BY: Arnol Jarilla
Karl Mark Lorica
Raden D. Ebio
STEERING (BULK CARRIER)
Steering a bulk carrier ship involves a series
of steps and the operation of various
components.
1. Pre-Departure Inspection:
Before departure, ship officers conduct a
thorough inspection of the steering gear,
rudder, and associated equipment to ensure
everything is in proper working condition.
2. Navigational Planning:
Ship officers plan the intended route, taking
into consideration navigational charts,
weather forecasts, and any potential
hazards along the way.
3. Bridge Setup:
The ship's bridge is prepared for navigation,
with officers monitoring navigation
instruments, such as the gyrocompass,
magnetic compass, GPS, and ECDIS.
4. Course Determination:
Ship officers determine the desired course
based on the navigational plan and charted
routes.
5. Steering Gear Engagement:
The steering gear is engaged and set to a
neutral position before departure.
6. Engine Power:
The ship's engines are put into operation,
and propulsion is engaged to move the
vessel forward.
7. Directional Control:
The ship's officer on watch uses the
steering control system (usually a hydraulic
or electric system) to control the angle of
the rudder.
8. Rudder Adjustment:
To change the ship's direction, the officer
adjusts the angle of the rudder. Turning the
rudder to the left (port) will cause the ship to
turn to the left, and turning it to the right
(starboard) will result in a right turn.
9. Monitoring Instruments:
The officer monitors the ship's heading on
navigational instruments and makes
continuous adjustments as needed to
maintain the desired course.
10. Collision Avoidance:
The officer keeps a close watch for other
vessels, navigational hazards, and traffic
separation schemes, making course
adjustments to avoid collisions.
11. Weather Considerations:
Weather conditions, such as wind and
current, are monitored and taken into
account when making course adjustments.
12. Communication:
The officer communicates with other
members of the bridge team, including the
lookout, to ensure safety during navigation.
13. Emergency Procedures:
In the event of a steering system failure or
emergency situation, the ship may have
backup steering systems, such as
emergency steering gear or manual
steering, which can be employed.
14. Course Recording:
The ship's course is recorded in the ship's
log, including any course changes, weather
conditions, and navigational notes.
15. Arrival and Docking:
When approaching a port or destination, the
officer prepares for docking or anchoring,
which may involve reducing speed and
making controlled turns as necessary.
16. Post-Voyage Inspection:
After the voyage, a post-voyage inspection
is conducted, and any maintenance or
repairs needed for the steering gear and
associated systems are addressed.
Key Parts Involved in Steering:
Rudder: The large vertical plate at the stern
of the ship that controls the vessel's
direction.
Steering Gear: The mechanical or
hydraulic system responsible for moving the
rudder.
Bridge: The command center of the ship,
equipped with navigation instruments and
controls.
Navigation Instruments: Instruments such
as the gyrocompass, magnetic compass,
GPS, and ECDIS used for navigation.
Steering Control System: The system that
allows officers to adjust the angle of the
rudder.
Engine Room: The location of the ship's
engines and propulsion system.
Communication Systems: Radios and
communication equipment for coordination
with other vessels and authorities.
ORGANIZATIONAL CHART
SHIP-BOARD ORGANIZATIONAL
STRUCTURE- DECK, ENGINE &
CATERING DEPARTMENT
The organizational structure on a bulk
carrier ship typically consists of three main
departments: the Deck Department, the
Engine Department, and the Catering
Department. Each department has specific
responsibilities and a hierarchical structure.
1. Deck Department:
Master/Captain: The highest-ranking officer
on the ship responsible for overall
command, safety, and navigation of the
vessel.
Chief Officer: The second-in-command on
the ship, responsible for supervising the
deck department and cargo operations.
Second Officer: Assists the chief officer
with navigation, safety, and cargo
operations.
Third Officer: Responsible for navigation,
safety, and general deck duties.
Bosun (Boatswain): The senior-most
seaman on the ship, responsible for
supervising deck crew, cargo handling, and
maintenance.
Able Seamen: Skilled deckhands who
assist in various deck operations and
maintenance tasks.
Ordinary Seamen: Entry-level deckhands
who perform basic deck duties and assist
other crew members.
Deck Cadets: Trainee officers who are
learning the ropes and gaining practical
experience.
Deck Crew: These may include specialized
roles like crane operators, riggers, and
painters, depending on the ship's needs.
2. Engine Department:
Chief Engineer: In charge of the ship's
engines, machinery, and overall engineering
operations.
First Engineer: Assists the chief engineer
and may take over in their absence.
Supervises the engine department.
Second Engineer: Responsible for specific
machinery and systems and assists the first
engineer.
DUTIES AND RESPONSIBILITIES OF
EVERY CREW AS STATED IN THE
COMPANY QMS
The duties and responsibilities of every
member of the crew on a bulk carrier ship
are outlined in the Company Quality
Management System (QMS) to ensure the
safe and efficient operation of the vessel.
These responsibilities are often defined in
accordance with international regulations,
company policies, and the specific roles of
each crew member. Here is a general
overview of the duties and responsibilities:
1. Master/Captain:

Third Engineer: Supports the engine ○ Overall command and safety

department with maintenance and of the ship.
operations. ○ Navigation and adherence to
international regulations.
Fourth Engineer: Typically responsible for ○ Ensuring the safety of the
electrical and electronic systems. crew, cargo, and the vessel.
○ Communication with shore
Engine Cadets: Trainee engineers who authorities and the
gain hands-on experience. shipowner.
○ Crew management and
Engine Room Crew: Skilled technicians discipline.
and oilers responsible for maintaining and ○ Compliance with the
operating the ship's engines and machinery. Company's QMS and Safety
Management System (SMS).
3. Catering Department: 2. Deck Department (Chief Officer,
Second Officer, Third Officer,
Chief Cook: In charge of the ship's galley
Bosun, Able Seamen, Ordinary
(kitchen) and responsible for preparing
Seamen, Deck Cadets, Deck
meals for the crew.
Crew):
Assistant Cooks: Assist the chief cook in
○Navigation and
meal preparation and kitchen maintenance.
watchkeeping.
○ Cargo operations, including
Steward: Responsible for the cleanliness of
loading, stowage, and
common areas, crew quarters, and assisting
discharge.
with serving meals.
○ Safety drills and emergency
Messman: Assists with kitchen and dining response.
area duties. ○ Maintenance of deck
equipment and structures.
Catering Crew: Additional crew members ○ Compliance with ISM Code
may be included, depending on the ship's (International Safety
size and catering needs. Management Code)
procedures.
3. Engine Department (Chief
 Engineer, First Engineer, Second ○ Maintaining medical supplies
Engineer, Third Engineer, Fourth and equipment.
Engineer, Engine Cadets, Engine ○ Keeping medical records and
Room Crew): reporting illnesses or injuries.
7. Others (depending on the ship's
○ Maintenance and operation specific needs and size):
of engines and machinery.
○ Fuel and lubrication ○ Crane operators, riggers,
management. electricians, radio officers,
○ Safety of engine room etc., have duties related to
operations. their specialized roles.
○ Environmental compliance
(e.g., pollution prevention). MINIMUM SAFETY MANNING
○ Maintenance of technical
equipment. ● Principles of Safety Manning
○ Compliance with ISM Code Certificate
procedures.
4. Catering Department (Chief Cook, The IMO Assembly, at its 21st session in
Assistant Cooks, Steward, 1999, adopted resolution A.890(21) on
Messman, Catering Crew): Principles of safe manning, which revoked
existing resolution A.481(12).
○ Meal preparation and kitchen
hygiene. Amendments to the Principles of safe
○ Provisioning and inventory manning were adopted by resolution
management. A.955(23) in 2003, which was subsequently
○ Cleaning of common areas revoked by the current Principles of
and crew quarters. minimum safe manning (resolution
○ Food safety and hygiene A.1047(27)), adopted in 2011.
standards.
○ Serving meals to the crew. This resolution notes that safe manning is a
○ Compliance with ISM Code function of the number of qualified and
procedures related to experienced seafarers necessary for the
catering and hygiene. safety and security of the ship, crew,
5. Safety Officer: passengers, cargo and property and for the
protection of the marine environment. In
○ Monitoring and ensuring addition, it highlights that the ability of
safety procedures are seafarers to maintain observance of
followed. relevant requirements is also dependent
○ Conducting safety drills and upon conditions relating to training, hours of
training. work and rest, occupational safety, health
○ Maintenance of safety and hygiene and the proper provision of
equipment. food and that international acceptance of
○ Reporting safety incidents broad principles as a framework for
and near-misses. administrations to determine the safe
○ Ensuring compliance with manning of ships would materially enhance
safety regulations and ISM maritime safety, security and protection of
Code. the marine environment.
6. Medical Personnel (if applicable):
The objectives of these Principles are to
○ Providing medical care to ill ensure that a ship is sufficiently, effectively
or injured crew members. and efficiently manned to provide safety and
security of the ship, safe navigation and
operations at sea, safe operations in port,
prevention of human injury or loss of life, the
avoidance of damage to the marine
environment and to property, and to ensure
the welfare and health of seafarers through
the avoidance of fatigue.
● RESPONSIBILITIES IN THE
APPLICATION OF PRINCIPLES
OF MINIMUM SAFE MANNING
The application of principles of minimum
safe manning on a bulk carrier ship involves
a range of responsibilities for various
stakeholders, including shipowners, ship
operators, and maritime authorities. Here
are the key responsibilities associated with
ensuring minimum safe manning on a bulk
carrier ship:
1. Shipowner's Responsibilities: a.
Determine Minimum Safe Manning:
The shipowner is responsible for
determining the minimum safe
manning levels for their bulk carrier
based on factors such as the ship's
size, type, equipment, and
operational requirements. This
determination should be made in
accordance with international
regulations and guidelines.
b. Provide Adequate Crew: The
shipowner must ensure that the
vessel is adequately crewed with
qualified and trained personnel to
meet the minimum safe manning
requirements. This includes hiring
officers and ratings with the
necessary certifications and
qualifications.
c. Maintain Crew's Welfare:
Shipowners are responsible for the
overall welfare of the crew, including
providing proper accommodation,
meals, and medical care. They
should also ensure that crew
members are paid according to their
employment contracts.
d. Ensure Compliance: Shipowners
must ensure that their bulk carriers
comply with all relevant international
regulations, including the
International Convention for the
Safety of Life at Sea (SOLAS) and
the International Convention on
Standards of Training, Certification,
and Watchkeeping for Seafarers
(STCW).
2. Ship Operator's Responsibilities: a.
Develop and Implement Manning
Plans: Ship operators, acting on
behalf of shipowners, are
responsible for developing and
implementing manning plans that
outline the crewing requirements for
the bulk carrier. These plans should
adhere to the minimum safe
manning requirements.
b. Crew Recruitment and Training:
Operators are responsible for
recruiting qualified crew members
and providing them with the
necessary training and certifications
to perform their duties safely and
effectively. They should also ensure
that crew members are familiar with
the vessel's specific operations.
c. Monitor Crew Performance:
Operators must monitor the
performance of the crew to ensure
that they meet their responsibilities
and duties effectively. This includes
assessing their competence,
conducting evaluations, and
addressing any training needs.
d. Ensure Compliance with
Regulations: Operators must ensure
that the bulk carrier complies with all
relevant regulations, including safety
and environmental standards. They
should also facilitate inspections and
audits by maritime authorities and
classification societies.
3. Maritime Authorities'
Responsibilities:
a. Enforce Regulations: Maritime
authorities, including flag states and
port state control, have the
responsibility to enforce and oversee
compliance with international
regulations related to minimum safe
manning. They conduct inspections
and audits to ensure vessels meet
these requirements.
b. Issue Certificates: Authorities
issue certificates and licenses to
seafarers, confirming their
qualifications and competency. They
also approve manning levels based
on the vessel's type, size, and
operational requirements.
c. Investigate Incidents: In case of
accidents, incidents, or non-
compliance, maritime authorities are
responsible for investigating and
taking appropriate actions, which
may include imposing penalties,
suspending licenses, or detaining
vessels.
d. Monitor and Assess Crew
Welfare: Authorities may conduct
inspections to ensure that crew
welfare standards, such as working
conditions and accommodation, are
in compliance with regulations.
4. Seafarers' Responsibilities: a.
Seafarers have a responsibility to
maintain their qualifications and
certifications as required by the
STCW convention.
b. They must perform their duties
diligently, ensuring the safety of the
vessel, crew, and cargo.
c. Seafarers should report any
safety concerns, incidents, or non-
compliance issues to their superiors
or relevant authorities.
● MINIMUM SAFE MANNING
Minimum Safe Manning (MSM) for a bulk
carrier ship refers to the minimum number
of crew members required to safely operate
and navigate the vessel. MSM is
determined based on various factors,
including the ship's size, type, equipment,
operational demands, and regulatory
requirements. The aim is to ensure the ship
can operate safely, effectively, and in
compliance with international regulations
and standards, such as the International
Maritime Organization's (IMO) conventions
and national maritime regulations.
The specific requirements for MSM can vary
depending on the flag state of the vessel
and the international conventions it adheres
to. However, the following key factors are
typically considered when determining the
MSM for a bulk carrier ship:
1. Vessel Size and Type:
The size and type of the bulk carrier play a
significant role in determining the MSM.
Larger vessels may require more crew
members due to their increased complexity
and operational demands.
2. Operational Demands:
The operational profile of the ship, including
its trading routes, cargo type, and frequency
of port calls, can influence the required crew
size. Ships engaged in frequent port
operations may need more crew for cargo
handling and navigation.
3. Watchkeeping Requirements:
The number of watchkeepers needed on the
bridge and in the engine room is crucial for
safe navigation and ship operation.
Watchkeepers must be present around the
clock to monitor the vessel's systems and
respond to emergencies.
 4. Safety and Emergency Response:
Adequate crew members are required to
handle safety-related tasks, including
firefighting, life-saving equipment, and
emergency response procedures.
5. Cargo Operations:
Bulk carriers involved in the loading and
discharge of cargo may require additional
crew members for cargo watch, hatch
operations, and cargo-related safety
measures.
6. Navigation and Maneuvering:
Crew members responsible for navigation,
steering, and maneuvering the ship are
essential to ensure safe navigation in
various weather and traffic conditions.
7. Maintenance and Engineering:
Engineering crew members are needed to
maintain and operate the ship's machinery,
including the engine, electrical systems, and
steering gear.
8. Environmental Protection:
Compliance with environmental regulations,
such as MARPOL (International Convention
for the Prevention of Pollution from Ships),
may require additional crew members
responsible for pollution prevention
measures.
9. Emergency Situations:
Ships must have sufficient crew members
trained and available to respond to
emergency situations, including abandon
ship drills and damage control.
10. Flag State and International
Regulations:
Each flag state may have its own
regulations regarding MSM, but they must
also comply with international conventions
such as the IMO's STCW Convention
(Standards of Training, Certification, and
Watchkeeping for Seafarers).
TYPE OF HELM ORDERS AND
STEERING ACTION
Helm orders or commands fall into two
categories: rudder commands and
heading commands. A rudder command
dictates changing the angle of the rudder,
which is a single-event action, whereas
steering a heading is a comparatively long
event and will require ongoing or continuous
rudder adjustments.
In a bulk carrier ship, as in most vessels,
the helm orders and steering actions are
crucial for controlling the ship's direction
and ensuring safe navigation. Helm orders
are instructions given to the helmsman, who
is responsible for operating the ship's
steering gear. The type of helm orders and
steering actions commonly used on a bulk
carrier ship include:
1. Port:
When the order "Port" is given, the
helmsman turns the ship's wheel or controls
the steering gear to move the ship's rudder
to the left. This action will cause the ship to
turn to the left or towards the port side.
2. Starboard:
The order "Starboard" instructs the
helmsman to turn the ship's wheel or
steering gear to move the ship's rudder to
the right. This action will cause the ship to
turn to the right or towards the starboard
side.
3. Midships:
"Midships" is the command given to bring
the ship's rudder back to a centered or
neutral position. It means to stop turning left
or right and return the ship to a straight-
ahead course.
 4. Steady as She Goes:
This order is used to maintain the current
course without any changes in heading.
The helmsman maintains the rudder in its
current position, keeping the ship on a
steady course.
5. Hard Port or Hard Starboard:
"Hard Port" and "Hard Starboard" are used
when a rapid and maximum turn is required.
The helmsman turns the ship's wheel or
controls the steering gear as far as it will go
in the specified direction.
6. Ease Port or Ease Starboard:
These commands are used to reduce the
angle of the rudder after a hard turn. "Ease
Port" instructs the helmsman to bring the
rudder back towards the midships position
from a hard port position, and "Ease
Starboard" does the same for a hard
starboard position.
7. 20 Degrees Port or 20 Degrees
Starboard:
Specific angles can be ordered to achieve
precise turns. For example, "20 Degrees
Port" instructs the helmsman to turn the
rudder 20 degrees to the left, resulting in a
controlled turn to port.
8. 10 Degrees to Starboard for
Course Correction:
Sometimes, minor course corrections are
needed to maintain the desired heading. In
such cases, specific angle orders like "10
Degrees to Starboard" can be given to
adjust the ship's course.
9. Emergency Helm Orders:
In emergency situations, more urgent helm
orders like "Hard-A-Starboard" (maximum
right turn) or "Hard-A-Port" (maximum left
turn) may be used to take evasive action or
avoid collisions.
MARITIME COMMUNICATION
TECHNIQUES, INCLUDING
RESPONDING TO HELM ORDERS
Effective maritime communication is
essential for safe navigation and the
successful operation of a bulk carrier ship.
This includes clear communication of helm
orders and appropriate responses. Here are
some key maritime communication
techniques, including responding to helm
orders:
1. Standard Marine VHF Radio
Communication:
VHF (Very High Frequency) radios are
commonly used for ship-to-ship and ship-to-
shore communication. Standard
communication procedures include using
designated VHF channels for various
purposes (e.g., VHF Channel 16 for
distress, safety, and calling).
2. Bridge-to-Bridge Communication:
When communicating with other vessels,
especially in areas of heavy traffic, bridge-
to-bridge communication is essential. This
involves using VHF radios and following
established protocols for sharing
information, such as intentions, course
changes, and passing arrangements.
3. IMO Standard Marine
Communication Phrases (SMCP):
The IMO has established the SMCP, a
standardized set of phrases and vocabulary
for maritime communication. Using these
standardized phrases helps ensure clarity
and understanding between ships and
maritime authorities.
4. Helm Orders and Response:
Helm orders are typically issued by the
officer of the watch (OOW), the master, or a
pilot on the bridge. The communication of
helm orders should be clear and concise,
using standardized phrases like "Hard Port,"
"Steady as She Goes," or "10 Degrees to
Starboard."
The helmsman's response should be
prompt and confirmatory. For example, if
the order is "Port," the helmsman should
reply with "Port" to confirm understanding
and execution.
Communication should be repeated
if there is any doubt or ambiguity. For
instance, the OOW may say, "Port," and the
helmsman may repeat, "Port," to ensure the
order is correctly understood.
5. Use of Hand Signals:
In some cases, hand signals may be used
in conjunction with verbal commands to
ensure clarity, especially in noisy or
emergency situations.
6. Clear Language and Avoidance of
Jargon:
Communication should be in a common
language (typically English) to ensure
understanding among a diverse crew.
Avoiding maritime jargon or slang helps
prevent confusion.
7. Use of Radiotelephony:
When communicating via VHF radio, using
a clear and professional tone is important.
Speak slowly and clearly, and ensure that
the radio equipment is functioning properly.
8. Emergency Communication:
In emergencies, distress signals and
phrases such as "Mayday" or "Pan-Pan" are
used to indicate the severity of the situation.
These signals prompt immediate
assistance.
9. Bridge Resource Management
(BRM):
BRM principles emphasize effective
communication among the bridge team
members, including the master, OOW,
helmsman, lookout, and others. It promotes
teamwork and shared situational
awareness.
10. Use of Communication
Equipment:
Proper use and maintenance of
communication equipment, including radios,
should be ensured to avoid breakdowns
during critical situations.
11. Record Keeping:
Important communications, especially those
related to navigational decisions and safety,
should be recorded in the ship's logbook for
reference and accountability.
12. Language Proficiency:
Crew members should have a sufficient
level of English language proficiency, as it is
the international language of maritime
communication.
SAFETY HAZARD AND CONTROL
PROCEDURES
Safety and hazard control procedures in a
bulk carrier ship are critical to ensure the
well-being of the crew, protect the
environment, and maintain the safe
operation of the vessel. Here are some key
safety and hazard control procedures that
are typically implemented on a bulk carrier
ship:
1. Safety Management System
(SMS):
Bulk carrier ships should have a
comprehensive Safety Management System
in place that outlines the policies,
procedures, and responsibilities related to
safety and hazard control. This system
should be in accordance with the
International Safety Management (ISM)
Code.
 2. Risk Assessment and Hazard
Identification:
Regular risk assessments and hazard
identification should be conducted to identify
potential risks and hazards associated with
cargo operations, machinery, equipment,
and the ship's structure. These
assessments help in developing appropriate
control measures.
3. Safe Cargo Handling:
Proper procedures for loading, stowing, and
discharging bulk cargo must be followed to
prevent cargo shift, damage, and structural
stresses. Cargo hold inspections and
maintenance are crucial to ensure safe
cargo handling.
4. Fire Safety:
Fire safety measures, including fire drills,
fire detection systems, and firefighting
equipment, should be in place. Crew
members should be trained in firefighting
techniques, and fire control plans should be
readily available.
5. Collision Avoidance and
Navigation:
Safe navigation practices, including
adherence to COLREGs (International
Regulations for Preventing Collisions at
Sea), regular lookout duty, and proper use
of navigation aids and equipment, are
essential to prevent collisions and
groundings.
6. Emergency Response Plans:
Emergency response plans should be
developed and practiced for various
scenarios, including collision, grounding,
fire, abandon-ship, and hazardous cargo
incidents. These plans should be well-
documented and include clear roles and
responsibilities for crew members.
7. Man Overboard Procedures:
Procedures for responding to man
overboard situations, including launching
rescue boats and deploying lifebuoys, must
be in place. Crew members should be
trained in these procedures.
8. Life-Saving Equipment:
Life-saving equipment, such as lifeboats,
lifebuoys, lifejackets, immersion suits, and
rescue equipment, should be well-
maintained and regularly inspected. Crew
members should be familiar with their use.
9. Safety Drills and Training:
Regular safety drills, including abandon-ship
drills, fire drills, and collision drills, should be
conducted to ensure that the crew is
prepared for emergencies. Crew members
should also receive training in first aid and
survival techniques.
10. Environmental Protection:
Procedures for preventing pollution,
including the discharge of ballast water and
cargo residues, should be followed in
accordance with international regulations.
Spill response equipment and plans should
be in place.
11. Security Measures:
Security measures should be implemented
in accordance with the International Ship
and Port Facility Security (ISPS) Code to
protect the vessel from security threats.
12. Safety Culture and Reporting:
Fostering a safety culture on board is
crucial. Crew members should be
encouraged to report safety concerns, near
misses, and incidents without fear of
reprisal. This information helps improve
safety procedures.
13. Maintenance and Inspections:
Regular maintenance and inspections of
machinery, equipment, and structural
components are necessary to identify and
rectify potential hazards before they
become critical.
14. Personal Protective Equipment
(PPE):
Crew members should be provided with
appropriate PPE, including helmets, gloves,
safety shoes, and hearing protection, as
needed for their duties.
15. Documentation and Records:
All safety-related activities, drills,
inspections, and incidents should be
documented and recorded in accordance
with regulatory requirements.
IMO STCW CONVENTION AND CODES
The IMO (International Maritime
Organization) STCW (Standards of
Training, Certification, and Watchkeeping)
Convention and its associated codes apply
to all types of ships, including bulk carriers.
These regulations are designed to ensure
that seafarers receive the necessary
training and certification to operate ships
safely and efficiently. Below, I'll provide an
overview of how the STCW Convention and
its codes apply to a bulk carrier ship:
1. STCW Convention:
The STCW Convention sets the
international standards for the training,
certification, and watchkeeping of seafarers.
It establishes minimum requirements for the
training and competence of officers and
crew on all types of ships, including bulk
carriers.
2. STCW Code:
The STCW Code is a comprehensive set of
guidelines and regulations that provide
specific details on how to meet the
requirements of the STCW Convention.
It includes sections that pertain to different
types of ships, including cargo ships like
bulk carriers.
3. STCW Training Requirements for
Bulk Carrier Crew:
All seafarers working on bulk carriers must
meet the training and certification
requirements outlined in the STCW
Convention and Code. This includes officers
and crew members with various
responsibilities.
Some of the key areas of training and
certification for bulk carrier crew may
include:
Bridge Watchkeeping: Training and
certification for officers responsible for
navigation and watchkeeping on the bridge.
Engine Room Operations: Training and
certification for engineers and engine room
crew responsible for operating and
maintaining the ship's machinery.
Cargo Operations: Training for crew
members involved in cargo handling,
including loading, stowage, and discharge
of bulk cargoes.
Safety and Emergency Response:
Training on safety procedures, firefighting,
first aid, and emergency drills to ensure the
safety of the ship and its crew.
Environmental Protection: Training on
environmental regulations and best
practices to minimize the environmental
impact of bulk carrier operations.
4. Specific Codes:
The STCW Code includes specific sections
relevant to bulk carriers, such as Part B
(Training and Certification for Seafarers on
Ships Subject to the IGF Code) and Part D
(Watchkeeping).
The IGF Code (International Code of Safety 5. Control Valves: Various control
for Ships Using Gases or Other Low- valves are used to regulate the flow
Flashpoint Fuels) applies to ships using of hydraulic fluid to the steering gear
such fuels, which may include some bulk actuator. These valves are
carriers. controlled by the ship's navigation
team to adjust the rudder's position.
PARTS OF VESSEL’S STEERING GEAR
6. Actuator or Steering Gear
The steering gear system in a bulk carrier Cylinder: The actuator is
ship is a critical component that allows the responsible for moving the rudder in
vessel to change its direction and navigate response to commands from the
safely. It consists of several parts and control system. It converts hydraulic
components working together to control the pressure into mechanical force to
ship's rudder. turn the rudder.

1. Rudder: The rudder is a large, flat, 7. Feedback Systems: Feedback

and vertically mounted surface systems are used to provide
located at the stern (back) of the information on the rudder's position
ship. It is the primary component to the bridge. This feedback is
that controls the ship's direction by essential for the ship's officers to
deflecting the flow of water. monitor and control the vessel's
heading accurately.
2. Steering Gear Room: This is the
dedicated space on the ship where 8. Emergency Disconnect: In case of
the steering gear machinery and an emergency, it's crucial to have a
related equipment are located. It mechanism that can quickly
typically includes hydraulic pumps, disconnect the hydraulic power to
motors, control systems, and other the steering gear. This is often
essential components. achieved through an emergency
disconnect switch or valve.
3. Hydraulic Power Unit (HPU): The
HPU provides the necessary 9. Lubrication Systems: Steering gear
hydraulic pressure to operate the components require proper
steering gear. It consists of hydraulic lubrication to ensure smooth and
pumps, electric motors, reservoirs, reliable operation. Lubrication
and associated piping. systems are responsible for
delivering lubricating oil to various
4. Control Systems: moving parts.

Bridge Control Stand: The bridge control
stand is located on the ship's bridge, where
the officer on watch can control the direction
of the vessel. It usually includes a steering
wheel or control lever.
Emergency Steering: In case of a failure in
the primary steering system, a backup or
emergency steering system may be
present, which allows manual control of the
rudder. This often involves a mechanical
tiller or a hydraulic backup system.
10. Alarms and Monitoring: Modern
vessels are equipped with alarms
and monitoring systems that provide
real-time information on the status of
the steering gear, including hydraulic
pressure, rudder angle, and any
potential faults or malfunctions.
11. Maintenance and Inspection Access:
Adequate access points and spaces
for maintenance and inspection are
essential to ensure that the steering
 gear is properly maintained and
checked for any wear or damage.
STEERING TECHNIQUES
Steering a bulk carrier ship requires skill
and expertise, as these vessels can be
quite large and maneuvering them safely is
crucial.
1. Use of the Helm or Steering
Wheel:
The most common method of steering a
ship is through the use of a helm or steering
wheel, located on the bridge. The officer on
watch (OOW) or helmsman turns the wheel
to port (left) or starboard (right) to change
the ship's direction.
The helm is connected to the ship's rudder
through a series of mechanical linkages or,
in modern ships, electronic systems.
2. Rudder Angle and Rate of Turn:
The angle at which the rudder is turned
affects the rate at which the ship changes
its heading. A larger rudder angle results in
a faster turn, but it also increases resistance
and can affect the ship's stability.
The OOW must consider the ship's size,
speed, and the desired rate of turn when
adjusting the rudder angle.
3. Engine Control:
The ship's engines play a crucial role in
steering. By adjusting the propulsion power
and direction (forward or astern) of the
engines, the OOW can influence the ship's
maneuverability.
Engines can be used to assist in making
sharp turns or to slow down the ship during
a maneuver.
4. Tug Assistance:
In confined or challenging navigation areas
such as ports or narrow channels, tugboats
may be used to assist in steering. Tugboats
provide additional pushing or pulling force to
help control the ship's direction and prevent
drifting.
5. Bow Thrusters and Stern
Thrusters:
Many modern bulk carriers are equipped
with bow thrusters and stern thrusters.
These are auxiliary propulsion units located
in the bow and stern of the ship,
respectively, which can be used to provide
lateral thrust.
Bow and stern thrusters are particularly
useful for fine-tuning a ship's position during
berthing or maneuvering in tight spaces.
6. Bank Effect and Shallow Water
Effects:
The bank effect occurs when a ship
navigates near a riverbank or shoreline. The
flow of water can influence the ship's
steering, making it easier to turn towards
the bank and more challenging to turn
away.
In shallow waters, ships may experience
squat, which can affect their
maneuverability. The OOW needs to be
aware of these effects when steering in
confined or shallow areas.
7. Use of Radar and Electronic
Navigation Aids:
Radar and electronic chart displays can
assist in navigation and help the OOW
maintain the ship on its intended course.
These tools provide real-time information on
the ship's position and the positions of other
vessels in the vicinity.
8. Communication and
Watchkeeping:
Effective communication among the bridge
team members, including the OOW,
lookout, and helmsman, is essential for safe
navigation.
The OOW must maintain a vigilant watch,
especially in areas with heavy traffic or
challenging conditions.
9. Consideration of Wind and
Current:
Wind and current can affect a ship's
steering and may require adjustments to the
rudder angle and engine power to maintain
the desired course.
10. Emergency Steering Procedures:
Bulk carriers are equipped with emergency
steering systems, such as a backup manual
steering gear or emergency tiller, in case of
a steering system failure. Crew members
must be trained to use these systems.
STEERING PROBLEMS AND
APPROPRIATE ACTION AND
SOLUTIONS
Steering problems on a bulk carrier ship can
pose a significant risk to the vessel's safety
and navigation. Ship's officers and crew
members must be well-trained to identify
and respond to steering issues promptly.
Here are some common steering problems
that can occur on a bulk carrier ship and the
appropriate actions and solutions:
1. Loss of Steering Control:
Problem: The ship suddenly loses control
over its steering, making it difficult or
impossible to change course.
Action: Immediately take the following
steps:
- Alert the bridge team and crew.
- Attempt to regain control by
adjusting the steering controls or
switching to the emergency steering
system.
- Communicate the situation to the
engine room for assistance.
Solution: The cause of the loss of steering
control can vary, such as a hydraulic system
failure, electrical issue, or mechanical
failure. A thorough inspection and
troubleshooting of the steering gear system
are required to identify and address the root
cause. If necessary, use the emergency
steering system to regain control.
2. Excessive Rudder Vibrations or
Noisy Steering Gear:
Problem: The steering gear system
produces abnormal vibrations or noises
during operation.
Action: Respond as follows:
- Reduce the ship's speed if
necessary to minimize stress on the
steering gear.
- Inform the engine room for a
detailed inspection.
Solution: Excessive vibrations or unusual
noises can indicate problems with the
steering gear's mechanical components,
such as worn bearings or misalignment. A
qualified engineer should conduct an
inspection and make any necessary repairs
or adjustments.
3. Rudder Hard Over or Stuck in One
Position:
Problem: The rudder becomes stuck in a
specific position, making it challenging to
steer the ship.
Action: Take the following steps:
- Inform the bridge team and engine
room.
- Attempt to free the rudder by gently
adjusting the steering controls.
- If unsuccessful, use the emergency
steering system.
Solution: A jammed or stuck rudder may
result from debris or a mechanical failure.
Crew members should follow established
procedures for freeing the rudder and
perform necessary repairs once the ship is
in a safe condition.
4. Rudder Response Delay:
Problem: The rudder responds slowly or
with a delay to steering commands.
Action: Respond as follows:
- Inform the bridge team and engine
room.
- Adjust steering commands
cautiously and gradually.
Solution: Slow rudder response may be
due to hydraulic system issues, such as low
hydraulic pressure or fluid leakage. Engine
room personnel should inspect and address
these issues promptly.
5. Rudder Oscillations or Flutter:
Problem: The rudder oscillates rapidly from
side to side, making the ship's steering
unstable.
Action: Take the following steps:
- Reduce the ship's speed to minimize
the impact of the oscillations.
- Inform the engine room.
Solution: Rudder oscillations can occur due
to various factors, including issues with the
control system or mechanical components.
Engineers should investigate and rectify the
cause to restore stable steering.
VESSEL’S SAFE OPERATING LIMITS
Ensuring a bulk carrier ship operates within
safe operating limits is crucial for the safety
of the vessel, its crew, and the environment.
Safe operating limits encompass various
parameters and conditions that need to be
monitored and maintained during the ship's
operation. Here are some key aspects of a
bulk carrier ship's safe operating limits:
1. Load Line and Draft Limits:
The load line is marked on the ship's side,
indicating the maximum permissible draft
(how deep the ship can be submerged) for
various conditions (e.g., freshwater,
summer, winter). Bulk carriers must not
exceed these limits to ensure buoyancy and
stability.
2. Stability Limits:
Bulk carriers must maintain stability within
acceptable limits to prevent capsizing. The
ship's stability is influenced by factors like
cargo distribution, ballast, and changes in
weight during loading and unloading.
3. Weight Limits:
Compliance with weight limits, including the
maximum permissible deadweight (DWT), is
crucial. Overloading a bulk carrier can lead
to structural damage, instability, and unsafe
conditions.
4. Speed Limits:
Bulk carriers often have recommended
speed limits, especially in adverse weather
conditions. Excessive speed can strain the
ship's structure and pose navigation risks.
5. Weather and Sea State
Conditions:
Bulk carriers should avoid operating in
severe weather conditions that can
jeopardize the safety of the ship and crew.
Weather routing and forecasts help in
planning safe routes.
6. Cargo Handling and Stowage:
Proper cargo handling practices and
stowage arrangements are vital to maintain
stability and prevent cargo shifting, which
can lead to capsizing or hull damage.
 7. Trim and List Limits:
Maintaining the ship's proper trim (fore-and-
aft balance) and list (sideways tilt) within
specified limits ensures stability and safe
navigation.
8. Fuel and Ballast Management:
Proper management of fuel and ballast
tanks is essential to maintain stability and
manage weight distribution.
9. Cargo Temperature and
Ventilation:
For bulk carriers carrying temperature-
sensitive cargo (e.g., grain), maintaining the
cargo's temperature within specified limits
and providing adequate ventilation is crucial
to prevent spoilage or combustion.
10. Bilge and Ballast Tank Levels:
Monitoring and controlling water
levels in bilge and ballast tanks help
maintain stability and prevent
excessive heel.
11. Navigation and Maneuvering:
Safe operating limits include adhering to
navigational rules, maintaining a safe
distance from obstacles and other vessels,
and avoiding high-risk maneuvers.
12. Communication and Reporting:
Crew members should communicate any
deviations from safe operating limits to the
bridge and relevant authorities as required
by regulations.
13. Emergency Procedures:
Crew members should be well-trained in
emergency procedures, including those
related to grounding, collision, and
hazardous cargo incidents.
14. Compliance with International
Regulations:
Bulk carriers must comply with international
regulations and conventions such as
SOLAS (International Convention for the
Safety of Life at Sea), MARPOL
(International Convention for the Prevention
of Pollution from Ships), and others, which
include safety and environmental protection
measures.
PROCEDURES FOR CHANGING OVER
FROM AUTOMATIC PILOT TO HAND
STEERING AND VICE VERSA
Changing over from automatic pilot to hand
steering and vice versa in a bulk carrier ship
is a critical procedure that requires careful
attention to safety and precision. Here are
the general procedures for making this
change:
1. Notification: Before making any
change, inform the bridge team,
including the Officer of the Watch
(OOW), helmsman, and lookout,
about the intention to switch
between automatic pilot and hand
steering.
2. Assess Conditions: Ensure that the
vessel is in safe navigational
conditions for the changeover.
Consider factors such as weather,
traffic, and the ship's speed.
3. Communication: If required,
communicate with the engine room
to ensure that the main propulsion
machinery is ready for the
changeover and that it can smoothly
accommodate the transition from the
automatic pilot to manual steering.
4. Handover: If you are transitioning
from automatic pilot to hand
steering:
a. Reduce the ship's speed to a
manageable level. b. Select the
mode for manual steering on the
steering control system. c. Confirm
that the steering gear is ready for
 manual operation. d. Hand over the
control of the ship's steering to the
helmsman. e. Monitor the helm
orders and rudder angle to ensure
the transition is smooth.
5. Monitoring: Continuously monitor
the ship's heading, speed, and
course after the changeover to
ensure stability.
6. Testing: Conduct a brief test of
manual steering to ensure that the
helmsman has proper control and
that the steering system responds
appropriately.
7. Communication with Engine
Room: If you are transitioning from
hand steering to automatic pilot:
a. Ensure the engine room is
prepared for the changeover. b.
Select the automatic pilot mode on
the steering control system. c. Hand
over the control of the ship's steering
to the automatic pilot system.
8. Monitoring: Continuously monitor
the automatic pilot system after the
changeover to ensure that it
maintains the desired course and
heading accurately.
9. Helmsman Standby: Keep a
helmsman ready at the steering
wheel or control station in case there
is a need to quickly switch back to
manual steering.
10. Regular Checks: Continue to
monitor the ship's heading, course,
and steering system throughout the
voyage. Be prepared to switch
between automatic pilot and hand
steering as required.
11. Emergency Procedures:
Familiarize the bridge team with
emergency procedures for
disengaging the automatic pilot and
regaining manual control in case of
system failures or emergencies.
12. Documentation: Maintain a log of
all steering changes, including the
time, reason for the change, and any
relevant observations.
IMO STCW CONVENTION AND CODES
AND APPLICABLE TO THE STEERING
OF VESSELS
The IMO (International Maritime
Organization) STCW (Standards of
Training, Certification, and Watchkeeping
for Seafarers) Convention and Codes are
international regulations that set standards
for the training, certification, and
watchkeeping of seafarers on ships. These
regulations are applicable to various types
of vessels, including bulk carrier ships.
For the steering of vessels, including bulk
carrier ships, the STCW Convention and
Codes have provisions that apply to officers
and ratings responsible for navigation and
watchkeeping duties. These provisions
ensure that seafarers who are responsible
for steering and navigating a ship,
regardless of its type, have the necessary
skills and qualifications to perform their
duties safely and efficiently.
Key provisions in the STCW Convention
and Codes related to the steering of vessels
on bulk carrier ships include:
1. Bridge Resource Management
(BRM): BRM training is essential for
all officers and crew members
involved in the navigation of a
vessel. It focuses on effective
communication, teamwork, and
decision-making on the bridge to
ensure safe navigation.
2. Navigation and Watchkeeping:
The STCW Convention and Codes
specify the training and certification
requirements for officers responsible
for the navigation and watchkeeping
 on a ship. This includes knowledge
of navigation techniques, collision
avoidance, and the safe handling of
the ship.
3. Ship Handling: Seafarers
responsible for steering and
maneuvering a bulk carrier must be
trained in ship handling techniques,
which include understanding the
ship's maneuverability, handling
characteristics, and the use of
navigation equipment.
4. ECDIS (Electronic Chart Display
and Information System): Bulk
carrier ships, like other vessels,
often rely on ECDIS for navigation.
The STCW Convention includes
requirements for ECDIS training to
ensure that seafarers can effectively
use electronic navigation systems.
5. Cargo Operations: Bulk carriers are
primarily designed for transporting
dry bulk cargo, such as grain, coal,
and ore. The STCW Convention
includes provisions for cargo
handling and the safe operation of
cargo equipment.
6. Safety Training: Bulk carrier crews
must also receive training in safety
procedures, emergency response,
and the use of life-saving
appliances, as outlined in the STCW
Convention's safety-related
chapters.
STEERING KNOWLEDGE
1. Vessel is steered under the
direction of the Officer of the
Watch in response to helm orders
and set course
Answer: The Officer of the Watch (OOW) is
responsible for safely steering the vessel.
They receive helm orders and adjust the
ship's course based on navigational needs
and the voyage plan. The process involves
receiving orders, assessing current
conditions, operating the steering system,
monitoring instruments, ensuring safety,
communicating with the team, keeping a
navigational log, handling emergencies, and
making course adjustments. The ship's
master maintains overall authority.
2. Vessel's heading is maintained
within acceptable limits with
respect to the directions of the
Officer of the Watch, given helm
orders, the area of navigation and
taking into account environmental
effects.
Answer: The vessel's heading is kept within
acceptable limits under the guidance of the
Officer of the Watch (OOW), who issues
helm orders. This is done while considering
the specific navigational area and taking
into account environmental factors that may
affect the ship's direction. The OOW plays a
critical role in ensuring the vessel's safe and
precise navigation by making necessary
course adjustments and considering the
impact of factors such as wind, current, and
other environmental conditions.
3. Vessel's steady course is
maintained for ten minutes within
2 degrees
Answer: Maintaining a vessel's steady
course within a 2-degree tolerance for ten
minutes is crucial for safe navigation at sea.
This precision ensures the vessel stays on
its planned route, reducing the risk of
collisions and hazards. It involves keeping a
consistent heading to prevent deviations
caused by factors like wind or currents. This
2-degree tolerance is an industry-standard
for course accuracy. Adhering to this
requirement for at least ten minutes is
essential for safety, efficiency, proper
navigation, and compliance with maritime
regulations. Vessel operators use various
tools like autopilots, gyrocompasses, GPS,
and training to achieve this level of
accuracy.
 4. Alterations of heading are smooth
and controlled at all times
Answer: Smooth and controlled alterations
of heading are vital for the safe and efficient
navigation of bulk carrier ships. This
involves making gradual, non-jerky course
changes to reduce stress on the vessel,
cargo, and crew. These alterations are
deliberate and planned, using navigational
equipment like the helm and rudder,
ensuring safe and predictable navigation.
For bulk carriers, these practices are critical
due to their cargo type and size:
● Safety: Avoids accidents like cargo
shifting or capsizing by minimizing
abrupt maneuvers.
● Cargo Integrity: Preserves cargo
stability as bulk carriers often carry
loose cargo.
● Stability: Ensures the ship remains
stable in various sea conditions.
● Efficiency: Optimizes fuel use and
delivery schedules by precise course
changes.
5. Communication is clear, concise
and acknowledged at all times
according to good seamanship:
Answer: To implement clear, concise, and
acknowledged communication, crew
members on a bulk carrier ship undergo
training and follow established procedures.
This includes using standardized
communication protocols, maintaining logs,
and confirming the receipt of important
messages. Additionally, technology such as
radios, signaling equipment, and electronic
communication systems are employed to
facilitate effective communication onboard
the ship.
6. Steering is changed from
automatic pilot to manual steering
and vice versa in accordance with
the directions of the Officer of the
Watch, helm orders, vessel's
procedures and manufacturer's
instructions.
Answer: It emphasizes that the transition
between automatic pilot and manual
steering must be executed in a coordinated
and controlled manner, following the
guidance of the OOW, helm orders,
established procedures, and manufacturer's
instructions. This is crucial for safe
navigation, especially during maneuvers,
course changes, or in emergency situations
where rapid and precise control of the
vessel's heading is required. The crew's
training and familiarity with the ship's
equipment and procedures play a significant
role in ensuring the smooth transition
between these steering modes.
7. Safe operating limits of vessel's
steering systems are not
exceeded in a bulk carrier ship
Answer: Ensuring that a ship's steering
systems operate within their designated
safe limits is critically important, especially
on bulk carriers. These safe limits, set by
manufacturers, encompass factors like
maximum steering angles and forces on the
rudder. Exceeding these limits during
normal ship operations can lead to
mechanical failures and catastrophic
accidents.
A ship's steering system includes various
components such as steering gear, rudder,
hydraulic systems, and controls. All these
must function within safe limits for safe
navigation.
The statement emphasizes the absolute
necessity of never exceeding these safe
operating limits to prevent accidents like
collisions, grounding, or capsizing.
To prevent limit exceedance, measures
include regular inspections, crew training on
equipment limitations and safe operation,
monitoring systems with alarms, emergency
procedures for regaining control, and
compliance with maritime regulations and
maintenance requirements.

Compliance with these measures ensures

the overall safety and seaworthiness of bulk
carriers, safeguarding the vessel, cargo,
and crew from potential hazards.

8. Steering techniques are

consistent with the prevailing
weather and sea conditions or
possible states of emergency.

Answer: To ensure that steering techniques

align with these considerations, ship
operators and crew members receive
training and guidance. They also rely on
onboard navigation equipment, weather
forecasts, and regular communication with
maritime authorities to make informed
decisions about steering techniques. By
adapting their approach as needed, they
can navigate safely and efficiently while
minimizing risks to the ship, cargo, and
crew.