MT LADON

MASTER'S BRIDGE STANDING ORDERS

GENERAL The purpose of these orders is to emphasise, confirm and clarify aspects of the duties of the OOW during his Bridge watch. During his period of duty the OOW is the Master's authorised deputy and has full control of the vessel, her equipment and engines to maintain safety of navigation. Safety is of paramount importance and overrides every other consideration. The standards of watch keeping to be met are detailed in the 1972 International Collision Regulations, The Bridge Procedures Guide and the Company Shipboard Operations Manual, Passage Planning by Mantarakis and Bridge Team Management by Capt. Swift as well as all other publications on the Bridge. In particular officers are to study and follow the provisions of Section 1 of the S&Q Shipboard Operations Manual. You are required to be familiar with all of the above guides and manuals and to carry out your watch according to the provisions contained within them. Your primary function is to see that the vessel is navigated in a safe and efficient manner. An essential part of that is keeping a proper lookout and taking immediate action should any situation develop to keep the ship safe. If you are in any doubt or require advice you must call for assistance from the Master. You must also keep the Master informed of developments during your watch which he will want to be promptly advised of. If you are not sure whether or not to call the Master - call him anyway. To be called unnecessarily is far better than not being called at all when it turns out the Master is required on the Bridge. You need not fear rebuke for calling the Master if it later proves to have been unnecessary.He is available to officers at all times to discuss matters . CALLING THE MASTER The Master is to be called whenever the watch officer needs assistance, when the position is uncertain, if the vessel may be standing into danger, if you are in doubt or require a second opinion on any matter. In addition please note that he is to be called whenever any of the following conditions apply * * * * * * * * The visibility falls below 3 miles or there is a significant or imminent reduction in visibility. When in open sea conditions a closest point of approach (CPA) of less than 2 miles is detected, you will be advised when a lesser CPA than 2 miles is acceptable. Or where traffic conditions and the movement of other vessels is causing concern. If difficulty is experienced in maintaining course. On failure to sight land or a navigation mark or a change in soundings occur unexpectedly. On the breakdown of engines, steering gear or navigational equipment, or where any doubt exists with regard to the accuracy of such equipment. If any change in weather constitutes a hazard to the ship or when the barometer falls by 3mb/hour in ares where typhoons can be expected. Upon receipt of a distress call. Man Overboard, heavy weather or where vessel may be constrained by draft.

REDUCED VISIBILITY A. When visibility deteriorates (See S&Q Shipboard Operations Manual Section 1.14) the officer of the Watch shall: 1) Inform the Master 2) Switch all radars on to operating mode when visibility is less than 10 miles.
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3) 4) 5) 6) 7)

Check the radar performance and commence a plot. Inform the Engine Room. Instruct and Post Lookouts. Engage Hand Steering as the circumstances require. Record actions taken in the Deck Log Book.

B. When the limit of visibility diminishes to 3 miles, the OOW shall: 1) Ring Stand-By Engine (SBE) and bring the machinery to a manoeuvring condition as quickly as it is safe to do so. 2) Call the Master promptly. 3) Check that the radars are operating properly and that a plot is underway and updated. 4) Call personnel as required for the steaming watch as required by Master. 5) Instruct and post additional lookouts as required. 6) Sound appropriate signals as required by COLREGS 1972. 7) Engage hand steering if still in automatic mode. 8) Comply fully with Rule 19 of GOLREGS 1972 for the condition of reduced visibility. 9) Record all actions taken in the Deck Log Book. NOTIFICATION OF ENGINEERS The engineer on watch as well as the Chief Engineer is to be notified in the following: As soon as it appears that engine manoeuvres may be required. In this respect notice of 1 hour is desirable, if conditions allow. a) One hour before end of sea passage b) Before commencement of sea passage c) One hour before requiring an additional generator. d) One hour before steam is required on deck. e) When reduction of visibility threatens. f) When the outside air temperature drops to 35F (1.7C). g) One hour before the ship's machinery operation may be affected by weather or other external condition changes. SHIP'S COURSE AND SPEED Officers have full use of the helm and engines if an alteration of speed is required to avoid a CLOSE QUARTERS SITUATION or any other emergency. Where possible a close quarters situation in clear weather is to be taken as 2 miles. You are reminded that an alteration of course is likely to have a more immediate remedial effect if taken in good time, is bold and a succession of small changes to course and speed avoided. During normal sailing, where no safety condition is operating, courses should only be adjusted to maintain the vessel on the set track. Should other changes be required please call the Master immediately. Officers must not hesitate, however, to make changes to course and/or speed where safety is concerned. Do it, then call me as soon as possible afterwards. LOOKOUT: The requirements for lookouts are as set out in (Operations Manual Section 1.1.7). * It is the responsibility of the OOW to instruct lookouts in their duties at the start of each watch * Between the hours of sunset and sunrise the OOW is not allowed to perform other duties apart from those concerned with the navigation of the vessel. This prevents him therefore from correcting charts and publications, laying off courses, preparing charts and other work or keeping or preparing other records or documents or any other task which will distract him from his watch keeping duties.

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USE OF RADAR AND ELECTRONIC AIDS: Radar and the GPS, Loran, Decca and RDF systems are only aids to navigation and should not be used as a substitute for a proper all round visual lookout. They are, none the less, very valuable aids and officers are to become fully acquainted with the features of the equipment so as to be fully familiar with the systems as early as possible. One radar is always to be running and the other on standby except where I give explicit orders otherwise. Note that the performance of radar is to be checked each watch when at sea. When operating the radar use the guard rings to get early warnings of the presence of traffic and other potential hazards. Parallel Index techniques are to be used when suitable radar targets present themselves to spot instantly when the vessel is deviating from the track. Whenever potential dangers to navigation exist there shall be frequent position fixing to ensure that the position of the ship is always known. Officers are not to rely on only one system such as GPS or radar. The primary means of position fixing will be by GPS and visual bearing corrected for compass error combined. Secondary means of position fixing will be visual combined with the aid of repeaters as well as sextant use. On Ocean passages, in clear seas, positions are to be taken every hour. When in coastal navigation or in traffic systems positions are to be taken every 15 minutes. When under pilotage the position is to be chartered every 5 minutes. Gyro, Standard and Steering compass courses are to be posted on the Wheelhouse blackboard and entered in the Deck Log Book for every course alteration and each change of watch. RELIEVING THE WATCH PROCEDURES: This is to proceed according to the Company policy and handing over the watch (S&Q Shipboard Manual Section 1.2.3). COMPARING COMPASSES: In addition to the routine check of compasses required at the time of relieving the watch, the officer of the watch shall compare the gyro steering repeaters and magnetic compasses when operational conditions allow* a. At least once every 30 minutes. * b. After every change of course. * c. after changing the steering mode

Please note that the compass error is to be calculated at least once per watch.
OFFICER LEAVING THE BRIDGE: The OOW shall for no reason leave the navigating bridge when the ship is underway unless properly relieved by the Master or another licensed officer. Please note that the presence of the Master on the Bridge does not mean that he has taken over. Please note that when the Master takes over the conn the OOW is not relieved from his duties as OOW and is to continue as before except that the Master will be conning the vessel. Should the occasion arise when the Master takes over the watch completely a full change over procedure will follow after which the OOW is relieved of his watchkeeping duties and may leave the Bridge or otherwise as directed by the Master. NAVIGATION SYSTEMS All navigation systems provided onboard are to be used regularly for fixing positions. Reliance on one system alone and especially the satellite GPS system is to be avoided. Visual cross bearings when available are to be the principal means of fixing the vessel's position when these are available. Radar ranges and bearings and ranges may be used when available to check GPS fixes. Echo sounders are also to be used to check position factors. Officers are required to observe compass error on every watch or change of couse. Also the compasses are to be compared and details logged in compass observation book and deck log book.
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Officers are to remain in practice with celestial navigation techniques and the ship's position is to be fixed by celestial observations by every officer and cadet as often as practicable. These observations are to be run up and recorded in an individual sight book. The date and time shall be entered in the Course Recorder roll each noon or at the start and end of any manoeuvring. Similarly the date and time shall be entered in the echo sounder rolls each time they are switched on AND off. LOGBOOK ENTRIES: Full and accurate logbook entries are essential records of the voyage. If you are unsure whether anything should be entered in the logbook, go ahead and put it in or seek the Master's advice. For guidance see the attached list of entries to be made. Entries shall be made in the Deck Logbook, Bell Book and other record keeping books in ink, in legible handwriting in neat and tidy fashion. Tippex or other correction fluids are NOT TO BE USED!. Every officer is required to make the entries for his own watch in his own hand. Other records in the front of the logbook are to be made by the Chief and Third Officers with the narrative pages being completed by the Master only. The following attached LISTS of entires shall be made in the logbooks and constitute part of these standing orders.

TESTING OF BRIDGE GEAR: It is the responsibility of the Duty Officer to ensure that the Bridge Gear is tested before leaving/arriving any port or anchorage. If he is otherwise busy with other duties it his responsibility to delegate this task to one of his officers. Note that: * Bridge Gear, Steering and Communications systems must be tested one hour before SBE and to be ready for use at that time. * All compass repeaters are to be checked including those to navigation equipment (Radars, GPS etc.). A compass error observation should be obtained prior to departure if this is possible. * Tests for Bridge and Steering gear are explained (S&Q Shipboard Operations Manual Section 1.7) and the appropriacte Checklists "FOR ARRIVAL DEPARTURE" (see form and check lists section 1). Officers shall become familiar with the requirements for testing of gear stipulated in 33 CFR 164.25. Any additional requirements of these provisions are to be followed when the vessel enters or leaves US waters and the logbook entry is to read "Steering and Communications systems tested to 33 CFR 164.25". Checklists for use in US waters have been prepared and will be used to satisfy US Federal requirements for vessels transiting US waters and calling at US ports Copies will be posted on the Bridge (see forms and check list book section 1). The vessel is operated in accordance with the systems and standards laid down in the Company Operating Manuals. The ship is to be audited and has to satisfy the inspectors that the procedures in use do meet the requirements of the auditing authority . All personnel are to read the manuals and follow their provisions. The Special and Critical Operations, Navigation, Arrival and Departure Bunker Transfer and Tanker Operations checklists are an integral part of the system and are to be completed with relevant entries in either the Port Bell Book, Deck Log Book and Port Log Book as appropriate. Other documents requiring your compliance and signature will be inserted in these orders and will form an essential part of the Master's Standing Orders.

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Please note that above Master's Standing Orders are not all inclusive and every effort must be made for Masters to enrich and supplement these orders with their own additional requirements. The company encourages all Masters of the Fleet to issue their individual orders as circumstances require. I confirm that I have read, understood and will comply with the Master's standing orders. MASTER: C/OFFICER: 2/OFFICER: 2/OFFICER: 2/OFFICER: ___________________________ ___________________________ ___________________________ ___________________________ ___________________________

Please keep in your checklists file. A copy to be signed by the Master and Bridge officers and to be posted on the bridge.

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