MASTER’S

STANDING ORDERS M.T. CORONET

ALL NAVIGATING OFFICERS AND CADETS TO READ, FAMILIARISE WITH THESE STANDING ORDERS,
AND SIGN FOR UNDERSTANDING AND COMPLIANCE. THESE STANDING ORDERS SHOULD REMAIN
POSTED AND READILY AVAILABLE IN THE BRIDGE / CHARTROOM FOR REFERENCE.
1. THESE INSTRUCTIONS ARE ADDITIONAL TO AND SUPPLEMENT THE STANDING ORDERS EXTRACTED FROM THE
“COMPANY’S STANDING ORDERS”, IMO, ICS, OCIMF GUIDELINES, & OTHER RELEVANT PUBLICATIONS.

2. THESE STANDING ORDERS WILL BE SUPPLEMENTED WITH ADDITIONAL INSTRUCTIONS IN MASTER’S ORDER BOOK
AND VERBALLY AS AND WHEN DEEMED NECESSARY FOR MATTERS OF IMMEDIATE CONCERN.

3. ALL OFFICERS SHOULD MAKE GOOD USE OF SHIP’S LIBRARY AND MAKE THEMSELVES THOROUGHLY FAMILIAR
WITH THE OWNERS POLICY AND PROCEDURES, WORK INSTRUCTIONS, BUNKERING AND OIL TRANSFER
PROCEDURES, EMERGENCY PROCEDURES/ CONTINGENCY PLANS AND OPERATION OF EMERGENCY EQUIPMENT...

4. THE OFFICER ON DUTY / WATCH (OOD / OOW), AS A DELEGATED REPRESENTATIVE OF MASTER IS IN FULL
CONTROL / CHARGE OF THE VESSEL AND MUST BE FULLY AWARE OF ALL OPERATIONS WHICH ARE BEING
CARRIED OUT ENSURING SAME ARE PERFORMED SAFELY, COORDINATING WITH PERSONNEL INVOLVED. ANY
UNSAFE PRACTICE / OPERATION / PROCEDURE MUST BE BROUGHT TO MY NOTICE WITHOUT DELAY.

5. OOD / OOW IS AT LIBERTY TO TAKE SUCH ACTION AS DEEMED NECESSARY FOR THE SAFETY OF LIFE OR SHIP OR
PROTECTION OF THE ENVIRONMENT. IF SUCH ACTION MAKES A DEPARTURE FROM THESE ORDERS, I SHOULD BE
CALLED IMMEDIATELY BUT THE ACTION MUST BE TAKEN WITHOUT DELAY. DO NOT WAIT FOR ME.

6. OVER RELIANCE ON ECDIS SHOULD BE AVOIDED PARTICULARLY IF DETRIMENTAL TO THE KEEPING OF A PROPER
LOOK OUT.

BRIDGE

1. DUTIES AND RESPONSIBILITIES

Bridge, at Sea and Anchorage should be manned at all times by Licensed Officer duly certified.

All officers to read (i) Bridge Teamwork (ii) ICS Bridge Procedures Guide (iii) SISL Manuals, Procedures and
recommended guidelines.
- The second officer is responsible for planning the navigational passage of the vessel. In accordance with my
instructions and SISL guidelines/procedures. The intended Voyage shall be planned in advance taking into
consideration all pertinent information. And any courses laid down shall be checked before the voyage
commences. All relevant information must be entered in the Passage Plan including the section on depths & UKC.
No column that requires attention to be left empty.

HANDING OVER/ RELIEVING WATCH AT SEA

- Watches are to be relieved punctually and in strict conformity with relevant SISL Checklist.
- Prior to assuming the watch, the relieving officer must ensure that his vision is fully adjusted to the light
conditions.
- The Watch Officer being relieved must ensure his relief is able and in condition to relieve and thoroughly
acquainted with the necessary facts before allowing himself to be relieved.
- If a man oeuvre or other action to avoid any hazard is taking place at the time the OOW is to be relieved, the relief
of the officer should be deferred until such action has been safely completed.
- At Noon the 3rd Officer to Handover only after the 2nd Officer has completed his Noon

Report Duties & clearly indicates his intention to take over.

- Bridge Watch System (Including Anchor Watches)

WATCHES SHALL BE MAINTAINED AS FOLLOWS:

0000 – 0400 and 1200 – 1600 hrs -------- ------------------------------- Second Officer
0400 – 0800 and 1600 – 1800 and 1830 – 2000 hrs -------------------Chief Officer
0800 – 1200 and 1800 – 1830 and 2000 - 2400 hrs --------------------Third Officer

- GENERAL WATCH KEEPING REQUIREMENTS

-The Officer of the Watch (OOW) is in charge of the vessel during his watch period and responsible to me for the
safety of the vessel, crew, cargo and the protection of the marine environment. The OOW is responsible to ensure
that all navigation laws, R.O.R, Standing Orders and SISL procedures and equipment tests are complied with. The
bridge watch officer should be familiar with the vessel, the maneuvering characteristics of the vessel and
operations including SISL procedures. Familiarize with the Wheelhouse Poster on starboard side wheelhouse.
Familiarize also with M/E Maneuvering Console Notes.
 - The OOW is responsible for the conduct, actions, safety and performance of the Personnel on his watch.
- The OOW must never leave the bridge any time when the vessel is under way unless property relieved.
- The course and speed of the ship must conform with the requirements of the voyage plan and must not be changed
without my knowledge and authority. However, in case of need the OOW shall not hesitate to use helm, engines
and sound signaling apparatus as required.
- When underway the vessel is to be conducted in strict compliance with the International Collision Regulations. When
taking action as prescribed by the Rules be sure that the action is timely and sufficient, and that it has the desired
result.
- The OOW shall not undertake any duties which would interfere with the safe navigation of ship.
- During the watch gyro compass heading is to be compared to the magnetic compass heading frequently. The compass
error to be checked at least once every watch and the error logged. Gyro repeaters to be checked with the Master at
time of taking over watch.
- Navigation lights are to be kept ‘ON’ at all times when vessel is underway and should be checked at least once per
watch especially between sunset and sunrise and during visibility.
- Conversation on the bridge while navigating in confined waters shall be restricted to the requirements of safe
navigation and vessel operations. Conversations of a purely social nature must be kept to a minimum.
- Only those books and publications required for the safe navigation and control of the vessel are permitted on the
bridge.
- Only those persons having direct responsibility for the immediate navigation of the Vessel are permitted on the bridge
with my authority.
-The recommendations of the ICS Bridge procedures guide, STCW rules and company’s instructions as laid down in
various manuals, Company’s various check lists covering relevant operations are to be used as necessary and should
be adhered to.

BRIDGE ORGANISATION – WATCH LEVEL (as per SPM 7.1.4)

In Open Waters Watch Level
1. With clear visibility with little or no traffic - A
2. With reduced visibility little or no traffic - B

In Restricted Waters
1. With clear visibility and little or no traffic - A
2. With clear visibility and high-density traffic - B
3. With reduced visibility and little or no traffic - B
4. With reduced visibility and high-density traffic – C

When Entering or Leaving Port

1. With clear visibility regardless of traffic - B
2. With reduced visibility and little or no traffic - B
3. With reduced visibility and high-density traffic – C

-MANAGING THE BRIDGE WATCHES:

THE OOW IS IN-CHARGE OF THE BRIDGE TEAM, UNTIL PROPERLY RELIEVED IN COMPLIANCE
WITH THE SMS AND MASTER STANDING ORDERS.THIS RESPONSIBLITY EXTENDS TO ENSURING THE
BRIDGE MANNING LEVELS ARE AT ALL TIMES MAINTAINED AT A SAFE LEVEL AS PER PREVAILING
CIRCUMSTANCES AND CONDITION, COMPLYING WITH SPMF-07-01-20. DURING LONG PILOTAGE
THE BRIDGE WATCH LEVEL WILL BE INCREASED. BRIDGE TEAM MEETING WILL BE
CONDUCTED SO AS TO AVOID FATIGUE OF ANY OOW OR MASTER.

2. RESPONSIBILITY WITH PILOT ON BOARD

Despite the duties and obligations of a pilot, his presence on board does not relieve the OOW from his duties and
obligations for the safety of the ship. OOW should cooperate closely with the pilot and maintain an accurate
check on the vessel’s position and movement. If in doubt as to the action or intentions of the pilot, OOW should
seek clarification from the pilot and if the doubt still he should notify me immediately. It is the responsibility of
the OOW to ensure that the position of the vessel is frequently plotted on the chart to ascertain a safe passage.
THE PRESENCE OF PILOT ON BRIDGE IS PURELY IN ADVISORY CAPACITY and in no way reduces the
responsibility of Watch Officer to continue navigating.

3. CALLING MASTER (on following occasions at least)

- Never fail to call me at any time if in doubt whatsoever. In the event of an emergency if you cannot locate
me, page me on the P.A system.
- Whenever circumstances require my presence on the bridge the OOW must call me in sufficient time to
affectively assess the situation. CALL ME BEFORE A DOUBTFUL SITUATION TURNS INTO AN
EMERGENCY. I would rather be called to find no emergency than to be called to prevent or resolve one.
- Despite the requirement to notify me immediately in the following circumstances, where circumstances
warrant, the OOW should not hesitate to take immediate action to protect the ship from any danger /
hazard.
 - Call Master under following circumstances:
A) In any doubt or difficulty.
B) Restricted Visibility (In case visibility drops below 3 Nm or if restricted visibility is
expected)
C) In heavy weather, if any doubt about the possibility of weather damage.
D) Weather deteriorates (Wind force 5 or greater), sudden changes, steep change in barometric
pressure, abnormal condition of sea / swell noted. OR Any unexpected changes in the
weather or the weather forecast.
E) Heavy Traffic condition encountered and movement of other vessels causes concern. Take required
avoiding action without waiting for my arrival on Bridge.
F) If difficulty is experienced in maintaining course.
G) If unable to maintain CPA/TCPA as mentioned in master standing Orders Open water CPA-
2NM/TCPA-20MIN & Coastal water CPA-1NM / CPA-15 MIN. OR and all attempts to
communicate (VHF,
flashing, etc.) have failed to establish its attention.
H) In Coastal / Restricted / Shallow waters.
I) Strong abnormal currents experienced.
J) Abnormal deviation / Errors in Compasses noticed.
K) Failed to sight land mark or obtain soundings in time.
L) You, your relief or lookout are in doubt / feel any signs of fatigue and lack of alertness.
M) Safety of Personnel on deck jeopardized.
N) Malfunction of Navigational Equipment / Breakdown / Stoppage / Blackout / etc.
O) Vessel suspected dragging anchor.
P) On the approach of any unidentified craft attempting to come alongside.
Q) In doubt about actions of Pilots.
R) Distress message received (at least within 3 days steaming range of the vessel) when at Sea.
S) Gale / Storm warning received.
T) Unexpected sighting of land, navigational hazard such as Ice, derelict, floating objects, etc. or a
change in sounding occurs.
U) On failure to sight land or a navigational mark or to obtain soundings by the expected
time.
V) Heard or sighted any distress or urgency signal.
W) Navigable width less than 4 NM.
X) If Barometer pressure drops by 3 MB or more in a watch.
Y) “IN DOUBT WHETHER TO CALL ME”
Z) IF UNABLE TO LOCATE ME, MAKE A GENERAL PA ANNOUNCEMENT.

ECDIS: WHEN TO CALL MASTER:

ECDIS IS THE PRIMARY MEANS OF NAVIGATION.

 All bridge watch keeping officers must have a valid type specific training prior using ECDIS as a primary means
of navigation.
 All navigating officers must read in full and be fully conversant with the requirements of the company guidelines
of ECDIS procedures.

Operating environment Pilotage and confirmed Coastal waters Deep & Ocean
waters passage
Look ahead 3mins 12mins 60mins
Width of safety 0.1nm 0.5nm 2.0nm
channel

 There should not be change in any alarm settings or disable alarms without my knowledge.
 In case of any sensors fails and ECDIS is unable to get any input.
 For any malfunction of the equipment
 Any equipment anomaly observed or suspected
 At any instance when the Radar Information Overlay does not match with the chart.
 For any issue relating the safety of navigation
 For any instance of departure from the standing instructions or Ecdis Guidelines.
 Any instance of Manual inputs of position / speed / heading necessary in the ECDIS
 If any issues faced during update of ENC’s.
 In case charted information’s are not showed.
 In case the ENCS are not synchronized with WGS84.
  In case of any alarms and navigating officers is unable to counter that alarms.
 In case areas are not having ENCS and vessel has to use RNCS.
 In case of any position variation in Both ECDIS.
 Do not change any CCRP SETTING (Consistent common reference point).
 The dedicated pen drive must always be use.
 In case ECDIS incorrectly showing NO ENC data at the overlap of 2 ENCS.
 PROPER USE OF CATZOC MUST BE DONE.
 In case of any erratic ETA to the required point.
 COMPLY WITH SPMF-07.01.03, 07.03.05, AND ECDIS PROCEDURES AT ALL TIMES.

All Officers of the watch must be fully conversant with these Mandatory Standing Orders as well as the
additional instructions from the Master accompanying these.

4. PRESENCE OF MASTER ON BRIDGE

My presence on the bridge or deck does not in any way relieve the responsibility of the OOD for control and
the charge of the vessel unless I specifically inform the OOD that I have taken over. The progress of the ship
should be closely monitored by the OOD at all times, even when I have taken over the con or even when Pilot is on
board. Please do not hesitate or be afraid to point out any hazard missed by me or the Pilot. If in doubt about the Pilot
or his actions any time the OOD must not hesitate to ask me for immediate clarification
- If a situation develops whereby you as OOW are in any doubt that I have correctly
appraised the tactical situation or am engaging in a maneuver that you do not comprehend,
you will please inform me your concern without fear of reprisal.

5. HANDING OVER/ RELIEVING WATCH AT SEA

. -NAVIGATION IS to be CONDUCTED IN STRICT COMPLIANCE with the “INTERNATIONAL
REGULATIONS FOR PREVENTING COLLISIONS AT SEA AS AMENDED FROM TIME TO TIME” and
any local regulations relating to navigation. The Officer being relieved must not hand over the watch if he has any
doubt regarding the capability of his relief to take over the watch. In such a case he is to inform the Master
immediately.

-The Officer of the watch should not hand over the watch to the relieving officer if he believes that the
relieving officer is obviously not sober or not capable of carrying out his duties effectively, in which case he
should call the Master immediately.
-The Relieving Officer of the watch should ensure that members of his watch are fully capable of performing
their duties, particularly as regards their adjustment to night vision.
-The Relieving Officer should not take over the watch until his vision is fully adjusted to the light conditions
and he has personally satisfied himself regarding:
a) standing orders and other special instructions relating to navigation of the ship;
b) position, course, speed and draught of the ship;
c) prevailing and predicated tides, currents, weather, visibility and the effect of these factors upon course
and speed;
d) navigational situation, including to the following;
i. operational condition of all navigational and safety equipment being used or likely to be used
during the watch.
ii. errors of gyro and magnetic compasses;
iii. presence and movement of ships in sight or known to be in the vicinity;
iv. conditions and hazards likely to be encountered during his watch;
v. possible effects of heel, trim, water density and squat on under keel clearance.

-If at the time the Officer of the watch is to be relieved a maneuver or other action to avoid any hazard is
taking place, the relief of the officer should be deferred until such action has been completed.

6. WATCH KEEPING DUTIES AT SEA

-Officer of the watch should never leave the Bridge without being relieved by another officer.
-Officer of the watch must make sure the lookout man keeps a proper lookout and reports to him every single
target sighted by the lookout.
- For vessel with a separate chart room, Officer of the watch may visit the chart room, when essential, for a
short period of time.
- During his watch, the Officer of the watch must frequently check the course steering and compare it with the
magnetic compass.
- Other than fixing position, Officer of the watch must also determine compass error.
 -Officer of the watch must, as far as practicable, visually check that the Navigational lights are burning bright.
- Officer of the watch should test the automatic pilot manually at least once a watch.
- Officer of the watch should, under all circumstance, keep the near approach of other vessels at least 2 miles
off whilst maneuvering in the open sea or as appropriate (as much clearance as possible) during coastal
navigation. If he is unable to maintain this minimum clearance, call the Master.
- If encountering heavy weather, Officer of the watch should assign crew to cover skylights and attend to
ventilators & deck store area and see that all gears about the deck are well secured.
- A proper lookout must be maintained at all times.
- Hand steering mode to be used whenever deemed necessary in confined waters, in restricted visibility,
within 5 miles of closing other vessels, in high density traffic zones, when navigating close to shore or in
shallow water or when directed by the Master.
- The steering is to be closely monitored at all times to ensure that wheel orders are correctly repeated and
executed.
- At all times when vessel is underway the vessel’s progress must be monitored to ensure that the intended
track is maintained as per the passage plan. Vessel’s position must be fixed at intervals mentioned in the
passage plan or more frequently if necessary. In any case vessel’s position must be fixed on the chart before
and after alteration of each course.
- The vessel’s position must be fixed by most reliable method available at the time. Whenever possible at least
two independent methods of fixing the vessel’s position should be employed. Whenever available the first
priority for position fixing is visual bearings and radar distances.

7. ELECTRONIC NAV- AIDS

- GMDSS watch on MF/HF DSC frequencies, VHF DSC channel 70 and VHF voice channels 16 to be maintained at
all times vessel is at sea.

USE OF RADAR
- Operate both radars at all times at Sea.
- Test the performance of the radar as frequently as practicable when in operation and record these tests in
the radar log.
- The OOW should use radar when appropriate and whenever restricted visibility is
encountered, having due regard to its limitations.
- While underway at least one radar has to be kept in use in all conditions of visibility.
- When using ARPA, the OOW should have due regard to its limitations. Undue reliance should
not be placed on ARPA, particularly when a target is within very short range.

AIS
(a) The OOW Must be thoroughly familiar with its operation & use. However, do not rely solely on it. It has its
limitations.
(b) Ensure the Static & Voyage Data is always updated. Remember other vessels may not have updated theirs

ECDIS
All officers to be familiar with the Company policy & guidelines as per SMS with regards to the operation of ECDIS
onboard. The primary purpose of ECDIS is to facilitate safe Navigation by increasing the situational awareness of the
Bridge Team – it should be done in accordance with IMO circular MSC 232(82) & SOLAS Chapter V, STCW,
guidelines by the Nautical Institute, flag requirements and SMS ECDIS Guidelines.
In simple words ECDIS is an ANTI- GROUNDING TOOL AND NOT AN ANTI-COLLISION TOOL.
The vessel’s controlling operational parameters (max draft, turning data, min UKC, look ahead distance etc.), confirm
all Sensor Data Input are operational. The Alarm function of the ECDIS should be fully operational. Safety settings as
per SMS. Safety Settings not be changed without approval of Master. The change in safety settings during various legs
of passage to be done only by Master or 2nd off. Inform Master immediately in Case You Suspect the positions
displayed by ECDIS/ ECDIS failure or any other issues which would be a matter of concern. SAT-C Navigational
Warnings do not have overlay facility on ECDIS all OOWs to plot Navigational warning on ECDIS. All OOW to check
& plot Navtex messages on ECDIS as sometime these messages are incorrectly marked. Also, please ensure periodic
long range scanning by changing the chart display scale to have an idea of route ahead and then revert back to scale
optimum for prevailing conditions.
- The OOW should be thoroughly familiar with the use of electronic nav-aids carried on board,
including their
Capabilities and limitations. OOW is cautioned that the hazard of GREATEST DANGER to the
vessel is
UNDERKEEL CLEARANCE and it is therefore emphasized that the ECHO SOUNDER is a
valuable navigational aid
and SHOULD BE USED whenever VESSEL IS UNDERWAY IN SOUNDABLE DEPTHS.

Second officer is the officer in charge for the upkeep of the ECDIS and responsible for the upkeep of ENC Maintenance
Record (NP133C).

All watch keeping officers are required to exercise due diligence and professional competence as per STCW code in the
operation of ECDIS. All officers to keep themselves updated and well versed with ECDIS operations by referring
regularly to NP 231, NP 232 and NP 5012.Intertanko Publication “Guide to Safe Navigation (Including ECDIS)” to also
be referred.

SAFETY SETTINGS:
The correct safety settings of Safety contour and Safety depths are of paramount importance. The values of these settings
are to be calculated by 2nd officer along with the Master for various legs of the voyage prior commencement of the
voyage. The factors and procedure for these calculations are to be done as per SMS.
-The look-ahead function is intended for setting the size of the area that will be used for the chart data analysis, for
generation of the anti-grounding alarm, area alert and navigational alarms.

SCAMIN
SCAMIN helps de clutter the ENC when you zoom out (In the same way as Google maps).
If SCAMIN is off and you zoom out the ENC would appear cluttered.
When you zoom out there is no under-scale indication on the ENC and if SCAMIN is turned on there will neither
be any clutter. So there will be no indication for the wrong scale and that objects have disappeared from his
display.
Keeping SCAMIN off during monitoring will increase the clutter on display when the mariner zooms out thereby
forcing him to zoom in back again to the right scale.

In order to simplify the use of SCAMIN it should be done as follows.

1) WHEN PASSAGE PLANNING - KEEP IT ON, this will de clutter the ENC and allow to see only important
objects.
2) WHEN REVIEWING THE PASSAGE PLAN. SCAMIN MUST BE OFF. The extra clutter on the ENC
will force the mariner to zoom in and review his charted courses on the right scale.
3) WHEN MONITORING SCAMIN MUST BE OFF. Once again the extra clutter will force the mariner to
zoom in and monitor the route on the right scale

The OOW is required to:

 Be familiar with the limitations and capabilities of the ECDIS in use.
 Make sure the ENC is displayed on the correct scale on the ECDIS display.
 Being able to interpret the status of the sensors, information update status and understand the alarms settings
and the safety settings.
 Being able to understand the display settings
 Not to Use the ECDIS for collision avoidance.
 Being able to interpret and respond to the alarms and not switch off alarms.
 Navigation warnings received through SATC / Navtex / VHF are to be plotted by the OOW who receives the
warning using manual updates and using the date dependent view, if applicable. The OOW who has plotted any
Nav Warnings should inform his relieving officer about the Nav Warnings. Inform Master immediately in case
the warnings affect safety of navigation for the current passage.
 T and P notices are to be plotted on the ENC’s for the ENC’s issued by countries which do not include the
same in the weekly update. The 4-8 watch keeper will carry out the T and P updates and then inform 2nd
officer regarding any T & P’s plotted.
 Vessel’s Position verification on ECDIS to carried out using LOP / Radar over lay / GPS Maintenance of
ECDIS to be carried out as per manufacturer’s instructions and NS5 requirements. This has to be done as far as
possible when in port.

Additional factors important to note:

 Only AVCS hydrographic data is to be installed in this ECDIS
 Setting will always be at WGS84 (as we use only ENCs)
 No Position offset is to be entered in the ECDIS without my knowledge.
 Anti-Grounding Zone / Frame is never to be switched off.
 User maps/notes list is to be maintained along with the passage plans and not be deleted / altered without
my knowledge.
 ECDIS log book settings not be changed without my knowledge / important event notes to be made on it.

Important!
 No unauthorized person to alter the comm-port / sensor settings or ship’s parameters.
 DO NOT enter any passwords in the ECDIS or use Anti-virus.
 DO NOT try to crack any passwords that are meant to be used by the maker’s technicians.
 DO NOT change any existing passwords set by the makers.
  Only dedicated “USB Flash Drives” should be used with ECDIS. OOWs are responsible to ensure that
ECDIS is not affected by virus.
 No software / data / programme of any kind are to be installed in the ECDIS other than what is officially
provided by the makers & AVCS.
 The T&P indications are made by the AIO. Navtex and Navarea Warnings to be manually plotted.
 The Display Layers Are Not to Be Altered Without my Permission.
 Do not inhibit any system or navigation alarms any time (including buzzer volume).
 Automatic route checks to be made with maximum Cross track limit. Once route check is completed,
same to be returned to monitoring Cross track limit. No route to be used without Route check.
 Guide to the Practical use of ENC's (NP231) should be referred frequently and as and when required.
 Do an accuracy check of ECDIS data inputs- GYRO / LOG / GPS

8. PREVENTION OF COLLISION AT SEA

-If risk of collision exists, Officer of the watch must take early action and as far as the case permits, make one
single and broad alteration for other stand on vessel. The alteration should be executed by manual steering.
-If risk of collision exists and the other vessel which is a give way vessel does not take any action to avert
collision, Officer of the watch must either keep clear by making one single and broad alteration before
COLREG Rules applies or call the Master as early as possible.
Always comply with the international Colregs. a proper & efficient lookout maintained at all times by sight,
hearing, Radar, AIS & all available means, is the first step towards prevention of collisions. this shall never
be compromised. any difficulty in doing so, shall be brought to my attention immediately. do not hesitate to
call for an additional lookout man anytime you feel so.
In clear visibility the OOW must take frequent and accurate compass bearings of approaching vessels as a
means of early detection of risk of collision. He should take early and positive action in compliance with the
applicable regulations and subsequently check that the action taken is having the desired effect. Take an
early action and allow a wide berth.
AS FAR AS POSSIBLE AND PRACTICAL IN THE TRAFFIC CONDITIONS, WITHOUT ENDANGERING
YOUR VESSEL, following MINIMUM CPA should be maintained in addition to a minimum TCPA OF 15
MINUTES OR WHICHEVER IS GREATER
-Open Ocean: 2 NM.
-Coastal Waters with restricted sea-room: 1 NM
-VHF Communications with other vessels in close quarter situations should be avoided as far as possible as it
diverts attention of OOW from the situation at hand and could create confusion. It may be resorted to as last
means when the other vessel is properly identified and is at least 7 miles away and TCPA more than 15 minutes, the
least of two. Do not use channel 06 which is GMDSS designated “On scene communications channel for SAR”.
Channel 13 is designated for Bridge to Bridge communications unless locally used by shore authorities.
-Any necessary AVOIDING action, such as altering course or reducing speed, should be positive and
taken in good time with due regards To Practices Of Good Seamanship.

IF OWN VESSEL GIVE WAY: “THEN GIVE WAY”

IF OWN VESSEL STAND ON: THEN STAND ON “BUT NOT FOR LONG”

Take necessary avoiding actions as per COLREGS if the movement or actions of other vessel causes concern.
-Wide Berth should be given to All Traffic, as a general guidance for open unrestricted waters but
not limited to, minimum of CPA-2 NM / TCPA-20 MIN AT ANY TIME recommended:
For Confined waters, Narrow channels, Traffic separation schemes, High Traffic density area and other area where the
prevailing conditions impose restrictions, the above minimum recommended distances will be reduced to CPA-1 NM
/ TCPA-15 those considered to be safe for the existing conditions and will be advised by me either through Bridge
orders or Verbally. CPA may be reduced to below 0.5 miles under exceptional circumstances subject to my presence
on Bridge.
-Maintain a GOOD LOOKOUT at all times. In poor visibility or in an emergency double the watches. Do not hesitate
to use the engines in an emergency. But if possible warn the Engine room that engines may have to be used and call
me. Reduce to safe speed depending on prevailing conditions.
-In case of Abnormal situations not limited to breakdown, emergency, blackouts, etc., first put the vessel in safe
position.

9. PROCEDURES IN RESTRICTED VISIBILITY

-Whenever restricted visibility is encountered or expected it is the responsibility of the OOW
to comply with the relevant Regulations for Prevention of Collisions at Sea.
- SISL Checklist to be strictly followed.
- Call me anytime visibility drops to less than 3 Nm.

10. WATCH KEEPING DUTIES AT ANCHOR

 - SISL Checklist relating to anchoring and anchor watch to be strictly complied with.
- Ensure that an efficient lookout is being maintained. Do not let your guard down just because you are at Anchor. Visual
lookout is the best way to monitor the situation.
- Check vessel’s position frequently to ensure that she is remaining securely at anchor. Do not rely on positions of other
vessels. In checking position of vessel do not rely only on beam bearings. Do not rely on far off distances from land.
Ensure GPS Anchor watch alarm in ON. Also acquire nearby vessels on ARPA & adjust your CPA/TCPA Alarm to
warn you of dragging by own vessel or other vessels.
- Ensure that the state of readiness of main engine & anchor windlass are in accordance with my instructions.
- Monitor appropriate VHF channels.
- Ensure appropriate lights and shapes are exhibited.

11. SECURITY DUTIES

- Ensure SSP followed and precautions taken as required.
-All persons aware of security level and security risks prevalent in the area. It is the duty of
each watch officer to comply with the requirements of the above listed Standing Orders. Each
officer is requested to read and sign these Standing Orders. Your signature will indicate that
you have read these orders and are aware of your responsibilities.

USE OF BNWAS

THE BNWAS SHOULD BE IN OPERATION WHENEVER THE SHIP IS AT SEA, INCLUDING WHEN THE
SHIP’S HEADING OR TRACK CONTROL SYSTEM IS IN USE.THE OOW SHOULD ENSURE THAT THE
BANWAS IS OPERATIONAL AND SET CORRECTLY IN ACCORDANCE WITH THE SMS AND THE
MASTER’S STANDING ORDERS.

SITUATION AWARENESS
THE OOW SHOULD DEVELOP AND MAINTAIN SITUATION AWARNESS OF THE AREA AROUND THE
SHIP, THE SHIPS ACTIVITIES AND THE POSSIBLE IMPACT OF EXTERNAL INFLUENCES ON THE
SAFETY OF THE SHIP.THIS INCLUDE AWARENESS OF REQUIREMENTS TO PROTECT MARINE
WILDLIFE AND ENVIRONMENTALLY SENSITIVE AREAS SEA AREAS.

GENERAL
- The Officer of the watch should at all times comply with the applicable regulations for preventing collisions
at sea.
- The Officer of watch should not hesitate to use the engine in case of need. However, timely notice should
be given to the Engineer of the watch where possible.
- The Officer of the watch should not hesitate to use the sound signaling apparatus in accordance with the
applicable regulations for preventing collisions at sea.
- Daily checks of bridge equipment to be carried out by second officer as per SISL Checklist.
-When available, all available means not limited to visual, radar, celestial, GPS, etc., should be used to ascertain
vessel’s position and compared to eliminate any possible errors. Undue reliance should not be placed on electronic
navigational aids. Parallel indexing techniques to be used when available for passing at safe distances from
navigational hazards.
-Compass errors to be obtained and recorded at least once in a watch whether at sea or anchorage.
Comparison between compasses should also be done upon alteration of course. If error is unobtainable then the results
of comparison of compasses to be recorded and reason mentioned.
-Echo sounder should be switched on in depths of 200 meters of less and comply with ‘SPMF-07-01-01A.
-Bridge Logs such as Log book, Movement book, Port Log, Bell book, VHF log, etc. to be duly filled up recording all
events, making required entries.
-Visibility of less than 5 miles should be considered as Restricted visibility. Comply with checklist SPMF-07-
01-16.
-Frequency of Position fixing must be followed as per passage plan. In any case, it should be such that at any point
of time, the vessel should not land in an unsafe position between two plots. Wherever possible, vessel’s track must be
monitored using parallel indexing.
-ARPA should be used in sea stabilized mode with speed through water input. Cross check relative vector data for
visual graphic indication of CPA, TCPA and Bow crossing distances.
-Under Keel Clearance should be in compliance with the Company’s policy. Vessel to maintain minimum UKC of
50cm at all times while alongside and 65 cm when in confined waters.
UKC of 1.5% of ships beam or 50 cm, at SBM/CBM.
Vessel to maintain minimum UKC of 15% of deepest draught in exposed or open waters. If minimum UKC specified
by Local authorities is greater, then local requirements should be followed. In ambiguous cases, I should be
consulted and in all cases, the anticipated squat and UKC for the transit through shallow waters should be
discussed with the Pilot and approved by Master. EFFECTIVE USE OF CATZOC TO BE TAKEN INTO
CONSIDERATION AND ALL PREVALING FACTORS WHICH CAN AFFECT THE SHIP UKC
CALCULATION.
-Watch must not be handed over when any maneuver is in progress and should be deferred until completion
 -Heavy Weather Wind force 5 and above, heavy swell causing synchronous rolling, slamming to be considered as
heavy weather. Checklist Form SPMF-07-01-17 “Heavy Weather/ Tropical Storm Areas” is to be used on each
occasion that adverse weather is encountered. An entry shall be made in the Deck Log Book to record compliance with
this checklist. Adjust course / speed as require and inform me.
-During STS Operations at Sea or at Anchor, Navigational watch should be maintained by both the vessels.
“S” band radar should be switched Off.
-Arrival and Departure: Test bridge equipment, steering system, whistle etc. in accordance with various Bridge
check lists as the occasion demands. Make log book entry of same. Give appropriate notices to Engine Room as
marked on chart and prior departure give one-hour notice to Engine Room as far as possible. Test equipment at least
one hour before departure. Regarding testing of Main engines, refer to para 4 of “In Port” instructions.
-Calling relievers: OOW and look out shall not leave their post on bridge. The relieving officer and look out
shall be called through the telephone from the bridge.

FISHING VESSEL
-Officer of the watch should always keep a sharp lookout for unlighted fishing vessel. If fishing vessels in
group are sighted, make one single broad alteration to keep them at least 2 miles off on one side (port or
starboard) of the vessel. Never attempt to pass through the fishing vessel in groups. If you are unable to
keep them well clear, call the Master.

COASTAL NAVIGATION
- Officer of the watch should use the largest scale chart with the latest available information suitable for the
area.
- Officer of the watch must compare the course steered with that laid down on the chart. Under no
circumstance should the course laid down on the chart be rubbed out or a new course be laid down on the
chart in addition to the existing course without the Master’s prior consent to do so.
- Position is to be fixed frequently at regular interval, preferable carried out by more than one method. Visual
bearings for fixing are preferable than by means of radar alone or by any other electronic equipments.
- Officer of the watch should positively identify all relevant navigation marks.
- If the vessel is found off course after a fix is made, Officer of the watch should apply adequate leeway to
bring the vessel back to her original course as soon as possible. If Officer of the watch has difficulty in
bringing the vessel back to her original course within a reasonable time, inform the Master. Also inform the
Master if the vessel is found too far off from her original course after a position fix is made.

GENERAL;
Company’s drug & alcohol policy, safety & environment policies must be followed at all times and strictly
enforced at all times. No alcohol is allowed in any working areas. If anyone is found drinking or in drunk
condition he must be reported to me immediately.
All safety check lists must be used as the situation demands. Check lists should be strictly followed.
(hot work, cold work, work aloft, enclosed space entry checklists etc.) If you find any deviation from
above, please inform me.

Computers on Bridge & CCR, shall not be used for internet browsing or for social media at any time.
Ship’s Office computer shall not be used for internet browsing or for social media by the Officers on duty
or watch during loading, discharging, ballasting, de ballasting, tank cleaning, gas freeing, purging, inerting
and other related operations.
Laptops, mobile phones and other PDA are prohibited in CCR and Bridge.

NO DISTRACTION:
The effective implantation of safe navigational practices requires a coordinated approach between all bridge watch
keepers, the master and the pilot when on board.
It is therefore essential, that there is no distraction or non-essential activity on the Bridge. The following therefore are
not permitted on the bridge:
 Radios, Televisions, mobile phones, smart watches or other electronic entertainment including personal
computer.
 Newspaper or magazines or other leisure reading material.
 Other equipment which could cause be deemed a distraction as determined by master.
 Only persons with immediate business are permitted on the bridge.

I WOULD EMPHASISE ONCE AND AGAIN THAT I AM AVAILABLE WHENEVER YOU NEED ME AND
DO NOT MIND BEING CALLED AT ANY TIME FOR WHAT SO EVER REASON. DO NOT HESITATE AND
DELAY. SAFETY IS OF PARAMOUNT IMPORTANCE AND SO IS THE PROTECTION OF ENVIRONMENT
AND INTERESTS OF OWNERS, OURS AND ALL OTHER CONCERNED.

I WILL BE GLAD TO CLARIFY ANY DOUBTS ABOUT THESE STANDING ORDERS

 GENTLEMEN, LET US WORK IN UNISON AS A TEAM TOWARDS ACHIEVING HIGHER STANDARDS OF
SAFETY, SAFE SHIP AND HEALTHY ENVIRONMENT.

WISHING YOU ALL SMOOTH, SAFE UNEVENTFUL VOYAGES.

Capt. DATE: 22ND DEC 2022

MASTER

READ AND SIGNED FOR UNDERSTANDING AND COMPLIANCE

RANK NAME DATE SIGNATURE

CH. OFFICER

2nd OFFICER

3rd OFFICER

TNO1

TNO2

SHM-1

SHM-1

SHM-1