Transport accessibility problems of the isolated settlements in Russian European Arctic zone

Abstract

The article identifies and analyzes the list of settlements in the Russian European Arctic regions that are not provided with year-round ground transport accessibility with another territory, that is, are not included in regional and federal land transport networks. The year-round ground transport accessibility concept is introduced as the availability of a year-round transport connection with the core federal highways network on hard-surface roads providing year-round operation along the entire length, or by rail, with possible transfers (congestion) between roads and by rail. A database and GIS of this settlements category are compiled; a quantitative assessment of the resident population living number in them is given. Quantitative estimates indicate an extreme unevenness between the settlements number in the existing Russian European Arctic settlement network and the distribution of their population. The features of the internal Arctic regions transport systems are identified and analyzed from their optimization point of view taking into account the isolated settlements presence. Based on the study, recommendations on specific problems of the island and other isolated territories development, including the use of “local” transport modes, transport and pedestrian infrastructure are formulated.

Assessment of the Impacts of Climate Change on the Russian Arctic Economy (including the Energy Industry)

“…For the Arctic regions that specialize in transport functions, climate dividends could correspond to those regions with a predominance of transit functions. These regions concentrate a large number of transport infrastructures and vehicles, specifically the Murmansk and Arkhangelsk Oblasts and the Karelia Republic [17].…”

“…Some examples of the positive economic effects of climate change include: a reduction in construction costs due to thawed soils; cheaper passenger and cargo transportation, geological exploration and production; an increase in the duration of the navigation period through Arctic rivers and seas (including the Northern Sea Route); a reduction in energy consumption for the life support of those living in the Arctic regions; an expansion of areas for agriculture and forestry, etc. [16,17]. The negative economic effects of climate change are firstly associated with the increased activation of natural hazards and the additional costs for the corresponding prevention and elimination measures [18].…”

The Value Of Buildings And Structures For Permafrost Damage Prediction: The Case Of Eastern Russian Arctic

“…On the other hand, the damage caused to the fixed assets of commercial companies localized in the Russian Arctic will cause indirect damage from permafrost thawing in regions located often far beyond the permafrost zone, which will undoubtedly entail negative multiplier effects spreading throughout the country. In the context of such negative scenario, the possibility of implementing the state course for the priority Arctic socio-economic development as a special geostrategic territory (Pankratov et al 2020(Pankratov et al , 2021, investment activity stimulating and population consolidating (Badina et al 2020) is excluded.…”

Geoinformational Analysis of Transport Accessibility Conditions of Rural Territories of Volgograd Region

“…Понятие транспортной доступности является одним из составляющих комплексной социально-экономической оценки территорий. В социально-экономической науке существуют различные подходы к оценке транспортной доступности, среди которых можно отметить: расчет расстояния между периферийными населенными пунктами и центром [16], расчет временных затрат в пути [9] между населенными пунктами или другими точками интереса, построение графов [17] на основе дорожной сети, расчет стоимостных расходов на поездку [12], густота дорожно-транспортной сети [3] и т. д. В обобщенном виде описанные в научной литературе методы [5]…”