Aker Arctic announced that the development of the next-generation Baltic assistance icebreaker has progressed to the next phase. The Aker ARC 130 S design has been finalized in close co-operation with the Swedish Maritime Administration (SMA) and optimized for Sweden’s icebreaking needs.
Selection of shipyard
The decision to construct at least two new icebreakers for Sweden was made in December 2022. The first vessel is planned to be delivered in 2026 and the second about a year later.
We aim to sign the agreement in September 2023 and begin construction preparations immediately
..said Dan Broström, project manager at SMA. “We aim to sign the agreement in September 2023 and begin construction preparations immediately.”
Methanol chosen as fuel
The initial concept was prepared with the possibility of adapting the design for various alternative fuels. After Sweden selected renewable methanol as the future non-fossil fuel of its next-generation icebreakers, the design was finalized to consider the special requirements of methanol fuel and to maximize achievable autonomy time during assistance icebreaking operations.
“Currently, the plan is to build the icebreaker initially for fossil-free renewable diesel oil (hydrotreated vegetable oil HVO) with readiness to adopt methanol fuel as soon as the technology has matured and fuel availability is secured,” Broström outlines. “The harbour generators will use methanol-based MD97 fuel from the start.”
However, since engine manufacturers are working tirelessly to advance the technology as fast as possible and various bio- and e-methanol plant projects are progressing in Sweden, it might well be feasible to build the icebreakers directly for biomethanol use.
From our research, we concluded that methanol is the most favourable fuel alternative from a technological point of view and provides the longest autonomy time which is crucial in icebreaking activities. Other evaluated alternatives such as ammonia and hydrogen have more challenges for icebreaking applications.
…said Chief Designer Tuomas Romu, Aker Arctic Technology.
Technical pioneers
The Swedish icebreakers will be the first methanol-ready and potentially the first methanol-fuelled icebreakers in the world. This continues the trend with the Baltic icebreakers as technical pioneers, the previous one being Finnish icebreaker Polaris, the world’s first LNG-fuelled icebreaker.
New hull form
“The hull form is new and does not correspond to anything built before. The ice resistance is extremely low for an icebreaker of this size which improves fuel efficiency, lowers emissions, and is cost-efficient in use,” Sandström explains.
Channels for Panamax vessels
Cargo vessels arriving to the Baltic Sea are growing in size. Panamax-sized vessels with a breadth of 32 metres are visiting harbours more frequently, requiring assistance during the winter navigating season.
“Shipping lanes on the Bay of Bothnia are rather narrow in winter which means that a Panamax vessel beset in ice could effectively block traffic. We don’t want that to happen,” explains Broström. “At the same time, we cannot afford to use two icebreakers to assist a single ship while numerous others are in need of assistance in our freezing waters. Therefore, one icebreaker has to be able to handle one assisted vessel.”
Accordingly, the new icebreakers will be able to create channels of variable widths up to 32 metres. “We had the chance to try how to make a wide ice channel with a narrower ship hull in full-scale on Polaris, and are confident that all vessels, even wider than 32 metres, will be taken care of,” Sandström adds.
Sharp manoeuvring
“The manoeuvring will be fast and sharp, which saves time. We will be able to turn 90 degrees and move backwards as fast as forwards, which will enable us to assist large vessels on all sides without delay,” Sandström says.
“Icebreakers are bottom-heavy and roll unpleasantly if not countered with an anti-rolling system. Therefore, this was another important feature for us to add in the design. Cruise ships can have fin stabilizers, but these are not suitable for icebreakers,” he says.
Tests to verify selections
The essential features have been tested in Aker Arctic’s ice laboratory as well as in SSPA’s open water basins in Sweden to compare options and confirm results.
“The competence development has been tremendous for us in Sweden, but I believe also our partners have learned from our constant questions and challenges to established procedures,” Sandström says.
“We are confident that the final design meets all our expectations, and that the vessel will be as successful as we have envisioned. Through the fruitful three-party cooperation work with Aker Arctic and the Finnish Transport Infrastructure Agency we have come up with many ingenious solutions,” he adds.
State-of-the-art icebreaker
Sandström and Broström are extremely proud of the final icebreaker design and that it will meet future environmental demands.
“Regardless of the fuel we use, the icebreakers have the potential to become completely fossil-free,” they say. “Also, in today’s volatile market, it is good to have two options.”
