Lack of regulatory oversight and enforcement
Safety violations and a lack of enforcement point to the larger issue of who holds regulatory control over the NSR. In 2019, some elements, including the NSR Administration, who issues permits, were consolidated under the roof of Atomflot – the operator of Russia’s nuclear icebreakers. But the Ministry of Transportation continues to play a role, especially with respect to transport policy along the route.
Furthermore, in an effort to drive shipping and allow more vessels to travel on the route, ice-class requirements were substantially reduced in 2019 as well.
“The accident in itself may buttress the idea Russian authorities are much more tolerant, if not overtly lenient, especially since Rosatom took control of movements control and management. The fact accidents are no longer recorded gives credit to that theory,” explains Arctic shipping expert and Professor at the Université Laval Québec, Frédéric Lasserre.
In a statement Atomflot condemned Oboronlogistics’ actions, but it remains to be seen if the operator will face sanctions.
“The cargo ship Sparta III headed towards the port of Dudinka without permission, and put the fulfillment of its voyage assignment above the safety of navigation and the interests of other companies operating in the water area of the Northern Sea Route,” stated Atomflot’s general director Mustafa Kashka.
Odyssey begins after deviating from route
After Sparta III deviated from its approved routing, Oboronlogistics hired local icebreaking tug Kigoriak to escort the vessel down the Yenisei. The tug, only suitable for near-coast operations was only allowed to operate independently – without real icebreaker support – until December 1.
In previous years Sparta III concluded its work on the NSR at the end of September further highlighting how out of place its presence on the route was during the months of November and December.
Following the ship’s deviation, inquiries by Russian officials to the ship’s captain on November 23 and November 27 remained unanswered and the vessel continued to travel all the way to Dudinka along the Yenisei estuary and river.
Following worsening weather and ice conditions the two-ship convoy found itself in difficult ice conditions in the southern part of the Yenisei Gulf by December 17 halting all forward progress. The navigation channel had closed up and the two ships encountered hummocks and ice ridges up to 70 centimeters thick.
Atomflot, which routinely operates icebreakers along the NSR during winter, received a request for assistance on December 15. After more than a week of negotiations Atomflot decided to divert one of its nuclear icebreakers, Vaigach, from regular icebreaking services along the NSR on December 24.
After 19 hours the icebreaker had freed Sparta III and Kigoriak from the hummock field and Vaigach returned to regular contracted duties along the NSR.
Requiring assistance a second time
Sparta III made way and navigated together with Kigoriak but less than 24 hours later developed steering control issues due to a damaged rudder, likely from having been stuck in ice for a week, upon exiting the Gulf of Yenisei in difficult ice conditions. Kigoriak was able to break free, leaving Sparta III bound in the ice for more than a week.
On January 1 Vaigach again returned to assist once again and was joined by the diesel-powered icebreaker Admiral Makarov.
The convoy set off on January 2 with Vaigach breaking a channel through the ice and Admiral Makarov towing the damaged cargo ship. As Vaigach had to return to contracted icebreaking duties, Marine Rescue Service ship Rescuer Karev took over towing duties with Admiral Makarov breaking the ice.
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