转变评价语言激活幼儿成长动力
The Northern Sea Route (NSR) (Russian: Се?верный морско?й 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]
Advantages
[edit]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]
History
[edit]19th century
[edit]The route was first conquered by Adolf Erik Nordenski?ld's Vega expedition with a single wintering in 1878–79.
20th century
[edit]The Northern Sea Route is one of several Arctic shipping routes. Since the mid-1930s the Northern Sea Route has been an officially managed and administered shipping route along Russia's northern/Arctic coast. A convoy of seven brand new merchant vessels (900 DWT to 5,500 DWT) built for People's Republic of China but under Polish flag from Gdynia with the assistance of Soviet icebreakers reached port of Pevek (via Kara Gates, Vilkitsky, Dmitry Laptev and Sannikov Straits), two days of navigation before Bering Strait in 1956.[16] The administrative entity was sequentially updated, upgraded and renamed. Thus, in 2013, the Federal State Budgetary Institution “Administration of the Northern Sea Route” was created by Russia. In 2022 organizational authority was transferred to the Main Directorate of the Northern Sea Route of Rosatom by Russia.[17]
21st century
[edit]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.[18]
Two-thirds of the Arctic seas remain ice-free in summer, which is why ships have more route options. In August 2017, the first ship traversed the Northern Sea Route without the use of icebreakers.[19] According to the New York Times, this foreshadows more shipping through the Arctic, as the sea ice melts and makes shipping easier.[19]
The Dutch Bureau for Economic Policy Analysis projected in 2015 that the Northern Sea Route may be ice-free by 2030, earlier than the Northwest Passage or Transpolar Sea Route.[20] A 2016 report by the Copenhagen Business School found that large-scale trans-Arctic shipping may become economically viable by 2040.[19][21]
The Russian Maritime Register of Shipping maintains an ice class. The Rosneft corporation often contracts the Zvezda Shipyard to build its LNG carriers,[22] for use with the output of the Trebs and Titov oil fields.[23] The Yamal LNG project of Novatek is another industrial scale development which transports product via the NSR.
In July 2018 the Russian government transferred the main responsibility for the Northern Sea Route to Rosatom.[24][25] Rosatom is a state corporation that manages the world's only nuclear icebreakers. As of 2020 the fleet included seven vessels: Yamal, Project 10521 50 Let Pobedy, Taymyr, Vaygach, Arktika, Siberia and Ural, and as of press date the world's only transport vessel with nuclear power plant: the Sevmorput (1988). The last three nuclear icebreakers are the latest of Project 22220. Rosatom 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.[26]
In August 2018 Maersk Line sent the new "ice-class" container ship Venta Maersk through the route to gather data on operational feasibility, though they did not currently see it as commercially attractive.[27][24] Escort assistance was required for three days from the Russian nuclear-powered icebreaker 50 Let Pobedy.[28][29]
In June 2019 Dubai-based DP World signed agreements with the Russian Direct Investment Fund, ROSATOM, and Norilsk Nickel aiming to develop the Northern Sea Route.[30]
As the Northern Sea Route is a strategically important transport artery, it can already be called economically profitable in comparison, for example, with the Suez Canal due to a number of reasons:[citation needed]
- Fuel savings due to reduced distance;
- The shorter distance reduces the cost of staff labor and chartering vessels;
- The Northern Sea Route does not charge payments for the passage (unlike, for example, the Suez Canal);
- There are no queues (unlike, for example, the Suez Canal);
- There is no risk of a pirate attack.
As the development of the icebreaking fleet is the most important condition for constant navigation in Arctic waters, another three nuclear icebreakers of Project 22220 are currently being built in St. Petersburg: Yakutiya, Chukotka and Leningrad laid down in January 2024.[31] All nuclear icebreakers of Project 22220 will be able to change the draft from 10.5 to 8.1 meters, depending on the depth, which will allow them to work both at sea and in the mouths of Siberian rivers.[citation needed]
Nuclear icebreakers of Project 22220 are powered by two RITM-200 reactors capable of overcoming ice up to 3 meters thick.[citation needed]
In addition, the Zvezda shipyard is working on the construction of the world's most powerful nuclear icebreaker Project 10510 "Russia", scheduled to commissioning in 2027. Two more icebreakers of this prototype are also planned to be built. These icebreakers will be equipped with a two-reactor power plant with RITM-400 reactors with a capacity of 315 MW. The maximum ice thickness overcome by these icebreakers will exceed 4 meters.[32]
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.[33]
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.[34] 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,[34] and in June 2024 signed an agreement with Rosatom to establish a year-round arctic shipping route.[35]
Rosatom and the Atomflot
[edit]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.[36] 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
[edit]Recently, the "Main Directorate of the Northern Sea Route" ("Glavsevmorput") was established on the basis of the Naval Operations Headquarters of FSUE “Atomflot”.[37] 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.
Economic assessment
[edit]Researchers and economists usually compare the Northern Sea Route with the conventional Suez Canal Route or Southern Sea Route.[38][39] The first route is shorter, which allows for saving on fuel, but it is connected with environmental risks and increased operating costs.[40] 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.[41]
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.[42] 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. Ice thickness directly affects the shipping cost. Now, when the Arctic ice is slowly melting due to weather conditions, the cost of icebreaking service is expected to reduce. Also, vessels of some ice classes can sail on the NSR independently. That is why the NSR icebreaker escort fee may be several times lower than the SCR toll.[43]
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.[44] It uses real weather as input and find the optimal shipping route.[45]
Economic effects
[edit]Number of complete through transits per flag state.[46]
| Year | Total | Russia | Singapore | Finland | Norway | Germany | Spain | China | Greece | Hong Kong | Sweden | Netherlands | Portugal | Other |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 2007 | 2 | 2 | ||||||||||||
| 2008 | 3 | 3 | ||||||||||||
| 2009 | 5 | 5 | ||||||||||||
| 2010 | 10 | 10 | ||||||||||||
| 2011 | 41 | 26 | 4 | 2 | 2 | 1 | 1 | 5 | ||||||
| 2012 | 46 | 18 | 6 | 5 | 2 | 15 | ||||||||
| 2013 | 71 | 46 | 2 | 2 | 2 | 1 | 18 | |||||||
| 2014 | 53 | 47 | 3 | 3 | ||||||||||
| 2015 | 18 | 10 | 2 | 1 | 1 | 4 | ||||||||
| 2016 | 18 | 7 | 1 | 2 | 8 | |||||||||
| 2017 | 27 | 9 | 2 | 3 | 2 | 1 | 10 | |||||||
| 2018 | 27 | 8 | 1 | 7 | 1 | 1 | 2 | 6 | ||||||
| 2019 | 37 | |||||||||||||
| 2020 | 64 | |||||||||||||
| 2021 | 85 | 12 | 4 | 11 | 7 | 8 | 13 | 30 | ||||||
| 2022 | 43 | 36 | 7 |
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.[47]
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 [48]
Environmental assessments
[edit]According to the Fourth IMO GHG Study 2020, sea cargo transportation is responsible for 2.9% of global emissions.[49] In the next 20 years the trading maritime volume is expected to double.[50] 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.[51] 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).[52] 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.[53]
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.
See also
[edit]
- Arctic Bridge
- Arctic cooperation and politics
- Arctic policy of Russia
- Belt and Road Initiative
- Icebreakers of Russia
- List of Russian explorers
- Territorial claims in the Arctic
References
[edit]- ^ a b Brigham, L.; McCalla, R.; Cunningham, E.; Barr, W.; VanderZwaag, D.; Chircop, A.; Santos-Pedro, V.M.; MacDonald, R.; Harder, S.; Ellis, B.; Snyder, J.; Huntington, H.; Skjoldal, H.; Gold, M.; Williams, M.; Wojhan, T.; Williams, M.; Falkingham, J. (2009). Brigham, Lawson; Santos-Pedro, V.M.; Juurmaa, K. (eds.). Arctic marine shipping assessment (AMSA) (PDF). Norway: Protection of the Arctic Marine Environment (PAME), Arctic Council. Archived (PDF) from the original on November 1, 2014.
- ^ Chaudhury, Dipanjan Roy (2025-08-14). "Russia's Northern Sea Route emerges as key connectivity initiative in Indo-Pacific region". The Economic Times. ISSN 0013-0389. Retrieved 2025-08-14.
- ^ "Northern Sea Route garnering attention as fast, efficient trade route". www.aa.com.tr. Retrieved 2025-08-14.
- ^ ?streng, Willy; Eger, Karl Magnus; Fl?istad, Brit; J?rgensen-Dahl, Arnfinn; Lothe, Lars; Mejl?nder-Larsen, Morten; Wergeland, Tor (2013). Shipping in Arctic Waters: A Comparison of the Northeast, Northwest and Trans Polar Passages. Springer. doi:10.1007/978-3-642-16790-4. ISBN 978-3642167898. S2CID 41481012.
- ^ Buixadé Farré, Albert; Stephenson, Scott R.; Chen, Linling; Czub, Michael; Dai, Ying; Demchev, Denis; Efimov, Yaroslav; Graczyk, Piotr; Grythe, Henrik; Keil, Kathrin; Kivek?s, Niku; Kumar, Naresh; Liu, Nengye; Matelenok, Igor; Myksvoll, Mari; O'Leary, Derek; Olsen, Julia; Pavithran .A.P., Sachin; Petersen, Edward; Raspotnik, Andreas; Ryzhov, Ivan; Solski, Jan; Suo, Lingling; Troein, Caroline; Valeeva, Vilena; van Rijckevorsel, Jaap; Wighting, Jonathan (October 16, 2014). "Commercial Arctic shipping through the Northeast Passage: Routes, resources, governance, technology, and infrastructure". Polar Geography. 37 (4): 298–324. Bibcode:2014PolGe..37..298B. doi:10.1080/1088937X.2014.965769. hdl:2440/112024.
- ^ Schislyaev, S. M.; Kovalenko, E. A.; Barykin*, S. E.; Schislyaeva, E. R. (2025-08-14). "International Logistics Northern Sea Rouite Hubs Infrastructure". European Proceedings of Social and Behavioural Sciences. Project Management in the Regions of Russia: 1002–1013. doi:10.15405/epsbs.2019.12.05.123. ISSN 2357-1330.
- ^ Fountain, Henry (2025-08-14). "With More Ships in the Arctic, Fears of Disaster Rise". The New York Times. ISSN 0362-4331. Retrieved 2025-08-14.
- ^ McGrath, Matt (2025-08-14). "First tanker crosses northern sea route without ice breaker". BBC News. Retrieved 2025-08-14.
- ^ Bekkers, Eddy; Francois, Joseph F.; Rojas-Romagosa, Hugo (2025-08-14). "Melting Ice Caps and the Economic Impact of Opening the Northern Sea Route" (PDF). The Economic Journal. 128 (610): 1095–1127. doi:10.1111/ecoj.12460. ISSN 1468-0297. S2CID 55162828.
- ^ "14 Temmuz 2022 - MERS?N". interpress.com. Retrieved 2025-08-14.
- ^ "Rosatom and DP World discuss the Northern Sea Route's role in supply chain sustainability at Expo 2020". www.zawya.com. Retrieved 2025-08-14.
- ^ Sch?yen, H., & Br?then, S. (2011) Archived 21 February 2015 at the Wayback Machine The Northern Sea Route versus the Suez Canal: cases from bulk shipping. Journal of Transport Geography, 19(4), 977–983
- ^ "Red Sea Crisis Could Lead to a Fundamental Restructuring of Global Trade Patterns". EconoTimes. 2025-08-14. Retrieved 2025-08-14.
- ^ a b Kavirathna, Chathumi Ayanthi; Shibasaki, Ryuichi; Ding, Wenyi (2025-08-14). "Optimum routing for dry bulk voyages with the effect of an emission trading system: NSR vs SCR". Cleaner Logistics and Supply Chain. 15: 100224. doi:10.1016/j.clscn.2025.100224. ISSN 2772-3909.
- ^ "Russia's lifeline via the Northern Sea Route GIS Reports". 2025-08-14. Retrieved 2025-08-14.
- ^ Bugajski, Dariusz R. (2021). Navigational rights and freedoms in the international law and practice. Akademia Marynarki Wojennej. p. 146. ISBN 978-83-961549-1-0. OCLC 1267382284.
- ^ "The Cabinet of Ministers approved the creation of the main directorate of the Northern Sea Route". AKM EN. 2025-08-14. Retrieved 2025-08-14.
- ^ "Russia Ramps Up Arctic Route Ambitions". The Moscow Times. 5 December 2023. Archived from the original on 6 December 2023. Retrieved 5 December 2023.
- ^ a b c Goldman, Russell (2025-08-14). "Russian Tanker Completes Arctic Passage Without Aid of Icebreakers". The New York Times. ISSN 0362-4331. Retrieved 2025-08-14.
- ^ Dams, Ties; van Schaik, Louise; Stoetman, Adája (2020). Presence before power: why China became a near-Arctic state (Report). Clingendael Institute. pp. 6–19. JSTOR resrep24677.5.
- ^ Arctic shipping - Commercial opportunities and challenges (PDF). Copenhangen Business School Maritime. January 2016. ISBN 978-87-93262-03-4.
- ^ "Ice-Class Shuttle Tanker "Valentin Pikul" Has Been Laid Down at Zvezda Shipbuilding Complex".
- ^ "Zvezda shipyard to build an advanced ice class tanker for Rosneft with 69,000 t deadweight". PortNews. 28 May 2018. Archived from the original on 8 August 2022. Retrieved 13 December 2020.
- ^ a b Henderson, Isaiah (July 18, 2019). "Cold Ambition: The New Geopolitical Faultline". The California Review. Retrieved July 18, 2019.
- ^ Nilsen, Thomas (2025-08-14). "Vyacheslav Ruksha will lead the newly established Northern Sea Route Directorate". The Barents Observer.
- ^ Dangwal, Ashish (2025-08-14). "World's 'Most Powerful' Nuclear Icebreaker 'Rossiya' To Be Ready By 2030, Russian Deputy PM Says". Latest Asian, Middle-East, EurAsian, Indian News. Retrieved 2025-08-14.
- ^ "Container ship to break the ice on Russian Arctic route". BBC News. 23 August 2018. Retrieved 23 August 2018.
- ^ Embury-Dennis, Tom (2025-08-14). "Container ship crosses Arctic route for first time in history due to melting sea ice". The Independent. ISSN 0951-9467. Archived from the original on 2025-08-14. Retrieved 2025-08-14.
- ^ Humpert, Malte (2025-08-14). "Maersk Container Ship Transits Arctic Ocean With Icebreaker Escort". High North News. Retrieved 2025-08-14.
- ^ "Russian vessel successes transmit through NSR". 30 September 2019.
- ^ "Icebreaker Leningrad to play key role in Northern Sea Route | Arabian Post". 2025-08-14. Retrieved 2025-08-14.
- ^ Реакторная установка для атомохода Лидер. Какой она будет? = Reactor plant for the nuclear-powered “Leader”. What will it be like? Дата обращения: 29 октября 2021. Архивировано 29 октября 2021 года.
- ^ "Old icebreakers eye upgrades for Murmansk-Vladivostok tourism". The Barents Observer. 2025-08-14. Retrieved 2025-08-14.
- ^ a b "chinese-container-ships-take-arctic-shortcut-avoiding-red-sea". g-captain.com.
- ^ "russias-rosatom-and-chinese-firm-to-establish-year-round-arctic-shipping-route". g-captain.com.
- ^ Путин назначил ?Росатом? инфраструктурным оператором Северного морского пути = Rosatom as the infrastructure operator of the Northern Sea Route // Коммерсантъ (28 декабря 2018). Дата обращения: 27 июля 2019. Архивировано 27 июля 2019 года.
- ^ Администрация Северного морского пути на официальном сайте Федерального агентства морского и речного транспорта = Administration of the Northern Sea Route on the official website of the Federal Agency for Sea and River Transport
- ^ Bekkers, Eddy; Francois, Joseph F.; Rojas‐Romagosa, Hugo (2025-08-14). "Melting ice Caps and the Economic Impact of Opening the Northern Sea Route". The Economic Journal. 128 (610): 1095–1127. doi:10.1111/ecoj.12460. ISSN 0013-0133.
- ^ Arkhipov, Anatoly; Grigoriev, Evgeny; Sinitsyn, Mikhail (2020). "The Northern sea route: a retrospective, strategic solutions and prospects of development". E3S Web of Conferences. 164: 11020. doi:10.1051/e3sconf/202016411020. ISSN 2267-1242.
- ^ THE NORTHERN SEA ROUTE COST CALCULATION [EN/RUS/CH], 4 April 2021, archived from the original on 2025-08-14, retrieved 2025-08-14
- ^ Lepic, Bojan (2025-08-14). "Milestones reached along the increasingly busy Northern Sea Route". Splash247. Retrieved 2025-08-14.
- ^ Sibul, Gleb; Jin, Jian Gang (May 2021). "Evaluating the feasibility of combined use of the Northern Sea Route and the Suez Canal Route considering ice parameters". Transportation Research Part A: Policy and Practice. 147: 350–369. Bibcode:2021TRPA..147..350S. doi:10.1016/j.tra.2021.03.024. ISSN 0965-8564. S2CID 233567189.
- ^ Sibul, Gleb, Jian Gang Jin. Evaluating the feasibility of combined use of the Northern Sea Route and the Suez Canal Route considering ice parameters // Transportation Research Part A: Policy and Practice. — 2021. — № 147. — pp. 350-369
- ^ Sibul, Gleb; Yang, Peihao; Muravev, Dmitri; Jin, Jian Gang; Kong, Linghe (2025-08-14). "Revealing the true navigability of the Northern Sea Route from ice conditions and weather observations". Maritime Policy & Management. 50 (7): 924–940. doi:10.1080/03088839.2022.2059717. ISSN 0308-8839. S2CID 248211083.
- ^ THE NORTHERN SEA ROUTE NAVIGABILITY [EN/RUS/CH], 15 April 2022, retrieved 2025-08-14
- ^ "NSR transit statistics". Centre for high north logistics. Retrieved 2025-08-14.
- ^ Center for High North Logistics: NSR Shipping activities in 2022
- ^ "Red Sea Crisis Could Lead to a Fundamental Restructuring of Global Trade Patterns". EconoTimes. 2025-08-14. Retrieved 2025-08-14.
- ^ "Greenhouse Gas Emissions: The Fourth IMO GHG Study (2020)". IMO, International Maritime Organization. Retrieved December 9, 2022.Archived 2025-08-14 at the Wayback Machine
- ^ Gareth Evans (2013). "A world afloat: why seaborne trade will double before 2030". Ship Technology.Archived 2025-08-14 at the Wayback Machine
- ^ "Reducing emissions from the shipping sector: research (2022)". European Commission. Retrieved December 9, 2022.
- ^ "International Expert Group summed up the results of comprehensive research and monitoring of environmental safety in the Northern Sea Route". DagangNews. 2025-08-14. Retrieved 2025-08-14.
- ^ "Living for the Future". The Malaya Post. 2025-08-14. Retrieved 2025-08-14.
- Belton, Catherine (23 June 2020). Putin's People: How the KGB Took Back Russia and Then Took on the West. New York: Farrar, Straus, Giroux. ISBN 978-0374238711.
- Golden, Daniel (10 October 2017). Spy Schools: How the CIA, FBI, and Foreign Intelligence Secretly Exploit America's Universities. Henry Holt and Company. ISBN 978-1627796354.
Further reading
[edit]- ?streng, Willy; Eger, Karl Magnus; Fl?istad, Brit; J?rgensen-Dahl, Arnfinn; Lothe, Lars; Mejl?nder-Larsen, Morten; Wergeland, Tor (2013). Shipping in Arctic Waters: A Comparison of the Northeast, Northwest and Trans Polar Passages. Springer. doi:10.1007/978-3-642-16790-4. ISBN 978-3642167898. S2CID 41481012.
- Keupp, Marcus M., ed. (2015). The Northern Sea Route. SpringerGabler. ISBN 978-3-658-04080-2.
- Zeng et al. 2020. "The competitiveness of Arctic shipping over Suez Canal and China-Europe railway." Transport Policy.
- Wang et al. 2020. "Development situation and future demand for the ports along the Northern Sea Route." Research in Transportation Business & Management
- Ding et al. 2020. "Does a carbon tax affect the feasibility of Arctic shipping?" Transportation Research Part D: Transport and Environment
External links
[edit]- Information on the movement of vessels on the approaches to the water area and in the water area of the Northern Sea Route (status as of 12:00 Moscow time) (Rosatom; Russian Federation - accessibility limited outside Russia)
- Northern Sea Route Information Office (Nord University)
- International Northern Sea Route Programme
- Russian State Museum of the Arctic and Antarctic, The discovery and history of exploration of the Northern Sea Route
- Pictures - during NE passage
- Tanker Vladimir Tikhonov Completes Successful Northern Sea Route Transit in a Week
- Armstrong, Terence. The Northern Sea Route (Cambridge: Cambridge University Press, 1952)
- Belov, M. I. Istoriia otkrytiia i osveniia Severnogo Morskogo Puti, 4 vols. (Leningrad, 1956–1969)
- Horensma, Piers. The Soviet Arctic (London: Routledge, 1991)
- McCannon, John. Red Arctic (New York: Oxford University Press, 1998)
- Konyshev, Valery & Sergunin, Alexander: Is Russia a revisionist military power in the Arctic? Defense & Security Analysis, September 2014.
- Konyshev, Valery & Sergunin, Alexander. Russia in search of its Arctic strategy: between hard and soft power? Polar Journal, April 2014.
| National | |
|---|---|
| Other | |
