4 - Kuwait Oil Company

shipyards strategically located all over the worldDamen carries out the mass production of standardhulls for certain popular vessel types. Damen Shipyardsoperates in many shipbuilding sectors and has becomea prominent and recognized shipbuilder throughout theworld.A Brief Look at Tugboat HistoryThe use of steam power to propel ocean vessels beganto make its way onto the world scene in the late 1700s,and by the early 1800s, riverboats were being fittedwith steam engines. The steam engine quickly becamethe most efficient and widely used way to propel boats.In March of 1802, William Symington of Scotland madehistory by fitting his patented steam engine on hispaddlewheel boat, which he had named the “CharlotteDundas.” By doing so, Symington had created theworld’s first official tugboat.On her maiden trip, the Charlotte Dundas, with her 10horsepower steam engine, carried 20 passengers andpulled two loaded barges 19 ½ miles along the Forth& Clyde Canal near Glasgow, Scotland. This six-hourtrip was the only journey she took. Canal proprietors,fearing she would erode the canal banks with thepaddlewheel, banned paddle wheelers on the canal.So, the Charlotte Dundas was left sitting where shestopped. Five years later, American Engineer RobertFulton brought the steamboat to North America.Though steamboats were initially used for passengercarry, the potential and profitability for towing wasquickly realized. In 1825, the Rufus King was builtspecifically for towing sailing ships into the New Yorkharbor. Within 10 years, towing operations were inports around the world assisting ships in and out ofharbors, rivers and canals. The fierce competition forassisting led to the additional practice of salvage work.By the mid 1800s, more and more freight was beingThe new tugboats that KOC is set to receiveDamen’s Martin de Bruijn presents C&MD Sami Al-Rushaid with aphoto of the new tugboatsmoved on the waterways, so the practice of usingbarges also came into use. To improve efficiency,ship designers began experimenting with other formsof propulsion. Screw propellers were adopted bytugs in the 1870s. Their metal blades provided muchmore power than paddlewheels. Iron and steel hullswere becoming more common. The size and abilityof tugboats began to support these new propellers.Companies then started building larger tugs andexpanding into ocean salvage work.When the diesel engine showed up on the shipbuilding scene, things were forever changed. Dieselwas lighter and cheaper to run and the boats neededfewer crewmembers. Although steam engine poweredtugs stuck around until the 1950s, by then most hadbeen converted to diesel.Both World War I and II brought a surge in tugboatbuilding and the need for them in the war efforts.By WWII, new upgrades in ship design, propulsiontechnology, communication and navigation equipmentfueled the tugboat business. There of course is always adownside. This modernization of the tugboat as well asother factors in the shipping industry led to the declinein the number of ships needed.Today, as few as two or three tugboats can maneuvereven the largest of ships in and out of harbors. Newapproaches to towing barges have allowed them tobe more effectively towed on the open seas. Tug andbarge operations can carry such large loads at cheaperrates that they can even compete with cargo ships. Yetdespite the decreases in tugs needed to do the worktoday, the builders are still building. Newer, bigger,stronger ships are always needed for the various river,harbor and ocean work. And the older, very well builttugs of yesterday are upgraded and refitted to do theirshare of the load as well.October - December 2012 43