A separate law was devoted to passenger transportation

Federal Law of July 13, 2015 No. 220-FZ “On the Organization regular transportation passengers and luggage by car and urban ground electric transport in Russian Federation and on amendments to certain legislative acts of the Russian Federation” was recently signed by the President.

The law regulates relations related to the organization of regular transportation of passengers and luggage by motor transport, urban ground electric transport, including relations related to the establishment, change, cancellation of regular transportation routes, the admission of legal entities and individual entrepreneurs to regular transportation, and the use of facilities transport infrastructure, as well as control over the implementation of regular transportation.

The new law spells out the rules for organizing regular transportation on interregional, municipal, as well as intermunicipal and interregional routes. When making a decision to establish or change a route, the executive authority authorized to make such a decision must post information about this on the Internet within three days from the date of the relevant decision.

The rules for establishing regulated tariffs for regular transportation are prescribed. In addition, authorized executive authorities in the regions can also establish interregional and intermunicipal regular transportation routes at unregulated tariffs. The right to carry out regular transportation at unregulated tariffs is confirmed by a certificate of transportation along the appropriate route and maps of this route. In this case, a municipal route map is issued for each vehicle that is used on this route. The number of such cards must correspond to the maximum number Vehicle, indicated in the relevant register of regular transport routes in relation to this route.

A certificate of transportation and maps of the corresponding route are issued based on the results of an open competition for the right to carry out transportation along the route. The law also stipulates the case when a certificate can be issued without a competition, in particular, along a regular transportation route established in order to provide transport services to the population in an emergency situation. The certificate is issued for a period of at least five years. It can then be extended, and the number of such extensions is not limited. Without an open competition, certificates can be issued for no more than 80 days.

A legal entity or individual entrepreneur who received a certificate based on the results of an open competition is required to begin regular transportation no later than 60 days from the date of the competition. The law describes in detail what requirements are imposed on competition participants, what documents must be submitted, and how applications for participation are evaluated.

In addition, a separate chapter of Law No. 220-FZ is devoted to registers of regular transportation routes. It states who is authorized to maintain the register, what information is entered into it, who has access to this information, etc. Among the information that is included in the register is the route number, its name, names of intermediate stopping points, names of streets and roads along which the route is laid, types of transport used, including its environmental characteristics, information about the legal entity or individual entrepreneur carrying out transportation, schedules, etc. .d.

The law also stipulates the requirements for transport infrastructure facilities and the procedure for monitoring the implementation passenger transportation.

Within 30 days from the date of official publication of the law, legal entities and individual entrepreneurs who, after the day of official publication of the law, carried out regular transportation along routes in accordance with concluded agreements, permits, route passports, send information about the route data for the register to the authorized executive body.

After 30 days and before the end of 180 days after the official publication of the law, the authorities are obliged to organize a check of the specified information to make a decision on including (or refusing to include) the information in the register, and also post information about the routes on the Internet.

Route maps must be issued to carriers before the expiration of 270 days from the date of official publication of the law for the period specified in the contract or permit. For those who do not have this period specified, the card can be issued for up to a year after the official publication of the law.

Before the cards expire, an open competition must be held to organize regular transportation.

The law also introduced amendments to the Code of Administrative Offenses of the Russian Federation, establishing administrative sanctions for violation of the law in the field of regular passenger transportation. In particular, using a bus, tram or trolleybus in the absence of a map of the route of regular transportation, if the presence of a map is mandatory, entails a fine on the driver in the amount of five thousand rubles; for officials – 30 thousand rubles; for legal entities – 300 thousand rubles. By the way, the law specifically states that individual entrepreneurs bear administrative responsibility as legal entities. That is, a fine of in this case for them it will also be 300 thousand rubles.

Most of the articles of the law will come into force on January 11, 2016, a number of articles – a year from the date of official publication, and a number – from the date of official publication.

Alexandra NOVICHKOVA

No matter how hard Russian city authorities try to solve the problems associated with the critical state of passenger transportation, the situation on the market for these services is only getting worse. And to a greater extent this applies not to large cities, but to regions and regions remote from Central Russia. And this is quite natural, because in big cities competition is present one way or another. An alternative to ground passenger transport in several Russian cities (Moscow, St. Petersburg, Nizhny Novgorod, Yekaterinburg, Novosibirsk, Samara and Kazan) is served by the metro. In the Russian capital, more than 60% of citywide passenger traffic is carried out by this type of transport. But what about those cities that have no other form of transport besides buses?

Meanwhile, city authorities continue to hold competitions for the right to carry out passenger transportation on a particular route. And despite the fact that this system was introduced about two years ago, the controversy surrounding it does not subside.

By the way, in many European cities this procedure is also carried out. And there are plenty of other problems associated with urban passenger transportation both in Russia and in Europe.

In the transport maze

The dream of any Russian passenger is to be delivered to their destination as quickly, cheaper, safer and preferably in comfort as possible. And such services throughout Russia were provided by private operators. At a time when municipal urban transport, to put it mildly, could not cope with the volume of passenger traffic, it was individual entrepreneurs who helped it out. They promptly filled almost all the empty niches in the passenger transportation market, thereby providing Russian passengers with timely and more or less comfortable delivery conditions from point “A” to point “B”.

Several years passed, and the city authorities realized that they were missing out on big profits by giving a large “piece of the pie” to private carriers. However, they have already lost their time - finding a free niche for municipal and state transportation has become almost impossible. They saw only one way out of such a difficult situation - to gradually oust individual entrepreneurs from the passenger transportation market.

Since 2006, competitions began to be held in Russia, as a result of which the carriers that won the so-called competition began to have the “exclusive” right to a specific route. And it seems that the purpose of the competition is good - to provide passengers with high-quality, updated rolling stock, improve transportation safety, structure the city’s route network, and create a passenger transportation system based on the needs of the population. Only these very needs began to be determined not on the basis of the actual demand of passengers, but on the basis of the decisions of city administrations.

In fact, the conditions for admission to participation in the competition left small carriers no chance. After all, without large quantity predominantly large vehicles for small enterprises and individual entrepreneurs, no route, even the most unfavorable one, “does not shine.”

Meanwhile, according to research by the Federal Antimonopoly Service of the Russian Federation, most Russian cities are planned according to the radial-ring principle. Therefore, as a rule, in cities there are no parallel, overlapping routes, i.e., a passenger can get to the desired place only along one line. And according to the competitive system, each route is assigned to only one carrier. Thus, competition in the urban passenger transportation market is being cut down in the bud. And if one of the passengers is not satisfied with this, he has an excellent alternative - to become a pedestrian.

Such clearly biased conduct of competitions caused dissatisfaction among private carriers, which led them to numerous protests. A wave of carrier strikes swept across Russia. Many of them appealed to the Arbitration Courts and, by the way, they won most of the cases. So, for example, in Rostov region The arbitration court, in response to an appeal from private carriers, ruled on the illegality of holding a competition for passenger transportation minibuses on lines in Novoshakhtinsk. There, the city administration has created all the conditions to remove private companies from the passenger transportation market. But two individual participants in the competition were given such concessions that made becoming the winner of the competition as easy as shelling pears. The companies that won the competition were allowed to enter the competition with minibuses that did not have license cards for passenger transportation; one of the participants did not even have the required number of cars to service the routes according to the competition lot. And these are not all the violations committed by the city administration.

What kind of two companies are these - only the city authorities and the companies themselves know the answer to this question. However, you should not have extrasensory insight to assume that this is either “your own” (a relative, for example), or a “stranger”, but a very “grateful” carrier.

There are countless such cases throughout the country. Carrier strikes took place in almost all cities (Tyumen, Ulan-Ude, Omsk, Kostroma, Voronezh, Orenburg, Krasnoyarsk, Khabarovsk and others). Private owners are ready to accept any conditions from the city authorities as long as they are provided with normal, profitable routes. However, the administrations of Russian cities continue to push individual entrepreneurs out of the passenger transportation market. Thousands of individual entrepreneurs are losing their jobs. Meanwhile, private owners not only successfully solved their own employment problems, but also created jobs for other citizens of the Russian Federation.

There is another problem that is directly related to the introduction of a competitive system. And first of all, the city administrations themselves faced it. We are talking about the so-called shadow business, generated by the redistribution and monopolization by city administrations of the urban passenger transportation market. Small and medium-sized enterprises, mercilessly squeezed out of the passenger transportation market by municipal and city enterprises, are forced to go “under the wing” of the official route owners.

The owner of the route can enter into an agreement with the owner of the bus on joint activities and sell him the right to operate on his route. There is another option - drawing up a bus rental agreement with the owner of these vehicles, and registering him as a hired driver. In this case, under the guise of a rental relationship, the driver pays a bribe to the route owner from his daily earnings. All this, of course, will entail an increase in tariffs for passenger transportation.

Moscow does not believe in tears…

If in most Russian cities the main problem was the lack of competition in the passenger transportation market, and at the same time an increase in waiting time for cars at bus stops and the cost of travel, the main problem in the Russian capital has long been traffic congestion, due to which every day thousands of passengers are late for work, trains, planes...

According to official statistics, about 13 million people in Moscow need mobility every day. Although practice shows that in the metropolis there are much large quantity actual and potential passengers public transport. And the city's population continues to grow exponentially. It’s scary to even think about how residents of the Russian capital will get to work, for example, in ten years...

Previously, planning of bus routes for non-state operators took place within the walls of the Moscow Department of Transport and Communications. A special commission met there, which included representatives of the State Traffic Safety Inspectorate for Moscow, the Central Department of State Traffic Safety Inspectorate, prefectures administrative districts Moscow, the Office of the Ministry of Taxes and Duties in Moscow, the Moscow Transport Union and the State Unitary Enterprise "Mosgortrans". But in the 90s, the network of Moscow city routes, which was serviced by private operators, began to develop rapidly. And the improvement of not only Moscow, but also the federal legislative and regulatory framework for passenger transportation, as usual, has not kept pace with such a rapid pace of emergence of new city routes. And the Moscow Government clearly did not keep track of the increase in the city’s population.

In 2005, department employees woke up and began, together with the Moscow Government, to develop a resolution supposedly aimed at increasing the level of safety in the operation of city bus routes. And on June 20, 2006 it came into force. This is Moscow Government Decree No. 421-GSh “On the procedure for organizing regular city bus routes in the city of Moscow.” According to this document, in order to operate on a particular line, the carrier must enter into an agreement for the implementation of a project for organizing regular city bus routes with the Moscow Department of Transport and Communications. The projects of their organization are being developed by the competition-winning institute “Center for Research of Transport Infrastructure”, which has become a specialized design organization in Moscow.

The project for organizing a regular city bus route includes:

Route passport, route indicating dangerous sections, as well as starting and ending points;

Route schedule;

Scheme of the organization of route traffic at the terminal sites, including the arrangement of stop signs of the established type, the placement of boarding and disembarkation points, the placement of rolling stock in parking areas, the traffic route from the parking area to the landing site;

List of stops along the route and their arrangement in accordance with current regulations.

Today, 696 operating regular city bus routes have been approved in the Russian capital. Moreover, when the resolution was adopted, the Moscow Government decided not to hold competitions with those carriers who worked on existing routes, but to reserve for them the right to continue transporting people on these lines. If the carrier, for one reason or another, refused to transport passengers on the route assigned to it, then this line became a “trophy” for which carriers competed on a competitive basis. Competitions began to be held for new routes.

The vast majority (more than 80%) of urban passenger transportation, however, as in other Russian cities, is carried out by a state-owned enterprise in the Russian capital. In the case of Moscow, this is the State Unitary Enterprise Mosgortrans. Every year it transports about 2 billion people and operates on 683 bus, trolleybus and tram routes, on which a certain category of citizens has the right to preferential travel. For this, the company receives subsidies from the Moscow Government and the Department of Transport and Communications. In addition, 68 non-state companies are engaged in urban passenger transportation in Moscow.

For more than ten years now, every year the Department of Transport and Communications of the Moscow Government concludes government contracts with Mosgortrans without subjecting the company to a competitive procedure.

For private traders, it’s a completely different “song”. Essentially, any individual or legal entity can apply to open a route to the Department of Transport and Communications. However, this proposal will then be considered for a long time to determine its feasibility by the expert council at the Department (again, no one takes into account the opinion of the Moscow passenger when making a decision). Its members include representatives of the State Traffic Safety Inspectorate of the Moscow Main Internal Affairs Directorate, the Central Administration of the State Traffic Safety Inspectorate, the prefectures of the administrative districts of Moscow, and the Department of Natural Resources Management and Protection. environment Moscow, Moscow Transport Union, State Unitary Enterprise "Moscow Metro" and State Organization Center traffic- a total of 17 city organizations. The council conducts an expert assessment and then decides whether the route is necessary for the city. If a decision is made in favor of a new line, then the Center for Transport Infrastructure Research Institute receives the task of developing it, after which the project is put up for competition.

Naturally, the procedure takes a colossal amount of time that the carrier could spend on work. Deputy Head of the Department of Transport and Communications of the Moscow Government, Alexander Vorobyov, explains this by saying that the conditions of the metropolis are too complex to determine the need for passengers on a particular route.

Today in Moscow, 36 agreements have been concluded with private carriers for the right to transport passengers on a certain route. But even if the carrier wins the competition, this does not mean that it will work on this route. He still has to go through the “seven circles of hell” before gaining a foothold on the line. The quality and safety of its work must certainly satisfy the group for operational control over the progress of implementation of contracts for the right to implement projects for regular city bus routes in Moscow (it was created by the Department of Transport and Communications). Otherwise, the contract with this carrier may be terminated. There is another condition, without fulfilling which the carrier will not be allowed to carry passengers. This is a requirement for buses to comply with the Euro-2 environmental standard.

Things are even more complicated with interregional passenger transportation. This may seem funny (if it weren't so sad), but in this big city Like the Russian capital, with its crazy pace of life and huge population density, there is not a single bus station. And this, of course, is the number one problem for organizing interregional passenger transportation in Moscow. The Shchelkovsky bus station, which residents of the metropolis are accustomed to considering as Moscow, actually belongs to the Moscow region. And the Russian capital has to be content with only temporary points of departure and arrival of buses. Today the Moscow Government is developing a program for the construction of five bus stations. How long this process will last is unknown. Indeed, why rush to take care of your dear passenger? In the meantime, there are nine such points operating in the metropolis, only one of which somehow meets the requirements for bus stations - this is the City Air Terminal. Why its name has not yet changed is anyone's guess.

The rich cry too

Russia, which has embarked on the path of state regulation of urban passenger road transport, is not alone in its choice. A similar concept is followed, for example, by Denmark, Germany, Sweden, the Czech Republic, Poland and many other countries. The whole difference lies in the degree of correctness of regulation, and also in the fact that government bodies pursue state interests and not any other interests. In these countries, private passenger carriers are also subject to a competitive system. When carrying out passenger transportation, they do not bear responsibility, since it rests entirely with the state.

In Germany, 5.5 thousand companies are engaged in passenger road transport, which annually transport 5.3 million passengers using public transport. Of these, only 1 million, or 20%, are transported by private traders. But this does not prevent them from covering two-thirds of the kilometers of transport services.

The basis for the organization of urban and intercity passenger transport in Germany is the Passenger Transport Act. Access to the passenger transport market here is possible only after obtaining concessions, which are designed to protect transport operators from intermodal competition. Tariffs for passenger transportation are established only with the permission of the state.

The specific national problem of German passenger road carriers is that, for the most part, the country is dominated by railway transport, which is subsidized to a much greater extent than automobile.

In Denmark, the lion's share of urban passenger road transport volume belongs to the state-owned company Kombas. In Sweden, only five urban passenger transport services are carried out. large companies, which control the entire regular messaging market. And only a few cooperatives still survive in limited regional markets.

In these countries, as well as in Russia, running medium and small businesses in the field of passenger transportation becomes impossible. There is practically no competition, because the number of bus companies is rapidly decreasing - some are acquired by larger enterprises, others are simply forced to leave the market.

The highest prices in Europe for public transport tickets are recorded in Denmark and Sweden. The fact is that the initial reduction in prices on state routes is very short-term. At first, the state saves on operations, but very quickly the costs of administering the system exceed the seemingly saved funds. And after the market adapts to this system, ticket prices increase. Thus, costs simply shifted from private operators to the public sector. Today, transport companies in Sweden and Denmark are experiencing a financial crisis. Thus, only one out of five Swedish passenger carriers makes a profit. Transport authorities in the Danish capital, Copenhagen, need additional government funding and are therefore forced to reduce the range of the proposed transportation.

In countries with a managed competitive system, the number of passengers of private carriers is decreasing every year. This is due to the fact that carriers are required to comply with the requirements put forward by the state in order to have at least a chance to carry out their activities on a particular route. Thus, vehicles must be equipped with any devices required by the bankruptcy authorities, which in any case will lead to additional costs. incentive to fight for additional passenger Private owners do not - their maintenance will again lead to even greater expenses. “Looking more closely at this issue, it is more economical for us to have as many passengers as possible. This way we will save on costs and cleaning,” said Jonny Hansen, managing director of the Danish transport company Arriva.

A completely different picture is observed in countries where the passenger transport market is ruled by competition, for example in the UK and Finland. In them, responsibility is divided between the state and private operators. In England, the planning, operation and sale of public transport services is carried out under the direction of transport operators. However, they bear all the risks. The role of the state here is limited only to legal risks, especially the rules of market access and provision of the necessary infrastructure.

Most English bus companies provide their customers with a much better service than the government. For example, at Trent Barton, staff's passenger service skills are valued much more than their driving skills.

In contrast to states with a competitive regime, the number of passenger carriers in the UK not only does not decrease, but also increases. More than forty private traders work in Oxfordshire alone. In Finland, public transport is mainly in the hands of more than three hundred family-owned transport companies.

In England and Finland, private owners have partnerships with the state: carriers provide new buses and qualified drivers - the state improves the infrastructure (allocates separate lanes for public transport, provides information in real time, builds more comfortable stops, etc.). Thanks to this, the number of passengers, unlike Denmark and Sweden, is growing here. Thus, in Brighton, Oxford, Edinburgh and Nottingham the number of passengers will increase annually by 5 percentage points or more.

Transportation “the Finnish way”

There are about 5 million inhabitants throughout Finland, which is approximately 1/3 of the population of the Russian capital alone. In the most major cities Finland (Helsinki, Tampere) is home to about half a million people.

In 1923, the Bus Transport Association was formed in the country. Today its members include 350 private bus companies. Each of them has an average fleet of about fifteen buses. Local operators that are not members of the association belong to the city municipalities. Finland's nationwide route network carries 350 million passengers every year.

The Finnish public transport system is based on the initiative of the operators themselves within the Helsinki region and licenses for regular service outside it. Finnish bus companies develop their own routes and schedules based on the needs of passengers. They then apply for licenses to government agencies and are granted licenses if routes and schedules meet the needs of passengers. Licenses are issued by five regional government agencies and 28 municipalities. The license is valid for ten years. But after new EU rules regarding public transport come into force, licenses will be valid for much less time (from five years or less). Bus companies are themselves responsible for the transport services they provide (this may optionally include Additional services), as well as for financing passenger services. If the route becomes unprofitable, there is a possibility that the license will be terminated.

Outside the Helsinki area, 85% of public transport services are provided by buses. In turn, more than 80% of bus transport services are provided from ticket sales without government funding.

If the provision of transport services can cause financial damage to bus companies, then they are purchased at the expense of state and municipal resources. Last year the state paid 25 million euros for regional and local bus services. The purchased services become the subject of competition according to the so-called network principle: the bus company receives income from ticket sales, and the state compensates it for the difference between income and the critical level of profitability.

As for ticket prices, the Finnish government does not interfere in any way with setting fares - this is done by bus companies. In addition, the Finnish Ministry of Transport and Communications sets prices for tickets sold to schoolchildren.

At the regional level, the decision on the cost of tickets for public transport can be made by the municipality (in relation to its area).

A significant difference in the Finnish public transport system is that the cost of a ticket is sometimes only half of its actual price. The fact is that subsidies in Finland are paid not to bus companies, but to passengers. This system has existed in the country for about 15 years. It is related to taxation: if the state and municipalities pay subsidies to passengers, then they do not receive more revenue in the form of taxes. Thanks to this system, the number of public transport passengers in Finland increased by 20 - 30% after its implementation. And this despite the fact that in such small country There are about 2.5 million private cars. Every year the state finances this system in the amount of 11 - 12 million euros.

Representative of the Finnish Bus Transport Association Esa Mannisenmaki spoke about a unique bus terminal system that does not exist in any other country. It was developed by the Matkahuolto company, which is owned by Finnish bus operators. It operates stations at terminals without any subsidies or funding from the government. The company operates 65 bus terminals, 400 agencies, and more than 2 thousand employees. This network covers the entire country. Bus terminal services include ticket sales, timetable information, and bus rentals. Matkahuolto receives the main share of its profit (50 - 60%) from freight, the rest from the sale of tickets and schedule information. The company has created a unique ticket sales system. By purchasing a ticket at the bus terminal or using a smart card (Finland, by the way, was a pioneer in the use of credit cards on bus transport), the passenger can use it on any bus company throughout the country.

In addition, Finland has a voluntary express bus market association, the Express Bus company, which is the Finnish express bus alliance. It carries out city and intercity transportation on tourist buses unified appearance. Uniform requirements are imposed on the training of personnel working for them. The number of passengers using this service is growing from year to year. This is despite the fact that the express bus system operates without any financial intervention from the government.

However, the Finnish organization of urban passenger road transport also has problems. The country recently passed two tax reforms that reduced the tax on private cars. As a result, the use of personal transport increased by 5 to 10%, and regular bus service correspondingly decreased by the same percentage. To compound the problem, the Finnish government's investment in public transport is declining while public transport costs are rising rapidly.

In many Russian cities, the competition system played a cruel joke on its creators: it did not stimulate competition in bus routes, but on the contrary - in the skillful hands of officials it became an executioner's ax for private carriers.

And now these same officials are saying: see what the competition showed? Private owners are simply not able to compete with “adult” transport companies...

Alas, we have already walked this path - whoever wants to will remember what it led us to. As much as I don’t want to go back to the stone age of transport-developed socialism, there is no choice left. I really want the people on whom the organization of transport work in Russian cities depends to become more closely and deeply familiar with the successful experience of their foreign colleagues.

It is for this purpose that the Avtoperevozchik magazine, together with the directorate of the International Motor Transport Forum (IAF), are conducting a series of practical seminars in European countries. One of them took place in Germany in April of this year. The international seminar “Urban Passenger Transport in Germany” was attended by heads of local governments, bus and urban electric transport enterprises, vehicle manufacturing plants and other interested organizations related to urban, intercity and suburban passenger transportation. They visited the Daimler AG bus production plant in Mannheim, the RVV municipal transport enterprise in Regensburg, visited the test site in Hockenheim (where they became spectators and even participants in extreme driving on Mercedes-Benz and Setra buses), a production plant automatic transmissions in Garching, the transport company Sippel GmbH in Frankfurt am Main, the transport company for the production of buses and trams SBB in Stuttgart, the transport company ESWE in Wiesbaden and much more.

Agreed:

Deputy Head of the city of Suzdal

TENDER DOCUMENTATION

at the choice of the carrier for non-subsidized transportation

on municipal bus routes

cities of Suzdal:

LOT No. 1 - ROUTE No. 3

LOT No. 2 – ROUTE No. 6

1. General Provisions

1.1. The subject of the competition is the right to conclude an agreement for the implementation of non-subsidized transportation of passengers by public road transport on regular (permanent) city routes in the territory of the municipal formation of the city of Suzdal.

The competition can be held for each competitive route or set of routes that have a common direction and are grouped into separate lots.

1.2. The competition is held through the qualification selection of owners of public passenger road transport (hereinafter referred to as carriers), which ensures timely and complete satisfaction of the population's needs for regular passenger transportation by attracting carriers regardless of their organizational and legal forms and forms of ownership and creating equal competitive opportunities for them in serving passengers on regular (permanent) city bus routes.

1.3. The involvement of carriers for the transportation of passengers is carried out on a subsidy-free basis, along city routes formed based on the condition bandwidth route network, existing passenger flows, as well as proposals received for the development of the city route network.

1.4. The organizer of the competition is the administration of the municipal formation of the city of Suzdal.

1.5. Organizer of the competition:

Determines the date of the competition;

Determines the deadlines for submitting and considering applications for participation in the competition;

Introduces applicants to the documentation on the procedure for conducting the competition;

Publishes information about the results of the competition;

Concludes an agreement with the winner of the competition.

2. Requirements for competition participants

2.1. Participants in the competition may be individuals and legal entities that meet the requirements for passenger carriers in accordance with these Regulations.

2.2. The participant in the competition must be solvent, must not be in the process of liquidation or bankruptcy, and cannot be a person whose property has been seized and (or) whose activities have been suspended.

2.3. Preferential conditions for participation in the competition cannot be created for any of the competition participants.

Restriction or termination of access of any persons to participate in the competition, as well as exclusion from its participants of persons entitled to participate in the competition, is possible only as a result of their violation of these Regulations and current legislation.

3. Competition commission

3.1. To conduct the competition, a competition commission is formed with a composition approved by a resolution of the administration of the municipal formation of the city of Suzdal.

Receives applications and ensures their safety;

Makes a decision on the admission (or justified refusal of admission) of applicants to participate in the competition;

Makes decisions about the winner of the competition.

3.3. The chairman of the competition commission manages the work of the commission.

The secretary receives documents and prepares minutes of commission meetings.

3.4. Decisions of the commission are made by a simple majority of votes of the commission members participating in the meeting. When voting, each member of the commission has one vote. The commission is authorized to resolve issues within its competence if at least half of its members are present at the meeting.

3.5. The decisions of the commission are documented in protocols, which are signed by all members of the commission who took part in the meeting within the time limits specified in paragraphs 5.9 and 5.16 of these Regulations.

4. Information support and presentation procedure

documents for the competition

4.1. The organizer of the competition publishes an information message about the conditions and terms of the competition in the media and on the official website of the Suzdal city administration at least 30 days before the date of the competition. The information message must contain the following information:

Name of the competition organizer;

Location address, postal address and list of contact telephone numbers of the competition organizer;

Competition form;

Subject of the competition;

The procedure for holding the competition;

The procedure and timing for familiarization with the competition documentation (competition conditions);

Place of application;

Start date and time for submitting applications for participation in the competition;

The closing date and time for submitting applications for participation in the competition;

Place, date and time of opening envelopes, consideration of applications and making a decision on the admission or refusal of admission of applicants to participate in the second stage of the competition;

Deadline for evaluating and comparing applications, determining the winner;

The procedure for familiarizing yourself with the results of the competition;

Duration and procedure for concluding the contract;

Description of the route or set of routes put up for competition (including the necessary transportation conditions).

4.2. Simultaneously with the posting of an information message about the competition, competition documentation for holding an open competition for the right to conclude an agreement for non-subsidized transportation of passengers by public road transport on regular (permanent) city bus routes on the territory of the municipal formation of the city of Suzdal is posted on the official website of the Suzdal city administration.

4.3. To participate in the competition, applicants submit to the commission in a sealed envelope: an application for participation in the competition in the form approved by the competition documentation, with the following documents attached:

Notarized copies of constituent documents and a certificate of state registration (for legal entities), a copy of a certificate of state registration of an individual entrepreneur without forming a legal entity (for individual entrepreneurs);

5.4. The competition is held in two stages.

5.5. At the first stage:

Opening envelopes;

Checking the availability of documents and information submitted by applicants specified in clause 4.3 of these Regulations;

Checking the compliance of applicants with the requirements established by Federal Law dated January 1, 2001 N 196-FZ “On Road Safety” and other regulations governing the organization of passenger transportation;

Making a decision on the admission or refusal of admission of applicants to participate in the second stage of the competition.

Before opening the envelopes, the competition commission makes sure that they are intact.

Applicants have the right to be present at the commission meeting where the envelopes are opened.

5.6. The applicant is not allowed to the second stage of competitive selection and further assessment of it by the established competition criteria by the commission is not carried out in the following cases:

1) incompleteness of the provided documents and information specified in paragraph 4.3 of these Regulations;

2) non-compliance with the requirements established by the Federal Law of 01.01.2001 N 196-FZ “On Road Safety” and other regulatory legal acts regulating the activities of organizing passenger transportation, namely:

Absence (owned, leased, free use, etc.) of a technical base for servicing vehicles that allows for maintenance and (or) repairs, or the absence of a vehicle servicing agreement for performing maintenance and (or) repairs;

Lack of possibility of conducting pre-trip and post-trip technical inspection of vehicles and an agreement to conduct pre-trip and post-trip technical inspection of vehicles;

Inability for the applicant to conduct a pre-trip (post-trip) medical examination of drivers:

1) the absence of an agreement with a specialized organization for the provision of services for conducting a pre-trip (post-trip) medical examination of drivers with a copy of the relevant license attached;

2) lack of an employment contract with medical worker who has the right to carry out a pre-trip (post-trip) medical examination of drivers, attaching a copy of the certificate confirming the completion of special training and a copy of the relevant license;

5.7. From the moment the envelopes are opened, the competition commission has the right to check the information provided by the applicant in the submitted documents and demand their clarification and confirmation.

5.8. If, based on the results of consideration of applications for participation in the competition, a decision is made to refuse admission to participation in the competition of all applicants who submitted applications for participation in the competition, or to admit only one applicant who submitted an application to participate in the competition and recognize it as a participant in the competition to participate in the competition, the competition is declared invalid.

5.9. Based on the results of consideration of applications for participation in the competition, the competition commission makes a decision on the admission or refusal of admission of applicants to participate in the second stage of the competition and signs a protocol for considering applications for participation in the competition on the day of consideration of applications for participation in the competition.

5.10. The competition organizer, within three days from the date of signing the protocol for considering applications for participation in the competition, notifies applicants of the decision made on admission or refusal of admission to participate in the second stage of the competition.

5.11. At the second stage of the competition, an analysis of the comparative characteristics of the competition participants is carried out according to a group of indicators that allows us to identify the competition participant who provides the best conditions for the execution of the contract for the transportation of passengers by public road transport on regular (permanent) city bus routes in the territory of the municipal formation of the city of Suzdal. The commission has the right to involve specialist consultants to study and evaluate documents, as well as to require the competition participant to explain the documents submitted by him.

5.12. The commission evaluates the submitted documents of the competition participant using a point system based on the following indicators:

QUALIFICATION INDICATORS

(*) information is provided twelve months before the month preceding the date of publication of the information message about the competition (evaluation period)

(**) Comments are considered to be justified complaints from local authorities and passengers regarding the operation of vehicles on the route, as well as violation of the contract for the carriage of passengers

5.13. The winner of the competition is the participant who received greatest number points.

5.14. If, as a result of evaluating and comparing applications for participation in the competition, two or more participants received the same number of points, the winner is the participant whose application was submitted earlier than other applications.

5.15. The evaluation and comparison of applications for participation in the competition is carried out by the competition commission within ten days from the date of signing the protocol for considering applications for participation in the competition.

5.16. The final protocol for the evaluation and comparison of applications for participation in the competition is drawn up during the working day following the day of evaluation and comparison of applications for participation in the competition.

5.17. The competition organizer publishes the final protocol for evaluating and comparing applications for participation in the competition in the media and on the official website of the Suzdal city administration no later than five working days after the day of signing the said protocol.

5.18. The organizer of the competition, within three working days from the date of signing the protocol for evaluating and comparing applications for participation in the competition, sends this protocol and the draft agreement to the winner of the competition.

5.19. If the competition is declared invalid and only one applicant who submitted an application for participation in the competition is recognized as a participant in the competition, the competition commission decides to grant the right to conclude a contract to such participant. The customer, within three working days from the date of signing the protocol for considering applications for participation in the competition, transfers the draft agreement to the competition participant. In this case, the contract is concluded on the terms and conditions provided for in the application for participation in the competition and the competition documentation for a period of 3 years.

5.20. The winner of the competition must sign and seal the specified draft contract and return it to the customer within 10 days from the date of signing the protocol for evaluating and comparing applications for participation in the competition.

5.21. If the winner of the competition has not signed and (or) returned the contract to the customer within 10 days from the date of signing the protocol for evaluating and comparing applications for participation in the competition, then the contract can be concluded with the participant in the competition whose application for participation in the competition has been assigned the next number according to the evaluation results.

5.22. Concluding an agreement for the transportation of passengers by public road transport on regular (permanent) city bus routes on the territory of the municipal formation of the city of Suzdal without holding a competition is possible for a period of 3 years in the following cases:

If the competition is declared invalid due to the submission of only one application for participation in the competition and the application is recognized as complying with the competition documentation;

If the need to organize regular passenger transportation arose due to force majeure circumstances.

6. Procedure for appealing actions.

6.1. The actions of the customer and the competition organizer can be appealed in the manner prescribed by the law of the Russian Federation of January 1, 2001 “On the Protection of Competition” and (or) in the manner prescribed by the Code of Civil Procedure of the Russian Federation and the Arbitration Procedure Code of the Russian Federation.

On the form of the participant of the competition

Date, ref. ___

APPLICATION

to participate in the competition

for the right to conclude an agreement for the implementation of non-subsidized transportation of passengers by public road transport on regular (permanent) city bus routes in the territory of the municipal formation of the city of Suzdal

Having studied the competition documentation for the right to conclude an agreement for the transportation of passengers on regular city bus routes on the territory of the Suzdal municipal district, as well as the legislative and regulatory acts applicable to this competition, ____________________________________________________________

(indicate the full name of the participant placing the order)

represented by _______________________________________________________,

(indicate position, full name)

informs about its consent to participate in the competition on the conditions established by this competition documentation and sends this application.

The competition participant agrees to perform the work (services) provided for by the competition in accordance with the requirements of the competition documentation and on the terms presented in the competition proposal, which are an integral part of the competition application.

With this application, we guarantee the reliability of the information provided by us and confirm the customer’s right, which does not contradict the requirement to create equal conditions for all participants in the competition, to request information clarifying the information provided by us.

We hereby confirm that we are familiar with the contents of the tender documentation, the draft contract for passenger transportation and accept them in full.

If our proposals are recognized as the best, we undertake to conclude an agreement with the customer within 10 days from the moment of signing the protocol of the competition results.

We inform you that for prompt interaction on organizational issues, we are authorized by __________________________________________

(F.I.O., telephone number of the contact person)

Please report all information about the competition to the authorized person.

Our legal and actual addresses:

phone fax ________,

details, including bank details _____________________________________________________

Please send correspondence to us to the following address: _________________________

Documents are attached to this application according to the inventory on page _____.

Head of the organization ___________________________ _________________________

M.P. signature Last name I.O