We can see that the short-term vision of the Northern Sea Route (NSR) is constantly evolving, adapting to the political and economic climate. What are the immediate goals being considered by Russia?
The January visit by Nikolai Patrushev, Chairman of the Russian Maritime Board, to St. Petersburg likely followed a dedicated programme. As can be seen, the state is beginning to focus on areas previously omitted from its plans, such as education. The Northern Sea Route, however, remains the flagship Arctic project for Russia. We analyse Patrushev's interview and recent media statements to outline the short-term plans for the Route.
First and foremost, it is becoming increasingly clear that the NSR is being elevated to a top-priority project. Statesmen are proposing a historical narrative that has not been emphasised before—likely a publicity stunt. Patrushev mentions that in 1525, an ambassador and theologian named Dmitry Gerasimov first mentioned the idea of the NSR. Following his remarks, cartographers depicted the vision of the 'North-East Passage'.
The hypothesis that it was possible to reach India and China via the ‘northern sea’ became widespread in Europe. Gerasimov narrated that the Dvina River flowed into the 'boundless water surface.'
The Chairman suggests using this date to popularise the topic of the Arctic and the NSR in Russian media. From a purely academic perspective, this signifies one thing: the process of 'vision-building' has begun.
One of the most critical issues that directly affect the current development of the NSR is the shortage of ice-class ships. Primarily, nuclear icebreakers are needed, followed by LNG tankers and other ice-class vessels.
Since the introduction of sanctions, this has become one of the key challenges for the state and companies like Rosatom and Novatek—where to source the ships required to sustain NSR traffic?
According to the Chairman, the state prepares a programme to produce more vessels designated for the NSR. In addition to ice-class ships, Patrushev also mentions a mysterious project for a submersible LNG tanker, which occasionally resurfaces in the media as an idea:
We are talking about commercial, fishing, and research fleets. It is also important to pay attention to the development of under-ice gas carriers.
—Nikolai Patrushev
In November 2024, Russia added a new LPG (liquefied petroleum gas) terminal with an annual capacity of 9.7 million tonnes to the territorial scheme near Sabetta. IA Portnews reported that Gazprom and RusGazDobycha will be responsible for constructing the terminal.
The first berths are expected to be completed by the end of 2027, though this timeline appears optimistic given the scale of the work required:
The total volume of dredging, including bulkheads and excavation for bottom fixing, exceeds 5 million cubic metres, including 1.56 million cubic metres of dredging for the approach channel. The width of the approach channel at the first stage is set at 211 metres.
—IA Portnews
The goal of these measures is to support mining operations at the Tambey gas field, primarily developed by Gazprom. Exploration of the field indicates reserves of 1.3 trillion cubic metres of natural gas.
Considering all these factors, it is evident that there is a shift in how the NSR is perceived. Firstly, there is a change in the narrative, with a historical claim anchoring the NSR's significance. Secondly, the state is beginning to address issues traditionally considered peripheral, such as education. Finally, direct measures like constructing new ports and ships are being taken to sustain the growth of production and the logistical potential of the Route.
The Editorial Board of the Arctic Century
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