MODULE NO.

1 MODULE TITLE Steering Control System

A-II/1 F1.C1: Plan and conduct a passage and determine position

COMPETENCE/S

CO1: Explain steering control systems, operational procedures and

demonstrated change-over from manual to automatic control and
COURSE OUTCOME
vice versa and adjusted controls for optimum performance to steer
the ship and complied the helm orders.
KUP: A-II/1 F1.C1 .KUP7: Steering control system
.1 Knowledge of steering control systems, operational procedures
and changeover from manual to automatic control and vice versa.
KNOWLEDGE Adjustment of controls for optimum performance
UNDERSTANDING

PRIFICIENCY A-II/1 F1.C2.KUP1 .4: The use of information from navigational

equipment for maintaining a safe navigational watch

LO 1.1 Illustrate the steering control system and its parts.

LO 1.2 Demonstrate change over of steering from manual to automatic

LEARNING OUTCOME 1 control and vice versa.

LO 1.3 Demonstrate the proper steering of the ship and complied the
helm orders.

TOPIC 1 –
Steering Control System – Illustrate the steering control system and its parts
Week 1

LESSON PRESENTATION & ACTIVITIES

Steering Control System is a course offered to students to get familiar with the
system and its parts. At the end of the course, they will be able to illustrate
the steering control system and its parts. They will be able to demonstrate
change-over of steering from manual to automatic control and vice versa. And
they will able to demonstrate the proper steering of the ship and complied
the helm orders. As future deck officer, they have to be familiar and learned
the system.

Watch a video:

https://www.youtube.com/watch?v=uqspJnKcrW4

Actuator – A component of a machine that is responsible for moving

and controlling a mechanism or system. It controls the movement of
the steering. In simple term, it is a mover.
Motor Starter – It is a motor in which to start/stop the steering power
to run.
Start/Stop Alarm Control Panel – A panel where to start/stop the
alarm from the steering. Start when you are going to test the steering
alarm if it is in good condition. Stop or resetting steering alarm when
there is a problem in the steering.
Rudder Angle Indicator – A device located inside the wheelhouse, port
and starboard bridge’s wings and in engine control room. A device used
to indicate the present position of the rudder blade.
Auto pilot Mode – The role of auto pilot is to steer the ship
automatically. Once it set to auto mode, the ship automatically
navigate and followed the course where course indicator is set.

Follow up Steering – Steer the ship manually. Operates manually by a

person who is in charge.
Non Follow up Steering – Operation of non follow up steering is, when
auto pilot and manual steering operation did not respond to the
command setting, switch on the mode selector to non follow up mode
(NFU). And in the steering wheel panel there is a stick for non follow up
mode to operate.
Helm – A lever or wheel controlling the rudder of a ship for steering
Steering Control System

Known as auto pilot, main function is to control the navigation direction of a

vessel and change the navigation direction through manual steering or
automatically controlled steering. Its working principle is to control the
rotation of steering engine according to the off-course signals generated by
the difference between the actual navigation direction and the target course,
so as to make the vessel navigate towards the target course.

Components of Steering Control System:

Actuator – A component of a machine that is responsible for moving and

controlling a mechanism or system. It controls the movement of the steering.
In simple term, it is a mover.

Motor Starter – It is a motor in which to start/stop the steering power to run.

Start/Stop Alarm Control Panel – A panel where to start/stop the alarm from
the steering. Start when you are going to test the steering alarm if it is in good
condition. Stop or resetting steering alarm when there is a problem in the
steering.

Rudder Angle Indicator – A device located inside the wheelhouse, port and
starboard bridge’s wings and in engine control room. A device used to
indicate the present position of the rudder blade.

Different Types of Steering Modes

Auto pilot Mode – The role of auto pilot is to steer the ship automatically.
Once it set to auto mode, the ship automatically navigate and followed the
course where course indicator is set.

Follow up Steering – Steer the ship manually. Operates manually by a person

who is in charge.

Non Follow up Steering – Operation of non follow up steering is, when auto
pilot and manual steering operation did not respond to the command setting,
switch on the mode selector to non follow up mode (NFU). And in the steering
wheel panel there is a stick for non follow up mode to operate.

Functions of ship’s internal communication when the ship is in manual

emergency steering.

When the ship suffered steering breakdown, if the auto mode, manual mode
and non follow up mode (NFU) did not respond to the command setting, the
last option is the manual emergency steering. Carrying the manual emergency
steering, the command is at the bridge and the execution is at the steering
room in the engine room. Internal communication in this situation is very
important between the command team and the team at the steering room.
The master will send team of deckhands to the steering room to carry out the
command from the bridge. The two team will communicate; give/received
orders through ship’s internal communication. More means of
communications like internal telephones, portable radios is much better in
this situation. Both teams will totally rely on internal communications to bring
the ship and the people on board to safety. And also to prevent any damage
to environment.

Off-course alarm as part of the steering control system, there should be an

off-course alarm facility to warn the OOW when the ship deviates excessively
from its course.

Examples of appropriate devices include:

o A magnetic off-course alarm independent from other bridge

equipment and inputs;

o A second gyro compass with a heading comparison unit connected

to both compasses.

Off-course alarm system should be in use at all times when the auto
pilot is in operation.
The use of the off-course alarm does not relieve the OOW from
frequently checking the course that is being steered.
Another system alarm is the steering control system alarm. The alarm
should be in use at all times when the auto pilot is in operation. The
second officer/OOW must set certain limit of degrees, allowing the steering
control system to deviate from the set course. Once it exceed to the certain
limit, alarm will goes off and the OOW will be alerted and he/she must take
immediate action, switching on steering from auto to manual to prevent any
damage to the system.
II PRINCIPLES

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.

Figure 1: Hand operated steering wheel at helm for olden ships

Steering Gear System In Ship

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

● 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 Gears 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
Figure 2: Modern day advanced steering control at helm

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.

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. We omit to discuss each and every such component in detail.
A better illustration for the exact work sequence of in a simple rudder system
is given in the following
 Figure 4: Representative image of Steering Gear arrangement in a ship

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

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).
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.
These pumps are basically of two major types:
● Radial piston type (Hele-Shaw)

● Axial Piston type (Swash plate)

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.
Let’s discuss them in brief.
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.
The sense of turning the rudder is guided by the action of the hydraulic pump.
The physics behind its function can be explained better with the help of the
following figure.
 Figure 5: Ram type steering Gear

Here the cylinders denoted A and C are connected to the discharge side of the
pump. This generates a positive pressure in the piston cylinders. On the
contrary, the other two cylinders B and D are connected to the suction side of
the pump. This creates a negative pressure in the cylinders. The resultant
forces create a clockwise moment in the rudder. To put it simply, positive and
negative pressures from pumps generate lateral forces on the rams which
create a couple for turning the rudder stock.
Similarly, to put it in a anticlockwise turning sense, the reverse is carried out,
viz. the discharge ends of the pumps are  connected to the cylinders B and D,
while the suction side of the pumps are to A and C. This reverse pressure flow
from hydraulic pumps is achieved with the help of control valves operated
from the wheelhouse.
The ram type steering gear arrangement produces a considerably high value
of torque for a given applied power. The hydraulic oil pressure varies
from 100 bars to 175 bars depending on the size of the rudder and torque
required.
Figure 6: Rotary Vane type Steering Gear

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 forms four chambers. The physics
behind its operation is similar to the ram type with a small difference.

When chambers A and C are pressurized, there is an anticlockwise rotation of

the vanes. A and C are connected to the discharge side of the pump while
chambers B and D are connected to the suction side of the pump.
Similarly, when clockwise rotation is required, B and D are connected to the
discharge side of the pump while A and C are connected to the suction side of
the pump. As above, this is also operated by specialized control valves.
Thus, differential pressurization of the chambers cause rotational moments in
the vane.
Rotary vane type arrangement is used when the pressure requirement is 60
to 100 bars 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.

I Topic No. 2: Steering Control System

LO1.2: Demonstrate change-over of steering from manual to automatic
control and vice versa

II PRINCIPLES
Proper procedures of the change over of steering control system from manual
to automatic and vice versa – When the vessel is underway, and the steering
control system is in manual setting and wish to change to auto mode,

1. First bring the ship to her intended course, after bringing and steadying the
ship to her intended course,

2. Set the course indicator on the steering wheel the same with ship’s steered
course. Once the reading of the heading of the ship and the course indicator
are the same,

3. Bring the steering wheel to midship then set the selector mode to auto and
the ship is now in auto pilot mode operation.

From auto mode to manual mode setting.

1. First, checked the power of the steering gear motor. See to it the two
power of steering gear motor on the panel board are switches on.

2. Then put the mode selector to manual and the system is now in manual
operation.

Then test the steering if it is in good condition. Bring the steering wheel to
port and starboard to a certain degrees confirming the reading of degrees in
the rudder angle indicator the same with the reading at the steering wheel.

All the movements of the steering control system on the bridge is from
Master/OOW consent.

I Topic No. 3: Steering Control System

LO1.3: Demonstrate the proper steering of the ship and complied the
helm orders
II PRINCIPLES
Proper handling of steering wheel – The second officer is the one in charge of
all the bridge’s navigational equipment. He is responsible for updating the
setting of the steering wheel. Everyday testing of the steering, changing from
autopilot mode to manual and vice versa. Before arrival/departure from the
port, testing of the steering wheel is to be carried out to know if it is in good
working condition and to ensure the safety of the vessel before
arriving/leaving the port. When in port power is to be switched off to make
rest to the steering.

All the movements in the steering wheel, the everydays checking are entered
in the ship’s logbook. If there is an error and it is beyond the knowledge of
authorized ship’s personnel then it should be reported to the master to
arranged for shore service.

Proper response to the order given by the master or the pilot when the ship is
in maneuvering operation (docking or undocking manoeuvres). When the
pilot is onboard, it does not mean he is in command of the ship He only acts
as an adviser to the master for the reason he is the one familiar of the area
where the ship is navigating. Still, the master is always in command of the
ship. During manoeuvres, the steering control system is always set to manual
operation mode for the reason that it is quick to respond to the given
command unlike when it is in auto mode setting.
The helmsman on the wheel must be attentive to the orders given by the
master or the pilot. Any given command on the wheel, the helmsman will
acknowledge by repeating the given command then execute the command.
And then the helmsman always monitor the rudder angle indicator if the
reading from the steering wheel and the rudder angle indicator are the same
and the command given is properly followed and executed. After attaining the
command order, the helmsman will relay to the master or to the pilot that the
command is already achieved. The OOW is always on stand by monitoring the
action of the helmsman if he properly executed the command given by the
master or pilot and to relay the command from the master or from the pilot
to the helmsman if the master or the pilot is on the bridge’s wings and the
helmsman unable to hear clearly the given command.

Assessment:

Multiple Choice

1. A component of steering control system that is responsible for moving

and controlling a mechanism or system. In simple term, it is a mover.

a) Motor Starter

b) Actuator

c) Rudder Angle Indicator

2. A device located inside the wheelhouse, port and starboard bridge’s wings
and engine control room. A device used to indicate the present position of the
rudder blade.

a) Start/Stop alarm control panel

b) Motor starter
c) Rudder angle indicator

3. Type of steering mode the ship automatically navigate and followed the
course where course indicator is set.

a) Follow up steering mode

b) Auto pilot mode

c) Non follow up steering mode

4. Main control panel is located where?

a) Engine control room

b) Engine room

c) Wheelhouse

5. As per standard requirements, how many degrees port and starboard the
steering gear should be capable of steering the ship with the vessel plying
forwards at a steady head-on speed for maximum continuous rated shaft
rpm?

a) 25 degrees

b) 30 degrees

c) 35 degrees

6. The main control of the steering operations is given from where?

a) Helm/Steering wheel

b) Steering gear room

c) Engine Control Room

Definition of terms:

7. Steering Control System

 8. Actuator

9. Rudder Angle Indicator

10. Off-course alarm

1. What have I learned from this subject?

2. Is the knowledge I gain from this subject will be helpful to me as future

deck hands and deck officers?

Explain proper procedures of change-over of steering control system from

manual to automatic and vice versa.

References (APA) https://www.marineinsight.com/naval-architecture/understanding-

steering-gear-ships/
http://www.crs-electronics.gr/steering-control-system-scs/crs-
electronics-products-2-p
International Chamber of shipping-Bridge Procedures Guide fourth
edition 2007