New Dual Fuel Finnish Icebreaker

polaris_finnishlngicebreker

MarineLog reports the delivery of the world’s first Icebreaker capable of running on LNG. It does appear that its capabilities using LNG alone may be limited. “The diesel-electric propulsion system includes two Wartsila 6,000 kW engines and one 1,280 kW dual fuel engine.” If, as it appears, only the 1,280 kW engine can use LNG.

I found the size of the Finnish icebreaker fleet interesting.

“Following delivery, the Finnish Transport Agency handed the vessel over to Arctia Icebreaking Oy, A Finnish state-owned company that operates a fleet of vessels that provide icebreaking services. Besides the Polaris, Arctia Icebreaking Oy operates three multipurpose icebreakers, one oil spill recovery icebreaker, three 113-ton bollard pull icebreakers, and one harbor icebreaker and towing vessel. The newest oceangoing icebreakers in the fleet, the Fennica and Nordica—two 230-ton bollard pull icebreakers—were both delivered in 1993.”

Note, the range and endurance required of these icebreakers is closer to what we think of as domestic icebreakers rather than polar icebreakers, but still an impressive fleet.

Late addition: gCaptain has a more complete description of the ship: http://gcaptain.com/arctech-helsinki-delivers-worlds-first-lng-powered-icebreaker-finnish-government/

One thought on “New Dual Fuel Finnish Icebreaker

  1. There is an error in MarineLog’s article. Polaris has a power plant consisting of two 9-cylinder Wärtsilä 9L34DF and two 12-cylinder Wärtsilä 12V34DF dual-fuel engines, and a separate Wärtsilä 8L20DF harbor generator. The total rating of the power plant is over 22,000 kW, of which 19,000 kW is available to the Azipod propulsion units (2 x 6,500 kW + 6,000 kW). Icebreaking endurance when using LNG is 10 days, but this refers to standard escort operations with varying load rather than continuous full propulsion power.

    As for Arctia’s other fleet, I think the description is a bit misleading. The Finnish state-owned icebreaker fleet consists of the following vessels:
    – Voima, Baltic escort icebreaker built in 1954, displacement 5,200 tons, propulsion power 13,700 hp for four shafts (two in the bow, two in the stern), and bollard pull 113 tons. The oldest icebreaker in the world in active service, refitted in 1978-79 and received a 10-year service life extension this year.
    – Urho, Baltic escort icebreaker built in 1975, displacement 9,660 tons, propulsion power 22,000 hp for four shafts (two in the bow, two in the stern), and bollard pull about 180 tons (this was incorrect in the article and on Arctia’s website). Prior to Polaris, this class of icebreakers (2 in Finland, 3 in Sweden) was considered the best Baltic escort icebreaker ever built.
    – Sisu, sister ship of Urho, built in 1976.
    – Otso, Baltic escort icebreaker built in 1986, displacement 9,130 tons, propulsion power 20,000 hp for two shafts, and bollard pull 160 tons. Upgraded to Polar Class 4 ice class and fitted with anti-rolling tank for operations in international waters.
    – Kontio, sister ship of Otso, built in 1976. Previously fitted with oil recovery equipment, but I’m not sure if any remains after the EMSA charter ended.
    – Fennica, multipurpose icebreaker built in 1993, maximum displacement 12,800 tons but less in Baltic icebreaking operations, propulsion power 20,000 hp to two Aquamaster Z-drive azimuth thrusters, and bollard pull 230 tons.
    – Nordica, sister ship of Fennica built in 1994.
    – Ahto, small port icebreaker/escort tug built in 2014.

    Of the above, Voima, Urho, Sisu and Kontio can only operate in the Baltic Sea while Otso was refitted for international voyages and been supporting seismic exploration projects off Greenland, and Fennica and Nordica were chartered by Shell for the oil exploration off Alaska few years ago. As for Polaris, there are political obstacles why it can’t be used for other purposes than Baltic escort icebreaking operations.

    I prefer to use the term “Baltic escort icebreaker” when talking about conventional icebreakers. The winter navigation system in the Baltic Sea relies on icebreakers escorting – and often towing – merchant ships to and from ports. It’s totally different from, for example, the Great Lakes but similar to how Russians operate in the Northern Sea Route. The maximum level ice thickness in these waters never exceeds about 3 ft, but wind-driven pressure ridges can be more than 40 ft thick. That’s why the older icebreakers (and now Polaris) were fitted with propellers also in the bow to overcome this. In addition, while Polaris’s theoretical continuous icebreaking capability is 4 knots in 6 ft ice, the design goal was actually higher speed in smaller ice thicknesses and the “ability” to never get stuck in ice even during the hardest Baltic winters. If the icebreaker was actually taken to polar waters, the operational capability would likely be limited by the hull strength (“only” Polar Class 4 Icebreaker(+)) rather than propulsion power. Anyway, for its primary mission, it’s definitely the best design ever built. Even the Russians acknowledged it by ordering two similar but somewhat upgraded vessels for Arctic waters. I wouldn’t hesitate to recommend this kind of design also for the Great Lakes, but it is probably not needed as the shipping activity is somewhat different. A smaller version, little bit bigger than USCGC Mackinaw, could be feasible, though…

    I guess the biggest problem now is that the Baltic winter is about 6 weeks behind schedule and the first icebreaker is predicted to leave to the Gulf of Bothnia in January. In the meantime, someone needs to explain to the citizens why the state spent 125 million euro to build a new icebreaker when the old ones are not fully utilized either…

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