Those recent acquisitions have resulted in a period of consolidation and the disposal of a number of outdated tugs.

A total of 240 tugs is now operated under the Svitzer banner in 24 countries. The new vessels are required as replacements for existing tonnage and to service new contracts in various parts of the world. Most will be delivered before 2006.

Svitzer Bristol is one of four tugs ordered by the tug owning group from the Spanish Shipyard Astilleros Zamakona S.A. of Viscaya. Two of these vessels were already on order when the main Svitzer building programme was announced. She is the first of a pair of identical vessels destined for Avonmouth. The second, Svitzer Brunel, will be delivered in September and the remaining pair is currently scheduled to join the Svitzer fleet in Liverpool a few months later.

Improvements in Svitzer's tug fleet in the Bristol area has been made necessary mainly by the increasing size and number of ships using the Royal Portbury Dock where tidal conditions can be difficult for some large vessels.

Svitzer Bristol is a tractor tug of 29.5m in length from the drawing board of Spanish naval architects Cintranaval S. l. The hull has a breadth of 11m, a depth (moulded) of 4m and a maximum draft of 5.9m.

A steeply sloping foredeck, typical of several new tractors from the same stable, gives the vessel a robust appearance and enhances its sea-keeping characteristics. Substantial protection is afforded at bow and stern by heavy fabricated rubber fendering. Protection at the sides and forward quarters is provided by four 'square-section' rubbing strakes of moulded rubber.

Dedicated tanks are incorporated for 130.85m 3of fuel oil, 80 cu/m of ballast, 27.4m 3of fresh water and 26.2m 3of foam. The vessel meets the requirements of Lloyds Register classification +100 A1 TUG IWS +LMC +NMS, FiFi class 1 with water spray.

This tractor tug design from Cintranaval is a popular one, produced by Spanish yards in considerable numbers. It has been constructed to accommodate Azimuthing propulsion units as in this vessel or where required Voith Schneider cycloidal propellers.

The sizeable superstructure on Svitzer Bristol carries a high, centrally located, wheelhouse giving the tugmaster exceptional all round vision. Two small funnels aft of the wheelhouse, at boat deck level, have large angled exhaust outlets and have little effect on the view of the winch and working deck.

Two Niigata 6L28HX main engines run at 720 rev/min (their maximum continuous rating - MCR) to produce a total of 4087 bhp. Power is transmitted to a pair of fully azimuthing Niigata ZP-31 propulsion units via programmable 'Nico-Omega' slipping clutches.

A spacious engineroom accommodates the main engines and auxiliaries. Both main engines also drive a powerful centrifugal fire pump via a Norgear/ . .

. . Kumara 2FGEC/280 'step-up' gearbox. The propulsion units are mounted, side-by-side, forward of amidships, with the main gear-casings located in a separate machinery compartment forward of the engineroom. Svitzer Bristol performed well on trials, producing a bollard pull of 58.5 tonnes at MCR and a free running speed of 12.3 knots.

The tug's electrical system is supplied by two Stamford generator sets, powered by Volvo TAMD 103 diesels, running at 1500rev/min. Each generator is rated at 225kVA and has an output of 415v at 50Hz.

A smaller Deutz powered harbour set of 44kVA is also installed. The main electrical switchboards are located in the forward end of the propulsion unit room. The onboard sewage plant is from Hamworthy and the air-conditioning plant by Frivasa.

Svitzer Bristol tows from a winch on the afterdeck, manufactured by Bi Kateak and equipped with a single 'split-drum'. The winch has a line pull of 12m/min at 30 tonnes and a brake holding load of 135 tonnes. One half of the 'split-drum' carries 110m of manmade fibre towline for shiphandling, and the other 350m of 44mm diameter steel wire rope for towing at sea. When in use both towlines pass through a massive tubular steel fairlead with stainless steel wearing surfaces. Located adjacent to the winch is a quick release tow hook for emergency use.

Other deck equipment includes a small Cytecma 4185c hydraulic deck crane located aft of the port funnel to handle stores and towing gear. An electrically driven windlass is installed on the foredeck to handle the vessel's anchors. A large davit, capable of powered or manual operation, is mounted on the forward superstructure to serve an inflatable rescue boat.

The tug's main fire fighting system complies with the FiFi 1 standard and incorporates a self-protection spray system for the superstructure and bridge windows. Two main engine driven Kvaener Eureka fire pumps, one of 1500m 3/min and one of 1200m 3/min supply a pair of remotely controlled Fischcon water/foam fire monitors located on the wheelhouse roof. The fire fighting system is supplied via a very conspicuous red painted fire main mounted externally.

In the wheelhouse the tugmaster controls the vessel from a central position between two consoles, allowing him to work with a Niigata unit controller in each hand. Each of the two controllers governs engine speed and unit orientation for its respective propulsion unit.

This arrangement enables the tugmaster to face ahead or astern, depending on the work in hand.

The navigational and communications equipment fitted is mostly by Furuno and includes two radars, an echo-sounder, electronic chart display, GPS and satellite compass. Radios comply with the requirements of GMDSS Area 1 plus Area 2, with two VHF sets with DSC and a SSB radio and an ICS Navetex.

Svitzer Bristol has comfortable crew accommodation with all the usual galley and messing facilities. Four single cabins are provided, each with an additional 'Pullman' berth for occasional use. In keeping with many other vessels in the Svitzer fleet, the tug will be manned whilst operating in and around the port by a crew of three.

The tug made the delivery voyage from Spain with a local Bristol crew and started work in the docks at Avonmouth and Royal Portbury almost immediately. With the arrival of this first new tug arrangements have already started to redeploy existing vessels between Bristol and elsewhere - leading eventually to the disposal of older and less suitable tonnage.

When all four tugs of this type are in place they will have a significant impact on the efficiency of the group's operations around the country.