THE PLANNING AND CONDUCTING TRANSPORT AND TRANSPORT-SOCIOLOGICAL SURVEYS FOR THE DEVELOPMENT OF A LOCAL PROJECT OF THE BELGOROD URBAN AGGLOMERATION

When forming industrial and economic relations, there is a need for purposeful planning and development of urban agglomerations. The most urgent problem of spatial development of regions is due to the existing differences in the standard of living, conditions, as well as the scheme of the street and road network, namely, peripheral points. An important role in ensuring a high level of development of all the territories of the region is played by "group" forms of highly concentrated settlement, such as urban agglomerations. The development of urban agglomeration makes it possible to distribute industrial production, as well as rationally arrange them in relation to residential development, which will further improve economic and environmental indicators in large cities. In addition, an urban agglomeration that has significantly more opportunities for development is an environment that has properties favorable for inertial processes [6]. The article discusses the features of the formation of the urban agglomeration of the city of Belgorod. The territorial and functional structure of the urban agglomeration is presented. Priorities for the development of the urban agglomeration are outlined. The influence of the agglomeration effect on the economic growth of the region is revealed.


INTRODUCTION
Improving the standard of living of the population and the development of all sectors of the economy largely depend on the state of the transport system of the territory, which is the most important component of modern cities and regions. While the transportation system is a complex that includes traffic management, route system of public transportation, the material and technical base of businesses and transport infrastructure, ensuring their work [1]. In this regard, ensuring a high level of development of the transport system that meets modern needs requires a constant solution of a number of different tasks, and the development of transport infrastructure for road traffic management is becoming one of the main ways to solve transport problems, which determines the relevance of this work. The city of Belgorod belongs to the municipality and administrative center of the Belgorod region, which is part of the Central Chernozem district of the Central Federal district. It forms a municipal division of the city district of Belgorod. According to Rosstat, the population as of 01.01.2020 was 393723 people, while as of 01.01.2019 it was 392426 people [2]. The high level of functioning territory, densely populated in areas adjacent to the city of Belgorod, the organizing administrative and economic role of the regional center, the city's versatile relations with the surrounding territory, as well as the rapid development of nearby areas, in turn, allowed determining the formation of the Belgorod agglomeration.
Transport is an essential part of the industrial and social infrastructure of Belgorod. Along with other industries, it provides the basic conditions for the life of society, being an important tool for achieving social, economic, and foreign policy goals. The ability to freely, efficiently and reliably carry out transportation becomes crucial when making decisions about investing in promising projects and creating various types of production facilities. The planning structure of the city's street and road network (UDS) generally corresponds to a multi-focus radial-ring scheme with elements of a rectangular planning structure in the Central part of the city [3]. The scheme was determined because of the historical development, which was influenced by the following factors: temporary (city development), suburban (geography of the territory), as well as a well-developed railway network. The entire territory of Belgorod consists of a difficult terrain, which indicates the separation of natural and artificial obstacles. This is confirmed by the presence of a large number of artificial transport structures in the city [4,5].
In the course of conducting experimental studies, it was necessary to obtain the results of the following data: system of the Belgorod region and Belgorod urban agglomerations. Transport districts are elementary units of the spatial structure of a planning area. Transport areas play the role of centers of attraction and generation of transport and passenger flows, and, consequently, are the centers of gravity of transport traffic [4].
To develop a transport model, you need a precise and detailed description of the functional and spatial structure of the territory, which is described using the following objects and data: • transport zoning (borders of transport areas); • socio-economic statistics for transport areas.
To assess the level of agglomeration development, we should calculate the agglomeration complexity coefficient [1], which depends on the population, the number of cities and urban-type settlements and their share in the total population of the agglomeration, using the formula:  where Р -population of the agglomeration, million people.; М and N -accordingly, the number of cities and urban-type settlements in agglomerations; m and n -their share in the total population of the agglomeration [8].
Based on the results obtained, it is necessary to compare which class of complexity the agglomeration belongs to (Table 1).

Description of the method on highways within the borders of the Belgorod region
The method is based on a full-scale survey of the road situation using preliminary video recording with subsequent processing of video materials. Video recording is performed using quadrocopters, as well as from other media (from a tripod), which allow you to clearly and unambiguously assess the intensity at the studied peripheral point of accounting, while ensuring visibility of all maneuvers at the specified node.
The survey was carried out at the main intersections and stretches of highways of all types of ownership, the distribution of points for recording traffic intensity on the UDS is carried out taking into account the requirements for creating transport mathematical models at the macro level. T Before the start of the survey (video recording), a time interval was determined for taking into account the traffic flow intensity and its composition. The optimal condition is that the time interval is taken during peak hours for the time period under study (a week). After that, the days of the week were determined, namely, Tuesday, Wednesday, and Thursday, which reflected the picture of average values and peak values in the current traffic situation. In order to take into account the unevenness of traffic flows and identify peak periods during the day, traffic and pedestrian traffic were additionally measured at some points.  To detect uneven intensity in each municipal district of the Belgorod region that is not part of any agglomeration, 1-2 points were selected for measurements, and 3-5 points were selected in each of the agglomerations. The list of studied nodes for estimating the daily unevenness of movement is given in table 2.

Results of a sociological survey in the Belgorod agglomeration
The results of the sociological study are the basis for the development of measures in the field of ODD and transport planning, as well as calibration of calculation blocks of the transport forecast macroscopic model of the Belgorod region. Sociological research in the survey of transport behavior has clearly limited time intervals for their implementation. Please note the following restrictions: 1. the survey should be conducted on weekdays, but not before or after weekends, holidays, or school holidays; 2. the survey is conducted on weekends subject to the formation of a separate sample; 3. the days of the survey should be minimally spaced by time. The best approach is to conduct a sample study. The sample should be representative of the main publicly available and reliable socio-demographic characteristics (gender, age, employment, level of well-being, availability of a car, driver's license) that characterize the target audience. For this study, the confidence interval should be at least 95%. For this survey, the sample size must be at least 1000 people. Socio-demographic characteristics of respondents should correspond to the established quotas [6]. The figures below show examples of the results of aggregated data analysis obtained during a representative transport survey of the population of the Belgorod region. Figure 4 shows the distribution of respondents by gender. Figure 5 shows a pie chart of the age distribution of respondents. The largest coverage was received by respondents aged 25 to 64 years.  Figure 6 shows a pie chart of the respondents ' employment distribution. The largest number of respondents, 75%, are employed. The distribution of respondents by travel goals is shown in figure 7. The breakdown by type of transport used by respondents is shown in figure 8. Information on the number of cars per household is shown in figure 9. After conducting experimental studies, the decision of the optimal choice was made. The main condition was the same possibility of criteria. Requirements that are imposed on transport hubs of the Belgorod agglomeration: C1 -the probability of road accidents; C2 -the maximum capacity; C3 -the speed of movement; C4-the level of loading. In this case, for example, there are three nodes of the urban agglomeration: a 1 , a 2 , a 3 . After the expert evaluation, the following results were obtained, allowing to compare the available data: С1={0,8/ а 1 ; 0,7/ а 2 ; 0,9/ а 3 }; С2 ={0,9/ а 1 ; 0,8/ а 2 ; 0,7/ а 3 }; С3 ={0,9/ а; 0,7/ а 2 ; 0,8/ а 3 }; С4 ={0,8/ а 1 ; 0,8/ а 2 ; 0,6/ а 3 }. When solving such problems, there are several options for choosing rules. First, we find the minimum values, and then choose the maximum value from them, which is the result of [9,10]. D=max {min(0,8; 0,9; 0,9; 0,8/ а1); min(0,7; 0,8; 0,7; 0,8/ а2); min(0,9; 0,7; 0,8; 0,6/ а3)}=max{0,8/ а1; 0,7/ а2; 0,6/ а3}. Therefore, the best according to the identified criteria is the first considered transport hub of the Belgorod urban agglomeration. Thus, the criteria for all the studied nodes of the Belgorod urban agglomeration are determined.

CONCLUSIONS
The main directions of improvement of the ODD at the present time: 1. improvement of the traffic management system, including the implementation of measures for the introduction of elements of intelligent transport systems (its), including ensuring interaction between the existing automated traffic management systems (ASMS) of Belgorod and adjacent territories; 2. development of a system for monitoring traffic management and monitoring compliance with traffic rules;