Understanding the differences in international conventions and regulations is crucial for the effective design of icebreakers. This study analyzes the case of the MV Xue Long 2, focusing on structural components such as strengthening regions, design ice load, and shell plate thickness across different regulatory frameworks. The findings reveal that regions prone to frequent ice collisions feature the thickest shell plates, with DNV regulations specifying the maximum thickness (38.93 mm), followed by RS (31.59 mm) and IACS (27.95 mm). This comparative analysis provides valuable insights for icebreaker designers, contributing to the advancement of design standards.
Over the past four decades, the extent and thickness of Arctic sea ice have declined significantly (J. Chen et al., 2022). Satellite measurements indicate that the annual minimum sea ice extent in the Arctic has decreased by 10–15% per decade since the late 1970s. Notably, in 2012, the Arctic sea ice extent reached its lowest level on record, surpassing the previous minimum recorded in 2007 (Peng & Meier, 2018). Collins et al. (2013) projected that this decline in ice cover will continue, with the Arctic potentially becoming seasonally ice-free within a few decades, depending on the emissions pathway (Mioduszewski et al., 2019).
As the Arctic ice melts, the region is becoming increasingly accessible for navigation, which holds significant implications for oil and gas development, shipping, and tourism (Serreze & Meier, 2018). There are three primary Arctic shipping routes: the Northern Sea Route (NSR), the Northwest Passage, and the Transpolar Sea Route (Mudryk et al., 2021). Among these, the NSR is of particular importance, as it offers a shorter passage between Europe and Northeast Asia compared to the traditional Suez Canal route (Pang et al., 2022). Additionally, the Russian government is actively promoting the development of the NSR, aiming for a twentyfold increase in shipment volume by 2030 (Zhu et al., 2018).