example Master's Standing Orders

MASTER’S  STANDING  ORDERS

For the whole period of his watch the OOW is responsible for the safety of the ship until such time as he is formally relieved by another officer or the Master, and until that time he shall remain at his place of duty. The OOW shall be guided by the contents of international regulations and guidelines, but paying particular attention to the following :

The safety of the ship and its personnel is always to be the prime consideration, taking precedence over any other. No consideration of program, convenience or previous instructions justifies taking any risks which may place the ship in danger.

1.                  The first and foremost duty of the OOW is keeping of a  GOOD LOOKOUT, using all means available, visual, audible and electronic.

2.                  The International Regulations for Preventing Collisions at Sea are to be strictly observed. Do not hesitate to use the whistle or engine in obeying these regulations. When altering course for another vessel do so boldly and in sufficient time to let any other vessel be in no doubt as to your intentions.

3.                  If you are in doubt as to another vessel’s intentions, or if the bearing of any vessel on the portside is steady, call the Master, preferable when the range still exceed five miles.

4.                  In reduced visibility immediately comply with international regulations. Do not hesitate to use the whistle or slow down if necessary. Commence plotting all targets forward of the beam, operate VHF on Channel 16, and inform the Master and Chief Engineer. For the purpose of these orders reduced visibility is anything less than four miles.

5.                  Watchkeepers are to use all means and opportunities in order to establish the ship’s position. All stellar positions obtained are to be entered in the deck log book, also the times of crossing significant depth contours, e.g. the 200 m line. The positions of all course alterations are to be logged. Officers are to familiarize themselves with the full operations, scope and limitations of bridge navigational equipment, especially electronic. This means studying the manufacturer’s operational manuals provided.

6.                  Time spend in the chartroom is to be limited to essential navigational duties.

7.                  At sea, gyro and magnetic compasses are to be compared frequently and an azimuth bearing is to be taken after every major course alteration, or at least once per watch.

8.        All incoming radio or VHF warnings are to be drawn to the attention of the Master (navigational, weather forecasts, etc.)

9.          Officers are to read the Company Regulations and carry out the duties prescribed therein. Officers are also to comply with all State Regulations and are to be conversant with all current ‘M’ Notices, Statutory instruments and Coast Guard requirements.

10.     All OOW are to familiarize themselves with section on tropical storms contained in the Mariner’s Handbook (pages 95-99) and to call the Master immediately if any of the precursory signs of a tropical depression are observed. In any event, the Master is to be notified immediately of any fall in barometric pressure of 3mb or more in any period of less than four hours. The practice of logging weather details at the end of each watch is to be continued in port.

11.              UNDER PILOTAGE. An accurate record of the ship’s passage (passing breakwaters, buoys, etc) is to be kept in the movement book, together with details of all whistle signals and speed reductions whilst passing other vessels, moorings or shore installations.

12.              AT ANCHORAGE. Use any or all  of the navigational aids to monitor the vessel’s position and the relative positions of other ships. Shore transit bearings are to be used whenever possible as the quickest means of detecting a dragging anchor.

13.              Most anchorages, however sheltered, can become untenable in very short space of time in sudden bad weather. It is therefore of the utmost importance that at the first sign of deteriorating weather the main engine is put on immediate notice and the Master and Bosun called.

14.              IN PORT. For the whole period of his watch the OOW is responsible for the safety of the ship and the correct stowage and operation of cargo work, in that order, and he should ensure that:

a)              Gangways are fitted with properly rigged safety nets, well lit, and a Shore Leave Board fitted. The Master / Chief Officer are to be consulted for expiration of shore leave. No deck officer or crew member is to go ashore without first informing the Chief Officer, or in his absence, the Master.

b)         Prior to operation, the ship’s cranes are to be thoroughly inspected by the OOW to ensure that all securing devices have been released and that the crane rails are free of  obstructions.

c)        During bunkering all scuppers are to be plugged, appropriate signals displayed and sawdust, an empty oil drum and foam fire extinguisher placed near the bunker connection. A deck officer must always be up and about whenever bunkers are taken, even if cargo work is finished or not taking place and the ship’s Oil Contingency Plan complied with.

d)                Any hydraulic spills are to be cleaned up immediately.

e)               Any deviation from the agreed loading procedure is to be brought to the Chief officer’s or Master’s attention immediately.

f)            Any damage to the ship, ship’s equipment or cargo, caused by stevedores, is to be drawn immediately to the attention of the Gang Foreman or Supervisor and the Chief Officer or Master  be informed immediately.

g)                Moorings and gangways are to be checked regularly, especially in ports where swell surges are experienced.

h)                Any delay in cargo work of five minutes or more is to be reported to the Master prior to sailing from that port. No log book entries concerning the delay are to be made until the Master or Chief Officer is consulted.

i)                  A stowaway search is to be carried out prior to departure. The duty engineer is to be kept informed  of all current ETS one hour prior  to departure.  

A good Officer, when faced with any unusual circumstance, will apply COMMON SENSE AND THE GOOD PRACTICE OF SEAMANSHIP to the situation and act accordingly. If you find yourself thinking about calling the Master then the time has clearly come to do so.