Rudder

STEERING GEAR
The steering gear provides a movement of the rudder in response to a
signal from bridge. The rudder steers the vessel with help of water
thrust provided by propeller.
The steering gear system is made up of three parts :
1. Control equipment
2. Power unit
3. Transmission to the rudder stock.
 The control equipment conveys a signal of desired rudder angle
from the bridge to the steering flat where it is received to activate
the power unit and transmission system until the desired angle is
reached.
 Power unit provides the force, when required and with immediate
effect to move the rudder to the desired angle.
 Transmission system(steering gear) is the means by which the
movement of the rudder is accomplished.
 STEERING GEAR
 Control equipment can be hydraulic control equipment
(known as a “Tele-motor”) or an electric- electronic control
equipment.
 The power unit may be in turn hydraulic or electrically
operated.
 Two types of hydraulically powered transmission units or
steering gears are common; they are 1. Ram type( 2 ram or 4
ram).
2. Rotary vane type.
Both can be called Electro Hydraulic Steering Gear.
 Telemotor System
TELEMETERING SYSTEM OR
TELEMOTOR SYSTEM:
This consists of the transmitter and the
receiver unit.

The transmitter is equipment, which sends a

signal for the change of direction of motion of
the ship and

the receiver is the equipment, which receives

this signal and makes the actuating system to
work and respond to this order.
Telemotor System

Material:
Casing – Gunmetal.
Rams – Bronze.
Pipes – Copper.
Cups (old type) –
Leather.

In the new Transmitters

the rams are lapped to
the cylinders.
 Hydraulic transmitter

Shown above is a typical

hydraulic transmitter unit.
The pinion driving the
pistons is turned by the
bridge wheel.

The casing is usually gun

metal, with bronze rams,
and copper pipes are led in
by drilled leads on the
casting.
 Transmitter
The transmitter consists of two
rams ending in racks, which
mesh with a primary pinion
attached to the steering wheel
shaft and housed in a casing.

The unit consists of two parts:

The top which houses the racks
and the pinion and serves as the
replenishing or make up tank,
the racks and pinion being
lubricated by this fluid.

The bottom half which is made of

two cylinders in which
reciprocate the rams passing
through sealing glands.
 Bypass Valve

Since the cylinders are always full of the

hydraulic fluid a device has to be fitted to
allow for the variations in the oil volume
due to temperature changes,
relief in case of a build up of pressure and
for equilibrium between the two cylinders
when the wheel is at midships. This device
is called a “Bypass Valve”.
Bypass Valve The working is as follows:
When the steering wheel
is at midships the cam
depresses the operating
rod, which in turn
depresses the two valves,
which connect up both
the cylinders, and any
pressure difference is
equalized.
This equalising
connection is also
connected to the
replenishing tank at the
top of the telemotor
transmitter as shown in
the attached diagram
 By-pass valve

• The operating rod is

pushed down making
both lines common
whenever the wheel is at
amidships, generally by a
cam fitted to the pinion.
• This ensures they system
is always balanced.
 Steering gear
• To test the system, with the
steering gear actuating pumps
stopped, the wheel may be
lashed at hard over and the
pressure recorded.
It should maintain this
pressure for some time

• To allow for expansion in the

system and to allow topping
up a 'by-pass valve' is fitted.
It will also act as a safety
valve
Bypass valve connection to Replenishing Tank
Since both the cylinders are
always full of oil, if there is
an increase in the volume of
oil due to thermal
expansion, the pressure
builds up and a spring
loaded two-way valve lifts
allowing the oil to pass back
to the replenishing tank.
The other valve of this two-
way valve allows oil from
the replenishing tank to
flow into the cylinders when
there is a thermal
contraction
Bypass v/v conn. to Replenishing Tank
A relief valve act at 18 Bar is
also fitted as shown and this
protects the system from
sudden over pressures.

There is a shut off valve ‘R’

which is kept open and locked
at all times except when the
system is being charged.

The other shut off valve ‘S’

which is a hand operated
positive bypass valve between
the two cylinders is kept
“SHUT” and locked at all times
except when the system is being
charged.
 Telemotor - Rceiver

Material: Hollow rams – Stainless steel.

Fixed rod – Mild steel.
Moving cylinder – Bronze, Gunmetal.
Fixed crosshead – Bronze/ Gunmetal.
Sleeves - Gunmetal. Spring - Spring steel.
 Receiver – Construcion & Working
The stopper nuts as shown
restrict the movement. Each set
of sleeves carry a strong spring
between them. The crossheads
are connected by supply/return
pipe, to the telemotor
transmitter
It consists of two hollow rams
in line, fitted to two fixed
crossheads. A cylinder closed
at mid length and open at each
end, fits over and floats
between the rams. Sealing
glands (construction described
later) are fitted at each end of
the cylinder and air cocks
provided on both sides. The
crosshead and the rams are
kept fixed and aligned by two
parallel rods. The rods have
two sleeves each fitted over
them and sliding through the
cylinder casing.
 Receiver – Construction & Working

Slight movement of the moving cylinder causes the left

hand sleeve to butt against the stopper nut and further
movement causes the spring to get compressed.

When the steering wheel is returned to midship the

springs, which are under compression, return the moving
cylinder to its mid position.
 Telemotor Hydraulic Fluid

The Hydraulic oil should have the following

properties:
Low pour point around -50*C.
Low viscosity (30 Redwood sec. at 60*C).
High viscosity index (110).
High flash point (closed flash point 150*C).
Non-sludge forming.
Non-corrosive.
Good lubricating properties but not too thin that will
make gland sealing difficult.
Density about 880 kg/m3 at 15.5*C.
Telemotor Charging System
If the system is new or it is being filled after
some repairs have been carried out, the complete
system should be cleaned,
blown through with air and then washed with
paraffin..
The charging tank and the hand pump is
connected as
shown and is usually in the steering flat.
First of all in the bypass valve blocks, shut off
valve ‘R’ is to be shut and shut off valve ‘S’ is to
be opened. The air cooks X and Y are kept open
and then valve A is opened keeping B, C and D
shut. Maintaining a constant head in the
charging tanks the hand pump is used to pump
the telemotor fluid. The fluid passes through the
hand pumps through A and fills up the left hand
side hollow ram and cylinder of the receiver.
When a steady stream of fluid issues out from
air cock X, that is no more air bubbles are
present, then X is shut off.
Telemotor Charging System
The hand pump is slowly and continuously
operated and valve B is opened. The fluid
goes through the left hand side of the
receiver to the telemotor transmitter
cylinders first to the left and then to the
right. The steering wheel should be slowly
operated from hard over to hard over so
that the cylinders get completely filled and
the air in the pipes pushed towards valve
C., (The function of the shut off valves can
now be appreciated.)
The valve C is then opened and D kept
shut. Air will then issue out of air cock Y.
When air stops to issue out and there is a
steady flow of fluid from the air cock, then
Y is shut and valve D opened. Further
pumping will force out the air in the
remaining part of the line through the
fluid in the charging tank.
 Electro-hydraulic type telemotor system

• Shown is a very simple

system capable of operating a
steering hunting gear.
• A pressure relief valve across
the pump to prevent over
pressurization of the system.
• The signal is derived from the
action on the steering wheel,
created by the autopilot or
directly from the non-follow
up control levers.
Electro-hydraulic type telemotor system
 Two ram hydraulic st.gear
Two Ram Hydraulic Steering gear If oil is pumped
into LHS hydraulic cylinder
and drawn from RHS
hydraulic cylinder, there
will be a left to right sliding
movement of the rams.
Through the ram cross-head
the tiller arm will move
towards starboard. The
instant pumping is stopped,
movement of tiller arm will
stop and rudder will be
hydraulically locked in this
new position as oil now has
no way to leak and is fully
blocked within the ram
cylinders. Vice-versa is the
case if oil is pumped into
RHS hydraulic cylinder and
drawn from LHS hydraulic
cylinder
Two Ram Steering Gear System
 Considering a two- ram system the
Two Ram Steerting Gear System operating principle is as follows:

Considering the telemotor receiver

cylinder moving from left to right,
this movement moves the lever,
which has a fulcrum at the centre in
a clockwise direction. The floating
lever top moves to the left and along
with it pulls the control lever of the
pump out (or also to the left),
pivoting at the bottom point.

Considering a Hele Shaw pump,

which is running all the time, when
the floating ring is moved it start the
pump. Hydraulic fluid is sent to the
right hand cylinder and sucked back
from the left hand cylinder.
Two Ram Steering Gear System
The starboard (or right) ram, not
shown is pushed from right to left,
which in turn pushes the port ram
as both are connected by a
crosshead.

The tiller arm, which is at right

angles to the centre line of the rams
and fitted to the crosshead, thus
moves to the left. To the other end
of the tiller arm is keyed the
rudderstock which then rotates
and turns the rudder to starboard.

The tiller arm is connected to the

bottom portion of the floating lever
by a buffer spring and link. This is
called the hunting gear.
Hunting Gear
Hunting Gear Mechanism:
Mechanism
The floating lever movement to
the left pulls the pump control
lever also to the left with the
pivoting taking place at the
bottom point.

When the tiller arm turns it

pushes the hunting link to the
right, which in turn pushes the
pump control lever Inwards and to
mid position with pivoting taking
place at the top point.

At mid position the pump is at

“no stroke” and thus the rudder is
stopped at that helm angle.
Hunting Gear Mechanism
(cont’d) For the rudder to be brought
back to the midship position, the
telemotor receiver cylinder will
have to move to the left, the
floating lever top to the right,
pushing the pump control lover
further in.

Pump will start and the tiller

will move in the opposite
direction, pulling the hunting
link to the left.

This will in turn, will pull out

the control lever of the pump
back to mid position, pivoting
about the top floating lever
point.
 NOTE:
The buffer spring in the
hunting gear link in
Hunting Gear Mechanism provided to take up any
excess movement beyond
the maximum stroke of the
pump.

This extra movement is

stored by the compressed
spring and used to reset
itself as the hunting gear
approaches the no effect
point.

It also takes up the effect

of heavy seas on the rudder.
The sequence
of operation
of the
Floating
Lever could
be
represented
thus:

1. 2. 3. 4. 5.

R: Receiver transmitting point P: Pump controlling point T: Tiller arm feed

back point
Effect of Wave Hitting the Rudder
Effect of wave Hitting the Rudder(Cont’d)
At any position of the rudder, both sides of
ram cylinders are full of oil and rudder is
hydraulically locked. Rudder therefore cannot
be disturbed from it’s position even if external
forces like wave pressure etc. try to do so. The
tendency of rudder to move will only cause oil
pressure in the respective ram cylinder to
increase.

 However, during such tendency the

rudder stock will actually experience twisting
moment.(Wave forcing the rudder to move
from the bottom end of the rudder stock and
simultaneously the locked rams preventing the
rudder to move from top end).

 Now, if this twisting torque is

excessive the rudder stock may twist or even
shear off. To prevent shearing off, and other
damages, a set of relief valves are incorporated
in the hydraulic system.
Effect of Wave Hitting the Rudder (Cont’d)
Consider a wave force tending to move
the rudder towards port from its mid-
ship position. The wave force will tend to
move the starboard ram into starboard
cylinder causing build-up of hydraulic
pressure on RHS.
This build-up of pressure will be
excessive if wave force is excessive and
will lift up the relief valve, releasing
pressure from RHS to LHS. Oil will leak
from RHS to LHS allowing rudder to
give way. Rudder moves towards port
and wave passes on.
Simultaneously however the pump
stroke lever gets disturbed and pump
starts pumping, bringing the rudder
back to position from where it was
disturbed (in this case the mid-ship
position).
 Mechanical Stops & Limits in a Stg.Gear

As per regulations a steering gear system should be

capable of putting the rudder from an angle of 35*
on one side to 35* on the other side (statutory
requirement is to put rudder from 35* on one to
30* of the other side) in 28 seconds. To ensure
that these limits are maintained there are a number
of stops and limit switches.
 Mechanical Stops
Not considering the limit switches for the time being the
mechanical stops that are provided are in the following
actuating order:
1. Auto pilot mechanical stop.
2. Local control mechanical stop, where local control provided.
3. Actuating system mechanical stops that limits on the
ram travel, provided as stops against tiller arm movement
or some thing similar.
4. Bridge Telemotor transmitter mechanical stop (Rack
travel limited).
5. Finally, stern- post mechanical stop. Extra movement of'
the rudder due to heavy seas or some other reasons is
finally or lastly limited by the stern post stops which are
set at 36* on each side.
Converting Hyd. Power to Torque
for Rudder

Various mechanisms have been devised for

converting the hydraulic power to torque
for the actuation of the rudder.
The three most common ones in use are:
1.The Rapson's Slide Mechanism.
2.The Rotary Vane Mechanism.
3.The Pinned Actuator Mechanism.
 Rapson’s Slide Mechanism

This is used for Ram type St.Gear.

There are two types, namely
1)The forked Tiller type and
2) Round arm tiller type (for high
duty)
Ram Steering gear – Some Crosshead Arrangements
Forked Tiller
Round-arm Tiller Type
Crosshead arrangement (Round arm Tiller)
Crosshead Arrangement
Ram Crosshead Details
The ram ends are
usually forked and each
pair of rams are bolted
together at these ends
forming bearing halves
as shown.

These are bushed to

form the top and bottom
vertical bearings, which
take or clamp the pins
or trunnion arms of the
swivel block.
Ram Crosshead The swivel block and
Details(Cont’d) the pins together are
called the crosshead .
The swivel block has a
horizontal gunmetal bush
through which passes the
tiller arm.
Provision is made by the
way of clearances as shown
between the swivel block
and the ram fork ends for
wear-down of the rudder
and tiller arm and also to
accommodate the vertical
movement of the rudder.
Ram Crosshead These two
details(Cont’d) clearances are of
utmost importance for
the safe working of
the cylinders and
rams.

Any vertical
movement of the
rudder should not
reflect by the virtue of
forces on the
crosshead.
 Ram Crosshead Details (Cont’d)

.
To ensure this (ie. No force coming on the crosshead) it is
important to make sure:
1) Wear down clearance as shown above, should be at all
times, more than any pintle wear down provided, in the
Rudder.
2) Jumping clearance as shown above should be at all
times, more than the allowable vertical play clearance
permitted by the rudder, that is clearances at the striking
pad or clearance at the pallester bearing.
 Ram Crosshead Details (Cont’d)

If striking pads are fitted between the rudder top

and the stern-post, one should make sure that this
stopper arrangement is effective for all positions of
the rudder from hard port to hard starboard.
It is of utmost importance that all the clearances
are measured and recorded with date, during the
vessels’ routine dry-docking
 Rudder Carrier Bearing
The weight of the rudder is taken by
a rudder carrier bearing sometimes
known as the pallister bearing. A
seprate watertight gland seal is
provided in the transom space to avoid
seawater from entering the ship’s
structure.
In the sketch shown, the rudder
stock has a forged collar and carries a
screwed one on top.
In between these collars, a forged
rudder carrier is keyed on the stock
and thus rotates with it.
The carrier may have a conical
bearing face as shown or a flat one in
some designs and it is grease
lubricated.
Rudder Carrier Bearing (Cont’d)
The carrier rests on the carrier
housing bearing face, which is of
phosphor bronze.
To the top of the housing is the jump
ring screwed on by several bolts.
All components are in halves and
clamped together.Seals are provided at
the top and bottom to keep the
lubricating grease in.
The weight of the rudder is thus
transferred through the rudder carrier
to the grease lubricated bearing surface
of the housing, which is secured to a
heavy insert plate on the deck of the
steering flat.
The housing is also chocked to avoid
any fore and aft and athwartship
movement.
Four Ram Electro Hydraulic Stg.Gear
Depending upon the torque
requirement, we may have 2 ram
or 4 ram steering gear..
4- Ram Electro- Hydraulic
Steering Gear.
Some ships are
provided with a 4-ram
hydraulic steering gear.
Here we have four rams
instead of two rams. Such a
system gives us freedom of
isolating any leaky part
from the system and thus
ensuring availability of
steering power at all times.
Electric Stg.Gear
 This steering gear
has the advantage over the
others in that all connections
from the bridge to the
steering engine compartment
consists of electric cables
only.

No telemotor or mechanical

control is needed.

The rudder stock is moved

by electric rudder motor,
through worm, worm- wheel,
pinion and quadrant.
Electric Steering Gear The quadrant moves
(Cont’d) simultaneously with the pinion,
storing energy in buffer springs.

The buffer springs will then

release stored movement slowly
to the tiller arm, which in turn
moves the rudder.

The electric machinery

involved are rudder motor,
generator for supplying power to
the motor, motor for the electric
generator, generator exciter and
rheostat for control.
Electric Steering Gear
Quadrant Tiller Connection
Quadrant & Tiller Connection
Ward Leonard System - Principle
1)When a steady current flows through a
uniform condctor, there is a steady voltage
drop along the length of the onductor.
If the potential difference between AB is 10
volts, , then if we measure the PD between A
& C, which is ½ AB, it will be 5 volts.
Similarly, P.D between A & D will be 2 volts,
if AD is 1/5 of AB.

2)If a voltage is applied at the ends of two

uniform conductors joined in parallel,
then a current between 0 and maximum
can flow in either direction, by connecting
suitable points on the condutors.
 Ward Leonard 10 volts is applied across AB and XY,
System - Principle which are onnected in parallel.The P.D
across AC & XZ will be 5 volts, and across
AD & XW will be 2 volts. (Points D nd W
& C and Z taken at 1/5 AB and ½ AB)
If we join C and Z, there will be no
current flow, as they are at the same
potential. But if C is joined to W or D to
Z, the P.D across these points being
different, a current will flow from C to W
and Z to D. Hence max. current flow will
be, when A and Y or B and X are
connected.. Therefore we see that , a
current from zero to maximum could be
got in the desired direction by connecting
suitable points. This is the basis of Ward
Leonard System.
Ward Leonard System
In the Ward Leonard
System, the conductors AB
and XY discussed earlier
are fitted as rheostats, one
in the bridge & the other in
the steering flat.They are
connected in parallel &
have DC supply . C1 and
C2 are two sliding contacts
working on screwed rods.
C1 is connected to bridge
wheel & C2 is connected to
rudder motor ad steering
quadrant.
Ward Leonard Sstem(Cont’d)
The motor drives a generator and
Exciter. The generator shunt field
is fed from the exciter.

The direction of current through

the exciter field, connected across
the two sliders C1 and C2,
determines the direction of
current through the generator
field, and hence through the
generator armature and the
armature of the rudder motor,
which in turn dictates the
direction in which the rudder
motor rotates and hence the
direction of the rudder movement.
Ward Leonard System
When wheel is in midship no current
(Cont’d) flows.When wheel is moved to port or
stbd, the balance is disturbed & a
current flows through the exciter
field inducing a voltage in the exciter.
A current flows through the field of
main generator, which in turn sends
a current through the rudder motor
armature. Rudder motor turns,
which causes the rudder to turn
through worm gearing and
quadrant.
As the rudder turns, the rudder
rheostat moves and restores electrical
balance & rudder comes to a stop in
the new position. This is feed back or
hunting gear system. To bring the
rudder to midship, the wheel is
turned to midship.
 Rotary Vane Gear
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. The main advantage of the system is
that it is compact, occupying about 1 / 10 the space
of a ram system. The disadvantages are ;
it has a long oil sealing path
it is a constant torque machine at all angles of helm
compared to the ram system where due to the
Rapson slide effect, the torque available increases
with increasing helm.
Where 100% redundancy is required two rotary vanes in
piggy back are used.
All vanes are spheroidal graphite cast iron secured to
the cast iron rotor and stator by high tensile steel
dowel pins and cap screws.
Rotor strength is maintained by keys fitted full length of
the rotary vane.
Steel sealing strips are fitted along the working faces,
backed by synthetic rubber in grooves along the
working faces which are elastically loaded, so as to
ensure that contact with the mating surfaces is
maintained in order to hold the hydraulic pressures.
The chambers are alternately connected to the suction
and delivery from the hydraulic pump so that they
can be used to produce the rudder actuating torque.
Because the distribution of the pressure chambers is
balanced around the rudder stock, only pure torque is
transmitted to the stock and no side loading are
imposed by the gear.
There are two main types of rotary vane steering gear in
use today. One has its stator firmly fixed to the
steering flat deck and the stator housing and cover are
provided with suitable bearings to enable the unit to
act as a combined rudder carrier and rudder stock
bearing support. The other type of vane gear is
supported where the stator is only anchored to the
ships structure to resist torque but is free to move
vertically within the constraints of the separate rudder
head bearing and carrier which is similar to the bearing
provided for ram type steering gears.
The rudder carrier ring bearing (Pallister Bearing) is
taking the weight of the rotary vane steering gear and
the rudder and stock.
Rotation of the stator is prevented by means of two
anchor brackets and two anchor bolts.
The anchor brackets are securely bolted to the stool and
vertical clearance is arranged between the inside of
the Stator flanges and the top and bottom of the
anchor brackets to allow for vertical movement of the
rudder stock.
This clearance varies with each size of rotary unit but
could be about 40 mm total.
It is essential that the rudder carrier should be capable
of restricting the vertical movements of the rudder
stock to less than this amount.
The anchor bolts are fitted with special bushes in
halves, shaped externally in order to pre-load the
synthetic rubber shock absorbers, which are fitted
between them and the anchor brackets. The maximum
deflection of the shock absorbers under full load is
approximately 1 mm.
The working angle of the gear is governed by the
number of vanes and their thickness. Vanes act as
rudder stops when a moving vane contacts a fixed
vane. Valves at inlet to the chambers may be shut
causing a hydraulic lock. In the rotary vane units the
Mechanical Advantage is unity at all angles and
hence torque is constant
Torque = p.a.n.r.
where n = number of rotating vanes
 Components
Relief Isolating And Bypass Valves
Hydraulic actuators are provided with relief and bypass
valves between complementary pairs of cylinders or
chambers of vane gears.
The relief valves are set to lift at pressures above the
normal maximum.
The bypass valves are normally closed but can be
opened on a two cylinder gear to enable emergency
steering to be used
Rotary Vane Steering Gear.
Rotary Vane Stg.Gear It consists of a rotor which is a
taper fit on the rudder stock and
keyed to it and

a stator of larger internal

diameter than the outside
diameter of the rotor, to form an
annular space between them.
The stator is firmly fixed to the
ship’s structure by anchor bolts
to prevent it from rotating.

A variable delivery pump

delivers into one side and
receives from the other side, till
the rudder is at the required
position.
Rotary Vane Stg.
Gear At this point the feed back
lever L3 brings the pump to
neutral (zero pumping
position) and the rudder gets
hydraulically locked.

Compared with the 4 ram

hydraulic steering gear, the
cost of the rotary vane type
to produce the same torque
on the rudder stock is
generally less.

It is lighter in weight, takes

up less space and requires
less maintenance.
 Follow Up & Non Follow Up Stg.System
The steering controls explained so far are called
“Follow Up” steering system since the angle or amount
through which the rudder turns is dependent on the
amount of turn of the steering wheel.

In a “Non-Follow Up” steering system, the steering
gear and hence the rudder will move as long as the
control is held in an actuating position, and will only
stop when it is moved back to an “OFF” position or
until the gear has reached the hard-over position.

Thus in a non-follow up system the amount of rudder

movement depends upon how long the control is held
in the operating position and therefore this system can
also be termed as "The time dependent steering
system."
 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. Rudder movement is stopped only when
the steering control is centred once again (or
when the rudder is brought up against the stops).
It will be obvious that placing the tiller amidships
merely stops application of helm and does not
remove it.
Removal of helm must be effected by moving
the tiller to the opposite side. Controllers
with non-follow up systems take the form
of a wheel or a tiller lever or push buttons.
A rudder indicator is fitted to indicate
rudder movement.
Follow-Up Systems
With these systems, movement of the rudder follows the
movement of the steering controller. When the
helmsman on the bridge operates the steering wheel,
the “helm applied” order is transmitted to the steering
engine control.
the resultant actuation of this control causes the steering
engine to move and with it the rudder to which it is
connected.
Information that the “helm applied” order has been
obeyed is fed 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.
Note: Helm angle is the position of the steering wheel
relative to midships.
• Automatic Systems
With these systems, the steering control circuits are
controlled by signals received from the master
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 sufflcient to bring the
vessel back on course. By the time the vessel is on
course again, the applied correcting rudder has been
removed.
.
Non Follow Up Sytem The above figure is
a line diagram of a
non-follow up
system using fixed
delivery pumps.

The control on the

bridge is by means
of a spring-loaded
lever.

The control position

is the “off” position
and when it is on
one side it gives a
starboard
movement to the
rudder and when on
the other, a port
movement.
Non Follow Up System The lever operates a
(Cont’d) switch, which
energizes one of the
two solenoids,
depending upon the
direction of movement
required.

These solenoids
operate a pilot valve
which causes the main
control valve to move
so as to divert oil
pressure from a
continuously running
fixed delivery pump to
the steering gear in
order to give the
desired direction of
rudder movement.
Non Follow Up System (Cont’d)
When the switch is
released, it springs
back to the central
position, the control
valve moves to a
position where it
bypasses the pump
delivery, and the
steering gear stops.

At the same time, the

control valve seals off
the pipes to the main
cylinders so as to hold
the rudder.
Non Follow Up System (Cont’d)
If the system is on
autopilot control
then the lever is held
over by the autopilot
and springs back to
“off” position as soon
as it stops acting.

Thus the autopilot

acts as the hunting
gear, stopping
rudder movement as
soon as it has
reached the desired
angle as signaled by
the rudder indicator
 Automatic Helmsman Or Auto Pilot
The function of an Automatic Helmsman or
Auto Pilot is to steer a ship on a preset course
(aided by a gyrocompass), with a minimum of
deviation, which could be caused by heavy seas
or bad weather. The maximum deviation
allowed is 3* on either side.
A Gyrocompass is a compass fitted on a
Gyroscope, which consists of heavy swiftly
rotating wheels so mounted that its axis can turn
freely in all directions and the compass would
still maintain its position with reference to the
true north.
 Types Of Auto Pilots
There are various types of Auto Pilots
in use:
1)The Electro Mechanical Auto Pilot
2)The Electro Hydraulic Auto Pilot
3)The Duplex Auto Pilot
4)The Duplicate Electrical Auto Pilot
5)The Satellite Navigation Controlled
Auto Pilot.
 It is a separate unit to the
Electro Mechanical hydraulic telemotor and fitted in
Auto Pilot the steering flat. The bridge
console has a switch or control
lever with three positions; Off,
Hand and Gyro.

In the “Off” position the

autopilot is out of action and
operation can be done using the
hydraulic telemotor. In the “Hand”
position the control lever or push
buttons of the non-follow up system
can be used and in the “Gyro”
position, the automatic steering is
engaged.

In both “Hand” and “Gyro”

positions the bypass valve of the
telemotor transmitter is opened so
that the receiver can move freely.
Electro Mechanical Auto Pilot
The auto pilot unit is
linked to the steering
gear control and
consists of a drive motor
(servo motor), a rack,
magnetic clutch, limit
switches, a synchro-
transmitter and gear
trains.

The motor is fed from

the ship's mains and is
of the reversible type
and to ensure quick
stopping , dynamic
braking is used.
Electro Mechanical The motor drives the rack
Auto Pilot (Cont’d) through gearing and an electro
magnetic clutch, the rack being
coupled to the telemator receiver
actuating or moving cylinder.

The clutch is necessary so that

the motor and rack will be
disconnected when the gyro pilot
is not in use and it also acts as a
safety device, designed to stop
under excessive torque load.

The coil of the electro magnetic

clutch is connected through a
control switch, operated by the
control lever, the circuit being
completed only when the control
lever is in the “Hand” or “Gyro”
positions.
Electro Mechanical Auto Pilot (Cont’d)
The limit switches are cam operated,
turned through gearing by the movement
of the rack and are set to trip in the hard-
over positions, inside the stops on the
telemotor receiver.

They are so arranged that when one has

tripped in one direction, no further
movement can be made in that direction
but the unit would respond to a reverse
signal.

The auto pilot servomotor has a feed

from the Gyrocompass. Once the course
is set, and deviation of more than three
degrees (3*) makes a contact in the
compass, which actuates the servomotor
and hence results in the rudder
movement.
 Safematic Design of Stg. Sytem
• THE SINGLE
FAILURE CRITERIA
(Safematic design of
steering system)

• Some oil tankers, gas

tankers & chemical
tankers are required to
have a safematic design
of steering system i.e.
no single failure on a
steering should make
the steering of the ship
inoperative and thus
give the rudder a
chance to become free.
 With regard leakage in the system, we
Safematic design of Stg. have following options:
system Isolating valve 1,2. 3 & 4 open: By
pass valve 5 & 6 shut. All four
rams in operations.

ii) Isolating valve I & 2 shut. By pass

valve 5 open:
Isolating valve 3 & 4 open, By pass
valve 6 shut. Only Ram 3 & 4 in
operations:
Ram I & 2 are isolated. (may
have to be isolated because of
leakages).

iii) Isolating valve 3 & 4 shut, By pass

valve 6 open:
Isolating valve I & 2 open, By pass
valve 5 shut. Only Ram I & 2 in
operation.
Rams 3 & 4 are isolated (may have to
be isolated because of leakages).
Safematic Design of Stg.  If, in the 4 Rams
System. hydraulic system
described, the leakage had
developed at say point
"X" (as happened in case
of `MT Ameco Cardiz'
that resulted in total loss
of the tanker and its
cargo), there would be no
way to isolate this leak to
have the steering
capability of the system
available to the ship after
the leak.
 To take care of such leaks
(i.e. leaks outside isolating
valves of the rams),
safematic designs have
been developed.
Safematic Design No.1
Safematic design No.1 • Safematic Design:
Method No.1 (Also
called 100%
redundancy method),
refer figure
• All valves are
automatically
controlled and
electrically operated
valves.
• In this arrangement
System I supplies to
ram No. I & 2 . System
2 supplies to ram No. 3
& 4 . However, as it is
not practical to have
both systems work
simultaneously, and
therefore the only
combination of
operations available
are:
Safematic Design No.1 • Combination No. 1:
Isolating valve I & 2
open, By pass valve 5
shut; system No. I In
operation.
• Isolating valve 3 & 4
shut, By pass valve 6
open; system No. 2
stopped
• Top two rams are in
operation, working on
system No. I and are
providing 100%
torque.
• Bottom two rams &
system No. 2 is shut.
Safematic Design No.1
 Combination No.2:
 Isolating valve 3 &
4 open, By pass
valve 6 shut, system
No. 2 in operation.
 Isolating valve 1 &
2 shut, By pass
valve 5 open,
system No. stopped
 Bottom two rams
are in operation,
working on system
No. 2 and are
providing 100%
torque.
 Top two rams &
system No. l is shut.
Safematic Design No.1 • Now the logic
circuit of safematic
design in this
method will cause
the condition of
operation to
change from
Combination No. I
to Combination
No.2 or
• Combination No.2
to Combination No.
1
• (depending on
which Combination
was in operation
when the heavy loss
of oil LLL (Low
low level) alarm is
actuated).
Safematic Design No.1 • Example
• If Combination
No.1 is in
operation, (i.e.
system No.1 &
rams No. 1& No. 2
are in operation)
& LL (Low level)
alarm actuates.

• This alarm takes

care of normal
leakage & can be
set right by filling
in some oil in the
tank during the
watch.
Safematic Design No.1  However, if LLL (Low low
level) alarm follows
immediately, it indicates a
heavy loss of oil and logic
circuit will cause the
condition of operation
change from Combination
No.1 to Combination No.2.

 It may be noted that as said

earlier even though we have
4 rams, only 2 rams are in
operations at any given
time. Thus each set of 2
rams should provide 100%
torque.

 Most ships will not employ

this method to take care of
“single failure criteria, as
this method means a 100%
duplication and a costly
one.
Safematic Design No.2
 Safematic Design No.2

As described earlier, system No.1 supplies ram no.1 & 2 and system
no.2 supplies ram no. 3 & 4.
However, during normal operation all 4 rams are in operation and
provide together 100 % torque. This is made possible by joining the
system No.1 with system No. 2 through valves (a) & (b) Various
conditions of operation available in this method are as follows:
Safematic Design No.2  Combination No. 1:
Isolating valve I,2,3 & 4
open, By pass valve 5 & 6
shut;Valves “a” & “b”
open. System No. I or
system No. 2 working. All
4 rams are in use and
provide together 100%
torque.

 Combination No.2:
Valve ‘a’ & ‘b’ shut.
Isolating valve I & 2 open,
By pass valve 5 shut;
system No. I working.
Isolating valve 3 & 4 shut,
By pass valve 6 open;
system No. 2 shut. Top two
rams are in operation,
working on system No. I
and are providing 50%
torque. Bottom two rams
& system No. 2 are
isolated.
Safematic Design No.2 Combination No.3:
Valve ‘a’ & ‘b’ shut.
• Isolating valve 3 & 4
open, By pass valve 6
shut, system No. 2
working.
• Isolating valve 1 & 2
shut, By pass valve 5
open, system No.
stopped.
• Bottom two rams are
in operation, working
on system No. 2 and
are providing 50%
torque.
• Top two rams &
system No. l are
isolated.
Safematic Design No.2 Logic circuit of this
safematic design shall
on detecting a heavy
leak actuate low low
level (LLL-1) alarm and
cause change over from
condition No.1 to
condition No.2 or
condition No.3.

And if the leak persists

in the system, it will
actuate (LLL-2) alarm.
This will cause change
of the condition further
from condition No.2 to
condition No.3 or
condition No.3 to
condition No.2
(depending on what was
the existing condition.)
 Rules Pertaining to Stg.Gears
1. All vessels must be provided with efficient main and auxiliary
steering gear of power operated type. An auxiliary gear is not
required if the main gear is provided with duplicate power units
and duplicate connections up to the rudder stock.
2. The main steering gear must be able to steer the ship at
maximum ahead sevice speed and be capable at this speed,
and at the ship’s deepest draught, of putting the rudder from 35
degree on one side to 30 degree on the other side in no moe
than 28 seconds.
3. The vessel must have means provided to allow steering from a
position aft.
4. Two tillers, or their equivalent, are required unless the working
tiller is of special design and strength.
5. Power operated gears must be fitted with a device to relieve
shock.
 Rules (Cont’d)
6.Any lead connections, steam, hydraulic or electric should be
independent to the gear only. Electric leads and fuses are to
allow 100% overload.
7.Moving parts of steering gears should be guarded to avoid
injury to personnel.
8.Hydraulic systems should employ non-freezing fluid. Steering
room floors should have wooden gratings to provide for easy
movement of personnel in case of ol spill.
9.A clear view from the steering position is required and the
wheel, tell-tale indicators, and rudder movement must
correspond in the correct amount and in the correct
direction for the ship’s head.
10.Operating trials should be carried out on steering gears to
ascertain degree of action, time of operation, angle of heel at
various speeds, etc.
Part Construction of the Heleshaw Pump

Pump Material: Casing – Cast Iron.

Shaft – Stainless Steel.
Slippers – Phosphor Bronze.
Barrel – Phosphor Bronze.
Plungers – Hardened Steel.
Variable Delivery Pump – (Hele-Shaw Pump)
Operating Principle
Hele-Shaw Pump: Construction
This pump consists of a
shaft which is stationary
and a cylinder body which
rotates around this shaft.

Cylinder body is provided

with odd number of
cylinders spread around it

Each cylinder has a

plunger, connected to
slippers, which in turn run
in annular grooves inside
two circular rings on either
side of the plungers.
Hele-Shaw Pump: Working Only one cylinder of the
cylinder plunger assembly
at four different positions
during one rotation is
shown.

Plunger, in addition to
rotating along with the
cylinder, may also have in
and out movement,
depending upon the
position of the circular ring.

If center of the circular ring

is concentric with center of
stationary shaft; as shown
by O, the plungers will have
no in and out movement.
Hele-Shaw Pump : Working

If the circular is moved to

the left, the center of the
ring is at A, the plungers
will have movements
outward when passing
from 1 to 2 and inward
when passing from 3 to 4.

Four positions of the

Plunger, during one
revolution of the cylinder
block, are shown by
points i , ii , iii , & iv
Hele-Shaw Pump (OR)
Radial Piston Pump
 Thus plunger will act like a pump
Hele-Shaw Pump: sucking in oil from chamber at top
Working (T) and pumping into the oil
chamber at the bottom (B) of the
stationary shaft.

As the stroke of the plungers can be

varied with the change in
eccentricity of the circular ring, the
pump therefore is a variable
delivery pump.

Cylinder body is rotated at constant

speed and direction by an electric
motor. Odd number of cylinders,
usually seven or nine are provided,
to produce more hydraulic flow and
to give better pump balance
Swash plate Pump
Hele-shaw Pump: Working
Cylinder body is
rotated at constant
speed and direction by
an electric motor.

Odd number of
cylinders, usually
seven or nine are
provided, to produce
more hydraulic flow
and to give better
pump balance
 The swash plate
Swash Plate Pump pump or axial
piston pump is a
variable delivery
pump.

The name is so
given because
here the swash
plate or the
tilting box is
moved or
displaced in an
axial plane.

The plungers
reciprocate in an
axial direction.
Swash Plate Pump -
It consists of a revolving circular
Construction cylinder barrel or block, which has
a number of cylinder bores.

The barrel block is kept pressed

against a valve plate, which has
segment shaped ports by a strong
spring. These segmented ports are
of the same diameter as the cylinder
circular ports and are connected to
the rams or steering gear cylinders
by external pipes.

The cylinder barrel-driving shaft is

splined and coupled to a
unidirectional constant speed
motor.
Swash Plate Pump
Swash Plate Pump – The splined shaft carries two
universal joints, one driving
Construction the cylinder barrel and the
(Cont’d) other rotating a socket
plate/ring, which is
supported by a ‘Michell’ pad
bearing or roller bearings in
a tilting box.

The cylinder barrel has

seven, nine or eleven
cylinders machined in it,
which are parallel to the axis
of rotation and concentric
with it.

In each cylinder reciprocate a lapped plunger, which is connected by

connecting rods and ball joints to the tilting box or swash plate.

This type of a pump always runs in a flooded condition and the make up
tank is always above the pump level
Swash Plate Pump- Working:
Working The motor being a constant
speed motor rotates the shaft,
which in turn, rotates the
cylinder barrel and the socket
ring.

When the tilting box or swash

plate - and therefore the socket
ring is at zero position (vertical
position or perpendicular to the
shaft) the cylinder barrel and
the socket ring revolve in the
same plane and the plungers
have no relative motion that is
they do not reciprocate in the
cylinder bores, resulting in no
pumping action.
 Tilting the swash plate or the tilting box
Swash Plate Pump – causes the socket ring to revolve at an
Working (Cont’d) angle to the cylinder barrel.

The plungers being linked to the ring by

their connecting rods must then slide in the
cylinder to adjust themselves to the
varying distance between the ring and the
barrel.

This distance changes from maximum to

minimum in one half revolution and thus
the length of the stroke depends on the
angle of tilt of the tilting box.

During the outward suction stroke oil is drawn from the steering
gear cylinders into the pump and is delivered to the cylinders of the
other side during the succeeding inward pressure stroke when the
plungers move in the opposite direction.

Flow is reversed when the angle of tilt is reversed

Swash Plate Pump
Swash Plate Pump
Swash Plate / Axial Piston
Pump
Swash Plate / Axial Piston
Pump
Swash Plate / Axial 1) Piston Block
Piston Pump 2) Cylinder Drum
3) Piston Shaft
4) Five degree
angled
control surface
5) End Plate
6 & 7) Ports
8) Drive Shaft
9) Piston Head
HeleShaw Pump Sketch
Heleshaw Pump sketch - Principle
Swash Plate Pump - Sketch
Swash Plate Pump - Sketch
Electrical Telemotor System
Electrical Telemotor System
 On most modern
ships the electric
telemotor system
has been adopted.

 This would
constitute
incorporating the
Wheatstone bridge
principle to initiate
the operation of an
electric motor for
moving the floating
lever for pumping
hydraulic fluid to
the ram cylinders
or the rotary vane
unit
  Movement of
bridge transmitter
Electrical Telemotor System results in electrical
imbalance and
current flows into
motor.
 Motor drives a
screw shaft and
screw shaft moves.
 Screw block is
moved and floating
lever moves.
 This moves the
control rod of the
variable delivery
pump.
 Cut-off lever
attached to tiller will
then return the
floating lever to put
the pump off-stroke.
Electrical Telemotor System  Electrical imbalance
would have been
corrected by rotating
screw shaft.
 Motor will then
stop.
 Local manual control
is carried out with
the trick hand wheel.
This is done by
switching off the
electrical control.
 A detent pin holds
the hand wheel
assembly clear when
not in use.
 Rotating the hand
wheel will move the
floating lever for
initiating rudder
movement.
 Parallel Operation of Pumps

It is a requirement for all steering gear systems to be

fitted with two separate power pumps.
The stroke mechanisms of these pumps are
permanently coupled together and all valves in the
hydraulic circuit kept so that either both can run
together in parallel or when one is running the other
can be started at any time.
Considering the two basic types of pumps in use that
is the Radial Piston & Axial Piston, let us see what
happens when one is running and the other is on stand
bye with all the line valves open.
Radial Piston Pump – Hydraulic Motoring
Radial Piston Pumps- Hydraulic Consider the left
Motoring hand one to be
running and right
hand one at stand by.
The plungers move
in the direction
indicated, when the
pump runs
clockwise.
The pump
discharge through
the bottom port and
sucks from the top
port.
Hydraulic Motoring The pump
discharge goes to
one set of steering
gear rams & also to
the bottom port of
the stand by pump,
as the line valves
are all open.
This discharge
pushes the plungers
of the bottom half
of the stand by
pump outwards.
Hydraulic Motoring
If we consider
this pump to be a
hydraulic motor,
we will see that
with the floating
ring displaced to
the right, the
motor will turn in
an anticlokwise
direction.
This
phenomenon is
called hydraulic
motoring.
 NEXT IS

SWASH Plate Pump - Hydraulic

Motoring
Hydraulic Motoring – Axial Piston Pump
Axial Piston Pumps-
Hydraulic Motoring With the left hand
pump running, the
bottom half plungers
are discharging, & the
top half ones are
sucking.
The discharge goes
to the rams & also to
the bottom plungers of
the stand by pump.
Hydraulic Motoring If this discharge
could be regarded as
a force F acting on
the swash plate of
the standby pump, it
would have two
effects.

One (F sin Ф)
would try to tilt the
The component F cos φ would swash plate towards
induce a turning moment, its vertical position.
causing the swash plate to turn
also in a clockwise direction.
This is also called Hydraulic
Motoring
Hydraulic Motoring
The phenomenon
of hydraulic
motoring of the
pump is not good as a
part of the output
energy of the
operating pump is
being used to rotate
the standby pump
instead of all the
energy going to drive
the steering gear
rams
So, We must
PREVENT
this Hydraulic Motoring
Hydraulic Motorig – Prevention Method 1
Use of Ratchet & Pawls
Hydraulic Motoring- Thus to avoid this, two
methods have been devised
Prevention Method I and they are:

 1. The use of ratchet and
pawl mechanism in the
coupling between the pump
and the motor.
A number of steel pawls are
mounted on the motor
coupling and the stationary
steel ratchet is secured to the
motor supporting structure.

When the pump is at rest

the pawls engage on to the
ratchet as shown due to its
weight.
 If the other pump is running then
Prevenion Method-1
the induced rotation or hydraulic
motoring will take place in the
direction shown by the full arrow.

Due to the engagement of the pawls

and ratchet, the shaft will not be able
to turn.
This is a positive locking against
reverse rotation.

When this pump is started, then the

direction of rotation is as shown by the
dotted arrow, the pawls fly outwards
due to centrifugal force and remain
clear of the ratchet thereby allowing
free rotation.
Hydraulic Motoring-Prevention Method-2
Use of Anti-Motoring Valve
 Prevention method - 2

Another method in use for

protection against hydraulic
motoring involves the use of a
servo operated automatic
change over valve. The simple
line diagrams can explain the
construction and working

When the pumps are not running the spring keeps the
valve in the bypass condition.
When one pump is started, say the other pump, constant
pressure from the other unit's auxiliary pump acts along
with the spring to keep the valve in the bypass condition.
Thus the main oil pressure from the other pump cannot get
to this pump and hydraulic motoring is prevented
Prevention Method-2 When the pumps are not
running, the spring keeps the
valve in the bypass condition.

When one pump is started,

say the other pump, constant
pressure from the other unit's
auxiliary pump acts along with
the spring to keep the valve in
the bypass condition.

Thus the main oil pressure

from the other pump cannot get
to this pump and hydraulic
motoring is prevented.
 If the pump on which this unit is
Prevention Method-2 fitted is started, the hydraulic
pressure created by its own auxiliary
pump acts from the left hand side as
shown, overcomes the spring
pressure (as this pressure acts on a
reduced area) and brings the valve to
the running or straight through
position, as shown in the diagram
above.

In the short time that elapses whilst the hydraulic pressure
builds up sufficiently to operate the valve, the electric motor
driving the pump attains its normal running speed so that the
hydraulic load is effectively held off until the high starting
current in the motor dies away. On stopping the motor, the
spring returns to the bypass position.
Contol Valve Block Type-
The power unit consists
Two Ram Stg.Gear of a variable delivery
pump, driven by a
constant speed,
unidirectional motor.
The pump shaft drives
an auxiliary pump AP.
The aux. Pump delivers
to Servo control &
Automatic change over
valves.
It lubricates the moving
parts of the main pump.
Control Valve Block Type –
Two Ram Steering Gear

When main pump

is on Zero stroke,
the discharge goes
to replenishing tk
thr’ Pr. Limiting
valve PC20, &
when “on stroke” ,
it goes to main pump
suction.
Control Valve Block Type-  The main pump
Two Ram Stg.Gear has a valve block
attached to the
body consisting of
automatic change
over valve & a
line relief v/v.

The discharge of the

main pump then
goes to a control
valve block, which
consists of eight
valves.
Control Valve Block- Two Ram Stg.Gear
1) 4 Nos. Main pump
isolating valves, PI
and P2.
2) 1 No. By-pass valve
BP.
3) 1 No. Shock Relief
Valve SRV.
4) 2 Nos. Emergy. hand
pump shut off
valves HP.

The bypass v/v provides

for cross connection.
 Under normal
Control Valve Block Type- working condition, the
Two Ram Stg.Gear bypass v/v is in closed
position.
The shock relief v/v
provides relief for
sudden shock loads.
For emrgency
operation , hand pump
shut off v/vs are
provided.
For this, P1,P2and
bypass v/v will be shut.
Four Ram Steering Gear
Depending upon the torque
requirement, we may have 2 ram
or 4 ram steering gear..
4- Ram Electro- Hydraulic
Steering Gear.
Some ships are
provided with a 4-ram
hydraulic steering gear.
Here we have four rams
instead of two rams. Such a
system gives us freedom of
isolating any leaky part
from the system and thus
ensuring availability of
steering power at all times.
Hastie’s Four Ram
The layout is similar to two
Steering Gear ram system, but the torque
available is double that which
can be got from two rams.
The cylinders 1,2,3,4 are
fitted with cylinder isolating
valves B,C,D and E.
Each pair of cylinders that is
1 and 2, 3 and 4 are connected
through a valve block
containing two shock relief
valves and a bypass v/v.
The bypass v/v works as a
spring loaded v/v, in the open
position.
Hastie’s Four Ram Working :Under normal
conditions, any one pump with the
Stg. Gear four rams is in use, but for pilotage
& through narrow channels, both
the pumps should be in use.
Considering both pumps
running, when the p/p actuating
lever is pushed to the left, each of
the pumps, pump oil to the
cylinders 2 & 3 and draw from
cylinders 1 & 4.
The tiller turns & moves the
rudder to stbd.The feedback from
the tiller is sent to the floating
lever & the hunting mechanism
comes into operation.
Hastie’s Four Ram
Stg.Gear Emergency operation:
1)All four cylinders in
use,(B,C,D,E open/A,F
shut.
2)Cylinders 1,2
operating & 3,4 cutout
(B,C,F open & A,D,E shut)
3)Cylinders 3,4
operating & 1,2
cutout.(A,D,E open &
B,C,F closed).
The normal operating
pressure is upto 100 bar.
Shock relief valve is set at
5 to 10% above this figure.
 Precautions under Emergncy Operation
When a steering gear is being operated on only
two cylinders, the following precautions should be
taken:
1)Only one pump should be used at any time, as
the use of two pumps supplying only two cylinder
may generate an overload and damage the gear,
which is already weak.
2)Ship’s speed should be reduced to 70% of the
normal speed, if large rudder angles are expected(in
case of heavy weather or enclosed waters etc)
Precautions under Emergency Operation
3)Surveillance of the steering gear
should be increased & preferably watches
should be kept in the steering
compartment.

4)Locking arrangements should be

ensured on all valve, which have been
altered.

5)Bridge should be informed on the

limitations of the steering system.