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HISTORY OF TECHNOLOGY, TECHNOLOGY, OBJECTS AROUND US
Icebreaker. History of invention and production
Directory / The history of technology, technology, objects around us An icebreaker is a self-propelled specialized vessel designed for various types of icebreaking operations in order to maintain navigation in freezing basins. Icebreaking operations include: escorting ships in ice, overcoming ice barriers, laying a channel, towing, slinging, salvage operations.
As soon as they did not try to fight the ice! It was rammed, plowed, sawn, melted, even poisoned with chemicals. In the time of Peter the Great, in order to guide ships through the ice fields, narrow canals were cut through in the latter with picks and axes. At the same time, icebreaking ferries were invented - also wooden, non-self-propelled, 8,5 meters long, 2,5 meters wide with a raised stem and a stern filled to the limit with cast-iron ingots. Horses pulled such a ferry across the ice cover, pushing through a shipping channel in it, which was then cleared of debris. At the beginning of the XNUMXth century in Russia, on some commercial ships, a wooden or metal ram was attached to the bow, or pointed metal shoes were attached to the stem. The Americans tried to use for the same purpose a wheel mounted on the bow of a ship and equipped with metal knives, teeth and needles. More complex engineering systems were also tested. These, in particular, included the "icebreaking projectile", which was an ingenious mechanism placed in front of the ship. It consisted of horizontal skids, which, when moving, transferred the weight of the hull to the ice. At the same time, powerful circular saws were biting into the ice cover, and weighty hammer weights suspended on chains were still falling from above. According to the authors of this project, ice of any thickness could not withstand such a combined impact. No less curious was the project of a tire-weight-lifting icebreaker, developed in the mid-1860s at the suggestion of the Kronstadt engineer N. Euler. Such a ship was supposed to be equipped with a massive steel ram, next to it, but on the upper deck, install ten cranes and with their help simultaneously or alternately break the ice with cast-iron weights weighing 640 kilograms, dropped on chains from a height of 2 meters. Tested by shipbuilders, sailors and inventors, devices created by trial and error eventually led them to the idea that the optimal solution to such a complex engineering problem does not lie in complicating the design of an icebreaker. On the contrary, it should be relatively simple and combine the most effective experience of combating ice, proven by centuries of practice, with a significant power-to-weight ratio. On March 12, 1897, the senior flagship of the 1st Naval Division, Vice Admiral S.O., spoke at a meeting of the Academy of Sciences. Makarov. “He said that Russia, with its facade, faces the Arctic Ocean, and therefore no nation is more interested in icebreakers than we are,” a reporter for the Kronstadt newspaper Kotlin recounted his report. “Nature has chained us in ice, and the sooner we throw off these shackles, the sooner we will give the opportunity to unfold Russian power. Indeed, it is worth turning to history to make sure that the most important achievements in this area of shipbuilding belong to our country. Almost all of the "very first" ones appeared in Russia: the Pilot icebreaker, the Ermak linear icebreaker, the Lenin nuclear-powered icebreaker, the Taimyr research vessel, the Sevmorput multi-purpose ice-class dry cargo ship with a nuclear power plant. And the first and only serial construction of nuclear-powered icebreakers in the world began in our country in 1977. The "Arktika" was followed by the improved "Siberia", "Russia", "Soviet Union" and "Yamal". The movement of the icebreaker in the ice can be carried out with a continuous stroke, variable strokes, forcing the ice from acceleration. The movement of the icebreaker in continuous motion at a steady speed is possible if the total thrust of the propellers is sufficient to overcome the ice resistance. If the force of ice resistance exceeds the maximum thrust of the propellers, the icebreaker can only overcome the ice with acceleration - forays. With the continuous movement of the icebreaker in the ice, its speed depends mainly on the ice resistance and the characteristics of the ship. When working in raids, auxiliary operations (reversing, retreating, accelerating) take a relatively long time. The average speed of the icebreaker is significantly influenced by the maneuvering qualities of the vessel and the tactics used by the navigator.
When moving in solid ice, the icebreaker destroys the ice in the following way. The icebreaker crawls onto the ice cover and pushes through it with a stem. As you move forward, during which the trim to the stern increases, the bow of the icebreaker hull comes into contact with the ice, breaking the ice. In this case, a slight yaw and a change in the roll are observed, associated with the non-simultaneity of ice breaking by the left and right sides. Behind the stern of the icebreaker there is a channel: at the edges there are large ice floes, towards the middle part their sizes decrease, and in the middle there is "ice porridge". Directly behind the stern of the icebreaker, in the zone of action of the water jets thrown by the propellers, a strip of clear water is formed. In 1864, the steamship "Pilot" was built for Russia at an English shipyard, capable of moving through the ice. The appearance in 1899 of the world's first powerful icebreaker "Ermak", capable of breaking ice up to two meters thick, had a huge impact on the entire world icebreaking industry. It radically differed from the previously built small port icebreakers in size, contours, power, number of propellers, hull design, and the presence of a number of special devices and systems. The shape of the Yermak hull provided high icebreaking properties, the wedge-shaped bow frames contributed to the destruction of ice. Despite the first failures, the subsequent work of the Yermak in heavy ice confirmed the advantages of this icebreaker of the so-called Russian type over other icebreakers. During the First World War, to maintain navigation in the port of Arkhangelsk, several icebreakers of the Ermak type were built at foreign shipyards by order of Russia. In the Soviet Union, the construction of icebreakers for navigation in the Arctic seas began with the laying of four I. Stalin-type icebreakers in 1935, which entered service in the period from 1936 to 1941. These were three-screw vessels with steam piston engines, a riveted steel hull and a two-layer ice belt. In the late 1950s, they were modernized and switched from coal to liquid fuel, which increased their autonomy. In 1954-1956, three identical diesel-electric icebreakers with a capacity of 12000 horsepower were built in Finland by order of the USSR: Kapitan Belousov, Kapitan Voronin and Kapitan Melekhov. These were four-screw icebreakers (two screws in the bow and stern), with a welded steel hull, reaching a thickness of up to 30 millimeters in the ice zone. A significant event in world shipbuilding was the construction in 1959 at the Baltic Shipyard in Leningrad of the world's first nuclear-powered icebreaker, the Lenin nuclear-powered icebreaker, which began operating in the Arctic in 1960 navigation. According to the sailors, the first voyages of the "Lenin" in the Arctic immediately showed the advantages of the new vessel, its high ice-breaking capacity, autonomy and remarkable maneuverability even in difficult conditions. In 1960, Lenin became the flagship of maritime transport operations on the Northern Sea Route. The successful long-term operation of the icebreaker "Lenin" in the Arctic, the extensive practical experience gained during its operation, not only confirmed the feasibility of using nuclear power plants on icebreaking and transport ships, but also proved the need to replenish the fleet with even more powerful icebreakers to ensure the ever-growing volume of traffic on the Northern Sea Route. In 1974 and 1977, second-generation Soviet nuclear-powered icebreakers Arktika and Sibir, with a capacity of 75000 horsepower each, left the stocks of the Finnish company Vartsila. The famous polar captain, Hero of Socialist Labor Yu.S. Kuchiev in January 1972 began his duties at the Arktika under construction. At the same time, he became aware that the new Yermak would be equipped with a pneumatic hull washing system, and Kuchiev proposed equipping the Arktika with it, but did not receive support. By the way, this device was invented in 1966 by the Soviet engineer L.I. Uvarov, a year later the Finns patented the same. Its essence lies in the fact that air is supplied under pressure to the waterline area, which reduces the friction of the hull on the ice. Indeed, this idea is justified in the summer, at positive outside temperatures. And in winter? The icebreaker's hull is covered in ice and snow. If it is still treated with cold air, it will turn into a solid icy "beard" that tightly grasps the skin and grows so quickly that it can even stop the ship. When trying to improve the pneumatic washing system, it was proposed to supply exhaust steam to the waterline, which is abundant on a nuclear-powered ship, but the boiler water consumption would be excessive. True, then the idea appeared to heat the board in the same place with the same steam from the inside, and then condense it in the refrigerator - alas, it was not finalized. The icebreaker "Arktika" is designed for escorting vessels in the ice conditions of the Arctic with the performance of all types of icebreaking operations. This icebreaker has high sides, four decks and two platforms, a forecastle and a five-tiered superstructure, and three fixed-pitch four-blade propellers are used as propulsors. The icebreaker is 136 meters long, 30 meters wide, has a displacement of 23460 tons, and a draft of 11,4 meters. The nuclear steam generating plant is located in a special compartment in the middle part of the icebreaker. Its power is 75000 horsepower. It allows the Arktika to develop a speed of 33 kilometers per hour. The hull of the icebreaker is made of high-strength steel. In places subject to the greatest impact of ice loads, the hull is reinforced with an ice belt. The icebreaker has trim and roll systems. Towing operations are provided by a stern electric towing winch. A helicopter is based on the icebreaker for conducting ice reconnaissance. The control and management of the technical means of the power plant are carried out automatically, without constant watch in engine rooms, rooms for propulsion electric motors, power plants and switchboards. Control over the operation and control of the power plant is carried out from the central control post, additional control of the propeller motors is brought to the wheelhouse and aft post. The wheelhouse is the ship's control center. On a nuclear-powered ship, it is located on the top floor of the superstructure, from where a greater view opens. The wheelhouse is stretched across the vessel - from side to side by 25 meters, its width is about 5 meters. Large rectangular portholes are located almost entirely on the front and side walls. Inside the cabin, only the most necessary. Near the sides and in the middle there are three identical consoles, on which there are control knobs for the movement of the vessel, indicators for the operation of the three propellers of the icebreaker and the position of the rudder, heading indicators and other sensors, as well as buttons for filling and draining ballast tanks and a huge typhon button for giving a sound signal. Near the control panel of the left side there is a navigation table, near the central one - a steering wheel, at the starboard side panel - a hydrological table; near the navigational and hydrological tables, pedestals of all-round radars were installed. The national flag on the "Arktika" was raised on April 25, 1975 on the roads of Tallinn. In early June, the nuclear-powered icebreaker "Admiral Makarov" navigated the Northern Sea Route to the east. In October 1976, the icebreaker "Ermak" with the dry cargo ship "Kapitan Myshevsky", as well as the icebreaker "Leningrad" with the transport "Chelyuskin" pulled out of the ice captivity. Captain A.A., who replaced Kuchiev. Lamekhov called those days the "finest hour" of the new nuclear-powered ship. But, probably, the real "finest hour" for the icebreaker was the conquest of the North Pole. Admiral S.O. suggested exploring the Arctic Ocean from a powerful icebreaker. Makarov. In 1899, the Yermak, built according to his project, made two polar trips. "Not a single ship dared to enter the ice, while the Yermak was freely walking on the ice north of the Seven Islands," wrote Stepan Osipovich. In 1909, icebreaking transports of a special design "Taimyr" and "Vaigach" began to operate in Russia, equipped with everything necessary for scientific work. In 1910-1915, they made a number of expeditions along the route of the future Northern Sea Route, during which the Severnaya Zemlya archipelago was discovered. In the 1930s-1940s, when the development of the Far North and the Far East began in the Soviet Union, those who studied the Arctic seas were provided with icebreaking steamers well adapted for the polar waters, for example, "G. Sedov", ice cutter "F. Litke" , and even icebreakers, if they were not busy escorting caravans. In 1934-1937 hydrographic ice-class vessels "Murman", "Okean" and "Okhotsk" were built in Leningrad. These were the world's first research vessels designed for long voyages in the North. After the Second World War, other countries began to study the Arctic thoroughly. So, in 1953-1955, the Glacier was built at the Ingall shipyard for the US Navy. His project was based on serial icebreakers of the Wind type, but the displacement was increased to 8700 tons. The power plant with a capacity of 21000 horsepower consisted of ten diesel engines that worked on generators, and they supplied voltage to two Westinghouse electric motors that rotated the propellers. Before the advent of the Soviet nuclear-powered icebreaker Lenin, the American icebreaker was considered the most powerful in the world. But no one, except for the "Arktika", dared to conquer the North Pole. In August 1977, the icebreaker set off on his famous voyage. Members of the expedition V.A. wrote about him in their book. Spichkin and V.A. Shamontiev: "Multi-year Siberian - the icebreaker forces ahead, the speed of its advancement, of course, is small, but the move itself is unusually beautiful. As you know, the icebreaker destroys solid ice not by hitting the stem, but by pushing it with its mass: the stronger the ice, the greater the part the icebreaker must crawl on top of it to cause destruction, which moves the ice breaks from the bow to the middle of the vessel. With the destruction of very strong ice, the break points are displaced so far from the stem that they are not even visible from the front windows of the wheelhouse. This creates a fantastic impression that the entire huge nuclear-powered ship is sliding on the ice like a snowmobile. This quiet smooth advance, when neither a crack, nor breaking ice, nor a fountain of ice splashes is visible in front of the bow of the vessel, makes the effect of sliding so real that it seems that there should not be an ordinary channel behind the stern of an icebreaker. But a glance back, behind the stern, where the wide road of clear water is still dark, convinces that the icebreaker does not slip, but crushes these fields of multi-year ice. Hundred-ton blocks of crushed ice are bouncing near the middle part of the icebreaker." "Arktika" was designed by the Iceberg Central Design Bureau, organized in Leningrad in 1947. He also has such milestone ships as the Lenin nuclear icebreaker, the Dobrynya Nikitich diesel-electric ship, and the Amguem transports. And in the early 1990s, they designed a twin-shaft icebreaker LK-110Ya with two reactors. The total power of the power plant would be at least 110 MW, displacement - 55000 tons, length - 200 meters, width - 36 meters, draft - 13 meters. Such "leaders" could work year-round in the Arctic Ocean, paving the way for caravans in any conditions. Author: Musskiy S.A.
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