This system was developed in Austria from 1926 by

Ernst Schneider (de) of the Voith group. The thruster

has since been used on tugs, ferries and various
floating construction machines.

On tugs, it was gradually overtaken by Z-drive

propulsion (or ASD - Azimuthal Stern Drive)
consisting of one or two conventional steerable
propellers (generally with fairing, for example with a
Kort nozzle). However, it remains widely used for its
great maneuverability and mechanical reliability.

Tugs equipped with these types of thrusters are now

used especially for escorting vessels in congested or
dangerous waters. The power can reach more than
10,000 hp[2]. The principle of the escort tug was
imposed in the United States following the Exxon
Valdez disaster. This principle, costly for shipowners,
is beginning to make inroads in Europe (Great Britain,
Norway). It is also used by some mine warfare vessels
like the Segura class, due to its increased
maneuverability in trapped waters.
Tug maneuvers with Voith Schneider thruster
Edit
Harbor tugs can be equipped with a Voith Schneider
thruster. This is generally composed of two propellers
with vertical blades, generally placed in the transverse
direction of the ship and at one third of the bow of it.
The bridge control system consists of a steering wheel-
shaped bar (to go starboard and port) and two joysticks
allowing each of the two propellers to operate
independently in forward and reverse. To move
forward, all you have to do is place the helm at zero
and put the two pitch levers fully forward. To go back,
you have to reverse the step in full reverse. In reverse,
the helmsman generally places himself in the direction
of travel: therefore towards the stern.

In forward or reverse:

Go to starboard: helm about 5 degrees to starboard

(same for port)
Transverse movement: – If the helm is 10 degrees to
starboard (port), the tug is moving transversely to
starboard (port).
Use of propeller pitch for a Voith Schneider: starboard
propeller pitch in forward gear, port propeller pitch in
reverse gear. For a transverse movement to port, the
reverse must be done.

Maneuvering a tug therefore requires a lot of

experience and feeling, because you have to be able to
combine the different pitches of the propellers and the
work at the helm. These multiple combinations allow
tugs to perform complex and precise maneuvers (pivot
on the spot, undocking, etc.) even in a limited space, in
all weathers and under all circumstances.