On ships of the Norilsk type, premature cavitation-erosion wear of the plunger pairs of the injection pump is observed, resulting in a decrease in the power of the electric motor. So, on the ship "Nickel" after 1100 hours of operation, the power decreased by 10%, on the ship "Monchegorsk" after 7000 hours — by 25-30%. To eliminate this drawback and ensure the necessary gas turbine power, it is necessary to change the entire injection pump set after 3000-5000 hours of operation. On the Krasin icebreakers and the Kapitan Sorokin type, pairs of injection pumps of a similar design and with the same defects operate for 15,000 hours without reducing the power of the gas turbine.
The repair of the VRS leads to significant ship downtime in the dock. So, if similar vessels with high—speed navigation systems are docked for 10-15 days during repairs to the "class", then vessels of the "Norilsk" type are 40-45 days. On the motor ship Kola, the repair of the VRSH in Germany lasted 40 days.
The operation of vessels of the Norilsk type has shown that hydraulic couplings and the load limitation system do not protect the main engines and the propulsion system from shock loads caused by the interaction of the propeller with ice. A power plant with a diesel gearbox and high-power transmission system can realize its high efficiency only when operating on free water. When working in ice, and even through hydraulic couplings, the efficiency of the DRU—VRSh propulsion system will be less than that of the EC, which converts mechanical energy into electrical energy. When working in ice, depending on the nature and duration of the impact of resistance to the movement of the vessel, the hydraulic coupling "slips", the pitch of the screw decreases. All this reduces the power and emphasis on the propeller, which leads to the cessation of ship movement.
In recent years, during the construction of ALP vessels, they have been striving to use high-powered engines for power plants, which prefer a constant-load mode of operation. The passage of ice by the vessel is associated with the frequent change of power supply modes, the need to quickly switch from fractional to full power. Therefore, the main engine must have a sufficiently high margin for thermal and mechanical loads. Otherwise, its operation becomes unreliable and it is necessary to reduce the operating capacity. This is the case with engines 14 40/48 (ships of the Norilsk type), 8P32 (icebreakers of the Mudyug type). On icebreakers of the Ermak and Captain Sorokin types, the main engines of 12 H 40/48 and 9 40/48, respectively, of medium boost, have proven themselves well over a long period of operation in Arctic conditions.
There is no real gain in the number of electrical personnel on ships of the Norilsk type. Their high energy capacity requires at least four electrical specialists (two electromechanics and two electricians) on board, which is only slightly less than on ships of the Amguema type.
The Murmansk Shipping Company should receive supply vessels of the SA-8 type, equipped with a low-speed, high—powered engine and a crinoline in the nozzle and in the stern. It is already obvious that when working in ice, where variable loads are constant, a low-speed engine, and even a high-powered one, will not be able to realize its capabilities, and the reverse course of the vessel will be ineffective.
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