VESSEL REVIEW | Viktor Astafyev – Ice-capable ferry for operation on Russia's Yenisei River

Russia’s United Shipbuilding Corporation, through its Sredne-Nevsky Shipbuilding Plant (SNSZ), has completed construction of the Project A45-90.2 passenger ship Viktor Astafyev (Виктор Астафьев).

Built for local operator State Transport Leasing Company (GTLK), the vessel is intended for operation on the Krasnoyarsk–Dudinka route on Russia’s Yenisei River, combining scheduled passenger transport with cruise accommodation.

Designed by Agat Design Bureau, the 245-passenger ferry is the lead vessel in a two-ship series being constructed with state support. SNSZ received the original order in April 2020.

Sister vessel Andrey Dubensky is intended for the same service.

Built for challenging inland navigation conditions

Viktor Astafyev has an LOA of 99 metres (320 feet) and an overall beam of 14.9 metres (48.9 feet). The side depth is 4.2 metres (14 feet) while the maximum draught is only two metres (6.6 feet). The air draught with the mast lowered is no more than 14.2 metres (46.6 feet).

The vessel’s route includes rocky shoals and strong currents, together with sections where navigation is restricted to one-way traffic. The design combined these river requirements with mixed river-sea operation in the Arctic zone.

The monohull vessel has the wheelhouse is positioned forward on the second deck of the superstructure. The passenger cabins are distributed across three decks while a separate promenade deck is also fitted. Accommodation is also available for 41 crewmembers.

The vessel's service speed is 12.4 knots, and the project is intended for routes extending to 5,000 kilometres (3,100 miles). GTLK said the vessels could cover that distance without bunkering, thus enabling them to support long-distance voyages between remote settlements.

Propulsion with partial redundancy for reduced service disruptions

The Russian Classification Society notation is M-PR 3.0 (ice 20). SNSZ said the ice capability supports operation towards the end of the navigation season, including periods when small broken ice forms near Dudinka. The independent operating condition covers small broken ice and slush up to 20 centimetres (7.9 inches) thick.

The main propulsion arrangement consists of three Mitsubishi S6R2-T2MPTK engines each rated 480 kW (640 hp) at 1,350 rpm. The auxiliary arrangement meanwhile comprises three diesel generators and an emergency generator.

The main engines drive three propellers via shaftlines. SNSZ said this arrangement is intended to retain propulsion and manoeuvrability even after a partial equipment failure.

The ferry will undergo additional trials on Lake Ladoga for several weeks before the formal hand-over to GTLK. The trial programme will cover the main propulsion plant, general ship systems, navigation equipment, auxiliary craft and deck equipment.

The programme will also include measurements of hull vibration and propeller shaft operating parameters. Separate measurements will address torsional vibration affecting machinery operation and service life.

Full range of passenger amenities

The design includes a bow gangway/ramp for passenger access. Where suitable landing infrastructure is unavailable, passengers can be transferred using a 12-person fast boat that is launched and recovered via a stern slipway.

Cabin categories extend from first-class and luxury accommodation to convertible two- to four-berth cabins and four-berth cabins. A specially equipped two-berth cabin is provided for passengers with reduced mobility, while a passenger lift connects the accommodation levels.

The standard two- to four-berth cabin areas range from 14 to 20 square metres (150 to 220 square feet). These cabins have air-conditioning, individual sanitary facilities, and televisions.

Suites and junior suites each occupy between 24 and 30 square metres (260 and 320 square feet).

Public spaces include a restaurant and bars alongside an office and a fitness centre with two saunas. A medical cabin and luggage storage support the vessel’s transport role.

Viktor Astafyev and Andrey Dubensky are intended to replace Valery Chkalov and Alexander Matrosov, which were built in Germany in 1953 and 1954, respectively.

The lead vessel was laid down on July 31, 2020 under the name Andrey Dubensky. The second hull, number 717, followed on July 30, 2021 as Viktor Astafyev. The names were exchanged in June 2024 in connection with the centenary of writer Viktor Astafyev’s birth, and the renamed lead ship was launched on June 5, 2024.

As of June 2026, Andrey Dubensky remained in the slipway construction phase, with equipment installation and preparation of spaces continuing.

In July, SNSZ said that it planned to hand Viktor Astafyev over to the customer by the end of 2026, following trials and further preparation for delivery.

The ship’s beam prevents passage through the White Sea–Baltic Canal locks. The delivery voyage is therefore expected to pass around Scandinavia after departure through the Baltic. It would then follow the Northern Sea Route to the Yenisei.