Arthur Shahbazyan in the "City of Roads" program. Working group on transport problems of cities and urban agglomerations New allotments and stops

Bludyan Norayr Oganesovich
Head of the Department of Road Transportation at Moscow Automobile and Highway 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

WORKING GROUP MEMBERS:

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 Economic Forecasting of the Russian Academy of Sciences, Member of the Public Council under the Ministry of Transport of Russia

Suvorova Natalia Vladimirovna
Head of the Directorate for Program and Budget Support 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 Development of Road Transport Infrastructure 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 Transportation Department of LLC "Management Company "AUTOLINE-TRANSLIGHT"

Starodubtsev Alexander Igorevich
Advisor to the Legal Support Department of the Legal Department of MADI

Sklyar Irina Yurievna
Deputy Head of the Legal Service of the State Unitary Enterprise "Mosgortrans"

Zhigunov Evgeniy Vyacheslavovich
Director of the branch Service for operation and development of bus stations of the State Unitary Enterprise "Mosgortrans"

Kovalsky Mikhail Vladimirovich
First Deputy General Director of OJSC Moscow-Tver Suburban Passenger Company

Dobrin Igor Vasilievich
Head of the Directorate for Control over the Organization of Passenger Transportation by Transport Enterprises, State Public Institution “Transportation Organizer”

Romanova Ekaterina Nikolaevna
Head of the Department for organizing passenger transportation by road and land electric transport, State Public Institution “Transportation Organizer”

Shakhbazyan Artur Georgievich
Deputy Head of GKU TsODD

Iskhakov Shamil Magometovich
Deputy General Director of State Public Institution "AMPP"

Pronin Evgeniy Evgenievich
Deputy Head of the Analytics and Route Networks Development Department, State Unitary Enterprise MosgortransNIIproekt

Ryazanova Maria Viktorovna
Government Relations Manager at Get-Taxi Rus

Grigoryan Vahan Tigranovich
General Director of City-Mobil LLC

Federal Service for Supervision of Transport (Rostransnadzor) - representative

The systemic and most important task of the Working Group is the coordination and interconnection of problems and projects in the following areas:
1. Organization of passenger transportation in urban and adjacent regional traffic
2. Organization of taxi transportation
3. Traffic management
4. Organization of agglomeration cargo logistics system
5. Metropolitan
6. Parking projects
7. Intracity and suburban rail transportation

The “My Street” program means not only new paving slabs and trees on central streets, but also a large number of road changes. How and why they were done, wrote the deputy head of the Traffic Management Center (TCO) Artur Shakhbazyan in a column for the Moscow 24 portal.

Deputy Head of the Traffic Management Center (TCOC) Artur Shahbazyan. Photo: Moscow Agency/Elizaveta Koroleva

Ring without bottlenecks

The most significant project, both due to the scale of work and qualitative changes, can be called the project for the comprehensive improvement of the Garden Ring. Sadovoe has historically been uneven in terms of lanes and capacity, with different sections having different numbers of lanes, and in many cases bottlenecks leading to congestion.

Now, along the entire length of the Garden Ring, the number of lanes has been normalized. The main route, 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 points of tunnels and bridges, and two lanes for maneuvers: for example, for exiting 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 before the entrance to the tunnel, which is located under Mayakovsky Square, for example, the “bottleneck” was eliminated in this way, making the entrance to the tunnel smoother.

Departures and alternates

Photo: Portal of the mayor and government of Moscow

Unregulated exits to and from Sadovoe have been reduced to one lane. Because unregulated exit from two or more lanes is dangerous: several flows intersect at once, and the number of conflict points increases significantly, while the capacity of such exits is still extremely limited.

In addition, entries and exits from adjacent territories and small alleys are now organized through special backups. That is, duplicate separate lanes have been installed along the Garden Ring so that cars leaving through them can smoothly and safely integrate into the main flow that goes along the Garden Ring.

Turn from Sadovoy to Leninsky

The turn from the inside of the Garden Ring to Leninsky Prospekt is now made 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 to enter the parking lot.

At the same time, a second turn appeared on Zubovsky Boulevard, in the area of ​​the MIA Rossiya Segodnya building, through a side passage specially made for this purpose. They made a new traffic light facility there, with a specially allocated traffic light phase for turning. This will be both safer and increase the capacity for this maneuver.

And already in October we are planning to make an additional exit to Leninsky Prospekt through Apakova 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 previously the 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 cars will exit and turn around without entering the square. In this way, we will relieve congestion in the area, which will allow buses to pass from Koroviy Val.

Public transport runs on top

Public transport that runs along the Garden Ring is diverted from the tunnels to the outer lanes, to backup lanes. It will run along the top, with stops located closer to the metro exits and to stops on radial main routes. This makes it easier for passengers to change trains, and public transport becomes more convenient for more citizens.

For this purpose, the organization of traffic will be changed in a number of areas: in squares, at the intersections of the Garden Ring with radial highways, in particular, on Kaluzhskaya Square. The bus will pass along the top 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 relative to the existing stop, in order to shorten the transfer to the Belorusskaya metro station on the Circle Line of the metro, that is, in the area of ​​Belaya Square.

New dedicated lines 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. On Sretenka and Bolshaya Lubyanka streets there will be a two-way dedicated lane 1.4 kilometers long.

Along the dedicated lane, new stops are made at Lubyanskaya Square, the next stop is at the intersection with the Boulevard Ring. For this purpose, 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 Sukharevskaya metro area with a separate designated area for public transport.

Additional dedicated areas will appear on Staraya Square, Lubyansky Proezd, 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 to allow regular traffic without delays on main routes, because the network is organized in such a way that a large number of routes intersect in this area - between Lubyanskaya and Slavyanskaya squares.

There will also be a small dedicated lane on Barrikadnaya Street in one direction and the other, and 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 roadway. Therefore, many sidewalks under the “My Street” program were expanded due to the fact that the width of car lanes was reduced to the minimum values ​​- 3.25 meters for individual transport, 3.5 for public transport.

This does not cause any inconvenience to drivers; on the contrary, it does not provoke speeding, and traffic 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 land crossings

Pedestrian crossings improve road safety and improve the connectivity of urban spaces. This year, about 200 new ground 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 roadways, it will be possible to use the additional crossing directly.

New pedestrian crossings were made on Slavyanskaya Square due to the fact that new refuges for stops appeared, and it was necessary to provide access to these islands. On many streets, crossings have become more frequent to increase pedestrian connectivity and make it easier for people to cross from one side of the street to the other.

More crossings have also been added to Tverskaya Zastava Square. Due to this, the connectivity of the square itself has become much better. Whereas previously you had to walk along the perimeter of the square, now in many cases you can take a more direct path.

M. CHELNOKOV: Good day everyone, friends! In the studio of Max Chelnokov. And this is the “City of Roads” program. And today, here in our studio, we will talk with the deputy head of the Moscow Government Traffic Management Center, Artur Shakhbazyan. Arthur, good afternoon.

A. SHAHBAZYAN: Hello.

M. CHELNOKOV: Well, the holidays have died down, City Day has died down. As was promised by the Moscow Government, by this day, or rather, by these days, almost everything in the city will be ready. Ready?

A. SHAHBAZYAN: Basically ready. Most of the work that concerned some physical work - changing the side, installing some physical things - it is, of course, ready. Now there is very little left: it remains to add markings in some places, install all the necessary road signs, and turn on all the traffic lights. This is what concerns the organization of the movement. And accordingly, from the point of view of landscape improvement, like last year, trees will be planted towards the end of autumn.

M. CHELNOKOV: In winter?

A. SHAHBAZYAN: They are always planted towards the end of autumn in order to take root better.

M. CHELNOKOV: Oh, always. I’m like a noble (I don’t know how to say it) gardener... Well, this is a joke, of course. Do you know what trees are given priority now, Arthur?

A. SHAHBAZYAN: I can’t say, but in general...

M. CHELNOKOV: It seems to me that poplars are no longer planted.

A. SHAHBAZYAN: I think not. Prioritize diversity.

M. CHELNOKOV: For variety? Some fir and so on. Fine. I read in the material that new lanes for public transport have appeared. Can you list which places have which lanes? Because they appeared... I saw that on the Garden Ring the strip runs completely differently. Well, it’s now unusual for public transport that the lanes are somehow located in the city.

A. SHAHBAZYAN: Indeed, new areas have appeared. I wouldn't call it straight out stripes. These are sections of dedicated lanes. They are mainly made specifically in the places where they are needed. Very often these are areas in front of intersections so that public transport has priority. The bus arrives and actually starts from the intersection first, thus avoiding the constant congestion that occurs at intersections.

M. CHELNOKOV: Congestion.

A. SHAHBAZYAN: And in the same way, for example, pieces of stripes are made that are on the Garden Ring (probably you are talking about this), on Krymsky Val. The lane on the left side is there just to ensure priority, including when the bus leaves the main part of the Garden Ring towards the Crimean Bridge. The lanes are made there so that the bus can also pass along the top.

One of our key ideas when changing the organization of traffic on the Garden Ring was to move public transport up from the tunnels. That is, before that they walked in tunnels (as for, for example, the Oktyabrskaya metro station), and this had a very bad effect on the possibility of transferring, for example, from the ring route to the Oktyabrskaya metro station or to routes that go along Leninsky Prospekt, mainline . Now, accordingly, it has been possible to move these buses upstairs, to the outside, and transfers will become many times shorter and much more convenient. Accordingly, it will be convenient to transfer from radial routes to ring routes, to metro stations, and so on. That is, in fact, such transfer hubs will be organized, much more efficient.

M. CHELNOKOV: I know that new lines have appeared for public transport, such as Sretenka Street and Bolshaya Lubyanka.

A. SHAHBAZYAN: Yes, this is a very important, powerful two-way transport corridor that was created in order to increase the connectivity of the entire northern part of the city of Moscow. That is, this is Mira Avenue and then Yaroslavka. And the buses will run... A new main route will be launched, which will connect the western part (this is Mozhaiskoye Highway and Kutuzovsky Prospekt), through the very center of the city, through Lubyanka Square, through this new transport hub, which is organized in the area of ​​Lubyanka and Slavyanskaya Square, with Mira Avenue. And buses there will go in both directions. That is, the oncoming dedicated lane that was previously there returns.

And this is also done for the convenience of passengers, because in this case the routes and, in general, the transport route network itself becomes more predictable and more understandable. This means that more people will use it and see its possibilities.

M. CHELNOKOV: You know, I used to use only my car all the time. Public transport for me is some other world, another planet. Just a year ago we moved here, to a new place, to a new address, and due to the lack of parking, we had to switch to public transport. I’m at home, I go straight out, there’s a stop at the entrance, I sit down. And it's convenient. At first it bothered me, it somehow irritated me. It seemed - God, how stuffy everything is! But now the air conditioners have been turned on and have been working all summer. Comfortable. I have on Slobodskaya, Dolgorukovskaya, then a bus goes and straight crosses the Garden Ring and goes there, to the Mayakovskaya metro station. And I practically have one transfer - and I’m already at work, here on Novokuznetskaya.

But still there are some moments - the narrowing of the streets. For example, Novoslobodskaya is wide here, there is also public transport. And beyond Lesnaya - everything, narrowing, some kind of traffic jams begin, there are these traffic lights. But how does this affect the fact that our streets are small and our buildings are old? Although the expansion was done, a large sidewalk area was made on Novoslobodskaya, but still the transport lanes remained. Does the fact that the city, especially the center, was built a long time ago have any influence? And will they still be cleared for personal transport? Will there be new lanes for public transport?

A. SHAHBAZYAN: In general, the idea is not to reduce the stripes, but to even out, let’s say, the stripes. This is exactly what...

M. CHELNOKOV: So that there are no restrictions.

A. SHAHBAZYAN: Yes. That is, it is precisely this diversity, let’s say, of street widths. There are streets that are narrow. There are streets that are wide. Accordingly, at their intersection these problems often arise when the capacity of one large street does not correspond to the small one. In these places, accordingly, we channel these traffic flows point by point, that is, we structure them. And the idea is not to take away any lanes from drivers or...

M. CHELNOKOV: Personal transport.

A. SHAHBAZYAN: Yes. That is, the idea is that when traffic is organized more smoothly, the number of lanes there narrows, for example, decreases sequentially. This, firstly, allows the flow to move more smoothly. This allows drivers to behave more predictably when changing lanes. And thus, this also improves traffic safety, because there are fewer small accidents that occur. And because of this, there are actually fewer traffic jams.

A very good example is Zubovsky Boulevard. If you remember, just a year ago it was a wide highway, there were 19 lanes in a wide area. And if we look at how it goes further into the Crimean Bridge - there are seven lanes on the Crimean Bridge. And these are all 19 lanes of traffic... accordingly, there are nine lanes of traffic in one direction - they all converged into four. This was a critical place, when even those people driving in the outer four lanes intersect with the flow...

M. CHELNOKOV: They huddled to the left.

A. SHAHBAZYAN: They huddled together. The outer lanes and for which there was no space on the bridge, they were wedged in. And this was a conflict point, or rather, a large number of conflict points.

M. CHELNOKOV: There is a constant traffic jam there. There’s also this U-turn in front of Prechistenka and Zubovskaya Street - there were also constant traffic jams there.

A. SHAHBAZYAN: Indeed. The idea was precisely that we channel the flows, structure them in such a way that there are actually much fewer of these “bottlenecks”. And in principle, this is what we see - indeed, the movement becomes so much more structured, more smooth. That is, this also affects the speed of movement, the number and, let’s say, the severity of these traffic jams.

M. CHELNOKOV: What happened to this turn on Zubovsky Boulevard in the end?

A. SHAHBAZYAN: On Zubovsky Boulevard now...

M. CHELNOKOV: A reversal, or rather.

A. SHAHBAZYAN: The reversal that existed, it exists.

M. CHELNOKOV: Arthur, I’ll tell you, he’s a little sick. Happenes. The weather is like this. Let me remind you that we have the deputy head of the Center for Traffic Management of the Moscow Government, Artur Shakhbazyan. I cleared my throat, that’s it, let’s continue.

A. SHAHBAZYAN: I beg your pardon.

M. CHELNOKOV: Normal! Everything is like in life.

A. SHAHBAZYAN: Accordingly, the existing reversal that you mentioned is currently there, it has been preserved, and it works exactly in the form in which it worked before. In addition to it, a new U-turn has now been organized in the middle of Zubovsky Boulevard, directly opposite the Rossiya Segodnya MIA building. The markings will be completed there in the near future and all the necessary signs will be installed. And the traffic light will be turned on, which will allow cars to turn around through this right pocket during the selected phase. First of all, it's safe. Secondly, since this is a dedicated phase, we remove conflict points. And the throughput of this turn will be much higher than the one that existed before.

M. CHELNOKOV: Just the other day I was driving a taxi. The taxi driver drives out onto the street (I don’t remember which one), and I see that he drove into oncoming traffic. And he did not notice the signs, although literally two weeks ago this lane of oncoming traffic did not exist. I start to grab it... well, not enough, I start to get nervous, I say: “You are driving in the oncoming lane. Can you now, while no one is there, move to the right?” He says: “Yes, there is no oncoming traffic here.”

What am I talking about? Many people simply barely notice the signs. People have been driving along the same street for decades, and now a sign has appeared, an oncoming lane has appeared. Let's tell everyone again: ladies and gentlemen, if you are driving, pay attention to the appearance of new signs! Right?

A. SHAHBAZYAN: Absolutely right. A big request: if you are driving in an area in which some kind of change in traffic organization has occurred, be twice as careful.

M. CHELNOKOV: And it happened everywhere. In general, be attentive and civilized towards each other!

A. SHAHBAZYAN: Absolutely correct.

M. CHELNOKOV: If you accidentally drive into oncoming traffic, change lanes immediately, don’t directly argue with anyone, change lanes. Well, I think that for another year people will definitely be confused about where it is possible, where the “brick” is, where the public transport lane was opened, and so on and so forth.

A. SHAHBAZYAN: Everything is correct. We have installed information boards at key locations for these major changes. Therefore, we also ask you to look around, pay attention, including to the information that surrounds you, which we tried to convey to drivers as comfortably as possible.

M. CHELNOKOV: Yesterday, specially before the broadcast, I took a ride on the tram, which now turns from Lesnaya Street to the Belorussky Station Square. For me, it was, however, some kind of historical reference and such a small shock that the tram, it turns out, was removed in 1946. Well, it was liquidated precisely because the dead end ended on Lesnaya Street, and it didn’t go any further through Tverskaya. So it’s passed, it turns out - how long is it? - 70 years... well, 71 years, and this ring at Belorusskaya was renewed again. For what? Arthur, can you tell me?

A. SHAHBAZYAN: I can say.

M. CHELNOKOV: You can’t?

A. SHAHBAZYAN: I can.

M. CHELNOKOV: Oh, come on.

A. SHAHBAZYAN: Of course, I can say. This is primarily to improve the quality of transport services for the residents who live there, the residents who work there, in this area. This is an improvement in transferability. This is a similar situation as with the Garden Ring. We are bringing stops closer to the metro exits, to the exit from the station, to transfers to Aeroexpress.

M. CHELNOKOV: This is very good.

A. SHAHBAZYAN: And transfers become 3-4 times shorter. They are shorter both in distance and time. Moreover, this stop itself becomes more visible. That is, you leave the station - and you immediately see: there is a tram, a mainline ground transport that you can use, conveniently getting to the point you need.

Moreover, the actual creation of this tram circle, in principle, was not the issue. Around this tram circle, a turnaround for public transport - buses that go from Leningradka - will be organized in the same way. Now almost all of these buses either pass through and go further to Tverskaya, and those that turn around, they turn around before the overpass, that is, on Leningradsky Prospekt. And people who use these, including semi-express routes, have to get out, cross the entire overpass, go up the stairs, down the stairs - and only after that can they go into the metro, the station, take the train, and so on.

These routes and this public transport will be extended and will stop and turn around directly in the square around this new square, where, by the way, the monument to Maxim Gorky was also historically returned.

M. CHELNOKOV: Yes, I saw that too. It was also a little strange, but I liked it. And due to the fact that there is now a traffic light on 1st Tverskaya-Yamskaya, in front of the Belorussky railway station, it turns out...

A. SHAHBAZYAN: There was a traffic light there.

M. CHELNOKOV: No, where is Lesnaya. Oh, there was a traffic light!

A. SHAHBAZYAN: There was a traffic light there.

M. CHELNOKOV: Exactly! Was, was, was, yes.

A. SHAHBAZYAN: No new delays, no new traffic light phases for the tram have appeared.

M. CHELNOKOV: Yesterday I didn’t notice anything either.

A. SHAHBAZYAN: Exactly at the phase in which the flow leaves towards the region towards Leningradka from the square... This exit has always existed.

M. CHELNOKOV: And it has always been problematic.

A. SHAHBAZYAN: There has always been a fairly long phase, because a large flow of cars leaves the region. And tram travel was organized exactly during this phase, so in principle no additional delays were created on Tverskaya Street for the movement of cars in either direction.

M. CHELNOKOV: I also want to say that some very modern, very beautiful trams run along this route. I even know the name - “Vityaz-M”.

A. SHAHBAZYAN: “Vityaz-M”, everything is correct.

M. CHELNOKOV: They are kind of low-floor, and are convenient for citizens with disabilities. Plus there is air conditioning and it smells good. And plus there is a scoreboard. And there is some kind of device there, I still don’t understand, that lets you through without... What is it called, Lord?

A. SHAHBAZYAN: There are no turnstiles.

M. CHELNOKOV: Yes, there is no turnstile.

A. SHAHBAZYAN: Indeed, there are no turnstiles there. You can board at any door - you just need to validate the card you have for travel.

M. CHELNOKOV: So it turns out that there will be inspectors?

A. SHAHBAZYAN: Controllers.

M. CHELNOKOV: Will there be controllers?

A. SHAHBAZYAN: Of course.

M. CHELNOKOV: Ah-ah! Even if you got in, it’s still there... Well, they won’t go at every stop, will they?

A. SHAHBAZYAN: They will not be at every stop, but control is carried out, so, naturally, it is necessary to pay for the fare, there is no way without it.

M. CHELNOKOV: Do you know at which stops they will enter?

A. SHAHBAZYAN: I don’t know.

M. CHELNOKOV: It was a joke. Friends, in a word - a good line, I liked it, very stylish, very high quality, comfortable. Now drive, I don’t know, from Novoslobodskaya to Belorusskaya or from Mendeleevskaya along Lesnaya Street, see what’s around and how it’s like.

I also wanted to find out about ground transport called “Magistral”. This project started in 2016. Unfortunately, I don’t know where these lanes are, where this “Magistral” route goes.

A. SHAHBAZYAN: “Magistral” is the name of the entire new route network.

M. CHELNOKOV: Is this the center exactly?

A. SHAHBAZYAN: It is now, more precisely, last year in the first stage...

M. CHELNOKOV: More than 500 thousand people use this route every day; 39 routes are part of the Magistral.

A. SHAHBAZYAN: This network, yes.

M. CHELNOKOV: And the interval is only 5-10 minutes.

A. SHAHBAZYAN: These are really main routes. More precisely, the entire Magistral network is divided into three types of routes: main, regional and social. Social functions have the function of connecting social objects. Their interval is higher. They are mainly intended for people who use the social function.

The key story is truly the arterial routes that now connect the city center with peripheral areas. These are radial routes, they follow the most convenient routes in order to provide maximum coverage for public transport users. Wherever possible, dedicated lanes are organized.

And in general, first of all, this network made it possible to create this oncoming dedicated lane on the Kremlin ring, which was introduced last year. We now have the same powerful transport corridor in the very center of the city. And this allowed these routes... to truly return public transport to the center. Because, if you remember, just two or three years ago there were catastrophically few ground transport routes in the city center, they were inconvenient, they were stuck in traffic jams. And people voted by using their own - they did not use these routes. And it is precisely the creation of these convenient, predictable and, let’s say, high-quality routes, this qualitative leap that was created in ground public transport... These 500 thousand people a day, in fact, well show this assessment of the efforts that were transport complex are completed.

M. CHELNOKOV: Arthur, new turns and exits will inevitably appear. Where will it all be? I know that it will be somehow difficult to get to Lyusinovskaya Street now; you will have to turn onto some neighboring streets.

A. SHAHBAZYAN: There will be some changes...

M. CHELNOKOV: While Arthur is drinking tea, I will remind you that the deputy head of the Center for Traffic Management of the Moscow Government is visiting us today, Arthur Shakhbazyan. Friends, don’t get sick and follow the signs! Let's continue. New turns and exits.

A. SHAHBAZYAN: Indeed, there will be several places where we have changed the organization of the movement. These are new turns, new turns, in particular the turn on Lyusinovskaya, a new one has now been organized. That is, if previously the turn to Lyusinovskaya Street from Bolshaya Serpukhovskaya was across the square, you had to wait through several traffic lights just to turn around, but now there will be a new turn. It was made through this backup, which runs between the building and the square. Probably everyone knows this is McDonald's. Around McDonald's.

Accordingly, the turn pattern onto Pyatnitskaya Street from the Garden Ring is also changing now in order to ensure the possibility of public transport passing on top. The turn to Pyatnitskaya is organized through the 3rd Monetchikovsky Lane, that is, you need to turn a little earlier, drive through two lanes - and then you can get to Pyatnitskaya Street. The turn from Tsvetnoy Boulevard to the Garden Ring will be changed to the outer side. Now there is a U-turn directly under the overpass, a turn and a U-turn with a left turn. There is a very small accumulation zone and a large number of cars that require this maneuver. Therefore, now we will move the turn a little further and after about 50-70 meters on Olimpiysky Prospekt we will make this additional turn, also with a traffic light, with a dedicated lane.

M. CHELNOKOV: And this one remains, under the overpass?

A. SHAHBAZYAN: There will be only direct traffic under the overpass.

M. CHELNOKOV: Oh, direct? Will there be no reversal?

M. CHELNOKOV: And what about the turn?

A. SHAHBAZYAN: And the turn will be exactly the same through this slightly extended turn.

M. CHELNOKOV: Through the loop at the Olympic.

M. CHELNOKOV: Pedestrian streets will also appear, many will simply no longer be accessible to drivers. Right?

A. SHAHBAZYAN: This year we have created two full-fledged pedestrian zones. Yakimanskaya embankment is an area that is actually a continuation of Muzeon Park. She is very in demand. I’ll even tell you, an interesting story happened to her.

M. CHELNOKOV: So, let's do it.

A. SHAHBAZYAN: Because initially, when we were planning the network, we were planning these changes, it was assumed that there would remain the possibility of passage for cars, local traffic for access to offices, and so on. But already on the very first weekend, when the Yakimanskaya embankment was opened, so many pedestrians appeared there, a huge number...

M. CHELNOKOV: Fathers, where did they all come from?

A. SHAHBAZYAN: They all left Muzeon Park.

M. CHELNOKOV: They didn’t come out before, but now they’re drowning!

A. SHAHBAZYAN: They really were there, but this opportunity for new infrastructure that appeared, it attracted a really large number of pedestrians. And in fact, travel, well, it’s simply physically impossible now. Now two-way traffic is being organized on a small section along Bolshaya Yakimanka Street to the embankment in order to provide this lost transport connection, that is, to return it and create alternatives for traveling to the city center.

And the second pedestrian zone is the connection between Nikolskaya Street and the Ploshchad Revolyutsii metro station with the new Zaryadye Park. This is Bogoyavlensky Lane, this is Birzhevaya Square and Rybny Lane, which is also closed to through traffic.

M. CHELNOKOV: Bicycle paths. As far as I know, they have increased the bike paths and the number of bike lanes. This year people began to use bicycles more actively. Right across the center all summer - there was nowhere to escape them. And what’s most interesting is that pedestrians still walk on bike paths. These ones are honking! These shout: “Where are you going?!” Well, that's all. Now even cyclists and pedestrians don’t like each other.

A. SHAHBAZYAN: Thanks to the fact that this year the remaining sections of the Boulevard Ring were landscaped (last year there was an internal part, about 40%, and the external part was landscaped, all the improvements along the entire length), it was possible to extend the bicycle lanes that existed there. They now cover almost the entire Boulevard Ring. As for cyclists, there really are many more of them. We just recently...

M. CHELNOKOV: Did you go this year?

A. SHAHBAZYAN: I went, of course. And we have 2 million rentals, that is, 2 million users...

M. CHELNOKOV: We got behind the wheel.

A. SHAHBAZYAN: More precisely, 2 million trips were made just recently. This is a record.

M. CHELNOKOV: “My Street” - this year, I think, this is not the point, it will continue, improvement will take place. In your opinion, are the department generally happy about this? Or rather, how do they evaluate their work - “three”, “four”, “five”?

A. SHAHBAZYAN: We are very glad that there is an opportunity to introduce these innovations. We really believe that a lot of positive changes have occurred. Of course, this year was key, it was such a peak. And in the future the changes will be more local, more specific and related to specific projects and local changes.

M. CHELNOKOV: Well, God willing. Friends, in the “City of Roads” program there was the deputy head of the Center for Traffic Management of the Moscow Government, Artur Shakhbazyan. Arthur, thank you very much. Get treatment. The main thing is to get treatment. Don't cough or get sick

A. SHAHBAZYAN: Thank you.

M. CHELNOKOV: Well, dear radio listeners, the main thing is to follow the new signs, do not drive where you are not allowed, and do not drive into any oncoming traffic lanes. Max Chelnokov was with you. Stay tuned to Radio Moscow Speaks. Bye!

Pavilion "Worker and Collective Farm Woman"

On August 13 at 18:00 in the lecture hall of the “Worker and Collective Farm Woman” museum and exhibition center, together with the deputy head of the Center for Development and Improvement of Bicycle and Pedestrian Spaces, we will talk about the “My Street” project.

Arthur Shahbazyan will talk about how traffic will change after the completion of the reconstruction under the “My Street” project. All solutions for organizing the movement of transport and pedestrians, which later formed the basis for street improvement projects, were developed by order and with the direct participation of the Data Center and representatives of the Moscow transport complex. 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 for ensuring quality transport services.

Guests will also learn about what has been done and what still needs 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 engineering faculty of RUDN University and received a master's degree in architecture. After studying, he worked as an architect at 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 University of Technology (Holland), received a Master of Science degree in urban studies and strategic urban development planning. In 2012–2013, he studied at the Strelka Institute of Media, Architecture and Design, where he conducted research on city 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 Center for Development and Improvement of Bicycle and Pedestrian Spaces. He is a member of the international expert pool of the Global street design guide project.

About the partner

The data center is engaged in the development of road transport infrastructure, transport planning, design, analysis and collection of data on traffic in the city, installation of road signs and management of traffic lights, development of bicycle and pedestrian spaces. A Situation Center has been created in the data center, which is the central link of the Moscow Intelligent Transport System. Moscow's ITS is one of the most modern in the world and the most modern in Europe. The uniqueness of the collected data on the road 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, which monitor 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 parking signs (cars that control payment for parking and parking under signs). More than 1,400 stationary photo and video recording cameras, more than 2,000 television cameras, as well as 163 information display boards and 3,300 vehicle detectors are connected to the Situation Center. The traffic control system integrates about 1,700 traffic lights with the possibility of centralized control. The introduction of transport innovations will reduce the time spent by residents moving around the city, reduce the accident rate on Moscow roads, optimize traffic flows, and improve the environmental situation in the city. With the help of ITS, it has already been possible to relieve dedicated highways. The speed of response to emergencies has increased by an order of magnitude. Traffic lights operate in a single system, ensuring the implementation of any transport policy of the city.

Y. BUDKIN: This is the radio station “Moscow Speaks”. Today is Tuesday, November 28th. My name is Yuri Budkin. This is the “Own 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 is visible, 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 maximum in the last five years. During this period, significant changes occurred in the organization of traffic: paid parking was introduced, new routes were built and bicycle paths were reconstructed. This is how the media presents this news, but if you read it closely, it turns out that as a result of Yandex research, it turns out that since 2013 there have been fewer traffic jams throughout the day except 6-7 o’clock in the morning. During the morning rush hour, the average speed on Moscow streets increased by 14%; during the evening rush hour, the speed also increased by 9%. There were already the first comments in the headlines “workload has reached its maximum.” When they made this conclusion, they did not take into account that for several months repairs and landscaping work were carried out in the center of Moscow, which reduced the average speed. What can you say about the changes in the transport situation in Moscow over the past five years? We will talk about this with the deputy head of the Center for Traffic Management of the Moscow Government, Artur Shakhbazyan. Arthur Georgievich, good evening.

A. SHAHBAZYAN: Good evening.

Y. BUDKIN: Mikhail Kalinin is deputy head of the publishing house “Auto Business News”. 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 worsened or improved? Two options. Actually, I will ask this question to those gathered, first of all. Arthur 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, changed. This and the increasing number of cars. That is, over the past five years, the number of cars that are used daily has increased by almost half a million. Their numbers have increased on the streets. Accordingly, the overall situation - on average for the hospital - has improved. Our data, the data from the Data Center, are even more conservative than the results of the Yandex study. They show that since 2013 our morning rush hour speeds have increased by 13%, not 14%.

Y. BUDKIN: Okay, then this is the phrase that caused the most conversation: “Congestion inside the Garden Ring has reached its maximum in the last five years.”

A. SHAHBAZYAN: First of all, you need to understand that the key word here is the Garden Ring and what has happened to it over the past two years. These are quite active repair and improvement works, which affected the data that is collected, including by Yandex. Therefore, all movement within the Garden Ring, naturally, is directly influenced by the Garden Ring itself. Therefore, if we talk about 2017, which has not yet ended, 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 this will continue to be the case?

A. SHAHBAZYAN: It doesn’t mean that at all. 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 has gone slightly beyond the summer period and some work on the commissioning of traffic light equipment took place in the fall .

Y. BUDKIN: Lately, large-scale work has been taking place every year. And then it turns out that you need to stop life for a while and only then start calculating the speed of traffic on the roads.

A. SHAHBAZYAN: Not exactly. This year was probably such a peak year. Accordingly, a major refurbishment program was carried out on behalf of the mayor and all key works, especially in the central part of the city, were completed this year. Therefore, starting next year, no one expects such large-scale work.

Y. BUDKIN: We have received the first voting answers. Unexpected results, to be honest. Mikhail Kalinin, from your point of view?

M. KALININ: Of course, I largely agree with my opponent. The situation has improved over the past five years compared to 2013, but I do not attribute this improvement to any drastic measures that were 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 are fewer cars. The crisis showed that many people who worked in Moscow and traveled to work around Moscow simply stopped using their vehicles. Many have moved to the Moscow region or to the outskirts of the city, and this is associated with an increase in traffic in the morning when driving to work. That is, people have moved away from their places of work, moved further from the center, and live in the Moscow region, where apartments are cheaper. They live on the outskirts of the city, where renting an apartment is again cheaper. Many people left Moscow altogether and stopped working there, so there weren’t so many more cars, but at the same time the traffic on the streets decreased. This, it seems to me, is mainly due to the improvement in the road situation.

Y. BUDKIN: It has become better because there are fewer moving cars. Okay, then this phrase is about five years inside the Garden Ring.

M. KALININ: I think this is due to the work in the city center.

Y. BUDKIN: That is, it turns out that the improvement led to the fact that we stood up.

M. KALININ: In 20 years we will come to communism, but no one promised to feed us along the way.

Y. BUDKIN: Voting continues. Why do I say that the results are unexpected, because at the moment this is what we see. Who would have thought! Usually people are dissatisfied, but here it turns out that 55% say “it has rather worsened”, and 45% say “it has improved”. We will see at the end of the program what comes of it. But anyway! The 119th writes: “In Dmitrovka, traffic lights began to work longer, and hence 13%. The side streets were jammed with traffic jams. Only some streets have moved at the expense of others.”

A. SHAHBAZYAN: 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 this were measured only on specific highways, then this would be one picture. The picture is taken to be more or less complete. And in this case there is a redistribution, there is a change in the operation of the traffic lights. The traffic structure throughout the city is heterogeneous. This, first of all, is very strongly connected with pendulum migration, that 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 threads that require the most at this particular moment.

Y. BUDKIN: When the side streets get stuck at some point, you can’t do anything without it. It is important for us that people leave.

A. SHAHBAZYAN: We understand that an intersection is four directions, and all four directions are fighting for priority at this intersection, 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.

Y. BUDKIN: 903 writes. From his point of view, the emergence and development of services such as Yandex.Traffic, with which we started, played a huge role, and people began to plan routes better. Mihali Kalinin, to what extent can we give the palm in this improvement to the same Yandex.Traffic?

M. KALININ: By the way, yes, Yandex.Traffic has recently significantly improved its work. Although I personally prefer Yandex.Maps rather 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 spends moving in this traffic jam significantly improves the situation in the city. Therefore, information services like Yandex.Traffic or some other systems greatly simplify traffic.

Y. BUDKIN: Is there evidence that thanks to Yandex.Traffic 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 influence the transport situation in the city. The emergence of Yandex.Transport had a very positive impact, when public transport itself became more accessible, more understandable, and more people began to use it. Taxi calling 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 make their contribution, and all work on the development of the road network, on the organization of traffic, including these services, takes into account. On the other hand, it cannot be said that this is very clear for a number of reasons. For example, we have data that due to the unloading of the central part of the city, including through the introduction and structuring of parking space, the amount of transit in the center has increased, that is, the number of cars traveling from the peripheral point of the city to the peripheral one, they are just...

Y. BUDKIN: Through the center it’s faster.

A. SHAHBAZYAN: The same service Yandex.Traffic, 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 692nd. “Buses and taxis go on dedicated lines. New routes. The MCC is open. I almost don’t even use the metro.” But Max suggests returning to what happened to the city center now that all the work has been completed. Max writes: “We see that the reconstruction on Sadovoy is completed. And now it stands from Kursk to Arbat.”

A. SHAHBAZYAN: Much is visible from the outside. This is kind of the tip of the iceberg. The organization of traffic is not only the geometry of the road network. Organizing traffic also means setting up traffic lights, and fine-tuning traffic lights. What we are currently doing is setting up and coordinating traffic light 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 of traffic lights.

Y. BUDKIN: Couldn’t this have been done before, having calculated it in advance, done 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 matter, there is a certain story that is predicted, a certain base is prepared for this story, and then this base begins to be finely tuned to the real situation. It is impossible to predict 100% how drivers, pedestrians, and public transport will behave. There is a methodology, there is a method for modeling mathematical transport, which allows you to understand in which direction the situation will move, but not a single mathematical model can predict 100% that exactly this number of cars will pass here. 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. SHAHBAZYAN: I would probably be lying if I said 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 being corrected as part of this fine-tuning.

Y. BUDKIN: The same question for you - when all this reconstruction work in the Garden Ring area was completed, when the center seemed to be supposed to move, 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 transport has increased. But this transit transport could be avoided if a sufficient number of intercepting parking lots were organized at outlying metro stations, on the outskirts of the city. Since these parking lots appeared in a somewhat stripped down and premature form, people practically do not use them. There is a parking lot near Medvedkovo, there are 30 or 40 parking spaces. This is a microbe in the sea that could make a significant difference to the traffic situation.

Y. BUDKIN: I have to ask again, is the data processing center responsible for parking?

A. SHAHBAZYAN: The Administrator of the Moscow Parking Space is responsible for parking and the organization of 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 can’t force it. We can express our opinion.

Y. BUDKIN: And what is this opinion?

A. SHAHBAZYAN: This is a double-edged sword. An increase in the number of parking spaces will always create demand.

Y. BUDKIN: Even if we are talking about interceptor parking?

A. SHAHBAZYAN: Of course, even if we are talking about interceptor parking, because they are also located inside the Moscow Ring Road, if we are talking about the Medvedkovo, Strogino metro stations and some other metro stations. And this, along with all the general traffic on outbound highways, also enters the city.

Y. BUDKIN: Mikhail, you said that there are not enough intercepting parking lots. This is a minus. Further.

M. KALININ: Then I absolutely cannot understand how cars parked for a fee along the roads improve the road 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. Some people just won’t come because they don’t want to spend 200 rubles. Or how much per working day?

M. KALININ: Apparently, all these parking lots are full all the time, packed all the time, and finding a space on a busy day in parking lots in the city center is quite difficult.

Y. BUDKIN: Is there an explanation for this?

A. SHAHBAZYAN: Firstly, I simply agree - there are simply fewer of these cars. They violate traffic rules to a much lesser extent. That is, we all remember the period of free parking five to seven years ago, when cars were parked on the sidewalks in two or three rows. I remember Myasnitskaya Street very well, what it was like. It was a four-lane street, on which you could only move in one lane, because everything was parked in two rows on the right and left. Naturally, the organization also psychologically affects the driver, that is, drivers violate less.

Y. BUDKIN: 727 requires that you realize your mistakes and repent. “I work as a personal driver, 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 continue voting, which does not show so many clear results - how has the transport situation in Moscow changed? Rather, it worsened, rather it improved. Two options. Voting is now underway in the Telegram channel. Voting by telephone will take place a little later. 278th writes that the issue is not paid parking, but this organization of parking space in Moscow has become more convenient and understandable simply because cars have begun to be evacuated. Marina 637: “Why doesn’t anyone talk about the main absurdity of the 21st century - the Third Ring, which runs almost through the center of the city? Have you heard that this is not the case in any normal country? It’s like in Africa. Isn’t it possible to do something with the Third Ring?”

A. SHAHBAZYAN: What do you mean?

Y. BUDKIN: There is nothing like this anywhere in the world, writes Marina! So, remove it, I guess!

A. SHAHBAZYAN: Of course, it is impossible to take and remove the Third Transport Ring 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 the Garden Ring to the Third and further from the Third to the Moscow Ring Road. That's the big part of this bagel. There are probably some things in traffic along the Third Ring Road that could be improved, but again, this work is being carried out systematically. You can’t just take it and do everything 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, I will not agree with Marina, because in many cities of the world, large capitals, there are such highways as the Third Ring Road. The same famous Boulevard Peripherique in Paris. There are a colossal number of rings in Beijing, which have proven themselves well and perfectly relieve 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 connect the cities, as it were, diagonally, then I think that the fact that the fourth ring is now being built...

Y. BUDKIN: Now these are chords.

M. KALININ: I think that with their appearance we should expect improvement.

Y. BUDKIN: Arthur Shakhbazyan, what do you say? Do we need to build more roads urgently?

A. SHAHBAZYAN: This is what the Moscow government is actively involved in. Roads are being built at a Stakhanov pace. A very large number of junctions are being reconstructed. Last year and this year, the already mentioned chords and roads were built, that is, a very large number of roads; the very necessary framework is being 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 standards for the number of roads in this area?

A. SHAHBAZYAN: There are no standards. There are some indicators that show different densities of the road network in different cities, and so on, but again it must be said that there is a different methodology for calculating this road network, because, for example, in many European or Western cities there is no such concept , like local areas. Our city, in fact, has been designed in a unique way, starting from the general plan of 1935, we have quite 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 takes us back to the reconstruction of the Garden Ring. Why are there such wide sidewalks on the Garden Ring?

A. SHAHBAZYAN: Here we must start, first of all, not from the sidewalks.

Y. BUDKIN: The larger the sidewalk, the smaller the roadway. This is where Leonid apparently comes from.

A. SHAHBAZYAN: We proceeded from the following. On any road there are zones that determine the throughput of this section. The roads on the Garden Ring, obviously, 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 lanes in each direction. Accordingly, organizing very wide approaches to these bottlenecks simply creates bottlenecks.

Y. BUDKIN: We accept calls from our listeners. 73-73-948. We are listening to you.

RADIO LISTENER: 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 doesn’t build at all. The result is bottle necks. Take Khimki, they built a new road. And the prices for it have been so low that Khimki still stands the same way it stood 20 years ago.

Y. BUDKIN: It makes no sense to build roads in Moscow, because you won’t get out of Moscow anyway. How much of a problem is this really?

A. SHAHBAZYAN: It’s hard to disagree with this. Indeed, a large number of cars enter Moscow in the morning and leave, including to the nearest areas of the Moscow region, in the evening, so a very small number of directions, high-capacity roads run into fairly narrow highways, which causes the problem.

Y. BUDKIN: These intercepting parking lots that we talked about in the first half of the program, would they have helped or would they not have solved this problem?

A. SHAHBAZYAN: Taking into account the fact 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 473, apparently about the center and the Garden Ring, which is polluted and you can’t walk, why didn’t they make additional parking for cars that come to shops and institutions?”

A. SHAHBAZYAN: Parking lots have been built, including on the Garden Ring. In fact, the number of parking lots on the Garden Ring has increased since the improvement. They were specially organized in wide places where these special backups allowed, including for parking - pockets were organized there. Including in order to reduce the number of conflicts. That is, any parking vehicle, when it gets into a parallel parking space or backs out of a parking lot, can potentially cause a traffic accident. Especially on such a fairly fast one, despite the fact that it is located in the center, a road like the Garden Ring. To improve road safety, it was decided to organize these parking lots where the width in such backups allows.

Y. BUDKIN: But there are no fewer of them than there were.

A. SHAHBAZYAN: They haven’t become less, they have become more.

Y. BUDKIN: “Why is parking so expensive?” writes Denis. “On Sadovoe it costs 200 rubles. Who sets the prices? Demand?".

A. SHAHBAZYAN: Demand. This is an absolutely economically justified measure. In order for a parking space to function normally, no more than 85% of the spaces should be occupied. As soon as this figure begins to increase, it means that the established parking tariff is quite low.

M. KALININ: Regarding the attitude towards paid parking, I have already expressed my opinion, but it seems to me that there is still not enough parking 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 buildings?

Y. BUDKIN: These parking spaces are most likely being built there, there just aren’t enough of them. And if they become available, then they are even more expensive than the one on the Garden Ring for 200.

M. KALININ: They should simply be given to the city for use, somehow organized so that these parking spaces do not belong to these business centers or belong to them under some conditions, but at the same time people coming to the center could use them and leave theirs there cars. Do not leave them on the street, but leave them in specially equipped parking lots.

Y. BUDKIN: 836th: “Has anyone determined the number of parking spaces for disabled people? Why are there two out of ten spaces for the disabled, and in another place we see 10 parking spaces for the disabled, and next to it there are three spaces, 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 lot itself or on the street on which this parking lot is located.

Y. BUDKIN: If the street is long, 10 kilometers, then all places are counted, and in one place there may be places for the disabled.

A. SHAHBAZYAN: All places along the street are counted, but ideally parking spaces for disabled people should be located as close as possible to the places where these disabled people come. That is, these are social places: clinics, hospitals, MFCs.

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 is a place of attraction for people with disabilities, and accordingly, these parking spaces are organized there.

Y. BUDKIN: This is an almost philosophical question - is Moscow ready for people to switch to cars, the metro, buses, trolleybuses?

M. KALININ: I think we should strive for this. Moscow can switch to buses and trolleybuses.

Y. BUDKIN: Is there enough space for Moscow there?

M. KALININ: This is truly a philosophical question. There probably won’t be enough space for Moscow there, since the metro, especially the central stations, were built in a completely different era, designed for a completely different throughput capacity, so it’s impossible to definitely 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, this is why ground public transport is being improved. In addition to the underground, a network of highways has been introduced. The second stage of this new route network of highways was introduced this year, which has significantly increased the quality of transport services in the central part of the city, because until recently the situation with ground transport in the city center was quite difficult. Now it has improved significantly, and now it continues to improve every day - from dedicated lanes that allow buses to be predictable and adhere to schedules - to the purchase of new rolling stock, to 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, 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. This is new, but this is what allows you to give the ground...

Y. BUDKIN: Can we already say that this is already working, or is working poorly, or, on the contrary, is working well?

A. SHAHBAZYAN: This definitely works, if we talk about the organized oncoming 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 jams. Buses do not have to circle around the Kremlin in one direction, and this was the infrastructural push that made it possible to give a powerful start to the new network.

Y. BUDKIN: Borovskoe highway. Vasily describes the situation. There is a dedicated lane on the main roadway. Now an additional band has also been introduced on the double. It turns out that now it takes me half an hour longer to get home. I don’t understand why there are two lanes on the main roadway and on the backup road.

A. SHAHBAZYAN: It’s so difficult without a map. There are probably two types of routes there. There are main routes that follow the main route, and there are more local routes.

Y. BUDKIN: 73-73948 - live telephone number. We are listening to you, hello.

RADIO LISTENER: Good afternoon. Vladislav, Moscow. Tell me, is it possible to give at least a few main highways for commercial use? I’m driving along the M11 when I get off to Leningradka, heaven and earth. Commercial toll road - it feels like you're 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 parking space, so objectively, something that begins to obey some rules of the economy will probably work effectively.

Y. BUDKIN: Mikhail Kalinin, can you also somehow assess whether there may be toll roads in the city? Are we ready for this?

M. KALININ: They may exist, but they will be empty just like M11. I just received a call from a listener who said that the introduction of M11 did not relieve the congestion of Khimki and nearby settlements at all.

Y. BUDKIN: Yes, but a person who can afford to pay for the M11 can afford to drive quickly on an uncongested road.

M. KALININ: Then we will have some kind of inequality - elite roads for elite people, and everyone else will be stuck in a traffic jam somewhere in Khimki, or better yet, further away.

Y. BUDKIN: People are generally different, and when we talk about dedicated bus lanes, we understand that problems are solved by some 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: “Why the fright did they even make markings that prohibit driving onto the tram tracks? Aviamotornaya, Pervomayskaya. Many streets were catastrophically narrowed. That is, cars cannot drive. What to do?". They have nothing left there, as I understand it.

A. SHAHBAZYAN: If the tram tracks have been separated, including by markings, then, accordingly, at least a traffic lane remains for the movement of general transport, and in general this has also been done to increase the priority of the tram as public transport. In fact, these first interim results already show that tram speeds on separate tram tracks more than double.

Y. BUDKIN: You immediately remember Pervomaiskaya and realize that in addition to trams, there is, for example, a trolleybus. Accordingly, other means of public transport, such as a trolleybus or a bus, get stuck in a sharply increased traffic jam. What to do with this? Maybe then they should be put on tram tracks?

A. SHAHBAZYAN: Trolleybuses probably won’t be able to run along tram tracks, although such technical solutions probably exist in the world.

Y. BUDKIN: 73-73-948. Live phone number. Hello.

RADIO LISTENER: Hello, my name is Alexey, I am a Muscovite. The main problem is not being solved. The whole country works in Moscow. There are 150 million in the country...

Y. BUDKIN: We are not discussing this now, I apologize. 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 are listening to you. Hello.

RADIO LISTENER: There are a lot of tram tracks in Moscow. Is the issue being generally considered to cancel trams, because there are wires, and rails, and maintenance, and passengers constantly running across the roadway?

Y. BUDKIN: It seems to me that recently the authorities, on the contrary, are trying to develop the tram.

A. SHAHBAZYAN: In general, the tram is the most effective type of surface urban transport. It stands somewhere in the middle between buses, trolleybuses and the metro, so the issue of canceling the tram, of course, is not being considered. What is being considered is the solution to these problems that were mentioned about running over. Indeed, it is necessary to build tram platforms so that passengers do not go out onto the roadway, and this is also currently being implemented.

Y. BUDKIN: We are brought back to this story with Pervomaiskaya, where, due to the fact that trams now travel faster, buses and trolleybuses travel more slowly. Marina: “On Sretenka they introduced an oncoming lane for buses, but when moving from the center these buses end up stuck in a traffic jam. What should we do about it?

A. SHAHBAZYAN: When moving 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 general driving culture...

Y. BUDKIN: Where to go? If I'm stuck in this traffic jam, then I have nowhere to go. They move from one lane to another. The same thing on Entuziastov Highway, the same thing on Pervomaiskaya, which I just remembered.

A. SHAHBAZYAN: Along Sretenka and Bolshaya Lubyanka, the introduction of a dedicated lane has speeded up 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 very setting you were talking about.

A. SHAHBAZYAN: Including setting up traffic lights and priority release of public transport from intersections.

Y. BUDKIN: “Everything is going fine along Pervomaiskaya.” Here listeners are already starting to argue with listeners. 73-73-948.

RADIO LISTENER: Alexander, Moscow. I just listened to the standards for parking for the disabled. Here's a concrete example. Three places for disabled people exist. Opposite - 4 seats and 4 for disabled people. 100%.

Y. BUDKIN: They said that you have to count along the entire length of the street.

RADIO LISTENER: There are no medical facilities 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 need to deal with each case separately. Demands 247: “How do you keep track of what’s really going on there?”

A. SHAHBAZYAN: We monitor with the help of an intelligent transport system, we monitor with the help of cameras or an overview that is located on the road network, we ourselves drive and walk around the faces of the city and see all this. And at the stage of preparing all design solutions, and at the implementation stage, and at the stage of further operation, we look at everything and solve all identified problems.

Y. BUDKIN: Chief Commander writes: “You changed the markings at the exit from Yaroslavka to Selskokhozyastvennaya Street, making it prohibitive. How can I get out of the tunnel onto it? Many people complain that now they have to exit from the other side or from another road, or from an alternate route, but they haven’t put up a special poster about this to make it clear that the traffic pattern has been changed here.” Why not?

A. SHAHBAZYAN: Such posters are almost always put up. It’s probably impossible to put up a poster of such a size that all drivers can see it 100%, especially many drivers, when driving an automatic vehicle 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 are complaining that where this turn is made, everything is not very visible. Is it possible to highlight it, people say?

A. SHAHBAZYAN: It would be good to understand what exactly, because as part of the improvement, new lights were installed, and they are many times brighter and better than the one that was there before.

Y. BUDKIN: “Zubovsky Boulevard Street. There is a safety island in the middle. It is not illuminated by anything, it sticks out onto the roadway. Is anyone 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: Anyone who wants to will notice that there is a pedestrian crossing there. Are you talking about this?

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 the vote. It is already clear that completely different results will be obtained when voting by telephone and via the Internet. All traffic jam problems are psychological. A person would rather stand in his car than jostle in the subway. But does such a 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 the strategic goals of the development of the transport system is to provide choice. That is, any user, any city resident should have a choice depending on what his needs and capabilities are at a particular moment; he can choose one or another type of movement from point “A” to point “B”. If he is willing 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, but now they have appeared, and therefore many people prefer cars, and are willing to pay time and money and traffic jams in order to feel like they are in some kind of capsule, in a comfortable corner. Let him stand in a traffic jam for an hour, but it’s better to be in the car than to be jostled in the subway.

Y. BUDKIN: Let's return to the specific cases that our listeners describe. 862nd says: “Entuziastov Highway, intersection with Aviamotornaya Street, 15 seconds have been added to red. Everything has been calculated. As a result, Treshka stood up. Don’t you see this?”

A. SHAHBAZYAN: We definitely see this. We have a situation center. We have all traffic lights that are connected and can be controlled remotely. It’s difficult to say that they took and added 15 seconds; again, during the day there are different plans for managing traffic light objects. Depending on what time, in what 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 already read about this story somewhere. Lesnaya Street, 100 meters before the intersection with Leningradka, there is not yet Leningradka, 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 difficult for me to comment. Our office is located just next to Lesnaya Street, 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 this 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, this will certainly affect the vote. Let's see. Stops voting. 84% believe that the situation has worsened over the past five years. 16% believe that 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. Arthur Shakhbazyan, Mikhail Kalinin. Program "One's own truth". Thank you. Thank you.