Annex14
That is exactly what I didnīt say. I continue to believe that this special movement at that special spot on the aerodrome required a close and vigilent monitoring.
I believe that priority of visually monitoring special spots by ATC would be given to Runway Incursion Hotspots where they are depicted on the chart, and to aircraft approaching/within them. This aircraft was not approaching or in one of those spots.
Sir Richard
The Caution near the top of the chart refers to the taxiway near the bottom of the chart.......
Not exactly clever positioning
It's not near anything because it's a big, shadowed box with a list (1., 2, etc) entitled "
Caution/Restriction" placed near the top left where most of us begin reading and in the least likely place it would be missed. The box at the bottom is a list of "Notes".
What would be decidedly NOT clever would be to scatter Cautions in squeezed-down tiny text form around on busy charts in order be proximate to where they physically are. The point of a list is to make it easy. Is it too much of an expectation for us pilots to read a big, boxed list and find where the item is and consider if it will apply to us? Using this chart we don't even have to look at another page to do it, it's right in front of our noses.
lookoutbelow
If they were parked on an unfamiliar stand/area of the apron then one would think that more than just a cursory review of the unfamiliar taxi route would have been completed in the pre-flight briefing. As has been mentioned a thorough monotone line by line briefing of the EXPECTED taxi out route can be of limited benefit (especially in China!) as the route issued can and will often change depending on other traffic movements which by it's nature is dynamic, not to mention other variable factors.
And again, the benefit of doing a pre-taxi brief of expected routing is what is derived from putting thought in the process beforehand in order to give one. It forces one to consider possibilities (if you aren't just giving it lip service), broaden one's awareness of where they are and going, and thus familiarize themselves with items that might be missed along the way with the engines running while engaged in duties, dealing with possible distractions, and time pressure. It puts both pilots in the loop. How receiving a routing change along the way negates this effect, it don't buy it.
In this case, if the pilots were sitting there considering what they could expect they could easily see TWY A or TWY B were possible, and TWY B is referred to in the Caution/Restriction box on the chart that could be talked about at that time instead of after receiving their taxi clearance when all of the aforementioned duties/distractions/time pressure applies. Consider a situation where they were initially cleared on A, but were subsequently changed over to B during taxi but had done their familiarization homework and had briefed that and it's Caution warning as one of the likely possibilities. It's far better to have considered the information beforehand than trusting it will sink in on the fly.
Call it what you want. If you're hung up on "expected routing" then call it an "Airport Brief", but mentally if you're familiarizing yourself with the airport it would be the height of switching your brain off if you didn't mentally transpose what could affect you on your way to the runway and not consider the traps, let alone big Caution/Restriction notes. Even if one peruses the chart and sees the Caution and realizes this could be one of the possibilities that could be pertinent to them, why wouldn't you brief the other guy/girl?