DECK WATCHKEEPING WITH BRM

(COURSE TITLE)

DW 2
(COURSE CODE)

3RD YEAR/ A. Y 2022-2023

(TERM/ ACADEMIC YEAR)

MODULE 1
(MODULE NUMBER)

CAPT. EMILIO F. TOLENTINO

(COURSE INSTRUCTOR)

TO BE CODE BY QMO
(DOCUMENT CODE)
DECK WATCHKEEPING 2

 Deck Watchkeeping with BRM

COURSE DESCRIPTION
 This course aims to provide student the knowledge and understanding of the steering
system, the principles of navigational watch, ship’s routing, blind pilotage techniques and
ship reporting systems. Deck watchkeeping 2, CO-1 is all about operational procedures of
steering control systems and the selection of the mode of steering suitable for the
prevailing weather, sea and traffic conditions and intended maneuvers. CO-2 is all
about assigned watchkeeping duties as part of the bridge team, in different weather, sea
and traffic conditions, utilizing all bridge equipment in ensuring the safety of
navigation. This course aims to provide students with necessary Knowledge,
Understanding and Proficiency in preparation for Navigation at operational level
competency. The competency level covered in this course is in accordance with the Table
A-II/1: Function 1: Navigation at the operational level; Competence-1: Plan and conduct a
passage and determine position and Competence-2: Maintain a safe navigational watch 
COURSE OUTCOME
 CO1: Explain the operational procedures of steering control systems
and the selection of the mode of steering suitable for the prevailing
weather, sea and traffic conditions and intended maneuvers

 CO2: Perform assigned watchkeeping duties as part of the bridge

team, in different weather, sea and traffic conditions, utilizing all
bridge equipment in ensuring the safety of navigation
 COURSE OUTLINE

Week 1 - Topic 1: Course Introduction Week 8 – Principles of Navigational Watch

Topic 2: Steering Control System Week 9 – Bridge Watchkeeping
Week 2 – Marine Echo-Sounding Equipment Week 10 – Collision Avoidance
Week 3 – Speed Measurement Equipment Week 11 – Keeping a Radio Watch
Week 4 – Automatic Identification System Equipment Week 12 – Use of Reporting in Accordance with
Week 5 – Voyage Data Recorder and Simplified Voyage the General Principle for Ship Reporting Systems
Data Recorder Equipment and with VTS Procedures
Week 6-7 – Bridge Navigational Watch Alarm System Week 13 – Bridge Resource Management
(BNWAS) Week 14 – Blind Pilotage
MODULE 1
STEERING CONTROL
SYSTEM
 Knowledge of steering control systems, operational procedures and
change-over from manual to automatic control and vice versa.
Adjustment of controls for optimum
INTRODUCTION / OVERVIEW
OF THE MODULE

 How steering control system works

 Efficiency and performance of steering control system
 Types of steering gears on ships
LEARNING OUTCOMES

 Illustrate the steering control system and its parts.

 Demonstrate change-over of steering from manual to automatic control
and vice versa
 READINGS
 Electronic Aids To Navigation: Radar and ARPA, Lownsborough, R. and Calcutt, D.,1st ed. London,
Edward Arnold, 1993 (ISBN 0-340-59258-3)
 Electronic Aids to Navigation. Tetley, L. and Calcutt, D., 1986. London, Edward Arnold (ISBN 0-7131-
3548-4)
 8 Common Problems Found In Steering Gear System Of Ships
 Procedure of Testing Steering Gears
 Procedure for Starting Emergency Steering Gear
Understanding Steering Gear in Ships
 We are all familiar with the use of a rudder, which helps in turning a ship as
and when required. Rudders are the principal system for the entire motion
and control of the ships. But we mustn’t forget that the entire rudder action is
dependent on another pivotal system called the Steering Gear.

 Steering Gear integrated with the rudder system defines the 

complete ‘turning mechanism’ mandatory for each and every ship
irrespective of size, type and operation.

 Steering gear system has been an indispensable part of the ship’s machinery
since the advent of the very early ships, which were operated by hand.
Steering Gear System in Ships

 The efficiency of performance of steering gear depends on some main

aspects. These basic requirements to be invariably met by all steering
gears are guided by rules set by classification societies. They can be briefly
outlined as:

 As per standard requirements, the steering gear should be capable of

steering the ship from 35 degrees port to 35 degrees starboard and vice-
versa with the vessel plying forwards at a steady head-on speed for
maximum continuous rated shaft rpm. and summer load waterline within a
time frame of maximum 28 seconds
Steering Gear System in Ships
 With one of the power units inoperative, the rudder shall be capable of turning
15 degrees port to 15 degrees starboard (and vice-versa) within a time frame
of 1 minute with the vessel moving at half its rated maximum speed or 7 knots
(whichever is greater) at summer load line
 The major power units and the control systems are to be duplicated so that if
one of them fails, the other can easily substitute for them as standby
 Emergency Power Supply: The steering gear system is to be provided with
additional power unit (hydraulic pump etc.) connected to the emergency
power supply from Emergency Generator, which shall be capable of turning
the rudder from 15 degrees from one side to other side within 60 seconds
with the vessel moving at a maximum service speed or 7 knots, whichever is
greater
Types of Steering Gear System on Ships

 As ships continued to grow in size and became faster, modern systems

easing human effort were incorporated. Basically, there are two types of
commonly used steering gear systems present:
• Hydraulic
• Electro-hydraulic type

Though the system has undergone some major evolution, the basic physics
of operation remains the same.
Helm stand in Bridge
Helm stand in Bridge
Helm stand in Bridge
Helm stand in Bridge
Steering Gear System in Ships

The main control of the steering operations is given from the helm of any
ship, similar to an automobile where the entire control of the vehicle’s “steer-
ability” rests on the steering wheel of the driver.
The ‘control force’ for turning is triggered off from the wheel at the helm,
which reaches the steering gear system.
Steering Gear System in Ships

The steering gear system generates a torsional force at a certain scale which
is then, in turn, is transmitted to the rudder stock that turns the rudder.
The intermediate steering systems of a modern day ship can be multifarious
with each small component having its own unique function.
Steering Gear System in Ships
A better illustration for the exact work sequence of in a simple rudder system
is given in the following figure.
Steering Gear System in Ships
A better illustration for the exact work sequence of in a simple rudder system
is given in the following figure.
Steering Gear System in Ships

The rudder system consists of the following:

• Rudder actuators
• Power units
• Other auxiliary equipment needed to apply turn the rudder by applying
torque
• Hydraulic pumps and valves
Steering Gear System in Ships

In hydraulic and electro-hydraulic systems, hydraulic pressure is developed

by hydraulic pumps which are mainly driven by electric motors (electro-
hydraulic systems) or sometimes through purely mechanical means
(hydraulic systems).
Steering Gear System in Ships

However, mainly advanced electro-hydraulic systems are predominant in

ships nowadays.
These hydraulic pumps play a crucial role in generating the required pressure
to create motions in the steering gear which can trigger the necessary rotary
moments in the rudder system.
Hydraulic Pumps

These pumps are basically of two major types:

• Radial piston type (Hele-Shaw)

• Axial Piston type (Swash plate)
Hydraulic Pumps
Actuators mediate the coordination between the generated hydraulic
pressure from pumps (driven electrically, of course) and the rudder stock by
converting it into a mechanical force creating a turning moment for the rudder.
Actuators are now mainly electrically driven by power units.
These actuators, in turn, can be of two types:
• Piston or cylindrical arrangement
• Vane type rotor
The types of actuator systems depict the types of steering gears present on
ships, which are also segregated as Ram type and Rotary Vane type
arrangements accordingly.
Steering Gear System in Ships
Ram Type Steering Gear System
Ram type steering gear is one of the commonly used steering gear
construction and is quite expensive in construction. The basic principle is
same as that of a hydraulically-driven motor engine or lift.
There are four hydraulic cylinders attached to the two arms of the actuator
disc, on both sides. These cylinders are directly coupled to electrically driven
hydraulic pumps which generate hydraulic pressure through pipes. This
hydraulic pressure field present in the pumps imparts motion to the hydraulic
cylinders, which in turn corresponds with the actuator to act upon the rudder
stock. As we know, rudder stock is an indispensable part of the entire steering
gear arrangement of ships and dictates the exact behaviour of the rudder
response.
Steering Gear System in Ships
Rotary Vane Steering Gear
In rotary vane steering gear, there is a fixed housing in which two vanes rotate. The housing
along with the vanes form four chambers. The physics behind its operation is similar to the ram
type with a small difference.
Rotary vane type arrangement is used when the pressure requirement is 60 to 100 bar for
producing required torque. This is the main advantage of rotary vane type steering gear, requiring
lesser hydraulic pressure and thus power for producing the same amount of torque as ram type.
There are 3 fixed and 3 moving vanes, which can make rudder angles up to 70 degrees, i.e 35
degrees on each side.
This arrangement has several other advantages like lower installation cost, less weight and
smaller space required.
The fixed and rotating vanes are of spheroidal graphite cast iron. Keys are often provided in the
rotary vanes for proper strength and orientation.
Change-Over from Manual to Auto and vice
versa
Common switch on the steering control stand to change the steering from
manual to auto or vice versa
Change-Over from Manual to Auto and vice
versa
From Manual Steering to Auto
 Set the auto steering controls as required for the prevailing weather and loading
conditions. Turn the course setter pointer to mark the course to be steered.
 Steer the vessel manually until she is steady on the course to be steered.
 Keep the rudder amidships and observe the rudder angle indicator to confirm.
 Once confirmed, switch the steering control from Manual(Hand) to Auto.
 Observe the movement of the rudder after switching if it is moving correctly to
maintain the ship on the set course.
 Set the desired settings for “off-course Alarm” and activate it.
 Finally compare the GYRO and MAGNETIC Compasses and record the readings.
Change-Over from Manual to Auto and vice
versa
From Auto Steering to Manual(Hand)
 This operation can be done at any time by switching the lever from “AUTO”
to “MANUAL(HAND)”
 After switching make sure that you are ready to do manual steering.
 Report to the commanding officer that the steering is put to manual and the
course being steered.

The steering must be changed from “AUTO” to “MANUAL” once every watch
and be steered manually for some time before returning to “AUTO”.
Proper Steering of the Ship and Helm Orders
Proper Steering of the Ship and Helm Orders
Closed Loop Communication
 Closed-loop communication is a communication technique used to avoid
misunderstandings.
 When the sender gives a message, the receiver repeats this back.
 The sender then confirms the message; thereby common is using the word “yes”.
 When the receiver incorrectly repeats the message back, the sender will say “negative”
and then repeat the correct message.
 If the sender, the person giving the message, does not get a reply back, he must repeat
it until the receiver starts closing the loop.
 To get the attention of the receiver, the sender can use the receiver's name or functional
position, touch his or her shoulder, etc.
FORMATIVE ASSESSMENT
1) Make your own illustration of the steering control system and label its
components or parts.
2) Demonstrate proper communication when performing wheel orders.
3) Demonstrate proper change-over of steering control from manual(hand)
to automatic control and vice versa.
REFERENCES
 Electronic Aids To Navigation: Radar and ARPA, Lownsborough, R.
and Calcutt, D.,1st ed. London, Edward Arnold, 1993 (ISBN 0-340-
59258-3)
 Electronic Aids to Navigation. Tetley, L. and Calcutt, D., 1986.
London, Edward Arnold (ISBN 0-7131-3548-4)
 Understanding Steering Gear in Ships (marineinsight.com)