STEERING GEAR

What is Steering Gear system?

A steering gear system provide movement to the rudder in response to the signal from the
bridge.
Six degrees of freedom (6DoF)
Translations Rotation
• Sway • Rolling
• Surge • Pitching
• Heave • Yawing
Pivot Point (PP)
The Pivot point (PP) is the point around which
the ship rotates.
Propeller movement effect
• Ahead - Higher pressure on the port side transverse thrust causes
small swing to starboard hardly noticeable.
• Astern - Higher pressure on the starboard side much more significant
transverse thrust causes swing to port.
STEERING ENGINE
• Two types of steering engines
• Electromechanical (found on small ships, requires great
maintenance)
• Electrohydraulic (found on most current ships)
Parts of Steering Gear System

Control Unit: Power Unit: Transmission to the

It conveys the desired rudder
After receiving the signal for rudder stock:
angle from bridge to steering
designed rudder angle from It is the means by which the
flat. Then it activates the
control unit; It generates movement of the rudder is
power unit and transmission
force with immediate effect to accomplished.
system in the steering room.
move the rudder to a certain
Ex: Hydraulic Telemoter angle.
system.
What are the types of steering gear?

Depending upon the torque needs; there can be one of two types of steering
gear on board ship:-
[Link] Type ( 2 Ram vs 4 Ram ).
[Link] vane type.
Ram Type: Rotary Vane Design:
Rotary vane steering gear system works
One of the most common steering gear on the similar principle as of the two
system used on ship; Ram type steering and four ram steering system. The only
gears contain hydraulic cylinders difference is that instead of rams, here
attached to discs connected to the we have different chambers build by
hydraulic pumps. housing and vanes.
This can either have cross-head
arrangement with forked / Rounded Rotary vane arrangement are preferred
arm’s tiller. over Two or four Ram system, where
there is less space, low budget and
want same torque output at much
lower hydraulic pressure.
How the Steering Engine Works
• Helm sends an electric signal to the receiving unit
• Mechanical signal sent to the running pump
• The running pump pumps oil (hydraulic fluid) into the port/starboard
cylinder
• Ram forces the rudder to move in proper direction
Sterring modes
Three modes:
1. FOLLOW UP SYSTEM, (helm is used);
When the wheel is turned to a specific angle the rudder responds by moving to the
requested angle, hence it follows the helm. A follow up system is spring activated to
return to zero when released by the helmsman.

2. NON-FOLLOW UP SYSTEM, (tiller is used);

Uses a three-position actuator where the center position is neutral. Moving the
actuator left or right moves the rudder left or right. The rudder remains in that
position and does not return to center when the actuator is centered.
Sterring modes
3. Autopilot
● The autopilot on board ships is designed to maintain as close as possible azimuth to the desired
course.
● Autopilots have evolved from simple course holding systems to adaptive computer.
● Autopilots do not replace a human operator.
AUTOPILOT BENEFITS
– Precise steering
– Cost savings in reduced fuel consumption
– No crew fatigue
– Integration into navigation system
– Ease of use and clear data display
Emergency Steering Gear
• The last line of defense for steering systems is a device called
the Trick Wheel.
• Electrohydraulic gear is provided with standby pumping unit
• Trick wheel (turn by hand)
• Very slow
• Rudder only turns small amount for each revolution of the wheel
Safety Steering Gear
• Rudder limits
• Can only be turned 35° to either side of center
• “FULL RUDDER” is only 30°
• Extra 5 is used in emergencies
• Never put the rudder hard over unless ordered – it can cause the
rudder to jam against the stops!
Regulation for Steering Gear system

● Each ship must be equipped with the main and auxiliary steering systems.
● The arrangement for both system should be such; that failure of one should not
adversely affect the other.
● A relief valve must be installed on any part of the hydraulic steering system.
● Rudder stock and steering gear should be sufficiently strong and capable of steering
at the maximum speed.
● The rudder stock and steering gear must be capable of moving the rudder from 35o port
to 35o starboard under deepest draft and maximum speed. They must also move the
rudder from 35o on one side to 30o on another in not more than 28 sec.
Regulation for Steering Gear system

● The rudder stock and steering gear must be capable of steering at maximum astern
speed.
● The auxiliary steering system should have sufficient strength to efficiently steer the
ship at normal sea speed under emergency condition.
● The auxiliary steering system must be suitable to place the rudder from one side to
another (15o to 15o ) in not more than 60 sec.
● For each Oil, Gas and chemical tanker of more than 10,000 gross tonnage; the main
steering gear system should have two or more similar power units.
Two steering pumps.
Pre-departure check, 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. the main steering gear.
2. the auxiliary steering gear
3. the remote steering gear control systems
4. the steering positions located on the navigation bridge
5. the emergency power supply.
6. the rudder angle indicators in relation to the actual position of the rudder
7. the remote steering gear control system power failure alarms
8. the steering gear power unit failure alarms; and
9. 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
• The operation of the means of communication between the navigation
bridge and steering gear compartment/room.
Factors affecting ship’s movement
● the speed and relative direction of ● ship length, weight and profile in
currents the water
● wind speed and direction ● total wind opposing surface the
● the speed of the ship ship offers at any moment
● the underwater ships volume and
● Propeller rotation affect the ship
profile
direction and rudder eficiency
● propeller design and RPM
● the waves direction, size and frequency
(you can have waves from multiple ● rudder design and angle
directions and out of phase) ● and many others……..
 TECHNIQUES
• The  helmsman  must  repeat  distinctly,  word  for   word,  every  order  he  receives.
• This  is  done  so  the  conning  officer  knows  the   helmsman understands  his  command.
• STEADY  ON  110,,,,,, STEADY  ON  110,,,,, the ship is steering 110.
• Anticipation.
• pay attention  at  all  times!
• Never  oversteer.
• Be patient.
• turns  smartly.
• rudder  combinations  are  currently  being used  to  maintain  course.
IN RESTRICTED WATERS
• REQUIRES  PRECISE  SHIPHANDLING .
• NARROW CHANNEL.
• TIDLE CURRENT.
• SLOW SPEED.
Sea trial and manoeuvrability
*Reading*
Maintenance requirement from the ISM
“5.10 Maintenance of the Ship and Equipment
5.10.1 The Company should establish procedures to ensure that the
ship is maintained in conformity with the provisions of the relevant
rules and regulations and with any additional requirements which
may be established by the Company.
5.10.2 In meeting these requirements the Company should ensure
that:
.1 inspections are held at appropriate intervals;
.2 any non-conformity is reported, with its possible cause, if known;
.3 appropriate corrective action is taken; and
.4 records of these activities are maintained”
RECOMMENDATION ON THE PROVISION AND THE
DISPLAY
OF MANOEUVRING INFORMATION ON BOARD SHIPS
• The manoeuvring information should be presented as follows:
.1 Pilot card
.2 Wheelhouse poster
.3 Manoeuvring booklet.
 Pilot card
The pilot card, to be filled in by the master, is
intended to provide information to the pilot on
boarding the ship. This information should describe
the current condition of the ship, with regard to
its loading, propulsion and manoeuvring equipment,
and other relevant equipment. The contents of the
pilot card are available for use without the
necessity of conducting special manoeuvring trials.
Wheelhouse poster
Contain general particulars and detailed
information describing the manoeuvring
characteristics of the ship.
Manoeuvring booklet
Contain - comprehensive details of the ship's
manoeuvring characteristics and other relevant
data. The manoeuvring booklet should include the
information shown on the wheelhouse poster
together with other available manoeuvring
information.
 RECOMMENDED INFORMATION TO BE INCLUDED IN THE MANOEUVRING BOOKLET

1 General description 3.1 Stopping ability

1.1 Ship's particulars 3.2 Deceleration performance
1.2 Characteristics of main engine 3.3 Acceleration performance
2 Manoeuvring characteristics in deep 4 Manoeuvring characteristics in shallow
water water
2.1 Course change performance 4.1 Turning circle in shallow water
2.2 Turning circles in deep water 4.2 Squat
2.3 Accelerating turn 5 Manoeuvring characteristics in wind
2.4 Yaw checking tests 5.1 Wind forces and moments
2.5 Man-overboard and parallel course 5.2 Course-keeping limitations
manoeuvres 5.3 Drifting under wind influence
2.6 Lateral thruster capabilities
6 Manoeuvring characteristics at low
3 Stopping and speed control speed
characteristics 1n deep water
7 Additional information
 TD = tactical diameter, in meters
L = vessel length, in meters
Δ = vessel displacement, in metric tons
Rtd = rating of turning ability

Turning ability is the measure of the ability to turn the vessel

using hard-over rudder (or other primary mean of directional
control), the result being a minimum “advance at 90° change of
heading” and “tactical diameter” defined by the “transfer at
180° change of heading”.

A turning circle manoeuvre is to be performed to both starboard

and port. The rudder angle must be the maximum design rudder
angle permissible at the test speed, but is not required to be
more than 35 degrees

IMO requires that the tactical diameter is to be less than 5 ship

lengths and the advance is to be less than 4.5 ship lengths