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1.1 INTRODUCTION
A substantial part of this self learning module is extracted from an article from the
seaways of the nautical institute by Captain Eric Beetham FNI, FRIN
The Master or the Captain of a ship has the overall charge of the ship and is therefore
responsible to ensure that every one on board understand the Master’s plan of navigation
and other operations carried out on the ship. It is with this intention that master puts his
orders in writing so that there is no confusion in implementing the same.
Objectives
After studying this unit, you should be able to
• understand the reason for the Masters standing orders,
• understand the process of informing all and obtaining its acknowledgement,
and
• know process of implementation.
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(g) Change to hand steering and back each watch (tests both) and check Masters Standing Orders
the course recorder. Aim for the minimum use of rudder but don't
fiddle 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. (It is in
this context that it is recommended that helmsmen should be given
steering practice when the ship is in open waters.)
(h) Use the navigational aids fully (including the echo sounder) but only
as a backup to visual position fixing 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 bearings and radar distances. Ships have
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 fitted, ensure that it is being provided with the inputs
Ensure that the AIS is working and check the data being sent and
compare the data being received with the help of the radar when
possible. Continue to fix positions on the chart, particularly in
restricted waterways.
(i) 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 8 miles assess their
movement 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
efficient watch and may unexpectedly alter course.
(j) 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, fix the position of the ship, switch on fog
signal to automatic and call the Master. Extra manning or plotting
routines will be arranged then, depending on the locality/situation.
Specific arrangement for bridge manning in fog is wise for ships
trading to the USA, and a lookout forward may be required.
(k) 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 fixing 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.
(l) 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. Position fixing and track
monitoring should be continued in just the same way as without a
pilot aboard. Language difficulties or unusual expressions sometimes
confuse helmsmen. The ability of each helmsman must be verified
and every order by the pilot must be clearly explained if confusion
exists.
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Watchkeeping and (m) Never respond to calls on VHF to ‘ship on my starboard bow’ etc for
Procedures any action unless you are positive of her identification (an Aldis lamp
may be used for such identification 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. With the advent of AIS, you
are in a better position to know the identity of the ship but even here,
do not determine the action to be taken on the strength of a VHF talk.
Stick to the rules and if in doubt call the master.
(n) All ‘cancelled’ charts should be removed from the chart room as they
are replaced but there is a time lag in getting corrections/new editions.
Do check and identify. Buoys can shift very easily – so try not to use
them for position fixing without using the land as well. In some
overseas ports, foreign charts are used for the channels and for these
we may receive no corrections.
(o) 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.
(p) The OOW, 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 may be specifically given with regard to cargo
ventilation but the OOW should be directly aware of the work being
carried out on deck (whether routine or of a specific 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.
(q) 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 officer or the officer on the forecastle for unmooring and at sea
either the chief officer or the 1200-1600 OOW. It is a good practice to
involve other officers in addition to the chief officer in these basic
routines that are only too often neglected in many ships.
(r) Master’s presence on the bridge does not mean that he has taken over
control from the OOW. Handover to the OOW or takeover from the
OOW shall be made clear by the Master on each occasion.
SAQ 2
(a) What do you understand “when in doubt call the Master”?
(b) How does the master inform the OOW that he has taken over the watch.
(c) What instructions would you expect to be written by the chief officer when
the vessel loading hazardous cargoes?
General
All the deck officers should be familiar with the steering systems and changeover
procedures, with all the bridge gear and with all the lifesaving/fire fighting
equipment, regardless of whose duty it is to look after them. All the publications
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watchkeeping, passage planning, codes of practice and manuals etc - are there for Masters Standing Orders
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 officers varies and ability to
read pages of English may be limited; the deck officers are bridge watch keepers
firstly and secondly have their individual duties and responsibilities.
If the weather gets bad and we may have to slow down or alter course, call the
Master. Solid water washing aboard will damage deck fittings 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 log), it may well be time to do something about it. The
safety of the ship, the crew and the cargo are always the first considerations and
are all in your care while you are on watch. The theory that ships slow themselves
down in heavy weather is totally wrong. If the officers cannot sense when the ship
is going too fast in heavy weather, give them a mathematical guideline to follow.
Call the Master at any time if in any doubt whatsoever – for navigation, traffic,
weather, breakdowns, safety or anything else. The Master would rather be called
many times, apparently unnecessarily, rather than just once too late.
SAQ 3
(a) What action is necessary by the OOW on the onset of rough weather?
(b) Describe the steering arrangement on your ship and the process to change
over the motors if one of them fails.
Summary
Many of these ‘standing orders’ help the anticipation of the OOW and explain
what is wanted. Orders on your ship may vary, nevertheless such orders helps the
officers 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.
You are expected to read and sign the standing orders if you have fully understood
them. You should go through them with other officers together explaining the
‘whys’ if there was any difficulty 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 on - fire
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 OOW or duty officer is expected to work. It avoids
any questions of ‘but I wasn’t told to do so’ by the officers. For all of us in the
bridge management team it 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.
SAQ 4
What would you expect the masters night orders to be taking into account if the
vessel coasting in poor visibility?
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Masters Standing Orders
Early Autopilots
Early pilots were more analogue controlled and suffered from reduced sensitivity.
Even then the course steered by such auto-pilots was considerably better than an
expert helmsman. They were a little sluggish in rough seas as the equipment
needed manual corrections on the yaw and rudder angle to be allowed for given
deviation of the course. The change over system was mechanical and helmsman as
well as watch keeping officers needed to be aware of the process to be followed. In
the modern auto-pilots also the change over process, though comparatively easy is
manual and has to be clearly understood. As a requirement of USCG all
auto-pilots also need to be fitted with an alarm. When auto-pilot is engaged and the
manual wheel is turned more than five degrees the alarm is to ring.
Modern Auto-pilots
Auto-pilots have the ability to detect changes in the ships heading in real time. A
helmsman also detects a deviation in the course steered but it notices the changes
after it has happened. However an auto-pilot would detect the changes as they are
happening.
The Versatile Multipurpose Marine Autopilot
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