WAYPOINT - Making your voice heard wherever you are
Dr Andy Norris, an active Fellow of The Nautical Institute and the Royal Institute of Navigation, explores why we need to talk on the bridge – but communications outside the vessel can be better without words
For most transport sectors, safe navigation does not fundamentally rely on voice communications. We can navigate cars, lorries, trains and generally even ships without having to discuss our actions with those outside. Instead, we rely on all involved responding correctly to the observed scene and, just as importantly, on everybody’s compliance with applicable laws, rules and practices. Visual information comes from sources like lights, signs, instrument panels and maps, as well as the direct view of other moving platforms and fixed potential hazards.
However, voice by radio plays an important secondary role. For instance, on the roads, broadcast systems tell us about delays and temporary hazards, enabling extra care or a detour to be made in good time. The equivalent digital information is generally communicated effectively to the driver by a synthesised voice system, as used on many in-car satnav systems. In the maritime world, voice communications can help in clarifying intentions between vessels, but are mainly used to exchange less immediate navigation-related information, such as meteorological reports, or agreeing transit and berthing instructions.
Voices in the air
Voice exchange dominates navigation in the civil aircraft world, however. Following the adoption of radar-facilitated air traffic control in the 1950s, reliable voice communications for navigation became an over-riding feature of safe air transport. Passenger aircraft movements became totally orchestrated from the ground, including landing and takeoff, together with detailed track and altitude instructions for the crew to follow en-route, unless specific circumstances, such as major air disturbances, prompted them to request changes.
To ensure complete understanding, detailed requirements have been developed around the words used by ground controllers and crew when exchanging information. The main language used can vary according to the area of control, but English must also be permitted as an international language. Box 1 (below) shows examples following the ICAO requirements, detailed for use in UK airspace.
Radio at sea
At sea, communications by radio have been around since the beginning of the 20th century. The sinking of the Titanic in 1912 showed the strengths and weaknesses of the then installed systems, leading to the introduction of more detailed requirements by major flag States. These were all for communications using Morse code but greatly increased the ability of ships to receive safety-related information and to communicate when problematic situations had developed. The advent of GMDSS in the 1980s led to the decline of Morse code and to the domination of voice, even though Morse also apparently continued to be used by some at sea into the early 21st century!
IMO recognises the importance of marine voice communications in its document, “IMO Standard Marine Communication Phrases” in Resolution A.918(22). However, unlike ICAO’s requirements, simplified English is used throughout in a attempt to get the best comprehension within a very international environment. IMO emphasises that, because the document is so extensive (more than 100 pages), it should be taught selectively according to users’ specific needs. Importantly, it covers far more than just radio communications, recognising that crews can be very international in nature, and that effective voice communication onboard a vessel is always essential.
Civil aircraft
Voice communication examples consistent with UK CAA – CAP 413
BIGJET 347, reduce speed to Mach 0·7
BIGJET 347, descend Flight Level 150,level by South Cross
G-BJCD, for wake turbulence separation turn left heading 270
BIGJET 347, climb at 1,000 feet per minute or greater
GAUNTLET 25, begin descent now for a 3 degree glidepath
Marine vessels
Voice communication examples consistent with IMO A.918(22)
The tide is 2 metres below prediction
You will berth at 10:30 UTC
I am ready to get underway
According to my radar, your course does not comply with Rule 10 of the COLREGs
Large vessel is leaving the fairway – keep clear of the fairway approach
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