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Tarmo (1907 icebreaker)

Coordinates: 60°28′24″N 26°56′39.4″E / 60.47333°N 26.944278°E / 60.47333; 26.944278
From Alfawiki
Adapted from the English Wikipedia article Tarmo (1907 icebreaker), available under CC BY-SA 4.0Updated 29 November 202527 sources
Tarmo
Company typeGovernment-owned icebreaker
IndustryMaritime transport / Icebreaking
Founded1907
Headquarters
Kotka
,
Finland
ProductsIcebreaking services

Overview

Tarmo is a steam-driven icebreaker from Finland, currently exhibited at the Maritime Museum of Finland located in Kotka. Constructed in 1907 by Sir W.G. Armstrong, Whitworth & Co Ltd in Newcastle upon Tyne, United Kingdom, she holds the distinction of being Finland’s third government-owned icebreaker and the final steam-powered icebreaker operated by the Finnish fleet. Following her retirement in 1970, authorities opted to conserve Tarmo as a museum vessel. After an extended period stationed in Helsinki, the ship was eventually relocated to Kotka where she underwent a comprehensive restoration during the early 1990s.

Development and construction

Tarmo at Armstrong Whitworth shipyard before launching.

Since the 1890s, when Finland introduced its first state-owned icebreakers, Murtaja and Sampo, there had been a consistent rise in the number of merchant vessels requiring icebreaking services in Finnish ports during winter. In 1902, General Nikolai Sjöman, who led the Finnish Pilot and Lighthouse Authority, proposed to the Senate of Finland that a third state-owned icebreaker should be constructed. Although initially hesitant, by May 1906 the Senate decided to replace the aging Murtaja with a new vessel and issued a request for proposals to several qualified shipyards. Despite no buyer being secured for the old Murtaja, the decision to commission a new icebreaker was finalized on 4 September 1906.[1]

By 1 November 1906, bids for building an icebreaker slightly larger than Sampo had been submitted by four European shipbuilders. The highest offer came from Germany’s Friedrich Krupp Germaniawerft at 1,608,900 Finnish markkas (FIM). This was followed by England’s Sir W G Armstrong Whitworth & Co Ltd at FIM 1,575,000; Scotland’s Gourlay Brothers Ship Builders of Dundee at FIM 1,432,500; and Denmark’s Burmeister & Wain at FIM 1,422,500. Nine days past the deadline, a fifth bid arrived from English firm R. & W. Hawthorn Leslie and Company for FIM 1,485,000. In response, Armstrong Whitworth reduced their price by 100,000 markkas to FIM 1,475,000. Although the Wärtsilä Hietalahti shipyard was invited to participate in the tendering process, domestic shipbuilding capabilities were not yet prepared for such complex projects, compounded by challenges in sourcing appropriate steel for icebreakers.[2][3] An expert panel appointed by the Senate assessed the submissions thoroughly and determined Armstrong Whitworth’s design to be the most fitting. Several modifications were recommended to enhance performance, including repositioning the bow propeller slightly aft and higher to shield it from damage caused by grounding and adjusting the stem angle to 20 degrees to improve icebreaking efficiency. The contract for construction was signed on 15 February 1907 with a final price of 1,631,548.81 Finnish markkas after incorporating these changes.[1]

The vessel was launched on 9 September 1907 and named Tarmo, which translates to "vigor" or "spirit" in Finnish language. Delivery took place on 17 December 1907; under Captain Leonard Melán, she departed Newcastle on 30 December and navigated down the River Tyne towards Hanko, arriving there on 3 January 1908.[1]

Early career

Tarmo officially entered service on 4 January 1908. Captain Johan Rosqvist, an adept winter navigator renowned for his near-uncanny ability to forecast ice field movements, replaced Leonard Melán. Nevertheless, the winter of 1908 proved relatively mild, resulting in minimal ice for breaking until late February.[1] Once the vessel's icebreaking performance could be evaluated, it became evident that Tarmo lacked the agility of the smaller yet less powerful Sampo, and modifications to the original design did not enhance its maneuverability. Despite these limitations, Tarmo remained a significant asset to the government-owned icebreaker fleet, and after several adjustments, its icebreaking capabilities matched those of Sampo.[4]

In May 1908, Tarmo conducted its inaugural mission in the Bothnian Bay, tasked with opening harbors and navigational routes for the spring season. On 2 June, due to a pilot's visual navigation error near Raahe, the vessel ran aground severely damaging its hull plating and losing a propeller blade. The ship stayed afloat by operating its pumps and managed to return to Raahe for urgent repairs before proceeding to Helsinki. There, it underwent drydocking from 7 June until early August.[4] In 1912, Tarmo again ran aground near Hanko, though the damage was less severe than on the previous occasion.[5]

Throughout the 1910s, Tarmo primarily assisted vessels entering Helsinki's port and relocated alongside Sampo to Hanko after New Year's Day. As spring approached, it was first dispatched to the Gulf of Bothnia and later to the eastern sector of the Gulf of Finland to facilitate port access for the season. However, during winter months, icebreakers rarely operated beyond Vaasa, partly due to Tarmo’s grounding incident near Raahe in 1908.[5]

First World War

With Russia entering the First World War in August 1914, navigation in the Baltic Sea became perilous owing to naval mines and German U-boat activity. Finnish icebreakers were subordinated to the Baltic Fleet of the Imperial Russian Navy and assigned duties supporting naval vessels and troop movements within the Gulf of Finland. Despite severe winters, assistance provided by icebreakers to commercial ships was minimal, leading to several vessels being lost due to ice conditions.[6] The Russians equipped Tarmo with a single 47 mm deck gun.[7]

Finnish Civil War

Following the Finnish Senate’s declaration of independence accepted by the Parliament of Finland on 6 December 1917, state-owned icebreakers under Finnish control hoisted the flag of independent Finland for the first time. However, when the Red Guard seized Helsinki and hostilities began on 27 January 1918 during the Finnish Civil War, Tarmo remained under Russian authority. After discussions with the Central Committee of the Communist Party of the Soviet Union, it was agreed that Finnish possession of the icebreaker would be restored once Russian forces completed their withdrawal—an event later known as the Ice Cruise of the Baltic Fleet.[8] Following a failed attempt to evacuate Senate members from occupied Helsinki by air, Lieutenant Yrjö Roos received orders to seize Tarmo from Russian control and secure it in a safe harbor within the Gulf of Bothnia. When German forces captured Tallinn across the Gulf of Finland, plans were made to bring Tarmo there.[9]

At that time, Tarmo was manned by a crew of 42 led by Acting Captain Hjalmar Kauppi, alongside eight armed Russian sailors under Lieutenant Nicolai Telegin. After mutual agreement between commanders regarding transfer of control, Telegin obtained a falsified travel permit authorizing Tarmo’s movement into the Gulf of Finland on 3 March 1918 to assist Soviet transport ships trapped in ice. He also sent two soldiers ashore beforehand, reducing Russian personnel onboard to six. Just prior to departure, Roos smuggled Senators Pehr Evind Svinhufvud, future President of Finland, and Jalmar Castrén aboard disguised as engineers inspecting ice damage on vessels. Several Finnish captors had concealed themselves onboard during the previous night.[9]

Near the island of Aegna, Finnish captors disabled wireless antennas and swiftly subdued Russian troops without casualties before redirecting Tarmo towards Tallinn. When a German aircraft approached, concern arose that Finland’s predominantly red provisional flag might be mistaken for a Soviet emblem; consequently, it was hastily replaced with a large white tablecloth.[10] The German pilot later remarked he would have attacked Tarmo, had he not already expended his bombs on the Soviet icebreaker Yermak earlier that day.[9]

Subsequently placed under German control, Tarmo was outfitted with two additional 75 mm deck guns. Besides transporting German troops to Naissaar, it took part in mine-clearing efforts along Estonia’s western coastline. On 25 March 1918, following Finnish Senate acceptance of German military aid, Tarmo transported Finnish and German forces to Suursaari. On 31 March, after being immobilized by drifting ice for several days, crew members spotted smoke from an approaching vessel identified as Yermak, then considered the largest and most powerful Soviet icebreaker in operation. The deck guns were manned and approximately twenty rounds were fired at a distance around 6 nautical miles (11 km; 6.9 mi) away. Having recently been targeted by coastal artillery at Lavansaari days earlier, Yermak withdrew without returning fire.[7] This encounter is recognized as marking the first occasion where a naval vessel flying independent Finland’s flag engaged an enemy ship with gunfire.[9]

Upon returning to Tallinn harbor, crew members were surprised to find another large icebreaker flying Finland’s flag moored there—the Soviet icebreaker Volynets, captured two days prior and renamed Wäinämöinen. Both vessels were utilized in transporting approximately 3,000 German soldiers—Detachment Brandenstein—to Loviisa. On 18 April 1918, Tarmo arrived in Helsinki and was officially returned to Finnish Board of Navigation control.[9]

Interwar period

Finnish government-operated icebreakers Tarmo and Jääkarhu

Throughout the interwar years, Tarmo operated primarily in the Gulf of Finland, where her duties extended beyond aiding vessels to frequently rescuing fishermen stranded on drifting ice. In early 1919, she was utilized to ferry volunteers to Tallinn to support the Estonian War of Independence. Additionally, in February 1919, Tarmo transported Carl Gustaf Emil Mannerheim on trips to Stockholm and Copenhagen.[11][12]

During this era, Finland expanded its icebreaker fleet with the introduction of two substantial steam-powered vessels, Voima and Jääkarhu, followed by the diesel-electric Sisu, notable as the first large-scale Finnish icebreaker constructed entirely within Finland.[13]

Winter War

Tarmo camouflaged in 1939.

As tensions with the Soviet Union escalated towards the end of 1939, Finnish state-owned icebreakers were once again armed and organized into a wartime flotilla.[14] Tarmo, which had been equipped with gun mounts since 1931, received four 120 mm (4.7 in) 50-caliber Vickers naval guns of Russian manufacture on two twin mounts shortly before hostilities commenced. However, these guns—standard across all major Finnish icebreakers—proved inadequate for naval combat due to their limited range and slow firing rate. After spending the initial war days near Turku, Tarmo was redeployed to the Gulf of Finland on 11 January 1940 when ice conditions became too challenging for the smaller Murtaja. Upon rendezvousing with Murtaja in Helsinki on 13 January, a Madsen 20 mm anti-aircraft cannon was transferred from Murtaja to Tarmo.[7]

Following the Soviet capture of Sommers island in December 1939, a small transport vessel became trapped in ice nearby. On 16 January, orders were issued for Tarmo to sink the icebound ship, Kazakhstan, before Soviet icebreakers could free it. Departing that night, it soon became clear that extreme cold (around −40 °C (−40 °F)) had frozen the gun mechanisms due to solidified grease, rendering them inoperable; consequently, Tarmo returned to Kotka. After thawing the guns overnight, she set out again carrying 80 Finnish soldiers tasked with reclaiming Sommers while providing artillery support with her deck guns. As she approached within ten miles of Sommers, the Soviet icebreaker Yermak, a familiar adversary from the previous war, was sighted on the island's western side.[7][15]

Observing thick black smoke on Yermak, the Soviet vessel retreated eastward without engaging and summoned reinforcements; its crew had mistaken Tarmo for the Finnish coastal defence ship Väinämöinen, prompting them to call for an airstrike against what they believed was Finland's most formidable warship. Meanwhile, Tarmo commenced firing upon Kazakhstan. Nevertheless, gun malfunctions persisted—only two shells were fired from her stern gun at approximately seven miles distance from the Soviet ship, both falling short. Recognizing that continuing combat without operational artillery was futile, a decision was made to withdraw to Kotka for repairs. During retreat, Soviet aircraft launched multiple attacks against Tarmo, but intense anti-aircraft fire prevented any hits. Around midday, she arrived safely in Kotka where lunch was served to her crew.[7][15]

At 13:15, a lone Soviet bomber flying at 3,000 m (9,800 ft) dropped three 100 kg (220 lb) bombs on Tarmo. The first bomb detonated harmlessly on ice ahead of the ship; however, the second struck the foredeck destroying anchors, while the third penetrated the wooden weather deck near the bridge and exploded on the tweendeck. This blast instantly killed 38 crew members and wounded ten others—one of whom later succumbed in hospital—and ignited a fire that rapidly spread aft. By 18:00 firefighting efforts had brought the blaze under control; it had ignited ammunition stores and destroyed nearly all wooden structures from amidships aft. The bow was reduced to twisted pipes, damaged frames, and torn plating, with the twin barrels of forward 120 mm guns protruding skyward. The forward engine room flooded and froze around its steam engine.[7][15]

Despite severe damage inflicted by bombing, no leaks developed in Tarmo. Her boilers and stern engine remained operational, and by 8 February her bow engine was functioning again. Damaged steel components were cut at tweendeck level and forward guns removed. On 9 February she departed for Helsinki under her own power; however, with her wheelhouse destroyed, navigation commands were relayed through a skylight from an aft engine room helmsman. Due to persistent threat from Soviet air raids, movements were restricted to nighttime hours while days were spent camouflaged. Navigational aids remained unlit during wartime; thus a ski patrol guided her through archipelago waters using flashlights and branches. She arrived at Hietalahti shipyard on 10 February.[7] Repairs included rebuilding her bow only up to tweendeck level; converting the first mate’s cabin into a bomb shelter reinforced with 10-millimetre (0.4 in) armor plates; and augmenting armament with two Bofors 40 mm guns plus one 47 mm gun.[15]

Upon completion of repairs on 8 March 1940, Tarmo was dispatched to Vyborg Bay to clear ice ahead of advancing Soviet troops and armored units. However, when she departed on 10 March it quickly became evident that her icebreaking efficiency had diminished markedly; by afternoon she had not even passed outside Helsinki’s fort of Suomenlinna. On the following day—after repeated attacks by Soviet aircraft—she turned back toward Helsinki having covered only 16 nmi (30 km; 18 mi) over two days while nearly depleting coal reserves and anti-aircraft ammunition. Upon her return on 12 March 1940, news arrived that the Moscow Peace Treaty had been signed, marking an end to the Winter War.[15]

Interim Peace

Throughout the era later referred to as the Interim Peace, Tarmo was stripped of her armaments and had her armor removed. On 13 March 1940, she was dispatched to Hanko with the mission of clearing a passage to the ice-locked harbor; however, she was unable to penetrate the dense ice fields and had to retreat back to Helsinki. Subsequently, most of the wartime damage sustained by the icebreaker was repaired. Alongside reconstructing the bridge, significant enhancements were made to the crew's living quarters.[16]

Continuation War

With the outbreak of the Continuation War in June 1941, state-operated icebreakers were rearmed and incorporated into the icebreaker flotilla. After spending the summer months safeguarding navigation routes in the Archipelago Sea, icebreakers Tarmo and Jääkarhu took part in Operation Nordwind on 13 September 1941, alongside Finnish and German naval vessels.[17] This joint Finnish-German diversionary operation ended in complete failure. Not only did it fail to accomplish its intended objective—indeed, it is doubtful whether Soviet forces even detected the fleet—but during the fleet’s withdrawal, paravanes triggered a Soviet naval mine that struck the hull of the Finnish Navy’s flagship, coastal defence ship Ilmarinen. The explosion caused Ilmarinen to sink within seven minutes, resulting in 271 fatalities.[18]

Following the Soviet withdrawal from Hanko at the end of 1941 and as combat shifted beyond Finnish borders, the icebreaker flotilla was dissolved and Tarmo returned to her standard peacetime role as an escort icebreaker. During the particularly harsh winter of 1942, Tarmo aided 177 vessels and covered 8,957 nautical miles (16,588 km; 10,308 mi), more than any other Finnish icebreaker that season. After rescuing both crew and cargo from the German steamer Helgoland, which had been damaged by ice and subsequently sank, Captain Yrjö Malmi received the Order of the German Eagle from Adolf Hitler. Winters in 1943 and 1944 proved less severe, allowing several ports to remain operational throughout.[17]

Upon conclusion of the Continuation War with the signing of the Moscow Armistice on 19 September 1944, Finland was obligated to surrender its newest state-owned icebreakers, Jääkarhu and Voima, to the Soviet Union as part of war reparations. Meanwhile, other vessels including Tarmo were tasked with towing Soviet naval ships and submarines through Finland’s archipelago during the final phase of World War II.[17]

Post-war years and decommissioning

During the initial post-war period, Finland's state-owned icebreaker fleet, diminished to four steam-powered vessels alongside the diesel-electric Sisu, faced an overwhelming workload. Due to a shortage of modern vessels, every available ship was deployed, which during winter meant relying heavily on older ships with limited engine capacity and insufficient ice reinforcement. In 1946, while assisting vessels in the Archipelago Sea, Tarmo suffered the loss of her rudder and entire sternpost. Despite this, Captain Malmi skillfully navigated the icebreaker back to Helsinki—a journey of approximately 150 nautical miles (280 km; 170 mi)—using only the bow and stern propellers for steering, and managed to dock in drydock without tugboat support.

In 1950, Tarmo's boilers were adapted to burn heavy fuel oil, significantly enhancing her operational endurance from one week to over a month under typical ice conditions and increasing her cruising range by a factor of four. This upgrade also allowed a reduction in boiler stokers from 15 to 9. Additionally, her superstructure was enlarged and crew living quarters modernized. Nevertheless, as late as 1952, she remained without essential navigation equipment such as a gyrocompass, echosounder, and radar, all of which were standard on the merchant ships she assisted during winter operations.

Following the completion of war reparations to the Soviet Union, reconstruction of Finland’s state-owned icebreaker fleet commenced with the launch of the new Voima in 1954. The severe winters experienced in the 1950s highlighted the need for more contemporary icebreakers; consequently, a series of somewhat smaller diesel-electric vessels were constructed for archipelago duties. Gradually, the aging steam-powered icebreakers were phased out and dismantled. From 1960 onward, Tarmo remained the sole state-owned steam-powered icebreaker still active.

With the commissioning of the new diesel-electric Tarmo in 1963, the original Tarmo was renamed Apu and transferred to the Finnish Navy. In 1964, she served for two months in Tallinn as an accommodation ship for crews of recently acquired Riga class frigates Hämeenmaa and Uusimaa, purchased from the Soviet Union. Returning to Finnish Maritime Administration control in 1966, Apu resumed icebreaking duties until replaced by another diesel-electric vessel, Varma, in 1968. The following spring saw Apu’s decommissioning; however, rather than scrapping her, authorities decided to preserve Finland’s last steam-powered icebreaker as a museum ship. On 29 May 1969, she was moored at Hylkysaari beside the Helsinki Zoo and restored to her original name.

Despite plans for retirement, Tarmo’’’s withdrawal did not proceed smoothly. The severe winter of 1970 necessitated her reactivation. After having her propellers reinstalled at Suomenlinna drydock, she was once again renamed Apu and dispatched to escort vessels trapped in ice within the Archipelago Sea. Nevertheless, her involvement was often regarded as largely symbolic or "mostly of moral nature." By spring 1970, she returned to her berth at Hylkysaari. The commissioning of the new diesel-electric Apu later that summer confirmed that the old icebreaker’s service had finally concluded.

Museum ship

Tarmo being towed to Suomenlinna dry dock on 29 November 2016 after having been afloat for 24 years.

The restoration of Tarmo took almost two decades to complete. Throughout the 1970s and 1980s, the Finnish Board of Navigation allocated limited resources to keep the vessel afloat, while the Maritime Historical Society of Finland sought funding for its refurbishment. Despite these efforts, the wooden interior elements and exterior decks gradually fell into disrepair.[19]

In November 1990, following a government grant of two million Finnish markkas dedicated to restoring the historic icebreaker, Tarmo was moved to Kotka. Prior to restoration, detailed documentation and photography of the ship's interiors were conducted, after which all furnishings and fittings were removed and stored ashore. Upon inspection in dry dock, the hull plating was found to be in remarkably good shape. The weather decks and aft cabins, which had significantly deteriorated, were fully reconstructed.[19]

While the engine rooms, boiler spaces, and machinery workshops largely retained their original layout, and one officer’s cabin on the tweendeck survived a 1940s fire, the restoration did not aim to return Tarmo to her initial state. Instead, she was restored to reflect her appearance following her final major overhaul in 1951, incorporating modern heating and air conditioning systems. The cargo hold was converted into an exhibition area, and a cafeteria was established within the crew mess. Although not restored for operational use—the stern engine was disconnected from the propeller shaft and fitted with an electric turning gear—no permanent modifications prevent her from potentially sailing under her own power in the future.[19]

The restoration concluded on 19 May 1992, and shortly thereafter the Board of Navigation transferred ownership of the icebreaker to the Finnish National Board of Antiquities.[19] Since then, Tarmo has been permanently moored in Kotka as part of the Maritime Museum of Finland's exhibition.

During the winter of 2016–2017, Tarmo underwent dry docking for the first time in 24 years after receiving a renovation grant of 950,000 euros from the Parliament of Finland. She was transported to Suomenlinna dry dock in November 2016 and returned to Kotka by May 2017.[20] Initial evaluations confirmed that the hull remains in good shape; however, components such as the wooden boat deck required reconstruction.[21]

Although often mistakenly cited as the world's oldest existing icebreaker, Tarmo is actually younger than at least two other preserved vessels: Sweden’s Bore, constructed in 1894 and located in Malmö, and Russia’s Angara, built in 1900 and displayed as a museum ship in Irkutsk.[22][23] Nonetheless, she is older than other Baltic Sea icebreakers preserved as museums, including Sweden’s Sankt Erik, Russia’s Krasin, and Estonia’s Suur Tõll.

Technical specifications

Tarmo closely resembles the earlier icebreaker Sampo in its overall design and structural features, although it incorporates several subtle alterations, including a reduced stem angle of 20 degrees. The vessel is marginally larger than its predecessor, measuring an overall length of 67.10 metres (220 ft 2 in), a waterline length of 64.15 metres (210 ft 6 in), and a moulded beam of 14.33 metres (47 ft 0 in), all dimensions slightly exceeding those of Sampo. When loaded to an average draft of 5.7 metres (18 ft 8 in), Tarmo displaces approximately 2,400 tons, which is around 350 tons more than the earlier icebreaker.[1] Both vessels operated with a crew complement of 43.[24]

The propulsion system of Tarmo consisted of two triple-expansion steam engines produced in Wallsend, with one engine powering a propeller located at the stern and the other driving a bow propeller.[1] The bow propeller primarily served to minimize friction between the hull and surrounding ice, although the precise mechanics of icebreaking were not fully understood at that period.[25] The stern engine delivered 1,700 ihp at 97 rpm, while the bow engine generated 1,300 ihp at 107 rpm; during brief intervals, these outputs could increase to 2,400 ihp at 98 rpm and 1,450 ihp at 120 rpm respectively. This power output significantly surpassed that of Sampo, whose combined engine power reached only 3,052 ihp during trials and was rated at 2,800 ihp. In open water conditions, Tarmo could sustain speeds up to 13 knots (24 km/h; 15 mph), which was typical for icebreakers of her era.[26] Consistent with icebreakers from that time frame, Tarmo was also fitted with sails—two staysails and two Bermuda sails—although these were seldom utilized. By the early 1930s, the sails were gradually dismantled and repurposed until they were completely removed from service.[1]

The vessel housed five coal-fired boilers powering the main engines within two boiler compartments, along with a smaller auxiliary boiler dedicated to heating, deck machinery operation, and electrical power generation. Coal storage amidships accommodated up to 450 tons of fuel, which was consumed at a rate of three to four tons per hour by six stokers, providing sufficient fuel for approximately one week of navigation through icy waters.[1]

As with other Finnish government-owned icebreakers, Tarmo was outfitted for escort duties featuring a towing winch, cable equipment, and a stern notch. In challenging ice conditions, vessels requiring assistance were taken under tow; in cases involving severe compressive ice, they were pulled into the stern notch for safer navigation.[27] For salvage missions, Tarmo was equipped with a high-capacity centrifugal pump capable of simultaneously discharging water through nine robust hoses.[1]

Bibliography

  • Anttila, Risto. s/s Suursaari 1927–1945. Loimaa: KR-Kirjat Oy, 2008. ISBN 978-951-9387-66-6.
  • Kaukiainen, Yrjö. Navigare Necesse – Merenkulkulaitos 1917–1992. Jyväskylä: Gummerus Kirjapaino Oy, 1992. ISBN 951-47-6776-4.
  • Laurell, Seppo. Höyrymurtajien aika. Jyväskylä: Gummerus Kirjapaino Oy, 1992. ISBN 951-47-6775-6.
  • Pohjanpalo, Jorma. 100 vuotta Suomen talvimerenkulkua. Helsinki: Merenkulkuhallitus, Valtion painatuskeskus, 1978. ISBN 951-46-3661-9.
  • Ramsay, Henrik. Jääsaarron murtajat. Helsinki: Werner Söderström Osakeyhtiö (WSOY), 1949.

Template:Icebreakers of Finland Template:Oldest surviving ships (pre-1919)

60°28′24″N 26°56′39.4″E / 60.47333°N 26.944278°E / 60.47333; 26.944278

  1. ↑ 1.0 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 Laurell 1992, pp. 72–79.
  2. ↑ Pohjanpalo 1978, p. 143.
  3. ↑ Ramsay 1949, p. 285.
  4. ↑ 4.0 4.1 Laurell 1992, pp. 82–85.
  5. ↑ 5.0 5.1 Laurell 1992, pp. 88–89.
  6. ↑ Laurell 1992, p. 91.
  7. ↑ 7.0 7.1 7.2 7.3 7.4 7.5 7.6 Cite error: Invalid <ref> tag; no text was provided for refs named anttila
  8. ↑ Laurell 1992, pp. 99–101.
  9. ↑ 9.0 9.1 9.2 9.3 9.4 Laurell 1992, pp. 108–112.
  10. ↑ Senaattori Svinhufvud laivakaapparina Archived 28 April 2016 at the Wayback Machine. Klubilehti 2/2008. Helsingin Suomalainen Klubi. Template:Retrieved
  11. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named laurell122
  12. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named laurell185-189
  13. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named laurell190
  14. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named laurell259-260
  15. ↑ 15.0 15.1 15.2 15.3 15.4 Cite error: Invalid <ref> tag; no text was provided for refs named laurell266-271
  16. ↑ Laurell 1992, pp. 275–278.
  17. ↑ 17.0 17.1 17.2 Laurell 1992, pp. 282–290
  18. ↑ Panssarilaiva Ilmarisen tuho 13.9.1941 Archived 17 August 2014 at the Wayback Machine. Template:Retrieved
  19. ↑ 19.0 19.1 19.2 19.3 Cite error: Invalid <ref> tag; no text was provided for refs named laurell337-342
  20. ↑ "Jäänmurtajavanhus Tarmo pääsi telakalle – käyttäytyi merimatkalla yllättävän kiltisti" [Icebreaker old man Tarmo got to the shipyard – behaved surprisingly kindly on the voyage]. YLE.fi (in suomi). 29 November 2016. Retrieved 2016-11-29.
  21. ↑ "Tarmo lähtee telakalle syyskuussa ja palaa toukokuussa" [Tarmo will leave the shipyard in September and return in May]. KymenSanomat.fi (in suomi). 23 August 2016. Retrieved 2016-08-30.
  22. ↑ "World's oldest ice-breaker returns home". Sveriges Radio. Radio Sweden. 17 August 2012. Retrieved 2012-12-19.
  23. ↑ "Icebreaker Angara". Irkutsk.org. Retrieved 14 February 2012.
  24. ↑ Kaukiainen 1992, p. 376.
  25. ↑ Laurell 1992, pp. 52–56.
  26. ↑ Laurell 1992, p. 344.
  27. ↑ Laurell 1992, pp. 198–200.

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