Master/ Captain Job/ Responsibilities

MASTER’s RESPONSIBILITIES & OVERRIDING AUTHORITY

The Master is Management’s representative on board. He is required to be fully conversant with Company’s SMS System.

The MASTER is responsible for: Implementing the Company’s GMS System on board.

Ensuring that all personnel are well familiarized with the SMS System & Motivating them in the observation of

SMS Policy and procedures.

Issuing appropriate orders and instructions in a clear and simple manner.

Verifying that specified requirements are observed and.

Periodically reviewing the safety management system and reporting its deficiencies to the shore-based

management.

Master has clear & unambiguous authority regarding acceptance of a salvage contract on LOF 2011

terms.

The Master shall ensure that all statutory legislation affecting the vessel under his command is complied with at

all times. His first responsibility is the health and safety of the personnel on board and of the vessel and it is his duty to ensure this safety in all conditions and circumstances. In carrying out this duty, the Master must take whatever action is necessary to avoid any situation occurring, which may lead to pollution of the environment. Further to the above, Master is the Ship’s Security Officer and must ensure the proper implementation of ISPS Code procedure, on board the vessel.

The Master shall ensure that all crew documentation, passports, certificates, medical documentation etc are securely kept in his care.

Nothing in these Rules removes from the Master his overriding authority to take any steps and issue any orders, whether or not they are in accordance with these Rules, which he considers necessary for

the preservation of life and/or to avoid harm to the environment and /or the safety of the ship.

Overriding Authority ALWAYS rests with the Master. This is the most demanding of responsibilities and cannot

be delegated or assumed by any third party, this concept is enshrined in SOLAS.

Regulation 34-1 - Master's Discretion

The owner, the charterer, the company operating the ship as defined in regulation IX/1, or any other person

shall not prevent or restrict the master of the ship from taking or executing any decision which, in the master's

professional judgment, is necessary for safety of life at sea and protection of the marine environment.

It is noted that several terminals have rules and regulations that forbid the Master from taking specific actions – whilst still holding the Master responsible for any incidents (in some cases even if these incidents are created by the shore themselves).

Several of these rules / regulations are so restraining as to place the Master at fault whatever action he takes. It is with this in mind that we wish to remind Masters that Company expects Masters to always act in good faith but, with the best interests of the Company guiding his actions. Some terminal regulations expect the Master to set aside his responsibility to the Company, this is not acceptable and we expect all Masters at all times to protect the Company interests above all others.

In addition, he has overall responsibility of the entire operation on board the vessel and for ensuring that officers of all Departments efficiently execute their duties. All Departments are in all respects subject to his orders. Whilst in command, he cannot delegate his ultimate responsibility to any other Officer or Company Representative.

The Master must ensure that before going to sea, the vessel is fully found and provided for in all respects and suitable as regards stability, stress and trim. The responsibility for ensuring that the vessel has sufficient bunkers on board for each passage rests with the Master.

Before proceeding to sea, the Master must plan the voyage and acquaint himself with the programmed ports of call and generally anticipate the information required on all matters connected with the voyage.

The Master must participate in the routine daily navigation of the vessel and will personally take over the conn of navigation when entering and leaving port, navigating in confined water, approaching land, nearing or passing any danger, during fog or other restricted visibility, in traffic separation scheme and at all times when

the safety of the vessel may be in hazard. When a Master feels due to the prolonged time of standby (i.e. long river passages) that he needs a rest or must leave the bridge then the Chief Officer shall relieve him.

The Master must ensure that a competent navigating officer is in charge of the bridge at all times whilst the vessel is at sea, and procedures are carried out in accordance with the Navigation manual.

The Master is to fully familiarize himself with the commercial requirements of each and every voyage. Should he

be in any doubt about anything in this respect, particularly of an immediate nature, such as the meaning of a Charter Party Clause, cases of marginal vessel stability/stress viz. Charterers cargo requirements in dispute, or the lack of proper voyage instructions, he must immediately contact the Company's office for advice.

On all occasions of change of command, the out-going Master must properly and adequately hand over the command of the vessel to his relief. The relieving Master must satisfy himself that all documents are in order and that the balance of cash in the safe agrees with the accounts.

Before accepting command he must be fully aware of all factors affecting the immediate operation of the vessel.

On taking command, the Master will take the first opportunity to make himself familiar with the details of the vessel’s construction, stability data, maneuverability, safety and other equipment.

In addition to Company Bridge Standing Orders, the Master will issue his own ‘Standing Orders’ to his Officers for the efficient operation of the vessel. These are to be forwarded to the Safety & Quality Department each time a Master takes command of a vessel, and at any time he sees fit to change his standing orders. For bridge watch keepers a written night order book is to be kept. Entries to be made every day while the vessel is at sea or at anchor.

The Master will, once per week make an inspection of the vessel and accommodation, particular attention being given to the storerooms and galleys. The crew should at all times be encouraged to set a high standard of cleanliness throughout the vessel.

The ultimate responsibility for signing on and signing off crew members rests with the Master and it is his personal responsibility to account for all cash advances and to submit accurate and correct portage accounts.

Master must take all precautions against theft on board and to ensure that particular care is taken with regard to valuable cargo, vessel's property and, where carried, Defense Publications and Safes.

Master is personally responsible for all Company money held on board the vessel. Such money is to be locked securely in the safe at all times unless under the personal supervision of the Master or his Deputy. The amount

of money held on board must be kept to a practical minimum.

The Master or Officer in charge must familiarize himself with the insurance cover arranged for the vessel and

the action to be taken in the event of an accident. He must also be aware of any special conditions applicable to the insurance of the vessel and ensure that these are complied with.

Once it has been decided that assistance is necessary, the Master should act promptly to request it from any available source using the most expeditious means at his disposal. When one or more suitable ships respond to the call for assistance, the master should immediately request such ship(s) to undertake whatever action is necessary.

Assistance should never be delayed merely to negotiate a particular form of agreement or contract terms.

Salvage procedures may be found in OCIMF’s Peril at Sea and Salvage, which is part of ship’s library. Safety of

life and safety of the ship take precedence over all other considerations and it is emphasized that where life, the ship, its cargo or the marine environment are in peril, such negotiations should not in any way delay the engagement of saviors.