IALA MARITIME BUOYAGE SYSTEM

Combined Cardinal and Lateral System (Red to Port in Region A and Red to Starboard in Region B)
INTRODUCTION The Need for Change The severest test of a buoyage system occurs when the mariner is confronted unexpectedly at night or in low visibility by the lights marking an uncharted danger, such as a recent wreck; immediately, he must decide which way to go. The fact that a long-established system of buoyage is not always sufficiently understood was illustrated by the disaster in the Dover Strait in 1971. Although appropriately marked, the wreckage of the Texaco Caribbean was struck by the Brandenburg, which sank. A few weeks later the wreckage, despite being marked by a wreck-marking vessel and many buoys, was struck by the Niki, which also sank. A total of 51 lives was lost. On sighting a navigational mark, every mariner's reaction should be instinctive, positive and correct. Near The Varne bank in the Dover Strait, which was the scene of the sinkings, the system used was the Lateral one. Where wreck-marking was concerned, this meant that mariners had to know the significance of all the green shapes or lights which indicated that a mark had to be left to port or starboard, or passed on either side; it also meant that there must be no doubt about the 'direction of buoyage' in the area concerned. In open waters, prior to the introduction of the IALA Maritime Buoyage System, the convention in the United Kingdom was that the direction of buoyage followed the main stream of flood tide, but this direction was not always obvious. The IALA Maritime Buoyage System retains simplified Lateral marks to define the limits of channels inshore, but provides Cardinal marks to overcome the weaknesses described above; to augment, if necessary, the Lateral marks; and to reduce the use of middle ground and secondary channel marks. A knowledge of the characteristics of the Cardinal marks, used in conjunction with a compass, is all that is needed to be confident of where navigable water lies in relation to any mark, charted or uncharted, which the mariner may encounter. Cardinal marks are not a novelty, of course, but their use has been impaired by a lack of fully agreed characteristics. As just one example: in the system of buoyage traditionally used by some countries, a West buoy (meaning that the mark lies west of the danger it is guarding) has a topmark, while an East buoy has a topmark. However, in the systems used by some other countries, these topmark shapes are reversed. Development of Buoyage Systems The beginnings of a uniform system of buoyage emerged in 1889, when certain countries agreed to mark the port hand side of channels with black can buoys and the starboard hand with red conical buoys. Unfortunately, when lights for buoys were introduced, some European countries placed red lights on the black port hand buoys to conform with the red lights marking the port hand side of harbour entrances, whilst throughout North America, red lights were placed on the red starboard hand buoys. Thereafter, various conferences were convened which sought for a single buoyage system, but without success until 1936 when another uniform system of buoyage was formulated in a Convention drawn up under The League of Nations at Geneva. It established a Cardinal system, and a Lateral system with the principle that red buoys (with red or even-numbered flashes of white lights) should be used on the port hand, and black buoys (with odd-numbered flashes of white light) on the starboard hand. But several countries were not signatories to this Convention and continued to develop their original, and opposite, system. The Convention, however, was still unratified when most European buoyage systems were swept away by World War II (1939-45). After the war, buoyage systems were re-established in N W Europe based on the 1936 Geneva Convention, but wide differences in interpretation, due partly to the need to use available equipment, resulted in nine different systems coming into use in these waters. Much of the North and South American continents and some countries of the Pacific continued to favour red to starboard and used only a Lateral system of buoyage. As recently as 1976 there were more than thirty different buoyage systems in use worldwide, many of these systems having rules in complete conflict with one another. In 1973, observing the need for urgency, another attempt to find a single world-wide buoyage system was put in hand, this time by giving new terms of reference to the Technical Committee of the International Association of Lighthouse Authorities, which had been studying various projects, including buoyage, for the previous 8 years. The International Association of Lighthouse Authorities (IALA) is a non-governmental body which brings together representatives from the aids to navigation services in order to exchange information and recommend improvements to aids to navigation based on the latest technology. The United Kingdom's representation includes Trinity House, the Northern Lighthouse Board and the Commissioners of Irish Lights.
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IALA decided that agreement on a single world-wide system of buoyage could not be achieved immediately, but concluded that the use of only two alternative systems was practicable, one using the colour red to mark the port hand side of channels and the other using the colour red to mark the starboard hand side of channels. These were called System A and System B respectively. The rules for System A which included both Cardinal and Lateral marks were completed in 1976 and agreed by the Inter-Governmental Maritime Consultative Organization (IMCO)*. The introduction of the System began in 1977 and its use has gradually spread throughout Europe, Australia, New Zealand, Africa, the Gulf and some Asian countries. The rules for System B were completed in early 1980 and these were felt to be suitable for application in the countries of North, Central and South America, Japan, Korea and the Philippines. The rules for the two Systems were so similar that the IALA Executive Committee felt able to combine the two sets of rules into one known as the IALA Maritime Buoyage System. This single set of rules allows lighthouse authorities the choice of using red to port or red to starboard, on a regional basis, the two regions being known as Region A or Region B. To achieve this single set of rules and to meet the needs of Region B countries, it was proposed to make certain small additions to the agreed System A rules. These additions were of a minor nature and did not make any significant change to the System A buoyage already being introduced. At a conference convened in November 1980 with the assistance of IMCO and the International Hydrographic Organization (IHO), the lighthouse authorities from fifty countries and the representatives of nine international organizations concerned with aids to navigation met and agreed to adopt the rules of the new combined System. The buoyage regions were also decided. NP 735 The purpose of this booklet is to describe the IALA Maritime Buoyage System and how it is being shown on Admiralty charts. Most of the information given in Editions 1 and 2 was based on the official IALA publication on System A (Supplement No. 6 to the IALA Bulletin1976). This Edition 3 contains many additions and amendments based mainly on the booklet "IALA Maritime Buoyage System" published by IALA in November 1980. *Renamed International Maritime Organization (IMO) on 22 May 1982.

DESCRIPTION OF THE IALA MARITIME BUOYAGE SYSTEM

2.1 Scope The System applies to all fixed and floating marks, other than lighthouses, sector lights, leading lights and marks, light-vessels and lanbys. It serves to indicate: The sides and centrelines of navigable channels; natural dangers and other obstructions such as wrecks (which are described as 'New Dangers' when newly discovered); areas in which navigation may be subject to regulation; or other features of importance to the mariner. Fixed Marks It should be understood that most lighted and unlighted beacons, other than leading marks, are included in the System. In general, beacon topmarks have the same shape and colours as those used on buoys. (Because of the variety of beacon structures, the accompanying diagrams show mainly buoy shapes.) Types of Marks The System provides five types of marks which may be used in any combination: Lateral marks indicate the port and starboard hand sides of channels (when a channel divides, a modified Lateral mark may be used to indicate the preferred route); Cardinal marks, used in conjunction with the compass, indicate that navigable water lies to the named side of the mark; Isolated Danger marks erected on, or moored directly on or over dangers of limited extent; Safe Water marks, such as mid-channel buoys; and Special marks, the purpose of which is apparent from reference to the chart or other nautical documents. The combination of Cardinal and Lateral marks is a feature which might seem difficult to grasp at first. Diagrams 7, 8, 9 and 10 illustrate ways in which the marks can be used together, and should be studied after the characteristics of
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General Remarks

each type of mark have been mastered. Superseded Marks Certain marks were superseded by the introduction of the IALA System, including those for indicating wrecks; there are no special 'landfall' or 'transition' marks in the IALA System. There is no differentiation between the marks for such special features as spoil grounds, anchorages, cable areas and military exercise areas, all of which will be marked by yellow buoys which may, in addition, carry lettering to indicate the purpose of the buoy. Characteristics of Marks The significance of a mark depends on one or more features: By dayColour, shape and topmark. Colours of Marks The colours red and green are reserved for Lateral marks, and yellow for Special marks. The other types of mark have black and yellow or black and red horizontal bands or red and white vertical stripes, as described later. Shapes of Marks There are five basic buoy shapes, namely, can, conical, spherical, pillar and spar. In the case of can, conical and spherical, the shape indicates the correct side to pass. With pillar and spar buoys, the shape has no such special significance. The term 'pillar' is used to describe any buoy which is smaller than a lanby and which has a tall central structure on a broad base; it includes beacon buoys, high focal plane buoys and others (except spar buoys) whose body shape does not indicate the correct side to pass. It must be understood that, even after the introduction of the new Buoyage System, much existing equipment will continue to be used, including, for example, light-floats. Variations on the basic shapes, therefore, are fairly common but, by day, the colours and topmarks prevent ambiguity. Topmarks The IALA System makes use of can, conical, spherical and X-shaped topmarks only. Topmarks on pillar and spar buoys are particularly important and are used wherever practicable, but ice or other severe conditions may occasionally prevent their use. Colours of Lights Where marks are lighted, red and green lights are reserved for Lateral marks and yellow for Special marks. The other types of mark have a white light, distinguished one from another by rhythm. Rhythms of Lights Red and green lights may have any rhythm, as the colour alone is sufficient to show on which side they should be passed. Special marks, when lighted, have a yellow light with any rhythm not reserved for white lights of the system. The other types of mark have clearly specified rhythms of white light: various quick flashing rhythms for Cardinal marks, group-flashing (2) for Isolated Danger marks, and relatively long periods of light for Safe Water marks. Some shore lights, specifically excluded from the IALA System, may, by coincidence, have characteristics corresponding to those approved for use with the new marks. Care is needed to ensure that, on sight, such lights are not misinterpreted. By nightLight colour and rhythm.

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2.2

Lateral Marks (see Diagrams 1, 2, 3 and 4)

Direction of Buoyage Lateral marks are generally used for well-defined channels; they indicate the port and starboard hand sides of the route to be followed, and are used in conjunction with a conventional direction of buoyage. The conventional direction of lateral buoyage is defined in one of two ways: (see Diagram 1). (a) Local direction of buoyageThe direction taken by the mariner when approaching a harbour, river estuary or other waterway from seaward; or (b) General direction of buoyageThe direction determined by the buoyage authorities, following a clockwise direction around continental land masses; it is usually given in Sailing Directions, and, if necessary, indicated on charts by a symbol (see Section 3). In some places, particularly straits (being open at both ends), the Local direction of buoyage may be over-ridden by the General direction. In Diagram 1, note that the General direction gives way to the Local direction at the outer limit of the Thames Estuary. Around the British Isles the General direction of buoyage runs Northward along the W coasts and through the Irish Sea, Eastward through the English Channel and Northward through the North Sea.

Diagram 1 Buoyage Regions There are two international Buoyage Regions, A and B, where Lateral marks differ. The geographical disposition of these two Regions is indicated in Diagram 2. Lateral marks in-Region A use red and green colours by day and night to denote the port and starboard sides of channels respectively (see Diagram 3). However, in Region B these colours are reversed with red to starboard and green to port (see Diagram 4).

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IALA MARITIME BUOYAGE SYSTEM Buoyage Regions A and B, November 1980 Diagram 2

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LATERAL MARKS USED IN REGION A

These diagrams are schematic and indicate the approved shapes, colouring and topmarks of buoys in the IALA System. Particularly in the case of pillar buoys, the diagrams are not intended to convey the detailed configuration and topmark size of the buoys in use; these features will vary somewhat depending on the individual design of the buoys in use.

PORT HAND
Colour: Red Shape (Buoys): Cylindrical (can), pillar or spar Topmark (if any): Single red cylinder (can)

STARBOARD HAND
Colour: Green Shape (Buoys): Conical, pillar or spar Topmark (if any): Single green cone point upward

DIRECTION OF BUOYAGE

LIGHTS, when fitted, may have any rhythm other than composite group-flashing (2+1) used on modified Lateral marks indicating a preferred channel. Examples are: Red light Green light Continuous quick light SingleQ.G *QkFI.G Q.R*QkFI.R flashing light Long-flashing light FI.G LFI.G FI.R LFI.R Group-flashing light FI(2)G FI(2)R *GpFI(2)G *GpFI(2)R * These abbreviations are obsolescent The lateral colours of red or green are freauentiv used for minor shore liqhts, such as those markinq pierheads and the extremities of jetties.

PREFERRED CHANNELS At the point where a channel divides, when proceeding in the conventional direction of buoyage, a preferred channel is indicated by a modified port or starboard Lateral mark as follows.
Preferred channel to starboard Colour: Red with one broad green horizontal band Shape (Buoys): Cylindrical (can), pillar or spar Topmark (if any): Single red cylinder (can) Preferred channel to port Colour: Green with one broad red horizontal band Shape (Buoys): Conical, pillar or spar Topmark (if any): Single green cone point upward

DIRECTION OF BUOYAGE

FI(2+1)R

Red light roup-flashing (2+1) light NOTES

Green light

FI(2+1)G

Where port or starboard marks do not rely on can or conical buoy shapes for identification, they carry the appropriate topmark where practicable. If marks at the sides of a channel are numbered or lettered, the numbering or lettering follows the conventional direction of buoyage. Special marks, with can and conical shapes but painted yellow, may ho used in r.nniunriion with the standard Lateral marks for special types of channel marking; see 2.6. Diagram 3

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LATERAL MARKS USED IN REGION B

These diagrams are schematic and indicate the approved shapes, colouring and topmarks of buoys in the 1ALA System. Particularly in the case of pillar buoys, the diagrams are not intended to convey the detailed configuration and topmark size of the buoys in use; these features will vary somewhat depending on the individual design of the buoys in use.

PORT HAND
Colour: Green Shape (Buoys): Cylindrical (can), pillar or spar Topmark (if any): Single green cylinder (can)

STARBOARD HAND
Colour: Red Shape (Buoys): Conical, pillar or spar Topmark (if any): Single red cone point upward

LIGHTS, when fitted, may have any rhythm other than composite group-flashing (2+1) used on modified Lateral marks indicating a preferred channel. Examples are: Continuous quick light Single-flashing light Longflashing light Groupflashing light The lateral colours of red or green are frequently used for minor shore lights, such as those marking pierheads and the extremities of jetties. PREFERRED CHANNELS At the point where a channel divides, when proceeding in the conventional direction of buoyage, a preferred channel is indicated by a modified port or starboard Lateral mark as follows. Preferred channel to port Preferred channel to starboard Colour: Red with one broad green horizontal band Colour: Green with one broad red horizontal band Shape (Buoys): Conical, pillar or spar Shape (Buoys): Cylindrical (can), pillar or spar Topmark Topmark (if any): Single red cone point upward (if any): Single green cylinder (can)

Group-flashing (2+1) light NOTES Where port or starboard marks do not rely on can or conical buoy shapes for identification, they carry the appropriate topmark where practicable. If marks at the sides of a channel are numbered or lettered, the numbering or lettering follows the conventional direction of buoyage. Special marks, with can and conical shapes but painted yellow, may be used in conjunction with the standard Lateral marks for special types of channel marking; see 2.6.

Diagram 4

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2.3 Cardinal Marks (see Diagram 5) Names of Marks A Cardinal mark is used in conjunction with the compass to indicate where the mariner may find the best navigable water. It is placed in one of the four quadrants (North, East, South and West), bounded by the true bearings NW-NE, NE-SE, SE-SW, SW-NW, taken from the point of interest. A Cardinal mark takes its name from the quadrant in which it is placed. The mariner is safe if he passes N of a North mark, E of an East mark, S of a South mark and W of a West mark.
Uses

A Cardinal mark may be used to: Indicate that the deepest water in an area is on the named side of the mark; Indicate the safe side on which to pass a danger; Draw attention to a feature in a channel such as a bend, junction, bifurcation, or end of a shoal. Topmarks Black double-cone topmarks are a very important feature, by day, of Cardinal marks: the arrangement of the cones must be memorised. More difficult to remember than North ( topmarks: W tor Wineglass may help. ) and South ( ) are the East ( ) and West ( )

Cardinal marks carry topmarks whenever practicable, with the cones as large as possible and clearly separated. Colours Black and yellow horizontal bands are used to colour a Cardinal mark. The position of the black band, or bands, is related to the points of the black topmarks, thus: NorthPoints up Black band above yellow band. SouthPoints down Black band below yellow band. West Points inward Black band with yellow bands above and below. East Points outward Black bands above and below yellow band Shap The shape of a Cardinal mark is not significant, but in the case of a buoy it is a pillar or spar. Lights When lighted, a Cardinal mark exhibits a white light; its characteristics are based on a group of quick or very quick flashes which distinguish it as a Cardinal mark and indicate its quadrant. The distinguishing quick or very quick flashes are: NorthUninterrupted. East 3 flashes in a group. South6 flashes in a group followed by a long flash. West 9 flashes in a group. To aid the memory, the number of flashes in each group can be associated with a clock face (3 o'clockE, 6 o'clockS, and 9 o'clockW). The long flash (of not less than 2 seconds duration), immediately following the group of flashes of a South Cardinal mark, is to ensure that its 6 flashes cannot be mistaken for 3 or 9. The periods of the East, South and West lights are, respectively, 10, 15 and 15 seconds if a quick light and 5, 10 and 10 seconds if a very quick light. Quick lights flash at a rate between 50 and 79 flashes per minute, usually either 50 or 60. Very quick lights flash at a rate between 80 and 159 flashes per minute, usually either 100 or 120. It is necessary to have a choice of Quick or Very Quick lights in order to avoid confusion if, for example, two North buoys are placed near enough to each other for one to be mistaken for the other.

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CARDINAL MARKS
Topmarks are always fitted (when practicable) Buoy

shapes are pillar or spar

NOTES * These abbreviations are obsolescent Mariners are warned that certain types of buoy lighting equipment in current use on South and West Cardinal light-buoys have proved to be liable to exhibit occasionally one too many or one too few short flashes. These diagrams are schematic and indicate the approved shapes, colouring and topmarks of buoys in the IALA System. Particularly in the case of pillar buoys, the diagrams are not intended to convey the detailed configuration, exact colour disposition and topmark size of buoys in use; these features will vary somewhat depending on the individual design of the buoys in use.

Lights, when fitted, are white Very Quick Lights or Quick Lights; a South mark also has a Long Flash immediately following the quick flashes.
Diagram 5

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2.4 Isolated Danger Marks (see Diagram 6) Use An Isolated Danger mark is erected on, or moored on or above, an isolated danger of limited extent which has navigable water all around it. The extent of the surrounding navigable water is immaterial: such a mark can, for example, indicate either a shoal which is well offshore, or an islet separated by a narrow channel from the coast. Charted Position On a chart, the position of a danger is the centre of the symbol or sounding indicating that danger. The symbol indicating the Isolated Danger buoy will inevitably be slightly displaced. Topmark A black double-sphere topmark ( ) is, by day, a very important feature of an Isolated Danger mark and, whenever practicable, this topmark will be carried, with the spheres as large as possible, disposed vertically, and clearly separated. Colour Black with one or more red horizontal bands are the colours used for Isolated Danger marks. Shape The shape of an Isolated Danger mark is not significant, but in the case of a buoy it is a pillar or spar. Light When lighted, a white flashing light showing a group of two flashes is used to denote an Isolated Danger mark. The association of two flashes and two spheres in the topmark may be a help in remembering these characteristics. 2.5 Safe Water Marks (see Diagram 6) Use A Safe Water mark is used to indicate that there is navigable water all around the mark. Such a mark may be used as a centreline, midchannel or landfall buoy. Colour Red and white vertical stripes are used for Safe Water marks, and distinguish them from the black-banded danger-marking marks. Shape Topmark Spherical, pillar or spar buoys may be used as Safe Water marks. Ligh A single red sphere topmark will be carried, whenever practicable, by a pillar or spar buoy used as a Safe Water mark. When lighted, Safe Water marks exhibit a white light, occulting, or isophase, or showing a single long flash, or Morse "A" If a long flash (i.e. a flash of not less than 2 seconds) is used, the period of the light will be 10 seconds. 2.6 Special Marks (see Diagram 6) Use A Special mark may be used to indicate to the mariner a special area or feature, the nature of which is apparent from reference to a chart, sailing directions or notices to mariners. Special marks may be numbered or lettered to indicate their purpose. Uses include: Ocean Data Acquisition Systems (ODAS), i.e. buoys carrying oceanographic or meteorological sensors; Traffic separation marks, where use of conventional channel marking might cause confusion; Spoil ground marks; Military exercise zone marks; Cable or pipeline marks, including outfall pipes; Recreation zone marks. Another function of a Special mark is to define a channel within a channel. For example, a channel for deep draught vessels in a wide estuary, where the limits of the channel for normal navigation are marked by red and green Lateral buoys, may have the boundaries of the deep channel indicated by yellow buoys of the appropriate Lateral shapes, or its centreline marked by yellow spherical buoys. Colour Yellow is the colour used for Special marks. Shape The shape of a Special mark is optional, but must not conflict with that used for a Lateral or Safe Water mark. For example, an outfall buoy on the port hand side of a channel could be can-shaped but not conical. Topmark When a topmark is carried it takes the form of a single yellow X. Light When a light is exhibited it is yellow; the rhythm may be any, other than those used for the white lights of Cardinal, Isolated Danger and Safe Water marks. The following are permitted examples: Group-occulting, single-flashing, group-flashing with a group of four, five, or (exceptionally) six flashes, composite group-flashing and morse code light. In the case of ODAS buoys, the rhythm used is group-flashing with a group of five flashes every 20 seconds.

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ISOLATED DANGER MARKS

Topmark (This is a very important feature by day and is fitted wherever practicable)

Light, when fitted, is white, Group-flashing (2)

Shape: pillar or spar

SAFE WATER MARKS

Topmark (if the buoy is not spherical, this is a very important feature by day and is fitted wherever practicable) Shape: spherical or pillar or spar Light, when fitted, is white Isophase, or Occulting, or Longflashing every 10 seconds, or Morse A.

SPECIAL MARKS
Topmark (if fitted) Light, when fitted, is yellow, and may have any rhythm not used for white lights Examples Shape: optional Topmark (if fitted) If these shapes are used they will indicate the side on which the buoys should be passed

* These abbreviations are obsolescent

NOTE These diagrams are schematic and indicate the approved shapes, colouring and topmarks of buoys in the IALA System. Particularly in the case of pillar buoys, the diagrams are not intended to convey the detailed configuration, exact colour disposition and topmark size of the buoys in use; these features will vary somewhat, depending on the individual design of the buoys in use.

Diagram 6

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2.7 New Dangers (see Diagrams 7 and 9) Definition A newly discovered hazard to navigation not yet shown on charts, or included in sailing directions, or sufficiently promulgated by notices to mariners, is termed a New Danger. The term covers naturally occurring obstructions such as sandbanks or rocks, or man-made dangers such as wrecks. Marking A New Danger is marked by one or more Cardinal or Lateral marks in accordance with the IALA System rules. If the danger is especially grave, at least one of the marks will be duplicated as soon as practicable by an identical mark until the danger has been sufficiently promulgated. Lights If a lighted mark is used for a New Danger, it must exhibit a quick light or very quick light: if it is a Cardinal mark, it must exhibit a white light; if a Lateral mark, a red or green light. Racons The duplicate mark may carry a racon, coded Morse 'W ( ), showing a signal length of one nautical mile on a radar display.

3. CHART SYMBOLS AND ABBREVIATIONS

(see Diagrams 8, 10 and 11) Changes New symbols and abbreviations, and altered ones, are being incorporated in Admiralty charts when they are corrected or reprinted for use with the IALA Buoyage System. Symbols and abbreviations shown on charts to represent older systems of buoyage will remain unchanged until the new System is introduced into those areas. Conventional Direction of Buoyage Where the conventional direction of buoyage may be open to doubt it is indicated on charts by a magenta symbol. Pillar buoys The various forms of buoy termed 'pillar buoy' are indicated by the symbol introduced in 1976 for this purpose. Spar buoys and Beacons The symbol for a spar buoy is also used to indicate a spindle buoy. In accordance with standard practice, spar buoy symbols are sloped to distinguish them from beacon symbols which are upright. Colours The shading of buoy symbols formerly used to indicate the colours of buoys is omitted. A black (i.e. filled-in) symbol is used for green marks and for all spar buoys and beacons; an open symbol is used for all other coloured buoys and beacon towers. The abbreviated description of the colour, or colours, of a buoy is given under the symbol. Where a buoy is coloured in bands, the colours are indicated in sequence from the top, e.g. East buoyBlack with yellow bandBYB. If the sequence of the bands is not known, or if the buoy is striped, the colours are indicated with the darker colour first, e.g. Safe Water buoyRed and white stripesRW. Topmarks Lights Topmarks are charted boldly. Topmark symbols are inserted in solid black except when the topmark is red. The period of the light of a Cardinal mark is determined by its quadrant and by whether the light is a quick light or a very quick light; the period is less important than its rhythm. Where space on charts is limited, and on second and smaller scale charts, the period may be omitted. Light-stars Light-star symbols, formerly inserted above buoy symbols (and below the topmarks, if fitted), are omitted. This enables the topmark symbol to stand out more clearly, and avoids confusion with the X-shaped topmarks used on some Special marks. Light-flares Magenta light-flares are inserted with their points adjacent to the position circles at the base of the symbols: this avoids the lightflares obscuring the topmark symbols, and is in line with international chart practice. Radar reflectors Radar reflectors are not affected by the IALA Buoyage Rules, but in 1976 their general significance was reconsidered in the study initiated by the need for new symbols. It was decided not to chart them on the introduction of the new buoyage for several reasons: it can be assumed that most major buoys are fitted with radar reflectors (some nations have already ceased to chart them on these grounds); it is necessary to reduce the size and complexity of buoy symbols and associated legends; and it is understood that, in the case of Cardinal buoys, buoyage authorities site the reflector so that it cannot be mistaken for a topmark. Promulgation of details of System 'A' symbols and abbreviations The symbols and abbreviations as shown in Diagram 11 are also given in 5011, Symbols and Abbreviations used on Admiralty Charts. Diagram 11 is also published as a separate chartlet 5044. Created by Capt. Peter V. Ivanov 12

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4. IMPLEMENTATION OF THE IALA MARITIME BUOYAGE SYSTEM

Introduction of the new buoyage began in the Dover Strait in 1977. By the end of 1982 the process will have been completed in northwest Europe, including the Baltic Sea; in west Europe and in much of the Mediterranean Sea and the Red Sea; also in Singapore, Australia, Hong Kong, and parts of Africa, the Gulf, New Zealand, Malaysia, and Indonesia. Programmes for the other areas have been drawn up. In January of each year, the latest information about the progress to date, the programme for the coming twelve months, and the long term schedule, is given in Admiralty Notices to Mariners. The notice is accompanied by a chartlet illustrating the areas affected in each annual stage. Detailed information about the Admiralty charts affected in each year and the arrangements being made for their correction is also announced in Notices to Mariners. Preliminary Notices may be issued to give details of the proposed new buoys and shore marks. Amendments to individual charts affected are promulgated through normal channels, using the most appropriate method in each case, i.e. New Edition, Notices to Mariners Block or Notice to Mariners. As far as is practicable, the issue of these amendments is co-ordinated with the change-over schedule of the buoyage authorities. However, the need to allow time for world-wide distribution may result in the amended charts being available to some mariners a few weeks before the actual changes take place. Normally, the issue of a New Edition automatically cancels an existing chart. However, until all the changes affecting a chart have taken place, the cancelled version should be retained for reference with respect to buoyage. Confirmation that the buoyage changes in specific areas have been carried out will normally be announced in Radio Navigational Warnings and in Notices to Mariners.

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