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Masters Standing Orders

UNIT 1 MASTERS STANDING ORDERS


Structure
1.1 Introduction
Objectives

1.2 Why Do Masters Need to Write their Intention in Writing?


1.3 How Should the Masters Standing Orders be Followed?
1.4 Process for Implementation under Varying Conditions
1.5 Use of the Automatic Pilot
1.6 Heading Control or Track Control Systems
1.7 Heading Control Systems (Auto Pilot)
1.8 Steering Systems
1.9 Cautions and Recommendations when using Auto Pilots
1.10 Answers to SAQs

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.

1.2 WHY DO MASTERS NEED TO WRITE THEIR


INTENTION IN WRITING?
Various conventions, codes and guides provide the framework within which officers'
duties shall be performed in nearly all cases of routine and many extraordinary
circumstances. Operational procedures are based upon the owner's navigation policy and
these should work without conflict within the safety management system.
The master should provide his own standing orders - which will be supplemented on a
daily basis by night orders – to spell out to his officers 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 reflect points that have caused him concern in the
past and lessons he has learned and will set the standard that he requires from his watch
keepers.
Among the mass of written guidance on board, this is the opportunity for the master to
set down quite simply the ground rules for exactly what he expects the officers to do in
different circumstances, to reinforce practices that he expects to be followed and to create
a relationship in which a mutual confidence is established. The officers will know when
the master wants to be called and the master will know that they will do so.
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Watchkeeping and SAQ 1
Procedures
(a) Check the Master’s night orders on your ship when the vessel was altering a
course to enter a VTS and indicate its meaning.
(b) The company has a normal printed set of orders, why then the master needs
to write separate orders in addition?

1.3 HOW SHOULD THE MASTERS STANDING ORDERS BE


FOLLOWED?
The Master considers carefully the special circumstances, which exist every time he takes
over command. These aspects relate to the particular ship and to the officers 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 is not a good practice.
Preparing orders taking into account the ship and its operation provides the master a good
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 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 officers 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. As a part of a good bridge
team, nothing stops you from bringing an error of a senior officer to his notice politely
but firmly. In fact, that is the essence of the Bridge team management.

1.4 PROCESS FOR IMPLEMENTATION UNDER VARYING


CONDITIONS
In Port
Though the Master is overall in charge of all operation it is a common practice for
the Master to brief the chief officer on the loading & discharging operations and
repair and other maintenance work that is being carried out in that port. It therefore
becomes necessary for the chief officer to prepare his own standing orders so that
his intention regarding cargo operations ,repair or maintenance work being carried
out is understood by all concerned. All concerned include all cargo watchkeeping
officers and the Chief Engineer and Second Engineer too. Cadets when keeping
watches on deck should also sight the orders and sign them. Every such person
should therefore follow the instructions of the chief officer with regard to ballast,
cargo being worked, repairs carried out etc. This supports the chief officer's
authority with the ship in port. In addition, he shall :
(a) 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 officer will see that the gangway and safety net are set up on
arrival but it is then up to the OOW to keep it that way.
(b) Keep the ship alongside and moorings tight; replace any ropes that
break and call the Master or the Chief Officer if the ship starts ranging
or weather becomes adverse. Some officers 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.
(c) Never hesitate to call for shore assistance (tugs, pilots, fire brigade or
4 ambulance) in any emergency and keep engineers advised. In
practice, the captain or chief officer will be on the ship if cargo is Masters Standing Orders
being worked but it does not mean that OOW does not have any
authority.
(d) As there are many thefts from ships in port and stowaways are a
major problem 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 the watchman with them. The ISPS code
instruction in this respect must be followed strictly. 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
Normally the arrival and sailing instructions are clearly indicated in the procedures
specified in the ISM code. Very often, you are also provided with check list to
ensure every aspect is checked. Following are a few of importance :
(a) Test all the bridge gear in accordance with the checklist; switch on
both steering motors, radars and check alignment of radars, gyro
repeaters and course recorder. Prepare pilot information card.
(b) 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 defined to avoid
confusion and of course, the engine room has to be advised of this.
(c) Checking of stowaways is an important aspect of sailing duty and
must be carried out methodically.
(d) As part of the arrival processes the provisions of the ISPS code
relating to sealing of unnecessary entrances and securing of gangways
and other accesses to the ship with watchmen is important
Log Books
All operations on board ship are always recorded in appropriate logs. Sounding
logs to record the sounding of tanks and bilges, Mates log book which shows
important happenings and cargo books are only some of the logs maintained on
board ships. In maintaining such records, following should be kept in mind :
(a) 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
OOW or duty officer. This is invaluable a few years later if there are
any claims made.
(b) If the wind is force 7 or more, log the weather every two hours and
the barometer every hour if it is changing. In addition record whether
ship is shipping seas and whether they are moderate/heavy’ as the
case may be. 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.
(c) 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
Quite often, time at anchorage is considered a time to relax. The master shall order
whether the anchor watch is to be kept on the bridge or on deck. In any case, the
OOW is responsible for the safety and he shall ensure to :
(a) Keep a good check on position of his 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. 5
Watchkeeping and The danger is not only of his ship dragging but of others drifting
Procedures 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.
(b) To check the ship’s position at regular intervals. Normally full anchor
watches are kept even if cargo is being worked while at anchor, this
may be a problem but deck and bridge have both to be watched.
(c) 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 the
ship.
(d) Try and get the other ship on the VHF or flash them with the Aldis
lamp if it tries to anchor too close or starts to drag.
(e) Try to get a position on the chart and note the ship’s heading at the
moment of letting go the anchor – 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
Watch keeping officer on the Bridge is totally responsible for navigation and the
safety of the ship in general. Besides using the education and training that you
have obtained you have to make use of the experience that you have gained from
your seniors and the instructions that they give. In such process :
(a) 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 OOW and should be used as a lookout at night, in rain or in fog.
Usually single seaman watches are kept at sea but the OOW must
know that a man is available to him if required during daytime.
(b) Comply fully with the regulations for preventing collisions with other
ships and use sound signals when within two miles.
(c) In an emergency, do not hesitate to use the engines but, if possible,
warn the duty engineer first and call the Master. Try to avoid close
quarter situations by early and substantial course alterations and in
open waters give all traffic plenty of room. Nothing is gained by
passing too close. When running Unmanned Machinery spaces, it is
preferable to have the duty engineer in the engine room first if time
permits.
(d) 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 the ship over a long distance.
(e) 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.
(f) Compare magnetic and gyro compasses at least every hour and take
azimuths every watch. This is not an outdated routine, but good
navigational practice.

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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?

1.5 USE OF THE AUTOMATIC PILOT


Automatic Pilot is a control device that keeps a ship steering automatically on a given
9
course. The automatic pilot contains a set of gyroscopes that provide references for the
Watchkeeping and ship's course. Sensors detect when the ship deviates from this course and send signals to
Procedures the control surfaces the rudder to take the appropriate action. Most ships cruise on
automatic pilot, also called autopilot, for much of the time.
The components of the gyroscope are arranged so that the three axes of rotation in any
position pass through the wheel's center of gravity. The wheel is thus capable of rotation
about three mutually perpendicular axes, and its axis may take up any direction. If the
axis of the spinning wheel is displaced, a restoring movement develops, returning it to its
initial direction.
The possibility of transmitting the indications of the master compass enormously
increases the advantage of the gyro-compass. By its means, an automatic steering device
can be used to operate the steering gear and take the place of the human quartermaster.
These gyro pilots or automatic helmsmen are now in ships all over the world, and of all
types, and once set on their course, they will maintain it with unfailing accuracy for an
indefinite period, and in practically any weather. This equipment is so sensitive that it
detects departures from the set course before they can be noticed by the human eye, and
by applying just the right amount of rudder in each case it uses less helm and steers a
straighter course more consistently than the best of helmsmen. This results is a slight
increase in speed, an appreciable reduction in fuel consumption, and less wear and tear
on the steering engine. The quartermaster can be relieved from steering and employed on
ship’s maintenance and routine duties about the bridge.
After studying this unit, you should be able to
• familiarise the cadet with the working of the autopilot,
• understand the necessity of changing over to manual steering,
• understand the process of changing over, and
• caution and recommendations when using auto pilots.

1.6 HEADING CONTROL OR TRACK CONTROL SYSTEM


All ships of 10,000 gross tonnage and upwards shall carry a heading or track control
system, or other means, to automatically control and keep to a heading and/or straight
track.
The term Heading Control System differentiates the automatic pilot from systems
designed to keep a ship on a pre-determined track throughout its passage, which are
termed Track Control Systems. Track Control systems have to be interfaced with an
electronic position fixing system. There is no requirement to fit a Track Control system
to any class of ship. Track Control systems, however, include the functional capabilities
of Heading Control systems i.e. the auto-pilot.

1.7 HEADING CONTROL SYSTEMS (AUTO PILOT)


The schematic diagram below is of one of the modern auto pilot systems. This system as
you would observe has controls from both wings for a single rudder in addition to the one
from the main bridge itself. Follow up in the diagram applies to steering by auto-pilot.
Non-follow up pilot means steering by the wheel manually.
This type of auto-pilot would allow you to take control either from the wings or from the
main bridge. The controls are synchronized and the pilot can be provided corrections for
various aspects detailed below. The modern day plot can steer using the heading
provided by gyro or magnetic compass. When interfaced with electronic position fixing
systems available it can also be programmed to alter course at predetermined way points.
At this stage then it would be a track control system.

10
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

Marine Autopilot Control and Display Unit


Marine autopilot is a general-purpose, multifunction, microprocessor controlled
11
equipment. Created with the most modern computer programs to provide the
Watchkeeping and highest fuel economy and low operational demands, NAVIPILOT V marine
Procedures autopilot shown above is suitable for application on all classes of ships ranging
from small yachts to the largest supertanker. The very modern design of the
control unit includes a tailor-made and clearly laid out transflective liquid crystal
display, which permanently indicates all information required by contemporary
marine autopilot navigation demands :
• Current heading (digital)
• Heading difference ± 10° analogue
• Set heading (course to steer)
• Rudder angle (analogue ± 35°)
• Steering mode (AUTO/MAN/NAV)
• Adjustments are provided for the following parameters :
¾ rudder limit
¾ yaw
¾ rudder
¾ counter rudder
¾ off course alarm
¾ magnetic variation

1.8 STEERING SYSTEMS


Change Over Alarm-autopilot Engaged Alarm
The requirement for an autopilot alarm or indicator stated above stems directly
from the M/T EXXON VALDEZ disaster. Evidence obtained following this
incident supports the conclusion that the helmsman attempted to steer the ship with
the autopilot still engaged, and that it may have taken up to 6 minutes before the
helmsman and mate on watch realized that the rudder (or ship) was not responding
to the ordered command. The vessel did not respond to the manual helm change
because the autopilot system was engaged and the helm was bypassed. To prevent
such an oversight, ships must be equipped with an alarm that indicates both
visually and audibly that the autopilot is engaged when an effort is made to move
the helm
This requirement is not intended to restrict the use of the autopilot any further than
present regulations (33 CFR 164), nor should this requirement be confused with
the alarm that several autopilot manufacturers have installed on their units to sound
if the vessel's course is lost by a certain set degree. The intention behind this
provision is to allow for immediate rudder control in situations where the autopilot
is left engaged inadvertently. Otherwise, if override control is not available, an
audible and visual alarm must activate when the helm is moved. The following
factors should assist in assessing compliance with this requirement:
The Term “Automatic Manual Override”
The term “automatic manual override” does not mean that the autopilot must be
sensitive to the slightest manual movement of the helm. Since large rudder
movements are normally necessary when operating at reduced speeds, it is
considered satisfactory if the manual autopilot override is achieved only when a
substantial rudder movement is ordered. For compliance purposes, automatic
manual override should be achieved with no greater than five degrees of rudder
ordered at the helm.
If the rudder does not respond to a helm movement of 5 degrees or more while the
autopilot is engaged, the system should incorporate an audible and visible alarm
that activates when the helm is moved and the autopilot is still engaged. It should
12
be verified that the autopilot alarm, if equipped, is distinct from other bridge Masters Standing Orders
alarms.
An autopilot alarm or override is only required for the standard mode of steering
operation at the primary steering station. The override or alarm is not required for
non-follow-up control or other secondary or emergency modes of operation.
Vessels are not required to have the alarm or override at bridge wing control
stations.
The ability to override autopilot control by using a separate means of control, such
as non-follow-up control, does not meet the intent of this requirement. Autopilot
override must be achieved while using the primary steering control (i.e. the ship's
wheel).

1.9 CAUTIONS AND RECOMMENDATIONS WHEN USING


AUTO PILOTS
(a) In areas of high traffic density, in conditions of restricted visibility and in all
other hazardous navigational situations where the automatic pilot is used, it
shall be possible to establish human control of the ship's steering
immediately.
(b) In circumstances as above, it shall be possible for the officer of the watch to
have available without delay the services of a qualified helmsman who shall
be ready at all times to take over steering control.
(c) The change-over from automatic to manual steering and vice versa shall be
made by or under the supervision of a responsible officer. An unmanned
wheel also requires the OOW to monitor and correct the steering. This, too,
may cause him to overlook other duties. Despite the ease with which
modern steering gear can be changed from one system to another, major
incidents are on record where lack of awareness of the precise steering
system in operation has led to disaster
Auto-pilots have Contributed to Casualties Due to
• The improper use of, or over-reliance upon, the automatic pilot.
• Stranding and other casualties have occurred where automatic steering
systems have been in use in restricted waters without supervision,
• Not having a person immediately available to take the wheel.
• Watch keepers were not familiar with the procedure or precautions
necessary when changing over from the automatic pilot to manual steering.
Attention is Drawn to
• The possible inability of an automatic pilot to closely maintain set headings
when the ship is moving at low speed and/or in heavy seas.
• The performance of some automatic steering systems is very dependent
upon correct control settings suited to the prevailing conditions of ship
speed, displacement and particularly, the sea state.
• The use of the automatic pilot must be restricted to conditions within the
designed parameters of the automatic control system.
• If shipowners do not use all the control options, which may be incorporated
by the various manufacturers into a control console, positive measures
should be taken to prevent redundant control settings being used
inadvertently, and the labelling arrangements should be amended
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accordingly.
Watchkeeping and • Masters and watchkeeping officers should be aware of the requirements here
Procedures as well as the general need to ensure that arrangements are adequate for
maintaining a safe navigational watch, as described in STCW95.
• Masters and all watchkeeping personnel must be familiar with the procedure
for changing over from steering with the automatic pilot to hand steering
(e.g. through a telemotor) and must ensure that sufficient time is allowed for
the operation.
• Clear instructions must be provided at the control console, and special
attention should be given to the procedure when joining a ship because it
will vary depending on the particular equipment installed.
• The operations manual should be kept on the bridge and be readily available
to masters and navigation watch-keeping personnel.
• Some steering gear control systems enable alignment to be maintained
between the helm and the steering gear at all times, irrespective of whether
the automatic pilot is or has been used. Where the design does not include
this provision, suitable measures should be taken immediately before and
after the changeover to ensure that the helm and steering gear are aligned.
• Attention is drawn to the need to test the manual steering. It is recommended
that the steering should be “tested manually at least once a watch”. The
manual steering "over-ride alter course control" incorporated in the
automatic pilot console should be operated once every watch.
• Whilst the vessel is on passage and continuously using the automatic pilot,
the manual steering gear is tested at least once a day. To meet this
requirement the wheel (or equivalent) steering should be engaged at least
once every day and the ship steered by hand.
• It is strongly recommended that a roster system should be employed so that
all persons recognised and qualified should take a turn at this task. They
should steer for a sufficient period for them to maintain their proficiency,
including manoeuvring the vessel thus gaining experience in the vessel’s
response to helm orders.
Assignment
Describe the auto-pilot on your ship and its various capabilities and the process of
changing over.
SAQ 5
(a) What adjustments do the auto-pilot need?
(b) What do you understand by monitoring the steering of the ship when the
ship is on Auto-pilot?

1.10 ANSWERS TO SAQs


SAQ 1
(a) Indicate after reading Masters orders- the action that is specified.
• the action to be taken at alter course point,
• communications with the VTS authorities,
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• lookouts and Helmsman to be on standby, Masters Standing Orders

• process to follow passage plan, and


• likely dangers in the approaches etc.
(b) The additional orders are written taking care of the particular circumstances,
weather, navigation areas, and depend on the masters experience in these
aspects.
SAQ 2
(a) Often the OOW may feel that calling the Master is an indication of his
capability. It must be remembered that being in doubt is not the measure of
capability. Remember the Master is in charge and calling him allows him to
correct the situation if causing difficulty. Also remember that waiting till the
last minute and then calling the Master is of no use.
(b) The master should clearly say e.g. “second mate, I am taking over” or that
“Second mate take over please”. At each of these, the OOW should clearly
indicate the course the ship is steering and if the engine is on manoeuvring,
then its status. He should also state the time the last position was plotted and
the status of the various ships in the area. Similarly, when the master takes
over the con the OOW should clearly indicate the status of course, speed and
traffic in the vicinity.
(c) The loading plan shall be a part of the instructions. It should include safety
precautions to be taken and segregation and separations that are to applied to
the different commodities.
SAQ 3
(a) Ensure that no crew is working on deck. All openings are tight and on
general cargo ships, ventilators are covered. Life-lines are rigged on open
decks if not already rigged. Obtain weather report and record weather report
every hour.
(b) To be described with sketches taking into account the system on your ship.
SAQ 4
In poor visibility when coasting, concerns are, collisions and groundings – the
orders therefore shall require position plotting, continuous use of Radar and
plotting of target vessels. Calling master whenever the ship approaches any
particular position or when the visibility reduces say less than three miles or when
OOW considers the master’s presence on the bridge necessary.
SAQ 5
(a) Steering of the ship is affected because of natural elements such as sea and
swell and strong with conditions. These cause the ship to yaw and needs to
correct by the auto-pilot. These corrections are available on the instrument.
It must be remembered that if correction is over done the steering
mechanism may also be over worked.
(b) Monitoring of the steering of the ship means ensuring that the auto-pilot is
maintaining the course and is neither using helm too frequently nor is it
allowing the ship to yaw too much.

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