804 



HYDRODYNAMICS IN SHIP DESIGN 



Sec. 76.27 



terms and partly to incomplete descriptions of 

 the terms for which numerical quantities are 

 given. In any case, the new tables provide a 

 framework for filling hi missing data in the future. 



In a number of cases new icebreakers have been 

 built to replace old ones and have been given 

 exactly the same names. 



There follows a selected list of references on ice, 

 icebreakers, and iceships, giving what are beUeved 

 to be the principal sources of information. Except 

 for the Vmogradov book of 1946 and the Schiffbau 

 references, these are all hi English. 



(1) "Bibliography on Ice of the Northern Hemisphere," 



H. O. Publ. 240, Hydrographic Office, U.S. Navy, 

 1945 



(2) Runeberg, R., "On Steamers for Winter Navigation 



and Ice-breaking," ICE, 1888-1889, Vol. XCVII, 

 Part III, pp. 277-301 and Pis. 3-5. These plates 

 show arrangement plans and lines drawings for the 

 ships Express, Bryderen, "Ice Boat No. 2" 

 (driven by paddles!) and a projected steamer for 

 the Finland Government. It seems incredible but 

 this reference appears to be the first one in the 

 technical literature on this subject. Runeberg 

 tackles the design problems involved in icebreaking 

 from an analytic point of view and develops 

 formulas covering the various operations under: 



Ice-breaking by a continually progressing steamer 

 Ice-breaking power of a steamer when charging 

 Effect produced by the continued working of the 

 engine 



Frictional resistance caused by change of motion 

 Displacement of metacenter (vertically). 



These sections are followed by discussions entitled 

 "Details of Construction" and "Particulars of Some 

 Ice-Breaking Steamers." Among the latter are the 

 Express, Isbrytaren, Oland, Bryderen, Em. Z. Svitzer, 

 Starkodder, Ice-Boat No. 2, and a proposed steamer 

 for the Finland Government. 



Runeberg's comments and conclusions in this 

 reference are somewhat modified by those in a later 

 ICE article by hun, dated 30 Jan 1900, reference 

 (5) hereunder. 



(3) Cassier's Magazine, Jul 1897, Vol. XII, p. 326, 



shows the stern view of a vessel in a drydock at 

 Newport News. From all indications this ship is 

 an icebreaker. In any case it has a very large beam, 

 a considerable amount of tumble home all around, 

 and is fitted with two huge 4-bladed propellers 

 with fan-shaped blades. The propellers are of the 

 built-up type with securing bolts or nuts that 

 project prominently from the hubs. It is believed 

 to be Russian. 

 (4a) A "gigantic Russian ice crusher" is mentioned in 

 ASNE, Aug 1898, Vol. X, pp. 917-918; also ASNE, 

 Nov 1898, Vol. X, pp. 1222-1223. According to the 

 latter reference this vessel was launched on 29 Oct 

 1898. It is 305 ft long and 71 ft beam, with a depth 



of 42.5 ft. When fully loaded, the draft is 25 ft, 

 and the corresponding displacement 2,000 t. 

 However, the displacement given is much too small 

 for the dimensions. Although not specifically 

 named in the reference, this vessel appears to be 

 the Errnack. 



There are three propellers aft and one propeller 

 forward, driven by four engines having a combined 

 (indicated?) power of 10,000 horses. It is believed to 

 have been designed by Admiral Makarov. 



On page 1223 it states that "The stern of the ice 



breaker is cut to form a recess, into which the stem of 



another vessel can be securely lashed, and thus 



obtain the utmost protection from her powerful 



consort." 



(4b) Swan, H. F., "Ice-Breakers," INA, 1899, Vol. 41, 



pp. 325-332 and Pis. LIX-LXII; tells about the 



Erniack and the Finnish icebreaker Sampo 



(5) Runeberg, R., "Steamers for Winter Navigation and 



Ice-breaking," ICE, 1900, Vol. CXL, Sect. I, pp. 

 109-129 and PL 4. The plate embodies an arrange- 

 ment plan and lines drawing of the Aegir, complete 

 lines drawings of the St. Marie and Sampo, and 

 forebody lines drawings of twelve icebreaking 

 vessels, built between 1871 and 1896. Runeberg 

 discusses the bow propeller, which was apparently 

 introduced by F. E. Kirby on the Straits of 

 Mackinac ferry St. Ignace in 1888. 



(6) "Icebreakers for the Port of Stockholm," the Ship- 



builder (now SBMEB), Jan-Jun 1914, Vol. X, 

 pp. 55-57. LoA = 200 ft, Lpp = 188 ft, Bx = 

 55.75 ft, D = 21.5 ft. The ship has one large stern 

 propeller plus one smaller bow propeller; also there 

 is some drag in the keel. 



(7) The Russian icebreakers Sviatogor and Alexander are 



illustrated in Schiffbau, 11 Feb 1920, pp. 402-403; 

 also in Engineer, London, 26 Deo 1919. Some 

 details are: 



Sviatogor Alexander 



3 screws, all aft 2 stem screws, 1 bow 



screw 

 LoA 99.2 m = 325.48 ft Lqa 85.64 m = 280.98 ft 

 LirL 90.52 m = 297.0 ft Lwl 83.20 m = 272.98 ft 

 B 21.64 m = 71.0 ft B 19.45 m = 63.81 ft. 



The midsections of these vessels, shown on page 

 404 of the Schiffbau reference, are of the typical peg- 

 top shape, with a large tumble home above the DWL. 



(8) Flodin, J., "Ice Breakers," Mar. Eng'g., Sep 1920, 



pp. 707-712 



(9) Kari, A., "The Design of Ice-Breakers," SBSR, 22 



Deo 1921, pp. 802-804. Some of the information 

 given in this article is included in Mr. Kari's book 

 entitled "Design and Cost Estimating of Merchant 

 and Passenger Ships." The reference discusses 

 static and dynamic icebreaking, length, length- 

 beam and length-depth ratios, and gives various 

 formulas useful for design and for predicting the 

 performance of a ship designed elsewhere. 



(10) "Swedish Ice Breaker of 2,450 Tons Displacement 



and 6,000 I.H.P.," SBSR, 12 Mar 1925, p. 310 



(11) "(Russian) Ice Breaker Krisjamis Valdcmar," The 



Shipbuilder, Jul 1925; abstracted in ASNE, Aug 



