Types of Rudders Used For Ships

By Soumya Chakraborty | In: Naval Architecture | Last Updated on October 9, 2017

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Have you ever noticed that ships, unlike most aeroplanes do not have the same
kinds of rudders? The type of rudder that would suit a particular ship is a decision
that needs to be based on various factors like hullform, speed, propeller design,
structural arrangement of the stern, clearance between the propeller and the stern,
and also a few hydrodynamic factors that dictate the flow of water aft of the propeller.

How designers go about deciding the type of rudder, is actually an iterative process.
In the concept design stage, we actually do not (or cannot afford to) decide the
suitable rudder for the ship. So what designers do is, estimate a very approximate
dimension of the rudder along with the propeller. But as we enter the preliminary
design of the ship, the rudder and propeller dimensions are almost fixed, giving us
an almost clear idea of the type of rudder that would best fit the design problem.
However, what becomes significantly important from a designer’s point of view, is
deciding on the type and location of the rudder, depending on the hull and propeller
design.

Let’s try to understand this in a simple way. The selection of the proper type of
rudder is as important as the location of the rudder behind the propeller. The location
of the rudder should be such that it is properly oriented within the propeller’s outflow,
so as to produce the required turning moment on the ship. A slight change in the
rudder type, dimension, and position can bring about a huge variation in the ship’s
response to the rudder, as well as he turning ability of the ship. So, optimization is
the key.

To broadly categorize conventional rudders, there are two types:

1. Spade or Balanced Rudder:

A spade rudder is basically a rudder plate that is fixed to the rudder stock only at the
top of the rudder. In other words, the rudder stock (or the axis of the rudder) doesn’t
run down along the span of the rudder. The position of the rudder stock along the
chord of the rudder (width meaning, from the forward to aft end of the rudder)
actually decides whether the rudder is a balanced of semi-balanced one. In balanced
rudders, (which spade rudders generally are) the rudder stock is at such a position
such that 40 percent of the rudder area is forward of the stock and the remaining is
aft of it.

A genuine question that must have come up in your mind is, why is such a position
chosen for the rudder stock? The answer lies in simple physics. The centre of gravity
of the rudder will lie somewhere close to 40% of it’s chord length from its forward
end. If the axis of the rudder is placed near to this location, the torque required to
rotate the rudder will be much lesser than what is required to move it, had the axis
been placed at the forward end of the rudder. So, the energy requirement of the
steering gear equipment is reduced, therefore lowering the fuel consumption of the
ship.

2. Unbalanced Rudders:
These rudders have their stocks attached at the forward most point of their span.
Unlike balanced rudders, the rudder stock runs along the chord length of the rudder.
The reason is simple. In this case, the torque required to turn the rudder is way
higher than what is required for a corresponding balanced rudder. So, the topmost
part of the rudder has to be fixed to the spintle so as to prevent it from vertical
displacement from it’s natural position. However, unbalanced rudders are not widely
used now.

Having discussed about the conventional types of rudders, let us shift into something
yet more interesting. Researchers and ship operators had found significant problems
with the balanced and unbalanced rudders. That is, in case there was a failure of the
steering gear mechanism while turning a ship. The rudder would remain still with it’s
angle of attack in that condition. The solution to this, was found in designing an
optimized Semi-Balanced Rudder.

a. Semi- Balanced Rudder:

If you have been able to visualize a balanced and unbalanced rudder by now, it
should be pretty easy to visualize a semi-balanced rudder. In fact, the rudder you
see on most ships are semi-balanced in the modern industry. The name semi-
balanced itself implies, that the rudder is partly balanced, and partly unbalanced. If
you refer to the figure below, you’ll see that a portion of the chord length from the top
is un-balanced, and the remaining chord length is balanced. Why? Read on.

The top part being un-balanced will help in acting as a structural support to the
rudder from vertical displacement. And the balanced part will render less torque in
swinging the rudder. As a result, a semi balanced rudder returns to the centreline
orientation on its own if the steering gear equipment fails during a turn.

Note in the above figure the Rudder horn. Semi balanced rudders are again of two
types depending upon the depth of the horn (which affects the response and torque
characteristics of the rudder). A shallow horn rudder, will have a horn which extends
hardly half the chord length of the rudder from the top. Whereas, a deep horn rudder
will feature a horn deeply extending up to more than 50 percent of its chord length
from the top of the rudder.

Apart from these, designers have developed some other, rather unconventional
rudder systems, which gets more interesting to look into.

b. Flaps Rudder:
You must have watched an aeroplane’s wings closely. Did you watch those flaps
coming in and out of the aft end of the wing? Why do you think they do that?
Primarily to change the effective angle of attack of the entire aerofoil section of the
wing. You’ll see, during a takeoff, how all the flaps are completely deployed. That
actually helps in attaining the effective angle of attack so as to get the maximum lift
force.
The same principle, when used in rudders, provides a similar result. Just that, in
case of rudders, the flaps are not retractable and they have their significant effects
when the rudder is given some angle of attack.

c. Pleuger Rudder:
Perhaps one of the most innovative rudder mechanisms you will ever come across.
Suppose you have a ship, too large to be manoeuvre in a basin with size constraints,
such that the ship cannot use it’s propeller during the manoeuvre. This situation often
arises in case of large ships operating in space constrained basins, or in any case of
low speed manoeuvres.

So, a Pleuger rudder (as you can see in the figure below), has a smaller auxiliary
propeller housed within it (which runs by a motor). As this housing is mounted on the
rudder itself, it generates a thrust (which is smaller than what is generated by the
ship’s main engine propeller) in a direction that is oriented along the rudder,
therefore allowing effective manoeuvre in slow speed condition.
Such a rudder can be used in normal conditions also. Just that, in normal speeds,
the Pleuger is not operated. However, when the Pleuger is run, the main engine
propeller must not be operated simultaneously, which will otherwise cause the
Pleuger to be torn away.

Voith Propulsion:
You must be wondering why a propulsion system has popped into the discussion
when we are interested in rudder systems. Well, that’s something you need to thank
the researchers for. Because this propulsion system is one of a kind, which acts as a
rudder itself. It doesn’t need a rudder control surface to change the direction of the
ship. How? Read on.

As you can see in the figure below, this propeller has a completely different
orientation. To visualize it in simple terms, it consists of a number of hydrofoil blades
mounted on a disc, which is in turn, mounted onto the hull. The disc rotates in a
horizontal plane, about a horizontal axis, and therefore imparts a rotation into the
blades.
 Image credits: Voith AG, Heidenheim, Germany / wikipedia
But how does a rotation in horizontal plane impart a thrust to the ship? Here’s the
answer. The blades themselves can be adjusted to have varying angle of attacks
during the operation of the propeller. Depending on that, the direction and magnitude
of thrust is varied. Well, if we are manipulating the direction of the thrust too, then we
don’t actually need a rudder. Which is actually why, a Voith propeller acts as a
combined propulsion and steering system for the ship.

It is of no doubt that propulsion and steering systems have been innovated and
invented to a great extend when compared to many other aspects in the ship design
industry which still require the eyes of modern technological applications. However,
as we are transiting into an era of faster, and environmentally safer technologies,
newer hullforms are being developed. This has given the industry a wider scope to
develop and design newer steering systems for the future.