Steering Gear, Stabilisers and Hydraulics

Mar 15 Q5, Mar 11 Q6, Dec 03 Q2

Dec 14 Q6
July 14 Q6, Apr 08 Q4, Dec 06 Q4, Jul 04 Q3, Jul 03 Q2
Dec 13 Q4, Oct 08 Q4
Oct 18 Q6 Oct 13 Q5, Oct 10 Q4, Dec 02 Q7
Oct 13 Q8, Mar 12 Q7
Jul 13 Q6, Mar 12 Q3
Dec 18 Q7, Jul 13 Q7, Oct 10 Q7, Jul 04 Q6, Dec 02 Q3
Jul 12 Q5 Jul10 Q4, Jul 08 Q2
Dec 11 Q7, Dec 07 Q2
Jul 11 Q3
Mar 10 Q6, Mar 09 Q6
Jul 09 Q2
Mar 09 Q5, Dec 05 Q3
Dec 08 Q6
Jul 07 Q6
March 2015 Question 5, Mar 11 Q6, Dec 03 Q2
With reference to fin stabilisers:
a) sketch a block diagram showing an automatic control system (4)
b) describe the operation of the system sketched in (a) (4)
c) explain how the stabilising fin forces are generated (2)

a)

b)

Fin movement is a function of Roll angle, Roll velocity, Roll acceleration, this
opposes the commencement of any rolling motion. It is particularly effective in
“confused sea” conditions or when the ship is acted upon by large irregular waves.
Natural list, this allows the vessel to stabilise around a listed position (to avoid
propulsive power being wasted using the stabilisers to correct for list) and ship
speed, if a speed control unit is employed.
The 3 sensors, the roll angle, the roll velocity and the roll acceleration sensor are
coupled into a summation unit which enables the fin movement to be controlled by a
composite function. By the addition of a natural list unit stabilisation is achieved
about the mean point of roll and so reduces both propulsion and stabilising power
demand.
This is known as a compensated control system.
c) The fins are aerofoil in shape like a rudder and produce a hydrodynamic force
when turned to an angle to the flow of water. As the water flows over and
 around the fin, pressure differences are created generating a vertical force
with lift. The fins are fitted port and starboard at bilge keel level in the midship
region. The lift forces generated give a maximum couple to oppose rolling of
the vessel

With reference to activated fin stabilisers, explain each of the following:

a) Why such units are preferred to passive tanks in large vessels; (3)
b) Why these units are preferred for passenger and fast cargo ships (3)
c) Why partial, rather than maximum damping of ship movement in heavy weather, is
advisable for reasons other than overstressing the fin stocks and activating gear. (4)

a) Anti-rolling tanks have a free surface effect which decreases the vessel's
metacentric height. The larger the vessel the larger the passive tanks would
have to be, increasing the free surface effect, reducing the righting lever.
Ships seldom roll in a purely resonant mode; the sea state is often highly
confused. More elaborate, and more expensive, control systems are required
to deal with suddenly applied roll, rolling at periods off resonance and rolling
in conditions arising from the combination of several wave frequencies. A
sensing unit based on a vertical keeping gyroscope and a velocity gyroscope
coupled into differentiating and summation units enables fin movement to be
controlled by a composite function derived from roll angle, roll velocity and roll
acceleration. By adding a 'natural list' unit, stabilization is achieved about the
mean point of roll and so reduces both propulsion and stabilising power
demand. This is known as a compensated control system and is generally
used in large installations.

b) Passive tanks take up space within the hull which could otherwise be used for
cargo or passenger related storage space. Stabilising power varies as the
square of the ship's speed, the faster the vessel the more effective the
stabilisation. Without a reasonable rate of forward movement of the ship, the
small -size of the fins makes them ineffective. Thus, active fin stabilisers are
fitted to the faster types of ship, operating at perhaps fifteen or more knots.

c) In heavy weather the speed of the vessel is reduced. The harder the fins work
in trying to dampen the movement of the vessel, the greater the reduction in
speed, which reduces the stabilisation effect. If the damping of the vessel is
maximised using the stabilisers the vessel becomes stiff and the resulting
sudden jerky movements make it far more uncomfortable, than if the vessel is
allowed to gently roll.

October 2014 Q3 (Parts a and b only), Dec 11 Q7, Dec 07 Q2

The steering gear operation of a vessel that recently experienced a heavy storm is
found to be abnormally sluggish:
a) State FIVE (FOUR) reasons for possible malfunction of the gear; (5) (4)
b) State the corrective actions that may be carried out at sea, that will allow the
vessel to continue to the nearest port; (5)
c) Explain the tests that should be carried out prior to returning the gear to
service. (2)

a)
• Shock valve not re-seated
• Twisted rudder stock
• Rudder carrier bearing damaged
• Second pump motoring
• Leaking ram seals leading to low levels in header tanks

b)
• Reseat the shock valve
• Check for twisted stock by checking amidships position of rudder and
indication on rudder stock. Adjust feedback system to give rudder amidships,
even though mark on rudder stock is not indicating amidships.
• Examine carrier bearing, check chocs, jumping stops, pump extra grease into
rudder carrier bearing
• Check pump couplings to ensure non-reversing gear is operational
• Change to two ram operation, isolating leaking rams, until repairs can be
carried out.

c) Standard tests should be carried out on the steering gear before returning to
service. This should include:
• Full movement of rudder 35° to 35° using main and auxiliary gear
• Rudder angle indicator (confirm accuracy)
• All alarms
• Auto isolating
• Visual inspection of gear
• Communications
NB for all cases DPA should be informed that fault has occurred and been repaired,
or not.

July 2014 Question 6, Apr08 Q4, Dec 06 Q4, Jul 04 Q3, Jul 03 Q2
a) Sketch the hydraulic circuit for a ram type steering gear that complies with the
single failure concept and automatic isolation. (6)
b) Describe how automatic isolation for the hydraulic circuit sketched in (a) is
achieved within 45 seconds should leakage of system oil occur. (4)
 a) Single failure concept, failure of one item will not render the steering gear un-
operational, and steering will be recovered within 45 seconds.

b)
With respect to figure
If oil loss occurs, the first level switch A1 will activate an audible and visual alarm. If
the level continues to fall, the second level switch A2 will be activated. If only one
power unit is operational, this will automatically start up the other unit. In addition, it
will activate the automatic isolating valve in the system and will separate the
hydraulic system into two separate sections, thus isolating the fault to one of the
sections. (Cylinders 1 & 3 separated from cylinders 2 & 4) Further oil loss will now
only occur in the section incorporating the fault. Thus, the third level switch A3 or B3
in that reservoir will be activated, shutting down the faulty section.
Steering integrity will be maintained throughout by this method thus enabling
automatic isolation of the affected system within 45 sees.

December 2013 Question 4, Oct 08 Q4

Sketch a hydraulic circuit for a four-ram steering gear that allows FIVE combinations
to be used, stating how EACH ram and valve combination is achieved. (10)
Normal operation A, B, C, & B open, W, X, Y, & Z shut.
Cylinders 1 and 3, Shut Band D, open Z
Cylinders 2 and 4, Shut A and C, open Y
Cylinders 1 and 2 shut C and D, open X
Cylinders 3 and 4, Shut A and B, open W

Oct 13 Q5, Oct 10 Q4, Dec 02 Q7 (similar question with different part e)
With reference to hydraulic steering gear explain each of the following:
a) The factors that may contribute to the failure of a hydraulic pipe coupling (2)
b) Why it is of the utmost importance that in the event of a hydraulic system
failure that the rudder is locked, and isolation of the affected area is achieved
as soon as possible (2)
c) The problems that may occur when locking the rudder in heavy weather (2)
d) Why hydraulic locking is preferable to mechanical means (2)
e) What is meant by the single failure concept (2)
Dec 02 Q7
e) State the required characteristics for steering gear fluid. (2)
 a) The following factors that may contribute to hydraulic pipe coupling failure: -
Material defect in studs/bolts, system pressure too high, Weld defect in
coupling, incorrectly tightened flange bolts, misaligned flange /coupling faces,
loosening of pipe supports leading to vibration causing fatigue failure.

b) A vessels safety depends on the correct operation of the steering gear. A pipe
failure will cause loss of hydraulic fluid with consequent loss of control of the
rudder causing the rudder to move around un-restrained due to sea
conditions, and ships motion, which may cause damage to the hydraulic
system, the rudder or the ship itself. Either centring or locking of the rudder
will give some measure of control and prevent damage. Isolating of the
system will prevent more fluid loss.

c) Because of the lack of hydraulic pressure, the rudder in heavy seas, will be
unrestrained. This will mean the tiller arm and rams could be moving violently
which would make it dangerous to approach for locking also spilt hydraulic oil
will make conditions very slippery underfoot making harder to work in the
area.

d) Hydraulic locking will be safer to engage than mechanical locking, as the

locking can be done by shutting valves, and would ensure personnel locking
the gear cannot be hurt by being hit by moving parts as bars or levers are
engaged.

e) The single failure concept means that should failure of one component occurs
the vessels steering will be able to recover within 45 seconds.
Alternative part e from Dec 02 Q7
State the required characteristics for steering gear fluid.
The fluid must have the following characteristics,
• The fluid must maintain its viscosity over a range of temperatures, so that it
can still be effective when hot.
• The fluid must be as incompressible so that the transmission of power is
instantaneous.
• The fluid must be able to lubricate the components within the system to
prevent excessive wear and wear particles from contaminating the system.
• The fluid must be non-freezing, able to operate at low temperatures
• The fluid must be non-corrosive, have no reaction with seals or pipework in
the system.
• The fluid to have a minimum flashpoint of around 200oC to reduce the chance
of fire should fluid spray onto a hot surface.
October 2013 Q8, March 12 Q7
In deck machinery hydraulic systems, state the function of the hydraulic reservoir,
explaining how these functions determine the construction and dimension of the oil
reservoir, making reference to the volume of the hydraulic fluid in the system (10)
The hydraulic reservoir has multi functions, not only to hold enough fluid for the
hydraulic system to operate there must be enough space to drain down the system if
required, generally this is achieved by having a capacity of 3 to 5 times the flow of
the hydraulic pump plus 10% this will allow a space for any entrapped air to purge
from the fluid.
The construction of the modern reservoir of rectangular shape where the hydraulic
pumps are fitted on top of the tank means the tank will be strong enough to with
stand the extra weight. The tank itself will be on skids bolted to the deck, and have
the following fittings, low level alarm, level indicator, drain valve, filling connection, air
vent, a temperature gauge may also be fitted. Internally there will be a baffle plate
between pump suction and system discharge, this allows the returning oil at high
velocity to hit this baffle and slow down the fluid allowing any particles in the oil to
settle, it also allows entrapped air to be released. The reservoir also provides a
cooling function as heat can dissipate from the tank, to aid this fins may be fitted or a
separate cooler.

July 2013 Question 6, March12 Q3

Describe with the aid of a block diagram, a compensated control system for an active
fin stabilisation unit (10)

Hydraulic
Ships Speed control for
one fin shown
A compensated control system using 3 sensors, the roll angle, the roll velocity and
the roll acceleration sensor are coupled into a summation unit which enables the fin
movement to be controlled by a composite function.
By the addition of a natural list unit stabilisation is achieved about the mean point of
roll and so reduces both propulsion and stabilising power demand.
The tilt of the fin is governed by the control system. An angular accelerometer
monitors the ships roll and produces a signal proportional to the roll acceleration.
Since velocity is the integral of acceleration and roll amplitude is the integral of
velocity, electronic integrators can be used to derive the values of roll velocity and
roll angle from the basic signal. The information is fed into the roll sensor, as is the
ships speed. The control unit receives this information signal and will control the
output of the vane unit which in turn tilts the fin in the required direction and for the
required amount of tilt

Dec 18 Q7, July 13 Q7, Oct 10 Q7, Jul 04 Q6, Dec 02 Q3

a) Sketch a line diagram showing the layout and components of a hydraulic system
with a variable delivery, pressure compensated pump and accumulator suitable
for the operation of deck machinery (5)
b) Describe the operation of the system sketched in Q7(a) (5)
b) This system uses one or more variable delivery pumps which supply oil at a
nearly constant pressure to multiple loads. When the pump exceeds the load
requirements the pressure compensator acts to take the pump off stroke. A relief
valve is also fitted in case the compensator malfunctions.
Fluid flow to the load is controlled by a manually operated 3-way valve. The
accumulator maintains the system pressure and ensures that there is always a
reserve pressure available. The check valve maintains the pressure in the
accumulator giving a ready reserve on demand.

On start up with no pressure on the system, pump runs and delivers to system
set pressure, and charges the accumulator, if there is no load the pressure
compensator element of pump design takes the pump off stoke, the pump
continues to run but on no load, the system holds design pressure due to check
valve after pump, if there is demand on the system the pump will automatically go
on load, the accumulator and pump set up prevent pressure dropping hence
constant pressure is maintained irrespective of load.

July 12 Q8 Same as Jul10 Q4, Jul 08 Q2 but without part (c)

With reference to electro-hydraulic steering gear:
a) Describe with the aid of a sketch, the operation of a gear with two fifty percent
units conforming to the single failure criteria (8)
b) State the precautions when operating on two rams only (2)
Jul10 Q4, Jul 08 Q2 (part c)
c) Describe the tests necessary to ascertain that the gear will operate as required
when one side of the circuit develops a malfunction (2)
a)
 1 Automatic isolating/by-pass (double) valve
2 Directional control/shut-off valve
3 Relief valve
4 Hydraulic pump, including electric motor
The steering shown is permissible, provided that a single failure (i.e. loss of oil) in
any of the two identical power actuating systems may be detected and automatically
isolated, leaving the other power actuating system fully operational. Automatic
isolation is initiated upon detection of loss of hydraulic oil (low oil level). Isolation
must be followed by shut down of one power unit in case both systems are running
simultaneously. A low-low level alarm must be followed by shut down of the power
unit supplying the failed system and start-up of a stand-by power unit in case only
one power unit is running. The systems fulfil the capacity requirements for main
steering gear when operating together.
b) When operating with two rams the torque available and the speed of response
will be less, so this must be taken into account during manoeuvring.

c) Pre-sailing test should include simulating a hydraulic fluid toss in one Side to
ensure the system will switch over to the healthy hydraulic circuit and give full
rudder movement of 35 to 35 degrees

July 2011 Question 3

Outline the probable causes of EACH of the following malfunctions of the steering
gear.
a) Excessive rudder movement (2)
b) Sluggish response from helm (2)
c) Rudder and gear hunt when helm at midships (2)
d) Rudder and gear hunt when helm away from midships (2)
e) Pump exhibits noise and vibration (2)

a)
i. Cause could be internal leakage in the steering gear pump
ii. Worn linkage
iii. Bye-pass valve leaking
iv. Electronic fault, loose connection, feedback potentiometers faulty
b)
i. Air in the system
ii. Leaking ram seals
iii. Bye pass valve leaking
iv. Pump fault
v. Damage to rudder
vi. Fouling of rudder
vii. Control fault – bad connections
c)
i. Leaking hydraulic control valves at pump
ii. Wear on control linkages
iii. Electrical fault – worn position rheostat
d)
i. Relief valve leaking
ii. Pump fault – losing pressure
iii. Worn linkages on feedback
iv. ram leakage
v. electrical fault – faulty signals

e)
i. Air in system
ii. Internal damage to pump
iii. Misalignment of pump
iv. Holding down bolts come loose
v. Failure of flex drive between pump/motor
vi. Bearing failure

March 2010 Question 6 March 09 Q6 (Similar Question)

With reference to electro-hydraulic deck cargo cranes:
a) state FOUR reasons for tripping out on high oil temperature (4)
b) State with reasons the safety devices or limit switches that are fitted with respect
to hoisting, luffing and slewing. (6)
a)
i. Lack of cooling water on oil cooler
ii. Dirty oil cooler
iii. Radiator fan failure
iv. Wrong oil in system, Viscosity too high/low
b)
Hoisting: (hook lifting)
1) Overload; To prevent overloading crane, load cell incorporated into lifting
circuit.
2) Maximum hook lift, limit switch operated by hook as it nears jib
3) Depending on crane type limit switches to stop jib travel for max and min
reach.
4) Speed control on winch to prevent wire entanglement.

Luffing (jib moving in or out with hook at same position)

1) Overload; To prevent overloading crane, load cell incorporated into lifting
circuit.
 2) Limit switches on jib travel, to prevent damage to crane supports.
3) Max speed control on motor to reduce chance of load swinging
dangerously.
Slewing (rotation of jib)
1) Limit switch on maximum rotation: To avoid rotating out of range (unless
3600 rotation)
2) Speed of slew: To prevent load swinging dangerously
Modern cranes incorporate load management systems where multi sensors are fed
back to system and these inputs can be monitored continually and operator is shown
a display showing loading of the crane at all positions and angles.
July 09 Question 2 P66 in PFD
With reference to steering gear:
a) Explain EACH of the following;
I. follow up steering (2)
II. non-follow up steering (2)
b) explain why the steering gear is tested under load, at sea from 35 degrees on
one side, to 30 degrees on the other. State when this test is carried out and the
reason for this test (2)
c) explain why electro hydraulic systems are preferred to all electric systems (2)
d) explain why hydraulic locking is preferable to mechanical locking of the rudder (2)
a)
I. Follow up steering is the conventional system where the helmsman
selects the required rudder angle and feedback is supplied to the
control system in order that the actuator can achieve the desired
rudder angle.
II. Non-follow up steering is simply a port-starboard control of the rudder
actuator. The control system has no knowledge of the rudder angle and
the helmsman must closely follow the rudder indicator. Non-follow up is
often fitted as a function in many auto pilot systems
b)
The steering gear is tested under load, with the vessel fully loaded at full speed at
sea from 35 degrees to 30 degrees in 28 secs as part of the steering gear
requirements laid down by SOLAS. The test ensures the steering will operates under
the most onerous conditions in the required time. The reason for only 30 degrees on
one side is because the rudder speed will decrease as it approaches 35 degrees.
The test also requires the full 35 to 35 degrees of rudder movement but this is not
timed. The test will be carried out at the ships acceptance trials and any other time
when there is any doubt as to the capability of the steering gear, particularly after
any major overhaul. The test will confirm that the speed of the rudder is within the
SOLAS requirements.
c)
Electro-hydraulic systems are preferred to all electric systems as hydraulics are able
to provide the higher torques necessary to turn large rudders on modern ships while
keeping physical size of the steering gear to acceptable size.
d)
Hydraulic locking of the rudder is preferable as it ensures that personnel are not put
in harms way, as trying to engage mechanical plates or pins in heavy seas with the
tiller moving will be dangerous, while the shutting of isolating valve is relatively
simple, also the hydraulic locking force may be stronger than the force that the
locking plates could hold.

March 2009 Question 5 Dec 05 Q3

As Chief Engineer Officer appointed to a newly acquired older vessel, compile a list
of all the checks that would be required of the ships' steering gear and associated
equipment, given that no handover from the previous owners had taken place. (10)

The following checks will be made to ensure that the steering gear is fit for service,
1) Check of survey reports, planned maintenance records, and oil test reports to see
if there is any outstanding defects or problems been noted.
2) Thorough visual inspection of the steering gear, including all linkages, fastenings,
locking arrangements and examine for oil leaks, earth binding strap fitted.
3) Operating instructions posted in English.
4) Check space is clean, well-lit, access is clear, and gratings are in position,
steering gear bilge alarm test.
5) Check wear down of rudder carrier bearing, compare with previous readings.
6) Examine all grease points, replenish as necessary.
7) Check oil header tank float alarms function.
8) Take a hydraulic oil sample for analysis.
9) Check there is enough hydraulic oil of the correct grade for reserve purposes.
10) Check that there are adequate spares on board and any special tools are
present.
11) Make electrical checks on all motors and control equipment.
12) Ensure that power units can be started from the bridge and that audible and
visual alarms are operational
13) Check manual operation of all isolating and bypass valves.
14) Carry out a through steering gear test including:
a. Full movement of the rudder using either and both power units ensuring
adequate speed of response of system to helm orders from all steering
control systems and positions both remote and local.
b. All communication equipment is in working order.
c. Rudder indicators are correct.
 d. Run the steering gear using the emergency generator power supply
checking response times for changeover from main supply.
e. Ensure standby steering unit cuts in on failure of running unit.
f. If fitted, test automatic change over from one system to another.

Dec 08 Question 5 same as July 12 Q8

With reference to electro-hydraulic steering gear:
a) Describe with the aid of a sketch, two fifty per cent torque units conforming to
single failure criteria (8)
b) State, with reasons, the precautions that should be taken when operating on two
rams (2)
July 07 Question 6
With reference to a ram type steering gear, explain how it may be determined that
defective steering gear may be due to EACH of the following, stating the immediate
actions that should be taken to maintain steering capability:
a) A twisted rudder stock; (5)
b) Worn pump internals; (3)
c) Air in the system. (2)
a)
A twisted rudder stock would be indicated by the vessel not steaming a straight
course on manual steering with the wheel at amidships.
Confirm by checking the amidships position of rudder relative to the indicator position
on the rudder stock in the steering flat markings all show zero and ships steers off
would suggest stock is twisted, degree of twist can be confirmed by movement of
ruder until straight line steered. By adjust the feedback system by this amount to give
rudder amidships, even though mark on rudder stock is not indicating amidships.
Thus, with a steady straight course the steering gear pumps should be in the no
stroke or neutral position. If a twisted rudder stock is suspected, limit loading on the
steering to prevent further damage possible fracture, inform management ashore.
b)
Worn pump internals would be indicated by sluggish movement of the rudder low
power output. This could be verified by carrying comparison speed test with other
pump unit. Immediate action would be to advise the bridge to operate with the other
pump unit.
c)
Air in the system would be indicated by jerky movement of the rudder and possible
pump noise. Limit rudder movements initially and then bleed the system of air.
Ensure oil levels are correct in tanks and headers.