IMS4.2.7.1 Master's Standing Orders Procedure

1.0   MASTER’S STANDING ORDERS

1.1   Pre-Start Departure

• Prior to commencing each shift, the Master will check the vessel’s operational schedule. This schedule can be found on DataWeb. www.gladstoneferriestsa.com.au 
• The Master will check and confirm what crew are assigned to the vessel for their rostered period.
• On approaches to the vessel, the Master will conduct an external and internal inspection of the vessel. 
• Prior to signing onto the Ship’s Log, the Master will ask all crew if they are “FIT FOR DUTY”.  
• The Master will ensure that all crew are wearing their correct uniform, PPE and are issued with crew UHF radios and Personal Flotation Devices (PFD). 
• Crew radio checks will be carried out on commencement of each shift.
• The Master will thoroughly read the vessel’s ‘Handover Notes’ from the previous Master, in the Ship’s Log and on DataWeb (Vessel Forms/ ‘View Existing Ferry or Barge Handover Reports’). 
• The Master will conduct a pre-start “TOOL BOX MEETING” to discuss the vessel’s operational duties, safety issues and pass on any other relevant information to the crew. 
• Information will include but is not limited to: 
  • Safety information
  • Vessel’s planned routes and schedules
  • Navigation information (Notice to Mariners)
  • Weather information (vessel’s area of operation)
  • Tidal information (vessels area of operation)
  • Vessels maintenance (scheduled routine and preventative).
  • Company memos, reports, incidents or hazards
  • Reinforce company polices and procedures
  • Wearing PPE
  • Correct use of communication equipment
  • Use of mobile phones while signed on duty
  • NO SMOKING on board the vessel
• The Master will check the “Chart Correction Register” to ensure that chart corrections are current and that the vessel’s chart port folio has been corrected and is in date.
• The Master will ensure that all required nautical publications are on board, in date and all corrections have been made to the publications. 
• The Master will check and confirm that all safety and life saving equipment is in good condition and is ready for use.
• The Master will check and confirm that safety certificates are current and will make a note of the dates of when the safety equipment is due to be serviced.
• The Master will ensure that all vessel logs are completed correctly and all entries are made legible.
• The Master will ensure that all crew sign the Ship’s Log prior to commencing vessel pre-start checks.
• The Master will complete all daily pre-start forms on DataWeb. (Pre-start Checks, Tool Box Talks, L.O.T.O Permits and Daily Trip Log).
• The Master will ensure that the “machinery isolation permit” is active prior to pre-start checks commencing.
• The Master will inform all crew when “machinery isolation permits” are in place and when it is safe to   commence pre-start safety systems and machinery checks.

1.2   Safety of Navigation (Plan) 

• The Master must always be alert when keeping bridge/navigation watch.
• All navigation equipment and aids must be checked to ensure it is operating correctly, at regular intervals.
• At all times, all navigational aids must be made available and used for the safe navigation of the vessel.
• Prior to taking command of a vessel, Master’s are to ensure that the following is checked and he/she is familiar with: (but not limited to)
  • Vessel’s position, security status, safety equipment.
  • Course plotted on the chart and navigation system for intended area of operation.
  • Prevailing/predicted tides, currents, weather and visibility.
  • Operational condition of all navigational and safety equipment and all alarm systems on the bridge.
  • Gyro/Magnetic Compass errors.
  • Movement of vessels in vicinity and its effect on own vessel and traffic density.
  • Identification of shore lights/buoys/other navigational aids etc.
  • Conditions, hazards, and/or ‘No Wash’ areas to be encountered during the watch.
  • Possible effect of any heel, trim, squat etc. on Under Keel Clearance (UKC).
  • Passage plan
  • Navigational warnings and forecasts (Notice to Mariners).
  • Do not hand over watch if it is suspected that the person taking over that watch is not comfortable or fit to take over the responsibility.
• Under no circumstances will the vessels “Auto Pilot” be engaged/operated if the vessel is operating in any harbour, port, channel, high density traffic area, areas of restricted maneuverability or approaching its intended anchorage.
• Alteration of course must be done in hand steering only. Check the vessel’s position before altering course and as soon as the vessel settles on the new heading.
• While altering course, avoid giving very large rudder angle (except in emergency) which will cause the vessel to roll suddenly. In normal conditions a rudder angle of 5 degrees may be sufficient. However, when alteration of course is done, weather conditions & presence of other traffic/dangers should be kept in mind and alteration to be planned accordingly. It is a good practice to use the Trial manoeuvre facility on the ARPA radar (if fitted). When the vessel is in sea speed, inform E/Room prior alteration of course is done.
• Compass error is to be obtained at least once every watch and results to be noted in the vessels log book. If the error cannot be obtained, reason for same to be logged.
• All bridge Log Books and checklist to be completed during the change of watch (If required).
• International regulations for preventing collisions at sea must be strictly adhered to.
• Proper lookouts must be kept at all times. Extra lookouts including lookouts on foc’sle should be called out when needed. However, during hours of darkness, the bridge must not be left with the Master alone.
• As far as practicable, keep at least 30 meters distance off and reduce vessels speed when passing vessels and avoid crossing ahead of other vessels within this range.
• As far as practicable, keep at least 30 meters distance off at reduce speed when passing fixed infrastructure or fixed navigation beacons.
• In general, position fixing is to be done as per the following minimum:
  • Hourly by GPS in open passage.
  • 10 minutes or less as required when coasting
  • Visual bearings should be used for position fixing whenever available.
  • The priority of modes for fixing should be Visual, Compass, Radar and GPS.
  • While coasting and in restricted waters, GPS fixes should be used only for cross reference against terrestrial fixes.
  • Soundings should be checked/recorded regularly. Masters will make reference to the Standard for Commercial Marine Activities – Gladstone Region “  April 2019 (updated as required)
• All information regarding Gladstone Port should be read and understood from the “Port Procedures and Information for Shipping – Gladstone “November 2018 (updated as required)
• The Master will maintain a VHF radio watch at all times during the vessels operation. (VHF 13, 15 and 16).
• Whenever a distress message is received on the DSC equipment, DO NOT ACKNOWLEDGE to the distressed vessel (as this will remove the communicating distress signal from the alert system).
• Company radio will be turned on and monitored during the vessels operation. 
• At night, check all navigational lights at regular intervals.
• Persons other than those required for the safe navigation of the vessel should not be allowed in the wheelhouse, during navigational watch.
• The Master/watchkeeper will NOT use or operate any of the following devices or carry out anything similar that has the potential to deviate his/her attention from the safe navigation of the vessel:
  • Mobile Phones
  • Kindles/eReaders/Books
  • Computers/Laptops
  • Muti-media Devices/Games
  • Television
• When operating the vessel in harbours, channels, areas or restricted maneuverability, areas of high traffic density or on approaches to anchorages, berths or moorings, the Master will NOT answer any incoming telephone calls. Crew members can be asked to answer the call and pass the message on. 

1.3   Additional Instructions when Vessel at Anchor

• Exhibit the proper lights and day shapes. In restricted visibility, make the appropriate sound signals.
• Plot the position on the appropriate chart. Check the position at regular intervals and ensure that vessel is    not dragging anchor.
• Make use of the anchor watch facility on GPS.
• Make use of the VRM on radar. Use of proximity alarms.
• Ensure that main engines and other machinery is at a state of readiness as per Master’s instructions.
• Maintain proper lookout and safety watch. Take compass clearing bearings on Ship’s compass.
• Keep a record of launches or any other crafts coming alongside with reason for same.
• Notify Master, engine room and anchoring crew if you suspect that the vessel is dragging anchor. Take appropriate remedial measures.
• Notify Master immediately if any other vessel in the anchorage area starts dragging anchor or if any other vessel anchors very close to own vessel which is causing concern.
• Notify Master immediately if weather deteriorates or visibility reduces.
• Ensure that an inspection of the vessel is made at regular intervals.
• Maintain Security watches as per ISPS requirements.

1.4   Additional Instructions when Calling the Master

All crew on watch should notify the Master immediately under the following circumstances:

• If the crew to be relieved feels that the relieving crew is not comfortable to take over watch.
• If own vessel starts dragging anchor, another vessel starts dragging anchor in the same anchorage area, or if another vessel anchors very close to own vessel.
• If restricted visibility is encountered or suspected or if visibility deteriorates.
• In heavy traffic conditions or the movements of other vessels are causing concern (close quarters)
• If the vessel whose duty is to keep clear is not doing so.
• If another vessel is sighted to be on a collision course or if there is any reason to believe another vessel could be on a collision course.
• Failure to sight land, a navigational mark, navigation beacon or light in restricted visibility.
• Land or any navigational mark is sighted or change in soundings occurs unexpectedly.
• On the breakdown of engines, steering gear or any other navigational equipment.
• In heavy weather if in doubt about the possibility of weather damage.
• If a sudden change of weather, wind force or sea condition is experienced.
• If the barometer falls 5mb or more during one watch or 3mb or more in one hour.
• Upon receiving any heavy weather forecast or storm warning.
• Upon hearing or receiving any distress, urgency or safety messages.
• If any oil slick or discoloration of sea water is noticed near, around or in the wake of the vessel.
• If any aircraft, helicopter and ship is passing at close range and or if either of them is trying to attract the vessel’s attention.
• Whenever a routine message is received by radio or company iPad.
• In any other emergency or situation in which crew is in doubt.

WHENEVER CREW IS IN DOUBT WHETHER IT IS REQUIRED TO CALL THE MASTER OR NOT, CALL THE MASTER IMMEDIATELY!    

Despite the requirement to notify the Master immediately in the foregoing circumstances, the crew in addition should not hesitate to take immediate action, including using Ship’s main engines for the safety of life, cargo and the vessel, where the circumstances so require.

2.0   SAFETY HAS PRIORITY OVER SCHEDULE

If, due to some reason, the Master cannot be contacted by normal means, use the public address system, Crew UHF radios or if required use the vessel’s general alarm.

3.0   MASTER’S STANDING ORDERS FOR PORT WATCHES

• All crew to read, understand and comply with the terminal/port regulations, loading/discharging requirements of the vessel/terminal and emergency procedures.
• Moorings/lines to be tended at regular intervals to keep the vessel tightly alongside at all times. Special attention to be given when there is a very large tidal range, strong current, sudden change in wind direction and speed or when other vessels are passing by.
• Gangway watch should be maintained including a record of all persons embarking/disembarking the vessel. Visitors to be by company representative and an induction briefing is to be carried out as per “Site Specific Contractors Induction” (completed on DataWeb).
• Cargo operations should be carried out as per the vessels load/discharge plan (vessel’s stability book).
• Any unusual leaks, discharges or smells during loading, unloading or during the transport of cargo between destinations will be reported immediately. Regular rounds to be made on deck by crew to ensure that there are no leakages, or any abnormal happenings. If any, call Master immediately.
• All logs/records pertaining to cargo operations should be completed as required, during the watch.
• Continuous watch should be kept overside for any oil/oily sheen, irregular smoke emission. If any inform Master immediately.
• During bunkering operation all crew must strictly follow the vessels “Bunkering Plan”. The Master must complete all documentation including DataWeb forms. The Master must be informed at regular intervals with regards to the status of fuel tanks being filled.
• Loading/discharge rate (litres per minute) should be logged prior to commencing operations. Status of all tanks (which are not being loaded/or discharged) should be monitored regularly.
• While at berth, anchored or moored, check iPad messages during the watch for operational memos/messages, local weather and navigation warnings. Inform the Master as the case may be. Also keep recording the weather messages in extreme weather events, for the operational area.
• Main engines to be started only after consulting with Master.
• Prior to departure, notice to be given to all crew readiness. All equipment to be tested for vessel’s departure    from port & for sea passage. All control and propulsion systems to be checked and tested.
• Security watches to be kept & all measures to be taken as required by the vessels Security Plan.

                    MASTERS STANDING ORDERS 

DATE:                        

                    NAME:                    SIGNATURE:
        
MASTER:                                            

MATE:                                                
    
ENGINEER:                                            

DECKHAND 1:                                            
    
DECKHAND 2:                                            

DECKHAND 3: