The icebreaking tugboat Pur was put into operation. III. Port icebreaking tugs of the Udalets type. Technical characteristics of the Orion type tug
On April 18, the new icebreaking tug "Nadym" of FSUE "Atomflot" was launched at the production site of LLC "Cranship" in the city of Temryuk, Krasnodar Territory.
The tugboat, built as part of the Portoflot project, is named Nadym after the river that flows into the Ob Bay of the Kara Sea in Western Siberia.
According to the acting general director of FSUE Atomflot Mustafa Kashka, who took part in the Nadym launching ceremony, the vessel’s commissioning is scheduled for May 2018.
“The Portoflot project is reaching its completion stage. Its implementation is proceeding strictly according to schedule. The icebreaking tug Nadym is scheduled to be put into operation in May. The quality is not satisfactory, and the efficient operation of the tugboats “Pur”, “Tambey” and “Yuribey” clearly demonstrates the capabilities of Russian shipbuilders,” M. Kashka told reporters.
According to the press service of FSUE Atomflot, the multi-purpose seaport tug Nadym of the T3687 project has an ice class of Arc 6. The vessel's power is 6.4 MW. Speed in open water is 14 knots. Maximum draft - 6.71 meters, length - 36 meters, width - 13 meters. The crew size is 10 people.
The tug "Nadym" is designed to provide a range of port services in the port of Sabetta. In particular, ice work in the port and the approach shipping channel, escorting tankers for LNG transportation, towing non-self-propelled vessels and floating structures, piloting vessels in port waters and berthing at the berth, escort operations at speeds up to 10 knots, fighting fires on ships and port structures, participation in oil spill response operations, as well as transportation of deck cargo.
Project "Portoflot".
Objective of the project : provision of port services for gas tankers in conditions of increased ice conditions.
On November 28, 2014, FSUE Atomflot and OJSC Yamal LNG signed an agreement for the provision of a range of port fleet services with the main period of validity until December 31, 2040.
OJSC Yamal LNG is implementing a project to build a plant for the production of liquefied natural gas (LNG) with a capacity of 16.5 million tons per year on the resource base of the South Tambeyskoye field.
Yamal LNG: 16.5 million tons of liquefied natural gas/year in the period 2017-2045
LNG export: 15 YamalMax LNG tankers with a capacity of 172,600 m3
Number of ship calls/year at Sabetta: 220 = 1 tanker every 39 hours
The fleet is being built at Russian shipyards:
Contract period: 11.2014 – 12.2040
In Murmansk (floating berth of the nuclear icebreaker "Lenin", Marine Station) on June 29, 2018, the national flag of the Russian Federation was raised on the icebreaker tug "Nadym" - the fourth of five vessels in the port fleet for work in the port of Sabetta, a PortNews IAA correspondent reported.
Igor Abakumov became the captain of the icebreaking tug "Nadym".
“Our company has taken an important step in the implementation of the Portoflot project,” said Mustafa Kashka, First Deputy General Director and Chief Engineer of FSUE Atomflot. - The tugboats “Pur”, “Tambey” and “Yuribey” were put into operation within the established time frame. “In the near future, Nadym will sail towards the Gulf of Ob, where it will work in the port of Sabetta.”
According to Kashka, the best indicator of the quality of tugs is the fact that during 2 years of operation, not a single tug was down or needed repairs.
The flagship of the Portoflot project will be the port icebreaker Ob, which was launched by the Vyborg Shipyard on June 21, 2018 and will be transferred to Atomflot in May 2019.
“After the commissioning of the icebreaker Ob, the Portoflot project for this point of Sabetta will be completed, but Novatek has a joint second project, Arktika-2. New tugs will definitely be built for it. A large meeting on this issue is planned for July. Representatives of Yamal LNG, Atomflot, ship captains and port services will take part in it. Together we will discuss the results of this season’s work, the characteristics of the tugs and the layout of the fleet in order to understand how and what should be worked on in the future,” added Mustafa Kashka.
The multi-purpose sea port tug "Nadym" of project "T3687" has an ice class of Arc 6. The vessel's power is 6.4 MW. Speed in open water - 13.5 knots, maximum draft - 6.71 m, length - 36 m, width - 13 m. Crew size - 10 people. The technical characteristics of the vessel allow it to operate in the Gulf of Ob all year round.
The tug "Nadym" is designed to provide a range of port services in the port of Sabetta. In particular, ice work in the port and the approach shipping channel, escorting tankers for LNG transportation, towing non-self-propelled vessels and floating structures, piloting vessels in port waters and berthing at the berth, escort operations at speeds up to 10 knots, fighting fires on ships and port structures, participation in oil spill response operations, as well as transportation of deck cargo.
Let us remind you that in total the Portoflot project involves the construction and use of 3 ice-class tugs, one port icebreaker and one icebreaker tug. Construction is being carried out by the shipyards of Cranship LLC (Temryuk) and Vyborg Shipyard PJSC (Vyborg). The contract for Portoflot services with Yamal LNG OJSC is valid from 2014 to 2040. As part of the Portoflot project, tugboats Pur, Tambey and Yuribey have already been built.
The icebreaking tug "Nadym" was launched at the production site of Cranship LLC (Temryuk, Krasnodar Territory) on April 18, 2018. The ship is named after the river flowing in the north of Western Siberia and flowing into the Ob Bay of the Kara Sea.
The book recreates for the first time the history of the emergence of the Russian icebreaker fleet during the specified period. Based on archival documents, historical and technical information is provided about most of the icebreaking ships that plied domestic waters from 1862 to 1917, as well as their drawings, diagrams and photographs. The appendix contains the “Chronicle of the history of ice-going ships in Russia.” To make it easier to find information, there is a “Vessel Index”.
The book is a popular science publication addressed to sailors, port workers and shipbuilders, as well as all those interested in the history of domestic shipbuilding and the fleet.
As soon as special icebreakers began to be built for ports, the problem arose of their operation at berths and in water areas where they did not “fit in” mainly due to their significant draft. Special icebreaking or ice-cutting vessels were needed, which could be small but relatively powerful tugboats, the hull design of which would allow them to operate in ice conditions. Since the end of the 19th century. In Russian ports, small towing ice-cutting steamers took root, which were built according to a standard design (specification) and used in almost all freezing ports (military and commercial) of the country. From the first years of the 20th century. In unofficial correspondence, steamships of this type began to be called “udalets” (after the name of the most famous of them, the port ship “Udalets”).
It seems that the steamships built by the Motala company were a development of an ice-going vessel of a Swedish design. Differences in the dimensions and power of the power plant are explained by the individual requirements of customers and their financial capabilities. The most successful and also the cheapest in cost was “Pushkar”, the construction of which cost 43.1 thousand rubles. . Soon after the appearance of this ship in the Kronstadt fortress, Society p. – St. Petersburg pilots were ordered by Motala JSC for a similar steel ice-cutting tugboat “Lotsmeister”, built in 1895. Officially, it was listed as a pilot vessel and was assigned to the commercial port of St. Petersburg.
In 1897, the Company ordered for 41.8 thousand rubles. (with delivery and duty) another “ice-cutting and towing steamer”, of the same type as the “Lotsmeister”. In 1898, the Varkauzsky plant (P. Valya and Co. plant) in northern Finland built the steamship “Strong” by order of pilots, which was also assigned to the port of St. Petersburg. Unlike the Pushkar and the Pilot Master, which each had one bow ballast tank, the Finnish-built steamship was also equipped with a stern tank. [rice. 059]; [rice. 060]
The construction of this ship coincided with the beginning of the Maritime Ministry’s program to replenish military ports with tugboats or, as they were classified then, “port ships.” The prototype of 18 of them was the “Strong” ice cutter. The objective reason for this choice was probably the good performance of the “Pushkar” and “Lotzmaster” in ice conditions! In addition, the Main Directorate of Shipbuilding and Supply during this period was headed by Vice Admiral V.P. Verkhovsky, who was well acquainted with the first “ice cutters” and, in his previous position (commander of the St. Petersburg port), was involved in the order of “Lotzmaster” and “Strongman”.
All these tugs were built to the same specification, both in terms of hull and mechanisms, although they were intended for ports of different sea basins. ; [rice. 061 a]; [rice. 061 b]
Each such ice cutter was a steel smooth-deck vessel with an icebreaker stem, “cut” almost in a straight line below the waterline at an angle of 20–22° to the water horizon (according to the drawing). The shape of the underwater part of the hull is more rectilinear compared to the “Hamburg”, but still remains convex, the midsection is closer to semicircular. Protection of the rudder complex when operating in ice was ensured by deepening the stern with the help of a stern ballast (trimming) tank. The ship's hull was divided into 5 compartments by 4 watertight bulkheads. Compartments at the ends formed by bulkheads and watertight platforms form tanks for water ballast. Below the deck at the bow there was a room for cables, equipment and chains, a cockpit for 6–10 crew members with a galley, engine and boiler rooms, along the sides of which there were coal pits, further to the stern there were 2 cabins for the skipper and engineer, an officer's wardroom . According to the typical staff, the crew consisted of 9 people (1 skipper, 2 helmsmen, 2 sailors, 2 machinists and 2 firemen).
The hull set consisted of 42 frames, reinforced in the area of the engine and boiler rooms with reverse frames (spread 533 mm). To work in ice, additional frames were installed between the main frames from the stem to the boiler bulkhead, so that in this part of the hull the spacing was 267 mm. The outer skin consisted of steel sheets with a thickness of 9.5–6.4 mm.
On the pine deck, approximately in the middle of the ship, there was a small wheelhouse with a steering wheel, engine telegraph and intercom. During final assembly, as well as during the operation of the vessel, the sailors “moved” this deckhouse along the center plane and “modernized” each in their own way. Such modernization was especially noticeable at the “daring ships” that belonged to the departments of commercial ports. For example, on the roof of the cabin they not only installed a traveling compass, but also created a small walking bridge (first with a railing, and then closed). According to the original condition that the overall height of the ship should not exceed 3.66 m, the chimney was made folding (on springs), and the small mast for signals was removable. Iron davits for a small wooden boat, usually installed in the bow of the deck, were also removable. There was a towing device with 2 folding hooks, one of them on a stationary iron arch.
The power plant consisted of a vertical double expansion steam engine (high and low pressure) of a compound system with a surface cooler with a contract power of at least 200 hp. It was powered by steam from a cylindrical 2-furnace boiler with a heating surface of at least 55.8 m with a reverse smoke flow (operating steam pressure 7 atmospheres). The vessel was equipped with a cast steel 4-bladed propeller (and another spare one of the same type). During sea trials, the “dares” developed speeds from 10 to 10.5 knots, at 135–150 rpm and operating steam pressure, the power of the power plant, as a rule, significantly exceeded the contractual one and when the steam pressure in the boiler increased to 9 atmospheres it reached 250 –300 and even 350 hp!
Almost all tugs had a centrifugal circulation pump with a capacity of 300 t/h, driven by a separate vertical single-cylinder steam engine, installed in the engine room. The pump was intended for rescue and firefighting operations. To reduce the cost of the order, hoses for the pump were not included in the supply list. After each vessel was put into operation, the port workers had to find funds themselves to purchase the missing hoses. The story of extensive correspondence between the corresponding port and the ministry was repeated systematically when the next ship was commissioned...
The living quarters at the bow and stern were heated using steam heating, but were, as before, illuminated by pyronaphtha lamps. During the acceptance of the first ice cutters built for Vladivostok, the commission in its act recommended installing an electric dynamo on each ship and carrying out electric lighting work. However, judging by the published reference data about the “daring people”, this proposal was not implemented, apparently due to the same petty savings as in the case of hoses.
A typical “darer” was intended to work in ice up to 15 cm thick, in which it walked non-stop. There is information that MTiP tugs on the Sea of Azov moved in this way in young ice 20 cm thick. Often the “ice cutter” had to operate in thicker ice, which he overcame from a running start, like an icebreaker. This is how, for example, Vladivostok port ships worked, crushing ice fields in the Zolotoy Rog Bay. The ship was used similarly in hummocks. The reinforced hull design made it possible to use such a tug in the frozen waters of any port without serious damage. Only the aft portholes, which turned out to be located almost at the very surface of the water, had to be tightly sealed with steel covers.
The implementation of the program for the construction of tugboats for military ports began in 1898 with an order to the Varkauz plant in Finland for three “ice-cutting steamships of the Vladivostok port”, with delivery in Vladivostok - the first before September 25, 1898, the rest during May 1899. The specification for them approved by the Ministry of Transport and Communications in the same year remained unchanged for all subsequent ships of this type. In response to requests for approval of the specifications of the “daring tugs”, the Ministry of Transport and Communications reported that “in relation to shipbuilding, these are just copies” (the same applied to mechanisms).
Supervising the construction of these and all subsequent tugboats built at Finnish (Finnish) shipyards was the shipbuilder V.K. Berg. The creation of the mechanisms was supervised by senior mechanical engineer of the Sveaborg port F.V. Semenov. After being examined by a commission of the Maritime Department, the vessels assembled with bolts were dismantled. Ship parts packed in wooden boxes were delivered to St. Petersburg. Here the boxes were loaded onto ships and transported to Vladivostok, where a new assembly was carried out at public expense, under the supervision of 2 specialists from the construction plant. The total cost of ice cutters, taking into account transportation, assembly and testing in Vladivostok, was actually significantly more than agreed upon in the contract and recorded in the directory of the Maritime Ministry.
The steamships were assembled in Vladivostok in 1899. The Udaloy was the first to be tested and accepted in July, a few days later the Zealous, and at the end of September the Provorny. Rear Admiral G.P. Chukhnin (then commander of the Vladivostok port) was pleased: during testing, the vessels easily reached a speed of 10 knots, and the vehicles significantly exceeded the contract power. At Udaloy, at a measured mile at 155 rpm, it reached 351 hp and a speed of 10.75 knots. .
In 1899, for the Kronstadt port, the Machinery and Bridge Building JSC plant in Helsingfors ordered 2 more of the same steamships - “Udalets” and “Molodets”. According to the contract, they were to be delivered in Helsingfors in 1900 before May 1 and no later than May 15 sent to Kronstadt, where they were transferred to the port before May 20. [rice. 062]
Construction of both ice cutters began immediately and was completed on time. At the beginning of May, the commission inspected the ships and tested the boilers.
Since the Black Sea Fleet urgently needed strong tugs to service the battleships, the Maritime Ministry decided to transfer one of the finished steamships to the port of Sevastopol. Finnish builders were asked to choose for themselves and then transport the ship to the Black Sea (“deliver at your own risk, expense and fear to Sevastopol”).
The Finns chose “Udalets”, which on June 9 set off on a ferry from Helsingfors along the route Helsingfors – Falmouth – Cadiz – Gibraltar – Malta – Istanbul – Sevastopol. In less than a month, the ship successfully reached the island of Malta (July 4). On the 19th, “Udalets” was inspected and accepted by the ferry team in the port of Sevastopol.
The long voyage of a small 100-ton steamship, created exclusively for work in the port and, moreover, with icebreaking lines, not only demonstrated excellent seaworthiness, but was a confirmation of the thoughtfulness of the tug's design, the reliability of the hull and mechanisms. It was after this stage that the name “Dare” became a household name.
“Well done” also did not make it to Kronstadt; after construction it was transferred to the port of Revel.
As for the cost of “Kronstadt” tugs, which were supposedly higher than steamships for Vladivostok, it was so due to the duty levied on ships built abroad. At the beginning of the century, the port workers of the Ministry of Railways managed to achieve the exclusion of duties for icebreaking ships. Soon, military officials of GUKiS began to petition the Department of Customs Duties for the same duty exemption for “dares.” In January 1901, they assured customs officers that the Udalets, in terms of its bow design and special tanks for changing the trim, was “completely ice-cutting,” and asked to remove the duty, which amounted to neither more nor less than 6.2 thousand rubles . (customs duty for “Lotzmaster” is 4.5 thousand rubles, with installments for 10 years).
The appearance of a new Russian naval base, Port Arthur, in the Far East in 1898 forced the Maritime Ministry to “concern itself” with equipping it with port ships both to service the port itself and to carry out work to deepen and modernize it. Although this port was considered ice-free, the Udalets vessel was chosen as the main type of port tug for it. This choice was most likely determined by the low price for the ship, which was also reduced by about 5-6 thousand rubles. due to the permission of the Ministry of Finance not to pay import duties on icebreaking ships built abroad!
Transporting a disassembled ice cutter tug, which weighed more than 100 tons including packaging, from the Baltic to the Pacific Ocean was very expensive - at least a quarter of its original cost. Even ferrying the Udalets from the Baltic to the Black Sea cost 6.9 thousand rubles. . However, due to the lack of a shipbuilding base in the Far East, military sailors had to put up with such expenses.
In 1899, the Machinery and Bridge Plant in Helsingfors built the first 2 tugboats for Port Arthur - “Diligent” and “Retivy”. The contract for their construction was signed on June 1, 1899. Like the Vladivostok ice cutters, they were to be built with bolts for subsequent disassembly and packaging in parts that were transported from Helsingfors to Port Arthur, where they were to be reassembled under the supervision of factory assemblers.
Both ships were built in early October 1899. On October 9, they were accepted by the commission; On November 15, dismantled tugs with a total gross weight of 205 tons were sent from Helsingfors on the steamer Normania.
The assembly of the “dares” in Port Arthur lasted 7 months - from January to the end of August 1900. During testing, the steam engines of both ships worked satisfactorily, and at 145–150 rpm the power exceeded 200 hp and the speed was 10 knots . As unnecessary, ballast tanks were turned into tanks for storing feed water for boilers (5 tons).
The Port Arthur series of tugs was replenished with ice cutters “Ordinarets” and “Silny” built by the Varkauz plant. The plant management agreed to build 2 more “daring cars” before September 1900 (with delivery to St. Petersburg). Despite the fact that the signing of the contract was delayed until the end of January 1900, by the beginning of September both ships were ready for inspection. On September 26, members of the commission signed an acceptance certificate, and a month later, parts of the tugboats delivered to St. Petersburg were loaded onto the steamship Dagmar.
In 1902 - early 1903, at the same Varkauz plant, 2 more “daring cars” were built for Port Arthur. According to the new naming system adopted by the Maritime Department for port ships, they received numbers - No. 5 and 6. By the beginning of navigation on the Saimaa Lakes, both numbered steamships were completed, and on April 18-20, 1903 they were inspected at the plant by a commission and without comments accepted. According to unverified data, these last Port Arthur “dares” were delivered to the place of duty disassembled, but by rail. As for the reduced price for the construction of these ships, this was apparently explained by the lack of a rescue pump on them.
The biography of 6 Port Arthur “dares” turned out to be combative, but also very short. During the Russo-Japanese War (1904–1905), they all took part in the defense of Port Arthur, were actively used in servicing the ships and vessels of the First Pacific Squadron, and at the very end of 1904, before the fortress was surrendered to the Japanese, they were sunk in the inner harbor .
Another 3 similar ice-cutting tugs (together with 8 steel barges) were built at shipbuilding, engineering and foundries in Nikolaev, but they were not able to reach their distant home port due to the outbreak of the Russo-Japanese War.
Simultaneously with the Far Eastern tugs, standard ice cutters were also built for the Baltic military ports. The Nevka was built for the St. Petersburg port, and the Kronstadt port was replenished with 2 port ships - “No. 1” and “No. 2” (at one time they were listed under the “high-profile” names - “Icebreaker No. 1” and “Icebreaker No. 2”). The tug "Carlos", intended for Sevastopol, was left in Revel. At the shipbuilding plant "Lange and Co" two more "daring" tugs were ordered for the Libau Port Construction Administration - tugboats "Vindava" and "Libava". [rice. 063]
Port engineers of the Ministry of Railways, equipping reconstructed and modernized commercial ports with icebreakers, could not help but pay attention to the new ice-cutting tugs of the Maritime Department, which were ideally suited for auxiliary icebreaking work in the waters of these ports.
The first of these ships was built for the Kherson commercial port already in 1902 - the fire-ice-cutting steamer "Evgeniy", which had somewhat smaller dimensions than the "Udalets" itself and a weaker engine. After the formation in the same 1902 of a separate department - the Main Directorate of Merchant Shipping and Ports (GUTMiP), which was headed by Grand Duke Alexander Mikhailovich, the Ports Department of this department began to energetically replenish its port fleet with “dares”.
First, GUTMiP bought 3 tugboats built in Nikolaev for Port Arthur at a cheap price (31.6 thousand rubles per vessel). They began to be called “Panticopeia”, “Phanagoria” and “Taurida”. During completion, each of them was adapted to the conditions of a specific port authority (Kerch, Rostov-on-Don and Poti, respectively). As a result, these ships differed from each other in the layout of the interior, the type of deckhouse and other buildings on the upper deck, and the Tavrida differed in the smaller thickness of the outer plating.
In 1904, the port workers ordered 4 more “dares” for St. Petersburg, Revel, Riga and Taganrog. The St. Petersburg “Oreshek” was assembled by J. Pullman’s company in the capital, the “Riga” was built by the local Lange plant, and the remaining two - “Libava” for Revel and “Gorgipia” for Taganrog - were built by the Finnish shipbuilders of the Sandvik plant in Helsingfors. After 4 years, the Ports Department of the Ministry of Trade and Industry (MTiP) ordered 2 more “daring ships” in Riga from the Lange plant - “Lebedin” for Arkhangelsk and “Nogaisk” for Berdyansk. [rice. 064 a]
In 1914, the tugboat “Slavyanka” was built for the Vladivostok trade port in Shanghai, and in Odessa, 4 screw tug steamers “Berezan”, “Skif”, “Churubash” and “Yazon” were built for the Ministry of Transport and Industry. In 1915–1916 In Abo, 4 more similar ice-cutting tugs (“Dulo”, “Stol”, “Tumba”, “Taxn”) of several smaller sizes were built for the Baltic trade ports. All of them were modifications of the “Udalets” type.
It is known that Finnish and Swedish shipbuilders built a number of ice-cutting steamers before 1914 according to a well-proven design. However, it is quite difficult to find out exactly who ordered these ships and where they were then operated, since both the size of the ships and the specific power of the machine on each of them often differed from the prototype. For example, the private icebreaking tugs “Slavny” and “Kronstadt”, operating in the Kronstadt port, were clearly “daring”. The first of them, owned by the company “V. Radau and Co. was built in 1906, and the second, owned by the merchant K.I. Zetterström, was built in 1909, both in Gothenburg. [rice. 064 b]
In total, from 1895 to 1914. At least 38 vessels of the Udalets type were built, including 1 serf tugboat (Pushkar), 2 rescue and pilot vessels for the St. Petersburg Society of Pilots, 18 port vessels of the Maritime Department, 15 ice-cutting tugs of the Ministry of Railways and MTiP ( including the steamships "Evgeniy" and "Tavrida") and 2 private ones. In 1914–1916 8 more similar tugs, converted into minesweepers, entered service.
Table 10
Rice. 059. Pilot ship “Strong”
Rice. 060. Pilot vessel “Strong”: a) longitudinal section, b) deck
Table 11
Rice. 064 a. “Ice cutter tug” of the Arkhangelsk port “Lebedin” on the Northern Dvina
Rice. 064 b. Tugboat "Kronstadt"
Table 13
Objective of the project: provision of port services for gas tankers in high ice conditions
situation.
On November 28, 2014, FSUE Atomflot and OJSC Yamal LNG signed an agreement for the provision of a range of port fleet services with the main period of validity until December 31, 2040. It is possible to extend the contract for 2 periods of 5 years each. OJSC Yamal LNG is implementing a project to build a plant for the production of liquefied natural gas (LNG) with a capacity of 16.5 million tons per year on the resource base of the South Tambeyskoye field.
Yamal LNG: 16.5 million tons of liquefied natural gas/year in the period 2017-2045
LNG export: 15 YamalMax LNG tankers with a capacity of 172,600 m3
Number of ship calls/year at Sabetta: 220 = 1 tanker every 39 hours
The fleet is being built at Russian shipyards:
- Ice-class tugboat (BC “Pur”, accepted 04/13/2016)
- Ice-class tugboat (Tambey shipyard, accepted 05/26/2016)
- Icebreaking tugboat (LBC "Yuribey") (accepted 8.11.2017)
- Icebreaking tugboat (lbk "Nadym")
- Port icebreaker "Ob" (project "Aker ARC 124")
Contract period: 11.2014 - 12.2040
Additional jobs: 120
On September 27, 2016, the laying of the Rosatomflot port icebreaker Ob took place on the slipway of PJSC Vyborg Shipyard. The port icebreaker Ob of the Aker ARC 124 project (ice class Icebreaker7) will have a power of 12 MW, which will allow the vessel to operate effectively in ice 1.5 meters thick at a speed of 2 knots and reach a speed of 4 knots in broken ice up to 5 meters thick .
The shipowner and operator of the port icebreaker is FSUE Atomflot, which signed in November 2014 an Agreement for the provision of a range of port fleet services to provide pilotage of vessels and maintenance of the waters of the port of Sabetta for the Yamal LNG project for a period until December 31, 2040.
The length of the vessel is 89.5 m, width - 21.9 m, draft - 7.5 m. The project states that the power plant consists of three main generating units with medium-speed engines and a separate parking unit. Four full-rotary propulsors with ice reinforcement with a power of 3000 kW on shafts create an emphasis on mooring lines of 115 tons. Rudder propellers, located in pairs at the stern and bow of the vessel, enable the icebreaker to effectively maneuver in any direction.
The crew of the port icebreaker is designed for 18 people, for whom accommodation is provided in comfortable single cabins. There are also additional seats for 12 people on board the vessel. Completion of the port icebreaker Ob is scheduled for November 2018.
Tug "Pur"
On May 16, 2016, in Murmansk, the State Flag was raised on the tugboat “Pur” of Rosatomflot, intended to work within the framework of the Yamal LNG project. The multi-purpose tug "Pur" was built in the Krasnodar region at the production site of Cranship LLC as part of the Portoflot project (provides for the provision of port fleet services by Rosatomflot in the port of Sabetta).
Ice class tug Arc 4 with a power of 3.84 MW. Its speed in open water is 14.4 knots. Maximum draft - 4.93 m, length - 30.87 m, width - 11.2 m. Crew number - 10 people. The ship is named after the river of the same name, which flows through the territory of the Yamalo-Nenets Autonomous Okrug. The tugboat “Pur” is the first vessel built as part of the Portoflot project.
“This tug opens a new stage in the activities of Rosatomflot,” noted at the ceremony General Director of FSUE Atomflot Vyacheslav Ruksha, - In the port of Sabetta, our ships will provide a full range of port services. Together with nuclear icebreakers, they will have to work with gas tankers with a cargo capacity of over 170 thousand cubic meters each. With the commissioning of the natural gas liquefaction plant in Sabetta, Rosatomflot will have to ensure that a gas carrier enters the ship every 39 hours. I have no doubt that the crew of the tugboat “Pur” will cope with all the assigned tasks.”
Tug "Tambey"
On February 26, 2016, at the production site of Cranship LLC (Temryuk, Krasnodar Territory), a solemn ceremony of launching a tugboat being built as part of the Portoflot project took place. The vessel is named “Tambey” in honor of the South Tambey gas condensate field, located in the northeast of the Yamal Peninsula.
On May 28, “Tambey” set sail towards its home port of Murmansk. The tug was delivered three days earlier than planned (p Construction work on both tugs was ahead of schedule). Ice class tugs"Pur" and "Tambey" began work off the coast of Yamal in accordance with the deadlines specified in the contract (no later than July 1, 2016).
"Yuribey »
On February 26, 2016, in Temryuk, a contract was signed between Cranship LLC and FSUE Atomflot for the construction of icebreaking tugs for the Yamal LNG project. The vessels are designed to support the navigation of LNG tankers in the approach channel and in the waters of the port of Sabetta on the Yamal Peninsula.
On November 8, 2017, a solemn ceremony of raising the national flag took place in Murmansk on the first icebreaking tugboat of the T40105 project, Yuribey.
The vessel is equipped with Azipod ICE1400 azimuth columns and has an Arc 6 ice class. The power of the Yuribey tug is 7 MW, ice penetration is 1 meter at a speed of 2 knots. Length - 39.54 meters, width - 14 meters, crew size - 10 people. The technical characteristics of the tug allow it to operate in the Ob Bay all year round.
