NAVIGATION Doc No : OPSN 002-1

Version : 4
Masters Bridge Standing Orders Guidelines Date : 10/Nov/2020

Masters Bridge Standing Orders Guidelines

The following instructions are to be complied with by all bridge watch-keeping officers and
ratings and trainees. These orders will be supplemented by additional instructions in the
night order book.

1. As Officer of the watch, you are my representative primarily responsible at all times for
the safe navigation of the vessel complying with COLREGS ’72 and amendments
thereafter and GMDSS radio watchkeeping. My presence on the bridge does not relieve
you of your obligations for the safety of the vessel unless I specifically inform you. The
OOW should also familiarize himself with the ships maneuvering characteristics and
should not hesitate to use the helm, engines or sound/light signaling appliances at any
time. The OOW should also be familiar with pollution prevention, reporting and
emergency procedures including the location of all safety equipment on the bridge.

2. These Standing Orders are to be read in conjunction with other relevant publications
such as Company, IMO, OCIMF manuals/posters:

a. Wallem Bridge procedures.

b. Bridge instructions poster.
c. All bridge navigational equipment manuals.
d. Passage plan for the present voyage with special reference to dangers, weather
system, course alterations, UKC etc.
e. ICS Bridge Procedures Guide, Bridge Team Management Manual, Rules of the
Road, SOLAS etc.

3. WATCH KEEPING:

 Bridge team management should be practiced at all times and it is important that the
bridge team works closely, both within a watch and across watches, since decisions
made on one watch may have an effect on another watch. The Projected position of
the ship for the full watch should be plotted on the chart at the beginning of the
watch. The bridge team also has an important role in maintaining communications with
the E/Room and other operating areas on the ship.
 Compass error to be VERIFIED and logged at the beginning of each watch and after
any large alteration of vessel’s course. If unable take error due to cloudy skies or traffic
density, an entry to that effect to be made in the deck logbook & Compass error log
stating Error unobtainable and giving the reason i.e. overcast sky or traffic conditions.
Compasses are to be compared every watch including the various compass repeaters.
 Courses to be followed as per passage plan. If required to allow more than 5 degrees
set, please inform me. When altering course if alteration greater than 5 degrees required
please change over to manual steering. Also whenever hand steering is engaged, an
entry is to be made in the movement book to that effect along with the position of
the ship when hand steering is engaged.
 Engines are at your disposal and can be used when required, however if possible and
situation permitting please inform Duty engineer and myself prior using them.

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 Anchor watch is as important as a sea watch and the Bridge should be manned at all
times at anchor. At Anchor - Ships swinging circle to be ascertained and drawn based
upon the length of cable in use. Check position and anchor bearings regularly. Keep
GPS on anchor watch alarm. Keep a record of others vessels anchored in close
proximity - names, relative bearings and distance off etc. Weather reports to be
monitored continuously to get early warnings of deteriorating weather.
 If you see a bunch/group of fishing vessels/small craft, avoid passing through them and
make a wide alteration in ample time to avoid them altogether. Please also inform me at
this time.
 Duty officer and AB are to take SAFETY round of accommodation on completion of
each watch. Results to be logged down. Fire patrols are to be conducted at sea and in
port as per Wallem Bridge procedure guidelines and the route displayed on bridge.
 In Port two hourly fire patrol inspections from 2200hrs to 0800 hrs to be carried out.
Results of the fire inspections are to be entered in the log book.
 When engine room is in UMS mode. Use Dead man’s alarm for UMS rounds.
 Pilot presence on Bridge will not relieve the watch keepers of his duties. In my presence
he will continue to carry out his duties with full responsibility. As soon as the Pilot comes
on board the Pilot card should be handed over to him (done by the Master) and the
ships characteristics and passage plan discussed. The following entry should then be
made in the bell/log book - "Pilot card shown to Pilot. Ships manoeuvring characteristics
and passage plan and UKC clearance discussed". If the OOW is in any doubt about the
action or the intention of the Pilot, seek clarification or inform the Master. While
manoeuvring in port or in coastal areas, if oil sheen/slicks are sighted, inform me and
appropriate entries to be made in logbook.
 Watch keepers will not leave the bridge unless properly relieved. During change of
watch the officer relieved must ensure that the relieving officer is in full command of the
situation and is fully aware of the navigational and traffic data and also is in no way
incapacitated to keep an effective watch. The relieving officer must read and sign the
night orders before taking over watch. If you are not satisfied that your reliever is
capable of keeping an effective watch you are to call me and continue on watch till such
time that I relieve you.
 Use of computer equipment on bridge is allowed only when another watch keeping
officer relieves you. Duty Officer should not indulge in using mobile phones/other
satellite phones (for private phone calls) during your watch keeping times unless you are
relieved by another officer. Permission can be granted on case by case basis
depending upon safety of navigation. Please also refrain from using/browsing through
the internet during your watch time.
 For Safety critical reasons , record keeping, form filling & other administrative work
( Paperwork ) are not to be performed when the vessel is navigating busy waterways /
channels or in close proximity to the coast or hazards , in restricted visibility /
unfavourable conditions, or while making an approach /departure from port etc .
 In poor 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, inform E/Room and call the Master.

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 In coastal waters Parallel Indexing must be carried out with the radar on relative motion.
Make full use of the ARPA including mapping if available and trail manoeuvre. Keep one
radar ON at all the time unless otherwise instructed. Performance of radars to be
verified each watch and records maintained.
 Navtex, Weather (SPOS) and Inmarsat C information to be read on receipt and action
taken as needed. The received messages to be initialled by OOW who receives it.
 Gyro/Magnetic off course alarm must always be used when vessel sailing and should
not be kept beyond 10 degrees.
 Course Recorder is to be initialled by the duty officer at the end of each watch with the
date and time. Course recorder is to be synchronized at SBE and the date, time &
voyage number noted on the paper, it is to be switched off at FEW. At sea time is to be
synchronized daily at noon & vessel’s Position noted on the paper.
 Steering gear changeover from Auto to Manual and vice versa should be carried out by
duty officer only. Manual steering should be tried out at least once every watch.
 Radio and VHF watch keeping to be maintained as per requirements. VHF not to be
misused or abused in any manner whatsoever. If the need comes to use VHF for
collision avoidance, ensure positive identification is made of the other V/L- remember
numerous accidents have taken place due false identification on VHF. A record is to be
maintained of all the DSC alerts received and action taken. Designated GMSS Officer to
carry out testing of GMDSS equipment as per the requirements.
 Charts to be updated if necessary from this information. Duty officer to tick off items
attended and reliever informed of any information received which affects vessels
passage plan. Navtex is 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 notifies me promptly if the matter is of
concern.
 In US waters tests prior getting underway or prior entering their waters must be carried
out as per 33 CFR 164.25 and recorded in the deck logbook.
 Wallem Bridge Checklists are to be complied with as per company requirements.
Checklist NO.1 (Familiarization with bridge equipment) is to be filled up and signed by
all new joiners prior taking charge of an independent watch. Change of Watch and Daily
Noon at Sea Checklist need not be filled out but they must be complied with and
relevant log entries made with the time of completion.
 All Bridge Logs such as Deck log, GPS log, Radar log, Gyro error log, Sounding log etc
should be filled on a watch to watch basis without fail.
 Movement book to be used to record all information of interest such as Control testing,
position of vessel / passing important landmarks in congested waters, Pilots on and off,
drafts, tugs, anchoring and mooring details and ROB's, Bunkering details, boat service,
times and position of engaging hand steering etc.

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 Controls are to be tested and results logged as per IMO and USCG requirements. Test
controls within 12 hrs of arrival port and within 2 hours prior departure from the
port/berth. All navigational equipment, steering gear etc is to be checked as per
checklists provided. On successful completion following entry is to be made in log book -
"Controls tested and clocks synchronized. All checks and tests carried out as required
under SOLAS Ch. V regulation 26". In US waters the entry should be "Controls tested
and clocks synchronized. All checks and tests carried out as required under 33 CFR
164.25 and found in order”.
 The transfer of Main Engine Control from Bridge to Engine Room will be done only after
approval by Master, except in an emergency.

4. CPA/TCPA Guidelines:

When underway in “Open Waters”, maintain greater than 2 nm CPA to other vessels
regardless of their size. Also for this CPA if TCPA less than 20 mins inform me
immediately

When operating in “Coastal, Congested, or Confined waters”, the CPA limit can be
reduced to 1.0 nm CPA to other vessels regardless of their size as long as traffic is
proceeding in a recognized and comfortable manner (consistent course and speed, or dead
in the water). Also for this CPA if TCPA less than 15 mins inform me immediately.

If the vessel is in a traffic separation scheme, “stay in your lane”.

In all cases, the CPA and relative motion of all targets are to be monitored closely by OOW.
Both collision avoidance and vessel security should be considered when monitoring any
contact.

CPAs and TCPAs less than as stated above for “Open water” and “Coastal, Congested
or Confined Waters” are not authorized without notifying the Master. At all times, rules of
the road (including lights, shapes, and whistle signals) shall be followed. If you anticipate a
need to deviate from the rules, or cannot maintain CPA minimums per these orders, call the
Master immediately and as ahead of time as possible, or anytime in doubt. Slow, stop, back
down, alter or reverse course to avoid an “In Extremis” situation.

Check the Master’s night orders for any changes in minimum CPA distances. The above
CPA distances and TCPA times are minimums and OOW should exercise prudence to
INCREASE them if practical and safe.

There may be situations in TSS and other narrow channels where the CPA would be less
but at such times I would be present on the bridge.

Exemptions:

The Minimum CPA/TCPA guidelines are not applicable for the following:

1. Master present on bridge and has the Con.

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2. Vessel proceeding at manoeuvring rpm with main engines on standby (while transiting
coastal/congested waters - e.g. Singapore Straits, Dover Strait etc.)

Avoid Close Quarter situations - Avoiding action is to be taken in ample time. Alterations
of course should be large enough so as to be readily apparent to another vessel. A
succession or series of small alterations should be avoided.

5. CALLING MASTER:

 If restricted visibility is encountered (4 NM or less).

 Weather deteriorates suddenly or the barometer dives by more than 3 mb in a watch ,
Weather deteriorates to BF 5 . This applies even at Anchorage.
 If difficulty is experienced in maintaining course.
 If traffic density or movement of other vessels is causing concern.
 If you are uncertain of the ship’s position OR failure to sight land, a navigational mark or
to obtain sounding by the expected time.
 Minimum CPA (2.0 mile in “open waters” and 1.0 mile in Coastal, Congested or
Confined waters”) cannot be attained for some reasons. (refer CPA/TCPA guidelines
stated above for clarity).
 If unexpectedly, land or a navigational mark is sighted or a change in sounding occurs.
 In the event of breakdown of engines, steering gear or any navigational equipment.
 In heavy weather, if in doubt about the possibility of weather damage. Patrolling aircraft
or patrolling ship is sighted.
 If any distress signal is received.
 If the radio equipment malfunctions.
 On breakdown of the engines, steering gear or any essential navigational instruments,
alarm or indicator.
 If the ship meets any hazards to navigation, (ice or a derelict).
 If any untoward incident/sound heard.
 Circumstances which may affect the ETA.
 If any circumstances necessitates a course contrary to Traffic separation scheme
 In case you are feeling unwell or tired.
 At anchor, if dragging is suspected, own V/L as well as other V/Ls in the vicinity.
 Any situation in which you feel that presence of Master is required on the bridge. If In
any doubt call me in ample time so I can be of help and not at the last minute as the
situation may be irreversible.

In addition to calling me in the above situations, the OOW must not hesitate to take
immediate action for the safety of the ship where the circumstances warrant

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6. Proper LOOKOUT shall be maintained at all times taking into account the conditions of
the weather, sea state, traffic conditions etc. From sunset to sunrise (that is at night) the
Bridge team will consist of the OOW and the duty AB. During daytime and in open sea
passages the OOW may be the sole lookout. The Master shall decide as to when the
sole lookout in daylight conditions should commence. Basic guidelines are as follows
Sole look-out daylight conditions, clear weather and good visibility, low traffic density,
open sea/ocean passages. When sole look-out by OOW is being practiced he should
be aware of the procedure by which he can summon assistance to the bridge if the
situation so requires.

In times of restricted visibility additional lookouts are to be posted as deemed necessary.

Lookout by all means shall deem to include visual, radar, VHF, VTS, binoculars, hearing etc.
Do not allow a close quarter situation to develop and any action taken to avoid a close
quarter situation should be positive, in ample time with due regard to the draft and size of
this vessel. Please be aware that engines are at your disposal, do not hesitate to slow down
or stop engines in an emergency. If time permits, inform the Duty/Chief Engineer. At short
range in high traffic density areas, VHF communication for collision evasion to be avoided
as it could lead to mis-identity of ship due language, traffic congestion or restricted visibility.

7. POSITION FIXING:

Position plotting frequency & Bridge Watch Level must be followed at all times as per
passage plan
 Visual fixes should be taken whenever available and given precedence over electronic
fixes. IT IS PRUDENT TO CHECK ACCURACY OF FIX BY MORE THAN ONE MEANS
(EG RADAR/VISUAL, RADAR/GPS, VISUAL/GPS ETC).
 During ocean passages celestial fixes are to be practiced and compared with the GPS
fix. Records of celestial fixes are to be maintained in a separate register.
 On Coastal & Inland Passages, Ships Position is to be verified by at least two
Independent means.
 Frequency as per passage plan and the prevailing circumstances.
 In Open sea plot position Hourly or less.
 In the proximity of navigational dangers/making landfall, fix position every 30 min or less.
 In close proximity of land every 15 mins or less.
 In Pilotage water about 5 to 10 mins
 As guidance it should be kept in mind that the frequency of fixes should be such that the
ship should not run into danger in the time interval between two fixes. In narrow
channels and waterways monitor vessels position at all times.
 Position transfer from one chart to another charts—when changing Charts and ensure
the Position / Time are matching on both charts, if applicable
 Whenever Radar fixes available same to be taken as per Position fixing duration. GPS
hourly position to be logged in GPS log and vessel position verified.

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 When making landfall verify vessel position (i.e. even if land is 24 miles at least we can
check vessel position - even though at times this position might not be accurate then put
a cross against this position)
 Whenever Radar fixes have been shown on charts same to be logged in Deck logbook
once every watch and not GPS position.
 At Anchor ensure anchor positions are logged in the Deck logbook.

8. SOUNDINGS:

Maintain a record of soundings whenever in water of 100 meters depth or lower. Frequency
of records to be as follows:
Sounding < 100 meters – Hourly.
Sounding < 50 meters – Every 30 minutes.
During pilotage the echo sounder is to be left ON till arrival at berth or departure at sea
buoy.

Echo sounder performance is to be verified at all ranges and results logged down. Prior
arrival shallow waters, echo sounder shallow depth alarms to be tested and logged down.
Shallow depth alarms are to be set and used at all times.

Soundings are to be checked and compared with every plotted position in depths below 100
meters.

9. Radars must be used while coasting, in congested waters, open seas and whenever
restricted visibility is encountered. Radar performance to be ascertained each watch
and logged down. At least one Radar is always to be kept on, while sailing and while
vessel is at anchor. Use of Radar - Make proper and judicious use of the vessels
Radar's. Parallel indexing is to be used whenever appropriate especially in close
proximity to land. Make proper use of the ARPA to plot and track all targets including
the use of guard rings. Alarms must be uninhibited & audible .Use speed over water
input for radar for collision avoidance. When using ARPA for collision avoidance, it is
recommended that relative vectors be used to determine the risk of collision & true
vectors to determine the aspect.

10. PASSAGE PLANNING

 Second Officer is to prepare a detailed passage plan from BERTH to BERTH in
consultation with the Master, using the Wallem passage plan form.
 Passage plan meetings are to be carried out prior commencement of voyage.
 All relevant ENC’s and publications are to be used for making the passage plan.
 OOW to use the largest scale ENC available for the area being transited.
 All Deck officer must read, understand, check the ENC’s and courses, verify the plan
completely and then initial It.
 O.O.W to ensure proper execution and monitoring of the plan is done.

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 Second officer is responsible for the maintenance of all navigational publications and
updated ENC’s in the ECDIS. The 3/O will assist him in the correction of the List of
Lights and the ALRS.
 2nd officer to ensure all the ENC’s and publications for the intended voyage are
corrected/updated upto the latest available notice.
 All attempts should be made to ensure that the passage plan is fully ready in all
respects prior vessels departure from port. All watch keepers to fully read and
understand the same as well as relevant Sailing Directions, ALRS, Port Information
booklets, Guide to Port Entry and any other relevant information. Watch keepers to
ensure they are aware of currents and weather likely to be experienced on passage as
well as tidal streams and tide information relevant to the passage.
 All ECDIS passage planning checklists to be complied with.

11. Whenever weather messages/nav. warnings are received on Navtex or Sat-C, the
OOW shall plot same in the affected ENC’s in ECDIS. When the vessel is in port, the
weather messages are to be checked every 6 hrs at change of watch and initialled.

12. At anchor, maintain a proper record of visitors, boat services etc as queries raised
would need to be answered. While at anchor, if you suspect anchor dragging, or if
another vessel dragging close to our vessel, or if our vessel does not stay within the
swinging circle, I must be informed. Weather to be monitored continuously to obtain
early warning of deteriorating weather and facilitate early decision of leaving the
anchorage if required in bad weather.

13. On departure every port, OOW must ensure that all gears used for Loading/Discharging
are properly secured. The bosun after securing the vessel for sea MUST report to the
bridge confirming that the vessel is secured for sea as per checklist.

14. DECK LOG BOOK:

 All log books are to be completed at the end of each watch. All entries are to be
made however small and insignificant they may appear to be.
 The Ships Log Book is an important legal document and careful attention should be
given when filling the same. The log book should present an understandable
chronological sequence of events. Besides the information required under various
columns the following information should also be noted.
o Position of vessel at end of every watch.
o Position of vessel at start of each alteration.
o Position of vessel when Hand steering is engaged in restricted waters.
o Checking of manual steering at least once a watch when the autopilot is in use.
o Compliance with various checklists (including the time complied with).
o Control testing, drills, various pre-arrival tests and checks etc.
o During cargo operations the sequence of entries should convey a complete
picture of the operations.

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o Arrival/departure drafts, freeboards, cargo loaded/discharged.

o Result of fire patrol inspections.
o Weekly and monthly LSA/FFA inspections.
o BNWAS and VDR Status
o The above list is not comprehensive and no detail should be considered too
small to merit omission.
 Chief officer is in charge of the deck logbook and must ensure that all entries are
correct and upto date.
 Following entries to be made daily by Chief officer:
a. Daily work done (not required if maintained in separate book)
b. Ballast and cargo tanks soundings / ullages (not required if maintained in
separate book)
c. FW on board.
d. Ballast tanks gas readings. (not required if maintained in separate book)
e. Hot Work if carried out.
 Following entries to be made prior arrival and dep ports
 Drafts, dwt, 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.
 Checking of ballast for signs of oil prior deballasting.

ECDIS:
V/L has two ECDIS onboard and used as primary source for navigation. Please note
following with reference ECDIS operation.

 Duty officer should familiarize himself thoroughly with various symbols used on the
Electronic Navigation chart. Please be aware that the chart symbology changes
depending on how you set your ECDIS for example the wreck symbol in reference to
safety contour value set. You must read / familiarize yourself with the contents of
Admiralty Guide to ENC Symbols used in ECDIS– NP 5012 (Special emphasis to be laid
on section I, J & K)
 Please assess your familiarity with ECDIS equipment and comply with relevant ECDIS
checklist 1-4.
 Also please use the ‘Industry Recommendations for ECDIS Familiarisation checklist by
the Nautical Institute for familiarization and assessing your knowledge on ECDIS.
 Please ensure Safety depth, Safety contour, shallow Contour and Deep contour values
are set as per Recommendations in SMS.

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 Ensure the Anti-grounding alarm is switched on and the vector length and sector arc is
set appropriately for the prevailing circumstances and conditions of the voyage.
 DO NOT CHANGE ANY SETTINGS without Masters Approval for Shallow, Safety and
Deep contours, Safety Depth, vector time for Alarms and Indications, CPA distance and
TCPA time for targets in ECDIS.
 Beware the values of the warnings for prohibited areas or special conditions are set at
planning stage and alarms will be generated only when V/L is approaching one of these
areas with no prior indications.
 Duty Officer should know the procedures to retrieve the past voyage history recorded in
the ECDIS for reviewing etc.
 You may not be immediately aware of the degradation of ECDIS performance due to the
failure of one or more sensors. All sensor inputs to the ECDIS are to be monitored and
recorded at least hourly in the GPS log. ECDIS performance monitor checks are to be
carried out as required especially prior departure port and when updates are carried out
to the ENC’s and ECDIS software.

AIS
 All static & dynamic data is to be correctly entered & verified, including UNCTAD
LOCODE (NP286/6).
 AIS is to be periodically verified with another vessel or VTS.

BNWAS
 Times of switching on/off are to be entered in the Bell Book or a dedicated BNWAS log
book. The backup arrangements for another officer are to be entered.

VDR
 It is to be checked regularly during the watch & Master to be notified if there are any
alarms.
 “How to save data” to be understood by the Bridge Team. “Save Data” only to be carried
out on Master’s authorisation.

Do not hesitate to seek advice or assistance, this will not reflect on your ability. A
successful officer is one who realizes a situation is beyond his expertise or experience and
seeks guidance in good time rather than one who continues to fight a losing battle. Orders
cannot conceive all situations. Please use your initiative and good common sense. The aim
is to keep a safe and effective Watch.

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AT ANY TIME YOU ARE IN DOUBT WHETHER TO CALL ME OR NOT, PLEASE CALL
ME! IF YOU ARE UNCERTAIN, I REALLY WANT TO BE DISTURBED.

Kindly append your signature that you have fully understood my standing instructions.

Master _________________________

Date __________________________

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