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Master Standing
Instructions & Night
Orders
Jan 13, 2020 by admin in Navigation

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Notice Of
Readiness
Various conventions, codes and guides provide the 0 COMMENTS

framework within which o@cers’ duties shall be

SHIPBOARD
OPERATION
performed in nearly all cases of routine and many
Tanker
extraordinary circumstances. Operational procedures
cargo
will be based upon the owner’s navigation policy and shortage
these should work without conCict within the safety
and
contamination
management system. This will apply to every ship. claims
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The master should provide his own standing orders

– which will be supplemented on a daily basis by

night orders – to spell out to his o@cers his own

personal requirements. This may be with regard to

the particular ship, her trade, the bridge team and

their experience. These standing orders may reCect

points that have caused him concern in the past and

lessons he has learned and will set the standard that

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Among the mass of written guidance on board, this

is the opportunity for the master to set down quite

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simply the ground rules for exactly what he expects CATEGORIES

the o@cers to do in different circumstances, to

reinforce practices that he expects to be followed

and to create a relationship in which a mutual

conGdence is established. The o@cers will know

when the master wants to be called and the master

will know that they will do so.

It is advisable to consider carefully the special

circumstances, which exist every time a master

takes over command. These will relate to the

particular ship and to the o@cers and crew serving

in her. There is a temptation to use just one set of

tried and tested master’s standing orders without

any adjustment for each ship.

This would be a mistake and a lost

opportunity to address the special needs
and the circumstances of each different
command.

The purpose of good operational

procedures is to ensure that a mistake –
be it an error or an omission – by one Ad
person does not put the ship into danger.
It is human to make mistakes and this
applies as equally to the master as it does
to everybody else on board. It is the duty
of the o@cers to check their own work
and to verify the work of others at hand-
over. When a pilot is carried he must,
equally, be told if you think he has made a
mistake which might adversely affect the
safety of the ship.

In Port

► Follow the instructions of the chief o@cer with

regard to ballast, cargo being worked, repairs carried

out etc. This supports the chief o@cer’s authority

with the ship in port.

► Ensure that access to/from the ship is kept as

safe as possible, well lighted and the gangway net

properly rigged; make sure watchmen are on deck

and shore people do not smoke in unauthorised

places. The chief o@cer will see that the gangway

and safety net are set up on arrival but it is then up

to the 00W to keep it that way.

► Keep the ship alongside and moorings tight;
replace any ropes that break and call me if the ship

starts ranging or weather becomes adverse. Some

o@cers don’t appreciate that mooring winches have

much more holding power ‘on the brake’ than they

do ‘on heave’ and if the ship comes off the berth in

strong winds, it can make things worse by trying to

heave her back alongside.

► Never hesitate to call for shore assistance (tugs,

pilots, Gre brigade or ambulance) in any emergency

and keep engineers advised. In practice the captain

or chief o@cer will be aboard if cargo is being

worked but makes sure the 00W knows he has

authority.

► There are many thefts from ships in port and

stowaways are a major problem. Try to check on

people coming aboard, that they do have business

on the ship and, if in doubt, take them to the person

they wish to see or send watchman with them. The

co-operation of everybody on board is necessary to

try to minimise thefts and stowaways but the

example of a duty mate who takes this task

seriously motivates others on duty.

Before arrival and sailing

► Test all the bridge gear in accordance’

the checklist; switch on both steering
motors, radars and check alignment of
radars, gyro repeaters and course
recorder. Prepare pilot information card.

► Give the engine room one hour notice’ meaning

that at the end of the one hour on arrival we shall

want to manoeuvre; and likewise one hour before

‘stand by’ on departure. This is best deGned to avoid

confusion and of course the engine room has to be

confusion and of course the engine room has to be

advised of this.

Log Books

► Entries must be clear and accurate; names of all

persons involved in any incidents must be given fully

and he must sign entries by the 00W or duty o@cer.

This is invaluable a few years later if there are any

claims made.

► If the wind is force 7 or more, put the weather in

every two hours and the barometer every hour if it is

changing much, plus remarks on water coming

aboard etc. In port, ensure that weather remarks

continue to be made in the log book. In cyclone

areas or adverse weather, further detail would be

given in the night orders.

► While the log book only needs the important

times, keep a complete movement book with details

of tugs, whose lines, moorings used fendering of the

quay, which side alongside and number of the berth.

Routine again, but so often records are incomplete.

At Anchor

► Keep a good check on position of this ship and

others close by – ships may drag soon after

anchoring, when the tide changes, when the weather

freshens or when the brake won’t hold with a lot of

yawing. The danger is not only of this ship dragging

but of others drifting down to us. The bow stopper

must always be in use when at anchor. In adverse

weather it is helpful to paint a link on the aft side of

the gypsy so it can easily be seen if the brake

renders.

► Normally full anchor watches will have to be kept

but if cargo is being worked while at anchor the

opportunity must be taken at regular intervals to

check the ship’s position. Always a problem but deck

and bridge have both to be watched.

► Ensure the lights/signals are correctly exhibited;

usually a VHF watch will have to be kept and if

you’ve been away from the bridge for a time check

with the shore station that they have not been

calling us.

► If another ship tries to anchor too close or starts

to drag, try and get them on the VHF or Cash them

with the Aldis lamp.

► At the moment of letting go the anchor, try to get

a position on the chart and note the ship’s heading –

that way the swinging circle can best be worked out

on the chart. If the scale of the chart is good

enough, it gives a circle within which the ship should

remain and is handy when weighing anchor in a

crowded anchorage.

At Sea

► Make sure the navigation lights are on at night

and that a good lookout is kept at all times. The

seaman on watch is always available to the 00W

and should be used as a lookout at night, in rain or

in fog. Usually single seaman watches are kept at

sea but the 00W must know that a man is available

to him if required during daytime.

► Comply fully with the regulations for preventing

collisions with other ships and use sound signals

when within two miles.

► In an emergency do not hesitate to use the

engines but, if at all possible, warn the duty engineer

Grst and call me. Try to avoid close quarter

situations by early and substantial course alterations

and in open waters give all tra@c plenty of room.

and in open waters give all tra@c plenty of room.

Nothing is gained by passing too close. Running

UMS, it is preferable to have the duty engineer in the

engine room Grst if that is possible.

► Respond to any requests from the engine room to

reduce speed and, in. the event of a blackout with

other ships around, try to get maximum helm on

quickly and switch on emergency NUC lights. Not

always possible but, if it can be done; this is the

best way of reducing travel as running the way off

may take a long distance.

► On taking over the watch, check the position,

check the course to steer and the course actually

being steered; check the distance to go to the next

alteration, soundings or picking up land. In the night

watches, please read and initial the night orders. The

routine of using the night orders every night is

preferred as it reduces the risk of something being

missed if the book is sometimes used, sometimes

not.

► Compare magnetic and gyro compasses at least

every hour and take azimuths every watch. This is

not an outdated routine, but good navigational

practice.

► Change to hand steering and back each watch

(tests both) and check the course recorder. Aim for

the minimum use of rudder but don’t Gddle with the

settings unless you think you can improve the

situation. Small alterations, of course, may be done

on the autopilot but always change to hand steering

for bigger alterations. When a helmsman is engaged

in hand steering, keep a close watch on him until

you are sure of his ability, both in steering and

following helm orders. The ability of helmsmen due

to the small amount of experience they gain (both in

general and in any particular ship), causes concern,

particularly in canals and restricted channels.

► Use the navigational aids fully (including the echo

sounder) but as a backup to 8. visual position Gxing

and do not rely on the aids to the point where

common sense is ignored. Always check the chart

details for WGS details when using GPS in coastal

waters and In restricted waters always use visual

waters and In restricted waters always use visual

bearings and radar distances. We passed through

the era of ‘radar assisted collisions and may now be

into that of ‘GPS assisted stranding’. When a ‘black

box’ (voyage data recorder) is Gtted, continue to Gx

positions on the chart, particularly in restricted

waterways.

► If not already running always put the radar on in

good time if there is rain around or visibility is

doubtful. In open waters the best use of radar is in

tracking ships from 12 miles so that their movement

is assessed by 8 miles and there is then plenty of

time to alter course if necessary and to make sure

the alteration is having the desired effect. This

clearly spells out the philosophy required by the

master to avoid close quarter situations – the other

ship may be fast, may not be keeping an e@cient

watch and may unexpectedly alter course.

► Approaching heavy rain or fog, have a good look

around, switch on radar, warn the engine room, call

up the seaman for lookout, switch on the navigation

lights, Gx the position of the ship, switch on fog

signal to automatic and call me. Extra manning or

plotting routines will be arranged then, depending on

the locality/situation. SpeciGc arrangement for

bridge manning in fog is wise for ships trading to

the USA, and a lookout forward may be required.

► Keep the ship on the course lines laid off on the

chart and allow set as necessary to do so (and use

GPS for this in open waters). In coastal waters bring

the ship back to the course line and use set to keep

her there, rather than simply laying off a new course

line to the next waypoint. The passage planning

notes should help with tides/currents. The whole

point in laying off courses is that is the route we

want to follow; laying off new ones when the ship

has set inside can take her much closer to dangers

than was the intention.

► Fix positions regularly and continue to do so even
when there is a pilot on board to ensure the pilot’s

route is safe. Ensure that pilot’s instructions are

correctly carried out by helmsmen and look after the

pilot with coffee etc. We are still fully responsible for

the navigation of the ship despite the presence of

the pilot and position Gxing and track monitoring

continue in just the same way as without a pilot

aboard. Language di@culties or unusual expressions

sometimes confuse helmsmen. The ability of each

helmsman must be veriGed.

► Never respond to calls on VHF to ‘ship on my

starboard bow etc for any action unless you are

positive of her identiGcation (an Aldis lamp may be

used for such identiGcation at night). Even then, do

not agree to any action that contradicts normal safe

practices. This is a frightening habit in some ships

but is better controlled rather than banned, as it is

going to happen anyway.

► Do check and identify – lights and buoys can shift

very easily – so try not to use them for position

Gxing without are used for the using the land as

well. In some overseas ports foreign charts

channels and for these we may receive no

corrections.

► The man overboard response and manoeuvring

data are posted on the bulkhead in the wheelhouse;

you should be fully familiar with the former to

respond immediately and be aware of the stopping

distances and turning circles of this ship. The

manoeuvring data is posted and available to pilots;

the ‘man overboard’ response regarding release of

the bridge wing ‘man overboard’ and Williamson turn

should be detailed if they are not already available.

► The 00W, particularly at sea, should be aware of

the situation regarding cargo ventilation or work

being carried out on deck. If weather worsens, the

deck work may have to be suspended and a watch

should be maintained to ensure the safety of those

working on deck. Instructions will be speciGcally

given with regard to cargo ventilation but the 00W

should be directly aware of the work being carried

out on deck (whether routine or of a speciGc nature)

and must be aware that he is the one person able to

keep an overview of such work and the safety of

those doing it.

► Rounds of the decks must be made after securing

the anchors on any departure. These include ropes,

forecastle doors, deckhouse and superstructure

doors and lights, hold/tank access hatches,

ventilators, any items stowed on deck being

adequately secured and equipment left on deck

being collected and secured. Rounds of the decks

are to be made each evening at the end of the

working day but before darkness and these are to be

entered in the log. It is then a matter of naming who

shall make the rounds; after sailing it will either be

the chief o@cer or the o@cer on the forecastle for

unmooring and at sea either the chief o@cer or the

1200-1600 00W. It is a good practice to involve other

o@cers in addition to the chief o@cer in these basic

routines that .are only too often neglected in many

ships.

► My presence on the bridge does not mean that I

have taken over control from the 00W. My handover

to the 00W or my takeover from the 00W will be

made clear on each occasion.

General

► All the deck o@cers should be familiar with the

steering systems and changeover procedures, with

all the bridge gear and with all the lifesaving/Gre

Gghting equipment, regardless of whose duty it is to

look after them. All the publications watchkeeping,

passage planning, codes of practice and manuals

etc – are there for your guidance. We may all think

we’ve read them, but it is wise to look through them

again from time to time. The background of the

o@cers varies and ability to read pages of English

may be limited; the deck o@cers are bridge watch

keepers Grstly and secondly have their individual

duties and responsibilities.

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► If the weather gets bad and we may have to slow

down or alter course, call me. solid water washing

aboard will damage deck Gttings and ships do not

slow themselves down in head seas (the power is

being used to drive the ship into the seas rather than

through the water). If we are losing more than 25 %

of our speed (comparing rpm and tog) it may well be

time to do something about it. The safety of the

ship, the crew and the cargo are always the Grst

considerations and are all in your care while you are

on watch. Remove the theory that ships slow

themselves down. If the o@cers cannot sense when

the ship is going too fast in heavy weather, give

them a mathematical guideline to follow.

► Call me any time if in any doubt whatsoever – for

navigation, tra@c, weather, breakdowns, safety or

anything else. I would rather be called many times,

apparently unnecessarily, rather than just once too

late.

Summary

Many of these ‘standing orders’ help the anticipation

of the 00W and explain what is wanted – another

master may have somewhat different ideas.

Nevertheless it helps the o@cers to know just what

the master who is relying on them not only to

manage but also to call him if they are unsure of

anything expected from them.

In the Grst night orders I would ask the o@cers to

read and sign the standing orders if they are fully

understood – and would go through them with the

o@cers together explaining the ‘whys’ if there was

any di@culty with English reading.

Night orders would give courses, rpm, manned /

UMS, clock changes (always at 0200 as far as the

log book is concerned) and anything that was going

 log book is concerned) and anything that was going

on – Gre pump under repair, cargo ventilation, gas

freeing, hatch lids or doors that are deliberately left

open, etc. A copy is normally sent to the owners for

their retention.

The aim of providing these standing orders and

night orders is to spell out the framework within

which the 00W or duty o@cer is expected to work. It

avoids any questions of ‘but I wasn’t told to do so’

by the o@cers. For all of us in the bridge

management team removes any opportunity for

anybody to suggest that we have been negligent in

the conduct of our duties. Any such suggestion

would be an affront to our individual

professionalism.

Tagged with: master standing instructions, master night orders

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