Contents

Definitions of Tugs
History of Tugs
Developments
Business Level Search
Managements Activities

Company Interwiev
Presentation of Research Findings and Evolution

Conclusions

References

LITERATURE REVIEW
Field Level Search
Definitions
THE TUGS

It is a vessel between 80’ and 120’ in length and of 750 to 4,000 horsepower.It may be single screw or twin screw.It may have a Kort nozzle, and may even have flanking rudders.However,there is one sure way you can tell if it is a harbor tug:The mast will be bent and the visor around the wheelhouse will be dented.
The description that the captain gave was accurate enough,eventhough it was very general.Most harbor tugs would fall into this range of characteristics and his reference to the bent mast and dented visor is also accurate.These battle scars are the inevitable consequence of working in close quarters situations.
Most tugs are intended for general towing service,but appearance of some may indicate a specialized service for which they were originally intended of for which they were once employed.Railroad tugs have high pilothouses to give visibility over the loaded car floats.Canal boats have low wheelhouses and short stacks to enable them to pass freely under low bridges.tugs designed for shipwork have narrow wheelhouses and masts that can be lowered easily to avoid damage when working under the flare of the ship’s bow or overhang at its stern.However, the need for tugs to do shipwork increased in recent years,and it is not unusual to see tugs built for different services working side by side while docking ships.
As the tug captain quoted above implied, the tugs assisting a ship are likely to be a diverse lot and will in all probability have different handling qualities and capabilities.These are important for the shiphandler or pilot to know. Principal among them are the following factors:
1.The size and shape of the tug’s superstructure,which could prohibit the tug from working near the extreme ends of a vessel because of the flare at the bow or overhang at the stern;
2.The tug’s power, both ahead and astern;
3.The tug’s maneuverability and handling characteristics.
The first two factors cited are beyond the shiphandler’s control, but he should be aware of any limitations on the use ofthe tug that they might impose.The last factor is likely to be the pilot’s principal concern.His understanding of the tug’s handling qualities and capabilities in this respect is essential if he is to use them to the best advantage.For those who are not familiar with the handling qualities of various types of tugs employed in shipwork, their capabilities and limitations are discussed below.
Single-screw tugs probably outnumber all other types of tugs combined that are used in shiphandling , and many of the have been around for quite a few years.There are good reasons for this.Tugs are durable because they are sturdily built to withstand the frequent heavy contacts that are inevitable in this kind of work.Also, many of them have spent most of their lives in fresh water which is much kinder to a vessel than salt water. Also the demands of harbor work are usually not severe, and older equipment unsuitable for more demanding employment can be used in shipwork.
The limitations of the single-screw tug are fairly obvious.it can not maneuver as readily as as a twin-screw vessel,which can turn about in its own length by working one engine ahead and the other astern. Many of the maneuvers of the new generation of tugs are simply beyond its capabilities.
If a single-screw tug is required to turn in a short radius, it must “back and fill” by alternately coming ahead with the helm turned hard over and then going astern on its engine. It will also turn far more readily in one direction than it will in the other because of the torque effect of the tug’s propeller when it backs. This will be turning to starboard in the case of a standart right-hand rotation propeller because while backing down the stern will walk to port. Most single-screw tugs do not steer well when going astern, and can be difficult to control if they are reqired to back a long distance.
In working alongside a sip, a tug may have to press heavily against the vessel in order to get into position when required to push or back at right angles to the ship’s side. This can be a disadvantage,especially if the ship is of light draft. Since some of the older tugs are quite narrow they are slow to turn. Their lack of beam can also make them susceptible to capsizing when working on a towline or when using a quarter line alongside, especially if the ship has too much way on.
If they are required to back for an extended period of time, it is likely that a single-screw tug will require quarter lines or stern lines to maintain position. This is brought about because the effect of the torque of the tug’s propeller will cause the tugto swing out of position even if the wind, current, or the vessel’s movement ahead or astern does not.
Unless the avarage single-screw tug has been repowered, few of the older boats have more than1,600 horsepower, and many of them have much less. These smaller tugs may not have adequate power to handle the large vessels that now call at our ports, although 1,600 horsepower is usually enough power to handle vessels in the 30,000 to 40,000 DWT range.
In spite of these shortcomings, once single-screw boats are properly made up alongside the ship they can be just as effective as other tugs, especially if they are primarily required to push. More lines, however, may be needed tohold them in position, especially if the chocks on the ship are poorly placed. Finally, the single-screw tugs are generally preferred to twin screw and other more modern types of tugs for assisting submarines since their underwater configuration is unlikely to damage the outer hull of the submarine.
Twin-screw tugs are gradually replacing the single-screw vessel. Most of the new vessels used in shiphandling are of this configuration. Many are quite powerful, in the 3,000-4,000 horsepower range, and are capable of handling the largest ships entering our harbors. Some tugs that are used overseas to handle VLCCs and ULCCs may have as much as 6,000 horse power installed. Aside from the fact that it is convenient to install two engines to achieve a higher aggregate horsepower and provide backup in the case of the failure of one engine, the real advantage of twin-screw tugs is their exceptional maneuverability. When working a ship they can shift position readily, work handily in confined spaces,and can stay in shape without pressing heavily against the vessel. However, on a horsepower-for-horsepower basis, discounting their mobility,they may be at a disadvantage compared to a single-screw tug since single-screwpropulsion is normally abult 20 percent more efficient than a twin-screw installation of the same aggregate horse power.
If a ship is dead in the water and a twin-screw tug is required to back,the torque effect of the counter-rotating propellers will nullify each other, and the tug will back straight. However, if the ship is moving ahead or astern, or if teher is muchwind or current, the tug will only be able to maintain positionat right anglesto the ship by”twin-screwing,” i.e., by backing on one engine while maneuvering ahead on the other with the helm turned in the appropriate direction. Its backing power will naturally be less tahan half of its full astern capability on both engines. In the event that more backing power is required,the twin-screw tug will be obliged to use a stern line same as a single-screw tug.
The shiphandler should also bear in mind that most tugs,single or twin screw, deliver much less power when backing than when coming ahead on their engines.
A new generation of harbor tugs has appeared with capabilities that the conventional tugs of either single- or twin-screw configuration do not possess. Tugs that are fitted with flanking rudders, or steerable Kort nozzles, and to the propeller-steered tugs that have proven successful in Europe.
The characteristics that distinguish this new generation of tugs from the conventional tugs are their ability to steer when maneuvering astern, and to maintain position when backing without having to rely upon a stern line or quarter line to stay”shape.” The propellersteered tugs also have the additional advantage of undiminished backing power.
Flanking rudders are installed ahead of tug’s propeller. There are usually two of them for each propeller and they function independently of the rugular rudders. They are used to direct the water flow when the tug’s engines are backed,permitting the tug to maneuver when going astern. Both single- and twin-screw tugs may be fitted with flanking rudders.
Naturally the handling characteristics of single- and twin-screw vessels with flanking rudders will differ considerably. The twin-screw tugs are quite maneuverable and can be walk sideways by working one engine ahead and the other astern, with the backing engine’s rudders turned outboard. The term applied to this action is referred to as flanking, and the rudders derive their name from the capability.
Although single-screw tugs with flanking rudders cannot be flanked like a twin-screw tug, they nevertheless can turn in a very small area since the flanking rudders can be maneuvered to continue the swing when the engines are backed. However, single-screw tugs can maintain their position when backing their engines during shipwork without having to use stern line. This is, of course, provided the ship is not moving at excessive speed.
Flanking rudders are usually installed in conjunction with Kort nozzles.The Kort nozzle is generally conceded to increase the propeller thrust ahead by up to 40 percent. The backing power, however ,is substantially lessthan its pushin power. Nozzles and flankingrudders of both twin- and single-screw configuration have proved most successful.
The steerable Kort nozzle consist of a movable Kort nozzle that is controlled by the steering gear and directs the thrust of the propeller in the appropriate direction. It fufils the functions of a rudder when moving ahead or astern. It is not quite as handy as the flanking rudder since the helm must be turned the opposite way, when maneuvering from ahead to astern, in order to maintain the direction of the tug’s swing . The steering gear itself must be more powerful than conventional steering gear because of the weight of thenozzle, and it sometimes responds slower than a conventional rudder for this reason. The Kort rudders are mostly used in single-screw configurations.
PS(Propeller-steered) tugs have enjoyed a fovorable reputation in Europe for many years. This is because of their excellent maneuverability, their capability to stay in position when backing,and the fact that their backing power is equal to their pushing power.
These tugs differ considerably from conventional tugs since they are steered directly by their propellers rather than using rudders to direct the propeller wash. Several different types of propulsion systems are used to power these tugs. The most common ones in europe are the Voith-schneider, which utilizes a cycloidal propeller; and the schottel drive ,which employs a conventional propeller driven by a right-angle drive from vertical shaft---much like an outboard motor. The propeller can be turned through an arc of 360 degrees to provide steering and reversing.
There are several other systems that are similar to the schottel drive---the Z drive and the harbormaster units both manufactured by Murray&Tregurtha in this country are good examples of these.
PS tugs, Whether they are single- or twin-screw types, usually conform to one of two basic configurations---pusher tugs whose propellers are located aft, and tractor tugs that have their propellers located forward of midships.
PS pusher tugs respond similarly to conventional tugs since their propellers are located in the same approximate position.This type of tug can, of course, maintain position when making, and can even push effectively when lying flat alongside a ship since the propeller can direct its force to the side. Its backing power is undiminished since propeller is simply turned so that the thrust is directed forward.
The tractor tugs derive their distinctive name from their principal method of employment. They are designed for pulling and are much less likely to capsize than conventional tugs when doing shipwork on a towline. This is due to the forward location of the propeller. They are pretty versatile however, and work equally well ahead or astern. In fact, they usually work stern first when required to push against a ship. Incidentally, capesizing is probably the principal hazard to tugs doing shipwork, and this usually occurs when towline work is being done.
The underwater configuration of propeller-steered tugs is often quite different from that of conventional tugs since some type of lateral plane is necessary to provide directional stability. A skeg or fin keel usually fulfills this function. The location of this appendage depends upon the position of the propeller.
There is apparently no difference between the Voith-Schneider, Schottel drive, Harbormaster, and other systems with regard to their functional ability and maneuverability. But the Schottel drive and similar systems have an advantage over the Voith-Schneider system on the basis of bollard pull, especially if they are fitted with a nozzle, as is customary.
For towing companies and other marine operators the principal consideration is economic, and the expenditure for equipment is only justified if there is adequate return on their investment.

EVOLATION OF TUG TYPES Type of Tug * Single Screw Conventional * With flanking rudders and Kort nozzle * With Kort rudder * Twin Screw Conventional * Propeller-Steered Pusher type * Tractor type | Advantages * Low costs, i.e., Construction and maintenance; effective when maneuvering ahead or pushing * Excellent power ahead; good maneuverability, ahead and astern; can work without a stern line * Same as above, except in maneuvering, it is slightly inferior * Excellent maneuverability; steers well astern * Power good to excellent depending on whether or not Kort nozzle is installed; maneuverability excellent ahead and astern; backing power undiminishined; no stern line required when working ships * Same as above, except it is superior for towline work | Disadvantages * Maneuverability only fair;backing power about one-half of power ahead; poor steerage astern;requires stern line when backing during shipwork * Backing power one-half of power ahead; Costs more to operate * Same as above * Costs more to operate; may require stern line for shipwork in backing * Most costly to operate; tends to roll a lot when propeller thrust is directed to the side * Same as above, except it is more suited to towline work and will usually push against a ship stern first |

History TUGBOAT’S HİSTORY

* March, 1802 | The first towing vessel, Charlotte Dundas, makes a successful trip. | | | * 1817 | The first reference to the word tug. This is the name given to a small towing vessel built in Dunbarton as a ship assistant. | | | * 1860 | Moran Towing was founded in New York. | | | * March, 1861 | During the Civil War, the Union army employed tugs to save Fort Sumpter. | | | * December 13th, 1864 | More tugs are used by the Signal Corps to direct fire upon forts along Georgia rivers and Hampton Roads, Virginia. | | | * July, 1864 | Rear Admiral Lee sends the tugboats Belle, Martin, and Hoyt, fitted as torpedo boats, to Commander Macomb, commanding Union naval forces off New Bern, North Carolina. | | | * 1889 | Foss Maritime is started up with the purchase of a single steam launch. | | | * May 15, 1915 | In Waterford, New York, the Tug Schenectady was the first vessel to enter the Waterford Flight of Locks, marking the opening of the new Erie Canal from Waterford to Rexford. | | | * 1939 | Little Toot, by Hardie Gramatky, is first published. It is a children's book about a little tugboat. It has been reprinted numerous times. | | | * July 19th, 1942 | The steam tug Keshena is sunk by a mine off the Outer Banks while assisting two tankers that had been attacked by U-boats earlier. | | | * May 10, 2001 | Tug Bay Titan sinks in the C&D Canal with loss of life. | | | | | * January 18, 2006 | Tug Valour sinks off the coast of North Carolina with loss of life. | | | | | * June 13, 2007 | Tug Huntington, an historic Norfolk, Virginia icon and towing industry standard was moved from its Nauticus berth in Norfolk to the Palm Beach Maritime Museum in Palm Beach, Florida. | | | * 2008 | Foss Maritime build the first hybrid powered tug in America. | | | * April, 2009 | The world's first "facet tug," Ruth M. Reinauer was delivered by the Senesco Shipyard in Kingston, Rhode Island. A facet tug is built entirely of flat steel with multiple chines replacing shaped steel. This design means that smaller shipyards can build bigger tugs at less cost. |

Business Level Search a) Marketing b) Operations c) Finance
An essential role of tug management is to ensure that proper charges are made for the service, invoicing is carried out speedily, and revenue recieved with minimal delay.The tugboat authority or the port organization should use effective modern techniques, including computer-generate at billing, to achieve this. Gone are the days when pilot used to call at shipping agency offices and collect their payments in cash (usually three months late.)
Managements Activities

a) Planning

Planning means looking ahead and chalking out future courses of action to be followed. It is a preparatory step. It is a systematic activity which determines when, how and who is going to perform a specific job. Planning is a detailed programme regarding future courses of action. It is rightly said “Well plan is half done”. Therefore planning takes into consideration available & prospective human and physical resources of the organization so as to get effective co-ordination, contribution & perfect adjustment. It is the basic management function which includes formulation of one or more detailed plans to achieve optimum balance of needs or demands with the available resources.

Here’s an example of planning in a “Cruise” tugboat;
When people talk about taking a sea voyage, they are often referring to a cruise ship. However, cruises are not the only way to traverse the open sea. There are other ships that can also provide an enjoyable journey and one of them is the tugboat. Tugboats are used much how tow trucks are used for cars. They are very powerful since they are designed to push or pull other ships when those vessels are unable to move themselves. Planning a tugboat voyage can be challenging since they are not as common for travel but you can still enjoy the experience.

b) Organization
Organizing is the function of management which follows planning. It is a function in which the synchronization and combination of human, physical and financial resources takes place. All the three resources are important to get results. Therefore, organizational function helps in achievement of results which in fact is important for the functioning of a concern. According toChester Barnard, “Organizing is a function by which the concern is able to define the role positions, the jobs related and the co- ordination between authority and responsibility. Hence, a manager always has to organize in order to get results.

c) Implementation
Process Improvers gladly will arrange for a result oriented implementation of plans for improvement. We can do this in an interim management or project management role. We always keep the people that will be executing the processes in mind. They will naturally be coached towards better results in an efficient and humane manner.
Process Improvers’ approach is characterised by their practical method of operation. All our people know the logistic world from personal experience. That allows us to explain our plans not only in the board room but also to the forklift truck drivers in the warehouse.
Process Improvers makes specific agreements regarding the scope, time frame and financial aspects of the assignment.
d)Control
Controlling is the function of evaluating the organization’s performance to determine whether it is accomplishing its objectives. Controlling consists of verifying whether everything occurs in confirmities with the plans adopted, instructions issued and principles established. Controlling ensures that there is effective and efficient utilization of organizational resources so as to achieve the planned goals. Controlling measures the deviation of actual performance from the standard performance, discovers the causes of such deviations and helps in taking corrective actions In tugboat, a programme of close co-ordination and communication with operators of tugs. Tug operators assisting the vessel must at all times be under the control of the pilot.The master, upon the advice of the pilot shall determine the number of tugs to be employed but the port authority may stiplate a minimum number. The pilot shall determine the positioning, speeds and how the tugs are to be made fast.

e)Management Topics
Is the process of assuring that competent employees are selected ,developed, and rewarded for accomplishing enterprises objectives.

Company Interview

UZMAR(UZMANLAR DENİZCİLİK SAN.VE TİC.LTD.ŞTİ)

COMPANY'S PROFILE

-UZMAR has been established 1984 by captain altay altuğ.

-Captain altay altuğ was head of the pilot in aegean izmir port.(turkish maritime organizations)

-After he had been retired,he established uzmar

-After the company has been esatablished,Captain altay altuğ consulting for many shipping companies.

-By the way Captain altay altuğ keep going to consulting for new coastal marine companies.2

-He was created his team then they began working in Akçansa-Çanakkale cement factory

-In 1993 company began to work consulting service in aliağa nemrut cove and continue that service.

-They bought first tugboat from netherland then he began to produce they own tugboat in tuzla.

-Not only they produce they own filo but also exported to the foreign country.

-In 2006 they have been established they own shipyard in İzmit/Kocaeli.

COMPANY'S INDUSTRY POSITION

-The company is one of the monopolistic company in turkey.They don't have a competitive firms like UZMAR.The market has companies like UZMAR but like import,export not really tugboat service.Tugboat and pilotage service is compulsary publice service.That public service who need his own ship at sea but she's need a come to the port with help.That help is tugboat service.****

Organization Chart of
UZMAR

Head Office IZMIT-KOCAELI
Izmir-Pasaport-Konak Shipyard

Tug Boat Pilotage -Çanakkale -Nemrut

Two Fundimental Functions

The Secondary functions;
a)Sea Polluted(oil, petrol, gas)
b)Emergency Team(new investment[Çanakkale-Nemrut])

Tugboat:A tugboat (tug) is a boat that maneuvers vessels by pushing or towing them. Tugs move vessels that either should not move themselves, such as ships in a crowded harbor or a narrow canal

Pilotage:Pilotage is the use of fixed visual references on the ground or sea by means of sight or radar to guide oneself to a destination, sometimes with the help of a map or nautical chart. People use pilotage for activities such as guiding vessels and aircraft

Sea polluted:The UZMAR'S one of the functions helping to the sea pollution.For example,if ship could have damaged or sank vessel's call to like UZMAR companies for help or not a ship but people who saw the sea pollution.Because some situations going to be really damageable like oil,patrol,gas,chemical products mix in sea.

Emergency Team:The UZMAR'S other function is help in emergency situation.For example,Incase the ship sinks,clashes with another ship or when equipment of the ship gets damaged they call the emergency support team and ask for help,this group asks for help.

ORGANIZATION-(IN HOUSE)

-They have all the license like ISO-9001-2001-ISPS
-They have technical department like ship maintance periodic service.
-Before the ship arrive to the port,they have to call port service 24 hours ago,if the cargo is dangerous the ship has to call 48 hours ago.

VESSEL-------(Call)------PORT SERVICE--------UZMAR
-port confirm then uzmar included the job.
-ordino(order) is the document taken from part.
-If the foreing vessels capacity over the 500 gross tonnage they have to use tugboat service.if the turkish vessel capacity over the 1000 gross tonnage,they have to use tugboat service.

S.W.O.T Analysis
INTERNAL
Strength
-They are really famous brand in turkey.
The bes firm in turkey about tugboat shipping.
-Trustworthy
-They have strong high-quality equipment.
-Employers have a lot of experience.
-They have succesful pilot captain.
-Companie’s department of human resources is good at work.
They have the biggest filo in turkey.
-Tugboat’s are technological and highly flexible assets.
-They produce their own tugboats.
Weakness
-Company couldn’t become “completely” public company, so they’re still family company (%85 public company). EXTERNAL
Opportunities
-Uzmar is the only company in the sector. They have no competitor.
-They have most powerful tugs in Turkey.
-Company is still growing.
-They have technologic equipment.

Threats
-This company is monopolistic company in sector. So, this seems like good by actually, if they can’t handle with technology they can lose all their business and authority.
-The government fixes cost in this sector.There are quotas and barriers.

Conclusions
Tugboats are one of the main characters of the maritime business life.We can’t imagine a port without tugboats or pilotages.In this business, most important things are technology and target marketing. Especially in Turkey, there is only one company (UZMAR) in this sector. This is good either bad for them.