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Colombo International Nautical and Engineering College
EDUCATION & TRAINING
COURSE
Course Coordinator (CC)
Head of Department
(HoD)
Faculty
1st Issue Date:
2011.03.17
Subject
Cinec Campus
Second Engineer
COURSE CODE
Preparatory course.
Mr.L. N. Navaratne.
Reviewed by (CC)
Mr.Arjuna Ranasinghe
Approved by (HoD)
Marine Engineering
Revision No.1
Engineering KnowledgeGeneral
Department
Revision Date:
2013.03.04
Reference No.
ED 270
Sig.
Sig.
Marine Engineering
Tools/Training Aids:
9.3.4.6, 12
RULES
Design of steering gears have been influenced over the years by the rules and
regulations of national authorities and classification subjects. Any changes of real
substance tend nowadays to originate from the international
Maritime Organisations(I.M.O.) conventions and regulations. Classification
society requirements are as follows;
1. All ships to have power operated main gear capable of displacing the
rudder from 35o port to 35o starboard at the deepest draught and at
maximum service speed. Must also be capable of displacing the rudder
from 35o port to 30o starboard in 28 seconds and vice versa.
2. The auxiliary gear must be power operated and capable of being
brought rapidly into action. The auxiliary gear is only required to steer
the ship at either 7 knots or half service speed
3. If the main gear comprises two or more identical power units, then a
single failure of either power unit or piping must not impair the integrity
of the remaining part of the steering gear
4. Each power unit must be served by at least two electrical circuits from
the main switchboard. One circuit may pass through the emergency
switchboard. All circuits to be separated as widely as possible
throughout their length.
5. All power operated gears to be fitted with shock relieving arrangements
to protect against the action of heavy seas.
6. An efficient brake or locking arrangement to be fitted to enable the
rudder to be maintained stationary
7. the maximum power developed by the gear is proportional to T x S
where T = rudder torque
S = Speed of rudder movement
also T = A x P x sinq x V2
where A = rudder area
P = centre of pressure
q = rudder angle
V = velocity of the ship
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Special requirements
Owners may specify additional requirements such as faster hard-over to hardover time, strength of components above that required by the Rules, additional
control points and additional duplication,
New tankers of 100 000dwt and above-shall comply with the following
The main steering gear shall comprise of either
two independent and separate power actuating systems each capable of
meeting the hard over port to 30o starboard in 28 sec requirements,
or
at least two identical power actuating systems which acting
simultaneously in normal operation, shall be capable of meeting the
hard over requirements. Where necessary to comply with this
requirement inter connection of hydraulic power systems shall be
provided. Loss of hydraulic fluid from one system shall be capable of
being detected and the defective system isolated so that the other
system shall remain fully operational
In the event of loss of steering capability due to a single failure other than the
tiller, quadrant or components serving the same purpose (these are excluded from
single failure concepts), or seizure of the rudder actuators. The steering capability
shall be regained in not less than 45 seconds after the loss of one power actuating
system.
Steering gear other than hydraulic should meet the same standards.
Example of suitable system permissible for all ships
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The system shown consists of two sets of rams but could equally be two
rotary vane units. With no power on the solenoids are in by-pass mode with oil being
allowed to pass freely from one side to the other. When an electric motor is started
the control pump supplies oil to the solenoid shutting it. High pressure oil from the
main unit is now fed to the rams as required. The other unit remains in by-pass until
the electric motor is started.
Low level alarms are fitted to the tanks. Low low changeovers may also be
fitted so that in the event of oil loss from one system, the other system is started.
New tankers between 10 000gt upwards to 100 000tdwt
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For these tankers the single failure criterion need not apply to the rudder
actuator or actuators subject to certain requirements being fulfilled. These include a
requirement that steering be regained within 45 seconds following failure of any part
of the piping system or power units and a special stress analysis of non-duplicated
rudder actuators.
The left hand unit is shown in operation.
For this basic arrangement the power units must be identical
New ships 70 000gt and upwards
system suitable for all ships except tankers of 10 000 gt and above
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The main steering shall comprise two or more power units and that the main
steering gear is so arranged that, after a single failure in its piping system or in one
of the power units the defect can be isolated so that steering can be speedily
regained.
'Speedily' is intended to mean the provision of duplicate hydraulic circuits or ,
for example, a conventional four ram steering gear with a common hydraulic circuit
with appropriate isolating valves
New ships of less than 70 000 gt and tankers less than 10 000 gt
suitable system
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Single failure is not applicable as a rule, however, attention is drawn to the
requirement that auxiliary steering gear be independent of any part of the main gear
except the tiller. There is no requirement that main and auxiliary power units be
identical.
The auxiliary steering gear must be capable of putting the rudder over from
15o from one side to the other in not more than 60 seconds with the ship at its
deepest draught and running ahead at half maximum speed or 7 knots.
Existing tankers of 40 000gt and upwards
The steering gear shall be arranges so that in the event of single failure of the
piping or one of the power units, steering capability can be maintained or the
rudder movement can be limited so that steering capability can be speedily
regained by
An independent means of restraining the rudder
or
fast acting valves to isolate the actuator or actuators from the external
hydraulic piping together with a means of directly refilling the actuators
by a fixed independent power pump and piping system
or
An arrangement so that, where hydraulic power systems are
interconnected any loss of hydraulic fluid from one system shall be
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detected and the defective system shut off either automatically or
remotely from the bridge so that the other system remains intact
Requirements for all new ships
Administrations must be satisfied in respect to the main and auxiliary
steering gear provided for every ship that all components and the
rudder stock are of sound construction
Every component, where appropriate, utilise anti-friction bearings which
will be permanently lubricated or provided with lubricant fittings
Parts subjected to hydraulic pressures should be designed to cope with
1.25 maximum working pressure when the rudder is hard over at
maximum draught and service speed
special requirements for fatigue resistance( due to pulsating hydraulic
pressure), relief valves and oil cleanliness
Low level alarm to be fitted to each hydraulic reservoir.
Fixed storage capacity sufficient to recharge on system
Auxiliary steering gear
The other set of steering (auxiliary ) may be an arrangements of blocks and
tackles or some other approved alternative method.
The auxiliary steering gear need only be capable of steering the ship at
navigable speed, but it must be capable of being brought speedily in to action in an
emergency. Navigable speed is one half of maximum service speed ahead or 7 knots
whichever is the greater.
The auxiliary steering gear must be a power operated type if the rudder stock
exceeds 230mm for passenger ships and 250mm for cargo vessels. No additional
means of steering is required when electric or electro-hydraulic steering gear is fitted
having two independent motors or two sets of pumps and motors.
Electrical Supply
Short circuit protection and overload alarm are to be provided in steering gear
circuits. Indicators for running indication of steering gear motors are to be installed
on the navigation bridge and at a suitable machinery control position. Each electric or
electro-hydraulic steering gear shall be served by at least two independent circuits
fed from the main switchboard. Cables for each circuit led through a separate route
as far apart as possible so that damage to one cable does not involve damage to the
other. A change over switch is fitted in an approved position to enable power supplies
to be interchanged. One circuit may pass through an emergency switchboard.
Rudders
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In passenger ships where the rudder stock exceeds 230mm, an alternative
steering position remote from the main position is to be provided. Failure of one
system must not render the other system inoperable. Provision made to transmit
orders from bridge to alternative position. The exact position of the rudder must be
indicated at principal steering positions. An efficient braking or locking device must
be fitted to the steering gear to enable the rudder to be held stationary if necessary.
Spring or hydraulic buffer relief valves fitted in steering gear system to protect the
rudder and steering gear against shock loading due to heavy seas striking the
rudder. Suitable stopping arrangements are to be provided so as to restrict the total
travel of the rudder. Stops or cut outs on the steering gear are arranged so that it
operates on a smaller angle of helm than the rudder stops.
Rudder restraint
Since failure of a single hydraulic circuit can lead to unrestricted movement of
the rudder, tiller and rams, repair and recharging may not be possible. Difficulty
arises with which the speed a restraint whether in the form of a mechanical or
hydraulic brake can be brought in to use.
Due to the possibility of considerable damage occurring before it could,
regulations have concentrated on continuity of steering rather than a shut down and
repair solution
Testing and drills
a. Within 12 h before departure, the ship's steering gear shall be checked and tested by
the ship's crew. The test procedure shall include, where applicable, the operation of
the following:
i. the main steering gear;
ii. the auxiliary steering gear;
iii. the remote steering gear control systems;
iv. the steering positions located on the navigation bridge;
v. the emergency power supply;
vi. the rudder angle indicators in relation to the actual position of the rudder;
vii. the remote steering gear control system power failure alarms;
viii. the steering gear power unit failure alarms; and
ix. automatic isolating arrangements and other automatic equipment.
b. The checks and tests shall include:
i. the full movement of the rudder according to the required capabilities of the
steering gear;
ii. a visual inspection of the steering gear and its connecting linkage; and
iii. the operation of the means of communication between the navigation bridge and
steering gear compartment.
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c.
i. Simple operating instructions with a block diagram showing the change-over
procedures for remote steering gear control systems and steering gear power
units shall be permanently displayed on the navigation bridge and in the
steering gear compartment.
ii. All ships' officers concerned with the operation or maintenance of steering gear
shall be familiar with the operation of the steering systems fitted on the ship
and with the procedures for changing from one system to another.
d. In addition to the routine checks and tests prescribed in paragraphs (a) and (b),
emergency steering drills shall take place at least once every three months in order to
practise emergency steering procedures. These drills shall include direct control from
within the steering gear compartment, the communications procedure with the
navigation bridge and, where applicable, the operation of alternative power supplies.
e. The Administration may waive the requirement to carry out the checks and tests
prescribed in paragraphs (a) and (b) for ships which regularly engage on voyages of
short duration. Such ships shall carry out these checks and tests at least once every
week.
f.
The date upon which the checks and tests prescribed in paragraphs (a) and (b) are
carried out and the date and details of emergency steering drills carried out under
paragraph (d), shall be recorded in the log-book as may be prescribed by the
Administration.
