The new tug is a versatile and well equipped vessel capable of providing a wide range of services at oil and gas terminals and with the ability to operate offshore. Considerable thought has been given to pollution control activities and Garibaldo is fitted with a comprehensive kit of oil skimming and retrieval equipment. The tug is classed Lloyds +100A1 TUG +Escort +LMC +Fire Fighting 1 (2400m/hr) +Oil Recovery vessel (Unrestricted Service). Among the duties listed in the specification are included;

oil and gas tanker escorting;

shiphandling at terminals and ports; fire fighting and standby;

oil pollution and recovery; deck cargo and fuel supply to rigs and offshore terminals.

Garibaldo was constructed in China at the yard of Guangdong Hope Shipbuilding Industry Ltd and is one of a pair of vessels built to a standard design, with a third planned. An option was also taken on the second tug but as yet has not been exercised.

A tug of 38m in length overall, 11m in the beam and 4.2m draft, Garibaldo is heavily built with a 'full one deck high' forecastle and substantial fendering at the bow, stern, and forward quarters.

The afterdeck is reinforced for anchor handling and cargo transportation and is equipped with 12 'quick locks' for securing three standard ISO containers.

Protective cargo rails are fitted along with a stern roller and 'sharks jaw' line handling gear for anchor handling.

Internal tanks can accommodate 140m 3of fuel oil, 87m 3of potable water (including aft peak tank), 17m 3of fire fighting foam, 17m 3of chemical dispersant and 205m 3of recovered oil. The dedicated oil recovery tanks are fitted with stainless steel heating coils capable of dealing with heavy oil.

Garibaldo is powered by two Caterpillar 3516B main engines, generating a total of 4,960bhp at their maximum continuous rating of 1,600rpm. Power is transmitted via 'cardan' shafts to a pair of Schottel SRP 121FP propulsion units. This arrangement gives the vessel a bollard pull astern of 60 tons and 58 tons ahead and a maximum free running speed on trials of 13 knots. Manoeuvrability is enhanced by means of a Schottel ST 110 electrically driven bow thruster rated at 250bhp.

Electrical power onboard the tug is supplied by two Caterpillar 3406 diesel generating sets, each with rating of 245kW at 380/3/50 volts 3-phase. One smaller auxiliary generator, a Caterpillar 3054 of 45kW, is installed for harbour or emergency use.

The external fire fighting system, installed to meet the vessel's FiFi 1 requirement, is supplied by two centrifugal pumps of 1,308m 3/hr capacity.

One is driven by the starboard main engine via a step-up gearbox and the other by an independent Caterpillar 3412E diesel of 720bhp running at 1,800rpm. Both pumps are driven through hydraulically operated clutches. Two remotely controlled monitors, mounted above the wheelhouse roof can each deliver water or foam with capacities of 1,200m 3/hr for water and 300m 3/hr for foam.

A self-protection water spray system is also installed to meet class requirements.

Towing gear includes a Plymsol combined, hydraulically driven, anchor windlass and single drum towing winch on the foredeck for shiphandling and escort work. The winch has a maximum brake holding load of 150 tons and a drum capacity of 110m of 80mm diameter manmade fibre towline. When shiphandling the towline passes through a 'Panama' type lead mounted above the forward bulwarks but when escorting, the towline passes down through a hawse pipe to a 'lower towing point' in the vessel's stem, thus improving stability in the indirect towing mode of operation.

For towing over the stern and anchor handling, a twin drum waterfall winch is fitted aft, also manufactured by Plymsol.

The upper drum, equipped with spooling gear, is used for towing and the lower drum for anchor handling. The drums are fitted with hydraulic actuated brake bands and a jaw clutch on the pinion shaft and have a maximum static brake load of 180 tons at first layer. Both drums have a capacity of 800m of 52mm diameter steel wire rope or 220m of 80mm diameter manmade fibre rope.

The pollution control equipment fitted aboard Garibaldo includes a skimming system that can be set up on the portside, which includes a boom controlled by a hydraulic crane configured to form a 'sweeping' loop that can trap surface oil blown by the wind or as the tug moves slowly forward. Any trapped oil is then retrieved by a self-propelled Lamor Minimax 60 skimmer.

Deck connections and a complex manifold system allow the recovered oil to be pumped into the dedicated tanks previously mentioned.

Fully air conditioned accommodation is provided for a total of nine crew in three single-berth, two two-berth and one four-berth cabin. Fitting out is to a good standard and facilities include a ship's office, galley, mess room, wash room, a laundry and adequate dry and cold storage spaces. The wheelhouse is well appointed, with the captain's chair mounted on rails between two long control consoles. This arrangement allows the tug master to work facing aft or forward to suit the task in hand, with most of the vital propulsion, winch and communications controls within easy reach.