DOCSLIB.ORG

Transport Infrastructure and Economic Growth

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Transport Infrastructure and Economic Growth Transport Infrastructure and Economic Growth Report (international version) This report is a short international version of our main report on Russian released in 20191. The report classifies and describes the main types of socio-economic effects, both direct and indirect, arising from implementation of transport projects. The given list and classification of effects do not claim to be exhaustive, and our proposed methods do not claim to be universal and exceptional. In the report, some formulas and approaches are given for calculating various effects from the development of transport. We have set the task to accumulate existing and create some new approaches in terms of maximum applicability «here and now». As it will be shown in the review of world experience, there are sufficiently developed software products with complex mathematical models for evaluating the effects. At the same time, there is a lack of literature on this topic that carry a direct physical meaning of these effects. We deliberately omit all complex formulas (for example, in I/O models for estimating multipliers or calculating elasticity and damping coefficients for agglomeration effects) in order to focus on the semantic description of effects types. The report may be of interest to all researchers and experts of the transport sector, economists, and statesmen. Scientific guidance Petr Lavrienko, Pavel Chistyakov Authors Anton Vlasov, Anastasiia Glazunova, Mikhail Dmitriev, Valerii Dymov, Nikolai Isain, Ekaterina Kozyreva, Vladimir Kosoi, Karina Malaia, Aleksandr Morozov, Tatiana Pavlova, Anna Romashina, Vladimir Sviridenkov, Igor Smirnov, Pavel Stepanov, Maksim Fadeev, Oksana Filippova, Aleksandr Shirov, Dmitrii Shults Special thanks to Tatiana Mikhailova and Natalia Trunova as well as Institute of Economic Forecasting, RAS 1 https://infraeconomy.com/effecty Content Key findings 4 Dialog with an opponent 6 1. Investment in the transportation industry 11 2. Existing methods and models for assessing the impact of transport projects on economic development 15 2.1 Methodological approaches 15 2.2 Models for assessing economic effects 16 3. Types of socio-economic effects of transport development and suggestions for their assessment methodology 19 3.1 Effects of investment demand related to the implementation of infrastructure projects 20 3.2 Effects that have a direct impact on the transportation industry 22 3.3 Agglomeration effects 22 3.4 Effects of industrial output growth, associated with the elimination of infrastructure constraints 27 3.6 Effects of Increasing the Reliability of Freight Transport (Reliability Effects) 31 3.7 Projects of integrated territorial development 34 3.8 Environmental effects 36 3.9 Effects of increasing transport accessibility to global markets 38 Conclusion 40 References 42 Quantitative analysis of socio-economic effects. The Yekaterinburg–Chelyabinsk high-speed railway (HSR) 46 4 INFRASTRUCTURE ECONOMIC CENTRE Key findings It is difficult to overestimate the impact of the transportation industry on the economy. Transport provides the ability to move people and goods, being a necessary condition for creating a single economic space. Transport is the basis of trade infrastructure; it has a significant impact on the competitiveness of certain industries in countries and regions. Imperfections in the transport system (for example, bottlenecks, limited multimodality, high tariffs) negatively affect the efficiency of the country’s economy as a whole. Conversely, accelerated development of transport infrastructure and improvement of transport and logistics systems can have a significant impact on economic growth and, ultimately, on the well-being of the population. Transport projects affect a wide range of sectors of the economy during the construction period by creating an order for industry and services. However, it is the operational stage that transport causes the main socio-economic effects due to the impact on transport costs (in the broad sense) and factor productivity. Not only passengers and cargo-interests benefit from transport projects. For example, acceleration of commuter traffic and inclusion of new cities in agglomerations provides an economic effect for companies by expanding the labor market and sales, and all employees of a company benefit from this, including those who live in the suburban and do not commute. If a remote area of a city or region has become “closer” to the center, where “life is in full swing”, this leads to an increase in the population’s involvement in the economy, creates new incentives for personal development, for example, due to arrival of new residents with a higher level of education and consumer standards. Thus, indirect effects at the operational stage are obtained not only by direct users of the infrastructure, but also by organizations in which they work and localities in which they live. Assessment of the socio-economic efficiency of transport projects should be mandatory when making decisions regarding their implementation. The results of quantitative assessment of effects allow us to assess the feasibility of project implementation more meaningfully, compare projects with each other, and choose between different technical solutions. Indirect effects can play a significant role in determining the structure of project financing, the size and format of state support for the project. For a long time, the liberal economic agenda included the task of minimizing public expenditure on public infrastructure and, if possible, replacing it with extra-budgetary investment. The first victims of such economy were often transport projects due to their capital intensity. Understanding indirect effects allows us to conclude that direct budget savings should not always be the main criterion for choosing a particular project. In some cases, assessment of indirect effects shows that a project that is cheaper for the state may be less profitable than a project that is more expensive, but more in demand from the population and businesses. This seemingly trivial principle is critical in shaping the country’s infrastructure policy. It follows that the more universal a project is and the more people and companies will experience positive changes in transport communication (reducing travel time, reducing costs, improving the reliability and safety of transport, and so on), the greater the indirect effects on the economy are. Conversely, other things being equal, projects that benefit one particular company are less valuable for the country’s development. TRANSPORT INFRASTRUCTURE AND ECONOMIC GROWTH 5 The socio-economic effect depends not only on the scope of population and business coverage by changes in transport, but also on the intensity of these changes. For example, the shorter the travel time between major cities is, the higher the indirect effects are, and in some cases, this relationship is not linear, but exponential. This means that in order to achieve greater economic effects, it is better to concentrate investment in space in a smaller number of areas, but with more appreciable gains for users to improve transport accessibility, than to “spread a thin layer” across the country by implementing local events. For example, other things being equal, it is better to reconstruct one road and improve its category throughout its entire length than to make a dozen four-lane road sections of several kilometers apiece in different parts of the country. The two conclusions listed above about population coverage and the intensity of changes are, above all, important for countries with a low initial level of transport infrastructure development, which include many CIS countries (especially Russia), countries of South America, Asia (especially India), and others. This is also relevant for China, which already has a significantly developed transport infrastructure and with that, great opportunities for its further development. Based on these principles, one can identify the project classes for each country and region that have the greatest impact on the economy since they improve transport accessibility. In the EU countries, the U.S., Australia, and some other countries, methodological state-level work to assess the indirect effects of infrastructure development was started 20–30 years ago. As a result, today they have a whole set of proven, approved methods, the use of which makes it possible to effectively evaluate infrastructure projects in a comprehensive manner. In Russia, this area of research has remained exclusively the subject of interest of academic economists for many years. Only in 2019, the Ministry of Economic Development of Russia developed a Methodology for assessing the socio-economic effects of transport projects, which is a huge advance in this issue. Our team participated in the development of the Methodology, and many of the provisions of this Report correspond to the approaches of the Ministry of Economic Development. At the same time, we try to expand these approaches. Over the past 10–15 years, several specialized software products have been developed around the world to assess the impact of transport projects on the economy at the city, regional, or national level. These software products are used by infrastructure companies and government authorities when forming infrastructure policies and making decisions on particular infrastructure projects. Infrastructure Economic Centre has also followed this path. Using the gained international experience and Russian data, we have created
Load more

Recommended publications
  • Ural in Five Days 5D/4N
    LTD Tour operator «Nеva Seasons»191036, Saint Petersburg, 10, Ligovsky pr., office 212 +7(812)313-43-39 +7 (952) 399-93-64 [email protected] www.nevaseasons.com All Ural in five days 5d/4n Day 1) Arrival to Yekaterinburg Meeting with guide at the airport Transfer to the hotel, check in Lunch at the local restaurant (included) The first day will include a city tour with a visit to the Historical City Site, the central square and the main attractions. Guests will enjoy local cuisine from the Shustov restaurant for lunch. After the lunch guests will visit two museums – Ekaterinburg Museum of Fine Arts with the famous Kaslinsky cast-iron pavilion and Boris Yeltsin President Center with an interactive exhibition dedicated to the first president of the Russian Federation. Free time Overnight Day 2) Breakfast at the hotel, check out Meeting with a guide in the hotel lobby. Transfer to V. Pyshma The second day program will begin with a visit to the museum of automobile and military equipment in Verkhnyaya Pyshma. After it the group will drive to Nevyansk and see its famous leaning tower. Nevyansk is one of the oldest cities in Ural, the center of the Nevyansk icon tradition. The region is also famous for its red clay pottery from the Tavolgi village. Guests will learn the secrets of production with the potter and try to make their own souvenir from Tavolgi. Lunch at the local restaurant (included) Transfer to Nizhny Tagil. Check in Dinner at the hotel restaurant (included) Overnight Day 3) Breakfast at the hotel, check out Meeting with a guide in the hotel lobby.
    [Show full text]
  • DISCOVER URAL Ekaterinburg, 22 Vokzalnaya Irbit, 2 Proletarskaya Street Sysert, 51, Bykova St
    Alapayevsk Kamyshlov Sysert Ski resort ‘Gora Belaya’ The history of Kamyshlov is an The only porcelain In winter ‘Gora Belaya’ becomes one of the best skiing Alapayevsk, one of the old town, interesting by works in the Urals, resort holidays in Russia – either in the quality of its ski oldest metallurgical its merchants’ houses, whose exclusive faience runs, the service quality or the variety of facilities on centres of the region, which are preserved until iconostases decorate offer. You can rent cross-country skis, you can skate or dozens of churches around where the most do snowtubing, you can visit a swimming-pool or do rope- honorable industrial nowadays. The main sight the world, is a most valid building of the Middle 26 of Kamyshlov is two-floored 35 reason to visit the town of 44 climbing park. In summer there is a range of active sports Urals stands today, is Pokrovsky cathedral Sysert. You can go to the to do – carting, bicycling and paintball. You can also take inseparably connected (1821), founded in honor works with an excursion and the lifter to the top of Belaya Mountain. with the names of many of victory over Napoleon’s try your hand at painting 180 km from Ekaterinburg, 1Р-352 Highway faience pieces. You can also extend your visit with memorial great people. The elegant Trinity Church was reconstructed army. Every august the jazz festival UralTerraJazz, one of the through the settlement of Uraletz by the direction by the renowned architect M.P. Malakhov, and its burial places of industrial history – the dam and the workshop 53 top-10 most popular open-air fests in Russia, takes place in sign ‘Gora Belaya’ + 7 (3435) 48-56-19, gorabelaya.ru vaults serve as a shelter for the Romanov Princes – the Kamyshlov.
    [Show full text]
  • Agglomeration As a Mechanism for Ensuring Sustainable and Balanced Development of Territories
    E3S Web of Conferences 296, 04007 (2021) https://doi.org/10.1051/e3sconf/202129604007 ESMGT 2021 Agglomeration as a mechanism for ensuring sustainable and balanced development of territories Ivan Antipin* Ural State University of Economics, 8 Marta Str., 62, 620144 Ekaterinburg, Russia Abstract. The article is devoted to the study of the development of agglomeration processes in the subject of the Russian Federation. The research methodology is based on the theoretical principles of strategic management, regional, municipal and spatial economics. This study of agglomeration processes in a subject of the Russian Federation is based on a comprehensive analysis of legislative documents, statistical reporting data, texts of strategies for the socio-economic development of municipalities by using a combination of methods: logical, dialectical, and also causal. The theoretical foundations of the relevance of the formation and development of agglomerations are analyzed. The results of the study of agglomeration processes in the Sverdlovsk Oblast are presented; conclusions are drawn about the prevailing trends in socio-economic and spatial development. The conclusion is made about the need for competent, controlled development of agglomerations in order to ensure sustainable and balanced economic and spatial development of the region. The article is aimed at scientists-researchers, practitioners, including state and municipal officials involved in managing the development of territories and other interested parties. 1 Introduction Currently, in the process of scientific research in many countries, interregional and intermunicipal cooperation arouse interest. Of special interest is the development of agglomerations, which are considered along with the largest cities as drivers of economic growth in systems of spatial development.
    [Show full text]
  • Industrial Framework of Russia. the 250 Largest Industrial Centers Of
    INDUSTRIAL FRAMEWORK OF RUSSIA 250 LARGEST INDUSTRIAL CENTERS OF RUSSIA Metodology of the Ranking. Data collection INDUSTRIAL FRAMEWORK OF RUSSIA The ranking is based on the municipal statistics published by the Federal State Statistics Service on the official website1. Basic indicator is Shipment of The 250 Largest Industrial Centers of own production goods, works performed and services rendered related to mining and manufacturing in 2010. The revenue in electricity, gas and water Russia production and supply was taken into account only regarding major power plants which belong to major generation companies of the wholesale electricity market. Therefore, the financial results of urban utilities and other About the Ranking public services are not taken into account in the industrial ranking. The aim of the ranking is to observe the most significant industrial centers in Spatial analysis regarding the allocation of business (productive) assets of the Russia which play the major role in the national economy and create the leading Russian and multinational companies2 was performed. Integrated basis for national welfare. Spatial allocation, sectorial and corporate rankings and company reports was analyzed. That is why with the help of the structure of the 250 Largest Industrial Centers determine “growing points” ranking one could follow relationship between welfare of a city and activities and “depression areas” on the map of Russia. The ranking allows evaluation of large enterprises. Regarding financial results of basic enterprises some of the role of primary production sector at the local level, comparison of the statistical data was adjusted, for example in case an enterprise is related to a importance of large enterprises and medium business in the structure of city but it is located outside of the city border.
    [Show full text]
  • Systemic Criteria for the Evaluation of the Role of Monofunctional Towns in the Formation of Local Urban Agglomerations
    ISSN 2007-9737 Systemic Criteria for the Evaluation of the Role of Monofunctional Towns in the Formation of Local Urban Agglomerations Pavel P. Makagonov1, Lyudmila V. Tokun2, Liliana Chanona Hernández3, Edith Adriana Jiménez Contreras4 1 Russian Presidential Academy of National Economy and Public Administration, Russia 2 State University of Management, Finance and Credit Department, Russia 3 Instituto Politécnico Nacional, Escuela Superior de Ingeniería Mecánica y Eléctrica, Mexico 4 Instituto Politécnico Nacional, Escuela Superior de Cómputo, Mexico [email protected], [email protected], [email protected] Abstract. There exist various federal and regional monotowns do not possess any distinguishing self- programs aimed at solving the problem of organization peculiarities in comparison to other monofunctional towns in the periods of economic small towns. stagnation and structural unemployment occurrence. Nevertheless, people living in such towns can find Keywords. Systemic analysis, labor migration, labor solutions to the existing problems with the help of self- market, agglomeration process criterion, self- organization including diurnal labor commuting migration organization of monotown population. to the nearest towns with a more stable economic situation. This accounts for the initial reason for agglomeration processes in regions with a large number 1 Introduction of monotowns. Experimental models of the rank distribution of towns in a system (region) and evolution In this paper, we discuss the problems of criteria of such systems from basic ones to agglomerations are explored in order to assess the monotown population using as an example several intensity of agglomeration processes in the systems of monotowns located in Siberia (Russia). In 2014 the towns in the Middle and Southern Urals (the Sverdlovsk Government of the Russian Federation issued two and Chelyabinsk regions of Russia).
    [Show full text]
  • The Mineral Indutry of Russia in 1998
    THE MINERAL INDUSTRY OF RUSSIA By Richard M. Levine Russia extends over more than 75% of the territory of the According to the Minister of Natural Resources, Russia will former Soviet Union (FSU) and accordingly possesses a large not begin to replenish diminishing reserves until the period from percentage of the FSU’s mineral resources. Russia was a major 2003 to 2005, at the earliest. Although some positive trends mineral producer, accounting for a large percentage of the were appearing during the 1996-97 period, the financial crisis in FSU’s production of a range of mineral products, including 1998 set the geological sector back several years as the minimal aluminum, bauxite, cobalt, coal, diamonds, mica, natural gas, funding that had been available for exploration decreased nickel, oil, platinum-group metals, tin, and a host of other further. In 1998, 74% of all geologic prospecting was for oil metals, industrial minerals, and mineral fuels. Still, Russia was and gas (Interfax Mining and Metals Report, 1999n; Novikov significantly import-dependent on a number of mineral products, and Yastrzhembskiy, 1999). including alumina, bauxite, chromite, manganese, and titanium Lack of funding caused a deterioration of capital stock at and zirconium ores. The most significant regions of the country mining enterprises. At the majority of mining enterprises, there for metal mining were East Siberia (cobalt, copper, lead, nickel, was a sharp decrease in production indicators. As a result, in the columbium, platinum-group metals, tungsten, and zinc), the last 7 years more than 20 million metric tons (Mt) of capacity Kola Peninsula (cobalt, copper, nickel, columbium, rare-earth has been decommissioned at iron ore mining enterprises.
    [Show full text]
  • List of Companies
    List of companies Ural pipe plant Production of electric turbines 18, Frontovykh Brigad Str., Ekaterinburg, 620017 Russia Phone: +7 (343) 339-42-11, fax: 334-79-65 Open joint stock company «Uralhydromash» Production of deep-well pumps, hydraulic turbines 2а, Karl Libknekht Str., Sysert, Sverdlovsk region, 624020 Russia Phone: +7 (34374) 2-17-76, fax: 2-17-28 E-mail: [email protected] www.uhm.chat.ru Ural plant of heavy mechanical engineering Production of metallurgical, oil and gas, mining, hoisting and transport equipment, equipment for power industry Square of First pyatiletka, Ekaterinburg, 620012 Russia Phone: +7 (343) 336-60-22, fax: 269-60-40 E-mail: [email protected] www.uralmash.ru Ural diesel engine plant Production of diesel engines 18, Frontovykh Brigad Str., Ekaterinburg, 620017 Russia Phone: +7 (343) 334-42-22 Fax: +7 (343) 334-05-37 Baranchinskiy electromechanical plant 2а, Lenin Str., Baranchinskiy settlement, Kushva, Sverdlovsk region, 624305 Russia Phone: +7 (343) 372-86-91, fax: 370-45-22 Uralelectrotyazhmash 22, Frontovykh Brigad Str., Ekaterinburg, 620017 Russia Phone: +7 (343) 216-75-00, fax: 216-75-24 Ural plant of chemical mechanical engineering Production of chemical equipment 31, per. Khibinogorskiy, Ekaterinburg, 620010 Russia Phone: +7 (343) 221-74-00, fax: 227-50-92 E-mail: [email protected] www.uralhimmash.ru Open joint stock company «Pneumostroymashina» Production of power hydraulics for road-construction and hoisting and transport equipment 1, Sibirskiy tract, Ekaterinburg, 620055 Russia Phone: +7 (343)
    [Show full text]
  • Great Siberian Highway and Process Urbanization on Southern Ural (1891-1914 Years)
    View metadata, citation and similar papers at core.ac.uk brought to you by CORE provided by Siberian Federal University Digital Repository Journal of Siberian Federal University. Humanities & Social Sciences 2 (2009 2) 176-183 ~ ~ ~ УДК 908 Great Siberian Highway and Process Urbanization on Southern Ural (1891-1914 Years) Aleksandr A. Timofeev* South-Ural state university, 76 Lenin av., Chelyabinsk, 454080 Russia 1 Received 23.03.2009, received in revised form 30.03.2009, accepted 6.04.2009 There are considered urban population’s processes occurring on Southern Ural after construction of the Transsiberian railway (Transsib) at the end of XIX – the beginning of XX centuries in clause. The reasons of strengthening of the urbanization process , the increase of the urban population’s share on Southern Ural were growth of industry and trade, requirement for a cheap labour. Ufa, Zlatoust, Chelyabinsk cities, located along the Transsiberian railway, become the large railway stations. Keywords: Transsiberian railway, Southern Ural, urbanization, modernization. The considered period of 1891-1914 it is communication networks in the urbanized possible to characterize as an initial stage the territories. Modernization, «industrialization, urbanization’s transition of the Southern-Ural urbanization frequently proceed in interrelation». region. The essence of a urbanization consists In conditions of modernization of the end XIX – in territorial concentration of the human the beginnings XX centuries cities concentrated activity, conducting to the intensification and in themselves economic, administrative, differentiations down to allocation of new scientific, spiritual potential of all society. The city forms and spatial structures of population economic maintenance of modernization consists moving. Urban transition is qualitatively in development industrial, transport, trading, allocated, supreme stage of the urbanization’s financial-bank systems and other kinds of not process, which conducts to radical transformation agricultural branches.
    [Show full text]
  • Winter in the Urals 7 Mountain Ski Resort “Stozhok” Mountain Ski Resort “Stozhok” Is a Quiet and Comfortable Place for Winter Holidays
    WinterIN THE URALS The Government of Sverdlovsk Region mountain ski resorts The Ministry of Investment and Development of Sverdlovsk Region ecotourism “Tourism Development Centre of Sverdlovsk Region” 13, 8 Marta Str., entrance 3, 2nd fl oor Ekaterinburg, 620014 active tourism phone +7 (343) 350-05-25 leisure base wellness winter fi shing gotoural.соm ice rinks ski resort FREE TABLE OF CONTENTS MOUNTAIN SKI RESORTS 6-21 GORA BELAYA 6-7 STOZHOK 8 ISET 9 GORA VOLCHIHA 10-11 GORA PYLNAYA 12 GORA TYEPLAYA 13 GORA DOLGAYA 14-15 GORA LISTVENNAYA 16 SPORTCOMPLEX “UKTUS” 17 GORA YEZHOVAYA 18-19 GORA VORONINA 20 FLUS 21 ACTIVE TOURISM 22-23 ECOTOURISM 24-27 ACTIVE LEISURE 28-33 LEISURE BASE 34-35 WELLNESS 36-37 WINTER FISHING 38-39 NEW YEAR’S FESTIVITIES 40-41 ICE RINKS, SKI RESORT 42-43 WINTER EVENT CALENDAR 44-46 LEGEND address chair lift GPS coordinates surface lift website trail for mountain skis phone trail for running skis snowtubing MAP OF TOURIST SITES Losva 1 Severouralsk Khanty-Mansi Sosnovka Autonomous Okrug Krasnoturyinsk Karpinsk 18 Borovoy 31 Serov Kytlym Gari 2 Pavda Sosva Andryushino Tavda Novoselovo Verkhoturye Alexandrovskaya Raskat Kachkanar Tura Iksa 3 Verhnyaya Tura Tabory Perm Region Niznyaya Tura Kumaryinskoe Basyanovskiy Kushva Tagil Niznyaya Salda Turinsk 27 29 Verkhnyaya Salda Nitza 4 Nizhny Tagil 26 1 Niznyaya Sinyachikha Chernoistochinsk Visimo-Utkinsk Alapaevsk 7 Verkhnie Tavolgi Irbit Turinskaya Sloboda Ust-Utka Chusovaya Visim Aramashevo Artemovskiy Verkhniy Tagil Nevyansk Rezh 10 25 Chusovoe 2 Shalya 23 Novouralsk
    [Show full text]
  • How Do Strong Social Ties Shape Youth Migration Trajectories (Using Data from the Russian On-Line Social Network
    A Service of Leibniz-Informationszentrum econstor Wirtschaft Leibniz Information Centre Make Your Publications Visible. zbw for Economics Zamyatina, Nadezhda; Yashunsky, Alexey Conference Paper How do strong social ties shape youth migration trajectories (using data from the Russian on-line social network www.vk.com) 53rd Congress of the European Regional Science Association: "Regional Integration: Europe, the Mediterranean and the World Economy", 27-31 August 2013, Palermo, Italy Provided in Cooperation with: European Regional Science Association (ERSA) Suggested Citation: Zamyatina, Nadezhda; Yashunsky, Alexey (2013) : How do strong social ties shape youth migration trajectories (using data from the Russian on-line social network www.vk.com), 53rd Congress of the European Regional Science Association: "Regional Integration: Europe, the Mediterranean and the World Economy", 27-31 August 2013, Palermo, Italy, European Regional Science Association (ERSA), Louvain-la-Neuve This Version is available at: http://hdl.handle.net/10419/123906 Standard-Nutzungsbedingungen: Terms of use: Die Dokumente auf EconStor dürfen zu eigenen wissenschaftlichen Documents in EconStor may be saved and copied for your Zwecken und zum Privatgebrauch gespeichert und kopiert werden. personal and scholarly purposes. Sie dürfen die Dokumente nicht für öffentliche oder kommerzielle You are not to copy documents for public or commercial Zwecke vervielfältigen, öffentlich ausstellen, öffentlich zugänglich purposes, to exhibit the documents publicly, to make them machen, vertreiben oder anderweitig nutzen. publicly available on the internet, or to distribute or otherwise use the documents in public. Sofern die Verfasser die Dokumente unter Open-Content-Lizenzen (insbesondere CC-Lizenzen) zur Verfügung gestellt haben sollten, If the documents have been made available under an Open gelten abweichend von diesen Nutzungsbedingungen die in der dort Content Licence (especially Creative Commons Licences), you genannten Lizenz gewährten Nutzungsrechte.
    [Show full text]
  • BR IFIC N° 2611 Index/Indice
    BR IFIC N° 2611 Index/Indice International Frequency Information Circular (Terrestrial Services) ITU - Radiocommunication Bureau Circular Internacional de Información sobre Frecuencias (Servicios Terrenales) UIT - Oficina de Radiocomunicaciones Circulaire Internationale d'Information sur les Fréquences (Services de Terre) UIT - Bureau des Radiocommunications Part 1 / Partie 1 / Parte 1 Date/Fecha 22.01.2008 Description of Columns Description des colonnes Descripción de columnas No. Sequential number Numéro séquenciel Número sequencial BR Id. BR identification number Numéro d'identification du BR Número de identificación de la BR Adm Notifying Administration Administration notificatrice Administración notificante 1A [MHz] Assigned frequency [MHz] Fréquence assignée [MHz] Frecuencia asignada [MHz] Name of the location of Nom de l'emplacement de Nombre del emplazamiento de 4A/5A transmitting / receiving station la station d'émission / réception estación transmisora / receptora 4B/5B Geographical area Zone géographique Zona geográfica 4C/5C Geographical coordinates Coordonnées géographiques Coordenadas geográficas 6A Class of station Classe de station Clase de estación Purpose of the notification: Objet de la notification: Propósito de la notificación: Intent ADD-addition MOD-modify ADD-ajouter MOD-modifier ADD-añadir MOD-modificar SUP-suppress W/D-withdraw SUP-supprimer W/D-retirer SUP-suprimir W/D-retirar No. BR Id Adm 1A [MHz] 4A/5A 4B/5B 4C/5C 6A Part Intent 1 107125602 BLR 405.6125 BESHENKOVICHI BLR 29E28'13'' 55N02'57'' FB 1 ADD 2 107125603
    [Show full text]
  • Sverdlovsk Region Sverdlovsk of Resources Natural of Ministry the by Provided Materials *
    44, zakaznik-rezh.ru. 44, Mon. to Sun. 10:00-17:00, millennium-tour.ru. 10:00-17:00, Sun. to Mon. the reserve: the town of Rezh, 4 Sovetskaya Street, +7 (34364) 2-25- (34364) +7 Street, Sovetskaya 4 Rezh, of town the reserve: the 1 Vyazovaya Roscha Street, +7-950-547-10-88, +7-950-547-10-88, Street, Roscha Vyazovaya 1 18 item see Administrative department of of department Administrative quarries Lipovskiye to Lipovskoye a rest in summerhouses. in rest a 115 km away from Ekaterinburg through the settlement of of settlement the through Ekaterinburg from away km 115 relax on the beach, go to Russian sauna, have a barbecue party and take take and party barbecue a have sauna, Russian to go beach, the on relax are all open for a visit, including the ‘wild’ Adouiskiy site. site. Adouiskiy ‘wild’ the including visit, a for open all are friendly and easy-going birds, and in summer visitors can go fishing, fishing, go can visitors summer in and birds, easy-going and friendly Hotels of Ekaterinburg. of Hotels +7-912-663-73-97 (Zverev). The main treasure of the reserve is the semi-precious mines – – mines semi-precious the is reserve the of treasure main The (Zverev). varieties are bred on the farm. All the year round tourists can visit the the visit can tourists round year the All farm. the on bred are varieties 15 km away from Ekaterinburg, the village of Medniy Medniy of village the Ekaterinburg, from away km 15 for the settlement of Koltashy – the homeland of Master Danila Danila Master of homeland the – Koltashy of settlement the for different breeds, guinea fowls, quails and other birds – more than 30 30 than more – birds other and quails fowls, guinea breeds, different harness the dogs.
    [Show full text]