79 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 FEATURED INTERVIEW Viking Grace was the world’s first large LNG-powered ro-pax ferry in 2013 Photo: Niclas Nordlund
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