Company Standing Order


FOM-3.8	Fleet Operations Manual Navigation Company Standing Order	Doc No.: FOM-3.8 Revision: 01 Date: 15 Oct 2024 Issued by: DPA Approved by: MD

D. No.	Form Name
FOM 3.8	Company standing orders

1. GENERAL

In addition to the general standing orders given below, Master is to issue separate standing orders to include ship specific information and other points that may not be covered in the general standing orders.

Language – These standing orders should be in English but may also be written in an additional language if the Master considers this to be beneficial.
Sign – The Master should sign and date these orders and fix them on the front page of the Master night order book.
Acknowledgement – The Master should ensure that all deck officers on joining the vessel read these standing orders and then sign their name, time and date to show that they have read and understood them and are fully conversant with them.

2. REFERENCES

OOW shall read Masters standing orders in conjunction with the following. Master shall make references to below where applicable:

COLREGS 72
ICS bridge procedures guide
Bridge team management (By Capt A.J Swift)
Company navigation procedures FOM 3.0
Ship Security Plan (SSP)

3. BASIC CONTENT

PARAMOUNT CLAUSE:

THE SAFETY OF THE SHIP AND ITS PERSONNEL IS ALWAYS TO BE THE PRIME CONSIDERATION, TAKING PRECEDENCE OVER ANY OTHER. NO CONSIDERATION OF PROGRAMME, CONVENIENCE OR PREVIOUS INSTRUCTIONS JUSTIFIES TAKING ANY RISK, WHICH MAY PLACE THE SHIP IN DANGER.

Key Responsibilities:

The first and foremost responsibility of the OOW is to keep a GOOD and SHARP ALL ROUND VISUAL AND AURAL LOOKOUT, by deploying all resources available for ensuring safe navigation.
Whenever the Master either takes over or hands over charge of the navigation (CON) of the ship, he shall verbally inform the OOW and the OOW shall confirm his understanding of the same. An entry shall be made in the bridge movement book/log book, mentioning the date/time.
The International Regulations for Preventing Collisions at Sea (COLREGS 72) are to be strictly adhered to. Any action initiated for avoiding collision must be bold so that your intentions are quickly understood by the approaching vessel and other vessels in close vicinity. Action taken to avoid collision must be readily apparent to another vessel observing only by radar. If the circumstances permit and there is sufficient sea room (Open Sea), action must be taken to ensure a minimum CPA of 2.0 Nm. As far as possible and practical in all other traffic conditions, without endangering own vessel, a minimum CPA of 1.0 Nm must be maintained with other vessels. The TCPA limit in all conditions such as open sea, confined waters, and restricted visibility shall be 20 minutes.
The VHF or AIS text facility should not be used for collision avoidance purpose.
Composition of the watch should be in compliance with company watch levels, all company checklists to be completed and filled.
Since look-out must be maintained by sight and hearing, company prohibits the use of mobile phone or other personal electronic devices like music system, tablets etc., however limiting their use to operationally necessary circumstances approved by the Master. Comply with the “Distraction policy” as mentioned in FOM 3.3 Bridge Team Management. This does not include GMDSS MF/HF, VHF receivers, walkie-talkies that may be located on the bridge as a part of Navigation/communication equipment.
The Master is available at all times of the day or night and the OOW must never hesitate to call him whenever in any doubt. In case OOW is unable to contact the Master on phone, he shall use the General alarm or PA system of the vessel in case of urgency.
Passage plan should be prepared in consultation with the procedures as laid down in FOM 3.6 – Passage Planning. Passage plan is established so that the vessel is navigated in the most efficient and economical way, consistent with the safety of personnel and property. Time and distance saving must be secondary to safe navigation of the vessel. OOW should also comply with all local regulations/requirement which may be applicable to the ship while navigating in these areas.
Largest scale chart / ENC available must be always used. Time spent in the chartroom is to be limited to essential navigational duties. The chart / ENC used must be updated and corrected to latest NTM, T&P, and NAVAREA warning affecting.
Since the 2nd ECDIS is the back-up, the complete detail passage plan to be plotted for immediate use.
For vessel with Paper chart as primary means of navigation, OOW must ensure that ship’s positions are plotted at regular and frequent intervals on paper charts. Whatever means available on board are to be utilized for fixing position. Position obtained electronically must be reconfirmed at the first available opportunity by obtaining position by second GPS, visual / radar bearing etc. Alterations of course must be logged.
Position fixing duration will be decided by the Master from time to time depending on proximity of land, obstructions, and traffic and weather conditions and should be stated in the passage plan, paper charts, ENC. When using paper charts as primary means of navigation the frequency of position-fixing intervals should be such that the vessel cannot run into danger between two consecutive fixes.
When land fixes are available, same to be used as primary position fixing method and GPS to be used as secondary method for vessel with paper charts as primary means of navigation.
Logging of position at least once a watch in the deck logbook when land fixes are shown on the chart.
For vessel with ECDIS as primary means of navigation refer to ECDIS standing orders.
OOW must be conversant with operation manuals of all navigational equipment’s on the bridge so as to be familiar with the limitations of such equipment. With regards to use of ECDIS, please refer to FOM 3.29 for limitations and setting of the safety parameters. Over-reliance on ECDIS or any other electronic equipment is prohibited. Please also read and understand ECDIS Standing orders – listed at the end of these standing orders.
Main engines, steering gear, and navigational equipment should be brought to full readiness and tested as soon as news of impending severe weather is received.
In an emergency situation, the engine room is to be informed verbally and main engines used to their full potential. However, please use good judgement when pilots place undue demands on main engines under normal operating conditions. (E.g.: High Revolutions soon after departure from berth, increase of RPM beyond manoeuvring speed, etc.) Unreasonable requests should be declined, so that vessel’s interests are safeguarded.
In restricted visibility, navigate with utmost caution. Man the wheel and post extra lookouts. Keep both radar’s on and monitor the movements of traffic closely. Reduce speed if necessary and sound appropriate sound signals.
At sea, gyro and magnetic compasses are to be checked, and compass error to be obtained and recorded once every watch and whenever large alteration of course is affected appreciably. If more than one master gyros are fitted, then identity of master gyro in use shall be mentioned in Compass error book e.g. Master gyro # 1, or # 2. Comparison of the ships heading by master Gyro, gyro repeaters, and standard compass to be carried out frequently to ensure correct course is being steered.
Hand steering to be tried out once a watch and changing over to be done by the OOW only. Helmsman should frequently be given practice in steering in the NFU mode so that he is well versed with this mode of steering.
During heavy weather avoid the use of auto-pilot to prevent excessive load on the system. Alter course or reduce speed in order to avoid slamming and pounding. Observe the deck and ensure the safety of all personnel is not endangered. Call additional personnel on watch if required.
Echo sounder should be kept on during transit area where depths can be recorded by the echo sounder. Ensure depths are monitored frequently once below 50 metres.
Course recorder to be kept on all the time unless otherwise instructed or whilst in port.
In coastal water parallel indexing must be carried out with the radar on relative motion. Make full use of the ARPA including mapping and trial manoeuvre. Keep one radar on all the time unless otherwise instructed.
NAVTEX to be kept on when in range and monitored closely for any navigational warnings and reports. It is the responsibility of the officer of the watch to monitor any warnings etc. received on NAVTEX and notify Master promptly if the matter is of concern.
Radar log to be filled out by the watch keeping officer if radars are in use during his watch.
In US waters, tests to be carried out as per 33 CFR 164.25 before entering or getting underway in their waters, this list is to be kept in the deck logbook.
Please fill up the deck logbook correctly, as per instructions provided in the beginning of the logbook. Chief Officer is in charge of the deck logbook and must ensure that all entries are correct and up to date.
Garbage record book to be filled up by Chief Officer and to ensure all regulations for disposal of garbage is complied with.
Compare radar fixes with fixes available from various other sources. OOW to strictly comply with following to ensure a safe navigation passage.
Navigation lights are to be kept on at all times, day or night, when the vessel is underway. The Master should be notified in case of their malfunction. Whenever visibility is likely to deteriorate, immediately inform the Master, and engine room. Commence plotting of all targets, test the sound signals and hand steering. Monitor VHF channel 16 and if necessary, post extra look out. Do not hesitate to use the whistle or use engines if necessary. For the purpose of these orders “Restricted” visibility is a range of visibility less than equal to 3 Nm. Initiate necessary steps for navigating in restricted visibility.
All incoming radio or VHF warnings are to be brought to the attention of the Master (navigational, weather forecasts, etc.) and to next OOW while handing over. All distress messages/ calls are to be logged down.
OOW must be fully conversant with the Company regulations and carry out the duties prescribed therein. Officers are also to comply with all statutory regulations and comply with watch keeping principles as laid down in STCW A-VIII, Part-3.
OOW must be fully aware of prevailing weather conditions and any apparent changes in barometric pressure are to be brought to the attention of the Master immediately. Importance of recording meteorological observations must be borne in mind all the time. In any event, the Master is to be notified immediately of any fall in the barometric pressure of 3mb or more in any period of less than four hours. The practice of recording weather details at the end of each watch is to be continued in port. Whenever a sudden change in weather conditions is experienced, immediately inform the Master and initiate necessary steps for encountering unfavourable weather conditions. Alert any crewmembers on deck.
AT ANCHORAGE – Use all available navigational aids on board to monitor vessel’s position and relative position of vessels in the vicinity. The following must be adhered to:

Check anchor position frequently by all available means. If OOW suspects that the anchor is not holding, or has any other doubt, the Master must be informed immediately.
At anchor, anchor position is logged at least once a watch in the deck log book. Safety and security rounds are undertaken as required.
Monitor the position of ships in the immediate vicinity in case they are dragging onto own ship. Establish communication with the other ship if possible.
Monitor tidal conditions and under keel clearances when the vessel is swinging at anchor in the vicinity of shoal water.
Monitor relevant Radio channels for information from Pilots, Port, Agents and other anchored ships.
Inform Master in case of sudden change of weather conditions.
In escalating heavy weather situation (Wind speed exceeding BF 6), picking up anchor, proceeding to sea and heaving to, should be seriously considered after taking into account the risks involved, for heaving up anchor master should be guided by the following:

For sheltered waters, the maximum assumed environmental envelopes are:

Current velocity: max. 2.0 m/s or 4 knots
Wind velocity: max. 15 m/s or 30 knots (Beaufort wind scale 7).
No waves or Swell.

For un-sheltered waters, the maximum assumed environmental envelopes are:

Current velocity: max. 1.5m/s or 3 knots
Wind velocity: max. 11m/s or 22 Knots (Beaufort wind scale 6)
Significant wave height: max. 2m

Inform Master If any vessel is approaching, passing or anchoring in very close proximity.
Inform Master if any unidentified crafts are seen approaching or attempting to come alongside or unauthorized person attempting to board the vessel. Sound the General Alarm.
Give sufficient notice to the Duty Engineer to get engines ready. Ensure that the state of readiness of the main engines and other machinery is in accordance with the Master’s instructions.
If cargo is being loaded or discharged at anchorage, then follow relevant standing orders pertaining to vessel in port.

The Master shall, when the vessel is underway or at anchor, write orders to supplement his standing orders in the Master Night Order book every night before turning in and at any other time he considers it necessary. All entries should be dated, timed, and signed by the Master. The OOW should read and sign the night orders to show their understanding of them prior taking over the Watch.

4. CALLING THE MASTER AND MASTER’S PRESENCE ON THE BRIDGE

Calling the Master

The Master is to make clear, in writing to the OOW in charge of the navigational watch that he shall notify the Master immediately if following: (Ref STCW A-VIII/2 part 3-1, No 40)

Visibility – If restricted visibility is encountered or expected (“Restricted” visibility is a range of visibility less than equal to 3 Nm.)
Traffic Conditions – If the traffic conditions or the movement of the other ships are causing concern
Suspicious craft – If any suspicious craft is sighted in vicinity or if any other vessel in the vicinity is approached by suspicious crafts.
Passage plan – If amendment to the passage plan require immediate approval
Course – If difficulty is experienced in maintaining course due to heavy traffic or heavy weather, etc.
Minimum CPA – If unable to comply with the Minimum CPA requirements (2.0 miles in open sea and 1.0 mile in restricted water)
Position monitoring – When there is a significant difference between the latest observed position and the expected position of the ship.
Failure to Sight – On failure to sight land, a navigational mark or to obtain soundings by the expected time.
Unexpected Sighting – If unexpectedly, land or a navigational mark is sighted or a change in sounding occurs or discoloration which may indicate shoals or other danger.
Machinery/Equipment breakdown – On breakdown of the engine, propulsion machinery remote control, steering gear or any essential navigational equipment like ECDIS etc., alarm or indicator
Radio equipment – If the radio equipment malfunctions
Heavy weather – In heavy weather, if in any doubt about the possibility of weather damage or in case the Barometric pressure suddenly drops by 3 mb or more in any period of less than four hours
Hazards to navigation – If the ship meets any hazards to navigation such as ice or a derelict
Emergency – In any other emergency or if in any doubt
Distress Alert / Signal – When a distress alert has been received or a distress signal has been sighted
At Anchor – Whenever the vessel is found to be dragging anchor, when at an anchorage
Fatigue – In case the OOW is unwell or fatigued or unable to stay alert for any reason whatsoever
Experience – In any cases when the situation is beyond the experience of the OOW or if there is any doubt regarding the safety of the ship, or ability to comply with regulatory requirements
Oil sheen – If any oil or oil sheen is noticed in the water or on vessel’s deck, whenever any aircraft or helicopter is seen making deliberate low passes in the vicinity of the vessel or seen inspecting the vessel or the wake of the vessel.
Deviation – Immediately after the OOW is compelled to use the main-engine or take any action which deviates from the rules and regulations to avoid a collision or stranding.
Or as specified in the Master’s Standing Orders / Night Orders

Master’s presence on the bridge

Master’s presence on bridge – Under normal conditions the Master’s presence on the bridge does not relieve the OOW of his duties or responsibility to safely navigate the vessel.
Taking over Conn – The OOW shall consider change of Con only when the Master verbally tells the OOW that he is taking over “the con”.
Passing information – The OOW must pass to the Master all relevant navigational and traffic information before the Master takes “the Con”.

5. ENTRIES TO BE MADE PRIOR ARRIVAL AND DEPARTURE

Following entries to be made prior arrival and departure ports as a minimum

Drafts, deadweight, displacement, ROB bunkers, cargo loaded.
Testing of equipment’s prior arr. and dep. ports.
All cargo operations with times.
Stowaway search carried out on dep.
Familiarize yourself with the following as minimum:

Change over procedure between normal and emergency steering
Maneuvering characteristics of the vessel
Williamsons turn
Rules regarding the boarding for pilots
Monitoring & operations of bridge located system/System controls
All OOW should ensure that they should not be reluctant to disturb the Master early enough. Remember it is prudent to call the Master well in time rather than at the last moment.

6. PILOT ON BOARD

Responsibilities and expectations of the bridge team when the pilot is on-board:

An accurate record of the ship’s position with regard to passing breakwaters, buoys, etc. is to be kept in the Movement Book, together with details of all whistle signals and speed reductions whilst passing other vessels, moorings, or shore installations.
In case if it is felt that instructions being given by the pilot are not appropriate or correct, same to be brought to the attention of the Master immediately.
Pilot’s presence will not relieve the watch keepers of his duties.

7. SECURITY RELATED

Officer on watch (OOW) shall ensure that security measures are implemented as per Ship Security Plan, in consultation with the Master. This should include but not be limited to the requirement of keeping extra lookout in piracy prone areas so that a constant 360- degree scan around the vessel can be maintained.
Adhering to the appropriate security level on board, keeping in mind that safety takes precedence over security.
The watch keepers must be made be aware of the possibility of other vessels mirroring own vessel’s movements, approaching closer than normal, or behaving in any threatening or suspicious manner.
Officer shall read and implement the security alerts received on board.
The lookout should take a Safety/Security round of the vessel. He should always carry a walkie-talkie and provide periodical updates to the OOW. After the rounds, the result to be logged in the deck log book.
Bridge watch keepers to get familiarized with the vessel’s contingency plan as per the Ship Security Plan in order to take immediate action in case of a Breach of Security scenario.

8. IN PORT

Chief Officer is the person-in-charge (33CFR 155.710) and responsible for all Oil Transfer Procedure including COW, Ballast and De-ballast operations.
Chief Officer will be closely assisted by the deck officers who will normally keep 6 on/6 off watches whilst in Port / Lighterage operations.
Chief officer will ensure that all the officers including himself are properly rested in order to keep an efficient watch in port and for Oil transfer operations
All officers, junior officers, cadets involved in Cargo operations must read, understand and sign these set of standing instructions. Chief Officer and Duty Officer are to comply with additional Master’s standing orders.
Comply with terminal regulations.
All relevant logs & checklists for cargo operations to be completed i.e.:

Ship shore safety checklist to be completed and ensure the items required for Repetitive checks are done within the specified time.
In port, instructions including but not limited to compliance with company Pre-arrival form
All timings are to be maintained in a neat and proper manner. All facts and incidents no matter how minor must be recorded. In addition, the following records to be maintained.

To ensure safe and efficient operations, all personnel’s including new on-signers involved in cargo handling are to be fully familiar with their duties, the vessel’s cargo systems design, equipment’s and layout in cargo tanks on deck, in pump room, in cargo control room, engine room. Watch schedule and rest periods to be posted in cargo control room and bridge.
Moorings forward and aft to be attended continuously and to be adjusted for Draft/Trim changes due to tides, currents, loading, discharging, deballasting, ballasting, bunkering operations, nearby passing vessel etc.
Monitor moorings at all times especially when another vessel is passing, all passing traffic to be monitored.
Weather and moorings to be monitored frequently. If pressure falls 3 mb or more in 4 hrs, wind forces 5 and picking up or forecast for Bad weather, inform Chief Officer and Master immediately. Thereafter Moorings to be tended continuously, call all crew for stations. Ensure vessel’s kept alongside, Cease all cargo operations. Contact terminal and give extra line forward and aft.
Pump room entry procedure to be complied with and portable gas instruments to be carried when entering pump room. Thorough pump room safety rounds to be undertaken from top to bottom, all bilge areas to be checked for any oil build up. These rounds to be undertaken hourly or less. Watch keepers to take round frequently in pump room. All equipment, hull to be checked. Any deficiency to be reported to the Chief Officer and same to be rectified immediately.
Deck rounds to be taken by the duty crewmember and continuously monitor cargo / tank cleaning lines, deck machinery. The Manifold to be continuously monitored and to be manned during entire cargo operations. Keep an eye for Funnel Smoke and same to be informed to engine room if required.
Chief Officer is to prepare plan prior arrival and same to be verified by Master. Duty Officer is to be fully conversant with the plan. Please do not hesitate to clarify if in doubt.
Anti-pollution gear/equipment to be kept in readiness as per VRP/SOPEP, Ensure compliance with VRP/SOPEP.
Cargo handling to be carried out safely considering environment protection and pollution prevention as the foremost criteria.

9. ECDIS STANDING ORDERS

Before assuming the watch, the incoming OOW must:

Conduct a visual check of the voyage plan on the ECDIS including:

Leg details including XTD, safety contours and safety depth
Alarms likely to be encountered (from the voyage plan log)
Proximity to any navigation marks and buoys
Checking the fixing procedures and instructions

If a change has been made, the OOW must confirm that this has been fully reviewed and authorized in accordance with the company’s navigation procedures.
The OOW must review the upcoming leg of the voyage plan and consider running an automatic scan for the portion of the voyage plan about to be conducted, particularly if the section to be conducted has been amended.
The OOW must ensure that ECDIS settings, which must include verification of at least:

Display and safety settings and alarm management
Anti-grounding look-ahead settings
XTD set for each leg
Appropriate scale of display for navigation
Display palette settings correctly applied for watch period

All officers must familiarize themselves fully with all functions of ECDIS with emphasis on following points:

Setting of shallow/safety depths and contours
Manual plotting of positions on ENC
Setting of Vector/Sector for look ahead function

On ECDIS, as ship’s position can be seen in real time, manual plotting of position is referred to as “position verification”.
In case of vessels having ECDIS as primary means of navigation, GPS to be used as primary means of position fixing whereas visual/radar fixes or any other position fixing to be considered as secondary means of position fixing.
ECDIS Position verification should be decided by the Master and to be stated in the passage plan (NAV Form 001) under Verification frequency / Method. However, Master is guided upon by following:

On vessel fitted with ECDIS as primary means of navigation and paper charts as back up:

On ECDIS: Position verification intervals

Open/Deep Sea: While the vessel is at open sea, the accuracy of position verification is checked once every watch.
Coastal Passage/Approaching, Anchoring and Berthing /Unberthing: In these cases, ship’s position on the ECDIS is compared with other means at least every 60 minutes.

On paper: Since the paper charts are back up, the complete detailed passage plan shall be plotted on all the voyage charts ready for immediate use. Cross verification of position fixing on paper charts should be done once a watch. In case a low data accuracy ENC is used (i.e. CATZOC D and U), the cross verification of position fixing shall be done once every hour. OOW at any given time shall ensure that the current passage BA chart is readily available as per corresponding ENC in use.

On vessel with ECDIS as primary and 2nd ECDIS as back-up:

Open/Deep Sea: While the vessel is at open sea, the accuracy of position verification is checked once every watch.
Coastal Passage/Approaching, Anchoring and Berthing /Unberthing: In these cases, ship’s position on the ECDIS is compared with other means at least every 60 minutes.

Note: Means of position verification on ECDIS

Open / deep sea: By using 2nd GPS which is not being used for real time position update on ECDIS.
Coastal passage/approaching port/anchorage and berthing /unberthing: By visual/RADAR fixes and if visual/RADAR Fix is not available, then by 2nd GPS which is not being used for real time position update on ECDIS.

Keep in mind that ECDIS is anti-grounding equipment and should NEVER be used as a collision avoidance tool.
It is important to note that safe water settings are dynamic and not fixed for the entire voyage. They will greatly depend on various factors such as change in speed, depths, UKC requirement for various legs, amendments to the planned route, etc.
During voyage monitoring the OOW:

Must avoid over reliance on ECDIS. Manual verification of positions to be applied.
Must ensure all ECDIS alarms to be investigated and appropriate action taken.
Should understand the CATZOC settings (how the settings are displayed on ENC and if they are correctly applied for UKC calculation).
Do a visual check of passage plan for his watch and ensure ECDIS display must be configured to show all safety features, but in particular contours, soundings and navigational hazards.
Verify that T&P are applied. Keep in mind that some Hydrographic offices do not incorporate T&Ps in weekly ENC corrections.

A good officer, when faced with any unusual circumstance, will apply COMMON SENSE AND THE GOOD PRACTICE OF SEAMANSHIP to the situation and act accordingly. If you find yourself thinking about calling the Master, then the time has clearly come to do so. All officers are to sign and date these orders.

Master……………………… Date……………………

Read and Understood

Rank:	Chief Officer	Second Officer	3rd Officer	Add. Officer	Cadet
Signature:
Date: