Master Standing Orders

All Officers of the Watch should call the Master when they are unsure of anything, or at times when they require additional
assistance.
At Sea
When at sea the following Standing Orders shall apply:
1. The safety of the vessel, crew, passengers and cargo is to be the prime consideration at all times and the Masters
Standing Instructions and Night Orders are to be read and signed by all Deck Officers.
2. Watch keeping Officers are to maintain a Navigational Watch strictly in accordance with IMO recommendations
and the ICS Bridge Procedures Guide.
3. Comply fully with the “International Regulations for Preventing Collisions at Sea” COLREGs’72.
4. When visibility drops sufficient to cause concern I am to be informed. Speed shall be reduced and additional look
outs posted if necessary.
5. During watch changeovers the relieving Officer must satisfy himself that the vessel is in a safe position and the
ship's course and speed are conducive to navigational safety, before he takes the watch. If he finds this not the
case, he should take immediate corrective action, and call me at the earliest opportunity, informing me of the
situation. All regulations governing traffic separation schemes and routing are to be observed at all times.
6. Maintain a good look out at all times, both visually and by radar.
7. Bridge to be manned by at least One Watch Keeping Officer and One lookout during the hours of darkness and/or
restricted visibility.
8. Plot the vessels position at regular intervals using all available means.
9. Use mandatory checklists where appropriate.
10. Outside lighting to be dimmed/switched off as necessary to reduce back-scatter. All helideck lights to be
extinguished during transit
11. Gyro compass error to be checked once per watch, when possible.
12. The Engine Control Room is to be manned at all times, for the following conditions:
 When the vessel is in DP mode or is within the 500 metres zone of a platform or a subsea installation.
 For port arrivals and departures.
 For shifting berth in port areas.
 During periods of poor visibility.
13. Good communication shall be maintained between Bridge and Engine Control. Any change in status, or
occurrences which may affect each others area of control shall be notified. Machinery shall be maintained in a
state of readiness. Should any item become unserviceable, thus downgrading the vessel's condition, I am to be
informed immediately. Adequate reserve power supplies are to be available at all times and I am to be immediately
informed if any deficiencies occur.
14. In an emergency do not hesitate to use any of the thrusters to take whatever action you consider necessary for
the safety of the vessel before calling me.
15. Prior to departure from port the navigating officer is to input the passage plan into both the main and backup
ECDIS, and once this has been signed off by me, no alterations to the passage plan are to be made without my
permission. I am to be called if there is any failure in the ECDIS or in the GPS position input.
16. Prior to departing from port the main and backup ECDIS and Chart Radar or are to be updated with the latest NTM
and a record made in the ECDIS updates log or Chart Correction Log. The latest T&Ps, and navigation warnings are
to be checked to see if applicable to the passage.
17. Where applicable during transit the ECDIS must remain on S52 format, and as a minimum layers for charted depths
and all dangers are to be displayed. Only official ENC are to be used, and at any time when these are not available
courses and positions are to be plotted on paper charts. Unofficial charts may never be used for navigation.
18. Prior to departing port, and at any time whilst transiting at sea the ships side door is to be closed and secured.
19. At no time, during any vessel operation is any safety system (i.e. fire pumps, fire alarm, ESD etc.) to be taken out of
service without my prior permission.

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“My presence on the bridge does not automatically relieve the OOW of his duties until I have informed him /
her that I have done so”.
Call Me:
1. If you are unsure or in any doubt.
2. If traffic conditions or the movements of other ships are causing concern.
3. If difficulties are experienced with maintaining the required course or speed.
4. If you fail to sight land, navigation mark or obtain a sounding by the expected time.
5. If you unexpectedly sight land or a navigation mark, or a significant change in soundings occurs.
6. In the event of any other emergency onboard or in the immediate vicinity.
7. If weather warnings or special bulletins of imminent adverse weather conditions, especially reports of any possible
TRS activity are received.
8. If the prevailing weather conditions are significantly worse than those forecast.
9. If the weather conditions deteriorate to an extent that you consider it to be unsafe to maintain the current transit
speed (see checklist for 'Vessel in Heavy Weather').
10. If the depth under the keel is significantly less than anticipated.
11. At anytime if restricted visibility is causing concern (see checklist for 'Operations in Restricted Visibility).
12. If the vessel is instructed to commence work inside, or in close proximity to any anchor patterns, surface or sub-
surface structures.
13. In the event of any failure of any thruster, generator or the steering gear (see checklist for 'Propulsion or Steering
Failure').
14. If you sight any hazard to navigation such as floating debris, ice or a derelict.
15. If there is a conflict with any instruction.
16. If a distress call is received (see checklist for 'Search & Rescue')
17. Notify me immediately of any Incidents or Near Misses which occur, if in doubt you must call me.
Strict adherence of Client / Mermaid Subsea Services notification periods must be known and acted upon without
delay. All Bridge Officers are to be fully conversant with present Client Bridging Documents and Emergency Response
Plans in addition MSS-SHEQS-S-015 Incident reporting and Investigation. Note: In some instances initial report must
be made within 1 hour or less, parties onboard Master, who will cascade notification to OCM/Client
Representative/MSS Marine Department and MSS Project Team, in addition to following in field Emergency
Response communication document.

DP Operations (where Applicable)

1. General DP Operations: During operations such as Diving and ROV operations adjacent to structures the Bridge shall
be manned at all times by two DPO's. All watch keepers are to pay particular attention to the "Guidelines for the
Design and Operation of Dynamically Positioned Vessels’, and the Vessel Operation Manual. When diving operations
are undertaken, the safety of the diver is to be the prime consideration, but without decreasing the safety of the vessel
or any structure that the vessel is alongside. During DP operations the DP system shall retain full redundancy, and I
am is to be informed of any degrading of the system.
2. A good lookout is required at all times. If any ship movement is causing concern, stop the operation and take
appropriate action to resolve the situation. If in doubt, call me.
3. No basket transfers are to take place without my express permission and completion of appropriate permits and
checklist.
4. During close-in platform work keep a close eye out for any platform operations that could affect the Vessel’s
operations or that may present a risk to any of our personnel. This includes any scaffolding, crane ops or discharges
that are causing risk to the vessel. If in doubt stop any ongoing operations, recover all the vessel personnel to a safe
location. Call me and the OCM.
5. On no account should any maintenance be carried out which could result in an interruption to the DP system or result
in a DP incident. The Senior DPO must be made aware at all times of any work which has the slightest possibility of

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affecting the integrity of the DP system and if he has any doubts, he must not allow this work to start without my
agreement. Good communications between Dive, ROV, Engine Control Rooms and the Bridge is to be established, and
changes of status, weather conditions, tides and any other information which may be of mutual benefit are to be
exchanged.
6. The Senior DPO on watch has the authority to suspend diving operations and move the vessel to a safe position at any
time he considers this necessary for both the safety of the divers, and the vessel, without prior consultation with me
if he considers that there is insufficient time for this. Proper use shall be made of the DP alert system.
7. When a manned diving bell is deployed whilst on DP there must always be a minimum of three independent reference
systems in operation, the exception being a reduction to two online systems during the repositioning of a position
reference e.g. re-plumbing a taut wire.
8. The vessel will not normally work closer than 10 meters from any structure unless special circumstances dictate and I
have given permission. During ROV operations it is preferable to use the maximum available length of umbilical than
be closer than necessary.
9. The DP log, DP faults log and reference system running hours log are to be kept up to date.
10. DP periodic check list to be completed by every operator at the start of his first hour on the desk.
11. Use shall be made of GPS planning when working in the vicinity of structure/s that may cause a reduction in the
number of available satellites for the DGPS reference system.
12. Taut wire to be deployed and recovered, clear of any sub-sea structures/pipelines or subsea asset. If the bell is in the
water, divers are to be placed in a safe position either in or under the bell or the opposite side to that of the taut wire.
The same applies to over board crane lifts.
13. When operating inside the 500m zone of an offshore installation you are under the jurisdiction and control of said
installation. All bell movements, appropriate activities and changes in circumstances should be communicated to the
installation OIM/Master
14. At the end of a dive, no manoeuvres are to be carried out until the Bell and Clump weight are secure where necessary,
and clear-to-move is given.
NB: A safe distance from Subsea assets should be considered to be 20% of water depth. Make due allowance for any strong
tidal current
15. Deck Operations: Whilst in DP mode all deck and adjacent operations are to be closely monitored by the DPO, with
particular regard to actions which could affect safety, such actions may include but are not limited to the following:
 No crane or down line operations close to thrusters or taut wires.
 Work over side by own ship or adjacent structures with a potential to cause accidents, loss of life, thrusters
damage, and reduced diver safety. Be especially aware of tubular operations on platform or rig which could
prove a hazard to divers. If the DPO is in any doubt about an operation which could be hazardous to the divers,
he is to inform the Diving Supervisor immediately
16. Small boats / zodiacs etc., approaching or departing the vessel are to be closely monitored and regulated. With
particular regard to swamping by thrusters wash and collision with taut wires / down lines. No craft is to come
alongside without clearance being given by the DPO. When any small boat is deployed from the vessel there must be
a portable radio onboard and all persons shall be suitably dressed in survival suits (as appropriate) and lifejackets.
17. During helicopter operations the wind sensors may be affected, the DPO should be ready to de-select sensor to avoid
interference.
18. When in close proximity alongside a structure a good visual watch is to be maintained at all times.
19. When divers are working on the seabed, consideration should be given to deploying a freestanding HPR transponder.
When operating with an HPR transponder on a down line additional care shall be exercised when conducting vessel
moves or heading changes. Ensure that sufficient slack is in the down line, but be aware of a risk of strong tidal current
affecting the bight in the down line.

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20. A designated standby man should be within hearing of the vessels PA system, or in communication with the DPO, by
radio, whenever the vessel is operating in DP.
21. All DPO's are to be fully familiar with the vessel’s DP FMEA. All literature regarding DP Operations, such as DP incident
reports are to be read and discussed.
22. Prior to giving the Diving Supervisor permission to dive, the Bridge and Engine Control Room are to ensure required
checklists are complete.
23. Weather reports: Weather reports and charts are to be obtained on a regular basis.
24. Alarms, alerts: I am to be informed immediately of any Yellow alerts or Red emergency situations.
In Port
1. Officers shall not hesitate to increase the deployment of moorings, if an adverse weather forecast is received and if
necessary; start engines or thrusters to ease moorings. Care should be exercised whilst moored in port and thrusters
are in use, the Port Authority and any vessels which may pass close to the vessel's position shall be informed.
Additionally when at anchor or on berths subject to strong currents, high tides, adverse weather or passing traffic,
sufficient machinery as may be required is to be maintained in a state of readiness. A close watch is to be maintained
on the safe access to the vessel, and all steps / precautions taken to comply with this statute. Vessel moorings are
to be inspected on a regular basis, with all relevant actions taken to ensure vessel security at its berth.
2. The deck watch shall be maintained on a 24 hr basis and the watchman shall be informed of his duties and whom to
call in cases of emergency or unforeseen occurrences. All Port regulations are to be available on board and the duty
officer is to be aware of any special requirements of these regulations. In addition to the mooring checks, a regular
fire patrol is to be carried out and due diligence exercised concerning the security of vessel equipment, with regard
to theft.
At Anchor
1. When the vessel is at anchor a Deck Officer shall be on duty on the bridge at all times. The position of the vessel
shall be continuously checked using all available means. Additionally the positions of other vessels anchored in
vicinity are also to be closely monitored and in the event of dragging anchor by own vessel or other vessel, the
engines shall be started and I shall be informed immediately.
Deck Log and Rough DP Logbook Entries
It is essential that written logbook records are kept that accurately reflect the nature of work being undertaken. It should
be recognised that these records may form the basis of evidence in a Court of Enquiry as a result of a diving accident,
collision or any other marine incident. These records would normally take the form of the Marine Status Log and or the DP
Rough Log.
Deck Log Book
During transits it is a requirement to log the vessel’s true, gyro and standard compass course, speed and navigational
position every six hours in the Deck Log Book. Particular emphasis is to be placed on also recording time and position of
any normal passage plan course alterations.
Further entries are to be recorded for course adjustments on any deviations from charted passage plan or on items such
as set and leeway.
DP Rough Log
In the DP Rough Log a variety of information on specific evolutions shall be recorded. The primary events and times that
require notations are listed as follows, but as they are dependent on variable activities which are not strictly limited to
these below:
DP Ops: Any verbal receipt of clearance to dive from platform OIM. Start of DP stabilisation. Length of notice period to
green light. Deployment/Recovery of taut wires. Time of ROV spotting of Taut Wires if necessary. Record HPR beacon
deployment, and insert North and East if freestanding. In/Out surface Dive Mode. If operating in close proximity to
installation/platform. Record any vessel moves or heading changes that take any point of the vessel closer than 10 metres
from adjacent structure. Whilst making DP moves in close proximity to structure record any dive requested move in excess

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of 5 metres or any initiation of heading change in excess of 5 degrees. In open water record any heading change in excess
of 30 degrees. Start/Stop of any large DP movement requested by dive control.
General: 500 metre zone entry/exits. NOTE: The OOW must complete MSS-SHEQS-CHK-018 Installation 500m Zone Safety
Zone Checklist prior to entering the 500m Safety Zone of an installation.
Cargo Operations with Platform/Rig. Number of lifts On/Off. Supply Boat Ops, Start/Stop times of taking water/fuel. Helo
On/Off deck (include callsign). Pax On/Off. FRC Boat operations. Basket transfers Pax On/Off. Name/Port of any boat
observed violating 500m zone of client worksite. Start/Stop WOW. Any time spent in DP simulating heading to assess
thruster limits for a potential worksite. Internal F.O. Transfer. Start/Stop of Thrusters and Alternators. Record times of
vessel breakdown.
Diving: Air or Saturation Bell In/Out, Bell Left/Arrive at Depth, Diver In/Out Bell, Bell Guide Weight Status, and ROV In/Out.
In particular confirmation should be obtained from Dive Control of diver excursion umbilical lengths when diving in shallow
water Start/stop times for any extended (tended) umbilical works.
Project Works: for example: Piling Hammer In/Out. Deployment/Recovery of any noteworthy loads, i.e. long spools, heavy
lifts. Start/Stop of a matting operations stating quantity of lifts. Start/Stop and route progress of any Umbilical/Flow line
Lay.
The receipt or passing of any tugger or project hose to an installation. Barge Operations, Tug names, mooring lines, lifts
etc. Sub-sea deployment of any hoses from vessel that are fixed seabed structures or pipelines. Deployment/recovery of
any unique sub-sea tools that have any implication to vessel station keeping, alternator/thrusters redundancy or stability.
Explosive Operations setting/charge, distance move to stand-off position, and explosive result i.e. fired or misfire.
Compass Errors
As part of normal watch keeping routines DPOs are to use all available means at their disposal to maintain a regular check
on gyro and magnetic compass errors, and record same in compass error book. During navigation transits particular
emphasis is to be paid to obtaining and applying these compass errors.
Prime Obligation
Nothing in the standing orders shall absolve the DP watch keepers from the requirement, as appropriate, to comply with
the following: - Merchant Shipping (Distress Signals and Prevention of Collisions Regulations) Regulations SI 1996 No. 75,
except where these regulations are superseded by any local rules or Guidelines for the Specification and Operation of
Dynamically Positioned Diving Support Vessels.
I would rather be called too early or unnecessarily than too late, and please don’t hesitate to call me in any situation where
you are unsure.

Name of Master: _________________________________________

Signature: _______________________________________________

Date: ___________________________________________________

Name of Master: _________________________________________

Signature: _______________________________________________

Date: ___________________________________________________

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 Master Standing Orders

Acknowledgement of Masters Standing Instructions:

All Deck Officers are to sign and date the Readers Acknowledgement Form to indicate that they have read and understood
the above.
MSS-SHEQS-FRM-153 Readers Acknowledgement Form
The signed Form is to be kept with this document.

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