Intensifying Race for Icebreakers... 'K-Shipbuilding' Technology Sets Sights on Arctic Route [Arctic, The New Route to Hegemony] ⑦

Next-Generation Korean Icebreaking Research Vessel Set for 2030 Launch
A Latecomer to the Market, But Strong in the Race for Icebreakers and Shipbuilding Technology

At the 2025 Arctic Circle Assembly, South Korea unveiled the new administration’s Arctic policy along with plans to develop a next-generation icebreaking research vessel. In a region where the network of countries with direct Arctic Ocean territories-such as the United States, China, Russia, Canada, and Norway-is particularly strong, South Korea, as a non-Arctic state, is viewed as having only one viable path to competitiveness as a participant in Arctic routes: leveraging advanced science and technology through shipbuilding cooperation.

On October 17 (local time), the day after the opening of the 2025 Arctic Circle Assembly in Reykjavik, Iceland, the Korea Polar Research Institute (KOPRI), the Korea Arctic Research Consortium (KoARC), and the Korea Maritime Institute (KMI), together with the Arctic Economic Council (AEC), co-hosted a session on “Arctic Routes and Eco-friendly Shipbuilding” for researchers, shipbuilding industry representatives, and related business professionals.

Next-generation Korean icebreaker under construction by Hanwha Ocean, aiming for Arctic route navigation by 2030 (virtual image). Hanwha Ocean

At this event, researchers introduced South Korea’s next-generation eco-friendly icebreaking research vessel, which is scheduled to begin operations in 2030. This vessel, designed to replace the aging Araon, will be more than twice as large and have significantly greater icebreaking capability. Notably, it will adopt an eco-friendly dual-fuel (LNG/MGO) system to reduce carbon emissions and improve fuel efficiency. As part of South Korea’s “Green Arctic Shipping” strategy, the plan is to collaborate with Arctic nations not just on logistics, but with a focus on eco-friendly technology and digital transformation.

Ahn Jae-woo, Principal Researcher at Hanwha Ocean, stated, “Hanwha Ocean has globally recognized experience in designing and building icebreakers. We have successfully constructed liquefied natural gas (LNG) icebreakers, and based on this, we are developing even more efficient and environmentally friendly vessels.” He added, “Traditional icebreakers have struggled with high fuel consumption and greenhouse gas emissions. Hanwha Ocean is researching hybrid technology based on dual-fuel systems, which will operate reliably under the harsh conditions of the Arctic and minimize carbon emissions.”

As global interest in Arctic routes surges, countries around the world are rushing to secure additional icebreakers. While South Korea boasts advanced shipbuilding capabilities, it is a latecomer to the icebreaker market. Currently, Finnish company Aker Arctic leads the field, having built more than 50% of the world’s icebreakers.

According to Aker Arctic, as of September this year, Russia operates the largest fleet of active icebreakers with 54 vessels, followed by Canada with 19 and the United States with 12. In addition, Russia is building 12 more icebreakers, and Canada plans to introduce 22 new vessels. Recently, it was reported that the United States decided to purchase 11 icebreakers from Finland.In South Korea’s case, when the next-generation icebreaker is completed around 2030, following the Araon that began operations in 2010, the country’s fleet will increase to two vessels.

The problem is that as the number of icebreakers operating in the Arctic Ocean rapidly increases, concerns about environmental destruction also grow. Reckless route development could lead to disasters that are difficult to manage.

David Bolton, Senior Research Fellow at Harvard Kennedy School and former U.S. Deputy Assistant Secretary of State, warned, “We do not fully understand the impact that large-scale commercial shipping in the Arctic Ocean will have on the ecosystem. There is a lack of communication infrastructure in high-latitude regions, so search and rescue capabilities are minimal. If an oil spill were to occur in the Arctic, response and cleanup would be extremely challenging.” He added, “Preparing for Arctic routes means establishing a scientific foundation. To expand Arctic navigation, governments, industries, environmental organizations, and scientists must come together to conduct thorough preparatory work.”

Since joining the Arctic Council as an observer in 2013, South Korea has steadily established itself as a “trusted partner” in the Arctic region through ongoing scientific cooperation. While Arctic nations remain politically and economically cautious, they recognize the necessity of scientific collaboration. The global changes occurring in the Arctic are not just their concern, and the region itself cannot easily address these issues alone.

Jin Kyung, Director of Policy Cooperation at the Korea Polar Research Institute, stated, “We must view Arctic cooperation not merely from a commercial perspective, but from the standpoint of global sustainability. South Korea is prepared to work with Arctic nations to build future models for eco-friendly shipping, energy, and the environment, leveraging our technological capabilities and research experience.”