Pavilion "Worker and Collective Farm Woman"
On August 13 at 18:00 in the lecture hall of the Museum and Exhibition Center "Worker and Kolkhoz Woman", together with the Deputy Head of the Center for the Development and Improvement of Bicycle and Pedestrian Spaces, we will talk about the My Street project.
Artur Shakhbazyan will talk about how the traffic will change after the completion of the reconstruction under the My Street project. All solutions for the organization of traffic and pedestrians, which later formed the basis of street improvement projects, were developed by order and with the direct participation of the TsODD and representatives of the Moscow transport complex. The transport schemes determined how the movement of personal and public transport, pedestrians and cyclists would be organized in accordance with the priorities and principles adopted by Moscow to ensure high-quality transport services.
Also, guests will learn about what has been done and what remains to be done by the city in the development of high-quality cycling and pedestrian infrastructure.
Arthur Shahbazyan
Born in Moscow on March 31, 1984.
In 2001, he entered the Faculty of Engineering of the Peoples' Friendship University of Russia and received a master's degree in architecture. After studying, he worked as an architect in one of the Moscow design institutes. From 2010 to 2012 he studied under the European Master of Urbanism program at the University of Leuven (Belgium) and Delft technological university(Holland), received a master's degree in urban studies and strategic planning of urban development. In 2012-2013, he studied at the Strelka Institute of Media, Architecture and Design, where he conducted research on urban data and the Moscow metro. Since August 2013, he has been working in the structure of the Moscow transport complex, developing pedestrian infrastructure. In March 2015, he was appointed to the position of Deputy head of the TsODD for the development and improvement of cycling and pedestrian spaces. He is a member of the international expert pool of the Global street design guide project.
About partner
The CDDD is engaged in the development of road and transport infrastructure, transport planning, design, analysis and collection of traffic data in the city, installation of road signs and traffic light management, development of cycling and pedestrian spaces. The Situation Center has been created at the TsODD, which is the central link of the Intelligent Transport System of Moscow. Moscow ITS is one of the most modern in the world and the most modern in Europe. The uniqueness of the collected data on the traffic situation is ensured by comprehensive monitoring using equipment that no one except the Department of Transport has in Moscow. The most important source of data is the readings of motion detectors that control all the most important highways and roads in Moscow. Data is also received in the form of traffic tracks from urban transport equipped with GLONASS system trackers: ground public transport, taxis, municipal vehicles and parkons (cars that control parking fees and parking under signs). More than 1,400 stationary cameras for photo and video recording, more than 2,000 TV cameras, as well as 163 information displays, 3,300 transport detectors are connected to the Situation Center. The traffic management system integrates about 1,700 traffic lights with the possibility of centralized control. The introduction of transport innovations will reduce the time that residents spend on moving around the city, reduce accidents on Moscow roads, optimize traffic flows, and improve the ecological situation in the city. With the help of ITS, it has already been possible to unload the allocated highways. The speed of response to emergencies has increased by an order of magnitude. Traffic lights work in a single system, ensuring the implementation of any transport policy of the city.
Participants of the round table, Concerned about the massive and gross violation of the rights of motorists, Noting that the violation of motorists inevitably entails the violation of the rights of other participants traffic, Considering the importance of personal motor transport in the implementation of citizens' rights, they recommend: 1. Change the existing procedure for registering citizens for an appointment with the management of the GKU "AMPP" by establishing an appointment schedule and a procedure that is convenient for citizens to make an appointment, ensuring the timeliness of such an appointment.
Post a schedule for the reception of citizens by the leadership of the GKU "AMPP" indoors on information stands, as well as on the websites of the Moscow parking lot, the Department of Transport and Road Infrastructure Development of Moscow.
Management of the State Treasury Institution - Center for the organization of traffic
- Arifullin Ansar Khalikovich— First Deputy Head for Traffic Control and Public Services
- Khodakov Alexander Ivanovich— First Deputy Head for Strategic Development of Road Transport Infrastructure
- Gorshkov Dmitry Alekseevich— Deputy Head of Control over Use and Development information systems and resources
- Vigul Karina Sergeevna- Deputy Head of Business Administration
- Agafonov Andrey Vladimirovich— Deputy Head for Logistics and Maintenance of Buildings, Structures and Transport
- Polyakov Alexander Sergeevich— Deputy Head of Transport Planning and Information and Analytical Support
- Shakhbazyan Artur Georgievich— Deputy Head for Development and Improvement of Bicycle and Pedestrian Space
- Litvenko Ilya Yurievich— Deputy head of the institution — head of the contract service
- Evsin Alexander Vyacheslavovich— Deputy head of the institution — head of the situational center
State public institution of the city of Moscow Center for the organization of traffic of the Government of Moscow
No. 470-PP "On ensuring economic and production activities State institution of the city of Moscow - the Center for the organization of traffic of the Government of Moscow.
The purpose of the establishment of the Institution is to empower it with the powers and responsibilities of the coordinator and customer of the city of Moscow in the development and implementation of strategies, plans for the development of activities in the field of ensuring the organization and safety of road traffic, the appointment of examinations of the proposed activities. GKU TsODD has the right to conclude contracts for work related to the organization and safety of road traffic, the purchase of equipment for their implementation.
Gku tsodd guide
"Black Swan" - a theory that considers difficult to predict and rare events that have significant consequences. The author of the theory is Nassim Taleb, who in his book "Unpredictable" introduced the term "black swan" events.
According to the criteria proposed... Can these indicators be trusted? By and large, nothing really changes, yet. Toward the end of December should become much worse.
Now it has become worse, according to street observations. How does this combine with the fact that, for example, in reality, Yaroslavl starts to stand in the center at about 6:30 in the morning, and stays until 14-15, and starts to stand in the region from 15-16 and stays until 22-23 - dont clear. Still, Varshavka in the region in the afternoon is definitely difficult to go, at least to Kashirka.
If there is just a sign 6.4, if there is a sign about paid parking, if there are no signs at all (read about the absence of signs a little lower - there may be nuances) - the stop is legal and you cannot be fined! Please note that signs 5.29 at the entrance to the parking area, according to traffic rules, indicate
“the place from which the territory (section of the road) begins, where parking is allowed and regulated using signs and markings.”
That is, without additional signs and markings, even inside the paid parking zone, it does not become paid everywhere. It should be mentioned that the information that slipped through the internet that in the parking lots marked 6.4.
Bludyan Norayr Oganesovich
Head of the Department "Automobile transportation" of the Moscow Automobile and Road State technical university, Chairman of the Working Group on Transport Problems of Cities and Urban Agglomerations, Member of the Public Council under the Ministry of Transport of Russia
MEMBERS OF THE WORKING GROUP:
Popkov Andrey Valerievich
Deputy Chairman of the Taxi Driver trade union, Member of the Public Council under the Ministry of Transport of Russia
Yankov Kirill Vadimovich
Head of the Laboratory of the Institute of National Economic Forecasting Russian Academy Nauk, Member of the Public Council under the Ministry of Transport of Russia
Suvorova Natalia Vladimirovna
Head of the Department for Support of Programs and Budget of the Department of Transport and Development of Road Transport Infrastructure of the City of Moscow
Mikhailyuk Roman Vladimirovich
Head of the Department for Control of Development Programs of the Department of Transport and Road Infrastructure Development of the City of Moscow
Shestopalov Nikita Yurievich
Head of the Department for the Development of Taxi Transportation of the Department of Transport and Development of Road Transport Infrastructure of the City of Moscow
Moskvichev Stanislav Valerievich
First Deputy Head of the Department of Transportation of LLC “Managing Company “AVTOLINE-TRANSLIGHT”
Starodubtsev Alexander Igorevich
Advisor to the Legal Department of the Legal Department of MADI
Sklyar Irina Yurievna
Deputy Chief legal service SUE "Mosgortrans"
Zhigunov Evgeny Vyacheslavovich
Director of the branch of the Service for the operation and development of bus stations of the State Unitary Enterprise "Mosgortrans"
Kovalsky Mikhail Vladimirovich
First Deputy General Director of OAO Moscow-Tver Suburban Passenger Company
Dobrin Igor Vasilievich
Head of the Department for Control over the Organization of Passenger Transportation by Transport Enterprises of the State Institution "Organizer of Transportation"
Romanova Ekaterina Nikolaevna
Head of the Department for the Organization of Passenger Transportation by Road and Ground Electric Transport of the State Institution "Organizer of Transportation"
Shakhbazyan Artur Georgievich
Deputy Head of GKU TsODD
Iskhakov Shamil Magometovich
Deputy General Director of GKU "AMPP"
Pronin Evgeny Evgenievich
Deputy Head of the Department for Analytics and Development of Route Networks, State Unitary Enterprise MosgortransNIIproekt
Ryazanova Maria Viktorovna
Manager for work with government bodies Get-Taxi Rus
Grigoryan Vagan Tigranovich
CEO of City-Mobil LLC
Federal Service for Supervision in the Sphere of Transport (Rostransnadzor) - representative
The systemic and most important task of the Working Group is to coordinate and link problems and projects in the following areas:
1. Organization of passenger transportation in urban and adjacent regional traffic
2. Organization of taxi transportation
3. Organization of traffic
4. Organization of an agglomeration cargo logistics system
5. Subway
6. Parking projects
7. Intracity and suburban rail transportation
Y. BUDKIN: This is the radio station “Moscow speaking”. Today is Tuesday, November 28th. My name is Yuri Budkin. This is the True Truth program.
Today we will talk about Moscow traffic jams. Surprisingly, right now there are seven-point traffic jams on Moscow streets, which are expected to become nine-point in the next two hours. This can be seen, but in general, Yandex calculated the change in the traffic situation in Moscow over the past 4 years - from 2013 to 2017. According to the study, in the fall of 2017, congestion inside the Garden Ring in Moscow reached its highest level in the past five years. During this period, significant changes have taken place in the organization of traffic: paid parking has been introduced, new routes have been built, and bike paths have been reconstructed. This is how the media reports this news, but if you read it carefully, it turns out that as a result of Yandex research, it turns out that since 2013, traffic jams have become less throughout the day, except for 6-7 in the morning. In the morning rush hour, the average speed on Moscow streets increased by 14%, in the evening rush hour, the speed also increased by 9%. There were already the first comments in the headings "the workload has reached its maximum." When they made this conclusion, they did not take into account that for several months repairs and landscaping were carried out in the center of Moscow, which reduced average speed. What can be said about the change in the transport situation in Moscow over the past five years? We will talk about this with Artur Shakhbazyan, Deputy Head of the Center for Traffic Management of the Moscow Government. Artur Georgievich, good evening.
A. SHAHBAZYAN: Good evening.
Y. BUDKIN: Mikhail Kalinin is the deputy head of the Auto Business News publishing house. Mikhail Anatolyevich, good evening.
M. KALININ: Good evening.
Y. BUDKIN: This is a live broadcast. You can call, but in the first part of the program, first of all, write. Sms portal +7-925-444-948 or Telegram @govoritmskbot. We will have time for calls in the second part of the program. Right now you can already vote through the telegram channel. How has the transport situation in Moscow changed over the past five years? In your opinion, has it gotten worse or better? Two options. Actually, I will ask this question to the audience, first of all. Artur Shahbazyan, has it improved or worsened over the past five years?
A. SHAHBAZYAN: I will say that it is improving in my understanding, taking into account all the factors that we have on the road network: a large number of repairs, infrastructure is being built, developed, and changed. This and the increasing number of cars. That is, the number of cars that are used daily has been increasing by almost half a million over the past five years. Their number has increased on the streets. Accordingly, in general, the situation - on average for the hospital - has improved. Our data, the data of the TsODD, are even more conservative than the results of the Yandex study. They show that since 2013, our speed during the morning rush hour has increased by 13%, not 14%.
Y. BUDKIN: Well, then this is the phrase that caused the most talk: "The workload inside the Garden Ring has reached its maximum over the past five years."
A. SHAHBAZYAN: First of all, you need to understand that the key word here is the Garden Ring and what happened to it over the past two years. These are quite active repair and improvement works, which have affected the data that is collected, including by Yandex. Therefore, the whole movement within the Garden Ring, naturally, the Garden Ring itself has the most direct influence. Therefore, if we talk about 2017, which has not yet ended for us, but half of this time was devoted to landscaping work, then, indeed, this year the situation on the Garden Ring was difficult.
Y. BUDKIN: But this does not mean that it will continue to be so?
A. SHAHBAZYAN: Absolutely not. Moreover, in general, in my understanding, now is a time when it is too early to draw any conclusions about 2017, simply because the scale of the work itself went a little beyond the summer period and some work on the commissioning of traffic light equipment took place in the fall .
Y. BUDKIN: Recently, large-scale work has been carried out every year. And it turns out then that it is necessary to stop life for a while and only then begin to calculate the speed of movement on the roads.
A. SHAHBAZYAN: Not really. It must have been a peak year. Accordingly, on behalf of the mayor, a large-scale reconstruction program was carried out, and this year all key works, especially in the central part of the city, have been completed. Therefore, starting next year, no one expects such large-scale work.
Y. BUDKIN: We have received the first versions of voting answers. Unexpected, to be honest, results. Mikhail Kalinin, from your point of view?
M. KALININ: Of course, I largely agree with my opponent. The situation has improved compared to 2013 over the past five years, but I do not attribute this improvement to any drastic measures taken by the Traffic Management Center, the Moscow government or government agencies.
Y. BUDKIN: There are more cars. You won't argue, will you?
M. KALININ: I'm not sure! There were fewer cars. The crisis showed that many people who worked in Moscow and traveled to work in Moscow simply stopped using their vehicles. Many have moved to the suburbs or to the outskirts of the city, and this is due to the increase in traffic in the morning when going to work. That is, people moved away from their places of work, moved further from the center, live in the suburbs, where apartments are cheaper. They live on the outskirts of the city, where renting an apartment is again cheaper. Many left Moscow altogether and stopped working there, so there are not so many cars, but at the same time, traffic on the streets has decreased. With this, basically, it seems to me, the improvement of the road situation is connected.
Y. BUDKIN: It got better because there were fewer moving cars. Okay, then this phrase about five years inside the Garden Ring.
M. KALININ: I think it has to do with work in the city center.
Y. BUDKIN: So it turns out that the improvement led to the fact that we got up.
M. KALININ: In 20 years we will come to communism, but no one promised to feed us on the way.
YU. BUDKIN: Voting continues. Why do I say that unexpected results, because on this moment what we see. Who would have thought! Usually, people are dissatisfied, but here it turns out that 55% say “rather worsened”, and 45% say “improved”. We will see at the end of the program what will come of it. But anyway! The 119th writes: “In Dmitrovka, traffic lights began to work longer, and hence 13%. The side streets were stuck in traffic jams. Only some streets went at the expense of others.”
A. SHAKHBAZYAN: If we talk about the same figure of 13%, it is taken for the entire city, that is, this is such a general picture for the entire street and road network of Moscow. If it were measured only on specific highways, then it would be one picture. The picture is taken more or less whole. And in this case there is a redistribution, there is a change in the operation of the traffic lights. The structure of traffic throughout the city is not uniform. This, first of all, is very strongly connected with the pendulum migration, that is, it is in the morning to the center, and in the evening from the center. And this is due to the fact that in this case there is a task to give priority to those flows that require the most at this particular moment.
Y. BUDKIN: When side streets stop at some point, you can't do anything without it. We need people to leave.
A. SHAHBAZYAN: We understand that a crossroad is four directions, and all these four directions are fighting for priority at this crossroads, so in each specific case this priority must be given to someone. It cannot be the same for all directions, otherwise the intersection will simply stop.
YU. BUDKIN: 903 is writing. From his point of view, the emergence and development of such services as Yandex.Traffic jams, with which we started, played a huge role, and people began to plan routes better. Mihaly Kalinin, how much can you give the palm in this improvement to the same Yandex.Traffic?
M. KALININ: By the way, Yandex.Traffic has significantly improved its work lately. Although I personally prefer Yandex.Maps more than Yandex.Navigator, but the expansion of such services ... if there is more information, by the way, the European service shows us information boards that were introduced on the roads of Paris, Milan, Rome, which warn drivers that there is a traffic jam ahead and how much time he will spend on moving in this traffic jam, significantly improve the situation in the city. Therefore, information services, like the same Yandex.Traffic or some other systems, greatly simplify the movement.
Y. BUDKIN: Is there any evidence that, thanks to Yandex.Traffic, without your participation, drivers, as they say, optimize traffic in Moscow themselves?
A. SHAHBAZYAN: Probably not all 100% of drivers use Yandex services. And secondly, the development of such services and not only them greatly affect the transport situation in the city. The advent of Yandex.Transport had a very positive effect, when public transport itself became more accessible, more understandable, and more people began to use it. Taxi call services, for example. The taxi industry has developed very strongly over the past five years due to the same mobile applications. That is, all these services together they contribute, and all work on the development of the road network, on the organization of traffic, including these services, is taken into account. On the other hand, it cannot be said that this is very unambiguous for a number of reasons. For example, we have data that due to the unloading of the central part of the city, including the introduction and structuring of the parking space, the amount of transit in the center has increased, that is, the number of cars that travel from the peripheral point of the city to the peripheral one, they just ...
Y. BUDKIN: Faster through the center.
A. SHAHBAZYAN: The same Yandex.Traffic service, Yandex.Navigator builds routes through the central part of the city, thus increasing the load on the road network.
Y. BUDKIN: “As a pedestrian, I like it,” writes the 692nd. “Buses and taxis run on a dedicated line. New routes. MCC works. I almost don’t even use the subway.” But Max suggests returning to what happened now with the city center, when all the work is over. Max writes: “We see that the reconstruction on Sadovoe is completed. And now it stands from Kursk to Arbat.
A. SHAHBAZYAN: A lot of things can be seen from the outside. This is such the tip of the iceberg. The organization of traffic is not only the geometry of the road network. The organization of traffic is also the setting of traffic lights, this is also a fine tuning of traffic lights. What we are currently doing is just setting up and coordinating traffic light work plans, fine-tuning depending on changing demand. Demand has changed. The structure of traffic along the Garden Ring and the city center has changed due to the fact that the road network itself has changed. This requires constant fine tuning traffic lights.
Y. BUDKIN: It was impossible to do this before, having calculated everything in advance, to do everything at once?
A. SHAHBAZYAN: This is a very complex task of organizing traffic. Naturally, projects were prepared in advance, certain plans were prepared and introduced. As in any fairly complex and complex case, there is a certain story that is predicted, a certain base is being prepared for this story, and then this base begins to fine-tune to the real situation. It is impossible to predict 100% how drivers, pedestrians, public transport will behave. There is a methodology, there is a technique for modeling mathematical transport, which allows you to understand in which direction the situation will move, but to predict 100% that exactly this number of cars will pass here, not one mathematical model can not. It's too complex.
Y. BUDKIN: Now that the reconstruction is completed and you are starting this reconfiguration, can we now say that something was calculated incorrectly?
A. SHAKHBAZYAN: I'm probably lying if I say that everything was perfect. Of course not. We are all people, we all strive for something, for some result. There are probably some errors, but they are not critical. And those problems that are currently within the framework of this fine-tuning are being corrected.
Y. BUDKIN: The same question for you - when all this reconstruction work in the Garden Ring area was completed, when the center was supposed to go, do you see any mistakes that were made?
M. KALININ: On my part, insufficient preparation was made for the improvement of the center of the capital. My interlocutor said that the number of transit vehicles has increased. So after all, it is possible to avoid this transit transport if a sufficient number of intercepting parking lots were organized at the outlying metro stations, on the outskirts of the city. Since these parking lots appeared in some truncated and premature form, people practically do not use them. Near Medvedkovo there is a parking lot with 30 or 40 parking spaces. This is a microbe in the sea, which could significantly change the traffic situation.
Y. BUDKIN: I have to ask again, is the TsODD responsible for parking?
A. SHAKHBAZYAN: The Administrator of the Moscow Parking Space is responsible for parking and organizing the parking space - this is also a subordinate organization of the Department of Transport of the Moscow Government.
Y. BUDKIN: But can you force them to increase the number of parking spaces?
A. SHAHBAZYAN: We cannot force them. We can express our opinion.
Y. BUDKIN: And what is this opinion?
A. SHAHBAZYAN: This is a double-edged sword. Increasing the number of parking spaces will always lead to provoked demand.
Y. BUDKIN: Even if we are talking about park-and-ride parking?
A. SHAHBAZYAN: Of course, even if we are talking about park and ride parks, because they are also located inside the Moscow Ring Road, if we are talking about the Medvedkovo, Strogino and some other metro stations. And this, together with all the general traffic on outbound highways, also enters the city.
Y. BUDKIN: Mikhail, you said that there are not enough park and ride parks. This is a minus. Farther.
M. KALININ: Then I absolutely cannot understand how cars parked along the roads for a fee improve the traffic situation compared to cars parked for free. These are the same cars, only now they cost money, and they take up road space in the same way.
Y. BUDKIN: It seems that there were simply fewer of them then. It's just that someone won't come because they don't want to spend 200 rubles. Or how much per day?
M. KALININ: Apparently, all these parking lots are full all the time, full all the time, and it is quite difficult to find a place on a busy day in the parking lots in the city center.
Y. BUDKIN: Does this have an explanation?
A. SHAHBAZYAN: First of all, I simply agree that there are simply fewer of these cars. They are much less likely to violate the rules of the road. That is, we all remember the period of free parking five to seven years ago, when cars stood on the sidewalks in two or three rows. I remember Myasnitskaya Street very well, what it was like. It was a four-lane street, where you could only move in one lane, because everything on the right and left was parked in two lanes. Naturally, the organization also psychologically affects the driver, that is, drivers violate less.
Y. BUDKIN: The 727th requires you to realize your mistakes and repent. "Working personal drivers, I drive around the center, after your reconstruction of Moscow, the center got stuck in traffic jams. Let me remind you once again that we are continuing the voting, which does not show so many unambiguous results - how has the transport situation in Moscow changed? Rather, worsened, rather improved. Two options. Voting is now in the Telegram channel. Voting by phone will be a little later. 278th writes that it’s not about paid parking, but this organization of parking space in Moscow has become more convenient and understandable simply because cars have been evacuated. Marina 637th: “Why is no one talking about the main absurdity of the 21st century - about the Third Ring, which runs almost through the center of the city? Have you heard that there is no such thing in any normal country? We are like in Africa. Can't you do something about the Third Ring?"
A. SHAHBAZYAN: What do you mean?
Y. BUDKIN: There is nothing like this anywhere in the world, writes Marina! So, take it out!
A. SHAHBAZYAN: Of course, it is impossible to take and remove the Third Ring Road from the city. I would say that this is not the very center of the city, it is a kind of middle part. In general, the city, including in the Yandex study, is divided into three typical parts - inside the Garden Ring, from Garden to the Third and further from the Third to the Moscow Ring Road. That's the bulk of this bagel. There are probably some things in traffic along the Third Ring Road that could be improved, but again, this work is systematically carried out. You can't take everything and do it all at once. Without the Third Transport Ring, it would be very difficult now.
Y. BUDKIN: Then Valentin says in the other direction: “We just need to build more roads. There are catastrophically few of them in Moscow. We need to build more outbound highways, and this is the only thing that can solve the problem.”
M. KALININ: I agree with the last speaker, and probably disagree with Marina, because in many cities of the world, large capitals, there are such highways as the Third Transport Ring. The same famous Boulevard Peripherique in Paris. A colossal number of rings in Beijing, which have proven themselves well and perfectly unload the situation in the city.
Y. BUDKIN: When you say that we need to build more roads, where should we build more roads?
M. KALININ: Probably not in the center. We need to provide more ... if we are talking about the same transit transport, about people who travel through the city, from north to east, from north to west, from south to west, who are simply forced to go to the Moscow Ring Road, or to the Third Ring Road. If there were roads that would connect and link cities, as it were, diagonally, then I think that the fourth ring is being built now ...
Y. BUDKIN: Now these are chords.
M. KALININ: I think that with their appearance we should expect improvement.
Y. BUDKIN: Artur Shakhbazyan, what do you say? Need to build more roads urgently?
A. SHAHBAZYAN: This is what the Moscow government is actively involved in. Roads are being built simply at a Stakhanovite pace. A very large number of interchanges are being reconstructed. In the past and this year, the already named chords, rocades, that is, a very large number of roads, are being built, the very necessary frame has been actively formed during this time.
Y. BUDKIN: But this framework, which will someday be formed, perhaps in the near future, will it bring us closer to the standards? And in general, are there any standards for the number of roads in this area?
A. SHAHBAZYAN: There are no standards. There are some indicators that in different cities show different density of the street and road network, and so on, but again, it must be said that there is a different methodology for calculating this street and road network, because, for example, in many European or Western cities There is no such thing as home areas. Our city, in fact, was designed in a peculiar way, starting from the general plan of 1935, we have rather large microdistricts, in which there is a lot of capillary internal street and road network, which is not formally this road network, and therefore it is not taken into account.
Y. BUDKIN: Leonid Ivanov brings us back to the reconstruction of the Garden Ring. Why such wide sidewalks on the Garden Ring?
A. SHAHBAZYAN: First of all, it is necessary to proceed not from sidewalks.
Y. BUDKIN: The larger the sidewalk, the smaller the roadway. This is what, apparently, Leonid comes from.
A. SHAHBAZYAN: We proceeded from the following. In any road there are zones that determine the throughput of this section. Roads on the Garden Ring, obviously, these are the narrowest sections, obviously, these are tunnels and bridges. Our Garden Ring passes through several tunnels and bridges. And on all bridges and tunnels there are three traffic lanes in each direction. Accordingly, the organization of very wide entrances to these bottlenecks simply forms bottlenecks.
Y. BUDKIN: We receive calls from our listeners. 73-73-948. We listen to you.
INTERVIEWER: Good evening. Anatoly, Moscow. So you say that more needs to be built in Moscow. This is how they build in Moscow, but the region does not build at all. Get bottle necks. Take Khimki, built a new road. And for it, the prices are so bent that Khimki, as they stood 20 years ago, are still worth it.
Y. BUDKIN: It's pointless to build roads in Moscow, because you won't get out of Moscow anyway. How much of a problem is this?
A. SHAHBAZYAN: It's hard not to agree with that. Indeed, a large number of cars enter Moscow in the morning, and we leave, including to the nearest districts of the Moscow region, in the evening, so a very small number of directions, roads with high capacity run into rather narrow highways, which causes a problem.
Y. BUDKIN: These park-and-ride parking lots, which we talked about in the first half of the program, would they help or would they not solve this problem?
A. SHAHBAZYAN: Given that most of them are located inside the Moscow Ring Road, I think that...
Y. BUDKIN: Still, close to the Moscow Ring Road, and not to the center.
A. SHAHBAZYAN: Nevertheless, they would add bottlenecks in these places.
Y. BUDKIN: Why, instead of wide sidewalks, - writes 473rd, apparently, about the center and the Garden Ring, which is polluted with gas and you can’t walk - why didn’t they make additional parking lots for cars that come to shops and institutions?
A. SHAHBAZYAN: We have done parking lots, including on the Garden Ring. In fact, the number of parking lots on the Garden Ring has increased after the improvement. They were specially organized in wide places where these special understudies allowed it, including for parking - pockets were organized there. Including in order to reduce the number of conflicts. That is, any parked vehicle, when it enters a parallel parking lot or reverses out of a parking lot, has the potential to cause a traffic accident. Especially on such a fairly fast road, despite the fact that it is located in the center, like the Garden Ring. To improve road safety, it was decided to organize these parking lots, where the width in such understudies allows.
Y. BUDKIN: But they are not less than they used to be.
A. SHAHBAZYAN: They didn't become less, they became more.
Y. BUDKIN: “Why is parking so expensive?” Denis writes. “It costs 200 rubles on Sadovy. And who sets the prices? Demand?".
A. SHAHBAZYAN: Demand. This is an absolutely economically justified measure. In order for the parking space to function normally, no more than 85% of the places should be occupied. As soon as this figure starts to increase, it means that the established parking fee is quite low.
M. KALININ: I have already expressed my opinion about the attitude towards paid parking, but it seems to me that there are still not enough parking lots in the city.
Y. BUDKIN: How then can this be done in the center? We understand that the center is what it is.
M. KALININ: Why is he the way he is? This does not prevent us from building new business centers in the center, within the Garden Ring, along the perimeter, along the diameter of the Garden Ring. Why build parking spaces along with some new structures?
Y. BUDKIN: These parking spaces are more likely to be built there, it's just that there aren't enough of them. And if they become available, then they are even more expensive than what is on the Garden Ring for 200.
M. KALININ: They just need to be given to the use of the city, somehow organized so that these parking spaces do not belong to these business centers or belong on some conditions, but at the same time people who come to the center can use them and leave their cars. Do not leave them on the street, but leave them in specially equipped parking lots.
Y. BUDKIN: 836th: “The number of parking spaces for the disabled has been determined by someone? Why out of ten there are two places for the disabled, and in another place we see 10 parking spaces for the disabled, and next to it there are three places, as they say, for everyone else?
A. SHAHBAZYAN: In fact, there is a very clearly defined standard for parking spaces for people with limited mobility. This is 10% of the total number of parking spaces either in the flat parking itself or on the street where this parking is located.
Y. BUDKIN: If the street is long, 10 kilometers, then all places are considered, and in one place there may be places for the disabled.
A. SHAHBAZYAN: All places along the street are considered, but ideally, parking spaces for the disabled should be located as close as possible to the places where these disabled people come to. That is it social places: polyclinics, hospitals, MFC.
Y. BUDKIN: Accordingly, in this place it may turn out that there are even more special parking spaces than usual.
A. SHAHBAZYAN: In this place, yes. This place of attraction is just for the disabled, respectively, where these parking spaces are organized.
Y. BUDKIN: Such an almost philosophical question - is Moscow ready for people to switch to cars on the metro, buses, trolleybuses?
M. KALININ: I think that we should strive for this. Moscow can transfer to buses, to trolleybuses.
Y. BUDKIN: Is there enough room for Moscow there?
M. KALININ: This is indeed a philosophical question. There will probably not be enough space for Moscow there, since the metro, especially central stations were built in a completely different era, calculated on a completely different throughput, so it is impossible to unambiguously transfer Moscow to public transport. Public transport options are lacking.
Y. BUDKIN: We came up with everything to make it difficult for a person to come to the center by car. Are we ready for him to get on the bus?
A. SHAHBAZYAN: Of course, we are ready, it is for this purpose that surface public transport is being improved. In addition to the underground introduced a network of highways. The second stage of this new route network of highways has already been introduced this year, which has significantly increased the quality of transport services in the central part of the city, because until recently there was a rather difficult situation with surface transport in the city center. Now it has improved many times over, and now it continues to improve every day - from dedicated lanes that allow buses to be predictable and keep to the schedule - to the purchase of new rolling stock, one of the youngest ground public transport fleets in Europe. And in general, a large number of measures that are now being taken are aimed precisely at this.
Y. BUDKIN: The movement of public transport, as they say, is against the grain, or when two dedicated lanes are installed on the same street side by side, that is, drivers are very confused, is this normal?
A. SHAHBAZYAN: This is normal. Just because it hasn't happened before doesn't mean it's not normal. It's new, but it's something that allows you to give ground…
Y. BUDKIN: Can we already say that this is already working or working poorly, or vice versa working well?
A. SHAHBAZYAN: It definitely works, if we talk about an organized oncoming dedicated lane on the Kremlin Ring - these are Mokhovaya, Teatralny Proezd and other streets ... it definitely works well. This saves a huge amount of time for a large number of passengers who use this ground transport. Buses don't get stuck in traffic. Buses do not need to circle the Kremlin in one direction, and this was the infrastructural impetus that made it possible to give a powerful start to the new network.
Y. BUDKIN: Borovskoye highway. Vasily describes the situation. There is a dedicated lane on the main road. Now an additional band has also been introduced on the understudy. It turns out that I now go home for half an hour longer. I don’t understand why there are two lanes on the main roadway and on the understudy.
A. SHAHBAZYAN: It's so difficult without a map. There are probably two types of routes there. There are main routes that go along the main course, and there are more local routes.
Y. BUDKIN: 73-73948 - live phone. We hear you, hello.
RADIO INTERVIEWER: Good afternoon. Vladislav, Moscow. Tell me, is it possible to give at least a few main highways for commercial use? I now drive along the M11 when I move out to Leningradka, heaven and earth. Commercial toll road - a feeling that he was in Europe.
Y. BUDKIN: How effective is it if toll roads appear in the city?
A. SHAHBAZYAN: They will definitely be clearly regulated in terms of supply and demand, just like the parking space, so objectively, what starts to obey some economic rules will probably work effectively.
Y. BUDKIN: Mikhail Kalinin, can you also somehow evaluate whether there may be toll roads in the city? Are we ready for this?
M. KALININ: They may be, but they will be empty just like M11. Just received a call from a listener who said that the introduction of the M11 did not unload Khimki and nearby settlements at all.
Y. BUDKIN: Yes, but a person who can afford to pay for the M11 can afford to drive fast on an unloaded road.
M. KALININ: Then we will have some kind of inequality - elite roads for elite people, and all the rest will hustle in a traffic jam somewhere in Khimki, but better away.
Y. BUDKIN: People are generally different, and when we talk about dedicated bus lanes, we understand that problems are being solved by some people at the expense of others.
M. KALININ: Public transport is a completely different matter, and there is no need to argue here. But when we talk about when we will have privileged roads for those who can pay, and absolutely terrible and miserable roads for those who cannot pay, when at the same time everyone pays the same taxes and lives in the same country.
Y. BUDKIN: Further: “With what fright did they make a marking that prohibits driving onto tram tracks? Aviamotornaya, Pervomaiskaya. Many streets were catastrophically narrowed. That is, cars can not go. What to do?". They have nothing left, I understand.
A. SHAKHBAZYAN: If the tram tracks were separated, including by markings, then, accordingly, at least a lane remains for the movement of public transport, and in general this was also done to increase the priority of the tram as public transport. In fact, even such first interim results show that tram speeds on separate tram tracks more than double.
Y. BUDKIN: You immediately remember Pervomaiskaya and understand that in addition to trams, for example, a trolleybus runs there. Accordingly, in a sharply increased traffic jam, other means of public transport, such as a trolleybus or bus, stand up. What to do with this? Maybe then they should be put on the tram tracks?
A. SHAHBAZYAN: Trolleybuses probably won't be able to run on tram tracks, although such technical solutions probably exist in the world.
Y. BUDKIN: 73-73-948. Live phone. Hello.
RADIO INTERVIEWER: Hello, my name is Alexey, I am a Muscovite. The main problem is not solved. The whole country works in Moscow. The country has 150 million...
Y. BUDKIN: We are not discussing this now, I beg your pardon. It's just that we could now, of course, talk about the role of the United Nations, but we have a slightly different topic. We listen to you. Hello.
RADIO LISTENER: There are a lot of people in Moscow tram tracks. In general, is the question of abolishing trams being considered, because these are wires, and rails, and maintenance, and passengers running across the roadway all the time?
Y. BUDKIN: It seems to me that the authorities have recently been trying to develop the tram.
A. SHAHBAZYAN: In general, a tram is the most efficient type of surface urban transport. It stands somewhere in the middle between buses, trolleybuses and the metro, so the issue of abolishing the tram, of course, is not considered. The solution of these problems, which were mentioned about running over, is being considered. Indeed, it is necessary to build tram platforms so that passengers do not go out onto the roadway, and this is also being implemented at present.
Y. BUDKIN: We are being brought back to this story from Pervomaiskaya, where, due to the fact that now trams are going faster, buses with trolleybuses are going slower. Marina: “An oncoming lane for buses was introduced on Sretenka, but when driving from the center, these buses end up in a general traffic jam. What to do with it?
A. SHAHBAZYAN: When driving from the center, there is also a dedicated lane for buses.
Y. BUDKIN: In fact, it is simply blocked by cars that are stuck in a traffic jam in the other direction.
A. SHAHBAZYAN: Probably, we need a common driving culture…
Y. BUDKIN: And where to go? If I'm standing in this traffic jam, then I have nowhere to go. They move from one lane to another. The same thing on the highway of Enthusiasts, the same Pervomaiskaya, which I just remembered.
A. SHAHBAZYAN: The introduction of a dedicated lane on Sretenka and Bolshaya Lubyanka has accelerated the movement of public transport. There are probably some rough edges, there are some problems, as we discussed at the very beginning. These problems are being solved all the time. By the way, they can be solved, including by methods of organizing traffic.
Y. BUDKIN: The same setting you spoke about.
A. SHAHBAZYAN: Including the setting of traffic lights, and the priority release of public transport from intersections.
Y. BUDKIN: "Everything is going along Pervomaiskaya." This is where listeners start arguing with listeners. 73-73-948.
RADIO LISTENER: Alexander, Moscow. I just listened to the regulations for parking for the disabled. Here is a concrete example. Three places for the disabled exist. Opposite - 4 seats and 4 for the disabled. 100%.
Y. BUDKIN: They said you have to count along the entire length of the street.
RADIO INTERVIEWER: There are no medical establishments there.
Y. BUDKIN: Clearly, we still need to look for a medical facility. You need to go to the place, and not look at the schedule. We must deal with each case individually. Demands the 247th: “How do you keep track of what is really happening there?”.
A. SHAHBAZYAN: We monitor with the help of an intelligent transport system, we monitor with the help of cameras or a survey that is located on the street and road network, we ourselves drive and walk on the faces of the city and see it all. And at the stage of preparation of all design solutions, and at the stage of implementation, and at the stage of further operation, we look at everything and solve all the identified problems.
Y. BUDKIN: Chief Commander writes: “You changed the markings at the exit from Yaroslavka to Selskokhozyaistvennaya Street, making it prohibitive. How can I get out of the tunnel onto it? Many complain that now it is necessary to move out from the other side or from the other road, or from the understudy, but on this occasion they did not put up such a special poster so that it was clear that the traffic pattern had been changed here. Why not?
A. SHAHBAZYAN: Such posters are almost always put up. It is probably impossible to put up a poster of such a size that all drivers can see it 100%, especially many drivers, when they drive a machine along a route they already know, many things are not noticed, we encountered such a story on the same Garden Ring with the organization of a new U-turn on Zubovsky Boulevard.
Y. BUDKIN: By the way, they complain here that everything is not very visible where this U-turn is made. Is it possible to highlight, people say?
A. SHAKHBAZYAN: It would be nice to understand what exactly, because as part of the improvement, including a new light, and it is many times brighter, better than the one that was before.
Y. BUDKIN: “Zubovsky Boulevard Street. In the middle is an island of safety. It is not illuminated by anything, sticks out on the roadway. Who is responsible for road safety? Victor asks.
A. SHAHBAZYAN: The island on Zubovsky Boulevard is a safety island. It is organized in the place where the pedestrian crossing is made, and primarily serves for the safety of pedestrians who cross it.
Y. BUDKIN: Who wants to, he will notice that there is a pedestrian crossing. Are you talking about it?
A. SHAHBAZYAN: There is a pedestrian crossing there. There is a traffic light there. There are all installed signs and roadway lighting.
Y. BUDKIN: As far as I remember, you both said that over the past five years the situation has improved in Moscow. Let's see what we get as a result of voting. It is already clear that there will be completely different results when voting by phone and via the Internet. All problems of traffic jams are psychology. It would be better for a person to stand in his car than to push in the subway. But such psychological problem exist?
A. SHAHBAZYAN: Of course. This is the psychology of behavior, this is the psychology of the user of the transport system, and in fact, one of these strategic goals for the development of the transport system is to provide choice. That is, any user, any resident of the city should have a choice, depending on what needs and opportunities he has at a particular moment, he can choose one or another type of movement from point "A" to point "B". If he is ready to pay temporary money for comfort, he travels by personal transport.
Y. BUDKIN: Mikhail Kalinin, from your point of view, are there problems with traffic jams from psychology?
M. KALININ: Of course. In general, the appearance of cars in our country in the last 20 years is a purely psychological problem. There were no cars, and now they have appeared, and therefore many people prefer cars, and are ready to pay time and money, and traffic jams, in order to feel in some kind of capsule, in a comfortable corner. Let him stand in a traffic jam for an hour, but it's better in a car than pushing in the subway.
Y. BUDKIN: Let's go back to the specific cases that our listeners describe. 862nd says: “Entuziastov Highway, intersection with Aviamotornaya Street, 15 seconds have been added to red. Everything is counted. As a result, got Treshka. Don't you see this?"
A. SHAHBAZYAN: We definitely see it. We have a situation center. We have all traffic lights that are connected to the link, which can be controlled remotely. It is difficult to say about what they took and added 15 seconds, again, they act during the day different plans control of traffic lights. Depending on what time, in which direction there is more traffic, there is adaptive control, there is coordinated control, and so on, so at different times the green or red signal may simply be different.
Y. BUDKIN: Alex Tumanov, who writes about this, is not the only one. I have read about this story somewhere. Lesnaya Street, 100 meters before the intersection with Leningradka, there is not Leningradka yet, but, apparently, still Tverskaya-Yamskaya, but a sidewalk appears out of nowhere. It gets hit by cars every week. There are still no signs.
A. SHAHBAZYAN: It's hard for me to comment. Our office is located just next to Lesnaya Street, it is easy to see. But I can't figure out where the sidewalk suddenly appears out of nowhere.
Y. BUDKIN: Has the transport situation improved or worsened? Last few seconds to vote. Almost 200 people have already done it in the Telegram channel. Telephone voting continues. 134-21-35 - if you think it has worsened. 134-21-36 - if you think that it has rather improved. Several people have already written that in the current conditions today, when there are eight and nine-point traffic jams in the city, for sure, this will affect the voting. We will see. Stops voting. 84% believe that the situation has worsened over the past five years. 16% believe it has improved. And Telegram is somewhat more optimistic. 39% believe that the situation has improved over the past five years. 61% believe that things have only gotten worse. Artur Shakhbazyan, Mikhail Kalinin. The Truth Program. Thank you. Thank you.
The "My Street" program is not only new paving slabs and trees on the main streets, but also a large number of road changes. How and why they were made, Artur Shakhbazyan, deputy head of the Traffic Management Center (TsODD), wrote in a column for the Moscow 24 portal.
Deputy Head of the Center for Traffic Management (TSODD) Artur Shahbazyan. Photo: Agency Moscow/Elizaveta Koroleva
Ring without bottlenecks
The most indicative and because of the scale of work and qualitative changes can be called the project of complex improvement of the Garden Ring. Sadovoe has historically been uneven in terms of lanes and throughput, with different sections having different numbers of lanes, and in many cases bottlenecks have led to congestion.
Now, along the entire length of the Garden Ring, the number of lanes has been normalized. The main course, with the exception of some sections, is five lanes in each direction. Of these, three are the main transit lanes, corresponding to the capacity of the narrowest places of tunnels and bridges, and two lanes for maneuvers: for example, for the exit to the Garden Ring and for exiting from it to outbound highways and adjacent streets.
Photo: Portal of the Mayor and Government of Moscow
On the section of Sadovaya-Sukharevskaya Street in front of the entrance to the tunnel, which is located under Mayakovsky Square, for example, the "bottleneck" was eliminated in this way, due to which the entrance to the tunnel became smoother.
Exit exits and understudies
Photo: Portal of the Mayor and Government of Moscow
Unregulated exits to and from Sadovoye were reduced to one lane. Because an unregulated exit from two or more lanes is dangerous: several flows intersect at once, and the number of conflict points increases many times, while the throughput of such exits is still extremely limited.
In addition, entrances and exits from adjacent territories, from small lanes are now organized through special understudies. That is, duplicate separate lanes are arranged along Sadovoye so that cars leaving through them smoothly and safely integrate into the main stream that goes along the Garden Ring.
Turn from Sadovoye to Leninsky
The turn from the inner side of the Garden Ring to Leninsky Prospekt is now carried out through Zubovsky Boulevard. The turn that was organized (near Gorky Park - approx. Moscow 24) is an exit to the parking lot in front of Muzeon. Now this parking lot is already open, and the turn is used specifically to enter the parking lot.
At the same time, a second U-turn appeared on Zubovsky Boulevard, in the area of \u200b\u200bthe MIA Russia Today building, through a side passage specially made for this. They made a new traffic light object, with a traffic light phase specially allocated for the turn. It will be both safer and the throughput for this maneuver will increase.
And already in October we plan to make an additional exit to Leninsky Prospekt through the Apakov passage. Thus, there will be another alternative for this route.
On Serpukhovskaya Square, the geometry of the turn from Bolshaya Serpukhovskaya Street to Lyusinovskaya Street changes slightly. If earlier the U-turn was through the square, now it will be carried out through the section of Bolshaya Serpukhovskaya Street, which runs to the left of the square, and the exit and U-turn of cars will be carried out without leaving the square. Thus, we will unload the area, which will allow buses to pass from the Korovy Val.
Public transport rides on top
Public transport, which runs along the Garden Ring, is brought out of the tunnels to the outer lanes, to backups. It will go on top, stops are organized closer to the metro exits and to the stops of the radial main routes. This makes it easier for passengers to transfer, and public transport becomes more convenient for more citizens.
To this end, the organization of traffic will be changed in a number of sections: on squares, at the intersections of the Garden Ring with radial highways, in particular, on Kaluga Square. The bus will pass overhead from Zhitnaya Street further to Krymsky Val, and for this purpose the organization of traffic on Krymsky Val itself is changing.
On Tverskaya Zastava Square, a tram stop will be organized directly on the square itself, as close as possible to the metro and the station - it will be called "Tverskaya Zastava Square". The next one is on Lesnaya Street, it will be closer to Tverskaya Street in relation to the existing stop in order to shorten the transfer to the Belorusskaya metro station circle line metro, that is, in the White Square area.
New lanes and stops
Sretenka street. Photo: Portal Moscow 24/Mikhail Sipko
This year, under the My Street program, six new dedicated lanes for public transport will appear. Sretenka and Bolshaya Lubyanka streets will have a two-way dedicated lane 1.4 kilometers long.
Along the dedicated lane, new stops were made at Lubyanskaya Square, the next stop at the intersection with the Boulevard Ring. For this, a special island was built there, which will be used for landing. The same island is organized at the intersection with the Garden Ring in the area of the Sukharevskaya metro station with a separate area for public transport.
Additional "highlights" will appear on Staraya Square, Lubyansky Proyezd, Slavyanskaya and Lubyanskaya Squares. This is the area around the Polytechnic Museum and Ilyinsky Square. There, on one side and the other, there will be dedicated lanes for the possibility of regular traffic without delays on main routes, because the network is organized in such a way that a large number of routes just intersect in this zone - between Lubyanskaya and Slavyanskaya squares.
There will also be a small dedicated lane on Barrikadnaya Street in one direction and the other, a small piece of a dedicated lane on Konyushkovskaya Street, also in the Barrikadnaya metro area.
Narrow lanes - wide sidewalks
Often, to widen sidewalks for pedestrians, it is enough to reduce the width of the carriageway. Therefore, many sidewalks under the My Street program were expanded due to the fact that the width of the car lanes was reduced to the minimum values - 3.25 meters for individual transport, 3.5 for public transport.
This does not bring any inconvenience to drivers, on the contrary, it does not provoke speeding, and the movement becomes more uniform, more structured and safer. In many cases, this also reduces the length of pedestrian crossings, improves the mutual visibility of pedestrians and drivers, and the crossing itself becomes safer.
+200 ground crossings
Pedestrian crossings increase road safety and improve the connectivity of urban spaces. This year, about 200 new surface pedestrian crossings will be organized. In many cases they are made as additional crossings at intersections. Where possible, U-shaped crossings have been supplemented with one more: now, instead of crossing three carriageways, it will be possible to use the additional crossing directly.
New pedestrian crossings were made on Slavyanskaya Square due to the fact that there were new refugs for stops, and it was necessary to provide access to these islands. Crossings have been made more frequent on many streets to increase pedestrian connectivity and make it more comfortable for people to cross from one side of the street to the other.
Added crossings and Tverskaya Zastava Square. Due to this, the connectivity of the area itself has become much better. If earlier it was necessary to pass along the perimeter of the square, now in many cases it is possible to follow a more direct path.