46 C.F.R. Subpart 58.25—Steering Gear
Title 46 - Shipping
Source: CGD 83–043, 60 FR 24776, May 10, 1995, unless otherwise noted
(a) Except as specified otherwise, this subpart applies to— (1) Each vessel or installation of steering gear contracted for on or after June 9, 1995; and (2) Each vessel on an international voyage with an installation of steering gear contracted for on or after September 1, 1984. (b) Each vessel not on an international voyage with an installation of steering gear contracted for before June 9, 1995, and each vessel on an international voyage with such an installation contracted for before September 1, 1984, may meet either the requirements of this subpart or those in effect on the date of the installation. (a) Definitions. Ancillary steering equipment means steering equipment, other than the required control systems and power actuating systems, that either is not required, such as automatic pilot or non-followup control from the pilothouse, or is necessary to perform a specific required function, such as the automatic detection and isolation of a defective section of a tanker's hydraulic steering gear. Auxiliary steering gear means the equipment, other than any part of the main steering gear, necessary to steer the vessel in case of failure of the main steering gear, not including a tiller, quadrant, or other component serving the same purpose. Control system means the equipment by which orders for rudder movement are transmitted from the pilothouse to the steering-gear power units. A control system for steering gear includes, but is not limited to, one or more— (1) Transmitters; (2) Receivers; (3) Feedback devices; (4) Hydraulic servo-control pumps, with associated motors and motor controllers; (5) Differential units, hunting gear, and similar devices; (6) All gearing, piping, shafting, cables, circuitry, and ancillary devices for controlling the output of power units; and (7) Means of bringing steering-gear power units into operation. Fast-acting valve, as used in this subpart, means a ball, plug, spool, or similar valve with a handle connected for quick manual operation. Followup control means closed-loop (feedback) control that relates the position of the helm to a specific rudder angle by transmitting the helm-angle order to the power actuating system and, by means of feedback, automatically stopping the rudder when the angle selected by the helm is reached. Main steering gear means the machinery, including power actuating systems, and the means of applying torque to the rudder stock, such as a tiller or quadrant, necessary for moving the rudder to steer the vessel in normal service. Maximum ahead service speed means the greatest speed that a vessel is designed to maintain in service at sea at the deepest loadline draft. Maximum astern speed means the speed that it is estimated the vessel can attain at the maximum designed power astern at the deepest loadline draft. Power actuating system means the hydraulic equipment for applying torque to the rudder stock. It includes, but is not limited to— (1) Rudder actuators; (2) Steering-gear power units; and (3) Pipes, valves, fittings, linkages, and cables for transmitting power from the power unit or units to the rudder actuator or actuators. Speedily regained, as used in this subpart, refers to the time it takes one qualified crewmember, after arriving in the steering-gear compartment, and without the use of tools, to respond to a failure of the steering gear and take the necessary corrective action. Steering capability means steering equivalent to that required of auxiliary steering gear by §58.25–10(c)(2). Steering gear means the machinery, including power actuating systems, control systems, and ancillary equipment, necessary for moving the rudder to steer the vessel. Steering-gear power unit means: (1) In the case of electric steering gear, an electric motor and its associated electrical equipment, including motor controller, disconnect switch, and feeder circuit. (2) In the case of an electro-hydraulic steering gear, an electric motor, connected pump, and associated electrical equipment such as the motor controller, disconnect switch, and feeder circuit. (3) In the case of hydraulic steering gear, the pump and its prime mover. Tank vessel, as used in this subpart, means a self-propelled vessel, including a chemical tanker or a gas carrier, defined either as a tanker by 46 U.S.C. 2101(38) or as a tank vessel by 46 U.S.C. 2101(39). (b) Unless it otherwise complies with this subpart, each self-propelled vessel must be provided with a main steering gear and an auxiliary steering gear. These gear must be arranged so that— (1) The failure of one will not render the other inoperative; and (2) Transfer from the main to the auxiliary can be effected quickly. (c) Each substantial replacement of steering-gear components or reconfiguration of steering-gear arrangements on an existing vessel must comply with the requirements of this subpart for new installations to the satisfaction of the cognizant Officer in Charge, Marine Inspection. (d) Each non-pressure-containing steering-gear component and each rudder stock must be of sound and reliable construction, meet the minimum material requirements of §58.25–75, and be designed to standards at least equal to those established by the American Bureau of Shipping or other recognized classification society. (e) The suitability of any essential steering-gear component not duplicated must be specifically approved by the Commanding Officer, Marine Safety Center. Where a steering-gear component is shared by— (1) A control system (e.g., a control-system transfer switch located in the steering-gear compartment); (2) The main and auxiliary steering gear (e.g., an isolation valve); or (3) A power actuating system and its control system (e.g., a directional control valve)—the requirements for both systems apply, to provide the safest and most reliable arrangement. (f) Steering gear must be separate and independent of all other shipboard systems, except— (1) Electrical switchboards from which they are powered; (2) Automatic pilots and similar navigational equipment; and (3) Propulsion machinery for an integrated system of propulsion and steering. (g) Except on a vessel with an integrated system of propulsion and steering, no thruster may count as part of a vessel's required steering capability. (h) Except for a tank vessel subject to §58.25–85(e), each oceangoing vessel required to have power-operated steering gear must be provided with arrangements for steadying the rudder both in an emergency and during a shift from one steering gear to another. On hydraulic steering gear, a suitable arrangement of stop valves in the main piping is an acceptable means of steadying the rudder. (i) General arrangement plans for the main and auxiliary steering gear and their piping must be submitted for approval in accordance with subpart 50.20 of this subchapter. (a) Power-operated main and auxiliary steering gear must be separate systems that are independent throughout their length. Other systems and arrangements of steering gear will be acceptable if the Commanding Officer, Marine Safety Center, determines that they comply with, or exceed the requirements of, this subpart. (b) The main steering gear and rudder stock must be— (1) Of adequate strength for and capable of steering the vessel at maximum ahead service speed, which must be demonstrated to the satisfaction of the cognizant Officer in Charge, Marine Inspection; (2) Capable of moving the rudder from 35° on either side to 35° on the other with the vessel at its deepest loadline draft and running at maximum ahead service speed, and from 35° on either side to 30° on the other in not more than 28 seconds under the same conditions; (3) Operated by power when necessary to comply with paragraph (b)(2) of this section or when the diameter of the rudder stock is over 12 centimeters (4.7 inches) in way of the tiller, excluding strengthening for navigation in ice; and (4) Designed so that they will not be damaged when operating at maximum astern speed; however, this requirement need not be proved by trials at maximum astern speed and maximum rudder angle. (c) The auxiliary steering gear must be— (1) Of adequate strength for and capable of steering the vessel at navigable speed and of being brought speedily into action in an emergency; (2) Capable of moving the rudder from 15° on either side to 15° on the other in not more than 60 seconds with the vessel at its deepest loadline draft and running at one-half maximum ahead service speed or 7 knots, whichever is greater; and (3) Operated by power when necessary to comply with paragraph (c)(2) of this section or when the diameter of the rudder stock is over 23 centimeters (9 inches) in way of the tiller, excluding strengthening for navigation in ice. (d) No auxiliary means of steering is required on a double-ended ferryboat with independent main steering gear fitted at each end of the vessel. (e) When the main steering gear includes two or more identical power units, no auxiliary steering gear need be fitted, if— (1) In a passenger vessel, the main steering gear is capable of moving the rudder as required by paragraph (b)(2) of this section while any one of the power units is not operating; (2) In a cargo vessel, the main steering gear is capable of moving the rudder as required by paragraph (b)(2) of this section while all the power units are operating; (3) In a vessel with an installation completed on or after September 1, 1984, and on an international voyage, and in any other vessel with an installation completed after June 9, 1995, the main steering gear is arranged so that, after a single failure in its piping system (if hydraulic), or in one of the power units, the defect can be isolated so that steering capability can be maintained or speedily regained in less than ten minutes; or (4) In a vessel with an installation completed before September 1, 1986, and on an international voyage, with steering gear not complying with paragraph (e)(3) of this section, the installed steering gear has a proved record of reliability and is in good repair. Note: The place where isolation valves join the piping system, as by a flange, constitutes a single-failure point. The valve itself need not constitute a single-failure point if it has a double seal to prevent substantial loss of fluid under pressure. Means to purge air that enters the system as a result of the piping failure must be provided, if necessary, so that steering capability can be maintained or speedily regained in less than ten minutes. (f) In each vessel of 70,000 gross tons or over, the main steering gear must have two or more identical power units complying with paragraph (e) of this section. Each vessel must be provided with a sound-powered telephone system, complying with subpart 113.30 of this chapter, to communicate between the pilothouse and the steering-gear compartment, unless an alternative means of communication between them has been approved by the Commanding Officer, Marine Safety Center. (a) Pressure piping must comply with subpart 58.30 of this part. (b) Relief valves must be fitted in any part of a hydraulic system that can be isolated and in which pressure can be generated from the power units or from external forces such as wave action. The valves must be of adequate size, and must be set to limit the maximum pressure to which the system may be exposed, in accordance with §56.07–10(b) of this subchapter. (c) Each hydraulic system must be provided with— (1) Arrangements to maintain the cleanliness of the hydraulic fluid, appropriate to the type and design of the hydraulic system; and (2) For a vessel on an ocean, coastwise, or Great Lakes voyage, a fixed storage tank having sufficient capacity to recharge at least one power actuating system including the reservoir. The storage tank must be permanently connected by piping so that the hydraulic system can be readily recharged from within the steering-gear compartment and must be fitted with a device to indicate liquid level that complies with §56.50–90 of this subchapter. (d) Neither a split flange nor a flareless fitting of the grip or bite type, addressed by §56.30–25 of this subchapter, may be used in hydraulic piping for steering gear. (a) Indication of the rudder angle must be provided both at the main steering station in the pilothouse and in the steering-gear compartment. The rudder-angle indicator must be independent of control systems for steering gear. (b) Each electric-type rudder-angle indicator must comply with §113.40–10 of this chapter and, in accordance with §112.15–5(h) of this chapter, draw its power from the source of emergency power. (c) On each vessel of 1,600 gross tons or over, a steering-failure alarm must be provided in the pilothouse in accordance with §§113.43–3 and 113.43–5 of this chapter. (d) An audible and a visible alarm must activate in the pilothouse upon— (1) Failure of the electric power to the control system of any steering gear; (2) Failure of that power to the power unit of any steering gear; or (3) Occurrence of a low oil level in any oil reservoir of a hydraulic, power-operated steering-gear system. (e) An audible and a visible alarm must activate in the machinery space upon— (1) Failure of any phase of a three-phase power supply; (2) Overload of any motor described by §58.25–55(c); or (3) Occurrence of a low oil level in any oil reservoir of a hydraulic, power-operated steering-gear system. Note: See §62.50–30(f) of this subchapter regarding extension of alarms to the navigating bridge on vessels with periodically unattended machinery spaces. (f) Each power motor for the main and auxiliary steering gear must have a “motor running” indicator light in the pilothouse, and in the machinery space, that activates when the motor is energized. Each control system for main and auxiliary steering gear and each power actuating system must restart automatically when electrical power is restored after it has failed. (a) The arrangement of each steering station, other than in the steering-gear compartment, must be such that the helmsman is abaft the wheel. The rim of the wheel must be plainly marked with arrows and lettering for right and left rudder, or a suitable notice indicating these directions must be posted directly in the helmsman's line of sight. (b) Each steering wheel must turn clockwise for “right rudder” and counterclockwise for “left rudder.” When the vessel is running ahead, after clockwise movement of the wheel the vessel's heading must change to the right. (c) If a lever-type control is provided, it must be installed and marked so that its movement clearly indicates both the direction of the rudder's movement and, if followup control is also provided, the amount of the rudder's movement. (d) Markings in the pilothouse must not interfere with the helmsman's vision, but must be clearly visible at night. Note: See §113.40–10 of this chapter for the arrangement of rudder-angle indicators at steering stations.
Title 46: Shipping
PART 58—MAIN AND AUXILIARY MACHINERY AND RELATED SYSTEMS
Subpart 58.25—Steering Gear
§ 58.25-1 Applicability.
§ 58.25-5 General.
§ 58.25-10 Main and auxiliary steering gear.
§ 58.25-15 Voice communications.
§ 58.25-20 Piping for steering gear.
§ 58.25-25 Indicating and alarm systems.
§ 58.25-30 Automatic restart.
§ 58.25-35 Helm arrangements.
§ 58.25-40 Arrangement of the steering-gear compartment.
(a) The steering-gear compartment must—
(1) Be readily accessible and, as far as practicable, separated from any machinery space;
(2) Ensure working access to machinery and controls in the compartment; and
(3) Include handrails and either gratings or other non-slip surfaces to ensure a safe working environment if hydraulic fluid leaks.
Note: Where practicable, all steering gear should be located in the steering-gear compartment.
(b) [Reserved]
§ 58.25-45 Buffers.
For each vessel on an ocean, coastwise, or Great Lakes voyage, steering gear other than hydraulic must be designed with suitable buffering arrangements to relieve the gear from shocks to the rudder.
§ 58.25-50 Rudder stops.
(a) Power-operated steering gear must have arrangements for cutting off power to the gear before the rudder reaches the stops. These arrangements must be synchronized with the rudder stock or with the gear itself rather than be within the control system for the steering gear, and must work by limit switches that interrupt output of the control system or by other means acceptable to the Commanding Officer, Marine Safety Center.
(b) Strong and effective structural rudder stops must be fitted; except that, where adequate positive stops are provided within the steering gear, such structural stops need not be fitted.
§ 58.25-55 Overcurrent protection for steering-gear systems.
(a) Each feeder circuit for steering must be protected by a circuit breaker on the switchboard that supplies it and must have an instantaneous trip set at a current of at least—
(1) 300% and not more than 375% of the rated full-load current of one steering-gear motor for a direct-current motor; or
(2) 175% and not more than 200% of the locked-rotor current of one steering-gear motor for an alternating-current motor.
(b) No feeder circuit for steering may have any overcurrent protection, except that required by paragraph (a) of this section.
(c) Neither a main or an auxiliary steering-gear motor, nor a motor for a steering-gear control system, may be protected by an overload protective device. The motor must have a device that activates an audible and a visible alarm at the main machinery-control station if there is an overload that would cause overheating of the motor.
(d) No control circuit of a motor controller, steering-gear control system, or indicating or alarm system may have overcurrent protection except short-circuit protection that is instantaneous and rated at 400% to 500% of—
(1) The current-carrying capacity of the conductor; or
(2) The normal load of the system.
(e) The short-circuit protective device for each steering-gear control system must be in the steering-gear compartment and in the control circuit immediately following the disconnect switch for the system.
(f) When, in a vessel of less than 1,600 gross tons, an auxiliary steering gear, which §58.25–10(c)(3) requires to be operated by power, is not operated by electric power or is operated by an electric motor primarily intended for other service, the main steering gear may be fed by one circuit from the main switchboard. When such an electric motor is arranged to operate an auxiliary steering gear, neither §58.25–25(e) nor paragraphs (a) through (c) of this section need be complied with if both the overcurrent protection and compliance with §§58.25–25(d), 58.25–30, and 58.25–70 (j) and (k) satisfy the Commanding Officer, Marine Safety Center.
§ 58.25-60 Non-duplicated hydraulic rudder actuators.
Non-duplicated hydraulic rudder actuators may be installed in the steering-gear control systems on each vessel of less than 100,000 deadweight tons. These actuators must meet IMO Assembly Resolution A.467(XII), Guidelines for Acceptance of Non-Duplicated Rudder Actuators for Tankers, Chemical Tankers, and Gas Carriers of 10,000 Tons Gross Tonnage and Above But Less Than 100,000 Tonnes Deadweight, 1981, and be acceptable to the Commanding Officer, Marine Safety Center. Also, the piping for the main gear must comply with §58.25–10(e)(3).
§ 58.25-65 Feeder circuits.
(a) Each vessel with one or more electric-driven steering-gear power units must have at least two feeder circuits, which must be separated as widely as practicable. One or more of these circuits must be supplied from the vessel's service switchboard. On a vessel where the rudder stock is over 23 centimeters (9 inches) in diameter in way of the tiller, excluding strengthening for navigation in ice, and where a final source of emergency power is required by §112.05–5(a) of this chapter, one or more of these circuits must be supplied from the emergency switchboard, or from an alternative source of power that—
(1) Is available automatically within 45 seconds of loss of power from the vessel's service switchboard;
(2) Comes from an independent source of power in the steering-gear compartment;
(3) Is used for no other purpose; and
(4) Has a capacity for one half-hour of continuous operation, to move the rudder from 15° on either side to 15° on the other in not more than 60 seconds with the vessel at its deepest loadline draft and running at one-half maximum ahead service speed or 7 knots, whichever is greater.
(b) Each vessel that has a steering gear with multiple electric-driven power units must be arranged so that each power unit is supplied by a separate feeder.
(c) Each feeder circuit must have a disconnect switch in the steering-gear compartment.
(d) Each feeder circuit must have a current-carrying capacity of—
(1) 125% of the rated full-load current rating of the electric steering-gear motor or power unit; and
(2) 100% of the normal current of one steering-gear control system including all associated motors.
§ 58.25-70 Steering-gear control systems.
(a) Each power-driven steering-gear system must be provided with at least one steering-gear control system.
(b) The main steering gear must be operable from the pilothouse by mechanical, hydraulic, electrical, or other means acceptable to the Commanding Officer, Marine Safety Center. This gear and its components must give full followup control of the rudder. Supplementary steering-gear control not giving full followup may also be provided from the pilothouse.
(c) Each steering-gear control system must have in the pilothouse a switch arranged so that one operation of the switch's lever automatically supplies power to a complete system and its associated power unit or units. This switch must be—
(1) Operated by one lever;
(2) Arranged so that not more than one control system and its associated power unit or units can be energized from the pilothouse at any one time;
(3) Arranged so that the lever passes through “off” during transfer of control from one control system to another; and
(4) Arranged so that the switches for each control system are in separate enclosures or are separated by fire-resistant barriers.
(d) Each steering-gear control system must receive its power from—
(1) The feeder circuit supplying power to its steering-gear power unit or units in the steering-gear compartment; or
(2) A direct connection to the busbars supplying the circuit for its steering-gear power unit or units from a point on the switchboard adjacent to that supply.
(e) Each steering-gear control system must have a switch that—
(1) Is in the steering-gear compartment; and
(2) Disconnects the system from its power source and from the steering gear that the system serves.
(f) Each motor controller for a steering gear must be in the steering-gear compartment.
(g) A means of starting and stopping each motor for a steering gear must be in the steering-gear compartment.
(h) When the main steering gear is arranged in accordance with §58.25–10(e), two separate and independent systems for full followup control must be provided in the pilothouse; except that—
(1) The steering wheel or lever need not be duplicated; and
(2) If the system consists of a hydraulic telemotor, no second separate and independent system need be provided other than on each tank vessel subject to §58.25–85.
(i) When only the main steering gear is power-driven, two separate and independent systems for full followup control must be provided in the pilothouse; except that the steering wheel or lever need not be duplicated.
(j) When the auxiliary steering gear is power-driven, a control system for the auxiliary steering gear must be provided in the pilothouse that is separate and independent from the control system for the main steering gear; except that the steering wheel or lever need not be duplicated.
(k) On a vessel of 500 gross tons or above, each main steering gear and auxiliary steering gear must be arranged so that its power unit or units are operable by controls from the steering-gear compartment. These controls must not be rendered inoperable by failure of the controls in the pilothouse.
§ 58.25-75 Materials.
(a) Materials used for the mechanical or hydraulic transmission of power to the rudder stock must have an elongation of at least 15% in 5 centimeters (2 inches); otherwise, components used for this purpose must be shock-tested in accordance with subpart 58.30 of this part.
(b) No materials with low melting-points, including such materials as aluminum and nonmetallic seals, may be used in control systems for steering gear or in power actuating systems unless—
(1) The materials are within a compartment having little or no risk of fire;
(2) Because of redundancy in the system, damage by fire to any component would not prevent immediate restoration of steering capability; or
(3) The materials are within a steering-gear power actuating system.
§ 58.25-80 Automatic pilots and ancillary steering gear.
(a) Automatic pilots and ancillary steering gear, and steering-gear control systems, must be arranged to allow immediate resumption of manual operation of the steering-gear control system required in the pilothouse. A switch must be provided, at the primary steering position in the pilothouse, to completely disconnect the automatic equipment from the steering-gear controls.
(b) Automatic pilots and ancillary steering gear must be arranged so that no single failure affects proper operation and independence of the main or auxiliary steering gear, required controls, rudder-angle indicators, or steering-failure alarm.
§ 58.25-85 Special requirements for tank vessels.
(a) Each tank vessel must meet the applicable requirements of §§58.25–1 through 58.25–80.
(b) On each tank vessel of 10,000 gross tons or over, the main steering gear must comprise two or more identical power units that comply with §58.25–10(e)(2).
(c) Each tank vessel of 10,000 gross tons or over constructed on or after September 1, 1984, must comply with the following:
(1) The main steering gear must be arranged so that, in case of loss of steering capability due to a single failure in any part of the power actuating system of the main steering gear, excluding seizure of a rudder actuator or failure of the tiller, quadrant, or components serving the same purpose, steering capability can be regained not more than 45 seconds after the loss of one power actuating system.
(2) The main steering gear must include either—
(i) Two separate and independent power actuating systems, complying with §58.25–10(b)(2); or
(ii) At least two identical hydraulic-power actuating systems, which, acting simultaneously in normal operation, must comply with §58.25–10(b)(2). (When they must so comply, these systems must be connected. Loss of hydraulic fluid from one system must be capable of being detected, and the defective system automatically isolated, so the other system or systems remain fully operational.)
(3) Steering gear other than hydraulic must meet equivalent standards to the satisfaction of the Commanding Officer, Marine Safety Center.
(d) On each tank vessel of 10,000 gross tons or over, but less than 100,000 deadweight tons, the main steering gear need not comply with paragraph (c) of this section if the rudder actuator or actuators installed are non-duplicated hydraulic and if—
(1) The actuators comply with §58.25–60; and
(2) In case of loss of steering capability due to a single failure either of any part of the piping systems or in one of the power units, steering capability can be regained in not more than 45 seconds.
(e) On each tank vessel of less than 70,000 deadweight tons, constructed before, and with a steering-gear installation before, September 1, 1986, and on an international voyage, the steering gear not complying with paragraph (c) (1), (2), or (3) of this section, as applicable, may continue in service if the steering gear has a proved record of reliability and is in good repair.
(f) Each tank vessel of 10,000 gross tons or over, constructed before, and with a steering-gear installation before, September 1, 1984, must—
(1) Meet the applicable requirements in §§58.25–15, 58.25–20(c), 58.25–25 (a), (d), and (e), and 58.25–70 (e), (h), (i), and (j);
(2) Ensure working access to machinery and controls in the steering-gear compartment (which must include handrails and either gratings or other non-slip surfaces to ensure a safe working environment in case hydraulic fluid leaks);
(3) Have two separate and independent steering-gear control systems, each of which can be operated from the pilothouse; except that it need not have separate steering wheels or steering levers;
(4) Arrange each system required by paragraph (f)(3) of this section so that, if the one in operation fails, the other can be operated from the pilothouse immediately; and
(5) Supply each system required by paragraph (f)(3) of this section, if electric, with power by a circuit that is—
(i) Used for no other purpose; and either—
(ii) Connected in the steering-gear compartment to the circuit supplying power to the power unit or units operated by that system; or
(iii) Connected directly to the busbars supplying the circuit for its steering-gear power unit or units at a point on the switchboard adjacent to that supply.
(g) Each tank vessel of 40,000 gross tons or over, constructed before, and with a steering-gear installation before, September 1, 1984, and on an international voyage, must have the steering gear arranged so that, in case of a single failure of the piping or of one of the power units, either steering capability equivalent to that required of the auxiliary steering gear by §58.25–10(c)(2) can be maintained or the rudder's movement can be limited so that steering capability can be speedily regained in less than 10 minutes. This arrangement must be achieved by—
(1) An independent means of restraining the rudder;
(2) Fast-acting valves that may be manually operated to isolate the actuator or actuators from the external hydraulic piping, together with a means of directly refilling the actuators by a fixed, independent, power-operated pump and piping; or
(3) An arrangement such that, if hydraulic-power actuating systems are connected, loss of hydraulic fluid from one system must be detected and the defective system isolated either automatically or from within the pilothouse so that the other system remains fully operational.
Note: The term “piping or * * * one of the power units” in paragraph (g) of this section refers to the pressure-containing components in hydraulic or electro-hydraulic steering gear. It does not include rudder actuators or hydraulic-control servo piping and pumps used to stroke the pump or valves of the power unit, unless their failure would result in failure of the unit or of the piping to the actuator.
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