Steering a sea vessel is a complex process that requires absolute precision and mutual understanding between the officer of the watch and the helmsman. In open sea conditions or when passing through narrow areas, the cost of an error can be extremely high, which is why all rudder commands on a ship are standardized by international conventions and rules of MPPS-72. Any misunderstanding caused by storm noise or poor communication can lead to a navigational accident or collision.
The basis of navigation safety is clear phraseology that excludes double interpretation of orders. The helmsman is obliged not only to hear, but also to understand the essence of the command, as well as immediately confirm its receipt and report on its execution. Standard nautical phrases are used on ships of all countries of the world, which allows crews of different nationalities to effectively interact in critical situations.
In this article we will examine in detail the main types of commands, the rules for their submission and confirmation, and also consider the differences between traditional and modern control systems. Knowledge of these nuances is necessary for everyone who plans to connect their life with the sea, be it service in the merchant fleet or managing a private yacht. Accuracy in the execution of orders is the foundation of a seafarer’s professionalism.
Standard rudder commands
The most common group of orders are commands that set the direction and angle of the rudder. Current practice, as per IMO resolution, uses a system linked to the direction of the ship's turn rather than to the movement of the tiller. This means that the "Right" command causes the bow of the boat to turn to the right, regardless of where the rudder or tiller physically goes.
Each command must be given clearly and loudly. The helmsman, having heard the order, is obliged to repeat it verbatim so that the watch officer is convinced that the information is correctly perceived. For example, if “Port to port” is heard, the helmsman answers, “Port to port” and shifts the rudder. After the indicators show that the steering wheel has taken the required position, the report follows: “The steering wheel is on the left side.”
It is important to distinguish between commands for shifting to a certain angle and commands for a full turn. Angles are usually measured from the center plane (DP). Standard values are 5, 10, 15, 20 degrees and so on until the feather is full. For emergency situations, there are commands for a full shift, known as "Full Left" or "Full Right", which corresponds to the maximum angle that the steering mechanism is capable of turning.
- 🚢 Right (left) on board — basic command to start turning in the specified direction.
- 🚢 Right (left) 10 (15, 20...) — command to shift the steering wheel to a specified angle from the center plane.
- 🚢 Full right (left) - an order to shift the steering wheel to the maximum angle to make a sharp turn.
- 🚢 Right (left) half-steering wheel — move the steering wheel to half the maximum angle (usually about 15-17 degrees).
Always acknowledge the command by repeating it loudly, even if the control room is quiet - this is a habit developed over the years that saves lives in a storm.
⚠️ Attention: Never start shifting the rudder until the command is completely repeated and confirmed by the watch officer. Haste can lead to shifting in the wrong direction, which at low speeds or in narrow areas can lead to loss of control.
Course hold and return commands
On the open sea, when a ship follows a general course, the most frequently heard commands are aimed at maintaining the current direction or returning to it after evading. The command “Steady” means that the helmsman must move the rudder to the center plane (to zero) and keep the ship on the course that it has at the time the order is given.
If the ship has deviated from the set course due to wind or current, but has not yet reached a dangerous deviation, the “On course” command is given. In this case, the helmsman should smoothly shift the rudder to the side opposite to the evasion to return the vessel to the track, and then set the rudder to zero. A sense of proportion is important here: a sharp shift can cause strong yaw.
To accurately follow the fairway, commands are used indicating a specific compass course. The watch officer calls a three-digit number, for example, “Course 1-8-5.” The helmsman must repeat the numbers and smoothly but confidently lead the ship onto this course, and then report: “Course 1-8-5.” Control is carried out using a gyrocompass or magnetic compass, depending on the situation.
Dialogue example:Officer: Right to board.
Helmsman: Right on board.
(after translation)
Helmsman: The rudder is right on board.
Officer: Keep it up.
Helmsman: Keep it up.
(after setting the steering wheel to zero)
Helmsman: Steering wheel to zero.
Particular attention should be paid to the command “No rudder” (Nothing to port / Nothing to starboard). It is used when the ship begins to yaw, and you need to stop the turn without radically changing direction. The helmsman shifts the steering wheel at a slight angle to the side opposite to yaw to dampen the turning inertia, and immediately returns it to zero.
Special commands and actions during maneuvering
When mooring, sailing in narrow areas or in poor visibility, the range of commands expands. Orders appear that require the helmsman not just to perform mechanically, but also to understand the dynamics of the vessel. For example, the command "Slow speed" or "Full speed" refers to the telegraph, but the helmsman must be prepared to change the reaction of the ship to the rudder depending on the speed.
There are a number of specific commands used to correct the position of the vessel relative to the shore or other object. The command "Shore Left" (or Right) means that the helmsman must keep the specified side clear of danger by constantly operating the rudder. This requires high concentration and constant visual control.
In emergency situations such as man overboard, emergency commands are used. The most famous of them is “Man Overboard!” At this moment, the helmsman must immediately shift the rudder to the full side in the direction of the person falling (or as instructed by the captain) to move the stern and propellers away from the victim, and observe the crash site, continuously reporting a bearing.
- 🚨 Stop the car - although this is a command to the engine room, the helmsman must be prepared for loss of control due to a drop in speed.
- 🚨 Back up — when operating the propeller backwards, the ship can suddenly change direction (propeller thrust), which requires a quick reaction from the steering wheel.
- 🚨 The anchor has gone - when retrieving the anchor, the ship may yaw, requiring constant steering to stay in the wind.
Why does the ship yaw when reversing?
When moving in reverse, the jet of water from the propeller unevenly washes the stern, creating a powerful moment that presses the stern against one side (usually the right side for right-handed propellers), making the vessel difficult to control.
Traditional and modern command systems
In maritime history, there were two main systems for issuing commands: “by the tiller” and “by the bow.” The traditional system, used for centuries, was based on the movement of the tiller (a lever attached to the head of the rudder). To turn the bow of the ship to the right, the tiller had to be moved to the left. Accordingly, the command "Left!" meant “move the tiller to the left,” which led to the ship turning to the right.
This system often caused confusion, especially for beginners or in stressful situations where instantaneous reactions were required. In the 20th century, with the development of steering mechanization and the introduction of IMO standards, a transition was made to the “nose” system. Now the command always corresponds to the direction in which the bow of the ship should turn.
Despite the global transition, there may be remnants of the old system on some older ships, sailing ships or in certain national fleets. Therefore in ship role and when taking over a watch, it is always specified which command system is used on a particular ship. However, for 99% of modern merchant and passenger ships the rule applies: “Right is Right.”
| Team | Steering action (Modern system) | Steering action (Old system) | Result (Where the nose goes) |
|---|---|---|---|
| Right to board | Feather right | Tiller left (Feather right) | Right |
| Left aboard | Feather left | Tiller right (Feather left) | Left |
| Keep it up | Feather to zero (DP) | Tiller to zero (DP) | Straight |
| Full right | Pen max. right | Tiller max. left | Sharp right |
The main rule of modern navigation: the command always coincides with the direction in which the bow of the ship is turning, which eliminates the need for mental recalculation.
Procedure for confirmation and reports
Communication discipline on the bridge is not just bureaucracy, but a vital necessity. The communication protocol between the helmsman and the watch officer is strictly regulated. Violating this protocol, such as silently executing a command, is considered a major error. The officer of the watch must hear the acknowledgment to know that the order was heard correctly.
The process looks like the following cyclic algorithm: The officer gives the command → The helmsman repeats the command verbatim → The officer confirms the correctness of the repetition (often with the word “Yes” or a nod) → The helmsman executes → The helmsman reports on the execution. If the helmsman does not understand the command, he must ask again: “Repeat the command,” and not guess.
In conditions of poor audibility, for example, when there is strong wind or the engines are running at full speed, an intercom (binnacle telephone) or hand signals are used. In such cases, eye contact and nodding become critical elements of confirmation. The helmsman has no right to release the steering wheel or switch control modes without the knowledge of the watch officer.
⚠️ Attention: If the helmsman for any reason cannot carry out the command (for example, failure of the steering device or reaching the maximum angle), he must immediately report this with the words “The steering wheel does not obey” or “There is nowhere else to go,” instead of silently ignoring the order.
Emergency situations and failure of the steering device
Steering failure is one of the most dangerous situations at sea. Signs of a malfunction may be a lack of response to commands, spontaneous shifting of the steering wheel, or the hazard warning lights coming on. At the first sign of a problem, the helmsman must shout, “The steering wheel is not listening!” and switch to emergency control, if possible and provided for in the instructions.
In emergency mode, control is often carried out directly, through hydraulic pumps or even manually, which requires significant physical effort and time to shift. The reaction speed decreases, so the watch officer's commands must be given in advance, taking into account the inertia of the ship and the slowness of the emergency drive.
To train for such situations, drills are regularly conducted on ships. The crew is practicing the transition to emergency steering wheel, checking communications and steering the vessel at minimum speed. Knowledge of the location of the emergency control station and the principles of mechanical transmission is a mandatory requirement for every member of the deck crew.
- 🆘 The steering wheel doesn't obey - the main signal of loss of control, requiring immediate stopping of the engines.
- 🆘 Transition to local control — switching from autopilot or remote control to direct control in the tiller compartment.
- 🆘 Using an Anchor - in a critical situation, an anchor can be used to stop or turn the ship if the rudder does not work.
☑️ Actions in case of steering failure
What to do if the helmsman does not confirm the command?
If the watch officer gave a command but did not receive voice confirmation, he is obliged to immediately duplicate the order, call the helmsman by name and, if there is no response, personally shift the helm or call an assistant. Silence may indicate loss of consciousness by the helmsman, sudden illness or technical communication failure.
Can an autopilot be used in narrow spaces?
The use of an autopilot (autopilot) in narrow spaces, during heavy vessel traffic, in poor visibility conditions, or when maneuvering is strictly prohibited by international regulations. In these situations, control is carried out only manually ("On the wheels") to ensure instantaneous response to changes in the situation.
What is the maximum rudder speed?
According to IMO requirements, the steering device must ensure that the rudder can be shifted from side to side (from 35° port to 35° starboard) at the highest operating speed of the vessel in no more than 28 seconds. For modern ships this figure is often 15-20 seconds.