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Transport Infrastructure as a Factor of Spatial Development of Agglomerations (Case Study of Saint Petersburg Agglomeration)
Available online at www.sciencedirect.com
ScienceDirect Transportation Research Procedia 20 (2017) 649 – 652
12th International Conference "Organization and Traffic Safety Management in large cities", SPbOTSIC-2016, 28-30 September 2016, St. Petersburg, Russia
Transport Infrastructure as a Factor of Spatial Development of Agglomerations (Case Study of Saint Petersburg Agglomeration) Galina Tokunova* Saint Petersburg State University of Architecture and Civil Engineering, 4 2nd Krasnoarmeyskaya str., Saint Petersburg, 190005, Russia
Abstract Last decades in Russia have been marked by active growth of urban agglomerations. However, this process is spontaneous and lacks sufficient regulatory framework, which could define the legal status of the “agglomeration” as merger of territories under jurisdiction of various public administration entities; that is why different problems of socio-economic nature have appeared. One of the main problems of the Saint Petersburg agglomeration is high loading of main transport routes connecting the agglomeration with adjacent suburban areas of the Leningrad Region. This situation can be solved with the help of the formation of a polycentric agglomeration model which can reduce traffic loads on the metropolis. The model should be based on the arrangement of clusters providing favorable conditions for the development of specialized production and associated facilities and all types of infrastructure, especially transport infrastructure. © by Elsevier B.V. This is an open access article under the CC BY-NC-ND license © 2017 2016Published The Authors. Published by Elsevier B.V. (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of the organizing committee of the 12th International Conference "Organization and Traffic Peer-review under responsibility of the organizing committee of the 12th International Conference “Organization and Traffic Safety Safety Management in large cities". Management in large cities” Keywords: urban agglomeration; clusters; transport infrastructure
1. Introduction One of the forms of territorial organization of settlements is urban agglomeration. There are four highly developed agglomerations in Russia: Moscow, Saint Petersburg, Rostov and Samara–Togliatti agglomerations [Ivanchenko and Timoshchuk (2014)]. In general, agglomeration is a compact arrangement or grouping of
* Corresponding author. Tel.: +0-000-000-0000 ; fax: +0-000-000-0000 . E-mail address: [email protected]*
2352-1465 © 2017 Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of the organizing committee of the 12th International Conference “Organization and Traffic Safety Management in large cities” doi:10.1016/j.trpro.2017.01.105
650
Galina Tokunova / Transportation Research Procedia 20 (2017) 649 – 652
settlements, not only united in the territorial sense, but possessing developed industrial, cultural and recreational bonds [Raizberg et al. (2002)]. Despite the existence of agglomerations in Russia, their legal status, statistical accounting and regulatory mechanism are not defined, which does not allow designing appropriate plans and development programs. Nevertheless, in scientific literature, a number of authors suggest to consider the borders of an agglomeration as a group of settlements where travel time is limited to two hours [Ivanchenko and Timoshchuk (2014)]. According to the European Union, an agglomeration (metroregion) is a territory with the population of 250 thousand people and more [Eurostat]. 2. Main text Urban agglomerations have a number of characteristics: integrity of markets (labor, real estate, land) and functional connectivity of territories, achieved through the development of the transport infrastructure. Urban agglomerations contribute to sustainable spatial development of territories. That is why, their formation and development are key factors of development programs and, occasionally, of international documents of many foreign countries. For example, the Council of Europe Conference of Ministers Responsible for Spatial/Regional Planning (CEMAT) considers more balanced conditions of transport access, implying the formation of a transport network, providing a reliable access to any place in Europe and increase of its traffic capacity, to be one of the main principles of the sustainable spatial development. The stated document provides for modernization of existing European transport networks connecting small, medium-sized cities and rural settlements and introduction of intraregional “missing transport links”. Western countries experienced the process of people moving from overcrowded cities to suburbs, and then to rural districts in the late 1960s [Pchelintsev (2004)]. At the same time, western countries underwent the integrated development of territories by construction of both residential buildings and industrial and auxiliary enterprises, trade companies, public catering organizations and others in suburban areas. A distinctive feature of the Russian practice as compared to the western experience is the fact that the latter rejected construction of high-density multi-storey buildings, preferring clear spatial distribution of areas and functional zoning. Overpopulation of metropolises in Russia in past decades and the associated increase in demand for cheap lands in suburbs have led to a number of issues, including the issue of the transport infrastructure condition. One of the main problems in Saint Petersburg is that the master plan of the city, developed in the Soviet period, provided a “ceiling value” of motorization, which was exceeded as early as in the 1990s. The development of suburban areas of Saint Petersburg implied replacement of its status as a place of industry concentration. Moreover, this problem not only persists up to date, but also has given rise to a number of other problems due to the spontaneous development of housing construction. Increase in housing construction was considered as a perspective for the region development within the Concept of integrated development of the territories of the Leningrad Region, adjacent to the borders of Saint Petersburg, adopted in 2014. The objective of the Concept was formation of a single agglomeration. It was planned to stimulate the growth of consumer potential, investment attractiveness of the Leningrad Region, etc. At the same time, it implied increase in the population by 30% (from 626.5 thousand people to 826 thousand people), while the most optimistic forecast of new housing supply amounted to 1 mln sq. m. However, the authors of the Concept were aware that the budget of the region was capable of providing appropriate infrastructure only for 300 ths sq. m. of housing. Nevertheless, about 3179 ths sq. m. of housing (besides individual residential construction) were constructed in adjacent Vsevolozhsky, Lomonosovsky, Tosnensky and Gatchinsky districts in 2012–2015 (459 ths sq. m. in 2012, 659 ths sq. m. in 2013, 760 ths sq. m. in 2014, 1301 ths sq. m. in 2015) [Committee for Construction of the Leningrad Region (20141)]. The growth of satellite areas also does not perform the function of load relief on the core of Saint Petersburg agglomeration, enhancing pull-push migration between the core and the suburbs. Thus, according to the same Concept, in 2013, the total daily pull-push migration was 450 ths people, while only 170–210 thousand people travelled to Saint Petersburg every day [Committee for Construction of the Leningrad Region (2014)]. Another document (Decree of the Saint Petersburg Government) stated that the volume of push-pull migration from the Leningrad Region to Saint Petersburg increased by 4.4 times and from Saint Petersburg to the Leningrad Region — by 1.7 times during the period from 2003 to 2012 [Saint Petersburg Government (2014)].
Galina Tokunova / Transportation Research Procedia 20 (2017) 649 – 652
All the above has led to huge overloading of the existing suburban street and road network and the urgent need to create a new transport network. These circumstances demanded a revision of the approved Concept and changes in the town planning policy of the Leningrad Region. According to the changes introduced, construction of the traffic network up to its connection to the regional roads lied with the developers engaged in housing construction [Integrated website for construction in the North-West]. Saint Petersburg itself is not in the favorable position. According to the Transport Strategy of Saint Petersburg until 2025, the density of the street and road network in Saint Petersburg is 3.8 km/sq. km. (comparing to 9.29 km/sq. km in London, or 16.88 km/sq. km in Barcelona), while the total length of the rail or other off-street urban passenger transport networks is 0.19 km/sq. km or 0.27 km per 1 million residents (0.436 km/sq. km or 0.943 km per 1 million residents in London, and 0.558 km/sq. km or 1.093 km per 1 million residents in Madrid) [Saint Petersburg Government (2011)], which indicates a significant lag in the development of the transport infrastructure in the center of the agglomeration. Despite the fact that the Saint Petersburg agglomeration is already an established phenomenon, regional documents on the development of transport and transport infrastructure are considered by authorities of Saint Petersburg and the Leningrad Region inconsistently. Thus, the transport development strategy of Saint Petersburg takes into account the interests of suburban areas of the Leningrad Region only with regard to the integration of the railway network into the public transportation system of the city and adjacent suburbs, as well as with regard to the construction of outbound routes [Saint Petersburg Government (2011)]. Though the issues of outbound routes have been being solved in a number of peripheral areas since 2011, general transport availability of surrounding suburban areas of new build development remains at a low level. The strategy of the development of the Saint Petersburg transport and logistics complex also includes a partnership with the Leningrad Region to some extent, however, it does not imply the formation of a single agglomeration area [Saint Petersburg Government (2007)]. At the same time, the Strategy of Socio-Economic Development of the Leningrad Region until 2030 is being designed nowadays; it considers a priority both large-scale projects on the coordination of program documents on the joint development of transport systems of Saint Petersburg and the Leningrad Region and more specific projects on the formation of transfer hubs for public and business purposes, which would provide redistribution of a part of individual transport, thereby relieving road entrances to Saint Petersburg [Committee for Construction of the Leningrad Region]. In the Soviet period, despite the fact that administrations of Leningrad and the Leningrad Region were kept apart, both subjects developed as a single socio-economic complex which allowed regulation of labor migration as well [Bugaev (2015)]. The concept of “a system of groups of populated areas” developed by institutions of the Gosstroy (State Committee for Construction) in the 1970–1980s assumed the related development of surrounding urban and rural areas on the basis of an integrated transport infrastructure and service network [Pchelintsev (2004)]. Mismatch of regional documents, existing at the present moment, leads to a number of issues related to the regulation of traffic flows in the Saint Petersburg agglomeration area. All this requires the development of integrated strategies for the socio-economic development of the territory as a whole, where solving the issues of the development of the trunk road network for the integration of the territory, interaction of individual and public transport, as well as motorization in conjunction with the development of streets and roads, would promote the infrastructure integration of related districts. The basis of the integrated development of two separate areas shall be a polycentric model implying the formation of new “growth centers” of the agglomeration. At the same time, such growth centers should be based not on poorly managed and multidirectional associations, but on industrial complexes of highly competitive companies, such as industrial clusters [Ivanchenko and Timoshchuk (2014)]. This reveals a particular relevance, since the development of clusters is a priority task of both regional and state policy nowadays. Efficient clusters being “growth centers” are a group or a community of geographically interconnected companies, suppliers of equipment, components, specialized services, infrastructure, research institutes, higher educational and other organizations, complementing each other and reinforcing competitive advantages of individual companies and the cluster in general. The functioning basis of clusters is the concept of the “networked industrial structure” of the modern theory of companies. At the same time, networked economy is such economic relationships that involve rare resources limited in geographical, social and regulatory space [Barinov and Zhmurov (2007)]. Networked organizational structures
651
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Galina Tokunova / Transportation Research Procedia 20 (2017) 649 – 652
are designed to find a rational organizational solution for a partnership of several organizations through the use of new methods of adjustment to changes in the environment [Dubrovsky et al. (2004)]. 3. Conclusion An essential feature of a cluster is that it is a set of interacting and mutually influencing units, operating separately from each other, but, being located in the same space, they begin to cooperate, thus integrating into a community and providing favorable conditions for the development of specialized production enterprises, primarily of serving and supporting nature [Tokunova (2014)]. Though the clusters promote the development of subjects included in their structure, the effect is also manifested in the development of territories where clusters are based. Therefore, support of clusters is a part of the regional industrial policy and state policy. Thus, in 2012, the Ministry of Regional Development of the Russian Federation performed a competitive selection of pilot programs for the development of innovative territorial clusters. Another significant advantage of the development of a cluster within an agglomeration is that it can go beyond the administrative territories, therefore uniting joint interests of various autonomous districts. The development of the transport infrastructure should be a key factor ensuring effective functioning of the cluster. Creating of clusters that redistribute not only residential areas, but places of labor application at the territory of the agglomeration area, in the first place, would help to reduce traffic loading in the center of the agglomeration. References Barinov, V.A., Zhmurov, D.A. (2007). Development of networked formations in the innovative economy [Razvitie setevyh formirovanij v innovacionnoj jekonomike]. Management in Russia and Abroad, 1: 20–29 (in Russian). Bugaev, M.A. (2015). Push-pull migrations in the labor market of Saint Petersburg and the Leningrad Region [Majatnikovye migracii na rynke truda Sankt-Peterburga i Leningradskoj oblasti]. Vestnik of Saint Petersburg University, series 5, issue 4: 86–116 (in Russian). CEMAT (2000). Guiding Principles for Sustainable Spatial Development of the European Continent. Hannover, 7–8 September 2000. Committee for Construction of the Leningrad Region. Strategy of socio-economic development of the Leningrad Region for the period till 2030 (draft project). [Strategija social'no-jekonomicheskogo razvitija Leningradskoj oblasti do 2030 goda (proekt)]. Available at: http://econ.lenobl.ru/Document/1458199051.pdf (viewed on 12.06.2016) (in Russian). Committee for Construction of the Leningrad Region (2014). Concept of integrated development of the territories of the Leningrad Region, adjacent to the borders of Saint Petersburg Saint Petersburg. Available at: http://econ.lenobl.ru/Document/1406099853.pdf (viewed on 12.06.2016) (in Russian). Committee for Construction of the Leningrad Region (2014)1. Information on new housing supply in the Leningrad Region. Committee for construction of the Leningrad Region. Available at: http://www.building.lenobl.ru/programm/statistic (viewed on 12.06.2016) (in Russian). Dubrovsky, V.Zh., Romanova, O.A., Tatarkin, A.I., Tkachenko, I.N. (2004). Dynamics of the corporate development [Dinamika korporativnogo razvitija]. Moscow: Nauka, (in Russian). Eurostat. Available at: http://epp.eurostat.ec.europa.eu/portal/page/portal/region_cities/metropolitan_regions (viewed on 12.06.2016). Integrated website for construction in the North-West. Amendments were made to Svetofor program [V programmu «Svetofor» vneseny popravki]. Available at: http://ktostroit.ru/news/250111/ (viewed on 12.06.2016) (in Russian). Ivanchenko, L.V., Timoshchuk, N.A. (2014). Agglomeration development management. Issues and solutions [Upravlenie razvitiem aglomeracii. Problemy i reshenija]. Vestnik SamGU, 2 (113): 72–78 (in Russian). Pchelintsev, O.S. (2004). Regional economy in the system of sustainable development. Institute of Economic Forecasting of the Russian Academy of Sciences [Regional'naja jekonomika v sisteme ustojchivogo razvitija. Insitut narodohozjajstvennogo prognozirovanija RAN]. Moscow: Nauka (in Russian). Raizberg, B.A., Lozovsky, L.S., Starodubtseva, Ye.B. (2002). Modern dictionary of economics [Sovremennyj jekonomicheskij slovar']. Infra-M, Moscow (in Russian). Saint Petersburg Government (2007). Decree of the Saint Petersburg Government “On the development strategy of the transport and logistics complex of Saint Petersburg” No. 741 dated July 3, 2007 (as amended on March 22, 2013) [Postanovlenie Pravitel'stva Sankt-Peterburga «O strategii razvitija transportno-logisticheskogo kompleksa Sankt-Peterburga» № 741 ot 3 ijulja 2007 g. (s izmenenijami na 22 marta 2013 g.)] (in Russian). Saint Petersburg Government (2011). Decree of the Saint Petersburg Government “On the transport strategy of Saint Petersburg for the period till 2025” No. 945 dated July 13, 2011 (as amended on June 6, 2014) [Postanovlenie Pravitel'stva Sankt-Peterburga «O transportnoj strategii Sankt-Peterburga do 2025 goda» № 945 ot 13 ijulja 2011 g. (s izmenenijami na 6 ijunja 2014 g.)] (in Russian). Saint Petersburg Government (2014). Decree of the Saint Petersburg Government “On the state program “Arrangement of conditions for social consensus in Saint Petersburg” for the period of 2015–2020” No. 452 dated June 4, 2014 (as amended on April 20, 2016) [Postanovlenie Pravitel'stva Sankt-Peterburga «O gosudarstvennoj programme «Sozdanie uslovij dlja obespechenija obshhestvennogo soglasija v SanktPeterburge» na 2015-2020 gody» № 452 ot 4 ijunja 2014 g. (s izmenenijami na 20 aprelja 2016 g.)] (in Russian). Tokunova, G. F. (2014). Construction Cluster: Trends and Prospects, Advanced Materials Research, (1020): 849–853.
ScienceDirect Transportation Research Procedia 20 (2017) 649 – 652
12th International Conference "Organization and Traffic Safety Management in large cities", SPbOTSIC-2016, 28-30 September 2016, St. Petersburg, Russia
Transport Infrastructure as a Factor of Spatial Development of Agglomerations (Case Study of Saint Petersburg Agglomeration) Galina Tokunova* Saint Petersburg State University of Architecture and Civil Engineering, 4 2nd Krasnoarmeyskaya str., Saint Petersburg, 190005, Russia
Abstract Last decades in Russia have been marked by active growth of urban agglomerations. However, this process is spontaneous and lacks sufficient regulatory framework, which could define the legal status of the “agglomeration” as merger of territories under jurisdiction of various public administration entities; that is why different problems of socio-economic nature have appeared. One of the main problems of the Saint Petersburg agglomeration is high loading of main transport routes connecting the agglomeration with adjacent suburban areas of the Leningrad Region. This situation can be solved with the help of the formation of a polycentric agglomeration model which can reduce traffic loads on the metropolis. The model should be based on the arrangement of clusters providing favorable conditions for the development of specialized production and associated facilities and all types of infrastructure, especially transport infrastructure. © by Elsevier B.V. This is an open access article under the CC BY-NC-ND license © 2017 2016Published The Authors. Published by Elsevier B.V. (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of the organizing committee of the 12th International Conference "Organization and Traffic Peer-review under responsibility of the organizing committee of the 12th International Conference “Organization and Traffic Safety Safety Management in large cities". Management in large cities” Keywords: urban agglomeration; clusters; transport infrastructure
1. Introduction One of the forms of territorial organization of settlements is urban agglomeration. There are four highly developed agglomerations in Russia: Moscow, Saint Petersburg, Rostov and Samara–Togliatti agglomerations [Ivanchenko and Timoshchuk (2014)]. In general, agglomeration is a compact arrangement or grouping of
* Corresponding author. Tel.: +0-000-000-0000 ; fax: +0-000-000-0000 . E-mail address: [email protected]*
2352-1465 © 2017 Published by Elsevier B.V. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of the organizing committee of the 12th International Conference “Organization and Traffic Safety Management in large cities” doi:10.1016/j.trpro.2017.01.105
650
Galina Tokunova / Transportation Research Procedia 20 (2017) 649 – 652
settlements, not only united in the territorial sense, but possessing developed industrial, cultural and recreational bonds [Raizberg et al. (2002)]. Despite the existence of agglomerations in Russia, their legal status, statistical accounting and regulatory mechanism are not defined, which does not allow designing appropriate plans and development programs. Nevertheless, in scientific literature, a number of authors suggest to consider the borders of an agglomeration as a group of settlements where travel time is limited to two hours [Ivanchenko and Timoshchuk (2014)]. According to the European Union, an agglomeration (metroregion) is a territory with the population of 250 thousand people and more [Eurostat]. 2. Main text Urban agglomerations have a number of characteristics: integrity of markets (labor, real estate, land) and functional connectivity of territories, achieved through the development of the transport infrastructure. Urban agglomerations contribute to sustainable spatial development of territories. That is why, their formation and development are key factors of development programs and, occasionally, of international documents of many foreign countries. For example, the Council of Europe Conference of Ministers Responsible for Spatial/Regional Planning (CEMAT) considers more balanced conditions of transport access, implying the formation of a transport network, providing a reliable access to any place in Europe and increase of its traffic capacity, to be one of the main principles of the sustainable spatial development. The stated document provides for modernization of existing European transport networks connecting small, medium-sized cities and rural settlements and introduction of intraregional “missing transport links”. Western countries experienced the process of people moving from overcrowded cities to suburbs, and then to rural districts in the late 1960s [Pchelintsev (2004)]. At the same time, western countries underwent the integrated development of territories by construction of both residential buildings and industrial and auxiliary enterprises, trade companies, public catering organizations and others in suburban areas. A distinctive feature of the Russian practice as compared to the western experience is the fact that the latter rejected construction of high-density multi-storey buildings, preferring clear spatial distribution of areas and functional zoning. Overpopulation of metropolises in Russia in past decades and the associated increase in demand for cheap lands in suburbs have led to a number of issues, including the issue of the transport infrastructure condition. One of the main problems in Saint Petersburg is that the master plan of the city, developed in the Soviet period, provided a “ceiling value” of motorization, which was exceeded as early as in the 1990s. The development of suburban areas of Saint Petersburg implied replacement of its status as a place of industry concentration. Moreover, this problem not only persists up to date, but also has given rise to a number of other problems due to the spontaneous development of housing construction. Increase in housing construction was considered as a perspective for the region development within the Concept of integrated development of the territories of the Leningrad Region, adjacent to the borders of Saint Petersburg, adopted in 2014. The objective of the Concept was formation of a single agglomeration. It was planned to stimulate the growth of consumer potential, investment attractiveness of the Leningrad Region, etc. At the same time, it implied increase in the population by 30% (from 626.5 thousand people to 826 thousand people), while the most optimistic forecast of new housing supply amounted to 1 mln sq. m. However, the authors of the Concept were aware that the budget of the region was capable of providing appropriate infrastructure only for 300 ths sq. m. of housing. Nevertheless, about 3179 ths sq. m. of housing (besides individual residential construction) were constructed in adjacent Vsevolozhsky, Lomonosovsky, Tosnensky and Gatchinsky districts in 2012–2015 (459 ths sq. m. in 2012, 659 ths sq. m. in 2013, 760 ths sq. m. in 2014, 1301 ths sq. m. in 2015) [Committee for Construction of the Leningrad Region (20141)]. The growth of satellite areas also does not perform the function of load relief on the core of Saint Petersburg agglomeration, enhancing pull-push migration between the core and the suburbs. Thus, according to the same Concept, in 2013, the total daily pull-push migration was 450 ths people, while only 170–210 thousand people travelled to Saint Petersburg every day [Committee for Construction of the Leningrad Region (2014)]. Another document (Decree of the Saint Petersburg Government) stated that the volume of push-pull migration from the Leningrad Region to Saint Petersburg increased by 4.4 times and from Saint Petersburg to the Leningrad Region — by 1.7 times during the period from 2003 to 2012 [Saint Petersburg Government (2014)].
Galina Tokunova / Transportation Research Procedia 20 (2017) 649 – 652
All the above has led to huge overloading of the existing suburban street and road network and the urgent need to create a new transport network. These circumstances demanded a revision of the approved Concept and changes in the town planning policy of the Leningrad Region. According to the changes introduced, construction of the traffic network up to its connection to the regional roads lied with the developers engaged in housing construction [Integrated website for construction in the North-West]. Saint Petersburg itself is not in the favorable position. According to the Transport Strategy of Saint Petersburg until 2025, the density of the street and road network in Saint Petersburg is 3.8 km/sq. km. (comparing to 9.29 km/sq. km in London, or 16.88 km/sq. km in Barcelona), while the total length of the rail or other off-street urban passenger transport networks is 0.19 km/sq. km or 0.27 km per 1 million residents (0.436 km/sq. km or 0.943 km per 1 million residents in London, and 0.558 km/sq. km or 1.093 km per 1 million residents in Madrid) [Saint Petersburg Government (2011)], which indicates a significant lag in the development of the transport infrastructure in the center of the agglomeration. Despite the fact that the Saint Petersburg agglomeration is already an established phenomenon, regional documents on the development of transport and transport infrastructure are considered by authorities of Saint Petersburg and the Leningrad Region inconsistently. Thus, the transport development strategy of Saint Petersburg takes into account the interests of suburban areas of the Leningrad Region only with regard to the integration of the railway network into the public transportation system of the city and adjacent suburbs, as well as with regard to the construction of outbound routes [Saint Petersburg Government (2011)]. Though the issues of outbound routes have been being solved in a number of peripheral areas since 2011, general transport availability of surrounding suburban areas of new build development remains at a low level. The strategy of the development of the Saint Petersburg transport and logistics complex also includes a partnership with the Leningrad Region to some extent, however, it does not imply the formation of a single agglomeration area [Saint Petersburg Government (2007)]. At the same time, the Strategy of Socio-Economic Development of the Leningrad Region until 2030 is being designed nowadays; it considers a priority both large-scale projects on the coordination of program documents on the joint development of transport systems of Saint Petersburg and the Leningrad Region and more specific projects on the formation of transfer hubs for public and business purposes, which would provide redistribution of a part of individual transport, thereby relieving road entrances to Saint Petersburg [Committee for Construction of the Leningrad Region]. In the Soviet period, despite the fact that administrations of Leningrad and the Leningrad Region were kept apart, both subjects developed as a single socio-economic complex which allowed regulation of labor migration as well [Bugaev (2015)]. The concept of “a system of groups of populated areas” developed by institutions of the Gosstroy (State Committee for Construction) in the 1970–1980s assumed the related development of surrounding urban and rural areas on the basis of an integrated transport infrastructure and service network [Pchelintsev (2004)]. Mismatch of regional documents, existing at the present moment, leads to a number of issues related to the regulation of traffic flows in the Saint Petersburg agglomeration area. All this requires the development of integrated strategies for the socio-economic development of the territory as a whole, where solving the issues of the development of the trunk road network for the integration of the territory, interaction of individual and public transport, as well as motorization in conjunction with the development of streets and roads, would promote the infrastructure integration of related districts. The basis of the integrated development of two separate areas shall be a polycentric model implying the formation of new “growth centers” of the agglomeration. At the same time, such growth centers should be based not on poorly managed and multidirectional associations, but on industrial complexes of highly competitive companies, such as industrial clusters [Ivanchenko and Timoshchuk (2014)]. This reveals a particular relevance, since the development of clusters is a priority task of both regional and state policy nowadays. Efficient clusters being “growth centers” are a group or a community of geographically interconnected companies, suppliers of equipment, components, specialized services, infrastructure, research institutes, higher educational and other organizations, complementing each other and reinforcing competitive advantages of individual companies and the cluster in general. The functioning basis of clusters is the concept of the “networked industrial structure” of the modern theory of companies. At the same time, networked economy is such economic relationships that involve rare resources limited in geographical, social and regulatory space [Barinov and Zhmurov (2007)]. Networked organizational structures
651
652
Galina Tokunova / Transportation Research Procedia 20 (2017) 649 – 652
are designed to find a rational organizational solution for a partnership of several organizations through the use of new methods of adjustment to changes in the environment [Dubrovsky et al. (2004)]. 3. Conclusion An essential feature of a cluster is that it is a set of interacting and mutually influencing units, operating separately from each other, but, being located in the same space, they begin to cooperate, thus integrating into a community and providing favorable conditions for the development of specialized production enterprises, primarily of serving and supporting nature [Tokunova (2014)]. Though the clusters promote the development of subjects included in their structure, the effect is also manifested in the development of territories where clusters are based. Therefore, support of clusters is a part of the regional industrial policy and state policy. Thus, in 2012, the Ministry of Regional Development of the Russian Federation performed a competitive selection of pilot programs for the development of innovative territorial clusters. Another significant advantage of the development of a cluster within an agglomeration is that it can go beyond the administrative territories, therefore uniting joint interests of various autonomous districts. The development of the transport infrastructure should be a key factor ensuring effective functioning of the cluster. Creating of clusters that redistribute not only residential areas, but places of labor application at the territory of the agglomeration area, in the first place, would help to reduce traffic loading in the center of the agglomeration. References Barinov, V.A., Zhmurov, D.A. (2007). Development of networked formations in the innovative economy [Razvitie setevyh formirovanij v innovacionnoj jekonomike]. Management in Russia and Abroad, 1: 20–29 (in Russian). Bugaev, M.A. (2015). Push-pull migrations in the labor market of Saint Petersburg and the Leningrad Region [Majatnikovye migracii na rynke truda Sankt-Peterburga i Leningradskoj oblasti]. Vestnik of Saint Petersburg University, series 5, issue 4: 86–116 (in Russian). CEMAT (2000). Guiding Principles for Sustainable Spatial Development of the European Continent. Hannover, 7–8 September 2000. Committee for Construction of the Leningrad Region. Strategy of socio-economic development of the Leningrad Region for the period till 2030 (draft project). [Strategija social'no-jekonomicheskogo razvitija Leningradskoj oblasti do 2030 goda (proekt)]. Available at: http://econ.lenobl.ru/Document/1458199051.pdf (viewed on 12.06.2016) (in Russian). Committee for Construction of the Leningrad Region (2014). Concept of integrated development of the territories of the Leningrad Region, adjacent to the borders of Saint Petersburg Saint Petersburg. Available at: http://econ.lenobl.ru/Document/1406099853.pdf (viewed on 12.06.2016) (in Russian). Committee for Construction of the Leningrad Region (2014)1. Information on new housing supply in the Leningrad Region. Committee for construction of the Leningrad Region. Available at: http://www.building.lenobl.ru/programm/statistic (viewed on 12.06.2016) (in Russian). Dubrovsky, V.Zh., Romanova, O.A., Tatarkin, A.I., Tkachenko, I.N. (2004). Dynamics of the corporate development [Dinamika korporativnogo razvitija]. Moscow: Nauka, (in Russian). Eurostat. Available at: http://epp.eurostat.ec.europa.eu/portal/page/portal/region_cities/metropolitan_regions (viewed on 12.06.2016). Integrated website for construction in the North-West. Amendments were made to Svetofor program [V programmu «Svetofor» vneseny popravki]. Available at: http://ktostroit.ru/news/250111/ (viewed on 12.06.2016) (in Russian). Ivanchenko, L.V., Timoshchuk, N.A. (2014). Agglomeration development management. 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