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 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.     

THE NATURE OF THE MANPOWER PROBLEM IN THE DEVELOPMENT OF SIBERIA

The traditional picture of the economic development in Siberia presents a formidable obstacle in the form of a manpower deficit and high labor turnover. The official policy to combat this problem has been to give priority to the development of social and cultural amenities. Substantial changes in wage differentials and other economic and non-economic benefits seem to be a measure of the past. This article presents an overview of the situation and suggests that if any public policy is to be effective, it has to combine accelerated development in the social and cultural spheres and economic and noneconomic benefits as well. Furthermore, these measures have to be more differentiated regionally and among worker categories. Any such policy would require massive investment. The question is whether Soviet society can bear this huge burden in view of more immediate needs. Another question is whether the additional investment required would be compensated by a comparable increase in the productivity of labor. In view of substantial cost increases, capital productivity is likely to decline if not compensated by a change in the calculated prices on Siberian products, especially oil and gas, which seems doubtful in view of the present international situation.     

试论环渤海物流网络的形成与运作

在简述物流发展背景与研究现状的基础上,作者界定了物流网络的概念与研究地域的范围,并且分析了环渤海物流网络的构成。同时作者仔细探讨了环渤海物流网络的形成机制和运作模式,通过分析,作者认为网络轮廓-海陆地域形状、网络节点-城市、网络联线-运输通道、网络能量-区域经济和运作主体-物流企业等五个要素共同作用而形成了物流网络,其运作由运作模块、驱动模块和调控模块组成。最后作者提出了相应的发展对策。     

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.]     

清代新疆冰岭道建置考

冰岭道作为乾隆平回之后为屯田伊犁而设的首条官方台路,其重要性自不待言。然而,长期以来,学界对这一问题的研究却较为缺乏。近年来,虽有学者对冰岭道做了专门探讨,但对于此路最为重要且变化最为剧烈的建置初期的情形,却由于汉文史料的匮乏而论述简略,考证失实。有鉴于此,本文在吸收前人经验的基础上,充分利用满汉文史料,对冰岭道的建置情形进行了考察。首先,证实了冰岭道建置初期并非仅有两阶段,而是有着层次分明的三个阶段。其次,对三阶段中所设台站的兴废增减进行了梳理,并阐明其调整过程不仅反映了台站职能的变化,更体现了清廷对新疆统治思想的变迁。最后,考证出伊犁驻防建设初期,伊犁地区与外界沟通的官方台路仅有冰岭道一条。     

高速公路网络化的时空收敛效应研究--以河南省为例

本文利用定量方法,以系统的观点,通过应用通达性系数、连接率等衡量网络连接度指标,以河南省为例,对高速公路网络化发展及由此引起的时空收敛性进行了评价.结果显示,高速公路的发展要历经树状网络、回路网络和格状网络三个阶段,最终走向网络的高级化,同时高速公路网络化使区域的空间通达性得到整体提高,河南省高速公路网络化的结果是在形成了不同时间的交通圈的基础上,逐步形成以郑州为核心的核心圈、外围圈和辐射圈三个高速公路经济圈,改变了区域空间经济结构.     

BASIC TRENDS IN THE DEVELOPMENT OF THE FOREST INDUSTRY ALONG THE BAYKAL-AMUR MAINLINE

The zone served by the Baykal-Amur Mainline is expected ultimately to contribute roughly one-tenth of the Soviet Union's timber products, which would represent one-fourth to one-third of the freight traffic of the railroad in some segments. Total removals of roundwood are now roughly 15 million m³ in the zone to be served by the BAM, including 11 million in the inner zone (total Soviet roundwood removals now run 380–390 million m³ a year). In the foreseeable future, removals in the BAM zone are expected to reach 30 to 35 million m³, including 20 million in the inner zone. Projections for 10 logging districts suggest that most of the logging activities will be concentrated at the two extremities of the BAM—the Upper Lena district (34% of projected removals) and the Komsomol'sk district (39%). Timber processing complexes will also be concentrated in these two areas.     

ECONOMIC REGIONALIZATION OF THE EASTERN ZONE OF INFLUENCE OF THE BAIKAL-AMUR MAINLINE (CONCEPTUALIZATION AND METHOD)

Soviet geographers thus far have conceptualized regional development in the future BAM zone as a series of resource-based industrial complexes arrayed along the east-west mainline. An alternative regional design presented here involves a series of compensatory regional complexes in which a developed southern tier along the Trans-Siberian would be complemented by a resource-based northern tier along the BAM. A number of developed industrial centers along the Trans-Siberian that might serve as the bases for such south-north oriented regions are identified, along with transverse transportation routes linking segments of the Trans-Siberian and of the BAM within each of these proposed regional units.     

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.     

新经济下广州城市竞争力分析

本文评述了新经济及竞争力的研究进展,认为新经济下城市竞争力的系统研究尚不多见;分析了城市竞争力发展的阶段及驱动因素,参考硅谷的发展模式,总结了新经济下城市竞争力系统的要素组成,并受经济全球化、信息技术革命、创新精神等外界环境影响。文章具体构建了新经济下城市竞争力的评价指标体系,选取北京、上海、深圳为对比城市,对新经济下广州竞争力作了比较分析,并对新经济下广州城市竞争力的内部差异作了分析。文章最后对新经济下提高广州的竞争力提出了建议。     

THE PRESENT STATE AND TASKS OF COMPLEX MAPPING IN THE USSR

Recent developments in the Soviet Union's program of national thematic mapping and regional complex mapping are reviewed. A comprehensive mapping program along these lines, formulated in 1969 by GUGK, the government planning agency, has not been implemented. National thematic maps in the Soviet Union continue to be compiled by individual government agencies without coordination and without uniformity in legend and design, so that comparability is made difficult. The only thematic GUGK maps now being prepared are concerned with two long-term regional development programs in the Soviet Union–the rural development plan for the Nonchernozem zone of the European RSFSR and the construction of the Baykal-Amur Mainline (BAM) railroad in the Soviet Far East. The need for a comprehensive and coordinated program of national thematic maps and regional atlases or map series is once again stressed in connection with economic planning and environmental problems, and a program of continuously updated regional atlases, based on digital data banks, is proposed. Suggestions are also made for the coordination of thematic maps at the international level.     

中国城市的商业郊区化及研究迟缓发展探讨

随着城市人口郊区化、工业郊区化的发展,商业也就不可避免的有向郊区化发展的趋势,中国商业发展状况存在地区不平衡性,大城市商业发展情况较好,一些城市已开始有商业郊区化现象,但是目前商业郊区化的现象还很不明显,相对人口和工业郊区化而言比较迟缓。这与郊区化概念有一定影响外,更主要是因为商业本身的特征(包括发展机制、付租能力、业态多样性等)以及中国的国情等。本文首先回顾了中国商业郊区化的研究,得出商业郊区化的动力主要来自购买力的外移、交通的改善以及郊区地价和租金相对市区便宜等,并在分析商业网点布局的影响因素基础上,探讨城市商业网点布局发展的阶段特征以及阐述商业郊区化为什么在中国发展迟缓的原因。     

基于流域尺度的道路网空间组织特征及依赖性分析——以石羊河流域为例

以石羊河流域为研究区,在GIS理论方法指导下计算石羊河流域道路网密度,分析了道路网密度与人口密度、GDP密度之间的相关性,在此基础上,分析了石羊河流域道路网密度和道路网空间依赖-偏好指数分布及空间特征。结果表明:石羊河流域的道路网密度以金昌市、武威市为中心向外发散,道路网密度呈带状分布,从南部天祝县城延伸至金昌市金川区。石羊河流域社会经济发展对道路网的依赖性很强,其中超强依赖或超强偏好的乡镇有2个,强依赖或强偏好的乡镇有28个,中等依赖或中等偏好的乡镇有44个,较弱依赖或较弱偏好的乡镇有24个,弱依赖或弱偏好的乡镇只有7个;道路网依赖-偏好指数空间分布差异大,变化明显。     

Valuing different road options for Stonehenge

Abstract

Stonehenge in the UK is one of the best-known and most important archaeological sites in the world. Unfortunately the site suffers considerable intrusion in the form of two busy roads which pass close by on either side of the stone circle, which provide an ‘excellent’ view of the site in its landscape. It is not a priori certain that closing one road and burying the other, as was proposed by those charged with managing the site, would actually improve social welfare.

A contingent valuation survey was undertaken, in which willingness to pay for the construction of a two kilometre tunnel for the A303 road where it passes Stonehenge, along with the closure and dismantling of the A344 road, was contrasted with willingness to pay to retain the current road layout. The survey was reinforced by means of computer-enhanced photographs and maps. The results of the survey indicate that while most respondents would prefer to retain the current scenario, most are not willing to pay to do this. Those who prefer the. construction of the tunnel seem far more financially committed. The net heritage benefit arising from the construction of the tunnel turns out to be £114 million.     

基于旅游产品差异化的欠发达地区旅游合作研究

区域旅游合作可打破地域壁垒,合理配置和利用旅游资源,以丰富合理的旅游产品供给满足旅游市场多样化需求,获得合作区域旅游发展的双赢。欠发达地区在生产要素如资金、设施、信息、人才、市场、营销和交通区位条件等方面具有前天不足,在旅游产品差异化视角下进行区域旅游合作,建立基于价值网的区域旅游合作竞争关系,建构旅游合作系统,实施旅游合作并进行合作绩效评价,提高欠发达地区旅游产业竞争优势。     

西安市人地关系协调状态评价及动态预测

认识人地关系要素因果反馈联系和构建定量模型是进行城市协调状态评价的关键,以"关中-天水经济区"规划为背景,探讨大西安人地关系协调演进趋势具有现实意义。本文在突出表征城市环境因素对人地关系地域系统运行作用的基础上,优化指标体系,运用资源环境与经济社会发展函数构建复合人地关系协调发展度模型,对西部大开发以来研究区人地关系协调状态的等级与类型进行定量评价。在此基础上,通过灰色模型GM(1,1),预测2011-2020年研究区总人口与耕地面积的模拟值。分析发现:未来10年研究区的总人口年均增长13.99‰,耕地面积年均递减14.30‰,人多地狭的矛盾使生态安全将会受到严重挑战。     

LOCATIONAL FACTORS OF MACHINE MANUFACTURING IN THE SOVIET NORTH

Arguments are marshaled against the location of machine manufacturing in the North. The location of suppliers and the location of the market are viewed as negligible factors because machinery plants generally are supplied from a large number of sources and serve a highly dispersed market. The crucial element is said to be the issue of labor resources, particularly skilled labor, and the associated infrastructure that would be needed in the North. It is also pointed out that machine manufacturing is traditionally most cost-effective in large urban centers and in older industrial areas where it benefits from the so-called agglomerative effect of locational factors. It is recommended that metal-fabricating activities in the North be restricted to essential equipment repairs and overhauls and occasional manufacture of nonstandard equipment, with greater use of centralized supplies of spare parts. (For an opposed view, see V. P. Yevstigneyev in Soviet Geography, May 1976.)     

扎根理论视角下旅游非正式部门成长路径——以安徽西递古村为例

以安徽西递古村的旅游非正式部门为研究对象,运用扎根理论研究方法,通过聚焦编码、轴心编码、理论编码三步骤,分析案例地旅游非正式部门的成长路径。研究发现:1旅游非正式部门发展在符合生命周期基本理论基础上,具有新特色。随着阶段推进,主导影响因素由单一向多元转变,外部影响因素的作用力愈渐加强。2精英带动在旅游非正式部门发展起步阶段起主导作用并以粗放开发为特色;利益驱动下旅游非正式部门过度扩张使得同质竞争激烈化,经营边际收益减少;家庭结构与社区影响造成经营固化与惯性,社会政策带来经营萎缩,经营者试图通过寻租及名望身份赋加的形式改变困境,增强对经济之外的其他诉求(如名望、人际),促进了旅游非正式部门对自我身份重新审视与再定位。3社区力量在市场饱和后以隐性道德伦理手段维持既有市场结构平衡状态,成为市场竞争调控手段新补充。     

风景区旅游业发展模式的探讨——兼论旅游城镇的布局与发展

基于"旅游业的发展过程在一定意义上可以说是旅游业与区域经济联系不断增强的过程"这一认识,作者提出了风景区旅游业的发展模式,认为风景区发展呈现出明显的阶段性特征,其中包括资源导向型阶段、生产导向型阶段和信息导向型阶段。在此过程中,旅游业由风景区到城镇到区域,资源的开发由单项到多项到综合,区域经济文化的发展由点到面,是一动态的发展过程。
作者认为,旅游城镇的布局与发展,必须谋求空间节约与风景生态环境保护的统一,在风景区旅游业发展的不同阶段,旅游城镇的发展也呈现出不同的特征。