a r t h e mo s t N' l y of t h e Ma r i a n a or La d r o n e I s l a nds , a n d t h e n pa s s t h r o u g h
Ba s hi Ch a n n e l t o de s t i na t i on. F o r a n a l t e r na t i ve r o u t e i n t h e No r t h - e a s t Mo n s o o n see 11. 60. 01. See al so 11. 95
f or t h e pa s s a ge vi a Ma n i l a .
30
11. 94. San Fr a nc i s c o t o Sha ng - ha i or Na g a s a ki . Fol l ow t h e di r e c t i ons gi ve n i n 11. 93 acr os s t h e Paci f i c
Oc e a n , b u t o n a r r i v i n g i n a b o u t 135 E, ma k e as di r e c t l y as pos s i bl e f or e i t h e r de s t i na t i on.
11. 95. S a n F r a n c i s c o t o So ut h Chi na Se a . F r o m Oc t o b e r t o Ma r c h , i n t h e No r t h - e a s t Mo n s o o n , f ol l ow t h e
d i r e c t i o n s g i v e n i n 11. 93 as f ar as Ba s hi Ch a n n e l , a n d t h e n p r o c e e d S a l ong t h e W coas t of L u z o n i f b o u n d f or
Ma n i l a . F o r Sa i gon, p r o c e e d d i r e c t acr os s t h e Ch i n a Sea a l l owi ng f or t h e c u r r e n t wh i c h s et s wi t h t h e wi n d .
35 F o r Si nga por e , p r o c e e d as d i r e c t e d i n 11. 67. 01.
F r o m Ap r i l t o S e p t e mb e r , i n t h e S o u t h - we s t Mo n s o o n , l eave t h e W- b o u n d t r a c k ( 11. 92) acr os s t h e Paci f i c
Oc e a n i n 160 E, a n d s t e e r t o cr os s t h e me r i d i a n of 150 E i n 15 o N. Th e n c e , p a s s i n g S of t h e Ma r i a n a or L a d r o n e
I s l a nds , s t a n d di r e c t l y f or Sa n Be r n a r d i n o St r a i t or f or Sur i ga o St r a i t ; a n d t h e n c e t h r o u g h t h e P h i l i p p i n e I s l a n d s
f or Ma n i l a , I l oi l o, et c.
d0 F r o m Mi n d o r o St r a i t or Ve r d e I s l a n d Pas s age p r o c e e d as d i r e c t e d i n 11. 58 f or Si nga por e , 11. 59 f or Sa i gon,
or 11. 60 f or Ho n g Ko n g or Hs i a - me n .
11. 96. San Fr a nc i s c o t o Aus t r al i an port s s o ut h o f Br i s bane . T h e r o u t e s us ua l l y f ol l owe d ar e s eas onal , a f t e r
d5 t a k i n g a d i r e c t c our s e f r o m S a n Fr a n c i s c o t h r o u g h t h e No r t h - e a s t T r a d e t o a b o u t 10 N, 145 W. T h e n c e , i n
J u n e , J ul y, a n d Au g u s t , s t e e r a d i r e c t c our s e pa s s i ng N of Fi j i I s l a n d s a n d S of Ne w Ca l e d o n i a t o Br i s b a n e or ,
ma k i n g t h e c oa s t S of S a n d y Ca pe , t o Sydne y. F r o m Sydne y, c o n t i n u e S as d i r e c t e d i n 10. 60, 11. 04. 01, a n d
11. 04. 02.
F r o m S e p t e mb e r t o J u n e , s t e e r a d i r e c t c our s e f r o m 10 N, 145 W t o cr os s t he e q u a t o r i n 152 W i n De c e m-
50 b e t , J a n u a r y , a n d F e b r u a r y ; i n 150 W f r o m Ma r c h t o J u n e ; a n d i n 152 W or 153 W i n S e p t e mb e r , Oc t o b e r ,
a n d No v e mb e r .
At wh a t e v e r p o i n t t h e e q u a t o r i s cr os s ed, cr os s t h e par al l el of 10 S n e a r 155 W, a n d t h e n c e pa s s S of T o n g a
I s l a n d s ; c r os s t h e 1 8 0 t h me r i d i a n i n 24 S t o 25 o S, a n d 160 E i n 26 S t o 27 S. T h e n c e p r o c e e d t o d e s t i n a t i o n ,
pa s s i ng N of Mi d d l e t o n Reef , i f b o u n d t o S y d n e y ma k i n g t h e coas t S of S a n d y cape. See 11. 69.
55 Al t e r n a t i v e s e a s ona l r o u t e s we r e r e c o mme n d e d b y F r e n c h a ut hor i t i e s as f ol l ows :
F r o m J a n u a r y t o J ul y, cr os s t h e par al l el of 10 N i n 143 W, a n d t h e e q u a t o r i n 148 W. I n J a n u a r y , F e b r u a r y
a n d Ma r c h n o c a l ms wi l l b e f o u n d b e t we e n t h e No r t h - e a s t a n d S o u t h - e a s t Tr a d e s . I n Apr i l , Ma y a n d J u n e
t h e r e wi l l b e o n l y a b o u t 2 p e r c e n t of c h a n c e s of c a l ms i n t h i s r e gi on. F r o m t h e e q u a t o r s t e e r f or a p o s i t i o n i n
10 S, 155 W, a n d c o n t i n u e t h e n c e as d i r e c t e d a b o v e f or S e p t e mb e r t o J u n e .
60 I n J ul y, Au g u s t , a n d S e p t e mb e r , s t e e r t o 10 N, 148 W, a n d cr os s t h e e q u a t o r b e t we e n 150 W a n d 153 W. I n
t h i s s eas on, a n d i f t h e p r e c a u t i o n b e t a k e n n o t t o f ol l ow a mo r e E' l y r o u t e t h a n t h a t i n d i c a t e d , t h e r e wi l l b e o n l y
f r o m 2 t o 3 p e r c e n t of c a l ms b e t we e n 10 N a n d t h e e qua t or . T h e n c e p r o c e e d as d i r e c t e d a bove f or J a n u a r y t o J ul y.
F r o m Oc t o b e r t o J a n u a r y , s t e e r t o 10 N, 138 W, a n d cr os s t he e q u a t o r i n 143 W. By f ol l owi ng t h i s r o u t e
t h e r e wi l l b e o n l y f r o m 2 t o 3 p e r c e n t c h a n c e s of c a l ms b e t we e n t h e t wo T r a d e Wi n d r egi ons . F a r t h e r t o t h e W
65 a t t hi s s eas on, mo r e c a l ms ar e l i kel y. T h e n c e p r o c e e d as di r e c t e d a bove f or J a n u a r y t o J ul y.
11. 97. S a n F r a n c i s c o t o P a c i f i c i s l a n d s . F o r t h e No r t h Paci f i c i s l ands , s t a n d t o t h e S W i n t o t h e T r a d e Wi n d
a n d t h e No r t h Eq u a t o r i a l Cu r r e n t , a n d t h e n r u n t o t h e W i n a b o u t 15 N as f a r as a b o u t 170 W; t h e n c e steer
as di r e c t l y as n a v i g a t i o n p e r mi t s t o de s t i na t i on.
PACI FI C OCEAN 225
F o r Ta hi t i , st eer S W on ne a r l y t he di r ect cour s e t o cr oss t he e qua t or i n 140 W, o r a l i t t l e t o t he E, a nd t he n
di r ect , al l owi ng f or t he set of t he So u t h Equa t or i a l Cur r e nt .
F o r Samoa, Fi j i , a nd i sl ands t o t he W, s t eer f r o m 10 N, 145 W as di r ect ed i n 11. 96 f or t he pe r i od Se p t e mb e r
t o Ma y unt i l ar r i vi ng on t he par al l el of t he i s l and t o whi c h bound, a nd t he n r un W on t hi s par al l el .
11. 98. San Fr a nc i s c o t o P a n a ma . Ma k i n g t hi s passage be t we e n De c e mb e r a nd Ma y i ncl usi ve, wh e n t he
pr evai l i ng wi nds on t he W coast of Me x i c o ar e f r o m t he N a nd t he c ur r e nt is f avour abl e, fi rst obt ai n a good
offi ng, a nd t he n s t and d o wn t he coast of Cal i f or ni a, ke e pi ng a bout 100 mi l e s off, a nd at a bout 150 mi l es of f t he
coast of Me xi c o, s ha pi ng a cour s e t o ma ke I sl a Ji car i t a, t he mos t S' l y of t he i sl ands S of I sl a Coi ba a nd a bout 10
55 mi l e s W of Pu n t a Ma r i a t o, wh i c h is a good l andf al l f or vessel s b o u n d t o Pa na ma f r o m t he W.
Be t we e n J u n e a nd No v e mb e r , i ncl us i ve, wh e n cal ms, var i abl e wi nds a nd of t e nt i me s hur r i c a ne s pr evai l on
t he W coast of Me xi c o, s t a nd wel l out t o sea af t er pas s i ng Sa n Fr anci s co, a nd t he n shape a cour s e t o cr oss t he
e qua t or i n a b o u t 104 W; t he nc e s t and on t o t he S, unt i l s ur e of r eachi ng Pa na ma on t he o t h e r ( st ar boar d) t ack.
Bo u n d t o Pa na ma f r o m t he N, t r y t o ma ke I sl a J i car i t a ( 7 13" 2"V, 81 48" W), a nd t he n t r y t o keep u n d e r t he 15
l and as f ar as Ca bo Mal a. I f una bl e t o do t hi s, s t a nd across f or t he oppos i t e coast of t he cont i nent , wh e n t he
c ur r e nt wi l l be f ound f avour abl e. On ge t t i ng E of Ca bo Ma l a t he bes t pl an is t o shape a cour s e f or I sl a Gal er a,
and t o use t he passage E of Ar chi pi 61ago de La s Per l as wi t h caut i on, see Ad mi r a l t y Sai l i ng Di r e c t i ons . At t he
s ame t i me, i f t e mp t e d up t he gul f b y a f ai r wi nd, t r y t o ge t on t he W si de of Ar chi pi 61ago de las Per l as, whe r e
anchor age a nd l ess c ur r e nt wi l l be f o u n d i f t he wi nd s houl d fail. 20
Of f t he coast N of Pu n t a Gu a s c a ma (2 ,37' N, 78 25" W) , t he wi nds b e c o me mor e var i abl e a nd r ai ns mo r e
f r e que nt , and t he f ol l owi ng a c c ount by Da mp i e r is pe r ha ps as good as can be gi ven : - - " I t is a ve r y we t coast , and
r ai ns a bunda nt l y al l t he year . Th e r e ar e b u t f e w f ai r days, f or t he r e is l i t t l e di f f er ence i n t he seasons of t he year
be t we e n t he we t a nd dr y; onl y i n t hat season whi c h s houl d be dr y t he r ai ns ar e less f r e q u e n t a nd mo r e mo d e r a t e
t ha n i n t he we t season, f or t he n i t pour s as out of a s i e ve . " Th i s ki nd of we a t he r is f ound as f ar as Ca bo Cor r i e nt e s 25
(5 30" N, 77 33" W) , t he pr evai l i ng wi nd be i ng SW, b u t NE wi nds ar e not u n c o mmo n . Of f s hor e i n t hi s zone,
be t we e n t he par al l el s of 2 N a nd 5 N, t he wi nds ar e e qua l l y baffi i ng, especi al l y dur i ng Ma r c h , Apr i l a nd Ma y.
Be t we e n Ca bo Cor r i e nt e s a nd Pa na ma , t he pr e va i l i ng wi nds ar e f r om t he N and W, wi t h f r e q u e n t squal l s a nd
we t we a t he r f r om t he S W be t we e n J u n e a nd Oct ober .
Wi t h i n 60 mi l es of t he coast t her e is a cons t ant c ur r e nt t o t he N. Af t e r pas s i ng Ca bo Ma l a (7 28" N, 80 00" W) 30
i t me e t s t he Me x i c o Cu r r e n t f r o m t he WNW, a nd t hus causes t he n u me r o u s r i ppl i ngs a nd s hor t une a s y sea so
of t en me t wi t h at t he e nt r a nc e of t he Gu l f of Cal i f or ni a. Th i s t r o u b l e d wa t e r wi l l be f ound mo r e or l ess t o t he S,
accor di ng t o t he s t r e ngt h of t he c ont e ndi ng s t r eams .
11. 99. San Fr a nc i s c o t o Cal l ao or I q u i q u e . Ma ke a n offi ng f r om Sa n Fr anci s co of a bout 300 mi l es t o t he S W;
a nd t he n wor k r o u n d gr a dua l l y t o t he S so as t o cr oss 30 N i n a bout 127 W. F r o m t hi s pos i t i on ma ke a s t r ai ght
cour s e t o t he S S E r oughl y par al l el wi t h t he coast , ma ki ng f or a pos i t i on i n 5 N, 110 W, a bout whe r e t he So u t h -
east Tr a d e s wi l l be me t . St a nd t h r o u g h t he Tr a d e s on t he por t t ack t o 20 S, 118 W.
F r o m t hi s pos i t i on a cour s e gr adual l y a ppr oa c hi ng t he coast ma y be made, as t he Tr a d e Wi n d is l ost a nd t he
W' l y wi nds ar e fel t . T h e mos t S' l y pos i t i ons r e a c he d wi l l be a bout 34 S, 110 W be t we e n Se p t e mb e r a nd No v e m-
be r ; a bout t he par al l el of 37 S f r om De c e mb e r t o Ma y ; a nd an i nt e r me di a t e l at i t ude i n J une , J ul y, a nd Augus t .
As t he coast is near ed, S' l y wi nds a nd a N- g o i n g c ur r e nt wi l l be obt ai ned, b y wh i c h t he des t i nat i on ma y be
r eached. I n any case ma ke t he por t wel l t o t he S, i n or de r t o al l ow f or t he N- g o i n g c ur r e nt wh i c h r uns t he whol e
l e ngt h of t he So u t h Ame r i c a n coast .
11.100. San Fr a nc i s c o t o Co q u i mb o , Val parai s o, and Cor one l . Pr oc e e d as di r ect ed i n 11. 99, b u t do n o t
a t t e mpt t o ma ke mu c h cas t i ng af t er ar r i vi ng i n 20 S, 118 W unt i l wel l t o t he S of 35 S.
Ma ke t he coast wel l S of dest i nat i on, i n or de r t o al l ow f or t he N- g o l n g c ur r e nt whi c h r uns t he whol e l e ngt h
of t hi s coast .
40
45
50
11. 101. San Fr a nc i s c o t o r o u n d Cabo de Hor nos . Ge t a good offi ng of a bout 300 mi l es f r om Sa n Fr anci s co,
a nd t he n s t and ne a r l y due S so as t o cr oss t he par al l el of 5 N i n a bout 126 W dur i ng De c e mb e r , J anuar y, a nd
Fe b r u a r y ; a nd be t we e n 120 W a nd 122 W dur i ng t he r est of t he year , be i ng f ar t hes t E i n Ma r c h .
Wh e n t he Sout h- e a s t Tr a d e s ar e me t , s t and t o t he S so as t o cr oss t he par al l el of 30 S i n a bout 124 W; a nd
as s oon as t he Tr a d e s ar e l ost a nd t he W' l y wi nds pi cked up, as t he y wi l l be i n a bout 35 S, ma ke as di r e c t a
cour s e as pos s i bl e t o r o u n d Ca bo de Ho r n o s as di r ect ed i n 9. 66. 01.
ROUTES FROM LOWER CALI FORNI A AND PANAMA
11.102. Lo we r Cal i f or ni a no r t hwa r d t o No r t h Ame r i c a n port s . On account of t he c ont r a r y S- gol ng
cur r ent , t he onl y wa y t o ma ke a passage f r om a ny por t of t hi s coast t o t he N is t o pr oc e e d W on t he s t ar boar d
t ack unt i l t he var i abl e wi nds ar e r eached, i n a bout 130 W, a nd t he n ma ke nor t hi ng, as di r ect ed i n 11. 89. F r o m
J ul y t o J a nua r y vessel s ma y have t o s t and on as f ar as 140 W.
L u mb e r vessel s b o u n d t o J u a n de Fu c a St r ai t have f ound i t advant ageous t o keep as ne a r t he l and as pr act i cabl e,
i n o r d e r t o t ake advant age of t he SE' l y s t or ms , wh i c h wor k r o u n d t o t he SW. Ra pi d passages have be e n ma d e
i n t hi s ma nne r .
55
60
70
11. 103. L o w e r C a l i f o r n i a t o P a c i f i c O c e a n p o r t s . Fo r N- b o u n d passages coast wi se, see 11. 102. Fo r Ho n o l u l u
a nd No r t h Paci f i c i sl ands, pr oc e e d di r ect wh e n i n t he No r t h - e a s t Tr a d e s ; see 11.91 a nd 11.97. F o r Sydney,
s t eer t o j oi n t he r out e f r om Sa n Fr a nc i s c o (11. 96) i n 10 N, 145 W dur i ng J une , J ul y, a nd Au g u s t ; a nd at t he
e qua t or at ot he r t i mes. Fo r ot he r Paci f i c Oc e a n dest i nat i ons, st eer S W t o j oi n t he appr opr i at e r out e f r om San
Fr anci s co i n a c onve ni e nt posi t i on.
11. 104. N o t e s o n p a s s a g e o u t o f G u l f o f P a n a m a . Bound i n any di r ect i on f r om Panama, t he chi ef di f f i cul t y
is t he passage out of t he Gu l f of Pa na ma , f or l i ght and baf f l i ng wi nds or cal ms ar e me t wi t h t her e at all seasons.
10 Be t we e n Oc t obe r a nd Apr i l , t he pr evai l i ng wi nd i n t he gul f is f r om t he N; f or t he r e ma i nde r of t he year t he
wi nd hangs mor e t o t he W, and l and a nd sea br eezes ar e fel t , var i ed b y cal ms a nd occasi onal squal l s f r om t he
SW. N of 5 N, be t we e n 80 W and 110 W, is a r egi on of cal ms and l i ght wi nds , va r i e d b y squal l s of wi n d a nd
r ai n; b u t S of 5 N, a nd W of t he me r i di a n of 80 W, be t we e n t he ma i nl a nd a nd Archi pi 61ago de Co16n, t he wi nd
is b e t we e n S a nd W all t he year r ound, a nd except be t we e n Fe b r u a r y a nd J une , i t is f ai r l y st r ong. Wh e t h e r b o u n d
15 N or S f r o m Pa na ma pus h t o t he S a nd gai n t he Sout h- e a s t Tr a d e ; by so doi ng t he d o l d r u ms and vexat i ous
wi nds wi l l not onl y be a voi de d b u t t her e wi l l be t he addi t i onal advant age of s al ubr i ous weat her .
11. 105. P a n a m a t o C e n t r a l A m e r i c a . T h e passage t o por t s al ong t he coast of Ce nt r a l Ame r i c a is sl ow a nd
20 t r oubl e s ome t o sai l i ng vessel s; advant age mus t be t aken of e ve r y shi f t of wi nd t o get t o t he NW. T h e cur r ent s
wi l l be wi t h t he shi p as f ar as Gol f o de Fons eca, b u t i f b o u n d f or Ac a pul c o or Mazat l an, t he passage ma y be be t t e r
ma de b y s t andi ng of f f r om t he coast , af t er r eachi ng Fons eca (12 54" N, 87 42' W) .
I f a " No r t h e r " is bl owi ng i n Gol f o de Te h u a n t e p e c , a nd sail can be car r i ed, i t is advi sabl e t o ease t he s heet s
of f a nd r u n wel l t o t he W, wi t hout seeki ng t o make nor t hi ng; i f obl i ged t o heave- t o, f r o m t wo t o f our days'
25 he a vy we a t he r ma y be expect ed, wi t h a hi gh s hor t sea, a cl ear sky over head, and a dense r e d haze near t he hor i zon.
I t is sai d t hat i f t he s ummi t s of Si er r a Chi ma l a pa ar e hi dde n about s uns et b y a s l at e- col our ed vapour , a No r t h e r
wi l l bl ow t he f ol l owi ng day; and i f s i mi l ar mi s t s ar e seen on t he ocean hor i zon at sunset , a S S W' l y wi nd wi l l bl ow
t he ne xt day.
30
40
45
50
55
60
11. 106. P a n a m a t o S a n F r a n c i s c o o r J u a n d e F u e a S t r a i t . F r o m J u n e t o J anuar y, ha vi ng l ef t t he Gu l f of
Pa na ma (11. 104), i n or de r t o gai n t he Sout h- e a s t Tr a d e Wi nds , st eer t o pass N of Archi pi 61ago de Col 6n ke e pi ng
on a bout t he par al l el of 2 N unt i l t he me r i di a n of 105 W is r eached, t he n al t er cour s e t o NW t o pass W of
Cl i ppe r t on I sl and, i n t he ne i ghbour hood of whi c h t he No r t h - e a s t Tr a d e wi l l be me t ; t he n s t and t o t he NW
t o cr oss t he par al l el of 20 N i n 120 W, and, i f b o u n d t o San Fr anci s co, s t and NW as f ar as 35 N, 135 W;
b u t i f f or J u a n de Fu c a St r ai t , keep on t o t he NW as f ar as 40 N, 138 W, t he n haul i n f or t he coast as t he
wi nd al l ows, r e me mb e r i n g al ways t o ma ke t he l and t o wi n d wa r d of t he des i r ed por t .
F r o m Fe b r u a r y t o Ma y, i ncl usi ve, cross t he e qua t or be t we e n Archi pi 61ago de Col 6n a nd t he mai nl and, a nd
r u n W unt i l pas t 105 W; t hen al t er cour s e t o NW t o pass W of Cl i ppe r t on I s l and and as f or J u n e t o J anuar y.
11. 107. P a n a m a t o A u s t r a l i a o r N e w Z e a l a n d . Cr oss t he equat or , a nd pass S of Ar chi pi 61ago de Col 6n i nt o
t he Sout h- e a s t Tr a d e s as i n 11. 104 a nd 11. 105. Wh e n i n t he Sout h- e a s t Tr a de , r un S W t o cr oss t he me r i di a n of
120 W i n 11 S t o 12 S a nd t he n W t o pass S of I l es Ma r qui s e s a nd N of Ar c hi pe l des Tu a mo t u , a nd j oi n t he
r out e f r om Sa n Fr a nc i s c o (11.96) i n 14 S or 15 S on t he me r i di a n of 160 W. ( See also char t 5308).
I f b o u n d t o Ne w Zeal and, l eave t he r out e t o Sydne y i n about 170 W a nd pr oc e e d di r ect , not i ng t hat i t is
advi sabl e, e xc e pt wh e n b o u n d t o Auckl and, t o pass down t he W coast , a nd r ound t he S of Ne w Zeal and, owi ng
t o t he pr e va l e nc e of W' l y wi nds .
I f condi t i ons ar e f avour abl e whe n of f Cook St r ai t , appr oach We l l i ngt on t h r o u g h it.
11. 108. P a s s a g e s f r o m P a n a m a t o t h e s o u t h w a r d ar e all sl ow a nd di ffi cul t f or a sai l i ng vessel , on a c c ount of
t he c ont r a r y coast al cur r ent , whi c h set s N t h r o u g h o u t t he year, and t he equal l y cont r ar y l i ght , b u t per s i s t ent l y
S' l y wi nds .
T h e gener al opi ni on appear s t o be t hat , i f b o u n d f or por t s al ong t he coast S as f ar as Cal l ao, i t is be t t e r t o be a t
down t he coast , b u t i f b o u n d t o por t s s uch as Mol l e ndo, I qui que , Ant of agast a, et c. , i t is be t t e r t o ma ke an offi ng
i nt o t he Tr a d e Wi nds , r each t he coast by t he west er l i es S of 30 S, a nd t he n r un N wi t h a f ai r wi nd a nd c ur r e nt
t o t he des i r ed des t i nat i on.
11. 109. P a n a m a t o G o l f o d e G u a y a q u i l . F r o m t he Gu l f of Panama, ma ke t he bes t wa y S unt i l be t we e n
5 N and t he equat or , a nd t r y, i f possi bl e, t o keep near t he me r i di a n of 80 W; t h e n ma ke a S W' l y cour s e i f
t he wi nds wi l l al l ow. I f t he wi nd is SW, s t and t o t he S, b u t i f S S W s t and t o t he W, i f a good wor ki ng br e e z e ;
i f t he wi nd be l i ght a nd baffl i ng, wi t h rai n, t he vessel is i n t he dol dr ums , a nd s houl d get t o t he S as soon as
possi bl e, t aki ng advant age of e ve r y sl ant of wi nd t o Gol f o de Gua ya qui l .
11. 110. P a n a m a t o Ca l l a o . Fol l ow t he di r ect i ons i n 11.109 as f ar as Gol f o de Gua ya qui l ; t he n wor k d o s e i ns hor e
a s f ar as I sl as Lo b o s de Af ue r a ( 6 57" S , 80 42" W) . Ap p r o a c h t hes e i sl ands wi t h care, see Ad mi r a l t y Sai l i ng
Di r ect i ons . T r y al ways t o be i n wi t h t he l and soon af t er t he s un has set, so t hat advant age ma y b e t aken of t he
PACI FI C OCEAN
227
land breeze, which however light, usually begins about this time; this will frequently enable a vessel to make
way nearly along shore throughout the night, and be in a good situation for the first of the sea breeze.
After having passed Islas Lobos de Afuera it would be advisable to work S until the latitude of Callao is ap-
proached; then stand in, and if it be not fetched, work S along shore, as above directed, remembering that the
wind hauls to the E on leaving the coast. Some navigators attempt to make this passage by standing off for several
days, hoping to fetch in well on the other tack, but this will generally be found a fruitless effort, owing to the
N' l y current.
11.111. Pa n a ma t o por t s b e t we e n Mo l l e n d o a nd Val par ai s o. Follow the directions in 11.104 for leaving 10
the Gul f of Panama according to season, and then, between June and January, stand to the W after crossing the
parallel of 2 N, and pass N of Archipi61ago de Col6n, taking care to keep S of 5 N. S and SSW winds will persist
as far as 85 W, but after passing that meridian the wind will haul round to the S, and vessels bound to the South
Pacific may be considered fairly in the Trade.
From February to May, it is better to cross the equator between Archipi61ago de Col6n and the coast before 15
proceeding to the W. Thi s may probably take a week, which outlay of time, however, is far preferable to encoun-
tering the vexatious weather met in that season N of Archipi61ago de Col6n. In this route it must be remembered
that S of 1 N the wind hauls to the E as the vessel leaves the coast, and in the longitude of 83 W it is frequently
found E of S.
The seasonal routes from Panama, given above, passing N and S of Archipi61ago de Col6n, meet one another 20
in about 20 S, 100 W; on reaching this position begin, if possible, to make southing and easting towards the
coast, crossing 30 S, in about 95 W; and thence, as the W' l y winds and N-going current begin to be felt, and
eventually the SW' l y and S' l y coast winds, gradually head for destination, always arranging to make the desired
port to the S, on account of the current.
11.112. Pa n a ma t o Cabo de Ho r no s . Proceed as directed in 11.111 to 20 S, 100 W, and then continue standing
to the S, crossing 30 S between 102 W and 103 W; from this position or on reaching the W' l ywi nds, gradually
curve round towards the SE, crossing the meridian of 90 W at about 50 S, being to the N from September to
November and to the S from June to August. Round Cabo de Hornos as directed in 9.66.01.
30
ROUTES F ROM S OUT H AMERI CAN PORTS
11.113. Cal l ao t o Pa n a ma , Ce nt r al Ame r i c a a nd Me x i c o . Stand N along the coast with a favourable current
and a S' l y wind. See notes on winds, weather, and currents in 11.98.
To ports on the coast of Central America, N of the Gul f of Panama, follow the general directions in 11.105.
11.114. Cal l ao t o San Fr a nc i s c o or Juan de Fuc a Strait. Stand out from the coast to pick up the South-east
Trade, and then steer NW to cross the equator between the meridians of 112 W and 115 W, and the parallels
of 5 N and 7 N in 115 W to 118 W, to join the route from Panama (11.106).
11.115. Cal l ao t o Aus t r al i a or Ne w Ze a l a nd. Steer W in the South-east Trade to join the route from Panama
(11.107) in about 12 S, 122 W.
11.116. Cal l ao t o Chi na, Phi l i ppi ne Isl ands, Japan, etc. Steer W in the South-east Trade to j oi n the
route from Valparaiso (11.123) in about 12 S, 122 W.
40
45
50
11.117. Cal l ao t o por t s as f ar s o u t h wa r d as 27 S. All of these ports lie within the area of the South-east Trade 55
Wind, and it is therefore recommended normally to work along shore, from Bahia de1 Callao as far as Isla San
GallOn, whence the coast trends more to the E, so that a long leg and a short one may be made (with the land j ust in
sight) to Rada de Arica (18 29" ,S, 70 21" W) or to any of the ports between it and Bahia Pisco.
When proceeding from Callao to Bahia Pisco it is recommended to stand off the land at night, and towards
it during the day until S of 13 S, when it is advisable to keep within 4 or 5 miles of the shore down to Bahia 60
Pisco. For currents, see Admiralty Sailing Directions.
As an alternative, a very dull sailer mi ght do better by running through the Trade and making southing in the
offing, so as to return to the N along the coast, than by attempting to work to windward against a Trade Wi nd
which never varies more than a few points.
Care is necessary when approaching Caldera in very light winds, as the current will tend to set the vessel on 65
the rocks N of Punta Francisco.
11.118. Cal l ao t o por t s s o ut h of 30 S. Bound to ports S of 30 S, there is no doubt that by standing offshore
a quicker passage will be made than by working along the coast. Therefore, on leaving Bahia del Callao, stand well 70
228
out to the SW through the South-east Trade and, from January to March, cross the meridians of 90 W in
18 S, and 95 W in 30 S. From this position, as soon as the W' l y winds begin to be felt steer E for destination;
making the desired port to the S on account of the current.
From April to December, a lesser offing from the coast will suffice, and on leaving Bahia del Callao, steer so as to
cross the meridians of 85 W in 18 S, and 90 W in about 30 S, and thence as above described, making to the
E to destination.
10
11.119. Cal l ao to Cabo d e Ho r n o s . Follow the directions in 11.118, according to season, but on reaching the
parallel of 30 S, continue on a S' ly course so as to cross the parallel of 50 S between 85 W and 90 W, being
to the E from September to November, and to the W from June to August. Then steer to round Cabo de Hornos
as directed in 11.101.
15
11.120. Va l p a r a i s o n o r t h w a r d t o p o r t s i n S o u t h A me r i c a . Steer N along the coast. Calms and variable winds
may be experienced in the vicinity of the parallel of 30 S, but S' ly winds, and a steady N-goi ng current will be
experienced throughout the remainder of the voyage.
20
25
30
40
11.121. Va l p a r a i s o t o P a n a ma , Ce n t r a l A m e r i c a , a n d Me x i c o . Stand to the NW, crossing the parallel of
30 S in about 77 W, and then standing N till on the parallel of Callao, from which position keep at a distance of
about 150 miles from the land until reaching the Gul f of Panama.
If bound to ports in Central America and Mexico N of Panama proceed as directed in 11.105.
11.122. Va l p a r a i s o t o S a n F r a n c i s c o , V a n c o u v e r o r P r i n c e Ru p e r t . The best route to pursue when making
this voyage is the same at all times of the year. Leaving Valparaiso stand to the NW, passing E of Isla San F61ix
(26 19' S, 79 54" W), and crossing the parallel of 17 S in 90 W. Wi t h the South-east Trade Wind, steer to
cross the equator in about 118 W. Continue NW into the North-east Trade Wi nd and cross the parallel of
20 N in 138 W, the parallel of 30 N in 142 W, and the parallel of 40 N in 140 W.
In May and June the North-east Trade Wi nd is often very weak to the N of 20 N, and frequently a belt of
calm exists between 20 N and 30 N.
For San Francisco, after losing the North-east Trade, make to the E as soon as the W' l y winds are met with,
which will be from about 33 N during the winter to 40 N in the summer up to the end of August; making
allowance for the SE-going current.
Similarly, make for either Juan de Fuca Strait or Prince Rupert on reaching the parallel of 40 N at all times
of the year; crossing the meridian of 130 W in 47 N before steering direct to destination. Prince Rupert may
be approached either by Hecate Strait, or W of Queen Charlotte Islands. Allowance must be made for a SE-going
current, setting across the track, and attention is called to the cautionary statements in 11.64.02.
11.123. Val par ai so to Phi l i ppi ne Isl ands, Chi na o r J a pa n. T h e passage may be made by using either the
North-east or the South-east Trades. These two routes are described hereunder respectively as the Nort herl y
Route and the Southerly Route.
45 The Nort herl y Route, for departures between August and February, passes through 12 S, 122 W, where
vessels from Callao should join it, and continues through the South-east Trades to cross the equator in about
138 W, and the parallel of 10 N in about 143 W; the North-east Trades will be found near this parallel; thence
continue as from Nort h America, passing close S of the Hawaiian Islands, and joining the appropriate route
from San Francisco to destination. References are for Philippine Islands, 11.95; Hong Kong 11.93 or 11.95;
50 Shang-hai 11.94; Singapore 11.95; Nagasaki 11.94; Yokohama 11.92.
For the Southerly Route, which is recommended for departures between March to July, on leaving Valparaiso
steer NW into the South-east Trades. Having found these, pass S of Ties Marquises, S of Gilbert Islands, and
N of Caroline Islands, to a position in about 13 N, 130 E. At this point, join the "Second Eastern Passage"
(10.46) from the Eastern Archipelago to China and Japan in the North-east Monsoon (October to March), E
55 of the Philippines; and from April to September pass through San Bernardino Strait for Manila and the South
China Sea. Bound to Yokohama leave the route when S of Gilbert Islands, cross the equator in about 168 E,
and join the appropriate route from Sydney soon afterwards. See Chart 5308 and 11.07.
See also routes from San Francisco in 11.93, 11.94, and 11.95.
If there is a N' l y wind on leaving Valparaiso, stand W as long as it lasts and then NW into the South-east
60 Trade. In the latitude of Valparaiso, during June, July and August, N' l y winds occasionally extend far across
the Pacific.
11.124. Va l p a r a i s o t o Au s t r a l i a o r N e w Zeal and. Steer to the NW to join the route from Panama described
in 11.107, between the meridians of 120 W and 130 W, and between the parallels of 10 S and 12 S.
See note in 11.123 regarding leaving Valparaiso with a N' l y wind.
11. 125. Va l p a r a i s o s o u t h w a r d , a n d r o u n d Ca b o d e H o r n o s . T h e same rule prevai l s f or r oundi ng Cabo de
70 Hornos as that from Callao (11.119) or from any port on the W coast of South America, namely, first to make an
Not for navigation
PACI FI C OCEAN
229
of f i ng of b e t we e n 500 a n d 600 mi l e s t o t he SW, u n t i l t h e W' l y wi n d s ar e s t e a d y a n d c e r t a i n, a n d t h e s t r e n g t h
of t he NE - g o i n g c u r r e n t i s l ost .
F r o m Va l pa r a i s o or Ta l c a h u a n o t h e pos i t i on t o ma k e f or i s a b o u t 40 S, 84 W. T h e n c e s t a n d n e a r l y S, c r os s i ng
50 S i n a b o u t 85 W. F r o m t hi s pos i t i on, a l t e r c our s e gr a dua l l y t o t h e SE a n d E t o r o u n d Ca b o de Ho r n o s , as
di r e c t e d i n 11. 101, a n d o n wa r d i n 11. 133.
5
ROUTES FROM CABO DE HORNOS
10
For directions for rounding Cabo de Hornos westbound, see 9. 08. 02.
11. 126. Cabo de Ho r no s t o Val parai s o. Af t e r pa s s i ng t he me r i d i a n of 70 W i n a b o u t 57 S, as d e s c r i b e d i n
9. 08. 02, s t a n d NW a n d t h e n N, k e e p i n g at a di s t a nc e of a b o u t 150 mi l e s f r o m t he l a n d ; b e g i n t o cl ose t he l a n d a t
a b o u t 40 S. W' l y wi n d s a n d a f a vour a bl e c u r r e n t wi l l b e f o u n d f r o m a b o u t 48 S. Ma k e t h e l a ndf a l l S of
de s t i na t i on.
So me na vi ga t or s p r e f e r t o s t a n d f a r t h e r t o t he NW t o a b o u t 50 S, 80 W, be f or e t u r n i n g N a n d s t e e r i n g f or
de s t i na t i on.
15
20
11.127. Cabo de Ho r no s t o port s i n Sout h Ame r i c a no r t hwa r d of Val parai s o. Af t e r r o u n d i n g Ca b o de
Ho r n o s ( 9. 08. 02) , a n d b o u n d t o por t s o n t h e W coas t of S o u t h Ame r i c a , a n d wh e n W of t he me r i d i a n of Ca b o
Pi l a f ( or a b o u t 75 W) , t ake e ve r y o p p o r t u n i t y of ma k i n g we s t i n g u n t i l t h e me r i d i a n of 82 W or 84 W b e r e a c h e d ;
t h e n c e s t e e r di r ect , or as n e a r l y so as i s c o n s i s t e n t wi t h ma k i n g us e of t he s t e a dy wi n d s wh i c h pr e va i l i n t h e offi ng,
f or t h e i n t e n d e d por t , b e i n g car ef ul n o t t o get t o l e e wa r d of i t o n a p p r o a c h i n g t he l a nd.
25
11. 128. Cabo de Ho r no s t o Panama, Cent ral Ame r i c a , and Me xi c o. Pr o c e e d as d i r e c t e d i n 11. 127, u n t i l 30
r e a c h i n g t h e me r i d i a n of 82 W or 84 W, a n d t h e n s t e e r N t o d o s e t h e l a n d u n t i l i t i s a b o u t 60 mi l e s di s t a nc e
wh e n off, or j u s t N of Gol f o de Gu a y a q u i l . Af t e r c r os s i ng t h e e q u a t o r s t e e r f or I s l a Ga l e r a (8 30" N, 79 00' W),
at t he s a me t i me t a k i n g car e, es peci al l y i n t he d r y s eas on, t o s t a n d i n s h o r e wi t h t h e f i r st N' l y wi n d s . By so doi ng,
vessel s wi l l mo s t p r o b a b l y h a v e t he c u r r e n t i n t h e i r f a v o u r a l ong t h e coast , wh e r e a s b y k e e p i n g i n t he c e nt r e , or o n
t h e W s i de of t he gul f , a s t r o n g S' l y s et wi l l b e e xpe r i e nc e d. 35
Af t e r ma k i n g I s l a Ga l e r a a n d c l e a r i ng Ba nc o Sa n Jos6, n a v i g a t i o n t o wa r d s P a n a ma b e t we e n Ar chi pi 61ago de l as
Per l as a n d t he ma i n l a n d i s cl ear a n d easy, wi t h t h e a d v a n t a g e of b e i n g abl e t o a n c h o r d u r i n g a dve r s e c o n d i t i o n s
of wi n d a n d t i de. As a r ul e t h e pa s s a ge E of t he i s l a nds s h o u l d b e t a ke n, b u t wi t h a s t r o n g S' l y wi n d t h e n a v i g a t o r
i s t e mp t e d t o r u n u p t he gul f , i n wh i c h case he s h o u l d ke e p t o wa r d s t h e W s i de of Ar chi pi 61ago de l a Per l as ,
wh e r e a n c h o r a g e a n d l ess c u r r e n t wi l l b e f o u n d i f t h e wi n d s h o u l d fai l , a n e v e n t al ways t o b e e xpe c t e d i n t h e s e 40
r egi ons .
Bo u n d t o p o r t s i n Ce n t r a l Ame r i c a or Me xi c o, N of t he Gu l f of P a n a ma , p r o c e e d ge ne r a l l y as di r e c t e d i n 11. 105.
11. 129. Cabo de Ho r no s t o San Fr a nc i s c o and nor t hwar d. F o r S a n Fr a nc i s c o, h a v i n g r o u n d e d Ca b o de 45
Ho r n o s as d i r e c t e d i n 9. 08. 02, s t a n d t o t he NW so as t o cr os s t h e par al l el of 50 S b e t we e n 80 W a n d 85 W, a n d
t h e n due N t o 30 N. T h e n c e ke e p of f t o t he NW, r u n n i n g t h r o u g h t h e S o u t h - e a s t Tr a d e s t o cr os s t h e e q u a t o r
b e t we e n 112 W a n d 115 W, b e i n g t o t h e E, t h r o u g h o u t t h e whol e voya ge f r o m Ca b o de Ho r n o s , f r o m S e p t e mb e r
t o No v e mb e r ; a n d t o t h e W f r o m J u n e t o Au g u s t .
Af t e r c r os s i ng t h e e qua t or , s t e e r so as t o cr oss t he me r i d i a n of 120 W i n 13 N t o 15 N, wh e r e t he r o u t e di vi de s 50
i nt o t wo b r a n c h e s , a c c o r d i n g t o s eas on.
F r o m No v e mb e r t o F e b r u a r y , ma k e f or 30 N, 132 W, a n d f r o m t h a t pos i t i on, wh e n t h e W' l y wi n d s ar e me t ,
c ur ve gr a dua l l y r o u n d t o wa r d s Sa n Fr a nc i s c o, ma k i n g i t t o t h e N, a n d a l l owi ng f or t he c u r r e n t s e t t i n g S E
acr os s t h e t r ack.
F r o m Ma r c h t o Oc t o b e r , ma k e f or 30 N, 137 W, a n d t u r n t o wa r d s t he l a n d wh e n t he W' l y wi n d s ar e r e a c h e d 55
at a b o u t 35 o N; a ga i n a l l owi ng f or t he SE- g o i n g c u r r e n t acr os s t h e t r ack.
F o r Co l u mb i a Ri ver , J u a n de F u c a St r ai t , or Pr i n c e Ru p e r t , f ol l ow t he r out e s g i v e n a bove as f a r as 30 N; t h e n
c o n t i n u e t o t h e NW, c u r v i n g t o t h e E o n r e a c hi ng, or n e a r i n g t h e par al l el of 45 N, t o ma k e de s t i na t i on, a l l owi ng
f or t h e c u r r e n t as above.
11. 130. Cabo de Ho r no s t o Ho n o l u l u . Fol l ow t h e di r e c t i ons gi ve n i n 11. 129 as f ar as 30 S, or , i f ne c e s s a r y,
a l i t t l e f a r t h e r N t o e n t e r t he S o u t h - e a s t T r a d e Wi n d ; t h e n p r o c e e d as di r e c t l y as pos s i bl e, c r os s i ng t h e e q u a t o r
b e t we e n 120 W a n d 125 W.
11. 131. Cabo de Ho r no s t o Ph i l i p p i n e I s l ands , Chi na, Japan, Aus t ral i a or Ne w Zeal and. Fo l l o w t h e
di r e c t i ons gi ve n i n 11. 129 as f ar as 30 S, a n d t h e n r u n i n t h e S o u t h - e a s t T r a d e s t o a b o u t 12 S, 122 W, t o
j o i n t h e r o u t e f r o m Va l pa r a i s o ( 11. 123) f or t he Ph i l i p p i n e I s l a nds , Ch i n a , or J a p a n ; or t h e r o u t e f r o m P a n a ma
( 11. 107) f or Au s t r a l i a or Ne w Ze a l a n d .
60
10
11. 132. Ca bo de Ho r n o s t o Pac i f i c I s l a n d s . Fo l l o w t h e di r e c t i ons g i v e n i n 11. 129 as f a r as 30 S, 85 W,
a n d t h e n r u n WNW i n t h e S o u t h - e a s t T r a d e Wi n d , p a s s i n g S of Pi t c a i r n I s l a nd, t h e n c e d i r e c t t o Ta h i t i or
o t h e r d e s t i n a t i o n .
F o r i s l a nds i n t h e W p a r t of t h e No r t h Paci f i c Oc e a n, a f t e r c r os s i ng 30 S, r u n i n t h e S o u t h - e a s t T r a d e t o
a b o u t 12 S, 122 W, t o j o i n t h e mo s t N' l y r o u t e f r o m Va l pa r a i s o t o t h e Ph i l i p p i n e I s l a nds , Ch i n a , or J a p a n
( 11. 123) . Le a v e t hi s r o u t e i n a b o u t 175 E i f b o u n d t o Ma r s h a l l I s l a nds , or i n 160 E or 165 E i f b o u n d t o
Ca r o l i n e I s l a n d s or f a r t h e r W; a n d p r o c e e d d i r e c t t o de s t i na t i on. T h e r o u t e t o Ho n o l u l u i s g i v e n i n 11. 130.
F o r i s l a nds i n t h e W p a r t of t h e S o u t h Paci f i c Oc e a n, p r o c e e d e i t h e r vi a Ta h i t i as above, a n d t h e n c e , a f t e r
r e a c h i n g t h e par al l el of de s t i na t i on, di r e c t ; or a l t e r na t i ve l y b y t he r out e gi ve n i n 11. 107 as f ar as a b o u t 160 W,
a n d t h e n t o de s t i na t i on.
General Index
See Articles 1.12, 1.13.
References in italics are f or Sailing routes, Chapters 9, 10, 11
Adel ai de
(34047 " S, 13823 " E) :
Rout es to :
Bri sbane
Br i t i sh Col umbi a
Cabo de Hor nos
Cape Leeuwi n
Cape To wn
Chi l ean por t s
Dur ba n
Fr emant l e
Hoba r t
Hong Kong
Mel bour ne
Por t Dar wi n
Por t Hedl and
San Fr anci sco
Si ngapor e
Sydney
Tor r es St r ai t
Aden (1245' N, 4458' E):
Rout es to :
Bay of Bengal 10.61
Bombay 6.76, 10.60
Br i sbane 8.25
Cape Leeuwi n 6.166, 10.64
Cape Town 6.59, 10.66
Col ombo 6.78, 10.62
Dondr a Head 6.78, 10.62
Dur ba n 6.59
Fr emant l e 6.166, 10.64
Kar achi 6.64
Mal acca St r ai t 10.62
Maur i t i us 6.94, 10.65
Mogambi que Channel 6.59
Momba s a 6.59, 10.67
New Zeal and 8.24, 10.64
Pacific Ocean 8.24
Por t Dar wi n 6.164
Seychel l es Gr oup 6.108
Si ngapor e 8.20
Sout her n Aust r al i a 10.64
St r ai t of Hor muz 6.64
Suez 6.52
Sunda St r ai t 6.153
Tor r es St r ai t 6.154
Adr i at i c Sea:
Cur r ent s 5.16
Rout es 5. 26-5. 35
Wi nds and weat her 5. 05-5. 07
Aegean Sea:
Cur r ent s 5.16
Rout es 5. 26-5. 35
Wi nds and weat her 5. 05-5. 07
Afri ca, NW coast :
Rout es to :
Car i bbean Sea 8.11
Gul f of Mexi co 8.11
Sout h Amer i ca, E coast 8.12
7. 51-7. 54, 7.163
11.03.05
11.03.01
6. 125-6. 137, 7.163
6.162
11.03.04
6.162
6. 125-6. 137, 7.163
6. 125-6. 137, 7. 51-7. 54
7.163
6. 125-6. 137, 7. 51-7. 54,
7.163
6. 125-6. 137
6. 125-6. 137
11.03.05
7.163
7. 51-7. 54, 7.163,
11.03.07
6. 125-6. 137
Afri ca, W coast :
Rout es and di st ances
Agul has Cur r ent
Al as St r ai t (840"S, 11640"E)
Rout es t o:
Cape of Good Hope
Chi na Sea
Al aska Cur r ent
Al eut i an Cur r ent
Al gi ers (3648"N, 306"E):
Rout es to :
Barcel ona
Bei r ut
Dar danel l es
Genova
Gi br al t ar
Mal t a
Mar sei l l e
Napol i
Pi rai dvs
Por t Sai d
Tar ~bul us
Tr i est e
Al or St r ai t (815"S, 12355' E)
Ambon (341"S, 12810"E) :
Rout es to :
Hong Kong
Madr as
Si ngapor e
Ant i cycl ones
Ant i l l es Cur r ent
Apl a (1344' S, 17145"W) :
Rout es t o:
Auckl and
Br i sbane
Callas
Cent r al Rout e
Guam
Hong Kong
Honol ul u
I qui que
Juan de Fuca St r ai t
Mani l a
Panama
Papeet e
Pr i nce Ruper t
Sai l i ng east bound
San Di ego
San Fr anci sco
Shang- hai
Suva
Sydney
Tongat apu
Tor r es St r ai t
Val parai so
Wel l i ngt on
Yap
Yokohama
Ar abi an Sea:
Swel l
Arquip61ago dos A~Sres:
Rout es to and f r om
3.41, 3.42
3.11, 6.36
8.26, 10,31, 10.47.02
10.125
10.32.05
7.33
7.32
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
8.26
7.137
8.22
7.127
1.40
2.15
7.91
7.79
7.247
7.264
7.181
7.177
7.203
7.247
7.282
7.177
7.264, 7.285
7.100
7.282
11.26
7.282
7.282
7.181
7.97
7.70
7.98
7.85
7.247
7.91
7.177
7.179
6.21
2.121
232 GE N E R A L I N DE X
Arquip61ago de Cabo Verde:
Routes to and from
To English Channel
South America
Ascension (757"S, 1422"W) :
Routes to :
Africa 9.35
Cape of Good Hope 9.34
English Channel 9.31
Saint Helena 9.33
South America 9.32
Atlantic routes:
Traffic density 2.61
Atmospheric pressure 1.21
Auckland (3646"S, 17449' E) :
2.126, 2.127
9.25
9. 07. 02-9. 07. 07
Routes to:
Apia 7.91
Brisbane 7.74
Cabo de Hornos 7.240
Callao 7.240
Dut ch Harbour 7.162
Estrecho de Magallanes 7.240
Guam 7.162
Hakodate 7.162
Hobart 7.59
Hong Kong 7.161, 7.162
Honolulu 7.202
Iquique 7.240
Juan de Fuca Strait 7.282
Manila 7.161, 7.162
Melbourne 7.62
Noum~a 7.92
Ocean Island 7.90
Panama 7.244
Papeete 7.93
Petropavlovsk 7.162
Prince Rupert 7.282
San Diego 7.282
San Francisco 7.282
Shangohai 7.161, 7.162
Suva 7.92
Sydney 7.65
Tongat apu 7.89
Torres Strait 7.82
Valparaiso 7.240
Wellington 7.88
Yap 7.162
Yokohama 7.162
Australia:
Approach from South
Indi an Ocean 6.121
Approach from Sunda
Strait 6.120
Coastwise passages 6.125-6.137, 7.51-7.54
Passages to South Africa 6.157
Routes to:
China 7.160
Japan 7.160
Singapore 10.32.06
Australia, E coast:
Routes to Indi an Ocean 8.25
Australia, N coast:
Routes to Bay of Bengal 6.140
Australia, SE coast:
Routes to:
Aden 10.149
Bay of Belgal 10.151
Colombo 10.150
Singapore 10.152
Azores Current 2.16
Baffin Land Current 2.16
Bahia Blanca
(3904' S, 6149' W) :
Routes to :
Cabo de Hornos 3.34
Comodoro Rivadavia 3.34
Porto do Salvador 3.39
Recife 3.39
Rio de Janeiro 3.34
Rio de la Plata 3.34
Stanley 3.37
Balabac Strait
(743' N, 11700' E) 10.31
Bali Strait (810"S, 11425"E) 8.26, 10.31, 10.47.02
Routes to :
China Sea 10.32.05
Balik Papan
(120"S, 11657"E) :
Routes to:
Hong Kong 7.136
Madras 8.22
Manila 7.142
Singapore 7.130
Sydney 7.165
Balintang Channel
( 194YN, 12210"E) 10.31
Route to Panama 7.271
Baltic ports :
Sailing routes from 9.01
Bangka Strait
(145"N, 12505' E) 8.26
Bangkok
(I324"N, 10036' E) :
Routes to :
D jakarta 7.133
Hong Kong 7.133, 11.39
Manila 7.133
Ports N of Hong Kong 11.39
Singapore 7.112, 11.40
Barbados (13lO' N, 5920' W) :
Routes to :
Bishop Rock 2.86
Bordeaux 2.86
Cabot Strait 2.103
Chesapeake Bay 2.103
Delaware Bay 2.103
Halifax 2.103
Horta 2.121
Lisbon 2.86
New York 2.103
Ponta Delgada 2.121
South America 9.54
Strait of Gibraltar 2.86
Vigo 2.86
Barcelona (4122' N, 213' E):
Routes to :
Algiers 5.26-5.35
Beirut 5.26-5.35
Dardanelles 5.26-5.35
Genova 5.26-5.35
Gibraltar 5.26-5.35
Malta 5.26-5.35
Marseille 5.26-5.35
Napoli 5.26-5.35
Pirai~vs 5.26-5.35
Port Said 5.26-5.35
GENERAL I NDEX
Barcelona--continued
Tarabul us 5.26-5.35
Trieste 5.26-5.35
Bashi Channel
(2120"N, 12100"E) 10.31
Basilan Strait
(654"N, 12204" E) 8.26, 10.31
Route to Panama 7.269
Bass Strait
(4000"S, 14600"E) 10.01.03, 10.160
Routes to:
Adelaide 10.162
Spencer Gul f 10.163
Bathurst (1330"N, 1655"W):
Route to Porto Grande 2.127
Batumi (4140"N, 4139"E) :
Routes to :
Constan~a 5.36
Istanbul 5.36
Novorossiysk 5.36
Odessa 5.36
Sevastopol 5.36
Sulina 5.36
Zhdanov 5.36
Bay of Bengal 10.90
Routes i n 6.71
Routes to :
Aden 10.94
Australia, N coast 6.140
Australia, S and SE
coasts 10.96
Bombay 10.93
Cape Leeuwin 10.96
Fremantle 10.96
New Zealand 10.96
Swell 6.21
Bay of Biscay 2.33, 9.13
Beaufort wind scale 1.63
Beirut (3355"N, 3531"E) :
Routes to :
Algiers 5.26-5.35
Barcelona 5.26-5.35
Genova 5.26-5.35
Gibraltar 5.26-5.35
Malta 5.26-5.35
Marseille 5.26-5.35
Napoli 5.26-5.35
Pirai~vs 5.26-5.35
Port Said 5.26-5.35
Tarabul us 5.26-5.35
Trieste 5.26-5.35
Bel~m (032'S, 4722"W):
Routes to :
Bishop Rock 2.111
Bordeaux 2.111
Cabo de S~o Roque 2.107
Cabot Strait 2.104
Casablanca 2.111
Dakar 2.111
Delaware Bay 2.104
Freetown 2.111
Halifax 2.104
Horta 2.121
Las Palmas 2.111
Lisbon 2.111
New York 2.104
Ponta Delgada 2.111, 2.121
Bel6m--continued
Porto Grande 2.111, 2.126
Saint Vincent, W. I. 2.105
Vigo 2.111
Belize (1730"N, 8801"W) :
Routes to:
Nort h America 9.48
Benguela Current 1.72, 1.77, 3.11
Bergen (Kors Fjorden,
60 08'N, 501'E):
Routes to :
Boston 2.61-2.67
Cabot Strait 2.61-2.67
Chesapeake Bay 2.61-2.67
Delaware Bay 2.61-2.67
Halifax 2.61-2.67
Kap Farvel (75'S of) 2.49
New York 2.61-2.67
Strait of Belle Isle 2.54
Berhala Strait
(IO0'S, 10420"E) 8.26, 10.31
Route to Duri an Strait 10.38.03
Bering Sea:
Currents 7.33
Bermuda (3223"N, 6436"W) :
Routes to :
Bishop Rock 2.86
Bordeaux 2.86
Habana 4.22
Horta 2.121
Kingston 4.24
Lisbon 2.86
Ponta Delgada 2.121
Porto Grande 2.126
Vigo 2.86
Best track 1.11
Bight of Biafra:
Routes to :
Freetown 9.27
South America 9.29
Bishop Rock
(4947"N, 627'W):
Routes to :
Barbados 2.86
Bel~m 2.111
Bermuda 2.86
Boston 2.61-2.67
Halifax 2.61-2.67
Horta 2.121
Kap Farvel 2.50
Mona Passage 2.86
New York 2.61-2.67
North-East Providence
Channel 2.81, 2.83
Ponta Delgada 2.121
Porto Grande 2.126
Reeife (landfall) 2.117
Saint John' s 2.57
Sombrero Passage 2.86
Turks Island Passage 2.86
233
234 GENERAL I NDEX
Black Sea:
Currents 5.17
Distances 5.36
Ice 5.21
Swell 5.11
Wi nds and Weather 5.08
Bluff Harbour
(4638"S, I6821"E):
Routes to :
Brisbane 7.72
Hobart 7.57
Mel bourne 7.60
Sydney 7.63
Boling Strait
(825"8, 12330'E) 8.26
Bombay (1851"N, 7250'E):
Routes to :
Aden 6.77, 10.72
Bay of Bengal 10.77
Brisbane 8.25
Cape Leeuwin 6.156
Cape Town 6.66, 10.74
Colombo 6.81, 6.156, 10.75
Dondra Head 6.81
Dur ban 6.66
Fremantle 6.156
Karachi 6.81, 6.156, 10.71
Mombasa 6.73
Port Darwin 6.155
Port Headland 6.156
Port Louis 6.97
Seychelles Group 6.109
Strait of Hormuz 6.156
Tort es Strait 6.155
Bonny (413"N, 701'E) :
Routes to :
Cape Town 3.41, 3.42
Casablanca 2.96, 3.41
Colon 8.14
Dakar 2.96, 3.41
Douala 3.41, 3.42
Freetown 2.96, 3.41
Gamba Oil Termi nal 3.41, 3.42
Halifax 8.13
Tle d' Ouessant 2.96, 3.41
Lagos 3.41, 3.42
Las Palmas 2.96, 3.41
Lobito 3.41, 3.42
New York 8.13
Pointe Noire 3.41, 3.42
Porto Grande 2.127
Recife 3.46
Rio de Janeiro 3.46
Strait of Gibraltar 2.96, 3.41
Takoradi 3.41, 3.42
Bordeaux (4540'N, 129'W) :
Routes to :
Barbados 2.86
Bel6m 2.111
Bermuda 2.86
Boston 2.61-2.67
Halifax 2.61-2.67
Horta 2.121
Kap Farvel 2.50
Bordeaux--continued
Mona Passage 2.86
New York 2.61-2.67
Channel 2.86
Ponta Delgada 2.121
Saint John!s 2.57
Boston (4220"N 7046'W) :
Routes to :
Bergen 2.61-2.67
Bishop Rock 2.61-2.67
Bordeaux 2.61-2.67
Cape Wrath 2.61-2.67
I nishtrahull 2.61-2.67
Lisbon 2.70
Nordkapp 2.61-2.67
Trondhei m 2.61-2.67
Vigo 2.70
Brazil Current 3.11
Brazil Inshore Counter-
current 1.73, 3.31
Brisbane (2645"S, 15313'E):
Routes to :
Adelaide 7.51-7.54, 7.163
Aden 8.25
Apia 7.79
Auckland 7.74
Bluff Harbour 7.72
Bombay 8.25
Callao 7.240
Cape Town 8.25
Central Route 7.262
Colombo 8.25
Durban 8.25
Fremantle 7.163
Guam 7.162
Hakodate 7.162
Hobart 7.51-7.54
Hong Kong 7.161, 7.162, 7.163
Honol ul u 7.200
Iqui que 7.240
Karachi 8.25
Madras 8.25
Manila 7.161, 7.162
Melbourne 7.51-7.54, 7.163
Mombasa 8.25
Noum6a 7.76
Ocean Island 7.80
Panama 7.262, 7.274
Papeete 7.75
Petropavlovsk 7.162
Rangoon 8.25
Sandheads 8.25
Shang-hai 7.161, 7.162
Singapore 7.163
Suva 7.78
Sydney 7.51-7.54, 7.163
Tongat apu 7.77
Tort es Strait 7.51-7.54
Valparaiso 7.240
Wellington 7.73
Yap 7.162
Bri sbane--cont i nued
Yokohama 7.162
But on Passage
(520"S, 13315' E) 8.26, 10.31
But on St r ai t
(456"S, I2247' E) 8.26
Cabo de Hor nos
(5604"S, 67I5"W) :
De e p- dr a ught shi ps 8.45
Roundi ng E- bound 9.66.01
Roundi ng W- b o u n d 9.08.02
Rout es to :
Auckl and 7.246
Aus t r al i a 9.70, 11.131
Bahi a Bl anca 3.34, 9.68
Cape Agul has 3.58
Cape To wn 3.58, 9.69
Cent r al Amer i ca 11.128
Chi na 11.131
Comodor o Ri vadavi a 3.34
Engl i sh Channel 9.66
Honol ul u 7.219, 11.130
I ndi an Ocean 9.70
J apan 11.131
Mexi co 11.128
New Zeal and 11.131
Nor t h Amer i ca 9.67, 11.129
Pacific I sl ands 11.132
Panama 11.128
Papeet e 7.236
Phi l i ppi ne I sl ands 11.131
Por t o do Sal vador 3.39, 9.68
Reci fe 3.39, 9.68
Ri o de Janei r o 3.39, 9.68
Ri o de l a Pl at a 3.34
Sout h Amer i ca, W coast 11.127
St anl ey 3.35, 3.38
Sydney 7.246
Val parai so 11.126
Wel l i ngt on 7.246
Cabo de S~o Roque
(440"S, 3435"W):
Rout es t o:
Bel~m 2.107
Cabot St r ai t 2.105
Del awar e Bay 2.105
Hal i f ax 2.105
Ne w Yor k 2.105
Sai nt Vi ncent , W. I . 2.107
Tobago 2.107
Tr i ni da d 2.107
Cabot St r ai t
(4722"N, 5940' W) :
Avai l abi l i t y 2.65
I ce r epor t s 2.28
Rout es t o:
Bar bados 2.103
Bel~m 2.104
Ber gen 2. 61-2. 67
Bi shop Rock 2. 61-2. 67
Bor deaux 2. 61-2. 67
Cape Town 8.07
Cape Wr a t h 2. 61-2. 67
Cr ooked I sl and Passage 2.101
Fas t net 2. 61-2. 67
Hor t a 2.121
GE N E R A L I N DE X
Cabot St rai t --cont i nued
I ni sht r ahul l 2. 61-2. 67
Li s bon 2.68
Mona Passage 2.101
Nor dka pp 2. 61-2. 67
Nor t h- Ea s t Pr ovi dence
Channel 2.101
Pont a Del gada 2.121
Por t o Gr ande 2.126
Sombr er o Passage 2.101
St r ai t of Gi br al t ar 2.68
Tr ondhe i m 2. 61-2. 67
Tur ks I sl and Passage 2.101
Vi go 2.68
Caicos Passage
(2210"N, 7220' W) 4.21, 4.29
Cal cut t a, see Sandheads
Cal i cut (1115"N, 7546"E) :
Rout e to :
Aden 10.72
Cal i f or ni a:
Rout es to :
Nor t h Amer i can por t s 11.102
Pacific Ocean por t s 11.103
Cal i f or ni a Cur r ent 1.72, 7.32
Cal l ao (1203' S, 7712"W):
Rout es to :
Api a 7.247
Auckl and 7.246
Aust r al i a 11.115
Cabo de Hor nos 11.119
Chi na 11.116
Coast wi se, S- bound 11.117, 11.118
Est r echo de Magal l anes 7.196, 11.114
Honol ul u 7.219
I qui que 7.196, 11.114
Japan 11.116
Juan de Fuca St r ai t 7.196, 11.114
Mexi co 11.113
New Zeal and 11.115
Panama 7.195, 11.113
Papeet e 7.232
San Di ego 7.192
San Fr anci sco 7.192, 11.114
Suva 7.248
Sydney 7.246
Val parai so 7.196, 11.114
Canar y Cur r ent 1.72, 2.16
Cape Agul has
(3450"S, 20 OI' E) :
Rout es to :
Est r echo de Magal l anes 3.56
Por t o do Sal vador 3.46
Recife 3.46
Ri o do la Pl at a 3.46, 3.52
St anl ey 3.56
Cape Leeuwi n
(3422"S, 115008 " E) :
Rout es t o:
Adel ai de 6. 125-6. 137
Aden 6.167
Bombay 6.156
Col ombo 6.156
Fr emant l e 6. 125-6. 137, 6.156
Hoba r t 6. 125-6. 137
235
236 GENERAL I NDEX
Cape Leeuwin--continued
Hong Kong 7.164
Karachi 6.156
Madras 6.141
Manila 7.164
Melbourne 6.125-6.137
Mombasa 6.163
Paradip 6.141
Port Darwin 6.125-6.137
Port Hedland 6.125-6.137, 6.156
Port Louis 6.102
Rangoon 6.142
Sandheads 6.141
Shang-hai 7.164
Tort es Strait 6.125-6.137
Yokohama 7.164
Cape of Good Hope
(3421"S, 1828'E) :
Roundi ng 8.06
Routes to :
Africa, W coast 9.43
Australia 10.01
Ascension 9.40
Bay of Bengal 10.03
Bordeaux 9.40
Central America 9.41
China Sea 10.02
New Zealand 8.23, 10.01
North America 9.41
Pacific Ocean 8.23
Saint Helena 9.40
South America 9.42
West Indies 9.41
Cape Race
(4639'N, 5304'W) :
Ice 2.27
Cape Town
(3354"S, 1826"E) :
Routes to :
Adelaide 6.161
Aden 6.59, 10.07
Bombay 6.65, 10.05
Bonny 3.41, 3.42
Brisbane 8.25
Cabo de Hornos 3.56
Cabot Strait 8.07
Caribbean Sea 8.09
Colombo 6.67, 10.04
Colon 8.08
Dakar 2.96, 3.41
Douala 3.41, 3.42
Durban 6.56, 6.59
Freetown 2.96, 3.41
Fremantle 6.161
Galleons Passage 8.08
Gul f of Mexico 8.09
Halifax 8.07
Hobart 6.161
$1e d' Ouessant 2.96, 3.41
Kar~chi 6.61
Lagos 3.41, 3.42
Lobito 3.41, 3.42
Cape Town--continued
Madras 6.67
Melbourne 6.161
Mogambique Channel 6.56
Mombasa 6.59, 10.08
New York 8.07
Paradip 6.67
Pointe-Noire 3.41, 3.42
Port Darwin 6.158
Port Hedland 6.158
Port Louis 6.90, 10.06
Porto Grande 2.127
Rangoon 6.67
Recife 3.46
Rio de Janeiro 3.46, 3.50
Rio de la Plata 3.46, 3.52
Sandheads 6.67
Selat Benggala 6.67
Stanley 3.56
Sunda Strait 6.150
Takoradi 3.41, 3.42
Tortes Strait 6.158
Cape Wrat h
(5842'N, 5O0'W):
Routes to :
Boston 2.61-2.67
Halifax 2.61-2.67
Kap Farvel 2.50
New York 2.67
Saint John' s 2.57
Caribbean Sea:
Approaches 4.21
Currents 4.11
Directions 9.50
Navigation 4.15
Routes to :
Africa, NW coast 8.11
Cape Town 8.10
Europe 2.81-2.86, 8.11
North America, E coast 8.15
South America, E coast 8.17
Yucatan Channel 4.26
Swell 4.05
Wi nds and weather 4.01
Caroline Islands :
Passage through 8.46
Casablanca
(3338"N, 737' W):
Routes to :
Bel6m 2.111
Bonny 2.96, 3.41
Chesapeake Bay 2.76
Dakar 2.96
Delaware Bay 2.76
Douala 2.96, 3.41
Freetown 2.96
Horta 2.121
Lagos 2.96, 3.41
Las Palmas 2.96
Lobito 2.96,3.41
Casablanca--continued
Ne w Yor k 2.76
Channel 2.76
Poi nt e- Noi r e 2.96, 3.41
Sai nt Vi ncent , W. I . 2.76
Takor adi 2.96, 3.41
Tr i ni da d 2.76
Cebu (1021"N, 12401 " E) :
Rout es to :
Hong Kong 7.140
Mani l a 7.143
Si ngapor e 7.125
Cer am Sea 10.31
Char t s :
Cl i mat i c 1.14
Rout ei ng 1.02, 1.14
Chesapeake Bay
(3654"N, 7543"W):
Rout es t o:
Bar bados 2.103
Bel6m 2.104
Bergen 2. 61-2. 67
Bor deaux 2. 61-2. 67
Cabo de $5o Roque 2.105
Cape Wr a t h 2. 61-2. 67
Casabl anca 2.76
Cr ooked I s l and Passage 2.101
Dakar 2.76
Fas t net 2. 61-2. 67
Fr eet own 2.76
Li s bon 2.70
Mona Passage 2.101
Nor dka pp 2. 61-2. 67
Channel 2.101
Tr ondhe i m 2. 61-2. 67
Vi go 2.70
Chi na :
Rout es t o:
Aust r al i a 7.160
I ndi an Ocean 11.42
New Zeal and 7.160
Chi na Sea:
Rout es t hr ough 7.113
Rout es t o:
Java Sea 7.114
I ndi an Ocean 10.32.09
Sunda St r ai t 10.32.08
Cl i mat e 1. 31-1. 56
Coat zacoal cos
(1811"N, 9425"W):
Rout es t o:
Col on 4.29
Cochi n (958"N, 7614"E) :
Rout es to :
Ade n 10.72
Col d Wal l 2.17
Col ombi a:
Rout es to :
Engl i sh Channel 9.49.01
Colombia--continued
Gul f of Mexi co 9.49.03
Nor t h Amer i ca, E coast 9.49.02
Col ombo (658"N, 7950"E) :
Rout es to :
Ade n 6.79, 10.79
Bombay 6.81, 6.156, 10.78
Br i sbane 8.25
Cape Leeuwi n 6.156, 10.81
Cape Town 6.68, 10.80
Dur ba n 6.68
Fr emant l e 6.156, 10.81
Kar~chi 6.81, 6.156
Madr as 6.71
Mombas a 6.75
New Zeal and 10.81
Par adi p 6.71
Por t Hedl and 6.156
Por t Loui s 6.98
Rangoon 6.71
Sandheads 6.71
Sel at Benggal a 6.71
Si ngapor e 8.21
Sout her n Aust r al i a 10.81
St r ai t of Hor muz 6.80, 6.156
Col on (923"N, 7955"W) :
Rout es t o:
Bonny 8.14
Cape Town 8.10
Coat zacoal cas 4.29
Cor pus Chr i st i 4.29
Donal a 8.14
Engl i sh Channel 9.49.01
Gal vest on 4.29
Ga mba Oi l Te r mi na l 8.14
Gul f of Mexi co 4.25, 9.49.03
Lagos 8.14
Lobi t o 8.14
Mi ssi ssi ppi Ri ver 4.29
Nor t h Amer i ca, E coast 9.49.02
Poi nt e- Noi r e 8.14
Takor adi 8.14
Ta mpi c o 4.29
Tobago 4.28
Tr i ni da d 4.28
Col umbi a Ri ver
(4615"N, 12405"W) :
Rout es to :
Honol ul u 11.86
San Fr anci sco 11.88
Sout h Amer i ca 11.88
Sydney 11.87
Yokohama 11.86
Comodor o Ri vadavi a
(4551"S, 6726"W):
Rout es t o :
Bahi a Bl anca 3.34
Est recho de Magal l anes 3.34
Recife 3.39
Ri o de Janei r o 3.34
Ri o de la Pl at a 3.34
St anl ey 3.37
Consol 1.92.02
237
238
Constan~a
( 44 08' N, 2842"E) :
Routes to :
Batumi
Istanbul
Novorossiy,k
Odessa
Sevastopol
Sulina
Zhdanov
Coral waters, navigation in
Corpus Christi
(2748"N, 9657"W) :
Routes to :
Colon
Crooked Island Passage
( 24 05' N, 7415"W)
Routes to :
Cabot Strait
Chesapeake Bay
Delaware Bay
Halifax
New York
Currents
Adriatic Sea
Aegean Sea
Atlantic Ocean
Black Sea
Caribbean Sea
Direct effect of wi nd
Effect of wind over a coast-
line
General surface circulation
Gradi ent currents
Gul f of Mexico
I ndi an Ocean
Medi t erranean Sea
Named currents: see name.
Pacific Ocean
St rengt h of currents
Warm and cold currents
Cyclones
5.26, 5.36
5.26, 5.36
5.26, 5.36
5.26, 5.36
5.26, 5.36
5.26, 5.36
5.26, 5.36
1.103
4.29
4.21, 4.29
2.101
2.101
2.101
2.101
2.101
1.71
5.16
5.16
2.15-2.21, 3.11
5.17
4.11
1.75
1.77
1.74
1.76
4.11
6.31-6.37
5.16
7.32-7.38
1.73
1.72
1.38
Dakar ( 14 39' N, 1725"W) :
Routes to :
Bel~m 2.111
Bonny 2.97, 3.41
Casablanca 2.96
Chesapeake Bay 2.76
Delaware Bay 2.76
Douala 2.97, 3.41
Freetown 2.96
Horta 2.121
$1e d' Ouessant 2.96
Lagos 2.97, 3.41
Las Palmas 2.96
Lobito 2.97, 3.41
New York 2.76
Channel 2.76
Ponta Delgada 2.121
Porto Grande 2.127
Takoradi 2.97, 3.41
Tri ni dad 2.76
G E N E R A L I N D E X
Dampier Archipelago
(2010"S, 11640"E) :
Routes to :
Osaka
Yokahama
Dampier Strait
(040"S, 13045' E)
Dardanelles
(4001"N, 2611' E) :
Routes to:
Algiers
Barcelona
Beirut
Black Sea ports
Genova
Gibraltar
Malta
Marseille
Napoli
Pirai~vs
Port Said
Tar~bulus
Trieste
Davidson Current
Davis Strait
(60O0' N, 5500"W) :
Routes to :
Bergen
Bishop Rock
Bordeaux
Cape Wrath
Fastnet
Hudson Bay
Inishtrahull
Lindesnes
Lisbon
Nordkapp
Strait of Gibraltar
Trondhei m
Vigo
Delaware Bay
(3848"N, 7501"W) :
Routes to:
Barbados
Bel6m
Bergen
Bishop Rock
Bordeaux
Cabo de S~o Roque
Cape Wrat h
Casablanca
Crooked Island Passage
Dakar
Fastnet
Freetown
Horta
Inishtrahull
Lisbon
Mona Passage
Nordkapp
Channel
Ponta Delgada
Porto Grande
Sombrero Passage
Strait of Gibraltar
Trondhei m
Turks Island Passage
Vigo
8.44
8. 44
8.26, 10.31
5.26-5.35
5.26-5.35
5.26-5.35
5.36
5.26-5.35
5.26-5.35
5.26-5.35
5.26-5.35
5.26-5.35
5.26-5.35
5.26-5.35
5.26-5.35
5.26-5.35
7.32
2.49
2.50
2.50
2.50
2.50
2.46
2.50
2.49
2.51
2.48
2.51
2.49
2.50
2.103
2.104
2.61-2.67
2.61-2.67
2.61-2.67
2.105
2.61-2.67
2.76
2.101
2.76
2.61-2.67
2.76
2.121
2.61-2.67
2.70
2.101
2.61-2.67
2.101
2.121
2.126
2.101
2.70
2.61-2.67
2.101
2.70
De nma r k St r ai t
(6600"N, 30O0"W) :
I ce 2.27
Depr essi ons 1.37
Di r ect i ons 1.05
Di st ances 1.13
Dj ai l ol o Passage
(000 ', 12900' E) 8.26, 10.31
Dj akar t a (603"S, 10653"E) :
Rout es to :
Bangkok 7.133
Hong Kong 7.134
Lombok St r ai t 7.126
Madr as 8.22
Mani l a 7.141
Sa' igon 7.133
Si ngapor e 7.111
WSt ar St r ai t 7.126
Dol dr ums , see Equat or i al
Tr o u g h
Dondr a Head
(540"N, 8030"E) :
Rout es to :
Ade n 6.79
Bombay 6.81
Col ombo 6.71, 6.80
Kar ~chi 6.81
Madr as 6.71
Momba s a 6.75
Par adi p 6.71
Rangoon 6.71
Sandheads 6.71
Doual a (353"N, 933"E):
Rout es t o:
Bonny 3.41, 3.42
Casabl anca 2.96, 3.41
Col on 8.14
Dakar 2.96, 3.41
Fr eet own 2.96, 3.41
Ga mba Oi l Te r mi na l 3.41, 3.42
Hal i f ax 8.13
~le d' Oues s ant 2.96, 3.41
Lagos 3.41,3.42
Las Pal mas 2.96, 3.41
Lobi t o 3.41, 3.42
Ne w Yor k 8.13
Poi nt e- Noi r e 3.41, 3.42
St r ai t of Gi br al t ar 2.96, 3.41
Dur ba n (2951"S, 3104"E) :
Rout es to :
Adel ai de 6.161
Ade n 6.59, 10.10
Aust r al i a 10.09
Bombay 6.65
Br i sbane 8.25
Cape To wn 6.59, 10.11
Chi na Sea 10.09
Col ombo 6.67
Fr emant l e 6.161
Hoba r t 6.161
I ndi a 10.09
Kar ~chi 6.61
Madr as 6.67
Mel bour ne 6.161
Momba s a 6.59, 10.10
Ne w Zeal and 10.09
Durban--cont i nued
Par adi p
Por t Dar wi n
Por t Hedl and
Por t Loui s
Rangoon
Sandheads
Sel at Benggal a
Seychel l es Gr oup
Si ngapor e
St r ai t of Hor muz
Sunda St r ai t
Tor t e s St r ai t
Dur i an St r ai t
(O40'N, 10340"E)
Rout es to :
Si ngapor e St r ai t
Dut c h Ha r bour
(5354"N, 16631"W) :
Rout es to :
Auckl and
Br i sbane
Hakodat e
Honol ul u
Panama
Pr i nce Ruper t
San Di ego
San Fr anci sco
Sydney
Tor r es St r ai t
Wel l i ngt on
Yokohama
East Af r i can Coast Cur r ent
East Aust r al i an Coast Cur r ent
East Gr eenl and Cur r ent
East I cel and Cur r ent
East er n Ar chi pel ago :
Rout es S- bound t hr ough
Rout es t o Chi na
Ei ght Degr ee Channel
(730"N, 7245'E)
El ect r oni c ai ds
Engl i sh Channel :
Caut i on i n Wes t er n
Appr oaches
Rout es to :
Af r i ca
Arquip61ago de Cabo
Ver de
Ber muda
Cape of Good Hope
Car i bbean Sea
Fr e nc h por t s
Gul f of Mexi co
Li s bon
Nor t h Amer i ca
Sai nt Hel ena
Sout h Amer i ca
Sout hbound, general
di r ect i ons
St r ai t of Gi br al t ar
Wes t I ndi es
Equat or i al Count er - cur r ent :
At l ant i c Ocean
I ndi an Ocean
Pacific Ocean
6.67
6.159
6.159
6.91, 10.10
6.67
6.67
6.67
6.106
8.18, 10.09
6.60
6.151
6.159
8.26, 10.31
10.38.04
7.162
7.162
7.174
7.215
7.190
7.190
7.190
7.190
7.190, 11.90
7.162
7.162
7.162
7.174
1.73, 6.32
1.72, 1.73, 7.37
1.72, 2.16
2.16
10.48-10.51
11.38
10.63
1.91
2.19, 2.31
2.96, 8.05, 9.11
9.07.01
9.05
9.10
8.03
9.09.02
8.02, 9.06
9.09.03
9.04
9.12
8.04, 9.06, 9. 07
9.09.01
2.91, 9.09.04
9. 06
1.71, 1.73, 2.15
1.73, 6.32, 6.35, 6.36
1.73, 7.32
239
240
Equat or i al Tr o u g h 1.31
At l ant i c Ocean 2.01
I ndi an Ocean 6.11
Pacific Ocean 7.02, 7.15
Est r echo de Magal l anes :
De e p- dr a ught power vessels 8.45
Sai l i ng vessel s 9.08.01
Est r echo de Magal l anes,
E ent r ance
(5220"S, 6805"W):
Rout es t o:
Bahi a Bl anca 3.34
Bonny 3.53
Cape Agul has 3.55
Cape To wn 3.55
Lagos 3.53
Poi nt e Noi r e 3.54
Reci fe 3.39
St anl ey 3.36
Takor adi 3.53
Est r echo de Magal l anes,
W ent r ance
(5225"S, 7512"W):
Rout es t o:
Auckl and 7.246
Cal l ao 7.196
Honol ul u 7.219
I qui que 7.196
Juan de Fuca St r ai t 7.196
Panama 7.195
Papeet e 7.235
San Di ego 7.196
Sydney 7.246
Val par ai so 7.196
Fal kl and Cur r ent 1.72, 1.73, 3.11
Fa s t ne t (5117"N, 935"W) :
Rout es to :
Bost on 2. 61-2. 67
Cabot St r ai t 2. 61-2. 67
Chesapeake Bay 2. 61-2. 67
Del awar e Bay 2. 61-2. 67
Hal i f ax 2. 61-2. 67
Ka p Far vel 2.50
New Yor k 2. 61-2. 67
Sai nt J ohn' s 2.57
St r ai t of Belie I sl e 2.55
Fi gur e of t he Ear t h 1.11
Fi j i , see Suva
Fi r s t East er n Passage 10.47
Fi s hi ng vessels 1.102
Fl or es St r ai t
(820"S, 12300"E) 8.26
Fl or i da Cur r ent 1.73, 2.15, 4.11
Fl or i da St r ai t
(2700'N, 7949"W) 4.21, 4.29
Rout es t o:
Bi shop Rock 2.81, 2.82
Bor deaux 2.81, 2.84
Hor t a 2.121
Li s bon 2.81, 2.85
Vi go 2.81, 2.84
GENERAL I NDEX
Fog
Advect i on
For ecast i ng
Fr ont al
Nor t h At l ant i c Ocean
Radi at i on
Sea
Fr eet own (831"N, 1322'W) :
Rout es to :
Ascensi on
Bel6m
Bonny
Cape Town
Casabl anca
Chesapeake Bay
Dakar
Del awar e Bay
Doual a
Engl i sh Channel
Ga mba Oi l Te r mi na l
$1e d' Oues s ant
Lagos
Las Pal mas
Lobi t o
New Yor k
Channel
Poi nt e- Noi r e
Por t o Gr ande
Sai nt Vi ncent , W. I .
Takor adi
Tr i ni da d
Fr emant l e
(3158'S, 11540"E) :
Rout es to :
Adel ai de
Aden
Bombay
Br i sbane
Cape Leeuwi n
Cape Town
Col ombo
Dur ba n
Hoba r t
Hong Kong
Kar ~chi
Madr as
Mani l a
Maur i t i us
Mel bour ne
Momba s a
New Zeal and
Par adi p
Por t Dar wi n
Por t Hedl and
Por t Loui s
Rangoon
Sandheads
Seychel l es Gr oup
Shang- hai
Si ngapor e
Sout h- east er n Aust r al i a
Sydney
Yokohama
Gal l eons Passage
(I058"N, 6048"W)
1. 51-1. 56
1.52
1.56
1.53
2.07
1.55
1.52
9.26
2.111
2.96, 3.41
2.96, 3.41
2.96
2.76
2.96
2.76
2.96, 3.41
9.25
2.96, 3.41
2.96
2.96, 3.41
2.96
2.96, 3.41
2.76
2.76
2.96, 3.41
2.127
2.76
2.96, 3.41
2.76
6. 125-6. 137, 7.163
6.167, 10.142
6.156
7.163
6. 125-6. 137, 6.156
6.162, 10.141
6.156, 10.143
6.162
6.125, 6.137
7.164, 10.146
6.156
6.141
7.164
10.140
6. 125-6. 137, 7.163
6.163
10.147
6.141
6. 125-6. 137
6. 125-6. 157, 6.156
6.102
6.142
6.141, 10.144
6.111
7.164
7.163, 10.145
10.147
6.156
7.163
7.164
4.29
Gal ves t on
(2919'N, 9438"W) :
Rout es t o :
Col on 4.29
(252'S, 957"E):
Rout es to :
Bonny 3.41, 3.42
Col on 8.14
Dakar 2.97, 3.41
Doual a 3.41, 3.42
Fr eet own 2.97, 3.41
Hal i f ax 8.13
~le d' Oues s ant 2.97, 3.41
Lagos 3.41, 3.42
Lobi t o 3.41, 3.42
New Yor k 8.13
Poi nt e- Noi r e 3.41, 3.42
Genova (4423"N, 854"E):
Rout es to :
Al gi er s 5. 26-5. 35
Barcel ona 5. 26-5. 35
Bei r ut 5. 26-5. 35
Dar danel l es 5. 26-5. 35
Gi br al t ar 5. 26-5. 35,
Mal t a 5. 26-5. 35
Mar sei l l e 5. 26-5. 35
Napol i 5. 26-5. 35
Pirai~vs 5. 26-5. 35
Por t Sai d 5. 26-5. 35
Tar ~bul us 5. 26-5. 35
Tr i est e 5. 26-5. 35
Gi br al t ar (3609'N, 523' W):
Rout es E- bound (for W-
bound r out es see St r ai t of
Gi br al t ar ) :
Al gi er s
Barcel ona
Bei r ut
Dar danel l es
Genova
Gul f of Li ons
Mal t a
Mar sei l l e
Napol i
Pi rai 6vs
Por t Sai d
Sar di ni a
Si ci l y
Tar abul us
Tr i est e
Gol d Coast :
Rout es t o:
Cape of Good Hope
Engl i sh Channel
Fr eet own
Sout h Amer i ca
Gr a nd Banks:
Al t er - cour se posi t i ons
I ce
Gr eat circle sai l i ng
For mul ae
Gr eenl and Cur r ent s
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35,
9.19
5. 26-5. 35,
5. 26-5. 35
5. 26-5. 35,
5. 26-5. 35
5. 26-5. 35
9.20
9.20
5. 26-5. 35
5. 26-5. 35
9.30
9.28
9.27
9.27
2.66
2.66
1.15
1.16
2.16
9.19
9.21
9.20
GE NE R A L I NDE X
241
Habana (2310'N, 8222"W) :
Rout es to :
Ber muda 4.23
Hakodat e
(4144"N, 14040"E) :
Rout es t o:
Auckl and 7.162
Br i sbane 7.162
Dut c h Ha r bour 7.173
Hong Kong 7.169
Honol ul u 7,214
Gua m (1327"N, 14435"E):
Rout es t o:
Api a 7.181
Auckl and 7.162
Br i sbane 7.162
Cent r al r out e 7.266
Hong Kong 7.288
Honol ul u 7.207
Mani l a 7.287
Panama 7.266, 7.281
Papeet e 7.225
Pr i nce Ruper t 7.286
San Di ego 7.286
Shang- hai 7.181, 7.182
Si ngapor e 7.287
Suva 7.182
Sydney 7.162
Tor r es St r ai t 7.162, 7.175
Yokohama 7.178
Gui ana Cur r ent 1.73
Gui nea Cur r ent 1.73, 2.15
Gul f of Ade n:
Swel l 6.23
Wi nds and weat her 6.07, 6.08
Gul f of Gui nea:
Rout es to :
Canada 8.13
Uni t ed St at es 8.13
Gul f of Li ons :
Rout es t o:
Gi br al t ar 9.24
Gul f of Mexi co :
Cur r ent s 4.11
Ent r ance channel s 4.21
Navi gat i on 4.15
Rout es to :
Afri ca, NW coast 8.11
At l ant i c Ocean 9.47
Cape Town 8.10
Col on 4.25
Eur ope 2.81, 2.86, 8.11
Nor t h Amer i ca, E coast 8.15
Sout h Amer i ca, E coast 8.17
Swel l 4.05
Wi nds and weat her 4.01
Gul f of Oma n:
Gul f of Panama 11.104
Gul f of Sai nt Lawr ence :
I ce 2.27
Rout es to Eur ope 2. 61-2. 70
Gul f St r eam 1.71, 1.72, 1.73, 1.78,
2.15, 2.16, 2.17, 4.11
242
H ak oda t e--cont i nued
Panama 7.307
Pet r opavl ovsk 7.171
San Di ego 7.308
Sydney 7.162
Hal i f ax (4430"N, 6325"W) :
Rout es to :
Bar bados 2.103
B~lem 2.104
Ber gen 2. 61-2. 67
Bonny 8.13
Bor deaux 2. 16-2. 67
Cape To wn 8.07
Cape Wr a t h 2. 61-2. 67
Cr ooked I sl and Passage 2.101
Doual a 8.13
Fas t net 2. 61-2. 67
Ga mba Oi l Te r mi na l 8.13
Hor t a 2.121
Lagos 8.13
Li s bon 2.69
Lobi t o 8.13
Mona Passage 2.101
Nor dka pp 2. 61-2. 67
Channel 2.101
Pont a Del gado 2.121
Ta kor a di 8.13
Tr o n d h e i m 2. 61-2. 67
Tur ks I s l and Passage 2.101
Vi go 2.69
Ha r ma t t a n 2.02
Hawai i an I s l ands :
Sai l i ng passages 11.79
Hi nat uan Passage
(940"N, 12545"E) 8.26
Hoba r t (4300"S, 14722"E) :
Rout es t o :
Adel ai de
Auckl and
Bl uff Ha r bour
Br i sbane
Cabo de Hor nos
Cal l ao
Cape Leeuwi n
Cape To wn
Dur ba n
Est r echo de Magal l anes
Fr emant l e
I qui que
Me l bour ne
Panama
Por t Dar wi n
Por t He dl a nd
Sydney
Tor r es St r ai t
Val par ai so
Wel l i ngt on
Hol y Chi l d Cur r ent
GE N E R A L
6. 125-6. 137, 7.54
7.59
7.57
7. 51-7. 54
7.240
7.240
6. 125-6. 137
6.162
6.162
7.240
6. 125-6. 137
7.240
6. 125-6. 137, 7.54
7.242
6. 125-6. 137
6. 125-6. 137
7. 51-7. 54
6. 125-6. 137, 7. 51-7. 54
7.240
7.58
7.37
1 N DE X
Hong Hong
(2216"N, 11416"E):
Rout es t o:
Adel ai de 7.163
Ambon 7.137
Api a 7.177
Auckl and 7.161, 7.162
Bal i k Papan 7.136
Bangkok 7.133
Br i sbane 7.161, 7.162, 7.163
Cape Leeuwi n 7.164
Cebu 7.140
Chi na 11.50
D j akar t a 7.134
Fr emant l e 7.163, 7.164
Gu a m 7.288
Hakodat e 7.169
Honol ul u 7.211
I l oi l o 7.139
Makassar 7.136
Mani l a 7.138, 11.47
Mel bour ne 7.161, 7.163
Nagasaki 7.169, 11.49
Nor t h Amer i ca 11.51
Panama 7.300, 11.51
Papeet e 7.226
Por t Dar wi n 7.161, 11.45
Por t He dl a nd 7.164
Sai gon 7.133
Sandakan 7.135
San Di ego 7.301
Shang- hai 7.118
Si ngapor e 7.117
Sur abaya 7.134
Suva 7.177
Sydney 7.161, 7.162, 7.163,
11.46
Tar akan 7.136
Tor t es St r ai t 7.161, 7.162, 11.44
Vl adi vost ok 7.118
Wel l i ngt on 7.161, 7.162
Yap 7.288
Yokohama 7.169, 11.48
Honol ul u
(2116' N, 15753' W):
Rout es to :
Api a
Auckl and
Aust r al i a
Br i sbane
Cabo de Hor nos
Callao
Cent r al Rout e
Chi na
Dut c h Ha r bour
Gu a m
Hakodat e
Hong Kong
I qui que
Japan
Mani l a
New Zeal and
7.203
7.202
11.81
7.200
7.219, 11.85
7.219, 11.85
7.265
11.82
7.215
7.219, 11.85
7.207
7.214
7.211
7.219, 11.85
11.82
7.217
7.210
11.81
GE NE R A L
Honolulu--continued
Ocean I sl and 7.205
Panama 7.218, 7.265, 11.84
Papeet e 7.208, 11.80
San Di ego 11.84
Shang- hai 7.212
Si ngapor e 7.209
Suva 7.204, 11.81
Sydney 7.200
Tonga t a pu 7.206
Yap 7.207
Yokohama 7.213
Hor se Lat i t udes 1.33, 2.04, 3.03
Hor t a (3830"N, 2836"W) :
Rout es to :
Bar bados 2.121
Bel~m 2.121
Ber muda 2.121
Bi shop Rock 2.121
Bor deaux 2.121
Casabl anca 2.121
Dakar 2.121
Fl or i da St r ai t 2.121
Hal i f ax 2.121
Las Pal mas 2.121
Li s bon 2.121
Mona Passage 2.121
New Yor k 2.121
Channel 2.121
Por t o Gr a nde 2.121
Sai nt J ohn' s 2.56, 2.121
Vi go 2.121
Huds on Bay:
Rout es to :
Davi s St r ai t 2.46
Hu mb o l d t Cur r ent , See Per d
Cur r ent 7.37
Hur r i canes 1.38, 2.05, 7.10, 7.20
I ce:
Bl ack Sea 5.21
For mat i on and di s t r i but i on 1.81
I ndi an Ocean 6. 41-6. 43
Medi t er r anean Sea 5.21
Nor t h At l ant i c Ocean 2. 25-2. 27, 2.64
Pacific Ocean 7. 41-7. 45
Pat r ol , I nt er nat i onal 2.28
Radar : caut i on when usi ng 2.54
Repor t i ng and advi sor y
servi ces 2.28
Sout h At l ant i c Ocean 3. 16-3. 18
~le d' Oues s ant
(4828'N, 524"W):
Caut i on 2.32
Rout es t o :
Bonny 2.96, 3.41
I NDE X
Tle d'Ouessant--continued
Casabl anca
Dakar
Doual a
Fr eet own
Lagos
Las Pal mas
Li s bon
Lobi t o
Poi nt e- Noi r e
St r ai t of Gi br al t ar
Ta kor a di
Vi go
I l ha de Fe r na ndo de
Nor onha
(350'S, 3228'W):
Caut i on 2.37, 3.22
Il oi l o (1035'N, 12230'E) :
Rout es to :
Hong Kong 7.139
Mani l a 7.143
Si ngapor e 7.125
I ndi an Ocean:
Rout es to :
Aust r al i a E coast
Speed r educt i on and sea
condi t i ons
Wi nds and weat her
I ni sht r ahul l
(5531"N, 715"W):
Rout es t o:
Bost on 2. 51-2. 67
Hal i f ax 2. 61-2. 67
Ka p Far vel 2.50
New Yor k 2. 61-2. 67
St r ai t of Belle I sl e 2.55
I qui que (2012"S, 7010"W)
Rout es to :
Auckl and 7.246
Api a 7.247
Cal l ao 7.196
Honol ul u 7.219
Panama 7.195
Papeet e 7.233
San Di ego 7.192
Suva 7.248
Sydney 7.246
Val par ai so 7.196
I r i sh Sea:
Sai l i ng r out es f r om 9.03
I r mi nger Cur r ent 2.16
Isl as Canar i as:
Rout es to :
Bel6m 2.111
I s t anbul (4058"N, 2859"E):
Rout es t o :
Bat umi 5.35
Constan~a 5.35
Dar danel l es 5.35
Novor ossi ysk 5.35
Odessa 5.35
243
2.96
2.96
2.96, 3.41
2.96
2.96, 3.41
2.96, 3.41
2.96
2. 91-2. 92
2.96, 3.41
2.96, 3.41
2. 91-2. 92, 2.96
2.96, 3.41
2. 91-2. 92
8.25
6.26
6. 01-6. 05, 6. 10-6. 16
244
Istanbul--continued
Sevastopol 5.35
Sulina 5.35
Zhdanov 5.35
Jamaica:
Routes to :
Curacao 9.52
Halifax 9.51
New York 9.51
Japan:
Routes to :
Australia 7.160
Indi an Ocean 11.42
New Zealand 7.160
Java Sea:
Passage through 10.47.05
Routes to :
China Sea 7.114
Juan de Fuca Strait
(4828"N, 12450'W):
Routes to:
Apia 7.282
Auckland 7.282
Brisbane 7.283
Callao 7.196, 11.88
Estrecho de Magallanes 7.196, 11.88
Guam 7.286
Hakodate 7.317
Hong Kong 7.312
Honol ul u 7.217, 11.86
Iqui que 7.196, 11.88
Manila 7.312
Panama 7.191, 11.88
Papeete 7.230
San Diego 7.191, 11.88
San Francisco 7.191, 11.88
Shang-hai 7.312
Singapore 7.312
Suva 7.282
Sydney 7.283, 11.87
Tort es Strait 7.284
Valparaiso 7.196, 11.88
Wellington 7.282
Yap 7.286
Yokohama 7.314, 11.86
Kamchatka Current 7.32
Kap Farvel
(5945"N, 4352"W) :
Routeing positions 2.47
Routes to :
Bergen 2.49
Bishop Rock 2.50
Bordeaux 2.50
Cape Wrath 2.50
Fastnet 2.50
Inishtrahull 2.50
Lindesnes 2.49
Nordkapp 2.48
Trondhei m 2.49
Vigo 2.50
Karachi (2446"N, 6657"E):
Routes to :
Aden 6.64
Bombay 6.56, 10.70
GENERAL I NDEX
Kar~ chi--continued
Brisbane 8.25
Cape Leeuwin 6.156
Cape Town 6.63
Colombo 6.156
Durban 6.63
Fremantle 6.156
Mozambique Channel 6.63
Mombasa 6.62
Port Darwin 6.155
Port Hedland 6.156
Port Louis 6.95
Torres Strait 6.155
Karimata Strait
(300'S, 10900"E) 8.26, 10.31, 10.44
Kingston (1754'N, 7645"W) :
Routes to :
Bermuda 4.24
Kuro Shio 1.72, 1.73, 7.32
Labrador Current 1.72, 1.77, 2.16, 2.17
Lagos (623'N, 324"E):
Routes to :
Bonny 3.41, 3.42
Colon 8.14
Dakar 2.96, 3.41
Douala 3.41, 3.42
Freetown 2.96, 3.41
Halifax 8.13
~le d' Ouessant 2.96, 3.41
Lobito 3.41, 3.42
New York 8.13
Pointe Noire 3.41, 3.42
Porto Grande 2.127
Recife 3.46
Rio de Janeiro 3.46
Lamakera Strait
(830'S, 12312'E) 8.26
Las Palmas
(28OYN, 1516~W) :
Routes to:
Bel6m 2.111
Bonny 2.96, 3.41
Casablanca 2.96
Dakar 2.96
Douala 2.96, 3.41
Freetown 2.96
Horta 2.121
~le d' Ouessant 2.96
Lagos 2.96, 3.41
Lobito 2.96, 3.41
Ponta Delgada 2.121
Porto Grande 2.127
Recife 2.106, 2.117
R~o de Janeiro 2.106
Takoradi 2.96, 3.41
Li ndes nes
(5755"N, 658"E) :
Rout es to :
Ka p Far vel 2.49
Li s bon (3840'N, 924"W):
Rout es t o:
Bar bados 2.86
Bel 6m 2.111
Ber muda 2.86
Bost on 2.70
Chesapeake Bay 2.70
Davi s St r ai t 2.51
Del awar e Bay 2.70
Hal i f ax 2.69
Hor t a 2.121
$1e d' Oues s ant 2. 91-2. 92
Mona Passage 2.86
New Yor k 2.70
Channel 2.86
Reci fe 2.117
St r ai t of Gi br al t ar 2. 91-2. 92
Vi go 2. 91-2. 92
Lobi t o (1218'S, 1335"E) :
Rout es to :
Bonny 3.41, 3.42
Col on 8.14
Dakar 2.96, 3.41
Doual a 3.41, 3.42
Fr eet own 2.96, 3.41
Hal i f ax 8.13
$1e d' Oues s ant 2.96, 3.41
Lagos 3.41, 3.42
New Yor k 8.13
Poi nt e- Noi r e 3.41, 3.42
Lo mb o k St r ai t
(830'S, 11530'E)
Rout es to :
Chi na Sea 10.32.05
D j akar t a 7.126
Hong Kong 7.164
Mani l a 7.164
Shang- hai 7.164
Si ngapor e 7.126
Sf l nda St r ai t 7.126
Yokohama 7.164
Lor a n 1.92.03
Madagas car Cur r ent 6.36
Madr as (1306"N, 8019"E):
Rout es t o:
Ambon 8.22
Bal i k Papan 8.22
Br i sbane 8.25
Cape Leeuwi n 6.141
Cape To wn 6.69
GENERAL
8.26, 10.31, 10.47.02
I NDEX
Madras--continued
Col ombo 6.71
D j akar t a 8.22
Dur ba n 6.69
Fr emant l e 6.141
Makassar 8.22
Mer gui 10.92
Moul mei n 10.92
Par adi p 6.71
Rangoon 6.71, 10.92
Sandheads 6.71, 10.91
Sandakan 8.22
Si ngapor e 8.22
Sur abaya 8.22
Tar akan 8.22
Makassar
(508"S, 11922'E) :
Rout es t o:
Hong Kong 7.136
Madr as 8.22
Mani l a 7.142
Si ngapor e 7.128
Makassar St r ai t
(200'S, 11800"E) 8.26, 10.31
Mal abar Coast 10.76
Rout es to :
Aden 10.72
Mal acca St r ai t
(4O0'N, IO0O0"E) 6.83, 8.26, 10.83
Mal t a (3556"N, 1433"E):
Rout es to :
Al gi er s 5. 26-5. 35
Bei r ut 5. 26-5. 35
Genova 5. 26-5. 35
Gi br al t ar 5. 26-5. 35, 9.22
Mar sei l l e 5. 26-5. 35
Napol i 5. 26-5. 35
Pirai6vs 5. 26-5. 35
Por t Sai d 5. 26-5. 35
Tar ~bul us 5. 26-5. 35
Tr i est e 5. 26-5. 35
Mani l a (1434"N, 12055"E) :
Rout es to :
Auckl and 7.161, 7.162
Api a 7.177
Aust r al i a 11.63
Bal i k Papan 7.142
Bangkok 7.133
Br i sbane 7.161
Cape Leeuwi n 7.164
Cebu 7.143, 11.62
D j akar t a 7.141
Fr emant l e 7.164
Gua m 7.287
Hong Kong 7.138, 11.60
Honol ul u 7.210
Hs i a - Me n 11.60
I l oi l o 7.143, 11.61
Lo mb o k St r ai t 7.164
Makassar 7.142
Mel bour ne 7.161
Panama 7.297, 11.51
245
246
Manila--continued
Papeet e
Por t Dar wi n
Por t He dl a nd
Pr i nce Ruper t
Sa' igon
San Di ego
San Fr anci sco
Sandakan
Shang- hai
Si ngapor e
Sout h Amer i ca
Sunda St r ai t
Sur abaya
Suva
Sydney
Ta r a ka n
Tor r es St r ai t
Wel l i ngt on
Yokohama
Mani pa St r ai t
(315' S, 12720' E)
Mar i t i me Met eor ol ogy
Mar sei l l e (4318' N, 516' E):
Rout es to :
Al gi er s
Barcel ona
Bei r ut
Dar danel l es
Genova
Gi br al t ar
Mal t a
Napol i
Pi rai 6vs
Por t Sai d
Tar ~bul us
Tr i es t e
Maur i t i us , see Por t Loui s
Medi t er r anean Sea
Cur r ent s
Rout es
Swel l
Wi nds and weat her
Me l bour ne
(3820' S, 14433"E) :
Rout es to :
Adel ai de
Auckl and
Bl uff Ha r bour
Br i sbane
Cabo de Hor nos
Callao
Cape Leeuwi n
Cape To wn
Chi l e
Du r b a n
Fr emant l e
Ho b a r t
Hong Kong
I qui que
Mani l a
New Zeal and
P a n a ma
Por t Dar wi n
Por t He dl a nd
San Fr anci sco
Shang- hai
Si ngapor e
7.226
7.161
7.164
7.299
7.133, 11.59
7.298
7.298
7.143
7.167
7.124, 11.58
11.52
7.141
7.142
7.177
7.161, 7.162
7.142
7.161, 7.162
7.161, 7.162
7.168
8.26, 10.31
1. 21- 1. 24
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5. 26-5. 35
5.16
5. 26-5. 35
5.11
5. 01-5. 07
6. 125-6. 137, 7.54, 7.163
7.62
7.60
7. 51-7. 54, 7.163
I1.03.05
7.240
7.240
6. 125-6. 137
6.162
11.03.04
6.162
7.240
6. 125-6. 137, 7.163
6. 125-6. 137, 7.54
7.161, 7.163
7.240
7.161, 7.163
11.03.06
7.272
6. 125-6. 137
6. 125-6. 137
11.03.05
7.161, 7.163
7.163
Mel bourne--cont i nued
Sydney
7. 51-7. 54, 7.163,
11.03.07
Tor r es St r ai t 6. 125-6. 137, 7. 51- 7. 54
Val parai so 7.240
Wel l i ngt on 7.61
Mer gui (1226' N, 9836"E):
Rout es to :
Madr as 10.110
Sandheads 10.109
Mer i di onal par t s 1.17
Mi ndor o St r ai t
(II30"N, 12130' E) 8.26, 10.31
Mi ssi ssi ppi Ri ver
(2852' N, 8926"W) :
Rout es t o:
Col on 4.29
Mogambi que Channel 6.55
Rout es t hr ough 6.58
Rout es to :
Aden 6.59
Cape Town 6.57
Dur ba n 6.57
Por t Loui s 6.92
Mogambi que Cur r ent 1.72, 1.73, 6.36
Mol ukka Sea 10.31
Momba s a (405' S, 3943"E) :
Rout es to :
Ade n 6.59, 10.18
Aust r al i a 10.21
Bombay 6.72, 10.19
Br i sbane 8.25
Cape Leeuwi n 6.163
Cape Town 6.59, 10.22
Col ombo 7.74, 10.20
Dondr a Head 6.74
Dur ba n 6.59, 10.22
Fr emant l e 6.163
Kar ~chi 6.61
Por t Loui s 6.93, 10.21
Sandheads 10.20
Mona Passage
(1820' N, 6800' W) 4.21, 4.29
Rout es t o:
Bi shop Rock 2.86
Bor deaux 2.86
Hal i f ax 2.101
Hor t a 2.121
Li s bon 2.86
Ne w Yor k 2.101
Vi go 2.86
Monr ovi a (620' N, 1052"W) :
Rout es to :
Monsoons 1.36
Moul mei n
( 16 29"N, 9738"E) :
Rout es t o:
Cape of Good Hope 10. I08
Moulmein--continued
Madras 10.106
Malacca Strait 10.107
Sandheads 10.105
Singapore 10.107
Mur man Coast Current 2.16
Nagasaki (3243"N, 12943"E):
Routes to :
China 11.73
Hong Kong 7.168
Singapore 7.121
Napoli (4049"N, 1417"E) :
Routes to :
Algiers 5.26-5.35
Barcelona 5.26-5.35
Beirut 5.26-5.35
Genova 5.26-5.35
Gibraltar 5.26-5.35
Malta 5.26-5.35
Marseille 5.26-5.35
Pirai~vs 5.26-5.35
Port Said 5.26-5.35
Tar~bulus 5.26-5.35
Trieste 5.26-5.35
Navigation, Radio aids 1.91, 1.92
New Orleans (South- West Pass
2855'N, 8925"W) :
Routes to :
Colon 9.46
Mosquito Coast 9.46
Nort h America 9.45
New York
(4028"N, 7350"W):
Routes to:
Barbados 2.103
Bel6m 2.104
Bergen 2.61-2.67
Bishop Rock 2.61-2.67
Bonny 8.13
Bordeaux 2.61-2.67
Cape Town 8.07
Cape Wrat h 2.61-2.67
Casablanca 2.76
Crooked Island Passage 2.101
Dakar 2.76
Douala 8.13
Fastnet 2.61-2.67
Freetown 2.76
Gamba Oil Termi nal 8.13
Horta 2.121
Inishtrahull 2.61-2.67
Lagos 8.13
Lisbon 2.70
Lobito 8.13
Mona Passage 2.101
Nordkapp 2.61-2.67
Channel 2.101
Pointe-Noire 8.13
Ponta Dalgada 2.121
Porto Grande 2.126
Tokoradi 8.13
Trondhei m 2.61-2.67
GENERAL I NDEX
New York--continued
Vigo 2.70
New Zealand:
Routes to :
Australia
Cabo de Hornos
China
Japan
North America
Pacific Islands
South America
Newfoundland Banks:
Currents 2.17
Ice 2.26
Routeing in vicinity 2.66
Newfoundland coasts :
Caution 2.36
Nigeria:
Routes to :
Freetown 9.27
South America 9.29
Ni ne Degree Channel
(9O0'N, 7300"E) 10.63
Nordkapp (7121"N, 2540"E):
Routes to :
Boston 2.61-2.67
Halifax 2.61-2.67
Kap Farvel 2.48
New York 2.61-2.67
North America, E coast:
Routes to :
Cape of Good Hope
Caribbean Sea
English Channel
Gul f of Mexico
Rio Amazonas
South America
Nort h Atlantic Current
North Atlantic Ocean:
Currents 2.15-2.21
Ice 2.25-2.28
Swell 2.1 t-2.13
Wi nds and weather 2.01-2.08
North Cape Current 2.16
Nort h Equatorial Current:
Atlantic Ocean 2.15
Caribbean Sea 4.11
Pacific Ocean 7.32
North Pacific Current 7.32
North Sea:
Currents 2.18
Sailing routes from 9.02
Nort h Sub-tropical Current 2.15
North-east Monsoon:
North Indi an Ocean 6.04
North Pacific Ocean 7.05
Channel
(2550"N, 7700'W):
Routes to :
Bishop Rock 2.86
Bordeaux 2.86
Cabot Strait 2.101
Casablanca 2.76
11.11-11.13
11.14
7.160, 11.18
7.160, 11.18
11.16
11.17
11.15
9.44.02
8.15, 9.44.05
9.44.01
8.15, 9.44.05
8.17, 9.44.03
9.44.04
2.15, 2.16
247
248
North-East Providence Channel --cont i nued
Dakar 2.76
Delaware Bay 2.101
Freetown 2.76
Halifax 2.101
Horta 2.121
Lisbon 2.86
New York 2.101
Ponta Delgada 2.121
Porto Grande 2.126
North-east Trade Wi nd:
Nort h Atlantic Ocean 2.03
Nort h Pacific Ocean 7.04
North-west Monsoon:
Indi an Ocean 6.12
South Pacific Ocean 7.16
Nort hern Australia:
Routes to :
Colombo 10.133
Fremantle 10.131
Hong Kong 10.136
Sandheads 10.134
Singapore 10.135
Sydney 10. I30
Northers 2.03
Norway:
Ice 2.26
Routes from 9.01
Routes to:
Kap Farvel 2.48
Norwegian Atlantic Current 2.16
Norwegian Coastal Current 2.18
Noum~a (2231"S, i6626"E) :
Routes to :
Auckland 7.92
Brisbane 7.76
Sydney 7.67
Wellington 7.92
Novorossiysk
(4437' N, 3751"E) :
Routes to :
Batumi 5.36
Constan~a 5.36
Istanbul 5.36
Odessa 5.36
Sevastopol 5.36
Sulina 5.36
Zhdanov 5.36
Obi Strait ( I 15' S, 12800"E) 8.26
Ocean Island
(056"S, 16931"E) :
Routes to:
Auckland 7.90
Brisbane 7.80
Central Route 7.268
Honol ul u 7.205
Panama 7.268, 7.277
Suva 7.94
Sydney 7.71
Torres Strait 7.86
Wellington 7.90
Ocean weather ships 2.39
Odessa (4630' N, 3046"E):
Routes to :
Batumi 5.36
ConstanSa 5.36
Odessa--cont i nued
Istanbul 5.36
Novorossiysk 5.36
Sevastopol 5.36
Sulina 5.36
Zhdanov 5.36
Old Bahama Channel
(2200"N, 7700"W) 4.21, 4.29
Ombai Strait
(830' S, 12500' E)
Routes to :
Ceram Sea 10.46.02
China Sea 10.32.04
Omega 1.92.04
Os16 :
Ice 2.27
Oya Shio 1.72, 7.33
Pacific Islands (North):
General notes
Routes to :
Asia 11.75
North America 11.75
South America 11.75
South Pacific Islands 11.77
Sydney 11.77
Tortes Strait 11.78
Pacific Islands (South):
Routes to:
Cabo de Homos 11.21
New Zealand 11.20
Nort h America 11.23
Panama 11.22
South America 11.22
Southern Australia 11.19
Sydney 11.19
Pacific Ocean:
Central Route
Currents
Ice
Navigation
North Pacific Trans-ocean
Routes
Routes to China Sea
Soundings and dangers
Southern Route
Swell
Winds and weather
Panama (853"N, 7931"W) :
Routes to:
Apia
Auckland
Australia
Brisbane
Cabo de Hornos
Callao
Central America
Dut ch Harbour
Estrecho de Magallanes
Golfo de Guayaquil
Guam
Hong Kong
Honolulu
Iquique
Juan de Fuca Strait
Manila
Mollendo
8.26, 10.31, 10.46.02
11.74, 11.76, 11.79
7.260
7.32-7.38, 7.49,
11.01.02
7.41-7.45
11.01.03
7.295
10.46.05, 10.46.06
7.48, 11.01.01
7.240
7.25-7.29
7.01-7.20
7.285
7.245
11.107
7.274
11.112
7.195, 11. I10
11.105
7.190
7.195
11.109
7.280
7.310
7.218
7.195
7.191, 11.106
7.279
11.111
GE N E R A L
Panama--continued
New Zeal and 11.107
Ocean I s l and 7.277
Papeet e 7.231
San Di ego 7.191
Shang- hai 7.310
Si ngapor e 7.279
Sout h- bound sai l i ng
passages f r om 11.108
Suva 7.285
Sydney 7.273
Tor t e s St r ai t 7.276
Val parai so 7.195, 11.111
Yokohama 7.304
Pant ar St r ai t
(820"S, 12420"E) 8.26
Papeet e (1730' S, 14936"W) :
Rout es to :
Api a 7.100
Auckl and 7.93
Aus t r al i a 11.28
Br i sbane 7.75
Cal l ao 7.232
Gu a m 7.225
I-Iong Kong 7.226
Honol ul u 7.208, 11.27
I qui que 7.233
J uan de Fuca St r ai t 7.230
Mani l a 7.226
New Zeal and 11.28
Panama 7.231
San Di ego 7.230
Shang- hai 7.227
Suva 7.97
Sydney 7.66
Tongat apu 7.99
Val parai so 7.234
Wel l i ngt on 7.87, 7.93
Yokohama 7.228
Par adi p (2010"N, 8638' E) :
Rout es to :
Cape Leeuwi n 6.141
Cape Town 6.69
Col ombo 6.71
Dur ba n 6.69
Fr emant l e 6.141
Madr as 6.71
Rangoon 6.71
Sandheads 6.71
Penedos de S~o Pedr o e
Sao Paol o
(057"N, 2922' W) :
Caut i on 2.37, 3.22, 9.07.04
Per si an Gul f :
Rout es :
I nt er nal 6.54
Swel l 6.24
Per i l Coast al Cur r ent 7.37
Per i l Cur r ent 1.72, 7.37
I N DE X
Per i l Oceani c Cur r ent 7.37
Pet r opavl ovsk
(5228"N, 15835"E) :
Rout es to :
Auckl and 7.162
Br i sbane 7.162
Hakodat e 7.171
Sydney 7.162
Yokohama 7.171
Pirai~vs (3756"N, 2336"E):
Rout es to :
Al gi er s 5. 26-5. 35
Bei r ut 5. 26-5. 35
Genova 5. 26-5. 35
Gi br al t ar 5. 26-5. 35
Mal t a 5. 26-5. 35
Mar sei l l e 5. 26-5. 35
Napol i 5. 26-5. 35
Por t Sai d 5. 26-5. 35
Tar ~bul us 5. 26-5. 35
Tr i est e 5. 26-5. 35
Pl anni ng a passage 1. 01-1. 05,
Poi nt e- Noi r e
(446"S, 1149' E) :
Rout es to :
Bonny 3.41, 3.42
Cape To wn 3.41, 3.42
Col on 8.14
Dakar 2.96, 3.41
Doual a 3.41, 3.42
Fr eet own 2.96, 3.41
Hal i f ax 8.13
~le d' Oues s ant 2.96, 3.41
Lagos 3.41, 3.42
Lobi t o 3.41, 3.42
Ne w Yor k 8.13
Pol ar Regi ons 1.35, 2.08
East erl i es 7.09
Pol l ut i on 11.101
Pont a Del gada
(3742"N, 2540' W) :
Rout es to :
Bar bados 2.121
Bel~m 2.111, 2.121
Ber muda 2.121
Bi shop Rock 2.121
Bor deaux 2.121
Casabl anca 2.121
Dakar 2.121
Fl or i da St r ai t 2.121
Hal i f ax 2.121
Las Pal mas 2.121
Li s bon 2.121
Mona Passage 2.121
New Yor k 2.121
Channel 2.121
249
1. 11-1. 17
250
Ponta Delgada--continued
Saint John' s 2.121
Vigo 2.121
Port Darwin
(1225"S, 13046' E) :
Routes to:
Adelaide 6.125-6.137
Aden 6.165
Bombay 6.155
Cape Leeuwin 6.125-6.137
Cape Town 6.160
Colombo 6.155
Durban 6.160
Fremantle 6.125-6.137
Hobart 6.125-6.137
Hong Kong 7.161
Kar~chi 6.155
Madras 6.140
Manila 7.161
Melbourne 6.125-6.137
Mombasa 6.163
Port Hedland 6.125-6.137
Port Louis 6.101
Rangoon 6.140
Sandheads 6.140
Shang-hai 7.161
Torres Strait 6.125-6.137
Port Hedland
(2013' S, 11834' E) :
Routes to:
Adelaide 6.125-6.137
Bombay 6.156
Cape Leeuwin 6.125-6.133, 6.156
Cape Town 6.160
Colombo 6.156
Durban 6.160
Fremantle 6.125-6.137, 6.156
Hobart 6.125-6.137
Hong Kong 7.164
Kar~chi 6.156
Madras 6.140
Manila 7.164
Mel bourne 6.125-6.137
Mombasa 6.163
Paradip 6.140
Port Darwin
6.12 5-6.137
Rangoon 6.142
Sandheads 6.140
Shang-hai 7.164
Strait of I-Iormuz 6.156
Torres Strait 6.125-6.137
Yokohama 7.164
Port Louis
(2008' S, 5728' E):
Routes to :
Aden 6.94, 10.15
Australia 10.12
Bombay 6.97
Cape Leeuwin 6.102
Cape Town 6.90, 10.17
China Sea 10.1,3
Colombo 6.98
Durban 6.91, 10.17
Fremantle 6.102
Indi a 10.14
Port Loui s--cont i nued
Kar~chi 6.95
Mosambique Channel 6.92
Mombasa 6.93, 10.16
Ne~v Zealand 10.12
Port Darwin 6.101
Selat Benggala 6.99
Singapore 8.19
Sunda Strait 6.100
Tortes Strait
Port Said (3120"N, 3223' E):
Routes to :
Algiers 5.26-5.35
Barcelona 5.26-5.35
Beirut 5.26-5.35
Genova 5.26-5.35
Gibraltar 5.26-5.35
Malta 5.26-5.35
Marseille 5.26-5.35
Napoli 5.26-5.35
Pirai6vs 5.26-5.35
Tar~bulus 5.25-5.35
Trieste 5.26-5.35
Porto do Salvador
(I306' S, 3823"W) :
Routes to :
Bahia Blanca 3.39
Bonny 3.46
Cabo de Hornos 3.39
Cape Agulhas 3.46
Cape Town 3.46
Europe 9.58
Lagos 3.46
North America 9.58
Pointe-Noire 3.46
Retire 3.37, 3.39
Rio de Janeiro 3.39
Takoradi 3.46
Porto Grande
(1653' N, 2508"W) :
Routes to :
Bathurst 2.127
Bel6m 2.126
Bermuda 2.126
Bishop Rock 2.126
Cabot Strait 2.126
Casablanca 2.127
Dahar 2.127
Delaware Bay 2.126
Freetown 2.127
Gul f of Guinea 2.127
Halifax 2.126
Horta 2.121
Las Palmas 2.127
Monrovia 2.127
New York 2.126
Channel 2.126
Recife 2.117
Saint John' s 2.126
Tri ni dad 2.126
Portugal Current 2.16
Position fixing systems 1.92
Pr i nce Ruper t
(5419' N, 13053"W) :
Rout es to :
Api a 7.282
Auckl and 7.282
Br i sbane 7.283
Gu a m 7.286
Hakodat e 7.318
Hong Kong 7.312
Honol ul u 7.216, 11.86
Mani l a 7.312
Papeet e 7.229
Shang- hai 7.312
Si ngapor e 7.312
Suva 7.282
Sydney 7.283, 11.87
Yap 7.286
Yokohama 7.315, 11.86
Pr ovi dence Channel s 4.21, 4.29
Radar , caut i on, wi t h i ceber gs 2.64
Rangoon (1608"N, 9620"E) :
Rout es t o:
Br i sbane 8.25
Cape Leeu~vin 6.142
Cape To wn 6.69, 10.108
Col ombo 6.71
Dur ba n 6.69
Fr emant l e 6.142
Madr as 6.71, 10.106
Par adi p 6.71
Sandheads 6.71, 10.105
Si ngapor e 10.107
Reci fe (landfall,
800"S, 3440' W) :
Rout es t o:
Bi shop Rock 2.117
Las Pal mas 2.117
Li s bon 2.117
Nor t h Amer i ca 9. 57
Reci fe (port,
804"S, 3452"W) :
Rout es t o:
Bahi a Bl anca 3.39
Bonny 3.46
Cape To wn 3.46
Lagos 3.46
St anl ey 3.37
Ta kor a di 3.46
251
Sagewi n St r ai t
(055"S, 13040"E) 8.26
Sai' gon ( l O20"N, 10703"E):
Rout es t o:
D j akar t a 7.133
Red Sea:
Rout es 6. 51-6. 53, 10. 55-10. 57
Swel l 6.22
Wi nds and weat her 6.06, 6.08
Rhumb l i ne sai l i ng 1.17
Ri o Amazonas
(1 30' N, 4900' W) :
Rout es to :
Ne w Yor k 9.56
Recife 9.55
Ri o de Janei r o
(2254' S, 4310"W):
Rout es to :
Bahi a Bl anca 3.39
Bonny 3.46
Cape Agul has 3.46, 3.49
Cape To wn 3.46, 3.49
Eur ope 9.60
Lagos 3.46
Recife 3.32, 9.59
St anl ey 3.37
Ri o de la Pl at a
(3510",~, 56Q17'W) :
Rout es to :
Bahi a Bl anca 3.34
Bonny 3.46
Cabo de Hor nos 3.34, 9.65
Cape Agul has 3.46, 3.51
Eur ope 9.62
Fal kl and I sl ands 9.64
Lagos 3.46
Reci fe 3.39
St anl ey 3.37
Ta kor a di 3.46
Ri ouw St r ai t
(055"N, 10420"E) 8.26, 10.31, 10.37
Ri ver Cl yde :
Sai l i ng Rout es f r om 9.03
Roar i ng For t i es, see
West er l i es
Rot i St r ai t
(1025"S, 13330"E) 8.26
Rout ei ng char t s 1.02
Rout es 1.04
Cl i mat i c 1.11
Weat her r out ei ng 1.61
252
S~i gon--cont i nued
Hong Kong 7.133, 11.39
Manila 7.133
Ports N of Hong Kong 11.39
Sailing passages :
Duration page 135
Saint Helena
(1558' S, 543' W) :
Routes to :
Africa 9.38
Ascension 9. 37
English Channel 9. 37
South America 9.36
Saint John' s
(4735' N, 5238"W) :
Open dates 2.56
Routes to:
Bishop Rock 2.56
Bordeaux 2.56
Cape Wrath 2.56
Fastnet 2.56
Horta 2.56, 2.121
Inishtrahull 2.56
Lisbon 2.56
Ponta Delgada 2.121
Porto Grande 2.56, 2.126
Vigo 2.56
Saint Lawrence River:
Approach 2.61
Ice 2.26
Saint Vincent, W. I.
(1328"N, 6110' W) :
Routes to :
Bel~m 2.106
Cabo de Sao Roque 2.106
Casablanca 2.76
Dakar 2.76
Freetown 2.76
Porto Grande 2.126
Saleier Strait
(540' S, 12030"E) 8.26, 10.31
San Bernardino Strait
(1300"N, 12430"E) 8.26, 10.31
Routes to :
Central Route 7.270
Panama 7.270
San Diego
(3237"N, I 1713' W) :
Routes to :
Apia 7.282
Auckland 7.282
Brisbane 7.283
Callao 7.192
Guam 7.286
Hakodate 7.316
Hong Kong 7.311
Honolulu 7.217
Iquique 7.192
Manila 7.311
Panama 7.191
Papeete 7.230
San Francisco 7.191
Shang-hai 7.311
Singapore 7.311
Suva 7.282
San Di ego--cont i nued
Sydney 7.283
Torres Strait 7.284
Valparaiso 7.193
Wellington 7.282
Yap 7.286
Yokohama 7.313
San Francisco
(3745"N, 12240' W):
Routes to :
Apia 7.282
Auckland 7.282
Australia 11.96
Brisbane 7.283
Callao 7.192, 11.99
China Sea 11.93, 11.95
Columbia River 11.89
Coquimbo 11.100
Coronel 11.100
Dut ch Harbour 7.190, 11.90
Guam 7.286
Hakodate 7.316
Hong Kong 7.311
Honolulu 7.217, 11.91
Iquique 7.192, 11.99
Juan de Fuca Strait 7.191, 11.89
Manila 7.311
Nagasaki 11.94
Pacific Islands 11.97
Panama 7.191, 11.98
Papeete 7.230
Prince Rupert 11.89
San Diego 7.191, 11.89
Shang-hai 7.311, 11.94
Singapore 7.311
Suva 7.282
Sydney 7.283
Torres Strait 7.284
Valparaiso 7.193, 11.99
Wellington 7.282
Yap 7.286
Yokohama 7.313, 11.92
Sandakan
(550' N, 11809"E) :
Routes to :
Hong Kong 7.135
Madras 8.22
Manila 7.143
Singapore 7.132
Sandheads
(2054"N, 8812"E) :
Routes to :
Brisbane 8.25
Cape Leeuwin 6.141
Cape Town 6.69
Colombo 6.71, 10.97
Durban 6.69
Fremantle 6.141
Madras 6.71, 10.97
Mergui 10.98
Moul mei n 10.98
Paradip 6.71
Port Darwin 6.140
Port Hedland 6.141
Rangoon 6.71, 10.98
Selat Benggala 6.71
Singapore 10.99
Tortes Strait 6.140
GE NE R A L I NDE X
Sape St r ai t
(830'S, 11920'E) 8.26
Sapudi St r ai t
(700"S, 11415"E) 8.26, 10.31
Sar di ni a:
Rout es to :
Gi br al t ar 9.23
Sat el l i t e navi gat i on 1.92.05
Sea 1.62, 1.64
Seasonal wi nds 1.36
Second East er n Passage 10.46
Sevast opol
(4438"N, 3321"E) :
Rout es to :
Bat umi 5.36
Constan~a 5.36
I s t anbul 5.36
Novor ossi ysk 5.36
Odessa 5.36
Sul i na 5.36
Zhdanov 5.36
Sel at Bangka
(230'S, 10545"E) 8.26, 10.31, 10.35
Rout es t o:
Berhal a St r ai t 10.38.03
Chi na Sea 10.43
Ri ouw St r ai t 10.36
Si ngapor e St r ai t 10.38.02, 10.42
Sel at Baur
(300"S, 10718"E) 10.31, 10.40.03
Sel at Benggal a
(550'N, 9500"E) 6.82
Rout es to :
Cape Town 6.70
Col ombo 6.71
Dur ba n 6.70
Madr as 6.71
Par adi p 6.71
Por t Loui s 6.99
Rangoon 6.71
Sandheads 6.71
Sel at Gel asa
(300'S, 10715'E) 8.26
Rout es t o:
Chi na Sea 10.43
Ri ouw St r ai t 10.41
Si ngapor e St r ai t 10.42
Sel at Lepl i a
(253"S, 10658"E) 10.31, 10.40.02
Sel at Li me ndo
(300'S, 10712"E) 10.31, 10.40.04
Sel at Pengel ap
(O30"N, 10420"E) 10.31
Sel e St r ai t
(110"S, 13105"E) 8.26
Seychel l es Gr oup
(436"S, 5529"E) :
Rout es to :
Aden 6.108
Bombay 6.109
Cape Leeuwi n 6.111
Cape To wn 6.106
Col ombo 6.110
Dur ba n 6.106
Fr emant l e 6.111
Momba s a 6.107
Por t Loui s 6.96
Shang- hai
(3103'N, 12220"E) :
Rout es to :
Shang- hai - - cont i nued
Api a 7.181
Auckl and 7.161, 7.162
Br i sbane 7.161, 7.162
Cape Leeuwi n 7.164
Coast wi se S- bound 11.53
Fr emant l e 7.164
Gua m 7.181, 7.182
Hong Kong 7.118
Honol ul u 7.212
I ndi an Ocean 11.54
Mani l a 7.167
Mel bour ne 7.161
Nagasaki 11.55
Nor t h Amer i ca 11.5 7
Panama 7.303
Papeet e 7.227
Por t Hedl and 7.164
San Di ego 7.303
Si ngapor e 7.120
Suva 7.182
Sydney 7.161, 7.162
Wel l i ngt on 7.161, 7.162
Yokohama 7.170, 11.56
Si but u Passage
(455'N, 11937"E) 10.31
Si ci l y:
Rout es to :
Gi br al t ar 9.23
Si ngapor e (113'N, 10352"E) :
Rout es to :
Adel ai de 7.163
Aden 8.20, 10.123
Ambon 7.127
Bal i k Papan 7.130
Bangkok 7.112, 11.37
Br i sbane 7.163
Cape of Good Hope 8.18, 10.112
Cebu 7.125
Chi na 11.35
Col ombo 8.21, 10.116
D j akar t a 7.211
Dur ba n 8.18
Dut c h Ha r b o u r 7.296
Fr emant l e 7.163, 10.121
Gua m 7.287
Hong Kong 7.116, 11.34
Honol ul u 7.209
I l oi l o 7.125
Japan 11.35
J uan de Fuca St r ai t 7.296
Madr as 8.22, 10.115
Makassar 7.128
Mani l a 7.124, 11.33
Mel bour ne 7.163
Mol ukka Ar chi pel ago 11.31
M oul mei n 10.118
Nagasaki 7.121
Pal awan Passage 7.115
Panama 7. 125, 7.278
Por t Loui s 8.19
Rangoon 1.1018
253
254
GENERAL I NDEX
Singapore--continued
Sa'igon 7.112, 11.36
Sandakan 7.132
Sandheads 10.117
San Diego 7.296
San Francisco 7.296
Shang-hai 7.119
South Australia 10.121
Sulu Sea 11.32
Sunda Strait 7.111, 10.32.07
Surabaya 7.129
Sydney 7.163, 11.30
Tarakan 7.131
Tort es Strait 7.163, 10.120
W~tar Strait 7.126
Yap 7.122
Yokohama 7.175
Singapore Strait 10.31, 10.39
Somali Current 1.73, 6.32
Sombrero Passage
(1835'N, 6350'W) 4.21, 4.29
Routes to :
Bishop Rock 2.85
Bordeaux 2.86
Cabot Strait 2.101
Delaware Bay 2.101
Halifax 2.101
Horta 2.121
Lisbon 2.85
New York 2.101
Ponta Delgada 2.121
Vigo 2.86
South Africa:
Caution 3.21
Routes to :
Australia 6.157
South America, E. coast:
Caution 3.22
Passages 3.31-3.39
South America, NE coast:
Landfall 2.111
Routes to :
Africa, NW coast 8.12
Caribbean Sea 8.17
Europe 8.12
Nort h America, E coast 8.16
South Atlantic Ocean:
Routes in S part 3.48
South Equatorial Current :
Atlantic Ocean 2.15, 3.11
South Indi an Ocean:
Approach to Australian
waters 6.121
Swell 6.25
Wi nds and weather 6.10
South-east Monsoon 6.13
South-east Trade Winds :
Indi an Ocean 6.13
Pacific Ocean 7.17
Southern Monsoon 6.13
Southern Ocean Current 1.71, 1.72
Atlantic Ocean 3.11
Indi an Ocean 6.36
Pacific Ocean 7.37
South Sub-tropical Current:
Atlantic Ocean 3.11
Pacific Ocean 7.37
South-west Nlonsoon :
Atlantic Ocean 2.02
Indi an Ocean 6.02
Pacific Ocean 7.06
South-west Monsoon Current 1.73
Speed:
Reduction in relation to
sea conditions 1.61, 6.26
Stanley (5140"S, 5740'W) :
Routes to :
Bahia Blanca 3.37
Cabo de Hornos 3.38
Cape Agulhas 3.57
Cape Town 3.57
Retire 3.37
Rio de Janeiro 3.37
Strait of Belle Isle
(5145"N, 5523"W) :
Approach 2.35
Open dates 2.27, 2.52
Routes to:
Bergen 2.54
Bishop Rock 2.55
Bordeaux 2.55
Cape Wrath 2.55
Fastnet 2.55
Inishtrahull 2.55
Lindesnes 2.54
Nordkapp 2.53
Trondhei m 2.54
Strait of Gibraltar
(3556"N, 545"W):
Approach from W 2.34
Routes W- bound (for
E-bound routes see
Gibraltar) :
Barbados 2.86
Bel6m 2.111
Bermuda 2.86
Bonny 2.96, 3.41
Cabot Strait 2.68
Casablanca 2.96
Dakar 2.96
Davis Strait 2.51
Douala 2.96, 3.41
Freetown 2.96
Halifax 2.69, 9.15
Horta 2.121
Tle d' Ouessant 2.91, 2.92, 2.96
Lagos 2.96, 3.41
Lobito 2.96, 3.41
Las Palmas 2.96
Lisbon 2.91, 2.92
New York 9.15
Channel 2.86
Ponta Delgada 2.121
Porto Grande 2.127
St r ai t of Gibraltar--continued
Recife 2.117
Ta kor a di 2.96, 3.41
Vi go 2.91, 2.92
Wes t I ndi es 9.16
(26 21"N, 5638"E):
Rout es to :
Aden 6.64
Bombay 6.156
Br i sbane 8.25
Cape Leeuwi n 6.156
Cape Town 6.60
Col ombo 6.80, 6.156
Dondr a He a d 6.80
Dur ba n 6.60
Fr emant l e 6.156
Kar ~chi 6.156
Momba s a 6.60
Per si an Gul f 6.54
Sub- ar ct i c Cur r ent , see
Al eut i an Cur r ent 7.32
Suez (2951"N, 3234"E):
Rout es t o :
Ade n 6.52
Sul awesi Sea:
Rout es to :
Chi na Sea 10.47.06
Sul i na (4508' N, 2946' E) :
Rout es t o :
Bat umi 5.36
Constan~a 5.36
I s t anbul 5.36
Novor ossi ysk 5.36
Odessa 5.36
Sevast opol 5.36
Zhdanov 5.36
Sul u Sea 10.31
Sumba St r ai t
(900"S, 12000"E) 8.26
Sunda St r ai t
(630' S, 10500"E) 8.26, 10.31, 10.33
Rout es to :
Ade n 6.54, 10.123
Banda Sea 10.45
Cape Town 6.150, 10.122
Chi na Sea 10.32.03, 10.44
Dur ba n 6.151
Hong Kong 7.134
Kar i mat a St r ai t 10.44
Mani l a 7.141
Momba s a 6.152
Por t Loui s 6.100
Sel at Bangka 10.34
Sel at Gel asa 10.40
Si ngapor e 7.111, 10.32.02
Sumat r a, W coast 10.124
Sur abaya (725"S, 11258"E) :
Rout es t o:
Hong Kong 7.134
Surabaya--continued
Madr as 8.22
Mani l a 7.142
Si ngapor e 7.129
Sur i gao St r ai t
(1030"N, 12530' E) 8.26, 10.31
Suva (1811"S, 17824"E) :
Rout es to :
Api a 7.97
Auckl and 7.92
Br i sbane 7.78
Cal l ao 7.248
Cent r al Rout e 7.264
Gu a m 7.181
Hong Kong 7.177
Honol ul u 7.204, 11.24
I qui que 7.248
Mani l a 7.177
Panama 7.264, 7.285
Papeet e 7.96, 11.25
San Di ego 7.282
Shang- hai 7.181
Sydney 7.69
Tongat apu 7.95
Val parai so 7.248
Wel l i ngt on 7.92
Yap 7.177
Yokohama 7.180
Swel l 1.62, 1.64
Black Sea 5.11
Car i bbean Sea 4.05
Gul f of Mexi co 4.05
Medi t er r anean Sea 5.11
Nor t h At l ant i c Ocean 2. 11-2. 13
Pacific Ocean 7. 25-7. 29
Red Sea, I ndi an Ocean,
and Per si an Gul f 6. 21-6. 26
Sout h At l ant i c Ocean 3. 06-3. 09
Sydney (3350' S, 15120' E) :
Rout es to :
Adel ai de 7. 51-7. 54, 7.163,
Api a
Auckl and
Bal i k Papan
Bass St r ai t
Bl uff Ha r bour
Br i sbane
Cabo de Hor nos
Callao
Cape of Good Hope
Cent r al Rout e
Dut c h Ha r bour
Fr emant l e
Gua m
Hakodat e
Ho b a r t
Hong Kong
Honol ul u
I ndi an Ocean
I qui que
Mani l a
11.04.01
7.80
7.65, 11.04.03
7.165
10.160
7.63
7. 51-7. 54, 7.163
11.05.05
11.05.01
7.240
10.164
7.261
7.162
7.240
7.163
7.162
7.162
7. 51-7. 54, 11.04.02
7. 161-7. 163, 11.08
7.200
10.164
7.240
7.161, 7.162
255
256
Sydney- - cont i nued
Me l bour ne 7. 51-7. 54, 7.163,
10.161, 11.04.01
Noum6a 7.77, 11.06.04
Pacific I sl ands 11.06.03
Panama 7.261, 7.272
Papeet e 7.66, 11.06.01
Pet r opavl ovsk 7.162
Por t Chal mer s 11.04.05
San Fr anci sco 11.05.05
Shang- hai 7.161, 7.162
Si ngapor e 7.163, 11.10
Sout h Amer i ca 11. 05. 02-11. 05. 04
Suva 7.79, 11.06.02
Ta r a ka n 7.166
Tonga t a pu 7.78
Tor r e s St r ai t 7. 51-7. 54, 11.09
Val par ai so 7.240
Yap 7.162
Yokohama 7.162, 11.07
Ta kor a di (452"N, 144' W) :
Rout es to :
Bonny 3.41, 3.42
Cape To wn 3.41, 3.42
Col on 8.14
Dakar 2.96, 3.41
Doual a 3.41, 3.42
Fr eet own 2.96, 3.41
Hal i f ax 8.13
Tle d' Oues s ant 2.96, 3.41
Lagos 3.41, 3.42
Lobi t o 3.41, 3.42
New Yor k 8.13
Poi nt e- Noi r e 3.41, 3.42
Reci fe 3.46
Ta mpi c o (2217' N, 9750"W) :
Rout es t o:
Col on 4.29
Tar ~bul us (3256"N, 1312"E) :
Rout es to :
Al gi er s 5. 26-5. 35
Bar cel ona 5. 26-5. 35
Bei r ut 5. 26-5. 35
Genova 5. 26-5. 35
Gi br al t ar 5. 26-5. 35
Mal t a 5. 26-5. 35
Mar sei l l e 5. 26-5. 35
Napol i 5. 26-5. 35
Pi rai 6vs 5. 26-5. 35
Por t Sai d 5. 26-5. 35
Tr i es t e 5. 26-5. 35
Tar akan (315"N, 11753' E) :
Rout es to :
Hong Kong 7.136
Madr as 8.22
Mani l a 7.142
Si ngapor e 7.131
Sydney 7.166
Te r mi na l por t s
Th r o u g h Rout es
Tobago (1135"N, 6035"W) :
Rout es to :
Col on
Tonga t a pu
(2059"S, 17510' W) :
Rout es t o:
Api a
Auckl and
Br i sbane
Honol ul u
Papeet e
Suva
Sydney
Wel l i ngt on
Tor na dos
Tor r es St r ai t ( W entrance
1050"S, 14059"E):
Rout es passi ng t hr ough
Rout es to :
Adel ai de
Aden
Api a
Auckl and
Bombay
Br i sbane
Cabo de Hor nos
Cal l ao
Cape Leeuwi n
Cape Town
Cent r al Rout e
Col ombo
Dur ba n
Dut c h Ha r bour
Fr emant l e
Gu a m
Hakodat e
Hoba r t
Hong Kong
Honol ul u
I qui que
Kar ~chi
Madr as
Mani l a
Mel bour ne
Momba s a
Ocean I sl and
Panama
Papeet e
Pet r opavl ovsk
Por t Dar wi n
Por t He dl a nd
Por t Loui s
Pr i nce Ruper t
Rangoon
Sandheads
San Di ego
San Fr anci sco
Shang- hai
Si ngapor e
Suva
Sydney
Val par ai so
Wel l i ngt on
Yap
Yokohama
1.12
8.01
4.28
7.98
7.89
7.77
7.206
7.99
7.95
7.68
7.89
2.02
7.54
6. 125-6. 137, 7. 51- 7. 54
6.165
7.85
7.82
6.155
7. 51- 7. 54
7.241
7.241
6. 125-6. 137
6.160
7.263
6.155
6.160
7.162
7.241
6. 125-6. 137
7.162, 7.175
7.162
6. 125-6. 137, 7. 51- 7. 54
7.161, 7.162
7.201
7.241
7.284
6.155
6.140
7.161, 7.162, 8.42
6. 125-6. 137, 7. 51- 7. 54
6.163
7.86
7.263, 7.276
7.83
7.162
6. 125-6. 137
6. 125-6. 137
6.101
7.284
6.140
6.140
7.284
7.284
7.162
7.163
6.155
7.84
7. 51-7. 54, 11.29
7.241
7.81
7.175
7.162
Tr acks 1.11
Tr a de Wi nds 1.32
Tr ans at l ant i c r out es:
Al t er - cour s e posi t i ons 2.66
Tr i es t e (4540"N, 1344"E):
Rout es t o:
Al gi er s 5. 26-5. 35
Bar cel ona 5. 26-5. 35
Bei r ut 5. 26-5. 35
Genova 5. 26-5. 35
Gi br al t ar 5. 26-5. 35
Mal t a 5. 26-5. 35
Mar sei l l e 5. 26-5. 35
Napol i 5. 26-5. 35
Pi rai 6vs 5. 26-5. 35
Por t Sai d 5. 26-5. 35
Ta r a bul us 5. 26-5. 35
Tr i n i d a d ( l lO0"N, 6047"W) :
Rout es to :
Bel 6m 2.106
Casabl anca 2.76
Dakar 2.76
Fr eet own 2.76
Panama Canal 4.28
Tr o n d h e i m
(6318"N, 740"E) :
Rout es t o:
Bost on 2. 61-2. 67
Hal i f ax 2. 61-2. 67
Ka p Far vel 2.49
Ne w Yor k 2. 61-2. 67
Tr opi cal st or ms 1.38, 1.39
I ndi an Ocean 6.16
Tur ks I s l and Passage
(21 35"N, 7110"W) 4.21, 4.29
Rout es t o:
Bi shop Rock 2.86
Bor deaux 2.86
Hal i f ax 2.101
Hor t a 2.121
Li s bon 2.86
New Yor k 2.101
Vi go 2.86
Typhoons 1.38, 7.10
Uni t e d St at es of Amer i ca,
see Nor t h Amer i ca
Val par ai so
(3300'S, 7139"W):
Rout es to :
Api a 7.247
Auckl and 7.246
Aust r al i a 11.124
Cal l ao 7.196
Chi na 11.123
Coast wi se N- b o u n d 11.120
GE NE R A L 1 ND E X
Valparaiso--continued
Coast wi se S- bound 11.125
Honol ul u 7.219
I qui que 7.196
Japan 11.123 .
Juan de Fuca St r ai t 7.196, 11.122
Mexi co 11.121
New Zeal and 11.124
Panama 7.195, 11.121
Papeet e 7.234
San Di ego 7.193
Suva 7.248
Sydney 7.246
Var i abl es 1.33
At l ant i c Ocean 2.04, 3.03
I ndi an Ocean 6.14
Vema Seamount
(3140"S, 822"E) 3.47
Ver de I s l and Passage
(1340'N, 12040"E) 10.31
Vi go (4209"N, 855"W):
Rout es t o :
Bar bados 2.86
Bel 6m 2.111
Ber muda 2.86
Bost on 2.70
Chesapeake Bay 2.70
Del awar e Bay 2.70
Hal i f ax 2.69
Hor t a 2.121
~le d' Oues s ant 2.91, 2.92
Ka p Far vel 2.50
Li s bon 2.91, 2.92
Mona Passage 2.86
New Yor k 2.70
Channel 2.86
Vl adi vost ok
(4302"N, 13158"E) :
Rout es t o :
Hong Kong 7.118
Weat her r out ei ng 1.61, 2.62
Wel l i ngt on
(4123"S, 17450"E) :
Rout es to :
Api a 7.91
Auckl and 7.88
Br i sbane 7.73
Cal l ao 7.240
Gua m 7.162
Hakodat e 7.162
Hoba r t 7.58
Hong Kong 7.161, 7.162
Honol ul u 7.202
257
258
GE NE R A L
Wellington--continued
Iquique 7.240
Manila 7.161, 7.162
Mel bourne 7.61
Noum6a 7.92
Ocean Island 7.90
Panama 7.243
Papeete 7.87, 7.93
Petropavlovsk 7.162
Prince Rupert 7.282
San Diego 7.282
San Francisco 7.282
Shang-hai 7.161
Suva 7.92
Sydney 7.64
Tongat apu 7.89
Tort es Strait 7.81
Valparaiso 7.240
Yap 7.162
Yokohama 7.162
West Australian Current 6.36
West Greenl and Current 2.16
'West Indies :
Channels 2.86
Routes to :
North America 9.53
West Spitsbergen Current 2.16
Westerlies 1.34
Indi an Ocean 6.15
W~tar Strait
(815'S, 12625"E) 8.26
Routes to:
D jakarta 7.126
Singapore 7.126
Sunda Strait 7.126
White Sea:
Ice 2.27
Willy-Willies 1.38
Wi nd 1.22, 1.62
Beaufort scale 1.63
Wi nds and weather:
Atlantic Ocean 2.01-2.08, 3.01-3.04
Black Sea 5.08
Caribbean Sea 4.01
Indi an Ocean 6.01-6.05, 6.10-6.16
Mediterranean Sea 5.01-5.07
Pacific Ocean 7.01-7.20
Persian Gul f and Gul f of
Oman 6.09
Red Sea and Gul f of Aden 6.06-6.08
Windward Passage
(20O0"N, 7350"W) 4.21, 4.29
Yap (928'N, 13809"E):
Routes to :
Apia 7.177
Auckland 7.162
Brisbane 7.162
I NDE X
Yap--continued
Central Route 7.267
Hong Kong 7.288
Honolulu 7.207
Panama 7.267
Prince Rupert 7.286
San Diego 7.286
San Francisco 7.286
Singapore 7.176
Suva 7.177
Sydney 7.162
Torres Strait 7.162, 7.175
Wellington 7.162
Yokohama 7.178
Yokohama
(3526'N, 13943"E) :
Routes to :
Apia 7.179
Auckland 7.162
Brisbane 7.162
Cape Leeuwin 7.164
Columbia River 11.64
Fremantle 7.164
Guam 7.178
Hakodate 11.72
Hong Kong 7.169, 11.70
Honolulu 7.213, 11.66
Hsia-men 11.70
Indi an Ocean 11.68
Lombok Strait 7.164
Manila 7.168
Panama 7.304
Papeete 7.228
Petropavlovsk 7.171
Port Hedland 7.164
Prince Rupert 7.306, 11.64
San Diego 7.305
San Francisco 7.305, 11.65
Shang-hai 7.170, 11.71
Suva 7.180
Sydney 7.162, 11.69
T' ai -wan 8.43
Torres Strait 7.162
Vancouver 11.64
Wellington 7.162
Yucatan Channel
(2140"N, 8540'W) 4.21, 4.29
Routes to :
Caribbean Sea 4.26
Zhdanov (4703'N, 3735'E):
Routes to :
Batumi 5.36
Constan~a 5.36
Istanbul 5.36
Novorossiysk 5.36
Odessa 5.36
Sevastopol 5.36
Sulina 5.36
Printed for HerMajesty's Stationery Office by McCorquodale Primers Ltd., London Dd158047 Gp3309 9/74
Not for navigation
136s
S u p p l e me n t No . 1 - - 1977
TO
OCEAN PASSAGES
FOR THE WORLD
T HI RD EDI TI ON 1973
CORRECTED TO 2nd MAY 1977
Whenever reference is made to Ocean Passages for
the Worl d this Suppl ement must be consulted
Crown Copyright 1977
P UBLI S HED BY THE HYDROGRAP HE R OF THE NAVY
To be obt ai ned f r om Agent s for the sale of Admi r al t y Chart s.
Not for navigation
Pr e f a c e
Supplement No. 1, 1977, corrected to the date given below, has been prepared by Lieutenant-Commander
C. J. de C. Scott, R.N., from information received since the publication of Ocean Passages for the World,
3rd Edition, 1973.
This Supplement has been corrected to Notice to Mariners No. 1000 of 1977.
Hydrographic Department
Taunton
Somerset
2rid May 1977
D. W. HASLAM
Rear-Admiral
HYDROGRAPHER OF THE NAVY
O C E A N P A S S A G E S F O R T H E W O R L D
vi
Di agr am 19 For '~p.58 "" read"p.5T"
Di agr am 20 For "p.62"" read "p. 68"
Di agr am 23 For "bet ween pp. 74 & 75" read "faci ng p. 77"
Di agr am 25 For "110 & 111" read "108 & 109""
vii
Distances: For "sea mi l es" read "I nt er nat i onal Naut i cal mi l es"
3
22 Add." Chart s of part i cul ar interest for passage pl anni ng include"
Omega charts
L (Omega) 12
L (Om) 24
L (Omega) 24
L (Omega) 113
L (Omega) 245
L (Om) 4008
L (Om) 4009
L (Om) 4023
L (Om) 4102
L (Omega) 4102
L (Om) 4108
L (Omega) 4109
Nor way to Icel and including the Faeroes
English Channel to the Strait of Gi br al t ar and
the Ar qui pel ago dos Aq6res
English Channel to the Strait of Gi br al t ar and
the Arquip61ago dos Ag6res
Gr eenl and to Nor way including Bj ~rn0ya
Scot l and t o Iceland
Nor t h At l ant i c Ocean S por t i on
Nor t h At l ant i c Oc e a n - N por t i on
Sout h Pacific Ocean- E port i on
West ern appr oaches to the British Isles
West ern appr oaches to the British Isles
SE coast of N Ameri ca including the Bahamas
and Gr eat er Antilles
Gull" of Mai ne to Strait of Belle Isle including
Gul f of St. Lawrence
(Station pairing)
AB, AC, BC, BD, BD, BH
AB, AC, AD, BD, BF, CF, DF
AB, AC, AD, BC, BD
AB, AC, BC, BD, CD, DH
AC, AD, BC, BD, DH
AB, AD, AF, BC, BF, DF
BC, BD, CD, CF, DF
AC, AD, BC, BD
AB, AC, AD, BD, CF
AB, AC, AD, BC, BD
Gnomoni c charts
5029
5032
5095
5096
5097
5098
5099
Gr eat Circle di agram for use in Navi gat i on, Avi at i on and Radi o Telegraph)' .
Ice chart of the S hemi sphere.
N At l ant i c Ocean
S At l ant i c and Sout her n Oceans.
N Pacific Ocean.
Sout h Pacific and Sout her n Oceans.
I ndi an and Sout her n Oceans.
Routeing charts, see 1.02.
5124 N At l ant i c Ocean
( l ) -(12) with inset E Medi t er r anean,
Aegean and Black Seas.
99 35' W
66 40' N
4~ 20 00' E
15 00' S
Lhnits
47 15'N
19 00' E ~ - ~
26 00~N
42 00' E
20 00' N
74 00' W[ 5125 [29 20' E 5125 S At l ant i c Ocean
( 1) - ( 12)
~ I
60 45' S
30 30' N
5126 Indi an Ocean with
( 1) - ( 12) inset Japan, Sea of 18 00' E I 5126 I*
Japan and Yellow Sea.
I I
50 00' S
116 00' E
47 '7 00' N
- ~146 00' E
26 00"N
* E limit is drawn t hr ough the following posi t i ons: 30 30' N, 129 00' E
3 ~ 30' N, 129 00' E
3 30' N, 158 30' E
II 00' S, 158 30' E
11 00' S, 178 45' E
50 00' S, 178 45' E
61 40' N
5127 N Pacific Ocean 120 00' E ~ - ~ 7 9
10' W
( 1) - ( 12)
[ ~
11 00' S
OCEAN PASSAGES FOR THE WORLD
10 00' N
5128 S Pacific Ocean 137 00' E ~ - ~ 6 2
15' W
( 1) - ( 12)
[ I
62 10'S
Smal l s c a l e n a v i g a t i o n a l c h a r t s . The limits of small scale chart s, i ncl udi ng t hose of the i nt ernat i onal series
al ready compi l ed on scales of 1:3 million and 1 10 mi l l i on, are best seen on I ndex Char t A of the Catalogue
of Admiralty Charts. Lar ge scale chart s whi ch will al so be requi red for the appr oaches t o por t s of depar t ur e
or arri val , or where the t r ack appr oaches pr omont or i es or dangers, can also readi l y be det er mi ned f r om the
cat al ogue, or Admi r al t y Sailing Di rect i ons.
37-41 Read. . . tion of the i nt er medi at e posi t i ons depends upon their l ongi t ude E or W of one of the
vert i ces of the great circle of the t r ack, so t hat the posi t i on of a vert ex mus t first be det er mi ned. I f bot h
initial and final azi mut hs, measur ed f r om the N pole, are less t han 90 , t hen the N vert ex lies on the t r ack:
if bot h are mor e t han 90 , t hen the S vert ex lies on the t rack, f f the azi mut h of onl y one end is mor e t han
90 , the vert ex nearest to the pol e f r om which the azi mut h is measur ed will lie on the ext ensi on of the t rack
f r om t hat posi t i on, with the ot her vert ex differing by 180" of l ongi t ude f r om it, and with l at i t ude of the same
val ue but opposi t e name.
Page 4, line 1 to Page 6, line 22
Read." In Di agr am 2, the f or mul ae are expressed as fol l ows:
F o r mu l a I - - Cosi ne f or mul a:
c o s p - ~ cos f c o s t +- sin f s i n t ~ cos ~p_
Formul a 2 - - Haver si ne f or mul a:
(a) hav p : : hav ( f ~ t) s i n f sin t , hav ~p_
or, obser vi ng t hat hav x sin2,
(b) si nZp si n2 ( f ~ t ) s i n f sin t sin2 /P
F o r mu l a 3 Hal f - l og. haversi ne f or mul a:
log hav ~_ log cosec t + log cosec p + log hav I f + (t ~p) ] + log hay I f - - ( t ~p) ]
or
log hav ~T_ log c o s e c f + l og cosec p log hay [t + ( f ~p) ] + log hav [t - ( f ~p) ]
F o r mu l a 4 - - Sine f or mul a:
sin ~F_ sin ~P~ sin ~
s i n f sin p sin t
An el ect roni c cal cul at or giving the usual mat hemat i cal funct i ons, i ncl udi ng t r i gonomet r i cal funct i ons,
can readi l y be used with 1, 2 or 4. A conveni ent met hod of wor ki ng is by expressi ng angles in degrees and
deci mal s of a degree, and t o r egar d :
N l at i t ude as : S l at i t ude as - - .
E l ongi t ude as : W l ongi t ude as - - .
d. l o n g f r o mWt o E a s : d. l o n g f r o mE t o Wa s - .
d. l ong ( FT) as expressi ng the d. l ong of T f r om F :
d. l ong ( TF) (with opposi t e sign) as expressi ng the d. l ong o f F f r om T.
For angl es over 90 , it must be r emember ed t hat t hough the cal cul at or may show the correct sign when sin,
cos or t an of an angle is ent ered on it, with the reverse process of obt ai ni ng arc-sin, arc-cos or ar c- t an f r om
it, the sense of the angl e mus t be det er mi ned by i nspect i on.
Since c o s A cos + A
- - c os A = cos (180 + A)
s i n A = sin + A
- - s i n A= s i n - - A
t an A t an + A
- - t an A t an - - A
e.g. 0.5 cos 60 or cos 300
or cos A
or cos (180 - - A)
or sin (180 - - A)
or sin (180 + A)
or t an (180 + A)
or t an (180 - A) and A= 360 - A
OCEAN PASSAGES FOR THE WORLD 3
For ease of reference these convent i ons for angles in the appr opr i at e quadr ant s are shown as fol l ows;
0 o
270
Sin
Cos
t an
Sin
Cos
t an +
Sin +
Co s +
t an +
Sin -+
Cos - -
t an -
90
180
d l o n g . F T
. . . . . . . . . . . . ' , ~
.~ . . . . . . . . . . . ,~. . . . ~ ~
k " ~ L P T V
" , , . V . . . . . . I - ' " ~ . . . F m * l
~ G ~ , . , , , ~ r ~ . . ~ C . . . . .
,~, ,
~
~ q . . . . . ~ ~ ~ /
', ~ V ' - 0 _ F m ~ l
~ T' ~). . . ~-. -- ~ P T - , B O C . . . . .
, " ]
p'
Gr eat Circle t r ack
Di a gr a m 3
A t heoret i cal great circle passage f r om Yo k o h a ma to Est recho de Magal l anes (not feasible navi gat i onal l y
wi t hout small di versi ons t hr ough the Fiji and Tonga Isl ands) serves to i l l ust rat e the met hods of wor ki ng
descr i bed bel ow.
Yo k o h a ma (Posi t i on F) 34 49' N 140 00' E co-l at (t ) 55 11'
Est r echo de Magal l anes (Posi t i on T) 52 25' S 75 12' W co- l at (D 142 25'
d. l ong /P 144 48'
Wor ki ng for i nt ermedi at e positions on the gr eat circle t r ack. I t was st at ed in article 1.15 t hat cal cul at i on of
i nt er medi at e posi t i ons on the t r ack depends upon t hei r l ongi t ude E or W of a vertex. At a vertex, the t r ack
lies at ri ght angl es to the mer i di an, so the pr obl em calls for the sol ut i on of the requi red number of ri ght -
angl ed spheri cal triangles.
Finding the vert ex. In Di a gr a m 3, the t ri angl es FVP and TVP (and FV' P' and TV' P' ) are ri ght -angl ed at
V (and V' ). The f or mul ae used for finding the posi t i on of a vert ex of the t r ack are deri ved f r om Napi er ' s
Rul e, and are as follows.
t an d. l ong (VT) ~ t an Lat F cot Lat T _ cot d. l ong ( FT)
sin d. l ong ( FT)
cot Lat V = cot Lat F cos d. l ong (FV)
( Though the posi t i on of onl y one vert ex is necessary, the wor ki ng for bot h is given in the exampl e. )
Wor ki ng f or l ongi t ude:
l og t an Lat F (34 49' N)
l og cot Lat T (52 25' S)
log cosec d. l ong ( FT) (144 48' )
9.842 27
- - ve 9.886 29
0.239 25
- - ve 9.967 81 ant i -l og --0. 928 55
cot d. l ong ( FT) --1. 417 59
By subt r act i on, t an d. l ong (VT)
Gi vi ng d. l ong (VT) = +2 6 03. 6' or - - 153 56.4
N vert ex S vert ex
Long T 75 12.0 W 75 12.0 W
d. l ong (TV) 153 56.4 E 26 03.6 W
Long V 78 44.4 E 101 15. 6' W
0.489 04
Worki ng for latitude :
N vertex S vertex
Long V 78 '~ 44.4 E 101 15.6 W
Long F 140 '~ 00.0 E 140 00.0 E
d. long (FV) 61 15.6 W 118 44.4 E
log cos d. long (FV) 9.681 99 ve 9.681 99
log cot Lat F 0.157 73 0.157 73
log cot Lat V 9.839 72 -ve 9.839 72
Giving Lat V 55 ~' 20.4 N 55 ~ 20.4 S
Pl ot t i ng the track. To plot the intermediate positions on the great circle track, it is necessary to find the
latitude in which the track crosses a series of meridians usually at equal intervals of longitude. The formula
used, where the great circle cuts a selected meridian in position G, is:
cot Lat G .... cot Lat V ,~ sec d. long ( VG)
Using N vertex
150 00~0 E ~ 160 ~ 00'.0 E 170" 00~0 E
78 44.4 E ] 78 44. 4E 78 44. 4E
71 15.6 81 15.6 91 15.6
0.493 12 0.818 30 1.657 79 (
9.839 72 9.839 72 9.839 72
Selected l ongi t ude ( l ong Gi
Long V
d. l ong ( VG)
l ong sec d. l ong ( VG)
log cot Lat V
150 ~ 00~0 E
101 15.6 W
1 0 8 44.4
vel 0.493 12 I ve)
9.839 72 I ve)
log cot Lat G
Gi vi ng Lat G
Using S vertex
160 ~ 0070 E
101 15.6 W
98 44.4
0.818 30 (
9.839 72 ( ve)
170 0070 E
101 15.6 W
88 44.4
0 3 3 2 ~ 4 1 0 1 ~ 0 2 - i ]~97~] i ) e i " ~133} ~4 - ~ 0. 6580~
/ /
24' 55" N | 12 24' N I 49' S 24 55' N I 12' 24' N
ve) 1.657 79
9.839 72 I ve)
~ 1. 497~i i ~i ve ) -
1' 49' S
Using a calculator, the working can be set out thus :
tan 34":816
tan d. long (VT) . . . . = . . . . . . . . . cot 14478 - 0.489 04
t an( 52.'416) sin 144~8
N vertex
Giving d. long (VT) - 15379395
o r
d. long (TV) 153.9395
Long T - 75.2
Hence, Long V 78.7395
Long F 140.0000
Hence, d. long (FV) 61.2605
S vertex
26?0605
--26.0605
75.2
101.2605
140.0000
-241.2605
cot Lat V :
cos( 61.26051
tan 34.816
= 0.69139
(Giving Lat V -- 55.34 N or S)
Selected long (G) 150?0000 160?0000
Long V 78.7395 78.7395
d. long (VG) 71.2605 81.2605
tan Lat G
cos d. long (VG) 0.46467 0.21976
cot Lat V
Giving Lat G 24 55' N 12 24' N
17070000
78.7395
91.2605
--0.03182
1 49"S
cos( 241.26051
tan 34.816
--0.69139
15070000 16070000 17020000
101.2605 --101.2605 --101.2605
251.2605 261.2605 271.2605
0.46467 0.21976 --0.03182
24 55' N 12 24' N 1 49' S
The same formulae can be used to determine the longitudes in which the track cuts a series of given
latitudes.
The background of the formulae used for these and other problems connected with great circle sailing are
given in Admiralty Manual of Navigation.
Working for distance. Applying Formul a 2(a) to the example, the working is as follows:
log hay d. long (/P) 9.958 36
log sin co-lat (f) 9.785 27
log sin co-lat (t) 9.914 33
Sum 9.657 96 anti-log 0.454 96
hav d. co-lat ( f ~ t) 0.475 87
Sum =ha v (p) 0.930 83
Distance (p) 149 30' = 8970 miles
O C E A N P A S S A G E S F O R ~[ HE WO R L D 5
F o r t he c a l c u l a t o r , F o r mu l a 2( b) c a n c o n v e n i e n t l y be us ed, o b s e r v i n g t h a t :
si n ( c o- l a t x) - - c os La t x
c os ( c o- l a t x) = si n La t x.
I n t he e x a mp l e , t he f o r mu l a t he n b e c o me s :
sin2p = sin2[d, l a t ( FT) ] + cos La t F cos La t T sin2[d, l ong ( FT) ]
sin2[{34,o816 -- ( - 52, O416) }] + cos 347816 cos ( - 5 2 7 4 1 ~ ) si n2[ ( - - 75?2 - 1407)]
= si n 2 43761~ + cos 347816 cos (--52741(~) x si n 2 ( 10776)
= 0. 47587 0. 82098 0. 60991 0. 90857 - 0. 93081
si n p = 0./-0~.93081 = 0. 96479
Gi v i n g p 74?75 a n d p =- 14975 = 8970 mi l es
( The s a me d i s t a n c e wo r k e d on t he i n t e r n a t i o n a l s p h e r o i d is 8973 mi l es )
An a l t e r n a t i v e is t o use F o r mu l a 1 i n t he f o r m:
c o s p = si n La t T si n La t F + cos La t T cos La t F cos d. l o n g ( F T )
But t he r a t e o f c h a n g e o f cos/_p_ wh e n / P is s ma l l ma y ma k e t hi s f o r mu l a unr e l i a bl e f or di s t a nc e s o f l ess
t h a n 300 mi l es .
Worki ng f or azimuth.
F r o m Yo k o h a ma
t = 55 11' l og cosec
p = 149 30' l og cos ec
t ~ p = 94 19'
f = 142 25'
f + ( t ,-, p) - - 236 44'
f - - ( t ~ p ) = 4 8 06'
He n c e ~F_ = 136 09'
Us i n g F o r mu l a 3 t he wo r k i n g is as f ol l ows :
F r o m Es t r e c ho de Ma g a l l a n e s
0. 085 67 0. 214 73 l og cos ec f 142 25'
0. 294 53 0. 294 53 l og cos ec p = 149 30'
f ~p = 7' ~05 '
t 55 '~ 11'
1oghav t + ( / ' ~ p ) = 62 16'
Sl og hav t ( f ~ p) = 48 06'
:}log ha v 4. 944 45 4. 713 52
log ha v 4. 610 16 4. 610 16
l og ha y 9. 934 81 9. 832 94
a c a l c u l a t o r , F o r mu l a 1 can be us ed in t he f ol l owi ng f or m
s i n L a t T - - c o s p s i n L a t F
s i n p x cos La t F
sin La t F cos p si n La t T
si n p ~. cos La t T
I f us i ng
c o s / _ F _ = c o s f c o s p c o s t =
si n p si n 1
o r
c os t cos p c o s f
COS ~ _ ~ : ~
si n p s i n f
l og ha v /_T_-= 111 11'
l og sin d. l ong ( FT)
l og si n c o - l a t T : f
l og. cos ec p Di s t a n c e
l og si n ~ _ 9. 840 55
Gi v i n g / ~ _ 043 51' or 136 09'
144 ~ 48' 9, 760 75
142 ~ 25' 9, 785 27
149 30' 0. 294 53
F r o m Es t r e c h o de Ma g a l l a n e s
9, 760 75 l og sin d. l ong ( FT) = 144 48'
9 . 9 1 4 3 3 l og sin c o - l a t F :~- t - - 55 11'
0. 294 53 l og cos ec p = Di s t a n c e = 149 30'
9. 969 61 19g si n Z~_
111 11' f or LT_
The de c i s i on t o d i s c a r d t he val ue o f 43 51' for/_F_ mu s t be d e t e r mi n e d by i ns pe c t i on, p o s s i b l y wi t h t he
a s s i s t a nc e o f a g n o mo n i c c ha r t or c h a r t 5029 (Great Circle Diagram), bot h o f whi c h wi l l i n d i c a t e t he ver t ex
o f t he g r e a t ci r cl e.
Us i ng t he s a me f o r mu l a f or a c a l c u l a t o r , but s u b s t i t u t i n g t he f unc t i ons o f t he l a t i t ude f or t hos e o f t he
c o - l a t i t u d e , t he wo r k i n g is :
sin/__p_ cos La t T sin 14478 x cos ( 52.416)
si n ~ - - = 0. 69271
si n p si n 14975
Gi v i n g ~_ = 43?8446 o r 13671554 = By i ns pe c t i on 136 09'
The e x a mp l e ma y be wo r k e d t hus"
I n t he e x a mp l e , whe r e t he gr e a t ci r cl e di s t a nc e , p, 149. _, t hes e gi ve :
q~ o "
si n ( 52741(~) cos 14975 ~ si n _4. 816
c o s / ~F - 0. 72122
si n 14975 / c os 34?811~
Giving/_if_ 136715 = 136 09'
F r o m Es t r e c h o de Ma. gal l anes
si n 34?816 - c os 14975 si n ( 52,O416)
c o s ~ . . . . . 0. 36136
si n 14975 :.~ c os ( - - 52? 416)
Gi v i n g ~ 111 ? 184 = 111 o 11'
I n ma n y cases, whe r e bot h p a n d t he q u a d r a n t o f t he a z i mu t ~ a r e k n o wn , F o r mu l a 4 ma y ~ used, but
i n an o b t u s e - a n g l e d t r i a ngl e t he f o r mu l a is a mb i g u o u s .
Fr om Est r echo de Magal l anes
s i n / P cos Lat F sin 144'~'8 ~, cos 347816
sin ~ . . . . 0.93242
sin p sin 14975
Gi v i n g / T = 1117184 = 111 11'
The initial course f r om Yokohama, wor ked on the I nt er nat i onal Spheroi d, is 136 13'.
7
39 41 R e a d . . . correct i on convert s the ari t hmet i cal mean of the latitudes to the ' mi ddl e l at i t ude' so
allowing for the varyi ng rate of change of the cosine of the l at i t ude: it is also t abul at ed and is illustrated
in Di agr am 5.
17
TABLE B- - Ri ght - hand col umn For " 12" r e ad " 13" a n d f o r "13"' r e ad "12""
28
21 A d d : 1.65 Abnormal waves. A wel l -found ship pr oper l y handl ed is designed to wi t hst and the longest
and highest waves she is likely to encount er as long as they retain their original shapes. But when waves
are di st ort ed by meet i ng shoal water, a st rong opposi ng tidal stream or current , or anot her wave system,
abnor mal st eep-front ed waves must be expected. Abnor mal waves may occur anywher e in the world where
appr opr i at e condi t i ons arise. In places where waves are nor mal l y large, abnor mal waves may be massive
and capabl e of wreaki ng severe st ruct ural damage on the largest of ships, or even causing t hem to founder.
Repor t s of such occurrences, and indeed all wave measurement s, are very few, and in many parts of the
worl d are non-exi st ent . However , where condi t i ons are consi dered to exist which may combi ne to pr oduce
abnor mal waves liable to endanger ocean-goi ng craft, a warni ng is given in Admi r al t y Sailing Directions
and in this book, so t hat if condi t i ons appr opr i at e to the f or mat i on of abnor mal waves arise, the mari ner
may avoi d the area.
Off the coast of SE Africa, however, some research has been made into abnor mal waves. To show how
these waves are believed to occur in this part i cul ar case, the rel evant article from Af i ' i ca Pi l ot , Vol. I I I , is
quot ed below in full.
"Abnormal waves. Under cert ai n weat her condi t i ons, abnor mal waves of except i onal height occasionally
occur off the sout h-east ern coast of Sout h Africa, causing severe damage to ships unf or t unat e enough to
encount er t hem. In 1968 S.S. Wo r l d Gl or y, of over 28,000 gross tons, encount er ed such a wave and was
broken in two, subsequent l y sinking with loss of life.
These abnor mal waves, which may attain a height of 65 feet (19m8) or more, instead of having the nor mal
sinusoidal wave-form have a very st eep-front ed leading edge preceded by a very deep trough, the wave
movi ng nor t h- east war d at an appreci abl e speed. These waves are known to occur between the latitudes
of Gr eat Fish poi nt and Dur nf or d point, mai nl y j ust to seaward of the cont i nent al shelf, where the Agul has
cur r ent runs at its strongest. A ship has however r epor t ed sustaining damage f r om such a wave 30 miles to
seaward of the cont i nent al shelf. No encount ers with abnor mal waves have been report ed inside the 100-
f at hom (182m8) line. When heavy seas have been experi enced out si de the 100-fathom (182m8) line, much
cal mer seas have been experi enced closer i nshore in dept hs of 50 fat homs (91m4).
Abnor mal waves are appar ent l y caused by a combi nat i on of sea and swell waves movi ng in a nort h-east erl y
di rect i on against the Agul has cur r ent combi ned with the passage of a cold front . Swell waves generat ed f r om
st orms in high latitudes are al most always present off the sout h-east ern coast of Sout h Africa, generally
movi ng in a nort h-east erl y di rect i on. These are somet i mes augment ed by ot her swell waves from a depressi on
in the vicinity of Mar i on island ( 46 52' S. , 37 45' E. ) , and by sea waves generat ed from a local depressi on
also movi ng in a general nort h-east erl y direction. Thus t here may be three and sometimes mor e wave
trains each with widely differing wave-lengths all movi ng in the same general direction. Very occasi onal l y
the crests of these different wave trains will coincide causing a wave of except i onal height to build up and
last for a short time. The ext ent of this except i onal height will be onl y for a distance of a few cables bot h
al ong the di rect i on the waves are travelling and al ong the crest of the wave. In the open sea this wave will
be sinusoidal in f or m and a well f ound ship, pr oper l y handl ed, should ride safely over it. However when the
cold front of a depressi on moves al ong the sout h-east ern coast of Sout h Africa it is preceded by a st rong
nort h-east erl y wind. I f this blows for a sufficient length of time it will increase the speed of the Agul has
cur r ent to as much as 5 knots. On the passage of the front the wind changes direction abrupt l y and within
4 hours may be blowing strongly f r om a sout h-west erl y direction. Under these condi t i ons, sea waves will
rapi dl y build up, movi ng in a nor t h- east er l y di rect i on against the much st ronger t han usual Agul has current .
I f this occurs when there is al ready a heavy swell runni ng in a nort h-east erl y direction, the occasi onal wave
of except i onal height, which will build up j ust to seaward of the edge of the cont i nent al shelf, will no l onger
be sinusoidal but ext remel y st eep-front ed and preceded by a very deep t rough. On encount eri ng this t rough,
a ship st eami ng in a sout h-west erl y di rect i on will find her bows still dr oppi ng into the t rough with increasing
moment um when she encount er s the st eep-front ed face of the oncomi ng wave, which she steams st rai ght into,
the wave event ual l y breaki ng over the fore part of the ship with devast at i ng force. Because of the shape
of the wave a ship steaming on a nor t h- east er l y course is much less likely to sustain serious damage.
The weat her condi t i ons giving rise to the abnor mal waves are likely to occur most frequent l y in the wi nt er
mont hs, but will obvi ousl y occur at any time of the year if the condi t i ons are right. Ships pr oceedi ng south-
ward off the sout h-east ern coast of Sout h Afri ca in condi t i ons of heavy swell f r om a sout h-west erl y direction,
and with st rong nort h-east erl y winds bl owi ng with a falling bar omet er , shoul d keep well clear of the seaward
edge of the cont i nent al shelf if a cold f r ont bringing strong sout h-west erl y winds is f or ecast . "
33
16-17 Read: The Omega system was still under development in 1977, and positions should be checked
by other means whenever possible.
Omega-latticed charts cover the Atlantic and N Indian Oceans, and by the end of 1977 should also cover the
S Indian Ocean and the Pacific Ocean. Appropriately l at t i ced. . .
57 Add." 1.104 Traffic Separation Schemes. In many parts of the world where main shipping lanes
converge to enter straits or channels or to round headlands, Traffic Separation Schemes have been estab-
lished. Most schemes have been adopted by IMCO (Inter-governmental Maritime Consultative Organiza-
tion). All schemes whether adopted by IMCO, or sponsored by national authorities, are shown on the
appropriate Admiralty charts, are referred to in Admiralty Sailing Directions, and are listed in The Annual
Summary of Admiralty Notices to Mariners. Regulations for Traffic Separation Schemes adopted by IMCO
are embodied in the International Regulations for Preventing Collisions at Sea, 1972. Regulations for
schemes not adopted by IMCO are given in the appropriate volumes of sailing directions.
The routes given in this volume do not take into account Traffic Separation Schemes and the charts and
publications mentioned above should be consulted for the existence of such schemes in focal areas of ocean
routes.
38
67 For "Baffin Land Current " read "Canadi an Current "
62 For "Baffin Land" read"Canadian"
39
43
58 For " ' W-bound, E" read W, W-bound. E"
8 For ~'2990" read "3160"
47 For "3120" read "3210"
48 For "2970" read "3050"
47
48
21 For "2600" and "2670" read "2560" and "2600"
29 For "2340" and "2500" read "2160" and "2300"
49, 52 For "Bathurst" read"Banjul"
59
32 For "935" read"lO00"
63
31 For "1290" and "1710" read "12905." and "17105-"
51 Add." t S of Sicily.
64 For "415" read "550"
27, 49 For "Ceylon" read"Sri Lanka"
67
68
Diagram 20 facing page. Delete references to NEMEDRI Routes below title and in Black Sea.
72
58 For "Lorenqo Marques" read"Maput o"
74
59 Add: See Africa Pilot. Vol. 111.
69 For "Admiralty Sailing Directions" read"l . 65"
75
3 For "coast." read "coast, see Africa Pilot, Vol. ILL"
77
40 Add: For tanker restrictions off the South African coast, see Africa Pilot, Vol. IlL
44 For "Ceylon" read "Sri Lanka"
58 For "seaward" read "seaward, see 1.65"
68 Add: See 1.65, and for tanker restrictions off South African coast, see Africa Pilot, Vol. IlL
78
24 For "Ceylon" read "Sri Lanka"
8 OCEAN PASSAGES FOR THE WORLD
79
50 For " Ce yl on" read"Sri La nka "
80
20 For "s eawar d, " read "seawar d, see 1.65,"
52- 53, 69 For "Laccadi ve I sl ands" read"Lakshadweep"
68 For"3850"read _750
69 For"3840"read"3740"
69 For " Ce yl on" read "Sr i La nka "
8 For "' Ceyl on" read "Sr i Lanka' "
35 For "4990" read "3990"
81
85
86
8 Add. " For t anker rest ri ct i ons of f the Sout h Afri can coast , see Africa Pilot, Vol. HI.
68 For "4740" read "4730"
69 For "4700" read "4740"
6- 24 Read." 6.164. Aden - - Nort h coast of Australia. Thr ough the Ar abi an Sea, the rout e for this passage
changes seasonally, see 6.153, but the distances t hr ough One and Hal f Degree Channel and Ei ght Degr ee
Channel are virtually the same. E of Mal di ve Islands, t here is a choi ce of rout es, see 6.155.
Tor r es Strait Por t Dar wi n
W ent rance
By ocean r out e, S of Jawa and Ti mor .
S of Jawa and t hr ough Sumba, Ombai and W~tar Straits for Tor r es
Strait, or Sumba and Rot i Straits for Por t Darwi n.
By Mal acca and Sapudi Straits; t hence by W~t ar Strait for Tor r es
Strait, or by Lombok St rai t for Por t Darwi n.
5990
5960
6080
5370
5390
5580
69 For "i s" read " i f "
102
57, 67 For "22 30' S'" read "22 50' S"
105
106
60- 68 Read: The Mai n Rout e passes W of Anambas Kepul auan, thence to position 10 00' N, 110
05' E, t hence mi dway between Macclesfield Bank and Bombay Reef (16 00' N, 112 30' E), and t hence W
of Hel en Shoal (19 12' N, 113 53' E).
Dur i ng the st rengt h of the Sout h-west Mons oon smoot her wat er may be found nearer the coast of the
Cambodi an peninsula.
39, 47
41- 43
For "1450" read" 1500"
Delete "Al t er nat i vel y" t o "mi l es. "
107
108
12 Read: In a st rong Nor t h- east Mons oon a t rack passing W of Anambas Kepul auan, t hence about 30
miles W of Prince of Wales Bank and Nor t h Danger Reef, and t hence t hr ough P' eng-hu chi ang- t ao and
N a l o n g . . .
39- 40 Read: 7.124 Si ngapore ~-~ Manila. Pass W of Anambas Kepul auan, thence about 30 miles W of
Pri nce of Wales Bank and Nor t h Danger Reef, t hence steer a direct course to Manila. Di st ance 1330 miles.
Between pages 108 and 109
Di agr am 25 Delete t hree green lines meet i ng NE of Paracel Islands, and insert three similar green
lines meet i ng mi dway between Paracel Islands and Macclesfield Bank, in position 16 10' N, 113 24' E.
Delete blue line f r om N Danger Reef t o Hong Kong.
114
47 For "76. 11" read"7. 161"
69 For " a r e a " read"area, and NW of Mar i anas Isl ands"
116
32 For " t hr ee" read " f our "
34 Re a d . . . miles. Alternatively, since Bougainville Strait may not be suitable for deep- dr aught ships,
a r out e may be used passing t hr ough J omar d Ent rance, thence following the t racks r ecommended by the
chart s to Pi oneer Channel (5 S, 154 E), and thence between Gi l bert Islands and Marshal l Islands.
117
1 2 Read." The passage may also be made in ei t her di rect i on passing W of Anambas Kepul aun ; t hence
30 miles W of Prince of Wales Bank and r oundi ng Nor t h Danger Reef at the same di st ance, t hence passing
t hr ough Verde Island Passage and San Ber nar di no Strait, p r o c e e d i n g . . .
26 Re ad. " . . . Island, but passes close to r epor t ed dangers near Mi l waukee Bank (32 40' N, 172 10"E).
Di st ance 3390 miles.
122
1 Read." Thr ough the Chi na Sea passing W of Anambas Kepul auan and about 30 miles W of Prince of
Wales Bank t o Bal i nt ang Channel , t hence by great circle across the P a c i f i c . . .
124
21 For "dest i nat i on. " read"dest i nat i on. Caut i on is requi red in the area NW of Mari anas Islands owi ng
to vol cani c activity, see Pacific Islands Pilot, Vol. I . "
125
For " r ecommended. " read "r ecommended. Due at t ent i on being paid to the caut i on in Pacific Islands
Pilot, Vol. I regardi ng vol cani c activity in the area NW of Mar i anas Islands.
130
25, 27, 30 For "6. 81" read "6. 83"
45 For "2190" read "2390"
66 Add: Li napacan Strait 11 37' N, 119 57' E
E approaches.
131
Chi na Sea to Sulu Sea. Deep and clear, but dangers in
133
25 Add: 8.47. Durban - - Japan. In 1976, Capt ai n C. P. Miles of MV Sugekt (16,405 tons) r epor t ed t hat
on leaving Dur ban in July of t hat year, he steered E to the meri di an of 70E, and then set a great circle cour se
for Al or Strait. Aft er passing t hr ough Al or Strait, he kept W of Buru Island (3 17'S, 127 00' E) and Hal maher a
Island (1 00' N, 127 40' E), and t hence set course for Kur e.
He comment ed t hat the passage t ook one day less t han a similar passage made t hr ough Sunda Strait in
July of the previ ous year, and had used 53 tons bunkers less al t hough the distance was about 360 miles
greater. Apar t from spray on deck for two days off the NW coast of Australia, decks were dr y t hr oughout the
whol e passage.
134
In cert ai n copies of this book, the blue dividing page facing page 134 has been i ncorrect l y headed and gives
the cont ent s of Par t I. For these copies, cut out and paste on the correct i on slip at the end of this Suppl ement .
143
55 For "Bat hur s t " read "Banj ul "
1 ~
33 For " Fe r na ndo P6o" r ead"Maci as Nguema Bi yogo I sl and"
59 For " An n o b o n " read"Pagal u' "
156
Rout es 10.61 and 10.97 For " Ce yl on" read "Sri Lanka' "
157
66 Add." See 1.65.
161
22 For " Ce yl on" read"Sri Lanka"
163
6 For "Laccadi ve Isl ands" r ead" Laks hadweep"
10 OCEAN PASSAGES FOR THE WORLD
20 For"lO.54.05"" read"10.74"
23, 33, 41 For " Ce yl on" read"Sri La nka "
2 For"10.54.05" read"10.74"
164
165
166
185
41 For "Ceyl on" read"Sri La n k a "
44, 47, 49, 51, 68 For " Ce yl on" read "Sr i La nka "
186
69 For "Laccadi ve I sl ands" read"Lakshadweep"
187
22 For "Laccadi ve Isl ands" read"Lakshadweep'"
44 For"lO.54.06, 10.54.07" read"10.75, 10.76"'
188
1 For " S of i t . " read "S of it (see 1.65)."
13 For "Laccadi ve I sl ands" read"Lakshadweep"
189
29 For "Laccadi ve I sl ands" r ead " Laks hadweep"
190
46, 54 For " Ce yl on" read "Sr i La nka "
191
23 For " Ceyl on" read "Sr i La n k a "
192
193
6, 70 For " Ce yl on" read"Sri La nka "
194
231
Aden - Tor r es Strait: For "6. 154" read "6. 164"
Pol l ut i on For "11. 101" read "1. 101"
Por t Lo u i s - Tor r es Strait: Add." 6.101
249
250
254
Si ngapore - Yap" For "7. 122" read "7. 176"
Si ngapore - Yokoha ma : For "7. 176" read "7. 122"
Sunda St r a i t - Aden:For "6. 54" read "6. 153"
Sydney - Api a' For "7. 80" read "7. 70"
255
256
Sydney - Noum6a : For "7. 77" read "7. 67"
S y d n e y - Ocean Isl and: For "7. 81" read "7. 71"
Sydney - Suva: For "7. 79" read "7. 69"
Sydney - Tongat apu: For "7. 78" read "7. 68"
Sydney - Val par ai so: Add: Sydney - Wel l i ngt on 7.64
PART 11
CONTENTS
I nt r oduct or y r emar ks .
Chapt er 9 - At l a n t i c Ocean and Medi t er r anean Sea.
Chapt er 10 Indi an Ocean, Red Sea, and East ern Ar chi pel ago"
Cha pt e r 11 --Paci fi c Ocean .
Page
135
137
155
198
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NP 136

OCEAN PAS S AGES

Sunda Strait northward along west coast of Sumatra

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