Paramount clause

The safety of the vessel and its personnel is always the first consideration, taking precedence over all others. No consideration of schedule, convenience or previous instructions can justify taking any risk, which may place the ship in danger.

1) The first and foremost duty of the OOW is to keep a good all round lookout using all available means, audible, visual and electronic. Remember the most important navigational gear on the bridge is the human eye and the brain!

During single-handed watches do not hesitate to call the Duty seaman on the bridge if traffic or weather conditions warrant it.

2) The international regulations for preventing collisions at sea are to be strictly complied with at all times. Take early action to avoid close quarters situations. Any alterations shall be substantial so that the other vessel observes your action readily on her radar and/or by sight.

3) In reduced visibility, comply with international regulations, call me and warn the duty engineer of the possibility of reduction in speed. Plot all targets on the radar. The OOW should consider visibility of less than 3 nautical miles to be reduced visibility.

4) The OOW is to keep close watch on the vessel’s progress and should keep to the courses as laid down on the chart, except for collision avoidance. He should use more than one means of determining the ship’s position and not rely on the GPS alone. In restricted and pilotage waters the position should be fixed by visually and by radar. Enter the ship’s position in the logbook at least once per watch and when the courses are altered.

5) Compasses are to be compared compass error to be calculated once per watch. Compass error to be entered in the compass error record book.

6) Officers should be fully conversant with the operation of all the bridge equipment. Manufacturers’ manuals should be studied for detailed information.

7) The both Sat-C units must be checked for incoming traffic regularly and I am to be advised of any messages received. I should be informed immediately irrespective of time of any urgent message that requires my attention. If in doubt whether the message is urgent or not then call me.

8) Any distress message received within a distance which we may able to assist call me immediately. Any important incoming or outgoing radio traffic must be entered in the GMDSS radio logbook.

10) All officers should read and understand the information and instructions contained in the OSM Integrated Ship Management System.

Officers should also comply with instructions at the front pages of the Deck/Official Log Book, i.e. “Matters to be recorded in the Deck/Official Log Book” and “Instructions for recording information in the Deck/Official Log Book”.

11) Should the OOW be in any doubt whatsoever about the safety of the vessel then he must call me. Remember, I prefer to be called a thousand times too early than one time too late! If you are in doubts about to call me or not - then call me immediately not wasting any second time!

- The Officer of the Watch is to call the Master immediately in any of the following conditions:

* Restricted visibility is met or expected;

* Traffic conditions or movements of other ships are causing concern;

* Difficulty is experienced in maintaining course;

* Failure to sight land, a navigation mark or to obtain soundings by the expected time; Or if, unexpectedly, a land or navigation mark is sighted or a change in sounding occurs;

* On the breakdown of the engine, propulsion machinery remote controls, steering gear or any essential navigation equipment, alarm or indicator;

* In heavy weather if any doubt exists as to possible damage to the ship, its equipment or its cargo;

* If the ship meets any hazard to navigation such as ice or derelict vessels etc;

* In any other emergency or where there is doubt for any reason whatsoever.

- Despite the requirement to notify the Master immediately in any of the foregoing situations, the Officer of the Watch must not hesitate to take immediate action for the safety of the ship whenever or wherever the circumstances so require.

12) Prior to arrival in port all bridge gear are to be tested as per pre-arrival check list. Keep the pilot card ready. Call the Pilots/ Port control/ VTS as appropriate as early as possible to give ETA and receive instructions. Give one hrs notice for manoeuvring, and advise boatswain to clear anchors, to rig pilot ladder, and the time to standby for stations. Call helmsman. Call me as per the given instructions. The flags should be ready for hoisting.

13) An officer with a walkie-talkie is to be present to meet the pilot. Prior to arrival of the pilot he should ensure that the ladder is rigged securely, manropes fitted and a lifebuoy with a line and light is stand by. At night the Pilot light must be on and the officer must carry a flashlight to use in case the main light fails.

14) All officers should fully understand that navigating with a pilot embarked does not relieve them of their obligation to ensure the safe passage of the vessel, to monitor its progress and the actions of the pilot. They should not hesitate to question the pilot’s advice if they think it is necessary and to bring to my attention any doubts they have.

15) At anchor, maintain full bridge watches monitor the vessel’s position constantly. On anchoring the engineers will be instructed what notice for engine readiness is required by

the Master. If the weather deteriorates suddenly, call me. Engineers must be warned and the period of notice will be adjusted accordingly. VHF radio is to be monitored on the appropriate channels.

16) At anchor and alongside deck security patrols are to be maintained. The level of patrolling will be decided consistent with the risk level at each port. Deck patrols must be reported regularly to the OOW that all is well.

17) At sea and at anchor when bad weather is expected appropriate precautions are to be taken. Decks to be clear of all loose gear, ventilators to be closed, doors and manholes to be closed tight and cargo lashings to be checked.

No people to go on weather deck of forecastle in bad weather without checking with the Chief Officer or me first.

In the event of a sudden unexpected deterioration of weather or any freak phenomena sighted, all the crew are to be warned by whatever means available. If necessary alter the course away from it and call me.

18) At sea and at anchor, at the end of the night and early morning watches the outgoing officer shall make the rounds of the accommodation to ascertain all is well. After the rounds he shall report this to the bridge and an entry to this effect made in the logbook.

19) At sea cargo lashings are to be checked before, during and after heavy weather. Entry to this effect shall be made in the logbook.

20) On arrival in port rat guards to be placed on all ropes and gangway net to be rigged.

Shore leave board to be posted before anyone goes ashore.

All accommodations’ doors to be locked except one, which shall be closely monitored.

Tend the moorings and gangway regularly.

No unauthorized people are to be allowed in the accommodation. Any such people who cannot give a good explanation of their presence are to be asked politely and firmly to leave the vessel. Port officials, agents etc. are to be taken to the ship’s(the Master’s) office.

21) Duty officer must have a plan of loading and discharging. Report any deviation from it to the Chief Officer or to me immediately. He should also have the lashing plan and ensure this is complied with.

22) Prior to sailing all lashing are to be checked by the duty officer and/ or Chief Officer to confirm all is in order.

23) Any damage to the ship, cargo or lashing gear to be brought to the attention of the supervisor and foreman and a damage report claim made out accordingly and signed by the responsible party. Present copies of this form to the Supervisor, Agent and Chief Officer/ Captain.

24) Any reefers loaded are to be plugged in immediately and the units checked that they are working properly. The partlow card must be inspected to show the unit has been in good order. Any problems must be brought to the supervisors notice and must be solved prior to sailing. In case where we have to consider rejecting the unit, a letter must be given, addressed to Charterer with the request to repair the unit and reload it on the vessel. In case where the Charterer insist that we carry the unit without repairs then a letter must be given to that effect absolving the vessel and the Owners of any responsibility for any kind of losses or damages arise due to carriage of the concerned containers.

Reefer containers are to be checked by E/Eng for their proper operation.

25) In any problem with cargo, which makes them unsuitable for carriage, to request the Charterers in writing to rectify the problem. Rejection for carriage shall be considered if the Charterers are unable to comply with the vessel’s request. Always keep the master informed of such situations.

26) Any delays due to shipboard reasons should be reported to the C/Officer but no logbook entries made until I am consulted.

Any statement of facts, time sheets are to be scrutinized before being signed, when necessary remark any such document “for receipt only” or “signed without prejudice”.

27) Prior to taking bunkers all scuppers are to be plugged. The Duty Officer to liaise with the Chief Engineer and must be available during the operation. All precautions are to be taken prior to commencement of the operation and the Oil spill response equipment ready for use. In the event of a spill call me immediately, take all possible action to prevent the spill flowing overboard and commenced the procedures as outlined in SOPEP.

28) The protection of environment should be of the Great concern to all of us.

If the OOW detects any oil slick or other pollution originating from this ship he is to inform Engineers immediately to stop the source of such pollution and call me. If the source of pollution is another vessel he should make an entry in the log book regarding this, stating the pollution was not from this vessel and if possible have a shore official countersign it (pilot, agent etc.).

Garbage from the ship should be properly stowed when on board and disposed of strictly in accordance with the International Marpol regulations.

29) Prior to departure vessel is to be checked to ensure no stowaways on board and that all ship’s crew on board. Engineers are to be given at least 1 hour notice of departure time. Steering gear, bridge equipment and engines are to be tested and the Pre-departure check lists and Pilot card completed. Crew and Officers are to be called as needed for stand by.

30) All charts and publications are to be kept up to date according to the last Notice to Mariners received. Any new editions, which affect our area of operation, should be ordered immediately.

All bridge equipment to be maintained in good working order. Paper rolls, cartridges etc. to be replaced as they wear out and the 2/O is responsible to ensure that sufficient supplies are on board.

Should there be any malfunction of any bridge equipment, which cannot be solved by ship’s staff, I am to be informed in order for the necessary service to be arranged.

31) The Deck/Official Log Book is to be kept up to date at all times. All relevant entries are to be entered correctly. Any mistakes must be corrected by drawing a single line through it and initializing. Find the details of all the entries required to be logged in the OSM Integrated Ship Management System.

Remember the Log Book is a contemporaneous account of happenings on board the vessel and as such is Prima Facie evidence of such an occurrence, which could be used in a court of law (if it is not in the log book you cannot prove that it happened).

32) These Standing Orders cannot cover every eventuality. Each Officer should use his common sense, experience and initiative. Think ahead, Plan ahead!

If you have any questions regarding these Standing Orders please do not hesitate to ask me. I am available 24 hrs a day!

Finally, I would again stress if you have any doubt at all, from whatever cause about the safety of the ship, its personnel or cargo, please call me.

All Officers should read these Standing Orders and sign below for acknowledgement of understanding.

21^st December’ 2010

Chief Officer

Second Officer

Third Officer