Improving transport accessibility will not increase prices in the immediate Moscow region. Information on transport accessibility Expansion of the passenger area
Reconstruction of Putilkovskoye Highway will begin in January 2019. The Minister of Transport and Road Infrastructure of the region, Igor Treskov, reported this to the Governor of the Moscow Region Andrei Vorobyov during the working trip of the head of the Moscow region to the Krasnogorsk urban district.
The length of the reconstructed facility is 1.7 kilometers. On this moment Design and survey work has begun. The road was officially transferred from municipal ownership to the balance of the regional government. The cost of the work will be 2.5 billion rubles. The reconstruction is planned to be completed in 2021.
“We commissioned the design of the reconstruction and expansion of the Putilkovskoe highway in the corresponding area. And in January-February we should start construction, prepare the territory and expand this road within 18-20 months,” said Andrey Vorobyov.
Photo source: press service of the governor and government of the Moscow Region During the reconstruction, the number of traffic lanes will be increased to four. The expansion of the roadway and the creation of new road infrastructure will significantly increase the capacity of the route and improve the transport situation in the urban district.
Photo source: TV channel “360” In the village of Putilkovo, the construction of a new school “Mosaic” has been completed. It has a capacity of 1,510 seats. Governor of the Moscow Region Andrey Vorobyov educational institution and appreciated the quality of the work.
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 people with limited mobility (LPGs). Implementation has begun in our country state program“Accessible environment” for 2011-2015, 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 to facilities and services open or provided to the population. 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.
From the budgets of the subjects Russian Federation, it is necessary to attract 269.3 million rubles 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 roller skates, 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 disorders face barriers to using public transport, 48% experience problems when purchasing 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
Needs for creating 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 on 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 investment projects according to TI availability
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 social and economic development society. Identifying problems transport accessibility 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. Transport infrastructure accessibility analysis major cities The Russian Federation has identified 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 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 development transport complex availability factor must be taken into account. 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 associated with the lag of the rehabilitation means 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 “the economy 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 facilities 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 on the formation of 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) up 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. Although this procedure is prescribed federal legislation, in some regions there are still no regional regulations defining the procedure for the development and adoption of target programs.
6. B 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.
Within the framework 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 highest 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 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, and of introducing advanced technologies etc. However, there is no section in which processes related to the effectiveness of creating a barrier-free environment and assessing their impact on the country’s economy are studied. 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).
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 periods 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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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 The presence of 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 of the 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 social institutions, 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 in some 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 tariffs for transportation by 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 by car public use, on average per year per resident of the territory; kilometer mobility of the population average number of passenger kilometers per capita 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 are 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 would allow for a 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 area of the territory LE PS = (1) S where L E is the operational length of the transport route; s 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 territory 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 2nd place in the district in 2014. 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 availability 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 public urban ground electric 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. The population living in large cities spends 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 primary tasks of the state is to build a transport system in such a way that publicly available 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 pp. Information on the number of disabled people as of, years URL: (Date of access:). Report for 2015 on the progress of the implementation of the state program of the Khabarovsk Territory "Accessible environment" for years." URL: (Access date:). Stroeva G. N.
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In the near future, it will be easiest to get to Moscow from Lyubertsy, Reutov, Mytishchi, Kotelnikov and Khimki, according to Metrium Group analysts. The rating of settlements was formed based on the calculation of the time spent on the road to the Moscow Ring Road. In addition, plans for the introduction of underground and light metro, as well as the timing of the reconstruction of main routes, were taken into account. So,
Now you can get from Lyubertsy to the Moscow Ring Road in 10 minutes, taking into account traffic jams, and in 7 minutes on a free route, from Reutov - in 4 and 3 minutes, from Mytishchi - in 22 and 9 minutes, from Kotelniki - in 14 and 8 minutes, from Khimki - in 10 and 6 minutes.
It is assumed that in Khimki, Mytishchi and Reutov the ground metro will be introduced in 2015, in Lyubertsy - in 2017. An underground metro is planned in Lyubertsy (“Nekrasovka”, 2015), Kotelniki (“Kotelniki”, 2014) and Mytishchi (“Chelobitevo”, 2019).
However, there will not be a significant increase in prices caused directly by improved transport infrastructure in these cities. According to experts interviewed by Gazeta.Ru, the current rise in prices in these cities is within the framework of general market trends. An increase in the cost of housing directly due to transport accessibility is hampered by frequent postponements of metro construction, the active release of new supply and fairly high housing prices due to proximity to the Moscow Ring Road. If we compare these cities as a whole with the Moscow region, then the price level for apartments in new buildings here will be about 10% higher. As a result, the cost per square meter in these cities is growing faster than in the Moscow region. “They are adjacent to Moscow, so in any case, the demand for Lyubertsy, Khimki, Kotelniki is several times higher than in other, remote destinations,” says Daria Tretyakova, head of the consulting and analytics department of the ABC of Housing company.
The largest increase in prices, as a rule, occurs due to the construction of an underground metro. However, in the listed cities, price increases based on the prospects for improved transport accessibility have, for the most part, already been recouped. For example, according to estimates by the managing partner of the Blackwood company, a year and a half before the opening of the Novokosino and Lermontovsky Prospekt metro stations, prices for apartments in individual residential projects increased by 30-35%. The situation is similar in Lyubertsy - after the construction of the Zhulebino and Lermontovsky Prospekt metro stations, the growth in housing costs was halved.
“In Lyubertsy, an active increase in prices occurred in 2012, when active work on the construction of the metro began. As a result, over the year, prices for new buildings in the city increased by almost 13%, while in general in the near Moscow region the increase was about 3-5%.
At the same time, in 2013, the increase in prices on the primary market of Lyubertsy was about 7%, which corresponds to the average for the near Moscow region. That is, improving transport accessibility has ceased to be an additional incentive for price increases,” the head of IRN-Consulting explained to Gazeta.Ru.
The construction of a light metro has a less significant impact on the cost of housing.
“As for Reutov, Mytishchi and Khimki, we can assume that the local market for new buildings in these cities will react less actively to the commissioning of the above-ground metro
compared to populated areas where a classic metro should be installed. This event may contribute to an increase in the cost of apartments in new buildings by 5-10%, but in the longer term, since the stations will appear only in 2015,” says the general director of the Metrium Group company.
Experts expect a more significant increase in housing prices in Kotelniki - however, due to other factors. At the same time, now the average cost of apartments here has decreased somewhat as a result of the active release of new projects. “As part of transport construction, in accordance with the city planning project, it is also planned to place a large transport hub next to the metro. All this is likely to contribute to an intensive increase in prices for primary real estate,” explains the general director of Miel-Novostroika.
According to experts, in these cities the cost per square meter is now increasing due to an increase in the stage of construction readiness of objects. An increase in prices directly due to improved transport accessibility is expected in settlements more remote from Moscow. “According to the project for the development of transport infrastructure in the Moscow region, light metro will appear in Kryukovo, Sheremetyevsky, Pushkino, Zheleznodorozhny, Balashikha, Domodedovo, Podolsk, Odintsovo, Nakhabino, Vidnoye, Krasnogorsk. The cost per square meter of housing will increase more in those settlements where it was more difficult to get to before the advent of the metro,” says the director of the branch of the MIC-Real Estate on Presnya company.
