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Drew's Navigation Guide
So, your new to AMSAG, and you have never navigated or co-driven before, or you are already a co-driver and want to refine your technique. Well, you have come to the right place....as described below is a complete from beginner to advanced guide to rally navigation.
Co-Driving - Do you have what it takes.
 Co-Driving in AMSAG events requires nothing more than a civil drivers licence, a good sense of timing and direction and the ability to hold down a breakfast. If you don't possess any of these things, forget it now. Being sick in a rally car is probably the worst feeling in the world. So if you get queasy when reading the UBD, I suggest that you try something else as it can be quite frustrating. Believe me, being strapped in a rally car with a full face helmet, the smell of fuel in your face and a driver who does not want to loose time is quite a predicament when you are feeling like crap all the time....But if you are up to all that and more, strap yourself in for the ride of your life!
AMSAG Navigation Overview
 AMSAG use the system of Tulip Diagrams. Tulips originate from the classic old Tulip Rally in Holland. They are 'Matchstick' drawings of junctions and major corners, with a dot indicating the approach direction and an arrow head the departure. Each junction or major corner is allocated as an instruction in the road book and the distance between that instruction and the next is printed in a separate column beside this. This intermediate distance reading is cross referenced against your "TerraTrip" - the rally computer which is basically a very accurate trip meter. Depending on the drivers preference, the navigator would "call down" the distance to the instruction, and upon reaching the dot in the tulip, reset the intermediate distance meter on the TerraTrip, and the cycle starts again for the next instruction.
The Road Book
The road books supplied by the event directors are of first class. AMSAG uses a system with transport in a pink paper colour proceeding a competitive stage printed on white paper. These are bound in a bound book, complete with ok/+ printed on the back which is shown in the case of an accident to passing crews. To see an example of the road book Click here. This is a page from the Wingham rally, you will see how tight some of the calls are, giving you co-drivers plenty to do! but with recent changes by Bathurst 2002 event director Ron Moore, has seen the road book change for the better. Our notes were becoming more and more like pace notes, with one to two hundred meters between calls average, our navigators were having trouble keeping up with it all. So now instead of listing the calls separately, close calls will be joined by a distance instruction. So instead of say, 750 meters narrow causeway as one call, and then the next call being 50 meters Road Goes Right, these 2 calls would probably be joined up to read, 750 meters narrow causeway and 50 meters Road Goes Right. This makes it easier for the nav to get the calls out, and gives the driver more info up front where he or she needs it. Here is an example...
| Inst No |
Kilo Cum |
Kilo Int |
Tulip |
Instruction and Advice |
| 1 |
0.00 |
0.00 |
 |
SO from CONTROL |
| 2 |
1.25 |
1.25 |
 |
! SO over Causeway and 50 Meters RGR |
| 3 |
2.00 |
0.75 |
 |
TL at TJ and 30 Meters RGL |
| 4 |
1.70 |
0.80 |
 |
TR at TJ |
Road Book Abbreviations
A good nav will know all of these abbreviations off by heart. They are fairly self explanatory. These abbreviated descriptions are printed next to the instruction in the road book.
BL - Bear Left
BR - Bear Right
FMR - Follow Main Road
HTS - Hard to see
KL - Keep Left
KR - Keep Right
LHS - Left Hand Side
RHS - Right Hand Side
RD - Road
SO - Straight On
SP - Sign Post
RGL - Road Goes Left
RGR - Road Goes Right
RGHL - Road Goes Hard Left
RGHR - Road Goes Hard Right
THL - Turn Hard Left
THR - Turn Hard Right
TJ - Tee Junction
XR - Cross Road
! - Single Caution
!! - Double Caution
!!! - Triple Caution
km - kilometre
Km/h - kilometres per hour
Other Road Book Info
Along with the tulips and measurements in the road book, there is also the following...
full stage overview maps
abbreviation chart
running and service schedule
stage info on top of each instruction page
incident report sheet
OK/+ sign
Timing and Position Cards
 AMSAG does not use A to A timing on rallies ie you don't have to book into a control at a pre-allocated time. AMSAG use a system of Road Position Cards, which basically maintains the rally car's position on the road. The cards are numbered so you just keep in order to maintain your road position. If you are catching the car in front during a stage, then you can have a chat to them at the start of the next stage, ask to swap cards and change your position on the road. If you have a problem or an "off" and need to take extra time in service to repair it, no worries. You can just rejoin the rally later on down the field, not loosing any time, only position on road. However if you do not start a stage, you are given the fastest time +30 minutes, if you do not complete a stage its fastest time +20 minutes. See rally regulations section for more details. Click here to see an example of the position card. Here is some useful information regarding timing matters and AMSAG rallies...
Timing for competitive stages will be elapsed time to the nearest second.
There is no A to A timing as some of you may be familiar with however, each vehicle is expected to maintain its starting position nominated on your position card.
Plenty of time has been allowed to complete transport stages and all competitors are reminded that they are not to exceed the speed limit on any transport stage under penalty of exclusion
No vehicle can start a stage prior to the stage being manned by a control official, or after the sweep vehicle has entered the stage.
It is not permissible to start any stage prior to the zero vehicle under penalty of exclusion
If a vehicle misses a competitive stage it can rejoin the rally at a later competitive stage PROVIDED the stage is open and is manned by an official and the sweep vehicle has not entered the stage.
The time debited for a missed stage will be the fastest time for the stage plus 30 minutes
If a vehicle enters a stage but does not complete it so as to receive a finish time, the time for the stage will be the fastest time for the stage plus 20 minutes
Irrespective of the actual time taken on a competitive stage, the maximum time with can be debited to a competitor who completes a competitive stage is the fastest time for the stage plus 20 minutes
In some competitive or transport stages there will be a secret passage control and or a visual route check (VRC) where competitors will have to note down a symbol or letter which will be prominently displayed at a nominated point.
Failure to note a VRC or pass a passage control point will be deemed a missed stage and will be debited fastest time plus 30 minutes.
You will be directed to hand in your road card at various times during the rally. If you drop out of the rally you are required to notify an official and hand in your road card.
Failure to hand in a road card as required will lead to 30 minute penalties for each stage
Setting up your rally computer
 The road book is set using a rally computer or TerraTrip that will not be unlike the one you use. The course is checked and rechecked many times to ensure the road books accuracy of the calls. The event director then goes out and marks a bit of road with signs from one Km all the way to 5 Km. Before the rally you drive over this 5km, calibrating your TerraTrip to match the pre measured distance. Instructions on how to calibrate your TerraTrip should come with it. Remember if you change wheel size during an event, this will throw your accuracy of your TerraTrip out, so a quick "on the fly" recalibration will be necessary if you want to be accurate with your calls as you will need to be.
You will have to get used to doing this, as a good driver, with confidence in their Co- driver after getting call after call "spot on", will start using the co-drivers intermediate calls as breaking markers for the next call, making the co-drivers job even more important. You will also notice another distance reference in the road book. This is the cumulative distance. Your TerraTrip has 2 meters, one which is reset on every call (intermediate) and one which is allowed to run the entire distance of the stage (cumulative). The latter is used sort of as a back up to the first, so if you get lost or zero your intermediate by mistake, you can use the other reading to judge where you are in your book. This is also another good reason to have your TerraTrip spot on before you start as it will make both your readings more accurate.
Advanced Tips and tricks
 As with any sport, there are tips and tricks you pick up along the way with experience. Different drivers prefer different navigation styles, but described below is what I prefer as a driver, and it works pretty well for our blind tulip style, non pacenote rallies. Basically, I like getting the next instruction or "call" straight away up front with the distance to that instruction read immediately after. This allows the driver to wipe the previous instruction from their mind, so they can start concentrating on what's coming up earlier and not be surprised. This is the key, your there to try and minimise the surprises that the driver has to deal with. Its all pretty full on when you consider you have someone trying on every turn to keep the car your strapped into from spearing off the road. As with anything good preparation is a good starting point, it pays to take the time to do the following...
Navigators Homework
Road Books are generally not issued until event documentation before the rally, its a good idea to find a quite spot with a highlighter and a pen and do your homework. This means doing the following before a rally stage...
Checking all pages are there and in the right order
Put a zero after any tight intermediate calls, making it in hundreds of metres instead of tenths ie 0.70 becomes 0.700 so you say 700 meters instead of .7 of a kilometre. This will let the driver gauge the distance better, and keep it relative to the hundreds of meter calls you have already been giving him ie 300, 200, 100, 50 etc
Check there are no close calls on page turns, and if so, make a small note of the call no the preceding page. Don't copy the call and scribble it out on the next page, as this will just lead to the same problem with the 2nd call on the next page turn if its tight as well.
On Competitive stage pages, turn the top right hand corner of the page down. This makes it easier to grab the page and not turn multiple pages which is a common mistake.
Double check servicing schedule with service crew
Double check your car has spare pens, highlighters, water and maybe some muesli bars, quell for those who want to risk it.
On first transport, double check your TerraTrip calibration
Before a stage start, take a look at the stage overview map to see what to expect. If its straight lines on the map, let your driver know its a fast one and tighten up the belts!
Putting it into practice
So lets say that we have just sitting ready to start a stage. The co-driver would tell the driver the first few calls, perhaps if the driver is good, give them a look at the stage overview map. Then the co-driver would count the start down with the starter of the stage, as while the car is revving and sealed for dust its sometimes hard to hear the starter. Then, lets say the first 4 calls are as follows...
| Inst No |
Kilo Cum |
Kilo Int |
Tulip |
Instruction and Advice |
| 1 |
0.00 |
0.00 |
|
SO from CONTROL |
| 2 |
1.25 |
1.25 |
|
! SO over Causeway |
| 3 |
2.00 |
0.75 |
|
TL at TJ |
| 4 |
1.70 |
0.80 |
|
TR at TJ |
The Co-driver would give the 2nd call immediately, "1.25 k Straight on over causeway". Single cautions are optional if you read them or not, singles sometimes are better off not being read! The co-driver then works out what distance 300 meters before the call. This should already be done during your homework period, or if you good at math, do it on the fly. In the case of 1.25 Km, minus 300 meters would be .95 or 950 meters. Once your TerraTrip hits that mark, give the driver the first countdown call, "300 meters Straight On Over Causeway" and continue this every 100 meters, counting down all the time, "200 Meters" etc. If your going fast, 100 meters is plenty of road for the driver to pull up the car.
Sometimes you may want to give a 50 meter call, but if the driver has seen the junction or whatever they may say, "got it" or something, just get ready to zero that intermediate meter once you hit your dot in the tulip diagram. As soon as you go through that instruction, that's when you give the next call, 750 Meters Turn Left at Tee Junction, and the process restarts. All the time a good co-driver will cross check the book with the TerraTrip, and also the road. If you know you didn't quite zero on the mark, you can expect to be out a few meters, so you should either recalculate your calls by trimming your subtraction of 300 meters. This is why I like doing that on the fly, as you can jot down on top of the intermediate the adjusted calling point. As I mentioned earlier, a good driver will start using your calls as braking markers so you can have quite a big impact with your results if your good enough. However if you or your driver are just starting, all you have to do is use the same technique, but make less calls ie call at 500 meters and then call at 100 meters instead of every 100. You will both find it less confusing and gives you time do do the zeroing and page turning.
Road Markings, Arrows and Bunting
 Bunting is used as well as caution boards, but generally there are no arrows to point the way. The navigator is tested as well as the driver. Caution boards will be displayed on any major hazard that appears in the rally course, anything from an unseen hump to a creek crossing. Bunting is that red and white tape you see at any sporting event or crime scene these days. AMSAG use this to define the course, so if any bunting is broken by your car during the rally, its an AMSAG rule that is must be replaced as you found it before proceeding on your stage. However you should Never rely on bunting, signs or arrows to let you know where you are in the book. If you get lost, tell you driver to pull well off the road out of the way so you can get your head about you and find out where you are. Screaming off down unknown roads trying to find your way back onto the course is a recipe for disaster. Always consider that there are other cars on the tracks, and if you got yourself to where you did, then other people may make the same mistake. The stage overview maps can also help in this situation. Still, worse things can happen than getting lost in a stage...
What do I do when it all goes wrong
 It happens, your driver spears off the road and you know there is another car coming in 2 minutes. First thing is, Don't panic. Check yourself and your driver for injuries. If your all ok, get your driver to get on the UHF on the rally channel and try and let a control know when and where you have gone off. Check your road book for where you have ticked off to, this will tell you exactly where you are, give them the stage number and instruction number. Meanwhile Grab your triangles and your road book, and head back down the road opposite to the direction you were heading. You want to get your triangles out on the same side as the car is on, and in a position to warn any approaching driver that your car is there and not to hit it, or you for that matter. Don't put them on the road as they will just get smashed and be no good to anyone. Try and get one at least 50 meters up the road, then put another one down closer say 30 meters from the car, then one where the car is if on the road, or where you went in if off the road and not visible. If you hear a car coming and your crew is ok, show them the Ok sign and wave them past.
If you or your driver, or any spectator for that matter is not injured then DO NOT attempt to stop any crew to help you get your car back on the road, you are likely to get run over instead! However if someone in your crew is in need of medical assistance, every effort should be made to stop at least the next 3 cars that past by showing the Cross on the back of your road book. The first one that comes along stops to assist. The second should stop and assess the situation, then proceed at normal speeds until a control or road closure is reached where communication can be made to rally control, and the stage commanders and event directors can send the on site ambulance into stage as the situation requires. The third car should also stop at the scene of the accident to assist, but any more than that tends to just cramp the situation so if you arrive on an accident that is under control, check first, and if it is, proceed out of stage. If you lost any time by stopping to assist in an incident like this, keep a note of how much time was lost, and generally if the stage is not cancelled, or given a scratch time, you will be credited this time against your results.
Oh, one last tip, most road books have a clear plastic sheet front and rear. If you ever been in a roll over, you will find yourself without a front windscreen, the remainder of which is sitting in your cabin and flying around with the dust getting in your eyes. If you don't have any sun glasses or anything, tear off these 2 clear plastic covers, grab some electrical tape that you should have in your car and tape them around the front of your helmet! Instant Eye Protection against whatever mother rally can throw at you, full steam ahead!
And Finally, to Co-drive, or drive?
I used to co-drive for 8 years before I started driving, and its a great way to learn different driving techniques. But if you are a budding driver, I would suggest not to get stuck in the "silly seat" as we call it for too long. Otherwise, Co-Driving is a hell of a lot of fun, and you can have a huge input into your results if your keen enough. If I have not put you off, this guide may help you improve your technique to become a better co-driver, the net effect being quicker stage times.
Cheers
:Drew McPhee
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