Armon handed over the first of the new vessels, Union Coral , in September and the tug made its debut in Antwerp on the 20th.

The second tug Union Pearl waslaunched just three days earlier and will be completed in January next year, with Union Ruby following in May and Union Emerald in September.

The tugs are well-equipped shiphandling tugs of the azimuthing stern drive type, incorporating a full raised forecastle and heavily fendered bow. This configuration will allow the tugs to work in the exposed Schelde estuary with the largest ships frequenting the local ports. In keeping with the two original vessels, Union Coral is 33m in length overall, with a breadth of 11m and maximum draft of 5.60m. Those dimensions give the tug a gross tonnage of 497t. The hull is of double chine construction with a large central skeg aft and an underwater shape giving good water flow to the propulsion units. Tank capacities include fuel tanks to accommodate 245m3, fresh water 33m 3, ballast water 30m 3, and 40m 3of fire fighting foam compound. All four vessels will be classed by Lloyds and, unlike their predecessors, will be equipped to meet the FiFi 1 requirements for fire fighting.

One of the main URS requirements for this class of vessel was a bollard pull of 65 tonnes, pulling ahead and 60 tonnes astern and excellent manoeuvrability. This is achieved by means of two fully azimuthing Schottle SRP 1515 FP propulsion units powered by a pair of ABC type 8 MDZ 4-stroke diesel main engines generating a total of 5,028bhp (3,700kW) at 1,000rev/min.

Power is transmitted to the propulsion units via Twin Disc 3000-6-HD slipping clutches affording precise control at slow speeds and during fire fighting operations. Unlike the two preceding vessels, Union Diamond and Union Sapphire , no bow thruster has been fitted.

Three auxiliary engines are installed. Two Scania DS9 95M 03 0 diesels rated at 196kW drive Stamford alternators with a capacity of 180kVA, supplying 3 x 380V at 50Hz for the tug's main electrical system.

A smaller harbour set, also a Scania-Stamford combination supplies 90kVA for in-port and emergency use.

The main FiFi 1 fire fighting installation is supplied by two main engine driven pumps and step-up gearboxes manufactured by Kumera Norgear-Marine.

Two high level monitors are installed on a gantry above the wheelhouse. One is a water-foam monitor of 1200m 3/hour capacity at 12 bar and the other a water only installation of the same capacity. Both were supplied by Jason in Norway and are remotely operated from the wheelhouse. A water-spray dousing system is provided to protect the superstructure and windows from heat whilst fire fighting.

On deck, the all-important towing gear includes winches fore and aft for shiphandling and towing at sea respectively.

Both winches are hydraulically powered units from Brusselle Marine. On the foredeck is a twin-drum winch type ASLH130.50/2-2-2, combined with an anchor windlass. The winch has a maximum brake load of 130 tonnes and a dynamic line pull of 44 tonnes at 10m/minute or a slack rope recovery speed of 50m/minute. Towlines from the forward winch pass through a specially designed 'Panama style' lead in the bulwarks, whilst the tug is shiphandling.

A single 'split-drum' winch, type SLH-130-50, fitted aft has an identical operating performance and is fitted with 'spooling gear'. Towlines from the aft winch pass through a substantial tubular fairlead on the working deck and the after bulwarks are cut-away to prevent chafing. Both winches are remotely controlled from the wheelhouse and are fitted with emergency stop and let-go facilities that can even be operated in a total blackout situation.

Also provided, at boat deck level, is a hydraulic knuckle-boom crane for handling towing gear and/or stores. The crane is a Palfinger PK 6500M BV1 with a safe working load of 940kg at 9.4m or a maximum load of 3300kg at 1m. In keeping with all major URS tugs the vessels in this new series are equipped to provide salvage services, including an external power supply, additional salvage pumps and welding and cutting gear.

The high-level wheelhouse gives the tug master good all round visibility from a single control position, comprising a two part 'walk-through' console.

Individual controls for propeller speed and direction are provided for each propulsion unit.

Navigational equipment fitted includes, a Robertson AP-9 Mk III automatic pilot, a Furuno GP-37 DGPS, a Simrad Gyro-compass, and a Racal-Decca Bridgemaster 252/6 radar system. The echo-sounder is a Skipper GC-80 and a Raytheon 631 Raychart system is also fitted, along with a Navtex Nav-5 and AIS MT-1 UAIS transponder by McMurdo. Communications equipment has been supplied by Sailor and includes one HC-4500 radio, two RT-4822 VHF sets with DSC and two SP 3110 handsets.

Fully air-conditioned accommodation is provided for a maximum of nine persons in three single and three double cabins - all above the waterline.

Three cabins are located immediately beneath the wheelhouse and the remainder, with the galley and messing facilities in the forecastle.

Provision is also made for housing and drying work clothes and adequate storage for dry and refrigerated supplies.

URS has, in its own words, embarked on an ongoing 'growth' programme for its fleet and are constantly seeking means of improvement. The company is investing heavily in new vessels with high manoeuvrability, in new state-of-the-art equipment and in new technology for smooth communication. Prior to the arrival of Union Coral the URS fleet operating in Antwerp and the Schelde ports totalled 30 vessel and included 11 vessels with ASD propulsion systems, 4 modern 'Combi' tugs, 7 Voith tractors and 8 conventional screw tugs. It is likely that as this new series of 65 tonnes bollard pull ASDs enter service disposals will be made and changes in vessel deployment to ensure that the most appropriate tugs are in the various operational areas.