The movement blindly. What’s wrong with the concept of ground station of Moscow

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From a purely transport point of view, this project was bound to appear, ideally 15-20 years ago, when the fast began to grow, the population density in the nearest to Moscow suburbs: Balashikha, Shcherbinka, Podolsk, Odintsovo and others. This decision brings the experience of European capitals. In many of the largest cities in Europe there are three interconnected rail systems: metro, serving local needs, trains connecting the city with the region and the settlements of the region between themselves (inter-city) within a radius of 100-150 km, and finally a “commuter subway” connecting downtown with the suburbs at a distance of 20-30 km.

The essence of the project IDC

This and the Paris RER, the Berlin S-Bahn, and its Viennese counterpart. In Moscow, this third system is not yet available. At metro dense network of lines and the minimum intervals, the strip is mostly underground. The train is a real railway with a fairly rare stations and large intervals. The task of the suburban metro — daily delivery to the city and back a lot working there people close surroundings, so the mode of its operation close to the metro, but stops less: transplantation is not metro only at junctions. For Moscow, this problem is particularly relevant.

We have a very high population density of the suburb, is often more than the city that almost never occurs in Europe, and a colossal circular migration, as most of the jobs were in Moscow, and mainly in its center. With the flow of passengers from conventional Queen or Podolsk train can not cope — too seldom goes and comes at these stations are already overcrowded, collecting passengers from distant suburbs. The capacity of the metro is already at the limit, the mechanical extension of lines to the suburbs leads to the collapse when 1-2 station away from the Terminus, a train will not enter. For the metro is actually the seal of the network and increasing connectivity, the creation of interchange stations, tunnels and rings, such as the ICC. In addition, the new public transport can significantly reduce commuter traffic to the center and from the center.

In short the project can not refuse to iron, I would say even the train logic. There are, of course, unclear details that can greatly change the original idea. For example, how to provide the frequency of trains without laying separate ways? But new paths through the city — it’s more money and time. How to make easy and quick change to subway? There is unlikely to dispense the usual TPU.

For the sake of discussion is obvious, in General, things lying on the level of common sense, perhaps, should not have put pen to paper. However, I can’t shake the feeling of bewilderment, familiar, deja vu. Again, as six months ago, giant scale and cost of the project emerges as if from nowhere and immediately gets the highest approval, that is taking shape, now not a step back. As in the case of renovation, decisive action I did not manage to trace the overall vision of the development of the city, its neither the statements nor the documents, only the specific task in its scope and timeline.

Excess of a polycentric system

For example, many years (since 1971, nearly 50 years!) from the General plan in the General plan roams the idea of a polycentric system. Cannot continue indefinitely to collect all in one center: people, transport, jobs. Moscow needs an alternative centre of business and social activity, the point of attraction in the periphery, where the lives of the majority of Muscovites. Talking about it and officials, and planners.

The Central diameters of this common idea does not support, once again bringing all the threads to the historical center within the Third ring road. Most likely, despite the name, the diameters will work as the radii: what is the flow of passengers from the claimed 300 million per year should be from Lobnya in Podolsk is unclear, but how many people traveling from these cities to the centre — we know now that tens of thousands daily. At the same hints and announced a plan to build several new stations, Kalanchevskaya and Tsaritsyno. Noteworthy is the fact that the concept is not completely new WDC Moscow, 4-5 years ago the former main project of the city authorities.

The lack of a plan

Held last summer in Moscow urbanisticni forum dedicated to the way, the agglomerations, the same word was said about the WDC, no expert assessment from the leading world and Russian specialists has not sounded. Not to mention the General plan of Moscow, updated two years ago in connection with the new Moscow, but did not become a development tool. The master plan is in the best case reflects the existing situation with a delay of 4-5 years.

There is a feeling that Moscow in its urban development moves to the touch, polupriznanie failures (new Moscow) to the obvious successes (CIP), without taking the trouble to formulate a comprehensive plan for at least 5 years, not to mention the 25-year planning horizon. Perhaps such a plan there as there are calculations and expertise, but we do not know about them. Without a clear strategy the risk of error increases many times. Common sense and management of pressure — a condition absolutely necessary, but unfortunately insufficient to solve such complex and uncertain issues as prognosis of the fate of the metropolis. Every time, going at ENEA, I lift up my head to stare at the trestle monorail is stopped, a monument to the previous one, but so close of an era, and not become the Golden key to all doors.

Source of information, original article

22. November 2017 by Ekaterina
Categories: Business News from the Forbs | Leave a comment

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