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This 127-Foot Superyacht’s Triple-Threat Aft Deck Includes a Helipad, a Party Area, and a Garage

The rear of the new aluna 127 is perfect for seaside soirées or storing tenders., rachel cormack.

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FDC Yachts ’s latest fleet member gives a whole new meaning to the term “versatile.”

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Inside, meanwhile, the yacht is equipped with floor-to-ceiling windows that create a light and airy atmosphere. The layout offers five generous staterooms for up to 10 guests and cabins for up to eight crew. The owner’s suite is rightly a cut above the rest of the accommodations with a private terrace and twin bathrooms. Elsewhere, you’ll find an expansive salon with a dining area and a lounge that can be used for movie screenings, business meetings, and so on.

As for grunt, the Aluna 127 can be equipped with a conventional or hybrid propulsion system. The yard expects the yacht will have a cruising speed of 11 knots and a maximum speed of 15 knots.

Aluna 127 is currently for sale with Ocean Independence for $14.5 million (€13.5 million). The build time is reportedly just 20 months, which means she could launch as soon as 2025.

“This is an impressive vessel genuinely able to cruise in full autonomy and with desirable capacity for tenders and toys,” the yacht brokerage writes.

Aluna 127 has a little sister on the horizon, too: The Aluna 87 is scheduled to hit the water in the summer of 2023.

Rachel Cormack is a digital editor at Robb Report. She cut her teeth writing for HuffPost, Concrete Playground, and several other online publications in Australia, before moving to New York at the…

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• Outback 50 Design
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Our flagship Outback 50 completely re-defines recreational yachting

With more deck space than any yacht in her class, the outback 50 offers the ultimate experience in outdoor living..

An elegant yet modest interior extends naturally from the aft deck, providing expansive views and emphasizing comfort and easy living.

Her uniquely designed hull, shallow draft, and aft engine placement create a smooth, quiet, and comfortable ride.

The Outback 50 is also extremely economical, requiring only 600 total hp to push her to 20 knots.

Whether you’re out on the water for the day, a weekend adventure, or a longer offshore cruise, the revolutionary Outback 50 offers endless possibilities. Fish, dive, or dine from the expansive aft deck, or easily launch your tender, jet-skis, kayaks, or other water toys to enjoy your favorite anchorage.

Find out why it’s more fun “out back!”

Michael Peters Design

Award-winning naval architect and yacht designer Michael Peters has created a clean, contemporary design for the Outback 50 based on our shared vision of a unique motor yacht that combines style, function and performance.

Designed specifically for outdoor living, the Outback 50 is extremely versatile, providing comfort, efficiency, and performance unique among  cruising yachts or traditional trawlers her size.

Be sure to watch our interviews with Michael as he shares his design philosophy, his thoughts on the Outback 50, and his creation of her “almost perfect” hull design.

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Lanakai: On board the 39.5m all-carbon fishing machine

The brief for Lanakai was simple: keep the weight down, the lines refined and the fish plentiful. Ivor Wilkins is hooked by a lean, mean fishing machine that boasts beauty as well as brawn

Big-game fishing was never more glamorised than by Ernest Hemingway’s vivid dispatches from Cuba about mano-a-mano battles with great fish – “rising, shining dark blue and silver, seeming to come endlessly out of the water.” His beloved 11.6-metre Pilar , purchased with the cash advance for an Esquire article, became the prototypical fishing machine, “sweet in any kind of sea”.

Since that time, sportfishing boats have evolved into a distinct type, sometimes exaggerated into caricature. Michael Peters, who has designed many of the breed, takes a tongue-in-cheek poke at the “voodoo” that has evolved: acres of foredeck without non-skid surfaces; no bowrails (they’re for softies); and towers so tall there’s a risk of nosebleeds. Peters notes that half of all sportfishing boats are bought with no intention of ever going fishing. “They get bought for their image and manly looks,” he says. “It’s the rich man’s pickup truck and nothing looks badder at the dock.”

With the launch of Lanakai – a 39.5 metre sporting 6,300hp of grunt under the hood, 18-metre Rupp outriggers and bristling with mechanical and electronic devices to hunt denizens of the deep – it may be tempting to mock Peters for drawing the baddest sportfisher of them all. Built entirely of carbon fibre, this 30-knot fishing machine is no idle dock-bound poser, however. In just 15 months, she has logged 8,500 nautical miles and put around 1,000 hours on her twin MTU 4000 series engines.

When the owner flies in with family and friends to rendezvous at some remote location, the engines are already warmed up and ready to go. As they step aboard, the lines are cast off and the chase is on. “The schedule is pretty hectic,” skipper Danny Bos says. “Between the fishing trips and maintenance, we are always busy. We are on track to complete about 110 days at sea every 12 months, so we clock up a lot of miles.”

“This is my primary passion,” the owner says. Lanakai , which was built at Yachting Developments in New Zealand, is his fourth boat, and the second designed by Peters. For a time, the owner did consider a displacement-type superyacht, but his family quickly disabused him of that notion. “They knew it would drive me nuts, just floating about. So we tried to create something approaching superyacht standard, with all the luxury bells and whistles, but basically a sportfishing style.”

Achieving this goal involved a disciplined collaboration between the owner, design studio and yard. In the process the overall length grew from 34 metres to 39.5 metres, primarily to accommodate larger engines and upgrade from fin stabilisers to twin Veem gyro stabiliser units. “I experienced gyro stabilisation on a boat I once chartered in Tahiti,” the owner explains. “I was so impressed, I decided we had to make the switch.” “That comes with a lot of extra weight,” Peters notes. This additional burden at the back of the boat was accommodated by lengthening the cockpit and rearranging some of the internal tankage.

“We did weight studies, which set the benchmark to achieve the kind of performance the owner was looking for,” Peters says. “Then it was up to the yard to do the engineering to make sure it all worked out.” Initially, the intention was to build Lanakai in aluminium. “We spoke to a couple of yards,” the owner says, “but their estimates came in a lot heavier than the target. Michael Peters warned us it would never get out of the water.”

Enter Yachting Developments, based in Auckland, New Zealand, which has gained a reputation for composite construction. Its portfolio is primarily focused on fast sailing superyachts, but also includes the 27-metre sportfisher Satu , built in 2012, and a 33-metre Warwick sportfisher currently in build.

“The decision to go for an all-carbon construction came about because we had to make a contract commitment to weight,” says Ian Cook, Yachting Developments’ managing director. “In the process of an extensive analysis of how to achieve that, it transpired that it was actually more economical to build in carbon than in standard glass composite materials. Five years earlier, carbon would have been prohibitive. However, it is produced much more for the aviation industry now and that has brought the price down,” Cook says. “Also, for the same strength you use less carbon, which means less laminating, which saves time and labour costs.”

The finished boat came in at 6,800 kilograms under contract weight and the combination of the larger MTU engines and light weight have delivered a significant performance bonus. “I wanted a genuine 25-knot boat,” the owner says. “What has been delivered gets very close to 30 knots and we can cruise at 23 to 24 knots all day long if we want.” In passage mode, 10 to 12 knots is the norm. For Cook, who started his boatbuilding career with racing yachts, weight reduction is a simple article of faith. “The lighter something is, the less energy it takes to move it around,” he says.

Much is made of the carbon fibre construction, but Cook points out that the hull and superstructure make up only 14 per cent of the total weight. The rest is taken up with furnishing, machinery and equipment. “You are basically building a hotel,” he says. “It must make its own power, make its own water, treat its own sewerage and be completely self-sufficient. All that comes at a certain weight.”

Lanakai’s very purpose takes it far off the beaten track. Consequently, self-sufficiency demands carrying not just long-range fuel (42,000 litres) and provisioning capacity, but also a high degree of redundancy through duplicate equipment – so more weight. That, in turn, demands the shedding of weight in all other areas. Furniture and joinery including marble surfaces, for example, utilise veneers over lightweight plywood or cored panels, without compromising the sense of substance to the touch. “The effort that went into saving weight was incredible,” the owner recalls. “Everything was measured and assessed, down to the diameter of the handrails. Weight is always top-of-mind. They certainly kept me on my mettle in terms of what we could and could not have.” Carbon’s virtues of light weight and stiffness can create a disadvantage in transmitting sound and vibration, demanding equally close attention to meeting contract decibel limits. Around the engine room, for example, E-glass panels instead of carbon were used to dampen sound. “We even put lead over the engine room,” Cook says, shrugging at how counter-intuitive that was to a strict weight budget.

The suites were built in modules enclosed within a sound box and lowered into the hull on to rubber insulators. Again, the owner’s expectations were well met. “We have had the boat in fairly torrid conditions,” he says. “I have been on others where everything would be squeaking and rattling. That is not the case with this boat. It is something I thought hard about, but it really has not been an issue.” At rest, this athletic vessel takes on a more nurturing personality, cosseting its inhabitants with great comfort and style. Spread over four decks, the accommodation and entertainment areas are furnished to a very high standard. The ambiance is of casual elegance with an alliance of finely crafted American walnut joinery and muted fabrics. The saloon and dining space are contained in a spacious room with large side windows admitting plenty of light. The lower deck incorporates the full-beam owner’s suite amidships, with a VIP suite forward and two further guest cabins straddling a companionway in between.

Above the main saloon is the upper saloon with bar, lounging area aft and the main bridge. Here the philosophy of redundancy abounds, with multiple displays able to interchange all navigation and SeaTouch monitoring functions. Nestled in the electronics are powerful hunting tools in the form of a Furuno depth sounder combined with a 360-degree Furuno Search Light sonar. This is like an underwater periscope, which can extend down and then sweep horizontally in any direction, probing more than 760 metres for big game.

Towering more than nine metres above the water is the flybridge where Bos uses his skills at the throttles and thruster controls, judging wind and current in a deft ballet to deploy all the boat’s powers in the hunt. Meanwhile, below on the aft deck, the fishers can scan the underwater intelligence displayed on monitors to adjust the depths of their bait.

Over long days often in rough conditions, the Veem gyros, working in concert with Humphree Interceptor trim tabs, more than justify their inclusion. “Critics said we would never catch a marlin on a boat this size,” Bos recalls. “They said it was too big and not manoeuvrable enough. The first day we went game fishing, we landed a nice striped marlin before lunch. She turns on a dime and goes backwards at eight knots without any fuss.” The split-level aft deck is action-central in this vessel. From the fixed boarding platform, popular for bait fishing, to the live-bait tanks and huge refrigerated fish chests, to the Pompanette fighting chair, everything has been calculated for the efficient capture of big fish.

Copious tackle lockers, plus a dedicated game room for dive compressors and the extensive arsenal of Shimano rods and reels speak to the attention devoted to every last detail.The step half a level up to the main aft deck allows non-combatants to oversee the action from two sofas with swing backs for forward or aft viewing. Sheltered by the overhang of the upper saloon above, a large dining table and bar is where the catch of the day can be enjoyed, prepared by chef Nathan either on a massive stainless-steel aft deck barbecue or in the spacious galley on the main deck. “We like to spend our time outdoors,” says the owner. “Most of our meals are around the aft deck table.” In this sense, the extension made to accommodate larger engines and big stabiliser units worked to the boat’s advantage, opening more aft deck space and resulting in beautifully balanced lines. For such a muscular vessel, the proportions assemble in sweet harmony.

“The aesthetics were huge for me,” the owner notes. “The sheerline, the rake of the superstructure, the curve of a roofline – I am pretty fanatical about those details.” In keeping with the owner’s wishes,  Lanakai  combines luxury, sport and technology in one well-balanced package – it won’t very often just be “floating about”.

Photography by Matt Crawford

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Know Your Aft from Your Elbow

Saturday 3rd February 2024

Do you know your aft from your elbow? When you’re buying a luxury yacht, it helps to understand the lingo. Here’s the low-down, a glossary of some of the most commonly-used and important boat, yacht and nautical terminologies.

This isn’t an exhaustive reference for all nautical terms, just a selection that will help you understand Princess Motor Yachts’ vessel specifications and descriptions better.

What is the aft of a yacht?

The aft – Also known as the afterdeck – is at the rear of the boat, also called the stern.

What is the poop deck on a boat?

The poop deck is the aft-most, highest deck. In sailing ships it often forms the roof of a cabin in the stern.

What is a Flybridge on a yacht?

A flybridge refers to an open bridge deck from which the vessel can be fully controlled while providing all round, open air visibility.

What is port and Starboard on a yacht?

Port is left, starboard is right.

What is the bow of a yacht?

The bow is the name for the hull at the front of a vessel, the stern is the hull at the back

What is astern on a yacht?

If you are astern , you’re at the back of the vessel or behind it

What is the beam of a yacht?

The beam is the width of the craft at its widest point

What is the hull of a yacht?

The hull is the watertight body of a yacht and the keel is the lengthwise main structural member or backbone of a vessel.

What is a V-hull on a yacht?

A V-Hull is a hull of a ship that forms a V shape in cross-section instead of a rounded shape, the V being a better shape for offshore craft because it offers more stability.

What is the deck of a yacht?

The deck is the part of the yacht you walk on, and the deckhead is the underside of the deck above.

What are bulkheads on a yacht?

The bulkheads are the dividing walls between cabins and areas belowdecks.

What is a head on a yacht?

The head is the toilet.

What is the galley on a yacht?

The galley is the kitchen.

What is the rudder on a yacht?

The rudder is underwater, at the stern end, and is used to steer the vessel.

What is the propeller on a yacht?

The propeller propels the vessel through the water, powered by the motor.

What is the sterngear on a yacht?

The sterngear refers to the watertight aperture through which the shaft, from the motor, connects to the propeller.

What is a nautical mile?

A Nautical Mile is 1.852 km, 2025 yards, 1.1508 miles.

What is a knot as a nautical unit of measurement?

A knot is a measurement of speed on water, namely one nautical mile per hour.

What is the draft of a yacht?

The draft of a vessel is the vertical distance between the waterline and the bottom of the hull (keel).

What is displacement on a yacht?

Displacement means the weight of water that a craft pushes aside when floating, made up of the weight of the vessel and its contents.

What is ballast on a yacht?

Ballast refers to material used to provide stability. Some vessels (e.g. ships) use ballast tanks to hold water as ballast.

What is the bilge on a yacht?

The Bilge is the lowest internal area of a vessel. It is where water tends to collect and bilge pumps are used to expel the water.

What is a bearing when navigating a yacht?

A bearing is a direction in degrees. This might be an absolute bearing , which is the direction relative to north (true bearing relates to true north and magnetic bearing relates to magnetic north) or relative bearing which is the bearing relative to the direction of the vessel. For example, you might determine the relative bearing of a lighthouse which would be the clockwise angle from the heading of the vessel.

What are the name the masts on a ship?

In three-masted vessels the masts are called the foremast , mainmast and mizzenmast . The foremast is at the front of the vessel, at the bow end.

What is the forecastle of a ship?

The forecastle (fo’c’stle) is the name for an upper deck at the forward part of a ship or vessel. Historically this was where a castle structure would have been used by archers, hence the name.

What is a marina?

A marina is a harbour with moorings for pleasure yachts and small boats.

What is a berth?

A berth can be a bed or sleeping compartment on a vessel. The term is also used to refer to where vessels are moored in harbours and marinas. And the term is also used to refer to the distance between vessels as they pass one another or pass a fixed object (‘give a wide berth’).

What is a mooring?

Moorings are places where you can moor – tie up – a vessel.

What is a quay?

A quay is the edge of a harbour.

What is a breakwater?

A breakwater is a barrier built into the ocean to protect landward vessels and structures from the sea.

What is a buoy?

A buoy is a marker out at sea often warning vessels of danger. They come in many different sizes and have different meanings.

What does ‘The Drink’ mean in boating?

‘The Drink’ (as in ‘he fell in the drink’) is the sea.

What is the Gunwale of a boat?

The gunwale is the top edge of the boat’s side.

What is the helm of a yacht?

The helm is the steering apparatus, in particular the wheel or tiller.

What is the main deck of a yacht?

The main deck is the uppermost complete deck that stretches all the way from bow to stern.

What is ‘the mess’ on a boat?

The mess is where the crew socialises and eats and the mess deck is the deck where the mess is located.

What is a sea trial?

A sea trial is the testing phase of a new craft, taking place on open water and lasting anything from a few hours to several days during which time all of the onboard systems are fully evaluated, calibrated and tested.

Boat Safety first – Know your terminology

Now you know the basics, you’ll know what the experts are talking about when they mention any of the above. But knowing the jargon is about much more than just being aware of technical terminology. It’s also important for safety and security. You need to know, for example, which is port and which is starboard when a crew member wants you to get into a lifeboat in an emergency, a time when seconds really do count.

Knowing what everything is called also increases the pleasure you get from owning a beautiful yacht of your own. That sense of familiarity, of intimacy, helps you feel like you’re the master – or mistress – of the waves!

To learn more about Princess Yachts why not contact one of our team at Princess Motor Yacht Sales at [email protected] or +44 (0)1489 557755.

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Icebreakers

History, review, itineraries, ships, deck plans, news.

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Icebreakers fleet

Viktor chernomyrdin icebreaker.

Yevgeny Primakov icebreaker

Aleksandr Sannikov icebreaker

Andrey Vilkitsky icebreaker

Stepan makarov icebreaker.

Fedor Ushakov icebreaker

Gennadiy nevelskoy icebreaker, l'astrolabe icebreaker.

Kronprins Haakon icebreaker

Novorossiysk icebreaker

Polaris icebreaker

Vladivostok icebreaker

Murmansk icebreaker

Baltika icebreaker.

HMS Queen Elizabeth aircraft carrier

Review of Icebreakers

Here you'll find an extensive list of icebreakers (icebreaker ships) operating in the regions of Antarctica (South America and Australia) and the Arctic Ocean - Russia (Asia and Europe) and North America (Canada and USA).

The world's largest icebreaker shipowners (with largest fleets) are countries with large ice-covered territories ( Russia , USA, and Canada ) followed by Finland, Sweden, Germany. Most icebreaking vessels are government-owned, but some are privately-owned (commercially used) ships. Some are nuclear-powered (all Russian-built), the majority being diesel-powered . Icebreaking vessel types are also Russia's new Yamal LNG carriers and oil tankers .

Icebreakers are special-purpose (assisting or research) marine vessels. Some operate on rivers, but most are ocean-going ships able to move and easily navigate through ice-covered seas. Icebreaker ships are mainly used to provide safe passing for other ships (cargo, fishing or riverboats). There are also smaller icebreaker boats and tugboats used on inland waterways (rivers and canals).

Note: The above and below computer-generated images represents the new-design Finnish icebreaking ships with ABB Azipod propulsion (total power output 19 MW / 25000 hp). The first of them ( Polaris ) was launched in April 2016.

Often, icebreakers are used to free icebound ships or to tow vessels in distress. Some ice-breakers are used for polar research expeditions in Antarctica and Arctic regions. Even South Africa has such "heavy duty" ships for carrying out scientific studies there.

Today's Arctic offshore drilling operations also need icebreaking vessels to supply the drilling sites with cargo and technical equipment, and also to protect the drilling ships and the oil (gas) platforms from the ice (including from icebergs).

Icebreaker ship design

The icebreaker's design has the following most prominent features:

• ice-strengthened hull. Since the sea ice's bending (flexural) strength is low, it usually breaks easily and submerges under the hull. When the ice is thick, the ship drives its bow onto it, and the vessel's weight is used to break it. The hull is made from steels retaining their strength at low temperatures. Additionally, the hull is reinforced (constructed with thicker steels) at the bow (fore), the stern (aft) and the "ice belt" at the waterline (where the hull meets the water surface). The hull is double and painted with special polymer paints for low friction with the ice.
• ice-clearing shape. Broken ice buildups in front of the icebreaker can significantly slow it down. To prevent buildups, the ship's design requires a special hull shape to move the broken ice around the vessel. The hull is gradually sloped at the ship's bow, allowing it to ride up over the ice, so the vessel's weight to break it.
• heavy (more DWT tonnage) for their size (for more effective icebreaking)
• high output power engines. The vessel's navigation and propulsion systems have some external units (like propellers, shafts, rudder, etc) that can be damaged by the broken ice. This makes the ship's ability to propel itself quickly and to effectively clear the ice debris from its path an essential safety issue. The extra power comes from gas turbines or from the nuclear reactors of the world's largest (Russian) icebreakers.
• air-bubbling and heated water-jet systems - below the waterline, heated water is jetted to help break the ice and high-pressure air is used to move the debris out of the way.
• special water ballast system - it allows the ships to rapidly move large amounts of their ballast water, thus easily shifting weight when needed for the ice-breaking.
• propulsion system - when the ship is in motion, its rudder and propellers are protected from the ice by the so-called "ice horn" (when in reverse) and "ice knife" (when in forwards). If the propeller hits the ice, this won't stop the engine. Additionally, the propellers are made extra strong and with replaceable blades, that can be easily changed at sea. Powerful thrusters help the navigation in tight ice-packed spaces. All icebreaker ships have no stabilizers.
• powerful lights - most of the operations are done in winter (dark) conditions.
• helipad with a helicopter - for scientific works, search and rescue operations, spotting open water, guiding the ship.

Most of the newbuilt icebreakers and many of the newly refitted ones are equipped with Azimuth thrusters (aka Azipods). These new-generation propulsion units replace the traditional "fixed propeller-rudder" system with 360-degree horizontally-rotating pods. These units give the vessel better maneuverability and an improved ice-breaking capability. Azipods additionally allow the icebreaker to move astern, thus opening a wider channel for the following ships in the convoy. On the above picture, you can see another popular ice-breaker design, with 3 bow thrusters mounted inside the hull. Below you see the Baltika ice-breaker ship design.

This is a unique project, that resulted in constructing the world's first marine vessel with an asymmetric (oblique) hull. This allows the ship to also move sideways (with a large angle of attack) for opening a wider channel for bigger ships.

Early history

The first icebreakers were ice-strengthened sail ships used for polar exploration. Their hulls were covered outside with bands of iron, plus metal sheeting at the ship's bow (forward-most part), stern (aft-most part) and along the keel (protruding below and along the ship's central line).

Next-generation icebreakers were steam-powered. Those were wooden steamers propelled by a stern paddlewheel or by two paddle-wheels (mounted portside and starboard). One of the first such ships was constructed in the USA - named "City Ice Boat" and built in 1837 for the city of Philadelphia (Pennsylvania state). Its paddles were made of wood (reinforced with iron).

The first metal-hull icebreaker (with a rounded shape) was Russian - named "Pilot", launched in 1864 and used until 1890 for operations in the Gulf of Finland, Baltic Sea (between Finland, Estonia, and Russia). Its bow was also altered for a better ice-clearing capability.

Germany's first-ever icebreaker - named "Eisbrecher I" - was built with the Pilot's design and used for operations on Elbe River. The world's first polar icebreaker was built in England. Named "Yermak", the ship was built in 1897 under a Russian Navy's contract. Its weight was 5000 tons, with steam engines delivering a 10000 horsepower (~7450 kW) output. This icebreaker was used until 1963, making it the world's longest-serving.

Canada's first icebreakers were used on Saint Lawrence River (connecting the Atlantic Ocean with the Great Lakes). The first Canadian Arctic icebreaker ships were built in 1930 (CGS McLean) and 1952 (CGS D'Iberville).

Diesel icebreakers

The first diesel-powered icebreaker ship was Swedish - the 4330-ton "Ymer" (1933-1977). Its diesel engine delivered 9000 horsepower (~6700 kW) output. The ship had 2 stern propellers and 1 bow propeller. Finland's first diesel icebreaker was named "Sisu" (1939-1976). After their decommissioning, both were replaced their much larger versions Ymer (1977) and Sisu (1976). The new-design icebreakers featured a short and wide hull (with a rounded bottom) and powerful diesel-electric propulsion with all 3 propellers (2 at the stern, 1 at the bow).

The first Canadian diesel icebreaker was named "CCGS Labrador" (1952-1987, without a bow propeller). The larger and more powerful version was named "CCGS John A Macdonald" (1960-1994, with power output 15000 hp (~11,2 MW) and 3 propeller shafts. The country's largest and most powerful icebreaker was named "CCGS Louis S St Laurent" (1969-2030). Its original steam plant delivered 27000 hp (~20 MW). During its 1993 refit, the boat got a new powerplant consisting of 5x engines, 3x diesel generators, 3x electric motors.

The world's most powerful (non-nuclear) icebreaking ships are the USCG vessels Healy (2000) and Mackinaw (2006). They have diesel-electric propulsion with a powerplant of 6 marine diesel combined with 3 gas turbines. The power plants generate ~18000 hp (~13 MW) output, and their gas turbines produce a combined ~60000 hp (45 MW) output.

Nuclear icebreakers

All still functioning nuclear-powered icebreaker ships are Russian, most of the theme being built during the Soviet Union (USSR) time. The world's first-ever was named "NS Lenin" (1959-1989, now a museum ship in Port Murmansk ) and was a civilian vessel. The second ("NS Arktika"/1975-2008) was the world's first to reach the Geographic North Pole (August 17, 1977).

In 1993 was launched the world's ever-largest icebreaker 50 Let Pobedy (translated "50 Years of Victory") but under the name "NS Ural". Until 2017, this Arktika-class (Project 10520) was the world's most powerful icebreaker, equipped with 2x OK-900A nuclear reactors (generating 458630 hp / 342 MW total output).

Russia's nuclear fleet of icebreakers is used exclusively in the Arctic Ocean, to escort merchant ships and to assist research stations floating in the waters north of Siberia. These nuclear ships are also used for scientific and cruise expeditions and must sail in ice-cold waters in order to effectively cool their reactors.

Floating nuclear powerplant "Akademik Lomonosov"

The world's ever first "floating nuclear powerplant" (nuclear reactor at sea) was built in Russia - launched in 2010 (June) and commissioned in 2019 (July). The vessel "Akademik Lomonosov" is a floating (non-self-propelled) barge and a power-generating unit that can be connected (via cables) to any offshore or onshore infrastructure to supply it with electricity.

The new technology is unique and has no analogs worldwide. The floating powerplant was designed to deliver electricity to major Russian Arctic port cities and industrial enterprises (including offshore gas and oil platforms). It allows the power station to become a marine vessel (displacement tonnage 21,500 tons) manned by a crew of 69.

However, unlike the icebreakers, this vessel has to be towed to its destination. The barge has length 144 m (472 ft), width 30 m (98 ft), combined power output (2x KLT-40C / modified nuclear reactors) 70 MW (electricity) or 300 MW (heat) and is owned by Rosatom. Both reactors were assembled in Nizhny Novgorod .

Yamal LNG vessels (ice-breaking tanker ships)

Russia's "Yamal LNG" project (yamallng.ru) included designing and building Arctic icebreaking LNG carriers. By this project, the Korean shipbuilder DSME (Daewoo) built a series of 16 such vessels.

The ice-breaking gas carriers have the following vessel particulars:

• dual-acting hull form - ice bow (for navigating forward in thin ice and open sea ) and heavy ice-breaking aft (for navigating astern in thick ice)
• hull steel - prepared for operation in temperatures down to -52 Celsius (-61 Fahrenheit)
• strengthened hull (with ice belts - forward and aft)
• ice-breaking capacity - 2,5 m / 8 ft
• LOA length - 299 m / 980 ft
• width - 50 m / 164 ft
• draft - 12 m / 39 ft
• pod propulsion (3 azimuth thrusters with ~45 MW power output)
• 2 engine rooms with marine diesel-electric power plants
• LNG capacity - 172,000 m3
• each ship has 4-membrane LNG tankers type "GTT NO 96"
• flag-state / registry - Russia
• Russian Register standard - RMRS ARC7
• Bureau Veritas standard - Polar Class 3 and 4
• shipbuilder - DSME (Daewoo Shipbuilding), Okpo yard
• shipbuilding cost - USD 300 million (GBP 233 million)
• ownership - MOL (50%) and COSCO Shipping (50%)

These ships are operated by the companies Sovcomflot (1), MOL (3), Teekay Corporation (6) and Dynagas (5). On November 2, 2017, MOL (Mitsui OSK Lines) announced that China's COSCO Shipping Corporation takes 50% stake in MOL's wholly-owned subsidiary that owns 4 carriers serving Yamal LNG (LNG Dubhe, LNG Merak, LNG Phecda, LNG Megrez). Builder is Hudong-Zhonghua Shipbuilding (China).

The first of all 3 newbuilds for MOL and China COSCO - LNG-carrier Vladimir Rusanov - was delivered on December 21, 2017. It started long-term charter operations on March 27, 2018. The 2nd and 3rd vessels were delivered in September 2018 and September 2019.

An icebreaking LNG carrier transports gas from Hammerfest (Norway) to Boryeong (South Korea) in just 19 days - or 30% quicker than through Suez Canal .

Ships' owner and an operator is the company "Yamal LNG". This is a joint venture between PJSC NOVATEK (Russia's largest LNG producer, 50,1%), Total SA (multinational, 20%), CNPC (China's largest oil and gas producer-supplier, 20%) and Silk Road Fund (China state-owned investment fund, 9,9%).

By the Yamal LNG project:

• More than 200 wells were drilled.
• 1x gas transshipment terminal was built.
• 3x LNG trains were constructed, (each with 5,5 million tons annual gas capacity).
• 15x ice-breaking LNG tankers were built.

ARC7-class LNG carriers were launched in 2016 (Christophe de Margerie), in 2017 (Boris Vilkitsky, Fedor Litke, Eduard Toll), in 2018 (Rudolf Samoylovich, Vladimir Vize, Vladimir Rusanov, Georgiy Brusilov, Boris Davydov, Nikolay Zubov), in 2019 (Nikolay Yevgenov, Vladimir Voronin, Georgiy Ushakov, Yakov Gakkel).

Yamal LNG ships are based at Port Sabetta (Yamal Peninsula, Russia), western Siberia (at Ob River's estuary). The USD 27 million facility is ice-bound 9 months in the year. The project ensures the shipping of Russian Arctic natural gas (from the South Tambey gas field) to Europe and Asia.

On May 1, 2018, was the first LNG transhipment from Sabetta (Yamal) to Zeebrugge (Belgium) from an icebreaking carrier to a conventional LNG carrier. The gas transfer (from MS Eduard Toll to MS Pskov) was via Fluxys pipeline network and done at quays 615 and 616 ((outer port). The 2015-signed contract with Fluxys terminal constitutes an annual LNG transhipment of 107 loads (from ice-breaking vessels) to conventional vessels.

On December 11, 2018, NOVATEK announced that Yamal LNG reached its full capacity with three operational LNG trains (2nd and 3rd trains were inaugurated 6 months ahead of schedule). Yamal LNG is comprised of three liquefaction trains, each with capacity 5,5 MTPA (Million Metric Ton Per Annum), or total 16,5 MTPA. For 1 year (December 2017-2018) were produced and delivered approx 7,5 million tons of LNG.

The first cargo from Yamal LNG to Japan (TEPCO Ohgishima LNG Terminal, Yokohama) was delivered in July 2020 - via the Northern Sea Route and the ARC7-class tanker Vladimir Rusanov.

In early-November 2020, ABB Marine & Ports signed with Daewoo Shipbuilding a USD 300+ million contract to supply Azipod (power-propulsion) packages for 6 newbuild LNG carriers to be deployed on the Northern Sea Route. The package includes 3x 17 MW units (total power output 51 MW / 68,400 HP) per ship, which allows safe navigation through 2,1 m thick ice. Upon delivery (starting 2023), the 6 icebreaking LNG carriers (each with max LNG capacity 170,000 m3) will serve NOVATEK's Arctic LNG 2 project.

Russian ice-breaking LNG tankers

In June 2017 was launched the LNG tanker "Christophe de Margerie" (owned by SCF-Sovcomflot). The vessel became world's first ice-class LNG tanker. It is designed for seasonal navigation on the Northern Sea Route (Russian Arctic, July through November) without an icebreaker escort. The voyage between Asia and Europe takes just 15 days (via Bering Strait), or half the time needed on the route via Suez Canal .

• In July 2018, Christophe de Margerie made Northern Sea Route record crossing (eastward, Sabetta to Cape Dezhnev), covering 4370 km (2720 ml) for 7 days 17 hours. The vessel navigated without icebreaker support, at an average speed 12,8 knots (24 kph / 15 mph). The full voyage Russia-China (Sabetta to Tangshan) took 18,5 days.
• Inaugurated in December 2017, Christophe de Margerie ship has ice-breaking capacity 2,1 m, propulsion power 45 MW (comparable to nuclear-powered icebreakers), 29 crew (including 13 officers).

In late-September 2017, Sovcomflot (SCF Group), Rosneft (STLC) and Zvezda Shipbuilding signed an agreement for the construction of all 5x Aframax icebreaking tankers to serve crude oil and oil products export shipments (year-round operations) in Northern Europe's and Asia's arctic regions. Each of the 114,000 DWT ships was built by Zvezda Shipbuilding partnering with HHI (Hyundai Heavy Industries, Korea). Vessels' owner and operator is Sovcomflot-SCF, with deliveries scheduled for 2021. These icebreaking LNG-powered oil tankers were designed to use LNG as primary fuel and also to comply with IMO's newest regulations and standards (effective since 2020) concerning SOx, NOx and CO2 emissions.

In October 2017, Rosnefteflot signed with Zvezda Shipbuilding agreements for the building of all 10x Arctic shuttle oil tankers. At the same time, Rosnefteflot (a subsidiary of Rosneft / Russian oil company majority state-owned) signed with Taimyrneftegaz a 20-year time charter agreement for the 10x Aframax oil tankers.

• builder - Zvezda Shipbuilding Complex
• ice-class ARC7 / ICE-1A
• LOA length 250 m (820 ft)
• width 44 m (144 ft)
• deadweight 114,000 tonnes
• ice-breaking capacity up to 1,8 m (6 ft)
• lowest operational temperature -45 C (-49 F)
• 10x ship orders (vessel launch/delivery year) - Vladimir Monomakh (2020), Nursultan Nazarbayev (2022)

These tankers transport crude oil produced at Paiyakhskoe field (Enisey River) on both eastbound and westbound itineraries along Northern Sea Route. On September 11, 2018, was the keel-laying of the 1st Aframax oil tanker.

In June 2019 (during SPIEF / "St Petersburg International Economic Forum") was officially established the joint venture company "Maritime Arctic Transport LLC".

• The 4-party agreement was signed by NOVATEK, Sovcomflot, COSCO SHIPPING Corporation Ltd (China) and Silk Road Fund Co Ltd (China, 2014-founded). Maritime Arctic Transport manages the icebreaking LNG tanker fleet (existing and new ships) serving all current and future (NOVATEK-planned) projects - Yamal LNG; Arctic LNG 2 (Gydan Peninsula), others.
• On June 6 was signed the 4-party agreement for building and management of seaports along Russia's NSR (Northern Sea Route). The parties included Russian Direct Investment Fund (RDIF / Russian Federation's sovereign wealth fund investing in Russian assets together with foreign investors), ROSATOM (NSR's infrastructure operator), Norilsk Nickel (world's largest producer of palladium and highest-quality nickel) and DP World Dubai (one of world's largest port and logistics operators).
• Project's focus is linear transportation of TEUs and bulk cargoes along the NSR via ice-class fleet (plus assisting icebreakers) and developing route's port infrastructure.

In September 2019, SCF and NYK Line signed USD 176 million non-recourse loan for financing two icebreaking LNG carriers for the Sakhalin-2 project. The 8-year credit facility was signed with 3 banks - Japan's Sumitomo Mitsui Banking Corporation (via SMBC Bank EU AG), France's Societe Generale) and Japan's Shinsei Bank Ltd. The sisterships Grand Aniva (2008) and Grand Elena (2007) are jointly-owned and operated by SCF and NYK Line. They both transport LNG from homeport Prigorodnoye ( Sakhalin Island ) to Asian ports (Japan, South Korea, China). Regular gas shipments from Sakhalin-2 started in March 2009. For 10 years, these ships delivered 46,5+ million m3 of LNG via 325 Okhotsk Sea crossings.

On November 4, 2019, SCF Group and VEB.RF (2007-founded Russian state development corporation / financial group) signed a lease financing agreement for the first in a series of icebreaking LNG tankers for the Arctic LNG 2 project. At the same time, SCF signed with NOVATEK a long-term time charter deal for this ship. These new class LNG carriers are designed for year-round Arctic Ocean operations and will be Russia-made (constructed at Zvezda Shipyard in Bolshoy Kamen (Russian Far East). Hull's max icebreaking capacity is 2,5 m.

On June 15, 2021, at Zvezda Shipbuilding started the construction of the first of all 15x ARC7-class Arctic LNG carrieriers ordered by Sovcomflot (SCF Group).

• The first vessel is owned by SCF, the remaining 14x - by SMART LNG (Sovcomflot-NOVATEK joint venture).
• All carriers were planned for deliveries in 2023-2025.
• Details include LOA length 300 m, width 49 m, LNG capacity 172,600 m3, 3x azimuth thrusters (total propulsion power output 45 MW).

Russian icebreaking container-cargo ship

A truly unique vessel is the Russian nuclear icebreaker NS Sevmorput (built 1988). Its cargo capacity is 74 lighters (flat-bottomed barges of 300 tons capacity each) or 1328 TEU containers (TEU = twenty-foot equivalent unit).

This is currently the world's only nuclear merchant ship - operational and still in service. Sevmorput is also the newest of the all 4 nuclear cargo ships in the world ever constructed - together with:

• NS Mutsu (Japan, launched 1972, decommissioned 1992), rebuilt as ocean observation vessel named "Mirai"
• NS Savannah (the USA, launched 1962, decommissioned 1972), now a museum ship
• NS Otto Hahn (Germany, launched 1968), scrapped 2009

Among the Russian ice-breaker cargo vessels are:

• FESCO Vasily Golovnin (general cargo ship, 298 TEU-containers)
• FESCO Magadan (Arc4-class containership, 822 TEUs) - from homeport Magadan connects with Vladivostok and Vostochny.
• MS Norilskiy Nickel - diesel-powered icebreaking containership designed and built in Germany. This carrier operates independently on a year-round schedule in Siberia - without the assistance of an icebreaker.
• MV Nunavik (bulk carrier)*

In early-November 2018, MSCO (Murmansk Shipping Company) and Sibanthracite Overseas AG (a subsidiary of Russia's largest coal company VostokCoal) announced their 5-year agreement (2019-2024) for coal deliveries along Northern Sea Route. The year-round service is via MSCO-owned, ice-class bulk carriers.

Russian Arctic research ship platform

At the end of March 2018, Russia announced plans to build a research ship platform for year-round autonomous operations in the Arctic region.

• The self-propelled platform has the highest ice-class hull and capacity to operate autonomously in Arctic waters for up to 3 years,
• The "North Pole" ship features nuclear powerplant, helicopter-landing platform, latest maritime and research equipment. The new ship platform will replace all Russian research stations currently based on drifting ice floes. USSR (later Russia) has floating Arctic research stations since 1937, excepting the break 1991-2003.
• The EUR 98 million shipbuilding project is a joint venture with Roshydromet (Russia's federal meteorological agency). Construction works start in 2019.

Australia-UK-Canada-USA icebreakers

Follows the list of UK and US icebreaker ships. Some of them (prefixed with "USCGC" and "CCGS") are in service for the USCG ("United States Coast Guard") and CCG ("Canadian Coast Guard") in the Alaskan and Arctic waters (North America). "NSF" states for "National Science Foundation" (US Government's research and education agency). "BAS" states for "British Antarctic Survey" (UK Government's research organization).

US and Canadian Coast Guards provide critical icebreaking services to commercial ships and ferries accessing US-Canadian ports during wintertime. The CCG additionally supports re-supply activities in the Canadian Arctic during summer, thus supporting year-round shipping in Eastern Canada, St Lawrence Seaway and Great Lakes.

On January 13, 2016, the USCG released requirements for 2x new heavy icebreakers ( Polar Sentinel/2025 , and Polar TBN/2026) at budget cost ~USD 1 billion per unit. There was a meeting with the interested companies in March 2016. For comparison, while the USA has only 2 operational icebreakers (Healy, Polar Star), Russia has 42 (with another 12 planned or already under construction) and China has 2. The USCG warned that as the Arctic Ocean opens to tourism, mining, and oil drilling, the US risks not having enough capacity for search and rescue ops and also for oil spill response missions.

On May 22, 2019, Canada's Prime Minister announced a Government investment of CAD 15,7 billion (USD 11,8 billion) to renew CCG's fleet with up to 16 multi-purpose icebreaking vessels (to be built by Seaspan/Vancouver Shipyard) plus 2 offshore patrol ships (to be built by Irving Shipbuilding/Halifax Shipyard). In early-August 2019, was announced a program for procuring 6 new (Canada-built) icebreakers to replace the current CCG fleet's aging vessels.

(NEW) Australian Antarctic icebreaker

In October 2015, the Government of Australia revealed a new icebreaker ship design and announced a contract for building a marine science research and supply ice-breaking vessel. Classified as ASRV ("Antarctic Supply Research Vessel") it will allow extended access to Antarctica and Southern Ocean. The ship's equipment includes a multibeam echosounder (for seabed mapping), a stern helipad, 3 cargo cranes. Portable research laboratories will boast the latest technology equipment.

Ship design is by the Dutch company Knud E Hansen AS (specializing in naval architecture and marine engineering). The shipbuilder is the Holland-based company Damen Shipyards Group.

The contract was signed with the UK-based DMS Maritime - Australia's largest maritime services provider (part of Serco Group). The new Antarctic icebreaker shipbuilding project has a budget of AUD 1 billion (USD ~720 million). The ship will be commissioned in April 2020.

About 1/4 of the world's oil and gas resources lie beneath the Arctic Ocean waters. The list of states that already laid claims to Arctic territories includes Russia, Norway, Denmark (because of Greenland), Canada and the USA. Note: Most of the technical information on this page is sourced from Wikipedia . To share our icebreakers ship tracking hub page, use the social media button links.

n March 16, 2018, Aker Arctic signed a deal with ICEYE ("synthetic aperture radar" SAR provider) for developing and providing microsatellite data related to sea ice conditions. The data is provided to Aker Arctic serviced vessels navigating in icy conditions (icebreaking and polar expedition ships). The new SAR satellite data combined with maritime-gathered data and analytics provides cost-efficient service to Aker Arctic customers. During the project's 1-year pilot phase was developed and tested the new services. In 2018, ICEYE launched 2 new microsatellites (ICEYE-X1, ICEYE-X2) specifically designed for this service. ICEYE announced the company's plans to build a network of 18 SAR satellites for accurately imaging the entire planet every few hours.

List of Russian icebreakers

Follows a list of all (including new) Russian icebreaking vessels (some currently under construction). In brackets is shown the scheduled year of launch.

• (nuclear ships operated by Atomflot/Rosmorport) - NS Rossiya (2027/Project 10510 "Leader"), NS Taymyr (1989), NS Vaygach (1990), NS Sovetskiy Soyuz (1990), NS Yamal (1992), NS 50 Let Pobedy (2007, NS Arktika (2020), NS Sibir (2021), NS Ural (2022), NS Yakutia (2024), NS Chukotka (2026), NS TBN2 (2030/Leader), NS TBN3 (2032/Leader)
• Admiral Makarov (FESCO)
• Akademik Fyodorov and Akademik Tryoshnikov (research vessels, AARI)
• Akademik Ioffe (fka "One Ocean Navigator" cruise ship, polar research vessel, RAS-Academy of Sciences)
• Akademik Vavilov (fka "One Ocean Voyager" cruise ship, polar research vessel, RAS-Academy of Sciences)
• Aleksey Chirikov , Vitus Bering , Yevgeny Primakov , Gennadiy Nevelskoy , Fedor Ushakov , Stepan Makarov (SCF-Sovcomflot icebreaking standby and supply vessels / IBSBV)
• Andrey Vilkitsky , Alexander Sannikov - Gazprom Neft icebreaking support vessels, project Aker ARC130A)
• Baltika (rescuer, Rosmorrechflot)
• Dikson (Rosmorport)
• Dudinka (Norilsk Nickel)
• Eisbrecher7 (2023) - under construction
• Krasin (FESCO)
• Magadan (FESCO)
• Moskva (Project 21900, Rosmorport, 2008-built)
• Mudyug (Rosmorport)
• Murmansk (Project 21900, Rosmorport, 2015-built)
• Novorossiysk (Project 21900, Rosmorport, 2016-built)
• Sankt Peterburg (Project 21900, Rosmorport, 2009-built)
• NS Sevmorput (icebreaking container ship, nuclear-powered)
• Viktor Chernomyrdin (diesel-powered, Rosmorport, 2018-built)
• Vladivostok (Project 21900, Rosmorport, 2015-built)
• Kapitan Dranitsyn (cruise ship, polar research vessel, AARI)
• Kapitan Khlebnikov (cruise ship, FESCO)
• Kapitan Nikolaev (Rosmorport)
• Kapitan Sorokin (Rosmorport)
• Ilya Muromets (Russian Navy/Project 21180)
• Yevpaty Kolovrat (Russian Navy/Project 21180M)

Russian river icebreakers

Next are reviewed smaller-sized vessels used for bay/habror and river ice-breaking services.

List of British, Australian, American and Canadian icebreakers

In the following list, in brackets is shown the year of launch and the country that owns the vessel.

• Aurora Australis (1990, Australia)
• Nuyina (2020, Australia)
• Hudson (river icebreaker, Canada)
• Nathaniel B Palmer (1992, NSF)
• Laurence M Gould (1997, NSF)
• Sikuliaq (2014, NSF)
• Aiviq (2012, ECO - "Edison Chouest Offshore" - marine transportation companies, USA)
• RV Laura Bassi (1995, Italy)
• Noosfera (1991, Ukraine)
• RRS Sir David Attenborough (2021, BAS UK)
• CCGS Des Groseilliers (1982)
• CCGS Terry Fox (1983)
• CCGS Henry Larsen (1988)
• CCGS Pierre Radisson (1987)
• CCGS Samuel Risley (1985)
• CCGS George R Pearkes (1986)
• CCGS Kopit Hopson 1752 (1986)
• CCGS Martha L Black (1986)
• CCGS Sir Wilfrid Laurier (1986)
• CCGS Sir William Alexander (1987)
• CCGS Ann Harvey (1987)
• CCGS John G Diefenbaker (2029/new Polar Class 2)
• CCGS TBN (2030/new Polar Class 2)
• USCGC Healy (2000, cutter)
• USCGC Mackinaw (2006, cutter)
• USCGC Polar Sentinel (2025, cutter)
• USCGC Polar TBN1 (2026, cutter/Polar Class 2)
• USCGC Polar TBN2 (2027, cutter/Polar Class 2)

List of Icebreaking ships by other countries

In the following list, in brackets is shown the year of launch and the vessel's country.

• Aurora Borealis (European Union project)
• Araon (South Korea) 2009
• Ale (Sweden) 1973
• Elsava (river icebreaker, Germany)
• Frej (Sweden) 1975
• Kontio (Finland) 1987
• Kronprins Haakon (Norway) 2017
• MSV Botnica (Estonia) 1998
• MSV Fennica (Finland) 1993
• MSV Nordica (Finland) 1994
• L'Astrolabe (France) 2017
• Oden (Sweden) 1982
• Otso (Finland) 1985
• Polaris (Finland) 2016
• Polar Pevek (Norway) 2006
• Polarstern (Germany) 1982
• Shirase (Japan) 1983
• Sisu (Finland) 1976
• Urho (Finland) 1975
• Xue Long (China/"Snow Dragon") 1993
• Xue Long 2 (China/"Snow Dragon 2") 2019
• Ymer (Sweden) 1976
• (under construction, not named yet) project Arctech 510 (yard number NB 510, Finland)
• MT Mastera and MT Tempera (crude oil carriers - icebreaking tankers, Finland) - year-round crude oil shipping from Russia to Finland (Primorsk oil terminal to Porvoo and Naantali refineries of Neste Oil)*

In late November 2014, Finland's "Cabinet Committee on Economic Policy" released an official statement regarding the country's aging icebreaking fleet. According to the statement, the old fleet will be fully replaced with new icebreakers by the year 2029. Project's overall cost is approx EURO 1 billion. The new vessels (like Polaris) must be multipurpose icebreakers (including for Arctic oil explorations).

Follows a list of the ice-strengthened expedition and research vessels, which are often chartered for polar cruise itineraries to Arctic and Antarctic destinations.

• Akademik Golitsyn (1984, Russia)
• Akademik Shuleykin/Polar Pioneer (1985, Russia), Aurora Expeditions
• Akademik Shokalskiy (1982, Russia)
• Geolog Dmitriy Nalivkin (1983, Russia)
• MS Expedition (1972) owned by G-Adventures
• Professor Molchanov (1982, Russia)
• Professor Multanovskiy (1983, Russia)
• Professor Khromov (1984, Russia)
• Polar Empress (2015, Norway, GC Rieber Shipping)
• Polar Duke (2010, Norway, GC Rieber Shipping)
• Polar Duchess (2011, Norway, GC Rieber Shipping)
• Polar Marquis (2000, Norway, GC Rieber Shipping) - fka Geo Atlantic
• Polar Surveyor (1983) - fka Akademik Gamburtsye
• HMS Trosso (1984) - fka Arnold Veymer
• RRS Discovery (2013, NERC UK)
• RRS James Cook (2007, NERC UK)
• Stella Australis (2010) and Ventus Australis (2018) are owned by Australis Cruises Patagonia.
• Ushuaia (1970) is owned by Antarpply Expeditions.
• Oceanwide Expeditions own the ships Hondius (2019), Ortelius (1989), Plancius (1976), Noorderlicht (1991, 2-mast schooner), Rembrandt van Rijn (1994, 3-mast schooner).
• Quark Expeditions owns or charters the cruise vessels Island Sky (1992), Hans Hansson (1960), Sea Spirit (1991), Ocean Adventurer (1975 ), Ocean Atlantic (1986), Ocean Diamond (1974), Ocean Endeavour (1982), Ocean Nova (1992), World Explorer (2018).
• Magellan Explorer (2019) polar expedition vessel owned by Antarctica XXI
• Le Commandant Charcot (2021) polar superyacht owned by Ponant Cruises

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