This latest vessel is the first of the new 'Sanmar Eskort' series of tugs built to the RAmparts 3000 design from Canadian naval architect Robert Allan Ltd.

The design is intended for the economical series production of a highly efficent ship-assist/ terminal tug with excellent manoeuvrability, sea-keeping and stability characteristics.

An important feature is the safe operation by a small crew, supported by a high level of machinery automation.

A flexible approach to accommodation design allows careful customisation aimed at satisfying each individual operator.

Sanmar has become increasingly successful in the field of series production and now produces vessels to four Robert Allan designs. It has become common practice for this family run business to add such vessels to their own operational tug fleet and offer them for immediate delivery to other operators. With the completion of this first Azimuthing Stern Drive (ASD) vessel, Sanmar has taken a considerable step forward and consequently entered a much wider market. The Istanbul based company embarked on the construction of two tugs of the new Sanmar Eskort series and this first vessel was sold to Rimorchiatori Sardi Srl prior to fitting out. Trials were carried out with the tug in the owner's livery but still bearing the name Sanmar Eskort but immediately prior to delivery the vessel was formally renamed Achille Onorato and reflagged amid great celebration. Work on the second tug in the series is well advanced and is due for completion during the first quarter of 2005.

Achille Onorato is equipped for shiphandling, tanker escort, fire-fighting, general towage duties and anchor-handling. The tug is 32m in length, with a beam of 11.60m and maximum draft of 4.79m. ABS classification is annotated; - ABS +A1 escort vessel, AMS: ABCU, FiFi 1:

Unrestricted Service. In keeping with other vessels of the RAmparts series the underwater configuration of the double chine hull is intended to afford a good flow of water to the propulsion units throughout the operational envelope and produces an excellent stern-first performance.

A long box keel and forward skeg enhances the vessel's handling characteristics when operating in the indirect mode and increases the steering forces generated during escort operations. The hull has a semi-raised foredeck and is heavily fendered at bow, stern and sides with heavy rectangular moulded rubber sections. A further horizontal, cylindrical, fender is installed in the bow at bulwark level.

Dedicated internal tanks can accommodate 196m 3of fuel, 105m 3of fresh water, 18m 3ofchemical dispersant and 18m 3of foam compound. Other tanks are provided for waste oil and sewage. A good-sized hold for towing gear and other equipment is located between the engineroom and propulsion unit compartment. The after deck has a maximum load rating of 5 tonnes/square metre and is capable of transporting three standard, 20ft, ISO containers.

A stern roller of 1m diameter and 3m in width, with a maximum safe working load of 131 tonnes, is installed for anchor-handling.

Main propulsion power is supplied by two Wartsila 6L26 main engines producing a total of 5500bhp (4050kW) at their maximum continuous rating of 1000rev/min. The engines are cooled by means of Bloksma box coolers and the exhaust system silencers are equipped with spark arrestors. Power is transmitted to a pair of Rolls Royce US 255 fully azimuthing propulsion units incorporating, four blade, controllable pitch propellers of 2600mm diameter. This propulsion system gives the tug a bollard pull of 70 tonnes and a maximum free running speed of 14 knots, with little change in performance from ahead to astern.

Electrical power is supplied by two Stamford alternators rated at 175kVa powered by MAN D2866 LXE diesels located in the centre of the engineroom.

A smaller Stamford 40kVa generator, driven by a Perkins 4GM engine, is installed as a harbour set and for emergency use. The engineroom is highly automated, in order to comply with ABS rules for un-manned machinery spaces, with computerised monitoring and alarm panels in the wheelhouse, engineer's cabins and mess room.

Achille Onorato is fitted with towing winches fore and aft, both supplied by Turkish manufacturer Data Hydraulics, with control hydraulics by Rexroth. The forward winch is used for shiphandling and escort duties and has facilities for use as a windlass to handle the vessel's own anchors. Its single drum has a brake holding capacity of 130 tonnes, a line pull of 45 tonnes, and dynamic self-tensioning capability.

The drum carries 150m of high-performance manmade fibre Superline Steelite UHMWPE towline from Marlow Ropes Ltd. In the bow the towline passes through a 'staple' type fairlead with a stainless steel lining.

A twin-drum winch aft has a similar performance and is used for anchor-handling and general towage duties. The drums accommodate two 52mm diameter steel wire ropes, a towline of 700m in length and a 250m general-purpose towline and work wire. Both drums have independent spooling gear and each is provided with a separate fairlead. A quick release tow-hook is mounted on the fairlead structure and a pair of hydraulically operated tow pins are located forward of the stern roller.

Fire fighting equipment aboard Achille Onorato meets the standards of FiFi1 and includes a self-protection dousing system.

A pair of remotely operated water/foam fire monitors, from Norwegian FFS Fire Systems AS (formerly Unitor), are . .

. . located on a platform at wheelhouse roof level. The system is supplied by two FFS type SFP250X350 pumps of 1200 and 1350m 3/h, driven by the main engines via Kumera FGEC-280 step up gearboxes. One pump has a larger capacity to provide additional supply for the dousing system.

Deck equipment includes a full outfit of lifesaving equipment to meet SOLAS requirements.

A davit on the boat deck, aft of the wheelhouse, is used to launch and recover a German built 'Hatecke', 4.5m fibreglass rescue boat. The boat is powered by a 15hp outboard motor and capable of carrying six persons. The davit was manufactured in Turkey by Gurdesan and can be power or manually operated. A second lifting drum enables the davit to be used to handle stores.

Specially fitted at the owner's request is a hydraulically operated 'knuckle boom' deck crane, mounted on the starboard side, adjacent to the aft winch.

The crane, built by local manufacturer Ozdortler, has a lifting capacity of 15 tonnes/m and is ideally positioned to assist with equipment on the after deck and aid access to the stowage hold.

Fully air-conditioned accommodation is provided for a maximum of 12 persons. Two single cabin and one double cabin house the Captain, Chief Engineer and two officers within the superstructure at main deck level. Eight crewmembers are housed below decks in two double and one four-berth cabin. Other facilities include a well-fitted mess room, galley, sanitary spaces, dry store, and a drying area for wet weather clothing. The accommodation is well lined with acoustic and thermal insulation where appropriate and heating is provided in the hold, engineroom and propulsion unit compartment.

The well-glazed wheelhouse gives the tug master excellent visibility and is accessible from within the accommodation or from the deck. A central control position has two longitudinal consoles, one either side of the 'captains' chair. Controls for the propulsion system, and winches fall easily to hand and the consoles also house the main machinery monitoring panels, navigational and communications equipment.

Two radars are fitted, an autopilot, two GPS sets, a chart plotter, echo sounder, speed log, gyro and magnetic compasses, and an AIS transponder - most of which was supplied by Simrad. Communication equipment meets the requirements for GMDSS Area 3 with radios by Sailor. A Mini-Com intercom is fitted and a self-powered internal telephone system.