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1 ISSN Electronic scientific publication "Scientific Notes of PNU" 2016, Vol. 7, 4, C Certificate El FS from UDC G. N. Stroeva, Cand. sociol. Sci., D. V. Slobodchikova (Pacific State University, Khabarovsk) PROVIDING TRANSPORT ACCESSIBILITY OF THE POPULATION AS AN IMPORTANT DIRECTION OF SOCIO-ECONOMIC DEVELOPMENT OF THE REGION The concept of transport accessibility... The criteria for assessing transport accessibility have been determined. The analysis of transport accessibility for the population of the Khabarovsk Territory has been carried out. Key words: transport infrastructure, transport accessibility, transport mobility of the population, transport accessibility criteria. 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 modern and efficient transport infrastructure in the region an essential 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 availability and quality of services of the transport complex 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, and plays an important role in the socio-economic development of regions. Effectively operating and accessible transport contributes to the creation of a single socio-economic space by ensuring stable links between individual regions of the country, as well as between the settlements that are part of the constituent entities of the Russian Federation. Transport accessibility for the population can be defined as the ability to use transport infrastructure facilities and transport services for various groups of the population. Transport accessibility in most countries is determined by such characteristics as: 1) total time spent on moving 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 is assessed, as well as general accessibility, which involves determining the frequency of public transport and the proportion of the population able to reach specific places or a specific area of ​​the city for some standard of time. The time spent on the movement of the population from the place of residence to the place of work in the Russian Federation should not exceed the standards established by the building codes and SNiP rules in force since 1990 * Urban planning. Planning and development of urban and rural settlements (tab. 1). Table 1 Time spent in cities for movement from places of residence to places of work for 90% of workers (one way) City population, thousand people Standard time consumption, min and less 30 In accordance with the SNiP data for residents of other settlements who come to work in the city center every day, it is allowed to increase the standard time consumption up to two times. Residents of rural settlements on labor movement (pedestrian or using transport) within the agricultural enterprise should not spend more than 30 minutes. In addition, SNiP * established the availability of public transport stops for no more than 5 minutes. 2) the possibility of obtaining transport services by people with disabilities (such are people with disabilities and other low-mobility groups of the population), which are determined by the presence of specially equipped public transport and social taxis, as well as roads, sidewalks, specially equipped parking spaces, ramps and other devices, allowing them wasp

3 to carry out movement by different types of transport; 3) the economic or price availability of transport services, characterizes the ability of the population to pay for travel in public transport. In this case, transport accessibility can be assessed by comparing transportation tariffs by public transport and the cost of the equivalent travel by private car or taxi. In addition, as an indicator of transport accessibility for the population, one can use the share of expenses for payment for transport services in the total volume of consumer expenditures of the population: 4) transport mobility of the population, which can be estimated by the following indicators: coefficient of transport mobility of the population, showing how much traffic is carried out by road transport public use, on average per year per one inhabitant of the territory; kilometric mobility of the population the average number of passenger kilometers per inhabitant per year the hourly mobility of the population. It is determined by the amount of time spent on trips by one resident on average per year. The priorities for assessing transport accessibility can also be attributed to transport accessibility of social services. Many settlements rural areas are removed from the centers for the provision of social services (medical, educational, consumer services, trade, etc.). Therefore, as an indicator of transport accessibility, the weighted average of the time required to reach institutions that provide social services to the population, the center of the settlement, etc. can be used. from any place of departure. As the analysis of scientific literature on the problem of assessing transport accessibility has shown, at present there is no single system of indicators that would allow for its comprehensive assessment. The following indicators are most commonly used. The density (density) of communication routes characterizes the provision of the region with transport routes and shows how many kilometers of transport routes fall on km 2 of the area of ​​the territory LE ПS = (1) S where L Э is the operational length of the transport route; s is the area of ​​the region's territory. The density (density) of the network, which characterizes the transport provision of the population of the territory and shows how many kilometers of transport routes are occupied by residents, is determined by the formula: LE P H = (2) H where N is the population of the region. Transport mobility (mobility) of the population is determined by the ratio of the population transported by public transport (N pass ..) to the total population of the territory (N) Npass TpN =., (3) N Engel coefficient, which allows you to obtain a generalized assessment of the provision of the region with the transport network LE CE =. (4) S H 675

4 Ranking of transport accessibility levels by transport accessibility indicators and modes of transport is given in Table 2. Table 2 Criteria for assessing the transport accessibility of the territory Degree of transport accessibility Indicator Mode of transport Density of communication lines, km of tracks per km 2 of the territory Engel coefficient low medium high Automotive P S 50 50<П S <150 П S >150 Railway 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 constituent entity of the Far Eastern Federal District in terms of area. The territory of the region with an area of ​​787.6 thousand km 2 in 2014 was inhabited by thousand people. In terms of population density, which amounted to 1.71 people / km 2 in 2014, the region ranked 4th 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 Primorsky Krai , where the population density in 2014 was 11.86 people / km 2 On the territory of this region, with an area of ​​164.7 thousand km 2 (one of the smallest in the district) lived at the end of 2014 1933.3 thousand people (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 subjects of the Far Eastern Federal District per km 2 of the territory of the rhetoria of the population, units * of machines,% 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 Territory 3.6 4.2 9.9 Primorsky Territory, 5 9.3 12.4 Khabarovsk Territory 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 District 0.8 0.2 7.6 * By road transport organizations. Without small businesses. Compiled by the authors from: regions of Russia. Socio-economic indicators Stat. Sat. / Rosstat. M., 2015.URL: (Date of treatment :)

5 Comparison of data table. 3 with the 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 communication, the rest of the regions have a low provision with this type of transport. The situation is somewhat better in terms of the density of public roads with hard surface. Primorsky Krai and the Jewish Autonomous Region, according to the value of this indicator in 2014, fell into a 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 the territory, 13.1 of all highways (2014). Engel's coefficient for railway transport 2.1, for road transport 3.34 (2014). In terms of the density of the network, which characterizes the transport provision of the population of the territory with public roads with hard surface, the situation in the region has improved. If at the end of 2010 there were 43.6 km of roads for every inhabitant of the region, then by the end of 2014 there were 69.7 km. At the same time, the length of public roads with hard surface increased over this period 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 population, was in 2014 on the 2nd place in the district. The transport mobility of residents of the Khabarovsk Territory is constantly decreasing. If in 2010 there were 134 transportations per one inhabitant of the region, then in 2014 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 private cars for every thousand inhabitants of the region, then in 2014 their number increased to 243 (almost every fourth inhabitant of the region has a private car). Analysis of the dynamics of tariffs for passenger transport services showed that during the five years of the period. annual tariffs increased by an average of 8.2%. The minimum growth was noted 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, one can also use the share of expenses for paying for this type of services in the total volume of consumer expenditures of households. The share of expenses of residents of the Khabarovsk Territory on payment for services of all types of transport decreased from 14.4% in 2010 to 13.4% in 2014. The most urgent problem of transport accessibility is for persons with disabilities. According to the data of the Ministry of Social Protection in the Khabarovsk Territory, the total number of disabled people living in the settlements of the Territory in the city amounted to people. This is almost 6% of the total population of the region. Passenger traffic in the region is carried out by road and city ground electric transport of general use (buses, trams, trolleybuses). Most of the vehicles are not suitable for the transport of persons with disabilities. Of the 676 units of road and urban ground electric public transport (buses, trams, trolleybuses) operating in the region, only 42 (6.2%) are equipped for the transportation of disabled people and 677

6 other people with limited mobility. Since 2014, the state program of the Khabarovsk Territory "Accessible Environment" has been operating in the Khabarovsk Territory. Within the framework of this program on the territory of 7 municipalities of the region (Khabarovsk, Komsomolsk-on-Amur, Amursky, Vaninsky, Nikolaevsky, Khabarovsk, Lazo municipal districts) the Social Taxi service was organized. During 2015, disabled people have 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 surface of motor roads; limited use of water transport; lack of regular air transportation of local importance (mainly in long-distance areas). In most districts of the region, due to the poor condition of highways or their absence, the population either receives insufficient amounts of 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 commuting to and from work every day due to traffic jams resulting from the low traffic capacity of urban roads and their poor condition, especially during the winter period. Lack of integrated 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 be the case. 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 mutually complement each other. Insufficient orderliness of the work of public road transport. The presence of illegal carriers on bus routes that transport the population with violations of the speed limit and traffic rules. This leads to congestion of city roads, the occurrence of traffic jams, especially during peak hours, as a result, the time spent on moving to the required object increases. Deterioration of the fleet of public transport vehicles. 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 directions: to optimize the work of urban and suburban passenger transport; to constantly update the passenger rolling stock with vehicles that meet technical and economic requirements and are not inferior to world analogues; to expand the system of tariff regulation for types of public transport; to improve the quality of suburban passenger rail transportation, with the integrated development of high-speed sections of railways and high-speed systems, contributing to the provision of convenient, comfortable travel conditions for residents, as well as reducing the time spent by a participant in transportation for movement; continue work on adapting pedestrian paths, traffic lights, parking spaces,

7 new public transport to meet the needs of people with disabilities; the organization of 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 of a complex of organizations and facilities that provide favorable conditions for the activities of all economic entities, as well as comfortable living of people on its territory. Therefore, to ensure the comprehensive development of regions, especially those remote from the central and European part 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 The concept of long-term socio-economic development of the Russian Federation for the period up to 2020. URL: (Date accessed :). SNiP * Urban planning. Planning and development of urban and rural settlements. URL: (Date accessed :). State program of the Khabarovsk Territory "Accessible environment" for years. URL: (Date of appeal :). Ivanov M. V. "Increasing the level of transport accessibility as a factor of socio-economic development of territories" / M. V. Ivanov // Scientific works of the free economic society of Russia TS Kuratova E. S. Methodology for assessing the transport provision of a territory for the purpose of accessibility of social services / E. S. Kuratova // Economic and social changes: facts, trends, forecast (35). accessibility of the territory / N. M. Bolshakov, L. E. Eremeeva, E. Yu. Popov // Actual problems, directions and mechanisms of 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: Komi Republican Printing House LLC, Part II. 348 p. frames of the Khabarovsk Territory "Accessible environment" for years. URL: (Date accessed :). Stroeva G. N

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Reconstruction of the Putilkovskoye highway will begin in January 2019. The Governor of the Moscow Region, Andrei Vorobyov, was informed about this by the Minister of Transport and Road Infrastructure of the region Igor Treskov during the working trip of the head of the Moscow Region to the Krasnogorsk city district.

The length of the reconstructed facility is 1.7 kilometers. At the 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 have commissioned the reconstruction and expansion of the Putilkovskoye highway in the corresponding area. And in January-February, they should go to the construction site, prepare the territory and expand this road within 18-20 months, ”said Andrei 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 carriageway and the creation of new road infrastructure facilities will significantly increase the throughput of the highway and improve the transport situation in the urban district.

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A new Aeroexpress passenger terminal has opened at the Paveletsky railway station.

“The Paveletsky transport hub is one of the most important in Moscow. More than 140 thousand passengers pass here around the clock. An important element of this transport hub is, of course, the Aeroexpress terminal and the ability to travel from the Paveletsky railway station to Domodedovo in 45 minutes, ”he said at the opening ceremony.

He added that the terminal's capacity has almost tripled. In addition, it is well integrated with the Paveletskaya metro station: “Additional elevators and escalators have been built, there is a possibility of transferring from the metro to the Aeroexpress train, and the passage from the metro to the terminal has almost halved. I hope that the number of passengers will increase after the terminal opens. "

According to the Deputy Mayor of Moscow in the Moscow Government, head Maxim Liksutov, the Paveletsky railway station is one of the largest transport hubs in the capital. “There are five different modes of transport here. This is the metro, this is suburban railway transport, this is long-distance passengers, this is a bus service. There is a tram and, of course, an Aeroexpress train nearby, ”he said.

More than five million passengers

The Aeroexpress company has been carrying passengers between Paveletsky railway station and Domodedovo airport since 2008.

Currently, 36.5 pairs of trains run on the route per day. Travel time - from 06:00 to 00:30. Travel time is 45 minutes.

Since the beginning of 2015, the company has transported 5.4 million passengers in the direction of Paveletsky Railway Station - Domodedovo Airport, that is, 19 percent of the airport's passenger traffic.

The creation of a new Aeroexpress passenger terminal at the Paveletsky railway station is a joint project of the company and Russian Railways. It will improve the comfort of passenger service and enhance the advantages of Aeroexpress over alternative travel routes to Domodedovo.

The Moscow government supports this project: it fully complies with the city's plans to create comfortable transport hubs for public transport passengers.

Expansion of the passenger area

The repair and reconstruction of the premises of the Paveletsky railway station, necessary for the creation of the new terminal, was carried out as soon as possible - from September to December 2015. As a result, the passenger area of ​​the terminal has increased 2.5 times - from 750 to 2,000 square meters. There are 125 passenger seats in the waiting room.

There are also more ticket offices: before there were three, now there are five. Ticket offices are equipped with special devices for hearing-impaired passengers. One of the ticket offices was adapted for people with limited mobility.

Also, this works here:

- 16 vending machines for Aeroexpress tickets;

- information counter;

- ticket validation kiosk;

- three kiosks for self-check-in of passengers for flights;

- monitors with the Aeroexpress train schedule and Domodedovo airport flights;

- stands for charging mobile devices;

- free Wi-Fi;

- pharmacy;

- ATMs;

- the shops.

Personal assistants - employees of the Aeroexpress company - work in the waiting room. They help to issue tickets and accompany visually impaired and low-mobility passengers to trains.

“It is very important that the terminal fully complies with all FIFA requirements, since in 2018 Moscow will host the World Cup matches. All the requirements put forward by our colleagues from FIFA are fully met here, and the terminal is ready to receive fans, football players, all those who want to attend the 2018 World Cup, ”the deputy mayor emphasized.

The path to the metro has become shorter

The most important part of the reconstruction was closer integration of the terminal with the Paveletskaya metro station. As a result of the installation of three elevators and an increase in the number of escalators from three to five, it is twice as fast to get from the metro station to the Aeroexpress trains. A more convenient connection with suburban trains of the Paveletsky direction has also appeared.

The new terminal is adapted for passengers with limited mobility. The terminal's throughput capacity has tripled - up to 1,800-2,000 passengers per hour.

The project to create a new terminal was financed by Russian Railways and Aeroexpress.

Improving transport accessibility of Domodedovo

One of the objectives of the Moscow transport hub development program is to improve the transport accessibility of Domodedovo airport.

The Moscow government has reconstructed the Varshavskoye and Kashirskoye highways connecting the airport with the city center. Reconstruction of the road junction between Kashirskoye Highway and the Moscow Ring Road has actually been completed.

Rosavtodor built an interchange on the 43rd kilometer of the highway to the airport (turn to the Aviation settlement).

The construction of an additional second main track on the Domodedovo (Aviation) - Domodedovo airport section is also nearing completion. This will allow adding four additional pairs of Aeroexpress trains to the schedule.

Improvement of railway stations and modernization of infrastructure

Suburban and urban rail transportation is considered by the Moscow Government as one of the most important and promising elements of public transport.

In 2014, the volume of passenger traffic through the Moscow railway junction amounted to 680 million people, which is 40 percent more than in 2010 (480 million passengers). The Moscow railway junction accounts for more than 50 percent of all suburban traffic in Russia.

The program for the development of passenger infrastructure at the railway junction provides for the construction of 240 kilometers of additional main tracks, the purchase of new generation cars, the reconstruction of stations and platforms.

As part of the implementation of this program, in 2011-2015, we carried out the reconstruction and improvement of railway stations and landside squares, put things in order on the passenger platforms. The rolling stock is being renewed as planned: outdated electric trains are being replaced with modern comfortable trains.

Passenger traffic was opened on the Novo-Peredelkino - Kievsky railway station section, as well as along the fourth main track of the Oktyabrskaya railway on the Moscow - Kryukovo section. This improved the transport accessibility of Zelenograd and Khimki.

The reconstruction of the Small Ring of the Moscow Railway is nearing completion to organize passenger traffic. In the radial directions, work is underway to modernize the infrastructure. On the Yaroslavl, Gorkovsky, Kursk directions of the Moscow Railways, additional main routes are being built to increase the volume of suburban traffic.

In particular, construction is underway on the Yaroslavl direction:

- the fifth main track on the sections Yaroslavsky railway station - Losinoostrovskaya and Losinoostrovskaya - Mytishchi;

- the fourth main track on the Mytishchi - Pushkino section;

- the third main track on the Mytishchi - Bolshevo section.

Work is underway on the Gorky direction:

- on the fourth main track on the Kurskaya-Passenger - Railway section;

At the Reutovo - Balashikha overpass.

On the Kursk direction is carried out:

- construction of the third and fourth main routes Moscow-Passenger-Kurskaya - Lyublino;

- reconstruction of the Lyublino - Podolsk line.

Rolling stock renewal

In 2015, the Governments of Moscow and the Moscow Region held a competition to select carriers that will serve commuter rail transport for 15 years. The long-term agreement will make it possible to formulate programs for the development of infrastructure and renewal of rolling stock.

The winners of the competition were the operating carriers - OJSC Tsentralnaya PPK (nine directions) and OJSC Moskovsko-Tverskaya PPK (Oktyabrskoe direction).

During the implementation of the railway infrastructure development program, they will purchase at least 1,880 new, modern cars for suburban electric trains.

At the same time, Aeroexpress won the tender for choosing a carrier on routes connecting Moscow with the airports of the Moscow aviation hub. Thanks to a long-term contract, the company will continue construction and reconstruction of the terminals.

“The meaning of the 15-year contract is that the company received the opportunity and commitment to invest over 15 years so that the infrastructure for servicing passengers in Moscow and the Moscow transport hub improves every year. Colleagues said that about 20 billion rubles will be invested over 15 years in the renewal of both rolling stock and passenger infrastructure, ”said Maxim Liksutov.

Omsk University Bulletin. Series "Economics". 2012. No. 1. S. 40-46.

INCREASING THE EFFICIENCY OF THE PROCESS OF FORMATION OF ACCESSIBLE TRANSPORT INFRASTRUCTURE IN 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 in a comprehensive manner in the system "housing - environment - transport - service facilities" and to solve it using modern project management methods.

In article the program-target approach to 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 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 the limited possibilities, project management, investments, economic efficiency.

Recently, more and more attention has been paid to the availability of the living environment for people with limited mobility (MGN). In our country, the implementation of the state program "Accessible Environment" for 2011-2015 has begun, the goal of which is to create conditions by 2015 to ensure equal access for people with disabilities, on an equal basis with others, to the physical environment, transport, information and communication, as well as to facilities and services open or provided to the public. Total funding for the program for 2011-2015 will amount to RUB 46.9 billion, including RUB 26.9 billion. from the federal budget, 19.7 billion rubles.

From the budgets of the constituent entities of the Russian Federation, from extra-budgetary sources, it is necessary to attract 269.3 million rubles. ... The main condition for the implementation of departmental and regional target programs is the organization and conduct of their competitive selection. The amount of funds from the budget of a constituent entity of the Russian Federation must be at least 50% of the amount of funds provided for these purposes at the expense of the federal budget.

The infrastructure of most regions of our country is not adapted to living, moving and servicing MGN, which include: people with hearing and vision impairments, musculoskeletal disorders and their attendants, elderly citizens, children, pregnant women, as well as people leading an active lifestyle and those who move around with strollers, with luggage, on bicycles and rollerblades, etc. Now, according to the Ministry of Health and Social Development, 13.2 million people with disabilities 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 disabilities of the musculoskeletal system face barriers when using public transport, 48% experience problems when buying food. One third of the population suffers from the inaccessibility of the environment. All civilized countries follow the path of integrating disabled people 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.

Original Russian Text © K.E. Safronov, 2012

The need for the formation of an accessible transport infrastructure in our country has matured for a long time and are formulated as follows:

People with disabilities and MGN, due to the inaccessibility of the environment, are limited in the exercise of their constitutional rights;

Restrictions for a large part of the population of the living environment has negative social and economic consequences for the entire society;

The level of economic development of Russia makes it possible to direct part of the funds to the formation of a barrier-free environment;

An accessible environment, including transport infrastructure, contributes to the innovative development of the economy.

The resources that the public sector receives, accumulating the revenues of the state and municipal budgets, are realized in the form of public expenditures, which are understood as the use of resources in order to meet the needs for public goods and the implementation of social redistribution processes. Sometimes the market mechanism does not allow achieving para-efficient resource allocation. For a number of reasons, situations may arise, called market failures, in which the market cannot cope with its functions, or cannot ensure the production of a good at all, or cannot ensure its production in an effective volume. It is precisely this inability of the market to provide

stupidity, despite the adopted laws, 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 target setting of the state budgetary policy is to improve the life of the population. For its implementation, it is important to concentrate sufficient budget expenditures in priority areas and sectors that can strengthen the economic potential and, at the same time, increase budget revenues. One of the mechanisms for the placement and redistribution of public goods is program-targeted budget planning. The efficiency of its implementation depends on the quality of the 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 amount of funding and the socio-economic efficiency of programs is acquiring particular relevance.

Methodology for the formation of an accessible transport infrastructure. Since 2004, SibADI has been conducting research on the organization of transport services for the disabled. During this time, a methodology for the formation of an accessible transport infrastructure (TI) was formed, based on the program-targeted approach and the project management method and including an economic assessment of accessibility (Fig.).

1. Identification of problems of accessibility of TI

2. Transformation of problems into goals

3. Development of investment projects for the availability of TI

Scientific and methodological Financial

Urban Planning Transport

Legal Technical

Social Organizational

Economic Information

Investment Environmental

4. Audit of TI availability

Odds

accessibility

6. Development of a target program; 5. Justification of the costs of collateral

Examination and approval of the availability of TI

7. Preparation of tender documentation 8. Implementation of investment projects

Conducting competitions for the availability of TI

10. Evaluation of investment efficiency; 9. Formation of the project team;

onny projects on the availability of TI Control; Control

Methodology for the formation of an accessible transport infrastructure

Let us consider individual points of this methodology in the context of the development of regional accessibility programs.

1. 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. The 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 availability: slopes, dimensions, dimensions, distances, time, safety, cost, efficiency. In most cases, a system of transport services of a certain level (municipal, regional, federal) is involved. The degree of implementation of MGN's needs depends on the state of its availability. An analysis of the availability of transport infrastructure in large cities of the Russian Federation has identified problems that need to be addressed.

Scientific and methodological problems are associated with the lack of a methodology for the formation of an accessible transport infrastructure and an assessment of its effectiveness. Insufficient attention is paid to research and development and training. Availability measures are not always built into the infrastructure design phase, which increases costs and decreases their effectiveness.

Urban planning problems are associated with the fact that housing, urban environment, transport and social infrastructure are not suitable for the movement of MGN. All this takes a lot of time, effort and money for movement, leads to unnecessary overrun of transport, overloading of the road network and environmental degradation. Sections of urban planning documentation on accessibility are formal and not always implemented, the novelty of the subject matter and the lack of a personnel training system affect.

Legal problems in many regions are associated with gaps in the legislative and regulatory framework and a lack of expertise in accessibility. Transport infrastructure facilities are often rented out with violations of accessibility requirements.

Social problems. Disability is not an attribute of the person himself, transport inaccessibility forms the social and environmental component of disability and leads to technological discrimination of disabled people. This can also include medical and educational problems: the former are associated with difficulties in the rehabilitation of disabled people, the latter with their training and integration into society.

Economic problems. The inaccessibility of transport infrastructure for people with disabilities and MOG causes significant economic damage associated with the action of numerous negative factors. Business inaccessibility significantly affects its traffic and profitability. Low mobility gives rise to unemployment and poverty among people with disabilities, and for the state - an increase in social spending. Inaccessibility holds back consumer spending, which affects the economy. This problem concerns not only people with disabilities and their families, but also the economic and social development of the whole society, where human potential remains unclaimed, which ultimately affects the growth of GDP.

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 factor of accessibility. There is no mechanism to stimulate state and non-state structures to intensify activities in terms of ensuring conditions for the availability of social and transport infrastructure facilities for people with disabilities and people with limited mobility.

Funding problems. The lack and irregularity of financing leads to the fact that work on the construction and reconstruction of transport (social, engineering) infrastructure is carried out in a limited time and with low quality. Practice shows that the main criterion of competitive selection - low offered price negatively affects the quality and set of consumer properties of the final product.

Transport problems are associated with the lack of an established system of transport services for disabled people. 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 stem from the lagging behind the rehabilitation industry. There are no standard solutions to the issues of access

facilities of social and transport infrastructures, rolling stock. Innovative technologies are slowly being introduced into the process of passenger transportation.

Organizational problems are associated with the lack of a management system for the formation of an accessible transport infrastructure in most regions. 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, such structures have not yet been created due to the novelty of the topic.

Information problems are associated with the lack of a database on the availability of transport infrastructure facilities, there is no register of wheelchair users. There are no indicators in the statistical system that reflect the affordability of housing, social and transport infrastructures for MGN. A system of objective criteria and methods for auditing the accessibility of buildings and structures, means of transport, communications and information, relevant design and technical documentation, instructions and the procedure for its conduct has not been developed.

Environmental problems are associated with excessive overrun of transport, obsolete rolling stock, overloading of the road network and an increase in harmful emissions caused by the underdevelopment and inaccessibility of pedestrian and transport routes.

2. These problems in the project management methodology are transformed into goals and objectives and are solved at the modern scientific level using domestic and foreign experience. Approaches to solving the problems posed include:

Development of a new scientific direction "economics of accessibility", which examines the impact of accessibility on the development of the economy;

Implementation of the entire range of measures to create a barrier-free environment, including personnel training, the use of universal design principles and accessibility sections in urban planning documentation;

Improving the regulatory framework at the federal, regional and municipal levels;

Providing people with disabilities with equal access to values ​​prestigious 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 the costs of measures for accessibility;

Development of investment projects using the mechanism of public-private partnership and assessment of their socio-economic efficiency;

Determination of measures to motivate and stimulate the implementation of measures for accessibility, creation of a mechanism for their sustainable financing;

Increasing the mobility of the population by organizing transport services for people with disabilities and MGN with a choice of forms of POI, work on adapting the route network and rolling stock;

Development of the production base of means of accessibility and rehabilitation, modernization of the rolling stock of passenger transport;

Organization of databases on the availability of transport infrastructure facilities for MGN;

Formation of an effective management system for the development of transport infrastructure, taking into account accessibility;

Increasing the accessibility of the pedestrian and transport network, which will reduce the overrun of vehicles, unload 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 directions, but also as a process of changes in the condition of a disabled person. The most promising way of integrating people with disabilities into society is social rehabilitation, which is usually considered through socio-cultural inclusion and an independent lifestyle, in which a barrier-free environment and accessible transport play an important role.

3. The barrier-free environment is a public good that improves the quality of life of the entire population. According to the functional classification of budgetary expenditures of the state, accessibility refers to expenditures on social policy, transport, road facilities, communications and informatics and is an expenditure obligation of the state. The development of investment projects for accessibility has a number of features. The obligation to create an enabling environment for people with disabilities extends to organizations, regardless of ownership, so they can be initiated by investors who want to improve

make your business accessible. In any case, the development of accessibility projects begins with an assessment of the current accessibility situation.

4. SibADI has developed a universal

methodology for auditing the availability of various objects, which includes: selection of an object for verification, selection of the composition of the commission, compilation of a list of regulatory requirements, verification of their compliance and development of measures to eliminate them. We have developed a system of coefficients reflecting the availability of various elements of the living environment for people with limited mobility: 0

Availability is not required; 0,1 ... 1 - not available; 1,1__2 - available with third party software

power; 2,1.3 - available independently. The advantage of such a system lies in the transition from expert assessments to specific indicators that allow you to analyze, systematize and improve accessibility. These criteria can be used in the statistical system.

5. In many regions, targeted programs are already being implemented to create a barrier-free environment, adopted on the basis of the federal target program "Social support for disabled people for 2006-2010." Their analysis showed a wide range of funding. It is possible to assess the financial capabilities of the regions when financing targeted programs on the basis of their cost in relation to the GRP of the region and per capita. Fluctuations are significant: from

0.02% (Samara region) to 2.12% (Lipetsk region). In terms of specific indicators, the values ​​also differ: 3495.3 rubles. per 1 resident (Moscow) and 2,025.6 rubles. (Omsk region).

Difficulties in the development of regional and municipal target programs based on the State Enterprise "Accessible Environment" for 2011-2015. are of a financial and technical nature. Despite the fact that this procedure is prescribed by federal legislation, in some subjects there are still no regional norms that determine the procedure for the development and adoption of targeted programs.

6. In the Omsk region, a long-term target program "Accessible Environment" for 2011-2015 has been developed. with a funding volume of 2.4 billion rubles. The activities of the program are aimed at creating the accessibility of social, engineering and transport infrastructure for people with disabilities, which will help to overcome the self-isolation of people with disabilities, increase their individual mobility and social activity, create conditions

to lead an independent lifestyle. The activities of the program are developed on the basis of a comprehensive analysis of the situation of people with disabilities in the Omsk region, identifying 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-based method will make it possible to use financial resources more efficiently, 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 disabled people to social, engineering and transport infrastructure", measures will be taken to introduce the principles of universal design, primarily at the main social infrastructure, to adapt buildings, premises, adjacent territories for disabled people. This will create conditions that provide these categories of the population with equal opportunities with all citizens in the use of social, engineering and transport infrastructure, which will increase the level of their individual mobility with the maximum possible degree of independence.

7. The package of tender documentation is formed on the basis of the adopted program. The customer of the regional program is the Government of the Omsk Region, the executor-coordinator is the Ministry of Labor and Social Development of the Omsk Region, contractors are determined by competitive selection. There are certain risks that must be foreseen in advance, for example, non-fulfillment of the contract on time, poor quality of work, etc. The criteria for competitive selection can be a tool to minimize them. In them, in addition to mandatory requirements, it is advisable to lay down certain guarantees on the part of contractors. The customer, in turn, is obliged to provide funding 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. Moreover, 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 a barrier-free environment, participation in the development of projects, technologies, selection of materials, decorative elements, architectural elements, colors, fonts, sound maintenance, taking into account the principles of universal design, etc.

9. Even if the target program is developed and adopted, its high-quality implementation requires great efforts from its customer-coordinator (directorate). Abroad, for these purposes, project management technology is used, and a project team is formed. Typically, a serious program is a series of related projects that are coordinated to achieve benefits and a degree of control that cannot be achieved by managing them individually. Project management technology provides for an analysis phase, which includes identifying the participants, their key problems, obstacles and opportunities, clarifying causal relationships, developing goals, defining various strategies to achieve the goal, identifying the overall goals and objectives of the project. 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 terms, an approximate estimate of resources, the sequence and dependence of actions, the duration and distribution of responsibility are determined. In a market economy, any program or project is associated with investment and expected income. The team implementing the project is interested in its maximum efficiency.

The most important element of the high-quality implementation of accessibility measures should be control by public organizations for disabilities, authorities and local self-government. The involvement of people with disabilities by expert users allows to intensify the process of creating a barrier-free environment and avoid mistakes. It often happens that the project provides for accessibility measures, but in the process of its implementation they are overlooked, or they do not meet the needs of people with limited mobility. In Moscow, for example, social security agencies have created departments for a barrier-free environment, which carry out an examination of finished objects for availability and where they

approval of projects, starting with a 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, the construction and reconstruction of residential buildings, cultural and consumer services and transport infrastructure, it is difficult to calculate the social and economic effect of the program. ... In economic science, there are areas dedicated to the national economy, production, management, ecology, individual industries and sectors of industry. Methods have been developed that make it possible to determine the effectiveness of reducing harmful emissions, from the transition to innovative methods of farming, from the introduction of advanced technologies, etc. However, there is no section in which the processes associated with the effectiveness of the formation of a barrier-free environment and the assessment of their impact on the economy country. People with disabilities are one of the most vulnerable categories of citizens due to not only their social status, but also their disabilities. Nevertheless, 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 amplified 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 tourists and people with disabilities. Research shows that the market created by older people is just waiting to be discovered. In the United States, annual revenues for the restaurant and hospitality industry grew 12% thanks to the implementation of the standards of the Americans with Disabilities Act of 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 a part of the gross national product (GNP). American researcher A. Oaken calculated that each percentage exceeding the unemployment rate reduces the GNP by 2.5%. In our country, it is calculated that an increase of 1% in the number of working disabled people will increase revenues to the consolidated budget (including the Pension-

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 valued at billions of dollars. In Russia, for example, the implementation of the Sochi - a Hospitable City project, taking into account the accessibility for people with limited mobility, will allow not only the Paralympic Games to be held in 2014, but also in the future to use the accessible infrastructure of the city for millions of holidaymakers, which will lead to the development of tourism-related industries and services, employment and economic development of the entire region.

The importance 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 walking and cycling, increasing mobility and improving the health of the population, 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 to increase the efficiency of the accessibility formation process and will improve the quality of life of the entire population to the level of international standards. 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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