EMERGENCY/AUXILIARY STEERING

As a future navigation officer, it is very important to know the operation of the

emergency steering gear or auxiliary steering gear as known by many. In the event of
failure to the main steering gear, which is going to result in the inability to steer the
vessel from the bridge position, precautions and proper guidelines should be followed to
operate the emergency/auxiliary steering gear, or find other alternatives to steer the
vessel. This means, all necessary personnel to assemble in the steering flat, know what to
do, equipped with proper means of communication, positioned at their posts, and ready to
carry out instructions from the bridge.

Although emergency steering and auxiliary steering are used for the same purpose they
don’t necessarily mean the same thing. The auxiliary gear may be in the form of a large
steering wheel, geared directly to the rudder stock and operated manually, while
emergency steering involves finding or using alternative measures to steer or change the
vessel’s course. A much more practical method which could be emergency steering
would be to stream or drag weights over each side of 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 be preferably be flat and of substantial construction.

The steering flat is situated most aft of the ship with a weather tide door as the entrance.
This door is to be kept in the CLOSE position at all times. Failure to do so might result
in catastrophic consequences beyond repair, for example salt water might find its way
inside and will cause damage to the steering gear which in total will make it very difficult
for the ship to be steered at all. Even worse, if excess water enters the emergency steering
flat it might result in the ship sinking. So, it is thus very important to always keep the
entrance to the steering flat closed and the steering flat dry.

Three people are required to run the operation. The first person is responsible for
controlling of the rudder; the second one is responsible for the communication and the
third person for standby. Communication with the bridge can be done via:

 The talk back system

 Telephonically
 And UHF- walkie talkie

It is important to have a proper communication medium, as instructions are to be clear to

steer the vessel correctly.

There are two ways of operating auxiliary steering, namely: the Solenoid operation
(which can only be done if the hydraulic motors are available) and the Hand winch
system (which is done manually). There is a third way classified as auxiliary steering, but
does not involve controlling the rudder stock, I will talk about this later. Newer ships
might use more sophisticated technology but the operation will not differ by a huge
margin. Many of the older ships are only equipped with the manual winch system.
THE SOLENOID OPERATION (to go with diagram 1)

1. Ensure bottle screws are removed

2. Put breakers in for port and starboard motors.
3. Both hydraulic motors are independent and can run the steering gear separately.
4. Use a pin to push the port or starboard side nipple (painted red or green…see
diagram below )
5. If either Port or starboard motor does not work try the other one.

IF THE SOLENOID OPEARTION FAILS, THE STEERING GEAR MUST BE

OPEARTED BY THE MANUAL HAND SYSTEM.

HAND WINCH SYSTEM (see diagram 2)

This is left permanently rigged excepting bottle screws.

1. Rig bottle screws

2. Use the bottle screws to remove any slack on the wires
3. Open the crossover valve on top of hydraulic unit. This will remove the
hydraulic pressure on the system.
4. Use the Hand winch to operate the steering gear. Turning to port will steer the
ship to port and vice versa. In front of the winch is a rudder indicator, so it
shouldn’t be difficult to steer accurately.

Alternative means if steering, should the above mentioned means of steering fail.

 In the case of a twin-screw vessel, the ship can be steered by altering the
revolutions on one or both the engines. This requires good expertise; however this
form of steering would suet smaller vessels which have a much faster course
altering speed.
 Another means of altering course in emergency would be to stream or drag
weights over the side of the vessel. The side on which you stream the weight will
be the side the vessel will turn to.
 As an alternative option, a heavy weight stream directly astern of the vessel, with
steering wires led to each quarter, might prove a better proposition (diagram
2&3). The weight is heaved over to port or starboard to alter the ship’s heading as
required.

Drills on emergency steering should be held regularly to ensure everyone is familiar with
the operation. Proper maintenance should be done in all spheres of the steering gear; the
wire on the hand winch system should be checked and tested to see if it is not worn, the
bottle screws should be greased and tested, the hydraulics should also be checked and
both solenoid motors tested. The technicians should check and test all electronics in the
steering flat, including all communication systems. All equipment found to be faulty
should be fixed or replaced, all this should be done as soon as possible.