In mid-May, Russia's First Deputy Prime Minister Denis Manturov announced construction timelines for Project 10510's lead icebreaker Rossiya. Scheduled for completion by 2030, this vessel will be launched alongside three additional nuclear icebreakers from Project 22220. Together with existing vessels, the Russian nuclear fleet forms the most potent force for navigating Arctic ice globally. The flagship icebreaker will represent a pinnacle of engineering achievement and one of this century's most intricate projects.

The specifications of Rossiya (previously known as Lider) are both impressive and slightly daunting. It measures 209.2 m in length and 47.7 m in width. At its widest point, the ship's side height reaches 18.7 m up to the upper deck—just over six stories tall. Despite its size, Rossiya can navigate relatively shallow waters with a minimum operational draft of just 12 m. Yes, it cannot access Naryan-Mar, but in Dikson, the berth depth is 15.5 m—the super icebreaker will find it quite comfortable. The super icebreaker's main advantage is its propulsion system. The two RITM-400 reactors can generate 120 MW of power at the shafts, enabling the vessel to break through ice over four meters thick. Each reactor has a nameplate capacity of 315 MW, requires refuelling every 5.7 years, and can operate continuously for approximately 26,000 hours. The reactors have a lifespan of 40 years, the icebreaker carries enough provisions for the crew for eight months, and it can navigate anywhere without range restrictions.

The Project 10510 icebreaker demanded unique design solutions for the vessel itself and a creative approach from the shipyard. Unlike other icebreakers, it is constructed using a large-block method—sections are first built in workshops and then assembled on the slipway. The shipbuilders' capabilities are limited by the Goliath crane, the largest in the country, which can lift up to 1,200 tons at a time. There are a total of 19 such blocks. The dock itself is the largest hydraulic structure in Russia. It features a watertight pit that is 14 m deep, with the dock measuring 485 m in length and 114 m in width. Besides the Goliath crane, two additional auxiliary cranes operate at the dock. Initially, the plan is to assemble the hull and install two steam turbine units, then launch the vessel and complete the remaining tasks. After its sea trials, Rossiya will head to Murmansk, its home port.

The first metal cutting for the new icebreaker took place in a ceremonial setting on 6 July 2020. Since then, the construction timeline has been slightly delayed as some key hull casting components have yet to be delivered to the shipyard by suppliers. Additionally, costs at other contractors have risen, necessitating discussions about the state contract and an expert committee from the Ministry of Industry and Trade. For instance, last March, Afrikantov Experimental Design Bureau for Mechanical Engineering (OKBM) announced a required 12% increase in funding for nuclear power plant production, while Power Machines, makers of steam turbine units, called for a 65% payment increase. Experts also point out some inexperience at Zvezda, which was handling such a project for the first time. However, it's worth noting that this is the first nuclear icebreaker of its kind in the world, so some setbacks are understandable. Last March, the super icebreaker was only 5% complete instead of the planned 15%. Nevertheless, by last December, construction of Rossiya had nearly caught up to projected timelines—11.4% of work was completed, according to Atomflot's general director Leonid Irlitz. It seems all parties involved in the production process managed to find common ground and continue building on this historic project.

It's likely that the experience gained from building Rossiya will be considered when constructing two additional super icebreakers. While no one is discussing their construction timelines yet, further development of the North Sea Route will inevitably require new vessels of this class. Project 10510 ships will be capable of navigating year-round, cutting through winter ice to create a 50-meter-wide channel. Indeed, Arctic winters with their severe cold, unpredictable weather and potential for ice entrapment pose major challenges to transforming the transport corridor into a bustling international trade route.

Image attribution: Shutterstock