Regional Peculiarities in the Formation of Industrial Nodes in the Middle Ob' Region

Limiting environmental conditions in the construction of industrial nodes in the new oil district of the Middle Ob' are the rigorous climate, extensive swamp cover and absence of ground transportation. These adverse factors are compensated to some extent by the shallow depth of oil deposits, favorable geology and the availability of groundwater that can be injected to maintain oil-reservoir pressures. The basic problems in the development of the oil district are the shortage of housing, services and local foodproducts and consumer goods as well as the high cost of construction of transport routes. Greater investment in services is urged to help reduce the high turnover of labor as migrants are reluctant to settle permanently in the region.     

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 Role of River Transport in the Development and Location of Productive Forces in the Eastern Regions of the USSR

A basin-by-basin survey of water-borne freight movements in Siberia. The Ob'-Irtysh basin has gained in significance with the development of its oil and gas resources, and further expansion of water transport depends mainly on construction of additional cargo-handling facilities. In the Yenisey basin, the construction of large hydroelectric dams tends to provide an important deep-water route between Lake Baykal and the sea, but no ship locks are being provided in most of the dams. The importance of the Lena basin has been enhanced since 1951 by the construction of the Tayshet-Lena railroad, providing direct access to the upper Lena from the Trans-Siberian main line. Cargo destined for the north coast of Siberia now moves increasingly through the Lena basin instead of over the Northern Sea Route. The Amur River continues to play an important transport role (especially for lumber and coal movements) even though large segments of the stream are paralleled by the railroad.     

The Transport Industry in the West and East Zones of the USSR

The levels of development of production and transportation are compared for the western and eastern zones of the USSR. The low density of the transport net in the East, combined with the high cost of transport construction and a manpower shortage, tends to favor the development of large industrial complexes within limited areas making use of the zone's unique natural resource base. Such areally concentrated development would reduce the need for local transport systems and make more investment available for the more efficient mainline routes. The western zone, with its virtually continuous economic development and denser transport net, favors a more uniform location of production and the increasing location of industry in small and middle-size cities, which would ease the load on heavily used mainline transport routes and make greater use of local forms of transportation, including motor freight.     

The Distribution of Population and Related Indicators in Long-Term Planning of Passenger Traffic

A methodology in described to forecast the “passenger intensity” of population centers and economic regions or subregions, expressed as the ratio of passenger departures to total population. Intra-regional passenger intensity in found to be closely related to income levels and to availability of a transport net. A greater complexity of factors dictates the passenger-forming role of economic regions in inter-regional traffic.     

World City Network Integration in the Eurasian Realm

A team of authors from the Globalization and World Cities (GaWC) research network explores the main empirical features of the global economic integration of Eurasia through an analysis of the (shifting) position of that macroregion's key cities. More specifically, they examine the gateway roles played by key cities in four major subregions—China, the former Eastern Bloc (FEB, i.e., Central and Eastern Europe), former Soviet Union (FSU), and India—in the channeling of transnational flows of capital, goods, knowledge, and people in 2000-2008, focusing on the globalization of firms in the financial and business service sectors. Although cities in the four subregions share a common recent history of transition from closed and state-centered to open and market-based economies, the study reveals the persistence of distinctive geographical idiosyncrasies in their connections across the globe. Journal of Economic Literature, Classification Numbers: F020, F200, O180, P300. 4 figures, 3 tables, 1 appendix, 39 references.     

Identity,social interaction,and networks in the region of Wisconsin’s Holyland

ABSTRACT

This paper focuses on how a sense of identity, social interaction, and networks contribute to the construction and maintenance of regions. Using Wisconsin’s Holyland as a case study, we conducted fieldwork, collected primary data from residents through a survey, and utilized social network analysis (SNA) to determine how it is defined as a vernacular and functional region. While there appeared to be consensus regarding the key defining characteristics of Wisconsin’s Holyland on the surface, our data analysis revealed contrasting perceptions and definitions of the region. In addition, a SNA of self-reported social interactions by residents highlighted a complex cultural geography through the appearance of subregions and expanded borders of the region overall.     

BASIC PROBLEMS IN THE STAGE-BY-STAGE DEVELOPMENT OF THE TRANSPORT NET IN THE ZONE OF THE BAIKAL-AMUR MAINLINE

The evolution of the transport net within the BAM zone is examined in terms of three development stages. The first stage will involve the construction of the initial framework of the future transport net; aside from the BAM itself, it is recommended that consideration be given to the construction of a permanent motor road instead of the temporary construction road now envisaged. The second stage, in the author's view, should include the start of an extension of the Little BAM northward toward Yakutsk, as well as an oil pipeline (the author does not agree with the view that the BAM would replace earlier plans for a Trans-Siberian pipeline). The third stage would include a gas pipeline from the Yakutian fields to the coast; it is recommended that the gas line follow the alignment of the new railroads. No specific time frame is attached to the proposed three development stages.     

Tracks Across the Irwell: From the Liverpool & Manchester Railway to the Ordsall Chord

ABSTRACT

Archaeological excavations and built heritage recording has been undertaken by Salford Archaeology (based within the Centre for Applied Archaeology, University of Salford) during the construction of a new rail link across the River Irwell between Manchester and Salford, known as the ‘Ordsall Chord’. The new bridge links existing lines of historic importance, and also crosses the extant remains of the world’s first passenger steam railway, the Liverpool & Manchester Railway, being carried over the Grade I designated ‘Stephenson's Bridge’ at approximately deck level. Six further Grade II designated structures were also affected by the scheme, as were the below-ground remains of a dye works that predated the opening of the railway in the 1830s, and a large livestock market that grew adjacent to the improved transport infrastructure provided by the rail network. This paper discusses the archaeological work undertaken on this important early transport hub during the construction programme in 2015–18.     

China's regional policies: how much hegemony?1

China is commonly assumed to be seeking hegemony in its region. Yet China's region involves it in relationships with major states with their own hegemonic or leadership interests—the US, Russia, Japan and India. This article examines each of China's regional relationships in terms of the prime interests of China's foreign policy framework. It concludes that it is important to distinguish between hegemonic capabilities and intentions: that while China will want to extend its influence as a regional power, its capability to do that will continue to grow in each of its subregions, its ability to exercise that power and influence will be limited. In the past its efforts have been largely to seek secure borders and economic opportunities and that for some years those objectives, together with energy security, are likely to remain the priority.     

A road,a disappearing river and fragile connectivity in Sino-Inner Asian borderlands

In 2013, President Xi Jinping formulated China's vision of Eurasian connectivity: The Silk Road Economic Belt. The strategy envisages the construction of infrastructure networks that will enmesh the Eurasian continent and form an interconnected space of exchange. Since the plan was announced, the Economic Belt has attracted much academic and media attention in terms of the infrastructure being built and its future potentialities. At the same time, questions about the sustainability of this infrastructure in a dynamic Sino–Inner Asian borderland, with its highly fluid terrain and socio-political geography, have been virtually absent from the debate.The inevitable decay, maintenance and social ambiguity surrounding transport infrastructure lack the appeal associated with new construction projects; yet, discussing them is crucial in the context of mega initiatives such as the Economic Belt. It is important to bring it back ‘down to the ground’ and into more mundane terms. By zooming in on a single desert road in northwest China that has been designated as a crucial conduit in the westward arc of the Economic Belt, this article draws attention to the social complexity and ecological vulnerability of transport infrastructure in the Sino–Inner Asian borderlands. At one scale, this infrastructure is part of China's vision of globalization; at another scale, however, it is firmly embedded in local contexts. By pushing the political, ecological and material complexity of road maintenance to the centre of our inquiry, the article offers a new perspective on the current construction boom and its sustainability.     

In defence of the Indo-Pacific: Australia's new strategic map

The 2013 Australian Defence White Paper categorically termed Australia's zone of strategic interest the Indo-Pacific, the first time any government has defined its region this way. This raises questions about what the Indo-Pacific means, whether it is a coherent strategic system, the provenance of the concept and its implications for Asian security as well as Australian policy. Indo-Pacific Asia can best be understood as an expansive definition of a maritime super-region centred on South-East Asia, arising principally from the emergence of China and India as outward-looking trading states and strategic actors. It is a strategic system insofar as it involves the intersecting interests of key powers such as China, India and the USA, although the Indo-Pacific subregions will retain their own dynamics too. It suits Australia's two-ocean geography and expanding links with Asia, including India. The concept is, however, not limited to an Australian perspective and increasingly reflects US, Indian, Japanese and Indonesian ways of seeing the region. It also reflects China's expanding interests in the Indian Ocean, suggesting that the Chinese debate may shift towards partial acceptance of Indo-Pacific constructs alongside Asia-Pacific and East Asian ones, despite suspicions about its association with the US rebalance to Asia. Questions about Australia's ability to implement an effective Indo-Pacific strategy must account for force posture, alliance ties and defence diplomacy, as well as constraints on force structure and spending.     

Geographical Requisites in the Selection of Areas for Economic Development in the Middle Ob' District

Development potentialities of the Middle Ob' district are analyzed in terms of three natural areas. The well-drained terraces on the margins of the Ob' valley are found to be most suitable for town development. The left-bank area offers additional land for economic development, but the extensive swamp cover of the right bank imposes serious obstacles. Because of the southward orientation of the Middle Ob' oil district, it is recommended that priority be given to town development and transport routes on the left-bank margins of the Ob' valley. This is contrary to the present tendency of developing towns on the right-bank margins of the valley.     

Land Transport Reforms and the Economic Geography of the Northern Territory

Agreements at the special Premiers' Conferences in October 1990 and July 1991 removed Northern Territory Government control over the setting of heavy vehicle registration charges and arrangements for local roads funding on Aboriginal land. In relating the way in which the Northern Territory Government has traditionally administered these policy areas and reacted to the Premiers' Conference agreements, it is shown how land transport policy has been used to facilitate a preferred direction for development of the Territory's economic geography, namely, one in which costs to the private sector are subsidised and activities on privately-owned Aboriginal land are controlled. The agreements should result in a more equitable administration of land transport pol icy in the Territory. Changes to the administration of land transport reflect a broader shift in Australian Federal relations, in which the Commonwealth has sought greater national uniformity of transport policy. This has major implications for the future economic geography of the Northern Territory.     

Assessing the geotechnical component of road construction suitability across Australia

Given Australia's dispersed population distribution the construction and maintenance of transportation infrastructure is both essential and expensive. This paper presents a simple model for assessing geotechnical suitability for road construction across the continent, based upon the three major phases of road construction: earthworks, pavement construction and sealing. Data from the recently completed geotechnical landscape map of Australia have been used to operationalise the model at a national scale. The map was coded to the basic spatial units (modified local government areas) of the Australian Resources Information System, so forming an extensive geographic data base suited to a variety of national transport suitability assessments. As a demonstration, the road construction suitability model and the geotechnical data have been applied to the task of mapping the average suitability of each basic spatal unit in Australia for each of the three phases of road construction. The resulting maps provide a comprehensive overview of the instrinsic difficulty of providing roading throughout Australia.     

'Heart' and 'Wing', Nation and Diaspora: Gendered discourses in Singapore's regionalisation process

In this article the authors offer an analysis of Singapore's state-vaunted 'go-regional' policy as a case study to illustrate the argument that not only are the 'nation-state' and 'diaspora' structurally interdependent and embedded in the discursive frame of each other, but also that the way they interlock is shaped by particular gender ideologies and relations. In the same way as the state articulates nationalism by appealing to men and women as gendered subjects, the appropriation of transnational space as part of the regionalisation drive serves to extend and elaborate 'genderic modes of discourse'. Beyond state discourse, the authors examine individual and family strategies in straddling the gap between 'nation' and 'diaspora', between being at 'home' and 'away'. In arguing that the 'go-regional' policy is a pervasively masculine construction, the authors give specific attention to the way gender divisions of labour are transnationalised and further entrenched, the gendering of diasporic workplaces, and the construction of women-in-diaspora as 'moral wives'. The arguments are grounded mainly in research material garnered from in-depth interviews with Singaporean economic migrants (and non-migrants) to China.     

'Creating a Place to Belong': Girls' and Boys' Hut-building as a Site for Understanding Discourses on Childhood and Generational Relations in a Norwegian Community

The empirical focus of this article is children's huts as a particular place for constructions of identities and peer relations among children in a Norwegian local community. Building huts can be seen as children's construction of special places during childhood. Often these places are seen as secret places, reflecting a separate 'children's culture' developed within a particular microcosm. I argue that the social practices developed among girls and boys are related in complex ways to local cultural practices and the construction of gendered generational relations in the community. The title 'Creating a place to belong' refers not only to children's attachment to particular physical places, but also to children's place within a field of age-related as well as inter-generational relations.     

Historical Geography of Industry in the Cherepovets Country

The Cherepovets country has historically benefited from a favorable transport geography on the divide between major drainage basins. While the White Sea trade through Arkhangel'sk flourished, the region was situated at the intersection of south-north routes between Moscow and the White Sea and west-east routes between Novgorod and Vologda. After the rise of St. Petersburg, the economic-geographic situation of the region was reoriented toward the Baltic Sea. Industrial development in the region was fostered by the construction of the Tikhvin, Mariinsk and North Dvina waterways in the early 19th century. Metalworks and flour mills, based largely on long-haul raw materials, flourished in the first half of the 19th century. These industries declined when the construction of railroads deprived the region of its favorable transport situation on waterways, and lumbering, sawmills and paper and board production became the principal economic activities. Other industries that developed in the second half of the 19th century on a local raw-material base were glass works. In recent years the regional economy has been dominated by the huge modern iron and steel complex at Cherepovets.     

A Comparison of Simple Lattice Transport Networks for a Uniform Plain

The objective is to compare construction and transport costs for triangular, orthogonal, and hexagonal regular lattices as transport networks serving a uniform, unbounded plain. The lattices are standardized so that the average distance from the elementary area to the edge is the same for each. This standardization results in equal construction costs for the three networks; thus, the comparison can be made in terms of route factors, which favors the triangular lattice over the other two.     

Constructing Masculinity and Women's Fear in Public Space in Irvine,California

Fear in public spaces negatively impacts women's lives. Even when danger is low, the idea of women as endangered in public space endures—due, in part, to its centrality in the construction of gender identity for men and women. In this article, the author examines the construction of contemporary, masculine gender identities and men's perceptions of women as fearful and endangered in public space. Through interviews with 82 male students in Irvine, California, USA, the author examines how men's construction of masculine identities builds upon perceptions of women as fearful and endangered in Irvine public spaces. Though they regard Irvine as safe, men see women as vulnerable there. The author investigates this apparent inconsistency in light of men's performances of two masculine identities—the youthful 'badass' and the chivalrous man—which depend for their construction on opposition with women as fearful. Recommendations include suggestions for continued research on the spatial construction of masculine identities.