Formed in 2001, the Non-commercial Partnership of the Coordination
of the Northern Sea Route Usages is a Moscow-based
organization comprising federal and regional government officials,
Russian shipping companies and international research and/or educational
institutions.
Arthur Chilingarov, deputy chairman of the State Duma, is
president of the Partnership with Mikhail Nikolaev, deputy chairman
of the Council of Federation, as the vice-president. Captain
Vladimir Mikhailichenko, former head of the Northern Sea Route
Administration, is the managing director.
The organization has 32 members whose aim is to expand the
use of the NSR, assist in safe navigation of Russian and international
commercial use along the route, ensure adequate environmental
protection in the region, stimulate research and development
activities associated with the route; as well as addressing issues
such as tariffs, taxation, insurance and other economic factors in
the Arctic zone and the NSR.
In order to incorporate the thoughts of the partnership members
into the AMSA, partnership member Institute of the North, in
conjunction with the U.S. Arctic Research Commission, held a facilitated
discussion during the organization’s quarterly meeting in St.
Petersburg, Russia in February 2008.
The participants were asked what opportunities and challenges
they anticipated for the Northern Sea Route in the next 20 years,
or longer. The following ideas were captured during the 2 ½ hour
discussion and placed into seven topic areas: Emerging Routes,
Infrastructure, Technological Considerations, Development and
Shipping Economics, International Cooperation and Marine Environmental
Safety, Training and Education and Arctic Ocean Observing
Network/Monitoring.
Concerning emerging routes, participants generally agreed
that the intermodal transportation system (rail and shipping)
within Russia is poised to make “colossal” changes and that all
Arctic shipping will be influenced by the developing intermodal
transportation systems. There was agreement that there will be a
greater increase in the shipment of oil and gas of western Russia
through the Barents and Norwegian seas, and that regional development
in the Russian Far East could reasonably tie rail and shipping
in the Lena River with Chinese products going into the Russian
Far East and possibly natural resources going out. All of the
participants agreed that economics, not Arctic climate change, will
drive increased shipping in the NSR.
When talking about infrastructure, the group agreed there
is a need for better ice forecasting because ice is very difficult to
predict. They envisage the icebreaker fleet in the future will be a
mixture of a few large federal icebreakers and smaller commercial
multi-purpose icebreakers to support offshore oil and gas development.
They noted that shallow draft along the NSR coast and inland
rivers made access difficult and challenging; however, the European
Union ARCOP project indicated winter marine access along the
Ob’ River. The lack of major ports along NSR is one limiting factor
in increased shipping and is compounded by the need for port improvements
throughout the North. The members were adamant
there is a need for better search and rescue resources deployed,
as well as places of refuge identified. In addition, the capability of
ships to provide assistance should be considered of prime importance,
having due regard to the lack of repair facilities, the limited
number of dedicated towing ships available and the response time.

As to technology, the group said the likely future for shipping in
the NSR will occur with independent icebreaking cargo ships and a
small number of federal icebreakers used to facilitate traffic, if necessary.
Some members of the partnership believe there continues
to be a need to maintain a federal icebreaker fleet, with the lead
icebreakers of 100,000 shaft horsepower; while others see a different
role for a smaller icebreaker fleet that are used to assist, when
needed, independent icebreaking cargo ships.
Concerning development and shipping economics, some
members suggested the NSR tariff structure needs to be evaluated
with the goal of making it more competitive within the global
maritime industry and economically sustainable. All operations,
whether they are from within the Russian Federation or outside the
country, should be subject to the same tariff structure. The group
said redundancy of critical systems should be incorporated into
ships operating in the NSR. Government should work closely with
and be supportive of regional commercial icebreaking systems and
regional relationships in the Barents Sea region (between nations
and regional organizations) are important linkages for the future
of the NSR.
When discussing international cooperation and marine environmental
safety, the partnership members agreed there is a need
to address the key challenges in combating oil spills in ice-covered
waters. They called for the International Maritime Organization to
create mandatory, not voluntary, regulations for all ships plying the
waters of the Arctic and Antarctica. The partnership plans to work
with the noncommercial organization, Association Northwest,
which includes 11 independent regions. They believe it is important
that all ships in the NSR meet or exceed the voluntary Guidelines
for Ships Operating in Arctic Ice-covered Waters. They also said
that the Arctic environment imposes additional demands on ship
systems, including navigation, communications, life-saving, main
and auxiliary machinery, etc. They emphasize the need to ensure
that all ships systems are capable of functioning effectively under
anticipated operating conditions and providing adequate levels of
safety in accident and emergency situations.
In the training and educational area, they suggested ice navigation
simulators are needed to improve ice navigation and enhance
marine safety. They emphasized the human factor is very important
in all of these issues, but especially true when recruiting and
training crew. Such training should include knowledge of cold water
survival gear and other unique issues crew may be exposed to
while navigating in ice-covered waters.
As to the Arctic monitoring, the partnership urged support for a
future Arctic Ocean Observing System, recognizing that a robust and
effective Arctic Ocean Observing System is essential to enhancing
marine safety and environmental protection in the NSR and throughout
the Arctic Ocean. They also supported obtaining reliable and detailed
hydrometeorological and sea ice information in the near-real
time as necessary for supporting safe ship navigation