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WASHINGTON - This year's frenzy of oil and gas exploration in newly accessible Arctic waters could be the harbinger of even starker changes to come.
If, as many scientists predict, currently inaccessible sea lanes across the top of the world become navigable in the coming decades, they could redraw global trading routes -- and perhaps geopolitics -- forever.
This summer will see more human activity in the Arctic than ever before, with oil giant Shell engaged in major exploration and an expected further rise in fishing, tourism and regional shipping. But that, experts warn, brings with it a rising risk of environmental disaster not to mention criminal activity from illegal fishing to smuggling and terrorism.
"By bringing more human activity into the Arctic you bring both the good and the bad," Lt. Gen. Walter Semianiw, head of Canada Command and one of Ottawa's most senior military officers responsible for the Arctic, told an event at Washington DC think tank the Centre For Strategic and International Studies last week. "You will see the change whether you wish to or not."
With indigenous populations, researchers and military forces reporting the ice receding faster than many had expected, some estimates suggest the polar ice cap might disappear completely during the summer season as soon as 2040, perhaps much earlier.
That could slash the journey time from Europe to Chinese and Japanese ports by well over a week, possibly taking traffic from the southern Suez Canal route. But with many of those key sea routes passing through already disputed waters believed to contain much of the world's untapped energy reserves, some already fear a rising risk of confrontation.
There are fledging signs of growing cooperation -- the first ever meeting of Arctic defense chiefs in Canada later this month, joint tabletop exercises on polar search and rescue operations organized through the Arctic Council. But growing unease is also clear.
Arctic experts point to at least nine separate disputes within the region, from disagreements between the United States and Canada over parts of the Northwest passage to fishing conflicts that also drag in China, Russia, South Korea, Japan and others.
It operates almost all of the world's 34 or so icebreakers -- albeit many of them ageing Cold War-era vessels, some powered by nuclear reactors that Western experts say could be a major danger in their own right.
Perhaps just as importantly, its navy continues to view the Arctic as its backyard, vital not just for natural resources essential to maintaining Moscow's economic clout but also the hiding ground for its ballistic missile-carrying nuclear submarine fleet.
"They have cities in the Arctic, we only have villages," says Melissa Bert, US Coast Guard captain and currently a military fellow at the Council on Foreign Relations in New York. "We simply need more of a presence there."
NATO member Iceland raised eyebrows after its 2008 financial implosion when it approached Russia for a bailout, prompting suggestions it might be willing to offer use of a former US airbase and port facilities to Moscow.
Ultimately, it turned instead to the International Monetary Fund and European Union. But similar questions were raised again last year after a Chinese businessman offered to buy a large area of rural Iceland for what he said was a leisure project and golf course.
"I see the Arctic as ultimately more of a venue for cooperation than confrontation," says Christian le Miere, senior fellow for maritime affairs at London's International Institute for Strategic Studies. "China, Northern Europe, Russia will all benefit in particular from the new sea routes. The only real losers will be countries much further south that cannot take advantage."
(Peter Apps is a political risk correspondent for Reuters)