The Economic Effectiveness of the Construction of Pioneering Railroads in Newly Developed Areas (as illustrated by the Lena Railroad)

The author analyzes the economic benefit derived from the construction of the Lena Railroad in terms of savings of transport costs compared with previous transport routes and in terms of the contribution made to the national economy by the development and settlement of the area served by the railroad.     

Transport Development of the Middle Ob'oil District

Two basic alternative transport systems are analyzed for the new oil-producing district along the Middle Ob'valley in West Siberia. One is the construction of a railroad parallel to the Ob' River; the other is the use of the waterway itself. Comparative cost analysis suggests that the railroad would be economical only for very large traffic volumes, not expectable in the foreseeable future. By 1980–1985, expected freight flows may justify construction of the western section of the proposed railroad in the oil district itself. Instead of an eastward extension, the author advocates a continuation toward the rich gas and possibly oil prospects in the northern part of the West Siberian plain, and ultimately to Noril'sk. The paper was published before the Soviet Union announced, in early 1970, that the accelerated development of the oil district required construction of the western section of the Ob'valley railroad in the 1970s.     

THE BAYKAL-AMUR MAINLINE A MAJOR NATIONAL CONSTRUCTION PROJECT

A Soviet planning official discusses planning for the BAM project, a major new railroad to be completed by 1982 in East Siberia and the Soviet Far East. The construction of a well equipped rail line, supplied with specially designed tank-cars unit trains, was found to be more economical than the construction of an ordinary railroad, needed for resource development north of the present Trans-Siberian, and of a separate oil pipeline from West Siberia's oil fields across Siberia to Far Eastern refineries and tanker export terminals. Under the decision taken by the Soviet planning authorities, crude oil will move by pipeline from the West Siberian fields to Tayshet, where it will be trans-shipped to tank-car trains taking the oil to Urgal. There it will be transferred again to pipelines for transmission to refineries and port terminals. [See also Soviet Geography, November 1974, pp. 587–590; map, p. 588.]     

The Role of the Eastern Regions in the Economy of the USSR

The economic development of the eastern regions, including Siberia and the Far East, Kazakhstan and Central Asia, has been hampered by manpower shortages (except in Central Asia) and the high cost of construction. However the generally more favorable conditions for resource development are viewed as a sound basis for further industrialization of the Eastern regions, focusing on fossil fuels and electric power and on industries consuming large amounts of fuel and power (nonferrous and ferrous metals, some chemicals, and forest products). In view of the need for integrated regional development, primary resource-based industries should be supplemented by some manufacturing, particularly heavy machinery industries and pulp and paper. Savings in construction could be achieved by investing in territorial-production complexes with interrelated industries and common engineering and transport systems.     

Selection of an Optimal Form of Surface Transportation in the Northeast of the USSR

The author presents a methodology for determining the economical use areas of trucking narrow- and broad-gauge railroad transport in remote areas of the USSR where construction and operating costs are far above the national average. He presents a graph of economical areas of application of the various forms of transport, based on expected traffic volumes and average lengths of haul. Specific cases of poor transport planning are analyzed.     

SOME DATA ON CHANGES IN TRANSPORT ACCESSIBILITY OF EAST SIBERIA AND THE SOVIET FAR EAST IN CONNECTION WITH CONSTRUCTION OF THE BAM

The impact of the Baikal-Amur Mainline on accessibility to resource sites in East Siberia and the Soviet Far East is measured. At the present time, a little more than one-half of the developed southern portion of the region lies within 200 km of the Trans-Siberian. As a result of the construction of the BAM, nearly 75 percent of the area will be within 200 km of the nearest railroad. The gains in distance to the nearest railroad are mapped, and show a maximum gain (of 420–450 km) in an area northeast of the northern tip of Lake Baikal. Although the BAM, because of difficult terrain, is still distinguished by a high coefficient of sinuosity (compared with the great-circle distance), it does represent a gain over the present distance from the Pacific coast to points west of Lake Baikal.     

Problems of Transport Development of the West Siberian Plain in Conjunction with the Formation of a new Economic Complex in its Territory

A transportation model of the West Siberian plain is based on a division of the region into subregions, and estimates of expected traffic requirements among these subregions. Arguments for and against the construction of railroads, as opposed to waterways and highways, as the basic means of transport are presented. The Tyumen'-Surgut railroad, now under construction, is viewed as the optimal initial approach to the region's transport development. Future alternative rail lines are outlined.     

Geographical Aspects and Problems of the Industrialization of Siberia

A review of past industrialization of Siberia and future plans, discussed in terms of three basic zones: (1) the developed belt along the Trans-Siberian Railroad; (2) the southern margins of the tayga immediately to the north of the railroad, and (3) valuable mineral sites selectively developed in the rest of Siberia. Individual industrial nodes are listed and developmental problems outlined.     

THE BAYKAL-AMUR MAINLINE RAILROAD: ITS AREA OF INFLUENCE AND ITS PROJECTED FREIGHT FLOWS

The idea of building the Baykal-Amur Mainline, running through East Siberia to the north of, and parallel to, the Trans-Siberian Railroad, first arose in 1932. Initial surveys of an alignment were completed in 1944, and the western and eastern extremities of the BAM were completed by the early 1950s. Surveys along the BAM route resumed in 1967 with renewed interest in a railroad that would open up new Siberian resource sites for export through Pacific seaports. After completion of the BAM, scheduled for 1983, freight traffic will consist mainly of West Siberian crude oil moving to refineries and ports of the Soviet Far East (70 to 75 percent of freight movements in ton-kilometers) followed by timber (10 to 18 percent). Coking coal from southern Yakutia to the Pacific coast for export to Japan will also be significant freight item. Eastbound freight movements will greatly exceed westbound traffic. [A previous article on the BAM appeared in Soviet Geography, April 1975.]     

Engineering-Geomorphology Characteristics and Regionalization of the Main River Valleys of Siberia in Connection with Hydroelectric Power Development

A geomorphic regionalization of the main river valleys of Siberia is proposed for purposes of selecting potential sites for hydroelectric power stations. The regionalization is based on geomorphic features that relate to the stability of dams and to construction conditions: valley morphology; composition and thickness of sediments; geological structure and properties of dam-foundation rocks; permafrost and slope processes; seismic activity; local availability of building materials. Six basic regions are distinguished: mountains, plains, the intermediate piedmont, trap plateau, stratified plateau, tableland. Potential dam sites are listed for each major region together with projects that have been completed or are in progress.     

THE BAM AND THE ECONOMIC DEVELOPMENT OF THE SOVIET FAR EAST

The construction of the Baykal-Amur Mainline, which began in 1974 and is scheduled to be completed in 1983, is expected to have a profound impact on the economy of the Soviet Far East, whose development has long lagged because of lack of transport access to regional resources. The BAM is expected to foster the development of new industries, such as coal and steel, oil and gas, hydropower, metal fabrication and chemicals, and stimulate the expansion of traditional activities, such as gold and tin mining, fisheries and forest products. The BAM is also expected to play a key role in expanding trade between the Soviet Far East and the countries of the Pacific basin and the Indian Ocean. In light of the complex aspects of the BAM project, it is suggested that integrated planning procedures encompass not only the transport aspects of the project, but all economic activities to be generated as a result of the construction of the new railroad. In view of the labor shortage, a high level of labor-saving technology is recommended. Concern for the local environment is expressed in view of the extensive construction activities in permafrost. (Previous articles on the BAM appeared in Soviet Geography, April and October 1975.)     

The Use of Adobe in the Mormon Cultural Region

The distinctiveness of the Mormon culture region has been described by several authors. One of the items which contributes to this distinctiveness was the widespread use of adobe (sun-dried brick) in relic buildings in the region. The process of adobe making was diffused from Spanish settlements in the American Southwest, and highly modifed by the Mormon builders in the Great Basin. Adobe was initially used in almost all forms of construction because of limited timber for construction and fuel to kiln-dry bricks. Advent of the railroad prompted construction of lines to open coal mines providing a cheap fuel for brickmaking. With low-cost kiln-dried brick, adobe was rapidly replaced as a building material. Thousands of the original adobe structures still remain, however, and constitute an important element in the landscape of the region. Existing adobe structures are normally plastered over, but the distinctive architectural styles associated with the period when most were constructed make them easily recognizable.     

RESEARCH IN PROGRESS IN SCANDINAVIA

The authors quantitatively analyze the effect of railroad construction on agricultural land values in the often overlooked, agriculturally oriented, trans-Mississippi West. This region is unique in American history in that, at the end of the nineteenth century, the railroad itself preceded widespread settlement. Using a hedonic model, they show that railroad transport increased agricultural land values in this region by more than 20 percent, which had a larger impact than recent studies have found for other regions. Moreover, the authors found that the addition of a railroad to a county significantly increased its growth in land values. This finding is contrary to that of existing studies. Finally, the authors show statistically that the railroad and land values were not endogenously determined, lending credibility to the causality of the results presented in their hedonic and growth models. These results indicate a valuable alternative approach to use in the historical analysis of transportation infrastructure and its impact on land prices.     

Water,Geopolitics, and Economic Development in the Conceptualization of a Region

Two U.S.-based geographers outline three dimensions (geopolitical, economical, and biophysical) used to define the basin of the Mekong River as a region, which reveal multi-scalar water governance policies and discourses that lie at the core of current challenges and tensions within the basin. Drawing on their extensive knowledge and fieldwork, the authors demonstrate that processes integral to the framing of the Mekong as a region of economic integration and international cooperation (water resource development through construction of large dams) conflict sharply with the functioning of the Mekong as a region of highly connected biophysical processes. The approach utilized in the paper can be applied to the study of other transboundary river-basin regions in Eurasia and elsewhere facing similar contradictions among the geopolitical, economic, and biophysical dimensions used to define them. By focusing on a region as constructed simultaneously through multiple social and biophysical processes, the authors contribute to current debates within geography and related fields on the nature of regions.     

The Distribution of Lakes in the Northern Part of Western Siberia and the Inherited Development of Structures in the Recent Tectonic Stage

Lake cover in the northern part of Western Siberia is correlated with recent crustal movements. A high concentration of lakes is found to be associated with downwarps and a low lake-cover index with the crests of positive structures. Lake-cover maps can thus be used to predict the presence of structures in the sedimentary mantle of the West Siberian plain as an aid in oil and gas prospecting. If the median of the frequency distribution of lakes is assumed to be the relative zero level of differential crustal movements in a particular region, the deciles for the distribution can be converted into a numerical scale suggesting the relative positive and negative movements in the neotectonic framework. The intensity and direction of these movements, as derived from lake-cover analysis, may serve as an additional aid in prospecting for oil and gas.     

Changes in Wildlife Populations in the Sos'va Section of the Ob'basin as a Result of Human Activity in the Tayga

The impact of the penetration of the lumbering industry on the beaver and sable population of the Konda-Sos'va region of Western Siberia is analyzed. The development of the industry along the newly built Ivdel'-Ob' railroad, the increasing cut-over area, frequent forest fires and the expansion of populated settlements have led to excessive trapping and poaching among the local beaver and sable populations. Because of their limited reproductive capacity, the two species are threatened with extinction unless the present hunting prohibition in the area can be enforced. A useful step, in the author's view, would be the restoration of the Konda-Sos'va reserve, which was abolished in 1951 before the penetration of human activities into the region.     

The Forest Products Industry,A Specialized Activity of the Sos'va Valley Section of the Ob' Basin

The construction of the Ivdel'—Ob' railroad has opened up the rich timber resources of the Sos'va section of the Ob' River basin. Fifteen logging centers are in operation along the rail line, shipping 3.5 million cubic meters of timber, mainly as roundwood. Selective logging practices used at the present time tend to deplete timber reserves more rapidly than planned. To preserve the Sos'va region as a long-term supplier of timber for the industrial regions of the USSR, sound forest management is recommended, including multipurpose utilization of felled timber and reforestation. The forest products industry will be more economical if about 70 percent of the felled timber is converted into marketable wood products in major mill complexes planned for the region, leaving 30 percent for shipment as roundwood (pitprops, pulpwood, shipbuilding timber). The proposed Lower Ob' hydroelectric power project, even with the lower normal headwater surface now under consideration, would prevent economic development of the region by flooding valuable resource lands.     

Water-Transport Problems of Central Asia in Connection with Water-Management Projects on the Amudarya and the Karakum Canal

The economics of Central Asian transportation are such that railroads are more economical than waterways if they run parallel, but water transport is considerably more economical than motor transport in the absence of railroads. This explains why shipping was never significant along the Syrdarya, one of the two major streams of Central Asia, which has been paralleled by a railroad (from Orenburg to Tashkent) since 1906. The situation was different in the case of the Amudarya, which was paralleled by a railroad in its lower reaches only since 1955. The significance of shipping on the Aral Sea is declining rapidly as more water is being withdrawn from its tributary streams for irrigation and the sea level is dropping. The author sees a future for water transportation on a southern east-west route made up by the upper reaches of the Amudarya and the Karakum Canal. However, such a route would require considerably additional capital investment on the canal to make it accessible to larger barges.     

THE BAYKAL-AMUR MAINLINE AND THE INTEGRATED ECONOMIC DEVELOPMENT OF THE EASTERN REGIONS OF THE USSR

The construction of the BAM is viewed as serving two purposes: one, the development of new resource sites for export through Soviet Pacific ports, particularly to Japan; second, the accelerated development of new parts of East Siberia and the Far East, serving ultimately as a bridgehead for further advance toward the Northeast. Key resource areas to be given priority in development are the Neryungri coking-coal basin of South Yakutia, for export to Japan; the Udokan copper deposit, and the Molodezhnoye asbestos deposit. Because of the harsh environment, it is unlikely that any processing activities beyond mineral concentration and forest products industries will be located in the BAM zone, at least in the early stages of development. Food supply for the growing population will be largely dependent on hauls of bread and feed grains from southern portions of West Siberia and vegetables from as far away as Central Asia. Future territorial production complexes along the BAM are tentatively outlined.