We are all familiar with the use of a rudder, which

helps in turning a ship as and when required.

Rudders are the principal system for the entire
motion and control of the ships. But we mustn’t
forget that the entire rudder action is dependent
on another pivotal system called the Steering
Gear.
Steering Gear integrated with the rudder system
defines the complete ‘turning mechanism’
mandatory for each and every ship irrespective of
size, type and operation.
The steering gear system has been an
indispensable part of the ship’s machinery since
the advent of the very early ships, which were
operated by hand.
Steering Gear system
Steering System can be classified into three
major parts, which are:
Control Unit: It conveys the desired rudder
angle from bridge to steering flat. Then it
activates the power unit and transmission
system in the steering room.
Power Unit: After receiving the signal for a
designed rudder angle from the control unit; It
generates force with immediate effect to move
the rudder to a certain angle.
Transmission to the rudder stock: It is the
means by which the movement of the rudder is
accomplished.
Telemotor control
Telemotor control is a hydraulic control system
employing a transmitter, a receiver, pipes and a
charging unit.
The transmitter, which is built into the steering
wheel console, is located on the bridge and
the receiver is mounted on the steering gear. The
charging unit is located near to the receiver and
the system is charged with a non-freezing fluid.
Two rams are present in the
transmitter. Rams move in
opposite directions as the
steering wheel is turned. The
fluid is therefore pumped
down one pipe line and drawn
in from the other. The pumped
fluid passes through piping to
the receiver and forces the
telemotor cylinder unit to
move. The suction of fluid from
the opposite cylinder enables
this movement to take place.
The cylinder unit has a control
spindle connected to it by a
pin. This control spindle
operates the slipper ring or
swash plate of the variable
delivery pump.
Regulation 29
STEERING GEAR
•Unless expressly provided otherwise, every ship
shall be provided with a main steering gear and an
auxiliary steering gear to the satisfaction of the
Administration. The main steering gear and the
auxiliary steering gear shall be so arranged that the
failure of one of them will not render the other one
inoperative.
•The design pressure shall be at least 1.25 times the
maximum working pressure to be expected under
the operational conditions
•Relief valves shall be fitted to any part of the
hydraulic system which can be isolated and in which
pressure can be generated from the power source or
from external forces. The setting of the relief valves
shall not exceed the design pressure.
The main steering gear and rudder stock shall be:
.1 of adequate strength and capable of steering
the ship at maximum ahead service speed which
shall be demonstrated;
.2 capable of putting the rudder over from 35° on
one side to 35° on the other side with the ship at
its deepest seagoing draft 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 seconds;
.3 so designed that they will not be damaged at
maximum astern speed; however, this design
requirement need not be proved by trials at
maximum astern speed and maximum rudder
angle.
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 15° on
one side to 15° 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 or 7 knots,
whichever is the greater;
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
navigating 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
be 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 compartment shall be:
.1 readily accessible and, as far as practicable,
separated from machinery spaces; 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
All tankers of more than 10,000 GRT and all other
70,000 GRT vessels should have a safematic
steering system.

Arrangements should be there to isolate the fault

and continue using the steering system under
emergency. To avoid total failure of the steering
system, automatic isolation and bypass valves are
introduced to the system.
Regulation 19-1
OPERATION OF 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 19-2
STEERING GEAR-TESTING AND DRILLS
(a) 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:
(i) the main steering gear;
(ii) the auxiliary steering gear;
(iii) the remote steering gear control systems;
(iv) the steering positions located on the
navigating bridge;
(v) the emergency power supply;
(vi) the rudder angle indicators in relation to the
actual position of the rudder;
(vii) the remote steering gear control system
power failure alarms;
(viii) the steering gear power unit failure alarms;
(ix) automatic isolating arrangements and other
automatic equipment.
(b) The checks and tests shall include:
(i) the full movement of the rudder according to
the required capabilities of the steering gear;
(ii) a visual inspection of the steering gear and its
connecting linkage; and
(iii) the operation of the means of communication
between the navigating bridge and steering gear
compartment.

(c)(i)Simple operating instructions with a block

diagram showing the changeover procedures for
remote steering gear control systems and
steering gear power units shall be permanently
displayed on the navigating bridge and in the
steering gear compartment.
(ii) All ships officers concerned with the operation
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.

(d) In addition to the routine cheeks and tests

prescribed in paragraphs (a) and (b), 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 from within the steering gear
compartment, the communications procedures
with the navigating bridge and, where applicable,
the operation of alternative power supplies.
(e) The Administration may waive the
requirement to carry out the checks and tests
prescribed in paragraphs (a) and (b) for ships
which regularly engage on voyages of short
duration. Such ships shall carry out these checks
and tests at least once every week.

The date upon which the checks and tests

prescribed in paragraphs (a) and (b) are carried
out and the date and details of emergency
steering drills carried out under paragraph (d),
shall be recorded in the log book as may be
prescribed by the Administration.