Steering Gear

• The steering gear provides a movement of the

rudder in response to a signal from the bridge.
The total system may be considered made up
of three parts,
 Control equipment,
 Power unit and
 Transmission to the rudder stock.
• The control equipment conveys a signal of
desired rudder angle from the bridge and
activates the power unit and Transmission
system until the desired angle is reached.

• The power unit provides the force, when

required and with immediate effect, to move
the rudder to the desired angle
• The transmission system, the steering gear, is
the means by which the movement of the
rudder is accomplished.
• There must be two independent means of
steering, although where two identical power
units are provided an auxiliary unit is not
required.
 The main steering gear and rudder stock shall be
1. of adequate strength and capable of steering the
ship at maximum ahead speed
2. capable of putting the rudder from 35º on one
side to 35º on the other side with the ship at its
deepest seagoing draught and running ahead at
maximum ahead speed and, under the same
conditions, from 35º on either side to 30º on the
other side in not more than 28 seconds
3. so designed that they will not be damaged at
maximum astern speed
 The auxiliary steering gear shall be:
1. of adequate strength and capable of steering the
ship at navigable speed and of being brought
speedily into action in an emergency.
2. capable of putting the rudder over from 15º on
one side to 15º on the other side in not more
than 60 seconds with the ship at its deepest
seagoing draught and running ahead at one half
of the maximum ahead service speed of 7 knots,
whichever is the greater
 Main and auxiliary steering gear power units shall be

1. arranged to restart immediately when the

power is restored after a power failure; and
2. capable of being brought into operation from
a position on the navigation bridge. In the
event of a power failure to anyone of the
steering gear power units, an audible and
visual alarm shall be given on the navigation
bridge.
A means of communication shall be provided
between the navigation bridge and the
steering gear compartment.
 The angular position of the rudder shall

1. if the main steering gear is power-operated, be

indicated on the navigation bridge. The rudder
angle indication shall be independent of the
steering gear control system;
2. be recognizable in the steering gear
compartment
 Hydraulic power-operated steering gear shall be provided with
the following:

1. arrangements to maintain the cleanliness of the

hydraulic fluid taking into consideration the type
and design of the hydraulic system;
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
navigation bridge and in the machinery space where they
can be readily observed; and
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
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 steering gear compartments shall be

1. readily accessible and, as far as practicable,

separated from machinery space; and
2. provided with suitable arrangements to
ensure working access to steering gear
machinery and controls. These arrangements
shall include handrails and gratings or other
non-slip surfaces to ensure suitable working
conditions in the event of hydraulic fluid
leakage.
Where the rudder stock is required to be over 230mm
diameter in way of the tiller, excluding strengthening for
navigation in ice, an alternative power supply, sufficient
at least to supply the steering gear power unit which
complies with the requirements of paragraph 4.2 and
also its associated control system and the rudder angle
indicator, shall be provided automatically, within 45
seconds, either from the emergency source of electric
power or from an independent source of power located
in the steering gear compartment. This independent
source of power shall be used only for this purpose. In
every ship of 10,000 gross tonnage and upwards, the
alternative power supply shall have a capacity of at least
30 minutes of continuous operation and in any other
ship for at least 10 minutes.
 Additional requirements:
Means for indicating that the motors of
electric and electrohydraulic steering gear are
running shall be installed on the navigation
bridge and at a suitable main machinery
control position.
• The power and torque capabilitymust be such
that the rudder can be swung from 35° one side
to 35*the other side with the ship at
• maximum speed, and also the time to swingfrom
35°one side to 30°the other side must not exceed
28 seconds.
• The system must be protected from shock
loading and have pipework which is exclusive
to it as well as be constructed from approved
materials. Control of the steering gear must be
provided in the steering gear compartment
• Power units
• Two types of hydraulically powered transmission
units or steering gear are in common use, the
ram and the rotary vane

• Two particular variations, depending upon

torque requirements, are possible the two-ram
and the four-ram.
• The rams acting in hydraulic cylinders operate
the tiller by means of a swivel crosshead carried
in a fork of the rams.
• A variable delivery pump is mounted on each
cylinder and the slipper ring is linked by rods to
the control spindle of the telemotor receiver.

• The variable delivery pump is piped to each

cylinder to enable suction or discharge from
either
• A replenishing tank is mounted nearby and
arranged with non-return suction valves which
automatically provide make-up fluid to the
pumps.
• A bypass valve is combined with spring-loaded
shock valves which open in the event of a very
heavy sea forcing the rudder over
Rotory vane steering gear
 Advantages of rotary vane type over
ram type

• Smaller space required

• Low installation cost
• Less weight
• Smaller power required, for the same load,
because it can transmit pure torque to the rudder
stock
• Steering gear testing
• Prior to a ship's departure from any port the
steering gear should be tested to ensure
satisfactory operation.
• 1. Operation of the main steering gear.
• 2. Operation of the auxiliary steering gear or
use of the second pump which acts as the
auxiliary.
• 3. Operation of the remote control telemotor)
system or systems from the main bridge
steering positions.
• 4. Operation of the steering gear using the
emergency power supply.
• 5. The rudder angle indicator reading with
respect to the actual rudder angle should be
checked.
• 6. The alarms fitted to the remote control
system and the steering gear power units
should be checked for correct operation.
• During these tests the rudder should be
moved through its full travel in both directions
and the various equipment items, linkages,
etc.,
• visually inspected for damage or wear. The
communication system between the bridge
and the steering gear compartment should
 Emergency steering gear operation

• In the case of Telemotor failure, by switching the

change over pin, emergency steering can be
carried out by isolating the receiver cylinder and
directly controlling the connecting rod of the
main steering power unit’s pump lever.
• The emergency rudder angle indicator and
communication system to bridge being provided
at the emergency station.
Each electric or electrohydraulic 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
electrohydraulic steering gear associated to one
of the circuits supplying this main steering gear.

The circuits supplying an electric or

electrohydraulic steering gear shall have
adequate rating for supplying all motors, which
can be simultaneously connected to them and
may be required to operate simultaneously.
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, 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
anyone of the supply phases.
The alarms required is this paragraph shall be
both audible and visual and shall be situated in a
conspicuous position in the main machinery is
normally controlled.
 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

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;
1.9 automatic isolating arrangements and
other automatic equipment
 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.
3.1 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.
• The steering gear provides a movement of the
rudder in response to a signal from the bridge.
The total system may be considered made up
of three parts, control equipment, a power
unit and a transmission to the rudder stock.
• The control equipment conveys a signal of
desired rudder angle from the bridge and
activates the power unit and transmission
system until the desired angle is reached. The
power unit provides the force, when required
and with immediate effect, to move the
rudder to the desired angle. The transmission
system, the steering gear, is the means
• by which the movement of the rudder is
accomplished.
• There must be two independent means of
steering, although where two identical power
units are provided an auxiliary unit is not
• required. The power and torque capability must
be such that the rudder can be swung from 35 ~
one side to 35 ~ the other side with the ship at
• maximum speed, and also the time to swing from
35 ~ one side to 30 ~ the other side must not
exceed 28 seconds. The system must be
protected from shock loading and have pipework
which is exclusive to it as well as be constructed
from approved materials. Control of the steering
• Tankers of 10000 ton gross tonnage and upwards
must have two independent steering gear control
systems which are operated from the bridge.
Where one fails, changeover to the other must be
immediate and achieved from the bridge
position. The steering gear itself must comprise
two independent systems where a failure of one
results in an automatic changeover to the other
within 45 seconds. Any of these failures should
result in audible and visual alarms on the bridge.
• Steering gears can be arranged with hydraulic
control equipment known as a 'telemotor', or
with electrical control equipment. The power
unit may in turn be hydraulic or electrically
operated.
• A pump is required in the hydraulic system which
can immediately pump fluid in order to provide a
hydraulic force that will move the rudder.
 Variable delivery pumps

• Variable delivery pumps can run continuously in

one direction but have the capability of an
infinitely changeable discharge from zero to a
maximum either way. The principle of operation
is based on altering the stroke of the pump
pistons in radial or axial cylinders, by means of a
floating ring or swash plate respectively, to
change the amount of oil displaced.
• There is very little shock to the hydraulic
system as the pump commences delivery,
because the piston stroke increases from zero
gradually. For a small rudder movement,
piston stroke is small; the stroke becomes full
only for larger rudder movements
• When the circular floating ring is concentric
with the central valve arrangement the pistons
have no relative reciprocating motion in their
cylinders As a result no oil is pumped and the
pump, although rotating, is not delivering any
fluid.
• If however the circular floating ring is pulled to
the right then a relative reciprocating motion
of the pistons in their cylinders does occur The
lower piston, for instance, as it moves inwards
will discharge fluid out through the lower port
in the central valve arrangement. As it
continues past the horizontal position the
piston moves outwards, drawing in fluid from
the upper port
• . Once past the horizontal position on the
opposite side, it begins to discharge the fluid. If
the circular floating ring were pushed to the left
then the suction and discharge ports would be
reversed
• This pump arrangement therefore provides,
for a constantly rotating unit, a no-flow
condition and infinitely variable delivery in
either direction. The pump is also a positive
displacement unit. Where two pumps are
fitted in a system and only one is operating,
reverse operation might occur. Non-reversing
locking gear is provided as part of the flexible
coupling and is automatic in operation. When
a pump is stopped the locking gear comes into
action; as the pump is started the locking
• gear releases.
 Hydraulic telemotor
• The telemotor comprises a transmitter on the
bridge and a receiver connected to the steering
gear variable delivery pump, through the hunting
gear. Transmitter and receiver are connected by
solid drawn copper pipes
. Any fluid displaced in the transmitter cylinder by the piston will therefore be
forced through the pipes and circuit valve to the receiving cylinder. The receiver
rams are fixed in the arrangement shown and any displacement of the fluid
causes the cylinder body to move along the rams against the compression of one
of the springs. The compressed spring serves to return the receiver, and with it
the transmitter, to midship position when the helmsman releases the
steeringwheel
Movement of the bridge transmitter results in electrical imbalance and current
flow to the motor. The motor drives, through a flexible coupling, a screw shaft,
causing it to turn. A screw block on the shaft is moved and this in turn moves the
floating lever to which a control rod is attached.
 Power units

• Two types of hydraulically powered transmission

units or steering gear are in common use, the
ram and the rotary vane.
• The rams acting in hydraulic cylinders operate
the tiller by means of a swivel crosshead carried
in a fork of the rams. A variable delivery pump is
mounted on each cylinder and the slipper ring is
linked by rods to the control spindle of the
telemotor receiver. The variable delivery pump
is piped to each cylinder to enable suction or
discharge from either.
• A replenishing tank is mounted nearby and
arranged with non-return suction valves which
automatically provide make-up fluid to the
pumps. A bypass valve is combined with spring-
loaded shock valves which open in the event of
a very heavy sea forcing the rudder over. In
moving over, the pump is actuated and the
steering gear will return the rudder to its
original position once the heavy sea has passed.
• A spring-loaded return linkage on the tiller will
prevent damage to the control gear during a shock
movement
• During normal operation one pump will be running.
If a faster response is required, for instance in
confined waters, both pumps may be in use. The
pumps will be in the no-delivery state until a rudder
• movement is required by a signal from the bridge
telemotor transmitter..
• The telemotor receiver cylinder will then move: this
will result in a movement of the floating lever which
will move the floating ring or slipper pad of the
pump, causing a pumping action. Fluid will be drawn
from one cylinder and pumped to the other, thus
turning the tiller and the rudder. A return linkage or
hunting gear mounted on the tiller will reposition the
floating lever so that no pumping occurs when the
required rudder angle is reached
• These consist of two elements:
• a cylindrical static casing (stator) with usually
three internal vanes which project radially
inwards
• a rotor keyed to and concentric with the
rudder stock, the rotor has rotor vanes which
project radially outwards into the spaces
formed by the stator vanes.
The spaces formed between the stator and rotor
vanes are used as high and low pressure chambers.
 SINGLE FAILURE CRITERIA
• The main steering gear shall be so arranged
that in the event of loss of steering capability
due to a single failure in any part of one of the
power actuating systems of the main steering
gear, excluding the tiller, quadrant or
components serving the same purpose, or
seizure of the rudder actuating system shall
not put the other non-defective unit also out
of operation.
• The main steering gear shall comprise either:

• Two independent and separate power

actuating systems, each capable of operating
conditions of main steering gear as we have
seen above
• Testing and drills

• Within 12 h 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;