DNV Ru Ship Pt4ch10

RULES FOR CLASSIFICATION
Ships
Edition July 2022
Part 4 Systems and components
Chapter 10 Steering gear
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DNV AS
FOREWORD
DNV rules for classification contain procedural and technical requirements related to obtaining and
retaining a class certificate. The rules represent all requirements adopted by the Society as basis
for classification.
© DNV AS July 2022
Any comments may be sent by e-mail to [email protected]
This service document has been prepared based on available knowledge, technology and/or information at the time of issuance of this
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or following from mandatory law, the liability of DNV AS, its parent companies and subsidiaries as well as their officers, directors and
employees (“DNV”) for proved loss or damage arising from or in connection with any act or omission of DNV, whether in contract or in tort
(including negligence), shall be limited to direct losses and under any circumstance be limited to 300,000 USD.
CHANGES – CURRENT
Part 4 Chapter 10 Changes - current
This document supersedes the July 2021 edition of DNV-RU-SHIP Pt.4 Ch.10.
The numbering and/or title of items containing changes is highlighted in red.
Changes July 2022, entering into force 1 January 2023
Topic Reference Description
Documentation requirement Sec.1 Table 2 Updated 'additional description' with specifying design

data sheet data, relevant loads and reference to Sec.2 [1.1].
Documentation type for NDT Sec.1 Table 2 Corrected documentation type 'C050' to 'M150'.

plan
Compliance documents for Sec.1 Table 3 Reformulated the text in 'additional description'.

steering gear
Compliance documents for Sec.1 Table 4 Changed material certificate (MC) to material

rotary vane type actuator declaration (MD) for 'piston' and 'end cover'.
Material requirements Sec.2 [1.2.1] Removed Charpy exemption.

Added 'Actuator housing and cylinders are considered
as class I pressure vessels with respect to material
selection, testing and certification, see Ch.7 and DNV-
ST-0194'.
Sec.2 [1.11.1] Added material selection according to Ch.7 and DNV-
ST-0194.
Symbol for rule rudder torque Sec.2 Table 2 Changed MTR to QR.

Sec.2 [1.12.12]
Sec.2 [1.13]
Pressure testing Sec.2 [3.1], Sec.2 [7.1] Updated that piping internal pressure testing need not

exceed design pressure by more than 70 bar.
Updated that assembly pressure testing can be done at
working pressure.
Sec.2 [7.1.1] Updated that hydrostatic testing of assembly shall be
tested at design pressure.
Hydraulic oil monitoring Sec.2 Table 5 Included 'Differential pressure over filter' alarm for high

value (HA) requirement.
Table for control and Sec.2 Table 5 Moved from Sec.2 [4.8] to Sec.2 [4.7].

monitoring
Term 'readily accessible' Sec.2 [5.2.1] Added guidance note on 'readily accessible'.
Editorial corrections
In addition to the above stated changes, editorial corrections may have been made.
Rules for classification: Ships — DNV-RU-SHIP Pt.4 Ch.10. Edition July 2022 Page 3
Steering gear
DNV AS
CONTENTS
Part 4 Chapter 10 Contents
Changes – current.................................................................................................. 3
Section 1 General.................................................................................................... 6
1 General................................................................................................ 6
1.1 Objective......................................................................................... 6
1.2 Scope..............................................................................................6
1.3 Application....................................................................................... 6
1.4 Definitions....................................................................................... 6
2 Procedural requirements................................................................... 11
2.1 Documentation requirements............................................................11
2.2 Required compliance documentation..................................................13
Section 2 Basic requirements................................................................................18

1 Design................................................................................................18
1.1 General..........................................................................................18
1.2 Materials........................................................................................ 18
1.3 Arrangement generally.................................................................... 19
1.4 Main steering gear.......................................................................... 20
1.5 Auxiliary steering gear.................................................................... 20
1.6 Exceptions where auxiliary steering gear is not required...................... 21
1.7 Additional requirements for vessels above 70 000 gross tonnage...........22
1.8 Additional requirements for oil carriers, chemical carriers and liquefied
gas carriers......................................................................................... 22
1.9 Over balanced rudders.................................................................... 22
1.10 Hydraulics and piping.................................................................... 23
1.11 Actuator and actuating mechanism..................................................24
1.12 Connection between steering gear and rudder stock.......................... 31
1.13 Stopper arrangement.....................................................................38
1.14 Bearings.......................................................................................38
1.15 Oil seals.......................................................................................39
2 Inspection and testing.......................................................................39
2.1 General..........................................................................................39
2.2 Inspection and testing of parts......................................................... 39
3 Workshop testing...............................................................................40
3.1 General..........................................................................................40
4 Power supply, control and monitoring............................................... 40
4.1 General..........................................................................................40
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4.2 Main power supply.......................................................................... 40
Part 4 Chapter 10 Contents
4.3 Emergency power supply................................................................. 41
4.4 Control gear and associated protective functions.................................41
4.5 General requirements, steering gear control system............................ 41
4.6 Arrangement of electric and control systems...................................... 42
4.7 Monitoring......................................................................................43
4.8 Additional requirements for vessels with DP notation........................... 44
5 Arrangement for installation onboard................................................44
5.1 Fastening arrangement to foundation................................................ 44
5.2 Steering gear compartment............................................................. 45
6 Installation........................................................................................ 45
6.1 Connection between steering gear and rudder stock............................ 45
6.2 Foundation..................................................................................... 46
7 Shipboard testing.............................................................................. 46
7.1 Shipboard testing............................................................................46
7.2 Trials............................................................................................. 46
7.3 Additional requirements for vessels with DP notation........................... 47
Appendix A Additional requirements for non-duplicated rudder actuators............ 48
1 General.............................................................................................. 48
1.1 Application..................................................................................... 48
1.2 Documentation............................................................................... 48
2 Design................................................................................................48
2.1 General..........................................................................................48
2.2 Dynamic loads for fatigue and fracture mechanics analyses.................. 48
2.3 Allowable stresses...........................................................................48
2.4 Burst test...................................................................................... 49
3 Inspection and testing.......................................................................49
3.1 Non-destructive testing....................................................................49
Changes – historic................................................................................................ 51
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SECTION 1 GENERAL
Part 4 Chapter 10 Section 1
1 General
1.1 Objective
The objective of these rules is to provide technical requirements for the design, manufacturing and
installation of steering gears on board vessels classed with the Society.
1.2 Scope
General
1.2.1 These rules provide design requirements for steering gears intended to move a rudder to be installed
on board a vessel classed by the Society.
1.2.2 Rudders
Requirements for rudders are given in Pt.3 Ch.14 and in DNV rules for classification: High speed and light
craft, DNV-RU-HSLC Pt.3 Ch.5.
1.2.3 Geared and podded thrusters
Requirements to steering of podded and geared thrusters are given in Ch.5 Sec.3. Requirements to steering
of water jets are given in Ch.5 Sec.2.
1.2.4 Additional requirements in other parts of the rules
For additional requirements for vessel navigation in ice (Ice, PC), see Pt.6 Ch.6, and for Icebreaker, see
Pt.5 Ch.10 Sec.10. For additional requirements for naval and naval support vessels, see Pt.5 Ch.13. For
additional requirements to vessels with additional notation redundant propulsion (RP(1, x), RP(2, x), RP(3,
x)), see Pt.6 Ch.2 Sec.7. For additional requirements to vessels with additional notation dynamic positioning
systems (DYNPOS and DPS), see Pt.6 Ch.3 Sec.1 and Pt.6 Ch.3 Sec.2.
1.3 Application
The rules in this section apply to electro hydraulic and hand hydraulic steering gear operating a rudder for
the purpose of steering the vessel.
1.4 Definitions
1.4.1 Definition of terms
1.4.1.1 Main steering gear means the machinery necessary for effecting movement of the rudder for the
purpose of steering the ship under normal service conditions.
For example this may include:
— rudder actuator(s)
— steering gear power units (if any)
— ancillary equipment
— the means of applying torque to the rudder stock (e.g. tiller or quadrant).
1.4.1.2 Auxiliary steering gear means the equipment other than any part of the main steering gear necessary
for effecting movement of the rudder for the purpose of steering the ship in the event of failure of the main
steering gear but not including the tiller, quadrant or components serving the same purpose.
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Guidance note:
Auxiliary steering gear may share the tiller or similar component with the main steering gear.
---e-n-d---o-f---g-u-i-d-a-n-c-e---n-o-t-e---
1.4.1.3 Steering gear control system means the equipment by which orders are transmitted to the steering
gear power units and other parts necessary for operating the steering gear.
Steering gear control systems may comprise:
— transmitters
— receivers
— programmable electronic units
— hydraulic control pumps
— associated motors
— associated motor controllers and frequency converters
— piping
— cables.
1.4.1.4 Rudder actuator means the component which converts directly hydraulic pressure into mechanical
action to move the rudder.
1.4.1.5 Rudder actuating mechanism means the parts transmitting force from actuator to rudder stock,
including tiller.
1.4.1.6 Steering gear power unit means:
— in the case of electric steering gear, an electric motor and its associated electrical equipment
— in the case of electro hydraulic steering gear, an electric motor and its associated electrical equipment and
connected pump
— in the case of other hydraulic steering gear, a driving engine and connected pump.
1.4.1.7 Power actuating system means the hydraulic equipment provided for supplying power to turn the
rudder stock, comprising:
— steering gear power units
— associated pipes and fittings
— rudder actuator.
The power actuating systems may share common mechanical components, i.e. tiller, quadrant and rudder
stock, or components serving the same purpose.
1.4.1.8 Maximum ahead service speed:
— For vessels complying with rules for ships: means the maximum speed corresponding to maximum
nominal shaft RPM and corresponding engine MCR in service at sea on summer load waterline.
— For vessels complying with DNV rules for classification: High speed and light craft, maximum service
speed as defined in Pt.3 Ch.5 Sec.1, at full load condition.
1.4.1.9 Maximum astern speed is the estimated speed which the ship can attain at the designed maximum
astern power at the deepest seagoing draught.
1.4.1.10 Maximum working pressure PW:
— For vessels complying with DNV rules for classification: Ships, the maximum oil pressure in the system
when the steering gear is operated according to Sec.2 [1.4] b.1).
— For vessels complying with DNV rules for classification: High speed and light craft, the expected pressure
in the system when the steering gear is operated according to Sec.2 [1.4] b.2).
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1.4.1.11 Design pressure means the maximum pressure for which the actuator is designed.
Design pressure shall as a minimum be 1.25 times the maximum working pressure and shall not be less than
the set pressure of the safety relief valve.
1.4.1.12 Maximum working torque TW is the maximum torque in the steering gear when operating at
maximum working pressure PW. Maximum working torque may be calculated according to formula in Sec.2
[1.11.19] by replacing the design pressure by the maximum working pressure.
1.4.2 Symbols
Table 1 lists symbols used in this document.
Table 1 Symbols
Symbol Definition Unit Rule reference

2
Ai Pressurised area mm Sec.2 [1.11.19]
b Breadth of key mm Sec.2 [1.12.12]
CD Average diametrical clearance of radial bearings mm Sec.2 [1.11.21] b)
ce Diameter ratio d/D - Sec.2 [1.12.8]
ci Diameter ratio di/d - Sec.2 [1.12.8]
Sec.2 [1.12.4]
d Rudder stock diameter mm
Sec.2 [1.12.8]
D Outer diameter of hub mm Sec.2 [1.12.8]
Dinner Inner diameter of hub mm Sec.2 [1.11.17]
di Diameter of centre bore in rudder stock mm Sec.2 [1.12.8]
dm Mean diameter of cone mm Sec.2 [1.12.3] h)
ds Designed minimum rudderstock diameter below actuator mm Sec.2 [1.11.20]
dt Diameter of rudder stock at top of cone mm Sec.2 [1.12.9]
2
Ee Module of elasticity of hub N/mm Sec.2 [1.12.8]
2
Ei Module of elasticity of rudder stock N/mm Sec.2 [1.12.8]
Sec.2 [1.11.19],
e Ram eccentricity m
Sec.2 Figure 1
F Necessary force for pull up kN Sec.2 [1.12.10]
f1 Material factor - Sec.2 [1.2.3]
Fdes Net radial force on rudderstock in way of actuator due to design torque kNm Sec.2 [1.11.21] a)
FQR Net radial force on rudderstock in way of actuator due to rule rudder torque kNm Sec.2 [1.11.21] a)
Hhub Height of hub mm Sec.2 [1.11.17]
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h Distance between upper and lower radial actuator bearing mm Sec.2 [1.11.21] b)
hA Vertical distance between force and bearing centre mm Sec.2 [1.11.21] a)
heff Effective height of key contact with hub and shaft respectively mm Sec.2 [1.12.12]
k Material utilisation factor - Sec.2 [1.12.3] i)
K Taper of cone = lt/(ds-dt) - Sec.2 [1.12.9]
kb Bending moment factor - Sec.2 [1.11.20]
kkey Key factor - Sec.2 [1.12.12]
l Effective cone length mm Sec.2 [1.12.3] h)
L Distance between lower radial actuator bearing and neck bearing mm Sec.2 [1.11.21] b)
Lt Torque arm m Sec.2 [1.11.19]
Leff Effective bearing length of key mm Sec.2 [1.12.12]
MB Bending moment in rudderstock kNm Sec.2 [1.11.21]
2
p Surface pressure N/mm Sec.2 [1.12.8]
2
pb Surface pressure due to bending N/mm Sec.2 [1.12.7]
Pdes Design pressure Bar Sec.2 [1.11.19]
2
pr Average/local surface pressure N/mm Sec.2 [1.12.3] h)
2
ps Permissible bearing surface pressure N/mm Sec.2 [1.14.3]
Ptest Test pressure Bar Sec.2 [3.1.1]
Pw Maximum working pressure Bar [1.4.1.10]
Pt.3 Ch.14 Sec.1
QR Rule rudder torque kNm DNV-RU-HSLC
Pt.3 Ch.5 Sec.1
RAe Surface roughness of hub μm Sec.2 [1.12.9]
RAi Surface roughness of rudder stock μm Sec.2 [1.12.9]
Sec.2 [1.11.11]
S Safety factor (mechanical) -
to Sec.2 [1.11.12]
Sc Safety factor for rudder stock connection - Sec.2 [1.11.9]
Tdes Design torque kNm Sec.2 [1.11.19]
Tfr Friction torque kNm Sec.2 [1.12.3] h)
[1.4.1.12]
TW Maximum working torque kNm
Sec.2 [1.11.19]
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t Thickness of hub mm Sec.2 [1.11.17]
w Weight in air of rudder and rudder stock kg Sec.2 [1.12.4]
β Angular deflection of rudder stock rad Sec.2 [1.11.21] b)
δ Pull-up length mm Sec.2 [1.12.9]
Δ Shrinkage allowance mm Sec.2 [1.12.8]
Sec.2 [1.12.8]
Δmax Calculated maximum shrinkage allowance mm
to Sec.2 [1.12.9]
Sec.2 [1.12.8]
Δmin Calculated minimum shrinkage allowance mm
to Sec.2 [1.12.9]
θ Maximum permissible rudder angle ° Sec.2 [1.11.19]
μ Friction coefficient - Sec.2 [1.12.6]
μpu Average friction coefficient for pull-up - Sec.2 [1.12.10]
νe Poisson’s ratio of hub - Sec.2 [1.12.8]
νi Poisson’s ratio for rudder stock - Sec.2 [1.12.8]
ϕ Cylinder neutral angle ° Sec.2 [1.11.19]
2
σm General primary membrane stress N/mm Sec.2 [1.11.14]
2
σB Tensile strength N/mm Sec.2 [1.11.14]
2
σy Yield strength (or 0.2% proof stress) N/mm Sec.2 [1.11.14]
2 Sec.2 [1.11.15]
σt Nominal design stress N/mm
Ch.7 Sec.4 [2.5.1]
2
σf Minimum upper yield strength N/mm Sec.2 [1.12.3]
2
σfit Tangential stress due to shrink fitting connection N/mm Sec.2 [1.11.13]
2
σe Permissible equivalent stress N/mm Sec.2 [1.11.9]
2
σbend Bending stress N/mm Sec.2 [1.11.9]
2
σaxial Axial stress N/mm Sec.2 [1.11.9]
2
σN Nominal bending stress N/mm Sec.2 [1.11.16]
2
τnom Nominal shear stress N/mm Sec.2 [1.11.10]
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2 Procedural requirements
2.1 Documentation requirements
2.1.1 Documentation shall be submitted as required by Table 2 . The plans shall give full details of scantlings
and arrangements as well as material specification and data necessary for verifying scantling calculations
together with specified ratings.
Set pressure for all relief valves shall be specified.
Material specifications shall include mechanical properties and particulars about heat treatment.
Table 2 Documentation requirements
Object Documentation type Additional description Info
C020 - Arrangement FI
Operation instructions.
Z161 - Operation manual AP
(Yard supply. See Sec.2 [5.2.4]).
Including spec. of rudder type,
Z110 - Data sheet application, design data and relevant FI
Steering gear loads (see Sec.2 [1.1]).
List of monitoring and alarms,
I070 - Instrument list including shutdowns of frequency AP
converters.
Functional failure analysis of steering
Z071 - Failure mode and effect analysis R
gear and control system.
C030 - Detailed drawing AP
Connection to
Z162 - Installation manual FI
rudderstock
Z265 - Calculation report R
C020 - Arrangement Section drawing. FI
Rudder actuator C030 - Detail drawing. Including material
Load transmitting bolts and pins. AP
specifications and NDT
Bearing Z100 - Specification Allowable bearing pressure. FI
C030 - Detailed drawing Applicable for rotary vane type. AP
M150 - Non-destructive testing (NDT) plan AP
Rotor Heat treatment or cool down
procedure (see Sec.2 [1.2.4])
Z100 - Specification AP
is subject to local approval (ie.
certifying station).
Vane
Housing
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Cover
Stopper / Dividing C030 - Detailed drawing Applicable for rotary vane type. AP

wall M150 - Non-destructive testing (NDT) plan AP
C030 - Detailed drawing Applicable for linked cylinder type. AP
Procedure is subject to local
M060 - Welding procedure (WPS) AP
approval (ie. certifying station).
Tiller Procedure is subject to local
M061 - Welding qualification AP
approval (ie. certifying station).
Heat treatment or cool down
is subject to local approval (ie.
Piston
Piston rod
Cylinder
End cover
Connecting rod Z 240 - Calculation report Applicable for linked cylinder type. R
C030 - Detailed drawing Applicable for ram type. AP
Procedure is subject to local
M060 - Welding procedure AP
approval (i.e. certifying station).
Tiller Procedure is subject to local
M061 - Welding qualification AP
approval (i.e. certifying station).
Heat treatment or cool down
is subject to local approval (i.e.
Ram
Cylinder
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End cover
S011 - Hydraulic diagram Hydraulic diagram. AP
Z060 - Functional description FI
Total delivery capacity of steering
Hydraulic system Z100 - Specification FI
gear hydraulic pumps.
Steering gear relief valve discharge
Z100 - Specification characteristics (pressure-flow R
diagram).
General arrangement drawings of
Conventional steering
Z030 - Arrangement plan steering gear compartment (yard FI
arrangements
supply).
Extrapolation to
Sea trial with partly submerged
deepest seagoing Z265 - Calculation report R, FI
rudder.
draught
Electric systems shall be
Electric systems E170 - Electric schematic drawing AP
documented as required in Ch.8.
I200 - Control and monitoring system Control system shall be documented
Control system AP
documentation as required in Ch.9.
AP = for approval, FI = for information, R = on request, TA = type approval
2.1.2 For general requirements for documentation, including definition of the info codes, see DNV-CG-0550
Sec.6.
2.1.3 For a full definition of the documentation types, see DNV-CG-0550 Sec.5.
2.1.4 For important components of welded construction (e.g. tiller), full details of the joints, welding
procedure, filler metal and heat treatment after welding shall be specified on the plans.
2.1.5 Associated electrical equipment (motors, frequency converters, switchgear and control gear) is
regarded as important equipment and documentation shall be submitted as required in Ch.8 Sec.1 [1.7.2].
2.1.6 Steering gear manufacturers who intend their product to comply with the requirements of the IMO
guidelines for non-duplicated rudder actuators shall submit additional documentation as given in App.A.
2.1.7 For rudders included under DP-control documentation of expected life time of bearings subjected to
extra ordinary wear rate due to DP shall be submitted for approval.
2.2 Required compliance documentation
2.2.1 Steering gear components survey shall be delivered with compliance documents according to Table 3
to Table 6.
See also Sec.2 [3].
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Table 3 Compliance documents for steering gear
Compliance Compliance
Object 1) Additional description
document type standard
Steering gear PC
Actuator assembly PC If actuator is supplied separately.
MC DN > 50 mm.
DN < 50 mm.
Piping/manifold MTR
DN = nominal diameter. See Ch.6.
Flexible hose Type approval required.
TAC
assembly See Ch.6.
Piping flange/bolt MTR See also Ch.6.
PC DN > 100 mm and p > 16 bar.
When DN > 100 mm (steel) or DN > 50 mm
Valve/valve housing/ MD
(copper).
fitting
When DN < 100 mm (steel), 50 mm (copper). See
MTR
Ch.6.
PC
See also Ch.6.
MD
Pump
Pumps are subject to type test, see Sec.2 [3.1.2],
PTR
which shall be documented by makers test report.
TR is required for standard bolts (of the shelf). MC
Bolts/pins MC is required for bolts uniquely made for the steering
gear, and that are in particular critical.
Control system PC See also Ch.9.
1) Unless otherwise stated the compliance standard is the rules.
PC = product certificate, MC = material certificate, MD = material declaration, TAC = type approval certificate,
PTR = product test report, MTR = material test report.
Table 4 Compliance documents for rotary vane type actuator
MC
Rotor
NDT
MD
Vane
NDT
MC
Housing
NDT
Cover MD
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NDT
MD
Stopper/ dividing wall
NDT
MC = material certificate, NDT = non-destructive testing, MD = material declaration.
Table 5 Compliance documents for linked cylinder type rudder actuator
MC
Tiller
NDT
Hydraulic cylinder
PC
assembly
MD
Piston
NDT
Piston rod MC
MC Certification standard Hydraulic cylinder for steering is subject to
Cylinder for hydraulic cylinder certification regardless of size.
NDT DNV-ST-0194 Sec.1
MD
End cover
NDT
MC = material certificate, NDT = non-destructive testing, PC = product certificate, MD = material declaration.
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Table 6 Compliance documents for ram type rudder actuator
MC
Tiller
NDT
MC
Ram
NDT
MC
Cylinder
NDT
MD
End cover
NDT
MC = material certificate, NDT = non-destructive testing, MD = material declaration.
2.2.2 For a full definition of the compliance document types, see DNV-CG-0550 Sec.3.
2.2.3 Electric motor, frequency converter and switchgear shall have compliance documents as required in
Ch.8.
2.2.4 Testing and inspection of components
Testing and inspection of components shall be carried out according to Table 7, Table 8, Table 9 and Table 10.
Table 7 Testing and inspection - general
Ultrasonic or Surface crack Pressure Dimensional Visual Additional

Object
X-ray testing detection testing inspection inspection description
Piping Manufacturer
Hose assembly Manufacturer
Valve/Valve
Manufacturer
housing/fitting
Weld Manufacturer Manufacturer
Actuator
Manufacturer Society
assembly
Table 8 Testing and inspection - rotary vane type rudder actuator

Object
Rotor Manufacturer Manufacturer Manufacturer Society
Vane Manufacturer Manufacturer Manufacturer Society
Housing Manufacturer Manufacturer Manufacturer Society
Cover Manufacturer Manufacturer Manufacturer Society
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Object
Stopper /
Manufacturer Manufacturer Manufacturer Society
dividing wall
Table 9 Testing and inspection - linked cylinder type rudder actuator

Object
Tiller Manufacturer Manufacturer Manufacturer Society
Piston Manufacturer Manufacturer Manufacturer Society
Cylinder Manufacturer Manufacturer Manufacturer Society
End cover Manufacturer Manufacturer Manufacturer Society
Table 10 Testing and inspection - ram type rudder actuator

Object
Tiller Manufacturer Manufacturer Manufacturer Society
Ram Manufacturer Manufacturer Manufacturer Society
Cylinder Manufacturer Manufacturer Manufacturer Society
End cover Manufacturer Manufacturer Manufacturer Society
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SECTION 2 BASIC REQUIREMENTS
1 Design
1.1 General
1.1.1 The requirements in this subsection give criteria for arrangement, function and capacity for steering
gear ([1.1] and [1.8]) and strength of steering gear components ([1.11] to [1.12]).
1.1.2 Requirements for electric equipment and control systems are given in [4].
1.1.3 Steering gear shall be designed considering all relevant loads from internal and external forces.
Internal loads shall be based on:
— design pressure for actuator
— test pressure for actuator.
External loads shall be based on:
— maximum rule rudder torque from rudder
— maximum force from rudder.
Guidance note:
The rule requirements imply that the actuator and actuating mechanism have a strength equivalent to that required for the
rudderstock.
1.1.4 In case the actuator induces a bending moment in the rudder stock, the effects on rudder stock, fitting
of actuator, bearings and fastening arrangement shall be considered.
Such bending moments may originate from asymmetrical actuator forces on tiller/rotor, or when rudder stock
bending deflections are larger than what is allowed by the clearances in bearing arrangement.
1.1.5 The influence of bending moment due to rudder stock deflection may be neglected if horizontal
deflection in way of upper bearing at full rule rudder force is less than two times the diametrical bearing
clearance. Otherwise, corresponding bending moment at full rudder force shall be taken into account, see
[1.11.21].
1.1.6 Bending moment and reaction force at upper bearing caused by asymmetrical tiller/rotor forces at both
maximum rule rudder force and maximum power of actuator (design pressure) shall be considered, including
any operational mode where one or more actuators are not in use. Bending moment arm shall be taken as
the distance between resulting bearing force and centre of upper bearing, see [1.11.21].
1.2 Materials
1.2.1 Materials for application in rudder actuator, power piping valves, flanges and fittings and all steering
gear components transmitting mechanical forces to the rudder stock, excluding bolts, pins and keys, shall
be of steel, nodular cast iron or other approved ductile material, duly selected and tested in accordance with
Pt.2.
In general, all materials shall have an elongation of not less than 12%.
The following materials may only be accepted upon special consideration:
2
— materials with specified minimum tensile strength in excess of 650 N/mm
— grey cast iron for use in redundant parts with low stress level, excluding hydraulic cylinders
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— structural steel for components exposed to internal hydraulic pressure.
Actuator is considered as class I pressure vessel , see Ch.7 and DNV-ST-0194.
1.2.2 Materials in bolts, pins and keys shall be of rolled, forged or cast steel in accordance with Pt.2. In
2
general, such material shall have a minimum specified tensile strength in the range of 400 N/mm to 900 N/
2
mm . Higher tensile strength may be accepted upon special considerations related to ductility and fatigue
2
properties versus application. Yield stress shall not be less than 200 N/mm .
1.2.3 In order to ensure that the material has sufficient fatigue strength, allowable stresses are reduced for
high tensile materials. Hence:
2
Minimum upper yield strength (or 0.2% proof stress), σf [N/mm ] for use in calculation shall not to be taken
greater than 70% of the ultimate tensile strength.
The material factor, f1 for forgings (including rolled bars) and castings, shall be taken as:
where:
a = 0.75 for σf > 235 N/mm2
2
= 1.0 for σf ≤ 235 N/mm
= 1.0 when calculating with additional load as described in [1.11.8], or when calculating at internal test
pressure, Ptest, or bolts with significant pre stress.
1.2.4 Nodular cast iron and cast steel parts where dimensional stability is important, e.g. tiller and rotor
transmitting rudder torque by means of keyless conical or cylindrical connection shall be stress relieved.
Test pull-up or controlled cool-down may be accepted as replacement for stress relief.
The cool-down procedure shall be approved. Further, it shall be documented that the actual cool-down
process is in accordance with the procedure.
1.2.5 Welded parts shall be stress relieved. Requirements for welded structures as given in Pt.2 Ch.4 is
applicable.
1.2.6 The materials used for pressurized components including the seals shall be suitable for the hydraulic oil
in use.
1.3 Arrangement generally
1.3.1 Unless expressly provided otherwise, every ship shall be provided with a main steering gear and an
auxiliary steering gear, see [1.6].
1.3.2 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.
Guidance note 1:
When considering fail scenarios for main/auxiliary steering gear in this context the tiller and connection to rudder stock is
considered as a non-failing component.
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DNV AS
Guidance note 2:
For guidance to hydraulic arrangements, see class guideline DNV-CG-0040 Sec.1 Schematic principles for steering gear hydraulics.
1.3.3 Steering gear systems shall be equipped with a locking system effective in all rudder positions.
Locking may be provided by hydraulic system with shut-off valves directly fitted at the actuator. For steering
gears with cylinder units which may be independently operated the shut-off valves do not have to be fitted
directly on the cylinders.
1.4 Main steering gear
The main steering gear shall:
a) be capable of operating the rudder for the purpose of steering the ship at maximum ahead service speed
which shall be demonstrated
b) have capacity to turn the rudder from side to side according to requirements given below at maximum
ahead service speed
1) For vessels complying with rules for classification: SHIP the main steering gear shall comply with the
following:
— turning the rudder over from 35° on one side to 35° on the other and visa versa
— turning rudder from 35° on either side to 30° on the other sides respectively within 28 seconds
— for class notations Tug or Offshore service vessel, or polar class notation: PC with relevant
qualifier, turning the rudder from 35° on either side to 30° on the other sides respectively within
20 seconds
— for class notation Icebreaker turning rudder from 35° on either side to 30° on the other sides
respectively within 15 seconds
— For class notation Pusher, turning the rudder from 35° on either side to 30° on the other sides
respectively within 20 seconds.
— turning rudder back to neutral position from any possible steering angle that intentionally
or unintentionally may be initiated. See also [1.9] for over-balanced rudders and rudders of
unconventional design.
2) For vessels complying with rules for classification: HSLC the main steering gear shall have capacity
to turn the rudder during the following:
— steering performance (zig zag) test
— turning circle test
— low speed steering test
— single unit steering (for vessels with twin units).
c) be operated by power when the rules require a rudder stock diameter above 120 mm in way of the tiller,
excluding strengthening for navigation in ice
d) be so designed that neither steering gear nor rudderstock will be damaged at maximum astern speed
and rudder angle.
Guidance note:
A rule rudder stock with diameter of 120 mm equals a rule rudder torque of 23.3 kNm.
1.5 Auxiliary steering gear
The auxiliary steering gear shall:
Steering gear
DNV AS
a) be capable of operating the rudder for the purpose of steering the ship at navigable speed and of being
brought speedily into action
b) have capacity to turn the rudder from side to side according to requirements given below
1) For vessels complying with rules for classification: SHIP the auxiliary steering gear shall comply with
the following:
— turning the rudder over from 15° on one side to 15° on the other side in not more than 60
seconds with the ship on summer load waterline and running ahead at one half of the maximum
ahead service speed or 7 knots, whichever is the greater.
2) For vessels complying with rules for classification: HSLC the auxiliary steering gear shall have
capacity to turn the rudder during the following:
— steering performance (zig zag) test
— low speed steering test
— turning circle test
— single unit steering (for vessels with twin units)
c) be operated by power when the rules require a rudder stock diameter above 230 mm in way of the tiller,
excluding strengthening for navigation in ice.
Guidance note 1:
Speedily normally means less than 15 minutes.
Guidance note 2:
Manually operated steering gears are only acceptable when the operation does not require an effort exceeding 160 N under normal
conditions.
1.6 Exceptions where auxiliary steering gear is not required
1.6.1 Auxiliary steering gear need not be fitted when the ship is provided with either:
a) two rudders, each with its own steering gear and capable of steering the vessel with any one of the
rudders out of operation
b) approved alternative means of steering, capable of steering the vessel with the rudder out of operation
and provided with approved remote control from the bridge. Such means may be:
— azimuth thrusters
— two or more independent propulsion units, located eccentric from the ships centre line
c) for non-propelled vessels.
1.6.2 Where the main steering gear comprises two or more identical power units, an auxiliary steering gear
need not be fitted provided that requirements below are complied with:
a) Isolation:
1) a single failure in the main steering gear piping system or one of the power units can be isolated and
steering capability can be maintained or speedily regained.
b) Capacity:
1) for a passenger ship, the main steering gear shall be capable of operating the rudder as required in
[1.4] b) while any one of the power units is out of operation
2) for a cargo ship, the main steering gear shall be capable of operating the rudder as required in [1.4]
b) while operating with all power units.
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DNV AS
1.7 Additional requirements for vessels above 70 000 gross tonnage
In every ship of 70 000 gross tonnage and upwards, the main steering gear shall comprise two or more
identical power units complying with the requirements given in [1.6.2].
1.8 Additional requirements for oil carriers, chemical carriers and liquefied
gas carriers
1.8.1 Oil carriers, chemical carriers or liquefied gas carriers of 10 000 gross tonnage and upwards shall
comply with the following:
a) The main steering gear shall be so arranged that in the event of loss of steering capability due to a single
failure in any part of one of the power actuating systems, excluding the tiller or components serving the
same purpose, steering capability shall be regained in less than 45 seconds.
b) Capacity:
1) The main steering gear shall comprise of two independent and separate power actuating systems, each
capable of meeting the requirements in [1.4] b).
2) Alternatively, at least two identical power actuating systems may be fitted which:
— acting simultaneously in normal operation are capable of meeting the requirements in [1.4] b)
— are able to detect loss of hydraulic fluid from one system
— automatically isolates such a defect so that the other actuating system(s) remains fully operational.
Guidance note:
Steering gear complying with requirements in this paragraph are commonly referred to as "IMO steering gears".
1.8.2 For tankers of 10 000 gross tonnage and upwards but less than 100 000 dead weight tons duplication
of actuator is not required provided that an equivalent safety level can be documented according to App.A
and the following is complied with:
a) the main steering gear shall comprise two or more identical power units capable of operating the rudder
according to [1.4] b) while operating with all power units
b) after loss of steering capability due to a single failure of any part of the piping system or in one of the
power units, steering capability shall be regained within 45 seconds.
Guidance note:
Steering gear complying with requirements in [1.8.2] are commonly referred to as “Appendix A steering gears”. See App.A.
1.9 Over balanced rudders
1.9.1 Paragraphs in [1.9] are relevant for steering gear for over-balanced rudders and rudders of
unconventional design. See also Pt.3 Ch.14 Sec.1 [1.5.7].
The influence of increased friction due to age and wear of bearings on steering gear torque capacity shall
be duly considered. Unless such friction losses are accounted for and specified in submitted approval
documentation, the friction coefficient for the bearing in worn condition shall be taken at least twice as when
new.
1.9.2 Loss of steering torque due to a single failure in the steering gear power or control systems (inclusive
failure in power supply) shall not cause a sudden turn of rudder.
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DNV AS
1.9.3 Steering gear shall be capable of bringing the rudder from any rudder angle back to neutral position.
This shall be verified by testing on sea trial.
1.10 Hydraulics and piping
1.10.1 Piping, joints, valves, flanges and other fittings shall comply with the requirements of Ch.6 for design
pressure as defined in Sec.1 [1.4]. Piping intended for power piping shall comply with requirements to class I
pipes.
1.10.2 Hydraulic power operated steering gears shall be provided with:
a) arrangements to maintain the cleanliness of the hydraulic fluid taking into consideration the type and
design of the hydraulic system
b) 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 provided with a contents gauge
c) indicator for clogged filter on all filters with by-pass function
d) arrangement so that transfer between units can be readily effected.
Guidance note:
Specification of a pressure filter for maintaining suitable fluid cleanliness may be 16/14/11 according to ISO 4406:1999 and β6-7 (c)
= 200 according to ISO 16889:1999.
1.10.3 Hydraulic power actuating system for steering gear shall not to be used for other purposes.
1.10.4 For all vessels with non-duplicated actuators isolating valves directly fitted on the actuator shall be
provided at the connection of pipes to the actuator.
1.10.5 Main and auxiliary steering gear shall be provided with separate hydraulic power supply pipes. When
main steering gear is arranged in accordance with [1.6.2], each hydraulic power unit shall be provided with
separate power pipes. Interconnections between power pipes shall be provided with quick operating isolating
valves.
1.10.6 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. Relief valves shall comply with the
following:
a) the setting pressure shall not be less than 1.25 times the maximum working pressure
Guidance note:
A relief valve located directly after hydraulic pump may have a set value that is lower. However not lower than maximum
working pressure.
Such reduction in set value will normally not be accepted for arrangements with overbalanced rudders.
b) the setting of the relief valves shall not exceed the design pressure
c) the minimum discharge capacity of the relief valves shall not be less than the larger of :
— 110% of the total capacity of the pumps which can deliver through it (them)
— oil flow corresponding to a rudder movement of 5 deg./second.
Under such conditions the rise in pressure shall not exceed 10% of the setting pressure. In this regard,
due consideration shall be given to extreme foreseen ambient conditions in respect of oil viscosity.
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DNV AS
1.10.7 Where the steering gear is so arranged that more than one system (either power or control) can be
simultaneously operated, the risk of hydraulic locking caused by a single failure shall be considered.
For alarm requirement see [4.7].
Guidance note:
Hydraulic locking includes all situations where two hydraulic systems (usually identical) oppose each other in such a way that it
may lead to loss of steering. It can either be caused by pressure in the two hydraulic systems working against each other or by
hydraulic by-pass meaning that the systems puncture each other and cause pressure drop on both sides or make it impossible to
build up pressure.
1.10.8 Flexible hoses may be used between two points where flexibility is required but shall not be subjected
to torsional deflection (twisting) under normal operating conditions. In general, the hose should be limited to
the length necessary to provide for flexibility and for proper operation of machinery. Hose assembly shall be
type approved.
1.10.9 Hoses shall be high pressure hydraulic hoses according to recognised standards and suitable for
the fluids, pressures, temperatures and ambient conditions in question. For detailed requirements for
construction and testing of flexible hoses, see Ch.6 Sec.10 [4].
1.11 Actuator and actuating mechanism
1.11.1 Actuator housing and cylinders are considered as class I pressure vessels with respect to material
selection, testing and certification, see Ch.7 and DNV-ST-0194.
1.11.2 The structural design of the actuator shall be chosen with due respect to transmission of reaction
forces to the seating.
1.11.3 The construction shall be such that the local stress concentrations are minimised.
1.11.4 All welding joints within the pressure boundary of a rudder actuator or actuating mechanism shall be
full penetration type or of equivalent strength.
1.11.5 Where rudder carrier and/or radial bearings are integrated in the actuator, the actuator shall be
designed to withstand additional reaction forces due to bending moment set up in the rudder stock.
1.11.6 The actuator and actuating mechanism shall be designed to withstand all possible loads that can be
generated from rudder or power unit during operation. As a minimum, sufficient strength in the following
conditions shall be considered:
— rudder exposed to a load corresponding to rule rudder torque, QR, and force, FR
— actuator(s) working at design pressure, Pdes
— actuator(s) exposed to internal test pressure, Ptest.
Relevant additional loading due to bolt pretension, shrink fitting of hubs, from supports and connected piping,
etc., shall be duly considered.
1.11.7 Unless fatigue is suspected to be a possible mode of failure, fatigue strength needs not to be
documented. Normally, this provides that:
— fillets are smooth and well rounded so that geometrical stress concentration factors do not exceed 1.5
(otherwise safety factor shall be increased correspondingly)
— static strength fulfils the criteria in [1.11.8] to [1.11.18].
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DNV AS
1.11.8 If forces from one actuator can be transferred to another, for instance by means of a connecting
rod, the actuator and actuating mechanism shall not be permanently damaged when exposed to the sum of
actuating forces (actuators working at design pressure). When calculating the material factor f1 shall be taken
as σy /235.
1.11.9 Nominal equivalent stresses in actuator and actuating mechanism shall comply with the following:
2
[N/mm ]
where:
2
σe = permissible equivalent stress [N/mm ] according to the von Mises criterion
S = safety factor [-] (see [1.11.11] and [1.11.12])
f1 = material factor [-]
2
σf = minimum upper yield strength [N/mm ]
2
σfit = static stress due to pretension or shrinkage [N/mm ] (see [1.11.13]).
Guidance note:
Nominal stresses should be taken as follows:
Bending stress:
2
[N/mm ]
Axial stress:
2
[N/mm ]
Shear stress:
2
[N/mm ] (from shear force)
2
[N/mm ] (from torque)
where loads acting on the component are defined as:
MB = bending moment [Nm]
T = torque [Nm]
FA = axial force [N]
FS = shear force [N].
Further, geometrical parameters are defined as:
2
AA = cross sectional area [mm ]
2
AS = shear area [mm ]
3
Wb = section modulus in bending [mm ]
3
Wt = section modulus in torsion [mm ].
For bolted connections with high pretension the safety factor may be applied to the variable load, and the following equation may
be applied:
stress due to variable load
Steering gear
DNV AS
1.11.10 Tiller arms, vanes, pins, bolts and other components exposed to shear forces shall comply with the
following criteria for nominal sectional shear stress:
For circular cross sections:
2
[N/mm ]
For other geometries:
2
[N/mm ]
1.11.11 When calculation is based on rule rudder torque (QR) safety factors as given in [1.11.9] and
[1.11.10] shall not be taken less than 2.0 (ensuring equivalent strength as required for the rudder stock).
1.11.12 When calculation is based on actuator pressure, safety factors as given in [1.11.9] and [1.11.10]
shall not be taken less than:
a) At design pressure, Pdes:
— 1.5 for parts subject to reversed load
— 1.25 for parts not subject to reversed load
— 1.0 for parts when calculating with additional load as described in [1.11.8].
Guidance note:
Parts subject to reversing loads are parts where the change of direction of load exposes the part to alternating strain and
compression.
b) At internal test pressure, Ptest:
— 1.2 for clamping bolts in pressurised parts.
1.11.13 For shrink fitted connections, tangential stress at the outer hub surface may be taken as follows:
2
[N/mm ]
where:
2
p = actual pressure due to shrinkage [N/mm ]
ce = diameter ratio d/D [-] at considered section.
1.11.14 Any part of the actuator exposed to internal hydraulic pressure, the general primary membrane
stress shall comply with the following:
2
[N/mm ]
2
[N/mm ]
where:
2
σm = general primary membrane stress [N/mm ]
2
σB = specified minimum tensile strength of the material at ambient temperature [N/mm ]
Steering gear
DNV AS
σy = specified minimum yield strength (or 0.2% proof stress) of the material at ambient temperature [N/
2
mm ].
A and B are coefficients of utilisation, given in Table 1 for steel and nodular cast iron (for other materials, A
and B are subjects to special consideration).
Table 1 Permissible primary membrane stress
Steel Cast steel Nodular cast iron
A 3.5 4 5
B 1.7 2 3
1.11.15 Actuators shall in general be designed in accordance with the requirements for pressure vessels in
Ch.7 Sec.4 [2.1] to Ch.7 Sec.4 [2.6].
Linked cylinder type actuator shall be in compliance with DNV-ST-0194 Hydraulic cylinders. For determination
of nominal design stress, σt , factors A and B given in [1.11.14] apply.
For single actuator steering gear intended for tankers of 10 000 gross tonnage and upwards, but less than
100 000 deadweight tons (see [1.8.2]), A and B shall be according to App.A.
1.11.16 For rotor vanes and dividing walls exposed to hydraulic pressure, membrane stresses as given in
[1.11.14] are not relevant. The following requirements related to nominal bending stress are considered
equivalent:
2
[N/mm ]
2
[N/mm ]
where:
2
σN = nominal bending stress [N/mm ]
A and B are given in Table 1.
1.11.17 The rotor/hub shall have sufficient thickness, to avoid that loading on tiller arms/rotor vanes
introduces unacceptable stresses or insufficient local surface pressure between hub and rudder stock.
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DNV AS
Guidance note:
An average hub thickness not less than 70% of required vane root thickness (as derived from [1.11.9] to [1.11.16]) is normally
considered to be sufficient.
Hub may be dimensioned according to the following:
2
Tiller and rotary vane hubs made of material with a tensile strength of up to 500 N/mm should satisfy the following conditions in
the area where the force is applied, see Figure 1:
Height of hub Hhub ≥ 1.0 · Dinner [mm].
Outside diameter D ≥ 1.8 · Dinner [mm].
Figure 1 Hub dimensions
In special cases the outside diameter may be reduced to
D = 1.7 · Dinner [mm]
but the height of the hub shall then be at least
Hhub = 1.14 · Dinner [mm].
2
Where materials with a tensile strength greater than 500 N/mm are used, the section of the hub may be reduced by 10%.
1.11.18 Rams, connection rods and piston rods for hydraulic cylinders shall comply with requirements for
buckling strength as given in requirements for hydraulic cylinder, see classification guideline DNV-ST-0194
Hydraulic cylinders. Rotating links shall be provided with lubrication.
1.11.19 Design torque, Tdes of a steering gear shall be calculated from:
[kNm]
where:
2
Pdes = design pressure [N/mm ]
Lt = torque arm [m] (see Figure 2)
2
Ai = pressurised (projected) area [mm ] of piston or vane number i. If areas of all pressurised pistons/
vanes are identical, the term
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DNV AS
can be replaced by n A.
n = number of pistons/vanes which may be simultaneously pressurised in normal operation
= cylinder neutral angle [°] as defined in Figure 2 for linked cylinder type steering gear
= 0° for ram and rotary vane type steering gear
θ = maximum permissible rudder angle [°] for ram type steering gear (normally 35°)
= 0° for linked cylinder and rotary vane type steering gear.

Figure 2 Illustration of rudder actuator types
Steering gear
DNV AS
1.11.20 The actuator(s) shall not cause permanent deformations to the rudder stock when operated at
maximum power. Hence, maximum design torque shall not exceed:
[kNm]
where:
ds = designed minimum rudder stock diameter below tiller or rotor [mm]
kb = bending moment factor to be calculated from:
where:
MB = bending moment [kN] induced by the rudder actuator at the section in question (see [1.11.21]).
In case forces from one actuator can be transmitted to another (see [1.11.8]), the sum of design loads from
all actuators shall be considered in the calculation of maximum allowable Tdes. In this respect, f1 may be
replaced by σy /235.
1.11.21 Bending moment, MB in rudder stock induced by rudder actuator may originate from either:
a) Actuator forces acting on tiller. Bending moment in way of radial bearing shall be taken as greater of the
following:
or
where:
hA = vertical distance between force and radial bearing centre
Fdes = net radial force on rudder stock in way of actuator, with actuator(s) working at design
pressure
FQR = net radial force on rudder stock in way of actuator, with actuator(s) working at a pressure
corresponding to rule rudder torque, QR.

b) Radial rotor bearing loads in rotary vane type steering gear, caused by rudder stock bending deflections,
shall be taken into account when bending deflections of rudder stock in way of upper bearing exceeds
two times the diametrical bearing clearance. Unless otherwise is substantiated, MB at lower radial
Steering gear
DNV AS
actuator bearing is then to be taken as the bending moment needed to force the rudder stock deflections
within the above limits, simplified to:
[kNm]
where:
β = angular deflection of rudder stock [rad], calculated at full rudder force, FR (see Pt.3 Ch.14
Sec.1 [2.1.1] and DNV-RU-HSLC Pt.3 Ch.5, assuming the rudder stock to be freely supported
in the actuator
CD = average diametrical clearance of radial bearings [mm], after pull-up of rotor onto rudder stock
h = distance between upper and lower radial actuator bearing [mm]
L = distance between lower radial actuator bearing and neck bearing [mm].
1.12 Connection between steering gear and rudder stock
1.12.1 The steering gear shall be fitted to the rudder stock in such a way that forces from the actuator are
effectively transmitted to the rudder stock in all operating conditions.
The connection shall not be damaged if the steering gear is operated at full power, taking into account
possible arrangements for transmission of forces between actuators.
Dismantling of connection shall be possible without causing damage to the rudder stock or steering gear.
1.12.2 The connection between steering gear and rudder stock shall have a torque capacity not less than the
greatest of:
a) Twice the rule rudder torque (QR).
b) Vessels complying with the rules for classification: SHIP:
— in case the torque is transmitted by friction alone:
twice the design torque (Tdes)
— in case the torque is transmitted by a combination of friction and shear (i.e. keyed connections):
1.5 times the design torque.
c) Vessels complying with the rules for classification: HSLC:
— the design torque.
1.12.3 Friction connections, with or without key, shall comply with the following:
a) Tapered contact area shall be evenly distributed and shall not be less than 70% of total contact area.
b) If oil (or similar) is used for fitting the design shall enable escape of oil from between the mating
surfaces. Where necessary tapered connections shall be provided with suitable means to facilitate
dismantling of the hub (e.g. oil grooves and bores to connect hydraulic injection pump).
c) Tapered connections shall be secured against axial displacement between rudder stock and steering gear
by means of a nut properly tightened and secured to the shaft.
d) Tapered connections shall be designed so that correct pull-up easily can be verified (see [1.12.8] to
[1.12.10]).
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e) Keyless tapered connections shall have a taper ≤1:15, while taper shall be ≤1:10 for keyed tapered
connections.

Figure 3 Example of tapered rudder stock connection
f) Cylindrical connections shall be duly secured with regard to axial loads.
g) When special locking assemblies (see also [1.12.4] b) are applied for fitting of steering gear to rudder
stock, the arrangement shall be such that their mutual influence on surface pressure is as small as
possible. In case the number of locking assemblies is less than three an arrangement shall be provided
to prevent drop of the rudder and stock in case of a slip in the friction connection.
h) In order to fulfil the requirement in [1.12.2], average required surface pressure, pr for transmission of
torque shall as a minimum comply with the following:
2
[N/mm ]
where:
Tfr = required friction torque [kNm] (see [1.12.4])
dm = mean diameter of cone [mm]
l = effective cone length [mm]
μ = friction coefficient [-] (see [1.12.6])
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i) Permissible stresses in the friction surface of the hub due to surface pressure are limited by the material
utilisation factor, k as follows:
k = 0.5 for keyed connections
= 0.9 for nodular cast iron
= 0.95 for steel forgings and cast steel.
Other materials are subject to special consideration.
The influence of bending moment (see [1.1.3] to [1.1.5] and [1.11.21]) and stress variation due to
different hub wall thickness shall be taken into account. Hence, local surface pressure shall not exceed:
2
[N/mm ]
where:
2
σf = minimum upper yield strength [N/mm ]
2
pb = surface pressure due to bending moment [N/mm ]. Need normally only to be considered at
bigger end of cone (see [1.12.7]). For keyed connections pb may normally be taken as zero
when calculating with k = 0.5 (see [1.12.11])
ce = diameter ratio rudder stock/hub at considered section [-] (see [1.12.8]).
See also [1.12.11] to [1.12.15] for keyed connections.
Guidance note:
Contact surface roughness (Ra) should normally not exceed 1.6 µm/3.5 µm for oil injection fittings/dry fittings, respectively.
1.12.4 Required torque to be transmitted by means of friction, Tfr is related to both rule rudder torque, QR
and design torque, Tdes. Tfr shall be taken as follows:
a) For keyed rudder stock connections detrimental mutual micro-movements between hub and rudder stock
shall be avoided in all normal operating conditions. Therefore, the key is considered as a securing device
and Tfr shall then not be taken less than maximum calculated working torque of steering gear, TW
[kNm]. After special consideration, a lower friction capacity may be accepted for tight key connections.
However, Tfr shall not be taken less than 0.25TW (see also [1.12.11] to [1.12.15]).
b) For hubs joined to rudder stock by means of special locking assemblies or by means of tapered
connection with intermediate sleeve, which transmit torque and axial forces by means of friction alone,
the influence of axial forces shall be taken into account. Axial force shall correspond to twice the weight
of the rudder and rudder stock in air, i.e. Tfr shall comply with the following:
[kNm]
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c) For other keyless shrink fit connections, Tfr shall comply with the following:
[kNm]
Sc = safety factor for connection to rudder stock (see [1.12.5])
T = calculation torque (Tdes or QR) [kNm]
w = weight in air of rudder and rudder stock [kg]
d = rudder stock diameter [mm].

Figure 4 Example of special locking assemblies: Friction rings

Figure 5 Example of tapered coupling with intermediate sleeve
1.12.5 Minimum required safety factor, Sc for calculation of connection to rudder stock shall be taken from
Table 2:
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Table 2 Safety factors for connection to rudder stock
Rule relevance Calculation torque Sc
QR 2.0
All vessels
Tdes for loads as described in [1.11.8] 1.0
Tdes, keyless connections (except for loads as 2.0
described in [1.11.8])
Vessels complying with rules for classification:
SHIP Tdes, stresses in keyed
connections (except for loads as described in 1.5
[1.11.8])
Vessels complying with rules for classification:
Tdes 1.0
HSLC
1.12.6 Unless otherwise documented and especially agreed upon, friction coefficient, for torque transmission
between surfaces of steel or nodular cast iron shall not be taken higher than:
μ = maximum 0.14 for oil injection fitting
μ = maximum 0.17 for dry fitting.
Friction coefficient for other materials will be specially considered.
1.12.7 Surface pressure, pb at lower end of hub due to bending moment may be taken as:
2
[N/mm ]
where:
MB = bending moment [kNm], see [1.1.3] to [1.1.5] and [1.11.21]
lt = length of hub [mm].
1.12.8 Shrinkage allowance corresponding to a certain surface pressure may be calculated according to
the following provided that the hub wall thickness does not have large variations, either circumferentially or
longitudinally:
[mm]
where:
2
p = surface pressure [N/mm ]
d = rudder stock diameter [mm]
2
Ee = module of elasticity of hub [N/mm ]
2
Ei = module of elasticity of rudder stock [N/mm ]
ci = diameter ratio di/d [-]
ce = diameter ratio d/D [-]
D = outer diameter of hub [mm]
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di = diameter of centre bore in rudder stock [mm]
νe = Poisson’s ratio of hub [-]
νi = Poisson’s ratio for rudder stock [-].
For calculation of minimum shrinkage allowance on basis of minimum required average surface pressure, see
[1.12.3] h), mean values of D, d and di shall be applied.
For calculation of maximum shrinkage allowance on basis of maximum permissible surface pressure, see
[1.12.3] i), values of D, d and di refer to the considered section.
1.12.9 Pull-up lengths, for tapered connections shall fulfil the following:
[mm]
And
[mm]
δ shall not be taken less than 2 mm for keyless connections and 1 mm for keyed connections, respectively.
where:
K = taper of cone = lt/(ds-dt) [-]
dt = diameter of rudder stock at top of cone [mm] (ds, see [1.11.20])
Δmin = calculated minimum shrinkage allowance according to [1.12.8] [mm]
Δmax = calculated maximum shrinkage allowance according to [1.12.8] [mm]
RAe = surface roughness of hub [μm]
RAi = surface roughness of rudder stock [μm].
Guidance note:
Specified pull-up length should cover a range of minimum 0.5 mm.
1.12.10 For tapered connections necessary force for pull-up, F may be found from:
[kN]
where:
μpu = average friction coefficient for pull-up (for oil injection: usually in the range 0.01 to 0.03. For dry
fitting: usually in the range 0.1 to 0.2, typically 0.15).
1.12.11 Keyways shall not be located in areas with high bending stresses in the rudder stock. Fillets in
keyways shall be provided with sufficient radii. Fillet radius larger than 2% of key breadth is normally
considered as satisfactory.
1.12.12 The key shear stress and surface pressures in the rudder stock and hub keyways shall be calculated
taking into account the friction torque depending on method for verification of frictional fitting.
Shear stress, τ in key:
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2
[N/mm ]
Side pressure, σp (for contact with rudder stock and hub):
2
[N/mm ]
where:
T = calculation torque (QR or Tdes) [kNm]
kkey = factor determined by expected accuracy of the method for verification of fitting:
Table 3 Correction for verification method
Verification method kkey
Diametrical expansion of hub 1.0
Interference, cylindrical connection 1.0
Pull-up force, dry fitting 1.0
Pull-up length 0.9
Bolt tightening (clamped connections) 0.7
Tfr = torque capacity of friction connection [kNm], can be derived from formula in [1.12.3] h)
Sc = safety factor, (see [1.12.5])
Leff = effective bearing length of key [mm]
b = breadth of key [mm]
heff = effective height of key contact with shaft and hub, respectively [mm]. I.e. key chamfer and keyway
fillets shall be accounted for.
In case two keys are fitted, uneven loading shall be considered, reducing the load by only 2/3 of the value
achieved when calculating with one key.
1.12.13 Shear stresses in key, τ [N/mm ] as calculated in [1.12.12] shall not exceed:
2
in case Tfr ≥ TW
in case Tfr < TW
See also [1.12.4]a).
2
1.12.14 Maximum permissible surface pressures for key and keyway, σp [N/mm ] as calculated in [1.12.12]
shall not exceed the values found from Table 4:
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Table 4 Maximum permissible surface pressures for key and keyway
Object Tfr ≥ TW Tfr < TW
Key material 1.0 σf 0.5 σf
Keyway material, rudder stock 1.2 σf 0.6 σf
Keyway material, hub 1.5 σf 0.75 σf
1.12.15 Connection between steering gear and rudder stock by means of split type hub shall additionally
comply with the following:
— if split on both sides; minimum two clamping bolts shall be fitted on each side
— if split on one side; minimum two clamping bolts shall be fitted
— one or two keys shall be fitted.

Figure 6 Examples of split hub connection
1.13 Stopper arrangement
Suitable stopping arrangements, mechanically limiting the maximum rudder angle, shall be provided.
The stoppers may be an integrated part of the rudder actuator. In such case strength of stopper and relevant
load carrying parts of actuator shall be evaluated for load from QR. The load shall be distributed on active
stoppers.
For calculation purposes the number of active stoppers shall not be taken higher than three. See also
requirement for rudder angle limiter in [4.5.5].
1.14 Bearings
1.14.1 Bearing hardness shall be at least 65 Brinell less than the mating surface.
1.14.2 Synthetic bearing materials shall be type approved.
1.14.3 The maximum permissible surface pressure ps for the bearings in the steering gear arrangement shall
be taken in accordance with the maker’s specification. Values shall be documented by tests.
Guidance note:
It is a condition that expected lifetime of bearings as a minimum correspond to normal steering gear inspection and planned
docking interval, unless otherwise specified in the makers operating instruction delivered with the product.
1.14.4 Loading of bearings shall be determined taking the following loads from the actuator into account (as
applicable):
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— radial forces
— axial forces
— bending moment.
1.14.5 Expected life time of bearings where the main steering gear is included under DP-control shall not to
be less than 10 000 hours.
Guidance note:
For calculation of bearing life time, continuous operation at average loading in a DP condition should be considered. The least
favourable combination of ambient temperature and manufacturing tolerances should be taken into account.
1.14.6 Steering gear included under DP-control shall be provided with an arrangement enabling the
measurement of wear of the vertical bearing.
1.15 Oil seals
1.15.1 Oil seals between non-moving parts, forming part of the external pressure boundary, shall be of the
metal upon metal type or of an equivalent type.
1.15.2 Oil seals between moving parts, forming part of the external pressure boundary, shall be duplicated
so that the failure of one seal does not render the actuator inoperative. Alternative arrangements providing
equivalent protection against leakage may be accepted.
2 Inspection and testing
2.1 General
The certification principles are described in Pt.1 Ch.1 Sec.4. The principles of manufacturing survey
arrangement is described in Pt.1 Ch.1 Sec.4 [2.5].
2.2 Inspection and testing of parts
2.2.1 Steering gear components shall be inspected and tested according to Table 1 to Table 4. Visual
inspection of components shall be performed to verify compliance with approved drawings. Emphasis shall be
paid to critical dimensions, clearances and stress raisers.
2.2.2 NDT shall be performed according to manufacturers approved specification.
2.2.3 Steering gear shall be delivered with a DNV product certificate.
2.2.4 Autopilots are required to be type approved according to applicable IMO performance standard.
2.2.5 The control and monitoring systems for steering gears shall be certified according to Ch.9.
2.2.6 Associated electrical equipment (motors, frequency converters, switchgear and controlgear) is
regarded as essential equipment and shall be delivered with a DNV product certificate, see Ch.8 Sec.1 Table
9.
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3 Workshop testing
3.1 General
3.1.1 The rule requirements related to the testing of class I pressure vessels, piping and related fittings
apply.
The steering gear is subject to internal pressure testing for a test pressure Ptest 1.5 times the design
pressure.
For hydraulic piping, the test pressure need not exceed the design pressure by more than 70 bar.
Holding time shall be sufficient for detection of leakages, however not less than 30 minutes, see Ch.7 Sec.7
[4.6].
3.1.2 Each type of power unit pump shall be subjected to a type test.
a) The type test shall be for duration of not less than 100 hours.
b) The test arrangements shall be such that the pump may run in idling conditions, and at maximum
delivery capacity at maximum working pressure.
c) During the test, idling periods shall be alternated with periods at maximum delivery capacity at
maximum working pressure.
d) The passage from one condition to another should occur at least as quickly as on board.
e) During the whole test no abnormal heating, excessive vibration or other irregularities are permitted.
f) After the test, the pump shall be dismantled and inspected.
Type tests may be waived for a power unit which has been proven to be reliable in marine service.
3.1.3 The assembled steering gear is subject to function test and setting of safety valve in workshop.
If the manufacturer does not have the facilities to perform function test in loaded condition the test may be
limited to a no-load condition.
4 Power supply, control and monitoring
4.1 General
4.1.1 Main and auxiliary steering gear power units shall be:
— arranged to restart automatically when power is restored after a power failure
— capable of being brought into operation from a position on the navigating bridge.
4.1.2 Electro motors for steering gear shall at least have a rating of S6-25% for electro hydraulic systems
and S3-40% for electro mechanical systems according to IEC60034-1. Additional class notations or special
types of vessels may require other ratings.
4.2 Main power supply
4.2.1 Power supply shall be arranged with redundancy. A separate circuit shall be provided for each power
unit, however two circuits are considered sufficient in case of more than two power units.
4.2.2 Each of the separate circuits shall be fed from the main switchboard, alternatively one may be fed from
the emergency switchboard.
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4.2.3 In ships of less than 1 600 gross tonnage, if provided with an auxiliary steering gear independent of
electrical power supply, the main steering gear may be fed by one circuit from the main switchboard.
4.3 Emergency power supply
4.3.1 Where the rudder stock is required to be over 230 mm diameter in way of the tiller, excluding
strengthening for navigation in ice, an alternative power supply shall be provided automatically within 45
seconds. Exceptions will be granted for fishing vessels and other vessels not required to comply with SOLAS.
The alternative power supply may either be from the emergency source of electrical power or from an
independent source of power located in the steering gear compartment. This independent source of power
shall be used only for this purpose.
The alternative power supply shall be sufficient to supply the steering gear power unit which complies with
the requirements in [1.5], and its associated control system and the rudder angle indicator.
4.3.2 In every ship of 10 000 gross tonnage and upwards, the alternative power supply shall have a capacity
for at least 30 minutes of continuous operation and in any other ship for at least 10 minutes.
4.3.3 Where the alternative power source is a generator, or an engine driven pump, starting arrangements
shall comply with the requirements relating to the starting arrangements of emergency generators.
4.4 Control gear and associated protective functions
4.4.1 Steering gear circuits for electro hydraulic steering gear shall only trip upon short circuit. However if
additional over-current trip is used the release current shall be at least 200% of the full load current with a
time delay of minimum 60 seconds.
Steering gear motor circuits obtaining their power supply via an electronic converter, e.g. for speed control,
and which are limited to full load current are exempt from the requirement to provide protection against
excess current, including starting current, of not less than twice the full load current of the motor.
4.4.2 An overload alarm shall be activated when the current exceeds full load working current.
4.4.3 The protective shutdown functions associated with the steering gear shall be limited to those necessary
to prevent immediate machinery breakdown. Any protective shutdown shall initiate an alarm.
4.5 General requirements, steering gear control system
4.5.1 Steering gear control system is defined in [1.3.3].
4.5.2 Steering gear motors shall be remotely controlled from the bridge and locally controlled from the
steering gear compartment. When remote control is arranged from two or more positions, the arrangement
shall be such that the motor can be started independently from any of these positions.
4.5.3 Steering gear control shall be provided as follows:
a) For the main steering gear, both on the navigating bridge and in the steering gear compartment.
b) When the main steering gear is arranged in accordance with [1.6.2] by two independent control
systems, both shall be operable from the navigating bridge. In case the control system consists of an
hydraulic telemotor, a second independent system operable from the bridge need not be fitted, except in
oil carriers, chemical carriers or liquefied gas carriers of 10 000 tons gross and upwards.
c) For the auxiliary steering gear, in the steering gear compartment and, if power operated, it shall also be
operable from the navigating bridge. Any control system for auxiliary steering gear shall be independent
of the control system for the main steering gear.
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4.5.4 Any main and auxiliary steering gear control system operable from the navigating bridge shall comply
with the following:
a) If electric, it shall be served by its own separate circuit supplied from a steering gear power circuit from
a point within the steering gear compartment, or directly from switchboard busbars supplying that
steering gear power circuit at a point on the switchboard adjacent to the supply to the steering gear
power circuit.
b) Means shall be provided in the steering gear compartment for disconnecting any control system operable
from the navigating bridge from the steering gear it serves.
c) The system shall be capable of being brought into operation from a position on the navigating bridge.
d) Short circuit protection only shall be provided for steering gear control supply circuits.
e) The most probable failures that may cause reduced or erroneous system performance shall be
automatically detected. At least the following failure scenarios shall be considered:
1) Power supply failure.
2) Earth fault on AC and DC circuits.
3) Loop failures in closed loop systems, both command and feedback loops (normally short circuit,
broken connections and earth faults).
4) Data communication errors.
5) Programmable system failures (hardware and software failures).
6) Deviation between rudder order and feedback. Deviation alarm shall be initiated if the rudders
actual position does not reach the set point within acceptable time limits for the closed loop control
systems (e.g. follow-up control and autopilot).
f) Failures detected shall initiate audible and individual visual alarm on the navigation bridge.
Guidance note 1:
Common visual alarm may be accepted for failure modes which require the same action by the operator if individual alarms are
available locally.
Guidance note 2:
The least critical condition is normally to freeze the rudder in its present position. For systems and/or operational modes where
midship position is considered to be the least critical condition, this may also be accepted
4.5.5 The actuator shall be equipped with necessary device in order to limit maximum helm angle of rudder
enforced by the steering gear. Such a device shall be:
— activated at smaller helm angle than limited by the mechanical stopper arrangement
— synchronised with the physical actuator position and overriding the control system.
4.6 Arrangement of electric and control systems
4.6.1 The electric power circuits shall be separated as far as practicable throughout their length.
4.6.2 When two or more control systems are used, these shall be kept separated and not be located in the
same enclosure (cabinet, desk, panel), unless a flame retardant partition is installed between the control
systems within the enclosure. Cables and pipes shall be separated as far as practicable throughout the
length.
4.6.3 The requirement in [4.6.2] may be waived for main steering stand provided the systems are separated
as far as practicable and cables and components are securely installed.
4.6.4 Steering order devices for control systems may be operated by the same lever shaft.
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4.6.5 Steering mode and steering station selectors may also be operated by the same shaft, provided the
arrangement is of reliable construction.
4.6.6 If additional steering stations are arranged with control circuits branched off from a main steering
station, it shall be possible to disconnect each such circuit by a multipole switch on the main steering station.
4.7 Monitoring
4.7.1 Alarm and indication requirements are specified in Table 5.
Table 5 Control and monitoring of steering gear
Gr 2
Automatic
Gr 1 Gr 3
start of
System/item Indication Shut down Comment
stand-
alarm with alarm
by pump
with alarm
1.0 General
Rudder position IR, IL Local and on bridge.
Indication at bridge and machinery
Auto pilot A
space for running.
Hydraulic locking A Shall identify failed system.
2.0 Power actuating system
Indication at bridge and machinery
Electrical power failure A
space for running.
Electrical phase failure A
Electrical motor overload A
3.0 Hydraulic system
System tank – oil level IL, LA 1)
Storage tank – oil level IL
Differential pressure over filter HA
Applies for steering gears under DP
Hydraulic oil - Temperature HA, IL control only. Sensor shall be located in
oil inlet to actuator.
4.0 Steering gear control system
Power failure A
Disconnection of bridge control IR
Control failure A See [4.5.4] e)
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Gr 2
Automatic
Gr 1 Gr 3
start of
System/item Indication Shut down Comment
stand-
alarm with alarm
by pump
with alarm
Gr 1 sensor(s) for indication and alarm.
Gr 2 sSensor for automatic start of standby pump.
Gr 3 sSensor for shut down.
IL = local indication (presentation of values), i. e. in vicinity of the monitored component.
IR = remote indication (presentation of values), i. e. on bridge or other manoeuvring stand.
A = alarm activated for logical value.
LA = alarm for low value.
HA = alarm for high value.
1) Low level alarm in separate steering gear control system oil tanks may be substituted by low pressure alarm. It is
provided that each of the systems is able to control the main steering gear alone, and that oil leakage in one system
has no effect on the other one.
4.7.2 All alarms associated with steering gear faults shall be indicated on the navigating bridge and in
machinery space. The alarm indicators on bridge shall be readily observable from main steering stand.
4.7.3 The rudder angle indicating system shall be independent of any control system. For vessels complying
with the rules for classification: SHIP the rudder angle indicating system shall be so arranged that a single
failure in power supply or anywhere in the indicating system does not cause loss of rudder angle indication
on the bridge.
4.7.4 Where hydraulic locking, caused by a single failure, may lead to loss of steering, an alarm, which
identifies the failed system, shall be provided.
Guidance note:
This alarm should be activated when there is disagreement between the given order versus control system output/execution.
For instance when:
— position of the variable displacement pump control system does not correspond with given order, or
— incorrect position of 3-way full flow valve or similar in constant delivery pump system is detected.
4.8 Additional requirements for vessels with DP notation
For steering gears under DP-control, the sensors for high temperature alarm and the temperature indication
of the steering gear hydraulic oil system (see Table 5) shall be located in oil inlet to actuator.
5 Arrangement for installation onboard
5.1 Fastening arrangement to foundation
The foundation and mounting of the steering gear shall be in compliance with Ch.2 Sec.6.
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5.2 Steering gear compartment
5.2.1 The steering gear compartment shall be:
— readily accessible and, as far as practicable, separated from machinery spaces
— 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.
Guidance note:
'Readily accessible' means no need for the crew to disconnect equipment or tools to open hatches to access the steering
compartment.
5.2.2 Electrical power units shall be placed on elevated platforms or comply with enclosure type IP44 in
order to safeguard against water splash.
5.2.3 Local steering control shall be arranged to enable steering by a single person.
Means of communication to navigating bridge shall be available from this control position.
Rudder indicator and heading information shall be visible from this control position.
Heading information shall be automatically updated when power is restored after a power failure.
5.2.4 Operation instructions shall be permanently displayed on the bridge and in steering gear compartment.
The operation instruction shall provide the operator with information of the steering system, consisting of
control system and steering gear. Further the operation instruction shall give instruction of the different
operation modes that are available and how to switch between the operation modes
The instruction shall contain:
— arrangement and function of steering gear and control system
— instruction for how to handle failure modes
— procedure for change–over to/from local control and other operation modes
— procedure for change-over between control modes on the bridge and in steering gear compartment
— procedure for operation of power units in the different operation modes.
Guidance note 1:
Examples of operation modes may be steering gear operation by follow up mode, Non-follow up mode, local control from steering
gear compartment or other pre-defined modes which request that steering gear is operated differently.
Guidance note 2:
Failure modes are the foreseen, most common causes of steering failure.
6 Installation
6.1 Connection between steering gear and rudder stock
6.1.1 Contact area of conical connections shall be (minimum 70%) verified by means of paint test (e.g. tool-
maker blue) in presence of the surveyor. Circumferential or full length non-contact bands are not acceptable.
6.1.2 Test pull-up to control the contact area may be required before final assembly for conical keyless
connections intended for injection fitting, when calculations are considered inaccurate due to a non-
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symmetric design or other relevant reasons. Pull-up length during test pull-up shall not be less than final
pull-up length.
6.1.3 Final connection of steering gear to rudderstock shall be performed according to approved procedure,
in presence of the surveyor.
6.2 Foundation
The foundation and mounting of the steering gear shall be in compliance with Ch.2 Sec.6.
7 Shipboard testing
7.1 Shipboard testing
7.1.1 After installation on board the vessel, and prior to seatrial the steering gear shall be subjected to the
required hydrostatic and running tests.
The test shall as a minimum comprise of:
a) Hydrostatic testing:
— Parts of steering gear that has not been pressure tested at workshop shall be tested at 1.5 times
design pressure. For hydraulic piping, the test pressure need not exceed the design pressure by more
than 70 bar.
— Assembly shall be tested at working condition.
b) Function testing of the steering gear.
c) Testing alarms and indicators.
d) Autostart test of power units.
e) Testing all start and stop functions.
f) Test control transfer between bridge and local control.
g) Test safety valve setting (if not performed during workshop test).
h) Testing function and setting of overcurrent protection.
i) Test and check functions and settings in frequency converter (if applicable).
j) Checking mechanical rudder indicator.
7.1.2 On double rudder installations where the two units are synchronised by mechanical means, mutual
adjustment shall be tested.
7.2 Trials
7.2.1 The steering gear shall be tested on sea trial in order to demonstrate the function of the steering gear
and that the rule requirements have been met. Design requirements in [1.4] need not be proved at trials by
going with maximum astern speed and maximum rudder angle.
The test shall include the following:
a) Testing of steering gear function and capacity. Acceptance criteria are given in [1.4] and [1.5].
b) The steering gear power units, including transfer between steering gear power units.
c) The isolation of one power actuating system, checking the time for regaining steering capability.
d) The hydraulic fluid recharging system.
e) The emergency power supply required in [4.3].
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f) The steering gear controls, including transfer of control and local control.
g) The means of communication between the steering gear compartment and the wheelhouse. Also the
engine room if applicable.
h) Where steering gear is designed to avoid hydraulic locking this feature shall be demonstrated.
i) Steering gear for over-balanced rudders or rudders of unconventional design (such as flap rudders) shall
additionally be tested turning the rudder over from maximum rudder angle on one side to maximum
rudder angle on the other side and vice versa, see [1.4].
Test items d) and g) may be carried out and completed at the dockside.
7.2.2 The trial shall be performed under the following operational conditions:
For vessels complying with the rules for classification: SHIP :
— loaded on summer load waterline. If this can not be done alternative trial conditions may be specially
considered, see [7.2.4] and [7.2.5]
— running ahead at maximum service speed corresponding to maximum nominal shaft RPM and maximum
continuous rating (MCR) of the main engine(s) and if equipped with controllable pitch propeller(s), the
propeller pitch shall be at the maximum design pitch corresponding to the nominal shaft RPM and MCR of
the main engine(s).
For vessels complying with the rules for classification: HSLC:
— full load condition
— running ahead at maximum service speed as defined in DNV-RU-HSLC Pt.3 Ch.5
— both in calm water and, as far as practically possible, in a sea state corresponding to upper part of
operational condition.
7.2.3 A record of the steering gear parameters during test shall be presented to the attending surveyor.
As minimum the following parameters shall be logged: vessel speed and propulsion engine speed, steering
angle, hydraulic pressure and time used for moving of rudder as defined.
7.2.4 When performance test is carried out at reduced draught with partly submerged rudder, calculations
showing corresponding rudder force and torque for the trials shall be submitted on request. Acceptable
methods for the extrapolation to deepest seagoing draught are described in IACS UI SC246, Rev.1.
7.2.5 Ships fitted with semi-spade rudders shall be tested with the rudders completely submerged.
However, when satisfactory results are proved by sister ships, tests according to [7.2.4] with partly
submerged rudder may be accepted.
Calculations of the expected rudder force and torque for the trials shall be submitted.
If test results for sister vessels are not available, steering gear test with rudder partly submerged may be
accepted upon special consideration in each case.
7.3 Additional requirements for vessels with DP notation
For steering gears included under DP-control it shall be verified that the steering gear is designed for
continuous operation by testing according Pt.6 Ch.3 Sec.1 [3.6.10] and Pt.6 Ch.3 Sec.2 [3.6.10].
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APPENDIX A ADDITIONAL REQUIREMENTS FOR NON-DUPLICATED
Part 4 Chapter 10 Appendix A
RUDDER ACTUATORS
1 General
1.1 Application
The requirements given in this section are in compliance with IMO Guidelines for the acceptance of non-
duplicated rudder actuators for oil carriers, chemical carriers and liquefied gas carriers of 10 000 gross
tonnage and upwards but of less than 100 000 tonnes deadweight.
1.2 Documentation
In addition to documentation required in Sec.1 [2.1], the following shall be submitted:
a) A detailed stress analysis of the pressure retaining parts of the actuator, exposed to design pressure (for
information).
b) Detailed calculations showing the suitability of the design for the intended service (upon request).
c) Where considered necessary because of the design complexity or manufacturing procedures: fatigue
analysis and fracture mechanics analysis (upon request). In connection with these analyses, all foreseen
dynamic loads should be taken into account.
Experimental stress analysis may be required in addition to, or in lieu of, theoretical calculations depending
upon the complexity of the design.
2 Design
2.1 General
Special consideration shall be given to the installation of sealing arrangements, to testing and inspection and
to the provision of effective maintenance.
2.2 Dynamic loads for fatigue and fracture mechanics analyses
Where applicable, dynamic loads for evaluation of fatigue strength and fracture mechanics shall comprise
both the case of high cycle and cumulative fatigue.
2.3 Allowable stresses
For the purpose of determining the general scantlings of parts of rudder actuators subject to internal
hydraulic pressure the allowable stresses shall not exceed:
σm ≤ f
σ1 ≤ 1.5 f
σbend ≤ 1.5 f
σ1 + σbend ≤ 1.5 f
σm + σbend ≤ 1.5 f
where:
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2
σm = general primary membrane stress [N/mm ]
2
σbend = nominal bending stress [N/mm ]
f = the lesser of:
or
2
σb = specified minimum tensile strength of the material at ambient temperature [N/mm ]
σy = specified minimum yield strength (or 0.2% proof stress) of the material at ambient temperature
2
[N/mm ].
A and B shall be taken as follows:
Table 1 Permissible stresses
Steel Cast steel Nodular cast iron
A 4.0 4.6 5.8
B 2.0 2.3 3.5
For other materials A and B will be especially considered.
See also Sec.2 [1.11.14].
2.4 Burst test
2.4.1 Pressure retaining parts not requiring fatigue analysis and fracture mechanics analysis may be
accepted on the basis of a certified burst test and the detailed stress analysis required by [1.2] need not to
be provided.
2.4.2 The minimum bursting pressure, PB shall be calculated as follows:
where
2
Pdes = design pressure [N/mm ] as defined Sec.2 [1.11]
2
σba = actual tensile strength [N/mm ]
σb and A = as defined in Sec.2 [1.11.14].
3 Inspection and testing
3.1 Non-destructive testing
The rudder actuator shall be subjected to suitable and complete non-destructive testing to detect the
following:
— surface flaws
— volumetric flaws.
If recognised test methods are expected to fail, testing may be omitted, provided that the risk and
consequence of material defects are especially considered. Magnetic particle testing (MT) shall be carried out
for all machined surfaces of the housing and cover.
The procedures and acceptance criteria for non-destructive testing shall be in accordance with requirements
of recognised standards.
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If found necessary, fracture mechanics analysis may be used for determining maximum allowable flaw size.
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CHANGES – HISTORIC
Part 4 Chapter 10 Changes – historic
July 2021 edition
Rebranding to DNV All This document has been revised due to the rebranding of DNV

GL to DNV. The following have been updated: the company
name, material and certificate designations, and references to
other documents in the DNV portfolio. Some of the documents
referred to may not yet have been rebranded. If so, please see
the relevant DNV GL document. No technical content has been
changed.
July 2020 edition
Only editorial corrections have been made.
July 2019 edition
Requirements for foundation Sec.1 Table 1 Removed items of documentation requirements to reflect that

moved to Ch.2 Sec.6 requirements for foundation are now moved to Ch.2 Sec.6.
Sec.1 [6.1] Re-phrased to reflect that requirements for foundation are now
moved to Ch.2 Sec.6.
Sec.1 [7.2] Re-phrased to reflect that requirements for foundation are now
moved to Ch.2 Sec.6.
January 2017 edition
Main changes January 2017, entering into force 1 July 2017
• Sec.1 General
— Sec.1 [5.5.4]: Updated requirement for monitoring of most probable failures - aligned with IACS UR E25.
Steering gear
DNV AS
Part 4 Chapter 10 Changes – historic
July 2016 edition
Main changes July 2016, entering into force 1 January 2017
• Sec.1 General
— Sec.1 [1.5.4]: The tables have been updated to have same format as applied in Pt.4 Ch.5 and to clarify
content.
— Sec.1 Table 2 and Sec.1 [2.10.8]: Regarding certification of hoses the wording "hose" has been replaced
with "hose assembly" to reflect that the connections and fittings shall be certified together with the hose.
— Sec.1 [9.2.4]: The paragraph has been updated with a reference to IACS UI SC246, Rev.1 for acceptable
method for extrapolation to deepest seagoing draught.
October 2015 edition
This is a new document.
The rules enter into force 1 January 2016.
Amendments January 2016
• General
— Only editorial corrections have been made.
Steering gear
DNV AS
About DNV
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RULES FOR CLASSIFICATION

Topic Reference Description

Documentation requirement Sec.1 Table 2 Updated 'additional description' with specifying design

Documentation type for NDT Sec.1 Table 2 Corrected documentation type 'C050' to 'M150'.

Compliance documents for Sec.1 Table 3 Reformulated the text in 'additional description'.

Compliance documents for Sec.1 Table 4 Changed material certificate (MC) to material

Material requirements Sec.2 [1.2.1] Removed Charpy exemption.

Symbol for rule rudder torque Sec.2 Table 2 Changed MTR to QR.

Pressure testing Sec.2 [3.1], Sec.2 [7.1] Updated that piping internal pressure testing need not

Hydraulic oil monitoring Sec.2 Table 5 Included 'Differential pressure over filter' alarm for high

Table for control and Sec.2 Table 5 Moved from Sec.2 [4.8] to Sec.2 [4.7].

Term 'readily accessible' Sec.2 [5.2.1] Added guidance note on 'readily accessible'.

Section 2 Basic requirements................................................................................18

Symbol Definition Unit Rule reference

Dinner Inner diameter of hub mm Sec.2 [1.11.17]

Fdes Net radial force on rudderstock in way of actuator due to design torque kNm Sec.2 [1.11.21] a)

FQR Net radial force on rudderstock in way of actuator due to rule rudder torque kNm Sec.2 [1.11.21] a)

Hhub Height of hub mm Sec.2 [1.11.17]

heff Effective height of key contact with hub and shaft respectively mm Sec.2 [1.12.12]

kkey Key factor - Sec.2 [1.12.12]

Leff Effective bearing length of key mm Sec.2 [1.12.12]

MB Bending moment in rudderstock kNm Sec.2 [1.11.21]

Pdes Design pressure Bar Sec.2 [1.11.19]

Ptest Test pressure Bar Sec.2 [3.1.1]

Pw Maximum working pressure Bar [1.4.1.10]

RAe Surface roughness of hub μm Sec.2 [1.12.9]

RAi Surface roughness of rudder stock μm Sec.2 [1.12.9]

Tdes Design torque kNm Sec.2 [1.11.19]

Tfr Friction torque kNm Sec.2 [1.12.3] h)

β Angular deflection of rudder stock rad Sec.2 [1.11.21] b)

μpu Average friction coefficient for pull-up - Sec.2 [1.12.10]

Object Documentation type Additional description Info

Bearing Z100 - Specification Allowable bearing pressure. FI

Stopper / Dividing C030 - Detailed drawing Applicable for rotary vane type. AP

Connecting rod Z 240 - Calculation report Applicable for linked cylinder type. R

Piping flange/bolt MTR See also Ch.6.

Ultrasonic or Surface crack Pressure Dimensional Visual Additional

Weld Manufacturer Manufacturer

Ultrasonic or Surface crack Pressure Dimensional Visual Additional

Rotor Manufacturer Manufacturer Manufacturer Society

Vane Manufacturer Manufacturer Manufacturer Society

Housing Manufacturer Manufacturer Manufacturer Society

Cover Manufacturer Manufacturer Manufacturer Society

Ultrasonic or Surface crack Pressure Dimensional Visual Additional

Tiller Manufacturer Manufacturer Manufacturer Society

Piston Manufacturer Manufacturer Manufacturer Society

Cylinder Manufacturer Manufacturer Manufacturer Society

End cover Manufacturer Manufacturer Manufacturer Society

Ultrasonic or Surface crack Pressure Dimensional Visual Additional

Tiller Manufacturer Manufacturer Manufacturer Society

Ram Manufacturer Manufacturer Manufacturer Society

Cylinder Manufacturer Manufacturer Manufacturer Society

End cover Manufacturer Manufacturer Manufacturer Society

Steel Cast steel Nodular cast iron

Key material 1.0 σf 0.5 σf

Keyway material, rudder stock 1.2 σf 0.6 σf

Keyway material, hub 1.5 σf 0.75 σf

Rudder position IR, IL Local and on bridge.