GEH-Steering Gear. Update

Steering Gear System General Engineering Knowledge
Lesson Overview
The lesson will provide the students with the basic conception of steering gear and related ancillary systems
with simple line diagram using blocks to identify system components and arrows to indicate flow.
Objective
On completion of this lesson, students should be able to explain with simple diagram the concept of:
• Steering gears system

• Two and Four Rams system
• Regulations pertaining to system
GEH March 05 -1- Singapore Maritime Academy

Steering System
Navigational Safety of a Ship
The steering gear provides a movement of the rudder in response to a signal from the bridge (see Fig. 1).
A ship with her rudder or her steering system out of control will be unable to navigate safely; she would
helplessly collide with another ship or would run aground.

The steering gear system seldom gives trouble and it is because of this reason that many engineers have
taken it for granted that "everything will function as per ‘normal’. The following case highlights improper
design, poor servicing resulting in the steering system giving way.
Case History
When the supertanker Amoco Cadiz lost control of its rudder and ran aground off the Brittany coast of
France on the night of March 16, 1978, the result was history's biggest oil-tanker spill as well as the most
costly maritime accident ever. The $15 million ship and its $24 million cargo of Middle Eastern crude were
lost in the icy waters. In addition, the 68 million gallon of oil created a slick 18 miles wide and 80 miles long
and polluted 130 miles of the scenic French coast, raising the cries of environmentalists around the world. In
April 1984, a federal district judge in Chicago ruled that Standard Oil Co (Indiana), better known as Amoco,
and two subsidiaries that operated the tanker are liable for most of the damages caused by the spill. The
eventual bill could reach nearly $2 billion.
The ruling by Judge Frank J McGarr came in a lawsuit filed by nearly 100 claimants, including 76 Brittany
communities, hotel owners and fishermen. Said one lawyer. "This is an incredible international can of worms.
Not only are facts in dispute, but you are dealing with French, American, Spanish, Liberian, West German,
and Bermudian entities." The judge found that Amoco had been negligent "with respect to the design,
operation, maintenance, repair and crew training" of the tanker. He also blamed the ship's Spanish builder,
Astilleros Espanoles, for the design and construction of the faulty steering gear.
The four-month trial was the first major case conducted under an international treaty that sets civil liability for
oil-pollution damage. Forty nations signed the agreement after the 1967 Torrey Canyon oil spill off the British
coast Under the treaty, Amoco would have had to pay no more than $17 million. But Judge McGarr ruled that
a ship owner can be liable for a much higher amount if negligence is involved.
The spill resulted in damages and cleanup expenses that cost the French as much as $95 million. Local
communities suffered losses of an additional $30 million. About 6,000 volunteers, aided by French soldiers,
skimmed, scooped and sucked up 25,000 tons of crude from beaches, rocks and harbour floors.
Nonetheless, some 10,000 shore birds died from the effects of the spill, and some 5,000 tons of
contaminated oyster had to be destroyed in 1978.
By now, most evidence of the accident has disappeared. The coastline is clean and the shore birds have
returned. Production of marketable oysters resumed in 1981. Scientists say that natural processes such as
waves and tides dispersed much of the pollutant and that bacteria broke down some of the crude. An
estimated 18,000 tons of oil deposited on the sea floor have all but vanished.

Cause and/or Errors
1) Helmsman saw the rudder angle indicator at `hard a port' even though he had 10 degree starboard
helm on to hold this course.
2) Oil was streaming out of the distribution block under pressure. The port side flange leading from
the hydraulic pumps to the distribution block was disconnected.
3) In order to isolate the broken flange, the main valve was closed. Then the Chief Engineer Mr.
Salvatore Melito closed the second main valve; two smaller valves were also closed to isolate the
damage from a small pressurizing pump driven by the starboard main pump. This stopped the
release of oil; however, the rudder, tiller and ram continued to move violently back and forth.
4) Five of the six studs securing the flange to the top of the distribution block were broken.
5) Then a relief valve pipe connection at the top of the distribution block blew out.
6) Chain blocks and slings were used without being able to prevent the violent movement of the
rudder.
7) All attempts to contain or control the steering mechanism were stopped when the bolts on the
forward guide shoe; and the universal joint in the forward arm of the tiller disintegrated and injured
one of the engineers.
How To Avoid
The solution to this type of problem was partly developed from data contained in the Formal Investigation;
and was one of the amendments to the International Convention for the Safety of Life at Sea, 1974 adopted
by the IMO Maritime Safety Committee at its session on 20 November 1981. This specific amendment in
Chapter II-1, Regulation 29 Steering Gear 16.1, requires tankers of 10,000 gross tons and above to comply
with the general requirement that: `the main steering gear shall be so arranged that in the event of the loss of
steering capability due to a single failure in any part of one of the power actuating systems of the main
steering gear .... steering capability shall be regained in not more than 45 seconds after the loss of one
power actuating system'.
Lesson Learned
The design and/or the selection of the studs and flanges connecting the main piping to the distribution block
were not adequate in this case.
Rudder Restraint
The failure of a single hydraulic circuit can lead to unrestricted movement of the rudder, tiller and rams:
repairs and recharging of the system may not be possible. Mechanical brakes used to be fitted on certain
early designs of steam-powered systems on comparatively small ships to permit change-over to direct drive
from the quadrant in the event of buffer spring failure; or to attach leads to the after winch in event of steering
engine failure. The rudder forces were not, of course, comparable to those of large tankers.
Whilst it is possible to design a mechanical rudder brake for any specified torque, it would be difficult to do so
with the constraints imposed by the presence of the steering gear taking account of holding power necessary
to cope with an Amoco Cadiz type sea condition. Unless the brake is to be extremely rapidly applied, the
steering gear may be rapidly rendered irreparable. An arrangement for the continuity of steering rather than
have a shut-down and repair solution under a `rudder brake' alternative is to be preferred.

The Single Failure Concept
After the Amoco Cadiz incident, new regulations concentrate on the importance of maintaining the integrity of
at least a part of the hydraulic circuit even after a single failure of pressure parts so that steering capability
can be maintained or rapidly recovered after a fault.
For single rudder ships, the single failure concept could not be applied to the rudder and the rudderstock.
Also, the tiller, quadrant or other components serving the same purpose would be excluded from the
concept.
General Requirements
The general requirements of a steering gear, based on the regulations of SOLAS 74 and the major
classification societies-may be summarized as:
1) Ships must have a main and an auxiliary steering gear, arranged so that the failure of one does not
render the other inoperative. An auxiliary steering gear need not be fitted however when the main
steering gear has two or more identical power units and is arranged such that after a single failure in
its piping system or one of its power units, steering capability can be maintained. To meet this latter
alternative the steering gear has to comply with the operating conditions of paragraph 2 - in the case
of passenger ships while any one of the power units is out of operation. In the case of large tankers,
chemical tankers and gas carriers the provision of two or more identical power units for the main
steering gear is mandatory.
2) The main steering gear must be able to steer the ship at maximum ahead service speed and be
capable at this speed, and at the ship's deepest service draught, of putting the rudder from 35° on
one side to 30° on the other side in not more than 28 seconds. (The apparent anomaly in the degree
of movement is to allow for difficulty in judging when the final position is reached due to feedback
from the hunting gear). Where the rudderstock, excluding ice strengthening allowance, is required to
be over 120mm diameter at the tiller, the steering gear has to be power operated.
3) The auxiliary steering gear must be capable of being brought speedily into operation and be able to
put the rudder over from 15° on one side to 15° on the other side in not more than 60 seconds
with the ship at its deepest service draught and running ahead at the greater of one half of the
maximum service speed or 7 knots. Where the rudder stock (excluding ice-strengthening allowance)
is over 230mm diameter at the tiller then the gear has to be power operated.
4) It must be possible to bring into operation main and auxiliary steering gear power units from the
navigating bridge. A power failure to any one of the steering gear power units or to its control
system must result in an audible and visual alarm on the navigating bridge and the power units must
be arranged to restart automatically when power is restored.
5) Steering gear control must be provided both on the bridge and in the steering gear room for the main
steering gear and, where the main steering gear comprised two or more identical power units there
must be two independent control systems both operable from the bridge (this does not mean that
two steering wheels are required). When a hydraulic telemotor is used for the control system a
second independent system need not befitted except in the case of a tanker, chemical carrier or gas
carrier of 10,000 gt and over. Auxiliary steering gear control must be arranged in the steering gear
room and where the auxiliary gear is power operated, control must also be arranged from the bridge
and be independent of the main steering gear control system. It must be possible, from within the
steering gear room, to disconnect any control system operable from the bridge from the steering
gear it serves. It must be possible to bring the system into operation from the bridge.
6) Hydraulic power systems must be provided with arrangements to maintain the cleanliness of the
hydraulic fluid. A low level alarm must befitted on each hydraulic fluid reservoir to give an early
audible and visual indication on the bridge and in the engine room of any hydraulic fluid leakage.
Power operated steering gears require a storage tank arranged so that the hydraulic systems can
be readily re-charged from a position within the steering gear compartment. The tank must be of
sufficient capacity to recharge at least one power actuating system.

7) Where the rudder stock is required to be over 230mm.diameter at the tiller (excluding ice
strengthening) an alternative power supply capable of providing power for paragraph 3 above is to
be provided automatically within 45 seconds. This must supply the power unit, its control system and
the rudder angle indicator and can be provided either from the ships emergency power supply or an
independent source of power, located within the steering compartment and dedicated for this
purpose. Its capacity shall be at least 30 minutes for ships of 10,000 gt and over and 10 minutes for
other ships.
Large Tankers and Gas Carriers
Tankers, chemical carriers and gas carriers of 10,000 gt or over require two or more identical power units
and the steering gear must be arranged so that loss of steering capability due to a single failure in one of the
power actuating systems of the main steering gear (excluding tiller etc.), or seizure of the rudder actuators,
must be regained in not more than 45 seconds. The main steering gear must comprise either two
independent and separate power actuating systems each capable of producing the performance stipulated in
paragraph 2 above or two identical power actuating systems which, during normal operation, will together
produce this performance and be so arranged that the loss of hydraulic fluid from one system can be
detected and the defective system automatically isolated to permit operation of the remaining system.
Non-hydraulic steering gears must achieve similar standards.
In the case of tankers of less than 100,000 tonnes deadweight some relaxation of this single failure criterion
of the actuators may be permitted. Additional requirements are stipulated for the electrical circuitry of electric
and electro-hydraulic steering gear but these requirements are not covered here.
While the above summary gives a guide to the general requirements desired for steering gears in the light of
the Amoco Cadiz incident, the degree to which ships built before 1984 need to comply with these regulations
vary according to size and type and to some extent by National regulations, those readers requiring explicit
knowledge of the SOLAS 74 regulations, as amended in November 1981 are well advised to study the
original document.
In the following pages several types of steering gear are described. Not all fully comply with the 1981
SOLAS amendments. Units such as these will still be found at sea for several years, however, except in the
case of large tankers.
Additional Requirements (Electrical)
1) Means for indicating that the motors of electric and electro-hydraulic steering gear are running shall
be installed on the navigating bridge and at a suitable main machinery control position.
2) Each electric or electro-hydraulic steering gear comprising one or more power units shall be served
by at least two exclusive circuits fed directly from the main switchboard; however, one of the circuits
may be supplied through the emergency switchboard. An auxiliary electric or electro-hydraulic
steering gear associated with a main electric or electro-hydraulic steering gear may be connected to
one of the circuits supplying this main steering gear. The circuits supplying an electric or
electro-hydraulic steering gear shall have adequate rating for supplying all motors which can be
simultaneously connected to them and may be required to operate simultaneously.
3) Short circuit protection and an overload alarm shall be provided for such circuits and motors.
Protection against excess current, including starting current, if provided, shall be for not less than
twice the full load current of the motor or circuit so protected and shall be arranged to permit the
passage of the appropriate starting currents. Where a three-phase supply is used an alarm shall be
provided that will indicate failure of any one of the supply phases. The alarms required in this
sub-paragraph shall be both audible and visual and shall be situated in a conspicuous position in the
main machinery space or control room from which the main machinery is normally controlled.
4) When in a ship of less than 1,600 tons gross tonnage an auxiliary steering gear which is required to
be operated by power is not electrically powered or is powered by an electric motor primarily
intended for other services, the main steering gear may be fed by one circuit from the main
switchboard. Where such an electric motor primarily intended for other services is arranged to power

such an auxiliary steering gear, the requirement of paragraph 2.2 may be waived by the
Administration if satisfied with the protection arrangement.
Definitions
Steering gear control system: the equipment by which orders are transmitted from the navigating bridge to
the steering gear power units. Steering gear control systems comprise transmitters, receivers, hydraulic
control pumps and their associated motors, motor controllers. piping and cables.
Main steering gear: the machinery, rudder actuators, steering gear power units, if any, and ancillary
equipment and the means of applying movement of the rudder for the purpose of steering the ship under
normal service conditions.
Steering gear power unit:
1) in the case of electric steering gear, an electric motor and its associated -electrical equipment;
2) in the case of electro-hydraulic steering gear, an electric motor and its associated electrical
equipment and connected pump;
3) in the case of other hydraulic steering gear, a driving engine and connected PUMP.
Auxiliary steering gear

The equipment other than any part of the main steering gear necessary to steer the ship in the event of
failure of the main steering gear but not including the tiller, quadrant or components serving the same
purpose.
Power actuating system: the hydraulic equipment provided for supplying power to turn the rudder stock,
comprising a steering gear power unit or units, together with the associated pipes and fittings. and a rudder
actuator. The power actuating systems may share common mechanical components, i.e. tiller, quadrant and
rudder stock, or components serving the same purpose.
Maximum ahead service speed: the greatest speed which the ship is designed to maintain in service at sea
at the deepest seagoing draught.
Emergency source of electrical power: a source of electrical power, intended to supply the emergency
switchboard in the event of failure of the supply from the main source of electrical power.
Main source of electrical power: a source intended to supply electrical power to the main switchboard for
distribution to all services necessary for maintaining the ship in normal operational and habitable conditions.
Main generating station: the space in which the main source of electrical power is situated.
Main switchboard: a switchboard which is directly supplied by the main source of electrical power and is
intended to distribute electrical energy to the ship's services.
Emergency switchboard: a switchboard which in the event of failure of the main electrical power system is
directly supplied by the emergency source of electrical power or the transitional source of emergency power
and is intended to distribute electrical energy to the emergency services.

Controls
There are three types of controls:
1) Non-follow Up Systems
With these systems, the gear will run and the rudder will continue to turn while the steering wheel or other
controller is moved from its central position. When the steering wheel is turned and when the desired angle
is reached, the steering wheel has to turned back to midship. Rudder movement is stopped only when the
steering control is centred once again for when the rudder is brought up against the stops). A rudder
indicator is fitted to indicate rudder movement.
Operator holds switch till desired angle indicated
Rudder Right & Left Steering Gear Rudder and

Angle Hand Switch Control Steering Gear
Indicator
Non-follow up steering gear – no hunting gear
2) Follow Up Systems
With these systems, movement of the rudder follows the movement of the steering controller. When the
steering wheel is turned, the "helm applied" order is transmitted to the steering engine control. the resultant
actuation of this control causes the steering gear to move and with it the rudder to which it is connected.
Feed back automatically through "hunting gear" to the steering engine control, causing it to cut off power to
the steering engine so that it will stop when the desired rudder angle has been reached.
Thus the rudder will turn until the actual rudder angle is the same as the desired rudder angle shown on the
steering pedestal; after which rudder movement will cease, the controller remaining offset from its central
position.
Rudder Angle Operator Telemotor Steering Rudder &

Indicator Hydraulic Receiver Gear Steering Gear
telemotor Control Coupled
transmitter with
midship bypass.
Spring loaded
to midship
position Control by hunting gear
Hydraulic Telemotor with Midship Bypass – Hunting Gear Control
3) Automatic Systems
With these systems, the steering control circuits are controlled by signals received from the GYRO compass,
so that the ship is automatically held on to a selected course.

Primarily the system is so arranged that when the vessel is on course the 'rudder is amidships; but as soon
as the compass indicates an error, the auto pilot applies an amount of rudder sufficient to bring the vessel
back on course.
This information is essential when using emergency steering
Rudder Automatic Automatic Steering Gear Rudder &

Angle Bridge Power unit control Steering gear
Indicator Unit
Feedback cancels operation

when angle is reached
Automatic Control of the Steering Gear

with Hunting Gear (or Feedback System)
By the time the vessel is on course again, the applied correcting rudder has been removed.
With some systems, should it be required to alter the course being steered by the auto pilot by a few
degrees, this can be done by a trim switch and without necessarily reverting to hand steering.
General arrangement .
The five major component parts making up a steering system are:
1) The steering wheel unit. It is located in the bridge. (Wheel house).

2) The rudder control unit. It is located aft in the steering compartment (Steering flat).
The steering wheel unit in the bridge is known as the telemotor transmitter. The function of the transmitter is
to convert the helmsman's action into a `signal'. ,
3) The system connecting the steering wheel unit to the rudder control unit.
The rudder control unit in the steering compartment is known as the telemotor receiver. The function of the
receiver is to act on the signal from the transmitter and through a control element, causes the rudder power
system to operate.
The telemotor system, i.e.. the transmitter and receiver, can be of hydraulic system or electrical system.
4) The power-operated system which causes the rudder to move.
The power operated system causing the rudder to move can be hydraulic or electrical, and consists of
steering gear pumps and actuators.
5) The rudder and its control input to the system

Hunting, or feedback action from the rudder position to the receiver is actually the rudder input to the control
system. Also known as the hunting gear, it is a form of mechanical feedback. In the case of steering gears
the position of the rudder stock is transmitted through mechanical linkage to the control rod of a variable
delivery pump. As the rudder starts to move the hunting gear starts to remove the stroke from the pump so
that the pump is off-stroke when the rudder reaches the required position.

Rudder
The rudder is supported by pintles which fit into the gudgeons, Fig. 3. The upper part of each pintle is
tapered and fits into a similar taper in the rudder gudgeons. The pintle is pulled hard against the taper by
means of a large nut with some suitable locking device, such as a lock nut or split pin. A brass liner is fitted
round the lower part of the pintle. Lignum vitae or laminated plastic is dove-tailed into the stern frame
gudgeon to provide a bearing surface for the pintle, allowing the pintle to turn but preventing any side
movement. A head is fitted to the upper pintle to prevent undue vertical movement of the rudder. This is
known as a locking pintle. The bottom pintle is known as a bearing pintle since it rests on a hardened steel
pad shaped to suit the bottom of the pintle. A hole is drilled in the gudgeon, with a smaller hole in the bearing
pad, to allow for the free circulation of water which acts as a lubricant for the lignum vitae, and allows the
bearing pad to be punched out when worn.
The rudder is turned by means of a stock which is of forged steel, opened out into a palm at its lower end.
The stock is carried through the rudder trunk and keyed to the steering gear. It is essential that the
centre-line of stock and centre-line of pintles are in the same line, otherwise the rudder will not turn. A
watertight gland must be fitted round the stock where it penetrates the deck. Many ships, however, are fitted
with rudder. carriers , which themselves form watertight glands. The bearing surfaces are formed by cast iron
cones, the upper cone being fitted to the rudder stock. As the bearing surfaces of the lower pintle wear, the
weight of the rudder will be talon by the carrier, and therefore the vertical wear down should be very small.
Indeed, it is found in practice that any appreciable wear down is the result of a fault in the bearing surfaces,
usually due to the misalignment of the stock. This causes uneven wasting of the surface and necessitates
refacing the bearing surfaces and re-aligning the stock. In most cases, however, the cast iron work hardens
and forms a very efficient bearing surfaces.
To remove the rudder it is necessary to remove the locking pintle. The bearing pintle may not be removed at
this stage. The rudder is turned by means of the stock to its maximum angle of, say, 35° on one side. The
bolts in the coupling are removed and the stock raised sufficient to clear the shoulder on the palm. The stock
is turned to the maximum angle on the opposite side, when the two parts of the coupling must be clear. The
rudder may then be removed or the stock drawn from the ship.
GEH March 05 - 10 - Singapore Maritime Academy

Split Pin
Lock Nut
Rudder Arm
Retaining Ring
Gunmetal Cage
Lignum Vitae
Brass Liner
Hard Steel
Disc
Shoulder Pintle Sternframe Gudgeon
Drain Hole
Locking Pintle Bearing Pintle

Rubber
Moving Cone Seal
Grease Point
Soft Packing Packing Gland
Base Cone
Rudder Stock Chock
Rudder carrier

Rudder pintle wear down
The rudder pintle wear down affects the tiller arm and swivel block (crosshead). The rudder stock might also
become misaligned. During dry docking, `rudder wear down' must be checked and measured. Depending on
the design, clearances vary.
The following figure shows the rudder carrier bearing clearances.
1) A - rudder stock and bush: 0.5mm on diameter

(700 mm diameter) D
2) B - gland ring and bush: 1.0mm on diameter. F
3) C - stuffing box: 2.5 mm on diameter.
E
Steering gear cross-head: Bush Disc
Top: 10-15mm.
Bottom : 10-- 20 mm.
Rudder drop allowed: 3 - 6 mm.
1) D - Collar size for 700mm dia. stock: approx. Bush

15mm wide.
2) E -Bearing segment : 25 - 30 mm thick. Gland A
3) F – Carrier key top : 0. 5 mm clear ( to prevent Packing
wedging) Web
Body
Liner
Steering Gear Flat B
Packing
C

Hydraulic Receivers
These are usually fitted in pairs and consist of a cylinder divided at the centre into two parts and mounted so
that it is free to slide on two fixed hollow rams. The rams are rigidly secured by two brackets to a bedplate.
Two rods fitted on the end brackets act as guides for the cylinder. They are fitted with locknuts so that the
travel of the cylinder may be correctly adjusted.
Referring to Figure, considering the starboard (clockwise) movement of the bridge wheel (as mentioned for
the steering telemotor). The depressed right hand ram pressurizes the right hand side of the system. The
pressure force acts on the central web of the moving cylinder until the movement caused corresponds to the
movement of the ram in the steering telemotor. Oil is pushed back on the left hand side of the moving
cylinder central web to the steering unit. After a small initial movement the left hand sleeve butts against the
nut and further movement by the moving cylinder to the left compresses the springs. When the steering
wheel is returned midships the springs, which are under initial compression, return the moving cylinder to
mid position.
For a port wheel rotation the left hand ram of the steering unit moves down and the receiver moving cylinder
goes in the opposite direction i.e. in the given case left to right. Together with the bypass valve the springs
form the adjusting, centralizing, device.
The moving cylinder is connected by a linkage to the control unit of the steering engine. Thus any movement
of the bridge telemotor unit by wheel rotation is almost directly opening the control device which causes
rotation of the steering engine and rudder movement.
Telemotor stops
Telemotor receivers have adjustable stops which are set to operate at the hand over positions, just before
similar stops on the steering gear come into action. This ensures that pressure on the hand wheel at hard
over when no further movement is possible, will not cause undue strain on the valve mechanism of the
steering gear.
Bridge consoles
These telemotors can all be fitted into bridge consoles, which also house automatic helmsmen. When used
with an automatic helmsman, a lever with "Hand" and "Gyro" positions is mounted on the column interlocked
with a switch.
In the "Hand" position, the hydraulic telemotor is in control and the automatic helmsman is switched off.
In the "Gyro" position, the automatic helmsman is in control, and the hydraulic telemotor is bypassed which
permits its receiver, which is still coupled to the steering engine control, to move about freely without
interfering with gyro control:
Telemotor fluid
Good quality mineral lubricating oil is used with the following properties:
1) Low pour point
2) non-sludge forming
3) non-corrosive
4) good lubricating properties
5) high flash point
6) low viscosity, to reduce frictional drag, but not too thin to make gland sealing difficult.

Typical properties would be: density 880 kg/m3 (at 15.5°C), viscosity 45 sec Red-wood No. 1 (at 60°C),
closed flash point 150°C, pour point -30°C.
Actuator (Servo) Mechanisms
There are two main types of steering gear now in use, namely electro-hydraulic and all electric. For each
type two designs are given:
1) Electro-Hydraulic: 2 types - Ram (2-ram and 4-ram), Rotary Vane.
The different mechanisms by means of which hydraulic power can be converted into torque at the rudder
stock may be summarized as follows:
a) Two or four ram gears incorporating the Rapson Slide acting on (i) round arm tiller (ii) fork tiller,
b) One, two or four oscillating cylinders with single or double acting pistons driving crossheads or tillers;
c) Two or four ram gears connected to crosshead by links;
2) Rotary Vane
a) Single or duplicated rotary vane gears;
b) Rotary piston operating direct onto the tiller.
Electro-Hydraulic Steering Gears
Depending upon the torque requirements, two variations are in use:
1) the Two-Ram system
2) the Four-Ram system
The pump unit delivers to rams which are virtually directly coupled to the rudder stock forming the actuator
mechanism.
Referring first to the diagrammatic plan view of the electro-hydraulic steering gear given in figure. Consider a
movement of the wheel to starboard and hence ship's head to starboard, the rudder movement will be to
starboard so that the rams will move starboard to port (right to left).
Electro-Hydraulic Steering Gear
Electro-Hydraulic Steering Gear

The steering telemotor moves from right to left (as considered previously) but is mounted on the joist bracket
through 180° degrees so that the movement on figure is left to right. The receiver motion is given to a lever
which is fixed at the centre (fulcrum) so that the other end moves right to left. There is a hand gear control,
two positions for the telemotor pin, and movement stops. The movement right to left of the lever draws out
the pump stroke control lever, to which is connected the actuating lever for the stroke variation and control
for the pressure pump. The pump driven by an electric shunt-motor at constant speed now delivers oil to the
starboard ram and draws from the port ram. The rams therefore move right to left along the guide joist. Stops
are provided, on the joist, to limit travel.
As the rams slide across they push on the ram crossheads moving the tiller arm to port, the arm sliding
through the swivel bearing. The crosshead detail is shown below. A wear down rudder allowance of 19 mm
is provided so as not to induce bending stresses on the ram. With the tiller arm going to port the rudder
moves to starboard. The rotating stock movement is led back by a spring link to the pump control floating
lever. This constitutes the hunting gear (feed back) in that when the telemotor movement stops, the floating
lever stops going to the left. The bottom of the lever is being pushed to the right and so the stroke control of
the pump is almost immediately brought back to pump mid position. This means the pump stops pumping
and the unit is virtually fluid locked at the required rudder position. The tiller-rudder head bearing and carrier
usually have the main casting of cast steel, with a large machined base for fitting to the deck. A bronze thrust
ring is on top of this casting and the tiller boss has a machined ring face to go against this thrust face. The
thrust ring is in halves and dowelled against rotation and lubrication is provided. The main gland bush, in
halves, is usually of gunmetal and is grease lubricated.
Pivoted Swivel Bearing
Crosshead attached to Rams
Tiller Arm
Weardown
Allowance
Crosshead Arrangement
Fabricated assemblies are common in modern practice.
Rudder, stock and other parts have weight transmission to the tiller by means of a steel support plate and
eyebolt on top of the rudder stock
(In some early installations the pump drive was by a constant direction steam engine. The engine, a two
cylinder (same size) vertical unit with piston valves, virtually no lap or lead, eccentric keyseats being at 90
degrees. This was forced lubricated, governor controlled, and at no load ran slowly under steam from a hand
controlled bypass valve. The receiver telemotor unit in addition to operating the pump opened up a steam
control valve so giving steam to develop the extra power necessary to alter the rudder position. After rudder
position had been reached the engine again idled at slow speed). At the pump block are non return valves
and connections leading to the sump or replenishing tank to act as suction and replenishing leads (XX). The
ram pipes to and from the pump to the rams are also led into the pump block. The oil used in the system is
well filtered pure lubricating oil. The gear is filled by coupling up to the hand steering and rotating port and
starboard with the motor running, having previously filled suction sump or replenishing tank and ram cylin-
ders, replenishing valves and bypass valves open. The bypass valves are then shut and the gear fully

rotated port and starboard whilst the air is purged from the ram cylinders, etc., at the air cocks. The bypass
valves are two fold units in the block, consisting of bypass and isolating valves. Two other valves, of the
spring-loaded type act as double shock relief valves: Each valve connects both sides of the system when the
pressure in either ram cylinder reaches 80 to 190 bar (depending on the design) the valve lifts, so letting the
rudder give way when subject to severe sea action. When giving way the pump actuating spindle is moved
and the pump acts to return the rudder to the previous position when the loading reduces. The relief valves,
when operating, are effectively providing feedback (with increased offset between set and desired values in
the short term which will be reduced as soon as normal conditions prevail when relief valves close).
The reef valves lifting pressure setting therefore fixes the maximum loading on the rams. This in turn limits
the maximum torque that is exerted on the rudder stock and the maximum torsional stress is so limited to
about 34.5 MN/m2. The gear works on the well known principle of the `Rapson Slide' and knowing the
maximum lifting pressure of the relief valves then the ram load is fixed, applying the leverage for distance to
stock gives the torque exerted, which allows size calculations for the stock diameter, and horse power and
sizes for the motor and pump. Higher pressure systems have relief valves acting at about 190 bar.
Emergency Operation/Emergency Steering
In many installations four rams are provided, two on each side of a double tiller arm, together with twin motor
and pump units. All connections are normally open with one pump unit in service, the other is a stand by
which can be quickly switched on if the service motor fails.
During manoeuvring in dangerous waters both pump units are often used together. Such installations are
usually arranged to operate from emergency essential service battery and/or generator circuits in the event
of a main power failure. The above considerations satisfy the most onerous required regulations.
For less onerous rule requirements a hand pinion drive, sometime called “Trick Wheel” (as shown in figure
below) or hand pumping may be acceptable. In the extreme case of emergency a block and hawser
arrangement could be rigged up. The steering gear is switched to local control form the remote control.
The “trick wheel” is turned until the locating pin coincide with the telemotor receiver.
Using the “trick wheel” to adjust the steering angle as required.
Pin Out Pin In
Trick Wheel
Emergency Steering using the Trick Wheel

Fork Type Tiller

This is a more recent design in which the rams as a single forging act upon a codpiece which slides in slots
which are machined into upper and lower jaw pieces of the tiller.
Rapson Slide
This illustrates the increasing with angle mechanical advantage (frictionless) of this well known mechanism
The mechanical advantage (frictionless) for pinned actuators increases with angle and is 1.53 at 36° (for
rotary vane type the mechanical advantage is unity for all angles).
Guide
Reaction
Torque
Reaction
Tiller Radius = r
θº
Rapson Slide Fork Type Tiller
Torque = par at 0º
pa r
Torque = ---------- . ----------
cos θ cos θ
par
= ---------- at θº
cos² θ
1
M.A. = ---------- = 1.53 at 36º
cos² θ

Regulation 24
Use of heading and/or tracking control system
1. In areas of high traffic density, in conditions of restricted visibility and in all other hazardous
navigational situations where heading and/or track control systems are in use, it shall be possible to
establish manual control of the ship's steering immediately.
2. In circumstances as above, the officer in charge of the navigational watch shall have available
without delay the services of a qualified helmsperson who shall be ready at all times to take over
steering control.
3. The change-over from automatic to manual steering and vice versa shall be made by or under the
supervision of a responsible officer.
4. The manual steering shall be tested after prolonged use of heading and/or track control systems,
and before entering areas where navigation demands specials caution.
Regulation 25
Operation of main source of electrical power and steering gear
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.
Regulation 26
Steering gear: Testing and drills
1. 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:-
1.1 the main steering gear;
1.2 the auxiliary steering gear;
1.3 the remote steering gear control systems;
1.4 the steering gear positions located on the navigation bridge;
1.5 the emergency power supply;
1.6 the rudder angle indicators in relation to the actual position of the rudder;
1.7 the remote steering gear control system power failure alarms;
1.8 the steering gear power unit failure alarms; and
1.9 automatic isolating arrangements and other automatic equipment.
2. The checks and tests shall include:

2.1 the full movement of the rudder according to the required capabilities of the steering gear;
2.2 a visual inspection for the steering gear and its connecting linkage; and
2.3 the operation of the means of communication between the navigation bridge and the steering gear
compartment.
3. 3.1 Simple operating instructions with block diagram showing the change-over procedures for
remote steering gear control systems and steering gear power units shall permanently displayed on
the navigation bridge and in the steering compartment.
3.2 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.
4. 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 practice 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.

5. 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 short duration. Such ships shall carry out
these checks and tests at least once a week.
6. The date upon which the checks and tests prescribed in paragraph 1 and 2 are carried out and the
date and details of emergency steering drills carried out under paragraph 4, shall be recorded.
Summary - Requirements for testing steering gear prior to departure.

- Requirements for instructions.
- Officers competence in steering gear operation/maintenance.
- Reduced requirements for ships on short voyages.
- Recording of tests and drills.
Guidance Notes - 1. Reg. 26 applies to all ship which proceeds to sea.

2. Replaces and revises SOLAS V/74 Regulation 19-2
3. Regulation 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).

General Checks and tests
Before departure from port, check and test the steering gear, including as appropriate the operation of the
following:
1) Main steering gear,
2) Auxiliary steering gear;
3) All remote steering gear control systems;
4) Emergency power supply;
5) Rudder angle indicators in relation to actual position or rudder,
6) Remote steering gear control system power failure alarm;
7) Steering gear power unit failure alarms.
Prior to departure
1) Steering gear should be checked at least one hour prior departure from a port.
2) The duty officer and the senior duty engineer should carry out the tests together.
3) Telemotor transmitter oil level to be checked.
4) Oil level of the actuating system tank should be checked and replenished if necessary. .
5) Pallister bearing and bottom sea gland checked and greased.
6) All links on the steering gear checked to be in order.
7) First, one pump is started from the bridge and the wheel turned from port to starboard to check the
telemotor response.
8) Next, with both the officers in the steering flat the wheel is turned from hard-a-port to hand-a-starboard
and the running checked.
9) Check made to see if the helm angle indicator on the bridge and the local mechanical one correspond
correctly to each other for all positions.
10) The first pump is shut off and the second one started and checks 8 and 9 repeated.
11) Then both the pumps are put-in parallel operation and checks 8 and 9 repeated.
12) After testing is satisfactory, one pump is shut off. With one pump running, and if it is of the Hele-Shaw
type, it should be ensured that the wheel is actuated every 15 minutes, so that the pump parts get
properly lubricated.
Before arriving port
1) One hour before picking up the pilot, the speed should be reduced and engine manoeuvres and astern
running checked. Also, steering gear actuation checked.
2) Both pumps are put on and the movements on either side checked.
3) Helm angle indicator and local indicator in the steering gear compartment checked for correct and
matching response on either side.
General
1) All steering gear spare parts should be kept in a safe place, preferably in the steering gear flat and
well protected.
2) Special hydraulic oils used for the hydraulic systems of the steering gear should be kept in drums and
these drums should be kept in a covered area where sun and water cannot reach. They should never
be kept exposed on the deck.
3) Steering gear flat should never be used as a standby store unless proper racks are provided and the
stores kept properly lashed.

Power Units
The function of the power unit is to amplify the receiver output signal, in the correct direction, for
transmission to the final controlling actuator operating the rudder.
These can be of either the variable capacity reversible delivery type or the fixed delivery non-reversible type.
For larger outputs with higher rates of change in demand, the variable capacity pumps are normally fitted.
Electrical
A separately excited generator system is usually used.
Hydraulic
A variable delivery oil pressure is used and two common designs are:
1. the variable stroke pump having radial cylinders type (Heleshaw pump)
2. the swashplate variable stroke pump having axial cylinders/tilting pad type
(“Donkin” or “Jenny” pump)
In a radial pump, the cylinder block rotates on a stationary pintle inside a circular reaction ring or rotor (See
below figure). As the block rotates, centrifugal force, charging pressure, or some form of mechanical action
causes the pistons to follow the inner surface of the ring, which is offset from the centerline of the cylinder
block. Porting in the pintle permits the pistons to take in fluid as they move outward and discharge it as they
move in.
Hele-Shaw Pump

Suction
Discharge
Ports
Hele-Shaw Pump (Pumping Action)
Pump displacement is determined by the size and number of pistons and the length of their stroke. Timing of
the pump (the point in the circle when the piston is exposed to the pressure port or the inlet port) is such that
two or more pistons are discharging their fluid at the same time. Also, two or three pistons may be passing
the inlet port at the same time. This provides a very smooth transition of high pressure fluid to the outlet,
reducing flow “ripple” and helping to maintain a quiet system.
Displacement of radial piston pumps can be low, but the more popular use of them is in the high
displacement range. Large diameter pistons with long strokes can result in displacements of 200 or more
CIR (cubic inch per revolution). In addition, sets of pistons can be banked in two or three rows, doubling or
tripling the displacement.
In some models, the displacement can be varied by moving the reaction ring to increase or decrease piston
travel.
In axial piston pumps, the pistons reciprocate parallel to the axis of rotation of the cylinder block. The
simplest type of axial piston pump is the swash plate in-line design, the most popular type and produced by a
large number of manufacturers. A less common but also viable design is the bent axis type.
Like radial piston pumps, the displacement of axial piston pumps is determined by the area of the piston, the
piston stroke length and the number of pistons. Displacements range from about 0.75 CIR to about 15 CIR.
Infrequently, some units are larger.
Piston pumps have several sets of surfaces which move with respect to one another, with the piston motion
inside the bore being the most obvious. The sliding of piston shoes on the swash plate in axial in-line pumps
is another example. Often one of the surfaces will be steel and the other bronze to lower friction. Care is also
taken during the design of the pump to insure that lubrication flow is provided to the surfaces which need it.
A pump drain, connected to either the reservoir or pump inlet, is provided to carry away the lubrication and
leakage flows. This lubrication fluid also helps cool the pump and may become quite heated itself. Because
of the closely fitted parts and finely machined surfaces in piston pumps, cleanliness and good quality fluids
are vital to long service life.
Piston pumps are inherently unbalanced. That imbalance, as well as thermal and lubrication management,
must be considered in the proper application of these pumps.
The cylinder block in this pump is turned by the drive shaft. Pistons fitted to bores in the cylinder block are
connected through piston shoes and a shoe plate so that the shoes bear against an angled swash plate. The
shoe plate (or retractor ring) makes sure that the piston shoes follow the swash plate.
As the block turns , the piston shoes follow the swash plate causing the pistons to reciprocate. The ports are
arranged in the valve plate so that the pistons pass the inlet as they are pulled out and pass the outlet as
they are forced back in.
Like all piston pumps, the displacement of axial piston pumps is determined by the size and number of
pistons, as well as the stroke length. Stroke length is determined by the angle of the swash plate.
The basic components of an in-line piston pump are shown in the exploded view. Side forces on the shaft
and bearings are lower in the in-line design, which allows for smaller shaft and bearing components, partly
because the swash plate angle is less on this type of design. Maximum swash plate angle on an in-line
pump is usually 18 or 19 degrees.

Swash Plate Pump
Swash Plate Pump (exploded view)
Exploded View of a Swash Plate Pump

The variable vane pump is an unbalanced design, and creates the changing displacement by moving the
cam ring. Figure shows the movable cam ring and the pistons that cause it to move. By moving the cam to
the left, the differential volume between inlet and outlet is reduced, because the eccentricity between the
cam and rotor is reduced. As the cam is moved back toward the right in Figure, pump displacement is
increased.
Vane Pump
The piston on the left is called the "bias" piston, and attempts to maintain maximum displacement at all
times. The piston on the right is called the "control" piston, and has a larger diameter (area) than the bias
piston. When system pressure reaches a preset level, the control piston will force the cam to the left.
Because the control piston is larger, it will overcome the bias piston and the pump displacement will be
reduced.
The mechanism that operates the control piston is called a "compensator."

Ball Joint
Swash Plate
Actuating Piston
Pressure
senses from
Telemotor
Pump Shaft Coupled

to Electric Motor
Splined
Inlet &
Discharge
pipe
Universal Joint
Stationary Valve
Plate Piston Socket ring
Zero Discharge
Position
Rotating Cyl. Barrel
SwashPlate Pump (Details)

Steering Gear
Maker: Tong Myung Heavy Industries Co. Ltd. Type: FE21 560-T050
(Emilie Maersk)
The ram type steering gear consists of four hydraulic cylinders supplied with oil by two electrically driven
pumps. Rams operate the rudder tiller through a crosshead and Rapson Slide mechanism. The pumps are of
the variable displacement axial piston type with a maximum output flow of 540 litres/min. Each pump is
located inside its own oil storage tank, from which it takes suction and is driven by an electric motor,
mounted outside the tank, through a flexible coupling.
The steering gear is capable of operating as two totally independent and isolated steering systems. It
complies with all Classification Society and SOLAS regulations regarding operation and each pump unit is
capable of putting the rudder through the working angle in the times specified in those regulations. The
second pump unit can be connected at any time by starting the motor. No.1 pump has a hydraulic system
which connects it with No.3 and No.4 hydraulic cylinders whilst No.2 pump is connected with No.1 and No.2
cylinders.
The steering gear is provided with an automatic isolation system which is actuated should there be a pump
failure or oil loss from the working system; the automatic isolation system isolates the defective hydraulic
system and makes the other system sound so that it can remain fully operational. Both hydraulic systems are
interconnected by means of electrically operated isolating valves that, in normal operation, allow both
systems together to produce the torque necessary for moving the rudder. In the event of failure that causes a
loss of hydraulic fluid from one of the systems, the float switches in the expansion tank are actuated. This
gives a signal to the isolation system, which automatically divides the steering gear into two individual
systems. The defective system is isolated, whilst the intact system remains fully operational. This reduces
the rudder torque to 50% of the system's rated torque and so the ship's maximum speed should be reduced
to under half of its maximum speed.
The steering gear is remotely controlled by the auto pilot control or by hand steering from the wheelhouse,
Emergency control is carried out by the operation of the pushbuttons on the solenoid valves on the auto pilot
units. All orders from the bridge to the steering compartment are transmitted electrically. Steering gear
feedback transmitters supply the actual position signal for the systems. The rudder angle is limited to 35°
port or starboard.
The variable flow pumps are operated by a control lever, which activates the tilting lever of the pump
cylinder, which causes oil to be discharged to the hydraulic cylinders. When the tiller reaches the set angle,
the tilting lever is restored to the neutral position, which causes the pump to cease discharging. No.1 pump
unit is supplied with electrical power from the emergency switchboard and No.2 pump unit from the main
switchboard.
Under normal circumstances, all four cylinders will be in use, with one pump unit running and the second
pump unit ready to start automatically. When manoeuvring or steaming in confined waters, it is compulsory
that both pump units are running, in order to achieve the lMO recommended 28 seconds from 35° one side
to 30° the other side with one pump the time limit is 56 seconds.
Steering Gear Pump Motor Speeds
The steering gear pump motors can operate at two speeds, high speed, 1200 rpm and low speed, 600 rpm.
The steering gear pump motors normally run at high speed, 1200 rpm, but in the event of a blackout, power
can be taken from the emergency switchboard to drive the pump motor which was operational when the
blackout occurred. This facility is important because, even though main engine would have been shut down
as a result of the blackout, the ship will still be moving through the water and a steering capability will be
essential.
No.1 pump motor takes its electrical power from the emergency switchboard for high and low speed
operation although different circuits are used. The motor has separate switches for high and low speed
operation and both must be switched on when the pump is running. In the event of a blackout the control
system functions so that the low speed circuit is operational. No.2 pump motor takes its high speed power
supply from the main switch board but its low speed power supply comes from the emergency switchboard.
Both switches must be closed if No.2 pump is selected for operation. In the event of a blackout the
emergency switchboard supplies power to No.2 pump motor.
At high speed the pump motors have 12 poles operating and can consume 160 kW of power at full load
when rotating at 1200 rpm. At low speed, 600 rpm, the motor only has 6 poles operational and 22 kW of
power are consumed at full load.



Procedure to put the Steering Gear into Operation
The system valves are assumed set for normal operation.

a) Check the level and condition of the oil in the tanks and refill with the correct
grade as required. The filling valve is H1V for No.1 pump unit and valve
H2V for No.2 pump unit.
b) Check that the control lever is correctly set for operation from the bridge and
not locally from the steering flat.
c) Ensure the rudder is in the mid-position.
d) Start the selected electro-hydraulic pump unit.
e) Carry out pre-departure tests.
f) Check for any abnormal noises. Check for any leakages and rectify if
necessary.
g) Check the operating pressures.
Automatic Isolation System
This steering gear is so arranged that in the event of a loss of hydraulic fluid from one system, the loss can
be detected and the defective system automatically isolated within 45 seconds. This allows the other
actuating system to remain fully operational with 50% torque available.
Construction
This system consists of the following equipment:

Two isolating valves
Two oil tank level switches with LOW and LOW-LOW level positions; one for each system tank
An oil tank divided into two chambers for level switches and system test valves
Electrical control panel for automatic isolation system
Alarm panel for automatic isolation system
Operation
If failure of one of the systems occurs, the ship's speed should be reduced, as only 50% of the torque for the
steering gear operation is available.

Failure Sequence with One Pump Running
If loss of oil occurs with No.1 pump running and No.2 pump stopped, the following sequence will take place:
1. The oil level in No.1 oil tank goes down to the LOW position resulting in audible and visual alarms on
the navigating bridge and in the machinery space.
2. At the same time No.1 automatic isolating valve, IV -1 is energized and the hydraulic system
associated with No.2 pump is isolated.
3. If the oil loss is in the hydraulic system associated with No.2 power system, the steering process is
continued by No.1 power system and with the No.2 system isolated, there will be no further oil loss.
4. If the oil loss from the system is associated with No.1 power system, the tank oil level will continue to
fall and when it reaches the LOW-LOW position, No.1 automatic isolating valve IV-1 will be de-
activated and No.1 pump automatically stopped. System No.2 automatic isolating valve IV-2 is
activated and No.2 pump is automatically started. The hydraulic system associated with No.1
pump is isolated and so no further oil loss will occur.
Steering is now being carried out by No.2 pump and its two related cylinders (No.1 and No.2).
5. If the oil loss occurs in No.2 tank, steering is continued to be carried out by No.1 pump and its two
related cylinders (No.3 and No.4) with 50%. torque.
If loss of oil occurs with No.2 pump running and No.1 pump stopped, the following sequence will take place:
I. The oil level in No.2 oil tank goes down to die LOW position resulting in audible and visual alarms on
die navigating bridge and in die machinery space.
2. At the same time No.2 automatic isolating valve IV-2 is energized and the hydraulic system
associated with No.1 pump is isolated.
3. If the oil loss is in die hydraulic system associated with No.1 power system the steering process is
continued by No.2 power system and with the No.1 system isolated there will be no further oil loss.
4. If the oil loss from the system is associated with No.2 power system the tank oil level will continue to
fall and when it reaches the LOW-LOW position, No.2 automatic isolating valve IV-2 is de-activated
and No.2 pump is automatically stopped. System No.1 automatic isolating valve IV-1 is activated
and No.1 pump is automatically started. The hydraulic system associated with No.2 pump is
isolated and so no further oil loss will occur. Steering is now being carried out by No.1 pump and its
two related cylinders (No.3 and No.4).
5. If the oil loss occurs in No.1 tank, steering is continued to be carried out by No.2 pump and its two
related cylinders (No.1 and No.2) with 50% torque.

Failure Sequence with Both Pumps Running
If the oil level in No.1 tank goes down first.

I. Oil level in No.1 tank goes down to the LOW position and the audible and visual alarms are given
on die navigating bridge and in the engine room.
2. No.1 automatic isolating valve, IV-1 is energized and the hydraulic system associated with No.2
pump is isolated. If the oil loss is associated with No.2 pump system, the oil level in No.2 tank will fall
to die LOW-LOW position and No.2 pump will be automatically stopped No further oil loss will take
place and steering will continue at 50% torque with No.1 system working alone.
3. If the oil loss is associated with No.1 pump system the oil level in No.1 tank will fall to the LOW-LOW
level and No.1 automatic isolating valve will be de-energized thus isolating No.1 system. No.1 pump
is stopped and No.2 automatic isolating valve IV-2 energized. No.2 pump and its associated
cylinders No.1 and No.2 provide 50% of the normal rudder torque.
If the oil level in No.2 tank goes down first, the following sequence will take place:
I. Oil level in No.2 tank goes down to the LOW position and the audible and visual alarms are given
on the navigating bridge and in the engine room.
2. No.2 automatic isolating valve, IV-2 is energized and the hydraulic system associated with No.1
pump is isolated. If the oil loss is associated with No.1 pump system, the oil level in No.1 tank will fall
to the LOW-LOW position and No.1 pump will be automatically stopped.
No further oil loss will take place and steering will continue at 50% torque with No.2 system working
alone.
3. If the oil loss is associated with No.2 pump system the oil level in No.2 tank will fall to the LOW-LOW
level and No.2 automatic isolating valve will be de-energized thus isolating No.2 system. No.2 pump
is stopped and No.1 automatic isolating valve, IV-1 energized. No.1 pump and its associated
cylinders No.3 and No.4 provide 50% of the normal rudder torque.
System Testing
The oil tank float chamber can be isolated and drained to test the system's automatic isolating operation.
This should be carried out as part of the pre-departure checks.
Lubrication of the Rudder Bearings
The pintle bearing is water lubricated.

The rudder carrier bearing and neck bearing are grease lubricated by means of an electrically driven grease
pump. Two pumps are provided but only one needs to operate at any time; the grease pump should operate
whenever a steering gear pump is operating. There are grease return pipes from the radial and neck
bearings in order to collect excess grease and to allow for inspection of the grease to see if it contains wear
particles.
It is important that the grease pump is checked whenever the steering gear is checked and that the level of
grease in the container is adequate for operation.

1. GENERAL
1.1 The ship is fitted with Kawasaki steering gear of the Rapson Slide, electro-hydraulic type. It is
designed to move the rudder through 65 degrees in 28 seconds, with the ship proceeding
ahead at maximum speed and one pump running.
1.2 The steering gear comprises two independent electric motor-driven, variable displacement, axial
piston pump units, two electric motor- driven servo pumps, four cylinders, two double opposed
rams, two ram pins with rollers, and a tiller.
1.3 For normal operation the pump units operate simultaneously to supply hydraulic fluid under pressure
to diametrically opposed cylinders. The cylinders supplied depend on which direction the rudder is
required to move. The associated rams will exert the necessary force on each of the tiller arms to
turn the rudder to the required angle.
1.4 The steering gear system can be split into two mechanically and hydraulically Independent steering
systems.
1.5 An automatic isolation system is provided to detect any large loss of hydraulic fluid from either
hydraulic system. The affected system will then be automatically isolated and steering operations
continued using the remaining hydraulic system.
1.6 A Yokogawa Navitec adaptive autopilot, typePT21-K2T(3DOXDual), is provided to operate the
steering gear. Three methods of steering control may be selected on the control stand as follows:
(a) AUTO-automatic steering by means of the adaptive autopilot.
(b) HAND - hand electric steering with follow-up control by means of the
steering wheel on the control stand.
(c) NF - hand electric steering with non-follow-up control by means of the
steering lever on the control stand.
In addition the steering gear may be operated locally from the pump control unit in the Steering Gear
Room.
1.7 The steering motors are started locally in the Steering Gear Room. MOTORS RUNNING indicator
lamps are provided locally and at the ECR and Wheelhouse alarm panels. Power for No 1 steering
gear is 440Vac supplied from the Emergency Switchboard. Power for No 2 steering gear is 440V ac
supplied from the Main Switchboard.
1.8 Lubrication of the rudder is supplied by an automatic system. Two electric motor-driven pump units,
one duty the other standby, provide lubricant to the rudder carrier. Each pump unit can be adjusted
to deliver up to 4.32 cc of lubricant per minute at a maximum pressure of 60kg/cm2.

2. INSTRUCTlONS
2.1 Start-up
(1) Ensure steering gear is free from any loose articles which may
obstruct its movement.
(2) Ensure both hydraulic replenishing tank levels are correct and oil
temperatures between 10°C and 60°C.
(3) Ensure rudder lubrication units are at the correct level.
(4) Check system valve positions are correct in accordance with the instruction plate.
(5) Ensure steering wheel is positioned amidships.
(6) Ensure power supply is available to steering gear.
(7) Ensure power switches for control stand are OFF.
(8) Make breakers for both No 1 and No 2 power source boxes;
ensure pilot lamps on control stand are illuminated.
(9) Align steering repeater compass to correct bearing.
(10) Turn system selector switch to required system.
(11) Select HAND mode of steering.
(12) Start steering motors and servo-motors locally.
(13) Check system for leaks.
(14) Cycle steering wheel and check that rudder moves accordingly.
It is recommended that the steering gear be moved occasionally when in a 'Standby' condition. This permits
self-lubrication of the equipment and prevents overheating of the hydraulic system.

2.2 Steering Mode Selection

2.2.1 Autopilot
(1) Turn Pilot Main switch to ON.
(2) Select required code on keyboard as per manufacturer's instructions.
(3) Select AUTO on Steering Mode selector.
2.2.2 Follow-up hand steering
(1) Select HAND on Steering Mode selector.
(2) Align helm indicator to zero using steering wheel.
(3) Turn Pilot Main switch to ON.
(4) When buzzer sounds, press Buzzer Stop switch.
(5) Depress key 'C' on keyboard.
2.2.3 Non-follow-up hand steering
(1) Turn Pilot Main switch to NF.
(2) Use steering lever to set desired rudder angle.
2.3 Local Steering
2.3.1 Provision is made, in the event of failure of the steering control system, to
operate the steering gear locally. This is achieved by manual operation of a control knob fitted to each pump
control unit.
2.3.2 To change to local steering proceed as follows:
(1) Turn off power supply to control box
(2) Push emergency manual button of selected isolating valve and lock in place
using locknut provided
(3) Operate steering gear by turning pump control knob and observing pump tilt
plate angle and rudder angle indicators.
(4) When rudder reaches desired angle, release pump control knob; knob and
hydraulic pump will return to neutral position.
NOTES
1. Reduce ship's speed to approximately 7 knots
2. Rudder angle limiter is not operational in local steering.

Rotary Vane System





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GEH-Steering Gear. Update

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Steering Gear System General Engineering Knowledge

• Steering gears system

GEH March 05 -1- Singapore Maritime Academy

Navigational Safety of a Ship

GEH March 05 -2- Singapore Maritime Academy

GEH March 05 -3- Singapore Maritime Academy

Cause and/or Errors

GEH March 05 -4- Singapore Maritime Academy

The Single Failure Concept

GEH March 05 -5- Singapore Maritime Academy

Large Tankers and Gas Carriers

Additional Requirements (Electrical)

GEH March 05 -6- Singapore Maritime Academy

Steering gear power unit:

Auxiliary steering gear

GEH March 05 -7- Singapore Maritime Academy

There are three types of controls:

Operator holds switch till desired angle indicated

Rudder Right & Left Steering Gear Rudder and

Non-follow up steering gear – no hunting gear

Rudder Angle Operator Telemotor Steering Rudder &

Hydraulic Telemotor with Midship Bypass – Hunting Gear Control

GEH March 05 -8- Singapore Maritime Academy

Rudder Automatic Automatic Steering Gear Rudder &

Feedback cancels operation

Automatic Control of the Steering Gear

The five major component parts making up a steering system are:

1) The steering wheel unit. It is located in the bridge. (Wheel house).

4) The power-operated system which causes the rudder to move.

5) The rudder and its control input to the system

GEH March 05 -9- Singapore Maritime Academy

GEH March 05 - 10 - Singapore Maritime Academy

Locking Pintle Bearing Pintle

GEH March 05 - 11 - Singapore Maritime Academy

Soft Packing Packing Gland

GEH March 05 - 12 - Singapore Maritime Academy

Rudder pintle wear down

1) A - rudder stock and bush: 0.5mm on diameter

Bottom : 10-- 20 mm.

Rudder drop allowed: 3 - 6 mm.

1) D - Collar size for 700mm dia. stock: approx. Bush

Steering Gear Flat B

GEH March 05 - 13 - Singapore Maritime Academy

1) Low pour point

4) good lubricating properties

5) high flash point

GEH March 05 - 14 - Singapore Maritime Academy

Actuator (Servo) Mechanisms

1) Electro-Hydraulic: 2 types - Ram (2-ram and 4-ram), Rotary Vane.

Electro-Hydraulic Steering Gears

Depending upon the torque requirements, two variations are in use:

1) the Two-Ram system

2) the Four-Ram system

Electro-Hydraulic Steering Gear

Electro-Hydraulic Steering Gear

GEH March 05 - 15 - Singapore Maritime Academy

Pivoted Swivel Bearing

Crosshead attached to Rams

Fabricated assemblies are common in modern practice.

GEH March 05 - 16 - Singapore Maritime Academy

Emergency Operation/Emergency Steering

Pin Out Pin In

Emergency Steering using the Trick Wheel

GEH March 05 - 17 - Singapore Maritime Academy