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.     

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.]     

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.     

东北地区资源性城市接续产业的选择

东北地区资源性城市接续产业的发展是东北老工业基地改造的重要内容之一。本文分析了东北地区资源性城市的发展历程和产业现状,指出了资源性城市接续产业发展的必要性和迫切性。然后,讨论了接续产业的选择依据。在此基础上,对东北地区资源性城市进行分类,并研究了不同类型资源性城市接续产业的选择。     

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 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.     

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 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 SHAPES OF MOSCOW OBLAST CITIES

An analysis of the shapes of cities in the Moscow region finds that the linear, elongated form tends to predominate over the compact. City layout often derives from the arrangement of the axes of development. In many Moscow Oblast cities, these axes are the transport corridors radiating out of Moscow, and the corridors, often made up of parallel railroad, highway and river, account for the pronounced elongation of city shapes. From a historical perspective, linearity developed mainly in the last 50 to 60 years as new industrial plants and housing developments sprang up along the transport corridors. The author cautions against unhindered development of linearity since it may ultimately produce continuously urbanized belts along the major transport corridors radiating out of Moscow. Such a development is viewed as undesirable from the standpoint of regional planning because it would obliterate recreational facilities, which are now situated mainly along these transport routes.     

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.     

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.]     

资源型地区工业化与城市化的偏差与整合——以山西省为例

中国及各地区普遍存在工业化与城市化偏差现象,资源型地区的偏差尤为严重,主要表现为水平与结构偏差,质量、速度、效率偏差。其成因主要在于工业布局与城市、城镇分布的偏离,单一的嵌入式的资源开发模式与城市化的偏离,生产、社会组织方式与城市化的偏离。这几方面的偏离,通过影响流动、集聚、创新三个基本要素的相互作用,打破了工业化与城市化关系演进中的动力与传导机制,进而形成二者之间的严重偏差。针对资源型经济的特点,文中提出工业化与城市化整合发展的思路与对策。     

苏北沿运河地区绿色产业发展战略研究

本文在绿色产业成为全球产业发展热点的背景下,提出在江苏省北部沿运河地区适宜重点发展绿色产业。首先分析了苏北沿运河地区发展绿色产业的支撑条件,进而提出了苏北沿运河地区绿色产业发展战略,确定了绿色产业发展方向、发展模式和发展重点。发展战略中重点分析绿色产业选择方法和提出绿色产业发展的空间组织模式、产业循环模式和经营管理模式,并指出沿运河地区绿色产业发展的重点,这对明确绿色产业发展方向,形成苏北沿运河地区特色的绿色产业品牌,培育区域发展优势,打造苏北沿运河地区绿色产业发展新形象有着重要的意义。     

ECONOMIC-GEOGRAPHIC PECULIARITIES OF FORMATION OF THE INDUSTRIAL-TERRITORIAL COMPLEXES OF UNION REPUBLICS

Differences in industrial development of the Soviet union republics are found to persist, and the basic factors are analyzed. The presence of a skilled labor force is an important factor in insuring a high level of industrial output per capita and a high rate of return on capital. However, the distribution of labor-intensive industries does not always conform to the availability of labor resources. Such industries have reached a high level in the Baltic republics, where the reproduction rate is low and additional labor must be brought in from the outside, and they have not been fostered in Central Asia, where the rate of natural increase is high. The emphasis on resource-based industries that is characteristic of some republics (oil and gas in Azerbaydzhan and Turkmenia, nonferrous metals in Kazakhstan, etc.) is usually associated with a high level of fixed assets (capital intensity) and a low rate of return as well as low levels of industrial output per capita.     

资源型城市生命周期优化调控潜力测评

近年来我国不少资源型城市出现了生态环境急剧恶化、主导资源濒临枯竭和经济持续衰退等一系列重大问题,解决这些问题正成为推动资源型城市可持续发展的关键。本研究基于生命周期理论,分析了城市生命周期,构建资源型城市生命周期优化调控理论模型,采用AHP层次分析法与德尔菲法,构建了资源型城市优化调控潜力测评指标体系。并以我国典型资源型城市大庆为例,测评了其生命周期优化调控潜力。测评结果表明,目前大庆市生命周期正处于优化转型阶段,具有较强的优化调控潜力。最后,从提升发展理念、发展基础、主导动力、核心功能与保障能力等五个方面构建了大庆市生命周期优化调控潜力的提升机制。     

基于重化工业发展的珠江三角洲工业空间结构演变研究

本文在对改革开放以来珠江三角洲工业空间现状特征细致分析的基础上,探讨了重化工业空间的一般特征及基于重化工业发展的珠三角工业空间结构演变。结果表明,珠三角重化工业发展的空间结构效应主要表现为形成工业空间集聚的新要素;大城市工业核心功能更加突出,工业发展空间分异日益显著;形成新的地方性工业节点以及临海工业空间逐步形成,并从促进珠三角区域经济、空间协调发展的角度提出了几点建议。     

苏北运河经济带构建的初步研究

沿江沿河地区的发展一直是国内外地理与规划学所关注的重点和热点。对于经济落后地区而言,沿江沿河的开发更是振兴经济的有效手段。本文从GDP增长率、产业结构变化等方面,分析了苏北运河沿河地区的经济发展状况,指出了构建苏北运河经济带的必要性和可行性,进而提出了构建苏北运河经济带的设想,从开发模式、重点产业和空间结构等方面进行了分析,这对苏北运河地区资源环境、社会、经济等的发展有着重要的指导意义。     

区域产业结构演变的城市化响应机理研究

区域产业结构演变城市化响应的研究作为地理学新的研究领域,已经越来越成为理论界和学术界研究的热点。本文对产业结构演变城市化响应的内涵进行了界定,从产业结构演变城市化响应过程、强度、形态、机制以及变化趋势等几个方面系统分析了区域产业结构演变的城市化响应机理,并建立起理论体系,以期为区域产业结构与城市化的研究开拓新的研究视角。     

沿海铁路建设与苏北鲁南地区的发展

交通条件的改善对支撑区域经济发展和构建最优的空间结构起着重要的作用,其中各种交通方式的优化组合和区域发展主轴线的构建对驱动区域经济的快速发展更有着决定性的意义。本文以苏北和鲁南地区为例,借沿海铁路建设带来的发展契机,通过对该地区交通网络演变规律和发展现状的分析,探讨了当前制约该地区发展的关键因素,并结合空间结构理论,给出了促进该地区经济发展的具体思路。     

中国资源型城市的演化特征与趋势探析

本文在追溯中国资源型城市发展历史背景的基础上,选取1952、1984、1990和2004年四个时段我国届存的资源型城市,从城市数量、类别和空间格局的变化,比较系统地揭示了我国资源型城市演化的特征与规律,并剖析了其形成的根源;进而,对我国资源型城市的未来发展趋势作了探讨,为进一步研究资源型城市发展机制和调控措施等奠定基础。