Comparison of Ports and Terminals on Arctic Routes

(by Karl Magnus Eger)

The accessibility of Arctic ports and availability of port facilities differs from the NEP and the NWP. Moreover, there are large differences in the extent to which the ports are operative. This includes: poor technical standards, lack of sufficient port facilities, inadequate water depth, limited possibilities for icebreaker assistance and lack of sufficient connecting infrastructure.

The Northeast Passage

There are some 50 Russian ports on the NEP/NSR open to foreign vessels. Nevertheless, more than half of the ports are out of operation and only a very few can meet the technical standards required by the international shipping industry. Generally, the most NEP ports are open on a year-round basis, but needs icebreaker assistance in order to be accessible. Currently, the Seaport of Murmansk is the only non-freezing port operative on a year round basis. Unlike most other NEP/NSR allowing maximum ship draft on average only 9-10m, Murmansk has waters depth adequate for most types of ships (See section 5.4).

The majority of operative ports and terminals are primarily located in the Barents Sea region. Transport of oil from Russia is from ports in the White Sea, Murmansk, and Pechora Sea (Kolguev, Varandey). Very few ports on the NSR are reported to be in a satisfactory technical state.  However, the most adequate ports are found in the Kara Sea on the western part of the NSR (including the Ob Gulf and the Yenisei Gulf). 

Operative ports on the eastern part of the NSR (including the Laptev Sea, The East-Siberian Sea, the Chukchi Sea and the Bering Sea) are currently very limited (See Appendix 5).

The most significant port and terminal development (construction and investment) on the western NEP over the last 10-15 years are directly connected to the increase of petroleum exports. Intra-Arctic shipping and destination-Arctic shipping to and from Russia follows a route in the open sea to ports and terminals in Murmansk and the White Sea. Transport of oil from Russia is from ports in the White Sea, Murmansk, Pechora Sea (Kolguev, Varandey), and Ob and Yenisei estuaries in the Kara Sea.

The present network of NSR ports covers the basic needs of NSR settlements only. Yet, the only NSR port of major economic importance, Dudinka, seems to be maintained at a relatively good standard by the Norilsk Nickel Company. Moreover, capacity and equipment of most of the ports have been rapidly deteriorating during the 1990s and the 21^st century, operating below full capacity and with a great need for improvements.

The Northwest Passage

There are no deep-water ports located on the NWP. Moreover, there are very few ports custom-made for the international shipping industry. Main obstacles include natural factors like draught restrictions, narrow straits and complex ice conditions and limited infrastructure. The port of Churchill is currently the only port that can be characterized as a “Canadian Arctic Seaport”. This port, regardless, is not located on the NWP and its NWP relevance is limited as a link in the trans-shipment of re-supply to communities of Nunavut and to communities in the Kivalliq region (See Figure 5.10). Although the current port infrastructure on the NWP is insufficient, there are plans for improvements in the years ahead. Recently it has been announced plans to build two deep water ports, in Iqaluit and Nanisivik. These ports are intended to serve activities such as cruise tourism and the Canadian Coast Guard. In addition, these ports will play an important role in terms of increased intra-arctic and destination-arctic shipping in the Nunavut region.

The Passages in Comparison

Although there are several potential ports improvements on the NSR, the NWP and NSR ports are mainly covering the same functions namely as a link in the shipment of re-supply to local settlements. Still, most plans regarding port improvements and new buildings along both transport corridors in the years ahead are related to an expected increase of destination - and intra-Arctic transport activities. Most significant port improvements are likely to take place on the NEP/NSR. Currently, there are no deep-water ports located on the NWP. The most adequate ports and are found on the NEP. NSR ports needs significant improvements in order to meet the standard required by the international shipping industry.

Karl Magnus Eger, 2010, Comparison of Ports and Terminals on Arctic Routes, CHNL.©