SOVIET ASIAN-PACIFIC TRADE AND THE REGIONAL DEVELOPMENT OF THE SOVIET FAR EAST

During the 1970s and early 1980s it was generally accepted, by both Soviet and Western specialists, that in the Soviet Far East the expansion of exports to the nations of the Pacific Basin offered a solution to the region's economic problems. However, recent policy statements suggest the rejection of this export-led development strategy. This study examines the changing structure and dynamics of Soviet trade with the Asian-Pacific region. At present, for a combination of economic and political reasons, Soviet trade with the Asian-Pacific region is dominated by exports of machinery and equipment and petroleum to the socialist nations of the region, inasmuch as Japanese demand for Soviet natural resources is stagnant. Therefore, because of the resource orientation of the Far Eastern economy, contemporary trade relations do not favor the expansion of the Soviet Far Eastern export base. Consequently, the future role of the region in the national economic system will be determined largely by the availability of domestic capital investment funds.     

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.)     

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.     

A SUMMARY OF THE GLASGOW CONFERENCE ON SOVIET ENVIRONMENTAL POLICIES AND PRACTICES

A meeting of the Advisory Panel on a major research project entitled “Soviet Environmental Policies and Practices: Most Critical Investment Priorities” was convened in Glasgow, Scotland on March 12 and 13, 1988. More than a dozen specialists from Britain, West Germany, and the United States participated. The meeting was hosted by the Institute of Soviet and East European Studies of Glasgow University. The results are summarized below.     

REPLY TO THE SOVIET REVIEW OF RADICAL GEOGRAPHY

A Norwegian geographer and Deputy Head of the International Northern Sea Route Programme (INSROP) Secretariat surveys past, present, and potential future Northern Sea Route (NSR) cargo flows. The route's economic potential and importance, both as an international transit route and as a transport corridor to and from the Russian Arctic regions, are discussed. An overview of the main NSR infrastructure components (icebreakers, ice-class cargo vessels, ports) also is made, with estimates of future capacity. Based on the survey of future cargo potential, future infrastructure requirements are calculated and compared with estimated capacity in order to identify possible future bottlenecks for NSR operations. Journal of Economic Literature, Classification Numbers: L90, O18, R40. 1 figure, 4 tables, 76 references.     

PROBLEMS OF PASSENGER MOBILITY AND ROAD TRANSPORT IN THE SOUTHERN FAR EAST REGION

Dimensions of the road transport problem in the southern Far East Economic Region (Primorskiy Kray, Amur Oblast, and Khabarovsk Kray) are outlined and some of its social and economic impacts described (for example, the inadequate levels of services provision addressed in the preceding paper). Road connectivity and passenger mobility trends are analyzed before coverage shifts to more specific challenges confronting planners: the need to (a) separate inter-city from intra-city flows in cities along major transport corridors, (b) improve road surfaces, (c) reduce travel times and regulate seasonal fluctuations in service, and (d) provide a more favorable environment for growing private automobile use (translated by H. L. Haslett, Leamington Spa, UK).     

FROM GERMANY'S EAST PRUSSIA TO THE SOVIET UNION'S KALININGRAD OBLAST: A CASE OF SEQUENT OCCUPANCE

East Prussia, historically a German region, was divided between Poland and the Soviet Union at the end of World War II, with the northern, Soviet portion becoming Kaliningrad Oblast of the RSFSR. The author, who has long studied the transformation of the region as part of the Soviet Union, assesses the changes in administration, population and economy that have occurred.