Designer Checklist For ASD Tug

For more details visit www.marinemegastore.
com or call 0871 8732404
TECHNICAL INFORMATION
DESIGNERS' CHECKLIST No. 1

Azimuth Stern Drive Tugs (ASD)
Steerprop
For more details visit www.marinemegastore.com or call 0871 8732404 1

For more details visit www.marinemegastore.com or call 0871 8732404
1/2001
DESIGNERS CHECKLIST N 1
TABLE OF CONTENTS
GENERAL
MAIN DIMENSIONS
1. Main Particulars........................................................................................................... 1
2. Main Dimension Ratios .............................................................................................. 2
3. Main Particulars Estimate.......................................................................................... 2
HULL FORM
4. Stern Lines ................................................................................................................... 2
5. Hard Chine................................................................................................................... 3
6. Round Bilge.................................................................................................................. 3
7. Transom........................................................................................................................ 3
SKEG
8. Skeg Size ..................................................................................................................... 4
WEIGHT, HYDROSTATIC, STABILITY
9. Metacentric Height, Stability...................................................................................... 5
10. Weight........................................................................................................................... 5
11. Trim and Draft.............................................................................................................. 5
HULL STRENGTH
12. Mounting Adapters...................................................................................................... 5
13. Navigation Mast........................................................................................................... 6
14. Shaft Bearing Support................................................................................................ 6
15. Bulwark......................................................................................................................... 6
16. Skeg.............................................................................................................................. 7
PROPULSOR INSTALLATION
17. Propulsor Installation Alternatives............................................................................ 7
18. Distance between the Propulsor Units .................................................................... 9
19. Propulsor Tilting and Heeling..................................................................................10
INTERMEDIATE SHAFTS
20. Shaft Arrangement....................................................................................................10
21. Shaft Angle.................................................................................................................14
22. Cardan Joint Phasing...............................................................................................14
GENERAL LAYOUT
23. Forecastle...................................................................................................................15
24. Aft Deck ......................................................................................................................15
25. Towing Hook / Aft Towing Winch............................................................................16
26. Superstructure...........................................................................................................16
27. Wheelhouse...............................................................................................................16
28. Control Layout ...........................................................................................................17
PROPULSOR ROOM SPACE
29. Propulsor Room Space............................................................................................18
MAIN ENGINE
30. Main Engine Choice ................................................................................................18
ESCORT TUGS
31. Special Requirements .............................................................................................18
EXTERNAL CONNECTIONS
32. Electricity....................................................................................................................19
33. Cabling........................................................................................................................19
34. External Tanks...........................................................................................................19
35. Cooling........................................................................................................................19

1/2001
March 2001
GENERAL
This checklist is compiled in order to enable designers with no or little

experience in azimuth propulsion vessels to make significantly better
preliminary designs and proposals for stern drive tugs. The list can also
well serve the experienced designer as a checklist or reminder that
important aspects have been considered in the design.
The list is based on a the experience of supporting naval architects,

shipyards and owners with comments, hints and suggestions on how to
improve their designs in order to optimise the available performance of
vessels equipped with azimuth propulsion. When compiling the list we
have also used direct input from naval architects on what is special on
vessels with azimuth propulsion and what should be kept in mind when
designing these kinds of vessels.
The list is in no way exhaustive and does not include every important
aspect to a good stern drive design. It is more to be seen as a reminder to
details often not known, forgotten or ignored.
The advice and details in the list should not be taken as requirements, nor
can a tug be designed solely relying on the items in this list the real
work, and end result is still up to the naval architect designing the vessel
as is the full responsibility. Steerprop Ltd. cannot be held responsible for
any possible negative influence on any design based on the proposals in
this list.
MAIN DIMENSIONS
1. Main Particulars
Stern drive tugs intended for harbour duty and ship handling should be
dimensioned according to the local requirements, assisted vessel size,
environment (wind, current, tide), type of jetties, manoeuvring space
etc.

Azimuth Stern Drive Tugs
1/2001
March 2001
Typical maximum length of a harbour/ship-handling tug is approximately

33 m (LOA). Correspondingly, maximum bollard pull that normally
reasonably can be accommodated is 60 65 tons. Nevertheless, some
recent designs indicate even much higher power/length ratio.
2. Main Dimension Ratios
Typical main dimension ratios for stern drive tugs are

L/B = 2.7 3.0
B/T = 2.3 2.6
CB = 0.48 0.52
3. Main Particular Estimate
Tug designs are normally based on a certain bollard pull requirement, from
which the necessary engine power can be determined. Once this is
assessed the correct azimuth propulsor and propeller diameter can be
chosen. The required minimum draft of the tug can then be set to 1.6
1.75 x propeller diameter.
For the first estimate of main particulars the lightweight of the tug can be
approximated to 200 250 kg/m3 (LBH). Ice class and other special
requirements are not accounted for and should be considered separately.
Dead weight capacity is depending on vessel purpose and may vary from
less than 60 ton to more than 400 tons for same size tugs.
Check space and height requirements for the main components, propulsor
and main engines to determine required hull height.
HULL FORM
4. Stern Lines
Stern drive tugs should be designed with a buttock flow or - also called -
pram-type stern, where the water inflow to the propellers is mainly
along the buttocks, not from the sides. The angle between the baseline
and the buttocks in the stern should be kept as small as possible. A good
rule-of-thumb for maximum recommended angle is 13 + 1 for each
meter of immersion (hull draft). Thus, on ASD tugs the angle should
normally be kept less than 17 17.5 (fig. 1).
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Fig.1. Profile of a buttock flow stern. Maximum recommended angle a is 13 + 1 for each meter
of draft
Larger angles will cause the water flow to separate as well as water inflow
from the sides, which is prone to decrease propeller performance
drastically.
The stern profile need not to be S-formed, as there is no need to, or

benefit in straightening the buttocks to be almost horizontal in way of the
propulsors.
The stern should have a slight V-angle all the way to the transom. There is
no need for flattening the area in way of the propulsors. A V-angle even
a slight one will reduce the risk for stern slamming in waves.
The propulsors may protrude below base line, as on some of the finest tug
designs they do. The skeg dimensions ought to match.
5. Hard Chine
Hard chine designs are possible, but only double chine type is
recommended. Alignment of the chine needs attention. Flow separation
may occur where flow-lines cross the chine. This increases the resistance
and deteriorates the operating conditions for the propeller.
The double chine should extend all the way to the transom.
6. Round Bilge
From hydrodynamics point of view the best bilge form is a round bilge with
the radius growing towards the stern. A hull form with a narrowing stern is
also advantageous.
7. Transom
The transom should be designed with as little immersion as possible, as

the water trapped behind the transom causes a large increase in
resistance.
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An immersed transom should be cut off at approximately 45 to the

waterline in way of the waterline in order to improve astern performance,
fig. 2. A cut off will have a substantial influence on both astern speed and
astern manoeuvrability. The propulsor should not be installed too close to
the transom in order to avoid ventilation of the propeller while going
astern or braking.
Fig. 2. A transom cut-off, as shown above, will improve the astern performance substantially
SKEG
8. Skeg Size
The skeg can normally be very small without losing the directional
stability. A short skeg will make the tug more manoeuvrable and will
improve astern running course keeping and performance. In no case
should the skeg run all the way to the propulsors, when turned for astern
sailing, fig. 3. A too long skeg will also make sidestepping difficult as the
water flow from the propulsor is re-directed by skeg.
Fig. 3. Maximum skeg length shown in the left figure. The right figure shows a too long skeg.
The draft of the skeg should preferably be large enough to go below the
azimuth propulsors by 100300mm. However, dry-docking procedures
should be taken into account, when the propulsion units are protruding
below the bottom of the tug hull.
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March 2001
WEIGHT, HYDROSTATICS, STABILIT Y

9. Metacentric Height, Stability
Typical metacentric height for a stern drive tug is approximately 1.5 m.

Tugs with less initial stability need to have their stability checked carefully
and may still end up with stability problems.
The stability for the specified bollard pull needs to be checked at an early
stage, especially if the design is rather narrow. The stability requirement is
not only for a static situation, as in normal towing conditions both the
tug and the assisted vessel are moving, the assisted vessel dragging the
tug along. Especially important this is if the tug is assisting vessels at
higher speed or used for escort towing.
10. Weight
The weight of the azimuth propulsors may come as a surprise and often it
will be difficult to get a proper balance, if not accounted for in the first
basic design. The units are way back in an area with little or no hull
volume. Hence, the centre of gravity for the rest of the tug needs to be
kept more forward than on other tug types.
11. Trim and Draft
At least the trim of a tug should be possible to be altered to improve the

performance and prevent ventilation of the propellers in braking astern
running. For ice going tugs the possibility to trim the vessel fast is
important, as is the possibility to increase the draft for ice navigation.
HULL STRENGTH
12. Mounting Adapters
Minimum recommended mounting adapter height is 300 500 mm at the

lowest point, depending on size and form, fig . 4. Minimum height is
determined by strength requirements and installation procedure.
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March 2001
Mounting adapter
min. 300 mm
Fig. 4. A drawing showing the mounting adapter and its minimum height.
The hull in way of the azimuth propulsors may require extra strength to
accomplish the correct sequence of damage, i.e. the propulsor should
break before tearing off the bottom.
13. Navigation Mast
The mast needs to be stiff enough and possibly supported to reduce

excessive vibrations, especially in fast manoeuvres at high speed.
14. Shaft Bearing Supports
The shaft bearing supports need to be stiff and strong enough to take the
load of the rotating shaft.
15. Bulwark
The bulwark should be inc lined inwards to prevent the bulwark from
touching assisted vessels. Ideally the bulwark should not be as far to the
sides as possible, but some tens of centimetres inwards to enable easy
stepping onboard without having to jump the bulwark first.
The bulwark around aft deck need to be strong enough to take the whole
weight of the tow wire without shearing, if the tug is equipped with an aft
winch and intended for towing over the stern.
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16. Skeg
The skeg need to be supported inside the hull, not just welded to the
bottom plate. A soft skeg may cause severe vibration throughout the
tug, not only to the skeg itself. The vessel is also supported by the skeg
during dry-docking and it is the first part to hit the bottom in case of
grounding, thus protecting the propeller nozzles.
PROPULSOR INSTALLATION
17. Propulsor Installation Alternatives
The Steerprop propulsors may be installed in several different

configurations and variations thereof. Additional, customized installation
configurations can also be arranged. The main installation modes are:
Weld-in installation
Small bolt-in mounting cone
Large mounting adapter for thru-hull mounting
Weld-in Installation
The weld in installation is the strongest installation into the hull and the
propulsor is an integrated part of the hull structure. The propulsor is
usually installed in two parts the upper part, that is welded into the hull,
from above and the lower part from below the hull.
Fig. 5. Weld-in installation: 1) the upper part is installed from above; 2) the upper part is welded at
the hull bottom and at the top flange, the lower part is brought into place from below the
hull; 3) the lower part is bolted to the upper part
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March 2001
Small Bolt-in Mounting Cone
When the propulsor is installed using the small mounting cone there is no
need to compromise hull strength around the propulsors, as the needed
openings in the hull can be kept to a minimum. Mounting cone installation
allows the propulsor to be installed in one piece from below or in two
pieces, upper gearbox from above and lower gearbox from below.
Fig. 6. Small bolt-in mounting cone installation in one piece: 1) the propulsor is brought below
the hull; 2) the propulsor is turned in way of the trunk and lifted into position; 3) the
propulsor is bolted into the trunk and the clutch assembly is installed
Fig. 7. Small bolt-in mounting cone installation in two parts: 1) the upper part is installed from
above, the lower part is brought into place from below the hull; 2) the upper part is bolted
into the hull; 3) the lower part is lifted into place and bolted to the upper part
Large Mounting Adapter
The use of a large mounting adapter allows the complete propulsor to be

lifted onboard in one piece. Often it is possible to do so even with the
vessel in water. This feature also enables the propulsor to be lifted off the
vessel for repairs and maintenance without dry-docking the vessel. See
fig. 8.
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Fig. 8. Large bolt-in mounting adapter installation: 1) the propulsor is lifted onboard; 2) the
propulsor is bolted to the trunk flange; 3) the deck hatch is bolted or welded into place
above the propulsor
18. Distance between the Propulsor Units
In order to improve the overall performance, especially the

manoeuvrability of the tug, the unit should be installed as far from each
other as possible. Minimum recommended distance between the units is
the unit turning diameter + 500 mm.
It is also recommended that the distance from the vessel side to the unit
centre is more than unit turning diameter + 500 mm, in order to
prevent the units from touching jetties or assisted vessels even when
heeling.
min. min.
500 mm 500 mm
Fig. 9. Minimum distance between the units as well as between the side and the units are 500 mm
The tug beam should be designed to allow the required units to be

installed accordingly.
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19. Propulsor Tilting and Heeling
The propulsor units need not to be installed vertically, but can be both
tilted (longitudinally) and heeled (laterally) in order to achieve some
benefits. Typically the units are tilted, up to 3 5 in order to decrease
the cardan shaft angles on the intermediate shaft. To achieve same
lifetime expectancy / maintenance interval for all the cardan bearings the
prime mover should be tilted correspondingly. Note that some main engine
manufacturers have strict maximum angles for engine tilt, thus also
restricting the propulsor tilt angle.
A tilt of 2 3 is recommended to improve the hydrodynamic efficiency of

the installation.
If the main engines need to be installed close to each other, the distance
between the units can be maximized (and performance improved) by a)
using oblique intermediate shaft angles note maximum cardan shaft
angles! and/or b) by heeling the units outwards. Maximum heel angle is
to be determined case by case.
o
heel 5 o
heel 5
o
tilt 3
Fig. 10. The units can be installed either tilted or heeled, or both. A tilt of 2 3 is recommended to
optimise the water inflow to the propeller.
INTERMEDIATE SHAFTS
20. Shaft Arrangements
The power train between the prime mover and the propulsor is by an
intermediate shaft. Depending on application and installation there are
several different possibilities for the intermediate shaft layout. In the
shortest case the shaft is only a tooth coupling and a flexible coupling,
between the engine flywheel and the propulsor input flange.
In order to prevent the forces from the propulsor and the shafts to
damage the prime mover a flexible coupling has always to be installed
between the engine flywheel and the intermediate shaft package.
10
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March 2001
Tooth Coupling and Flexible Coupling
This is the shortest possible intermediate shaft installation, where the

shaft is a mere tooth coupling connected to the propulsor flange at one
end and to the flexible coupling on the prime mover flywheel.
Fig. 11. Using only a tooth coupling and a flexible coupling results in the shortest possible
intermediate shaft line arrangement
Stub Shaft
The next shortest intermediate shaft is a short, so called stub shaft. The
shaft should be equipped with a pair of bearings to take the gravity load of
the shaft and thus the shortest possible length is one that provides for
space for the bearings. The stub shaft is usually fixed by flanges to the
propulsor input flange and the flexible coupling on the prime mover
flywheel.
Fig. 12. The stub shaft arrangement is another very compact installation method.
11
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Centalink
If a short shaft without bearings is preferred a possibility is to use a so -

called flexible shaft ,e.g. Centalink, where the shaft (normally of tube
type) is integrated to torsionally stiff flexible elements at each end of the
shaft.
Carbon Fibre Shaft
A novel solution for straight shaft installations is to use a large diameter

hollow carbon fibre shaft, which requires no bearings. The use of a carbon
fibre shaft is feasible in stern drive tugs, where a conventional straight
shaft otherwise would be used. The carbon fibre shaft will save weight and
installation work compared to a conventional shaft with bearings and
bearing foundations. The carbon fibre shaft is using the same flexible
elements as in the Centalink solution above. Maximum length of a single
piece shaft is approx. 8 m.
Fig. 13. The flexible shaft line arrangement with no bearings enables a fast and easy
installation of the intermediate shaft.
Single Cardan Shaft
If the engine is installed close to the same level as the propulsor and
rather close to each other a single cardan shaft can be used as the
intermediate shaft. In order not to damage the engine a stub shaft is
required, at least for power ratings above, say 600 kW. The stub shaft
requires a pair of bearings capable of taking axial forces and to take the
shaft weight. Note that the cardan shaft cannot be used with very small
12
1/2001
March 2001
angles, a minimum of 1 is normally required to ensure that the joint

bearings are moving.
Fig. 14. Sometimes it is feasible to use the single cardan shaft solution. Also this installation will
require a stub shaft and flexible coupling.
Typical ASD Intermediate Shaft
The typical intermediate shaft arrangement on a stern drive tug comprises

cardan shafts and a rather long straight shaft. Also this arrangement will
require a stub shaft at the prime mover end as well as a flexible coupling
to save the prime mover from damage.
Fig. 15. The typical intermediate shaft on stern drive tugs comprise two cardan shafts with a long
straight shaft in between. At the prime mover end a stub shaft and a flexible coupling wil be
required
13
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March 2001
21. Shaft Angle
The height difference between prime mover flywheel and azimuth

propulsor input flange should be kept as small as possible. Maximum
allowed height is dependent on distance between the prime mover and
cardan shafts chosen.
Maximum usable angle is approximately 7.5 per joint, due to cardan shaft
rpm, bearing lifetime, and vibration. Use of the maximum angle has to be
separately checked. In order to avoid later problems, maximum
recommended angle is 6 ...6.5 per joint.
max. 15 o
Fig. 16 The angle of the intermediate shaft should be minimized - maximum recommended angle is
usually 15
22. Cardan Joint Phasing.
In order to improve the performance and lifetime of the cardans as well as

to reduce the risk for vibration problems on the intermediate shaft, the
cardan shaft joints at each end of the intermediate shaft should be in the
same phase for an odd number of shaft bearings and in different phase for
an even number of bearings.
Fig. 17 Cardan shaft phasing. Above with same phase for intermediate shaft with odd number of
bearings. Below with different phasing for intermediate shafts with even number of
bearings.
14
1/2001
March 2001
GENERAL LAYOUT
23. Forecastle
Stern drive tugs for harbour use should be designed without a forecastle.
The normal direction of work is over the bow and thus the main towing
point and winch are installed on the foredeck. A forecastle will bring the
towing point considerably higher deteriorating the stability. Also on coastal
tugs the forecastle should be kept as low as possible, preferably only as
half height forecastle.
H
h
Fig. 18 Stern drive tugs for harbour and coastal duty should have the foredeck as low as possible,
as most of the normal operation is over the bow. A high forecastle causes a high heeling
moment due to the towing point position
24. Aft Deck
The stern corners should be rounded with a large radius, enabling

turning against a ships hull during ship handling operations. The fendering
should be smoothly continuing without sharp corners between the bow and
side fendering and the stern and side fendering, as the ASD tug is able to
push with either bow, stern or sides against the assisted vessel.
CL
Fig. 19 A good stern deck has large-radius rounded corners
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March 2001
25. Towing Hook / Aft Towing Winch
If the tug is equipped with an aft towing point / hook it should be

positioned as far forward as possible on the main deck and have to be in
front of the propulsion units, in order to improve/enable manoeuvring
while working over the stern.
26. Superstructure
The superstructure should be designed as narrow as possible, with a small

wheelhouse far from the sides to enable the operation under the flair ,
bow or stern of large vessels e.g. container vessels, without the risk for
damage on the tug or the assisted vessel. Also smoke stacks and fire
monitors should be as close to the centreline as practically possible.
Fig. 20 This sketch shows the need for narrow and central superstructure and wheelhouse,
especially for the handling of vessels with high flare.
27. Wheelhouse
The wheelhouse should be designed as small and compact as practicable,

in order to ensure the efficient use of a single control position layout. The
tug master should have as good view as possible from the steering
position minimum requirement is that the bow fender as well as the aft
corners are visible as well as the bow winch and aft towing hook or winch .
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March 2001
Fig. 21 The important lines of sight from the wheelhouse are to the bow fender and stern corners,
ideally to the winch and as much of aft deck as possible. Visibility upwards is also important
for tugs assisting high freeboard / high sheer vessels (see fig. 7).
Fig. 22 An example sketch of a single steering position wheelhouse layout, with walk -through
control layout. The helmsmans chair is installed on tracks to enable it to be moved out of
the way.
28. Control Layout
The azimuth propulsor controls should be positioned in a way to enable the

helmsman to easily concentrate on the tug operations, not on how to
handle his tug. The optimum solution is to place the control cabinets on
each side of the steering position. The distance between the cabinets
should allow the (possible) helmsmans chair to fit between them, but the
distance between the propulsor controls should be kept between 55 cm
and 65 cm.
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March 2001
55 ...65 cm
Fig. 23 A typical single steering position layout with a walk-through control layout. The distance
between the azimuth propulsor controls should be 55-65 cm.
PROPULSOR ROOM SPACE

29. Propulsor Room Space
There should be enough internal height in the propulsor room to allow for
installation as well as maintenance of the units. Recommended is a height
of 200 300 mm above the units. A separate bolted-on maintenance hatch
can be installed above the unit if enough height is otherwise not available.
The Steerprop Azimuth Propulsors are designed to be as short as possible,
i.e. the internal height requirement is minimised and thus the units are
suitable also for low deck heights.
MAIN ENGINE
30. Main Engine Choice
The propeller and main engine should be chosen together in order to

ensure that there is enough of torque available even in negative water
inflow to the propellers. If not, there is risk for engine overload and
stalling in a critical phase of ship handling.
ESCORT TUGS
31. Special Requirements
In order to improve the escort capability of a standard stern drive tug

design. The main requirement is stability. A minimum metacentric height
of 3 m is recommended.
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March 2001
Maximum obtained towline in indirect arrest is dependent on the positions

of the azimuth propulsor, the tow point and the centre of effort of the
underwater part of the hull. For more information please contact Steerprop
office in Rauma.
EXTERNAL CONNECTIONS
32. Electricity
The Steerprop propulsors require an external feed of electricity for the

control, for the display and emergency steering as well as for the alarms.
The system is of 24 V DC type and the electricity is required to the control
cabinets, normally situated in the engine room.
The electricity demand is approx. 300 W for the primary steering, approx
100 W for the emergency steering and display and approx. 50 W for the
alarms.
The electricity feed is required to be continuous with a battery backup.
33. Cabling
The controls will require three cables for each propulsor to be drawn
between the wheelhouse control stand and the engine room / propulsor
room. There is one cable for the main control, one for the emergency
control and display and on cable for the alarms.
34. External Tanks
The Steerprop propulsors require a shaft seal tank of approx. 20 litre

capacity for each propulsor to be installed in the propulsor room. For units
with hydraulic steering (normal for stern drive tugs) a hydraulic unit -
comprising required tanks (capacity 60 100 litres), filters, valves and
coolers need to be installed close to each propulsor . The unit is
delivered as a part of the Steerprop delivery. The hydraulic unit need to be
connected to the propulsor with 6 pipes between the propulsor and the
hydraulic unit and 5 pipes between the hydraulic unit and the propulsor.
35. Cooling
The Steerprop units are equipped with coolers that need to be connected
to a cooling water system (fresh or sea water) the water capacity need is
100 200 litres/min, depending on propulsor size and power. These values
are for an input water temperature of +32 C.
19
Steerprop Ltd.
P.O. Box 217
FIN-26101 RAUMA
Finland
e-mail: [email protected]
phone: +358 2 8387 7900
fax: +358 2 8387 7910
w w w . s t e e r p r o p . c o m

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com or call 0871 8732404

DESIGNERS' CHECKLIST No. 1

For more details visit www.marinemegastore.com or call 0871 8732404 1

For more details visit www.marinemegastore.com or call 0871 8732404 2

This checklist is compiled in order to enable designers with no or little

The list is based on a the experience of supporting naval architects,

For more details visit www.marinemegastore.com or call 0871 8732404 3

Typical maximum length of a harbour/ship-handling tug is approximately

2. Main Dimension Ratios

Typical main dimension ratios for stern drive tugs are

3. Main Particular Estimate

The stern profile need not to be S-formed, as there is no need to, or

The transom should be designed with as little immersion as possible, as

An immersed transom should be cut off at approximately 45 to the

WEIGHT, HYDROSTATICS, STABILIT Y

Typical metacentric height for a stern drive tug is approximately 1.5 m.

11. Trim and Draft

At least the trim of a tug should be possible to be altered to improve the

Minimum recommended mounting adapter height is 300 500 mm at the

13. Navigation Mast

The mast needs to be stiff enough and possibly supported to reduce

14. Shaft Bearing Supports

The Steerprop propulsors may be installed in several different

Small Bolt-in Mounting Cone

Large Mounting Adapter

The use of a large mounting adapter allows the complete propulsor to be

18. Distance between the Propulsor Units

In order to improve the overall performance, especially the

The tug beam should be designed to allow the required units to be

19. Propulsor Tilting and Heeling

A tilt of 2 3 is recommended to improve the hydrodynamic efficiency of

Tooth Coupling and Flexible Coupling

This is the shortest possible intermediate shaft installation, where the

If a short shaft without bearings is preferred a possibility is to use a so -

Carbon Fibre Shaft

A novel solution for straight shaft installations is to use a large diameter

Single Cardan Shaft

angles, a minimum of 1 is normally required to ensure that the joint

Typical ASD Intermediate Shaft

The typical intermediate shaft arrangement on a stern drive tug comprises

21. Shaft Angle

The height difference between prime mover flywheel and azimuth

22. Cardan Joint Phasing.

In order to improve the performance and lifetime of the cardans as well as

24. Aft Deck

The stern corners should be rounded with a large radius, enabling

Fig. 19 A good stern deck has large-radius rounded corners

25. Towing Hook / Aft Towing Winch

If the tug is equipped with an aft towing point / hook it should be

The superstructure should be designed as narrow as possible, with a small

The wheelhouse should be designed as small and compact as practicable,

28. Control Layout

The azimuth propulsor controls should be positioned in a way to enable the

PROPULSOR ROOM SPACE

The propeller and main engine should be chosen together in order to

In order to improve the escort capability of a standard stern drive tug

Maximum obtained towline in indirect arrest is dependent on the positions