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Northern Sea Route
Shipping route running along the Russian Arctic coast From Wikipedia, the free encyclopedia
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The Northern Sea Route (NSR) (Russian: Се́верный морско́й путь, romanized: Severnyy morskoy put, shortened to Севморпуть, Sevmorput) is a shipping route about 5,600 kilometres (3,500 mi) long. The Northern Sea Route (NSR) is the shortest shipping route between the western part of Eurasia and the Asia-Pacific region.[2]
Administratively, the Northern Sea Route begins at the boundary between the Barents and Kara Seas (the Kara Strait) and ends in the Bering Strait (Cape Dezhnev). The NSR straddles the seas of the Arctic Ocean (Kara, Laptev, East Siberian and Chukchi Seas).[3]
The entire route lies in Arctic waters and within Russia's exclusive economic zone (EEZ), and is included in what has been called the Northeast Passage, analogous to Canada's Northwest Passage. The Northern Sea Route itself does not include the Barents Sea, and it therefore does not reach the Atlantic.[1][4][5]
The Northern Sea Route currently serves the Arctic ports and major rivers of Siberia by importing fuel, equipment, food and exporting timber and minerals. Currently, six major seaports are located on the NSR route in the Arctic Zone of the Russian Federation: Sabetta, Dikson, Dudinka, Khatanga, Tiksi, and Pevek ports.[6] Some parts of the route are only free of ice for two months per year, but melting Arctic ice caps are likely to increase traffic and the commercial viability of the Northern Sea Route.[7][8] One study, for instance, projects "remarkable shifts in trade flows between Asia and Europe, diversion of trade within Europe, heavy shipping traffic in the Arctic and a substantial drop in Suez traffic. Projected shifts in trade also imply substantial pressure on an already threatened Arctic ecosystem".[9] At the same time, research conducted by the Center for Marine Research showed that exceeding the maximum permissible concentrations in the atmospheric air, sea waters, and bottom sediments, which could indicate the impact of economic activities at this stage of development of the NSR was not recorded.[10][11]
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Advantages
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Proponents of using the sea route for global trade claim that because it is considerably shorter than the existing sea routes from Asia to Europe. Primarily, the NSR significantly shortens travel distances; for example, the journey from Murmansk, Russia, to Yokohama, Japan, is reduced from 12,840 nautical miles via the Suez Canal to 5,770 nautical miles via the NSR. This shorter route translates into approximately 30–40% less sailing timesubstantially decreasing fuel consumption and CO2 emissions from maritime transport.[12]
For the corporate players in bulk shipping of relatively low-value raw materials, cost savings for fuel are a crucial driver to explore the Northern Sea Route for commercial transits, more than delivery time, or environmental concerns. Sailing along the NSR can also help to reduce emission costs due to shorter distances. With the maritime industry joining the EU Emissions Trading Scheme (ETS) from 2024 and large freight companies receiving huge carbon bills, the savings on the EU ETS from reducing emissions could be in addition to the economic benefits for shippers.[13] Utilizing the shorter NSR with no queues to pass through allows companies to achieve considerable savings in operational costs and ETS-related carbon charges.[14]
In the face of global challenges to decarbonize maritime logistics, taking shorter routes is one of the ways to reduce the human impact on the world's oceans. Navigation along the NSR often involves nuclear-powered icebreakers, which emit virtually no carbon dioxide, aligning closely with global sustainability goals.[14]
The NSR provides improved logistical efficiency due to reduced journey durations and lack of congestion at entry points, optimizing overall transportation costs. The route is secure and free from piracy threats, presenting a reliable alternative to traditional shipping lanes.[15]
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History
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19th century
The route was first conquered by Adolf Erik Nordenskiöld's Vega expedition with a single wintering in 1878–79.
20th century
In 1932, an expedition led by Soviet geographer Otto Schmidt was the first to navigate the Northern Sea Route in one navigation on the icebreaker Alexander Sibiryakov.[16] Since then, year-round exploration of Arctic waters has begun, including for the purpose of studying logistics corridors in the northern seas.
The NSR became one of several Arctic shipping routes. Since the mid-1930s, it has had official status as a managed and regulated route along Russia's Arctic coast.
A new stage in the development of the Northern Sea Route began with the advent of nuclear icebreakers. On December 3, 1959, the first-born of the Russian and world nuclear icebreaker fleet, the icebreaker Lenin, was put into operation. This event marked the beginning of the development of the nuclear icebreaker fleet and gave impetus to the development of the transport potential of the Northern Sea Route.[17]
With the help of icebreakers of the Arktika type (Project 10520), starting in 1978, the transition to year-round navigation in the Western Arctic region was carried out.
Taking into account the shallowness of the approaches to the port of Dudinka located in the Yenisei River, specialized nuclear icebreakers with a small draft were designed and built - "Taimyr" and "Vaigach".[18]In parallel with this the navigation and hydrographic service system of the fleet was re-equipped with modern equipment, the Dudinka port was expanded and reconstructed.
21st century
Since 2008, the structure of Rosatom includes the Russian nuclear-powered icebreaker, designed to travel the NSR.
Beginning in the late 2010s, Russia began improving its defense resources near the Northern Sea Route.[19]
Since the late 2010s, Russia has been strengthening its defense and economic infrastructure along the Northern Sea Route (NSR). In 2013, Russia established the Federal State Budgetary Institution "Northern Sea Route Administration." In 2018, the State Corporation Rosatom was designated as the infrastructure operator of the NSR. In 2022, management responsibilities for the route were transferred to Rosatom's Main Directorate of the Northern Sea Route.
It was reported in 2023 that Rosmorport, a state-owned agency of the Russian Ministry of Transport, has plans to run cruises for tourists in icebreakers along the entire Northern Sea Route between Murmansk and Vladivostok.[20]
It was reported in July 2024 that Sibir would escort the light ice-class vessel Xin Xin Hai 1 on its voyage from the Port of Taicang near Shanghai via the Bering Strait and the NSR to the Port of Arkhangelsk before travelling on toward ports in the northern Europe.[21] The New New Shipping Line of Hainan Yangpu, which owns at least two ice-class vessels, completed seven transits between July 2023 and December 2023,[21] and in June 2024 signed an agreement with Rosatom to establish a year-round arctic shipping route.[22]
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Rosatom and the Atomflot
Rosatom is a state corporation that organizes the navigation of vessels in the waters of the NSR in accordance with the Merchant Shipping Code, manages a fleet of powerful nuclear icebreakers, ensures the safety and uninterrupted operation of navigation, provides port services for gas tankers in case of unfavorable weather conditions. Rosatom, a legacy member of the Arctic Economic Council, also provides navigation and hydrographic support in the waters of the Northern Sea Route, develops the infrastructure of sea harbors, and manages the state property of these ports.[23] For this purpose, the Directorate of the Northern Sea Route was formed, which now manages three subordinate organizations "Atomflot" (ROSATOMFLOT), "Hydrographic Enterprise" and "ChukotAtomEnergo".
Glavsevmorput
Recently, the "Main Directorate of the Northern Sea Route" ("Glavsevmorput") was established on the basis of the Naval Operations Headquarters of FSUE “Atomflot”.[24] The main purpose of the creation of Glavsevmorput is to organize the navigation of vessels in the waters of the Northern Sea Route. Glavsevmorput Federal State Budgetary Institution solves the following tasks: ensuring the organization of icebreaking vessels taking into account the hydrometeorological, ice, and navigation conditions in the waters of the NSR; vessels navigation in the waters of the NSR; issuance, suspension, renewal, and termination of permits for sailing vessels in the waters of the NSR. To solve these tasks, the department arranges icebreaker fleet vessels in the waters of the NSR, monitors the traffic in the NSR water area, provides information on hydrometeorological, ice, and navigation conditions, and processes information from vessels located in the NSR water area.
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Nuclear icebreaker fleet
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For most of the year, the Arctic Ocean seas are covered with ice, requiring icebreaker assistance to ensure safe navigation along the Northern Sea Route.[25] Russia uniquely operates a nuclear-powered icebreaker fleet managed by FSUE Atomflot, an enterprise of the State Corporation Rosatom.[26] In 2024, this fleet celebrated its 65th anniversary.
Key advantages of nuclear icebreakers include their significant power, enabling them to break through ice up to three meters thick; autonomy, allowing operation for up to seven years without refueling; and environmental neutrality, with virtually no carbon dioxide emissions during operation.
As of 2025, the fleet consists of eight vessels: Yamal and 50 Let Pobedy (Project 10521), Taimyr and Vaigach (Project 10580), and the newest Project 22220 icebreakers—Arktika, Sibir, Ural, and Yakutia.[27] These last four are currently the most advanced and powerful nuclear icebreakers globally, each equipped with two RITM-200 reactors, each with a thermal capacity of 175 MW. These versatile vessels can adjust their draft from 10.5 to 9.03 meters, allowing effective operation in open seas and shallow waters, such as the Yenisei River and the Ob Bay.
Three additional Project 22220 icebreakers are under construction. The nuclear icebreaker Leningrad is being built at the Baltic Shipyard, with its keel laid in January 2024. The Chukotka icebreaker reached its final construction stage after being launched in November 2024, where hull assembly and equipment installation are ongoing. Preparations are also underway to construct the nuclear icebreaker Stalingrad. At the end of 2024, construction began on a multifunctional nuclear technology service vessel designed to reload nuclear fuel in Project 22220 icebreakers, manage spent fuel removal, and temporarily store spent fuel assemblies prior to reprocessing.[28]
In April 2025, the newest Project 22220 icebreaker, Yakutia, arrived at its home port and commenced its maiden voyage toward the Yenisei Gulf in the Kara Sea region.[29]
Additionally, construction continues on Rossiya, the world's most powerful nuclear icebreaker (Project 10510). In May 2025, Rosatom's engineering division completed the first RITM-400 reactor for Rossiya.[30] This vessel will be equipped with two RITM-400 reactors, each with a total thermal capacity of 315 MW, significantly surpassing all existing ship reactor installations.
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Economic assessment
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Researchers and economists usually compare the Northern Sea Route with the conventional Suez Canal Route or Southern Sea Route.[31][32] The first route is shorter, which allows for saving on fuel, but it is connected with environmental risks and increased operating costs.[33] However, the above-mentioned research can be considered disputable and incomplete, as it does not consider such factors like the reduced length of the Northern Sea Route (comparing to the Suez Canal) and, therefore, reduced CO2 emissions; the absence of charge payments for the passage; no risks of a pirate attack; the reduced cost of journey due to its reduced length.[34]
Major shipping companies encounter substantial costs due to carbon emissions, whereas the deployment of nuclear icebreakers, which operate without hydrocarbon fuel and produce very low carbon emissions, offers an economic advantage for shippers.
Some studies recommend the joint usage of the two routes where the Northern Sea Route is used in summer when it is almost ice-free, and the Suez Canal Route is sailed in the rest of the year.[35] The researchers also claim that the economic feasibility of the NSR largely depends on its weather conditions.
Even though the Arctic ice is melting and Polar routes are being extensively studied, the amount of cargo shipped through the Northern Sea Route (NSR) remains low in comparison to the Suez Canal. However, the cargo traffic steadily grows every year. The research shows that the NSR-SCR combined shipping scheme can be more competitive than the use of the Suez Canal Route only. If the shipping company provides sufficient loading on the NSR, uses a reliable ice-class vessel for navigation and the price of crude oil is high, the economic advantage of the NSR-SCR combined shipping scheme is obvious. That is why the NSR icebreaker escort fee may be several times lower than the SCR toll.[36] According to the Arctic and Antarctic Research Institute's report "Sea Ice Projections for 2030-2050," these years are expected to be the coldest phase of the 74-year oscillation.[37] No seasonal loss of Arctic Ocean ice cover is expected in 2050.[38]
State Corporation Rosatom assumes the possibility and functions of the NSR and ensures the safety of navigation on the high technological level. Besides organizing the navigation along the NSR and the icebreaking services with the world's only nuclear icebreaker fleet, Rosatom is planning to implement the Arctic Ice Regime Shipping System (AIRSS) methodology. This system will represent a digital space that will provide various services to cargo carriers, shipowners, captains, insurers, and other participants in the logistics market on the NSR. In particular, it involves issuing permits for the passage of vessels, monitoring, dispatching, and managing the work of the fleet. The single digital platform will collect information from all the available sources, for example, hydrometeorological data, the location of ships and icebreakers, port congestion. As a result, users will receive an advanced "ice navigator" that will allow to plot a precise route in view of the changing ice conditions of the NSR. In other words, the study of Sibul et al. proposed a path-finding algorithm for the NSR strategic assessment.[39] It uses real weather as input and find the optimal shipping route.[40]
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Economic effects
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Number of complete through transits per flag state.[41]
The total traffic volume on the Northern Sea Route in 2022 was 34.034 million tonnes, slightly less than in 2021. Total number of voyages in 2022 was 2994, made by 314 vessels. In the months from January to July, the number of voyages was higher than in 2021. 280 voyages was made with LNG from the Sabetta port.[42]
The volume of cargo transported along the Northern Sea Route (NSR) in 2023 reached a historical maximum and amounted to 36.254 million tons.
In 2023, the record for transit traffic in the waters of the Northern Sea Route was also broken; more than 2.1 million tons of cargo were transported.
The growing importance of the NSR as an additional route and source of stability in the global logistics chain may increase significantly due to the fact that more and more of the world's largest shipping companies are avoiding the Red Sea due to the situation with Houthi missile attacks [43]
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Environmental assessments
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According to the Fourth IMO GHG Study 2020, sea cargo transportation is responsible for 2.9% of global emissions.[44] In the next 20 years the trading maritime volume is expected to double.[45] Marine transport produces about 1 gigaton of carbon dioxide (CO2) emissions per year and has been struggling for many years to reduce its environmental impact. The International Maritime Organization (IMO) has obliged sea carriers to reduce CO2 emissions by 50% by 2050.
Marine transport generates 14% of all transport emissions, and effective techniques that could replace marine engines powered by fossil fuels are not currently used, in the case of nuclear power, or still in modern era redevelopment, such as wind and solar power.[46] Due to its shorter length, navigation on the NSR contributes to reducing the carbon footprint of maritime transport, although this entails considerable risks for fragile Arctic ecosystems.
Taking care of the environmental is in focus when it comes to the development of the Northern Sea Route.
For example, Rosatom evaluates the current state of the environment in NSR waters as a part of the joint project with Lomonosov Moscow State University Marine Research Centre (MSU MRC).[47] The project involves studies that cover all components of the environment to determine the impact of maritime traffic at all ecosystem levels by means of experimental methods, special equipment, the development of digital services, and environmental practices.
One of the key priorities within project implementation is the ongoing interaction between the international expert community from international environmental research institutes and non-governmental organizations.[48]
Over the course of three years, representatives of leading scientific institutions from Norway, Finland, France, Iceland, Great Britain, China, India, Egypt, Malaysia, Turkey took part in the project.
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See also
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External links
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