An icebreaker is a special-purpose ship or boat designed to move and navigate through ice -covered waters, and provide safe waterways for other boats and ships. Although the term usually refers to ice-breaking ships , it may also refer to smaller vessels, such as the icebreaking boats that were once used on the canals of the United Kingdom .
121-536: The Wind-class icebreakers were a line of diesel electric-powered icebreakers in service with the United States Navy , United States Coast Guard , Royal Canadian Navy , Canadian Coast Guard and Soviet Navy from 1944 through the late 1970s. They were very effective ships: all except Eastwind served at least thirty years, and Northwind served in the USCG continuously for forty-four years. Considered
242-498: A false keel for on-ice portage . If a koch became squeezed by the ice-fields, its rounded bodylines below the water-line would allow for the ship to be pushed up out of the water and onto the ice with no damage. In the 19th century, similar protective measures were adopted to modern steam-powered icebreakers. Some notable sailing ships in the end of the Age of Sail also featured the egg-shaped form like that of Pomor boats, for example
363-535: A hull that is wider in the bow than in the stern. These so-called "reamers" increase the width of the ice channel and thus reduce frictional resistance in the aftship as well as improve the ship's maneuverability in ice. In addition to low friction paint, some icebreakers utilize an explosion-welded abrasion-resistant stainless steel ice belt that further reduces friction and protects the ship's hull from corrosion. Auxiliary systems such as powerful water deluges and air bubbling systems are used to reduce friction by forming
484-524: A lubricating layer between the hull and the ice. Pumping water between tanks on both sides of the vessel results in continuous rolling that reduces friction and makes progress through the ice easier. Experimental bow designs such as the flat Thyssen-Waas bow and a cylindrical bow have been tried over the years to further reduce the ice resistance and create an ice-free channel. Icebreakers and other ships operating in ice-filled waters require additional structural strengthening against various loads resulting from
605-643: A major expansion in ocean commerce, culminating with the opening of the St. Lawrence Seaway in 1958. The shipping industry was changing throughout eastern Canada and required an expanded federal government role in the Great Lakes and the Atlantic coast, as well as an increased presence in the Arctic and Pacific coasts for sovereignty purposes. The government of Prime Minister John Diefenbaker decided to consolidate
726-417: A nuclear-powered icebreaking cargo ship, Sevmorput , which had a single nuclear reactor and a steam turbine directly coupled to the propeller shaft. Russia, which remains the sole operator of nuclear-powered icebreakers, is currently building 60,000 kW (80,000 hp) icebreakers to replace the aging Arktika class. The first vessel of this type entered service in 2020. A hovercraft can break ice by
847-491: A regulatory function) that have been granted heraldic symbols. The CCG badge was originally approved in 1962. Blue symbolizes water, white represents ice, and dolphins are considered a friend of mariners. The Latin motto Saluti Primum, Auxilio Semper translates as "Safety First, Service Always". In addition to the Coast Guard jack , distinctive flags have been approved for use by senior CCG officials, including
968-442: A relatively short length in proportion to the great power developed, their bow had the characteristic sloping forefoot that enabled her to ride up on heavy ice and break it with the weight of the vessel. Their stern was similarly shaped to facilitate breaking ice while backing down. The sides of the icebreaker were rounded, with marked tumblehome , that enabled the ship to break free from ice by heeling from side to side. Such heeling
1089-520: A removable front propeller used to create a wash to clear ice. (as originally fitted during World War II) Initially, the ships of the Wind-class carried the designation of either WAG for Coast Guard, Auxiliary, General, or, (the U.S. Navy) AGB for Auxiliary, General, Breaker. In 1949 all U.S. Coast Guard WAG s were redesignated WAGB s for Coast Guard, Auxiliary, General, Breaker. During 1965 and 1966, all U.S. Navy icebreakers were transferred to
1210-561: A second similar vessel Boy ("Breakage" in Russian) in 1875 and a third Booy ("Buoy" in Russian) in 1889. The cold winter of 1870–1871 caused the Elbe River and the port of Hamburg to freeze over, causing a prolonged halt to navigation and huge commercial losses. Carl Ferdinand Steinhaus reused the altered bow Pilot ' s design from Britnev to make his own icebreaker, Eisbrecher I . The first true modern sea-going icebreaker
1331-468: A ship becomes immobilized by ice, the icebreaker has to free it by breaking the ice surrounding the ship and, if necessary, open a safe passage through the ice field. In difficult ice conditions, the icebreaker can also tow the weakest ships. Some icebreakers are also used to support scientific research in the Arctic and Antarctic. In addition to icebreaking capability, the ships need to have reasonably good open-water characteristics for transit to and from
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#17327932159041452-518: A short parallel midship to improve maneuverability in ice. However, the spoon-shaped bow and round hull have poor hydrodynamic efficiency and seakeeping characteristics, and make the icebreaker susceptible to slamming , or the impacting of the bottom structure of the ship onto the sea surface. For this reason, the hull of an icebreaker is often a compromise between minimum ice resistance, maneuverability in ice, low hydrodynamic resistance, and adequate open water characteristics. Some icebreakers have
1573-514: A single point of contact for issues related to marine safety regulation and security, although CCG maintained an operational role for some of these tasks. The services offered by CCG under this arrangement include: On April 4, 2005, it was announced by the Minister of Fisheries and Oceans that the CCG was being designated a "special operating agency"—the largest one in the federal government. Although
1694-403: A strengthened hull , an ice-clearing shape, and the power to push through sea ice . Icebreakers clear paths by pushing straight into frozen-over water or pack ice . The bending strength of sea ice is low enough that the ice breaks usually without noticeable change in the vessel's trim . In cases of very thick ice, an icebreaker can drive its bow onto the ice to break it under the weight of
1815-560: A variety of smaller craft. The CCG is headquartered in Ottawa , Ontario, and is a special operating agency within Fisheries and Oceans Canada (Department of Fisheries and Oceans). Unlike armed coast guards of some other nations, the CCG is a government marine organization without naval or law enforcement responsibilities. Naval operations in Canada's maritime environment are exclusively
1936-641: A vertical axis. These thrusters improve propulsion efficiency, icebreaking capability and maneuverability of the vessel. The use of azimuth thrusters also allows a ship to move astern in ice without losing manoeuvrability. This has led to the development of double acting ships , vessels with the stern shaped like an icebreaker's bow and the bow designed for open water performance. In this way, the ship remains economical to operate in open water without compromising its ability to operate in difficult ice conditions. Azimuth thrusters have also made it possible to develop new experimental icebreakers that operate sideways to open
2057-593: A wide channel through ice. The steam-powered icebreakers were resurrected in the late 1950s when the Soviet Union commissioned the first nuclear-powered icebreaker , Lenin , in 1959. It had a nuclear-turbo-electric powertrain in which the nuclear reactor was used to produce steam for turbogenerators , which in turn produced electricity for propulsion motors. Starting from 1975, the Russians commissioned six Arktika -class nuclear icebreakers . Soviets also built
2178-603: Is called the "Commissioner of the Canadian Coast Guard". The rank of "Commissioner" is used in other Canadian federal agencies, such as the RCMP. However, rank and associated insignia are viewed differently in the CCG than in the Royal Canadian Navy. CCG operates one of the largest networks of navigational buoys , lighthouses and foghorns in the world. These facilities assist marine navigation on
2299-683: Is different from the past under both DOT and DFO where regional directors general for these departments were responsible for CCG operations within their respective regions; this reportedly caused problems under DFO that did not occur under DOT. Now all operations of CCG are directed by the Commissioner, who reports directly to the Deputy Minister of the Department of Fisheries and Oceans. Assistant Commissioners are responsible for CCG operations within each region and they report directly to
2420-708: Is published on a monthly basis and can be downloaded from the Notices to Mariners website. The information in the Notice to Mariners is formatted to simplify the correction of paper charts and navigational publications published by the Canadian Hydrographic Service . Military epaulettes are used to represent ranks. In the CCG they represent levels of responsibility and commensurate salary levels. The Canadian Coast Guard Auxiliary epaulettes are similar except they use silver braid to distinguish them from
2541-526: Is the responsibility of Canada's federal police force, the Royal Canadian Mounted Police (RCMP) as all ocean waters in Canada are under federal (not provincial) jurisdiction. Saltwater fisheries enforcement is a specific responsibility of DFO's Fisheries Officers. CCG does not have a conventional paramilitary rank structure; instead, its rank structure roughly approximates that of the civilian merchant marine . In late October 2010
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#17327932159042662-451: Is to perform model tests in an ice tank . Regardless of the method, the actual performance of new icebreakers is verified in full scale ice trials once the ship has been built. In order to minimize the icebreaking forces, the hull lines of an icebreaker are usually designed so that the flare at the waterline is as small as possible. As a result, icebreaking ships are characterized by a sloping or rounded stem as well as sloping sides and
2783-507: The Fram , used by Fridtjof Nansen and other great Norwegian Polar explorers . Fram was the wooden ship to have sailed farthest north (85°57'N) and farthest south (78°41'S), and one of the strongest wooden ships ever built. An early ship designed to operate in icy conditions was a 51-metre (167 ft) wooden paddle steamer , City Ice Boat No. 1 , that was built for the city of Philadelphia by Vandusen & Birelyn in 1837. The ship
2904-527: The Arctic Ocean became known as Pomors ("seaside settlers"). Gradually they developed a special type of small one- or two-mast wooden sailing ships , used for voyages in the ice conditions of the Arctic seas and later on Siberian rivers. These earliest icebreakers were called kochi . The koch's hull was protected by a belt of ice-floe resistant flush skin-planking along the variable water-line, and had
3025-581: The Lend-Lease program. Returned to [REDACTED] United States Navy in 1951, transferred to [REDACTED] United States Coast Guard in 1952. USCGC Northwind (WAGB-282) This was the second icebreaker commissioned Northwind . The first Northwind was transferred to the USSR under Lend-Lease and became Staten Island upon her return to the United States. The name change
3146-683: The Soviet Union under the Lend-Lease program, while two others were built for the United States Navy and another was built for the Royal Canadian Navy ; all eight vessels were eventually transferred to the United States Coast Guard and the Canadian Coast Guard . The Wind-class ships were the first class of true icebreakers built by the United States. Gibbs & Cox of New York provided
3267-573: The Stephen Harper government tabled a report that recommended that arming Canadian Coast Guard icebreakers should be considered. Minister of Fisheries and Oceans Gail Shea presented the government's response to a December 2009 report from the Senate's Fisheries Committee , entitled "Controlling Canada's Arctic Waters: Role of the Canadian Coast Guard." The Senate Committee's report had also recommended arming Canadian Coast Guard vessels in
3388-482: The United States Coast Guard , and that employees be given peace officer status for enforcing federal laws on the oceans and Great Lakes . As a compromise, the CCG now partners with the Royal Canadian Mounted Police (RCMP) and Canada Border Services Agency (CBSA) to create what are known as integrated border-enforcement teams (IBETs), which patrol Canadian waters along the Canada–United States border . In
3509-448: The United States Coast Guard , have a combined diesel-electric and mechanical propulsion system that consists of six diesel engines and three gas turbines . While the diesel engines are coupled to generators that produce power for three propulsion motors, the gas turbines are directly coupled to the propeller shafts driving controllable pitch propellers. The diesel-electric power plant can produce up to 13,000 kW (18,000 hp) while
3630-429: The 120-metre (390 ft) CCGS Louis S. St-Laurent , was delivered in 1969. Her original three steam turbine, nine generator, and three electric motor system produces 27,000 shaft horsepower (20,000 kW). A multi-year mid-life refit project (1987–1993) saw the ship get a new bow, and a new propulsion system. The new power plant consists of five diesels, three generators, and three electric motors, giving about
3751-630: The 1976-built Sisu in Finland and the 1977-built Ymer in Sweden. In 1941, the United States started building the Wind class . Research in Scandinavia and the Soviet Union led to a design that had a very strongly built short and wide hull, with a cut away forefoot and a rounded bottom. Powerful diesel-electric machinery drove two stern and one auxiliary bow propeller. These features would become
Wind-class icebreaker - Misplaced Pages Continue
3872-697: The 1990s–2000s, CCG modernized part of its SAR fleet after ordering British Royal National Lifeboat Institution (RNLI)-designed Arun -class high-endurance lifeboat cutters for open coastal areas, and the USCG-designed 47-foot Motor Lifeboat (designated by CCG as the Cape class ) as medium-endurance lifeboat cutters for the Great Lakes and more sheltered coastal areas. The CCG ordered five 47-foot (14.3 m) motor lifeboats in September 2009, to add to
3993-529: The 2000s, International Association of Classification Societies (IACS) has proposed adopting an unified system known as the Polar Class (PC) to replace classification society specific ice class notations. Since the Second World War , most icebreakers have been built with diesel-electric propulsion in which diesel engines coupled to generators produce electricity for propulsion motors that turn
4114-463: The 31 existing boats. New vessels delivered to the CCG from 2009 onward included the hovercraft CCGS Mamilossa and the near-shore fisheries research vessels CCGS Kelso and CCGS Viola M. Davidson . Several major vessels have undergone extensive refits in recent decades, most notably CCGS Louis S. St-Laurent in place of procuring the Polar 8 class of icebreakers. In
4235-458: The 80-metre (260 ft) CGS N.B. McLean (1930) and CGS D'Iberville (1952), were built for this dual use (St. Lawrence flood prevention and Arctic replenishment). At the beginning of the 20th century, several other countries began to operate purpose-built icebreakers. Most were coastal icebreakers, but Canada, Russia, and later, the Soviet Union , also built several oceangoing icebreakers up to 11,000 tons in displacement. Before
4356-716: The Arctic. Vikings , however, operated their ships in the waters that were ice-free for most of the year, in the conditions of the Medieval Warm Period . In the 11th century, in North Russia the coasts of the White Sea , named so for being ice-covered for over half of a year, started being settled. The mixed ethnic group of the Karelians and the Russians in the North-Russia that lived on the shores of
4477-525: The Arctic. Randy Boswell, of the Canwest News Service quoted Michael Byers , an expert on the law of the sea, who used the phrase "quiet authority of a deck-mounted gun" . CCG as a whole is divided into four operational regions: Atlantic, Central, Western, and Arctic. The newest region, the Arctic, was established in October 2018. Previously responsibility for the Arctic areas of Canada
4598-485: The Atlantic, Pacific and Arctic coasts as well as selected inland waterways. CCG represents Canada at the International Association of Marine Aids to Navigation and Lighthouse Authorities (IALA). CCG completed a large-scale program of lighthouse automation and de-staffing which began in 1968 and was largely completed in the 1990s. The result of this program saw the automation of all lighthouses and
4719-470: The CCG from the Department of Transport to the Department of Fisheries and Oceans (DFO). The reason for placing CCG under DFO was ostensibly to achieve cost savings by amalgamating the two largest civilian vessel fleets within the federal government under a single department. Arising out of this arrangement, the CCG became ultimately responsible for crewing, operating, and maintaining a larger fleet—both
4840-423: The CCG headquarters which develop a budget for the organization. The arrangement is not unlike the relationship of the Royal Canadian Mounted Police , also headed by a Commissioner, toward that organization's parent department, the Department of Public Safety . As of December 6, 2019, Mario Pelletier has been appointed the current Commissioner of the Canadian Coast Guard. The special operating agency reorganization
4961-442: The CCG still falls under the ministerial responsibility of the Minister of Fisheries and Oceans, it has more autonomy where it is not as tightly integrated within the department. An example is that now all CCG bases, aids to navigation, vessels, aircraft, and personnel are wholly the responsibility of the Commissioner of the Canadian Coast Guard, who is also of assistant deputy ministerial rank. The commissioner is, in turn, supported by
Wind-class icebreaker - Misplaced Pages Continue
5082-617: The Canadian Coast Guard, is the custodian of many significant heritage buildings, including the oldest lighthouse in North America, the Sambro Island Lighthouse . The department has selectively maintained some heritage lighthouses and permitted some alternative use of its historic structures. However, many historic buildings have been neglected and the department has been accused of ignoring and abandoning even federally recognized buildings. Critics have pointed out that
5203-579: The Canadian Coast Guard. Branch is denoted by coloured cloth between the gold braid. Deck officers, helicopter pilots, hovercraft pilots and JRCC/MRSC marine SAR controllers do not wear any distinctive cloth. As a special operating agency within the Department of Fisheries and Oceans, the CCG uses generic identifiers imposed by the Federal Identity Program . However, the CCG is one of several federal departments and agencies (primarily those involved with law enforcement, security, or having
5324-683: The Canadian Marine Rescue Auxiliary (CMRA), is made up of volunteer recreational boaters and commercial fishermen who assist CCG with search and rescue as well as boating safety education. CCGA members who assist in SAR operations have their vessel insurance covered by CCG, as well as any fuel and operating costs associated with a particular tasking. The CCGA enables the CCG to provide marine SAR coverage in many isolated areas of Canada's coastlines without having to maintain an active base and/or vessels in those areas. The head of CCG
5445-533: The Canadian development of large icebreakers came when CCGS John A. Macdonald was completed at Lauzon, Quebec. A considerably bigger and more powerful ship than Labrador , John A.Macdonald was an ocean-going icebreaker able to meet the most rigorous polar conditions. Her diesel-electric machinery of 15,000 horsepower (11,000 kW) was arranged in three units transmitting power equally to each of three shafts. Canada's largest and most powerful icebreaker,
5566-423: The Coast Guard confirmed it would be buying and retrofitting three large, icebreaking, anchor-handling tugs, Tor Viking , Balder Viking and Vidar Viking from Viking Supply Ships . On 22 May 2019, it was announced two more Harry DeWolf -class offshore patrol vessels will be built for the Canadian Coast Guard, in addition to the six being constructed for the Royal Canadian Navy . Additionally, $ 15.7B
5687-409: The Coast Guard. Russia currently operates all existing and functioning nuclear-powered icebreakers. The first one, NS Lenin , was launched in 1957 and entered operation in 1959, before being officially decommissioned in 1989. It was both the world's first nuclear-powered surface ship and the first nuclear-powered civilian vessel . The second Soviet nuclear icebreaker was NS Arktika ,
5808-437: The Commissioner. This management and financial flexibility is being enhanced by an increased budget for CCG to acquire new vessels and other assets to assist in its growing role in marine security. CCG continues to provide vessels and crew for supporting DFO's fisheries science, enforcement, conservation, and protection requirements. The changes resulting in CCG becoming a special operating agency under DFO did not address some of
5929-581: The Marine Service were scheduled for replacement, along with dozens of new ships for the expanding role of the organization. Built under a complementary national shipbuilding policy which saw the CCG contracts go to Canadian shipyards, the new ships were delivered throughout this golden age of the organization. In addition to expanded geographic responsibilities in the Great Lakes, the rise in coastal and ocean shipping ranged from new mining shipments such as Labrador iron ore, to increased cargo handling at
6050-577: The U.S. Coast Guard. NB: The two Northwinds referenced below are not to be confused with one another. For Canada's Wind-class icebreaker, the Royal Canadian Navy (RCN) assigned Pennant Number AW 50 to the Canadian-built HMCS Labrador . Labrador served in RCN from 1954 to 1957. Labrador was then transferred to Department of Transport (DOT), recommissioned Canadian Government Ship (CGS) Labrador serving 1958 to 1962. She
6171-466: The contact between the hull of the vessel and the surrounding ice. As ice pressures vary between different regions of the hull, the most reinforced areas in the hull of an icegoing vessel are the bow, which experiences the highest ice loads, and around the waterline, with additional strengthening both above and below the waterline to form a continuous ice belt around the ship. Short and stubby icebreakers are generally built using transverse framing in which
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#17327932159046292-536: The current fleet. The Coast Guard has acknowledged that it is not just Louis S. St. Laurent that is old, and needs replacing, all its icebreakers are old. Some critics have argued that with global warming, and the scramble for Arctic nations to document claims to a share of the Arctic Ocean seafloor, Canada lacked sufficient icebreakers. In 2018 the Coast Guard started to publicly search for existing large, capable icebreakers it could purchase. On August 13, 2018,
6413-579: The delivery of maritime law enforcement and security services in Canadian federal waters by providing a platform for personnel serving with one or more law enforcement agencies. The CCG's responsibility encompasses Canada's 202,080-kilometre-long (109,110 nmi ; 125,570 mi ) coastline . Its vessels and aircraft operate over an area of ocean and inland waters covering approximately 2.3 million square nautical miles (7.9 million square kilometres). "Canadian Coast Guard services support government priorities and economic prosperity and contribute to
6534-401: The department and CCG shared complementary responsibilities related to marine safety, whereby DOT had responsibility for implementing transportation policy, regulations and safety inspections, and CCG was operationally responsible for navigation safety and SAR, among others. Following the 1995 Canadian federal budget , the federal government announced that it was transferring responsibility for
6655-632: The department has lagged far behind other nations such as the United States in preserving its historic lighthouses. These concerns have led community groups and heritage building advocates to promote the Heritage Lighthouse Protection Act in the Canadian Parliament. The Canadian Coast Guard produces the Notice to Mariners (NOTMAR) publication which informs mariners of important navigational safety matters affecting Canadian waters. This electronic publication
6776-605: The designs with input from the Coast Guard's Naval Engineering Division. The final design was heavily influenced by studies conducted by then LCDR Edward Thiele , USCG (later RADM, and Engineer in Chief of the U.S. Coast Guard) of foreign icebreakers, namely the Swedish Ymer , built in 1931, and the Soviet Krasin . Seven ships of the class were built in the United States, and one modified version, HMCS Labrador ,
6897-628: The diesel-electric powertrain is the preferred choice for icebreakers due to the good low-speed torque characteristics of the electric propulsion motors, icebreakers have also been built with diesel engines mechanically coupled to reduction gearboxes and controllable pitch propellers . The mechanical powertrain has several advantages over diesel-electric propulsion systems, such as lower weight and better fuel efficiency. However, diesel engines are sensitive to sudden changes in propeller revolutions, and to counter this mechanical powertrains are usually fitted with large flywheels or hydrodynamic couplings to absorb
7018-443: The different management practices and differences in organizational culture at DFO, versus DOT. DFO is dedicated to conservation and protection of fish through enforcement whereas the CCG's primary focus is marine safety and SAR. There were valid concerns raised within CCG about reluctance on the part of the marine community to ask for assistance from CCG vessels since the CCG was being viewed as aligned with an enforcement department. In
7139-577: The drilling sites and protect the drillships and oil platforms from ice by performing ice management, which includes for example breaking drifting ice into smaller floes and steering icebergs away from the protected object. In the past, such operations were carried out primarily in North America, but today Arctic offshore drilling and oil production is also going on in various parts of the Russian Arctic. The United States Coast Guard uses icebreakers to help conduct search and rescue missions in
7260-417: The duties of the Marine Service of the Department of Transport and on January 26, 1962, the Canadian Coast Guard was formed as a subsidiary of DOT. One of the more notable inheritances at the time of formation was the icebreaker Labrador , transferred from the Royal Canadian Navy. A period of expansion followed the creation of the CCG between the 1960s and the 1980s. The outdated ships the CCG inherited from
7381-401: The earliest days, pulling (rowed) lifeboats crewed by volunteers and eventually motorized lifeboats. After the Department of Marine and Fisheries was split into separate departments, the Department of Marine continued to take responsibility for the federal government's coastal protection services. During the inter-war period, the Royal Canadian Navy also performed similar duties at a time when
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#17327932159047502-538: The early 2000s, the federal government began to investigate the possibility of remaking CCG as a separate agency, thereby not falling under a specific functional department and allowing more operational independence. In one of several reorganization moves of the federal ministries following the swearing-in of Prime Minister Paul Martin 's cabinet on December 12, 2003, several policy/regulatory responsibilities (including boating safety and navigable waters protection) were transferred from CCG back to Transport Canada to provide
7623-712: The east and west coasts as part of the Canadian Lifesaving Service; the station at Sable Island being one of the first in the nation. On the Pacific coast, the service operated the Dominion Lifesaving Trail (now called the West Coast Trail ) which provided a rural communications route for survivors of shipwrecks on the treacherous Pacific Ocean coast off Vancouver Island. These stations maintained, sometimes sporadically in
7744-683: The expanding Arctic and Antarctic oceans. Every year, a heavy icebreaker must perform Operation Deep Freeze , clearing a safe path for resupply ships to the National Science Foundation ’s facility McMurdo in Antarctica. The most recent multi-month excursion was led by the Polar Star which escorted a container and fuel ship through treacherous conditions before maintaining the channel free of ice. Icebreakers are often described as ships that drive their sloping bows onto
7865-504: The first diesel-electric icebreakers were built in the 1930s, icebreakers were either coal- or oil-fired steam ships . Reciprocating steam engines were preferred in icebreakers due to their reliability, robustness, good torque characteristics, and ability to reverse the direction of rotation quickly. During the steam era, the most powerful pre-war steam-powered icebreakers had a propulsion power of about 10,000 shaft horsepower (7,500 kW). The world's first diesel-electric icebreaker
7986-583: The first decade of the 21st century, CCG announced plans for the Mid Shore Patrol Vessel Project (a class of nine vessels) as well as a "Polar"-class icebreaker – since named CCGS Arpatuuq – in addition to inshore and offshore fisheries science vessels and a new oceanographic research vessel as part of efforts to modernize the fleet. In 2012, the Government of Canada announced procurement of 24 helicopters to replace
8107-511: The fixed pitch propellers. The first diesel-electric icebreakers were built with direct current (DC) generators and propulsion motors, but over the years the technology advanced first to alternating current (AC) generators and finally to frequency-controlled AC-AC systems. In modern diesel-electric icebreakers, the propulsion system is built according to the power plant principle in which the main generators supply electricity for all onboard consumers and no auxiliary engines are needed. Although
8228-482: The former requirement, in 1965 the Canadian Coast Guard College (CCGC) opened on the former navy base HMCS Protector at Point Edward, Nova Scotia . By the late 1970s, the college had outgrown the temporary navy facilities and a new campus was opened in the adjacent community of Westmount in 1981. During the mid-1980s, the long-standing disagreement between the U.S. and Canada over
8349-509: The further decommissioning of buoys and shore-based light stations as well as a dramatic reduction in the number of foghorns. Canadian lightkeepers were notified September 1, 2009 that upper management was once again commencing the de-staffing process. The first round, to be completed before the end of the fiscal year, was to include Trial Island, Entrance Island, Cape Mudge and Dryad Point. The second round included Green Island, Addenbroke, Carmanah Point, Pachena Pt and Chrome Island. The decision
8470-503: The gas turbines have a continuous combined rating of 45,000 kW (60,000 hp). The number, type and location of the propellers depends on the power, draft and intended purpose of the vessel. Smaller icebreakers and icebreaking special purpose ships may be able to do with just one propeller while large polar icebreakers typically need up to three large propellers to absorb all power and deliver enough thrust. Some shallow draught river icebreakers have been built with four propellers in
8591-416: The hull and the ice, and allowed the icebreakers to penetrate thick ice ridges without ramming. However, the bow propellers are not suitable for polar icebreakers operating in the presence of harder multi-year ice and thus have not been used in the Arctic. Azimuth thrusters remove the need of traditional propellers and rudders by having the propellers in steerable gondolas that can rotate 360 degrees around
8712-423: The ice and break it under the weight of the ship. In reality, this only happens in very thick ice where the icebreaker will proceed at walking pace or may even have to repeatedly back down several ship lengths and ram the ice pack at full power. More commonly the ice, which has a relatively low flexural strength , is easily broken and submerged under the hull without a noticeable change in the icebreaker's trim while
8833-534: The ice breaking barges expanded in the 17th century where every town of some importance in the Low Country used some form of icebreaker to keep their waterways clear. Before the 17th century the specifications of icebreakers are unknown. The specifications for ice breaking vessels show that they were dragged by teams of horses and the heavy weight of the ship pushed down on the ice breaking it. They were used in conjunction with teams of men with axes and saws and
8954-489: The ice, break it, and clear the debris from its path successfully is essential for its safety. Prior to ocean-going ships, ice breaking technology was developed on inland canals and rivers using laborers with axes and hooks. The first recorded primitive icebreaker ship was a barge used by the Belgian town of Bruges in 1383 to help clear the town moat. The efforts of the ice-breaking barge were successful enough to warrant
9075-444: The icy, polar oceans. United States icebreakers serve to defend economic interests and maintain the nation's presence in the Arctic and Antarctic regions. As the icecaps in the Arctic continue to melt, there are more passageways being discovered. These possible navigation routes cause an increase of interests in the polar hemispheres from nations worldwide. The United States polar icebreakers must continue to support scientific research in
9196-407: The key concerns raised by an all-party Parliamentary committee investigating low morale among CCG employees following the transfer from DOT to DFO and budget cuts since 1995. This committee had recommended that CCG become a separate agency under DOT and that its role be changed to that of an armed, paramilitary organization involved in maritime security by arming its vessels with deck guns, similar to
9317-588: The last of the Wind-class to be built. USCGC Staten Island (WAGB-278) Went to [REDACTED] Soviet Navy in 1944 where she was known as Severni Veter (North wind) and since 1946 as Kapitan Belusov as part of the Lend-Lease program; returned to [REDACTED] United States Navy in 1951 as Northwind , renamed Staten Island in 1952, then transferred to [REDACTED] United States Coast Guard in 1966. USCGC Eastwind (WAGB-279) USCGC Southwind (WAGB-280) Sent to [REDACTED] Soviet Navy in 1945 where she
9438-566: The lead ship of the Arktika class . In service since 1975, she was the first surface ship to reach the North Pole , on August 17, 1977. Several nuclear-powered icebreakers were also built outside the Soviet Union. Two shallow-draft Taymyr -class nuclear icebreakers were built in Finland for the Soviet Union in the late 1980s. In May 2007, sea trials were completed for the nuclear-powered Russian icebreaker NS 50 Let Pobedy . The vessel
9559-649: The legal status of the Northwest Passage came to a head after USCGC Polar Sea transited the passage in what were asserted by Canada to be Canadian waters and by the U.S. to be international waters. During the period of increased nationalism that followed this event, the Conservative administration of Brian Mulroney announced plans to build several enormous icebreakers, the Polar 8 class which would be used primarily for sovereignty patrols. However,
9680-576: The level of ice strengthening in the ship's hull. It is usually determined by the maximum ice thickness where the ship is expected to operate and other requirements such as possible limitations on ramming. While the ice class is generally an indication of the level of ice strengthening, not the actual icebreaking capability of an icebreaker, some classification societies such as the Russian Maritime Register of Shipping have operational capability requirements for certain ice classes. Since
9801-600: The merchant vessels calling ports in these regions are strengthened for navigation in ice , they are usually not powerful enough to manage the ice by themselves. For this reason, in the Baltic Sea , the Great Lakes and the Saint Lawrence Seaway , and along the Northern Sea Route , the main function of icebreakers is to escort convoys of one or more ships safely through ice-filled waters. When
9922-412: The more spread-out hull loads. While the shell plating, which is in direct contact with the ice, can be up to 50 millimetres (2.0 in) thick in older polar icebreakers, the use of high strength steel with yield strength up to 500 MPa (73,000 psi) in modern icebreakers results in the same structural strength with smaller material thicknesses and lower steel weight. Regardless of the strength,
10043-413: The most technologically advanced icebreakers in the world when first built, the Wind-class icebreakers were also heavily armed; the first operator of the class was the United States Coast Guard , which used the vessels for much-needed coastal patrol off Greenland during World War II . Three of the vessels of the class, Westwind , Southwind , and the first Northwind all went on to serve temporarily for
10164-460: The nation's major ports, and Arctic development and sovereignty patrols—all requiring additional ships and aircraft. The federal government also began to develop a series of CCG bases near major ports and shipping routes throughout southern Canada, for example Victoria, British Columbia , Dartmouth, Nova Scotia , and Parry Sound, Ontario . The expansion of the CCG fleet required new navigation and engineering officers, as well as crewmembers. To meet
10285-519: The navy was wavering on the point of becoming a civilian organization. Laws related to customs and revenue were enforced by the marine division of the Royal Canadian Mounted Police. A government reorganization in 1936 saw the Department of Marine and its Marine Service, along with several other government departments and agencies, folded into the new Department of Transport . Following the Second World War , Canada experienced
10406-543: The new Canadian polar icebreakers CCGS Arpatuuq and CCGS Imnaryuaq , which will have a combined propulsion power of 34,000 kW (46,000 hp). In Canada, diesel-electric icebreakers started to be built in 1952, first with HMCS Labrador (was transferred later to the Canadian Coast Guard), using the USCG Wind -class design but without the bow propeller. Then in 1960, the next step in
10527-467: The original CCG fleet before 1995 of dedicated SAR vessels, Navaid tenders, and multi-purpose icebreakers along with DFO's smaller fleet of scientific research and fisheries enforcement vessels, all without any increase in budget—in fact the overall budget for CCG was decreased after absorbing the DFO patrol and scientific vessels. There were serious stumbling blocks arising out of this reorganization, namely in
10648-434: The polar regions, facilities and accommodation for the scientific personnel, and cargo capacity for supplying research stations on the shore. Countries such as Argentina and South Africa , which do not require icebreakers in domestic waters, have research icebreakers for carrying out studies in the polar regions. As offshore drilling moves to the Arctic seas, icebreaking vessels are needed to supply cargo and equipment to
10769-612: The polar waters were those of the Eskimos . Their kayaks are small human-powered boats with a covered deck, and one or more cockpits, each seating one paddler who strokes a single or double-bladed paddle . Such boats have no icebreaking capabilities, but they are light and well fit to carry over the ice. In the 9th and 10th centuries, the Viking expansion reached the North Atlantic , and eventually Greenland and Svalbard in
10890-431: The proposed Polar 8 class was abandoned during the late 1980s as part of general government budget cuts; in their place, a program of vessel modernizations was instituted. Additional budget cuts to CCG in the mid-1990s following a change in government saw many of CCG's older vessels built during the 1960s and 1970s retired. From its formation in 1962 until 1995, CCG was the responsibility of the Department of Transport. Both
11011-598: The removal of light keepers except for a handful of stations in British Columbia, Newfoundland and Labrador and New Brunswick. Budget cuts and technological changes in the marine shipping industry, such as the increased use of GPS , electronic navigation charts and the Global Maritime Distress Safety System , has led CCG to undertake several service reviews for aids to navigation in recent decades. Such reviews have resulted in
11132-665: The resonance method. This causes the ice and water to oscillate up and down until the ice suffers sufficient mechanical fatigue to cause a fracture. Canadian Coast Guard The Canadian Coast Guard ( CCG ; French: Garde côtière canadienne, GCC ) is the coast guard of Canada . Formed in 1962, the coast guard is tasked with marine search and rescue (SAR), communication, navigation, and transportation issues in Canadian waters, such as navigation aids and icebreaking , marine pollution response, and support for other Canadian government initiatives. The Coast Guard operates 119 vessels of varying sizes and 23 helicopters , along with
11253-405: The responsibility of the Royal Canadian Navy . Enforcement of Canada's maritime-related federal statutes may be carried out by peace officers serving with various federal, provincial or even municipal law enforcement agencies. Although CCG personnel are neither a naval nor law enforcement force, they may operate CCG vessels in support of naval operations, or they may serve an operational role in
11374-540: The safety, accessibility and security of Canadian waters." The CCG's mandate is stated in the Oceans Act and the Canada Shipping Act . The Oceans Act gives the minister of Fisheries and Oceans responsibility for providing: The Canada Shipping Act gives the minister powers, responsibilities and obligations concerning: Originally a variety of federal departments and even the navy performed
11495-524: The same propulsion power. On 22 August 1994 Louis S. St-Laurent and USCGC Polar Sea became the first North American surface vessels to reach the North Pole. The vessel was originally scheduled to be decommissioned in 2000; however, a refit extended the decommissioning date to 2017. It is now planned to be kept in service through the 2020s pending the introduction of two new polar icebreakers, CCGS Arpatuuq and CCGS Imnaryuaq , for
11616-399: The shell plating is stiffened with frames placed about 400 to 1,000 millimetres (1 to 3 ft) apart as opposed to longitudinal framing used in longer ships. Near the waterline, the frames running in vertical direction distribute the locally concentrated ice loads on the shell plating to longitudinal girders called stringers, which in turn are supported by web frames and bulkheads that carry
11737-420: The ship. A buildup of broken ice in front of a ship can slow it down much more than the breaking of the ice itself, so icebreakers have a specially designed hull to direct the broken ice around or under the vessel. The external components of the ship's propulsion system ( propellers , propeller shafts , etc.) are at greater risk of damage than the vessel's hull, so the ability of an icebreaker to propel itself onto
11858-455: The so-called h - v -curve to determine the icebreaking capability of the vessel. It shows the speed ( v ) that the ship is able to achieve as a function of ice thickness ( h ). This is done by calculating the velocity at which the thrust from the propellers equals the combined hydrodynamic and ice resistance of the vessel. An alternative means to determine the icebreaking capability of a vessel in different ice conditions such as pressure ridges
11979-433: The standard for postwar icebreakers until the 1980s. Since the mid-1970s, the most powerful diesel-electric icebreakers have been the formerly Soviet and later Russian icebreakers Ermak , Admiral Makarov and Krasin which have nine twelve-cylinder diesel generators producing electricity for three propulsion motors with a combined output of 26,500 kW (35,500 hp). In the late 2020s, they will be surpassed by
12100-425: The steel used in the hull structures of an icebreaker must be capable of resisting brittle fracture in low ambient temperatures and high loading conditions, both of which are typical for operations in ice-filled waters. If built according to the rules set by a classification society such as American Bureau of Shipping , Det Norske Veritas or Lloyd's Register , icebreakers may be assigned an ice class based on
12221-474: The stern. Nozzles may be used to increase the thrust at lower speeds, but they may become clogged by ice. Until the 1980s, icebreakers operating regularly in ridged ice fields in the Baltic Sea were fitted with first one and later two bow propellers to create a powerful flush along the hull of the vessel. This considerably increased the icebreaking capability of the vessels by reducing the friction between
12342-422: The technology behind them didn't change much until the industrial revolution. Ice-strengthened ships were used in the earliest days of polar exploration. These were originally wooden and based on existing designs, but reinforced, particularly around the waterline with double planking to the hull and strengthening cross members inside the ship. Bands of iron were wrapped around the outside. Sometimes metal sheeting
12463-550: The top of the ice and consequently break it. Britnev fashioned the bow of his ship after the shape of old Pomor boats, which had been navigating icy waters of the White Sea and Barents Sea for centuries. Pilot was used between 1864 and 1890 for navigation in the Gulf of Finland between Kronstadt and Oranienbaum thus extending the summer navigation season by several weeks. Inspired by the success of Pilot , Mikhail Britnev built
12584-490: The torque variations resulting from propeller-ice interaction. The 1969-built Canadian polar icebreaker CCGS Louis S. St-Laurent was one of the few icebreakers fitted with steam boilers and turbogenerators that produced power for three electric propulsion motors. It was later refitted with five diesel engines, which provide better fuel economy than steam turbines. Later Canadian icebreakers were built with diesel-electric powertrain. Two Polar-class icebreakers operated by
12705-596: The town purchasing four such ships. Ice breaking barges continued to see use during the colder winters of the Little Ice Age with growing use in the Low Country where significant amounts of trade and transport of people and goods took place. In the 15th century the use of ice breakers in Flanders ( Oudenaarde , Kortrijk , Ieper , Veurne , Diksmuide and Hulst ) was already well established. The use of
12826-406: The vessel moves forward at a relatively high and constant speed. When an icebreaker is designed, one of the main goals is to minimize the forces resulting from crushing and breaking the ice, and submerging the broken floes under the vessel. The average value of the longitudinal components of these instantaneous forces is called the ship's ice resistance. Naval architects who design icebreakers use
12947-525: The work which the CCG does today. Following Confederation in 1867, the federal government placed many of the responsibilities for maintaining aids to navigation (primarily lighthouses at the time), marine safety, and search and rescue under the Marine Service of the Department of Marine and Fisheries , with some responsibility for waterways resting with the Canal Branch of the Department of Railways and Canals . Lifeboat stations had been established on
13068-501: Was decommissioned in 1963 and scrapped in 1964, making her one of the longest serving icebreakers in the world. In Canada, the government needed to provide a way to prevent flooding due to ice jam on the St. Lawrence River . Icebreakers were built in order to maintain the river free of ice jam, east of Montréal . In about the same time, Canada had to fill its obligations in the Canadian Arctic. Large steam icebreakers, like
13189-445: Was accomplished by shifting water rapidly from wing tanks on one side of the ship to the other. A total of 220 tons of water could be shifted from one side to the other in as little as 90 seconds, which induced a list of 10 degrees. Ballast could also be shifted rapidly between fore and aft tanks to change the trim of the ship. Diesel electric machinery was chosen for its controllability and resistance to damage, and they were fitted with
13310-415: Was again transferred to the Canadian Coast Guard (CCG) and recommissioned CCGS Labrador , serving from 1962 to 1987. Labrador was not fitted with any weapons systems. Labrador possessed all the general characteristics of her American-built sister ships, but was much improved with state-of-the-art gear at the time (1951). Labrador was the only Canadian Wind-class icebreaker to be constructed, and also
13431-412: Was announced for the production of 16 additional multi-purpose vessels. CCG's management and organizational structure reflects its quasi-military nature. The CCG agency supports several functional departments as outlined here: The Canadian Coast Guard is a civilian organization that is managed and funded by the Department of Fisheries and Oceans (DFO). The enforcement of laws in Canada's territorial sea
13552-668: Was built at the turn of the 20th century. Icebreaker Yermak , was built in 1899 at the Armstrong Whitworth naval yard in England under contract from the Imperial Russian Navy . The ship borrowed the main principles from Pilot and applied them to the creation of the first polar icebreaker, which was able to run over and crush pack ice . The ship displaced 5,000 tons, and her steam- reciprocating engines delivered 10,000 horsepower (7,500 kW). The ship
13673-425: Was built in Canada. State of the art when designed, their hull was of unprecedented strength and structural integrity. The outer hull plating was constructed with 1-5/8 inch thick high tensile steel and they had a double bottom above the waterline with the two "skins" being approximately 15 inches apart, insulated with cork. Framing was closely spaced and the entire hull was designed for great strength. With
13794-549: Was known as Admiral Makarov as part of the Lend-Lease program. Returned to [REDACTED] United States Navy in 1950 as the USS Atka , then transferred in 1966 to [REDACTED] United States Coast Guard where she was known as the USCGC Southwind . USCGC Westwind (WAGB-281) Sent to [REDACTED] Soviet Navy in 1945 where she was known as Severni Polius (North pole) as part of
13915-406: Was made to avoid confusion with the other icebreaker. USCGC Burton Island (WAGB-283) USCGC Edisto (WAGB-284) CCGS Labrador [REDACTED] This article incorporates public domain material from websites or documents of the United States Coast Guard . Icebreaker For a ship to be considered an icebreaker, it requires three traits most normal ships lack:
14036-424: Was placed at the bows, at the stern, and along the keel. Such strengthening was designed to help the ship push through ice and also to protect the ship in case it was "nipped" by the ice. Nipping occurs when ice floes around a ship are pushed against the ship, trapping it as if in a vise and causing damage. This vise-like action is caused by the force of winds and tides on ice formations. The first boats to be used in
14157-542: Was powered by two 250- horsepower (190 kW) steam engines and her wooden paddles were reinforced with iron coverings. With a rounded shape and strong metal hull, the Russian Pilot of 1864 was an important predecessor of modern icebreakers with propellers. The ship was built on the orders of merchant and shipbuilder Mikhail Britnev . She had the bow altered to achieve an ice-clearing capability (20° raise from keel line). This allowed Pilot to push herself on
14278-498: Was put into service by Murmansk Shipping Company, which manages all eight Russian state-owned nuclear icebreakers. The keel was originally laid in 1989 by Baltic Works of Leningrad , and the ship was launched in 1993 as NS Ural . This icebreaker is intended to be the sixth and last of the Arktika class. Today, most icebreakers are needed to keep trade routes open where there are either seasonal or permanent ice conditions. While
14399-568: Was split between the three existing regions. The new unit includes a mandate which ensures increased support for Inuit communities, including search and rescue, icebreaking and for community resupply. The new region is headquartered in Yellowknife. The CCG does not have a "reserve" element. There is a Canadian Coast Guard Auxiliary (CCGA) which is a separate non-profit organization composed of some 5,000 civilian volunteers across Canada who support search and rescue activities. The CCGA, formerly
14520-452: Was taken without input or consultation from the public or user-groups in spite of the fact that during the last round of de-staffing the public and user-groups spoke vocally against cuts to this service. Once again a large outcry forced Minister of Fisheries Gail Shea to respond and on September 30, 2009, she suspended the de-staffing process pending a review of services lightkeepers provide. The Department of Fisheries and Oceans, on behalf of
14641-527: Was the 4,330-ton Swedish icebreaker Ymer in 1933. At 9,000 hp (6,700 kW) divided between two propellers in the stern and one propeller in the bow, she remained the most powerful Swedish icebreaker until the commissioning of Oden in 1957. Ymer was followed by the Finnish Sisu , the first diesel-electric icebreaker in Finland, in 1939. Both vessels were decommissioned in the 1970s and replaced by much larger icebreakers in both countries,
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