Proceedings of the Twenty-seventh (2017) International Ocean and Polar Engineering Conference www.isope.

org
San Francisco, CA, USA, June 25-30, 2017
Copyright 2017 by the International Society of Offshore and Polar Engineers (ISOPE)
ISBN 978-1-880653-97-5; ISSN 1098-6189

A Design Approach for an Icebreaker Based on Model Tests

Konstantin V. Kurchukov, Alexey A. Dobrodeev, Maxim V. Renny, Dmitriy V. Fomichev. Ekaterina A. Morozova
Krylov State Research Centre
Saint-Petersburg, Russia

ABSTRACT
The paper examines the integrated approach applied to the design of
icebreakers around the world. This method envisages the following
steps of the design process: development of basic design drawings,
preliminary estimation of maneuverability, seakeeping, aerodynamic
and ice performance of the vessel under design, refinement of estimated
characteristics and optimization of hull lines based on model tests in the
wave, maneuverability and ice basins, as well as in wind tunnel. The
wind, wave and ice conditions used in the analytical and experimental
evaluations are as close as possible to the specific operating
environment of the icebreaker.
model tests in wave, maneuverability and ice basins, wind tunnel, as
well as sea trials in ice.
The icebreaker of Project 21900 continues a series of sea-going
icebreakers designed by CDB Baltsudoproekt taking the benefit of
lessons learned from design, construction and operation of the previous
Moskva-type icebreaker type (Project 21900).
Following a thorough analysis of the design, construction and operation
of Project 21900 icebreakers, the icebreaker of Project 21900 has
been considerably modified as compared with the Moskva-type vessels
to accommodate higher requirements of customers.

In view of enhanced functionality of Pr. 21900 vessels

KEY WORDS: Icebreaker; model test; seakeeping; maneuverability;
aerodynamics; ship motion.
INTRODUCTION
Icebreakers are special-purpose vessels designed to perform a range of
icebreaking operations: passing through ice formations, making
channels in ice, pilotage of other vessels, ice management, towing and
rescue operations in ice conditions. For efficient icebreaking assistance
to merchant vessels it is required to build more powerful icebreakers.
The paper presents an integrated approach to design and optimization
of icebreaker hull lines based on experimental research, which takes the
benefit of the previous experience gained in the design and construction
of ice-breaking fleet, as well as modern computational techniques and
methods of model and full-scale experiments used to determine the
main aerodynamic, maneuverability and ice performance of icebreakers
suitable for the Arctic seas.
Experimental studies identified possible restrictions on the operation of
the vessel under ice, wind and wave effects of different intensity; to
prove the best location of the helipad on the deck for safe take-
off/landing; to develop recommendations on optimization of ship
architectural for minimizing smoke nuisance in way of the exhaust
pipes; to improve the ship handling and ice breaking capabilities as
compared to the original hull design, including straight-line course
keeping ability; to determine the required thrust of the bow thruster
unit in fire-fighting operations; to investigate the air flow pattern.
accommodated in the hull of same displacement and principal
dimensions as well as major modifications in the general arrangement
and superstructure it was necessary to perform a wide range of
analytical and experimental studies to meet all requirements on a
comprehensive basis.
EXPERIMENTAL RESEARCH
Aerodynamics tests
Wind-tunnel tests enable researchers to identify unfavorable air flow
conditions around ship hull early in the design process so that the hull
body and superstructure could be shaped to ensure favorable air flow
patterns. For this purpose the air flow structure around the icebreaker
was experimentally investigated.
The methods for evaluation of air velocity fields above helipads using
flow visualization of air flow around hull as well as smoke nuisance
patterns will be discussed in detail. These investigations are intended
to ensure safe take-off and landing operations.
Wind patterns around the vessel are quite complicated and depend on
the size and shape of many superstructures and topsides (Fig.1). Today
helicopters are a part of modern ship outfit intended to support various
tasks, missions and efficient operations. For this reason the vessel
should be designed with spaces for helipads, hangars, accommodation
of helicopter crews and maintenance tools.

The paper is mainly based on the studies of the Krylov State At sea the hull body and superstructures in way of helipads have
Research Centre undertaken as part of comprehensive research adverse effects on air patterns near the helipads. Strong winds, large
efforts focusing on the operational safety of icebreaker including lateral and vertical wind velocities induced by superstructures make it
difficult to take off and land, rotate or prevent rotation of main rotor

1410
blades. Vertical wall of ship superstructures produce low-pressure
zones, flow re-circulation which may attract helicopters to
superstructure.
The air flow structure was investigated by measuring space vectors of
local velocities. Flow angles over the helideck were measured at
incident flow velocity of V0 = 30 m/s. The measurements were taken
in the wind coordinate system XYZ with its origin fixed in the helipad
center. Fig.3 shows coordinates of measurement points projected onto
the [XZ] plane.

Fig.1 Air vortex structure around ship model

Air flow speed, direction and turbulence over helipads are essential
constraints for helicopter operation. Anyway there is a limiting air flow
speed and direction for every type of helicopters, and our task is to
enhance the operating envelope of a given helipad in terms of the
apparent wind direction and speed based on recommendations for
smoothing air flow patterns above helipads. One of the specific
considerations for ship-based helicopters to be taken into account is
exhaust smoke from ship stacks. These smoke polluted areas have Fig. 3 Measurement points of flow angles projected on the [XZ]
local temperature elevations and fuel combustion products. It is critical plane.
to know the boundaries of these potentially hazardous areas because if
a helicopter flies into a cloud of exhaust gases its engine may falter and
risk an accident.

The trajectory of exhaust gas from ship stacks has to be determined at

the design stage with examination of all air flow directions and speeds
as well as gas jet scattering patterns.

Experimental investigation of air flow structure around ship hull

A 1:50 scale model was made to represent the above-water hull of

21900 icebreaker for wind tunnel tests intended to measure flow
angles over the helipad. Principal dimension of the icebreaker are
given in Table 1.

Table 1. Main characteristics of the icebreaker

Characteristics Units of measurement Value

[XZ].
1 Displacement m3 14132,10
2 Lenght m 119,4 Fig. 4 Measurement points of flow angles projected on the [XYZ]
2 Beam m 26,23 plane.
3 Draft m 8,50
The icebreaker model was mounted on a flat plate (3.5 3.5 m) The five-hole probe that was used in tests simultaneously measured the
simulating the media interface, which was positioned at the mid-height absolute value of local speed vector and flow angles (vertical plane)
point of the wind-tunnel test section (Fig.2). and (horizontal plane). The probe axis was parallel to the incident
flow vector so that its forward critical point was facing the flow. The
measurements were taken at four levels over the helipad at the
following wind angles: = 0 (wind from icebreaker bow), = 45,
= 90, = 135, = 180 (wind from icebreaker stern).
The heights chosen for measuring characteristics of flow above helipad
span the installation heights of helicopter rotors. Measurements were
taken in 9 points at each level (Fig.4). Finally 5 spatial local vector
fields were obtained each containing 36 points. Absolute values of local
velocity are non-dimensional by incoming flow velocity. The
measurement data are presented in tabular format and in figures (Fig.5).
The figures show measured velocity vectors as well as spatial flow
lines obtained by interpolation.
Fig. 2 General view of icebreaker model in wind tunnel.

1411

Fig. 5 Air flow angles over helipad
For obtaining full-scale velocity vectors the non-dimensional values
have to be multiplied by the full-scale wind speed. Such inputs are
provided to the organizations drawing up practical manuals for take-
off/landing operations.
Visualization of air flow patterns over helipad.
Air flow patterns around model can be qualitatively assessed using
visualizations of flow in a hydrodynamic tunnel of Krylov Centre.
Flow visualization and smoke nuisance tests were conducted in the
vertical hydrodynamic tunnel on a 1:800 scale plexiglas model of
icebreakers above-water hull (Fig.6).
Fig. 7 Smoke may icebreaker when = 0 (side view)
Studies flow patterns showed that the superstructure causes severe
disturbance of the flow with the formation of a broad zone of reverse
flow across the height of the superstructure, which leads to smoke
runway, as well as to smoke the air intakes of the engine room.
As a result, recommendations were formulated in Manual of the
International Civil Aviation Organization (ICAO), 1995, to change the
architecture of the ship above the water and studied (Fig. 8) in the wind
and hydrodynamic (Fig. 9) Institute of tubes. Changes architecture
topside have been taken with regard to the exhaust pipe and the top of
the superstructure.

Fig. 8 General view of a modified icebreaker model in a wind tunnel,

Fig. 6 Photo of above-water icebreaker hull model for tests in vertical and checkpoint layout
hydrodynamic tunnel

The tunnel has a 150 150 mm test section of 600mm length with
transparent walls. Hydrogen bubbles, air bubbles and dye injection
techniques were used for visualization. It was also noted (Guseev, 1999;
Biryuk, 1964, Seshadri, 2006) Dye injection method shows patterns of
smoke distribution and its concentration (qualitatively), the flow lines
traced by hydrogen bubbles indicate the flow structure and flow
patterns around ship structures.
The photo in Fig.7 illustrates flow visualization by hydrogen bubbles
generated in front of the model and smoke visualization by dye
injection method. Thus it is possible to observe the outer boundaries of
flow as well as internal flow separations, large-scale axial vortex
comprising a number of vortices, which arise in front of the
superstructure and partly covers the helipad area. Continuous
superstructure under the mast, in front of the stack, at mid-ship gives
rise to a flow separation zone where a re-entrant flow is formed, which Fig. 9 Visualization of smoke when = 35 = 150
is opposite to the external flow. The smoke fills up all space in the = 0 in the ADT
flow separation area and also reaches top bridge.

1412
The finding of the research in the wind tunnel
As a result of carried out experimental studies by imaging smoke
icebreaker and structure of air flows over the landing pad identified
path of exhaust gases from the pipe movement. Thus, our experimental
studies have shown that there are a number of airflow directions in
which significant restrictions should be introduced for the use of a
helicopter.
In a range of angles of airflow leakage from the helicopter operation is
possible, but with a significant limitation of the wind speed. When the
wind from the stern of the pilot action must be "jewelry" because
helicopter tail rotor will be oriented toward the superstructure. In
addition, the downward flow of the site will require restrictions
permissible wind speed.
Carrying out model tests to determine the flow of settings and
parameters of the field of velocities above the takeoff platform
helicopter provides a fairly reliable materials to the extent necessary for
drawing up practical guidelines for the implementation of takeoff and
landing operations at, to determine allowable with wind speed and
direction, and choose according to these parameters acceptable safety
conditions helicopters maneuvering areas, and provide the necessary
input data workout benches.
Methods of study of the flow structure near the surface parts of the
hulls of ships models in wind tunnels and hydrodynamic FSUE "Krylov
State Research Center" allows to obtain high quality air flow
characteristics of the near surface part of the ship or ship to provide
guidance to developers at all stages of design.
Maneuverability tests
The objectives of the work in the agile-nautical basin were -
experimental determination of the handling characteristics of the
icebreaker in the clean water; development, if necessary,
recommendations for improving the handling characteristics of the
vessel and experimental verification of these recommendations;
estimated certain needs will go bow thruster, based on the necessity of
the work of the icebreaker in the fire.
Tests were conducted in the laboratory of dynamics of a certified DAP
German Accreditation Society to carry out in the courts handling
investigations.
Fig. 10 - Model with increased deadwood and spurs (left) and
stabilizers in front of screw-steering columns (right)
The ship set rotary column with the rotation of the outer propellers
4.5 m in diameter, and the bow thruster (BT). The maximum forward
speed to clean water is 16 knots (speed reverse to clean water during
the test was assumed to be 10 kn).
Research carried out in the ice-breaker handling agile, seaworthy pool
1413
with autonomous self-propelled vessel model made in 1:56 scale.
Photo model, prepared for the test is shown in Figure 10. Model tests of
the original version of the vessel held at draft T = 8 m on the scale of
nature.
Evaluation handling characteristics in the first stage of works carried
out with the use of control charts: Depending on the relative curvature
of the trajectory of the circle from the rudder angle columns f () ,
and depending on the relative diameter of the circle on the rudder angle
columns D f () .
The parameters and D are determined by the following
relationships:
L ,
; (1)
R
2
D (2)
where R - radius of the circle.
The results of the initial model test vessel embodiment shown in Figure
11 and 12 show that the vessel has the following control characteristics:
maneuverability; the diameter of the circle when relaying the speaker is
about 30 body length; sustainability- the relative curvature of the
trajectory with no arrangements of columns 0 = 0.4, (the relative
diameter of the circle; the critical angle of rudder columns about 4 .
These data show that the ship has good turning ability, but at the same
time, according to the institute, poor performance of stability of
rectilinear motion. When the degree of instability which has been
revealed in the course of testing, management of the vessel would be
difficult because of the need for relocation of the speakers at a high
frequency and amplitude of at least 5 to maintain a straight course.
Institution based on experience, to ensure satisfactory maneuverability
characteristics value 0 vessel should not exceed 0,2 0.,25
( D0 810).
In this regard, it was decided to carry out work to improve the
characteristics of the vessel handling. The following options were
considered:
An increase in the size of ice tooth.
Extension of the deadwood, located in DP icebreaker (while
maintaining the trailing edge of the slope).
Installation of gondolas columns spurs and combinations thereof.
Studies have shown that an increase in the size of ice tooth significantly
affect the stability characteristics of the vessel. Ensuring the
sustainability of satisfactory performance by increasing the area of
deadwood rectilinear movement of the vessel can be achieved by its
renewal not less than 4.5 m (increase of deadwood area about 24 m2).
Thus 0 decreases from 0.4 to 0.25.
The most significant impact on the stability of the parameters of the
installation has spurs on the rotary column. Using spurs area
approximately 4 m2 leads to a decrease of 0 from 0.4 to 0.19. The use
of spurs in conjunction with the extension of the deadwood 2.25 m
0 decreases to 0.11. It also maintains good turning diameter of the
circle in one body length is provided by the speakers relaying 40.
Thus, the studies carried out on the first stage of the work and to
improve the stability of the linear motion of the icebreaker, identified
several options for modifying the original version of the ship. it
(In order to impact resistance):
Extension of the deadwood at 4.5 m;
Setting spurs to rotary speakers;
Installation of spurs on the rotary column with simultaneous
extension of the deadwood at 2.25 m.

In all cases the vessel will have a good turning diameter of the circle in
one body length will be provided when routing columns 35 - 40 .

Model tests for ship handling when reversing to clean water have
shown that having a good turning ability, the ship has a large degree of
instability of rectilinear motion. However, for reversing it can be made
acceptable.

Fig. 12 - Diagram of control vessel

These data show that with increased vessel stern tube will have the
following handling characteristics:
Turning.
The diameter of the circle when relaying columns 35 is
approximately 1 body length.
Stability - relative curvature of the trajectory at neperelozhennyh
D0 8
columns 0 = 0,25, (the relative diameter of the circle ).
Fig. 11 - Dependence of the relative diameter of the circle of the
Relaying critical angle columns about 2 .
original version of the angle of the ship rudder.
These characteristics make it possible to assess the vessel turning a
Experimental determination of the characteristics of the ship
fairly good, and the degree of instability of rectilinear motion of the
controllability with increased Deadwood. The search for additional
project as the maximum allowed.
means of improving the handling characteristics.
As part of sustainability were received maximum allowable parameters,
Based on the above recommendations, it was decided to increase the
continued work to find means to reduce the degree of instability of
deadwood vessel. Compared with the original version deadwood vessel
rectilinear movement of the vessel. We examined various options for
was extended by 5.7 m (at the OP level), and the trailing edge of it is
improving the stability of the rectilinear movement of the vessel related
vertical. In this area of deadwood compared with the original version
to the installation of spurs on the PC and additional stabilizers on the
increased by 21.5 m2.
ship's hull, and trim of the boat to the stern. The bulk of the tests
carried out with draft corresponding to 8 m full-scale ship, in addition,
The area received deadwood differs significantly from most areas of
several options were tested with the draft of 8.5 m.
the considered the first stage of stern tube (extended by 4.5 m, while
maintaining the trailing edge of the original inclination). On this basis,
Evaluating the effectiveness of each option was implemented by widely
to assess the characteristics of the vessel with increased manageability
used in international practice methodology, which provides testing
Deadwood used previously obtained for the corresponding options
model maneuver zig-zag. In preparation for testing was provided by a
diagram of control (see. Fig. 12).
zigzag maneuver simulation inertial characteristics of the vessel.
Schemes of zigzag maneuvers 10-10 and 20-20 are shown in
Figures 13 and 14. The criteria for the stability of the ship in
accordance with the IMO Resolution (2002) and the Rules of the
Maritime Register (2004) the values of angles shown in the diagram
first and second yaw zigzag 10-10 angle and first yaw zigzag 20-
20. At the same time more stable vessel is of less importance yaw
angles. In assessing the options considered to improve the stability of
the vessel shall be based vessel test results with increased Deadwood
(without spurs and other stabilizers) with draft 8 m without trim.

1414
 of spurs on the PC, improves the stability of the rectilinear motion.
This option is on the basis of the complex analysis and has been

accepted for implementation.
20
The diameter of the circle with increased Deadwood vessel at an
angle of 35 rudder PC is about 1 body length, the degree of
10 instability can be estimated as the maximum allowed.
6. In addition to the listed in Sec. 2, was considered a way to
0
t,
improve the stability of the rectilinear movement of the vessel
by means of giving him a trim to the stern at an angle of not less
-10 than 1 , which showed its effectiveness. Giving the ship aft trim
is particularly useful in the case of motion with draft 8.5 m, where
-20
handling characteristics and maneuverability will be worse than
the draft of 8 m.
7. When adopting the original version of the power of nasal PU

-30
positioning vessel to extinguish the fire at any angle to the wind is

possible:
-40
- When working fire monitors "under the wind" - under the
simultaneous action of the wind and waves of 7 points 6 points,
Fig. 13. - The scheme of maneuver zigzag 20/20 at the first relaying - When working fire monitors "in the wind" - under the
steering (rudder) to the left side simultaneous action of the wind and waves 4 points 3 points.
Positioning the vessel in any direction of work in the conditions of
fire monitors wind 7 points and 6 points excitement specified in
the terms of reference, is possible only by increasing the emphasis
bow thruster is not less than 2 times.
40

Seakeeping tests
30

Seakeeping tests were carried out under conditions of irregular waves

in nautical basin to determine the characteristics of the vessel pitching,
20 linear acceleration characteristic points in the body that are prone to
flooding and slamming him, and further resistance at oncoming waves.
10
A clear understanding of the statistical characteristics of the pitching of
the vessel obtained in different wave sailing conditions gives the graph
0 in Figure 15.
t,

-10

-20

Fig. 14. - Scheme of maneuver zigzag 20/20 at the first relaying RC

to starboard

Conclusions Research in maneuvering basin

1. The original version of the icebreaker has good turning ability

and poor stability characteristics of rectilinear motion.
2. To improve the maneuverability of the vessel the following
routes were considered:
An increase in the size of ice tooth.
Extension of the deadwood, located in DP icebreaker.
Figure 15 - The dependence of a large amplitude pitching from the
Installation of gondolas columns spurs. travel speed in waves of varying intensity
Installation of additional stabilizers, and combinations.
3. Increasing the size of the teeth of ice and extra stabilizers on the Pitch motion
front of the ship's hull as a PC, and for PC at real size of teeth and
stabilizers do not provide a noticeable improvement in the stability On the opposite excitement of magnitude 6 with a height hs = 4,5 m
of linear motion. amplitude pitching when travel speed of 12 knots and 16 differ slightly.
4. The most effective way to improve the stability of the When a storm wave height hs = 5.7 m large amplitude pitching
rectilinear motion of the ship is to set Spurs on the rotary column. s exceed 3,4 . The amplitudes of the pitching of a vessel when travel
5. The increase in deadwood even if not as much as the installation speed 12 knots higher than the corresponding amplitude at a speed of

1415
16 knots for about 20%. Pitching icebreaker when navigating on the
counter irregular waves the power of the highest 7 points while moving
at a speed of 12 knots (wave height hs = 5,7 m);
It should be noted that the amplitude of pitching with increasing travel
speed slightly reduced on all examined intensities excitement.
Heave
Vertical pitching icebreaker to counter concerns about the oncoming
waves of small; its large amplitude does not exceed half of the
corresponding wave amplitude.
Acceleration in the area of the helipad
Vertical acceleration in the helipad area in a seaway force 5 points with
hs = 2,7 m increase of 0,20 g at 12 knots to speed of 0,24 g at Vs = 16
knots. The amplitudes of the vertical accelerations in bow in storm
conditions when the wave height hs = 5,7 m, can reach values of 0.5 g.
Green water
Green water icebreaker assessed visually; the number of flooding
model deck converted to the nature of the calculation of vessel sailing
in steady-state conditions during the 1 hour. When sailing on the
icebreaker counter agitation force 5 points at 12 and 16 knots flooding
deck no. Under pouring meant getting solid masses of water on deck.
When the course in rough seas magnitude 6 nasal tip poured more than
20 times per hour at a ground speed above 12 knots. In the excitement
of 7 points in frequency and intensity of flooding icebreaker increases
sharply. A comparison of the frequency of flooding bow under different
conditions are shown in Figure 16. In the excitement of magnitude 6
and above to avoid water from entering the heliport to avoid movement
of the icebreaker bows on a wave.
In accordance with the allowable value flooding frequency data
available in evaluating the overall seaworthiness different authors vary
from 40 to 60 times per hour (Boroday I.K. Nezvetaev Y.A.,1982).
Therefore, we can expect that by the condition of the ice-breaker wave
sweeping speed to counter agitation force 5 and 6 points is unlimited,
on a rampage of magnitude 7 points can limit up to about 13 - 14 knots.
Figure 16 - Frequency of flooding bow in different conditions
Slamming
For the fact of occurrence of the motion Fleming model icebreaker to
1416
counter agitation in this work made the appearance of dynamic
(impact) of the vertical acceleration at the forward end of the model.
Figures 17 and 18 show picture icebreaker model on a rampage in the
moment of greatest baring bottoms and a corresponding time slot of the
vertical acceleration of the implementation. On the implementation of
the acceleration is clearly visible the moment of impact of the wave
model body.
Slamming frequency increases with increasing intensity of agitation. 10
knots, given that the permissible value slamming frequency is 30 - 40
times / hour, will be accompanied by discomfort to the crew. Long
icebreaker movement on the opposite excitement magnitude 6 with
Vs speed > 10 knots, given that the permissible value slamming
frequency is 30 - 40 times / hour (ITTC, 2012), will be accompanied by
discomfort to the crew. Caused by frequent blows waves shake and
vibration vessel can lead to fatigue of the crew. When changing from
the oncoming ship rate of 30 - 40 frequency and intensity of slamming
should drop significantly.
Figure 17 - Moment baring bottoms bow.
Terms: Up excitement magnitude 7 points, travel speed 12 knots
Time, s
Figure 18 - Detail of the implementation of the vertical shock
acceleration in the bow on the counter agitation force 7 points, travel
speed 12 knots
Conducted research icebreaker seaworthiness under irregular waves
allowed to develop recommendations for the safe navigation of the
terms of pitching, vertical acceleration, slamming and green water in
waves of varying intensity.
Ice research
Completion of the complex experimental research allowed to achieve a
qualitative improvement in agile, seaworthy and aerodynamic
characteristics, as well as to optimize the architectural appearance of
the icebreaker. After conducting research on clean water have been
carried out research into the conditions of the ice, which showed high
icebreaker ice possibility and confirmed the correctness of the design
solutions.
At the moment, the project 21900M built icebreaker "Vladivostok",
"Novorossiysk" and "Murmansk" (see. Figure 19), which are a
continuation of the line icebreakers designed for use in non-Arctic seas
of Russia. First icebreakers Project 21900 "Moscow" and
"St. Petersburg" successfully demonstrated during field tests and
subsequent operation of the compliance indicators ice propulsion and
maneuverability specification requirements.
According to tests while going ahead icebreaker capable of speeds of
10 - 11 knots in smooth snowless ice cover thickness of 0.8 m and a
flexural strength of 500 kPa, and the radius of circulation under such
conditions is not more than twice the length of the body. On astern an
icebreaker is able to successfully overcome the level ice thickness of
1.3 m on a stable travel speed in 2 knots. Good handling icebreaker is
provided by two-circle rudder propellers production of the Finnish
company "Steerprop" capacity of 8 MW each.
Figure 19 - Icebreaker etc. 21900M.
Major changes in the modernized icebreaker of project 21900M
touched an increase of a few meters length of the hull, propulsion
system capacity by 1.4 MW, as well as a helipad transfer to the nasal
tip. Indicators ice icebreaker propulsion will be determined during field
tests, during which will be measured by the speed of movement, speed
of propulsion and / or propeller shafts, power power plant consumed
while driving, and surmounted by thick ice. Then, based on the
conversion of the experimental data, a technique which own experts
FSUE "Krylov State Research Center" will provide information on ice
thickness, which is able to overcome the ice-breaker at full power
consumption while maintaining a constant speed. In the study of
maneuverability of the icebreaker will be measured the same
characteristics as in the study of ice propulsion to which additional
information will be registered in the corners rudder controls and the
trajectory of movement of the icebreaker in the performance of the
circulation. All the data are adjusted to eliminate the discrepancy
between the desired and measured characteristics of the ice cover.
CONCLUSIONS
Application of the complex method of design using computational and
experimental studies to determine possible restrictions in the operation
of the vessel in ice formation conditions, wind and waves of varying
intensity, to substantiate the location of the helipad on the deck in terms
of the safety of runway operations, to develop recommendations on
optimization of architectural form and minimize smoke location in the
exhaust pipe, to improve handling characteristics and ice passability
over the original housing area, including the stability of rectilinear
motion of the icebreaker, determine the need for bow thruster stops
1417
when the fire-fighting operations, perform a study of the air flow
pattern.
It should be noted that the first project built icebreakers 21900
"Moscow" and "St. Petersburg" successfully demonstrated in field tests
and subsequent operation of the compliance indicators ice propulsion
and maneuverability specification requirements. In upgrade projects
21900M icebreakers were built three icebreaker "Vladivostok",
"Novorossiysk" and "Murmansk" project, intended for use in non-
Arctic seas of Russia.
As a result of in-depth analysis of experience of construction, testing
and operation of icebreakers, Project 21900, as well as taking into
account the increased demands of the customer, the icebreaker, Project
21900M has undergone significant changes compared to the basic
design of the "Moscow" type design.
The main differences between the icebreakers of Project 21900M are as
follows:
Increased icebreaking capability at the ahead and astern run due
to increasing of propulsion system power by 1.4 W to
17.4 W, s well as increased hull ice strengthening category.
Special personnel group - to 22 persons.
Increased capacity of cargo deck containers, more than 70%.
Increased sizes and weight of the helicopters taken onboard.
More than twice increased cargo capacity for ship cargo gears.
Air protection intended to reduce the sulfur oxides content in the
exhaust gases.
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Biryuk V.S. (1964). "Fighting smoke pollution ships", Ed.
"Shipbuilding", Leningrad.
Boroday I.K. Nezvetaev Y.A.(1982). Seakeeping of the ships,
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Guseev A.S., Korotkin A.I. (1999). "Wrap single roughness elements in
the boundary layer." Proceedings of the III International Conference
on marine intellectual technologies "Morintech-99", St. Petersburg.
Seshadri V., Singh S.N., Kulkarni Cdr P.R. (2006). Study of problem of
exhaust smoke ingress into GT intakes of a naval ship. Journal of
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IMO Resolution 137 "Standards of maneuverability of ships" (2002), 76.
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Proceeding of 27rd International Towing Tank Conference (ITTC).
Manual of the International Civil Aviation Organization ICAO, (1995).
Russian Maritime Register of Shipping (RS) "Guidelines for the
determination of maneuvering characteristics of ships", (2004).
The flight manual for the Mi-8 flight activity Oversight appropriate
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(verification date July 11, 2005.).