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The Helmsman - 2
The Helmsman - 2
Definition
In the merchant marine, the person at the helm is usually an able seaman,
particularly during ship arrivals, departures, and while manoeuvring in restricted
waters or other conditions requiring precise steering. An ordinary seaman is
commonly restricted to steering in open waters.
Clear and exact communication between the helmsman and officer on the
bridge is essential to safe navigation and ship handling. Subsequently, a set of
standard steering commands, the IMO’s Standard wheel order which is written
of the Standard Maritime Communication Phrased (SMCP) must always be
practice on board to avoid miss-communication, and responses by the
helmsman, and acknowledgment by the conning officer are widely
recognized in the maritime industry.
The helmsman repeats any verbal commands in order to demonstrate that the
command is heard and understood. The International Convention on
Standards of Training, Certification and Watchkeeping for Seafarers (STCW)
requires that helmsman must be able to understand and respond to helm
orders in English.
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THE HELMSMAN
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THE HELMSMAN
Helmsmen of merchant and military ships that are underway stand watch at
the helm for a set period of time before being relieved by another
watchstander. The person being relieved will complete any course change or
other critical maneuver that is in progress before handing over the helm.
The helmsman handing over the helm will inform the relief helmsman of any
rudder commands in place and pertinent conditions. "Steering 180. We have
oncoming traffic two points on the starboard" for example. In addition, the
current helmsman should inform the relief if there are any peculiarities affecting
steerage. Similarly, the helmsman will also point out if he or she is steering on a
landmark, range, or navigational light. The relief helmsman is obligated to
repeat the course being steered or other rudder command in order to
demonstrate an understanding of the situation at the helm.
Relief: "Helm has been relieved... steering two-four-eight per gyro, checking
two-four-five per standard. Helm is in hand, rudder amidships, steering off the
port pump."
The officer on watch will usually always reply with "very well."
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THE HELMSMAN
called upon specifically to guide the ship as it enters a port and prepares to
dock, or during the departure process when it is necessary to successfully clear
the docking area and advance safely into open waters.
The principal duty of the lookout is to maintain a continuous watch for all
hazards that may impair the safe navigation of the vessel (Figure 1.1).
He is obliged to give his full uninterrupted attention to this duty, reporting any of
the following to the officer of the watch:
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THE HELMSMAN
Before sailing, the steering gear should be tested, under the supervision of the
duty officer, by putting the helm hard over to both port and starboard and
holding the pressure in both positions, so that the rudder indicator will show the
extent of movement in response to the helm.
Pilot Wheels
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THE HELMSMAN
The alternatives open to mariners who suffer the loss of steering facilities are
limited to the type of vessel and the associated equipment which it happens to
have on board at the time of the incident. In the case of a twin-screw vessel,
steering is simple: by altering the revolutions on one or both engines a
comparatively straight course can be maintained.
The old-fashioned method of rigging a jury rudder over the stern was a difficult
proposition on conventional ships. On larger modern tonnage it could well
prove impossible. To illustrate this problem, jury rudders were often constructed
from conventional hatch slabs secured to a boom or derrick. Modern ships
tend to be equipped with steel hatch covers, which, for obvious reasons, could
not be used.
A much more practical method, which could be employed in an emergency,
would be to stream drag weights over each side of the vessel.
The type of weights employed would depend on the equipment carried by the
vessel. For example, the majority of vessels are fitted with engine room ‘bottom
plates’ which could well be used as improvised drag weights, acting like the
trawl doors of a fishing boat. Such drag weights should preferably be flat and
of substantial construction. Improvising materials normally carried aboard to
suit an emergency situation will call for ingenuity and time if they are to be
effective, but with thought most vessels will have some form of equipment that
can be turned to good use for the occasion.
Problems may also arise not just in the rigging of such items but with their
application, e.g. streaming over side. Many modern vessels, such as container
or ore carriers, are not fitted with cranes or derricks, and the lack of these could
make this method extremely difficult to operate. As an alternative option, a
heavy weight streamed directly astern of the vessel, with steering wires led to
each quarter, might prove a better proposition.
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