MOM 051
MASTER ‘S STANDING ORDERS - Guidance Document
The below instructions are provided to Master’s as a guidance document to assist in developing Ship Specific Master’s
Orders. Masters Standing Orders must be written by the Master based upon all of the guidelines and instructions given
on Safe Navigation to ensure the vessel’s safe operation. Master’s standing orders must give the highest priority to safety
of navigation and must always be clear and unambiguous.
VESSEL NAME
All officers on joining to read, understand and comply with the standing orders and acknowledge same by signing on the
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cover page
All watch keeping officers when taking over a watch on bridge, must read, understand and comply with the night orders and
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acknowledge by signing the same.
A copy of the standing orders to be attached to the night order book, which will always be readily available on the chart
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table
Alertness & competence of the watch keeping officer are the most important means of avoiding dangerous situations &
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ensuring the safety of the vessel & persons onboard
5 Officers on watch should follow the international regulations for the prevention of collision at sea at all times.
6 A proper all round look out must be maintained at all times.
Whenever in any doubt, call Master immediately. The OOW must not hesitate to take immediate action to ensure the safety
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of the vessel till such time as the Master arrives on the bridge and takes over the con from the OOW.
The OOW shall continue to remain responsible for the safe navigation even with the Master on the bridge unless the Master
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specifically informs him that he has assumed responsibility. This is to be recorded in the log book.
The responsibility for safe navigation of the ship remains with the Master & OOW, even with the Pilot onboard. The Pilots
are only assisting in the capacity of advisor and hence plotting of positions, monitoring of progress of the vessel and the
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tracking of other vessels for collision avoidance must be continued even with the Pilot onboard. If there is any doubt of the
Pilot’s intentions, the OOW must seek clarification in a polite manner or inform the Master immediately.
OOW should note that when collision avoidance action is to be taken it should be done well in time & any alteration of
course should be large enough to be readily apparent to another vessel observing visually or by radar.
10 In open sea, if there is sufficient sea room & if circumstances permit, action to avoid a close quarters situation must be
taken at a distance of at least 5 miles. A CPA of 2 nautical miles / TCPA of 24 minutes must be maintained.
In coastal/restricted/congested waters a minimum CPA of 1 nautical mile / TCPA of 18 minutes must be maintained. The
Master has the company’s authority to change the CPA/TCPA limits. These limits can be increased, but not reduced. The
OOW must inform the Master if he is unable to meet the minimum CPA/TCPA guidance set.
11 At sea the OOW should ensure the following
a The bridge should be not left unattended at any time
b Prior taking over watch wait till your vision has adjusted to prevailing light condition
Check vessel’s position, that course being steered is same as handed over by the relieving officer and as marked on the
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chart
d Ensure that a proper all round lookout is kept at all times.
e Both Radars (3cm and 10 cm) are to be kept switched on during the day as well as at night
f Check and record compass error at least once a watch & after every major course alteration
g Compare compasses frequently
h Check & compare vessel’s position by (GPS, radar, and visual) by more than one means.
Take celestial observations such as sun & stellar sights frequently for practice and as a cross check on positions obtained
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by other means.
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MASTER ‘S STANDING ORDERS - Guidance Document
j Try out hand steering at least once in each watch & log same in deck log book.
k When using radar for collision avoidance ensure ship’s speed fed in ARPA is correct in order to get correct CPA & TCPA.
l Check the radar performance at least once a watch by performance monitor.
m Keep a listening watch on channel 16 & DSC watch on Ch. 70 (DSC frequencies)
n All navigational logs to be filled during the watch
o Weather fax should be taken at least twice a day and relevant details plotted
If vessels fitted with dual ECDIS and being used as the primary means of Navigation. Both Ecdis should be kept on during
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day as well as at night.
AIS, if not operated correctly, may transmit incorrect information. Information from AIS should be used with extreme caution
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and must not be relied upon for collision avoidance.
OOW should call the Master immediately under any one or more circumstances in compliance with documented procedures
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in company’s SMS.
13 OOW should visit the chart room only for short periods of time & that for plotting position or for chart reference.
14 All officers should be familiar with the ship’s maneuvering characteristics in calm & rough weather
OOW should bear in mind that the engines are at his disposal at all times & to use them without any hesitation whenever
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required in an emergency. If time permits duty engineer to be informed of any variation of engine speed.
16 All Officers are to practice radar plotting in clear weather and compare with the ARPA.
After watch, the OOW / helmsman should take a round inside/outside of the accommodation, without endangering his/her
17 personal safety to check for fire, flooding or any other unusual happenings (Master may deviate from this practice in lieu of
any functional equivalent system / arrangement). Same to be entered into the Deck Log Book.
Chief officer must ensure that all openings on deck i.e. manholes, w/t doors etc. are closed in the evening before the crew
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knocks off for the day. The water tight integrity of the vessel should be always maintained.
Master should be informed of any changes in the ship’s ballast or fuel transfers or consumption of excessive FW at any
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time.
20 Ship’s stresses at various stages of the voyage should be worked and recorded in the bridge log book
All tanks and hold bilges should be sounded daily & record maintained. Chain lockers to be sounded weekly, and
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immediately after any heavy weather.
In rough weather no one should be allowed to go on deck & if for any reason crew has to go on deck bridge & Master to be
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informed so that course can be altered accordingly for the safety of the crew.
Proper safety clothing & equipment should be always worn by the crew while working i.e. helmets, safety shoes, gloves,
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goggles, ear muffs, safety belts and working vests.
24 Enclosed space entry, hot work & cold work permits to be carefully & properly filled in before any work is commenced.
25 Officer’s to follow company’s Drug & Alcohol policy at all times
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MASTER ‘S STANDING ORDERS - Guidance Document
In Port all officers to be familiar with and ensure compliance with the load /discharge plan for cargo operations. They are to
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be additionally guided by the Chief Officer’s Standing and Night orders as appropriate.
Prior to an officer taking over the watch he must do an operational check on the ECDIS for vessels using ECDIS as the
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primary means of Navigation.
28 Passage Planning must be done on both the ECDIS where fitted and being used.
BNWAS must be verified operational prior departure berth. Selection of time delay period must not be altered without
29 Master’s approval. Entry for switching ON & OFF, must be made in the Deck Log Book. BNWAS must only be operated in
MANUAL Mode. Automatic mode even if available, must NOT be used.
If cargo operations such as hold or tank cleaning are carried out the officer of the watch is to ensure that all safety
30 requirements as stipulated in the company procedures are complied with. This however must not distract the OOW from
his navigational watch duties. If the navigational duties are compromised the master must be called immediately.
31 While at sea the company security guidance for the area must be applied.
Ship specific requirements to be stated by the master
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MASTER ‘S STANDING ORDERS - Guidance Document
For the whole period of his watch the Officer of Watch is responsible for safety of the vessel. The Officer of watch shall be guided by the contents
of International Regulation and Guidelines, but paying particular attention to the followings:
• At sea, when the vessel is underway you must be on bridge at least 10 (ten) minutes before relieving the watch, sign the night order book,
acquaintance yourself with ship’s position, speed, weather presence, movement of ship in sight or known to be in vicinity and obtain any
pertinent information the Officer being relieved may has to pass on.
• The Duty Officer of Watch is keeping a GOOD LOOK OUT using by all means available, visual, and audible and electronics.
• The International Regulation for Preventing Collision at Sea is to be strictly observed. DO NOT hesitate to use the whistle or engine’s in
obeying the regulations. Altering course for another ship, to do so boldly and sufficient time to let any other ship be in no doubt at your
intention.
• As the Officer of Watch, when vessel is underway you should be on the bridge all the times. DONOT LEAVE the bridge until another officer
or my self properly relieves you.
• Do not seat or lean on, it can make you fall asleep or un-alertly, be sure your rating on watch is thoroughly familiar with his duties and
keep alert.
• Unnecessary conversion with the man at wheel or with irrelevant person appears on the bridge is not conductive to keep a proper watch.
• Make a regular check to ensure that helmsman or automatic pilot is steering the courses. When navigating in coastal water, use largest scale
charts suitable for the area and correct with the latest available information.
• Do not hand-over the watch to the relieving officer if you have reason to believe that the later is obviously not capable carrying out his duties
effectively, in which case you should notify me accordingly.
As the officer of watch, you should notify or call me immediately in the following circumstances:
1. If restricted visibility is encountered or expected.
2. If the traffic condition or movements the other ship is causing concern.
3. On failure or sight land, navigation mark or obtain sounding by the effective time.
4. If difficulty is experienced in maintaining course.
5. On breakdown of the engine, steering gear or any essential navigation equipment.
6. If unexpectedly and or navigation mark is sighted or sounding occurs.
7. In heavy weather, if doubt the possibility of weather damage.
8. If the ship meets any hazard to navigation such derelicts etc.
9. If any other emergency or situation in which you are in doubt.
• If you found yourself among a fleet of fishing crafts, put the engine telegraph on “ stand by ” , a man on hand steering and CALL
MASTER. Watch out for small craft and fishing vessel on fishing bank and along the coast. Many of them do not carry proper lights, some
may carry special lights or shapes, BE SURE you know what they mean.
• When approaching a port, marking land fall or steaming along the coast, be sure you know the characteristic of the lights, you will pick-up
and the time you should see them.
A good officer when face with unusual circumstances will apply COMMON SENSE AND GOOD PRACTICE OF SEAMAN to the situation
and take act accordingly. If you find yourself thinking about calling Master then the time has clearly come to do so.
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MASTER ‘S STANDING ORDERS - Guidance Document
In addition, all navigating officers to please read carefully understand & implement various rules, guidelines, procedures
laid down in the following books / manuals for keeping safer watch at sea, anchorage & in ports.
1. Bridge Procedures Guide.
2. Guide to Passage Planning & Conduct of Sea Passages
3. Collision Regulations
4. STCW Convention as amended
5. Procedures and Instructions in Company’s SMS.
Having read and understood the above, please endorse the same with your signature at the spaces provided below.
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MASTER (Name & Signature) DATE
OFFICERS
NAME RANK DATE SIGNATURE
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