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firm German and Milne. However,
In September 1985 the Canadian Government announced its plans to construct the world’s largest and most powerful polar icebreaker. This decision was a culmination of events dating back to 1974, when the Canadian Government signed a contract for the design of a polar icebreaker, the PoIar-7 (the number seven corresponds to the feet of ice that can be broken continuously at a speed of three knots). The Canadians have since toyed with the concept of a nuclear-powered Polar-10 icebreaker, but finally agreed on a conventionally-powered Polar-8 design. The voyage through the Northwest Passage of the U. S. Coast Guard icebreaker Polar Sea in August 1985 undoubtedly contributed to the Canadian decision to build a ship that would bolster Canadian sovereignty in the Arctic.
The national need for the Polar-8, with its capability for a year-round presence in the Arctic, can be gleaned from a list of its projected uses:
- Exercise sovereignty and jurisdiction over the Canadian Arctic Archipelago
- Enforce the Canadian Arctic Waters Pollution Prevention Act and all rules and regulations regarding marine transportation in the Canadian Arctic
- Support by ice escort a national marine transportation system in the Canadian Arctic
- Enhance the defense of the Canadian Arctic
- Improve the capability to conduct hydrographic and oceanographic surveys throughout the Arctic Ocean
- Support ice operations of resource exploration (drill) ships
- Monitor and report environmental and ice conditions in all marine safety zones
- Provide logistics support to defense bases, remote stations, and research sites
- Participate in defense-related exercises in the Arctic
- Conduct search and rescue missions
- Act as coordinator for marine pollution incidents and support clean-up operations
- Maintain aids to navigation in the Canadian Arctic.
Few of these objectives can be met by the current Canadian Coast Guard polar icebreakers. The largest ship, the Louis St. Laurent, with 24,000 shaft horsepower (shp), can only patrol the Northwest Passage during the months of July through November. This is hardly an effective Canadian presence in the disputed waters that Canada claims are its own.
The voyages of the U. S. tanker Manhattan through the Northwest Passage in 1969 and 1970 spurred Canada’s enactment of the Arctic Waters Shipping Pollution Prevention Act. The promulgation of the Canadian Arctic Shipping Pollution Prevention Regulations and the development of the Canadian Arctic Shipping Safety Zones provided the incentive for the design of a large polar icebreaker to enforce the new rules. Following a review of the problems of year-round marine traffic in the Canadian Arctic, the Canadian Cabinet consented to a polar icebreaker project, and in 1974 a design contract was signed with the Canadian
the
Cabinet indicated that final authority t° construct the new ship would not be considered until there was a firm indication that commercial Arctic development required year-round marine transportation—' indicating the emphasis on commercia development as opposed to the sovereignty issue. 7
Before the completion of the Polar- icebreaker design, questions were raise regarding the limited capabilities of the new ship. During the 1970s, Canadian industry was evaluating year-round ice op' erations in all safety control zones, an the Polar-7 would be capable only 0 operating in Zone 1 for a two-month Pe riod during the summer, negating a sus tainable and effective Canadian Coas Guard presence. Plans were upgraded to a 150,000 shp ship that could meet a icebreaking requirements. Because of tn envisioned high power levels, nuclear power was considered a viable opti°n’ After numerous analyses and feasibility studies, authority was granted to the Ca nadian Coast Guard to proceed with the design of a polar icebreaker with a hybn power plant—a combination of nuclear and gas turbine power.
By 1979, the Polar-10 project was underway. But after the cost evaluation- the long lead times associated with tn nuclear steam plant, and the continue uncertainty regarding development of tn Canadian Arctic, the Cabinet was force to suspend the Polar-10 design eft°rt’ Despite this change of direction, author
Table 1 The World’s Most Capable Polar Icebreakers1
Class | Country | No. Vessels | Year Operational | Shaft Horsepower | Power2 Plant | Tonnage | Length (feet) | Draft (feet) | Icebreaking Capability^ |
Polar-8 | Canada | 1 | Design (1991?) | 101,000 | DE and GTE | 37,728 | 637 | 40 | 8 |
Arktika | Soviet Union | 3 | 1975-86 | 75,000 | N | 25,000 | 446 | 36 | 7-8 |
Lenin | Soviet Union | 1 | 1959 | 44,000 | N | 19,240 | 439 | 32 | 7 |
Polar | United States | 2 | 1976-77 |
60.000 | DE or GT | 12,087 | 399 | 31 | 6+ |
Taymyr | Soviet Union | 2 | Building (1990-91) | 52,000 | N | 22,000 est. | 490 | 26 | 6 |
Yermak | Soviet Union | 3 | 1974-76 | 36,000 | DE | 20,241 | 442 | 36 | 6 |
Shirase | Japan | 1 | 1982 | 30,000 | DE | 17,600 | 440 | 31 | 5 |
Louis St. Laurent | Canada | 1 | 1969 | 24,000 | TE4 | 13,800 | 367 | 31 | 4 |
'Table does not include all of the most capable icebreaker classes. Not listed are 26 polar icebreakers, government and private, that have estimated icebreaking capabi i from three to four and one-half feet of ice.
’Power Plants: N = nuclear, DE = diesel electric, GTE = gas turbine electric, GT = gas turbine, and TE = turbo-electric 3Estimated continuous, level icebreaking capability at three knots.
“Power plant to be converted to diesel electric.
Jan | Feb | Mar | Apr | May | Jun | Jul | Aug | Sept | Oct | Nov | Dec | |
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| 400 60 100 | 400 | 360 | 160 80 40 |
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100 100 | 100 100 | 100 100 | 140 100 | 140 100 20 80 60 40 40 140 | 140 100 | 80 40 | 80 60 | |||||
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120 80 60 40 120 | 120 60 60 | 120 80 40 | 140 60 20 | 80 | 60 | 60 | 40 | 160 | 180 | 120 | ||
20 140 60 |
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| 60 | 20 60 120 | ||||||
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120 | 140 | 140 |
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| 100 | 100 | |||||
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COAST GUARD NORTHERN
> was granted to the Canadian Coast uard to design a Polar-8 ship that would IT*ect the icebreaking demands for the rest 0 the century.
The triple-screw Polar-8 will be a assive vessel, displacing more than >000 tons. The dramatic increase in (,°Jar~8’s size and shaft horsepower 01,000 shp) is especially evident when oitipared with the current icebreakers at have proven to be the world’s most apable, the Soviet Union’s Arktika-class 5>000 shp). Designed to fit the Cana- t’an Arctic Shipping Pollution Preven- ,'ln Regulations requirements for arctic ass 8, the proposed ship will be capable operating year-round in 15 of the 16 .ty zones for the Canadian Arctic. Options in Zone 1, the Queen Elizabeth ,l ands, will be restricted to 1 July rough 15 October. Carry'ing a full load a 10,000 tons of fuel, Polar-8 will be ^ e to conduct full-power icebreaking r 22 days with 20% reserve on board.
Polar-8 will have several auxiliary systems that assist in icebreaking and improve seakeeping. A heeling and trim- ing system and an air bubbling system for lubrication of the hull will enhance the ship’s performance in ice. Seakeeping will be improved by the addition of a passive flume stabilization system. A towing winch and stem notch will facilitate escort of vessels through difficult ice conditions. A space for a large flight deck and hangar for two helicopters is provided for in the design. A whole range of boats and vehicles for Arctic operations will be carried aboard: a steel landing barge; a small air cushion vehicle, primarily for search and rescue; tracked vehicles for on-the- ice work; and survey boats. Also, a full suite of hydrographic and oceanographic facilities has been incorporated in the preliminary design.
Polar-8 is designed with accommodations for 175 persons, including berths for cadets-in-training and scientists. But dur-
The proposed Polar-8, inset, looks at home in the Canadian Arctic Shipping Safety Control Zones. The ship’s estimated operational hours show that the Polar-8 can establish a year-round official Canadian presence in the Arctic.
ing normal deployments on Arctic patrol, a crew of 116 will operate the ship, and each member will have a single cabin. The Canadian Coast Guard plans to rotate three of these crews at two-month intervals. Space has also been allocated for enough stores and provisions to support a complement of 175 for 270 days—an all-important factor in Arctic operations.
One of the most innovative features of the Polar-8 is the ship’s main propulsion system. Figure 1 is a representation of the Polar-8 combined diesel electric and gas turbine electric plant. Two gas turbine generator sets and four diesel generator sets provide electrical power (alternating
151
feedings / March 1986
current) to the central power station. This centralized control system will allow the distribution of power for the ship’s service system, the air bubbler system, and the main propulsion motors. Alternating current propulsion motors, two per shaft, will drive three fixed pitch propellers. The center propeller will be covered with a nozzle for protection against the ingestion of very hard, multi-year-old ice floes.
The most important and extraordinary feature of the Polar-8 will be its icebreaking capability. At maximum shaft horsepower, the ship will continuously break eight-foot-thick level ice at a speed of three knots. A greater thickness can be broken through backing and ramming operations. It is estimated that the Polar-8 will be able to penetrate ice ridges whose sail heights exceed 30 feet. The split nature of the power plant also allows for conservation of fuel since the ship usually will be under way using the diesel-electric system in open water and light-and- medium ice conditions. Where ice conditions warrant greater than 50,000 shp, the gas turbine boost can be applied. Model tests have shown that the Polar-8 should have an open water speed of 15 knots using only approximately 20% of its available shaft power. One limiting characteristic may be the Polar-8’s 40-foot draft, which could restrict entry into Arctic ports and shallow regions. However, this could serve as a long term impetus for Arctic port development since any future commercial vessels will surely have a similar draft.
The Polar-8 will operate for 300 days each year, stationed in the Arctic, with the remaining 65 days used for transit time and maintenance in a southern port. Such an operating tempo should provide the Canadian Coast Guard with an effective platform from which to conduct its potential missions, mentioned before. The original mandate for such a ship is to support Canadian Arctic development through the year-round escort of commercial ships, but with the recent decision to move ahead with the Polar-8 project, emphasis on “guarding” Canadian sovereignty and law enforcement by the Canadian Coast Guard has increased. Other than an effective presence of a Canadian vessel in the Arctic, a defense role for the Polar-8 remains unclear. The ship will be capable of conducting exercises in the Arctic and can certainly carry out any defense logistics role, and reserve space could be designed for weapon systems and sensors. While it is conceivable that an antisubmarine warfare role in the narrow straits and passages could be found, such operations have never been fully defined and thoroughly developed.
The Canadian Coast Guard, unlike the U. S. Coast Guard, is a civil, not military, organization under the Canadian Ministry of Transport. Peacetime defense operations by the Polar-8 would involve the resolution of complex legal and organizational problems.
A current debate involves the expenditure of an estimated 500 million Canadian dollars for the Polar-8. Canada’s Depart ment of National Defence (DND) seeS minimal military use for a polar >ce breaker in the Arctic, and generally op poses the inclusion of the Polar-8's costs in its budget. Such an expenditure by DND would have serious impacts on Canada’s modernization of its current fleet, and might delay future funding 0 new frigates. But despite the ongoing political battles, the Canadians are appar ently intent on building the Polar-8- Three Canadian shipyards—Saint J°bn Shipbuilding and Dry Dock Company in New Brunswick, Versatile Davie in Que bee, and Versatile Pacific Shipyard m Vancouver—have already complete “project definition” contracts for m Canadian Coast Guard. Since the design has been completed, following the evaiu ation and selection of a shipyard, tn Canadian Coast Guard will award a con struction contract. .
The Polar-8 will be a remarkable ship and will improve Canadian law enforce ment substantially with its year-roun presence in the Arctic. As the world largest and most powerful polar ice breaker, the Polar-8 is also destined t° become the queen and flagship of 1 Canadian state. With the Polar-8, Can ada will have taken a giant leap towar “superpower” status in the high Arctic-
A previous contributor to the Proceedings and A Review, Commander Brigham is assigned to the fice of Operations, Coast Guard Headquarters.
Royal Navy Reaches Undergrads
By James D. Ferguson
‘ ‘The Royal Navy has long required its specialist engineer officers to receive degree level training but the increasing complexities of modern maritime warfare mean that a wider range of officers need to be educated to this level. In addition, the young man the Navy needs as an officer now sees a degree as a necessary part of his education. Undergraduates need to be made aware of the Navy, and the University RN Units are one way in which we achieve this.”—Admiral Sir Peter Stanford, Commander-in-Chief, Naval Home Command, Royal Navy.
This statement expresses the importance attributed by senior officers to the Royal Navy’s University Naval Units. The Royal Navy has had a small-scale presence in a handful of English and Scottish universities since late 1967, and is in the process of expanding this highly successful student training program. Actually, the Royal Navy’s links with the
academic community are almost 70 year old. ,
Shortly after the end of World Wat ’ in 1918, a few junior officers (sub-lie tenants) from the fleet were sent to u ford and Cambridge to fill the gaP's their higher education caused by the o break of hostilities in 1914. Alth°u^ some of these young men later achiev^. high rank, the program of providing ^ vilian education after naval service not continue during the postwar m