SCHOTTEL

for the Shipping World

STEERING A
TRACTOR TUG

A SIMPLIFIED EXPLANATION ABOUT BEHAVIOUR OF A

FREE-SAILING RUDDERPROPELLED TRACTOR TUG

P.O.BOX 404
3340 AK
CAPT. HANS TOUW Hendrik Ido Ambacht
Tel. + 31 - 78 - 6820305
Fax + 31 - 78 - 6812960
Holland

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 SCHOTTEL
for the Shipping World

P.o.A at 6 Kn.

Tug swings f.e. to P.S.: A correction with P.S. unit

PS was expected to be sufficient to bring it back on
course.
It was noticed not to work: In several cases the P.S.
swing even increased.
This problem is seen at different speeds.
SB
My modest explanation is that the guard gives
about the same resistance under different angles.
SKEG P.o.A GUARD However the skeg starts its correction at a certain
angle and increases until equilibrium is reached.
Point of application of
resistance at speed 0

Let us simplify the problem and suppose:
# Each unit to produce 10 Tons thrust at 6 knots
# P.o.A. of units to be 2.00 m. off C.L. ( at 0 degr.)
# Speed to be 6 Knots ( 3 m./sec.)
# Resistance of nozzle to be 1 Ton at 6 Knots
# P.o.A. to travel forwards as far as the P.o.A. of
rudderpropeller units.

Let us make a simple calculation as an example Lever Steering angle

Suppose we give 10 degr. on P.S.unit.
Thrust Resulting thrust Moment

P.S.unit >> 2 * 10 * COS 10 * 0.99 = + 19.5 T.m.

0 * 10 * SIN 10 * 0.99 = 0 T.m.

2.2 * 1.2 (Nozzle at 10 degr.) = - 2.6 T.m.

S.B.unit >> 2 * 10 * COS 0 * 1.00 = - 20.0 T.m.

0 * 10 * SIN 0 * 1.00 = 0 T.m.

2 * 1 (Nozzle at 0 degr.) = + 2.0 T.m.

--------------------------------------
It means a P.S. swing moment - 1.1 T.m.
=====================

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Page 2 of 4
Ref. Sheet No. 015/01, STEERING A TRACTOR TUG, Printed by SCHOTTEL
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a b
8 DEGR.
Let us see what happens if both units
are turned 8 degr. to correct a swing
PS to P.S.
2.15

1.85
SB 3 DEGR.

P.S.unit >> 2 * 10 * COS 8 * 0.99 = + 19.60 T.m.

0 * 10 * SIN 8 * 0.99 = 0 T.m.

2.15 * 1.1 (Nozzle at 8 degr.) = - 2.37 T.m.

S.B.unit >> 2 * 10 * COS 8 * 0.99 = - 19.60 T.m.

0 * 10 * SIN 8 * 0.99 = 0 T.m.

1.85 * 1.1 (Nozzle at 8 degr.) = + 2.13 T.m.

--------------------------------------
Again a tiny swing moment to P.S. - 0.23 T.m.
=====================

Now we have a look at the traverse forces: As P.o.A.'s are supposed to be in line: no moments.
The traverse forces ( 2 units each ' 10 * SIN 8 * 0.99 = 2.75 make the tug crawl sideways.

Crawl angle: Suppose in this situation the travers-resistance to be 3 times the longitudinal-resistance.
Sailing direction
F (Longt.) = 19.8 * COS 8 = 19.60 T.
19.6
abt. 3 degr. F (Traverse= 19.8 * SIN 8 = 2.75 T.
2.75
19.8
Crawl angle: ATN ( 2.75 / 3 / 19.6 ) = abt.3 degr.

S = Course-correcting skeg force created by angle / ahead speed / side speed.

G = Guard force: Its resistance remains about the same at any track angle.

Rudderpropeller moment = - 0.23 T.m. Roughly at 3 degr.: G*b = S * a + 0.23

Skeg moment = - S * a T.m.
Guard moment = + G * b T.m.

Waterflow irregularities and waves might decrease / increase the track angle and the tug might find a new
equilibrium on the other side.

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Page 3 of 4
Ref. Sheet No. 015/01, STEERING A TRACTOR TUG, Printed by SCHOTTEL
 SCHOTTEL
for the Shipping World
Other Rudderpropeller angles

F.e.: To swing to S.B.: We give S.B.-unit

a 10 degr. angle.
PS
P.S.unit
2 * 10 = + 20.0 T.m.
2 * 1 ( Nozzle 0 degr.) = - 2.0 T.m.
SB S.B.unit
2 * 10 * COS 10 * 0.99 = - 19.5 T.m.
10 DEGR. 1.8 * 1.2 ( Nozzle 10 degr.) = + 2.2 T.m.
===========
+ 0.7 T.m.
As the propeller wake hits the skeg it helps the swing to S.B.
Notice the tiny moment: It means a slow swing.

Probably the the best configuration:

Sail ahead with both units under a small angle inwards: F.e. 10 degr.
As now each unit keeps the tug almost without a turning moment on course. A tiny change in thrust caused by
roll and / or pitch and / or swing and / or difference in rev.'s hardly affects the course.

10 DEGR.
Let us give S.B. another 5 degr.

PS P.S.unit
2 * 10 * COS 10 * 0.99 = + 19.5 T.m.
1.8 * 1.2 ( Nozzle 10 degr.) = - 2.2 T.m.
S.B.unit
SB 2 * 10 * COS 15 * 0.98 = - 18.9 T.m.
1.75 * 1.25 ( Nozzle 15 degr.)
= + 2.2 T.m.
15 DEGR. ===========
Again a tiny turning moment to S.B+ 0.6 T.m.

It is obvious the calculations as shown are based on ( over ) simplification of the problem.
Still it explains the sometimes strange behaviour of freesailing tractor-tugs.
Better course stability might be achieved by changing the aft-end shape of the skeg.
If the tug mainly crawls to one side, one might consider making i
a correction strip on the appropriate wing-end.

Suggestions
- Position the rudderpropeller units to reach still a good course keeping ability, but as far aft as possible.
- Position the skeg as far as posible aft.
- Take great care to construct the guard with little resistance.

Length of skeg
The length of the skeg is dependent on the use of the tug:
Long : - Better course stability.
- More line force in indirect towing mode.

Short : - Less hampered by vessel's propeller wake.

- Better capability to return in front of the vessel's bow when employed as a bowtug ( under speed )
- Faster side-stepping.
- Faster move from S.B. to P.S. and v.v.

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Page 4 of 4
Ref. Sheet No. 015/01, STEERING A TRACTOR TUG, Printed by SCHOTTEL