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Dimitrios DalaklisAssociate Professor (Safety and Security)
LCDR (USCG) Megan L. Drewniak
The Arctic Region:
Mapping the Current State of Icebreakers’ Availability
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• Introduction & brief discussion of the Arctic’s ice
coverage trend;
• Challenges of operating in Polar waters;
• Current numbers of “Ice-Breakers”;
• Fuelling options: is “Nuclear” the way forward?
• Questions & Answers section…
Outline
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Defining the Arctic
• The term "arctic" comes from the Greek word ἀρκτικός (arktikos: "near the Bear, northern"); it is a product of the word ἄρκτος (arktos: "bear").
• The name refers either to the constellation Ursa Major, the "Great Bear", which is prominent in the northern portion of the celestial sphere, or to
the constellation Ursa Minor, the "Little Bear", which contains Polaris, the Pole star, also known as the North Star.
• The position of the Arctic Circle is not fixed; as of 28 August 2017, it runs 66°33′46.8″ north of the Equator.
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Ice-coverage trend is downwards!
http://nsidc.org/
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Reduction of ice-coverage is evident!
http://nsidc.org/
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Latest developments in the Arctic• Maritime routes that were previously covered with
ice-pacts are becoming available for shipping…
• Rather limited access/traffic in the Arctic Ocean;
• But, navigation season is predicted to increase!
(70 125 days by 2050 160 days by 2100)
• On going debate in relation to the extraction of the
available natural resources in the wider region!
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Legal Claims?
Geopolitical Tensions?? (Clear Indicator: Military Presence & Exercises)
“Race” of Ice-Breaker’s Fleets (Upgrades)???
Shipping
Tourism
Energy Recourses
Minerals
Fisheries
Decline of Ice
Coverage
Recent Arctic Developments…
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“Alternative" shipping routes…
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Predictions for the Future?
https://www.nytimes.com/interactive/2017/05/03/science/earth/arctic-shipping.html?_r=0
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Main Maritime Routes…
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Operating in Polar Waters
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Operating in Polar Waters
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Operating in Polar Waters
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Why is there a need for ice-breakers?
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The term “Ice-Breaker”An icebreaker is a special-purpose vessel.
It is designed to move and navigate through ice-
covered waters; its main purpose is to provide
safe waterways for other ships.
• For a ship to be considered an icebreaker, it
requires three traits that most normal ships lack: o a strengthened hull,
o an ice-clearing shape,
o the power to push through sea ice.
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The term “Ice-Breaker”• Clear paths by pushing straight into ice pockets;
• An icebreaker can also drive its bow onto the ice to break it
under the weight of the ship.
o the build-up of broken ice in front of the vessel can slow it down
much more than the breaking of the ice itself.
o icebreakers have a specially designed hull to direct the broken ice
around or under the vessel. The external components of the ship's
propulsion system (propellers, shafts, etc.) are at even greater risk
of damage than the vessel's hull, therefore the overall ability of an
icebreaker to propel itself onto the ice, break it, and then clear the
debris from its path successfully is essential for its safety…
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Escort/Convoy Ops, SAR and …
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Remember this?
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Remember this?
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Trends/Current State of Ice-Breakers?
Drewniak M., Dalaklis D., Kitada M., Ölçer A., Ballini F., “Geopolitical Considerations of Shipping Operations in the Arctic: Mapping the Current
State of Icebreakers and Identifying Future Needs”, IAME 2017 Conference, Kyoto-Japan.
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Status of the United States Fleet• The current condition of United States’ (U.S.)
icebreakers and this country’s ability to protect the
Arctic environment, regulate activity, and respond to
crises is surprisingly very limited…
• During loftier times, the U.S. fleet possessed eight
icebreakers, but that number has dwindled to just
two icebreakers over years of neglect and lack of
attention.
• Currently, the country has only two polar
icebreakers: one heavy (the Polar Star) and one
medium (the Healy).
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Status of the Canadian Fleet• Canada is troubled by a looming shortage of
vessels and a growing threat of mechanical failures
as a result of aging icebreakers that are well past
their expected life;
• The country possesses a total of six heavy and
medium icebreakers (one icebreaker was taken out
of service in November 2016 because of an
undisclosed engine casualty).
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Status of the Canadian Fleet• The Canadian Coast Guard’s most capable
icebreaker, the Louis S. St-Laurent was credited
with the escort of the first bulk carrier to transit the
NWP, the Danish-owned Nordic Orion rather
recently, in September 2013.
• This transit highlighted the importance of escort
ships to take advantage of Arctic opportunities for
maritime transport. However, the Louis S. St-
Laurent is a 45-year old vessel (therefore a new
icebreaker, John G. Diefenbaker, will replace this
aging vessel!)
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Status of the Russian Fleet• Russia is far better prepared than any other country
to capitalize on the plethora of untapped resources
in the Arctic region.
• While the United States and Canada are still
wandering about how to boost their capabilities,
Russia has taken aggressive steps and invested a
significant amount of money in building up the
world’s largest icebreaker fleet. They have utilized
shipyards and facilities in Germany and Finland to
generate a fleet of approximately 40 state-owned
ice-capable ships including six nuclear-powered!
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“Tools” of Arctic Operations…
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Nuclear Propulsion…
Drewniak M., Dalaklis D., Kitada M., Ölçer A., Ballini F., “Geopolitical Considerations of Shipping Operations in the Arctic: Mapping the Current
State of Icebreakers and Identifying Future Needs”, IAME 2017 Conference, Kyoto-Japan.
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• The Finnish Transport Agency took delivery on
the 28th of September 2016 of the I/B Polaris,
an icebreaker capable of burning LNG as fuel
from Arctech Helsinki Shipyard!
LNG vessels are already operating…
This vessel is the most powerful icebreaker ever to fly the Finnish flag and the first icebreaker in the world to feature
environmentally friendly dual-fuel engines capable of using both low-sulfur marine diesel oil (LSMDO) and liquefied
natural gas (LNG).
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• Arctech Helsinki Shipyard Managing Director
Esko Mustamäki confirmed that the Polaris can
operate in all ice conditions in the Baltic Sea
and use in all circumstances either gas or diesel
oil as fuel.
• “We are proud we had this opportunity to build the vessel that
will serve the Finnish winter navigation in coming decades.”
• The 110m x 24.4m Polaris is designed to serve
for at least 50 years in icebreaking, oil recovery
and sea rescue operations…
LNG vessels are already operating…
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• A new icebreaker research vessel, Kronprins
Haakon, scheduled for delivery in 2017:oPC 3 class icebreaker: Year-round operation in ice-
covered waters
o100 metres long and 21 metres broad
oCost: NOK 1.4 billion
What about Norway?
http://www.npolar.no/en/about-us/stations-vessels/kronprins-haakon/
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What about Norway?
https://www.fincantieri.com/en/products-and-services/naval-vessels/polar-research-vessel/
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Summary & Conclusion
• The “High North” is a place defined by constant
change & uncertainty
• This area has never before been integrated into
regular shipping routes due to very harsh and
unpredictable environmental environments
• Decline of ice-coverage has triggered interest
towards toward the establishment of “Arctic liner
shipping”
• Ice-breakers will be increasingly needed to smash
through sea ice, open routes, or assist trapped
vessels.
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“Energy Resources" Impact?
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Summary & Conclusion• Christophe de Margerie, the world’s first ice-
breaking LNG tanker, has become the first vessel
to dock at Yamal LNG’s terminal at Sabetta Port in
Russia; more vessels are on the way…
• Is this a “new mode” of operations?The specifications of Christophe de Margerie make her a unique vessel. She was assigned an Arc7 ice class, the highest ice class amongst
existing merchant vessels. The vessel is capable of sailing independently through ice up to 2.1 metre thick. This vessel can sail along the Northern
Sea Route westward from Sabetta all-the-year-round and eastward for six months of the year (from July to December).
Previously, the summer navigation window on the Northern Sea Route was limited to only four months with ice-breaker support.
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Summary & Conclusion
• Maritime transport, resource extraction and energy
recourses production, fishing, tourism etc. point
towards more traffic in the Arctic Region;
• The issue of harsh conditions and increased
dangers is still part of the equation!
• “Current” emergency response capabilities?
• Need for more infrastructure support, as well as
“tailor-made” training (realistic exercises & drills to
include mass rescue operations, even consider
how to involve indigenous populations to affect a
timely & coordinated response)…
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World Maritime UniversityA Specialized UN Institution in Sweden
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WMU's mission is to be the World Centre of
excellence in postgraduate maritime and
oceans education, professional training, and
research, while building global capacity and
promoting sustainable development.
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Dimitrios DalaklisAssociate Professor (Safety and Security)
LCDR (USCG) Megan L. Drewniak
The Arctic Region:
Mapping the Current State of Icebreakers’ Availability
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Postgraduate Diploma (Distance
Learning) in Maritime Safety & Security