Improving transport accessibility. Putilkovskoye Highway will be reconstructed within two years. A new Aeroexpress terminal was opened at Paveletsky Station. Increase the level of transport accessibility and
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1 ISSN Electronic scientific publication “Scientific Notes of Tomsk State University” 2016, Volume 7, 4, C Certificate El FS from UDC G. N. Stroeva, Ph.D. sociol. Sciences, D. V. Slobodchikova (Pacific state university, Khabarovsk) ENSURING TRANSPORT ACCESSIBILITY OF THE POPULATION AS AN IMPORTANT DIRECTION OF SOCIO-ECONOMIC DEVELOPMENT OF THE REGION The concept of transport accessibility is considered. Criteria for assessing transport accessibility have been defined. An analysis of transport accessibility for the population was carried out Khabarovsk Territory. Key words: transport infrastructure, transport accessibility, transport mobility of the population, criteria for transport accessibility. G. N. Stroeva, D. V. Slobodchikova PROVISION THE TRANSPORT AVAILABILITY OF THE POPULATION AS AN IMPORTANT DIRECTION OF SOCIO-ECONOMIC DEVELOPMENT OF THE REGION The concept of transport availability. Defined criteria evaluation of transport availability. The analysis of the transport availability to the population of the Khabarovsk Krai. Keywords: the transport infrastructure, the transport availability, the transport mobility of the population, criteria transport accessibility 673
2 Availability of a modern and efficient transport infrastructure in the region is an integral condition for increasing the competitiveness of the region and the quality of life of the population. One of the directions for the development of transport infrastructure formulated in the Concept of Socio-Economic Development Russian Federation, is to increase the accessibility and quality of transport complex services for the population. Increasing the level of transport accessibility for the population of Russia with its vast territories, a significant part of which is underdeveloped, plays an important role in the socio-economic development of the regions. Efficient and accessible transport contributes to the creation of a single socio-economic space by ensuring stable connections between individual regions of the country, as well as between populated areas within the constituent entities of the Russian Federation. Transport accessibility for the population can be defined as the opportunity to use transport infrastructure and transport services for various groups of the population. Transport accessibility in most countries is determined by such characteristics as: 1) the total time spent traveling for any purpose. Through the time spent on moving from the place of residence, the transport accessibility of places of work, study, recreation, medical and other institutions is assessed. social sphere, as well as general accessibility, which involves determining the frequency of public transport and the proportion of the population capable of reaching specific places or a certain area of the city within a certain time standard. The time spent on moving the population from their place of residence to their place of work in the Russian Federation should not exceed the standards established by the building codes and rules of SNiP * Urban Planning in force since 1990. Planning and development of urban and rural settlements (Table 1). Table 1 Time spent in cities on travel from places of residence to places of work for 90% of workers (one way) City population, thousand people. Standard time expenditure, min and less than 30 In accordance with SNiP data, for residents of other settlements who come to work in the city center every day, the standard time expenditure is allowed to increase up to two times. Residents of rural settlements should not spend more than 30 minutes on work travel (on foot or using transport) within an agricultural enterprise. In addition, SNiP * establishes the availability of public transport stops for no more than 5 minutes. 2) the possibility of obtaining transport services by people with disabilities (disabled people and other groups of the population with limited mobility are considered as such), which are determined by the availability of specially equipped public transport and social taxis, as well as roads, sidewalks, specially equipped parking spaces, ramps and other devices, allowing them to waste
3 show off movement different types transport; 3) economic or price accessibility of transport services, characterizes the population’s ability to pay for trips in public transport. In this case, transport accessibility can be assessed by comparing transportation tariffs public transport and the cost of equivalent trips by private vehicle or taxi. In addition, as an indicator of transport accessibility for the population, you can use the share of expenses for transport services in the total volume of consumer expenditures of the population: 4) transport mobility of the population, which can be assessed by the following indicators: coefficient of transport mobility of the population, showing how many transportations carried out by road transport public use, on average per year per resident of the territory; kilometer mobility of the population average number of passenger kilometers per inhabitant per year hourly mobility of the population. It is determined by the amount of time spent traveling by one resident on average per year. The priorities for assessing transport accessibility also include transport accessibility of social services. Many settlements rural areas remote from centers for the provision of social services (medical, educational, consumer services, trade, etc.). Therefore, as an indicator of transport accessibility, the weighted average amount of time required to reach institutions providing social services to the population, the settlement center, etc. can be used. from any place of departure. As an analysis of the scientific literature devoted to the problem of assessing transport accessibility has shown, at present there is no unified system of indicators that allows for its comprehensive assessment. The most commonly used indicators are: The density (thickness) of communication routes characterizes the provision of a region with transport routes and shows how many kilometers of transport routes are per km 2 of the territory area LE PS = (1) S where L E is the operational length of the transport route; s is the area of the region. The density (thickness) of the network, which characterizes the transport provision of the population of the territory and shows how many kilometers of transport routes there are for residents, is determined by the formula: LE P H = (2) H where H is the population of the region. Transport mobility (mobility) of the population is determined by the ratio of the population transported by public transport vehicles (N pass..) to the total population of the territory (N) N pass TpN =., (3) N Engel coefficient, which allows one to obtain a generalized assessment of the provision of the region with the transport network LE CE =. (4) S H 675
4 The ranking of levels of transport accessibility by indicators of transport accessibility and modes of transport is given in Table 2. Table 2 Criteria for assessing the transport accessibility of a territory Degree of transport accessibility Indicator Mode of transport Density of communication routes, km of tracks per km 2 of territory Engel coefficient low average high Automobile P S 50 50<П S <150 П S >150 Zheleznodorozhny P S 20 20<П S <80 П S >80 Water P S 6 6<П S <12 П S >12 Automotive K E 5 5<К Э 10 К Э >10 Zheleznodorozhny K E 2 2<К Э 3 К Э >3 Water K E 2 2<К Э 4 К Э >4 Khabarovsk Territory is the second largest subject in the Far Eastern Federal District. In 2014, thousands of people lived on the territory of the region with an area of 787.6 thousand km2. According to the population density indicator, which amounted to 1.71 people/km 2 in 2014, the region took 4th place among the subjects of the Far Eastern Federal District. This indicator in the region is insignificant, but higher than the population density in the district (1.02 people / km 2) and almost five times lower than the population density in the Russian Federation (8.54 people / km 2). The most densely populated subject of the Far Eastern Federal District is the Primorsky Territory , where the population density in 2014 was 11.86 people/km2. At the end of 2014, 1933.3 thousand people lived on the territory of this region, with an area of 164.7 thousand km2 (one of the smallest in the district) (the largest population in the Far Eastern Federal District). To assess the transport accessibility of the Khabarovsk Territory, we will use the data in Table 3. Table 3 Selected indicators characterizing transport accessibility in the subjects of the Far Eastern Federal District Density of public roads with Density of railway tracks Number of public buses Share of transport services in the structure of consumer services Subject of the Far Eastern Federal District with hard surfaces, km of tracks per 1000 km 2 ter- person expenses up to km of tracks per per km 2 of the population territory, units * agricultural holdings, % Far Eastern Federal District 6.1 9.1 1.3 1.7 14.7 Republic of Sakha (Yakutia) 2.7 3.7 0.2 0.6 15.6 Kamchatka region 3.6 4.2 9.9 Primorsky region,5 9.3 12.4 Khabarovsk region 7.4 12 2.7 2.4 13.4 Amur region,1 8.4 19.6 Magadan region 4.7 5.6 22.5 Sakhalin Region,2 92 0.9 20.0 Jewish Autonomous Region,1 14.6 15.3 Chukotka Autonomous Okrug 0.8 0.2 7.6 * By road transport organizations. Without small businesses. Compiled by the authors for: regions of Russia. Socio-economic indicators Stat. Sat. / Rosstat. M., 2015.URL: (Access date:)
5 Comparison of data from table. 3 with criteria for assessing the transport accessibility of the territory given in Table. 2., showed that in three subjects of the Far Eastern Federal District (Kamchatka Territory, Magadan Region and Chukotka Autonomous Okrug) there is no railway connection, the remaining regions have a low provision of this type of transport. The situation is somewhat better in terms of the density of public roads with hard surfaces. Primorsky Krai and the Jewish Autonomous Region in terms of the value of this indicator in 2014 fell into the group with an average degree of accessibility to road transport. The density of railway tracks in the Khabarovsk Territory is 2.7 km of tracks per km 2 of territory, of all roads 13.1 (2014). The Engel coefficient for railway transport is 2.1, for road transport 3.34 (2014). In terms of network density, which characterizes the transport provision of the territory's population with public roads with hard surfaces, the situation in the region has improved. If at the end of 2010 there were 43.6 km of roads for every resident of the region, then by the end of 2014 there were 69.7. At the same time, the length of public roads with hard surfaces increased over this period of time by 1.6 times, and the population of the region decreased by 5 thousand people. These indicators indicate low transport accessibility in the Khabarovsk Territory. Passengers are transported by public buses. In terms of the provision of the population with this type of transport, the Khabarovsk Territory, with 42 buses per resident, was in 2014 in 2nd place in the district. Transport mobility of residents of the Khabarovsk Territory is constantly decreasing. If in 2010 there were 134 transportations per resident of the region, then in 2014 there were only 93. The decrease in this indicator is partly due to the increase in motorization of the population of the region. So, if in 2010 there were 183.5 personal cars for every thousand residents of the region, then in 2014 their number increased to 243 (almost every fourth resident of the region has a personal car). An analysis of the dynamics of tariffs for passenger transport services showed that during the five-year period. Tariffs increased annually by an average of 8.2%. The minimum growth was observed in 2012 - 1.5%, the maximum was 14.2% in 2014. The increase in tariffs for passenger transport services is another reason for the reduction in transport mobility of the population. As an indicator of the accessibility of transport services for the population, you can also use the share of expenses for paying for this type of service in the total volume of consumer expenditures of households. The share of expenses of residents of the Khabarovsk Territory to pay for services of all types of transport decreased from 14.4% in 2010 to 13.4% in 2014. The most pressing problem of transport accessibility is for people with disabilities. According to the Ministry of Social Protection for the Khabarovsk Territory, the total number of disabled people living in the settlements of the region was people. This is almost 6% of the total population of the region. Passenger transportation in the region is carried out by road and urban ground electric public transport (buses, trams, trolleybuses). Most vehicles are not suitable for transporting persons with disabilities. Of the 676 units of public road and urban ground electric transport (buses, trams, trolleybuses) operating in the region, only 42 (6.2%) are equipped to transport disabled people and 677
6 other people with limited mobility. Since 2014, the Khabarovsk Territory state program “Accessible Environment” has been operating in the Khabarovsk Territory. As part of this program, in the territory of 7 municipalities of the region (Khabarovsk, Komsomolsk-on-Amur, Amursky, Vaninsky, Nikolaevsky, Khabarovsky, Lazo municipal districts) the activity of the Social Taxi service was organized. During 2015, disabled people used the services of the services. Achieving transport accessibility for the population of the Khabarovsk Territory is associated with a number of problems. The presence in the region of significant areas not covered by modern transport infrastructure; poor quality of road surfaces; limited use of water transport; lack of regular local air transportation (mainly in long-distance areas). In most areas of the region, the population, due to the poor condition of roads or their absence, either receives insufficient social services or does not receive them at all. Due to the lack of regular transport links between settlements, many residents of rural areas of the region are deprived of the opportunity to find jobs with decent wages. People living in large cities spend a lot of time every day getting to and from work due to traffic jams resulting from the low capacity of urban roads and their poor condition, especially in winter. Lack of comprehensive development of regional transport. Currently, the state is faced with the problem of competition within a single transport system of various modes of transport, and this should not happen. Therefore, one of the priority tasks of the state is to build a transport system in such a way that publicly accessible modes of transport do not compete with each other, but complement each other. Lack of orderliness in the operation of public road transport. The presence of illegal carriers on bus routes transporting the population in violation of speed limits and traffic rules. This leads to congestion of city roads, traffic jams, especially during peak hours, resulting in increased time spent on traveling to the required facility. Depreciation of the public transport fleet. Lack of the number of specially equipped vehicles necessary to meet the needs of persons with disabilities. To ensure transport accessibility and improve the quality of public transport services for the population, it is necessary to work in different areas: optimize the operation of urban and suburban passenger transport; constantly update the passenger rolling stock with vehicles that meet technical and economic requirements and are not inferior to world analogues; expand the system of tariff regulation on types of public transport; improve the quality of suburban passenger rail transportation, with the comprehensive development of high-speed sections of railways and high-speed systems that help ensure convenient travel conditions for residents, as well as reducing the time spent by transport participants on movement; continue work on adapting pedestrian paths, traffic lights, parking spaces,
7 new public transport solutions to the needs of people with disabilities; organizing passenger transportation along socially significant routes and the affordability of transport services is of particular relevance for all residents of the Far Eastern Federal District. Transport infrastructure facilities and organizations providing transport services are an integral part of the socio-economic infrastructure of the region, a complex of organizations and facilities that provide favorable conditions for the activities of all economic entities, as well as comfortable living for people on its territory. Therefore, in order to ensure the comprehensive development of regions, especially those remote from the central and European parts of the country, and to ensure a reduction in the differentiation of Russian regions in terms of the level and quality of life of the population, it is very important to carry out comprehensive work on the creation and further development of infrastructure facilities that meet the requirements of the present time. References Concept of long-term socio-economic development of the Russian Federation for the period until 2020. URL: (Access date:). SNiP * Urban planning. Planning and development of urban and rural settlements. URL: (Access date:). State program of the Khabarovsk Territory "Accessible environment" for years." URL: (Date of access:). Ivanov M. V. "Increasing the level of transport accessibility as a factor in the socio-economic development of territories" / M. V. Ivanov // Scientific works of the Free Economic Society of Russia T S Kuratova E. S. Methodology for assessing the transport provision of a territory for the purposes of accessibility of social services / E. S. Kuratova // Economic and social changes: facts, trends, forecast (35). S Bolshakov N. M. Methodological approaches to assessing transport. accessibility of the territory / N. M. Bolshakov, L. E. Eremeeva, E. Yu. Popov // Current problems, directions and mechanisms for the development of the productive forces of the North 2016: Materials of the Fifth All-Russian Scientific Seminar (September 21-23, 2016, Syktyvkar) : at 2 o'clock. Syktyvkar: LLC "Komi Republican Printing House", Part II. 348 p. Information on the number of disabled people as of the year. URL: (Report date: 2015 on the progress of the state program of the Khabarovsk Territory). "Accessible environment" for years." URL: (Access date:). Stroeva G. N.
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The Graduate School of Urbanism invites you to the next meeting of the Transport Lecture, which will take place in Thursday, May 31 at 20:00 in the building Rizhsky railway station. Pavel Chistyakov, vice-president , will give a lecture on the topic “How to improve transport accessibility and improve the quality of transport infrastructure in Russia?”.
In his lecture, Pavel Aleksandrovich will talk about the report"Integrated Transport System" , which was prepared under his leadership by the Center for Strategic Research in collaboration with the Center for Infrastructure Economics.
According to the World Economic Forum, Russia ranks 64th out of 144 possible countries in terms of the quality of transport infrastructure. And in terms of the quality of roads - 123rd place. According to the authors of the study, this is due to the fact that due to high capital intensity, complexity of regulation and ambiguity of development goals, domestic transport infrastructure fell out of government priorities for a long time.
The Russian transport system has become one of the constraints on the development of the country's economy and human capital. Even on significant and promising projects, the state does not make decisions for years, preserving the project at a preliminary stage and thereby worsening the investment climate in the industry. The situation is further complicated by the lack of reliable statistics characterizing the need of the population and business for transport infrastructure.
Nevertheless, according to the authors of the report, a qualitative transformation of the Russian transport system is possible in the next 5 years. To do this, its development model must meet modern social, environmental and technological challenges and contribute as much as possible to the development of related industries. The transport system can and should become a driver of economic growth until 2035.
The CSR report “Integrated Transport System” presents ways to solve three key problems of the Russian transport complex: technological backwardness, underinvestment and insufficiently effective government regulation.
How to increase the accessibility of the country's territories? How to bring city and countryside, western and eastern regions, home and work, Russia and its trading partners closer to each other?
To accelerate the pace of economic growth and its decentralization, to involve small towns and villages in the zone of influence of agglomerations, special efforts should be concentrated on the development of the supporting framework of transport infrastructure, regional and local aviation, digitalization of transport infrastructure and the development of transport systems of populated areas.
The report “Integrated Transport System” proposes a set of programs and projects for the development of the transport network that will significantly affect the transport accessibility of the country. Pavel Alexandrovich will talk about this in detail in his speech. You can view the materials of the report via the link.
.jpg) | Pavel Chistyakov Graduated from the Faculty of Geography of Moscow State University. M.V. Lomonosov. In 2004-2009 he was engaged in scientific activities at Moscow University, from 2009 to 2011. was the leading expert of the Foundation"Center for Strategic Research" , then headed the department for interaction with the regions of the Center for Social Development. Currently P.A. Chistyakov is vice presidentCenter for Infrastructure Economics . His specialization is regional policy, strategic planning of socio-economic development of regions and cities, as well as modeling of socio-economic and budgetary effects from infrastructure development. |
3. Tasks aimed at achieving goal 3
"Ensuring accessibility and quality of transport services
for the population in accordance with social standards"
In order to ensure accessibility and quality of transport services for the population in accordance with social standards, it is planned to solve the following main tasks:
Planning the development of passenger transport systems and rolling stock based on the forecast of socio-economic development and transport and economic balance;
Development of high-speed and high-speed rail passenger transportation;
Development of passenger transportation on socially significant routes;
Development and implementation of social transport standards;
Formation of an economic and legal model of a competitive market for affordable and high-quality transport services for the population. Improving access to commercial activities in the field of passenger transportation;
Development of regional air transportation;
Development of systems of urban, suburban passenger transport and local (rural) transport;
Creation of intelligent transport systems to improve the quality of passenger transportation using modern information and telecommunication technologies and the GLONASS global navigation system, as well as vehicle and flow control technologies;
Development of multimodal passenger transportation in regional, interregional and international traffic.
Solving the problem of planning the development of passenger transport systems and rolling stock based on the forecast of socio-economic development and transport and economic balance provides for:
Determination, based on the forecast of socio-economic development and transport-economic balance, of the optimal need for fleets of passenger rolling stock for the implementation by transport enterprises of highly efficient economically sound transport technologies that provide the required volume and quality of transport services in the field of passenger transportation, as well as the implementation of a unified transport policy in the field planning and management of passenger transport;
Motivating transport enterprises to develop, including updating (reducing age), fleets of passenger rolling stock (passenger cars, public vehicles, river cruise and passenger ships, sea vessels under the Russian flag, aircraft), ensuring competitive lending schemes for fleet renewal vehicles, as well as promoting the development of a fleet of passenger rolling stock that is not inferior in technical and economic parameters to world analogues.
In railway transport - massive renewal of the passenger rolling stock fleet with the replacement of obsolete cars and electric trains with modern ones;
In maritime transport - construction of passenger ships, including cruise and sea passenger terminals;
In inland water transport - construction of passenger ships (including for regional transport) and cruise ships;
In air transport - the purchase of passenger aircraft and stimulation of the acquisition of Russian-made aircraft.
Solving this problem will make it possible to improve the parameters of passenger vehicle fleets, plan the volume of their development, and improve the quality and safety of passenger service.
Solving the problem of developing high-speed and high-speed rail passenger transportation involves:
Expanding areas of accessibility for the population of high-speed and high-speed intercity passenger transportation;
Development of suburban high-speed passenger transportation, including intermodal transportation, to provide connections between the airport and the city.
The implementation of these measures is ensured through the development of high-speed rail transportation of long-distance passengers and fast commuter transportation, the creation of high-speed dedicated lines, as well as the separation of freight and passenger traffic on certain routes.
The development of high-speed and high-speed rail transportation will improve the quality of life of the population in the country, expand the radius of socio-economic activity around cities, increase transport accessibility of economic centers, create conditions for the development of high-tech industries, create new jobs and provide access to qualified labor.
Solving the problem of developing passenger transportation on socially significant routes involves:
Providing passenger transportation on socially significant routes, including their affordability, including in the Far North, the Kaliningrad region, the Far East and Transbaikalia;
Providing transportation for preferential categories of passengers and providing transport services at tariffs set below the economically justified level;
Providing passenger transportation by inland water transport in remote northern and eastern regions, where it is the only alternative and life-sustaining;
The implementation of these measures is ensured through the following activities:
In railway transport - improving state regulation and forms of state support in the implementation of socially significant transportation;
In maritime and inland water transport - improving state regulation and forms of state support in the implementation of socially significant transportation, building a passenger fleet and developing coastal infrastructure to serve passengers;
In air transport - improving state regulation and forms of state support in the implementation of socially significant transportation.
Solving this problem will make it possible to ensure the availability of transport services for categories of the population in need of social support, as well as to ensure socially significant transport connections in remote and hard-to-reach areas, including in the regions of the North, Siberia and the Far East, as well as in similar areas.
Solving the problem of developing and implementing social transport standards involves:
Development of a financial, economic and calculation model of social transport standards;
Development and implementation of a program for the implementation of social transport standards, first at a minimum level, and then in accordance with the program for their development on a progressive scale;
Creating an accessible transport environment for people with disabilities and other low-mobility groups;
Modernization of rolling stock fleets of public automobile and urban ground electric transport for the transportation of people with limited mobility;
Creating connections between urban agglomerations using road and rail, high-speed and high-speed transport;
Increasing the accessibility of air transportation for the population (development of aviation mobility).
Solving this problem will make it possible to ensure the availability and quality of passenger transport services for all categories of the population, as well as create conditions for increasing the level of these services on a progressive scale. Social transport standards will become one of the guidelines in accordance with which the development of transport infrastructure and transport services for the population will be carried out.
Solving the problem of forming an economic and legal model of a competitive market for affordable and high-quality transport services for the population, as well as improving access to commercial activities in the field of passenger transportation, involves:
Development of an economic and legal model of the market for competitive transport services in the field of passenger transportation and the creation of an effective mechanism for state control of the real level of competition and regulation of the market for transport services for the transportation of passengers;
Improving state regulation of the activities of natural monopolies in the field of passenger rail transportation and airport activities;
Development of a system for regulating tariffs on passenger road transport, improving the system for providing funds to the budgets of constituent entities of the Russian Federation for expenses to ensure equal availability of public road transport services to the population, as well as improving mechanisms for compensating for lost income when regulating tariffs for passenger transportation;
Improving the rules for admission to commercial activities in the field of passenger transportation and access control mechanisms;
Improving the mechanism for compensating losses in income from the implementation of state tariff regulation in the field of passenger transportation by rail and socially significant transportation by other modes of transport;
Improving the set of measures of state support for the development of regional aviation based on the interaction of federal, regional and municipal authorities;
State support for the development of river passenger transportation based on compensatory measures and effective interaction between federal, regional and municipal authorities;
Improving the legal support for effective competition among carriers on the public transport route network;
Limiting unproductive competition based on reducing transportation costs to the detriment of safety and quality of transport services;
Motivating the modernization of transport systems in order to introduce innovative transport technologies for transporting passengers, thereby increasing the availability and quality of transport services for the population.
The implementation of these measures is ensured through the following activities:
In railway transport - improving the quality of passenger transportation and improving tariff regulation;
In road transport - improving tariff regulation and state support for the development of passenger transportation;
In air transport - improving tariff regulation and state support for the development of passenger transportation.
Solving this problem will make it possible to form a system of state regulation of the competitive market of high-quality transport services in the field of passenger transportation. It is envisaged to create an effective competitive environment and requirements for market participants that will make it economically feasible for them to sustainably increase the availability, quality and safety of passenger transportation. Along with this, conditions will be created to ensure the sustainable implementation and development of types of passenger transportation, the significance of which for society is undeniable.
Solving the problem of developing regional air transportation involves:
Development of regional air transportation infrastructure;
Improving the structure of aviation routes.
The implementation of these measures is ensured by improving state regulation of activities in the field of passenger transportation at the federal and regional levels.
Solving this problem will make it possible to increase the accessibility of air transport services for the majority of the country's population and create additional direct transport links between and within regions.
Solving the problem of developing systems of urban, suburban passenger transport and local (rural) transport provides for:
Carrying out a set of measures aimed at increasing the speed of public transport and reducing the average time of transport accessibility in urban agglomerations (travel time for commuter migration of the population on transport);
Increasing the ergonomic attractiveness (comfort) of public transport rolling stock for the population;
Development of technologies and organizational measures aimed at increasing the regularity of public transport in urban agglomerations, as well as local (rural) transport;
Development of paved roads in rural areas, providing settlements with a constant year-round connection with the network of public roads;
Increasing the availability, quality and volume of services provided by passenger stations;
State support for the development of programs for the development of urban water transport in large cities with inland waterways.
The implementation of these measures is ensured through the following activities:
In railway transport - strengthening the role of suburban and intracity railway traffic for the needs of the population of agglomerations for transport services;
In urban transport - the development of transport systems that provide high-speed communication using rail transport and buses;
In the road sector - the construction of paved roads in rural areas, providing settlements with a constant year-round connection with the network of public roads;
In maritime transport - construction of transport hubs in seaports;
In inland water transport - construction of transport hubs in river ports, development of intracity and suburban passenger transportation.
Solving this problem will improve the transport situation in cities, especially in large urban agglomerations, reduce the duration of trips, increase their predictability in time, increase the attractiveness of public passenger transport for the population, as well as improve transport services for the population in intermunicipal and intra-district communications.
Solving the problem of creating intelligent transport systems to improve the quality of passenger transportation using modern information and telecommunication technologies and the GLONASS global navigation system, vehicle and flow control technologies provides for:
Equipping the rolling stock of public automobile and urban ground electric transport with modern information and telecommunication systems and the GLONASS global navigation system;
Equipping the road network in cities, as well as the main outbound federal highways and adjacent highways of regional and municipal importance, with technical means of organizing traffic and systems for collecting information on traffic flows, connected to intelligent transport systems that ensure the management of ground public transport;
Development of intelligent transport systems that ensure the management of ground public transport - expanding controlled traffic zones and increasing management efficiency, increasing the speed and rhythm, stability of public transport with minimal interference to other traffic participants;
Development of information systems for passengers and traffic participants, as well as the creation of traffic demand management systems in urban agglomerations.
Solving the problem of creating intelligent transport systems in the field of passenger transportation will make it possible to increase the efficiency of public transport in conditions of limited infrastructure capacity and fluctuations in the load of the road network, increase the stability of its operation and attractiveness for the population compared to a personal car, and also reduce it due to this loads the road network.
Solving the problem of developing multimodal passenger transportation in regional, interregional and international traffic involves:
Development of hub technologies for passenger transportation;
Stimulating the development of information services and related services for passengers on multimodal transportation;
Formation of a network of multimodal social transportation.
The implementation of these measures is ensured through the following activities:
In railway transport - implementation of projects to increase the integration of long-distance, suburban and intracity rail transportation, modernization of railway stations and stations with the creation of transport hubs on their infrastructure, development of railway connections with the country's largest airports;
In air transport - development of hub technologies and improvement of passenger service technologies;
In the transport complex - the creation and development of multimodal transport hubs, the introduction of a universal multimodal ticket for domestic traffic, including in electronic form, as well as for international traffic.
Solving this problem will improve the quality of transport services for the population in terms of ease of use of several modes of transport, reducing time and physical costs during transfers, optimizing multimodal travel routes, as well as ensuring additional effective demand for transportation for transport enterprises participating in effective chains of multimodal passenger transportation .
An important set of measures to improve the availability and quality of transport services in the field of passenger transportation as part of achieving Goal 3 is preparation for the 2018 FIFA World Cup. This set of measures includes:
Updating fleets of passenger rolling stock of transport - passenger cars, public vehicles providing transport services for the World Cup, increasing the ergonomic attractiveness (comfort) of rolling stock of public transport for passengers, including modernization of rolling stock of automobile and urban ground electric transport general use for transporting people with limited mobility;
In urban transport - the development of public transport systems that provide high-speed communication using rail transport and buses, the development of suburban high-speed passenger transportation, including intermodal transportation, for communication between the airport and the city, as well as such long-distance and suburban transportation message;
Increasing the speed of public transport, reducing the average time of transport accessibility of competition venues, as well as increasing the regularity of public transport;
Improving the legal support for effective competition among carriers on the public transport route network;
Improving the quality and volume of services provided by train stations and airports (including using hub technologies for passenger transportation), as well as the construction of new transport hubs;
Equipping the road network in the cities participating in the competition, the main outbound federal highways and adjacent highways of regional and municipal importance with technical means of organizing traffic and systems for collecting information on traffic flows, connected to ITS, ensuring the management of public ground transport, expanding zones controlled movement and increased management efficiency, as well as increased speed and rhythm, stability of public transport with minimal interference to other traffic participants;
Equipping the rolling stock of public automobile and urban ground electric transport with modern information, telecommunications and global navigation systems (GLONASS);
Creation of unified electronic systems for selling tickets and paying for travel on several types of transport;
Development of information systems for passengers and traffic participants in cities taking part in competitions.
The main measures to solve problems within the framework of achieving Goal 3 are given in Appendix No. 4 to the Transport Strategy.
Bulletin of Omsk University. Series "Economics". 2012. No. 1. P. 40-46.
INCREASING THE EFFICIENCY OF THE PROCESS OF FORMING AN ACCESSIBLE TRANSPORT INFRASTRUCTURE IN THE REGIONS
INCREASE OF EFFICIENCY OF PROCESS OF FORMATION OF AN ACCESSIBLE TRANSPORT INFRASTRUCTURE IN REGIONS
K.E. Safronov K.E. Safronov
Siberian State Automobile and Highway Academy (SibADI)
A program-targeted approach to the formation of a barrier-free environment for people with limited mobility in the regional aspect is presented. The formation of an accessible environment is considered as an intensive way of economic development and an effective way of investing. It is proposed to study this problem comprehensively in the system “housing - environment - transport - service facilities” and solve it using modern project management methods.
In article the program-target approach to the formation of the accessible environment for people with the limited possibilities in regional aspect is considered environments. Availability - the public blessing, which utility is especially effectively shown on a labor market and in the social sphere. Formation of the accessible environment is an intensive way of development of economy and an effective way of an investment of investments. The “habitation -environment - transport - objects of service” is expedient to consider the given problem in a complex in system and to solve modern methods of management of the projects.
Key words: barrier-free environment, transport accessibility, people with limited mobility, project management, investments, economic efficiency.
Key words: accessible environment, transport availability, people with limited possibilities, project management, investments, economic efficiency.
Recently, more and more attention has been paid to the accessibility of the living environment for low-mobility groups of the population (MPG). In our country, the implementation of the state program “Accessible Environment” for 2011-2015 has begun, the goal of which is to create by 2015 conditions for ensuring equal access for people with disabilities, on an equal basis with others, to the physical environment, transport, information and communications, as well as facilities and services open or provided to the public. The total amount of funding for the program for 2011-2015. will amount to 46.9 billion rubles, including 26.9 billion rubles. from the federal budget, 19.7 billion rubles.
It is necessary to raise 269.3 million rubles from the budgets of the constituent entities of the Russian Federation and from extra-budgetary sources. . The main condition for the implementation of departmental and regional target programs is the organization and conduct of their competitive selection. The amount of budget funds of a constituent entity of the Russian Federation must be at least 50% of the volume of funds provided for these purposes from the federal budget.
The infrastructure of most regions of our country is not adapted to the residence, movement and service of MGN, which include: people with hearing and vision disabilities, people with musculoskeletal disorders and their accompanying persons, elderly citizens, children, pregnant women, as well as people leading an active lifestyle and those moving with strollers, with luggage, on bicycles and rollerblades, etc. Now, according to the Ministry of Health and Social Development, 13.2 million disabled people live in Russia, of which 66% are pensioners and 4% are children. Only 26% of disabled people of working age work, 60% of citizens with musculoskeletal disabilities face barriers when using public transport, 48% experience problems when buying groceries. A third of the population suffers from the inaccessibility of the environment. All civilized countries are following the path of integrating people with disabilities into society; this is provided for by the UN Convention on the Rights of Persons with Disabilities, which has already been signed by 147 countries, including Russia.
© K.E. Safronov, 2012
The needs for the formation of accessible transport infrastructure in our country have been long overdue and are formulated as follows:
People with disabilities and MGN are limited in the exercise of their constitutional rights due to the inaccessibility of the environment;
Restrictions on the living environment for a significant part of the population have negative social and economic consequences for the entire society;
The level of economic development of Russia allows us to direct part of the funds to create a barrier-free environment;
An accessible environment, including transport infrastructure, contributes to innovative economic development.
The resources that the public sector receives by accumulating the revenues of the state and municipal budgets are realized in the form of public expenditures, which is understood as the use of resources to meet the needs for public goods and carry out social redistribution processes. Sometimes the market mechanism does not allow achieving pareto-efficient allocation of resources. For a number of reasons, situations called market failures may arise, in which the market does not cope with its functions, or cannot ensure the production of a good at all, or cannot ensure its production in an efficient volume. It is precisely this inability of the market to provide sufficient
stupidity, despite the laws adopted, can be considered as a basis for government intervention in the economy. There must be an understanding of the competitive advantages that accessibility provides for this mechanism to work in full force.
The main goal of state budget policy is to improve the lives of the population. For its implementation, it is important to concentrate sufficient budget expenditures on priority areas and sectors that can strengthen economic potential and at the same time increase budget revenues. One of the mechanisms for the allocation and redistribution of public goods is program-targeted budget planning. The effectiveness of its implementation depends on the quality of development of the target program. In this regard, research aimed at developing regional programs for the accessibility of the environment and transport infrastructure, determining the volume of financing and socio-economic efficiency of the programs is of particular relevance.
Methodology for creating accessible transport infrastructure. Since 2004, SibADI has been conducting research on organizing transport services for people with disabilities. During this time, a methodology for creating an accessible transport infrastructure (TI) was formed, based on a program-target approach and the Project management method and including an economic assessment of accessibility (Fig.).
1. Identifying TI accessibility problems
2. Transforming problems into goals
3. Development of investment projects for the availability of technical information
Scientific and methodological Financial
Urban planning Transport
Legal Technical
Social Organizational
Economic Information
Investment Environmental
4. TI accessibility audit
Odds
accessibility
6. Development of a target program; 5. Justification of support costs
Examination and approval of TI availability
7. Preparation of tender documentation 8. Implementation of investment projects
Conducting competitions on accessibility of technical information
10. Evaluating the effectiveness of the investment; 9. Forming a project team;
on-line projects on accessibility of TI Control; Control
Methodology for creating accessible transport infrastructure
Let us consider individual points of this methodology in the context of developing regional accessibility programs.
1. The development of regional and municipal accessibility programs begins with identifying problems. The tools here are sociological surveys, field surveys (audits) and analysis of the impact of accessibility on the social and economic development of society. Identification of transport accessibility problems is carried out on the basis of an analysis of the process of movement of people with disabilities. Such movements are carried out in the environment of life: “housing - environment - transport infrastructure - objects of gravity,” which includes individual elements of service systems. Each element of the system has a set of indicators that characterize its accessibility: slopes, dimensions, dimensions, distances, time, safety, cost, efficiency. In most cases, a transport service system of a certain level (municipal, regional, federal) is involved. The degree of fulfillment of the needs of the MGN depends on the state of its availability. An analysis of the accessibility of transport infrastructure in large cities of the Russian Federation revealed problems that require solutions.
Scientific and methodological problems are associated with the lack of methods for creating accessible transport infrastructure and assessing its effectiveness. Insufficient attention is paid to scientific research and personnel training. Accessibility measures are not always included at the infrastructure design stage, which increases costs and reduces their effectiveness.
Urban planning problems are associated with the fact that housing, the urban environment, transport and social infrastructure are not suitable for the movement of MGN. All this takes a lot of time, effort and money to travel, leads to excessive vehicle travel, overload of the road network and environmental deterioration. Sections of urban planning documentation on accessibility are formal in nature and are not always implemented, due to the novelty of the topic and the lack of a personnel training system.
Legal problems in many regions are related to gaps in the legislative and regulatory framework and lack of accessibility expertise. Transport infrastructure facilities are often delivered with violations of accessibility requirements.
Social problems. Disability is not an attribute of the person himself; inaccessibility to transport forms the social-environmental component of disability and leads to technological discrimination against people with disabilities. This also includes medical and educational problems: the former are associated with difficulties in the rehabilitation of disabled people, the latter with their education and integration into society.
Economic problems. The inaccessibility of transport infrastructure for people with disabilities and people with disabilities causes significant economic damage associated with numerous negative factors. The inaccessibility of a business significantly affects its traffic and profitability. Low mobility generates unemployment and poverty among disabled people, and for the state - an increase in social spending. Lack of affordability holds back consumer spending, which impacts the economy. This problem concerns not only people with disabilities and their families, but also the economic and social development of the entire society, where human potential remains unclaimed, which ultimately affects GDP growth.
Investment problems. To obtain a reliable assessment of the effectiveness of investments in the development of the transport complex, it is necessary to take into account the accessibility factor. There is no mechanism for stimulating state and non-state structures to intensify activities in terms of ensuring conditions of accessibility of social and transport infrastructure for people with disabilities and people with limited mobility.
Funding problems. The lack and irregularity of funding leads to the fact that work on the construction and reconstruction of transport (social, engineering) infrastructure is carried out in a limited time frame and with low quality. Practice shows that the main criterion for competitive selection - the low offered price - negatively affects the quality and range of consumer properties of the final product.
Transport problems are associated with the lack of an established system of transport services for people with disabilities. The forms of transport services are considered: individual transport, pedestrian traffic, social taxi, urban and non-urban passenger transport, the functioning of specialized routes.
Technical problems are due to the lagging behind the rehabilitation industry. There are no standard solutions to access issues
quality of social and transport infrastructure facilities, rolling stock. Innovative technologies are slowly being introduced into the process of passenger transportation.
Organizational problems are associated with the absence in most regions of a management system for the formation of accessible transport infrastructure. When addressing accessibility issues, project management methods are not used, and the operational activities of administrative structures are not focused on solving complex problems. In addition, due to the novelty of the topic, such structures have not yet been created.
Information problems are associated with the lack of a database on the accessibility of transport infrastructure; there is no register of wheelchair users. There are no indicators in the statistical accounting system that reflect the availability of housing, social and transport infrastructure for MGN. A system of objective criteria and methods for conducting an audit of accessibility for disabled people of buildings and structures, means of transport, communications and information, relevant design and technical documentation, instructions and procedures for its implementation has not been developed.
Environmental problems are associated with excessive transport mileage, outdated rolling stock, overload of the road network and an increase in harmful emissions caused by the underdevelopment and inaccessibility of pedestrian and transport routes.
2. These problems using project management methods are transformed into goals and objectives and are solved at the modern scientific level using domestic and foreign experience. Approaches to solving these problems include:
Development of a new scientific direction “economics of accessibility”, which studies the impact of accessibility on economic development;
Implementation of the entire range of measures to create a barrier-free environment, including personnel training, the use of the principles of universal design and accessibility sections in urban planning documentation;
Improving the regulatory and legislative framework at the federal, regional and municipal levels;
Providing disabled people with equal access to prestigious values in a given society: to receive educational, medical, social and other social services, decent work;
Determination of damage from the inaccessibility of transport infrastructure and justification of costs for accessibility measures;
Development of investment projects using the public-private partnership mechanism and assessment of their socio-economic effectiveness;
Determining measures to motivate and stimulate the implementation of accessibility measures, creating a mechanism for their sustainable financing;
Increasing the mobility of the population by organizing transport services for people with disabilities and disabled people with a choice of forms of mobility aid, work on adapting the route network and rolling stock;
Development of the production base for means of accessibility and rehabilitation, modernization of the rolling stock of passenger transport;
Organization of databases on the accessibility of transport infrastructure for MGN;
Formation of an effective system for managing the development of transport infrastructure, taking into account accessibility;
Increasing the accessibility of the pedestrian and transport network, which will reduce vehicle over-mileage, relieve congestion on the road network and reduce the amount of harmful emissions;
Using an integrated approach to the rehabilitation of disabled people, which consists of three components: medical, social and labor areas.
Currently, rehabilitation is considered not only as a system of measures in specific areas, but also as a process of changes in the condition of a disabled person. The most promising way to integrate people with disabilities into society is social rehabilitation, which is usually considered through sociocultural inclusion and an independent lifestyle, in which a barrier-free environment and accessible transport play an important role.
3. A barrier-free environment is a public good that improves the quality of life of the entire population. According to the functional classification of state budget expenditures, accessibility refers to expenditures on social policy, transport, road infrastructure, communications and information technology and is an expenditure obligation of the state. The development of investment projects on accessibility has a number of features. Obligations to create favorable conditions for people with disabilities apply to organizations, regardless of their form of ownership, so they can be initiated by investors who want to improve their
improve the accessibility of your business. In any case, the development of accessibility projects begins with an assessment of the existing accessibility situation.
4. SibADI has developed a universal
a methodology for conducting an audit of the accessibility of various objects, which includes: selecting an object for inspection, selecting the composition of the commission, compiling a list of regulatory requirements, checking their compliance and developing measures to eliminate them. We have developed a system of coefficients reflecting the accessibility of various elements of the living environment for people with limited mobility: 0
Accessibility is not required; 0.1... 1 - not available; 1,1__2 - accessible from outside
power; 2.1.3 - available independently. The advantage of such a system is the transition from expert assessments to specific indicators that allow analysis, systematization and improvement of accessibility. These criteria can be used in a statistical accounting system.
5. Many regions are already implementing targeted programs to create a barrier-free environment, adopted on the basis of the Federal Target Program “Social support for people with disabilities for 2006-2010”. Their analysis showed a wide range of funding volumes. The financial capabilities of regions in financing targeted programs can be assessed on the basis of their cost in relation to the region’s GRP and per capita. The fluctuations are significant: from
0.02% (Samara region) to 2.12% (Lipetsk region). In terms of specific indicators, the values also vary: 3495.3 rubles. per 1 resident (Moscow) and 2025.6 rubles. (Omsk region).
Difficulties in developing regional and municipal target programs based on the State Enterprise “Accessible Environment” for 2011-2015. are financial and technical in nature. Despite the fact that this procedure is prescribed by federal legislation, in some regions there are still no regional regulations defining the procedure for the development and adoption of targeted programs.
6. In the Omsk region, a long-term target program “Accessible Environment” has been developed for 2011-2015. with a financing volume of 2.4 billion rubles. The program’s activities are aimed at creating accessibility to social, engineering and transport infrastructure for people with disabilities, which will help overcome the self-isolation of people with disabilities, increase their individual mobility and social activity, and create conditions
to lead an independent lifestyle. The program's activities are developed on the basis of a comprehensive analysis of the situation of people with disabilities in the Omsk region, identification of existing restrictions and barriers that impede the accessibility of the living environment for people with disabilities, and their impact on the socio-economic development of the Omsk region. The program-target method will allow for more efficient use of financial resources, concentrating them on solving priority tasks, and providing a comprehensive solution to the problems identified by this program.
As part of the direction “Ensuring unimpeded access for people with disabilities to social, engineering and transport infrastructure”, measures will be taken to introduce the principles of universal design, primarily at the main objects of social infrastructure, adapting buildings, premises, and adjacent areas for people with disabilities. This will create conditions that provide these categories of the population with equal opportunities as all citizens in using social, engineering and transport infrastructure, which will increase the level of their individual mobility with the greatest possible degree of independence.
7. The package of competitive documentation is formed on the basis of the adopted program. The customer of the regional program is the Government of the Omsk Region, the coordinating executive is the Ministry of Labor and Social Development of the Omsk Region, contractors are determined through a competitive selection procedure. There are certain risks here that need to be foreseen in advance, for example, failure to fulfill the contract on time, poor quality of work, etc. A tool for minimizing them can be competitive selection criteria. In addition to the mandatory requirements, it is advisable to include certain guarantees on the part of contractors. The customer, in turn, is obliged to provide financing in a timely manner.
8. The implementation of accessibility requirements is carried out by methods of new construction or reconstruction of existing facilities, through the acquisition of adapted rolling stock and equipment. At the same time, all solutions must be simple, recognizable, high-quality, durable, reliable and made in the same style, which must be developed. In this regard, the tasks
should include a scientific component - this is a study of accessibility problems, which may include the development of accessibility criteria and measures to ensure them, training of specialists in barrier-free environments, participation in the development of projects, technologies, selection of materials, decorative elements, architectural elements, color solutions, fonts, sound support, taking into account the principles of universal design, etc.
9. Even if a target program is developed and adopted, its high-quality implementation requires great effort from its customer-coordinator (directorate). Abroad, Project management technology is used for these purposes and a project team is formed. Typically, a major program is a series of related projects that are managed in a coordinated manner to achieve benefits and controllability not available when managed individually. Project management technology involves an analysis phase, including identifying participants, their key problems, obstacles and opportunities, clarifying cause-and-effect relationships, developing goals, identifying various strategies to achieve the goal, identifying overall goals and project goals. At the planning phase, the structure of the project is determined, its internal logic is checked, as well as the formulation of goals and results in measurable quantities, an approximate assessment of resources, the sequence and dependence of actions, duration and distribution of responsibilities are determined. In a market economy, any program or project is associated with investments and expected income. The team implementing the project is interested in its maximum efficiency.
The most important element of high-quality implementation of accessibility measures should be control on the part of public disability organizations, authorities and local self-government. Involving people with disabilities as expert users allows us to intensify the process of creating a barrier-free environment and avoid mistakes. It often happens that accessibility measures are provided for in a project, but are missed during its implementation, or they do not meet the needs of people with limited mobility. In Moscow, for example, the social protection authorities have created departments for barrier-free environments, which carry out examination of finished objects for accessibility and where they take place
approval of projects, starting with the design assignment.
Due to the fact that investments in comprehensive reconstruction to ensure accessibility are investments in real assets: in the development of land plots and territories, construction and reconstruction of residential buildings, cultural and public service facilities and transport infrastructure, it is difficult to calculate the social and economic effect of the program . In economic science, there are areas devoted to the national economy, production, management, ecology, and individual industries and sectors of industry. Methods have been developed to determine the effectiveness of reducing harmful emissions, of switching to innovative farming methods, of introducing advanced technologies, etc. However, there is no section that examines the processes associated with the effectiveness of creating a barrier-free environment and assessing their impact on the economy countries. Disabled people are one of the most vulnerable categories of citizens due not only to their social status, but also to their limited capabilities. However, by fighting for their rights, they improve the quality of life, making the living environment not only accessible, but also comfortable for the entire population. The positive effect is multiplied many times over in all sectors of the national economy.
Many advanced economies are already reaping the benefits of well-designed market strategies targeting older and disabled tourists. Research shows that the market created by older people is just waiting to be discovered. Annual revenue for the U.S. restaurant and hospitality industry grew 12 percent due to the implementation of standards mandated by the Americans with Disabilities Act passed in 1990. People with disabilities also represent a rich source of untapped potential for job creation. The economic consequences of unemployment are expressed primarily in the loss of part of the gross national product (GNP). American researcher A. Okun calculated that every percentage point above the unemployment rate reduces GNP by 2.5%. In our country, it has been calculated that a 1% increase in the number of working disabled people will increase revenues to the consolidated budget (including the Pension budget).
Federal Fund of the Russian Federation) by 1.5 billion rubles. In Europe and North America, the tourism market for people with disabilities and their companions is growing rapidly and is worth billions of dollars. In Russia, for example, the implementation of the project “Sochi - a hospitable city”, taking into account accessibility for people with limited mobility, will allow not only to host the Paralympic Games in 2014, but also to further use the accessible infrastructure of the city for millions of vacationers, which will lead to the development of tourism-related industries and the service sector, employment and economic development of the entire region.
The significance of a barrier-free environment, taking into account financial and economic efficiency, lies in: improving the quality of life of the entire population, reducing the period of temporary disability, increasing the value of territories, reducing street injuries, organizing pedestrian and cycling traffic, increasing mobility and improving public health, increasing employment of people with limited mobility, increasing the quality of transport services, the integration of people with disabilities into society, an increase in budget revenues, an increase in the cultural level, an increase in consumer spending, an increase in the income of businesses and commercial structures; ultimately, accessibility leads to the growth of the regional economy.
The use of these approaches will help improve the efficiency of the process of creating accessibility and will improve the quality of life of the entire population to the level of international standards. The implementation of the state program “Accessible Environment” throughout the country using new project management technologies is, of course, an innovative way of economic development.
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ИКБ: http://fcp.vpk.ru (access date:
2. Signing and ratification of the Convention and Protocol / Rights and dignity of persons with disabilities // UN. - UK: http://www.un.org/russian/dis-abilities/countries.asp?navid=23&pid=612 (access date: 03/27/2011).
3. Voskolovich N. A. Economics, organization and management of the public sector: a textbook for universities / ed. N. A. Voskolo-vich. - M.: UNITY-DANA, 2008. - 367 p.
4. Safronov K. E., Leonova L. S. Program approach to the formation of a barrier-free environment // Labor and social relations: scientific journal of the Academy of Labor and Social Relations. - 2010. - No. 8(74). - pp. 128-133.
5. Safronov K. E. Efficiency of organizing transport services for disabled people in cities: monograph. - M.: ASV, 2010. - 208 p.
6. Safronov K. E. Methodological foundations for the formation of an accessible environment in cities and regions // Issues of planning and development of cities: materials of the XVI International scientific and practical. conf. / ed. prof. Yu. V. Kruglova, associate professor V. S. Glukhova. - Penza: PGUAS, 2009. -P.50-53.
7. Safronov K. E. Management of the formation of a barrier-free environment in cities and regions of the Russian Federation // Economics. Entrepreneurship. Environment: an international journal. - 2010. - No. 3(43). - P. 23-30.
8. Safronov K. E. Urban planning methods for creating a barrier-free environment // ASABBM1A. Architecture and construction: scientific peer-reviewed journal. - 2011. -No. 1.- P. 71-75.
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ORDER of the Government of the Russian Federation dated November 22, 2008 1734-r (2019) Relevant in 2018
3. Ensuring accessibility and quality of transport services for the population in accordance with social standards
In order to ensure the availability and quality of transport services for the population on all types of transport in accordance with social standards, the following activities will be carried out:
ensuring the transportation of passengers along socially significant routes, the affordability of transport services, including in the Far North, the Kaliningrad region, the Far East and Transbaikalia, the development and implementation of coordinated schemes for the development of air transport and road transport support for transportation along local social routes in remote regions ;
development and implementation of a program for the implementation of minimum social transport standards to ensure the possibility of movement of all segments of the population throughout the country, ensuring their implementation on a progressive scale, taking into account improving the conditions of transport services for the population;
development of urban and suburban passenger transport systems;
regulation of access to commercial activities in the field of passenger transportation;
development of a fleet of passenger rolling stock that is not inferior in technical and economic parameters to world analogues.
development of systems providing high-speed and high-speed passenger transportation.
In the field of railway transport in the field of long-distance passenger transportation, a decision was made to stop cross-subsidizing them at the expense of freight transportation and to gradually attract federal budget funds for these purposes.
The continuation of the implementation of state policy in the field of socially significant passenger rail transportation should be legislative provision for compensation for losses in income arising as a result of state regulation of tariffs for passenger transportation. At the same time, the formation of an appropriate mechanism for compensating losses in income from the implementation of state tariff regulation in the field of passenger transportation in suburban traffic must be ensured.
With an increase in passenger turnover of 32.9 percent, the quality indicators of passenger transportation will be significantly improved. The local speed of long-distance passenger trains will increase on main routes to 72 km/h, or by 18.6 percent.
Increasing the availability and quality of transport services for the population should be carried out in the following areas:
development of suburban-urban passenger connections with the transformation of railway sections into express and high-speed systems to ensure comfortable travel conditions, reduce passenger time spent on travel, unload congestion in large metro cities and ground passenger transport during peak hours, which requires an increase in the number of commuter trains by radial directions in order to reduce intervals and reduce the occupancy of electric train cars during peak hours, the development of intracity transportation by intensifying the use of diametrical directions and increasing their number in the future, increasing the number of compact interchange hubs, developing interregional transportation by luxury express trains, organizing transportation passengers between megacities and large regional centers using satellite trains, organization of intermodal transportation of passengers with specialized rolling stock to airports;
increasing the accessibility, quality and volume of services provided by railway stations;
improvement of reservation systems using the Internet, as well as the introduction of non-cash payment systems for tickets;
further improvement of the system of state regulation of tariffs on railway transport.
In the field of road transport, it is necessary to ensure the priority development of public road transport, which has a modern production and technical base and an optimal structure of the vehicle fleet, taking into account the increase in its share in the transportation performed.
Increasing the availability and quality of transport services for the population will be carried out in the following areas:
implementation of a unified transport policy in the field of planning and management of passenger road transport, aimed at eliminating restrictions on the population’s access to passenger road transport services;
creation of entrances to populated areas, ensuring year-round bus traffic independent of weather and climatic conditions;
improvement of the route network of public passenger road transport and its arrangement, aimed at ensuring convenience for the population based on the introduction of quality standards;
expanding the geographical accessibility of passenger transport by introducing minimum transport standards, including for serving persons with disabilities, and public passenger road transport in rural areas.
New infrastructure and technological solutions will make it possible to reduce by 2030 the time spent by passengers traveling on public passenger road transport by 25-30 percent compared to the 2007 level.
In the field of tariff regulation, in order to increase the accessibility of transport services for the population, it is necessary:
further development of the tariff regulation system for passenger road transport;
improving the system for providing interbudgetary transfers to the budgets of constituent entities of the Russian Federation for expenses to ensure equal accessibility of public road transport services to the population;
identification and use of mechanisms to compensate for lost income when regulating tariffs (for example, based on social government contracts to ensure transportation on socially important routes).
In the field of air transport, to improve the quality of transport services, it is planned to implement the following measures:
improving the quality of the transportation process, including certification of Russian airlines according to the standards of the program developed by the International Air Transport Association;
increasing the comfort, frequency and regularity of flights, expanding the list of additional services (food, entertainment, communication services) and ensuring an attractive air ticket price by updating the aircraft fleet and developing competition between airlines, creating aviation alliances (including participation in international ones) and low-cost airlines, equipping aircraft and airfields with equipment that allows operation in adverse weather conditions, introducing an effective system of maintenance and repair of new generation aircraft, which are characterized by reduced downtime during troubleshooting, introducing modern passenger service technologies, including electronic ones, reducing the duration of a passenger's ground transfer to the airport by organizing effective transport connections between airports and populated areas.
The development of a competitive market for transport services will be carried out in the following areas:
eliminating unjustified administrative and economic barriers to competition among air transport operators;
commercialization of air transport infrastructure services with the involvement of private operators;
market liberalization and improvement of mechanisms for certification, licensing and confirmation of compliance of airlines with established requirements for admission to activities in the field of air transport, including reducing the use of quantitative quotas and replacing them with qualitative ones, differentiation of certification requirements for airlines, operators and aviation fuel supply organizations of different levels, gradual transition to softer and more general forms of regulation, the creation of a nationwide system for regulating time intervals for flights at the airport (slots);
introduction of accreditation procedures for manufacturers and suppliers of aviation fuels and lubricants and special fluids that ensure the safety and regularity of flights, including certification of aviation fuels and lubricants for the purpose of operating aircraft at low and ultra-low ambient temperatures.
It is necessary to stimulate structural changes in the industry in terms of business consolidation in the commercial segment of the air transport market by tightening requirements for the quality of work of operators, and maintaining the exclusive right for Russian air carriers to operate domestic air transportation until 2020. In 2021-2030, the issue of granting foreign airlines in Russia wider commercial rights (degrees of air freedom) may be considered.
Increasing the availability and quality of air transport services for consumers will be achieved through:
satisfying demand by expanding the range and geography of air transport services, developing a fleet of modern aircraft, bringing the structure of the supply of air transportation and aviation work to the structure of demand for them;
increasing the safety of air transport, including environmental safety, to the world level;
ensuring accessibility of air transport services for the bulk of the population;
expanding the areas of rational use of civil aviation, development of general aviation and business aviation.
Increasing the affordability of air travel will be achieved through:
reducing the cost of transportation by developing competition between airlines, increasing the intensity of operation and optimizing the aircraft fleet;
curbing the growth of airport fees and airline ground handling rates by increasing additional airport revenues from non-aviation activities;
implementation of a flexible tariff policy in relation to various categories of service consumers and classes of service, including through the creation of “low-cost” airlines.
The priority is the development of commercial air transport and operations, which should ensure that the basic demand for air transport services is met.
Within this market segment, government policy priorities are determined based on ensuring conditions for the development, first of all, of domestic air transportation and operations, including socially significant local airlines that do not have a year-round transport alternative, as well as such mainline airlines that ensure the transport integrity of the state , as airlines connecting the Kaliningrad region, regions of the Far North, Siberia and the Far East with the center of the country. The growth rate of this market segment should by 2020 exceed the development of the international transportation segment of Russian airlines operating in communication with the country's airports.
In the field of regulation of aviation tariffs, the following tasks are solved:
limiting the maximum tariff levels in order to ensure the availability of services for the majority of potential consumers, preventing the short-term sale of air transport and air navigation services below cost in order to obtain competitive advantages (dumping) and the long-term use of reduced prices, which obviously exclude the possibility of quality service and ensuring the safety requirements of air transportation or provision aviation services;
ensuring price transparency of the market (by expanding the practice of applying the principle of the announced tariff);
ensuring reasonable stability of tariffs in the interests of users of air transport services.
gradual reduction of the scope of price regulation and expansion of market pricing mechanisms;
transition to the implementation of the notification (registration) principle of establishing tariffs for operator services in competitive market segments.
Further liberalization of tariff regulation will be carried out as the competitive environment expands and the types of activities classified as natural monopolies in the field of airport business and air navigation services are reduced, due to:
formation of rates of charges and tariffs that actually reflect the costs of maintaining and intensity of use of airport facilities and air traffic management systems;
improving the system of control and financial audit of airlines engaged in airport activities and organizations of the air navigation service system;
ensuring adequate funding for activities to ensure flight safety and security;
increasing the investment attractiveness of airports.
Tariff regulation in the field of socially significant air transportation provides for state support for transport market entities (allowed only in cases where market mechanisms cannot ensure a sufficient level of supply of aviation services or a socially acceptable level of tariffs for them), preferential categories of passengers, socially significant air transportation (by allocating subsidies provided to airlines that provide socially significant air transportation).
State support for socially significant air transportation and work should be provided in a coordinated manner using funds from budgets at all levels.
In the field of maritime transport, in order to increase the accessibility of transport complex services for the population, it is necessary to ensure an increase in the transportation of goods and passengers on socially significant routes, which will significantly increase the level of transport provision in such regions of the country as the Far North and the Far East, including using the Northern Sea Route , transport links with the Kaliningrad region, and ensure the projected demand for socially significant passenger transportation by sea.
In the field of inland water transport, in order to improve the quality of transport services for passengers, it is planned to improve the organization of the transport process, the condition of the inland waterways used, navigable hydraulic structures and ships, and increase the comfort and level of service.
It is planned to develop business travel for passengers by adding high-speed vessels to the fleet and creating a water taxi market (initially in Moscow and the Moscow region).
To increase the availability of transport services in the field of inland water transport, it is necessary to implement the following measures:
increasing the length of inland waterways with guaranteed dimensions of ship passages with illuminated conditions;
reconstruction of hydraulic structures;
eliminating the gap between the increasing demand for passenger transportation and the quantitative and qualitative characteristics of the fleet.
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