MASTERS STANDING

INSTRUCTIONS
For the whole period of his watch the Officer of the watch is responsible for the
safety of the vessel. The Officer of watch shall be guided by the contents of
International Regulation and Guidelines, but paying attention to the following:
1. At Sea when vessel is underway you must be on the bridge at least 10 minutes
before relieving the watch, sign the night order book, acquaintance yourself with
ships position, speed, weather presence, movement of ship in sight, or known to
be in vicinity and obtain any pertinent information the Officer being relived may
has to pass on.
2. The Duty Officer of Watch is keeping a GOOD LOOK OUT using all means
available, visual, and audible and electronics.
3. The International Regulation for Preventing Collision at Sea is to be strictly
observed. DO NOT Hesitate to use the whistle or engines in obeying the
regulations. Altering the course for another ship, to do so boldly and sufficient
time to let any other ship to be in doubt at your intention.
4. As the Officer of the watch, when vessel is underway you should be on the
bridge all the time. DO NOT LEAVE the bridge until another officer or myself
properly relieves you.
5. Do not seat or lean on, it can make you fall asleep, be sure your rating on watch
is thoroughly familiar with his duties and alert at all times.
6. Unnecessary conversion with the man on wheel or with irrelevant person
appears on the bridge is not conductive to keep a proper watch.
7. Make a regular check to ensure that helmsman or automatic pilot is steering
the courses. When Navigating in coastal water, use largest scale charts available
for the area and corrected with the latest available information.
8. Do not hand-over the watch to the relieving officer if you have reason to
believe that later is obviously not capable carrying out his duties effectively, in
which case you should notify me accordingly.

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9. As the officer of watch, you should notify or call me immediately in the

following circumstances:
a.

If restricted visibility is encountered or expected.

b.

If the traffic condition or movements of the other ship is concern.

c.

On failure or sight land, Navigation mark or obtain sounding by the effective

time.

d.

If difficulty is experienced in maintaining the course.

e.

On breakdown of the engine, steering gear or any essential navigational

equipment.

f.

If unexpected navigation mark is sighted or sounding occurs.

g.

In heavy weather, if doubt the possibility of weather damage.

h.

If the ship meets any hazard to navigation such as derelicts etc.

i.

If any other emergency or situation in which you are in doubt.

10. Give Passing ship a good wide berth in ample time. Do not try to bluff the
other ship cut of his right way. Let the other ship know what you intended to do
so in ample time. Keep at least three (3) miles off passing distance if possible.
Use VHF to exchange the necessary information in order to avoid collision
situation.
11. When alone in the bridge, you should always keep in mind that the time for
taking action for ships safety while there is still time to do so. If weather start to
make-up or think it may be necessary to change course or slow down, take
immediate action for the safety of the ship.
12. Do not let the ship pounding, if you think she will pound or shows a
tendency to pound. Put the telegraph on stand by, put the ship on hand
steering, if necessary slow down. Try to notify the engine room, but in case
emergencies DO NOT hesitate to slow down. Try to notify the Engine Room, but
in case of emergency DO NOT hesitate to slow down, stop or go astern. CALL
MASTER in time to get on the bridge better soon than late.

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13. If you found yourself among a fleet of fishing crafts, put the engine
telegraph on Stand by, a man on hand steering and CALL MASTER. Watch out
for small craft and fishing vessel on fishing bank and along the coast. Many of
them do not carry proper lights some may carry special lights or shapes, BE
SURE you know what they mean.
14. In poor visibility, the RADAR must be always kept on.
15. When approaching a port, marking land fall or steaming along the coast, be
sure you to know the characteristics of the lights you have sighted and the time
you should see them.
16. Let me know immediately if there is an error on the course, leading the
ship into danger. Please check with two means of position by crosschecking
either by manual, Radar or GPS.
17. Put the Ship on HAND STEERING and the Telegraph on standby every time
during Fire and Boat drill; when Pilot has gone; when within 5 miles of the
coast, when approaching or steaming along the coast, when within 3 miles of
another ship in situation and when you as Officer of Watch may think it is
necessary.
18. In port, whether at dock, at buoys or anchor, the draft must be taken and
entered in the log at the following times: 0800hrs and 1700hrs, Incoming OOW
or Outgoing OOW at the time should take the draft. Make sure yourself
acquainted with LOADLINE permitted. When the draft is on the applicable
mark, Fresh Water Allowance being considered, let me know. If I am not
onboard, let Chief Officer know the situation. If we are taking Bunker or
Freshwater at time, let Chief Engineer know also.
19. During Loading or unloading cargo, you as OOW should pay strict attention
to the following:
Do not leave the deck unattended (except going to CCR for cargo checking
reason) to ensure safety of the vessel, crews and cargo (to avoid cargo
overflow)
Before loading commence, all deck scuppers must be fitted properly, safety
and firefighting equipment prepared and make ready for use at any time.
The Duty Officer and rating while performing the jobs during cargo operation
are compulsory to wear safety gear.
Shore leave board is updated, No deck officer or rating should go ashore
without first informing the Chief Officer or Master.
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20. In all circumstances, while at anchor OOW Should.

Determine and plot the ships position on the appropriate chart as soon as
practicable, when circumstance permit, check at sufficiently frequent
intervals whether the vessel is remaining securely and at anchor by taking
bearing of fixed navigational marks or readily identifiable shore objects.
Ensure that an efficient lookout is maintained and inspect around of the ship
made periodically.
Observe tidal condition and state of seas.
Notify me undertake all necessary measure if anchor drags.
Ensure the state of readiness of the main engine and other machinery in
accordance with my instruction.
If visibility deteriorates, notify me and comply with applicable regulations for
preventing collision at sea. (COLREG)
Ensure that vessel exhibits the appropriate lights and shapes, and sound
signals are made at all times as required.
Take measure to protect the environment from pollution by the ship and
fully complying with applicable Pollution Regulations (MARPOL).

21. Our vessel uses of ECDIS as primary and secondary means of navigation
onboard replacing paper charts. It is crucial for OOW to take into account the
following:
Using ECDIS with GPS as its primary source of position reference does not
relieve the OOW of regular position fixing of the vessel by other means to
confirm the ships position. ECDIS has a facility to manually plot your position
as a cross reference.
The relieving officer shall satisfy himself regarding navigational situation,
including, but not limited to the operational condition of ECDIS being used
during the watch, to the CPA / TCPA alarm settings on the radar and the
Watch vector alarm, contour settings and cross track distance(XTD) alarms
on the ECDIS
ECDIS / ENC are fitted the electronic log book and track recording function it
should be set up to record voyage information at frequent intervals. These
should be saved on file at the end of each voyage.
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 Routes should be checked visually and by using the automatic route checking
facility. The route check will only work when the appropriate cross track
error limits and safety contours/ depths have been set up.

Use Other as display category at all time, in order to avoid the hiding of
potential hazard. Officers should verify that all compulsory information
layers (Base + Standard), as per IMO MSC 232(82) appendix 2, are selected.
Many additional information can be added when using Other setting,
according with current navigation needs.
All layers are to be shown on ECDIS to avoid important information being
missed, however if the display is cluttered then low priority layers may be
temporarily deselected.
Appropriate electronic navigational charts scale shall be used and the ships
position shall be checked by an independent means of position fixing at
appropriate intervals
Navigating officers must not become over-reliant on ECDIS. Frequent checks
should be made of the ECDIS position fixing system (normally GPS) by the
use of other means. Such checks should include:
Parallel indexing (not from floating object unless they have been first check for position);
Chart changes;
Methods and frequency of position fixing;
Prominent navigation and radar marks;

No go areas (the excessive marking of no-go area is discouraged;

Landfall targets and lights;
Clearing lines and bearings;
Transits, heading marks and leading lines;
Significant tides or current;
Safe speed and necessary speed alterations;
Changes in machinery status;
Minimum under keel clearance;
Positions where the echo sounder should be activated;
Crossing and high density traffic areas;
Safe distance off;
Anchor clearance;
Contingency plans;
Abort positions;
VTS and reporting points, etc
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 Officers shall not modify in any case ships parameters inserted by technician
during commissioning. Any intervention to those parameter shall be
authorized and coordinated with Company. No personal USB pen drive are
allow to be used with ECDIS installed on board.
22. Proper DSC facilities shall be tested at least once a week by means of a
test call. A good officer when face with unusual circumstances will apply
COMMON SENSE AND GOOD PRACTICE OF SEAMANSHIP to the situation and
will take action accordingly. If you find yourself thinking about calling
Master, then the time has clearly come to do so.
23. BNWAS will be activated 24HRS at sea. In the event of activation of
second stage alarm of BNWAS, the back-up are all officers including the
Master, as set in the equipment. They are required to attend the alarm in
case the OOW failed to take corrective action. Master has only the authority
to deactivated/activate the equipment.
Please affixed your signature below, indicating that you completely understand
these standing instructions which will be supplemented by Masters Order Book
BE-14 when at sea or at anchor.
Date: 18th August 2015
CAPT. JEFFREY L. COLOCADO
Master
KSL SEVILLE

Signature:
Chief Officer: OCSKO, CALIN
2nd Officer:

ARGUELLES, JASON EARL JORCA

3RD Officer:

CLENUAR, PAUL VINCENT LUCILLA

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