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

6. Emergency steering gear operation?

In the case of Telemotor failure, by switching the change over pin, Emergency
steering can be carried out by isolating the Receiver Cylinder and directly
controlling the connecting rod of the Main Steering Power Unit's pump lever.
The emergency Rudder angel indicator and communication system to Bridge being
provided at the Emergency station.
In case of electrical telemotor failure
􀁒Put bridge control to manual
􀁒Emergency steering gear system is operated by (solenoid button) whether port
or starboard. Rudder angle indicator and communication system between
steering room and bridge must be provided.

Emergency steering gear operation.

1. Disconnect auto pilot system.
2. Took out change over pin from attachment with telemotor receiver & fit to the
hand gear.
3. Communication system with telephone from steering gear room to
bridge.

Steering gear test & maintenance.

Control test - Just prior to 1hour before departure of vessel.
12 hour before departure.
􀀱Operation of main & auxiliary steering gear.
􀀱Operation of remote control system.
􀀱Operation of emergency power supply.
􀀱Alarm test.
􀀱Actual rudder angle & indicator.
􀀱Communication system.(Bridge, Engine room & Steering gear room)

Every 3 months interval.

􀀱Emergency steering gear drill at steering gear room to bridge with
sound communication system.
Types of pump used in hydraulic steering system ?
Motor driven constant speed variable stroke delivery pumps. There are two
types.
􀁀Radial piston type ( hele- shaw pump )
􀁀Axial piston type ( swash plate pump )

8. Advantages of rotary vane type over ram type ?

􀁀Smaller space required
􀁀Low installation cost
􀁀Low in weight
􀁀Smaller power required, for the same load, because it can transmit
pure torque to the rudder stock.

9. Disadvantages
Synthetic rubber backed steel sealing strips at vane tops are not strong
enough for large ship gear.
Can be used for rudder stock ratings of about 1700 KNm and less torque
generated by two ram is 120 to 160 KNm and for four ram 250 to
10,000KNm.
10. Test required before departure ?
Steering gear should be checked at least one hour prior to departure.
􀁀Telemotor transmitter oil level to be checked
􀁀Oil level of actuating system tank should be checked and replenished if
necessary.
􀁀Rudder carrier bearing and bottom sea gland checked and greased.
􀁀Start pump and check response of the gear
 􀁀Check
abnormal noise and heat
􀁀Check load carrying and running of the gear

( swing from port 35 to STB 30 within 28 sec )

11. Properties of telemotor hydraulic fluid ?
Good quality mineral lubricating oil is used.
Its properties are-
􀁀Low pour point (-50°C)
􀁀Low viscosity ( to reduced fractional drag, but not too thin to mate gland
sealing, 30 Redwood Secs at 60°C)
􀁀High viscosity index (110)
􀁀High flash point (150°C closed)
􀁀Non sludge forming
􀁀Non corrosive
􀁀Good lubricating properties
􀁀Specific gravity 0.88 at 15.5°C

12. Purpose of buffer spring ?

To prevent the damages of the control system.
13. Requirements for steering gear ?
􀁀To move the rudder in either direction instantly when required
􀁀Should come to reset immediately in the position corresponding to that
shown on indicator on the bridge.
􀁀Provision must be made to protect the steering gear from damage should a
heavy sea strike the rudder.
􀁀The design should be sample, the construction robust and its performance
reliable at all times.

14. Purpose of swivel block ?

To convert linear movement of the rams to the rotary movement to the tiller arms
and rudder stocks.
15. Explain ward Leonard system ?
It is the one types of electrical steering gear system. Which control the speed of
DC motor from zero to maximum in either directions.
16. In four rums type steering gear system, what unit you make in service when
one cylinder damage ?
If one cylinder damage, four rams steering gear can be used as two rams type
steering gear.
First place the rudder at mid position. Isolate the circuit valves of two cylinder
inlet.
One cylinder is defective and another one, but they are not in diagonal position.
Open the vent at that cylinder.
17. Purpose of buffer spring ?
Compiled by Min Zar Tar 2/14/2005 10:49 AM REFERENCE FOR M.O.T 2nd
Class Part B (Oral) 66

How to prevent motoring of standby pump when idle.

In the case of gears with duplicated variable stroke pumps, in order to be able to
bring a standby unit quickly into operation, the pump stroke
mechanisms are permanently coupled together and both pumps are left
open to the hydraulic circuit. Thus it is only necessary to start up a motor
for the stand by pump to be operative. It is usual to run both pumps in
restricted navigation waters. As a variable stroke pump can operate as a
motor if pressure oil is applied to one side while it is on stroke, it is
necessary to prevent wind milling or rotation of the pump which is on stand
by duty.
Otherwise, the output of the operation pump, instead of moving the
steering gear would be used up in rotating the stand by pump.
One method to prevent this,is using a fixed ratchet is provided concentric
with the pump driving shaft. Pawls that can engage this ratchet are carried
in the drive coupling. When the pump is on stand-by the pawls engage with
the ratchet and prevent rotation when oil on the delivery side of the
operating pump is on pressure. In this condition the tendency to motor the
stand by pump will always be against its normal direction of rotation. As
soon as the pump is started, rotation being in the opposite direction, the
pawls disengage and by centrifugal action fling out against the inner flange
of the coupling completely clear of the ratchet. When a pump is on stand-by
and the rudder is being driven by water pressure in the direction in which it
is being moved so as to generate pressure on what is normally the suction
side of the operating pump, this will cause the stand by pump to rotate in
its normal running direction. This means that the pawls will disengage and
the pump will be motored round, allowing the rudder to move more quickly
to a new steering position than the single operating pump will allow.
Another method of protection against rotation of the stand by pump is to fit
Servo pressure operated automatic change over valves in the pipelines;
these ensure that the pump can only be started in the unloaded condition
(neutral) and in addition prevents the stand by pump from being motored
by the pump in service.
On some ships it has been discovered that the ball bearing races on the
stand-by pump have been failing due to brinelling of the ball bearings,
caused by ship vibrations, and in these cases it is usual to fit devices which
allows the stand by pump to be motored slowly.
When fixed delivery pumps are duplicated in supplying oil to a common
hydraulically operated control valve, an automatic change over valve can be
fitted which will isolate the stand by pump when it is at rest, but will
connect it to the actuator when the pump is started up.
Drive Back Due To Heavy Sea's
Heavy seas acting on the rudder can force the actuator against the hydraulics
sufficient to lift the relief v/v, in which case the rudder will move.
Hunting gear will tend to return the gear to its correct position.

When carry out emergency steering system ?

􀁀Every voyage (UHA)
􀁀Once at least within 3 Months (SOLAS)
􀁀@ Survey

Daily check in steering gear room

􀀱Pressure gauge of steering pump.
􀀱Motor ampere on the steering switch board & motor hand touch feeling
􀀱Noise and vibration.
􀀱Oil level in tank
􀀱Oil leakage in system
􀀱Grease in rudder carrier bearing
􀀱Check the bottom seal gland whether good or not.

Steering system regulation.

􀀻Every ship shall be provided with a main steering gear and an auxiliary steering gear. The failure of one of
them will not render the other one inoperative.
􀀻Relief valves shall be fitted to any part of the hydraulic system.
􀀻The main steering gear and rudder stock shall be:
A of adequate strength and capable of steering the ship at maximum ahead service speed.
A capable of putting the rudder over from 35' on one side to 35' on the other side with the ship at its
deepest sea going draught and running ahead at maximum ahead service speed and, under the same
conditions, from 35' on either side to 30' on the other side in not more than 28 seconds.
A So that they will not be damaged at maximum astern speed.
􀀻The auxiliary steering gear shall be:
A of adequate strength and capable of steering the ship at navigable speed and of being brought speedily
into action in an emergency.
A capable of putting the redder over from 15' on one side to 15' on the other side in not more than 60
seconds with the ship at its deepest seagoing draught and running ahead at one half of the maximum
ahead service speed or 7 knots, whichever is the greater.
􀀻In every tanker, chemical tanker or gas carrier of 10,000 gross ton and upwards and in every ships of 70,000
gross ton and upwards, the main steering gear shall comprise two or more identical power units.

Essential requirement for steering gear.

a To move the rudder in either direction instantly, when required.
a Should come to rest immediately in the position corresponding to that shown on indicator.
a Provisions must be made to protect the steering gear from damage should a heavy sea strike the rudder.
a The design should be simple, the construction robust and its performance reliable at all times.

Tests required before departure.

a Steering gear should be checked at least one hour prior to departure.
a Telemotor transmitter oil level to be checked.
a Oil level of the actuating system tank should be checked and replenished if necessary.
a Rudder carrier bearing and bottom sea gland checked and greased.
a Start pumps and check response of the gear.
a Check load carrying and running of the gear.

Steering Gear

Rudders

A rudder allows the ship to turn, simple plates have been superseded by plates welded to cast
or fabricated frame. Rudders are hollow and so provide for some buoyancy . In order to
minimise the risk of corrosion internal surfaces are provided with a protective coating
and some are even filled with foam. A drain plug is provided to allow for the drainage of
water , enable internal inspection to be made using fiber optic device and even allow for
the limited application of a protective coating. Plates are welded to the frames
internally in order to provide flush fitting , the final closing plate must be welded
externally. A means of lifting is provided taking the form of a tube as close to the center
of gravity as possible. Rudders are tested to a pressure head 2.4m above the top of the
rudder.

If the rudder has its entire area aft of the rudder stock then it is unbalanced .A rudder with
between 20 and 40% of its area forward of the stock is balanced since there will be
some angle at which the resultant moment on the stock due to the water force will be
zero. Most modern rudders are of the semi-balanced design. This means that that a
certain proportion of the water force acting on the after part of the rudder is counter
acted by the force acting on the for'd half of the rudder; hence, the steering gear can be
lighter and smaller. A rudder may lift due to the buoyancy effect, the amount of lift is
limited by the jumper bar fitted to the stern frame. The jumper/rudder clearance must
be less than the steering gear cross head clearance to prevent damage. A rudder is
supported by means of a bearing pintle or a lower bearing depending upon the design.
Where a lower bearing is employed the rudder is actually supported on split bearing
rings fitted on the lower face of the rudder and the upper face of the sole piece ( the
extended lower section of the stern frame upon which the rudder sits)
SEMI BALANCED RUDDER

Semi balanced rudder with rudder horn

Fully balanced rudder

To reduce the amount of torque required to turn a rudder the pivot point is moved back from
the leading edge. The amount of torque then varies depending on the angle of attack.
Zero torque leads to instability with rudder moving within its clearances.
Spade Rudder

The reduced diameter at the upper part is purely to transmit torque. The lower section must
also support bending moments and hence increased diameter. With twin rudder ships
the inner rudder must turn through a greater angle than the outer. This is achieved by
having the tiller arm at an angle to the centre line of the rudder.

It is possible to have the blades angled in or out when the wheel is amid ships to increase
propulsive efficiency.