Abstract
After the total governmental control of the urban transport systems during the Soviet epoch came the 20 year long period of almost complete deregulation. Currently there is a trend towards the return to the practice of formal urban transport management, which represents a strange mixture of the remnants of the Soviet methods and the selective adoption of western urban planning practices. The chapter highlights the institutional aspects of transportation systems design and functioning. Using the neo-institutional approach, authors analyze urban transportation system management institutions as well as transportation policy of Russian authorities. The presented analysis consists of two levels: macro-level reveals trends at institution design, explains path dependency from the Soviet epoch. The micro-level put the light on the issue of decision design and the influence of certain actors. The clarification of the formal and informal urban transport management requires the overview of the following questions: the interests and the principles of authorities and private operators’ interaction, practices of transport demand management implementation and public reaction, the evolution of public perception of private and public property. The chapter is organized as follows. The first, introductory part of the chapter is dedicated to explaining the approach and methodological framework used. The second part reveals peculiarities of Soviet transportation system heritage. The third part examines the challenges of 90s period—introduction of free market mechanisms and era of deregulation. Fourth part discusses the experience of the first decade of 21th century and relevant changes in transport system. In the final part authors analyze main institutions; both formal and informal which shape the modern transport system.
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Notes
- 1.
By the time of the collapse of the USSR the subways were functioning in the 6 cities (Moscow, St. Petersburg, Nizhny Novgorod, Novosibirsk, Samara, Yekaterinburg), and also in Kiev, Kharkov, Tbilisi, Baku, Tashkent, Yerevan, Minsk. The present-day names of the cities are used here and further.
- 2.
The official data on quantity and structure of the car park in the USSR (as well as the Russian Federation) is still absent: the confidentiality was replaced with the long-term statistical confusion connected with disintegration of the country and mass privatization of industrial assets in the Russian Federation. The data on the number of buses and cars of non-general use are given on the basis of the subjectibe assessment of the science editor of this book who was one of the leading experts in the Ministry of motor transport of the RSFSR at the end of the 1980s.
- 3.
It was a typical practice in USSR to involve the city workers and employees in the harvesting and other events in agrarian sector. In the 1950–1960s this practice was compulsory; in the 1980s it became «semi-obligatory»: there was a principle “participation in exchange for bonuses”, for example, additional days to annual vacation.
- 4.
The last attempt has been undertaken the day before «Gorbachev’s reorganization».
- 5.
International Association of Public Transport.
- 6.
The AVTOVAZ entity was the main producer of cars with an output up to 1 million cars in a year (these were the remakes of the Italian FIAT car model—124).
- 7.
The data on the number of official cars is given on the basis of the subjectibe assessment of the science editor of this book who was one of the leading experts in the Ministry of motor transport of the RSFSR at the end of the 1980s.
- 8.
Article 154 of the Criminal Code of RSFSR gave the following interpretation of a term «speculation»: «buying up and resale of goods and other objects for the purpose of a profit» also prescribed punishment for this «crime» up to seven years of imprisonment. It is interesting, that this definition repeats almost literally the definition of the term «Trade» from the Webster dictionary: «activity or process of buying, selling or exchanging goods or services».
- 9.
According to the decree No. 341, this was under jurisdiction of the public authorities of the territorial subjects of the Russian Federation or the municipal authorities, who owned these entities since December 1991.
- 10.
This theme is described in Chap. 2.
- 11.
Since 2005 the organization Fund for Peace measures an index of the state fragility. The moment of disintegration of the Soviet Union could be characterized as «failed state» (the failed state not capable to pursue more complete policy and management), but it is possible to regard the Russian Federation as new formation in the time perion of 1991–1993 and as the state with high degree of «fragility» (a fragile state).
- 12.
The city is located outside the Moscow Ring Road and enjoys the status of the district of the city of Moscow.
- 13.
Amendments to Town-planning Code of Russia were made by Federal law No. 80-FZ (20th April, 2014).
- 14.
Financial indicators are calculated at the exchange rate 76 rubles for €1.
- 15.
The costs of the project are recalculated taking into account exchange rate fluctuations of 2006–2015.
- 16.
Associated company of the Public Joint Stock Company Gazprom.
- 17.
GONGO—a government-organized non-governmental organization.
- 18.
NIMBY (Not in the My Backyard) term consolidate the ad hoc protest social movements, which are associated with dissatisfaction of local residents by any transport projects planned for realization near their places of habitation.
- 19.
Two Khimki administration heads, holding their office during M11 construction, were consistently prosecuted for corruption activities under the Criminal Code.
- 20.
New exit from federal road M1 “Belarussia” (Moscow-Minsk).
- 21.
The Urban Planning and Land Commission is an advisory body to the mayor of the city, which addresses key issues of planning, construction and land-use of citywide importance.
- 22.
The previous chapters have repeatedly drawn attention to the fact that the Russian planning standards do not provide for the separation of the elements of the road network into the streets (streets, avenues, arterials) and roads (freeways, expressways).
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Vorobyev, A., Shulika, J., Vasileva, V. (2016). Formal and Informal Institutions for Urban Transport Management. In: Blinkin, M., Koncheva, E. (eds) Transport Systems of Russian Cities. Transportation Research, Economics and Policy. Springer, Cham. https://doi.org/10.1007/978-3-319-47800-5_6
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