Schottel: For The Shipping World

SCHOTTEL
for the Shipping World

MANOEUVRING
INSTRUCTIONS
SCHOTTEL A.S.D.-Tug
P.O.BOX 404
3340 AK
CAPT. HANS TOUW Hendrik Ido Ambacht
Tel. + 31 - 78 - 6820305
Fax + 31 - 78 - 6812960
Holland
Innovators in steerable propulsion

SCHOTTEL GmbH & Co. KG · Mainzer Straße 99 · D-56322 Spay/Germany
Tel.: + 49 (0) 26 28 / 6 10 · Fax: + 49 (0) 26 28 / 6 13 00 · e-Mail: info@schottel.de · www.schottel.de
SCHOTTEL
A.S.D. Tug
A.S.D. Tug: Azimuth Stern Drive tug: SCHOTTEL units aft
Tractor Tug: SCHOTTEL units in the bow
CONTENTS
0 CONTENTS
1 POINT OF APPLICATION THRUST: PIVOT POINT: RESISTANCE
2 BASICS
3 A ROUGH IDEA ABOUT THRUST

ESCORT TUG
4 VECTORS / FORCES
5 A FEW REMARKS ON PUSH-PULL MODE
6 TOWAGE STERNWAYS
DIFFERENCE BETWEEN BOW AND STERN TOWAGE
7 BOW TUG TOWING CONVENTIONALLY
8 BOW TUG - BOW TO BOW
9 EMERGENCY / DANGER
10 EXERCISES
11 PILOT'S INFORMATION ( 1 )
12 PILOT'S INFORMATION ( 2 )
13 DIRECT PULL / INDIRECT PULL

STERN TUG BRINGS VESSEL'S STERN INTO A NARROW DOCK
14 MORE MANOEUVRES
15 SIDE-STEPPING UNDER AN ANGLE

EMBARKING / DISEMBARKING PILOT
16 ASSISTING SMALL VESSELS
17 SAILING WITH ONE UNIT ONLY
18 OPERATING SCHOTTEL BOATS
19 STEERING SCHOTTEL UNITS
20 STOP VESSEL AND PUSH IT IN

TOW VESSEL'S BOW AND PUSH IT IN
21 BARGE TOWAGE
22 REMARKS ON SCHOTTEL PROPULSION
23 SOME MATHEMATICS
Dordrecht. Holland: 20 Febr. 2001
Ref. Sheet No. 013, SCHOTTEL ASD, Printed by SCHOTTEL

SCHOTTEL
POINT OF APPLICATION THRUST: PIVOT POINT: RESISTANCE
P.S. Portside SCHOTTEL unit A Point of Application of water resistance

at speed 0: It is influenced by
S.B. Starbord SCHOTTEL unit Speed
Draft
Trim
Rate of turn
etc.
It moves continuously
PP Pivot point
PP caused by PP caused by
pushing by stern pushing by bow
P.S. Water resistance PP caused by

at very slow speed bow towline
Resultant
of both
propulsion A A
forces
PP caused by
mooring line
S.B. PP caused by Water resistance

stern towline point at a certain
EXAMPLE
Only P.S. unit in use
a Lever
F SCHOTTEL thrust
a
PP P.S.
Boat's side swing in to

F land P.S. alongside the jetty
a
F
Boat's stern This SCHOTTEL angle:

swings in to Boat remains in its position because the
bring it against Point of Application of the SCHOTTEL
the jetty and PP are in line

Page 1 of 23
SCHOTTEL
BASICS
A Point of Application of water resistance

at speed 0: It is influenced by
Speed
Draft
Trim
A Rate of turn
etc.
It moves continuously
Propeller wake hits the skeg and hull

influencing the movement
Though this configuration gives a

smaller traverse vector: Traverse speed
might be even more as propeller-
A wake does not hit the hull
This configuration gives a smaller

traverse vector: Traverse speed will be
smaller
A N.B.: It is an intermediate position
between the maximal traverse vector
and the neutral position
This configuration also gives a traverse

movement: It only is effective when P.S.
Propeller wake misses the skeg
A
Neutral position:
Theoretically the tug remains in the
same position
A Practically the position is influenced by
Wind
Minor thrust differences

Page 2 of 23
SCHOTTEL
A ROUGH IDEA ABOUT THRUST
RP Thrust SCHOTTEL unit

decreases at - Increasing speed
- Less water supply
when SA increases
SA L Longitudinal component
L
T Traverse component
RP
SA Steering angle
T
Bear in mind the nozzle
has high resistance when
under a big steering angle.
L
It also gives a swing moment.
T
L Add both forces
T Add both forces

Result is zero as
T signs are opposed
L Thrust is approached by:
Th = na2 / n2full x BP x SA
Th Thrust
na Actual used r.p.m.
nfull R.p.m. needed for maximum BP
BP Bollard Pull at nfull
SA Cosinus Steering angle
ESCORT-TUG
Tug is towed at high speed and is asked to brake the vessel's speed.
At high speed (over

10 Kn.) not much
water enters the
nozzles and the Big fast-going vessel
heavy loaded Speed over 10 Knots
engines hardly
produce any thrust.
Direction of
water flow
Engines work
easier:
Propeller wake acts Big fast-going vessel
Vacuum as a brake and as a
area Speed over 10 Knots
vacuum is created
the tug's weigth
"falls" into the
"hole" and also
acts as a brake.

Page 3 of 23
SCHOTTEL
VECTORS / FORCES
Stern tug under 90 degr.
Rudderpropeller configuration
makes P.S. propeller wake
Vessel's speed miss the S.B.unit
up to 5 Knots
L
PR
L P
P a
s A h
x
A
b
W
Notice the difference in
the two configurations
L W Water resistance force h Point of Appl. L
P Propeller force s Point of Appl. PR
B PR Propeller force resulting x Point of Appl. W
L Lineforce a Lever h - s
b Lever x - s
Equilibrium :
L
W x b a = PR x a
b
L + PR = W
PR
P P
s B
Notice: It shows mode B

In this configuration: to be more effective:
P = smaller It has a longer lever
PR = smaller
L = bigger
a = bigger
Vessel is braked by bow tug without a course change
Vessel's Vessel's Vessel's

stern part pivot point bow part
BOW-TUG BRAKES VESSEL'S SPEED
a
AND KEEPS IT ON COURSE
S.B. turning moment:
c
b T x a + A x b
A S.B. rudderpropeller
P has to correct it with a
T
P.S.turning moment
P x c

Page 4 of 23
SCHOTTEL
A FEW REMARKS ON PUSH-PULL MODE
RP Thrust from both SCHOTTEL units
T RP L Longitudinal component
LF
Line LF Line force and / or Fender friction
L A L Water resistance
W
a Lever of T
Vessel's side
a b Lever of W
b T x a = W x b
W
b/2 Half the vessel's breadth
At a certain speed it is possible that:

b/2
LF x b/2 > = L x a
Now the tug doesn't push to S.B. anymore

L The vessel even might turn to P.S
LF
Reduce tug's push angle
a Hull acts as a rudder profile
Longitudinal vector increases
LF decreases
Pulling with a very short towline:

Rudderpropellers under an angle
( About 20 degr.)
Efficiency increases:
Wake doesn't touch tug's hull
Wake escapes easier along vessel's hull
Here: less water
accumulation
which pushes
the vessel back

Page 5 of 23
SCHOTTEL
TOWAGE STERNWAYS
Towline
slacked-away
Anchor chain
Securing is much easier

Not hampered by bulb or chain Pushing with towline slacked-away
If swell is moderate and not too much water enters tug's aft deck:
L
Vessel's turn and speed are braked without danger for the tug
Vessel under good speed suddenly swings to P.S.

Tug now in a good position to correct the swing in a safe way
Result depends on speed; tonnage and thrust L
Vessel unexpectedly L Tug's well-

swings to P.S. L fendered bow
might touch
vessel's hull
without
Towline is shorter: tug reacts faster
danger
No danger for girting because the girting-towline moment is for a good part eliminated
by the righting rudderpropeller moment: see below
Even if the tug's bow fender touches the vessel: no danger arises and damage would
be only minor, if any.
Towline length L depending on vessel's size and bow shape; swell
and expected final speed : 30 up to 80 m.
Let go towline:
Towline doesn't drop in the side

Towline cannot enter the propeller
DIFFERENCE IN BOW AND STERN TOWAGE

Towing from bow: towline angle is
slightly less at same distance
Vessel's In swell: less weight "falls" onto the towline

bow
Towline from bow
Notice the difference in danger for HM

bow and stern towage in this case
LESS RM
HEELING
Line force gives HeelingMoment
Propeller force gives RightingMoment
Towline from stern
HM
HM
MORE
HEELING Line force gives HeelingMoment
Propeller force gives HeelingMoment
Page 6 of 23
SCHOTTEL
BOW TUG
TOWING CONVENTIONALLY
SECURING TOWLINE TO VESSEL'S BOW
Tug approaches vessel from lee side
BE AWARE: VESSEL'S BOW MIGHT BE BLOWN BY THE WIND TOWARDS THE TUG
Tug is longer sheltered

Vessel's heaving line easily gets onboard
4
3
2
1
When idle thrust is not too high This configuration allows the stern to come
If speed allows: the inside unit: stop or in very close in a safe way facilitating
dead slow ahead ( 15 degr.outw.) towline handling
Use the outside unit only N.B. In case of a sudden problem only the
As it gives a slight inward movement the inside unit has to be put ( full ) ahead and
heading has to be somewhat outwards together with the outwards vector: this gives
a safe escape possibility
The next manoeuvre is not recommended

Tug lets vessel approach it
- Tug is in unsheltered water and starts to roll
1
2
3
4 MOMENTS IN R.P.-PROPULSION
- In case of high idle thrust: - Vessel's bow-wave tends to push the tug away
Squeezing SCHOTTEL-units to almost - A slight course-change of the vessel
neutral asks for engine adjustment to displaces its bow many meters necessitating
keep course the tugmaster to reposition the tug
Tug starts to behave more course-unstabel - As much more wind blows in front of the bow:
- Travers-displacement is controlled by: the heavingline might be blown away, special
- The use of one engine at the time when the bow is very high
- Slight changes in heading

Page 7 of 23
SCHOTTEL
BOW TUG
SECURING TUG'S BOW TOWLINE TO VESSEL'S BOW
ADVANTAGES:
- Shorter towline makes tug react faster to pilots orders
- After reducing speed: tug can come alongside for bow or side pushing
BE AWARE: VESSEL'S BOW MIGHT BE BLOWN BY THE WIND TOWARDS THE TUG
- When the tug has good course stability sternways, it is a safe manoeuvre up to abt. 6 kn. or even more
- In this case a controllable-pitch system or a propeller slipping device is a great advantage
- Tug is sheltered longer

- Vessel's heaving line easily gets onboard
3
2
1
- If speed allows: the outside unit stop or - This configuration allows the bow to come-
very slow astern in very close in a safe way facilitating
- Use mainly the inside unit towline handling
- As it gives a slight inward movement the - N.B. In case of a sudden problem only the
heading has to be somewhat outwards outside unit has to be put ( full ) astern and
together with the outwards vector: This gives
a safe escape-possibility
THE NEXT MANOEUVRE IS NOT RECOMMENDED

TUG LET'S VESSEL TO APPROACH IT
- Tug is in unsheltered water and starts to roll
- A traverse displacement is controlled by:

- using one unit at a time
- Sailing under a slight angle
1
2
3
4
- In case of high idle thrust: - A slight course change of the vessel

Squeezing rudderpropellers to almost neutral displaces its bow many meters necessitating
requires engine adjustment to keep course the tug master to reposition the tug
- Be aware: With outwards squeezed propellers - As much more wind blows in front of the bow:
it is hard to keep course sternways the heaving line might be blown away, especially
- Tug starts to behave with less course stability when the bow is very high

Page 8 of 23
SCHOTTEL
¦EMERGENCY / DANGER
EMERGENCY STOP
EMERGENCY Keep both engines running at full speed

STOP
Turn SCHOTTEL units
outwards
in astern mode
Tests showed 120 to 135 degr. SCHOTTEL positions to stop the vessel in the same
distance or even slightly shorter than a complete 180 degr. SCHOTTEL position
=========== MOVE HANDLES SLOWLY ===========

The SCHOTTEL unit now is abt. in the same position as the COPILOT
SCHOTTEL UNITS WILL NOT GO FASTER THAN HYDRAULIC SYSTEMS ALLOW
Some SCHOTTEL units have a shortest-route system
THOSE UNITS TAKE THE SHORTEST ROUTE WHEN COPILOTS ARE MOVED OVER 180 degr.
CHECK HOW YOUR SYSTEM BEHAVES
BERTHING CLOSE TO DANGER ZONE
Keep away from

danger zone
P.S 2 3
1
S.B
Keep away from danger-zone
1 Depending on speed, wind etc. use P.S. unit astern; S.B. unit ahead or both.
2 A small pulse with P.S. unit ahead will be sufficient.
3 Now a small pulse with S.B. unit brings the boat in.
4 A pulse with P.S. unit astern will stop the boat and bring it into the berth.
Note: A traverse component is always present: Make use of it.

Keep the boat parallel to the berth.
As sufficient power is available it is always possible to force the bow into the
right direction.
P.S
1 NEVER TURN THE
STERN INTO THE
S.B
DANGER ZONE

Page 9 of 23
SCHOTTEL
EXERCISES
Excercise to estimate the thrust necessary to push a certain vessel away from the dock
Mooring line
PS As much thrust
as necessary
TUG A.S.D.Tug SB Stop
SB
Without a line: Try this configuration
TUG SB A.S.D.Tug
PS
This force keeps the tug

against the dock
TUG is stopped by A.S.D.Tug
TUG A.S.D.Tug tries to get sternways in front of bow of

TUG in order to stop it
A good exercise in
small craft handling
TUG A.S.D.Tug
A.S.D.Tug As fenders are at

equal height it is
a useful and safe A.S.D.Tug
exercise
A.S.D.Tug Towline TUG
Initially A.S.D.Tug is towed by TUG

A.S.D.Tug
A.S.D.Tug tries to get a 90 degr. angle
The towline is to be kept in a straight line in order not to "influence"
the course of TUG
Start at slow speed: Repeat this manoeuvre even over 6 kn. speed
VERY GOOD
EXERCISE IN BOAT
CONTROL
Object

Page 10 of 23
SCHOTTEL
PILOT'S INFORMATION ( 1 )
VSL = Incoming vessel An ASD is a big help to the pilot as it responds much faster to his
CON= Conventional tug orders than a CON: it allows a VSL to enter the port faster and is less
ASD= Azimuth Stern Drive tug hampered by the VSL's propeller wake. It contributes to faster port
h dli
1 2
1 6
3
4 7 5
5
5
As a stern tug ASD is able to secure the towline up to 11 kn. as its own speed is 13 kn. The master is
1
able to compensate for propeller wake and rudder movements while securing the towline: so the pilot
is hardly hampered by the ASD. Under favourable circumstances the well fendered bow can push
against the vessel's stern to facilitate towline handling. Immediately after securing the towline the tug
is available for the pilot's orders. Depending on tonnage and speed, emergencies are dealed with faster
or slower but without any loss of time and always in the correct direction. Hardly any stability problem
arises as towline moment and rudderpropeller moment eliminate each other partly or completely.
2 Bow tug is able to work as a reverse tractor tug when it has good course stability astern. Towline is
easier to handle. Its fender always points to VSL: it responds faster than in situation 3. Securing
towline possible up to 8 kn. This manoeuvre is especially very useful when VSL has to swing to be
moved sternways to the berth. ASD is ready to push as it controls the towline by the bow winch: there
is thus no need to wait for VSL's crew to let go the towline.
3 ASD used in a conventional way: Still it responds faster then CON.
4 ASD is safer in this position even if VSL turns to P.S. It responds much faster. If VSL gives astern:
ASD is less hampered by the propeller wake as it is able to compensate for it.
5 In this position it responds much faster. At 3 Kn.'s speed its efficiency is twice as much compared
with CON. The higher the speed, the better its efficiency. At 5 kn. it is better to reduce the 90 degr.
push angle: more push component is left and the hull acts as a side rudder.
6 VSL without a bulb can be stopped: contact speed to be kept below 3 kn. Pushing into a drydock can
be performed beside VSL's bulb with 2 towlines.
7 Boarding / Disembarking pilot. This manoeuvre is safer and easier for leaving the VSL especially when
it turns to P.S. and increases speed or is blown by the wind to S.B. (in this case). More deck space
is available for the pilot ladder. It is even possible to push against the VSL's side. Its efficiency is
85%.
Page 11 of 23
SCHOTTEL
PILOT'S INFORMATION ( 2 )
Dead ship can be moved in any direction

and be berthed in a narrow space.
8 9
Dock
Dead ship can be pushed

into a (dry)dock.
10
Dock
Vulnerable vessel like a submarine
Moves ahead
11
and astern
Barge or dead ship

Wind
Barge can be moved in any direction: sideways and
and swell
even a turn on the spot to S.B. The 2 winch wire
direction
ropes provide tight securing and keep line handling
13
12
Calmwater zone created
by ASD's propeller wake.
8 ASD gives a straight-ahead movement: it is able to push sideways and to pull.
9 ASD pushes sideways: it is able to stop VSL or to pull it.
10 ASD secured beside the bulb with 2 towlines: it is able to push ahead or to pull astern. VSL's bow
will be moved sideways by a push or a pull.
11 ASD is able to push, without touching, a light, small or vunerable boat by its propeller wake only.
12 Barge is secured easily by 2 ( double if necessary ) winchlines only. Any move which is possible by
an ASD is also possible with the unit, though slower.
13 ASD is able to give substantial shelter to a boat in distress. Waves will be reduced significantly by
giving full-speed thrust. ASD remains fully manoeuvrable.
ASD is able to calm swells in its push zone on VSL's windward side.

Page 12 of 23
SCHOTTEL
DIRECT PULL / INDIRECT PULL
INDIRECT PULL
Effective with an ASD tug over 5 kn
The round bow has little resistance
A well shaped
in the water flow at low speed.
A.S.D. tug might
give over 100 % STABILITY
Bollard Pull under SCHOTTEL units give
favourable P.S. H.M.
circumstances. Tow-line gives S.B. H.M.
STABILITY DIRECT PULL

Bow towage Effective with an ASD tug under 6 Kn.
The SCHOTTEL units Over 6 kn an ASD tug is not able to
give a S.B. Heeling turn 90 degr.
moment and the towline
gives a P.S. Heeling Changing from INDIRECT PULL to
moment: so they partly DIRECT PULL requires great care
eliminate each other.
Make a side-step with

a turn.
As hardly any ahead thrust
is left: tug will fall back
keeping the towline tight.
The winch might be use-
ful to help.
When vessel's speed decreases to

about 6 kn You had better start the
manoeuvre as the higher speed
helps you to keep the towline tight.
Waterflow
direction
STERN TUG BRINGS VESSEL'S STERN INTO A NARROW DOCK
Tug prepares its position

A
Notice it to be a kind of a
side-step: it prevents the bow
from going to P.S.
B C The towline remains in vessel's
centerline, not influencing pilot's
steering
B C
D In this position we only brake

the vessel's speed
As soon as the tug is free from

the dock's corner it is able to bring
the vessel's stern in

Page 13 of 23
SCHOTTEL
MORE MANOEUVRES
SIDE PUSHING
Side pushing when insufficient room

is left for a perpendicular position
To avoid too much vibration we make

P.S. propeller wake miss the S.B. unit
The efficiency is about 85%
SAILING CLOSE ALONG AN OBJECT
A When sailing close along a dock or vessel:

Water level goes down; this is more pronounded as
speed increases
Lower water zone
Suppose only P.S. unit is used
Vessel or A The effect will increase by the inwards

traverse component
Lower water zone
B The traverse component now is outwards
B At low speed: tug moves out
At high speed: tug moves in
STEERING ASTERN MIGHT GIVE A SURPRISE
PS Sometimes in astern mode this

configuration makes the stern
Poor water
turn to S.B. instead of P.S. as
supply to
expected
the SB
propeller S.B. nozzle produces less thrust
when tug Nozzle works now as
because of poor water supply
has much a brake: it also gives
and acts as a brake giving a
speed a swing moment S.B turning moment
Be aware of this effect and no problems will arise:

Avoid this situation by steering with both units when sailing fast astern
PROPELLER WASH
P.S. Suppose P.S. propeller to be fouled

Give S.B.unit sufficient thrust
Keep turning P.S.unit
Propeller will run in both directions
and debris might be washed out
S.B.

Page 14 of 23
SCHOTTEL
SIDE-STEPPING UNDER AN ANGLE
We are asked to move from the vessel's bow to the

vessel's stern
Because of the big distance we move obliquely
as it makes our speed bigger then a traverse move
The rudderpropeller configuration looks similar

A SIDE MOVE AT AN to a side-step: only more thrust is needed astern.
ANGLE GOING ASTERN By remaining very close to the vessel we save a lot of
GOES MUCH FASTER time
Very small distance: f.e. 1 - 2 m.
This movement allows us to remain very close to

the vessel even when it moves suddenly in whatever
direction
When we approach our position we have to brake

our side speed and swing into a perpendicular
position
Being very close to the vessel, we won't touch its

hull too hard if boat control is not perfect
SIDE-STEPPING UNDER AN ANGLE IS ALSO POSSIBLE GOING

AHEAD
EMBARKING / DISEMBARKING PILOT
Strong wind
Speed ahead: 2 - 6 kn.

Too slow: Vessel rolls too much.
Too fast: Water spray wets boarding zone.
MOMENTS IN R.P.-PROPULSION
Wind pushes vessel sideways
Ladder
Boarding
zone
Manoeuvre has to be done sternwards to

enable the tug to leave the vessel's side even
when it has a good side speed.

Page 15 of 23
SCHOTTEL
ASSISTING SMALL VESSELS
Compared with tug's size
Fast incoming vessel

Tug's high bow causes no Vessel
damage to low vessel keeps
its
engine
ahead
Tug helps to
Needs good turn the vessel
fendering here and brakes its
d
Note: this will be a traverse move
Bow towline shortened

Tug slacks bow towline
Quay
Tug pushes sideways.

Estimate the vessel's resistance point
e.g. An empty vessel's bow has much less
resistance in the water then its deeper
aftship with rudder: it needs pushing well
after midships.
Midship
Quay
SMALL VESSEL LEAVES BERTH

By using the This configuration makes the vessel leave
outside-unit the the berth sideways
tug's bow comes
out slightly more
Quay
Page 16 of 23
SCHOTTEL
SAILING WITH ONE UNIT ONLY
NO TURNING MOMENT A Point of Application of

water resistance
R L Longitudinal component
T Thrust delivered by SCHOTTEL unit
R
A L
BE AWARE:
At speed 0 or very low; if
A side-step component is always present.
speed increases: it looks
like point A moves ahead.
THEORETICAL
Suppose the propeller wake does not
influence the movement.
A
S Propeller-wake force against skeg.

IN REALITY
S
At a certain R.P. angle:
R S is compensated by the bigger
A SCHOTTEL angle which gives a
result similar to the theoretical
movement though less effective.
Notice: When both ahead and astern configurations applied at the same time
it will result in a side-step without a turning moment.
P.o.A WATERRESISTANCE MOVES AHEAD
Starting at speed 0 the sailing direction will
A
be in line with the SCHOTTEL unit.
T
L At a certain speed the traverse resistance
A
is for example 3 x the longitudinal
resistance: Deviation will decrease and to
avoid a turning moment the R.P. angle has
to be decreased.
The boat behaves as if A is moved

to the bow.
The SCHOTTEL angle has to be
A
decreased to keep the Thrust vector
and the Resistance vector in line in
order to avoid a turning moment.
TOWING WITH ONE UNIT ONLY ( No turning moment )

P.S.SCHOTTEL engaged only ( astern )
Towing astern with P.S. SCHOTTEL
Bow tow-post only:
Notice bow towline has to be in line
with P.S.SCHOTTEL and Bow tow-
A
post.
Towing ahead with S.B. SCHOTTEL

A only:
Notice stern towline has to be in line
Stern tow-post
with S.B. SCHOTTEL and Stern tow-
S.B.SCHOTTEL engaged only ( ahead ) post.

Page 17 of 23
SCHOTTEL
OPERATING SCHOTTEL BOATS
IMPORTANT:
A SCHOTTEL boat is supposed

to be operated with clutches
engaged as much as possible:
This saves the clutches.
Neutral All manoeuvres can be achieved by

moving the COPILOT via "neutral".
Movements by steering and throttling T
<L
a
Slow Slow Slow ahead and
ahead astern turn to P.S.
Slow astern and
turn to P.S.
SCHOTTEL units in this position bring boat hard to
However be aware that if idle engine speed is high:

l Water turbulence can hamper own manoeuvres and other craft. See page 14
l Propeller wake makes water rise between boat and (not open) dock or SAILING
vessel making it harder to go alongside. ASTERN
l Debris might enter propellers more easily in shallow water.
Working in "pulses" in those cases might be usefull.
A Point of application water resistance

T
A T Traverse vector
<L
Only P.S. SCHOTTEL astern < L L > Longitudinal vectors
T
A L>
Only S.B. SCHOTTEL ahead
Notice: A sidemove as shown on page 2 is a combination of both

previous figures
T
< L and L > eliminate each other
A T much bigger
Side-step with both units

Page 18 of 23
SCHOTTEL
STEERING SCHOTTEL UNITS
SCHOTTEL UNIT ROTATION COMPARED WITH COPILOT ROTATION
Each SCHOTTEL unit ought to have the same rotation as the
COPILOT
This point matches the SCHOTTEL position: The master has the
PROPELLER IN HIS HAND.
Throttle
It MIGHT look better to simulate an automobile steering system but it has to be realized it only works
when sailing straight ahead on a sterndriven vessel. It works wrong when sailing astern or manoeuvring.
The basic rule of SCHOTTEL vessel sailing is: THE COPILOT IS NOT A STEERING WHEEL BUT I
HAVE THE PROPELLER ( AND IN CASE OF SAILING AHEAD: THE RUDDER ) IN MY HAND. This
way my mind is not occupied with the complex linkage between the SCHOTTEL unit and the COPILOT
ASD tugs ( ASD ) and Tractor tugs ( TT ) compared teach us basically to work in the same way if for
simplicity we skip some minor differences. ==== CONSIDER ASD AS A REVERSED TT. ====
A WRONG WAY OF THINKING: Now I change from bow units to

stern units and I have to change the steering rotation.
ASD Towline A GOOD WAY OF THINKING: Now I change from bow units to stern
units I have to change the tug's bow and stern.
No problems now for masters who drive both types of tugs alternately.
TT Towline
We hope this short explanation clarifies why

changing the normal rotation of COPILOT
ASD and SCHOTTEL unit only causes confusion,
especially for masters driving both ASD and
Point of TT.
resistance The next pictures show how both types of
of slow free
TT sailing tug tugs work almost in the same way
ASD
ASD Approx. the maximum side-

step configuration
TT
TT
This side-step configuration

ASD ASD without a turning moment
helps to find the
"imaginary" point on the
wheelhouse floor
TT TT
Imaginary point on the wheelhouse

WHEELHOUSE FLOOR Throttle floor: At low speed the angles match
the angles of the figures above
Propeller side As manoeuvring a rudderpropeller tug is based

on this principle it shows the importance of the
COPILOT position matching the SCHOTTEL
position. The SCHOTTEL position indicator is to
Bow side ASD Tug
Throttle Stern side TT tug
verify the SCHOTTEL position
Page 19 of 23
SCHOTTEL
STOP VESSEL AND PUSH IT IN
1 Towline is shortened
by winch to give fast
response to pilot's
Keep slack line well under
orders.
1 control both by manoeuvre and
winch: Tug moves with a
2
Keep it well free from vessel's side-step and ahead.
3 Tug moves with a

side-step and ahead.
2
4 Tug pushes vessel's
4
3 stern in.
Towline is shortened
1
response to pilot's
Keep slack line well under orders.
1 control both by manoeuvre and
winch: 2 Tug moves with a
Keep it well free from vessel's side-step and a turn.
2 3
4 Tug moves with a
3 side-step and a turn.

stern in with a max.
efficiency of 85 %.
TOW VESSEL'S BOW AND PUSH IT IN
Keep slack line well under

1
control both by manoeuvre and
winch: Towline is shortened
1
response to pilot's
orders.
4 2 Tug moves with a

2
3 side-step and ahead.
3 Tug moves with a

side-step and ahead.

bow in.
Towline is shortened
1
Keep slack line well under by winch to give fast
1
control both by manoeuvre and response to pilot's
winch: orders.
2 Tug moves with a

4
3 Tug moves with a

bow in with a max.
STOP VESSEL AND PUSH IT IN efficiency of 85 %.

Page 20 of 23
SCHOTTEL
BARGE TOWAGE
SIDE MOVE
To move the unit sideways you
Small empty barge with some stern trim can imagine pulling it on a string
which is attached to A.
Configure both SCHOTTEL
units so that their work vector is
in line with the imaginary string.
A
W W
A United point of application
water resistance
T Traverse vector
T W Winch line
Make SB-SCHOTTEL As the strong winch lines are
unit's wake miss the very tight, only 2 are needed.
tug's hull.
Long loaded barge with some bow trim
W W
AHEAD MOVE
No Turning moment
W W
S.B. TURN
Be aware: SCHOTTEL
units have 5 to 10 times as
much steering force as Sharp turn to
rudders S.B.
A
W W

Page 21 of 23
SCHOTTEL
REMARKS ON SCHOTTEL PROPULSION
SCHOTTEL tugs: about engine idle speed

A SCHOTTEL tug is supposed to be employed as much as possible with its clutches engaged which
requires the engines to be run at low idle speed.
Many technicians unfamiliar with the use of SCHOTTEL tugs however tend to:
- Adjust idle speed too high to be on the safe side with engine drop-out when engaging.
- Use an engine which is not able to cope with "normal" idle speed. ( 30 to 35 % of maximum r.p.m. )
- Choose the clutch too weak so it runs hot when engaged too many times.
- Save money by omitting thrust reduction systems.
- Blame the tug master when he uses the clutches too less. Low idle speed:
- Less engaging moment on clutch
Theoretically it is possible to make any move by steering - Fewer engagings
and throttling only, while clutches remain engaged. - Less water turbulence
Be aware that especially at high idle engine speed: - Less fuel consumption
- More water turbulence hampers own tug and other craft.
- Less damage on dock and fenders
- More liable to suck debris into the propeller.
- Safer for master and crew
- Higher fuel consumption.
- More vibration.
- More attention needed as tug moves continuously.
Even after waiting for an extended period of time it sometimes happens that a delicate manoeuvre fails
because of water turbulence and the clutches still have to be used.
Some masters have found that water turbulence can be reduced significantly by using the SCHOTTEL
units in an inwards position accepting the increase in vibration and extra fuel consumption, as the
engines audibly have to work harder.
Such positions are to be avoided as the water pressure might damage the seals of the underwater
gearbox, especially at increased engine speed. ( See also SCHOTTEL manual )
To reduce speed or tension on the towline the SCHOTTEL units are to be used in outside positions in
order to avoid them working against each other.
Example:
When using the clutches: BP=Bollard pull at RPM (max)
Bear in mind abovementioned remarks and A = RPM (actual)
Clutching in /out too much is not too good for clutches M = RPM (max.)
Vibration has to be avoided when possible, Thrust = 100 % BP x A2 /M2
Fuel consumption also cost money Usual : 600x600/1800/1800 = 11 %
: 665x665/1800/1800 = 14 %
This position must be avoided:
It might damage seals

It causes vibration and even extra
fuel consumption
Water turbulence hampers own

tug and other craft
Liable to suck debris into propellers
More fuel consumption
This area not to Avoid inwards SCHOTTEL unit positions

be used greater than 45 degrees
Page 22 of 23
SCHOTTEL
SOME MATHEMATICS
MOVING FORCES ALONG WORKLINE
TV = = Thrust vector replaced

PW along workline
Workline
Result
PW = = Propeller wake
TV
p
TV Workline
PW
POINT OF APPLICATION MOMENTS

P.o.A. = = Point of Application
Replaced
Point of 8 4T. Force = 5 T.

Application
Vertical
11 3T.
Horizontal
Replaced 7m
and turned
P.o.A.
3
6m
H 3T. X 7m = + 21 T.m.
V 4T. X 6m = + 24 T.m.
Moments with base P.o.A. +45 T.m.
VECTORS AND MOMENTS IN SCHOTTEL PROPULSION
V 17 1
4
2m
6m
P.S. Propeller Force
2m P.o.A.
1 V 2
1 S.B. Propeller Force
Resulting Forces Horizontal Vertical

Horizontal -4 + = - 3 T. 4 X 2m = - 8 T.m. 1 X 6m = + 6 T.m.
Resulting Astern Force: 3 T. 1 X
1 X 2m = - 2 T.m. 6m = + 6 T.m.
Vertical + + = + 2 T. -10 T.m. +12 T.m.

Resulting P.S.Traverse Force: 2 It means a RIGHT turning moment + 2 T.m.
ACCELERATION
A Force gives an acceleration.

If the tug does not accelerate (and turn) anymore it
means the Force (Resulting Propulsion Force) and the
Resistance (Hull Resistance in water and / or Towline
Force) are equal and have opposed directions.
Page 23 of 23

Schottel: For The Shipping World

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SCHOTTEL

for the Shipping World

Innovators in steerable propulsion

Tractor Tug: SCHOTTEL units in the bow

1 POINT OF APPLICATION THRUST: PIVOT POINT: RESISTANCE

3 A ROUGH IDEA ABOUT THRUST

5 A FEW REMARKS ON PUSH-PULL MODE

7 BOW TUG TOWING CONVENTIONALLY

8 BOW TUG - BOW TO BOW

13 DIRECT PULL / INDIRECT PULL

15 SIDE-STEPPING UNDER AN ANGLE

16 ASSISTING SMALL VESSELS

17 SAILING WITH ONE UNIT ONLY

18 OPERATING SCHOTTEL BOATS

19 STEERING SCHOTTEL UNITS

20 STOP VESSEL AND PUSH IT IN

22 REMARKS ON SCHOTTEL PROPULSION

Dordrecht. Holland: 20 Febr. 2001

Ref. Sheet No. 013, SCHOTTEL ASD, Printed by SCHOTTEL

P.S. Portside SCHOTTEL unit A Point of Application of water resistance

P.S. Water resistance PP caused by

S.B. PP caused by Water resistance

Boat's side swing in to

Boat's stern This SCHOTTEL angle:

Innovators in steerable propulsion

A Point of Application of water resistance

Propeller wake hits the skeg and hull

Though this configuration gives a

This configuration gives a smaller

This configuration also gives a traverse

Innovators in steerable propulsion

RP Thrust SCHOTTEL unit

T Add both forces

L Thrust is approached by:

At high speed (over

Innovators in steerable propulsion

Stern tug under 90 degr.

Notice: It shows mode B

Vessel is braked by bow tug without a course change

Vessel's Vessel's Vessel's

Innovators in steerable propulsion

RP Thrust from both SCHOTTEL units

Line LF Line force and / or Fender friction

b/2 Half the vessel's breadth

At a certain speed it is possible that:

Now the tug doesn't push to S.B. anymore

Pulling with a very short towline:

Innovators in steerable propulsion

Securing is much easier

Vessel under good speed suddenly swings to P.S.

Vessel unexpectedly L Tug's well-

Towline doesn't drop in the side

DIFFERENCE IN BOW AND STERN TOWAGE

Vessel's In swell: less weight "falls" onto the towline

Towline from bow

Notice the difference in danger for HM

Towline from stern

Tug approaches vessel from lee side

Tug is longer sheltered

The next manoeuvre is not recommended

- Tug is in unsheltered water and starts to roll

Innovators in steerable propulsion

SECURING TUG'S BOW TOWLINE TO VESSEL'S BOW