Safety Devices Fitted In Steering Gears On Ships

SWITCH LEVEL 1:
The steering system has two lube oil tank systems with 2 rams functioning
on each system. The level switch 1 gives an initial alarm following a loss of
oil from either system. In normal operation one power unit provides
hydraulic power to all four rams.
The cause for the loss of oil is mainly due to broken hydraulic pipes and
damage in the ram, thus the leakage oil drains to the bilge well.

SWITCH LEVEL 2:
When no action is taken immediately upon the previous alarm, the loss of oil
continues and over a period of time this loss of oil initiates one or both of the
level switches 2. This leads to the energization of a solenoid operated servo-
valve causing a combined isolating valve and bypass valve to operate. Thus
splitting the system such that each power unit supplies power to 2 rams only.
At the same time this switch automatically starts the other standby Heleshaw
pump to assist the turning and building up the pressure in the rams.

RELIEF VALVE:
A relief valve is fitted in the system to prevent over pressure in the hydraulic
system due to shock loading of rudder. Shock loading of the rudder could
occur in a variety of cases such as bad weather.
The setting of relief valve shall not exceed the design pressure. Relief valve
shall be of adequate size and so arranged as to avoid an undue rise in
pressure above the design pressure. Relief valve protect piping and hydraulic
system against over pressurizing.
 Relief valve setting should not be less than 1.25 times the working
pressure.
 Discharge capacity of relief valve should not be less than 110% of the
total capacity of pumps.
  Rise in pressure should not exceed more than 10% of the set pressure,
this safeguards against the excessive torque on rudder stock in rough
seas.
 Relief valve also should function in case of maladjustment of hunting
gear in case rudder coming in contact with some foriegn objects or
rudder movement gets restricted.

MANUAL BY PASS VALVE:

This valve is only operated when there is a failure of the one of the systems
and the rudder stock has to be turned mechanically, so that the ideal fluid can
flow from the high pressure side to low pressure side.

ELECTRICAL STOPPER:
It stops the hydraulic pump when the position of the rudder turning is at an
angle of 36o
. It automatically cuts of the supply because it is the maximum turning angle
of rudder. (It normally operates at 35o angle).

MECHANICAL STOPPER:
In case of electrical stopper fails, the mechanical stopper is provided so that
it stops the tiller arm after 36o angle of rudder
Electrical motor overload alarm
Whenever hydraulic motor or Heleshaw pump motor draws excessive current
during bad weather, the steering should not fail. Instead it gives an alarm
about excessive current being drawn by the motor. Continued recurrence of
this alarm could mean that the electrical motor might burn up.
POWER FAILURE ALARM:
The full power failure alarm will be raised if the power fails in black out
condition. Emergency power should be arranged within 45 seconds and the
emergency generator must be capable to give power for at least 30 minutes
for a big ship and 10 min in case of small ships (ships<10,000 ton
displacement).
SOLAS Requirements for Steering Gear

The regulations SOLAS Chapter V Regulation 26 and USCG 33 CFR

Chapter 1 164.25 ,

01. Within twelve hours before departure of the ship from port,
following systems to be checked and tested:

 Main steering gear and system

 Auxiliary steering gear and system

 The remote control systems of steering gear

 The steering position indicator on the navigation bridge

 The emergency power supply to one of the steering unit

 The rudder angle indicators showing actual position of the rudder

 Power failure alarms for the remote steering gear control system

 Power unit failure alarms for the steering gear unit

 Automatic isolating arrangements and other automatic equipment

02. Following listed procedure must be included along with the check and
tests described above:

i. The full movement of the rudder as per the required capabilities of the
steering gear system present onboard.

ii. A visual inspection of all the linkages and connection in the steering gear

iii. The means of communication between the steering gear room and
navigational bridge must always be operational.

03. Other Important requirements related to steering gear are:

  A block diagram displaying the steering system, the changeover
procedure from remote to local steering and steering gear power unit
indicating the emergency supply unit must be clearly mentioned.

 This diagram must be pasted in Navigation Bridge and steering gear

compartment

 All officers and crew concerned with the operation and maintenance of
steering gear system must be familiar with changeover procedure from
one to other system

 Emergency steering drills to be carried out in not more than three

months period.
 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.

 Date and time for the tests, checks and drills carried out in steering gear
system must be recorded.
 Checks and tests carried out in Para 1 and 2 can be waived for ships
which regularly engage on voyages of short duration. Such ships shall
carry out these checks and tests at least once every week.

Requirement for Main and Auxiliary Steering Gear

Where the main steering gear comprises two or more identical power units,
an auxiliary steering gear need not be fitted, provided certain conditions are
met.
The main steering gear and rudder stock shall be capable of putting the
rudder over from 35° on one side to 35° on the other side with the ship at its
deepest seagoing draught and running ahead at maximum ahead service
speed and under the same conditions, from 35° on either side to 30° on the
other side in not more than 28 s.
The auxiliary steering shall be capable of putting the rudder over from 15° on
one side to 15° on the other side in not more than 60 s with the ship at its
deepest sea-going draught and running ahead at one
half of the maximum ahead service speed or 7 knots, whichever is the
greater.

Steering Gear Control

 Control for main steering gear should be provided from both navigation
bridge and steering compartment.
 In case of chemical tankers and gas carriers two independent hydraulic
tele-motors shall be fitted.
 Auxiliary steering gear shall be operated independently from the wheel
house.
 There should be two independent power supply for the control circuits,
one from main switch board and one from emergency switch board.
 If no emergency generator is there, then two independent connections
to be fed to the controller circuits from port and starboard side of the
main switch board, so that in case of fire, one can be isolated.
 In case of failure of main steering gear, second one should start within
45 seconds.
 Audio and visual alarms to be provided in wheel house for failure of
power to the steering gear and control system.
 Only short circuit protection to be provided on main supply and control
system, by means of fuses.
 There should not be any overload trips, only overload alarms to be
provided.
 Rudder angle indicator to be fitted in wheel house, bridge wings and
steering compartment.
 Ensure dedicated communication system in place, between wheel house
and wheel house.
 Gyro repeater to be fitted in steering gear room so that ship can be
steered on desired course from steering room.
  On wheel house control of steering gear, it should be in position to
operate under manual mode (Follow up and Non-Follow up) and auto
pilot mode. Change over switch to be provided in wheel house so that
in case of emergency operator can change over control to steering room
if necessary.

Emergency Steering Drill

An Emergency Steering Drill is to be carried out at least once every 3

months. It is to consist of direct operation of the main steering gear by
manual control within the steering compartment. Steering is to be directed by
communication from the bridge to the steering compartment. Where
applicable, the operation of alternative power supplies is to be tested. Notices
are to be posted next to the steering gear emergency station with a warning
that no testing of the steering gear control system or its components is to take
place whilst the vessel is underway, unless under the direct supervision of the
Chief Engineer. All ship’s staff must be made aware of this requirement.