I - Part 1 GL 2011

Section 14

Rudder and Manoeuvring Arrangement

Chapter 1 Page 141

Section 14 Rudder and Manoeuvring Arrangement

A. 1. General Manoeuvring arrangement ment and the lubricant from being washed away from the rudder carrier. If the top of the rudder trunk is below the deepest waterline two separate stuffing boxes are to be provided. Note The following measures are recommended in the GL Technical Publication, Paper No. 05-1 "Recommendations for Preventive Measures to Avoid or Minimize Rudder Cavitation", regarding: Profile selection: Use the appropriate profile shape and thickness. Use profiles with a sufficiently small absolute value of pressure coefficient for moderate angles of attack (below 5). The pressure distribution around the profile should be possibly smooth. The maximum thickness of such profiles is usually located at more than 35 % behind the leading edge. Use a large profile nose radius for rudders operating in propeller slips. Computational Fluid Dynamic (CFD) analysis for rudder considering the propeller and ship wake can be used.

1.1 Each ship is to be provided with a manoeuvring arrangement which will guarantee sufficient manoeuvring capability. 1.2 The manoeuvring arrangement includes all parts from the rudder and steering gear to the steering position necessary for steering the ship. 1.3 Rudder stock, rudder coupling, rudder bearings and the rudder body are dealt with in this Section. The steering gear is to comply with the GL Rules for Machinery Installation (I-1-2), Section 14. 1.4 The steering gear compartment shall be readily accessible and, as far as practicable, separated from the machinery space. (See also Chapter II/1, Reg. 29.13 of SOLAS 74.) Note Concerning the use of non-magnetisable material in the wheel house in way of a magnetic compass, the requirements of the national Administration concerned are to be observed. 1.5 2. For ice-strengthening see Section 15. Structural details

Rudder sole cavitation: Round out the leading edge curve at rudder sole. Propeller hub cavitation: Fit a nacelle (body of revolution) to the rudder at the level of the propeller hub. This nacelle functions as an extension of the propeller hub. Cavitation at surface irregularities: Grind and polish all welds. Avoid changes of profile shape. Often rudders are built with local thickenings (bubbles) and dents to ease fitting of the rudder shaft. Maximum changes in profile shape should be kept to less than two percent of profile thickness.

2.1 Effective means are to be provided for supporting the weight of the rudder body without excessive bearing pressure, e.g. by a rudder carrier attached to the upper part of the rudder stock. The hull structure in way of the rudder carrier is to be suitably strengthened. 2.2 Suitable arrangements are to be provided to prevent the rudder from lifting. Connections of rudder blade structure with solid parts in forged or cast steel, which are used as rudder stock housing, are to be suitably designed to avoid any excessive stress concentration at these areas. 2.3 The rudder stock is to be carried through the hull either enclosed in a watertight trunk, or glands are to be fitted above the deepest load waterline, to prevent water from entering the steering gear compart-

Gap cavitation: Round out all edges of the part around the gap. Gap size should be as small as possible. Place gaps outside of the propeller slipstream.

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Section 14

Rudder and Manoeuvring Arrangement

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3.

Size of rudder area

In order to achieve sufficient manoeuvring capability the size of the movable rudder area A is recommended to be not less than obtained from the following formula:

235 R eH

for R eH 235 [N / mm 2 ]

ReH = minimum nominal upper yield point of material used [N/mm2] ReH is not to be taken greater than 0,7 Rm or 450 N/mm2, whichever is less. Rm = tensile strength of the material used.
4.3 Before significant reductions in rudder stock diameter due to the application of steels with ReH exceeding 235 N/mm2 are accepted, GL may require the evaluation of the elastic rudder stock deflections. Large deflections should be avoided in order to avoid excessive edge pressures in way of bearings. 4.4 The permissible stresses given in E.1. are applicable for normal strength hull structural steel. When higher tensile steels are used, higher values may be used which will be fixed in each individual case. 5. Definitions

A = c1 c2 c3 c 4 c1

1, 75 L T [m 2 ] 100

= factor for the ship type: = 1,0 in general = 0,9 for bulk carriers and tankers having a displacement of more than 50 000 t = 1,7 for tugs and trawlers

c2

= factor for the rudder type: = 1,0 in general = 0,9 for semi-spade rudders = 0,7 for high lift rudders

c3

= factor for the rudder profile: = 1,0 for NACA-profiles and plate rudder = 0,8 for hollow profiles and mixed profiles

CR QR A

= rudder force [N] = rudder torque [Nm] = total movable area of the rudder [m2], measured at the mid-plane of the rudder For nozzle rudders, A is not to be taken less than 1,35 times the projected area of the nozzle.

c4

= factor for the rudder arrangement: = 1,0 for rudders in the propeller jet = 1,5 for rudders outside the propeller jet

For semi-spade rudders 50 % of the projected area of the rudder horn may be included into the rudder area A. Where more than one rudder is arranged the area of each rudder can be reduced by 20 %. Estimating the rudder area A B.1. is to be observed. 4. Materials

At Af b c

= A + area of a rudder horn, if any [m2] = portion of rudder area located ahead of the rudder stock axis [m2] = mean height of rudder area [m] = mean breadth of rudder area [m], see Fig. 14.1
x2 c

4.1 For materials for rudder stock, pintles, coupling bolts etc. see Rules II Materials and Welding, Part 1 Metallic Materials. Special material requirements are to be observed for the ice class notations E3 and E4 as well as for the ice class notations PC7 PC1. 4.2 In general materials having a minimum nominal upper yield point ReH of less than 200 N/mm2 and a minimum tensile strength of less than 400 N/mm2 or more than 900 N/mm2 shall not be used for rudder stocks, pintles, keys and bolts. The requirements of this Section are based on a material's minimum nominal upper yield point ReH of 235 N/mm2. If material is used having a ReH differing from 235 N/mm2, the material factor kr is to be determined as follows:

Af x1 c= x1 + x2 2 b= A c

kr

235 = R eH

0,75

for R eH > 235 [N / mm ]

Fig. 14.1 Rudder area geometry

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Section 14

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Chapter 1 Page 143

= aspect ratio of rudder area At =

b2 At

Table 14.1

Coefficient 2
2 ahead 1,1 1,1 1,21 1,35 astern 1,4 1,4 1,4 1,4 to be specially considered; if not known: 1,7

Profile / type of rudder NACA-00 series Gttingen profiles flat side profiles mixed profiles (e. g. HSVA) hollow profiles

v0

= ahead speed of ship [kn] as defined in Section 1, H.5.; if this speed is less than 10 kn, v0 is to be taken as vmin =

( v0 + 20 )
3

[kn]

va

= astern speed of ship [kn]; if the astern speed va is less than 0,4 v0 or 6 kn, whichever is less, determination of rudder force and torque for astern condition is not required. For greater astern speeds special evaluation of rudder force and torque as a function of the rudder angle may be required. If no limitations for the rudder angle at astern condition is stipulated, the factor 2 is not to be taken less than given in Table 14.1 for astern condition. = material factor according to Section 2, B.2.

high lift rudders

1,7

= coefficient depending on the thrust coefficient CTh = 1,0 normally

In special cases for thrust coefficients CTh > 1,0 determination of t according to the following formula may be required: t = C R (CTh ) CR (CTh = 1, 0)

For ships strengthened for navigation in ice Section 15, B.9 is to be observed.

1.2 The rudder torque is to be determined by the following formula: B. 1. Rudder Force and Torque Rudder force and torque for normal rudders
r Q R = C R r [Nm] = c ( k b ) [m] = 0,33 = 0,66 = 0,75 for ahead condition for astern condition (general) for astern condition (hollow profiles)

1.1 The rudder force is to be determined according to the following formula:

C R = 132 A v 1 2 3 t v 1 = v0 = va for ahead condition for astern condition
2

[N]

For parts of a rudder behind a fixed structure such as a rudder horn: = 0,25 = 0,55 for ahead condition for astern condition

= coefficient, depending on the aspect ratio = ( + 2)/3, where need not be taken greater than 2

For high lift rudders is to be specially considered. If not known, = 0,40 may be used for the ahead condition kb = balance factor as follows: = Af A for unbalanced rudders

= coefficient, depending on the type of the rudder and the rudder profile according to Table 14.1 = coefficient, depending on the location of the rudder = 0,8 for rudders outside the propeller jet = 1,0 elsewhere, including also rudders within the propeller jet = 1,15 for rudders aft of the propeller nozzle

= 0,08

rmin = 0,1 c [m] for ahead condition

1.3 Effects of the provided type of rudder/profile on choice and operation of the steering gear are to be observed.

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Section 14

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2.

Rudder force and torque for rudder blades with cut-outs (semi-spade rudders)

b1, b2 = mean heights of the partial rudder areas A1 and A2, see Fig. 14.2

The total rudder force CR is to be calculated 2.1 according to 1.1. The pressure distribution over the rudder area, upon which the determination of rudder torque and rudder blade strength are to be based, is to be derived as follows: The rudder area may be divided into two rectangular or trapezoidal parts with areas A1 and A2, see Fig. 14.2. The resulting force of each part may be taken as: A1 C R1 = CR A C R2 = CR A2 A [N] [N]

2.3 The total rudder torque is to be determined according to the following formulae:

QR Q R min
r1,2min =

= Q R1 + QR 2 = CR r1,2 min

[Nm] [Nm]

or

0,1 (c1 A1 + c2 A 2 ) [m] A for ahead condition

The greater value is to be taken.

C.

Scantlings of the Rudder Stock Rudder stock diameter

c1
1.

b1

A1

A1f

1.1 The diameter of the rudder stock for transmitting the rudder torque is not to be less than:

Dt

= 4, 2

QR k r

[mm]

A2

A2f

b2

QR

= see B.1.2 and B.2.2 B.2.3

The related torsional stress is:

c2
Fig. 14.2 Partial rudder areas A1 and A2
The resulting torque of each part may be 2.2 taken as: Q R1 = C R1 r1 Q R2 = C R2 r2 r1 r2 = c1 ( k b1 ) A1f A1 A 2f A2 [Nm] [Nm] [m]

t kr

68 kr

[N / mm 2 ]

= see A.4.2

1.2 The steering gear is to be determined according to the GL Rules for Machinery Installations (I-12), Section 14 for the rudder torque QR as required in B.1.2, B.2.2 or B.2.3 and under consideration of the frictional losses at the rudder bearings. 1.3 In case of mechanical steering gear the diameter of the rudder stock in its upper part which is only intended for transmission of the torsional moment from the auxiliary steering gear may be 0,9 Dt. The length of the edge of the quadrangle for the auxiliary tiller shall not be less than 0,77 Dt and the height not less than 0,8 Dt. 1.4 The rudder stock is to be secured against axial sliding. The degree of the permissible axial clearance depends on the construction of the steering engine and on the bearing. 2. Strengthening of rudder stock

= c2 ( k b2 ) [m]

k b1 = k b2 =

A1f, A2f see Fig. 14.2 c1 c2 = A1 b1

A = 2 b2

2.1 If the rudder is so arranged that additional bending stresses occur in the rudder stock, the stock diameter has to be suitably increased. The increased

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diameter is, where applicable, decisive for the scantlings of the coupling. For the increased rudder stock diameter the equivalent stress of bending and torsion is not to exceed the following value: v = 2 b + 3
2

Load on rudder body (general):

pR

CR 10 103

[kN / m]

118 kr

Load on semi-spade rudders:

[N / mm ]

p R10 = p R 20 =

CR 2 10 103 CR1 20 103

[kN / m] [kN / m]

Bending stress:
b Mb = 10, 2 M b
3 D1

[N / mm 2 ]

= bending moment at the neck bearing [Nm]

CR, CR1, CR2 see B.1. and B.2. Z = spring constant of support in the sole piece or rudder horn respectively

Torsional stress: D1 = 5,1 Q R

3 D1

[N / mm 2 ]

for the support in the sole piece (Fig. 14.3):

Z = 6,18 I50 3 50 [kN / m]

= increased rudder stock diameter [cm]

The increased rudder stock diameter may be determined by the following formula: D1 QR Dt
Note Where a double-piston steering gear is fitted, additional bending moments may be transmitted from the steering gear into the rudder stock. These additional bending moments are to be taken into account for determining the rudder stock diameter. 3. 3.1 Analysis General

for the support in the rudder horn (Fig. 14.4):

4 Mb = 0,1 D t 6 1 + 3 QR

Z fb

1 fb + ft

[kN / m]

= see B.1.2 and B.2.2 B.2.3 = see 1.1

= unit displacement of rudder horn [m] due to a unit force of 1 kN acting in the centre of support = 0, 21 d3 In [m / kN] (guidance value for steel)

In ft

= moment of inertia of rudder horn [cm4] around the x-axis at d/2 (see also Fig. 14.4) = unit displacement due to a torsional moment of the amount 1 e [kNm] = d e2 G Jt

The evaluation of bending moments, shear forces and support forces for the system rudder - rudder stock may be carried out for some basic rudder types as shown in Figs. 14.3 14.5 as outlined in 3.2 3.3. 3.2 Data for the analysis

d e2 ui ti 2 3,17 108 FT

[m / kN] for steel

= modulus of rigity = 7,92 107 [kN/m2] for steel

10 40 = lengths of the individual girders of the system [m] I10 I40 = moments of inertia of these girders [cm4] For rudders supported by a sole piece the length 20 is the distance between lower edge of rudder body and centre of sole piece, and I20 is the moment of inertia of the pintle in the sole piece.

Jt FT ui ti

= torsional moment of inertia [m4] = mean sectional area of rudder horn [m2] = breadth [mm] of the individual plates forming the mean horn sectional area = plate thickness within the individual breadth ui [mm]

e, d = distances [m] according to Fig. 14.4

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Section 14

Rudder and Manoeuvring Arrangement

I - Part 1 GL 2011

B3 I40 I30 Mb B2
40 10
30

I10

pR
20 I20

MR

I50

Z B1

50

System

Fig. 14.3 Rudder supported by sole piece

B3

I40 I 30 I20

40

Mb

B2

30

B1 pR20 Z Q1

I10

e
10

d 2

20

pR10 System M Q

Fig. 14.4 Semi-spade rudder

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B3

30

B2
20

x2 Mb
10

pR

x1

System

Fig. 14.5 Spade rudder

B3

30

Mb x3 A1 x2 MCR1 CR1 pR MR B2 Z=
10

20

10

A2 x1

System

Z=0

Fig. 14.6 Spade rudders with rudder trunks inside the rudder body

3.3

Moments and forces to be evaluated

The bending moment MR and the shear force 3.3.1 Q1 in the rudder body, the bending moment Mb in the neck bearing and the support forces B1, B2, B3 are to be evaluated. The so evaluated moments and forces are to be used for the stress analyses required by 2. and E.1. of this Section and by Section 13, C.4. and C.5.
3.3.2 For spade rudders the moments and forces may be determined by the following formulae:
(2 x1 + x 2 ) M b = CR 20 + 10 [Nm] 3 (x1 + x 2 )

B3 B2

Mb 30

[N] [N]

= CR + B3

3.3.3 For spade rudders with rudder trunks (see Fig. 14.6) the moments and forces may be determined by the following formulae:

CR1 = rudder force over the partial rudder area A1 according to B.2.1 [N] CR2 = rudder force over the partial rudder area A2 according to B.2.1 [N]

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Section 14

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2 x2 + x3 MCR1 = CR1 20 1 [Nm] 3(x 2 + x3 ) MCR2 = CR 2 MR Mb B3 B2

4.

10 (2 x1 + x 2 ) 3 (x1 + x 2 )

[Nm] [Nm]

4.4.2 In case the trunk is fitted with a weld flange, the stresses have to be determined within the radius. FAT class R for the case E 2 or E 3 acc. to Section 20, Table 20.3 has to be used. In addition sufficient fatigue strength of the weld has to be verified e.g. by a calculation acc. to 4.4.1. Note The radius may be obtained by grinding. If disk grinding is carried out, score marks are to be avoided in the direction of the weld. The radius is to be checked with a template for accuracy. Four profiles at least are to be checked. A report is to be submitted to the Surveyor. Before welding is started, a detailed welding procedure specification is to be submitted to GL covering the weld preparation, welding positions, welding parameters, welding consumables, preheating, post weld heat treatment and inspection procedures. This welding procedure is to be supported by approval tests in accordance with the applicable requirements of materials and welding sections of the rules. The manufacturer is to maintain records of welding, subsequent heat treatment and inspections traceable to the welds. These records are to be submitted to the Surveyor. Non destructive tests are to be conducted at least 24 hours after completion of the welding. The welds are to be 100 % magnetic particle tested and 100 % ultrasonic tested.

= Max (MCR1, MCR2) = MCR2 MCR1 = Mb 20 + 30 [N] [N]

= CR + B3

Rudder trunk

In case where the rudder stock is fitted with a 4.1 rudder trunk welded in such a way the rudder trunk is loaded by the pressure induced on the rudder blade, as given in B.1.1, the bending stress in the rudder trunk, in N/mm2, is to be in compliance with the following formula: 80 / k where the material factor k for the rudder trunk is not to be taken less than 0,7. For the calculation of the bending stress, the span to be considered is the distance between the mid-height of the lower rudder stock bearing and the point where the trunk is clamped into the shell or the bottom of the skeg.
4.2 The weld at the connection between the rudder trunk and the shell or the bottom of the skeg is to be full penetration.

D. 1.

Rudder Couplings General

Non destructive tests are to be conducted for all welds.

4.3 The minimum thickness of the shell or the bottom of the skeg is to be 0,4 times the wall thickness of the trunk at the connection.

1.1 The couplings are to be designed in such a way as to enable them to transmit the full torque of the rudder stock. 1.2 The distance of the bolt axis from the edges of the flange is not to be less than 1,2 times the diameter of the bolt. In horizontal couplings, at least 2 bolts are to be arranged forward of the stock axis. 1.3 The coupling bolts are to be fitted bolts. The bolts and nuts are to be effectively secured against loosening. 1.4 For spade rudders horizontal couplings according to 2. are permissible only where the required thickness of the coupling flanges tf is less than 50 mm, otherwise cone couplings according to 3. are to be applied. For spade rudders of the high lift type, only cone couplings according to 3. are permitted. 1.5 If a cone coupling is used between the rudder stock or pintle, as the case can be, and the rudder blade

The fillet shoulder radius is to be ground. The radius is to be as large as practicable but not less than 0,7 times the wall thickness of the trunk at the connection, if the wall thickness is greater than 50 mm. In case of smaller wall thickness, the radius shall be not less than 35 mm.
4.4 Alternatively a fatigue strength calculation based on the structural stress (hot spot stress) (see Section 20, A.2.6) can be carried out. 4.4.1 In case the rudder trunk is welded directly into the skeg bottom or shell, hot spot stress has to be determined acc. to Section 20, C.

In this case FAT class R = 100 has to be used, see Section 20, C.3.

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Chapter 1 Page 149

or steering gear (see 3.), the contact area between the mating surfaces is to be demonstrated to the Surveyor by blue print test and should not be less than 70 % of the theoretical contact area (100 %). Non-contact areas should be distributed widely over the theoretical contact area. Concentrated areas of non-contact in the forward regions of the cone are especially to be avoided. The proof has to be demonstrated using the original components and the assembling of the components has to be done in due time to the creation of blue print to ensure the quality of the surfaces. In case of storing over a longer period, sufficient preservation of the surfaces is to be provided for. If alternatively a male/female calibre system is used, the contact area between the mating surfaces is to be checked by blue print test and should not be less than 80 % of the theoretical contact area (100 %) and needs to be certified. After ten applications or five years the blue print proof has to be renewed.
2. Horizontal couplings

The fitted key may be dispensed with if the diameter of the bolts is increased by 10 %.
2.4 Horizontal coupling flanges shall either be forged together with the rudder stock or be welded to the rudder stock as outlined in Section 19, B.4.4.3. 2.5 For the connection of the coupling flanges with the rudder body see also Section 19, B.4.4. 3. 3.1 Cone couplings Cone couplings with key

Cone couplings shall have a taper c on diameter 3.1.1 of 1 : 8 - 1 : 12. c = (d0 du)/ according to Fig. 14.7.
The cone shapes should fit very exact. The nut is to be carefully secured, e.g. by a securing plate as shown in Fig. 14.7. 3.1.2 The coupling length shall, in general, not be less than 1,5 d0. 3.1.3 For couplings between stock and rudder a key is to be provided, the shear area of which is not to be less than:

2.1 The diameter of coupling bolts is not to be less than:

db D n e kr kb

= 0, 62

D3 k b kr n e

[mm]

as QF dk

16 Q F d k R eH1

[cm 2 ]

= rudder stock diameter according to C. [mm] = total number of bolts, which is not to be less than 6 = mean distance of the bolt axes from the centre of bolt system [mm] = material factor for the rudder stock as given in A.4.2 = material factor for the bolts analogue to A.4.2

= design yield moment of rudder stock [Nm] according to F. = diameter of the conical part of the rudder stock [mm] at the key

ReH1 = minimum nominal upper yield point of the key material [N/mm2]
d0 insulation liner sealing/ insulation da dm du
hn

2.2 The thickness of the coupling flanges is not to be less than determined by the following formulae:

tf

= 0, 62

D3 k f kr n e

[mm]

tfmin = 0,9 db kf = material factor for the coupling flanges analogue to A.4.2

The thickness of the coupling flanges clear of the bolt holes is not to be less than 0,65 tf. The width of material outside the bolt holes is not to be less than 0,67 db.
2.3 The coupling flanges are to be equipped with a fitted key according to DIN 6885 or equivalent standard for relieving the bolts.

dg dn securing plate for nut

Fig. 14.7 Cone coupling with key and securing plate

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Section 14

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3.1.4 The effective surface area of the key (without rounded edges) between key and rudder stock or cone coupling is not to be less than:

Note A securing flat bar will be regarded as an effective securing device of the nut, if its shear area is not less than:

ak

5 QF d k R eH2

[cm 2 ]

ReH2 = minimum nominal upper yield point of the key, stock or coupling material [N/mm2], whichever is less.
3.1.5 The dimensions of the slugging nut are to be at least as follows, see Fig. 14.7:

As
Ps

Ps 3 ReH

[ mm 2 ]

= shear force as follows

height: hn = 0,6 dg outer diameter (the greater value to be taken): dn = 1,2 du or dn = 1,5 dg external thread diameter: dg = 0,65 d0
Pe

d Pe 1 1 0,6 2 dg

[N]

= push-up force according to 3.2.3.2 [N] = frictional coefficient between nut and rudder body, normally 1 = 0,3 = mean diameter of the frictional area between nut and rudder body, see Fig. 14.8 = thread diameter of the nut

1
d1 dg

3.1.6 It is to be proved that 50 % of the design yield moment will be solely transmitted by friction in the cone couplings. This can be done by calculating the required push-up pressure and push-up length according to 3.2.3 for a torsional moment Q'F = 0,5 QF. 3.2 Cone couplings with special arrangements for mounting and dismounting the couplings

ReH = yield point [N/mm2] of the securing flat bar material

3.2.3 For the safe transmission of the torsional moment by the coupling between rudder stock and rudder body the push-up length and the push-up pressure are to be determined by the following formulae. 3.2.3.1 Push-up pressure The push-up pressure is not to be less than the greater of the two following values:

Where the stock diameter exceeds 200 mm 3.2.1 the press fit is recommended to be effected by a hydraulic pressure connection. In such cases the cone shall be more slender, c 1 : 12 to 1 : 20.
3.2.2 In case of hydraulic pressure connections the nut is to be effectively secured against the rudder stock or the pintle. A securing plate for securing the nut against the rudder body is not to be provided, see Fig. 14.8.

p req1 =

2 QF 103 d2 m 0 6 M b 103 dm
2

[N / mm 2 ]

p req2 = QF dm
0
Securing flat bar dg d1

[N / mm 2 ]

= design yield moment of rudder stock according to F. [Nm] = mean cone diameter [mm] = cone length [mm]
0,15 (frictional coefficient)

Mb

= bending moment in the cone coupling (e.g. in case of spade rudders) [Nm]

Fig. 14.8 Cone coupling without key and with securing flat bar

It has to be proved that the push-up pressure does not exceed the permissible surface pressure in the cone. The permissible surface pressure is to be determined by the following formula:

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Chapter 1 Page 1411

p perm =

0,8 R eH (1 2 ) 3 + 4

E. 1.

Rudder Body, Rudder Bearings Strength of rudder body

ReH = yield point [N/mm2] of the material of the gudgeon = dm da (see Fig. 14.7)

The rudder body is to be stiffened by hori1.1 zontal and vertical webs in such a manner that the rudder body will be effective as a beam. The rudder shall be additionally stiffened at the aft edge.
1.2 The strength of the rudder body is to be proved by direct calculation according to C.3. 1.3 For rudder bodies without cut-outs the permissible stress are limited to:

The outer diameter of the gudgeon shall not be less than: da = 1,5 d m [mm]

3.2.3.2 Push-up length

The push-up length is not to be less than:

bending stress due to MR:

1 =

preq dm 0,8 R tm + 2 c 1 E c 2

[mm]

= 110 N / mm 2

shear stress due to Q1: = 50 N / mm 2

Rtm = mean roughness [mm] 0,01 mm c E = taper on diameter according to 3.2.1 = Young's modulus (2,06 105 N/mm2)

equivalent stress due to bending and shear: v =

2 b + 32 = 120 N / mm 2

MR, Q1 see C.3.3 and Fig. 14.3 and 14.4. In case of openings in the rudder plating for access to cone coupling or pintle nut the permissible stresses according to 1.4 apply. Smaller permissible stress values may be required if the corner radii are less than 0,15 ho, where ho = height of opening.
1.4 In rudder bodies with cut-outs (semi-spade rudders) the following stress values are not to be exceeded:

The push-up length is, however, not to be taken greater than:

2 =
Note

1,6 R eH d m 3 + 4 E c

0,8 R tm c

[mm]

In case of hydraulic pressure connections the required push-up force Pe for the cone may be determined by the following formula:

bending stress due to MR: b = 90 N / mm 2

c Pe = preq d m + 0,02 [N] 2 The value 0,02 is a reference for the friction coefficient using oil pressure. It varies and depends on the mechanical treatment and roughness of the details to be fixed. Where due to the fitting procedure a partial push-up effect caused by the rudder weight is given, this may be taken into account when fixing the required pushup length, subject to approval by GL.
3.2.4 The required push-up pressure for pintle bearings is to be determined by the following formula:

shear stress due to Q1: = 50 N / mm 2

torsional stress due to Mt: t = 50 N / mm 2

equivalent stress due to bending and shear and equivalent stress due to bending and torsion:

v1 = v2 =

2 2 = 120 N / mm 2 b + 3 2 b + 3 t2 = 100 N / mm 2

p req = 0, 4 B1

B1 d0 d2 m

[N / mm 2 ]

= supporting force in the pintle bearing [N], see also Fig. 14.4

M R = CR2 f1 + B1 Q1 = CR2 [N]

f2 2

[Nm]

dm, = see 3.2.3 d0 = pintle diameter [mm] according to Fig. 14.7

f1, f2 = see Fig. 14.9

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Section 14

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A-B 2 2 a

To avoid resonant vibration of single plate fields the frequency criterion as defined in Section 12, A.8.3 for shell structures applies analogously. Regarding dimensions and welding Section 19, B.4.4.1 has to be observed in addition.

f2

f1

a A a A2 e

Fig. 14.9 Geometry of a semi-spade rudder

2.2 For connecting the side plating of the rudder to the webs tenon welding is not to be used. Where application of fillet welding is not practicable, the side plating is to be connected by means of slot welding to flat bars which are welded to the webs. 2.3 The thickness of the webs is not to be less than 70 % of the thickness of the rudder plating according to 2.1, but not less than:

The torsional stress may be calculated in a simplified manner as follows: t Mt = Mt [N / mm 2 ] 2 h t

t min = 8 k [mm] Webs exposed to seawater shall be dimensioned according to 2.1.

3. Transmitting of the rudder torque

= CR2 e [Nm]

CR2 = partial rudder force [N] of the partial rudder area A2 below the cross section under consideration e = lever for torsional moment [m] (horizontal distance between the centre of pressure of area A2 and the centre line a-a of the effective cross sectional area under consideration, see Fig. 14.9. The centre of pressure is to be assumed at 0,33 c2 aft of the forward edge of area A2, where c2 = mean breadth of area A2). h, , t = [cm], see Fig. 14.9 The distance between the vertical webs shall not exceed 1,2 h. The radii in the rudder plating are not to be less than 4 5 times the plate thickness, but in no case less than 50 mm.
2. Rudder plating

For transmitting the rudder torque, the rudder 3.1 plating according to 2.1 is to be increased by 25 % in way of the coupling. A sufficient number of vertical webs is to be fitted in way of the coupling.
3.2 If the torque is transmitted by a prolonged shaft extended into the rudder, the latter shall have the diameter Dt or D1, whichever is greater, at the upper 10 % of the intersection length. Downwards it may be tapered to 0,6 Dt, in spade rudders to 0,4 times the strengthened diameter, if sufficient support is provided for. 4. Rudder bearings

In way of bearings liners and bushes are to be 4.1 fitted. Their minimum thickness is tmin = 8 mm for metallic materials and synthetic material

2.1 The thickness of the rudder plating is to be determined according to the following formula:

= 22 mm for lignum material Where in case of small ships bushes are not fitted, the rudder stock is to be suitably increased in diameter in way of bearings enabling the stock to be re-machined later.
4.2

t
pR a

= 1, 74 a
3

pR k + 2,5 [mm]
CR [kN / m 2 ]

= 10 T +

An adequate lubrication is to be provided.

10 A

= the smaller unsupported width of a plate panel [m]

4.3 The bearing forces result from the direct calculation mentioned in C.3. As a first approximation the bearing force may be determined without taking account of the elastic supports. This can be done as follows:

The influence of the aspect ratio of the plate panels may be taken into account as given in Section 3, A.3. The thickness shall, however, not be less than the thickness tmin according to Section 6, B.3.1.

normal rudder with two supports: The rudder force CR is to be distributed to the supports according to their vertical distances from the centre of gravity of the rudder area.

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semi-spade rudders: support force in the rudder horn:

B1 = CR b c [N]

d = B1 kr

0,35

B1 k r

[mm]

= support force [N] = see A.4.2

support force in the neck bearing:

B2 = CR B1

[N]

5.2 The thickness of any liner or bush shall not be less than:

For b and c see Fig. 13.5 in Section 13.

4.4 The projected bearing surface Ab (bearing height external diameter of liner) is not to be less than

= 0, 01 B1

[mm]

or the values in 4.1 respectively.

5.3 Where pintles are of conical shape, they are to comply with the following

Ab = B q

B [mm 2 ] q

taper on diameter taper on diameter

= support force [N] = permissible surface pressure acc. to Table 14.2

Permissible surface pressure q
q [N/mm2] 2,5 4,5 5,5 7,0

1 : 8 to 1 : 12 if keyed by slugging nut 1 : 12 to 1 : 20 if mounted with oil injection and hydraulic nut

Table 14.2

Bearing material lignum vitae white metal, oil lubricated synthetic material 1 steel 2, bronze and hot-pressed bronze-graphite materials
1

5.4 The pintles are to be arranged in such a manner as to prevent unintentional loosening and falling out.

For nuts and threads the requirements of D.3.1.5 and 3.2.2 apply accordingly.
6. Guidance values for bearing clearances

6.1 For metallic bearing material the bearing clearance shall generally not be less than:

Synthetic materials to be of approved type. Surface pressures exceeding 5,5 N/mm 2 may be accepted in accordance with bearing manufacturer's specification and tests, but in no case more than 10 N/mm 2. Stainless and wear resistant steel in an approved combination with stock liner. Higher surface pressures than 7 N/mm 2 may be accepted if verified by tests.

db + 1, 0 [mm] 1000 db = inner diameter of bush

4.5 Stainless and wear resistant steels, bronze and hot-pressed bronze-graphit materials have a considerable difference in potential to non-alloyed steel. Respective preventive measures are required. 4.6 The bearing height shall be equal to the bearing diameter, however, is not to exceed 1,2 times the bearing diameter. Where the bearing depth is less than the bearing diameter, higher specific surface pressures may be allowed. 4.7 The wall thickness of pintle bearings in sole piece and rudder horn shall be approximately of the pintle diameter. 5. Pintles

6.2 If non-metallic bearing material is applied, the bearing clearance is to be specially determined considering the material's swelling and thermal expansion properties. 6.3 The clearance is not to be taken less than 1,5 mm on diameter. In case of self lubricating bushes going down below this value can be agreed to on the basis of the manufacturer's specification.

F.

Design Yield Moment of Rudder Stock

The design yield moment of the rudder stock is to be determined by the following formula: Q F = 0, 02664 Dt D3 t kr [Nm]

= stock diameter [mm] according to C.1.

Pintles are to have scantlings complying with 5.1 the conditions given in 4.4 and 4.6. The pintle diameter is not to be less than:

Where the actual diameter Dta is greater than the calculated diameter Dt, the diameter Dta is to be used. However, Dta need not be taken greater than 1,145 Dt.

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Section 14

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G. 1.

Stopper, Locking Device Stopper

= 0, 21 2 104 min = 0,10 c = 1,0 = 0,5 = 0,35 see Fig. 14.10

b

N Ap

The motions of quadrants or tillers are to be limited on either side by stoppers. The stoppers and their foundations connected to the ship's hull are to be of strong construction so that the yield point of the applied materials is not exceeded at the design yield moment of the rudder stock.
2. Locking device

in zone 2 (propeller zone) in zones 1 and 3 in zone 4

Each steering gear is to be provided with a locking device in order to keep the rudder fixed at any position. This device as well as the foundation in the ship's hull are to be of strong construction so that the yield point of the applied materials is not exceeded at the design yield moment of the rudder stock as specified in F. Where the ship's speed exceeds 12 kn, the design yield moment need only be calculated for a stock diameter based on a speed v0 = 12 kn.
3. Regarding stopper and locking device see also the GL Rules for Machinery Installations (I-1-2), Section 14.

zone 4

zone 3

min. b/4

zone 2

zone 1

Fig. 14.10 Zones 1 to 4 of a propeller nozzle 3. Plate thickness

3.1 The thickness of the nozzle shell plating is not to be less than: H. 1. Propeller Nozzles General

= 5 a

pd + t K

[mm]

t min = 7,5 mm a = spacing of ring stiffeners [m]

The following requirements are applicable to 1.1 propeller nozzles having an inner diameter of up to 5 m. Nozzles with larger diameters will be specially considered.
1.2 Special attention is to be given to the support of fixed nozzles at the hull structure. 2. Design pressure

3.2 The web thickness of the internal stiffening rings shall not be less than the nozzle plating for zone 3, however, in no case be less than 7,5 mm. 4. Section modulus

The design pressure for propeller nozzles is to be determined by the following formula: pd = c pd0 [kN / m 2 ]
pd0 N Ap N = Ap [kN / m ]
2

The section modulus of the cross section shown in Fig. 14.10 around its neutral axis is not to be less than:
2 W = n d 2 b v0

[cm3 ]

d b n

= inner diameter of nozzle [m] = length of nozzle [m] = 1,0 for rudder nozzles = 0,7 for fixed nozzles

= maximum shaft power [kW] = propeller disc area [m2] = D2 4

5.

Welding

= propeller diameter [m] = factor according to the following formula:

The inner and outer nozzle shell plating is to be welded to the internal stiffening rings as far as practicable by double continuous welds. Plug welding is only permissible for the outer nozzle plating.

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Chapter 1 Page 1415

I.

Devices for Improving Propulsion Efficiency

1. The operation of the ship and the safety of the hull, propeller and the rudder are not to be affected by damage, loss or removal of additional devices that improve the propulsion efficiency (e.g. spoilers, fins or ducts).

2. Strength and vibration analyses are to be carried out for these devices. In addition sufficient fatigue strength of the connection with the ship's structure has to be verified. The scantlings of the devices are to be in compliance with the required ice class, where applicable. The relevant load cases are to be agreed upon with GL.