The Arctic Region: Mapping the Current State of ’ Availability Dimitrios Dalaklis Associate Professor (Safety and Security) LCDR (USCG) Megan L. Drewniak Outline • 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… 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. Ice-coverage trend is downwards!

http://nsidc.org/ Reduction of ice-coverage is evident!

http://nsidc.org/ 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! Recent Arctic Developments…

Decline of Ice Coverage

Shipping Tourism Energy Legal Claims? Recourses Geopolitical Tensions?? Minerals (Clear Indicator: Military Presence & Exercises) Fisheries “Race” of Ice-Breaker’s Fleets (Upgrades)??? “Alternative" shipping routes… Predictions for the Future?

https://www.nytimes.com/interactive/2017/05/03/science/earth/arctic-shipping.html?_r=0 Main Maritime Routes… Operating in Polar Waters Operating in Polar Waters Operating in Polar Waters Why is there a need for ice-breakers? The term “Ice-Breaker” An 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. 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… Escort/Convoy Ops, SAR and … Remember this? Remember this? 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. 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). 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). 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!) 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 and to generate a fleet of approximately 40 state-owned ice-capable ships including six nuclear-powered! “Tools” of Arctic Operations… 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. LNG vessels are already operating… • 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 Shipyard!

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). LNG vessels are already operating… • Arctech Helsinki Shipyard Managing Director Esko Mustamäki confirmed that the Polaris can operate in all ice conditions in the 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… What about ? • 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

http://www.npolar.no/en/about-us/stations-vessels/kronprins-haakon/ What about Norway?

https://www.fincantieri.com/en/products-and-services/naval-vessels/polar-research-vessel/ 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. “Energy Resources" Impact? 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 , 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. 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)… World Maritime University A Specialized UN Institution in Sweden 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. The Arctic Region: Mapping the Current State of Icebreakers’ Availability Dimitrios Dalaklis Associate Professor (Safety and Security) LCDR (USCG) Megan L. Drewniak Postgraduate Diploma (Distance Learning) in Maritime Safety & Security