Fleet renewal remains at the centre of Viking Line’s long-term strategy, but the timing has become increasingly dependent on regulatory clarity rather than technological readiness. The Åland-headquartered ferry operator continues to refine its battery hybrid-electric Helios concept for the route between Helsinki, Finland, and Tallinn, Estonia. The aim of the project is to& once again position the company at the forefront of environmental innovation, but it remains closely tied to the future direction of European and international maritime regulation.
“We would like to be an environmental frontrunner again, but not at any price,” explains Marcus Risberg, who took over as Viking Line CEO from Jan Hanses in October 2025.
The Helsinki-Tallinn route has become a strategic priority for Viking Line as it seeks to strengthen its position in a market where it currently operates a single vessel, Viking XPRS. Despite being the smallest of the three operators on the route, Risberg says the company has performed well since the pandemic, particularly on the passenger side. Freight volumes remain closely tied to economic developments in Finland, Estonia and the broader macroeconomic environment, with Viking Line’s recent growth largely reflecting strengthened market share rather than an expanding overall market.
The Helios project represents Viking Line’s ambition to take a more decisive role on the Helsinki-Tallinn route while simultaneously addressing tightening environmental requirements. Risberg points to the company’s earlier experience with LNG propulsion as an example of how technological leadership can translate into commercial advantage. When Viking Grace entered service in 2013 as the world’s first large LNG-powered ro-pax ferry, it fundamentally changed perceptions of alternative fuels in the sector. The subsequent introduction of Viking Glory in 2022 reinforced that position, and the company now aims to achieve a similar step-change through electrification. Viking Grace was a real game-changer for the ferry industry at large, says Risberg. Helios could represent the next major step.
Marcus Risberg, CEO of Viking Line
Electrification is more feasible on the Helsinki-Tallinn route thanks to its relatively short crossing time compared with Viking Line’s Finland-Sweden services. Earlier iterations of the Helios concept envisaged what could become the world’s largest fully electric ro-pax ferry, with battery capacity in the region of 85 to 100 megawatt hours (MWh) designed to enable emission-free crossings across the Gulf of Finland.
Since the first concept illustrations were revealed in mid-2025, the project has continued to mature, with Viking Line refining both the design and technical configuration to better reflect operational realities on the route. Although Viking Line’s application for European Union (EU) Innovation Fund support scored highly from an innovation perspective, it was ultimately not selected in a highly competitive process. The concept has since been refined and is now centered on a large battery-powered vessel, potentially equipped with 60 to 70MWh of energy storage, supplemented by gensets to maintain operational flexibility and mitigate exposure to fluctuating electricity prices. The crossing time would be slightly longer than today’s fastest services operated by Tallink’s shuttle ferries, but the environmental benefits and long-term compliance with emissions regulations remain central to the concept.
The Helios project builds on a pre-study conducted by Viking Line together with academic and industry partners, including ÅboAkademi, the University of Turku and Rauma Marine Constructions, before being further developed internally as part of the company’s long-term fleet renewal strategy. The project continues to be driven internally by Viking Line’s own newbuilding team as the company continues to refine the concept ahead of potential tender discussions.
Yet, while the technical pathway is becoming clearer, the regulatory framework remains uncertain. Risberg explains that investment in frontrunner technology inevitably comes at a higher cost than conventional tonnage, making long-term predictability essential.
The postponement of EU Emissions Trading System 2 for road transport – which Risberg notes has yet to create a fully level playing field between transport modes – ongoing discussions surrounding the International Maritime Organization’s Net-Zero Framework and the introduction of FuelEU Maritime all contribute to an environment where long-term decisions are difficult to take. It’s a dilemma companies operating across the European ferry sector are increasingly facing.
“If you invest in being a frontrunner in technology, it comes with a heavier price tag,” says Risberg. “Without a clear framework, it’s difficult to push the button.”
Despite these uncertainties, Viking Line continues to advance the project and expects to move towards discussions with shipyards once the final concept has been fully outlined. The company is also encouraged by developments in port infrastructure. Both Tallinn and Helsinki are expected to provide sufficient onshore charging capacity in the early 2030s, with the former already indicating readiness by 2030 and the latter planning to link it to the wider redevelopment of the Western Harbour, where Tallinn traffic will eventually be concentrated.
Regardless of how the regulatory framework around Helios ultimately develops, Viking Line intends to proceed with a tender process in order to establish a clearer picture of pricing. Risberg stresses that no shipbuilding regions are excluded at this stage, although he acknowledges that Chinese yards are likely to remain highly competitive from a cost perspective. The exercise, he underlines, is intended primarily to provide transparency on investment levels before any final decision is taken.
The introduction of Helios would also influence Viking Line’s broader fleet strategy on the route. The long-term ambition is to establish the capability to operate a shuttle concept, although Risberg emphasises that this decision will ultimately depend on market conditions at the time of delivery. “It will be dictated by the market,” he says.
Potential battery retrofits for existing tonnage, including Viking XPRS, remain under evaluation but no decisions have yet been taken.
Viking Line also continues to assess fleet renewal opportunities on the Helsinki-Mariehamn-Stockholm route, where Viking Cinderella and Gabriella represent an ageing, but still competitive, product. For now, the focus lies on maintaining and upgrading existing vessels rather than committing to newbuilds. Risberg notes that while Tallink Silja’s ships on the route may appear more spectacular from a customer experience point of view, Viking Line has succeeded in narrowing the market share gap through strong brand identity, service quality and onboard atmosphere. Nevertheless, long-term renewal remains inevitable. With four ships currently operating year-round between Helsinki and Stockholm, Risberg believes the route suffers from structural overcapacity, making a major newbuilding investment difficult to justify without either market growth or capacity reduction. “Either the market needs to grow or capacity needs to come down,” he says. The gradual return of international tourism is encouraging, but geopolitical developments and reduced air connectivity from Asian markets continue to influence demand patterns.
Changing passenger expectations also play a role in shaping future strategy. Risberg acknowledges that attracting younger generations requires continuous adaptation of the onboard offering. The traditional ‘booze cruise’ concept has evolved into a more sophisticated product with lower volumes, higher prices and greater emphasis on quality and themed entertainment. Viking Line has adjusted retail offerings, marketing channels and onboard experiences accordingly, recognising that younger passengers consume differently and expect a more tailored experience.
Duty-free sales, enabled by Åland’s special status within the EU, remain an integral part of the business model. Risberg dismisses concerns that the arrangement could disappear, noting that duty-free provisions form part of Finland’s EU accession treaty and would be difficult to alter.
Competition has nevertheless intensified in recent years, notably following Finnlines introducing new tonnage on the Naantali-Långnäs-Kapellskär route in 2023-2024. Although Finnlines remains heavily freight-focused, its new ships have attracted a greater share of passengers travelling with cars. The traditional cruise-oriented passenger segment, however, has remained comparatively stable, with Viking Line’s passenger-focused product continuing to differentiate it from Finnlines’ transport-oriented offering.
Photo: Mika Pakarinen/Keksi Agency
Operationally, Risberg sees no meaningful quality differences between Viking Glory, built in China, and its Finnish-built Turku-Åland-Stockholm running mate Viking Grace. Many of Viking Glory’s key technical systems, including propulsion and machinery, were supplied by established European manufacturers, contributing to a consistent overall build standard. This, he notes, is equally reflected in the quality of finishes and the way public spaces have stood up to everyday wear-and-tear since entering service. He also points out that the initial novelty period of a new ship typically lasts little more than a year, after which continuous development and adjustments become part of normal operations regardless of where the vessel was constructed.
Viking Line also operates Birka Gotland together with Rederi AB Gotland through a 50:50 joint venture, primarily offering 21-hour Stockholm-Mariehamn round cruises. Risberg admits it has taken longer than initially anticipated to build momentum, but performance is gradually moving in the right direction as the product finds its place in the market.
For now, says Risberg, Viking Line continues to develop the Helios concept while monitoring how regulation and market conditions evolve. The project remains under active consideration.
Discover more insights like this in the Spring/Summer 2026 issue of Cruise & Ferry Review. Don’t miss out – subscribe for FREE and get the next issue delivered straight to your inbox.