Technical Conditions Affecting the Use of the Northern Sea Route as a Shipping Lane

Abstract

This chapter discusses technical conditions affecting the use of the Northern Sea Route as a shipping lane. It draws the readers’ attention to the innovative approach of the Russian people noticeable in the field of ice navigation research and implementation of new technologies, some examples of which are a model ice basin, nuclear technologies on cargo vessels, vessels able to break through fast ice of considerable thickness and azipod propulsion. This chapter compares Baltic and Arctic ice classes with criteria of ice and ice-free navigation on the NSR. It stresses the fact that it is possible to use vessels with low ice classes or with no ice class due to discrepancies between regulations governing navigation on the NSR and the regulations of the Russian Maritime Register of Shipping. Propulsion power of vessels designed to navigate in ice and—as a result—their fuel consumption and weight are greater than those of vessels designed to navigate outside the ice-covered areas. This means that vessels designed for ice navigation are not particularly competitive on the market outside ice-covered areas. As far as vessels not designed for ice navigation are concerned, the biggest drawback is high cost of repairs in case of damage to the hull, propulsion and steering devices as well as the limited period in which they can be used during the navigation season. Design changes in vessels meant for ice navigation are aimed at extending navigation autonomy, as well as increasing the size and ice class of vessels in order to enable them to navigate on the NSR independently without icebreaker assistance. Even though regulations specify the maximum safe running speed for ice navigation, it may be noted that ship captains—on average—chose to navigate at considerably lower speed. Vessel speed and, consequently, voyage time correlate with the profitability of shipping operations on the NSR. The largest number of ports along the NSR is located in the Barents and Kara Seas, which is where the lightest ice conditions occur. Depths in the ports often make it impossible for them to handle vessels designed for transit shipping and serious discrepancies exist in depth-related information depending on its source. Along almost the entire NSR there are very few places where vessels can refuel and undergo repairs, as a result of which all vessels must carry considerable reserves, which limits their shipping capacity. Calling at ports with facilities requires vessels to go a long way out of their way and—as a result—to extend the overall voyage time. What raises objections are emergency and rescue services, and the fact that the heaviest nuclear-powered icebreakers are already very old. An analysis of navigation infrastructure indicates considerable discrepancies in information from different sources and serious underinvestment along the eastern segment of the NSR. The number of nautical charts does not cause objections. The reliability of information they contain, however, is disputable. Intensive hydrographic work is conducted in narrow areas corresponding with newly mapped routes. Nautical publications released in Russia are all in Russian. They seem not to cover all thematic groups, but are the most comprehensive and thus recommended for vessels navigating on the NSR. Some developments in the system of meteorological information are expected, but for the time being there are discrepancies in information regarding the system’s current state.