STEERING GEAR – REGULATIONS, TYPES, STABILISERs

Requirements for testing steering gear prior to departure.

Requirements for instructions.

Officers competence in steering gear operation / maintenance.

Requirements for testing emergency steering gear drills.

Reduced requirements for ships on short voyages.

Recording of tests and drills

Within 12 hours 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:
the main steering gear; the auxiliary steering gear; the remote steering gear
control systems; the steering positions located on the navigation bridge; the
emergency power supply; the rudder angle indicators in relation to the actual
position of the rudder; the remote steering gear control system power failure
alarms; the steering gear power unit failure alarms; and automatic isolating
arrangements and other automatic equipment
The checks and tests shall include:
the full movement of the rudder according to the required capabilities of the
steering gear; a visual inspection for the steering gear and its connecting linkage;
and the operation of the means of communication between the navigation bridge
and steering gear compartment.
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
compartment.
All ships' officers concerned with the operation and/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
In addition to the routine checks and tests prescribed in paragraphs 1 and 2,
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 within the steering gear compartment, the communications procedure
with the navigation bridge and, where applicable, the operation of alternative
power supplies
The Administration may waive the requirements to carry out the checks and tests
prescribed in paragraphs 1 and 2 for ships which regularly engage on voyages of
short duration. Such ships shall carry out these checks and tests at least once
every week.
The date upon which the checks and tests prescribed in paragraphs 1 and 2 are
carried out and the date and details of emergency steering drills carried out
under paragraph 4, shall be recorded
In addition to the routine checks and tests prescribed in paragraphs 1 and 2,
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 within the steering gear compartment, the communications procedure
with the navigation bridge and, where applicable, the operation of alternative
power supplies.
The Administration may waive the requirements to carry out the checks and tests
prescribed in paragraphs 1 and 2 for ships which regularly engage on voyages of
short duration. Such ships shall carry out these checks and tests at least once
every week
The date upon which the checks and tests prescribed in paragraphs 1 and 2 are
carried out and the date and details of emergency steering drills carried out
under paragraph 4, shall be recorded.
Reg. 26 applies to all ships which proceed to sea except for UK-flagged pleasure
vessels of less than 150 gt. Replaces and revises SOLAS V/74 Regulation 19-2.
Regulations 24, 25 and 26 supersede the Merchant Shipping (Automatic Pilot
and Testing of Gear) Regulations 1981 (SI 1981 no. 571) and together with the
Guidance Notes supersede MGN 54 - "Use of Automatic pilots
(Heading Control Systems).

Circumstances when more than one steering power unit required.

In areas where navigation demands special caution, ships shall have more than
one steering gear power unit in operation when such units are capable of
simultaneous operation.
Reg. 25 applies to all ships which proceed to sea except for UK-flagged pleasure
vessels of less than 150 gt.
Replaces and revises SOLAS V/74 Regulation 19-1.
Regulations 24, 25 and 26 supersede the Merchant Shipping (Automatic Pilot
and Testing of Gear) Regulations 1981 (SI 1981 no. 571) and together with the
Guidance Notes supersede MGN 54 - "Use of Automatic pilots (Heading Control
Systems)

Tankers and Chemical and Gas Carriers

Every tanker, chemical carrier or gas carrier of 10,000 tons or more shall be fitted
with

(a) an indicator that shows the exact angular position of the rudder
independently of the remote steering gear control system;

(b) alarms that sound in the event of the failure of any steering
power unit;
 (c) steering gear power units that can be brought into operation
automatically or manually from the navigating bridge; and

(d) a means of communication between the navigating bridge and

the steering gear compartment that is suitable for use in the normal
ambient noise conditions and capable of being operated
independently of the ship's main power supply.

Instructions

A ship fitted with a remote steering control mechanism or a steering gear power
unit shall have permanently displayed on the navigating bridge and in the
steering gear compartment of the ship simple operating instructions and a block
diagram showing the change-over procedures for that mechanism or unit.

Use of the Automatic Pilot

7. Where the automatic pilot of a ship is used, in an area of high traffic density,
under conditions of restricted visibility or in any other hazardous navigational
situation, means shall be provided to enable the immediate change-over from
automatic to manual steering.

8. In any situation described in section 7, the person in charge of the deck watch
shall ensure that the services of a qualified helmsman are available at all times to
take over steering control.

9. The change-over from automatic to manual steering of a ship and vice versa
shall be made by or under the supervision of a person qualified to be in charge of
a deck watch.

10. The manual steering of a ship shall be tested

(a) at least once a day after continuous use of the automatic pilot;
and

(b) before the ship enters any area where navigation demands
special caution.

Operation of Steering Gear

Where a ship is equipped with two or more steering gear power units that are
capable of simultaneous operation, the ship shall have at least two of those units
in operation in areas where navigation demands special caution.

Steering Gear--Testing and Drills

Subject to section 13, within 12 hours before the departure of a ship, the steering
gear of that ship shall be checked and tested and such checks and tests shall
include

(a) the operation of

(i) the main steering gear,

(ii) the auxiliary steering gear, except where such

gear includes tackle,

(iii) the remote steering gear control systems,

(iv) the steering controls located at different positions

on the navigating 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 required for the steering gears,

(b) the full movement of the rudder according to the required

capabilities of the steering gear;

(c) a visual inspection of the steering gear and its connecting

linkage; and

(d) the operation of the means of communication between the

navigating bridge and steering gear compartment.

For a ship that regularly plies on voyages of less than one week, the checks and
tests referred to in section 12 shall be carried out at least once every week.

All ship's officers concerned with the operation and maintenance of the 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.
In addition to the checks and tests referred to in section 12, emergency steering
drills that do not include the use of tackle shall be carried out at least once every
three months in order to practise emergency steering procedures and shall
include direct control from within the steering gear compartment, the
communications procedure with the navigating bridge and, where applicable, the
operation of alternative power supplies.

The date on which the checks and tests referred to in section 12 are carried out
and the date and details of emergency steering drills carried out pursuant to
section 15 shall be recorded in the log book.

STEERING GEAR
a) On ships with a gross tonnage of 10,000 GT and over, it must be possible to
operate the steering gear from the emergency source of electrical power for at
least 30 minutes without interruption.
b) On ships with a rudder stock diameter of more than 230 mm (at the height of
the tiller, without ice strengthening) and with a gross tonnage of less than
10,000 GT, it must be possible to operate the steering gear from the
emergency source of electrical power for at least 10 minutes without
interruption.
c) The supply to the steering gear from the emergency source of electrical power
must ensure that the conditions for auxiliary steering gears under SOLAS
1974/88, chapter II-1, regulation 29, No. 4.2 are complied with (chapter II-1,
regulation 29, No. 14). The steering gear includes the control systems and the
rudder angle indicators.
The supply of power by the emergency power supply can be dispensed with if
the steering gear compartment is equipped with an independent power source
for the steering gear which switches on automatically within 45 seconds.

TYPES OF STEERING GEAR

ACTUATOR TYPE

The Actuator type of steering gear provides the reliability and redundancy
required for many naval applications, and uses two actuator systems to provide
single rudder operation. With one actuator bypassed, 50 per cent of the torque is
still available.
The actuator design means fewer interface surfaces with the ship as the anchor
brackets can be welded directly onto the hull cartridge, which also makes
installation less tolerance critical. The steering gear is available with pressure-
compensated or proportional systems

Features and benefits

Maximum redundancy for continued safe operation

Can be configured to meet specific requirements

Available with pressure compensated or proportional hydraulics

HYDRAULICCYLINDERS

Application:
Hydraulic cylinders are destined for
operation in the hydraulic systems as
executing elements. They are used in
appliances working ashore and on
board of the vessel.

Execution:

Piston hydraulic cylinders of double-action, Plunger hydraulic cylinders of

single-action, Telescopic hydraulic cylinders of single-action, Telescopic
hydraulic cylinders of double-action, Special executions – independently of
fixed,

ROTARY VANE
 Compact ,Low weight ,Easy installation ,Easy maintenance High positioning
accuracy ,Simple and robust components

FLAP RUDDERS

Features and benefits

Superior steering abilities,Minimum installation time High reliability

Custom built to fit hull ,Suits all types of steering gear

Conventional Rudders are the result of years of experience in ship

design and hydrodynamics. Key characteristics are reliability, excellent
manoeuvring and low life cycle cost. Rudders are produced as full
spade rudders with three standard profiles to ensure optimal
manoeuvring for various types of vessel.
Features and benefits

Easy installation ,Easy maintenance ,Custom built to fit hull

Optimal performance ,Suits all steering gear

Rudder type CB is designed for lower speeds. A bulbous profile and

large vane end plates improve low speed manoeuvrability. Type CM
is designed for medium speeds. The profile is optimized to provide
good manoeuvrability with propulsive efficiency, with a tapered or
rectangular blade. The Type CS is designed for higher speeds. The
slim profile increases overall propulsive efficiency and reduces
cavitation risk. The blade is tapered with rounded corners.

A newly developed system in which a hubcap is fitted to the propeller

hub, and a bulb is incorporated in a rudder, which has a twisted
leading edge. The improved flow of water from the propeller over the
rudder gives improved steering and control, and also reduces fuel
consumption.

Features and benefits

Higher propulsive efficiency ,Better manoeuvrability ,Reduced fuel

consumption ,Conventional ship hull forms can reap benefits ,No
additional moving parts ,Less noise and vibration
 Non-retractable stabilisers

Retractable stabilisers

Stabilisation-at-rest

Steering.gears.of.piston.type

Piston type steering gears of rated torque

Mnom = 6,3 ÷ 2500 kNm, designed for all
type of seagoing ships including
passenger ships, tankers, chemical
tankers and gas carriers. There are 2 or 4
cylinder steering gears. The 2 cylinder
steering gears are equivalent to 4 ram
steering gears. They meet SOLAS 1974 Convention with all later
amendments and are built according to the rules and under the supervision of
the following Classification Societies: ABS, BV, DNV, GL, LR, PRS, RMRS.
Rules and an approval of other Classification Societies. The steering gears have
a double hydraulic system automatically divided into subsystems in case of a
single failure.
When the oil leakage occurs as a result of pipeline or other hydraulic element
failure, the damaged part of the system is automatically isolated and the steering
gear remains efficient and ensures continuous ship’s control.

Considering types of applied pumps and the range of rated torques steering
gears are divided into two groups:

steering gear maximal with constant gear pumps of rated torque M nom = 6,3 ÷
320kNm

steering gear maximal with variable multi-piston pumps of rated torque

Mnom = 500 ÷ 2500kNm.

Steering gear maximal torque Mmax = 1,25 Mnom.

Steering gear consists of the following main units:

rudder actuator:

split tiller joined with 4 bolts or conically holed tiller for hydraulic fit,

2 or 4 piston type cylinders,

elements connecting tiller with cylinders: bolts, eyes, connecting links,

etc.

two identical pump units with indispensable valve blocks, valves and
hydraulic fittings:

free-standing with constant delivery gear pumps for steering gears

from size MS320,

directly placed on the steering gear cylinders for steering gears from
size MS500,

oil spare tank with hand pump,

 electrical equipment of electric motors drive and signalling system. All
required alarms are in accordance with the Class Rules.

Steering gears from size MS200 are fitted with fan air/oil coolers preventing
against oil temperature excessive increase especially in tropical climates. The
steering gears are designed to mate with electrical remote control system.

The steering gears elements mating directly with remote control system are as
follows:

• 4 way/ 3 position “ON-OFF” solenoid directional control valve for each

pump for steering gears with constant delivery gear pumps up to size
MS320,
• 4 way/ 3 position “ON-OFF” solenoid directional control valve or 3 position
proportional solenoid directional control valve for each pump of steering
gears with multipiston variable delivery pumps A4VG... (REXROTH) from
size MS500.

Directional valves are fitted with hand local control levers.

STEERING GEAR
CYLINDERS
The steering cylinders have chrome-plated cylinder bores and
chrome-plated stainless steel piston rods. The piston is fitted with
"U" cup type piston seals. Piston rods and cylinder anchors are
fitted with spherical bearings. The steering gear is capable of
moving, stopping and holding both rudders at any angle,
while moving ahead or astern in free route at full propeller
revolutions per minute and is capable of moving rudders from 45
degrees on either side to 40 degrees on the other side in 28
seconds.
HYDRAULIC POWER UNIT
The hydraulic power unit is based on a single tank with two (2)
separate compartments. Each motor/pump draws oil from the
compartment beneath it and discharges into a common return
header that returns oil to both compartments through (25) micron
filters.
This provides maximum cooling by circulating oil through both
compartments. The center bulkhead between compartments has
overflow ports at top so oil entering compartment for which motor
is not running overflows back into running motor compartment.
The compartment for running motor will show an oil level several
inches lower than the other. The return header has a ball valve in
center that is normally open. By closing this valve, all oil returns to
the same sump it was pumped from while the other is being
serviced, including draining the compartment. The hydraulic oil
reservoirs have a capacity of 110 percent of the hydraulic system.
Each tank compartment is fitted with an oil level switch, which is
set to operate about (5) inches below tank top or when oil reaches
bottom of sight glass.
DIRECTIONAL VALVE ASSEMBLY
Oil from pump flows to the manifold directional valve assembly.
Oil flows through an in-line (65) PSI check valve that provides the
back pressure (pilot pressure) required to operate the directional
valve spool. Oil from pump flows to a port in manifold block then
into relief valve contained in the module, sandwiched between
manifold and directional valve. The system relief valve is set at
1,100 PSI. From relief valve oil flows into the directional valve
and back through relief and manifold where it exits and on to the
back pressure check valve.
PILOT DIRECTIONAL VALVE
The small electric solenoid pilot directional valve directs oil to
shift the main directional spool just below it. The system may be
operated during emergency or during testing by shifting the
direction valve spool manually. To do this, use a tool such as a
Phillips Screwdriver to push in on the small plunger located in the
end of the small piloting electric solenoid valve. This causes the
directional valve to respond exactly as though it has been
energized by an electrical current.

COUNTERBALANCE VALVES
On the backside of each manifold are two (2) modified
counterbalance valves. These valves act to hold the steering
cylinders in position and prevent cylinders from moving
ahead of oil flow from pump.
CROSSPORT RELIEF VALVES
The hydraulic system is equipped with two crossport relief valves,
which have a setpoint of 1300 PSIG. The purpose of the valves is
to prevent over pressurization of the system and cylinders in the
event there is no demand for rudder movement {pump discharge
ported directly to the sump via the 4-way valve) and an external
force is applied to the, rudders causing system pressure to reach
1300 PSIG. The valves allow pressure to be relieved to the sump.
common return header that returns oil to both compartments
through (25) micron filters. This provides maximum cooling by
circulating oil through both compartments. The center bulkhead
between compartments has overflow ports at top so oil entering
compartment for which motor is not running overflows back into
running motor compartment. The compartment for running motor
will show an oil level several inches lower than the other. The
return header has a ball valve in center that is normally open.
By closing this valve, all oil returns to the same sump it was
pumped from while the other is being serviced, including draining
the compartment. The hydraulic oil reservoirs have a capacity of
110 percent of the hydraulic system. Each tank compartment is
fitted with an oil level switch, which is set to operate about (5)
inches below tank top or when oil reaches bottom of sight glass.
DIRECTIONAL VALVE ASSEMBLY
Oil from pump flows to the manifold directional valve assembly.
Oil flows through an in-line (65) PSI check valve that provides the
back pressure (pilot pressure) required to operate the directional
valve spool. Oil from pump flows to a port in manifold block then
into relief valve contained in the module, sandwiched between
manifold and directional valve. The system relief valve is set at
1,100 PSI. From relief valve oil flows into the directional valve
and back through relief and manifold where it exits and on to the
back pressure check valve.
PILOT DIRECTIONAL VALVE
The small electric solenoid pilot directional valve directs oil to
shift the main directional spool just below it. The system may be
operated during emergency or during testing by shifting the
direction valve spool manually. To do this, use a tool such as a
Phillips Screwdriver to push in on the small plunger located in the
end of the small piloting electric solenoid valve. This causes the
directional valve to respond exactly as though it has been
energized by an electrical current.
COUNTERBALANCE VALVES
On the backside of each manifold are two (2) modified ounterbalance
valves. These valves act to hold the steering cylinders in position and
prevent cylinders from moving
ahead of oil flow from pump.
CROSSPORT RELIEF VALVES
The hydraulic system is equipped with two crossport relief valves,
which have a setpoint of 1300 PSIG. The purpose of the valves is
to prevent over pressurization of the system and cylinders in the
event there is no demand for rudder movement {pump discharge
ported directly to the sump via the 4-way valve) and an external
force is applied to the, rudders causing system pressure to reach
1300 PSIG. The valves allow pressure to be relieved to the sump
STEERING SELECTOR SWITCHBOX
The Steering Selector Switchbox, located on the forward bulkhead
of the Steering Gear Room, determines whether control of the
steering systems (port and stbd) is in the Steering Gear Room or
the Pilot House. It has a three (3) position selector switch (PORT
AFT, STBD AFT AND FWD); it also incorporates local NFU
ontrol for the port and stbd. Steering systems.During normal
operation, the selector switch will be in the FWD position, llowing
port and stbd. Steering gear start/stop control by the system
selector switch module of the gyropilot helm unit located in the
Pilot House console; it also transfers operational control to the
Pilot House. In local control (PORT AFT, STBD AFT) the steering
gear is started at the local controller. Control of the steering gearis
accomplished by the local NFU control for the selected system.

AMENDMENTS(RECENT)

Regulation 29, Art. 1:

. . . The main steering gear and the auxiliary steering gear shall be so arranged
that the failure of one of them will not render the other one inoperative.

Regulation 29, Art. 6.1.3:

. . . 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
capability can be maintained or speedily regained.

Regulation 29, Art. 12.2:

. . . a low-level alarm for each hydraulic fluid reservoir to give the earliest
practicable indication of hydraulic fluid leakage. Audible and visual alarms shall
be given on the navigating bridge and in the machinery space where they can be
readily observed; and Regulation 29, Art. 12.3:
. . . A fixed storage tank having sufficient capacity to recharge at least one power
actuating system including the reservoir, where the main steering gear is
required to be power-operated. The storage tank shall be permanently connected
by piping in such a manner that the hydraulic systems can be readily recharged
from a position within the steering gear compartment and shall be provided with a
contents gauge.
The modular concept of configuration for the Sperry Marine steering systems uses
standard components configured in almost any required arrangement
INTEGRATED STEERING SYSTEM

SAFEMATIC
Automatic isolation system for 4-cylinder / 2-ram type steering gears.
Designed acc. to latest rules of class. societies and IMO for automatic isolation of one
cylinder group in case of leakage, failure or emergency. A must for tankers

Connectible to all HATLAPA 4-cylinder steering gears allow automatic emergency

operation with two independent mechanical and hydraulical systems In case of pipe burst
or other defects involving oil leaking, the leakage can be isolated and steering capability
is maintained with two cylinders and one pump unit The ship's manoeuvrability is
restored immediately and loss of hydraulic fluid is kept to a minimum, due to the very
short time required for automatically detecting, isolating The HATLAPA SAFEMATIC
detects, isolates and switches off the defective system automatically within a few
seconds. Steering gear remains operational with the remaining system and switching over
All HATLAPA 4-cylinder steering gears have still their hand operated stop valves for the
same purposes

7.2. Steering Gear Principles

7.8.1 state that the gear is vital to the safety of a ship; it must function correctly
and be properly serviced and maintained
7.8.2 state that there must be two independent means of steering
7.8.3 state that alternative control of the steering gear must be provided in the
steering gear compartment
7.8.4 draw a line and block diagram to represent the major component of a
steering system showing;
7.8.4.1 the steering-wheel transmitter –located in the bridge space
 7.8.4.2 the rudder-control receiver unit-located aft in the steering
compartment
7.8.4.3 the systems conveying the transmitter signal to the receiver
7.8.4.4 the power system which moves the rudder
7.8.4.5 the rudder-control feedback to the system
7.8.5 state that the function of the receiver is to act on the signal from the
transmitter and through a control element to operate the rudder power
system
7.8.6 state that the rudder power system can be hydraulic or electrical
7.8.7 identify the particular requirements of oil tankers

7.3. Steering Gear Hydraulic Control Systems

7.9.1 describe the transmitter, receiver and associated pipes and valves, etc. as a
telemotor system
7.9.2 state that for reasons of safety, two independent pipe systems are used
between the transmitter and the receiver
7.9.3 describe a telemotor system using single line diagrams, showing how:
7.9.3.1 fluid is displaced by movement of the steering wheel
7.9.3.2 fluid displacement at the receiver affects the control element of the
rudder power system
7.9.4 describe the properties required of telemotor fluid
7.9.5 explain how, in telemotor system:
7.9.5.1 deficiency of fluid is made up automatically and manually
7.9.5.2 excess pressure is relieved
7.9.5.3 an imbalance of pressure can be corrected
7.9.5.4 tests are made for leaks
7.9.5.5 air and other gases are bled from the system
7.9.6 explain the importance of maintaining the system free of air and other
gases
7.9.7 explain the importance of maintaining the system leak-free

7.4. Steering Gear Electrical Control

7.10.1 describe the principles of operation of an electrical control system

7.5. Hydraulic Power-Operated Rudder Systems

7.11.1 explain that the systems can be principally cylinders and rams or a radial-
vane motor
7.11.2 sketch, using lines and block diagrams, the system of cylinders and rams,
showing how, with a pair of rams in line and two rams in parallel
hydraulic pressure actuates the rudder through a crosshead or trunnion and
tiller-arm assembly
7.11.3 state that, in a radial-vane-type system, hydraulic pressure acts on radial
vanes attached to the rudder stock, this producing movement of the rudder
7.11.4 describe normal operation of rudder drive pumps and system indicating
which valves are open and which are closed
7.11.5 state the materials normally used in the main components in the above
objectives

7.6. Hydraulic Power Rotary Pumps

7.12.1 state that rotary positive-displacement pump is used to obtain
displacement of fluid and produce movement of the rudder
7.12.2 state that the pump in the above objective is driven by an electric motor
7.12.3 describe the principle of operation of a radial cylinder pump
7.12.4 describe the principle of operation of a swash-plate pump
7.12.5 describe how the pumping action is controlled:
7.12.5.1 by linkage to the telemotor receiver and
7.12.5.2 by linkage to the rudder, for feedback control

7.5.13 describe with the aid of single line sketch, how the pump is controlled to
move the rudder from one position to another
7.5.14 state that the fluid in the system must be the correct mineral-base oil
which is clean and free of moisture
7.5.15 explain how the reserve of fluid in the system is checked and how make-
up is achieved
7.5.16 explain how shocks to the system from wave action on the rudder are
absorbed
7.5.17 explain the conditions which may require the use of one or two pumps in
normal operation
7.5.18 describe how a steering system is tested prior to leaving port with
reference to IMO recommendations

7.7. Electric Steering Systems

7.13.1 describe how the control system incorporating transmitter and
receiver can be based on a Wheatstone bridge
7.13.2 explain how movement of the steering wheel or rudder will produce
an out-of balance current in the bridging circuit
7.13.3 state that the out-of-balance current can be used directly or
indirectly to produce power in the motor driving rudder
7.13.4 explain the principle of the Ward-Leonard system
7.13.5 explain the principle of the single-motor system

7.8. Emergency Steering

7.14.1 describe how the systems can be controlled from:
7.14.1.1 a local position in the steering compartment at the rudder head
7.14.1.2 an emergency steering position on deck
7.14.2 describe alternative systems of steering that can be used in an emergency
9. REFERENCES:

9.1 Hind, J. Anthony. “Ship Gears”.

9.2 Althouse. “Refrigeration and Air conditioning”.
9.3 Morton, T.D. “Motor Engineering knowledge for Mar. Engineers”.
9.4 Jackson, L. and Morton, T. “General Engineering knowledge for Marine
Engineers”.
9.5. Millan, Mario D. “Auxiliary Machinery 2”.