Designing Electric Propulsion and Azipod® Systems in Icebreaking Vessels

Samuli Hänninen, Antti Sallinen, Arto Uuskallio

ABB Marine
P.O. Box 185 (Merenkulkijankatu 1), FI-00981 Helsinki
Helsinki, Finland
samuli.hanninen @fi.abb.com

total propulsion power of 4000 shp, Figure 1. The icebreaker

Sisu utilized the Ward-Leonard system, where each diesel
driven DC generator supplied electric power directly to its DC
propulsion motor.

ABSTRACT In total 27 icebreakers with Ward Leonard system was delivered

during the years 1939-1977.
An increasing part of world’s oil and gas reserves are located in
Arctic areas. Year-around operations in these areas put strict
requirement to the vessels that are supporting the offshore field,
and the use of ice-going and ice-breaking vessels and oil tankers
is rapidly increasing. Electric propulsion with Azipod®
propulsion has been used in ice-going and ice-breaking vessels
in over a decade and the concept has shown to be reliable and Figure 1. Basic information of the first diesel-electric icebreaker
very good characteristics when operated in ice. Maneuvering, Sisu.
DP capability, redundancy, and reliability have proven to be
very good. AC-DC Powerplant

KEY WORDS: electric propulsion in icebreakers, Azipod Many icebreakers were built in Finland for Baltic and Arctic
propulsion in ice, power plant and propulsion control design, operations. The technology developed quickly. The polar
propeller ice torque. icebreaker Moskva, boasting 22,000 shp, was completed in
INTRODUCTION 1960. Electrical equipment for the world’s four most powerful
diesel-electric icebreakers, the Jermak class polar icebreakers
This paper gives an insight of several design issues of electric with 36,000 shp each, was delivered during 1974-1976.
propulsion system for icebreaking and ice-going vessels. In the
beginning is given a short description of development steps of Initially, both the generators and propeller motors were heavy
electric propulsion in icebreakers. Then requirements for DC equipment. With the development of power electronics, AC
modern electric propulsion system for icebreaking vessels are generators and thyristor-controlled DC motors were introduced,
outlined and design issues of power plant, propulsion drive, and all the ship’s electric consumers could be supplied from the
electric propulsion motor and Azipod (azimuthing podded same network (power plant principle). The first vessel to utilize
propulsion unit) are discussed. Summary of the results from the this concept was the icebreaker Kapitan Izmaylov (1976).
latest Azipod full-scale measurements in ice is presented in the In total 12 icebreakers with AC-DC propulsion was delivered
end. during the years 1976-1985.
DEVELOPMENT OF ELECTRIC PROPULSION FOR AC-AC Powerplant
ICEBREAKING VESSELS
Ward-Leonard (DC-DC) Frequency converters for regulating the speed of AC motors
were developed in the 1970s. In 1983, the research vessel
The first Finnish-built diesel-electric icebreaker Sisu was Aranda was completed. It was the first vessel deploying
completed in 1939. The diesel engine -powered generators cycloconverter technology. The propeller was driven by a
produced electricity for three motors driving the propellers. The synchronous motor. Otso, the world’s first icebreaker utilizing
ship had two propellers in the stern and one in the bow with similar AC-AC technology, was completed in 1986.

Paper No. ICETECH08-101-RF Hänninen 1

Azipod Propulsion The input for product improvement usually is origin from the
operational experience. During the early years of Azipod
The development history of Azipod propeller systems started
development the challenge has been to increase bearings and
with icebreakers and derives from icebreaker operating
sealing systems reliability.
problems. Electric motors have been preferred for icebreaker
applications, instead of diesel engines , since the very beginning Table 1. Azipod operation track record (June, 2008).
because it enables high propeller torque at low speeds of
rotation, which is essential feature in ice operations.
The extreme case is the ability of a stationary propeller to start
rotate when surrounded by ice blocks. An electric motor and the
associated drive can be designed so that maximum torque can be
directed to a stationary propeller. Correspondingly, the torque of
a stationary diesel engine is zero. The lack of a mechanical
connection between the power plant and the electric motor
driving the propeller creates an ideal icebreaker system.
One of the greatest problems with the conventional shaft line DESIGN AND DIMENSIONING REQUIREMENTS OF
was the maneuverability in ice. Azipod system was created for MODERN ELECTRIC PROPULSION SYSTEM FOR
the particular purpose creating better maneuvering ICEBREAKING VESSEL
characteristics for icebreaking vessels. A turning unit allowed The usability of electric propulsion in icebreakers and ice-going
the propeller thrust to be directed in any direction so that getting vessels is due to the fact that an electric motor can produce full
out of an ice channel became relatively easy. The first patent torque from zero RPM up to full power. If ice blocks hit the
applications for this were filed in 1987. propeller blades, an electric motor will keep the propeller
The propulsion devices of ice-going vessels, particularly rotating better than a diesel engine of comparable performance.
icebreakers, are under considerably higher stress than those of This feature is beneficial for the ship’s performance as well as
normal open-water vessels. As the Azipod system was being the durability of the propeller.
developed particularly for special vessels whose ability to It is self-evident that continuous propeller rotation provides a
navigate icy waters is decisive for their performance, the main better ability to navigate in ice. If the propeller stopped during
principle of its design was the simplicity and reliability of the ice load, the ice would hit the propeller blades from a
mechanical power transmission. disadvantageous direction in terms of strength, and the propeller
Since year 1983 ABB has contracted electric propulsion for total blades would easily be damaged. An electric motor can also be
40 icebreakers and icebreaking. dimensioned to endure momentary excess torque, which
improves the ship’s performance in severe ice conditions, such
Azipod Track Record in Ice Operation as ice ridges.
Accumulated experience of ice-going ships equipped with Ice impacting on the propeller and the resulting rapid variations
Azipod propulsion has proven its effectiveness in various in propeller speed impose high requirements on the dynamic
icebreaking operations. Total number of Azipod units with ice properties of the entire electric power plant. These propeller-ice
class 1A Super or higher in operation and in order is 42. With interaction dynamic loads to the propulsion system must be
thes e vessels, there is cumulated service experience of over considered in power plant and propulsion control engineering
680 000 operating hours (July, 2008) starting from early 90’s, and in the mechanical design of the propulsion unit. High torque
See Table 1. The current availability rate 99,77 %, in Table 1, demand and wide power range combined to limited machinery
basically means the percentage of all operating hours when the spaces causes special challenges for the design.
vessel has fulfilled the owner need, without notable problems in
propulsion system. Over the years ABB have made some The characteristics for ice-going vessels in general and
technical product improvements in order to further improve particularly for ice breakers can be summarized by:
Azipod system reliability e.g.: • High maneuverability
• Slip ring brush modification from smooth copper to • High bollard pull requirements
grooved bronze.
• High mechanical ice loads
• Propeller bearing type has been changed.
• High power
• Bearing lubrication oil circulation, purification and
monitoring system development. • High propeller shaft torque at low RPM
• Over torque requirements
• Sealing systems was changed to 5-lip seal system with
air space. • Rapid changes in propeller load

Paper No. ICETECH08-101-RF Hänninen 2

These characteristics make electric propulsion more favorable switchboard. However it is important to note that 60 Hz instead
compared to alternative solutions. See example of electric oh 50 Hz leads to 10% smaller electric motors and transformers
propulsion system in Figure 2. The main motivation to use due the higher electric speed.
electric motors is the excellent torque characteristics with broad
torque range. In contrary to a diesel or steam driven motors,
electric motors can give high torque at low RPM – even at zero
speed and in reverse rotation. Basically, the performance of a
vessel in ice is all about available torque at the propeller shaft.

Figure 3. Electric propulsion design selection steps.

The amount of installed generators depends on the installed
Figure 2. An example of single line diagram for an ice-going power and redundancy needs. The power plant can be designed
vessel with Azipod propulsion. to have suitable number of available power steps. Thus the
diesel engines can be run close to the optimum point – not only
Azimuthing propulsion unit with electric propulsion enables from economical but also from environmental point of view.
good maneuverability for icebreakers even if the ship and
Generator power factor is selected according the reactive power
propellers are completely surrounded by ice blocks. For modern consumption of propulsion and ship electric load. Harmonic
icebreaking vessels electric propulsion system has thus become control has to be noticed in concept design to fulfill
very popular.
classification rules and to avoid e.g. additional heat losses in
In order to make ice navigation reliable and safe, various ship power system and malfunctions in protective devices or
classification societies have developed dimensioning rules for sensitive low voltage equipment.
ships intended for different ice conditions. Power Plant
The ice regulations divide the ship’s hull into sections with High torque requirements at low RPM effects to the power plant
different strength requirements. In addition to hull strength, design. With some drive types the power factor decreases when
requirements are set for the strength of propellers, rudders and operating at low switching frequencies. Lower power factor
other projections from the hull, as well as the ship’s machine leads to higher reactive power demand compared to effective
power. power demand. Avoiding performance limitations and
Azipod framed steel structure can be designed to match any ice unnecessary generator starts may require:
class requirement. Azipod have short and rigid shaft line • Lower power factor of the generators
without gears or couplings and therefore there are no
mechanical limits for motor over torque or power even with à bigger machines
negative RPM.
• Power factor compensation
ELECTRIC PROPULSION SYSTEM DIMENSIONING à compensating capacitors needed
Electric propulsion design selection steps are presented in Drive and Motor
Figure 3.
The electric motor and frequency converter are dimensioned to a
Design input values; propulsion power and ship electric load certain full power point (nominal speed). At this speed the
depends on the operation and performance requirements of the motor voltage is nominal (100%). This so called field
vessel. Needed propulsion power and selected propulsion type
weakening point defines the maximum RPM that can be
defines the drive concept (electric motor, propulsion drive and achieved with motor nominal torque. Maximum continuous
possible propulsion transformer). power is achieved above this RPM. Below this speed excitation
Voltage level is selected according the load current of electric current is kept nominal. If speed is increased above this speed
consumers and short circuit power produced by rotating motor torque has to be reduced to prevent motor over voltage
machines (generators and electric motors). End users and over power, see Figure 4.
requirements define the selected frequency and voltage at
distribution side. Usually the same frequency is selected to main

Paper No. ICETECH08-101-RF Hänninen 3

 Figure 5. Available overload time (red lineated area) is
proportional to provided recovery time (blue lineated area) -
Figure 4. Electric motor dimensioning– power and torque. r.m.s. = root mean square.

Motor shaft power is a product of torque and speed. Motor Propulsion Control Philosophy
power formula is: The basis of the propulsion converter is to control the torque
P=T*? (1) produced by the electrical motor. In most industrial and marine
application, it is common to close a speed controlled loop
Where, around the torque regulator, with a PID (proportional-integral-
T = torque, ? = motor speed derivative) type speed controller algorithm.

Motor torque is a product of flux and current. Motor torque In ice breaking vessels, the load torque will vary substantially
formula is: when the propeller hits ice or ice blocks in the water, or in worst
case, gets jammed in ice. With a speed controlled propeller,
T= ? * Is (2) such load variations will generate large oscillations in the
Where, electrical power system, which can be reduced significantly by
using a control strategy based on controlling the shaft power
? = flux, controlled by excitation current, Is = stator current instead of the RPM.
Stator voltage formula is: Looking at Figure 6, the bollard pull load torque characteristics
are drawn in the torque diagram for the variable speed
Us = ? * ? (3)
propulsion motor. This has a maximum continuous rating given
According to the basic laws of electro technology and by the rated torque of the motor, and normally an intermittent
mechanics, achieving a certain torque at motor shaft requires a over torque, in the range of 130% of rated torque.
certain amount of iron and copper. Usually the limiting factors
are current density and magnetic flux density in stator and rotor
systems .
Increasing torque requirements even without higher nominal
power may require:
• Bigger, heavier and more expensive motors
• Better cooling to improve the thermal capacity of the
motor windings
• Overloading the motor which is possible with light
over dimensioning if the recovery time between torque
pulses is long enough for cooling down, see Figure 5.
High current at over torque point requires also over
dimensioning of the frequency converter or more effective
cooling to withstand the higher thermal stress compared to the
Figure 6. Torque, power and speed (RPM) control
design point
characteristics.
Electric motors can produce constant (nominal) torque from
Speed (RPM) control, power control, and for reference, torque
zero speed to the field weakening speed. However, sometimes,
control behavior are drawn in the same diagram. If the propeller
in case of operating with high torque at low RPM, the drive
thermal capacity can be a limiting factor for the available load varies when working at a stable operating point at the
bollard pull torque curve, speed control will vary the torque to
torque. Reduction of switching frequency means longer
keep the speed constant, torque control keeps a constant torque
conductive time for thyristors. Thereby, the maximum torque
may need to be limited at low RPM, see Figure 4. Maintaining regardless of the changes in the load torque and hence large
RPM variations, while the power control will have an inverse
the high torque at low RPM may require bigger, heavier and
characteristics of the speed and hence reducing the RPM
more expensive inverter units.
variations to some extent.

Paper No. ICETECH08-101-RF Hänninen 4

More important, the power load variation in the network is also
greatly influenced by the control strategy. Load variations in the
engine create disturbances in the network with fluctuating
voltages and frequency. In addition to the vis ible effects, such as
lighting etc., they also result in higher fuel consumption, more
tear and wear of the engine and higher risk for over current
tripping or even black-out from overloading of the engines.
Figure 7 compares the load variations in the power system with
a simplified model of the load variation. The load is assumed to
be a step increase at t=2 seconds, which disappears at t=6
seconds, reverting to bollard pull load. It is obvious that power
control gives much lower load variations in the generator plant.
0,7
Speed (RPM) Control Torque Control Power Control
0,7

0,6 0,6

0,5 0,5
rpm
0,4 0,4 load torque

0,3 0,3 el torque

power
Figure 8. Water flow direction to Azipod pulling type propeller.
0,2 0,2

0,1 0,1 It is important for the shipbuilding industry that the Azipod
0
0 2 4 6 8 10 0 2 4 6 8 10 0 2 4 6 8 10 12 concept provides completely new possibilities for the design of
the general arrangements and functions of a ship. This has
Figure 7. Effects of load variations on generator load power for resulted in the birth of new vessel concepts. The first one was
different control strategies the so-called Double Acting Tanker (DAT) developed at the
Azipod Design Principles arctic technology center of Kvaerner Masa-Yards (today known
as Aker Arctic Technology), with the subsequent development
The hydrodynamic properties of the Azipod propeller system of the more general Double Acting (DA) principle for all types
were found to be good quite soon after the first prototype of vessels.
vessels were constructed. The replacement of pushing propellers
with pulling ones indicated that there were substantial The design of a vessel with good properties for both open-water
hydrodynamic improvements available; even the very first use and ice operation is impossible in princip le. A good
cruise vessels equipped with the Azipod system achieved icebreaking bow is relatively flat bow. An extreme example is a
maximum speeds of 0.5 knots higher than their conventionally landing craft bow, where the angle of incidence between the
equipped sister ships. The increase in speed meant that the ship bow and ice is no more than 15 to 20 degrees. However, such an
power requirement was reduced. The efficiency improved by 8 ice-breaking bow is poor in open water, both in terms of open-
to 9%. This translates into approximately 40 metric tons of fuel water resistance and sea keeping characteristics.
savings per ship per week. The optimal bow shapes for open-water vessels, both in terms of
The improved hydrodynamic efficiency is mainly attributable to resistance and sea keeping characteristics, is close to either U
three factors: shape or V shape. Furthermore, open-water vessels have often
bulbous bow, which reduces the wave resistance created by the
• The flow faced by a pulling propeller is even compared ship. However, such a bow shape is poor in ice. Particularly
with that faced by a pushing propeller (Figure 8), when operating with ballast, one could speak about ice crushing
because parts such as shaft supports do not interfere with instead of ice breaking.
the flow. The risk of cavitation is reduced, allowing a
more optimum design of the propeller blades. It has been known for a long time that when going astern the ice
resistance of a ship will decrease as a result of the propeller
• A ship equipped with an Azipod propeller system does flow, which, among other factors, reduces friction. However,
not require lateral propulsion devices or shaft supports ships equipped with conventional rudders are difficult to steer
in the aft. The hull resistance is reduced. when going astern. This problem does not affect ships equipped
• A streamlined component behind the propeller with azimuthing propulsion system, as the propeller thrust can
contributes to increased propeller efficiency. be steered to any direction.

Thanks to its good hydrodynamic properties, the podded The bow of a Double Acting ship can be designed on the basis
propeller system was soon introduced to vessels other than ice- of normal open-water criteria, while the stern shape is optimized
going ones, and the solution rapidly became more popular than for ice operation. This principle has already been applied to
conventional alternatives in large cruise vessels. several ships and ship types. Good examples of these kind of
ships are oil tankers Tempera and Mastera owned by Neste Oil
company.
Ice-related competence has also been beneficial for the
construction of open-water versions because the designers have

Paper No. ICETECH08-101-RF Hänninen 5

regarded a rigid structure as a particular starting point and no her sister ships are now under construction at Aker Yards
compromises have been sought with regard to this. Germany. Until now, the first vessel has been in operation for
three winter periods without need of any icebreaker assistance,
AZIPOD full-scale ice load measurements
Tyukavin (2008). Vessel side view and picture of Azipod
Since the early 1990’s extensive full-scale ice load propulsion unit is shown in Figure 10.
measurements and expeditions has been made on board four
different types of ice-going and icebreaking vessels. The ships
have wide power range with varying operation profiles and are
operating in different areas and ice conditions. Figure 9 shows
pictures of these ships.

Figure 10. Picture of 13 MW arctic Azipod unit installed in MV

Norilskiy Nickel.
The vessel and its propulsion system are designed to fulfill
Russian Register high Arctic ice category LU7. The vessel is
capable of operating also stern ahead in the most demanding
harsh ice conditions in Kara Sea. In the full-scale ice trials the
vessel was capable to break 1,5 m thick level ice with constant
speed of 3 knots, Wilkman et al. (2008). These characteristics
make this vessel a unique icebreaking container ship for Arctic
ice conditions. The vessel is designed for year round operation
between ports of Murmansk and Dudinka in the Gulf of
Yenisey.
During the construction phase the Azipod propulsion unit was
Figure 9. Azipod ice load measurement platforms: MT Uikku, equipped with measuring system to monitor actual ice loads
MSV Botnica, IB Fesco Sakhalin and MV Norilskiy Nickel. from the Azipod unit. The measuring system was installed and
MT Uikku and MT Lunni (equipped with 11,4 MW Azipod unit) calibrated by VTT (Technical Research Centre of Finland),
Vuorio (2008).
The ship was tested in most severe Baltic ice conditions and
measurements were also made in the Northern Sea Route (e.g. The loads on the thruster body are measured by strain gauges
ARCDEV-98). Azipod long-term ice load measurements were attached on the inner structures of the upper part of Azipod. The
conducted in Baltic Sea in mid 90’s. Excellent ridge penetration strain gauges were located in two different cross sections of the
capability was observed while running astern. upper part of Azipod. The locations of the strain gauges were
defined based on stress distribution on Azipod structure for load
MSV Botnica (equipped with 2 x 5 MW Azipod units)
cases where longitudinal, transverse and torsion loads were
Azipod long-term ice load measurements were conducted in the applied at potential locations of ice loads. The instrumented
Northern Baltic during winter 2001, Kivimaa et al. (2002). areas inside Azipod are shown in Figure 11.
Measurements reveal the stochasticity of ice loads. The results
The propeller bearing loads and the thrust force are also
verify that dimensioning criteria for Azipod units of MSV
measured by strains at the lower part of Azipod. The propeller
Botnica have a clear margin for icebreaking operation in thick
bearing loads were measured with stain gauges attached at the
Baltic Sea ice.
supporting structure near the bearing. Stain gauges for the thrust
IB FESCO Sakhalin (equipped with 2 x 6,5 MW Azipod units) force were located at the longitudinal stiffener near the thrust
The vessel operates in the Okhotsk Sea near the Sakhalin Island. bearing. The instrumented areas in Azipod shaft line structure
are shown in Figure 11.
The measuring system for ice loads on the propulsion unit for
this icebreaker was installed in 2005 and has been in operation The relative shaft line movements are measured with
since. The measuring system has collected long term data for displacement transducers attached close to the bearing housings.
over two years, spanning three winter periods, Nieminen (2008). The dynamic behavior of the lower body is measured by tri-
AZIPOD ice load measurements onboard MV Norilskiy Nickel axial accelerometers located in the both bearing housings. Some
accelerometers were attached also outside the pod in the pod
MV Norilskiy Nickel, a container vessel equipped with one 13 room. The hydraulic pressures of the steering motors are
MW Azipod unit was delivered from Aker Finnyards Helsinki measured in order to determine the torque of the steering
in March 2006. It was the first vessel from series of five vessels. motors. Ship status and the environment data are read directly
After the successful testing and good service experience in ice, from ABB’s and ship’s systems in digital format.

Paper No. ICETECH08-101-RF Hänninen 6

 ice ridge operations was observed.
• Efficient method to break ice ridges is flushing the ice
by turning Azipod 360 degrees.
• Efficient ice maneuvering with Azipod was used to
avoid most difficult ice conditions.
• In heavy ice conditions Azipod motor over-torque
capability was fully utilized.
• Azipod ice loads in all operation conditions were below
class rule ultimate design loads with adequate safety
margin.

Figure 11. Instrumented areas inside MV Norilskiy Nickel

Azipod propulsion unit.
Results from Long-Term Ice Load Measurements

The ship operates both stern first and bow first mode in thick
level ice, channel ice and ridged and rafted ice. Example of ship
operation in channel ice is shown Figure 12.

Figure 13. Principles of Azipod operation in bow first and stern

first mode in ice.
SUMMARY AND CONCLUSIONS
Figure 12. MV Norilskiy Nickel operates in brash ice channel in
astern mode. For ice going vessels in general, and especially for ice breakers,
electric propulsion has been popular solution for decades.
Measurements from MV Norilskiy Nickel have confirmed that Variable speed electric drives have very good torque
ship equipped with Azipod propulsion does not need to use characteristics with full torque capability at any speed, even at
ramming mo de when operating in stern first mode. Instead, it is zero RPM, in both directions. Compared to diesel-mechanical
capable to proceed slowly but steadily through ice ridges solutions, electric propulsion gives benefits that are essential for
without getting stuck. Some general conclusions of Azipod ice breaking requirements.
propulsion ice loading in different operation modes are listed
below: The traditional installations were based on shaft line propulsion
• Level ice operation with variable speed propellers. The electrical motor driving the
o Stern first; basically no propeller ice propeller was located in the hull with a gearless shaft
interaction was observed, see Figure 13. transmission to the propeller.
o Bow first; Occasional propeller ice interaction Shaft line propulsion with rudders is not the most efficient
from loose ice blocks was observed, see solution with respect to ice breaking and ice management. The
Figure 13. limited flexibility in operating the propeller and rudder in ice
• Old channel ice operation put constraints on the vessel’s performance. Hence, azimuthing
o Stern first; Ice impact loads, high steering type of propulsion has been a desired solution for such vessels
angles were sometimes needed. in order to increase the vessel’s operating efficiency.
o Bow first; Occasional propeller ice interaction
from loose ice blocks. The podded propulsion, Azipod, was introduced in 1989 for an
icebreaking buoy tender. Later, the concept has been applied in a
• Rubble field and ice ridges
range of ice going vessels, including icebreakers and
o Stern first; Ice impacts from propeller
icebreaking supply vessels. The concept is proven to give high
interaction with ridge keel and propeller ice
flexibility, for design and operation. Azipod propulsion system
milling.
has given more freedom and alternatives to vessel operation
o Bow first; No measured data available.
especially in ice covered waters, where even new ship types
• Clear dependency between ship speed and ice loads in
have been developed around the Azipod concept.

Paper No. ICETECH08-101-RF Hänninen 7

Modern icebreaking cargo vessel design enables vessel to be
operated independently in ice without icebreaker assistance.
This reduces the total investment and operation cost for the
whole transportation system. Reduced open water and ice
resistance of theses kind of vessels also reduce the CO2 , NOx
and SOx emissions thus making the vessel more environmental
friendly than traditional shaft line vessels.
The variable speed, electric drive is the key component in
electric propulsion. A range of frequency converter concepts are
available – but the special requirements for ice going vessels
leads to the use of frequency converters that have high torque
capability with high control precision in the whole speed range.
Hence, AC converters with good controllability at low RPM are
used. Ship : 70 000 dwt Double Acting Shuttle Tanker
The power plant and electric distribution system is similarly Number of Vessels : 2
Owner : Sovcomflot, Russia
designed as for other vessels with electric propulsion. The Shipyard : Admiralty Shipyards, St. Petersburg, Russia
dimensioning is differing, since ice going vessels normally will Ice Class : RMRS LU6
have over torque requirements, typically 130% - 150 % transient Azipod units : 2 x 8,5 MW
torque capability. In addition, since the load variations of the
propeller are high, the power plant must be capable of handling
the corresponding load variations. Running the propulsion in
power control mode during ice operations reduces the load
variations significantly compared to traditional speed (RPM)
control.
Azipod ice load measurement results from several vessels have
verified the propulsion system ice design criteria. Valuable
information on Azipod global and local ice loads and shaft line
fatigue loads have been collected during these measurement
projects. Based on the measurements the most important Azipod
ice loading scenarios are identified and optimum design criteria
and the best operation practices for ice classed Azipod vessels
can be further developed
Ship : 70 000 dwt Arctic Tanker
REFERENCES Number of Vessels : 3 (1st vessel name Vasily Dinkov)
Owner : JSC Sovcomflot, Russia
Kivimaa, S., Tuononen, P., Teittinen, T., Lehti, T., Long-Term Shipyard : Samsung Heavy Industries, South Korea
Measurements of MSV Botnica Pod Propulsion Loads during Ice Ice Class : RMRS LU6
Operation. VTT Research report VAL32-012506, 98p. 2002 Azipod units : 2 x 10 MW
(Confidential).
Tyukavin, A., “The Double Acting Container Vessel, Norilsk Nickel, The
New Generation of Ice-Going Ship”, 4th Annual Arctic Shipping
International Conference, St. Petersburg, Russia, April 2008.
Wilkman, G., Elo, M., Lönnberg, L., Kunnari, J., Ice Trials of MV
Norilskiy Nickel in March 2006. Recent Development of Offshore
Engineering in Cold Regions, POAC-07, Dalian, China, June 2007.
Vuorio, J., Nieminen, V., Ice Load Measuring System of Azipod
Propulsion Unit of MV Norilskiy Nickel; Instrumentation, calibrations
and sea trial measurements. VTT Research Report VTT-R-05379-07,
119p. 2007 (Confidential).
Nieminen, V., Ice Loads on the Azipod Propulsion Unit of IBSV Fesco
Sakhalin. VTT Research Report VTT-R-07784-07, 112p+app.98p.
2007 (Confidential). Ship : Double Acting Container Vessel
Number of Vessels : 5 (1st vessel name Norilskiy Nickel)
Owner : Norilsk Nickel, Russia
APPENDICES Shipyard : Aker Yards
Ice Class : RMRS LU7
Selected Reference Installations : Azipod unit : 13 MW

Paper No. ICETECH08-101-RF Hänninen 8