The trial voyages through the Arctic Route have confirmed the potential to reduce both the distance and duration compared to existing routes. However, challenges such as ice and weather-related disruptions, equipment operation issues in polar environments, cargo securing, and punctuality must be addressed for commercialization.
According to the Ministry of Oceans and Fisheries, the container ship Panstar Acro, which departed from Busan on August 22, completed its trial voyage and returned to Busan on October 11 after approximately 50 days.
During a press briefing held at the Busan office, the ministry shared the results of the trial voyage. The ship successfully navigated the Arctic Route without the assistance of an icebreaker, confirming the possibility of reducing the voyage distance by about 35% and the duration by approximately 10 days compared to traditional routes. The participating shipping companies and related agencies also gained valuable experience in polar navigation and collected on-site data.
However, the actual voyage did not proceed as planned. After departing, the ship encountered ice blocking its path in the Bering Sea, forcing it to slow down and seek a safe route. In areas with dense ice, visibility at night was insufficient, leading to a halt in navigation until daylight. Given that submerged ice may be larger than visible ice, safety was prioritized over aggressive navigation. The ship also had to take detours to avoid ice, resulting in a delayed arrival in Europe.
On the return journey, weather conditions posed more challenges than ice. Severe weather caused significant rolling of the container ship, and after exiting the Arctic Ocean, the ship had to navigate around a low-pressure system that had formed from a typhoon. Crew members faced difficulties adjusting to the time differences caused by moving across multiple longitudes in a short period, highlighting that reducing navigation distance is not the sole issue in polar operations.
Improvements were also identified in equipment and vessel operations. At high latitudes, GPS signals can temporarily drop, and compass errors may increase, necessitating the stabilization of communication and navigation equipment. Although various communication methods, including satellite and low-Earth orbit communications, were prepared for emergencies, there were instances of temporary communication loss during the voyage. Additionally, issues were detected in the circulation systems for fuel and lubricants in the extreme cold. While measures such as heating the vessel's interior were implemented, experts emphasized the need for a real-time monitoring system for machinery and enhancements tailored to polar conditions.
Training for crew members to ensure safe navigation is also a challenge. It is difficult to secure crew members with polar navigation experience, and different judgments are required to change routes and limit deck operations based on ice and weather conditions. There are calls for not only equipment improvements but also enhanced training to help crew members adapt to polar environments and develop situational response capabilities. The ministry plans to analyze the data collected during this voyage and share it with the industry and related agencies, while also diversifying shipping routes and cargo, supporting the introduction of icebreaking vessels, and advancing container ship technology.
For commercialization, verifying punctuality and economic viability is essential. Shipping companies view the Arctic Route as a new option that could reduce transportation times rather than simply replacing existing routes through the Suez Canal. However, for shippers to decide on its use, predictable arrival schedules must be established. The first trial voyage lacked sufficient route information and operational data, leading to changes in estimated arrival dates, and delays in local sales and terminal contracts in Europe limited cargo securing for the return trip.
Shorter voyage durations do not automatically guarantee cost competitiveness. During this voyage, relatively expensive marine diesel was used due to fuel regulations for passing through the Arctic Ocean, and rising fuel prices due to international circumstances also affected cost calculations. Shipping companies explained that a stable operating schedule and cargo securing system must be established to assess business viability. The ministry plans to release separate economic analysis results and consider diversifying vessel types and cargo in future trial voyages.
Commercializing the Arctic Route requires a comprehensive approach that considers voyage timing, route-specific risks, vessel performance, and cargo demand rather than reaching conclusions in the short term. The ice conditions in the Arctic Ocean can vary yearly, making it difficult to use a single successful trial as a basis for stable regular operations. The experiences gained from this trial voyage should be linked to improvements in equipment, personnel, and operational data, with the next steps focusing on verifying safety, punctuality, and economic viability through repeated voyages.
* This article has been translated by AI.
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