Page 46: of Maritime Reporter Magazine (November 2023)

FINLAND “Developing, designing and building icebreaking vessels is very strong in

Photo: Eric Haun

Finland,” said Reko-Antti Suojanen, managing director at Aker Arctic

Technology, an engineering company specializing in icebreakers. “We hold the position as the world leader in this segment.”

From left: Aker Arctic Technology managing director, Reko-Antti

Suojanen, with director of sales and marketing, Arto Uuskallio.

FUTURE DEMANDS AND OPPORTUNITIES gen, and Aker Arctic is examining these options to help meet

There are currently about 155 icebreakers in operation glob- the International Maritime Organization’s decarbonization ally, with another 24 under construction or on order. Accord- targets. “Icebreakers are de? nitely one of the most dif? cult ing to Suojanen, the need for new icebreakers is growing for [vessel types] to decarbonize because we need, ? rst of all, a many reasons. One of these is the arrival of stricter emissions lot of power, and quite often long endurance,” Suojanen said.

regulations that restrict the power of non-icebreaking vessels But before exploring “future fuels”, it is important to im- entering and exiting ice-encased Finnish ports, as these ships prove the overall ef? ciency of the vessel design, Suojanen will require more icebreaking assistance. said. "You need to reduce the energy consumption,” he ex-

Suojanen also sees opportunity for ? eet renewal, noting that plained. “Then the second step is to look at which fuel to use the global icebreaking ? eet is aging, with nearly 50 vessels in to meet this energy requirement.” service today that are more than 40 years old, including 13 In the case of Sweden’s new icebreakers, Aker Arctic has over 50—though icebreakers are often designed and built to helped to create a more ef? cient hull form that is unlike any live longer than typical commercial vessels. previously built. The result is an icebreaker with extremely

One country currently working to renew its ? eet is Sweden, low ice resistance for its size, reducing fuel burn—and there- which engaged Aker Arctic to design a pair of new icebreak- fore emissions and fuel cost. An onboard energy storage sys- ers. The project is moving toward the build phase as the Swed- tem (ESS) will also contribute to help slash emissions and ish Maritime Administration evaluates shipyards with the ex- service costs. All told, the vessels will consumer 45% less pertise and capability to build such vessels. energy and emit 70% less CO2 than the 1970s-built Atle-class

Notably, the ships will be the ? rst methanol-ready and po- icebreakers serving in Sweden and Finland.

tentially the ? rst methanol-fueled icebreakers in the world, as Canada is another nation in the midst of renewing its ? eet maritime stakeholders seek new ways to minimize their envi- of ice-capable vessels. Earlier this year, Aker Arctic com- ronmental footprint. Under current plans, the new icebreakers pleted the hull form and contributed to the concept devel- will be built initially to run on fossil-free renewable diesel opment for Canadian Coast Guard’s 16 new multipurpose oil—hydrotreated vegetable oil, (HVO)—but its engines will vessels slated to be built by Seaspan Shipyards. The ? rm be ready to adapt for future methanol use as the technology is also supporting Canada’s program to build a pair of new matures and fuel availability is secured. polar icebreakers; the ? rst vessel will be built by Seaspan

Icebreakers, like other commercial and working vessels, are Shipyards followed by the second at Davie.

candidates for other future fuels such as ammonia and hydro- Elsewhere, Aker Arctic is supporting Argentina’s program 46 Maritime Reporter & Engineering News • November 2023

MR #11 (34-49).indd 46 11/2/2023 9:45:57 AM