Terms of Service

2a. Not a Professional Weather Routing Service

WeatherWindow.AI provides weather analysis and route planning tools for mariners. The Service is not a professional weather routing service, not a certified weather routing service, and is not staffed by human meteorologists, marine forecasters, weather routers, or any other credentialed weather professionals. WeatherWindow.AI is not staffed by American Meteorological Society (AMS) Certified Consulting Meteorologists or equivalent credentialed professionals. The Service is an automated, AI-generated software tool that applies algorithmic analysis to publicly available numerical weather prediction model data and presents the resulting probabilistic assessments to you for your independent evaluation. Assessment Labels (Section 2) are AI-generated assessments of global forecast model data at the time the analysis is run; they are not the output of a licensed meteorologist, professional weather router, or any credentialed advisory service. Each assessment reflects modelled conditions as of the model-run timestamp shown with it, applies only to the window analyzed, and expires as stated below in this Section 2a.

Service scope — express limitations on what the Service is and is not. You acknowledge and agree that the Service consists solely of automated software output delivered through the application and that the Company does not provide, and the Service does not include, any of the following:

• No human meteorologist on staff. The Company does not employ, retain, or contract with any meteorologist, marine forecaster, certified consulting meteorologist, weather router, or other credentialed weather professional whose work product is delivered to you as part of the Service.
• No human review of output. No assessment, analysis, summary, route, polar projection, or any other output of the Service is reviewed, endorsed, corrected, supplemented, or approved by any human meteorologist or weather professional before, during, or after delivery to you.
• No phone consultations. The Company does not offer telephone consultations regarding weather, passage planning, route selection, departure timing, or any other aspect of the Service or its output.
• No personalized routing consultations with a human. The Company does not offer one-on-one consultations with any human regarding the planning of specific passages, the routing of specific vessels, the timing of specific departures, or the interpretation of Service output as applied to your specific circumstances.
• No email correspondence about specific routes or specific passages. The Company does not provide email-based advisory communications regarding any user's specific route, specific passage, specific departure, or specific vessel. Customer-support communications addressing account, billing, or product-functionality questions are not weather-routing communications and shall not be construed as such.
• No active monitoring of passages in progress. The Service does not monitor, track, or otherwise maintain awareness of any vessel during a passage. The Service does not communicate with vessels at sea. The Service does not issue alerts, advisories, or other communications to vessels in transit. Once an assessment has been generated, the Service takes no further action with respect to that assessment, that vessel, or that passage.
• No departure clearance, recommendation to depart, or assumption of any duty of care. No output of the Service constitutes a clearance to depart, a recommendation that you depart, an instruction to take or refrain from any navigational action, or the assumption of any duty of care toward you, your vessel, your crew, or any passenger.
• No certification, licensure, accreditation, or registration. The Service is not certified, licensed, accredited, or registered as a weather-routing service, marine forecasting service, or meteorological consulting service under the law of any jurisdiction, and holds no credential issued by the American Meteorological Society, the World Meteorological Organization, any national meteorological agency, any maritime regulatory authority, any flag-state authority, any coastal-state authority, or any other governmental or professional credentialing body.

Affirmative characterization of the Service's automated mechanism. You expressly acknowledge and agree that, as a binding condition of your use of the Service:

• The automated large-language-model system can and does make errors, including factual errors, omissions of material conditions, and incorrect inferences from the forecast data on which it operates. The output may misstate, understate, overstate, or omit hazardous conditions present in the underlying forecast data. The output may make inferences that are inconsistent with the underlying forecast data, with established meteorological reasoning, or with prevailing conditions. The output may produce confident-sounding statements that are wrong. These are known and inherent characteristics of the class of automated systems used by the Service; they are not bugs, defects, or breaches of any duty owed to you. The Company makes no representation, warranty, or guarantee — express or implied — that any specific output is accurate, complete, current, free from error, or suitable for your specific passage, vessel, crew, or circumstances.

The acknowledgments in this paragraph are material to your agreement to these Terms. You may not use the Service unless you accept these characterizations of the Service and its output as accurate, and unless you assume the responsibility, set forth in Section 2 and Section 2a-1, to independently verify all output of the Service against official sources before any departure or navigation decision. These disclosures are read together with the pre-access disclosure modal and the Disclosure page; where they differ, the language imposing the broader limitation, wider disclaimer, or heavier user obligation controls.

Users who require professional weather routing should engage a professional weather routing service.

Software analysis and route planning tool — analytic-tool characterization. You acknowledge and agree that the Service is properly characterized as an analytic software tool, not as a maritime service. The Service is a consumer-facing software application that applies automated AI-driven analysis to publicly available numerical weather forecast model data. The Service includes automated route planning tools alongside its weather analysis tools. Route planning output is produced by automated software computation — a dead-reckoning passage projection along the route you supply — applied to publicly available numerical weather prediction model data and to vessel polar performance data displayed in or supplied to the Service. Route planning output is not human routing, not professional weather routing advice, and not the output of any credentialed advisory service. The presence of route planning tools does not convert the Service into a professional weather routing service, does not add any human to the analytic workflow, and creates no duty of care beyond those expressly set forth in these Terms. The relationship between the Company and you is a software-licensing relationship: the Company licenses to you the right to use the Service to generate automated AI analysis and automated route-planning computations from publicly available forecast model data and polar data for your own independent decision-making. The Company performs no service traditionally provided by maritime professionals (such as pilotage, towage, salvage, certified weather routing, or licensed meteorological consulting), and the Company's duties to you are limited to those expressly set forth in these Terms. Specific user obligations and Service-scope limitations applicable to the route planning tools are set forth in §2a-1 below.

Staleness and expiry. Each assessment is generated from the most recent available run of one or more numerical weather prediction models at the moment the analysis is run, and becomes increasingly unreliable as that model run ages. The controlling signal for the freshness of any assessment is the model-run timestamp associated with it, not the wall-clock time of delivery. You must re-run any assessment before making a departure decision whenever the underlying model run is more than six (6) hours old, whenever fresher model output has become available, whenever conditions are rapidly evolving, or whenever your vessel's position, planned route, or departure timing has changed materially from the parameters used in the original assessment. Independently of the re-run obligations above, every assessment expires no later than six (6) hours after it is generated; an expired assessment must not be relied on for a departure decision, and those obligations may require re-running sooner than that outer limit. The Service makes no representation that any assessment, regardless of age, accurately reflects current or future atmospheric or sea conditions.

In rapidly evolving weather situations — including but not limited to active tropical systems, fast-moving frontal passages, areas of active convection or squall activity, or any condition in which conditions are observed or forecast to change materially within the planning horizon — you must re-run the assessment immediately and consult real-time official sources — including official marine and tropical advisories for the waters concerned and maritime safety broadcasts — before any passage or departure decision. No re-run interval, model-run timestamp, or other freshness indicator presented by the Service constitutes a guarantee that an assessment remains accurate; the user retains the obligation to evaluate currency and accuracy at the moment of decision. Forecast uncertainty is inherent in all numerical weather prediction regardless of when the model was run.

2a-1. Route Planning Tools — User Responsibilities and Service-Scope Limitations

This Section 2a-1 supplements Section 2 (NOT FOR NAVIGATION), Section 2a (Not a Professional Weather Routing Service), and Section 2b (Traffic Separation Schemes and Regulatory Routing), and applies to all use of the Service's route planning tools. To the extent of any conflict between this Section 2a-1 and any other provision of Section 2, the more restrictive provision controls.

(a) Passage projections along your route — not route recommendations. The route planning tools produce computed routes — dead-reckoning passage projections along the route you supply — by applying numerical weather prediction model data and vessel polar performance data to the origin, destination, and waypoint coordinates you supply. The track geometry of every computed route is supplied by you. The Service does not generate, select, alter, or propose route geometry, and does not evaluate alternative paths between your origin and destination; what the Service computes is the projected timing, speed, and weather exposure of your vessel along the route you supplied, based on modelled data at the moment of computation. The Service does not represent any computed route as the optimal, best, recommended, safest, fastest, or preferred route for your vessel or your passage. No computed route is endorsed by the Company. The Company makes no representation that any computed route is the route a professional weather router, certified meteorologist, or experienced mariner would select.

(b) User responsibility to modify the computed route. You acknowledge and agree that you are solely responsible for reviewing every computed route and for modifying or rejecting that route based on hazards the route computation cannot know about or accurately model. The route computation operates on forecast model data, polar data, and the coordinates you supply. It incorporates no bathymetric, hydrographic, shoreline, chart, aids-to-navigation, vessel-traffic, regulatory-zone (including restricted, protected-species, speed-restricted, military, and infrastructure exclusion zones), Notice to Mariners, or transient-hazard data of any kind, and a computed route does not avoid any hazard of any such kind — including land, shoal water, wrecks, ice, other vessels, and any hazard requiring local knowledge or pilotage. A computed route may therefore pass through water that is not passable, and no absence of a warning indicates that any portion of it is. It is your responsibility to modify any computed route to avoid all such hazards using official, currently corrected nautical charts (paper or electronic), Notice to Mariners corrections, official tide tables, GMDSS and equivalent broadcasts, and your own knowledge of local conditions. You agree to accept all responsibility and risk associated with navigation, including the routing decision itself, the route you supply, your decision to rely on any computed route, and any modification or non-modification you make to a computed route.

(c) No scheduling commitment — ETAs and waypoint timings are computed estimates only. Estimated time of arrival (ETA), estimated time of departure from any waypoint, leg duration, passage duration, and all other temporal outputs of the route planning tools are computed estimates derived from forecast model data and polar performance data at the moment of computation. They are not promises, guarantees, or scheduling commitments by the Company. You must not plan or commit to any time-dependent activity in reliance on Service ETAs or waypoint timings — including any arrival, clearance, crew, berth, pilotage, lockage, event, or charter commitment whose timing depends on the vessel's arrival. Forecast accuracy degrades with forecast age, polar performance varies materially from modeled estimates, current and tidal effects differ from model predictions, and operational factors (sail trim, helmsmanship, mechanical condition, traffic, weather observed in real time) affect actual passage time in ways the route computation does not model.

(d) No monitoring, updates, or communication; no duty from position data. The Service does not update any computed route or assessment unless you re-run it, does not monitor or track any vessel or passage, does not evaluate your position or conditions against any route between requests, and does not push notifications, alerts, or communications of any kind. Any display of position data, from any source, is passive display only. The Company assumes no duty by receiving or displaying position data — including any duty to detect or warn of route deviation, distress, or emergency, to notify search-and-rescue authorities, or to render aid.

(e) [Reserved.]

(f) Polar performance data — modeled estimates, user-editable, user-verifiable. Vessel polar data used by the route planning tools is a modeled estimate of vessel performance generated by the Service from the vessel characteristics you supply, or taken from a polar file you upload. Polar data displayed in the Service is not certified sea-trial performance data for any specific vessel and does not reflect the actual performance of your vessel under your sail inventory, your loading condition, your bottom condition, your crew skill, or the sea state in which you are sailing. You may edit polar data to better reflect your vessel's observed performance. You are responsible for verifying that polar data used to compute any route reasonably reflects your vessel's actual performance characteristics before relying on any computed route. Route computation accuracy — including computed track, ETA, leg timings, and the suitability of the route for your vessel — depends on polar data accuracy. The Company makes no representation that default polar data is accurate for your vessel, and the Company is not responsible for any consequence arising from reliance on a route computed using inaccurate or unverified polar data.

(g) Traffic Separation Schemes, regulatory routing, and COLREGS compliance; user representation and warranty of COLREGS competency. The route planning tools may compute routes that pass near to, adjacent to, or through Traffic Separation Schemes (TSS) and other regulatory navigation regimes — including without limitation IMO-adopted TSS, recommended tracks, precautionary areas, two-way routes, deep-water routes, areas to be avoided, inshore traffic zones, and Vessel Traffic Service (VTS) areas. You are solely responsible for compliance with all applicable regulatory routing measures, including but not limited to Rule 10 of the International Regulations for Preventing Collisions at Sea (COLREGS) and analogous rules under coastal-state law. The Service may or may not display warnings, notifications, or visual indications when a computed route passes near or through a TSS or other regulatory routing regime. Any such display is informational only and is not a guarantee of TSS detection, a representation that all regulatory routing in the route's vicinity has been identified, or a substitute for your own consultation of official charts and applicable regulations. Your responsibility for compliance with COLREGS Rule 10 and all other applicable regulatory routing rules is independent of, and not affected by, whether the Service displays any warning regarding a computed route. The Section 2b disclaimers concerning TSS and regulatory routing are incorporated into this Section 2a-1 by reference and apply with full force to all output of the route planning tools.

You represent and warrant that you are familiar with, and competent to apply, the International Regulations for Preventing Collisions at Sea (COLREGS) in their entirety and the navigation rules of any coastal state in whose waters you will navigate, and all other rules of the road applicable to your passage. You further agree to consult official, currently-corrected nautical charts and any applicable Coast Pilot, Sailing Directions, or equivalent publication before using any computed route, and to verify that your planned route complies with all applicable navigation rules before departure. You acknowledge and agree that no computed route is a substitute for your own application of the navigation rules, and that the Service does not perform, and is not capable of performing, the rule-application judgment that the COLREGS and analogous coastal-state rules commit to you as the master of the vessel.

(h) Software origin; open-source components. The route planning and passage-projection computations used by the Service are proprietary software of the Company. Where the Service incorporates third-party open-source software components, the Company complies with the applicable license's source-availability, attribution, and notice obligations. Nothing in these Terms purports to waive, modify, or limit any right you may have under an applicable open-source license as to any open-source code embedded in the Service. Information regarding open-source components used in the Service (where applicable) is available on request to [email protected].

(i) Marine insurance — the Service does not consider your policy. The Service does not request, hold, or consider the terms of any marine insurance policy applicable to you or your vessel. No assessment, computed route, or other Service output accounts for — or represents a passage's compliance with — any navigational-limit or cruising-area warranty, seasonal or lay-up warranty, named-storm or windstorm exclusion or restriction, crew or usage warranty, or any other term or condition of your hull, liability, or other marine insurance coverage. A GO or any other Assessment Label is not a representation that a passage is consistent with your insurance coverage, and undertaking a passage may suspend or void coverage under your policy regardless of any Service output. You are solely responsible for verifying, before departure, that any planned passage complies with the terms of your marine insurance coverage.

(j) Internet connectivity requirement. The Service is a cloud-based application that requires an active internet connection to retrieve weather forecast data, generate AI analysis, and display passage reports. It does not function offline. Users should not rely on the Service as a planning tool in situations where internet connectivity may not be available, including offshore passages beyond reliable cellular or satellite data coverage, and must independently obtain weather information through means available without internet connectivity before entering areas where connectivity cannot be assured.

Reserved discretion to suspend or modify assessments. The Company may, at any time and without notice, suspend, withhold, downgrade, caveat, or otherwise modify the issuance or display of any assessment for any region, vessel profile, horizon, data source, or class of passage. Doing so is not a breach of any duty or grounds for any claim, refund, or remedy beyond those in these Terms; the Company is under no obligation to issue an assessment, and the absence of one is not itself an assessment. This is a reserved discretion, not an undertaking: the Company disclaims any duty to detect, monitor for, or act on any data-quality issue, degradation, outage, or defect, no internal quality practice creates such a duty, and no past exercise creates a duty to exercise it again. Where an assessment is displayed with a reliability caveat, the caveat is part of the assessment.

2a-2. Automated AI System — Transparency Disclosures

This Section is provided for transparency. It is not an admission regarding the classification of the Service under any AI-governance regime, and all rights and defenses under any such regime are reserved.

(a) System purpose. The Service is an automated AI software application whose sole intended purpose is to assist a human master of a vessel in passage planning — that is, (i) the pre-departure evaluation of whether a proposed route and departure window are consistent with publicly available numerical weather forecast model output, and (ii) the discrete, user-initiated re-assessment of a passage in progress against then-current forecast model output, as described in §2a-3 (En-Route Briefings). Each such re-assessment is an advisory analysis of the same character as, and subject to the same limitations as, a pre-departure assessment; it is not monitoring, tracking, or surveillance of any passage, and §2a-1(d) applies to it in full. The Service is intended to be consumed by a competent human master who, at all times, retains and exercises the non-delegable duty of command recognized by the general maritime law of the United States, together with the responsibility imposed by Rule 2 (Responsibility) of the International Regulations for Preventing Collisions at Sea (COLREGs) and analogous coastal-state regimes. The Service is not intended to replace, supplement, or modify any duty owed by the master, by any person aboard the vessel, or by any third party. The Service does not make any decision concerning you within the meaning of Article 22 of the GDPR.

(b) Capability boundaries — what the Service does. The Service:

• Accepts as input a route (origin, destination, and any intermediate waypoints) and a departure window that you supply;
• Retrieves, server-side, such forecast-model, tidal, current, and official weather-product data as is available to the Service for the route and window you supply (the Service does not represent that all relevant official products are retrieved for any passage — see §2c);
• Applies an automated large-language-model system to the retrieved forecast data, together with the vessel polar performance data associated with your vessel profile, to produce a probabilistic interpretation of forecast conditions along the input route during the input departure window;
• Computes a passage projection along the route you supply (origin, destination, and any intermediate waypoints) using automated dead-reckoning computation, applied to the same publicly available forecast data and to the vessel polar performance data; and
• Displays the resulting probabilistic assessment, narrative summaries, and passage-projection output through the Service's user interface for your independent evaluation.

(c) Capability boundaries — what the Service does NOT do. The Service does not, and is not designed to:

• Provide real-time monitoring, observation, or surveillance of any vessel, passage, weather condition, or other phenomenon;
• Establish or maintain any two-way communication channel with any vessel master, crew member, vessel operator, or third party in relation to any passage in progress or any output of the Service (the discrete, user-initiated, request-response delivery of an en-route briefing described in §2a-3 is not the establishment or maintenance of such a channel, and is expressly governed by §2a-3(b));
• Integrate with, control, command, direct, override, or otherwise interact with any vessel control system, autopilot, electronic chart system, AIS transmitter, GMDSS device, engine control, sail-handling system, or other onboard equipment;
• Operate as, or contribute to, any certified or accredited meteorological service, weather-routing service, marine forecasting service, navigation system, electronic chart system, or other regulated maritime safety service;
• Generate, select, or optimize route geometry in any sense — the Service computes only a dead-reckoning passage projection along the route and waypoints you supply, does not evaluate or propose alternative paths between origin and destination, does not represent any computed route as optimal, best, recommended, or preferred, and does not perform the routing or optimization judgments that a credentialed human router would perform;
• Receive human meteorologist, marine forecaster, weather router, or other credentialed-professional review of any output before, during, or after delivery;
• Generate, transmit, or relay any distress signal, safety-of-life-at-sea communication, GMDSS broadcast, NAVTEX message, NAVAREA warning, or other maritime safety information of any kind; or
• Make any autonomous decision concerning you, your vessel, your passage, or any third party.

(d) Known limitations. You expressly acknowledge that the Service is subject to the following classes of limitation, which are inherent to the technology and data on which it operates:

• Numerical weather prediction model limitations. The forecast model output on which the Service operates has finite spatial and temporal resolution and a limited skill horizon; skill degrades with forecast lead time, sooner for small-scale features than for large-scale ones, and the Service neither removes nor materially reduces that uncertainty.
• Known weakness in rapidly evolving conditions. Numerical weather prediction models — and any AI interpretation of those models — perform less well in conditions of rapid mesoscale or synoptic-scale evolution, including but not limited to active tropical cyclones, explosive cyclogenesis events, fast-moving cold or warm fronts, severe convective outbreaks, squall lines, and abrupt sea-state transitions associated with current-against-wind regimes in major boundary currents. The Service is not suitable as the basis for any planning decision in or near an active tropical cyclone, and must not be relied on as any part of a tropical-cyclone avoidance plan. Tropical systems can also form after a departure, within a passage window that showed no active system at the time of analysis. No pre-departure assessment excludes the risk of tropical cyclogenesis during a passage, and in-season passages in tropical-cyclone basins carry that formation risk regardless of any Service output. Cross-reference: §2 (NOT FOR NAVIGATION) and §2c (Forecast Data Sources and Official Weather Products).
• Training-data scope of the automated large-language-model system. The automated large-language-model system used by the Service was trained on a corpus that has a temporal cutoff and a domain scope determined by the system's developer. The Company does not warrant that the training corpus covers any specific maritime region, vessel type, weather phenomenon, regulatory regime, or temporal window. The system's outputs reflect the statistical regularities of its training corpus as applied to the inputs presented at run time, and may reflect bias, omission, or staleness inherent to that corpus.
• LLM-class limitations. The class of automated large-language-model systems to which the Service's analytic component belongs is known to exhibit the following limitations: hallucination (generation of statements that are not supported by the input data and that may be incorrect), model drift (changes in output behavior over time as the underlying system is updated or retrained by its developer), sensitivity to input phrasing (variation in output quality and content as a function of how the input is structured or framed, even when the underlying facts are the same), confident incorrectness (production of incorrect output in a tone and structure that suggests confidence and reliability), and incomplete coverage (omission of material conditions or considerations that a human expert would have raised). These limitations are inherent and are not eliminated by any safeguards the Service applies.
• Polar performance data limitations. Vessel performance data used in route computation is modelled and approximate, and may differ materially from actual vessel performance. See §2a-1(f).
• Coverage limitations. The Service's route computations and assessments do not incorporate bathymetric, hydrographic, or chart data (an optional, display-only chart layer — never consulted by any computation or assessment — is described in §2e); the Service does not detect or avoid bottom hazards, does not incorporate official Notice to Mariners corrections, and does not account for transient or local conditions not present in publicly available forecast model output. See §2e, §2f, §2g.
• No accuracy metric is warranted. The Company does not publish, and does not warrant, any specific accuracy metric for any Assessment Label or other Service assessment — including without limitation false-positive rate, false-negative rate, calibration, Brier score, or any other quantitative measure of forecast or classification skill. Numeric risk indices displayed by the Service (for example, squall or lightning risk scores expressed on a 0–100 scale) are dimensionless modelled indices used to rank relative forecast signal; they are not probabilities, not measured frequencies, and not calibrated to any observed rate of occurrence. Users must not infer any specific accuracy level from the appearance, formatting, or confidence of any output.
• Comfort and motion characterizations. Comfort and motion characterizations are qualitative, modelled, provisional estimates derived from forecast sea-state and vessel data; they are not measured, not calibrated to observed conditions aboard any vessel, and not a safety metric. Where the Service expresses comfort as one of a small number of named levels, those levels are ordered categories, not a numeric scale: the intervals between them are neither equal nor quantified, and the boundaries between them are approximations. The constants and thresholds by which they are computed are provisional and may be revised at any time without notice; the Company does not represent that any such characterization has been validated against measured motion data from any vessel on any passage, that it will be, or that any future revision will produce the same characterization for the same conditions. A comfort characterization describes modelled vessel motion, not the experience, fitness, or safety of any person aboard, and does not account for individual susceptibility, crew condition, or vessel loading. Where a comfort characterization appears in an ensemble or distribution display, that display reports how model members were distributed across those named levels and does not convert them into a numeric or probabilistic quantity. A favorable characterization is not an assessment that a passage is safe; whether the vessel, the crew, and the passage are matched to the conditions is a judgment committed exclusively to the master.

Probabilistic and ensemble output. Where the Service displays ensemble or probabilistic output — including percentile values (for example P10, P50, or P90), ranges, spreads, distributions, member counts, or corridor visualizations associated with any ETA, fuel, motoring, comfort, assessment, or other quantity — each such display describes the spread of outcomes across multiple runs of numerical weather prediction models at the moment of analysis. Percentile and distribution displays are not probabilities of real-world outcomes, not probabilities that a passage will be safe, comfortable, or timely, and not confidence levels in any assessment. Where a display is labeled "Probability," "Precip %," "Squall %," or similar, that value is a member frequency — the share of contributing ensemble members meeting a Company-selected threshold over a Company-selected window — not a calibrated probability of real-world occurrence. The threshold and window are not necessarily displayed; the contributing members may differ from display to display; the Company does not calibrate, bias-correct, or verify such frequencies against observed outcomes. A narrow range does not mean conditions are certain, and a favorable percentile does not mean an unfavorable outcome is unlikely on the water. Ensemble output is subject to every limitation in Section 2 and its subsections, becomes stale on the same terms as any other assessment, and must not be treated as a quantitative safety metric. No output of the Service is excluded from the limitations of this paragraph, or of Section 2 and its subsections, by reason of not being expressly named here. The display types named here are illustrative, not exhaustive.

Share-of-time displays. Where a display expresses a condition as a share of time, that value is a pooled fraction of member-hours meeting the stated condition; it does not indicate how many members encounter that condition or for how long, and the contributing members and hours may differ from display to display.

Precision is not accuracy. Output may be incomplete, misleading, or erroneous even where it is highly detailed or specific. Numerical precision, leg-by-leg granularity, percentile bands, index values, and timings stated to the hour or minute are artifacts of computation, and the resolution, smoothness, and apparent definition of any map, plotted track, position display, corridor, overlay, or other graphical or cartographic depiction are artifacts of the display format. Neither indicates that the underlying forecast data or analysis supports that level of precision, and neither may be read as indicating accuracy, confidence, or reliability. A finely resolved number and a sharply drawn line are not evidence of a finely resolved or sharply known condition on the water. This paragraph applies to all Service output, in every mode, including all displays described in §2a-1, §2a-2, §2a-3, §2e, §2f, and §2g.

(e) Intended use. The Service is intended for use by competent adult mariners aboard recreational and small-commercial vessels for the pre-departure planning of passages and for the user-initiated re-assessment of a passage in progress as described in §2a-3 (En-Route Briefings). An en-route briefing is subject to every limitation in Section 2 and its subsections; it degrades with model-run age exactly as a pre-departure assessment does; it must never be the sole or primary basis for any decision to continue, divert, heave to, or abort a passage; and at sea, as at the dock, the master's non-delegable duty of command and the duty of seamanship govern every decision. The Service is not intended for, and must not be used for:

• Navigation — that is, the act of conducting a vessel from one place to another, which requires charts, electronic chart systems, real-time observation, and the application of the COLREGs and analogous coastal-state navigation rules by a competent human master;
• Active route control, autopilot input, or any other real-time vessel control function;
• Planning of any passage that requires entry into, transit through, or proximity to an active tropical cyclone (cross-reference: tropical-cyclone exclusion on the Disclosure page);
• Use as the sole or primary basis for any decision affecting safety of life at sea;
• Use by professional crew or seamen to discharge navigation or weather-routing duties in the course of employment (Section 3);
• Use aboard vessels engaged in carriage for hire of large numbers of passengers (e.g., passenger ships subject to SOLAS), commercial cargo vessels subject to MARPOL or SOLAS Chapter V regulatory regimes, or any vessel whose operation is subject to a flag-state safety-management certification under the ISM Code, except as a supplementary planning input that does not replace any required certified service.

(f) Human oversight expectation. The Service is designed to be used under complete and continuous human oversight by the master of the vessel. You expressly acknowledge that:

• The master is the sole decision-maker for every departure, navigation, route, and vessel-safety decision;
• The master is required to independently verify every material element of the Service's output against official sources — including official nautical charts, currently corrected; official weather products from the relevant national meteorological agency; GMDSS, NAVTEX, and VHF safety broadcasts; and the master's own observation and seamanship — before acting on any output;
• The master is required to override the Service's output whenever the master's independent observation, knowledge, or judgment indicates that the output is wrong, incomplete, or inapplicable to the master's circumstances;
• The master is solely and exclusively responsible for the consequences of any reliance on the Service's output, and the Service does not transfer, share, reduce, or discharge any portion of the master's non-delegable duty of command recognized by the general maritime law of the United States, or the responsibility imposed by Rule 2 (Responsibility) of the COLREGs or any analogous rule.

This human-oversight expectation is a material condition of your use of the Service. The Service is not designed to be used, and must not be used, in any mode that bypasses, automates around, or reduces the master's continuous oversight role.

(g) Accuracy claims. The Service is provided "as is" and "as available"; no statement in marketing material, support correspondence, or any other Company communication is a warranty of any accuracy level, and no output is a certified, audited, or warranted forecast.

(h) Provider identity and contact. The provider of the Service is the Company, as identified in the introduction to these Terms; contact details are in §17 (Contact). Inquiries regarding the AI system's transparency disclosures, capability boundaries, or known limitations may be directed to the contact channel set forth in §17. For inquiries from EU/EEA users specifically, please reference §13 of the Privacy Policy (EU Representative) for the applicable contact channel.

2a-3. En-Route Briefings — User-Initiated Re-Assessment of a Passage in Progress

(a) What an en-route briefing is. The Service includes an en-route briefing mode. An en-route briefing is a discrete, user-initiated re-assessment of a passage in progress: when — and only when — you request one, the Service captures a single GPS position fix from your device, transmits that fix to the Service's servers together with your request, and generates a fresh assessment of the then-current modelled forecast data for the remaining portion of the route you previously supplied, from your current position to your destination. In en-route mode, the inputs to the analysis are the single position fix transmitted with your request, the remaining route geometry you supplied, your vessel profile, and the most recent forecast model data available to the Service at the moment of the request. An en-route briefing is the same advisory artifact as a pre-departure assessment — a probabilistic, time-stamped assessment of modelled forecast data within the meaning of Section 2 — generated at a different moment in the passage, and it is subject to every limitation, disclaimer, and user obligation in Section 2, §2a, §2a-1, and §2a-2, without exception.

(b) No monitoring between requests; request-response only. Each en-route briefing exists only because you requested it. Between requests, the Service does not monitor, track, observe, evaluate, or maintain any awareness of your vessel, your position, your progress, or the weather along your route, and does not generate alerts, warnings, updates, or communications of any kind — exactly as stated in §2a-1(d) (no monitoring, updates, or communication; no duty from position data), which applies in full to en-route briefings. The single position fix transmitted with a request is used solely to generate the briefing you requested; the Company assumes no duty of any kind by receiving it, and the Service does not know, and does not attempt to determine, whether your vessel remains underway, has diverted, or has arrived after a briefing is delivered. The delivery of a briefing in response to your request is a request-response software transaction initiated and controlled by you; it is not the establishment or maintenance of a communication channel with a vessel at sea, not a communications watch, not watchkeeping, and not monitoring within the meaning of §2a-2(c). An en-route briefing is subject to §2a (Staleness and expiry).

(c) En-route assessment vocabulary; DIVERT defined. In en-route mode the assessment vocabulary is GO, CAUTION, and DIVERT. DIVERT is the en-route analogue of a NO-GO assessment: a probabilistic, time-stamped assessment that the Service's automated AI analysis — applying the Service's configured assessment criteria to the modelled forecast data — assessed conditions on one or more remaining legs as outside the criteria for continuing the passage as planned. A DIVERT assessment is not an instruction, an order, a command, a routing directive, a recommendation to take any specific action, a distress or urgency communication, or a determination of what a prudent master would do. Imperative or urgent phrasing in an assessment or its accompanying narrative (such as "abort," "divert now," or "head to the nearest safe harbor") is the expression of an assessment category and its rationale; it is not a command, and it does not transfer, share, reduce, or discharge any part of the master's non-delegable duty of command or duty of seamanship. The decision to continue, heave to, divert, seek sea room, or abort — and the selection of any destination, course, or tactic — is the master's alone, made on the master's own assessment of the vessel, the crew, and the conditions actually prevailing.

(d) Harbor, shelter, and refuge references are informational context only. An en-route briefing or other Service output may include the name, bearing, or distance of one or more harbors, anchorages, shelters, or refuges — including in the rationale accompanying a DIVERT assessment, in any "immediate actions" or "nearest safe harbors" display, and in any shelter listing. All such references are informational shelter context only, drawn from modelled and static data sources. They are not proposed route geometry, not a course to steer, not an instruction or recommendation to proceed to any location, and not a representation that any harbor, approach, or anchorage is reachable, navigable, safe, or suitable for your vessel at its draft, in the prevailing or forecast conditions, at any state of tide, or at all. Harbor and shelter references do not alter the architecture of §2a-1(a): the Service does not generate, select, alter, or propose route geometry, and any track to any shelter is geometry that you alone create and for which you alone are responsible under §2a-1(b). Before shaping a course for any harbor or shelter, the master must independently verify the approach, depths, hazards, and entrance conditions against official, currently corrected nautical charts, the applicable Coast Pilot, Sailing Directions, or equivalent publication, and the master's own observation. Whether shelter or sea room is the safer course is a judgment committed exclusively to the master.

(e) Assessment labels — complete vocabulary; every label is an assessment, none is a clearance or instruction. The Assessment Labels are GO, CAUTION, MARGINAL, NO-GO, DIVERT, and any other assessment or recommendation label displayed by the Service, in any mode. In en-route mode the Assessment Labels are GO, CAUTION, and DIVERT; DIVERT is defined in §2a-3(c). MARGINAL is an intermediate pre-departure assessment category between GO and NO-GO. Every Assessment Label, in every mode — regardless of phrasing, formatting, color, or urgency — is subject to Section 2: it is a probabilistic, time-stamped assessment of modelled forecast data and nothing more, and no label is a departure clearance, a continuation clearance, an instruction, an order, a command, or the assumption of any duty of care. Any list of suggested actions or nearby harbors accompanying any Assessment Label is informational context subject to §2a-3(c) and §2a-3(d), not a checklist of commands.

(f) Connectivity; underway limitations; official sources. En-route briefings require an active internet connection (§2a-1(j)). An en-route briefing may also be unavailable, delayed, or refused for reasons unrelated to your connectivity, including upstream data or automated-analysis provider unavailability, rate limiting, refusal, or discontinuation (§2h), or the Company's exercise of the discretion reserved in §2a-1. Offshore connectivity is frequently unavailable, degraded, or intermittent, and §12 (no mid-passage access guarantee) applies in full: you must not plan any passage, or any underway decision, on the assumption that an en-route briefing will be available when you want one — for any reason, and not only for reasons of connectivity. An en-route briefing must never be the sole or primary basis for a decision to continue, divert, heave to, or abort (§2a-2(e)); underway, conditions can evolve faster than forecast model cadence, and a GO or CAUTION assessment does not mean conditions will remain manageable for any period after the underlying model run. Underway as at the dock, you remain obligated to maintain required communications watches and to obtain official maritime safety information by the means described in §2c (including GMDSS, NAVTEX, and VHF/MF broadcasts), which may contain warnings the Service does not reflect.

2b. Traffic Separation Schemes and Regulatory Routing

The Service does not compute compliance with IMO-adopted Traffic Separation Schemes (TSS), Vessel Traffic Services (VTS) requirements, or local port authority routing regulations. Routes that pass through or near any IMO-adopted TSS or other routing measure require the vessel operator to independently assess and comply with all applicable routing rules, including COLREG Rule 10.

The Service may note the existence of a TSS in its AI-generated analysis, but any such notation is informational only. The skipper retains sole responsibility for compliance with all mandatory routing measures, coastal state regulations, and international maritime law applicable to the passage.

The Service does not address customs, immigration, or regulatory requirements for entry into foreign territorial waters. Users are responsible for researching and complying with all such requirements independently.

2c. Forecast Data Sources and Official Weather Products

The Service incorporates AI-interpreted summaries and automated processing of data from multiple third-party sources. These sources include, without limitation: numerical weather prediction model output from global and regional atmospheric forecast models; official government weather products including tropical advisories, marine zone forecasts, and other official text products from governmental meteorological agencies; tidal prediction model data; ocean surface current model data; and any additional data sources incorporated into the Service after the effective date of these Terms. All data from all of these sources is subject to the NOT FOR NAVIGATION disclaimer in this Section 2 and to all limitations and disclaimers in these Terms. All AI-generated summaries and automated processing of these sources are interpretations — not verbatim reproductions of the underlying data or official forecasts. Critical details — including issuance times, zone applicability, watch and warning status, specific hazard language, and the accuracy limitations of any individual model or data source — may be missing from or significantly differ from what is reflected in the Service's analysis. AI summaries and automated data processing are not a substitute for reading the current official bulletin from the issuing agency.

Users must independently identify and consult the currently authoritative official source for the specific waters they intend to transit before making any departure decision. The Service does not guarantee that its AI analysis incorporates current products from all relevant official agencies for the planned passage. The appearance of any forecast data or analysis in the Service does not imply that all relevant official sources have been consulted.

Links to official source text are provided in the Passage Report where available. Where no link is provided for a particular official source relevant to a planned passage, users must obtain that source independently.

GMDSS and mandatory maritime weather broadcasts. The Service is not a Global Maritime Distress and Safety System (GMDSS) information source and does not transmit or receive on GMDSS frequencies. The Service does not substitute for official maritime safety information broadcasts made via NAVTEX, SafetyNET, or VHF/MF coastal weather broadcasts. Vessels subject to GMDSS carriage requirements under SOLAS Chapter IV or flag-state law must maintain the watches those rules require; all vessels should monitor the maritime safety information broadcasts (including NAVTEX and VHF/MF weather and navigational warnings) applicable to the waters transited, which may contain hazard and weather information the Service does not reflect. The Service cannot and does not monitor GMDSS broadcasts, and users must independently maintain required communications watches regardless of their use of the Service.

2d. No Third-Party Beneficiaries

These Terms create no rights in any person who is not a party to them. No third party — including without limitation any person using your account with your permission, any vessel owner, charterer, crew member, or passenger — is an intended beneficiary of these Terms or has any right to enforce any provision of these Terms against us. Service output is supplied for the guidance of the account holder alone: the Company does not intend, and expressly disclaims any intent, that any other person — including any crew member, passenger, guest, charterer, or vessel owner — be guided by, rely upon, or receive the benefit of any Service output, whether or not the account holder communicates that output to them, and the Company supplies no information for the guidance of any such person. The obligation in Section 5(e) to inform any such person of the advisory, NOT FOR NAVIGATION character of any Service output communicated to them exists to prevent reliance by such persons, not to invite or facilitate it, and is not an undertaking by the Company to communicate with, warn, or protect any person other than the account holder.

Any person who accesses the Service using your account credentials is a non-signatory who has not agreed to these Terms and cannot invoke or enforce these Terms against us, including without limitation the limitation of liability in Section 6. Any person who is not a party to these Terms and who nonetheless receives, reads, relies on, or asserts any right or claim founded on any Service output does so subject to every disclaimer, limitation, characterization, and condition set forth in these Terms, and may not assert the benefit of any Service output while disclaiming the terms on which that output was supplied. Such persons take no greater rights than those granted to you, and our liability to any such person is limited to the same extent it is limited with respect to you.

2e. Bathymetric and Hydrographic Data — NOT INCLUDED

The Service's route computations and assessments do not incorporate chart data, bathymetric soundings, hydrographic surveys, Notice to Mariners corrections, or any other source of bottom topography, depth, or underwater hazard information. Computed routes displayed by the Service are passage projections generated from weather forecast model data only, along the route geometry you supply. They are not designed to avoid shoals, reefs, rocks, wrecks, anchorage restrictions, or any other charted or uncharted navigational hazard. The Service makes no representation that any computed route is navigable at any state of tide, at any vessel draft, or in any weather condition.

YOU ARE SOLELY RESPONSIBLE for verifying that any planned route is clear of bottom hazards using official, currently corrected nautical charts (paper or electronic), Notice to Mariners corrections, and appropriate tide tables for the applicable waters. The Service does not substitute for official charts and does not relieve you of the obligation to navigate with reference to current official publications. If any computed route conflicts with the information in official charts, you must modify the route to comply with charted hazards — the Service cannot and does not make that determination for you.

In shoal, reef-strewn, or otherwise complex waters, and in every coastal or harbor approach, official charts are the primary navigation reference; do not plan legs or waypoints using Service output alone.

Chart display layer — display-only, NOT FOR NAVIGATION. The Service may offer an optional, display-only electronic navigational chart (ENC) layer sourced from official government chart services. This layer is a visual reference aid only. It is not connected to, and is never consulted by, the Service's route computations or assessments, which are generated from weather forecast model data only as stated above. The chart layer as displayed in the Service may not reflect the most recent chart editions, updates, or Notice to Mariners corrections, may be rendered at reduced detail or accuracy, and is NOT FOR NAVIGATION. Display of the chart layer does not modify any statement in this Section 2e: you remain solely responsible for verifying every planned route against official, currently corrected nautical charts, and the chart layer displayed in the Service is not such a chart.

2f. Tidal Data — Modelled Estimates, NOT FOR NAVIGATION

Where the Service displays tidal height predictions, tidal current estimates, or tidal window information, such data is derived from tidal prediction models and is provided for general planning awareness only. Tidal data displayed in the Service is NOT FOR NAVIGATION and does not represent a guarantee of actual tidal conditions at any specific location, time, or state of the tide.

Tidal prediction models carry inherent uncertainty, particularly in areas of complex bathymetry, estuarine influence, or significant seasonal variability. Actual tidal heights and current velocities may differ materially from modelled predictions due to meteorological surge, seiching, upstream runoff, river stage, and other factors not captured in predictive models. The Service's tidal data is not a substitute for current official tide tables published by the applicable national hydrographic authority for the waters being transited. In addition, for any passage whose scheduled departure time is in the past — whether a passage dated to a past date, or one replayed or re-opened after its departure time — the tidal values displayed reflect the current day's tidal cycle, that is, the next real tidal extremes from the present forward, rather than the tides that will occur, or that occurred, on the passage date; do not rely on tidal values displayed for any past-dated, replayed, or re-opened passage.

You must independently verify tidal conditions using official published tide tables and, where applicable, real-time tide gauge data before making any passage decision that depends on tidal height or tidal current — including without limitation bar crossings, harbor approaches over shallow bars, transit of tidal gates or constrictions, and anchoring or mooring in areas subject to significant tidal range. The Service does not determine whether a specific tidal window is safe or navigable for your vessel at your vessel's draft. That determination is yours alone, based on official data and your own knowledge of local conditions.

2g. Ocean Current Data — Modelled Estimates, NOT FOR NAVIGATION

Where the Service incorporates or displays ocean surface current data, drift estimates, or current-adjusted route projections, such data is derived from ocean circulation models and is provided for general planning awareness only. Ocean current data displayed in the Service is NOT FOR NAVIGATION and does not represent a guarantee of actual current conditions at any specific location, time, depth, or sea state.

Ocean circulation models carry inherent uncertainty due to mesoscale eddy activity, frontal displacement, wind-driven current variability, and the coarse spatial resolution of global model grids relative to small-scale oceanographic features. Actual surface current velocities and directions may differ materially from modelled predictions. Ocean current data in the Service is not a substitute for operational oceanographic products or current data published by official hydrographic and oceanographic authorities for the waters being transited.

You are solely responsible for independently verifying current conditions and for accounting for current effects on your vessel's actual track, speed made good, fuel consumption, and ETA. This obligation is particularly material for passages crossing major boundary currents, where current velocity and position can vary significantly from model predictions. The Service's current-adjusted ETA and routing projections are estimates only and must not be relied upon as guarantees of passage time or trackline.

2h. Third-Party Data Sources

The Service incorporates weather forecast data, atmospheric modeling outputs, tidal data, ocean current data, geographic and place-name data (including harbor, anchorage, and shelter information), and related information obtained from third-party data sources, including without limitation third-party meteorological, oceanographic, and geographic data sources comprising government weather services (e.g., national meteorological agencies and their tropical, marine, and ocean-prediction units), commercial weather data providers, open-data forecast model providers, and open-data geographic and place-name databases (collectively, "Data Providers"). The Company does not control, audit, or independently verify the accuracy, reliability, completeness, currency, sequence, timeliness, or performance of data received from Data Providers, and the Company makes no representation or warranty regarding any of those attributes. Without limiting the foregoing, Data Provider outputs may be inaccurate, unreliable, incomplete, stale, delivered out of sequence, untimely, or degraded in performance, and any such condition is outside the Company's control.

You acknowledge that: (a) Data Provider outputs may contain errors, gaps, delays, omissions, sequence anomalies, or performance degradation resulting from network outages, sensor failures, model degradation, upstream service interruptions, license or rate-limit constraints, or the inherent limitations of weather and oceanographic forecasting; (b) the Company has no liability for any such errors, gaps, delays, omissions, sequence anomalies, or performance degradation; and (c) the Company's obligations under these Terms extend only to making Data Provider outputs available to you through the Service and do not include any warranty regarding the accuracy, reliability, completeness, currency, sequence, timeliness, or performance of those outputs.

No adoption of Data Provider output. The Company's transmission and display of Data Provider output through the Service is a conduit function and does not constitute the Company's adoption, endorsement, ratification, or republication of that output as the Company's own statement, advice, or representation. The Company does not warrant, certify, or vouch for any Data Provider output, and no Data Provider output displayed in the Service shall be construed as a statement of the Company. Attribution required by any Data Provider licence is provided in these Terms or within the Service. The absence of any specific Data Provider name from these Terms does not waive, modify, or relieve any obligation owed by you or by the Company under any Data Provider's upstream license, terms of use, or applicable law.

The Data Providers are not parties to these Terms and have no liability to you arising from your use of the Service. Any claims arising from Data Provider output must be directed to the applicable Data Provider in accordance with that provider's own terms of service or license. You agree to comply with all applicable Data Provider terms of use and license conditions to the extent those terms have been made known or available to you through the Service.

Data Sources and Attributions. The forecast data on which the Service operates is numerical weather prediction model output produced by the European Centre for Medium-Range Weather Forecasts (ECMWF), the U.S. National Oceanic and Atmospheric Administration (NOAA, including the National Weather Service and the National Hurricane Center), Deutscher Wetterdienst (DWD), Météo-France, and the UK Met Office, among other national and intergovernmental meteorological services. Some or all of this model output is aggregated and delivered to the Service through one or more commercial weather-data aggregation services under commercial license; the agencies named above identify the producers of the underlying model output and are not a complete description of the path by which data reaches the Service. Where any such provider licenses its data under the Creative Commons Attribution 4.0 International License (CC-BY 4.0, https://creativecommons.org/licenses/by/4.0/) or an equivalent open-data license, this paragraph constitutes the Company's attribution for purposes of that license. Harbor, anchorage, shelter, and place-name information displayed in the Service contains information from OpenStreetMap (openstreetmap.org/copyright), © OpenStreetMap contributors, made available under the Open Database License (ODbL 1.0, opendatacommons.org/licenses/odbl/1-0/). This attribution applies to all harbor, anchorage, shelter, and place-name data displayed anywhere in the Service — including in passage reports, en-route briefings, and shelter or safe-harbor displays — and this sentence constitutes the Company's notice for purposes of Section 4.3 of that license. All such upstream data, whether obtained under an open-data license, an intergovernmental data-sharing arrangement, or a commercial subscription, is provided to the Service and to you "as is" without warranty of any kind, and the further provisions of this §2h apply. No meteorological agency, intergovernmental body, or data provider named or referenced in this paragraph endorses, sponsors, certifies, or has reviewed the Service or any output produced by the Service. Nothing in this paragraph modifies the user's obligation under §2c to independently identify and consult the currently authoritative official source for the waters being transited.

Automated analysis provider. The Service's automated analysis is generated using a large-language-model system operated by a third-party provider. That provider is not a "Data Provider" within the meaning of this §2h, and nothing in this §2h characterizes the Company as a conduit for, or disclaims the Company's authorship of, the Service's own automated output, which is governed by §2a and §2a-2. The Company does not control that provider's availability, model versions, policies, data practices, safety filters, rate limits, or continued offering of any model, and the provider may suspend, degrade, modify, retrain, deprecate, or discontinue the system at any time without advance notice to the Company or to you. The Company disclaims all liability arising from any such act or omission, including any resulting unavailability, delay, refusal to generate an assessment, or interruption of the Service. The absence or failure of an assessment for any reason is not itself an assessment of any kind, favorable or adverse (§2a-1).

The Company may substitute a different automated analysis provider or model at any time. The Company does not represent that Service output is reproducible — across time, across model runs, across model versions, or across providers — and no assessment may be relied on as predictive of, or consistent with, any other assessment. This is one of several reasons every assessment expires and must be re-run under §2 and §2a. The authority described in this paragraph is a reserved discretion, not an undertaking: the Company does not undertake to you, and expressly disclaims, any duty to select, evaluate, monitor, maintain, or replace any automated analysis provider or model, and no past exercise of that discretion creates any duty to exercise it again or in any consistent manner. This paragraph does not modify §2, §2a, §2a-1, §2a-2, §6, or §12.