Wikipedia

Mudyug (icebreaker)

Mudyug (Russian: Мудьюг) is a Russian icebreaker and the lead ship of a series of three subarctic icebreakers built at Wärtsilä Helsinki shipyard in Finland in 1982–1983. The vessel's non-rebuilt sister ships are Magadan and Dikson.

Mudyug was rebuilt with an unconventional Thyssen-Waas icebreaking bow in 1986
History
Russia
NameMudyug (Мудьюг)
NamesakeMudyug Island[7]
Owner
Port of registry
OrderedApril 1980[6]
BuilderWärtsilä Helsinki shipyard, Finland
CostFIM 400 million (1980; three ships)[6]
Yard number436[4]
Laid down30 December 1980[2]
Launched16 April 1982[2]
Sponsored byViktor Vladimirov[7]
Completed29 October 1982[2][5]
In service1982–present
RefitOctober 1986
Identification
StatusIn service
General characteristics (as built)[8]
TypeIcebreaker
Displacement6,138 t (6,041 long tons) (maximum)
Length
  • 92.0 m (301.8 ft) (including towing notch)
  • 88.5 m (290.4 ft) (hull)
  • 78.5 m (257.5 ft) (dwl)
Beam
  • 21.2 m (69.6 ft) (hull)
  • 20.0 m (65.6 ft) (dwl)
Draught
  • 6.5 m (21 ft) (maximum)
  • 6.0 m (20 ft) (dwl)
Depth10.5 m (34 ft)
Ice classLL4
Installed power4 × Wärtsilä 8R32 (4 × 2,390 kW)
PropulsionTwo shafts; controllable pitch propellers
Speed16.5 knots (30.6 km/h; 19.0 mph)
General characteristics (after refit)[4]
Tonnage
Displacement8,154 t (8,025 long tons)
Length111.56 m (366.0 ft)
Beam22.20 m (72.8 ft)
Draught6.82 m (22.4 ft)
NotesOtherwise same as built

Mudyug was rebuilt with a new Thyssen-Waas icebreaking bow at Nordseewerke in 1986.[9]

Design edit

Mudyug was originally built with a overall length of 88.5 metres (290.4 ft), or 92.0 metres (301.8 ft) if the towing notch is included, and a maximum beam of 21.2 metres (69.6 ft). However, the 1986 conversion increased the vessel's hull length to 111.56 metres (366 ft) and beam to 22.20 metres (73 ft) at the widest point of the hull. When loaded to the maximum draught of 6.82 metres (22 ft), the icebreaker has a displacement of 8,154 tonnes (8,025 long tons),[4] about 30 % greater than that of the non-rebuilt 6,200-tonne (6,100-long-ton) sister ships.[10] The vessel's ice class, LL4, is intended for icebreaking operations primarily in ports and coastal areas.[11]

Unlike most icebreakers, Mudyug has a diesel-mechanical propulsion system where the vessel's four 2,390-kilowatt (3,210 hp) 8-cylinder Wärtsilä 8R32 medium-speed main engines are coupled in pairs through Lohmann & Stolterfoht Navilus twin-input/single-output single-stage reduction gearboxes to propeller shafts driving 4-metre (13 ft) four-bladed stainless steel KaMeWa controllable pitch propellers.[12] In order to protect the main engines from large torque variations during icebreaking operations and to prevent the propellers from stopping when the blades come in contact with ice, each shaft has a 11.5-tonne (11.3-long-ton; 12.7-short-ton) flywheel to increase rotational inertia of the drivetrain.[13][14][15] Onboard electrical power is generated by three Wärtsilä-Vasa 624TS auxiliary diesel engines with 960 kVA alternators.[12] Mudyug's icebreaking capability is further increased by a hull lubrication system and an active heeling system.[8] During the 1986 conversion, the original Wärtsilä Air Bubbling System (WABS) was replaced with a Jastram-HSVA water deluge system.[9]

Mudyug's bollard pull is 914 kilonewtons (93 tf) when operating with a continuous propulsion power of 7,000 kilowatts (9,400 hp).[15] However, for short-term operation the icebreaker can use its maximum shaft output of 9,100 kilowatts (12,200 hp) to generate a bollard pull of 1,400 kilonewtons (140 tf).[8][12] The vessel has a service speed of 16.5 knots (30.6 km/h; 19.0 mph) in open water[4] and, prior to rebuilding its icebreaking bow, could maintain a continuous speed of 2 knots (3.7 km/h; 2.3 mph) when breaking 1 metre (3.3 ft) thick level ice.[16]

History edit

Development and construction edit

In 1977, Wärtsilä began developing a new icebreaker concept in close co-operation with experts from the Soviet Union. Although the Finnish shipbuilder had delivered more icebreaking vessels than any other shipyard in the world, they had all been diesel-electric vessels where diesel generators powered electric propulsion motors driving fixed-pitch propellers. In the new icebreakers, this fairly expensive specialized drivetrain would be replaced with cheaper and more efficient mechanical transmission where the main diesel engines would be connected to controllable pitch propellers through a reduction gearbox. An extensive research program was initiated by Wärtsilä Arctic Design and Marketing (WADAM) to ensure that the new concept was viable and that the problems encountered the recently commissioned United States Coast Guard Polar-class icebreakers would be avoided.[13][17]

In April 1980, Wärtsilä and the Soviet Union signed a FIM 400 million shipbuilding contract for the construction of three icebreakers to escort ships in the freezing subarctic ports. The vessels, first of which would be delivered in late 1982 and the two following ones in 1983, would be stationed in the Barents Sea, Sea of Okhotsk and Baltic Sea.[6]

The lead ship, Mudyug, was laid down at Hietalahti shipyard on 30 December 1980 and launched together with the second icebreaker of the series, Magadan, on 16 April 1982.[2] Shortely before the delivery of the vessel on 29 October 1982, Mudyug's engine room accidentally flooded with water at quayside due to a faulty seacock.[5]

1986 rebuilding edit

In October 1986,[18] Mudyug was retrofitted with new bow with the intention of improving the vessel's icebreaking capability by a factor of 1.5 without increasing its propulsion power.[19] The icebreaker's traditional wedge-shaped bow was replaced with a so-called Thyssen-Waas bow developed by Thyssen Nordseewerke in cooperation with the Hamburg Ship Model Basin (Hamburgische Schiffbau-Versuchsanstalt; HSVA).[9] The pontoon-shaped bow, which broke ice by shearing instead of traditional bending, had been previously tested in the early 1980s on the 55-metre (180 ft) German icebreaker Max Waldeck.[20]

While initial ice trials in Svalbard demonstrated that the new bow had improved Mudyug's icebreaking capability significantly,[18] the barge-like bow worked well only in unbroken level ice. In broken ice and rubble on shipping lanes, it had a tendency of pushing the ice in front of the vessel.[21][22] Due to these limitations, Mudyug was eventually considered unsuitable for icebreaking in the Arctic seas and transferred to the Baltic Sea in the late 1990s.[7]

Career edit

Mudyug was delivered to the Northern Shipping Company in 1982 and was deployed to escort ships to and from Arkhangelsk in the White Sea.[23] In July 2006, the icebreaker was transferred to Rosmorport and its homeport changed to Saint Petersburg where the vessel had already operated since the late 1990s.[7] As of 2023, Mudyug remains in service in the Gulf of Finland.[3]

Notable events edit

On 17 November 2013, Mudyug's lifeboat was destroyed when a strong gust of wind pushed the passenger ferry Princess Maria against the docked icebreaker. There were no injuries onboard either vessel and the ferry docked safely at the passenger terminal after the collision.[24]

On 25 January 2018, bulk carrier S-Bronco collided with Mudyug outside Saint Petersburg. While the merchant ship suffered superficial damage above waterline, there was no visible damage on the icebreaker.[25]

Mudyug has regularly participated in the annual Festival of Icebreakers in Saint Petersburg. The icebreaker has been open to visitors in four consecutive years between 2016 and 2019.[26][27][28][29]

References edit

 
Wikimedia Commons has media related to Mudyug.
  1. ^ a b "Mudyug (8009181)". Equasis. Ministry of Ecology, Sustainable Development and Energy. Retrieved 14 November 2020.
  2. ^ a b c d e f "Mudyug (8009181)". Sea-web. S&P Global. Retrieved 14 November 2020.
  3. ^ a b "Мудьюг". FleetPhoto (in Russian). Retrieved 15 November 2020.
  4. ^ a b c d e "Mudyug (802588)". Register of ships. Russian Maritime Register of Shipping. Retrieved 14 November 2020.
  5. ^ a b "Jäänmurtajauutuus", Navigator, no. 1, Oy Laivastolehti, p. 15, 1983, ISSN 0355-7871
  6. ^ a b c "Kolme jäänmurtajaa neuvostoliittoon", Navigator, no. 5, Oy Laivastolehti, p. 34, 1980, ISSN 0355-7871
  7. ^ a b c d "Как устроен ледокол "Мудьюг", построенный в 1982 году". Korabel.ru. 13 March 2020. Retrieved 15 November 2020.
  8. ^ a b c Petrovich, I.B.; Andreevich, Z.V.; Mikhailovich, G.E., Проектирование ледоколов (in Russian), pp. 126–127
  9. ^ a b c "Die Nordseewerke". Freunde der Seefahrt - Maritimes Museum in Emden (in German). Retrieved 15 November 2020.
  10. ^ "Magadan (810245)". Register of ships. Russian Maritime Register of Shipping. Retrieved 14 November 2020.
  11. ^ "Key to the Register of Ships". Trans-Service Maritime Agency. Retrieved 14 November 2020.
  12. ^ a b c "Diesel-mechanical transmission for Soviet sub-Arctic icebreakers (Mudyug, Magadan and Dikson)", Shipbuilding and Marine Engineering, no. 106, p. 153, 1983
  13. ^ a b Id, Kalle; Peter, Bruce (2017), Innovation and Specialisation — A History of Shipbuilding in Finland, Nautilus, p. 92, ISBN 9788790924683
  14. ^ "KaMeWalle potkurien suurtilaus", Navigator, no. 1, Oy Laivastolehti, p. 46, 1981, ISSN 0355-7871
  15. ^ a b Olano-Erenya, A.; Strelnikov, N. V. (1983), "The geared diesel icebreaker Mudyug", Sudostroenie (in Russian), no. 7, p. 3
  16. ^ Understanding Soviet Naval Developments, Fifth Edition, Office of the Chief of Naval Operations, Department of the Navy, 1985, p. 77
  17. ^ "Uusi murtajatyyppi", Navigator, no. 9, Oy Laivastolehti, p. 16, 1980, ISSN 0355-7871
  18. ^ a b Hoogen, N.; Delius, K. (1987), "Report on sea trials of the Soviet icebreaker Mudyug", Meerestechnik, 18 (4): 125
  19. ^ Zakharov, B.N.; Petrakov, Y.V. (December 1987), "Improving the ice-going capability of the icebreaker Mud'yug", Sudostroyeniye (Soviet Shipbuilding) (12){{citation}}: CS1 maint: date and year (link)
  20. ^ Wilckens, H.; Freitas, A. (June 1983), "Thyssen-Waas icebreaker concept model tests and full scale trials", Cold Regions Science and Technology, 7: 285–291, doi:10.1016/0165-232X(83)90074-5
  21. ^ Ierusalimsky, A.V.; Tsoy, L.G. (1994), "The efficiency of using non-traditional hull lines for icebreakers", Icetech '94, 5th Intl Conf on Ships and Marine Structures in Cold Regions, The Society of Naval Architects and Marine Engineers (SNAME)
  22. ^ Sodhi, D. (June 1995), Northern Sea Route Reconnaissance Study: A Summary of Icebreaking Technology (PDF), Cold Regions Research & Engineering Laboratory (CRREL), pp. 5–6, archived (PDF) from the original on March 24, 2020
  23. ^ "Satamakäyttöön", Navigator, no. 5, Oy Laivastolehti, p. 10, 1913, ISSN 0355-7871
  24. ^ "Ferry PRINCESS MARIA allided with icebreaker Mudyug, S-Petersburg". FleetMon. 20 November 2013. Retrieved 15 November 2020.
  25. ^ "Bulk carrier struck icebreaker and sustained damages, Gulf of Finland". Maritime Bulletin. 26 January 2018. Retrieved 21 November 2020.
  26. ^ "St. Petersburg hosts 3rd Icebreakers Festival". The Arctic. 4 May 2016. Retrieved 15 November 2020.
  27. ^ "Icebreaker Festival was held in Saint-Petersburg in late April (photo)". PortNews. 4 May 2017. Retrieved 15 November 2020.
  28. ^ "V Ice Breaker Festival". Visit Petersburg. Retrieved 12 June 2019.
  29. ^ "The 6th Festival of Icebreakers Took Place In St. Petersburg". Tsarism. 15 May 2019. Retrieved 12 June 2019.
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