IACS History File + TB, Part A

UI SC242 “Arrangements for steering capability and

function on ships fitted with propulsion and steering
systems other than traditional arrangements for a
ship’s directional control”
Part A. Revision History
Version no. Approval date Implementation date
when applicable
New (Jan 2011) 13 Jan 2011 1 Jan 2012

• New (Nov 2010)

.1 Origin of Change:

; Suggestion by an IACS member

.2 Main Reason for Change:

Criteria for ships using a conventional power operated auxiliary steering gear are
based on the rudder stock diameter.

As azimuth thrusters have no conventional rudder stock there is no criterion for

applying the pertinent SOLAS requirements. Accordingly, it is necessary to develop a
UI with regard to SOLAS II-1/29.3.3 and 29.4.3.

.3 List of non-IACS Member classification societies contributing through the

TC Forum and/or participating in IACS Working Group:

None

.4 History of Decisions Made:

The Form A was approved on 13 June 2005. The industry was consulted for feedback.
The drafts were sent to the following companies.

ABB Azipod (Helsinki, Finland)

Rolls-Royce OyAb (Rauma, Finland)
Rolls-Royce Ab (Kristinehamn, Sweden)
Rolls-Royce AS (Ulsteinvik, Norway)
STEERPROP (Rauma, Finland)
Schottel (Germany)
WPNL (Drunen, Netherland)
Brunvoll AS
Niigata Power Systems Co., Ltd.
IHI Corporation
Nakashima Propeller Co., Ltd.

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 Part B

Kawasaki Heavy Industries Ltd.

Schottel GmbH & Co.KG
Voith Turbo Schneider Propulsion GmbH & Co.
Jastram GmbH & Co.KG
Wartsila

The feedback received is listed below:

Industry comment 1:

3 comments were received from the view point of operating smaller coastal vessel with
main propulsion devices of around 100kW, as given below:

Reg. 29.3: A rotational speed of 0.4rpm is required.

Comment: A common rate of turn for rudder propeller is about 2-3rpm, 0.4rpm would
be too slow.

IACS Response: The 0.4 rpm is equivalent to conventional Steering gear rotating from
35 degrees one side to 30 degrees on the other side within 28s. Therefore this
requirement is just meeting the current rotational speed and is specified as the
minimum.

Reg. 29.4: Specification of 7kn and 0.08rpm slewing speed for the operation of
auxiliary steering arrangements.

Comment: For a small vessel 7kn is nearly the cruising speed. I think a reduction of
speed and higher slewing speed is favourable.

IACS Response: Again, this is a performance objective equivalent to conventional

auxiliary steering gear where it must be possible for the alternative steering
arrangement to rotate the equivalence of the 15 – 15 degrees for conventional
steering gear within 60s at one half of the maximum ahead service speed or 7kn,
whichever is the greater.

Reg. 29.6.1: Redundancy requirements for passenger ships.

Comment: For me the level of redundancy is not clear. For example a ship with two
azimuth thrusters, each with a power take-off for a hydraulic power unit and 3 slewing
motors. What can fail while maintaining full manoeuvrability: (i) a slewing motor or
(ii) a complete hydraulic power unit?

IACS Response: The intent is to ensure that steering is available from at least one
steering device, for example: One azimuth thruster with the required rotational
performance metric met. So for the above example 1, the failure of a complete
hydraulic unit would render one thruster inoperable, the remaining thruster needs to
perform at the required metric. 2, A failed slewing motor(s) may or may not degrade
the slewing rate of one thruster, the intent is to ensure that the performance of the
remaining fully operational thruster meets requirements. Repairs are to be carried out
as soon as possible.

To aid clarity the following definition will be included.

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 Part B

Definition: Steering Gear Power unit – For the purposes of alternative steering
arrangements, the steering gear power unit shall be considered as defined in SOLAS
Reg.II-1/3. For electric steering gears refer SOLAS II-1/3; electric steering motor shall
be considered as part of power unit and actuator.

Note: the UI has been changed with respect to the original draft sent to Industry – See
TB document in Annex 1.

Industry comment 2:

Our pod units to QM2 got reduced propeller shaft torque at high ship speeds at helm
angles over 25° and that has been our internal standard since then. We all know that
MCR and a helm angle of 35° give unwanted and unreasonable high vibration loads to
the pod units.

Regulation 29.3 - Interpretation – “Definition: declared steering angle: … is the helm

angle at which the ship shows a comparable manoeuvring behaviour as with
conventional rudder at 35° helm angle or the helm angle with maximum steering force
where it is intended to use the superior steering capability, without exceeding
manufacturers guidelines for safe operation.”

It is somewhat difficult for us to determine the equivalent helm angle for a pod unit
since we don’t have the corresponding required rudder force at 35° for each project.
We have to ask the ship designer/yard to provide that information for coming projects.
However, it would be interesting to know if a general helm angle corresponding to the
rudder angle of 35°could be established for our pod units. We therefore intend to
make a study with a number of ships, i.e. the ships we have in service with our units
and compare the pod forces with the estimated rudder forces. We have the pod forces
for the following ships with your class - QM2 (where 50% of the pod units are
steerable), the Millennium series and the Ingalls/NYK Crystal Serenity/Pride of America
where all units were azimuthing. Is it possible that LR could estimate the rudder
forces for ships with similar size and power? I believe you can find that in your data
base. We also have the MSC Cruise ships and the French navy ships BPC
Mistral/Tonnere with BV class we could use for comparison.

Our coming New Generation Pod will have higher lateral area and therefore also higher
side force which could lead to a further reduced maximum helm angle at MCR.

IACS response: Noted

Note: the UI has been changed with respect to the original draft sent to Industry – See
TB document in Annex 1.

Industry comment 3:

We have no comment for the document of rudder stock diameter, because our
company already stopped the new construction of apply model "DUCKPELLER".

IACS response: Noted

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 Part B

Industry comment 4:

Main characteristic of steerable thrusters is that thrust and steering capability can be
generated at zero vessel speed.

29.6.1.3 ...single failure in the piping system...

Please explain into more detail what is meant. Normally, in case of twin main units
plus an auxiliary unit, one of the twins may suffer failure and be shut down. The other
twin unit acts as main propulsion, whereas regaining steering capability of the other
unit may take quite some time, if possible at all. Remaining steering capability is
capability of one of the twin units. This is the practical situation.

IACS Response: This is to address the conventional scenario where two power units
are coupled to a common steering gear and failure of one must not result in complete
loss of steering capability, this is not true to duplicated alternative devices. However it
is recommended that the term single pipe failure be changed to “ after a single failure
which renders the alternative steering arrangement inoperable the defect can be
isolated so that steering capability can be maintained or speedily regained”.

29.14
It is accepted that in case of twin propulsion units (ex- two steerable thrusters), one of
these units may be regarded as the alternative power supply. Hence for twin units this
requirement 29.14 is normally fulfilled.

IACS Response: This requirement is dealing with the electrical power supply
arrangements for the auxiliary steering gear for a short period, so for the instance of
two alternative steering devices being fitted one of them must have access to an
electrical supply emanating from the emergency source of power within 45s to cope
with total black out situations.

Industry comment 5:

1. First of all there is nothing in the enclosed papers that collides with our practise.

2. The definitions based on rudder stock diameters are of course not so handy for us,
as most steering columns we make are made either of a welded steel tubes but more
often (for large thrusters) of cast iron of adequate strength and ductility.

3. The strength calculation for these steering columns are either calculated fatigue
endurable against worst-case load (just to simplify the calculation effort) or especially
for higher speed and power applications the operational strength is calculated using
application specific load spectra and application specific limitations of steering angle
and propeller torque/speed. These load spectra are including of course any
force/moment component of thrust, side force, propeller torque and steering torque
and are validated by various measurements in model and full scale.

4. We have also made the experience, that even though the thruster body is not
specifically designed to have a high steering effect when the propeller is switched off,
there is nevertheless a remarkable steering effect in this operation condition down to
slow speeds of few knots 5-7 and therefore an emergency operation of the disengaged
thruster steering gear may be of use in practise.

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 Part B

5. The 2500 kW border would fit for us. Our type 1010 thruster is internally considered
as the smallest thruster for really sea-going applications and is rated min. 1250 kW.
So a standard twin-thruster installation has 2500 kW which fits your proposal.

6. Considering the alternative power supply it is most commonly specified such that
the yard is responsible for the availability of this additional supply incl. the switch.
This is because the standard scope of supply of the thruster maker is normally the
thruster automation cabinet only. Starters and supplies are normally outside the
thruster maker’s supply.

IACS response: The above comments (1- 6) are noted

7. Last, but not least, we would like to have more clearness with respect to the
required steering angles. Our philosophy is of course to have sufficient steering gear
strength and power to allow +/- 35° operation of the steering gear at full ship speed
anyhow. Nevertheless we do recommend and practise various limitations which of
course still allow the ship to fulfil any IMO manoeuvre. Maybe you could address the
admission of steering angle limitations depending on ship speed and propeller
torque/speed limitations depending on steering angle in general. Of course the test of
the steering gear at +/-35° at full speed shall not be touched.

IACS Response: This has been addressed by amending the declaration of the “Declared
Steering Angle”

Definition: declared steering angle: … is the helm angle at which the ship shows a
comparable manoeuvring behaviour as with conventional rudder at 35° helm angle or
the helm angle with maximum steering force where it is intended to use the superior
steering capability, without exceeding manufacturers guidelines for safe operation in
respect to the vessels speed or propeller torque/speed limitation.

Note: the UI has been changed with respect to the original draft sent to Industry and
the above definition has been changed – See TB document in Annex 1.

Industry comments received on the draft Technical Background (TB) documents in

Annex 1.

Industry comment 6:

We fully support the draft interpretation proposals that the IACS working have
presented for SOLAS II-1, Regulation 29, Steering gear and the IMO Resolution
137(76). The draft interpretation proposals will treat thrusters more fairly than before.

We have, however, some comments to the Technical Background (TB) documents in

Annex 1.

Quote
3. Source/derivation of the proposed IACS Resolution
Accordingly the interpretations have been developed upon the following background;
(1) With respect to Reg. 29.3.3, all devices could be operated by power according to
the reason in 2(i).
(2) With respect to Reg. 29.4.3, every ship should have at least 2 complete sets of
devices such that one device can be designated as the auxiliary steering system. A

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 Part B

single device having two independent sets of propulsion machinery (or motors in case
of electric propulsion), steering motors and their control systems may be acceptable.
To duplicate only slewing motors and their control systems is not acceptable according
to the reason in 2(2).
(3) With respect to Reg. 29.14, an alternative power supply sufficient to comply with
Reg. 29.4.2 should be provided for the slewing motor and control system of one device
within 45s for ships with a total propulsive power greater than 2500 kW.
Unquote

Item 3.(2) is unclear in many respects; it is not clear what is meant by the expression
"device". A careless interpretation of the item could lead to an impression that single
Azipods are not acceptable. Such an interpretation is not acceptable to us. We to date
have delivered Azipods to 9 singlepod vessels, classed with some classification
societies. All vessels have worked perfectly; none have experienced any steering
problems.

IACS Response: This is not our intention.

Note: the TB has been changed with respect to the original draft sent to Industry –
See TB document in Annex 1.

.5 Other Resolutions Changes

None

.6 Dates:

Original Proposal: July 2005 Made by the Machinery Panel

Panel Approval: 04 January 2011
GPG Approval: 13 January 2011 (Ref: 9612_IGj)

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 Part B

Part B. Technical Background

List of Technical Background (TB) documents:

Annex 1 TB for New (Jan 2011)

See separate TB document in Annex 1.

◄▼►

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 Part B, Annex 1

Technical Background for UI SC242 New, Jan 2011

1. Scope and objectives

SOLAS II-1/Reg. 29.1 requires every ship to have a main steering gear and an
auxiliary steering gear. In addition, some requirements in Reg. 29 are applicable based
on the required diameter of the rudder stock as shown below:

(i) Reg. 29.3.3 requires that the main steering gear is to be operated by
power when the required diameter of the rudder stock is over 120 mm.
(ii) Reg. 29.4.3 requires that the auxiliary steering gear is to be operated by
power when the required diameter of the rudder stock is over 230 mm.
(iii) Reg. 29.14 requires that an alternative power supply is to be provided for
the auxiliary steering gear, its control system and the rudder angle
indicator when the required diameter of the rudder stock is over 230 mm.

Recently non-traditional steering devices such as azimuth thrusters and water jet
propulsion systems have been utilized in large ocean-going ships. Since these devices
do not have a conventional rudder stock, the requirements above are not applicable
directly.

Further, additional clarification was needed for application of the requirements to

installations with multiple rudders or thrusters.

2. Engineering background for technical basis and rationale

To develop interpretations to address the above requirements, it is necessary to

consider the special characteristics of these non-traditional steering devices such as;

(i) They are operated by power without exception, and

(ii) Their main steering ability is expected when the device generates a thrust,
while the traditional steering gear may keep some amount of the ability in
the ship’s wake produced by its inertia even when the main propulsion
machinery suddenly stops. However, it has been demonstrated that the
struts from large azimuthing propulsors do provide some steering
capability at low speeds without propulsive forces.

3. Source/derivation of the proposed IACS Resolution

Accordingly the interpretations have been developed upon the following background;

(1) With respect to Reg. 29.3.2, considering the higher steering effect from
thrusters, these and similar devices shall only be required to be operated up to
declared steering angle limits, or equivalent (e.g thrust vector direction limits), other
than 35° /30°; due to different limit angles, the minimum rotational speed is to be
defined as angular speed; reference to deepest seagoing draft has been removed,
because this in not always possible, and also considering that the thrusters typically
are fully submerged at any draft.
(2) With respect to Reg. 29.3.3, all devices could be operated by power according to
the reason in 2(i).
(3) With respect to Reg. 29.4.2, reference to deepest seagoing draft has been
removed also for the auxiliary steering arrangement, because this in not always
possible, and also considering that the thrusters typically are fully submerged at any
draft.
(4) With respect to Reg. 29.4.3, criteria considered equivalent to the required
diameter of rudder stock being larger that 230 mm was developed, being a propulsive
power greater than 2500 kW per thruster unit.
(5) With respect to Reg. 29.6.1, the application of the regulation was clarified, in
respect of installations with multiple rudders or thrusters, in that a passenger ship is to
maintain full steering capability even after failure of one power unit, and thus
redundant power units are to be fitted for each of the multiple rudders or thrusters.
Additionally, in order to cope with stuck rudder or thruster due to a failed system,
there are to be means to regain ship manoeuvrability by placing the failed
rudder/thruster in neutral position.
(6) With respect to Reg. 29.14, a criteria considered equivalent to the required
diameter of rudder stock being larger that 230 mm was developed, i.e. an alternative
power supply sufficient to comply with Reg. 29.4.2 should be provided for the slewing
motor and control system of one device within 45s for ships with a propulsive power
greater than 2500 kW per thruster unit; this requirement is applicable only to steering
systems having a certain proven steering capability due to vessel speed, when
propulsion power has failed, because there is no scope in azimuthing a thruster or
similar system which is not capable of providing any directional effect in the absence of
propulsion power.

The addition of the propulsive power requirement within 3(3) in respect to Regulation
29.4.3 and 29.14 originated from an investigations of many classed ships have
indicated that most ships where the rudder stock is required to be some 230 mm have
an installed propulsive output between some 2500 and 6000 kW per thruster unit as
shown in Fig.1. Therefore it is considered that only ships with propulsion output above
2500 kW per thruster unit are to fulfil the requirements related to alternative power
supply for steering.

It should also be taken into account that small ships after 45 sec with the propulsion
system being inoperable will have significantly reduced advance speed.
 Installed Propulsion Power

20000
Propulsion Power [kW]

Single screw
18000
Tw in screw (total)

Tw in screw (per unit)

16000

14000

12000

10000

8000

6000

4000

2000

0
150 160 170 180 190 200 210 220 230 240 250 260 270 280 290

Required Rule Rudder Stock Diameter [mm]

Figure 1 Required rudder stock diameter as a function of propulsion power

4. Summary of Changes intended for the revised Resolution:

Not applicable

5. Points of discussions or possible discussions

None

6. Attachments if any

None