Project 97 "Vasily Pronchishchev"
Project 97 icebreakers and their modifications have become the most massive series of such ships built in the entire history of the Russian fleet. Initially, they were created to serve ports (both in the Arctic and in other regions). However, later, on the basis of the icebreakers of this project, research vessels and even border patrol ships were created. And the "port workers" themselves had to not only free ships from ice captivity, but also to make long ocean crossings, to provide various tasks of the navy.
On the project 97, the conclusions of 12 organizations related to the construction and operation of ships of the Arctic fleet were presented (including: the Arctic Research Institute, the Central Research Institute of the Marine Fleet, the Main Directorate of the Register of the USSR). These ships and vessels turned out to be the largest series in their class, built in the entire history of the Russian fleet. Initially, the "ninety-seventh" was created to serve the freezing ports of various seas. However, subsequently, on their basis, patrol icebreakers, border patrol ships, hydrographic and research vessels were created. In total, in 1959 - 1979 a total of 32 units were built: 3 icebreakers of project 97, 14 - project 97A, 1 - project 97E, 2 - project 97AP, 2 - project 97D, 1 - project 97B, 8 - project 97P, 1 - project 97N.
Modest sea workers, Project 97 icebreakers left the formation unnoticed. Some of them were sold for scrap in the "dashing nineties", others still serve. Unfortunately, despite the fact that the history of these ships goes back a little more than half a century, there is almost no information about many details of their biographies. This especially applies to the ships of the navy and border troops, which are still in service. Information about them was taken from open sources and is not always complete enough. It should also be noted that the navigation and some other things have changed over time (in particular - rescue) equipment of civil ships. The technical description of icebreakers indicates the composition of the equipment at the time of the construction of the ships.
On August 12, 1958, a meeting of the Technical Council was held to discuss the icebreaker project. In addition to the council members, representatives of the Northern and Murmansk state Arctic shipping companies, the Leningrad seaport, the captain of the icebreaker "Lenin" P.A. Ponomarev, representatives of the navy.
The discussion of the project was rather stormy. Most of those present agreed that reconciling the requirements of military and civilian sailors is a very difficult task. The urgent need for the creation of a port icebreaker was also noted. A number of representatives of the navy expressed doubts about the advisability of combining the functions of a port icebreaker with the possibility of long-distance crossings and using it as a sea tug.
So, the chief inspector V.M. Stulov said: “It is delight that we have finally achieved a new icebreaker that will perform all tasks like a port icebreaker, like a long-distance tug ?! I do not know. We have already built freaks not without your [meaning members of the Technical Council - N.K.] participation - 800-strong [we are talking about Finnish-built tugboats of the Apollo type] and 1200-strong [meaning tug boats of the types Kochubei "and" Strong ", built by various factories in the USSR and socialist countries]. There are 11 of them. They can tow long distances, but they only have a fuel supply for 10 days. [We have] 1200-horsepower linear towing vehicle, but we experience horrors when we go long distances, because he has a 10-day supply. We always want to put everything we think into one type. "
A discussion was caused by the angle of inclination of the stem. It was originally supposed to be at 30 °. Chief Designer of TsKB-15 A.N. Vasilevsky reported on this: “If we look at this angle of inclination, which has a stem in existing icebreakers, it ranges from 23 to 30 °. Our icebreaker is not a linear icebreaker. This is a port icebreaker that will operate, and its main purpose is not to navigate the ice, and therefore the stem angle is completely unnecessary. " Representative of the Murmansk Shipping Company M.Ya. Rogovoy and Captain P.A. Ponomarev expressed the opinion that the optimal angle of inclination of the stem is 25 - 27 °, since it is this value that allows providing the best conditions for ensuring the survivability of the nose rotor. At the same time, Ponomarev noted that for the Arctic it is necessary to build ships with two or three bow propellers.
Icebreakers of project 97 (all modifications) were built at the Leningrad plant named after A. Marty (currently - the state enterprise "Admiralty Shipyards"). In 1959 - 1962. by order of the Navy, three Project 97 icebreakers were built (the lead one is Dobrynya Nikitich). In 1961 - 1971, a total of 14 icebreakers of project 97A, built by order of the Ministry of the Navy (lead - "Vasily Pronchishchev"), went into the water. Their main difference from the original design was the division of the vessel into eight unsinkable compartments using watertight bulkheads, ensuring unsinkability when any main compartment is flooded. In 1966 - 1967 by order of the German Democratic Republic, an icebreaker of project 97E "Stefan Janzen" was built, similar in basic technical data to projects 97 and 97A. The main builders of icebreakers pr. 97, 97A and 97E were A.G.Madera and V.M.Mokeev.
The production of Project 97 icebreakers was carried out at a rapid pace. In 1962 - 1971 the plant handed over to customers two vessels (in 1965 - three) a year, and sometimes of various modifications. The hulls were formed on an inclined slipway, simultaneously with a tanker or a fishing base under construction there. The technical readiness of the vessel during launching was 60 - 80%.
During the construction of icebreakers, new methods of technology and organization of construction were used: analytical coordination of hull contours, preliminary straightening, cleaning and priming of all sheet and profile metal before launching into production, enlargement and saturation of sections and blocks at special assembly sites, creation of aggregated assembly units of equipment, combination pipe-mining and mechanical assembly works with work on the formation of the body.
In the process of production and delivery of ships, technological and organizational methods of performing work were improved, aimed at reducing labor costs, reducing the consumption of materials and energy resources, improving the performance and reliability of icebreakers. The advanced technology of sheet metal processing on cutting machines with programmed control was applied, the use of aggregated assembly units (aggregates, modular blocks, units and panels) and progressive devices was expanded on each subsequent icebreaker. The system of network planning was developed. Production of pipes was carried out in the reserve at the same time for two or three ships.
The simultaneous construction of several vessels on one slipway was implemented. The capacity of the tanks was determined by the calculation method (instead of the previously used calibration with bulk water). Impactless straightening of hull structures was used. A scheme was developed to provide high-quality cooling water with recirculation during the adjustment and testing of the diesel-electric propulsion system in the conditions of the plant water area. The processing of supporting surfaces for the foundations of mechanisms directly in the workshop was proposed and implemented. The technology of manufacturing and assembling the superstructure with blocks of aluminum-magnesium alloy in a system of minimum allowances was introduced. The use of panels lined with laminated plastic was expanded in a modular system of furnishing residential and office premises. Synthetic and polymer materials and paints were actively used in their decoration.
Improvements were constantly made to the design of icebreakers. So, during tests in the ice of "Vasily Pronchishchev" it was found that ice boxes and crossflow filter grids are clogged with fine ice and sludge (accumulations of loose ice). This led to a breakdown in the flow of seawater for cooling the main mechanisms. Based on the experience of operating the nuclear icebreaker "Lenin", a cooling water recirculation system was used, which made it possible to eliminate these disadvantages. Similar work was carried out on the previously delivered icebreakers - "Dobrynya Nikitich" and "Purga". Subsequently, a new and improved design of ice boxes was introduced on all ships.
The first experience of operating project 97 icebreakers showed that they not only justify their purpose, but also go beyond the "port" framework. The icebreaker "Dobrynya Nikitich" successfully operated on the White Sea both in the winter season and during the opening of the Northern Dvina, when all possible measures were taken to combat ice jams and prevent flooding in the Arkhangelsk region. The vessel participated in escorting ships from the Northern Dvina to the ice edge, which at times passed in the northern part of the White Sea between Gorodetsky and Tersko-Orlovsky capes. The average length of the path was 200 miles.
The strength of the hull of Project 97 icebreakers was generally recognized as sufficient and corresponding to the installed capacity, however, their operation in ice with a thickness of more than 0.8 - 1 m, and during raids and continuous movement in the corresponding broken ice at a speed of over 8 knots was deemed unacceptable. This could lead to permanent deformations and damage to the hull structures.
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