“I’ve been building ice roads since 2014, and my father did it long before that. I operate two Komatsu machines — an 855 and a 911 — in my own forest. For this project, I’m responsible for building the ice road, while a colleague carries out the harvesting with two Komatsu teams,” says Göran.

Over the years, ice roads have been built to different islands each winter, as well as for infrastructure projects. During the construction of the Kalix Bridge, for example, extra ice thickness was required to support work beneath the structure.

Why choose an ice road?
The answer is simple: efficiency.
The ice road reduces forwarding distances and provides the most cost-effective solution for accessing islands in the archipelago. Constructing permanent roads during summer would be significantly more expensive. Barges can sometimes offer lower establishment costs, but transport costs per cubic meter are higher.
The harvesting operation on the island is estimated at approximately 8,000 cubic meters.

Building strength layer by layer
Constructing an ice road requires precise timing and the right equipment.
“I drill holes in the ice and use flooding pumps that move about 3.5 cubic meters of water per minute — roughly the equivalent of 20 bathtubs every minute. The water is spread across the surface and gradually increases the ice thickness.”
Work typically begins in mid-December once the ice reaches about 20 centimeters and snow has settled.
At around 85 centimeters of ice thickness, forestry machines can be moved onto the ice. To safely support timber trucks weighing up to 74 tonnes, approximately 1.2 meters of ice is required.

Planning determines success
Construction itself is rarely the greatest challenge — planning is.
Route selection is critical. The shortest path is not always the safest, as moving water beneath the ice can weaken it from below.
Planning combines satellite imagery, ice maps and local expertise. Areas where the ice breaks up first in spring are typically the weakest points, making local knowledge invaluable.

Safety margins are non-negotiable.
“No machine is driven onto the ice without full confidence in the conditions. The first operator is often understandably cautious, but we never take unnecessary risks. Timber trucks operate under strict speed and load limitations.”
In some winters, flooding must be carried out over several days to complete the road. Load capacity may also need adjustment depending on conditions.

Once the machines reach the site, operations proceed as in any winter harvesting project. The difference lies in the transport.
“For us, it’s business as usual once we’re there. The only difference is how we get across. All machines used here are Komatsu.”

Preserving knowledge for the future
For Göran, maintaining the expertise behind ice road construction is just as important as completing the project itself.
“It’s a tradition that used to be common. Today it’s less frequent, but it’s still an efficient way to utilize the winter season in northern Sweden. I hope to pass that on to the next generation.”



About Skog Mark Hav AB
Based outside Kalix and operating across northern Sweden, Skog Mark Hav AB (SMHAB) provides contracting services within forestry, land and marine projects. The company specializes in bridge construction and tailored solutions, while also performing forestry operations with its own Komatsu machines, ground works, marine projects and consultancy services.