Not since Soviet days has more nuclear-powered icebreakers been operating at the same time in Arctic waters, the Barents Observer reported in the beginning of 2023. Russia has over the last few years put three brand new icebreakers of the Project 22220 class into operation. Two more are under construction in St. Petersburg and a sixth vessel got funding with a goal to put it into service by 2030 as a transport- and maintenance ship for spent nuclear fuel and radioactive waste removal from the country’s fleet of icebreakers.
This new service ship (Project 22770) will be nearly 160 meters long and carry its own cranes to lift in and out containers with spent nuclear fuel or fresh uranium fuel from the icebreaker reactors, either at Rosatom’s service base in Murmansk or in open sea anywhere along the Northern Sea Route. Typically, the uranium fuel is used in icebreaker reactors for 3-4 years before being replaced. The spent fuel elements are then taken out of the reactors and loaded over to special casks to the service vessel where they are stored for a few years before being loaded on land at Atomflot in Murmansk and later transported by train to Mayak in the South Urals for reprocessing.
The vessel could also serve Russia’s floating nuclear power plants (FNPP), like the “Akademik Lomonosov” which today provides electricity to Pevek or to any of the new FNPPs planned for the Arctic.
Excerpts from Thomas Nilsen, Arctic nuclear waste ship gets funding, The Barents Observer, Jan 11, 2023
Melting ice in the Arctic Ocean is bringing a centuries-old dream closer to reality for Russia: a shipping passage through its northern waters that could put it at the center of a new global trade shipping route…A host of issues remain, such as icebreaker escort tariffs, transit costs and navigational unpredictability in the Arctic Circle. But an opening of the passage (the Northern Sea Route-NSR) would put Russia at the center of a new global shipping route for energy supplies and cargo. Moscow says it has the right to restrict passage and set prices for transit, and the route would also give it an important bargaining chip in its ties with China—one of the biggest beneficiaries of the 3,500-mile long passage…
So far this year, traffic regulated by the Russian government is up 11% from the record 1,014 trips made in 2020….The traffic in 2020 was up more than 25% from 2019 with 33 million tons of cargo, oil and liquefied natural gas, and Moscow expects that number to grow. Russian President Vladimir Putin has said he wants cargo to double to 80 million tons by 2024.The State Atomic Energy Corporation, or Rosatom, which manages a fleet of nuclear icebreakers that can cut through ice up to 10-feet thick, is drafting plans to station personnel along the route, boost port infrastructure along the shipping lane to allow for loading, and provide navigational and medical aid for ships. Rosatom has already stationed one floating nuclear-power plant on the route, to help with onshore construction…
“There is a certain interest in the NSR from the Chinese Navy for strategic mobility to move troops between Pacific to Atlantic theaters,” said Vasily Kashin, an expert on Russia-China relations at the Moscow-based Higher School of Economics. “And they do have this interest in establishing their presence on the Atlantic.”
Russia has already boosted its military presence in the Arctic and along the Northern Sea Route, but the U.S. says Moscow’s legal jurisdiction doesn’t extend to the waters where the Kremlin is working to develop the passage….Russian authorities are still determining the transparent tariff duties, both for transit and for icebreaker escorts along the passage, that are key to attracting both investment and cargo. Traffic on the route, however, is already guaranteed by Russia’s increasing production of Arctic oil and gas. The majority of vessels carry LNG from the port of Sabetta, where gas from Russian energy giant Novatek’s Yamal project is loaded for consumers in Europe or Asia. Crude from Rosneft’s planned Vostok oil field project will also be sent along the route when it comes onstream….
Excerpts from Thomas Grove, Melt Boosts Russia Shipping Arctic, WSJ, June 24, 2021
In 2018 the NATO alliance, joined by Sweden and Finland, held Trident Juncture, its largest exercise since the end of the cold war, in Norway. That involved the first deployment of an American aircraft-carrier in the Arctic Circle for three decades. Western warships have been frequent visitors since. On May 1, 2020 a “surface action group” of two American destroyers, a nuclear submarine, support ship and long-range maritime patrol aircraft, plus a British frigate, practised their submarine hunting skills in the Norwegian Sea.
Such drills are not unusual. But on May 4, 2020 some of those ships broke off and sailed further north into the Barents Sea, along with a third destroyer. Although American and British submarines routinely skulk around the area, to spy on Russian facilities and exercises covertly, surface ships have not done so in a generation. On May 7, 2020 Russia’s navy greeted the unwelcome visitors by announcing that it too would be conducting exercises in the Barents Sea—live-fire ones, in fact. On May 8, 2020… the NATO vessels departed.
It is a significant move. The deployment of destroyers which carry missile-defence systems and land-attack cruise missiles is especially assertive. After all, the area is the heart of Russian naval power, including the country’s submarine-based nuclear weapons. Russia’s Northern Fleet is based at Severomorsk on the Kola peninsula, to the east of Norway’s uppermost fringes.
Western navies are eager to show that covid-19 has not blunted their swords, at a time when America and France have each lost an aircraft-carrier to the virus. But their interest in the high north predates the pandemic. One purpose of the foray into the Barents Sea was “to assert freedom of navigation”, said America’s navy. Russia has been imposing rules on ships that wish to transit the Northern Sea Route (NSR), an Arctic passage between the Atlantic and Pacific that is becoming increasingly navigable as global warming melts ice-sheets . America scoffs at these demands, insisting that foreign warships have the right to pass innocently through territorial waters under the law of the sea. Although last week’s exercise did not enter the NSR, it may hint at a willingness to do so in the future.
On top of that, the Arctic is a growing factor in NATO defence policy. Russia has beefed up its Northern Fleet in recent years…Russian submarine activity is at its highest level since the cold war…Ten subs reportedly surged into the north Atlantic in October 2019 to test whether they could elude detection….Russia’s new subs are quiet and well-armed. As a result, NATO’s “acoustic edge”—its ability to detect subs at longer ranges than Russia—“has narrowed dramatically.”
Russia primarily uses its attack submarines to defend a “bastion”, the area in the Barents Sea and Sea of Okhotsk where its own nuclear-armed ballistic-missile submarines patrol. A separate Russian naval force known as the Main Directorate of Deep-Sea Research (GUGI, in its Russian acronym) might also target the thicket of cables that cross the Atlantic.
The challenge is a familiar one. For much of the cold war, NATO allies sought to bottle up the Soviet fleet in the Arctic by establishing a picket across the so-called GIUK gap, a transit route between Greenland, Iceland and Britain that was strung with undersea listening posts….The gap is now back in fashion and NATO is reinvesting in anti-submarine capabilities after decades of neglect. America has stepped up flights of P8 submarine hunting aircraft from Iceland, and Britain and Norway are establishing P8 squadrons of their own. The aim is to track and hold at risk Russian nuclear subs as early as possible, because even a single one in the Atlantic could cause problems across a large swathe of ocean.
But a defensive perimeter may not be enough. A new generation of Russian ship-based missiles could strike NATO ships or territory from far north of the GIUK gap, perhaps even from the safety of home ports. “This technological development represents a dramatically new and challenging threat to NATO forces…. Similar concerns led the Reagan administration to adopt a more offensive naval posture, sending forces above the gap and into the maritime bastion of the Soviet Union.
Excerpts from Naval Strategy: Northern Fights, Economist, May 16, 2020
China is interested in the Arctic. On July 11th, 2014 its icebreaker, Xue Long (“Snow Dragon”), embarked on the country’s sixth Arctic expedition, with 65 scientists on board. A new 1.3 billion yuan ($210m) icebreaker will soon be launched, and last December  a China-Nordic research centre was opened in Shanghai.
New freight opportunities interest China along the Northern Sea Route (NSR) as ice recedes. In 2010 four ships took the route. Last summer 71 vessels did so. Each ship that takes the route must, at certain points, be accompanied by an ice-breaker, so it is unclear how soon the NSR will be suitable for mass transit, if at all.
Some climate models predict the Arctic Ocean could be ice-free in summer by the middle of this century. The route cuts the distance between Rotterdam and Shanghai by 22% and Yang Huigen of the Polar Research Institute of China has predicted that 5-15% of China’s international trade will use the NSR by 2020. But Linda Jakobson, of the US Studies Centre at the University of Sydney, says that is a “rather optimistic assessment” and that talk of the NSR as a new Suez Canal is overblown. Weather conditions and environmental sensitivities will make the route a difficult one.
As for energy, China is one of the biggest investors in mining in Greenland. A deal with Rosneft, a state-controlled Russian company, will explore offshore Arctic fields for oil. But the undersea resources in the Arctic are largely within the Exclusive Economic Zones of the littoral states (notably Russia), so if China wants to look for energy it will have to do so jointly…
But the new Chinese presence is not without concerns. Huang Nubo, a tycoon, recently bought 100 hectares (250 acres) of land in northern Norway and has bid for a plot on the island of Svalbard, where China has a research station. He aims to develop a resort for Chinese tourists. Mr Huang had similar plans in Iceland in 2011, but local protests quashed them. A Norwegian newspaper has called him a “suspected imperialist”.
China and the Arctic: Polar bearings, Economist, July 12, 2014, at 39