Feature 5 | RUSSIAN MARINE INDUSTRIES
Azipods waiting to be fitted to the Mikhail Ulyanov.
water sea-keeping and performance in the Barents Sea and North Atlantic (for possible shuttle voyages from Murmansk in open water to European refineries). Mikhail Ulyanov is driven by four nine
cylinder (380mm bore) Wärtsilä 9L 38 main engines, with maximum continuous ratings of 6525kW apiece. For harbour use, the ship is equipped with one Wärtsilä 4 L 20 auxiliary engine, while the emergency engine is an MTU 12V 2000 P82 unit. Te ship is equipped with two equal
‘pulling’ Azipod propulsion units from ABB Marine with solid fixed pitch propellers of 5.6m diameter. Classed to LU 6 and with a maximum output of 8.5MW, each system consists of a azimuthing rudder propeller and an electric propulsion motor installed inside the propeller’s submerged pod. Azipods enable a ship to penetrate
cross ridged ice when running astern with a continuous slow speed, where
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conventional ships ram when running ahead. The basic hull-ice interaction mechanisms, for ridge penetration and crossing ridges in astern operation with Azipods, is the flushing and milling of the submerged surface of the ice ridge by side to side turning of the Azipod units. ABB Azipod units were selected for
Mastera and Tempera. Equipped with one 16MW Azipod unit apiece, these vessels operate in Baltic ice conditions. However, the higher power twin Azipod solution was preferred for Mikhail Ulyanov and Kiril Lavrov because these ships will need to be able to achieve 3knots speed astern in first year level ice, of 1.2m thickness with 0.2m of snow layer and 3knots speed ahead in first year level ice of 0.5m thickness. The ship is also equipped with two
electrically-driven bow thrusters with controllable pitch propellers, while its 10,750m3
/h capacity inert gas system has
been supplied by Hamworthy Moss. She is equipped with a Sotznia Ustka Free Fall type lifeboat for 39 persons, while her helicopter deck for MI-8 type helicopter has been built in line with the latest International Chamber of Shipping (ICS) recommendations. As with every other aspect of the design
of the ship, the bridge has been outfitted with state-of-the-art equipment, in this case supplied by Transas. Te electronics will include communication equipment for GMDSS area (A4), two radars for extreme temperatures, two ECDIS 3000-I systems, six information displays with Navi-Conning, Automatic Identification System, Voyage Data Recorder, log, and echo-sounder. Meanwhile, a fully redundant Kongsberg Maritime dynamic positioning system based on two control computers (1 on-line and 1 standby) is also installed. NA
The Naval Architect July/August 2010
Feature 5
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