By Jennifer Abbasi
FORTUNE -- Call it a silver lining: Geographers are predicting that by mid-century, melting sea ice will open up new commercial shipping routes in the Arctic. That would shave off costly travel time in the late summer and reduce Russia's control over trans-Arctic shipping. For the first time, icebreakers will be able to make a straight shot over the North Pole, and the treacherous but coveted Northwest Passage through Canada's Arctic Archipelago will become a viable commercial route.
UCLA's Laurence C. Smith and Scott R. Stephenson reported the findings on what they're calling "Supra-Polar" routes Monday in the journal Proceedings of the National Academy of Sciences. The pair used computer modeling to predict optimal navigation routes for mid-century (2040-2059) between the North Atlantic and the Bering Straight based on seven independent climate models. They restricted their study to September, when Arctic ice is at its minimum. What they found:
Although it's too soon to know what all this means in economic terms, shipping is already ramping up in the Arctic as ice retreats. A handful of shipping vessels first navigated the NSR in 2010, when the summer ice thinned sufficiently there. Last summer, 46 ships carried oil, gas, and hard minerals from Russia, Norway, and Denmark to China, says Lawson Brigham, a professor of geography and Arctic policy at the University of Alaska Fairbanks.
Smith thinks that unreinforced open-water ships could become far more common in the Arctic by mid-century. "These places capture the imagination," he says. "Many intrepid explorers died seeking clear passage through both the Northwest Passage and the Northern Sea Route in the late nineteenth century while looking for the shortest route between Europe and the Orient, as it was known then. Temptation will grow for ordinary vessels to enter these waters."
Although the NWP is the shortest route from northeastern North America to Asia, it will likely never be used for major shipping on trans-Arctic voyages, says Brigham, who is a former icebreaker captain. But, "there will be many future voyages of ships in and out of the Canadian Arctic, likely bulk carriers carrying iron ore to Europe from Baffin Island."
"The driver of most Arctic shipping today and in the future is Arctic natural resource developments -- the linkages of Arctic natural resources to global markets," Brigham adds. "Sea ice retreats as observed in the Arctic provide for longer navigation seasons and marine access, but global commodities prices and economics drive the essence of Arctic shipping in the future."
As the Northwest Passage and the North Pole open up, some ships will be able to avoid Russia's Exclusive Economic Zone; Russia charges steep fees for mandatory escorts through this zone. Although navigating through less-regulated international waters could cut costs, Smith says environmental and safety issues will emerge. "It's both exciting and worrisome," he says. "The Arctic is a dangerous place and always will be. The ice will always return in winter. It's dark. It's remote. Let's just say the northern countries are going to have some patrolling, search-and-rescue, and security issues on their hands in the coming years."
As a new normal of extreme weather emerges, we must prepare for it. The question is: At what cost?
By Brian Dumaine, senior editor-at-large
FORTUNE -- It took a disaster on the scale of Hurricane Sandy to finally get some high-profile politicians talking about the impact of climate change. In the wake of a heavy death toll and an estimated $50 billion in damage from the storm surge, New York Governor MORENov 20, 2012 5:00 AM ET
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